Preview of Autocar Performance Show 2012

The annual Autocar Performance Show has is becoming a permanent fixture on the Indian petrolhead calendar. They come from all over to get their fix of the latest that the world of high performance has to offer. Come November 1 4, the MMRDA Grounds in Mumbai’s Bandra Kurla Complex will see thousands of motoring enthusiasts rushing through its gates to catch a glimpse of their favourite supercars & superbikes. After all, it’s not everyday that the fastest, most powerful & most coveted cars & bikes come together under one roof. & this year’s roof is going to be bigger than ever before! Here’s a taste of what’s to come.

KINGS of the road

Forget looking at posters, you can see your favourite supercars in the flesh here. We don’t want to spoil it for you, but we can tell you that one very special sportscar will be gracing the red carpet at this year’s show. It’s the latest iteration of the iconic Porsche 911, & the company will be bringing it & the rest of its range to its stand at the show. Hardcore sportscars not your thing? There are a number of comfortable, luxurious & powerful grand tourers on display as well. How does that sound?



Sultans of swingarm

So you prefer two wheels to four, handlebars to steering wheels, saddles to seats; the superbike corner will definitely impress you. Some of the best bikes available in India will be on display; perhaps even some that aren’t available in India.

Off road offensive

Experience the full off road capabilities of a Mahindra 4X4. Our experts will take you through a purpose built track in a Mahindra Thar, tackling all sorts of obstacles, from muddy ditches, to monstrous bumps, to rough patches of gravel & rock, & watery slush pits. Be prepared, things are going to get a bit muddy.






Go for glory

Driving in traffic getting to you? If you own a Maruti car, bring it down to the show & let off some steam at the Maruti Suzuki Autocross track. Pit yourself against the specially designed track in a controlled environment, with driving tips from professionals.

Build your own beast

If you’ve always wanted to get more out of your machine, or wanted to modify its looks to suit your style, this is the perfect opportunity.

The Autocar Performance Show will have specialists, experts & tech gurus standing by with advice on everything from cosmetic changes to performance enhancements. Exhausts, filters, spoilers, entertainment systems, nitrous oxide kits – you ask us about it & we’ll have a suggestion ready.







STUFF GADGET SHOW 2012

This year, for the first time, motorheads shall rub elbows with gadget freaks at the Autocar Performance Show. Gadget magazine Stuff India will showcase the finest tech from around the world. Check out what the top brands have to offer, try out a few for size. & if you fancy yourself a gamer, the Gaming Zone offers the latest consoles & games to try out. If it’s the future of innovation & technology you’re interested in, the Stuff Exclusive Zone will give you a glimpse of the exciting developments in the world of gadgetry.

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Test Drive and Review of Ford Figo Facelift

Since its launch two years ago, Ford’s hatchback, the Figo, has had a great run & there’s no doubting that it has been the carmaker’s most successful car in India till date. However, considering the ever increasing competition in this segment and, in an attempt to better tackle rivals like the Maruti Swift & the Toyota Liva, Ford has launched an updated version of the Figo.

The updated car comes with a number of revisions to the exterior, including redesigned head  & tail lamps, a new hexagonal grille, revised fog lamp housings & eight spoke alloy wheels. Two new colours also make their debut – bright yellow & kinetic blue.

On the inside, Ford claims that additional damping has made the cabin a quieter place to be in, & there is also the inclusion of audio controls mounted on the steering column, which, while convenient, are fiddly to use & we would have preferred conventional steering mounted audio controls. Also new is the blue seat fabric, along with a ‘Riviera Blue’ instrument panel colour.

While the Figo’s engine line up remains the same with a 1.4 litre Duratorq diesel & a 1.2 litre Duratec petrol, the manufacturer has tweaked the calibration to make the low & mid range even more responsive than it already was. & considering the current Figo is already quite a competent tool in city conditions, the improved calibration will only step things up a notch.

The new Figo comes at a marginal premium of Rs 3000 – Rs 5000 across the range, with the base 1.2 petrol retailing at Rs 3.85 lakh & going up to Rs 6 lakh for the top spec Titanium diesel variant, making it good value for money. But while the facelift does give the Figo a host of revisions that make it much more competent, we can’t help but feel that Ford may have missed a trick by not having power windows at the rear – a gripe that is sure to put some potential customers off.


