2015 Camry at the New York Auto Show

Toyota will showcase the 2015 Camry at the New York Auto Show that will “challenge conventional expectations of a mid-cycle model change”, the carmaker has confirmed. There isn’t too much detail available about the Toyota Camry facelift, but the President of Toyota’s Calty Design Research had previously said that the car will have a “more emotional, more impactful design”. The facelift Toyota Camry will feature the same engines, including a 2.5-litre four-cylinder engine making 178bhp, 23.5kgm torque, a hybridized 2.5-litre four-cylinder with a combines output of 200bhp, and a 3.5-litre V6 with 268bhp and 25.3kgm torque.

However, Toyota has recently launched the new Camry in India, so it will be a while before the facelift hits Indian grounds.

Courtesy: AutoCarIndia dot  com

Hyundai Santa Fe

Hyundai Santa Fe

Hyundai finally launched the new Santa Fe at the Auto Expo and with this ends a rather long wait for many waiting to get their hands on it. Yes,Hyundai has taken its own sweet time to bring out the latest version of the Santa Fe, but the fact is that the Korean carmaker had a very strong reason to do so. Simply put, it was costs. The new Santa Fe will be assembled in India from CKD kits but this time around the SUV will use a lot of locally-sourced components. Still, the Santa Fe is not particularly cheap. Prices start at Rs 26.3 lakh (ex-showroom, Delhi) for the two-wheel drive manual, while the two-wheel drive automatic costs Rs 27.33 lakh and the four-wheel drive automatic version caps the range at Rs 29.25 lakh. So can Hyundai's new flagship in India justify it’s near- Rs 30 lakh price tag?

Well, it certainly looks the part. Marginally longer (though a good 45mm lower) than the outgoing Santa Fe, the new version has great presence. There's a healthy dose of chrome on Hyundai's trademark hexagonal grille, the swept-back headlight looks very modern and detailing on the bumper is nice too. Even in profile, the Santa Fe manages to hold your attention thanks to its bold shoulder line and interesting glasshouse. Rear styling is neat as well, with a smart cut that arcs across the tailgate. A closer inspection will also have your eyes lock on to the superb detailing on the headlights - the xenon units come lined with LED daytime running lamps. More than anything else, they give an idea of the generous level of standard equipment the Santa Fe comes with. More on that in a bit. 

Open the doors, and you are greeted by a genuinely luxurious cabin. There's a very pleasing mix of beige and brown plastics that contrast well with the silver accents in the cabin. Even small things like the fine stitching on the seats make this cabin comparable to a German car's. It betters the Honda CR-V on this front and is miles ahead of the Toyota Fortuner that will be its chief competitor. The dashboard is attractive but the touchscreen for the audio system is small. It's not only well styled, it’s a well thought out cabin too. The front seats offer good support while middle row passengers will love the space and comfort on offer. Access to the third row is not all that convenient because the middle seat only slides forward and cannot be flipped forward to ensure easy entry. But once settled in, it is at par with the best seven seaters. There is decent space but, as in other SUVs, it’s not a place you'd like to spend extended periods of time. However, what adds a great deal of versatility to the Santa Fe is that the last row seats fold flat, in addition to which the middle row splits 40:20:40 to maximise luggage space. But perhaps more than this, buyers will be interested in the long list of features standard on the Santa Fe. In addition to the xenon headlamps and touchscreen interface mentioned above, the Santa Fe gets dual zone climate control, air-con vents for all three rows, push-button start, cruise control, a rear view camera and 6 airbags (2 on the 4x2 models).

he driver's seat also gets 12-way powered adjust but curiously the front passenger's seat only allows for manual adjustment. The passenger's seat does without height adjust altogether and this makes it difficult for shorter passengers to get a good view of the road ahead. There's no sunroof on any version either. 

The new Santa Fe may look very different from its predecessor but it uses the same 194bhp, 2.2-litre CRDi engine as the earlier car. Also as before, the engine is one of the strengths of the package. It's fairly quiet, responsive and offers good performance too. There's a nice surge of power as you keep the throttle pressed which helps when you want to overtake on the highway. We drove the 6-speed automatic-equipped Santa Fe and found it responsive enough for typical use. However, the gearbox has a tendency to upshift early so it's best to switch to manual mode on a twisty road. 

It's also on twisty roads that you'd wish the Santa Fe's steering offered more feel. The steering comes with three modes to alter its weight - even in Sport mode there's a vagueness in the straight-ahead position and inconsistency in the way the steering piles on lock. Comfort mode is light and best suited to city use. Within the city, the Sante Fe does well to iron out the bumps. Even high speed stability is very good though the softly-sprung Santa Fe does tend to bounce (especially at the rear) and also tends to roll a fair bit when driven fast. What's nice is that save for some tyre noise, the cabin is well insulated from the happenings outside and this (combined with the powerful engine) really helps make the Santa Fe a great cruiser. 

"Courtesy: Autocar"

Harley-Davidson Street 750

Harley-Davidson Street 750


Harley Davidson Street 750.

Who would have imagined the Indian big-bike market could grow so fast? Turn the clock not so far back to 2009, and Harley-Davidson had only just commenced India operations, with the Harleys for mangoes exchange legend doing the rounds. No one could have foretold just a few years down the line, the famous American company would actually be manufacturing motorcycles in India. And that's exactly where we are, the famous cruiser bike maker moving at breakneck speed in our market, with prices cascading down and Indian bike enthusiasts having never had it this good.

