The facelift to the Volkswagen Polo isn’t merely cosmetic, it gets improvements on all fronts

2014 Volkswagen Polo Review

Car Tested: 2014 Volkswagen Polo Facelift

Price OTR Mumbai: Rs. 5.67 – 8.51 lakhs

The new 1.5-litre TDI engine in the Polo gives it some seriously impressive performance

One of the best cars in the premium hatchback space, the Volkswagen Polo has finally got a comprehensive update which follows the global facelift which was unveiled a few months back. The Polo is a very well engineered car but the big gripe was the lack of punch from the 1.2-litre 3-pot diesel engine. Volkswagen did try to satiate the hunger of enthusiasts with the launch of the Polo GT TDI, which was plonked with a 1.6-litre TDI mill from the Vento. The 1.6-litre engine did not fall under the purview of small car excise norms and Volkswagen went ahead and developed a new 1.5-litre engine which killed two birds with one stone. In the higher state of tune, this mill produces 105 PS and 250 Nm which is identical to the old Polo GT TDI. While in the lower state of tune, it replaces the 3-cylinder diesel mill which offered lacklustre performance in the regular Polo. So do the changes transform the Polo for the better?

The Polo gets minor cosmetic updates, some of them are difficult to spot but the changes make it look fresh

Exteriors – The Volkswagen Polo has always been a good looking car and the design is so well executed that inspite of the vehicle being on the road for 5 years, it never felt like it was losing its sheen. The minor cosmetic updates on the outside do induce freshness in the vehicle. The headlights get minor revisions on the inside and now accommodate dual barrels while the fog lamps get cornering lights next to them (work up to 40 km/hr and are activated on bends). The three slat grille gets the black treatment on the upper two slats while the bumper is heavily revised, getting a chrome strip running across for that premium touch. The side of the car remains the same but the Polo gets new alloy wheels. The rear too remains more or less the same, the big difference being the new bumper which incorporates reflectors on the bottom and a new license plate holder. The tail lights are re-profiled but very minutely. We would have loved it if VW had offered daytime running lights and blinkers on rearview mirrors on the updated Polo.

The 3-spoke flat-bottom steering wheel has transformed the visual appeal of the cabin

Interiors – The changes on the inside are more comprehensive although still not a world apart. The highlight is the leather wrapped three-spoke steering wheel which gets a flat bottom with chrome and piano black inserts, it is very nice to hold and makes you feel that you are driving a much more expensive car. It gets new audio control switches which are more intuitive to use as they are placed on both sides of the wheel (the right side ones are used to control the multi-information display which has sub-menus, in the old car these controls were on the right stalk). The instrument cluster remains the same but the multi-information display now features a bigger font in white colour which is easier to read than the red coloured font found on the old car. The centre console gets metallic silver finishing which looks good while the seat fabric has also been altered minutely. The horn has a better tone and the car also gets footwell lighting which activates whenever you open any door.

Rear seat continues to lack space but the quality inside is stupendously good

The interior gets a dual-tone finish like the old car which continues to induce an airy feel inside the cabin. The front seats are supportive and offer good comfort but the same can’t be said about the rear seats which lack legroom. The boot though, continues to be big and can accommodate a lot of luggage. Quality of the cabin is par excellence, everything is so well put-together and the attention to detail is simply outstanding for a car of this segment. Small touches like auto up/down of power windows for all doors is a very small yet useful feature unseen in this class of cars. Disappointingly though, the Indian model skips on a completely new instrument cluster, new infotainment system and a front seat arm rest which is offered on the international Polo facelift.

This oil burner offers improved low and mid-range performance with reduced NVH

Performance – The pre-facelift Polo diesel was offered with a 1.2-litre, 3-cylinder mill which generated 75 PS and 180 Nm. While output figures were on par with rivals, the 3-pot mill had poor NVH and sounded like a tractor when you pushed it near the redline. What made matters worse was the pronounced turbolag which made city driving a pain. This engine has been replaced with a 1.5-litre 4-cylinder engine (downsized version of the 1.6 TDI) and immediately the Polo boasts of class leading output figures, this mill thrusts out 90 horses at 4200 RPM and peak torque of 230 Nm between 1500-2500 RPM. Performance and NVH is just drastically improved, the new Polo having more than enough steam for both city and highway duties.

New 1.5-litre diesel engine replaces the 1.2 TDI, produces 15 PS and 50 Nm more

The 1.5-litre diesel engine gives the Polo excellent drivability in the city and a lot of punch out on the highways

Turn on the 2014 Volkswagen Polo and the oil-burner settles into a refined idle. Get going and one will immediately appreciate the good low-end pep which makes ambling around town such a breeze (you can get through speed-breakers in third gear). There is good juice right from the word go but the mid-range is where this motor feels the strongest as it does take time for all the power to come in full flow. There is no kick in the pants feel as power delivery is linear with no signs of bogging down till 4000 RPM. The engine does rev all the way to 5400 RPM but post 4000 RPM, the trail off in power is very evident. Thus it’s best to keep the engine in its mid-range as that’s where it excels. First gear is good enough for 45 km/hr, second for 80 km/hr while third will take you all the way to 120 km/hr.

The Polo 1.5 TDI takes 12.34 seconds to do 0-100 km/hr, it redlines at 5400 RPM

The 1.5-litre diesel engine performs even better on the highways as you can simply go down a gear or two to make quick overtakes. 0-100 km/hr takes 12.34 seconds as per our VBOX runs, which is 2.72 seconds faster than the old 1.2-litre diesel Polo (for reference, the old Polo GT TDI did the sprint to the ton in 9.88 seconds). The clutch is on the heavier side but the gearbox offers slick shifts. 100 km/hr comes up in third gear while doing the ton in fifth gear results in 2300 RPM on the tacho. The ARAI claimed mileage for the 90 PS Polo is 20.14 km/l and the old 1.2 TDI was rated at 22.07 km/l. The minor reduction in mileage isn’t any bother considering the leap in performance given by the new and more powerful heart is drastic.

Volkswagen has improved the ride, handling, steering feel and brakes of the Polo

Driving Dynamics – Volkswagen has worked on the suspension of the new Polo and it has an even better balance of ride and handling than the old car, which was already very good in this department. The steering has more feel and offers better feedback than before, helping you to attack corners with more confidence, it feels heavier even at low speeds. The ride quality also sees an improvement and at low speeds the suspension is more compliant. High speed stability remains good as always but when you do reach near limit while cornering, understeer kicks in abundance, this car could do with more grippy tyres. Stopping performance has improved too and the brakes are more responsive.

The Polo is now an all-rounder in the hatchback segment, it ticks most boxes

Verdict – The Volkswagen Polo has always been a top pick in the segment but only the GT models as the other engines lacked the firepower to exploit the car’s fantastic chassis. Now with the new 1.5-litre diesel engine, all versions of the Polo become an attractive bet. One need not stretch to the GT versions to get their fair share of fun as even in 90 PS guise, the diesel Polo offers effortless performance in all situations. With the facelited model, the Polo is not only nicer on the inside and outside, it’s even better to drive, making it one of the best hatchbacks in its class.

The Volkswagen Polo is a drastically improved car with the change of engine. For being powered by an average diesel mill to now getting one of the best oil burners in the segment, the new Polo packs in quite the punch with attractive pricing to boot.

The Polo is the only car in its segment to get dual front airbags as standard

What’s Cool

* 1.5-litre diesel performance
* Excellent quality, fit and finish
* Ride and handling balance

What’s Not So Cool

* Rear seat space

The post 2014 Volkswagen Polo 1.5 TDI Test Drive Review appeared first on MotorBeam - Indian Car Bike News & Reviews.

2014 Fiat Punto Evo – Click above for high resolution picture gallery

2014 Fiat Punto Evo Review

Car Tested: 2014 Fiat Punto Evo

Price OTR Mumbai: Rs. 5.41 – 8.68 lakhs

The Fiat Punto Evo has even more appeal than its predecessor, the engines and strong mechanicals of the car remain unchanged

Time and again we review the Fiat Punto and every time we come out impressed. The Fiat Punto was launched in India in 2009 and hasn’t seen much of a facelift. When Fiat launched the Grande Punto in India, the international markets got the Punto Evo, that was in 2009, we are now in 2014. The Punto Evo isn’t five years late though because we in India don’t get the international model but something even better. Fiat has given the Punto a comprehensive facelift for the Indian market, one which makes its debut here, emphasising the importance of India for Fiat. The Italian automaker has always got its products right but lacked on the sales and service front, which is now resolved by going solo. The facelifted Punto borrows the Evo moniker from the international model but is the most up-to date version of the car which pulled Fiat out of financial trouble in 2005, when the third generation model was launched. Can the cosmetic updates boost the appeal of the 9-year old Fiat Punto?

The Punto Evo sports an all new front-end which has nothing in common with the old car

Exteriors – The big change is on the exterior, the front-end is all new and is so vastly different than the Grande Punto that if you park both cars side by side and look at them head-on, there is little to relate both of them. The old Punto was very eye-catchy and inspite of its age, it never failed to impress people who had a thing for Italian design. The Punto Evo’s styling might not stand the test of time like the Grande but there is no denying that the changes induce a lot of freshness in the car. The front-end draws heavily from the Avventura Crossover Concept that made its debut at the 2014 Auto Expo but we do miss the Maserati inspired elements found on the old car.

The major change on the side of the Fiat Punto are the new and attractive alloy wheels

The Punto Evo gets new larger swept back headlights that extend all the way back, it has a boomerang sort of kink, inducing some flair. The headlights on the Sport variant gets the smoked treatment while regular variants get chrome highlights inside the lights. The bumper is all new and gets chrome surrounds around the fog lights. The grille is larger than before and is split with the lower half carrying the number plate, the grille also gets a chrome outline. The hood too has been revised, it gets a power bulge with two striking lines running all the way down to meet the Fiat Logo which is placed facing upwards.

The rear gets a new bumper and new tail lights which are clear lens and use LEDs

The side profile of the Fiat Punto Evo is almost identical to the old car, save for the different front fender which accommodates the new headlights and the new alloy wheels which get striking designs. Lower trims get wheel caps while higher variants get 15-inch alloy wheels and the Sport version gets 16-inch wheels. The rear will remind you of the old car as the design here is not all new. You do get new clear lens tail lights which use LEDs and looks stunning when lit. A new rear bumper with the fog light and reflectors being surrounded with chrome (similar to how its done at the front) is the other change. The overall result is a car which looks immediately fresh and the Punto continues to be the most attractive vehicle in the hatchback space.

The Punto Evo borrows its dashboard from the Linea, it’s a very appealing unit

Interiors – The Punto Evo borrows its dashboard from the Linea facelift. The old dashboard wasn’t as upmarket and the new one really transforms the appeal of the cabin, it gets piano black inserts for that premium feel. You get better quality (overall build quality is fantastic and the vault like feeling continues to be present) with fit and finish seeing an improvement as well, still not class leading but a step in the right direction. The interior gets the dual-tone treatment of black and beige (also on the seats) on all models except the Sport which gets an all black cabin, gelling well with the positioning of this model. The instrument cluster is all new as well and looks spectacular with its twin pods. The old steering wheel has been carried over but that’s a good thing as it is very well contoured and feels nice to hold with audio controls falling right in hand.

Rear seat is good with decent legroom and headroom, the car feels solid

The interiors of the Punto Evo are now more upmarket, the car does delight you visually

The Punto Evo also gets orange ambient lightning with an LED strip being placed on the left side of the dashboard (above the glovebox), it gives the car a unique appeal at night. The Punto also gets a rear AC vent for improved cabin cooling. The seats of the car are supportive and offer good comfort and the rear seat has good legroom while headroom is decent too but under-thigh support is just about average. The boot is generous (no electro-magnetic tail gate opener) and all the equipment from the old car has been carried over so you get a nice audio system, climate control, Bluetooth connectivity (the Blue & Me system isn’t the easiest to pair and it doesn’t stream music from your phone), etc. Where the Punto doesn’t excel is ergonomics, it takes time to find the right position (the steering wheel is placed too forward) and the big A-pillars hinder visibility. Still, the Punto has some good attention to detail, like the rear wiper automatically engages when you put the car in reverse (if the front wipers are on), the wipers have double blades and swipe the windscreen absolutely clean with a delayed swipe happening (after a few seconds) for that drop which almost always gets left over.

The Punto Evo uses the same engines as the Grande Punto, no change in output

Performance – The Fiat Punto is available with three engines, 2 petrol and 1 diesel, the oil burner being offered in two states of tune. The 1.2-litre petrol which serves as the powerplant of choice on entry level variants (Active and Dynamic) outputs 68 PS at 6000 RPM and 96 Nm at 2500 RPM. This engine feels quite underpowered and low-end grunt is missing although the mid-range is decent enough to lug all that weight around. With an ARAI mileage of 15.8 km/l, the 1.2-litre Punto petrol doesn’t deliver on efficiency either. Then there is the 1.4-litre motor which belts out 90 PS at 6000 RPM and 115 Nm at 4500 RPM, this mill also lacks low-end punch but accelerates pretty well in-gear. It boasts of the worst ARAI figures in the segment (14.4 km/l).

Both the petrol engines lack punch and don’t deliver on the mileage front either

Neither the petrol nor the diesel engines will scorch the tarmac but performance is adequate

While the petrol engines won’t make you skip a beat, the same can be said about the diesels as well. The infamous 1.3-litre Multijet mill is offered in two outputs, 76 PS and 197 Nm in regular variants, this powerplant gets a revised first gear which is now taller (we complained several times about the very short first gear in our previous reviews). The change does make ambling around town an easier affair but still the performance from this mill is lacking, the Punto being a heavier car needs more power which comes in the form of the Sport variant, where the national diesel engine of India belts out 93 PS and 209 Nm. While the ARAI certified mileage of the 76 PS variant is 21.2 km/l, the more powerful 90 HP variant returns 20.5 km/l.

The diesel engine offers very good drivability but even the 90 HP version isn’t fast

The problem with Fiat’s tuning of the Multijet diesel engine is the lack of low-end grunt, you do have to give the turbo time to spool up, which does hamper city drivability. On the highway though, the car has some punch but again not enough to justify the sporty positioning of the 90 HP variant. Mid-range is where these engines excel but many cars in this segment will beat the Punto when it comes to outright acceleration and the irony here is, some of them use the same powerplant. The gearbox offers smooth shifts (there is a dead pedal too) but our test car had a lot of engine noise in the cabin, the steering was vibrating when the AC was turned on. Fiat needs to up the game, the regular variants should get the 90 HP tuning while the Sport trim should get a 1.6-litre diesel heart to take on the Volkswagen Polo GT TDI which is currently the hottest hatchback in India.

The Fiat Punto uses the same platform as the Opel Corsa, the chassis is very capable

Driving Dynamics – There are no changes on this front and we have discussed the dynamics of the Punto so many times, that this time we will take a small detour and talk as to why the Punto is so brilliant in this department. The second generation Punto did not sell well and Fiat did not have the financial muscle to develop the third generation Punto completely on its own. So it went ahead and partnered with General Motors, using the current generation Opel Corsa platform (known as GM Gamma or Fiat Small Common Components System platform) on the Grand Punto, resulting in underpinnings of a higher segment at lower costs due to 30% component sharing. This platform has the right balance between ride and handling, making the Punto such a hoot to drive.

The Punto’s ride and handling balance is excellent but ground clearance is absurd

The Punto rides beautifully over bad roads, taking everything in its stride (with 16-inch wheels, it does feel a bit stiff at certain speeds but is still very compliant). It remains stable at speed but what plays spoil sport is the ridiculous ground clearance of 185 mm on the diesels and 195 mm on the petrols. Had Fiat not increased the ground clearance, we would have gone ahead with confidence and declared the Punto the best handling car in its class. The increased GC results in some body roll and robs away straight-line stability too. Handling is good, the hydraulic steering is well weighed and returns good feedback. The car has strong brakes with good pedal bite. The turning radius continues to be huge, making u-turns in tight spots a pain.

With revised exteriors and interiors, the Punto gets a fresh dose of visual drama

Verdict – The Fiat Punto has always been strong when it comes to ride and handling, powered by engines which although not fire-breathing, offered more than adequate performance for most drivers out there. With the cosmetic changes, the Punto’s appeal has gone up by several notches. This Italian hatchback looks fresh but now comes with a very appealing interior too. With Fiat now ramping up dealerships and focussing heavily on after sales service, the new Punto Evo is certainly a car which is worth a look, trust us, it won’t disappoint you. After all, no car has the character of a Fiat.

The Fiat Punto Evo gets changes in the right direction but could do with more performance. The vehicle feels every inch new which is sure to attract young buyers to Fiat’s fold.

The Fiat Punto is the only car in the segment which appeals more to the heart

What’s Cool

* Fresh exteriors
* All new cabin with better quality
* Ride and handling balance

What’s Not So Cool

* Petrol engines lack punch
* Sport variant not sporty in performance

The post 2014 Fiat Punto Evo Test Drive Review appeared first on MotorBeam - Indian Car Bike News & Reviews.

Every 110cc scooter from every manufacturer is here to battle with each other to win the top spot

Price OTR Mumbai : Rs. 51,000/- (Suzuki Let’s), Rs. 52,280/- (Honda Activa-i), Rs. 55,000/- (Yamaha Ray), Rs. 56,700/- (Hero Maestro), Rs. 56,500/- (TVS Wego)

Competition in the entry-level 110cc scooter segment of India is as intense as ever

Scooters are everywhere and have become a fashion statement but they are also a necessity. Plain simple, scooters are now in. They don’t offer performance or economy as their motorcycle counterparts which is the need of the market but still they sell just because they are smaller in capacity and size. They look, feel and ride like a premium entity which is one of the core reasons as to why scooters have massively taken over in an age where money does not matter. Comfort and safety is top most priority. Riding a motorcycle of the same price and capacity makes you feel like you have not achieved much in life, but riding the same with a dated automatic gearbox and less efficient motor has become the rage in your locality, isn’t it?. All of this is easily gauged the moment you step out of your house and you see a dozen of scooters parked in your building/colony. We have picked up all the scooters in the entry level 110cc segment to tell you which is the best, after all, you can’t help it, you need one!

Let’s has the slimmest tail, the Wego has the best while the Maestro’s is huge; Activa and Ray not very striking

Styling – In terms of design all these scooters look very compact and are entry level scooters of the companies which they represent. The Suzuki Let’s, TVS Wego and Yamaha Ray Z are freshly baked scooters and look great. The Honda Activa-i looks the most conservative of the lot, meanwhile the Hero Maestro has gained a lot of success because of the extremely bold and muscular look which is promoted by a person who is the total opposite of it. Coming back to the important trio. The Let’s is very slim in profile and stands out in between all of them very easily due to its distinctive lines and different looking side and front profile. The rear profile of the Let’s looks disappointing to our eyes at least. The Yamaha Ray Z makes its case better over the Suzuki with the boy racer graphics that are glued on it and the design itself is quite youthful. The Wego here in 2014 avatar, looks bold, conservative and yet athletic when viewed from several angles. Subtle graphics and a distinctive rear with black alloy wheels and underbody makes it win this round by a good margin.

Wego has the longest seat and the largest under seat storage after the Maestro

Practicality – Ergonomics is where all scooters excel very well. All of them have upright riding position with good seats. All of these scooters offer the lowest seat height possible to the customer in which the Ray scores highest marks for having the lowest riding position and rest of them following the same except the Maestro, which comes last. The Wego’s seat is on the softer side as it comes from the Jupiter. Meanwhile, the rest of the group have well cushioned seats to suit both short and long journeys. In terms of practicality, the Wego strikes again with the most useable under seat storage (16-litres). The Ray Z has always lacked in this area but the Suzuki Let’s with the same concept has more useable space on paper and in real life as well. Both the Honda and Hero scooters score the highest here with enormous amount of under seat storage. The Maestro is the biggest of the lot, it also has the largest floorboard area. However, in terms of the trio, the roomiest scooter is the Let’s. Despite it having the smallest dimensions, it is the number one after which comes arch rival TVS (in terms of floorboard length and breadth). The second last is the Activa-i and last comes the Ray Z. Shutter lock seems to be a standard fitment, but it’s only the Ray Z and Wego which do not have this feature.

Let’s and Activa-i lose this round with their basic instrument clusters, the Ray comes second after the Wego

Instrument Cluster and Switchgear – Let’s be honest with the Let’s here. Suzuki has tried real hard to hide their weakness but it has turned up on the Let’s as well. The Let’s has the worst designed cluster of the lot. It looks soothing at first but then the hatred grows after you ride other scooters back to back. The second worst of the lot is of the Activa-i. Outdated fonts and feminine colour background is a total no-no. The cluster on the Ray Z is a relief as it has sporty touches such as carbon surrounds and has well chosen fonts with Lego inspired needle for both pods.

The TVS Wego has a fully digital and futuristic console, the Hero Maestro has a small digital pod too

The Hero Maestro has one of the good looking clusters with a small digital pod for odometer, clock and other oddities. The winner in this segment is the new refreshed Wego. Full digital meter with RPM look-alike speedometer and necessary oddities with features such as Power and Eco modes are here from the Jupiter. All this makes it the best cluster with the most well done switches as well.

Smooth and refined engines on all these scooters are great on pulling power

Performance – Without a doubt in our mind the performance award goes to the Suzuki Let’s. Suzuki has proven it again they make the most enjoyable and now, the most powerful engines in its class when it comes to scooters. A 112cc scooter producing 8.7 BHP of power and 9 Nm of torque against the scooters who produce no more than 8 BHP and weigh a lot more than the Let’s and are down on torque as well, it’s a clear sign that the Let’s leads the pack. The nearest competitor which comes to the Let’s in terms of output numbers is the Maestro which still lacks .5 BHP, has same amount of torque but has 10 more kgs to lug around. After which comes the Activa-i with 8 BHP and 8.75 Nm of torque and is lugging around 5 kgs more than the Let’s. Then comes Mr. Sensible with 8 BHP and 8 Nm which is the TVS Wego which now shares its engine with the Jupiter. The Wego hauls around 6 kgs more than the Let’s. The Ray Z comes last with 7 BHP and 8 Nm with 104 kgs of weight. Numbers as we know are not the real deal. Most of these scooters were with us for a long term test and we have ridden them extensively to tell you what’s what. However, we rode them back to again to see which is the best.

All scooters have similar type of engines but they are tuned quite differently

All these scooters have smooth and refined engines. The Suzuki sounds distinct of the lot, the Wego sounds throaty while the Yamaha and Honda have pretty similar vocals. The Ray had the best city drivability but the Let’s with its engine/gearbox tune (similar to the Ray) has more power and torque with less kerb weight, throwing the Yamaha out of contest. The Let’s has the most punch in the low and mid-end, the way it reaches from 0-60 km/hr is unreachable for others. The Ray stays behind for sometime after which it’s the Wego in terms of best city drivability. The Activa-i and Maestro have mid and top-end focused motors but still fair decently in city commutes but are not as punchy and exciting as the trio. Mind you, the Let’s has a decent top-end thanks to the lowest kerb weight and so it uses all that horsepower very well. Surely, it is not as punchy on the top-end as its elder siblings, the Swish and Access. Speaking of top-end power, the Let’s has a true top speed of 89 km/hr while rest top out at 85-87 km/hr with the Ray being the last at 77 km/hr.

The Let’s and Wego lead the pack in terms of engine performance and peppiness

Fuel economy king is the Wego with the Let’s, Activa, Ray and Maestro finishing behind it

In terms of fuel economy, the Ray had the highest fuel economy on the highway but the Let’s which offers more performance also offers similar economy as the Ray. 55.5 km/l for the Ray and 56 km/l for the Let’s. The Wego and Activa-i return 54 km/l and the Maestro gave us 53.5 km/l. On the fuel economy front, everybody falls in the same category. Ride it a little fast or slow and you can extract your favourite number out of the lot which were mentioned above. City numbers is where the Activa scores high with 48 km/l and so does the Wego once again matching that figure (TVS is right up there with Honda on every single aspect). The Ray Z returns 44.5 km/l and the Let’s comes at 47 km/l. Expect the Maestro to give a sane 45 km/l.

Honda motor equipped twins come last, the Ray and Let’s stay neck and neck

Riding Dynamics – Yet again we know who wins this part of the test. The Ray with the Yamaha DNA is enough to shake the competition but not anymore. The Let’s with even more stiffer ride than the Ray and similar chassis balance also offers sporty credentials when the going gets twisty. With more punch on tap and less body weight to carry around, the Let’s is just a hoot to ride. This is what the Ray should have been in the first place. Suzuki has done their homework really well and targeted the Ray where one arrow shoots everybody. The Ray solely in terms of dynamics, comes neck and neck with the new Suzuki Let’s. The next best thing as we know is the TVS Wego with 12-inch wheels and same old stiff suspension (stiffer than the Jupiter), it makes the Wego stay right behind the Japanese contenders on a twisty road. The tyres are the best on the Ray, Activa-i and Maestro with Suzuki and TVS sharing the same fate in terms of tyres as they are not that good.

The Wego is equally good to stay behind the Let’s and Ray in the twisties

The Honda Activa-i and Hero Maestro are good at handling but the lack of front telescopic suspension robs them the crown of coming close to this trio. Pre-determined turn-ins with the age old suspension and the lack of leverage in mid-corner correction with no feedback coupled to a harsh ride quality on the Activa-i specially, makes the case even worst. It is best that we stop here about the Honda motor equipped twins. The Wego is the only scooter which comes with an optional disc at the front for an additional Rs. 2800/-. Rest all have drums but in between them, it is the Honda Activa-i that comes with Combi-Braking System (CBS) which is the best braking system here. The Ray has the best brakes of the lot with excellent feel and stopping power. The Let’s comes with 120 mm drums instead of 130 mm ones like other scooters but that does not make any difference in the braking as it offers sharp braking power like the Wego and Maestro. If we wanted to find a practical winner for this test, which means the best ride and handling combined with a useable powertrain, it has to be the Wego.

