MAGAZINE NOVEMBER 2016

SCRAMBLER VS THAR

Road Tests:
a
Hyundai Elantr
Aprilia SR 150
PULSAR 220 VS
KTM RC 390
FRAMED

motorbeam.com 2

OUR TEAM
Editor-in-Chief - Faisal Khan
Deputy Editor - Dr. Javeid Khan
Assistant Editor - Aariz Rizvi
Senior Road Tester - Parth Gohil
2-Wheeler Road Testers -
Dhanil Vira, Adwait Babras
International Correspondent -
Aman Sancheti
Correspondent - Pratik Tyagi
Picture Editor - Sri Manikanta
Achanta
EDITORS NOTE
FAISAL
KHAN
EDITOR-IN-CHIEF
This year hasnt been good for the Indian automotive
industry. Fuel prices have been increasing, roads are getting
worse, the government is getting stricter with rules (fines for
offences is increasing multi-fold) and the NGT is bullying
car makers with pollution logic which is best understood by
no one other than them. While the increase in fines is a good
thing, it doesnt really mean anything because this will only
increase corruption. Rather, the government should work
on improving the road infrastructure, so much so that the
driving experience becomes better and safer. And while we
are at it, lets get rid of the toll booths and instead charge a
percentage on fuel to cover up, this way, we will save both
time and fuel by not standing in long queues at toll nakas.
There is a shift happening in the Indian automotive market,
car makers are suddenly bearish on diesel and some of
them are even holding back investments. Small diesel
cars dont make sense anymore or at least thats what
automobile manufacturers have started to think. Is this
the NGT effect or the decreasing gap between petrol and
diesel fuel prices, which is leading to a shift in consumer
preference. Whatever it is, diesel doesnt seem as lucrative
as before and the big hype is for hybrid vehicles.
The motorcycle segment has lacked excitement all these
months, its only the imported bikes which are bringing in
some much needed excitement for 2-wheeler enthusiasts.
TVS has overtaken Bajaj long back and somehow managed
to stay ahead while the Pune based manufacturer is betting
big on the premium segment, planning an attack on cruiser
bike leader Royal Enfield. Finally the British brand will have
some competition, so anti-Bullet folks have something to
look forward to.
motorbeam.com 3
 118
PULSAR 220 VS
KTM RC 390

JEEP GRAND
CHEROKEE SRT

52 motorbeam.com 4
 CONTENTS
SUZUKI
GIXXER APRILIA
SR 150

148 76
Framed 02 Shootout
Creta vs Duster 94-105
Editors Note 03
RE Himalayan vs
Broadcast 06-09 Mahindra Mojo 106-117
Pulsar 220 vs KTM RC 390 118-129
Rendering 10-11
Special Feature
Features 12-16 Mahindra Thar vs 130-141
New In Town 18-19 Ducati Scrambler

Columns 20-27 Long Termers 142-153

Road Tests
0-100 km/hr 153-158
Datsun Redi-GO 28-39 LeaderBoard
Toyota Innova Crysta 40-51
Jeep Grand Cherokee SRT 52-65 Pitstop 159
Renault Kwid 1.0-Litre 66-75
Aprilia SR 150 76-83
All New Hyundai Elantra 84-93

motorbeam.com 5
 BROADCAST

MAHINDRA
TO LAUNCH
ELECTRIC SUV
BY 2020
Mahindra is believed
to be working on a
new affordable electric
SUV, codenamed
as 'S107', and is
planning its launch
in the Indian market
as early as 2020. No
other information is
available about the vehicle as of yet, such as the size of the SUV or whether the
vehicle will be a fully electric vehicle - like the Tesla or a plug-in hybrid with range
extender - like a Fisker Karma or a Toyota Prius. The company says it is working
to add more SUVs as well as a small commercial vehicle to its electric vehicle
portfolio.

BAJAJ TO
LAUNCH NEW
KRATOS BRAND
FOR VS 400
Showcased at the 2014
Auto Expo, the Bajaj
Pulsar CS 400 concept
became immensely
popular and Pulsar
fanboys have been
eagerly waiting for it to
launch soon. A while
back it was confirmed that the production bike will be called VS 400 (not CS 400)
where VS stands for Vantage Sport, it wont be using the Pulsar brand name either.
Now Bajaj has decided to use the Kratos name for its new brand under which the
VS 400 will be launched.

motorbeam.com 6
 BROADCAST
JEEP COMPASS
INDIA
PRODUCTION TO
START
IN 2017
The Jeep Compass will
be rolled out from Fiat's
Ranjangaon facility in Pune
by mid-2017 and it will be
priced attractively unlike
the Grand Cherokee and
Wrangler which got affected due to import duties. The SUV will be manufactured
locally and is going to be aimed at a much larger set of audience. It will compete
with the likes of the Toyota Fortuner, Ford Endeavour, Hyundai Santa Fe, and it is
likely to be launched within a price bracket of Rs. 25-30 lakhs.

TORK T6X PRICED AT RS. 1.25 LAKHS

Tork Motorcycles has unveiled its first commercial product, the T6X which is a
premium electric bike priced at Rs. 1.25 lakhs. The bike is powered by a 6 kW
brushless DC motor which is paired to a lithium-ion battery, generating 27 Nm
of torque and paired
to a single-speed
transmission. The
T6X runs 100 kms
on a single charge
and the top speed
is 100 km/hr. 80%
charge is achieved in
60 minutes and the
motorbike has a slew
of technologies on-
board to make it very
smart.

motorbeam.com 7
 BROADCAST
MARUTI TO HANDLE SUZUKI
MOTORCYCLE DEALER NETWORK IN INDIA
Suzuki plans to increase their two-wheeler market share
in the Indian market. This requires them to expand their
dealership network across the country. There is no better
medium than their subsidiary Maruti Suzuki to help reach
a larger set of audience as the Indo-Japanese carmaker is the largest manufacturer
of automobiles in the country. More than 20 Maruti Suzuki car dealers have been
appointed until now to handle Suzuki Motorcycle dealerships.

POLL OF THE MONTH FROM THE FORUMS

CHOOSE YOUR 400CC BIKE When I went inside the brochure, I

was shocked to see that same malefic
KTM Duke 390 (55%, 1,959 Votes)
creature with that goat molesting serial
killing stare looked at me while sitting
Kratos VS 400 (25%, 901 Votes) on the Vespa. What is the meaning of
this? Is Vespa's creators were members
of a satanic cult? - Vinny wrote on his
Pulsar RS 400 (20%, 734 Votes) frustration with the Vespa's website.

TOP SELLING CARS IN SEPTEMBER 2016

27750
18961
16746
16645
12212
10623
10558
10254
9375
8835
7300
7143
6544
6475
6438
5855
5744
5452
4557
4504
Maruti Alto

Maruti DZire

Maruti Vitara Brezza

Maruti Swift

Maruti Wagon R

Hyundai Creta

Toyota Innova

Maruti Omni

Maruti Ciaz

Maruti Eeco

Maruti Ertiga

Honda City

Mahindra Bolero

Tata Tiago

Hyundai Eon
Hyundai Grand i10

Maruti Baleno

Renault Kwid

Hyundai Elite i20

Maruti Celerio

motorbeam.com 8
 BROADCAST

BAJAJ TO UPDATE
PULSAR RANGE FOR
2017
The 2017 Pulsar range will be
launched soon with changes
that will be significant in both
appearance and performance.
A few models might just
be discontinued as BS-IV
emission norms come into
effect from April 2017. Bajaj
Auto will have to heavily update
its old engines to keep its first
generation motorcycles on sale, or axe them, the latter seems likely considering
replacement models have been launched.

TATA, MAHINDRA R&D EXPENDITURE ON PAR WITH

GLOBAL COMPANIES
Both Tata Motors and Mahindra are investing about 5% of their revenues in
future research and development activities, destroying the perception that Indian
companies spend less on R&D. German auto giants like BMW, Volkswagen and
Daimler spend
about 5-6% of
their revenues on
R&D every year
too. However,
Indian automotive
companies are
now increasing
their R&D
expenses and
matching up with
global companies.

motorbeam.com 9

Tata Motors has commenced the initial
stage testing for the next generation
Tata Safari, codenamed Q501. The Indian
carmaker has exported a few prototypes
of the upcoming SUV to the USA for
testing. Tata Motors will use the Land
Rover Discovery Sports L550 platform for
the next generation Safari, which will be a
monocoque SUV and not a body-on-frame
vehicle.
We have come up with the Tata Q501
rendering that tells us the design direction
of the new Safari. It will be crafted in the
latest Tata design language that we have
RENDERING
seen on the Hexa crossover. Along with
that, the new Safari will be heavily inspired
from the Discovery Sport. Itll not have a
boxy design anymore, which is a good thing
for many but sad for Safari enthusiasts.
The next gen Safari will be positioned at
a premium so you can expect the similar
huge dimensions but with new styling
details such as muscular cladding all
around, sharp lines on the side,
fancy lights with DRLs up
front and sizeable
grilles. Since it
will be a
motorbeam.com 10

monocoque SUV, there might be a slight
drop in height and for keeping the body roll
in check, it wont be a top-heavy SUV like
the current model.
The lighter and more spaced out frame
will help the carmaker add a front facing
third row of seats. The interior is expected
to get drastic changes in terms of quality
and features. The dashboard will come
with high-end infotainment system having
RENDERING
a sizeable screen and Harman sound
system. You can expect Tata to borrow
some Land Rover features including the
Terrain Response System with advanced
AWD mechanism.
Tata Motors is said to source the 2.0-litre
MultiJet diesel engine from Fiat for the
new Safari but still the engine options for
the new SUV are unclear. It will definitely
get an automatic transmission along
with a manual gearbox. The new SUV is
expected to be launched by 2018 and
we might start spotting the test
mules on Indian roads from next
year.
TATA Q501
(NEXT GEN SAFARI)
motorbeam.com 11
 FEATURE

BEHIND THE All eyes are gazing at

the centre of what looks
hr. There is a loud boom
as they crash into each
SCENES like a large arena. There other, head on. One can
OF A CAR is absolute silence
as everyone watches
actually hear the glass
shattering and metal
CRASH TEST intently. Out comes crashing into metal.

AT HONDAS a Honda CR-V and a

Honda Jazz from either
That's all, it's over in a
flash and both cars are
JAPAN side of this huge facility, at rest. This is pretty

FACILITY
hurtling towards each much a daily routine at
other at a steady 50 km/ Honda's state of the art

motorbeam.com 12
 FEATURE
indoor crash test facility in Tochigi,
Japan.

Back to where it's all done, this Crash

Test facility in Tochigi is one of a kind. It
was the world's first omni-directional
indoor crash test facility which allows
recreation of all whether conditions
and all possible crash scenarios. The
head on crash tests can be done with
either full overlap, 50% overlap or
10% overlap. There are slow-motion
cameras which record as slow as 1000
frames per second from all angles.
Honda uses approximately 1000
vehicles each year for these tests.
The analysis is studied to improve the
safety performance of the cars.

We experienced the crash between

a CR-V and Jazz. Both cars crashed
while doing 50 km/hr each, resulting
in an impact velocity of 100 km/hr.
Both these cars are production cars
and are randomly picked out from
a lot. The test was conducted at a
50% offset. The cars are on ignition
mode (to avoid any chances of fire
with fuel spillage) and are driven by a
motorised units whose speed can be
set by the master computer. A buzzer
is heard and the test is underway with
both cars aiming for each other. There
is a big bang and its over faster than
we anticipated.

