TVS Phoenix 125 launched

TVS has launched its Phoenix 125 motorcycle.

The Phoenix 125 comes with a new 125cc EcoThrust engine that TVS claims comes with excellent pickup & best in class fuel efficiency.

Speaking at the launch, Venu Srinivasan, chairman, TVS Motor Company said, “We have developed an all new engine for this motorcycle. It complements several unique features to ensure ‘premium ride quality’. With this launch, we hope to increase our market share in the segment. This launch also completes our motorcycle product portfolio.”

The motorcycle features a fully digital speedometer with an amber backlight, a digital fuel gauge, low battery reminder, trip meter, service reminder, soft texture grips & soft touch switchgear. The company has also equipped it with hazard lamps to enhance rider safety. A rotopetal disc brake, LED pilot lamps, an all black engine, alloy wheels & a stitched dual texture cushion seat are also present.

On the mechanical front, the Phoenix 125 comes with a five step adjustable ‘series spring’ suspension & a high response damper. An electric starter fires up the four speed powertrain Phoenix 125 that puts out 14.7bhp at 8000rpm. TVS claims the motorcycle has a fuel economy of over 67kpl under standard riding conditions.

The motorcycle is available in five dual tone colours: Moroccan Red, Alaskan Green, Helsinki Black Silver, Belgian Black Red & Oxford Grey.

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Nissan launched new Evalia MPV

Nissan has launched the Evalia MPV at a price range of Rs 8.49 9.99 lakh. Available in four trim levels, the Evalia will be powered by a 1.5 litre dCi diesel motor churning out 84bhp & 20.4kgm of torque.











Priced at Rs 8.49, the base XE variant gets basic features like power steering with tilt adjust, electric wing mirrors, a single DIN music system with two speakers & aux connectivity, & a multi information display. The next trim level XE+ costs Rs 8.92 lakh. It gets all the features of the base XE & also comes with driver & passenger airbags.

The third variant, the XL is priced at Rs 9.49 lakh & apart from the features of the XE+, it also gets remote controlled central locking, power windows, a 2 DIN music system, & air con vents for second row passengers. The top end XV, in addition to the features of the lower variants, gets fog lamps, an intelligent key, reverse camera, & a colored multi information display. The XV retails at Rs 9.99 lakh.

All the variants of the Nissan Evalia come equipped with ABS & EBD as standard.

The Evalia’s chief competitors include the Toyota Innova, Mahindra Xylo & Maruti Ertiga.

Nissan Evalia Variants Prices
XE Rs 8.49 lakh
XE+ Rs 8.92 lakh
XL Rs 9.49 lakh
XV Rs 9.99 lakh

Mahindra Xylo Variants Prices
D2 Rs 7.5 lakh
D4 Rs 7.92 lakh
E4 Rs 8.3 lakh
E4 ABS Rs 8.53 lakh
E8 ABS Rs 9.33 lakh
E8 ABS Airbags Rs 9.71 lakh
E9 Rs 10.52 lakh

Maruti Ertiga Variants Prices
Ldi Rs 7.3 lakh
Vdi Rs 7.95 lakh
Zdi Rs 8.35 lakh
Zdi Option Rs 8.6 lakh

Toyota Innova Variants Prices
E (7 seater) Rs 9.94 lakh
E (8 seater) Rs 9.99 lakh
G (7 seater) Rs 10.44 lakh
G (8 seater) Rs 10.48 lakh
GX (7 seater) Rs 11.85 lakh
GX (8 seater) Rs 11.89 lakh
VX (7 seater) Rs 13.84 lakh
VX (8 seater) Rs 13.89 lakh

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Spy Pictures of new Next-gen Honda CR-V

Honda is readying the new generation CR V soft roader for an Indian launch as is evident from these pictures. Alert reader Vivek Sharma spotted this test mule in Noida.

The next generation CR V made its debut internationally in June, 2011 at the L.A. Auto Show, & is expected to be launched in India in early 2013.

The new CR V features an evolved look with quirky modern details & sound dimensions & proportions. At the rear, the company has retained the vertical tail light design of the current car.

We drove the car for our October 2012 issue & found that the interiors, just like the exteriors, have adopted an evolutionary change. The car has plenty of boot space & the large cargo compartment becomes enormous when you fold down the rear seat.

Honda will use an updated version of its 2.4 litre in line four engine that is smooth & responsive. The engine puts out 185bhp & 22.5kgm of torque & is mated to a five speed auto ‘box.

