The blizzard raged on, through the dead of night – winds so strong that the snow had brought visibility down to nearly zero. GPS zoomed into 50m to make sure I didn’t drive off a cliff into the freezing Spiti river, a swig of Red Bull to keep my senses completely locked in, and on our convoy snaked towards Kaza. Past midnight, but soldiering on.

Spiti is one of the most beautiful parts of the Himalayas. The rapid development of roads in the region however, have led it to gain more footfall than is advisable of late. People can drive up in their “compact SUVs” in the summer. You even see an odd Honda City belting it up the loops towards Nako. Cellular network is largely unbroken. The tarmac is smooth. Complacency builds. The winter used to be a safe haven from all this – until the frequency of the snowfall started to reduce. Hotels became more comfortable. It didn’t snow all the way till end January this season. Some random influencer made a reel on how their 2WD Fortuner “conquered” Spiti in the Winter. Another got lucky with the dates, and did it on his Himalayan. But they were all deceived, for dumb luck is named so for a reason.

And here we were, on another edition of Xplorearth’s annual Ice Kross – a 4×4 expedition into Winter Spiti like no other. Not a flake of snow all winter long, and then like clockwork, the region had its heaviest snowfall the day prior to the start of the drive. A foot deep in Shimla, and even more, further up the road. As expected, the hoards descended from the plains in droves – eager to get their 15 seconds of fame dancing in front of an unfortunate Yak in Kufri. 2WD cars were stricken at the first sign of snow and ice, and simply getting to the property for the start of the drive was a gargantuan task.

Getting out of Shimla was a similar task, but using the age-old undefeated technique of simply waking up before the crowd and taking some lesser-known back-roads out of Shimla got us out and into Kinnaur in good time. Every kilometer we covered got us further and further from where the casual tourist would be capable of venturing, and before long, we were in Kalpa – basking in the nighttime glow of the Kinner-Kailash. The skies were clear and the spirits of the group were high, but the team knew what lay ahead.

And just like that, we woke up to 6 inches of fresh snow outside our windows. The morning always carries with it a feeling of wonder, hope and optimism – and the entire group was smiling from ear to ear as we made our way through the magical forest of Kalpa, looking even more enchanting covered in white. As we dropped altitude, the white was replaced with brown, jokes were being made over the radio, stories were exchanged, and we made good time towards Pooh. Our lead car, on the other hand, was living in an alternative reality. We had news that the climb to Nako had iced up severely. Furthermore, Malling Nala was frozen too, with cars being turned around at the top, and the visibility dropping to almost zero. What lay on the other side was my greatest concern however, as the day would go on to prove. We passed a line of stricken 2WD Fortuners on our way up to Nako – ironically enough, they were badged with their group’s stickers – 4×4 Extreme, if you will. Sometimes the jokes write themselves. As the group gratefully had a nice, hot lunch in Nako, our team carried on through the snow to recce the route ahead. The moment they returned, we were off on our way – all unknown to our guests, who were enjoying the adventure and everything it brought with it – and rightly so. The climb to Malling was slow but steady, and we managed to get everyone over the top without having to put on snow chains. Many of the participants had visited Spiti before, and knew of this point as a usual choke on the route, so we could feel the collective sighs of relief as we began our descent.

As the day would have it however, this is where the trouble began. I came over a crest before a steep downhill section of the road, only to find vehicles sideways across the road, after having failed in their attempts to climb up towards us. I tapped the brake and immediately felt sheer glass underneath, as the ABS kicked in and started putting us into a slide. Instinctively steering towards the deeper snow bank on the left, the Hilux regained traction and came to a controlled halt. No sooner had I started to relay the message on the radio, did I see the Fortuner behind me sliding lazily in my general direction, like a large ship at sea. Luckily, it came to a halt without sending me into the nether realm, and we got out to survey the carnage ahead on foot. The surface was so slippery, that even those with crampons were struggling to stay upright. We got to work clearing the road, one car at a time, which was pure chaos. Thars with malfunctioning 4×4 systems, off-road specialists from down south who mocked us when we suggested they reduce tire pressures, only to end up sideways in another car moments later – this hour or so of action had it all. Our team forged on, and with a mixture of experience, preparation and a systematic approach to things, our entire convoy was through. All this while vehicles going the other way hadn’t bothered to bring so much as snow chains to the fight! We hit the tarmac at the base of the descent, and one could see the gleam in everyone’s eyes – knowing what they had accomplished. Just a few more hours to Kaza, I was told – to which I just smiled politely. Flashbacks of doing exactly this a few years ago on two-wheels were tormenting my brain, but hey, at least I had a heated vehicle to sit in while blasting some Dua Lipa this time!

On we forged into the dying light, with the snow picking up pace rapidly. As soon as we hit Tabo, a little squirt of the throttle sent the Hilux sideways – the kind that nobody else in the car can feel, but you can immediately tell in the seat of your pants. We turned in to the town and parked everyone up to mandatorily put on their snow chains. It was only getting colder, and the news from Kaza was that no vehicles had arrived all day (or night). It was at this point that we saw a host of Tempos returning with their tails tucked between their legs. Stopping one, I was told that what lay ahead was impossible. A few Fortuners followed, to my initial surprise – but soon I saw they too bore the 4×4 Extreme emblems like our ill-equipped friends from earlier in the day – so my fears were assuaged a little.

Chains on, 2200hrs, and we began our final run to Kaza. Moments like these are what set us apart at Xplorearth. The convoy moved like a tight military unit, guided with a mixture of radio communication and GPS tracks that did not care for loss of mobile network. Each tricky section in the road was called out before you hit it, and though we slowed at times, we kept on going. The mountains threw everything at us – a blizzard unlike one I have ever experienced before. When the winds blew in the same direction as the road, the snow engulfed everything. All you had to work with was the lights of the car in front, and your wits.

Midnight came, and people began tiring. Others were uncomfortable on the narrow, icy descents. We deployed the spare drivers from our team – a service no other organization even considers. On we marched, through the apocalyptic storm. The experience was brutal, challenging, but oh so magical. The kind that stays burnt into your brain for life. An hour later, and we saw the sparse but unmistakable lights of Kaza town.