It is a tough decision choosing between the Let’s, Ray and Wego, the podium finishers

Verdict – Let’s get straight to the point. The Hero Maestro and Honda Activa despite being significantly larger than the other scooters here have shortcomings which are quite evident. The lack of modern suspension and not so inspiring styling and not carrying the value for money tag, put them out of the question. The Honda Activa-i though scores higher over the Maestro if we had to rank them because it has more mileage, a much refined engine but the engine on the Maestro is peppy and loveable with decent economy figures as well. Next comes the Ray Z.

The winning scooter in this 5-way shootout seems to be on “top” of the world here

The Yamaha Ray is the only scooter which has been there in our every shootout because it does whatever it has been told to do extremely well. The lack of under-seat storage was the first minus point and now the lower performance figures and high price tag make it come third in this shootout. The Let’s comes and blows away everybody as it is latest of the lot. Thoughtfully done powertrain, value for money quotient and other practical bits make it come second as the winner of this five way scooter shootout is the TVS Wego. The Wego justifies every single penny as most convenient features are standard. Even the very small niggles have been sorted out because of the fantastic attention to detail on the Jupiter has helped TVS make the Wego even better. The Wego has the value for money tag like no other scooter in this test. The largest under-seat space, the mature ride and handling balance, the goodies which are far more than the competition, all help make it the scooter which takes the trophy back to Hosur.

The Suzuki Let’s comes very close to the TVS Wego but loses out on aspects that are highly essential for customers in India, which is undoubtedly a trump card called value for money. The Japanese offers reliability over everything meanwhile the TVS offers the same and everything else at a very compelling price. It wins this shootout by a subtle margin.

Further Reading -

TVS Wego Review
Suzuki Let’s Review
Yamaha Ray Review
Honda Activa-i Review
Hero Maestro Review
125cc Scooter Shootout

Riders - Hrishikesh Mandke, Amit John, Viraj David, Omkar Jadhav, Heramb Kanader, Swapnil Sawant.

The post Ray vs Wego vs Let’s vs Activa vs Maestro – Shootout appeared first on MotorBeam - Indian Car Bike News & Reviews.

The VW Polo 1.5, Maruti Swift and Fiat Punto Evo are cracking hatchbacks which are amazing to drive

Shootout: Fiat Punto Evo vs Volkswagen Polo vs Maruti Swift

Price OTR Mumbai: Rs. 5.35-8.17 lakhs (Maruti Swift), Rs. 5.67-8.51 (Volkswagen Polo), Rs. 5.41-8.68 lakhs (Fiat Punto Evo)

The VW Polo, Fiat Punto and Maruti Swift are by far the most fun to drive hatchbacks in India

Hatchback war isn’t new. Four years back when the Volkswagen Polo arrived in India, we put up it against the Fiat Grande Punto and used the last generation Maruti Suzuki Swift as a support car as it wasn’t in the same league as the European vehicles. Today, the Swift has moved a generation up, taking a drastic leap in the right direction to compete with the Polo and Grande Punto. The German hatchback has also seen a major mid-life facelift, getting a slew of mechanical changes and an impressive new diesel mill. The Grande Punto won the shootout last time around and this time it has received a comprehensive facelift too but the mechanicals haven’t been altered one bit. Can the Punto still hold the hatchback crown or have the Polo and Swift displaced the Evo to become the hottest hatch in town? We had to find out by putting the 90 HP version of the Punto Evo head on against the Swift ZDi and Polo 1.5 TDI.

Motor Quest: The Volkswagen Polo is the freshest car here, it is in its fifth generation and was launched globally in 2009, receiving a comprehensive update earlier this year. The Maruti Suzuki Swift is quite new as well, the third generation model saw its global premiere in 2010. The Fiat Punto is the oldest car here but the latest to get an update. The third generation Punto was launched way back in 2005 and its underpinnings remain unchanged till date.

The Swift doesn’t look exciting, the Polo and Punto surely do grab eyeballs

Styling – These three cars might be the same body style but have very different designs. The Maruti Suzuki Swift is the least impressive here, it simply feels a bit dated in front of the other two more exciting looking cars. Not having got a facelift in recent times along with being a common sight on Indian roads has made the Swift look plane-jane in this company of attractive European cars. The Polo has a classic design which simply doesn’t seem to fade out even with age. With the recent facelift, the VW looks fresh and appealing and that orange colour really suits it too. The only thing lacking on the Polo is blinkers on the rearview mirrors while the Swift is the only car here which doesn’t have even a drop of chrome on the outside.

The Punto Evo is by far the most attractive looking car south side of Rs. 20 lakhs

By far the winner in the design department, the Fiat Punto has always been a looker and the recent facelift has given it massive fresh appeal too. The Punto looks gorgeous, it’s so appealing to look at with its Italian elements that you can simply sit and stare at it all day long. While the other two cars run on 15-inch wheels, the Punto is the only made in India hatchback to get 16-inch wheels. It also gets a lot of chrome elements which give it that premium touch while the F-Type inspired front grille is very unique. Even the lights of this car need a special applaud, the LEDs in the tail lights are very beautiful when lit. Day or night, the Fiat Punto Evo is just a design masterpiece.

The Punto Evo’s dashboard appeals the most to us, it has the most space of the trio and feels the most solid too

Interiors – Things start getting interesting when you step inside, because just like the exteriors, the interiors too are a world apart in these hatchbacks. The Punto Sport has all black interiors and so does the Maruti Swift, the Polo using a dual-tone combination, each car having an attractive dashboard but we like the Fiat’s the most. Each of these cars excel at certain things like quality is the best on the Polo, seats are the best on the Swift while build quality of the Punto is easily a notch above the rest (it feels like a tank and the doors shut with a definite thud). The Swift feels the worst in terms of build quality, for instance the insulation on the roof is poor. On neither of the three cars do you feel there is cost cutting but look closely and you will notice the Punto has some rough edges while neither the Punto, nor the Polo come with an alloy for the spare wheel, the Swift does.

The Volkswagen Polo has the best quality and also comes with the most features among the three

All cars come loaded with lot of equipment, they all get a nice audio system, multi-information display, climate control system (the Punto’s AC is noisy), ABS, dual airbags, alloy wheels, rear wiper, steering mounted audio controls, etc. However, the Volkswagen Polo is the most loaded car here. It gets reverse parking sensors, Bluetooth audio system (the Punto’s Blue & Me system is difficult to pair and doesn’t stream songs while the Swift doesn’t get Bluetooth connectivity at all), all windows one-touch up/down (the Punto only has one touch down for all windows), cornering lights (the Polo has the best illumination at night) and a fantastic flat-bottom steering wheel. Still the Punto isn’t far behind, somethings on the Punto are really cool, like it has the best wipers which are double blade and have six sprays thrown on the windshield ever time you pull the lever, it also does a delayed automatic swipe while the rear wiper automatically engages in the rain when you get into reverse (the front wipers need to be on though).

The Swift has the best seats but the rear seat experience and the boot space is the worst in the Maruti car

Where the Punto lacks is in glovebox space (it has the smallest glovebox, the Polo has the largest) and boot opening mechanism, you can’t open the boot from outside without using the key while in the Swift there is an electro magnetic tail gate opener and the Polo also has a boot release button on the key. The Swift also has the best outside rearview mirrors but the Polo has the best sounding audio system, by far. When it comes to storage space on the inside, the Polo is the best, the Punto the worst, the Swift which fares in between when it comes to inside storage places, is the worst in terms of boot space with its 206-litre trunk which falls way too short in front of the Punto and Polo’s 280-litres, the VW having a better boot design.

This brings us to the crucial question, which car has the best rear seat space. The Polo has the best headroom (followed by the Swift and Punto) and the Punto has the best rear seat space (followed by the Swift and Polo). The rear seat of the Polo and Swift are inadequate for adults but one can comfortably sit in the rear bench of the Punto, it has generous space which coupled with the large rear windows (the Swift has the smallest which induces claustrophobia) makes the Punto the winner in the interior department. It has the space, feels robust and comes with quite a bit of equipment too.

The Polo 1.5 TDI is the most powerful car while the Swift is the least powerful of the lot

Performance – If we consider petrol engines, the Maruti Suzuki Swift would have walked away confidently as the other two cars are no match for the petrol Swift. Fiat’s FIRE engines lack low-end punch while the 3-cylinder mill found on the Polo lacks performance in front of the fantastic K-Series powerplant. The 1.2-litre TSI is excellent but much more expensive, aimed at a very niche segment of buyers. So if you are looking at buying a petrol car among the three, either get the Polo GT TSI or close your eyes and get the Swift. Time to look at the diesels. The regular Punto with 75 HP of power isn’t a match for the other two in performance, so it really is the Punto 90 HP which has to compete with the Swift and Polo. So which one puts the tarmac on fire?

The Polo will easily outrun the other two, it has the best engine without a doubt

Even without us telling you, it would be easy to guess the Volkswagen Polo is the star in the performance department. Outputting a similar 90 HP as the Punto, the 1.5-litre engine in the VW has drastically more torque at 230 Nm, compared to the 209 Nm in the Evo. The Swift and Punto share the same engine, the 1.3-litre motor produces different outputs in both cars as the Punto Sport gets a VGT. The Swift is the least powerful car here, producing 75 HP and 190 Nm of torque. Despite it being low on power, its light weight helps it beat the Punto Evo in terms of performance. The Punto is the heaviest car here and that blunts performance to quite an extent, not only is it the slowest car here, it also has the most lag and least efficiency.

The Polo 1.5 TDI is not only the fastest car here but also the most drivable with the least low-end lag

The above numbers don’t lie, the Volkswagen Polo easily outruns the other two right from the word go. The Swift is able to post a respectable 0-100 km/hr time, thanks to extremely good gearing, it has the best gearbox here, followed by the Polo while the Punto Evo has the worst gearbox. The Swift also has the best clutch, the Punto has a long travel clutch while the Polo’s is a bit heavy. So when we were doing the VBOX performance runs, we noticed that the Punto’s notchy gearbox (is good when shifts are done slowly but gets notchy when you get aggressive) robbed it of a good start, going quickly from first to second is a task and the first gear’s short gearing robs away time too. The Swift’s poor tyres made it difficult to launch the car as we had to reduce launch RPM to prevent wheel-spin which comes in plenty. The Polo was the easiest to get a good time on, it takes off quickly without any drama and you can quickly swap gears, timing upshifts accurately.

With the Punto and Swift having the same engine, performance is quite different in both cars although both have similar characteristics. Both the Punto and Swift lack low-end performance and have a weak bottom end, the pronounced turbolag (more so in the Punto) hurt city drivability. Both cars have a strong mid-range but the Swift pulls cleanly in the top-end where the Punto starts to lose power sharply, just like the Polo which runs out of breath at 4000 RPM. The Polo has good punch in the low and mid-end of the powerband, it feels sprightly at low RPM and that helps you a lot when ambling around town.

In spite of lower power than the Punto, the Swift is much faster than the Fiat

You can even pick the Polo from third gear over a speedbreaker, an impossible thought in the other two cars. The Polo also redlines the highest at 5400 RPM, the Punto at 5100 RPM and the Swift at 5000 RPM. The NVH is also the best in the Polo and it also has the highest top speed. The Swift is the most frugal car here, returning a mileage of 16 km/l, followed by the Polo’s 15 km/l and Punto’s 14 km/l. So yes, the Volkswagen Polo emerges on top in the performance department but who comes second? It’s the Swift. Maruti Suzuki has done an epic thing by taking Fiat’s engine and tuning it better than the Italians, also giving it a better gearbox/clutch combo. The Swift is so well tuned, it almost feels like a petrol engine. If Maruti gives the Swift the 90 HP tune (seen in the Ertiga), the Polo won’t be the performance king anymore.

All these three cars are very closely matched when it comes to handling and feel

Driving Dynamics – Being an automotive journalist is a lovely job they say but not when you have three such cars at your disposal. The reason we are saying this is, because these three cars are so close to each other when it comes to handling that we simply couldn’t decide a winner and had to get back to drive these again, back to back. The problem is, all three cars have an amazing chassis but there has to be one winner, right? The Punto Evo would come out on top had Fiat not increased ground clearance as that has messed up the car’s dynamics to quite an extent. Just because of the increased ride height, the Punto Evo has a bit of body roll, doesn’t remain glued to the road at high speeds and twitches under very hard braking. The old Punto without the higher GC did not have any of these issues. Still the Punto has the best grip when you corner hard, it just doesn’t show any signs of giving up, it also has the widest and biggest tyres of the trio (195/55/16).

The Punto has the most grip, the Polo the best agility, the Swift has the best steering

While the Punto feels heavy, the Swift feels light and the Polo feels right, its balance is just perfect

The Maruti Suzuki Swift and Volkswagen Polo run on similar sized tyres (185 mm on 15-inch wheels) but the ones on India’s best selling hatchback don’t offer grip. So when you turn hard into a corner, the tyres start to screech quickly, however there is no understeer. In fact, you can get the Swift to oversteer, the chassis is set up in a way to put a wide smile on your face but the lightness is felt and that robs away confidence. The Polo has just the right weight distribution, it understeers near limit but getting to the limit isn’t easy as there is loads and loads of grip, still not as much as the Punto though. You also sit lower in the Polo which gives you a sportier feel while the Punto’s ergonomics are quite messed up. The steering on the Swift is the best here but it’s too light at low speeds, robbing agility whereas the Punto’s hydraulic unit is heavy and weighs up equally well. The Polo isn’t too heavy, nor too light, it has the best balance and that gives it extremely good agility at low speeds. Still, it’s no match for the way the Swift’s steering weighs up at high speeds, it’s just super communicative with amazing feedback.

The Punto rides the best, followed by the Polo closely, the Swift isn’t a match

Braking power is the best on the Punto but a slight nose dive under heavy braking robs away points from it while the Polo is balanced with excellent brakes at all times. The Swift has the worst brakes of the trio and the ABS kicks in every time you stand hard on the pedal. The Swift also has the worst ride quality here, it simply can’t match the other two cars when it comes to ride comfort. The Polo rides very well but the Punto is even better with a suspension that almost always glides over the worst of roads. With the high GC, you never have to worry about touching the underbody of the car anywhere. Still, as an overall balance between ride, handling and braking, the Polo emerges out on top, German perfection is easily felt when you take to the wheel of the Polo.

Maruti has the best service network, the Polo is the safest with dual airbags in all variants

Safety and After Sales Service – All cars have received a 5-star rating from Euro NCAP but the Punto feels the most robust while the Polo is the only car which comes with airbags as standard on all variants, so there is little to choose on the safety front too. If service is a prime criteria, Maruti Suzuki is the best, Fiat is showing promise and improving while Volkswagen is the worst of the three, although worst doesn’t translate to expensive, it only means service experience is poor and not cost of upkeep as all these cars are more or less the same (Europeans have a longer service interval and thus per service cost becomes higher but overall service cost is cheaper than the Swift).

These cars don’t finish in this order so you really have to read the verdict written below

Verdict – Choosing between either of these cars might be tough but it’s actually quite easy because you can’t go wrong with either. All excel at several fronts but no matter which of these cars you buy, one thing is assured and that’s a wide smile every time you push the vehicle hard and fast. But like always, there has to be a winner and only one winner and by now you must have guessed who it is. The Maruti Suzuki Swift is a great car but it doesn’t ride as well as the other two and also lacks on the equipment front. It also feels the least exciting in terms of visuals and doesn’t have the build quality found on the other two cars, it comes in last. Fiat has upped the game in the hatchback space with the Punto Evo but it’s simply not enough as the lack of mechanical changes has robbed it a victory.

The Swift doesn’t feel as special as the Punto and Polo, the latter winning this shootout

The powertrain on the Punto is a disappointment, Fiat being the inventors of the Multijet engine have become the laggards of performance. Their own engine in another car performs drastically better but still they don’t bother to get the Multijet 2 diesel engine to India. Being the oldest car here, there are things which need to be addressed (like ergonomics, audio streaming, etc.) on the Punto Evo but haven’t been touched. Still this Italian has the best design, the most space, unmatched ride quality and that helps it clinch the second spot. The winner is of course Mr. Perfectionist, the Volkswagen Polo does everything so well, right from performance to dynamics, quality to equipment, this German hatch gets everything right. The only gripe is the lack of rear seat space, besides that there is nothing to fault with the Volkswagen Polo, it is Das Auto.

Just like Germany emerged ahead of Italy and Japan in the 2014 FIFA World Cup, the Volkswagen Polo emerges ahead of the Fiat Punto Evo and Maruti Suzuki Swift. It’s a car which is engineered to near perfection, making it the undisputed winner in this shootout. It’s also the most fun to drive car of the three as not only does it handle brilliantly, it also has a punchy engine.

Further Reading -

2014 Volkswagen Polo Review
2014 Fiat Punto Evo Review
2014 Maruti Swift Review

The post Fiat Punto Evo vs Volkswagen Polo vs Maruti Swift – Shootout appeared first on MotorBeam - Indian Car Bike News & Reviews.

After launching the Jupiter, the Wego is here to gain even more market share for TVS

2014 TVS Wego Review

Bike Tested: 2014 TVS Wego

Price OTR Mumbai: Rs. 56,500/- (Drum), Rs. 59,000/- (Disc)

TVS has refreshed the already impressive Wego scooter, taking it to an entirely new level

TVS is on a roll and has simultaneously gone aggressive. If any other manufacturer shows signs of moving or making a new product, TVS will counteract. It will launch a product or refresh its old product to reply as it wants to be on the chart when it comes to scoring the highest numbers in domestic scooter sales. Scooters are responsible for TVS’ growth and has now made them the third largest 2-wheeler manufacturer in India by overtaking Bajaj Auto in the last quarter. What we have here is the refreshed version of a scooter which started the dominance game for TVS in the Indian market and challenged the Honda Activa. The 2014 TVS Wego has gone through a lot of changes which will improve its market share and win customers’ heart as well. Has TVS done it subtly or have they gone the full banana? We find out!

Styling remains the same which is very youthful and contemporary at the same time

Styling – Styling wise nothing much has changed. The body panels everywhere are the same and so is the headlight. What has changed is the colour of the wheels and front telescopic forks from silver to black. The major revision is to the tail light and the exhaust canister which now comes from the Jupiter. Then obviously the most noticeable change is the multi-colour paint scheme with graphics which accentuate the athletic look of the scooter. The Wego has always been a youthful, attractive scooter and all of this makes it look even more upmarket.

Digital meter is the highlight of the package as it looks and performs really well

Instrument Cluster and Switchgear – This is where the major revision has been done on the refreshed Wego. The 125cc Phoenix inspired digital meter with changes to font colour from red to blue have made their way here. The speedometer looks more like a tachometer at first, it feels weird but when you know that is the speed rising, it grows on you and feels cool and futuristic. Odometer, trip meter, fuel warning and battery indicator warning are all packed in this cool cluster unlike the Jupiter where it had a separate housing. Power and Economy modes also make it to the Wego which helps a lot in extracting every bit of economy as we told you in our long term Jupiter report (HERE). Switches as always are well done by TVS. They feel and look good at the same time with the help of red colored starter and yellow colored horn buttons.

Best in class seat and under seat storage space in the Wego impress

Practicality – Ergonomics and practicality on offer remain the same which means same as the competition. Seats as always are on the softer side as they are picked up from the Jupiter. External fuel filler cap makes things easier at pumps, under-seat storage is quite large and can take big bags quite easily. Rear view mirrors are well positioned and do the job well. The patented main stand technology works and is still there on the Wego. All of this makes it extremely easy to deploy the main stand. Many features such as mobile charger, multi-reflector headlight glass, glowing ignition key hole (at all times), tubeless tyres, parking brake clamp also standard on the Wego. As we all know, the TVS Wego is a full metal bodied scooter.

The 110cc engine is now tuned for improved mileage and more linear response

Performance – Powering the Wego is the same engine which now powers the Jupiter. The engine is great like always as it is smooth, refined and sounds throaty too. However, the old Wego engine felt extremely peppy, electric and energetic. The engine makes 8 BHP of power and 8 Nm of torque like before but now the power delivery is more linear and the gearbox is slightly tuned. Changes to the combustion chamber and changes to the parts reduce friction and add more efficiency. The engine has just about adequate low-end torque but mid-range is excellent with top-end being decent enough to make the scooter touch 90 km/hr quite easily. Since this scooter sits quite low compared to the Jupiter, it is definitely more efficient at cutting the air. We had the Jupiter with us on several occasions and it was also our long term scooter so we can claim fuel efficiency numbers. This engine will be able to give 48 km/l in the city and 55 km/l on the highway because of the weight of the scooter is 8 kgs less than the Jupiter and partly because the Power and Eco modes help you achieve the best numbers possible like we mentioned several times in our reviews.

The Wego still manages to put a smile on the face when the going gets twisty

Dynamics – It was the Jupiter that shared its underpinnings with the Wego which had excellent dynamics and a great ride quality. The Wego was the original sibling which had this characteristic in the first place. The Wego is a very good scooter when you hit a twisty patch of road, it handles really well. 12-inch wheels, telescopic forks and tubeless tyres help the Wego run rings around some of its competitors. Turn-in is good and grip levels are great too. The TVS tyres were an issue earlier but not anymore. TVS has tweaked the existing tyres for much better grip and stability but still they are nowhere near as exciting and confidence inspiring as the MRFs. Braking is excellent with both sides using drum brakes. Disc as we know is available as an optional extra for roughly Rs. 2800/-.

The Wego is capable of doing rings around the competition with its superiority

Verdict – TVS is doing what it does best, offering a product made in India at competitive prices and not sacrificing on quality and reliability either. Something which TVS is known for in the first place. The pricing, the goodies and the essentials are very well setup on the Wego. The cost of upkeep is quite low and service of after sales has been proven over time. The only lacklustre from TVS’ side is that it is not present in some markets in the country itself which is slightly pinching them. Obviously, they have just overtaken Bajaj and become the third largest 2-wheeler manufacturer in our country. Whatever they have with them now, it’s the excellent scooters which are solely responsible for it, and the Wego is one of them.

The TVS Wego does everyday duties extremely well. The pricing is also right and thus this entry level scooter will find many homes as it offers class leading qualities in an extremely well rounded package.

The improvements carried from the Jupiter make the Wego better than before

What’s Cool

* Features
* Dynamics
* Value for money

What’s Not So Cool

* No space for full faced helmet
* Missing shutter lock

The Wego is all the fun you need and all the practicality your family needs

2014 TVS Wego Specifications

* Engine: 109.7cc, OHC, 2-Valve
* Power: 8 HP @ 7500 RPM
* Torque: 8 Nm @ 5500 RPM
* Transmission: CVT
* 0 – 60 km/hr: 9.7 seconds
* Top Speed: 90 km/hr
* Fuel Consumption: 50-55 km/l
* Fuel Type: Petrol
* Frame: Underbone type
* Suspension: Telescopic forks (Front), Monoshock (Rear)
* Tyres: 90/90/12 (Front), 90/90/12 (Rear)
* Brakes: 130 mm Drum (Front), 130 mm Drum (Rear) Disc 220 mm (Optional)

2014 TVS Wego Dimensions

* Length x Width x Height: 1834 mm x 640 mm x 1115 mm
* Wheelbase: 1275 mm
* Ground Clearance: 150 mm
* Fuel Tank Capacity: 5-litres
* Kerb weight: 104 kgs

The post 2014 TVS Wego Test Ride Review appeared first on MotorBeam - Indian Car Bike News & Reviews.

2014 BMW X5 – Click above for high resolution gallery

2014 BMW X5 Review

Car Tested: 2014 BMW X5 xDrive30d Design Pure Experience

Price OTR Mumbai: Rs. 87,50,350/-

The BMW X5 is a well engineered car which takes a massive step over the old model

SUVs are increasingly becoming popular the world over and the German three have always had big and brawny offerings to satisfy the hunger of people who want a well rounded full-sized SUV. BMW was among the first to attack this segment with the X5, which also happened to be its very first SUV ever. Rather than calling the X5 an SUV, BMW always chose to use the SAV acronym which translates to Sport Activity Vehicle, promoting the vehicle’s on-road performance along with off-road capability. Betting big on the car in India, BMW has gone the CKD route for the X5 which emphasises the importance of the vehicle in our market. The third generation of the BMW X5 is a vast step up over the model it replaces but is it as good as it looks?

Motor Quest: BMW first launched the X5 in 1999 with the second generation model arriving in 2006. In 2010, BMW launched an M version of the X5. The current generation X5 was unveiled last year and is manufactured at BMW’s South Carolina plant in the US.

The X5 boasts of signature BMW elements like the headlights and kidney grille, notice high positioning of foglamps

Exteriors – The design of the BMW X5 is an evolution from the previous generation model. The design elements are so striking and in-line with BMW SUVs that even from afar you can guess this is a BMW. Large dimensions with massive attention to detail give the X5 some serious appeal on the outside. It has a lot of street cred which makes it clearly identifiable on the road. The front sports a short overhang, muscular kidney grille and a nicely detailed bumper. The headlights merge into the grille giving a feeling of width to the front. One will quite appreciate the aerodynamic touches on the car, like for instance the vehicle gets drag reducing air curtains which are a first for a BMW X model. The CD is 0.31 and air reflectors on the front wheel arches help in boosting the aero efficiency of this vehicle.

The side profile reveals the smooth flowing line which merges with the tail light

The lines flow upwards towards the rear, meeting the tail light, going through the door handles which have puddle lamps. The massive 21-inch wheels have an amazing design but they are optional and best avoided (for reasons we will mention later on in the review). The rear is highlighted by the L shaped tail lights which have become a common sight on all BMW cars today. A subtle rear spoiler and twin exhausts placed right in sight complete the visual appeal at the rear. The X5 also gets silver finished underbody protection plates resulting in reduced visual bulk. The chrome lining around the windows, blackened B and C pillars, small silver roof rails and a shark fin antenna further complete the macho appeal of this BMW SUV.

