2015 Hyundai Elite i20 – Click above for high resolution picture gallery

Car Tested: 2015 Hyundai Elite i20

Price OTR Mumbai: Rs. 5.82 – 9.30 lakhs

The Elite i20 is an evolutionary hatchback, this Hyundai makes all its competitors shiver

Hyundai entered the Indian market at the right time and in a right way. The carmaker’s first offering, the Santro was introduced in 1998 that gathered tremendous appreciation for breaking the monotony or you can say monopoly with its unique features, distinctive styling and competitive price. Things haven’t changed much since then, Hyundai is still known for introducing new features in the segment while giving big importance to styling and keeping the price competitive. We have seen the immense popularity of the Hyundai i20 in the Indian market despite being positioned in the premium hatchback segment. Now, with the world debut of the second generation i20 in India, Hyundai feels confident to tug the heart strings of buyers in the ‘elite’ way. We explore the new Hyundai Elite i20 in Jodhpur, City of Maharajas to see whether it lives up to the expectations or not.

Motor Quest: The Hyundai i20 was introduced in India in 2008 that was intended to replace the Hyundai Getz from many markets. In 2012, Hyundai India launched a significant facelift of the i20 that was known as i-Gen i20, which came with the fluidic design philosphy version 1.0. The new Hyundai Elite i20 gets the version 2.0 fluidic design theme that reveals a more dynamic and powerful stance.

The Fluidic Design 2.0 with its unique styling cues makes the Hyundai Elite i20 stand with panache

Exteriors – Hyundai believes the previous generation i20 had a youthful, sporty and hi-tech stance and now while retaining the same characteristics of the styling, they are promoting the Elite i20 with a bold, dynamic and powerful image. We agree with them because it looks powerful indeed and has mature design elements that grow on you with time. The front profile looks imposing with the hexagonal grille having a honeycomb mesh and chrome outlining. The wide swept back headlamps integrate reflectors on the top that act as faux daytime running lights because DRLs are not being offered with the new gen i20 as opposed to the outgoing model. The bonnet has strong creases that add to the visual appeal. There is a pause between the bonnet and bumper on the nose that houses the Hyundai badge neatly. At the lower end you’ll find trapezoidal fog lamps with sharp bumper lip.

Black C-pillar, diamond-cut alloys and racy stance are the highlights of its side profile

The Elite i20 looks upmarket and mature with the new design language

The side profile reveals the sporty stance of the Elite i20, which appears forward leaning. The 16-inch ‘diamond cut’ alloys look premium and fill the wheel arches very well while the ORVMs have integrated turn indicators. There is a strong shoulder line that emerges from the headlights and continues upwards to the tail lights. The blackened B and C pillars gives the sense of a floating roof and we quite like it but it is a ‘love it or hate it’ styling cue. It’s integrated neatly to the body but the panel itself feels plasticky and boxy when you knock it. That said, the rear styling of the Elite i20 definitely grabs attention with its broad stance and big car feel. The three step detailing on the huge tail lamps looks upmarket and the bumper gets busy styling integrated with reflectors and one side reverse lamp. The rear parking camera is protruding in the middle and further down is the hatch opening button. The Hyundai logo integrating the button with a hidden camera would have made the tailgate look cleaner. The Elite i20 is 10 mm shorter and 24 mm wider with a 45 mm longer wheelbase.

The dual-tone dashboard looks premium that has a rich feeling of materials used

Interiors – Step inside the cabin and the first thing to notice is the beautifully layered dashboard with beige and black colour tones. The design of the dashboard is driver oriented which makes you feel connected to the centre console. The design of the three-spoke tilt and telescopic steering wheel can also be seen on the Grand i10 but this one has a different layout of controls and chrome outlining on the horn pad. The instrument cluster is neat and falls easy on the eyes with analogue tachometer and speedometer having digital temperature and fuel gauge on either side. The party piece of the instrument cluster is the MID screen in the middle that displays a host of information you can’t think of for a car in this segment, no wonder Hyundai calls it supervision cluster. It has steering position reminder so that you are aware of the wheels before you start moving, you can set your service reminder, it also has parking sensor display, doors open/close display, settings for auto unlock, dual tripmeter, gear shift indicator and much more. However, instantaneous fuel consumption, distance to empty and average fuel consumption is shockingly missing.

Rear camera with steering adaptive guidelines and rear AC vents are some of the unique features in this segment

The electro-chromatic rearview mirror gets a neat display for rear parking camera with steering adaptive guidelines. There are anti-pinch power windows as well that automatically fold down if obstacles are detected. You have keyless entry with push button start so keep the key in your pocket, press the request sensor on the door handle to lock/unlock the car and push the button to start/stop the engine. The AC vents are positioned ergonomically and the steering doesn’t obstruct the air flow for the driver. Automatic climate control works smoothly and chills the cabin within no time. The centre console has a serene uncluttered design and each button and control are placed ergonomically. The big letdown though is the tiny digital screen in the middle. Buyers nowadays expect a fancy touch screen with a whole lot of drama inside for a high-tech infotainment experience. Nevertheless, the Elite i20 comes with a 2-DIN audio system with CD, AUX, USB and Bluetooth connectivity and additionally 1 GB of internal storage space. It has 4 speakers with 4 tweeters and the audio quality feels quite crisp and rich. The Bluetooth can stream calls and music from your Smartphone and all the audio and supervision cluster controls can be found on the steering.

Ample storage space inside the cabin for knick knacks including sunglass holder and front arm-rest storage

A longer wheelbase has carved out more space inside the i20’s cabin

The central locking button is placed in the middle of the centre console just above the hazard lights but sadly there is no speed sensing auto door lock. So you have to reach the button every time you get going. There are two 12V sockets placed on the lower end of the centre console. The newly designed gearknob feels good to hold with rich materials. The quality, fit and finish is superb and has further improved quite some notches above the outgoing model. The plastics have a smooth touch, controls and switches have tactile feedback including the stalks that are a pleasure to use. Speaking of stalks, it now has lane changing one-touch indicators and auto-headlamps with escort function but sadly no rain sensing wipers. The seats at the front are very comfortable that have good back and neck support with ample under-thigh support. The driver’s seat is height adjustable with good flexibility. The driver’s foot-well is well spaced out featuring a dead pedal.

Generous legroom and headroom for tall passengers, boot space is good enough despite being smaller

At the rear you get generous legroom, which has improved because of the longer wheelbase. The seatback angle is comfortable, you have height adjustable headrests and the back support is good along with ample headroom but on both the extreme sides you don’t have thigh support because there is a gap between the seat and door pad. Three abreast can sit easily with an almost flat floor, rear AC vents work well to keep passengers comfortable at the back but the rising window line could make short people claustrophobic. There is enough storage space for everything to fit in the right place. There are cupholders in the front, ample door pockets, ticket holder in the centre, space in front of the gearlever for phones and iPods, front arm rest storage, sunglass holder on the top, rear seatback pocket but only behind the passenger seat and cooled glovebox which is generous in size. The 285 litres of boot space is accommodating but a tad smaller in size (reduced by 10-litres) compared to the previous i20 but you have 60:40 split seats at the rear for better flexibility.

The 1.2-litre Kappa petrol engine is extremely refined but needs to be revved hard for outright performance

Performance – The engine options are carried forward from the outgoing model, excluding the 1.4-litre petrol with a 4-speed automatic gearbox. Power output remains unchanged but both the engines are optimised for better power delivery and lower emissions. The 1.2-litre Dual VTVT Kappa produces 83 PS at 6000 RPM and 115 Nm of torque at 4000 RPM. The VTVT mechanism is applied to both inlet and exhaust port that optimises opening and closing of valves, improving efficiency and reducing emission. It also has electronic throttle control valve that ensures consistent performance with varying load conditions. The petrol engine is quite refined and quiet. Power delivery is smooth and linear throughout the rev range and it revs freely. The grunt is good enough for city commuting and sedate driving style but to get the most out of it you have to keep the engine on the boil.

NVH is impressive and the 1.2-litre petrol engine is best suited for city driving

The Kappa engine is better suited for city and not highways. Mated to the petrol engine is a 5-speed manual gearbox, which is butter smooth and a delight to use with a light clutch for relaxed stop-go driving in traffic. The well-stacked ratios are again city oriented with good in-gear acceleration for initial gears but show it a highway and it feels breathless. Cruising is decent at 100 km/hr in fifth gear that keeps the engine revs around 2900 RPM. One has to prepare for highway overtaking because you need to downshift a gear or two to push forward. NVH level is impressive and the motor doesn’t make much noise inside until redline that comes up at 6500 RPM. There is little wind noise but at expressway speeds. The ARAI claimed petrol fuel efficiency is 18.60 km/l for the Era and Magna variants and 18.24 km/l for Sportz and Asta variants because of the additional weight. Expect real world fuel efficiency of the Elite i20 to be around 12-13 km/l in the city and there shouldn’t be much difference on the highway because it needs to be revved harder.

The 1.4-litre diesel has well controlled turbolag and a linear yet strong power delivery for better drivability

Both the engines are very frugal and quite refined

The 1.4-litre U2 diesel engine churns out a healthy 90 PS of power at 4000 RPM and 220 Nm of torque at 1500-2750 RPM. The oil burner has been optimised for better low end grunt for city drivability by controlling the turbo lag and providing linear power delivery. The fuel injector operates at a high pressure of 1800 BAR. Push the button to start the engine and you can immediately feel the refined character of the U2 diesel. We were impressed with the quietness of this diesel engine even with the audio system switched off. Release the clutch and the car starts moving, give it some throttle and you’ll realise how well the turbo lag has been controlled. The power delivery is linear since the beginning and post 1500 RPM you get a gentle surge of torque that continues flat till around 3000 RPM, so it is a fun and effortless highway performer.

The diesel powered Elite i20 is an effortless highway cruiser with a strong mid-range

It’s pretty sharp in city traffic as well and you can cover the gaps quickly with is crisp acceleration. The smooth and brawny torque makes the mid-range a delight to ride on and this oil burner can never make you feel that it’s underpowered, it just goes. The diesel mill is mated to a 6-speed manual transmission for better efficiency. The gearbox and clutch calibration is comfortable and the ratios make it a well balanced car for city as well as highways. However, the first gear feels a bit short while second is tall so in some situations in the city you’ll find yourself shifting between the two frequently. Otherwise in-gear acceleration is excellent and you can overtake on the highways without breaking a sweat. Cruising is effortless as well and doing 100 km/hr in sixth gear will see the motor hovering around the 2000 RPM mark. NVH has improved a lot but the diesel engine gets audible post 3000 RPM until redline that comes at 4750 RPM. ARAI claimed diesel fuel efficiency is 22.54 km/l for the Era and Magna and 21.76 km/l for the Sportz and Asta variants. Expect overall fuel efficiency of 16-17 km/l in real world conditions.

Dynamics have significantly improved, we have no complaints about ride and handling

Driving Dynamics – We have been asked a zillion times about the dynamics of Hyundai cars under our comments section as well as personally. That’s valid because Hyundai cars’ dynamics were quite questionable. You read that right, ‘were’ questionable because Hyundai has taken the feedback quite seriously. We have seen Hyundai addressing the suspension issue of the Verna soon after taking customer feedback. We have also seen considerable improvement with Grand i10’s grownup behaviour compared to the previous gen i10. Now with the Elite i20, we can easily say at the very beginning that there’s nothing to complaint or worry about with the dynamics of this Hyundai. The mature suspension setup makes the ride comfortable and the handling doesn’t give you nervousness.

The suspension soaks the bumps and potholes orderly without bobbing around

Prominent improvement can be felt in the dynamics of the i20 immediately

The suspension setup includes McPherson struts at the front and coupled torsion beam at the rear. The good thing is that at low speeds, ride doesn’t feel firm with a stiffer and taut suspension. Drive slowly on bad roads and potholes, and it feels like chewing a marshmallow. As it gathers pace the ride gets flatter and the rear never tends to bounce now, as seen with the outgoing i20. We have tested the car on huge potholes and big speed-breakers, it only thuds and clunks when you hit them at high speeds without braking and very less vertical movement penetrates inside. It takes broken tarmac and those small sized but irritating plastic rumblers in its stride without hesitation. The 170 mm ground clearance does a fantastic job of keeping the underbelly untouched.

The steering feedback has significantly improved but it’s not as sharp as the Swift

Handling has improved leaps and bounds over the old i20 and it’s much more eager to get into corners. The steering feedback isn’t as sharp as other hot hatches in its segment but is definitely confidence inspiring and a neutral handler. At low speeds the steering is conveniently light for parking or manoeuvring in traffic and as the speed increases, the steering weighs up to give the confidence you need at high speeds. You can cruise at high triple digit speeds without holding the steering tight nervously. The diesel powered Elite i20 feels more front heavy and more planted with better handling. There is little body roll but that doesn’t make it uneasy around the ghats and its negligible. The grip from the 195/55 R16 tyres is worth appreciating. Despite not having rear disc brakes, the braking performance is surefooted with crisp pedal bite and it stops in its line even with hard braking.

Hyundai doesn’t offer six airbags anymore, Elite i20 comes with dual front airbags

Safety – The Hyundai Elite i20 hasn’t been tested by Global NCAP yet but the first generation Euro-spec i20 got a full 5-star crash test rating at Euro NCAP. The sad thing is that Hyundai India doesn’t offer 6 airbags anymore and the Elite i20 now comes with only dual front airbags, that too on the Asta variant, while only Sportz and Sportz (O) get driver side airbag. ABS is also offered only with Sportz, Sportz (O) and Asta variants while the Era and Magna don’t get any safety features. The Elite i20 comes with Smart Pedal that overrides the accelerator pedal during simultaneous operation of brake and accelerator during panic braking. It also comes with impact sensing door unlock feature that unlocks the doors automatically incase of collision.

If you forget the past and believe in the future, the Elite i20 should be your companion

Verdict – The Hyundai Elite i20 offers a well-rounded package without compromising much on any aspect. The pricing is aggressive considering the fact that there is only a minor increase in price over the outgoing model. The mature styling definitely makes it look Elite and at the same time big in dimensions. Hyundai has carved out phenomenal space inside and the dashboard styling is awe-inspiring. However, the carmaker has skipped on some safety features and equipment like LED DRLs, rain sensing wipers, rear disc brakes and so on. On the flip-side they are offering some unique features. The petrol engine is best suited for city runabouts and for people with limited running. If you want to have some fun and hit the highways frequently then the diesel engine should be your choice, which is frugal, fast and more dynamically sound. The dynamics are not for purists but for a wider audience that seek for a comfortable ride with predictable handling. The Elite i20 is a major leap forward and quite a desirable hatchback in its segment.

The first generation Hyundai i20 was a rampant success for the Korean carmaker in India because of its clever positioning and immense value that it offered. We believe the Elite i20 will further lift the fortunes of Hyundai not only because of the styling, features and price but also because of the mature dynamics.

Hyundai has taken your feedback seriously and has worked hard on the dynamics

What’s Cool

* Styling
* Interior quality, design and space
* NVH and diesel engine performance
* Significantly improved dynamics

What’s Not So Cool

* Safety features gone down
* Petrol engine lacks punch
* Some features from last gen model skipped (sunroof, rear disc, DRLs, etc.)

Alternatives: Volkswagen Polo, Maruti Suzuki Swift, Fiat Punto Evo

This key is for people seeking an affordable, stylish, comfortable and youthful hatchback

2015 Hyundai Elite i20 Specifications

* Engine: 1197cc, 16V, Kappa, VTVT (P); 1396cc, 16V, U2, CRDi (D)
* Power: 83 PS @ 6000 RPM (P); 90 PS @ 4000 RPM (D)
* Torque: 115 Nm @ 4000 RPM (P); 220 Nm @ 1750-2750 RPM (D)
* Transmission: 5-speed manual (P); 6-speed manual (D)
* 0-100 km/hr: 15.70 seconds (P); 11.94 seconds (D)
* Fuel Consumption: 13 km/l (Petrol), 17 km/l (Diesel)
* Fuel Type: Petrol; Diesel
* Suspension: McPherson Struts (Front), Coupled Torsion Beam (Rear)
* Tyres: 185/70/14 Steel (Era, Magna, Sportz) 195/55/16 Alloy (Sportz O, Asta)
* Brakes: Ventilated Disc (Front), Drum (Rear), ABS
* Safety: ABS, EBD, Dual Front Airbags, Reversing Camera, Smart Pedals

2015 Hyundai Elite i20 Dimensions

* Overall length x width x height: 3985 mm X 1734 mm X 1505 mm
* Wheelbase: 2570 mm
* Turning Radius: 4.7 metres
* Ground clearance: 170 mm
* Boot Volume: 285 liters
* Fuel Tank Capacity: 45 litres
* Kerb Weight: 1066 kgs (P); 1222 kgs (D)

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

2014 TVS Scooty Zest – Click above for high resolution picture gallery

Scooter Tested: 2014 TVS Scooty Zest 110

Price OTR Mumbai: Rs. 48,150/-

The Scooty Zest has more performance, practicality and value than the competition

“Papa, I need a scooty. Why do you need it son? Everybody has it Dad. Ok pass this year with good numbers and I will get you a Jupiter”. So as you can see this is a conversation in every household these days. Boy asks for a scooty and gets a Jupiter (market leader name was avoided for a reason). Scooty in India means a scooter. This is the brand image which the domestic manufacturer has created since the past twenty years. Scooters were made for the females, then came manly versions of it, then came the unisex ones, then came lady versions yet again. But now, the company who is responsible for crafting this segment has realised that they need to gain even more market share with the bomb they have in their arsenal. TVS has refreshed the iconic brand (which they hold the keys to) with a bigger heart. With women gaining freedom, independence and much more, they don’t want a small and lazy scooter which just gets bullied around. They want something powerful, something which has more zest and hence TVS has made small efforts in every corner of the scooter to make it better. TVS has the legacy of making really good scooters which we have obviously seen with the Wego and Jupiter but it started with the Scooty itself and the learnings had to be applied here. We have ridden on the test track of TVS in Hosur to see how the new Scooty Zest fares in extreme conditions and we also found the practical bits and pieces that the scooter offers. Has the icon flourished in all its glory? Will it live for many more decades to come? We find out!

Motor Quest: The Scooty brand name dates back to 1994 when TVS developed it as a unisex scooter but with majority of women buying it, the company re-positioned it as a female scooter in 1996. TVS has launched many variants of the Scooty including ES (Electric Start), Pep, Pep+, Teenz and Streak. The Zest is the latest version in the Scooty lineup and will be on sale along with the Pep+ and Streak.

Side profile is heavily redesigned and is in sync with new stablemates

Styling – In terms of looks, the TVS Scooty Zest is very compact and slim in profile. At first sight, it is undeniably a Scooty but it does look fresh and more youthful than before. The front is a flat panel which extends all the way down and houses turn indicators with twilight lamps. TVS say this helps them keep the conventional mudguard away, a Scooty tradition since the first generation. The front headlight has grown slightly in size and has Multi Focal Reflectors (MFR) for better illumination and the spread is biased towards the left (obviously after the centre part) because TVS says that there are more things to look out on the left and hence they have done it. Side profile is a youthful iteration of the Jupiter (same exhaust canister too) with cool graphics and even more rounded profile than before. The rear is dominated by a huge vertically aligned LED tail light which looks swell in conjunction with the flowing turn indicators.

The cluster is simple in design with a back-lit, it comes with many essentials onboard

Instrument Cluster and Switchgear – The cluster seems to be a slight evolution of the Jupiter and it does look nice by pleasing at first sight with the well chosen fonts and all the tell-tale lights you will need. It also has the Power and Eco mode like its stablemates. Eco mode works under 60 km/hr and Power mode flickers every 20 seconds if the scooter is left idling. TVS was seen focusing on this feature which was already there in other scooters, seems strange or perhaps using the advantage of showing of an extra feature is always a good idea to lure everybody. We reported this every time we came across TVS’ recent scooters. The cluster has what TVS calls back-lit. Those small lines between the numbers light up in the night and in the pictures it looks splendid. Switchgear is good as always with any TVS scooter but now around them you get paint finished area to make your experience better and you won’t be touching the scratchy plastic at any point of time.

Entry-level scooter houses a full size sporty helmet! Shocking fact

Practicality – The scooter despite being as compact as the competition, has the biggest under-seat storage capacity. 19-litres is already a lot but the width of the tub is so huge that it actually did accommodate our huge sporty helmet. Segment above scooters do not have this feature. The leaf shaped, body coloured rear view mirrors are well positioned and look good too. The foot board is textured to give good grip in any situation and does not feel slippery at all. None of the scooters have this problem as they use a mat. TVS has avoided it in a clever way which won’t be a problem to the customer and helps save costs too.

Textured footboard looks good, feels good, performs good and costs less

The foot board is quite spacious considering the size in terms of length and breadth of the scooter is quite small. TVS says since women will be riding, it should accommodate the saree of the biggest possible size. Riding position is upright and seat height is short enough to suit people with a 5’10 height to under 5’5 height riders. The seat is comfortable and the widest in the segment which, overall gives you hours of riding comfort. TVS has also equipped the new Scooty Zest with a side stand buzzer which is active the moment you start the engine, so that you don’t ride off with the side stand deployed.

The Scooty gets a new heart which pumps out more torque and is refined as ever

Performance – Powering the Scooty Zest is the same engine which is used in the Jupiter and the newly refreshed Wego. Despite the recent changes on the Jupiter’s engine, TVS has made changes to this new Scooty’s engine as well. Gear ratios of the CVT gearbox are different, the airbox and air filter is different and so is the ignition timing. All of this results into .7 Nm more torque at 500 RPM less than before which makes it a lot more peppier. The motor as any other TVS engine is smooth and refined throughout the rev range. The engine loves to be kept on the boil all the time, NVH levels are well controlled. The gearbox is now 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 any other scooter in this segment.

Light kerb weight helps it perform better than stablemates in low and mid-range

The Scooty doesn’t feel small in any way, it performs, behaves and feels like a scooter from a segment above

Highway performance should be good as it reaches 60 km/hr in no time and 85 km/hr is also achieved quite quickly because of the low weight it lugs around compared to other scooters from the TVS family. The performance from this 109cc scooter is truly amazing as the figures it produces are quite close (torque is higher) to its elder siblings. But the other two stablemates are 7-8 kgs heavier than the Scooty Zest. The Scooty Zest is also one of the lightest scooters in the scooter segment because it just weighs 98.7 kgs (with accessories) and 97 kgs without them which is one of the core reasons why the performance is fantastic. Claimed fuel efficiency is 62 km/l. Expect it to give 57 km/l on the highway and to deliver almost 50 km/l in the city if ridden sanely.

The Scooty Zest with the new chassis and peppy engine makes it very fun to ride

Riding Dynamics – Armed with telescopic suspension at the front and normal single-sided hydraulic double rated rear shock at the back with a brand new underbone chassis, the Scooty Zest has the usual scooter setup seen in the segment. However, the Scooty Zest has a suspension which is finely tuned for the light kerb weight it has. The suspension is on the stiffer side, it is not stiffer than the class leaders in stiffness, the Yamaha Ray or Suzuki Let’s. Ride quality is good due to higher profile tyres and 10-inch wheels. This stiffness had to be achieved because the extremely light kerb weight would hamper stability and dynamics but since it does not compromise on ride quality, it’s a win-win situation at both ends.

Poised, pin point precise, eager to scrape at any give moment, the Zest is zesty indeed

Summing it up then, 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 good grip, the tyres are of good compound and now come with an anti-skid pattern. Leaning the Scooty Zest completely to the max is very easy but you end up scraping like every journalist did at the TVS test track. Front-end is extremely poised and direction changes are lightening quick thanks to fatter rubber at the front. Cornering clearance (at almost full lean) is low but there won’t be a problem with ground clearance in real world conditions. 110 mm brakes at the front and 130 mm at the rear (drums) may sound odd but TVS did it according to the weight distribution of the scooter as most of the load (with pillion or stuff) comes at the rear. We did high speed braking and low speed too and didn’t notice anything unusual about it.

Attention to detail has paid off, icon is redefined in the right way

Verdict – The Scooty Zest does everything very well. It is the most fun to ride scooter with that already impressive engine and excellent dynamics. The Scooty Zest now has the best storage capacity in its class something which competition is unable to do. This is a package from TVS that will appeal to the ladies who look to commute in style and seek abundant practicality and power on-board. If the enthusiast also chose to ride this TVS, they will also have a lot of fun with this scooter. The Scooty Zest undercuts the competition, the cheapest Japanese rival is Rs. 4,000/- more expensive with the Scooty Zest offering more in return. In fact, we were living with its elder sibling, the Jupiter for months and the upkeep costs and service experience has been fantastic too. The TVS Scooty Zest has been thoroughly worked upon and it shows. The attention to detail is brilliant and so will be the customer satisfaction levels with the fantastic Scooty Zest.

The TVS Scooty Zest does everyday duties extremely well and does it in a sporty manner too. It also offers you more bang for your buck. This entry-level offering from Hosur will find many homes. Anyways, as it has everything you will ever need from one of the cheapest 110cc scooters, there is no other place to go for entry-level scooter buyers.

