NOV 2022 `150
CONTENDERS
THE BATTLE FOR THE BEST OF 2022
WINNERS
ALL NEW Win Everyday
2960 mm
LONGER LOADING BAY
220 Nm Torque
5 Bolt Wheel
25% MORE ENGINE POWER
FOR HIGHER LOADABILITY
Toll-free: 180
00 209 7979
ALL NEW
No Road Is Impossible
HEAVY-GRADE DESIGN
POWERFUL ENGINE
AC & HEATER FITMENT STANDARD
Editor Speak
changing gears
A hybrid Ferrari. An electric AMG. The world on its head… all this and more in our Mega Test ‘22. You know the electric revolution is upon us when it comes to you via Maranello and Affalterbach – the hallowed grounds of Ferrari & AMG, respectively. Who would have thought that Ferrari would abandon its glorious V12 for V6 twin-turbo hybrid power and AMG would substitute its sonorous exhaust note for the whine of an electric motor? Well, I suppose it was only a matter of time. The beauty of this annual mega test is that it gives us a window in time, 12 months apart, that illustrates where we are and where we’re headed. In this case, it showed us that the heart and soul of a Ferrari is very much retained – lo and behold, enhanced even – by the addition of a lithium-ion battery pack. And while I do miss the romance of a hand-crafted V8 in the engine bay of an AMG, not to mention the wail from its quad exhaust, the accompanying fleet
6 NOVEMBER 2022 | AUTOX.COM
footedness very much remains. In fact, if there’s one machine in this entire test that appears to have driven straight off the set of a Sci-Fi film, it’s the AMG EQS 53. Inside and out, it’s truly the embodiment of the ‘paradigm shift’ that we’ve been talking about for so long. The really interesting part for me is how the DNA of the individual brands is retained, even in their EV avatars. Take the BMW i4 and Volvo XC40 Recharge for instance. The i4, like all 3 Series sedans and 4 Series coupes before it, is happy to pull lurid power slides till its rear tyres are reduced to white smoke, while the Volvo – which is inherently as capable – will rap you on the knuckles if you so much as attempt to be mildly juvenile behind the wheel of this sensible Swede. On the track, the Volvo immediately went into Pre-Safe mode and choked me with the seatbelt until I resumed "appropriate" behaviour.
If we set aside the true merits of the ICE versus EV argument for a moment, what we know is this – EVs can be a lot of fun to drive. Sure, I miss the visceral feel of a freerevving engine, but you can’t argue with the refinement of an EV for everyday use. Power is instant and, because the centre of gravity is low, handling is good. It may not be organic, but it is effective – and it is the future! So, there you have it, in a year’s time expect to see a lot more EVs in our Mega Test ‘23…
CONTENTS VOL 17, ISSUE 1, NOVEMBER 2022
17
Electric Versatility The Mercedes-Benz EQE SUV arrives as the latest member of Stuttgart's EV model line-up.
136
36
Smokin' Hot
BEST OF 2022
Launch Control 4.0 is a good name for a track day. So, we decided to take part – in a diesel Merc!
50 contenders. 10 winners. Let the games begin...
124 In Unlikely Places
Ever looked at the Porsche Cayenne Coupé and wondered if it can go dune bashing? Wonder no more!
8 NOVEMBER 2022 | AUTOX.COM
22
Electrifying the Future We chat with Shailesh Chandra about the Nexon EV and the development of the Tiago EV.
30
145
155
Back 2 Max Max Verstappen makes it two F1 World Driver's Championships in a row after a dominant season.
One Track Mind
Let's cut to the chase. KTM RC 390 or the BMW G 310 RR – which one is the better bike for budding track day enthusiasts?
26
182 163
Birthday Celebrations
With the Volkswagen Taigun completing one year of being on sale in India, we got an opportunity to test its dynamics on an airfield.
EDITOR-IN-CHIEF DHRUV BEHL
DESIGN & PHOTOGRAPHY GROUP CREATIVE DIRECTOR KAPIL VASHISHT
MANAGING EDITOR ISHAN RAGHAVA
DEPUTY ART DIRECTOR PRIYANKAR BHARGAVA
ROAD TEST EDITOR SHIVANK BHATT COPY EDITOR DHARAMDEEP CONTRIBUTORS JOE SAWARD SRINIVAS KRISHNAN SENIOR CORRESPONDENTS DIVYANK KUSHAGRA BANSAL DHRUV PALIWAL KARAN SINGH
10 NOVEMBER 2022 | AUTOX.COM
This month, we look at two icons of the watchmaking world, which look better than ever in their latest avatar.
Ferrari returns to top-flight endurance racing with the drop-dead gorgeous 499P hybrid hypercar, debuting at the 1000 Miles of Sebring.
ASSISTANT ART DIRECTOR PARVESH KUMAR SWAMI VIDEO EDITORS MANISH BHARTI, MAYUR TONK SUNIL CHAUHAN, SUMIT KUMAR HEAD – WEB DEVELOPMENT BIJAY KR. YADAV WEB DESIGNER VIKAS SHARMA DIGITAL MARKETING ANALYST PRATEEK SETHI SALES & MARKETING NATIONAL HEAD SOUMENDRA DIGAR
Reinvention
Return to Le Mans
GENERAL MANAGER O V AJITHKUMAR (Mumbai) ASST. GENERAL MANAGER VENKATESH BABU (Bangalore) CIRCULATION MANAGER: PAWAN DHAMIJA NORTH: NARENDER SINGH
DISTRIBUTED BY CENTRAL NEWS AGENCY NEW DELHI PRINTED AT PARAS OFFSET PVT. LTD. C-176, NARAINA, NEW DELHI 110 028 NATIONAL CIRCULATION OFFICES MUMBAI: mumbai@eigroup.in
ALL RIGHTS RESERVED We are only a platform for our advertisers to list their products/ services and do not take responsibility for the accuracy of information provided by our advertisers. The views expressed in this magazine do not necessarily reflect those of Comnet Publishers Pvt. Ltd.
BANGALORE: bangalore@eigroup.in
WEST: MAHADEV PANDARE
WRITE TO US AT: info@autox.com
CHENNAI: chennai@eigroup.in
REACH US AT: sdigar@autox.com
SOUTH: Y. CHINNA BABU YASHWANTH T.
HYDERABAD: hyderabad@eigroup.in
+91 11 4279 5000, +91 98103 73331
SUBSCRIPTIONS: EDWIN JOHN +91 98116 34228 +91 11 4279 5000 EDITORIAL & MARKETING OFFICE 217-B (2ND FLOOR) OKHLA INDUSTRIAL ESTATE PHASE III, NEW DELHI 110 020
PRINTED & PUBLISHED BY: DHRUV BEHL on behalf of COMNET PUBLISHERS PVT. LTD. 217-B (2nd Floor), Okhla Industrial Estate, Phase III, New Delhi 110 020
A MEMBER OF
IC OT Y
INDIAN CAR OF THE YEAR
CONNEC
IONS
Good or bad, we love to hear from you — just so long as you’re not indifferent...
2nd gen! - Aditya Baghel 3rd gen is my favourite. It still looks cool, had the powerful i-VTEC for the first time and good handling and steering feedback. - _shhubbham 4th and 5th gen are my favourites. - Umar Syed
SILVER JUBILEE
I’m the proud owner of the 3rd generation Honda City! - Omkardevare92
The Honda City celebrates 25 years in India! Spread over five generations, each one has its own cult following. On our social media handles, we asked you City fans to tell us which is your favourite. We have had all generations in the family. The Honda City is like the Maruti 800 of India – all families have one! The most reliable of the lot, the best car India has ever got, in the history of cars in India! Sad that, due to Government policies and other complications, Honda is not doing well anymore and will probably exit the market. It is India’s loss actually not Honda’s. Us Indians are going crazy about ‘Make in India’, and I am for it, but at least try and achieve minimum world standards or the same level of technology and quality. I mean buying a `20 lakh Mahindra or a Tata is a big no-no for me. - Bigfathustler 1st and 3rd gen were the best, and if I had to pick overall, it would be the 1st gen. Absolutely brilliant to drive and beautiful, quality interiors. - Atharsheikh786 We owned a 4th gen Honda City S MT i-VTEC. The performance was mind-boggling! We owned it for 5 years – no problem whatsoever, not even a flat tyre or anything else. I wish we still had that car. - Rishabh Rajesh
DIGITAL REACH*
3.9 M WEBSITE USERS
3.5M DOWNSIZING We asked you folks to caption this image posted on our social media handles, and we got some really innovative comments! Daily driver and weekend warrior? - Bhanu Pratap Singh When you are an Ambani kid but you want to keep it low profile! - Autorevviewer Le Ferrari: I have options costing more than you! - Akash Cherukuri The Roadrunner Show! - Rishabh Bansal
272 k YOUTUBE
97k
66 k
Bull with horse. - Sanjay Yadav
I had the first-gen City for years and now own the fourth-gen one. Love for this goes beyond words. - Ar Shivam Kashyap
Beauty and the beast. - Jaspreet Singh
The 3rd gen Honda City was the best! - Pratya Saha
Power vs Torque! - Lionel Rasquinha
14 NOVEMBER 2022 | AUTOX.COM
Connect with us
37k
*Monthly Reach
opinion
by SRINIVAS KRISHNAN
Twitter: @SriniKay
Are vintage and classic cars financial assets that you invest and trade in to multiply your wealth? If yes, you shouldn’t be reading this, says Srini.
T
here are purchases of the heart and purchases of the mind. When you replace the word ‘purchases’ with ‘investments,’ where do classic and vintage cars fit? Are these something like real estate or jewellery that you buy up because you have some surplus cash lying around? Or do you acquire them because it’s an emotional thing? It’s obviously the latter because a vintage or classic car reaches parts in your brain and heart that a tiny apartment in Juhu or Gurgaon’s Golf Course Road just cannot match. At least for most of us. I meet a lot of old-timer collectors and what dazzles me is not just their cars, but their passion and knowledge, and a keen desire to enjoy the experience with the machine. You need to be slightly wonky (and have a weird sense of money and finance) to develop a collection of classics. Because of the sheer effort, time and money that you need to keep your precious set of wheels in fine nick, house them safely and run them so that they fulfil their purpose of existence, more than overwhelms the ‘return on investment’. To adapt the old motorsport / aviation joke: How do you become a millionaire? Start by being a billionaire and turn to collecting vintage and classic cars. Yet, going by the crazy values that you see for great machines on RM Sotheby’s or Gooding auctions, you would think that wealthy people invest in them so that they can become even wealthier when they sell
16 NOVEMBER 2022 | AUTOX.COM
them. Yes, an investment in the right set of wheels does deliver better returns than you’d expect. Especially if they have a terrific pedigree, unbeatable provenance and are extremely rare. Unmolested barn finds are another thing altogether. There’s no doubt that, as a rule of thumb, old-timers are decent investments – because there is a limited supply and emotionally besotted collectors would be willing to pay a pretty price to fill that hole in their soul. So much so that old-timers are considered great investments for the wealthy, despite the costs associated with these cars. What triggered this column is the latest attitude survey by Knight Frank. It says that globally, after art, classic cars are second on the list that attract the attention of ultra-high-networth individuals (UHNWIs) to splurge their money on, followed by jewellery. As for Indian UHNWIs? Well, art-jewellery-classic cars, in that order. Knight Frank’s The Wealth Report 2022 surveys the investment attitudes of UHNWIs the world over regularly, and, as per the latest findings, Indian UHNWIs invested more in objects of passion in 2021 than before. In other words, the heart ruled over the mind. Why would that be? I believe it’s that dreaded five-letter acronym: COVID. COVID, I guess, was a wake-up call. Even for those living up in the stratosphere. Suddenly, life, as it turns out, is actually fragile. So why not live it up by using the
money you have to acquire and drive the old-timers that you always dreamt of? No wonder the market for classics in India has taken off. It is not just restricted to high-end cars, but Ambassadors, Padminis and a host of terrific two-wheeler brands too. Newer collectors have emerged, and others are investing in proper restorations with the idea of using them regularly. And the profile of these collectors, I dare say, is younger. And more than vintage cars, they are going for classics and modern classics – which justifiably is something that they relate to, as compared to the oldies. What’s more, modern classics are usable as daily runners as compared to vintage cars that are an occasion by themselves – though there are collector-owners who would bash me up for saying this! And that’s the spirit. What value you place on a Volkswagen Beetle, for example, is different from mine, simply because we all react differently to the car. A Beetle gives me joy, but I know collectors who simply abhor the Bug. Would they then add a Bug to their collection because it is a terrific investment? Probably not. Which is why I feel it’s unfair to label classics as financial assets. Classic and vintage cars are moveable works of art and the reason they are appreciated is not because of their monetary value but because they tug at powerful emotional strings. How can you put a price on these emotions?
news
NEWS // LAUNCHES // GREEN NEWS // INDUSTRY NEWS
ELECTRIC VERSATILITY The Mercedes-Benz EQE SUV arrives as the latest member of Stuttgart’s electric model line-up, with a ton of features and, as expected, potent AMG versions as well.
news
Nissan X-Trail is coming back! Nissan has announced that it is studying the feasibility of two of its most popular global models for the Indian market. Confirming that testing has begun for the X-Trail and Qashqai SUVs, while at the same time showcasing the Juke, Nissan aims to assess their suitability for the rapidly evolving Indian consumer base. Focusing specifically on their adaptability to Indian roads and differing terrains, the tests will assess each vehicle’s ability to meet customer needs. ‘The Indian market has boundless potential, and it is critical that we introduce the best vehicle line-up to align with what modern Indian consumers want and need. Following the success of the Nissan Magnite in India, we plan to strengthen our focus and leverage our expertise on high-quality SUVs that have become synonymous with our reputation,’ said Frank Torres, President, Nissan India. Once testing is complete, the X-Trail will be launched first.
18 NOVEMBER 2022 | AUTOX.COM
EQE on stilts The much-awaited Mercedes-Benz EQE SUV has been officially unveiled. Built on the same EVA2 architecture that underpins the EQS sedan, its SUV counterpart, and the EQE sedan, the EQE SUV is said to be one of the most spacious offerings in its class. But interestingly, the EQE SUV is more compact than the sedan and, at 3,030mm, it has a wheelbase that is 90mm shorter. Headlined by a futuristic-looking exterior and a cuttingedge interior, the latest EV from Mercedes
has debuted in three variants – 350+, 350+ 4MATIC & 500 – and dual-motor AMG derivatives, 43 4MATIC & 53 4MATIC+. The 43 4MATIC develops 476bhp and 858Nm of peak torque, while the top-spec 53 4MATIC+ is good for 626bhp and 950Nm. A 90.6kWh lithium-ion battery pack, with a 170kW DC rapid charging capacity, is standard on both variants. The WLTP-certified range of the AMG EQE 43 4MATIC is between 431 – 488kms, while the EQE 53 4MATIC+’s claimed range is between 375 – 470 kms. As for the standard, non-AMG versions, they offer a WLTP-certified range of up to 590kms. Inside, the EQE SUV features a 12.3-inch digital instrument cluster and a 12.8-inch OLED touchscreen for the popular MBUX infotainment system. On the safety front, the standard equipment includes Attention Assist, Active Brake Assist, Active Lane Keeping Assist, Parking Package with reversing camera and Speed Limit Assist. While global production of the EQE SUV is set to begin in December, it’s yet to be determined if it will arrive on our shores.
S 1000 R’s ‘M’ twin The new BMW M 1000 R, or the M Roadster for short, is the second M model from BMW Motorrad to celebrate its world premiere, following the M 1000 RR superbike. The M Roadster features a modified watercooled in-line four-cylinder engine based on the S 1000 RR’s heart. Its peak power output is 206.5bhp @ 13,750 rpm, 44bhp more than the S 1000 R’s. The maximum torque of 113Nm is generated at 11,000 rpm (S 1000 R: 114Nm @ 9,250rpm). Compared to the S 1000 R, the maximum revs of the M Roadster are now set to 14,600rpm. Increased rear wheel traction in all gears is also provided by a shorter secondary gear ratio, using a 47-teeth sprocket (the S 1000 R uses a 45-teeth unit). In addition, the gear ratios of the 4th, 5th and 6th gears are shorter, which also benefits thrust and traction at the rear wheel.
Keeway goes retro Keeway India has launched its retro-styled SR 125, priced at `1.19 lakh (ex-showroom). At this price, it is one of the most expensive 125cc motorcycles on the market. Interestingly, it serves as the entry point to the Keeway India range. The bike is powered by a 125cc singlecylinder air-cooled engine that makes 9.5bhp @ 9,000rpm and 8.2Nm of torque @ 7,500rpm. A 14.5-litre fuel tank, a teardrop-shaped body, and a compact side panel make up a majority of the SR 125’s relatively straightforward design. A single-piece tan brown seat gives a touch of contrast, as does the halogen headlamp positioned over a single-pod digital colour display. It is available in three colour options – Glossy Black, Glossy Red and Glossy White.
Diavel becomes V4 Ducati’s big bad cruiser gets a huge update! In terms of design, the new Diavel V4 still gets a muscular tank, air vents on either side of the headlamp, a scooped seat with a slender tail section and a wide rear tyre with a single-sided swingarm. But for 2023, the bike gets a new LED headlamp, with C-shaped LED DRLs, and two-tone alloys with a diamond cut effect, while the rear light is now an array of LEDs under the tail section, and the silencer culminates with quad exhaust tips. As for the engine, gone is the 160bhp 1,262cc Testastretta DVT V-Twin motor in favour of
the Granturismo V4 engine. This 1,158cc, liquid-cooled V4 engine puts out 165.7bhp @ 10,750rpm and 126Nm @ 7,500rpm. The V4 engine comes with cylinder deactivation tech, which shuts down the rear two cylinders as needed to reduce fuel consumption and heating. The engine is paired to a six-speed gearbox which gets a bi-directional quickshifter. The Diavel V4 also comes with three power modes and four ride modes – Sport, Touring, Urban, and a new Wet mode.
AUTOX.COM | NOVEMBER 2022 19
news
India’s safest SUVs The made-in-India Skoda Kushaq & Volkswagen Taigun have passed the Global NCAP’s crash tests with flying colours. The VW Group siblings scored full five-star ratings in the crash tests for both adult and child occupant safety. What’s worth highlighting here is the fact that both these SUVs are the first locallymade vehicles to be tested under GNCAP’s updated and more demanding crash test protocols. According to GNCAP’s report, the Kushaq and Taigun scored 29.64 out of 34 points in the adult occupant protection test and 42 out of 49 points in the child occupant protection test. For frontal and side-impact crash tests, GNCAP used the base version of both cars (with dual airbags) and they scored 14.1 and 14.5 points out of a maximum of 17, respectively. For the side pole impact test, top-end variants with six airbags (curtain airbags) were used, and while there were no scores given as such, GNCAP rated the SUVs ‘OK’ in this test.
BYD Atto 3 makes India debut Chinese automaker BYD has unveiled its Atto 3 electric SUV for the Indian market. Following the launch of the e6 MPV, which was made available to private buyers just recently, the Atto 3 is BYD’s second model for India. Though the price of the EV will be revealed sometime towards the end of this year, BYD has opened its order books for an amount of `50,000. The Atto 3 will be available for deliveries by January 2023. The all-new Atto 3 comes with the brand’s 60.48kWh Blade Battery, providing a driving range
of 521kms on a single charge. A DC fast charger can charge the Atto 3 from 0 – 80% in just 50 minutes. It is also equipped with a single permanent magnet synchronous electric motor that generates 201bhp and 310Nm of peak torque. Thanks to these figures, it can accelerate from 0 – 100km/h in 7.3 seconds. In terms of features, the Atto 3 offers a 12.8-inch touchscreen infotainment system, an eight-speaker audio system, a panoramic sunroof, LED lighting, and a digital instrument cluster.
Hero’s electric scooter rolls in The Hero Vida V1 electric scooter was launched, priced at `1.45 lakh and `1.59 lakh for the Plus and Pro variants, respectively (ex-showroom). Both variants differ in terms of range and speed. While the V1 Plus gets a 3.44kWh battery that offers a claimed range of 143kms, the higher-spec V1 Pro gets a larger 3.94kWh battery that delivers a claimed range of 165kms. Both variants get the same electric motor, which is good for 8bhp, and propels the V1 e-scooter to a claimed
top speed of 80km/h. The V1 Pro goes from 0 – 40kph in 3.2s, making it slightly quicker than the V1 Plus, which manages it in 3.4s. Additionally, both variants have a fast-charging feature, which allows them to reach from 0 to 80% charge in just 65 minutes. The swappable batteries have been developed in-house by Hero.
interview // TATA
‘WHY IS ELECTRIFICATION BEING PURSUED? BECAUSE EVs ARE THE TECHNOLOGY THAT WILL HELP US MEET THE COP26 NORMS.’ Shailesh Chandra President, Passenger Vehicle Business Unit, Tata Motors
ELECTRIFYING THE FUTURE
In a freewheeling chat on the sidelines of the Tiago EV launch, we discuss with Shailesh Chandra, President – PV Business, Tata Motors, about the feedback and learnings from the Nexon EV, the development of the Tiago EV and what he thinks about the Hybrid vs EV debate. You’ve had quite a bit of success with the Nexon EV in India. How has the customer feedback been about the car and the range it offers? As far as feedback from Nexon customers goes, to start with, there were a lot of awareness issues. There was a lot of feedback on the range of the Nexon, some of the range variations were very high and then we checked the telematics data about how people are driving, how is the use of the regeneration function and we even had open sessions with
22 NOVEMBER 2022 | AUTOX.COM
customers on video conferencing and on the basis of that we kept improving our vehicle program and algorithms. This resulted in the optimisation of the Nexon EV’s software and as a result, the variation in range came down significantly. In some cases, customers were facing certain issues that other customers were not facing, so we took that feedback and further refined the product. We also received feedback on how the behaviour of the car changes based on the season and the weather and how we
interview // TATA can further optimise the performance of the car. Modifying an existing platform to accommodate electric running gear is always a challenge. How much of that was a challenge for you with the Tiago? Packaging is especially a challenge, therefore not many OEMs have gone with the split battery packs that we use. First, we experimented with the Tigor and it was very successful, and we learnt a lot from it and you’ll see that with the Tiago EV, in the way that we have designed the split battery. Earlier those split batteries were actually two different battery packs and this time there is a bridge between the two portions that connects the two. So, the packaging is the only problem in adapting an existing product to an EV, and the other aspects are all advantages. For instance, the huge scale of ICE platforms that allows us to drive down the cost of the platform and the vehicle. The same platform also allows us to use the same manufacturing line as the ICE variant, so your manufacturing efficiencies are higher. Your capital costs of development are also much lower because you already have the body shell, body parts, interiors and other features and all you have to do is adapt the battery pack and the EV powertrain. So, it’s always an optimisation game between cost, battery pack size, and range. I hope
24 NOVEMBER 2022 | AUTOX.COM
that with the Tiago EV, we’ve managed to hit the sweet spot. Till we switch to a full EV ecosystem, what is your point of view on Hybrids? Do you think they have a place in the Indian market? Hybrids are many-a-time compared with EVs, I think that comparison is not right for a simple reason, why is electrification being pursued? Because what seems to be emerging is that EVs are the technology that is going to help you meet COP26 norms. That is also why Europe has declared a complete ban on the sale of ICE vehicles, including Hybrids, by the year 2035. So EVs are an eventual technology which is going to support our larger macro trend, and Hybrid is not an answer to meeting COP26 or the European norms. Hybrids do have an elongated lifetime compared to a petrol or diesel engine from a survival perspective. So, if the ultimate objective of COP26 is not being met, then the debate of Electric vs Hybrid has no meaning. Hybrids are essentially here so that OEMs can meet the requirements of stringent CAFE norms as far as total emission levels are concerned, so for me, it’s a technology that enables companies to meet compliance requirements. It is also a technology that also helps improve the fuel efficiency of a vehicle, so I’m saying it’s ultimately an ICE technology that helps meet these two objectives. EVs, on the other hand, are supporting a larger, longterm transition. For us at Tata Motors, we’re able to meet the CAFE norms with just 3% EV penetration, we’re already at 8.5%, and with the Tiago EV, we’ll be in the double digits, possibly we’ll be able to sell carbon credits. That is the reason that I don’t think we need a Hybrid option.
feature // VW TAIGUN
Birthday Celebrations
With the Taigun completing one year of being on sale in India, Volkswagen offered us an opportunity to test its dynamics and driving appeal on an airfield. Naturally, we couldn’t resist…
O
WORDS ISHAN RAGHAVA
ne of the reasons for the Taigun’s success is its driving appeal. When I first drove the SUV, just over a year ago, I was all but certain that the Taigun will set a new benchmark in its segment in terms of driver engagement. And frankly, it was not something difficult to predict, for right from the crispness of its gearshifts and smooth and communicative steering to the excellent power delivery, the Taigun ticked all the right boxes. Another reason for this was that the Taigun is based on the worldclass MQB-A0 platform, and its stiffness definitely adds to the overall driving dynamics for good.
26 NOVEMBER 2022 | AUTOX.COM
So, when VW India called us to ask if we would like to join them in celebrating the Taigun’s one-year anniversary celebrations by testing its dynamics on an airfield, well, our answer was an obvious yes.
FUN DAY OUT
October is a great time to be out and about in Amby Valley, and the fantastic weather just added to the overall fun. The setup at the airfield was a combination of courses for us to use. First, there was a high-speed course, aided by the 1.2km length of the runway. With a full-throttle start, it was easy to get the Taigun to hit the 150km/h mark, showcasing the top-end performance of the 1.5-litre TSI unit. Of course, it was also a great place to test how stable the Taigun feels at high speed. And as one would expect from a VW
product, the Taigun’s high-speed stability was unflappable. The other course was a tight and technical gymkhana-style setup by racer Rayomand Banajee, which made full use of the available space. With cones mounted to show you the way, the course consisted of tight turns, slow-speed manoeuvres, a full u-turn, and even a high-speed elk test – everything was designed to showcase the dynamic capabilities of the Taigun. After a couple of sighting runs, I took a competitive run and was timed by Rayo’s team. While I managed to clock a decent time, my overall score was hurt by the fact that I clipped a cone during the high-speed elk test. That slight mistake aside, the event reminded me why I loved driving the Taigun so much, and why it is one of the best driver’s SUVs in the country.
AUTOX.COM | NOVEMBER 2022 27
One
Let’s cut to the chase – KTM RC 390 or BMW G 310 RR? Which one is better on the track? WORDS SHIVANK BHATT + PHOTOGRAPHY KAPIL VASHISHT
30 NOVEMBER 2022 | AUTOX.COM
Mind
AUTOX.COM | NOVEMBER 2022 31
feature // G 310 RR VS RC 390 TRACK TEST
S So, you want to raid your nearest racetrack but don’t have the budget to stretch up to a middleweight or litre-class motorcycle? In that case, you might want to consider the KTM RC 390 and BMW G 310 RR, given their performance, top-shelf cycle parts, and mini sports bike looks. But the question is – which of the two is better suited for the racetrack? To find the answer, we decided to slide into our leather suits and took this duo to the Buddh International Circuit for some hot laps. So, here’s what we found…
POWER OF GOOD
It’s a no-brainer – when it comes to engine performance, the KTM has the BMW well and truly licked. The RR is nearly 10 horses and 10Nm down on the KTM, and the fact that it’s also heavier by 2kgs doesn’t help its case. On the track, the RC simply demolishes the RR on the straights and corner exits. I remember getting in a friendly race with Karan for a lap
32 NOVEMBER 2022 | AUTOX.COM
or two, and I could see him go farther and farther away on the KTM after every corner. We switched motorcycles after a couple of laps, and it was the same story still – the RC would just leave the RR eating its dust. That said, with an able rider, the BMW can, at least, keep the KTM in its sight if not keep up with it. The difference in performance is also down to the engine character of both bikes. Unlike its BS4 predecessor, the KTM’s performance isn’t spikey anymore. Instead, it has a strong and linear surge of power, which is available throughout the rev range. The throttle response is crisp, which helps you extract every ounce of performance from its 373cc motor. The RR’s smaller 312cc motor, on the other hand, can’t hold a candle to the KTM’s might. Make no mistake, in isolation, it’s got great performance for all occasions. However, at a power circuit like the BIC and in the company of a more potent adversary, the RC 390, it does fall short. Like the KTM’s engine, the RR’s unit has a strong bottom end, although it doesn’t have the punchy mid-range of the Austrian. Between 4,000 and 6000rpm, there’s a bit of a flat spot too. That said, the Beamer does get a second wind of sorts in the final quarter of the rev range, as the top-end is
quite strong. However, there’s no denying that the BMW runs out of puff quite early on. The other problem with the BMW is its closely-stacked gear ratios. On the fast and flowing corners of the BIC, you end up hitting the redline more often than not. If you decide to upshift at this point, the revs drop right into the middle of the engine’s flat spot, and that’s not good. The KTM’s gear ratios, in comparison, feel perfect for the racetrack. Plus, it’s got a bi-directional quick-shifter, which is an added bonus. Both motorcycles have engine vibrations, although they are more pronounced on the BMW. On the whole, the KTM’s powertrain is
THE G 310 RR HANDLES BETTER, BUT THE RC 390’S EXPLOSIVE POWER IS TOO ADDICTIVE
In comparison to its TVS twin, the G 310 RR misses out on fully-adjustable suspension & Michelin Road 5 tyres.
G 310 RR
RC 390
312cc / Single-Cylinder / Liquid-Cooled
373cc / Single-Cylinder / Liquid-Cooled
6-Speed
6-Speed / Bi-directional Quickshifter
POWER
33.5bhp @ 9,700rpm
43bhp @ 9,000rpm
TORQUE
27.3Nm @ 7,600rpm
37Nm @ 7,000rpm
PRICE
`2.99 Lakh (Ex-showroom)
`3.16 Lakh (Ex-showroom)
ENGINE TRANSMISSION
definitely superior to that of the BMW – it goes on to show that there’s no replacement for displacement. That said, the BMW’s engine has ample grunt for everyday riding. And, we also reckon that on a tighter track, like the Kari or MMRT, the RR can run the RC close.
ROLE REVERSAL
Ever since its launch in India, the RC 390 has made its name as the ultimate track tool among beginners and intermediate-level riders. Earlier, it was raw. It was racy. It was unforgiving in its quest for speed. However, in the latest iteration, KTM has toned down its aggression a bit to make it less hardcore and easy to live with on a daily basis. That said, the chassis, suspension, brakes,
and wheels – every single component – have been reworked, making it 3.5kgs lighter than its predecessor. In comparison, the G 310 RR may be an allnew motorcycle for BMW, but everyone and their grandma know that it’s identical to the TVS Apache RR 310. Except, it’s missing some features. You see, unlike the TVS, the BMW doesn’t get the optional fully-adjustable suspension, and nor does it get Michelin Road 5 tyres, which are far superior to the Pilot Street rubber it’s shod with. Again, the odds were stacked against the
BMW. But, surprisingly, the RR held its own at the racetrack, and how! Without beating around the bush, let me quickly kill the suspense and tell you something that you might not be expecting to hear – the RR 310 is a better handler than the new RC 390. That’s right, I just said it. It was a bit of a shocker to me as well, but it is what it is. When you ride both these motorcycles back-to-back on the track, the difference between the two is huge. First, the KTM. The RC 390 is a sharp handler, no doubt. It flows through corners and remains super stable.
AUTOX.COM | NOVEMBER 2022 33
feature // G 310 RR VS RC 390 TRACK TEST
As discussed earlier, the firepower of its engine helps it shoot out of corners with the kind of urgency that the RR can only dream of. Then, there’s the way it sheds speed. The bite, progression, and stopping force from the front brake – well, it’s simply unmatched. You can brake as late as you dare to, and you’ll still make the apex without any trouble. Everything about it feels perfect…until you switch to the G 310 RR. Though an underdog, the RR can give the RC a run for its money around corners. Compared to the KTM, the BMW’s base setup – chassis, suspension, and tyres – is better suited for the racetrack. Its turn-in is much sharper, and the front-end feel is better when the bike is leaned to extreme angles. However, it’s the side-toside transitions and mid-corner stability where the BMW feels more capable than the KTM. For
The 2nd-gen RC 390 is virtually all-new in every department. New frame, design, wheels & brakes. It’s also got more electronics, including traction control & a quickshifter.
34 NOVEMBER 2022 | AUTOX.COM
example, the switchover between turns 8 and 9 at the BIC requires superfast reflexes, both from the rider and the motorcycle. On the KTM, the front fork takes some time before it settles down, and only then you can tip the motorcycle into the corner. Take the same section on the BMW and watch the RR 310 turn on a sixpence! You can immediately tell that the suspension is tauter and better damped than that of the KTM. We aren’t saying the KTM is a lousy handler, but its suspension’s extra 10mm of travel and a slightly road-biased setup have compromised the razor-sharp handling of the previous iterations. Its stock tyres, which are H-rated Metzelers instead of the sticky W-rated rubber from earlier, don’t help its case either. The feedback and grip levels aren’t up to the mark. The BMW’s tyres don’t offer leech-like grip either, but on this occasion, they were the
better tyres of the two. The RR’s riding posture is a bit relaxed compared to the RC, meaning you run out of clearance when you’re leaning hard. The BMW’s brakes offer a strong bite, but they don’t have the delicate progression and feel of the KTM’s brake lever. Also, it doesn’t get cornering ABS like the KTM.
VERDICT
Let’s start with the lap times. The KTM was obviously faster over a lap (short-loop of the BIC), with a time of 1:12 as compared to the BMW’s 1:14. However, according to Simran – our resident superbike racer and lap-time setter – the RC 390 made most of its time under braking and in acceleration. The G 310 RR lacked the outright power of the KTM, but it made up for the lost ground with its superior corner speeds and more agile
RC 390 LAP TIME
01:12.1
handling. The BMW may handle better, but the KTM’s power is too addictive to ignore. So, now, it’s time to go back to the original question – which one is the better track bike of the two? Well, they both are great fun in different ways. Irrespective of what you choose, you can’t make a wrong choice here. However, it’s also worth mentioning that both of these bikes are incomplete in their own ways. First and foremost, they’re both quite pricey, which means you don’t expect any compromise at that price point. But, then, that’s not the case. In the case of the RC 390, it could have been as lethal as its predecessor if KTM had offered adjustable suspension and better tyres. The sad part is that KTM already does this for RC 390 sold in global markets but has conveniently removed these two features from
the India-spec version in order to keep its price in check. While it makes sense, it won’t hurt to give these as optional extras, would it? Similarly, if you buy the G 310 RR, you end up sacrificing the adjustable suspension – which is a great tool if you’re a track newbie and want to learn the art of setting-up suspension on a race / track bike – and better rubber as compared to the TVS Apache RR 310. Again, it would have been better if BMW added these options at an extra price. So, if you consider everything carefully, you’ll realise that the best track day motorcycle in this segment is – drumroll – the Apache RR 310 BTO. As to why, well, because it’s the most affordable and the most complete track motorcycle of this trio. The only downside is that TVS didn’t have a test unit for this comparison. A pity, indeed.