At launch, the CR V will only have a petrol option. Honda has said that a diesel engine is in the pipeline, but isn’t expected immediately.

Honda is expected to launch the car with a price tag of around Rs 28 lakh.

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Test Drive and Review of new Maruti Alto 800

It’s not everyday that you get to test a car that’s likely to be a surefire best seller, but that’s just what this is    a first drive of Maruti’s all new Alto 800, a car that in all probability will start life at the top of the sales charts.

The new Alto is a car Maruti has poured its heart & soul into to get right. What the company wants is continuity & progress. It wants the Alto 800 to take off from where the current Alto stands today, & for that Maruti’s designers have given it an identity that is instantly recognizable.

 So there’s an overriding feeling of familiarity as you walk upto the car. The compact dimensions, the high mounted headlights & the thick ‘C’ pillar at the rear of the car tell you this is an Alto, instantly. But the new bits stand out as well. There’s a new two part grille is attractive, the high mounted petal shaped headlights stand out, the mild chin spoiler looks sporty & the wheel arches that are mildly flared as well. Unlike the earlier car, this one is mildly tipped forward too, adding to that sporty feel. The design is familiar around the back as well, but here too there are fresh new details like the crystal like tail lights & some sculpting on the hatch that adds a spicy touch. What makes the car looks a bit awkward from some angles however is the massive ground clearance, something that just doesn’t sit well with the compact dimensions. The more conservative Alto 800 however is likely to appeal to a wider audience than Hyundai’s overtly styled Eon, which has polarised opinion.

The new Alto 800 is built on the same wheelbase as the earlier car & plenty of suspension bits are carried over, but the structure has been heavily modified to make it stiffer. Maruti’s engineers have concentrated on keeping it light too. The roof, for example is made of thinner steel, but has corrugations for added rigidity.

The biggest change however is in the cabin. There’s an all new & more contemporary looking dash, with a strong ‘V’ around the center console & plastic quality has been improved considerably. There are plenty of silver accents in the cabin, & there’s a horizontally aligned bottle holder placed ahead of the gear lever, which is quite innovative 

The inclusion of new slimmer seats mean there is marginally more space for passengers but this is a car that’s hard to get in comfortable in. The small front seats with their integrated head rests for example, lack decent back support & the rear seat back isn’t too comfortable either.  Space is also only marginally better than the current car which means its very cramped, especially in the rear. The moulded roof lining & fully clad pillars however improve the ambience of the cabin tremendously.

There are big changes under the bonnet as well. Maruti may continue to call this 800cc motor the F8D but changes made are quite far reaching. There are new short skirt pistons, the compression ratio of the engine has been increased & the air inlet system has been made longer. Torque as a result is 11 percent better, & you can feel it.

Push down on the accelerator & the Alto 800 sets off in a much more determined manner. Low engine speed responses have always been a strength of this engine & now its better. You don’t need to rev the motor hard to get a move on & you can upshift quite early so overtaking is not as much a challenge as before. At very low revs there’s a jerky throttle action, which is typical of other Maruti motors as well & hence driving in bumper to bumper is not very smooth. Out on the highway, the improved motor felt more eager thanks to improved performance at the top end of the rev range. In fact, there’s a sporty note to at higher revs & the engine doesn’t feel as thrashy as before.

The gearbox too has been improved over the earlier car with a new cable type shifter. The gearshift is fairly smooth but it still doesn’t have the precision or crisp action of more contemporary competition.

The ride is simply outstanding for such a small car & it copes admirably well with everything that’s thrown at it. The Alto 800’s tall springs & 80 profile tyres absorb potholes & ruts with ease but as expected the Alto 800 is never as well settled as a bigger car. There is always a nervous bit of vertical movement when the road gets uneven but it’s not to the point of being uncomfortable.

When it comes to driving pleasure the Alto 800 really won’t excite you. There’s no excess of power for one & the handling is pretty soggy too. The steering feels a bit vague, especially around the straight ahead position, & the car doesn’t like to be cornered hard. But then the kind of person who is buying this car isn’t going to really care.

