Both the Fiat Linea and Ford Fiesta offer unique attributes which make them very desirable cars.

The increasing competition in the C-segment has led to almost every manufacturer launching a vehicle in this segment. While most vehicles have tasted moderate success, there are two cars which never really took off, the new Ford Fiesta and the Fiat Linea. Both these cars are very similar yet different, they sell less than 200 units a month and are highly under-rated. Both are splendid in their own way but the Fiesta’s poor sales can be blamed to pricing, while Linea’s lackluster market performance can be attributed to poor dealership support. Either way, the Linea and Fiesta are cars for the enthusiasts and we pit them against each other in the battle of the underdogs.

Exteriors – Both the Fiat Linea and Ford Fiesta are stunning looking cars. While the Linea comes off as elegant, the Fiesta is more towards the sporty side. The 2012 Fiat Linea gets increased ground clearance which makes it’s stance a bit uninspiring. The bigger 16-inch wheels (against the 15-inch wheels on the Fiesta), fill the wheel arches well, while the chrome detailing works wonders. The Fiesta’s kinetic design has all the right curves and looks extremely sporty and aerodynamic but the slightly bulbous rear-end could have been better. Both were designed around the same time and have generous use of chrome around the doors. However, the Linea’s understated elegance makes it the more appealing vehicle of the two, the Fiesta meanwhile looks more for the younger crowd with its sporty character.

Interiors – Step inside and the Fiesta’s muscular approach continues. The dashboard of the Fiesta is significantly bigger than the Linea. The all black theme showcases the sporty direction which Ford engineers have taken with the Fiesta. The Linea’s dashboard gets the dual tone treatment and is typical Fiat. The beige interiors get leather seats which are standard on the top-end diesel Linea. Cup holders in the Linea (below the centre console) are very poorly positioned and cannot hold any bottles without rubbing with the gear knob. The Fiesta’s front seats are extremely comfortable and envelope you in comfort.

Both cars come equipped with steering mounted audio controls, Bluetooth phone connectivity, foldable key, climate control and one-touch driver side window. However Ford’s Bluetooth system is much easier to use and pair, allowing audio streaming, which is missing in the Linea’s Blue&Me system. The Linea doesn’t even have an AUX port. Ford’s Bluetooth system is so good, you can pair and use it in less than a minute. The Fiesta also has voice activated controls, which works well even with Indian dialects, but it may take some time getting used to. The Fiesta also boasts of better audio quality over the Linea which is pretty average. The single trip-meter in the Fiesta is a bit disappointing.

Both cars are very well put together, offering good built quality and the resounding thud from the doors when you shut them. The Linea’s power window controls on the driver’s side door is perfectly positioned, while the Fiesta’s is a far too behind and not ergonomically right. Both cars offer almost similar headroom, with the Fiesta offering a tad more. However the Linea offers much more rear seat legroom than the Fiesta. Under thigh support is better in the Linea too and so is the boot space, which is 70-litres more than the Fiesta. The Linea gets a full-sized spare tyre but the Fiesta gets a space saver.

Performance – Comparing petrol versions of both the cars doesn’t make sense as the Linea’s 1.4-litre FIRE variants are much cheaper than the Fiesta’s 1.5-litre petrol variants. Thus on pricing alone, the petrol Fiesta rivals the Linea T-Jet but the comparison is unfair as the Linea’s turbocharged petrol engine blows the Fiesta petrol away in terms of performance. A more apt comparison would be between diesel engines of both these cars, which are both mated to a 5-speed manual gearbox, offering almost similar levels of shift quality.

The Ford Fiesta’s 1.5-litre Duratorq diesel engine produces 91 BHP of power output at 3750 RPM and 204 Nm of peak torque between 2000-2750 RPM. The Fiat Linea’s 1.3-litre Multijet diesel engine produces a peak power output of 90 BHP at 4000 RPM and 209 Nm of peak torque at 2000 RPM. Similar power and torque outputs but performance in the real world is very different between both these vehicles. The Linea feels more eager and offers a kick in the pants feel when the turbo kicks in. The Fiesta’s first gear is too short which does rob it from quick getaways.

Both cars have quite a bit of turbo lag but that is inherent in all turbo-diesels these days. The Fiesta’s engine feels more eager towards the higher end of the rev band. Both cars will reach 100 km/hr in around 15 seconds with top speeds being slightly less than 170 km/hr. Mileage from both these cars is similar too, with both vehicles returning around 15 km/l in city driving conditions. With competitors offering more powerful diesel engines, both companies should consider offering oil burners which can truly scorch the tarmac.

Driving Dynamics – Both these vehicles offer significantly better dynamics than most C-segment vehicles. However the Fiesta is much stronger than the Linea in the way it drives. The old Linea had almost spot on balance of ride and handling but the increase in ground clearance seems to have messed it up. The Linea’s steering doesn’t feel as precise as the Fiesta’s. The Fiesta outdoes the Linea on ride quality absorbing most of the bumps with utter confidence. The Linea has a much bigger turning radius, which is typical of Fiat cars.

The Ford Fiesta stays glued to the road at high speed, while the Linea tends to get affected by increased wind velocity. While the Linea is a good handler, the Fiesta is just in a league of its own. This Ford has so much grip on offer that the tyres give up way before the chassis does. You can dart into corners with high entry speeds and exit with a big grin on your face, the Fiesta is that precise and involving to drive. It remains poised with the well weighed steering wheel giving razor sharp directional feedback to the Fiesta. The steering is light a low speeds but weighs up nicely as you speed up. The Fiesta also takes pride in shedding speed and has better braking performance than the Linea, the Fiesta completely steals the show as far as driving dynamics are concerned.

Verdict – Both cars offer almost similar levels of performance and mileage but differ vastly on pricing. The top-end Linea diesel (Emotion) is priced at Rs. 11.08 lakhs, while the top-end Fiesta diesel (Titanium+) is priced at Rs. 12.40 lakhs (on-road, Mumbai). The Fiesta offers voice activated controls and reverse parking sensors, while the Linea offers leather seats and 16-inch wheels. For the extra amount you pay for the Ford, you get a better ownership experience, thanks to the bigger and better service network. The resale value of the Fiesta is higher than the Linea as well, but the Linea is a more rounded package, offering much better rear seat legroom and a bigger boot. The Linea is cheaper by Rs. 1.42 lakhs, which is quite significant, making the Fiat the choice of those who regularly use the rear bench. However if you love driving and don’t usually have more than two people on-board, the Ford Fiesta is undoubtedly the car to get.

The Fiat Linea appeals to the head, while the Ford Fiesta is more of a heart thing, you simply can’t deny how brilliant both these machines are.

Further Reading -

2012 Fiat Linea Review
Ford Fiesta Review
Ford Fiesta vs Volkswagen Vento – Shootout

In 1933, when Kiichiro Toyoda went to New York for a business trip, little did he know that he would be sowing the seed which would grow to be the world’s largest producer of automobiles. Stepping into New York, Kichiro witnessed the automobile revolution and dreamt of doing the same in Japan. However, resources were low and he could not find suppliers as quickly. Hard work paid off eventually and the first Toyota model was on the road in 1937. Almost 75 years on, Toyota stands as one of the top automobile companies on the global front.

Toyota started its Indian innings with the launch of the Qualis in early 2000. Since then it has come a long way in the Indian market with the Toyota Innova being its best selling vehicle in the country. The company’s production facility is based in Bidadi, near Bangalore, and is one of the best plants in the Asia Pacific Region. The plant measures about 400 acres and is running at full capacity to churn out models such as the Innova, Fortuner, Corolla Altis, Etios and Liva. We visit the plant and check whats so special about ‘The Toyota Way’ of doing things.

‘The Toyota Way’ as it is called is a set of principles and behaviors that underlie the Toyota Motor Corporation’s managerial approach and production systems. It is based on two key principles, continuous improvement and respect for people. The principles set by Toyota are so efficient and powerful, they feature in most management books and have become part of the curriculum for business schools. Our day at the plant was divided into several parts with the first stop being the Gurukul.

1. Gurukul – As the name suggests, the Gurukul is a learning center. Employees have to first undergo a 7 day training program wherein they are not just taught about the job to be done but also how to minimize error and work more efficiently. Human resources play an important role in any manufacturing unit and Toyota gives due importance to them. Employees are also taught about various exercises which can reduce the stress on the body. The Gurukul has trained more than 6500 employees till date and there are competitions held within the Gurukul to provide opportunities to maximize individual performance and realize self fulfillment. The winners compete at a regional level (Thailand). The winners from the regional round compete at an International level, which is held in Japan.

2. Plant Visit – Toyota operates two plants in the same facility. The old plant manufactures the Innova and Fortuner, while the new one produces the Altis, Etios and Liva. We had a chance to see the second of the two in operation. The press shop makes use of two heavy duty A Servo (1600 tonnes) and C Servo (3000 tonnes) machines which give shape to the metal sheets fed in. Together they produce 104 different parts for Etios, Liva, Innova and Fortuner. The press shop works in two shifts and has an annual production capacity of 1,20,000 parts. Even the fork lift drivers are specially trained to ensure quick movement of parts into the designated areas.

The weld shop takes pride in almost 47 percent automation. There are more than 160 robots employed to ensure quick and efficient processes. Samples are frequently checked at random to confirm the accuracy of the weld.

Just one of the things which is not usually seen in most of the other manufacturers facilities in India, is the use of AGV’s (Automatically Guided Vehicles). These vehicles look small but are capable of much more. They can carry the body shells after welding and get them to the paint shop. They run without any tracks and use magnetic tape for direction, which is laid out on the floor to guide them. The computer makes sure that no two AGV’s collide by ensuring a safe distance is maintained between any two vehicles.

The next stop was the paint shop. Toyota is committed to work for a greener future and undertakes various initiatives for a brighter tomorrow. In the paint shop, Toyota employs environment friendly painting processes, which uses only 10 percent solvent as compared to the 70 percent used by the conventional painting process. The 60 percent deficit is eliminated by using water. Besides the paint shop, Toyota also has a water recycling facility on the premises and also undertakes ‘Green Tomorrow’ initiatives such a afforestation. We too got a chance to be a part of this green initiative by planting a sapling in the premises.

The last stop in the plant was the assembly line. The assembly line uses 3 – 4 lines before the final product is ready. After getting off the assembly line, it passes through the shower test and rope test to ensure there is no leakage and unusual sound respectively.

3. Interview with TKAP (Toyota Kirloskar Auto Parts) – After a sumptuous lunch at the Toyota canteen, we met a few officials from TKAP. This organization is based inside the premises itself and manufactures engines (gasoline) and transmissions for Etios/Liva. Toyota does not have a diesel engine manufacturing facility as yet and though they have been doing a feasibility study regarding the same, the decision will be based on long term Government plans about diesel subsidy and whether or not it will levy additional tax on diesel cars. Currently the diesel engines (D-4D) are imported from Thailand for Innova and Fortuner while the Etios and Corolla engines come down from Japan. TKAP also supplies transmission to Indonesia and Thailand. They will also be exporting gasoline engines to Brazil, Argentina and Indonesia by January 2013.

4. Visit to Toyota Technical Training Institute (TTTI) – Toyota established the TTTI in 2007 as a part of CSR (Corporate Social Responsibility). Even though it may be a part of CSR programme, it is indeed a very noble thought by the Japanese giant. TTTI trains students from economically poor backgrounds, coming from various parts of rural Karnataka. 64 students are selected per year and they are given 3 year training to be skilled technicians in auto manufacturing and plant administration.

The institute is a fully residential school providing education free of cost to the students. Besides imparting knowledge on auto manufacturing, the curriculum includes basic subjects and recreational activities. The students get stipend and deserving students are awarded fellowships for excellence. The purpose of technical training institute is to give the students an opportunity to acquire special skills of ‘Monozukuri’ (concept of skilled manufacturing). After the course is completed, students have no compulsion to join Toyota, they can join whichever company they may like, however more than 98 percent students end up joining Toyota.

5. Visit to Supplier (Motherson Automotive Technologies & Engineering) – Most of the suppliers to Toyota Kirloskar Motors are located in and around the plant. These strategic locations minimize the transit time between supplier and the plant. Motherson Automotive Technologies are the largest manufacturers of rear view mirrors. They manufacture components such as dashboards, wiring harnesses, instrument panels, door trims, etc and supply to a host of manufacturers including Honda, Ford, Tata, GM, Volkswagen Hyundai, Nissan and Toyota.

Motherson Automotive follow the Toyota principles of manufacturing and have a 100 percent record for on time delivery and use the Kanban principle for delivering goods on time. ‘Kanban’ is a Japanese term that literally means ‘signboard’ or ‘billboard’. Taiichi Ohno, the father of the Toyota Production System, used this term to refer to a scheduling system that allowed Toyota employees to visualize what they needed to produce, how much to produce, and when to produce it.

Errors are eliminated by using the Kaizen, which is a daily process, the purpose of which goes beyond simple productivity improvement. It is also a process that, when done correctly, humanizes the workplace, eliminates overly hard work (‘muri’), and teaches people how to perform experiments on their work using the scientific method and how to learn to spot and eliminate waste in business processes. In all, the process suggests a humanized approach to workers and also increases productivity.

Toyota’s success is definitely attributed to the way they function and how they work in close relation to their principles. We observed during our visit that they manage to optimize the various processes in a way which improves efficiency and reduces errors. Besides, their Customer First and Respect for People approach ensures a healthy and positive atmosphere not only in the plant but also in the Toyota ownership experience.

Both the R15 V2.0 and Pulsar 200 NS are as different as chalk and cheese, yet both offer a splendid riding experience.

When the Yamaha R15 was launched in 2008, it kicked off a revolution of sorts. Strong performance and splendid handling made the R15 the cheapest way to enjoy riding. Just last year, Yamaha upped the ante with the launch of the R15 Version 2.0. Even though the Yamaha R15 became costlier, it was still the bike to have since there was no competition. Come 2012 and the competition intensified several notches. First there was the KTM Duke 200 and then the Honda CBR150R, both tried to steal the R15′s thunder. Being more expensive, they were not able to unsettle the R15. With the launch of the Pulsar 200 NS, the R15 faced stiff competition from a potent motorcycle, which not only offers more performance, but is cheaper too. But does the R15 still hold onto its crown, of being the cheapest way to motorcycle nirvana?

