Royal Enfield Thunderbird Twinspark

Design & Engineering
 



A first look, and you would be hardly able to tell the difference between the Twinspark and any other Thunderbird, till you see the engine. It’s a contemporary looking powerplant with an incorporated crankcase and gearbox projected to lessen oil seepage. Every other bit is similar; the round headlamp, double instrument pods, front disc brake, seat and pillion backrest are all the same as the normal Thunderbird’s. A notable visual difference is the shorter muffler that we received on our test bike.
The panels underneath the seat feature a minuscule ‘Twinspark’ sticker, which is the lone sign of this key technical step forward of the bike. Also on either side, just beneath the tank, are round reflectors; a helpful touch when you’re emerging from a side road onto a highway. The fuel tank is sheet-metal, and the overhang welded below it is a blemish, while the fuel tank cap looks dated. The Twinspark does well to offer slow- cam chain adjusters, as compared to the more predictable system provided on most Indian models.

 Drivetrain & Performance

The all-new engine has twin-spark plugs, an automatic decompression facility and unit-construction that the company claims has answered the crisis of oil discharge, a key problem with the old engine. Although a lot does stay alike, other important changes contain a high-flow trichoidal oil pump, hydraulic tappets, an automatic primary chain tensioner and the drive chain assembly shifted to the right side in order to reduce transmission loss. The Twinspark benefits from TCI ignition for a fine spark. You get 2bhp more, for a figure of 19.8bhp, and 2.85kgm of torque, which is a insignificant 0.1kgm more than the older version.
Start it and you instantly notice a smoother feel near idle. The handlebars don’t judder in your hands just yet. Select first gear and as you let the clutch out, it feels a bit improved. A six-plate clutch instead of four makes the difference. As you hasten through the gears, this smoothness unfortunately diminishes however, to be replaced with Royal Enfield characteristic vibrations, Which is where it goes from bad to worse, and it’s apparent that thrashing the engine is not the way to ride this bike.

 Economy

Fuel economy is not a subject of relevance among Royal Enfield bike lovers, who will buy the Thunderbird Twinspark more for its lifestyle value, than economy. For the record, the Twinspark returns 35.7kpl in the city and 36.8kpl on the highway.

 Ride & Handling

The riding arrangement of the Twinspark is classic cruiser fare, and its saddle is a sensibly pleasant place to be on long rides.
The Thunderbird uses known, large, kicked-out forks and an extended single-downtube frame. Its gas-charged dampers at the rear are par for the course for motorcycles in India, but even on their softest setting tend to jump when pushing the bike to its edge. These work best when the bike is overloaded.
The Thunderbird Twinspark is somewhat a burden in city traffic, but a steady bike on the highway thanks to its 19-inch rims. The handlebars do provide ample weight for city riding, but there is no dodging this bike’s rangy wheelbase and heft in the city.

Verdict

 5/10
The dreary general quality, the heavy price tag and the out-of-date technology make sure you do not buy this bike by using your head. Yes, the new engine is better and more modern, but then these are changes that should have been made a long time ago.
But looking at the Thunderbird Twinspark as such is missing the point totally. It is a bike you buy with your heart. 

 

 

Specification

ENGINE Fuel Petrol Installation Inclined from vertical Type Aluminium alloy block and head Bore/stroke 70/90mm Compression ratio 8.5: 1 Valve gear 2 valves Power 19.8bhp Torque 2.85kgm Power to weight 108.7bhp per tonne Torque to weight Specific output 57.2bhp per litre Transmission Type Gearbox 5 speed, 1-down, 4-up Ratios/kph per 1000 rpm 1st 3.06/7.4 Final drive ratio Chassis & Body Construction Weight Wheels Wire spokes Tyres 3.25 x 19 front, 3.5 x 19inches rear Spare Suspension Front Telescopic forks Rear Gas-shocks, tubular swingarm

 

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Honda Brio review, test drive

Honda is the largest producer of small capacity petrol engines in the world. It has dominated many a hard-fought segment in India and everyone from bikers to Accord owners has a deep respect for the brand in India. Sure, Honda has the right stuff to make a successful small car for India, absolutely. But just how good is the new Brio? Can it take on Maruti in India at its own game and win?

