turbo machinery institute of technology and...

TURBO MACHINERY INSTITUTE OF

TECHNOLOGY AND SCIENCES

EDITORIAL BOARD MEMBERS-

PREM,KHALIL

S S.NO TOPICS PG.NO.

1) LATEST TRENDS IN MECHANICAL/AUTOMOBILES

3-32

2) UPCOMING CARS & BIKES 33-117 3) RESEARCH & DEVELOPMENT(R&D) 118-142 4) NEXT GENERATION 143-159

5) YOU TUBE LINKS 160 6) EVENTS 161

7) PHOTOGRAPHY CLUB 162-168

JAGUAR LAND ROVER POWERS UP NEW

INGENIUM ENGINE FAMILY

Ingenium is an all-new family of compact, lightweight, low-emissions diesel and petrol turbocharged engines that deliver both the efficiency and performance that our global customers desire

Configurable and flexible common diesel and petrol architecture enables maximum manufacturing efficiency, more variants, higher quality and greater speed to market

Designed and engineered in-house by Jaguar Land Rover engineers, volume production begins in early 2015 at the all-new Jaguar Land Rover Engine Manufacturing Centre near Wolverhampton, UK

Weighing up to 80 kg less than today's engines, Ingenium uses patented technologies to reduce friction and deliver class-leading CO2 emissions, refinement and high performance

Ingenium, the new family of premium diesel and petrol engines designed, engineered and manufactured by Jaguar Land Rover, delivers class-leading

1. LATEST TRENDS IN

MECHANICAL & AUTOMOBILES

levels of torque, horsepower and refinement while reducing emissions and fuel consumption.

The company today revealed more of the technical details of these new lightweight, compact low-emissions modular engines as it showcased some of the company's future technologies.

Ingenium: Configurable, Flexible, Modular

Jaguar Land Rover has developed its own new family of advanced technology, low-friction, high-performance petrol and diesel engines to meet growing customer demand for lower fuel consumption and cost of ownership, without comprising performance and the driver experience.

Ingenium's design brief presented Jaguar Land Rover's engineers with a tough and complex challenge. Its new engine family would need to be:

Configurable and flexible to enable seamless installation in a range of new Jaguar and Land Rover vehicles

Scalable up and down to create smaller or larger displacement variants in the future

Able to accommodate a range of powertrain layouts including rear-, all- and four-wheel drive

Engineered to support manual and automatic transmissions as well as electrified hybrid drive systems

Easily accepting of new advances in engine technologies as they become available

Jaguar Land Rover powertrain engineers at the company's Whitley and Gaydon development facilities have based Ingenium's foundation on extremely strong and compact aluminium blocks for both diesel and petrol versions.

These lightweight blocks share the same bore, stroke, cylinder spacing and 500cc cylinder capacity. This helps give Ingenium the configurability and flexibility around which smaller or larger engines can quickly and efficiently be developed to meet future regulatory and competitive requirements. To support the development of this future powertrain technology, including the new Ingenium family, Jaguar Land Rover has invested £40 million to expand and enhance its Powertrain Engineering facility at its Whitley Technical Centre.

All diesel and petrol Ingenium variants will be equipped with state-of-the-art turbochargers that improve performance, particularly at low speeds, and that help reduce consumption and C02 emissions.

Ingenium's modular design enables both petrol and diesel engines to share many common internal components and calibration strategies. This reduces complexity, raises quality and simplifies manufacturing, and allows Jaguar Land Rover to react more quickly to changes in global demand.

"Customers around the world are increasingly demanding cleaner-running, more efficient vehicles that maintain or even enhance the performance attributes expected of a rugged all-terrain vehicle or a high performance car. Our Ingenium engines deliver this to a new level." said Dr. Wolfgang Ziebart, Jaguar Land Rover Group Engineering Director.

"Engineering and manufacturing our own engines improves our ability to react to changes in demand and improves our ability to react to changes in legislation and competitive technologies in the future", added Dr Ziebart. "We believe that with the range of technologies we are investing in, Jaguar Land Rover can absolutely satisfy the often conflicting requirements of delivering engaging high-performance luxury vehicles that reduce our carbon footprint in the long-term."

Ingenium bristles with innovations that will deliver more of what Jaguar Land Rover's global customers expect from premium high-performance engines: outstanding low-end torque, effortless acceleration and class-leading emissions performance with low consumption.

One strategy Jaguar Land Rover powertrain engineers used to accomplish this was a focus on reducing internal friction.

In the first Ingenium engine to go into volume production, a 2.0-litre diesel known as AJ200D, friction is reduced by 17 per cent compared to the current engine, helping to make it one of the most efficient and responsive 2.0-litre turbo diesels in its segment.

Ingenium engines feature six key technologies that combine to reduce friction, add refinement and improve performance. They include:

Roller bearings on cam and balancer shafts, instead of machined-in bearing surfaces.

Computer-controlled variable oil pumps that save energy by delivering the optimum amount of oil at all speeds, engine loads and temperatures.

Computer-controlled variable water pumps that adjust the amount of coolant flowing through the engine, based on temperature, speed and driving conditions. The split or twin circuit cooling system offers the twin benefits of lowering C02 emissions by enabling fast warm ups, and providing quick cabin heat on cold days.

Simplified cam drive system designed for modular application. Crankshafts that are offset from the centre of the block. Electronically controlled piston cooling jets to improve efficiency in the oil

pumping circuit. Jets are switched off when piston cooling is not needed. They also enable the engine to reach its optimum operating temperature faster, further helping to reduce C02 emissions.

All Ingenium engines will be equipped with advanced and efficient turbochargers, central direct high-pressure fuel injection, variable valve timing and start-stop technology.

Ingenium will also come to market as one of the most tested and proven Jaguar Land Rover engines ever. Before the first Ingenium engine is sold, it will have already undergone the equivalent of more than eight years of the toughest, most punishing testing that Jaguar Land Rover engineers could devise. These tests include a huge range of integrity and durability testing, including more than 72,000 hours of dyno testing and 2 million of miles of real-world testing to ensure these engines deliver - and continue to deliver.

Key Role in Vehicle Weight Reduction

Jaguar Land Rover already leads the industry in the production of lightweight, aluminium-bodied vehicles. The introduction of Ingenium unites the company's light-weight chassis expertise with powertrains specifically designed and calibrated to complement reduced weight vehicles.

Jaguar Land Rover engineers are focusing on reducing vehicle weight by optimizing every component in every system, powertrains included. Despite adding features and increasing power output, Ingenium engines weigh as much as 80 kg less than today's equivalent engines.

"Ingenium fulfils our commitment to offer our global customers some of the most advanced powertrains available in some of the lightest vehicles in the premium SUV and performance car segments," said Ron Lee, Jaguar Land Rover Director of Powertrain Engineering.

"Being configurable and flexible are the two key strands of Ingenium's DNA because we have future-proofed our new engines from the outset. Ingenium will be able to accept new advances in fuel, turbocharging, emissions, and performance and electrification technologies when they are ready and accessible to be deployed.

"We were able to design Ingenium in this way because we had the rare opportunity to start the project with a clean sheet of paper. We weren't locked into any of the usual restrictions that force engineering compromises because we had no existing production machinery that would dictate design parameters, no carryover engine architectures to utilise and no existing factory to modify," said Lee.

AUDI LASER LIGHTS

-Audi tests innovative lighting technology on the race track - New R18 e-tron Quattro combines matrix LED and laser light - Prof. Dr. Ulrich Hackenberg: “Laser light is the future” LED daytime running light, LED headlights, matrix beam and now laser light: Audi is again using the Le Mans 24 Hours this year to further extend its advantage in the area of light and vision. With the new R18 e-tron Quattro race car Audi has opted for a combination of LED and laser light. ―Audi is the trendsetter in lighting technology,‖ says Prof. Dr. Ulrich Hackenberg, Member of the Board of Management for Technical Development of AUDI AG. ―The A8 has recently been available with matrix LED headlights – the most advanced lighting technology for production cars. We‘re going to offer it in further models. Our latest development is laser light – even sharper, more powerful and more efficient. We‘re equipping the new Le Mans race car with it and will be the first automobile manufacturer to introduce laser light in production cars.‖ Optimal illumination of the track plays a crucial role in the Le Mans 24 Hours and other endurance races, which are partially held in darkness. ―We‘ve always attached great importance to making our drivers feel safe and comfortable in the cockpit of an Audi race car,‖ says Chris Reinke, Head of LMP at Audi Sport. ―Good night vision is an essential element of this. The matrix beam LED headlights already provided our drivers with a major advantage at Le Mans – combined with laser light, it‘ll increase even further. This new technology has great potential for the future.‖

With its matrix LED headlights, consisting of eight LED units per side, the Audi R18 e-tron Quattro set standards in terms of lighting range and light intensity at Le Mans last year. The innovative headlights of the new R18 combine the strengths of the matrix LED headlights with those of laser light. ―Laser light provides a much more homogenous and precise spread in front of the car,‖ says Chris Reinke. ―For us, this technology marks a milestone – it‘s a reflection of the pioneering spirit of Audi Sport that, yet again, we‘re assuming a pioneering role and, together with our colleagues in production development, deploying this new technology at such an early stage in racing. This collaboration is remarkable.‖ At the International CES 2014 in Las Vegas in January, Audi showcased the Audi Sport Quattro laser light concept car and a front section of the new Audi R18 e-tron Quattro including the headlights. In the case of the previous R18, Audi retrofitted the car with matrix LED technology while for the new generation the developers integrated matrix beam and laser diodes from the beginning. This also made it possible to further optimize the intelligent

cornering light. Depending on the position of the car on the race track, it illuminates a corner even before the driver turns in. Two-time Le Mans winner and former World Endurance Champion Marcel Fässler already had the opportunity to experience the compelling advantages of the new headlights during tests held in darkness. ―I‘ve never had such good light on a race car as on the new R18,‖ the Swiss enthuses. ―It‘s clearly even better than last year. I wouldn‘t call this just one step forward, but three. The laser light is brighter, more concentrated and more precise. For example, you can see the apex of a corner much better with it. At night, this could be a crucial advantage for us.‖ Audi has previously set standards in lighting technology at Le Mans on several occasions. The Audi R10 TDI in 2006 was the first race car equipped with LED daytime running light. On the R15 TDI, LEDs additionally functioned as the high beam. In 2011, with the R18 TDI, Audi used full LED headlights for the first time; and in 2013 matrix LED technology followed.

―The use of laser light at Le Mans is yet another example that underscores Audi‘s leading role in the development of new technologies and the importance of motorsport for the company,‖ says Head of Audi Motorsport Dr. Wolfgang Ullrich. ―Le Mans again serves as a tough test bed for a new technology that‘ll soon be launched in production at Audi and in which the four rings are again a crucial step ahead of the competition. The close cooperation between Audi Sport and production development is exemplary and unique.‖

Leading the way in lighting technology: The new Audi Matrix LED headlights

MATRIX LED LIGHTS - New technology set to reach the market later this year - Individually controlled LEDs for high-precision lighting - Audi has been leading the way for many years with an array of innovations Audi is now building on its lead in the domain of lighting technology with a world first: The Audi Matrix LED headlights will make their debut on the new A8, which is appearing on the market at the end of 2013. Audi, the technology leader in this field, is thus opening a new chapter in automotive lighting technology. Audi Matrix LED technology splits up the LED high-beam headlights into numerous individual, small diodes working in conjunction with lenses or reflectors connected in series. Managed by a responsive control unit, they are activated and deactivated or dimmed individually according to the situation. This means they always supply high-precision illumination and achieve the maximum possible light yield without needing a pivoting mechanism. In the new Audi A8, each headlight comprises 25 high-beam light-emitting diodes, arranged in groups of five per reflector. When the light switch is set to ―automatic‖ and the high-beam headlights are on, the system is activated from 30 km/h (18.64 mph) on highways and from 60 km/h (37.28 mph) on city streets. The Audi Matrix LED headlights produce a quality of light with a special crystalline sheen. By day, too, they have a very attractive and distinctive look, which is reinforced by the new appearance of the daytime running lights.

As soon the camera in the A8 detects oncoming vehicles, the Audi Matrix LED headlights dip the relevant sections of the high-beam headlights. The system operates with such precision that it blanks out light that would shine directly onto oncoming and preceding vehicles, but continues to cast the high beams with full power on all other zones between and beside them. The closer an approaching vehicle gets, the more LEDs are deactivated or dimmed. When there is no more oncoming traffic, the high-beam headlights then resume full power, including the sections that had previously been off. The light that the driver sees is always bright, homogeneous and much more effective than that produced by competitors‘ mechanical dipping systems.

Matrix LED technology offers fascinating potential in many different respects, in terms of the number of individual LEDs, their arrangement, and the size and design of the headlights. One of its safety functions in the Audi A8 involves providing what are known as marker lights: These team up with the optional night vision assistant to mark detected pedestrians. When it detects a person in the critical range in front of the car, individual LEDs flash at them rapidly three times in succession, picking out the pedestrian clearly from their surroundings and alerting both the pedestrian and the driver.

The light-emitting diodes of the Audi Matrix LED headlights also perform the cornering light function; they displace the emphasis of the beam in the direction of the bend. By calling on predictive route data supplied by the MMI navigation plus, they do so shortly before the steering needs to be turned. Another function in the new Audi A8 is the turn signal with dynamic display: The LEDs in the turn signals flash in blocks at 150 millisecond intervals in the direction that the driver intends to turn. Audi leads the way in automotive lighting technology and the brand has repeatedly masterminded crucial advances over the years. Here are just the main world-leading innovations: 1994: second-generation xenon headlights in the Audi A8 2003: adaptive light in the Audi A8 2004: LED daytime running lights in the Audi A8 W12 2008: full-LED headlights in the Audi R8 2010: connectivity between the headlights and navigation data in the Audi A8 2011: homogeneous LED rear lights design in the Audi A6 2012: turn signal with dynamic display in the Audi R8 2013: full-LED headlights for the compact class 2013: EU validates LED technology from Audi as an eco-innovation, the first manufacturer to be certified for this technology The plus points of Audi innovations include not just better light, but also more safety, high efficiency and attractive design. A wide range of customers can reap the benefits – the LED headlights, for example, are available from the compact A3 car line upward. Also the Le Mans sports cars of Audi – the Audi R18 e-tron has just retained the title at the 24 Hours of Le Mans – have been fitted with LED headlights for a number of years; on the straight, they illuminate the racetrack over a distance of about one kilometre (0.62 miles). Audi intends to extend its lead step by step. The automotive lighting of the future will respond with even greater precision to the surroundings and interact with it in diverse ways. It will have all-electronic control and be even more attractive thanks to new dynamic functions.

VERTU’S $17,100 BENTLEY-BRANDED

SMARTPHONE IS THE ELECTRONIC

ACCESSORY NOBODY NEEDS

http://blog.caranddriver.com/vertus-17100-bentley-branded-smartphone-is-the-electronic-accessory-nobody-needs/



Bentley buyers are not normal consumers. They are, by definition, big spenders, willing to pony up for exclusivity and luxury that average folks can‘t afford. They want the best, and they‘re willing to pay for it. At least, that surely was the thinking behind Vertu—the maker of hideously expensive, utterly pointless ―luxury‖ smartphones—and Bentley teaming up to create a bespoke line of phones. Right on schedule, the first ―Vertu for Bentley‖ smartphone has been released—and priced—and, well, it‘s just about what we expected.

The initial Vertu for Bentley phone is a lot like Vertu‘s other creations, in that it is an Android-powered smartphone with a bunch of fine leather and titanium accents. In this case—phone pun intended—Vertu gives Bentley buyers a custom-appointed Bentley-themed phone to complement their handcrafted-in-Crewe conveyance. Trouble is, whereas Bentley‘s cars pack enough horsepower, luxury, and exclusiveness to justify their eye-watering price tags, Vertu‘s wares put a lot of luxurious wrappings on a rather plebeian package.

http://blog.caranddriver.com/bentley-teams-up-with-vertu-on-series-of-hyper-expensive-luxury-smartphones/

http://www.vertu.com/global/en/collections/signature-touch/view-collection/

Charitably, Vertu‘s claim to producing the world‘s only handcrafted, custom-tailored smartphone—the builder‘s signature is visible behind the phone‘s back panel—is a 21st-century take on the British coach building tradition that furnished brands like Bentley and Rolls-Royce. In the very British world of limited-run machines, what‘s under the hood doesn‘t always tell the whole story. (Just look at what Lotus has done using some very run-of-the-mill Toyota engines.) But in the case of the Vertu, what‘s under the hood does tell the whole story: The phone‘s 4.7-inch screen, 13-megapixel camera, off-the-shelf computer chips, and Android operating system are easily matched (and in some cases, bested) by the Samsung, Motorola, HTC, and Apple smartphones that the proletariat can so easily buy. And they‘re not paying anywhere near $17,100 for them.

The one key difference between it and other phones—aside from the hand-stitched calf leather, seemingly the only reason the Vertu for Bentley exists—is the Vertu‘s built-in, 24-hour concierge service, offering worldwide assistance, priority bookings, and the promise of ―accessing ‗money-can‘t-buy‘ events‖ from a dedicated lifestyle manager or a team of experts summoned via phone, email, or text.

http://www.caranddriver.com/lotus

FERRARI WORLD THEME PARK IN ABU DHABI

Ferrari World in Abu Dhabi is the world‘s largest and the only Ferrari branded indoor theme park that sits at the centre of a 2500-hectare Yas Island. Typical of UAE, the island is entirely dedicated to leisure, entertainment and lifestyle, and the Ferrari World is its central attraction. Opened in 2010, the park features more than 20 Ferrari inspired rides and attractions, in addition to a wide variety of Italian delicacies and shopping malls, and is reportedly a must-visit for all Ferrari enthusiasts.

http://www.happytrips.com/topic/world

http://www.happytrips.com/topic/entertainment

http://www.happytrips.com/topic/shopping

However, one of the theme park's iconic attractions can only be experienced from the air—the enormous roof inspired by the classic double-curve side profile of the Ferrari GT body, spanning 200,000 sq. m and carrying the largest Ferrari logo ever created. The theme park, measuring 86,000 sq m, is located under this 50m high roof. The perimeter of the roof is more than 2km in length. More than 12,370 tonnes of steel has been used to support this roof. At the centre, there is a 100m glazed funnel. The Ferrari logo that adorns the roof of the building measures 65 m across. Due to the shape of the island and the position of Ferrari World Abu Dhabi in close proximity to the airport, the building was conceived as a very simple 'ground hugging' form, peeling up from the landscape in flowing lines like a red sand dune. The visually distinctive form and shape crowns the Yas Marina Circuit and due to its location, the sleek shape and beauty of the building can be experienced by anyone driving past or flying over the island.

http://www.happytrips.com/topic/attractions

Among the various rides and attractions inside include the world's fastest roller

coaster that accelerates from 0 to 100 km/hr in less than 5 seconds and attains a

dizzying speed of 240 km/hr. The enormous funnel that you see in the centre of

the roof houses the 'G-Force', another attraction where passengers are strapped

into Ferrari-styled seats and blasted through the roof to a height of 62m with the

same G-force an F1 driver feels at high speed on the track. It propels the

passengers out of the park, taking them to heights from where they get eagle-eye

panoramic view of Yas Island before plunging back to earth. Elsewhere, a huge

reproduction of the Maranello factory displays the entire manufacturing

sequence—starting from the design stage and going up to the finished product, several 3D

and 4D shows, and other entertainment park usual.

VOLVO “TRIPLE BOOST” FOUR-CYLINDER

ENGINE HAS THREE COMPRESSORS, MAKES “NO

LESS THAN” 450 HORSEPOWER

http://blog.caranddriver.com/volvo-triple-boost-four-cylinder-engine-has-three-compressors-makes-no-less-than-450-horsepower/



Volvo has unveiled its latest—and what appears to be its greatest—four-cylinder Drive-E powertrain creation to date, the High-Performance Drive-E Powertrain Concept. To be clear, it‘s still just an engine on a stick, but with three turbos (!) and ―no less than‖ 450 horsepower on tap, it‘s mighty interesting.

Volvo‘s turbocharged and supercharged Drive-E 2.0-liter engine is the starting point, but the mechanical supercharger has been stripped away, and an electric supercharger and an additional turbo have been strapped on. Instead of using exhaust gases to get their spool on, the turbos are fed compressed air from the electrically powered compressor/supercharger, which eliminates turbo lag, according to Volvo. Also part of the package is a new dual fuel pump that delivers gasoline to thecylinders at 3626 psi. Volvo goes into a bit more detail and shows close-up views of the engine in the video embedded below.

http://blog.caranddriver.com/volvo-details-next-generation-drive-e-four-cylinder-engine-family-with-super-and-turbocharging-diesels/

As you‘d expect, Volvo seems pretty excited about it. ―We knew that 320 horsepower in our petrol configuration was just a starting point,‖ said Dr. Peter Mertens, senior VP for research and development. Once it reaches production, the gas-burning engine‘s ―at least‖ 450 horsepower would easily make it the most powerful in Volvo‘s history. The gutsiest Volvo cars offered at this point are the 345-hp S60, V60, and XC60 Polestar models, all powered by a turbocharged inline-six that will eventually be phased out at the end of those vehicles‘ life cycles. (A forthcoming plug-in-hybrid XC90 will produce about 400 combined horsepower.)

http://www.caranddriver.com/reviews/2015-volvo-s60-v60-polestar-first-drive-review



http://blog.caranddriver.com/volvo-twin-engine-xc90-is-the-400-hp-plug-in-hybrid-to-watch/

Volvo says that the program included early input from AVL, Denso, and Volvo Polestar Racing, ―which allowed theories and technologies from racing applications to be infused in the development process.‖ No word on which model or models will be the first to get the hot new powertrain, but we‘re looking forward to seeing it pulled off the stick and stuffed in a car.

INNOVATIVE VEHICLE TESTING The Lotus design approach utilises efficient and innovative integration of sub-

systems and components to create fully optimised solutions. Driven by system

level engineering and pragmatic best practice methodologies Lotus can truly

demonstrate ‗right first time‘ solutions. These industry leading skills lead to faster

to market products facilitating faster access to revenue and reduced program

costs.

Lotus Exige S in the semi-anechoic chamber

One of Lotus‘ fundamental philosophies from the very beginning of the company

has been to continually push the envelope on innovation. This pioneering

approach has led to a position of technology leadership in our core competencies

– lightweight architectures, driving dynamics, efficient performance and electrical

and electronic integration.

Fundamental to our full service supplier status is our extensive testing and

validation capability. Lotus has recently invested in upgrades for the engine and

vehicle semi anechoic chambers at Hethel. They are now equipped with new

Matadyne cones. Further investments are planned for the emissions lab to

compliment the recent investment in a particulate counter and the equipment

required to get to EURO 6 Certification Level.

A number of test beds have been modified and have new equipment to support

hybrid/electric system development utilizing battery simulators and HiL systems.

These are being developed by the controls group which can then support the

move from test bed to vehicle all delivered from one area with experience of

delivering the complete package. Lotus believes these additions demonstrate our

commitment to supporting sustainable transportation objectives well into the

future.

Our testing and validation team provides class leading best practices and state of

art technical methodologies that ensure that Lotus can provide robust data and

http://lotusproactive.files.wordpress.com/2012/11/nvh-anechoic-chamber-exige-s-12_09_12_71pb.jpg

results that our clients can trust to comprehensively support their product

development.

Lotus Engineering based at Hethel, Norfolk, provides confidential comprehensive

engineering services and facilities, including:

Engine test beds capable of supporting 10 to 500 kW engines, steady state, transient, for calibration, development, validation programs with the full support services on one site to deliver the project.

Air flow lab, metrology, engine build and strip, electrical workshop, instrumentation lab, vehicle and component rig test, machine shop, fabrication, battery build, FIA approved test track.

A variety of test fuels including gasoline, diesel, alcohol, as required. Vehicle emissions lab with soak space for 12 vehicles, 2 sets of chassis rolls

and 2 sets of emissions analysers, particulate counting and filter weighing room.

Vehicle development utilising Vehicle workshops with a variety of ramps to suit different vehicle and function needs. Specialist equipped electric vehicle areas.

Kinematics and compliance rig area supported by the vehicle dynamics team. All the facilities are backed up by engineers and technicians from a variety of disciplines with many years‘ experience from across the industry.

TOP 10 FUEL EFFICIENT DIESEL CARS IN INDIA

1. HYUNDAI XCENT

India City mileage: 16.2kpl

India Highway mileage: 20.3kpl

ARAI rating: 24.4kpl

Running cost per month: Rs 3561

Price (diesel range): Rs 5.56-7.41 lakh

The Xcent marked Hyundai‘s foray into the popular compact sedan segment, up

against the Honda Amaze and Maruti Dzire. Interestingly, while its 24.4kpl ARAI-

rated figure is not nearly the highest on this list, our road test crowned it the king

of the diesel roost. It managed 16.2kpl in the city – the highest figure here – and

20.3kpl on the highway, which is a touch shy of the Honda Amaze‘s 20.8kpl. You

can put that down to the Xcent‘s smaller, 71bhp, 1120cc, three-cylinder, CRDi

engine, which needs to be worked a little bit more out on the highway.