Styling - Both these bikes have very different styling. While the Pulsar 200 NS is a naked motorcycle which exposes its body parts and flexes some muscle, the design at some places (rear) is not really impressive. The Yamaha R15 is a small capacity sports bike, at least the styling makes us believe that. This mini-R1 and mini-R6 hybrid is a full faired machine and looks the part. Right from the twin headlights at the front to the raised rear, the R15 is a looker and thus the bike to ride if you want to grab some eyeballs.

Instrument Cluster and Switch Gear - Both bikes get an analogue tachometer and a digital speedometer. While the R15′s clear cluster is neat, we like the Pulsar 200 NS’ console, which feels more substantial. The Pulsar’s instrument cluster also displays more data, including side stand warning light, shift light and low fuel warning light. Switch gear of both these motorcycles are good but the R15 feels more robust and superior in quality than the Pulsar 200 NS. Overall, there is not much to choose from between both these bikes in the console department.

Performance - Both these mean machines use 4-valve, liquid-cooled, SOHC, single-cylinder engines. However the displacement and output are very different. Powering the Yamaha R15 V2.0 is a 150cc motor which belts out 17 PS of power at 8500 RPM and 15 Nm of torque at 7500 RPM. The Pulsar 200 NS uses a 200cc engine with triple spark plugs, generating 23.5 PS of power at 9500 RPM and 18.3 Nm of torque at 8000 RPM. While the Pulsar weighs 145 kgs, the R15 weighs 9 kgs lesser. The extra power and torque output does play in the Pulsar’s favor and even the weight advantage doesn’t really help the R15 much, because the 200 NS does have significantly better performance, right from the word GO.

Any speed, whack the throttle of the Pulsar 200 NS and it will surge ahead of the R15 without breaking into a sweat. The 200 NS is faster to 100 km/hr by a whole 2 seconds and even has a higher top speed by 7 km/hr. Clearly, the Yamaha R15 is no match for the Pulsar in terms of outright acceleration but this Yammie pulls back strongly when it comes to engine refinement. The R15′s engine is supremely refined with absolutely no vibes at any RPM, although the Pulsar 200 NS does tend to vibrate a bit at high revvs. The R15 redlines at a higher 10,500 RPM, compared to the 10,000 RPM of the 200 NS. The fuel injected motor of the R15 is quite advanced and feels extremely relaxed at all speeds. If you redline all day, you know this Yamaha motor will remain faultless for years to come.

Both bikes are mated to 6-speed transmissions. The Pulsar 200 NS has seen a huge leap in shift quality but the R15 continues to hold an edge when it comes to cog swapping smoothness. There is not much to choose between the mileage of both these machines, which return anything between 35-40 km/l (depending on riding style). Overall, the Pulsar 200 NS edges out the Yamaha R15 in the performance department, but that was no surprise, now was it? Higher displacement and more power, worked in the Pulsar’s favor.

Riding Dynamics - While the Pulsar 200 NS takes a huge leap in terms of underpinnings and hardware, the Yamaha R15 does have that extra edge with better components (aluminum swing arm, etc). The Pulsar does handle splendidly well with the 50:50 weight distribution helping in sharp and precise handling. However the Yamaha R15 does one better with even better handling than you can imagine. Riding the R15 makes you forget physics, its so sharp, agile and inch perfect in changing directions. Yamaha has truly made a track machine with the R15.

Ride quality of the Pulsar 200 NS is a bit on the stiffer side while the R15 feels a bit more plush. Both bikes offer a compliant ride but the R15 feels more composed throughout. Even at high speeds, the R15 simply sticks to the road like its glued to it. It doesn’t get affected by crosswinds and the sheer composure of this machine is truly marvelous. The Pulsar 200 NS does tend to get affected by air turbulence but feels reasonably stable for a street-fighter motorcycle. Braking performance of the Pulsar 200 NS is extremely good, although the tyres play spoilsport. The R15′s brakes are simply mind boggling and offer stupendous speed shedding capability.

Even though the Pulsar 200 NS has very good riding dynamics, the sheer brilliance of the Yamaha R15 makes the Pulsar 200 NS look pale in comparison. The R15 is undoubtedly the more confident and surefooted motorcycle to throw into corners, with a wide grin in your helmet.

Verdict - The decision to decide between the Yamaha R15 V2.0 and Bajaj Pulsar 200 NS has only got tougher? While the R15 overrules the Pulsar 200 NS in the styling, handling, stability and braking departments, the Pulsar 200 NS pulls back strongly with better performance and a mouth watering price tag. The Pulsar 200 NS is priced at Rs. 1.02 lakhs, while the Yamaha R15 Version 2.0 costs significantly more at Rs. 1.35 lakhs (all prices on-road, Mumbai). For the extra amount you pay, you get a tried and tested motorcycle, which is faultless and will never let you down, even if you keep the throttle wide open 24 hours a day. Thus, if your budget permits, the extra dough spent on the R15 is well worth it. But if acceleration is your main criteria, the Pulsar 200 NS emerges on top. You simply can’t go wrong with either of these fantastic motorcycles, they are that darn good.

The Pulsar 200 NS offers the best power to money ratio, while the Yamaha R15 excels in handling and quality. Both bikes can put a wide grin on the rider’s face, as soon as the throttle is opened.

Further Reading -

Bajaj Pulsar 200 NS Review
Yamaha R15 V2.0 Review
Pulsar 220 vs Pulsar 200 NS – Shootout
Honda CBR150R vs Yamaha R15 – Shootout
Pulsar 200 NS vs KTM Duke 200 – Shootout

Ducati Monster 795 – Click above for high resolution picture gallery

Bike Tested: 2012 Ducati Monster 795

Price OTR Mumbai: Rs. 7,13,279/-

Italians have a flair for design and speed, whether it is the Colosseum in Rome or the Frecciarossa high speed trains which are capable of 355 km/hr, if its fast and sexy, it’s most likely from Italy. One of the prominent cities in Italy is Bologna, which has two very significant places. One is the Bologna University, which is the oldest academic institution in the world, founded in 1088. And the other, is of course Ducati which was founded in 1926. Today Ducati is owned by Audi through its Italian subsidiary Lamborghini, which too is headquartered in Bologna.

You simply can’t tame a Monster and the 795 is testimony to that.

Now Ducati has developed an emerging market specific motorcycle, called the Monster 795, which is the most affordable Ducati on sale today. Targeted at countries like India, the Monster 795 is a mix of the Monster 696’s frame and the 796’s engine. First launched in 1993, the Monster range is in its second generation and now comprises of the 795, 796 and 1100. The Ducati Monster 795 is very important for the company as it accounts for a majority of their sales. The Monster 795 is Ducati’s most important model for India and priced aggressively to help get them the volumes.

Styling – The Ducati 795 boasts of Italian design and has excellent fit and finish on its minimalistic styling. This motorcycle is manufactured in Italy and assembled in Thailand. The naked 795 flexes all its muscles and does it proudly. The Ducati racing red color makes the Monster 795 a delight to ogle at. In the interest of reducing costs, the Monster 795 uses a double sided aluminum swing arm, instead of Ducati’s signature single sided one. The single sided swing arm looks terrific and is sorely missed on the 795. There are no grab rails for the pillion, which along with the twin underseat exhausts and stepped seat makes the pillion not very welcome on this very fast Monster.

The round head light, uniquely designed rear view mirrors, exposed engine, meaty body, big tank with air vents on each side, floating seats, twin underseat exhausts and LED tail light are all part of the Monster 795′s eye candy appearance. The 3-spoke alloy wheels don’t look great although attention to detail is simply marvelous and one simply can’t miss the tastefully written 795 along with the Italian flag colors on the tank. The tank also gets a black plastic stripe running right through it. The Monster 795 is very difficult to miss on the road, with its tremendous presence resulting in people turning around frantically to get a glimpse of this Italian beast.

Instrument Cluster – The all digital console is split into two parts. The bigger display carries a large digital tachometer, while the smaller display carries all the other bits like speedometer, tripmeter, odometer, temperature meter, clock, lap time recorder, etc. There are also the usual tell-tale lights including oil pressure, low fuel light, shift light, etc. You can browse through the console to activate various display modes. However there is no Ducati Data Analyzer or fuel meter present on the 795. Switchgear although basic, boasts of excellent quality with all the buttons having a robust feel to them. One can activate the rear brake light for as long as they want by switching the ignition position to parking. Headlight throw is fantastic with the round headlight offering illumination through two bulbs, each lightening a semi-circle.

Performance - Powering the Ducati Monster 795 is a 803cc, L-Twin engine, which is nothing but Ducati speak for a 90° V-twin motor. This engine comes from the Monster 796 and belts out a good 86 BHP of power at 8250 RPM and 78 Nm of torque at 6250 RPM. This motor uses a single injector per cylinder unlike most other bikes which use a pair of injectors per cylinder. This Desmodromic air and oil-cooled motor uses 2-valves per cylinder and as you expect from a Ducati motorcycle, performance is nothing short of nerve wracking. At a dry weight of just 167 kgs, the Monster 795 has a power to weight ratio of 465 BHP per tonne, which lends it instant twist the throttle and ready to take off characteristics.

The Monster 795 accelerates so quickly, you have to make a conscious effort to stay in tune with the speeds.

With oodles of power on tap, the Monster 795 accelerates very brutally, reaching 100 km/hr in just 4.2 seconds and nudging past 150 km/hr in just 8.2 seconds. Gearing is spot on and thus first gear is good for 90 km/hr, while second gear will see you well past 135 km/hr. However once past 150 km/hr, there is way too much wind blast as there is no windscreen present on the bike. The Monster 795 has a top speed of 210 km/hr and there is more than enough power on tap for our Indian roads. The 6-speed gearbox does feel a bit clunky although the hydraulic clutch is light and progressive.

Although the engine is fantastic, offering excellent mid-range punch, where the Monster 795 just pushes you back and takes off at 4500 RPM, the redline kicks in quickly at 8500 RPM. The short-stroke motor does feel a bit hasty and juddery at low RPMs and some bit of vibrations do filter in through the handlebar. The Monster’s motor feels best when it is at high revvs, where performance is nothing short of frantic. The 795 feels composed at 140 km/hr in sixth gear and can cruise all day long without breaking into a sweat.

Just like any other Monster, the 795 is vocal right from the word go and roars every inch like a Monster, only getting louder as the revvs build. The loud nature of the Monster 795 at idle comes from the Desmodromic valves, which don’t have springs. Valve springs cannot cope up at higher RPMs and thus the cams are more prone to wear and tear, but over time Ducati has managed to bring down service interval levels despite using the Desmodromic engine setup. The use of light and expensive metals in the engine has paid off with the 795′s L-twin motor being extremely light. The Monster 795 gives ample confidence aspiring feel to the rider despite being in-gear while turning into corners, it feels like a heart rather than a engine.

There is no two ways about the Monster 795′s performance. Its fast and brutally so, with ample amount of power than you would ever need on Indian roads. Overtaking is a breeze and you simply twist your right hand marginally to whiz past traffic. Throttle response is very good for newbie riders, its very user friendly, everybody will feel comfortable despite an upgrade from smaller displacement bikes, which is truly remarkable to achieve because we know what magnitude of performance this engine delivers. The sheer acceleration of this bike is truly something, with in-gear acceleration being lightning quick. Ducati has calibrated the engine to cut power if it senses RPMs being higher in lower gears, resulting in a red light flickering on the console. This has been done to prevent loss of traction. Expect an overall mileage of 20 km/l from the Monster 795.

Riding Dynamics – Armed with the underpinnings of the Monster 696, the Monster 795 uses a trellis frame with 43 mm Marzocchi upside down forks at the front and Sachs monoshock at the rear. Ride quality is on the stiffer side but is excellent on our bad roads. The Monster 795 does absorb bad roads in its stride with only sharp bumps unsettling the motorcycle. The mature suspension enables one to push the bike harder through that mid corner bump, though the bike tends to run wide. The made in India steel handlebars are not very welcome on a Ducati but is synchronized well with the saddle to offer maximum comfort to the rider.

The light front end makes the 795 quite nimble in traffic enabling the rider to push the Monster through the twisties with relatively quick turn-ins. However the bike does feel a bit heavy at parking speeds. The 120/60/17 and 160/06/17 Pirelli Angel ST tyres at the front and rear respectively offer tremendous grip. Road holding on the 795 is truly supreme and the composure is tremendous. Although ABS is not offered on the 795, the Monster 795 uses steel braided brake lines. Twin 320 mm semi-floating rotors with 4-piston Brembo calipers at the front and 245 mm disc with twin-piston Brembo calipers at the rear give the Monster 795 strong stopping power. Brake bite is excellent and the 795 sheds speeds with awe inspiring confidence.

The Ducati Monster 795 feels thoroughly composed at high speeds, with lane changing never an issue. Ducati has lowered the seat by 30 mm, while increasing the handlebar height by 20 mm (compared to the 796), resulting in a seating position which is more comfortable for the average Asian rider’s height. The saddle is a bit upright but still very sporty. However tall riders (above 6 feet in height) will not feel at home due to the lower seating position. The foot pegs are slightly rear set to give the sporty feeling. Even though the 795 looks like a monster in proportion, it feels relatively easy to maneuver.

Verdict – It is safe to say that the 795 is the 796 for India, with the riding position more suited to Asian riders. While Ducati has cut costs to price the 795 aggressively, this Monster doesn’t loose out on the Ducati pedigree, which comprises of sharp dynamics, strong performance and delicious styling. The 795 is a Ducati in every way and performs like a true Monster. At Rs. 3.8 lakhs cheaper than the 796, the Asian specific Monster not only appeals to the head but even to the heart. The Monster 795 is thus a total delight, making it an excellent street-fighter motorcycle suited to Indian requirements.