G 310 RR LAP TIME
01:14.3
AUTOX.COM | NOVEMBER 2022 35
50 contenders. 10 winners. Let the games begin... PHOTOGRAPHY KAPIL VASHISHT, PARVESH KUMAR SWAMI
What is the Best of 2022? Every year, we take virtually all the machines launched in the past twelve months – as many as we can get our hands on anyway – and put them through their paces to choose the top-ten machines of the year. The top-ten consists of 5 four-wheelers, 3 two-wheelers (because there are typically more four-wheel machines launched than twowheel machines in any given year), and two special awards for performance car and bike of the year (which are, essentially, the fastest car and bike on the short loop of the BIC). How do we choose the Best of 2022? We evaluate machines on quality, comfort, ride, handling, refinement, design, drivetrain, practicality and value for money. Plus, we rate a vehicle’s X-Factor – that special something, je ne sais quoi if you will, that a car or bike brings to the table which just pulls at your heartstrings that little bit more than the competition. In addition, a lap time provides a uniform method to determine all the dynamic factors of a vehicle, such as power,
36
NOVEMBER 2022 | AUTOX.COM
high-speed stability, handling, braking, etc. Our aim is to be as transparent, objective and scientific about this as possible. Who chooses the Best of 2022? Our full team of experienced road testers – with over 50 years of cumulative experience in testing cars and bikes – score every vehicle on the different parameters listed above before the final scores are averaged to ensure that no biases come into play. We also list these points in this feature as part of our objective to be totally transparent. Why do we conduct this test at the BIC? Because it’s fun! Well, that too, but also because it’s the only place where we can truly test each new vehicle in a controlled environment. The BIC allows us to push every vehicle to its limit, revealing the inherent engineering under the skin – or lack thereof. This is true for everything from a Ferrari to an Ola.
Watch the Best of 2022 Mega Test on our YouTube channel.
AUTOX.COM | NOVEMBER 2022 37
the jury // BEST OF 2022
dhruv behl ishan raghava
EDITOR-IN-CHIEF
divyank bansal SENIOR CORRESPONDENT
MANAGING EDITOR
THIS MOTLEY CREW DETERMINES THE FATE OF ALL 50 CONTENDERS 38 NOVEMBER 2022 | AUTOX.COM
karan singh
simran king MOTORCYCLE RACER
SENIOR CORRESPONDENT
shivank bhatt ROAD TEST EDITOR
dhruv paliwal SENIOR CORRESPONDENT
W
ith arms folded, and leaning nonchalantly against the Ferrari, is our Editor-in-Chief and part-time racer, Dhruv Behl, who has the responsibility of setting the lap times for all the four-wheel contenders. His racing resume includes podiums in both rallying and racing – in everything from the Raid-de-Himalaya to the VW Polo Cup and the MRF Formula 1600 single-seater series. With thumbs up, and leaning against the Ducati, is bike racer Simran King, who makes sure that every ounce of performance is squeezed out of each of the two-wheel contenders in this test. Simran is a two-time JK 1,000cc motorcycle championship winner – 2015 and 2017 – and he also finished 1st runner-up in Bahrain SBK (2018-19).
Doing the hard work of crunching the numbers is our full team of experienced road testers, with over a half-century of cumulative experience evaluating cars and bikes. From left to right: Ishan Raghava, Divyank Bansal, Karan Singh, Shivank Bhatt and Dhruv Paliwal. As explained on previous pages, we score each machine on a range of parameters ranging from quality, comfort, ride and handling, refinement, design, practicality, value-for-money and, of course, X-factor and lap-time.
HOW ARE POINTS ISSUED BASED ON LAP TIMES? Well, the fastest car or motorcycle to lap the circuit (the short-loop of the BIC) gets a full set of points. Thereafter, points are awarded on a relative scale, based on the gap to the leading machines.
AUTOX.COM | NOVEMBER 2022 39
11
12
10
14
13 9
6
8 7 4W loop 2W loop Full Circuit
16
40 NOVEMBER 2022 | AUTOX.COM
5
15
The home for this mega-test is, of course, our spiritual home – India’s Racing Arena, the Buddh International Circuit.
T
o say that the BIC is one of our favourite places on planet Earth would not be an overstatement. But this incredible facility is more than just a place to have fun, it’s also the only place where we can justifiably push each of these 50 vehicles to their very limit – so as to expose the extent of engineering below the surface. To get a uniform marker of the dynamic factors of a vehicle – power, stability, handling and braking – each vehicle must set a lap time on the short-loop of the BIC.
WHY THE SHORT-LOOP?
1
2
Well, with 50 vehicles to cover, a full lap would just take too long. But, more than that, we prefer to evaluate these machines on the shorter – and more technical – 2.0-kilometre loop at the back of the circuit. Plus, this avoids the front straight and the 1.2-kilometre backstraight. If we included those, the more powerful cars would simply have too much of an advantage. More than outright power, we want to test chassis balance and composure at the limit. A track map points out the section of track that we utilise – the red line depicts the loop for the four-wheel vehicles, while the blue depicts the two-wheel loop, the main difference being that the bikes and scooters use the inside / bike loop of the parabolica at turns 10, 11 and 12. Lap times are monitored by the timing system at the BIC. Each vehicle is fitted with a transponder to ensure that all lap times are accurate to the hundredth of a second.
AUTOX.COM | NOVEMBER 2022 41
THE AUTOMOTIVE WORLD IN THE PALM OF YOUR HAND
CONNECT WITH US Digital Reach*
3.9M
Website Users*
3.5M
272K
YouTube
97K
66K
37K
For Custom Content, Display Ads, Sponsored Posts, Videos & more Contact: Edwin John
ejohn@autox.com
+91 – 98116 34228 *Monthly Reach
feature // BEST OF 2022
KEEWAY V302C Total points: 61
WORDS: SHIVANK BHATT
LAP TIME
01:38.6 PARAMETERS POINTS SCORE QUALITY 10 7 COMFORT & 10 7 PRACTICALITY REFINEMENT 10 6 DESIGN 10 8 DRIVETRAIN 10 7 RIDE & HANDLING 10 7 X FACTOR 15 9 LAP TIME 05 0 VALUE FOR MONEY 20 10 TOTAL 100 61
44 NOVEMBER 2022 | AUTOX.COM
B
obbers are cool motorcycles. They are essentially cruisers, with a heightened sense of style and sportiness. At the moment, there’s no dearth of modernretro motorcycles on the market. But, if you want to rock that carefree look on a pint-size bobber without breaking the bank, Keeway’s V302C should be high on your list. So, what does this small yet beefy Keeway bring to the table? Well, pretty much every bobber-cruiser element you can think of. For starters, it’s powered by a V-Twin engine – yes, it’s got a 298cc vee-twin motor instead of the more common parallel-twin seen on motorcycles in its price range. The design is pretty badass too. Chunky bodywork, blacked-out engine casings and exhaust, and a low stance, along with wide bars and bar-end mirrors, are some of the key elements that make it stand out. It’s even got a belt drive! It looks cool – no doubt about it. But, we also must say that it seems to draw inspiration from a certain American manufacturer, which goes by the name of Harley-Davidson. Well, imitation is the best form of flattery – what else can we say? It’s a stunning-looking bobber, anyway. But, having said that, there are a few things that its cool design can’t mask. The quality levels aren’t up to scratch, especially considering the asking price of this motorcycle – it starts at a whopping `3.89 lakh (ex-showroom). And then there’s the more fundamental stuff – the engine. The V-Twin motor is good for 30bhp and develops 26.5Nm of torque – neither great nor terrible. But considering the power output and the fact that it weighs just shy of 170kgs, we were expecting it
to have more poke than what it delivers. It’s not a dud for sure, but it lacks the excitement and grunt that you would expect from a V-twin. Plus, it’s not that refined either. As for the handling, the V302C was out of its depth around the long and flowing corners of the BIC. And because of its lazy rake and fat tyres, the turn-in was s-l-o-w. That said, once leaned over, the stability was pretty good; however, with next to no clearance, you start scraping pegs pretty early on. And this is why its lap time wasn’t very good. All told, it’s still a badass design, with plenty in terms of X-Factor. The only trouble is that it doesn’t excel on the mechanical front, which, along with its high price tag, subpar quality, and Chinese origins, is likely to deter potential clients.
SUZUKI AVENIS 125 Total points: 65
WORDS: DIVYANK KUSHAGRA BANSAL
A
125cc scooter and the race track? I know, it sounds ridiculous. But go beyond how it sounds, and you might realise there is more to this combination than meets the eye. The twowheeled runabout in question is the Suzuki Avenis 125, which was launched last year. And it does not take more than a few seconds to figure out that it was launched to take on an accomplished rival – the TVS Ntorq 125, which is widely considered to be the segment’s top dog. Keeping its visual similarities to the Ntorq aside, the Avenis is one good-looking scooter, especially in its Race Edition livery.
When I first rode it a couple of months ago, I was genuinely impressed by Suzuki’s effort. The Avenis features a basic single-cylinder air-cooled setup, and its 125cc motor develops a reasonable 8.6bhp @ 6,750rpm and 10Nm @ 5,500rpm. These figures might not sound like much, but because it tips the scales at just 106kgs, which is pretty light when compared to some of its rivals, the Avenis is a pretty good performer overall, at least in everyday riding conditions. During off-theline acceleration, the Avenis feels sprightly and reaches 50km/h quite easily. However, beyond this speed, the progress is quite leisurely, and you get a feeling that the engine has run out of steam. Performance aside, one quality of the Avenis that really caught my attention was its easy manoeuvrability. And the track was perhaps the ideal place to test this aspect to the hilt. The Avenis really impresses you with its nimble handling. However, as I reported earlier, the Avenis’ seat is not the best for providing a neutral riding posture. That said, it’s not a major drawback or a deal breaker, to be honest. To sum up, I think the Avenis is a handsome, good-handling scooter, albeit with some scope for improvement, especially in terms of plastic quality (of some panels) and the saddle shape.
LAP TIME
01:41.6 PARAMETERS POINTS SCORE QUALITY 10 7 COMFORT & 10 8 PRACTICALITY REFINEMENT 10 8 DESIGN 10 6.5 DRIVETRAIN 10 7.5 RIDE & HANDLING 10 7 X FACTOR 15 7 LAP TIME 05 0 VALUE FOR MONEY 20 14 TOTAL 100 65
AUTOX.COM | NOVEMBER 2022 45
feature // BEST OF 2022
TVS RONIN Total points: 66.6
WORDS: SHIVANK BHATT
T
he Ronin is a step in a new direction for TVS. And, for its first attempt, TVS does get a few things right with the Ronin. As a motorcycle, it’s a very well-engineered product. Be it the fit-and-finish, paint quality, or touch-and-feel of the plastic bits, the Ronin exudes a rich and premium feel. Then, there’s the powertrain. It’s powered by an all-new 226cc single-cylinder engine, which develops 20bhp and 20Nm. In daily riding, this engine will keep you entertained with its peppy performance. The torque spread is linear, and the engine offers decent poke at low and mid revs, meaning it’s tractable in every environment. It’s quite a free-revving motor too – it redlines at 9,200rpm. That said, the acceleration begins to taper off post 7,000rpm; plus, it also gets quite buzzy at high rpm. However, its short-ratio 5-speed gearbox helps you to extract every ounce of performance – yes, even at the track. Despite being a laidback motorcycle, Ronin’s handling is pretty tidy. While it’s not the sharpest tool out on the track, the balance and stability of the
46 NOVEMBER 2022 | AUTOX.COM
chassis are phenomenal. Thanks to its beefy front forks – which are lifted directly from the Apache RR 310 – the Ronin has a delectable front end. Of course, the suspension is tuned for a softer and more absorbent ride, but at no point does it feel lousy. It feels more like a naked motorcycle when you ride it aggressively. And, as you might have seen already, Simran managed to post a pretty decent lap time. But, now, it’s time to address the elephant in the room – the Ronin’s design. Saying it’s polarising would be a bit of an understatement. While there’s nothing wrong with the design per se, the Ronin comes across as a motorcycle with a confused identity. On top of that, the Ronin – despite being more or less mechanically faultless – comes at a premium price. It’s priced even higher than the Royal Enfield Hunter. Agreed, the TVS offers more kit, features, and better ride quality, but, then, if you’re buying a motorcycle purely for leisure riding and nostalgia, how can you look past a Royal Enfield with a bigger engine as well as a classier and more cohesive design?
LAP TIME
01:28.4 PARAMETERS POINTS SCORE QUALITY 10 7.5 COMFORT & 10 8 PRACTICALITY REFINEMENT 10 7.5 DESIGN 10 6 DRIVETRAIN 10 7 RIDE & HANDLING 10 8 X FACTOR 15 8 LAP TIME 05 0.6 VALUE FOR MONEY 20 14 TOTAL 100 66.6
BAJAJ PULSAR N160 Total points: 67
WORDS: SHIVANK BHATT
R
emember the time when 150 – 160cc motorcycles were considered premium and sporty? Well, it’s not the same anymore. With bigger-capacity bikes flooding our market, anything less than 200cc is now considered a commuter motorcycle at best. But, then, small bikes don’t necessarily have to be boring or unimaginative. Commuter bikes can be fun too! Just swing your leg over the all-new Bajaj Pulsar N160, and you will immediately know what I mean. Although small at heart, the N160 shares its chassis, suspension, wheels, fuel tank, and even most of its design and bodywork with its bigger sibling – the Pulsar N250. Thanks to this, the N160 doesn’t look staid or cheap. In fact, it has a rather aggressive design, like a true roadster. It’s got the signature ‘naked wolf’ LED DRLs and a bi-functional projector headlamp, as well as a cool and functional digitalanalogue instrument cluster. Suffice to say, there’s nothing boring about the N160. So, what’s not good? Well, the quality isn’t the best, and the base version of the motorcycle misses a lot of features – no dual-channel ABS and slimmer front forks. But, what’s not so bad is the engine. It may only be a puny 165cc single-cylinder unit, but it offers good
performance for a sporty commuter. With 15.7bhp and 14.7Nm of torque, the engine doesn’t offer earthshattering acceleration or the top speed, but it’s peppy enough nonetheless. It’s got great tractability – something you’ll love during your daily commutes. The most remarkable thing about the powertrain, though, is the refinement. ‘It feels like an electric motorcycle. It’s that smooth!’ – that’s what Simran had to say after he rode it. The handling is pretty tidy too. The N160 has a wieldy front end and since it has the same hardware as the N250, its stability and high-speed manners are more like a big motorcycle. But this soon becomes a problem because you can always tell that the chassis can handle a lot more power, which is what it does in the N250. At the same time, the ride isn’t exactly plush – it definitely errs on the firm side of things. Starting at `1.23 lakh for the base and `1.28 lakh for the dual-channel variant (both prices are exshowroom), the Pulsar N160 isn’t cheap by any standard. And even though it’s a great motorcycle, it doesn’t have an identity of its own. Look at it this way, the N160 is a compromised N250, tailored to fit your budget. And while it’s not a recipe for disaster, it does leave you wanting more.
LAP TIME
01:23.5 PARAMETERS POINTS SCORE QUALITY 10 7 COMFORT & 10 8 PRACTICALITY REFINEMENT 10 8 DESIGN 10 6.5 DRIVETRAIN 10 7 RIDE & HANDLING 10 8 X FACTOR 15 7 LAP TIME 05 1.5 VALUE FOR MONEY 20 14 TOTAL 100 67
AUTOX.COM | NOVEMBER 2022 47
feature // BEST OF 2022
ZONTES 350T ADV Total points: 67.2
WORDS: DHRUV PALIWAL
Z
ontes is a brand that’s come out of nowhere and has straightaway jumped into the 300-400cc premium segment. But let’s forget about its origins for a moment. I want to talk about the X-factor of this motorcycle because the 350T ADV definitely attracts your attention. While I am not a fan of the design, which is a
LAP TIME
01:20.4 PARAMETERS POINTS SCORE QUALITY 10 7 COMFORT & 10 7.5 PRACTICALITY REFINEMENT 10 5 DESIGN 10 7 DRIVETRAIN 10 7 RIDE & HANDLING 10 7.5 X FACTOR 15 11 LAP TIME 05 2.2 VALUE FOR MONEY 20 13 TOTAL 100 67.2
48 NOVEMBER 2022 | AUTOX.COM
personal preference, there is no denying that it has a massive road presence. With its crash guards and tall stance, this 350cc motorcycle looked like a 600cc bike in the sea of ADVs we had on the track. Now, that’s definitely a plus point for any motorcycle owner. Apart from all the electronic gadgetry that we were already expecting because of the 350R, the Zontes 350T ADV goes a step further with its electronically adjustable windscreen. Quite a feature at this price! That said, it’s not easy to stand and ride the 350T. The tank is sculpted in such a fashion that your knees hold on to it, but that same shape gets in the way when you try and stand up. The Zontes 350T ADV doesn’t have dedicated off-road tyres, and they slip and slide a bit – not enough to outrightly scare you but also not enough to have fun. You are always on the edge, about to fall off the motorcycle when you are tip-toeing your way through an off-road zone, which tells you all you
need to know about it. The Zontes 350T ADV is a motorcycle that will be good for touring at a relaxed pace. We would, however, have liked it a lot more if it didn’t have vibrations throughout its rev range, for then it would have been a better experience to try to squeeze every drop of performance out of this package.
MOTO MORINI X-CAPE 650X Total points: 67.5
L WORDS: KARAN SINGH
LAP TIME
01:31.3 PARAMETERS POINTS SCORE QUALITY 10 7.5 COMFORT & 10 6.5 PRACTICALITY REFINEMENT 10 7.5 DESIGN 10 8 DRIVETRAIN 10 7.5 RIDE & HANDLING 10 7.5 X FACTOR 15 12 LAP TIME 05 0 VALUE FOR MONEY 20 11 TOTAL 100 67.5
ooks can be subjective, but the Moto Morini X-Cape 650X is designed well. There are some bits of the Multistrada in there, some elements from the Africa Twin, the BMW F900XR and maybe a sprinkle of inspiration from the Yamaha Ténéré 700. All great-looking bikes, which gives the X-Cape an almost underlying familiarity. You look at it as a premium motorcycle, because it reminds you of a premium motorcycle. The feeling of premiumness continues as you swing your leg around the saddle and play around with the switchgear. At `7.20-7.50 lakh, you get backlit, well-finished buttons with positive tactical feedback. You also get a body which has neat, tightly put-together panels and then there’s the massive 7-inch TFT screen that won’t feel out of place on movie night. It is super bright and very colourful. There are also riding modes on offer, switchable ABS, a fully-adjustable Marzocchi fork up front, and a monoshock at the rear with adjustment for preload and rebound damping. The X-Cape is very well kitted out, even before you set your eyes on the Pirelli Scorpion STR tyres that are wrapped around spoked rims on this ‘X’ variant. Yup, tubeless spoke rims. That’s not something you see every day at this price point. It rides well too. The 649cc inline twin-cylinder
engine barks nicely when you rev it and has adequate performance – 59bhp @ 8,250rpm and 54Nm @ 5,000rpm. Of course, the X-Cape’s tall stance and knobby tyres mean that it doesn’t feel ‘at home’ going full tilt around the BIC’s parabola but you can feel it is a well-balanced motorcycle underneath. And, having ridden it off-road, it truly is a capable machine when you take it out into the real world. There are a few shortcomings though, the biggest one being the fact that Moto Morini is a new entity in India and though they will operate through preexisting Benelli dealerships, there are not too many of those around either. That said, with the X-Cape, you are getting a lot of motorcycle for the money.
AUTOX.COM | NOVEMBER 2022 49
ZONTES 350R Total points: 67.5
WORDS: DHRUV PALIWAL
A
brand-new motorcycle or car brand that’s unheard of before will always have a tough time convincing Indian buyers to even consider them as a choice, let alone fully trust their products. But let’s give Zontes the benefit of doubt, and look at its offerings purely for what they bring to the table. In this case, we have the 350R – a 349cc single-cylinder motorcycle that makes close to 40bhp and over 30Nm of torque. Does this sound familiar? Let me start with the bits that we all loved about the Zontes 350R – its looks. Park it anywhere, and the 350R is bound to attract your
50 NOVEMBER 2022 | AUTOX.COM
attention – it stood out among the bikes that we had for the test. The reason for this is simple – it looks unlike anything else on the market and has really sharp styling. The rear end too deserves special praise here. When you move closer to the motorcycle, you realise it has so many buttons, and that’s because pretty much everything is electronically controlled on this motorcycle. The fuel lid, handlebar lock, riding modes… you name it, and it’s electronically controlled. When you hop onto the motorcycle and take it for a spin, Zontes’ Chinese background sort of comes to your mind. The engine has vibrations and not the good characterful kind. These are persistent vibrations that you can feel through the pegs, and they continue throughout the rev range. But then, you reach a corner, and turn in, and the veracity with which the motorcycle turns re-calibrates your mind. It’s not that it’s something that you couldn’t have experienced before, but because of Zontes’ background, you don’t expect such prowess from a new brand. Ultimately, though, I can’t really say if I can recommend the Zontes to buyers in this segment. Vibrations from the engine are pretty severe, though if it’s fixed in future updates, then maybe the Zontes 350R could stand a chance to take over the hearts of Indian motorcycle riders.
LAP TIME
01:18.7 PARAMETERS POINTS SCORE QUALITY 10 7 COMFORT & 10 7 PRACTICALITY REFINEMENT 10 5 DESIGN 10 8 DRIVETRAIN 10 7 RIDE & HANDLING 10 8 X FACTOR 15 11 LAP TIME 05 2.5 VALUE FOR MONEY 20 12 TOTAL 100 67.5
BEST OF 2022
ROYAL ENFIELD SCRAM 411
// feature
Total points: 67.9
WORDS: DHRUV PALIWAL
I
can already hear your thoughts as you turn over to this page and glance at the Scram 411 and ask – what is a Scram doing on the track? Does it even belong there? I mean I had the same questions despite having ridden it for months as a long-term bike, and let me tell you that while you and I may not agree at first, the results do not lie. It lapped our testing circuit in 01.24.2, which is faster than the Royal Enfield Hunter, the Ola S1 Pro, and even the 650cc inline-twin Moto Morini X-Cape 650. It all comes down to the Scram 411 having tall handlebars, which allows you to muscle it into corners. Once leaned over, it’s surprisingly stable, which inspires confidence, and its tyres hold their own as well. Lastly, the tall gearing of the Scram, more than that of other bikes in its vicinity, means that through the sharp bends of our proving ground, the
Scram was able to flow better because you aren’t shifting continuously. Honestly, on the road, you will never push the Scram that hard, which is fine. The Scram 411 has always been a jack of all trades, and a good one at that. The only problem I faced on it was while cruising above 90km/h on the highway – the engine starts to feel a little strained, and you really don’t feel like pushing any further. The biggest problem with the Scram 411, though, is that if you ride it hard all the time, things start to fall off. Case-in-point was the speedometer of the bike, which was pretty much hanging off by the time we sent the motorcycle back. But ultimately, for the price, the Scram 411 is a hell of a package, and if it means that I need to do a quick check of the nut and bolts on my motorcycle every fortnight, well, then so be it.
LAP TIME
01:24.2 PARAMETERS POINTS SCORE QUALITY 10 6.5 COMFORT & 10 8 PRACTICALITY REFINEMENT 10 7 DESIGN 10 7 DRIVETRAIN 10 7.5 RIDE & HANDLING 10 7.5 X FACTOR 15 10 LAP TIME 05 1.4 VALUE FOR MONEY 20 13 TOTAL 100 67.9
AUTOX.COM | NOVEMBER 2022 51
feature // BEST OF 2022
FROM CHINA, WITH LOVE...
I
ndia is a very important market for any two-wheeler manufacturer, and it’s not an easy nut to crack. But we think these two brands – Moto Morini and Zontes – have got what it takes to stick around. So, here’s a history lesson.
ITALIAN MARVEL
Moto Morini was founded in Bologna, Italy, way back in 1937. It has a pretty interesting history too. At one point, Moto Morini was owned by the legendary Cagiva, later the Texas Pacific Group took control – who also owned Ducati at the time. Until fairly recently, Moto Morini was manufacturing really cool V-twin powered motorcycles, before going into liquidation. Now though, it’s owned by China’s Zhongneng Vehicle
Group, with its headquarters in Milan. Moto Morini’s India range includes powerful, well-finished motorcycles that pack a lot of kit, including the X-Cape 650X featured in our track test.
FEATURE PACKED
Zontes’ history is a little less chequered. Founded in 2003 under Guangdong Tayo Motorcycle Technology Company’s umbrella, Zontes is known for offering a lot of features on their products. The ones in India are no different, with electronic fuel filler lids, electronic windscreen adjustment, keyless operation, and more. These motorcycles aren’t super refined, or very well finished, but they are loaded to the gills with equipment.
O U T
T A K E
HARLEY DAVIDSON NIGHTSTER Total points: 68
WORDS: DHRUV PALIWAL
J
udging by the lap time of 1.26.1, you might assume that the Harley Davidson Nightster is a slow motorcycle. After all, it’s less than one second faster than the Ola and is considerably slower than the Zontes motorcycles. In fact, even the Royal Enfield Scram leaves it behind by a good two seconds. Well, the simple answer is that the Nightster feels fast, instead of actually being fast on the timing sheet. And I say that’s the way it should be. Well, let me explain. The geometry of any motorcycle with feet-forward positioning should in no way make you feel the sensation of speed, but interestingly, the
54 NOVEMBER 2022 | AUTOX.COM
975cc V-Twin does. It has a strange way of lulling you to sleep with its actions in the lower part of the rev band, where it acts all docile, but give that throttle a sharp twist, and you suddenly find yourself being flung backwards as you try to grip the tank with your knees. And that was enough for me to know all that I needed to know about the Nightster. After a few laps around the BIC, I began to see the Nightster for what it really is – a straight-line rocket that can carry a bit of speed around corners. It’s a motorcycle that ultimately wants you to take it easy, even when you are going fast. The engine makes it quite easy to attain high speeds – in fact, cruising at triple-digit speeds doesn’t really take too much effort on your part. Its take-it-easy attitude is also reflected in the instrument cluster. It’s a simple analogue unit with barely any frills. You don’t look at the cluster trying to figure out what mode you want to be into all the time (the Nightster does get riding modes), or the stage of traction control you want. Ultimately, I think the Nightster is the perfect motorcycle for sports bike riders, for whenever they want to just go out for a fun ride, the Nightster is laid back enough to offer just that and fast enough to satisfy their need for speed.
LAP TIME
01:26.1 PARAMETERS POINTS SCORE QUALITY 10 8 COMFORT & 10 7 PRACTICALITY REFINEMENT 10 8 DESIGN 10 8 DRIVETRAIN 10 8 RIDE & HANDLING 10 6 X FACTOR 15 11 LAP TIME 05 1 VALUE FOR MONEY 20 11 TOTAL 100 68
BEST OF 2022
HARLEY DAVIDSON SPORTSTER S Total points: 69.3
T
WORDS: SHIVANK BHATT
he Pan America 1250 was a major breakthrough for Harley-Davidson, but as impressive as it is, the big burly ADV doesn’t quite resonate with traditional Harley customers. Buying an ADV from Harley-Davidson is like having a pizza from your favourite burger joint. Sure, it
may have all the right ingredients, but it’s unlikely to become your go-to place for your pizza cravings. You get the drift… But, then, earlier this year, the legendary American bike maker brought the Sportster S to our shores. It’s a signature Harley dish with everything in excess. For starters, the Sportster S gets all the usual Harley bits and bobs. It gets the typical hot-rod muscles, coupled with a thumping V-Twin heart, and yeah, it looks gobsmacking from all angles. In fact, with the exception of the Suzuki Katana, it has scored the highest points among all contenders here in terms of design and X-Factor. But, unlike the Katana, the Sportster S is badass to the bone, which makes it oh-so-desirable. The best thing is that it’s not just the Sportster’s sex appeal that makes it so alluring but also the fact that it’s a Harley with the most modern and cutting-edge mechanicals to go with its stunning look. The Sportster S is propelled by the same Revolution Max V-Twin engine that you
// feature
find in the Pan America. The motor isn’t as powerful as it is in the ADV, for it has been tuned for more low-end torque. However, with 121bhp and 125Nm on tap, it’s still a bit of a maniac for what it is. And the best part is that there’s nothing old school about this engine – it’s supremely refined, revs like a sports bike to its 9,500rpm redline, and offers mindblowing acceleration. The Revolution Max is an absolute star! What brought the Sportster S’ final scores down was its ride-and-handling and practicality. Although it’s an enjoyable motorcycle to hop on every day, it’s still a heavy bruiser. The rear suspension has next to no travel, meaning your spine will take a beating on our roads. And that V-twin does heat up quite a lot! Plus, we think, it’s a little pricey too. All told, the Sportster S is Harley’s best attempt at modernising the brand, without compromising its legacy. Think of it as a double patty Big Mac – mouthwateringly good!
LAP TIME
01:30.9 PARAMETERS POINTS SCORE QUALITY 10 8 COMFORT & 10 5 PRACTICALITY REFINEMENT 10 8 DESIGN 10 9 DRIVETRAIN 10 8.5 RIDE & HANDLING 10 5.5 X FACTOR 15 13 LAP TIME 05 0.3 VALUE FOR MONEY 20 12 TOTAL 100 69.3
AUTOX.COM | NOVEMBER 2022 55
feature // BEST OF 2022
TRIUMPH TIGER SPORT 660 Total points: 69.9
WORDS: KARAN SINGH
T
he Tiger Sport 660 is an interesting motorcycle, which serves as the entry point into the iconic Tiger range. In theory, it’s a jacked-up Trident 660, which is perfectly kitted out for road trips and even everyday commutes in Indian conditions. To be honest, even in practice, it isn’t too far from that. The Tiger Sport 660 sounds great – the inlinethree makes a sweet, refined note, which makes you want to rev it every chance you get. It makes 80bhp at 10,250rpm and 64Nm at 6,250rpm, so it’s no slouch either. In fact, the Tiger Sport sits on that border of ‘usable’ on-road performance. On the track though, the Tiger Sport fails to impress. But that doesn’t mean that It’s a bad motorcycle – far from it! The Tiger Sport 660 handles corners with grace and doesn’t require too much commitment from the rider. Plus, its straight-line performance is simply brilliant. Simran, however, had some difficulties in pushing it to its limits because the tyres had polish on them. Taking that into consideration, its lap time
56 NOVEMBER 2022 | AUTOX.COM
is good enough for a sports tourer. It’s very accessible for those graduating from a 300 – 400cc motorcycle because its performance wouldn’t require them to undergo a mental recalibration to get used to it. The traction control is a shortcoming, though, because instead of gently reining in the horses, it usually makes a rather jarring interruption. On the plus side, the Tiger Sport isn’t very tall, with a seat height of 830mm, which means that even shorter riders won’t struggle to put their feet on the ground. At low speeds though, the Tiger Sport feels a bit twitchy and top-heavy, which makes it intimidating when slithering through traffic jams. That said, the Tiger Sport is a bike that you’ll quickly grow out of, for its performance isn’t thrilling. And while it doesn’t do anything particularly wrong, the significantly more affordable Trident offers a more engaging riding experience. Yes, the Tiger Sport 660 adds versatility and will be a great companion on both the highway and twisty sections, but all that comes at a price.
LAP TIME
01:16.9 PARAMETERS POINTS SCORE QUALITY 10 8 COMFORT & 10 7.5 PRACTICALITY REFINEMENT 10 8 DESIGN 10 7 DRIVETRAIN 10 8 RIDE & HANDLING 10 7.5 X FACTOR 15 10 LAP TIME 05 2.9 VALUE FOR MONEY 20 11 TOTAL 100 69.9
SUZUKI V-STROM SX Total points: 70
WORDS: SHIVANK BHATT
I
n the current age of Insta wanderlust, everyone wants to be an adventurer, which means everybody wants an adventure machine. That’s just, um, too much adventure. However, not all these adventurers want a proper ADV. Most buyers actually care more about the show of the bike than its actual go. And that’s exactly what the Suzuki V-Strom SX offers. On the surface, it’s got the adventure formula well and truly covered. All its styling elements – like a long beak, a tall windscreen, knuckle guards, a big 19-inch front wheel, a luggage rack, and semi-block pattern off-road biased tyres – point to the fact that it’s made for touring and tackling both good and bad roads. And
while it shares the frame, engine, suspension, brakes, and engine with the Gixxer 250, the V-Strom SX looks bigger and more imposing. Not to mention, its relaxed rake and 1,440mm of wheelbase (100mm longer than that of the Gixxer) make it look bigger than it is. Thanks to its oil-cooled 249cc single-cylinder, which is good for 26.3bhp and 22.2Nm, it’s no slouch either. For a small-capacity adventure tourer, its performance is more than satisfactory. The fuelling is crisp, and the throttle response is smooth. And while the motor doesn’t offer an outright punch, the powerband is linear, making it an effortless cruising machine. For the most part, the engine runs smoothly – although vibrations creep in quickly above 6,000rpm. Now, while the design and engine are its strengths, it doesn’t quite excel in the dynamics department. Thanks to its soft suspension, bigger front wheel, and knobby tyres, it isn’t a willing companion on twisty sections of the road. Especially during quick side-to-side transitions, it feels a bit lazy. The ride quality isn’t supple, but can be termed acceptable. However, the biggest let-down here is that the suspension doesn’t have any extra travel over the Gixxer’s. The SX is a Gixxer 250 with an ADV frock and a bigger front wheel. So, if you’re serious about your next adventure, this baby V-Strom won’t just cut it. And, on top of that, it isn’t a cheap motorcycle to own either.
LAP TIME
01:21.0 PARAMETERS POINTS SCORE QUALITY 10 7.5 COMFORT & 10 8 PRACTICALITY REFINEMENT 10 7.5 DESIGN 10 8 DRIVETRAIN 10 7 RIDE & HANDLING 10 7 X FACTOR 15 11 LAP TIME 05 2 VALUE FOR MONEY 20 12 TOTAL 100 70
AUTOX.COM | NOVEMBER 2022 57
feature // BEST OF 2022
DUCATI HYPERMOTARD 950 RVE Total points: 71.1
I
WORDS: KARAN SINGH
f styling was the only criterion for scoring, the Hypermotard 950 RVE would be my pick of the lot. It takes the best bits from superbikes and supermotos and motocross motorcycles and combines them in a package that looks as if it’s designed for pure fun.