2. HONDA AMAZE

India city mileage: 15.2kpl

India highway mileage: 20.8kpl




The Amaze was Honda‘s first car in India to be powered by a diesel engine. The

made-for-India diesel motor, with an ARAI-rated fuel efficiency of 25.8kpl, gave

Honda the bragging rights to India‘s most fuel efficient diesel car, surpassed only

by its sibling, the City i-DTEC, whose ARAI rating is 26kpl. During testing, the

Amaze diesel‘s 15.2kpl in the city and 20.8kpl on the highway (still the best here),

made it the most efficient diesel car we‘d tested, until the Xcent came along. Not

bad for a relatively large, 1498cc, four-cylinder engine that makes 98.6bhp and

20.3kgm oftorque.

3. CHEVROLET BEAT

India city mileage: 16kpl





Considering this is the most compact car here with the smallest-capacity engine,

some might think that the Beat diesel should be at the top of the list. Its ARAI

rating of 25.44kpl is second only to the Amaze‘s and in our city tests; its 16kpl is

second only to the Xcent. However, out on the highway, the small 936cc

displacement lets it down, needing to be worked hard to really get the best of it.

Which is why its 19.1kpl highway rating lets down its overall FE performance.

4. HYUNDAI GRAND i10



ARAI rating: 24kpl

Monthly running costs: Rs 3714


Hyundai made some modifications to the 1.1-litre, three-cylinder diesel engine for

the Xcent, and so its ARAI rating of 24.4kpl is better than the Grand i10‘s 24kpl. In

our tests, this difference is even more pronounced, with the hatchback‘s 15.4kpl

and 19.6kpl city and highway figures being some way behind the Xcent‘s

numbers. Although it must be noted that the Grand i10‘s less aerodynamically

efficient shape will have had some role to play here.

5. TATA INDIGO eCS



ARAI rating: 25kpl

Monthly running costs: Rs 3724


The pioneer of the compact sedan segment, the Indigo eCS was always billed as

a very fuel-efficient car, with a 25kpl ARAI rating that was for its time, pretty much

as good as it could get. It‘s getting on a bit now, but even so, our tested 15.3kpl in

the city and 19.6kpl on the highway, are pretty impressive. The Indigo eCS is

powered by the same 1396cc, four-cylinder diesel engine as the Indica that‘s next

on this list, and produces an identical 69bhp and 14.2kgm of torque.

6. TATA INDICA



ARAI rating: 25kpl



Since its launch, the Tata Indica endeared itself to owners and fleet operators

with its stellar fuel efficiency. While the Indica has an ARAI rated fuel efficiency of

25kpl, we achieved 15.3kpl while driving in the city and 19.3kpl on the highway

(the only area where it falls slightly short of its compact sedan sibling, the Indigo).

For such an old design, it really does deliver as a no-nonsense, practical

hatchback, and the fact that it‘s the cheapest car on this list only reinforces that

notion.

7. MARUTI-SUZUKI SWIFT DZIRE






By far one of the most popular cars in the country, the Swift Dzire consistently

outsells even its hatchback counterpart, month after month. A big reason for that

is Maruti‘s great reputation for reliability and good service, but an ARAI rating of

23.4kpl helps too. While driving in the city, our testers extracted 14.6kpl from the

Dzire‘s 74bhp, 1.3-litre engine. On the highway, it stretched that to 19.8kpl, which

though not as good as the Xcent and the Amaze, is by no means terrible.

8. NISSAN MICRA






The Micra‘s inclusion on this list should give you some idea about just how under-

rated and overlooked it is in India. It‘s a hugely capable, practical and spacious

hatchback that‘s become even more desirable after its recent facelift. In our tests,

it matched the Maruti Swift with 14.6kpl in the city and 19.5kpl on the highway.

However, its ARAI rating is a little higher than the Maruti‘s – 23.08kpl as opposed

to 22.9. Put it down to the Micra‘s flexible and frugal 63bhp, 1.5-litre diesel –

closely related to the one in the Renault Duster SUV.

9. MARUTI-SUZUKI SWIFT






The diesel Maruti Swift has achieved immense popularity among buyers owing to

its fuel efficient and reliable diesel engine (oddly enough, sourced from Fiat). The

Swift diesel claims an ARAI rated fuel efficiency of 22.9kpl. During our fuel

efficiency runs, it matched its booted sibling, the Dzire, with 14.6kpl in the city,

although on the highway it didn‘t fare as well, with 19.5kpl. However, these minor

differences in fuel efficiency don‘t seem to have hurt the Swift‘s reputation as a

premium, fun-to-drive and reliable hatchback.

10. MARUTI-SUZUKI RITZ






It‘s not too surprising that after the Dzire and the Swift, comes the Maruti Ritz. It is

based on the same basic platform and uses the same engine and gearbox,

although it is a bit taller and ‗block-like‘ in shape. Still, it managed to score higher

than the Swift in the ARAI test with 23.2kpl, and it‘s only a fraction behind it in the

Autocar Road Test rating. It managed 14.6kpl in the city and 19.3kpl on the

highway, putting it in a very close tenth place on this list of frugal diesel cars.

2. UPCOMING CARS AND BIKES

2015 AUDI S3 SEDAN

With the launch of the A3 Sedan this spring, Audi is entering the world‘s largest market segment, the class of compact sedans. The dynamic four-door car offers all of the strengths of the A3 model series – with low weight thanks to lightweight design, powerful and highly efficient engines and numerous high-end solutions for infotainment as well as driver assistance systems. The top model of the series is the S3 Sedan with 221 kW (300 hp).

Exterior design

The Audi A3 Sedan has a sporty stance on the road, and it is precise and highly expressive in every detail. Its design is a cross between the classic three-box concept and the coupé philosophy. The ―tornado line‖ design element forms a distinct light-refracting edge that runs over the entire side. The overhangs are short. The four-door car has a 2.64 meter (8.66 ft) long wheelbase and an overall length of 4.46 meters (14.63 ft).

Above the side sills, the dynamic line rises more sharply than on the other two A3 models. The side surfaces are more intensively curved, and the wheel arches are slightly more flared. With a width of 1.80 meters (5.91 ft), the A3 Sedan is eleven mm (0.43 in) wider than the A3 Sportback; its height (1.42 meters [4.66 ft]) is still nine mm (0.35 in) lower than that of the Sportback.

The four-door car also expresses independent lines in the contour of its hood, in the bumpers, air intakes and its implementation of the singleframe grille. At the rear, the spoiler is integrated in the trunk lid, and the lights emphasize the car‘s horizontal lines with their broad and low cuts. LED technology is available as an option. Audi will also be offering full-LED headlights right at market launch – their innovative technology and distinctive appearance underscore the exceptional positioning of the A3 Sedan.

Body

With a 1.4 TFSI engine, the sedan has a curb weight of just 1,250 kg (2,755.78 lb). Audi uses many hot-shaped steel parts in the passenger compartment for low weight and maximum strength, while the engine hood is made of aluminium. The body is very rigid, crash-safe and quiet.

The strict dictate of lightweight design carries over into the interior and the engines as well. The four-cylinder engine weighs just over 100 kg (220.46 lb).

Powertrain

When the Audi A3 Sedan launches in Germany and Europe, the engine line-up will consist of three four-cylinder engines. Completely redesigned, the engines bring together efficiency technologies from Audi – direct fuel injection, turbocharging, innovative thermal management and the start-stop-system. The line-up of engines and transmissions will grow further, and will include two new basic engines.

The 2.0 TDI produces 110 kW (150 hp) and develops 320 Nm (236.02 lb-ft) of torque. It accelerates the A3 Sedan from 0 to 100 km/h (62.14 mph) in 8.7 seconds and takes it to a top speed of 220 km/h (136.70 mph). Its combined fuel consumption is 4.1 liters per 100 km (57.37 US mpg) – for a CO2 equivalent of 108 grams per km (172.20 g/mile).

Key performance parameters of the 1.4 TFSI are 103 kW (140 hp) and 250 Nm (184.39 lb-ft). At low engine load, the COD (cylinder on demand) system deactivates two cylinders. The 1.4-liter engine gives the car a combined fuel consumption of just 4.7 liters fuel per 100 km (50.05 US mpg); its CO2 emissions are 109 grams per km (175.42 g/mile). It takes just 8.4 seconds to accelerate from 0 to 100 km/h (62.14 mph), and the car‘s top speed with this engine is 213 km/h (132.35 mph). The 1.8 TFSI produces 132 kW (180 hp) and 250 Nm (184.39 lb-ft) of torque. It utilizes an extensive package of high-end technologies, including dual injection into the combustion chambers and the induction manifold. It enables sporty performance, taking 7.3 seconds for the standard sprint to 100 km/h (62.14 mph) and reaching a top speed of 235 km/h (146.02 mph). Its combined fuel consumption is 5.6 liters per 100 km (42.00 US mpg), equivalent to 129 grams CO2 per km (207.61 g/mile).

Depending on the engine, either a manual six-speed transmission or the S tronic is used. The dual-clutch transmission shifts the gears without any noticeable break in propulsive power. It is controlled by either the selector lever or paddles on the steering wheel.

The D shifting map is laid out for maximum fuel efficiency, while the rev levels are somewhat higher in the sporty S mode. In cooperation with the Audi drive select vehicle dynamics system, the S tronic offers a free-wheeling function in its efficiency mode which further reduces fuel consumption.

Chassis

The pole position that the Audi A3 Sedan has enjoyed in its segment is largely due to its chassis engineering. Providing the foundation here is a finely balanced axle load distribution (60 percent front and 40 percent rear, varies somewhat for different engines). All engines are tilted twelve degrees towards the rear, while the front wheel suspensions are placed far forward.

The front suspension is a MacPherson design with A-arms and aluminium pivot bearings. It is joined to an aluminium subframe. The electromechanically assisted steering system operates sensitively and efficiently together with various assistance systems. In the four-link rear suspension, which utilizes a steel crossmember, the springs and shock absorbers are mounted separately. The sport suspensions for the Ambition line and S line lower the body by up to 25 mm (0.98 in). The Audi A3 Sedan has 16- to 18-inch-wheels; quattro GmbH can also deliver wheels up to 19 inches in diameter. The front brake discs are internally ventilated.

Electronic stabilization control or ESC also includes an electronic differential lock. In fast driving through curves, it brakes the inside front wheel very slightly to minimize understeering and improve traction.

Interior

The interior of the Audi A3 Sedan is characterized by impressive attention to detail. The lines and surfaces are cleanly designed, and a long arc spans the width of the windshield. The instrument panel with its curved front is slender, and the centre console is slightly turned towards the driver. The optional colour display of the driver information system (DIS) shows images in highly detailed 3D graphics.

Starting with the MMI Radio system, the MMI operating system has an electrically extending screen. Its terminal is housed in the console of the centre tunnel. The electromechanical parking brake is activated by a pushbutton. The steering wheel has either three or four spokes, depending on the version. The customer can also order the steering wheel with a flat bottom, multifunction keys and shift paddles. Audi can also install sport seats in the front as an option. They are standard in the Ambition line, where S sport seats with integrated head restraints are available as an option. The interior colours – black, titan grey, pashmina beige and chestnut brown – are based on the specific equipment line. The two-tone Audi design selection lasso brown creates an exclusive colour world. The S line sport package, which can be ordered for the A3 Sedan Ambition, immerses the interior space entirely in black. Available upholstery materials include fabric covers, a mix of fabric and artificial leather, Milano leather and a combination of Pearl nappa leather and Alcantara.

Thanks to the long wheelbase, rear passengers also enjoy ample space and comfortable entry. The cargo capacity of the trunk measures 425 liters (15.01 cubic feet). This capacity can be increased by folding down the rear seatbacks which come with a load-through hatch as an option. The trunk lid automatically swings upward after it is unlocked.

Infotainment and Audi connect

Like its siblings in the model series, the A3 Sedan makes use of the new modular infotainment system (MIB). The top system is MMI Navigation plus with an SSD hard drive offering 64 GB of storage, a DVD drive and whole-word voice control. A high-resolution 7-inch-screen shows the map image in detailed 3D graphics. The MMI Navigation plus system interfaces to cell phones and mobile players via Bluetooth. The user terminal has a turn/push control designed as a ―touchwheel‖ with MMI touch – the touchwheel‘s top surface is a touch-sensitive pad for inputting letters, symbols and numbers.

Other infotainment components include a module for digital radio reception (DAB+), the Audi phone box for conveniently coupling a cell phone to the car antenna and the Bang & Olufsen sound system. Its 705 watt amplifier drives 14 loudspeakers in 5.1 surround sound, and LED light guides illuminate the woofer grilles in the front doors.

Audi connect covers all technologies that network the driver with the car, the Internet, infrastructure and other vehicles. Audi has made the system even more appealing – whenever possible the connection to the Internet is run over the super-fast LTE standard. The LTE telephone module replaces the previous UMTS module here, which enables a download rate of up to 100 MBit/s in the car.

Audi connect lets passengers conveniently surf and e-mail via an integrated WLAN hotspot. For the driver, it brings customized Internet services from Audi into the car. They range from navigation using images from Google Earth and Google Street View to Audi traffic information online and the smartphone app Audi music stream. News and information services complete the line-up. The online community services Facebook and Twitter are integrated in a vehicle-friendly way; along with a text-to-speech function, a practical text function is provided with prepared text units.

A new Audi connect service that is making its debut in the A3 Sedan is parking space information. It shows information on parking spaces, parking garages and underground garages near a destination selected by the driver. Whenever possible, the service indicates the number of available spaces and parking fees. The street address of the parking space can be used as a navigation destination.

Features

The new Audi A3 Sedan is launching with a generous set of standard features. The package of restraint systems includes a knee airbag for the driver. The DIS with colour display in the Ambition and Ambiente lines includes an efficiency program, gearshift indicator and rest recommendation feature.

In addition, the Ambition line has a sport suspension, 17-inch-alloy wheels, sport seats and the Audi drive select system. The Ambiente line adds a cruise control system, interior LED lighting package and rear parking assistant. In addition to these standard features, Audi also offers other individual comfort and convenience options – such as a panoramic glass sunroof, convenience key, auxiliary heating and xenon-based adaptive lights. In conjunction with MMI Navigation plus, the lighting system utilizes route data to optimally illuminate the roadway depending on the driving situation.

Optional driver assistance systems also come from the premium class. The adaptive cruise control (ACC) maintains a desired distance between the A3 Sedan and the vehicle in front of it up to a speed of 150 km/h (93.21 mph); with the assistance package, which combines multiple systems, the control range is extended up to 200 km/h (124.27 mph). When combined with S tronic, ACC also offers a stop&go function for low speeds.

The rear radar sensor Audi side assist monitors lane changes, while Audi active lane assist helps the driver to keep within the lane by making slight corrections to the electromechanical steering as necessary. The video camera of Audi active lane assist is also used for traffic sign recognition. A high-end solution for convenient parking is park assist with display of the surroundings – it relieves the driver of steering work in parallel and perpendicular parking maneuvers.

Another high-end option is the safety system Audi pre sense basic. Pre sense front is integrated in the adaptive cruise control system. In case of an imminent rear-end collision, the system warns the driver using a staged reaction strategy; if necessary, it can even initiate hard braking. In an emergency situation at speeds under 30 km/h (18.64 mph), Audi pre sense front can brake the A3 Sedan with nearly full braking power. If a crash occurs, the brake assist system avoids secondary collisions by ensuring that the car does not travel further in an uncontrolled manner.

Market

With the A3 Sedan, Audi is entering the world‘s strongest market segment, the class of compact sedans. In Germany and many European countries, the four-door car will be available at dealers late this summer. The base price for the 1.4 TFSI is around 25,000 euros.

Audi S3 Sedan

Just a few months after the launch of the new sedan model series, Audi will introduce the top model – the S3 Sedan. The 2.0 TFSI produces 221 kW (300 hp) and 380 Nm (280.27 lb ft) of torque. Its high-performance four-cylinder engine combines highly advanced efficiency technologies – dual fuel injection, exhaust manifold integrated in the cylinder head, the Audi valve lift system and a rotary valve module for thermal management.

This version of the Audi S3 Sedan, paired with the S tronic, accelerates from 0 to 100 km/h (62.14 mph) in 4.9 seconds; with the manual transmission it takes 5.3 seconds. The car‘s top speed is electronically limited to 250 km/h (155.34 mph). The four-cylinder turbo has a combined fuel consumption of just 6.9 liters per 100 km (34.09 US mpg) or 7.0 liters (33.60 US mpg) (with S tronic or manual transmission), respectively – for a CO2 equivalent of 159 or 162 grams per km (255.89 or 260.71 g/mile). A fast-operating multi-plate clutch in the quattro drivetrain distributes forces to the front and rear axles (provisional data).

The suspension lowers the body 25 mm (0.98 in). Large brakes are at work behind the standard 18-inch-wheels; the front discs are 340 mm (13.39 in) in diameter. The electrically assisted progressive steering varies the steering gear ratio – it is somewhat more indirect in the middle position, but very direct when large turns of the steering wheel are made. The Audi drive select vehicle dynamics system is standard, and the Audi magnetic ride damper control system is available as an option.

Visually, the top model is distinguished by modifications to the bumpers, the singleframe grille, air intakes, exterior mirror housings, side sills and rear spoiler.

The four oval tailpipes of the exhaust system are embedded in the diffuser with chrome trim. In the interior, the S3 Sedan offers sport seats (optional S sport seats), instruments with gray dials and trim strips in black 3D look.

JAGUAR XJ 2015 Jaguar has begun assembling the XJ sedan at its Pune facility via CKD which has prompted them to relaunch the Jaguar XJ 2.0 in the Indian market. Local assembly of the vehicle has enabled Jaguar to reduce the price of the Jaguar XJ 2.0 petrol which now stands at Rs. 93.24 lakh (ex-showroom Mumbai). This is the third vehicle that is locally assembled now at Jaguar Land Rover‘s Pune facility after the XF, Land Rover Freelander and the XJ 3.0 litre diesel.

Rohit Suri, Vice President, Jaguar Land Rover, India said, ―We are excited to introduce the locally manufactured Jaguar with a 2.0-litre petrol engine, a first in its segment, at an attractive price point. The recently launched XJ 3.0L Diesel received an overwhelming response from customers across India. The introduction of the all-new 2.0L petrol engine is keeping in mind our endeavor to broaden the appeal of this fabulous car to customers who are more inclined towards driving a car with a powerful petrol engine at its heart.‖

Jaguar‘s petrol luxury limousine comes packed with a plethora of luxury features mainly centered around the rear passengers like electrically adjustable rear seat with a 3 mode massage function, 10 inch LCD screens, Meridian audio system, reading lights and business tables at the rear. The Jaguar XJ 2.0 is powered by a 2.0 litre petrol engine which puts out 237 BHP and 347 Nm of torque mated to an 8 speed transmission. It is available only in the top end Portfolio trim.

The sub Rs. 1-Crore price tag has definitely made the Jaguar XJ 2.0 petrol more appealing and the British manufacturer will be hoping to pull some more buyers away from Mercedes-Benz‘ S-Class, BMW‘s 7 Series and Audi‘s A8 which are the XJ‘s direct competitors in India.

Does the reduction of the XJ‘s price make it more appealing? Let us know you thoughts in the comments section below.

What’s New?

In terms of styling, nothing new. It will be offered in the ‗Luxury‘ trim which it shares with the Jaguar XF 2.0L Diesel, features include:

Exterior Styling:

Xenon headlamps

Daytime running lamps

17-inch ‗Libra‘ alloy wheels

Electric ORVMs with integrated indicators

LED tail-lamps

Interior styling:

3-spoke leather-wrapped steering wheel

Bond Grain trim on the instrument panel, door top rolls and seats

Satin rosewood veneer trim

7-inch full colour touch-screen display

Features:

Dual-zone climate control

Height and reach adjust steering column with entry and exit tilt-away

Rain-sensing wipers

Mood lighting

Folding rear seats, 60:40

AM/FM, Single CD / MP3 media player connected to 250W Jaguar sound system with 10 speakers

Television tuner

Bluetooth and navigation system equipped

Full size spare tyre

Safety:

Pedestrian contact sensing

Driver and front passenger airbags (front and side)

Front and rear parking sensors, rear-parking camera

Specifications

The Jaguar XF 2.0L Petrol is powered by a 2.0-litre (1999cc), 4-cylinder petrol engine with a maximum power rating of 237 BHP @ 5500 rpm and maximum torque rating of 340 Nm @ 1750 rpm. This engine is mated to a 8-speed automatic transmission which offers a sequential shift option, 0-100 KMPH comes up in 7.9 seconds.

LAND ROVER RANGE ROVER

SPORT The all-new Land Rover Range Rover Sport has been designed to capture the distinctive DNA of its predecessor, but with a bold evolution which has placed it firmly at the heart of the marque's striking new three-model portfolio between the Range Rover and the Evoque.

Range Rover Sport occupies a unique position within its segment, and the new model builds on those core strengths with a design which confirms its status as the definitive premium Sports SUV. With its 'faster' windscreen angle, streamlined profile and sloping roofline, the new Sport is 8 percent more aerodynamic than the previous model and achieves a drag figure of Cd 0.34.

http://www.netcarshow.com/land_rover/2013-range_rover_sport/

http://www.netcarshow.com/land_rover/2013-range_rover/

http://www.netcarshow.com/land_rover/2011-range_rover_evoque/

While it was developed alongside the Range Rover and shares some commonality with its sister vehicle, the all-new Range Rover Sport benefits from 75 percent unique parts, a significant number of which directly influence the way the new Sport looks and feels.

"The new Range Rover Sport is the ultimate luxury SUV. A new Range Rover Sport for a new era. Relevant, sustainable and utterly desirable. Alongside the all new Range Rover, and the Range Rover Evoque, the new Range Rover Sport represents the third distinct product in Land Rover's product revolution. Firmly establishing it as a powerhouse British brand, with exceptional Design at its core," said Land Rover Design Director and Chief Creative Officer, Gerry McGovern.

Bold and progressive exterior design

The dynamic new Range Rover Sport has a bold and progressive exterior design which positions the vehicle confidently within the latest Range Rover line-up. With a fresh interpretation of the current model's strong design DNA, the new vehicle has a sleek and contemporary appearance, with its sloping roofline offering a distinctive sporting character.

The new Sport is just 62mm longer than its predecessor, yet at 4850mm, it is shorter than other 7-seater SUVs and most E segment sedans, bringing greater manoeuvrability and ease of parking. However, a significantly longer wheelbase (increased by 178mm) provides greater room and improved access for rear passengers. The new Sport is 149mm shorter and 55mm lower than the new Range Rover on which it is based and model-for-model weighs 45kg less.

Exciting new interpretations of Range Rover Sport design cues include the signature clamshell bonnet, floating roof and side fender vents. The vehicle also features bold new versions of the powerful wheel arch graphic, horizontal body feature lines and distinctive rocker mouldings which are key elements of the model's strong DNA.

While retaining the powerful Range Rover Sport character, the front end has a more modern, streamlined appearance, with its slimmer lights, rearward sloping grille and more sculpted corners.

"The 'S' in SUV is taken to another level with the new Range Rover Sport. It's dramatic and powerful with immense road presence. It has a low centre of gravity that promotes a dynamic stance while communicating its athletic capabilities. Its sporting characteristics are further emphasised by the vehicle's high belt line, short overhangs and distinctive silhouette, there really is nothing else like it," said Gerry McGovern.

Eye-catching details

Eye-catching design details serve to emphasise the new Range Rover Sport's more dynamic and contemporary character. The side fender vents are executed with a more dynamic, sloping treatment. Matching twin vents are executed in the bonnet, enhancing the powerful and sporting character of the vehicle.

Designers have also continued the classic Range Rover Sport two-bar theme, reflected in the twin strakes on the fender vents, the two bar front grille, and the twin lines in the tail lamp graphics.

Near-flush side glazing, combined with a premium gloss black finish to the pillars, enhance the bold Range Rover Sport floating roof graphic - which can be highlighted with three contrast roof colours of grey, black or silver - while also emphasising the more streamlined form of the body. Brembo brake calipers finished in red and a Black Pack, which removes all brightwork from the exterior, are also available to create a more bespoke appearance.

At the front, the large outboard air intakes and bold trapezoidal shapes housing the central bumper beam and skid plate send out a strong, high performance message. The same trapezoidal theme is repeated at the rear, with the skid plate flanked by large twin exhaust outlets.