Seated in the cars are crash test

dummies which replicate passengers.

motorbeam.com 13

These dummies have
sensors placed in most
places such as the head,
back, limbs, etc. These
sensors record the force
that the dummies were
subjected to. These
dummies vary in shape
and size to mimic people of
various height and gait. Even
infant dummies are used in
child seats on numerous
occasions. Examining the
site post the test, there is
an evident burning smell
accompanied by the smell
of nitrogen gas, which
inflates the airbags. There
The cars crashed into each other with an impact
velocity of 100 km/hr
are broken headlamps and
pieces of plastic (bumper)
on the floor. The windshield
glass is made in a way that it
does not leave sharp shards
of glass. It is designed to
shatter into small pieces
reducing the chances of
injury.
The slow-motion video of
the crash shows the airbags
deploying on impact and
the engine compartment
getting crushed. As a rule,
the smaller car absorbs
more energy and hence in
theory, should be damaged
FEATURE
to a greater extent.
However, both the CR-V
and Jazz have their engine
compartments crushed but
the cabin was largely intact
and none of the dummies
showed any serious injury
on face value. It's quite
amazing to see that both
the cars did brilliantly when
it came to saving the lives
of the occupants. This was
just a test with dummies on
board but these exercises
help develop cars which
are safer and help reduce
fatalities in the real world.
motorbeam.com 14

HOW INDIAN BIKES ARE MOVING FORWARD
When we talk about Indian motorcycles,
it's usually Bajaj Auto which comes to
mind because the Pune based automaker
has been leading the charge when it
comes to the performance segment with
its Pulsar range of bikes. Hero MotoCorp
is an Indian bike maker too but they have
mostly used Honda tech in their machines
which doesn't make them as Indian as the
others. Two Indian bike companies which
FEATURE
haven't really been on the radar as far as
technology goes, are finally taking strides
in the right direction.
Both Royal Enfield and TVS have launched
in 2016, their best motorcycle yet, the
Himalayan and Apache 200 respectively.
While both are as different as chalk and
mozzarella cheese, there are certain ways
in which both are moving forward. Case in
motorbeam.com 15
point is the engine which is the best ever for
brand is exploring new markets overseas
both these South based companies. Both while TVS bears the big responsibility of
the powerplants use a counter-balancer to manufacturing sub 500cc motorcycles for
curb vibrations for which its other modelsBMW Motorrad. But the update in tech for
are notoriously famous for. Both also both these bike firms is a bit slow as Bajaj
employ oil-cooling, a first for both brands
Auto has been offering better tech on its
who had so far relied on air-cooling only.motorbikes since a few years now. The
partnership with KTM has surely worked
It's good to see Royal Enfield and TVS for the Pulsar maker but as things stand
finally moving forward, making India today, the future seems bright for Indian
proud on the two-wheeler map. The British bike makers.

motorbeam.com 16
 STORE
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motorbeam.com 17
 BULLETIN
NEW IN TOWN

HONDA BRIO FACELIFT

The Honda Brio facelift has been

launched, priced from Rs. 4.69 lakhs
(ex-showroom, Delhi). The Brio has been
updated with new styling tweaks and
features.

VOLKSWAGEN AMEO DIESEL

The Volkswagen Ameo diesel has been

launched in India and is priced from Rs.
6.27 lakhs (ex-showroom, Mumbai). It is
available in 3 trims and produces 110 PS
and 250 Nm.

MAHINDRA MOJO TOURER

EDITION

The Mahindra Mojo Tourer Edition has

been launched priced at Rs. 1.88 lakhs
(ex-showroom, Delhi). It comes loaded
with a range of touring accessories.

MERCEDES GLC CKD

Mercedes has launched the CKD version

of the GLC which is priced from Rs. 47.90
lakhs (ex-showroom, Delhi). The locally
assembled GLC is cheaper by up to Rs.
4.2 lakhs.

motorbeam.com 18
 BULLETIN
NEW IN TOWN

DATSUN REDI-GO SPORT

The Datsun redi-GO Sport has been

launched at a price of Rs. 3.49 lakhs (ex-
showroom, Delhi). The Sport variant is
available only on the S trim.

MAHINDRA SCORPIO
1.99-LITRE INTELLI-HYBRID

Mahindra Scorpio 1.99-Litre Intelli-

Hybrid has been launched at a starting
price of Rs. 9.35 lakhs (ex-showroom,
Delhi) for the S4 trim.

NEW HERO ACHIEVER 150

The next gen Hero Achiever 150 has been

launched, priced from Rs. 61,800/- (ex-
showroom, Delhi) with updated styling
and a new engine with i3S tech.

DUCATI XDIAVEL

The Ducati xDiavel has been launched

in India with a starting price of Rs. 15.87
lakhs (ex-showroom, Delhi). The bike is
powered by a 1262cc L-Twin engine.

motorbeam.com 19

The last couple of months
have been splendidly
interesting. I injured my knee
at a car launch event and got
my first ever experience of
travelling in an ambulance.
Mind you, some of these
high-class ambulances
have quite poor ride quality!
The bad part about the
injury was the fact that I
HALF CLUTCH
PARTH GOHIL
was lying in bed for a good
part of the month while the
remaining few days were
spent in visiting doctors
and undergoing tons of
check-ups and tests. The
worse part about the injury
was that I had to undergo a
minor and yet a very painful
surgery (another month
in bed!!) while the worst
COLUMNS
part was the fact that I got
barred from driving manual
cars for a few months at
least. However, the best
part of all this was the fact
that I got saved from driving
that hideous compact
SUV who's launch I was
attending at the time of my
injury.
motorbeam.com 20

Being an automotive
journalist is a very tough
job. The job itself is
physically and mentally
demanding but other than
that, the toughest part is to
explain other people what
you exactly do. While some
people think I drive cars only
so that the photographer
can get good shots, there
are others who think we
buy all these cars, review
them and then sell them
off for cheap. I once spent
a good amount of an hour
explaining my job profile to
a few ignorant friends who
had a remarkable opinion
that Indian journalists only
COLUMNS
copy-paste reviews from This context reminds me
international sites. of cigarettes. You know
they cause cancer and
The auto industry is seeing yet they are allowed to be
a lot of new changes and manufactured and sold.
enforcements since the Similarly, you are allowing
past few months. A lot has these high capacity diesel
been spoken about the ban vehicles to be manufactured
of 2000cc diesel SUVs in here but you're not allowing
Delhi and now the same them to be sold.
thing is being carried over
to Kerala too. While the The motoring journalism
NGT seems to be getting industry is a good one but it
some sort of incredible is also seeing the entrance
pleasure in enforcing all of a lot of new people. While
these bans, automakers most people are decent
are suffering because sales with their knowledge and
of their vehicles have been driving skills, there are
getting affected by a huge some who think they know
margin. Why does the NGT it all. They boast on social
think that banning modern media about their driving
diesel cars is the only way antics while they churn out
out to save this nation from 'gyaan' as fast as Maruti
air pollution? sells the Alto in India.
Anyways, I had to recover
Maybe I am wrong. All the and rest for 3 weeks before
factories and industries my surgery and in the end
might be emitting I had a window of a couple
environmental-friendly gas of days when I was kinda
while the thermal plants and free. Thus, a red sports
sewage treatment factories estate belting out 552
must be doing no harm? HP of power came to my
Excuse the sarcasm but driveway and all I needed
while banning 10 year old was a lot of quick bursts of
diesel cars might still sound acceleration to give me just
reasonable up to a small the right medicine before
extent, banning new cars my operation!
is just not a viable option.
motorbeam.com 21

THE TIME CRUNCH
AT AUTOMOTIVE
EVENTS
Whenever someone asks me about my job,
I quite proudly state that I am an automotive
journalist. This leads to a short discussion
about what exactly do I do. Well, I fly out
to different cities every month, stay at the
COLUMNS
TURBO LAG
AMAN SANCHETI
best of hotels, drive or ride some vehicles,
click some pictures and return back. This
sounds very interesting to most people
and a majority of them even say that this
seems more of fun. Well, fun it is. But, if
you thought that there is less of work in
it, you need to read further. When I went
on my first few trips, the excitement level
was high and the lifestyle felt very nice.
However, over time, I have realized it is a
very hectic one too.
motorbeam.com 22

Why hectic, you may ask. The biggest
reason for it being hectic is time crunch.
You see, these events are planned in such
a way that every minute of our time is well
utilized and we dont waste any of it. Afterall,
time is money. But, this means that things
have to work with clockwork precision.
As we all know, clockwork precision isnt
something we Indians are known for. And
this is what leads to time crunch at all
(well, almost) events. A 7 oclock leaving
time from the hotel conveniently becomes
8 right in the morning. With the arrival at
the venue delayed by over an hour, the rest
of the schedule goes haywire.
At events involving reviewing a vehicle,
a lot of time is spent in reaching the
drive destination, driver briefing and car
COLUMNS
allocation. Then, many events allow just
one person from a publication to join in.
This makes things worse as the person has
to manage pictures and/or videography as
well. Oh, and then he has an evening flight
to catch as well. Well, catching the flight
shouldnt be much difficult considering
there isnt check-in baggage most of the
time, right? Wrong! The event planners
(the same folks who believe in clockwork
precision) decide that the venue should be
far off from the airport. Now this becomes
an issue in many cities and reaching the
airport takes more than an hour.
So how much time are we actually able to
spend with the product (something that
we originally came for)? A couple of hours
at best. And this despite us giving two full
days of our time to it. Two hours out of
forty eight hours sounds too low. Well, it is
such because of the travel on the first day,
socializing on the evening that day and
then the crammed event on the next day.
And then there are a few events which are
just for a day. The less I speak about time
crunch there, the better. The basic reason
for the mess is that the event planners
refuse to acknowledge that running events
like a clock isnt really possible. On the
other hand, the automotive companies do
not realize that spending a huge amount
on such an event does no good if the
journalist gets very little time with the
product. Maybe this would change in the
future. Maybe.
motorbeam.com 23

GOVERNMENT HAMPERING
DIESEL CARS
Lets begin with how things are currently.
China is the worlds largest market for most
global automotive players. India is slowly
inching to be at the third spot. Together, both
these countries account for just over half
COLUMNS
RPM
DR. JAVEID KHAN
of the worlds population. Tapping these
markets is a huge business opportunity
and that is precisely what each company
is out to do. However, inconsistency in
policies has created a negative sentiment
motorbeam.com 24
 COLUMNS
amongst manufacturers who are afraid is narrowing which is further tilting the
to pump in huge loads of money towards pendulum away from diesel powered cars.
development.
The irony is that diesel technology has
The ban on the sale of diesel cars above made huge breakthroughs in the last few
2.0-litre engine size was imposed in the decades, while gasoline technology is
NCR region last year. A failed attempt to still much more primitive. Gone are the
reduce pollution in the heavily polluted days when diesel vehicles were known to
capital city. As we all know, there was pollute. In fact, most of the vehicles which
barely any difference in the pollutant levels. were banned in Delhi are BS-IV compliant.
Another factor which is driving consumers
away from diesel cars is uncertainty. A
neighbour who was on the verge of buying
a fuel efficient diesel hatchback went for a
petrol version. In his defence he said that
he wasnt sure how the diesel ban in Delhi
(this guy stays in Mumbai) will affect the
resale of his vehicle.

The foreseeable future is quite

Although the ban has been lifted (after
imposing pollution cess), the consumer
has developed a negative mindset towards
diesel powered vehicles, especially in the
small car segment. The difference between
the pricing of both petrol and diesel cars
straightforward. Petrol cars will be popular
and only enthusiasts and people who
spend a considerable time in their cars will
look at diesel options. Manufacturers too
have taken note and news is that most of
them will remove diesel option, at least in
the small car space. Maruti has blinked
first and will soon be removing their latest
2-cylinder diesel motor from the Celerio
hatchback. Automobile manufacturers
are weary of being caught on the wrong
foot and are thus holding or withdrawing
potential investments into diesel engine
research and development. Its a pity really,
most enthusiasts like us love torquey
diesels. The good news is that the festive
season is just around the corner and it is
likely to bring some cheer to the industry.

motorbeam.com 25
 COLUMNS

QUICK SHIFT
FAISAL KHAN

THE ITALIAN INVASION

motorbeam.com 26

Benelli, Ducati, MV Agusta, Aprilia, Moto
Guzzi - what is common between these five
brands? Well, all of them entered the Indian
2-wheeler market not so long ago and all
of them are Italian. Yes, there is something
about Italian bikes and somehow none of
them want to stay away from our country.
Among these brands, its only Benelli
which has taken the pain of setting up local
COLUMNS
assembly of its motorcycles and thats the
reason why sales of the TNT 600i have
out-shined its rivals. Benelli has managed
to sell 3000 units in just over a year which
is outstanding for a brand which not many
were familiar with in India.
Then there is Aprilia which has gone one
step ahead and done local manufacturing
of its product in India, but its a scooter
and not a performance bike with multi-
cylinders. Still, its the best scooter for an
enthusiast who wants to have fun while
grocery shopping. But we expect more from
Aprilia, more so since it has the fantastic
RS 125, we want a quarter-litre mini-RSV4
which could be the only real competition
to KTM, after the BMW G310R of course.
Aprilias sister concern Moto Guzzi isnt
too active in India, offering cruiser bikes
with limited appeal due to the lack of
brand awareness. Meanwhile, MV Agusta
has huge popularity, after all, everyone
knows they have pioneered motorcycle
art with their designs. But the high price
and limited dealer reach puts the F4 maker
out of contention, more so because Ducati
is offering so many motorcycles in India,
that there is something from Bologna for
almost every rider out there, starting with
the Scrambler. Now only if the Italians take
Make in India seriously..
motorbeam.com 27
ROAD TEST

motorbeam.com 28
 ROAD TEST

DATSUN The Datsun redi-GO

comes with a funky
styling and offers
REDI-GO practical interior space

Price OTR Mumbai - Rs. 2.86 Rs. 3.98 lakhs

motorbeam.com 29
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EXTERIORS
The Datsun redi-GO looks quite refreshing from the outside
with the curvy lines, especially in this bright green colour. The
hatchback gets an upright stance with a high ground clearance
of 185 mm. The front gets angular headlamps, a wide Datsun
grille, raked down bonnet and a sporty bumper that integrates
LED daytime-running lights. Also notice the single wiper for the
front windshield to keep the costs low. On the side profile there
is a deep character line running on the lower half of the body that
rises sharply towards the rear and meets the tail lamps. The rear
looks a tad simple with the small tail lamps. The tailgate gets a
wavy patter and the brawny bumper integrates reflectors.

