Mercedes SLK 350 – Click above for high resolution picture gallery

Car Tested: Mercedes-Benz SLK 350

Price OTR Mumbai: Rs. 90,19,180/-

The Mercedes SLK is stunning in every possible way and draws a crowd in nano seconds.

Mercedes-Benz is known for its luxury cars but the company knows the right way to develop sports cars with spine tingling performance. After all, Mercedes has been associated with Formula 1 for a long time now and also has its own team. The German car maker has developed quite a few stellar sports cars over the years, like the McLaren SLR and Mercedes SLS AMG, both of which are very high end machines. The compact sports roadster from Mercedes-Benz is the SLK, which standards for sporty, light and short (which in German translates to Sportlich, Leicht und Kurz aka SLK). The third generation R172 model has been in development for six years and is on sale in India. We put it through its paces to see if it is a driver’s delight.

Exteriors – The Mercedes-Benz SLK is quite compact and one glance on this roadster will immediately prove that small can indeed be beautiful. The SLK has a stunning design and looks really eye catchy all around, more so with the roof down. The frameless doors feel amazing to hold and with the windows and top down, one can simply put their right hand over the door, slap on a pair of aviator style sunglasses and cruise around in style, with the awesome feeling of the wind blowing through your hair.

The front takes design inspiration from the SLS and the upright radiator grille looks very classy. The large grille adorns a big three pointed star with chrome strip running on either side of the logo. The hood is long, while the tail is rather short and the overall proportions are very reminiscent of the classic sports car of yesteryear. The side profile reveals the ventilation grilles near the front wheels, which have chrome fins to give you an immediate deja vu of the 190 SL roadster. The rear has massive attention to detail with large tail lights and twin exhausts to give you a hint of what this vehicle is capable off.

Interiors – The 2-seater SLK roadster offers good space for two passengers. The cockpit is sporty and luxurious offering splendid levels of quality and good attention to detail. The dashboard is all black and features brushed aluminum inserts throughout, including on the centre console and 3-spoke steering wheel. The steering wheel is well contoured and good to hold, offering very good levels of grip when you mash the throttle and get to the twisties. The circular AC vents are nicely done and look sporty. Everything inside the vehicle is so nicely laid, that the premium feeling becomes immediately apparent.

Mercedes-Benz offers the best bit of equipment like front and rear parking sensors, memory seats, etc on the SLK. The panoramic vario-roof is offered with Magic Sky Control (as an option), which can darken or lighten the roof with a touch of a button. Like all Mercedes cars, the SLK too gets a color display positioned right in the centre of the dashboard, which displays all car functions. The seats are well contoured and offer splendid levels of comfort. The instrument cluster has twin pods with chrome surrounds and is clear to read. The SLK has quite a few places to keep things and with the roof down, the vehicle offers a decent 225-litres of luggage space.

Performance – Mercedes-Benz offers a range of petrol engines on the latest generation SLK, although only one engine is available in India. The SLK 350 is the top-end non AMG variant and features a very eager engine which screams out loud when you floor the accelerator pedal. Throttle response is particularly impressive and the SLK 350 lunges forward with sheer thrust every time you floor it. With 306 trained horses under its arsenal, the SLK 350 reaches 100 km/hr in just 5.6 seconds. Acceleration is so strong that the vehicle is never reluctant and nudges past 200 km/hr with ample amount of juice still left in it.

The six-cylinder motor powering the SLK is a gem, it has impressive amount of mid-range bite and is thoroughly refined, even when it is rushing to its 6900 RPM redline. This cracker of a engine is mated to a 7-speed automatic gearbox, which does a good job of selecting the right cogs and is very responsive too. There are three modes – E for economy, M for manual and S for sports. The engine gets a bit jerky in sports mode but holds the revvs to the redline in every gear. There are paddle shifters on the steering wheel to change gears but there is no tiptronic function on the gear knob.

Driving Dynamics – Mercedes-Benz is known to make cars which are more oriented towards comfort. With the SLK, the company has naturally taken a different approach and thus the SLK 350 is stiffly sprung, which gives it terrific handling around corners. The massive 17-inch wheels are slapped with 245/45 low profile tyres which give the vehicle very good driving dynamics and the SLK feels well planted through the sharpest of bends. This Mercedes roadster is quite sharp but the steering isn’t as communicative as we would have liked.

With ample amount of performance available on the SLK 350, high speed stability is important and Mercedes has delighted in this regard. The SLK 350 stays well planted to the road even at high speeds, inspiring confidence to be pushed even harder. The ride quality is on the stiffer side though and the low profile rubber doesn’t help matters much, with the vehicle getting quite jittery over bad roads. Braking performance is excellent with good bite and confidence inspiring stopping power on offer.

Verdict – The Mercedes-Benz SLK pleases in almost all regards. As a sports car, it comes on top in most departments including drop dead gorgeous styling, sheer performance, high quality interiors and decent practicality. The Mercedes SLK makes top down motoring really enjoyable with the hardtop going down in a matter of seconds. The V6 powertrain is smooth and offers splendid performance, which is accompanied by aural delight too. The dynamics are not the best though with the steering not being as involving as one would expect from a sports car. However when it comes to sheer performance and desirability, the SLK 350 takes the laurels.

The performance from the SLK 350 is thoroughly impressive with the exhaust snarl still ringing in your ears, hours after you have left the vehicle.

Whats Cool

* Stunning Design
* Stellar Performance
* High Quality Interiors

Whats Not So Cool

* Left side mirror is too magnified

Mercedes-Benz SLK 350 Specifications

* Engine: 3498cc, V6 BlueEFFICIENCY
* Power: 306 HP @ 6500 RPM
* Torque: 370 Nm @ 3500 RPM
* Transmission: 7G-TRONIC PLUS
* Top Speed: 250 km/hr
* 0-100 km/h: 5.6 seconds
* Fuel Consumption: 5 km/l (City), 7 km/l (Highway)
* Fuel Type: Petrol
* Suspension: Multi-link
* Tyres: 225/45/17 Tubeless Radials
* Brakes: Ventilated Discs (Front), Discs (Rear)
* Safety: ABS, PRE-SAFE Brake, ATTENTION ASSIST, Active Bonnet, NECK-PRO, 6 Airbags

Mercedes-Benz SLK 350 Dimensions

* Overall length x width x height: 4134 mm X 1810 mm X 1301 mm
* Wheelbase: 2430 mm
* Boot Volume: 335-litres
* Fuel Tank Capacity: 60-litres
* Kerb Weight: 1540 kgs

The last time we tested Kirrus re-mapped KTM Duke 200 (here), it only had an ECU remap and was running on stock exhaust and air filter. The performance and refinement was good and the engine produced less heat than the stock Duke. With the rev-limiter removed, it gave you enough space to time your shifts because the way the stock Duke redlines, it is impossible for any human who’s riding a Duke, to not hit the rev limiter abruptly, specially riding hard and fast. But Kiirus, with our feedback and their performance tests, thought that it can do better with a performance stock air filter and an exhaust. So they have come up with BMC stock air filter and their own custom made exhaust for the Duke 200. We took it for a quick spin and this is what we found.

The exhaust isn’t particularly a looker, but we have been assured that it’s a prototype in terms of aesthetics but performance will be the same from this exhaust. It could turn a bit louder than the prototype and slightly louder than the stock Duke 200 but in normal riding, it stays reasonably quite and under 85 decibels. The exhaust is made up of double layered steel to keep it cool and despite riding it hard and fast the entire day, we found out that the exhaust did not heat up to catastrophic levels. Long lasting fiber-glass is used which makes it maintenance free too.

The exhaust and air filter have made a significant amount of change in how the Duke 200 behaves, it’s a lot more calm and relaxed at any given speed. The engine, which had a bit rough edge has now transformed to a very smooth engine. The loud nature and ever revv hungry monster is now tamed. It feels immensely tractable now and it’s much easier to live with on a daily basis. The fueling is spot on and the intake with the air filter and the exhaust system is flawless. The entire RPM band has no jerks whatsoever.

Like any other exhaust, this free flow exhaust has improved low end performance and thanks to the re-mapped fueling, it is less jerky under 4000 RPM too. Mid-range is as mad as usual, the difference lies in the top end when we saw a top speed of 142 km/h. But this bike is not for top end performance, it was designed to mash your mind and body while accelerating, which it does significantly better than the stock Duke 200. The rev limiter now raised to 11,700 RPM gives a lot of space to time your shifts and we felt it is faster from 0-100 km/h and 60-100 km/h by a good margin.

The remap with the air filter doesn’t void your warranty also. Prices are yet to be announced. But given the fact that the Kiirus has made the product for the Indian as well as foreign markets, let’s face that it is a value driven market. The kit includes the exhaust and stock BMC air filter and the remap is worth every single penny for the people who want MORE from their KTM Duke 200.

Chevrolet Sail – Click above for high resolution picture gallery

Car tested: 2013 Chevrolet Sail

Price OTR Mumbai: Rs. 7-9 lakhs (est.)

The Chevrolet Sail is high on practicality, which is imperative to a large chunk of buyers.

Mid-sized sedans are seeing increased demand in India, with sales improving gradually over the past few years. Today, the mid-sized segment is quite crowded with many products on offer from a slew of manufacturers, both local and international. General Motors entered this segment long time back with the Chevrolet Aveo, a vehicle which tasted little success, due to the lack of a diesel engine and intense competition. Now in its second go in the Aveo segment, GM has armed the Chevrolet Sail with a potent diesel motor, which is sure to appeal to a larger section of buyers. So does the Sail sedan impress?

Exteriors – The Sail notchback is the sedan version of the Sail U-VA hatchback and thus the styling of both vehicles is almost identical till the B-pillar, post which we have slightly bigger windows for a better rear seat experience. However unlike some sedans in the segment, where the boot seems to be an after thought, the Sail has a well integrated boot which doesn’t look out of place. The tail lights are big and the rear bumper has nice lines too. The overall styling of the vehicle is conservative and the styling won’t grab eyeballs but neither will it offend anyone. The neutral design of the Sail puts it across as a simple vehicle where function precedes form.

The neatly integrated boot doesn’t look big on the outside but offers enough space to carry big bags. The loading bay is slightly high but overall SAIC has done a fantastic job to ensure the Sail’s rear is not an eye-sore like the Maruti Suzuki Swift DZire.

Interiors – GM has made absolutely no changes to the dashboard of the Sail sedan over the Sail U-VA hatchback. The interiors are almost identical too and there are minor changes like softened seat cushioning and fixed rear seats (the hatchback has folding seats which boosts carrying capacity). The interiors are not a lively place to be in and overall quality levels are average at best. The use of beige colors on the interiors does give the Sail an airy feeling on the inside. However the plastics are hard and the steering wheel feels quite an over thought, with no color co-ordination whatsoever.

The Sail sedan is expected to fill the shoes of the erstwhile Optra, which was known to be a loaded vehicle. Sadly GM has thought otherwise with the equipment list of the Sail, which doesn’t get steering mounted audio controls, on-board computer and climate control. What the Sail sedan loses in terms of interiors design appeal, it makes up by offering loads of space. There is ample amount of legroom and headroom on offer throughout the vehicle and every occupant will be comfortable inside the car. Seating five is not an issue thanks to the centrally placed fuel tank. There are quite a few storage areas too and the doors have generous pockets as well.

A few things which GM should have fixed in the Sail sedan but haven’t is the power window switches which have been placed right ahead of the gear knob. There is no dead pedal nor driver’s seat height adjustment on offer. The instrument cluster doesn’t feel much intuitive either and the tachometer should be switched with the speedometer. A digital speedometer and an analog tachometer is easier to understand, rather than the other way round. The Sail does get keyless entry and a feature laden audio system which has AUX, USB and Bluetooth connectivity. Overall the cabin doesn’t feel special but is quite practical and there is loads of space to be utilized. We would have liked if GM would have offered more equipment, at least on the top-end variants.

Performance – Powering the Sail sedan is the same set of engines from the Sail U-VA hatchback. Which means you get a 1.2-litre petrol engine, even though the Sail is not a sub 4-metre compact sedan. GM chose the 1.2-litre engine over the 1.4-litre engine in the interest of fuel economy. The 1.2-litre engine is also a generation ahead of the 1.4-litre engine. The 1.2 Smartech motor is not the best when it comes to NVH levels but offers decent performance from the 86 horses it has on tap. In-gear acceleration is good and this motor feels best in the mid-range but the rubbery gearbox does take away from shifting cogs smoothly.

The more popular engine of choice will certainly be the diesel, which uses the highly acclaimed 1.3-litre Fiat oilburner. This motor has been tweaked by GM engineers to befit the Sail for better city drive-ability. Power delivery is linear and although turbolag is evident, it is relatively contained. Mid-range from this engine is fantastic and there is good progress between 2000-3500 RPM. The top-end is not as punchy though and power trails off quickly at around 4000 RPM. GM has used its own gearbox on this diesel engine, which has short throws and the overall experience from the diesel Sail is very positive.

Driving Dynamics – The Chevrolet Sail has decent stability at high speeds but the steering doesn’t feel as direct and involving as some of its Japanese rivals. While the steering is light at low speeds, making it easy to maneuver in city conditions, it doesn’t weigh well enough as speeds build up. GM has improved the steering on the petrol model which feels slightly better. Handling is decent though there is some amount of body roll which is marginally more than the hatchback. However the ride quality is simply fantastic and the Sail blows you away by absorbing bad roads in its stride with utter confidence. We took the vehicle on the worst possible roads around GM’s Talegaon facility and the Sail thoroughly impressed us. Braking performance is good with ABS on offer on top end variants.

Verdict – The Chevrolet Sail sedan thus comes across as not much more than a Sail U-VA with a boot but in this case, the boot has been integrated very well. GM has retained the interiors, engines and features on the sedan, with its hatchback sibling. There are a few shortcoming like the lack of features and average steering feel, but the ride quality and space more than make-up for it. The 3-year Chevy promise on offer will make the Sail a very competitive car in the segment. Now GM only needs to price the Sail sedan very aggressively to taste success in the mid-size sedan segment. The Chevrolet Sail does offer plenty to the buyer but the company has to play the value for money card in view of intense competition from more established rivals.

Good interiors space, generous boot and splendid ride quality make the Sail sedan a very practical vehicle in its segment.