Similar to other BMWs, the X5′s cabin has a beautifully layered design

Interiors – The dashboard is familiar BMW, sharing a lot of its elements with the 5-Series. Still the X5′s cabin has its own charm. Fit and finish is excellent as seen on all BMW cars and features are in abundance here (front and rear parking sensors which are oversensitive, rear camera, xenon lights with cornering function, cruise control with automatic braking, a fantastic sounding Harman Kardon 16-speaker audio system, etc). The attention to detail is spectacular too, like the interior lights which have two levels of intensity, the mood lightning which lifts the ambience of the cabin at night, the rear wiper which works at intermittent speeds and when you lower the driver seat the steering automatically moves upwards. The dashboard gets these beautiful lines which amplify the appeal even further. The two-tone dashboard has the lower half done up in beige while the top part uses black and in between there are silver lines flowing, with dark wood and piano black finishing completing the richness of the dash. While there are two AC vents in the centre, on the sides there are two each, one above another.

The BMW X5 has a very well appointed cabin with extremely comfortable seats and generous equipment levels

There are plenty of storage spaces inside the cabin, the door pockets are huge and can hold a 2-litre bottle with ease (the rear doors will hold a smaller bottle though). On the centre console, you get two cup holders and a coin box while another storage box is on the right, below the headlight controls. A sunglass holder near the centre rear view mirror and a decently sized glovebox further boost the storage capacity at the front. The door lock/unlock buttons are placed on the door which is different from other BMWs. The instrument cluster is the same one we have been seeing in BMW cars for years, classy, yes but BMW should have given their flagship SUV a LCD cluster with changing clusters in different modes, like seen on the recent 5-Series facelift.

The iDrive controller is super slick, quality is excellent with good attention to detail

BMW has given the X5 an all new key which goes well with the car’s overall styling, the old keys seen on most BMWs feel a bit too plasticky. The iDrive system is slick and works flawlessly, it’s super quick and intuitive to use and there are abundant features here including handwriting recognition and BMW apps. The rotary knob has that definite click and everything works smoothly, right from the navigation to the telephone, this system is just thoroughly well engineered. There is also optional on-board WiFi, the car creating an in cabin hotspot so you are connected to the web always. Our favourite feature on the 10.25-inch display is the “Sport Displays” which has two analogue meters (horsepower and torque) showing how much is being used in real time.

Rear seat has plenty of room but under-thigh support is a bit lacking

The seats of the BMW X5 have terrific levels of comfort, preventing you from getting tired even on the longest of drives, but there is no heating or cooling function. The 4-zone climate control works flawlessly well though. Stepping in the second row of seats, one will appreciate the good knee and legroom with headroom being ample too, only under thigh support being a bit lacking. Cabin lights are placed next to the doors because the car comes with a large panoramic sunroof and hence no lights in the centre for rear occupants. There are manual sun blinds for the second row and a centre arm rest which has two cup holders. There are pockets behind the front seats and three can easily sit at the rear as the cabin is wide, the floor is flat and there is a headrest in the middle but it’s just too hard. Two power outlets are available at the rear. You can slide the second row of seats front and back too.

Last row of seats have absolutely no space for seating an adult, this is a 5-seater

Then there is the third row which isn’t for humans as the seats are too small, space lacking and legroom almost nil (adults will have their legs to their chin). Making matters worse is the poor under thigh support and the extremely small windows. Still BMW has optimistically gone ahead and given two headrests, a centre tray with two cup holders and a storage bin. Headroom is good though but unless you have a person with invisible legs, there is no point in even trying to venture into the last row of seats. With the second rear seats slid all the way back, the last row won’t fold flat but once you do fold the seats, you can push the second row all the way back.

Boot opens in split format with space being generous when the third row of seats are folded down

With the third row up, boot space is quite limited but you are sure to put the third row down and accept the fact that the BMW X5 isn’t even a make do 7-seater. With the last row folded (one can also fold the second row in 40:20:40 split), the boot is generous, there is a storage box on the right and a storage net on the left. There are storage hooks on the side as a net can be placed there. A tray opens which has some storage along with the towing hook, there is no spare wheel. The boot itself opens in two parts, it’s a split tail gate and that definitely makes loading big things easy. There is a power socket in the last row as well. The boot has an electric function for closing but won’t close if the lower gate is open.

The 3.0-litre six-pot mill churns out 258 HP and 580 Nm of peak output

Performance – BMW is offering the X5 with only one engine in India, the xDrive30d. This is propelled by a 3.0-litre in-line 6-cylinder diesel which churns out 258 horses and 560 Nm of twisting force. The engine is a gem, it has good grunt throughout the rev band which means you can amble around town without bothering about turbolag or cruise on the highways, making quick overtake manoeuvres by stretching the mill to the strong mid-range. It even redlines smoothly, the revs rising quickly without any resistance from the powerplant, it’s just one long surge and the X5 gains pace in a smooth manner but with urgency. The new X5 has reduced weight which makes it the lightest vehicle in its class, BMW has used ultra-high tensile steel in the body, aluminium in the hood, thermoplastics in the side panel and magnesium in the instrument cluster, helping the new X5 weigh 90 kgs less than the model it replaces.

The X5 has slick performance, it accelerates smoothly and has a lot of grunt

The 2014 BMW X5 has sprightly performance, it lugs all that two tonne weight effortlessly

As always an issue with BMW diesels, the engine is quite vocal at idle and in the top-end although some might appreciate the motor’s sound, most won’t like it as the car otherwise has fantastic NVH. In-gear acceleration is good too and the transmission won’t upshift in Sport+ mode, redlining all the way to 5500 RPM. There are 4 modes, the other three being Eco Pro, Comfort and Sport, with upshifts happening at 4500 RPM, 4750 RPM and 5000 RPM respectively. 100 km/hr comes up in third gear with time taken to do the sprint being 6.9 seconds. In top gear, one can cruise at 100 km/hr with the tacho ticking in at just 1500 RPM. There is also a Coasting Function where in the X5 won’t apply engine braking between speeds of 50 to 160 km/hr while driving in Eco Pro mode.

In Sport+ mode, the gearbox won’t upshift, redline comes in at 5500 RPM

The highlight of the powertrain is without doubt the fantastic 8-speed ZF gearbox. We have appreciated it a lot in other BMWs and the case is no different in the X5. This unit is smooth shifting, responds accurately to throttle inputs and like Aladin sitting inside the gearbox, it somehow manages to fulfil your wish of getting into the right cog at the right time, all the time. There are steering mounted paddles which are a joy to use but even the tiptronic function of the gear lever is fantastic to use. The mileage we got on our test was 7.5 km/l with a heavy foot and 100% AC use. In Eco Pro, the stop/start system is activated which helps to boost mileage. Even when you turn it off, it activates when ever you get into Eco Pro. There is also Brake Energy Regeneration and when you get into Eco Pro mode, the optional navigation system also tells you about routes which will help save more fuel, while also telling you when to ease of the accelerator in order to maximise fuel mileage.

The X5 has good handling like other BMWs and is very sharp around corners

Driving Dynamics – The X5 takes a departure from other BMW’s in the dynamics department. Based on the 5-Series platform, the X5 doesn’t feel stiff like BMW’s are known for but the ridiculously low profile tyres on our test car do take a toll on the ride quality when you go on really bad roads. These 285/35/21 and 325/30/21 tyres are optional and the chances of damaging the rim on our bad roads are quite high. There is no space save either and it’s best to stick with the regular 18-inch wheels. The ride quality is good on Comfort mode, there is no thud on bad roads but the car becomes too harsh on Sport modes which becomes immediately apparent as soon as you switch the mode.

Ride quality on the BMW X5 is good, with standard wheels, it will be even better

In Sport+ mode, the traction control switches off and the modes also alter the steering and suspension besides tweaking the engine and gearbox. The X5 comes with air suspension and electronic damper control, the rear suspension is also self levelling. Ground clearance isn’t as much as you would expect from an SUV and you can’t manually raise the ride height either, this does hamper off-roading although the X Drive system is more than up for the job to traverse any given path (it can send 100% power to either axle). The steering is well weighed but doesn’t get too heavy at high speeds and has a bit of slack in the centre at certain speeds, it isn’t as responsive as other BMWs. Handling is good but all that weight does result in some body roll when you aggressively push the X5 around corners. The SUV does remain glued to the road at high speeds and braking performance is excellent with speeds shedding in no time.

The BMW X5 comes with a load of safety equipment, it has got top safety ratings

Safety – The BMW X5 comes with a range of safety equipment including front and side airbags, ABS with Brake Assist, Cornering Brake Control (CBC), Dynamic Traction Control (DTC), Dynamic Stability Control (DSC), Hill Descent Control (HDC), Attentiveness Assist, Fading Compensation, Brake Drying, etc. It has received a 5-star rating from Euro NCAP. As per (IIHS Insurance Institute For Highway Safety), the BMW X5 scored a Superior rating in Front Crash Prevention while its Crashworthiness was rated Good, which is the highest rating possible. The X5 sold in India is as loaded with safety equipment as the model sold globally.

The 2014 BMW X5 is a stunning package which blends the best of most worlds

Verdict – The old BMW X5 never took off in India like the Audi Q7 did but the new model has a lot of promise riding on it. BMW has improved their flagship SUV in almost all areas which makes it a very compelling purchase for those who want a good driving experience, comfortable interiors with lots of equipment, practicality and off-road capability. The new X5 has excellent performance and boasts of a good balance between ride and handling. With BMW now locally assembling the car in India, it’s priced on par with rivals, making it a worthy contender for the German flagship SUV crown.

The BMW X5 is an engaging car to drive and has a punchy diesel mill powering it. With good looks, all-road abilities and a feature loaded yet comfortable cabin, the X5 makes for a good large SUV.

Optional 21-inch wheels look super cool but aren’t worth upgrading to

What’s Cool

* Exterior presence
* Interior comfort
* Balanced dynamics

What’s Not So Cool

* Over sensitive parking sensors
* Strictly a 5-seater

BMW’s flagship SUV is an exciting package, it is sure to attract high-end car buyers

2014 BMW X5 Specifications

* Engine: 2993cc, in-line 6, BMW TwinPower Turbo diesel
* Power: 258 PS @ 4000 RPM
* Torque: 560 Nm @ 1500-3000 RPM
* Transmission: 8-speed auto
* 0-100 km/hr: 6.9 seconds
* Top Speed: 230 km/hr (Limited)
* Fuel Consumption: 7.5 km/l (City), 9 km/l (Highway)
* Fuel Type: Diesel
* Suspension: Air Suspension, Self Levelling (Rear)
* Tyres: 255/55/18 Runflats
* Brakes: All Wheel Discs, ABS, BA, CBC
* Safety: 7 Airbags, ABS, CBC, DTC, DSC, HDC, etc.

2014 BMW X5 Dimensions

* Overall length x width x height: 4886 mm X 1938 mm X 1762 mm
* Wheelbase: 2933 mm
* Front/Rear Track: 1644/1650
* Turning Radius: 6.0-metres (est.)
* Ground clearance: 209 mm
* Boot Space: 650 litres, 1870 litres (with second row seats folded)
* Fuel Tank Capacity: 85 litres
* Kerb Weight: 2145 kgs

The post 2014 BMW X5 Test Drive Review appeared first on MotorBeam - Indian Car Bike News & Reviews.

The Suzuki Let’s comes fresh and already sets a new performance benchmark in the 110cc segment

Bike Tested: 2014 Suzuki Let’s

Price OTR Mumbai: Rs. 51,000/-

The Suzuki Let’s has the right balance of performance, practicality and value which serves at both ends of the scooter market

After being quiet for very long, Suzuki’s two-wheeler department has finally taken the wake up call seriously. Suzuki is now ready to become much more aggressive with their plans for India. Several new products in every segment are on their way in the Indian market. Suzuki was basically known for their two 125cc scooters and the 150cc GS150R bike which is still targeted against the hot-selling Honda Unicorn. Despite it being far more superior than the Unicorn, the GS did not flourish as much as it should have because of poor number of after sales and service outlets. The service and parts are far cheaper and affordable than any other Japanese manufacturers. However, everything is about to change now. After finally admitting that they are going to take help from their four-wheeler counterpart, the company announced one more news while we were writing this review. There are four new scooters which are on their way. Those are serious attempts to gain market share. After announcing the Gixxer and a 110cc scooter for the Indian market, one of them is here and is extremely promising which is the Let’s. We did the exclusive first ride and the comparo of the scooter and it has managed to win our hearts. We put it through the full road test to tell you how good it is.

Cheap and cheerful design approach of the Suzuki Let’s does not disappoint anyone

Styling – In terms of looks, the Suzuki Let’s is very compact and slim in profile. The scooter is so slim that it would fit between two cars in traffic and the handlebars won’t touch their door mirrors. Jokes apart, it really looks like a “thin” scooter for sure at first glance. The sharp and nosy panels help it gain that tag. The front headlight looks inspired from the Swish but the rear is plain ugly. The ungainly shape of the tail light and indicators don’t match the good looking side and front profiles. Side profile is dominated by a panel which is not painted which usually is (painted) on most scooters. Looks like this has been done to save costs which is seen on every Suzuki scooter till date. If it had been fully painted, it would look a lot better as there is room to play with graphics and panel shape.

By far the most hideous looking cluster layout in the entire scooter segment

Instrument Cluster and Switchgear – It looks plain boring. Those fonts were made by grandpa, the tacky red and white color combination, missing solitary turn indicators and nothing beyond conventional indicators is just not right when the competition offers so much more. Suzuki needs to hire a brand new team to do their instrument clusters as the old team has become way too old to do this or it’s being purposely done to save cost.

Second largest under seat storage in the segment with a practical layout too

Practicality – The scooter despite being as small as the Yamaha Ray, has a much more practical layout (not flat but deep) for the under seat storage. Obviously the class leader is the Wego but the Let’s comes second. The rear view mirrors are well positioned. The foot board is quite big considering the size in terms of length and breadth of the scooter is quite small. Riding position is upright and seat height is good enough to suit people with a 5’10 height to under 5’5 height humans (mostly women). The seat is quite long and comfortable thanks to matured cushioning of the foam.

Fantastic engine and gearbox combination makes the Let’s very peppy to ride

Performance – Powering the Let’s is a brand new engine made by Suzuki which uses SEP (Suzuki Eco Performance) moniker to say that the engine produces power and torque to the max while not compromising on the efficiency at the same time. The engine as any other petrol Suzuki engine in the world is a delight to squeeze when riding. The engine loves to be kept at boil all the time, NVH levels are well controlled and on top of all this, the gearbox is tuned to deliver most of its punch in the low and mid-end of the power band, so the moment you twist the wrist, the scooter picks up speed like no other in the segment. Class leading numbers such as 8.7 BHP of power and 9 Nm of torque make it an extremely good scooter to ride quickly within the city limits.

Highway performance is decent with the scooter reaching 60 km/hr in no time and 85 km/hr taking slightly more time than usual. The performance from this 112cc is scooter is truly amazing as the figures it produces are quite close to its elder siblings. But the Swish lugs around more weight and hence when you measure performance on paper, they are quite close to each other. The Let’s can be called as the lightest scooter in the scooter segment because it just weighs 98 kgs which is one of the core reasons why the performance is fantastic. Claimed fuel efficiency is 63 km/l but we got 56 km/l on the highway. Expect this scooter to deliver almost 50 km/l in the city (which no other scooter does), if ridden sanely.

The Suzuki Let’s is simply the most fun to ride scooter in the segment

Riding Dynamics – Armed with telescopic suspension at the front and normal single-sided rear shock at the back with a underbone chassis, the Suzuki Let’s has the usual scooter setup seen in the segment. However, the Let’s has a suspension which is finely tuned for delivering maximum fun and minimum instability. As you can guess, the suspension is on the stiffer side, it is even more stiff than the class leader in stiffness, the Yamaha Ray. You must be thinking the ride quality is gone for a toss? But with the high profile tyres and a wee bit softness at the bottom of the stroke, it makes the ride quality at slow speed quite good and at high speeds it does not seem to crash or wobble around all over the place. This stiffness had to be achieved because the extremely light kerb weight would hamper stability.

Meanwhile, all of this makes the scooter handle extremely well. The fun to ride quotient is immense and it loves to be chucked around corners. There is ample grip, the tyres are good and leaning it completely to the max is very easy. With an engine that good and dynamics this great, the Suzuki Let’s becomes the most fun to ride scooter in the 110cc segment while offering class leading performance and efficiency numbers. The only downside is the slightly firm ride quality over the competition but despite being stiff, it feels more plush than the Ray in comparison.

The Suzuki Let’s manages to impress on many counts and disappoints on few aspects

Verdict – The Suzuki Let’s delivers what it was told to. It is the most fun to ride scooter with that seriously impressive engine and class leading dynamics. The Let’s also has the second best under-seat storage capacity and the looks aren’t that bad either. This is a package from Suzuki which will appeal to a person who looks to commute but still will have a lot of fun while riding the scooter. This package is just like its elder siblings, simple but superb at the same time. In fact, we have been living with its elder sibling, the Suzuki Swish for years and the upkeep cost and service experience has been fantastic too. Do we personally like it? Yes, not only is it great to ride but is also quite practical.

The Suzuki Let’s does everyday duties extremely well and does it in a sporty manner. Only if there were more convenient goodies on board, it would have been the number one pick in the segment. This entry-level offering from Japan will find many homes anyways, as it does what it’s said to do really well.

The upkeep cost for this scooter will be very low like other stablemates

What’s Cool

* Performance
* Dynamics
* Value for money

What’s Not So Cool

* No features
* Cost cutting
* Rear styling

Alternatives: TVS Wego, Yamaha Ray, Honda Activa-i

The Suzuki Let’s is bound to find many homes as it is the most bang for your buck

2014 Suzuki Let’s Specifications

* Engine: 112cc, SOHC, 2-Valve
* Power: 8.7 HP @ 7500 RPM
* Torque: 9 Nm @ 6500 RPM
* Transmission: CVT
* 0 – 60 km/hr: 9 seconds
* Top Speed: 90 km/hr
* Fuel Consumption: 50-55 km/l
* Fuel Type: Petrol
* Frame: Underbone type
* Suspension: Telescopic forks (Front), Monoshock (Rear)
* Tyres: 90/100/10 (Front), 90/100/10 (Rear)
* Brakes: 120 mm Drum (Front), 120 mm Drum (Rear)

2014 Suzuki Let’s Dimensions

* Length x Width x Height: 1805 mm x 685 mm x 1120 mm
* Wheelbase: 1250 mm
* Ground Clearance: 160 mm
* Seat Height: 765 mm
* Fuel Tank Capacity: 5.2-litres
* Kerb weight: 98 kgs

The post 2014 Suzuki Let’s Test Ride Review appeared first on MotorBeam - Indian Car Bike News & Reviews.

The Rapide S replaces the Rapide worldwide, this 4-door sports sedan rivals the Porsche Panamera

Car Tested: 2014 Aston Martin Rapide S

Price OTR Mumbai: Rs. 4.2 crores

The design and visual highlights of the Rapide S make it stand out as an exotic 4-door sedan

Another concept to reality accomplished successfully by UK Gaydon based Aston Martin. First seen as a concept back in 2006, many in the business thought that a production Rapide would never see the day. Well it did and the good news is that it is ready for its second career innings. In terms of product positioning, the incoming Rapide S replaces the outgoing Rapide in markets worldwide. It may be remembered that Aston Martin conceived the Rapide and presented it around the same time when Porsche was looking at the Panamera. This was in the year 2010 and till then the four-door sports sedan segment was uncharted territory for both sports car makers. However, common to both brands was the desire to set off a trend of coupe-styled four-door sedans. In that respect, the Aston Martin’s Rapide overtook the Porsche in terms of design purity as the latter was trying to create a booted version of a 911. However, if one looks at the career graph and subsequent developments of these coupe-styled sedans in their generation one avatars, then the winner of this Britain vs Germany game is arguably Porsche which has been able to dig in the deep pockets of its parent group and come up with hybrid, diesel and performance Panamera variants. While Porsche has taken a diverse engineering approach in its sedan offerings, Aston’s approach has been somewhat conservative. But being conservative doesn’t necessarily mean losing out in the game as it banks on heritage.

Based on Aston’s VH platform, the Rapide S has many similarities with the DB9

The simplest way of describing the Rapide S is that it is essentially a DB9 with more distance between the wheel axles. As of now Aston Martin hasn’t invested in any direct replacement architecture for its ageing VH platform but says that several modifications have been made to qualify it as Gen IV and still be useful. The current VH platform on which the Rapide is built utilises an extruded-aluminium bonded to an aluminium and composite skin so it’s not completely outdated and also means that the Rapide S has similar construction as in Aston’s other sports cars. In profile, the incoming car is similar to its predecessor, but a new face, in particular a new grille design announces its arrival. The car’s revised front end design is matched at the rear by a striking new rear end profile which includes a more pronounced boot lid ‘flip’.

Interiors are very well detailed but certain things are outdated in the cabin

As before, the front doors open at about a 15-degree upward angle and the brutally raked windscreen has ensured the front doors are smaller and one has to be extra careful while getting in or out of the car. And for those who are familiar with Aston Martin cabins, the interior execution of this car will evoke mixed feelings. This is because of this mix ‘n’ match approach of doing things. On one hand, one salutes the craftsmanship of this car, especially when it comes to expertise of saddlers which is obvious from detailing of things like the hide strap with a weapon-like metal knuckle which hangs against the B-pillar to the carryover dashboard with its dismal and unpractical layout and equipment. The least we were expecting Aston’s designers to look at the cluttered central console, solve the awkward positioning of the display screen and at least put the switches in some order by grouping functions and introduce contemporary solutions like a single point controller. The central console is so cluttered that there was no space for the petrol cap release which has been unusually and inconveniently placed under the dash on the A-pillar.
Apart from the ergonomic niggles, it’s difficult to find a surface inside the car that’s not covered in velvety-soft, impeccably stitched leather, while exotic natural materials like genuine wood veneer are used to fill in the blanks. The metal finish gauges are now standard and some may find it amusing to see the dial indicators for the speedometer and tachometer rotating in opposite directions. Meanwhile, paddle shifters are fixed to the steering column.

The seats are very comfortable but the rear isn’t the roomiest around, boot is generous

The driver’s seat is sculpted and comfortable. While there’s ample legroom and headroom for taller drivers up front, however, the low-slung seating position and coupe like greenhouse feel ensure that it feels more like a sports car than a traditional sedan. Outward vision is terrible, especially for shorter drivers. The rear seat certainly offers more space than the DB9, but the Porsche Panamera in this respect would feel like a stretched limousine. Another design hurdle which Aston hasn’t been able to overcome: creating more hip room by narrowing the transaxle’s wide tunnel. In terms of practicality, luggage space starts out at 317-litres but grows to 886-litres when the back seats are folded down. And unlike traditional sedans with rear bulkheads, the way the folded seatbacks are finished and how they release and gently fall into place is unique and interesting.

The Rapide S is powered by a 6.0-litre V12 engine which is naturally aspirated

Under the car’s long bonnet, for the Rapide S, Aston Martin has uprated the AM11 naturally-aspirated 6.0-litre V12 powerplant to deliver unprecedented power and improved in-gear acceleration. Power is up by 17 percent to 550 HP and peak torque increases too, up from 600 Nm to 620 Nm at 5000 RPM. Meanwhile an even more marked improvement in torque occurs lower down the rev range, as pulling power rises by more than 40 Nm between idle and 4000 RPM with an additional 50 Nm available at 2500 RPM. The car also benefits from the new ZF 8-speed transmission. Dual variable camshaft timing, knock sensing, even the fully catalysed stainless steel exhaust system are developments derived directly from Aston Martin Racing’s WEC GT campaign to help maximise performance and efficiency.

With 550 HP of power and 620 Nm of torque, the V12 produces as much output as V8s

As before, the AM11 V12 engine’s exhaust note is compelling and it can confidently take a corner like a sports car

Fire the engine using the key fob and the V12 engine roars into life and settles into idle quickly. In the world of modern GT cars where performance numbers have reached supercar territory, the Rapide S is at least a second slow in its 0-100 km/hr sprint but that aspect doesn’t disqualify the car. While reprogramming the engine software has resulted in better torque delivery, it feels much better and relaxed than the outgoing Rapide as it builds its speed in a linear fashion with appropriate driver input. Featuring double-layered glass, the Rapide S is pretty quiet, especially when driven sedately, however, some road noise from the 20-inch wheels can filter in but they don’t disturb the serenity inside the cabin. Where the Rapide S clearly outshines its competitors is in the steering department where the feedback and response is pure and unadulterated, thanks to the hydraulically assisted set-up. Meanwhile, the variable suspension shock absorbers do an outstanding job in providing a smooth and controlled ride befitting a luxury sedan. And despite improvements in build quality and detailing, the NVH department still has work to do. The 8-speed ZF automatic transmission is ultra-smooth, even in manual-shift mode where the shifts are markedly quicker and the edginess of the older robotized transmissions is a thing of the past.

The Rapide S gets a Track mode too, it rides beautifully on Normal mode

The adaptive suspension button alters between Normal, Sport and Track modes. We noted that they are from the ones used in the Vanquish, but in its functioning it is somewhat different. Normal brings a fabulous ride, even on these huge wheels, and Sport sharpens up the handling enough to hustle it along a deserted road. However, unlike sports cars, the chassis changes do not involve things like gear shifting or steering feel. Having a Track mode in a sports sedan is rarely heard of and we wonder how many Rapide S owners would actually take the car for a track day if there are opportunities to do so? And a short note on living with the car. In terms of operating day-to-day things, while many modern sports sedans have migrated to modern features like a centralised knob-based infotainment controllers, the lack of such a device means that you have to master the manually operated switches and depend on the labeled buttons. This disorderly placement of the functional switches can be irritating, especially, when you are in a hurry.

The Rapide S feels a bit old but is a car which instantly makes you want it

The overall impression is that Aston Martin has created the Rapide S in a hurry and perhaps on a shoe-string budget. It has created a car that looks good but key touch point areas have been neglected. Aston Martin has set its image in stone as a carmaker devoted to crafting alluring and expensive cars and such an exercise could be counter-productive. While Aston Martin doesn’t have access to deep pockets of a rich parent company, so it’s understandable how the strategy of offerings has to be limited when compared to Porsche. It may sound absurd, but considering the Rapide S’ engineering, design, pedigree and hand-crafted execution, its sticker price and gorgeous looks makes it a standout contender in the 4-door sports car market.