It's been quite a wait, with so many of us itching to ride the Indian-made Street 750 ever since our September 2013 issue where we announced Harley will manufacture this bike in India. The Street 750 is H-D's first new motorcycle platform since the V-Rod of 13 years ago. Bookings are open, and here's what we've just experienced in the saddle.

The Street 750 is a big cruiser in the flesh, in typical Harley style, a neat bikini fairing housing its classic circular headlamp. You can customise the Street 750 by ditching the front fairing, to leave your headlight exposed. It's a muscular, low bike, with powerful presence, drawing attention from bystanders whenever you get out for a ride. The front telescopic fork pipes come with rubber boots to protect them, a good thing in India's rugged conditions. There's a solitary instruments pod, with speedometer prominently displayed and reading up to 180kph. The Street 750 comes with plush feeling, high quality grips, as on all Harley bikes, but we found the motorcycle switchgear lacked quality, despite being easy to come to terms with, and its mirrors could have offered better rear view vision too, calling for moving your elbows out of the way to see enough behind the bike.

The cruiser typical teardrop shape tank sports a lockable and offset filler-lid, which flows smoothly backwards into a wide riding saddle and distinctive, stepped tail, making the Street 750 such an easily recognised motorcycle. Overall quality and fit-finish is inadequate on these early bikes, and not quite on par with other Harley bikes tested by us in India. There's still room for improvement all round that the company needs to get in place.

The Street 750 is powered by a new engine from Harley, four-stroke, 60 degree – wide, for a low centre-of-gravity that promotes better handling – V-twin engine that displaces 749cc, with fuel-injection. It's been christened 'Revolution X' and comes with four valves per cylinder that are chain driven by single overhead camshafts. The Street 750 goes one-up on several sibling Harley bikes, to offer liquid-cooling, as visible from a massive radiator, that rides up the front of the motorcycle from low under the motor. The new Revolution X engine outputs an ample torque spread, its 6.62kgm at 4000rpm figures translating into a nice, easy flowing power delivery on the road, with performance feeling rapid for a cruiser bike of these proportions. Harley doesn't disclose power figures as a rule, but the Street feels good for an estimated 55-60bhp, with power transferred to the rear tyre via a Harley typical toothed belt. Belt drive helps make the
Street 750 a quiet motorcycle to ride, and this is a reliable system better suited to Indian conditions and calling for lower maintenance as compared to a drive-chain. It's a pity more manufacturers haven't opted for belt drive systems on their bikes in India as yet.

Harley-Davidson has spent time ensuring this new-generation liquid-cooled 'Revolution X' engine makes no acoustic compromise, and we found the Street 750 two-into-one exhaust system drums out a nice, throaty and exciting sounding rumble, easily modified if you're looking for an even louder note. The Street comes with a well weighted, smooth functioning clutch, and six-speed gearbox that shifts smoothly, with precise and even light feel in a 1-down, 5-up pattern. Harley stylists could have done better with this motorcycle exhaust, the Street 750's dark, long unit looking a touch ordinary and out of place on a premium modern motorcycle.
The Street 750 delivers strong acceleration, with immediate throttle response, and the bike feeling good for a 100kph dash in close to 5 seconds, perhaps even a shade quicker. Top speed is in the region of a true 160kph, the bike pulling smoothly up to an indicated 175kph in top gear on our ride. Fourth is good for about 120kph, and fifth 145kph, both as indicated. The Street 750 engine feels really smooth at all times, and is completely buzz and vibe free. It's a refined powerhouse that can cruise all day long at an indicated 130kph, at which speed, the engine still has plenty of shove in reserve, before it runs up to meet the limiter. The engine is flexible, easy to master and ride in traffic and all six gear ratios feel well matched to the power on offer.

The Street 750 offers 2 inches more ground clearance and 2 inches of extra suspension travel over any other Harley-Davidson currently sold in India. The 222kg Street 750 isn't a light, or nimble motorcycle, but it is still manageable and not cumbersome, even in crowded urban Indian conditions. The handlebars are wide for good leverage, and the bike steers with a confident, neutral feel, going exactly where pointed. Cornering manners are good for a heavy cruiser. Ride quality is good too. The Street 750 runs on Indian manufactured MRF tyres front and rear, these working well to give the bike confident grip up to reasonably high speeds, only starting to feel stressed when riding beyond 140kph. Traction is otherwise good even when hustling the big Harley through a set of quick corners.

MRF tell us they have already developed a tailor-made, oversize 170/70 x 15 inch rear tyre especially for the Street 750, ready to fit to the bike and upgrade from the stock 150/70 unit. Braking is via a pair of single, ventilated discs at both ends. The big Harley stops when you want it to, but the brakes lack powerful bite, require pressure at the levers and fail to communicate a reassuring enough feel when trying to haul the bike down urgently from really high speed. ABS is also missed, and Harley would do well to add this to the new bike.

The Street 750 is produced by Harley-Davidson for India, in India at Bawal, Haryana, using several key components sourced from Indian vendors. This isn't the very first time the well known American manufacturer has built bikes outside the US, but India becomes today the only other manufacturing facility outside America, with an aim to rapidly ramp up localisation, all the while striving to maintain H-D quality standards.