Whats Cool

* Excellent ride quality
* Interior space
* Well integrated boot

Whats Not So Cool

* Plastic and interiors quality
* Some equipment missing
* Steering feel

Chevrolet Sail Specifications

* Engine: 1248 cc, 16V, DOHC, SDE (diesel), 1199 cc, 16V, DOHC, Smartech
* Power: 78 PS @ 4000 RPM (D), 86 PS @ 6000 RPM (P)
* Torque: 205 Nm @ 1750 RPM (D), 113 Nm @ 5000 RPM (P)
* Transmission: 5-speed manual
* Top Speed: 160 km/hr
* 0-100 km/h: 16 seconds (D), 15 seconds (P)
* Fuel Consumption (as per ARAI): 22.1 km/l (D), 18.2 km/l (P)
* Fuel Type: Diesel and Petrol
* Suspension: Mcpherson struts with coil springs and stabilizer bar (Front), Semi-independant suspension with coil springs (Rear)
* Tyres: 175/70/14 Tubeless Radials
* Brakes: 240 mm Disc (Front), 200 Drums (Rear), ABS, EBD
* Safety: ABS, EBD, Dual SRS Front Airbags

Chevrolet Sail Dimensions

* Overall length x width x height: 4249 mm X 1690 mm X 1503 mm
* Wheelbase: 2465 mm
* Front/Rear Track: 1462/1457 mm
* Ground clearance: 174 mm (D), 168 mm (P)
* Turning Radius: 5.15-metres
* Boot Volume: 370-litres
* Fuel Tank Capacity: 42-litres
* Kerb Weight: 1124 kgs (D), 1065 kgs (P)

Read The Chevrolet Sail U-VA Review

All these motorcycle pack a serious punch, that you just can’t choose one so easily.

Motorcycles generate an emotional appeal, something which only a rider can truly understand. We Indians have been starved of fast and involving motorcycles since a very long time. There has been the RX 100/135 and the RD350 but post that, there was absolutely nothing which could rock an enthusiast’s boat. Over the past half a decade, a slew of performance machines have been launched from a range of manufacturers, which has given the bikers amongst us a wide variety of options to choose from. But which is the ultimate Indian performance motorcycle today? Time to revv the engines to find out.

We have seven bikes here in this shootout and picking one is certainly not easy. Heck, even comparing them against each other is no menial task, after all, these bikes range from Rs. 97,000/- all the way up to Rs. 3.70 lakhs (all prices on-road, Mumbai). So clearly these bikes are as different as chalk and cheese, but still we will compare them to find out which is the most thrilling machine to ride and own today.

Now all these bikes certainly look good, after all beauty lies in the eyes of the beholder. For that very reason we wouldn’t want to pass a judgement on the styling of these motorcycles. Some find the KTM Duke 200 to be the most gorgeous bike on the road, while others find it offensive. Thus it’s not an easy task to decide which is the most stunning machine here. However most people will agree with us that the Yamaha R15 Version 2.0 is the most stunning Indian bike on sale today. The R15 looks splendid in both quality and design alike, more so in racing blue shade.

All these bikes have modern instrument clusters (except the Kawasaki Ninja 250R) with analogue tachometer taking centre stage and a digital speedometer tucked neatly somewhere around it (except the Duke 200, which has a fully digital console). The most tech laden console is undoubtedly that of the Duke 200 but the small fonts and poor anti-glare properties really makes it difficult to read in bright sun light. The Ninja 250R’s bare basic console doesn’t justify its price tag, while the Pulsar 200 NS’ cluster is among the best in terms of design appeal. Rest of them are quite average and not really something which make you skip a beat. The CBR150R uses a cheaper version of the CBR250R’s console. Switchgear quality is good on all these bikes with the exception of the Honda CBR150R, which feels downright cheap. The R15 feels a step up than others in the way the buttons operate but overall, the Duke 200 and Pulsar 200 NS feel the most appealing in overall console design and switchgear quality.

Engine capacity of these motorcycle range from 150cc to 250cc but we are not going to dwell into the specification of each of these machines. Power output is one thing and the way that power is put down on the road is another thing altogether. So without much ado, let’s quickly dive deep into how these motorcycles perform.

The CBR150R is the slowest motorcycle here but the high revving nature of the Honda motor gives the highest rewarding experience to the rider. The R15 comes second last in performance but the engine feels butter smooth through out. The R15 does have good punch when you pull it hard. One can’t really blame the R15 and CBR150R for being slow, as they are the least powerful bikes here. The Pulsar 220, which was once the fastest Indian bike, is now all the way down to fifth. The 220 is the oldest and cheapest bike here and still has some serious performance on offer. It is the only bike which doesn’t have 4-valves but it’s commendable to see the 220 put up a good fight. The Pulsar 200 NS comes in fourth and is a complete delight to ride, thanks to an eager engine which pulls strongly. Again nothing comes close to the Pulsars in offering value for mone performance.

Our top three performers are no surprise. The Ninja 250R had to take the honors as the fastest accelerating bike here, after all, it is the only bike to feature twin-cylinders. This puts the Duke 200 and CBR250R neck and neck. Although the CBR250R is quite heavy compared to the Duke 200, its taller gearing helps it to take second place. The CBR250R also has a higher top speed than the Duke 200. However, the Duke 200 is more thrilling to ride and it feels like a racket right from the word GO. The shorter gearing in the Duke, keeps you on your toes as you try to keep up with the menacing performance of this KTM. For outright acceleration and top speed, the Ninja 250R might take the honors, but if you want to be thrilled and scared (at the same time), the Duke 200 is the bike for you.

When it comes to underpinnings, the KTM Duke 200 is the most advanced machine here. But it’s not the best when it comes to track days. The Duke does handle like a charm and has strong brakes but the R15 is the most surefooted handler, with the telepathic steering and cornering ability which shames bikes of a segment above. The CBR150R puts up a good fight with the R15 but lacks the finesse that the R15 has. The R15 is so good in terms of dynamics, it feels like it has an extra pair of wheels. The 200 NS is also a surprise package with excellent handling and astonishing brakes. However both the Duke 200 and Pulsar 200 NS have stiff ride quality. The CBR siblings are very comfortable and you never feel tired after endless amount of kms on the saddle. They also offer good handling and excellent high speed stability. The Pulsar 220 is no match in dynamics department with a decade old chassis and suspension bits, but it takes sweepers at high speeds with confidence and braking performance is also good with the recent addition of Bybre brakes. Ride quality is excellent on the Pulsar 220. The Ninja 250R is an aggressive motorcycle and the motorcycle is in its own league with no competition whatsoever. Overall, if we had to pick for the best dynamics, we would close our eyes and hop onto the Yamaha R15.

If you are looking for a high revving motorcycle with sharp handling and surefooted brakes, both the Yamaha R15 and Honda CBR150R will leave no stone unturned to put a grin on your face. Looking for outright speed? The Kawasaki Ninja 250R is the clear winner. For the value for money bikers, the Bajaj Pulsar 200 NS is easily the motorcycle to pick, for its good performance, excellent brakes and splendid handling. People looking for a way to commute in style (semi-faired and fully loaded) with comfort and speed a priority over dynamics, Pulsar 220F is there to please. Those looking at a comfortable, reliable motorcycle, good enough to go endless kms on the saddle without breaking into a sweat, the Honda CBR250R is the top choice. But if you want the simple thrills of going berserk every time you twist the throttle, the KTM Duke 200 emerges as the winner and our choice as India’s best performance motorcycle. But these results don’t stay for long as the Duke 390, CBR500R, Pulsar 375 and Ninja 300R are all hiding in some corner of India, ready to pounce upon us soon. Till then, let’s paint the town orange, neon orange.

Further Reading -

Bajaj Pulsar 200 NS Review
Yamaha R15 V2.0 Review
Honda CBR150R Review
KTM Duke 200 Review
Honda CBR250R Test Ride Review
KTM Duke 200 vs Yamaha R15 V2 vs Honda CBR250R

2013 Audi Q5 – Click above for high resolution picture gallery

Car Tested: 2013 Audi Q5

Price OTR Mumbai: Rs. 60,31,850/-

The Audi Q5 has been the leader in its segment and the updated model ensures it stays that way.

When Audi first launched the Q5 in 2009, people who could afford one, closed their eyes and rushed to buy it. The Q5 had its work cut out, as the Q7 had already built up a cult fan following from the SUV loving junta. The Audi Q5 immediately emerged as the popular vehicle of choice in the mid-size SUV segment and was unchallenged for a long time. The Audi Q5 has been doing decent numbers and now the German luxury car maker has given it a minor facelift, to tackle increasing competition from its German peers. This facelift addresses few parameters of the vehicle, which makes it an even better and more attractive package.

Exteriors – The Audi Q5 has always been a sporty looking SUV and the minor tweaks enhance the vehicle’s striking design further. The front now sports Audi’s new hexagonal grille, which has vertical chrome bars and six corners, giving the SUV a distinctive appeal when viewed head on. Other changes to the front include a new bumper with new air inlets and new fog lights which have chrome ring surrounds. However the most striking change to the front are the new xenon plus headlights, which incorporate new LED daytime running lights. Audi is a master in LED technology and the ones on the Q5 are very eye catchy, with a continuous strip running throughout the edge of the headlight to emit a rectangular appearance.

The lower and wider front end compliments the other areas of the car. The side profile reveals the coupe-like arched roof which descends early and carries aluminum roof rails to elect that sporty appeal. New 17-inch 10-spoke alloys look menacing while the silver lining around the windows accentuate the side profile of the Audi Q5. The rear gets new tail lights with new LED strips. There is a new re-designed diffuser and all models (except the 2.0-litre diesel) have twin tail pipes, one on either side. The wrap around rear looks good and the Q5 has a wide stance which gives it impressive presence on the road.

Interiors – Once inside the Audi Q5, you will immediately face a déjà vu moment, because like other Audi cars, the Q5 too has a very similar dashboard, which is not a bad thing at all. Audi designs one of the best interiors in the industry and although most vehicles share parts, the quality is top notch and the cabin exudes the luxury feeling. Changes from the previous model are minor but well executed to ensure that the Q5 stays true to its premium tag. The well laid out dashboard carries stupendous levels of fit and finish and we love the 4-spoke steering wheel, which is a delight to hold.

The 6.5-inch Multi Media Interface (MMI) sits right on top of the centre console and is neatly shaped with slender chrome ring. Infact, Audi has given many controls chrome treatment to give a distinctive appearance to the interiors. The centre console is finished in high-gloss black and there are quite a few storage areas inside the vehicle. Audi has also improved the infotainment system on the Q5, which now boasts of a better media centre, including voice control functionality and driver assistance systems (now features drowsiness detection).

The seats are extremely comfortable and even after several hours behind the wheel, one feels as fresh as a daisy. The rear seats offer decent legroom but the huge transmission tunnel makes the Audi Q5 strictly a 4-seater. Boot space is impressive too and the rear seats can be folded to boost it even further. The attention to detail is impressive on the Audi Q5. If you leave the ignition on and get out of the vehicle, the Q5 shuts down itself. Sunroof is standard on all variants and the top-of-the-line variant gets a large Panaromic roof.

Performance – We have already witnessed the 3.0-litre, V6 TDI diesel engine in the Audi A6 and Audi A7 earlier, but this motor just doesn’t seize to amaze us every single time. In the Q5, Audi has boosted the output by 5 BHP and 78 Nm, which is quite significant considering the added twist on offer. However the addition in power hasn’t come at the cost of economy and Audi claims that the new Q5 is up to 15 percent more efficient than its predecessor. Power delivery is instant and rewarding and NVH levels are very good with very little diesel grunt audible inside the luxurious cabin.

This engine is mated to a 7-speed S tronic transmission which is at the forefront ensuring smooth cog swapping. There are no paddle shifts even on the top-end variant which comes as a disappointment, however one can take control of things by using the tiptronic function on the gear lever. Performance, as you would expect, is nothing short of explosive with every dab on the accelerator pedal resulting in an instantaneous surge ahead with plenty of reserve still left. Power delivery although linear, is still addictive and there is a definite shove in your knickers when you bury your right foot in the floor.

We can go endlessly with praise about the 3.0-litre TDI engine, it’s that darn good. The motor feels at home at all speeds, whether its ambling around the city, sprinting on open roads or simply cruising on the highways. This mill does a splendid job in hauling the 1.8 tonne Q5 with urgency and blurred scenery. The Audi drive select system offers various modes which control the accelerator pedal characteristics, automatic transmission shift points and amount of steering assist as well. How has Audi managed to boost performance and efficiency at the same time? The German car maker has reduced weight with the use of aluminum on the engine hood and tail gate. Whoever said ‘you can’t have your cake and eat it too’ was wrong, very wrong!

Driving Dynamics – Audi has tuned the Q5′s underpinnings to offer more balanced dynamics. The new Q5 rides extremely well, taking bad roads in its stride with improved confidence. The vehicle glides over bumps with authority and never gets disturbed on even the worst of tarmac. The improved ride is reassuring considering the Q5 will also be subjected to off-road conditions. The new electromechanical steering system is light and responsive although it doesn’t convey much and is not thoroughly involving. The improvements to the ride quality come at the cost of handling, which is still very good considering the bulk of the vehicle.

The rear biased power delivery from the Quattro system ensures good levels of grip at most times. High speed stability is excellent too and the Audi Q5 remains glued to the road without giving a hint of the speeds to the occupants. There are four adjustable settings for the dampers – Comfort, Auto, Dynamic and Individual. In Dynamic mode, the Audi Q5 is quite agile and offers good feedback from the steering wheel. Body roll is well contained and the Q5 has decent off-road abilities too, which is further aided by Hill Descent control. Braking performance is good and the speed shedding ability from this beast is thoroughly impressive.

Verdict – The Audi Q5 came, saw and conquered the mid-size SUV segment since the very day it was launched in India. Now the Ingolstadt automaker has taken the game even further with the launch of the facelifted Q5. Although the changes are not really a world apart, they are significant in making the Q5 an even better SUV than it already is. The supremely engineered V6 diesel engine, sophisticated cabin and mature dynamics are proof to why the Audi Q5 is the undisputed leader in its segment. With the improvements, Audi has ensured the Q5 continues to stay on top, yet again.

The new Audi Q5 is a prime example of the best, getting even better. The minor changes in several directions ensure that the Q5 is even more desirable than before.