Fact File
Engine
Fuel Petrol / Diesel
Installation Front, Transverse
Type 1196cc / 1399cc
Bore/stroke 70.6/76.5mm, 73/82mm
Power 70bhp @ 6250rpm / 68bhp @ 4000rpm
Torque 10.4kgm @ 4000rpm / 16.3kgm @ 2000rpm
Transmission
Type Front wheel drive
Gearbox 5 speed manual
Dimensions
Length 3795mm
Width 1680mm
Height 1427mm
Wheel base 2489mm
Chassis & Body
Construction Monocoque, five door hatchback
Weight 1090kg / 1130kg
Wheels 14inch
Tyres 175/65 R14, tubeless
Spare Full size
Suspension
Front Independent, MacPherson struts
Rear Non independent, twist beam, coil spring
Steering
Type Rack & pinion
Type of power assist Hydraulic
Brakes
Front 260mm ventilated discs
Rear 203mm drums
Anti lock Yes

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Final Report on Hyundai Eon

Over the six months it’s been with us, our long term Hyundai Eon has seen quite a bit of action. No, it hasn’t played support car to the Lamborghini Aventador like our Skoda Laura vRS did, nor has it ferried a motley crew of crazed fans to the Buddh F1 track like our Tata Aria has. What it has been used for is rush hour journeys to work & weekend trips to the market, with the occasional Mumbai–Pune trip thrown in. True, our Eon’s life has been unglamorous, but for a car built to transport people from point A to point B, we wouldn’t have it any other way.

So let’s start with how it took to Mumbai’s streets. Traffic infested & in terrible shape as they are, the metropolis’ roads serve as a great leveler. You can’t drive a BMW M5 any faster than an Eon here, at least during rush hour, so outright performance doesn’t matter. Even then, at crawling speeds the Eon didn’t feel nice to drive. At low revs, there were a lot of vibrations & the gear lever in particular shook so much it had me worried it might just work itself loose. But more than the vibrations & the thrummy engine note, it was the Eon’s uneven power delivery that really bothered me.

There was a slight interruption in power delivery, most pronounced in first & second gear at low speeds, which would get really frustrating when I’d be trying to make my way past slower traffic. & while the Eon has enough power to drive up your average flyover, it did run out of breath on the long inclines near Lonavala on the Mumbai Pune expressway. We had to keep shuffling through the notchy gearbox to maintain momentum. At least the clutch was light to operate.

Our highway drives also heightened our dislike for the videogame like steering. It felt disconnected to the front wheels for the first few degrees of movement, & then suddenly quickened. So, on a long sweeping bend, we were never quite sure of how much lock to give. The steering’s lack
of self centering movement also took a long time to get used to.

However, despite these flaws, I did quite like the Eon. I liked how it would squeeze into the tightest of parking spots. I liked how easy it was to manoeuvre around the crater sized potholes that litter Mumbai’s roads. & I also liked the soft edge with which the suspension dispatched low speed bumps. But more than anything else, I liked how the Eon felt more expensive than its price.

And I wasn’t alone in this. My friend almost jumped out of her seat when I told her the Eon costs just Rs 4.57 lakh all up, including registration. Like many others, she couldn’t link funky styling to such a low price. That said, there were also some who found the car overstyled. But I doubt anyone would have problems with the cabin. Good fit & finish on the black & beige plastics make it look quite premium – not a word you’d typically associate with a budget hatchback. The cabin is well thought out too. The USB & Aux in ports for the music system are within easy reach, the chunky AC controls are good to use & the large cavity above the glovebox & three bottle holders come in real handy on long drives.

I also found the driver’s seat comfy enough, though I think the fixed headrest is too low to provide sufficient whiplash protection. Even our towering photographer Vishwajeet (he’s 6 feet 3 inches tall) had enough headroom in the front, which is really saying something. He was also pleasantly surprised at how the Eon easily swallowed up his camera gear & a weekend’s worth of luggage with ease. Our car’s internal boot release malfunctioned in its last few days with us so we had to hand over the car’s keys at all security checks, which was an irritant. I didn’t sit in the back seat myself, but save for the odd comment on the restricted visibility out of the small windows, my passengers didn’t have much else to say – I’m taking that as a good thing. I’m also happy to report the aircon was very effective at keeping the cabin cool. My only grouse would be with the small vents that have a very limited spread.

