Does ADV makes sense as a Daily Driver? ft. Royal Enfield Guerrilla 450

The Indian motorcycle market is diversifying rapidly. Young consumers are choosing ADVs over roadsters and commuters for their versatility and go-anywhere nature. However, the question that arises the most while purchasing one is whether an ADV makes sense as a Daily Driver?

While offroading and adventure touring have been gaining popularity lately, these trips don't last more than a month in a stretch. Besides those 30 days of joyriding, most ADVs spend time in cities. Are ADVs only meant to slog through hours of mindless traffic congestion and pothole-ridden roads throughout the year? Do their abilities become overkill when commuting?

The simple answer to that is yes. While some may argue about the situations where ADVs prove their superiority over other motorcycles. Situations such as a sudden pothole while going fast or need to go through flooded areas in monsoons. However, one has to remember that such situations are rare. Also, both commuters and roadsters are capable of tackling them, albiet with a bit more effort.

In my opinion, ADVs have been glorified more than needed in the past few years. Especially by people going on trips to Leh and Ladakh. Sure the convenience of higher ground clearance and bigger wheels come in handy, however, several people have done those trips even on scooters, cruisers, and low-capacity commuters.

Apart from capabilities, one has to pay a hefty premium to acquire an ADV in the first place. Further adding to the cost are the accessories such as a top box, saddle bags, sturdier crash guards, jerry can holders, and a few others, all of which can easily be fitted to a roadster as well. 

From my personal experience of riding with saddle bags on Dominar 400 (both in the city and on highway runs) felt more comfortable than being on a RE Himalayan 411 or KTM ADV range. I was able to tackle bad roads, no roads, loose surfaces, rocky patches, and even slush to a certain extent on the D400, never feeling nervous once. A few friends of mine did those kinds of rides on RE's Meteor and Classic 350s with all types of luggage onboard.

There is no doubt that the new Himalayan 450 is a gem of a machine, most buyers will not be able to do those offroad runs more often. While it may emerge as a status symbol, the majority of these riders will actually be better off with the new Guerrilla 450. Why you ask?

Firstly, with 17-inch wheels, the Guerrilla 450 will be much nimbler in traffic. Secondly, lower seat height will further aid riders with short stature. Also, with a much lighter kerb weight, the Guerrilla will be easier to move around than the Himalayan in crowded parking lots. The lower weight will also aid in better fuel efficiency. Also, with a starting price tag of around Rs. 2.9 lakh (on road, Thane), the Guerrilla is roughly Rs. 66,000 cheaper than the base Himalayan model (Rs. 3.56 lakh, on road, Thane).

For that amount, one can purchase a lot of accessories and still save enough money for fuel for a few months. Or better, even invest it wisely to gain good returns. Sure the Guerrilla may have a few shortcomings over the Himalayan. However, those can easily be overlooked, considering what the motorcycle brings to the table.

I don't expect everyone to have the same opinion as mine. However, I do advise one to find out their needs with the motorcycle rather than trying to follow the market trend. Also, make sure you take a test ride before going ahead with the purchase. As your opinion on a motorcycle's handling may differ from the automotive journalist you follow. It all boils down to your needs from the bike. If your criteria are fulfilled and the bike feels right when testing, then go for it.

On a personal note, I've been waiting for something like the Guerrilla 450 for a while now. Loved the Sherpa engine, but Himalayan was never going to be my choice. I'm more of a roadster/power cruiser kind of rider.

Hybrid Vehicles - Alternative to BEV

Not all vehicles are fuel-efficient and green at the exact same time. That’s why most car customers typically must decide whether they would like a hybrid or a gasoline vehicle.

While a gas-fuel car is the most common conventional option, hybrid-based cars are gaining reputation in recent times. This is largely due to their superior gas efficiency and all types of advantages over a standard gas engine. 

Of course, each of these cars has its very own of pros and cons, based upon its capability, maintenance, and typical benefits. 

What Is A Hybrid?

Automobile buyers need to understand the fundamental features of a plug-in hybrid vehicle prior to deciding. An electric automobile utilizes a combination of gasoline and electric power to incorporate propulsion in order to supply boosted fuel performance. The main advantages of an electric motor include comparatively less fuel usage and reduced CO2 pollution than a traditonal gasoline or diesel-engine car, or SUV. The lastest kinds of plug-in hybrid electric automobiles are the best environment-friendly cars, featuring a much-improved eco-friendly engine.