Parking up outside Sakya Abode, I was warmly greeted by Tsering, our perennial host who is family to us. He was busy preparing his 4×4 to come get us in case we did not reach for much longer, and that pretty much tells you everything you need to know about the kind of person he is. For the first time ever, his usual calm demeanor was replaced with surprise. He had been reliably informed by his contacts enroute, that there was no way any vehicles were going to make it to Kaza. In fact, he had already arranged for alternative accommodation for our group in Tabo, should we have had to turn back.

17 cars made it to Kaza that day. All 17 bore the emblem of Xplorearth’s Himalayan Wolf, and Himalayan Motorsport’s Snow Leopard – paying homage to our years of running the Raid-de-Himalaya – the reason why we are what we are today. A word for the group – they were incredible. Up for the challenge, curious to learn, not a word of complaint and just sheer adventurers at heart. It was a privilege to share this experience with them, and we hope to see them along for many more.

We believe we are the best at what we do, not because we are arrogant, but because we hold ourselves to a higher standard. Our entire ethos is built around providing world-class experiences, where we get to showcase “our” mountains to those from around the world. The Himalayas are not ours because of any form of ownership, they do not belong to anyone. They are ours because they are where we feel most at home, where we feel most alive, and where we are blessed with safe passage because we understand they make the rules, we do not – but most importantly where we feel unmatched pride in showcasing the places we have been born and bred to those curious enough to make the journey!

Finally, generations may pass, regimes may be overthrown, my stocks might be going to zero, but nothing beats a Toyota. We had a Ford Ranger Raptor along with us all the way from Nepal on this journey – but as it is not sold in India – I will reserve my judgement. The Hilux however, blew me away and then some. Never missing a beat, chugging along faultlessly. A fuel filter error due to some dodgy diesel in Kaza, but that’s all there was – an error light despite which the car ran as it always did. Through the snow, ice and darkness, I knew the legacy of Kiichiro Toyoda would never let me down. If any of this off-roading malarkey is for you, buy one with your eyes closed.

The post Battling Blizzards in -30° – Xplorearth’s Spiti Expedition first appeared on Turbocharged.

As a new-age, born-electric EV from the country’s largest car maker, the Maruti Suzuki e VITARA has had a lot going for it right from the word go. When it first broke cover at the Bharat Mobility Global Expo 2025, it wowed audiences with its futuristic design and made an excellent first impression as Maruti Suzuki’s first ever EV. And when the numbers were revealed, it was confirmed that the e VITARA would ensure long drives and multi-day road trips were never going to be a concern for the EV. The reason? Its ARAI-certified range per charge of 543km! On an average, that is roughly the distance most people heading out on road trips cover in a single day, which means you don’t need to worry about finding a charger on the way. If you do need to recharge though, Maruti Suzuki’s robust charging network, and more importantly, the ‘e for me’ smartphone app have you more than covered. This also means that range anxiety is a thing of the past!

As an automotive publication that enjoys its road trips, we find ourselves driving long distances very frequently, and the e VITARA is an SUV that is pushing us to hit the road more often with its kind of reliability, be it the consistent performance and range per charge, battery safety, infrastructure effectiveness, extensive testing or the unmatched aftersales support! The e VITARA is thus ensuring ‘India Goes Electric’ as it comes with the trust that millions of buyers have had in Maruti Suzuki’s cars for over four decades now. That said, Maruti Suzuki has been the default choice for generations of buyers and now with the e VITARA, the manufacturer has a product that is aimed at ticking the right boxes for a wide spectrum of buyers, especially those wanting to go electric. As a born EV the e VITARA uses a flat floor that has been designed for large batteries and comes with the option of either a 49kWh or a 61kWh battery pack.

This results in an ARAI-certified range of 440km per charge for the 49kWh battery and 543km per charge for the 61kWh battery, making the e VITARA apt for long distance driving. Add to that its excellent performance, as the e VITARA offers up to 174PS of power which makes it an excellent choice for mile munching on open highways and covering distances quickly, in an effortless manner. At the same time, the e VITARA also puts its power down in a smooth and friendly manner which offers a sense of familiarity as a Maruti Suzuki. This performance coupled with the excellent energy efficiency of the e VITARA’s battery ensure the SUV is perfectly at home, be it crawling in city traffic or cruising on an 8-lane Expressway. It’s this combination of performance coupled with long range that’s helping the Maruti Suzuki e VITARA change the way India looks at EVs, as you don’t need to worry about range or finding a charger anymore, while enjoying the country’s excellent highway network. 

And as a future-ready SUV, that e VITARA is also specced right for the tech-savvy and young and restless buyer. This attitude reflects in the e VITARA’s design and engineering from end to end. So be it the SUV’s smooth, flowing design and flat underbody or smart grille with adaptive shutters that aid aerodynamic performance when closed and help the battery cool when opened, the e VITARA is always up for maximising its world-class, all-electric powertrain’s efficiency. Built to global standards, its battery pack has been engineered to offer an ultra-long lifespan and retain high performance even after thousands of charge/discharge cycles, which ensures peace of mind even after years of owning the e VITARA. The battery pack has also been tested to withstand extreme temperatures from as low as -30 degrees Celsius to 60 degrees Celsius.

This ensures the e VITARA is perfect for India’s extreme weather conditions, so be it the scorching heat in Rajasthan or sub-zero temperatures in Kashmir, the e VITARA is perfectly at ease and offering consistent performance, charge after charge, year after year! This is something we experienced firsthand as part of Maruti Suzuki’s ‘India Goes Electric’ drive, which had us drive the e VITARA across some of India’s coldest regions in peak winters, from Srinagar to Jammu. The distance between the two cities is just about 250km, which meant we didn’t need to even think about recharging the battery, given the ARAI-certified range of 543km per charge for the 61kWh battery. More importantly, given the excellent engineering and Maruti Suzuki’s strong focus on ensuring the e VITARA is well-suited to Indian driving conditions, we had no trouble driving the EV even thousands of feet above sea level, when it was freezing cold and air temperatures were in single digits!