The Monster 795 might be an Asia specific motorcycle, but its performance and handling are true to Ducati tradition, simply outstanding! The Monster oozes a lot of muscle, making it a thoroughly desirable machine.

Whats Cool

* Gorgeous Aesthetics
* Thrilling Performance
* Overall Dynamics

Whats Not So Cool

* No ABS offered, even as an option

Ducati Monster 795 Specifications

* Engine: 803cc, twin-cylinder, air-cooled, 4-valve
* Power: 85.80 BHP @ 8250 RPM
* Torque: 78 Nm @ 6250 RPM
* Transmission: 6-speed manual
* Top Speed: 210 km/h
* 0-100kmph: 4.2 seconds
* Fuel Consumption: 20 km/l
* Fuel Type: Petrol
* Frame: Tubular chrome moly steel trellis
* Suspension: Marzocchi 43 mm upside-down forks (Front), Sachs monoshock with double sides aluminum swingarm (Rear)
* Tyres: 120/60/17 (front), 160/60/17 (rear)
* Brakes: 320 mm Twin Discs (Front), 245 mm Disc (Rear)

Ducati Monster 795 Dimensions

* Length x Width x Height: 2100 mm x 780 mm x 1060 mm
* Wheelbase: 1450 mm
* Seat Height (Rider): 770 mm
* Ground Clearance: 159 mm
* Fuel Tank Capacity: 15-litres
* Kerb Weight: 187 kgs

SsangYong Rexton W – Click above for high resolution picture gallery

Car Tested: 2012 SsangYong Rexton W RX7 XVT

Price OTR Mumbai: Rs. 26,80,260/-

The SsangYong Rexton benefits from Mercedes-Benz technology and it shows.

Chances are, before Mahindra acquired SsangYong, you wouldn’t have heard much about this Korean automobile company. Founded way back in 1954, SsangYong is one of the oldest Korean vehicle manufacturers, which was owned and run by Daewoo and SAIC at different points of time. After SsangYong ran into financial trouble, it was taken over by Mahindra in 2011 who recently launched the Rexton in the Indian market. The facelifted Rexton W (W for World Class) has reached Indian shores within weeks of its global launch. The SsangYong Rexton uses a lot of tech from Mercedes-Benz, courtesy the technology collaboration SsangYong had with Daimler-Benz in 1991. While the Rexton is one of the most popular models from SsangYong, can Mahindra repeat the same success in the Indian market?

Exteriors – The SsangYong Rexton is in it’s second generation today and was recently given a facelift. The Rexton W has got a sea of changes both inside and out, which give it a very modern touch. While the Rexton certainly doesn’t look as big as its dimensions suggest, the vehicle is extremely long and wide compared to its rivals. At the front, the Rexton gets a sloping bonnet with a chrome grille and a large SsangYong badge. The projector headlights offer good throw and the attention to detail is quite impressive, there is ‘Rexton’ engraved inside the headlights too. Indicators are on the bumper right next to the fog lights, rather than being a part of the headlights.

The black cladding runs throughout the lower part of the Rexton while the heavily flared wheel arches and side floor board do scream SUV. The mirrors get arrow shaped indicator lights and the B-pillar is blackened out. The silver roof rails are both aesthetic and functional (to mount a roof rack) and the use of chrome has been done subtly yet elegantly throughout the vehicle. The Rexton gets chrome lines below the windows and doors. A small roof antenna is mounted at the rear of the vehicle and the wraparound rear windscreen looks good. However the parking lights (both front and rear) are really the most eye catchy part of the Rexton, which get a long stripe with no bulb being visible. They are not LEDs but they do give a good effect.

The 16-inch alloy wheels don’t look big although the tyres are large with 75 profile rubber. There are four parking sensors placed on the rear bumper but the best thing we like about the rear are the brake lights, which get 12 LEDs in each unit. A single exhaust is tucked neatly under the rear bumper. The SsangYong name is new to India and thus Mahindra has put badges all across the vehicle. On the front doors, there is the RX270 XVT badging, while on the rear left there is the W badge. The rear has REXTON engaged on the body with ‘by Mahindra’ badging. This SUV does have huge presence on the road, more so because of the mystery it creates amongst the uninitiated. Many people turn around just to see the make of the vehicle.

Interiors – Open the door using the not so modern pull out door handles and you are greeted by dual tone interiors with black and beige combination. The dashboard is relatively small for an SUV of this size but everything feels well together and exudes a plush feeling. The steering wheel is quite big and has a host of buttons, mainly for the audio system and cruise control. Neatly executed black veneer is present both on the steering wheel, centre console and doors. The centre AC vents and the buttons below it are surrounded by chrome lining which looks neat. There is an impressive amount of storage spaces in the cabin, including the front centre arm rest and big bottle holders in various areas of the cabin. A big dead pedal helps keep the left leg relaxed although a couple of nuts remain exposed on it.

The SsangYong Rexton doesn’t feel as big on the inside as the exterior dimensions would make you believe. The leather seats are comfortable and soft but legroom is not this vehicle’s forte. Step inside the second row and there is just adequate legroom with the under-thigh support lacking. The seat is wide though and can seat three comfortably but it lacks sliding function. The last row is strictly for luggage with getting in and out being a tad difficult. The last row seats have no headrests. The third row passengers end up sitting almost on the floor, resulting in a very uncomfortable position, with knees pointing to the roof. All rows offer good headroom even for the tallest of passengers. The Rexton is a very good 5-seater and the supportive seats ensure you will not get tired even after the longest of drives.

The instrument cluster doesn’t go well with the car and looks quite dated, there is no trip computer here which is a surprising omission. The Rexton uses a Kenwood touchscreen audio system and has a remote too but the sensitivity of the screen is low and thus one needs to push it hard. The system has a hot of functions including DVD, USB, Bluetooth and iPod compatibility, there is GPS navigation too which works reasonably well. The telephone system pairs via Bluetooth and connects instantly although reception from microphone on the other side is not the best. Tweeters are placed near the A-pillar and there are speakers even on the boot door, sound quality is good.

All three rows have cabin lights and AC vents, with the last row even having the option of controlling the speed of the fan. The AC works well and chills the cabin in no time. The Rexton has three charging ports for front seat occupants, on the centre console, left side of the centre console and on top of the dashboard, where there is place to keep small items too. The indicators stalks are on the opposite side, the light controls are on the left stalk and wiper controls are on the right stalk. The vehicle also gets automatic headlights and rain sensing wipers. Doors auto lock once you hit 50 km/hr.

The high seating gives the driver a very commanding view of the road ahead. The fully 8-way electrically adjustable driver’s seat has three memory functions. On starting the vehicle, the driver’s seat adjusts itself to make you comfortable, which is a nice touch. A wind chime warning bell keeps ringing until you belt up, or if the door is open. The large mirrors offer good rear visibility and the Rexton doesn’t feel as imposing as its size suggests. The windows are large giving an airy feeling to the passengers. The chrome door handles feel good to operate and the doors are heavy and shut with a resounding thud. They also have puddle lights which work well. The Rexton also gets a fully automatic sunroof.

As the last row is not designed for humans, its best to keep it folded to increase luggage space. The boot is quite big with the last rows folded. A three compartment box is there in the boot which has clip mechanism to lock and unlock it. There are more such storage spaces in the last row, including nets on each side. The boot door has good holding mechanism on either side for closing, along with a pull out rope to shut the boot.

Performance – Powering the SsangYong Rexton is a Mercedes sourced powertrain, which offers different set of outputs in the manual and automatic transmission variants. The 2.7-litre, 5-cylinder unit belts out 162 BHP and 340 Nm in the RX5 manual variant and 184 BHP and 402 Nm in the RX7 automatic variant. Both are mated to 5-speed boxes. Performance is good with linear power delivery fed to all wheels. The Rexton feels reasonably quick reaching 100 km/hr in about 11 seconds. Even though this vehicle tips the scale at over two tonnes, it never feels sluggish and accelerates well. There is a minor lag initially but overall progress is good.

Insert the key in the illuminated ring and you will immediately notice how silent this engine is at idle. However as you start to move, the engine become reasonably audible, creating quite a noise on heavy throttle. NVH levels certainly could have been better. The 5-speed autobox is quite lethargic and doesn’t shift very quickly. The gear stalk is easy to operate though and you simply have to flick a button on the lever in manual mode to change gears. You can also shift manually using the steering mounted buttons. Even in manual mode, the gearbox has a mind of its own, it simply overrides your inputs and the cluster doesn’t even show the change in gear executed by the transmission either.

Driving Dynamics – The SsangYong Rexton is a body on frame SUV and is based on the old generation M-Class. We took the Rexton on rough patches and were extremely pleased with the fantastic ride quality it has to offer. The vehicle can go off-road without a hiccup and has summer and winter modes along with hill descent control. This SUV absorbs bumps in its stride with utmost zest and rarely gets jittery. The Rexton has a massive ground clearance of 252 mm, which makes it easy to drive even on the worst of roads. You don’t drive over speedbreakers, you simply glide over them.

However the high ground clearance and softly sprung suspension doesn’t fare well in the handling department. The Rexton has considerable amount of body roll and the steering lacks feel at high speeds. The steering wheel is very light at low speeds and doesn’t weigh up well enough as speeds build up, thereby feeling a bit disconnected. However the light steering makes maneuvering the Rexton a breeze and the vehicle is very easy to drive. Even though the Rexton has a high centre of gravity, it feels reasonably planted at speed. Braking is good although pedal feel could have been better. The turning radius is pretty impressive too.

Verdict – SsangYong’s foray in the Indian market in the hands of Mahindra seems to be a successful one already. The company sold 121 units, which is a good amount for a brand which was unknown in India till a few years back. While the Rexton doesn’t shine in every department, it shines in most that matter. SUV buyers look for an appealing vehicle which is comfortable and offers good performance, not to mention value for money. The Rexton ticks all these boxes, it’s decently quick, offers a very good ride and is loaded with features at a reasonable price, making this SUV an excellent choice for SUV buyers.

The SsangYong Rexton pleases with quality interiors, loads of features and good ride quality. The value for money pricing by Mahindra makes it very appealing.

What’s Cool

* Understated Styling
* Ride Quality
* Feature Loaded

What’s Not So Cool

* Lethargic Gearbox
* Handling

SsangYong Rexton W Specifications

* Engine: 2696 cc, 5-cylinder, all wheel drive
* Power: 184 BHP @ 4000 RPM
* Torque: 402 Nm @ 1600-3000 RPM
* Transmission: 5-speed automatic
* Top Speed: 194 km/h
* 0-100 km/h: 11 seconds
* Fuel Consumption: 7 km/l (City), 9 km/l (highway)
* Fuel Type: Diesel
* Suspension: Independent double wishbone with anti-roll bar (Front), 5-link independent (Rear)
* Tyres: 235/75/16 Tubeless Radials
* Brakes: Ventilated Disc (Front), Discs (Rear), ABS, EBD
* Safety: ABS, EBD, ESP, ASR, Front Airbags, Active Roll Over Protection

SsangYong Rexton W Dimensions

* Overall length x width x height: 4755 mm X 1900 mm X 1840 mm
* Wheelbase: 2835 mm
* Ground clearance: 252 mm
* Turning Radius 5.7-metres
* Fuel Tank Capacity: 78-litres
* Gross Weight: 2760 kgs

While the Fiat Linea and Tata Manza share their engines, both are very different cars.

Tata Motors recently updated the Indigo Manza line-up with the Club Class label. The company launched a new EXL variant, which boasts of more features but also results in a steeper price which is around sniffing distance of the Fiat Linea. While the Fiat Linea is perceived to be in a higher segment, the price difference between these two cars makes us put them together in a sibling rivalry shootout. The Manza does outsell the Linea by a big margin every month, owing to its cheaper pricing and better marketing by Tata Motors, both cars are so similar yet so different, but which one would you rather choose?

Exteriors – Anyone who has seen the Fiat Linea can vouch for the fact that its one of the best looking cars in its segment. The same cannot be said about the Tata Manza, which is starting to look outdated. Tata Motors has given a lot of chrome all around to make the Manza look premium but the Fiat Linea’s understated elegance is simply unmatched. On the styling front, the Linea is way ahead of the Manza, even though the Fiat’s design is older. The Linea looks well proportioned with the right dose of chrome where it is needed.

Interiors – Step inside either of these cars and there is very little to choose form in terms of overall quality, fit and finish levels. Both cars offer steering mounted audio controls, Bluetooth telephone pairing, climate control, leather seats, etc. Although the Manza has a much better audio system, with touchscreen, navigation and maps, the Linea’s Blue&Me system offers clearer reception of calls. The Linea also has automatic headlamps, better wipers and bigger tyres (205/55/16 against 185/60/15). The Manza’s interiors offer much better interior room, more so at the rear. The Manza’s rear seat offers splendid legroom and the Linea is simply no match for the comfort levels of the Manza. There is ample amount of space to stretch inside the Manza even though the Linea has a longer wheelbase.

The Linea’s interiors are very good too, with a driver centric centre console, a typical Fiat trait. The steering wheel of the Linea has contours for better holding and that makes it a joy to steer the car. The Linea also has a smart looking instrument cluster which is the right size, while the Manza’s console feels a bit small. The gets a bigger boot and the foldable key feels much better to use than the rather regular key of the Manza. Fiat’s built quality is better too with the Linea’s doors shutting with a resounding thud. Overall, more features and space in the Manza make it a better pick in the interiors department.

Performance – Both the Fiat Linea and Tata Manza are powered by the same 1.3-litre diesel engine, which is essentially a Fiat powertrain. Badged as the Quadrajet90 in the Manza, this oil burner belts out 89 BHP of power at 4000 RPM and 200 Nm of torque between 1750-3000 RPM. In the Linea, the output is slightly higher, with the Multijet motor generating 93 BHP of power at 4000 RPM and 209 Nm of torque at 2000 RPM. With almost similar output, performance is quite identical. Both cars use the same 5-speed manual gearbox which feels identical to use in both cars.