After launching the GO

and GO+, the Datsun
redi-GO is the latest
entrant in the Nissan
portfolio targeted
against the hot-selling
Maruti Alto but can it
bring in the numbers
for Nissan?

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INTERIORS
Since it has a tall-boy design,
the ingress and egress is
extremely comfortable. Get
inside the cabin and you
would notice fresh new
styling details such as the
three-spoke steering wheel.
The instrument cluster is
basic but easy to read, there
is a digital tachometer and
a small MID that shows
instantaneous mileage,
average fuel economy,
distance to empty and a
new gear shift indicator. On
the centre console there is a Audio system is quite basic and doesn
fixed AC vent on the top that
Bluetooth connectivity
ensures 50 percent airflow to
the rear passengers. The air
conditioning is good enough
for all the passengers. The
overall dashboard layout
looks neatly done and doesn't
appear basic like its elder
siblings.

There is an integrated audio

system in the Datsun redi-
GO that offers basic features
like radio, AUX, USB and CD.
Unlike some of its rivals,
the redi-GO doesn't get
Bluetooth connectivity and
the sound quality is average
too. The lower part of the

motorbeam.com 32
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nt offer The steering of the redi-GO looks very appealing,

dash design is fresh
centre console houses two controls for the front
power windows and two cubby holes. There are some
storage bins inside the cabin such as the open space
There above the dashboard, space to keep your phone below
the AC controls and front door pockets that are small
is good
and can't even fit 500 ml bottles. One thing to notice
enough inside the redi-GO's cabin is the excess of exposed
sheet metal that looks a bit tacky.
legroom
and The rear passengers have lots of headroom, decent
legroom for a car this size but the shoulder room
tremendous for three is a bit tight at the back. Seat cushioning
headroom is average, which might get a bit uncomfortable over
long journeys. However, the driver has an upright and
on offer commanding driving position with a good all-round
visibility of the road. The boot space is quite generous
having a capacity of 222-litres.

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PERFORMANCE
The redi-GO shares its engine and
transmission with the Renault Kwid.
Datsun claims they have tuned the
engine to extract more juice but there
isn't much power to play with in the
lower end of the rev band and you
really have to accelerate hard to get
going, however this engine offers a
strong mid and high end where one
will be able to extract good power. The
doors and steering have some amount
of vibration on idle but it disappears
once you step on the gas.

The 5-speed manual transmission

offers smooth shifts with evenly
spaced out ratios. Datsun claims that
the redi-GO will hit the ton from zero
in 15.98 seconds, which isn't bad for
a car in this price bracket. Power feels
adequate most of the times but there
are times when you would have liked
more grunt from the engine.

The ARAI certified fuel economy for

the redi-GO is 25.27 km/l, which is
marginally better than the Kwid. This
may be owing to the fact that the redi-
GO is marginally shorter (by about, 30
mm) and approximately 25 kgs lighter
than its French cousin.

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motorbeam.com 35

DRIVING DYNAMICS
The redi-GO shares its
underpinnings with the Kwid
as they both are based on
the Renault-Nissan CMF-A
platform which was jointly
developed for low cost
cars. Ride quality is quite
The redi-GO has unique styling cues and looks quite youth
good, especially at slow
speeds and it would filter
most of the undulations
without transferring them
to the cabin. However, large
potholes do make their
presence felt. The redi-
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GO also has the segment
best ground clearance of
185 mm which ensures
that even the tallest speed
breaker will stay clear of its
underbelly.
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The speed sensitive power
steering feels very light
at low speeds but as you
speed up, the steering
barely weighs up offering
little feedback. The handling
is quite reasonable and braking performance in the
at this price point, you segment but we found the
would have to be plain brakes to be spongy which
greedy to expect anything end up biting too suddenly.
more. Datsun claims that
the redi-GO has the best

The 799cc is extremely frugal returning a

claimed mileage of 25.27 km/l

hful

motorbeam.com 37
Datsun redi-GO Review
https://www.youtube.com/watch?v=L6Ahsnd7wX4

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VERDICT
The is no denying that the Datsun redi-GO is a
very well engineered car and offers a lot to the
first time car buyer. The external design is very
sporty with some dynamic elements and there
is generous cabin space courtesy of a cab
forward design. The redi-GO offers more value
to the buyer and will be a tempting option as
a first car.

- Javeid Khan

motorbeam.com 39
TOYOTA
INNOVA CRYSTA
Price OTR Mumbai: Rs. 17.13 24.41 lakhs

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The MPV segment is itself the Toyota Innova and now

the automaker has unleashed the second generation
model which gets the Crysta name to it. How big is the
leap between the two generations of the people mover?

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The Innovas styling has evolved to

exhibit a more polished appearance

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EXTERIORS
The new generation Innova
comes with drastic changes
that not only makes the
styling fresh but the silhouette
also gets a bit SUV-ish with
an upright stance. It gets a
sleek new projector headlight
cluster upfront merging
with the two-slat chrome
grille. The bumper gets
muscular creases and now
the bonnet is flatter instead
of the steeply raked down
one seen on the outgoing
model. The new side profile
comes with smart lines and
panels that cut the bulk and
make it look more cheerful
than before. There is a sharp
waistline emerging from the
headlight and connecting the
tail-light. The 17-inch alloys
look upmarket, the chrome
strip running on the side
amplifies the premium factor
while the kink on the D-pillar
adds some drama. The rear
however looks a bit weird at
first glance.

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INTERIORS
Toyota has managed to fit system which is integrated and shoulder room, which
in an entire piece of mould very well in the dashboard. is much better than the
on the dashboard instead It is quite user friendly and outgoing model. There is
of assembling separate offers navigation system a control for the chauffeur
panels. It has a wave sort but unfortunately Toyota driven owners to adjust the
of pattern that emerges has missed out on Apple front passenger seat from
from the passenger side CarPlay. The lower half of behind. There are a lot of
and enhances towards the the centre console now convenience features like
driver's console. Having houses a new automatic the second row also has
said that, there is a 3D climate control that is quick auto climate control, the
instrument cluster behind in cooling the cabin.
the steering wheel that
looks fresh and gets a big There are lots of storage
informative MID screen. bins inside, around 20 bottle
The steering wheel feels holders! Every door can
excellent to hold specially accommodate three 1-litre
with the gloss wooden insertbottles each. The seats of
on top. It has all the controls
the new Innova are very
for the infotainment system comfortable and wide. The
on either side and offers tilt
seating is highly flexible
and telescopic adjustment. and offers ample space
for all the passengers.
The Innova now gets a large Second row seats have
touch-screen infotainment great legroom, headroom

The second
row is the
best place
to be in,
offers super
comfort

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The flexible
seating and
luggage
options
make the
Innova
practical

windows are one touch up/down,

push button start, power foldable
The last row ORVMs and electric driver seat
adjustment. The last row seats
isnt really
are good enough for kids but
for adults adults would only manage to sit
for short stints because of the
but has limited headroom. The third row
three proper has a 60:40 split and is highly
flexible to accommodate cargo
seatbelts and passengers together.

Toyota has made the Innova very safe with Euro NCAP 5 stars in mind

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The Innova
Crysta
gets a 3D
instrument
cluster
with a MID
screen

The Innova has a cabin which is high on

practicality with 20 bottle holders and
supremely comfortable seats

The interior
has taken
a big step
ahead
with better
aesthetics

motorbeam.com 46
PERFORMANCE
Both the 2.4-litre and 2.8-litre engines
are similar in hardware and also get Eco
and Power modes - which naturally alter
performance (the default mode is in
between both). So in Eco mode, you can
feel the motors don't rev so quickly while
in Power mode, the added punch is very
apparent, the Innova being very quick to
pick up speed.
The 2.4-litre oil burner comes matched to
a 5-speed manual gearbox which offers
smooth shifts, the clutch too is light. But
the gear lever vibrates a lot on start-up,
just like in the first gen model. The 2.8-litre
diesel is only offered with a 6-speed
automatic gearbox and while shifts aren't
the quickest, they are smooth. One can
also shift gears manually by using the
tiptronic function on the gear lever. Both
the engines have a bit of lag lower down
which is quite well masked and power
delivery is very linear with the mid-range
being the strong suit of the GD mills.
In the 2.4-litre manual, 100 km/hr in
top gear results in 2200 RPM on the
tachometer while the ton comes up in
third gear. The new Innova does feel more
relaxed while cruising unlike the old model
where you would miss a sixth gear. Both
the engines redline at 4500 RPM and
the big improvement in the Innova is the
refinement, there are very little vibrations
inside the cabin. However, push the motor
hard and the engine makes quite the
sound. Fuel efficiency isn't great with ARAI
claimed mileage being 15.10 km/l for the
2.4-litre model while the 2.8-litre automatic
manages 14.29 km/l. The increase in
weight by a considerable 200 kgs is to
blame for the average fuel economy.
motorbeam.com 47

DRIVING DYNAMICS
The Toyota Innova has
grown in size and gets a new
frame but is also heavier
now. Still underpinned by
a body-on-frame platform
with the steering still being
a hydraulic unit, the Innova
feels heavier to drive than
before as the steering is
on the heavier side and
requires effort at low
speeds, taking u-turns can
ROAD TEST
be taxing. It does weigh up
decently at high speeds
but there is still a lot of
slack in the straight-ahead
position.
motorbeam.com 48

There is very good stability
as you cross triple digit
speeds. If you have driven
or have been driven around
in the previous generation
of the Innova, then the
work on the suspension
on the Crysta will be
immediately noticeable as
this MPV rides beautifully
even on bad roads. Bumps
are absorbed very well
and that's inspite of the
firmness at low speeds.
Vertical movements are
very well controlled and as
ROAD TEST
you up the speed, the flatter
ride only becomes better.
There is quite a lot of body
roll though but the Innova
handles quite well for its
weight and size. The brakes
have good stopping power.

Although
the Innova
becomes
more
expensive, it
has no real
competition

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VERDICT
The Toyota Innova has mostly been seen as a people mover
but it was ageing and it showed. The new model excels on
several fronts as it certainly looks more pleasing to the eyes,
the interior has vastly improved in both aesthetics and comfort,
the feature list has soared with a ton of equipments, including
safety tech and the engines now pack in quite the punch. With
a splendid ride quality on offer and Toyotas known reliability
and quality, the new Innova Crysta might be expensive but its
the perfect vehicle for the family.