The e VITARA’s solid engineering also ensures the SUV is extremely safe, given the tests it has undergone. Its battery pack passed the nail penetration test – considered the Mount Everest of battery testing – safely, besides also passing the fire test safely as the battery did not catch fire even when it was placed in a burning furnace. These are besides the e VITARA’s battery also passing water and compression tests successfully. Speaking of safety, the e VITARA has scored 5 stars in the Bharat NCAP safety tests, which makes it among the safest electric SUVs in the country. This excellent safety rating has been made possible thanks to the e VITARA using more than 60 percent high-tensile steel in its construction, in all critical areas, with efficient load paths, to ensure forces in the event of a crash are distributed away from the cabin and battery pack both.

This, while ensuring excellent lightness and not adding to overall weight, as the HEARTECT-e platform has been engineered to handle high structural loads and optimise safety to the highest possible standards. The platform has been designed to accommodate battery packs between the axles securely, which helps in eliminating structural compromises entirely and adds to the e VITARA’s safety net. This is besides the battery being packaged with specialised energy-absorbing mounts to protect it in the event of frontal or side impacts. That’s not all on the safety front though, as Maruti Suzuki has equipped the e VITARA with a long list of cutting-edge safety features. This list includes Level 2 ADAS that has been tuned and tested extensively for Indian conditions, with excellent attention to detail. For instance, the front camera on the e VITARA gets a dedicated defogger for enhanced ADAS performance even in tricky weather.

You also get a 360-degree camera for assistance while parking or manoeuvring in tight parking spaces or tricky spots and tyre pressure monitoring. These are besides an electronic parking brake and a brake hold function that adds to convenience by ensuring you do not need to shift from ‘Drive’ to ‘Neutral’ when driving in bumper-to-bumper traffic. But with the e VITARA, Maruti Suzuki hasn’t just launched a new product, or its first-ever electric vehicle to be more specific. And that’s because Maruti Suzuki has also launched its own ecosystem which has been thoughtfully designed to cater to every need that buyers might have. This includes more than 2,000 exclusive DC fast chargers that have been installed at its dealerships already – Maruti Suzuki will be using the network strength of its Nexa and Arena channels both, which will ensure an unmatched charging network.

On the other hand, the ‘e for me’ app offers end to end solutions, as it lets you discover thousands of chargers across the country and use multiple payment options. For the purpose, Maruti Suzuki has tied up with 13 of India’s largest CPOs (Charging Point Operators) including Tata Power, Statiq, JioBP, IOCL, ChargeZone and many more, ensuring you have access to over 14,000 charging points! The e for me app thus ensures it is a one-stop solution for any and every charging related need that you may have. And that is because you can find, navigate and charge using e for me alone, without needing any other app. It also helps in efficient route planning by helping you find chargers along the route you intend to take on a long drive. You also get the e for me card which offers a ‘Tap N Charge’ functionality, meaning you can get to a charging station, plug the charging gun in and simply tap the RFID card to start charging. This is besides the 7.2kW AC fast charger the e VITARA comes with.

In a nutshell, the e VITARA is far more than just a new EV, it is the country’s largest car maker offering you an unprecedented package that combines future-ready engineering, long range, excellent space and comfort, practicality and a charging network that’s among the very best. Maruti Suzuki has thus ensured that with the e VITARA, India Goes Electric!

The post Special Feature: Maruti Suzuki e VITARA – The Long Ranger first appeared on Turbocharged.

When I was a young lad, I read all them auto magazines. In one of those glossy pages, I saw the photo of a dude, black t-shirt, sports sunglasses, bandanna — the works. The proverbial biker dude. I did think motorcycling was incredibly cool, though, as this was a story about 2005 Rider Mania, only in its third year at the time. You can imagine my surprise when I realised that the senior gentleman I was talking to, next to the river Ganges at Rishikesh, the president of BOBMC, was none other than the same person! But let’s rewind a little bit, and let me tell you how I ended up at this motorcycle festival!

So, Motul, whose lubricants are used by almost every serious motorcyclist I personally know, has been a long-standing partner of the BOBMC Rider Mania. They were the ones who invited us over to this community-driven event. The trademark of ‘Rider Mania’ now rests with BOBMC, and while there had been two Rider Mania events per year till 2021, in 2022, Royal Enfield rebranded its own event as Motoverse, as it was in that year BOBMC secured the trademark.

The event is attended by Motorcycle Clubs from all over the country, and even some from outside our borders as well! The Brotherhood of Bikers (BOB) is an umbrella organization that comprises individual clubs. Talking to the president of BOBMC, I saw the vision he has for the culture of motorcycling clubs in the country. I will share a few here — a BOBMC app, with an SOS button, which will alert all clubs in the vicinity that a rider or a group needs assistance, and it will have GPS location sharing for those in need. Furthermore, whenever a club goes on a ride, as long as a minimum of 4 members are riding together, those kilometres can be logged into the app and converted into discounts on partner brand products, like Motul lubricants.

The most striking thing about the event was the vibe of the place, though, as it was the exact antithesis of the big-budget corporate nature of the Goan event, with its hustle and bustle and frenetic series of activities. Another thing that was completely opposite to every other event was the community dining hall. That alone turned the event into a giant picnic more than anything else. There was a riding event, but that was not the major draw by any means. 

Despite the chill nature, though, BOBMC is important enough with serious enough riders in it that a larger number of top-tier brands besides Motul are a part of the sponsors list every year. So, if you are part of a club with a few members, maybe get yourself registered with BOBMC and give the Rider Mania a try. Just remember to carry enough toilet paper and the all-important bottle with a hole in the cap! 

The post Of Legends and Myths – BOBMC Rider Mania first appeared on Turbocharged.

The Oberoi Concours d’Elegance, in only its second-ever running, has become the premier Concours event in India, thanks in no small part to the organisers. The event is led by Arjun Oberoi, Executive Chairman of The Oberoi Group, along with automotive historian and curator Manvendra Singh and his son, our very own columnist Siddhraj Singh. Through the efforts of these people, and many others, the Oberoi Concours d’Elegance 2026 transcended its recent origin and became the talking point of the vintage and classic car community, not just in India, but around the world. The Oberoi property of Udaivilas, located in Udaipur, provided a stunning and regal backdrop to the soiree.