At Rs 4.10 lakh (ex-showroom, Delhi), our ride confirms the Street 750 delivers in spades, offering an undiluted, 'pukka' Harley feel, at a never before value-for-money price. It's a landmark bike, not just for Harley, but for the expanding and evolving Indian big-bike market, a big bonus being the refined, smooth performing Revolution X engine offering liquid-cooling, which isn't otherwise available on sibling Harley bikes, unless they cost far more, this also making for a notable advantage in hot and sun-drenched India. The Street 750 makes a solid case for itself, offering better value-for-money over not just every other Harley-Davidson bike, but almost every other big-bike today available in our market. There's absolutely no doubt, barring lacklustre overall quality that Harley is sure to work on and improve in time to come, the Street 750 has what it takes to earn itself a coveted crown in India, to rise and become the largest selling big-bike here in the not so distant future.

"Courtesy: Autocar"

Honda NM4 Vultus

he low-setup cockpit position and adjustable backrest will provide a new, enjoyable riding feel. The instrument panel is designed to provide clear readability to the rider.

The Osaka Motorcycle Show 2014 saw the global unveiling of Honda’s two new production models of its NM4 Vultus – the NM4-01 and the NM4-02, as exhibition models. Vultus in Latin means appearance, expression or face.

The NM4 Vultus, with its LED lights (headlamp, tail-lamp and turn signals), future-shock style and stealth bomber silhouette, is inspired by futuristic machines seen in anime and manga styles, collectively known as ‘Japanimation’. The NM4-01 is fitted with a wide, dynamic rear tyre and attractive low silhouette, while the NM4-02 has utility boxes on each side of its rear body.

The menacing-looking NM4 is built on a rock-solid chassis. The 745cc twin-cylinder engine is canted forward, creating space and a low centre of gravity. The NM4 Vultus delivers strong and mid-range power and torque for smooth acceleration and excellent fuel economy, and comes packed with low friction technology. The NM4 is equipped with Dual Clutch Transmission (DCT) as standard, giving the rider options between automatic twist-and-go D and S mode plus trigger-operated computer game-style manual MT mode.

The low-setup cockpit position and adjustable backrest will provide a new, enjoyable riding feel. The instrument panel is designed to provide clear readability to the rider.

The NM4, says Honda, is designed to realise two points: the design concept of the ‘front massive styling’ and ‘the cockpit position’ that will allow the rider to get onto the bike smoothly. 

"Courtesy: Autocar"

Volkswagen Transporter 

The Transporter Alltrack show car features 19-inch alloy wheels, rugged exterior cladding with integrated underbody protection and 'Moonstone Mother of Pearl Effect' paint.

Volkswagen has unveiled a four-wheel drive version of its Transporter. Badged as Volkswagen Multivan Alltrack at its Geneva motor show launch, it boasts a 4Motion drivetrain and off-road technology.

The Transporter Alltrack show car features 19-inch alloy wheels, rugged exterior cladding with integrated underbody protection and 'Moonstone Mother of Pearl Effect' paint.

Inside it features grey-blue leather seat trim and a genuine wood boat floor and door trims. Functions are accessed by an 8-inch touchscreen and audio functions play through a Dynaudio surround sound system.

It is fitted with a floor-mounted track system which Volkswagen claims offers “tremendous versatility”. It serves as a base for the Alltrack’s movable seats or a mobile kitchen module, which comes with a cooled box, gas cooker and a sink with a fresh water tank. It can be removed to be used outside of the vehicle.

The concept is powered by a 2.0-litre TDI engine developing 178bhp transferred to all four wheels via a Haldex multi-plate coupling. It has an approach angle of 21 degrees and a departure angle of 15 degrees.

Volkswagen says the Multivan Alltrack, the spiritual successor to the Transporter Syncro from the 1980s, underlines the “enormous potential” of the current model, suggesting a production model could be a possibility.

"Courtesy: Autocar"

Mercedes Benz GL 63 AMG

A seven-speed 7G-Tronic AMG auto ‘box is standard and helps the GL AMG to a 4.9sec 0-100kph sprint, 250kph limited top speed.

Mercedes-Benz will launch the AMG version of its full-size GL-class SUV called the GL 63 AMG in India on April 15, 2014.

The GL 63 AMG will join Mercedes’ high-performance AMG India line-up that includes the C 63 AMG, the G 63 AMG, the E 63 AMG and the SLK 55 AMG.

The 2.5-tonne, seven-seat GL gets the new 5.5-litre biturbo V8 engine, which sends 549bhp to the permanent, 40/60 front-rear biased four-wheel drive system.

A seven-speed 7G-Tronic AMG automatic gearbox is standard and helps the GL AMG to a 4.9sec (claimed) 0-100kph sprint. It has a 250kph limited top speed. Suspension comes via an ‘AMG ride control’ package of adaptive, self-levelling air suspension and active anti roll-bars.

The Mercedes GL 63 AMG will be a fully imported vehicle unlike the GL 350 CDI which is assembled in India. 

"Courtesy: Autocar"

Hyosung GT250R

DSK Motowheels has updated the Hyosung GT250R with revised styling elements to make it look more like it's older sibling, the GT650R, and to give it some fresh appeal in the increasingly popular quarter-litre motorcycle space.

 

The only thing that makes the GT250R stand out from the GT650R is the chrome-finished exhaust system; the 650 gets a matte black finished exhaust instead. On the technical front though, the GT250R remains unchanged, powered by the same four-stroke, 249cc, oil-cooled V-Twin engine. It continues to produce 28bhp at 10,000rpm, with a peak torque output of 2.2kgm at 8,000rpm, and it's mated to a five-speed gearbox.

 

Bookings for the 2014 Hyosung GT250R have commenced, and the motorcycle is available for Rs 2.75 lakh (ex-showroom, Delhi).