- Faisal Khan

2016 Toyota Innova Crysta Review

https://www.youtube.com/watch?v=-0uevjReyHo

motorbeam.com 51
JEEP
GRAND CHEROKEE SRT
Price OTR Mumbai: Rs. 1,35,92,971/-

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The Jeep Grand Cherokee SRT is one of the most

badass SUVs with monstrous power on offer
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Talk about off-roading vehicles and the first name which

pops into the mind is Jeep. It has become synonymous with
4x4 SUVs with many SUVs being called Jeep in India. With
growing popularity of off-roading vehicles in India, it only
makes sense for Jeep to enter India and it is doing so very
soon. Being an American brand, they are known to make big
and badass SUVs. But fast and big dont go together, right?
Wrong! The Jeep Grand Cherokee SRT proves it all wrong.

motorbeam.com 54

EXTERIORS
Annoyed being bullied by the erratic bus
driver or that guy in a big SUV? All you
need is the Jeep Grand Cherokee SRT. The
front grille with seven tooth like pattern
combined with the mean looking DRLs give
the front a very aggressive look. The front
bumper on the SRT is also different than
ROAD TEST
the one on the standard Grand Cherokee.
Move on to the side and you notice the
20-inch rims in polished aluminium finish.
The rear end of the Grand Cherokee SRT
is rather plain jane when compared to
the front. The tail lights arent particularly
attractive and lack LED elements.
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The negatives are certainly outweighed

by the positives in this case

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All that
monstrous
torque is
smoothly
channeled
through a
8-speed
ZF sourced
automatic
gearbox

The SRT
steering
wheel feels
great to
hold but has
too many
buttons on it

INTERIORS
When one steps inside a
Rs. 1 crore plus car, they
expect the quality of every
material around them to
be of the highest grade.
Sadly though, this is not the
case with the Jeep Grand
Cherokee SRT. Although
the interior layout is nice,
most wouldnt like the
use of lesser materials all
around. If someone asked
me the two elements which
I liked about the interiors,
those would be the front
seats and gear lever. The
front seats offer excellent
support and no matter how
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hard you push the car, they cluster which simply put, quality isnt compromised
keep you in place. The gear doesnt befit a car of this and the SRT is equipped
lever gives one a typical stature. The infotainment with nine speakers and an
American car feel which is system touchscreen is amplifier. A 19-speaker
much appreciated. adequately sized but the Harman Kardon system is
system isnt fluid enough an optional extra and takes
The presence of hard like that of its German rivals. the audio experience to a
plastics all around is plenty. The American car maker new level altogether.
Then comes the instrument has ensured that the sound

The interiors
arent as
plush as one
would expect
them to be at The boot is huge and
this price houses a 18-inch spare
wheel under the floor

Fit-finish could have The speakers give fantastic

been better acoustics

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The touch-screen isnt as fluid as its rivals although

audio output is very good

The 6.4-litre HEMI engine

The spare wheel is an
produces enough power
18-inch space saver tyre
to scare you

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The rear seat space isnt
Those red seats sure look
good but seats offer
sporty in the Jeep SRT
optimum support

motorbeam.com 61

PERFORMANCE
This is the department
where the Jeep Grand
Cherokee SRT shows its
true colours. Powering the
SRT is a 6.4-litre naturally
aspirated HEMI V8 engine
ROAD TEST
which produces 475 BHP performance of this SUV
and 630 Nm of torque. On is mind numbing. Being a
paper, the numbers arent naturally aspirated motor,
too high considering the torque is available from
displacement. However, the word go and theres no
in the real world, the turbo lag to deal with. This
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makes the car shoot like unreal. Never in my wildest adds to the whole drama.
a rocket. dreams would I imagine a However, all this comes at
SUV to launch this way. The a cost and the cost is in
The way this thing surges exhaust note of the SRT is terms of something very
forward post a perfect music to the ears. There are dear to us Indians fuel
launch is an experience very few things which can efficiency. Drive it sedately
which is very, very difficult be better than the sound and you would be lucky to
to put into words. To coming out of a big block get around 3.5 km/l.
describe it in one word American V8 engine and it

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DRIVING DYNAMICS
Despite its size, the Grand Cherokee
SRT is not very intimidating to drive.
You never feel that you are driving
a car which wont fit in most stilt
parkings in Mumbai. Turning into
corners at considerably high speeds
doesnt unsettle the SRT and it takes huge B
it all in its stride. The suspension at the
soaks up most of the undulations perform
which Indian roads have on offer and brake p
provides good balance of sportiness feel isn
and ride comfort. Despite having

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VERDICT
So what role does the Jeep Grand
Cherokee SRT fulfil in the garage of a
wealthy businessman? Well, it cant be
his daily drive due to the limited range
thanks to the poor fuel efficiency. It is
also difficult to be his long distance
tourer again due to its demanding
appetite. It certainly can be his ride for
the weekends when he wants to head
out to his farmhouse close to the city
and have some fun on the way or at
the destination. It can be his ride for
some parties where he would like to
announce his arrival rather loudly.
And in that sense, the SRT makes for
a good buy.

- Aman Sancheti

Brembo discs and calipers

front and rear, the braking
mance is not satisfactory. The
pedal feels spongy and the
t good too.

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RENAULT
KWID 1.0-LITRE

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PRICE OTR MUMBAI:

RS. 4.43 4.58 LAKHS

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The Renault Kwid is very popular for its unique crossover inspired design and
modern interior styling. However some potential buyers are not satisfied with
the lack of punch from the 800cc motor. Renault has filled the void now with
the 1.0-litre Kwid that comes with increased performance figures and a few
cosmetic tweaks on the exteriors. We drive the more powerful Kwid to see if this
is exactly what the buyers were waiting for.

EXTERIORS
There are only two changes
on the 1.0-litre Renault
Kwid to differentiate it
from the 800cc model. The
carmaker has added sporty
body graphics on the doors
having 1.0-litre stickers and
there are a lot better looking
full-size ORVMs finished
in brushed silver. There is
no badging on the tailgate
or the front fenders. Apart
from these minor changes,
the Kwid looks exactly the
same. The SUV proportions
and high stance is the USP
of the Kwid which really
makes it stand out of the
competition when it comes
to styling.

The
1.0-litre
Kwid
will put
a dent
in its
rivals
sales

motorbeam.com 68

There are simply no changes in the interiors of
the more powerful Kwid
INTERIORS
The interior of the more powerful Renault
Kwid is ditto and there are no extra features
on offer in this variant. However, the Kwid
is already well equipped to keep the buyers
happy. The layout is simple and functional
but the touchscreen system is the party
piece of the Kwids interior. You dont get
such features in the competition. You have
ROAD TEST
navigation system, Bluetooth connectivity
with music streaming and a lot more. Sadly,
rear view mirrors still dont get internally
adjustable function. Rear passengers
dont get power windows either. What you
do get is plenty of cabin space along with
a huge 300-litre boot space.
motorbeam.com 69
PERFORMANCE
The 1.0-litre Renault Kwid
produces 67 BHP at 5500 RPM
and 91 Nm at 4250 RPM. This
basically means 14 BHP and 19
Nm more at lower RPMs when
compared to the 800cc engine.
The added capacity and retuned
engine offers strong low end and
mid-range punch. The 3-cylinder
engine doesnt feel strained now
and easily picks up the pace
without letting you put effort. In-
gear acceleration is better now
and you dont need to shift more
frequently while driving in city
traffic. The 5-speed transmission
still feels a bit sluggish to use but
has well defined gates.

100 km/hr comes up quickly

if you upshift a tad before the
redline since it doesnt feel too
responsive at the higher end of
the rev band. Renault has worked
on the NVH levels, which makes
it less noisy and it feels more
refined now. The more powerful
Kwid now feels at home on the
highways since you can cruise
around 100 km/hr with ease at
lower RPMs. The claimed fuel
efficiency has gone down a bit to
23.01 km/l since there is a bigger
engine under the hood.

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DRIVING DYNAMICS
Renault has really mastered the ride and
handling balance game in almost all of
their cars. Same is the case with the Kwid.
It offers extremely comfortable ride quality
for a hatchback in this segment. There are
no clunky noises when you hit a bad stretch
of road, the suspension is well damped
and there is minimal vertical movement on
bumpy roads. Handling is good as well, the
Kwid feels eager to corner hard but there is
some body roll because of the soft setup.
The steering is light and nimble for easy
city driving but doesn't weigh up much at
highway speeds. There is no ABS on offer
with the more powerful Kwid but the brakes
are effective and don't lock very quickly.

There is no
ABS option but
the Kwid gets
driver-side
airbag

motorbeam.com 73

VERDICT
Usually buyers expect some extra
goodies with a bigger engine variant
but this might be a smart move from
Renault to keep the pricing in check.
The 1.0-litre Kwid comes with a few
cosmetic tweaks to tell the fellow
road users that its the more powerful
version. The features are good
enough to lure the buyers looking for
ROAD TEST
a car in this segment and the Kwid
is practical too. Now with a 999cc
engine under the hood, the Kwid
makes for a more attractive package.
If you want more convenience with
the 1.0-litre Kwid then wait for the
AMT version launching very soon.
- Aariz Rizvi
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Renault Kwid 1.0-Litre Review
https://www.youtube.com/watch?v=h7w16jC5duI

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This year Piaggio with its portfolio brand Aprilia rolled out their first crossover
motorcycle which is a 150cc scooter know as the SR 150. The first make in India
project for Aprilia with 90% localisation, the SR 150 holds a lot of promise.

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APRILIA SR 150
Price
Price OTR
OTR Mumbai:
Mumbai: Rs.
Rs. 79,312/-
79,312/-

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STYLING
The design is one of the USPs for this
moto-scooter as the Aprilia SR 150 has all
of its bits styled according to the flagship
Aprilia RSV4. Though it's a scooter, rather
a moto-scooter, it gets 14-inch rims
and mind blowing design cues with the
ROAD TEST
graphics perfectly matched to the moto-
scooter. The dual-pod headlamp steals
the look, while the split indicators on the
rear and small tail-lamp with the extended
mudguard gives a complete motorcycle
look.

The Aprilia SR 150 is an attractive mix of a scooter and a

motorcycle and the attention to detail is very high

motorbeam.com 78

INSTRUMENT CLUSTER
The instrument cluster isn't impressive.
It's a small analog unit with two sections.
One has the fuel gauge while the other has
the speedometer and odometer. The unit is
pretty small but as the moto-scooter has
the Italian traits, the white background has
ROAD TEST
the speed indicated in km/hr as well as in
m/hr. The quality of the switchgear is good
while it has a matte finish all over. The
Aprilia SR 150 also gets a pass light. The
front brake oil chamber is very well blended
with the body and doesn't protrude.

A tiny
dual pod
analog
console
does the
job on the
Aprilia SR
150

PERFORMANCE
The engine on the Aprilia
SR 150 has been taken from
the Vespa 150, yet it runs
on a different state of tune
and hence the behavior is
completely different. Even
though the motor puts out
10.4 HP of power and 11.5
Nm of torque, there is no
immediate grunt. Rather
the engine delivers all its
power in a linear manner.
The power delivery is so harshness from the engine
linear that until one would though tad bit of vibrations
notice, the Aprilia SR 150 are felt all over the moto-
comfortably reaches 80 scooter. The Aprilia SR
km/hr. 150 has a peculiar exhaust
note, a bit different from the
There is a good chance Vespa 150, which is a bit
with a longer stretch of bassy and audible at high
the road where the Aprilia speed pass-by moments.
SR 150 wouldnt hesitate
to go all out at 120 km/
hr. Surprisingly there is no

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motorbeam.com 80
 RIDING DYNAMICS
Many would say performance would
be the second USP but it isnt. It is the
amazing riding dynamics the Aprilia SR
150 offers. Within the first few kms I had
a good idea of how amazing the SR 150
rides on the tarmac. The grip from the
Vee Rubber tyres on the 14-inch rims
with the harder suspension setup, the
Aprilia SR 150 is a complete gem to ride.
The moto-scooter stays in control at all
times. Even with the weight it caries, the
extra performance and the agile nature
of the scooter makes it easily flickable
and maneuverable.

The Aprilia SR 150 has such good

handling and an amazing ride quality
that even with a bit of abuse, it wouldnt
mind it at all. Off the road the ride
quality worsens to a huge extent but its
the amazing bite from the brakes that
inspires confidence. The front disc brake
coupled with the grippy rubber transfer
a good amount of braking feedback
making it easy to be pushed hard.

Aprilia SR 150 Review

https://www.youtube.com/watch?v=da6FLStciiU

motorbeam.com 81

VERDICT
At a price of Rs. 65,000/- (ex-
showroom), the Aprilia SR 150 is
a complete steal. Amazing riding
dynamics, linear performance
coupled with the Italian styling,
this moto-scooter is an amazing
crossover. It might lack the
practicality that various scooters
offer but it's the overall appeal which
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would get Piaggio good numbers
for this moto-scooter. Back in time,
the Kinetic Blaze couldn't capture a
good market share but the SR 150
has what it takes to live up to the
Aprilia name.
- Dhanil Vira
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ALL NEW
HYUNDAI ELANTRA
PRICE OTR MUMBAI - RS. 15.77 - RS. 23.88 LAKHS

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 ROAD TEST

Hyundai has launched the sixth generation Elantra in India and the
Koreans aim to lead the D-segment again. Hyundai claims that
this is the best Elantra they have ever made.