It wouldn’t be a proper Concours d’Elegance event without a plethora of categories for the participating vehicles, and it was no exception for the Oberoi Concours d’Elegance 2026 as well, the the 3-day extravaganza featuring nearly a hundred vehicles distributed among the following classes—Pre-War Classics (European), Pre-War Classics (American), Post War Classics (European), Post War Classics (American), Pre-War Classics (Rolls Royce), Cars of The Maharajahs (Jodhpur), Indian Heritage Motor Racing, Indian Heritage Preservation, Youngtimer Classics, and Indian Coachbuilt: Then & Now. Two-wheelers were not overlooked in any way, as there were four motorcycle classes—Veteran (Vintage), Pre-War Classics, Post-War Classics, and Indian Heritage – Motor Racing.

Among those that won, the Maharaja of Jodhpur’s parrot-green 1935 Rolls-Royce Phantom II Continental for ‘Spirit of Elegance,’ and ‘Best in Show’ winner 1939 Bentley 4.25-Litre Drophead Coupé of Mr Dhanraj Gidwaney (both depicted on the previous page) stood out from the crowd. Yohan Poonawalla was honoured with a special mention plaque for the Phantom Retrospective, as he had contributed seven of his 12 Rolls-Royce Phantoms to the display! Furthermore, BMW Group Classic flew over some exceptional metal-and-glass moving sculptures from its Munich HQ, such as the 1957 BMW 507 Roadster, with colour-coded wheels, and the 1973 BMW 3.0 CSL ‘Batmobile’ (depicted on the previous page as well).

The judges’ panel, comprised 17 individuals, whose bios would warrant a separate story of its own, was led by Sandra Button, chairperson at the Pebble Beach Concours d’Elegance, Sir Jackie Stewart, Jacky Ickx, Giacomo Agostini, Derek Bell MBE, Prof Peter Stevens, Prof Gordan Murray, Prince Michael of Kent, Sir Michael Kadoorie, and Jean Todt. David McKirdy served as the chief judge for motorcycles, like the 2024 edition. 

All in all, the success of the 2026 Edition of the Oberoi Concours d’Elegance event proved that the love for vintage machines and that bygone era of grandeur is still alive in the hearts of the people of this country.  

The post The Oberoi Concours d’Elegance first appeared on Turbocharged.

It all starts with the battery, which, while being one of the largest fitted to a motorcycle in India, also acts as a stressed member of the chassis, essentially forming the core of it, on which the motor is then bolted on. Then it’s time for the front and rear suspension sub-assemblies to go on. Front here on its all wirings and electronics.

The first in the wirings and electronics section is the on-board charger, which should be a no-brainer for motorcycles, unlike scooters, which have a storage space to carry it around. Then the motor control unit, the vehicle control unit, the headlamp, the display, and the rest of the wiring harness get attached to the bike. 

The tail with the radar unit inside is assembled separately and then attached to the motorcycle. Then the body panels go on. After which the mudguards get fitted, the motorcycle is given a thorough once-over, and sent to the dyno. Once the dyno run is completed, it gets sent to the most interesting and unique bit on the Ultraviolette X47 assembly line — the radar calibration.

This is where the hi-tech world of aerospace engineering (Ultraviolette can very well be considered the motorcycle arm of an aerospace company!) meets Indian ingenuity — there is a small anechoic chamber, just as large as it needs to be, instead of a room. It moves in for the radar to emit a pulse and, based on the reflection, find out its position relative to the ground and the motorcycle itself. Then the chamber moves out of the way.

What my experience at the Ultraviolette factory taught me is that the manufacturer has the exact same attention to detail and borderline obsessive approach to the assembly of its motorcycle, as it has for researching, designing, and engineering them. Frankly, that approach has served them well, as it was not just us, but the global media who have repeatedly been impressed with the sheer amount of technology in these motorcycles. The factory ensures that the tech is installed with the same amount of precision and care that went into designing it.

Words Sayantan De
Photography Ultraviolette

The post Ultraviolette Factory Tour – Behind the Scenes first appeared on Turbocharged.

As the mercury rises in March, the snow in our country’s mountainous regions will begin to melt. This is the time when riders prepare themselves for the adventures they have been planning for, and thus comes the need for prep – the mindset to conquer the mountains. Royal Enfield has started conducting the Himalayan Spirit, and we were invited to the Pune edition of the gathering to experience and build the mindset to take on the challenges of riding to the hills.

​Geographically, Pune is situated in the Deccan Plateau, which means we are surrounded by hills, which also becomes a perfect playground for off-road and trail riding enthusiasts to test and sharpen their skills on the motorcycle. It was a no-brainer for me to try out the Himalayan fitted with the ‘Rally Kit’ and take it home, where it actually belongs.

​The event focused on providing experience to riders from all walks of life. Held at Autologue Design’s ranch, I got to experience an obstacle course, steep hill climb, drops, and ramps. A timed lap of the dirt track was a perfect way to slide the rear wheel while keeping the rear-ABS switched off; as you would want – 37.78 seconds was the time I clocked, which the track marshall said was a good time. As I finished the initial courses, it was time for me to hit the trail.​

RE’s expertise in off-road riding curation, we were treated to a very amazing trail, consisting of  twisty tarmac, off-tarmac, loose gravel and sandy surfaces, uphill and downhill, and narrow sections where speed takes a back seat. Thankfully, my ride was prepped with RE’s in-house Rally Kit, which made tackling all these sections easier, considering the harsh conditions I was putting myself and the motorcycle through. With the sun shining bright above our heads, my body’s water content was depleting faster than I could replenish it with electrolytes. Nonetheless, it was a test of my own mental, physical and riding skills.

​The findings did open my eyes – my strength is sand and loose surfaces, and weakness? Rocky sections where I would have the rear bounce, and thus carry a possibility of a topple. Thankfully, I did not. Not a single scratch on me or the bike. The bent gear lever presented to me during the obstacle course was quickly sorted out by RE’s technical support, and I was back in business. As the trail ended, I could not help but gulp down three glasses of water in the hope of feeling better from all the dehydration and dust in my system.

​All is well that ends well – Clinching a participation medal (the last one was in my 12th standard) made me feel very accomplished, more so because I found my strengths and weaknesses and exactly know where the efforts need to be put. As I headed back home, I was easy on the throttle of my trusty steed. I couldn’t help but grin inside my lid, reminiscing about the eventful dusty afternoon. Mindset made; Mission Accomplished.