The new Alto 800 may not have the same modern feel as the Hyundai Eon but certainly feels a generation ahead of the previous Alto with better interiors, dynamics & performance. It looks more contemporary too. Is that enough to keep its popularity sky high? It will finally depend on the price.  However, assuming a Rs. 3.15 lakh sticker for the base, air con equipped version, Maruti’s latest will continue to be the best selling car on Indian soil after it goes on sale on October 16th.
Fact File

Engine
Fuel     Petrol
Installation     Front, transverse
Type     12 valve, 796cc, 3 cyl,
Power     47bhp
Torque     7.03kgm

Transmission
Type     Front wheel drive
Gearbox     Manual, 5 speed

Dimensions
Length     3395mm
Width     1490mm
Height     1475mm
Wheel base     2360mm
Ground clearance     160mm

Chassis & Body
Weight     720kg
Tyres     145/80R12 (tubeless)

Suspension
Front     Gas filled McPherson Strut, Torsion Roll control device
Rear     Coil spring, Gas filled shock absorbers with three link rigid axle & isolated trailing arm

Brakes
Front     Solid discs
Rear     Drums

Economy
Tank size     35 litres

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Review and Test drive of Chevrolet Sail U-VA

The Chevrolet Sail U VA will be the first model to come out of the GM SAIC joint venture. This car, which will replace the Aveo U VA will ive into a cut throat & ruthlessly competitive segment. It will face stiff competition from considerably talented cars, like the Maruti Swift, Ford Figo & Toyota Etios Liva. So does it have enough oomph to take on the rest? Read on to find out.

The Sail, though nice looking, is styled to fit the ‘please all, displease none’ mould, & as a result looks a bit too generic & tame. The lines of the car are neat, the skinning is very modern & there are no unnecessarily exaggerated features. The angled headlights wrap around the nose quite nicely & the rising windowline makes the Sail look tipped forward & sporty. The rear isn’t as attractive & the vertically aligned tail lights look a bit old fashioned now.

The Sail’s chassis has been engineered to provide extremely high levels of rigidity. GM’s engineers in India have also completely redone the suspension to suit our roads, which call for more ground clearance; hence raising the ride height of the cars was essential. The petrol version stands at 171mm, & the diesel at a lower (but still very high) 168mm. Taller, stiffer springs have been used & the front anti roll bar has been beefed up in accordance with the higher Gross Vehicle Weight (GVW). The dampers have been softened, however, keeping ride comfort in mind, so GM seems to have got the basics right.

GM plans to manufacture the Sail in India eventually with an extremely high level of local content. However, for now, localisation stands at 42 percent, with a much higher 65 percent on the cards in the near future.

The first impression of the interior is that it’s not particularly upmarket & the plastics are not very rich. Also, the doorpads are a bit shallow, the power window buttons are placed ahead of the gearlever & the glovebox is quite small. The interior is, however, very functional & has a restrained maturity. The protruding central console, with its large vents, is particularly attractive. Finished in dull silver, it contrasts with the rest of the dash quite nicely, & functionality of the buttons & switches is also good.

The front seats are quite comfortable & well bolstered, & though there is no height adjustment, outside visibility is good thanks to a high set seat. The rear doors open wide enough to make entry into the back quite easy, & you will be amazed by the amount of legroom on offer. Headroom isn’t as generous though, possibly due to the sloping roofline. The back seat felt a bit too flat & firm & lacked the plushness of the Swift’s seats, which are the benchmark for comfort. To make up, the seating position at the rear is brilliant thanks largely to a centrally placed fuel tank. Boot space is pretty decent & the Sail can swallow 248 litres of luggage. In terms of safety, the Sail is decently well equipped & comes with two front airbags & ABS on the top end version.

The diesel version of the Sail U VA uses what GM calls the 1.3 SDE (Small Diesel Engine), better known to us as Fiat’s Multijet unit. Though insulation is pretty good & noise levels much lower than rivals like the Figo, Liva & even Swift, you can still hear the diesel clatter from ahead of the firewall. There’s also a bit of turbo lag, but it’s not as pronounced as it is on the Swift. Keep the engine in the mid range & the Sail really rewards you. It feels really smooth & you can pick up the pace at any time without using the gearbox. The diesel Sail takes 15.2 seconds to get to 100kph, & in 22.9 seconds you are doing 120. Power tails off around 4200rpm, so it’s best to upshift early. In gear acceleration is quick as well due to its strong mid range. GM engineers have tuned this engine quite well & possibly this the best take so far on the venerable 1.3 multi jet diesel

In comparison, the petrol engine is a bit of a mixed bag. Known as the 1.2 BDOHC, this 1199cc motor uses twin overhead cams & all aluminium construction. Idle is smooth enough & the engine is quite responsive at low speeds, but spin the motor faster & it gets quite audible. The Sail petrol surprised us with its flat out performance & the way it sprints from 0 100kph in just 14.6 seconds – quicker than the Swift. In gear acceleration is strong too, especially in third. The big news is the Sail’s all new F17 five speed manual gearbox which is a pretty accomplished unit & does duty in Opels & Vauxhalls in the sophisticated markets of Europe. Though the gear shift requires a bit of effort, we just love the short throw & the precise way in which this gearbox operates.