There are 3 types of plug-in hybrid cars

Parallel Hybrid Vehicles:

Most typical hybrids that function either directly with the electric engine alone or make use of both power sources together.

Range Extended Hybrid Cars:

These cars use their fuel engine to produce power to perpare the electric motor to work. Cars with a Range Extended Hybrid engine can drive just on electrical power with more battery capability to sustain its strong hybrid-electric engine. 

Plug-In Hybrid Cars:

These hybrid engines provide you the choice to charge batteries by linking into an electric outlet and can be recharged on the move as well. While these vehicles follow the same driving mechanism of an electical automobile, they still have a traditional engine with a bigger battery than the other two hybrid-electric vehicle choices.

How Do Hybrid Cars Operate?

A hybrid-electric car features a gasoline-based traditional engine, an electric motor, and a hybrid-electric battery. All 3 sorts of aforementioned hybrid vehicles, despite having a plug-in hybrid engine, operate in different ways.

While some hybrid automobiles use their gas engine to produce power for charging the electirc motor, some variants use both the sources side-by-side to attain substantially higher mileage.

Benefits Of Plug-In Hybrid Cars

The benefits of using an electric-hybrid vehicle are not limited to environmental benefits only. Here is a list of the best benefits of a hybrid-electric car.

1. Superior combined mpg than gas automobiles.

2. No harmful gas release and environment-friendly.

3. Selection of power settings, varying from eco to power for maximum performance.

Should I buy one?

Whether to get a hybrid automobile or a gasoline one absoulutely depends upon your requirements and preferances. With an electric-hybrid vehicle, you will certainly obtain the most to take advantage of the mileage. Nevertheless, electric-hybrids are created to offer optimum fuel performance and significantly less damaging emissions. 

The only catch in India is that we have Mild-hybrids systems available in small to mid capacity vehicles, and very few Proper Hybrid available in prices north of Rs. 40 Lacs

If, however, your are tyring to find a high speed vehicle, then a fuel version may best suit your interest.

Helmet - one hell of an issue

The government of India has applied the ban. Today, if someone is found selling or manufacturing a non-ISI certified helmet, then they will have to face the consequences – in this case it will be imprisonment for a year, fine of Rs 1 lakh or both. This order was given out in November 2018, thereafter in 2019 certain rules were laid out for the same. All the helmets sold in India will now have to meet the BIS quality requirements. The traffic cop has every right now to challan a rider if he or she isn’t wearing an ISI-certified helmet. Moreover, the fact that the BIS standards are quite similar to the international DOT, ECE could be something that may be lost on the enforcers. The 2018 ruling meant that someone with an ARAI or Shoei helmet is actually using an illegal helmet in India.

Does this mean someone wearing an imported helmet could be asked to pay a fine by the traffic police? Yes, they will be fined but our traffic cops are so burdened that sometimes even those not wearing a helmet are not challaned. If we talk of getting challaned via a CCTV camera, then it is very rare wherein the certification of the helmet will be visible in a grainy image. Bottom line is that every helmet that is worn today, irrespective of when it was bought, has to have an ISI certification. Currently, most of the superbike showrooms do not stock high-end helmets. If you take Triumph for example, the British manufacturer has stopped selling helmets altogether in the country. When the talks of non-ISI helmets being banned started in late 2018, these dealerships were left saddled with unsold stocks of costly helmets. Unsold inventory is obviously not good news, especially because a huge amount of money is at stake.

While international-spec helmets are usually considered superior due to the extensive tests conducted on them, the government of India is likely looking to promote local makes. Or rather, the Make-In-India policy. Through this, more employment will be generated in our market and exports of the India-made helmets could also happen on a larger scale. Reducing road accident deaths too is a major motto, with the India-make helmets working out to be affordable than the imported ones. Few states had ordered motorcycle companies to provide two helmets with every bike purchase. How religiously this is being followed or do the riders actually wear them is a question to which you and I know the answer to.

Heart of The Matter!!!