The post Royal Enfield Himalayan Spirit 2026 – Mindset To Mountains first appeared on Turbocharged.

What made all generations of the Supra special, though, is that they were always global performance cars, not limited only within the borders of the island nation, but sent forth to conquer the world, which they did, in style. Most generations of the Supra were sold in most countries, unlike its rival, the Nissan GT-R, which, until the R35 came about, was essentially unobtainium. While the rarity may have added to the mystique of the Godzilla, the Supra was a different animal, which opted for brute force instead of scalpel-like precision. The Supra was a thug, as it didn’t agree to gentleman’s agreement of limiting all cars to 280PS and openly advertised its power output of 320PS.

And finally, half of Supra’s legend comes from the overengineered 2JZ-GTE engine, which with its cast-iron block was able to withstand a tremendous amount of boost, while a series of seven main caps keep the crank from shifting and under-piston oil jets cool keep the rotating assembly lubricated, even when it’s spinning at a high rpm.

Incidentally, a new name for the Toyota performance flagship was what the first generation Supra was, as the A40 generation was called the Celica Supra. In the Japanese Domestic Market it wasn’t even called a Supra yet, as it was known as the Celica XX over there. It came out in 1978, armed with a 2.6-litre 4M-E (later the 2.8-litre 5M-E) straight-six engine over the four-cylinder of the regular Celica, and was more of a grand tourer than the outright sportscar that the Celica was, though its sporting potential was evident.

Just four years later, the next generation (A60) broke cover, and this time round it had sharper, more wedgy styling that marks the 80s automotive design language. In a 1984 Car and Driver test for the best handling imported car, the Celica Supra managed to fend off a Ferrari, a Lotus, and two Porsches to come in fourth, after an AWD-equipped Audi (the Quattro), the Honda Prelude and another Porsche, the nimble 944. This is where the legend of the Supra started to take shape, but it would be a long time before the legend of the Supra would be cemented in collective memory.

Another four years later and the third generation (A70) broke cover, this time ditching the ‘Celica’ bit to stand on its own as the first proper Toyota Supra. While the Celica from this point onwards was FWD, the Supra retained its RWD layout like a bonafide sportscar. The styling was also a lot more rounded and less angular, typifying the late 80’s to early 90s automotive designs. The A70 was also a technology showcase, utilising ACIS (Acoustic Control Induction System) which controlled the air compression pulses inside the intake system to increase power. It also has double wishbone suspension all around and 3-channel ABS. While all the above tech was significant, the big news came another year later, when Toyota added a turbocharger to the 3.0-litre 7M-GTE engine, delivering 233PS of power from the factory, birthing the first ever Supra Turbo.

The fabled Mk4 Toyota Supra (A80) came out in 1993, and it is still coveted today. This is the one that cemented the legend of the Toyota Supra across the world in all sub-genres of car culture, be it circuit racing, drag racing, drifting or even just a show car, built more to impress people with the sheer audacity of the build itself. These accolades were not gathered overnight though, as each genre-defining Supra took time and effort to build, just like the legend of the Supra itself.

In 1994, exactly ten years after the A60 came 4th, the A80 Supra won a Car and Driver comparison test outright, leaving illustrious performance cars from the same era in its wake, such as the Chevy Corvette LT1, Mazda RX-7, Mitsubishi 3000GT VR4, Nissan 300ZX Turbo, and the Porsche 968. The A80 Supra defined the automotive era of the 90s where the boundaries between the East and West were disappearing.

Soon enough, the tuners figured out that the cast-iron block of the 2JZ-GTE is capable of holding way more boost than the factory ever intended, and things started to go crazy. Which is why, when Brian O’Conner needed a cheap car with a high tuning potential, he went and picked up a Toyota Supra, and despite its condition, Dominic Toretto knew what’s under the hood was what mattered, thus the iconic ‘pop the hood’ was born. With the movie Supra beating a black Ferrari 348 in an impromptu street race, the legend of the Supra was sealed forever in pop culture.

But the Supra was not just a do-it-all street racer. It was a bonafide racecar too, though TOM’S had to ditch the famous 2JZ-GTE in order to achieve that. This is the instantly recognisable Castrol Supra from the Japanese GT Championship (JGTC). It was powered by the same engine used by the Corolla in WRC — the 2.0-litre 3S-GTE, but here they could run legal turbochargers (unlike the illegal ones in WRC) to push out more than 460PS, and the lighter weight improved the handling of the Supra to such an extent that it utterly dominated the championship.

Meanwhile, tuners were taking it to another level, as legendary tuning shop Top Secret’s founder Kazuhiko ‘Smokey’ Nagata created the ultimate Japanese coupé that was never made by Toyota – a Mk4 Supra powered by the 1GZ-FE – the only Japanese 12-cylinder engine ever made, borrowed from the Toyota Century. The FnF Supra and the V12 Supra combined to break what small thing was considered the internet back in the day. Modders were adding these cars to the predominant racing game of the time — Need for Speed, and I remember actually downloading Brian’s Supra.

And then, like a supernova, the Toyota Supra disappeared from the line-up, leaving only an impression as bright as one.

So the hype was real as fans wanted Toyota to make a Supra for the longest time, and Toyota sort of obliged — they took a BMW Z4 and gave it a hard top body to create the Mk5 Supra. Fans were not happy, and this laid bare something everyone knew — a flagship is a showcase of the engineering prowess of a car manufacturer and this can’t be made in collaboration with a different carmaker.

Toyota did try to recover — BMW’s aren’t known for the best shifting manual transmissions, but Toyota created a unique manual transmission using BMW parts for the six-cylinder Supra (which initially came without a manual option). This transmission, according to various journalists, shifts a lot better than any transmission made with BMW components. But the writing was on the wall. The Supra Mk5 didn’t go out with a bang, it disappeared quately. As controversial as it was upon launch, it is still missed by enthusiasts, as the death of a 2-door coupé powered by an in-line six-cylinder engine is always a sad thing.

Words: Sayantan De
Photography: Alex Toppo

The post We’re into Supra-stitions – Turbocharged remembers the Toyota Supra first appeared on Turbocharged.