What’s Cool

* Striking headlights
* Ride quality
* Stonking performance

What’s Not So Cool

* No paddle shifters

2013 Audi Q5

* Engine: 3.0-litre, V6, VGT, 24V, DOHC
* Power: 245 BHP @ 4000-4500 RPM
* Torque: 580 Nm @ 1400-3250 RPM
* Transmission: 7-speed S-Tronic Dual Clutch Automatic
* Top Speed: 225 km/hr
* 0-100 km/h: 6.5 seconds
* Fuel Consumption: 9 km/l (City), 12 km/l (highway)
* Fuel Type: Diesel
* Suspension: Five-Link (Front), Independent-Wheel (Rear)
* Tyres: 235/65/17 Tubeless Radials
* Brakes: Dual circuit brake system with diagonal split
* Safety: ABS, EBD, TCS, ESP, Quattro AWD System, 6 Airbags, Reverse Parking Assist

2013 Audi Q5

* Overall length x width x height: 4629 mm X 1898 mm X 1655 mm
* Wheelbase: 2807 mm
* Front/Rear Track: 1617/1614 mm
* Ground clearance: 200 mm
* Turning Radius: 5.8-metres
* Boot Volume: 540-litres, 1560-litres (with rear seats folded)
* Fuel Tank Capacity: 75-litres
* Kerb Weight: 1860 kgs

Read The BMW X3 Review

Tata Vista D90 – Click above for high resolution picture gallery

Car Tested: 2013 Tata Indica Vista D90 ZX+

Price OTR Mumbai: Rs. 8,24,850/-

With the Vista D90, Tata Motors aims to target an entirely different set of people.

Premium hatchback is quite a miss-leading term in India. Most of these premium hatchbacks boast of a 75 BHP diesel engine, which to be honest is not enough to ignite the roads, let alone burn them. There are quite a few premium hatchbacks on sale in India today, but how many can really make you skip a beat? There is the Hyundai i20 which comes with a 90 BHP diesel engine but the dynamics don’t do justice to the performance on offer. Then there is the Fiat Punto 90HP, which is indeed a real performance machine. Now Tata Motors wants to enter the performance hatchback space with the Indica Vista and the D90 version is their honest attempt at moving the Vista brand into a more sporty segment, thereby targeting younger consumers. We take the new Tata Vista D90 for a spin on Tata Motors’ test track in Pimpri to gauge if the Vista D90 is as thrilling as it sounds.

Exteriors – The Tata Indica Vista is not a sporty looking vehicle, not even in D90 guise. The styling doesn’t evoke a sporty feel to this car and the small 14-inch wheels don’t give any hint of its target market. Tata Motors on its part has given the Vista D90 a contrasting roof, which along with the badging on the rear are the only exterior differences from the regular 75 PS model. The company has made a sporty body kit, comprising of an aggressive front, rear bumper and rear spoiler add-on, which is being offered at the dealer level as an aftermarket fitment. This does make the Vista D90 look slightly sporty but the vehicle deserves bigger wheels and blacked body parts to pull off the sporty intentions. The Vista D90 is offered in five colors. Four colors from before include – red, white, silver and grey, while a new violet color, featured here, has been added.

Interiors – The biggest change to the interiors is the Manza inspired dashboard. The one on the Vista D90 has been lifted straight from the Manza Club Class, which means you get the instrument cluster on the driver’s side and not in the center. The tachometer has Tata Motors’ patented technology and glows red when you hit the rev-limiter. There is a driver information system on top of the center console which displays distance to empty, average mileage, instantaneous fuel efficiency, ambient temperature and time. A new 6.7-inch touch-screen audio system with GPS and AUX, USB compatibility has been added as well. The system can also play audio-video, which automatically stops as soon as the vehicle gets into motion. The touch-screen itself is not so slick to use although these features are definitely a segment first.

Also new on the Vista D90 is climate control system, which has three modes – manual, economy and automatic. The rest of the Vista remains the same as before, which means you get a generous cabin with acres of interior room and a big boot. There is good headroom, legroom and knee room all around and five people can sit in comfort inside the car. Quality levels are good and the Vista feels well put together. There is a drastic improvement in fit and finish since the very first Vista was launched, way back in 2008.

The Indica Vista D90 also gets one touch power window (for the driver) and is loaded with all the features in the ZX variant (including front airbags, steering mounted audio controls, 6-way height adjustable seat with lumbar support, electric rear view mirrors, follow me home headlamps, etc). There are only two variants on offer, VX and ZX, with both getting ABS as standard. The 75 BHP version is now available in only LS and VX trims.

Performance – Tata Motors has given the Vista D90 a more powerful engine. This unit is the same 1.3-litre Quadrajet diesel motor from Fiat but now gets a Variable Geometry Turbocharger (VGT). Thus, this very engine is the same one which does duty on the Fiat Linea, Fiat Punto 90HP, Maruti Suzuki SX4, Maruti Suzuki Ertiga and Tata Indigo Manza. However, Tata Motors have tweaked the engine for the Vista D90, with different gear ratios for optimum performance. Belting out 90 PS of power and 200 Nm of torque, the Vista D90 has an ARAI certified mileage of 21.12 km/l.

So how does the Vista D90 perform on the road? Very well indeed. There is good amount of power from the motor and the Vista D90 pulls strongly to three digit speeds. You need to work the gearbox to really extract power as turbolag is quite evident at low revs. In-gear acceleration is very good and the Vista D90 does gather speed quickly. The company claims the Vista is faster than the Swift and i20 from 40-120 km/hr in fifth gear. The gearbox is decent although the clutch felt too light and did not bite properly. With a power to weight ratio of 76.3 PS per ton, the company claims that the Vista D90 is faster than other cars in the segment, with 60 km/hr coming up in 6.3 seconds and 100 km/hr taking 15.5 seconds.

Driving Dynamics – The Indica Vista has always been known to be a comfortable car, with excellent ride quality. The company has made changes to the D90 to go with its sporty intentions. The Vista D90 gets stiffer springs to improve handling. The Vista D90 does handle better than the regular Vista and is more stable at high speeds too, but the steering is devoid of feel and doesn’t communicate much. The changes haven’t spoiled the splendid ride quality of the Vista and it continues to please by absorbing bad roads in its stride.

NVH levels have been improved on the Vista D90 and the car is now quieter on the inside with wind and engine noise reduced from before. The vehicle’s brakes are very good with ABS and EBD working extremely well to prevent lock-ups. The brake pedal does feel a bit numb though but stopping power is ample considering that the Vista weighs slightly more than its rivals.

Verdict – Tata Motors has gone ahead and improved the Indica Vista in many areas, which improves the value for money quotient even further. The Vista D90 now boasts of better handling, improved braking performance, more features and better performance. The interiors see a vast improvement with the relocation of the instrument cluster, while the good ride quality and generous cabin space are firmly intact. All this makes the Vista D90 a more rounded and desirable package.

The Indica Vista now offers more performance per car, making it a more practical offering than before.

Whats Cool

* Powerful diesel engine
* Class leading space
* Feature loaded
* Driver’s side instrument cluster

Whats Not So Cool

* Steering lacks feel

Mercedes Performance Drive – Click above for high resolution picture gallery

We were back in Pune for the second edition of the Mercedes-Benz Bloggers Meet. Time flies fast and it does not seem long since the last Bloggers Meet was conducted where we had a chance to rev up the 6.3-litre AMG tuned V8′s and also got an insight on the manufacturing process in the state of the art Mercedes facility in Chakan. This time around, we will be putting the Mercedes-Benz SUVs to test at the Star Off-Road Experience, a specially built test track to showcase the agility and prowess of Mercedes-Benz SUVs. Amongst other things, the German manufacturer also launched the Mercedes-Benz Performance Drive Program, a program which consolidates all the events like Stardrive, AMG Driving Academy, Star Off-Road Experience and Young Drivers Program under one umbrella.

2013 is a very important year for the inventor of the automobile. With a strong product offensive on the anvil, the German automobile giant is looking strong to catch up with the folks from Bavaria and Ingolstadt. We had a chance to catch up with the man himself, Eberhard Kern, the new CEO of Mercedes-Benz India, who seems to be extremely focused to get the ‘Star’ to new heights in the coming year. We have already mentioned earlier that the A-Class and B-Class diesel will be coming to the market by June this year. The A-Class will be simultaneously launched in both petrol and diesel trims.

Other models to be launched include the G63 AMG, E-Class facelift and new GL-Class. The CLA is slated to come in next year. Besides bringing in new models, the focus will be on few other key points such as bringing down the cost of ownership. Mercedes-Benz will be offering numerous value for money packages to benefit the customers. Mercedes-Benz is the only manufacturer to offer a 3-year warranty with no mileage limitation, it can be extended for a fourth year for a nominal amount of money. The Star Ease package gives you a defined amount for basic and comprehensive service packages, which is a good thing since you know the exact amount of money needed to service the car before you buy it. The company also offers Road Side Assist complementary for the first three years across India which can be upgraded to the fourth year by paying Rs. 3500/- only. The German car maker will also focus on drive experiences and dealer expansion as a part of their strategy.

Before we got to the Off-Road Track (situated inside the Chakan Plant), we were ferried in the E350 to showcase the Pre-Safe feature and importance of ABS and EBD. Pre-Safe is a feature which kicks in when the car senses it will lose control (just before a crash). The mechanism kicks in and shuts all windows and the sunroof (leaving a bit open to neutralize the pressure difference in case airbags are deployed), tightens the seat belt around the occupants. In case of an accident, the active headrests (front seats only) move forward to minimize injury due to whiplash.

On our disposal was the mammoth GL350 CDI, waiting to be taken around the off-road track, which has been designed to truly showcase the ability of the German SUVs. The track involves a 45 degree steep descent, ascent, axle twisters and driving on a 45 degree incline. It’s a bit scary to sit as a passenger while the vehicle is in action, get behind the wheel and the GL immediately knows how to make life simple for you. First stop is the descent. We activate the DSR (Downhill Speed Regulation) switch and adjust the descent speed to 4 km/hr.

The GL-Class gives you a range between 4 – 18 km/hr. To avoid the bumper from scraping the ground while leveling out, we raised the ride height to the third level (three levels are available). Once you have set the speed, gently push the accelerator and the GL will glide down with ease without you having to dab the accelerator or the brake, so that you can concentrate on the steering wheel instead.

Climbing up is as easy as getting down, switch off the DSR and push the low ratio switch, the GL-Class will happily climb at only around 1600 RPM. If you stop for any reason, the GL will not roll back. It will give you about three seconds to get onto the accelerator and drive. It may look tough from the outside but is extremely easy once you are driving.

The GL-Class gives you an option to the lock the differentials manually. It can be done by flicking a switch. On the Axle Twisters, the locked differentials made life easy and we were past in a jiffy. The scariest part was driving on the 45 degree incline. As the photograph may suggest, the passengers were literally leaning out but you have to give it to Mercedes-Benz for making a superb SUV. The entire exercise was a walk in the park for the GL Class. The new SUV track will help Mercedes-Benz showcase the superior technology which goes into their SUVs and customers can also use the track to experience the same for a sum of Rs. 20,000/- for the entire day. They can also bring in their own Mercedes SUV and experience the immense capability of their machine.

Honda Brio V AT Price – Rs 7,21,280/- (on-road, Mumbai)

While most in the over populated city in Mumbai are doing their best to avoid traffic, we at MotorBeam have nothing to worry as the Honda Brio Automatic recently got inducted in our long term fleet. With traffic getting only worse by the day, the recently launched, Honda Brio AT knows how to gobble up congested roads without causing much stress to the driver. The most advanced automatic vehicle in its segment, the Brio Automatic is aimed that those who prefer the convenience of an automatic, especially in stop-go traffic. We have been driving this Honda in city conditions to make life easier for ourselves. The lack of clutch and gear operations coupled with the compact dimensions of the Brio makes driving a breeze.

The Honda Brio is an apt city car, it’s easy to drive and you don’t get tired even after continuous amounts of time behind the wheel. The steering is light and the compact dimensions make it extremely easy to maneuver even in the worst of traffic, while at the same time helping you to slice through congestion without a hiccup.

The airy interiors have generous glass area giving a good view of the surroundings. The Brio doesn’t feel as small as its exterior dimensions suggest and there is good amount of space for four passengers to travel in comfort, in fact, it’s more than the new Maruti Suzuki Swift. The right use of colors and the well designed dashboard makes the Brio a very good place to be in. Many have been skeptical of its all glass boot lid but we have put it through some nerve wrecking and it holds on pretty well. The instrument cluster lacks twin trip meters, which is not such a good thing although there is a mileage meter, which is reasonably accurate.

The automatic version offers decent performance and fuel consumption. We have been getting a mileage of around 10.5 km/l which is good considering the vehicle has spent most of its time on crowded Mumbai roads. The auto box offers good response and for this price, it’s undoubtedly the best transmission. This 5-speed Honda transmission is smooth and when you really want to overtake in a hurry, you can shift to D3 to extract the best out of this machine. Braking performance is decent and the limited engine braking does tend to take a toll in stopping the car quickly. Ride quality is smooth and handling is good but the steering lacks feel at high speeds, however the Brio impresses with its high speed stability.

Our initial long term impressions of the Brio Automatic are very positive. The vehicle is very practical and is the apt tool to tackle the daily city traffic conditions. The automatic gearbox doesn’t blunt performance or mileage by much and offers the convenience of driving stress free. We are loving it.

2013 Maruti Suzuki Ritz – Click above for high resolution picture gallery

Car Tested: 2013 Maruti Suzuki Ritz VDi

Price OTR Mumbai: Rs. 6,84,300/-

Facelifts are often cheaper ways of keeping the car fresh in the market. Generally, these facelifts offer a slightly tweaked design with minor upgrades in the features as well as price of the car. As for the Maruti Suzuki Ritz, some people might call it an ugly looking tall boy design with a confused rear, while some will love it for the practicality and good fuel efficiency. We check out the facelifted Ritz and see where it stands.

Maruti Suzuki has finally improved the already successful Ritz with minor changes overall. The car maker boasts of more than 50 changes in the car, which is impressive considering it’s a facelift, but most of them belong to the new top end ZDI variant introduced with all bells and whistles. Not just that, the changes were initially offered only in the diesel trim as it accounts for more than 70% sales of the Ritz. However Maruti Suzuki has launched the petrol Ritz with the spdated along with an automatic variant as well.