While both cars are quick for the output they offer, the Manza feels a bit more eager, owing to its lighter weight and the turbo kicking in at a lower RPM. Power delivery in both has similar characteristics, low end turbolag, strong mid-range and average top end. This Fiat engine is truly a gem and is the life of both these cars, giving them fantastic performance and good mileage. The Manza’s smaller tyres enable it to get a slightly better mileage too, although by not much. The Multijet or Qjet, whatever you may call it, will return upwards of 15 km/l in city driving conditions. The same 1.4-litre FIRE petrol engine is used by both cars and offers average performance. The Linea has a high performing T-Jet (Turbo Charged Petrol) motor which is currently not available on the Manza.

Driving Dynamics – The major difference between the Tata Manza and Fiat Linea is the way they drive. Fiat certainly knows how to get a good balance of ride and handling, which is apparent in the Linea. The Linea feels surefooted around corners although the 2012 edition has lost its sheen a bit. However, Linea is still the better handler of the two by a decent margin. The Manza’s handling is neutral and the steering doesn’t respond as well as the Linea.

Clearly Tata Motors has designed the Manza for comfort and not for outright handling and that is why the Manza rides better than the Linea. Ride quality of the Linea is slightly stiff, but the Manza is more comfortable and pliant. Braking performance of both cars is good, aided by ABS, but the Linea is that little bit ahead owing to better pedal feel. The Manza is easier too maneuver though, thanks to the much lower turning radius. The Linea is also more glued at high speeds and feels the better of the two to drive.

Verdict – After putting both these cars through their paces, we can clearly say the Fiat Linea is a much superior product in most parameters. However the Tata Manza is the more affordable of the two, with the EXL diesel variant retailing at Rs. 10.40 lakhs, against the Fiat Linea Emotion’s 11.08 lakhs pricing. The Manza has evolved into a much better product and is the vehicle to buy if you are looking at comfort but for everything else, the Fiat Linea is still the better vehicle, offering an involving drive and Fiat desirability.

The Tata Manza runs the Fiat Linea close, but other than better interior space, the Linea is a superior product.

Further Reading -

2012 Fiat Linea Review
Tata Manza Review
Fiat Linea vs Ford Fiesta

Car Tested: 2013 Porsche Boxster S

Price OTR Mumbai: Rs. 85,19,450/-

Porsche’s latest Boxster appears more mature than the outgoing model and a closer inspection gives away most of the story.

Fifteen years ago, the original Porsche Boxster made its debut. Porsche’s classic and successful approach of creating an affordable mid-engined sportscar with engines in the right place became the backbone of the Boxster and its derivatives such as the Cayman. That first-generation Porsche was fun to drive and arguably the most sporty and competent of the then Teutonic trio represented by Mercedes-Benz SLK, BMW Z3 and inexpensive sports cars like the Mazda Miata. However, from the very beginning, there was a massive gap between the performance and handling of the mid engined and rear engined siblings, the Boxster and the classic 1963 911. Over the years Porsche has tried to narrow the gap between the two models and never in its history has Porsche ever neglected the Boxster. In fact, the sports car maker kept it fresh and as a result each successive generation of the Boxster improved significantly.

One of the prime objectives with the new Porsche Boxster was to make the car more attractive, package it with improved hardware and secretly somewhere try to narrow the performance gap between the model and its illustrious 911 sibling. The starting point for such exercises usually begins with what you don’t see. Actually, there’s almost nothing that’s been carried over from the earlier 987 in the new Boxster, also known as the 981 internally. It is based on the all-new seventh generation 911 and that means there’s a completely revamped chassis which sports a longer wheelbase and a wider track also. Like the new 911, the new Boxster is longer, slightly wider and a half-inch lower than before.

Exteriors – In the latest Boxster, a strong crease runs along the inside edge of the fenders, which makes them appear less rounded than those of the previous model, or even the new 911. On one hand the car appears mature and a bit aggressive with its lowered stance. There are more than just soft hints of the Carrera GT in the design when you look at how the bespoke doors have been designed and merged with the sculpted side panels which nicely flow into deep air scoops just behind the doors. The new windscreen has also been raked further to allow vertically stacking the 918-inspired cluster headlamps and there’s a rear spoiler uniquely integrated with the tail lamps. What we liked in the overall look was its simplicity and avoidance of excess ornamentation that has helped in giving the new Boxster its mature look.

While dimensions have grown and more kit added, overall weight of the Boxsters have actually gone down. Thanks to smart usage of hybrid construction including aluminum space frame and in sheet metal, the weight of the Boxster has been knocked down by 25kg and in the ‘S’ by 35kg. And when one factored in the additional equipment on board, this is a tremendous achievement by the engineers. Some parts from the bin that have been used include the Carrera’s new electro-mechanical steering and front suspension. The only component that comes from the outgoing model is the rear axle. The roadster uses a fabric top and can open in lightning fast nine seconds.

Interiors – Interior space is excellent, and an extra inch of rearward travel has been added to the seats. The cabin has been upgrade with latest styling cues from the family and the tall centre Carrera GT-inspired console that houses the shifter and a number of secondary switches are the biggest evidence of this. Porsche’s build quality has significantly improved over the years and there’s a feel of bespoke touches everywhere. The car’s new seats come from the 911 which offer terrific lateral support and comfort. There’s the usual assortment of goodies, beginning with the large tachometer at the centre of the instrument cluster, paddle shift-equipped steering wheel and smartly designed vents.

Performance – A couple of things Porsche didn’t radically change were the Boxster’s flat-six engines. While the base versions decrease in displacement from 2.9-litres to 2.7-litre, a new intake, cylinder-head revisions and a less-restrictive exhaust freed up 10 extra horses for a total of 265 HP at 6,700 RPM, but torque falls by 9.5 Nm to 281 Nm at 4500-5800 RPM. We quickly discovered that it was efficiency that dictated these changes and with the seven-speed dual clutch gearbox Porsche says that almost 15 per cent increase in highway fuel economy has been possible.

The second option is in the ‘S’ variant which gets a bigger 3.4-litre package that bumps power up to 315 HP, just 5 HP more than the outgoing Boxster S, while torque holds flat at 360 Nm. But the main gain in the new car is lighter mass and other aerodynamic improvements which helps the Boxster S to impressively knock off about a second off the standard Boxster’s estimated 5.5 seconds 0 to 96 km/h times. Both Boxster and Boxster S are using direct injection and also feature new technologies such as electrical system recuperation, thermal management and start/stop function.

Several driver aids have been included and the biggest news in the handling department relates to traction. To improve traction, Porsche has introduced Porsche Torque Vectoring or PTV onto the rear wheels with mechanical rear axle differential lock. Other roadster features include optional Sport Chrono Package for the first time in the Boxster. Another option introduced on the Boxster is the new Porsche Torque Vectoring system, or PTV, which uses both the locking rear differential and rear brakes to effectively shift torque from side-to-side to improve cornering.

Traditionally, the Boxster with its mid-engine was seen as harder and faster which is why it has been preferred as a driver’s car where the focus has been more on performance than how it looks. Firing the motor and one is rewarded with a delicious rasp to the exhaust note from the six cylinders and we move initially in convey from the Porsche Museum travelling a few kilometers downtown and with the sun coming up we open the roof and let the Boxster rip past on the Autobahn and then through the countryside and occasional villages. The Boxster delivers wonderful open-top experience and a louder soundtrack to match.

Once in the wilds again after a series of short coffee breaks and driver changes, I decide to explore the new Boxster ‘S’s real character. The updated direct-injection engine with higher compression, a cleaner dual intake, more aggressive valve timing and a higher overall engine speed, it feels like an engine that’s been specifically tuned for the track. Its performance is progressive and very responsive in low rev bands but it’s in the midrange, past 4,000 RPM, where Boxster S really excels. The torque availability and matching enthusiasm as it crosses 4,500 RPM is amazing.

Touching the redline as you power up and down the updated PDK twin-clutch gearbox is not only rewarding, it feels really quick too when you slam the throttle pedal. One does have to be reminded that the 311 BHP Boxster S is a light car now and its power-to-weight ratio 230 BHP per tonne as compared to a stock 911’s 246 BHP per tonne goes a long way and gives it that raw edge in its performance. Although the Boxster S has been tuned to maintain a respectful distance from the latest 911, at times we wonder whether the same basic 3.4-litre engine which doles out 350 HP in the base Carrera can be tweaked further to create more powerful derivatives in future?

Driving Dynamics – While going through the slow stretches which have controlled traffic arrangements, we noted how well the new Boxster can cope with everyday city roads. The chassis is stiff and feels like a proper coupé, thanks to 40 per cent more torsional rigidity, but the ride from the large 20-inch rims appears stiff, especially at low speeds. And although compliance and comfort improve as you go faster.

We spent most of our time during our Stuttgart sojourn in a Boxster equipped with the Porsche Doppelkupplung, or PDK, or dual clutch. The reality is that the Porsche semi-manual package is so good and so quick it will be the option of choice especially for those who expect to spend significant time stuck in traffic. Adding to our confidence was the Sport Chronos Package which features some trick magnetorehological transmission mounts. That’s the same basic technology that graces several new high-performance suspension systems, including those from Ferrari, some Audis and on the Cadillac V-Series.

Even the suspension is a darling of sorts. While some of the really fast rollercoaster-like sections allowed us to give the powertrain a real workout, it wouldn’t have been possible without a capable suspension. Besides fantastic stability on straights, and unlike the outgoing model which had a bit of nervousness every time you went hard on the throttle when exiting a corner, the new Boxster just seems planted to asphalt. And that makes carrying speed through a really fast section of corners massively enjoyable. It’s not easy to get the tail out, and this new car has lost some of its playfulness, but the amount of grip available here is so high it often feels as fast if not faster than a 911.

Regarding the electro-mechanical steering system which was introduced with the seventh generation 911, we still have some reservations. We fall somewhere in the middle of the discussion. The biggest weakness of this system is that there is no progressive build-up and as a driver you feel the same degree of resistance in a tight, high-speed corner as you do during a moderate-speed, less aggressive turn, which means that the new Boxster suffers from that steered-from-the-hip cohesiveness which models with hydraulic set-ups seems to offer generously. We are sure Porsche engineers are aware of this system flaw and will offer an optmised solution. We liked the car’s brakes which are spot on and makes the driver’s life much easier in critical maneuvering.

Verdict – Owners of the new Porsche Boxster will appreciate the fact that it is a car that can punch well above its weight. Massive fun to drive, superbly built and reasonably practical as a sports car and ticks most of the boxes right. Meanwhile, 911 owners need not worry about the growing influence of the Boxster in the Porsche line-up.

It’s been a few weeks now since the 2012 Fiat Linea arrived at MotorBeam and this Italian beast has already won our hearts. Our long term car is the Linea Multijet Emotion loaded with leather seats and 16-inch wheels. Other than the normal day to day city trips we have subjected the vehicle to, the Linea has also done a couple of highway runs, giving us a fair picture of how it’s to live with the flagship Fiat vehicle in India.

Even after having absolutely no styling changes (wheels aside) since the time of launch, the Fiat Linea continues to be one of the best looking cars in the segment. The 2012 version gets 16-inch wheels which do fill up the wheel arches well but the jacked up ground clearance take away from the lowered look the old model possessed. However the increased ground clearance offers benefits in terms of gliding over speedbreakers without having to worry one bit about scrapping the underbody.

The changes to the GC have lead to a higher centre of gravity which has in turn affected the dynamic balance of the car to a certain extent. Ride becomes a bit bouncy on bad roads but the Linea continues to offer among the best dynamics in the segment with overall composure improving as speeds build. Handling is good and the steering offers good feedback too. Even after hours of continuous driving, braking performance remains excellent with good pedal bite. One grudge we have with the steering is the high turning radius, one needs to reverse very often on U-turns, a typical Fiat trait.

Making easy work of driving and putting a smile on the drivers face is the 1.3-litre Multijet Diesel engine which outputs 93 PS and 210 Nm. As with all turbocharged diesel engines, turbo lag is an inherent character and this oil burner is no different but once the turbo spools up, the Linea moves ahead with a surge and performance is very good. We specially loved the highway characteristics of this motor. Slot it in fifth gear on the expressway and watch how the Linea gathers speed. Acceleration in higher gears is so good you often find yourself doing higher speeds then you wanted to. With spirited driving, we have been getting a mileage of 13 km/l, which is decent for a car of this size. Our test car has done 10,000 kms and its second service is due at 15,000 kms, post which mileage should see a definite improvement. Fiat’s 15,000 kms service interval is easily the longest in the segment.

Quality levels on the Linea are very good and Fiat has done a fantastic job to ensure everything feels solid and well put together. The doors are heavy and close with a solid reassurance. You feel you are sitting inside a tank with the car offering a vault like feeling. The contours on the steering wheel making it great to hold and the size of the 3-spoke unit is spot on too. However that buttons on the steering wheel feel a bit hard to use but it’s more about getting used to. The Blue&Me system works very well and making calls is a breeze. Comfort levels in the Linea is very good including decent space for rear seat passengers. The boot too can swallow quite a bit of luggage. The small attention to detail on the Linea pleases us everyday, like the perfectly located switches on the driver side door and the twin blade wipers which not only offer work fabulously but also swipe back after a few seconds to ensure no water residue is left. The automatic headlights are another boon in this car.

After spending time with the Fiat Linea for a few weeks, we simply can’t ignore the fact what an attractive purchase this vehicle is at Rs. 11.08 lakhs (on-road, Mumbai) for the top end Emotion diesel variant. The Linea offers many things which only more expensive vehicles come close to. The vehicle is a very stylish and is very rewarding once you get behind the wheel. Our initial long term impressions are very positive and we look forward to putting this Italian machine through its paces in the coming weeks.

Honda Aviator – Click above for high resolution picture gallery

Bike tested: 2012 Honda Aviator DLX

Price OTR Mumbai: Rs. 62,539/-

The Aviator is the most tech laden Honda scooter in India.