The TVS Scooty Zest is a package that has something for every one in it

What’s Cool

* Performance & Dynamics
* Styling
* Value for money

What’s Not So Cool

* No alloy wheels

Alternatives: Suzuki Let’s, Yamaha Ray, Honda Activa-i, Hero Pleasure

TVS aims to sell 10,000 units every month and will continue to do so for a long time

2014 TVS Scooty Zest Specifications

* Engine: 109.7cc, SOHC, 2-Valve
* Power: 8 HP @ 7500 RPM
* Torque: 8.7 Nm @ 5500 RPM
* Transmission: CVT
* 0 60 km/hr: 11.1 seconds
* Top Speed: 90 km/hr
* Fuel Consumption: 50-57 km/l
* Fuel Type: Petrol
* Frame: Underbone Type
* Suspension: Telescopic Forks (Front), Monoshock (Rear)
* Tyres: 90/100/10 (Front), 90/90/10 (Rear)
* Brakes: 110 mm Drum (Front), 130 mm Drum (Rear)

2014 TVS Scooty Zest Dimensions

* Length x Width x Height: 1770 mm x 660 mm x 1139 mm
* Wheelbase: 1250 mm
* Ground Clearance: 150 mm
* Seat Height: 760 mm
* Fuel Tank Capacity: 5-litres
* Kerb weight: 97 kgs

The post 2014 TVS Scooty Zest 110 Test Ride Review appeared first on MotorBeam - Indian Car Bike News & Reviews.

Text – Faisal Khan; Pictures – Om Vaikul

This is by far the biggest C-segment car shootout you would have ever come across

Shootout: Honda City vs Ford Fiesta vs Hyundai Verna vs Fiat Linea vs Nissan Sunny vs Volkswagen Vento vs Skoda Rapid vs Renault Scala

Price OTR Mumbai: Rs. 8.21-11.50 lakhs (Fiat Linea), Rs. 8.28-11.41 lakhs (Skoda Rapid), Rs. 8.31-11.94 lakhs (Nissan Sunny), Rs. 8.45-11.89 lakhs (Renault Scala), Rs. 8.50-14 lakhs (Hyundai Verna), Rs. 8.54-13.39 lakhs (Honda City), Rs. 8.71-12.06 lakhs (Volkswagen Vento), Rs. 9.39-11.33 lakhs (Ford Fiesta)

The C-segment is where the battle between automakers in India is by far the most intense

The C-segment is the most interesting segment in India because it’s the only segment which has so many cars on offer, there is something for everyone here. In fact, the Honda City and Hyundai Verna are the biggest sellers in this segment and the other cars aren’t even looked at which is a shame because all of these eighth vehicles are really good in their own way. With more cars stepping in, confusion is always at the peak for a prospective buyer. Which car should one buy? There are cars from almost every brand to confuse you. In fact, the C-segment is so big that except Toyota, everyone global car maker is here to pluck a small pie of the market. In usual MotorBeam style, we are here to clear all confusion once for all by pitting all these eight cars head to head, yes, this is the biggest C-segment car comparison you would ever come across. Does the City shine bright on the top or do the Fiesta, Linea, Vento show that they are the real king when it comes to product engineering? Does value for money offerings like the Sunny, Scala, Rapid and Verna shake anyone? We have a definite answer in this shootout.

Motor Quest: The Honda City has long been the leader of the C-segment and has remained almost unchallenged in its long innings in India. The only time the City was displaced from the top was when demand for diesel cars surged high and Honda did not have a diesel version of the City, the Hyundai Verna became the segment king then. As soon as the fourth generation City was launched, the Verna was immediately displaced from the top. Meanwhile all the other six cars don’t sell even close to how much the City sells, in fact, all the seven cars combined don’t match the City’s sales numbers.

All these eight cars have a striking identity of their own, they look good

Styling – All eight cars parked together, we did a quick walk around and needless to say, it was the Ford Fiesta which really made us pause and stare. The second most attractive vehicle here is without a doubt the Fiat Linea, another car where style is flowing in abundance. Ranking someone third would be a tough call, one side is Hyundai’s Verna which really looks swell with the fluidic design language while on the other is the Vento with classic Volkswagen style cues. The City comes fifth and it’s a car which doesn’t really inspire you to stop and stare because the styling is similar to the outgoing model although every body panel has been changed. The rear styling is a bit of a hit and miss too.

The Fiat Linea and Ford Fiesta stand out as the most appealing cars of this class

Finishing last are the Nissan Sunny, Renault Scala and Skoda Rapid, three cars which don’t look striking at all. To Nissan’s credit, the Sunny was recently facelifted so it does look a bit fresh compared to its doppelgänger, the Scala. Both the Sunny and Scala use a lot of chrome (the City and Linea aren’t far behind in this regard either) which is sure to go down well with people who like a bit of glitter on their cars. The Rapid might have Skoda design cues but it looks dated and that Fabia inspired front end just doesn’t cut it for us anymore. Back to the best, the Fiesta’s Aston Martin inspired front-end is so striking that a few people without much knowledge asked us if this was a Maserati.

The Honda City and Hyundai Verna have the best interiors here, both these cars have the most features too

Interiors – The top-end variants of all these cars cost upwards of 1 million rupees and thus quality hasn’t been compromised on. All these vehicles have good quality interiors but the best quality is seen in the Hyundai Verna whose interior design only comes a close second to the City’s. The Fiat Linea has the best build here, sharing the honours with the Ford Fiesta, both of these cars feeling like a tank. The Rapid and Vento siblings are quite similar with a very classic dashboard design but they fail to make an impression in front of the City’s funky layout. The other siblings here are the Sunny and Scala, the Nissan having a much better interior as the Scala continues to use the old Sunny’s dashboard which was a bit boring. The 3-spoke steering and piano black inserts really do uplift the cabin of the Sunny but still it’s a very mature design with not much excitement injected into it.

The Linea and Fiesta have a funky cabin but both lack heavily on interior space compared to the competition

If you are going to buy a C-segment car then there is quite a chance that you would end up sitting at the rear bench and in that aspect, nothing beats the Sunny and Scala. The Sunny being the fresher vehicle with more features on-board, trumps its carbon copy from France to sit on the top when it comes to interior space and comfort. Both the Renault-Nissan cars might appear the longest here but it’s shocking to note that the City is actually longer, the Honda able to come close in offering a load of rear seat space. What makes the City the best car in terms of rear seat experience are the fantastic seats, it just has the best seats among the eight cars with no one matching it even close. It’s only the Fiesta (car with the least length here) and Verna which lack rear AC vents, the Scala and Sunny doing with merely a rear fan.

The Sunny has the most space, Verna has the best quality while the City has a good blend of both

The longest car here is the Fiat Linea but it can’t match the Sunny, Scala and City in terms of rear seat space. In fact, even the Vento, Rapid and Verna beat it on that regard. The Fiesta has the worst rear seat legroom and that makes it a car best enjoyed by people who like to sit at the front and leave the rear to children. The Vento and Rapid beat the Verna in rear seat comfort but the Hyundai has a ton of features on offer, the VW siblings being no match for the Korean in terms of equipment. In fact, the only car which matches the Verna in terms of features is the Honda City. The City has almost all the features of the Verna with a segment first sunroof also on offer while the Verna has side airbags, the most of any car here, the Sunny being second with four airbags. All other cars come with standard dual front airbags with driver side airbag being standard on almost all variants of these cars (the Vento being the only car with airbag only on the top-end variant which is shocking as the Polo gets dual airbags on all variants). Most of these vehicles have similar levels of equipment with small things to differentiate it.

Classic design cues on the inside of the Vento and Rapid work well, the cars feel very solid like the Linea

For instance, all cars come with Bluetooth connectivity, the one on the Linea doesn’t stream music and the Fiat’s system is the most complicated to pair and use. The Fiesta is the only car with Ford AppLink and voice commands, a feature which is super cool and useful too. Except the Vento, Rapid and Linea (they get flip keys), all cars come with keyless entry (the City also has a sensor so you don’t need to press a button on the door handle) with push button start. Steering mounted audio controls and climate control are also standard on all these vehicles. The Sunny, City and Verna are the only cars to come with a rear view camera while most of these vehicles get reverse parking sensors (none on the Rapid and Scala).

The Sunny and Scala might be siblings but their dashboards are vastly different, rear seat space is massive

The Verna and Rapid are the only cars with projector headlights with the Hyundai the only one using LEDs in the headlight. The Fiesta, Linea and City are the only cars here with cruise control, the Fiesta and Linea are the only vehicles with rain sensing wipers while the Linea, Fiesta and Verna get automatic headlights. The Linea is the only car here with ambient lighting. The Rapid and Vento have a cool feature wherein you can open and close windows from the outside of the car, using a button on the key. Leather seats are offered on the Verna, City, Sunny and Scala. Boot space wise, the Linea has the biggest trunk with the Sunny/Scala siblings finishing next followed by the City. The Fiesta has the smallest boot here. However it’s clear, the winner in the interior department is the Honda City, it has most appealing dashboard and instrument cluster, best seats and driving position along with a very roomy cabin.

All cars have more than adequate performance but the Verna is the most powerful

Performance – Comparing the performance of eight cars can be quite a daunting task but thankfully four cars share their powertrains, the Sunny and Scala are powered by the same engines while the Vento and Rapid largely use the same motors. Still there is some difference as the Vento also gets a 1.2 TSI engine which isn’t offered on the Rapid. The performance of all these cars can be segregated easily due to vast differences in output but let’s first discuss petrol engines. Volkswagen and Hyundai are the only companies here who offer two petrol engines, the Vento getting a 1.6-litre along with a 1.2 while the Verna coming in 1.4 and 1.6-litre options. While both engines of the Vento produce 105 PS of power, the turbocharged mill produces more torque at 175 Nm (the 1.6 produces 153 Nm) being paired to only a 7-speed DSG transmission, yes the Vento TSI is the best petrol automatic here.

The City’s VTEC mill has a soul which can be matched only by the Linea T-Jet

When it comes to performance, the Honda City is the petrol king while the Hyundai Verna is the diesel king

The City, Scala and Sunny are also offered with automatics, all being 7-step CVT units, the City’s being better than the X-Tronic unit. Even the Rapid and Verna (both 1.6) are offered with an autobox, Skoda using a 6-speed unit while the Hyundai gets an age old 4-speed one. While the Verna’s 1.4-litre petrol engine produces 107 PS and 136 Nm, the 1.6-litre unit is the most powerful petrol here, producing 123 PS and 158 Nm. The City is the second most powerful car here with 119 PS and 145 Nm, followed by the Linea at 114 PS. The Linea and Vento 1.2 TSI are the only cars here with a turbo-petrol engine. The 1.6-litre petrol engine in the Vento and Rapid output 105 PS while the Sunny and Scala’s 1.5-litre gasoline mill generates 99 PS (101 PS in the automatic) and 134 Nm, taking 11.87 seconds for doing 0-100 km/hr. The Fiesta isn’t offered with a petrol engine. While the Verna has the most power, the City’s i-VTEC motor is without a doubt the best petrol engine here, the Linea T-Jet following a close second.

As shocking as it may sound, the petrol Verna beats the petrol City in acceleration

Hyundai’s engine is good too and feels responsive with a good punch when you give it the beans but it lacks the soul of the Honda and Fiat units. Driving the Linea T-Jet is addictive and 207 Nm of torque is class leading here, you simply love the turbo whistle. It has the best mid-range punch here while the best top-end honours go to the City which redlines like crazy at 7000 RPM. All cars except the Fiat Linea (and Vento 1.2 TSI) use naturally aspirated petrol engines so drivability is good in all of them but if you want to have fun while driving, the City is the unanimous pick of the lot, followed by the Linea T-Jet. Even the Vento and Rapid have a fun to drive motor while the one in the Scala and Sunny is a bit more sedate. Efficiency wise too, the City is quite strong while the Linea the least frugal owing to its heavy weight. But in spite of the weight of the Fiat, it’s quite quick, taking 10.67 seconds to do the 0-100 km/hr sprint on our VBOX, which is faster than the Vento 1.2 TSI’s 10.85 seconds but slightly slower than the City’s 9.83 seconds, the Verna does the sprint the fastest in 9.46 seconds. The City is faster till 90 km/hr but the Verna pulls ahead post that, both cars are quite neck and neck in terms of acceleration.

The diesel City is the most frugal car here, followed closely by the Ford Fiesta

When it comes to the diesel engines, all cars come with manual transmission (the City and Verna 1.6 get a 6-speed) while the Hyundai is the only car of the bunch to be offered with an automatic in diesel guise (4-speed auto). The Verna is also offered with two diesel engines, the 1.4 produces 90 PS and 220 Nm (0-100 km/hr in 12.18 seconds) while the 1.6 is the most powerful here with 128 PS and 260 Nm, taking 10.09 seconds for the 0-100 km/hr sprint. The least powerful diesel cars here are the Scala and Sunny with 85 PS and 200 Nm (0-100 km/hr in 14.45 seconds) but they totally excel when it comes to drivability and are faster than the Linea diesel which takes 16 seconds for the sprint to 100 km/hr. While the Linea feels a bit bogged down at the low end, the Renault Nissan cars have very little turbo lag. The Linea and Fiesta both have similar output (93 PS, 209 Nm in the Fiat and 91 PS, 204 Nm in the Ford), the latter having more punch and doesn’t feel underpowered one bit, unlike the Fiat which has quite a lot of lag lower down. The Vento and Rapid both use the same 1.6-litre TDI engine which outputs 105 PS, 250 Nm and performance is really punchy, 0-100 km/hr taking just 10.15 seconds.

The Linea diesel is the slowest of the bunch, followed by the Sunny and Scala

The City’s 1.5-litre diesel engine has 100 PS of power and 200 Nm of torque, the motor is noisy although drivability is excellent and so is the overall performance (0-100 km/hr in 11.97 seconds), making it good both in the city and on the highway. Still, the Verna’s horsepower lead is massive and it is without doubt the fastest car here with the most punch. The Verna is also excellent on NVH. The City is the most efficient diesel car here, followed closely by the Fiesta. The Linea is the least efficient while the Sunny, Scala and Verna beat the Vento and Rapid in terms of mileage numbers. Gearbox and clutch operation is above average on all these cars but if we had to pick a favourite, the City it would be for the petrol and Verna for the diesel.

The City, Rapid, Vento are serious fun to drive cars; Fiesta, Linea are even better

Driving Dynamics – All these eight cars can be classified into two categories – fun to drive and not fun to drive. Anyone with even half knowledge about cars knows which vehicle goes into which category. Yes, the Sunny, Scala and Verna are not the cars which will paste a big smile on your face. The other five though, have excellent handling and can really make you grin every time you corner hard. The Vento and Rapid’s good handling is only robbed away from the steering feel which is a bit lacking while the Linea is the only car here with a hydraulic steering but the high ground clearance robs it from being the best handler here, it also has the highest turning radius. The City comes a close second and with better tyres, it might be able to challenge the dynamics king, the Ford Fiesta which handles like a charm with the most precise steering of the lot.

The Fiesta and Linea stand apart with their amazing ride quality and handling

The Fiesta and Linea are very similar, both handle well, ride quality is excellent and the steering response is quite precise

Out of all these cars, the Verna feels the worst in terms of driving feel (it has improved considerably compared to the older version), it also doesn’t have good high speed manners and the ride quality isn’t even close to as good as the Linea, City and Fiesta. The Sunny and Scala have slightly softer suspensions and given their positioning as chauffeur driven cars, their handling is acceptable and the ride quality is good too. The Vento and Rapid have a good ride but the City is just better while the Fiesta and Linea finish on top in this department. Braking performance on the Fiesta is the best but again the Verna finishes last here, on heavy braking it doesn’t maintain its line. All cars do offer good brakes though. Clearly, if you are looking at driving, the Ford Fiesta is on top here followed by the Linea.

It’s only the Verna which gets the option of 6 airbags, the Sunny gets 4, rest come with 2

Safety and After Sales Service – Out of all these cars here, only the Fiesta, Verna (as the Accent) and Sunny are sold the world over. Cars like the Rapid and Scala are India specific while the Vento and Linea are made for emerging markets. The City is an Asia centric car. The Fiesta and Linea feel the safest here with their tank like build quality while the Verna is equipped with the most airbags (six of them on the top-spec trim) and the Sunny gets an option of four airbags. Out of all these cars, the Ford Fiesta is the only one to be tested by Euro NCAP and get 5-stars. In terms of service, Hyundai and Honda are both excellent while Volkswagen, Skoda are the worst of the lot and Nissan, Renault are just about average. Ford has already shown improvement and ranks third in service while Fiat is showing huge promise of improvement.

Standing in clusters, the pairs are very similar to each other in many aspects

Verdict – The Renault Scala is nothing but a badge engineered Nissan Sunny, it might have been strong had the Sunny facelift not come but the updates made by Nissan make the Scala not only look old but quite pointless too as Renault continues to charge more money than the Japanese automaker, the Scala finishes last in this shootout. Finishing seventh is the Skoda Rapid, a car which is very good but feels a bit dated now and gets overshadowed by its Volkswagen sibling. The Vento finishes sixth, yet another fantastic car but lack of equipment and not standing out on anything anymore has put it behind in this test. Fifth place is secured by the Nissan Sunny, a car whose trump card of space makes it the default choice of the chauffeur driven. Coming fourth is the Linea, a rare car which appeals more to the heart than head, the Fiat’s lack of performance (in diesel guise) and lowest efficiency robbing it much appreciation.

The City wins this shootout quite easily, the Fiesta comes second, the Verna third

This brings us to the top three. Finishing third is the Hyundai Verna, the car with the most engine and gearbox options along with a range of variants to appeal to the majority. The Verna not being a car launched recently also means that one can get a good deal in the form of discounts and freebies while delivery will be instant too, something not available on the winner of this shootout, the Honda City which commands a big fat waiting period but is without doubt the best car of the eight here. Honda has managed to squeeze in the space of a Sunny, quality of a Verna and dynamics of the Fiesta in one brilliant package. The City is the most complete car here, it just feels a notch above most of these vehicles (after all, it’s the freshest of the lot in terms of generation). The runner up in this shootout deserves special applaud, the Ford Fiesta is almost faultless, the only thing lacking is rear seat space. Otherwise, in terms of value, nothing beats it, for instance the top-end Fiesta diesel costs Rs. 50,000/- less than the top-end City petrol, now that’s stellar bang for your buck. So if you like driving, the Ford is the only way to go, else there is absolutely no doubt that the high demand for the Honda City is purely because it is the best car in its class.

All these cars offer something significant, the Sunny and Scala have the best interior space, the Rapid and Vento have a good blend of performance and comfort, the Linea and Fiesta are the most appealing with excellent dynamics, the Verna is the most powerful with the best quality and a range of variants to suit everyone’s needs while the City excels at almost everything.

All cars have something unique to offer and you can’t go wrong with either of them

Further Reading -

2014 Honda City Review
2014 Ford Fiesta Review
2014 Hyundai Verna Review
2014 Fiat Linea Review
2014 Nissan Sunny Review
2014 Volkswagen Vento Review
2014 Skoda Rapid Review
Renault Scala Review
Hyundai Verna vs Honda City vs Volkswagen Vento

The post City vs Fiesta vs Verna vs Linea vs Sunny vs Vento vs Rapid vs Scala – Shootout appeared first on MotorBeam - Indian Car Bike News & Reviews.

Text – Mohit Soni; Pictures – Om Vaikul

2014 Hero Karizma ZMR – Click for high resolution picture gallery

Bike Tested: 2014 Hero Karizma ZMR

Price OTR Mumbai: Rs. 1,16,100/-

The Hero Karizma ZMR finally gets a well deserved update and is very quick to the ton

The word Karizma ZMR means fairing, extra power and style for people who just want something more from Hero MotoCorp. Despite whatever happened over the last decade with the Karizma, it sold the same amount of units as other bikes in the same category such as the Bajaj Pulsar 220, 200 NS and Yamaha R15. The Honda CBR150R despite being awesome and in the same category does not even sell 1% of what these bikes are sold every month. Even if you combine the CBR250R, it is not even close to any of these bikes individually. The segment where the Karizma falls is the hottest mass market performance segment in our country and hence the company decided to make significant changes to the bike. Meanwhile, these cults motorcycles were recently compared by us and the results are already out. However, if you still don’t care about the competition and only want the famous Karizma at any cost and want to know every single thing about it, then you can stop digging for more because here comes our comprehensive review of Hero’s flagship offering.

Motor Quest: Hero Honda launched the Karizma in 2003 with the ZMR version making its debut in 2009. Earlier this year, both the Karizmas were updated with the changes coming courtesy of EBR.

It is the side profile which is sign of a relief when compared to either ends

Styling – Well to start with, it is a very long motorcycle in profile. So long that it can give cars a run for their money. The heavy front and slim tail design obviously don’t go hand in hand. The front-end clearly looks finicky with those un-proportionate vertically stacked headlights and weird style of LEDs which run in parallel with the turn indicators. The light throw illumination is average and the spread is extremely limited. The good bits on the motorcycle include the side fairing panels which are much sleeker and sharper than before and definitely look better than the old ZMR in every single way. The tail looks awkward with the tail-piece being sharp as a knife’s edge but does not serve the purpose well with the oddly mounted tail light. We think it is just done to make the fat rear tyre visible as much as possible to attract potential customers on the road. The tacky body coloured mirrors are just not right, they only look good in scooters, not motorcycles. It seems this tacky job (all around) is done to please a set of customers which we believe belong to rural markets. Overall, it does look substantial but in the wrong way, at least to our eyes.

A slightly committed riding position robs the Karizma its tag of a comfortable tourer

Ergonomics – Gone is the upright seating position of the old Karizma ZMR which was the most crucial aspect of the bike. You sit high up with the bars way down making your back and wrist endure all the pain. The bike was extremely comfortable and was a sports tourer but frankly those days are gone. The seats are well padded and are good on length but not breadth. Big riders are already warned, this is not a comfortable motorcycle for you. The committed riding position robs it of comfort but on the flip side, it makes you feel that you are riding a big bike like any other bike in this segment. Rearset footpegs are a standard norm on these bikes and your knees lock in with the slim fuel tank easily. The pillion seat is more comfortable thanks to the split arrangement and split grab handles help him/her to grip on to something. Mirrors are huge and give good visibility of what’s behind. However be careful in stop go traffic as it is bound to scrape at a moment’s notice.

Instrument cluster is the same old unit with nothing new and so is the switchgear

Instrument Cluster And Switchgear – In the form of written messages for the safety of the rider, the cluster of the ZMR tells you side stand indicator warning and to fasten your helmet strap. Meanwhile you get engine warning light, high beam indicator while the neutral shift light takes time to pop up on the screen once you shift into neutral. You get two trip meters, clock and an average fuel consumption display which is constantly changing to tell you the current km/l at your riding speed. You get a speedo error free cluster (VBOX and cluster numbers are ditto same). The digital tachometer just about satisfies your need and greed and does the job quite well. Like any Honda bike switchgear, the one on the ZMR is more than a decade old and does not have an engine kill switch. No bump in power would have been appreciated but this kill switch is now the need of the day in the year 2014.

The new Karizma ZMR is much faster than the old model and that’s quite apparent

Performance – Powering the Karizma ZMR is the identical 223cc engine as the old bike but it just gets more horsepower somehow. Hero did not say how they did it but the power bump is across the range and the gearing has not changed one bit, the engine still makes most of the power in low and mid-end of the rev range. The top speed has increased to more than 130 km/hr and 0 to 60 km/hr timing is 4.42 seconds while 0-100 km/hr takes 11.26 seconds which is faster by 1.7 seconds than the older version we had in our long term garage. All numbers are VBOX verified with a 70 kg rider on board. First gear maxes out at 37 km/hr, second at 67 km/hr, third at 91 km/hr, fourth 114 km/hr and fifth takes it all the way to 135 km/hr. The Karizma ZMR starts feeling very sluggish post 110 km/hr and ducking down makes a huge difference in reaching the top speed.

The ZMR loves the low and mid-end of the rev range and the narrow power band makes it quick in the city

This 2-valve engine is same in terms of refinement and the motor is almost butter smooth when kept under 5000 RPM. There are vibrations from the engine in the mid and top-end of the rev range which is slightly more than before and are felt on the handlebars and footpegs. The gearbox is slick (but with time finding neutral becomes a task as we have seen with every Karizma till date) and has short throws which also supports clutch-less up-shifts, making them very easy to execute. City ride-ability is good but you should be in third or fourth gear and not stay in fifth like other 2-valve rivals because this cog is way too tall which as you can imagine helps on the highway. 100 km/hr in fifth gear results in 6000 RPM on the tachometer while redline comes in at an early 8500 RPM. 28.5 km/l in the city and 33.5 km/l on the highway despite enthusiastic riding were the fuel economy numbers we got on the new ZMR. These numbers are slightly less than the old ZMR. Overall, refinement and economy take a very minute beating but performance numbers are much better but only in the place were it has always excelled, low and mid-end. The bike still lacks a punch on the top-end but the improved performance makes it a very quick machine. To put it in perspective, the new ZMR will easily beat the Yamaha R15 in outright acceleration while beating the Pulsar 220 by the slightest of margins.

The ZMR rides and handles well but it feels dated with the setup and hardware

Riding Dynamics – The chassis on the Karizma ZMR also remains the same single-downtube diamond frame which has been there since day one. There are no changes to the underpinnings or suspension damping either. Suspension on the front in typical Honda fashion remains lifeless and offers no communication or feedback whatsoever. The steering is light and the turn-in is crisp but not superlative as the competition. The long wheelbase and heavy kerb weight does not make it fun to throw the ZMR around tight corners. You end up feeling the weight at the limit due to the softer suspension setup despite the spring numbers indicating that it is on the stiffest setting.