From a distance, the changes are very faint and the only eye catching differences are the front grille and headlights which kind of flows down with the design. The side profile is identical as before and the company has added body side moulding (not body coloured). On the rear, the spoiler adds to the modern look of the vehicle. Though it shares the tyres with the Swift, the rear wheel arch makes the tyres look slightly bigger. The fit and finish is decently good, but remember, it’s Maruti, so don’t compare it with Volkswagen or Skoda.

The Ritz was made as a practical alternative to the Swift, hence the seats are extremely supportive and the front has good space too. The rear seat is cramped though and rear legroom is at a premium. The vehicle does offer good head room with a airy feel owning to the larger windows. Increased ride height with huge glass area gives you a very good view of the road, which gives you better visibility to maneuver in city traffic. The placement of the gear lever (just below the dashboard) is very convenient. The dashboard is intelligently designed to look big. The quality of plastic is also good but not as premium as Hyundai’s. With the dual tone interiors and built in music system (ZDi), the car feels complete now. The only let downs are the meters and poor rear visibility due to the thick C-pillar. The boot is decent though it’s still small for a car of this size.

The dials have readings marked on paper hence lack the upmarket feel. Not only that, the trip computer provides information but sometimes in a format unfamiliar to Indians, as in the fuel consumption is shown as litres/100 kms. Even the most beautiful cars are rubbish if they under perform. The Ritz is not one of them. Ladies and gentlemen, put your hands together for the 1.3-litre Multijet diesel engine from FIAT, that powers the tall boy. Having said so, it is needless to say anything about the performance issues, fuel economy issues, vibration issues, etc etc. The engine just powers the Ritz but driving dynamics are governed by several other factors.

The tall boy design attracts a lot of body roll while cornering and somewhat softer suspension doesn’t help. On bad roads though, the ride is pretty well settled but if you really want to see what the Ritz is capable of, unleash the car on a highway. Past 2000 RPM when the turbo pools up, the car glides all the way till the red line. You wouldn’t even realize the speed until you reach 130 km/hr. After that, ride becomes jittery but the electric power steering gives you enough confidence to reach all the way to 160 km/hr. Mind you, the handling is not as sporty as the Swift but the ride quality is not as harsh either.

The company claims an increase in the fuel efficiency of the car by about 10% which accounts to 23 km/litre. During long drives with five people on board and full time AC, the trip computer showed us 5 litres/100 km, which makes Ritz a very frugal choice.

So, let’s summarize. We have got a decent looking car with a frugal and equally responsive engine. It has got decent amount of space and good ride quality. Besides, it’s peppier in the lower revs as compared to the new Swift which has a flat low end. On top of that, it’s a Maruti Suzuki product that comes with reliability and an unmatched network of service. Even if it is not as sporty as the Swift or not as premium as the i20, it has got everything that a practical buyer would want, making it a vehicle worth considering.

What’s Cool

* Engine performance
* Ride quality
* Maruti Suzuki service network

What’s Not So Cool

* Rear styling
* Dated dials
* No mechanical updates in facelift

Car Tested: 2013 Ford EcoSport TDCi (Titanium Option)

Price OTR Mumbai: Rs. 12.5 lakhs (est.)

The diesel engine of the Ford EcoSport has splendid drivability and offers peppy performance.

The Ford EcoSport is powered by one of the best three-cylinder petrol engines in the world, the 1.0-litre EcoBoost, which develops as much power as a 1.6-litre unit and sips fuel like a miser. While the engine is fantastic, we are not quite sure if it will be able to change the diesel love of Indian buyers. The diesel-powered EcoSport is undoubtedly going to be the volume spinner. When we factored that the diesel motor produces 34 PS less than the 1.0-litre EcoBoost, we were quite skeptical about its performance. However a drive around the roads of Mumbai was quick to put to rest our worries. How does the diesel EcoSport perform? Read on to find out.

The styling of the diesel-powered EcoSport is identical to its petrol siblings. You however do get the TDCi badge on the bottom right of the hatch door which is the only differentiator on the outside. If you strain hard, you can hear the diesel clatter, but only on the outside as the EcoSport has really fantastic NVH levels inside the cabin. The EcoSport looks stunning and we love the aggressive styling and attention to detail, which immediately draws a crowd. The Mars Red colour does boost the aggressiveness of the design and brings some eye candy from bystanders alike.

The interiors too are similar to its petrol counterpart. You get a cabin which is lifted from the Fiesta and quality levels are average at best. The interiors do look good and the seats are comfortable with terrific all round support. The driving position is spot on and there is no dearth of equipment in the vehicle. You sit in a commanding position and everything falls in your hands neatly. Even the rear seat offers good legroom although the narrow bench makes the EcoSport a strict 4-seater. The boot is not really big but has more than enough space for urban duties.

Powering the Ford EcoSport diesel is the same tried and tested oil burner from the Fiesta, the car on which the EcoSport is based on (B-car platform). This 1.5-litre engine produces 91 PS of peak power at 3750 RPM and 200 Nm of peak torque between 2000-2750 RPM. There is not much turbo lag from this motor and response is quite instant with good drivability being the biggest positive of this powerplant. In-gear acceleration is good too and you simply don’t feel there are just 90 odd horses under the hood. However this motor does tend to get out of breath on the highways, reaching 120 km/hr doesn’t take long but post that, the lack of ponies is quite apparent. You do have to work the gearbox on the highways for quick overtakes. Most people will not complain though as the EcoSport diesel has more than enough juice to perform exceptionally in the city and decently on the highways.

The EcoSport’s diesel mill redlines at 5050 RPM and is mated to a 5-speed manual gearbox which offers short throws and crisp shifts. You don’t have to work the transmission much as tractability in the city is very good. The diesel EcoSport is not as fast as the EcoBoost version when you consider outright acceleration but it’s decent quick, nudging past 100 km/hr in less than 14 seconds, with a top speed of around 170 km/hr. The diesel engined EcoSport’s mileage is rated at an exceptional 22.7 km/l by ARAI, which easily out numbers its key rivals. Expect 15 km/l in crowded city conditions, stretching up to 18 km/l on the highways. The clutch is light and progressive and the diesel EcoSport is as effortless to drive as its petrol siblings.

When we drove the EcoSport petrol, we were not happy with the way the vehicle behaved under braking. We are happy to report the diesel powered EcoSport has very little of those traits. The diesel engine is slightly heavier and thus Ford has stiffened the suspension a bit. The EcoSport doesn’t dive forward under braking although the tyres are still not up to the mark and the steering is quite light. The light steering is a boon in crowded conditions but could do with more feel and feedback at high speeds. Being stiffer, the EcoSport diesel does get unsettled a bit over really bad roads, transferring quite a bit to the inside. However ride quality is good on decent roads and the EcoSport remains well composed at high speeds too.

The diesel-powered Ford EcoSport has pleasantly surprised us with its peppy performance. Although we had our doubts looking at the spec sheet, but the way this motor delivers performance is truly applaud worthy. It is sure not going to put the tarmac on fire but then it will never let you down either with crisp performance and excellent mileage. The EcoSport diesel is easily the pick of the EcoSport range and if priced right, should sell really well.

Read The Ford EcoSport Exhaustive Review

Read Ford EcoSport vs Renault Duster Review

The post Ford EcoSport Diesel Test Drive Review appeared first on MotorBeam - Indian Car Bike News & Reviews.

2013 BMW X6 – Click above for high resolution picture gallery

Car Tested: 2013 BMW X6 XDrive40d

Price OTR Mumbai: Rs. 1,07,44,250/-

The BMW X6 offers the practicality of an SUV with the style of a coupe, blended in one terrific package.

Sports Activity Coupe (SAC) is a vehicle type which not many are familiar with, after all there is only one such car in the SAC segment. The BMW X6 or in other words an SUV coupe is an interesting body type, which the German automaker kick started in 2008 and plans to continue by launching more SACs like the soon to be introduced X4. The company agrees the body style is quite unusual but the demand is high with more than 1.5 lakh units sold globally till date. Just last year the vehicle was given a minor facelift and was launched in India in November 2012. The BMW X6 has been suprisingly very successful which has prompted other automakers to consider entry in the segment as well. Audi is working on the Q6 while Mercedes-Benz is already in advanced stages of developing the MLC (ML-Coupe). The X6 has had a free run till now with no competition whatsoever. So what makes this X5 based vehicle tick?

Exteriors – The styling of the BMW X6 is very unique. It’s like nothing else on the road, in a good or bad way. While some might love the X6′s coupe like rear end, others might question the very idea of offering an SUV with coupe like sloping roof as it is pure form over function. The front is very X5 like and the facelifted X6 gets similar LEDs as the flagship 7-Series (along with LED Adaptive headlights). Neat highlights around the kidney grille and fog lights amplify the front-end appeal. The width of the X6 is very apparent.

The side profile reveals the coupe profile of the vehicle, the roof slants down to meet the boot lid at a weird angle (very 5-Series GT like). There are roof rails and running board, with sharp lines right in between, going through the door handle. The 10-spoke alloy wheels are simply delicious and the X6 has flared wheel arches for that macho appearance. The rear reveals the dramatic design, with a high set boot lid and angled rear windscreen. The tail lights use LEDs too and a subtle rear spoiler is placed at the rear. An exhaust on either side sits on the big bumper, which is pushed upwards to reveal the massively wide tyres.

Interiors – Once inside, you witness a cabin which is very typical of a BMW vehicle, with the layout being very common among its sibling. You do however get twin AC vents on the right most and left most side of the dashboard. Cabin quality is almost faultless with fit and finish levels being truly phenomenal. The dashboard gets a dark wood insert while the glovebox is very different, it’s not the usual pull down type and instead there is a button below the AC vent which opens a rather small glove box. However there are plenty of storage bins inside the cabin, including one below the centre arm rest. The instrument cluster is easy to read and you also get a heads-up display which shows the speed in your line of sight.

The seats of the BMW X6 are simply fantastic, offering terrific support all around. With the luxury package, one can get special comfort seats which have active seat ventilation, heating and lumbar support. The cabin feels rich in every way and there is plenty of space for four adults. Legroom is good and headroom is decent but a fifth passenger just won’t be able to sit because the sloping roof has cabin lights in the centre, thereby comprising on headroom of the fifth passenger. There is a small storage area on each side of the rear seat. The BMW X6 features a 4-zone climate control and also has an LCD screen for rear seat passengers (placed right behind the front arm rest) which plays multiple video formats including AUX and DVD. The doors which have wood, leather and aluminium on them are heavy but you don’t have to take much effort to close them as they have a suction mechanism which pulls them back into closed position.

The iDrive system shows an array of data, including torque distribution on each wheel. There are quite a few cameras including 360-degree view. Off-road cameras are placed on either side of the front bumper, while three cameras are placed on the roof to show what’s around you. There is a reverse camera as well with directional marking which is important as rear visibility is poor due to the small rear windshield. The multimedia system has navigation which is quite accurate. Right below the audio system are buttons for the cameras, traction control, boot opening, etc. The boot opens electronically and shuts down with a touch of a button. There is a charging port inside the boot, probably to power your portable refrigerator. There is good amount of boot space but the sloping roof does compromise on the trunk’s carrying capacity to a certain extent.

Performance – BMW offers the X6 in India with a petrol and diesel engine which offer excellent performance. The xDrive50i produces 407 HP of power and 600 Nm of torque from its 4.4-litre V8 unit, enabling it to sprint from 0-100 km/hr in just 5.4 seconds. We drove the xDrive40d variant which uses a 3.0-litre flat-6 unit to output 306 HP and 600 Nm. Performance is urgent with a tap on the accelerator pedal pulling the X6 quite strongly to high speeds. Power delivery is quite linear with turbolag well contained. 0-100 km/hr takes 6.5 seconds with the top speed being limited to 250 km/hr.

Even though the BMW X6 is quite heavy, performance is effortless and the mammoth amount of torque really helps in keeping the X6 on the prowl without losing breath even at high RPMs. Redline comes in at 5100 RPM and this motor is simply smashing when it comes to NVH levels, making a sporty hiss when you whip the throttle. Mated to a 8-speed gearbox, the X6 has quick shifts which can be manually controlled via either the joystick gearlever or the steering mounted paddle shifts. Shifting into Sports mode makes the vehicle even more eager and holds the gears longer. It even blips the throttle on downshifts, making the X6 quite fun to drive. Expect a mileage of 7-8 km/l in the city.

Driving Dynamics – BMW’s are known to be driving machines, the X6′s weight tries to make an exception here. With significant amount of weight under its belly, the X6′s heaviness is felt at high speeds and it has quite a bit of body roll. The vehicle gets bouncy on bad roads and the run flat tyres really don’t help matters much. Surprisingly this BMW has a space saver spare wheel but still BMW has opted for run flat tyres, which do end up spoiling the ride quality to a certain extent. The vehicle is on the stiffer side but still glides on good roads, only to be unsettled on large bumps. BMW doesn’t offer mode selection on this variant of the X6 and you can’t choose between Comfort or Sport, surprising.

High speed stability is excellent and although it’s not as sharp as other BMWs, its still much ahead of its key rivals (from the SUV segment). The steering is a delight and has immense feel and feedback. It isn’t much heavy at low speeds but as you go faster, the steering simply comes into its own, offering a very tactile feel to the drive. Brakes are very sure footed and have terrific stopping power, with the pedal feel being extremely positive. The X6 has good off-road ability and can easily traverse most terrains, thereby offering an splendid balance of good on and off-road driving.

Verdict – The BMW X6 might loose out on headroom and boot space against the X5, but it offers an unparalleled level of desirability. While it sure is expensive, it’s a very different and unique body style which is attracting many people to the vehicle. The X6 has carved out such a niche that others are now following with their own offerings (Mercedes and Audi). If you want an SUV which drives well, performs brilliantly and looks out of this world, then the BMW X6 is your only choice today.

The BMW X6 might be a less practical X5 but the style quotient makes all that worth it.