The fun quotient is present in abundance, and you realise this as soon as you ride the Hypermotard. The 937cc Testastretta engine produces 112bhp at 9,000rpm and 96Nm at 7,250rpm – all this at first takes your breath away, then puts a wide grin on your face, and after a few laps, you just can’t stop giggling. The Hypermotard forces you to sit fairly upright, almost in a supermoto stance, and while it feels a little odd on the track at first, you quickly get used to it. The Pirelli Diablo Supercorsa SP tyres are quite grippy too – allowing for just a little bit of slip. Like other Ducatis, the Hypermotard is armed with traction control (DTC Evo), a two-way quick shifter, and riding modes – in short, it’s well-kitted out. The Hypermotard is fast, and while it takes some muscling to lean it into a corner, it remains very surefooted once you do it. It also takes quick direction changes well. But the Hypermotard is quirky, which means that if Simran had a little more time, he could’ve extracted close to another
second from the lap time. The Hypermotard, however, isn’t all smiles and laughs, for the quality levels of some bits, especially the mirrors, are not up to Ducati standards. And then there’s the matter of the halogen lamp, along with the fact that the bike costs `2 lakh more than the Monster, which has better quality, a newer, more modern chassis, and similar levels of performance. The riding position, a narrow seat, and lack of a windshield mean that it isn’t very well suited to long-distance cruising either. But in terms of pure fun, the Hypermotard 950 RVE is unmatched.
LAP TIME
01:10.8 PARAMETERS POINTS SCORE QUALITY 10 8 COMFORT & 10 6.5 PRACTICALITY REFINEMENT 10 8 DESIGN 10 8.5 DRIVETRAIN 10 8 RIDE & HANDLING 10 8 X FACTOR 15 11 LAP TIME 05 4.1 VALUE FOR MONEY 20 9 TOTAL 100 71.1
58 NOVEMBER 2022 | AUTOX.COM
DUCATI MULTISTRADA V2 Total points: 71.3
WORDS: KARAN SINGH
A
t the first glance, or even at the second and third, the Multistrada V2 S doesn’t look at home on the track. Its tall height and 19-inch front wheel make it look out of place here – the Pirelli Scorpion Trail II rubber wrapped around it doesn’t help it either. Once you get on the move though, the Multi warms up to its environment. It remains incredibly stable at speed, which is no surprise since it is meant for fast, long-distance touring. But what’s surprising is that it is also very capable around bends and allows you to lean much further than a sport tourer of this size would normally do. Its tyres aren’t made for the track, but they do have plenty of grip. And Ducati’s suite of electronics ensures that you are always wrapped in a blanket of safety, even when you decide to be a bit silly. Keen-eyed readers will note the Multi’s lap time isn’t quick (almost 6 seconds less than the KTM’s), but that’s primarily down to the short
loop – tight corners, quick direction changes, and almost no clear-cut straights – highlighting its limitations. Get to the road though, and it tells quite a different story. The Multistrada V2 S comes with a plethora of features, making it one of the fastest motorcycles out in the real world – electronic suspension adjustment, a two-way quickshifter, cruise control, traction control, cornering lights, and more. With 111bhp coming in at 9,000rpm and 96Nm at 7,750rpm, the Multi has enough oomph to munch miles at pace. And all this is excellently complemented by its high refinement and comfort levels. It loses some points in terms of practicality, given its manoeuvrability in tight traffic, and its X-Factor score simply reflects the fact that it’s the ‘baby’ Multistrada in the line-up. It isn’t great value for money, but when it comes to versatility, not many can trump the Multistrada.
LAP TIME
01:17.1 PARAMETERS POINTS SCORE QUALITY 10 9 COMFORT & 10 7.5 PRACTICALITY REFINEMENT 10 8 DESIGN 10 8 DRIVETRAIN 10 8 RIDE & HANDLING 10 8 X FACTOR 15 10 LAP TIME 05 2.8 VALUE FOR MONEY 20 10 TOTAL 100 71.3
AUTOX.COM | NOVEMBER 2022 59
feature // BEST OF 2022
OUTTA
60 NOVEMBER 2022 | AUTOX.COM
KE CHALK & CHEESE S
uzuki vs. Ducati. Japan vs. Italy. Blue vs. Red. Retro vs. Contemporary. Sake vs. Wine. Inline-4 vs. V2. They may have 150bhp apiece, but these two couldn’t be more different. Horsepower count aside, there’s no common thread between the Katana and Streetfighter V2. And yet they both tug at your heartstrings in equal measure. You see, the Katana’s appeal lies in the fact that it’s a neo-retro naked motorcycle that pays homage to the original Katana from the 1980s. And it does that so damn well, for it’s one of the most stunning-looking naked motorcycles out there. On the tech front, the Katana’s a simpler machine, too. It’s a no-frills motorcycle – a pure thoroughbred that relies on its silky-smooth superbike firepower. On the contrary, there’s nothing sedate about the Streetfighter V2. It’s got a barking-mad V-twin motor that’s got character in spades. And even though it’s supposed to be a practical ‘street’ motorcycle, Ducati has peppered it with all the latest tech and rider aids that are available with the company’s racier Panigale range. The Katana and Streetfighter V2, then, are two different paths that lead to the same destination. One goes about its business in an understated manner, while the other does it with sheer brutality.
AUTOX.COM | NOVEMBER 2022 61
TRIUMPH TIGER 1200 Total points: 71.5
WORDS: SHIVANK BHATT
T
he Triumph Tiger is a motorcycle with a certain charm, an involving nature, and a sweet character. To put it succinctly, it’s a true-blue ADV in every sense of the word. However, that was not always the case – not all Tigers have been this way from the beginning. You see, for the longest time, it was only the middleweight Tigers (800 / 900) that felt special and engaging to ride. And the flagship 1200? Well… let’s just say that it was a little too big and cumbersome a brute to satiate your adventure pangs. But, all of this is a thing of the past now. The all-new Tiger 1200 not only improves on its predecessor’s shortcomings but also embraces that special element of smaller Tigers, along with a newfound level of agility. Headlined by an all-new engine and frame, the current-gen Tiger 1200 is a completely new motorcycle. Triumph openly admits that with this new version, they are going after the BMW R 1250 GS – which is basically saying that it doesn’t just have to be as good as the Beamer but also better in every single area. And the moment you ride the new Tiger 1200, it’s evident that Triumph has left no stone unturned. Let’s start with the ride and handling first. Since the new Tiger 1200 has shed over 25kgs
62 NOVEMBER 2022 | AUTOX.COM
over its predecessor, it immediately feels light and more balanced than before – almost like the Tiger 900. The version that we tested was the off-road focussed Rally Pro – with off-road tyres and a big 21-inch front wheel – and it still went around the fast and flowing bends of the BIC remarkably well. Now, you might say that its lap time was a bit slow, but, then, it’s like judging a fish by its ability to climb a tree. On the road and off it, the Tiger’s handling is remarkable – it has improved by leaps and bounds. The 1200 now also feels more at home on the rough turf, thanks to its sophisticated electronics, semi-active suspension, and lighter frame. Then, there’s the new 1,215cc triple motor that pushes out sports bike-rivalling figures of 148bhp and 130Nm – it’s an absolute peach, this engine. And, best of all, the Tiger 1200 is priced brilliantly and undercuts all of its rivals while offering more kit and performance. However, what doesn’t work in its favour is the fact that it looks a little too much like its younger sibling – it doesn’t have an identity of its own in terms of design. Plus, the engine isn’t the smoothest – NVH levels are higher than that of its main rivals. That said, it was still a top contender for this year’s awards, as it came really close to the top three in the final scores.
LAP TIME
01:16.3 PARAMETERS POINTS SCORE QUALITY 10 9 COMFORT & 10 7.5 PRACTICALITY REFINEMENT 10 7.5 DESIGN 10 7 DRIVETRAIN 10 8.5 RIDE & HANDLING 10 8 X FACTOR 15 9 LAP TIME 05 3 VALUE FOR MONEY 20 12 TOTAL 100 71.5
LAP TIME
01:14.3 BMW G 310 RR Total points: 72.9
WORDS: KARAN SINGH
T
he BMW G 310 RR was probably the bike I was least looking forward to riding, especially because it was parked next to the KTM RC 390. But after just one lap, my curiosity was piqued, so much so that we decided to do back-toback runs with the KTM and the BMW to understand and expose their nuances of performance, ride, and handling. The G 310 RR is very nimble – it tips into
corners with next to no hesitation and follows through with great mid-corner stability, even at triple-digit speeds. The G 310 RR, however, suffers in the powertrain department. The 312cc liquidcooled single is a familiar engine, putting out 34bhp and 27Nm. It’s very tractable, and out on the track, the surge of power at the top end adds some thrill. That said, it isn’t very refined and has fairly pronounced vibrations, which you can feel through the handlebar. Plus, it produces significantly less power when compared to the RC, and its gearing is short. All this means that while the G 310 RR is a joy around corners, helped by the Michelin Pilot Street tyres, you always find yourself in the wrong gear at the exit. And on the short, straight patches, the performance just isn’t there, which is reflected in its lap time. Simran appreciated the stability of the G 310 RR, but he did say that it could do with slightly better brakes and, of course, more power, considering how capable its chassis is.
PARAMETERS POINTS SCORE QUALITY 10 8.5 COMFORT & 10 8 PRACTICALITY REFINEMENT 10 7 DESIGN 10 8 DRIVETRAIN 10 7.5 RIDE & HANDLING 10 8.5 X FACTOR 15 11 LAP TIME 05 3.4 VALUE FOR MONEY 20 11 TOTAL 100 72.9
The overall quality of the G 310 RR is quite good, especially that of the paint. And it also turns heads when you ride it out on the road, which adds to its X-Factor. The value for money factor is affected by the fact that it doesn’t get the superior Michelin Road 5 tyres like the sister Apache, nor does it get adjustable suspension. And to make matters worse, it costs more than the Apache.
AUTOX.COM | NOVEMBER 2022 63
feature // BEST OF 2022
KTM RC 390 Total points: 73.3
WORDS: SHIVANK BHATT
F
or lesser mortals, who can’t afford litreclass superbikes, the KTM RC 390 has always been the go-to sports bike. Now, while the second-gen RC 390 has changed drastically, it’s still a phenomenal motorcycle. The new RC 390 is built completely from the ground up. Sure, it’s got the same 373cc single-cylinder motor, which produces more or less the same power (43bhp) and torque (37Nm) as its predecessor, but it’s a totally different kind of beast. The performance is just as strong, but it’s not a peaky monster anymore – it’s tame and delivers power in a smooth and linear fashion. It’s less mental, but it accelerates as hard as ever. Then there are the electronics – you get lean-sensitive traction control, cornering ABS, and a bi-directional quick-shifter. These are the kind of features you only find in bigger motorcycles. Handling? In a word, delectable. It clips apexes with the precision of a scalpel and flows through fast corners like a hot knife through butter. Even the brakes are ridiculously sharp and precise. Simran was in awe of how late he could brake on the RC 390.
64 NOVEMBER 2022 | AUTOX.COM
So, all perfect then? Well, not really. You see, KTM has softened the RC 390 in its latest generation because the company wanted it to be easier to live with outside the racetrack. And while that makes a lot of sense, it has sadly come at the cost of its character. The RC 390 still handles like a dream, but it has lost some of its sharpness. The suspension now has more travel and is evidently softer, meaning during quick direction changes, it doesn’t feel settled or fully dialled in. The tyres are another weak link. There is not much feedback, and the grip levels aren’t great either – it’s something that Simran also complained about. Speaking of complaints, a few jury members also didn’t like the new design. However, the biggest miss on the India-spec RC 390 is the lack of fully-adjustable suspension, unlike its global counterpart. It’s not even optional. We strongly feel that this, along with its sub-par tyres and high price tag, limits it from becoming the perfect sports bike for India. And the irony is that KTM has already got everything in the store, they just won’t let us have all the fun…
LAP TIME
01:12.1 PARAMETERS POINTS SCORE QUALITY 10 7.5 COMFORT & 10 7.5 PRACTICALITY REFINEMENT 10 7.5 DESIGN 10 7 DRIVETRAIN 10 9 RIDE & HANDLING 10 8 X FACTOR 15 10 LAP TIME 05 3.8 VALUE FOR MONEY 20 13 TOTAL 100 73.3
THE CHOICE OF CHAMPIONS
BMC AIRFILTERS INDIA PVT LTD. #####, # TH CROSS INDIRANAGAR, BENGALURUUUUUUU# PH: ++# ++ #U +#U
yo ur showcase
UTURE READY & G, F S U IN S T OK
eing FORW b s AR a d Dn a LO r b
27 28 29
March 2023
Pragati Maidan, New Delhi
E BL NA AI
MEET & NETWORK WITH Government Officials / PSU’s
Smart City Leaders & Consultants
Municipal Commissioners
Builders & Developers
Corporates & Manufacturing Units
System Integrators
PRODUCT SHOWCASE EV Manufacturers 2/3 Wheelers • EV Manufacturers 4 Wheelers • EV Manufacturers Buses/ Trucks • EV Cab Aggregators • EV for E Commerce Deliveries • EV CYCLES/ SEGWAY • EV Chargers and Smart Meters • EV Battery Manufactures
Be a part of Transport India 2023 expo as an Exhibitor/ Sponsor/Speaker/Delegate
www.TransportIndiaExpo.com www.SmartCitiesIndia.com Media Partner
Supported by
Organisers
For more information: Prateek Kaushik +91 9899 81610 | +91 11 4279 5123 prateekk@eigroup.in
BYD e6
Total points: 44.5
WORDS: DHRUV BEHL
T LAP TIME
01:19.3 PARAMETERS POINTS SCORE Quality 5 2.5 Comfort / Space 5 4 Refinement 5 3.5 Design 5 2.5 Drivetrain 5 3 Ride & Handling 5 3 Practicality 5 4 X Factor 20 6 Lap Time 15 1 VALUE FOR MONEY 30 15 44.5 TOTAL 100
68 NOVEMBER 2022 | AUTOX.COM
he BYD e6 is the future I fear. It’s a future in which the car is an appliance on wheels – a white good for the road. It’s perfectly usable transport, but it’s got about as much character as your dishwasher. Now, with that purely subjective perspective out of the way, let’s talk facts. BYD, or Build Your Dreams, is a global leader in electric vehicles. It’s so good at what it does that Warren Buffet’s Berkshire Hathaway owns almost 20% of the Chinese automaker. The e6 was launched last year in India purely for the commercial and fleet market, and then earlier this year it was made available to individual customers as well. Its 71.7kWh battery pack generates 95 horsepower and 180Nm and gives it a claimed range of 523 kilometres. It’s spacious, drives reasonably well and looks fairly modern as well. It would be nice, however, if BYD would add some pizzazz to the cabin – something to make it look and feel a bit special. After all, it will set you back almost `30 lakhs, ex-showroom. That said, it’s quite comfortable and, with the amount of space it offers and the range it claims, it’s quite practical too – all of which is to
say that it’s actually rather well suited to the commercial and fleet market. The truth is, if you want a zero-emissions vehicle to ferry people around comfortably and hold plenty of their stuff, this is it. But if you’re looking for something that will set your pulse racing, you’re looking in the wrong place. This is a car for those who seek efficient and comfortable transport, no more and no less. If you want to maintain your resting heart rate and get from point A to B in a clean and quiet way, the BYD e6 is what you’re looking for. If you want any more than that, look elsewhere.
BEST OF 2022
// feature
MARUTI SUZUKI CELERIO Total points: 53
WORDS: DIVYANK KUSHAGRA BANSAL
I
think that the Celerio has always been an interesting product, but in a puzzling kind of way. There has never been anything wrong with it, but if given a choice to pick a hatchback to drive, it would probably be at the bottom of my list. See what I mean? I guess its overall lacklustre appeal has been the key culprit. However, with the arrival of the new-gen Celerio, things have changed. The 2022 Celerio has ditched its predecessor’s plain styling for a more funky, newage design, and with Maruti Suzuki’s new Heartect platform underpinning it, the new Celerio has become a different animal altogether. So, I decided to spend a day with it before our track test to see how it behaves on regular roads. Once again, visually, the new Celerio cannot really
be faulted. However, it is still not the best-looking hatchback in Maruti’s stable. Get inside though, and you will find that the refreshed cabin certainly feels a lot better than before, and a healthy dollop of new features adds to the overall appeal. For me, the interior is also quite good in terms of comfort and space – the seats offer adequate support and the cabin feels surprisingly airy for its size. So, naturally, after witnessing all that, my expectations from its driving dynamics had gone up too. And I am happy to say that the Celerio did not disappoint on this front. The star attraction of the new Celerio is the new 1.0-litre K-Series engine, which puts out 66bhp and 89Nm of torque. While I always prefer a manual gearbox, our test car was equipped with the five-speed AMT, and all I can say about it is that it is still far from becoming the preferred type of automatic gearbox – the head nod during gear changes remains an issue. However, shifting into the manual mode, I got to sample the 998cc engine in my usual aggressive style. And, to be honest, the motor outperformed my expectations simply because it was more sprightly than I expected. That said, better cabin insulation and a bit more forgiving low-speed ride quality will definitely add further to improving the overall driving experience.
LAP TIME
01:20.4 PARAMETERS POINTS SCORE Quality 5 3 Comfort / Space 5 3 Refinement 5 4 Design 5 2 Drivetrain 5 3.5 Ride & Handling 5 3.5 Practicality 5 4 X Factor 20 7 Lap Time 15 0 VALUE FOR MONEY 30 23 53 TOTAL 100
AUTOX.COM | NOVEMBER 2022 69
feature // BEST OF 2022
MARUTI SUZUKI ALTO K10 Total points: 57
WORDS: KARAN SINGH
F
or 2022, Maruti Suzuki threw the kitchen sink at the Alto K10. For starters, it is way more spacious inside. I struggle to believe how there’s so much room in a cabin that looks so tiny on the outside. Even rear seat passengers get way more knee room than before. Space is an extremely important factor at this price point, and the Alto K10 starts its innings well by scoring high in that regard. The Alto K10 is also packed with features at the top-end, including Apple CarPlay and Android Auto (in an Alto!) via a touchscreen infotainment system, a digital-ish instrument cluster, parking sensors, keyless entry and more. So the Alto K10 is a big step up in terms of features too. Powering it is the familiar 1.0-litre DualJet petrol engine, producing a humble 66bhp and a respectable 89Nm, which can be mated to either a five-speed manual gearbox or an AMT. We had the latter with us on track, which could be seen
70 NOVEMBER 2022 | AUTOX.COM
LAP TIME
01:23.4 PARAMETERS POINTS SCORE Quality 5 3 Comfort / Space 5 3.5 Refinement 5 4 Design 5 2.5 Drivetrain 5 3.5 Ride & Handling 5 3.5 Practicality 5 4 X Factor 20 9 Lap Time 15 0 VALUE FOR MONEY 30 24 57 TOTAL 100
as a drawback at first, but it actually isn’t. Having been designed for powerful race cars, the BIC offers a lot of wiggle room for small cars like the Alto. This means you’re going pretty much flat out for most of the lap, meaning very few gear shifts. When you do need to kick-down though, even in the manual mode, the ’box takes its own sweet time to shift. In the real world however, particularly in tightly-knit urban jungles, the benefits of the AMT outweigh its jerky, hesitant behaviour. If you live near some open, windy roads though, we’d suggest opting for the manual. We also suggest upsizing to slightly fatter tyres because the 145-section rubber fitted here is clearly not put on with cornering in mind. That said, the Alto K10 was never designed to be a trailblazer on track. It’s a car that provides ample space and features for those looking for their first car, but it’s one that also falls short in terms of refinement in some areas and is priced on the higher side – especially at the top end.
LAP TIME
01:18.4 PARAMETERS POINTS SCORE Quality 5 3.5 Comfort / Space 5 4 Refinement 5 3.5 Design 5 3.5 Drivetrain 5 3.5 Ride & Handling 5 3.5 Practicality 5 4 X Factor 20 13 Lap Time 15 1.7 VALUE FOR MONEY 30 18 58.2 TOTAL 100
HONDA CITY e:HEV Total points: 58.2
WORDS: DIVYANK KUSHAGRA BANSAL
W
hen I first drove the Honda City e:HEV a few months ago, I was really impressed by the amount of technology it offered, especially its twin-motor strong hybrid system, the subtle styling updates that differentiate it from the standard variants, like the new two-tone ivory and black theme inside, and its noteworthy ride quality. And when I saw it enter the BIC’s pits in its signature Radiant Red Metallic colour, there was no doubt left in my mind that it simply champions the idea of understated styling. Speaking of the pits, as soon as the car was handed over to us at the track, I was particularly eager to take it out for some hot laps. Let me explain why. The City e:HEV’s hybrid powertrain develops an impressive 124.7bhp and 253Nm of torque compared to the standard petrol-powered City’s 120bhp and 145Nm. In addition, it also gets rear disc brakes and a heavily retuned suspension. So, it was a good opportunity for me to gauge just how much of a difference more power, stronger
braking and a retuned suspension setup had made to the City’s overall character. On the track, I admit it was far from quick – the increase in power and torque figures did not help much. As a result, it did not score much in terms of its lap time. But with sharper handling and more confident braking, the City hybrid proved itself to be a more capable machine than the standard City. Plus, if you notice, the City e:HEV scored quite well in all other categories, especially in practicality, space, and comfort. At `19.89 lakh (ex-showroom), the City e:HEV is about `4.5 lakh more expensive than the top-spec petrol ZX CVT variant. But for the premium it demands, the City e:HEV brings along Honda’s state-of-the-art hybrid technology, which offers exceptional real-life fuel economy figures, the Honda Sensing suite of active driver assistance systems, more features, a bespoke interior colourway, and exceptional comfort and ride quality levels. So, if you ask me, the City e:HEV makes a very strong case for itself.
feature // BEST OF 2022
JEEP MERIDIAN Total points: 60.4
WORDS: SHIVANK BHATT
O
n paper, the Jeep Meridian doesn’t do anything remarkably different from the Compass. Apart from offering a third row of seats, it uses more or less the same formula. So, why would you buy it over the Compass if you don’t have seven people to ferry? For all intents and purposes, the biggest draw of the Meridian is its size. And size, especially of your SUV if not anything else,
LAP TIME
01:17.0 PARAMETERS POINTS SCORE Quality 5 3.5 Comfort / Space 5 3.5 Refinement 5 3 Design 5 4 Drivetrain 5 3 Ride & Handling 5 3.5 Practicality 5 4 X Factor 20 14 Lap Time 15 2.9 VALUE FOR MONEY 30 19 60.4 TOTAL 100
matters in India, because might is right on our roads. Now, although based on the same platform as the Compass, the Meridian is longer by 300mm, at 4.7 metres, and taller by 40mm. The wheelbase is also longer by a whopping 158mm. And all of these increments in its dimensions mean that the Meridian lands right into the segment of the Toyota Fortuner, which is the undisputed king of SUVs in India. But the problem with the Fortuner is that it’s a little too crude, brash, and utilitarian. So, if you don’t intend to contest in local elections anytime soon, you might want something more polished, which is exactly what the Meridian is. The Meridian has the right mix of aggression and elegance. Inside, it’s brimming with the latest tech and definitely looks and feels way nicer and more premium than its rather truck-like rival. Whether you’re driving it or lounging in the back seats, it makes you comfortable and welcome. In short, the Jeep’s cabin is a nice place to be. What’s even better is that it drives like a
car and not a utility vehicle. Thanks to its monocoque construction, it handles really, really well, and the ride quality isn’t jarring or bouncy either. For a vehicle of its shape, size, and length, the way it went around the racetrack during the test was kind of physics-defying. The chassis is beautifully tied down, the steering is precise, and its road-holding is impeccable. Similarly, when you take it off-road, it’s not a softy. Armed with Jeep Selec Terrain management, optional AWD, and an electronic locking differential, it has the go-anywhere capability of any SUV that’s worth its salt in its segment. There are a couple of things that could have been better though. Like, the engine isn’t an outright thriller – since it’s a 2.0-litre diesel unit making 168bhp and 350Nm, its performance is just about adequate. And it’s noisy. And, lastly, it may be a good-looking SUV, but it doesn’t quite scare the living daylights of fellow motorists like the Fortuner, which for many buyers in this segment can be a deal breaker. Not kidding, really!
MAHINDRA SCORPIO-N Total points: 61
WORDS: KARAN SINGH
I
really thought the Mahindra Scorpio-N would make it to the top. I really did. Firstly, it is mahoosive – even towers over the Range Rover – comes loaded to the gills with equipment and technology, and, like all recent Mahindras, takes a big leap forward in terms of engineering. But the devil is in the details, and that’s where the Scorpio-N falls short. The interior is spacious and you do get a very nice Sony sound system on the higher-end variants, but lacks the finish that we saw in the XUV700. Some of the plastic bits even have rough edges to them. I personally love the way the Scorpio-N looks and would’ve given it a 4.5/5 in terms of design if I could, but that’s the beauty of having an unbiased jury – your personal preferences do not matter. Not everyone on the jury liked the way it looks, especially the rear end. And then there’s the matter of features. The touchscreen infotainment system is nice on paper – eight inches, Apple CarPlay, and Android Auto – but in reality, it isn’t very bright, nor very high-res, and, like the XUV700, it still doesn’t support CarPlay. Come on, Mahindra! Even the rear-view camera is one of the worst I’ve used recently.
But that’s the end of its problems. The Scorpio-N is a riot to drive, and I mean that in the best of ways. Any bump at any speed – the Scorpio-N simply flattens it. The ride quality is fantastic, and the only reason it gets a low score in that category is that its handling isn’t great (no surprises there!). Plus, calling the traction control and ESP intrusive would be an understatement. The fact that Mahindra offers a plethora of drivetrain options, all of which are really good, helps its score there. The diesel auto we had on the test would be our choice. With 172bhp and 370Nm, it covers ground faster than any Scorpio before it, without compromising in terms of refinement, while the 6-speed AT shuffles through gears smoothly. The Scorpio-N isn’t very fast on the track, but what about in the real world? It’s one of the fastest SUVs money can buy. Cars jump out of the way, you can ignore the very existence of potholes and the tall height means the view out is more commanding than an air traffic control tower. I’d like mine in white, with 23-inch rims and a fancy number plate. Outlaw spec!
LAP TIME
01:22.6 PARAMETERS POINTS SCORE Quality 5 3.5 Comfort / Space 5 3.5 Refinement 5 4 Design 5 4 Drivetrain 5 4 Ride & Handling 5 3.5 Practicality 5 4.5 X Factor 20 16 Lap Time 15 0 VALUE FOR MONEY 30 18 61 TOTAL 100
feature // BEST OF 2022
RANGE ROVER LWB AUTOBIOGRAPHY Total points: 62.8
WORDS: ISHAN RAGHAVA
S
ay what you will about the Range Rover, but there’s no mistaking that it’s one of the most recognizable vehicles out on the road today. In its fifth generation now, the Range Rover was the first luxury SUV to be mass-produced, and even today, it is massively popular all over the world. Of course, the design of the latest car can be a bit divisive, for it’s more of an evolution of the older generation rather than a radical redesign, a clean break from the past. But, given the success of the older model, I think the manufacturer decided that there was no need to rock the boat and take an unnecessary risk. And so, the new Range Rover looks similar to the old one but features enough changes to give it a distinctive identity, such as sleek taillights, flush door handles, and dual roof-mounted antennas.
74 NOVEMBER 2022 | AUTOX.COM
Of course, the bigger changes are inside, which now sports a minimalistic look – most of the controls are now available through a floating 13.1-inch multimedia touchscreen, which looks quite good. Overall, the space inside the car has also improved, while the quality and design levels are now much higher than before. I particularly love the solid aluminium door handles, which look regal and feature enough heft to make you realise that you’re driving something special. Dynamically, too, the Range Rover has made a quantum jump, which is quite evident both on the track and the road. Despite our test car being the long-wheelbase variant, the Range Rover felt light on its feet – it was a lot more sporty and agile than the last-gen car. The air suspension works brilliantly in all kinds of road conditions. Even with the smallest 3.0-litre power plant, the power delivery is fantastic – you always feel that it has more than enough power. In fact, the combination of the engine and gearbox was especially praised by the jury, given how well-tuned it is and how effortlessly it powers the SUV. Of course, there are a few shortcomings to the SUV. For one, its 5.25-metre size can be a handful in urban traffic. But I think what works against the Range Rover the most is its exorbitant price – it demands over `3 crores – which makes it accessible only to a few. Sure, it was one of the most desirable cars in our test but also one of the most expensive.
LAP TIME
01:16.6 PARAMETERS POINTS SCORE Quality 5 5 Comfort / Space 5 5 Refinement 5 4.5 Design 5 4.5 Drivetrain 5 4.5 Ride & Handling 5 4 Practicality 5 4 X Factor 20 18 Lap Time 15 3.3 VALUE FOR MONEY 30 10 62.8 TOTAL 100
MG ZS EV Total points: 63
WORDS: KARAN SINGH
T
he 2022 MG ZS EV could come across as a mild facelift, at first, but a closer look at it will tell you that the changes are comprehensive and make it a much better product overall. For starters, it now looks more modern, with a sleeker and blanked-off grille, cleaner lines all around, and nicer headlight and taillight designs. Inside, the ZS EV benefits from a larger infotainment screen, a digital instrument cluster, a panoramic sunroof, a 360-degree camera system, and some active safety tech, which includes blind-spot monitoring but not the expansive ADAS suite, seen in the Astor. At 50.3kWh, the ZS EV also gets a bigger battery, which offers 461kms of range, as per the ICAT certification, allowing you to do more laps at the BIC or go a little bit further on that road trip you have been planning. The ZS EV puts out 174bhp and 280Nm, which makes it a very quick SUV in the real world. In the larger scheme of things, especially in the company of the EQS, you can’t expect it to feel like the Starship Enterprise, but compared to other midsize SUVs, it is really fast. The fact that it is
front-wheel-drive limits the power it can cleanly put down, especially mid-corner (I couldn’t find a traction control-off button either), but the ZS EV handles well, thanks to the low-down placement of the batteries. The ride quality, although slightly firm, soaks up bumps very well. At over `26 lakh for the top-spec ZS EV, it isn’t what you’d call great value for money, especially given that some of the plastic bits are scratchy and the infotainment screen glitches at times. Plus, its feature list could have been a bit longer. That said, none of the ZS EV’s rivals offers the same combination of space, range, performance, features, and build quality, which does give it an edge over them.
LAP TIME
01:13.5 PARAMETERS POINTS SCORE Quality 5 3.5 Comfort / Space 5 3.5 Refinement 5 4 Design 5 3.5 Drivetrain 5 4 Ride & Handling 5 3.5 Practicality 5 4 X Factor 20 13 Lap Time 15 6 VALUE FOR MONEY 30 18 63 TOTAL 100
MINI COOPER SE Total points: 63.1
WORDS: DHRUV PALIWAL
LAP TIME
01:11.1 PARAMETERS POINTS SCORE Quality 5 4 Comfort / Space 5 2.5 Refinement 5 4.5 Design 5 4.5 Drivetrain 5 3.5 Ride & Handling 5 4 Practicality 5 2 X Factor 20 17 Lap Time 15 8.1 VALUE FOR MONEY 30 13 63.1 TOTAL 100
76 NOVEMBER 2022 | AUTOX.COM
I
f I had a gun to my head and was asked to choose an electric car, I would, without any doubt, choose the Mini Cooper SE. Building on the ICE formula of previous Mini Coopers, the Cooper SE takes the small hatchback formula to the next level. You see, on the testing track, the Mini Cooper SE felt like it was figure-skating on a field of ice. Quick direction changes, sudden bursts of acceleration, and sticking to its line – it did all that with relative ease. And honestly, you can say that of all Mini Coopers, the SE feels a little different, primarily, because all its weight is down low in the chassis. This means that while it is heavy compared to other Minis, given that it’s an EV, the added weight doesn’t really mess up its handling capabilities. Now, the Mini Cooper SE is a gorgeous car to look at. It, however, lacks on the feature front – even bits like electronically adjustable seats are missing. The seats are also covered in cloth and not faux leather. While this might be a nod back to Minis of the past, it really doesn’t make a lot of sense in India, given its price, which is more than `50 lakh. Ultimately, the Mini Cooper SE has one
major problem – its range. With a full charge, you will be able to eke out anywhere between 130 to 250kms, which means that at the end of the day, the Mini Cooper SE cannot battle it out on the highway – it’s quite sad actually, especially given its high-speed stability, which is pretty good. For most families, it will be the second or third car for trips inside the city, thankfully then, with its compact dimensions, the Mini Cooper SE is a breeze to drive in traffic.
BEST OF 2022
MERCEDES MAYBACH S 580 Total points: 63.2
WORDS: ISHAN RAGHAVA
I
f there was a prize for transforming an existing brand to make it an absolute favourite of the rich and mighty, Mercedes would win it outright, owing to what it has done with the Maybach brand over the past few years. While the original reincarnation of the Maybach brand didn’t work so well in the early 2000s, its recent avatar – wherein they
produce some uber-luxurious versions of their existing cars and sell them at a serious premium – worked like a charm. In fact, it can be seen as a masterclass in creating a new segment. Of course, what also helps is that newgeneration Mercedes products are already benchmark-setters in their respective segments, which means that they offer a solid platform for the further enhancement of Maybach products. For instance, the S580 Maybach is based on the standard S-Class, which is already a segment leader. This allows the S580 to take the luxury and comfort quotient to another level. The increased cabin space, plusher seats, and increased luxury appointments in the form of better trim and higher quality materials work together to give you the feeling that you are sitting in something really special. Now, at the same time, the visual enhancements to the exterior are a bit of an acquired taste. While most customers
// feature
seem to love the extra chrome on the grille and other parts of the car and those large rims, I think it looks a bit tacky—I would rather prefer something understated. What I can’t complain about is its powertrain, for the 496bhp producing 4.0-litre V8 really offers brilliant performance. What really makes a difference here is the 700Nm of torque, which means that the acceleration is instant and brutal. No wonder, then, that the Maybach was pretty quick on the track. However, both on the road and the track, you have to be mindful of the overall size of the car. Of course, the major drawback of the Maybach is its price, which means that it didn’t do very well in the value-for-money category. But, then again, if you’re looking for a premium sedan and find the S-Class to be a bit too common, the Maybach is your best bet in the Indian market. And going by the waitlist, there is but one conclusion to draw – Indian customers can’t get enough of it.
LAP TIME
01:10.4 PARAMETERS POINTS SCORE Quality 5 5 Comfort / Space 5 5 Refinement 5 5 Design 5 2.5 Drivetrain 5 4.5 Ride & Handling 5 4 Practicality 5 2.5 X Factor 20 17 Lap Time 15 8.7 VALUE FOR MONEY 30 9 63.2 TOTAL 100
AUTOX.COM | NOVEMBER 2022 77
feature // BEST OF 2022
BATTLE ROYALE 78 NOVEMBER 2022 | AUTOX.COM
W
hen it comes to the upper echelons of luxury, it doesn’t get much better than this duo. Both the Range Rover and Maybach are the flagship vehicles for their respective brands, and both have a long and illustrious history. The Range Rover created the genre of the luxury SUV and was a radical idea when it was first launched over fifty years ago – in 1970. On the other hand, the Mercedes S-Class has long been regarded as one of the best luxury cars in the world and has dominated its segment right from the day Mercedes started making them. And the Maybach is at the top of that totem pole!