High speed stability is hairy but ride quality is good courtesy of the soft suspension

The front tyre size remains the same but finally a 120 section rear tyre comes on the Karizma instead of the puny 100 section we saw for a decade. Tyres and grip levels are good but the rubber doesn’t inspire maximum confidence like new age tyres should. It does take sweepers very well like its twin shock setup rivals and feels stable mid-corner at the same time. At high speeds, the Karizma ZMR does feel hairy and despite the long wheelbase and slightly high kerb weight, it gets unsettled when a fairly large bump comes in contact with the motorcycle. Disc brakes on both ends provide good stopping power but they are not very feedback rich.

The Karizma ZMR tries to make a comes back at a time when rivals have grown by leaps

Verdict – After ages of running around with colour and sticker updates, the Karizma gets the power bump and revised styling, which is almost after a decade. It is a classic case of too little, too late. The competition has gone up by several notches and they are far more better than the Karizma, offering more value around the same price tag. Hero has done a goodwill gesture of raising the price very minutely. There are a lot of Karizma fans who have been waiting for this day and they do get the performance bonus they always needed. Hero service and sales is always there to further extend your peace of mind. If you are one of those Karizma fans, then there is no stopping you from getting this bike because there is no denying that the cult that the Karizma is as a brand, is simply unbeatable.

The Karizma ZMR loses its core abilities but still manages to put a smile on many faces when we tested it on the road. After looking at the performance numbers which are the same as the competition, there is indeed space for the Karizma mostly because our nation is ruled by Tier-II and III towns. If you don’t care about the competition and want a no-nonsense fast bike, then this is it.

Don’t like the Karizma but still want a Hero? Quarter-litre bike is on the way

What’s Cool

* Improved Performance
* Ride quality

What’s Not So Cool

* Loses touring abilities
* Styling (subjective)

The Karizma ZMR loses practicality but it gains plus points which are catching attention

2014 Hero Karizma ZMR Specifications

* Engine: 223cc, oil-cooled, SOHC
* Power: 20 HP @ 8000 RPM
* Torque: 19.7 Nm @ 6500 RPM
* Transmission: 5-speed
* 0 – 100 km/hr: 11.26 seconds
* Top Speed: 135 km/hr
* Fuel Consumption: 30-35 km/l
* Fuel Type: Petrol
* Frame: Diamond Frame
* Suspension: Telescopic Forks (Front), 5-Step Adjustable Dual Shocks (Rear)
* Tyres: 80/100/18 (Front), 120/80/18 (Rear)
* Brakes: 276 mm Disc (Front), 240 mm Disc (Rear)

2014 Hero Karizma ZMR Dimensions

* Length x Width x Height: 2100 mm x 805 mm x 1175 mm
* Wheelbase: 1350 mm
* Ground Clearance: 159 mm
* Seat Height: 795 mm
* Fuel Tank Capacity: 15.3-litres
* Kerb weight: 157 kgs

Further Reading -

Hero Karizma ZMR First Ride Review
Hero Karizma ZMR vs Pulsar 200 NS vs Yamaha R15

The post 2014 Hero Karizma ZMR Test Ride Review appeared first on MotorBeam - Indian Car Bike News & Reviews.

2014 Skoda Yeti – Click above for high resolution picture gallery

Car Tested: 2014 Skoda Yeti Facelift

Price OTR Mumbai: Rs. 22.67 – 24.72 lakhs

The Skoda Yeti is even more appealing now with the updated styling and more features

The increasing urbanisation has led to smaller cars becoming more popular, even if it happens to be an SUV. The Skoda Yeti is a very highly rated compact SUV, one which has caught the fancy of many in global markets. However, in India, the Yeti is yet to find success. Skoda was quick to bring its only SUV to India as soon as it made its global debut but the market simply did not accept the car. With the Indian automobile market maturing and customers increasingly running towards SUVs, Skoda is giving the Yeti another chance in the form of a facelift. The updated Yeti gets a slew of changes but is it enough to change its fortunes in our country? A drive around Srinagar helps us get a definitive answer.

Motor Quest: The Yeti is Skoda’s first SUV and till date its only SUV. It went into production in 2009 and was launched in India in November 2010. The current model is in the first generation and the mid-life facelift was announced only last year.

Skoda has made quite a lot of changes to the front of the Yeti but the rear isn’t vastly different from the old car

Exteriors – The 2014 Skoda Yeti has been given a revised front-end which makes it fall in line with the Czech automaker’s latest design language. Gone is the funky looking front where the fog lamp was placed near the headlight, giving the Yeti a lot of character. The new model uses very similar elements like other Skoda cars like the Octavia and Superb. The fog lights have been shifted below while the headlight (uses bi-xenons instead of halogen) now incorporates daytime running lights (a small strip runs on the lower part just like the Octavia). The hood has been revised as well and so has the bumper, the new car getting sharper detailing. The facelifted Yeti also proudly boasts Skoda’s new logo and the mirrors get the silver treatment (black treatment on the 4×4).

The side profile reveals the new contrast roof colour, new side fender and new alloys

The side of the new Yeti is quite similar to the old car but the revised front-end has resulted in the side fender getting minor design changes which are apparent when closely looked at. The alloy wheel design is new too and the 4×2 (Dolomite design) and 4×4 (Forest design) models have different designs for the wheels. The rear also sees multiple changes but there aren’t too striking. The bumper has been revised (more body coloured now) and the faux diffuser is bigger than before. While the size of the tail lights remain the same, Skoda has given it LEDs and has changed the internals to align the design with their other cars, there is the typical Skoda C shape. Skoda is offering seven colours on the new Yeti and one can choose between three different roof colours – silver, white and black.

The biggest change on the inside of the new Yeti is the new 3-spoke steering wheel

Interiors – Skoda hasn’t made many changes to the interiors of the new Yeti, the car continues with the same dashboard as before but gets minor changes and the most apparent is the new 3-spoke steering wheel which replaces the old car’s 4-spoke unit. Besides this cosmetic change, Skoda has increased the equipment on the car, the updated Yeti gets a push button start (in place where the keyhole was earlier), 12-way electrically adjustable driver’s seat (with memory to save three positions), cruise control, tyre pressure monitoring system, light assistant and Bluetooth connectivity for the audio system. The Yeti is offered in only one Elegance trim and thus equipment is generous as this trim is very loaded, however a sunroof isn’t offered which is a grave omission at this price point.

Space at the rear is ample for two people, there is more equipment in the car

The Skoda Yeti might be small on the outside but it’s big enough on the inside to accommodate passengers and luggage

The updated model uses the Bolero audio system seen on other Skoda cars but the system is a generation older to them and doesn’t have a slick touch interface, it does have front and rear reverse parking sensors but the absence of a reverse camera at this price point is shocking. The infotainment system doesn’t display time either and there is no direct USB connectivity (there is an SD card but one will need a car charger to charge their phones). The new buttons on the new steering makes it even easier to browse through menus or change audio on the go. Quality of materials is very good, fit and finish is excellent and there is nothing to fault as far as the build quality goes, the car simply feels solid. There are plenty of storage spaces inside the cabin including big door pockets, a cooled front armrest bay, ticket holder on the windshield (driver side), etc. The view all around is good from the driver’s seat.

The boot can swallow quite a lot of luggage and the seats flip forward to boost space

The seats of the Skoda Yeti are comfortable, they offer plenty of back support and the space inside the cabin is itself very generous but only for four people as the fifth passengers has to deal with the transmission hump which passes through the centre. The fifth passenger’s seat belt is oddly placed on the rear roof but is functional. The centre seat flips forward to make way for a rear seat centre arm rest with twin cupholders, enabling you to access the boot from inside the car. The rear seats recline for added comfort but the same is limited due to the parcel shelf. The Yeti performs well in the practicality front, the boot is big and the rear seats can be folded to boost space even further.

Skoda hasn’t made changes to the engines of the Yeti, same output as before

Performance – Skoda continues to keep the powertrain options the same as before, thus there is no petrol engine on offer and the 2.0-litre diesel mill is offered in two states of tune, 110 PS and 250 Nm on the 4×2 and 140 PS and 320 Nm on the 4×4. The motor with the lower output is matched to a 5-speed gearbox while the more powerful tune is paired to a 6-speed gearbox, both manual units. Skoda continues to stay hell bent on not offering a DSG automatic gearbox on the Yeti which is a shame because it will boost the appeal of the car by several notches. Skoda does sell the Yeti with DSG transmission in global markets while the Octavia sold in India is offered with the same engine, coupled to a DSG box, so getting the automatic version of the Yeti isn’t as tough as Skoda makes it out to be.

The 4×4 Yeti gets the new generation Haldex clutch which is lighter, no DSG planned

The Yeti’s 2.0 TDI engine offers a lot of grunt for both city and highways

There are no changes to the engines of the car, both the models drive the same as before with the only difference being the fifth generation Haldex clutch (instead of the fourth gen unit which was 1.4 kgs heavier in weight and also heavier to use) on the 4×4 variant. The diesel mill offers plenty of grunt and although the more powerful 4×4 version is more eager, the 4×2 is no slouch. There is good low-end pep but mid-range is where both the engines excel. The 4×4 is more eager on the top-end, both engines having a light clutch and a smooth shifting gearbox. The claimed mileage of the 4×2 Yeti is 17.72 km/l while the 4×4 model returns 17.67 km/l, the difference between both being negligible in spite of the front-wheel drive model weighing a good 98 kgs less.

The Skoda Yeti has a good balance of ride and handling, it’s a fun car to drive

Driving Dynamics – The underpinnings of the Skoda Yeti haven’t been altered and the car drives the same as before. The Yeti is known for having a fantastic balance between ride and handling, the same was evident on the twisty roads on of Gulmarg where we drove the car. There is good amount of grip on offer, more so in the 4×4 version and the vehicle is eager to turn into corners. Although a compact SUV, it drives like a car and that makes it effortless to pilot the Skoda Yeti in the urban jungle. The steering offers good feedback, it weighs up well at speed, inspiring confidence to push harder around the twisties, body control is very good as well.

Although not a hardcore off-roader, this Skoda can take the less beaten path easily

The suspension of the Yeti is a bit stiffly sprung and although the ride quality is good, the car can be a bit unsettling on really bad roads, more so for those seated at the rear. Hit triple digit speeds and the Yeti’s good insulation and stability helps mask your pace. The brakes offer good performance and make this Skoda stop sure-footedly even in emergency situations. While the Yeti isn’t a full blown off-roader, it can do quite a lot of mud plugging thanks to the plethora of systems on board including an Off-Road mode which limits the RPM and boosts grip by altering the electronic differential lock and ASR. There is also downhill assistant, hill hold control and off-road ABS for improved performance on the road less traversed. The car also comes with a rough road package which basically seals the underbody to prevent it from damage on bad roads.

Safety is top notch in the Yeti, it comes loaded and got a 5-star NCAP rating

Safety and After Sales Service – The Skoda Yeti was tested by Euro NCAP and got a 5-star rating. The Indian model should fare the same as it is loaded with equipment such as 6 airbags (dual front, side and curtain), ABS, ESC, ASR, etc. There is also tyre pressure monitoring system. When it comes to after sales service, Skoda hasn’t been performing well here and needs to make big improvements. Service quality and honesty from Skoda dealerships isn’t consistent and still needs to be worked upon to ensure hassle free ownership for owners.

The Yeti will continue to remain a niche car as it’s positioned towards enthusiasts

Verdict – The Skoda Yeti isn’t much different than the old model. While it looks fresher than before, it’s the same to drive but Skoda has tried to amplify the appeal of their only SUV by boosting equipment levels and that does go down well for a car of this price. The Yeti still doesn’t offer seven seats and there isn’t an automatic gearbox on offer, two features which many SUV buyers want in an SUV of this price. While adding two seats is impossible in the current generation model, Skoda should have offered the DSG box. The Yeti is a very good car but in its current guise and price, this Skoda will continue to remain a niche vehicle in our country, appealing to a very limited set of buyers.

The Skoda Yeti is an excellent car which deliveries in leaps and bounds when it comes to performance, dynamics, practicality and off-road ability (4×4). However, the Indian market doesn’t favour 5-seater SUVs, specially ones which aren’t oversized, limiting the success of this brilliant car in our country.

Skoda is offering a range of accessories for the new Yeti, to be fitted at the dealer

What’s Cool

* Performance
* Dynamic balance
* Space and practicality

What’s Not So Cool

* No DSG option
* Only one trim offered

Alternatives: Tata Safari Storme, Mahindra XUV500

The Skoda Yeti is a fantastic car but will attract very few buyers in India

2014 Skoda Yeti Specifications

* Engine: 1968cc, 16-valve, DOHC, turbocharged, liquid-cooled, direct injection
* Power: 110 PS @ 4200 RPM (4×2); 140 PS @ 4200 RPM (4×4)
* Torque: 250 Nm @ 1500-2500 RPM (4×2); 320 Nm @ 1750-2500 RPM (4×4)
* Transmission: 5-speed manual (4×2); 6-speed manual (4×4)
* 0-100 km/hr: 11.85 seconds (4×2); 11.1 seconds (4×4) (est.)
* Fuel Consumption: 13 km/l (4×2), 12 km/l (4×4)
* Fuel Type: Diesel
* Suspension: McPherson Struts (Front), Multi-link (Rear)
* Tyres: 215/60/16
* Brakes: Ventilated Disc (Front), Disc (Rear), ABS
* Safety: ABS, ESC, Six Airbags, Front and Rear Parking Sensors

2014 Skoda Yeti Dimensions

* Overall length x width x height: 4222 mm X 1793 mm X 1645 mm
* Wheelbase: 2578 mm
* Turning Radius: 5 metres
* Ground clearance: 180 mm
* Boot Volume: 416 liters, 1485 litres (with rear seats folded), 1665 litres (with rear seats removed)
* Fuel Tank Capacity: 55 litres (4×2), 60 litres (4×4)
* Kerb Weight: 1445 kgs (4×2); 1543 kgs (4×4)

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

Text – Mohit Soni; Pictures – Viraj David; Hrishikesh Mandke

2014 Suzuki Gixxer – Click above for high resolution picture gallery

Bike Tested: 2014 Suzuki Gixxer

Price OTR Mumbai: Rs. 84,383/-

The Suzuki Gixxer is the latest entrant in the segment but is also the most luscious offering

After years and years of being silent, Suzuki is finally awake with a dream that it always wanted to accomplish. First thing was the tie up with four-wheeled brothers to strengthen their market reach and later was to refresh and launch products. First, the scooters got refreshed, then came the Let’s and now it’s time for the Gixxer. Suzuki’s latest motorcycle has been teased for over nine months. No wonder why Suzuki’s new baby is getting all the limelight since the very day first picture came out with the rear number plate saying Suzuki. The Gixxer is the most important product for the Japanese automaker and during our meet with the company, it showed us how hard they have been working on the product since a long time. Attention to detail was critical and even more critical was getting public demand right. With over 10,000 riders being questioned by Suzuki for demand in major cities, Suzuki had to get the Gixxer right. This 150cc bike is a brand new product from top to bottom. New engine, chassis, body panels and much more have gone in the making of the Suzuki Gixxer and it has nothing to do with the GS150R that exists in their portfolio. Suzuki says it is bound to deliver the Gixxer experience because it is made with inputs from MotoGP GSX-R engineers who have worked on the mechanicals of this new bike and so is the design, which is inspired from the GSX-R series of motorcycles. So how is the new Gixxer? Will it mix your thoughts in a mixer? Or will it send you straight away to the showroom. We find out by riding almost 200 (182) kms in half a day over good, bad, straight and curvy roads of Pune to find out.

Well crafted lines all over equals to a smart looking motorcycle but it’s short on height

Styling – The Gixxer does have a design language, it does not look macho or edgy, it just looks pure sporty. Due to every single panel being small but well sculpted, the motorcycle is styled very well. Meanwhile it looks very small in height and length. Tank has many slashes and creases running but is small. The tail piece is virtually non-existent because of the way it flows to the rear and joins the good looking tail light piece and in between there are fibre made grab handles to save weight that come in conjunction when it comes to the rear design which particularly impressed us very much. The panels which are running from the lower part of the fuel tank to the swingarm on the outside try to replicate the perimeter frame, which the bigger GSX-Rs have, but as we know that is not the case here. The two-way exhaust is the star of the package that caught everyones eyes on the road because of the superbike design cues it has.

Front headlight looks quite odd to our eyes but the complete rear styling is well done with a detachable mudguard

The headlight is one of the big items of the motorcycle which looks odd to our eyes in terms of design and mounting but it will serve the purpose well in dark times. The fat tyres, fork and rear suspension makes the Gixxer stand out and everybody calls it Suzuki’s very own FZ. However the USP which Suzuki has, is the stunning exhaust. The Gixxer also stands out with perfect and different choices of colours given to it. The Hayabusa inspired six spoke wheels on the Gixxer also accentuate the design further. If you think the mudguard is long, well it’s removable, looks neat after that and is child’s play to get rid of. Overall, Suzuki is not known for their designs but they have done a commendable job this time and it’s being loved by the market.

Comfortable riding position for both rider and pillion yet the big bike feel is guaranteed

Practicality – On a personal note we surely liked the way the ergonomics are done. Suzuki has been known to do this well and after spending some time in the saddle, we unconsciously realised how good of a job they have done here. It just does not feel one bit dedicated in spite of the sporty intentions and still gives you utmost comfort while giving you the big bike feel at the same time. Seating position is upright and less dedicated thanks to well-positioned rearset footpegs which allow good space to move around in corners while also giving a comfortable experience for long rides. Mirrors are not that great for big riders but normal people should not have any problems. Seats are well cushioned and provide good comfort for city riding and long distance journeys for both the rider and pillion.

Looks like a smartphone and is filled with smart and class leading essentials

Instrument Cluster and Switchgear – The cluster is typically inspired from a smartphone and placing one over it proves that fact. It also has smartphone features, such as, more features. Start it and it says ‘Ready Go’. We wonder where did the inspiration come from. There is the segment first gearshift indicator, two trip meters, a digital tachometer and the usual tell-tale lights and solitary turn indicators on both sides with the white colour RPM light starting to blink the moment you come near the limit which starts at around 8000 RPM. The cluster also has Eco and Power modes which are not visible and not advertised by the company much. Power means a lightning bolt while economy shows the Eco sign. Both these signs fall below the gear position indicator. Switchgear is lifted from the GS150R that looks, feels and performs well, it has an engine kill switch.

The silky smooth motor is totally vibe free and the peppy mill loves to be squeezed

Performance – Powering the Gixxer is a brand new 155cc engine which Suzuki says is tough as a nut and peach when you ring the hell out of it. Suzuki also says the engine is an ultralight unit that is unheard till now. The engine as we know is the second most powerful motor in the segment producing 14.8 PS of power at 8000 RPM and 14 Nm of torque at 6000 RPM. Class leading numbers coming at marginally less RPM than the competition too. The engine gets the SEP treatment which does not let one lose out on economy while having performance at the same time, one of the many claims Suzuki makes. The engine is an under-square unit which makes the smaller piston travel a shorter distance and still create a lot of torque at the top end without sacrificing on low end torque. You can consider this term as vice versa too. Talking about the piston, Suzuki has adopted triangle shaped piston skirt to considerably decrease friction and other mechanical loses. Meanwhile, many other lighter parts in the engine help in boosting economy and performance at the same time. All this is what the printed papers say, let’s find out how it feels on the road.

Second best power output in the segment with no compromise on torque

The SEP equipped motor has it all – top-end, bottom-end and a very strong mid-range

The engine is super smooth and there is no doubt about the ultra light tag either. The 155cc motor also has the best in class NVH and fuelling throughout the rev range deserving a special award which ends up making the mill so much more flexible. No vibes throughout the rev range and the throaty sound it erupts is the torque that is talking or perhaps shouting. The engine despite being torque focused is a complete screamer like a horsepower oriented engine. The powerplant not only screams till the 10,000 RPM redline but this motorcycle does pull and pulls like no other bike in the segment. Nail the traditionally crisp Suzuki throttle and the Gixxer picks up momentum very quickly. Numbers gather on the speedometer as if fingers are being snapped. 90-95 km/hr is achieved in short shifting itself. Talking about gearbox, the transmission is smooth and has the springy feel from the long throw shifter but the clicks have the thudy nature. Ratios are on the taller side but the powerband is shorter due to the 10,000 RPM redline and because engine revs quite fast so it feels shorter in terms of gear ratios but it isn’t. The SEP motor makes much better top end power than its rival in terms of feel because the engine does not feel out of breath at the top-end. We will verify the feel in numbers when we VBOX it as it was no point of a heavy rider in the wet doing runs which are going to be 3-5 seconds slower than usual.

Motor isn’t shy at the top end and has enough pep to pull to high speeds

We did manage to hit a top speed of 115 km/hr on a straight road quite easily and it was eager to go ahead. The meter is no doubt full of speedo error. It is not a la KTM or Karizma with a super precise cluster. However, top speed should be a genuine 115 km/hr for sure. Acceleration and mid-range is where you will have all the fun. None of these segment bikes have top-end power focus but that does not mean they do not have good top speeds which is achievable but those speeds are the not the speeds which you can cruise at, obviously. The only complain we have is that the engine isn’t as peppy as a Suzuki engine should be. It is, but not like the GS150R or other Suzuki scooters for example. It is tamed down for the good which in other words is called fuel economy. Mileage should be in the range of 50 km/l. We achieved 31 km/l because we were redlining in second and third gear (sometimes fourth) constantly on twisty roads and our engine was brand new which had 350-400 kms on the odo. As you can see, much better things are expected from this already impressive motor despite being in the run-in period.

The Gixxer is dynamically rich thanks to well damped suspension and great set of tyres

Dynamics – The Suzuki Gixxer is armed with a single downtube frame, fat 41 mm forks at the front and adjustable mono shock suspension at the rear. It is also accompanied by fat radial tyres on both ends. The short wheelbase and a light kerb weight of 135 kgs will make you believe that it is going to be dynamically rich. The motorcycle is the most dynamically rich machine in its class and is insanely rewarding to ride, this is after a really long time from some other manufacturer from Japan. The Gixxer feels very agile and mid-corner balance and stability is spot on. Turn-in is not that crisp but if you turn-in a bit late, you can enjoy it. The geometry is the right setup between crisp turn-in and high speed stability which is spot on and the handlebar does give you a lot of feedback at triple digit speeds. The setup and the handlebar positioning also gives you a low u-turn radius so the compromise is well worth it.

Good amount of grip, a hoot to ride, good brakes but turn-in could have been better

Grip levels are good and so are the tyres which lend you confidence to extract the maximum out of the Suzuki Gixxer. We were riding in soaking wet conditions enthusiastically on twisty roads and there was not a hint of nervousness from the chassis. Ride quality is good despite the suspension being properly stiff but it does not throw you off as the low end damping is finely tuned at both ends. Front brake is a Bybre unit and the initial bite is good and post that also braking is progressive. Rear is a drum unit and works very well and is calibrated in a sense not to lock up despite hard braking.

Suzuki took the long and slow route to bring the Gixxer 155 to our shores

Verdict – If you have a sharp memory you must remember that we asked something like the Gixxer from Suzuki when we reviewed the GS150R last year and the idea has come to life finally. We knew it had the potential to do it and they have surpassed our expectations when it comes to the new Gixxer. A potent, powerful and fuel efficient engine with wonderfully crafted ergonomics and the dynamic rich nature of the motorcycle makes it a complete all rounder in the 150cc category. Value for money quotient is quite high and the styling is icing on the cake for most of you out there. The Gixxer is one motorcycle which will change the fortunes of Suzuki in India and give them unparalleled love considering our love for Japanese motorcycles. Suzuki needs to ramp up their after sales service outlets to enjoy unanticipated love from enthusiasts. Yes, the Gixxer is that good.

The Suzuki Gixxer is a comfortable, efficient yet sporty motorcycle for the masses. The clear target at other Japanese rivals means that Suzuki is up and ready for some serious action and business is about to boom as the Gixxer ticks every box the customer always wanted. The Gixxer has the potential to mix the competition in the mixer.

Number of essentials are high but it’s not the same case with sales and service outlets

What’s Cool

* Class leading performance
* Dynamics and essentials in abundance
* Value for money

What’s Not So Cool

* Cheap turn indicators

Suzuki Gixxer is finally here to mix the competition in the mixer like a smoothie

2014 Suzuki Gixxer Specifications

* Engine: 154.9cc, 2-valve, air-cooled, SOHC
* Power: 14.8 HP @ 8000 RPM
* Torque: 14 Nm @ 6000 RPM
* Transmission: 5-speed
* 0 – 100 km/hr: 18 seconds (est)
* Top Speed: 115 km/hr
* Fuel Consumption: 45-50 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 Suzuki Gixxer Dimensions

* Length x Width x Height: 2050 mm x 785 mm x 1030 mm
* Wheelbase: 1330 mm
* Ground Clearance: 160 mm
* Seat Height: 780 mm
* Fuel Tank Capacity: 12-litres
* Kerb weight: 135 kgs

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

These four hatchbacks rival each other but are vividly different from one another in most ways

Shootout: Volkswagen Polo vs Hyundai Elite i20 vs Maruti Swift vs Fiat Punto Evo

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), Rs. 5.82-9.30 lakhs (Hyundai Elite i20)

Hyundai’s Elite i20 goes head on against its old rivals which are very strong in dynamics

Demand for big hatchbacks is soaring and it won’t be wrong to say that this year is the year of the premium hatchback (also the year of compact sedans). While last year saw no action in this segment, the four premium hatchbacks see some change or the other in 2014. It all started with the Volkswagen Polo which got a significant update earlier this year while Fiat also gave its entry-level and only hatchback a comprehensive facelift in the form of the Punto Evo. Maruti Suzuki will launch a facelift of the Swift later this year while Hyundai has launched the second generation of the i20 in the country. Badged as the Elite i20, does this Hyundai give other premium hatchbacks a tough fight to become the new king of the segment? A head to head shootout helps us to find out just that.