What amazed is the way this robust hatch gobbles up potholes for breakfast & feasts on the worst that our road authorities can feed it. The key to the Sail’s amazing ability to float over bad roads is the pliant, long travel suspension that’s been brilliantly set up, & the tall 175/70 R14 tyres. In fact, so good is the ride that it could well be the best riding car in its class. Only a bit of road noise from the rear & some vertical movement at high speeds spoil its near perfect score in this respect.





The steering is quite light, which is a big help in town, & even when you press on, you will be impressed with the accuracy of the helm. It’s just that the steering isn’t bristling with feel & has a dead zone around the straight ahead position, which sanitises the driving experience. The Sail rolls a fair bit & it doesn’t like darting in & out of corners but then that isn’t its brief

Straight line stability is superb though, & as a long distance tool the Sail is surprisingly good. The brakes are not as strongly servo ed as some other hatchbacks, but they deliver plenty of confidence.

Viewed in totality, GM’s Sail U VA has a lot of plus points. It has a large & spacious cabin, unbelievably good ride quality & uses one of the best small capacity diesel engines around, which GM has tuned to be even better. The Sail is a tough, no nonsense car that’s really well suited to Indian conditions.

It has its downsides. The petrol motor is noisy & we weren’t impressed by the interior quality. Still, at an expected starting price of Rs 4.2 lakh (ex showroom) for the petrol & Rs 5.8 lakh for the diesel, backed by a three year warranty, the Chevy Sail is serious bang for your buck.  This could be the surprise of 2012.




Fact File
Price Range (in lakhs)*
Ex-showroom price Rs 4.2-6.5 lakh (est. ex-showroom)
Engine
Fuel Petrol/ diesel
Installation Front, transverse
Type 4 cyls, 1199cc, petrol / 4 cyls 1248cc, turbo-diesel
Bore/stroke 69.5/79.0mm; 69.7/82.0mm
Power 85bhp at 6000rpm / 77bhp at 4000rpm
Torque 11.52kgm at 4400rpm / 20.90kgm at 1750rpm
Power to weight 79.81/68.50bhp per tonne
Transmission
Type Front-wheel drive
Gearbox 5-speed manual
Dimensions
Length 3946mm
Width 1690mm
Height 1503mm
Wheel base 2465mm
Boot volume 248 litres
Ground clearance 174/168mm
Chassis & Body
Construction Five-door, monocoque, hatchback
Weight 1065/1124kg
Tyres 175/70 R14
Spare Full size
Suspension
Front Independent, Mac-Pherson struts, coil springs, stabiliser bar
Rear Non-independent, coil springs
Steering
Type Rack and pinion
Type of power assist Hydraulic
Brakes
Front Ventilated discs
Rear Drums
Anti-lock Yes
Economy
Tank size 42 litres

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Review and Test Drive of new Mahindra Quonto

We first broke the news of the ‘mini Xylo’ (code: U203) on our website on June 3, 2010, & it’s been no secret Mahindra has been developing its own sub 4 metre car, one that has finally taken shape as this, the Quanto. The case for chopping the Xylo’s length was to qualify the Quanto as a small car and, correspondingly, a lower 12 percent rate of excise duty. But is this more of a compromise or does the Quanto fit the bill as a mini SUV?

From the front there’s little to distinguish the Quanto from the facelifted Xylo. The ‘V’ on the bonnet is more defined, & there’s a new lip above the toothed grille, but this apart the two cars are near identical upto the rear doors. Where the Quanto looks totally different is from the tail. The Xylo’s large rear windows & sizeable rear bumper have been replaced by a smaller quarter glass & minimal overhang aft of the rear wheels. The result is a rather abrupt tail, which gives the already tall Quanto gawky proportions that are further accentuated by small 15 inch wheels (downsized from the Xylo’s 16 inchers).

The Quanto also gets different D pillars, wraparound tail lamps & comes with its spare wheel mounted on the side opening tail gate, which goes with its mini SUV ethos.