The front lamps continue the bold evolution of the Sport, with highly distinctive LED signature graphics which feature a new distinctive graphic. The slimmer design creates a more aggressive, technical appearance.

At the rear, the lamps have a more compact treatment with a striking new design that uses LED technology. The main tail and stop lamps echo the headlamps' distinctive design language, while the direction indicators use a new interpretation of the 'twin line' graphic from the current model.

Both front and rear lamps flow round into the shoulders of the body with the distinctive tapering blade graphic featured on the other vehicles in the latest Range Rover portfolio.

Modern, luxurious interior with a strong

sporting character

"Strong Range Rover architectural elements are combined with a less is more pared down approach to create a sporting luxury environment that promotes greater driving engagement.

"The use of top quality materials and material finishes applied with the highest levels of precision enhance this exciting and cocooning design. It's simply a great place to be," said Gerry McGovern.

The interior has a sophisticated and modern appearance, incorporating distinctive Range Rover Sport design cues and providing the driver with a luxurious and sporting cockpit. For the new model, the strong, architectural forms of the design have been enhanced by a cleaner, purer surface treatment, beautifully executed using top quality materials.

Building on the signature Range Rover Sport interior architecture, the centrepiece of the cabin is the bold intersection between the strong horizontal elements of the instrument panel and the vertical lines of the centre stack. The dynamic character of the cockpit is enhanced by the faster angle of the centre stack, with its striking satin chrome pillars which flow from the instrument panel through into the rear cabin and the aluminium accents that flow from the centre console into the fascia.

The centre console is mounted higher, positioning the controls closer to the driver and creating a more cocooning sensation for the front occupants. This cocooning feel is emphasised by the strong visual graphic of the fascia mid-section trim

accents linking to the doors, and surrounding the occupants with a band of contrasting colour.

The sporting ambience of the interior is also reflected in the smaller diameter, thicker rimmed steering wheel, vertical gear shifter and seats with more generous side bolsters.

The front and rear seats feature a more sculptured design with enhanced padding to the front and individual seating in the second row. Special attention has been given to providing increased rear seat comfort, offering improved rear legroom (+24mm knee room) and shoulder-room, plus the choice of 60/40 or 40/20/40 split rear seats and the option of powered third row occasional 5+2 'secret' seating (which folds away into the floor) for enhanced versatility.

Superior materials, superior craftsmanship

Every new Range Rover Sport is crafted using the highest quality materials, with carefully selected colours and textures to enhance the model's unique blend of luxury with a distinctive sporting character. The use of more technical finishes and veneers gives the cabin a more dynamic and contemporary feel.

Material quality has been raised to a new level, with more luxurious soft-touch surfaces in key touch points around the cabin, such as the fascia mid-section.

Luxurious soft-touch surfaces are offset by authentic metal details which are cool to the touch and stunning to look at. These include the striking satin chrome pillars each side of the centre stack with an immaculate noble plated finish, and the choice of distinctive aluminium finishes on the centre console, fascia ends and door trims.

The obsession with quality and traditional craftsmanship can be seen in the beautifully tailored twin-needle stitching used to finish the sumptuous leather seats and leather-wrapped interior surfaces. The impeccable stitching is specified precisely by Range Rover experts, from the length and direction of the stitching, to the spin, thickness and material of the thread. Even the size and shape of the needle is defined, to guarantee the highest quality finish.

Individual choice for discerning customers

To maximise personalisation, the new Sport offers even more individual choice for customers to enable them to create their own bespoke vehicle, with an outstanding selection of colour themes and finishes.

An expanded choice of special features includes innovations such as colour-themed interiors with duo or tri-tone designs, a stunning range of factory fitted alloy wheels from 19- and 20-inch (one design each) to 21-inch (five designs) and up to 22-inches (two designs) in diameter including the iconic "Viper's Nest" wheel available for the first time across all Range Rover models.

Customers wishing to emphasise the new vehicle's more sporting character can select a 'Dynamic' pack on HSE and Autobiography models with unique trim options and performance features.

These features extend from striking design elements like a gloss black grille and exterior details, body-coloured bumpers and side sills, and unique interior colour themes and finishes, to performance items such as a Vmax uplift to 250km/h / 155mph [5.0 S/C], special 21- and 22-inch alloy wheels, and red Brembo brake calipers.

The full range of design options available to Range Rover Sport customers will include:

11 interior colour themes, plus additional choice of seat colour 4 aluminium interior finishes, 3 real wood veneers 3 headliner colours 19 exterior paint finishes 3 contrast roof colours - Corris Grey, Santorini Black or Indus Silver 9 alloy wheel designs, on 19-, 20-, 21- and 22-inch Atlas Silver, Dark Atlas or Gloss Black finish for the exterior accents

Illuminated tread plates

DYNAMIC CAPABILITY

The all-new Range Rover Sport marks a significant step forward for the model, adopting advanced lightweight vehicle technologies and new powertrains from the highly acclaimed new Range Rover, to transform the driving experience for customers seeking the ultimate premium sports SUV.

This unprecedented investment in premium technologies has reinforced the Range Rover Sport's unique proposition in the SUV segment, delivering significantly improved on-road handling with enhanced capability in challenging off-road conditions.

"The all-new Range Rover Sport is the result of a huge engineering effort to deliver numerous breakthrough technologies," said Nick Rogers, Range Rover Vehicle Line Director. "With its aerospace-inspired body, the dynamic performance of this vehicle on all terrains has been transformed. We are confident that this vehicle is not only the most capable vehicle in its class, but also has the broadest range of capability of any Land Rover product ever."

Connected on-road dynamics

The new Range Rover Sport has been engineered to deliver dramatically improved on-road driving dynamics, with more connected and agile handling complemented by enhanced ride and refinement.

The vehicle's state-of-the-art aluminium monocoque platform - engineered in parallel with the new Range Rover - is 39 percent lighter than the previous

model's steel semi-monocoque plus chassis frame design, leading to significantly improved agility and performance.

This new stiff and light structure is supported by an all-new lightweight front and rear suspension concept, which has been designed to deliver a much broader range of dynamic capabilities across all terrains.

An all-new steering system, totally re-engineered four-corner air suspension, and the latest chassis and stability technologies - including upgraded Dynamic Response and Adaptive Dynamics systems - also contribute to the step change in ability.

"After just a few moments behind the wheel, customers will appreciate that this all-new Range Rover Sport offers the most dynamic driving experience of any Land Rover vehicle," said Nick Rogers. "Thanks to the all-aluminium monocoque body structure, we have delivered a vehicle which is half a ton lighter and significantly more agile, dynamic and responsive, while retaining the all-day comfort and composure that you would expect of a Land Rover."

The advanced vehicle specification, together with meticulous tuning by vehicle dynamics specialists has enabled the new Sport to provide an engaging and responsive driving character, while being composed and confident in all conditions.

Its on-road dynamics are characterised by lighter, more direct steering, with increased handling agility and reduced body roll delivering flatter, more confident cornering. Ride comfort and refinement have also been improved, delivering enhanced bump absorption and a more effortless, supple feel.

State-of-the-art lightweight suspension

Underpinning the enhanced driving capability of the new Range Rover Sport is a state-of-the-art new lightweight suspension. The result of an extensive Land Rover research programme to identify a next-generation suspension concept for premium AWD vehicles, the new systems use a clean sheet design engineered to deliver best-in-class vehicle dynamics.

Primarily constructed from lightweight aluminium components, the suspension is fully-independent and double isolated, with wide-spaced double-wishbones at the front and an advanced multi-link layout at the rear.

The new suspension system delivers class-leading wheel travel - with 260mm of movement at the front and 272mm at the rear, compared to less than 200mm for most competitor vehicles - providing exceptional wheel articulation and composure to deal with the toughest conditions.

The lightweight chassis architecture is combined with a next-generation four-corner air suspension to optimise the vehicle's versatility both on- and off-road. The air springs now offer variable ride height (+35mm and +65mm, rather than a single +55mm position on the previous model), which delivers 10mm increased maximum suspension lift (up to 50km/h) and are also cross-linked for maximum axle articulation.

This fifth-generation air suspension system provides up to 115mm of regular movement, from the lowest setting 'access height' (now 10mm lower at 50mm for easier entry and exit) to the standard off-road height. An automatic extension

(triggered by sensors) and a manually selected extension, both raise the Sport by 35mm, giving a total movement range of 185mm.

To achieve superior performance, both in terms of ride quality and the ability to change swiftly between different ride heights, the air suspension hardware has been completely re-engineered. Ride quality has been improved through the fitment of new low-hysteresis front air springs, which are able to absorb small irregularities much more effectively. The springs use a thinner, suppler material, which is protected by a metal casing.

Advanced technologies enhance dynamics

The performance of the suspension systems on the new Sport is enhanced by the use of advanced chassis and vehicle technologies to optimise vehicle dynamics.

More powerful models are equipped with a dedicated Dynamic modein the Terrain Response® 2 system, providing a more sporting bias during enthusiastic on-road driving, with a firmer ride, tighter body control, reduced roll and more responsive steering and performance.

Dynamic mode activates unique calibrations for a wide range of vehicle and chassis systems including the power steering, throttle and transmission responses, damping and lean control, and settings for the traction and stability systems.

To deliver the ultimate sporting driving experience, Dynamic mode is specified in combination with a number of key technologies including Dynamic Response active lean control, a Dynamic Active Rear Locking Differential, and Torque Vectoring by Braking.

Significantly reducing the amount of body lean during cornering, Dynamic Responsetransforms vehicle handling and occupant comfort. A next-generation two channel system, it is capable of controlling the front and rear axles independently, allowing it to be tuned to deliver increased low-speed agility, along with enhanced control and stability at high speed.

The Dynamic Active Rear Locking Differentialfeatures an electronically controlled differential which can vary the degree of lock-up almost instantaneously to further optimise traction, handling and cornering stability. The rear diff reacts 70ms faster than the outgoing car.

Torque Vectoring by Brakinguses the car's brake system to imitate the effect of a torque vectoring differential, constantly balancing the distribution of engine torque between the four wheels during cornering, resulting in improved grip and steering, and a reduced level of under steer.

The system operates using the car's Dynamic Stability Control (DSC) module, and monitors the vehicle 100 times per second. As the car accelerates through a corner, the system uses yaw sensors to detect the beginning of understeer. To

reduce understeer, imperceptible levels of braking are used to correct the vehicle attitude, while engine torque is transferred to the outside wheels which have more grip, thus maintaining traction and steering control.

More powerful Sport models are also equipped withAdaptive Dynamics, featuring continuously variable dampers, providing the optimum balance of ride and control by offering infinitely variable damper settings between soft and firm extremes.

The Adaptive Dynamics system monitors vehicle movements at least 500 times a second, reacting to driver or road inputs virtually instantaneously to give greater control and minimise body roll, providing a composed, flat ride.

A key element of the vehicle's agile and engaging character, the all-newElectric Power Assisted Steering (EPAS)system features variable-ratio speed-sensitive assistance. The system has been meticulously tuned for a more responsive, confident and intuitive character. Geared for 3.0 turn‘s lock-to-lock the system provides a faster overall steering ratio, but is slower just around the on-centre position for enhanced stability and control at speed.

Sports Command Driving Position enhances

confidence and control

The all-new Range Rover Sport provides drivers with a Sports Command Driving Position (CDP), which combines the supreme sense of confidence and control offered by the Range Rover, but with a more sporting, less upright seating position which is similar to that in the Evoque.

The Sport's CDP offers an elevated and reassuring view of the vehicle's surroundings, and the new model has been carefully developed to retain the excellent visibility over the bonnet which contributes to the unique Range Rover character.

Meticulous development work on the vehicle package and pillar design ensured that the outstanding all-round visibility of the current vehicle has improved. Despite the vehicle's sleeker, more aerodynamic profile, it still offers a seating position which is 50-to-100mm higher than its direct competitors.

In development, like all Range Rovers, the new model was given headroom targets, taking into account provision for off-road head movements, which were rigidly enforced, resulting in more generous headroom, and enhanced clearance during off-road excursions.

Intuitive display technologies

The all-new Range Rover Sport offers the driver an enhanced set of displays and controls, introducing the latest technologies in an elegant, uncluttered layout with state-of-the-art functionality.

For the first time on Range Rover Sport, high series models feature the state-of-the-art 12.3-inch high-resolution display technology for the main instrument pack, as pioneered by the Range Rover. This is accompanied by an 8-inch high-resolution touchscreen display on the centre console for infotainment and secondary functions, with optional Dual View.

The screen graphics on both displays have been ingeniously designed to create the impression of 3D surfaces, beautifully lit and with subtle chrome detailing. Each display is able to adapt its content according to the driving situation - for example, in Dynamic mode, the two primary dials in the 12.3-inch display adopt a sporting red colour scheme, with the current gear position presented prominently between the two dials. The Hybrid model will have its own unique display content, with an easy-to-understand power gauge.

Where the 12.3-inch screen is not specified, vehicles feature sporty twin analogue dials with a central 5-inch colour display.

The new model is the first Range Rover to offer a Head-Up Display, using laser technology for superior clarity and contrast. The colour display projects key vehicle and navigation data directly into the driver's field of vision. The height and brightness of the display can be manually adjusted.

Throughout the cockpit, the control layout has been significantly simplified, with 50 percent fewer switches to deliver class-leading ease-of-use.

The intuitive approach is reflected in the other major controls, such as the perfectly-placed vertical gear shifter, the rotary Terrain Response® 2 control, the simplified Heating, Ventilation and Air Conditioning dials, and the twin five-way toggle switches and auxiliary functions on the steering wheel.

Class-leading off-road capability

Building on Land Rover's legendary history for tackling the toughest climates and road surfaces, the all-new Range Rover Sport has been developed to achieve class-leading all-terrain capability, with supreme composure in all conditions.

Terrain Response® 2 and off-road

technologies

The Sport enhances its class-leading status through the introduction of the ground-breaking next-generation version of Land Rover's Terrain Response® system, which takes the capabilities of the award-winning system to a new level.

Developed by a small team of Land Rover specialists, Terrain Response® 2 features an Auto setting which uses sophisticated 'intelligent' systems to analyse the current driving conditions, and automatically select the most suitable terrain programme.

Ensuring that the vehicle is always driving using the optimum mode, the new system is able to switch completely automatically between the five settings:

General, Grass/Gravel/Snow, Mud/Ruts, Sand and Rock Crawl. Like all Terrain Response® systems, each setting optimises driveability and traction by adapting the responses of the car's engine, gearbox, centre differential and chassis systems to match the demands of the terrain.

While it functions completely automatically, Terrain Response® 2 will also provide the driver with additional advice, such as when to select low range or the off-road ride height, when the system calculates that it is necessary.

Stuart Frith, Range Rover Sport Chief Programme Engineer, explained: "Land Rover's Terrain Response® 2 enables even non-expert drivers to benefit from the system's full capabilities, confident that the vehicle is automatically configured in the best possible way for each moment of their trip. So however tough the conditions, the Range Rover Sport will be ready to tackle the journey."

Another unique Land Rover innovation, introduced for the first time on the Range Rover Sport, is the newWade Sensing™feature. Wade Sensing™ uses sensors in the door mirrors to provide the driver with information when driving through water, which is particularly beneficial when visibility is poor and at night. A visual display and warning chimes alert the driver as the water level rises around the vehicle.

To complement these innovative features, the new Sport can also be fitted with a unique suite of all-terrain technologies to help maximise performance and safety, including Hill Descent Control (HDC), Gradient Release Control (GRC), Hill Start Assist (HSA), Dynamic Stability Control (DSC), Electronic Traction Control (ETC), and Roll Stability Control (RSC).

The operation of these braking and stability systems is enhanced by the latest Bosch 6-piston brake modulator which delivers faster responses and smoother, quieter and more precise operation.

Full-time intelligent 4WD systems

The new Range Rover Sport offers a choice of two full-time intelligent 4WD systems, each able to find drive on the most challenging low-grip surfaces.

One system provides a two-speed transfer case with low-range option for the most demanding off-road conditions, with a 50/50 percent default front to rear torque split. Optimum traction is maintained through an electronically controlled multi-plate clutch in the centre differential which distributes torque between the wheels at anything between 100 percent front and 100 percent rear. This is combined with sophisticated electronic traction control systems.

The transfer case offers selectable high and low range, using a two-speed fully synchronized 'shift on the move' system which allows the driver to change range from low to high at speeds up to 60km/h without having to stop the vehicle, providing exceptional driving flexibility. The high-range provides a direct drive

ratio of 1:1, while the low range ratio is 2.93:1 giving an extremely low crawl speed.

The alternative system is 18kg lighter and features an all-new single-speed transfer case with a Torsen differential and 42/58 percent default front to rear torque split that is designed to provide a rear-wheel drive bias for optimum driving dynamics, whilst maintaining off-road performance. The Torsen centre differential constantly varies torque distribution between 62 percent front and 78 percent rear depending on conditions and grip available. The traction control system has been optimised to work in harmony with the differential to deliver excellent traction in all conditions.

To further optimise traction and stability in extreme conditions, more powerful Sport models are also specified with the Dynamic Active Rear Locking Differential in combination with the twin-speed 4WD driveline. The locking rear differential has been further optimised to work in conjunction with the electronic torque vectoring system.

Engineered for total capability

From the very start of its development process, the all-new Range Rover Sport has been designed and engineered to deliver the incredible breadth of capability for which the marque is famous.

The new body structure was optimised in parallel with that of the new Range Rover, representing the most extensive optimisation process ever undertaken by Land Rover. This involved unprecedented use of advanced computer simulation - demanding well over 1000 years of processor time - to deliver outstanding strength and durability, excellent safety and minimum weight.

To analyse the punishing off-road loads which really push a car's structure to its limits, such as the crunching 'ditch drop' impact, engineers turned to the specialised and incredibly powerful simulation tools more typically used to model crash events.

The new Sport features enhanced body geometry for all-terrain conditions, with a smooth underfloor that helps to provide 51mm more ground clearance than its predecessor at 278mm (measured at the off-road ride height) and approach and departure angles of 33 and 31 degrees. The vehicle underfloor has been specially designed to provide a smooth surface, with a smooth transition between suspension components, to reduce susceptibility to damage or interference.

Wading depth has also been improved significantly - an increase of 150mm over the previous model to 850mm - thanks to an innovative air intake system, which draws air between the inner and outer bonnet panels at the sides of the vehicle before it flows down into the engine's intake system.

The re-engineered air suspension system with its new +35mm intermediate setting means that the off-road mode can remain available at much higher speeds

(80km/h vs 50km/h) than was possible before, which is valuable in terrain with long, rutted dirt roads.

The all-new suspension offers outstanding wheel articulation, and this is further enhanced when the Dynamic Response active lean control system is fitted. If this system detects off-road conditions, it isolates the stabilizer bar and reduces the level of roll compensation, thus allowing greater wheel articulation and increasing the contact patch with the terrain. When operating in Dynamic Response mode, wheel articulation is a class leading 546mm, compared to typical competitors' offering of less than 450mm.

Stuart Frith, Range Rover Sport Chief Programme Engineer, said: "The new Range Rover Sport may have a sophisticated, sporting appearance, but it's true Land Rover at heart - it really has an exceptionally broad range of capabilities. We have put the Sport through Land Rover's legendary testing regime, where it has survived 18 months of gruelling tests in the harshest conditions imaginable."

Land Rover toughness and durability

With an unprecedented engineering development process using state-of-the-art virtual simulation tools, followed by Land Rover's punishing on- and off-road test and development regime, the all-new Range Rover Sport has been engineered to achieve exceptional durability and reliability.

While the initial engineering and optimisation was conducted almost exclusively using computer simulation, vehicle performance and robustness is verified through extensive physical testing, using both driven and rig-based regimes.

Well over 20,000 physical tests have been completed across all components and systems, with a fleet of development vehicles covering countless thousands of miles over 18 months of arduous testing in more than 20 countries with extremes of climate and road surfaces. This included 60,000 miles of durability testing in China, Land Rover's biggest market.

Prototypes were driven in challenging off-road conditions such as sand, mud and snow, and their durability was put to the test in extreme exercises to verify deep wading, underfloor vulnerability, snatch recovery and towing at maximum GTW. Further extreme strength tests include worst-case scenarios, such as driving into kerbs at speed, bridge jumps, ditch drops and sideways kerb strikes.

Punishing longer test regimes provide the ultimate challenge for durability and reliability including the month-long 'king of the sand' durability test in intense Middle East desert heat, a 5,000 mile flat-out endurance drive at the Nürburgring circuit in Germany, and gruelling off-road test cycles involving thousands of miles at challenging UK proving grounds.

Range Rover Sport powertrain

The all-new Range Rover Sport features an enhanced line-up of powerful petrol and diesel engines, all available with fuel-saving Stop/Start paired with an

advanced 8-speed ZF automatic transmission, which deliver outstanding performance with immediate responses and a dynamic and connected character.

The substantial weight saving of up to 420kg delivered by the aluminium platform has helped to deliver a step change in the performance on offer, together with significant gains in fuel economy and CO2 emissions.

Among the powertrain innovations on the new Sport is the availability of the all-new 340PS 3.0-litre supercharged V6 petrol engine, the return of the SDV8 turbodiesel next year with its massive reserves of torque, and the arrival of the exciting high-efficiency diesel Hybrid, which is available to order later this year.

All models across the range are fitted with an advanced intelligent Stop/Start system which improves fuel consumption by up to 7 percent.

The weight reduction measures on the new Range Rover Sport open up the future possibility for the fitment of a smaller, lighter power plant, such as a four cylinder engine. A model which could have an overall weight of less than 2000kg, a reduction of over 500kg from the previous lightest model.

Formidable 510PS Supercharged V8

The 510PS 5.0-litre V8 supercharged engine retains its place at the performance pinnacle of the Range Rover Sport line-up. With huge reserves of power and torque, the scale of the performance on offer is reflected in the 0-60mph time of sub-5.0 seconds (0.9 seconds faster than the outgoing model) - achieved with a rich sporting soundtrack generated by a carefully tuned exhaust system and sound symposer on the intake system.

Despite the performance boost, fuel efficiency has been improved by 14 percent over the outgoing model, with CO2 emissions of 298g/km. For the first time, the engine is fitted with an advanced intelligent Stop/Start system.

The V8 has a compact and lightweight all-aluminium design, with class-leading low levels of internal friction. For the new Sport, the engine has been re-optimised around a state-of-the-art new Bosch engine management system.

The engine features high-pressure direct injection with an industry-leading centrally-mounted, multi-hole, spray-guided injection system. Efficiency is further enhanced by an innovative (cam torque actuated) dual independent variable camshaft timing system (VCT). A sixth-generation, twin vortex system (TVS) supercharger is fitted, which offers superior thermodynamic efficiency and extremely refined noise levels.

New 3.0-litre Supercharged V6

Available on the Sport for the first time, the 340PS 3.0-litre V6 is a state-of-the-art new supercharged petrol engine for markets favouring smaller capacity units.

The new engine has been engineered to deliver generous torque throughout the rev range, delivering confident performance with outstanding refinement. With this engine, the new Sport is quicker than the previous Sport with the 375PS 5.0-litre V8, achieving the dash from 0-60mph in 6.9 seconds, a reduction of 0.3 seconds. Enthusiastic drivers will also be pleased with the attractive sporting engine note, emphasised using a sound symposer on the intake system.

The advanced V6 engine design is extremely efficient, achieving CO2 emissions of 249g/km, a dramatic reduction of 24 percent over the outgoing 375PS V8 model. The new engine is equipped with an advanced intelligent Stop/Start system.

The new V6 uses a modular design based on the advanced V8 supercharged engine, sharing that engine's lightweight all-aluminium construction and leading-edge technologies.

Unique features introduced on the V6 include an innovative balance weight system to ensure exceptionally smooth and refined performance.

Responsive and ultra-efficient TDV6 / SDV6 turbodiesels

The responsive and ultra-efficient 3.0-litre V6 turbodiesel has been significantly upgraded for fitment in the new Range Rover Sport. The V6 is available in two versions (258PS TDV6 and 292PS SDV6) delivering major power increases over the equivalent units in the outgoing model which boasted 211PS and 256PS.

With 600Nm of torque, both variants deliver outstanding performance along with exceptional efficiency. The SDV6 model hits 0-60mph in just 6.8 seconds and achieves CO2 emissions of 199g/km - down 13 percent.

The 258PS TDV6 reaches the same benchmark in 7.1 seconds with CO2 emissions of 194g/km, representing a 15 percent improvement over the same model.

To achieve the unprecedented blend of refined performance and remarkable efficiency, the TDV6 engine has been extensively optimised for the new vehicle. It uses a new eight-nozzle low-flow injector design for more precise injection and improved fuel atomisation, a revised intake system with twin intercoolers offers enhanced charge cooling, and the engine features the latest tandem solenoid intelligent Stop/Start system.