Motor Quest: While the current generation Polo was launched in 2009, the current generation Swift saw a 2010 launch while the Punto is the oldest here, the current generation dating back all the way to 2005. The Hyundai Elite i20 is the latest car here, its second generation made its debut only last month.

The Punto Evo is without doubt the most striking car of the lot, no two ways about it

Styling – If size is what you crave for then the Maruti Swift will give you the least eye candy while the Hyundai i20 is easily the biggest car here, it simply looks a tad bigger than its key rivals. The Volkswagen Polo and Fiat Punto Evo are right sized, neither too small, nor too big and carry just the right bit of elements to attract attention. But which car is the best looking here. Although styling is a subjective matter, we can confidently say the Fiat Punto Evo is miles ahead of the others when it comes to design. The Italians have always had a flair for design and in spite of the Punto being a nine year old car (the original Grande Punto was launched in 2005), in the facelifted avatar, it looks absolutely scintillating.

The Swift looks boring, the Polo is classic while the i20’s styling is quite subjective

The Swift is easily the most boring car here, it does look sporty but unlike its rivals, the current generation model hasn’t been updated even once. While the rest of the cars are designed in 2014, the Swift’s styling dates back to 2009, that’s five years old already in a time when the sheen of a car starts to fade in just two years time. The Polo’s understated styling has always pleased us and the minor changes to the exteriors with the recently launched facelift further accentuates its appeal. The i20’s styling grows on you with time, it’s less flamboyant and more mature than before but it’s not a car which will immediately make you go wow, that honour rests with the Fiat though, our pick in the styling department.

The Hyundai Elite i20 is the most feature rich car here, it also has the most rear seat space with the biggest boot

Interiors – The Hyundai Elite i20 is the freshest car here and that reflects in its interiors as well, the Korean vehicle boasting of the most appealing dashboard which has a lot of European flavour too it. In terms of design itself, the other three cars aren’t far behind, we love the Polo’s interiors and that flat bottom steering wheel with piano black inserts really makes us fall in love with the classic VW style dashboard even more. The Punto Evo’s dashboard is really nice too and we personally love it more than others (the only car to get ambient dashboard lighting which looks super cool at night) but Fiat has terribly messed up the ergonomics of the driver seat, the steering is too forward, the A-pillar is intrusive to visibility and the pedals aren’t properly laid together. The Swift is the only car here which comes with all black interiors (the Punto Sport also gets the all black treatment but the regular variants get dual-tone finishing as seen in the pictures here).

The Fiat Punto Evo’s interiors are very appealing and the car is more spacious than the Swift and Polo

While the Swift has the best seats, it lacks when it comes to build quality, the Maruti car simply not feeling as robust as its rivals. The Punto feels the most solid with doors that shut with a massive thud, but the Fiat doesn’t have the quality to match the other cars. The best quality is in the Polo with the i20 being a close second. Cost cutting isn’t an exercise you would expect in a premium hatchback but every manufacturer has succumbed to this economic phenomenon. The Swift is the only car here which gets an alloy wheel for the spare tyre while the i20 is the only car which doesn’t get auto locking doors, a shocking omission on a car of this price and calibre. Space in the rear seats of the Swift and Polo is just inadequate and the Punto comfortably beats these two cars when it comes to rear seat space and comfort. However, the i20 is even better than the Punto making the passengers feel like they are sitting in a C-segment sedan in terms of rear seat comfort.

The Volkswagen Polo boasts of the best quality here but lacks heavily on rear seat space, it’s quite loaded too

There is just so much equipment in the Elite i20 that no one comes even close to match Hyundai

The generous dimensions of the i20 coupled with the fact that this Hyundai boasts of the longest wheelbase among its peers, makes it a car you can sit behind (seating three not being an issue) and relax while the chauffeur does his duty. The i20 also beats its three key rivals when it comes to boot space, the Elite badged vehicle boasting of 285-litres of boot space (rear seats can be folded in 60:40 split) which is marginally bigger than the Polo and Punto’s 280-litre trunks, the Swift has a puny 206-litre boot capacity. Where the Hyundai i20 annihilates its rivals is equipment, it is by far the most loaded vehicle here and there is just so much on offer that no other car even comes close. The Polo is the only car with cornering lights while the i20 and Punto both get follow me home headlamps, automatic wipers, exact door open warning, rear AC vents (two vents in the Hyundai against one in the Fiat) and both activate their rear wiper when you get into reverse in the rains (detected by the front wipers being on). The i20 and Polo are the only cars here with reverse parking sensors but the i20’s is better as there is display on the cluster which shows how far you are from an obstacle.

The Maruti car offers the best front seats but the rear seat dissapoints with a lack of space and small windows

The i20 is the only car here which gets a reverse parking camera (with guide lines), it also gets features like keyless go, push button start, 1 GB storage for the audio system (with 8-speakers but sound quality in the Polo is slightly better), etc. The mirrors of the car automatically open when you come near it and the vehicle also has a steering position indicator, service reminder and you can also configure how many times you want the lane change turn indicator to flash (3, 5 or 7). The Hyundai car does lack a distance to empty feature on the instrument console and equipment like sunroof, daytime running lights, side airbags and rear disc brakes would have been nice considering the old i20 had it. Besides having the most space, the i20 also has the most storage bins and there is a cooled glovebox too. The Swift is the least loaded car here and even lacks Bluetooth connectivity while the Blue&Me system on the Punto won’t let you stream songs, the Fiat being the only car with voice commands. The Punto has the best wipers and the i20 has the best visibility. All things considered, the Swift finishes last in the interior department (lack of equipment), Polo comes second last (lack of space) while the Punto finishes second. The i20 wins the interior round without much effort.

The VW Polo 1.2 TSI is a fire cracker and by far the best petrol engine here

Performance – Let’s evaluate the petrol engines first, all the cars come with 1.2-litre motors but the Fiat is also offered with a tax sapping 1.4-litre powerplant. All cars are paired to a 5-speed manual gearbox but Hyundai will soon make the i20 available with a 4-speed automatic. The Polo is offered with two engines, the more powerful 1.2-litre TSI is easily the best in class but is only paired to a 7-speed DSG transmission. Factoring in the price (which is around Rs. 2 lakhs more than similarly specced 3-cylinder Polo) and one instantly realises there is no point in comparing the Polo’s GT TSI variant with the other cars here because if you have the budget, the VW is a no brainer when it comes to performance. So between the regular petrol engine of the Polo and the other three cars, which impresses the most?

Polo TSI aside, the Swift’s K-Series motor easily out edges all the other petrol engines

Like it has always been the case, the Swift easily out-edges the others when it comes to petrol power. In terms of output, the Swift isn’t leading here, that honour rests with the Punto Evo whose 1.4-litre mill thrusts out 90 PS and 115 Nm (the 1.2 FIRE mill produces 68 PS and 96 Nm). Even with class leading figures on the 1.4 Punto, the Fiat doesn’t impress in performance (lacks low-end grunt), it’s also the least frugal car here with an ARAI mileage of 15.8 km/l for the 1.2 and 14.4 km/l for the 1.4. The Swift has the most punch here and it’s also the fastest car with 87 PS, 114 Nm and its light weight working in conjunction to offer spirited performance. The i20’s mill is the most refined and the gearbox is the smoothest too but the 83 PS and 114 Nm isn’t enough to make it out-edge the Swift. The Polo’s 3-pot mill is the least refined here and is also behind the Swift and i20 in terms of mileage, returning 16.47 km/l (17.21 km/l on the TSI) against the other two cars 18.6 km/l.

All three cars above output around 90 PS of power but the Polo has the highest torque

When it comes to diesels, the case is quite similar too as the Punto and Polo yet again come with two engine options, every car being mated to a 5-speed gearbox (except the i20 which gets a 6-speed unit) with no one getting an automatic. The Polo’s GT TDI variant is the most powerful with 105 PS and 250 Nm of torque but the price is much higher too, leaving it aimed solely at enthusiasts. The Punto Evo is offered with just one engine but in two states of tune, the lower 75 PS unit produces identical power as the Swift (which also uses the same motor) but the Fiat has more torque at 197 Nm against the Swift’s 190 Nm. The Swift’s light weight, good gearing and fantastic mid and top-end help it run circles around the Fiat, even beating the Punto’s Sports variant which produces 93 PS and 209 Nm. The Swift and Punto both suffer from turbo lag which hinders city drivability but the Maruti car is better than the Fiat, it also has a better gearbox while the Punto has the worst here. While the clutch is the heaviest in the Polo, the i20 has the best gearbox which is super slick. The Swift comes second as far as the gearbox goes and the Polo finishes third.

The Swift, Polo and i20 are quite fast and peppy, they don’t feel underpowered at all

The Polo’s 1.5 TDI engine is by far the best here, it delivers on all fronts

However, the competition between diesel engine performance is purely between the Polo and i20. The 1.5 TDI mill in the non GT Polo generates 90 PS and 230 Nm while the Elite i20 also offers 90 PS but slightly lesser torque at 220 Nm. After having driven both the cars back to back, we were quite confident that the Polo would beat the i20 in acceleration but the numbers say otherwise. The i20’s super slick gearbox coupled with a better top-end than the Polo help it beat the VW car in outright acceleration (when you are nearing 100 km/hr in the Polo the car starts to lose steam sharply hurting its 90-100 km/hr acceleration time). But timing aside, we would choose the VW’s engine anytime over the Hyundai’s as it has the best drivability, the most mid-range punch and feels really exciting to drive too. The i20 isn’t a slouch but it can’t match the Swift’s top-end or Polo’s low-end. The i20’s motor feels the best in the mid-range and the altered gear ratios on the Elite model make it better to drive but the power delivery is linear and there is no kick in the pants feel like in the Polo. The i20 does have some lag at the low-end but it’s drastically less than the Swift and Punto.

The i20’s slick gearbox helps it post the best 0-100 km/hr time, the Polo isn’t far behind

To Hyundai’s credit, the NVH in the Elite i20 is by far the best, the car is very silent and none of its rivals can come even close to match that. As the above table shows, the Punto Evo is the slowest, being bogged down by its weight and below average gearbox which feels notchy when you shift enthusiastically. The Swift’s acceleration times are respectable considering its the lowest on output while the Polo could have been faster than the i20 had the gearing been a bit different but that really doesn’t matter as the VW has the most engaging diesel motor here, a bit noisy but we like what we hear. In terms of mileage, the Swift leads with 22.9 km/l while the i20 comes in second with 22.54 km/l. The Punto beats the Polo with 21.2 km/l for the 75 PS version and 20.5 km/l for the 90 PS variant while the VW manages 20.14 km/l for the 90 PS and 19.91 km/l for the GT TDI. Remember, these are ARAI figures so the real world difference will be marginal with less than 2 km/l setting these cars apart.

The Hyundai i20 still can’t match its rivals when it comes to handling and steering feel

Driving Dynamics – Just a couple of months back, we put the Swift, Polo and Punto Evo head on against each other and had a tough time in deciding the best car in the dynamics department. That would definitely not be an issue with the inclusion of the i20 as the Hyundai doesn’t come close to the other three in the dynamics department. Hyundai sure has made great amends in both ride and handling, the car feels more sure-footed at high speeds too but it’s no way close to the Swift, Punto and Polo who are pure driver’s car. Still the i20 now boasts of a more mature set-up, it doesn’t feel hairy at high speeds and the ride quality has seen considerable improvement too, there is no more of that bounciness from the suspension. The i20 no longer has the lightest steering here (the Swift’s steering is the lightest but weighs up brilliantly) but it isn’t consistent and lacks feedback.

The Swift has the best steering while the Punto has the best ride quality and most grip

The Elite i20 still can’t match the other three cars in dynamics but the set-up on the Hyundai is acceptable for most

The i20’s big stride in dynamics in no way affects our old verdict, the Swift continues to have the best steering (the i20’s is worst here and feels lifeless), the Punto continues to have the best ride quality (the 75 PS version runs on higher profile rubber and is even better) while the Polo is the most fun car to drive thanks to its punchy engine, good dynamic balance and good steering feel which is miles better than the i20 but can’t match the Punto’s hydraulic unit. The Swift’s ride quality is the worst here while the i20 betters the Polo in this department (it should be even better on the lower trims which come with 14-inch wheels), although the Korean is no way a match for the Italian beast. Braking performance is best in the Punto, followed by the Polo, i20 and Swift, the Maruti lacking grip on heavy braking while the Hyundai lacks feel.

The VW Polo is the safest car here but the Maruti Swift has the best after sales service

Safety and After Sales Service – All the four cars are Euro NCAP 5-rated but none of them will perform the same in India as none get side airbags (the old i20 had 6 airbags but the Elite version doesn’t offer it). The Polo is the only car here which comes with airbags as standard on all variants, other manufacturers need to adopt this safety initiative from VW. But the Polo loses out when it comes to after sales service, Volkswagen’s being the worst of the four while the Fiat being better but no match for Maruti or Hyundai. Maruti has a larger service network than Hyundai and as the company rightly claims, where ever you go, you are bound to find a Maruti service station.

The Swift and Punto Evo don’t feel in the same league as the fantastic i20 and Polo

Verdict – So we have four very competent cars here but which continent wins, is it Europe or Asia? The Swift finishes last, it has started to feel dated, doesn’t have the same equipment levels as its rivals and the rear seat isn’t of much use and neither is the small boot. The Punto Evo finishes third, it’s a fantastic car which is let down by the lacklustre engines that simply don’t give it the go to match the show. It’s the best looking car here but needs more performance to challenge the rest, the Fiat being the slowest in both its petrol and diesel avatars, in spite of having four different outputs on offer. So our last time winner, the Volkswagen Polo fights it out for the top spot with the Hyundai Elite i20 and that’s where things start to get close.

That’s how these cars finish, the i20 beats the Polo; Punto and Swift finish behind them

The German and Korean cars are very closely matched as there is less of a compromise in these vehicles, compared to the Japanese and Italian machines. Both the Polo and i20 have their strengths, the VW being a better car to drive with more engine options and drastically better handling. Where the Polo takes a big hit is rear seat space, it’s more of a two-seater and thus a car which doesn’t fare well on the practicality front, it is still the unanimous choice for the enthusiast (the GT variants more so). The Hyundai i20 manages to edge ahead of the Polo, it is significantly bigger on the inside, offers more comfort, has way more equipment and Hyundai’s service experience is miles ahead too. While the i20 can’t match the driving sheen of the Polo, most people (and most buyers in the segment are those kind) who aren’t into enthusiastic driving will appreciate the i20’s smoothness and neutral balance. All this helps the Elite become the uncompromising winner of this shootout.

The Hyundai Elite i20 is a more rounded package than the Volkswagen Polo. It offers comfort and features in abundance, thereby appealing to the requirements of majority of premium hatchback buyers in our country. The Polo is still the choice for enthusiasts.

Even though the i20 wins, other cars also have a solid personality that can’t be ignored

Further Reading -

Hyundai Elite i20 Review
2014 Volkswagen Polo Review
2014 Fiat Punto Evo Review
2014 Maruti Swift Review
Fiat Punto Evo vs Volkswagen Polo vs Maruti Swift

The post VW Polo vs Hyundai Elite i20 vs Maruti Swift vs Fiat Punto – Shootout appeared first on MotorBeam - Indian Car Bike News & Reviews.

The Volkswagen Polo GT TDI is the only hatchback for the diesel performance lover

Car Tested: 2015 Volkswagen Polo GT TDI

Price OTR Mumbai: Rs. 9,54,870/-

The Polo GT TDI is the most fun you can have in a diesel hatchback, it’s just awesome

Volkswagen is the only company quenching the thirst of hatchback enthusiasts in India and their launch of the Polo GTs last year was received with a positive response. Earlier this year the company updated the Polo with a minor facelift and the GTs too have got the changes. The bigger change to the GT TDI is the new 1.5-litre oil burner which it also shares with the regular diesel Polo as well as its sedan sibling and distant cousin from the Czech republic. One of our favourite cars at MotorBeam which we had for a long term and just couldn’t let go, the Polo GT TDI is fast, frugal and fun but do the changes boost its appeal even further?

The Polo GT TDI gets blackened rearview mirrors; alloy wheels are carried over

Exteriors – The Polo GT TDI looks largely the same as before but gets the new design elements from the facelifted model which includes a new front grille with the black treatment (the GT badge is placed on the left now, earlier it was on the right), chrome strip running across the front bumper, revisions to the headlights, new license plate holder at the rear and new reflectors. The changes which differentiate the GT TDI from the regular Polo are the black rearview mirrors and a rear spoiler. The alloy wheels are the same as before although the regular Polo got a new design for the wheels, we still like the ones on the GT more. So not much visually different on the outside.

The all-black interiors and 3-spoke flat-bottom steering wheel are the highlights

Interiors – On the inside too, things are quite the same. Just like the updated Polo, the new GT TDI also gets updated fonts for the multi-information display on the instrument cluster. The car also gets a fantastic 3-spoke flat bottom steering wheel which has more ergonomic placement of buttons for toggling through the MID. Rest of the car remains the same so you do get aluminium pedals and GT door sills. The big change though are the all black interiors (no silver on the centre console, instead it uses piano black which is also seen on the new steering). While the old Polo GT TDI (and the regular Polo on sale today) use a dual-tone interior theme of beige and black, the new GT uses an all black interior which looks very sporty and fits well with the go-fast theme. The cabin is a nice place to be in, the quality is good, there are a ton of features too but space at the rear is the only drawback of the car. Front passengers have ample room and the boot is very accommodating.

The Polo GT TDI gets a new engine but produces the same output as before

Performance – While the Polo GT TSI has retained its heart, the Polo GT TDI has ditched the large 1.6-litre TDI unit in favour of a smaller yet made for India oil burner. The 1.5-litre mill might be downsized but produces exactly the same output as its fore-bearer, thus output is 105 PS of power at 4400 RPM and 250 Nm of torque between 1500-2500. The 1498cc engine in the lower state of tune powers the regular Polo and generates 90 PS and 230 Nm, both the Polo 90 PS and Polo GT feel very similar as far as engine character goes. Just like the regular Polo, the GT TDI too has a good low-end punch with a strong mid-range and not so much punch at the top-end.

With improved low-end performance, the Polo GT TDI continues to wow drivers

The new diesel engine in the Polo GT TDI hasn’t robbed any of the fun, it’s still a hoot to drive

When compared to the regular Polo, the GT TDI doesn’t have as good low-end drivability although the car is still fabulous when you want to amble around town. Case in point being the fact that one can put the Polo GT TDI in third gear and still crawl over speed-breakers at speeds as low as 15 km/hr, no hindrance from the powerplant whatsoever. When compared to the old Polo 1.6 TDI, the new car has a slightly lighter clutch but lacks the top-end rush, it does make up by having lower turbolag and better drivability and lower NVH, the motor is still vocal when you give it the beans (especially post 3500 RPM). In terms of mileage, the new GT is more frugal with a ARAI certified mileage of 19.91 km/l against the old GT’s 19.78 km/l. On our test, our right foot was heavily buried to the floor and we still managed to get double digit mileage numbers. In terms of outright acceleration, the new GT TDI is slower by 0.15 seconds to the ton (taking 10.03 seconds) which isn’t much of a difference, the regular 90 PS Polo is 2.31 seconds slower to 100 km/hr in comparison.

This engine in the Polo helps it become a small rocket of sorts, it’s faaaast

So the new Polo GT TDI is more drivable, it has a very strong mid-range and the surge can keep you grinning for hours. It is vocal but in a good way and the motor redlines at 5500 RPM (the redline reducing in each gear like in second it redlines at 5400 RPM while in third the tacho stops dead at 5300 RPM). 100 km/hr comes up in third gear and at the same speed in top gear, you would see the tacho tick at 2300 RPM which is the same as the regular Polo, you know why, because the gearing is identical between the 90 PS and 105 PS Polos. Thus you would do 45 km/hr, 80 km/hr, 120 km/hr in first, second and third gears respectively. It’s post that there is a difference as the higher output of the GT model gives it a better top speed. Fourth gear is good enough for 157 km/hr while fifth gear will see you top out at 195 km/hr. The gearbox is slick shifting and in-gear acceleration is very good.

The Polo continues with the same suspension, balance between ride and handling is fab

Driving Dynamics – The Polo GT TDI shares its suspension set-up with the regular Polo and Volkswagen hasn’t made any changes for the go faster model. So you have a well set-up balance between ride and handling although the soft suspension does show a bit of bounciness when you drive really fast over very bad roads. The ride quality is excellent for the most part and so is the handling with tight body control and eagerness to dive into corners. The steering has good feedback too although it isn’t as flawless as one would expect on a car which proudly carries a GT badge on its chin. When you corner really hard, there is plenty of grip till a point understeer kicks in to ruin the fun. The new Apollo Alnac tyres are better than the Aceleres which we weren’t a fan of on the old Polo. Braking performance is good while high speed stability deserves an A+, the Polo just remains glued to the road at all times.

The Polo GT TDI continues to appeal to the heart like it always did, it’s a lot of fun

Verdict – The old Polo was available with a lethargic 1.2-litre 3-cylinder diesel mill which made the 1.6-litre engine equipped GT TDI the easy choice for those seeking power. Now with the regular Polo also getting a good performing engine, the GT TDI’s appeal becomes limited. The regular Polo is as much fun to drive as the GT model and the slightly higher output isn’t very apparent in day to day driving. With the price difference between the 90 PS Polo Highline and Polo GT TDI being a shade under Rs. 75,000/-, the extra amount you pay not only gives you the bragging rights of driving the most powerful made in India diesel hatchback but also ensures that even more expensive diesel sedans can’t match you when it comes to performance and that’s certainly a nice feeling to have.

Just like the old Polo GT TDI, the new one is also a rocket but a one which is fresher in appearance both inside out while being almost as quick and fun to keep a wide smile planted across your face at all times.

The Polo GT TDI is the fastest made in India diesel hatchback in the country

What’s Cool

* Performance, the way it gathers pace
* Balance in handling and ride
* Build quality and feel

What’s Not So Cool

* DSG automatic gearbox available but not offered yet
* After sales service

Further Reading -

2014 Volkswagen Polo Review
Volkswagen Polo GT TDI Long Term Review

Picture Editing - Sri Manikanta Achanta

The post 2015 Volkswagen Polo GT TDI Test Drive Review appeared first on MotorBeam - Indian Car Bike News & Reviews.

2015 Fiat Avventura – Click above for high resolution picture gallery

Car Tested: 2015 Fiat Avventura

Price OTR Mumbai: Rs. 7.11 – 9.87 lakhs

The Avventura is as impressive as other Fiats and has a load of attitude and desirability

Fiat’s India journey hasn’t been smooth enough as the Italian automaker wasn’t able to capture the minds of the mass market. That could change with the company’s latest offering, the Fiat Avventura. It’s no secret that we Indians love SUVs and even crossovers are finding good flavour with a majority of buyers, case in point being the Ford EcoSport. While it will take Fiat sometime to bring in a compact SUV, the Avventura crossover should serve the purpose well in the immediate future and although it looks like an athletic Punto Evo, there is much more than what meets the eye. This is one car which has the potential to change Fiat’s fortunes in India overtime, or can it? We had to drive it to find out just that.

The Avventura has a bold stance, like all Fiats, it also stands out on the road

Exteriors – There is absolutely no doubt that Fiat knows its design very well, all its cars are extremely well styled and somehow the appeal never subsides. The Avventura shares its styling with the recently launched Punto Evo but there are changes which give it the macho feel. The front gets a more aggressive bumper with faux skid plates while the whole car gets a black body cladding. The side gets black coloured door handles and thick door protector strips. The car also gets aluminium roof rails which are not only light but also serve their purpose of supporting a roof rack. While the regular Punto already has a massive ground clearance, the Avventura is 20 mm higher at 205 mm which puts it on par with the Renault Duster and Nissan Terrano.

The tail gate mounted spare wheel isn’t like what you usually see on SUVs

Fiat has also given the Avventura 16-inch wheels which are standard on all trims, what is also standard is the tail gate mounted spare wheel (with Avventura written on it and a reflector placed below it) which gives this Fiat a very SUV like feel. Unlike conventional tail gate mounted spare wheels, this one doesn’t open as a single unit, instead it has a swinging arm since the boot door still opens upwards. You have to unlock the boot to move the spare wheel cover to the side and the whole exercise is about style over usability as opening the cover on the spare wheel unit to access the spare tyre isn’t an easy task. The Avventura has flared wheel arches, the lights are fantastic (the car has strong lights, the throw is crisp and illumination is good but at the rear the fog light and reverse lamp is placed too low) and the overall stance of the car just reeks of pure unadulterated sexiness.

The interior get a nice dual-tone finish, notice the three meters in the centre

Interiors – The cabin of the Avventura is similar to the Punto Evo but Fiat has made multiple changes to differentiate the two cars. Our test car was the mid-level Dynamic variant (there is no Emotion trim in petrol) so some equipment was missing but the vehicle is still quite loaded for a lower trim. All the features offered on the Punto Evo are present on the Avventura but what’s more are the three pods which sit right above the centre AC vents. Now the Avventura isn’t an off-roader, power is still fed to the front wheels so having a compass and tilt meters (for both axis) serves little purpose, it’s still cool though. The dashboard gets the dual-tone treatment and the middle part is finished in soft touch velvet like grey colour which is very unique. The seats and doors pads are finished in brown, they use artificial leather and look really good. Audio quality is good for a stock unit but the lack of Bluetooth streaming continues to be a grave omission. All windows roll down with one touch but only the driver’s rolls up with one touch. The Avventura has double blade wipers and they do an excellent job.