It’s now half a decade since we laid the foundation of TURBOCHARGED, put together by a bunch of enthusiastic and hard-working petrolheads trying to live a dream. Our daily lives revolve around embargoed timelines, travel, riding and driving the newest of two-wheelers and cars for a living and of course, reporting on the automotive industry. Most importantly, we aim at bringing our audiences storytelling and visuals that make you go wow, across mediums, digital and offline. Now, fifth anniversaries are rather special, whether a marriage anniversary, or that of an energetic, enthusiast-centric publication like ours and call for special celebrations. And being the drama king that he can be, Abhay decided to announce the celebrations in his trademark manner.

Ed entered the office with a long face, stress dripping from his forehead, to throw the team into a tizzy. But turns out, he wanted to surprise us and announced that we would celebrate TURBOCHARGED’s fifth anniversary in Goa! Given that we are an automotive publication, it was kind of obvious we wouldn’t be taking a flight or train to Goa, and the first thought in my head was, what cars would we drive to Goa in. And before I could ask him, Abhay mentioned we would be driving the Mahindra XEV 9e to Goa. And then, with his trademark smirk, he proclaimed we would be doing it on a single charge! Eyebrows went up, since a full-house with luggage, and the 450km drive on a single charge meant the XEV 9e would see a charging gun only once we got to Goa!

I was excited, but also a little concerned. I like challenges, but this one right at the edge. What if we ran out of charge just after the climbing the steep and beautiful Anuskura ghat? Unlike the dino-juice that other SUVs guzzle, the XEV 9e only likes its watts and volts, which meant we would have to be more mindful than we would in an internal combustion engine-powered SUV. Or would we, considering that the XEV 9e packs in a massive, 79kWh battery pack and boasts a claimed range of 656km per charge, which also translates to over 500km in the real world? Maybe I was overthinking it, because Pune to Goa is just about 450km. 

Destination decided and route set, the Mahindra XEV 9e was all charged up and so were we, ready to take on a mix of four lane highways, narrow country roads, the charming Sahyadri mountains and some off-road sections. All this, with four people and their luggage on board (including camping gear for us to enjoy the great outdoors!) on a single charge. As we left Pune city, the optimist that he is, Mrinmoy was not only confident we would make it to Goa on a single charge, but also have enough charge left for us to power our devices, given that the 79kWh battery pack powering the Mahindra XEV 9e is among the largest in the country, which ensures range anxiety is a thing of the past. In fact the XEV 9e has just won the highly coveted Green Car by ICOTY award, which speaks volumes about Mahindra’s engineering and how good the SUV is overall!

The XEV 9e was in its element on the highway courtesy its outputs of 285PS and 380Nm and was helping us munch miles at a pace rapid enough to shame luxury SUVs that cost twice as much! After all, with its design, packaging, space and exhaustive list of features the XEV 9e can embarass luxury SUVs costing twice! Barely four hours and a quick pit stop later we were ready to exit not-so-smooth NH48 and turn onto some country roads in search of hills. But besides its performance and sporty handling that enable a feverish pace on open roads, its excellent comfort is yet another aspect that makes the XEV 9e apt for road trips. And that is besides the luxurious cabin. The triple screen layout is a class act, and sitting in the front passenger seat I had a crisp and bright looking 12.3-inch display to myself, to watch some of my favourite videos, while Abhay used the other two screens, both 12.3-inch units, one for navigation and the other as the driver display. This, while Mrinmoy  sat grumpily in the second row, staring outside.

That was because Mrinmoy had forgotten to carry his iPad along, which had he done, he would have been able to make the most of the XEV 9e’s BYOD or ‘Bring Your Own Device’ feature that allows you to mount a phone/tablet onto the front seatback and also charge it using 65W Type-C USB port beneath it. On that note, the XEV 9e comes with more fast charging Type-C USB ports than seats, which ensures you’re never out of charging options, besides the wireless charger upfront. And besides wireless Apple CarPlay and Android Auto, which helps for smartphone connectivity and thus navigation, the XEV 9e also has a detailed heads-up display. Abhay pointed out that it offers critical information including navigation with AI-generated prompts, charge status and range and more, without him needing to taking his eyes off the road.

My favourite bit though was the XEV 9e’s 16-speaker Harman Kardon music system with Dolby Atmos given its excellent acoustics. What stood out for Mrinmoy though was the Sonic Suite, which allows the XEV 9e to even mimic the roar of a V8 through the speakers. Another unique feature we appreciated together is the roof-mounted selfie camera just above the IRVM, which also enables video calling and virtual meetings on the go! Of course, as future-ready SUV the XEV 9e comes with an onboard internet connection too, which you can even tether to your smartphone, a feature that helped me when my phone network was patchy.

And powering all this wizardry is Qualcomm’s Snapdragon 8295 chipset, with an enviable 24GB of RAM! The processor is capable of 51 trillion operations per second, and Mahindra Artificial Intelligence Architecture (MAIA), the brain behind the XEV 9e’s excellent computing, helps you make the most of this chip. It powers and controls the SUV’s infotainment system, internet access, vehicle diagnostics, vehicle information and also the five radars and 12 sensors that are part of its Level 2 ADAS. Simply put, the XEV 9e packs in more firepower than some of the latest smartphones! As we approached the hills, we still had more than 70 percent charge left, and less than 300km to get to Goa, which was phenomenal! But as we approached Anuskura Ghat, the sceptic in me sprang out yet again given the steep inclines ahead, though the rest of the team, especially Abhay, seemed very confident.

The XEV 9e was quick on its feet through the hills too and made light of the task, and also felt engaging thanks to its rear wheel drive setup. Its 19-inch wheels shod with 245-section tyres were helping but the star of its show was the XEV 9e’s brilliant suspension which features frequency dependent damping with the multi-tuned valve concentric land technology that smoothens rough patches to offer a stellar ride quality while also endowing it with excellent handling prowess. The XEV 9e was thus going from corner to corner with minimum inputs and effort and minimal body roll, offering the best of both worlds.