IF YOU WERE TO CHOOSE, WHICH WOULD IT BE? Well, to be honest, the Maybach is a very, very tempting proposition. With the added space, the ultra luxurious materials,
the seats, all the technology, and the Maybach customization, all of it really makes you feel like you’re inside a private jet. On top of that, the turbocharged V8 provides scathing performance. But, all the chrome means that it’s clearly the more flashy of the two, and, being a low-slung sedan, it is less practical on our broken roads. Meanwhile, the cabin of the Range Rover, while impressive, doesn’t feel as special as the Maybach. But it’s spacious, very well finished and does provide a sense of occasion. However, what really pushes the scales in favour of the Range Rover is that it’s better looking than the Maybach – the stately design and uninterrupted heritage are advantages – and, being an uncompromising SUV, it gets extra points for its go-anywhere ability. In reality, though, if you’re fortunate enough to choose between what are two of the very best automobiles ever produced, you can’t really go wrong – now can you?
AUTOX.COM | NOVEMBER 2022 79
feature // BEST OF 2022
MARUTI SUZUKI BREZZA Total points: 63.6
WORDS: DHRUV PALIWAL
LAP TIME
01:16.3 PARAMETERS POINTS SCORE Quality 5 3 Comfort / Space 5 4 Refinement 5 4 Design 5 3 Drivetrain 5 4 Ride & Handling 5 4.5 Practicality 5 4.5 X Factor 20 13 Lap Time 15 3.6 VALUE FOR MONEY 30 20 63.6 TOTAL 100
W
hen you get to drive a car on the track that you have been driving every day, your perspective about it changes a little. Now, I have always felt that the petrol Brezza is a little too soft for me as if it has traded its razor-sharp handling for a bit of plushness. On the road, it, no doubt, feels comfortable because of that trade-in, but I think I have lost my confidence in it to hustle it around bends. Or so I thought, for all that changed when I got the opportunity to push it to its limits on the track. Our testing loop was a tight and twisty section of the BIC, and as soon as I let go of my inhibitions, the Brezza showed its true colours. In the right conditions, it still remains an able handler with the ability to quickly change directions. The engine, while muffled by BS6 emissions norms, still sings once it goes past 4,000rpm. Off the track, the Brezza has gained value by
offering a bunch of new features like a sunroof, a bigger touchscreen, and most importantly, features like a head-up display and 360-degree camera, which are segment-firsts. It’s not all hunky-dory though, for the Brezza continues with a very plastic-y cabin. Sitting inside it, it feels a few steps behind its competitors like the Venue. The touch points like the steering and gear lever, however, feel good to touch. The automatic version, which we didn’t have for the test, is a more comfortable option, but it does not offer the same sporty experience as a manual transmission. And honestly, given the lightness of the clutch pedal, you don’t really feel the need for the automatic transmission in the Brezza. The new design of the Brezza is another of its highlights and has in fact made it more polarising. The older car had a boxy feel to it, but the new design is edgy and could end up looking old sooner.
LAP TIME
01:09.6 PARAMETERS POINTS SCORE Quality 5 3 Comfort / Space 5 3 Refinement 5 4.5 Design 5 3.5 Drivetrain 5 4.5 Ride & Handling 5 3.5 Practicality 5 3.5 X Factor 20 13 Lap Time 15 9.4 VALUE FOR MONEY 30 16 63.9 TOTAL 100
VOLVO XC40 RECHARGE Total points: 63.9
WORDS: SHIVANK BHATT
V
olvos are supposed to be sweet, stylish, safe, and sensible. On the surface, the XC40 Recharge seems to be all that, but, in reality, it’s actually a bit of a wild thing. You see, while the whole purpose of an electric car or an EV is to cut down on global emissions and make our planet a cleaner and greener place, products like the XC40 Recharge are a reminder that saving the environment shouldn’t come at a cost of driving thrills. Even though the XC40 Recharge looks identical to its ICE versions, it’s got a monster residing under its bodywork. It packs a dual-motor setup, which delivers 408bhp and 660Nm. Thanks to that, it can propel from 0 to 100km/h in under 5 seconds. For reference, the base Taycan does the same sprint in 5.4 seconds. Next up is its unflinching AWD grip and handling – the fact that it was only half a second slower than the low-slung BMW i4 should be enough to tell you the whole story. It steers and grips more like a hatchback than an SUV. Its sophisticated electronics need special
praise here. Unlike most electric cars, where power delivery is more of an on-and-off affair and the traction control cuts the power abruptly, the XC40 Recharge’s systems are rather gentle and unintrusive. The only killjoy is, perhaps, its safety system! Every time you attack a corner at silly speeds, the seat-belt pretensioners kick into action hurriedly, assuming you’re in a crash. Whether you crash or not is secondary, for there are more chances of your getting strangled. On a serious note, this isn’t actually Volvo’s fault. They do take occupant safety seriously. Plus, the XC40 Recharge isn’t meant to storm around corners. Its idea is to save the planet, remember? The XC40 Recharge is also priced quite aggressively and has got a decent real-world range of 350-370kms. If there’s something that pulls its scores down, it’s the cramped and dull interior, along with the jittery ride. It doesn’t feel as polished as its ICE siblings. Not to mention, aside from its green credentials, it doesn’t stand out from a regular XC40.
AUTOX.COM | NOVEMBER 2022 81
feature // BEST OF 2022
TOYOTA GLANZA Total points: 64
I
WORDS: KARAN SINGH
f you’re interested in how the Glanza rides and handles, skip this and read the column on the Baleno because while the last-gen iterations of these cars differed in terms of the mild-hybrid tech, the Baleno and the Glanza are exactly the same this time around. I say exactly the same, but there are still a few key differences.
LAP TIME
01:16.9 PARAMETERS POINTS SCORE Quality 5 3.5 Comfort / Space 5 4 Refinement 5 4 Design 5 3.5 Drivetrain 5 4 Ride & Handling 5 4 Practicality 5 4 X Factor 20 10 Lap Time 15 3 VALUE FOR MONEY 30 24 64 TOTAL 100
82 NOVEMBER 2022 | AUTOX.COM
The first is the Glanza gets a (relatively) different front bumper, a different DRL signature, and a beige-black theme inside. And that’s where the cosmetic differences end. The differences, though not very significant, do make me lean toward the Glanza in terms of pure styling because it looks a bit sharper. Plus, the lighter theme of the cabin gives it a bit more sense of space and (for some) a premium touch too. Another difference between the two is in their prices – the Glanza costs between `10,000 and `20,000 more than the Baleno, depending on the variant you select. That said, the Glanza does get a longer warranty period – three years / 1,00,000kms versus two years / 40,000kms of the Baleno. Oh, and if you haven’t read the bit on the Baleno, I must tell you that the Glanza, too, offers an absorbent ride, sorted dynamics, and predictable handling. It’s powered by the same K12 series engine, which is the benchmark in terms of
refinement in its class and can be had with either a five-speed manual – another segment benchmark for manual gearboxes – or an AMT, which adds convenience at the cost of driveability. The Glanza also comes with the same frills as the Baleno – a head-up display, 360-degree cameras, connected car tech, idle stop-start tech, six airbags in the top variants, and more. This makes the Glanza equally good in terms of value for money. The buying decision, then, will come down to a matter of preference and the availability of touch points near you.
MARUTI SUZUKI BALENO Total points: 64.3
WORDS: KARAN SINGH
F
or 2022, Maruti Suzuki’s premium hatchback has got a massive update. It gets a redesigned front, which is definitely sharper than before. Even the rear has lost some of that pudginess. But I still think that a little more radical approach towards the design would have gone a long way. Inside, the updates are impressive – it gets a redesigned dash, on top of which sits a much nicer infotainment screen, connected car tech, a 360-degree camera, and a HUD. The quality levels of everything inside have increased, but it still isn’t on par with something like the Hyundai i20. The Baleno also gets a new engine – the 1.2-litre K Series motor features Dual VVT, idle stop-start, and Dualjet technology. Like most other Maruti petrol engines, it is supremely refined. There are pretty much no irregular vibrations. The engine makes an enthusing noise when revved, and the throttle response is also
commendable at this price point. You can have it mated to an AMT, as we did, or a five-speed manual, which is butter smooth, slick-shifting, and a pleasure to use. The AMT, though, is a bit of a let-down. When driven leisurely, it’s fairly good, but there’s a noticeable lag during kickdown, and the gearbox wants to rush back to the highest gear as soon as possible. You can’t really settle into a flow when driving the Baleno AMT quickly. It does add a big dollop of convenience though and is a lot more affordable than the DCT-equipped i20. In terms of handling, the Baleno is surprisingly good. The chassis is well balanced – it is light on its feet and turns in well, and its class-leading ride quality very well complements the overall driving experience. The Baleno doesn’t feel particularly fast, but it’s a car that you can still enjoy driving (especially the manual version), and it offers good efficiency and great value for money.
LAP TIME
01:16.6 PARAMETERS POINTS SCORE Quality 5 3.5 Comfort / Space 5 4 Refinement 5 4 Design 5 3.5 Drivetrain 5 4 Ride & Handling 5 4 Practicality 5 4 X Factor 20 9 Lap Time 15 3.3 VALUE FOR MONEY 30 25 64.3 TOTAL 100
AUTOX.COM | NOVEMBER 2022 83
Separated at Birth 84 NOVEMBER 2022 | AUTOX.COM
T
he Toyota Glanza and the Maruti Suzuki Baleno used to have differences beyond their badges, particularly in the form of their mild-hybrid tech and gearboxes, but these new-gen cars are more similar than ever before. Identical engines, identical performance, (near) identical looks, but different pricing! Yes, the Glanza costs between `10,000 – 20,000 more than the Baleno and, while you get a slightly sharper design (in our eyes) and a slightly longer warranty for that money, we can’t justify spending more for the same car! The Skoda Slavia and Volkswagen Virtus have a similar story. While
the Kushaq and Taigun differed significantly in terms of their on-track handling – the Taigun being much sharper – the India 2.0 sedans are identical. The Virtus may look racier than the slightly mature Slavia, but you wouldn’t be able to tell one apart from the other from the way they drive. And, surprise-surprise, here too there is a difference in price – the Virtus costs anywhere between `3,000 – 40,000 more than the Slavia, depending on the variant. At least Volkswagen bundles some cool cosmetic bits for the extra cash they charge for the topspec GT trim though.
AUTOX.COM | NOVEMBER 2022 85
O
f all the cars that I drove this year, I found the Lexus NX 350h to be the most charming. Earlier this year, we took the NX on a long road trip to Uttarakhand, and throughout the trip, I thoroughly enjoyed every second with the Lexus. In fact, it won that comparison test and was declared the best in its segment, owing to a combination of factors, such as design, efficiency, quality, and comfort. I think that the combination of a luxurious interior, a long list of standard features, that beautiful red colour, and its aggressive look work very well in its favour. The Lexus is quite nice to drive too, save the
86 NOVEMBER 2022 | AUTOX.COM
LEXUS NX 350h rubber band effect of its CVT gearbox. And its hybrid powertrain made sure that despite my aggressive driving style, we ended up getting a double-digit fuel efficiency figure. Of course, our annual test is a different piece of cake altogether, but I must say that the Lexus did exceedingly well here too. Of course, it scored very highly in terms of design, quality, refinement, and comfort. And it wasn’t surprising at all, given the Lexus’ attention to detail whether it’s the design – I particularly love the spindle grille and the rear taillights – or the creature comforts inside the car – the Mark Levinson stereo system is spectacular. However, it didn’t score very well in terms of drivetrain – mostly because of the CVT gearbox – and the ride quality, which, on its large 20-inch wheels, can be a bit harsh. On the other hand, the NX 350h scored quite highly in the X-Factor category, owing to its hybrid tech and excellent design. After all, who doesn’t want an efficient green SUV that looks good and is well-built too? But, then, it didn’t do very well in the value-for-money category, given that it’s more expensive than most of its competitors. Overall, shy of the winning scores by just a point or so, the NX 350h demonstrated its capabilities and was highly respected by all members of the jury.
Total points: 64.3
WORDS: ISHAN RAGHAVA
LAP TIME
01:13.1 PARAMETERS POINTS SCORE Quality 5 4.5 Comfort / Space 5 4 Refinement 5 4 Design 5 4 Drivetrain 5 3 Ride & Handling 5 3.5 Practicality 5 4 X Factor 20 15 Lap Time 15 6.3 VALUE FOR MONEY 30 16 64.3 TOTAL 100
BEST OF 2022
MERCEDES-BENZ C 300d Total points: 64.5
WORDS: DIVYANK KUSHAGRA BANSAL
W
hen the latest Mercedes-Benz C-Class reached our shores earlier this year, I was not particularly impressed by it. But this feeling lasted only momentarily until I laid my eyes on the top dog of the range – the dieselpowered C 300d. Unlike the C 200 and 220d variants that leave the factory floor in Mercedes’ rather plain-jane trim, the 300d sports a much more tasteful AMG Line trim, which makes it
one suave-looking sedan. And once you hop in, the excitement is only dialled up a notch, as you find yourself in a bespoke interior headlined by the brand’s all-new twin-spoke AMG steering wheel. This C-Class is widely regarded as the ‘baby S-Class’, and nothing justifies this statement more than its interior, which looks and feels very similar to that of its elder sibling. When I drove the C 300d a few months ago, I was mighty impressed by its 2.0-litre four-cylinder mild-hybrid diesel engine. While this engine also powers the C 220d, in the 300d, it produces a healthy 261bhp and 550Nm of torque. The 9-speed auto gearbox does a pretty good job of handling and transmitting all this power effectively to the rear wheels, and the result is a properly quick sedan that sticks to the tarmac like glue. Its factory-spec Pirelli rubber offers a good balance between grip and absorbing bumps. However, for the sake of mentioning a con or two, the C 300d does not feel the most refined, largely due to the engine, which becomes fairly vocal when pushed hard. Another aspect that detracts from the
// feature
overall experience is the car’s remarkably low ground clearance. While of no consequence on the track, it certainly makes life a wee bit difficult in everyday conditions. It definitely takes some good presence of mind to keep that AMG bumper lip scratchfree. And now the biggest blow – the price. Yes, at `61 lakh (ex-showroom), the C 300d is as demanding as the BMW 5 Series! So, is it really worth nearly three-quarters of a crore? Well, it is a tough one to answer, for sure.
LAP TIME
01:10.0 PARAMETERS POINTS SCORE Quality 5 4.5 Comfort / Space 5 3.5 Refinement 5 3.5 Design 5 4 Drivetrain 5 4.5 Ride & Handling 5 4 Practicality 5 3.5 X Factor 20 14 Lap Time 15 9 VALUE FOR MONEY 30 14 64.5 TOTAL 100
feature // BEST OF 2022
SKODA SLAVIA Total points: 64.6
WORDS: SHIVANK BHATT
S
ay what you may but the arrival of the Skoda Slavia, along with its Volkswagen clone – the Virtus – has definitely brought sedans back in vogue, at least in India. In the current age of SUVs and crossovers, the Skoda-VW duo decided to swim against the tide to bring a refreshing pair of sedans to our market. And look what they’ve done – the Slavia and Virtus sell in as many numbers as their SUV counterparts. They’ve made sedans great again, period! Now, choosing between the Slavia and Virtus is a bit like a coin toss, for they are almost identical in every area. The only difference lies in their badges and styling. I, for one, absolutely love the design of the Slavia – I believe it looks the most premium of the four offerings to come out from the MQB-A0-IN platform. But the jury was divided on this, obviously. In the end, the Virtus edged the Slavia in the final standings by a thin margin of just 1.2 points. The Slavia scored a point less in X-Factor and lost another 0.2 in the lap time category. And this also means that it lost out on being a part of ‘Best of 2022’ by just a whisker. What worked in Virtus’s favour ultimately is the GT treatment – it gives the high-end variant of the
sedan a unique character. Whereas, in comparison, though the Skoda’s top-end variants look stunning, both the 1.0 and 1.5 TSI versions look the same. The Slavia’s lap time was a couple of tenths slower than that of the Virtus, but all the jury members agreed that both the cars are identical in terms of ride and handling. This essentially means that the Slavia is a brilliant handler. It’s got that typical Skoda firmness, resulting in taut body control around corners, making it an involving drive every time you take the wheel. The steering is precise and offers good feedback too. Then there’s the 1.5-litre TSI motor and that slick-shifting 7-speed DSG. On the track, this combo was simply brilliant! Whether it’s refinement, throttle response, acceleration, or gear changes, this drivetrain is flawless. In fact, even the 1.0-litre version is quite punchy and doesn’t feel underpowered in comparison. There aren’t any real deal breakers in the Slavia, but we do think the fit-and-finish and quality levels aren’t the best, and this goes for the Virtus as well. The ride quality is also a little firm at low speeds. However, given the Slavia’s driving dynamics, miniOctavia appeal, and those stunning TSI engines, these minor flaws can be easily overlooked.
LAP TIME
01:12.2 PARAMETERS POINTS SCORE Quality 5 3.5 Comfort / Space 5 3 Refinement 5 3.5 Design 5 3.5 Drivetrain 5 4 Ride & Handling 5 4 Practicality 5 4 X Factor 20 13 Lap Time 15 7.1 VALUE FOR MONEY 30 19 64.6 TOTAL 100
88 NOVEMBER 2022 | AUTOX.COM
HYUNDAI VENUE DIESEL Total points: 64.7
WORDS: KARAN SINGH
T
he Hyundai Venue has just got a facelift which includes, yes, a fresher face, redesigned taillights, a slightly updated cabin and that’s about it. But the Venue has made the cut not because of its facelift, which does give it some much-needed kit, but because of the 1.5-litre U2 CRDi diesel engine. This one replaces the older 1.4-litre unit, and gets a higher output — 99bhp and 240Nm versus 89bhp and 220Nm. Interestingly, this is still not the same spec engine as the Kia Sonet diesel-auto, which gets an even higher output and a variable geometry turbocharger to reduce lag. Back to the Venue though because this diesel-manual is a great powertrain too. The performance is brisk and the Venue picks up pace without too much hesitation. It’s no rocketship and the turbo-petrol still has more outright performance, but the diesel’s low-end grunt makes it a very versatile engine. Then there are the thrills of having a proper manual gearbox – one that has well-
. . .
judged throws and a light clutch – which definitely ups the appeal of the Venue here at the track. Yes, the petrol-automatic combinations will make more sense for the urban jungle but for driving pleasure, the manual is unmatched. Hyundai does make refined diesels and this one is no different, offering respectable levels of refinement for a small-ish capacity diesel. The Venue also handles well, even when pushed hard and if you do find yourself out on a track day with it, you can actually have some fun behind the wheel. The ride quality is absorbent enough to allow you to ride the kerbs quite aggressively, and smash through potholes in the real world. The Venue is a good package overall. The plastics are a bit scratchy in some places and it is still lacking stuff like ventilated seats and a high-end audio system, but the infotainment screen is responsive, the cabin is well laid out and the space and practicality are on par with rivals, if not better.
LAP TIME
01:16.7 PARAMETERS POINTS SCORE Quality 5 3.5 Comfort / Space 5 3.5 Refinement 5 3.5 Design 5 3.5 Drivetrain 5 3.5 Ride & Handling 5 4 Practicality 5 4 X Factor 20 12 Lap Time 15 3.2 VALUE FOR MONEY 30 24 64.7 TOTAL 100
AUTOX.COM | NOVEMBER 2022 89
KIA EV6 Total points: 65.3
WORDS: KARAN SINGH
W LAP TIME
01:11.4 PARAMETERS POINTS SCORE Quality 5 4 Comfort / Space 5 4 Refinement 5 4 Design 5 4 Drivetrain 5 4.5 Ride & Handling 5 3.5 Practicality 5 3.5 X Factor 20 14 Lap Time 15 7.8 VALUE FOR MONEY 30 16 65.3 TOTAL 100
90 NOVEMBER 2022 | AUTOX.COM
hen we first drove the Kia EV6, I called it the best electric car in the world, if the price was right, of course. Fast forward a few months, and now that we have a little more perspective after experiencing the BMW i4 and Volvo XC40 Recharge, my claim wasn’t far off the mark. Let’s start with the design because the EV6 definitely looks cool. All the cuts, creases, bulges, and fancy lights come together to make the EV6 look different and striking. There’s an equal amount of outof-the-box thinking going on inside, with a household socket nestled below the rear bench, a row of touchsensitive shortcut keys on the dash, which can switch between climate and media controls, ambient lighting, and the single-spoke steering. The cabin indeed is different but also very cleverly executed. That said, there are some areas where it feels less radical and more like the pocket-friendly Kias that we are used to. In terms of powertrain, the EV6 scores well again. There are two variants on offer – a single-motor RWD, with 226bhp, 350Nm, and a claimed ARAI range figure of 708kms, and a dual-motor AWD, with 320.5bhp and 605Nm. Both variants get a 77.4kWh battery, 800-volt charging architecture, and V2L (Vehicle-to-Load) capability. Brochure talk aside, the EV6 is a very mature car on
the road. It has the rapid acceleration that EVs are known for, but it also corners well and hides its weight impressively until you really get to the limit. And if you turn off traction control, you can also enjoy some silly sideways action. The fact that it offers a mega range further helps its case as an everyday-usable EV, but there’s no getting away from the fact that it is slightly on the expensive side. It’s definitely more car for the money than the Bimmer or the Swede, but the Kia badge lacks snob value, and the overall quality is not up there with the best.
BEST OF 2022
MERCEDES-AMG EQS 53 Total points: 65.7
I
WORDS: ISHAN RAGHAVA
f there was a car in this year’s line-up of cars for our annual test that looked and felt futuristic in the proper sense of the term, it was the EQS. From its aerodynamic design and its funky wheels to the sounds it generates, it truly feels like something from the future. And this feeling is further amplified once you enter the EQS and look at its massive screen, encompassing pretty much the entire dashboard, which Mercedes call the MBUX Hyperscreen. With vivid colours and that vast screen, the EQS is truly like no other car that you’ve ever been in. And all of this is accentuated by distinct AMG
touches, such as 21-inch aerodynamically optimised wheels, a unique front grille, and a body kit for added effect. And if you think the exterior and interior details of the EQS are futuristic, wait till you find out its power and torque figures – a whopping 751bhp and a mind-blowing 1,020Nm. Needless to say, the EQS has serious potential to set both the road and the track on fire. Powering it is a huge battery, with a usable capacity of 107.8kWh and a terrific driving range. In fact, in the real world – as opposed to standard testing conditions – you will easily get over 500kms of driving range, which is more than what most people require. The EQS can be charged by up to 200kW chargers, which essentially means quick charging and less waiting time. On the track, the acceleration of the EQS is neck-snapping, literally! In fact, if anything, you struggle to recalibrate your brain to how quickly the car gathers pace, and you have to be very careful about how much throttle to use while exiting corners. Naturally, given the kind of power it produces, the EQS was the second fastest car in our test, which is no
// feature
mean feat – it was second only to a Ferrari. Now, despite all this, the EQS still can’t hide its weight. At 2.7 tonnes, it’s quite a heavy car, thanks to the massive battery. You can feel all that weight both on the road and the track during direction changes, entering and exiting a corner or even braking – there’s simply no hiding from the weight. And, lastly, despite scoring very well on most fronts, the EQS lost some points, given its cost – `2.45 crores is not a small number after all.
LAP TIME
01:08.1 PARAMETERS POINTS SCORE Quality 5 5 Comfort / Space 5 4 Refinement 5 5 Design 5 4 Drivetrain 5 4.5 Ride & Handling 5 4 Practicality 5 2.5 X Factor 20 17 Lap Time 15 10.7 VALUE FOR MONEY 30 9 65.7 TOTAL 100
AUTOX.COM | NOVEMBER 2022 91
O U T TA MERCEDES-AMG EQS 53 AMG SOUND EXPERIENCE
The EQS 53’s sound system uses special loudspeakers, shakers, and a sound generator to create a unique sound experience in two versions – ‘Authentic’ or ‘Performance.’ In addition to the driving sounds, the latter version also includes ‘event sounds’ – suitable notes for all vehicle functions that emit a sound, such as vehicle unlocking / locking, starting / stopping the drive system, or vehicle entry. The program even simulates the click of the indicators.
MBUX HYPERSCREEN
8 CPU cores, 24GB RAM, 46.4GB per second RAM bandwidth, and seven individual profiles! The EQS 53 AMG marks the India debut of the revolutionary MBUX
92 NOVEMBER 2022 | AUTOX.COM
Hyperscreen. Three screens sit under a glass cover and appear to merge into one, extending from A-pillar to A-pillar. As a result, what you get is the largest infotainment screen ever mounted in a seriesproduction car, measuring 56 inches.
AMG DYNAMIC SELECT
Five AMG DYNAMIC SELECT drive modes – Slippery, Comfort, Sport, Sport+ and Individual – allow the driver to alter the EQS 53’s driving characteristics at the touch of a button. Important parameters, such as drive and performance characteristics, suspension settings, steering, AMG Dynamics and AMG SOUND EXPERIENCE, are modified to suit the selected driving mode.
KE
AUTOX.COM | NOVEMBER 2022 93
feature // BEST OF 2022
BMW iX Total points: 65.7
WORDS: ISHAN RAGHAVA
LAP TIME
01:09.8 PARAMETERS POINTS SCORE Quality 5 5 Comfort / Space 5 4.5 Refinement 5 4.5 Design 5 4 Drivetrain 5 4 Ride & Handling 5 3.5 Practicality 5 4 X Factor 20 15 Lap Time 15 9.2 VALUE FOR MONEY 30 12 65.7 TOTAL 100
94 NOVEMBER 2022 | AUTOX.COM
T
o say that the iX was one of the most radical-looking cars at this year’s annual test would be quite an understatement. The slab-sided proportions, the unique detailing, particularly the lights and the wheels, and the front grille and bumper treatment make the iX look like nothing else on the road. To put it simply, the iX manages to draw your attention, irrespective of its colour. Of course, this unique design does have its side effects – as many people found the design, especially that of the front end, quite polarizing. For me, though, save the grille, the iX looks quite interesting and unique enough – it’s not a normal ICE-powered machine, after all! It’s the interior of the car, however, that I absolutely love the most. BMW designers have done a fabulous job of making the iX look not only luxurious but also spacious and plush – that’s, perhaps, a benefit of using a clean sheet approach to designing a car – which means that it almost feels like you’re sitting in the drawing room of a rather fancy house. The spacious interior, beautiful quilted leather, big seats, and crystal instruments give the iX a sense of luxury and space. And as you can see, the iX scored highly on comfort, refinement, and practicality. Of course, any BMW worth its salt should be fun to drive, and despite being one of their early EV efforts, the iX shines on most fronts. With its 76.6kWh battery, the iX in this xDrive40 trim
produces 322bhp, but it’s the 630Nm of torque available from zero rpm that really makes the iX move. However, the iX does lose out a bit in terms of ride and handling, as its large size and heavy weight mean that there’s a decent amount of body roll – you can really feel its heft while driving it. Despite all this, though, with a pretty quick lap time and excellent X-Factor appeal, the iX scored very highly in our test – in fact, the difference between the iX and the winner above it was just 0.1 points! And I must say that despite its quirks, the iX is quite an attractive package and has a charm of its own.
Organisers
INDIA’S LARGEST TECH & INFRA EXPO
27-29 MARCH 2023 Pragati Maidan, New Delhi
30,769 ATTENDEES
862 PARTICIPATING BRANDS
30
COUNTRIES
100
The Exhibitions India Group (EIG) is India’s leading trade show organiser and trade-show sales representative. Since 1987, the Exhibitions India Group (EIG) has organised over 100 international trade shows – including some of the longest running and most impactful expos in India.
STARTUPS
50 CONFERENCE SESSIONS
150 SPEAKERS
Contact for more information: Pramit Kumar | pramitk@eigroup.in +91 98110 78179 | +91 11 4279 5035
www.convergenceindia.org | www.smartcitiesindia.com
feature // BEST OF 2022
Performance bike of the year
DUCATI STREETFIGHTER V2 Total points: 77.5
D
WORDS: SHIVANK BHATT
ucati has yet again mopped the floor up with the competition to claim our ‘Performance Bike of the Year’ award this year – its third on the trot since 2020. Two years ago, it was the Panigale V2 that bagged the honour, and last year, it was the Streetfighter V4 S. This year’s winner is the Streetfighter V2, which is, interestingly, an amalgamation of the aforementioned winners. Best of both worlds, then, in the proper sense of the phrase! Technically, the SF V2 gets all the goodies from the Panigale V2, except for the swanky bodywork. It also gets a one-piece handlebar instead of the racy clip-on bars. The styling, meanwhile, is a carbon copy of the Streetfighter V4 – it’s got a stripped-down racer look, along with that Joker-grin face, and the overall bodywork is reminiscent of a steroidinfused bodybuilder. On the move, though, the SF V2 isn’t as mental or lethal as its V4 sibling, owing to its 955cc Superquadro 90-degree V-twin motor, which develops less power and torque at 151bhp and 101Nm, respectively, as compared to the V4’s 205bhp and 128Nm. That said, ‘less’ here is a
relative term because even with 150 odd horses, the SF V2 packs more grunt than an average Joe’s mind can comprehend. In typical Ducati twin fashion, the engine is brutal. There is a heady hit of torque low down, which starts to hammer down heavily once the motor revs past 4,000rpm. Until about 8,000rpm, you are kind of holding on to your dear life because the acceleration is just relentless. Rev it close to five figures and now it becomes a matter of life and death! There’s just SO. MUCH. PERFORMANCE. The suspension is fully-adjustable on both ends – Showa BPF at the front and Sachs at the back. And it gets all the modern Ducati electronics – traction control, wheelie control, quick-shifter, cornering ABS, three riding maps, and what have you. With a near-faultless base setup and electronics, which work brilliantly in the background, the SF V2 goes apex-bashing with the precision of a surgeon’s scalpel. It’s way more manageable and less intimidating than the V4, for sure, but, at the same time, it’s not tame. And that’s again down to the engine’s power delivery, which, as mentioned above, comes gushing in at different intervals within the rev band. It doesn’t reward mediocrity. If you want to master it, you better bring your A-game. It’s still a wild child, but, then, that’s a requisite, otherwise how would it be a Ducati?
LAP TIME
01:06.1 PARAMETERS POINTS SCORE QUALITY 10 9 COMFORT & 10 7 PRACTICALITY REFINEMENT 10 8 DESIGN 10 8 DRIVETRAIN 10 9 RIDE & HANDLING 10 8.5 X FACTOR 15 12 LAP TIME 05 5 VALUE FOR MONEY 20 11 TOTAL 100 77.5
THERE’S A HEADY HIT OF TORQUE LOW DOWN, WHICH STARTS TO HAMMER DOWN HEAVILY ONCE THE MOTOR REVS PAST 4,000RPM
Total points: 73.4
ROYAL ENFIELD HUNTER 350
100 NOVEMBER 2022 | AUTOX.COM
LAP TIME
01:24.4 PARAMETERS POINTS SCORE QUALITY 10 7.5 COMFORT & 10 7.5 PRACTICALITY REFINEMENT 10 7 DESIGN 10 8 DRIVETRAIN 10 8 RIDE & HANDLING 10 8 X FACTOR 15 10 LAP TIME 05 1.4 VALUE FOR MONEY 20 16 TOTAL 100 73.4
WORDS: SHIVANK BHATT
M
eet the first of our ‘Best of 2022’ winners – the Royal Enfield Hunter 350. First things first, this is not just an all-new product – it also marks a step in a new direction for the brand that promises a more youthful, sporty approach. Now, for a traditional and heavyweight brand like Royal Enfield, this could have ended either way – a sales dud or a masterstroke. But since the Hunter 350 has made it to the ‘Top Three’ in our final scores and is selling like hotcakes, it doesn’t take a genius to figure out which way it went for RE. With the Hunter 350, Royal Enfield has created a modernretro roadster, without losing the heart and soul of the brand. And it’s not just limited to its design and philosophy but also extends to the engineering of the bike. The Hunter gets an all-new frame and suspension setup, meaning it doesn’t ride or handle like any other RE motorcycle. It’s got a completely new geometry – sharp rake, 17-inch wheels, and stiffer springs, all of which result in a sporty riding experience. So sporty that you can’t believe it’s a Royal Enfield. For instance, when Simran took the bike out for the first time, he was totally smitten by the experience. ‘I can’t believe how light and agile it feels around the track. Doesn’t feel like a Royal Enfield at all,’ he exclaimed. Again, we aren’t implying it’s an outright track tool, but for a brand with a reputation for making laid-back motorcycles, the Hunter’s handling is a pleasant surprise. At heart, the Hunter 350 is still an RE. That’s because it’s propelled by the same 349cc J-Series engine that powers
the Classic and Meteor 350. As you might already know, this engine is an absolute peach. It’s got oodles of power and torque (20.2bhp and 27Nm), and for the Hunter, it has been re-tuned to become livelier – the throttle response is peppier, and it revs quite freely now. The gearing is also spot-on. In the real world, the drivetrain has superb tractability in virtually all riding conditions. Last but not least, the Hunter’s design is another of its USPs. You can’t deny that the Hunter is a pretty cool-looking roadster. It’s got the right mix of modern, retro, and sporty elements. The dimensions are of a classic roadster, and it looks proportionate from all angles. Couple all this with some tasty paint options, and what you end up with is a sharp and contemporary RE roadster. Everybody on the jury, and even team members from our design and video team, couldn’t stop raving about the looks of the Hunter 350. Now, while the Hunter 350 bagged the ‘Best of 2022’ honour, it doesn’t imply that it’s flawless. There are a couple of areas where it could be better – the rear suspension, for instance, is quite stiff, which results in a jarring ride on bad roads. Similarly, it needs grippier tyres and stronger brakes, which will certainly add to its overall handling. Better rubber could have easily shaved a second or two from its final lap time. In the end, what seals the deal for the Hunter 350 is its stellar pricing. With its price tag ranging between `1.50 lakh and `1.69 lakh, the Hunter offers spectacular bang for your buck. If you think about it objectively, the Hunter offers the best of both worlds. It’s not conspicuously an RE, and yet, it inconspicuously offers everything that you expect from an RE.