Both TDV6 and SDV6 variants feature the innovative parallel sequential turbocharging concept which delivers outstanding performance and responsiveness throughout the rev range.

Range Rover's outstanding SDV8 turbodiesel

Scheduled to make its return to the Range Rover Sport line-up early in 2014, the much acclaimed 4.4-litre 339PS SDV8 diesel offers huge reserves of torque and completely effortless performance.

Designed exclusively for Range Rover, the 4.4-litre 'super-diesel' develops a staggering 700Nm between 1750 and 3000rpm, surging from 0-60mph in just 6.5 seconds. The engine's outstanding fuel efficiency is reflected in CO2 emissions of 229g/km.

The SDV8 achieves its incomparable blend of supreme driveability and refinement through advanced diesel technologies, most notably innovative parallel sequential turbocharging.

The increased power output of the current version of the SDV8 engine was achieved through a revised intake system with twin intercoolers and an optimised calibration. The updated installation also achieves a 10kg weight saving, through the use of cast alloy engine mounts (in place of iron) and a redesigned sump.

Innovative high-performance diesel Hybrid

Available to order later this year, the Range Rover Sport line-up will be joined by the ultra-efficient diesel Hybrid model, which provides outstanding performance (0-60mph in sub 7-seconds) with exceptional CO2 emissions of 169g/km to offer customers the first high-performance diesel hybrid within the SUV segment.

To ensure that there is no compromise to the Sport's peerless breadth of capability, the vehicle has been engineered from the start for a hybrid derivative. As a result, the Hybrid model delivers the same dynamic and responsive driving experience as the other models in the range, as well as their class-leading off-road performance.

The advanced Hybrid powertrain is fully compatible with the vehicle's all-terrain systems, including the twin-speed full-time intelligent 4WD system and the Land Rover Terrain Response® 2 programs.

Advanced 8-speed automatic transmission

All petrol and diesel engines in the new Range Rover Sport are paired with the advanced electronically controlled ZF 8HP70 8-speed automatic gearbox, which has been tuned by Land Rover engineers to combine silky-smooth shifting with exceptionally rapid responses and outstanding fuel economy. With eight closely-spaced ratios, gearchanges are almost imperceptible, with each shift completed in just 200 milliseconds.

Controls include the sporting vertical gear shifter, plus the option of steering wheel-mounted paddle-shift. Either system enables the driver to take control of gear shifting manually - the transmission will also accept multiple downshifts, maintaining an absolutely smooth transition between ratios.

The transmission is tuned to select torque converter lock-up as early as possible to reduce slip and energy loss. The wider ratio spread, tall 'overdrive' top ratio and the fact that no more than two internal clutches are open at any one time, all contribute to improved fuel economy and lower emissions.

Transmission Idle Control disengages 70 percent of the drive when the vehicle is stationary and the engine is idling in Drive, significantly reducing consumption in urban conditions. In cold conditions, the transmission selects a lower gear to

speed warm up and quickly get the engine up to its efficient operating temperature.

The hydraulic actuating system has been designed for increased efficiency, with improved pump design and gear control elements.

Enhanced efficiency drives improved

sustainability

The new Range Rover Sport demonstrates Land Rover's commitment to enhancing the sustainability of its products and operations.

With its all-new lightweight aluminium structure and optimised powertrains - including the innovative diesel Hybrid derivative - the new Range Rover Sport addresses the growing consumer need for more socially acceptable vehicles in a carbon-conscious world.

The new Sport's greener credentials stem from a comprehensive approach to reducing environmental impact throughout the life-cycle of the vehicle, from development and manufacturing, to customer use and end-of-life.

First in its segment with lightweight

aluminium construction

The all-new Range Rover Sport is the first vehicle in its segment to feature an advanced all-aluminium body structure, delivering significantly reduced weight, improved performance and enhanced sustainability, thanks to the manufacturing process's reduced CO2 footprint.

This lightweight architecture underpins the next generation of Range Rover SUVs - including the recently launched Range Rover flagship model - and is the result of a £1 billion investment programme. The next-generation platform design continues Jaguar Land Rover's leadership in such aerospace-inspired, high-performance lightweight aluminium structures, having pioneered this technology in mass production since 2003.

The all-aluminium monocoque body structure in the new Sport helps to reduce the combined body/chassis weight by 39 percent compared to the previous steel semi-monocoque plus chassis frame design.

Not only is the aluminium structure incredibly light, it is also incredibly strong. The body has been engineered to withstand the same punishing off-road impacts as all Land Rovers. The joints in the shell are riveted and bonded together using aerospace techniques adapted for automotive use. This structure means that

traditional energy intensive construction methods, such as spot welding, are not required, and the new Range Rover Sport is produced in an all-new state-of-the-art bodyshop.

Optimised structure is lighter, stronger

and more refined

Engineered in parallel with the all-new Range Rover, the new model's lightweight aluminium body structure has been subjected to the most extensive development and optimisation process ever undertaken by Land Rover.

Engineers used the latest 'multi-dimensional' CAE optimisation tools, which made it possible to minimise the weight, while simultaneously delivering outstanding stiffness and refinement together with excellent safety performance.

A key factor in the creation of such a weight-efficient body is the way different forms of aluminium components are employed within the structure: pressed panels, plus cast, extruded and rolled aluminium alloy parts, are combined in a rigorously optimised structure where the strength is concentrated precisely where the loads are greatest.

The resulting optimised structure protects occupants using an incredibly strong and stable safety cell, and provides a very stiff platform for superior NVH and vehicle dynamics.

Innovations to further reduce weight and enhance performance include the first automotive use of high strength AC300 aluminium within the crash structure. In another automotive first, the entire vehicle bodysides are pressed as single aluminium panels - thus reducing the amount of joints, eliminating complex assemblies and improving structural integrity.

Lightweight technologies cut weight by up to 420kg

Land Rover engineers have combined the state-of-the-art lightweight structure with substantial weight reductions throughout the chassis, driveline and interior systems, to deliver total model-for-model weight savings of up to 420kg compared to the outgoing vehicle.

The dramatic weight reduction was achieved through an incredibly rigorous development and optimisation process in which every possible weight saving opportunity was aggressively pursued. Key weight-saving technologies in the vehicle include:

All-aluminium door construction, including high performance lightweight aluminium side intrusion beams

All-new lightweight front and rear suspension design with all-aluminium front and rear subframes

Optimised spring, damper and anti-roll bar designs

All-new lightweight aluminium final drive units and optimised driveline components including new single-speed 4WD system with Torsen differential

High precision lightweight magnesium castings used for the cross car beam and front end carrier

SMC plastic tailgate Lightweight high-strength steel seat structures

Streamlined aerodynamics

The aerodynamic performance of the new Range Rover Sport was optimised during an intensive development campaign using state-of-the-art computational fluid dynamics (CFD) simulation tools, involving the equivalent of 1.5 million hours (or over 170 years) of processor time.

Special aerodynamic innovations optimised during development were:

Active vanes - the new Sport features active vanes in the main upper grille aperture, which improve aerodynamics by blanking off the grille when cooling airflow is not required. Electronically controlled, they automatically adjust to one of 16 positions. Standard on TDV6, SDV6, SDV8 and Hybrid models (Europe region).

Aerodynamic underfloor panelling - more extensive lightweight panelling has been incorporated to create a smooth, flat profile under the vehicle. Additional deflectors have been added around the front and rear suspension components, with front and rear undertrays around the main driveline components.

Enhanced air flow - detail features to improve air flow include near-flush glazing on the A-pillars and vehicle side glass; separation edges incorporated in the rear lamps and D-pillars; optimised shaping of the door mirrors and upper rear spoiler.

Unique 21-inch alloy wheels - on the Hybrid vehicle with directional spokes for optimised aerodynamics.

Careful attention has also been given to water management on the vehicle, including a hydrophobic coating on the front side door glass to help keep it clear of droplets, carefully shaped roof panels to avoid unwanted drips when the tailgate is opened, and a rear wash wipe which is designed to avoid annoying drips.

Low-CO2 powertrain technologies

The advanced diesel and petrol powertrains in the new Range Rover Sport have been extensively optimised to minimise fuel consumption and CO2 emissions.

To ensure the greatest possible fuel efficiency, the latest Sport powertrains incorporate a comprehensive selection of low-CO2 technologies, including:

Stop/Start system - all derivatives of the TDV6, SDV6, SDV8, 3.0 S/C and 5.0 S/C models are available with an advanced intelligent Stop/Start system which improves fuel consumption by between 5 and 7 percent. The system features a Tandem Solenoid Starter with a dedicated secondary battery for instant restarting. Standard in European markets.

Smart regenerative charging - the electrical charging system has an intelligent power management system which prioritises charging when the car is decelerating, capturing the wasted kinetic energy and reducing the fuel demand of the electrical system.

High-pressure direct injection - both petrol and diesel engines feature the latest high-pressure direct injection technology for more efficient combustion.

Optimised low-friction designs-state-of-the-art engine designs which have been carefully developed to minimise frictional losses.

Electric fans - TDV6, SDV6 and SDV8 diesels have electric fans in place of viscous fans, to minimise parasitic losses when no cooling is needed.

Low viscosity transmission fluids - the 8-speed automatic is specified with the latest low viscosity fluid to maximise efficiency.

The new Sport further reduces fuel consumption by adopting energy efficient Electric Power Assisted Steering (EPAS) in place of the previous hydraulic system, cutting CO2 emissions by over 3 percent.

Drivers may also make use of a new ECO Driving feature which provides them with information and feedback via the 8-inch touchscreen about the level of fuel consumption they are achieving, to help them adopt more economical driving habits.

Sustainable by design, with lifecycle

approach

In order to minimise the car's overall ecological impact, the all-new Range Rover Sport has been designed with a lifecycle approach, aiming to minimise the environmental impact by considering the entire lifecycle of the vehicle: from development and manufacturing, through customer use, to end-of-life recycling and re-use.

Each element of the lifecycle was analysed with a view to consuming fewer natural resources, using more sustainable materials and minimising the generation of waste. The development process has included a full lifecycle assessment in line with ISO 14040/14044.

The new Sport's aluminium construction makes a major contribution to its reduced carbon footprint. Up to 75 percent of the aluminium material is sourced from recycled content, including closed loop recycling of waste metal from the manufacturing process, resulting in a significant saving of energy and CO2 emissions (body panels made from recycled material use only 5 percent of the energy required for new aluminium).

Further energy is saved during the manufacturing process, which does not require highly energy intensive processes like welding.

Recycled and renewable materials have been used wherever possible in the new Range Rover Sport's design. High specification vehicles uses up to 26.7kg of recycled plastics, diverting over 11,800 tonnes of plastic from landfill during the carline's life. Natural and renewable materials, such as the luxurious leathers and veneers, represent 28kg of each vehicle.

Smart driver assistance technologies

The new Sport is packed with smart, relevant technologies to ensure that drivers enjoy a relaxed and stress-free experience behind the wheel.

The new model introduces an innovative digital camera system which supports three driver assistance features that help deliver improved driver awareness. Mounted next to the rear view mirror, the forward facing camera captures a view of the road ahead which is analysed by a sophisticated on-board computer.

Lane Departure Warnings designed to warn the driver via a vibration in the steering wheel if an unintentional drift out of the lane begins. If the vehicle drifts from the centre of the lane, and the system does not detect an obvious lane-change manoeuvre or use of the indicators, the vibration alert is triggered. This is reinforced by a graphic in the instrument cluster.

The system is deactivated below 60km/h so it does not interfere in urban conditions. The driver can adjust the system's sensitivity (two levels) and the alert intensity (three levels), or can turn the system off completely.

Traffic Sign Recognition uses the camera to identify traffic signs on either side of the road and on bridges, providing the driver with information about the latest detected speed limit, cancellation signs and overtaking regulations via the instrument cluster display.

To indicate how recent the information is, the displayed sign fades away in a series of steps as the distance increases from the location of the sign. The driver can also use the system to provide a warning of speeding, by configuring the system to flash the speed limit sign in the display when the vehicle exceeds the displayed limit by a set amount (which can be varied by the driver).

Automatic High Beam Assist switches the headlamps automatically between high and dipped beam, helping to maximise visibility and avoid the distraction of switching the lamps manually. The system identifies the headlamps or tail lights of other vehicles so that dipped beam can be activated when required. Ambient lighting levels are also monitored so high beam is not used in built-up areas.

Another innovative feature is Flank Guard, which helps alert the driver to potential impacts on the sides of the vehicle during tight manoeuvres such as in multi-storey car parks, where it is easy to collide with pillars, barriers or other vehicles.

The new feature is enabled by the addition of extra distance sensors on the vehicle (now 6 sensors front and rear, instead of 4), which provide wider coverage around the vehicle than conventional park distance sensors.

The driver is warned of potential impacts by audible beeps, while the central instrument cluster display provides a graphical image indicating the proximity of objects using distance bars. Using information on the vehicle's steering angle and trajectory, the system only warns when there is a threat of impact, for example ignoring close objects if the vehicle is steering away from them.

Additional driver assistance features available include an enhancedAdaptive Cruise Control(ACC) which operates even when the vehicle is travelling slowly or is stationary.

Adding to the standard ACC functionality, which maintains a pre-set time gap to the vehicle in front, the newQueue Assistfeature extends the ACC function to allow the vehicle to come to a stop when it reaches a traffic queue. When the car in front moves off, the driver can resume ACC operation by briefly touching the accelerator. The car then accelerates back to the pre-set cruising speed, maintaining the selected time gap to vehicles ahead.

To offer enhanced awareness in today's congested traffic conditions, Range Rover Sport drivers can also specify advanced new technologies to alert them to nearby vehicles which could create a hazard.

Blind Spot Monitoringuses side-mounted radar sensors to survey potential blind spots either side of the vehicle, and alert the driver when vehicles are detected within this area. The system is optimised to work at lower speeds commonly encountered in urban conditions or on congested motorways.

It is now combined with Closing Vehicle Sensing, a new feature which extends the function of the system by scanning a zone much further behind the vehicle, to detect vehicles which are closing quickly from behind and which could cause a threat during a lane change manoeuvre. Drivers are alerted by a rapid flashing of the existing Blind Spot warning light in the corresponding exterior mirror.

A further additional new function, Reverse Traffic Detection, uses radar detectors in the rear of the car to warn about potential collisions during reversing manoeuvres, such as reversing out of a parking space. The system is active when reverse gear is selected and can detect a vehicle approaching from either side, alerting the driver to a potential collision.

Other driver assistance technologies which help to reduce stress behind the wheel include theAdjustable Speed Limiter Device, which enables the driver to set their own personal maximum speed, the latestSurround Camera Systemincorporating T-Junction view, Trailer reverse park guidance and Trailer hitch guidance, and Adaptive Xenonheadlamps.

Electric Power-Assisted Steering with

advanced Park Assist functions

The new Range Rover Sport's electric power-assisted steering also enables customers to benefit from a range of advanced Park Assist features, including:

Park Assist - which helps to identify a suitable parallel parking space, and then automatically steers the vehicle into place

Park Exit - which helps drivers exit tight parallel parking spaces, by automatically steering the vehicle back into the main carriageway

Perpendicular Park - which extends the function of the system to help the driver to reverse into perpendicular spaces, using sensors to help identify a suitable space where the vehicle can be parked and the doors on each side opened safely

Each of the functions provides the driver with clear instructions via the cluster display, and uses the Park Distance Controls, Flank Guard and Camera systems (where fitted) to help warn the driver of objects in close proximity during the manoeuvre. Multiple shuttles back and forward may be required to complete the manoeuvres safely and accurately.

Powerful braking and enhanced active

safety technologies

The new Range Rover Sport has been engineered with a powerful all-disc braking system for confident stopping in all conditions, featuring (on more powerful models) six-piston lightweight Brembo front calipers for enhanced performance and reduced weight.

The generous disc diameters of 380mm front / 365mm rear (or 360mm front / 350mm rear on less powerful models and those fitted with 19-inch wheels) provide huge thermal capacity, capable of achieving outstanding stopping performance, whether solo or towing a trailer.

The Electronic Park Brake (EPB) activates directly on the rear brake calipers, and has been carefully optimised to provide smooth and refined automatic disengagement when the car moves off.

Stopping power of the new Sport is complemented by a comprehensive suite of active safety technologies, designed to enhance braking, stability and traction.

The full suite of active safety features on the new Range Rover Sport includes:

Dynamic Stability Control (DSC) Roll Stability Control (RSC) Electronic Traction Control (ETC) Trailer Stability Assist (TSA) Hill Descent Control (HDC) and Gradient Release Control (GRC)

Hill Start Assist (HSA) Engine Drag torque Control (EDC) Anti-lock braking system (ABS) Electronic brake force distribution (EBD) Emergency brake lights (EBL) Emergency brake assist (EBA) Corner Brake Control (CBC)

More spacious interior with versatility of occasional 5+2 seating

The 2014 Mahindra Scorpio Facelift has been launched in India.

The Scorpio has been one of Mahindra‘s best sellers in India, combining good design, first-in-segment features and value-for-money proposition. The only things that may have put off buyers of the old model, like high-speed stability and the interior design, have been addressed by the new Scorpio. Mahindra engineers have focused more on improving the ride and handling of the SUV and improving

MAHINDRA SCORPIO

the interiors while also giving the SUV a new look on the outside. Let‘s have a look at what the new Scorpio offers.

The new Scorpio will be offered in 8 variants, the prices (ex-showroom Delhi) are as follows:

Scorpio S2 : Rs. 8.40 Lakh


Scorpio S4 AWD : Rs. 10.11 Lakh


Scorpio S6 Plus : Rs. 10.43 Lakh



Scorpio S10 AWD : Rs. 13.05 Lakh

What’s New?

Design: Exterior

The overall silhouette of the SUV has remained the same while new tid-bits have been added to refresh the design.

Let‘s break this down.

Grille: Body coloured unit on the older model replaced by matte-black unit, at least on the lower-end variants. The grille becomes more edgy, upright, loses the chrome ―tooth‘ found previously, and gets a slim chrome bar running along

the top-edge. It retains the similar vertical 8-slat design found on the previous-gen SUV.

Headlamp cluster: Overall design is more edgy, comparisons have been made to the headlights of the Dodge Charger. Get‘s dual-barrel headlamps – top-end variant gets projector lamps-, indicators move to the inside. Biggest feature will the be addition of LED day-time running lamps.

Front Bumper: The bottom of the bumper has been made all-black to make the front look more compact, new faux air-intakes are more prominent than before

and feature the same fog-lamps as before on higher variants. The Bumper is certainly more easier on the eyes than the one on the previous model. The bumper flows smoothly onto the side and meets the front fenders.

Bonnet: Does not gently slope forward like the previous generation model. The intake is now recessed, rather than bulging-out as was the case previously.

Side view: Remains mostly the same. New fenders are much more pronounced. New side indicators sit just above the front fenders and get a black surround. New alloy wheel design on S8 and S10 variants.

Rear grab-handles: The tail-gate is flanked by two grab-handles, which may help ingress the SUV. These replace the reflectors introduced in the previous facelift.

Rear spoiler: Same design as before, but loses the integrated stop-lamp. Stop lamp has been moved onto the top of the rear-windscreen.

Tail-lamp cluster: The tail-lamp cluster has not been changed in terms of overall shape, but the elements have changed. The circular housing in the previous model has been replaced by semi-circular units, the stop lamps are now LEDs which incorporate the indicator (on top) and reverse lamp (the blue one). The whole unit is encompassed in chrome, which is again surrounded by matte-black pastic, this may look tacky to some.

Tailgate: The rear windscreen gets smaller, the black surround are now thicker, which may hamper rear-visibility. Rear wiper seems to be smaller. The number plate holder has been moved up slightly and gets a matte-chrome surround which is placed in a matte black section which stretches across the width of the SUV.

Rear bumper: Looks the same as before.

Design: Interior

Dashboard: Different but still similar somehow. The centre console is still flat. New horizontal rectangular A/C vents all around. The recess above the glovebox is gone, so has the grab-handle above it. Dual-tone colour remains, but now you get three different sections with the centre section getting the beige plastics while the top and bottom section get black.

Steering wheel: Design borrowed from the XUV 500, neater design and better placement of controls.

Instrument cluster: Is now angular, not round-ish like the previous model. Dual-pod design with analogue displays for vehicle speed and engine speed. Gets new MID screen.

Centre console: Gets new 7-inch touchscreen display, at least on the S10 variant. Gets new climate control system, with circular dials for controlling temperature and blower speed. Hazard warning lamp switch moves to the bottom from the top of the dash.

Lower centre console: Is dominated by a new gear-lever, which looks better than before. A 12-V socket is placed near it on the left. Cubby holes and bottle holders have been moved back. The power-window buttons have been moved to the door-pads, earlier they were placed beside the hand-brake lever.

Rear A/C vent: Design has been altered, vents look smaller. Individual air-flow control has been removed.

Paint Options

The Molten Red and Regal Blue paint replace the Rocky Beige and Java Brown paint option found on the previous model.

Variants and Features

The Mahindra Scorpio facelift will be offered in six trim levels, the S2, S4, S6, S6+, S8 and S10.

Variant wise feature break-up, according to preliminary data is as follows:

S2

Will be the entry level variant. Will be powered by the 2.5-litre m2DiCr engine, complemented by Mahindra‘s ‗Micro-Hybrid‘ system

Manual ORVMs

Manual A/C

Power Steering

Power windows all-around

Black colored door handles, ORVM covers and Bumpers

15-inch steel wheels

S4

Entry level variant powered by the 2.2-litre mHawk engine, complemented by Mahindra‘s ‗Micro-Hybrid‘ system. Gets new gearbox.

Tilt-adjustable steering

Fabric upholstery

17-inch steel wheels

S4 AWD

All the features of the S4 with shift on the fly 4×4 system

S6

Remote central locking

Rear wiper and window demister

Middle row sliding seats

Centre armrest

2-DIN audio system

Body coloured door handles, ORVM covers and bumpers

Rear spoiler

S6 Plus

Ski racks

Driver airbag and ABS

S8

Electrically adjustable ORVMs

Front fog lamp

Projector headlamps

Anti-pinch windows

Park assist

Rear number plate surround

17-inch Alloy Wheels

S10

Voice-assistance: Fuel, Speed etc.

Projector lamps with cornering technology

TireTronic (tyre monitoring)

Rain and light sensors

Steering mounted audio and cruise controls

Touchscreen infotainment system with navigation system

Automatic climate control system

Driver seat height adjustment

LED eyebrows

Front grille chrome inserts

Chrome surrounds around A/C vents

S10 AWD All features of the S10 with shift on the fly 4×4 system

Engine and Chassis

The Scorpio facelift features a new body-on-frame chassis, which is much more stiffer and lighter thanks to the use of hydroforming. The new chassis makes the Scorpio less jittery at high speeds and makes it a much better handler. Mahindra claims that the handling problems suffered by the previous generations of the Scorpio due to their high-centre of gravity has been sorted.

The 2.2-litre mHawk turbo-diesel engine and the 2.5-litre m2Dicr engine has been carried over from the previous-gen Scorpio, the new Scorpio gets a better manual transmission though. This is expected to make the Scorpio much more pleasant to drive. The mHawk engine is expected to produce 138 BHP of maximum power in the new Scorpio as compared to 120 BHP in the previous model. An automatic transmission equipped variant may be launched later.

Maruti Suzuki has revealed its SX4 replacement called the Maruti Ciaz at a media event in India. The car will go on sale in month of October 2014 in India and pre-bookings will start from 3rd September 2014 only. In this post, we share all the

MARUTI CIAZ

details that you want to know about this car including official pictures, specifications, features, exteriors, interiors and expected price of the car in India.

Expected Price

We expect the car to be priced between Rs. 7 Lakh to Rs. 11 Lakh.

Exteriors

On the exteriors, the Ciaz is much similar to the outlines of theCiaz concept showcased at the 2014 Auto Expo in India. It looks bold, aggressive, muscular and smart. It gets a lot of body lines, much different from what we have seen from Maruti in India so far. The headlamps are large and side sweeping, the top-of-the-line ZXi+/ZDi+ variants gets projector headlamps too. The bonnet gets character lines giving it a more powerful stance.

http://www.carblogindia.com/concept-ciaz-and-sx4-s-cross-unveiled-at-auto-expo-2014/



The side profile of the the car looks very sporty and aerodynamic. It also gets electrically folding outside rear view mirrors which are also electrically adjustable.

There are large alloy wheels with subtle wheel arches at the side which gives the car much needed character. There are two pronounced body lines running on the sides. There is use of chrome on the sides on door handles and around windows.

On the rear are side sweeping tail lamp combination cluster which is very sleek and stylish. There rear has been very nicely designed and looks very well sculpted. The rear bumper design is also very attractive. It does look very upmarket from the rear, we wish that Maruti had retained the twin-pipe exhausts from the Ciaz Concept.