Given the inherent imbalance of a three cylinder engine, we were quite surprised by the engine’s refinement. Idle is fairly quiet, vibrations are well contained & some transmission judder apart, refinement is impressive. Even on the move, that typical three cylinder thrum is obvious but doesn’t become intrusive until you go high up the rev band. However, this isn’t an engine you’d rev hard anyway. Power seriously tapers off post 3500rpm & even on full throttle it doesn’t gather much pace. The Quanto’s heavy kerb weight of 1640kg seriously weighs it down & it took a slow 17.41 seconds in the 0 100kph dash.

However, at slower speeds, the engine shows a more likeable side. Power delivery is linear & there’s decent pull between 1500rpm & 3500rp though it still feels flat for most part.  All this points to a car that will amble well through traffic but could find itself out of depth on the highway. At city speeds, the gear ratios seem well matched to the engine but we found the gearshift quality on the five speed box slightly rubbery & the light clutch a bit snappy too.

Driving the Quanto on Mahindra’s test track, we experienced acceptable levels of road noise filtering into the cabin on the smooth section of the track though the small undulations on the main straight resulted in ride becoming bouncy with lots of vertical movement. The Quanto does share its suspension hardware with the Xylo & uses the same combination of double wishbones up front & a five link setup at the rear. While a smaller body should have resulted in greater rigidity & tidier handling, the top heavy Quanto was slow to change direction & there was lots of body roll too. Its hydraulically assisted power steering (standard across the range) isn’t particularly fast either but is light enough at typical city speeds.

The Quanto’s quirky looks & oddball dimensions are sure to split opinion. But you simply can’t ignore the massive cabin space (at least for the front two rows) & the advantages of its elevated driving position. & while the rear jump seats aren’t very useable, they do add flexibility to the cabin, at least for short stints. Its engine is also nicely refined for a three cylinder unit, has sufficient power for city use & promises to be fuel efficient too. Where the Xylo fails to make an impression is in the areas of ride comfort (bumpy) & handling (sloppy). Interior quality is pretty disappointing too.

But factor in the Quanto’s pricing, which starts at Rs 5.8 lakh for the base C2 model & stretches to Rs 7.36 lakh for the top spec C8 variant (ex showroom, Thane), & it looks a whole lot more interesting. For many it could even be a lifestyle (albeit less sophisticated) alternative to the brigade of premium hatchbacks.
With the Quanto sharing the Xylo’s 2760mm wheelbase, space inside the cabin is fantastic. You do have to step up into the high set cabin, but once inside it’s easy to get comfortable. All round visibility is excellent, the front seats are comfy & the dashboard, a straight lift from the Xylo, adds to the feeling of familiarity in here. Sadly, cabin quality is not quite upto the mark with many crudely finished bits like the front door pockets in direct sight. If there’s some compensation, it’s that you get a lot of features. The top spec Quanto C8 we drove featured power windows, two airbags, a music player with MP3 & aux connectivity & a reverse parking sensor.

The middle row gets lots of space & the flat seat base is comfy, but the non adjustable backrest is a tad too upright. That’s because, believe it or not, the Quanto is a seven seater & the second row backrest has undoubtedly been kept upright to free up space for the rear jump seats. Despite this compromise, space in the back is really tight. There are no headrests either & the knees up seating position & near vertical backrests are far from nice. The safety of these seats in the event of rear end collision is a question mark too. They do fold, though, & with them out of the way there is decent luggage space in the back.

To qualify for excise benefits on small cars, the Quanto had to come with a sub 1.5 litre diesel engine. The engine in question is the new 1493cc motor – the mCR100. Interestingly, this common rail motor is not a grounds up design but actually a downsized three cylinder version of Mahindra’s existing 2.2 litre mHawk diesel engine. While understandably not as powerful as the mHawk, the new engine uses a two stage turbo & an intercooler to output fairly impressive power & torque figures of 98.6bhp & 24.5kgm.


Fact File
Engine
Fuel Diesel
Installation Front, longitudinal
Type 3 cyls, 1493cc, common-rail, turbo-diesel
Bore/stroke 83.0/92.0mm
Power 98.6bhp at 3750rpm
Torque 24.5kgm at 1600-2800rpm
Power to weight 60.1bhp per tonne
Transmission
Type Rear wheel drive
Gearbox 5-speed manual
Dimensions
Length 3985mm
Width 1850mm
Height 1880mm
Wheel base 2760mm
Boot volume 690 litres (with jump seats folded)
Chassis & Body
Weight 1640kg
Tyres 205/65R15
Spare Full Size
Suspension
Front Independent, double wishbones, coil springs, stabiliser bar
Rear Non-independent, five link, coil springs
Brakes
Front Ventilated discs
Rear Drums
Anti-lock Yes
Economy
Tank size 55 litres

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Mercedes B-class is launched at Rs 21.49 Lakh in India

Mercedes Benz has launched the B class in India with a starting price tag of Rs 21.49 lakh for the base B 180 petrol variant.