AUTOX.COM | NOVEMBER 2022 101
OLA S1 PRO Total points: 73.9
WORDS: SHIVANK BHATT
102 NOVEMBER 2022 | AUTOX.COM
BEST OF 2022
‘D
on’t jump on the hype train, yet…’ – that’s what we said when we first tested the Ola S1/S1 Pro. And now a year later, the S1 Pro has bagged our ‘Best of 2022’ award by beating a diverse and capable range of motorcycles across different segments. So, what is it that made us change our opinion? Truth be told, a lot of things happened with the Ola S1 over the course of the year – including the good, the bad, and the ugly. Right after the market launch, it was a bumpy ride for the Ola S1/S1 Pro. The scooters faced multiple software glitches, and the company’s social media pages were flooded with customer complaints instead of praises. However, it seems that most of the issues are now fixed, as Ola has launched a number of software updates in the past few months, including Move OS 2.0. We had an S1 Pro on test for three days with us for the jury round, and, impressively, we didn’t face a single issue. And this gave us a chance to concentrate on the S1 Pro’s capabilities rather than worrying about it malfunctioning, which is how it should have been in the first place. Say what you may, though, but the S1 Pro is a revolutionary product. And that’s not just because it’s an EV. The features, functions, range, and performance that the S1 Pro brings to mass-market scooters make it a total game-changer. You’ve got a 7-inch TFT touchscreen, 4G connectivity, full LED lighting, cruise control, a reverse mode, inbuilt speakers, and whatnot. It’s also a very cool-looking scooter –
// feature
every member of our team loved its quirky design. Even the overall quality and fit-and-finish are quite good. Additionally, the S1 Pro has one of the best real-world range figures in its segment. You can eke out close to 130 – 140km quite easily, which is very impressive. However, the party piece of the S1 Pro has to be its performance and handling. Here’s the thing, the S1 Pro managed a lap time of 1:26, making it only two seconds slower than the RE Hunter 350! The performance is nuts, especially in Hyper mode. The acceleration is snappy – it does 0 – 60km/h in under 5 seconds. What’s interesting is that the performance doesn’t taper even at high speeds. On the track, it kept pulling effortlessly – we saw 114km/h (speedo-indicated) without even trying. Sure, the Hyper mode only lasts for about 5 minutes – it switches to Sport or Normal automatically – but even, then, the performance is simply mind-blowing. What’s more, the handling is equally brilliant. The S1 Pro is not only quick in terms of change of direction but also remains surprisingly planted at high speeds. Yes, the front suspension feels a bit jittery, but in the overall scheme of things, it honestly doesn’t bother you much. In all honesty, when the Ola S1 Pro lined up for our jury round, none of us expected it to be anywhere near the top. However, after three days of testing, we had to let go of those preconceived notions and rate and score the S1 Pro objectively without any bias. In the end, nobody should give two hoots about the noise Ola, or its detractors for that matter, make on social media. It’s the product that has to do the talking – which is exactly what happened on this occasion.
THE S1 PRO MANAGED A LAP TIME OF 1:26.9, MAKING IT ONLY 2.5 SECONDS SLOWER THAN THE HUNTER 350! LAP TIME
01:26.9 PARAMETERS POINTS SCORE QUALITY 10 8 COMFORT & 10 8 PRACTICALITY REFINEMENT 10 9 DESIGN 10 8 DRIVETRAIN 10 8 RIDE & HANDLING 10 7 X FACTOR 15 11 LAP TIME 05 0.9 VALUE FOR MONEY 20 14 TOTAL 100 73.9
feature // BEST OF 2022
SUZUKI KATANA Total points: 78.8
T
WORDS: KARAN SINGH
he moment I laid my eyes on the Suzuki Katana, I was in love. And not just me, our entire team would have their jaws drop every time the Katana was out on the track. The retro lines of the bike flow together so well with the modern components that you just can’t take your eyes off it. Suzuki has done a commendable job of reviving the legendary design, without making it look like a relic. The Katana, based on its looks alone, could be crowned the Best of 2022, and I’m pretty sure no one would charge at us with pitchforks. But perhaps the best thing about the Katana is that it matches the show with the go, and how! The Katana is powered by a 999cc inline-four cylinder engine with almost legendary status – the K5. It’s (pretty much) the same engine that helped the 2005 GSX-R1000 win a slew of competitions. Of course, in the Katana, the engine has been heavily tweaked to help it conform to modern emission regulations, but that hasn’t made it any less of a weapon – not in the least. With a stonking 150bhp at a screaming 11,000rpm, the Katana has some serious firepower. Key in the ignition, thumb the starter (the fuel switch and starter are integrated into one), and the Katana growls into life before settling into a gentle, refined purr. Vibrations? Haha, none! This thing ticks along smoother than a Swiss watch. But all that is irrelevant. Forget how it looks. Forget how it sounds – even though it sounds as if Benzaiten (the Japanese god of music) himself has meticulously composed that exhaust note – what
104 NOVEMBER 2022 | AUTOX.COM
boggles the mind is the way the Katana rides. The speed is, of course, shocking – the Katana warps the distance between two corners faster than your brain can comprehend. It takes a few laps just to settle into a rhythm, and only once you do can you start to appreciate how well it handles. Roll off the throttle, get in position, brake, lean. Then brake a bit later in the next lap. Then a bit later still. Then, ignoring all the alarm bells ringing in your head, brake even later. The Katana has so much raw grip from those fat Dunlop tyres (120/70 ZR17 front and 190/50 ZR17 rear) that you’re constantly pushing the envelope lap after lap, just to find you haven’t even scratched the surface. If you do push things a little too far, the Katana has your back – five-step traction control, riding modes, and ABS. No cornering ABS though, and also no lean-sensitive traction control – a bit of a miss, but I’m not complaining. The Katana’s throttle is well calibrated, and the engine puts out power in a wave that rises in ferocity as the revs climb, which means you don’t need Marc Marquez’s throttle control to keep it right-side up. This almost friendly nature of the Katana allowed Simran to push it hard, resulting in a lap time that is just a second short of the Streetfighter V2’s – the fastest bike this year. It’s not perfect, obviously. The Katana is a bit lazy, especially during quick direction changes, and the Dunlop tyres leave you wanting a bit more. Plus, the quality isn’t top-notch, and the LCD display looks a bit dated. But that’s it. That’s all you can fault the Katana with. It’s a brilliant motorcycle – one that you’d never get bored staring at, and one that you’d enjoy on every ride. At `13 lakh, it’s also priced ridiculously well for what is essentially a litre-class missile.
LAP TIME
01:07.2 PARAMETERS POINTS SCORE QUALITY 10 7.5 COMFORT & 10 7 PRACTICALITY REFINEMENT 10 9 DESIGN 10 9 DRIVETRAIN 10 8.5 RIDE & HANDLING 10 8 X FACTOR 15 13 LAP TIME 05 4.8 VALUE FOR MONEY 20 12 TOTAL 100 78.8
LAP TIME
01:03.1 PARAMETERS POINTS SCORE Quality 5 5 Comfort / Space 5 2 Refinement 5 4.5 Design 5 5 Drivetrain 5 4.5 Ride & Handling 5 4 Practicality 5 2 X Factor 20 18 Lap Time 15 15 VALUE FOR MONEY 30 8 68 TOTAL 100
A ROLLING PIECE OF SCULPTURE THAT ALSO HAPPENS TO BE ONE OF THE MOST POTENT MACHINES EVER CONCEIVED 106 NOVEMBER 2022 | AUTOX.COM
BEST OF 2022
// feature
Performance car of the year
FERRARI 296 GTB Total points: 68
N
WORDS: DHRUV BEHL
o prizes for guessing that the Ferrari 296 GTB is our ‘Performance Car of the Year.’ After all, it has a Prancing Horse on the bonnet. But it’s also a Ferrari with a V6 and a battery pack. And a plug-in hybrid means that it can’t be a real Ferrari, now can it? Well, what if I told you that the 3.0-litre V6 twin-turbo engine alone produces 654bhp – that means that the specific output is a scarcely believable 218 horsepower per litre, which is insane! And that’s to say nothing of the 165 additional horsepower generated by the 7.45kWh battery pack, which boosts total power to a not insubstantial 819 horses. With figures like that, I think Ferrari can rest its case. Yes, it’s the first V6 Ferrari (the Dino 206 and 246 never carried the Ferrari badge, so they don’t count), but the Ferrari engineers nicknamed this engine piccolo V12 (little V12) because of how similar it actually sounds to their legendary full-fat 12-cylinder motor. I won’t go so far as to say that it’s quite as spine-tingling, but it’s an aural, visceral, and dynamic delight all the same. There was never any doubt that the 296 GTB was going to be the quickest car around the short loop of the BIC this year – it achieved this feat without even breaking a sweat – so we decided to try and see how close we could get to the production car lap record around the full lap of the BIC. Well, at 2 minutes and 09 seconds for a full lap, it wasn’t too far off. In ideal conditions, and with some prep, it could legitimately compete to be the fastest road-legal machine around the 5.1 kilometres of the Buddh International Circuit.
What’s truly impressive about the 296 is the ease with which it delivers its tremendous turn of speed. Despite the massive amounts of tech packed into this machine, the fact that you don’t feel anything other than linear power delivery is a true testament to the brilliance of the Ferrari engineers. With their experience in F1, they are perhaps the best in the world at integrating complex cutting edge tech and ensuring that it translates to seamless pace and propulsion. And that’s exactly what the 296 GTB does, there are simply no unwanted surges of power, either from the turbos or the electric motor – just a wave of unending thrust. You can even start off in pure EV mode, so you don’t have to disturb the neighbours if you don’t want to. Of course, if you do choose to, all you have to do is give it a boot-full of throttle and the engine roars to life instantly. And the chassis, well, it’s every bit as good as you expect. The V6 is a 120-degree V, with the turbos nestled in between, so the centre of gravity is very low. 100km/h is achieved in less than 3 seconds, and we touched a top speed of over 300km/h on the back straight. But what’s incredible is not the fact that these speeds are achievable, but just how controllable the 296 feels at high three-digit speeds. The chassis is sublime. And that’s to say nothing of how it looks. If you ask me, it’s the prettiest Ferrari in the range. Those rear haunches – reminiscent of the 275 LM racer from the 60s – are perhaps the prettiest, most curvaceous piece of automotive design to have been penned in the recent past. This is a machine that takes my breath away – both sitting still and on the move. What more can you ask for from a rolling piece of sculpture that also happens to be one of the most potent machines ever conceived?
AUTOX.COM | NOVEMBER 2022 107
1
O U T T FERRARI 296 GTB
1. AERODYNAMICS
Ferrari has gone to great lengths to enhance the underbody aerodynamics, exaggerating the front downforce and ground effect to ensure that the 296 GTB remains glued to the road at speed.
2. DRIVE MODES
The eManettino on the 296 GTB has four positions: eDrive (electric power only), Hybrid (H), Performance & Qualify (max performance).
3. POWER UNIT
The 296 GTB has a combined output of 818bhp from its 2.9-litre twin-turbo V6 and integrated rear-mounted electric motor, powered by a 7.45kWh high-voltage battery.
4. EXHAUST NOTE
This V6 earned itself the nickname ‘piccolo V12’ (little V12) during the development phase, thanks to its sonorous exhaust note.
5 108 NOVEMBER 2022 | AUTOX.COM
5. WHEELS
Each of the five main spokes is twinned with a second, dynamic, curved element, which improves air extraction from the wheel arch.
2
3
A K E 4 AUTOX.COM | NOVEMBER 2022 109
VOLKSWAGEN VIRTUS Total points: 65.8
WORDS: DIVYANK KUSHAGRA BANSAL
SIGNATURE UNDERSTATED VW STYLING, COUPLED WITH SOME CLEAN LINES AND BALANCED PROPORTIONS, MAKES THE VIRTUS A SURE-FIRE HEAD-TURNER 110 NOVEMBER 2022 | AUTOX.COM
LAP TIME
01:12.0 PARAMETERS POINTS SCORE Quality 5 3.5 Comfort / Space 5 3 Refinement 5 3.5 Design 5 3.5 Drivetrain 5 4 Ride & Handling 5 4 Practicality 5 4 X Factor 20 14 Lap Time 15 7.3 VALUE FOR MONEY 30 19 65.8 TOTAL 100
B
efore I begin talking about its driving experience, I would say that the Volkswagen Virtus, and its Skoda counterpart, in my opinion, are perhaps one of the most crucial launches the Indian car market has seen this year. Why? Because these models have resurrected the once revered D-segment for sedans in the country. And I, for one, am glad about it. You see, at a time when SUVs rule our roads, if a sedan that looks as attractive as the Virtus comes along, enthusiasts are bound to make a beeline for it. The signature understated VW styling, coupled with some clean lines and balanced proportions, makes the Virtus a sure-fire head-turner. Especially in its sporty GT guise that you can see here, the Virtus looks really tempting and, dare I say, drool-worthy. But enough about its visual appeal. Truth be told, I am afraid a single page is not enough to write about the way the Virtus drives. Anyway, here we go. The star attraction, in this case, is VW’s 1.5-litre four-pot TSI engine and the slick-as-ever seven-speed DSG. A match made in heaven, for this combo delivers power seamlessly. And thanks to the Virtus’ able chassis, carving corners around the BIC is as fun as it gets. The way the car simply darts into turns instils so much confidence that it is hard not to
push the Virtus to its limit. Perhaps one of the biggest compliments I can offer to it is that at times on the track, I forgot that I was driving a front-wheel-drive vehicle. Why? Well, it seems that the Virtus doesn’t know that one thing that FWD cars are infamous for – understeering. Even off the track, the Virtus can be a really good sedan for everyday driving, especially because the 1.5 TSI engine comes with Volkswagen’s Active Cylinder Technology (ACT). Thanks to this, the engine can simply shut off half the number of cylinders when not needed, thereby boosting fuel economy. So, the Virtus seems to offer the best of both worlds – performance and efficiency. It also scores a few extra points in terms of comfort and practicality, for its generouslysized boot and spacious cabin. However, there is a fly in the ointment. While the Virtus looks great from the outside and drives supremely well, you don’t feel particularly nice sitting inside. And I am not faulting the car’s ergonomics. But the interior layout, design, and the quality of materials used just don’t feel special enough. In fact, its Skoda sibling does a much better job on this front, at least in my opinion. On the powertrain front, I really wish VW offered the top-spec 1.5 TSI with a manual gearbox too, because at the end of the day, no matter how good an automatic gearbox is, it simply can’t replace the feel of a manual unit. Nonetheless, though there’s still some scope for improvement, the Virtus has all the makings of a great product.
AUTOX.COM | NOVEMBER 2022 111
feature // BEST OF 2022
MARUTI SUZUKI GRAND VITARA Total points: 65.8
112 NOVEMBER 2022 | AUTOX.COM
LAP TIME
01:17.3 PARAMETERS POINTS SCORE Quality 5 3.5 Comfort / Space 5 4 Refinement 5 3.5 Design 5 3.5 Drivetrain 5 4 Ride & Handling 5 4 Practicality 5 4.5 X Factor 20 14 Lap Time 15 2.8 VALUE FOR MONEY 30 22 65.8 TOTAL 100
WORDS: KARAN SINGH
E
ven before it arrived, we knew the Maruti Suzuki Grand Vitara would be a strong contender for the Best of 2022. It’s loaded with fresh technology and has a new approach to a segment that is fiercely competitive. In short, it’s Maruti Suzuki playing on its strengths, flexing its engineering muscles, and coming out strong. The Grand Vitara is available in two distinct flavours. First is the mild-hybrid variant, which uses the same 1.5-litre four-cylinder petrol engine as that of the Brezza, with the same 101bhp and 137Nm. It can be had with a 6-speed torque converter AT or a five-speed manual, which also gets the option of AWD. Maruti bringing AWD in a segment controlled by FWD SUVs? I’m on my feet and clapping! Then there’s the strong-hybrid variant, which is what we tested. It uses a (different) 1.5-litre three-cylinder engine, running on the efficient Atkinson cycle, along with with an e-motor and battery setup to put out a total of 113bhp. Not a very impressive figure, is it? What is impressive is the efficiency you get out of it. Maruti claims 27.97km/l, which translates to a real-world figure of over 20km/l without much effort. The reason is simple – it can run on pure electricity for short distances and under low-load situations, which saves many precious litres of petrol. The e-motor also offers instant torque, resulting in a surge that is very noticeable at city speeds. Once you get on the highway, you will realise that this powertrain is geared toward efficiency and not performance.
This also means that it’s pretty underwhelming on the track. The eCVT makes the 1.5-litre sound strained – it definitely needs an extra 20 to 25bhp (from both engine options) – and the transition from EV to ICE isn’t the smoothest. That said, even though the Grand Vitara has no sporty credentials, which is alright for what is essentially an urban SUV, it handles quite well. Even the steering wheel has a nice heft to it, along with good returnability. The ride quality of the Grand Vitara is one of its strong points – it soaks up imperfections well, and while the strong hybrid has a firm edge to it primarily due to its weight, it’s still one of the better riding SUVs in its segment. The Grand Vitara, however, loses some points in terms of space, owing to the fact that its batteries take up a significant amount of the boot space. Even the quality just isn’t up to the mark – most of the switchgear is lifted from lesser Maruti cars, and you won’t find your money’s worth in terms of that premium feel if you’ve splurged on the topend variant. That said, the seats are comfortable, and the classleading efficiency of the strong hybrid and the capability of the mild hybrid with AWD can’t be ignored. Plus, it packs all the right features – wireless CarPlay / Android Auto, a massive panoramic sunroof, ventilated seats, and connected car tech, to name a few. Plus, you get the peace of mind that comes with owning a Maruti Suzuki. The Grand Vitara isn’t perfect, but it does come close to it, which is why it’s one of the Best of 2022.
AUTOX.COM | NOVEMBER 2022 113
feature // BEST OF 2022
W
ith the kind of features, performance, space, drivetrain options, and the overall feel-good factor that the Kia Carens offers at its price, it’s hardly a surprise to see it in the top five of our ‘Best of 2022’ awards. In short, the Carens has got all the bases covered for its segment. It’s spacious, refined, rides and handles like a car, and most importantly it feels premium in all areas. Now, at first, the Carens feels a little out of place on the track. It’s long, decked with features, and, most importantly, it’s meant to carry six or seven people, well, depending on the variant you pick. But given my experience of the Carens in the hills of Uttarakhand a few months ago, I had a feeling that it would be a surprise – not in the sense that it would set the track on fire but that it would be able to hold its own. And that’s exactly what it did. Dhruv, our editor, was surprised that the Carens didn’t make its length apparent when he was hustling it around the corners and setting a lap time. Even the diesel-auto combo was phenomenal. The engine has got great grunt and the gearbox compliments it so well. The shifts are smooth, resulting in a seamless turn of speed. In fact, the
Carens’ diesel engine had no issues revving to the redline or the gearbox shifting up quickly, and, more surprisingly, even aggressive downshifts were conducted in a smooth manner. The Carens, then, sailed through our track test, exhibiting reasonable finesse. We do think, though, that it could have posted a faster lap time had Kia sent the turbopetrol version for our track test. Now, one of the biggest highlights of the Carens is the fact that it offers a bunch of engines and transmissions to pick from – even its feature list is long and on-point. And the Kia Carens leaves no stone unturned in terms of being a seven-seater – the comfort in its third row is unmatched by any other seven-seater in its segment. The Carens has, in fact, been a member of the autoX garage for more than a few months, and anyone who drives it always speaks very highly of it, as if they were pleasantly surprised by it. The Carens, then, is a car that under-sells itself and then surprises you by outperforming. It’s an unassuming performer – the quiet one in your classroom. The one who keeps their head down and minds their business without trying to be something that they are not. But, ultimately, when it’s time for results, it turns out to be the class topper! And, as a people mover, the Carens is just – the top-offering in its segment, without a shadow of a doubt.
IT’S SPACIOUS, REFINED, RIDES & HANDLES LIKE A CAR, & MOST IMPORTANTLY, IT FEELS PREMIUM LAP TIME
01:17.0 PARAMETERS POINTS SCORE Quality 5 4 Comfort / Space 5 4.5 Refinement 5 4 Design 5 3.5 Drivetrain 5 4 Ride & Handling 5 3.5 Practicality 5 4.5 X Factor 20 11 Lap Time 15 2.9 VALUE FOR MONEY 30 24 65.9 TOTAL 100
114 NOVEMBER 2022 | AUTOX.COM
KIA CARENS Total points: 65.9
WORDS: DHRUV PALIWAL
AUTOX.COM | NOVEMBER 2022 115
feature // BEST OF 2022
HYUNDAI TUCSON Total points: 68.6
I
WORDS: ISHAN RAGHAVA
thought that the latest generation of the Tucson had a lot of promise when I first drove it a few months ago at its launch. It featured some outstanding highlights, such as the razor-sharp design, showcasing a completely new design language for the brand, acres of space inside, and a massive leap in terms of quality and, of course, standard equipment – something that the Hyundai brand is quite famous for. Thankfully, unlike most of its competitors, the Tucson is still offered in both petrol and diesel variants, making it one of the few SUVs that still offer the diesel option in the Indian market. Our test version was the diesel engine variant, which produces 184bhp and 416Nm and featured an 8-speed automatic gearbox. But how did it fare in our test? Well, it did exceedingly well in most aspects. Our team of jurors loved the practicality, quality, design, space, and refinement of the Tucson. It also fared quite highly in terms of the value for money, which makes sense, given how well-equipped it is, and its newfound jump in quality levels also contributes to that end. The other aspect that most of the jurors loved was the spaciousness of the cabin – I mean fitting in five adults here would be a breeze. The quality levels of the Tucson, along with the large crisp digital displays in the cabin, make the Tucson feel like it is from a segment above and definitely add to its appeal to Indian
116 NOVEMBER 2022 | AUTOX.COM
customers. The suspension setup also deserves some praise, for most of the jury members found that in normal day-to-day usage, the Tucson offers an excellent balance between ride quality and high-speed manners, which essentially means more comfort inside the cabin. While the ride and handling of the Tucson are excellent, there is still one aspect of that car that Hyundai hasn’t yet perfected – I am talking about the feel of the steering. In normal mode, the steering is fairly direct but completely devoid of any feel – in fact, it seems quite dead. And in Sport mode, it loads up heavily – a bit too heavy, for my liking – but that doesn’t change the way it feels or communicates to the driver. Some of Hyundai’s newer products have seen massive improvements in this aspect, and I think the Tucson definitely needs work in this area – it’s one of the few shortcomings of the SUV. With its powerful diesel engine, the Tucson was decently quick around the track, but what impresses you, even more, is its on-road ride and high-speed manners. Ultimately, the Tucson scored well in all categories, especially value for money and X-Factor, so much so that it lost the top spot of this year’s awards by just a meagre 0.2 points – that’s just how close it was overall to the winner. And given that the waiting list for the Tucson is now extended to nearly two years, you can understand why it makes such a compelling proposition not just for us professional testers but also for regular Indian customers.
LAP TIME
01:13.9 PARAMETERS POINTS SCORE Quality 5 4 Comfort / Space 5 4 Refinement 5 4 Design 5 4.5 Drivetrain 5 4 Ride & Handling 5 4 Practicality 5 4.5 X Factor 20 14 Lap Time 15 5.6 VALUE FOR MONEY 30 20 68.6 TOTAL 100
feature // BEST OF 2022
BMW i4 Total points: 68.8
WORDS: DHRUV BEHL
118 NOVEMBER 2022 | AUTOX.COM
LAP TIME
01:09.1 PARAMETERS POINTS SCORE Quality 5 4 Comfort / Space 5 3 Refinement 5 4 Design 5 4 Drivetrain 5 4.5 Ride & Handling 5 3.5 Practicality 5 3 X Factor 20 16 Lap Time 15 9.8 VALUE FOR MONEY 30 17 68.8 TOTAL 100
A
t first glance, this appears to be a case of déjà vu. Last year, the car that topped our mega test was a BMW (the M340i) – a four-door 3 Series that cost just shy of `70 lakhs (ex-showroom) and produced threehundred-plus horsepower. One year later, the car that you see here – the very ‘Best of 2022’ – is also a BMW. It’s also based on the 3 Series, costs just under `70 lakhs (ex-showroom) and produces the equivalent of three-hundred-plus horsepower. The difference: this one is fuelled by electricity! The great thing is that it retains the essence of BMW – that fun factor. This is an EV that, in true BMW fashion, will hang its tail out all day long if you so choose. The difference is that, in everyday use, it’ll also be whisper quiet while appearing to be propelled by an invisible force. Moreover, that nose – which at first seemed to be an abomination – is growing on me and the massive curved HD screen that makes up the instrument cluster and iDrive display is a game-changer in the cabin. This is an EV that costs the same as its ICE counterpart, and claims a 590-kilometre range, which means that range anxiety
shouldn’t be an issue. So, not only is it a cutting-edge EV that’s imminently usable, it’s also one that allows you to have fun while flying the green flag. If you watch the ‘Best of 2022’ four-wheel contenders’ video on our YouTube channel, you’ll see me grinning from ear-to-ear while holding the i4 in a full opposite lock slide – it’s that kind of EV. The claimed 0-100km/h acceleration time is 5.7 seconds, but it feels so much faster because of the instant torque from zero RPM. The power feels immense, and, unlike all other EVs, the chassis is incredibly playful. The front-end is light & responsive and the i4 does exactly what you tell it to – as opposed to most modern cars, especially EVs, that feel as though you have to go through multiple gatekeepers to have any fun at all. And even then, they feel overly sanitised and, frankly, a bit like appliances on wheels. The i4 couldn’t be more different. It oozes character, modernity, and athleticism – just as you would expect from a BMW. The only problem is that the i4 is currently sold out. So, if you want one, you better put your nearest BMW dealer on your Christmas card list and write to Santa telling him how much you’d love to save the glaciers at the North Pole by ditching fossil fuels in favour of this electrified BMW.
AUTOX.COM | NOVEMBER 2022 119
G O I N G
Strong
120 NOVEMBER 2022 | AUTOX.COM
SKODA KUSHAQ
// sponsored feature
While we’ve always known that Skodas are built like tanks, this claim is now backed with scientific proof – for the Kushaq has scored a stellar five-star rating in the Global NCAP crash tests.
S
koda is a brand that’s known for its vault-like build quality. However, there were high levels of curiosity on how their INDIA 2.0 cars would be. You see, the INDIA 2.0 project was Skoda’s attempt at doing something they have never done before. Rather than using their global platform, the company developed the MQBA0-IN platform specifically for India with the intention to export to newer markets from here. The platform focuses on lower ownership costs with 95% localisation. So, we couldn’t help but ask the question – would this India-developed platform maintain the same standards of safety and quality as Skoda’s international offerings? We now have a solid answer to that. And a scientific one, too. Backed with numbers. As it turns out, while Skoda developed the platform at lower costs and with high amounts of localisation, the company has maintained the same no-compromise focus on safety, for the Skoda Kushaq has achieved the highest stamp of approval – it’s been awarded a full 5-stars crash test rating in the latest Global NCAP crash tests. What’s even more impressive is that the Kushaq is the first made-in-India vehicle tested under GNCAP’s newer and more stringent test protocols. The Kushaq has simply obliterated not only the competition, but every other car manufactured in India. Because no other car has tested under these new crash test standards. Moreover, whether old or new protocols, no other car has earned a full five stars for child occupants. A feat unique to the Kushaq. Also making it the safest India-made car. The Kushaq scored a stellar 29.64 out of 34 points in the adult occupant protection test and 42 out of 49 points in the child occupant protection test. GNCAP’s updated crash test protocols include frontal and sideimpact crash tests for all models to be tested. New vehicles are required to have Electronic Stability Control (ESC), pedestrian protection, and side impact pole protection assessments in order to score the highest star ratings. For the crash test, GNCAP used the base variant of the Kushaq, which comes standard with dual airbags, ABS and EBD, ESC, Traction Control, 3-point rear seatbelts, ISOFIX child seat mounts, and more. In its base variant, the Kushaq demonstrated stable structural integrity in the frontal impact, while
AUTOX.COM | NOVEMBER 2022 121
The Skoda Kushaq is truly a complete package – looks, driving dynamics, features, and now a proven safety rating too!
WITH ITS STRUCTURE, QUALITY AND TECHNOLOGY, THE KUSHAQ HAS PROVEN TO BE THE SAFEST FAMILY CAR IN INDIA offering adequate to good protection for adult occupants and marginal to good protection in the side impact scenarios. In the side impact pole protection test, GNCAP used the higher variant of the Kushaq equipped with six airbags, and it was rated ‘OK’. A good score in the side impact tests is also thanks to the Kushaq’s impact-absorbing body components and
Side Impact Protection Beam in the doors, which is standard across variants. These tests prove it’s not just the airbags or the active or passive safety features in the Kushaq that play a crucial role in keeping passengers safe but also the entire platform’s crashworthiness and ability to absorb impact. This only shows that with the Kushaq, with the MQB-A0-IN platform,
and with the India 2.0 project, Skoda has not compromised in terms of safety, crashworthiness and quality. After all, safety is the one feature you can never accessorise or fit aftermarket. With these latest crash test ratings, Skoda has proven that safety is at the core of all its engineering and development. With the latest crash ratings, the Kushaq has put out what is now the safest car in India with its construction, quality, and technology that allows you to Protect What Matters. Put simply, the Kushaq, with its segmentbest TSI engine options, impeccable driving dynamics, premium features, and now the dual five-star crash test ratings, is now a perfect all-rounder for everyone in the family.
Petr Šolc, Brand Director, Škoda Auto India “At Škoda, safety is not just a feature. It is an essential part of our brand DNA. Today, I am extremely proud to share that the Kushaq has received a 5-star safety rating by Global NCAP for both adult and child occupants, making it the first car made in India to do so. It is a proud moment for all of us at Škoda to have India’s safest family car leading our growth story
122 NOVEMBER 2022 | AUTOX.COM
in India. The Kushaq, along with the Slavia, drives the success of Škoda’s India 2.0 project. In a very short time, it has created a space for itself among SUV enthusiasts across the country. The intelligent, Simply Clever solutions and advanced safety features have been appreciated by experts as well as our valuable customers.”
drive // PORSCHE CAYENNE COUPÉ
124 NOVEMBER 2022 | AUTOX.COM
drive // PORSCHE CAYENNE COUPÉ
Logbook
CAYENNE E1
At Camp Cayenne, Porsche had a lineup of first generation Cayennes – featuring some cool liveries and trick off-road mods.
BASH ME UP!
The mods included skid plates, a raised suspension, and more. The durability of the cars also reflected on the reputation for quality that the German brand enjoys.
When you look at the Porsche Cayenne Coupé, you are most likely to think of fast highways, twisty winding roads, and long journeys. For most people, the Cayenne Coupé is an SUV that, in all likelihood, will never leave the tarmac, covering hundreds of kilometres at a fast clip. But what happens when you take the Cayenne Coupé off-road over rocky terrain or dune bashing in the sand? Well, Porsche Middle East designed its Camp Cayenne program to do exactly that and demonstrate how it can handle adverse conditions while still being a brilliantto-drive SUV on the road.
A BIT OF HISTORY
RUBBER MATTERS
Fitted with off-road specific tyres, the Cayennes were mighty capable on all kinds of terrain, showcasing Porsche’s off-road prowess.
It wouldn’t be an exaggeration to say that the Cayenne changed the course of history for Porsche. I distinctly remember when Porsche first unveiled the first-generation Cayenne exactly 20 years ago in 2002. There was a collective sigh of dismay from enthusiasts and motoring press alike across the world – how could Porsche hoodwink its purists and produce an SUV, they wondered. Also, I think that the first-gen Cayenne’s styling didn’t work in its favour. But, to give credit where due, the
boffins at Porsche had spotted the SUV craze, which was about to take the world by storm, quite early, allowing them to enjoy a first-mover advantage in the SUV world. And before anyone realised, the Cayenne was the best-selling Porsche model worldwide – they couldn’t make enough of them to meet demand. To showcase a bit of the Cayenne’s history, Porsche Middle East also procured six units of the first-generation Cayenne (facelifted version) and tweaked them to make them off-road capable. The tweaks included raised suspension, off-road tyres, skid plates, and custom paint jobs, which used the racing colours that Porsche has used in its illustrious racing history. And I must say that with their aggressive stance and lovely paint jobs, the Cayennes did look rather purposeful. It was also an interesting way to show that while those SUVs were 15 years old, they were still working well and could undergo rigorous off-roading. Frankly, it’s all a nod to the famed build quality and reliability of Porsche products – one of the brand’s most enduring hallmarks, and one that makes it a favourite of enthusiasts and collectors alike. And as one would expect, the modified Cayennes made the off-road course look easy. With the differential lock engaged, climbing steep inclines or even running over big stones was a piece of cake for them.
ON THE SURFACE OF THE MOON
Yep, you read it right – for that’s exactly what the first part of our off-road course looked like. The main attraction of our drive, however, was how the Cayenne Coupé would behave in tough conditions. First, we drove the GTS version, which is powered by a 4.0-litre turbocharged V8, producing 454bhp and 620Nm. Now, true to
AUTOX.COM | NOVEMBER 2022 127
drive // PORSCHE CAYENNE COUPÉ
YOU DON’T NORMALLY ASSOCIATE THE WORDS ‘OFF-ROAD PROWESS’ WITH PORSCHE, BUT YOU SHOULD tradition, the GTS versions of all Porsche products feature not only visual tweaks but also mechanical changes to make them more aggressive and sportier. In the Cayenne Coupé’s case, the visual modifications included gorgeous 22-inch wheels and GTS badging, while the interior featured fabric inserts and Alcantara. On the mechanical front, it features tuned suspension, sharper steering, and a switchable sports exhaust, which sounded pretty sweet. Our first drive of the GTS started with the on-road journey to where the rough stuff began. Given its potent engine, we could instantly feel that the GTS was something quite special. There is virtually no turbo lag, the engine loves to rev and provides an astonishing amount of grunt. Gaining or maintaining three-digit speeds just requires a flex of your right foot, while the sharp steering keeps you well informed. On twisty roads around Hatta mountains near Dubai, the GTS was a delight to throw around on the flowing curves, as it inspired superb confidence and composure throughout. Of course, the highlight of the day was to go off-road and onto rocky terrain, which meant engaging the Offroad and Rocky Terrain modes to get the needed assistance from the electronics. Now, the only thing we had to worry about was to make sure we didn’t blow the thin sidewall of the 22-inch tyres. So, how did the Cayenne Coupé perform over the rocky terrain? Well, to be honest, our instructors, after guiding us through the rocky terrain, actually took us on to an area that had no paths, meaning we had to create our own. But, nowhere did we feel that the Cayenne Coupé was under any kind of stress or even near its limits. With the powerful engine and
128 NOVEMBER 2022 | AUTOX.COM
electronics, it was ridiculously easy to drive off-road. But, for me, the real test of the Cayenne was to come next.