Honda has ruled the scooter market in India for a long time now. The Japanese 2-wheeler major offers three scooters in the country, where the Activa is the popular choice of most. The Dio is usually picked up by the youth, who are looking at a sporty scooter. The third scooter is Honda’s flagship scooter in India, the Aviator, which has never been a hot seller. While all the three scooters share many of their parts, including the engine, how different is the Aviator from Honda’s other offerings?

Styling - The Honda Aviator looks muscular, smart and definitely feels a notch above any other scooter in the market today which mostly carry sharp lines and sleek body panels. The Aviator definitely looks a class apart with its beefed up body panels at the front which come with a huge slat of chrome. The sleek front mudguard, the body color grab handle and scooped up side panels add character to the scooter. Overall it’s a very fresh and welcome design.

Instrument Cluster and Switch Gear - The angular design of the instrument cluster gels well with the overall design. Good choice of font style and size with the addition of dedicated indicator lights on each side are welcome. The console looks even better when illuminated at night. Switch gear is borrowed from other Honda scooters and feels great, positive clicks like any other Honda scooter. Fit and finish all around is excellent too.

Ergonomics - The seating position is comfortable, upright, and not wide, which makes it feel compact and confidence inspiring when riding enthusiastically. Rear view mirrors are great as usual providing great view of what is behind. The seat cushioning is mature enough for comfortable long and short journeys for the rider as well as the pillion. The grab handle is well in reach of the pillion and has soft touch plastic on the inside for better feel and size is perfect to hold on to. The foot well is slightly narrow, but it can hold the same number of bags as the Activa.

Performance and Gearbox - The Honda Aviator is powered by a 109cc, 4-stroke, air-cooled engine which churns out 8 BHP of power at 8000 RPM and 8.82 Nm of torque at 5500 RPM. Engine is smooth and utterly refined. It’s even more refined than the previous generation 102cc engine which was shared with the Activa which, once again is shared with Aviator but has its share of changes. For example, peak power comes at 7500 RPM unlike the Aviator which produces same number at a higher 8000 RPM. It’s not just the engine where there are changes, the Aviator weighs 108 kgs while the Activa scales in at 110 kgs, making the Aviator feel slightly sprightly.

Power delivery is linear and the throttle quickly responds to inputs. Low end torque is satisfactory unlike the Activa which shifts seamlessly. The Aviator gearbox is different, it has the prominent CVT lag up to 40 km/hr after which there is tiny whoosh (this is when the CVT shifts) which takes you all the way to 85 km/hr very quickly unlike any other scooter where progress is linear. This is where the Aviator is different, it has fun quotient despite the same engine and numbers as other scooters in the family. While most people won’t find these feature exciting, we found it as a recipe for fun.

Riding Dynamics - The Aviator rides on 90/90/12 wheels at the front (bigger wheels at the front to accommodate the disc brake) aided by a telescopic suspension and 90/100/10 wheels at the rear with Honda’s conventional unit spring system, which obviously is saying something. Cornering is all about front end grip, is what Honda is trying to say, has it worked? To an extent, front end is confidence inspiring and is on the stiffer side. Sudden change of direction, or entering a corner at high speeds feels a lot stable then the Activa and Dio, but at the rear despite the stiffer setup, it is not that engaging. It was a great opportunity for Honda to add 12-inch wheels at rear too. But don’t think for a moment that the ride quality is harsh, it rides well on bad roads too even, at moderate speeds. This results in more stability than other stable mates at any given speed. 190 mm disc with 3 pot caliper and 130 mm rear drum brakes provide best in class stopping power. It’s definitely the pick of the lot for the enthusiasts who are considering a Honda scooter.

Miscellaneous - You can choose for drum brakes at the front which come with the option of combi brakes. No under body scraping issues were encountered on speedbreakers during our test ride. Headlight illumination is excellent. Body color grab bar is a neat touch. Under storage space is 20-litres. The Aviator keeps up with the competition on specification sheet, but still a full faced helmet won’t fit. Side stand comes as an accessory as usual and an upgraded shutter lock is also missing.

Verdict - There is no doubt that the Aviator is the scooter for the enthusiast from the Honda scooter family. Despite the fact that it is priced well, has better aesthetics, goodies, wheels and suspension and has the same engine, the Aviator is a culprit of cannibalization. Thus, Honda needs to give it more changes, like bigger rear wheels and more power from the same engine or may be plonk in a 125 cc motor, which will help Honda to gain more market share from the competitive scooter which continue to grow at a rapid pace.

What’s Cool

* Better Dynamics and Engine than stable mates
* Optional Disc Brakes

What’s Uncool

* 10-inch rear wheel

Honda Aviator Specifications

* Engine: 109cc, 4-stroke, single-cylinder, air-cooled, OHC
* Power: 8 BHP @ 8000 RPM
* Torque: 8.82 Nm @ 5500 RPM
* Transmission: V-matic
* Top Speed: 85 km/hr
* 0-60 km/h: 11 seconds
* Fuel Consumption: 45 km/l
* Fuel Type: Petrol
* Suspension: Telescopic Forks (Front), Unit swing with spring loaded Hydraulic Damper (Rear)
* Tyres: 90/90-12 (Front), 90/100/10 (Rear)
* Brakes: 130 mm Drums (with CBS), Front Disc Brake (Optional)

Honda Aviator Dimensions

* Overall length x width x height: 1802 mm x 697 mm x 1162 mm
* Wheelbase: 1256 mm
* Seat Height: 790 mm
* Under-seat Storage Volume: 20-litres
* Fuel Tank Capacity: 6-litres
* Kerb Weight: 108 kgs

Audi A6 – Click above for high resolution picture gallery

Car Tested: Audi A6 3.0 TDI Quattro

Price OTR Mumbai: Rs. 60,64,260/-

The levels of finesse on the new Audi A6 is truly mind boggling.

The Audi A6 name plate made its debut in 1994 when the German automaker changed its naming nomenclature. The Audi A6 was earlier known as the Audi 100 (100 for 100 PS), with the first generation model going on sale in 1968 after Volkswagen purchased the company from Mercedes-Benz. Today, the Audi A6 is in its seventh generation and the latest model is known as C7 (internally known as Typ 4G). The new Audi A6 was launched last year and takes heavy inspiration from Audi’s flagship sedan, A8. The A6 shares most of its components with the A7 Sportback (review here) and looks thoroughly impressive all around. Locally assembled by Audi at its Aurangabad facility, the A6 has the goods to become the new benchmark in the executive luxury segment, giving the Mercedes E-Class and BMW 5-Series intense competition.

Exteriors – The new A6 looks every inch an Audi, with many design cues similar to other vehicles from the German car maker’s stable. While the latest generation model is all new, it does have quite a few design cues from the old model, making the A6 unmistakably an A6. While the vehicle is quite long at 4.92-metres, it’s shorter than its predecessor and lower too. However, Audi has increased the wheelbase and the width of the A6, which gives it a very sporty appearance. The most striking aspects of the Audi A6 are the long engine hood, short overhangs and sweeping roof.

By far the most interesting part of the exteriors are the new headlights, which features an intricate design and extend towards the fenders. The day time running lights consist of a multitude of LEDs (60 to be precise). These headlights are not only attractive but sets the Audi’s apart from the rest. Aided by Xenon Plus and Adaptive Lightning, not only does the A6 offer splendid vision in the night but it also consumes very little power (just 40 watts per unit). The daytime running lights also double up as turn indicators and fog lights are in built in the headlight rather than being placed on the bumper.

The single frame grille is finished in high gloss black color and merges neatly at the front. The Audi A6 has well designed soft and hard lines dominating the side view, which reveals the generous dimensions of this vehicle. The windows are surrounded by high gloss package along with anodized aluminum chrome detailing which further accentuate the visuals of the car. The 10-spoke 17-inch cast aluminum wheels look very good and the side profile merges well with the rear part of the car, where the heavy influence from the A8 is immediately apparent. There is an integrated boot spoiler and the bumper is quite low with an exhaust pipe on each end. The trapezoidal tail lights are all LED units and look the part.

Interiors – The sheer level of quality and attention to detail on the inside of the Audi A6 can make its competitors sweat. Audi has shared most of the interior components with the A7 and the cabin feels truly special. The large glass area and right use of colors give the interiors a very airy feeling. The large arc which runs right below the windshield up to the front passenger door defines the dashboard layout quite well. The A6 gets dark tan Valcona leather on the seats and door trim which gels well with the wooden inserts on the dash.

The large instrument cluster has multiple displays in the centre which carries a plethora of functions. The dials are easy to read and the console is rich with all the information the driver would need on the go. The A6, like any high-end Audi, is loaded to the gills with DVD changer, BOSE sound system, 20 GB hard drive, bluetooth connectivity, sunroof, etc. The Audi MMI system’s 6.5-inch screen pops out from behind the centre AC vents and offers a crisp display of things. The 4-spoke steering is nice to hold and has the usual buttons to control the various functions of the car including the paddle shifters. It is however not electrically adjustable.

The seats in the Audi A6 are thoroughly inviting. They offer excellent back support and there is ample amount of room for every passenger. Headroom too is good all around although the rear seats are a tad low, which results in a slight compromise of under thigh support. Finding a comfortable driving position is an easy task, with the electrically adjustable seat helping in this regard. Visibility is good and the centre arm rest is big enough for both the passengers at the front. The well contoured seats reward during long drives with absolutely no sort of fatigue. The large boot can swallow big bags without a hiccup.

Performance – When we drove the A4 with the 3.0-litre TDI diesel engine more than two years ago, we immediately fell in love with the exhilarating performance of this motor. This V6 diesel engine is so good, that it powers almost every Audi vehicle, including the A4, Q5, Q7, A7, A8 and ofcourse the A6. Turn the ignition on and the 245 BHP, 500 Nm engine comes to life with excellent NVH levels. This motor simply doesn’t feel like a diesel engine, thanks to the high amount of refinement it possesses. Response is tremendous and a simple nudge on the accelerator is enough to catapult the A6 ahead with urgency. With 500 Nm of torque available right from 1400 RPM, the Audi A6 is a hoot to drive and is doesn’t feel heavy or uneasy in crowded city conditions.

The 3.0-litre TDi motor is such an all round package with linear power delivery on offer. It has good punch all through the revv range with the mid-range being the strongest point of this oilburner. When the pedal is firmly grounded to the floor, the A6′s refined characteristic take a turn for the better and the twin exhausts become quite vocal with a nice humming sound. Coupled to this diesel engine is a 7-speed dual-clutch S-tronic automatic transmission which shifts quickly and is a joy to use in manual mode, with changing gears a mere flick on the steering mounted paddles. There is no stop-go system on diesel models (offered only on petrol variants), but various weight saving techniques result in the new A6 being very frugal.

Driving Dynamics – The new Audi A6 sheds close to 80 kgs of weight thanks to the use of an aluminum hybrid body. Various other mechanical components including the wheel control arms are made of aluminum. The chassis is stiffer than before while the air springs and dampers are adjustable according to the driver’s requirement. The Audi drive select offers 4 modes – comfort, sport, dynamic and individual. In comfort mode, ride quality is extremely good with the car providing very good cushioning over the worst of roads. The A6 glides over potholes and rarely does it get perturbed by bad roads. Even in Sport mode, the A6 rides well and doesn’t feel as extreme as far as the ride quality is concerned.

Power is channeled to all the 4-wheels via Audi’s quattro all-wheel drive system which gives good grip and eliminates under-steer to a certain extent. The electro-mechanical steering wheel weighs up well but isn’t exactly point and shoot. It does offer reasonably good feedback and is confidence inspiring at high speeds. The Audi A6 has a lift feature which raises the car by 20 mm, enabling the vehicle to clear big speed-breakers with ease. The air suspension sets the ride height of the vehicle in either of the three settings. On the highway, it lowers the body to increase stability. Braking is aided by all wheel disc brakes and various safety systems ensuring shedding serious speeds is done confidently.

Verdict – The new Audi A6 does all that a prospective buyer in this segment would look for and it simply excels in quite a few areas. The vehicle is very practical, offering tons of luxury with everyday usability. Not only does the A6 ride splendidly well, it also offers reasonably good handling and remains extremely surefooted at high speeds. Factor in the splendid performance from the V6 diesel engine and well crafted interiors and the new A6 immediately becomes the top pick in its segment.

The Audi A6 offers the perfect balance of dynamics with insanely good performance and high levels of desirability in one package.

Whats Cool

* Attractive Design
* Strong Performance
* Quality Interiors

Whats Not So Cool

* Low Rear Seat

2012 Audi A6 Specifications

* Engine: 3.0-litre, V6 with 90-degree V angle, 24V, DOHC, TDI
* Power: 245 BHP @ 4000-4500 RPM
* Torque: 500 Nm @ 1400-3250 RPM
* Transmission: 7-speed S-Tronic Dual Clutch Automatic
* Top Speed: 250 km/hr
* 0-100 km/h: 6.1 seconds
* Fuel Consumption: 9 km/l (City), 12 km/l (highway)
* Fuel Type: Diesel
* Suspension: Independent Double Wishbone (Front), Independent Multi-link (Rear)
* Tyres: 225/55/17 Tubeless Radials
* Brakes: Ventilated Discs (Front), Discs (Rear)
* Safety: Quattro AWD System, ABS, EBD, TCS, ESP, 8 Airbags, Reverse Parking Assist

2012 Audi A6 Dimensions

* Overall length x width x height: 4915 mm X 1874 mm X 1455 mm
* Wheelbase: 2912 mm
* Turning Radius: 5.95-metres
* Boot Volume: 530-litres
* Fuel Tank Capacity: 65-litres
* Kerb Weight: 1795 kgs

BMW X3 – Click above for high resolution picture gallery

Car Tested: BMW X3 xDrive30d

Price OTR Mumbai: Rs. 61,48,340/-

The X3 stays true to BMW principles of high driver involvement.