Despite some of its flaws, the Aston Martin Rapide S is an exotic 4-door sedan that owners will probably find themselves driving every day. It drives well and has a very good ride quality with an amazing hydraulic steering that offers pure and accurate response.

What’s Cool

* Exterior and interior design
* V12 engine sound
* Ride and handling balance

What’s Not So Cool

* Too many buttons with no proper infotainment system

The post 2014 Aston Martin Rapide S First Drive Review appeared first on MotorBeam - Indian Car Bike News & Reviews.

2014 Audi RS7 Sportback – Click above for high resolution picture gallery

Car Tested: 2014 Audi RS7 Sportback

Price OTR Mumbai: Rs. 1,69,57,000/- (without options)

The RS7 is the most powerful Audi and quicker than the base R8, it’s so freaking fast

It’s just a regular rainy day here in Mumbai and since it has been pouring cats and dogs, driving around could be quite a mess with traffic soaring and people slowing down their pace. As I started the Audi RS7, I instantly knew something was special, since the engine roared to life with an anger unseen in cars today. Still it settled down into an humble idle making me believe that I was dreaming. So I got going with driving this big Audi coupe which made me be extra careful owing to its more than 5-metre length. All was well until I arrived at an open stretch of road, that’s when the world went upside down, this Audi vehicle made me skip a multitude of beats at once with its stonking acceleration.

The Audi RS7 employs a V8 bi-turbo mill but gets cylinder deactivation technology

You see, with all the reviews we do on MotorBeam, there is a set format we follow, going through the introduction, history, exteriors and so on and so forth of the vehicle before talking performance. But the Audi RS7 isn’t your usual 4-door car, it’s vastly different and breaks the mould that 2-door supercars are the real deal when it comes to speed and madness, compelling us to break our regular agenda of following the routine. Once I gave this big Audi the full pedal to the metal treatment, I was so dazed that I couldn’t really recollect the exteriors of the car, so more on that later. Let’s first get to the heart of the matter, in this case a wild little 4-0-litre V8 TFSI mill, employing twin turbochargers. This engine will restrict redline to 5400 RPM when cold and will even upshift in manual mode till the motor doesn’t reach optimal temperature.

Any stretch of road can lead to 200 km/hr on the speedometer, it’s that quick

The force fed V8 thrusts out mind tingling performance, there is a huge unending surge

This engine is one terrific unit, when driven sanely, it shuts off 4-cylinders which is “Audi cylinder on demand” in company speak, there is also a start/stop function. That’s the reason why this mind boggling coupe doesn’t feel crazy when driven sedately, it just feels right and perfectly normal too. The refinement levels are excellent and with half the cylinders working, fuel mileage is good too, around 3-6 km/l if you care to know. Still this isn’t a car you would really bother to know about how it works with only half its capacity propelling it. Better still then to switch from Comfort mode to Dynamic mode, the car having four modes with the other two being Auto and Individual. What these modes do is alter various parameters of the vehicle including engine, gearbox, engine sound, suspension control, sport differential and belt tensioner.

0-100 km/hr in the Audi RS7 takes just 3.9 seconds, coming up in third gear

So with the RS7 set on Dynamic mode, I give it the full beans, get thrown back in the seats and see 100 km/hr in like no time. Slotting the gearbox into manual mode, by the time I blink for the first time, I have already reached 60 km/hr and have to push the gear lever into second (you see the RS7 won’t up or downshift till you do so in manual mode which is activated by pushing the gearlever to the left). A second blink of an eye lid and the rev limiter is hit in second gear, showing 90 km/hr, I pull the paddle to get into third and before I can make sense of all this, we are already at the rev limit, yet again, this time doing 138 km/hr. I immediately slot the car into automatic, forget the speedometer and gun it, seeing 200 km/hr on the heads-up display in another few blinks of the eye. This car is truly a rocket ship.

There is grunt throughout the power band, right from low-end to mid and top-end

It’s this stellar performance of the Audi RS7 which makes us go totally in love with it, every time we throttle even partially. Despite being big in size with a monster of an engine, low-end performance ins’t compromised and the vehicle is at home ambling around town at low speeds. Think of the RS7 to have characteristics of both David and Goliath, only thing being the change between both characters takes no time at all. A little prod on the A pedal is enough to send a huge rush of adrenaline through your body. All this can be credited to the mammoth 700 Nm of peak torque which is delivered from as low as 1750 RPM, till an impressive 5500 RPM, that’s a wide peak torque range.

This engine produces 560 PS of power and 700 Nm of torque, top whack is 305 km/hr

Driving the Audi RS7 is a hair raising experience, it accelerates brutally quick and keeps going ahead

The Audi RS7 produces 560 PS of peak power between 5700 to 6600 RPM, redlining at the same RPM, so the car’s quick 8-speed Multitronic gearbox (ZF sourced as the 7-speed DSG can’t handle as much torque as the RS7 spits) upshifts at peak power and puts the next cog with the engine spinning at peak torque. All this results in a claimed 0-100 km/hr time of 3.9 seconds, that’s really very fast and the feeling of driving this car on full throttle is akin to you being strapped on a javelin and being thrown. Exhaust sounds sweet and there is a kick back on both up and downshifts with a pop and crackle on lift off but the quad pipes aren’t very vocal like say an AMG or an M vehicle (they do become louder on Dynamic setting). 100 km/hr comes in third while at the same speed in top gear, the tacho ticks in at 1500 RPM. With all that massive torque, you can easily cruise in higher gears and still extract impressive performance to make overtake moves in a jiffy. The motor is alive all throughout and that makes the driving experience such a hoot.

The RS7 handles well but isn’t the sharpest when compared to its German rivals

With all that power, the Audi RS7 is in total control thanks to the power being channelled smoothly across all four wheels via the fantastic quattro all-wheel drive system. There is terrific grip (even in pouring rain), the balance is excellent even with the 1920 kgs weight the RS7 lugs around. The steering is quick too, having a lock to lock of just two turns, it however doesn’t communicate as much as you would expect and feels a bit numb. In spite of running on massively low profile (275/30/21 on our test car while the standard tyres are 275/35/20, there is no spare wheel), the RS7 isn’t harsh at all. Ride quality is decent when in Comfort mode although it gets a bit choppy when you get into Sport mode. The vehicle remains glued to the road at high speeds, there is an active rear spoiler which automatically engages at 120 km/hr and retracts at 80 km/hr (can be activated with a touch of a button too). The air suspension with continuously adaptive damping and the optional Dynamic Ride Control ensure all is always well and you are pointing in the direction you always intended to.

In spite of being rock solid at speed with low profile rubber, ride quality is good

Braking performance is excellent, those massive discs helping to stop in no time although our test car had its tyres a bit worn out, resulting in a bit of twitch under extremely hard braking. Launching the car off the line is easy, simply give it some revs (it holds at 2750 RPM) with left foot on the brakes and leave, it takes off with no drama at all. The best part about the RS7 is how practical it is to drive on a day to day basis, remember we told you that it’s at home in the city, what’s even better is the ground clearance, you don’t have to approach speed-breakers at an angle or have to worry about scraping the body kit because the clearance is perfect and the car simply goes over breakers at normal speeds, no crawl required. In spite of that, it still has impressive high speed poise and the low NVH levels also deserve an applaud.

The ground clearance is so good that the RS7 never scrapes speed-breakers

The terrific engine can accelerate to 250 km/hr without even a hint of lag and that makes it imperative for the vehicle to be composed, it doesn’t disappoint one bit. But that’s not all, you can remove the limiter to go to 280 km/hr. Still a speed maniac, the limiter can be further bumped to top out the car at 305 km/hr. Just remember, these kind of speeds being done with ample space for four adults and a boot which can swallow half your bedroom with its 535-litres trunk capacity. This brings us to the interiors of the RS7 which is similar to the A7, the car on which it is based on. Obviously Audi has given it some sporty bits on the inside to make you feel that much more special when you go fast like a complete hooligan.

Interior gets carbon fibre inlays and lot of leather, RS7 badges in quite a few places

Open the doors and you will love the frameless windows, there is a 3-spoke flat bottom steering wheel and the interior is bathed in Alcantra and suede leather. There are carbon fibre inlays along with piano black inserts on the dashboard which look cool if you ask me while the seats are simply terrific in both look and comfort, they are Sport seats and hug you profusely, even at the rear. The rear seat too have ample amount of knee and legroom while headroom is just about adequate as the sloping roofline does hamper people who are too tall or choose to spike their hair up. The under-thigh support is decent, not great but manageable.

Rear seat has decent space and is a comfortable place to be in, the boot is huge

The cabin is well appointed, the attention to detail fab (like the wipers won’t work if the hood is open) and the features aplenty including a 4-zone climate control, 360-degree parking sensors, 360-degree camera, powered tailgate, touchpad MMI controls (there is also an RS7 Menu which shows lap timer, boost pressure and temperature), etc. The sunroof should have been bigger though with a panoramic one adding to the airiness of the cabin. Being an RS, there are multiple RS7 badges inside the car including on the instrument cluster, gear lever, seats, scuff plates, etc.

The Audi RS7 with its sporty bits looks every inch eye-candy, this is one BIG car

Being so gung-ho about the Audi RS7′s brutal performance that I completely forgot about the exteriors of the car. It’s based on the A7 after all so it already has a stunning design to start with but the go-fast bits make the car looks absolutely scintillating. The front gets a high-gloss black honeycomb grille with the RS7 badge and a single frame matte aluminium surround, sporty bumper with large air intakes and a chin spoiler. The car also gets silver rearview mirrors (the right mirror is too magnified and hinders visibility), massive 21-inch 5-spoke wheels (standard wheels are 20-inch, 7-spoke), side skirts, rear bumper with a diffuser and chrome lining along with bigger oval tail pipes. The matte-grey paint shade looks stellar and the overall result is a car which not only draws eye candy but also makes people remove their mobile cameras to capture it, too bad that it’s too fast to be snapped by anyone.

You can spend a fortune in options as there are a lot of pricey ones on offer

And one more thing, the Audi RS7 you see in the pictures here is loaded with a range of extras which come at quite the cost. The matte-grey paint job costs a massive Rs. 12.35 lakhs, top speed increase to 280 km/hr – Rs. 3.53 lakhs, Sport Differential – 2.47 lakh, 21-inch wheels – Rs. 4.70 lakhs, quattro logo on the lower half of the front grille – Rs. 1.88 lakhs, Sport suspension with Dynamic Ride Control – Rs. 2.24 lakhs, front and rear cameras – Rs. 1.84 lakhs, Bang & Olufsen sound system – Rs. 14.11 lakhs (standard speakers are Bose) and the Night Vision Camera is priced at Rs. 5 lakhs. In fact the total ex-showroom (Mumbai) cost of the extras turns out to be a whooping Rs. 46.39 lakhs.

The RS7 is not only fast, it’s quite comfortable too and is a practical supercar

The Audi RS7 mesmerises you the moment you see it and the craze for this Sportback only accentuates once you take to the wheel. This is one car which has so much performance on tap that you are unlikely to dig into all of it, even on big open roads. The moment you wring the throttle, you are pinned hard into the seat and that continues till you back off, the RS7 simply doesn’t let go, it has so much thrust on tap. But it’s not only performance which impresses you, the flagship RS looks every bit gorgeous, the interiors are well laid out and the features are generous too. What really impresses is the fact that the Audi RS7 is a genuine 2-door supercar alternative which can also seat four in comfort, accommodate all their luggage while offering terrific grip at any speed and also boasting of a good ride quality. This not only makes it huge fun but also a practical supercar for every day driving. As they say all good things in life come at a price, the Audi RS7 too doesn’t come cheap but is the next best thing to get the best of both worlds.

The Audi RS7 is so terrific that we can easily rank it as one of the best 4-door performance cars we have driven in recent times. Fast and fun with a lot of appeal, the RS7 beautifully blends supercar performance with practicality.

The Audi RS7 is among the best performance cars in the market, it’s just splendid

What’s Cool

* Bomb of an engine which terrific response all throughout
* Ride quality and grip
* Exterior and interior appeal

What’s Not So Cool

* Pricing of optional extras
* Steering not feedback rich

Alternatives: BMW M6 Gran Coupe

Further Reading -

Audi A7 Review
Audi RS5 Review
Audi S6 Review

The post 2014 Audi RS7 Test Drive Review appeared first on MotorBeam - Indian Car Bike News & Reviews.

2014 Yamaha FZ-S FI V2.0 – Click above for high resolution picture gallery

Bike Tested: 2014 Yamaha FZ-S FI V2.0

Price OTR Mumbai: Rs. 91,900/-

The FZ-S was always ahead of its time and Yamaha again sticks to its guns with the V2.0

If you ask anybody on the streets of India about the Yamaha FZ, they will say a slogan that Yamaha themselves came up with for the FZ. The FZ is the lord of the streets. The FZ continues to impress on every count like any other Yamaha product. The blind folded trust that the people have for Yamaha is truly something which is unmatched when compared to other competitors. The FZ, till the new version came, sold impressive numbers and was high on quality and immense amount of fun. The Yamaha FZ is by far the segment leader in terms of sporty appeal. The way it ride, handles, looks and the way it puts a smile on your face is something. The only glitch in the armour was the mileage numbers. We thought it will get a sixth cog, taller gearing or changes to the engine. However, Yamaha went the full banana and added fuel-injection to a motorcycle that was just an entry level sporty bike which shocked everyone. We told you this as an exclusive scoop and now as you can see, we were right. However, when Yamaha displayed V2.0 on the stalls of the 2014 Auto Expo, it went somewhat un-noticed as people thought it was a teaser or something which was going to land up years later. But the moment the spy shots started coming on the internet, it was evident that the launch is not far away. We ran some rings in Delhi on the new Yamaha FZ V2.0 and now we have it here, back at headquarters, to put this thoroughbred through a thorough road test and tell you what exactly has improved.

Short, low and muscular look projects an image of a substantial motorcycle

Styling – Everything has changed yet nothing has changed. Confused? Well, the overall proportions remain the same and it will be recognised as the FZ but there are changes everywhere. The neat fuel tank remains pretty much the same but there are minute differences to the height and sculpture, the areas which matter more to men. Boxy looking tank shrouds hanging from the tank are well executed too. The rear gets an aluminium bracket which holds the tiny mudguard and number plate. However, the new thing is the long running full faced mudguard on top of the rear tyre which works pretty well in the rains, looks neat but spoils the look of the FZ loving purist who buys and loves it for the sake of that massive rear tyre only. Tyres remind of the pin stripes on the wheels that are multi-coloured and look fabulous standing still or going at 100 km/hr. The new tail piece with split seats and split grab rails look well proportioned.

The FZ-S gets nice graphics and the bike looks meaty with good attention to detail

At the front, the headlight cowl looks sharper but the headlight shape is very Asian and the stoplight at the rear gets even stubby. The exhaust looks like an Israeli rocket rather than the earlier juke box. We complained about the cheap turn indicators on the bike and the new bike has turn indicators with clear lens and look particularly rich. We also complained about the gas-tank cover which still isn’t a flap-mechanism yet, stop copying choppers Yamaha, it’s a pain every time you fill up! Fit-finish, quality is always splendid and “digital” graphics with shiny colours are chosen to attract as many eye balls on the road. Overall, the macho look has been toned down to look sharp and lean but the tank remains pretty much the same so the styling will grow over you in very little time.

Comfortable riding position while giving you the big bike feel, the FZ fits all sizes

Ergonomics – The forward biased, rearset footpegs’ riding position is an absolute delight because of the sporty credentials the FZ offers. Maximum comfort and yet the big bike feel with a lot of feedback from both ends. Both rider and pillion are extremely well cushioned and the seats are very supportive. The split seats result in the pillion comfort going from among the worst in the old FZ to the best in the new FZ. Rear view mirrors despite small in size, do a very good job to show what is behind. The sculpted tank and well done footpeg position allows quite a lot of room and should be comfortable for those long inter-city journeys.

New instrument cluster looks good and is a step up but still devoid of features

Instrument Cluster and Switchgear – Now this is where the complete revision has taken place. The old small round shaped instrument cluster is gone and is replaced by a huge panel like screen which has the same features as the old one except a new Eco mode on the right which when you are standing on the signal will look like you are in neutral but you are not. Green light on the dash indicates neutral for 90% of bikers. This is something which will take some time to getting used to as the original neutral light is on the left side with solitary turn indicator on each side and the engine check light which remains standard. Still the bike does not have two trip meters and instead has only one like the old FZ which is a shame at this price point considering one more fact, that the console does not feature a clock either. The upcoming and current competitors already have it. Switches are same and so is the quality of switches with the cluster being up to the mark and not disappointing like rivals.

Peppy and refined fuel-injected engine makes way into the new FZ

Performance – Coming to the most important part is the engine. Yamaha says the motor is pretty much all new. All internal parts have been lightened and the FZ loses around 1.5 kgs from the engine itself which is substantial considering the entire bike has lost 3 kgs. Physically when you see the engine closely, it even looks slimmer than before. However, the main thing is that it has lost displacement, power and torque which was something very crucial and plus points for the FZ. To be precise, 4cc, 1 Nm and .9 PS has been lost and power is now being produced 500 RPM higher than before. Minute changes in bore and stroke still make it achieve the tag of a square engine. It is not an over or under-square engine despite numbers are higher on the bore and stroke side.

Despite all this output loss and disappointment, Yamaha says they have tweaked the sprocketing and precise fuelling means the FZ FI is quicker to 60 and 100 km/hr by a good margin. How quick? VBOX numbers say that the bike does 100 km/hr in 20.5 seconds and 60 km/hr comes up in 5.58 seconds which is the same as the old FZ but since the testing was with almost ruined engine oil (brand new engine), we definitely think it will be half or almost a second faster when it is in good condition. Top speed is the same, 107 km/hr (VBOX tested) while speedo shows 118 km/hr. How does the engine feel you may ask? Well it sounds a lot more sonorous than before and the fuel-injection makes it a proper screamer like the R15, albeit less power and all the power is in the low and mid-end of the rev range rather than the top-end biased R15. That little bit of top-end which was there is also gone because the sprocket is now 41T instead of 40T and the engine as always feels stressed at 90 km/hr but significantly less than the carbureted version.

Low on power, torque and displacement but still as fast as the original FZ V1

The fuel-injected motor offers excellent mid and low-end torque while offering best NVH

Gear ratio stacking is also on the shorter side, so you can rev each gear till 9500 RPM but the power band is narrow. Changing gears is also an easier task than before as it does not feel springy, but thudy, like the one on Hondas but Yamaha has its own character here. The engine is now very peppy and throttle response is far more better. Closed-loop fuel-injection has been used and the injectors need to be cleaned every 6000 kms which comes to be every second service and cleaning it takes a good amount of money too. However, the upkeep cost with Yamaha’s other spare parts, as proven by our long term report, is on the cheaper side. Like any Japanese engine, the unit is smooth and refined no matter what the weather and condition of internal lubricant is. NVH levels in short, are excellent. Speaking about the most important part, mileage, whether it has increased or not has an obvious answer, YES! The FZ is capable of returning 51 km/l in the city and 57 km/l on the highway. The worst we achieved was 35 km/l.

Loves to lean, loads of grip and goes quickly around corners, the FZ is a lot of fun

Riding Dynamics – Yamaha has done a lot of changes in this department. This department is, as we know, tells you how the motorcycle feels when you lean over and turn the handlebar in the opposite direction. Yamaha says the chassis is entirely new but the same single down-tube chassis remains. The dimensions are shorter in every aspect. Length is down by 85 mm, height is down by 60 mm, wheelbase is down by 4 mm and not to forget the bike is lighter by 3 kgs too. The rake and trail remain near identical to old numbers and so does the front fork size and rear monoshock. What has changed for the good though is the damping which changes the ride quality. At #1 setting of the rear suspension, the ride felt slightly harsh. Nevertheless, with the new bike that harshness is gone. The FZ still remains a very stiff motorcycle. It does not offer a cushioning ride like the Bajaj Pulsar series. This shows Yamaha’s attention to detail and customer feedback being taken seriously. Most of the problems we reported in the long term report (including this one) are all gone.

The FZ is by far the best ride and handling package in the segment, since inception

The tyre size remains the same but instead of Revz-Z, it is Revz-Y now. The tyre profile at the rear is now more rounded which makes the steering even more responsive and sharper. The new tyres are less prone to puncture, says Yamaha. Tyres grip very well in all conditions. It is only when they come in contact with gravel, they tend to lose grip quite early than normal tyres thanks to the maximum amount of soft compound rubber being used all over the tyre. The radial tyres also help extract the best economy and performance numbers. With the help of these excellent tyres, the brakes are excellent too. Two piston calliper at the front with same rotor size and since drum brake has been carried forward at the rear, they provide great stopping power and when the anchors are deployed fully, there is very little fork dive too. All of this translates into the FZ having the best, sporty chassis, something you can never find with a lamp in your hand if you went around the world to search for it. The immediate notice is the eagerness of the chassis, it is just way more rapid and not compromising on stability at the same time, this is an awesome feat achieved. The confidence levels are very high, the surefooted-ness deserves an award and turn-in and mid-corner balance is just superb. With ride quality better than before, there is no chance of feeling the “being thrown off” the harsh way either. Overall, a nimble bike in the city and a stable motorcycle on the highway in one package, plus thanks to that peppy engine and best in class dynamics, the Yamaha FZ continues to be a recipe for fun.

The Yamaha FZ has always been the best in the segment and will continue to be so

Verdict – The Yamaha FZ rarely had any weakness. Whatever it was, it was all sorted out over time in small upgrades with colors ofcourse. Call it small seats, rattling chain, puncture prone tyres, all were gone over time and then comes this new model with even more improvement than before which makes it a deal hard to resist. The fuel-injection makes it more efficient than ever before which solves the major glitch in the package which was always persistent. However, despite whatever it was since day one, it was praised for quality, dynamics and aesthetics which made people buy it with eyes blindfolded because there was hardly anything in this segment which was as good as this despite it being on the pricey side. The Yamaha FZ V2.0 is a comfortable and efficient motorcycle with all its minor niggles gone down the drain. We wish it was more value but considering less value too, it has been the winner of many hearts over time and thus there is no stopping the FZ V2.0.

The Yamaha FZ V1.0 was the best in the segment and kept its crown for six years and did not feel threatened to lose it at any point of time. Here the new FZ V2 comes and just adds a huge diamond to the crown.

Yamaha could have added more value to the package by adding features

What’s Cool

* Performance
* Dynamics
* Tyres

What’s Not So Cool

* LED tail light missing
* Reduction in power (not performance)
* Missing rear disc

Alternatives: Bajaj Pulsar 150/180, Honda CB Trigger

Competitors need to buck up as Yamaha readies another nuke in the segment

2014 Yamaha FZ-S FI V2.0 Specifications

* Engine: 149cc, 2-valve, SOHC
* Power: 13.1 PS @ 8000 RPM
* Torque: 12.6 Nm @ 6500 RPM
* Transmission: 5-speed
* 0 – 100 km/hr: 20.5 seconds
* Top Speed: 106 km/hr
* Fuel Consumption: 50-55 km/l
* Fuel Type: Petrol
* Frame: Single Downtube
* Suspension: Telescopic forks (Front), Monoshock (Rear)
* Tyres: 100/80/17 (Front), 140/60/17 (Rear)
* Brakes: Disc (Front), Drum (Rear)

2014 Yamaha FZ-S FI V2.0 Dimensions

* Length x Width x Height: 1990 mm x 770 mm x 1030 mm
* Wheelbase: 1330 mm
* Ground Clearance: 160 mm
* Seat Height: 790 mm
* Fuel Tank Capacity: 12-litres
* Kerb weight: 132 kgs

The post 2014 Yamaha FZ-S FI V2.0 Test Ride Review appeared first on MotorBeam - Indian Car Bike News & Reviews.

Text – Aariz Rizvi; Pictures – Nitin Gupta

We compare the entry level diesel hatchbacks head to head and help you choose the best

Shootout – Chevrolet Beat vs Ford Figo

Price OTR Mumbai: Rs. 4.78 – 7.22 lakhs (Chevrolet Beat), Rs. 4.72 – 7.52 lakhs (Ford Figo)

The two American brands offer distinctive hatchbacks that belong to the same segment

Many of us are aware that hatchbacks contribute to almost half of Indian car sales and hence you see several comparos between all sorts of hatchbacks at MotorBeam. Just recently we did a shootout between the most fun to drive hatchbacks in India. We did a mega hatchback war between five cars a while back and also set premium offerings – Mercedes A-Class and BMW 1-Series side by side. This time around, we juxtapose the two famous American brand offerings – the Chevrolet Beat and Ford Figo. We observe the entry level diesel hatchbacks keenly to perceive their potential. Both the offerings were released with mild updates at the 2014 Auto Expo.

Motor Quest: The Ford Figo is in its first generation since 2010 while the Chevrolet Beat is currently being offered in its third generation. The Ford Figo got its mid-cycle facelift within two years of its launch while the Chevrolet Beat took five years for a mild update.

The Chevrolet Beat looks younger and distinctive, the Figo is simple yet sporty

Styling – These two cars have been around on our roads since 4-5 years and we are quite familiar with their design. They are fairly distinctive in terms of styling. The Ford Figo got its mid-life facelift in 2012 that gets quite substantial changes compared to the Chevrolet Beat facelift, which was launched recently at the 2014 Auto Expo. The Figo got new headlamps, tail lamps and fresh bumpers while the Chevrolet Beat gets mild revisions of headlamps, tail lamps and bumpers. The Chevrolet Beat has a youthful design language to boast that makes it look funky. The Ford Figo on the other hand has a neutral and safe styling.

The Beat looks fantastic but the dimensions are significantly tight compared to the Figo

The Chevrolet Beat is easily the more stylish of the two, some snazzy styling cues include dual port grille, angular headlamps and clean two-door like side profile thanks to the unconventional rear door handles. However it is smaller than the Figo and looks compact when you see both of them together in flesh. The Ford Figo is treated with simple lines and creases but it has some sporty cues like the front wide grille, alloy pattern and vertical tail lamps. Otherwise it starts looking old once compared to the Chevrolet Beat.