What’s Cool

* Terrific engine
* Well weighed steering
* Unique styling

What’s Not So Cool

* Price
* Run flat tyres even though spare wheel is present

2013 BMW X6 Specifications

* Engine: 2993cc, 6-cylinder, twin scroll turbocharger
* Power: 306 HP @ 4400 RPM
* Torque: 600 Nm @ 1500-2500 RPM
* Transmission: 8-speed automatic
* Top Speed: 250 km/hr
* 0-100 km/h: 6.5 seconds
* Fuel Consumption: 8 km/l (City), 10 km/l (Highway)
* Fuel Type: Diesel
* Suspension: Double-joint spring strut (Front), Multi-link self levelling (Rear)
* Tyres: 255/50/19 Runflats
* Brakes: Ventilated Disc (Front), Disc (Rear), dry braking function, fading compensation
* Safety: ABS, EBD, DSC, DTC, DBC, CBC, Six Airbags, Reversing Camera

2013 BMW X6 Dimensions

* Overall length x width x height: 4877 mm X 1983 mm X 1669 mm
* Wheelbase: 2933 mm
* Front/Rear Track: 1644/1706 mm
* Turning Radius: 6.0-metres
* Ground clearance: 212 mm
* Boot Volume: 570 liters, 1450 liters (with rear seats folded)
* Fuel Tank Capacity: 85 litres
* Kerb Weight: 2100 kgs

The post 2013 BMW X6 Test Drive Review appeared first on MotorBeam - Indian Car Bike News & Reviews.

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The Land Rover Defender has serious off-road capability, with a go anywhere attitude.

Land Rover doesn’t sell the Defender in India and might not launch it here anytime soon but that doesn’t change the fact that the vehicle is one of the most capable off-road machines in the world today. What started life as the Land Rover Ninety and Land Rover One Ten was renamed as the Defender in 1991. The 90 and 110 come from the wheelbase of the car (in inches). The first Defender was launched in 1983 and today the vehicle is available in a range of body styles (14 to be precise). Land Rover recently celebrated its 65th anniversary, when they launched the Defender 90 LXV (65 in roman numerals). We drove the limited edition model for a brief time in the UK and were quite impressed by its range of capabilities.

The Land Rover Defender hasn’t changed much over the years in terms of styling. The vehicle looks quite retro and the design is very rugged. This 3-door Defender LXV version gets a few tweaks which further amplify the desirability quotient. The exteriors get two new colours (Santorini Black and Fuji White) which are offered with contrasting hardtop roof, headlight surrounds, fascia and grille. The dark finished 16-inch wheels look really good while there are LXV badges across the vehicle as well. Paint quality is excellent and might cause some heartache when you storm into unknown territory in the Defender.

Climb inside the Defender and you are greeted with a cabin which is very different from the regular Land Rover cars. The Defender is not a luxury vehicle so naturally the use of leather is kept at a minimum. The LXV version does get leather seats though along with contrasting orange stitching on the seats, centre console and steering wheel. The headrests of the front seats also get LXV badging. Quality inside is excellent just like it is on the outside. Everything feels well put together and built quality lives up to the Land Rover name with the vehicle getting an excellent air-conditioner, audio system and easy to read instrument cluster. The dashboard is quite flat and the seats are extremely comfortable. This being the shorter wheelbase version can accommodate only a couple of people at the rear as there is not much space behind. The Defender 110 is the vehicle to ferry passengers through rivers and hills.

Powering the Land Rover Defender is a 2.2-litre diesel engine which belts out 122 PS of peak power at 3500 RPM and 360 Nm of turning force at 2000 RPM. There is plenty of grunt from this motor and the Defender feels quite swift on open roads. It does the 0-100 km/hr sprint in around 15 seconds and is a bit audible at high revvs. This engine produces quite a lot of torque at low revs, turbolag being decently contained, the Defender gathers momentum quickly, more so when off-road with power being challenged to all wheels by Land Rover’s permanent 4-wheel drive system.

Mated to the Defender’s diesel powerplant is a 6-speed manual gearbox. The Defender is the only Jaguar Land Rover vehicle where you will be shifting gears the traditional way. The gearbox offers good shifts, slotting into your chosen cog with decent smoothness. There is so much pep on offer from the torquey mill that one can easily drive in high gears and the Defender will pull strongly in-gear. Built quality is splendid, even after extensive off-road driving, there were no rattles or squeaks.

The view from the Land Rover Defender is very commanding. You sit high and visibility is excellent although rear view mirrors are manually adjustable from the outside. The windows are big which means glancing around is thoroughly easy and driving is mostly effortless. Although the Defender is quite heavy, it doesn’t feel as heavy to drive. Sure the clutch is quite heavy and the steering wheel is quite big but when you go off-road, these things can be overlooked. Braking power is decent but the pedal is a tad too heavy and bites too quickly, things which felt like a boon in off-road conditions but a mild irritant during on-road driving.

Ride quality is very good on both off and on-road conditions, with the suspension absorbing most things in its stride with exemplary confidence. The Land Rover Defender stays reasonably stable at speed although its body on frame underpinnings do end up showing its presence. Handling is quite predictable, the Defender goes into corners with reasonable composure although the steering lacks feel and there is little feedback, especially at the front ahead position. This along with the rather large steering makes it difficult to push the Defender into corners but it’s really not intended to be a corner darting machine. This vehicle is meant to go to roads (actually no roads) with ease and come out on top.

Get off-road and the Land Rover Defender proves what it’s all about, instantly. The vehicle simply keeps moving and surpasses all challenges you throw at it. Whether it’s stream crossing or a hill climb, the Defender soldiers on with utmost ease. The lever to shift between 4H and 4L modes is quite hard to operate, you really have to push hard to change modes, more so getting into low mode requires a definite shove of the lever to the front (probably done to prevent accidentally shifting to low mode). Once in low mode, the Defender takes to rough terrains like a fish through water. The steering is light and all you need to do is manoeuvre. Even steep inclines and declines are dealt with guided confidence. The Defender is one vehicle which is difficult to get stuck in, it simply is brilliant off-road.

The Land Rover Defender is an excellent off-road vehicle which has decent on-road manners too. The styling is quite rugged and muscular which is appealing in its own unique way. The Defender has quite a lot of grunt from its 4-pot diesel motor while interior comfort has been thoroughly taken care of. With over 20 lakh units sold, the Defender is a massively successful vehicle simply because its a brilliant off-roader while being a jack of all trades. In fact the current Defender is so good, Land Rover is finding it difficult to come up with a replacement. We hope Tata Motos launches the Defender in India, it will create a niche for itself and there will be quite a few takers.

The Land Rover Defender has massive appeal and will certainly win the hearts of off-road enthusiasts in India.

What’s Cool

* Performance
* Off-road prowess
* Rugged styling

What’s Not So Cool

* Not on sale in India

The post Land Rover Defender LXV Test Drive Review appeared first on MotorBeam - Indian Car Bike News & Reviews.

Toyota Etios Liva TRD Sportivo – Click above for high resolution picture gallery

Car Tested: 2013 Toyota Etios Liva TRD Sportivo

Price OTR Mumbai: Rs. 7,75,568/-

Toyota’s Etios Liva TRD Sportivo is quick and sounds great when you step on the gas.

It is raining hot hatches in India. Fiat started it with the Palio 1.6 GTX way back in 2001, which produced 100 BHP and 138 Nm. In 2005, Maruti Suzuki launched the Swift powered by a 1.3-litre, 87 BHP petrol engine with a light kerb weight. The 1.6 Polo and Fabia could not find homes because of various reasons. The next hatch was the Honda Brio. It may not be a full size hatch, but the numbers which it produces, speak for themselves. The Polo GT TSI is a probably the best today, but it’s autobox won’t please all enthusiasts. It not always the cubic capacity which matters. As Indians we have our priorities set and manufacturers need to find the right balance. The Toyota Etios Liva is a full-grown hatch with best in class space and comfort, but the 1.2-litre petrol engine was not up to the mark. The TRD Sportivo version made its debut and market response was positive. Behold! The 1.5-litre 89 BHP engine from the Etios makes its debut in the Liva! With an old fashion naturally aspirated engine, manual gearbox, a light kerb weight, a subtle body kit and a good power to weight ratio, is it the right combination for the enthusiasts? We find out!

Exteriors – The plain vanilla styling on the Toyota Etios may be ideal for people who do not like to grab attention in their mid-life. However, when the Liva was spawned, it looked crisper than the booted brother with the better finished rear end. The boxy body with minimum curves and slashes looks contemporary. In the recent facelift of the Etios Liva, Toyota has given the vehicle an updated grille with chrome finish along with new tail lights with minor modifications in the turn indicators which now use orange glass rather than clear glass.

The major contributor to the feel good factor is the subtle body kit, rear spoiler, gunmetal finished 15-inch alloy wheels (all other Liva variants get 14-inchers) and a plethora of TRD Sportivo badges. The side skirts, front-lip, boot-lid, rear-spoiler, side-skirts and even the rear bumper is not spared from TRD Sportivo badges.

Interiors – The Etios Liva now has proper seats (with TRD Sportivo inscribed on them) with adjustable headrests and seats themselves are much beefier than before offering good overall support. Seating position is upright, rather than low and sporty. We personally love grey and black interiors. However, it is the cheapness of the materials and super hard plastics that are a let-down. There are some good bits such as piano black finish around the dials, which look good. Inspite of this, the cabin looks a bit empty and basic. Surprising Toyota has skipped on quite a lot of equipment and the Liva TRD Sportivo doesn’t get fog lamps, rear wiper/washer, distance to empty, audio controls on steering wheel and electrically adjustable rear view mirrors, a shocking omission at this price point.

The build quality on the inside is decent and there aren’t too many uneven panel gaps. However cost cutting is glaringly evident. The hood release and headlight lever switches are very flimsy and feel like they will fall off at any moment, makes you feel as if you are still in the 1980s. A quick glance under the steering wheel will show you all the wires and fuses, there is no covering below. Toyota has added clean air filters for the AC and even though the vents are placed haphazardly, the aircon cools quickly and chills the cabin in no time. All around visibility is good but only the rear visibility is slightly limited. Glove box size is large enough and there are plenty of storage places including two cup holders in the front of the car.

The new audio head unit with Bluetooth connectivity is the only star in the cabin and works flawlessly, although pairing a phone is quite complicated. Sound quality is decent for a stock unit but there are no speakers at the rear which spoils the audio experience of rear passengers. Instead Toyota has installed two speaker on the dashboard and two on the front doors. The blue backlit adds a bit of flare but the centrally mounted instrument cluster is uninspiring. The seats at the rear offer good recline position and there is plenty of head, knee and shoulder room for three adults. Boot space at 251-litres is adequate by hatchback standards and the practical layout of the Liva should not see most owners complaining. NVH levels on the inside are significantly lower over the old Liva. It is well controlled, but at all times you can hear the engine roar with a mix of wind noise and road noise.

Performance – There are no changes to the engines of the facelifted Etios Liva. The Etios Liva TRD Sportivo is an excellent move by Toyota as the company doesn’t have turbocharged petrol engines in the kitty like the Europeans and Americans. The TRD variant now gets the Etios sedans motor which is the 1.5-litre unit producing 89 BHP and 132 Nm of torque. This output is not much but when you factor in the low weight of the Liva, you start to understand what the big deal is all about. Larger displacement and shorter gearing is a key to driveability. In city traffic, loads of low-end torque aids stress free driving. Put it in third gear and you can amble around in the city and close gaps without downshifting. The same third gear is capable of doing 125 km/hr. You gather speed quite quickly and the Etios Liva is a genuinely quick car which can put a smile on your face with its performance. This motor delivers a good low end grunt with brilliant mid and high range. Low end torque is so good that the Liva TRD can pull cleanly in second gear from standstill. The ARAI certified mileage is rated at 16.78 km/litre but we expect it to return close to 11.5 km/litre on routine driving. Keep the engine on the boil and the mileage will still hover around the 9.5 – 10.5 Km/litre mark, which is pretty good. The Liva TRD stops the clocks in 12.1 seconds on its way to 100 km/hour from zero, a reasonably quick time by hatchback standards.

Throttle response is linear but Toyota has missed out on a clutch rest and the foot well is rather cramped. The 5-speed gearbox offers smooth shifts and gates are well defined. With short throws, it is one of the best in the segment. The gearing on the Etios Liva is on the shorter side, aiding quick acceleration of the line. Even on short empty stretch, one can do 140 km/hr quickly. The exhaust note for a stock car is something Toyota has calibrated very well, sporty enough to delight anyone. The improved NVH levels on the facelifted model does show. The motor redlines cleanly and the sporty exhaust note is delightful.

Driving Dynamics – The suspension setup on the Liva has been setup to provide best of both worlds. The handling is neutral. Liva turns into corners quickly, thanks to the lower kerb weight. There is a bit of body roll and the steering feel is average. It is nowhere as feedback rich or eager as the Maruti Suzuki Swift or the Ford Figo in the corners. The electronic steering is light and does city duties well but it does not offer feedback or weight up at high speeds. The steering wheel in particular is not good enough to hold in the first place, it’s too big.

The ride quality is mature and the wide tyres offer splendid levels of grip. The Liva doesn’t get unsettled on bad roads and absorbs most bumps in its stride remaining reasonably composed. Braking is excellent with good pedal feel and offer quick speed shedding capacity. High speed stability is good too and changing lanes does not upset the car’s balance. Ground clearance is not an issue and we did not scrape the body kit or the under body on any large speed breakers at all.

Verdict – The Toyota Etios Liva TRD is certainly a fun hatch to drive and not bad to look at with subtle changes to the exteriors. Not to forget, the performance it offers makes it quite a bargain. Of course, equipment has been skipped, but that is because the government duties on 1.5-litre capacity engine are higher in a hatchback. The pricing had to be competitive as a lot of fun hatches are already in the market and a quite a few are on their way (Fiat Punto Abarth!). Though, the uninspiring styling and interiors wont appeal to most, the Liva TRD Sportivo delivers on the performance front and is reasonably fuel efficient too. Besides, its also fulfills the role of your daily city car with great driveablity in the traffic. The Liva TRD is certainly going to appeal to those who want a powerful hatch at a price.

The Etios Liva TRD Sportivo is a practical hatchback which goes fast while being drivable in the city.