Rear seat space is decent and the Avventura feels very solid, just like a tank

Fiat cars are always well appreciated for their build quality and the Avventura impresses as well, it feels like a tank and there is a solidity which even German cars can’t match. Fit-finish is good but the plastics are hard, the big glitch we found with the quality of the car was the finish on the arm of the tailgate mounted spare wheel. The cabin is a nice place to be in, there is good interior room too although the rear bench has just adequate space while lacking on under-thigh support and headroom is an issue for tall passengers. The seats are firm and offer good comfort but the headrests are a tad too hard. There are quite a few storage bins (the glovebox is small though) including door pockets, ticket holder below the right most AC vent, seat back pocket, centre console and a nice cup holder between the front seats for the rear passenger. Ergonomics are decent but the steering is too far ahead towards you, there is dead pedal though and visibility all around is better than average. The boot has good capacity and the space saved is used to store the toolbox.

This Fiat uses the same set of engines which power the Punto Evo hatchback

Performance – There is nothing new when it comes to the engines on offer, the Fiat Avventura draws power from the same 1.3-litre Multijet diesel mill which outputs 90 HP and 200 Nm (only the higher state of tune is being offered and there is no 75 PS diesel in the lineup). This engine is known to have plenty of lag lower down but the mid-range is strong with a decent top-end to boot. Thus the diesel Avventura is best suited for highway driving as tackling the urban environment’s stop and go ordeal isn’t where this crossover shines. The 5-speed gearbox shifts decently well when you tackle the lever with patience and care but get a bit aggressive and the cogs don’t swap as smoothly, lending a notchy feel.

The petrol Avventura has good low-end performance, making city driving a breeze

The petrol Avventura has surprisingly good performance, it drives very well in the city

The other engine is the 1.4-litre petrol mill which produces 90 HP and 115 Nm of torque. This motor is quite good if you drive sedately as there is good low-end punch while the mid-range is decent too, although top-end is where it lacks. Still, the Avventura’s petrol mill sounds very sweet near its 6600 RPM, becoming quite vocal once you whizz past 4500 RPM. The motor isn’t fast revving but doesn’t struggle and accelerates smoothly till 130 km/hr. As per our VBOX runs, the petrol powered Avventura managed to do the 0-100 km/hr sprint in 13.89 seconds (0-120 km/hr takes 21.52 seconds) which might not sound fast but is pretty quick for a petrol Fiat as this car does weigh quite a lot.

The Avventura should have got the T-Jet mill, it would have helped big time

The FIRE engine has low NVH and the gearbox is smooth with the clutch being light too. First gear is good enough for 45 km/hr, second for 80 km/hr while third will take you well past the ton. The engine cuts off smoothly at redline. 100 km/hr in top gear results in 3100 RPM on the tachometer. The mileage we got on our test was 11 km/l which is decent for a car of this type. This engine won’t set your pulse racing but does the job well although Fiat should have plonked in the T-Jet motor in this car, it would have completely changed the experience of driving the Avventura.

Fiat has retuned the suspension, ride and handling balance is simply fantabulous

Driving Dynamics – Whenever you come to this part of a Fiat car review, you know things are extremely positive and praises are a plenty, same is the case with the Avventura too. The ride and handling balance is just fantastic, the car is so eager to drive on both good and bad roads. Fiat has re-tuned the suspension to tackle the added 60 kgs of weight. The Avventura also gets a rear anti-roll bar and the vehicle delights with the way it handles. In spite of the raised height, handling is crisp and body control is simply fab. The suspension handles bad roads with ease although subjecting it to the post monsoon roads of Mumbai did lead to some sort of vibes.

The Fiat Avventura has a crisp steering, the grip on offer is just tremendous

There is some stiffness but that in no way hampers the ride quality, it’s still a car which will keep you comfortable over the worst of tarmac. The steering has just the right feel, it’s precise and the hydraulic unit is feedback rich. The Avventura might be heavy but it doesn’t feel as heavy as you would expect. What really impresses is the grip on offer, the 205/55/16 Goodyear Eagle NCT5 tyres have so much grip (with the chassis supporting it), that you can dive into corners carrying insane speeds and it just goes, no tyre screeching, no understeer, just pure grip and delight. The car is stable at speed and that’s in spite of the higher ground clearance which also means no worries on the worst of speed-breakers. The brakes are fantastic and stopping power is in plenty.

Fiat has a winner on its hands with the Avventura, it’s a genuinely impressive car

Verdict – The Avventura isn’t a half hearted effort like the Volkswagen Cross Polo or the Toyota Etios Cross, instead it’s a splendid job done by Fiat and they really deserve applaud for it. Right from design to ride and handling, the Fiat Avventura manages to tick all the right boxes. It isn’t perfect but the desirability it offers is difficult to match at its price point. Fiat is positioning the Avventura as a CUV (Contemporary Urban Vehicle) and from what we gather, this is a car which really deserves to be a hit in the Indian market, it’s a vehicle which fares very well in most parameters.

Fiat’s Avventura might not be a full blown compact SUV but this crossover still has acres of appeal and manages to perform exceptionally well in quite a few important areas.

If marketed well, the Avventura could turn Fiat’s fortunes in India for the better

What’s Cool

* Styling and design
* Fab balance of ride, handling and braking
* Overall appeal and desirability

What’s Not So Cool

* Could do with more powerful engines
* Driving position far from perfect

Alternatives: Ford EcoSport

Picture Editing - Sri Manikanta Achanta

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

KTM RC 390, RC 200 Track Test – Click above for high resolution picture gallery

The gorgeous RC siblings are here to start a new trend in India and that’s track days

Yes, yes, we are as excited as you are when we were called to test ride the RC siblings on the track. The best part is that riding them back to back tells you exactly what are the major differences between them despite they being similar in endless ways. Obviously it is our job to tell you the details about what has been happening under the skin and how different these motorcycles are from the Duke siblings. The track test was none other than the iconic one of Bajaj’s Chakan plant in Pune which is no technical circuit but has the best balance of everything. Almost two kms of straight, one fast sweeper or let’s call it the climbing banking, a downhill and tight corners make up for where Bajaj Auto does its own testing. So let’s start talking about the track torture we gave the RC siblings because we have had our first impressions on the road and on the track, in a controlled environment and without looking for anything we nail the throttle, try to scrape the pegs and getting our knee down was the agenda. Was it as fun as expected. Peel some oranges, drink some lemonade because it is getting really hot here!

The styling of the RCs are the standout highlight, these bikes ooze sexiness

So let’s first get done and dusted with the similarities of the RC siblings. Both these bikes look identical except for the colour schemes in which the RC 200 is being praised a lot for its black and orange paint work while the RC 390 in white has a charm of its own and is filled with a lot of cool and techno graphics and also has the Duke 390 inspired power-coated orange trellis frame and wheels which are already offered on the RC 200 which the Duke 200 does not have. The RC series is the same on equipment. What the RC 390 has, the RC 200 also has like the Duke siblings but the only major difference now is ABS and Metzeler tyres which are not offered on the smaller RC. The RC also gets dual projectors, DRL lights (which are not on by default) and a rear seat which is a seat and a cowl at the same time.

Perfectly crafted ergonomics help in an enjoyable track experience on the RCs

When it comes to ergonomics they are the same too. Rear set footpegs which are positioned lower for better leg room but the seats remain really small and hard for the rider which may not accommodate everyone of every size. On the track all of this works as good as vanilla with chocolate syrup and additional strawberries for total fun and dedication. Dedicated riding position helps you fling from right to left very effectively and without maximum concentration on positioning itself. The clip-ons are on the higher side and coupled with lower set footpegs, these are very forgiving bikes to ride on the track for newbies and still give you the thrills of a proper sport bike thanks to well calibrated ergonomics and bomb of an engine under your command.

Inspires confidence to the core in the corners as the RC 390 has leech like grip

We are riding the Duke 390 on a daily basis and our first impression on the road for the RC was surprisingly very different from our Dukes. On the track too, it’s no different either. It is a very different machine and there are some flaws with the Duke which is high speed stability and the extremely light front end which has been taken care of on the RC. Lower, stiffer and better damping at the front of the RC series means there is no wobbling at high speeds, the feedback was already really good but on the RC it is totally surreal. Turn-in and the forks talk to you so much that they are like your girlfriend, who you love when she talks all day long. Needless to say, the turn-in is super duper sharp and precise thanks to 1.5 degree less rake over the Duke (25 to 23.5 on the RC) and the moment you turn-in, you have a huge smile on your face because the way the RC peels into corners is just pin-point precise and feels as accurate as your calculator which crunches 10 digit queries in a matter of seconds.

Everybody can be comfortable with the RC on the track and everybody can be happy

Riding a 400cc bike fast and hard on the track without being endangered are the amazing qualities you are paying for

As we already know, the chassis is fantastic but it flexes even less than the Duke which makes these stiff chassis equipped bikes even more confidence inspiring to ride. The shorter wheelbase of 27 mm over the Duke and the higher centre of gravity makes things even better which conjoined with the idea of an aluminium swing arm, assuring you with direction changes which are super quick and uninterrupted. The Metzeler M5 Sportec tyres on the track show what they really are. They were mind blowing on the road and they are sensationally scintillating on the track. The MRF tyres on the Duke 200 are really good but the traction levels on the Metzelers are so good that after riding the RC 390 first and the RC 200 later, we found ourselves complaining about the tyres. Needless to say, enthusiasts will only choose the RC 390 and so KTM has provided Metzelers on it. Meanwhile the RC 200 is for the road and for newbies who will come on the track and will find it above satisfactory but on the limit, even more stickier tyres are the need of the day. However, why get more grip when you can get a bike with more power and better grip to exploit the handling of the same chassis.

Flicking then leaning into corners and getting your knee down is an easily achievable task

In a straight line, needless to say, the RC 390 was fun to ride and that too without pushing it hard one bit. The RC 390 saw 170 km/hr on the straight every single time and braking hard was the best part. Taking both fast sweepers around 100/115 km/hr was a task which required minimum effort and the chassis can take even more quite easily. ABS did not kick in even once because we did not reach the very limit of last moment braking. The track was new to us and before we started getting the hang of the track, time was up and we were back into the pits. After riding the RC 390, the RC 200 felt very slow. However, the best part is that the speeds through sweepers were higher and the adjusting to the brakes and limit of the tyres was seen quickly with all the riders. The RC 200 obviously reached top speeds in a blink of an eye but KTM really needs to smoothen out the rev limit in sixth gear so that riders can hold it. When we did reached the RPM limit in sixth gear on the RC 200, the RPM kept bouncing back and the speeds decreased from 137 to 134 km/hr. However, you can balance the throttle but that takes quite some practice as the RC 200 is still frantic.

Speed is the only true modern sensation and the RCs have it all under control

Overall, how do we sum it up? All we can say is that these bikes are purely meant for the race track and they don’t fail to impress one bit and keep you grinning and laughing all day long. They are not meant for touring or going to office or college. Obviously you will do that and you can do that but the real fun lies on the track where these machines shine as bright as the mighty sun (reason why they are orange? Yes!). The balance, the ease of use, the radical design, the immense value for money tag make them a no brainer if you want to master the race track. These bikes are by far the best performance motorcycles in India and join the league of the cult Yamaha R15. Yes, it is that good and the RC bikes have the power that you always needed at the track. You can enjoy it on a daily basis but do take the time to go to the race track with it if you are going to buy it. The Duke fits your bill if you don’t want to do track days at all (the Dukes can do track days too). KTM is all set to start track fashion here in India with the splendid stallions being available from their stable. Like how their partner Bajaj, with their Pulsar started the touring and street riding idea in India. Tracks will be made in India throughout the nation and there will be a time where you can access a track which is no further than 500 kms way. All we can say is, we are mighty impressed with the Race (the) Competition bikes and can’t wait to road test them. Till that time, prepare yourself and be Ready to Race!

Deposit the money, get the RC, go to the track instead of the temple first, it’s that good

Further Reading -

KTM RC 390 First Ride Review
KTM RC 390 vs Kawasaki Ninja 300
KTM RC 390 vs KTM Duke 390

Picture Editing - Sri Manikanta Achanta

The post KTM RC 390, RC 200 Track Test Review appeared first on MotorBeam - Indian Car Bike News & Reviews.

Renault Duster AWD vs Mahindra Scorpio vs Tata Safari – Click above for high resolution picture gallery

Shootout: Renault Duster vs Mahindra Scorpio vs Tata Safari Storme

Price OTR Mumbai: Rs. 13.20-15.77 lakhs (Renault Duster 110 PS), Rs. 12.46-15.36 (Mahindra Scorpio), Rs. 12.18-16.39 lakhs (Tata Safari Storme)

All these three vehicle have macho SUV appeal but are very different to each other

It’s no mystery that the SUV segment is booming in India and although this trend maybe recent, India’s very own manufacturers have been offering their own SUVs since a very long time. While the Tata Safari has huge fan following, the Mahindra Scorpio has proven its popularity by selling in very good numbers. Robbing away sheen from the desi SUVs is the Renault Duster, a compact SUV which has been doing extremely well for the French automaker. In fact, the Duster has done so well that it displaced the Scorpio from the top selling SUV spot last year. But does the updated Scorpio sting so bad that it leaves the Safari and Duster running for cover. We put these SUVs in a head to head comparison.

Motor Quest: The Tata Safari is a cult in India and also the oldest vehicle in terms of brand age. Launched in 1998, the Storme made its debut in 2012, the same year Renault launched the Duster in India. This year has seen Renault offer an AWD version of the Duster while Mahindra has updated the Scorpio, a car which was born in 2002.

The Tata Safari Storme stands out the most with its macho and iconic SUV body style

Exteriors – Mahindra has given the Scorpio its biggest cosmetic refresh till date and that does boost its appeal to quite an extent. Still, some elements appear overdone and the rear appears tacky in certain colours. In comparison, the other two cars appear less flamboyant but that is actually a good thing. The Duster has very little design elements which stand out, Dacia designers have kept it extremely simple and things like the wide grille, massively flared wheel arches and wide track do give it presence. The Duster is still small compared to the other two cars and doesn’t have the same level of street cred.

The Duster is the smallest here while the Scorpio has some controversial design elements

Talking about street presence, nothing intimidates as much as a Tata Safari. Elegant yet masculine, the Safari is a car which instantly makes people notice it. With its generous dimensions and typical SUV design, the Storme is a looker and the vehicle which we feel looks the best, more so in the company of the Scorpio and Duster. The lines flow smoothly and nothing appears out of place on the exterior, a tail gate mounted spare wheel would have been nice though. No doubt then, the Safari is the best looking SUV here.

The Mahindra Scorpio’s dashboard is the most appealing in looks but quality on the Renault Duster is the best here

Interiors – While the Safari has the most appeal on the outside, it lacks the same when you step inside. The dashboard design feels old and not to current standards but then the Duster isn’t any different as its dashboard also doesn’t look striking. This is where the Scorpio impresses the most, the updated model gets a vastly more appealing interior and the dashboard feels eons better than the Safari and Duster in terms of design. Neither cars have quality which you can term impeccable but the Duster feels the best put-together of the three, the other two not being much behind but quality is better in the Safari than the Scorpio, we couldn’t find any exposed wires in the Tata but there are abundant such misgives in the Mahindra.

The Tata Safari has the most interior room and the biggest boot too, all cars fare well when it comes to space

The amount of equipment in the Scoprio makes its rivals feel either under-equipped or overpriced

The Safari fares badly when it comes to equipment list too. It’s the least loaded car here and doesn’t even get Bluetooth audio streaming. Its audio system and instrument cluster appears very basic in front of the savvy touch screen and multi-information display units offered by Mahindra and Renault. The Duster does have more equipment than the Storme but the Renault can’t hold a candle in terms of features in front of the loaded Scorpio. Right from cruise control to LED lights, there is simply too much on offer in the Mahindra. Other features on the Scorpio which are not available on the other two cars are automatic headlights, static bending lights, automatic wipers, voice assist system, climate control, stop-start system, navigation, etc.

The Safari and Scorpio give you the added flexibility of last row seats although they are best used by children

The Safari and Scorpio are bigger SUVs and can seat seven, the Duster being a 5-seater has an inherent disadvantage in the space department. However there is more than just seating configurations which matter here. The Safari only comes with side facing seats so the last row is best for short distances or kids, the Scorpio too gets this arrangement but you can opt for front facing seats, again the last row isn’t the best for adults. So as a 5-seater too which car impresses the most? It’s the Safari, it has the most space and the seats are the best in the Tata car. The Scorpio and Duster too have decent interior room but the Safari is hands down the most comfortable car of the three, it’s the widest with big windows and almost perfect seating position making it the most airy vehicle here while the Duster has almost car like driving position and the Scorpio has far from perfect ergonomics. The Safari also has the biggest boot while the Scorpio beats the Duster with its larger trunk.

All cars use 4-cylinder engines and in AWD avatars, all are available with diesel power

Performance – The Renault Duster is the only car here which comes with multiple engine options (including a petrol engine) but since we are putting the French car against the more powerful SUVs, we will only compare the 110 PS model which is the only engine offered on the AWD version. The Duster is the least powerful car here with the smallest engine, the 1.5-litre k9k diesel outputs 110 PS at 4000 RPM and 245 Nm at 1750 RPM. While the other two desi SUVs use a 5-speed gearbox, the Duster uses a 6-speed unit. Both the Safari and Scorpio use the same AVL sourced 2.2-litre motor, the Tata vehicle having higher output. The Storme produces 140 PS at 4000 RPM and 320 Nm between 1700-2700 RPM. Meanwhile, the Scorpio outputs 120 PS at 4000 RPM and 280 Nm between 1800-2800 RPM.

The Scorpio feels the most peppy to drive with a punchy powertrain helping it move fast

In spite of what the output figures suggest, there is a vast different in the performance of all these cars. The Duster might be the least powerful car here but being the only one with a monocoque construction and default front-wheel drive results in it being the quickest, we recorded a 0-100 km/hr time of just 12.54 seconds on the AWD Duster. Our test Safari was a 4×4 while the Scorpio was a 4×2, so the weight advantage gave the Mahindra the edge in 0-100 km/hr timing although we are sure that with the lower output, the heavier 4×4 Scorpio will lose out to the Safari when it comes to outright acceleration. The Duster being the fastest also has the highest top speed while the Safari runs it close although it takes much longer to achieve its top whack. The Scorpio has the least top speed of the three but in spite of that, it feels the most lively car here.

The Renault Duster is the fastest car here thanks to its light weight

Power to weight is the name of the game and the Duster sweeps the performance award here

Mahindra has done a stellar job with the tuning of the mHawk powerplant, this motor is eager right from the word go and turbolag is very well contained. Renault too has made changes to the Duster for the AWD model and the lag has reduced with the clutch being quite light too but the Mahindra has the lightest clutch while the Safari has the heaviest, the Storme simply not feeling even close to as peppy to drive as the other two cars. The Duster’s powerband is quite narrow as the engine revs quickly and one has to get into fourth gear to cross the ton. The Safari’s gearbox impresses the least while the Scorpio and Duster are almost on par offering slick shifts with the occasional notchy feel. For city duties though, the Scorpio is the car of choice while the Duster AWD has the best highway performance. The mileage on the Renault is the highest (14 km/l) while the Scorpio and Safari finish quite behind, the Mahindra being more economical to run (1 km/l more than the Safari by returning 11 km/l) thanks to its lighter weight and Micro Hybrid system. The big problem with the Safari is that it’s not only the least frugal car here but also has a small fuel tank, limiting its uninterrupted cruising range.

The Renault impresses the most when it comes to dynamics, it drives just like a car

Driving Dynamics – The Safari and Scorpio can be termed as old school SUVs, both these cars use a body on frame chassis and power is channelled to the rear wheels by default. The Duster uses a monocoque frame and is a front-wheel drive car by default, thus it weighs considerably less than the ladder frame equipped vehicles. The Indian SUVs also use a hydraulic steering while the Renault makes do with an electric one. With modern underpinnings, the Duster is the best vehicle to drive here, it drives like a car and is very easy to pilot be it high speed runs on the expressway or ambling around town on the most crowded road. The Duster also has the best body control and feels the most stable of the trio.

The Scorpio has improved drastically but still can’t match the Duster in handling

The Safari has a true-blue SUV feel when you drive it, the same is lacking in both the Duster and Scorpio

Neither the Safari, nor the Scorpio can match the Duster when it comes to stability or handling. In spite of using hydraulic steerings, neither cars are as good with steering feel or feedback as the Renault. The Scorpio handles better than the Safari, it drives almost car like and the updated chassis has improved its dynamics by leaps and bounds. While the Safari isn’t as good as the Duster, as it feels heavy, the Storme has a character of its own and it’s the only car here in which one feels like they are driving a proper genuine SUV. However, the heavy weight of the Safari gives it the most roll around corners and this car really needs to shed some weight.

The Safari Storme has the best off-road ability, it also has the best ride quality

The Duster sweeps away the best braking honours too while the Safari (only car to be equipped with all-wheel discs here) manages to outperform the Scorpio in the stopping department. Where the Tata car excels is ride quality. All cars ride quite well but the Safari is simply unmatched in the way it glides over the worst of roads with supreme composure. With AWD on all these cars, it’s the Safari which manages to fare the best off-road too. The Storme not only has a low ratio transfer case but also comes with a limited slip differential, helping it conquer any given obstacle at any given time. Overall though, the Duster impresses the most in this department.

Neither of these SUVs are equipped with a plethora of safety features

Safety and After Sales Service – In spite of all these cars costing more than a million rupees to procure, neither comes with side airbags. The Scorpio and Safari aren’t sold in major global markets so haven’t even got the Euro NCAP crash test treatment while the Duster scored a poor 3-stars. All these cars come with dual front airbags and ABS as standard on the top-end model. When it comes to service, Tata Motors is the least impressive followed by Mahindra which fares slightly better. Mostly positive things have been said about Renault’s service in our country.

The Scorpio manages to beat its key rivals with ease, it’s the best package here

Verdict – Three brilliant SUVs and all of them have quite a few shortcomings but which one is the winner? If you want to buy an SUV just to massage your ego while wanting to keep things simple, the Duster is the one to get. It’s easy to drive and requires no additional effort to drive or park over a regular sedan. However, the Duster feels overpriced for what it offers, just like the Safari which is the most expensive vehicle here. Where the Tata impresses the most is giving you the real SUV feel and when you drive one, you are bound to get addicted to it. The lack of equipment and the slightly dated dashboard do rob away crucial points away from the Storme. The vehicle which is the most bang for your buck, the one which treads right between the car like Duster and 100% SUV Safari is without doubt the one which triumphs in this shootout. In its new avatar, the Scorpio has improved so drastically that it wasn’t difficult for it to become the winner in this test.

What ever way you put it, the fact that the Mahindra Scorpio offers the best bang for the buck makes it evident that in this shootout, the winner makes it amply clear that “Nothing Else Will Do”.

Further Reading -

2015 Mahindra Scorpio Review
Renault Duster AWD Review
Tata Safari Storme Review
Mahindra Scorpio vs Renault Duster vs Mahindra XUV500 vs Tata Safari

Picture Editing - Sri Manikanta Achanta

The post Renault Duster AWD vs Mahindra Scorpio vs Tata Safari Storme – Shootout appeared first on MotorBeam - Indian Car Bike News & Reviews.

Jaguar F-Type Coupe R – Click above for high resolution picture gallery

Car Tested: 2014 Jaguar F-Type Coupe R

Price OTR Mumbai: Rs. 2,33,49,450/-

The F-Type Coupe just blitz past everything, both in the straights and around corners

Even if you are living under a rock, you will be quite aware that Tata Motors’ owned Jaguar is on a roll. The car which has made them the talk of the town in this decade is without a doubt the F-Type. The long awaited successor of the fantastic E-Type, the F-Type has lived up to its hype and the British automaker followed the success with the launch of the F-Type Coupe. While convertibles are loved the world over, Coupes too have a fan following for multiple reasons, one of them being sharper handling. The top-of-the-line F-Type Coupe is the R version which is one ferocious cat. We put it through the paces in and around Mumbai and are still reeling under the rush this sporty Jag gave us.

Motor Quest: The F-Type has been a long time coming and under Ford ownership was almost going to be launched in the 1990s. The current F-Type was launched last year while the Coupe went on sale earlier this year.

The Jaguar F-Type Coupe draws some design influence from the iconic E-Type

Exteriors – The F-Type Coupe looks very fast while being very still, such is the emotion it projects with its appealing and jaw-dropping design. A long hood, a neat sloping roof, big wheels and a tail with gorgeous lights is enough to make everyone forget what they are up to, just so that they can have a glimpse of this car. The F-Type’s visual appeal is undeniable, so much so that people start stalking you just to get a better look at the car. Case in point, we had to cancel our photo shoot twice as crowds would gather with their phone cameras out in a jiffy. This car oozes pure eye candy and in that red shade, it is impossible to miss it anywhere.