INTO THE SAND
After reaching the desert, our first job was to deflate the tyres a bit to have better traction in the sand. The sand was reasonably soft, so we started off gingerly. But as I soon rediscovered, the key to driving in the sand is being smooth and maintaining momentum, which wasn’t difficult to do, given the 620Nm of torque. However, one has to be very careful, for it’s quite easy to get bogged down. We tackled multiple inclines, some sharp drops, and lots and lots of sand. With the Offroad mode selected for sand, the Cayenne Coupé once again made dune bashing look easy. In fact, as you can see in the pictures, the sand was quite deep, which meant that if you exercised your right foot liberally, there was a lot of fun to be had, allowing us a lot of opportunities to capture some great visuals. The learnings from the experience? Well, to be honest, if you’d asked me beforehand if the Cayenne Coupé could handle this kind of terrain, my answer would’ve been a flat no. But I’m happy to be proven wrong. Also, I got to experience first-hand the capabilities of this road-focused SUV, especially in tough conditions. This makes me think that if you could build a Cayenne Coupé GTS with 18-inch offroad wheels and tyres, it could probably go anywhere in the world. So, I am, then, off to check Porsche’s configurator to see if I can build something like that for myself.
sponsored feature // MARUTI ALTO K10
As the cars of today continue to struggle and hustle for every last morsel of market share, the Alto K10 continues to write its own script! PHOTOGRAPHY KAPIL VASHISHT
LEGEND
REB
ORN
THERE IS NO ESCAPING THE FACT THAT EVERYONE HAS A SMARTPHONE NOWADAYS, AND THE ALTO MIGHT AS WELL MAKE USE OF IT
132 NOVEMBER 2022 | AUTOX.COM
MARUTI ALTO K10
// sponsored feature
W
hat are two types of change? I will use the tech world to give you a very clear distinction between the two. On one hand, there are smartphone manufacturers who will give you a new model every year with hardly any changes and make it sound like the upgrade of the century, and on the other hand, you have players like Sony who will redo the PlayStation once in a decade and when that happens, the changes are so substantial that it feels like a genuine update. The Maruti Alto K10, then, falls squarely into that second category where whenever Maruti come out with an update, you genuinely feel that the Alto K10 has been upgraded to be in sync with the times rather than due to a rat race about having the latest product in the showrooms. Now on the surface, the new Alto K10 might come across as just another Alto, but in the grand scheme of things, this is the evolution of a legend that we have all come to love, and respect for what it is, rather than what we can make it into. In fact, we recently concluded our annual track test at the BIC and as we were browsing through the pictures, our editor, who is primarily responsible for setting the quickest lap times in all cars, had the largest of grins plastered on his face as he took the Alto K10 out for a spin. The reason behind that smile - Maruti’s taken its simple formula of a small car with a peppy engine and given it the right tools so that it comes across as evergreen as ever, even in the year 2022!
TOUCHSCREEN
So, what’s changed with the Alto K10? Well, for starters, the Alto K10 now gets a touchscreen. This is the first time the Alto K10 gets a touchscreen, and while purists might not agree with this decision, it was high time that the quintessential Indian car had a screen in it for calls, navigation and audio. Now, there is no escaping the fact that everyone has a smartphone nowadays, and with smartphone penetration so deep, the Alto might as well make use of it. What we like about the screen in particular is that it is a very user-friendly unit, especially when you are driving the Alto K10 and can’t really be bothered to look directly at it. All the important stuff is highlighted in bright colours and big boxes, so you don’t end up giving a wrong command by accidentally touching the wrong area of the screen, even when you are driving. It’s important to note here that a touchscreen has not been given
just for the sake of giving one. It’s not the largest, nor is it the most feature-packed. But in its operation, you can hardly go wrong. This is simply a demonstration of new technology integrating itself into the driving experience rather than becoming a whole new experience in itself, aside from the experience of driving the new Alto K10. After all, when you are driving, would you prefer that your attention stay on the road or on the shiny new 25-inch touchscreen in front of you? I am sure the answer is the former and the Alto K10’s touchscreen helps massively in this regard.
SPACE
Another big change in the Alto K10 is the amount of space on offer. We were genuinely surprised even at its launch when we got into the rear of the cabin. There were miles to go before the knee of the rear passenger would even get close to the seat in the front. After all those years, this was a dream come true for the Alto K10. And with so much space in the rear half, one might expect that the boot would be compromised, but no! The boot seems to have
AUTOX.COM | NOVEMBER 2022 133
sponsored feature // MARUTI ALTO K10
The Alto K10 has comfortable seating for each person, with the flat rear bench further enhancing comfort for three people at the back.
grown too and can easily take in the luggage of four for a weekend. Ask any Alto owner and they will tell you what a huge step up that is, because, for years, space, especially in the second half of the cabin has always been at a premium in the Alto K10 but with this new model, Maruti seems to have fixed that problem as easily as waving a magic wand at it! If you were to fold the rear seat down, you would have a lot of space to carry stuff as well, so if you want to use the Alto K10 as a luggage carrier for one day, you can do that too. This adds immensely to the practicality value of the Alto K10, something which has already been an excellent highlight for the Alto K10 over the years.
DESIGN
It’s not just the space that has seen a step up when it comes to the Alto K10. The design of the car too has gone up by leaps and bounds. This is the first time that the Alto K10 has moved on from its traditional design to use more funky elements, such as the large grille upfront. It has this honeycomb pattern with a 3D printed finish, which looks out of this world. The first time you see it, you have to touch it, to believe it. It’s a brave step, to toy
134 NOVEMBER 2022 | AUTOX.COM
with the design of such a legend, as no matter what you do, there will always be naysayers. But, ultimately, the Alto K10 comes out the other side of this redesign looking like a champion. This is also evident in the rear-end design which is now bolder, and looks heftier, especially in traffic. But all of this boldness in the design has not come at the expense of size, as the Alto K10 still remains a small hatchback with the ability to dart in and out of gaps in traffic, along with the ability to park itself in the smallest of places. This means that whenever you step out in the Alto K10, you are not worried about traffic or finding a parking spot near your destination.
SAFETY
When it comes to safety, there was a genuine question at one point in time. Would it make sense to upgrade the Alto K10 to meet all the latest emission norms, crash test norms, etc? After all, the Alto K10 would require considerable work to be done on it to meet the latest set of norms, but the fact that this was possible and is a reality today only speaks of how versatile the Alto platform is. The ultimate cost of reinforcing the Alto K10 is that its base price goes up, but that is a price that we all pay collectively as we move towards safer cars and safer roads for India. Dual front airbags and reverse parking sensors might be compulsory on all cars in India, but honestly, seeing them on the Alto K10, you realise how far along the Indian automotive industry has come. So when you buy an Alto K10 now, you do so with the promise that it is as safe a car as other small cars standing next to it in traffic.
ENGINE
However, ultimately, we come to the heart of the matter and the literal heart of the Alto K10 - the K10C 1.0-litre petrol engine. Maruti has continuously upgraded its engines over time, and in its latest avatar, its 1.0-litre petrol is a smooth-revving motor. Just a hint of throttle and this engine likes to glide along as a hot knife on butter. The manual transmission is quick in its shifts and feels solid due to its mechanical nature. In fact, the manual transmission Alto K10 is so smooth to drive that you almost feel like you are driving an automatic. And if you miss one, you also have the convenience of an actual automatic. The automatic transmission is an AMT or an Automated Manual Transmission, and if I may, Maruti’s AMTs have come leaps and bounds from what they used to be, and now deliver a seamless driving experience, be it in the city or out on the highway. The cherry on top, the AMT is even more fuel efficient than the already superfrugal manual transmission version of the Alto K10.
WHAT NOW?
With all of these changes, the Alto K10 is standing right where it needs to be. It’s a no-frills car but has all the frills that you would ever need. It can survive in the harshest of conditions, the touchscreen is super convenient, road trips become a more pleasant affair than before with all the extra space and the superrefined K Series engine continues to weave its magic as it not only offers a peppy drive experience but a frugal one as well. As for what now, well, we are happy to wait for another decade to see the next bunch of changes in the Alto K10.
AUTOX.COM | NOVEMBER 2022 135
feature // LAUNCH CONTROL 4.0
t o h n i k o sm ' 136 NOVEMBER 2022 | AUTOX.COM
Launch Control 4.0 is a good name for a track day. So, we decided to take part – in a diesel Merc! WORDS DIVYANK KUSHAGRA BANSAL PHOTOGRAPHY LAUNCH CONTROL
I
t is hard to describe the excitement a driving enthusiast feels when they hear the words – Track Day. Why? Because a track day not only allows you to unleash your four-wheeled weapon’s full potential but also lets you be around a plethora of likeminded individuals and their drool-worthy machines. So, naturally, when I got to know that I’d be heading to the Launch Control 4.0 track day at the Buddh International Circuit, my immediate thoughts went to deciding which car to take for it, of course, only once I stopped jumping and buzzing with joy. Speaking of which, things did not go exactly as I’d hoped. While in my mind I was picking a car from among Porsches and Audi’s delectable RS line-up, as it turned out, these cars were not available in Delhi at the time. However, all was not lost. A quick call to Mercedes-Benz confirmed the availability of the C 300d, and it was the weapon I went with. Now, before purists unload their rage on me, let me explain. I know – putting a diesel car and a track day together is like picking someone like me to do a sprint race (those who have seen me will understand this reference in a wink). But having driven the car only a few days ago, I wasn’t unhappy with my pick – packed with 261bhp and 550Nm of torque, the C 300d isn’t a car that you can smash lap records with, but its definitely a quick car in my books. And with its sorted driving dynamics and a capable chassis, I knew I‘d very much be able to extract plenty of fun from it on the track.
LOVE AT FIRST SIGHT
Cut to the moment I rolled into the pit lane, and immediately, I was awestruck. From Ferraris to Porsches to Lamborghinis all neatly lined up in an OCD-friendly fashion, it was nothing short of my ‘kid in a candy store‘ moment. And the best part? I could simply walk up to their owners and talk to them to my heart’s content. An enchanting prospect indeed. But before I could spend any more time all dreamy-eyed, I had an important agenda – to look for a suitable competitor for the upcoming drag races. Yup, the two-day event was divided as follows: Day 1 was reserved for drag races that would continue late into the night (something that Launch Control claimed was a first for track days at the BIC), and Day 2 was dedicated to doing hot laps. And, as a cherry on top, the support paddock had been converted into a really cool ‘drifting patch‘, with photographers and videographers present to record you in action. Overall, if I was to describe my experience in one term – breathtaking. It might sound like an exaggeration, but for someone’s debut track day, Launch Control ticked all the right boxes – a great atmosphere, splendid line-up of participating cars, enticing stickers and livery, and, most importantly, enabling fun without compromising safety. Of course, I would have loved to take part in it with a proper track-bred sports car, but having said this, I really cherished my time with the C 300d. As predicted, the diesel sedan proved itself to be a worthy companion. AUTOX.COM | NOVEMBER 2022 137
sponsored feature // VW TAIGUN
138 NOVEMBER 2022 | AUTOX.COM
SUPREME
SUVW The locally-made VW Taigun becomes one of the first cars in India to score a full five-star rating for both adult and child occupant protection in the updated Global NCAP crash tests. PHOTOGRAPHY KAPIL VASHISHT
AUTOX.COM | NOVEMBER 2022 139
sponsored feature // VW TAIGUN
Build quality is perhaps one of the most iconic traits of a German-engineered vehicle, and when it comes to picking out a brand that reflects ‘German Build Quality’ unlike any other, one name comes to mind – Volkswagen.
140 NOVEMBER 2022 | AUTOX.COM
W
hen people talk about cars, especially petrolheads, a line that comes up frequently is that German cars are the best – be it in terms of technology, driving dynamics, reliability, longevity, or even robust build quality. Now, the last aspect – build quality – is perhaps one of the most iconic traits of a German-engineered vehicle, which is renowned all over the world. Even those not well-versed in the global automotive universe would know this. And when it comes to picking out a brand that reflects ‘German Build Quality’ unlike any other, one name comes to mind – Volkswagen. Across the globe, Volkswagen is famous not just for producing class-leading cars but also for making one of the safest ones out there, all thanks to the unparalleled standards of German build quality. This fact was very recently reiterated by Volkswagen India. The made-in-India VW Taigun
THE TAIGUN HAS ALSO HELPED INSTIL A SENSE OF CONFIDENCE IN THE AMBITIOUS INDIA 2.0 PROJECT underwent Global NCAP’s updated and more demanding crash tests and emerged with flying colours. The Taigun secured five-star ratings in the crash tests for both adult and child occupant safety, making it one of the first-ever models in India to achieve the milestone. While a few Indian-made cars have secured a five-star rating before – under GNCAP’s old protocol – the Taigun becomes the first one to score a full five for both adults and children. This makes the Taigun the safest made-in-India car, to date, which is a remarkable achievement. Sharing his thoughts on the occasion, Ashish Gupta, Brand Director, Volkswagen Passenger Cars India said, ‘Safety, build quality and fun-to-drive is the core DNA of brand Volkswagen and our prime focus has always been to keep up this promise with zero compromises. Today, it is a matter of great pride for us to announce that our Germanengineered SUVW Taigun, equipped with 40+ safety features, has secured a five-star rating in the Global NCAP test both for adult and child occupants. This reflects our commitment to offering the highest safety standards to our customers in India and the hard work of our entire team whose engineering
expertise and efforts have made Taigun, India’s Safest SUVW. Moreover, our constant endeavour is to strive for excellence in safety, reliability, and accessibility for our Indian customers.’ If we talk about figures, the Taigun scored 29.64 out of 34 points in the adult occupant protection test and 42 out of 49 points in the child occupant protection test. For frontal and side-impact crash tests, GNCAP used the base version of the car (with dual airbags) and it scored 14.5 points out of a maximum of 17. For the side pole impact test, the top-end variant with six airbags (including curtain airbags) was used, and while there were no scores given as such, GNCAP rated the SUV ‘OK’ in this test. To better understand these scores, given below is the exact test result summary from the GNCAP report: Frontal impact: ‘The protection offered to the driver’s and passenger’s head and neck was good. The driver’s chest showed adequate protection and the passenger’s chest showed good protection. The driver’s and passenger’s knees showed good protection. Driver’s tibias
showed marginal and adequate protection and passenger’s tibias showed good protection. The footwell area was rated as stable. The bodyshell was rated as stable and it is capable of withstanding further loadings.’ Side impact: ‘Head, abdomen and pelvis protection was good while chest protection was marginal. Side pole impact: curtain airbags meet the fitment requirements and a pole impact test was performed in a version with side head protection airbags showing good protection to the head and pelvis, adequate protection to the abdomen and marginal protection to the chest.’ Electronic Stability Control (ESC): ‘Meets the fitment rate requirements and the performance shown in the test was acceptable according to Global NCAP’s latest requirements.’ By achieving this feat, not only has the Taigun cemented its reputation among Indian car buyers as one of the safest cars on Indian roads, but it has also achieved something even bigger, and that is, instilling a sense of
AUTOX.COM | NOVEMBER 2022 141
sponsored feature // VW TAIGUN
confidence in the Volkswagen Group’s ambitious INDIA 2.0 Project. As we are aware, this project ventured into new territory with the MQB-A0-IN – a car architecture specially developed for India. While the platform aims at lower ownership costs with up to 95% localisation, there was some uncertainty about whether this Indiadeveloped platform would offer the same standards of safety as VW’s international offerings. However, with Taigun’s GNCAP rating, all these doubts have been laid to rest. This also goes to show that while cost-saving measures are crucial for an automaker like
Volkswagen, they can never supersede safety or build quality.
ONLY VOLKSWAGEN CAN BUILD A VOLKSWAGEN!
An interesting line, is it not? Well, we think it is a good time to delve deeper into what makes the Taigun India’s safest car. And while the answer is obvious – an expansive suite of safety features – here’s a look at some of the most crucial elements of this suite. The Taigun comes kitted with 40+ world-class safety features, such as Electronic Stability Control (ESC), a Traction Control System (TCS),
GETTING FIVE STARS BECOMES TOUGHER... The updated Global NCAP protocols require new models to undergo frontal and side-impact crash tests. Additionally, to secure a five-star rating, a vehicle must be equipped with Electronic Stability Control (ESC), pedestrian protection, and side impact pole protection. The ESC must either be fitted to the bestselling variant or should be present in as many units across the range as the total sales volume of
142 NOVEMBER 2022 | AUTOX.COM
the bestseller. GNCAP also requires that within two years of the test publication, 100% of the variants must offer ESC as standard. Not to mention, a vehicle must show stable body structure during the tests, which means that the bodyshell should not deform during the head-on frontal impact. And since the Taigun was awarded a top rating, it is fair to say that it meets all the set parameters.
Hill-hold Control, Multi-collision brakes (MCB), Anti-lock Brakes (ABS) with Electronic Brake-force Distribution & Brake Assist (EBD with BA), Anti-Slip Regulation (ASR), an electronic differential lock, Park Distance Control with a rear-view camera, up to six airbags and many more. But do you think the Taigun’s GNCAP safety rating is just a result of these safety features alone? Well, think again. To achieve these kinds of results, a car also needs to be constructed robustly. And to signify this, Volkswagen has a famous line, ‘Only Volkswagen can build a Volkswagen.’ For example, the armour-like strength of a VW bodyshell is a result of the use of galvanised steel. Thanks to this, VW even offers a sixyear anti-perforation warranty on its cars. For added strength, a roof laser welding process seamlessly welds the roof to the body of the car. Further, to make sure every part of the car complies with the most stringent Volkswagen standards of quality and safety, every model is periodically torn apart in a special chamber called the destruction test room. At this point, a few readers might believe that Volkswagen’s
era of building cars with unmatched safety standards has only begun recently. For such readers, here’s a quick history lesson. Back in 2014, the Volkswagen Polo was the first car to be tested by the Global NCAP for India, and it ended up receiving a fourstar safety rating. Plus, keeping in mind that Polo was introduced in the first decade of the 21st century, it stood the test of time in India for more than a decade after that. This only goes to show that Volkswagen was making #SaferCarsForIndia long before Global NCAP took it upon itself to get Indian carmakers to up their game, and long before the INDIA 2.0 Project appeared on the landscape.
PARTING THOUGHTS
So, here is what we think. While a mammoth milestone for Volkswagen India, in the larger scheme of things, it is still only the beginning of the INDIA 2.0 Project’s road to success. Expect the Volkswagen Virtus – the mid-size sedan based on the same platform as the Taigun – to be tested at the GNCAP test facility next. And, given the safety rating of the SUV, we think the sedan should have no problem achieving the same results.
AUTOX.COM | NOVEMBER 2022 143
motorsport F1 // WRC // MOTOGP // NEWS
BACK 2 MAX
Max Verstappen clinches his second F1 driver's championship after a dominant season that was in stark contrast to what we saw in 2021. Has the Verstappen era begun?
motorsport // F1
TO THE MAX! Max Verstappen secures back-to-back World Driver's Championships, with four rounds to go. WORDS KARAN SINGH + PHOTOGRAPHY RED BULL CONTENT POOL
F
irst, some stats. With 14 wins under his belt, Max has broken the record for most wins in a single F1 season, ahead of Sebastian Vettel (2013) and Michael Schumacher (2004) who bagged 13 each. And Max still has two races to go! At the ripe age of 25, he’s already surpassed Fernando Alonso’s total career F1 wins. In
146 NOVEMBER 2022 | AUTOX.COM
161 starts, Max has secured 34 victories, stepped on the podium 76 times, and snatched pole position 19 times. Yes, that’s a start-to-podium conversion rate of over 47%. Whatever you may feel about Max’s driving style, you can’t deny that he is a truly exceptional talent. Numbers don’t lie. If you’re still not convinced, all you need to do is watch the 2022 Japanese Grand Prix
where he clinched his second title. In a race that was about half distance, Verstappen sailed home with a 27-second lead. While other drivers tip-toed through the tricky conditions – Carlos Sainz even made a silly error and binned his Ferrari – Max was unbothered. And Max has been unbothered throughout his entire career by almost everything – whether it be terrible weather, a setback, or even comments from the F1 fraternity. In an interview with Autosport magazine back in 2014, former F1 world champion Jacques Villeneuve called then 17-yearold Max Verstappen’s debut into F1 an ‘insult’. He, in harsher words, said it was too soon and that it was like ‘getting all the presents without deserving anything.’ Max? He remained unbothered. He performed superbly at Toro Rosso and scored a win on his Red Bull debut to become the youngest
winner in Formula 1. His willpower and his mental toughness are exactly what led to some of his greatest achievements. In Brazil, 2016, after a terrible strategy call by Red Bull put Max down in 16th place with just 16 laps to go, he had a mountain to climb if he was to even finish in the top 10. Max got to work on a fresh set of wet tyres and made light work of very damp conditions, carving his own unique racing line and overtaking the rest of the pack as if they were running on three cylinders. He finished third, with 13 overtakes in 16 laps. The Formula 1 world already knew Max was a promising talent, but that day, we all witnessed greatness. Think what you may of the 2021 Abu Dhabi Grand Prix, and what the FIA did, but just watch the race through Max’s visor,
and you’ll see the level-headedness I’m talking about. As a person who gets nervous extremely easily, I cannot imagine what Verstappen must be going through during that safety car period – with one lap to go, and your title rival directly ahead of you. It was all or nothing. Verstappen took the lead the first chance he got, never once doubting his ability to defend down the long straight that followed. There was no hesitation, no second guessing – it was an extraordinary display of pure skill.
Perhaps, the most impressive thing about Max’s Formula 1 career is that he has achieved all this in cars that didn’t deserve to be at the top. Give him a slow car, and he’ll be competitive; give him a fast one, and he’ll be beyond challenge. This year’s RB18 is a fast car. And you know the result – 20 races, 14 wins, 16 podiums, and 2 DNFs. I don't know about you, but that’s as dominant a World Champion as I’ve seen. This is his second in two years, and it’s certainly not going to be the last.
AUTOX.COM | NOVEMBER 2022 147
motorsport // WRC
CLASS OF 2000 At the age of 22, Kalle Rovanperä becomes the youngest-ever WRC champion!
K
WORDS KARAN SINGH + PHOTOGRAPHY RED BULL CONTENT POOL
alle Rovanperä has been an incredible talent ever since he joined WRC back in 2017, at the age of just 17. To facilitate, the Finnish Transport Safety Agency had to give him special permission to get a driving licence – the legal age for procuring one is 18. So, on October 2 2017, a day after his 17’th birthday, Rovanperä (thankfully) passed the test and got his licence – a necessary prerequisite to enter the WRC. He took part in Rally Wales the same month, in WRC2, and then in Rally Australia in November. He technically won in the WRC2 class in Australia, but, then, he was also the only contender. What he did manage is a top-ten finish overall, making him the youngest point scorer in WRC history. The year 2018 saw him do another stint in WRC2, before competing in the newly introduced WRC2-Pro category in 2019. In 2020, he joined Toyota Gazoo Racing WRT, becoming the youngest-ever overall winner of a WRC event in 2021, and the rest, as they say, is history. This year has been a strong season for Kalle Rovanperä and codriver Jonne Halttunen. After finishing fourth in the season-opener, the duo scored a hat-trick of wins in Sweden, Croatia, and Portugal. Rovanperä went on to take another couple of wins at Rally Kenya and Rally Estonia after a lack-lustre fifth in Italy. He stumbled a little in Belgium and Greece, not even making it to the top 10 in either of those two events, but was back in form to put on a stellar display and clinch the title at Rally New Zealand. Hyundai’s Ott Tänak showed decent pace in New Zealand to take the lead on the first day, and Rovanperä trailed him by over seven seconds in the fourth. Tänak was handed a five-second penalty for a ‘hybrid boost infringement’, which gave the lead to Toyota’s Elfyn Evans. While we’re on the topic of infringements, Rovanperä was actually given the same penalty and was ultimately 12.2 seconds behind Evans on the second day. In classic Rovanperä style, he mastered the wet conditions on Saturday and was already leading the rally by Stage 9. Evans’ crash, which ultimately took him out of the rally, helped, but Rovanperä’s pace was such that he would’ve taken the lead anyway sooner or later. Rovanperä zoomed ahead, bagging another couple of stage wins on his way to gaining a massive 29-second lead over teammate Sebastian Ogier in the second. Ultimately, after another dominant run on Sunday,
Rovanperä finished in first, 34.6 seconds in the clear, leaving no doubt regarding his abilities – if there were any doubts, that is. He also put on a show at the final power stage, wherein he took the win in front of thousands of fans. Rovanperä, who turned 22 during Rally New Zealand, ended Finland’s 20-year wait for a WRC title. And if the Toyota is even half as good next season, Rovanperä, armed with even more experience and confidence, could be an unstoppable force in 2023.
motorsport // TVS YMRP 6.0
I Second TO ONE
Karan comes second in the final race of this year’s TVS Young Media Racer Programme. WORDS KARAN SINGH + PHOTOGRAPHY TVS RACING
150 NOVEMBER 2022 | AUTOX.COM
t hurts! – every racer will tell you that. There’s no second place in motorsport; there’s one winner, and everyone else is a loser. The ‘runner up’ trophy is a consolation prize, and it could read ‘better luck next time’ for all I care. After a DNF in round one and victory in round two, I was confident of getting another win in the third, final round. To give you some context, Ishan Lee and I were consistently ahead of the pack, pushing each other harder than ever in both previous rounds. Our pace was similar, and so was our will to win. But all that changed in the final round. Contrary to what you may think, I share a really good bond with Ishan. We spoke about a lot of stuff on Friday. He seemed calm that night – calmer than I’d seen him before. Before calling it a night, we both agreed that no matter what happens on Sunday, we’d go faster than we’d gone before, and faster we went. Well, I didn’t initially because I had a classically horrendous practice session. Once again in second, but over 6 seconds
behind Ishan who, at 2:18.710, had already gone quicker than my fastest time in round two –2:19.682. Qualifying came, and I pushed hard, found time, and clocked in at 2:19.758. Ishan? Well, his was 2:17.851. His pace was staggering. I knew I was losing time in the final sector, but I just didn’t have the focus to go faster. Ishan and I sat down together again that night. He helped me settle my nerves while I tried to joke around and put the thought in his head that I’d take him out if there was a fight for the lead. Maybe I was serious, maybe I wasn’t. On Sunday, I was nervous but also calm because I knew there was no challenge from anyone else. The worst I could do was come second. The lights went out and both Ishan and I got a decent start. I followed him through most of the lap and then slipped through at the kink before C10, catching him off guard. I defended the apex at C10, shot straight to C11, and managed to keep Ishan behind until exactly the same point on the next lap. A defence technique I’ve learnt from sim racing is that if you park
your car at the right place at the apex (on slow corners), brake harder than you should, and then prioritise the exit speed, you’ll be hard to pass. What didn’t strike me is that a motorcycle is a much smaller object. So, when I tried this technique at C10, Ishan simply cruised around the outside. After that, it was a struggle to keep up with him. I pushed hard, clocking in at 2:18.333 on the way, but Ishan was faster and more driven than ever – he crossed the line nine seconds ahead of me. I was disappointed, but I wasn’t hurt. A close battle to the line might’ve made me sadder, but I was no match for Ishan that weekend. He is a very worthy champion of the TVS Young Media Racer Programme, and a rider I have much to learn from. As a learning experience, though, the YMRP has been invaluable, teaching us journos the ins and outs of motorsport and the determination needed to win even a small championship while giving us a taste of sweat and tears behind the scenes. My favourite lesson? There’s no second place in motorsport – there is only the winner.
AUTOX.COM | NOVEMBER 2022 151
STUFF OF DREAMS What is it like when a MotoGP fan gets a chance to watch a race live? Well, here’s a peek into Divyank’s Malaysian GP experience. WORDS DIVYANK KUSHAGRA BANSAL + PHOTOGRAPHY YAMAHA
A
s an ardent motorsport fan, I am very particular about keeping a tab on my favourite championships from around the world. For me, the most effective way of doing so is catching a race live on television. And herein lies my dilemma. Though I thoroughly enjoy watching these races on the screen, from a distance, my mind keeps wandering to the thought of just how spectacular the experience would be if I ever got the chance to catch a race live. The last time I had this thought was during the Thailand round of MotoGP, especially because I knew a colleague of mine was there to experience the magic in person. Now, here’s the interesting bit. Just a few days later, Yamaha Motor India gave us a call asking if autoX would like to join them in attending the forthcoming Malaysian GP! And to my utter surprise, I was picked for this expedition. It’s like my thoughts manifested into a reality. Fizzing with uncontrollable excitement, I made my way to Malaysia and, soon enough, found
152 NOVEMBER 2022 | AUTOX.COM
myself roaming around the confines of the Sepang International Circuit (SIC). I sensed the atmosphere was much more energetic than usual, probably because the Malaysian GP was back on the MotoGP calendar after a two-year hiatus. And the fact that more than 1.6 lakh spectators turned up over the race weekend was a testament to the sport’s loyal fanbase there. As the Yamaha folks got busy arranging our paddock passes on Saturday, other journalists and I began exploring the main grandstand to find a suitable spot for watching the Free Practices (FP3 and FP4). Thankfully, our passes arrived in time for the qualifying sessions. It meant we could now watch the action unfold from right above the team garages, and roam around just behind the pit garages. This was exactly what I was waiting for. As predicted, during my brisk 15-minute walk to the paddock viewing area, here’s what I saw – Yamaha rider Cal Crutchlow (WithU Yamaha RNF) whizzing past me on a scooter, Alex Rins
MOTOGP EXPERIENCE
// motorsport
(Suzuki Ecstar) heading into the media centre for his briefing, living legend and eight-time world champion Marc Márquez surrounded by a blizzard of fans waiting for autographs and pictures, and Ducati Lenovo team principal Luigi Dall'igna casually strolling alongside his team riders Jack Miller and Francesco Bagnaia. Now imagine about a day and a half of just this. At one point, I was rendered speechless. Equally excited family and friends calling me up to learn more about my experience had to wait a bit to know how I was feeling – I just could not find a way to put it all into words... As for the race, it was nothing short of a roller coaster ride. Championship favourites Bagnaia and Yamaha’s Fabio Quartararo started the race from 9th and 12th on the grid, respectively, with the latter racing with a fractured finger on his left hand – a result of his crash on the previous day. The race perhaps took a decisive turn on Lap 7 as race leader & polesitter Jorge Martin (Pramac Ducati) crashed out on Turn Five. From this point, the top three – Bagnaia, Enea Bastianini & Quartararo, respectively – were in a race of their own. Ultimately, Bagnaia scored the win, but thanks to Quartararo’s valiant effort, the riders‘ championship, at least on paper, will conclude at the championship finale in Valencia.
AUTOX.COM | NOVEMBER 2022 153
motorsport // THAI GP
LIVING THE DREAM Shivank heads to Thailand for a pleasure trip but, it’s not what you think…
‘H
WORDS SHIVANK BHATT + PHOTOGRAPHY DUCATI & RED BULL CONTENT POOL
mm, you travel to Thailand quite often. What’s the purpose this time then?’ asked the immigration officer at Delhi Airport. ‘Going to watch a motorcycle race. It’s work-related,’ I replied. He stamped my passport and slyly winked while returning it to me. Funny. Now, I do understand that if you’re travelling to Thailand twice a year, every year, it does raise a few eyebrows for all the wrong reasons. However, my travel to this beautiful country has always been purely related to motorcycles – I can say it with my hand on my heart! Sure, it’s always a trip for pleasure, albeit it’s of a totally different kind as opposed to what you, or that pesky immigration officer, might think.
154 NOVEMBER 2022 | AUTOX.COM
My latest trip to Thailand was courtesy of Ducati India, as they had invited us to witness the MotoGP action live at Chang International Circuit in Buriram. Now, as someone who’s a lifelong fan of this sport, watching a MotoGP race from close quarters is a surreal experience. In fact, it was at this very venue in 2019 when I first attended a MotoGP race. So, to be back at the same circuit, after a gap of three years, was a special feeling indeed. Not to mention, this was the first time since COVID-19 that Thailand was hosting a MotoGP race, resulting in an atmosphere that was all the more ecstatic.
RED PASSION
If you don’t already know, Ducati is a brand that thrives on emotions and experiences. And the fact they make some of the most
exuberant and cutting-edge motorcycles, well, is an added bonus. If you follow MotoGP, you’ll know how passionate the red team is about racing. But, at the same time, they’re the best team in MotoGP at the moment. Their GP22 prototype racer is the current yardstick for the competition, which is why it’s considered to be the most complete motorcycle on the grid. Ducati’s race results from this year are proof of their superiority. Ducati Corse – that’s what their racing outfit is called – has already bagged the team’s and constructor’s championship for 2022, while Pecco Bagnaia almost has the rider’s championship in the bag. Ducati has been the class of the field this year, no doubt. Now, when the stakes are this high, you’d imagine that everything would be serious in the red camp, and nobody would have time
to smile. However, that’s hardly the case – something that you’ll only realise when you interact with the team behind the scenes. Now, thanks to our friends at Ducati India, we were allowed to meet and interact with Bagnaia, Jack Miller, Davide Tardozzi – who happens to be the liveliest character in Ducati’s box in addition to being the team manager – Paolo Ciabatti (Sporting Director), and, last but not least, Gigi Dall'Igna – the technical genius of the team. During the conversation with the Ducati Corse management, it was also evident that they are quite excited about MotoGP coming to India next year. ‘I’ve travelled to over 70 countries but have somehow never visited India. So, I’m really looking forward to it. But, just one thing, guys. We bring our own chef,’ quipped Tardozzi.
TURNING POINT
At one point, it looked like the Thai GP would be a complete washout, thanks to the incessant downpour at Buriram on the race day. Luckily, the race did take place in wet conditions. Miguel Oliveira (KTM) won the race, while Miller and Bagnaia completed the podium in P2 and P3, respectively. More importantly, the race in Thailand can be seen as a turning point in the championship, as this is where Ducati and Bagnaia firmed up their grip on the rider’s title. They are now on the brink of winning their first world title since Casey Stoner in 2007. Sure, it’s not over yet, but I can already picture the celebrations at Ducati. So, expect some crazy Tardozzi dance moves at the season finale in Valencia.
motorsport // MOTOGP
FINAL SHOWDOWN Ducati is all set to claim their first rider championship since 2007, as Bagnaia heads into the final round with a 23-point lead.
B
WORDS SHIVANK BHATT + PHOTOGRAPHY DORNA
y the time you read this piece, the final race of the season would be over and the 2022 MotoGP champion would have been crowned. But at the time I am writing this story, Ducati’s Pecco Bagnaia holds a 23-point lead over Yamaha’s Fabio Quartararo going into the final round at Valencia, Spain. Now, while anything can happen, the odds are stacked against the Yamaha rider. To win the championship, he needs a miracle – Quartararo has to win the final race and pray and hope that Bagania finishes P15 or lower. Actually, if that happens, it’ll be more than a miracle! The chances of Quarataro defending his world title look nothing but slim. However, at one point, it looked like it was going to be a cakewalk for the Yamaha man to lift his second world championship this year. But it all changed, rather dramatically, after the summer break or in the second half of the season, as Bagnaia and Ducati overturned a 91-point deficit and turned it into a 23-point lead, with one round to go. So, what caused Quartararo’s downfall or Pecco’s meteoric rise?
