Safari DIcor 2.2 VTT is born

The new engine is mated to a five-speed gearbox, with a new, sporty gear lever. Tata recently displayed a EURO 4 compliant 2.2-litre DiCOR engine with 140 PS (103 kW) and 320 N·m (236 ft·lbf) of torque at the 2006 Bologna Motor Show It was launched on October 5, 2007. It has some improved interior features like two-tone upholstery and leather seats. The high end version of the Safari comes with full safety features like airbags and ABS with EBD

Safari gets a new 3 Ltr engine under its hood

The Safari was extensively modified in August 2005, which included the addition of a new 3-litre DiCOR engine along with modified interiors and exteriors. This 3-litre engine is the first diesel engine from Tata Motors with common rail technology. A 2-litre petrol engine was also added to the range that same year. It was this modified version that won the Motor Forum's Car of the Year for 2007, in the SUV category. Voted by the users, it beat out rivals such as the Toyota RAV 4, Land Rover Freelander and Honda CRV

Issues with TATA safari engine

The main issue with the Safari is that it is quite a heavy vehicle; it tilts the scales at 2115 kg (4663 lb) (ker); adding an extra 110 kg (243 lb) for the 4WD variant. The consequence of that is though the engine specifications sound great on paper — 30 kgf·m (290 N·m) of torque at 1600 rpm is decent by any standards — it is not a great leap in terms of outright performance

TATA safari

The Tata Safari is an SUV produced by Tata Motors of India. It is the first SUV to be designed, developed and manufactured entirely in India. The Safari is said to deliver almost the same power and torque as the Mitsubishi Pajero, but available at 60% of the Pajero's price (although this hasn't been thoroughly confirmed). It was released in 1998 with a 1.9-litre Turbo Diesel engine.

Launched in 1998 in Turbo Diesel form, the Safari had 87 PS (64 kW) power. It came with a synchromesh forward five-speed gearbox, with a 4X4 option. However, it was regarded to be grossly underpowered, with a heavy body rollover.

Inside F1 2008 season sporting regulations

A number of changes to both the Sporting and Technical Regulations have been made by the FIA for the 2008 Formula One season.

Traction and launch control
Traction control - systems which prevent the rear wheels spinning if a driver applies too much power - are no longer permitted. This will place more emphasis on driver skill and should lead to more overtaking, as drivers are more likely to make mistakes. Similarly, systems that help the driver hold the clutch at a specific point to ensure an optimal getaway at the race start, have been outlawed.

Electronic Control Units (ECUs)
From 2008, all teams must use a standardised, FIA-approved ECU to control their cars' electronics. AS well as providing a more level playing field in this area of development, the new ECU - which must run FIA-approved software - will allow the FIA to monitor the cars' performance more closely.

Engine changes
As in 2007, drivers must use the same engine for two consecutive events, an event comprising final practice, qualifying and the race. If that engine fails in final practice or qualifying and has to be changed ahead of the race, the driver will be given a grid penalty - 10 places if the change was made before qualifying, or the back of the grid if it was made following qualifying.

However, in an amendment for 2008, each driver is allowed one ‘free’ change per season, unless that change takes place at the final round. In other words, he will not incur a penalty for his first engine failure of the year, as long it is not at the last event.

Gearboxes
In a bid to further improve reliability and cut costs, gearboxes must now last for four consecutive events. As with engines, an event comprises final practice, qualifying and the race. Every unscheduled gearbox change will require the relevant driver to drop five places on the grid at that meeting. If a driver fails to finish a race, he may start the next meeting with a new gearbox without incurring a penalty.

Qualifying
In a very slight tweak to the familiar knockout qualifying format, the duration of Q1 has been increased from 15 to 20 minutes, while that of Q3 has been cut from 15 to 10. Q2 remains 15-minutes long. Furthermore, cars participating in Q3 will no longer get back the fuel used in that session - they must now start the race with whatever fuel was left in the car at the end of qualifying, thus eliminating the need for the infamous 'fuel-burning' phase at the start of Q3.

Cockpit safety
One of the slightly more visible differences to the cars this season will be an increase in the height of the cockpit padding - and hence the cockpit sides - on either side of the driver’s helmet, a change that has been implemented to further increase head protection in the event of an impact.

Biofuel
As part of moves to make Formula One racing ever more environmentally friendly, the FIA has introduced a new rule governing fuel. From 2008, at least 5.75 percent of all fuel must contain biomatter and, as a result, all cars must be designed to be biofuel compliant.