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EXTERIORS
The D-segment sedan buyers are
mostly looking out for a simple yet
classy styling and Hyundai has now
come up with a similar design language
with the new gen Elantra. The Fluidic
Scuplture 2.0 gives it some straight
and sharp creases. The front profile
is dominated by a chrome highlighted
hexagonal grille accentuated with
L-shaped projector foglamps housing.
The new LED DRLs pattern looks
ROAD TEST
attractive and the projector lights
are sleek. The side profile now looks
elegant having a straight shoulder
line that highlights the length of the
Elantra. The twin 5-spoke alloys look
neat and even the roofline merges
with the boot quite well. The rear hints
about the previous gen Elantra, which
looks quite youthful and sharp with the
LED pattern on the tail lights.
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 ROAD TEST
INTERIORS
You get a feel of a German car the
way the dashboard is designed. Just
like the exteriors, the new Elantra
now offers mature interior styling
which looks uncluttered and user
friendly than before. The cabin is all-
black with brushed silver elements
The 8.0-inch touch-screen infotainment
and the roof is finished in light grey system is very responsive
which really makes you feel that you
are in a proper D-segment sedan.
The three-spoke steering feels great
to hold and there are integrated
buttons to control the infotainment
system, cruise control and the big
MID display in the instrument cluster
as well. The instrument cluster is
very informative and easy to read.
Unlike many Hyundai cars, it shows
distance to empty and average fuel
consumption.
The neatly designed dashboard looks
The 8.0-inch infotainment premium with a fancy touchscreen
touchscreen is one of the biggest
screens in the segment. The touch
quality is very good and you don't
see any lag while swiping between
menus. It offers Apple CarPlay and
Android Auto connectivity which
makes it more convenient to access
your phone data and it even has voice
recognition. Sound quality is excellent
and even the navigation system looks
modern having informative display.
The big screen also doubles up as
The new Elantra offers fantastic back seat
a rear parking camera display. You
experience

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The new petrol engine packs in quite a lot of
performance and sounds sporty too
The ergonomics are good and all the controls
are well laid out
The centre console gets a slew of buttons
and asymmetrical AC vents
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get dual-zone automatic climate
control system with rear aircons.
The cooling is super effective and
the front ventilated seats adds to
the comfort in the scorching heat of
India. The centre console is neat and
there is no clutter of buttons. The fit
and finish is excellent, it's hard to
find any rough edges or bad plastics
in the car.
There are enough storage places
to keep your knick knacks and the
glovebox has cooling function but
no illumination. Because of the
all-black theme you might think
that it doesn't looks spacious but
there is ample room for both front
and rear passengers. The rear seat
cushioning is perfect with good
support. Legroom is excellent but
headroom for tall passengers is
just average. Sadly there are no
controls on the arm rest for the rear
passengers and even no socket to
charge your gadgets at the back.
The boot is huge and you can fit in a
lot of luggage. It has an interesting
feature of hands-free smart trunk.
Some of the key features include
keyless entry and go, 10-way power
adjustable seat, drive mode select,
etc.
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 ROAD TEST

The new Elantra gets drive modes including

Sport

Hyundai quality is among the best in the

segment

The infotainment system is modern and user

friendly with lots of features

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PERFORMANCE
The Elantra is available
in both petrol and diesel
engine options. Hyundai is
using a new 2.0-litre petrol
engine which punches out
151 HP & 192 Nm. This
engine comes mated to
both manual and auto
transmissions. The new
petrol engine feels quite
peppy and has a strong mid
and top-end. The 6-speed
auto gearbox mated to the
petrol engine is the second
generation unit and is more
refined now. However,
being a single clutch
transmission, there is some
The 6-speed auto transmission is new and offers
better drivability
lag, you feel it more once you
completely floor the pedal
to the metal. This engine
delivers an ARAI certified
fuel economy of 14.59
km/l and 14.62 km/l with
both the manual and auto
gearboxes respectively.
The diesel is the same
tried and tested 1.6-litre
U2 CRDI engine which has
been refined as per Hyundai
claims. It still delivers the
same 127 HP of power and
260 Nm of twisting force.
Power delivery is linear
and feels quite adequate.
ROAD TEST
Mated to this oil burner is
a 6-speed auto and manual
transmission which has
been carried forward from
the previous gen model.
Hyundai claims that the
diesel Elantra is the most
fuel efficient sedan in its
segment delivering 22.54
km/l as per ARAI standards.
Hyundai has worked to
improve NVH levels too.
There is barely any wind or
tyre noise heard inside the
cabin. Even the engine bay
is well insulated.
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 The chassis is rigid & lighter making it a confident
machine to drive

DRIVING DYNAMICS
The biggest improvement
in this Elantra over the
previous gen model
comes in the dynamics
department. Hyundai has
used 53% 'Advanced High
Strength Steel' in the body
frame (previous gen used
21%) which makes the
structure more rigid and
lighter. This translates
into improved handling
characteristics. The car
feels more planted at high
speeds and doesn't feel
nervous around corners.
Though the handling has
greatly improved, it still
doesn't beat the benchmark
set by the German rivals.
Ride quality has been good
with the previous gen model
and Hyundai has further
improved it. The damping
is much better now and you
can feel this at both low
and high speeds. There is
no bouncy feeling and even
when the car is fully loaded,
the suspension does a
good job of keeping the
passengers comfortable.
Braking performance is
progressive with good
pedal feel and bite.
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VERDICT
The sixth generation
Elantra is a step above
the previous generation
model in every sense.
The second iteration
of the fluidic design
looks more mature
and sophisticated. The
interiors are a good
place to be in with
loads of features on
offer. Both the petrol
and diesel engines
offer respectable
performance with
the convenience
of the automatic
transmission. With
improved dynamics
and safety, the all new
Elantra looks poised to
take the top spot in the
D-segment.

- Dr. Javeid Khan

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 ROAD TEST

2016 Hyundai Elantra Review

https://www.youtube.com/watch?v=klcS6nmYl2E

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CRETA VS
DUSTER

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SHOOTOUT

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 SHOOTOUT

B
ollywood movies generally
have two types of songs. The
first type is an all-new song
which goes on to become an instant
chartbuster while the second
type of song is something that is
recreated from the past, and yet
feels quite slotted in modern times. cakes be
The Hyundai Creta has proved to has finall
be a chartbuster ever since it was Duster a
launched while the Renault Duster time for
was once selling like hot cakes in we pit the
its hay days. With the advent of new launched
competition in the segment, the hot

The compact SUV segment is witnessing tough co

with the arrival of new products

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ecame warm. But, Renault
ly woken up and given the
proper update. Hence, its
another shootout where
e Creta against the newly-
d Duster facelift.
ompetition
SHOOTOUT
STYLING
The Creta is unmistakably a Hyundai
and the excessive usage of sharp styling
elements proves that. The Creta does look
pretty good from most angles but then
there are people who dont prefer such a
styling. The Duster on the other hand has
a much softer overall design. It definitely
looks rugged, no doubt about that, but
it doesnt come with any sort of heavy
lines or creases and the entire design
feels quite smooth flowing and the new
updates keep the design fresh looking.
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 SHOOTOUT
INTERIORS
Both the SUVs are poles apart when
we talk about interiors. The Hyundai
Creta has very posh and sophisticated
insides while the Renault Duster feels
very spartan compared to its Korean
rival. Sure, the recent facelift has
improved things quite a bit, but still the
Renault feels lacking in a lot of stuff.
Talking about features first, the Creta
comes loaded with stuff like follow-me-
home lamps, keyless go, push button
start, six airbags, rear parking camera,
cluster ioniser AC, mood change bar,
two speeds for the rear wiper and 1
GB of internal storage for the audio
system.

The Creta has upmarket interiors while

the Duster boasts of a rugged feel.
In comparison, the Duster gets rear
AC vents, dual front airbags, a basic
infotainment system that is shared with
the Kwid, electrically adjustable mirrors
Both these
(Creta gets electrically folding too), etc. compact
The facelift also brings with it new AC
controls and improved ergonomics. SUVs feel
The Duster also has fuel efficiency and
distance-to-empty indicator which the comfortable
Creta misses out on. Both the vehicles
have good space on the inside while
but the
the Duster has a bigger boot than the Duster is
Creta. In terms of equipment, quality, fit
and finish, Hyundai wins hands down clearly more
fun to drive
in this department.

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 SHOOTOUT

On the
inside, the
Creta easily
boasts
of better
quality
and more
equipment
than the
Duster

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PERFORMANCE
Both the SUVs here are offered with
1.6-litre petrol engines. Renault has never
marketed the petrol Duster much and
hence it just doesnt fetch sales while
Hyundai has seeing pretty decent demand
for the petrol Creta. The Duster gets a
K4M engine producing 104 PS of power
and 145 Nm torque and it comes with a
5-speed manual transmission. The Creta
gets a Dual VTVT unit churning out 123
PS of power and 151 Nm of torque and
it gets a 6-speed manual transmission.
The Creta petrol is leagues ahead of the
Duster petrol in a lot of ways and it offers
better performance too. Even the claimed
mileage on the Creta petrol is higher than
the Duster K4M, i.e. 15.49 km/l vs 13.05
km/l.

The Cretas engine has an upper hand

in petrol, while in diesel, both the cars
have impressive engines. The Creta is
offered with a choice of two oil-burners
a 1.4-litre CRDI unit producing 90 PS
Easy-R AMT gearbox. The 110 PS tune
and 220 Nm and a 1.6-litre CRDI unit
also gets AWD in the top variant.
belting out 128 PS and 260 Nm. Both the
engines are offered with a 6-speed manual
Drive both the cars back to back and
gearbox while the bigger engine also gets
it is easy to say that the Duster has a
a 6-speed automatic transmission. The
better engine out of the two cars in low-
Duster on the other hand comes with a
end performance. The SUV has almost
1.5-litre DCi diesel engine offered in two
negligible turbo lag and gains momentum
states of tune 85 PS, 200 Nm and 110
right from the low-end in a linear manner.
PS, 245 Nm. The former gets a 5-speed
The Creta on the other hand has a very
manual gearbox while the higher tune gets
pronounced turbo lag. However, the Korean
a 6-speed manual gearbox or a 6-speed
shines in the mid-range. The Creta also
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has a higher redline of 5000 RPM. The 85
PS tune on the Duster feels more suited to
city driving while the 110 PS tune is better
on the highways. Acceleration on the Creta
is quicker than the Duster and it also has a
higher top speed.
The Creta has a far smoother and quicker
automatic gearbox than the Duster's AMT
The 1.6-litre engine on the Creta benefits
from a 6-speed automatic transmission.
The gearbox feels very smooth to use
SHOOTOUT
and it shifts cogs with decent pace. The
Duster gets a 6-speed AMT unit which is
one of the smoothest AMTs we have seen
in a mass-market car. However, it comes
nowhere close to the Creta in terms of
smoothness or even performance. The
AMT unit takes its own sweet time to shift
cogs and if youre an enthusiastic driver,
then you might feel bogged down. On the
positive side, fuel efficiency on the AMT is
almost similar as the manual variants.
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DRIVING DYNAMICS
The Renault Duster as well as the Hyundai
Creta come with a monocoque chassis. The
best part about the Duster is the fact that it
comes with an AWD system. The AWD spec
Duster is indeed very capable and it can
handle bad terrain with a lot of ease, thus
SHOOTOUT
giving the car a proper go-anywhere feel.
The Creta on the other hand feels very car-
like to drive. The Duster also has awesome
body control and handling while the Creta
feels lacking in this department. Even in
terms of steering feel and feedback, the
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 SHOOTOUT
Duster is leagues ahead of the Creta and confident at higher speeds. Ride on the
boy it is immense fun to chuck the Duster Duster feels very flat and it gobbles up
on corners and broken tarmac alike. uneven tarmac with much ease than the
Creta. The Duster also boasts of a higher
The Duster has better off-road capabilities ground clearance out of the two. Both
while the Creta is comfortable on tarmac the cars come with front disc brakes and
Talking about the ride quality, the Creta has stopping power on both the cars is pretty
a very comfortable ride at low to medium good.
speeds while the Duster feels much more

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2016 Renault Duster vs Hyundai Creta - Comparison Review
https://www.youtube.com/watch?v=h_WipXSItok

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VERDICT
Choosing a winner then is not so easy. Both
of them are extremely capable products
but each one of them serves a different set
of customers. While the Creta is preferred
by those who want a plush feeling and
creature comforts, the Duster is mostly
preferred by those who know a thing or two
about driving dynamics and want a vehicle
that feels engaging and fun to drive. The
SHOOTOUT
Duster might have gotten better with this
update but it still is priced considerably
lower than the Creta. On the other hand,
the Creta has better interiors and a much
better automatic gearbox while the Duster
impresses with its AWD capabilities.
Parth Gohil
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ROYAL ENFIELD HIMALAYAN (RS. 1,91,787/-)
VS MAHINDRA MOJO (RS. 1,93,975/-)

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SHOOTOUT

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Touring in India is increasing exponentially, experie
But to tour in India we require bikes that suit us an
two such contenders in the form of the Ma

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 SHOOTOUT

encing the ride and enjoying the nature is addictive.

nd wouldnt mind covering long distances. We have
ahindra Mojo and Royal Enfield Himalayan

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 SHOOTOUT

The Mojo
looks
healthier
while the
Himalayan
looks skinny
but tall

STYLING
A first glance at the Himalayan and the
exposed chassis with very less body
work gives a proper adventure look. When
we look at the Mahindra Mojo, the hefty
front steals the show. The Mojos design
is subjective, it impresses a lot of people
but it isnt as appealing for a few. The
Himalayan has proportionate body work
while the Mojo has a very heavy front and
theres literally nothing at the rear.