Chapter 8:

As we ended the last chapter, one particular memory came flashing in my head. It was of a particular event that made 'Mumbai' standstill for nearly 4 days. That was the very fateful day of 26th July 2005. Massive floods that had engulfed Mumbai & it's suburban areas in water, some almost neck deep. I was in school when the flooding began & since we were the senior students, we were tasked with taking the kids to safety through almost 2.5 feet to 3 feet of water that flooded our school ground. My Dad was back home from his Project, just a day before, Jetlagged. Even in that situation, he kept is calm & went to pick up my Mom from her office premise near Tekdi Bungalow area in Thane. The office was in an elevated level, hence did not face any trouble of flooding, but that was not the case with the areas around it. Some areas had almost 550-600mm of waterlogged. Such depths are enough to test some of the "so-called" SUV's of the current generation. That day, he not only had to risk driving through the waterlogged areas covering 200-250 meter stretches of dense, unclear water but also navigate through the field of cars stalled due to water. He did this because he had complete trust in our GreyGhost, Daewoo's Cielo (2000-2004).

 

The situation was such where either we could have made it through or could have ended like the endless cars around, Stalled & Rendered useless in the water. We made it through, but with damaged Brake Calipers. Lucky enough I would say. When home, I asked him why he took the risk of going through, as even new cars were completely damaged in the water? His reply was that he completely trusted the 1.5L 16V A15MF Engine manufactured by GM. He knew that it was as reliable as his Own Heart & would not give up in such a situation. He also added that the Love we provide to our GreyGhost over the years, made sure that she pulled us out of danger, after all, she was our first car in our family & we loved her like a family member.

 

When it comes to Cars or Bikes, The heart is what matters the most. Heart in this case is the Engine. Engines have pushed the vehicle from being completely relied on animals for movement to being self-propelled.

 

The most common type of engine is Petrol or Gasoline Powered engine. The first practical petrol engine was built in 1876 in Germany by Nicolaus August Otto. Various scientists and engineers contributed to the development of internal combustion engines. In 1791, John Barber developed a turbine. In 1794 Thomas Mead patented a gas engine. Also, in 1794 Robert Street patented an internal-combustion engine, which was also the first to use the liquid fuel (petroleum) and built an engine around that time. In 1798, John Stevens designed the first American internal combustion engine. In 1807, French engineers Nicéphore and Claude Niépce ran a prototype internal combustion engine, using controlled dust explosions, the Pyréolophore. This engine powered a boat on the Saône river, France. The same year, the Swiss engineer François Isaac de Rivaz built and patented a hydrogen and oxygen powered internal-combustion engine. The fuel was stored in a balloon and the spark was electrically ignited by a hand-operated trigger. Fitted to a crude four-wheeled wagon, François Isaac de Rivaz first drove it 100 meters in 1813, thus making history as the first car-like vehicle known to have been powered by an internal-combustion engine. In 1823, Samuel Brown patented the first internal combustion engine to be applied industrially in the U.S., one of his engines pumped water on the Croydon Canal from 1830 to 1836. He also demonstrated a boat using his engine on the Thames in 1827, and an engine-driven carriage in 1828. Father Eugenio Barsanti, an Italian engineer, together with Felice Matteucci of Florence invented the first real internal combustion engine in 1853. Their patent request was granted in London on June 12, 1854, and published in London's Morning Journal under the title "Specification of Eugene Barsanti and Felix Matteucci, Obtaining Motive Power by the Explosion of Gasses". In 1860, Belgian Jean Joseph Etienne Lenoir produced a gas-fired internal combustion engine. In 1864, Nicolaus Otto patented the first atmospheric gas engine. In 1872, American George Brayton invented the first commercial liquid-fueled internal combustion engine. In 1876, Nicolaus Otto, working with Gottlieb Daimler and Wilhelm Maybach, patented the compressed charge, four-stroke cycle engine. In 1879, Karl Benz patented a reliable two-stroke gas engine. In 1892, Rudolf Diesel developed the first compressed charge, a compression ignition engine. In 1926, Robert Goddard launched the first liquid-fueled rocket. In 1939, the Heinkel He 178 became the world's first jet aircraft. In 1954 German engineer Felix Wankel patented a "pistonless" engine using an eccentric rotary design.

 

Continued......

Moving On It's Own.

Chapter 7:

Continued......

 

Automatic

 

Most modern North American and some European and Japanese cars have an automatic transmission that selects an appropriate gear ratio without any operator intervention. They primarily use hydraulics to select gears, depending on pressure exerted by fluid within the transmission assembly. Rather than using a clutch to engage the transmission, a fluid flywheel, or torque converter is placed in between the engine and transmission. It is possible for the driver to control the number of gears in use or select reverse, though precise control of which gear is in use may or may not be possible.