The Chevrolet Beat has the best interior design and quality but it’s the Ford Figo which is more convenient

Interiors – Both the cars have a dark interior theme with silver inserts but the Chevrolet Beat gets an all black dashboard while the Ford Figo uses dark blue shade on its dashboard. In terms of interior styling and quality, the Chevrolet Beat is the more appealing hatchback because of the smooth flowing dashboard and the sci-fi instrument cluster with a sporty steering wheel. The Ford Figo dashboard looks rather cluttered and isn’t relatively easy on the eyes. There is a protruding airbag panel, centre console looks quite aftermarket and bright orange instrument cluster doesn’t really gel with the overall theme. The Ford Figo interior quality doesn’t feel premium but it definitely feels rock solid and built to last.

Legroom is adequate in both but the Beat lacks under-thigh support and rear seat headroom

The Beat gets tastefully done interiors but the Figo is more practical and better equipped

Regardless of how good the styling is on the Chevrolet Beat, you miss out quite a lot of features and equipment and on that front the Chevy is quite basic unlike the Figo. You only get radio, CD, USB and AUX connectivity in the Beat and there is no Bluetooth. You get steering mounted controls now but it doesn’t have channel up/down buttons on them. The ORVMs are not electrically adjustable and there is no keyless entry system, not even a button on the driver side to lock/unlock all doors, you have to pull and push a tiny door lever. The instrument cluster doesn’t show distance to empty and fuel efficiency.

The Beat has 60:40 split seats but the Figo doesn’t although the latter has immense boot space

The aforementioned missing features are present in the Ford Figo and additionally, the Bluetooth system streams music as well as the phonebook from your smartphone and now you get a WiFi dongle too with the 2014 update. Howbeit, no rear power windows even in the range topping Figo is disappointing. The Ford Figo is more comfortable and practical because the seats are supportive, stowage space is adequate and the boot is substantially more spacious than the Chevrolet Beat. The Beat has poor under-thigh support and headroom at the rear. It comes with a tiny boot of 170 litres while the Figo boasts of 280 litres of massive luggage capacity.

Both the engines are drastically different in terms of cubic capacity and city drivability

Performance – Both the cars come with petrol and diesel engine options, while General Motors also offers the option of an LPG kit with the petrol Beat. Both the Chevrolet Beat and Ford Figo get a 1.2-litre petrol engine producing 80 PS of power with 108 Nm of torque and 71 PS of power with 102 Nm of torque respectively. The Beat’s motor is better as it returns decent mileage although neither of the petrol cars offer good performance to set your pulse racing. The pick of the bunch though are the diesel engines and here the story is different between the two hatchbacks. The Chevrolet Beat currently has the smallest diesel engine in India, which is a 3-cylinder, 1.0-litre unit that produces 58.5 PS of power and 150 Nm of torque. This is the same 4-cylinder, 1.3-litre MultiJet diesel unit widely used in India but it has got rid of one cylinder carrying 312cc for better efficiency. The Ford Figo gets a bigger 1.4-litre, 4-cylinder DuraTorq diesel engine producing 69 PS of power and 160 Nm of torque.

The Beat has good low end grunt while the Figo shines in the mid-range

The Beat’s tiny oil burner is more suited for city driving while the Figo has the punch for highways

The Chevrolet Beat is quicker off the line because of its nonexistent turbolag, while the Ford Figo has to go through 1800 RPM to pick good pace. Now that the Figo is in its turbo band, it pulls strongly in the mid-range with a decent power holding top-range for confident highway drivability. The Beat on the other hand is linear in the mid-range with power sharply falling near the redline, which shows its city oriented nature. In terms of NVH, the Figo betters the Beat because the cabin is well insulated and only gets noisy at high RPMs. The Beat’s 3-cylinder vibrations are evident and diesel clatter is always there. Both are mated to a 5-speed manual gearbox, which is notchy in the Beat but smoother in the Figo. The Beat is relatively short geared while the Figo gets spaced out ratios for mixed city and highway drivability. The Chevrolet Beat returns a claimed efficiency of 25.44 km/l while the Figo returns 20 km/l. The Figo’s DuraTorq definitely feels more powerful and enjoyable with a meaty wave of torque. While the Beat feels underpowered on the highways, the Figo feels less so, making the Ford mill the better engine of the two.

The Figo is without doubt one of the best handling hatchbacks in India

Driving Dynamics – The Ford Figo has been appreciated for its sorted driving dynamics thanks to the well balanced chassis but the Chevrolet Beat is impressive too in its own way. Unlike its petrol variant, the Beat diesel gets electronic power steering which is light, responsive and quite fun within city limits. The Beat handles the gaps and corners of the city quite sprightly but show it some long straights with fast corners then it starts feeling nervous because the steering lacks feedback at high speeds and remains light. The Figo’s hydraulic unit is amazing and the confidence it provides at high speeds is remarkable. It is a tad heavy at parking speeds but quite adaptive after gaining pace. You can literally throw it around corners at great speeds without a sweat and it responds sharply to your commands to the steering. Handling in the ghats is extremely fun.

The Figo is more planted around corners and more comfortable over bumps

The suspension setup of the Beat is again city oriented that offers pliant ride over most of the surfaces but tends to bounce at high speeds. The Figo feels little stiff at slow speeds but boy it is such a mature suspension that it feels as solid as a tank at high speeds with great confidence. It takes all the bumps and potholes in its stride orderly and hardly gives up on the crudest of roads. So the Ford Figo simply trumps the Beat when it comes to ride and handling balance. It puts a smile on your face when you are attacking corners while maintaining good speeds and getting out of the bends in a crisp line with minimal body roll unlike the Beat. Both the cars are good enough on the braking front but the pedal feedback could be better on the Figo.

Safety equipment is optional on the Beat, Figo top variant gets standard safety features

Safety – Both the hatchbacks get four star NCAP safety ratings globally. However, the India-spec Chevrolet Beat hasn’t been tested yet, as it was the Euro-spec version with more safety features that got the four star rating. Recently the India-spec Ford Figo was tested by Global NCAP amongst other Indian hatchbacks and got a healthy four star rating. The Beat gets ABS and airbags as optional safety kit only on the range topping trim, while the Figo gets ABS and dual airbags as standard on the Titanium trim and driver side airbag on the ZXi trim. So the Ford Figo is safer and also structurally sturdy.

The Figo is a mature hatchback that offers more at a similar price bracket

Verdict – Choosing between the two is quite an easy job and depends on your needs. The Ford Figo is a mature car with a bigger diesel engine and confident highway drivability. With a bigger boot, additional convenient and safety features, the Figo is meant for those who spend most of the time in their car. The Chevrolet Beat on the other hand is a city oriented car with good low-end performance, light controls and basic utility features. So if your running is limited to the city then opt for the Beat otherwise get the Figo. However, if we see from an overall perspective, the Ford Figo wins this shootout because it offers more at a similar or even lower price in some variants and is definitely more fun to drive while also being safer.

The verdict is simple, if you spend more time behind the wheel and hit the highways frequently then get the Ford Figo otherwise the Chevrolet Beat is a convenient compact city car with a frugal little diesel engine. However, you get some extra goodies on the Figo and it is significantly more fun than the Beat.

The Chevrolet Beat has shorter turning radius which is convenient for congested areas

Further Reading -

2014 Chevrolet Beat Review
Ford Figo Review

The post Chevrolet Beat vs Ford Figo – Shootout appeared first on MotorBeam - Indian Car Bike News & Reviews.

Honda and Yamaha are here to compete with each other yet again in the 150cc motorcycle segment

Shootout: Yamaha FZ FI V2.0 vs Honda CB Trigger

Price OTR Mumbai: Rs. 91,900/- (Yamaha FZ-S FI V2.0), Rs. 90,095/- (Honda CB Trigger CBS)

The Yamaha FZ FI V2.0 is back to challenge its arch rival yet again, the Honda CB Trigger

So here we are, back again, same place, with similar bikes from age old rivals who are arch enemies and are fighting in a country which is officially the most demanding place on earth when it comes to automobiles. In the blue corner we have the Yamaha FZ FI V2.0 with us, a bike which has become an icon on its own. This is a motorcycle just like the RX100 which proved itself and the company just enjoyed the heritage and profits which they got from this machine. It may not be the quickest and mad like its 2-stroke cousin but it is the four-stroke benchmark in its segment for the kind of practicality it offers with a hell lot of fun combined in a package by a company which never goes wrong with its products. In the golden corner, shining like a star and from the land of the rising sun, we have the Honda CB Trigger. A company which tries to make everyone happy at the same time and at every level but sometimes disappoints the enthusiast. However, when you start living with the package which Honda has tied up for you in a box, you start to appreciate it and mould yourself in it and have as much fun as you can. We put them together, back in the rains like how we did last time. Last time it was a close call for Yamaha but it still won, what happens this time? Let’s find out!

Front and rear styling award goes to the CB Trigger but the side and overall design of the FZ is more appealing

Styling – There is no doubt that the Yamaha FZ looks much more better with its macho tank but now the rest of the panels on the motorcycle including the exhaust have lost weight and have been toned down to give it the edgy yet muscular look at the same time. The Honda CB Trigger is following the contemporary styling like any other Honda and this new avatar Unicorn does not disappoint as the tail and headlight section looks way better than the FZ and individually too thanks to extremely well calibrated look of those LED tail lights. It is the side, front quarter and profile of the FZ which makes a person fall in love with it easily and this is where the Trigger loses marks. The Trigger manages to woo you by a well executed tail piece and cannon sized exhaust. On the FZ though, the fat forks and tyres on both ends lure the buyer who is looking for a sporty motorcycle which instantly seals the deal for him.

Both have good looking consoles but the Honda packs a little more essentials

Instrument Cluster and Switchgear – While the FZ had an all digital meter since day one just like Trigger’s predecessor, both companies have gone ahead and improved them even more and in key areas. The Honda gets its inspiration from its stablemate, litre-class motorcycle, while Yamaha design is all new with the mobile tablet inspiration on both of them. However, the FZ misses out on goodies like two trips meters and a clock which the Honda has had since day one. Yamaha has given an Eco meter which comes on if you are under 70 km/hr, so it kind of makes up for it but not completely. When it comes to switches and feel of it, the Yamaha scores full marks for having best quality and an engine kill switch while the Honda scores nothing here for using that dated switchgear for more than 10-12 years (replace it on the CBR150R as well and you have customers ready to buy it). The Yamaha FZ gets DC lighting while the CB Trigger continues to have AC lighting, even at this price point. Overall, Yamaha wins this round.

The CB Trigger is more commuter oriented while the FZ is properly sporty

Ergonomics – The Yamaha FZ has the big bike riding position with rear seat footpegs and forward biased handlebar position. Meanwhile the Honda CB Trigger follows the front set commuter type footpegs which makes you sit right in the front, not good for enthusiastic riding but it makes it the most comfortable position of the lot when compared to the FZ for those extra long journeys. Earlier the Trigger scored high marks for pillion comfort as it was best in the segment but now Yamaha has made the rear seat much more accessible, comfortable and the pillion won’t be heard complaining after a long ride either. Mirrors are well positioned on both motorcycles and offer decent visibility even for the biggest riders. Overall both are evenly matched, having low seat height. Yamaha’s attention to detail and customer feedback priority levels just keep going higher and higher.

149cc engines on both are smooth and refined but are different in character

Performance – The twist is that both motorcycles are now powered by 149cc engines. The FZ V2 loses displacement, horsepower and torque which may sound blasphemy but Yamaha saves itself by saying it is quicker to all marks than the previous version due to clever gearing and sprocketing with fuel-injection helping too. All of this does matter because the CB Trigger and FZ are fighting here and the last time we tested the FZ, it was quicker to both the 60 km/hr and 100 km/hr mark. So has Yamaha continued to beat Honda in acceleration? Well the FZ V2 does 60 km/hr in 5.58 seconds and the Trigger does it in 6.02 seconds which means they are neck and neck but Yamaha wins the 100 km/hr battle by half a second (20.5) to the Honda which does it in 21.05 seconds. However, there is another twist to the package as the CB Trigger has the highest top speed on the speedometer and the VBOX by 3.2 km/hr as the FZ does 106 km/hr. Calculate the Trigger speed people, it’s simple.

The FZ delivers fun from the get go moment while the Honda needs to revved harder

The fuel-injected motor offers excellent low and mid-end torque while the carburettor equipped CB Trigger offers mid and top-end power

In terms of powertrain balance, the Honda makes the best use of the engine by using taller gearing and the focus being on mid and top-end power but not compromising on the low-end thanks to that clever gearing. The FZ being a hooligan and the FI version makes that fact even more evident by just focusing on low and mid-end power with a larger sprocket proving our point. Top-end power on the FZ (whatever is left of it) comes as a bonus and takes more time than the Honda to achieve because of that fatter tyre and obviously the gearing that is slightly shorter than the Trigger. Launching them both of the line is particularly easy but you feel more at home with the Trigger. However with the FZ, you tame it in a couple of runs itself. Now we come to the crucial mileage numbers. Yamaha does 51 km/l in the city and 57 km/l on the highway while the Honda does 48 km/l in the city and 57 km/l on the highway. As we can see now, what was the trump card of Honda, is now matched by Yamaha (the company calls it Blue Core technology while Honda has HET which isn’t present on the Trigger). A major minus point for Yamaha has become its biggest plus point. Numbers can be higher on both bikes on the highway as our bikes were not in the best condition and were not ridden as sanely as a normal commuter would.

The FZ V2 provides unmatched confidence around corners, the CB Trigger is stable too

Riding Dynamics – Both these bikes use a single downtube chassis, monoshock at the rear and telescopic forks at the front. This is where the similarities end. The chassis, tyres and suspension on the FZ are beefier in look and feel than the Honda and they give that sense of confidence on the limit which is unmatched. The CB Trigger with slimmer tyres and suspension bits makes it super-duper agile thanks to forward biased weight of the rider and those front set footpegs. Yamaha has worked upon the chassis and it is all new from ground up which results in the chassis feeling even more eager than before thanks to the kerb weight being 5 kgs less than the Trigger (as if anybody complained or asked for the weight reduction). A small chink in the armour which FZ had over the Trigger is also gone but not by a huge margin. However, like we said, the confidence levels are so high, doing ludicrous direction changes with mid-corner planted-ness being simply unmatched. The Trigger feels well connected and goes around twisties quite well and combined with that high revving motor, it is also a lot of fun for people who believe in this particular idea.

The FZ is more sportier to ride while the Trigger feels commuter-ish but is a lot more agile

Both have great tyres but the one on the Yamaha FZ are technologically superior as they are fat radial tyres which give you a lot of mechanical grip (traction control not required, no really). However, the tyres on the Honda CB Trigger are MRF as well and they handle bad roads with aplomb, meanwhile the FZ gets a bit out of shape. There is no doubt that the brakes and brake options on the Trigger are far more better than the FZ. Since both are similarly priced (Trigger CBS variant) and the normal FZ FI, you are getting best in class brakes on the Trigger but now Yamaha offers FI at that price tag, hence all the effort for this comparison. Yamaha has not offered a rear disc as an option till now because it does not make sense to take a 150cc bike close to the Rs. 1 lakh price mark as there is already something waiting at that corner with 3 spark plugs.

You can’t go wrong with either of these motorcycles at any given price point

Verdict – So the last time the Yamaha won because it was way too much fun to ride and the value was high because the Fazer’s pricing is the same as the Honda CB Trigger. All you got on the Trigger was a small amount of extra goodies and better brakes but since the junta loves fairing and both were equally rewarding to ride, the Fazer won. This time it is the FZ FI vs the CB Trigger, which is head on, as both are naked bikes and while one offers a superior braking system, the other offer fuel-injection which enables you to extract each and every drop of fuel and maximise fuel efficiency as per your requirement. The FZ also has more than adequate stopping power. The Yamaha is just more fun to ride than before and pretty much serves value with the FI system but could have done with more value to the customer. The Yamaha looks better and as per our previous reports, everything except the FI system is easy and cheap to maintain. And after calculating every single aspect (including service where Yamaha is better than Honda), we declare the FZ FI V2.0 as the winner of this shootout as the only niggle which was the less km/l numbers have now shot up by a considerable margin. Was there any trouble in declaring the winner? Not at all! Yes Yamaha!

The Yamaha FZ FI V2.0 just becomes even more impressive as a package. The Honda CB Trigger is good value in lower variants but the FZ is for the enthusiast who looks for every single thing in his one bike and the Yamaha is that motorcycle.

The Yamaha FZ wins this shootout as it is more fun to ride and equally practical now

Further Reading -

Yamaha FZ FI V2.0 Review
Honda CB Trigger Review
Yamaha FZ V1 Long Term Review
Honda CB Trigger Long Term Review

The post Yamaha FZ FI V2.0 vs Honda CB Trigger – Shootout [Exclusive] appeared first on MotorBeam - Indian Car Bike News & Reviews.

The second generation Hyundai Elite i20 sees an improvement in almost all directions

Car Tested: 2015 Hyundai Elite i20

Price OTR Mumbai: Rs. 5.83 – 9.27 lakhs

The Elite i20 sees a significant leap in driving dynamics, it’s much more surefooted now

The most expensive hatchback in India to have found success is without doubt the Hyundai i20, a car which was launched in the domestic market way back in December 2008. The Korean automaker gave the vehicle a mid-life facelift in March 2012 and has now launched the second generation model in India. When Hyundai launched the i20 locally, it never expected it to sell so well but the way this model has picked up has made it one of the most important vehicles for the Korean company. In fact, the i20 is so important for the Indian market that Hyundai chose to make its public debut in India, just like it did with the second generation i10. Called the Elite i20, the second generation of this popular premium hatchback has a lot riding on it as the hype prior to the launch has been massive and expectation are very high too. We take a quick spin in the 2015 Hyundai i20 to tell you if it drives better than before.

The Elite i20 gets Hyundai’s Fluidic Sculpture 2.0 with sharper edges

Exteriors – Styling is a subjective thing but the reactions to the design of the Elite i20 have been mixed. Some like it, some don’t. The car features the Fluidic Sculpture 2.0 which is a big departure from the previous design language of Hyundai although there is a hint of the old car at the front. While earlier it was all about flowing lines and curves, the new design language is a bit boxy with straight lines and sharply cut corners. The length of the car has decreased by 10 mm and it does look compact but there are many design highlights on the outside like the big grille on the front bumper, large sweeping headlights, blackened C-pillar, Veloster inspired tail lights and a large antenna placed at the rear which looks a bit out of place. Although called the ‘Elite i20′, there is absolutely no mention of Elite on the body of the car. The 16-inch wheels on our test car look really nice while many who haven’t found the vehicle very attractive will certainly find it better looking in person as it doesn’t look as good in pictures, as it does in real. The styling is sure to grow on you with time.

The interiors are more appealing than before with a load of equipment on offer

Interiors – The Hyundai Elite i20 gets all new interiors and the dashboard is quite appealing too with many flat surfaces. The dual tone black and beige combination works well to give that airy feel while quality inside the cabin is excellent, like always. We did a thorough analysis of the fit and finish and could not find a single fault in the build quality of the car, the doors too feel solid but not as solid as say a Fiat Punto or a Volkswagen Polo. The instrument cluster is easy to read on the go and gets a pleothra of data and there are quite a few storage bins inside the cabin too (like a card holder, sunglass holder, big door pockets, etc). Equipment is generous and there is so much on offer, right from an audio system with 1 GB internal storage to a rear AC vent, this is one loaded car. Other features include an automatic climate control system, automatic wiper, push button start with keyless go, rear parking sensors, reverse camera, etc. We would have loved it if Hyundai had given the Elite i20 daytime running lights, side airbags and a sunroof, even if as an option since the previous generation model had it. These features seem to be reserved for the mid-life facelift of the car.

Rear seat has ample amount of room and the seats are very supportive, boot has seen a decrease in size by 10 mm

The door lock/unlock button is placed in the centre, right above the hazard button. While the Grand i10 has the engine start/stop button on the right, the Elite i20 has it on the left. On that front, the Grand i10 has bigger windows at the rear than the Elite i20 which makes it feel roomier than its elder sibling. In fact, the Grand i10 is as spacious as the Elite i20 as it has thinner seats with integrated headrests. The steering wheel is good to hold and has a plethora of buttons, the stalks for the wiper functions being well detailed too. The AC is no doubt a chiller and the seats are extremely supportive as well, yielding excellent back support.

Good attention to detail on the inside along with faultless fit and finish levels

The Elite i20 gets a longer wheelbase which is 45 mm more than the old model. The old i20 was already good on rear seat space, the new one is even better. The rear doors open wide so stepping inside is a breeze and then there is ample room at the rear with headroom being more than enough even for the tallest of passengers. The good width of the car makes it easy to seat three at the rear. The Elite i20 scores high on comfort, it also has a big boot of 285-litres which although smaller than its predecessor by 10 mm, is more than enough for a hatchback. You can flip the seats forward in 60:40 split format. If we had to nit-pick then a few things would have been nice like an alloy wheel for the spare wheel, one touch up/down for all windows (not just driver’s) and height adjustable front seats belts.

Performance from the diesel mill is very good with some serious mid-range punch

Performance – Hyundai has carried over the engines on the Elite i20 from the older model but the 1.4-litre petrol (which was paired to a 4-speed automatic gearbox) isn’t on offer currently. While the 1.2-litre petrol engine is average in terms of output and performance, the 1.4-litre U2 diesel mill is the real star of the package. The oil burner produces 90 PS of power and 220 Nm of torque which gives it swift performance, it is the only car coupled to a 6-speed gearbox in the segment. The diesel mill has a good mid-range punch and makes the i20 quite fun to drive too. However, unlike earlier, the output figures aren’t class leading as the new Polo 1.5 TDI produces more torque than the Hyundai. Still, the Elite i20 with the diesel mill has plenty of pep to give you more than adequate performance for both city and highways.

Petrol engine lacks grunt which robs away the fun character from the Elite i20

The petrol engine has just about average performance and you do have to keep it on the boil to get going quickly, more so if the car is loaded with passengers and/or luggage. There is no urgency shown by the Kappa mill which can take its own sweet time to respond to throttle inputs. Give it the full beans and still progress isn’t instant. It does have a decent mid-range but low-end and top-end are lacking and the mill runs out of breath at high revs. The i20 is one of the biggest hatchbacks in the market and really deserves more power in its petrol avatar. What is terrific in both versions is the NVH levels, both motors feel refined on the inside and insulation levels are fantastic too. Even the clutch is light and the gearbox is smooth which makes the vehicle effortless to drive. The mileage on both the engines has improved minutely too but we will wait to test the real world figures when we do a comprehensive road test.

The i20 now rides way better than before, handling has improved considerably

Driving Dynamics – Without doubt the biggest chink in the old i20’s armour were the driving dynamics. The first generation model was known to have poor handling which made frequent highway goers not consider it. Even the ride quality was nothing to talk about as the suspension was soft and the bounciness could be felt at speed. Due to the soft suspension and super light steering wheel, the old i20 did not even brake confidently. Hyundai has taken a massive leap with the Elite i20 as all the above issues have been completely ironed out. We are happy to report, the new i20 has a very mature ride and handling balance.

The Hyundai Elite i20 rides and handles way better than before, it feels surefooted and inspires confidence too

The suspension has been stiffened and there is a firmness in the way the new Hyundai i20 rides, it’s so much more pliant and composed even on the worst of roads. We took the car over really bad roads with huge crater potholes and it did not bounce even once. The 3-spoke steering wheel is smaller than before and also weighs up better, it isn’t very light at low speeds and does weigh up decently well as you drive faster. Body roll is well contained too and when we stomped hard on the brake pedal, there was no drama, the car stopped dead in its line without moving sideways. Still it isn’t as sharp a handler as say a Maruti Swift of a Volkswagen Polo but Hyundai has definitely done a splendid job in the ride and handling department, making the car so much composed that no one will complain about the driving dynamics anymore.

The Hyundai Elite i20 is one of the best packages in the hatchback segment today

Verdict – The Hyundai i20 has been a massive success and the new model is only going to take the sales numbers higher. Taking a drastic leap in many departments, the new Elite i20 is definitely a big step over its predecessor. While the styling isn’t as eye-catchy as say a Fiat Punto Evo, it does appeal to a majority of people. The interiors have vastly improved and the equipment list easily shames other premium hatchbacks. While the performance remains largely the same, the way this car now rides and handles really deserves an applaud. Still not the segment benchmark in dynamics but the overall theme of comfort and surety is a definite plus. When you factor in the minor increase in price, you instantly realise that the Hyundai Elite i20 is a whole lot more car than the old one and that’s one proposition hard to resist.

The Hyundai Elite i20 is without doubt a massively improved car and crucially it drives so much better than before, instilling plenty of confidence to drive on the highways. The comfortable and roomier interiors with a load of equipment only make this vehicle an even better buy than before.

What’s Cool

* Much improved ride and handling
* Interior space and design
* Quality and equipment
* Not much costlier than before for an all new generation model

What’s Not So Cool

* Petrol engine lacks highway performance
* Some equipment present on last gen model not offered

The post 2015 Hyundai Elite i20 First Drive Review appeared first on MotorBeam - Indian Car Bike News & Reviews.

With the launch of the Honda Mobilio in India, the MPV segment gets spruced up with exciting offerings

Shootout: Maruti Ertiga vs Honda Mobilio

Price OTR Mumbai: Rs. 7.12 – 10.09 lakhs (Maruti Ertiga), Rs. 7.78 – 13.36 lakhs (Honda Mobilio)

Ertiga and Mobilio offer tremendous practicality while being compact MPVs at the same time

There is a new trend of being trendy in India, especially in the automotive sector. When the trend of hot hatches came, several manufacturers including the premium luxury brands attacked the segment. We also have all shapes and sizes of different SUVs thanks to the sudden surge in demand. Now who would have thought that the words ‘trend’ and ‘MPV’ can be said together in a sentence. This is a reality now and compact MPVs are actually gravitating personal buyers apart from the taxi segment. Maruti Suzuki was the trend setter of the compact MPV segment with the Ertiga and now with a diesel engine on the block, Honda has pushed the envelope further by introducing the Mobilio. We put both the MPVs head to head in a shootout to perceive which Japanese MPV scores higher in a literal cutthroat battle between Maruti Suzuki and Honda.