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 SHOOTOUT

Both the
bikes have
unique
design
elements
that look
good

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INSTRUMENT CLUSTER
The console of the Royal The loaded cluster of the Himalayans console which
Enfield Himalayan feels Himalayan does have a is a neat touch, giving
more loaded yet a lot compass as an addition the touring intentions of
cluttered within, while while the Mojos cluster the latest Royal Enfield
the Mojos console gives has a top speed recorder motorbike.
a premium feel and has and a shift light. A hazard
that amazing tachometer. light button is added to the

The
Himalayans
console
shows lots
of details
right at
once

A single unit
and a clean
instrument
cluster does
the work on
the Mojo

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PERFORMANCE
The Mojo happens to be more powerful
than the Himalayan while the latter has
more torque which comes 1000 RPM
earlier. The 411cc engine of the Royal
Enfield Himalayan is quite rev-friendly and
one of fastest Royal Enfield engines which
redlines at 8000 RPM while the 295cc
engine of the Mahindra Mojo revs more
freely and quickly and redlines even higher
at 9000 RPM.
Technologically the engine on the Mahindra
Mojo is more superior on hardware than
the Himalayan. It has 4-valves with liquid-
cooling while the Himalayans engine is
oil-cooled and has just 2-valves. Even the
weight of the Himalayan is more compared
to the Mojo, hence reducing the power-
to-weight ratio. The refinement on the
Himalayan is the best from the Royal Enfield
category but as we compare with the Mojo,
the Mahindras engine feels much more
refined. The Himalayan vibrates in a decent
SHOOTOUT
amount while the vibrations on the Mojo
only kick in at the redline. The Mahindra
Mojo has a set of free flow exhausts with
dB-killers and sounds much better too.
The 6-speed gearbox of the Mojo is a gem
and the engine doesnt knock at all. The
5-speed gearbox on the Himalayan has
harder shifts and does gel well with clutch-
less shifts which the Mojo can do. The
Mahindra has better in-gear acceleration
than the Royal Enfield. It is quicker off the
line and takes 9.48 seconds to reach the ton
while the Himalayan takes 11.11 seconds.
These numbers are from our VBOX tests
and the Himalayan recorded a top speed
of 130 km/hr while the Mojo managed to
hit 150 km/hr. While the Mojo is marginally
more frugal than the Himalayan, it has
a much bigger tank of 21-litres against
the Royal Enfields 15-litres, giving it a
bigger range, which is crucial on a touring
motorcycle.
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RIDING DYNAMICS
The Mahindra Mojo is more comfortable
on the road as it has upside down forks
and a softer seat. The Himalayan happens
to be an adventure-tourer with long travel
front suspension and raised handlebars,
this becomes an advantage when the
normal road turns into a rocky trail. The
suspension setup of the Himalayan is on
the softer side compared to the Mojo and
the off-road rubber helps do a lot of things
the Mojo simply cant.
The Pirelli rubber on the Mahindra Mojo
grips well and also helps for better
motorbeam.com 114
 SHOOTOUT

riding stability at high speeds. It even
compliments by improving braking
performance. Cornering stability is
amazing on the Mojo while the Himalayan
struggles a lot due to its large 21-inch
front wheel. Both the bikes feel stable till
100 km/hr while upon sudden braking,
the Himalayan transfers a lot of weight to
the front while if we do the same with the
Mahindra Mojo, the brakes feel wooden
for a certain moment and gradually the
feedback improves.

Royal Enfield Himalayan vs Mahindra Mojo - Comparison Review

https://www.youtube.com/watch?v=T3W-y3nhpyE

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VERDICT
The Royal Enfield Himalayan no doubt has
the best ride quality but the engine and the
hardware excel on the Mahindra Mojo. The
Himalayan happens to be a purpose-built
machine to take on any adventure while the
Mojo is solely made for touring. The Mojo
is no doubt a superior motorcycle on paper
and can go places with that amazing fuel
tank capacity, there are some places where
the Himalayan would take on the Mojo right
away. There is a compromise on power, but
if we look at the bigger picture, the Royal
Enfield Himalayan is more practical than
the Mojo but the Mahindra is the better
product.
- Dhanil Vira
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SHOOTOUT

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PULSAR 220
VS KTM RC 390

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 SHOOTOUT

Price OTR Mumbai:

Rs. 1,04,275/- (Pulsar 220), Rs. 2,50,090/- (KTM RC 390)

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SHOOTOUT

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Motorcycling can also be about ego, 'my
bike is faster than yours' is something we
have often heard our friends brag about.
This thinking made the marketers at Bajaj
Auto come with a master stroke which
pushed the Pulsar 220 out of showrooms
with little effort. The 'Fastest Indian' tagline
for the Pulsar 220 has swelled many owners
chest in pride while also making them
play real life road rash. But the marketing
gimmick did not last long because newer
bikes were launched which were faster.
Today, it's the KTM RC 390 which is the
fastest India made motorcycle, so how do
these two bikes stack up?
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STYLING
There is no denying that
both these bikes differ
in styling as much as
chalk and cheese. On
one side we have a semi-
faired motorcycle which
is India's second semi-
faired bike (after the
Hero Honda Karizma).
While on the other side
we have a full-faired
track machine with loud
styling in the form of
orange wheels, exposed
orange frame and a
headlight (with two
projectors, the 220 gets
a single projector setup)
which reminds us of an
alien. When seen side
by side, the Pulsar 220
does look dated in front
of the rather fresh KTM
RC 390.

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SHOOTOUT

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INSTRUMENT CLUSTER
The console on the Pulsar 220 is very
dated now but has significant importance
as it was the first Indian bike to get a
digital speedometer and shift light, an alien
concept in those days, forcing others to
take notice and up their game. And upped
the game they have, yes KTM has put in
everything possible in their instrument
cluster. But the 220 beats the RC 390 in
terms of readability of the tachometer,
because of the analogue layout. That
said, the Katoom will display everything
from distance to empty, real time mileage,
average speed and you name it, it's got it!

The KTM
RC 390s
cluster is
fully loaded
with a ton
of info

The easy to
read console
on the
Pulsar 220
had many
firsts

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PERFORMANCE
The Pulsar 220 uses an ancient engine
which could very well be in the history
books by now. The 220cc, single-cylinder
motor is oil-cooled and uses two spark
plugs (DTS-i). The 4-stroke carbureted
unit has 2-valves and outputs 21.05 PS
at 8500 RPM and 19.12 Nm at 7000 RPM.
The torque figure is better than the new
generation 200cc, liquid-cooled, 4-valve,
triple-spark engine that does duty on the
Pulsar AS 200, the replacement of the 220.
Meanwhile the KTM RC 390 is as modern
an engine as can be. The 373.2cc single-
cylinder mill is liquid-cooled and uses only
SHOOTOUT
one spark plug. The 4-stroke fuel-injected
powerplant has 4-valves and belts out a
stunning 43.5 PS at 9000 RPM and a mind
numbing 35 Nm at 7000 RPM.
The tech in the engine of the KTM is also
splendid with Nikasil coating, diamond like
carbon coated finger followers and forged
piston. What this results is the KTM being
twice as fast to the ton, doing 0-100 km/
hr in a mere 5.6 seconds while the Pulsar
220 takes 11.26 seconds. Top speed too
is much higher on the KTM, a VBOX tested
169 km/hr against 131 km/hr on the
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Bajaj. But where the P220 reels back an at five but a lighter clutch. When you ride
advantage is mileage, returning close to both these Indian bikes back to back, you
40 km/l against the 25 km/l on the RC 390!do appreciate the Pulsar for its torquey
That and the 50% bigger fuel tank on the nature. It might produce peak output at
Pulsar 220 (15-litres) when compared to the same 7000 RPM as the KTM but the
the KTM (10-litres) means that the guy at RC 390 is very tall geared and thus can't be
the fuel station isn't your best friend. And
ridden in high gears at low speeds, making
yes, when you ride either of these bikes, the
it a pain to ride in the city as it can overheat
less advanced Pulsar is better sounding and shut. No such issues in the Pulsar 220
with its throaty exhaust note. which is very much fun to ride in the city
and twirl back your mirrors and you get
The gearbox on the KTM offers better better aerodynamics too, or that's what
shifts with the Pulsar having a gear less most Pulsar 220 owners think anyway.

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RIDING DYNAMICS
The P220 uses a diamond
frame, telescopic front
forks and twin rear shocks.
The RC 390 makes use of a
powder coated trellis frame,
upside down forks and
a rear monoshock. Both
bikes have clip-on bars but
the KTM is stiffly set-up
and has much wider and
grippier rubber too, making
it the king of race tracks.
SHOOTOUT
The Pulsar 220 isn't very as standard although
dynamically potent and brake bite isn't that great.
while the RC 390 suffers The Pulsar has decent
from low ground clearance, brakes but it's really the
the Bajaj bike's main stand soft suspension which is
scrapes when you try to the highlight of the riding
lean aggressively. experience as the 220 is
very composed over bad
Further making the KTM roads. The RC 390 is super
RC 390 a better cornering stiff and does transmit the
machine is the slipper bumps to the rider.
clutch while ABS is offered
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 SHOOTOUT

Pulsar 220 vs KTM RC 390 - Fanboys

https://www.youtube.com/watch?v=Nada7sKnWK8

motorbeam.com 128
 SHOOTOUT
VERDICT
This isnt a normal shootout, its the curious case of two fastest Indian bikes. There is
a lot differentiating these bikes and the biggest of them all is the price. One can almost
get three Pulsar 220s for the price of one KTM RC 390 and yet the Austrian machine
is the bargain of the century for a motorcycle enthusiast. The 220 made for a splendid
entry point for performance biking and many P220 owners now ride a KTM. The Pulsar
220 was once the fastest Indian but now its KTM which rules the hearts of Indian
bikers.
- Faisal Khan

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MAHINDRA THAR VS DUCATI S
Price OTR Mumbai: Rs. 6.35 - 10.53 lakhs (Mahindra Thar),
Rs. 7.55 lakhs (Ducati Scrambler Icon)

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 SPECIAL FEATURE

SCRAMBLER

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 Everyday we get up, we eat the same food, wear the same old clothes t
space once we make it to our desk. Where's the fun in that? What if you
those few minutes of commute change into an adventure that will get yo
appearances do

STYLING
Well, the one thing that makes
these machines stand out from
the crowd is their conspicuous
design. The Thar excels at its
vintage tough looks while the
Scrambler is all about raw,
classic style. Looking at the
Thar first, one can say it carries
the legacy of Mahindra's old
jeeps - the classic round
headlamps, the large vertical
radiator grille and the typical
soft canopy. While there are
a few bits that give away the
Mahindra Thar, it still is the
same jeep in many ways that
got enthusiasts drooling back
then. The Ducati Scrambler is
something that truly defines
a scrambler motorcycle. The
iconic round headlamp has a
modern touch with LED DRLs.
The offset console however
looks outlandish while the
exposed throttle cable messes
up with the overall feel. Both carry typical s

motorbeam.com 132
 SPECIAL FEATURE
to work, drive the same car, take the same route to work and stare into
u could change one thing from this monotony? What if you could have
ou moving for the day? Well here are two personas that let their peculiar
enough talking.

styling cues of the category they represent

motorbeam.com 133
INSTRUMENT CLUSTER
Theres not really much to compare between the Scrambler and the Thar as the former
just blows away its competition when it comes to technological sophistication. The
compact LCD console is at par with the analogue-digital one in the Mahindra. Both
consoles show an odometer, trip-meters, speedometer, tachometer, indicators for high
beam, check engine light and turn indicators. The stuff that the Scrambler misses out
on is a fuel gauge which is replaced by just a low-fuel light. Whats additional in the
Thar being a four-wheeler is the seat belt warning as well as 4WD mode and 4Low
mode that light up according to the mode selected.