"Courtesy: Autocar"

Hyundai Xcent


That the Xcent looks nice is no coincidence – Hyundai had a sedan in mind when it launched the Grand i10, the car the Xcent is based on.

We’ve just been for a quick spin in the new Hyundai Xcent. For those of you not in the know, the Xcent is Hyundai’s new sub-four metre sedan that’s based on the Grand i10. That means it has its work cut out given that it is going up against the hugely successful (and competent) Maruti Dzire and the Honda Amaze.

Set your eyes on the Xcent and you know it looks right, certainly a lot nicer than a Dzire. There’s a nice sense of proportion to the Hyundai – the roof flows smoothly into the boot and the short nose also helps balance out the design. If anything, it’s the simple tail-lights that make the rear look a bit plain, but it’s not too bad either. That the Xcent looks nice is no coincidence – Hyundai had a sedan in mind when it launched the Grand i10, the car the Xcent is based on. In fact, everything up to the B-pillar is identical to the hatchback, save for a bit of detailing.

Dimensionally,  the Xcent shares the Grand i10’s 2,425mm wheelbase, which is longer than the Amaze and a hair’s breadth shorter than the Dzire’s. The Xcent isn’t as wide as its direct rivals – the 1,660mm width is narrower than the Amaze’s 1,680mm and the Dzire’s 1,695mm. 

The big difference though is when you step inside the Hyundai. The dashboard is shared with the Grand i10 and that means the quality is good, the design is appealing and it is easy to use. It is a big step up over the Amaze’s quirky dash and at the least, a match for the Dzire’s interiors.

There are small additions to the Xcent’s cabin over the Grand i10’s — the cubbyhole under the centre console gets a closeable lid and it also features automatic climate control. The front seats, also from the Grand i10, are very comfortable, while the rear seat gets the same amount of space as the hatch. Rear-seat comfort is good and the seat back angle is a bit more reclined than the Grand i10’s. There is enough space to stretch your legs and you can easily fit four large adults inside. The fifth passenger, sat in the middle on the rear bench, is in for a bit of a squeeze, but for short journeys, this shouldn't be too much of a problem. The wide opening doors also make getting in and out of the back really easy. The adjustable headrests and a rear centre armrest do enhance comfort as well. The 407-litre boot is also the largest in this class.

At 407 litres, the boot is the largest in its class.

The 1.2-litre Kappa2 petrol engine is much peppier. The 81.8bhp high-tech motor features variable valve timing (VTVT) and a drive-by-wire throttle. When you drive it first, you are convinced the engine makes more power. Tap on the throttle and the motor will make the car leap forward smartly. Throttle responses are crisp and lightening quick, and you do tend to enjoy this when you are in the mood for it. Hyundai is offering this engine with a four-speed automatic as well. Like the Grand i10 though, the Xcent feels easy to drive, with light controls and a slick gearshift.

The suspension layout of the Xcent is unchanged over the Grand i10 and that means independent MacPherson struts up front and non-independent torsion beam axle at the rear. Hyundai has tweaked the suspension settings to arrive at a more sedan friendly ride, but as the road we drove (the airport road at Hyderabad) was brilliantly smooth, we’ll reserve our judgement for later. 

The other stand-out  bit of the Xcent are its features. There are three variants - base, S and SX. The base variant gets central locking, a cooled glovebox, AC, power steering, front power windows and an engine immobilizer. On the outside it gets, body colored bumpers and wheel covers. 

The Xcent S variant comes equipped with goodies like fog lamps, body-coloured door mirrors and outside door handles, turn indicators on the wing mirrors, along with electrically adjustable and folding wing mirrors. It gets an integrated music system with radio, CD, MP3, aux-in, USB and Bluetooth compatibility. The music system also offers a 1 GB internal memory. On the inside, it gets chrome finish on the gear knob, steering-mounted controls, rear AC vents, front and rear power windows, adjustable driver's seat and tilt steering. It even gets a rear defogger and rear parking sensors. 

Alloy wheel size now up to 15 inches.

The top Xcent SX variant comes with leather-wrapped steering wheel, a leather wrapped gear knob with chrome coating, and push button start/stop in addition to what you get on the S. This variant also gets a reversing camera, driver and passenger airbag, and 14-inch alloy wheels along with the option of choosing 15-inch diamond-cut alloy wheel. The Xcent also gets two airbags and although ABS is optional. 

You get all of this at quite a reasonable price. Petrol variants start at Rs 4.66 lakh and go up to Rs 6.47 lakh for the top SX (O) variant while the diesel starts at Rs 5.56 lakh and goes upto Rs 7.38 lakh which means the Xcent is cheaper than the Honda Amaze and Maruti Dzire. As is, the Xcent,  with its attractive looks, long list of features, appealing interiors and frugal engines looks set to shake up the segment.

"Courtesy: Autocar".

Kawasaki Z800

The new Kawasaki Z800 is quick, nimble and fun to ride.

Kawasaki bikes enjoy a loyal fan following. Most Kawasaki owners won’t switch bikes easily, and this is with good reason. These Japanese motorcycles have always been built with unique identity, DNA if you may, with a special something that’s experienced in the feel riders take home from every ride. Much of the soul behind Kawasaki’s lineage comes from their Z series bikes, starting 40 years ago in 1972 with the Z1, a motorcycle ahead of its time, armed with an 82bhp, 900cc in-line, four-cylinder engine that was good for over 200kph and ushered in the superbike era, along with Honda’s equally famous CB750.