The BMW X3 was launched in 2004 and in less than 10 years, this Sports Activity Vehicle, as BMW likes to call it, has developed a massive fan base in many countries. The second generation model (F25) was launched globally in 2010 and BMW launched it in India last year. The X3 is an important vehicle for BMW India and thus India is the only place in the world where it is assembled. BMW manufacturers the second generation X3 solely at its Spartanburg facility in South Carolina, USA. Based on the touring version of the 3-Series, the X3 uses a monocoque construction and is as big as the original X5. The BMW X3 is hugely popular in both Europe and the United States, can it create similar success in the Indian SUV market?

Exteriors – The styling of the BMW X3 doesn’t stand out but tends to grow over you with time. There are quite a bit of X5 cues in the X3, which is certainly a good thing. The upright bonnet merges well with the forward slanting kidney grille and large almost rectangular headlights. The hood consists of six contour lines which sweep down towards the grille. The fog lights are placed quite high on the bumper, positioned right below the headlights. The headlights have signature BMW Corona Rings which function as daytime running lights.

The side profile shows the modest dimensions of this beast, with swooping lines further accentuated by chrome detailing around the windows and below the doors. The flared wheel arches along with short front and rear overhands further highlight the design characteristics of the BMW X3. The rear gets horizontal lines with T shaped LED tail lights positioned on the far extreme giving a wraparound appearance. Other exterior highlights include the aluminum roof rails, integrated rear spoiler and twin exhaust pipes. The xDrive30d model gets all aluminum kidney grille along with the XLine Pro exterior package, which consists of larger tyres and delicious Y shaped alloy wheels.

Interiors – BMW has given the X3 generous interior space, with the cabin offering ample amount of room for occupants. The wide X3 feels airy thanks to the large windows and big panoramic roof. Everything feels top notch inside, including fit and finish with the right choice of materials being used. The dual tone dashboard is very functional and interior space is one of the strong points of this vehicle. Not only are the seats extremely supportive, they offer splendid back support too. The rear bench is a bit low but offers very good legroom and headroom. The BMW X3 can seat 5 passengers in comfort.

The dashboard takes bits and pieces from the 3-Series including the seats, audio system and air conditioner. There are quite a few curves on the dashboard along with a metallic strip which runs right below the centre AC vents. The dash and doors get wooden inserts and a large 8.8-inch screen is integrated into the centre of the dashboard, which is the display screen for the fourth generation iDrive system and entertainment package (TV, DVD, et all) with 12-speakers. The typical BMW instrument cluster has four pods and is finished in classic black and white colors. A small display for the trip computer is placed right below the speedometer and tachometer.

The 3-spoke sport steering has the usual buttons to control various car functions and also has a chrome U shaped strip over the third spoke. The X3 has a lot of storage compartments and the driver centric centre console tilts towards the driver. The centre console has quite a few buttons next to the joystick type gear lever, including hill descent, auto hold, drive select, iDrive controller, electro mechanical parking brake, etc. The tail gate opens and closes electronically with the use of a button. Boot space is humungous at 550-litres and can be further boosted to 1600-litres with the rear seats folded. The X3 offers a lot of practicality and the seats can be folded in a multitude of ways.

Performance – The BMW X3 is quite heavy at almost 1.9 tonnes but that in no way results in the vehicle being a slouch. With the 3.0-litre, 6-cylinder diesel motor churning out an impressive 258 BHP of power and tarmac scorching 560 Nm of torque, the BMW X3 is quick and eager throughout. Tap the throttle and the BMW X3 responds instantaneously, with turbo lag well contained and the motor delivering power in a linear manner. To put it into number perspective, the xDrive30d will rush to 100 km/hr in just 6.2 seconds, while the top speed is 230 km/hr. That is very quick for a vehicle of this size. The motor has good levels of refinement too and NVH is extremely low, with a sporty rasp audible at higher revvs.

Mated to this smooth Bavarian oilburner is a 8-speed automatic gearbox, which is quick with downshifts and upshifts alike. The gearbox responds to throttle inputs splendidly, shifting into the right gear without any second thoughts. The tiptronic function lets you take over shifting and there are three modes to alter gearshift speeds and throttle response – Normal, Sport and Sport+. The taller gearing in high gears enable the vehicle to cruise comfortably, thereby boosting efficiency. The X3 also gets several BMW EfficientDynamics technologies including a start-stop function and brake energy regeneration system.

Driving Dynamics – The X3 is only available with BMW’s xDrive 4-wheel drive system, which is now in its third generation. This system channels 40% torque to the front and the remaining 60% to the rear axles. The multi-disc clutch can vary power delivery to the front and rear depending on road conditions. This system ensures optimum grip in all conditions and works flawlessly to enable moderate off-roading. The X3 stays true to BMW principles and handles very well. It is surefooted at all speeds and changes lanes quickly with body roll being minimal. High speed stability of this SUV is truly awe inspiring and the Bimmer stays firmly planted to the road at all speeds.

The splendid dynamics don’t come at the cost of ride quality, which is very pliant and comfortable. The X3 absorbs bumps with confidence and the chassis is so well engineered, it doesn’t transmit much to the inside. In Normal mode with the dampers softened, the X3 is simply flawless in the way it goes about conquering the worst of terrains. Surprisingly the vehicle rides decently in Sport and Sport+ modes when the dampers stiffen up and the steering weighs up heavily too. The electric steering doesn’t feel as direct and involving though but makes it much easier to navigate in low speed conditions. Brakes have very good progressive feel to them and have some serious stopping power.

Verdict – The BMW X3 excels in areas which an India SUV buyer will rate high on their agenda. Not only does the X3 offer splendid performance, it is quite frugal too and offers good dynamics. The ride quality is well suited to our roads and the interiors are well laid out with plenty of passenger room and luggage space. It may not be the most striking BMW vehicle, but as a package, the BMW X3 is very appealing, offering loads of practicality and technology, making it a strong contender in its segment.

The second generation BMX X3 offers comfort and exhilarating performance in one brilliant package.

What’s Cool

* Splendid Diesel Engine
* Ride Quality and Stability
* Interior Space and Comfort

What’s Not So Cool

* Styling Not To Everyone’s Taste
* Run Flat Tyres

BMW X3 Specifications

* Engine: 2993 cc, in-line 6, 24V
* Power: 258 HP @ 4000 RPM
* Torque: 560 Nm @ 2000-2750 RPM
* Transmission: 8-speed automatic
* Top Speed: 230 km/h
* 0-100 km/h: 6.2 seconds
* Fuel Consumption: 8 km/l (City), 11 km/l (highway)
* Fuel Type: Diesel
* Suspension: Independent Wheels Suspension
* Tyres: 245/50/18 Tubeless Radials
* Brakes: Ventilated Discs (Front), Discs (Rear), ABS, EBD, CBC
* Safety: ABS, EBD, DTC, ESP, TCS, DBC, CBC, Automatic Differential Brake (ADB-X), Hill Descent Control, Six Airbags, Immobilizer

BMW X3 Dimensions

* Overall length x width x height: 4648 mm X 1881 mm X 1661 mm
* Wheelbase: 2810 mm
* Front/Rear Track: 1616/1632 mm
* Ground clearance: 212 mm
* Turning Radius: 5.90-metres
* Boot Volume: 550-litres, 1600-litres (with rear seats folded)
* Fuel Tank Capacity: 67-litres
* Kerb Weight: 1875 kgs

Car Tested – Nissan Sunny dCi XV
Kms Done: 3083.8
Test Started at – 1936 kms
Test Concluded at – 5019 kms
Mileage – 16.87 km/l (mostly city running)
20.19 km/l (Best)
13.28 km/l (Worst)
Fuel Consumed – 182.8 liters
Fuel Cost – Rs. 9145/-
Major Repair – None
Service Cost – None during the test

The Nissan Sunny has a history which goes back more than 45 years when it first made its appearance as the Datsun 1000. After having launched the Sunny in petrol avatar, Nissan was quick to see that the demand for the diesel variant by far surpassed the one for gasoline. Based on the ‘V’ platform, the same one on which the Micra is based, the Sunny is Nissan’s best selling model in India till date, with sales having surpassed those of the Micra, inspite of the hatchback market being considerably larger. We use the Sunny as our daily car for 3000 kms and find out how it fares in a long term test.

The Nissan Sunny will not set the charts on fire in the styling department, blame it on the bland exterior styling but its inert practicality is what makes it a good preposition for buyers. In terms of size alone, its seems to be a segment higher than it actually is. The Sunny’s biggest asset is its interior space and this comes by virtue of its long wheelbase. Interior room is the the best in the segment, that too by quite a margin. The only other car which prides itself of the same is the Skoda Superb, but comes at double the price. The seats are comfortable and the Sunny is the ideal car if you like to be ferried around. Rear legroom is an absolute steal and you can literally cross your legs and sit. Over long drives, the seats ensure good comfort throughout, however, rear under thigh support is lacking for tall passengers.

The audio system is about average and there is provision for AUX and CD. USB is not supported by the audio system and we reckon that it will be provided when the Sunny undergoes its mid-life facelift.

Air conditioning unit is straight out of the Micra and this is beneficial as part sharing brings down costs. With a large glass area, the Sunny will heat up much more when standing out in the sun, however the AC is effective and cools quickly. The rear bench gets a cooling fan which seems to be a dud concept but is quite effective when used smartly. Direct the front vents into the rear fan intake the it works almost as good as an air conditioning unit.

Large window size also helps in amplifying the space inside. The cabin feels more roomy and airy. In fact, we used the Sunny as a tracking car for most of the shoots while it was with us and the rear seat surely was a boon. Amongst other activities, the Sunny was also the lead vehicle for the MotorBeam Mmet held in Lonavala (more on the meet here).

The rear parcel shelf has a niche which holds items like a tissue paper box ensuring it does not slide out in an event of emergency braking. The iKey is a feature which surely ends up spoiling you. The key can be tucked away in your pocket or your bag, as long as its on you, the door will open by tugging on the request sensor on the door handle. Though many times we noticed that if you have a mobile phone in the same pocket as the iKey, the sensor won’t recognize it until you move the phone away. Push button start works well though it did take its own sweet time to start the engine on a few occasions.

The Sunny gives you six different speed options for the wiper motor ensuring that no matter how heavy or light the rain is, your windshield is clear all the time.

They say that in most cases beauty lies within, so is the case of the Nissan Sunny. Under the hood is the renowned Renault K9K motor churning up a juicy cocktail of mileage and performance. This 85 PS oil burner is perhaps the best in the K9K line-up and delivers the perfect blend of performance and mileage. Power delivery is linear and is available through out the rev band with a strong mid-range. Even with five heavy passengers on board and a boot cramped with luggage, neither did the Sunny run out of breath nor did it come precariously close to kissing its underbelly to the ground. The Renault K9K, like most Renault engines is known for mileage and drive-ablity.

It not always about hardcore performance and as we saw in the last three Formula 1 seasons, the Renault engine was not the fastest of them all and yet won the championship for the Red Bull Racing team. The instrument cluster reading is almost too good to be true, but in the real world the Sunny returned a best mileage of 20.19 km/l in a Mumbai – Kolad highway run (with five people on board and a boot full of luggage). In the city, traffic jams and insane traffic led to a worst mileage of 13.28 km/l. Overall the Sunny was continuously delivering around 16 – 17 km/l, which is brilliant for a car of this size.

Our test car was relatively new when it was inducted into our long term test fleet, having only around 1900 kms on the odometer, the gearbox did have a notchy feel to it. It did smoothen up as the kilometers ticked, but there was still a hint of notchiness when we returned the car.

The steering is very light and this is a boon when you are carving your way through traffic but out on the open highway, there isn’t much feedback. As the weight adds on, the handling becomes a bit more predictable but this vehicle for sure is no handler, the Sunny has been designed for comfort and and does pretty well in that regard. Even when its fully loaded, the Sunny did not bottom out or kissed the speed breakers. Ground clearance is enough to keep the paint on the car and the Bridgestone tyres offer sufficient grip, they are far superior to most of the Indian equivalents.

After having driven the Sunny for more than 3000 kms, you are left nothing short of impressed. It’s not the best looking car but offers oodles of practicality and complete value for money. At Rs. 10.73 lakhs (on-road, Mumbai), the top end diesel Sunny is much cheaper than most cars in the segment and is also the most spacious of the lot. The K9K series dCi engine delivers the best combination of mileage and efficiency. If you are a back seat passenger, the Sunny will impress you with its luxurious rear bench. If you spend most of your time behind the wheel, the Sunny certainly won’t drill a hole in your pocket, no wonder, it’s the best selling car from Nissan till date.

Spares are affordable and few of them are priced as follows (all prices are excluding tax) -

1. Brake Oil (1 litre) – Rs. 615/-
2. Coolant – Rs. 185/-
3. Brake Pad – Rs. 2306.25/-
4. Front bumper (without painting) – Rs. 2646.50/-
5. Rear bumper (without painting) – Rs. 2450/-
6. Headlamp Assembly – Rs. 3094.22/-
7. Tail lamp Assembly – Rs. 1842.54/-

Service Interval – 10,000 kms or 6 months (whichever is earlier).

Further Reading -

Nissan Sunny Petrol Review
Nissan Sunny Diesel Review

Bike tested: 2013 Mahindra Pantero

Price OTR Mumbai: Rs.50,000/- (est.)

Mahindra’s 2-wheeler department is well known for value for money, feature-laden, efficient scooters. But people with sharp memory will remember that Mahindra also had an entry level commuter bike, the Stallio, a 110cc bike which was pulled backed by Mahindra due to technical glitches. Come July 2012, Mahindra inaugurated their R&D Center in Pune with a large amount of investment. It started developing engines from 110 cc to a large 300cc engine for the Mojo, which is being designed at this facility. Finally the finished product is out, the Mahindra Pantero! The company has also unveiled the Centuro, which is the same as the Pantero but with more features. A product which is a completely new and not a single thing is been shared with the old Stallio. The brakes, suspension, chassis, and the engine all are new and is developed in house at Mahindra’s R&D center. We take a quick spin and put the Mahindra Pantero through its paces to find out Mahindra’s first sole attempt in the competitive motorcycle segment.