The B class is the first offering from Mercedes to sit on the new front wheel drive (MFA) platform. This platform is used in the new A class, & will also do duty in the upcoming A class based saloon & in a compact SUV as well.

A four cyl in line, 1595cc, direct injection, turbo petrol motor powers the B class mated to a 7 speed dual clutch ’box. A 1.8 litre diesel motor will join the petrol unit later next year.

As expected, the Mercedes B 180 BlueEfficiency comes loaded with features like a start stop system, airbags, attention assist, hill start  & brake assist, & a panoramic sunroof as standard. While the B 180 gets 16 inch alloys, the B 180 Sport (priced at Rs 24.87 lakh) comes with 17 inch alloy wheels. In addition, the Sport model gets twin chrome slats on the grille, twin pipe exhausts, sporty pedals, a sporty leather wrapped three spoke steering wheel & bi Xenon lamps. The Base & Sport models feature identical suspension setups.

At 4.3 metres long, the B class is part  large hatch & part mini MPV. The interior packaging is good, so there will be ample space inside for five passengers. The dashboard borrows elements from the SLS AMG & the CLS, adding to the luxurious cabin's ambience.

The B class is available with a two year unlimited warranty, plus a one year Star Care warranty. At Rs 21.49 lakh, the new B class is the most affordable Mercedes Benz in India.

Mercedes claims the 250 cars allocated for 2012  have been sold out with deliveries taking place by end October. Deliveries for fresh bookings will take place by January 2013 only.

Debashis Mitra, director, sales & marketing, Mercedes Benz India said, "We are extremely excited with the initial response of the B class in India. Our strategy of introducing the segment & then launching the car has been well received by our customers. The huge response only demonstrates that Mercedes is easily the most aspired brand in India & kicks off a beginning of our product offensive in next couple of years in India."

The company has confirmed CKD operations will not commence until 2013 & its compact SUV would hit the shores in 2014. This premium compact SUV will compete with the Audi Q3 & BMW X1.

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Piaggio's Vespa LX 125 review and test drive

Vespa’s return to India comes in good time, when the scooter market here is showing healthy growth & ample promise. The LX125 is well suited to India.

Everything was beginning to seem picture perfect, till Vespa announced the LX125’s unusually high price. Let’s find out whether the Indo Italian newcomer has what it takes to justify asking a premium over its rivals.

Design

Arguably the best looking Indian scooter, the Vespa LX125 is perfectly proportioned, its smoothened, timeless lines having been well received ever since first seen back in the 1940’s.

It’s rounded front apron runs a smart border, above which sits a rounded clear lens, halogen headlight that brightens up inky nights. The new Vespa has top quality, elegantly formed switches that incorporate push to cancel indicators, comfortable palm grips & machined alloy brake levers that rank among the best on any Indian scooter.

A let down is Vespa having omitted a rear brake lock clamp on the LX125. We however like how the voluminous front storage bin sits flush in the panel beneath the steering, opening with a light push of the ignition key into its slot. Detailed engineering has gone into both stands for this scooter, the LX being easily propped onto its main stand, & the side stand deploying an auto return feature.

The LX enjoys many perfectly evolved design touches, with even little details being properly addressed.

Sold in several options of trendy bright paint jobs, the Baramati built Vespa comes with good overall quality & smart fit finish.

Performance

The button started LX125 is powered by a four stroke, single cylinder engine that displaces 125cc. The Vespa is the only Indian scooter to breathe through 3 valves.

This air cooled powerplant is carburetted unlike several fuel injected Vespa’s available worldwide. Maximum power is 10.06bhp made at 7500rpm, & peak torque, 1.08kgm delivered at 6000rpm.

The LX’s CVT transmission works seamlessly, saving riders the added chore of working a clutch & gearshift. The new engine emits a creamy smooth power delivery, with a refined, buzz free feel. Performance is adequate, the 0 60kph dash completed in 10.07 seconds. In the city, the LX125 is peppy enough for zippy traffic signal getaways.