 

Automatic transmissions are easy to use. However, in the past, some automatic transmissions of this type have had a number of problems; they were complex and expensive sometimes had reliability problems which sometimes caused more expenses in repair, have often been less fuel-efficient than their manual counterparts due to "slippage" in the torque converter, and their shift time was slower than a manual making them uncompetitive for racing. With the advancement of modern automatic transmissions, this has changed.

 

Attempts to improve the fuel efficiency of automatic transmissions include the use of torque converters that lock up beyond a certain speed or in higher gear ratios, eliminating power loss, and overdrive gears that automatically actuate above certain speeds. In older transmissions, both technologies could be intrusive, when conditions are such that they repeatedly cut in and out as speed and such load factors as grade or wind vary slightly. Current computerized transmissions possess complex programming that both maximizes fuel efficiency and eliminates intrusiveness.

 

This is due mainly to electronic rather than mechanical advances, though improvements in CVT technology and the use of automatic clutches have also helped. A few cars, including the 2013 Subaru Impreza and the 2012 model of the Honda Jazz sold in the UK, actually claim marginally better fuel consumption for the CVT version than the manual version.

 

For certain applications, the slippage inherent in automatic transmissions can be advantageous. For instance, in drag racing, the automatic transmission allows the car to stop with the engine at a high rpm,  known as the "stall speed" to allow for a very quick launch when the brakes are released. In fact, a common modification is to increase the stall speed of the transmission. This is even more advantageous for turbocharged engines, where the turbocharger must be kept spinning at high rpm by a large flow of exhaust to maintain the boost pressure and eliminate the turbo the lag that occurs when the throttle suddenly opens on an idling engine.

 

I know that I got a lot Technical for a while, but getting the technical baggage out was also necessary, as I feel that every one of us should understand the Core associated with any cars and bikes available today.

 

My goal through my blogs are not merely to assist you guys in making the right decision with your Car or Bike, but also make you aware of what it takes to keep it going through.

 

Through my personal experience, I can say one thing with utter Confidence, "If you love your Car/Bike like you love yourself, She will never betray you in your entire Lifetime". The passion & energy you pour in her, she returns you in the time of your need, by taking all the damage on her. Respect her, Try to feel her Heartbeat sync with your Own. That moment when you and your machine becomes one is the most rewarding moment for any Driver's/Rider's Life. These are the moments that we live for.

 

Since we are ending this chapter on our Heart, Let's start the next one with our Machines Heart.......

Keep on Moving!!!

Chapter 6:

Continued......

 

Automated manual / Semi-automatic, also called Automated-clutch manual, this is a hybrid form of transmission with an integrated electronic (electromechanical, electro-hydraulic, or electro-pneumatic) control system handling manipulation of the clutch automatically, but the driver can and still may be required to take manual control of gear selection. Most modern automated manuals with automated clutches can operate as conventional automatics transmissions in a fully automatic driving mode, removing the need for the driver to take any manual control of the gear selection. This is sometimes erroneously called a clutchless manual or a semi-automatic transmission. 

 

Modern automated manuals can simply and best be described as a standard manual transmission, with an automated clutch, and automated clutch and gear shift control. Many of these transmissions allow the driver to fully delegate gear shifting choice to the control system, which then effectively acts as if it was a regular automatic transmission. They are generally designed using manual transmission "internals", and when used in passenger cars, have synchromesh operated helical constant mesh gear sets.

 

Semi-automatic transmissions are conventional manual transmissions, usually operated with an automatic clutch or another kind of partially automatic transmission mechanism. However, they require full driver control of the manual gear selection, i.e., they are partially automatic, and partially operated manually, by hand. The driver must manually operate and is required to shift through the gear ratios via the H-pattern shifter. An example of this transmission type in automobiles is the VW Autostick semi-automatic transmission, a conventional 3-speed manual transmission, with a vacuum-operated automatic clutch, and an H-pattern shifter. Conventional semi-automatic transmissions do not have an automatic mode, unlike the more modern automated manual transmissions, which is an automatic transmission type containing both manual and automatic shifting modes, and use computerized gear shift and clutch control. Modern automated manuals are essentially automatic transmissions, which use the internal mechanical build and design of a manual transmission, but everything is electro-hydraulically operated. A clutch is also used in place of a torque converter, like in a manual transmission.