History done with, let’s focus the spotlight on the modern day Z800, a mean, macho and brawny street-naked that Kawasaki has just introduced in India.    

The new Zed is a muscular motorcycle, that looks a million bucks even standing still, just like bigger brother the Z1000. Similarly well proportioned, the 800 lacks the outstanding looking front headlight snout that comes with the far more pricey 1000, although that isn’t to say the Z800 doesn’t have a handsome face, for its still a big head-turner in its own right. The headlight shines bright at night, with a nice spread of light, and you can’t miss this motorcycles funky, tri-pod LCD instruments cluster. A cascading tachometer takes up pride of place, with information including a speedometer, odometer with dual trips, fuel-gauge, clock, engine temperature and an economy indicator all present.

The Z800 comes nice mirrors, snug palm grips, and easily mastered switchgear, with all the essentials in place. It’s a pity Kawasaki hasn’t equipped the Z800 with a reach adjustable clutch lever, as available with the front brake. Both levers look smart in buffed alloy.

The Z800 tank runs into a set of neat cowls, that meet arms encircling the motor, and other minimal bodywork includes a neat tank, with good inner thigh support recesses, a belly-pan, as well as sleek side and flank panels. The new Kawasaki’s ‘Z’ theme extends to its LED tail warning lights and riding saddle.

Quality is top notch, leaving no stone unturned as are fit-finish and attention-to-detail, however, on the flip side, the Z800 is presently only available for India in the one rather gloomy dark shade seen here.

The Z800 is set to win many an Indian heart, being amongst the most affordable of all in-line, four cylinder superbikes available here for now. It’s a four-stroke, 806cc, liquid-cooled and fuel-injected engine, with typically short-stroke bore and stroke dimensions. The Z800 is good for 111.4bhp at 10200rpm, and though this doesn’t feel just quite as fierce on the go as the massive 140bhp output by the Z1000, it’s still more than sufficient for every situation, on any Indian road. Max torque is 8.5kgm available at 8000rpm, and these numbers aside, we found the Z800 makes a refined and in-line four typical, smooth machine, with excellent mid to top end power delivery.

That’s helped by elongated intake trumpets, where the inner two are longer, and outer set more compact. Similarly, the Z800 exhaust pipes curve visibly forward to gain a few inches in length, before smoothly swooping back to the stubby, low set single exhaust box. Throttle response is cracking, thanks to healthy, 34mm wide throttle bodies and the Z800 enjoys a linear and wide powerband. You’ve got enough power to hammer out of corner exits with gusto, but may need to wind revs up slightly before you reach all of the Zee’s performance potential. Once there however, the Z800 is capable of effortless 150kph cruising, with plenty of power in hand, and a top speed in the vicinity of a true 230kph.

Clutch feel is adequate, while the Z800 comes with a six-speed gearbox that shifts effortlessly, whether banging up or down the box. The bike can sometimes feel short geared, but you soon realize this is due to the engine being so flexible, and a smooth runner in higher gears even at low speeds.

The Z800 isn’t a light bike, weighing in at a portly 231kg, but once off the blocks and on the move this new Kawasaki feels quite maneuverable, no, not the most agile bike for city traffic, but nice and stable at high speeds on a highway. The seating position is comfortable enough, with a passably upright riding posture, and a slight lean towards the flat set, narrow feeling handlebars. The frame doesn’t feel as rigid as available on the faster Z1000, and at rear you have a steel fabricated box section swingarm. Suspension is adjustable at both ends, the rear sitting off center to accommodate the exhaust canister, and the Z800 feels a more comfortably sprung motorcycle compared to the Z1000, with its nice ride quality. The 800 also comes with sure footed, confidence inspiring cornering capabilities. Likewise, the brakes offer powerful bite, and stop the big bike well. Four pot calipers chomp on twin 310mm petal discs in front, and ABS is standard on the Indian bike, working flawlessly at all times.

Overall, the Z800 comes together as a powerful, hard to beat naked streetfighter package from Kawasaki, at a relatively sensible price point of Rs 8.05 lakh (ex-showroom, Pune), thanks to being imported into India from Thailand. The latest Zed does its legendary lineage proud, for think in-line four naked bikes in India, and the Z800 it is today that perches a winner right at the top of our list.

"Courtesy: Autocar".

BMW M6 Gran Coupe


A stonking 4.4-litre twin-turbo V8 with 567bhp and 69.3kgm of torque powers the BMW M6 Gran Coupe.

Come April 2014, the Audi RS7 will have competition in the form of the brooding BMW M6 Gran Coupe (in India). Like the RS7, the M6 Gran Coupé is a four-door, four-seat, boot sedan with the roofline of a coupé and like the RS7, the M6 Gran Coupé packs a kick in the gonads under the hood – in this case, a stonking 4.4-litre twin-turbo V8 with 567bhp and 69.3kgm of torque. Unlike the RS7 though, the Gran Coupé is purely rear-wheel drive.

Based on the BMW M5, the Gran Coupé comes with a standard carbonfibre roof and a roofline that's 2.5-inches closer to the deck than its full-size super sedan sister. It is also wider and longer and five kilos heavier than the M5's 1,945kg and that brings us to the end of the specification lecture.