What’s Cool

* Fun to drive
* Space
* Loud engine note

What’s Not So Cool

* Quality still not up to Toyota levels
* Missing equipment

2013 Toyota Etios Liva TRD Sportivo Specifications

* Engine: 1496cc, 16-valve, 4-cylinder, DOHC
* Power: 89 BHP @ 5600 RPM
* Torque: 132 Nm @ 3000 RPM
* Transmission: 5-speed automatic
* Top Speed: 180 km/hr
* 0-100 km/h: 12 seconds
* Fuel Consumption: 11 km/l (City), 14 km/l (Highway)
* Fuel Type: Petrol
* Tyres: 185/60/15 Tubeless Radials
* Brakes: Ventilated Disc (Front), Drum (Rear), ABS
* Safety: ABS, EBD, Dual Airbags, Immobiliser

2013 Toyota Etios Liva TRD Sportivo Dimensions

* Overall length x width x height: 3775 mm X 1695 mm 1510 mm
* Wheelbase: 2460 mm
* Turning Radius: 4.8-metres
* Ground clearance: 170 mm
* Boot Volume: 251 liters
* Fuel Tank Capacity: 45 litres
* Kerb Weight: 925 kgs

The post Toyota Etios Liva TRD Sportivo Test Drive Review appeared first on MotorBeam - Indian Car Bike News & Reviews.

2013 Nissan Micra Facelift – Click above for high resolution picture gallery

Car Tested: 2013 Nissan Micra Facelift

Price OTR Mumbai: Rs. 5.2-7.95 lakhs (est.)

The facelift to the Nissan Micra transforms the car’s exteriors in a very positive way.

The Nissan Micra might be a global success, but the fourth generation model hasn’t picked up well in India. The reason for the below average sales (less than 1000 units a month) of the Micra can be blamed on stiff competition and the styling of the vehicle. The Micra looks cute and thus doesn’t attract too many male buyers. In a bid to freshen up things and appeal to a large audience, Nissan has given the Micra a minor facelift. The company has also worked on the features of the car to boost the value proposition even further. While the facelifted Nissan Micra is yet to make its global debut, we in India are among the first to get the updated model. The made in India Micra is exported to quite a few markets globally and Nissan has manufactured more than 2 lakh units till date. We take the facelifted Micra across Madurai roads to gauge the changes.

Exteriors – There are many visible changes on the outside with the Micra now looking completely transformed. The changes are not drastic but have been very well executed giving the Nissan Micra quite some appeal. The headlights are now pulled back (in line with Nissan’s new signature headlights) and the grille gets a thick chrome bar. The bumpers are new as well and the front bumper gets chrome on the lower half, right below the number plate. The dimensions have changed due to the new bumpers, with the facelifted car being 45 mm longer, however the wheelbase remains the same.

Gone are the soft touches of the old Micra and you can truly appreciate the changes when you look at the old and new Micra simultaneously. Notice how the new car looks so fresh and contemporary even though the body structure remains unchanged. Other changes to the styling of the vehicle include a new hood and front fenders. The fog lights get a chrome surround but oddly front fogs are only standard on the XV premium variant. The side profile reveals the new alloy wheels while the rear now sports LED tail lights (a segment first) and a new bumper with aggressive cuts. The tail gate is now slightly longer with the addition of a plastic part.

Two new colours make their debut on the facelifted Nissan Micra, both of which suit the car quite well. Overall Nissan has got the styling update quite spot on, which manages to shed the feminine image of the car to a large extent.

Nissan is offering the Micra in seven variants, just like the existing model. The new Micra gets three petrol variants and four diesel variants. The company has offered most features mid-level variant onwards (like iKey and ABS). However the lower variants don’t get alloy wheels and run on 14-inch rubber. The chrome on the bumper is missing on them as well (as can be seen in the above images). The rear spoiler, front fog lights, side airbags and reverse camera are part of optional equipment and should cost an extra Rs. 40,000/-.

Interiors – The changes continue on the inside as well. The design of the dashboard remains almost the same as before but Nissan has made changes to colours and added more features as well. Gone are the multiple colours on the dash, which are replaced with a single colour. The centre console is all new and features piano black finish which looks much better than the silver/grey console found in the old model. The centre AC vents are no longer round and are instead rectangular in shape. The company has added a sea of features like steering mounted audio controls, Bluetooth audio system, climate control, electrically adjustable and folding outside rear view mirrors, reverse parking camera, 4 airbags, etc (most of these features are standard on the top-end XV Premium diesel variant only). Chrome and silver inserts are present on the dash as well as the doors.

Nissan has reshaped the seats for better support and cushioning and you feel extremely comfortable inside the car. The Micra has a twin glovebox setup along with an open storage space in between, however lower variants surprisingly get a single glovebox. The power outlet is placed on the lower left side of the centre console, which is not very convenient for the driver or rear passengers to use. Right above the bottom glove box there are ports for USB and Aux. When you open them, the ports are not placed in the same order as its written on the flap, a minor irritant but something which can cause trouble when you are connecting your phone or USB in the night.

Space inside the cabin is generous, even though the exterior dimensions will make you think otherwise. Nissan claims the headroom is the highest in its class. The driver’s seat gets height adjust and there is plenty of room to seat four adults in good comfort. Quality inside is good and everything feels decently put together with no rattles or squeaks. The rear seat offers good legroom but under thigh support could be better. The boot is decently big (no 60:40 here) and there are quite a few storage areas in the cabin as well. However there is no seat pocket behind the driver’s seat even though it’s present behind the co-driver’s seat.

Performance – While the engines remain the same as before, the petrol powered Nissan Micra now gets a CVT gearbox. This unit comes from the Sunny and has been adapted for the Micra which uses a different engine than its elder sibling. The company claims the CVT gearbox lends the Micra a mileage of 19.34 km/l, which is higher than the manual Micra’s 18.44 km/l (under Nissan’s own fuel test cycle). The Japanese automaker bets heavily on CVT and has sold more than 10 lakh cars equipped with a CVT box worldwide. The CVT unit is not as noisy as in the Sunny but its quite audible when you floor the throttle and the motor spins continuously at around 5000 RPM but the car doesn’t move with much urgency. Driving the Micra CVT is quite hassle free and you can easily subject it to city duties and relax inside the cabin without having to worry about shifting cogs but low end progress is rather slow with some performance coming after 3000 RPM. The 1.2-litre, 3-cylinder engine produces 75 BHP and 104 Nm which is not adequate on the highway. Out on open roads the Micra CVT does feel sluggish and even the Sport mode (activated on the gear lever) isn’t able to help matters much. The petrol Micra is simply meant for city driving.

While the petrol engine has just about adequate performance, the diesel engine on the Nissan Micra pleases with ample amount of performance for a car which is positioned towards city dwellers. The 1.5-litre k9k dCi unit is offered in its lowest state of tune in the Micra but performance is pleasant with drivability being excellent. Turbolag is almost negligible and the motor pulls strongly at the low end of the powerband with almost linear pull. It’s only around 3500 RPM when this motor starts to wane down a bit but there is good enough pep for both city and highway driving, with the Micra diesel not feeling out of breath on country roads. Redline comes in at 5500 RPM and the Micra reaches 120 km/hr quite quickly, after which the lack of horses start to become apparent. The clutch is light and the gearbox offers slick shifts. The Micra diesel is quite frugal too and should return a mileage of 16-17 km/l in the city.

Driving Dynamics – Nissan has tweaked the suspension a bit on the facelifted Micra although dynamics are still not near the Ford Figo or Maruti Suzuki Swift. The Micra rides well on good roads but tends to get shaken on really bad ones, with the ride being on the stiffer side. The petrol version has a tendency to bounce over bad roads but the diesel Micra is more composed on rough surfaces, owing to the heavier front. Handling is good but the Micra is not a car you would find yourself pushing around corners as the steering is light offering little feedback at high speeds. The Micra remains stable at triple digit speeds and the company has improved NVH levels on the vehicle. Braking performance is good but the pedal feel could have been better. MRF, Goodyear and Maxxis are the suppliers of tyres for the new Micra.

Verdict – The facelifted Nissan Micra is a step in the right direction. The Japanese automaker has worked on improving quite a few aspects of their entry level car, which has worked very well. The new Micra looks quite appealing both inside-out and comes loaded with a host of features. While the Nissan Micra is not very rich when it comes to dynamics, it does offer a good balance of ride and handling for city driving. The Micra has always been an excellent car for the urban run and the update only makes it better.

The Nissan Micra facelift receives minor updates which make it an even better small car package for the city.

What’s Cool

* Feature loaded
* Frugal diesel engine offers good performance
* Good interior room

What’s Not So Cool

* Noisy CVT lacks highway performance

2013 Nissan Micra Specifications

* Engine: 1461cc, 16-valve, 4-cylinder (Diesel), 1198cc, 12-valve, 3-cylinder (Petrol)
* Power: 64 PS @ 4000 RPM (Diesel), 76 PS @ 6000 RPM (Petrol), 77 PS @ 6000 RPM (CVT)
* Torque: 160 Nm @ 2000 RPM (Diesel), 104 Nm @ 4000 RPM (Petrol)
* Transmission: 5-speed manual, CVT option (Petrol)
* Top Speed: 160 km/hr
* 0-100 km/hr: 16 seconds (Diesel), 18 seconds (Petrol)
* Fuel Consumption (City): 17 km/l (Diesel), 12 km/l (Petrol)
* Fuel Type: Diesel, Petrol
* Suspension: McPherson Struts (Front), Torsion Beam (Rear)
* Tyres: 165/70/14, 175/60/15 (XV Premium)
* Brakes: Ventilated Disc (Front), Drum (Rear), ABS, EBD, BA
* Safety: ABS, EBD, Reverse Parking Camera, Front Airbags, Side Airbags, Immobiliser

2013 Nissan Micra Dimensions

* Overall length x width x height: 3825 mm X 1665 mm 1530 mm (1525 mm – Diesel)
* Wheelbase: 2450 mm
* Turning Radius: 4.65-metres
* Ground clearance: 150 mm (Diesel), 154 mm (Petrol)
* Boot Volume: 251-liters
* Fuel Tank Capacity: 41-litres
* Kerb Weight: 992 kgs

The post 2013 Nissan Micra Facelift Test Drive Review appeared first on MotorBeam - Indian Car Bike News & Reviews.

Honda CB Trigger – Click above for high resolution picture gallery

Bike Tested: 2013 Honda CB Trigger CBS

Price OTR Mumbai: Rs. 79,335/- (Std), 82,733/- (Rear Disc), Rs. 90,095/- (CBS)

The Honda CB Trigger is a more practical motorcycle with higher appeal than the CB Dazzler.

Honda’s aggressive market take-over strategy continues. As promised, Honda is launching new products every quarter. The second product this year from the Honda stable is the Honda CB Trigger. A 150 cc motorcycle positioned at the premium end but priced significantly better than before. The bike is based on the CB Unicorn Dazzler but has been slightly tweaked mechanically and has been given all the bells and whistles to compete with the competition. With refreshed styling and a better price tag, Honda aims to capture the 150cc category with the CB Trigger. Has Honda loaded the right bullet in its gun and pulled the Trigger in the right direction? We find out!

Styling – Getting the right styling for the CB Trigger is a commendable task for Honda. The reason why the CB Dazzler could not catch up in the market was its styling. The styling was not bland or uninspiring but it simply looked like a beefed up CB Twister that was launched first and then the CB Unicorn Dazzler followed. Now, with the Honda CB Trigger, the styling is very Honda. It is contemporary yet soothing to the eyes. The fatter exhaust, the tail light receiving chunky LED treatment (first bike in the Honda stable to get this feature in India), the sleek styling executed for the tailpiece and mudguard with reflectors on both sides at the rear is a neat touch.

The silver plastic piece above the headlight looks like a windshield and is a new addition. The bike has a new hallow footrest with criss-cross design which looks very sporty and reminds one of the first generation CBZ. The fuel tank has been given a much more muscular look with scoops and detailing at the top of the tank. The bikini fairing looks artificial and front mudguard has styling cues from the CBR range of motorcycles. Overall, the styling is very appealing and gets the long stare it deserves at a set of lights.

Instrument Cluster and Switch Gear – The full digital speedo-meter is the highlight of the CB Trigger. The screen looks like it has been borrowed from super bikes. The meter shows two trip-meters, a clock, fuel-gauge and a tachometer. Above the meter, the dedicated slot shows the basic high beam, turn indicator and the shift light. The switchgear is the same found on the various motorcycles in the Honda stable. The left switch does all the duties of lights, indicators, horn and pass switch. While the right switch only serves the electric thumb start. Omission of the engine kill switch is not surprising as it’s missing on all Honda bikes (except the CBR250R).

Ergonomics – The seating position is upright and the wide handle gives it a very commuter feel. The front set foot pegs are positioned for a comfortable riding position but forces the rider to stay glued to the tank for maximum feedback. The rear view mirrors are good and provide a good view of what’s behind. The seat has excellent cushioning and for the pillion, a huge grab handle to hold on to. The tank is well scooped, so you can grip to the tank while riding enthusiastically. Overall, long journeys are comfortable on the CB Trigger.

Performance and Gearbox – The Honda CB Trigger is powered by the same engine from the Dazzler, which produces 14 BHP of power and 12.6 Nm of torque. It runs a slightly higher tune than the old Unicorn. The engine is smooth and refined. The motorcycle has excellent low-end torque and one can potter around in the city using higher gears as well. Since the motor has a tweaked camshaft, the mid-range and top end is excellent and bike pulls strongly from 60 km/hr to 115 km/hr, after which it struggles to it’s top speed.

Like any other Honda engine, it clearly redlines and induction noise is throaty too. Throttle responds to rider input in an instantaneous and linear manner. The CB Trigger has Honda’s traditional super slick gearbox, which is smooth and fun to go down and up the gears. The ratios are on the taller side. Of the line acceleration is quick and it has a top speed of 120 km/hr. High-speed cruising is stress free.

Riding Dynamics – The CB Trigger is armed with a diamond chassis, slightly shorter wheelbase and length which makes it a fun to ride package. The engine is a stress member of the chassis. Turn-ins are crisp and quick. The Trigger is an absolute delight to throw into corners. The motorcycle is poised in the corners, holds the line well and takes fast sweepers with great authority too. The CB Trigger is agile and nimble, thanks to the lower kerb weight and mass centralization. Ride quality is excellent, thanks to the taller tyres and mature suspension setup. Our test bike came with combined braking system, a segment first which does the job seamlessly. It works in a fashion that will aid newbie riders to brake a lot safer.

If you depress the rear brake pedal, one piston in the front caliper comes in action (through a secondary master cylinder) to apply the front brake. The rest two pistons act only when using the front brake alone. The bike uses 3-pot Nissin caliper with 240 mm rotors at the front and 220 mm rotors at the rear. The braking is superb and the motorcycle is poised even when you brake hard. Tyres are of good compound, they provide satisfactory grip and feel in the corners. High speed stability is excellent and there is very little windblast.