What’s evident immediately is that Honda has chosen to give plenty of priority to the front seats of this car and rear seat and boot space have been compromised a bit. This Suzuki Swift-like prioritisation is plainly visible, even from the kerb. What’s also evident is the aggressive, tipped-forward stance of the car and Honda’s very tight and modern skinning. The large fighter aircraft-like fake air intakes under the headlights give the design plenty of aggression, and the Brio has gently flared wheel arches as well. What’s also good is that the low window line gives great all-round visibility from the front seats.
Honda’s decision to place a lot of emphasis on how the Brio drives is also clear once you are on the move. The 1198cc four-cylinder engine is the same brilliant motor that powers Honda’s larger Jazz in India, and the 90bhp feels very lively. It would, for this car weighs approximately 70kg less than the larger Jazz and that means the Brio holds a significant advantage as far as the power-to-weight ratio is concerned. Sure, you still do encounter the slightly weak bottom end on occasion, but swapping gears via the light clutch and quick gearbox soon gets rid of this slight problem. The top end, however, feels zingy and effervescent and, as a result, punting this small car around can be quite fun at times. It’s also refined and smooth and you can expect class-leading efficiency from the Honda as well (the Jazz is already the most fuel efficient petrol hatch in India). There is a CVT version on offer in Thailand as well, but it is not clear if Honda will sell this version in India.
The Brio’s electrically adjusted steering is very light and this is ideal for city traffic. You can literally steer the car with just a flick of the wrist, which makes cross-town journeys less stressful. More enthusiastic drivers though are sure to be a little disappointed with the slightly vague feel and the total lack of communication with the road.
Also slightly disappointing is the ride quality. Like many Hondas, it feels a bit lumpy over poor roads and a good majority of road imperfections filter into the cabin. However, the ride quality improves as you go faster and the Brio also feels adequately stable at highway speeds. Despite the light steering, the Brio also possesses good grip in corners and feels easy to control. And the brakes have a good pedal action and stopping power as well. It’s also safe to say that Honda has done a good job of refinement and external noise suppression. The Brio is quite good for a car in this class and this makes the Honda a surprisingly relaxing car to drive. In fact, the Brio drives in a very similar fashion as the Jazz; it’s just that the two cars differ when it comes to the size of their cabins.
Glance at the spec sheet and you’ll note that the Brio has a shorter wheelbase length than the Jazz by 150mm. In spite of that, the Brio can still seat four six-footers in decent comfort and this is down to the car’s clever packaging. Honda has installed seats with thin backrests, the scooped-out glovebox allows the passenger a bit more legroom and the doorpads used are very minimalistic as well, yielding plenty of additional space in the process. Cost cutting however is evident. The seats have no adjustable headrest, only a pane rear glass is used instead of a costly hatch and there is no rear defogger or wiper.
On the positive side, Thai-spec Brios get dual airbags and anti-lock brakes as standard across the range; hopefully, this will be the case in India as well. Despite the general cost savings, however, the Brio’s interiors feel well-made. The chunky steering is nice to hold, the hooded dials look attractive and the plastic quality is better than you expect.
That the Brio is an impressive city car is easy to see. It possesses a reasonable amount of agility, its 1.2 petrol engine delivers positively sprightly performance and its compact dimensions are ideal for city traffic. It’s reasonably comfortable, quite attractive on the outside and will deliver a good ownership experience. The difficult bit for Honda, however, will be pricing it aggressively enough. A starting price of anything above Rs 4.5 lakh is not likely to excite many, and keeping a lid on the price will be Honda’s biggest challenge.

Price Range (in lakhs)*
Ex-showroom Price	Rs 4.5lakh (est)
ENGINE
Fuel	Petrol
Installation	Front, transverse, front-wheel drive
Power	90bhp @ 6000rpm
Torque	11.2kgm @ 4800rpm
Transmission
Type	Manual / CVT
Gearbox	5-Speed manual / CVT
Chassis & Body
Length	3610mm
Width	1680mm
Height	1485mm
Wheel Base	2345mm
Weight	925-950kg
Wheels	14inch
Tyres	175/65-R14
Spare	Full size
Suspension
Front	MacPherson struts with anti-roll bar
Rear	Torsion beam
Steering
Type Power	Electric
Brakes
Front	Discs
Rear	Drums

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Audi RS5 Coupe First Drive

It has the motor of a super car, enough grip to rip tarmac apart and sufficient ground clearance to be driven anywhere. Here is a super car, but without the tantrums you normally associate with the type. Here's one you can use anywhere and everyday. But what's it like to drive?

Small technical detour first. You need to know that beneath the all red, bulging wheel arches and muscle lies some rather serious technical hardware. Motive power comes from a 4.2-litre V8 that's closely related to both the V8 and V10 engines used in the mid-engine R8. It makes its maximum output – an impressive and BMW M3-eclipsing 444bhp, yet peak torque kicks in from 4000rpm, so it promises to be fast and flexible. More significant still, is that this an all-wheel drive system whose centre differential normally pushes 60 per cent (but can divert as much as 85 per cent) of the RS5's torque to the rear axle. Coupled to this is a torque vectoring for all four wheels that can actively divert power to other wheels to make the car corner faster.