Ride & Handling

Vespa scooters have often used a monocoque chassis, the LX125 showing off a rigid, steel structure on these lines. The scooter’s seat is plush & roomy, with the riding position feeling just right, comfy, upright & with the handlebar set at the correct height.

Ride quality is good, even when riding with an adult pillion or negotiating poor roads & the LX is light & stable to ride.

The Vespa corners just as well as any scooter on 10 inch rims. A weak front brake proves the single biggest letdown on the Indian LX125 & is a safety hazard that needs urgent addressing, for it provides inadequate bite, as well as stopping power. Given the scooter’s high price, Vespa would do well to offer the LX125 with a front disc brake.

The LX125 comes shod with grippy MRF rubber front & rear.

Fuel Economy

The LX125 proves frugal for an automatic, 125cc scooter, returning 40.7kpl during our testing in real world, Indian city riding conditions, this improving a bit when testing on the highway, where it gave us 42.1kpl.






Verdict

Vespa's new scooter is a well rounded package. The LX125 is just as stylish as it gets on a scooter. This is unquestionably going to be the scooter members of the fairer sex will aspire to reach college astride, having said which, affluent male businessmen could also want to be seen on one. Barring its ineffective front brake, the LX rides & handles fine too, which leaves just one hurdle it is sure to find hard to overcome, its Rs 70,000 on road price, which makes this India's most heavily overpriced scooter, hands down.

Tech Specs

Fact File

What it costs
Ex showroom (Delhi) Rs 66,000 (ex Maharashtra)
Engine
Fuel Petrol
Installation Inclined from vertical
Type 125cc Single cylinder, 3 valve air cooled, four stroke
Compression ratio 10:1
Power 10.06bhp at 7500rpm
Torque 1.08kgm at 6000rpm
Power to weight 88.2bhp per tonne
Transmission
Type CVT
Dimensions
Length 1770mm
Width 690mm
Height 1140mm
Wheel base 1290mm
Chassis & Body
Weight 114kg
Wheels 3 spoke alloy
Tyres 90x100x10 inches (Front & rear)
Suspension
Front Single side shock, trailing arm
Rear Monoshock
Brakes
Front 150mm drum
Rear 140mm drum
Performance
0 20 1.57
0 40 4.38
0 60 10.07
0 80 19.00

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MIni has revealed new Paceman

The Mini Paceman three door coupe is officially revealed in the pictures which will make its public debut at the Paris Motor Show in this month.

Mini will offer the Paceman in 7 variants. The base spec Cooper is driven by 119bhp, 16.3kgm version of the turbocharged 1.6 litre, four pot petrol motor. The more powerful Cooper S has 181bhp & 24.5kgm of torque, & can sprint from 0 100kph in 7.5sec. It is available in front wheel drive & four wheel drive ‘ALL4’ variants, as are both the diesels on offer.

The cheapest diesel option is the front wheel drive Cooper D, which produces 110bhp & 27.5kgm of torque mated to a six speed manual transmission. The Cooper SD produces 141bhp & 31.1kgm of torque in two wheel drive form.

The Paceman aims to deliver a sportier drive than the Countryman, while providing more space than the standard Mini hatch. The springs & shock absorbers have been re tuned to offer more direct handling. Lowered suspension is part of the Paceman’s standard specification, but the car can be ordered with regular suspension & ride height as a no cost option. It sits on the same floor structure as the Countryman & shares the five door’s wheelbase & track. The four seater’s roof is 40mm lower at 1518mm, but headroom is only reduced by 10mm, in part because it also rides 10cm closer to the ground than its bigger brother.

Boot space is 330 litres – about 20 litres down on the Countryman – increasing to 1080 litres when the rear seats are folded flat.

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Tata launches a campaign ‘Nano: Art in Motion’

Tata Motors inaugurates campaign that will see artists paint the Nano in bright colours. Finished car to tour Mumbai during Ganesh festival.

Tata Motors has launched its latest marketing campaign, ‘Nano: Art in Motion’. As part of this campaign, artists will use the Tata Nano as a canvas to paint the car in bright colours. The first car will be painted by artists Sangeeta Babani & Anil Dingankar, an upcoming artist, from September 14   September 16 at High Street Phoenix in Mumbai.

Once painted, this transformed Nano will tour the city during the upcoming Ganesh Chaturthi festival, visiting pandals, orphanages & schools along the way.