Motor Quest: The Maruti Suzuki Ertiga is in its first generation that is derived from the Swift platform. The Honda Mobilio though is in its second generation and very few people are aware about its first generation, which was not offered in India and is quite boxy and simple in terms of styling that was in production globally between 2001 and 2008. The Maruti Ertiga was introduced in India in 2012 and is also badged as the Mazda VX-1 in some markets.

The Mobilio looks quite exciting but its the Ertiga which is well proportioned

Styling – Both the cars have drastically different design philosophy. While the Honda Mobilio looks young and sleeker, the Maruti Suzuki Ertiga has a mature and no nonsense styling all around. Based on the Swift platform, the Ertiga has a calm and relaxed front profile featuring wide swept back headlamps, rectangular grille and a brawny bumper with simple lines. The side profile of the Ertiga also consists of straight lines with relatively more pronounced wheel arches but the rear tends to look plain with small tail lamps and a simple tailgate.

The Honda Mobilio is by far the most attractive looking MPV from the rear

Speaking of the rear profile, Honda has mastered the tail of the Mobilio that is quite unconventional for an MPV. The wide wraparound tail lamps look sporty alongside the sleek bumper treatment at the rear. The rear three-quarters of the Mobilio is its best angle, where you can see the aggressive side profile lines rising up to a kink near the B-pillar and the continual effect of the rear quarter glass. Regardless of how young the Mobilio wants to look, it has a rather immature face of the Brio that spoils the overall styling. It has the same headlamp cluster but with a fat chrome bar and a revised front bumper. The Mobilio RS variant looks more appealing from the front. Styling is subjective but we like the more consistent mature design of the Maruti Ertiga.

The Ertiga’s dashboard is more appealing in terms of design but the Mobilio’s quality is slightly better

Interiors – The first thing to notice on both the MPVs is ingress. You walk inside the Maruti Ertiga and you sit inside the Honda Mobilio. Yes, the Honda Mobilio is a tad low and even the driving position is more car-like compared to the Ertiga that has a commanding position. The dashboard layout of the Ertiga is uncluttered and neatly done with smooth flowing panels and light dual-tone colours. The Mobilio’s dashboard comes straight from the Brio, which is not so impressive in terms of styling. The protruding glove box and uneven centre console doesn’t look attractive. However, when we speak of the quality, fit and finish, the Mobilio feels a little better as the Ertiga has some rough bits and they start squeaking with time. Both have separate condenser for rear air conditioning and cooling is effective on both.

The Honda Mobilio is more spacious and flexible but the Maruti Ertiga is more comfortable with good cushioning

Honda’s man maximum machine minimum strategy shows the impressive amount of space and flexibility in the Mobilio’s cabin. All three rows are well spaced out thanks to the compact dashboard and slim seats. The huge glass area all around further adds to the airiness of Honda’s cabin. The middle row has got better space than the Eritga and the last row too has decent legroom for short people, Ertiga’s last row is best suited for kids. The Mobilio is more flexible, middle row slides in both the MPVs but third row of Mobilio has split seats that are individually reclinable. Even the boot space with all seats up is better in the Mobilio because of its lengthier dimensions. However, the Ertiga’s seats are more comfortable because of the cushioning and support and three abreast in the middle can sit easily because of its wider dimensions.

The Honda Mobilio’s boot is more spacious and convenient as the seats split fold and loading lip is low

The Maruti Ertiga is offered with three variants while the Honda Mobilio gets four. If you notice, for all the variants offered by Honda you have to pay a considerable premium over the Ertiga for similar features and in some variants of the Mobilio you get shocking omissions. There is a difference of Rs. 2 lakhs between the on-road Mumbai pricing of the Maruti Ertiga ZDi and Honda Mobilio V, let alone Mobilio RS that asks for about Rs. 3.26 lakhs premium still you don’t get reverse parking sensors, rear camera, Bluetooth connectivity, automatic climate control, etc. The Mobilio RS gets sporty body kit, projector headlamps, power foldable ORVMs and heat absorbing windscreen. Auto door lock is only provided on the RS variant of the Mobilio.

The 1.5-litre i-VTEC and i-DTEC puts the Ertiga to shame with its cracking performance

Performance – The petrol version of the Maruti Ertiga is powered by a 1.4-litre K-Series engine that produces 95 PS and 130 Nm while the Honda Mobilio gets the 1.5-litre i-VTEC that produces 119 PS and 145 Nm. The K-Series has decent punch across the rev range considering the weight of the Ertiga but it’s the i-VTEC that offers good power and great drivability. The acceleration is phenomenal for a MPV and even with full load of passengers in the Mobilio, it can pull quite easily. Both are mated to 5-speed manual gearbox which is slick in both cars but smoother on the Mobilio. The claimed fuel efficiency of petrol Ertiga and Mobilio stand at 16.02 km/l and 17.3 km/l respectively.

Mobilio has linear power delivery without turbolag but Ertiga has some lag

The Mobilio 1.5 i-DTEC has excellent drivability but the Ertiga is faster in the 0-100 km/hr sprint

The diesel variants are of course more popular where the Ertiga is powered by the famous 1.3-litre Fiat MultiJet that produces 90 PS and 200 Nm. The Honda Mobilio gets the 1.5-litre i-DTEC producing 100 PS and 200 Nm. The torque figures are the same but the Ertiga makes 10 PS less at higher RPM with a bigger turbo so there is considerable lag initially and then it gathers good pace after 2000 RPM with eagerness. The initial lag makes it a hectic drive in city and hilly terrain. The Mobilio has almost no turbo lag and power delivery is linear since the beginning so even with good load and congested conditions, the Mobilio is effortless to drive. Both are good in terms of highway performance but the Mobilio betters Ertiga easily with more power on tap with both the engines. NVH of the Ertiga is better as the Mobilio clatter is evident inside the cabin, although much reduced from other diesel Hondas on offer in India. Transmission and clutch calibration is slightly better on the Mobilio. The Ertiga and Mobilio claim diesel fuel efficiency figures of 20.77 km/l and 24.2 km/l respectively, so the Honda is more frugal.

Both these 7-seater MPVs are involving to drive and offer pliant ride quality

Driving Dynamics – Both the MPVs have similar kerb weight but their behaviour is different when it comes to ride and handling. The suspension setup of the Ertiga is a tad soft compared to the Mobilio so the low speed ride is much better and comfortable while the Mobilio feels little stiff on broken surfaces. As the speed increases the Mobilio provides a flat ride absorbing most of the undulations and bumps, which is good for high speed stability. The Ertiga is no less when it comes to stability but there is a top heavy feeling and some body roll is there because of its taller stance, the Mobilio feels more car-like.

Ertiga is softly sprung with body roll while Mobilio is a tad stiff with car-like dynamics

The Ertiga feels top heavy while the Mobilio feels low slung despite having higher ground clearance

With shorter overhangs and a longer wheelbase, the Ertiga handles well. The Honda Mobilio is a good handling car too but the steering feels disconnected and isn’t as responsive as the Ertiga’s. The Maruti Ertiga’s steering is more communicative and adaptive so there is no nervousness involved. Both the cars have phenomenal braking performance but the brake pedal feedback of the Ertiga is linear while the Mobilio has a slight woody feel. However, it feels like the Ertiga’s ABS kicks in a bit early and there is some nose dive.

Maruti has a huge after sales network but both are similar in cost of ownership

Safety and After Sales Service – Both the MPVs haven’t been crash tested by Global NCAP yet but have passed Indian safety norms that are not as stringent and exhaustive as Global NCAP’s. All the diesel variants of Maruti Suzuki Ertiga and Honda Mobilio get ABS and EBD as standard. The petrol LXi variant doesn’t get ABS and EBD while it’s optional on VXi and standard on ZXi. The Mobilio E and S petrol variants don’t get ABS and EBD as it is offered only on the V variant. Dual front airbags only come with the range topping variants of both the MPVs. If you are based in tier-2, tier-3 cities then Maruti Suzuki would be more hassle free to own and run because they have the largest and almost unbeatable service network in India. Otherwise if you belong to urban cities, Honda after sales is equally good and light on the pocket.

The verdict is quite surprising so read on and get surprised by our conclusion

Verdict – The Honda Mobilio is the better car than the Maruti Suzuki Ertiga, there is no doubt about that. The Brio based MPV has more interior room, much better engines (specially the petrol one) and the Honda badge itself is more premium than that of Maruti Suzuki. However, the winner of this shootout is the Maruti Suzuki Ertiga. Yes you read that right. You see, when Honda launched the Brio in India, they never tried to position it against the Swift, simply because the latter is a superior product. When Honda launched the Amaze, they charged a nominal premium of around Rs. 30,000/- more than the DZire, which was acceptable considering the more powerful diesel engine and the Honda badge justified the premium.

Both MPVs are quite similar in nature but the Honda Mobilio is priced way too premium

With the Mobilio though, Honda has charged a premium of Rs. 66,000/- on the base variants, rising up to Rs. 1.92 lakhs on the top-end variant (Mobilio V vs Ertiga ZDi, all prices being on-road Mumbai). For the additional amount you pay (which is going to rise further as Honda has stated these prices are introductory), you don’t get any extra feature on the Mobilio and let’s not forget the Ertiga being the older car here is also offered with a good discount by dealers. The Ertiga has always screamed terrific value and the Mobilio makes this Maruti MPV look even more attractive. The Maruti Ertiga looks better at the front, has a more appealing dashboard with better seats and the difference between diesel engine performance of the two cars isn’t vast either. Thus, the Ertiga’s value trump card helps it emerge on top in this shootout.

The Mobilio is without doubt a better product than the Ertiga but the premium charged doesn’t seem to justify as you don’t get anything significant for the added amount. Thus the huge premium over the Ertiga for just the badge doesn’t align well with those looking for a value for money MPV buy, making the Ertiga the better alternative of the two.

The Ertiga’s more VFM positioning helps it become our pick in the MPV segment

Further Reading -

Honda Mobilio Review
Maruti Ertiga Review

The post Maruti Suzuki Ertiga vs Honda Mobilio – Shootout appeared first on MotorBeam - Indian Car Bike News & Reviews.

2014 Bajaj Discover 150F/S – Click above for high resolution picture gallery

Bike Tested: 2014 Bajaj Discover 150 F/S

Price OTR Mumbai: Rs. 56,343/- (150S Drum), Rs. 60,659/- (150S Disc), Rs. 64,348/- (150F)

The Bajaj Discover 150 is an improvement by leaps and bounds over previous variants

Bajaj has been under a lot of pressure lately and it has all to do with the Discovers. Discovers came, saw and gained 24% market share and then two years down the line, the share dropped to half at 12%. Critics from the nation have been asking Bajaj uncomfortable questions like what is the next step? How will things improve? How more profits and sales can be achieved? On the launch, Mr. Rajiv Bajaj clearly said they are focusing on the domestic market but also catering a lot to global markets and hence if the domestic numbers are low, the exports are doing overly well for them. Some products which do not seem to work at home turf are doing extremely well in export markets. Obviously as we know, a slew of Discovers came and slowly some of them are going as well. However, the new Discover 150 series comes in a segment which is the most competitive segment and so called upper premium segment as it is the 150cc segment which always has offered basic 150cc mills with basic layout and is a commuter oriented package when it comes to the competition. Bajaj has come to this segment and as always, has come with an edge and the edge is very sharp and could hurt the competition real bad. The Discover 150F and 150S are here to offer enormous amount of performance, value and style. Have they succeed this time with all the hard work they have done? We tell you, stay hooked.

The F variant looks very stubby and good looking from the front and side angles

Styling – This is where the Discover seriously scores high marks. The muscular tank and the stubby half fairing on the F variant looks like a job very well done. Influences from the Hero Karizma are pointless as it is only one edge which replicates that too by a very small margin. The fairing is neatly integrated in the design and does not look out of proportion at all. Head-on look of the Discover 150F is puffed up from the sides which is one of the reasons why the overall front and front quarter looks pleasing to the eye, something which Bajaj is the master since day one. The new 3D logo on the tank in particular looks really good and adds glamour to the motorcycle at first glance. The Discover 150 in pictures and in real life look quite different.

The S variant looks taller and even more substantially longer than before

The long wheelbase and the overall high length of the the motorcycle gives it the aura of a substantial machine. Something which is even more accentuated than the naked versions which we have come across over time. Rest of the parts remain the same which includes tail-piece, mudguard, alloy wheels and LED tail lights. DC lighting comes as standard too. Overall, in terms of style, the Discover 150 will please the young buyer as well the commuter who seeks something bigger than what he pays for.

Both variants have the same extra long seats and are high on comfort

Ergonomics – The upright riding position is here as always thanks to the taller narrow handlebar and the foot-pegs which are in the middle rather than rear-set. The faired version feels quite narrow and won’t be any trouble while navigating city streets, something similar we have seen with the Pulsar 220 as well. Seats are super comfortable and are by far the longest in the segment. You can literally gauge at the seat for 10 seconds and after that it comes to an end. Seat height has also gone down despite it having a monoshock like the 125 ST. This is thanks to the re-worked subframe which also releases a lot of length to the seat. Mirrors are great but should have been mounted on the fairing rather than the handlebar as they turn out to be on the lower side and to counter that you end up sitting behind rather than sticking to the tank which most people do and like to do. Mirrors also have great adjustability as always so you can tweak it and they should be OK with normal-sized commuters. Needless to say, pillion comfort is on the top of the charts with that extra long seat.

Cluster on the left belongs to the F and on the right it is of the S, same features but F has a digital readout

Instrument Cluster and Switchgear – The meters are all new on the Discover 150F but the 150S has the same ones seen on any other Discover. Features are the same on both except the 150F gets a digital console on the side which shows two trips meters, fuel gauge and service due indicator, a Bajaj first for the Discover series. On the right we have tell-tale lights such as neutral, high beam, battery indicator and a glowing Bajaj logo. In the middle sits a speedometer which gets revised fonts and when you start the bike up, the needle does the salute by going all the way to the end of the meter. A tachometer is surprisingly avoided even on the flagship Discover, not a good move by Bajaj for a 150cc bike. Switchgear is good but feels minutely cheap and less intuitive than before.

Gearbox becomes as good as rivals, short gearing results in good performance

Performance – Powering these motorcycles is a similar 145cc engine which produces 14.5 PS of power at 8500 RPM and 12.75 Nm of torque at 6500 RPM. The engine is a bored out version of the 125 ST and has the same moly-coated piston, long air-intake hosepipe with other changes to the ignition and valve train timing. The fly-wheel on this engine feels to have been lightened and fuelling has also been revised. At low speeds, the engine does not feel heavy anymore and fuelling isn’t jerky either. The motor revs faster to the redline than any other Discover. NVH levels have been worked upon thoroughly and it shows. The engine is so silent at times that you can barely hear it at idle or when in the mid-range. There are no vibrations throughout the power-band but only at the top end of the rev range when revved hard in any gear, which in fact is also extremely well controlled. We have been telling you that refinement and reliability levels are going up with every new Discover and the 150cc avatar takes the game even forward. Mileage should be in the ball park of 55 to 60 km/l when ridden sanely.

Both the motorcycles have the same 145cc, 4-valve engine offering improved NVH and output than expected

The Discover 150’s engine reaches new heights with refinement, it offers even better drivability

After spending half a day riding the Discover 150 hard and fast and redlining, the engine or the gearbox despite being brand new did not throw even the smallest tantrum. This was not the case with earlier Discovers either which as we know are far more better than the first generation Discover by miles, so you can imagine this new engine finally matches its rivals in every aspect. Yes, it is that good now. This powertrain is by far the best Discover unit of the lot and even better than the very impressive engine on the Discover 100M. How does the power-band feel like? Well, there is a lot of mid-end power and shorter gearing makes drivability in the city by far the very best, thanks to all that power and torque and extraordinarily low kerb weight. Top-end is limited due to shorter gearing and top speed we achieved was 106 km/hr on the VBOX while the meter showed slightly more than 110 km/hr. The engine and low weight can make the top whack stretch by 10 km/hr but there is no point doing it as it not meant for that role. 60 km/hr is done in 5.71 seconds and 100 km/hr is achieved in 20.07 seconds which makes it quite fast despite the engine having not opened up yet.

Top class engine is by far the most powerful, fun and peppy in its class

Be in top gear and just twist the wrist and it goes. Overtaking is no problem whatsoever at high speeds thanks to four-valves breathing below you. 70 to 90 km/hr takes very little time but it does become very boomy, despite that it never fails to impress. Shifting gears up and down is not a hassle or a task anymore. Second generation Discover series motorcycles always had a very good gearbox and that kept improving but now let me quote what we say for Japanese motorcycles – “the gearbox is butter smooth”. We were so impressed that we did a lot of shifts for no reason and every single time the clicks were precise and easy to deploy. Bajaj on-road testing has finally paid off, the engine gearbox combo ALMOST feels next generation when considered in the product aspect.

Dynamically too, the best performing in the segment and in the Discover series by far

Riding Dynamics – All that power and that low kerb weight needed to be handled differently and Bajaj has done it the very best way. Don’t be fooled by the moniker in the spec sheet saying it is the same semi double-cradle frame. It is that but the main tube which connects the chassis and the head is now a single round tube rather than the conventional double tube or rectangle tube, something which is found on the Yamaha FZ and Honda CB Trigger. That one change makes the motorcycle poles apart from earlier Discovers. The Discover 150 feels very agile despite it having a very long wheelbase. The less kerb weight and very stiff suspension makes it go around corners very well. Albeit a bit slow to turn-in but an average joe or a normal commuter will be happy with the agility it offers which is similar to the CB Trigger which scores aces in agility.

Stability and ride quality for both the rider and pillion are excellent on the Discover 150

The Bajaj Discover 150 is immensely stable at high speeds and while making direction changes at those speeds as well, courtesy of that long wheelbase which makes its presence felt but does not interrupt from the joy of riding the bike. Ride quality is good and our pre-load was set on #2, it was even good thanks to the 100 section tyre at the rear. Brakes are good too and come from Endurance. Initial bite has been improved on the disc variant from the earlier model due to more power on this bike. Drums as always do their duty well. Bajaj has clearly put a lot of thought behind the Discover 150 in every single aspect to make it a complete package without any niggles for sure.

The Discover 150 siblings are bound to create a good impression in the market

Verdict – The Discover 150 nails it this time in every aspect. Small niggles have been taken care of and all of that makes the Discover 150F and 150S very appealing products. The engine and gearbox are extremely refined, the handling is fantastic and it offers everything to everybody. Even an enthusiast can be happy with the peppy performance it offers and styling will keep every buyer of the market happy. In terms of value, nobody beats Bajaj as always and in fact the base drum variant tries to fill the gap where the 125cc motorcycles from competition are priced, making the 150cc Discover insanely tempting. With quality, reliability and refinement levels reaching the competition levels, there is no reason why you should not upgrade and get either of these variants because you do need some Josh in your life, don’t you?

The Bajaj Discover 150F is quite close to rivals in terms of refinement and quality now. The value for money tag and performance has always been there at the top. If you are seeking for a powerful upgrade at the price of a 125cc motorcycle, there is obviously no other option in the market except the Discover 150.

A lot of kit comes as standard fitment which makes the package good value

What’s Cool

* Smooth, powerful and refined engine-gearbox package
* Stability and ride quality
* Value for money

What’s Not So Cool

* Lack of tachometer

Looking for a powerful, value upgrade in the commuter segment? This is it

2014 Bajaj Discover 150 F/S Specifications

* Engine: 144.8cc, air-cooled, 4-valve
* Power: 14.5 PS @ 8500 RPM
* Torque: 12.75 Nm @ 6500 RPM
* Transmission: 5-speed
* 0 – 100 km/hr: 24.07 seconds
* Top Speed: 106 km/hr
* Power To Weight: 111.5 PS/ton (S), 109.8 PS/ton (F)
* Fuel Consumption: 55-60 km/l
* Fuel Type: Petrol
* Frame: Semi-double cradle
* Suspension: Telescopic forks (Front), Monoshock (Rear)
* Tyres: 80/100/17 (Front), 100/90/17 (Rear)
* Brakes: 130 mm Drum/240 mm Disc (Front), 130 mm Drum (Rear)

2014 Bajaj Discover 150 F/S Dimensions

* Length x Width x Height: 2038 mm x 714 mm x 1070 mm
* Wheelbase: 1305 mm
* Ground Clearance: 165 mm
* Seat Height: 795 mm
* Fuel Tank Capacity: 10-litres
* Kerb weight: 129 kgs (Drum), 130 kgs (Disc), 132 kgs (150F)

The post 2014 Bajaj Discover 150 F/S Test Ride Review appeared first on MotorBeam - Indian Car Bike News & Reviews.

The 2014 Ford Endeavour facelift is a minor update with no mechanical changes at all

Car Tested: 2014 Ford Endeavour

Price OTR Mumbai: Rs. 24.51 – 28.46 lakhs

The minor changes to the Ford Endeavour do little to boost its appeal in the crowded SUV segment, it drives exactly like before

The Ford Endeavour has been around in the Indian market for a long time now, the American automaker having given us the first generation model way back in 2003, the same time when it was launched in Thailand. The Endeavour is an Asian centric model and the second generation arrived in 2006 and we got that one too. A facelift of the current generation came in 2009 and Ford India was quick to bring it to our market. The Endeavour has always sold well in its hay days but competition in the SUV segment has got very intense, resutling in the flagship Ford vehicle in India feeling the heat from all sides. We all are well aware about the next generation Endeavour which was expected to already go on sale by now but will only arrive late next year. To keep things rolling, Ford has given the Endeavour a very mild facelift as a stop-gap measure. Do the updates bring the Endeavour back in contention?

The Endeavour gets changes to the front-end but the side only sees new alloys

Exteriors – The changes on the outside might not seem visible but when you see both the pre-facelift and the new car back to back or side to side, you can make out the difference. The Endeavour gets a shorter front grille with one less slat while the front bumper (with a skid plate below) is new with a hexagonal design making it look more in sync with other Ford models. On closer observation, one will also notice the headlights have seen a very minor change and the ENDEAVOUR written on the hood is no longer engraved on a chrome strip. The side and rear remains the same (you still get a manual pull out type antenna which is out of place on a car of this price) and the only difference are the new alloy wheels, which too aren’t very different from the ones seen on the old model. The Endeavour continues to have a lot of presence on the road with its big and butch styling although it doesn’t come across as fresh even with the cosmetic tweaks up front.

The interiors remain largely the same as before but the leather seats are new

Interiors – Climb inside and you will find the same cabin as before and changes here are minimal too. Ford has given the Endeavour new leather seats but you still don’t sit high up as you would expect on such a tall SUV. What is terrific though is the visibility and those big rearview mirrors, there is also a reverse parking camera in the touch enabled infotainment system which gets Satnav and Bluetooth connectivity. The GPS sensor is placed on the left side of the dashboard and is visible all the time, even the mic is exposed which is placed on the right A-pillar. There are column stalk mounted audio controls but ironically they aren’t offered on the top-spec 4×4 variant. Front airbags and ABS are standard on all the three trims.

None of the seats have good under-thigh support although headroom and space is abundant in the cabin

Quality inside is good and the vehicle feels solidly put together, the doors shutting with a massive thud. There is a lot of space inside the cabin but all the seats lack on under-thigh support. The last row isn’t adequate for adults and is best used by children. One can fold the third row of seats to make way for a huge boot. Headroom is good all throughout and there are good enough storage spaces inside the cabin, the pull type handbrake lever yielding additional space at the centre where the 4WD switch is placed. There is no arm rest for the centre row while the third row doesn’t get headrests, AC vents for both these rows are positioned on the roof. We regularly drive EcoSports and Fiestas and were caught a bit off guard to find the indicator stalk on the right side as other Fords have it on the left side. This is because the Endeavour is an Asian centric model.

The Endeavour draws power from the same set of diesel engines as before, both are quite powerful

Performance – There are no mechanical changes to the Ford Endeavour and the engine options remain the same too. The base variant uses a 2.5-litre diesel engine, which generates 143 PS at 3500 RPM and a peak torque of 330 Nm at 1800 RPM, it’s only offered in 4×2 guise and is the only variant of the car to get a 5-speed manual gearbox. Our test car was equipped with the more powerful engine which happens to be a 3.0-litre diesel mill belting out 156 PS of peak power and 380 Nm of peak torque at 3200 RPM and 2500 RPM respectively. Both engines are 4-cylinder DOHC units using 16 valves and employing a variable geometry turbocharger (VGT). The 3.0-litre engined Endeavour is offered in 4×2 and 4×4 guise, being mated to a 5-speed automatic gearbox only.

The 3.0-litre mill does a fab job of giving the Endy very good performance

The Endeavour’s 3.0-litre TDCi mill has a lot of grunt, more than enough to shadow its 2 tonne weight

The 3.0-litre engine is a powerful unit and does well to mask the hefty weight of the car. The Ford Endeavour has good performance and gets going quickly, lugging along effortlessly without any hint of uneasiness. There is negligible lag which makes ambling around town an easy affair while the mid-end is strong and power only starts to trail off post 4000 RPM. Redline comes in at 4500 RPM. However, it’s the 5-speed autobox which lacks slick shifts as it’s slow to respond although you can position the transmission in 1, 2 or 3 gears as per need, there is no other way to manually get the cog you want as there is no tiptronic function on the box. The motor does get a bit noisy and tends to rev a bit more than needed but is more than apt for the job of giving the Endy swift performance. Our VBOX tests confirmed the Endeavour is no slouch, 0-60 km/hr takes 4.8 seconds while 0-100 km/hr comes up in just 12.45 seconds, progress slowing down post that with 120 km/hr taking another 6.45 seconds (at 18.92 seconds) to achieve. While Ford claims a mileage of 12.67 km/l as per ARAI, expect anything between 7.5-9 km/l in real world conditions.