And once on top, the XEV 9e’s multiple regen levels, especially single pedal mode with the strongest regenerative braking came to the fore, helping us recover charge lost on the way up quickly. This is something only EVs can allow – extend range by simply braking, which is sheer genuis! We even engaged in an off-road excursion, and while it is no off-roader, the XEV 9e impressed with its ability to tread off tarmac, thanks to its suspension and 218mm ground clearance. Once back on tarmac and past the hills, I took over the driving from Abhay. That’s when I got a taste of how brutally quick the XEV 9e can be. In Race mode, 285 horses are sent to the rear wheels faster than you can think and before you know it, you are pinned to your seatback! The XEV 9e also impressed me with its rock-solid stability and steering response, weighing up well as per speeds.

We were soon past the 300km mark, and still had a shade under 50 percent charge left, meaning getting to Goa on a single charge was a given. By the time we got there, the sun had lowered its gaze and was looking stunning, with the shimmering waters of the Arabian Sea in the foreground. As we rolled to a stop by the cliff, we had made it with 17 percent left, after driving for 479km. But this wasn’t just about us driving from Pune to Goa on a single charge. It was also about Mahindra’s excellent engineering and the XEV 9e’s brilliant BMS, besides our fifth anniversary. Most would deem what we had just accomplished impossible, but that’s the beauty of modern engineering. It lets you achieve feats beyond imagination, and modern-day electric SUVs like the Mahindra XEV 9e are a shining beacon of such engineering feats!

The post Special Feature: Pune To Goa In The Mahindra XEV 9e On A Single Charge first appeared on Turbocharged.

Some places make you feel alive, some touch your soul, besides the experience which stays with you for a lifetime. This year, I travelled to Rann of Kutch, Gujarat to experience Rann Utsav 2.0, with which TVS Motor Company aims to blend the culture of the region with the excitement of motorcycling.

After a long day of travelling, starting from Pune, I reached Bhuj city in Gujarat. But the journey was far from over as I had to take a two-hour bus ride to Dhordo village. For the uninitiated, Dhordo is also known as the gateway to the Rann of Kutch white salt desert. Not only this, Dhordo is also globally recognised as the ‘Best Tourism Village’ by the UN World Tourism Organization and is famous for hosting the annual Rann Utsav.

Upon reaching my assigned tent, I was treated to authentic Gujarati food for dinner and called it a night. The next day went as planned, as TVS organised an experiential tour to ‘Gandhi Nu Gaon’, which translates to Gandhi’s Village. In 2001, a horrific earthquake that occurred in Bhuj levelled more than 60 percent of the area, resulting in the loss of many lives and houses, affecting the lives of people in the region. However, the government, along with a few organisations and NGOs, took the initiative to build it back to its former glory.

But what I was about to see was eye-opening. Gandhi Nu Gaon is a model village with only 35 families residing in it. The people of the village and the region are originally from the Marwad region of Rajasthan, who migrated to the Kutch region about 600 years ago. Hence, the culture is a mix of both Marwadi and Gujarati, bringing in the best of both worlds. After a brief interaction with the Sarpanch (head of the village), I took a tour around the village, saw the women working on local garments while the men worked on handmade wooden articles. It was truly mesmerising to witness how raw materials turned into beautiful pieces of art. From the mud and glass work on the houses to the handmade souvenirs, everything seemed surreal, especially for a city person like me. The village also has a school where children come to study. Away from the city and its complexities of living, village life seemed peaceful.

The next destination was the motorsports arena, which again required a bus ride back. After a brief introduction from the TVS team, I found myself gathered around the stunt arena where two professional stunt riders on their souped-up Apaches performed some amazing stunts. From there, I moved to the Ronin Drift-R arena where riders were sliding their rear wheels out on the oval track, putting their skills to test on the flat track, besides a tough obstacle course designed to test the capabilities of the Apache RTX, the first adventure tourer motorcycle from the homegrown manufacturer. But the dust hadn’t settled yet as I was about to witness some gravity-defying jumps and backflips at the FMX arena. With jumps over 40 feet in height, it sometimes made me wonder if gravity ceases to exist for people who have adrenaline shots for breakfast.

As the sun started getting closer to the horizon, it was time for the main event where TVS was about to unveil some special motorcycles. The Rann of Kutch edition motorcycles unveiled at the event drew serious inspiration from the region, amalgamating its landscape, culture and art forms. The Apache lineup and the Ronin were specially prepared. From the blues of the skies to the colours of sunset and the barren salt desert, every motorcycle seemed to exude the region’s beauty. However, these motorcycles were more cosmetic in nature, with no changes to the mechanicals. TVS does not plan to produce these motorcycles on a larger scale, and hence there was no price announcement either.

With the high heat of the desert, days became excruciating, but nights were the stark opposite, with temperatures dropping quickly enough to enjoy a good night’s sleep. But that wasn’t the case for me, as I was part of the morning batch riding to Dholavira, the road to which is also known as the ‘Road to Heaven’. And so it was, as a huge fleet of Apaches, Ronins and RTXs rode in the dark towards the horizon, which slowly shifted colours to mark the arrival of the sun. By the time I reached my destination, daybreak had already happened, with the sun, more like an orange blob in the sky, popping its head out like a small child playing hide and seek. Mesmerising is the least I could say, with flocks of flamingos (native to the region) flying across the skies. After around 15 minutes of staring at the sky, taking pictures and soaking in the calmness, I headed to a resort for the morning fuel.

The Road to Heaven is arrow-straight, and it gave me the opportunity to test my ride for the day, the Apache RTR 310. With a clear view of the road ahead, I took the chance to whack the throttle wide open and worked the gearbox without the clutch, thanks to the bi-directional quickshifter on the BTO unit I was riding. The Apache RTR 310 is a very capable machine with a host of electronics and adjustable suspension on the built-to-order variant. Apart from the slightly buzzy engine, the motorcycle exhibits superior handling and gives you the confidence to push harder. I was doing triple-digit speeds, fast enough to kill enough bugs and mosquitoes, for which my helmet ended up being the graveyard. After about 200 km of riding back and forth, I can say the Apache RTR 310 is a capable motorcycle that can handle both spirited corner riding and long tours with a mate.

The following night was even more interesting as I went stargazing, possible only in places away from cities and pollution. The open skies and blanket of stars seemed to sing nature’s lullabies in my ears. The following morning, as I headed back to my city, I couldn’t help but wonder about the place and how it exists. The landscape, the people, the sounds, the art and culture, and the feeling I came back with. It took me a day off work for my body to recover from all the travelling, but my mind still makes excuses to wander off to those vast landscapes every time I scrolled through my phone gallery, full of frozen moments I wish I could go back to. Looking forward to 3.0.