156 NOVEMBER 2022 | AUTOX.COM
There’s no denying that Ducati has a better, faster motorcycle than Yamaha. The GP22 isn’t just a rocket on straights but has also improved mid-corner turning, making it the best overall package on the grid. The other factor is the sheer number of Ducatis on the grid. With eight bikes, Ducati has the strongest presence in MotoGP, which definitely hurts Quartararo’s case. He has to fend them all to score podiums. However, at the same time, Bagnaia deserves all the praise for upping his game in the second half. Except for a DNF in Japan, the lead Ducati rider was virtually flawless in the second half, as he racked up wins and podiums consistently, while his title rival faltered. In Quartararo’s defence, he was overriding his motorcycle beyond its capabilities, so he made some mistakes on the track. This was particularly the case at Phillip Island, where he crashed out of the race on his own and lost valuable championship points. All told, both riders fought tooth and nail for the championship and deserved it for different reasons. However, in the end, the balance tilted in Bagnaia’s favour, thanks to Ducati’s supremacy.
NEWS
// motorsport
Pragathi Gowda tops FIA Rally Star Asia-Pacific Final
B
engaluru-based rallyist Pragathi Gowda and Australia’s Taylor Gill were declared winners of the FIA Rally Star Asia-Pacific Final which concluded at the Madras International Circuit in Chennai. A four-member jury, after considering the timesheets and then interviewing the finalists, declared Gill as the overall winner while 25-year-old Gowda won in the women’s category. She will represent the Asia-Pacific region in the women’s World Finals in Peru in January 2023. The winners of the FIA Rally Star Asia-Pacific Final will be representing the region in the 2023 FIA Rally Star training season. At the end of 2023, the best four FIA Rally Star Team members will be rewarded with a season in the FIA Junior WRC Championship in 2024. For 2025, three drivers will go forward into a second Junior WRC season. And if one of the FIA Rally Star Team members wins the title, they secure a WRC2 campaign in a Rally2 car for 2026.
Repsol & Honda renew collaboration through 2024
Red Bull co-founder Dietrich Mateschitz passes away
R
ed Bull co-founder and owner Dietrich Mateschitz has died at the age of 78. The news of his demise was confirmed ahead of the US Grand Prix, where the team clinched its fifth F1 constructors’ title. Mateschitz founded Red Bull in the mid-1980s. Initially involved in F1 with Sauber in the 1990s and early 2000s, Mateschitz bought the Jaguar team at the end of 2004 and rebranded it as a full-blown Red Bull team for the 2005 season. He then bought Minardi and renamed it Toro Rosso for the 2006 season, to train promising drivers for the works Red Bull operation. During his golden era with Red Bull, Sebastian Vettel racked up four successive drivers’ titles from 2010 to 2013, with the team also taking the constructors’ crowns in each of those years. As it stands, Red Bull has scored 79 pole positions, 89 race wins, six drivers’ titles in F1 to date.
R
epsol and Honda Racing Corporation (HRC) first joined forces in 1995. And, in these 28 years, the Repsol Honda Team has become a benchmark in motorsport, especially in the MotoGP World Championship. The last few seasons have been more challenging for the team, although they have served as a foundation for progress in preparing for the future. In this demanding context, Repsol and HRC are renewing their collaboration for two more seasons, through to December 31st, 2024, when the 30th anniversary of their alliance will be celebrated. The main challenge for the Repsol Honda Team will be to respond to the commitment made by Dorna, the International Motorcycling Federation (FIM) and IRTA to turn the championship into a more sustainable sport, reducing the carbon footprint, through the adoption of renewable fuels in MotoGP.
99 `1,7 1 Year For
SUBSCRIPTION FORM Yes, I would like to subscribe to autoX
1 Year ` 1,799 YOUR DETAILS
2 Year ` 3,599 (ALL DETAILS IN CAPITAL LETTERS)
Mr. / Ms. Designation: Organisation: Address:
City: State: E-mail: Website:
Pin: Tel:
SUBSCRIBE
PAYMENT DETAILS Cheque / Draft No.
TODAY
Kindly draw the cheque/DD in favor of “COMNET PUBLISHERS PVT. LTD.”
Dated Bank Branch
Drawn on
for ` Date
is enclosed.
AND GET 1:32 BBURAGO SCALE MODEL, INVOLVE ONE CAR PERFUME AND ZEBRONICS VR100
ONE YEAR SUBSCRIPTION
Signature
Please add `50 for non-Delhi/NCR cheques
Log onto www.autox.com
TO PAY BY CREDIT CARD OR FOR DETAILS ON HOW TO PAY BY CASH Please fax this form to +91 11 4279 5098 or mail to Comnet Publishers Pvt. Ltd., C-103, Okhla Industrial Estate, Phase III, New Delhi 110 020 For additional details, please call : Edwin John +91 98116 34228 Only subscriptions received by December 15, 2022 will be entitled to free gifts.
CONNECT WITH US: autoX autoX
1:32 Bburago Scale Model worth Rs 999
Involve ONE Car Perfume worth Rs 350
TWO YEAR SUBSCRIPTION 1:32 Bburago Scale Model worth Rs 999
ZEBRONICS VR100 worth Rs 1499
Involve ONE Car Perfume worth Rs 350
VISIT US ONLINE
autoX
autoXmag
www.autox.com
living in We spend months with these machines to tell you what they’re really like to live with...
TVS iQUBE
MARUTI SUZUKI BREZZA & BALENO
SKODA SLAVIA
ROYAL ENFIELD HUNTER 350
START OF TERM
Logbook WHEN IT CAME October 2022 CURRENT ODO READING 742kms MILEAGE THIS MONTH 165kms WHAT’S GOOD Performance, quality WHAT’S NOT Range
160 NOVEMBER 2022 | AUTOX.COM
GOING GREEN
TVS iQUBE S: SHIVANK BHATT We’ve always wanted to celebrate a green Diwali here at autoX, and this was finally made possible this year, thanks to TVS. That’s because they sent us an iQube right before the festivities kicked in. The good thing is that we’ve got a lot more time to spend with the iQube since it’s going to stay with us for a couple of months. This particular version is the iQube S, which means it’s got a bigger 7-inch screen – as opposed to a 5-inch on the base – and it’s also
got pre-load adjustable rear twinshocks. It also gets a couple more features via the iQube smartphone app. Now, I haven’t yet hooked the scooter with the app, so you’ll have to wait for another month for my first impressions of that. As a daily rider, the iQube S impressed me on the very first outing. It’s got a 3.04kWh battery pack and a brushless hubmounted motor that’s rated at 3kW and 33Nm. The numbers are impressive and they reflect well on the road. Let’s just say that this scooter is no slouch! There are two modes – Economy and
Power. The former will get you 100kms of range but rather dull performance – the speedo doesn’t budge past 45km/h in this mode. The Power mode makes your ride livelier – you can go up to 80km/h, albeit the range is compromised to 75kms. Since my commute is 70% highway, I have to ride it in Power mode virtually all the time. The range that I managed to get on a full charge, however, was 68kms on a full charge. Not too shabby, but let’s see if its performance/range remains consistent over the coming months.
Logbook WHEN IT CAME August 2022 CURRENT ODO READING 3,802kms MILEAGE THIS MONTH 952kms FUEL EFFICIENCY 15.2km/l WHAT’S GOOD Manual gearbox, ride quality WHAT’S NOT Nothing
MANUALS MATTER MARUTI SUZUKI BREZZA: KARAN SINGH
With the 16thanniversary track test in full swing, it was the Brezza that was one of the most fun cars on the track! The Brezza is such an able-handler that you almost forget it is an SUV in the first place. The platform, shared with the equally sublime S-Cross, is rock solid and feels almost European in the way that it stays planted at high speed. Surprisingly, the Brezza’s ride quality also came to the fore at the racetrack, allowing you to cut the kerbs without even feeling a bump. Even hitting one of the orange sausage kerbs doesn’t throw the Brezza off its trajectory. It is
shockingly good. Dhruv has already noted how well the 1.5-litre naturally-aspirated petrol motor performs on the road, thanks also in part to the slick fivespeed manual. But as I found out for myself, that engine makes the Brezza great fun even on the racetrack. The four-cylinder unit pulls cleanly to the redline, producing a smooth, enthusing note with next to no vibrations. And the manual gearbox is the cherry on top. By the way, the Brezza also went through the same service as our long-term test Baleno and the process was exactly as smooth. Track test done, we’ll resume regular city driving next month!
PIT STOP
MARUTI SUZUKI BALENO: KARAN SINGH As you’ve probably already read by now, this is our 16thanniversary issue. And to mark the occasion, like every year, we took this year’s best, newest vehicles to the Buddh International Circuit for a track test – including my long-term Baleno. This meant that finally, after a couple of months of driving the Baleno at maximum efficiency, I could let its hair down and drive it hard. You can of course read more about the Baleno’s performance elsewhere in this issue but the most impressive bit for me has to be the handling. The Baleno has such a balanced chassis underneath, so much promise that you can actually chuck it into a corner and it comes out perfectly composed on the other side. But before sending the Baleno to the racetrack, we had to get a
quick service done, which went well! The pick-up was smooth – you get an SMS with a link that allows you to livetrack the agent assigned to your car. Once they arrive, they take a full account of the car’s condition and hand you the car’s papers if, like me, you also forgot to remove them on your own. Once you’re happy with all the details, you need to share an OTP with the agent to start the next steps. The best part is that this entire process is fully digital – no unnecessary paper wastage, no signing, and no customer copies. You get text updates for all the processes that follow, and then another one for when the car is ready. Also, you get the same live tracking feature for when your car is on the way back to you. It is a hassle-free, streamlined service procedure, and Maruti Suzuki’s turnaround time is quick too – thumbs up on that!
Logbook WHEN IT CAME June 2022 CURRENT ODO READING 5,405kms MILEAGE THIS MONTH 821kms FUEL EFFICIENCY 18.9km/l WHAT’S GOOD After-sales service WHAT’S NOT AMT still feels slow! AUTOX.COM | NOVEMBER 2022 161
Logbook
living in
WHEN IT CAME September 2022 CURRENT ODO READING 390kms MILEAGE THIS MONTH 155kms FUEL EFFICIENCY 28km/l WHAT’S GOOD Ride quality better than the Metro WHAT’S NOT Brakes
LONG HAUL
SKODA SLAVIA: SHIVANK BHATT A long Diwali weekend meant heading out of town in the Slavia. This was also the first time that I took the Skoda on a long drive, so its mile munching qualities were put to the test. And I can’t really complain because, at high speeds, the Slavia is just so amazing. Thanks to the peripheral roads around Delhi, you can now get out of the city traffic quickly and a speed limit of 120km/h allows you to cruise comfortably. In the Slavia, I just set the cruise control to 118km/h – that’s because, at 120km/h, the speed alarm goes berserk – and it’s definitely a helpful feature. That said, the road surface on the Eastern/Western Peripheral Expressway isn’t silky smooth as it used to be. There are bumps, sudden dips, and uneven expansion joints, of course. And that’s where the Slavia’s ride quality/suspension setup shines
162 NOVEMBER 2022 | AUTOX.COM
through. Not only is it rock solid going over these irregularities, but it’s also supremely comfortable and refined on the inside. There’s no vertical movement or floatiness at high speeds. Once I got off the expressway and headed towards Chandigarh, there was some traffic, meaning the cruise control was now off. Even though there are some empty stretches between KarnalChandigarh, I avoid going over 90km/h on this stretch because the traffic cops in Haryana are quite active with their speed guns over weekends. So, it was a leisurely drive home from there on. Not to mention, a steady cruise meant I eked out nearly 16km/l from the 1.0 TSI engine, which was kind of unexpected.
Logbook WHEN IT CAME August 2022 CURRENT ODO READING 8,454kms MILEAGE THIS MONTH 706kms FUEL EFFICIENCY 16km/l WHAT’S GOOD High-speed stability, efficiency WHAT’S NOT Door rattles
DOWN TIME
ROYAL ENFIELD HUNTER: SHIVANK BHATT Our long-term Hunter wasn’t used much this month, thanks to our hectic schedules owing to the anniversary issue, followed by a week-long Diwali break. That said, I did take it out a couple of times in between. So, here are some quick thoughts. The version we’ve got with us is the Retro, whereas the one that you must have already seen in our ‘Best of 2022’ feature is the top-end Metro. Now, the Retro looks a little plain Jane in comparison, we’ve to say. Sure, the Retro is classy but it’s not as cool as the Metro with its dual-tone paint schemes and fatter tyres. The Metro also feels more premium and upmarket for sure. One more key difference between the two is that the Retro’s ride quality which, courtesy of its spoke wheels and skinnier tyres, is a smidgen better than the Metro’s, which feels a bit harsh on bad roads. However, the latter handles and brakes better (dual-channel ABS & rear disc). Having said that, the brakes on both versions could be better. The front brake has a spongy feel, and while the stopping force is just about adequate, you don’t have that initial bite and progression that you expect from a motorcycle in this segment.
REINVENTION
Reinventing an already classic timepiece is a challenge for all brands. But, this month, we look at two icons of the watchmaking world which look better than ever in their latest avatar.
horology
Reinventing Legends
Reinventing legendary timepieces can be quite a tricky task. But this month, we look at the leading models of two brands and how their latest versions stand out.
WORDS: ISHAN RAGHAVA
A. LANGE & SÖHNE ZEITWERK When the Zeitwerk first debuted over a decade ago, it was a product offering that few expected from a traditional watchmaker like Lange. Sure, it featured their trademark movement and attention-to-detail, but at the same time, the digital time display was not something that people expected. However, to give credit where due, the Zeitwerk line has been very popular, and its unique design has now become a hallmark for the brand. Now in its second generation, the Zeitwerk features a slew of improvements, such as an increase in the power reserve from 36 to 72 hours, as well as a slightly thinner profile on account of the improvements made to the movement. Visually too, the Zeitwerk gets slight tweaks, such as a slightly larger seconds wheel and a red highlight to the power reserve dial. Overall, though, with an option of Platinum and Pink Gold versions with different dials, the Zeitwerk remains one of the hallmarks of luxury watchmaking from the German brand and a highly desirable timepiece.
164 NOVEMBER 2022 | AUTOX.COM
AUDEMARS PIGUET ROYAL OAK The Royal Oak is already a pretty hallowed watch. The iconic design of the watch is legendary, and in today’s world of extreme demand for fine watches, this is one of the most in-demand pieces across the world. But this strong demand also means that Audemars can further experiment with different versions of the Royal Oak. Now, gem setting is a serious skill, but in cooperation with Swiss company Salanitro, Audemars has taken this to another level in this limited edition of Royal Oak. Available in two
sizes – 37mm and 41mm – each watch is fitted with nearly 800 baguette-cut stones (790 stones in the 37mm version and 861 in the 41mm) and gives the watch a stunning look. With gems encrusted on the bezel, strap and even the crown, this is gem-setting far more superior to the regular rainbow or gem watches that we see. Unfortunately, while the watches will only be produced in extremely small numbers – 10 each in each size – it does show how far jewellery and watches can co-create a gorgeous timepiece.
AUTOX.COM | NOVEMBER 2022 165
review // RYNOX STORM EVO 3
Track Ready?
We test the touring-focused Rynox Storm Evo 3 gloves on the racetrack! WORDS KARAN SINGH
STORM EVO 3 GLOVES While not being marketed as track-specific gloves, the Storm Evo 3 do have (pretty much) all the right components for the odd track day. What works in its favour is the full gauntlet design, the Knox Impact SPS scaphoid bone sliders, and the carbon fibre slider. The knuckle slider seen on track-focused gloves isn’t there, but you still get knuckle impact protection. This, along with the little finger bridge and TPU tabs on fingers, means you are well covered. Yes, a proper set of race gloves will keep you safer should you find yourself in a highspeed crash but if you are looking for a set of riding gloves for daily riding, primarily for city and touring use, and sometimes on the track too, the Storm Evo 3 fits the bill perfectly!
166 NOVEMBER 2022 | AUTOX.COM
FIND YOUR
DREAM MACHINE
Powered by
FIND YOUR DREAM CAR AUDI
A4 40 TFSI A6 45 TFSI A8 L 55 TFSI Q8 55 TFSI RS 7 Sportback 4.0 V8 TFSI RS Q8 4.0 V8 TFSI Q2 40 TFSI S5 3.0 V6 TFSI e-tron 50 55 Q5 45 TFSI Q7 55 TFSI e-tron GT Standard RS RS 5 Sportback 2.9 V6 TFSI
BENTLEY Bentayga 4.0 V8
BMW
2 Series Gran Coupé 220d 220i 3 Series 330i 320d 3 Series Gran Limousine 330Li 320Ld 5 Series 530i 520d 530d 6 Series GT 620d 630i 630d 7 Series 730Ld 740Li 745Le xDrive Hybrid 8 Series Gran Coupé 840i
Ex-showroom prices (in ` lakhs) Delhi Mumbai Chennai
Engine (cc)
No. of cylinders
Power (bhp)
Torque (Nm)
Gears
Fuel Type
Wheelbase
Weight
40.5-49
40.5-49
40.5-49
1984
4
188
320
7A
P
2819
1555
60-66
60-66
60-66
1984
4
241
370
7A
P
2924
1780
158
158
158
2995
6
335
500
8A
P
3128
2030
101-138
101-138
101-138
2995
6
335
500
8A
P
2995
2115
224
224
224
3996
8
591
800
8A
P
2934
2140
216
216
216
3996
8
591
800
8A
P
2998
2390
35-48.9
35-48.9
35-48.9
1984
4
188
320
7A
P
2593
2045
84.2
84.2
84.2
2995
6
349
500
8A
P
2825
2035
101 117-119
101 117-119
101 117-119
Electric Electric
-
308 402
540 664
-
E E
2928 2928
2445 2595
60-66
60-66
60-66
1984
4
245
370
7A
P
2819
1875
82.5-90
82.5-90
82.5-90
2995
6
335
500
8A
P
2999
2245
166 189
166 189
166 189
Electric Electric
-
523 590
630 830
-
E E
2903 2903
2350 2420
109
109
109
2894
6
444
600
8A
P
2825
1795
410
410
410
3996
8
542
770
8A
P
2995
2395
42 40-42.5
42 40-42.5
42 40-42.5
1995 1998
4 4
188 189
400 280
8A 7A
D P
2670 2670
1390 1455
45.5-51.5 49.5
45.5-51.5 49.5
45.5-51.5 49.5
1998 1995
4 4
255 188
400 400
8A 8A
P D
2851 2851
1660 1660
53-55.5 54.5
53-55.5 54.5
53-55.5 54.5
1998 1995
4 4
255 188
400 400
8A 8A
P D
2961 2961
1700 1700
64 65.5 74
64 65.5 74
64 65.5 74
1998 1995 2993
4 4 6
248 188 261
350 400 620
8A 8A 8A
P D D
2975 2975 2975
-
70 68.5 79.5
70 68.5 79.5
70 68.5 79.5
1995 1998 2993
4 4 6
188 255 261
400 400 620
8A 8A 8A
D P D
3070 3070 3070
1720 1720 1720
142 145-147 176
142 145-147 176
142 145-147 176
2993 2998 2998
6 6 6
261 335 389
620 450 600
8A 8A 8A
D P P (H)
3210 3210 3210
1950 1845 -
133-158
133-158
133-158
2998
6
335
500
8A
P
3023
1969
FIND YOUR DREAM CAR Ex-showroom prices (in ` lakhs) Delhi Mumbai Chennai X1 20i 20d X3 20d
30i
Engine (cc)
No. of cylinders
Power (bhp)
Torque (Nm)
Gears
Fuel Type
Wheelbase
Weight
40-43 43.5
40-43 43.5
40-43 43.5
1998 1995
4 4
189 188
280 400
7A 8A
P D
2670 2670
-
65.5 60-66
65.5 60-66
65.5 60-66
1995 1998
4 4
188 248
400 350
8A 8A
D P
2864 2864
-
67.5 71.5
67.5 71.5
67.5 71.5
1998 2993
4 6
248 262
350 620
8A 8A
P D
2864 2864
1820 1820
80-92 78-93
80-92 78-93
80-92 78-93
2993 2998
6 6
262 335
620 450
8A 8A
D P
2975 2975
-
102
102
102
2998
6
335
450
8A
P
2995
-
107-115 116
107-115 116
107-115 116
2993 2998
6 6
262 335
620 450
8A 8A
D P
3105 3105
-
70
70
70
1998
4
194
320
8A
P
2470
-
X4
30i 30d X5 30d 40i X6 40i X7 30d 40i Z4 20i M M340i xDrive
65
65
65
2998
6
382
500
8A
P
2851
-
Z4 M40i
83
83
83
2998
6
335
500
8A
P
2470
-
X7 M50d
174
174
174
2993
6
394
760
8A
P
3105
-
M8
218
218
218
4395
8
591
750
8A
P
2827
-
X5 M Competition
203
203
203
4395
8
617
750
8A
P
2972
2370
M5 Competition
169
169
169
4395
8
617
750
8A
P
2982
-
M4 Competition iX xDrive40 i4 eDrive40
143
143
143
2993
6
503
650
8A
P
2857
-
116
116
116
Electric
-
322
630
-
E
3000
-
70
70
70
Electric
-
335
430
-
E
2856
-
393
393
393
3855
8
612
760
8A
P
2670
1664
520
520
520
6496
12
789
718
7A
P
2720
1630
376
376
376
3855
8
612
760
8A
P
2670
1570
402
402
402
3902
8
711
771
7A
P
2650
1435
6.4-9.2 8.8-11.3
6.4-9.2 8.8-11.3
6.4-9.2 8.8-11.3
1199 1498
4 4
89 99/79
110 200/160
5M/CVT 5M/CVT
P D
2470 2470
942 1031
7.8-10.1
7.8-10.1
7.8-10.1
1199
4
89
110
5M/CVT
P
2530
1063
8.9-9.9 11-12.1
8.9-9.9 11-12.1
8.9-9.9 11-12.1
1199 1498
4 4
89 98
110 200
5M 6M
P D
2555 2555
1087 1234
11.3-15 13-15.2
11.3-15 13-15.2
11.3-15 13-15.2
1498 1498
4 4
120 99
145 200
6M/CVT 6M
P D
2600 2600
1217
9.3-10
9.3-10
9.3-10
1497
4
118
145
5M/CVT
P
2600
1080
19.5
19.5
19.5
1498
4
124.7
253
eCVT
P (H)
2600
-
FERRARI
Portofino M V8 GT 812 V12 Superfast Roma V8 F8 Tributo V8
HONDA
Amaze 1.2 (P) 1.5 (D) Jazz 1.2 (P) WR-V 1.2 (P) 1.5 (D) City (5th Gen) 1.5 (P) 1.5 (D) City (4th Gen) 1.5 (P) City e:HEV 1.5 (P) Hybrid
FIND YOUR DREAM CAR HYUNDAI
Aura 1.2 (P) 1.2 (D) 1.0 Turbo (P) Grand i10 Nios 1.2 (P) 1.2 (D) New i20 1.2 (P) 1.5 (D) 1.0 Turbo (P) Xcent Prime 1.2 (P) Verna 1.5 (P) 1.5 (D) 1.0 Turbo (P) Kona Electric Premium Creta 1.5 (P) 1.5 (D) 1.4 Turbo (P) Venue 1.2 (P) 1.5 (D) 1.0 Turbo (P) Alcazar 2.0 (P) 1.5 (D)
Ex-showroom prices (in ` lakhs) Delhi Mumbai Chennai
Engine (cc)
No. of cylinders
Power (bhp)
Torque (Nm)
Gears
Fuel Type
Wheelbase
Weight
6-8.2 7.9-9.4 8.7
6-8.2 7.9-9.4 8.7
6-8.2 7.9-9.4 8.7
1197 1186 998
4 3 3
82 74 99
114 190 172
5M/AMT 5M/AMT 5M
P D P
2450 2450 2450
-
5.3-7.9 7.8-8.4
5.3-7.9 7.8-8.4
5.3-7.9 7.8-8.4
1197 1186
4 3
82 74
114 190
5M/AMT 5M/AMT
P D
2450 2450
-
7-10.7 8.3-10.9 8.8-12
7-10.7 8.3-10.9 8.8-12
7-10.7 8.3-10.9 8.8-12
1197 1493 998
4 4 3
82/87 99 118
115 240 172
5M/CVT 6M iMT/7DCT
P D P
2580 2580 2580
-
6.4-7.3
6.4-7.3
6.4-7.3
1197
4
82
114
5M
P
2425
-
9.3-14.2 10.9-15.4 14.3
9.3-14.2 10.9-15.4 14.3
9.3-14.2 10.9-15.4 14.3
1497 1493 998
4 4 3
113 113 118
144 250 115
6M/6A 6M/6A 7DCT
P D P
2600 2600 2600
-
23.8-24
23.8-24
23.8-24
Electric
-
134
395
-
E
2600
-
10.2-16.9 10.7-17.9 18
10.2-16.9 10.7-17.9 18
10.2-16.9 10.7-17.9 18
1497 1493 1353
4 4 4
113 113 138
144 250 242
6M/6A 6M/6A 7DCT
P D P
2610 2610 2610
-
7.5-10.9 10-12.5 10-12.7
7.5-10.9 10-12.5 10-12.7
7.5-10.9 10-12.5 10-12.7
1197 1493 998
4 4 3
82 99 118
114 240 172
5M 6M 6M/7DCT
P D P
2500 2500 2500
-
16.3-20 16.7-20.1
16.3-20 16.7-20.1
16.3-20 16.7-20.1
1999 1493
4 4
157 113
191 250
6M/6A 6M/6A
P D
2760 2760
-
22.1-25.6
22.1-25.6
22.1-25.6
1898
4
161
360
6M/6A
D
3095
1990
19.1
19.1
19.1
1898
4
161
360
6M
D
3095
1835
33.4-35.4
33.4-35.4
33.4-35.4
1898
4
161
360
6A
D
-
-
46.7-48.5
46.7-48.5
46.7-48.5
1997
4
247
365
8A
P
2835
1655
2.0 (P)
75
75
75
1997
4
247
365
8A
P
2874
1897
2.0 (D)
75
75
75
1997
4
201
430
8A
D
2874
1951
71.6
71.6
71.6
1997
4
247
365
8A
P
2960
1756
76
76
76
1997
4
201
430
8A
D
2960
1810
98.1 139-149
98.1 139-149
98.1 139-149
1997 5000
4 8
296 444/567
400 580/700
8A 8A
P P
2622 2622
1615 1838
108-112
108-112
108-112
Electric
-
394
696
-
E
2990
-
17.8-26.3
17.8-26.3
17.8-26.3
1368
4
161
250
6M/7DCT
P
2636
1457
ISUZU
V-Cross 1.9 (D) Hi-Lander 1.9 (D) mu-X 1.9 (D)
JAGUAR XE
2.0 (P) F-Pace
XF 2.0 (P) 2.0 (D) F-Type 2.0 (P) 5.0 V8 (P) I-Pace 90kWh AWD
JEEP
Compass 1.4 (P)
FIND YOUR DREAM CAR 2.0 (D) Wrangler 2.0 (P) Meridian 2.0 (D)
KIA
Seltos 1.5 (D) 1.5 (P) 1.4 Turbo (P) Sonet 1.2 (P) 1.0 Turbo (P) 1.5 (D) Carnival 2.2 (D) Carens 1.5 (D) 1.5 (P) 1.4 Turbo (P)
LAMBORGHINI Aventador LP 700-4 Huracan EVO/EVO RWD STO Urus V8
LAND ROVER Discovery 2.0 (P) 3.0 (P) 3.0 (D) Defender 2.0 (P) 3.0 (P) 5.0 V8 (P) 3.0 (D) Range Rover Evoque 2.0 (P) 2.0 (D) Range Rover Velar 2.0 (P) 2.0 (D) Range Rover Sport 3.0 (D) Range Rover 3.0 (D) 3.0 (P) 3.0 Hybrid (P) 4.4 V8 (P)
LEXUS NX 350h ES 300h RX 450hL
Ex-showroom prices (in ` lakhs) Delhi Mumbai Chennai 19.5-30.7 19.5-30.7 19.5-30.7
Engine (cc) 1956
No. of cylinders 4
Power (bhp) 168
Torque (Nm) 350
Gears
Fuel Type
Wheelbase
Weight
6M/9A
D
2636
1537
56.3-60.3
56.3-60.3
56.3-60.3
1998
4
268
400
8A
P
3008
1905
30-37
30-37
30-37
1956
4
168
350
6M/9A
D
2782
1890
10.5-17.7
10.5-17.7
10.5-17.7
1493
4
114
250
D
2610
-
P
2610
-
P
2610
-
10-14.7
10-14.7
10-14.7
1497
4
114
144
15.4-17.4
15.4-17.4
15.4-17.4
1353
4
138
242
6M/6A 6M/iVT/ CVT 6M/7DCT
6.8-8.7 9.8-13 8.4-13.3
6.8-8.7 9.8-13 8.4-13.3
6.8-8.7 9.8-13 8.4-13.3
1197 998 1493
4 3 4
82 118 99/113
114 172 240/250
5M iVT/7DCT 6M/6A
P P D
2500 2500 2500
-
25-34
25-34
25-34
2199
4
197
440
8A
D
3060
-
11-17 9-10 11-17
11-17 9-10 11-17
11-17 9-10 11-17
1493 1497 1353
4 4 4
114 114 138
250 144 242
6M/6A 6M 6M/7DCT
D P P
2780 2780 2780
-
479-532
479-532
479-532
6498
12
720
690
7A
P
2700
1575
321-400 499
321-400 499
321-400 499
5204 5204
10 10
631/602 630
600/560 565
7A 7A
P P
2620 2620
1389 1339
300
300
300
3996
8
650
850
7A
P
3003
2200
93-98 96-101 116-126
93-98 96-101 116-126
93-98 96-101 116-126
1997 2995 2996
4 6 6
296 355 296
400 500 650
8A 8A 8A
P P D
2923 2923 2923
-
90-98 97-128 204-205 112-128
90-98 97-128 204-205 112-128
90-98 97-128 204-205 112-128
1997 2995 5000 2996
4 6 8 6
296 394 518 296
400 550 625 650
8A 8A 8A 8A
P P P D
2587 2587 2587 2587
-
70 70
70 70
70 70
1997 1999
4 4
245 201
365 430
9A 9A
D
P