You literally need to mind your head when you get into the Gran Coupé. With such a low roofline, you could knock your head on the way into the low seats (in this case, you'd be hitting an alcantara lined ceiling). From the low front seats, the car feels broad and more than a bit intimidating. The steeply raked windscreen doesn't help and neither does the poor rearward view through the letter box-like rear windscreen and then you have to contend with the fact that you've got more power than a Ferrari 458 under your right foot.

Nonetheless, like the M5, this engine is perfectly happy at low revs and because peak torque is available from 1500rpm, you don't need to wring it out for it to feel exciting. However, if you do find a dry, straight, smooth road and give it some right foot, you should hang on. Like in the M5, the engine is rev happy, the shove builds rapidly and over the last 2000-or-so revs, it feels like a couple of afterburners have kicked in. It feels even more maniacal than the M5 and BMW's claim of a 4.1sec 0-100kph time for the Gran Coupé is entirely believable. What's really breathtaking though is the way it gets to silly speeds in a trice. You could be pottering around in a high gear but hold the throttle down for a few seconds and you'll be looking at, at least in Europe, jail time.

Like the M5 we drove the day before, our test car was limited by its winter tyres to 240kph, but on normal tyres, you get an electronically limited 250kph top speed and an optional 305kph if you pay a fee.

Again, the spoil sport is the sheer weight of the car. You need to really lean on the suspension to get the best out of the car and there's the problem. Because the seating position is lower than in the M5, the Gran Coupé feels even broader and that makes you think twice about chucking it around on narrow roads. To really enjoy it then, you need autobahn-like  playgrounds.

Still, there's plenty of grip, the steering is direct and depending on what revs you're at, you've got that basso-rumble-to-high-pitched-shriek exhaust note accompanying you.

There are other good things to the Gran Coupé – we like the driver-centric dash and the standalone iDrive screen, the build quality is fantastic as usual and the interiors feel as inviting and expensive as you would expect from a super-niche car like this.

You should know that, thanks to the swoopy roofline, tall people will have headroom issues at the rear, and thanks to the console between the front seats, the rear is a place for two people only.

The other big problem is that the M6 Gran Coupé won't be cheap. When it comes to India, it will be a whole lot more expensive than the M5. As is, it looks a whole lot better than the M5 and that very fact brings with it a certain kind of exclusivity. If that's what you want, the M6 Gran Coupé could be for you. 

"Courtesy: Autocar".

Renault Kwid concept

Renault's Auto Expo 2014 star, the Kwid, may look like a piece of static art, but, as we found out, it can be driven.

So what you see above is Renault's show-stopper from the 2014 Auto Expo, the Kwid. Yes, it is a concept, so why is it here? Partly because Renault offered us a chance to drive its latest concept car and it would have been impolite to say "no, thank you", more so since we journalists from the Indian subcontinent have been given the chance before our European counterparts. Consider that concept cars are million-dollar one-offs that take several hundreds of hours of painstaking handcrafting – calling them hi-tech handicrafts wouldn't be far off the mark. But mainly it’s here because it’s not often that you get to drive a piece of the future.

Okay, we had other reasons to get to know the Kwid a little better. Staring straight at you, the Kwid impresses with its outrageous and adventurous character. Flip-up doors, large, 305/50 R16 tyres, a ‘Flying Companion’ (a remote control helicopter, in case you were wondering) in the back, cameras instead of rear-view mirrors, a central seating position and aircraft yoke-type steering wheel give it that necessary concept car appeal. But peel away the concept car extravagance and you'll see solid substance, something you could see maybe on future Renault compact SUVs. Slim headlamps that pop out at the corners, a chunky square form, wheels pushed out to the corners and the use of texturing to create a more feelsome look are some cues worth looking forward to. What adds to the seriousness of the Kwid is that it is a sub-four-metre car, and has been designed in collaboration with Renault's designers from India, Brazil and Russia. Two of those markets are Ford EcoSport hot spots. 

So, finally, what was the Kwid like to drive? Under the skin, it’s an amalgamation of components borrowed from existing Renault products and some custom-made bits. The 1.2-litre turbocharged, direct-injection motor is mated to a dual-clutch automatic gearbox, a setup which is already seen on the Euro-market Clio hatchback. This engine's 120bhp rating is ample for the two-wheel-drive duty that the Kwid is offering up for now. On our drive, which by any yardstick was very brief, the Kwid felt hugely exciting. Which is saying a lot when you consider that we rarely exceeded 15kph. The wraparound windscreen and the low roof encapsulates you in an environment that we imagine is what fighter pilots are accustomed to. 

But what made the Kwid truly thrilling were its concept-car origins. The Kwid felt fantastic, in the true sense of the word. The creaks and groans from the body were plenty, compliance from the suspension was non-existent, and when combined with the funky-pattern for the tyres, it meant going above 15kph would be like hitting a self-destruct switch, especially on the broken concrete we were driving on. Normally, concept cars are life-size carefully shaved clay-models or wood mock-ups. So the fact that the Kwid can actually be driven is an achievement in itself. Back to serious reviewing mode, the electric steering was effortless and the direct-injection turbo engine eager. Basically, driving the Kwid told us little, but we are glad we did, because there’s no two ways about it, the future of Renault’s compact SUV is being shaped here. 

"Courtesy: Autocar".

Bentley Continental V8 S

Bentley Continental V8 S



In today's age, not too many carmakers combine luxury and bling in the automotive space better than Bentley and that’s why the company’s approach to the new Continental V8 S is so refreshing. Rather than spend a lot of time and advertising budget on changing the styling, Bentley let the engineering do the talking, and in the case of the new V8 S.