Styling – The Pantero at first glance looks very substantial, the paint job is good and it has good road presence which will easily stand out in the crowd. The slim and angular headlight is carried over from the Stallio. The fuel tank has a muscular appearance to it and flowing lines continue on to the side panels and rear fender which gets a dose of a unique color graphic scheme, adding flare and accentuating the styling. At the rear, the huge LED tail light piece is the attention grabber. The turn indicators, the panels and everything else matches styling expect the RVMs which are circular and don’t particularly gel with the styling package. Overall, Mahindra’s attempt at making a distinct looking commuter has paid off.

Ergonomics – The seating position is upright and not very wide making it very comfortable. The foot pegs are placed for a comfortable ride for both the rider and the pillion. The RVMs do the job very well. Seat base is long and very comfortable but a bit narrow for big riders. There is enough space for inner thighs to breathe and the scoops on the tank serve their purpose well with good thigh support. Overall, long journeys are comfortable enough on the Pantero.

Instrument Cluster and Switch Gear – The circular three pod instrument cluster looks refreshing and seems to be borrowed from Mahindra’s scooter division. A segment first, includes a complete digital dash with tachometer, speedometer, a trip meter with mode and set button to adjust the clock and reset trip metre. Switch gear on the Pantero is seen on other bikes which are two segments above which include a pass button too.

Performance and Gearbox – The Pantero is powered by an all new single-cylinder, 4-stroke, 2-valves, over square layout 106 cc engine which produces 8.5 BHP of peak power at 7500 RPM and 8.5 Nm of torque at 5500 RPM. The engine is revv happy, smooth and has NVH levels which match Japanese its contenders. The engine has sufficient low end grunt but the mid and top-end grunt is good and the top speed is around 91 km/hr. The 4-speed gearbox is now butter smooth and despite the long abuse it wasn’t clunky at the end of the day. Gearing is a mixed bag, the second gear is tall and with the mediocre low end grunt will make the rider constantly shift down while overtaking in traffic. The engine cleanly revs up to 9000 RPM and this is where vibes are present, a common story with all bikes of this segment. Mahindra claims the Pantero will do the 0 – 60 km/hr sprint in 8.8 seconds.

Riding Dynamics – The Mahindra Pantero comes equipped with a rugged double cradle chassis, 5-step adjustable rear shocks which are backed by 18-inch wheels which have grippy MRF tyres slapped on to them. Combine these statics to a light kerb weight of 110 kgs and a short wheelbase of 1265 mm and you get a very agile motorcycle. It stays planted on the corners and gives you positive feedback. But pushing the Pantero harder will make one crave for a stiffer setup. A major credit goes to the tyres for the superb dynamics. Ride quality is fantastic, even the biggest bumps don’t upset the balance of the motorcycle or the rider. 130 mm drum brakes at the front are not that great and one expects to have disc brake as an option on this feature laden bike. All though rear brakes do the job well.

Miscellaneous – At 13.7-litres, this is the largest fuel tank in its class while competitors are offering not more than 10-litres. The fit and finish is excellent and there are two bolts below the seat to tie stuff. There is a storage compartment on the right side to carry edible stuff in complete comfort. Lot of kit comes as standard like LEDs at the front and rear, multi-function digital speedometer and one can choose from alloys to spoke wheels from digital to analog meters too. We are waiting for the disc brake variant to come in soon, because the bike which is this loaded deserves this option.

Verdict – There is no doubt, this 110 cc bike is the best in its class when compared to the competitors. With loads of features on offer and sensible variants have been chalked out for aggressive pricing, the Mahindra Pantero is bound to attract the customers to showrooms. But it’s the lack of after sales support which draws people back to the market leaders. If Mahindra succeeds at creating an excellent after sales network, then Mahindra could taste success of what they dreamed of while making these competent commuters.

What’s Cool

* High quality
* Feature filled
* Dynamics

What’s Not So Cool

* Disc brake
* Mahindra lack of service

Mahindra Pantero Specifications

* Engine: 106.7cc, Air-Cooled, 4-stroke engine, Mci-5
* Power: 8.5 PS @ 7500 RPM
* Torque: 8.5 Nm @ 5500 RPM
* Transmission: 4-speed manual
* Top Speed: 91 km/h
* Fuel Consumption: 60 km/l
* Fuel Type: Petrol
* Frame Type: Double cradle steel tubular structure
* Suspension: Telescopic Fork (Front), Coiled 5-step adjustable (Rear)
* Tyres: 2.75/18 (Front), 3.0/18 (Rear)
* Brakes: 200 mm disc (Front), 110 mm drum (Rear)
* Headlamp: 12 V – 35W/35W

Mahindra Pantero Dimensions

* Wheelbase: 1265 mm
* Seat Height: 805 mm
* Ground Clearance: 165 mm
* Fuel Tank Capacity: 13.7-litres
* Kerb weight: 110.5 kgs

Bajaj Discover 100T – Click above for picture gallery

Bike tested: 2013 Bajaj Discover 100T

Price OTR Mumbai: Rs. 56,850/-

The Discover 100T is easily the most advanced 100cc motorcycle in the market today.

Bajaj Auto’s launch spree continues and now there is a new Discover on the block, it’s the Discover 100T, a motorcycle based on the Discover 125 ST platform. The Bajaj Discover 100T shares identical aesthetics but there are differences to chassis, suspension and engine and a new nomenclature “T” which stands for touring. We take a quick spin and find out what the most technological advanced 100cc motorcycle promises to the commuter.

Styling – The Discover 100T aesthetics are identical to the Discover 125 ST. The tank, headlight, seat, side panels, wheels are all the same. However it has few changes which will help distinguish the two siblings. The half chain case is replaced by the full chain guard, the Nitrox suspension replaces the monoshock and the conventional long mudguard at the rear instead of the split mudguard is seen on the 125 ST. This ends up giving the Discover 100T a feeling of a much larger motorcycle irrespective of the engine capacity. The 125 ST is already mistaken for a 150cc motorcycle, which itself says a lot.

Ergonomics – The seating position of the Bajaj Discover 100T is upright and not so wide handle bar gives the rider a comfortable riding position. The rear view mirrors give a good view of what is behind to almost any sized rider. Seats have superior cushioning for pillion and the rider. The knee recesses are accommodating and make you feel attached to the motorcycle which evokes confidence while exploring dynamics of this motorcycle.

Instrument Cluster and Switch Gear – The three pod instrument cluster of the Discover 100T is identical to its elder sibling. The speedometer with integrated odometer, trip meter, shift light, high beam, turn indicator, battery indicator are all present and standard on the motorcycle. This definitely adds to the wow factor from the customer point of view to see the same on 100cc bike. As seen on the Discover 125 ST, tachometer is naturally omitted here as well.

Performance and Gearbox – The Discover 100T is powered by a 102cc DTS-i, 4-valve, 4-stroke, air-cooled engine which produces a power output of 10.2 PS at 9000 RPM and torque output of 9.2 Nm at 6500 RPM. The engine is smooth, throttle response is crisp and the motor responds swiftly to the rider’s inputs. Engine revs up smoothly to the redline and NVH levels are fantastic and even better than the Discover 125 ST. This is because engineers worked on NVH levels and by using a conventional air intake system rather than a different setup which is adopted on the 125 ST.

Low end torque is sufficient but where this motor shines is mid and top-end, performance is surreal for a 100cc motorcycle, after 50 km/hr, the bike quickly reaches 80 km/hr after which progress is slow till 100km/hr. The 5-speed gear box is a welcome move, smooth positive shifts with 5-up pattern was a joy to use. Taller gear ratios help to extract the best from this powerplant. Gearbox is a bit clunky, but it is far better than the previous generation of gearbox when matching the shift quality.

Riding Dynamics – The Discover 100T has a new sub-frame, Nitrox suspension at the rear and is 4 kgs lighter. The alloy wheels, tyres and front suspension are the same. The Discover 100T stays planted in the corners and there is good grip from the tyres too. The front fork geometry is tuned for maneuverability rather than sportiness, as this is what this segment requires. Ride quality is good and the motorcycle absorbs even big bumps with utmost ease. Brakes at front and rear are drums but surprisingly they do a good job of shedding speeds well. High speed stability is good and changing directions at high speeds doesn’t upset the motorcycle’s balance.

Miscellaneous – Electric Start, Alloy wheels, drum brakes, DC ignition come as standard on this motorcycle and there is only one variant. Fitment like engine guard, RVMs and sari guard come as standard fitment too. There are vibrations in this motor but they are better controlled compared to the 125 ST. An excellent move by Bajaj Auto by introducing corrugated fins on the Discover 100T for better cooling, just like the 125 ST.

Verdict – Entry level commuter motorcycles don’t offer much different things to the buyer. However Bajaj Auto is all set to change that with the ‘Ultimate 100′. The Discover 100T promises a lot to the customer with the high value for money proposition, given the generous standard equipment it is offered with. The styling of the Discover 100T gives a feeling that it’s two segments above. The 4-valve engine produces class leading power and torque figures and returns more fuel efficiency than any other bike in its segment, making the 100T a deal breaker!

Bajaj Auto has gone ahead and proved once again that commuter bikes need not be basic. The Discover 100T is not only the most powerful bike in its segment but also the best equipped.

What’s Cool

* Styling
* Standard convenience equipment

What’s Not So Cool

* Missing Tachometer

Bajaj Discover 100T Specifications

* Engine: 102cc, SOHC, Air-Cooled, 4-valve, DTS-i
* Power: 10.2 PS @ 9000 RPM
* Torque: 9.2 Nm @ 6500 RPM
* Transmission: 5-speed manual
* Top Speed: 100 km/h
* Fuel Consumption: 70 km/l
* Fuel Type: Petrol
* Frame Type: Semi double-cradle steel frame
* Suspension: Telescopic Fork (Front), Twin Nitrox Shocks (Rear)
* Tyres: 2.75/17 (Front), 3.0/17 (Rear)
* Brakes: 130 mm drum (Front), 110 mm drum (Rear)

Bajaj Discover 100T Dimensions

* Length x Width x Height: 2038 mm x 714 mm x 1070 mm
* Wheelbase: 1305 mm
* Seat Height: 800 mm
* Ground Clearance: 165 mm
* Fuel Tank Capacity: 10-litres
* Kerb weight: 121 kgs

The Hyundai’s Elantra’s re-entry in to the executive saloon segment has completely shaken up the market and how. It has displaced the Chevrolet Cruze from the top selling car in the segment and currently outsells the likes of the Toyota Corolla and Honda Civic, the latter having been discontinued in the Indian market by the Japanese manufacturer. What makes the Elantra the pick of the segment, its quite easy really! Loads of gizmos, eye catchy design and brilliant performance by both the petrol and diesel mills. Hyundai also offers automatic variants in both engine options. We have reviewed the Hyundai Elanta diesel automatic in detail last year, when we drove the vehicle in Udaipur. This time we drive the petrol powered manual variant and find out why the neo fluidic design clicks.

Since we have already reviewed the Hyundai Elantra in detail, this review will be restricted to the petrol manual variant only. While everything else remains the same, under the hood is an all new 1.8 litre petrol engine. This 1797cc Dual VTVT engine produces 150 PS of power at 6500 RPM and a peak torque of 178 NM. NVH levels are fantastic and you wouldn’t even notice if the engine is on idle. Though the peak power comes in the higher end of the rev band, this 1.8 motor delivers decent performance in the low end of the revv meter with a strong mid and high range.

The Dual VTVT optimizes the opening and closing timing of intake and exhaust valve based on engine RPM and load. This is advantageous as it improves engine performance and fuel efficiency and reduces harmful gas emission. There is no dearth of power and delivery is pretty smooth too. The cabin remains insulated from most of the outside noise. Step on the pedal and you will immediately notice that this engine loves to be revved and the feeling is pretty mutual, step on it and the Elantra will get you to smile. At high revs the engine gets slightly audible but its more of a whine rather than a scream.

Hyundai offers the Elantra with both automatic and manual transmissions. Our test car sported a 6-speed manual transmission. Gear ratios are tuned for both city and highway driving, the first three gears work well in the city while the sixth gear is tall and can stretch its legs nicely on a highway stint. The Elantra gearbox is slick with no rubbery feeling, shifts are precise and smooth. The ARAI certified mileage reads 16.3 km/l, practically one can expect about 12 km/l in city conditions, which is reasonable for a car of this size and weight.

All Hyundai cars have a similar handling trait and the Elantra is no different, the softer suspension setup makes the vehicle extremely comfortable and plaint in the city. Steering is extremely light and carving your way through traffic in the city is a breeze. However, it’s a different story on the highway. The steering feedback is much better than its younger sibling, the Verna, but the high speed feel is nothing compared to its German rivals. Having said that, the Elantra is the best Hyundai in the high speed stability department and feels quite at home around 100 – 120 km/hr. The rumor mill says that Hyundai is soon going to get a stiffer suspension setup for the entire line-up in the future. When this happens, there is no way you can find the Elantra at fault in the dynamics department.

The Elantra impressed us earlier and it continues to do so. The 1.8-litre petrol engine is brand new and strikes the right chord with power and mileage. If your daily commute is not too far from your home and mainly city oriented, you can’t go wrong with the petrol powered Elantra. If you tick the odometer more often, you can opt for the Elantra diesel. Whether you drive or like to be ferried around, the Elantra remains as one of the best options in the executive sedan segment.

Read The Hyundai Elantra Exhaustive Review

2013 Hyosung GT650R – Click above for high resolution picture gallery

Bike tested: 2013 Hyosung GT650R

Price OTR Mumbai: Rs. 5,24,400/-

The Hyosung GT650R continues to please with terrific performance from its 650cc motor.

When the Hyosung GT650R was first launched in India, it did not have any real competition. Soon Bajaj-Kawasaki launched the Ninja 650R, which ate into the GT650R’s sales. However both bikes are very different. While the Ninja 650R is a more relaxed machine, the Hyosung GT650R is an aggressive motorcycle with a very committed riding position. Now DSK-Hyosung have launched the 2013 GT650R, which gets mild updates to keep the product fresh. The changes are not drastic and are not immediately apparent either but they do make the GT650R more appealing.