Interiors

The interiors look very plush with beige and black combination. The steering wheel design is signature Suzuki with stereo controls mounted on the steering wheel, but with all controls on one side of the steering wheel it does look a bit plain-jane. The instrument cluster is large and clear with two analogue dials, a multi-information display and other tell-tale indicators.

The interiors seems spacious with ample leg room in the car. The seats appear slim and well cushioned. The rear seat gets AC vents, folding arm rest and integrated head restrains on the two side passenger seats.

The infotainment system is touch-enabled and there is also automatic climate control system on top-of-the-line variants. There is also a front arm rest provided for the front passenger and driver, but the armrest is fixed on top of the rear A/C vents and cannot be used very easily.

The rear A/C vents are a welcome addition, there is a small storage space under the vents and a 12-V charger port. Space behind the vents is used as a storage space which is covered by the front-centre armrest. All in all, the interiors of the Ciaz are well equipped to take the competition head on.

Features And Variants

There are four trim levels of Maruti Ciaz with different feature sets, these variants are V, V+, Z and Z+. There will be 8 variants in total:

MarutiCiazVXi

MarutiCiazVXi+

MarutiCiazZXi

MarutiCiazZXi+

MarutiCiazVDi

MarutiCiazVDi+

MarutiCiazZDi

MarutiCiazZDi+

Maruti Ciaz features are among the best Maruti has offered on its car so far. Some salient vital features include comfort features like keyless entry with push-button start. Automatic climate control system, rear AC vents, touch screen infotainment system, dual tone interiors to name a few. There are also power sockets, electric boot release and driver seat height adjust on the offer. There are also plenty of cubby holes and storage spaces in the car. There is also a large boot compartment of around 500 litres on the Ciaz.

The infotainment system will offer AM/FM, USB, AUX, Bluetooth and SD-Card playback, the system will be connected to 4-spekers and 2-tweeters on the top-end variants. Maruti will also offer the new Smart Play functionality with the infotainment system, this system just like Ford‘s SYNC application will connect to the users smartphone for navigation, hand-free calling which may be voice-activated. The screen will also double-up as the reverse camera display.

Safety features include ABS with EBD and airbags. The Z and Z+ variants will feature dual-front airbags. The chassis design also takes care of safety of the car during impacts.

Variant Wise Features

Vxi/Vdi

Projector headlamps

Keyless entry

Multimedia system

Rear A/C vents

Front centre armrest

Electrically adjustable ORVMs

Tilt-adjustable steering wheel

Power windows all around

Vxi+/Vdi+

Features over the Vxi/Vdi variants include:

Automatic climate control

Front fog lamps

Reverse parking sensors

Steering mounted controls

ABS

Driver side airbag

Zxi/Zdi

Features over the Vxi+/Vdi+ include:

Push-button start/stop

Fabric and leather seats

15-inch alloy wheels

Rear sun-blind

Illuminated foot wells

Reverse camera

Dual-airbags

Zxi+/Zdi+

The top-of-the-line sedan gets these additional features:

Leather steering wheel and gear-lever covers

Touchscreen infotainment screen

Smartphone syncrhonisation and voice-recognition

16-inch alloy wheels

Chrome treatment on the outside

Details Courtesy: Motoroids.com

Engine And Specifications

The Ciaz comes with a 1.3 litre multijet diesel engine and a 1.4 litre K-Series engine which is the same lineup as we see on Ertiga. But these engines have been technically improved and use low-friction mechanisms to improve upon the performance and mileage. The peak power developed by the diesel engine is

http://www.motoroids.com/news/maruti-suzuki-ciaz-variants-detail

around 89 BHP and peak torque is 200 Nm while the petrol engine develops peak power of 91 BHP and peak torque of 130 Nm. The rated ARAI mileage of the Maruti Ciaz Diesel is 26.3 KMPL while the rated ARAI mileage of Maruti Ciaz petrol is 20.73 KMPL.

As compared to its rivals the Ciaz makes the least power and torque, taking both the diesel and petrol powerplants into consideration. It seems Maruti has taken frugality into precedence over performance at first glance; we do not know how much the car weighs, this could affect the performance of the car.

The Ciaz will be the most spacious cars, in terms of cabin space, when launched. Its is the longest, widest car in the segment while being dwarfed by the Honda City in terms of height. The longest wheelbase also means that it will be high on cabin space as well as luggage space.

MERCEDES-BENZ S-CLASS VS

JAGUAR XJ VS AUDI A8 VS

BMW 7-SERIES

COMPARISON A lot of cars are hugely impressive after a quick first drive, and some continue to

impress when we test the wheels off them over an extended period. And then

there are cars like the Mercedes-Benz S-class – cars so impressive that, even

after a prolonged spell trying to pick holes in their abilities, it‘s hard to think

anything could possibly be better. But that‘s not how things work here at Autocar

India, and for the ultimate verdict on just how good a car – any car – is, you need

to add a bit of perspective.

To really prove itself as the best, the S-class has to answer to its peers, and when

you‘re talking about quite simply the best diesel luxury limos on the planet, you

can bet the comparison criteria are on a whole other level than usual. The fuel is

actually a very important factor, because while the S 500, with its twin-turbo petrol

V8, is for the oligarch with nary a care for issues as petty as fuel economy, the S

350 CDI is the more sensible and, unsurprisingly, far more popular choice.

And it‘s a similar story with the other cars here – the Jaguar XJ, the Audi A8 and

the BMW 7-series. All are available with petrol engine options but for most

buyers, the six-cylinder diesel is the one to choose. The S-class is all new, while

the other three have been given updates recently that have made them a bit more

appealing. The BMW got an ever-so-mild update last year, the Audi a similarly

light facelift earlier this year, and the Jaguar was given some more equipment and

a much better price tag, thanks to local assembly at Pune. So they all bring

something new to the table, which is good, because toppling the mighty S is not

going to be easy. Time to get pampered.

Despite immense length being a common factor on all four cars, necessary to

liberate the most legroom at the back, each one has unique styling reflective of

the companies that make them.

The S-class uses Mercedes‘ wonderful new styling language that blends old-

world cues with modern details. There‘s barely a straight line in sight, and all its

elements – the headlamps, grille, bonnet, roof and boot – flow into one another

seamlessly. It‘s also got loads of creases in its doors that give its large sides

some life. It‘s much better proportioned than the last S, and that big grille and

visually narrow boot give it a sort of commanding presence that you‘d previously

have only found on a Bentley or a Rolls. That said, for all its LEDs and chrome

accents, its look errs more on the side of old than modern.

In complete contrast is Audi‘s facelifted A8, which wears its cutting-edge

credentials like a uniform. Those new ‗Matrix‘ headlights may not seem like much

of a big deal over the old LED lamps, but unlock the car and the way they greet

you with a ‗swipe‘ of the indicators is just plain cool. The car‘s sharp edges and

straight lines have a totally different appeal to the S-class‘s curves, and the longer

you look at it, the more you begin to appreciate the subtle changes to the sheet

metal that have come with the facelift. Some might criticise Audi for taking the

whole ‗family look‘ philosophy a bit too far, making all its cars barely

distinguishable from one another and a bit too understated for Indian tastes, but

you can‘t argue that it looks sharp as a perfectly cut suit.

Facelifts not considered, the 7-series is the oldest car here, and it‘s beginning to

show. When it did get an update late last year, the changes were miniscule, but

the updated grille, new bumper and full-LED headlamps do at least give the

traditional BMW face a little more attitude. The company‘s characteristic long-

nose, short-boot profile is ever present – intended to highlight its sporty abilities –

but it does look a little plain from the side, and also appears very, very long. The

rear of the car is virtually unchanged from before, and that is a shame.

However, there‘s nothing here that looks quite like the Jaguar XJ. It can drop jaws

like a sportscar normally would as you cruise around. Like the Audi, it looks

thoroughly modern, albeit in a completely different way. It looks low-slung, sleek

and powerful, and the smart 19-inch alloys on this version just add to the appeal.

Yes, the look is sporty, but it also manages to be elegant, which is what a luxury

car buyer will like. There are a few touches we find a bit unnecessary though, like

the blacked-out C-pillar and the very blingy grille, but once you look at that

roofline, the slim headlamps and the detailing inside each of the LED tail-lamps,

all is forgiven.

This is the area in which these cars seriously and very tangibly take things

several notches higher than most other cars. This is where owners spend their

time and, chances are, these sort of owners won‘t settle for anything less than the

finest materials, the best comfort and the latest technology. All these cars have

fully electric seats, with the ones at the rear able to massage you. Each car has a

great sounding audio system from a top-drawer hi-fi brand, and they all get rear

screens and their own form of infotainment computer. It‘s hard to fault any of them

for things like rear headroom and legroom either, because while some are better

than others, all of them have more than you‘ll ever need. And like the exteriors,

each car‘s interior brings its own distinct flavour to the table.

The Merc‘s old-meets-new philosophy carries on in here, with all the technology

(and there is quite a lot of it) buried under a heavy layer of classic luxury. Some of

it is more obvious, like the two massive high-res screens that make up the

infotainment and instrument clusters, but other things less so, like the

electronically controlled air-con vents that are operated by manual twist knobs.

Old-world cabin design juxtaposed with huge twin hi-res screens. Quality

and fit are pretty much faultless.

The quality in here is faultless, and this is brought out more by the simple and

uncluttered design of the cabin, and also the beautifully finished metallic switches.

The A8, for example, is just as good, but its overload of buttons and controls

tends to distract you from it. A trait that‘s common to the three German cars is

that they all use slightly firm cushioning on their seats. We‘re nitpicking, of course,

but comfort is a big priority in a one-crore luxury car, after all. The Mercedes,

however, masks it best with a softer top layer over the primary cushioning and

lovely pillows for rear passengers to sink their heads into. The front chairs in the

S-class are big and accommodating, though the tall digital dial display impedes

your view of the three-pointed star on the nose a bit if you‘re not very tall. At the

rear, you get a ‗chauffeur mode‘ that lets you push the front passenger seat all the

way forward at the press of a button and also releases a footrest. The Audi A8

gets this feature too, but frankly, it‘s a bit gimmicky, as you can operate the front

passenger seat of any of these cars using the rear seat controls. It‘s also a bit

annoying to have to go into the COMAND system using the remote to use the

Merc seats‘ massage function. Ah, first-world millionaire problems!

The A8 comes closest to the Merc on cabin comfort, although its seats are just a

touch more snug; very supportive and far from anything approaching

uncomfortable. Mention has to be made of the dials in the Audi – it‘s the only car

with conventional analogue dials, but frankly, they look the best and are the

easiest to read on the move. The central console is a tech fest full of buttons, and

though this makes it easier to use the MMI system, the way the backlit controls

light up the cabin at night is more suited to a sportscar than a limo. Our test car

was fitted with both of Audi‘s option packs – the Luxury Pack (Rs 15.56 lakh) and

the Elite Pack (Rs 16.55 lakh). The latter gets you even more leather-wrapped

bits in the cabin, while the former adds equipment, including the executive rear

seat. This makes the A8 the only one here with a split rear cabin with two

individual seats; not an option to tick if you might sometimes have a fifth

passenger. The S-class‘s ‗hot stone‘ massage function comes close, but we‘d say

Audi‘s version is more effective; the Jag and the BMW‘s massage, on the other

hand, are quite basic.

Button-heavy centre console looks more A380 than A8. Quality, fit and

finish are on par with the Mercedes.

‗Basic‘ is also the first sensation you get when you step into the BMW‘s cabin,

though you‘ll discover soon enough that it is anything but. It suffers heavily from

generic BMW family design, and it just doesn‘t look sufficiently different from the

interior of a 3-series; this is particularly true of the rather plain, all-black steering

wheel. The materials, though better than lesser Bimmers, lack the overall

richness of the ones in the Audi and the Merc. Fit and finish, however, is faultless,

and the 7 feels the most solid of all the cars here. The seats offer superb thigh

support, but they are also the firmest. One unique feature in the BMW is the

ability to adjust the seats for better shoulder support, crucial for typically small

Indian frames. The fact that the front seats were made slimmer with the facelift

also makes the cabin feel a lot airier than before. The overall sensation, however,

is that the 7-series cabin doesn‘t have the same pizzazz as the Merc, Audi and

Jag.

BMW cabin feels solid, materials are top notch but it just doesn’t look

special enough for a one-crore sedan.

Speaking of the XJ, like the outside, the interior is like none of the others here.

Like the Mercedes, it too blends old-world class with modern touches, but in a

very different way. There are retro-futuristic bits like the voluptuous, turbine-like

air-con vents, and cool touches like the ‗pulsing‘ starter button and the rising

rotary gear selector. But then there are also bits of old-school luxury, like huge

slabs of wood on the doors and chunky bits of chrome all over the cabin. Purely

for a sense of occasion, it has the potential to upstage the Germans, but sadly it

can‘t compare on quality and fit and finish. Again, in isolation, it‘s not that bad, but

when you‘re up against this lot, every last micrometre counts. While it‘s difficult to

spot any plastic trim in the other cars, there‘s a fair bit in here. The screens are

relatively low-res, the steering buttons feel a little flimsy, and the touchscreen

feels old and clunky compared to the sci-fi systems in the German cars. You will,

however, love the seats which, in complete contrast to the others, use a tauter

upper layer and a much softer lower layer, so you really sink into them. Rear

legroom and headroom aren‘t as good as the rest, but it‘s surprisingly good, given

that low roofline. You might feel a little hemmed in by the slim windows, however.

What spoils the view forward on all the cars is the rear entertainment package,

and unless you actually use it frequently, we feel it should have been kept

optional. Higher segment standards, however, have made it a standard feature on

all cars, and in the S-class, it‘s actually the only way to access key features like

the rear seat lumbar support and massage.

XJ cabin mixes retro-futuristic with classic British charm. Beautiful design

let down by a few low-rent bits.

The diesels are the sensible choice, but that doesn‘t mean they can‘t pack a

decent punch. All the cars use 3.0-litre, six-cylinder units, the BMW of course

laying out its cylinders in a straight line. The Jag‘s engine makes about 20bhp

more than the others, though it‘s just about pipped by the Mercedes on torque;

63.2kgm beating 61.2kgm. The S-class sticks to the tried-and-tested seven-speed

auto, while the other three now all use an eight-speed automatic. In fact, the XJ,

A8 and the 7-series use derivations of the same ZF unit.

The Mercedes has the most refined engine, although the Audi and Jaguar aren‘t

too far behind. It‘s a very relaxed motor, getting off the line smoothly and surging

gently through its powerband. In Sport mode, it is a bit more responsive, but not

by much, though this isn‘t a bother in everyday driving. When it might be, is during

overtakes, as the gearbox isn‘t the quickest to respond to inputs. This certainly

isn‘t the car to have if you‘re late for a board meeting and need to get there in a

hurry.

The Jaguar‘s gearbox responses also aren‘t the quickest when you‘re going

slowly, but once you pick the pace up, it charges through the ratios quickly and

smoothly. The engine is a gem, not only being the most powerful, but also just

begging to be revved and belting out a soulful tune when it is. Put the gearbox in

Sport and things sharpen up a fair bit, and this is when you first see what people

mean when they call the XJ a ‗sports limousine‘.

But of course, the sporty one has traditionally always been the BMW, and at least

in the engine department, that still holds true. The engine is super responsive and

darts off the line at the merest tap of your right foot. Of course, this is affected by

which mode you have the car set to, although it is very sprightly in all but Eco Pro,

which dulls engine responses considerably. A big issue, however, is refinement,

and the straight six is audible in the cabin at all times.

Audi‘s 3.0 TDI motor has always impressed us, and it does even more so now

that it‘s mated to the eight-speed automatic gearbox. There is a bit of a hum at

idle, but that soon goes away once you‘re on the move. The gearbox seems like

the best executed of the lot, and unless you‘re in a hurry, you can hardly tell it‘s

shifting gears.

Not that these cars will ever be entered into a drag race, but their performance

figures are interesting to compare. The BMW and the Audi are the lighter ones

(1,900 and 1,935kg respectively). The 730d is more responsive and the A8 has

the benefit of AWD traction, and both of them post identical 0-100kph times of

6.61 seconds. It‘s hardly shocking that the big, heavy Mercedes is the slowest at

7.92sec, but what is a surprise is that the XJ only manages a 7.91; it doesn‘t feel

that slow.

The big Jag somewhat redeems itself with decent kickdown overtaking times,

5.08sec from 20-80kph and 5.44sec from 40-100kph. Overall, however, the BMW

and the Audi are quicker cars.

As with the cabin comforts, there is a certain standard of ride quality that you

need in this segment, and so none of these cars could really be called

uncomfortable. Still, how do they compare to one another? Well, they fall into two

distinct camps, namely the soft and plush ones (the Merc and the Audi) and the

sporty handling ones (the Jaguar and the BMW).

The S-class has the best ride here, that‘s for sure, and it really makes you wonder

why Mercedes even bothered developing the illegal-in-India Magic Ride Control

radar-guided suspension. Even in Sport mode, the car just forces everything that

rolls under it to submit, and quietly. In fact, the suspension is so cushy that you

run a greater risk of hurting the underbody on speedbreakers if you go over them

too fast, as the car will pitch on its springs a little. It also does thunk through really

sharp bumps, but frankly, it still manages them better than the others. This is not

a car for corners, and the steering is light and somewhat lifeless. Its size is also

very apparent when you turn the wheel, and while it will get around a bend

quickly, there‘s no real pleasure to be derived from doing so.

Merc's Airmatic suspension rides superbly on any surface.

It‘s a similar story in the A8 which, like the S-class, feels big, but thanks to a near-

200kg weight advantage, feels a little lighter on its feet. Quattro gives it immense

grip through corners, which means you can carry in a lot of speed, but in true Audi

form, the steering is lifeless. The primary ride is solid, but the car does feel a little

juddery over smaller bumps at lower speeds compared to the S. What‘s more

apparent is a feeling of hollowness in the aluminium spaceframe chassis as you

go over bumps and expansion joints; it just takes away that ultimate solidity from

the ride. Since the vehicle settings have a customisable ‗Individual‘ mode, it‘s best

to set the dampers to Comfort but everything else to Dynamic if you‘re driving the

A8 yourself.

So what about the driver‘s cars then? The 7-series comes as standard with

BMW‘s perfect weight distribution and finely honed chassis, and the results are

there to see. The steering is a touch on the heavy side, but it‘s superbly accurate

and full of feel. As a result, this car is great if you‘re driving up to your farmhouse in

the hills and want to attack some corners on the way. Trouble is, for everyday

driving, it just feels too big and heavy to be really enjoyable. It‘s a similar story

with the ride. With the car in Sport+, you‘ll love how it keeps the body in check

through fast bends; but in city driving, the ride is neither here nor there. In any of

the five modes – Eco Pro, Comfort+, Comfort, Sport or Sport+ – it can never find

a happy compromise between primary and secondary ride. It‘s either too stiff or

too floaty.

And here‘s where the XJ surprises – it‘s everything we would have liked to have

seen in the BMW. It feels light on its feet, and can be a lot of fun just chucking

around in town at low speeds, and it works well when you‘re really nailing it too.

The chassis feels stiff and the car shrinks around you quite quickly. The best bit is

that this isn‘t at the cost of ride quality, and though not quite up there with the S-

class, the Jaguar rides really well – more so when you consider it‘s wearing

bigger 19-inch wheels. Strangely, in Normal mode, the steering feels quite light

around the centre position when you go faster, but this improves considerably

when you shift to Dynamic mode.

Each of these cars serves up so much luxury that you wouldn‘t be disappointed if

you rang up a luxury taxi service and any one of them turned up at your door.

However, when it‘s your money on the line, deeper consideration would be

prudent. For one, as the owner, there might be a chance of you driving yourself,

and here‘s where BMW‘s famous driving credentials should give it an edge.

Trouble is, a lot of the time they don‘t, not unless you‘re tearing up a ghat road in

anger. The seats are stiff and the ride is inconsistent in any of the suspension

modes. The engine, however, is really responsive, BMW‘s i-Drive computer is still

the best system around, and it feels solid like a big German car should. In this

company, however, it needs to up its luxury quotient a bit more.

The Audi is a hugely accomplished car – it‘s got the space, the comfort, a punchy

engine, and it‘s practically overflowing with tech. It‘s not very involving to drive,

but it gets the job done. However, its major issue is price, and being a direct

import from Germany (which attracts hefty customs duties), means it costs nearly

Rs 15 lakh more than the Jaguar. And that‘s before you consider that a lot of

equipment that‘s standard on the other cars is optional on the A8, and not

included in the base price; our test car had over Rs 32 lakh worth of extras. We

can also see how its resemblance to smaller Audis could be an issue for some

owners.

The Jaguar XJ is the car that connects with you on an emotional level. It‘s

fantastic to drive, the engine is smooth and sounds great and the seats are plush.

And, of course, there‘s the way it looks. But it‘s not quite as polished as the others

when it comes to build quality and technology. Also, Jaguar‘s service network is

not as well developed as the others. Still, it is the most affordable one now, and

though your head might make you pick one of the Germans, your heart will regret

it every time you see an XJ at the lights.

So the S-class wins this test, and that‘s because it does ‗luxury limousine‘ better

than any of the others. It‘s not the best to drive, and some of the driving aids have

been cut from the equipment list, but these are shortcomings that will affect your

chauffeur more than you. The back seat is fantastic, it rides better than the rest,

the quality is top notch and the cabin is super refined – just what you want in a

luxury car. What gives it an edge is the sense of freshness and the cutting-edge

tech that makes it truly special. That Mercedes has managed to price it

competitively is only a bonus. Though the much-improved competition has made

it a far narrower victory than it has been in the past, the S-class has wafted its

way back to the top of the luxury ladder.

SUZUKI GIXXER VS YAMAHA

FZ-S V2.0 COMPARISON

Suzuki‘s new Gixxer and the time tested Yamaha FZ-S V2.0 sit at the very top of

the 150cc heap. Both bikes adopt a no-holds-barred, well-equipped approach to

strive towards the perfect streetbike on Indian roads.

Suzuki‘s Gixxer is the Japanese giant‘s first truly complete motorcycle for our

shores, combining sporty styling, an engine tuned for good low-end performance

and adequate equipment, three pillars that Suzuki hopes will put this sleek new

motorcycle on solid ground in the segment. Suzuki‘s previous GS150R failed to

really shake up this market, and was an only average package, but the

Gixxer has massive potential, built in tune with the times and ticking all the right

boxes.

Yamaha‘s respected FZ-S V2.0 is now more efficient with fuel-injection, making it

a touch more rev happy as compared the original, carburettor-equipped model.

Match time rings out the bell; so read on to find out who will be king of the ring.

Dressed to thrill

The Suzuki Gixxer and Yamaha FZ-S V2.0 are two quite similar looking bikes.

The Gixxer leans a little more eagerly forward, sporting a leaner look and one

can‘t miss noticing its grab-bars, as they integrate so nicely into the motorcycle‘s

rear. The Yamaha is older in the market, but still looks handsome with its

muscular stance and bold styling. The Gixxer sports stylish six-spoke rims, so in

sync with the times.

The Gixxer uses a smooth flowing dual-tone front mudguard, while the FZ-S

sports a more rugged look. Both motorcycles come with headlights that shine

brightly at night, underlined by smart, chin-set lamps. Minimal headlight cowls are

standard, as are digital instruments, easily legible and nicely laid out.

Suzuki‘s Gixxer comes with a white shift-warning beacon that flashes out in

protest once you‘ve maxed out revs in any gear, whereas the Yamaha FZ-S has

an economy light that lights up when riding with fuel saving in mind. The two

handlebars are almost the same, deploying wide, near-straight alloy units, with

beautifully styled bar-end weights.

Good grips and crisp switches are the norm, yet the switchgear on the FZ-S feels

a notch more precise and better quality. Mirrors on both bikes offer good rear

view, with the neat units on the Gixxer being cleverly shaped. The tanks on both

motorcycles offer sufficient thigh grip with functional indents for knees that also

lend the bikes a masculine touch. The knee indents on the Gixxer are a bit more

pronounced, whereas the FZ-S V2.0 sports a dual-tone tank. Chic fuel-filler lids

are standard equipment on both motorcycles, but the absence of a hinge robs

convenience at the filling station. Smartly styled tank extensions have made their

way onto both bikes, well designed to complement styling. The Gixxer‘s rear

mudguard is a more bulky, better protecting unit that can also be detached to

reveal a smaller, sleeker version when the sun is out, the FZ-S using a standard

mudguard with the added protection of a tyre hugger, that doesn‘t look so smart.

The really attractive conical exhaust canister on the Gixxer comes with chrome

accents and

dual outlets, whereas the FZ-S goes with a racy, more edgy muffler.