2681 2681
-
87 87
87 87
87 87
1997 1998
4 4
247 201
365 430
8A 8A
P D
2874 2874
1950 2003
164-184
164-184
164-184
2997
6
346
700
8A
D
2997
-
239-328 239-328 262-358 254-343
239-328 239-328 262-358 254-343
239-328 239-328 262-358 254-343
2997 2996 2996 4395
6 6 6 8
346 394 435/503 523
700 550 620/700 750
8A 8A 8A 8A
D
P
2997 2997 2997 2997
2430 2454 2810 2585
64.9-71.6
64.9-71.6
64.9-71.6
2487
4
240
239
CVT
P (H)
2690
1790
59.5-65.6
59.5-65.6
59.5-65.6
2487
4
215
221
CVT
P (H)
2870
-
111
111
111
3456
6
308
335
CVT
P (H)
2790
2195
P P
FIND YOUR DREAM CAR Ex-showroom prices (in ` lakhs) Delhi Mumbai Chennai LS 500h LX 570 V8 LC 500h
MAHINDRA
e2o Plus KUV100 NXT 1.2 (P) Marazzo 1.5 (D) New Thar 2.2 (D) 2.0 (P) Bolero 1.5 (D) Scorpio 2.2 (D) XUV300 1.2 (P) 1.5 (D) XUV700 2.0 (P) 2.2 (D) Alturas G4 2.2 (D) Bolero Neo 1.5 (D) Scorpio-N 2.0 (P) 2.2 (D)
MARUTI SUZUKI
Alto 800 (P) Celerio 1.0 (P) Wagon R 1.0 (P) 1.2 (P) Ignis 1.2 (P) Swift 1.2 (P) Dzire 1.2 (P) Ciaz 1.5 (P) Baleno 1.2 Dual Jet (P) Vitara Brezza 1.5 (P) Ertiga 1.5 (P) XL6 1.5 (P)
Engine (cc)
No. of cylinders
Power (bhp)
Torque (Nm)
Gears
Fuel Type
Wheelbase
Weight
191.3
191.3
191.3
3456
6
354
350
CVT
P (H)
3125
-
233
233
233
5663
8
362
530
8A
P
2850
3400
220
220
220
3456
6
354
350
10A
P
2870
2020
8.8-9.6
8.8-9.6
8.8-9.6
Electric
-
25
70
Direct Drive
E
2258
-
6.4-7.5
6.4-7.5
6.4-7.5
1198
4
82
115
5M
P
2385
-
12.3-14.5
12.3-14.5
12.3-14.5
1497
3
121
300
6M
D
2760
-
14-16 13.5-15.8
14-16 13.5-15.8
14-16 13.5-15.8
2184 1997
4 4
130 150
300 320
6M/6A 6M/6A
D P
-
-
8.4-9.4
8.4-9.4
8.4-9.4
1493
4
75
210
5M
D
2680
1575
12.3-16.9
12.3-16.9
12.3-16.9
2179
4
140
320
6M
D
2680
2510
8.4-13.2 9.6-14
8.4-13.2 9.6-14
8.4-13.2 9.6-14
1197 1497
4 4
110 115
200 300
6M 6M/AMT
P D
2600 2600
-
13.2-22.7 13.7-24.6
13.2-22.7 13.7-24.6
13.2-22.7 13.7-24.6
1997 2184
4 4
197 153
380 360/420
6M/6A 6M/6A
P D
2750 2750
-
28.7-31.7
28.7-31.7
28.7-31.7
2157
4
178
420
7A
D
2865
-
8.5-10
8.5-10
8.5-10
1493
4
98.5
260
5M
D
2680
2215
12-19 12.5-19.5
12-19 12.5-19.5
12-19 12.5-19.5
1997 2184
4 4
200 172
380 400
6M/6A 6M/6A
P D
2750 2750
-
3.2-4.9
3.2-4.9
3.2-4.9
796
3
47
69
5M
P/CNG
2360
720
5.1-7
5.1-7
5.1-7
998
3
66
89
5M/5A
P/CNG
2435
820
5.4-6.8 6-7.1
5.4-6.8 6-7.1
5.4-6.8 6-7.1
998 1197
3 4
66 89
89 113
5M/5A 5M/5A
P/CNG P
2435 2435
810 835
5.3-7.6
5.3-7.6
5.3-7.6
1197
4
82
113
5M/5A
P
2435
-
5.9-8.8
5.9-8.8
5.9-8.8
1197
4
82
113
5M/5A
P
2450
855
6.1-9.1
6.1-9.1
6.1-9.1
1197
4
82
113
5M/5A
P/CNG
2450
895
8.9-11.9
8.9-11.9
8.9-11.9
1462
4
103
138
5M/4A
P
2650
-
6.4-9.5
6.4-9.5
6.4-9.5
1197
4
89
113
5M/5A
P
2520
920-960
7.7-11.2
7.7-11.2
7.7-11.2
1462
4
103
138
5M/4A
P
2500
1130
8.4-12.8
8.4-12.8
8.4-12.8
1462
4
102
137
5M/6A
P
2740
-
11.3-14.4
11.3-14.4
11.3-14.4
1462
4
102
137
5M/6A
P
2740
-
FIND YOUR DREAM CAR Ex-showroom prices (in ` lakhs) Delhi Mumbai Chennai
Engine (cc)
No. of cylinders
Power (bhp)
Torque (Nm)
Gears
Fuel Type
Wheelbase
Weight
90/78
5M
P
2380
726
103
138
5M/4A
P
2600
1170
4 6 8
325 424 572
450 580 730
8A 8A 8A
P (H) P P
2998 2998 2998
-
Electric
-
402
765
-
E
2873
2425
42 44
1332 1950
4 4
161 148
250 320
7A 8A
P D
2729 2729
1915 2010
55 56 61
55 56 61
1496 1993 1993
4 4 4
201 191 261
300 440 550
9A 9A 9A
P D D
2865 2865 2865
-
67-70.7 68-71.8 85
67-70.7 68-71.8 85
67-70.7 68-71.8 85
1991 1950 2925
4 4 6
194 197 282
320 400 600
9A 9A 9A
P D D
3079 3079 3079
-
160 169 250 320
160 169 250 320
160 169 250 320
2925 2999
6 6
600 750 700 900
9A 9A
D P
9A
P
9A
P
3216 3216 3396 3396
-
44.9 46.4-48.9
44.9 46.4-48.9
62 68 72.5 73.5
S-Presso 1.0 (P) / CNG S-Cross 1.5 (P)
3.8-5.5
3.8-5.5
3.8-5.5
998
3
67/58
8.8-12.8
8.8-12.8
8.8-12.8
1462
4
Ghibli 2.0 P (H) 3.0 V6 3.8 V8
115-142 152-156 193
115-142 152-156 193
115-142 152-156 193
1998 2979 3799
99.5
99.5
99.5
42 44
42 44
55 56 61
MASERATI
MERCEDES-BENZ EQC 400 A-Class 200 200d C-Class 200 220d 300d E-Class 200 220d 350d S-Class 350d 450 Maybach S 580 Maybach S 680 GLA 200 220d GLC 200 220d 300 Coupé 300d Coupé GLE 300d 400d GLS 400d Maybach GLS 600 G-Class 350d V-Class 220d Elite AMG C 43 Coupe GT 63 S 4-Door Coupe G 63 AMG GT-R GLE 53 GLE 63 GLC 43 A 35
3982
8
5980
12
282 384 496 603
44.9 46.4-48.9
1332 1950
4 4
161 188
250 400
7A 8A
P D
2729 2729
-
62 68 72.5 73.5
62 68 72.5 73.5
1991 1950 1991 1950
4 4 4 4
194 192 255 241
320 400 370 500
9A 9A 9A 9A
P D P D
2873 2873 2873 2873
1954 2530
85.8 102
85.8 102
85.8 102
1950 2925
4 6
241 326
500 700
9A 9A
D D
2995 2995
2910 3070
116 280
116 280
116 280
2925 3982
6 8
326 550
700 730
9A 9A
D P
3135 3135
3250 3250
172
172
172
2925
6
282
600
9A
D
2890
2453
110
110
110
1950
4
161
380
9A
D
3200
-
82.5 270 255 271 159 215 87 58
82.5 270 255 271 159 215 87 58
82.5 270 255 270 159 215 87 58
2996 3982 3998 3982 2999 3982 2996 1991
6 8 8 8 6 8 6 4
385 630 577 577 429 604 385 302
520 700 760 700 520 850 520 400
9A 9A 9A 7A 9A 9A 9A 7A
P P P P P P P P
2840 2951 2850 2630 2935 2935 2873 2729
-
-
FIND YOUR DREAM CAR A 45 S GLA 35 E 53 E 63 S
Ex-showroom prices (in ` lakhs) Delhi Mumbai Chennai 81.5 81.5 81.5 59.4 59.4 59.4 106 106 106 177 177 177
Engine (cc) 1991 1991 2999 3982
No. of cylinders 4 4 6 8
Power (bhp) 416 302 429 603
Torque (Nm) 500 400 520 850
Gears
Fuel Type
Wheelbase
Weight
8A 8A 9A 9A
P P P P
2729 2729 3079 3079
2200 2555 2555
MG
Hector 1.5 (P) 2.0 (D) Hector Plus 1.5 (P) 2.0 (D) ZS EV Excite/Exclusive Gloster 2.0 (D) Astor 1.3 Turbo (P) 1.5 (P)
MINI
MINI 3-door Cooper S Cooper SE MINI Convertible Cooper S MINI Countryman Cooper S Cooper S JCW Inspired MINI JCW 3-Door
NISSAN GT-R 3.8 (P) Kicks 1.5 (P) 1.3 Turbo (P) Magnite 1.0 (P) 1.0 Turbo (P)
PORSCHE 718 Cayman Cayman GT4 Cayman GT4 RS Boxster Spyder 911 Carrera Carrera S Turbo S GT3 Cayenne Cayenne Cayenne Turbo
Cayenne E-Hybrid Coupe
Coupe Turbo
12.9-18.1 14.2-18.6
12.9-18.1 14.2-18.6
12.9-18.1 14.2-18.6
1451 1956
4 4
141 168
250 350
6M/DCT 6M
P D
2750 2750
-
13.3-18.9 14.7-19.4
13.3-18.9 14.7-19.4
13.3-18.9 14.7-19.4
1451 1956
4 4
141 168
250 350
6M/DCT 6M
P D
2750 2750
-
22-26
22-26
22-26
Electric
-
174
280
-
E
2585
-
30-35.6
30-35.6
30-35.6
1996
4
161/215
375/480
8A
D
2950
-
16-17.4 9.8-15.9
16-17.4 9.8-15.9
16-17.4 9.8-15.9
1349 1498
3 4
138 108.5
220 144
6A 5M/CVT
P P
2585 2585
-
39 47.2
39 47.2
39 47.2
1998 Electric
4 -
189 181
280 270
7A -
P E
2495 2495
-
45.5
45.5
45.5
1998
4
189
280
7A
P
2495
-
41 44.9
41 44.9
41 44.9
1998 1998
4 4
189 189
280 280
8A 8A
P P
2670 2670
-
46.5
46.5
46.5
1998
4
228
320
8A
P
-
-
212
212
212
3798
6
561
637
6A
P
2799
1737
9.5-10 12.1-14.6
9.5-10 12.1-14.6
9.5-10 12.1-14.6
1498 1330
4 4
105 154
142 254
5M 6M/CVT
P P
2673 2673
-
5.6-7.7 7.5-9.7
5.6-7.7 7.5-9.7
5.6-7.7 7.5-9.7
999 999
3 3
71 99
96 160/152
5MT 5MT/CVT
P P
2500 2500
939 1039
137 182 254 141 178
137 182 254 141 178
137 182 254 141 178
1988 3995 3995 1988 3995
4 6 6 4 6
295 414 493 295 414
380 420 450 380 420
7A 6M 7A 7A 6M
P P P P P
2475 2484 2484 2475 2484
1440 1420 1440 1420
172-184 188-204 314 255
172-184 188-204 314 255
172-184 188-204 314 255
2981
6
2981 3745 3996
6 6 6
380 444 641 503
450 530 800 470
7A 7A 8A 7A
P P P P
2450 2450 2450 2457
1640 1782
127 193 170 134 198
127 193 170 134 198
127 193 170 134 198
2995 3996 2995 2995 3996
6 8 6 6 8
335 542 456 335 542
450 770 700 450 770
8A 8A 8A 8A 8A
P P P (H) P P
2895 2895 2895 2895 2895
-
FIND YOUR DREAM CAR Ex-showroom prices (in ` lakhs) Delhi Mumbai Chennai Panamera Base Turbo S Turbo S E-Hybrid GTS
RENAULT Kwid 0.8 (P) 1.0 (P) Duster 1.5 (P) 1.3 Turbo (P) Triber 1.0 (P) Kiger 1.0 1.0 Turbo
SKODA Slavia 1.0 (P) 1.5 (P) Octavia 2.0 (P) Superb 2.0 (P) Kushaq 1.0 (P) 1.5 (P) Kodiaq 2.0 (P)
TATA
Punch 1.2 (P) Tiago 1.2 (P) Tigor 1.2 (P) Altroz 1.2 (P) 1.5 (D) Nexon 1.2 (P) 1.5 (D) Electric Harrier 2.0 (D) New Safari 2.0 (D)
TOYOTA
Glanza 1.2 (P) Camry 2.5 (P) Hybrid Innova Crysta 2.4 (D) 2.7 (P)
Engine (cc)
No. of cylinders
Power (bhp)
Torque (Nm)
Gears
Fuel Type
Wheelbase
Weight
158 235 276 202
158 235 276 202
158 235 276 202
2894 3996 3996 3996
6 8 8 8
326 621 689 473
450 820 850 620
8A 8A 8A 8A
P P P (H) P
2950 2950 2950 2950
1860 2080 2350 2020
3.2-4.5 4.4-5.4
3.2-4.5 4.4-5.4
3.2-4.5 4.4-5.4
799 999
3 3
53 67
72 91
5M 5M/AMT
P P
2422 2422
-
9.7-10.3 11.1-14.1
9.7-10.3 11.1-14.1
9.7-10.3 11.1-14.1
1498 1330
4 4
105 154
142 254
6M 6M/CVT
P P
2673 2673
1740 -
5.3-7.8
5.3-7.8
5.3-7.8
999
3
71
96
5M/5A
P
2636
947
5.5-8.4 7.4-9.7
5.5-8.4 7.4-9.7
5.5-8.4 7.4-9.7
999 999
3 3
71 99
96 160/152
5M/5AMT 5M/CVT
P P
2500 2500
-
11-15.8 16.8-18.4
11-15.8 16.8-18.4
11-15.8 16.8-18.4
999 1498
3 4
114 148
178 250
6M/6A 6M/7A
P P
2651 2651
-
27-30
27-30
27-30
1984
4
188
320
7A
P
2680
1430
32-36.6
32-36.6
32-36.6
1984
4
188
320
7A
P
2841
1562
11.3-17.8 17.2-19.5
11.3-17.8 17.2-19.5
11.3-17.8 17.2-19.5
999 1498
3 4
114 148
178 250
6M/6A 6M/7A
P P
2651 2651
1265 -
36-38.5
36-38.5
36-38.5
1984
4
188
320
7A
P
2791
-
5.8-9.5
5.8-9.5
5.8-9.5
1199
3
85
113
5M/5AMT
P
2445
-
5-7
5-7
5-7
1199
3
85
113
5M/5AMT
P
2400
930
5.6-7.7
5.6-7.7
5.6-7.7
1199
3
85
113
5M/5AMT
P
2400
-
5.8-9.4 7-9.6
5.8-9.4 7-9.6
5.8-9.4 7-9.6
1199 1497
3 4
85/108.5 89
113/140 200
5M 5M
P D
2501 2501
-
7.2-11.9 8.5-13.25 14-16.5
7.2-11.9 8.5-13.25 14-16.5
7.2-11.9 8.5-13.25 14-16.5
1199 1497 Electric
3 4 -
118 108 129
170 260 245
6M/6AMT 6M/6AMT -
D E
2498 2498 2498
1400
14.3-21.1
14.3-21.1
14.3-21.1
1956
4
168
350
6M/6A
D
2741
-
15-21.8
15-21.8
15-21.8
1956
4
168
350
6M/6A
D
2741
1825
6.5-10
6.5-10
6.5-10
1197
4
89
113
5M/AMT
P
2520
920-960
43.5
43.5
43.5
2487
4
215
423
CVT
P (H)
2825
1665
18.6-25.7
18.6-25.7
18.6-25.7
2393
17.5-24
2694
150 163
343 245
D
17.5-24
4 4
5M/6A
17.5-24
5M/6A
P
2750 2750
1855 1780
P
FIND YOUR DREAM CAR Ex-showroom prices (in ` lakhs) Delhi Mumbai Chennai Fortuner 2.8 (D) 2.7 (P) Vellfire 2.5 (P) Hybrid Urban Cruiser 1.5 (P) Hilux 2.8 (D)
VOLKSWAGEN
Virtus 1.0 (P) 1.5 (P) Taigun 1.0 (P) 1.5 (P) Tiguan 2.0 (P)
VOLVO S90 D4 XC40 T4 XC60 D5 XC90 D5 T8 Hybrid New S60 T4
Engine (cc)
No. of cylinders
Power (bhp)
Torque (Nm)
Gears
Fuel Type
Wheelbase
Weight
34.5-44.6
34.5-44.6
34.5-44.6
2755
32-33.5
2694
201 163
500 245
D
32-33.5
4 4
6M/6A
32-33.5
5M/6A
P
2745 2745
2500
90
90
90
2494
4
115+141
198
CVT
P
3000
2815
9-11.7
9-11.7
9-11.7
1462
4
103
138
5M/4A
P
2500
1110
34-37
34-37
34-37
2755
4
201
420/500
6M/6A
D
3085
2910
11.2-15.7
11.2-15.7
11.2-15.7
999
18
1498
114 148
178 250
P
18
3 4
6M/6A
18
7A
P
2651 2651
1660 1685
11.4-17
11.4-17
11.4-17
999
15.8-18.6
1498
114 148
178 250
P
15.8-18.6
3 4
6M/6A
15.8-18.6
6M/7A
P
2651 2651
1650 1700
34.2
34.2
34.2
1984
4
188
320
7A
P
2679
2230
60.9
60.9
60.9
1969
4
187
400
8A
D
2941
2962
41.25
41.25
41.25
1969
4
188
300
8A
P
2702
-
60.9
60.9
60.9
1969
4
231
480
8A
D
2865
-
88.9 96.7
88.9 96.7
88.9 96.7
1969 1969
4 4
225 401
470 640
8A 8A
D H
2984 2984
-
45.9
45.9
45.9
1969
4
188
300
8A
P
2872
1677
*Prices are only indicative. Please contact your local dealer for exact prices as they are subject to change without prior notice.
FIND YOUR DREAM BIKE Ex-showroom prices (in ` thousands) Delhi Mumbai Chennai
Engine (cc)
Power (bhp)
Torque (Nm)
Gears
Weight (Kg)
APRILIA Storm 125
88.7-94.2
88.7-94.2
88.7-94.2
124.45
9.5
9.9
AT
118
SR 125
94.2-96.8
94.2-96.8
94.2-96.8
124.45
9.8
9.7
AT
115
SXR 125
115
115
115
124.45
9.4
9.2
AT
-
SR 160
107-113
107-113
107-113
154.8
10.8
11.6
AT
122
SXR 160
127
127
127
160
10.8
11.6
AT
-
RS 660
1340
1340
1340
659
99
67
6
183
Tuono 660
1310
1310
1310
659
94
67
6
183
Tuono V4 Factory
2066
2066
2066
1078
173
121
6
209
RSV4 1100 Factory
2369
2369
2369
1078
214
122
6
202
450X
171
172
171
E
8
26
AT
108
450 Plus
171
172
171
E
7.2
22
AT
-
ATHER AMPERE Reo Plus
62
62
62
E
-
-
AT
70-88
Magnus EX
76
76
76
E
-
-
AT
-
Magnus
66
66
66
E
-
-
AT
82
BAJAJ CT 100
46.4
46.4
46.4
102
7.8
8.3
4
115
CT 110
52.9
52.9
52.9
115.4
8.5
9.8
4
118
Platina 100
60-62.1
60-62.1
60-62.1
102
8.10
8.60
4
119
Platina 110
63.5
63.5
63.5
115.4
8.5
9.8
5
122
Avenger Street 160
102
102
102
160
14.8
13.7
5
156
Avenger Cruise 220
122.6
122.6
122.6
220
18.8
17.5
5
163
Pulsar 125
72.1-76.9
72.1-76.9
72.1-76.9
124.4
11.6
10.8
5
140
Pulsar 150
92.6-103.4
92.6-103.4
92.6-103.4
149.5
13.8
13.25
5
148 156
Pulsar 180F
113
113
113
178.6
16.8
14.5
5
Pulsar 220F
123.2
123.2
123.2
220
20.1
18.5
5
160
Pulsar NS160
108.6
108.6
108.6
160.3
17
14.6
5
151
Pulsar NS200
131.2
131.2
131.2
199.5
24.1
18.5
6
156
Pulsar 250
145-150
145-150
145-150
249
24.1
21.5
5
162
Pulsar N160
123-128
123-128
123-128
164.8
15.7
14.7
5
154
Pulsar RS200
152.2
152.2
152.2
199.5
24.1
18.7
6
166
Dominar 250
165
165
165
248.7
26.6
23.5
6
180
Dominar 400
198
198
198
373.3
39.4
35
6
187
100-115
100-115
100-115
E
5.47
16
AT
-
Chetak
BENELLI Imperiale 400
205
205
205
374
20.7
29
5
205
Leoncino 500
516
516
516
500
47
46
6
235
TRK 502
532
532
532
500
47
46
6
TRK 502X
580
580
580
500
47
46
6
-
TRK 251
270
270
270
249
25.5
21.1
6
164
502C
542
542
542
500
46.8
46
6
216
BMW F 900 R
1080
1080
1080
895
103.2
92
6
211
S 1000 XR
2130
2130
2130
999
162.2
114
6
228
F 900 XR
1230
1230
1230
895
103.2
92
6
219
FIND YOUR DREAM BIKE E R 18 G 310 R
we Ex-showroom prices (in ` thousands) Delhi Mumbai Chennai
Engine (cc)
Power (bhp)
Torque (Nm)
Gears
Weight (Kg)
1990-2400
1990-2400
1990-2400
1,802
90
158
6
345
265
265
265
313
33.5
28
6
158.5 169.5
G 310 GS
305
305
305
313
33.5
28
6
S 1000 RR
1975-2400
1975-2400
1975-2400
999
204
113
6
175
M 1000 RR
4200-4500
4200-4500
4200-4500
999
209
113
6
170
R 1250 GS
2055-2250
2055-2250
2055-2250
1254
134
143
6
268
R 1250 R
1625
1625
1625
1254
134
143
6
239
R nineT
1850
1850
1850
1170
107
116
6
221-223
S 1000 R
1830-2250
1830-2250
1830-2250
999
162
114
6
194-199
F 850 GS
1250-1325
1250-1325
1250-1325
853
94
92
6
233
C 400 GT
1040
1040
1040
350
33.5
35
CVT
214
DUCATI Panigale V2
1850-2130
1850-2130
1850-2130
955
153
104
6
176
Scrambler 1100
1175-1450
1175-1450
1175-1450
1,079
83.5
90.5
6
-
Multistrada V2/V2S
1465-1665
1465-1665
1465-1665
937
111.4
98
6
-
Streetfighter V4/V4 S
2104-2424
2104-2424
2104-2424
1103
205
123
6
178-180
838-888
838-888
838-888
803
72
66.2
6
173
1056
1056
1056
803
72
66.2
6
180
Scrambler Icon Scrambler Nightshift Scrambler Desert Sled
1147
1147
1147
803
72
66.2
6
193
Diavel 1260/1260 S
1945-2266
1850-2150
1850-2150
1262
160
129
6
247-249
Panigale V4/V4 S
2350-2840
2350-2840
2350-2840
1103
211
124
6
175
Multistrada V4
1899-2310
1899-2310
1899-2310
1158
168
125
6
215-218
Monster
1182-1206
1182-1206
1182-1206
937
110
93
6
-
SuperSport 950/950S
1431-1654
1431-1654
1431-1654
937
108.6
93
6
-
Hypermotard 950 RVE
1400
1400
1400
937
112.6
96
6
-
HARLEY-DAVIDSON Iron 883
1199
1199
1199
883
-
68
5
256
Forty-Eight
1349
1349
1349
1202
-
96
5
252
Fat Bob
1799
1799
1799
1868
93
155
6
306
Fat Boy 114
2199
2199
2199
1868
-
155
6
317
1825-2100
1825-2100
1825-2100
1252
150
128
6
245-258
Sportster S
1651
1651
1651
1252
121
125
6
221
Heritage Classic
2349
2349
2349
1868
93
155
6
330
Road King
2849
2849
2849
1746
-
150
6
375
Road Glide Special
3699
3699
3699
1868
-
163
6
387
Street Glide Special
3399
3399
3399
1868
-
163
-
375
Xtreme 160R
110-112
110-112
110-112
163
15
14
5
139.5
Glamour
73.2-78.5
73.2-78.5
73.2-78.5
124.7
10.7
10.6
5
123
HF Deluxe
50.7-61.9
50.7-61.9
50.7-61.9
97.2
7.9
8.05
4
109-112
Maestro Edge 110
62.7-65.7
62.7-65.7
62.7-65.7
110.9
8
8.75
AT
112
70-72
70-72
70-72
113
9
9.9
4
117
Pan America 1250
HERO MOTOCORP
Passion Pro
FIND YOUR DREAM BIKE Pleasure +
Ex-showroom prices (in ` thousands) Delhi Mumbai Chennai
Engine (cc)
Power (bhp)
Torque (Nm)
Gears
Weight (Kg)
59-64
59-64
110.9
8
8.7
AT
104
59-64
Splendor iSmart 110
67.2-69.4
67.2-69.4
67.2-69.4
113.2
9
9.9
4
117
Splendor +
62.5-67.8
62.5-67.8
62.5-67.8
97.2
7.9
8
4
112
Super Splendor
71.1-74.6
71.1-74.6
71.1-74.6
124.7
10.7
10.6
5
123
Xpulse 200T/200
115-118
115-118
115-118
199.6
17.8
16.45
5
157
Maestro Edge 125
70.8-74.3
70.8-74.3
70.8-74.3
124.6
9
10.4
AT
112
68-73.1
68-73.1
68-73.1
124.6
9
10.4
AT
114
120
120
120
199.6
18
16.5
5
154.5
Destini 125 Xtreme 200S
HERO ELECTRIC Flash
37-49.6
37-49.6
37-49.6
E
-
-
AT
87
41.7-61.8
41.7-61.8
41.7-61.8
E
-
-
AT
86
60.4-76
60.4-76
60.4-76
E
-
-
AT
68
61.8-65.4
61.8-65.4
61.8-65.4
E
-
-
AT
87
62
62
62
E
-
-
AT
69
Shine
71.5-76.3
71.5-76.3
71.5-76.3
124
10.6
11
5
115
Optima Nyx Photon Dash
HONDA SP 125
77.1-81.4
77.1-81.4
77.1-81.4
124
10.7
10.9
5
118
Activa 125
71.6-78.7
71.6-78.7
71.6-78.7
124
8.2
10.3
AT
111
Activa 6G
67.8-71
67.8-71
67.8-71
109.5
7.7
8.8
AT
107
Hornet 2.0
130-132
130-132
130-132
184.4
17
16.1
5
142
Africa Twin
1597-1750
1597-1750
1597-1750
1082.9
98
103
6M/DCT
239/249
97.3
97.3
97.3
162.7
12.7
14
5
140
Unicorn CD 110 Deluxe
64.5-65.5
64.5-65.5
64.5-65.5
109.5
8.7
9.3
4
112
Livo
70-74.2
70-74.2
70-74.2
109.5
8.7
9.3
4
115
Dio
63.2-69.1
63.2-69.1
63.2-69.1
109.5
7.65
9
AT
105
X-Blade
109-114
109-114
109-114
162.71
13.7
14.7
5
144
76-84
76-84
76-84
124
8.1
10.3
AT
108
Grazia
190-198
190-198
190-198
348.36
20.8
30
5
181
CB 650R
867
867
867
648.7
86
57.5
6
206
CB500X
687
687
687
471
47
43.2
6
199
CBR650R
888
888
888
648.7
86
57.5
6
211
CB1000R
-
-
-
998
143
104
6
213
H’ness CB350 / CB350 RS
CB1000RR-R Gold Wing Tour
-
-
-
1000
214.5
113
6
201
3720-3916
3720-3916
-
1833
124.7
170
6M/7DCT
385-390
199.5
199.5
199.5
248.8
30.8
24
6
153
199
199
199
248.8
30.8
24
6
152
HUSQVARNA Svartpilen 250 Vitpilen 250
JAWA Standard
177-186
177-186
177-186
293
26.1
27.05
6
172
42
168-184
168-184
168-184
293
26.1
27.05
6
172
197
197
197
334
30.2
32.7
6
175
719
719
719
773
51
62.9
5
224
Perak
KAWASAKI W800
FIND YOUR DREAM BIKE E
e Ex-showroom prices (in ` thousands) Delhi Mumbai Chennai
Engine (cc)
Power (bhp)
Torque (Nm)
Gears
Weight (Kg)
Ninja 300
318
318
318
296
39
26.1
6
179
Ninja 1000SX
1129
1129
1129
1043
140.1
111
6
238
Ninja 650
654
654
654
649
67.3
64
6
196
Ninja ZX-10R
1500
1500
1500
998
200
115
6
207
Ninja H2R
7990
7990
7990
998
306-322
165
6
216
Versys 1000
1144
1144
1144
1,043
118.2
102
6
255
Versys 650
708
708
708
649
65.7
61
6
218
Vulcan S
604
604
604
649
60
62.4
6
235
Z650
618
618
618
649
67.3
64
6
191
Z900
834
834
834
948
124
98.6
6
212
Z H2
2190-2590
2190-2590
2190-2590
998
197
137
6
239
KTM RC 125
170
170
170
125
14.75
12
6
139
390 Duke
276
276
276
373.2
42.9
37
6
150
RC 390
266
266
266
373
42.9
35
6
149
250 Duke
221
221
221
248.8
29.5
24
6
150
137.5
RC 200
206
206
206
200
25.5
19.5
6
200 Duke
183
183
183
199.5
25.5
19.5
6
140
125 Duke
160
160
160
124.70
14.3
12
6
141.4
390 Adventure
316
316
316
373
42.9
37
6
158
250 Adventure
254
254
254
248.8
29.5
24
6
156
200-211
200-211
200-211
294.7
25.35
26
6
186.2
MAHINDRA Mojo 300
PIAGGIO Vespa 150
122.6-138
122.6-138
122.6-138
149
10.3
10.6
AT
114
Vespa 125
94.8-122.7
94.8-122.7
94.8-122.7
125
9.8
9.60
AT
114
REVOLT RV 300
95
95
95
E
-
-
AT
101
RV 400
119
119
119
E
-
-
AT
108
292-313
292-313
292-313
648
47
52
6
198
ROYAL ENFIELD Continental GT 650 Interceptor 650
275-297
275-297
275-297
648
47
52
6
202
Himalayan
191.3-196
191.3-196
191.3-196
411
24.3
32
5
199
Classic 350
172-198
172-198
172-198
346
19.1
28
5
187
Bullet 350
141-155
141-155
141-155
346
19.1
28
5
186
Meteor 350
184-200
184-200
184-200
349
20.2
27
5
191
71-80
71-80
71-80
124
8.6
10
AT
104
SUZUKI Access 125 Intruder 150
124.4
124.4
124.4
155
13.4
13.8
5
152
Burgman Street 125
83-86
83-86
83-86
124
8.6
10
AT
110
Gixxer 155 / SF 155
117-127
117-127
117-127
155
13.4
13.8
5
141/148
Gixxer 250 / SF 250
168-179
168-179
168-179
249
26.1
22.2
6
156/161
V-Strom 650 XT
884
884
884
645
71
62
6
216
Hayabusa
1640
1640
1640
1,340
188
150
6
266
FIND YOUR DREAM BIKE Ex-showroom prices (in ` thousands) Delhi Mumbai Chennai
Engine (cc)
Power (bhp)
Torque (Nm)
Gears
Weight (Kg)
888
84
82
6
192
TRIUMPH Tiger 850 Sport Tiger 900
1195
1195
1195
1370-1550
1370-1550
1370-1550
888
94
87
6
196
Bonneville Speedmaster
1175
1175
1175
1,200
76.9
106
6
263
Street Triple RS
1135
1135
1135
765
121.3
79
6
166
Street Triple R
915
915
915
765
116.4
79
6
168
Bonneville T100
929
929
929
900
64.1
80
5
228
Bonneville T120
1065
1065
1065
1,200
78.9
105
6
236
Rocket 3
1935-2025
1935-2025
1935-2025
2458
165
221
6
291
Street Twin
795
795
795
900
65
80
5
198
6
189
Trident 660
695
695
695
660
80
64
Speed Triple 1200 RS
1695
1695
1695
1,160
177.5
125
6
198
Street Scrambler Sandstorm
965
965
965
900
64
80
5
223
Bonneville Bobber
1175
1175
1175
1200
77
106
6
251
-
-
-
1200
98.6
112
6
216
Speed Twin
TVS Apache RTR 160 4V
108-111
108-111
108-111
159.7
15.8
14.12
5
149
Apache RR 310
250
250
250
312.2
33.5
27.3
6
174
Apache RTR 160
103-106
103-106
103-106
159.7
15.3
13.9
5
140
Apache RTR 180
109
109
109
177.4
16.6
15.5
5
141
Apache RTR 200 4V
129-134
129-134
129-134
197.75
20.25
16.8
5
153
Jupiter
64.4-73.7
64.4-73.7
64.4-73.7
109.7
7.4
8.4
AT
109
Ntorq 125
71-81
71-81
71-81
124.8
9.25
10.5
AT
118
Scooty Pep Plus
56-58.7
56-58.7
56-58.7
87.8
5.4
6.5
AT
93
Scooty Zest 110
63-65
63-65
63-65
109.7
7.7
8.8
AT
103
Sport
56-63
56-63
56-63
109.7
8.2
8.7
4
110
67-69.5
67-69.5
67-69.5
109.7
8.1
8.7
4
116
Star City+ iQube
136
-
-
E
5.9
140
AT
118
Radeon
60-68.5
60-68.5
60-68.5
109.7
8.1
8.7
4
118
XL 100
41-50.1
41-50.1
41-50.1
99.7
4.3
6.5
1
88
105-112
105-112
105-112
149
12.2
13.6
5
137
YAMAHA FZ FI / FZ S FI Fascino 125 MT 15 FZ 25 / FZ S 25 Ray ZR 125 YZF R15 V3.0 FZ-X
75.5
75.5
75.5
125
8.04
9.7
AT
99
141-145
141-145
141-145
155
18.2
13.9
6
138
135-139.3
135-139.3
135-139.3
249
20.5
20.1
5
153
73-77
73-77
73-77
125
8.04
9.7
AT
99
154
154
154
155
18.4
14.1
6
142
117-120
117-120
117-120
149
12.2
13.3
5
139
*Prices are only indicative. Please contact your local dealer for exact prices as they are subject to change without prior notice.
PARTING SHOT
RETURN TO LE MANS FERRARI 499P
50 years after its last appearance at Le Mans, Ferrari is back to topflight endurance racing.
N
ext year, Ferrari is set to compete in the elite class of the FIA World Endurance Championship with its allnew 499P Le Mans hypercar. The name sticks to the Ferrari roots, as it acknowledges the Italian marque’s tradition of identifying prototypes with the letter ‘P’ often preceded by the per-cylinder displacement. The 499P will make its grand debut at the 1000 Miles of Sebring in March. The hypercar will sport a livery featuring a revived version of the renowned 312 P’s colour scheme from the 1970s as a nod to Ferrari’s last involvement in endurance racing half a century ago. The two endurance cars to enter the race will bear the numbers 50 and 51, and their driver line-ups will be announced soon. The 499P is an all-wheel-drive prototype compliant with the Le Mans Hypercar class (LMH) technical regulations. At a minimum weight of 1,030kgs, the car is equipped with a
182 NOVEMBER 2022 | AUTOX.COM
hybrid powertrain which delivers a maximum regulationlimited output of 670.5bhp. It is coupled to a seven-speed sequential gearbox. While the engine is derived from Ferrari’s road-going twin-turbo V6 family, the 499P’s hybrid component – the Energy Recovery System, or ERS – has a maximum output of 268bhp and is mated to a rear drivetrain with an electric motor powering the front axle. The electric motor is equipped with a differential and is driven by a battery that is recharged during deceleration and braking, requiring no external power source. The Ferrari 499Ps will be run by technicians and engineers from the manufacturer’s headquarters in Maranello in collaboration with the AF Corse team. Ferrari boasts 22 world titles and nine overall wins at the 24 Hours of Le Mans, to date.
Developed with
Technical partner
ducati.com
XDiavel Black Star.
The Power of Opposites. Ducati cruiser XDiavel is updated with an all-new version, the sports oriented XDiavel Black Star. Black Star stands out with its forged wheels, machined and painted in glossy black, and its livery, inspired by the sports car world, which alternates matte grey and black with essential touches of unmistakeable Ducati red. The colour bands are sharp and intersect, echoing the graphic concept of the X that characterises the family.
Price starts at INR 23.49 lacs (Ex-Showroom) Displacement 1,262 cc | Power 160 hp @ 9,500 rpm |Torque 127 Nm @ 5,000 rpm | Dry weight 221 kg New Delhi (+91 70425 72000), Mumbai (+91 91670 99561), Bengaluru (+91 91089 51140), Kochi (+91 85899 89939),Calcutta (+91 90078 92222), Chennai (+91 95511 11105), Hyderabad (+91 91600 59090) & Pune (+91 89568 06314).
osram.com/nightbreaker-200 osram.com/nightbreaker-200
v
Seebetter, better,drive drivesafer saferwith with See 200%more morebrightness brightness 200% 200 new NIGHT NIGHTBREAKER BREAKER®® 200 The new halogen headlight, headlight, ever—the ever—the NIGHT NIGHTBREAKER BREAKER®® 200. 200.With Withup uptoto200% 200%more more Introducing our brightest halogen 11 to guide your way, this high-performance halogen lamp enhances your ability to drive safer brightness to guide your way, this high-performance halogen lamp enhances your ability to drive safer offers aamodern modernlook lookthat’s that’ssure sure impress, night. Globally Globally approved approvedfor forroad roaduse, use,itsits20% 20% whiter light11 offers toto impress, at night. whiter light an eye-catching eye-catchingupgrade upgradefor foryour yourheadlights. headlights.And Andwith witha a150m 150m light beam, you farther farther andand light beam, you cancan seesee detect signs signsand andobstacles obstaclessooner—wherever sooner—wherever your journey takes you. your journey takes you. Insiston onOSRAM OSRAM – the 1 in Automotive Lighting.. Insist – the No. No. 1 in Automotive Lighting
Compared to minimum ECE R112/R37 requirements Compared to minimum ECE R112/R37 requirements
LightisisOSRAM OSRAM Light