 

A dual-clutch transmission alternately uses two sets of internals, each with its own clutch, so that a "gearchange" actually only consists of one clutch engaging as the other disengages providing a supposedly "seamless" shift with no break in or jarring reuptake of power transmission. Each clutch's attached shaft carries half of the total input gear complement with a shared output shaft, including synchronized dog clutch systems that pre-select which of its set of ratios is most likely needed at the next shift, under command of a computerized control system.

 

There are also sequential manual transmissions that use the rotation of a drum to switch gears, like what is used on a fully manual motorcycle transmission. These can be designed with a manual or automatic clutch system and may be found both in automobiles particularly Track and Rally Race cars, motorcycles and quadbikes and scooter with centrifugal clutch.

 

Continued......

Ways Through Which We Move Along.

 Chapter 5:

 Not all of us move at the same pace. Some of us are too quick while some of us take our own time to get moving along. This is nature’s way of programming, which is necessary for us to survive.

 Imagine us all programmed to move at the same speed (Top Gear), even though we all have different hearts (Engine). Not everyone is made that Torquey enough to break inertia, even in the highest gear.

Some will stall, some will judder, some unique ones will get a move on. But in that process, the fuel consumed will make no sense to our environment, our society.

 For our society to function, we required all its Cogs to move in a synchronous, harmonic way. Which means that we need different programming for every one of us, same way each and every Engine requires a transmission suited to its needs. That's how we come to different types of transmission available around us.

 Manual transmissions come in two basic types:

 

·        A simple but rugged sliding-mesh or unsynchronized/non-synchronous system, where straight-cut spur gear sets spin freely, and must be synchronized by the operator matching engine revs to road speed, to avoid noisy and damaging clashing of the gears

 

·        The now ubiquitous constant-mesh gearboxes, which can include non-synchronized, or synchronized/synchromesh systems, where typically diagonal cut helical, or sometimes either straight-cut, or double-helical gear sets are constantly "meshed" together, and a 'dog clutch' is used for changing gears. On synchromesh boxes, friction cones or "synchro-rings" are used in addition to the dog clutch to closely match the rotational speeds of the two sides of the declutched transmission before making a full mechanical engagement.

 The former type was standard in many vintage cars (alongside e.g. epicyclic and multi-clutch systems) before the development of constant-mesh manuals and hydraulic-epicyclic automatics, older heavy-duty trucks, and can still be found in use in some agricultural equipment.

 The latter is the modern standard for on- and off-road transport manual and automated manual transmission, although it may be found in many forms, non-synchronized straight-cut in racetrack or super-heavy-duty applications, non-synchro helical in the majority of heavy trucks and motorcycles and in certain classic cars the Fiat 500, and partly or fully synchronized helical in almost all modern manual-shift passenger cars and light trucks.

 Manual transmissions are the most common type outside of North America and Australia. They are cheaper, lighter, usually give better performance, but the newest automatic transmissions and CVTs give better fuel economy.

 Some manual transmissions have an extremely low ratio for first gear, called a creeper gear or granny gear. Such gears are usually not synchronized. This feature is common on pick-up trucks tailored to trailer-towing, farming, or construction-site work. During normal on-road use, the truck is usually driven without using the creeper gear at all, and second gear is used from a standing start.

 Some off-road vehicles, most particularly the Willys Jeep and its descendants, also had transmissions with "granny first's" either as standard or an option, but this function is now more often provided for by a low-range transfer gearbox attached to a normal fully synchronized transmission.

 Continued......

 

Let's Do Some Burnouts!!!

Chapter 4: 

"Every day is a new day" a saying that makes sense, for us all. Each day we wake up, it requires us to exert different levels of energy, to go about the day. Each task has its own requirement and rewards. Each task takes something from us and puts it to use in our own realities. Each task has its own pace requirement, which is fulfilled by our bodies, by selecting 'the Right Gear at the Right Time'.

 

What it means when we say that, is that even though our body has the capability to go a lot higher, faster, if going that way unnecessarily, it will wear us out and make us use our energy in a very inefficient way.

 

Same goes with our Beloved Vehicles. What good is it, if we keep on doing burnouts every time we want to move on? We need some sort of modulation, some form of control between Axle/Differential and Engine.