Fans of the hatchback can also be a part of this campaign by registering for the ‘Catch the Art Nano’ contest on the Tata Nano’s Facebook fan page. Participants will be required to upload a photo of the ‘Art Nano’ taken during its tour of the city, & the fan with the best picture of the car will be selected for a special visit by the transformed Nano.

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Review and test drive of new Audi S4

It looks like an A4, bolts like Usain & sounds like the build up to a storm. That, in a nutshell, is the Audi S4. It may look subtle & very domesticated, but, make no mistake, there is nothing delicate about the 3.0 litre, supercharged V6 under the hood. It’s the same as the one in the A6, except it makes exactly 38bhp more, in a car that weighs 110kg less.

Let’s get the numbers out of the way – they are quite stunning, but there’s a lot more to this car than its 0 100kph time of 5.6sec. You’ll get to its top speed of 250kph very quickly too.

But what makes the S4 special is that it rides well. Yes, you heard right – the ride is fantastic. Audi has resisted going the ‘Nürburgring lap record’ way & stuck to a pliant, composed ride that never comes close to realigning your vertebrae. This little fact has direct consequences to this car’s usability – it means you can use it day in & day out because it has the compactness of an A4, enough performance to scare a few sportscars & can be absolutely civilised when you want it to be, a fact that’s confirmed by how subtle it looks. Subdued looks has always been a hallmark of Audi’s S line models & it is painfully evident in the S4. It looks so much like a well specified A4, it’ll take a rabid Audi fanatic to tell them apart. You have to look for discreet S4 badges, the V6 T badge on the flanks, the quad exhaust pipes sticking out the back & the aluminium finish rear view mirrors. This may not be good, considering the S4 costs considerably more than its poorer cousins. Owners might want a bit more distinction.

However, if you do like the restraint Audi’s designers have exercised, you’re in for a treat. Most of this is down to the engine – it loves to be revved, power delivery is very linear, & the way the shove gets stronger as the needle swings towards the redline is absolutely addictive. Even the exhaust note eggs you on to visit the redline just to hear the noise & that delicious rumble every time you execute a full throttle upshift.

The seven speed dual clutch transmission’s snappy responses & well matched gear ratios also mean that there’s instant, spine compressing acceleration wherever & whenever you want it.

It’s so responsive, partly because of the supercharger – there’s boost right from the word go – & partly because the supercharger sits in the ‘V’ of the cylinder banks. Compressed air has to travel a very short path to the cylinders & this sharpens the bite.

And, don’t think the comfy ride makes for soggy handling. Sure the S4 rolls a bit when you tip it into corners, but once there, it sits down & doesn’t move from its line. You can get the S4 to flow beautifully on a twisting stretch of mountain road, but the steering, though weighty & adequately direct, isn’t as feelsome as a BMW’s. There’s lots of grip too, thanks to the Quattro system but, like most Audi’s, the front starts to wash wide as you approach the limits. We do wish the brakes were a bit more feelsome though, & the car really sits down when it’s fully loaded, so it does ground out over speed breakers.

As for the interiors, there are some special bits that tell you you’re in something different. The S4’s three spoke steering, grippy Alcantara upholstery & the grey dials look classy, & the black & aluminium theme goes well with the sporty nature of the car. The interior remains a terrific place to spend time, with fabulously supportive seats, & that deep sense of quality, regardless of which surface you’re touching. & because the S4’s dimensions are similar to the A4, the cabin is as spacious & the boot is big as well.

At Rs 45.3 lakh (ex showroom, Maharashtra), it is approximately Rs 15 lakh more than an A4 1.8T, which is expensive. But look at it this way – if you want explosive performance, practicality & everyday usability, then here’s a car that offers it all at a realistic price.



Fact File
Price Range (in lakhs)*
Ex showroom price Rs 45.31 lakh (Ex Maharashtra)
Engine
Fuel Petrol
Type 2995cc V6, direct injection, supercharged
Power 328bhp at 5500 6500rpm
Torque 44.9kgm at 2900 5300rpm
Transmission
Gearbox 7 speed DSG
Dimensions
Length 4716mm
Width 1826mm
Height 1406mm
Wheel base 2811mm
Chassis & Body
Wheels 18 inch Alloy
Tyres 245/40R18
Suspension
Front Independent, double wishbone, anti roll bar
Rear independent, multi link, anti roll bar
Brakes
Front Ventilated Discs
Rear Ventilated Discs

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