Sporty yet luxurious, Jaguar has given the F-Type’s cabin a good blend of both

Interiors – The interior of the F-Type Coupe has been carried over from the Convertible model so there are a lot of similarities. Inducing a sense of occasion are the pop-out door handles which are your touch points to get inside the neatly laid yet sporty cabin. Dab the Ignis orange coloured engine start button and voila, the centre AC vents rise up. A chunky 3-spoke steering wheel with a plethora of buttons is at the helm while the centre console has aircraft inspired switches for that feeling of flight when you get going at full pelt. The 8-inch infotainment touch screen is easy to use but could have been slicker, it does have a lot of info including a G-force meter, stopwatch to time your laps, acceleration/brake graph, multiple cameras and the super cool ambient lightning with the option of 5 colours.

Those bucket seats just hug you and are extremely comfortable to be in

In spite of the F-Type being a sport car, it blends its go-fast character with luxury very well because once inside the cabin, you are as comfortable as you would be in a 7-star hotel. There is also a panoramic sunroof and although it doesn’t give the same airy feel as the open-top model, there is still a feeling of space. The seats are just overly comfortable, they hug you like nothing else and the controls on the doors let you get that perfect position too, adjusting the seat in 14 ways. Some storage bits are present in the cabin but there isn’t much place to keep stuff, including the boot which although bigger on the Coupe (no roof to keep in the trunk), there is a spare wheel which occupies most of the usable part. Practicality aside, the F-Type’s cabin impresses with its design, quality of materials and feeling of luxury, all of which is achieved in very good proportions.

Method to the madness, the F-Type’s 5.0-litre engine belts out 550 PS!

Performance – The Jaguar F-Type is a fast car, whether it’s the V8 or even the V6 for that matter. While the convertible version of the F-Type already has a massive 500 PS of power on tap, the Coupe R has been given more thrust thanks to an increase in output. This cat now leaps with insane urgency thanks to the 5.0-litre force-fed motor now shooting out 550 PS and 680 Nm. That’s a lot of horses and what really amplifies the driving experience is the sound. Start the car and the roar from the quad pipes is enough to wake an entire town. Give the F-Type the beans and the exhaust sounds as ferocious as a lion ready to prey.

A tap on the big pedal is enough to go from standstill to becoming unseen

The F-Type gets the option of Active Exhaust, which with the press of a button on the centre console further boosts the dB levels from the power packed 8-cylinder mill. Jaguar has tuned the exhaust so perfectly that they deserve a big applaud for it, the F-Type is one sweet sounding car, one which makes you addicted to its brawny muscle car like symphony. Going fast isn’t the only good part because when you lift off, the way the exhaust cracks and pops is just something else, it’s pure nirvana. With so much power on tap, the F-Type is off in a jiffy and before you know it, the double ton is breached and still the locomotive like pull is constant and almost unending.

The gearbox is super quick with shifts, there is no hesitation with cog swapping

The F-Type Coupe R is fast yet soulful with the quad pipes emitting a pure bassy sound track

What really impresses is the fact that there is no flat spot in the power delivery, the F-Type is just ready for action right from the word go. So be it low speed driving or high speed cruising, the Coupe R is always ready to prowl. There is good low-end pep so ambling around town isn’t an issue at all with the exhaust also being quite muted for what is a big beast under the long belly. However, give it the beans and you are greeted by a long surge, a strong pull and blurry scenery. Top-end thrust is fantastic too but redline comes in a bit early at just under 7000 RPM. It takes 4.2 seconds to do the 0-100 km/hr sprint with the ton coming up in second gear. Accelerate hard and you are pushed back in the seats, the Jag leaping ahead with utmost urgency.

One can simply buy the F-Type for its soundtrack alone, it just sounds epic

You don’t have to be in the mood for fun and games always as the F-Type makes for a good car to cruise in style. The motor is relaxed when you drive sedately and that enables you to munch miles without punching other vehicles out of sight. Cruising in top gear at 100 km/hr results in the engine spinning at just 1300 RPM. The 8-speed gearbox is a gem, it upshifts instantly (you can use paddles too which fall right at your fingers), finds the right gear almost always and works with a level of secrecy which only people in the military do. With a mileage of 4-5 km/l, the tank range isn’t much as Jaguar has reduced the capacity by 2-litres on the Coupe.

Sharp around corners, the Coupe is 80% stiffer than the Convertible

Driving Dynamics – The F-Type Coupe is 80% stiffer than the Convertible and that shows the instant you drive the car. The stiff suspension is immediately felt with the ride quality being quite harsh on bad roads. Still the F-Type has a decent ride quality for a car which has no business in clambering over pothole ridden Mumbai roads. Handling is sharp, the F-Type loves to corner hard and inspires the confidence for you to push even harder, the hydraulic steering being quick and feedback rich too. There is a Dynamic Mode which further improves things including stiffening the suspension, quickening gear shifts and summing the engine to unleash all those 550 race bred horses.

Ride quality is on the harsher side but high speed manners are impeccable

There are a slew of systems (torque vectoring, LSD, etc) ensuring the F-Type is always pointing in the direction you want it to but in spite of that, this rear-wheel drive car is still quite tail happy. Understeer is well prevented but oversteer is easy to get. Turning off the traction control system is a guaranteed recipe for going the opposite way but even with the system on, a slightly aggressive turn can result in the tail stepping out. High speed stability is excellent and an active rear spoiler deploys at 120 km/hr, retracting and disappearing out of sight at 90 km/hr, one can also manually engage it. With so much performance on offer, braking needs to be excellent and this British sports car doesn’t disappoint, it has ample stopping power.

Being a global model sold in all big markets, safety is very good

Safety and After Sales Service – The Jaguar F-Type is a global model and has been tested thoroughly, it’s got good crash test ratings and performs extremely well when it comes to safety. Jaguar is expanding its service reach in India which give them one of the best distribution network among supercar companies. Thus sales and service isn’t an issue although just like all other supercars, spare parts aren’t likely to be available off the shelf.

This car really touches your heart and makes you want one, it’s so desirable

Verdict – When we drove the Jaguar F-Type last year in Spain, we were bowled over and the Coupe takes things further ahead. With the same ingredients of fast, sexy and fun, the F-Type in its closed roof avatar is even faster, more appealing to look at and even more fun. The big plus of the coupe is that it handles much better too thanks to the stiffer body. All this translates into a car which makes you feel extremely special yet connected, quick but surefooted and needless to say, like all other Jaguars, this one too stands out vividly on the road and boy it does it in style with a loud and addictive snarl.

The F-Type Coupe is even more fun and although performance was never a doubt with this sports car, in the Coupe R version, Jaguar has taken the madness a step higher and that’s simply the thing to love.

One of the best consoles we have seen, those buttons transform the experience

What’s Cool

* Brutal Acceleration
* Scintillating Exhaust Note
* Appeal

What’s Not So Cool

* CBU Price

Alternatives: Audi R8, Porsche 911

Gone in 4.2 seconds, that’s the time the F-Type takes to do the 0-100 km/hr sprint

2014 Jaguar F-Type Coupe Specifications

* Engine: 5000cc, 8-cylinder, Supercharged
* Power: 550 PS @ 6500 RPM
* Torque: 680 Nm @ 3500 RPM
* Transmission: 8-speed automatic
* 0-100 km/hr: 4.2 seconds
* Top Speed: 300 km/hr
* Fuel Consumption: 5 km/l (4×2), 7 km/l (4×4)
* Fuel Type: Petrol, Preferably High Octane
* Suspension: Forged Aluminium Double-Wishbone with Adaptive Dampers
* Tyres: 255/35/20 (Front), 295/30/20 (Rear)
* Brakes: Massive Discs All Around
* Safety: ABS, DSC, Front and Side Airbags, Front and Rear Parking Sensors

2014 Jaguar F-Type Coupe Dimensions

* Overall length x width x height: 4470 mm x 2042 mm x 1321 mm
* Wheelbase: 2622 mm
* Front/Rear Track: 1586/1628 mm
* Turning Radius: 5.45 metres
* Ground clearance: 120 mm (est.)
* Boot Volume: 407-litres
* Fuel Tank Capacity: 70-litres
* Kerb Weight: 1650 kgs

Further Reading –

Jaguar F-Type Convertible Review
A Day With A Supercar

Picture Editing - Sri Manikanta Achanta

The post Jaguar F-Type Coupe R Test Drive Review appeared first on MotorBeam - Indian Car Bike News & Reviews.

2014 Hero Splendor Pro Classic – Click here for high resolution picture gallery

Bike Tested: 2014 Hero Splendor Pro Classic

Price OTR Mumbai: Rs. 55,460/-

The new Hero Splendor Pro Classic is by far the most stunning looking commuter motorcycle in the history of two-wheelers

Every single time, here at MotorBeam, we feel honoured to review the iconic Splendor in its brand new avatars. Hero is on a roll and comes with new ideas and the ideas which literally excite people or make some people’s face gloomy. Not the case here. Every single person who saw the Splendor Pro Classic since the Auto Expo has had a huge grin on his face. Despite it having the famous “97.2” cc engine and is yet another Splendor in disguise, nobody seems to be complaining about it one bit. After the massive success of the Royal Enfield Continental GT, Hero may have thought that we have iconic brands like the Bullet then why not use it as well. Result is a motorcycle which is worth a million dollars just for its styling. We are the first to see how it looks in flesh on our roads and hop onto it for a ride to find out what it actually is.

Aesthetics come straight from the books of motorcycle history as it looks retro

Styling – Put this bike in front of girls who like bikes in the right color (red) and they are bound to say “awww”. The Pro Classic is the most cute motorcycle every witnessed. The first words which came from our side when we saw the motorcycle was that the bike looks like a total sweetie. The Splendor is always considered a small purposeful motorcycle and in this avatar it looks the very best. But if we talk technically, we can see the reminiscence of the Yamaha RX100 in the fuel tank. The fuel tank is not boxy like the RX100 and is a curvy unit and that is the only thing which differentiates it. Tail piece needless to say is like a cowl directly lifted of a cafe racer and slapped on to this motorcycle. The seats also look great and are well molded and put together. The retro indicators, tail light and headlight are just done so right that we can’t take our eyes of the motorcycle. It would have been great if the exhaust design would have been different too. The only sore thing we could find is the skinny rear tyre which isn’t cafe racer-ish but can’t help it as this is a 100cc commuter motorcycle.

A classy job when it comes to the cluster as well as chosen fonts and clocks

Instrument Cluster and Switchgear – The meters have been well done with beautiful choices of font used and perfectly chosen chrome ringed clocks for the job. The Splendor Pro logo in between is attention to detail that pleases you instantly. Rev counter instead of fuel economy on this particular Splendor would have been a great idea and would have been totally different like how the motorcycle is in terms of design. The Splendor Pro now comes with a side stand warning indicator and the usual tell tale lights which include the solitary turn indicator which is another job well done by Hero designers. Switchgear remains the same Honda unit and has every button on the left side while the start button is the only thing on the right side.

Not completely dedicated with front-set pegs aiding in a comfortable riding position

Ergonomics – The seating position of the Splendor Pro Classic is not the same anymore. The position is not upright as the handlebars are placed lower but fall to hand easily. Meanwhile, the foot pegs remain front set and is the only spoilsport in the package as rearsets would have suited this bike endlessly. The foot peg positing is the reason why the Splendor Pro Classic remains a comfortable motorcycle but not as much as its upright handlebar equipped brothers. The U-shaped handlebar looks cool and gives the cafe racer feel which easily replaces clip-ons without anything to complain about. The rear view mirrors give an excellent view of what is behind. The seat cushioning is excellent but this time it is strictly a single seater or may be two slim adults can tuck in. We will leave this part for some time later or after going to a country side.

With more grunt from the engine and similar economy, the Splendor lives up to its name

The Splendor has that little extra grunt it always needed which it gets in the right avatar too

Performance – Powering the Splendor Pro Classic is the same 97.2cc under-square mill which belts out 8.36 BHP of power at 8000 RPM and 8.4 Nm of torque at 5000 RPM. These numbers are higher than the normal Splendor by a minute margin but making that power in the higher end of the rev band has made the Splendor even more peppier to ride when compared to the iSmart. The engine is smooth and refined but being a Honda motor, the minuscule vibrations start around the torque band after which there are no vibrations. The mill has very good low and mid-end punch and pulls strongly with power trailing off after maxing out at 90 km/hr. The gearing is taller and gives you a good mid and top-end punch while also giving stress free ride-ability in the city. The gearbox has 4-speeds which is a smooth and precise unit as always.

As always the Splendor remains a fun to ride tiny motorcycle but with more grunt now

Riding Dynamics – The Splendor Pro Classic also comes with the same double-cradle frame and stiff suspension on both ends, the bike’s ride quality as always is splendid without compromising on dynamics. Manoeuvrability is good thanks to tiny dimensions and peppy motor helping it cut traffic briskly. The dimensions help in dynamics too and the well damped suspension makes it fun to ride or let’s say easy to ride it to the limit. The Splendor Pro Classic has very good high speed stability and takes sweepers with confidence too. Braking is not so good at the front with the lack of a disc brake. Rear brakes as always do most of the job and are very well calibrated for this motorcycle. Tyres are good too and they give good confidence while riding enthusiastically and providing sufficient grip on broken roads.

Without a doubt the Splendor will attack the heart and the mind of prospective buyers

Verdict – Most probably you can imagine by know that we are seriously impressed with the Splendor Pro Classic. The major aspect of the motorcycle is the totally awesome styling and let’s not forget that is a proven product over time and has a cult following which keeps Hero’s cash registers ringing all the time. Another model in the portfolio could have been the same old thing what Hero has been doing with the Splendor line-up but the Pro Classic takes things to a whole new level. The Splendor is already a classic motorcycle in disguise but in this new set of clothes, the Pro Classic has become more of a fashion statement which has the right balance of retro and modern and we for that, absolutely adore it.

The Hero Splendor Pro Classic is a win-win situation on many ends. The pure retro styling coupled with India’s favorite commuter motorcycle and with Hero MotoCorp backing it, the Splendor Pro Classic is a classic case of one arrow hitting many targets.

The Pro Classic’s engine is more powerful than the regular Splendor but only just

What’s Cool

* Superb retro styling
* More punchy engine
* Value for money

What’s Not So Cool

* Lack of main stand

Hero has used its iconic bike very well which will make it last many more decades

2014 Hero Splendor Pro Classic Specifications

* Engine: 97.2cc, OHC, air-cooled
* Power: 8.36 HP @ 8000 RPM
* Torque: 8.05 Nm @ 5000 RPM
* Transmission: 4-speed
* 0 – 60 km/hr: 10 seconds
* Top Speed: 90 km/hr
* Fuel Consumption: 60-65 km/l
* Fuel Type: Petrol
* Frame: Tubular double cradle
* Suspension: Telescopic forks (Front), Twin shock (Rear)
* Tyres: 2.75/18 (Front), 2.75/18 (Rear)
* Brakes: 130 mm Drum (Front), 130 mm Drum (Rear)

2014 Hero Splendor Pro Classic Dimensions

* Length x Width x Height: 1935 mm x 720 mm x 1020 mm
* Wheelbase: 1230 mm
* Ground Clearance: 180 mm
* Seat Height: 785 mm
* Fuel Tank Capacity: 11-litres
* Kerb weight: 109 kgs

Picture Editing - Sri Manikanta Achanta

The post 2014 Hero Splendor Pro Classic Test Ride Review appeared first on MotorBeam - Indian Car Bike News & Reviews.

The Volkswagen Polo GT TSI is not only fast, it’s also a hatchback loaded with technology

Car Tested: 2015 Volkswagen Polo GT TSI

Price OTR Mumbai: Rs. 9,37,140/-

The Volkswagen Polo GT TSI is fast yet convenient, it is a very tech laden hatchback

Without doubt, the Volkswagen Polo GT TSI is the best automatic hatchback in our country today. The Polo with the fantastic TSI engine is such a hoot to drive that any petrol-head would want to get one. The car stirred up quite a lot of excitement when it was launched last year and now Volkswagen has given it a minor facelift, in-line with what the other Polo models have received in India. Unlike the diesel powered Polos, the petrol powered GT TSI doesn’t get any mechanical changes and the hot hatch soldiers on with the same powertrain which is as impressive as ever.

The Polo GT TSI looks largely the same as before, the design is still attractive

Exteriors – The Polo GT TSI looks almost identical to the Polo GT TDI. The only difference is the TSI badge on the boot and GT TSI stickers on the C-pillars. The alloy wheels differentiate the GT models from the regular Polo and the performance oriented variants also get black outside rearview mirrors and a black rear spoiler. There is also a GT badge on the right side of the front grille. Compared to the old GT, the new TSI looks fresher thanks to the revised front-end with the addition of chrome elements. This car simply doesn’t want to age and still looks as fresh as a daisy.

The flat-bottom steering wheel is the biggest interior improvement in the Polo TSI

Interiors – The GT TSI shares its interiors with the GT TDI so you get an all black interior which gels well with the sporty theme. Quality is excellent and so is the overall feel inside the cabin. The piano black finish on the centre console, silver outlines around the AC vents and the 3-spoke flat bottom steering wheel are the big highlights in the cabin. The GT also gets aluminium pedals and the seats are very supportive too, so driving this car is a pleasure. In fact, other than the lack of rear seat room, there is no fault with the cabin of the Volkswagen Polo, everything is almost perfect. Small details like the one touch up/down for all power windows, large and easy to read fonts for the MID and doors which shut with a reassuring thud go a long way to make the Polo stand out from its rivals, the GT models having no direct competition anyways.

The 1.2-litre TSI mill has the power to send you in a tizzy, it’s addictive

Performance – Volkswagen is betting big on downsizing the world over and the Polo GT TSI uses one of those engines which are part of this strategy. The 1.2-litre TSI mill is insanely awesome and needs little introduction, we had a gala of a time with our long term Vento TSI. The turbocharged mill thrusts out 105 PS at 5000 RPM and 175 Nm between 1500-4100 RPM, with those kind of torque numbers, the GT TSI puts even bigger petrol engines to shame. Start the engine and you will be spellbound by the NVH or rather the lack of it. The powerplant is so refined, there is absolutely nothing to be heard. In spite of that, the motor is very quick to make progress, it has a fantastic punch in all parts of the powerband – low, mid and top although top-end rush could have been better.

Redline comes in early but the motor sounds very sweet when you rush past 4000 RPM

Driving the car in the city is a relaxing ordeal, the motor is quick to respond when you need it and the 7-speed DSG automatic transmission works its magic to keep the vehicle in the right cog at all times. When driven sedately, there is no hint of the forced induced beast which powers the Polo GT but give it the beans and the world transforms. The GT TSI takes off with urgency and hits triple digit speeds in a jiffy. While VW claims a 0-100 km/hr time of 9.7 seconds, the best we could record on our VBOX was 10.09 seconds, putting the GT TSI on par with the GT TDI in terms of outright acceleration. The problem with the GT is that the gearbox won’t let it rev more than 1200 RPM at standstill. Thus when you launch the car, there is some bit of lag which robs crucial milli seconds from the 0-100 km/hr time.

GT TSI or GT TDI, the above table shows the acceleration difference between both

As the above table shows, the GT TSI is faster at the top-end thanks to it having a good punch near the redline which comes in quite early at just under 6000 RPM. Although the tachometer shows redline at 6500 RPM, the GT seldom crosses the 6000 RPM mark with only first gear seeing the motor rev till 6200 RPM. There are three driving modes, D for drive, S for Sports and tiptronic function which let’s you shift gears on your own (there are no paddles!). In D mode the gearbox takes it easy, shifting early and as per throttle inputs, on full throttle it swaps gears at around 5500 RPM while in S mode the motor pulls to around 6000 RPM. In manual mode the gearbox remains in the lowest gear and won’t upshift till redline but if you don’t give full throttle, it won’t downshift. Gears will automatically change in manual mode if you fail to do so.

The Polo GT TSI feels good to drive both slow and fast, it gives you the best of both the worlds

The 7-speed DSG unit offers slick shifts and shows the urgency you would want from a performance car. The Turbocharged Stratified Injection is itself fast revving and becomes audible post 3000 RPM, creating an addictive note post 4500 RPM. 100 km/hr comes up in third gear and you can comfortably cruise in top gear at 100 km/hr with the tachometer ticking in at just 2100 RPM. The vehicle pulls very quickly to 140 km/hr (it does 150 km/hr in fourth gear) and post that progress is a bit tamed although given the road, the GT TSI will easily top out at 190 km/hr. When you turn on the car, the cluster reminds you to put your foot on the brake to engage gear, in spite of that one can change between N, D and tiptronic without touching the button on the lever. With our heavy foot and redlining day and night, the GT TSI returned a respectable mileage of 9 km/l. Driven sedately, this car will easily give double digit numbers.

With a softer suspension, the GT TSI has a tendency to bounce at speed over bad roads

Driving Dynamics – The Volkswagen Polo GT TSI also gets ESP which prevents wheel-spin although this system isn’t really required on this car since power is fed in a smooth manner. There is also hill hold which isn’t of much use on an automatic car. The GT TSI is lighter than the GT TDI and is less stiffer too, the softness of the suspension being very noticeable when you hit a bump, the tendency to bounce a bit and leave its line is there. There is less understeer though and ride quality is excellent. The steering is quick but could do with more feedback, more so considering the GT is a performance model. Braking performance is excellent and the car stops dead in its track at any given speed (the hazards turn on when you stand on the brakes). The new Apollo Alnac tyres offer better grip and don’t lose traction as quickly as the Aceleres offered before.

An easy car to pick, the VW Polo TSI is a breeze to drive yet it’s so much of fun

Verdict – The Volkswagen Polo GT TSI has always been a hot favourite for most of us and the updated model isn’t any different. While the cosmetic tweaks do make this vehicle more appealing, mechanically nothing has changed so the performance and dynamics continue to be the major pulling points to this vehicle. The Polo GT TSI is like Jekyll and Hyde, supremely comfortably to drive in the city, offering the convenience of an automatic and the pace to close gaps quickly while out on open roads, it simply transforms into a beast, giving you an insane adrenaline rush. All this makes it by far the best performance hatchback to buy for those who love driving.

The Volkswagen Polo GT TSI is only for the enthusiast as the price difference between this model of the Polo and the 1.2-litre engined petrol Polo Highline is a whopping Rs. 2.22 lakhs. You do however get a fabulous engine paired to an equally awesome gearbox.

The Volkswagen Polo is one of the best hatchbacks you can buy in our country today

What’s Cool

* City and highway performance
* Quick shifting auto box
* Dynamic balance

What’s Not So Cool

* DSG automatic gearbox reliability
* Service experience

Further Reading -

2014 Volkswagen Polo Review
Volkswagen Polo GT TDI Review
Volkswagen Engine Downsizing

The post 2015 Volkswagen Polo GT TSI Test Drive Review appeared first on MotorBeam - Indian Car Bike News & Reviews.

2014 Hero Passion Pro TR – Click above for high resolution picture gallery

Bike Tested: 2014 Hero Passion Pro TR

Price OTR Mumbai: Rs. 59,499/-

The Passion Pro TR is yet another different approach towards the same old commuter motorcycle by India’s largest bike firm

The 100cc segment is very important for Hero MotoCorp and is one of the reasons why despite endless criticism of changing size and stickers of the same engine powered motorcycles, Hero never stopped. Case in point is the Passion which has three variants of its own! Introducing one of them today is the Passion Pro TR. However, is it a sticker job or a motorcycle which has a different job description? We are here to find out. After looking at it in pictures, it seems like a motorcycle which is meant to play a different role, after all it is also playing its main role. So is the Passion Pro TR an all rounder you are looking for? We took it everywhere to tell you how it performs on “all kinds of roads”.

Commuter cafe racer and now a commuter dirt bike? Hero is going everywhere!

Styling – The Passion Pro TR is nothing but a normal xPro with a headlight protector grille, knobby tyres, twin mudguard and hand guards at the front. Everything else feels great except the handguards which feel flimsy. The styling remains the same with the same graphics but there are different color options on board this time. The styling is still good no doubt but the TR deserved to get something more than the usual. The Passion series or perhaps this was Hero’s idea to differentiate it easily rather than making a brand new model. Choose a strategy that makes you happy here. Needless to say, quality is good and so are the fit and finish levels. We wish the headlight guard could have a smaller grille with even less gap for better illumination and protection at the same time. Overall the Pro TR shows the world what it truly is without being out of the box and that’s something which will help its case even further.

Different background and side stand indicator accompany the old Passion Pro console

Instrument Cluster and Switchgear – The instrument cluster of the Hero Passion has been one of the things that adds a neat touch to the package. The three-pod cluster is logically laid. The left dial shows neutral, side stand and high beam lights. The center dials show speedometer and the digital part shows odometer, fuel gauge and a trip meter. The turn indicator on top of the cluster looks out of place and is not a solitary unit. The cluster gets a different background “wallpaper” over the normal Passion xPro.

Upright riding position with comfortable seats and footpeg positioning

Ergonomics – The seating position is upright and the tall and wide handle gives a comfortable stance. The handlebar also has a rod built in between for less flexing or no flexing when the front forks hit the ground hard. A neat addition keeping in mind off-road capabilities. The foot pegs are frontset for the rider which relieve a lot of space for the pillion. The rearview mirrors are just about adequate for normal sized people. The Passion Pro TR also gets stomp grips on either side of the tank which are really rough and come without dots but still provide decent grip to rider’s thighs as it is of critical need when manoeuvring the bike on loose ground.