Not really a handler as body roll is prominent and the steering lacks feedback at speed

Driving Dynamics – The Endeavour is a big vehicle and from that perspective handling is good but there is quite a lot of body roll and this definitely isn’t a car you would find yourself driving spiritedly. The steering also lacks feel and doesn’t weigh up well, having ample numbness at the centre and feeling a bit heavy at parking speeds. The car does remain stable on the straights but the ride quality isn’t any great shakes. Using a leaf spring set-up at the rear, the Endeavour is underpinned by a ladder frame and feels bouncy even at low speeds. When you stretch the pace over bad roads, it does reveal some stiffness too.

The Endeavour is bouncy and ride quality isn’t good, it does excel off the road

The ride quality is even worst at the rear, specially the third row. Braking performance is decent but not very re-assuring as initial bite from the brakes is lacking. Where the Endeavour truly shines is off-road, it has ample ground clearance and the solid underpinnings help to tackle the worst of terrain with aplomb. The shift on the fly 4-wheel drive system works well and with the ample low-end grunt, taking the less beaten path is a walk in the park. In fact, it’s off-road where the Endeavour feels the best, it’s a whole lot of fun when you put it through some slushy terrain as it simply doesn’t bog down, it just keeps going ahead effortlessly.

The facelift to the Ford Endeavour does little to boost the proposition of the vehicle

Verdict – The Ford Endeavour was a hot favourite in the SUV segment in the last decade. It has aged considerably since then and the lack of major updates has made it look pale in comparison. Ford on its part has done its best to freshen up the car by giving it a minor facelift but that’s not enough to keep it in contention against modern competition which comes in the form of the hugely impressive Hyundai Santa Fe, popular Toyota Fortuner and the value for money SsangYong Rexton. The Ford Endeavour is still an impressive car for its age but the next generation model is the one to watch out for as it will definitely shake up the segment.

The Ford Endeavour is high on street cred, interior space and engine performance but the current model feels too long in the tooth now. It does have a few things going for it but not enough to make it the default choice in the segment.

The Endeavour has good road presence and the next gen model is the one to wait for

What’s Cool

* 3.0-litre engine performance
* Road presence
* Off-road ability

What’s Not So Cool

* Seats lack under-thigh support
* Bouncy ride

Alternatives: Toyota Fortuner, SsangYong Rexton, Hyundai Santa Fe

The post 2014 Ford Endeavour Test Drive Review appeared first on MotorBeam - Indian Car Bike News & Reviews.

The 150cc commuter motorcycle segment finally gets an Indian player to take on the Japanese rivals

Price OTR Mumbai: Rs. 60,659/- (Discover 150S Disc), Rs. 64,348/- (Discover 150F), Rs. 72,631/- (Yamaha SZ), Rs. 74,597/- (Honda Unicorn), Rs. 81,000/- (Suzuki GS150R)

Competition in the entry-level 150cc commuter segment in India is as intense as ever

Bajaj Auto was ahead of Honda in motorcycle sales in the domestic market until now. Honda overtook Bajaj by a mere 15,000 units and is now the #2 in motorcycle sales as well. Bajaj saw this coming and also saw that the 150cc segment is heating up like how super bike engines heat up in traffic. Bajaj is by far the strongest in the 150cc segment with the cult Pulsar 150 which impresses everybody and is on the mind of most motorcycle buyers. However, to strengthen that fact with a commuter version can work wonders. Hence the Bajaj Discover 150F and 150S come into the market. Bajaj is usually never late when it comes to replying to the competition. However, this time they are late to the party and they agree to this part. A segment where the Japanese have made two sub-segments of their own by offering two types of 150cc motorcycles in the market. A sporty one for you and me and a commuter one for me and the commuters. Bajaj seems to have an advantage in this situation as it is the last to enter in this segment because TVS will enter this segment sooner or later, as they are always last. Anyways, Bajaj has come up with a new Discover and it is the 150cc avatar this time. To challenge competitors, the Chakan based automaker has worked really hard and we were left seriously impressed when we recently road tested it. We were eager to put it through a comparison against the Japanese to find out if Bajaj has done a really good job because on paper it offers performance and value like no other. Is Bajaj going to become the ultimate king in the 150cc segment with this new Discover throwing away the competition? We find out by taking the tedious task into our hands. God speed to us, let’s go!

At the rear, all these 150cc motorcycles look substantial enough to justify their displacement and price

Styling – In terms of design all these motorcycles are good looking, have contemporary styling cues with them and there is no funky or sporty character anywhere and hence they are 150cc commuter segment machines. However, the most substantial of the lot are the Suzuki GS150R and Honda Unicorn with their huge wheels and humongous fuel-tank sizes and fat exhausts. The Discover 150 has the right proportion of them all with a well-sized muscular tank, a good looking exhaust and a half fairing on the F variant which is the icing on the cake here. The 150S variant looks like any ordinary Discover but that long length and monoshock at the rear gives it a clean look like the Unicorn. The SZ and GS150R have twin sided shocks at the rear. The SZ manages to look purposeful, small and goes unnoticed in the crowd. The SZ is the one which got recently refreshed with a bikini fairing and colours. Meanwhile, the Unicorn and the GS150R, oh dear, not updated since more than half a decade. Suzuki did some colour options in between, but Honda seems so scared that if they introduce a colour extra also, something will happen to the sales of the Unicorn.

The SZ and Discover 150F have a sporty look, rest are contemporary styled commuters

The front look of the Yamaha SZ is great with that R15 inspired windscreen, the one on the GS is also pleasing but the CB Unicorn feels dated meanwhile the Discover as we saw in the road test, looks perfectly well done with the 150F variant. All motorcycles are well built, they are tanks of the motorcycle world with good build quality when it comes to using sheet metal and fibre. Fit-finish too is top notch on all these motorcycles. Bajaj has one edge over in this area and that is the well done graphics and as always an excellent paint job. Overall, the Discover 150 has the right cues as it has the sporty look in some angles and is fresh when it comes to the overall contemporary styling package which has not been refreshed since ages.

Discovers have the longest seat, all seats are comfortable offering low seat height

Ergonomics – Ergonomics is where all these motorcycles excel very well. All of them have upright riding position with tall and narrow handlebars. All of these bikes offer the lowest seat height possible to the customer in which the SZ scores the highest marks for having the lowest riding position and rest of them following the same except the Unicorn which comes last. All of these bikes have long seats which are well cushioned to suit both short and long journeys. The Discover’s seat is well cushioned too but the USP is that it is by far the longest here, not just in this segment but in the entire commuter motorcycle business. Discovers also score high on comfort because of the mid foot-peg positioning while rest of them have slightly rear-set pegs. Mirrors are well positioned on all these bikes but on the Discover 150F, they could have been mounted on the fairing for better visibility. Needless to say, they are not bad but could have been better.

The Yamaha SZ comes last, then comes the CB Unicorn followed by the Discover 150S which scores high marks

Instrument Cluster and Switchgear – Let’s be honest with the Honda Unicorn and Yamaha SZ here. Both look good but the Unicorn is terribly dated but makes for it by having a tachometer. The SZ though, is the one which is quite sporty in this picture and on the new refreshed version as well but still lacks a tachometer. However, none of these motorcycles have two trip meters, solitary turn indicators or any extra essentials over the two remaining motorcycles. Switch gear yet again on the Honda is disappointing as the other two Japanese competitors offer an engine kill switch. Bajaj also lacks an engine kill switch and has switches that don’t feel as good as other Bajaj bikes. The GS150R and SZ score full marks here, no doubt.

The GS150R has a digital console with a proper tachometer, the Discover does similar but without a tachometer

Suzuki is not known for making good clusters but has done the best job in the business here. Segment first gearshift indicator with a digital speedometer and an analogue tachometer is present with regular essentials. The GS150R is the only bike with solitary turn indicators but none of the compared bikes have it. Clearly the GS150R wins this round. The one on the Discover 150F is quite refreshing to the eye with a segment first service due indicator, battery indicator and regular tell-tale lights with a speedometer in between which is placed to look like a tachometer and does the needle salute as well.

Smooth and refined engines on all these motorcycles offer good pulling power

Performance – Let us start with on paper figures. The Discover 150 has the most power of the lot with the best power to weight ratio by a good margin which is enough to make it win. However, it is slightly less on displacement and the power and torque it creates is on the upper part of the power-band due to 4-valves breathing instead of 2-valves which is on its competitors. This leads to the fact that the competitors make power and torque lower in the power-band. However, yet again, the Discover 150’s gearing is on the shorter side and rest of the rivals are tall geared. Which means on paper, the Discover 150 wins but that is not the true story, right? As you all know, we have ridden these bikes back to back to tell you who scores high and where. Let’s come to the part on how they feel.

The Discovers and SZ lead the pack in terms of engine performance and peppiness

All these motorcycles have smooth and refined engines and gearbox but the GS150R is the only bike here with a 6-speed transmission. Yes, now the Discover also comes in this category. Those who have read our road test would know what we are talking about. The Suzuki motor is the distinct of the lot as always with a cracker of an engine that sounds and feels so good that you can rev it all day long. It is also possible due to the taller gearing on the GS150R which produces good figures like the Unicorn but none of these two motorcycles feel sprightly like the Discover 150. The SZ comes close because it has the same old carburettor engine of the FZ with the exact same gearing but only the overdrive gear is shorter which makes overtaking in top gear much better but it has the lowest power and torque figures, despite weight being on the lighter side (still not as light as the Discovers). The Yamaha is the only motorcycle after the Discover which comes close in terms of city drivability. Needless to say all these motorcycles top out around the 108 km/hr mark when we VBOX tested them. Gearing is very similar on the Unicorn and the GS150R but when it comes to similarities between the Discover, it is the SZ that has short gear ratios like the Bajaj. If you thought the FZ had the shortest gearing in the segment, the Discover beats it. This is what we came to know when we compared their gear ratios on paper which obviously translates on the road as well. That is one of the reasons why despite the Discover having the most power, torque and 4-valves, it does not have a good top speed as premium 150cc motorcycles. Conclusion, none of these bikes comes close to the Discover which feels the most sprightly, torquey and wins the performance crown in this segment.

The Discovers offer mid-range, fun and drivability like no other bike in the segment

Fuel economy king are the Discovers with the GS150R, SZ and CB Unicorn finishing behind in that very order

When it comes to NVH, the Discover 150 has no vibes throughout the rev band except at the top-end where it is slightly boomy and vibrates. However, that is way lesser than previous variants which already had good NVH than the first generation Discovers. The typical Japanese engines vibrate a bit just before they make torque but are smooth and vibe free throughout the power-band. In terms of fuel economy, the Discover 150 has the highest fuel economy on the highway and in the city while offering class leading drivability. The Discover 150 offers 55 km/l in the city and 60 km/l on highway. The SZ offers 50 km/l in the city and 55 km/ on highway. The Unicorn never goes above 55 km/l and in the city manages only 47 km/l while the GS150R is quite similar to the Honda in terms of efficiency. Clearly the Discover 150, as always with any Bajaj product in its stable, is the leader in mileage numbers despite riding hard and fast, the bike only requires time to time service to deliver these excellent numbers to you.

When the twisty bit begins, the SZ and Discovers have more pace than the others

Riding Dynamics – If a Yamaha product comes into a comparison, we know who is going to win this test. Yamaha simply never rolls out a product from its factory which is not dynamically better than the competition by miles. The Yamaha simply wins this part as it has the best chassis, dynamics, low weight, short wheelbase and front-end geometry. The Suzuki GS150R handles well too but the twin shock setup is on the softer side and at the limit you start feeling the weight which brings us to the Honda CB Unicorn that also feels the same in this aspect. The Discover 150 though, with the shortest wheelbase and the lightest kerb weight in the segment coupled with the peppy engine is much more fun to ride than all the competition. The chassis has been revised well and it helps the already impressive and agile Discover be even better in every aspect which includes ride and stability. Like the scooters as well, the Yamaha comes first in dynamics but when combined to the engine as a complete package, the Discover wins it because as an overall package, it is the most fun to ride machine. A similar analogy we told when we compared the Yamaha Ray to the Suzuki Let’s, if you remember.

The CB Unicorn and GS150R are equally good and are not left behind others either

The Suzuki GS150R and Honda Unicorn ride and handle well but they are not fun and don’t like to be dragged to the limit to give the rider the fun he looks for when the going gets twisty. In terms of braking, the Discover comes second with good initial bite than before and has a petal disc too. But it is the Yamaha which scores slightly higher marks in this department. The GS150R and Unicorn’s braking is good too, there is nothing to complain. Ride quality is fantastic on these motorcycles and this is where all of them score good marks. However, if we wanted to rank some one #1 in this test for having a plush ride quality over the others, it has to be the Suzuki GS150R.

Bajaj has excellent service with Suzuki and Yamaha following in the same way

After Sales and Service Experience – Most people know that we have said in our previous reports that we have been living with products from Bajaj, Suzuki, Yamaha and Honda and we got to experience the service of these manufacturers. Yamaha offers one of the cheapest service bills for every stablemate and that undercuts Honda by a good margin. Honda service attitude is quite frankly the worst. With high spare part pricing and unruly/rude technicians and managers at service centres making the case even worse. Suzuki on the other hand offers even more cheaper service cost than Yamaha and service is quite good too. Bajaj service as we all know is great and the reach is enormous. With spare parts and servicing cost very low compared to competition, it makes running cost of the Discover 150 a less expensive affair (better fuel efficiency too) by a healthy margin.

The 150cc Discovers have come to a gun fight armed with machine guns

Verdict – Let’s get straight to the point. Bajaj is fighting the bikes that are proven products which don’t go wrong easily. However, over time and time, a Bajaj peculiarity, the ongoing process of making things better keeps on going. We are told that these learnings have already gone into other products and what we complained about other motorcycles is already rectified. If you read our review of the Discover 150 F/S, you will know that how these products are extremely refined than before, offering the best in class performance, mileage and drivability. When it comes to the next crucial aspect which is value, the faired version of the Discover 150 undercuts the lowest Japanese competitor by Rs. 9000/-, which is a lot of money for a person who is looking for a budget performance commuter.

If you think nothing can shake the Honda CB Unicorn, then you are wrong. You cannot get the Unicorn at the price mentioned above because the waiting period is enormous and unauthorised sub-dealers charge you an extra sum of money to get the bike for you which is usually around Rs. 5000/-. So if you can wait for a dated product for more than four months or are willing to pay more, than you have a good bike but the extra price you pay is totally not worth it. The drum variant of the Discover 150S (not recommended) is similarly priced as the 125 ST (now discontinued) and still undercuts the 125cc offerings from the Japanese competitors. Bajaj seems to have nailed it yet again with value but there are things which they are lacking like long term reliability and resale value. We just hope that the new promising nature of Bajaj stays for a long time and the company remains committed to its products and customers. However as a product alone, the Discover 150 beats all its Japanese rivals. Still, if you want one of the Japanese bikes, it’s the Suzuki GS150R which is the best of the rest and it feels every inch worth the premium you pay over the Unicorn.

The Discovers cannot be beaten on parameters such as performance, styling and value at any given point. The Japanese offer reliability but in a basic package. Bajaj gets close to parameters offered by the competition and hence the Discover 150 is easily the winner and the better product in this test.

Further Reading -

Bajaj Discover 150 F/S Review
Suzuki GS150R Review

Riders - Saurabh Sutar, Amit John, Viraj David, Omkar Jadhav, Prasad Jadhav, Swapnil Jadhav.

The post Discover 150 F/S vs CB Unicorn vs SZ vs GS150R – Shootout appeared first on MotorBeam - Indian Car Bike News & Reviews.

The Cruze got mechanical upgrades first and now it gets minor cosmetic changes with the facelift

Car Tested: 2014 Chevrolet Cruze Facelift

Price OTR Mumbai: Rs. 19,86,640/-

The Chevrolet Cruze has super strong mid-range performance that sets your pants on fire

General Motors introduced the Chevrolet Cruze in India in 2009 for replacing the Chevrolet Optra, which did pretty well in its hay days. The Cruze was further appreciated by the Indian audience with its appealing performance and styling. However, some people were not happy with the pronounced turbolag and lethargic 5-speed automatic transmission. Consequently, General Motors updated the Cruze with a new engine and 6-speed transmission in 2012. Now the styling of the Cruze was getting too long in the tooth and here they are with a facelift that comes with some updates. What are the changes you ask? Let’s find out.

Front and rear bumpers are new with a revised front grille, we would have liked new headlamps and tail lamps

Exteriors – The changes aren’t drastic but people will notice a sharper front profile of the Cruze. The bumper has been revised with big fog lamp housing that gets chrome outlining, looks good. If you compare the dual port grille with the pre-facelift version, you notice that the pattern has been changed from honeycomb to horizontal black slats. On the side profile we appreciate the new sporty alloys with 5 dual-spoke pattern. Now you also get turn indicators neatly integrated on the ORVMs. Not much has changed at the rear apart from the sleeker bumper. The changes make it look a bit fresh but some rivals of the Cruze are better in the styling department. Facelifts are usually mild cosmetic updates but we would have appreciated revised headlamps and tail lamps. No wonder we see so many jazzy aftermarket lights of the Cruze these days.

The interior embraces you with its excellent styling and tasteful colour tones

Interiors – The styling inside the cabin is tastefully done and looks quite premium. The smooth flowing dual tone dashboard makes you feel cocooned in comfort, especially the continual effect from the doors to the centre console with beige trim. The V shaped centre console has superb quality metal finish with a sweet texture that grabs your attention. The Chevrolet Camaro inspired steering unit looks premium and feels good to hold as well. The instrument cluster is funky and easy to read with MID in the middle. The engine start/stop button was rectangular earlier, which is now circular. The media system screen size was decent at the time of its launch in 2009 but now with the growing competition they could have featured a bigger screen with more drama inside. The layout of all the controls in the screen is quite simple and Bluetooth is a big task to find.

Infotainment screen is quite small in size, pairing Bluetooth isn’t easy, sunroof controls are simple and flawless

For once we thought there’s no Bluetooth because there are no controls on the steering and even a button on the console that says Phone. For Bluetooth settings you have to press the CD/AUX button and then Menu. Audio quality is just average. Automatic climate control is quite effective. The quality, fit and finish is good at most of the places but we found some places with poor plastics like the door map pocket is flimsy and bends. Sunroof controls are easy, one touch for ventilation and one touch for open/close otherwise in some cars you keep fiddling with a single control. Instead of grab handle, you get sunglass holder on the driver’s side which is neat. Storage space is good inside the cabin, you’ve got ample size of bottle holders, coin holders and cup holders. Front arm rest has USB and AUX inputs and some storage space, you’ve also got storage space on top of the dash.

Rear seat comfort is lacking with upright seats and poor legroom, boot space is not the best in class

Front seats are very comfortable with good back and thigh support but headroom is lacking for tall passengers both at the front and rear. Driver has electrically adjustable seat that has good flexibility. Rear seat experience is bad considering it’s a D-segment sedan, poor legroom, headroom and no rear AC vents. Even the lower segment Honda City is better when it comes to rear seat comfort. The boot space isn’t class leading either at 450 litres. All the doors now get request sensor buttons that open/close the doors while the key is in your pocket, earlier it was available only for the front doors.

The 2.0-litre diesel churns out immaculate performance offering good drivability in a refined manner

Performance – As we mentioned earlier, the Chevrolet Cruze initially came with a 1991cc diesel engine with SOHC layout that had deep turbolag and was not so fuel efficient because of its air intake positioning. Now the new 1998cc engine has been strengthened with DOHC, better fueling and more power and torque at lower RPMs. The 2.0-litre oil burner churns out an impressive 164 BHP of power at 3800 RPM and 360 Nm of torque at 2000 RPM. This results in mind numbing straight line performance. The turbo lag is there but it’s negotiable now and post 1800 RPM you won’t be able to keep track of the tachometer because post that there is a strong mid-range pushback to enjoy. The engine revs smoothly with good power delivery across the rev range but mid-range is where the explosive performance comes out, no wonder they say that the Cruze has a bomb of an engine.

The oil burner is well suited for city as well as strong highway performance

360 Nm of torque at 2000 RPM will shove you back with its strong surge

NVH are kept well under control and the refined diesel engine only makes noise while redlining. Mated to the engine is a 6-speed manual and updated automatic transmission. The automatic gearbox is better now with drivable ratios and relatively quicker shifts but still hesitates in downshifting sometimes. In the manual mode, the good thing is that it doesn’t upshift on its own until you do so. Redline comes up at 4800 RPM. The first gear maxes at 50 km/hr, while second will see you doing 78 km/hr and third at 120 km/hr. The engine also stays calm at around 1500 RPM while doing 100 km/hr in sixth gear. The name is Cruze and how can we forget about cruise control, it works pretty well and the steering mounted toggle switch for increasing/decreasing speed is a boon on Indian highways. They claim 17.3 km/l fuel efficiency for the Cruze manual version but expect it to be around 10-11 in real world conditions.

The Chevrolet Cruze offers plush ride quality but handling could be better

Driving Dynamics – We feel the ride quality has been improved slightly because the earlier version felt quite stiff at low speeds on bumps and potholes. The ride is extremely pliant and cushioned on smooth tarmac and undulations but it still tends to unsettle on big potholes. High speed stability is confident inspiring and straight-line performance is appreciated but the ride and handling don’t complement each other. While the suspension feels planted, the handling isn’t surefooted. The feedback from the steering despite being hydraulic is inconsistent, it’s heavy at low speeds and as the car picks up pace, it doesn’t respond as precisely as we would have liked. Braking performance is good, as the vehicle sheds speed quick with the ABS kicking in at the right time but there is a tad bit of nervousness with braking hard. Otherwise brake pedal bite is crisp.

The Chevrolet Cruze scores an impressive Euro NCAP crash test rating of five stars

Safety – The Chevrolet Cruze gets a fantastic 5-star Euro NCAP crash test safety rating, where it scores 96 percent for adult occupant safety, 84 percent for child, 34 percent for pedestrian and 71 percent for safety assist. General Motors offers the Chevrolet Cruze in India with four airbags, dual front and side, unlike the Toyota Corolla Altis that only comes with dual airbags. ABS is standard on all variants so the Cruze is a good car in terms of safety equipment.

The facelift boosts the visual appeal of the Chevrolet Cruze to a certain extent

Verdict – The D-segment is currently having around six sedans in the Indian market and all cars are potent in their own way. When we talk about the Chevrolet Cruze, it has some special characteristics indeed but look at it with a holistic view considering the price that touches Rs. 19.86 lakhs (on-road Mumbai) for the range topping LTZ AT variant, it seems a bit overpriced. At this price point, customers expect good rear seat comfort which is quite lacking in the Cruze, top notch quality and a better sounding and convenient media system. However, the Cruze is the most powerful car in its segment and that explosive mid-range is quite addictive. The engine is tractable, city drivability has improved a lot and the automatic gearbox is very convenient in peak traffic hours. You can sign the cheque if you like the cracking straight-line diesel performance with good comfort.

The Chevrolet Cruze facelift doesn’t get much cosmetic changes but what it gets is better drivability and impressive overall performance. The power and torque figures on paper are quite impressive, albeit the Czech opponent is second to none when it comes to performance.

The next generation Cruze is just a year away and should be worth the wait

What’s Cool

* Interior Styling
* Exhilarating Mid-range
* Ride Quality

What’s Not So Cool

* Minimal Cosmetic Changes
* Rear Seat Comfort
* Price

Alternatives: Skoda Octavia, Hyundai Elantra, Volkswagen Jetta, Toyota Corolla Altis, Renault Fluence

The post 2014 Chevrolet Cruze Facelift Test Drive Review appeared first on MotorBeam - Indian Car Bike News & Reviews.

Xcent vs Zest vs Amaze vs DZire – Click above for high resolution picture gallery

Shootout: Maruti DZire vs Honda Amaze vs Tata Zest vs Hyundai Xcent

Price OTR Mumbai: Rs. 5.51 – 8.43 lakhs (Tata Zest), 5.52 – 8.90 lakhs (Hyundai Xcent), Rs. 5.86 – 8.82 lakhs (Maruti Swift DZire), Rs. 6.06 – 9.09 lakhs (Honda Amaze)

The Tata Zest is here to give established compact sedans a big fast run for their money

In spite of the Indian car market not sailing through a good time, there are some segments which are seeing an increase in sales with competition getting more intense by the day. One such segment is the compact sedan space which is seeing a tremendous rise in sales thanks to the vehicles being priced at premium hatchback levels while giving you a sedan body style. When we say compact sedans, only three cars pop up in our minds and unbelievably all these three were in the top 10 highest selling car list of June 2014. The Maruti Suzuki Swift DZire sold 15,990 units, Honda found 7073 buyers for the Amaze while the Hyundai Xcent was bought by 7069 people. That’s a 30,000 units a month segment and now the company which came with the idea of a compact sedan is here to win back its glory. Tata Motors has just launched the Zest, a car which has got rave reviews and a stellar price tag. But can it beat its established contemporaries to emerge as the pick of its class?

Motor Quest: The first compact sedan was the Tata Indigo CS while Maruti Suzuki launched the sub 4-metre DZire in 2012. In 2013, the Honda Amaze was launched while earlier this year, the Hyundai Xcent went on sale. The Tata Zest can be called as the spiritual successor of the Indigo eCS. The next compact saloon headed to India is the Ford Figo sedan which is due for launch by April 2015.

The side profile clearly reveals that the Amaze and Zest are the smoothest here

Styling – When Maruti Suzuki launched the second generation Swift DZire, everybody immediately accepted the fact that a compact sedan means a compromise in appearance, more so of the side and rear design. Honda was quick to dissipate this belief with the Amaze, a car which looks every inch well proportioned, evoking no feeling that a boot was pasted on the Brio’s derriere. When Hyundai launched the Xcent, there were mixed reactions to the styling but one can’t deny the fact that this compact sedan from the Korean automaker doesn’t have as smooth flowing a design and the front and rear-end don’t exactly match. Still, Hyundai has done a much better job than Maruti as the exteriors grow on you with time.