The V8 engine has also been tweaked with both power and torque outputs rising to a peak 521bhp at 6,000rpm and 69.34kgm at 1,700rpm. Bentley claims a 0-100kph time of 4.5 seconds and top speed is electronically limited to 308kph. Switch the eight-speed ZF gearbox to Sport mode and it holds on to gears longer to squeeze even more performance out of the engine. However, it is that defining Bentley characteristic – the 'torque plateau' that Bentley likes to refer to – that still makes the most immediate impression. Rapid acceleration is available at your beck and call, irrespective of what gear you are in. The V8 S continues to use the twin, figure of eight tailpipes that characterise the Continental V8 range and in Sport mode, the optional sport exhaust adds a lovely soundtrack to the sense of occasion.



But more than the engine, it’s the thoroughly reworked suspension that defines the V8 S’s sharper character. The aluminium double-wishbone front suspension has been lowered by 10mm while the spring rates have been stiffened by 45 percent and at the rear, the multi-link air suspension’s spring rate is stiffer by 33 percent while the rear anti-roll bar is stiffer too by 54 percent. What all the numbers translate to is a 2.3-tonne, over two-metre wide car that now handles like it is a lot smaller and lighter. With its four-wheel drive system and recalibrated steering, the V8 S was a hoot to drive on the twisty mountain road section of our test, cornering sharp and flat while also sending the driver a lot of feedback from the steering. It made such an impression that we actually went back up and down the twisties a few times.



The Continental, though, is a grand tourer at its core and the rest of our drive on wide open California freeways only highlighted that aspect of the car’s character. Despite the sportier suspension, the ride quality is still exceptional. The lavish cabin still pampers its occupants like you would expect from a car that will set you back by over Rs 3 crore. A worthy addition indeed to the Continental line-up and arguably the best iteration of the Continental V8 yet.


"Courtesy:  Autocar"

Skoda VisionC concept 

Skoda has unveiled a dramatic looking concept that previews a new five-door lifeback model currently undergoing production development. The production model is slated to join its line-up in 2016. And with this, Skoda has clearly signaled its intent to reach beyond its existing range of practical mainstream offerings. 

Christened the VisionC, the new concept is set to get its first public airing at Geneva motor show starting next week, paving the way for the introduction of the new liftback, which has been conceived to fill the gap between the Octavia and Superb in Skoda’s existing range. The move is aimed at providing the Czech car maker, which produced 920,800 cars in 2013, greater sales reach and exposure to new customers.

The new Skoda, sister car to a proposed second four-door coupe style offering from parent company Volkswagen, is based on the same hot-formed high-strength steel MQB (Modularen Querbau or modular transverse architecture) platform as the Octavia.

The latest one, in a long line of Skoda concepts, is still undergoing the final stages of design development at the company’s design centre at Mladá Boleslav in the Czech Republic. While the basic silhouette and five door liftback layout is expected to be brought over into production with little or no change, the detailing and rear end will be further refined.

Many of the VisionC’s design cues, including its bold chromed grille, taut surfacing treatment, precisely structured flanks and triangular theme to its lamps, will be reflected on other future Skoda models also.

While official dimensions are yet to be revealed, Skoda suggests the VisionC runs to around 4,700mm in length and 1,820mm in width, allowing it to offer what they describe as “more than sufficient space for four adults and their luggage”.

Among the perceived rivals for the new car is the Mercedes-Benz CLA. It is intended to provide Skoda with a timely image boost following the recent expansion of its line-up with more run-of-the-mill models.  “We think it is time for a Skoda model that combines traditional practical qualities with a bold new design direction,” says Skoda boss, Winfried Vahland.

The VisionC is powered by the same engine used in the recently introduced Volkswagen Golf TGI and Audi A3 G-Tron. The 108bhp, 1.4-litre four-cylinder turbocharged direct injection engine can run on either petrol or natural gas. 

Skoda also hints the VisionC will provide the basis for a new 280bhp, 2.0-litre turbocharged four-cylinder petrol powered four-wheel drive performance flagship that will form the basis of a revised line of Skoda vRS models.

Courtesy: "Autocar".

Next-gen Ford Endeavour

The Ford Everest concept at the Bangkok Motor Show.

The next-gen Ford Endeavour SUV has been revealed in the form of the Everest concept at the 2014 Bangkok motor show. The first images of this concept had originally been released in August last year.

The Ford Endeavour's face is dominated by a bold, chrome-heavy, EcoSport-like trapezoidal grille, and swept-back headlights that sprout outwards from it. Beneath this, a matte silver skid plate livens up the bumper and extends into the fog lamp housings. On the sides, there are meaty wheel arches, chunky chrome-capped wing mirrors, and a faux vent just behind the front wheel arch. The window line rises subtly to meet a wraparound rear windscreen, beneath which sits a pair of wide tail-lamps in sculpted niches, joined by a chrome strip. The overall look of the SUV appears to be wider and more planted than the current Ford Endeavour's tall, boxy shape.

In production form, the new Ford Endeavour will take on the likes of the Toyota Fortuner and Mitsubishi Pajero Sport when it comes to India. It will continue to use a body on ladder frame chassis with a seven-seat layout, and is expected to be powered by 2.2-litre and 3.0-litre four-cylinder diesel engines, with two- or four-wheel-drive and the option of manual and automatic gearboxes.