The familiar 97.2cc engine does the job but more grunt would have been a good idea

Performance – Powering the Hero Passion Pro TR is the famous 97.2cc under-square motor which produces 7.8 BHP of power at 7500 RPM and 8.4 Nm of torque at 4500 RPM. These numbers are the same as normal Passion numbers and with added weight of the dirt bike parts, it does weigh slightly higher but the Passion never felt and is not under-powered thanks to well sorted out gearing. The engine is smooth and refined but being a Honda motor, there are minute vibrations that start around the torque band after which there are no vibrations till the redline. The engine has very good mid-end punch and pulls strongly with power trailing off after maxing out at 85 km/hr. The gearing is shorter and give you a good mid and top-end punch while also giving stress free ride-ability at the same time. The gearbox has 4-speeds which is a smooth and slick unit and coupled with a feather light clutch, it’s a no nonsense easy to ride bike. Expect the mileage to be around the usual 65 km/l.

Despite knobby tyres, handling is good and it will help riders go off-road a bit

The Passion Pro TR has the dynamics as well as mild off-road capabilities for small excursions

Riding Dynamics – The Hero Passion Pro TR comes with the same double-cradle frame and stiffly damped suspension on both ends. The ride quality is splendid without compromising on dynamics. Manoeuvrability, no doubt is good thanks to tiny small dimensions and less kerb weight. The dimensions and chassis geometry help the Hero Passion Pro TR to be rich in the dynamics department too. The bike has good high speed stability and takes sweepers with authority. Braking is also good at the front with the help of a standard disc brake. Rear brakes as always do most of the job and are very well calibrated for this motorcycle. All in all, top notch braking which is also aided by tyres that are good too in every aspect when considering on and off-road duties thanks to knobby type design.

Hero is carving a niche with these motorcycles which are already mass volume gainers

Verdict – The Passion Pro TR is a motorcycle for the masses and yet for a person who seeks to off-road a bit in absolute peace without worrying about traditional road tyres and a bunch of equipment which makes his job even easier. The motorcycle under the skin is basically the same with similar mechanicals and hence it can do its daily “on-road” duties as well which includes fuss free ride-ability while delivering a satisfactory mileage, everything being done smoothly and calmly. As a product there is very less to dislike about the Passion Pro TR and a thumbs up to Hero for coming up with an idea this versatile. The Passion Pro TR is then a clever choice of the passionate commuter out there.

The Hero Passion Pro TR is squarely aimed at the rural market, at those who want off-road capabilities to the minimum yet don’t want to sacrifice their daily commute either. A clever job by Hero and it should help sales go higher while existing Passion continues to impress urban commuters.

The Hero Passion Pro TR is sure to be a hot seller in the rural market

What’s Cool

* Practical for any use
* Smooth engine and gearbox
* Value for money

What’s Not So Cool

* Similar styling over regular Passion

Hero has equipped the TR with everything possible to justify and differentiate its role

2014 Hero Passion Pro TR Specifications

* Engine: 97.2cc, OHC, air-cooled
* Power: 7.8 HP @ 7500 RPM
* Torque: 8.45 Nm @ 4500 RPM
* Transmission: 4-speed
* 0 – 60 km/hr: 10 seconds
* Top Speed: 90 km/hr
* Fuel Consumption: 60-65 km/l
* Fuel Type: Petrol
* Frame: Tubular double cradle
* Suspension: Telescopic forks (Front), Twin shock (Rear)
* Tyres: 2.75/18 (Front), 2.75/18 (Rear)
* Brakes: 240 mm Disc (Front), 130 mm Drum (Rear)

2014 Hero Passion Pro TR Dimensions

* Length x Width x Height: 1980 mm x 840 mm x 1085 mm
* Wheelbase: 1235 mm
* Ground Clearance: 165 mm
* Seat Height: 795 mm
* Fuel Tank Capacity: 12.8-litres
* Kerb weight: 119 kgs

The post 2014 Hero Passion Pro TR Test Ride Review appeared first on MotorBeam - Indian Car Bike News & Reviews.

The Fiat Avventura is the most recent crossover on the block, the EcoSport is the most popular

Shootout: Fiat Avventura vs Ford EcoSport

Price OTR Mumbai: Rs. 7.11 – 9.87 lakhs (Fiat Avventura), Rs. 7.70 – 12.04 lakhs (Ford EcoSport)

The Avventura is a great effort by Fiat to offer an alternative to the hot selling EcoSport

The entry-level Indian crossover market is well segmented into quite a few areas. For those who want a hatchback which is called a crossover, there is the Volkswagen Cross Polo and Toyota Etios Cross, for those who want a crossover with some SUV-ness injected into it, there is the Renault Duster and Nissan Terrano. Right between the hatchback crossovers and compact SUVs sits the Ford EcoSport, a mix of both crossover and SUV. Now the Fiat Avventura is here to take a small chunk in the crossover market from well established rivals. The Italian beast isn’t just a hatchback with muscular body bits, instead, it’s a car which takes on Ford’s best selling EcoSport. We pit them against each other to see if the Punto based Avventura can hold a candle to the Fiesta based EcoSport.

Motor Quest: The Fiat Avventura is a new car which is being solely launched in India currently, it’s in the first generation. The Ford EcoSport was launched in India last year and is the second generation of the hugely popular model whose predecessor was a Brazil only offering.

The EcoSport is the bigger car but the Avventura looks more attractive at the front

Styling – Both cars duck under the 4-metre length mark but the Ford EcoSport is longer, wider and much taller than the Fiat Avventura. The bigger dimensions are immediately apparent as the Ford looks bigger than the Fiat. However, size aside, the Avventura is the car with the more appealing elements. The EcoSport is quite an appealing car but its design invokes either a love it or hate it feeling. The Avventura on the other hand is easily the better looker with really sharp highlights which make it such a looker on our roads. Both cars run on 16-inch wheels, have roof rails (the one on the Avventura are functional) and use all-round black body cladding.

Both the cars have a good rear-end design with a tail gate mounted spare wheel

Fiat’s design of cars has always been excellent and the Avventura is no different, there is simply no way you can point something on the exterior to be not attractive. This car manages to turn heads more than the Ford. The tail section of both cars is really good but the Fiat with its gorgeous LED lights and cover for the tail gate mounted spare wheel manages to draw more eye-pops. The EcoSport doesn’t get a cover on the tail gate mounted spare wheel and the tyre can be seen, the cover on our test car did not come cheap at Rs. 12,000/-. So while the EcoSport looks more of an SUV, the Avventura is the more attractive car here.

The build quality on the Fiat Avventura is better but the Ford EcoSport has much more features with better ergonomics

Interiors – Both cars have big dashboards, the one on the Ford is the bigger unit but the design elements on the Avventura’s dash are more appealing. Build quality is much better on the Fiat as the car feels robust while the EcoSport does have some panels which lack solidity. However, the Ford annihilates the Fiat in all other things. Let’s start with equipment, there is much more on offer on the EcoSport including keyless go, push button start, Bluetooth audio streaming, rear parking sensors and six airbags to name a few. The few extra features on the Avventura are the ambient lighting, rear AC vents and gimmicky meters (compass and inclinometer) which have little use in regular driving situations. So the EcoSport comes with more equipment and the Ford has better ergonomics too but that’s not all as the American vehicle beats the Italian when it come to space as well.

Not only does the Ford have more interior room than the Fiat, it also has better seats and a bigger boot

Both cars have a very similar wheelbase but the EcoSport has more interior room with better knee and legroom at the rear along with much better headroom as well, it also has the bigger boot which is much easier to open too. The Fiat is a nice car to be in but the EcoSport is just better and aiding comfort of the rear passengers are adjustable rear seat headrests and a seat which can be reclined a bit. The seats on the EcoSport are better and there are more storage bins in the Ford so the cabin is more practical too. The wipers on the Avventura are better (there is also a delayed swipe) and so is the headlight illumination. The EcoSport does manage to beat the Avventura with ease in the interior department with higher equipment and more space. However the Fiat has quite a lot of features on the lower trims (all variants get 16-inch wheels with alloys, etc).

The EcoSport manages to beat the Avventura in performance, it has better engines

Performance – While Fiat offers two powertrain options on the Avventura, Ford offers three including the multiple award winning 1.0-litre EcoBoost engine. With the pint sized motor under its hood, the EcoSport’s performance and efficiency is simply unmatched. The DV5 mill generating 125 PS and 170 Nm, returning a terrific claimed mileage of 18.9 km/l. Fiat should have offered the 1.4-litre T-Jet motor on the Avventura as it would have been a good rival to the EcoBoost engine powering the EcoSport. The other petrol engine offered by Ford on the EcoSport is the 1.5-litre Ti-VCT unit that outputs 112 PS and 140 Nm. In comparison, Fiat’s 1.4-litre FIRE unit produces 90 PS and 115 Nm.

The EcoSport is heavier than the Avventura but is still faster and more frugal

The EcoSport just has the finer engines which give it better performance and mileage than the Fiat

The petrol Avventura is lighter than the petrol EcoSport but with much more power on tap, the EcoSport offers better performance. Not only does the Ford feel quicker, it also pulls stronger and has the better mileage here. Ford offers both a 5-speed manual and a state of the art 6-speed dual clutch PowerShift automatic gearbox on the 1.5-litre engine, the ARAI figures are 15.8 km/l for the manual and 15.6 km/l for the automatic. In comparison, the petrol Avventura returns 14.4 km/l which is surprising as it has lesser power and torque than the EcoSport while also weighing lesser. The gearbox on the EcoSport is better too.

As can be seen in the table above, the diesel Ford easily outruns the diesel Fiat

Things are more evenly matched when we consider diesel engines of these cars. The diesel Avventura belts out 93 PS and 209 Nm from its 1.3-litre Multijet motor. Meanwhile the EcoSport’s 1.5-litre TDCi mill generates 91 PS and 200 Nm. As evident, the EcoSport’s diesel engine has lesser output than the Avventura but somehow the Ford has more punch and is faster too. Performance of the EcoSport is better than the Avventura, the Ford feeling more smooth to drive with better punch for city drivability. When accelerated flat out, the EcoSport easily beats the Avventura in the 0-100 km/hr sprint, taking 1.3 seconds less. This advantage further stretches as the EcoSport is quicker to 130 km/hr by 3 seconds. The top speed of the Ford is higher too.

The gearbox on the EcoSport is better too, the Ford just has the better powertrains

There is much less of lag on the EcoSport compared to the Avventura, making the Ford the more lively car of the two which helps in both city and highway driving. Both cars are mated to a 5-speed gearbox and the one on the Ford car is better. The clutch is lighter on the EcoSport and although there is no dead pedal on the Ford, the pedal placement is better (the Avventura has a dead pedal but when you clutch, you hit it). The diesel EcoSport weighs more than the diesel Avventura and in spite of that the Fiat has the lesser mileage of 20.5 km/l compared to the EcoSport’s 22.7 km/l. Petrol or diesel, the Ford EcoSport has better performance while also being more frugal (with a higher range as it has a 7-litre bigger tank) than the Fiat Avventura.

Fiat continues to excel in the dynamics department, the Avventura handles better here

Driving Dynamics – Ford cars are known for their dynamics and the same is true for Fiat cars too. However, the EcoSport isn’t your regular Ford because it doesn’t have the same ride and handling balance as other cars from the company’s stable. The Avventura on the other hand lives up to the Fiat name. Simply put, the Italian crossover has a better ride and handling balance than the American vehicle. Both cars have good body control but the Fiat is more eager to turn in and the tyres on the Avventura are much better too which keeps you glued to the roads at all times.

When it comes to ride quality, stability, braking, the Avventura beats the EcoSport

Ford cars are good in dynamics but the Fiat Avventura rules against the EcoSport in dynamics

Even on the ride quality front, the Avventura just beats the EcoSport hands down. The Fiat glides over bumps where the EcoSport can get disturbed easily. High speed stability is better on the Fiat and so is the steering feel and feedback which is a gem. Ford uses an electric unit on the EcoSport (making the steering lighter at low speeds) while Fiat continues to use a hydraulic one (now you know why the Avventura with less weight and less output is less frugal). Braking performance on the Fiat is better too and that’s largely due to the fantastic tyres which ensure supreme grip at all times. The higher weight and taller height rob the EcoSport from coming close to the Avventura in driving balance. Neither cars can off-road but the EcoSport has fantastic water wading capability while the Avventura has 5 mm more ground clearance.

The EcoSport is loaded with more safety tech and also gets six airbags on the top trim

Safety and After Sales Service – The Ford EcoSport received a 4-star rating from Euro NCAP while the Fiat Avventura is yet to be tested. However, the Punto has received 5-stars and the Avventura is based on it. The EcoSport gets side airbags on the top trim while Fiat makes do with only dual front airbags. Service quality of Ford is better than Fiat but the latter is putting up an extensive network. Still, Ford has the bigger network between the two. Some parts on the EcoSport should be cheaper as Ford uses child part strategy which prevents full replacement of parts thereby saving cost of repair.

The Ford EcoSport is the better car but the Fiat Avventura is more desirable

Verdict – Between the Ford EcoSport and Fiat Avventura, both cars excel in various parameters. The EcoSport wins the interiors and performance rounds while the Avventura wins the exteriors and dynamics rounds. As an overall vehicle though, the EcoSport just manages to be better as it’s a more complete package and more convincing as a compact crossover/SUV. Fiat will price the Avventura aggressively, offering it for much cheaper than the EcoSport. Yes the Avventura is the more desirable car here and considering it will offer a lot of value, we finally have a genuine alternative to the popular EcoSport.

The Fiat Avventura is a very appealing car with sharp dynamics and a splendid ride quality, it’s only let down by its engines which don’t have the same punch as the competition. The EcoSport is the better car but the Avventura is a splendid effort which makes for an excellent alternative to the Blue Oval.

Fiat’s new Avventura is a very good alternative to the top selling EcoSport

Further Reading -

Fiat Avventura Review
Ford EcoSport Review

Picture Editing - Sri Manikanta Achanta

The post Fiat Avventura vs Ford EcoSport – Shootout appeared first on MotorBeam - Indian Car Bike News & Reviews.

2015 Fiat Avventura – Click above for high resolution picture gallery

Car Tested: 2015 Fiat Avventura

Price OTR Mumbai: Rs. 7.11 – 9.87 lakhs

The Avventura makes a compelling case for itself, it’s desirable and dynamically potent

It is that point of time when SUVs and compact SUVs are bringing in sales like no other segment of vehicles. There is no denying the fact that we Indians love SUVs for their imposing presence and massive size. Some people feel that owning an SUV makes them superior to those having little hatchbacks or sedans while some buy SUVs just for their butch looks. While everyone cannot afford true big SUVs, our market has options in every size – the Ford EcoSport, Renault Duster and the likes are preferred by those who want something compact but yet an SUV. And now comes another breed – hatchbacks transformed into SUVs, i.e. hatchback crossovers. Volkswagen launched the Cross Polo while Toyota came up with the Etios Cross. Fiat too has joined the bandwagon by coming up with a hugely modified Punto Evo and that’s how the Avventura crossover was born.

Motor Quest: The Avventura is based on the Punto Evo but it carries many modifications to make it look and feel more rugged and robust. However, it shares its powertrains with its younger sibling.

Whether you like it or not, the Fiat Avventura is a looker. It is a great attention-catcher on our roads

Exteriors – Any layman can figure out that the Avventura is based on the Punto Evo. Fiat has made a lot of cosmetic changes to the Punto to come up with this vehicle. First up, the entire front bumper assembly is new. It features a rugged design and comes with a silver cladding at the bottom that can come useful while tackling bad roads full of stones and rocks. From the side too, the Avventura looks like a Punto on stilts thanks to the high ground clearance of 205 mm and the thick black body cladding running all around the vehicle.

The side profile looks butch with the high ground clearance and cladding

The spare wheel has been mounted on the tail gate but Fiat has incorporated the use of a unique spare wheel holding mechanism that is attached to a part of the rear bumper. Press the boot release button on the dashboard (or key) and the spare wheel pops out. But it is not as simple as it sounds. The spare wheel cover has a lever which you need to press and pull out the wheel mechanism and only then can the hatch be completely opened. The same thing has to be followed while closing it too, push the hatch down, press the lever and give the spare wheel a tight push so that it locks into its place with a thud.

Interiors are largely similar to the Punto Evo with minor changes made to it

Interiors – Open the door and step inside and you instantly notice that the interiors are carried forward from the Punto Evo too. The dashboard features a dual-tone colour scheme which is different than the Punto though. Other major components like the steering wheel, instrument cluster, door panels and seats are right out of the Punto. To distinguish the Avventura from its hatchback sibling, Fiat has added a cool cluster at the top of the centre console and it houses three gauges – compass, forward-backward incline and right-left incline. The incline meters show a maximum of 40 degrees for both the sides and when we tested them out, they seemed to be pretty accurate.

Minimum and maximum legroom at the rear, tall people might face headroom issues

The Fiat Avventura might look imposing from the outside, but inside it has just adequate space

When you get into the driver’s seat, you notice that even though the seat offers decent support, the cushioning is pretty firm and so it did get slightly uncomfortable over a long 200 kms drive. The seat was height adjustable and it had a good movement range so finding a good driving position was not too difficult. The steering wheel felt good to hold and the gear lever was within easy reach. The dashboard and many other panels have hard plastics though. As usual, Fiat has messed up some ergonomics in this vehicle too.

With the deletion of the spare wheel, a lot of space has been freed up below

Space at the rear is decent but it could be a bit of a problem if two tall people sit at the front and rear simultaneously. There is no centre armrest and Fiat has a provided a single rear AC vent only on the Emotion variant. The AC performs well and the automatic climate control managed to keep things pretty cool. The Punto Evo has a boot space of 280-litre and the Avventura has similar space but the removal of the spare wheel has freed up some more space underneath which has been utilised to keep the tools.

The dead pedal is too close to the clutch, causing some discomfort while shifting gears

At first, it was good to see the dead pedal in the Fiat Avventura and just 15 minutes after driving it in traffic, we realised how it was more of a problem. The clutch and dead pedals are placed very close to each other so don’t get surprised if you find the left half of your foot touching the deal pedal while pressing the clutch. Even while driving on the highway when I wanted to rest my foot on the dead pedal, it felt a bit difficult to reach and the clutch pedal kept getting depressed slightly. In stop-go traffic as well as fast gear shifting, the Avventura is not going to give much of pleasure thanks to this placement of pedals.

The Avventura gets the same engines as the Punto Evo, 1.4-litre petrol and 1.3-litre diesel

Performance – The Fiat Avventura crossover is available with two engines straight from the Punto Evo. The petrol engine is a 1.4-litre FIRE naturally aspirated unit that churns out 90 PS of power of 115 Nm of torque. The engine offers decent power that makes the Avventura easy to drive around in the city as well as on the highway. Low-end power is okay but some amount of torque is surely missed while taking the vehicle up on inclines. Acceleration in the mid-range is again pretty good and the engine doesn’t mind being revved all the way to 6000 RPM. We could reach the ton mark very easily on the highway and the vehicle tops out at 170 km/hr post which the speedo needle doesn’t seem to move forward. Fiat and ARAI claim that the Avventura petrol gives a fuel efficiency of 14.4 km/l but we managed to get only about 11.2 km/l while driving sedately in the city and around 9.5 km/l while ripping it on the highway. Of course, driving at a constant 80 km/hr in fifth gear (2500 RPM) will give a much better figure here.

The same Multijet engine powers many other vehicles too and it is very proven

Most of the sales will be coming from the diesel variants and the Multijet Emotion is a good package

The diesel variants come with the famed national engine – the 1.3-litre Multijet unit that gives out 93 PS of power and 209 Nm of torque. This engine comes with a Variable Geometry Timing (VGT) while the 75 PS tune on the Punto gets Fixed Geometry Timing (FGT). The power is just satisfactory while the torque is decent and very useful in uphill climbs. The turbo starts to trickle in at around 1900 RPM but the true power surge can be felt post 2200 RPM. It pulls the vehicle cleanly and again we had no problems in touching speeds way above the ton. The diesel Avventura is said to give a fuel efficiency of 20.5 km/l as per ARAI but we managed to extract 12-13 km/l in the city and around 13.5 km/l on the highway with some aggressive driving. Again, a sedate driving mannerism would give out much better figures.

The Avventura’s steering offers great feedback and brakes are good too

Driving Dynamics – This is one section where Fiat manages to come out right at the top. We will talk about the steering wheel first. The steering offers some really good feedback whether you are driving on broken roads or on a smooth stretch of tarmac. It is also precise while turning and the Avventura has some really good handling capabilities. Tackling the twisties in Lonavala got a big grin on my face. The vehicle feels confident even while taking corners at decently high speeds. There was not even a single instant where we thought that the Avventura would go out of control or slip its rear out. Braking is very good in the Avventura and we have nothing to complain on this front.

The ride and handling is pretty much sorted and the Avventura feels rock solid

While driving straight at speeds above the 150 km/hr mark, the vehicle feels really planted and stable and it inspires a lot of confidence. Apart from handling, the ride quality too is excellent. It tackles both good as well as really bad roads with great ease. Minor potholes go unnoticed and huge craters too do not affect the overall composure of the vehicle. In the Avventura we just whizzed past some stretches with utmost ease while we had to slow down in other vehicles on the same stretches. Sure, the Avventura has a huge ground clearance of 205 mm that helps in gliding over bad roads. With the increased height, we were expecting some amount of body roll but Fiat has negated that with the addition of an anti-roll bar at the rear, which means that the ride and handling are pretty much as good as the Punto Evo.

Only diesel variants get ABS and airbags, Fiat should offer it on petrol too

Safety and After Sales Service – The Fiat Avventura is available in three variants – Active, Dynamic and Emotion. The Active variant does not get airbags or ABS while the Dynamic variant gets ABS which is available only if you buy a diesel model. Yes, you read it right, ABS is available only on the Dynamic diesel variant. The top most variant is the Emotion and it comes with dual airbags, ABS, 3-point ELR seat belts with pre-tensioners and height adjustable front seat belts. We have no idea what was Fiat thinking when they decided to make only the diesel engine available with the top Emotion variant. It means that petrol vehicle buyers don’t get any safety features at all.

At a time when other manufacturers have started to offer airbags as standard even on base variants of their hatchbacks, this comes as a really surprising move by Fiat. When they claim that a vehicle is designed for long distance travelling, why cannot they offer safety features at least as an option? After parting ways with Tata Motors, Fiat has been busy setting up its own service network. While the number of service stations are quite low at present, the company is making sure to increase its base across the country.

Good marketing can help Fiat make the Avventura a huge success in India

Verdict – We can now safely say that the Fiat Avventura is more of a crossover than the offerings from Volkswagen and Toyota, it leaves its competition like the Etios Cross and Cross Polo far behind. The latter two are just pseudo crossovers with cosmetic changes to the respective hatchbacks while the Avventura also comes with some mechanical changes. The vehicle drives well, has some well sorted dynamics and features solid build quality but it is let down by some issues like messed up ergonomics, small network of service stations and slightly average fuel efficiency. All in all, we conclude this review by saying that the Avventura is one of the best crossovers in this price range and it might just be able to turn around Fiat’s fortunes in India. Now all Fiat needs to do is come up with an aggressive marketing campaign and they should be good to go.

The Fiat Avventura is one vehicle that really appeals to the heart. It looks beautiful and drives well. Fiat doesn’t sell as many vehicles as its rivals and the Avventura might just be able to turn around the tables for the company.

Fiat claims that the Avventura is for those who want to get out of their boring life

What’s Cool

* Appealing looks
* Good ride and handling balance

What’s Not So Cool

* No safety features for petrol variants

Alternatives: Ford EcoSport, Volkswagen Cross Polo, Toyota Etios Cross

Finally the segment sees a good alternative to the top-selling Ford EcoSport

2015 Fiat Avventura Specifications

* Engine: 1.4-litre FIRE petrol, 1.3-litre Multijet diesel
* Power: 90 PS @ 6000 RPM (petrol), 93 PS @ 4000 RPM (diesel)
* Torque: 115 Nm @ 4500 RPM (petrol); 209 Nm @ 2000 RPM (diesel)
* Transmission: 5-speed manual
* 0-100 km/hr: 13.89 seconds (petrol); 14.64 seconds (diesel)
* Top speed: 170 km/hr
* Fuel Consumption: 14.4 km/l (petrol), 20.5 km/l (diesel) (ARAI figures)
* Fuel Type: Petrol, Diesel
* Suspension: Independent wheel suspension with McPherson struts, double telescopic dampers and stabiliser bar (Front), Torsion Beam, double acting telescopic dampers and helical coil springs (Rear)
* Tyres: 205/55/16
* Brakes: Ventilated Disc (Front), Drum(Rear), ABS (only diesel)
* Safety: ABS, two airbags and seatbelt pre-tensioners (only diesel)

2015 Fiat Avventura Dimensions

* Overall length x width x height: 3989 mm X 1706 mm X 1542 mm
* Wheelbase: 2510 mm
* Ground clearance: 205 mm
* Fuel Tank Capacity: 45 litres
* Kerb Weight: 1190 kgs (Active Petrol); 1195 kgs (Dynamic Petrol); 1240 kgs (Active Diesel); 1245 kgs (Dynamic Diesel); 1255 kgs (Emotion Diesel)

Further Reading -

Fiat Avventura Review
Fiat Avventura vs Ford EcoSport

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

Karizma is gaining all the attention with more power and now a modification package takes it to a new level

Price OTR Mumbai: Rs. 93,110/- (Stock Bike) + Rs. 15,000/- (Modifications) + Rs. 7500/- (Paint Job)

The performance gains and dealer support both coming together is a great proposition

They say if you are into modifications, you really don’t know what you are doing with your motorcycle. Motorcycles mostly in India are enjoyed in stock form till the engine takes its last breath or the owner wants an upgrade. But most of us are young and we think that little change can make a lot of difference to our bikes. Modifications till now were limited to increasing fuel flow, putting an open air filter and bolting an exhaust which was available at your nearest shop, all this without calculating or knowing if it was meant for your motorcycle. This is not the case anymore. There are professional tuners and tuning stuff in the market which are available for bikes right from the Kawasaki Ninja ZX-14R to Bajaj Pulsar 150. However, the case here has become even more interesting.