Honda’s boot integration looks the most appealing, the Zest comes second

Pulling out an impressive exterior with their DesignNext philosophy, the Tata Zest is a car which looks the most attractive of the bunch thanks to the massive attention to detail. Yes, the car still doesn’t have as neat a boot integration as the Amaze but the front-end is simply the best here, with those projector headlights and daytime running lights on the front bumper. The side profile is smooth flowing too and the rear is decent looking as well. With nice chunky wheels (all variants have alloys) and subtle chrome touches, the Zest manages to look more expensive than its rivals, it’s also the longest (with the DZire), widest and tallest. Still looks being a subjective matter, we are tied here between the Amaze and the Zest in the styling department.

Hyundai’s interior quality is a notch above the others, the Xcent is very loaded with a plethora of equipment

Interiors – In terms of dashboard design, the Amaze easily comes out last as the cabin simply isn’t a match to the other three in visual appeal. The DZire’s interiors feel really good and quality is excellent too, the Zest being almost similar but lacking on consistency. The Amaze isn’t far behind in quality either. However, the Xcent has the best quality here, easily a notch above the others. It also has the best dashboard design which simply makes you feel you are in a more expensive car than you actually are. The Zest isn’t far behind the Hyundai, the Tata vehicle having a dash which has a very European feel and nothing like you have ever seen in a vehicle from the Indica maker.

The Zest has a very European feel and has the most space inside, it has many segment first features

The seats on all these four cars are good but the ones on the Amaze and Xcent are a bit slim with both companies using fixed headrests for front passengers (the Amaze also has fixed headrests for rear passengers). The DZire and Zest both have big seats which feel very comfortable too, all the headrests are adjustable here. In terms of space, the DZire is the worst, it simply isn’t anything better than your regular hatchback while the other three cars boast of a spacious cabin with ample room at the rear. Where the Amaze and Zest excel over the Xcent is the fact that both these cars are wider than the Hyundai, letting three sit at the rear, something of a squeeze in the narrow Xcent. The Zest has the biggest wheelbase here and but it lacks a rear seat centre armrest, a feature present in all the other three cars. The Zest also has a big transmission hump which is lacking in other cars. The Hyundai has the biggest boot at 407-litres, followed closely by the Amaze and Zest at 400-litres and 390-litres respectively. The DZire finishes last with its tiny 316-litre trunk.

The Swift DZire has a nice two-tone dashboard but lacks on interior comfort as well as boot space

The interior war is clearly between the Xcent and Zest, as these two cars boast of the most space and equipment

Till now, it has been a mixed bag as we have discussed parameters where each car has shown a strong point. However, when we get equipment in contention, the Amaze and DZire go out of contention, both cars lacking on features compared to the Xcent and Zest. The DZire is more loaded than the Amaze which lacks a lot of features including climate control AC, auto-locking doors (absent on the Xcent as well), multi-information display, etc. Both the DZire and Amaze lack reverse parking sensors and Bluetooth connectivity, we are in year 2014 (wake up Japanese!). There are some features in the Xcent which are missing on the Zest like a rear AC vent, push button start, keyless GO, 1 GB storage for audio system, rear parking camera and a cooled glovebox. The Zest gets some feature which are missing on the Xcent, like a 5-inch touch-screen infotainment system (lower variants getting a 3.5-inch system with most of the functionalities) with a state-of-an-art audio system which is so good that it can give a car costing three times a run for its money. There are voice commands, phone functions (you can message through the car) and what not. Other features like 15-inch alloys, daytime running lights, projector headlights, follow-me-home headlamps, IR remote, 7-speed wipers, etc. are a nice touch over the Xcent.

The Amaze has slim seats and lacks heavily as far as features go, it’s the costliest with lowest equipment

The Tata Zest clearly fares strongly in the interior department, it has an appealing dashboard, the best instrument cluster and also the best steering wheel of the four cars here. Where it loses points is the lack of storage spaces on the inside, there is just one cup holder, the door pockets are small and won’t hold a big bottle while there are no magazine pockets either. If anything, the storage tray below the co-passengers seat and large glovebox try to compensate for the lack of storage bins, it is still the Xcent which fares the best in interior storage. In terms of equipment alone, the Xcent is ahead but the Zest is more spacious and the audio system is simply outstanding. When you consider all things, the Zest has the most compelling interior with good space for five and a design which is sure to please all.

The Tata Zest is the most powerful and torquiest car when it comes to petrol engines

Performance – All these cars are available with petrol and diesel engines but the engines are quite different among these vehicles, making it very interesting. Let’s start with the petrol engines first. The Tata Zest is the most powerful car here and is the only vehicle which uses a turbocharged mill. The Revotron unit produces 90 PS at 5000 RPM and a class leading 140 Nm of torque at 1750-3500 RPM which is miles more than the 109 Nm, 114 Nm and 114 Nm of torque in the Amaze, DZire and Xcent respectively. The Amaze is the second most powerful with 88 PS while the DZire comes in third with 86 PS and the Hyundai comes in last with 83 PS but isn’t a slouch either with a 0-100 km/hr time of 13.28 seconds. In terms of horsepower, there isn’t much to differentiate but the torque output makes a big difference here.

The Zest clearly has all its rivals in its sight with a turbo-petrol mill and drive modes

The petrol Zest is the most drivable car of the lot but the Amaze and DZire are the most fun

With as much torque as a 1.5-litre engine, the Revotron motor in the Tata Zest isn’t what you would expect from a turbo petrol powerplant. Rather than top-end performance and a kick-in-the-pants feel, the petrol Zest is more sedate and the focus is more on drivability where it excels against the others. Both the Honda and Hyundai are move active in the mid and top-end while the K-Series mill feels the most alive all throughout, it has a 0-100 km/hr time of 12.97 seconds. The Zest also gets a segment leading feature which are three drive modes (City, Sports and Eco) that do make a difference in the way the motor responds to throttle inputs (the vehicle does the 0-100 km/hr run in 16.62, 15.94 and 13.68 seconds in Eco, City and Sports mode respectively, as per our VBOX runs). Still, if you are looking for the fastest car (in terms of acceleration) here, the Amaze i-VTEC is the one with a 0-100 km/hr time of 12.5 seconds. It’s the slowest in terms of top speed though due to the ridiculous speed limiter which kicks in at 140 km/hr. The Amaze is more capable as one can hit the speed limit in third gear itself.

The Zest is the least frugal in terms of ARAI mileage but the difference is marginal

In terms of mileage too, the Zest is the least efficient (being the only car here breathing through 2-valves per cylinder and running a cast iron block, there is no variable valve timing either) with an ARAI mileage figure of 17.6 km/l. While the DZire and Xcent return 19.1 km/l and the Amaze is rated at 18 km/l (all ARAI figures). The petrol Zest is also the only car to not have an automatic gearbox on offer as the petrol versions of all the three cars are offered with the choice of an automatic, the Amaze using a 5-speed while the DZire and Xcent doing with a 4-speed. All four cars have a light clutch and a smooth gearbox but the one on the Maruti feels the best, followed by the Hyundai and Tata. NVH levels on the Xcent are the best but the Zest being the most drivable with good all-round performance (the turbo whistle is very apparent too) makes it our pick of the petrol cars.

The Zest is the only diesel car to be offered with an auto box, uses an AMT

When we come to diesels, there is a bit more difference between the engines. The Honda Amaze is the most powerful with its 1.5-litre i-DTEC mill generating 100 PS and 200 Nm. Both the Maruti Suzuki and Tata cars share the same engine, Fiat’s 1.3-litre Multijet diesel unit being offered in different tunes on these vehicles. The DZire and base Zest both produce lower output as they lack a VGT. The DDiS mill belts out 75 PS and 190 Nm but in spite of the low output, the DZire is quite fun to drive and doesn’t feel so low on output (0-100 km/hr in 14.63 seconds), it does have the worst drivability though with the most turbo lag of the lot. The Zest produces 90 PS and 200 Nm with the motor tuned for drivability resulting in almost no lag. The Xcent is the only diesel car here to feature a 3-cylinder engine, the 1.1-litre mill outputting 72 PS and 180 Nm, making it the slowest of the lot (still does 0-100 km/hr in 15.85 seconds) but drivability is excellent, lag is well contained and NVH levels are easily class leading, the Amaze being the worst in NVH.

The Amaze is the fastest diesel car here in terms of acceleration, it leaves others behind

The Honda Amaze might be the fastest diesel car here but others aren’t far behind when it comes to performance

The Honda feels the most peppy, it has the most grunt too (0-100 km/hr in 11.82 seconds) and the lag is well contained which aids in ambling around town without a fuss. None of these four cars feel underpowered and that’s really surprising as the Xcent with the lowest output figures here, manages to offer swift enough performance for both city and highway duties. But it’s clear, the Amaze with the most power is the quickest but the lack of top speed (due to the limiter) does rob away from the drive experience. All cars are mated to a 5-speed manual gearbox, the Xcent having the best shift quality and smoothest clutch. The Xcent and Zest both have very good low-end performance, the Honda having the best all-round power band while the DZire excels in the mid and top-end.

Tata Motors has got the right tune on the diesel Zest, it’s the most drivable

The Amaze is the most frugal with a mileage of 25.8 km/l, the Xcent following in closely at 24.4 km/l and the DZire third at 23.4 km/l. Yet again, the Tata vehicle finishes last (the Zest weighs around 100 kgs more than its rivals) in the mileage numbers with a figure of 23 km/l (all ARAI certified) but the difference between the fuel efficiency of all these cars in the real world will be less than a km per litre. The Amaze being the car with the smallest fuel tank capacity of just 35-litres against the 42, 43 and 44 litres in the Xcent, DZire and Zest respectively. Where Tata Motors pulls out a big advantage over others is with the 5-speed AMT which makes the Zest the cheapest automatic car in the country. Being the only vehicle in the segment with an automatic gearbox, the diesel Zest is the default choice for those who choose convenience over everything else.

Except the Hyundai, all other cars are fun to drive with very good handling

Driving Dynamics – All cars use electric power steering but the one on the DZire is the best, it simply weighs up terrifically at high speeds. The Amaze isn’t far behind and nor is the Zest, the steering having good feedback and instilling confidence to push harder. The Hyundai fares the worst here, while its handling is good when driven sedately, push it a bit hard and it simply doesn’t instil the same confidence as the other three, the steering being quite vague. While it has the best brakes of the four, the Xcent simply isn’t as fun to drive and won’t put a smile on your face around a valley section. It is however, the easiest car to drive as the controls are light and manoeuvrability is easy. Turning radius of the petrol Amaze is the lowest at 4.5 metres while the Xcent and diesel Amaze have a 4.7 metre turning radius. The DZire has a bigger turning radius at 4.8 metres while the Zest has the biggest at 5.1 metres.

The Zest has the best ride quality here, the Xcent has the best brakes

The Zest is by far the best riding car here, the chassis is so well set-up that you can really enjoy driving this Tata

The Amaze and DZire both have excellent handling and they can be a whole lot of fun but the Zest surprises you with its capabilities (only car to have Cornering Stability Control here), it’s a car which handles quite well too and can keep up the fun quotient like the Japanese compacts, it just feels a bit heavier than the Japs. Where the Zest is by far the leader is the ride quality, it has the best ride quality here, period, nothing matches it on that front and the way it goes around absorbing bumps even on the worst of roads can leave you pleasantly stunned. The Xcent with its soft suspension comes second while the slightly stiffer Japanese cars finish later. The Amaze rides decently well but poor insulation makes all those thuds even more prominent while the Swift DZire has the worst ride quality of the lot, it also has the worst brakes here, the Amaze finishing second last and the Zest being the runner up after the Xcent in stopping power. All cars are stable at speed but the heavy Tata feels more composed than the others.

All get ABS, airbags but the Zest is more loaded in lower trims, also feels the most solid

Safety and After Sales Service – As usual, none of the cars in this segment are tested by Global NCAP yet and since none of them are sold in Europe, there is no report by Euro NCAP on their crash worthiness. All these cars come with dual airbags and ABS on their top-end variants but Tata is the most generous as it offers ABS, EBD and CSC as standard on all variants (except the base XE). The safety pack which consists of two airbags is priced at Rs. 20,000/-, available on the middle XM trim, making it the XMS variant. As far as after sales service goes, Maruti is the king, followed by Hyundai and Honda, Tata Motors finishing last. However, the Land Rover owners have turned their attention heavily on this department and the Zest also boasts of the best warranty, maintenance plan and roadside assistance in the segment.

The Zest clearly has other compact sedans firmly in its sight with its aggressive pricing

Verdict – If you have been reading MotorBeam regularly, you would be having a rough idea as to who the winner of this shootout is. We have already done a lot of shootouts related to these cars, when we pitched the Xcent and Amaze against the DZire, the Maruti car came in last. When we put the DZire against the Zest last month, the Tata vehicle emerged on top. So the fight is between the Zest, Amaze and Xcent. Let’s first talk Zest vs Amaze, the Tata vehicle having a slew of equipment which makes you feel shortchanged when buying the Honda. The Amaze finishes third, being displaced from its earlier second position. Where the Amaze falters is that it has highest price and the least features, a proposition which simply doesn’t work in our value/cost conscious market. So between the Zest and Xcent, who finishes on top?

This is indeed how the cars finish, the Zest wins while the Xcent comes in a close second

Tata Motors seems to have taken a few leaves out of Hyundai’s book by playing the value game better than the Koreans. While the Xcent has the better quality and some features are unique to the Hyundai, the Tata Zest is the better looking car here with better engines. The Hyundai appears more practical with more storage places and a bigger boot while the Zest is more roomy with its wider cabin. There is absolutely no doubt that the Zest has the better ride and handling balance against the Xcent. But Tata has managed to beat Hyundai at its own game, the Zest has more features as the lower variants are better equipped than the Xcent (all variants of the Zest get alloy wheels, something unseen in a locally manufactured car). When you compare the top-end XT variants alone, the Zest is cheaper by a whooping Rs. 47,000/-. If one considers the XMS variant which has features on par with the competition, the Zest is another Rs. 65,000/- cheaper. Thus you get all features of top-end Amaze and DZire in the XMS trim at Rs. 1.12 lakhs less! This price difference is consistent for most variants and that brings us to the winner of this shoot, the company which started the “more car per car” mantra in the first place has delivered exceptional value, making the Indian car emerge on top in this compact sedan shootout.

The Tata Zest beats the rest by being the best in terms of value, the Zest is by far the cheapest car here with the most features. Who would have thought a Tata car would compete against well established Japanese and Korean rivals and beat them but the Zest is so good that it’s our pick of the lot in this segment.

The Zest and Xcent are far ahead of the DZire and Amaze when it comes to value

Further Reading -

Tata Zest Revotron Review
Tata Zest AMT Review
Hyundai Xcent Review
Honda Amaze Review
Tata Zest vs Maruti DZire Review
Honda Amaze vs Maruti DZire Review
Hyundai Xcent vs Honda Amaze vs Maruti DZire

The post Maruti DZire vs Honda Amaze vs Tata Zest vs Hyundai Xcent – Shootout appeared first on MotorBeam - Indian Car Bike News & Reviews.

Text – Mohit Soni; Pictures – Om Vaikul

This is the segment which will always be the hottest spot in performance motorcycling in India

Price OTR Mumbai: Rs. 1,03,000/- (Pulsar 200 NS), Rs. 1,16,720/- (Hero Karizma ZMR), Rs. 1,27,350/- (Yamaha R15)

These budget sporty motorcycles may be different but they fall in the same category

Performance biking and pricing go hand in hand. This time we are being very specific of what we are about to do. These motorcycles you see above come in the same price bracket and it is you who keeps on asking us which bike you should buy from these. But people say how can you compare these motorcycles despite them not even falling in the same displacement category. Well, tell that to the manufacturer who makes these bikes with different “cc” numbers and either charge too much money, give you unmatched value or offer same or very less performance for the same money. Pricing is done accordingly because it is the most important factor and is the reason why the aam junta keeps asking us this question. What we have here today are performance motorcycles which are a cult in our nation. The Yamaha YZF-R15, a bike which is known for its handling and adequate performance. The Hero Karizma ZMR is for people who want comfort with extra horsepower and want to make weekend trips faster and hence they choose this bike over a 150cc option. The Bajaj Pulsar as we know is capable of doing everything. It can give overwhelming performance as always and be fast while offering relaxed cruising. What the Pulsar did not excel at was handling and the 200 NS is now capable of giving so much more with its new chassis and suspension bits. So which of these similarly priced bikes win? Let’s find out!

Motor Quest: Hero MotoCorp sold 3679 units of the Karizma last month (both R and ZMR) while Yamaha sold 3326 units of the R15 in the same month. The Pulsar 200 NS also does similar numbers to the R15 but the Yamaha seems to be the leader in the segment as far as sales go, in spite of being the costliest and least powerful. While the Karizma was launched in 2003, the ZMR variant came in 2009 and was updated earlier this year. The Pulsar was launched in 2001 and the 200 NS came in 2012 while the R15 was launched in 2008 and the V2 was launched in 2011.

The R15 has racing DNA inspired styling while the Pulsar 200 NS is a pure street-fighter

Styling – Let us start with the best looking bike of the lot. The Yamaha R15 is a stellar looking motorcycle. It is a Victoria Secret model between supermodels here. Nose-down, tail-up design looks stunning with twin-headlights at the front and well integrated and good looking LEDs at the rear. Full fairing with those three drawer compartments add to the purposeful aura which the YZF machine has. It looks poles apart from its predecessor and looks like its elder sibling that is the R6. The Pulsar as always with naked styling bleeds your eyes with those edgy lines, pumps your heart with that muscular tank and superbike inspired headlight turns heads 360 degrees till date, that is even after two years of launch.

The Karizma ZMR looks finicky upfront but side and rear styling is still acceptable

The rear is where the Pulsar 200 NS is not that exciting but it carries the traditional family tail light which is subjective to personal likes and dislikes. Coming to the Karizma ZMR, well what can we say. It is you people who have given it a proper thumbs down but in flesh it is not that bad. Front-end is a bit finicky and resembles an animal which is not inspirational in any way. There are good things such as the new side fairing which is very well executed with slashes and scoops in the lower section with well chosen graphics. The rear is something you can get used to very easily because it is exposed, sporty and the LED tail light look splendid at night and is far better than both contenders in terms of illumination as well.

All of these clusters are well loaded but the one on the 200 NS scores a bit higher with extra essentials

Instrument Cluster And Switchgear – The Karizma ZMR is the only one here with a fully digital cluster which includes the tachometer as well. The ZMR has only two features above all these bikes which the instant fuel economy meter and welcome/good bye message. Rest of these bikes have two trip meters, clocks and regular tell-tale lights. The Yamaha R15 and Pulsar 200 NS have analogue tachometers. The Pulsar 200 NS has a shift light, battery indicator, service due indicator, side-stand indicator extra over the other two bikes. When it comes to switchgear, the ZMR still does not have an engine kill switch and the switches are already used on 150cc stablemates which come for Rs. 30,000/- less. The R15’s switchgear is excellent as always with all basic features which feel and look good too. The Pulsar 200 NS also has what the R15 has but it also has additional blue back-lit switches which are needless to say, still bespoke to Bajaj/KTM bikes as a cool feature.

The Karizma ZMR is the most comfortable here, 200 NS is next while the R15 comes last

Ergonomics – All these three motorcycles offer low seat height and the Pulsar 200 NS is the one which suits tall riders quite well. The seats on the Karizma ZMR and Pulsar are extremely comfortable, well padded which is also because of their generous dimensions in terms of length and breadth. The R15’s seats are good but when it comes to the long-run, due to dedicated riding position and thin seats, it makes it not such a comfortable long-distance tourer, it also has the worst pillion seat here. Mirrors are well positioned on all these bikes. Foot-pegs are rear-set on all these bikes as well and it’s the Karizma and Pulsar 200 NS which allow more space to move around and are spacious enough for those long rides.

These entry-level performance bikes give you thrills in both corners and straight-line

Performance – Let’s get over with the fastest and slowest in the beginning itself. The Pulsar 200 NS takes 10.20 seconds to do the 0-100 km/hr sprint while the R15 does it in 13 seconds and the new Karizma ZMR does it in 11.26 seconds, making it much faster than the old model. The Pulsar 200 NS is the fastest bike here with a genuine top speed of 135 km/hr. Meanwhile the R15 and Karizma ZMR both manage 130 km/hr on the VBOX, making them neck to neck in terms of top speed. The bump in power to the Karizma ZMR has helped it beat the R15 in acceleration.

The Pulsar 200 NS is the fastest and quickest bike of the trio by a good margin

The engine on the R15 and 200 NS are proper screamers and rush to their redlines with an aggressive sounding

The Yamaha R15 is a bike which now has very good low and mid-end torque but has lost the top-end thrust which the old bike had due to taller gear ratios and smaller sprocket. It is still the most refined bike here with excellent NVH, followed by the Karizma and Pulsar 200 NS. The Karizma ZMR is the still the same with its 2-valve mill, so the low and mid-end punch is what it offers best. The Pulsar 200 NS with more power has excellent city ride-ability and the mid and top-end surge is just surreal because the way the Pulsar engine spins is almost as fast as the KTM, redlining is not an issue either. Both these Japanese engines spin fast too but the Pulsar is just way more ahead thanks to the crankshaft and flywheel which comes directly from KTM, including the gearbox which has tweaked ratios (taller) over the Duke 200.

Top speed difference is not drastic but the 200 NS reaches there very quickly

The R15 and Pulsar 200 NS have a 6-speed gearbox while the Karizma ZMR still offers a 5-speed unit, the one on the Yamaha being the smoothest here. Also the Pulsar and R15 offer liquid-cooling while the Karizma uses an oil-cooler. Both Japanese bikes are fuel-injected, full-faired while the Pulsar uses a carburettor with naked styling. Proper response and missing things over the Japanese contenders will come in the form of the Pulsar 200 SS. When it comes to fuel-efficiency, all these bikes are capable of giving 40 km/l on the highway and 35-38 km/l in the city. All in all, all of this makes the Pulsar 200 NS the clear winner because it offers city ride-ability, drag racer performance and highway cruising ability in a comfortable, linear manner.

The R15 is the most dynamically rich bike with the Pulsar 200 NS being close

Riding Dynamics – Oh boy, this is the third time we have said this and we have to say it again. If any Yamaha product comes in a comparo, it just wins the dynamic round by a good margin. The R15 is the most dynamically sorted out bike in the Indian motorcycle industry till date. Sure the Dukes are even more exciting and have great balance but the R15 has its special place because the way it gives confidence to a newbie rider to push harder and harder is unmatched. Lots of grip, fast and crisp turn-in of the front-end along with feeling agile and nimble while being solidly planted at high-speeds with immaculate mid-corner balance. Needless to say that every action of the bike gives immense feedback to the rider which is the party piece of the R15. The radial fat tyres with aluminium swing-arm ensures throwing it in corners again and again on demanding roads makes you the Joker of Batman, constant smiling despite doing things right or wrong. However, this is where competition comes in when it comes to the corporate world. The Pulsar 200 NS is a revolutionary product from Bajaj. The best engine package now comes with same perimeter frame as the R15 but the tuning is for the street-fighter character of the bike.

The Karizma ZMR is no slouch in the corners either as grip levels are better than before

The Pulsar 200 NS with almost identical wheelbase as the R15, feels agile, turn-in is good but not as sharp as the R15 due to the raked out front-end. Stability in a straight-line is really good and it stays planted and sorted when it comes to mid-corner stability as well. The only major problem with the NS are the tyres. The tyres don’t let you extract the real potential of the Pulsar 200. As we know, it has almost R15 level of potential. Riders who have changed the tyres enjoy the motorcycle so much that they swear by their bike’s dynamics. Getting same type of rubber as the R15 can change your perspective towards its handling or even better if you can swap them for Pirellis of the same dimension.

The R15 makes up for the lack of grunt with its fantastic chassis balance, it has excellent brakes

The Karizma ZMR though, still has the single-downtube frame with the same suspension setup (no monoshock here). Now with fatter rubber on-board there is a noticeable difference on how the suspension behaves which in turn makes the chassis much more apt for the role. The fat rubber definitely lends more grip and aids in handling and you can choose to lean hard or go fast as any track day master would tell you to. The suspension is on the softer side but you feel it only at the limit. Taking sweepers and corners is far more fun and a much more stable act than before. A definite improvement over the previous bike but no where close to offering fun and sure-footed handling as its other two dynamically rich friends here. Ride quality on all these bikes is good and provide a good amount of comfort on our broken roads but the R15 is the best of the trio. The Yamaha also has the best brakes, the 200 NS having stronger stopping power but the tyres don’t grip as much as the R15’s stickier rubber.

The Pulsar 200 NS being the winner, enjoys being on the “top” all the time

Verdict – Well the Pulsar 200 NS is faster, cheaper, easy on the pockets and is the most fun to ride bike which makes it the undeniable choice in this segment at this price point. All these manufacturers provide a fuss-free ownership experience which includes cheap running costs and good fuel efficiency. As we all know, the Pulsar 200 NS has being doing the exact same numbers as the two other bikes in the segment which means there is a place for the other two bikes as well. If you want style, dedicated ergonomics, dynamics, performance (as good as the Karizma ZMR), quality and proven reliability then there is the Yamaha R15 for you. If you prefer comfort, performance and then style (in that order), then the Karizma ZMR is for you. If you want almost everything offered by these two bikes and are on a tight budget, the Pulsar 200 NS comes into action without a second thought. Budget aside, the Yamaha R15 is our pick of the lot.

The Pulsar has always been at the pinnacle of affordable performance biking in India at a price which just begs you to go to the showroom and get one for yourself. In this shootout, the 200 NS makes the competitors at this price point feel outclassed in one way or the other but if budget no bar, the R15 is the one to pick.

Choose your priroties as mentioned above and you have your own winner

Further Reading -

Bajaj Pulsar 200 NS Ownership Report
Yamaha R15 Long Term Review
Hero Karizma ZMR Review

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