 

That is where a transmission comes in play. By definition, a transmission is a machine in a power which provides controlled application of the power. Often the term 5-Speed transmission refers simply to the gearbox that uses gear and gear trains to provide speed and torque conversions from a rotating power source to another device. In British English, the term transmission refers to the whole drivetrain, including clutch, gearbox, Driveshaft (for rear-wheel drive), differential, and final drive shafts. In American English, however, the term refers more specifically to the gearbox alone.

 

The most common use is in a motor vehicle, where the transmission adapts the output of the engine to the drive wheels. Such engines need to operate at a relatively high rotational speed, which is inappropriate for starting, stopping, and slower travel. The transmission reduces the higher engine speed to the slower wheel speed, increasing torque in the process. Transmissions are also used on pedal bicycles, fixed machines, and where different rotational speeds and torques are adapted. Often, a transmission has multiple gear ratios or simply "gears" with the ability to switch between them as speed varies. This switching may be done manually by the driver or automatically. Directional, that is forward and reverse control is also provided. Single-ratio transmissions also exist, which simply change the speed and torque (and sometimes direction) of motor output.

 

In motor vehicles, the transmission generally is connected to the engine crankshaft via a flywheel or clutch or fluid coupling, partly because internal combustion engines cannot run below a particular speed. The output of the transmission is transmitted via the driveshaft to one or more differentials, which drives the wheels. While a differential may also provide gear reduction, it's primary purpose is to permit the wheels at either end of an axle to rotate at different speeds, essential to avoid wheel slippage on turns, as it changes the direction of rotation.

 

Like life, we can keep on moving ahead smoothly, if we are in ' the Right Gear at the Right Time'. Sure, burnouts feel good from time to time, constantly starting with burnout not only consumes our tyres(body) but also our precious fuel(energy) and start slowly breaking down our Engine Blocks (Heart & Mind).

 

No matter how much fun it can be, what good it is, if we cannot extract our full potential and stretch out for those precious extra miles which matter at the end of our journey.

 

Even though I said " let’s do some burnouts", let us all "do that responsibly".

From Rocks to Roll.

Chapter 3: 

 

As we talked about Wheels last time, the thought grew deeper, no matter how important invention the wheel was, alone it was useless. The wheel is more like the 'Jack of all trades and Master of None'. We have an existence of wheel since early stages of Stone Age, but the use of the wheel as a mode of transportation dates back to 4200-4000 BC.

 

One of the first applications of the wheel to appear was the Potter's wheel, used by prehistoric cultures to fabricate clay pots. The earliest type, known as "tournettes" or "slow wheels", were known in the Middle East by the 5th millennium BC. One of the earliest examples was discovered at Tepe Pardis, Iran, and dated to 5200–4700 BC. These were made of stone or clay and secured to the ground with a peg in the center but required significant effort to turn. True potter's wheels, which are freely-spinning and have a wheel and axle mechanism, were developed in Mesopotamia (Iraq) by 4200–4000 BC. The oldest surviving example, which was found in Ur (modern-day Iraq), dates to approximately 3100 BC.

 

Evidence of wheeled vehicles appeared by the late 4th millennium BC. Depictions of wheeled wagons found on clay tablet pictographs at the Eanna District of Uruk, in the Sumerian civilization of Mesopotamia, are dated between 3700–3500 BC. In the second half of the 4th millennium BC, evidence of wheeled vehicles appeared near-simultaneously in the Northern Caucasus (Maykop culture) and Eastern Europe (Cucuteni–Trypillian culture). Depictions of a wheeled vehicle appeared between 3500 and 3350 BC in the Bronocice clay pot excavated in a Funnelbeaker culture settlement in southern Poland. In nearby Olszanica, a 2.2 m wide door was constructed (2.2 wide doors were constructed) for wagon entry; this barn was 40 m long and had 3 doors. Surviving evidence of a wheel–axle combination, from Stare Gmajne near Ljubljana in Slovenia (Ljubljana Marshes Wooden Wheel), is dated within two standard deviations to 3340–3030 BC, the axle to 3360–3045 BC. Two types of early Neolithic European wheel and axle are known; a circumalpine type of wagon construction (the wheel and axle rotate together, as in Ljubljana Marshes Wheel), and that of the Baden culture in Hungary (axle does not rotate). They both are dated to 3200–3000 BC. Historians believe that there was a diffusion of the wheeled vehicle from the Near East to Europe around the mid-4th millennium BC.