Smooth city runners

The Gixxer and the FZ-S V2.0 have air-cooled and four-stroke engines of similar

construction. The Gixxer makes a little more power to score higher thanks to its

slightly larger capacity 155cc carburetted engine. This comes at a cost though; for

the fuel-injected Yamaha FZ-S V2.0 steals a march to feel a touch smoother on

power delivery across its powerband. Both motorcycles aren‘t all that rev-happy

towards their top ends, feeling more at ease when ridden in the meat of the rev

range. Bottom and mid-range performance is excellent and similar natured on

both motorcycles. Likewise, these Yamaha and Suzuki machines offer near

identical feel from their light, city friendly clutch systems and five-speed

gearboxes.

The Gixxer is powered by a four-stroke, SOHC and CV carburettor-fed

powerplant, with good torque output. The Gixxer puts out a healthy 14.6bhp at

8,000rpm, and 1.43kgm of peak torque, delivered nice and low in the powerband

at 6,000rpm. The FZ makes 12.9bhp at 8,000rpm, and max torque is 1.3kgm at

6,000rpm, Suzuki racing ahead here with higher numbers.

Both bikes perform well and proved very close to one another when put to the

test, both churning out near-identical acceleration. The Gixxer manages a 0-

60kph run in 5.61 seconds, where the FZ-S V2.0 took 5.60sec. The Suzuki is

faster to 100kph by a reasonable margin, taking 19.25s where the Yamaha ran

the same in 21.77s. There‘s a significant difference in true top speeds as well,

where the FZ-S manages 109kph, as compared to the faster Gixxer‘s 116kph.

Zipping through

The two motorcycles offer identical riding positions and feel when it comes to

comfort and handling, the tyres, suspension and brakes performing as close as

can be. Both bikes use fat 41mm telescopic front suspension and large diameter

discs up front.

The FZ-S and Gixxer offer excellent handling for their class, whether cornering at

high speeds, or riding hard and looking for stability in a straight-line, and both feel

ever so sure-footed thanks to their excellent, tubeless MRF-made tyres, with fat

radials at the rear. The Gixxer turns in a bit lighter than the Yamaha, although

both bikes do well to feel ideal for everyday city commutes. Both Japanese

streetbikes offer a single brake disc up front and drum rear brakes, facilitating

benchmark braking. The Gixxer offers sharper bite while braking, whereas the FZ-

S brakes with a more progressive, still powerful feel. We managed to get the

Suzuki Gixxer to a stop from 60kph in 16.10m where the Yamaha FZ-S V2.0 took

17.55m.

Fair and square

When it comes to overall fuel-economy, the fuel-injected Yamaha FZ-S V2.0

takes the cake to manage a better 47.5kpl as compared to the Suzuki Gixxer‘s

42.9kpl.

The Suzuki Gixxer and the Yamaha FZ-S V2.0 are, without doubt, two of the best

bikes in their category, so it‘s no surprise they both make such excellent all-round

performers.

So closely tied do both these competent bikes run towards the finish line of this

duel that there‘s only one truly decisive factor that brings fairness into naming any

one a victor. Pricing! For the Yamaha FZ-S V2.0 costs that little bit more at Rs

78,250, relative to the Suzuki Gixxer at Rs 72,199 (both ex-showroom, Delhi).

The Suzuki Gixxer it is then, that has managed to pip the long-standing champion

from Yamaha at the post, to carry home the best overall Indian 150 crown this

time round.

SUZUKI VITARA

Ever since its market launch in 1988, the Suzuki Vitara series has earned acclaim for stylish, city oriented designs, compact, easy to manage dimensions, comfortable on-road performance, and genuine off-road capability. The series has evolved through changes in body size and powertrain. Now, more than 25 years after the original model's debut, the Vitara heritage is embodied in a fresh sport utility vehicle incarnation. The all-new Vitara has smaller dimensions to meet contemporary needs. It incorporates Suzuki's cutting-edge ALLGRIP four wheel drive system and advanced safety and connectivity equipment, it also enables owners to express themselves through various personalising options.

The new Vitara will go into production at the Magyar Suzuki plant in Hungary in early 2015, and will then make its market debut across Europe. It will later be exported around the world as Suzuki's global compact SUV.

Instantly recognisable Suzuki-SUV looks

The new Vitara inherits the styling of its series and Jimny series and brings it up to date in a brand new exterior design.

Advanced navigation and safety features

An audio system with smartphone connectivity gives access to advanced navigation features (available with higher grades). Furthermore, the Radar

Brake Support system (available with certain grades) offers cutting-edge safety by using milliwave radar to prevent or mitigate collisions.

Superior fuel economy

The new Vitara meets contemporary demand for great fuel economy. Weight-saving measures including extensive use of high-tensile steel make the body outstandingly light and rigid. Powertrain technologies including a newly developed six-speed automatic transmission also help save fuel. The new Vitara with two-wheel drive and a five-speed manual transmission has CO2 emissions of just 123g/km.

Exterior design

The new Vitara expresses Suzuki's SUV styling heritage in a strong looking design. A clamshell bonnet (a hallmark of the Vitara series) gives the front end a look of solidity, and a trapezoid motif front bumper indicates a powerful grip on the ground. Kicked-up body-side character lines and bonnet-side air outlets form motifs from the first generation Vitara. Shoulder lines running the entire length of the body contribute to a look of SUV toughness. Plus, Suzuki's pursuit of great aerodynamics is reflected in optimally designed bumper openings, in a roof line that slopes smoothly downward toward the rear, in flat underbody surfaces, and in side mirrors and front bumper edges whose shapes are based on the results of airflow analysis. LED headlamps with blue projector covers attribute to energy saving while also creating a cool impression.

Interior design

A boldly shaped instrument panel garnish and a U-shape design around the shift lever communicate SUV toughness. A round clock and air outlets, which are both motifs of the Grand Vitara, give the interior a youthful, sporty look.

Personalisation

From the initial development stage, the model is designed with personalisation in mind. Diverse exterior colours and a range of design details enable owners to express their individual personalities. Each customer can choose from 15 body colour possibilities that include three new colours and several two tone combinations.

The new colours are as follows:

Atlantis Turquoise Pearl Metallic (ZQN) evokes the excitement and thrill of discovering natural beauty in highly urbanised cities.

Horizon Orange Metallic (ZQP) evokes the excitement of encountering nature when leaving the city and heading for the suburbs.

Savannah Ivory Metallic (ZQQ) evokes a boundless savannah field, which brings out an adventurous spirit.

Five other items enable owners to further express themselves by personalising the new Vitara's interior and exterior details. Those items are as follows:

Front grille (white or black) Fender garnishes (white or black) Instrument panel ornament (turquoise, orange,

white, or piano black) Louvre rings (turquoise, orange, white, or piano

black) Centrally located clock (CARBON or KANJI)

Further, the owner can emphasise the new

Vitara's on or off-road credentials by

choosing from two accessory packages:

The urban package adds sophistication by means of chrome parts. It consists of fog lamp bezels (chrome-plated), body-side mouldings, and a roof spoiler.

The rugged package emphasises SUV toughness. It consists of a front skidplate, a rear skidplate, fog lamp bezels, body-side mouldings, and a loading edge protection.

Engines

The new Vitara is powered by the M16 1.6-litre petrol engine or the D16AA 1.6-litre diesel engine. With the petrol option, friction reductions combine with weight savings in the engine and related components to realize superior fuel economy together with high output and torque. For the diesel engine, a new EGR system and an electronically controlled VGT help to achieve powerful, torquey performance together with low emissions and superior fuel economy.

Transmissions

Each of the new Vitara's transmissions reflects measures to achieve excellence in terms of fuel economy, shift feel, and suppression of noise and vibration.

Manual transmissions

A five-speed manual transmission is available for the 1.6-litre petrol engine, and a six-speed manual transmission is available for the 1.6-litre diesel engine. Each manual transmission's gear ratios are optimised to help realise a superior combination of performance and fuel economy. Measures such as a shift lever counterweight realise a smooth, positive shift action that makes for enjoyable driving.

Automatic transmission

A six-speed automatic transmission is available for the 1.6-litre petrol engine. A wide gear ratio range permits precise control over gear ratios, so it helps to realise superior response at low vehicle speeds (for instance, when pulling away from standstill or driving slowly uphill) and enables the engine to run at low revs. An expanded lockup range promotes acceleration, fuel economy, and quietness. Plus, a manual mode enables the driver to change gear using paddles on the steering wheel.

CO2 emissions

The new Vitara's CO2 emissions are low thanks to the use of high tensile steel and other weight saving measures in the body. An Engine Auto Stop Start system is also used which shuts down the engine when the car stops (for instance, at traffic lights). Suzuki targets CO2 emissions of 123g/km with the petrol engine, two-wheel drive, and five-speed manual transmission and 127g/km with the petrol engine, two-wheel drive, and the six-speed automatic transmission.

Four-wheel drive is typically seen as detrimental to fuel economy and emissions performance. By contrast, Suzuki's ALLGRIP system enables CO2 emissions that are remarkably low for a four-wheel drive SUV. Suzuki's targets for the ALLGRIP equipped Vitara are 134g/km with the five-speed manual transmission and 138g/km with the six-speed automatic transmission.

The new Vitara also has outstandingly low CO2 emissions with the diesel engine. Suzuki's targets are 106g/km with two-wheel drive and the six-speed manual transmission and 111g/km with four-wheel drive and the six-speed manual transmission.

Four-mode ALLGRIP system

Suzuki evolved its renowned four wheel drive technologies into a new generation that delivers driving pleasure and peace of mind in diverse conditions while promoting economy and limiting the burden four wheel drive cars place on the environment. Suzuki calls this new generation ALLGRIP.

An ALLGRIP system with four driver-selectable modes that permit safe, enjoyable driving on diverse surfaces debuted in the Suzuki SX4 S-CROSS and has since earned a great reputation. This system is enhanced by the addition of a feed forward function.

The new Vitara's ALLGRIP system uses a feedback function to send more torque to the rear wheels if it detects wheelspin at the front. The new feed forward function gives the system the additional ability to predict front wheelspin risks from the road surface condition, accelerator pedal position, and steering angle and then send more torque to the rear wheels before wheelspin occurs. The system's four driver-selectable modes are as follows:

Auto - The auto mode prioritises fuel economy in typical driving conditions. The system uses two-wheel drive by default. It switches to four-wheel drive if it detects wheelspin.

Sport - The sport mode is optimal for twisty roads. The system makes maximal use of four-wheel drive in accordance with accelerator inputs.

At low and mid-range engine speeds, the system alters the accelerator/torque characteristics to optimize engine response and cornering performance.

Snow - The snow mode is optimal for snowy, unpaved, and other slippery surfaces. The system uses four-wheel drive by default. It optimises four-wheel drive control in accordance with steering and accelerator inputs to promote traction and stability on low friction surfaces.

Lock - The lock mode is for extricating the car from snow, mud, or sand. A limited slip differential is fitted which helps brake any slipping wheel and transfer torque to the gripping wheels.

Suspension and brakes

Suzuki has pursued a class leading driving experience in every model. As a result the Vitara ensures stable handling and robust drivability.

Suspension

The front suspension is of MacPherson strut design. A revised shape for the lower arms, a revised layout for the suspension frame, and improved struts yield higher rigidity and accordingly better driving stability. The rear wheels have torsion beam suspension incorporating a beam design (a closed section consisting of a pipe crushed to form a "U" shape) that Suzuki first adopted in the SX4 S-Cross. The beam design yields superior rigidity and ride comfort.

Brakes

The new Vitara has ventilated disc brakes at the front and solid disc brakes at the rear. Weight savings and drag reductions in the callipers help to enable superior braking performance and fuel economy.

Safety equipment

The new Vitara's active safety equipment includes a Radar Brake Support (RBS) system. When driving at low speeds due to heavy traffic and such, this system detects the vehicle in front, and if it senses the possibility of a collision, it warns the driver with a buzzer sound and a notification on the multi information display.

If the probability of a collision has increased, the system activates brake assist which increases the braking force during emergency braking. If the system determines that a collision is unavoidable, it applies the brakes automatically. The system thus helps prevent collisions when the vehicle is driving at low speeds and helps reduce damage in the event of a collision.

Passive-safety equipment includes seven airbags, which protect occupants in the event of a frontal or side impact; seatbelt pre-tensioners and force limiters; and a mechanism that limits rearward movement of the brake pedal. Plus, the bonnet shape and new structures for the cowl top, wipers, and bumpers provide impact absorption to mitigate the extent of harm if the car comes into contact with a pedestrian.

RBS system

The RBS system monitors the road ahead by means of milliwave radar. The radar technology enables it to work even at high speeds, in darkness, and in rain and other bad weather. The system prevents or mitigates a collision by means of three functions:

Warning - When travelling above approximately 5 km/h, the system detects the vehicle in front, and if there is a risk of collision, it warns the driver to use the brakes.

Brake assist - If a vehicle ahead is detected and there is a high probability of a collision, the system increases the braking force during panic braking, thereby helping to avoid the collision or reduce damage.

Automatic braking - If a vehicle in front is detected and the system determines that a collision is unavoidable, it applies the brake automatically in order to avoid the collision or reduce damage from it.

Adaptive cruise control (ACC) system

The new Vitara's ACC system combines cruise-control technology with the RBS system's milliwave radar to make driving easier and more relaxing. The system uses radar to measure the distance to the vehicle in front and automatically adjusts road speed to maintain any of three driver selected headway distances.

Light, impact-absorbing TECT body

The body embodies Suzuki's Total Effective Control Technology (TECT) concept for occupant protecting impact absorption and low weight. Extensive use of ultrahigh tensile steel helps to make the new Vitara outstandingly crashworthy and fuel-efficient.

Body dimensions

The new Vitara's SUV packaging combines generous minimum ground clearance of 185mm with big, 215/55R17 tyres. Plus, an 18.2° approach angle and a 28.2° departure angle enable the driver to easily negotiate deeply rutted or snow-covered roads.

The luggage area has a capacity of 375 litres (VDA) with the rear seat in its upright position. The rear seat and a luggage board can be repositioned for diverse purposes.

Panoramic sunroof

Suzuki achieved a world first by equipping the SX4 S-Cross with a sunroof consisting of two individually sliding glass panels. Now, the new Vitara incorporates the same acclaimed feature. The sunroof extends over the front and rear seats, making the cabin more relaxing for all occupants. When the sunroof is closed, the glass panels have a combined length of 1,000mm. When the sunroof is open, the opening has a length of 560mm (one of the greatest in the class), giving occupants an invigorating open-roof experience.

Display audio system with smartphone

connectivity

The audio system has a seven inch touch panel display that enables intuitive operation and can also be used by people wearing gloves. A three dimensional navigation map makes landmarks easy to distinguish. The system also allows the customers use smartphone applications while on the move.

The performance benefits of ALLGRIP and a

superior chassis

Large diameter wheels and the high ground clearance of an SUV yield plenty of off-road capability. In addition, an ALLGRIP system with four modes that the user can choose to suit the road surface and driving conditions assures great on and off road performance.

HYDRO INTERNAL COMBUSTION ENGINE

Abstract- Focus of this study is to give and describe the details of research and workings on hydro IC engine. Hydro IC engine is an engine which would work with water as its fuel. The objective of this work is to decrease the use of non-renewable Resources. The world’s population is expected to expand from about 6 billion people to 10 billion people by the year 2050, all striving for a better quality of life. As the Earth’s population grows, so will the demand for energy and the benefits that it brings improved standards of living, better health and longer life expectancy, improved literacy and opportunity, and many Others. For the Earth to support its population, we must increase the use of energy supplies that are clean, safe, and cost-effective. This concept of Hydro IC engine works on temperature exchange between two chemical substances which Continuously react among themselves and helps us to derive mechanical energy out of it. This concept of engine is based upon a modified version of a normal two stroke engine. This engine consists of piston and cylinder arrangement. The most important Thing in this complete work is that this method doesn’t produce any kind of exhaust gases or chemical compounds out of it in

3. RESEARCH AND

DEVELOPMENT (R&D)

the complete cycle. This engine works continuously by using this chemical substance which do not get depleted and could be used again and again. Keywords- Chemical compounds, Depleted, Exhaust gases, Modified version of a normal two stroke engine, Temperature exchange. I. INTRODUCTION In recent years the scientific and public awareness on environmental and energy issues has brought in major interests to the research of advanced technologies particularly in highly efficient internal combustion engines. Viewing from the socio-economic perspective, as the level of energy consumption is directly proportional to the economic development and total number of population in a country [4], the growing rate of population in the world today indicates that the energy demand is likely to increase. Hydro IC engine has long been concerns about their working in today’s life. It is more reliable to decrease the environmental pollution, because it is used to work on the hot oil and water and it has nothing to produce the pollutant like CO2, NOX, CO, and HC etc. Use of this engine is not limited up to any certain limit as it can be used in manufacturing field, transportation field and on other various fields. As the rotation of shaft by the Hydro IC engine is same to that of any other engine used nowadays. This complete concept is based upon the evaporation technique by which we intend to derive work. This engine can act as a Doorway to modern generation vehicles which will be same as today’s but will be efficient And eco-friendly. It is also expected that the average increase in population growth in between 2010-2020 is projected to be 10.74% [2, 3]. The energy demand in transportation sector is about 40% of the total energy which is been produced worldwide [4]. The amount of energy which is being used in the transportation sector of the world is vast and which is expanding itself in an alarming rate and is needed to be kept in control, if this energy which is been used by the transportation sector could be controlled then total of 40% of energy could be Saved [1]. Due to the corresponding greenhouse gas emissions it is also in the focus of the legislation in many countries. Commonly road transport is estimated [14, 16] to cause about 75-89 % of the total CO2 emissions within the world’s transportation sector and for about 20% of the global primary energy

consumption [13]. These values do not stay constant; in the time from1990 to 2005, the required energy for transportation increased by 37% [12] and further increases are expected due to the evolving markets in the developing countries. Fig. 2. Final energy usage by the main sectors of the world in 2002 [1, 4] International Journal of Mechanical And Production Engineering, ISSN: 2320-2092, Volume- 2, Issue- 7, July-2014 Hydro Internal Combustion Engine 56 In our proposed engine the energy generation is done by mixing two different compounds of different temperature and as a result of which an thermal energy exchange takes place which initiates our engine to work and as a result of exhaust steam is produced which has a large thermal energy content and which could be collected and which would let us use the wasted energy again. The large amount of energy from the stream of exhausted gases could potentially be used for waste heat energy recovery to increase the work output of the engine [5]. It is also found that by installing heat exchanger to recover exhaust energy of the engine could be saved up to 34% of fuel saving [6]. The produced heat is not just a potential loss but also is a deactivator to our work produced, it has an ability to decrease the work efficiency of our devices and so it should be effectively recovered so that to reduce the wear and tear expenses up to 35% [11]. Many larger, stationary power generating devices use “external combustion” engines in which the exhaust products of a combustion process are used to heat a separate working fluid (typically water, to make steam) which is then expanded through a turbine (for steady flow) or piston/cylinder (unsteady flow) to produce useful work. One could even envision an apparatus similar to an internal combustion engine working this way, with heat transfer at the appropriate times to and from a trapped working gas inside the cylinders. An example of this type of system is the Stirling engine. There are several advantages to external combustion engines such as potentially higher thermal efficiency (because an optimized working fluid can be used) and the ability to optimize the combustion process separate from the power generation process (which means that potentially any fuel or heat source can be used, and emissions can be

reduced.) The main problem with external combustion engines is simply that heat transfer is too slow. One can roughly compare the rates of turbulent-flow heat transfer to and from a cylinder to the rate of heat generation in a turbulent flame propagating within the engine as follows. The rate of heat transfer per unit cross-section area (q) is given by q = k(ΔT/Δx), where k is the gas thermal conductivity, ΔT is the temperature difference between the gas and cylinder wall and Δx the distance across which the heat is transferred. The value of k for turbulent flows in engines may be 100 times that in still air, i.e. on the order of 4 Watts per meter per degree Centigrade. The temperature difference between combustion gases and the cylinder walls is typically 1500˚C. The distance across which heat must be transferred in a typical engine is about 1 cm. This leads to q = 600,000 Watts per square meter – a seemingly impressive value. Now compare this to the rate of heat release in a turbulent flame in an engine. In this case q can be estimated as q = ρYfQRST where ρ is the gas density (about 10 kilograms per cubic meter at the time of combustion in an engine), Yf the fuel mass fraction (about 0.065 at the chemically-balanced (“stoichiometric”) fuel-air ratio), QR is the fuel heating value (about 43,000,000 Joules per kilogram for gasoline or other hydrocarbon fuels), and ST is the turbulent burning velocity (at least 2 meters per second at engine conditions). Thus for turbulent combustion, q = 55,900,000 Watts per square meter – 93 times that of heat transfer alone. Consequently, for the same engine size and turbulence level, the flame can increase the gas temperature about 100 times faster than heat transfer alone. It is for this reason that 10 modern gas turbine engines of the type used in large aircraft can produce about 1 million horsepower, about the same as an entire coal-fired electrical generating plant, and steam-powered automobiles became obsolete nearly a century ago. We humans have always tried to formulate many different processes so to produce useful work by less and efficient inputs so that it would be beneficial to us. This proposed engine works on the combination of hydrogen and oxygen, water and with another heat retaining mixture. This mixture has to be preheated to convert water in to steam and this conversion take place at the clearance volume of the engine and as a

result of this conversion of water to steam, the pressure inside increases and due to this expansion we are intended to derive our useful work out of it. As we know for this process we would need to increase the temperature of the heat retaining mixture above than that of the boiling point of water so that it could be converted into steam easily, so it has to be supplied with sufficient amount of heat to reach the desired temperature. After this conversion takes place all the thermal energy form the heat retaining mixture is transferred into water so that it turns to steam with all that thermal energy and after this the thermal energy is to be collected in an intelligent way and is to be used again and again so that we could get a most efficient output. By this the cycle of energy generation and collection could be made complete. The efficiency of the cycle depends on the selected working fluids and operating conditions of the system. Chen et al. [10] reviewed 35 different types of working fluid under different operating conditions. It may be noted that the best working fluids with the highest efficiency cycles may not be the same for other operating conditions and different working fluids. II. HYDRO IC ENGINE A. Background of Engines As we know that the first engine designed by Huygens Gunpowder engine in (1680) he has used the International Journal of Mechanical And Production Engineering, ISSN: 2320-2092, Volume- 2, Issue- 7, July-2014 Hydro Internal Combustion Engine 57 explosion of a charge of gunpowder in the internal combustion engine, than Lenoir engine (1860) in this engine it is very similar to double acting steam engine in which the steam is replaced by gas which is produced by combustion of charge of air-gas mixture , free piston otto-langen engine (1866) in this the piston is free to move vertically outward during the explosion and expansion stroke, Four stroke engine: principles of Beau de Rochas (1862) he gave the theoretical knowledge about the four stroke which followed by otto ,Brayton engine(1873) it is used with features of constant-pressure combustion and complete expansion. It is used in the gas turbine , Atkinson engine(1885) it is used short stroke for induction and compression and longer stroke for expansion and exhaust , Diesel engine (1892) he tried in his first experiment to inject the coal dust particle to

combustion chamber than after some time he injects the diesel which has a efficiency less than otto cycle, Two stroke engine clerk’s engine(1881) in this engine all the four stroke completes into two stroke, Other types of engine: Wankel engine(1957) it is rotary type engine which completes all four process during the rotary motion, Stirling engine(1816 )it is an external combustion engine which has two isothermal process[9]. Getting the overall concepts from all of the above engines we found a single common factor that is the ignition which gave the power to the engines so looking at this we started to imagine some different material or compounds which could work the same but would let us better results. So we started work on Hydro IC engine, this is an engine which operates on water and a heat retaining substance (could be any liquid or solid which could retain temperature more than 200°C and would not change its state) and as a result would do us the same work as that of other engines known to us. Fig. 3. The Hydro IC engine B. Working of HDRO IC ENGINE This engine is based on working of a two stroke engine with rather modifications for the use of water. According to our convenience we have taken an oil as the heat retaining element and it retains temperature more than 250°C without changing its state. The major reactants of this engine are oil of higher boiling point and H2O. As a result of this process the reaction which takes place inside the engine is the same as that of the reaction which takes place when water comes in contact with heated oil. Fig. 4. The working process of the engine, its combustion

In the above figure 1 shows the injection of heated oil, in the figure 2 shows the injection of water droplet inside the chamber whereas in figure 3 shows the conversion of water into the steam. In this engine, the working substance the oil would be heated about 300-400 degrees by the help of external agent. Then the heated oil (5cc) is allowed to penetrate into the combustion chamber, clearance volume of the engine through a path way placed above the piston. In this heated condition water (2cc) of normal temperature (25°c) will be injected with an velocity of 20m/s upon the heated oil, due to a greater temperature difference there is a great release of thermal energy, due to the higher temperature of oil than that of water, the water will suddenly be converted into vapors thus expanding the preacquired volume which gives the piston a push so that moves in downward direction and during the movement of the piston in downward direction the reacted oil and water will be flushed out by the engine into an separator so that the oil and water could be separated and again could be used for further workings of the engine. Thus completing a complete cycle repeating this cycle again and again we can get a continuous mechanical work out of it.