Miscellaneous – As every other Honda bike, fit and finish is excellent, no uneven panel gaps. Overall built quality is good. The CB Trigger comes with a full chain cover and kick lever as standard. Clutch is light and progressive. U-turn radius is short. Ground clearance is ample. Honda has finally ditched the odd-looking rear brake pedal that was even found in the Yuga. The lever still is uncannily long, but now is sleeker and painted black. The Trigger comes with a heel and toe shifter. Enthusiasts can use the toe shifter while the commuter will be happy with the heel shifter. The digital speedometer looks great and is amber back lit. However, it is nowhere as substantial as the one seen on the Bajaj Pulsar and TVS Apache, which Honda competes with. The fuel tank resembles the FZ in a way, However, it’s a tad smaller in size when compared to the Yamaha. Base variant gets only front disc brake, mid variant gets rear disc brake as well (costs an additional Rs. 3500/-), while the top-end variant gets CBS.

Verdict – The CB Trigger is by no doubt a Dazzler in disguise and not to forget the fact that it is a replacement for the Dazzler. The replacement has been well packaged. Honda has added whatever was required to add flare to the package and attract 150cc customers back to their showrooms. The CB Trigger’s lowest variant is priced exactly around the Pulsar 150 (Rs. 79,335 on-road, Mumbai). This makes the Trigger sheer value for money when you consider it comes with a Honda badge which promises everything you always wanted from a 150cc motorcycle. The CB Trigger is a good looking, reliable motorcycle with added performance and practicality. So like we said in the beginning, has Honda pulled the Trigger in the right direction? Yes, it has and it is going to injure its competition for sure.

The Honda CB Trigger is a well rounded package which will appeal to a large section of 150cc motorcycle buyers.

What’s Cool

* Aesthetics
* Dynamics
* CBS

What’s Not So Cool

* Absence of DC lightning
* Switch gear

2013 Honda CB Trigger Specifications

* Engine: 149.1cc, 2-valve, air-cooled, 4-stroke
* Power: 14 BHP @ 8500 RPM
* Torque: 12.5 Nm @ 6000 RPM
* Transmission: 5-speed (1-down, 4-up)
* 0 – 60 km/hr: 5.5 seconds
* 0 – 100 km/hr: 17.5 seconds
* Top Speed: 120 km/hr
* Fuel Consumption: 50-55 km/l
* Fuel Type: Petrol
* Suspension: Telescopic forks (Front), Monoshock (Rear)
* Tyres: 80/100/17 (Front), 110/80/17 (Rear)
* Brakes: 240 mm disc (Front), 220 mm disc (Rear), CBS

2013 Honda CB Trigger Dimensions

* Length x Width x Height: 2045 mm x 757 mm x 1060 mm
* Wheelbase: 1325 mm
* Ground Clearance: 175 mm
* Fuel Tank Capacity: 12-litres
* Kerb weight: 137 kgs

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2013 Mercedes GL-Class – Click above for high resolution picture gallery

Car Tested: 2013 Mercedes GL-Class Launch Edition (GL350 CDI)

Price OTR Mumbai: Rs. 1,00,68,347/-

The Mercedes GL-Class has some serious road presence with performance to match.

Mercedes-Benz first introduced the GL-Class in India a few years back in 2010 and established the SUV image of the German car maker. Last month, the second generation of the big brute SUV was launched in India by tennis ace Boris Becker. This new version comes with improved performance, aggressive styling as well as all new plush interiors with lots of bells and whistles. Mercedes Benz is offering the ‘Launch Edition’ of the GL 350 CDI initially in India which will be completely imported as a CBU and starting Q3 2013, India will be the second market after the USA where the GL-Class will be locally assembled. We drove it around on the streets of Delhi to get a taste of the GL way of life. We also got a chance to compare it with the previous version which gave us a fair idea of what is new on offer in this latest generation model. We find out whether the updated GL-Class truly lives up to its tagline ‘Absolute Supremacy’.

Exteriors - The Mercedes GL-Class is huge and has a commanding street presence. The overall design is distinctive, bold as well as classy. The new generation GL-Class follows the latest aggressive design philosophy of Mercedes-Benz and compared to the older version it looks more modern and muscular. The new GL is 32 mm longer, 4 mm wider and 10 mm taller than its predecessor. Thanks to the modern styling elements, the new GL doesn’t look bigger than the previous generation model.

The front end is characterized by a solid muscular grille with the huge three pointed star sitting on thick slats of chrome, adding a lot of character to it. The head lights are well designed and gel nicely with the overall personality of the vehicle. The front bumper looks more aggressive than the outgoing model and is accompanied by day time running LEDs which are neatly integrated. The previous version of the GL was a bit understated and the dash of chrome that new GL comes with, gives that additional touch of bling. One also gets a hint of the new ML-Class on the front fascia of the updated GL-Class.

Moving on to the side, the muscular design philosophy continues and the bold lines across the vehicle go well with the overall character of the SUV. The launch edition boasts off huge 21-inch AMG, 5-twin spoke alloy wheels which make the GL look sporty. The flared wheel arches blend precisely with the overall styling of the SUV. The large roof rails, aluminum finish foot boards and a huge glass area combines to the entirety of the commanding look of this large SUV.

The rear design is simple yet classy with lot of chrome bits. The B-Class inspired two piece tail lights with LED optic fibre cable neatly integrate with the tail gate. The AMG inspired bumper with chrome plates gives the rear a touch of class. The big tail gate comes with a washer/wiper along with a spoiler on the top.

Interiors - Climb into the GL’s cabin and you will be greeted with fine quality luxurious interiors. The interiors are similar to its younger sibling, the ML-Class. The Launch Edition comes with the Designo Exclusive Package which includes premium quality leather upholstery, heated seats, leather wrapped upper and lower dashboard sections as well as wood finish in between. The interiors are well screwed together and the styling is no less than a luxury yacht, especially the diamond stitched leather seats. Compared to the previous generation model, the dashboard has a better layout and is more luxurious than before. The new square shaped AC vents and the redesigned center console make it look modern and contemporary. The attention to detail is phenomenal.

Sitting inside the GL cabin gives you a sense of unmatched space and comfort. The front seats are climatized, which are supremely comfortable and can be electrically adjusted to get the desired seating position. The driver’s seat gives you a commanding view of the road and all the controls fall well within reach. The steering wheel is now thicker and compact in size compared to the older model. The DIRECT SELECT gear lever is now sleeker and is the typical Mercedes-Benz stalk on the right hand side which adds to the driving convenience. There are stalks for cruise control, steering wheel adjustment as well as the indicators and washer/wipers. The head lights knob is placed on the extreme right that comes with the Intelligent Light System, which adjusts itself automatically to current light and driving conditions. It also has adaptive High Beam Assist that improves visibility for the driver without distracting the oncoming traffic.

The Mercedes COMAND system has 10 GB of hard disc space featuring a map function and internet browsing. Steering mounted controls are provided for the COMAND system that handles calls, music, navigation as well as the vehicle information system. There is also a rotary knob at the center to navigate the COMAND system on the 7-inch LCD screen. We would have liked a touch screen in the new GL, as browsing the menu through the rotary knob is a bit time consuming.

The GL-Class gets equipped with parking package and PARKTRONIC system that includes 360 degree camera to monitor all the angles of the SUV through the LCD screen. It also displays a combined bird’s eye view of the vehicle and its surrounding for strain free parking and off-roading. The Active Parking Assist looks out for suitable parking space through sensors and parks the vehicle automatically, with the driver providing just the accelerator and brake inputs.

The middle row is spacious and wide. It can seat three people in complete comfort with good under thigh support. The THERMOTRONIC automatic climate control has three climate zones which chills the cabin quickly. There is a dedicated AC unit for the middle row with its own climate control knob. Also, there are two AC vents, one each situated on the B pillar to cool the middle row passengers in no time. As you move to the third row, there is enough space to seat two adults for short distances. The last row passengers get armrests with integrated cup holders as well as dedicated AC vents for each passenger.

The boot is electrically operated which opens and closes with a touch of a button. To make room for more luggage space, the GL has flexible seating, last row seats are electronically collapsible with buttons present behind the second row as well as at the boot. The second row is collapsible too, though it needs manual effort. Mercedes claims that the GL-Class has the largest load compartment in its segment with the generous amount of cabin space. It has a loading capacity from 295 litres with all the seats in upright position till 2300 litres with middle row and third row folded down completely. There are temperature controlled cup holders up front that can keep the temperature of warm and cold beverages constant with a range of 8 degrees to 55 degrees. The cabin is treated with a huge electric panoramic sliding sunroof that extends up to the third row that further brightens up the interior.

Performance - Mercedes-Benz has introduced the new GL-Class in India with a single engine option. The 2013 GL350 CDI features a 3.0-litre V6 diesel engine that produces 258 HP of power (34 HP more than its predecessor) and 619 Nm of torque (109 Nm more than its predecessor). The re-tuned six-cylinder diesel engine with the added performance figures and lower kerb weight contributes tremendously to the pulling power of the GL-Class. The 2.1 tonne SUV is capable of reaching 100 km/hr from standstill in 7.9 seconds, which is almost 2 seconds quicker than the outgoing GL-350 and the top speed is limited to 220 km/hr.

The responsive 3.0-litre motor makes you forget the sheer size of the 7-seater SUV, pulling relentlessly to three digit speeds. Even at 160 km/hr the engine feels relaxed and composed. The 6-cylinder oil burner loves to pull right away from the beginning till the redline, which comes in at 4100 RPM. There is a hair’s breadth of turbo lag, which is well contained. The RPM needle enjoys ticking over all the figures without losing any breath and the GL-350 has adequate power available every time you dab the pedal. Pulling power is such that you get a push into the seat every time you mash the pedal to the floor. We have noticed that the new GL-350 has a more tactile throttle response compared to its predecessor, making it sportier to drive.

Half throttle input is more than enough for facile overtakes on the highways. The engine feels silky smooth even when it is redlining, without penetrating any clutter inside the cabin. All you can hear sitting inside the cabin is the beautiful V6 whine and a bit of a tyre noise on high speeds. The 3.0-litre engine gets mated to a 7-speed automatic transmission that does a wonderful job in shifting cogs seamlessly. Relax your foot on the accelerator pedal and the GL cruises like a boss without letting you know about the gearshifts unless you keep staring at the cluster. Pushing the accelerator to its limit is like showing a red rag to a bull. Floor the pedal and the GL understands that you want to play hard, that’s when you feel the downshift of cogs followed by a beefy thrust of power. Full throttle input holds up the gear until the RPM needle hits redline.

The 7G-TRONIC Plus automatic transmission is a smart piece of technology which changes the cogs depending upon the throttle input and optimizes fuel efficiency too. To control the gearshifts, you also have an option of steering mounted paddle shifts on the GL. There is no specific mode to engage the paddle shifts; all you have to do is flick the paddles according to your desire on the move. The information display will indicate you about the gear engaged. However, the transmission will automatically upshift if you hit the redline in the manual mode. At 100 km/hr in seventh gear, the engine cruises calmly at 1700 RPM. The new GL-Class is 14.8 percent more fuel efficient with lower emissions. The engine is equipped with ECO start/stop function that switches off the engine at a standstill to further increase the fuel economy. When you lift your foot off the brake pedal, the engine comes back to life. You can expect overall fuel consumption of 8 to 9 km/litre.

Driving Dynamics - Despite the increased dimensions and additional equipment on board, the new GL-350 is 330 kgs lighter than its outgoing model. The significant weight reduction helps in keeping the dynamics well under control and makes the drive much more involving. On successive roundabouts of central Delhi, the GL felt well composed, as the body roll is better controlled and the vehicle never loses its serenity unlike the outgoing model, which has a considerable amount of roll, when chucked around the corners. However, pushing the GL around tight corners will make you realize that it’s a full grown SUV and not a low riding SLS. The new GL-Class comes equipped with the AIRMATIC air suspension with adaptive damping system which has two modes, Comfort and Sport, toggled through a touch of a button. In the Comfort mode, body roll is more pronounced than in the Sport mode. The Stuttgart based automaker has reworked the aerodynamics for the new GL, which makes it more slippery than before with a coefficient drag value of 0.35. Underbody paneling, roof spoiler, redesigned exterior mirrors and wheel spoiler together combine for optimized aerodynamics.

You sit high above the ground in the GL with good all round visibility but the driving position is not as commanding as a Range Rover. The steering feel and feedback has now improved drastically, when compared to the older model. The steering on the outgoing GL feels heavy at low speeds and when it picks up the pace, it feels numb at the centre. The new GL features a compact sized steering wheel which is good to hold. It is super light at low speeds, making it an effortless job to maneuver around the streets. As the speeds build up, it weighs up nicely, giving you a confidence inspiring handling. Keeping in mind the tank sized SUV, the GL turns its face in corners decently. The 21-inch Pirellis never loses its superior grip.

It is a no-brainer that the ride quality of a Mercedes-Benz vehicle ought to be at par with a hovercraft but the 21-inch low profile tyres in the new GL makes an exception in this case. We recommend the standard 19-inch tyres instead of the AMG badged 21 inchers for added cushioning. The previous GL has much more comfortable and plush ride quality that avoids the bumps and potholes orderly. The new GL feels on the stiffer side but glides neatly over smooth tarmac and well rounded speed brakers. Things get a bit annoying when you hit a choppy patch of road and potholes. Even in the Comfort mode, the ride is on the stiffer side. Switch it to the Sport mode and you can feel every bit of rude undulations inside the cabin. After hitting a big pothole you will realize that you should have gone slower.

High speed stability of the vehicle is just phenomenal. At speeds above 70 km/hr the GL automatically lowers itself by 15 mm to enhance stability and aerodynamics. The vehicle now features Crosswind Assist, which is a first in segment feature that adds to the superior straight line composure of the GL-Class. The Crosswind Assist works with the amalgamation of the adaptive brakes, electronic stability program, AIRMATIC suspension and the steering control unit.

While overtaking a truck or crossing a bridge on high speeds, the vehicle doesn’t get shifty with strong gusts of wind. Quick lane changing on highways is a well-balanced job without any discomfort. Stopping power is very good with a positive brake pedal feedback and minimal nose dive, which is crisper than its predecessor.