Styling – The 2013 Hyosung GT650R gets cosmetic changes. While the rest of the bike remains largely the same as before, the front gets revisions which are immediately noticeable. The oval shaped headlight has been replaced by a V-shaped unit which looks sharper than before. The nose and side body panels have been re-styled and improve aerodynamics of this machine. The air dams have been changed and are now sleeker than before. The company has given the GT650R new body graphics along with new colors, which further accentuate the appeal of this motorcycle. The GT650R continues to turn heads where ever it goes.

Instrument Cluster and Switch Gear – Not many changes have been done to the console of the Hyosung GT650R, but the cluster looks fresh thanks to the use of new colors. The all black analogue tachometer is easier to read than before while the digital display houses the same amount of data as last year’s model. The display is now back lit in orange color, making it easier to read even in extremely sunny conditions. The quality of switch gear is good although not the best, there are a few rough edges, like the adjustable front brake lever not being the easiest to use.

Performance and Gearbox – The engine of the Hyosung GT650R produces the same output as before but has been tweaked to offer better city driveability. The 647cc, liquid-cooled, V-twin motor produces 72.68 BHP of power at 9000 RPM and 60.9 Nm of torque at 7500 RPM. This motor does perform well although throttle response is not immediate. The engine feels strong in the mid-range and once past 5000 RPM, it accelerates very brutally to its 10,500 RPM redline, with power starting to trail off gradually and vibrations increasing as the revvs build. The engine does tend to heat your legs through the fairing after continuous amount of kms on the saddle. The 6-speed gearbox works well although it does tend to get a bit rough at times but the clutch is well weighed and the overall performance of the GT650R is nothing short of exciting with 0 – 100 km/hr being achieved in just 5.5 seconds. This V-twin powerplant feels at home cruising and one can pull the GT650R from 50 km/hr in top gear to its top speed of 210 km/hr without any hint of uneasiness from the motor.

Riding Dynamics – The Hyosung GT650R is not short on hardware, getting a rigid steel frame and Kayaba upside down forks. The riding position is super aggressive with the rider having to crouch forward, making it uncomfortable to ride this machine in the city. This sporty riding position takes getting used to but the seats are good and offer very good comfort to the derriere. The GT650R is a heavy machine, weighing in at 215 kgs, which doesn’t make it the easiest bike to push around corners. Handling is good but changing directions quickly requires some effort. The balance of this motorcycle through corners is extremely good and so is the high speed stability, with the GT650R staying firmly planted to the ground at all speeds. The Bridgestone tyres offer very good grip and braking performance is excellent although ABS should have been offered, atleast as an option. Ride quality is on the harsh side but very good by sportbike standards.

Verdict – DSK-Hyosung are betting bike on the Indian market. The company is working on improving customer experience and its nice to see them revise the GT650R. The mild updates to the Hyosung GT650R makes this motorcycle a better overall package. While the GT650R does have a few short comings, the company has priced the machine aggressively, making it one of the best sportbike in its segment.

The Hyosung GT650R might not be polished, but it offers an excellent sportbike experience without breaking the bank.

What’s Cool

* Styling
* Engine Performance

What’s Not So Cool

* High RPM Vibrations

2013 Hyosung GT650R Specifications

* Engine: 647cc, liquid-cooled, DOHC, 8-valve,V-twin
* Power: 72.68 BHP @ 9000 RPM
* Torque: 60.9 Nm @ 7500 RPM
* Transmission: 6-speed manual
* Top Speed: 210 KMPH
* 0-100kmph: 5.5 seconds
* Fuel Consumption: 17-18 kmpl (City), 20-22 kmpl (highway)
* Fuel Type: Petrol
* Suspension: Inverted telescopic forks (front), linked monoshock (rear)
* Tires: 120/60/17 (Front), 160/60/17 (Rear)
* Brakes: 300 mm Ventilated Discs (Front), 230 mm Disc (Rear)

2013 Hyosung GT650R Dimensions

* Overall length x width x height: 2095 mm X 700 mm X 1135 mm
* Wheelbase: 1445 mm
* Ground clearance: 165 mm
* Fuel Tank Capacity: 17-liters
* Kerb Weight: 215 kgs

Hyosung GV650 Aquila Pro – Click above for high resolution picture gallery

Bike tested: 2013 Hyosung GV650 Aquila Pro

Price OTR Mumbai: Rs. 5,46,200/-

The Hyosung Aquila Pro has all the right ingredients to become a massive success in India.

When one talks about cruiser motorcycles, there are two brands which come to the mind immediately. One is Royal Enfield, which makes single-cylinder cruiser bikes, while the other is Harley-Davidson, which dominates the high-end cruiser segment. But what if you want something in between? There is an alternative, thanks to DSK-Hyosung who have now got the GV650 Aquila Pro in the Indian market. The Aquila name is not new to us and almost 10 years back, Hyosung had launched the 250cc Aquila, which was one of the most desirable machines at that time. Can the Korean automaker taste the same success with the 650cc Aquila?

Styling – If Hyosung gets full marks for something, it is for the design of their machines. The GV650 Aquila looks terrific with the right use of chrome all around. It’s not dipped in chrome like its younger brother ST7 but still manages to look rich enough. The GV650 is a modern day motorcycle with custom cruiser styling. The front sports a round chrome headlamp and the handlebars are extremely wide like you would expect from a cruiser motorcycle. The sharp styling on the tank blends well with the overall motorcycle and there is generous use of chrome on the exhaust too, which adds to the bling factor. The rear is well executed and sports 21 LEDs in the brake light. The overall appeal and presence of the Aquila Pro is so massive on the roads, that most people mistake it to be a Harley-Davidson bike.

Instrument Cluster and Switch Gear – Get onto the saddle and you will be comforted by the well padded seats. The console is all digital and features a speedometer in the centre, odometer and trip meters below it along with fuel meter, temperature meter and clock along side. There is no tachometer and the digital readout is surrounded by various malfunction lights and indicator lights. The console is surrounded by a thick layer of chrome, which keeps the premium appeal of the overall bike firmly intact. Switch gear quality is very good and so is the overall fit and finish, with only minor plastic parts not feeling up to the mark.

Performance and Gearbox – Powering the Hyosung GV650 Aquila Pro is the same unit which does duty on the GT650R. This V-twin engine generates 74 BHP of power at a rather high 9000 RPM (according to cruiser standards) and 62.1 Nm of torque at 6500 RPM. The exhaust is quite audible through out, even at idle and only gets louder as you twist your right wrist further. The GV650 has good bottom and mid-range punch and surges forward with zest every time you open the throttle. There is plenty of power available for our roads and seldom does the Aquila feel at a loss of horses. However this V-twin powerplant has quite a few vibes at high revvs, which become apparent on the mirrors and on the footpegs.

There is so much power on tap, that the Hyosung GV650 doesn’t feel out of breath till upper three digit speeds. It continues to pull strongly and boasts of a top speed of 195 km/hr. 0 – 100 km/hr comes up in just 6 seconds, while the 140 km/hr mark is done in just 11 seconds. The GV650 transfers power to the rear wheels via a belt and uses a 5-speed gearbox, which has different ratios than the GT650R. However the first gear seems to be the same as that of the GT650R and we could hit 87 km/hr in first gear, post which the revv-limiter kicked in. Make no mistake, the GV650 is a cruiser but can still give you a hair raising experience.

Riding Dynamics – The Hyosung Aquila Pro is a comfortable motorcycle with forward set foot pegs, well cushioned seats and wide handlebars. There is no place for the pillion to hold on to but DSK is offering a back rest as an option. The handling is surefooted and the visual mass is easy to maneuver thanks to a light steering, rigid chassis and wide Bridgestone Battlax tyres, which offer tremendous grip. Straight line stability is splendid and even at high speeds, the GV650 simply doesn’t budge and stays well planted to the roads. Ride quality although on the stiffer side is quite good and the GV650 maintains its composure on the worst of roads. Braking performance is excellent with supreme speed shedding abilities on offer.

Verdict – DSK-Hyosung are on a roll, launching new products in India quickly. The GV650 Aquila Pro does come across as the best cruiser for the money. While you can get a cruiser from a well known American company for slightly more, that too doesn’t come close to the sheer level of performance the Aquila Pro has to offer. The Korean company has offered an excellent alternative for cruiser buyers and the price, performance and styling mix is spot on, making the GV650 an excellent motorcycle in its segment.

The gorgeous styling and splendid performance makes the Hysoung GV650 look much more expensive than it actually is.

What’s Cool

* Gorgeous Styling
* Performance

What’s Not So Cool

* Brand awareness

2013 Hyosung GV650 Aquila Pro Specifications

* Engine: 647cc, V-Twin, DOHC, Water-Cooled, 8-valves
* Power: 74 BHP @ 9000 RPM
* Torque: 62.1 Nm @ 6500 RPM
* Transmission: 5-speed manual
* 0 – 100 km/hr – 6 seconds
* Top Speed: 195 km/h
* Fuel Consumption: 20 km/l
* Fuel Type: Petrol
* Suspension: Telescopic forks (Front), Hydraulic double shock absorber (Rear)
* Tyres: 120/70/18 (Front), 180/55/17 (Rear)
* Brakes: 284 mm twin discs (Front), 144 mm disc (Rear)

2013 Hyosung GV650 Aquila Pro Dimensions

* Length x Width x Height: 2330 mm x 840 mm x 1150 mm
* Wheelbase: 1670 mm
* Ground Clearance: 160 mm
* Fuel Tank Capacity: 16-litres
* Kerb weight: 240 kgs

Renault Scala CVT Automatic – Click above for high resolution picture gallery

Car Tested: 2013 Renault Scala CVT Automatic RxZ

Price OTR Mumbai: Rs. 11,00,000/- (est.)

The Scala CVT is the only car to deliver better mileage than its manual sibling.

Barely five months after its launch, the Renault Scala has already hogged up 8% market share in the mid size sedan segment. Last out of the five Renault products by 2012, the Scala has been well received by the consumers with over 3000 units sold in four months. Automatic cars are slowing getting popular owing to the stop go traffic which is only getting worse by the day. Renault claims to have addressed the common apprehension amongst buyers regarding automatic transmissions namely mileage and cost of ownership. With the Automatic car market growing, Renault has promptly slapped the Scala with the all new X-Tronic CVT transmission. How good is it? That’s what we find out on a drive to Kashid beach.

Currently automatic cars account for 7 percent market share, of which 6 percent use petrol while only 1 percent accounts for diesel automatics, the sole car being the Hyundai Verna. Increased traffic congestion and stop go traffic has seen a gradual shift towards automatic cars and this is expected to grow significantly in the coming years. Time has been testimony to the fact that automatic transmissions are less fuel efficient than their manual counterparts, every single car in the segment speaks the same story. However, Renault has cooked up some magic with the Scala CVT, which for the first time, is more fuel efficient than its manual sibling, that too by a full 1.02 km/l of fuel. The cost of ownership too is in sync with the manual variant and Renault believes this can be a game changing equation.

Except for the CVT transmission, the Renault Scala is absolutely identical to the manual version. The only change on the exterior is the CVT badging on the top right side of the boot. Before going into the details of the transmission, lets throw some light on the difference between an automatic and CVT (Continuous Variable Transmission). While an automatic transmission has fixed gear ratios, the CVT employs use of two pulleys and the distance between them varies depending on speed and RPM. This effectively means you can have infinite number of ratios between the maximum and minimum value. A CVT also delivers better fuel efficiency since input shaft maintains a constant angular velocity for a range of output speeds. This transmission is also smoother and less jerky compared to a traditional automatic.

On board the Scala CVT sits the all new X-tonic CVT transmission which uses an auxiliary gearbox to boast of the world’s highest transmission ratio, higher than a 7-speed automatic transmission as per Renault claims. The beauty of this transmission lies in its size, it’s extremely compact and uses smaller pulleys to attain a higher transmission ratio. Even frictional losses are kept at a minimum. Besides allowing for infinite gear change ratios, the X-tronic CVT offers smoother gear shifting with smooth and stable engine braking. Not only is the throttle response better, the CVT avoids the shift-shock fluctuations in torque transmission experienced with conventional automatics.

The X-tronic CVT is mated to a 1.5-litre gasoline engine which delivers 99 PS of power with a peak torque of 134 NM. Besides the regular P, R and N, the CVT uses two forward drive modes. The D and the L. The L comes in handy while going uphill where the torque is high to overcome the ascent. Slot the gear into D and you are on your way, the first thing you will probably notice is that the CVT is really smooth. There are hardly any jerks which are usually seen in a single clutch transmission. Slam on the throttle and the CVT will immediately get the revs up to suit the demand, however since the top end of the revv meter is pretty flat, it only ends up making noise.

The low end is decent with a strong mid-range, feed in the throttle gently and the engine will maintain the requisite speed at the lowest RPM delivering better mileage. This is particularly useful in stop go traffic and this is where the Scala really feels at home and returns a fuel efficiency of 17.97 km/l, which is not only more than its manual counterpart (16.95 km/l), but is better than Ford’s Dual Clutch Automatic Fiesta (16.97 km/l). All figures are ARAI certified.

The gear lever has a small button on the right which is used to activate ‘Sports’ mode as it reads on the instrument cluster. A flick of this button makes the Scala hold higher RPM with higher torque output making low speed overtakes a breeze, however high speed overtakes require some planning as the engine makes more noise than the speed. It’s best to use the conventional D mode to extract the most out of the engine. On our drive, the Scala returned 10.8 km/l, which is exceptional considering we were keeping the engine on the boil most of the time.

The Renault Scala CVT creates a very positive first impression. The CVT will be available in the top end RxZ and mid level RxL. While the mileage drop factor is completely eliminated by the X-tronic transmission, the jerk free driving is a bonus. The Scala is already known for its spacious interiors, the new CVT makes it a very promising buy for automatic aspirants.

What’s Cool

* Better efficiency than manual
* Less jerky gearbox

What’s Not So Cool

* Engine too noisy at higher RPM

Read The Renault Scala Exhaustive Review