The Thars
cluster is very
basic while
the Scrambler
shows a
lot more
information

The Ducati
wins over the
Mahindra,
hands down!
The Italian
has a more
loaded
console

motorbeam.com 134

Something that the Mahindra Thar can never do! NEVER!
PERFORMANCE
Comparing the two machines, it's safe to
say that size isn't everything; torque is. Even
though both of them are tuned for different
purposes, both are real players in the
torque game. The Mahindra Thar creates
a twist of 247 Nm somewhere between
1800-2000 RPM which is necessary for
any jeep that goes off-the-road. In addition
to hauling the two tons of its own weight,
a power figure of just 106 BHP isn't what
actually sells the Thar. Similarly, 75 horses
by the Scrambler are yet enough to keep
things a little interesting. The Thar loses
its breath way below its top speed of 140
SPECIAL FEATURE
km/hr while the Scrambler takes a really
long stretch to hit the 200 km/hr mark.
Where the scrambler impresses is the 0-100
km/hr sprint which is barely 4.49 seconds.
Speaking of impressive performance, the
usable performance of the Thar in the
city lies in its 1800-3000 RPM range. Its
humongous appearance somewhat helps
in dominating the streets while the turbo
kicking in helps in overtakes. Surprisingly,
the NVH levels on the Mahindra are not as
bad as you may expect while on similar
lines, the twin-pot Ducati has significant
motorbeam.com 135
overall harshness. The gear shifts on both as bad as that on a commercial truck, the
the vehicles have similar character. Not Ducati could've also done much better to
very smooth, and not so easy to make. stand up to its name.
While the gear-shifter on the Thar is not

Both vehicles have a special appeal on the streets

motorbeam.com 136
 SPECIAL FEATURE

DYNAMICS
It's really been a long way getting to this part of
the review, but finally, this is what counts about
these two special machines. To begin with, the
Thar, and I cannot stress this enough, is not to
be confused with some kind of a buggy. It is
not as agile since it weighs about 2000 kgs. But
what it successfully does is cross anything that
will come its way with a calm and a controlled
approach. The Scrambler also has a similar
character albeit on more forgiving terrains. The
Pirelli rubber on the Ducati takes care of some
serious irregularities typically seen on our roads.
motorbeam.com 137
They weren't obviously meant for that any supersport in the twisties with its
but still do a pretty neat job. agile dynamics and quick acceleration.
The tyres lose out on corner grip but
Out on the road, the Maxxis Bighorn tyres mid-corner slides are still manageable
are an overkill for the Thar but still do a and kind of fun! The tyres also feel very
decent job. Steering feels light but body grippy once they heat up and thanks to
roll in corners is obvious. The Scrambler the ABS, wheel lock-ups are rare.
on the other hand is ready to take on

motorbeam.com 138
SPECIAL FEATURE

motorbeam.com 139

VERDICT
So, this comparison isn't only about the
stuff that the two machines carry. It is
about the personality and the similarity in
the essence that these two premiums in our
country offer. The Mahindra Thar and the
Ducati Scrambler may not be technically
comparable, but this "Two versus Four
wheels" comparison isn't something that
can be done with everything, everyday;
SPECIAL FEATURE
which is the whole point! When making
the final comparison between how much
each one these will cost you (which is
surprisingly very close to each other), it
just boils down to how bad you want to get
away from your routine monotonous life.
- Adwait Babras
motorbeam.com 140
It takes special qualities to be able stand up against
random competition

Ducati Scrambler 0-200 km/hr & Top Speed

https://www.youtube.com/watch?v=-pmEoUbuVqI

motorbeam.com 141
 LONG TERMERS

RENAULT
DUSTER AWD
motorbeam.com 142

Mumbai, the 'City of Dreams'.
The city which never sleeps,
the city where people flock to
make it big, also the city where
road contractors take it for
granted and the roads literally
disintegrate during monsoons.
Bad roads to no roads, dry
patches to flooded areas,
you get to see it all. In such a
scenario, it is pretty routine to
see cars struggling. However,
the SUV body-type seems to
be above all this and one of
the reasons why it has shown
some exceptional demand over
the years. The vehicle which
started the affordable SUV
revolution, the Renault Duster,
is what we have been using
LONG TERMERS
and it's no ordinary one, it's the
'All Wheel Drive' version. Here
is how our Renault Duster AWD
has coped in the real world.
We have had quite a love-
hate relationship with the
Renault Duster. Having driven
it extensively for months
together in the past, there are
certain things which we love
and certain things don't do
better than hate. The Duster is
actually a proper full fledged
SUV with proper approach, roll-
over and departure angles to
tackle most types of off-road
terrain. High ground clearance
and the flared wheel arches
give it the SUV character, slot
motorbeam.com 143
 LONG TERMERS
in an AWD and bingo, it's a true-blue
SUV.

While we have been in love with the

exterior styling, the interiors have
been a let down. Rather, let's just say
they don't justify the price you pay
for this SUV. Quality is quite average
and it just doesn't feel built to last.
Renault has time and again done
minor improvements, the biggest of
them being the addition of a touch-
screen entertainment system with
navigation. A welcome addition but
the screen is a little slow to respond.
For example, if you start the car and
slot into reverse, you would almost
be done reversing before the screen
has booted up.

Under the hood is the trusted 1.5-litre

K9K diesel engine which punches out
a healthy 110 PS of power and 245
NM of torque. There is practically no
turbo lag which means drivability
has improved drastically. Driving
through stop-go traffic is not a pain
anymore and the 6-speed manual
gearbox works well, be it highway
or the city. Keep the car in 2-wheel
drive mode and you would get
similar fuel economy as the regular
4x2 Duster. In 'All Wheel Drive' mode,
the consumption increases. It is
best to leave it in 'Auto' mode where
the car will automatically detect if
it needs to switch over to 'All Wheel
Drive' mode. We got an average fuel

motorbeam.com 144
 LONG TERMERS

The Renault Duster AWD is

HUGELY CAPABLE OFF THE ROAD

motorbeam.com 145
 LONG TERMERS

The 110 PS
diesel engine
in the Duster
AWD offers
lag free
performance

efficiency of around 12.2 km/l with our are not stuck. The only time we did need
test car. to slot it into AWD was when we took our
Duster to the beach in Alibaug. The car
The Renault Duster offers stupendous ride tends to sink on wet sand and had it not
quality and handling too is predictable, the been for the AWD mode, we would have
steering giving you more feedback than you been stuck.
want. From an enthusiast;s perspective, it
is a very good thing. The Duster probably Now comes the big question, do you really
has the best driving dynamics in the need to buy the AWD version or is the
entire segment. Coming to the AWD part. front-wheel drive good enough for you?
Honestly, we rarely needed to use the AWD Well, if you are someone, who often takes
mode. Even on rocky terrain, the 2-wheel their vehicle off tarmac and who wants
drive mode is good enough to ensure you the capability of a true SUV, you could

motorbeam.com 146

consider the AWD variant which is highly
capable and gives you the option of an
urban SUV which can transform into a true
off-roader at a flick of a button. However, if
you only use your car on tarmac, even the
front-wheel drive variant is good enough
for occasional off-tarmac excursions.
Renault has recently launched the updated
Duster which along with cosmetic changes
and better interiors brings in the option of
The AWD Duster can surprise you with its brilliant ride
quality and handling
LONG TERMERS
an automatic transmission. Though it is
an AMT unit, it is one of the best we have
seen so far. The low-end torque associated
with the diesel engine makes it feel less
laggy and though it is jerky (all AMTs are),
it works well for someone who wants the
comfort and convenience of an automatic
without it being too heavy on the wallet.
- Dr. Javeid Khan
motorbeam.com 147
 LONG TERMERS

SUZUKI
GIXXER
motorbeam.com 148

Talk about long rides,
short ones, city commutes
or even a little off-road
action and our long term
Suzuki Gixxer is game for
it. Its astounding how a refinement. And not just
bike primarily designed for
commuting can perform
so well under versatile
conditions! To begin with,
the engine never feels
breathless no matter how
you treat it. Its butter
LONG TERMERS
smooth operation even so much at par with the rest
after top speed runs may of the bike, but still does
leave you in awe no matter the job well. The potholes
how much ever beating are absorbed but only
it takes. Yes, we mean up to a certain limit. The
shocks are felt easily which
ordinary refinement, were could also be attributed
talking typical Japanese to the hard seat; it takes
quality, if you know what wea toll on the rider on a 30
mean. kms+ ride. The front forks
however, have a good travel
Suzuki has managed to and complement very
keep the Gixxers setup not well with the good brakes,
motorbeam.com 149
 LONG TERMERS
although the stopping with steeper lean angles change on the exit is like
power could be better, more is what characterises the a deer on the run. With a
so at the rear. Gixxer. The stock MRFs kerb weight of just 135 kgs,
may not be the stickiest its easy to tackle chicanes.
The Gixxer leans into a set in the market, but the Coming back to the earlier
corner with so much ease brilliant weight distribution mentioned foot-pegs, the
that a foot-peg scrape on on this bad boy inspires lower set pegs are a very
the bike is just like a walk in confidence into a corner like minor but a little annoying
the park. High corner speeds no other. And the directional problem.

motorbeam.com 150
 LONG TERMERS

Thanks to
the super
responsive
clutch,
wheelies are a
piece of cake!

ergonomics are just okay

The stylish compared to the other
bikes in this segment. The
muffler is a not-too-high but not-too-
fascinating low handlebars are again
strategically designed to
addition making keep handling and comfort
it stand out of the bike at optimum.
The seats, however, as
from the rest! mentioned earlier, could
have been a little softer. A
short commute of even a
However, since the bike 30 kms can take a toll on
is primarily meant to be the rider and create fatigue
Running ridden on the road, and in the hips.
Last Month taking rider comfort into
consideration, the foot- The slope of the pillion seat
1467 kms pegs are satisfactorily also makes the pillion slide
placed a little lower rather ahead every time under
Mileage than being placed biased medium to hard braking.

42.39 km/l towards the front. Such a The grab rails provide good
position of the pegs is a grip but arent suited for
good compromise between mounting and fastening
comfort, practicality and luggage by bungee cords.
a sporty feeling. The Another noticeable design
motorbeam.com 151
 LONG TERMERS

flaw is dirt smearing in the monsoons complaints to the service centre.

despite the factory fitted mudguards. Another unsolved problem is the lack of
Without the mudguards, the riders sufficient ground clearance. Even with
back is also smeared by dirt. The dirt the lightest of riders, the bottom of the
also obscures the tail lamp which is a bike does scrape at speed breakers. The
potential hazard despite the bright LED headlamps are satisfactory; although,
tail lamp. The bikes comfort could be we do believe 55W bulbs would have been
rated as average on long rides owing better than the current 35W especially
to the fact that the engine is unusuallyfor Indian conditions. Our long termer
loud, although not noisy. also showed increased consumption of
engine oil over a period of time which is
One peculiar problem that exists with unusual and therefore had to be topped
the Suzuki Gixxer is the harsh and the up or replaced every 2500 kms.
noisy gearbox. Initially, the harshness
was thought to be due to the bike being - Adwait Babras
new, but it persisted despite repeated

motorbeam.com 152
 The Gixxer
is capable of
captivating
the mind
solely through
its looks

The console
featured on
the Gixxer
is surely the
best in
its class

The rim of our

Suzuki Gixxer
has bent
but air isnt
leaking from
the tyre

motorbeam.com 153
 0-100 KM/HR LEADERBOARD
Car 0-100 km/hr Leaderboard
0-100 KM/ 0-100 KM/
RANK CAR RANK CAR
HR (SECS) HR (SECS)
1 Audi RS6 Avant 4.13 32 BMW 320d 7.55
2 Mercedes S500 (P) 4.8 33 Mercedes GLA200 (P) 7.6
3 Mercedes S600 Maybach 5.04 34 Mercedes C220 (D) 7.62
4 Jeep Grand Cherokee SRT 5.17 35 Mercedes CLA200 (P) 7.8
5 Range Rover SVR 5.29 36 Audi A6 1.8 (P) 7.9
6 Mercedes E400 (P) 5.3 37 BMW X1 20d 7.9
7 Mercedes SLK 350 5.6 38 Jaguar XF 2.0 (P) 7.9
8 Audi S5 5.67 39 Mercedes GL350 (D) 7.9
9 BMW 530d 5.8 40 BMW 3-GT 8.17
10 BMW X3 30d 5.9 41 Audi Q3 AT (D) 8.2
11 Mercedes GLE 450 AMG 5.97 42 BMW X3 20d 8.2
12 Audi TT 5.98 43 Volkswagen Jetta 1.4 (P) 8.3
13 BMW 730Ld 6.2 44 Audi A3 (D) 8.3
14 Jaguar XF 3.0 (D) 6.2 45 Skoda Superb 1.8 AT (P) 8.4
15 Mercedes CLS350 (P) 6.2 46 Skoda Octavia 1.4 (P) 8.4
16 Jaguar XJ-L 3.0 (D) 6.4 47 Audi A6 2.0 (D) 8.5
17 Mercedes E350 (D) 6.6 48 Range Rover Evoque 8.5
18 Mercedes C250 (D) 6.6 49 Audi A4 2.0 (D) 8.56
19 Mercedes S350 (D) 6.8 50 BMW 118d 8.6
20 Audi Q3 AT (P) 6.9 51 BMW 520d 8.6
21 MINI Cooper S Convertible 6.96 52 Hyundai Santa Fe 8.74
22 Audi Q7 45 TDI 7.06 53 Fiat Punto Abarth 8.8
23 Mercedes GLE 350 d 7.2 54 Volkswagen Beetle 8.82
24 Mercedes C200 (P) 7.3 55 Audi Q5 2.0 (D) 8.9
25 Audi A3 (P) 7.3 56 Volkswagen Jetta 2.0 AT (D) 9
26 Mercedes GLE 250 d 7.4 57 Mercedes B200 (D) 9.06
27 BMW X5 30d 7.5 58 Jaguar XF 2.2 (D) 9.14
28 Jaguar XJ-L 2.0 (P) 7.5 59 Fiat Linea 1.4 T-Jet (P) 9.2
29 Mercedes CLS250 (D) 7.5 60 Mercedes A180 (P) 9.2
30 Mercedes E250 (D) 7.5 61 Skoda Octavia 2.0 AT (D) 9.35
31 Audi A4 1.8 (P) 7.5 62 Mercedes A200 (D) 9.4