“The Ford Everest Concept shows the bold new direction that we envision for a mid-size, seven-seat SUV that has been designed for ASEAN and global markets,” said Matt Bradley, president of Ford ASEAN. He also stated that the production car will be manufactured in Thailand, but as with the current car, the next Ford Endeavour is likely to be assembled from CKD kits in India, so there's a chance Ford will price it very competitively.

Courtesy: "Autocar"

Lamborghini Huracan

The Huracan has been designed to be more ‘accessible’ to a wider customer base that will include many first-time supercar buyers.

That Lamborghini is aggressively pushing its all-new Huracan supercar is no secret. The car has been showcased at exclusive events across the world, including India, and the response has been positive with over 1,000 orders so far. The lesser known fact, however, is that Lamborghini has big hopes of its 602bhp supercar bringing in more female buyers. Speaking exclusively to Autocar India, Lamborghini president and CEO, Stephan Winkelmann, said, “We would be happy if the Huracan would find many female customers. We have lots of women who love Lamborghinis, but very few who drive them. The Huracan could change that.”

Lamborghini has ensured softer and less outlandish exterior styling than the Aventador's.

Winkelmann’s confidence stems from the fact that the Huracan has been designed to be more ‘accessible’ to a wider customer base that will include many first-time supercar buyers. So, while peak power has gone up, the Huracan also promises to be more driveable than its predecessor, the Gallardo. Statistics such as 75 percent of the 5.2-litre V10’s 57.1kgm of torque being available from 1000rpm also point to an easier-to-drive Lambo. But it’s not the mechanicals alone. There’s a greater emphasis on comfort in the Huracan’s cabin and also a larger range of customisation options. Even the exterior design is softer and less outlandish than, say, the Aventador’s.

There's a greater emphasis on comfort in the Huracan's cabin and a larger range of customisation options.

The more rounded and less manic persona of the Huracan should find favour among women buyers intimidated by Lambos in general. At present, women constitute a very small proportion of Lamborghini’s global customer base. In India, none of the 22 Lamborghinis sold in 2013 were bought by women. However, Lamborghini India has told us that women are important influencers in buying decisions and some of them are known to drive these cars on occasion. 

Porsche’s New baby SUV in Diesel

Porsche’s new baby SUV in diesel guise offers up refinement and sporting prowess, coupled to impressive economy and plenty of desirability.

Introduction:

This is the diesel version of the excellent new Porsche Macan SUV . It produces 255bhp – alongside a whopping 59kgm of torque from just 1,750rpm – and can hit 100kph in just 6.3sec as a result.

This makes the Macan S Diesel by far the most sporting of the various diesel-engined mid-size luxury SUVs on sale at the moment, but it also gives Porsche’s new ‘junior Cayenne’ range genuine depth.

At the top of the tree sits the 400bhp, 265kph Turbo; in the middle sits a less powerful petrol V6, also turbocharged (somewhat confusingly) but known simply as the Macan S; and alongside that car sits this one, the 230kph S Diesel that also happens to be capable of a claimed 16kpl overall.

Although all three Macans are based unashamedly on Audi’s Q5 platform, Porsche insists that less than a third of the moving parts and almost none of the dynamic qualities are shared between the two cars. So while the basic architecture of Q5 and Macan is similar, the way they look and drive is entirely different, says Porsche.

Technical stuff and performance:

The suspension, for instance, is steel as standard (optional air suspension is available on all three versions) and features struts at the front with a multi-link arrangement at the rear, much like that of the Q5. But in its detail and tuning, the Macan’s suspension and chassis (and its steering, brakes and gearbox) are all bespoke.

The gearbox is a seven-speed PDK, while the brakes and dampers have both been tuned to provide the Macan S Diesel with far sharper responses than a Q5. The driving position is also much lower than in the Q5, while the cabin itself bears little or no resemblance to what you’ll find in the equivalent Audi.

The emphasis with the Macan, inside as well as out, is all about delivering as sporting a driving experience as possible, even when there’s a cast-iron, common-rail turbodiesel engine pumping away beneath its new bonnet.

So, what is it like? In one word refined. In two words, supremely refined. And in four words supremely refined and quick.

There are all sorts of things about the Macan S Diesel that will impress you in the first few kilometres of your first journey in it – the precision and accuracy of its steering, the effortless power of its brakes, the apparent high quality of its ride and the feeling of sitting inside a compact but expensive automobile being just four such examples.

But it’s the smoothness and potency of the power delivery that will most likely leave the biggest impression, long after you’ve climbed out and walked way. That and the creamy interaction with the engine of the quite brilliant PDK gearbox. Combined, these attributes elevate the Macan S Diesel to a completely different level dynamically compared with any car in this class.

Admittedly I only drove it on mostly smooth German roads, and around Porsche’s test track at Leipzig where the car is built, but the overwhelming impression I came away with was that of a supremely well-resolved car. Not perhaps the full blown ‘sports car’ that Porsche would have you believe, but something pretty close all the same. Call it the world’s most practical four-wheel-drive fast hatchback and you wouldn’t be all that far away.

It feels in a different league from the Q5s and BMW X3s of this world when it comes to pure driver appeal, yet the compromise it demands in refinement and comfort don’t really seem to exist. The Macan is as fast as it is refined, as roomy as it is agile, and as sporting as it is comfortable, which gives it a unique breadth of appeal.

It won’t come cheap though, and we hear that the price will be lower than a Cayenne’s, but not by much when it goes on sale. However, if you want the best sporting compact SUV that’s currently made on your driveway, one that boasts a suitably exclusive badge to match, you should definitely consider buying a Macan once Porsche launches it in India.