The post TVS Rann Utsav 2.0 – Celebrating Design, Culture and Motorcycling first appeared on Turbocharged.

There’s a lot more to Rajasthan than just its forts and palaces or sand dunes. Like Jawai, a tiny village that’s one of the only places on the planet where leopards and humans coexist peacefully. Sounds bizarre, right? And at TURBOCHARGED, we’re always up for adventure – which meant that with its uniqueness, Jawai warranted a road trip! The Maruti Suzuki Victoris seemed to be the perfect choice, ticking the right boxes for young and restless SUV buyers keen on exploring new places. The Victoris has also just won the most prestigious automotive award in the country, the Indian Car of the Year, besides having a youthful exterior design, a premium looking cabin, many segment-first features, and the choice of an all-wheel drive system.  

Its design convinces you instantly that this is a sharp-looking SUV for modern-day buyers, besides which, the Victoris has helped the midsize SUV segment come of age with its packaging. I chose its AllGrip version to head to Jawai, knowing well that I would need to tread beyond tarmac there, though Maruti Suzuki also offers the Victoris as a Strong Hybrid SUV which boasts an ARAI-certified fuel efficiency of 28.65kmpl, the highest for a petrol SUV. The Victoris also comes with a segment-first, underbody CNG tank in the S-CNG version which ensures boot space is not compromised, adding to its appeal. More importantly, the Victoris has scored five stars in Global NCAP and Bharat NCAP safety tests, making it one of the safest midsize SUVs. 

The Victoris is Maruti Suzuki’s first SUV to achieve the score, thanks to its strong focus on safety. This includes a more strengthened Heartect platform, six airbags as standard, electronic stability control, ISOFIX anchors, 3-point seatbelts for all occupants and pedestrian protection. It is also equipped with one of the most spacious and premium cabins in its segment, helping it score brownie points with buyers further. The dual-tone, black and off-white theme, abundance of soft-touch materials and high quality plastics help the interiors look stylish and sophisticated. Effectively, its interiors help the Victoris feel closer to premium SUVs from a segment above. The seats are wrapped in leatherette and besides being supremely comfortable they also accentuate the cabin’s spaciousness. 

One of the biggest strengths of the Victoris though is its feature list, which ensures the Victoris has got it all. Its sunroof is among the largest panoramic sunroofs, not just thanks to the size of the sunroof, but also how large its opening is. A unique mechanism has even the rear glass panel slide backwards when you open it, ensuring the opening is the largest, not just in the midsize SUV segment but also as compared to SUVs in higher segments. The Victoris also comes with a 10.25-inch instrument cluster display and a crisp, 10.1-inch infotainment screen that runs SmartPlay Pro X and has a very slick interface, both aimed at enticing tech-savvy buyers. The infotainment system supports wireless Apple CarPlay and Android Auto and gets OTA updates too, besides being your gateway to the SUV’s excellent 360-degree view system.

The Victoris is also the first midsize SUV to get a high-end, 8-speaker music system from Infinity by Harman with Dolby Atmos. It makes for an immersive audio experience, offering the feel of a theatre-on-wheels and was proving to be an excellent companion on my road trip. You also get 64-colour ambient lighting to suit your mood, along with ventilated front seats, an electrically adjustable driver’s seat and an electrically operated tailgate, enhancing the SUV’s premium quotient. The Victoris is also the first Maruti Suzuki SUV to be equipped with Level 2 ADAS features including Automatic Emergency Braking, Adaptive Cruise Control, Lane Keep Assist, High Beam Assist and more, helping it feel safer and adding to comfort. 

Speaking of which, the Victoris is excellent when it comes to highway comfort, not only thanks to its excellent seats but also the suspension setup which helps it offer a plush ride quality and reduces fatigue on long drives. This is besides its impressive handling courtesy the well-tuned suspension and well-weighted steering that add to its highway manners. But as I got to Jawai, driving conditions changed, with the highway making way for some narrow lanes. The Victoris offered excellent confidence there too, helping me drive without a hitch and felt nimble and compact, just like the big cats I had come to see. Soon, I found myself running out of tarmac though. A few locals suggested that only dedicated 4×4 off-roaders used for the leopard safaris make it to the vantage points, but I was confident of the Victoris’ AllGrip system helping me.

Its off-road abilities help the Victoris stand out as a midsize SUV, and it is a classic example of how looks can be deceptive. Additionally, its ground clearance stands at 210mm, among the highest in its class, besides which it also has excellent approach and departure angles and runs on 17-inch wheels. The AllGrip system was doing a brilliant job of transferring and managing the torque being sent to all four wheels, and was making my off-roading session a piece of cake. The Victoris was thus taking me to places you would only expect SUVs with a low range transfer case to get to, which is the magic of Maruti Suzuki’s engineering! As I got to a vantage point, I spotted two leopards in the distance. I wasn’t expecting to spot them as easily, but the excellent handling of the Victoris and its AllGrip system had made the task easier than expected. In fact spotting the leopards had proved to be easier than trying to spot tigers or lions in national parks, which is what makes Jawai special. That said, I also feel leopards are more special than tigers and lions, given how strong, yet lean and athletic they are. 

But there’s more to Jawai than just the leopards. Many say it is perfect for extreme off-roading thanks to its massive rocks. And the ultimate prize there is a steep hill, which has been conquered only by SUVs with 4×4 systems. I had little doubt about the Victoris being able to make it to the top of the hill though, as it had proved its abilities to me already. And as I ascended  the hill I broke into a smile, not only given how easily it was climbing up the hill, but also because the Victoris was reminding me of the lightness, swiftness and agility of the leopards I had just spotted. The view from the top was also one to savour, and I ended up spending a few minutes there to simply soak in the beauty of the region. Before heading back down, I couldn’t help but reflect on my trip to Jawai in the Victoris. Because not only is the SUV perfect for explorations and road trips with its features and comfort, it can also take you places by adapting to different conditions. Yes, the Maruti Suzuki Victoris is an SUV that has got it all!  

The post Special Feature: Unchartered Territory – Driving the Maruti Suzuki Victoris to Jawai first appeared on Turbocharged.