The GL-Class is a capable off-roading machine too. The vehicle comes with 4MATIC permanent all-wheel drive system with a 50:50 ratio of torque distribution to the front and rear axle. We managed to do some mild off-roading with the GL and came out impressed with its behavior off the road. Off-roading driving mode is enabled with a touch of a button on the centre console. The ground clearance can also be increased by up to 75 mm. It has a wading capability of 500mm, which is not the best in class. The ESP and 4ETS system combine together to distribute the available torque to all four wheels for superior traction without spinning the wheels in any condition.

Verdict - The Mercedes GL-Class is a true blue luxury SUV and we believe it truly lives up to its tagline ‘Absolute Supremacy’. It gives you space, comfort, performance and luxury all in one neat package. It is now much better and grown up as compared to its predecessor. The updated interior and exterior styling is worth appreciating. The new GL has all the technology that u need, both to keep you comfortable as well as to take care of your safety. At a price tag of Rs. 77.50 lakhs (ex-showroom Delhi), it does not come cheap, it is a big boy’s toy. If you have the moolah then go for it, it will not disappoint you. The GL-Class may not still have the appeal of a Range Rover but it holds its own in terms of what it offers.

What’s Cool

* Equipment Level
* Strong Performance
* Improved Dynamics
* Styling
* Attention To Detail

What’s Not So Cool

* Ride Quality
* CBU Pricing

2013 Mercedes GL-Class Specifications

* Engine: 2987cc, V6
* Power: 258 HP @ 3600 RPM
* Torque: 619 Nm @ 1600-2400 RPM
* Transmission: 7-Speed Automatic
* Top Speed: 220 km/hr
* 0-100 km/h: 7.9 seconds
* Fuel Consumption: 9 km/l
* Fuel Type: Diesel
* Suspension: AIRMATIC with 4 Link Independent Suspension
* Tyres: 295/40/21
* Brakes: Ventilated Disc (Front), Disc (Rear)
* Safety: PRE-SAFE, Attention Assist, Crosswind Assist, ABS, EBD, ESP, Adaptive Brakes, 360 Degree Camera, Nine Airbags

2013 Mercedes GL-Class Dimensions

* Overall length x width x height: 5120 mm X 1934 mm X 1840 mm
* Wheelbase: 3075 mm
* Turning Radius: 6.2-metres
* Boot Volume: 390-litres
* Fuel Tank Capacity: 100-litres
* Kerb Weight: 2175 kgs

The post 2013 Mercedes GL-Class Test Drive Review appeared first on MotorBeam - Indian Car Bike News & Reviews.

Yamaha Fazer vs Honda CB Trigger – Click above for high resolution picture gallery

These bikes are the most expensive 2-valve 150cc machines available today.

Let the battle commence! Yamaha and Honda are arch rivals around the globe. In India, it is all about volumes. Yamaha has targeted the youth and the premium segment with the well-established FZ and Fazer, which are scaled down versions of higher capacity motorcycles. The 150cc avatars of these twins were an instant hit. Honda does not want to be left behind. Honda has recently launched the CB Trigger, which also takes cues from its elder siblings. The CB Dazzler performed poorly primarily because of its design and other minor essentials which come associated with Honda were missing on the motorcycle. Honda has upped the game by a very good margin now. We compare these two head to head to find out who scores high.

Styling - The Yamaha Fazer shouts sportiness from every single angle when you look at it. Everything is beefy too. The suspension, chassis, fat rear tyre and the huge sculpted tank appeal to the masses at the first sight. At the front, the twin headlights enclosed in half-horizontal fairing gives the feel of a much more substantial motorcycle. Folks even call it the plastic RE because of this macho styling. The rear with the basic stop light and indicators lets it down a bit. The Honda CB Trigger on the other hand is contemporary. The motorcycle also has the sporty stance to compete. The muscular tank is similar to the Fazer, but a tad smaller. The sleek rear tailpiece, fat matte black exhaust, chunky led tail lights and the relatively fatter rear tyre (but nowhere near as the Fazer), appeals to a sensible buyer. The front on the other hand is not exciting at all.

Ergonomics - The flat handlebars and the upright sitting position makes the Fazer comfortable and the Yamaha executes sportiness, which one wants from a Yamaha motorcycle, very well. The rear view mirrors mounted on the Fazer give a larger picture of what is behind and seat cushioning is good for the rider, but not for the pillion. The new Fazer has wider seats, but it still is not as comfortable as the one on the Trigger. This is where the Trigger scores. The Honda has a comfortable upright commuter-ish riding position with seat width and cushioning being much more comfortable for the rider and the pillion. The foot pegs on both bikes are set for a comfortable ride but the one on Fazer are rear set, while on the Trigger they are front set.

Instrument Cluster and Switch Gear - Let us define the common factors first. Both the CB Trigger and Fazer have full digital speedo and tachometers. Both are small in size. However, the Trigger has a slight edge here when it comes to offering features. The Trigger comes with two trip meters and a clock while the Fazer make does with engine check light when it comes to offering something different. The switchgear round goes to Yamaha. It is truly ahead with conventional switchgear with each control in the right place and excellent quality. The Fazer comes with an engine kill switch as well. The CB Trigger loses this round with decade old switchgear and misses out on the engine kill switch which is only seen on the CBR250R when it comes to the Indian line-up of Honda motorcycles.

Performance - A 153cc engine powers the Yamaha Fazer while the Honda CB Trigger has a 149.5cc engine. Displacement hungry motorcyclists have been notified. The Fazer and Trigger both produce 14 BHP, but the Fazer produces it a full 1000 RPM earlier at 7500 RPM than the Trigger. The Fazer produces 13.6 Nm of torque at 6000 RPM while the Honda produces 12.5 Nm of torque at 6500 RPM. The Trigger weighs 137 kgs while the Fazer weighs 142 kgs. On the road, these figures turn out to be different. The Fazer is ahead until 65 km/hr due to shorter gearing, after which the Honda, with its taller gearing and lower kerb weight lunges ahead and stays ahead until 115 km/hr mark (speedo indicated), separated by a motorcycle length. The Fazer struggles after 95 km/hr to reach its top speed while the CB Trigger stays ahead until the end effortlessly.

When it comes to practicality and reliability, both are suitable enough. Both these motorcycles have smooth and refined engines. With a sporty soundtrack, the Fazer scores high, while the throaty CB Trigger is also music to the ears. The Fazer with its shorter gearing and instantly accessible torque, is easier to drive in the city. The Trigger on the other hand also keeps up with the Fazer easily, no doubt about that. The Trigger is much peppier and extremely satisfying to drive. In terms of fuel efficiency, the CB Trigger is blindly ahead. The Trigger returned 44 km/l in the city and 52 km/l on the highway. The Fazer being Yamaha, rounded up figures very well. The Fazer returned 40 km/l in the city and 47 km/l on the highway. All these figures were a result of driving spiritedly.

Riding Dynamics - The Yamaha Fazer and the Honda CB Trigger both come with diamond chassis but on the dimensions front, the CB Trigger with its compact dimensions, shorter wheelbase, lower seat height and front set foot pegs is quite engaging to ride. Throw the motorcycle into a corner, and it shows how precise, agile and nimble it is. The grip from the tyres and composure from the chassis is not as confidence inspiring as the one on the Fazer. It is not that the CB Trigger is not what a Honda is supposed to be. Here, Yamaha, with the Fazer and its superlative chassis gives you the confidence to dive into corners. With fast entry speeds and the exits being even faster, thanks to immense grip from fat, soft compound tyres, stiff yet subtle suspension setup and the well setup front fork geometry, puts a huge grin your face.

Moreover, at the same time you wished the Yamaha Fazer had more horses as the chassis easily depicts that it can handle twice than the current tune. Braking on both the motorcycles is good, but the Trigger with dual disc with CBS scores high and stopping distance is very quick and reassuring with front and rear brakes being applied at the same time for balanced and safe braking. The large disc at the front on the Fazer with large two piston calipers is excellent and rear drum brakes are bit spongy and obviously less powerful than the disc brake equipped CB Trigger.

Verdict - Yamaha proves it again that it makes the best motorcycles for keen riders out there. With a minor compromise on practicality, it is the best out there. However, all that comes with a big price tag too. The equally fantastic and practical Honda CB Trigger with CBS retails at Rs. 90,000/- (on road Mumbai) that is bang on against the Fazer, hence the comparison. Nevertheless, if you consider the CB Trigger with dual disc without CBS, it is against the naked brother, the FZ at a similar price tag of Rs. 82,000/-. Therefore, it turns out that the CB Trigger is the value for money bike here. Now the big picture is, with more goodies on offer that comes as standard with the CB Trigger, makes it a salivating proposition for the masses. However if you want a more substancial looking motorcycle with brillant chassis balance, the Yamaha Fazer is easily the choice for the enthusiast.

The Yamaha Fazer has a slight edge in terms of appeal and dynamics, which make it the winner of this test.

Further Reading –

Read The Honda CB Trigger Review
Read The Yamaha Fazer Review

The post Honda CB Trigger vs Yamaha Fazer – Shootout appeared first on MotorBeam - Indian Car Bike News & Reviews.

Honda Brio Automatic – Click above for high resolution picture gallery

Car Tested – Honda Brio V AT
Kms Done: 1569 kms
Test Started at – 1391 kms
Test Concluded at – 2960 kms
Mileage – 10.12 km/l (mostly city running), 12.69 km/l (best), 7.75 km/l (worst)
Major Repair – None
Service Cost – None during the test

The Brio has been Honda’s serious and successful attempt in getting into the small sized hatchback segment. The Brio was made specifically for the Asian markets keeping in mind Honda’s new philosophy of providing quality products to the consumer at affordable prices. The Honda Brio clearly shows the company’s intention to cater to the volume market. Honda has established itself in India so well, people almost swear by its quality. So does the Brio live upto the Honda name and is the new Automatic any good. We drive the new Honda Brio Automatic on a long term stint on crowded Mumbai roads and find out.

The perception to automatics is slowly and steadily changing. The market has grown to 6 percent lately and consumer preferences, especially in the metros tips in favour of automatics. Not only is it comfortable but also very convenient to use if you encounter traffic on a daily basis. The Brio is the most advanced automatic car in its segment. The only one to sport a five speed transmission, it is practically more fuel efficient than the 4-speed units running in the competition.

Don’t be fooled by its small and cute looks. Honda has packaged the Brio very cleverly indeed. The compact dimensions make it extremely easy to maneuver around the city and it fits comfortably into the tightest parking spots. The rear visibility is fantastic with the full glass boot lid giving great visibility in the rear view mirror and while reversing.

The key to roomy interiors is the compact engine bay. Maximum space has been utilized in the cabin and thus legroom, head room and knee room is adequate in both the rows, however tall passengers will find the under thigh support wanting, especially after long drives. The integrated front headrests are average but the rear ones could have been better.

The boot space is average for this sized car but the parcel shelf makes the loading area too narrow for big bags. You also need to drop the rear seat to fit suitcases which may be hindrance to rear passengers. However, the boot is decently big for routine runabouts and can easily swallow your weekend shopping bags. Most people are apprehensive about the all glass boot. We can tell you for sure that this toughened glass lid is meant to last. After subjecting it to heavy abuse through our drive, it stayed put fantastically. The downside is that it does not allow a rear wiper assembly to fit in and thats the reason why the Brio is offered without a rear wiper. Defogger is present though.

The AC works well and inspite of the large glass area, it cools effectively. The audio system boasts of decent sound quality with the convenience of USB/AUX and iPod connectivity. Audio controls on the steering wheel work well. The interior quality is pretty good for a car of this price and size, everything is well put together. No rattles or creaks at all from any part of the the vehicle.

The Jazz derived 1.2-litre i-VTEC engine delivers the same power and torque figures as the manual variant i.e. 88 PS at 6000 RPM and 109 NM at 4500 RPM. The 5-speed automatic transmission consists of a single clutch hence there is a lag when you want to floor the accelerator and upshift in a hurry but the ratios are well suited for city driving with a taller fifth gear for highway sprints. We used the ‘D’ mode maximum throughout the drive. One can also shift to ‘D3′ when you need power quickly such as while overtaking. The ’2′ and ’1′ gears were seldom used but they do come in handy while negotiating steep slopes. The convenience of the automatic in city driving is simply phenomenal and addictive too.

We completed 1569 kms in the Brio driving mainly in the city. In this driving cycle the Brio returned an average fuel efficiency of 10.12 km/l. The best mileage we got was 12.69 km/l while driving with a light foot. Feed the throttle gently and you will slowly get the hang of getting the cogs to work more efficiently thereby boosting the mileage of the vehicle. Flooring the pedal to the metal, the Brio AT returned 7.75 km/l, which happened to be the minimum we got. The Eco Lamp helps the driver to adjust his driving style to derive maximum efficiency from this machine.

Ride quality is something Honda is known for and the Brio is no different. Composed ride and brilliant high speed stability means you can push the car around twisties with some confidence however, the steering does not feel well weighed at high speeds. Get into the city and the Brio is in a league of its own. Light steering and the autobox means minimum stress while negotiating through thick traffic. The Brio AT’s turning radius is marginally more at 4.7 meters as compared to 4.5 meters of the manual but practically speaking, you wouldn’t be able to tell. This has been done to accommodate the automatic gearbox, which is longer than its manual counterpart. Braking performance is decent and we did not face any problem on that front. NVH levels are good and this petrol motor is superbly refined. You can hardly tell if the car is idling.

The service costs of the Brio Automatic are nearly the same as the manual except the transmission oil part which needs to be changed at 40,000 kms for the first time as compared to the manual which is changed at 60,000 kms. After this the oil change schedule, the schedule is the same for both variants (every 60,000 kms). The cost of spares are service are appended below.

Honda Brio Service Schedule (MT and AT) -

* 1st Service – 1 month or 1000 kms whichever comes first
* 2nd Service – 6 months or 10,000 kms whichever comes first
* Thereafter every six months or the next 10,000 kms (which ever comes first)

Honda Brio Cost of Spares -

The Honda Brio Automatic makes a whole lot of sense in crowded metro cities. It is more expensive than the manual version by a good Rs. 92,000/-. At this price difference you get a car which is perfect for city running and is more fuel efficient than its competitors. Besides the stress free driving experience, it is definitely a great package for those who keep comfort and convenience on top priority.

The post Honda Brio AT Long Term Review – Final Report appeared first on MotorBeam - Indian Car Bike News & Reviews.