Fig. 5. Block diagram of Hydro IC engine

International Journal of Mechanical And Production Engineering, ISSN: 2320-2092, Volume- 2, Issue- 7, July-2014 Hydro Internal Combustion Engine 58 The bock diagram shows the complete pathway of the engine fuel and its working components. It has rather been a relevant technique as compared to other energy producing systems. This shows the complete pathway for the entry and exit of water as well as of the heated

oil which is being inserted in the engine and after the combustion process takes place the fuel is again collected in the separator and is separated into water and oil and is sent back to its respected systems for further continuous action. C. Major Components of Hydro IC Engine

Cylinder: The cylinder used in this engine is formed by the casting process using alloy of metals which can retain high pressure and temperature which is generated during the combustion process. This retentively of this cylinder is very essential because the total process of work generation takes place in this part of the system and any prior leakage or damage this part can get an retardation in the work output. Piston:

it is also made up by casting process, it is made to be lighter in weight so that with minimum pressure produced by the combustion process it can tend to attain an motion so that so convert the chemical energy to mechanical energy. For this particular engine a little modification is been done to the piston, this piston is a bit different from the general 2 stroke engine pistons. This piston which is been used in this engine has an inwards curve at its

head, rather like making a container like structure at the head of the piston. This is because the hot oil which is firstly added to the engine could be stored in a particular area. This is done to decrease the surface area of dissipation of the hot oil due to which the heat loss due to the surrounding of the engine would be less. Due to this type of storage of the hot oil, maximum heat could be concentrated at a particular area at the head so that when the water is added to the clearance volume it could be converted into vapour instantly due to greater temperature difference. This also helps in transmitting the power from combustion. Fig. 6. The modified piston head Separator: It is one of major component of the hydro IC engine as it helps in reusing the used fuel. The oil and water which has reacted inside the combustion chamber is given out as a mixture of oil and water which can’t be used further, so this separator is used so that the mixture of oil and water can be separated into oil and water, so that it can be again. Fig. 7. Oil and water separator

PT pump: It is also called as pressure and timing pump, in this engine the water which is added should be added to the oil with a particular velocity and pressure and in this phenomenon the

pt pump helps us. Due to this pressure control process we not only control the pressure but also regulate the timing of insertion of water to the chamber. Fig. 8. Pressure and timing pump

External heating agent: It is specially required in our hydro IC engine as the fuel material or which can be simply classified as oil need to be heated up to an higher temperature so that it could be useful in the process of generation of work. This heating agent could be of many types such as solar heaters or manual heaters but should have an ability to raise the temperature of the fuel material at least up to 250°C III. CALCULATIONS AND REALIZATION A. Graph between the oil supplied to the generatedemf. International Journal of Mechanical And Production Engineering, ISSN: 2320-2092, Volume- 2, Issue- 7, July-2014 Hydro Internal Combustion Engine 59 000357291511521731951261971381292502010 0 100 200 300 5 7 9 1113151719 RPM GENERATED QUANTIY OF OIL SUPPLIED This graph shows the graphical representation of oil supplied to the rpm generated in the engine. As changing the amount of oil supplied to the engine

keeping the other responsible factors as constant we generate a variable rpm range which is shown in the above graph. The oil which is inserted is in ml, whereas the generated emf is in rpm. According to the basic stoichiometric relation, the mass of the fuel mp ,kg/(cyl. Cycle) delivered (injected) in the each cylinder of the engine during one realized cycle results from the equation Where mp , kg/s –mass flux of the fuel, z- cylinder number of the engine, k= 1 rev./cycle, in case of 1- revolution engine (2-stroke engine), n, rev/srevolution number. If a determined amount of (mp ,eqn (1)) of fuel should be fully burned, the adequate (with the excess λ0 ) amountna of the air (oxygen O2) should be delivered into the cylinder each time, in accordance to the stoichiometric dependence: Where: B. Graph showing the relation between the breakpoint of the engine to that of the rpm generated. In the above graph the relation of speed of hydro IC engine to that of the break power is shown, and in this it can be said as when the speed of the engine increases then with that the break power goes on decreasing. The heat Qd supplied into the system during one period is the sum of heats connected with the indicated stages and phases: Where: and: Hu , kj/kg – calorific value of the fuel; mp.ll – amount of fuel injected in each stage r, kj/kg – enthalpy of vaporization of water; Mw ,kg – amount of cooling water injected to the cylinder. And the total supplied heat is And the relative amount of cooling water equals: C. Graph showing the relation between the torque of the engine to that of the break point of the engine. 0.6 9 1.3 15 1.7 15 2.1 57 2.3 26

TORQUE 32.76 65.4 91.35 120.4 135.4 32.76 65.4 91.35120.48135.45 0 50 100 150 TORQUE IN GM.M BREAK POWER IN W The formulas which were taken into account to calculate all the above details of the graphs used are: T (torque) = Horse power = Break power = On the base of the experimental results and using the elaborated formulas it has been calculated that the relative load exchange work can achieve value up to 40% at the part load (eg. Idle run) of the IC engine. As consequence of the growing of the relative load exchange work is the regular the significant drop of the engine energy efficiency. The engine speed International Journal of Mechanical And Production Engineering, ISSN: 2320-2092, Volume- 2, Issue- 7, July-2014 Hydro Internal Combustion Engine 60 influence the real investigation results to the main reason of the effect is the throttling process (causing exergy losses) occurring in the inlet and outlet channels. The newest proposals for solving of this problem is based on Appling of the fully electronic control of the motion of inlet and outlet valves. Fig. 9. Influence of load ratio on the relative exchange load work of the IC engine The main idea represented in the paper leads to diminishing of the ICE charge exchange work. Normally the charge exchange occurs one during each engine cycle realized. Elaborated proposition based on the elimination of chosen charge exchange processes and through this dropping of the charge exchange work can be achieved. D. An isothermal EHD approach In an ICE, journal bearings are generally exposed to different operation conditions in terms of load, speed and temperature. As depicted in Fig. 9, depending on relative speed, load and viscosity the operating conditions reflected as friction coefficient may range from purely hydrodynamic lubrication with a sufficiently thick oil film to mixed or even boundary Lubrication with severe amounts of metal to metal

contact. Fig. 10. The Stribeck-plot showing the different regimes of lubrication: hydrodynamic (HD), elastohydrodynamic (EHD), mixed and boundary lubrication To calculate the movement of the journal under the applied load and the corresponding pressure distribution within the oil film an average Reynolds equation is used, that takes into account the roughness of the adjacent surfaces. When the typical minimum oil film thickness is of comparable magnitude to the surface roughness, the lubricating fluid flow is also affected by the surface asperities and their orientation. To account for this modification of the fluid flow we use the average Reynolds equation as developed by Patir and Cheng [20, 21], which can be written in a bearing shell fixed coordinate system as where x, z denote the circumferential and axial directions, θ the oil filling factor and h, the nominal and average oil film thickness, respectively. Further, U denotes the journal Circumferential speed, ηp the pressure dependent oil viscosity and σs the combined (rootmean square) surface roughness. φx, φz, φs represent the flow factors that actually take into account the influence of the surface roughness. E. Efficiency Effective energy efficiency e of IC engine depends on the energy efficiency o of the reference ideal thermodynamic cycle expressed as Where: Ne , kW –effective power output of the real IC engine, p k kg/s- mass flux of the fuel consumed, Hu.p, kJ/Kg- specific lover calorific value of the supplied fuel, No, kW-power output of the IC engine working due to the reference ideal thermodynamic cycle where by: Where: ξi – internal goodness rate of the engine, ξmmechanical goodness rate of the IC engine. Cp of the fuel or can be said as oil - mCpΔT = 0.5643 KJ Temperature of the reacted fuel or used oil is 477 Kal (161°C) Efficiency () = = 15.79% Therefore improving the structure of the reference cycle leads to reaching of better effective energy efficiency of the real internal combustion energy. The energy efficiency of each heat engine cannot be greater than thermal efficiency of the ideal engine. International Journal of Mechanical And Production Engineering, ISSN: 2320-2092, Volume- 2, Issue- 7, July-2014 Hydro Internal Combustion Engine 61

Work of internal combustion engines, which are used as the driving sources of cars, occurs not only at the full load, but mostly at the part load. In this range the energy efficiency e is significant lower as in the optimal (nominal field) stage of the performance parameters. One of the numerous reasons of this stage is regular growing of the relative load exchange work at the part load (eg. Idle run) of the IC engine. As standard reference of each real thermodynamic cycle of any IC engine is the ideal thermodynamic cycle, traditionally called as theoretical reference cycle (eg-the seiliger-sabathe cycle). Fig. 11. Operating characteristics of the internal combustion engine IV. ECONOMICAL VIEW AND ENVIRONMENTAL IMPACT In the design and analysis of systems which are contributing with energy, economy is combined with technical improvements to achieve the highest outcome. Many researches [17] show methods with details to calculate economic factors in presence of efficiency improvement for industrial products and this paper is not going into details for it. However some researchers [18,19] have recommended that for considering the whole aspect of a technology improvement, the exergy analysis of the system should come into consideration too. The relation between sustainability of a process, exergy efficiency and environmental impact can be seen in Fig. 10. Sustainability and environmental impact have reverse relation which shows that when sustainability increases, environmental index will decrease. For addressing sustainability issue and global environmental aspects the concept of exergy should come into consideration and sustainability index is a symbol to show the sustainability by numbers. It can be calculated from below Equation [19]: This Equation clearly shows if the exergy efficiency increases from 0.8 to 0.9 is highly affect on the sustainability index compared to exergy efficiency increasing from 0.1 to 0.2 and finally can be seen that for generating a fix amount of power less pollutions of SO2 and NOx will produced which leads to less environmental impact clearly. Fig. 12. Illustration of the relation between sustainability, environmental impact and exergy efficiency in a process [19]. CONCLUSION From the study, it has been identified that there are

large potentials of energy savings through the use of waste heat recovery technologies. Waste heat recovery entails capturing and reusing the waste heat from internal combustion engine and using it for heating or generating mechanical or electrical work. It would also help to recognize the improvement in performance and emissions of the engine if these technologies were adopted by the automotive manufacturers. The study also identified the potentials of the technologies when incorporated with other devices to maximize potential energy efficiency of the vehicles. The proposed engine the hydro IC engine has been an ambitious project for us. It is one of the most eco friendly techniques used nowadays. Rather having an lower efficiency of 15.68%, it is not so encouraging but we believe that with more advancement on this project might lead us astonishing results.

ECO FRIENDLY

AUTOMOBILE AIR-

CONDITIONING

UTILIZATIONEXHAUST GAS

WASTE HEAT OF INTERNAL

COMBUSTION ENGINE. ABSTRACT Automobile air-conditioning is a necessity of present life. vapour compression refrigeration cycle used in modern automobile and refrigerant 134a are available in automobile. The compressor of automobile air-conditioning is run by engine crankshaft, which reduces the mileage of the

automobile. Waste heat recovery of internal combustion engine are two type, one is direct type or thermal energy or waste heat direct converted into electrical energy by see back effect and other is indirect type waste heat is used for rankine cycle ,sterling cycle or refrigeration cycle. This paper present a vapour Absorption air conditioning system is run by exhaust waste heat of internal combustion engine. A four stroke four cylinder five liter diesel engine coupled with hydraulic dynamometer is dedicated for one ton capacity Lithium Bromide –Water or Aqua ammonia –water refrigeration experimental set up is developed in mechanical department of Rajeev Gandhi technical university Bhopal (m.p.). A shell and tube counter flow type heat exchanger is used as a generator of both absorption refrigeration system and a container used as a absorber are divided into two part one part used for LiBr-H2O solution another part for Aqua Ammonia solution used alternatively for experiment. By varying the load on diesel engine and developed characteristic curves. We conclude the performance of absorption refrigeration system is effected by performance of Diesel engine. This system is saved cost, reduce maintenance, weight of existing air-conditioning and used as natural refrigerant. Also reduce ozone depletion potential (ODP) and Global warming Potential (GWP). Keywords: Diesel Engine, Waste Heat Recovery, LiBr-H2O and NH3-H2O vapour absorption refrigeration, air conditioning. Shell and Tube heat exchanger. (I) INTRODUCTION In modern scenario automobile air conditioning have two major problems. (1.1) Limited fossil Fuel:

Traditional and mobile air-conditioned driven by engine of automobile. According to static information the efficiency of internal combustion engine is 30 % and 70 % of energy is wasted to atmosphere. Depending on the engine load the exhaust load after the catalytic convertor reach about 300-500 degree centigrade with turbo charger and 600-800 degree centigrade without turbo charger .The cost of fossil fuel increasing day by day and availability of fuel is limited in future and pollution control of automobile is major issue. Pie diagram shows the energy conversion of internal combustion engine. Fig.1 (1.2) Automobile refrigerants produce serious environment problem: Existing traditional and non natural working fluids like chlorofluorocarbons (CFC‘s) are serious effect on both ozone depletion potential global warming. Montreal protocol (1987) and Kyoto protocol (1997) come in picture in new scenario. Main components of Automobile air conditioning are used now days in hatchback, sedan or SUV car. Fig.2 Existing Air Conditioning of Automobile (1.3) Disadvantages of existing Automobile Air conditioning reduce the efficiency of automobile air conditioner (1) High cost of refrigerant. (2) Total equipment quite heav (3) System runs noisily.

(4) Over loading and overheating of the system take place (5) Leakage problem of refrigerant which damage the ozone layer (1.4) Vapour Absorption Automobile Air conditioning System Vapour Absorption refrigeration sy but compressor is replace by a generator and absorber. The two Absorption refrigeration system

1. Single stage Lithium Bromide

2. Single stage Aqua-Ammonia Vapour Absorption refrigeration system

3. System: These conditioner Heavy place layer. system is same as vapour compression refrigeration system fluid type single stage systems are generally used. –Water vapour Absorption Refrigeration system In LiBr-H2O absorption refrigeration system water as a refrigerant and lithium bromide as a absorbent and Aqua Ammonia refrigeration system ammonia as a refrigerant and water as a

absorbent. Research work carried by different investigator on Exhaust waste heat of internal combustion engine used as heat source of absorption refrigeration system. Ghassemi presented his worked Ammonia water absorption refrigeration system for automobile application. This setup show the condenser is situated top of the automobile and evaporator is inside of the fuel cost and capital cost of the system decreases and overall COP are 0.29[1]. Keating invented absorption refrigeration system for mobile application and had a patent in 1954. This system is applicable for vehicle, boats, railways cars[2]. MeNamara designed a diesel, steam I.C. engine or turbine operated absorption machine and had patent 1972. This system was using a mixture of water ammonia helium three fluid systems[3] Akerman investigated a automobile air-conditioning system using exhaust of internal combustion engine. His worked basically used two different absorption cycles with different refrigerant pairs[4]. Vicentet. al presented a tuck refrigeration system using waste heat of exhaust gases available at tail pipe of internal combustion engine additionally the main feature which given by Vincent is used as a eutectic plate storage system for slow aped or parking condition of truck[5]. Horuz‘s presented by experimental investigation of exhaust gas operated ammonia-water absorption refrigeration system[6]. Salim M. simulated theoretically automobile Lithium Bromide water single stage absorption refrigeration system taken heat from internal combustion engine exhaust gases. This system is also useful for water cooled and air cooled condition and ABSIM software is used for calculation purpose[7]. Shah Alam presented three fluid vapour absorption refrigeration system, run by four cylinder, four stroke passenger car. The capacity of car air conditioner is one ton. He shows that the heat required for air conditioner is more than double amount are available on engine exhaust[15].Talom, Beyene study on a project in which a 10.55 kW (three ton) absorption chiller was modified for hot gas intake and matched to a 2.8 L V6 internal combustion engine. Mathematical model and experimental test results suggest that the concept is thermodynamically feasible and could significantly enhance system performance depending on part-load of the

engine[9]. Ramanathanet al. simulated an automotive air-conditioning system based on absorption refrigeration cycle. By developing a steady-state simulation model performance analysis of vapor absorption refrigeration system is done. The water lithium bromide pair is used as a working mixture for its favorable thermodynamic and transport properties compared to the conventional refrigerants utilized in vapor compression refrigeration applications. The pump power required for the proposed vapor absorption refrigeration system is found lesser than the power required operating the compressor used in the conventional vapor compression refrigeration system. A possible arrangement of the absorption system for automobile application is proposed[10]. In this paper Boonnasaaet al. [11] studied the means to improve the capacity of the combined cycle (2 gas turbines and 1 steam turbine unit) power plant. The most popular way is to lower intake air temperature to around 15 deg. C and 100% RH before entering the air compressor of a gas turbine (GT). This research proposes a steam absorption chiller (AC) to cool intake air to the desired temperature level. Cooling inlet air would increase air mass flow, and then increase the power output[11].In this paper Wang et al. reported the results of a study on the performance of an automotive air conditioning system with measuring the vapor quality. The coefficient of performance, evaporator cooling capacity, compressor power consumption, total mass flow rate, vapor mass flow rate, liquid mass flow rate and oil in circulation, pressures and temperatures of refrigerant at every component are measured and analyzed [12].Piseet al. carried out extensive investigation on the enhancement of heat and mass transfer in absorbers of LiBr-H2O refrigerating system. It is showed that the heat and mass transfer in the absorber can be improved by creating wavy and turbulent flows by means of introducing extended surfaces, splashing using additives or simply by increasing the solution flow Reynolds No. Schmidt and [26].Groll also carried out investigation of evaporation cooling surfaces for automobile air-conditioning system and found that the evaporative cooling techniques resulted in an effective method of cooling effects produced for automobile air-conditioning system[27].

Objective of this study to study the performance and feasibility of vapour absorption based automobile air-conditioned using exhaust waste heat or low grade energy. (2) MATERIAL AND METHOD First we developed a experimental set up in mechanical department in UIT RGPV Bhopal. This set up mainly two parts one is four stroke four cylinder diesel engine coupled with rope brake dynamometer and second part the exhaust pipe or tail pipe of diesel engine connected a shell and tube heat exchanger after catalytic convertor. In first set system water as a refrigerant and other system ammonia as a refrigerant. Exhaust pipe is connected to Shell side and refrigerant is connected to Tube side. The flow of refrigerant in heat exchanger with help of one hp pump and refrigerant is collected in the reservoir which is situated in bottom of the pump. In second set Ammonia as a refrigerant and water as absorbent. Absorber or tank is divided into two parts, one part filled with LiBr-H2O solution and another part filled with Aqua-Ammonia solution .Heat exchanger and pump are common for LiBr-H2O refrigeration system and Aqua-Ammonia refrigeration system.. This heat exchanger used as a generator of absorption refrigeration system. Temperature and pressure measurement of inside and outside of heat exchangers with help of thermocouples and u tube manometers. From this experimental set up we measure the different parameters of diesel engine and its performance effects on performance of absorption system.

(2.1) SHELL AND TUBE HEAT EXCHANGER:

Shell and Tube heat exchanger is common type heat exchangers. These are reliable design method and shop facility is available for successful design or construction method. This heat exchanger are design for high pressure relative to environment and

high pressure difference between the fluid streams .These heat exchanger are used as a condenser, feed water heater, steam generator and refrigeration and air conditioning purpose .The major components of this heat exchanger are tube bundle, shell .front head end, rear head end, baffles and tube sheet. TEMA (Tubular Exchanger Manufacturers Association) standards are used for designing of generator of automobile air conditioning purpose. Thermal stress, mechanical stress, vibration problem and erosion are important parameters consideration when designing shell and tube heat exchanger. High pressure, corrosion fouling and high heat transfer fluid flow (water or ammonia) are used in tube side and low heat transfer fluid or exhaust gases of diesel engine are used in shell side. Dimension of heat exchanger are given in tabulated form after calculation. (3) RESULT AND DISCUSSION Developed a tables of different parameters of four stroke four cylinder diesel engine and drawn different types of characteristic curves like load Vs exhaust temperature, exhaust gas flow rate, air fuel ratio ,brake power, indicated power , specific fuel consumption. When load of diesel engine increases all these parameters are decreases. Other characteristic curves are load vs. engine back pressure, engine efficiency, cooling capacity, heat input vs. cooling capacity, heat transfer at the generator vs. cooling capacity. Back pressure increases when speed increase if surface area of generator is less and back pressure reduce when surface area is more, engine efficiency increase as well as increase automobile air conditioning has advantages of reducing the dedicated diesel engine, refrigerant compressor, unit weight, capital cost, fuel cost, maintenance, atmospheric pollution andnoise pollution. One difficulty may occur when automobile is in very slow moving condition or itrest. The eutectic plate,solar power, small electric heater is provided for heat exchanger or generator of vapour absorption system. (4) CONCLUSION The Lithium Bromide Water system and Aqua ammonia- Water system based as a automobile air conditioner have following advantages and limitations. (1) Generator or shell and tube heat exchanger designing is based on minimum back pressure and maximum heat transfer capacity. (2) Balance the fluctuation in cooling capacity of automobile cabin due to changing of speed,

traffic speed and cruse speed. (3) Generator is made from stainless steel or galvanized steel due to reduce the corrosion problem. (4) The Lithium Bromide Water absorption refrigeration system have crystallization problem and Aqua ammonia have toxic nature of ammonia keep in mind when designing absorption automobile air conditioning system. (5) Additional energy source is available for automobile air conditioner, when the vehicle in parking i.e. eutectic plate, solar energy or electric heater. (6) This air conditioning system is totally eco friendly in nature or used only natural refrigerants as well as increases the mileage of automobile.

VOYAGING INTO THE

FUTURE

OskarLevander,VP–Innovation,EngineeringandTechnologytalksaboutthechallengesand opportunitiesforthemarineworld.

4.NEXT GENERATION

Shipefficiencyistheprincipaldriverforthefutureasitdirectlyimpactsoperatingcosts.Thereare

manywaystoimproveit–changethevessel‘sdesigntodoitsjobmoreeffectively,improvethe

hullformandsystemstoreducefuelburn,andbyoptimisingthetransportchainofwhichthevesselis

apart.Allthesefactorsmustbeevaluatedtogether,avoidingsilosofthinkingtogetthebestresults.

Fueltransition

Theeraofcheapenergyseemstobeover;weareatthedawnofthefueltransitionera.

Today

almostallmarinefuelisoilbased.Inthefuture,therewillbethreeormorechoices.He

avyfueloil

(HFO)willnotdisappear,andlowsulphurdistillateswillgainacceptance.Alternativ

essuchas

dimethylether(DME),methanolandotherbiofuelswillprobablyplayasmallerpart.

Fuelchoiceis

drivenbycost,andincreasinglybyemissionsregulations.Theserulesmeanthereis

noalternative buttomovetogreenerfuelsorfitabatementsystems.

EmissioncontrolareashavebeenintroducedtolimitNOxandSOxinEuropeandtheU

.S.

Legislation,plusincentiveslikeNorway‘sNOxemissionstaxandsubsidy,iscuttingp

ollutionlevels.

Nowattentionisturningtothegases,whichcontributetoclimatechange,firstisCO2.R

educingCO2

emissionsisnotsoeasy,andIhavebeenconvincedforalongtimethatLNGwillbethefu

elofthe

futureformostships.Naturalgasisavailableworldwideandwhenusedinagasengine,

CO2

reductionissizeable,atover20percent.Italsosupportshumanhealthconcerns,aspa

rticulatesare negligible.

LNGasamarinefuelhasbeguntotakeoff,butsofarisrestrictedbylackofbunkering.

Theenginesandsystemstoburnthefuelareavailable,provenandsimpletouse.The

transition

lookslikeitwillbesimilartothechangefromsailtocoal,whichwasfirstusedonroutes

wherecoal wasalreadyavailable,beforeexpandingworldwide.

Choosingafuelisonething,butimprovingshipefficiencytouselessisanother.Timesar

echanging,

withstatutorymeasuressuchasEnergyEfficiencyDesignIndex(EEDI)comingin.Iap

proveofthe

ideaofencouragingmoreefficientshipswithadesignindex,butIamscepticalaboutthe

formulation

usedinEEDI.Itispenalisinginstalledpowerandtherebyshipspeed,notfocusingonthe

actual

efficiencyofthedesigninrealconditions.Thereisnodoubtfuelefficiencywillremainpro

minent,with plentyofnewideasandnewtwistsonoldones.