motorbeam.com 154
 0-100 KM/HR LEADERBOARD
0-100 KM/ 0-100 KM/
RANK CAR RANK CAR
HR (SECS) HR (SECS)
63 Volkswagen Jetta 2.0 MT (D) 9.4 95 Toyota Fortuner 3.0 AT 10.99
64 Hyundai Verna 1.6 (P) 9.46 96 Ford Figo 1.5 AT (P) 11
65 Land Rover Freelander 2 SD4 9.5 97 Ford Figo Aspire 1.5 (D) 11
66 Audi Q3 MT (D) 9.59 98 SsangYong Rexton AT 11
67 Ford Figo 1.5 (D) 9.66 99 Toyota Corolla Altis (P) 11
68 Volkswagen Polo GT TSI 9.7 100 Chevrolet Cruze MT 11.14
69 Ford Figo Aspire 1.5 AT (P) 9.72 101 Land Rover Freelander 2 TD4 11.2
70 Mercedes CLA200 (D) 9.8 102 Skoda Rapid AT (D) 11.2
71 Honda City (P) 9.83 103 Maruti Ciaz (D) 11.21
72 Volkswagen Ameo 1.5 (D) 9.89 104 Volkswagen Vento 1.5 AT (D) 11.29
73 Mercedes GLA200 (D) 9.9 105 Maruti S-Cross 1.6 11.3
74 Skoda Octavia 2.0 (D) 9.9 106 Honda Jazz (D) 11.31
75 Fiat Avventura Abarth 9.9 107 Fiat Punto 1.2 (P) 11.4
76 Fiat Punto 1.4 (P) 9.9 108 Hyundai Elantra (P) 11.6
77 Volkswagen Ameo 1.5 AT (D) 9.96 109 Hyundai Creta (P) 11.68
78 Skoda Superb 2.0 AT (D) 10 110 Honda Amaze (D) 11.82
79 Volkswagen Polo GT TDI 10.03 111 Nissan Sunny (P) 11.87
80 Hyundai Verna 1.6 (D) 10.09 112 Renault Scala 1.5 (P) 11.87
81 Skoda Rapid (D) 10.15 113 Skoda Yeti 11.93
82 Volkswagen Vento 1.5 (D) 10.15 114 Hyundai Elite i20 (D) 11.94
83 Honda City AT (P) 10.16 115 Honda City (D) 11.97
84 Mercedes B180 (P) 10.2 116 Honda Mobilio (P) 12
85 Chevrolet Cruze AT 10.24 117 Renault Lodgy 110 (D) 12
86 Toyota Fortuner 3.0 MT 10.45 118 Maruti Ciaz (P) 12.02
87 Land Rover Discovery Sport 10.5 119 Tata Bolt (P) 12.14
88 Hyundai Elantra (D) 10.56 120 Hyundai Verna 1.4 (D) 12.18
89 Isuzu MU-7 MT 10.7 121 Toyota Fortuner 2.5 MT 12.2
90 Skoda Rapid (P) 10.7 122 Volkswagen Polo 1.5 (D) 12.34
91 Ford EcoSport 1.0 10.8 123 Maruti Baleno (P) 12.36
92 Volkswagen Vento 1.6 (P) 10.8 124 Skoda Rapid AT (P) 12.4
93 Hyundai Creta 1.6 (D) 10.84 125 Toyota Etios Cross (D) 12.47
94 Volkswagen Vento 1.2 AT (P) 10.85 126 Toyota Etios Liva (D) 12.47

motorbeam.com 155
 0-100 KM/HR LEADERBOARD
0-100 KM/ 0-100 KM/
RANK CAR RANK CAR
HR (SECS) HR (SECS)
127 Honda Amaze (P) 12.5 159 Renault Fluence (D) 13.63
128 Honda Brio 12.5 160 Renault Duster AMT 13.66
129 Renault Duster 110 (D) 12.5 161 Tata Zest (P) 13.68
130 Nissan Terrano 110 (D) 12.5 162 Tata Tiago Petrol 13.68
131 Hyundai i20 Active (D) 12.6 163 Fiat Avventura 1.4 (P) 13.89
132 Maruti Swift (P) 12.6 164 Renault Duster 85 (D) 13.9
133 Maruti Swift DZire (P) 12.6 165 Mahindra Scorpio 13.93
134 Mahindra XUV500 12.62 166 Hyundai Elite i20 (P) 13.99
135 Mahindra XUV500 AT 12.73 167 Toyota Etios Cross (P) 14.08
136 Ford EcoSport 1.5 (D) 12.76 168 Toyota Etios Liva (P) 14.08
137 Maruti Baleno AT 12.79 169 Tata Safari Storme 14.11
138 Ford Endeavour 2.2 AT 12.87 170 Maruti Ritz (D) 14.17
139 Maruti Baleno (D) 12.93 171 Volkswagen Polo 1.2 (P) 14.2
140 Honda Jazz (P) 12.95 172 Maruti Ertiga (D) 14.28
141 Mahindra KUV100 Petrol 12.95 173 Honda Jazz AT (P) 14.37
142 Ford EcoSport 1.5 AT (P) 13 174 Tata Aria 14.4
143 Hyundai Grand i10 (P) 13 175 Volkswagen Ameo 1.2 (P) 14.42
144 Ford Endeavour 3.2 AT 13 176 Renault Scala 1.5 (D) 14.45
145 Honda Amaze AT (P) 13.2 177 Nissan Sunny (D) 14.45
146 Maruti S-Cross 1.3 13.2 178 Mahindra KUV100 Diesel 14.61
147 Tata Bolt (D) 13.22 179 Fiat Avventura 1.3 (D) 14.64
148 Hyundai Xcent (P) 13.28 180 Renault Fluence (P) 14.76
149 Tata Zest (D) 13.28 181 Maruti Swift (D) 14.8
150 Datsun GO 13.3 182 Maruti Swift DZire (D) 14.8
151 Renault Lodgy 85 (D) 13.3 183 Maruti Alto K10 14.84
152 Fiat Punto 1.3 (D) 13.4 184 Tata Indigo eCS 14.89
153 Maruti Ritz (P) 13.42 185 Chevrolet Beat (P) 15
154 Maruti Ertiga (P) 13.53 186 Datsun GO+ 15
155 Chevrolet Sail U-VA (P) 13.55 187 Honda Mobilio (D) 15
156 Ford Figo 1.2 (P) 13.5 188 Maruti Celerio (P) 15.05
157 Ford Figo Aspire 1.2 (P) 13.5 189 Chevrolet Sail (P) 15.09
158 Fiat Linea 1.4 (P) 13.6 190 Hyundai i20 Active (P) 15.12

motorbeam.com 156
 0-100 KM/HR LEADERBOARD
0-100 KM/ 0-100 KM/
RANK CAR RANK CAR
HR (SECS) HR (SECS)
191 Tata Zest AMT (D) 15.34 211 Hyundai Eon 16.47
192 Maruti Alto 800 15.52 212 Tata Tiago Diesel 16.58
193 Maruti Wagon R 15.52 213 Tata Grande Dicor 16.8
194 Maruti Celerio AT (P) 15.6 214 Force One 2.6 17.18
195 Force Gurkha 15.7 215 Honda Brio AT 17.4
196 Nissan Micra AT (P) 15.8 216 Mahindra TUV300 17.4
197 Hyundai Grand i10 (D) 15.85 217 Mahindra Verito 18
198 Hyundai Xcent (D) 15.85 218 Nissan Micra (P) 18
199 Toyota Etios (D) 15.88 219 Mahindra NuvoSport AMT 20.6
200 Chevrolet Sail (D) 16 220 Maruti Omni 18.62
201 Fiat Linea 1.3 (D) 16 221 Tata Indica eV2 19.41
202 Force One 2.2 16 222 Chevrolet Beat (D) 20.1
203 Nissan Micra (D) 16 223 Mahindra Thar 20.28
204 Toyota Corolla Altis (D) 16 224 Maruti Celerio (D) 20.3
205 Toyota Etios (P) 16 225 Chevrolet Enjoy 21.36
206 Renault Kwid 16.14 226 Chevrolet Tavera 22.9
207 Chevrolet Sail U-VA (D) 16.16 227 Mahindra Bolero 25.61
208 Maruti Eeco 16.2 228 Tata Sumo Gold 25.87
209 Maruti Gypsy 16.4 229 Tata Nano AMT 27
210 Mahindra TUV300 mHawk100 16.41 230 Tata Nano 27.5

motorbeam.com 157
 0-100 KM/HR LEADERBOARD
Bike 0-100 km/hr Leaderboard
0-100 KM/ 31 Bajaj Pulsar AS 200 10.5
RANK BIKE
HR (SECS)
32 Bajaj Pulsar 220F 11.2
1 Ducati Diavel 2.8
33 Hero Karizma 11.26
2 Triumph Daytona R 3.1
34 Suzuki Inazuma 11.5
3 Triumph Daytona 3.2
35 Yamaha R15-S 11.89
4 Triumph Street Triple 3.87
36 Honda CBR150R 11.9
5 Honda CBR650F 3.96
Royal Enfield Thunderbird
6 Triumph Tiger 800 XC 4.4 37 12.6
500
7 Triumph Tiger 800 XCa 4.4 38 Royal Enfield Classic 500 12.6
8 Triumph Tiger 800 XCx 4.4 39 TVS Apache 200 FI 12.63
9 Triumph Tiger 800 XR 4.4 40 Yamaha R15 11.71
10 Triumph Tiger 800 XRx 4.4 41 Bajaj Avenger 220 12.91
11 Ducati Scrambler 4.49 42 Royal Enfield Bullet 500 13
12 Kawasaki ER-6N 4.5 43 TVS Apache 200 13.17
13 Kawasaki Ninja 650 4.65 44 TVS Apache 180 15
14 Triumph Thurxton A2 5.2 45 Bajaj Avenger 150 15.2
15 Triumph Boneville A3 5.38 46 Hero Hunk 15.2
16 Triumph Boneville T100 A3 5.46 47 Royal Enfield Thunderbird 350 15.2
17 KTM Duke 390 5.68 48 Royal Enfield Classic 350 15.5
18 KTM RC 390 5.68 49 Royal Enfield Bullet 350 15.9
Harley-Davidson 883L Super 50 Honda CB Unicorn 160 16.15
19 5.75
Low
51 Honda CB Hornet 16.36
20 Harley-Davidson 883 Iron 5.76
52 Suzuki Gixxer 16.89
21 Harley-Davidson Street 750 6.17
53 Bajaj Pulsar 150 17.5
22 Yamaha R3 5.79
54 Honda CB Trigger 17.5
23 Kawasaki Ninja 300 6.73
55 TVS Apache 160 17.7
24 Kawasaki Z250 8.31
56 Bajaj Pulsar AS 150 18.27
25 Honda CBR250R 9.17
57 Hero Xtreme 19.39
26 KTM Duke 200 9.31
58 Suzuki GS150R 19.5
27 KTM RC 200 9.31
59 Yamaha FZ 20.4
28 Royal Enfield Continental GT 9.4
60 Hero Impulse 21.07
29 Mahindra Mojo 9.48
61 Yamaha SZ 21.2
30 Bajaj Pulsar RS 200 10.12
62 Yamaha Fazer 21.89

motorbeam.com 158
 PITSTOP

CAR MANUFACTURER WACKY MODIFICATION

SALES SEPTEMBER 2016
Maruti 1,37,277
Hyundai 42,605
Mahindra 19,158
Honda 15,034
Mugen power on a Ford? Looks like VTEC
Tata 14,620 power fuels this EcoSport!
Renault 12,143
Toyota 12,067 SNAPPED
Ford 9,018 Maruti Suzuki has
Nissan 4,958 been testing the Ignis
in India since a few
Volkswagen 3,929 months now. The car
was showcased at
GM 2,101 the 2016 Auto Expo
and will be launched
Skoda 1,218 in early-2017. It will
be sold via NEXA
Mercedes-Benz 961 dealerships.

Audi 856
Fiat 602 MOTORBEAM APPS ARE HERE!
BMW 562 Now available
in Google Play
Volvo 130 Store and
HM 65 Apple App
Store.
Porsche 23 Download
Today!
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