 

The mechanical advantage of a simple machine like the wheel and axle is computed as the ratio of the resistance to the effort. The larger the ratio the greater the multiplication of force (torque) created or distance achieved. By varying the radii of the axle and/or wheel, any amount of mechanical advantage may be gained. In this manner, the size of the wheel may be increased to a convenient extent. In this case, a system or combination of wheels (often toothed, that is, gears) are used. As a wheel and axle is a type of lever, a system of wheels and axles is like a compound lever.

 

Got a bit, sorry, a lot technical didn't I. Bear with me for another chapter, as we have now got the wheel rolling. And as they say, " Life.....it keeps rolling on."

Round and Round with the Wheel

Chapter 2:

 

As I was moving around through some old memories, a thought kept jumping in my mind...…."How did a Wheel come into Existence?"

A simple thought, yet the answer to which generates interest in every human who has encountered a wheel.

The wheel, as historian says, was invented roughly in 3500 BC. As Humans evolved in the Palaeolithic era, they discovered that heavy, round objects could more easily be moved by rolling them than bulky, irregular ones. The realisation was made that some heavy objects could be transported if a round object such as a fallen tree was placed underneath and the heavy object rolled over it. However, diagrams on ancient clay tables suggest the wheel did not materialise for thousands of years until a potter’s wheel was used in Mesopotamia (modern-day Iraq) in 3500 BC.

The oldest wooden wheel discovered so far was found in Ljubljana, Slovenia and is believed to date back to about 3200 BC. It was about the same time that the wheel was first used for transportation on chariots. With a need for greater speed and manoeuvrability, the Egyptians created the spoked wheel around 2000 BC, while Celtic chariots a millennium later employed iron rims for greater strength. However, the wheel remained largely unimproved until the 19th Century when Robert William Thompson invented the pneumatic tyre, a rubber wheel using compressed air which paved the way for automobile and bicycle tyres.

The idea of the wheel may have been influenced by Nature, as many inventions are. The closest evidence to a wheel in nature is the home of a Dung Beetle. Dung Beetle lay their eggs in dung and transport it by rolling it into a ball. Another wheel found in nature is the tumbleweed.

By Pradnesh Shankar Naik.

 

Chapter 1: Breaking into old memories.

 

Machine has been an integral part of Man's evolution from the primal state of to a being that is now known as Homo Sapiens. Earlier in life, it was a plane bow and arrow, but as we evolved these machines started taking various forms like a hardworking tractor or mind-numbingly fast supercomputers.

 

But while life progress on Top Gear, we tend to forget the single-most greatest invention….'The Humble Wheel'.

 

The wheel single-handedly pushed the boundaries of man from Hunting and Gathering to the modern trade we now take for granted. The wheel is such a unique machine that it can connect with every person on this planet, almost every being born in today's time has encountered a wheel at least once.

 

My exact memory with a wheel, rather 4 of them, was with a beautiful vehicle called Premier Padmini. Manufactured in India from 1964 to 2000 by Premier Automobiles Limited under the License of FIAT Spa, it was a carburetted 1,089-cc four-cylinder petrol engine, rather than the 1,221-cc engine fitted to the GranLuce in Italy. With a 10.8:1 compression ratio, it created 47 bhp at 4,800 rpm with a maximum torque of 71 Nm at 3,000 rpm. The original transmission was a four-speed manual gearbox (without synchronized first gear), which drove the rear wheels via a live rear axle. Its shifter was mounted on the left of the steering column. Weighing 895 kg, its top speed was 130 km/h.

 

The beauty that I remember was an artic white, decorated tastefully by chrome garnishing around her waistline. My uncle had bought the one with the bench, rather sofa seats of the era. She was never a screamer like many of the golden oldies of the era. But it had a very tasteful whine from its rather reliable and easy to live with engine. Its note was throaty and it pull was linear, was rather surefooted for the era and with its lightweight and sturdy chassis, it can still give a run for their money to some of our current day entry-level vehicles.

 

It was one of the things which gave me immense pleasure whenever I was around her. I believe that was the starting point of my obsession with cars. While I sat today, sipping my favourite coffee, enjoying the calm breeze, that moment passed through my mind……..maybe it was that beautiful lady, trying to convince me to pen down my thoughts, my moments, my experiences with the various beauties and beast I have been able to encounter in the short span of my time on this planet earth……as a journal that maybe I can pass onto my children or to like-minded enthusiasts like me. Someone who gets excited by anything and everything related to cars……….