Which means the RS5 uses a lot of electronic hardware. It sounds complicated, but what it essentially does is allow you to simply aim the car at a corner, feed in as much power as you dare, and the RS5 sinks its claws into tarmac and tears its way around the corner. It is huge fun, if lacking a little in finesse. Oh, and it does feel a tad nose heavy at times and if you don’t pick your line before feeding in the throttle, it’ll throw up a hint of understeer before the Quattro sorts it out and catapults you to the next corner. This car is all brawn, muscling, rather than dancing its way through. The performance of course is spectacular. use the launch control and all-wheel drive traction to the fullest and you’ll get to 100kph in 5 sec and 200kph in 18 sec. Power goes to all four wheels via a seven-speed twin-clutch box. It does a fantastic job of second guessing what you want to do – slow down on the brakes and it’ll downshift with a rather naughty blip on the throttle, mash the throttle and it’ll hold gear all the way to its creamy redline and grab the next ratio faster than you can snap your fingers. And, unlike other auto boxes that play it safer than Rahul Dravid, the RS5’s gearbox allows you to downshift even if it means spinning the engine to 8000rpm! It’s totally addictive especially when your brain is trying to keep pace with revs and the exhaust is drilling your ears with a whole lot of drum and bass. Audi offers an optional sports exhaust, but our car didn’t have it.

There are a few downsides though.  There is not much steering feel, even in ‘dynamic’ and the thirst is prodigious – it’ll gulp down its 64-litre tank’s contents faster than a Bavarian at the Oktoberfest and there is no spare.

Despite its sportscar appeal, the RS5 manages to be practical too. It’s easy to drive in traffic, the ride is acceptable and if you are a bit careful, ground clearance isn’t much of an issue either. Then it has a spacious cabin (atleast up front) and the rear seats, though short on thigh support and headroom, are completely usable. There’s also a usefully big 455-litre boot for weekend blasts to the country house.

Drive an RS5 on your Monday morning commute to work, and you’ll see little to hint at its wild side. Barring a few bits of RS bright work in the cabin and a revcounter redlined at 8250rpm (!), you could fool yourself into thinking you’re in an A4 2.0 TDI. Set the drive select set in ‘comfort’ and the seven-speed DSG (Audi calls it S-Tronic) upshifts early, the engine is quiet and the ride is no stiffer than any other German saloon. The seats are comfortable; the steering is effortlessly light and the crisp Bang & Olufsen audio will get you to work relaxed. But, make no mistake, on any road and in any situation, when you’re in the mood for it, this Rs 76 lakh coupe can blow your socks off. And that's just what the doctor ordered. 

Price Range (in lakhs)*
Ex-showroom Price	76 lakh (ex-showroom, Delhi)
ENGINE
Fuel	Petrol
Installation	Front Longitudinal
Type	V8, 4163cc, direct injection, petrol
Power	444bhp at 8250rpm
Torque	43.82kgm at 4000-6000rpm
Transmission
Type	DSG
Gearbox	7-speed
Chassis &Body
Length	4649mm
Width	1860mm
Height	1366mm
Wheel Base	2751mm
Weight	1725kg
Wheels	9Jx19 in.alloy
Tyres	265/35-ZR19
Brakes
Front	365mm ventilated discis
Rear	324mm ventilated discs

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First Drive Ninja 650R

The last few years have seen a spate of Japanese manufacturers including Honda, Yamaha and Suzuki unloading their ammunition of numerous litre-class bikes. Not one to follow the norm, Kawasaki and Bajaj initially decided to proceed with an assembled in India, more usable Ninja 250R. After which, they have now decided to bring in their bigger Ninja, the 650R.
Nothing outstanding in terms of looks, the 650R still deserves a second glance. Sleek, twin headlamps streak backwards, away from a matte black V-strip in the middle. The all-digital display is classy. A fairing covers the engine, with trademark Kawasaki green contrasting nicely with vast sections of black.
Look further back and you notice a uniquely positioned single rear shock absorber, mounted directly as a part of the frame. The rear panels are otherwise simple, only embellished with long grab handles that run back to a slim oval tail lamp. Everything about the Ninja exudes solid quality.
Thumb the starter, blip the throttle and a gruff, uneven engine note is certain to mesmerize you.
What makes the Ninja 650R enjoyable is power isn't delivered at high rpm. The 649cc motor comes into its own in the midrange and revs nicely to the top before losing some steam. The engine has an impressive punch to it.
Really nippy performance proves the Ninja offers a lot more than its 71bhp suggests. The ace in this Ninja pack is its remarkable ability to handle everyday riding, and shoot from rest to 150kph plus speeds with effortless ease. It’s light and easy to ride at low speeds, with a meaty clutch and a gearshift that feels precise still solid, more European than Japanese.
You get traditional telescopic forks in front, and a mono-shock behind. The nice wide handlebar allows an upright, comfortable seating position, ensuring the 650R isn’t a bike where you need to sit with knees tucked under your ears. The lightly stepped and low seat, at 790mm is one even a shorter rider will have no problem straddling. Massive 300mm double petal discs at the front and a single 220mm petal disc at the rear offer solid stopping power. Tyres are ample, tubeless Bridgestones.
The 650R isn’t an out and out sports bike. Never sharp or nimble, this 650 does however turn and corner with enough confidence.
The Ninja 650R certainly has a lot going for it. The engine is more than happy holding around 140kph all day long. An upright seating position keeps you from feeling tired when out on a highway cruise. Undoubtedly a commendable effort, the latest Ninja is priced at about half what litre class supersports motorcycles today cost here.
Great value for money then? Look out for our full ride story in the upcoming issue of Autocar India, with every minute detail outlined.