Propulsionsystems

Rolls-

Roycealreadyhassuccessfulreferencesforhybridpropulsioninvariousconfigurati

ons

combiningmechanicalandelectricdrivetogetthelowestfuelburnindifferentoperati

ngmodes.The

useofpermanentmagnetmotorsalsooffersanincreaseinoperatingefficiency.Thef

uturewillsee

othertypesofhybridaddingtothis.Alreadywithus,anddiscussedonpage12,arehybr

ids

combiningenginepowerwithenergystorage.Harbourtugs,duetotheiroperatingpro

fileareideal

Candidatesforgasenginesplusbatteryhybridpropulsion,asaremanycoastalandsho

rtseavessels,

MSHøydalbeingagoodexample.

Anotherapproachistoharnesssolar,waveandwindenergy.Solarcellsareusedinple

asureboats

andsmallcommercialcraft,buttheoutputislow.Thequestioniswhethersolarpanelsc

ancontribute tomorethana‗greenfeel-goodfactor‗forlargervessels.

Windenergyontheotherhandcanhaveamorepositiveimpact,althoughI‘mnotsugge

stingareturn

tothedaysofclipperships.Calculationsshowthatevenwithtoday‘sshippingroutesan

dservice

speeds,auxiliarywindpowercouldcutfuelusebyfiveto30percentandpossiblymore.

Butthereareconstraints.Mastsandsailsmustnotgetinthewayofcargohandlingand

theyshould

besimpletooperate.Itwillbeasignificantchallengeforsoftsailstomeetthesecriteria,

butsome

typesofhardsailmay,ascouldFlettnerrotorsthathavetheadvantageofsimplecontr

olandno manualintervention.

Thinkingtheunthinkable

Sometimeswhatwasunthinkableyesterdayistomorrow‘sreality.Sonowitistimetoc

onsidera

roadmaptounmannedvesselsofvarioustypes.Stepshavealreadybeentaken,main

lyinthenaval.

Agrowingnumberofvesselsarealreadyequippedwithcamerasthatcanseeatnighta

ndthrough

fogandsnow,andhavesystemstotransmitlargevolumesofdata.Giventhatthetechn

ologyisin

place,isnowthetimetomovesomeoperationsashore?Isitbettertohaveacrewof20s

ailingina galeintheNorthSea,orsayfiveinacontrolroomonshore?

When‗fleetoptimisation‘isconsidered,theadvantagescompound.Thesamepers

oncanmonitor

andsteermanyships.Asconditionsashoreareoftenpreferred,itwillalsohelpretain

qualifiedand competentcrew,andissafer

Manyfacilitiesandsystemsonboardareonlytheretoensurethatthecrewi

skeptfed,safe,and

comfortable.Eliminateorreducetheneedforpeople,andvesselscouldb

eradicallysimplified.

Attitudesandwaysofworkingwillneedtochange,butsafeoperationispo

ssible,particularlyfor vesselsrunningbetweentwoorthreefixedpoints.

Shipping‘sapproachisusuallyaboutcomplyingtoregulationsinthemostc

ostefficientwaywhile

addressingthekeycostissuesoffuel,finance,cargohandlingandcrew.Th

eycanallbeinfluenced

byholisticshipdesign.Inthefuture,wemustnotthinkofashipasanumberof

separateprocesses

Orsystems,butasawholewhereallaspectsaffecttheother.Onlybythinkingtheunthinkablecanwe

Trulyaffectcosts.

FUTURE POWERTRAIN

TECHNOLOGY Hybrid and electric vehicles?

At a Bosch press conference held somewhere within the vastness of the

IAA exhibition site, the company‘s chairman, Franz Fehrenbach, told the

assembled analysts and journalists ―…there is no immediate likelihood

of electric cars flooding on to the streets,‖ and that in these economically

challenging times neither did he expect governments to intervene with

fiscal incentives for them, at least, not ―until the middle of the next

decade.‖

On a more personal level, during my visit to the Paris Salon last year the

only electric vehicles (EVs) I encountered were in the show grounds or

exhibited on various stands. I checked with colleagues and not one of us

had seen an EV on the streets of Paris.

Whilst these events don‘t spell the end of the industry‘s flirtation with

EVs it does, I think, have a bearing on the future direction of powertrain

developments. Spurred on as it has been by the 2015 regulations, now

less than two years away, and, arguably, more significantly by the 95

g/km CO2 target set for 2020, the industry across the board has been

working feverishly to ensure it isn‘t hit by swingeing fines of EUR 95 for

every gram over that target.

EU targets

A report conducted by the European Federation for Transport and

Environment (T&E) says the industry as a whole cut its average

CO2emissions by three percent in 2011 to an average of 136 g/km, just 6

g/km beyond the 2015 limit.

Some OEMs, Toyota, PSA Peugeot-Citroën and Fiat, hit their targets

four years ahead of schedule whilst Mazda with its 12 percent deficit has

the farthest gap, claims the group. Assuming this to be the case then

2020‘s 95 g/km target should be easily attainable, with the European

industry in a better position than its Asian rivals.

Based on recent improvements and current positions, the report

estimates that the European OEMs only need an annual improvement in

fuel efficiency of 3.8 percent to achieve 2020‘s target, which seems

realistic enough given the technological developments we have seen of

late and which are in the pipeline.

What might be more difficult to achieve are the proposed fleet averages

of 94 mpg for petrol and 108.6 mpg for diesel by 2025 which, in all

probability, will involve some form of hybridisation.

Downsizing

Downsizing is the most obvious route to achieving improved emissions

and fuel economy and whilst in the past this resulted in asthmatic

performance, the latest smaller capacity engines have power and torque

figures that, a decade ago, would have only been feasible in engines

twice their capacity. Arguably the most sophisticated of this latest

http://www.transportenvironment.org/publications/how-clean-are-europes-cars-2012

http://en.wikipedia.org/wiki/European_Federation_for_Transport_and_Environment

http://en.wikipedia.org/wiki/European_Federation_for_Transport_and_Environment

generation of small capacity engines is Ford‘s one-litreEcoBoost. With a

footprint no bigger than a sheet of A4 paper, it produces 100 or 120 PS

at 6,000 rpm and an impressive 170 Nm from 1,300 to 4,500 rpm with

transient overboost capability of 200 Nm. A key enabler for this

performance says powertrain development manager, Andrew Fraser, is

its tiny Continental turbocharger which runs at peak speeds of 248,000

rpm and is capable of withstanding temperatures of 1,030 ºC.

In what should be an inherently out of balance engine, Ford has adopted

the novel approach of carefully unbalancing the front pulley and flywheel

to offset most of the shaking forces so it‘s closer to a five-cylinder, with

the rest of the vibrations countered by precisely designed and tuned

mounting systems. It‘s feasible that Ford will stretch the engine to 1.2

litres and 150 PS at some point in the future for applications in larger

bodied cars or, simplify the unit to run it as a range extender.

Launched at the last Frankfurt show, this Eco Boost engine was just one

example of downsizing, others coming from Kia (diesel) and VW‘s more

conventional three-cylinder for the Up (or up!).

Similarly Volvo is planning a new range of two-litre four-cylinder engines

for 2014 to replace its current mix of four, five, six and eight cylinder

units. They will be available in a variety of power outputs achieved by

employing turbocharging, hybrid drive and even flywheel technology

based on Formula One kinetic energy recovery (KERS) system.

http://www.youtube.com/watch?v=vXZyX8JO_O0

http://lotusproactive.files.wordpress.com/2013/01/s8110051.jpg

AUDI 4.0 V8 TFSI Engine

But, perhaps, the most dramatic example of downsizing whilst not

sacrificing performance came from Audi and Bentley. The VAG siblings

revealed a jointly developed four litre twin-turbo V8 featuring cylinder

deactivation, a technology that Bentley uses with effect on its 6.75 litre

V8, albeit with a central camshaft and pushrods, rather than the new

engine‘s quad-cam layout. With power outputs ranging from 313 kW and

549 Nm in the base Audi application to 373 kW and 660 Nm for Bentley

this is hardly a planet saver, even so Bentley‘s director of powertrain,

chassis and motorsport, Brian Gush predicts 40 percent fuel saving over

the company‘s W12.

Cylinder deactivation

Although cylinder deactivation is a relatively complex and costly solution,

economies of scale within VAG have enabled it to be applied to the

group‘s 1.4 litre TSI four-cylinder engine with the aim of reducing

consumption in low and medium load conditions by 0.4 litres per 100 km

in the NEDC combined cycle and 0.6 litre when allied to stop-start. Dr

Ulrich Hackenburg, Volkswagen‘s research and development director, is

even suggesting it could be installed on the prototype three-cylinder

turbo diesel, as seen on the XL1 concept, where an electric motor would

drive the car up to an engine speed of about 1,400 rpm, thereafter the

combustion engine would take over.

Forced induction

A key enabler to downsizing will be forced induction, either

turbocharging or supercharging, especially when the latter is combined

with an electrical motor or similar device as seen in the Controlled Power

Technologies system it acquired from Visteon and sold onto Valeo for

further development and industrialisation last year.

There are two schools of thought emerging for this solution to

downsizing: Valeo has a prototype Renault turbocharged 1.2 pfi running

with a 25 percent increase in gear ratios that would normally cripple the

car‘s performance. However, with the electric compressor spooling up

from an idle speed of 4,000 rpm – at an engine speed of 800 rpm – to

70,000 rpm in a matter of milliseconds (Valeo refuse to declare a time,

but Visteon originally claimed it took 0.3 milliseconds to reach 50,000

rpm), turbo lag is eliminated until the engine reaches an operating speed

of 1,800 rpm by which time the turbo is fully boosted.

Utilising a separate 48 V system that harvests energy under braking to

drive a generator to charge a capacitor ensures the supercharger isn‘t a

drain on the car‘s 12 V network.

Whereas Audi, which is trialling three electric supercharging systems

including Valeo‘s, is employing it to boost top end and mid-range

performance on its three-litre TDI V6; series production is predicted

within the next two to three years‘ timeframe.

The challenge meeting all OEMs is that the big gains have virtually all

been realised, it‘s now about chipping away at the margins to gain an

extra percentage point, or fraction thereof, that will steadily accumulate

to deliver a meaningful saving.

Federal Mogul’s advanced Corona Ignition System (ACIS)

Ignition system

Federal Mogul, for instance, has a new take on the humble spark plug

that, claims director Kristapher Mixell, allows manufacturers to run higher

http://lotusproactive.files.wordpress.com/2013/01/acis.jpg

levels of exhaust gas recirculation (EGR) resulting in up to 10 percent

fuel savings. Its Advanced Corona Ignition System (ACIS) features a

four-pointed star transmitting a low current 25,000 volt discharge.

Running at 1 MHz the high intensity plasma stream excites the air-fuel

molecules into combusting whereas a conventional sparkplug relies on

ignition.

One of the main challenges going forward to Euro 6 is meeting

particulate numbers in gasoline engines which are likely to be

the same as for diesels, says

Delphi GDi Spray Stratified Injection

Delphi‘s engineering director Europe, Dr Sebastian Schilling: ―Stratified

Gasoline Direct Injection (GDI) can deliver up to 20 percent

CO2 improvements and even homogenous GDI can deliver 15 percent

compared multi-point fuel injection (MPFI).‖

The Delphi technology differs in that it runs an outboard opening injector

and a solenoid rather than the more costly Piezo system, yet it‘s still

capable of controlling the injector stroke between fully opened and

closed.

http://lotusproactive.files.wordpress.com/2013/01/delphi-gdi-spray-stratified-injection-illustration.jpg

Schilling believes that stratified GDI will ―dominate‖ in the future ―as you

can inject the fuel in the same position every time to achieve a really

lean mixture and fuel atomisation.‖

Technical challenges But downsizing brings its own technical challenges, especially when

combined with stop-start. Whilst typical cylinder pressures of 180-190

bar for diesel and 120 bar for petrol, combined with higher engine

speeds, aren‘t in themselves problematical, Federal Mogul‘s director

application engineering bearings, Gerhard Arnold, does see challenges

when the engine is started. As the engine is started there‘s a high

coefficient of friction which changes to mixed lubrication at 100-200 rpm

to full hydrodynamic conditions at around 800-900 rpm (the Stribeck

curve).

Before the advent of stop-start, explains Arnold, an engine would

start “30,000-40,000 [times]”, that could now increase more than ten-fold

with stop-start to half a million and double that for a full hybrid, he

claims.

Federal Mogul has developed a new series of polymer IROX coated bearings that combine a Pal (PolyAmidelmide) overlay

To cope with this, Federal Mogul has developed a new series of polymer

IROX coated bearings that combine a Pal (PolyAmidelmide) overlay that

contains a number of additives dispersed through the matrix for wear

http://lotusproactive.files.wordpress.com/2013/01/irox.jpg

resistance, mechanical strength etc. but still resulting in a CO2 saving of

1 or 2 g/km.

Euro 6 legislation It‘s generally agreed that the forthcoming Euro6 legislation will impact on

diesel engines and, predicts the managing director of Ford‘s European

Research Centre, Andreas Schamel, shift the balance towards diesels

being used more in heavier, commercial vehicles rather than passenger

cars – well, at least in their current format.

“Ford is seriously looking at 42 V and 48 V systems for diesels. The

attraction being that, we can recoup the energy from braking and use it

to power a 10-15 kW electric motor for low-speed manoeuvres and city

driving,” says Schamel. The diesel engine would take over for motorway

cruising, for instance, where its flatter efficiency map delivers minimum

fuel consumption.

Ricardo‘s chief technical officer, Neville Jackson is in agreement, adding

that diesels will almost certainly require closed-loop particulate traps in

the exhaust system to meet future demands.

Whilst Professor HongmingXu, chair of the Energy and Automotive

Engineering at Birmingham University considers the benefits of

Homogenous Charge Combustion Ignition (HCCI) better suited to petrol

rather than diesel engines. He goes further, in fact, by suggesting that

future generations of ‗smart‘ fuel injectors, somewhat analogous in

operation to an ink jet printer, would minutely control the combustion

process allowing both port and direct fuel injection that could lead to

multi-fuel engines capable of identifying and then running on diesel,

petrol, biofuel or some form of fuel property modifier.

Alternative fuels

The possibility of running multi-fuel engines at some point in the future

might be Professor Xu‘s ‗dream‘ but closer to reality is compressed

natural gas (CNG) as an alternative to renewables. Toyota showed a

new one-litre DI twin cylinder engine at last year‘s Geneva Salon that

could run on CNG and emit only 38 g/kms whilst Ford‘s Schamel admits

to “Watching the uptake of natural gas…with interest,” adding “Because

CNG is very knock resistant, you can get to diesel – or better – levels of

efficiency.” The downside being it‘s a dry fuel lacking any lubricity which

makes it tough on the valve train and other reciprocating engine

components.

Nevertheless Audi is committed to launching a TCNG version of its third

generation A3 Sportback this year. In the longer term, its joint venture

with US start-up, Joule Unlimited expects limited production of synthetic

e-ethanol and e-diesel to start in May 2013 and 2014, respectively. By

using a combination of sunlight, CO2 and waste water to feed

cyanobacteria to generate continuous streams of ethanol or long-chain

alkanes, which are important constituents of diesel, it can then be added

to fossil gasoline or as a basis for E10 or E85.

Summary

Clearly the emission targets being set for the industry are going to get

ever more stringent. But, with increasingly powerful electronics to

monitor and control combustion strategies, new materials and a raft of

yet to be fully developed and matured combustion strategies then

whatever legislation is laid down before the industry, the probability is

that OEMs and suppliers will rise to meet them.

HYDROGEN – THE

FUTURE FUEL Hydrogen is well known for being clean at the point of use as when it is

burned it does not release any carbon or greenhouse gases. It is

important to also consider the supply chain when assessing its green

credentials. The vast majority of today‘s hydrogen is derived from natural

gas via steam reformation before being transported by road and/or sea

to where it is needed.

Thankfully, there are other routes to produce hydrogen. The best

understood is electrolysis – using electricity to split water into hydrogen

and oxygen gases. The attraction of electrolytic hydrogen is owed to the

fact that the electricity used to power the process can be derived from

renewable sources (such as wind and solar). In addition, the hydrogen

can be generated on site where the fuel is needed, avoiding complex

and costly supply logistics and the associated carbon footprint. This is

the cleanest and greenest form of hydrogen production available.

The HFuel system

ITM Power has developed a hydrogen generation and refuelling platform

called HFuel, which offers a sustainable supply of hydrogen for transport

vehicles. It is modular, based around water electrolysis, and integrates

all of the equipment necessary to turn electricity and tap water into 350

bar hydrogen and dispense it rapidly into vehicles. As an integrated

package, it contains input water purification, AC to DC power

conversion, hydrogen generation using PEM (proton exchange

membrane) electrolysis, compression, storage and dispensing, together

with an overarching control system and backup power provision. The

systems are packaged in standard ISO shipping containers for ease of

transport and to minimise civil works associated with refuelling station

construction.

Hydrogen Generation

http://lotusproactive.files.wordpress.com/2013/01/hfuel-interior1-l.jpg

The hydrogen is generated in electrolyser stacks at up to 80 bar (see

figure 2) and is accumulated in a buffer store. An electrically driven

compressor draws from the buffer store and progressively fills higher

pressure storage vessels to levels appropriate for either 350 or 700 bar

refuelling. Hydrogen, unlike batteries, enables energy to be transferred

into a vehicle in minutes rather than hours.

Crucially, the electrolyser technology is able to start and stop rapidly

and, as such, can accept an undulating input power profile typical of

renewable energy generation.

The economic case

While there can be no argument over the environmental benefits of

‗green hydrogen‘ or the independence of a locally produced fuel, the

economics are clearly of vital importance. Hydrogen costs are best

expressed in GBP per kg and reflect both capital cost amortisation and

electricity cost.

Based on a hydrogen generation module capable of producing 100 kg of

hydrogen per day, with a one-off price of GBP 713,242 today, an

amortisation period of 10 years, efficiency of 60 kWh per kg, and an

indicative annual service cost of GBP 35,662, the hydrogen cost is

projected at GBP 6.23 per kg within a 10-year capital amortisation period

and GBP 3.49 per kg after capital amortisation assuming 70% utilisation

factor.

Hydrogen cost against utilisation

Increasing the utilisation factor to 100% reduces the hydrogen cost to

GBP 5 per kg during a 10-year capital amortisation period and GBP 3

per kg thereafter.

The European cost targets for hydrogen generation are EUR 9.90 per kg

(GBP 7.92) in 2015 and EUR 5.50 per kg (GBP 4.40) in 2025 (Source:

McKinsey, A portfolio of powertrains for Europe: A fact-based analysis).

Owing to the ability of HFuel to turn on and off rapidly, and to be demand

side managed as a smart load, electricity prices of GBP 0.035 kWh have

been assumed, but they may be lower or even negative.

Analysis of this case has revealed that a utilisation factor of 50% or

higher will enable hydrogen to be generated for a cost matching, or even

beating, the EU target for 2015 (when most automotive OEMs intend to

release their fuel cell electric vehicles) as well as being significantly

cheaperthan diesel (on a cost per mile basis) bought on the high street

in the UK today.

Infrastructure roll-out

http://lotusproactive.files.wordpress.com/2013/01/graph.png

There is no question that in Europe, Germany is leading the way. The

German H2Mobility programme will see the investment of EUR 2.6

billion towards the deployment of hydrogen refuelling infrastructure

across the country. A key date in this scheme is 2015 – a date shared by

most automotive OEMs (original equipment manufacturers) as

coinciding with production quantities of hydrogen-powered fuel cell cars

hitting the streets. The Clean Energy Partnership (the organisation with

the responsibility for installing the hydrogen refuelling stations) is

seeking ‗green hydrogen‘ to be dispensed by 50% of the infrastructure

put down in Germany. Hydrogen derived by electrolysis is ‗the‘ way to

satisfy this.

The UK government is following suit. January 2012 saw the official

announcement of UK H2 Mobility by the then Business Minister Mark

Prisk – a programme which brings together three government

departments (the Department of Energy and Climate Change, the

Department for Business Information and Skills, and the Department for

Transport) and industrial participants from the utility, gas, infrastructure

and global car manufacturing sectors.

The group will evaluate the potential for hydrogen as a fuel for ultra-low

carbon vehicles in the UK before developing an action plan for an

anticipated roll-out to consumers in 2014/2015. This is an important

commitment, signalling that the UK recognises hydrogen as a fuel of the

future and the intent to ensure the UK is well positioned for the roll-out of

hydrogen fuel cell vehicles. ITM Power is one of 13 industry signatories

of the UK H2 Mobility Memorandum of Understanding.

5. YouTube links

https://www.youtube.com/watch?v=XS8j7krGH2o The Making Of An Audi

https://www.youtube.com/watch?v=L8I6231aGLQ The art of perfection - The new Audi A8 and its creators

https://www.youtube.com/watch?v=2mwFyUNV0x4 Bang & Olufsen Advanced Sound System for Audi

https://www.youtube.com/watch?v=XC210EqvVqg Honda 1 6 i DTEC Engine Technology

https://www.youtube.com/watch?v=5Nr7ymjCAfQ Porsche 918 Spyder: Engine Technology

https://www.youtube.com/watch?v=4_rTxEJpP_I New Porsche 911 Turbo [997] Generation 2 Chassis Technology

https://www.youtube.com/watch?v=YduLaR0d8RI Porsche 911 997 Turbo Technology

https://www.youtube.com/watch?v=ygYGWkTPh9M Historical Mechanical inventions in the Arab World

https://www.youtube.com/watch?v=mEpPww4AXMI 2014 Mercedes-Benz S-Class - NEW Technology Information Video

https://www.youtube.com/watch?v=b_m8DqTlOLE Audi's automatic driving for parking

https://www.youtube.com/watch?v=Pzn2cGfZqcQ 2015 Audi S8 - Matrix LED headlights

https://www.youtube.com/watch?v=QQimY-t52EM latest technology in AUDI

https://www.youtube.com/watch?v=kZ1NOzIbadk BMW Intelligent Headlight Technology

https://www.youtube.com/watch?v=11-SPeOtCuw Audi Sport quattro laser light technology

https://www.youtube.com/watch?v=Ew5fgttws4c BMW i8 with Laser Lights

https://www.youtube.com/watch?v=qqgcnXtCPPk Mercedes-Benz Multibeam LED headlights

https://www.youtube.com/watch?v=6zKjp_OZN34 Audi Supercharger Technology

https://www.youtube.com/watch?v=btwKj2I0_wE Bugatti Veyron Engine Mechanism

https://www.youtube.com/watch?v=Jt9Fmn7bbyc Audi Cylinder on demand Animation

https://www.youtube.com/watch?v=gWOc2q_MGtg New Range Rover 2014 Sport - Testing, Dynamics , Technologies

https://www.youtube.com/watch?v=vo2tEwDSJ_Y Land Rover Vision Concept Technology

https://www.youtube.com/watch?v=1trhA2WlDWA 2014 Range Rover Sport in the Desert

https://www.youtube.com/watch?v=IlevIj8SoX4 Range Rover Evoque Skate Park Stunt

https://www.youtube.com/watch?v=qKJ41kOghH8 Mercedes-Benz 2014 S-Class Presentation HD Film

https://www.youtube.com/watch?v=_LRuqrnXBM8 Designing the All-New S-Class Mercedes-Benz

https://www.youtube.com/watch?v=iYO8ei0dd4o Audi RS 7 Active Suspension

https://www.youtube.com/watch?v=uxu4EuDRWAY Audi A6 Allroad quattro - Adaptive Air Suspension

https://www.youtube.com/watch?v=iSQhUq4qf2w That's why I joined Rolls-Royce

https://www.youtube.com/watch?v=Ssd2H8STRcg Jaguar Technology

https://www.youtube.com/watch?v=lyYhM0XIIwU Bentley mulsanne details

https://www.youtube.com/watch?v=K-LntkxwPPI The Best Interior in the World -INSIDE BENTLEY

https://www.youtube.com/watch?v=Fg8s4kP0Jqw Ferrari powertrain

http://www.youtube.com/watch?v=jlkqnVoQxqY Volvo e-drive powertrain

6. EVENTS

1. ADVANCES IN WELDING & SURFACE

ENGINEERING(AWSE)

ORGANISED BY INDIAN INSTITUTE OF WELDING

(17TH OCTOBER 2014)

ATTENDED-1.NAGARAJU-HOD

2. VISHWANATH-ASS.PROF.

3. NAVA BHAVAN, PRASHANTH,

ARUN-STUDENTS

UPCOMING EVENTS-INDUSTRY VISIT

2. INERNATIONAL ADVANCED RESEARCH

CENTRE FOR POWDER METALLURGY & NEW

MATERIALS(IARC)-HYD

3. DECCAN ENGINEERING-HYD

7.PHOTOGRAPHY CLUB

PHOTOGRAPHY BYPRUTHVI-4TH YEAR

THEME- NATURE

THEME- EDUCATION

THEME-BLACK&WHITE

THEME-wild life

PHOTOGRAPHYBYADITHYA-4T H

YEAR

THEME-WILD LIFE

turbo machinery institute of technology and...

Documents