No problems in ownership of a modified bike at dealer level makes it a sweet deal

When we buy our motorcycles from dealers, they see what kind of modifications we do to our motorcycles when we bring it to them for service. The business mind does not sit quite and hence one of the major dealerships in Mumbai has come up with their own racing department and started modifying motorcycles right from the dealer floor. The changes are so evident and the guys are so confident of their hard work, they handed over these motorcycles to us for testing so that we can tell you, the reader, what is the actual difference between a stock Karizma R and their in-house modified motorcycle. We strap our equipment on it to see what is what and will the changes make you go gaga?

Paint job over the stock Karizma makes it look even more striking than before

When it comes to external styling, the ergonomics and everything remains the same and only thing they have added to the package is a tank pad for visual appeal. Fortpoint has also given the Karizma R a very cool looking white and red paint scheme which oozes quality and is a job well done. The new Karizmas are not Italian beauties in terms of design but with this colour, they have become more striking than before. What these folks have taken into serious consideration is lightness and have made simple changes to make the motorcycle more lighter. Hence this modified Karizma does not have a kick starter, pillion footpegs and the usual saree guard and with a lighter exhaust, the bike is a good 4 kgs lighter than the stock Karizma which makes it quite impressive for a motorcycle which falls in the quarter-litre segment.

A new exhaust and weight reduction boosts the performance of this modified Karizma

Now when it comes to engine modifications, there is a new exhaust which has been specifically made for this bike so the back pressure has been calculated well and is not a picked up muffler from an auto shop. The exhaust sounds good but not excellent and is not loud enough which makes daily commuting a pleasurable experience. The bike also gets a race CDI which helps its rev up to 12,000 RPM. The internals of the engine remain the same and so does the carburettor but the main jet has been changed. Fortpoint has added NGK iridium spark plugs, a free flow air filter and you can get a custom sprocket to boost either low-end power or top-end power when you decide to get the bike. We had the bike with stock sprocket on.

Mid-range is where all the action lies and it also impresses on the top-end

Being almost four seconds faster on the top end just before it maxes out is a huge achievement

How does all that feel when we rode a stock Karizma and a modified one back to back? Both these engines are the same in terms of refinement but both have the same amount of vibrations at the pegs and handlebars. They feel smooth all the way till redline and the modified one revs up to 12,000 RPM without any hesitation which helps it to get 10 km/hr more in every single gear. So if second gear was doing 70 km/hr on stock, the modified R is doing 80 km/hr and same is the case for rest of the gears except the fifth gear where we saw a 5 km/hr top speed increase, while the stock bike stopped moving ahead after 130 km/hr (speedo indicated), the modified bike went to 135 km/hr but there is a wee bit of speedo error as you can see in the chart below.

The modified Karizma R is faster post 60 km/hr with a higher top speed

Look at the chart above to see the real difference as mid-range difference is very evident. Being almost four seconds faster to 110 and 120 km/hr is a remarkable feat as we can see all that extra 2.5 BHP (approx. claim by the company) being put into action very well. The engine feel is the same but the modified Karizma R feels minutely more punchy and torquey but all of that minute difference translates into a lot of difference when it comes to numbers. Being almost a second faster to 100 km/hr is not bad at all with such minimum changes done to the internals and maximum changes on the outside.

Good grip and confidence inspiring dynamics can still take more power

When it comes chassis changes, nothing has been done to the springs or dampers. The Karizma already has fatter tyres to make things even better. The guys have made sure that the preload at the rear remains the stiffest for obvious reasons. Despite all that, the impressive ride quality of the Karizma remains good and the chassis is still capable of taking more power so it’s not frantic or uncontrollable to ride, one of the reasons why the folks at Fortpoint chose this machine in the first place. Braking is also adequate but they are also offering mechanical ABS which we know does not seem promising as the original unit but we haven’t heard anything particularly bad or good about it until now.

Pulling wheelies got easier on the Karizma R with even more power now

Now when you take the Hero Karizma out of the showroom and want to modify it after you complete the first service of the motorcycle, you will end up paying Rs. 15,000/- for everything except the paint scheme which costs an extra Rs. 7500/- with the lacquer job done, according to us it’s a fair deal. One second quicker of the line and 5 km/hr more top speed with a better mid-range on offer without compromising on fuel efficiency is a pretty good deal. We think it’s well worth it and after all your warranty doesn’t change and the only thing you will be doing is changing oil at 1500 kms instead of the 2000 kms interval. Obviously if you go for full or semi-synthetic oil, the oil change intervals help you clock double the kms. So if you are in Mumbai and are buying the new Karizma, test ride the modified bike and see for yourself how do you like it because we think it’s worth it. Fortpoint Racing’s Hero Karizma R can help you reach the peak of a “fort” even more quickly.

The modified Karizma R over the stock Karizma R at this price point makes a lot of sense for people seeking the qualities of a stock bike with a pinch of fun thrown in without loosing anything and gaining a bit more fun and performance.

The post Fortpoint Racing Modified Hero Karizma R Test Ride Review appeared first on MotorBeam - Indian Car Bike News & Reviews.

The 2014 Karizma R is fighting its rivals again who always await its arrival in the battlefield

Shootout – Pulsar 220 vs Hero Karizma R vs TVS Apache 180

Price OTR Mumbai: Rs. 96,400/- (Pulsar 220), Rs. 96,720/- (Karizma R), Rs. 95,150/- (Apache 180 ABS)

These entry-level budget sporty bikes may be different but they fall in the same category offering similar levels of performance

We are back again with the most demanding and most sold performance motorcycles in the market today. The Karizma R got refreshed with more power and is back in the battlefield to show who is the boss! However, can it beat the bike which was once the Fastest Indian? We are pitting these two bikes plus a bike which is quite frankly underrated in this battle. Yes, we are talking about the TVS Apache 180. All these motorcycles fall in the same pricing category but end up offering something very different. We will try to help you out and tell you which bike does what at its finest and where the other bikes lack and vice versa. The battle starts all over again and this time we are all prepared! These are the motorcycles which started the performance segment in our country. Are they still valid despite much more competition having come in and much more is yet to come? Let’s find out!

Motor Quest: TVS launched the Apache 180 with ABS in 2011 while Hero updated the Karizma R earlier this year. The oldest bike in this shootout is the Pulsar 220 and Bajaj launched it back in 2009, giving it colour upgrades every now and then.

The Pulsar 220 continues to look macho while the Apache is 100% sporty

Styling – Let’s not shy away from the fact that the Pulsar 220 has aged very well. The multi-colour bikes came and went but the pure black Pulsar 220 still appeals to the heart like no other. Macho, sporty, muscular, powerful are the names given by the riders to it and it pretty much lives up to it too. The well integrated fairing and projector light at night makes it stand out due to the unique pilot lamp and light positioning. The tail is super sharp and signature Pulsar lights still strike a cord and hence they came on the new generation Bajaj Pulsar 200 NS as well. The Hero Karizma R as we know is best less described. A complete overhaul of design has led to some people adore it like crazy or hate it like anything. Front styling is surely not appealing like the Pulsar or sporty as the Apache. However, the mid and rear section is sharp and acceptable as doing many reviews of it has helped us swallow that design it in a better way. Let’s not forget the fact that the Karizma also has DRLs which look super cool! The TVS Apache 180 looks short, stubby and the front headlight dome with angel lights is worth a million rupees. The Indian flag decals and purposeful stance of the motorcycle which was recently refreshed is still pure eye candy in sporty colours.

Viewed from this angle, the Karizma does not look bad but its front is disappointing

At the rear, the Karizma gets the same tyre width as the Pulsar 220 despite being bigger in size by one inch, it’s the Pulsar with the right size of a 17-inch wheel which makes the tyre look perfect while giving it a tough look at the rear. Meanwhile the Karizma has a open mudguard which does add to the sporty appeal but hampers practicality in the rain which the Pulsar and Apache offer. The Apache has a detachable mudguard which none of these bikes have. All these bikes offer great spread of light at night with their purposeful lights but the illumination on the Karizma and Apache is low even when NOT compared to the Pulsar 220. All these bikes have LED tail-light in which the Karizma and Apache score best but the Pulsar is slightly weak as it doesn’t have clear lens or prism lens in its tail-light glass. Overall, the Pulsar 220 still looks elegant, the Apache 180 looks sporty and the Karizma R, well you decide.

The Apache and Pulsar have the most feature loaded cluster meanwhile the Karizma and 220 look good

Instrument Cluster and Switchgear – The Karizma R is the only one here which carries the same yellow meters and has the same digital meter on the right which shows trip, clock, fuel and single trip meter. The Karizma now also has a side stand indicator like the Pulsar which the Apache does not have. The Pulsar 220 and Apache 180 have two trip meters, battery warning and regular tell-tale lights but is devoid of a clock and none of these bikes have solitary turn indicators. The Pulsar has air filter choked, oil pressure and engine temperature warning lights. Meanwhile, the Apache exclusively has service due indicator and 0-60 km/hr timing recorder. All these bikes have an analogue tachometer which is the best part of these consoles. When it comes to switchgear, the Karizma R still does not have an engine kill switch and the switches look insanely dated. The Pulsar and Apache’s switchgear are excellent as always with all the basic features which feel and look good. However, the Apache 180 has better looking and higher quality switches onboard.

All the seats are well made but the Apache is purely for short riders

Ergonomics – All these three motorcycles offer low seat height and the Pulsar 220 and Karizma are the ones which suit almost every type of rider quite well. However, the Apache 180 is improved over the old version but still is best for short to medium riders with its riding position being cramped for taller riders. Riding position on the Karizma is minutely dedicated as handlebars are lower now. The Pulsar 220 was known for mixed riding position but it has changed since late 2012 as ground clearance and seat height dropped by a good 15 mm. Next comes the Apache which offers perfect riding position and overall all three bikes are comfortable enough in their own respective ways. The seats on these three motorcycles are extremely comfortable, well padded which is also because of their generous dimensions in terms of length and breadth for both rider and pillion. Mirrors are well positioned on the Karizma and Apache while the Pulsar is famous for useless rearview mirrors. Foot-pegs are rear-set on all these bikes but it’s the Karizma and Pulsar 220 which allow more space to move around and are spacious enough and the Apache 180 does not offer the same.

All of them get off the line quickly, scoring similar numbers for 0-60 km/hr

Performance – Let’s get over with the numbers done first shall we? The Pulsar 220 takes 11.20 seconds to do the 0-100 km/hr sprint while the Apache 180 does it in 13.2 seconds and the new Karizma ZMR does it in 11.59 seconds, making it much faster than the old model and now it’s neck and neck with the Pulsar. The Pulsar 220 is the fastest bike here with a genuine top speed of 134 km/hr. Meanwhile the Apache manages 125 km/hr and Karizma manages 126 km/hr on the VBOX. The bump in power to the Karizma R has helped it beat the Apache 180 in acceleration but due to short gearing, the Karizma has very less top-end thrust. Even if you wanted to take all that horsepower, the stretch required would be very long.

Every motorcycle here is happy when it comes to cruising in the mid-range

The Karizma R remains the same bike which means it has very good low and mid-end torque but it never had the top-end thrust making it a city slicker and the mid-range king with cruising abilities but it’s not the sportiest of the lot. Blame the gearing for that as the fifth gear is way too tall as it only wakes up post 110 km/hr and finishes its power around 130 km/hr (speedo indicated). The engine is smooth and refined but there are some vibrations that kick in and the gearbox has become notchy for unknown reasons. This is the same case with the Apache 180 also. Vibrations are in abundance but it revs very smoothly and quickly up to its redline while erupting a sporty and throaty soundtrack. But the healthy mid-range and top-end which the engine develops is note worthy and it is because of the pin point precise gearing which the Apache has or let’s say how the gearing should usually be because when it comes to the Pulsar 220’s first gear, it is short making it a little tricky to launch but once you get it right, there is no stopping this machine to get off the line quickly. After first gear, rest of the gears are as precisely done as the Apache and it ends up recording the highest top speed thanks to high-lift camshaft and top-end power biased powerband. It does go above 135 km/hr but it needs a bigger stretch.

The engine on the Apache is the most rewarding to push and hear at the same time, utterly sporty

When it comes to refinement, the Pulsar 220 has gone totally crazy in a good way. The powerband has become very linear and there is no camshaft kicking in post 7000 RPM now. Now the Pulsar clearly redlines and the cutout for it is very smooth too. The engine NVH levels have considerably dropped and the gearbox has become super slick. Bajaj is known for working on bikes continuously and the new bike which we were riding is the best in terms of sportiness, refinement and slick performance without compromise on its character. These changes can be seen on the bikes which were made late in the year 2012. Trust us, the changes are so evident that we are wanting to have one. Mileage figures are similar too. The 220 returns around 35.3 km/l meanwhile the Karizma is also delivering the same which is around 32.2 km/l and the Apache 180 scores the highest with 38 km/l.

The Apache is the most fun of the lot when it comes to riding like an enthusiast

Riding Dynamics – The Pulsar 220 and Apache 180 come with the same type of chassis but the chassis is so brilliantly done on the Apache that it feels in a different league. TVS has stiffened the chassis very well and the bike does not feel wobbly like the Pulsar 220. All these bikes have dual shocks at the rear and despite that, it is the Apache which is miles ahead in the corners than the faster competition (in a straight line). The extra short wheelbase, the lighter kerb weight, the quick and feedback rich turn-in of the Apache just makes it go totally mad when the going gets twisty. Only if the stock tyres were good, it would have got 10/10 instead of 9/10. The Pulsar with its reworked front fork dampers, minute changes in the rear springs with a lowered bike than the original first batch Pulsar has become very easy to live with than before. Bajaj’s constant fiddling with their engine and chassis now results in one of the best sorted out Pulsar you can buy after the 200 NS and you won’t regret it if dynamics is something you are willing to skip on. The raked out nature of the Pulsar makes it feel stable on the highway and while taking sweepers.

Dynamically both Pulsar and Karizma are neck and neck but the Hero bike is easier to ride

The tuning done to the front-end of the Pulsar 220 makes it much more easier to live with and dynamically better too

The Karizma gets no changes to the chassis except a fatter tyre at the rear with those same 18-inch wheels. The Karizma was quite easy to ride and dynamics are always good but it is intimidating to ride unlike the Apache. However, the Karizma R is as flickable in the corners and changing directions is a very easy task. Leaning in the corners is confidence inspiring for all these bikes but the Pulsar 220 rubs its main-stand as soon as you try to get to the limit where you have to back off. All of these bikes can take sweepers at high speeds quite easily. The Pulsar has the rock hard stability of these two bikes but the Karizma tends to feel slightly hairy at high speeds due to the softer suspension setup despite maximum preload dialled at the rear and also because both the Karizma and Apache are rear weight biased motorcycles meanwhile the Pulsar as we know has some of the weight at the front too. The Apache is also good but the crosswinds makes it feels a little unsettled. Ride quality on all these bikes is good and they provide a good amount of comfort on our broken roads. The Apache has the best brakes and backed with ABS, there is no doubt that the safest stopping is offered by TVS here. The 220 also has top notch equipment for more than enough braking power with excellent feel and feedback. However the brakes on the Karizma in terms of feel, do feel wooden but the braking performance is adequate enough despite drum brakes at the rear meanwhile the Pulsar and Apache come with standard disc brakes.

Despite being quite old, the Pulsar 220 and Apache 180 continue to impress riders

Verdict – If you are willing to buy a bike on the basis of higher performance as we know from the numbers, the Pulsar 220 is the fastest and the quickest motorcycle of the lot. It is now extremely refined and living with the bike on a daily basis is an easier task, making it even better than before. The Karizma R now comes almost neck and neck when it comes to performance competition with the Pulsar 220 and now it is not dramatically behind like its predecessor. Both these bikes come at the same price tag but as we know, the Pulsar offers more value meanwhile the Karizma R can only give you reliability and the tag of a sports cruiser. The Pulsar 220 is now capable of almost giving you all that too. Coming to the Apache 180, it is the most to fun to ride package and ABS being a big boon makes its case stronger but in terms of street performance, it does lack but it also offers value like the Pulsar. However, as an overall package, the Pulsar 220 in this particular shootout is hard to beat and is the winner of this test but not by a huge margin.

The Hero Karizma R serves the fast touring purpose very well while the TVS Apache 180 offers the best street riding experience. However, the Bajaj Pulsar 220 wins because it has qualities of both the aforementioned bikes while providing value even after five years of its launch.

Further Reading -

2014 Hero Karizma R Review
TVS Apache 180 Review

Picture Editing - Sri Manikanta Achanta

The post Pulsar 220 vs Hero Karizma R vs TVS Apache 180 – Shootout appeared first on MotorBeam - Indian Car Bike News & Reviews.

2014 Moto Morini Scrambler – Click above for high resolution picture gallery

Bike Tested: 2014 Moto Morini Scrambler

Price OTR Mumbai: Rs. 32 lakhs (est.)

The Scrambler has the retro looks and also the performance of a superbike in disguise

Italians are coming to India to rule our motorcycle market these days is what is being projected in the automotive world as we speak. First came Ducati and Aprilia and now comes Moto Morini and Benelli. Falling demand of bikes in bigger markets and seeing aspirational values in smaller markets for bigger motorcycles is making all European and Japanese manufacturers come to our country with their 800cc platoons of bikes, selling them at very good prices too. Reason is because these motorcycles are quite old and once CKD is performed, prices turn out to be better than expected. Moto Morini however believes there is still market for CBU motorcycles and infact they are right. You go to a showroom and people are so impressed with a motorcycle they will ask whether its imported or made here. If salesman manages to tell him it’s imported, he will buy it and if he says it’s Made in India then he rejects it. So after reviewing the Granpasso, we are here to review the motorcycle which is the same on the inside but has a different role to play. How does it perform on the stage of life? We find out!

The Scrambler has a retro design which is some what cafe racer on stilts

Styling – The Scrambler is a type of motorcycle which is nowadays put in the Motorcross category as it is used to fight and dodge obstacles on an off-road track. Here and now, the Scrambler motorcycle is a retro take on today’s Motocross motorcycle and this Moto Morini has retro headlight, mirrors and indicators to gel well with the idea of this particular machine. White colour chassis and dual retro mufflers look great in combination with a huge fuel tank and minimum tail-piece. The orange matte paint job is executed very well and looks very unique. Fit-finish level is good but not that great. The front mudguard is a clear representation of the 1980’s as the support bar is made visible on the outside. Quality is top notch but there are some plastics that are not great. Subtle use of chrome on crank and gearbox case is high quality stuff and with knobby tyres and spoke, it completes the retro look of this Moto Morini. Overall, the motorcycle gives the impression of a cafe racer on stilts at first. The spoke wheels are meant for a purpose and are inspirational to a certain audience in the market.

Lowered handlebars over the Granpasso fall right into your hands

Ergonomics – The Scrambler has the same issue of seat height and is not suited to all. Although it is slightly lower on seat height than the Granpasso, it won’t help everybody in our country where average height size is not even close to the Europeans. Rubber mounted, shark type, rearset footpegs and a riding position which is upright with a wide handlebar give it a comfortable stance for long distance touring. Seat padding is the best in the business we ever came across for both rider and pillion. Retro mirrors give a very good view of what’s behind. Pillion seat is also good but there is nothing for him or her to hold on a 220 km/hr motorcycle.

Lot of information on display with an analogue tachometer to add to the retro appeal

Instrument Cluster and Switchgear – The cluster is very small with a blue backlit which now has an analogue tachometer which is a great thing. As always there is a lot of information to be displayed by pressing the mode button below the screen. Time, battery voltage, average speed, km/l, engine and outside temperature, single trip meter and finally the lap time recorder. Switchgear is now a basic unit and does not have controls like the Granpasso and it only has an extra hazard light button on it which replaces the headlamp switch which is always on as a DRL.

1187cc engine produces 117 HP of power in mid and top-end of the rev range

Performance – Powering the Moto Morini Scrambler is the same V-Twin engine from the Granpasso with the same gearing. So the engine is a 1187cc, liquid-cooled, DOHC unit which is over-square with a 107 mm bore. It churns out 117 HP of power at 8500 RPM and 105 Nm of torque at 7000 RPM. Power is up by .6 HP while torque is 2 Nm higher than the Granpasso. The engine is very smooth and refined till the redline and only erupts slight vibrations around 4500 RPM after which it becomes a maniac and creates a deep noise while revving quickly at the same time. The V-Twin offers a lot of push at the low and mid-end of the rev range because it has torque in abundance. It is also there to make things easier and requires less downshifts for ease of riding and provides instant overtaking power. Top-end power is healthy too with redline kicking in as early as under 10,000 RPM like the Granpasso.

The engine may feel very simple but provides frantic type of fun

The Scrambler’s V2 engine has the right blend of old school nature and a lot of performance

Since the motorcycle is 10 kgs lighter and sits lower than the Granpasso, the immediate difference is that it feels faster but after all there is no tweaking means its only the numbers that will do the talking rather than the “feel”. Nevertheless, the motorcycle is maniac quick off the line and reaches 180 km/hr in a flash and keeps pulling up to a speedo indicated 220 km/hr. When it comes to cruising at 100 km/hr, the tachometer is hovering in at around 3300 RPM in sixth gear and 120 km/hr is being done at no more than 4000 RPM which is good for touring and long distance riding, couple that with a mileage of 20 km/l at those speeds and a 21-litre tank, this bike has a humongous tank range of over 550 kms. Windblast is there but it only feels intrusive post 180 km/hr.

The ample amount of torque in mid-range and lowered motorcycle propels it very quickly

Riding Dynamics – The Granpasso was quite good when it comes to attacking the twisties. The Scrambler is even more impressive as wheel travel has been reduced by 20 mm at the front and 35 mm at the rear. The bike also sits 20 mm lower and the wheelbase is 10 mm shorter than the GranPasso and the front fork travel also has been reduced. The 10 kg lighter kerb weight and same well sorted steering geometry are coupled with upside Marzocchi forks and Ohlins shocks at the rear. The front forks continue to be non-adjustable while the rear is adjustable for compression and preload.

Lower, lighter and better than Granpasso makes it go around corners in a better manner

When it comes to feel, the raked out nature of the front-end provides good stability at high speeds and turn-in is quite feedback rich and quick. However, given the fact these motorcycles have weight biased at the rear, post 160 km/hr the front wobbles despite a heavy rider being onboard. It takes the twisties well, grip levels are good and the best part is that it can go off-roading at the same time with those knobby tyres. When it comes to tyres, the knobby tyres provide good grip but while cornering at low to medium speeds, it’s great but when it comes to high speed cornering, road oriented tyres are a must have. Obviously the full potential of this bike is nowhere to be experienced on our roads. Braking equipment is top notch with Brembo master cylinders, levers, two-piston normal (no monobloc) callipers and disc brakes providing excellent stopping power, it has good amount of initial bite on both brakes but ABS isn’t offered on such an expensive motorcycle.

Road version of this motorcycle with a good price will help the case even further

Verdict – As we know, the 1.2-litre twin is a proven engine over time and the Scrambler has it in the exact same tune as other motorcycles in the entire Moto Morini stable. The Scrambler and Granpasso are similar motorcycles which are priced similarly too. This bike is bound to appeal to a person who is more into off-roading and wants the retro feel without sacrificing on power and exclusivity. The pricing may not be appealing and folks at Vardenchi should consider other street based motorcycles and bring them via the CKD route to gain market share because competition from the same country is promising a lot more in the upcoming two years.

The Moto Morini Scrambler plays its role very well but we think the company should consider the 11 1/2 instead of the Scrambler which is the on-road version of this very same motorcycle. Moto Morini may be testing the market but it needs to bring on-road products to start their sales in India because now we know how good this engine and platform is.

The platform seems promising and once CKD begins, more customers will come

What’s Cool

* Docile and refined engine-gearbox package
* Ride quality and comfort
* Exclusivity

What’s Not So Cool

* Price
* Lack of ABS

The Scrambler will scramble the competition if company is more flexibile with options

2014 Moto Morini Scrambler Specifications

* Engine: 1187cc, 8-valve, V-Twin, DOHC, liquid-cooled
* Power: 117 HP @ 8400 RPM
* Torque: 104.6 Nm @ 7000 RPM
* Transmission: 6-speed
* 0 – 100 km/hr: 3.3 seconds
* Top Speed: 215 km/hr
* Fuel Consumption: 15-20 km/l
* Fuel Type: Petrol
* Frame: High tensile tubular steel trellis frame
* Suspension: 50 mm upside down forks (Front), Mono shock (Rear)
* Tyres: 110/80/19 (Front), 150/70/17 (Rear)
* Brakes: 298 mm Double Disc (Front), 255 mm Disc (Rear)

2014 Moto Morini Scrambler Dimensions

* Length x Width x Height: 2140 mm x 850 mm x 1180 mm
* Wheelbase: 1480 mm
* Ground Clearance: 180 mm
* Seat Height: 830 mm
* Fuel Tank Capacity: 21-litres
* Kerb weight: 200 kgs

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