Price Range (in lakhs)*
Ex-showroom Price	Rs 4.57 lakh (ex-showroom Delhi)
ENGINE
Fuel	Petrol
Installation	DDHC, 8 valve, Parallel Twin
Type	Four-stroke 649cc
Bore/stroke	83.0/60.0
Compression ratio	11.3:1
Power	71bhp @ 8500rpm
Torque	6.73kgm @ 7000rpm
Transmission
Gearbox	6-Speed
Chassis & Body
Length	2100mm
Width	760mm
Height	1200mm
Wheel Base	1410mm
Ground Clearance	145mm
Construction	Diamond High -tensile steel
Weight	204kg
Wheels	17inch alloys
Tyres	120/70 front, 160/60 rear
Suspension
Front	Telescopic front
Rear	Mono-shock
Brakes
Front	300mm Tripe pedal disc
Rear	220mm petal disc

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new-ford-fiesta-review-test-drive

We’ve just driven the new Fiesta in India, and first impressions are very promising.
For a start the car looks stunning in the flesh. The nose looks very modern with its Scimitar like headlights and slot like grille, and the new Fiesta has an attractive looking profile too. There is a large rear overhang however and this does make it look a bit ungainly from some angles.
The Fiesta however rides superbly. The suspension has been raised slightly for Indian roads and the tallish 195/60 R15 profile tyres help absorb most of the poor patches quite effortlessly. The very stiff and light new body shell on this new Ford also gives it a dynamic edge and the new Fiesta drives like a ‘proper’ Ford. And by that we mean shattering grip, pin sharp handling and impressive stability. In fact, we think the new Fiesta, that’s built on the B2E platform (shared with the award winning Mazda 2), drives even better than the current Fiesta Classic. And that’s saying something. The electric steering is almost as good as that on the Renault Fluence, one of the best around, and the confidence instilled in the driver is tremendous.
On offer are two strong engines, but neither fully exploit the Fiesta's brilliant chassis. It feels that the chassis could do with some more power. However, it still adds to the driver appeal. The 1.5-litre petrol is a scaled down version of the 1.6-litre motor that powers the Fiesta Classic, but power and performance are increased. The new engine uses variable valve timing, boosting power to 108bhp and performance from behind the wheel is effortless. Part throttle responses are very linear and the Fiesta petrol feels perfect for everyday driving. It’s no City though, and dosen’t feel as responsive or as eager to spin hard as the Honda.
Ford has also scaled down its new 1.6-litre diesel to 1.5 liters. A larger turbo and intercooler help deliver 90bhp and 21kgm of torque, and the diesel has plenty of punch in the mid-rage too. And this motor feels very refined and silent as well. There is however a bit of lag below 1800rpm, progress is jerky at low engine speeds and we think the clutch could have been lighter.
The five-speed gearbox on both cars however is impressive and cog swapping as a result is no chore. Ford will also introduce a twin clutch auto ‘box later in the year; a first in the segment. And that could be worth waiting for. With the tall gearing and light body, Ford’s also claiming class leading fuel economy for both cars under test conditions, which could be promising. We’ll however reserve our judgment for when we conduct our own real world fuel economy tests.
What’s certain however is that the new Fiesta feels like a very modern car. The interiors are very funky, courtesy the modern sloping dash and the steeply raked instrument panel, and there’s enough equipment here to keep even gadget freaks happy. Overall comfort is impressive as well. The large front seats have plenty of bolstering, ideal for sporty driving, and the rear seats are also reasonably comfy. Still, more rear legroom, headroom and the cabin width could have increased comfort substantially. And plastic quality and fit and finish should have been better in places as well. The overall build of the car however, amply demonstrated by the impressive door-shut, is very tough and this lends plenty of character to the Fiesta.
Ford will initially put two petrol and two diesel versions on sale and we expect prices to range from Rs 9 to Rs 11 lakh ex showroom, which could put the new Fiesta in contention for class honours. We just can’t wait to compare it to its rivals.

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