What I had absolutely no problems with was the Eon’s fuel economy. Driving solo, the Eon returned 13.7kpl in the city, which is simply awesome. Apart from the cost of fuel, we didn’t incur any additional expenses on the car because, with just over 5500km on the odo, our Eon was still far from its second service at the 10,000km mark.

So would I recommend this as a buy? Yes. The Eon offers decent space, a nice cabin, is fuel efficient & looks really neat. Were the engine more powerful & the steering less vague, the Eon would have made for an absolutely killer package.


Odometer: 5500km

Price: Rs 4.57 lakh (on road, Mumbai)

Test Economy: 15.4kpl overall

Mantainence Costs: None

Faults: Internal boot release malfunction

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Review and Test Drive of Tata Safari Storme

When you first look at the new Safari Storme, you are immediately struck by how, even 14 years after its launch, Tata seems to have made barely any changes to the exterior. Alterations to the nose & rear suggest that it’s not much more than a facelift. However, that misconception gets blown to dust the moment you drive it. Once you’re behind the wheel, you realise just how much of an improvement the new Storme is over the previous Safari. It feels better built, it’s far more refined, it rides really well & the interior too feels a generation ahead.

The most obvious changes are to the front, where the slim, wide grille (capped with a thick chrome strip) undercuts the sharp looking headlights in a nice, stylistic touch. Move to the side however & the Storme looks exactly like the old Safari. New cladding for the doors & wheel arches can’t hide the fact that the glass house is identical, the doors are similar & the A, B & C pillars are the same as well.

At the back, the tailgate mounted spare wheel has now been moved under the floor. The result is a cleaner rear profile with a new set of tail lights.

On the inside, the overall improvement in quality all around is immediately evident & almost nothing of the old car is carried over. The chrome door handles & leather seats add a touch of luxury, as do small details like the chrome on the gearlever & the flock lining in the glovebox.

Just like the previous generation Safari, the Storme has excellent seat comfort and, once you haul yourself in, you are rewarded with a commanding seating position & a delightfully spacious & airy cabin. The front seats are large & very well bolstered, whilst the rear bench is supportive too.

In stark contrast, the third row is far from comfortable or practical. The tiny, foldable jump seats are only useable on short journeys, at best.

On the mechanical front, the Safari Storme uses an updated version of the 138bhp Dicor motor, which Tata now calls VariCor, because of the use of a variable geometry turbo. This 2.2 litre common rail, direct injection motor uses double overhead cams, hydraulic valve adjusters & sixteen valves to breathe better.

The overall level of refinement is much better now with an engine that is quieter throughout its rev range, & a cabin that feels particularly well insulated from the outside.

Tata engineers have managed to shave around 75 kg off the old car thanks to a lighter chassis, but this hulking two tonne SUV is a bit lethargic off the line; a result of its weight & lack of low end torque. You need to keep the engine above 1800rpm, after which the Storme picks up the pace with a fair amount of enthusiasm. The mid range is quite punchy & cruising is quite effortless, which suits the Safari’s role as a long distance cruiser.

The clutch is reasonably light & the gearbox has been improved with shorter throws, but the shift still feels a bit soggy & vague.

The Storme sits on a shortened version of the Aria’s hydroformed X2 chassis & maintains the previous Safari’s 2650mm wheelbase. As a result, the Storme’s chassis is approximately 50 percent stiffer & 35kg lighter than the old Safari’s outdated ladder frame.

The ride comfort is simply fantastic. The Storme coasts over bumps & broken roads like a freight train, flattening out even the largest of potholes. The suspension, also carried over from the Aria, is on the softer side, & hence there’s a fair amount of pitching & heaving over uneven surfaces.

The Storme retains the old Safari’s comprehensive four wheel drive system that includes a low range & a limited slip differential. The system is easily engaged by using a central console mounted dial & this allows the big Tata to tackle medium to difficult sections.

The new Safari Storme comes equipped with features like ABS, remote locking & an audio system with Bluetooth connectivity standard across the range. In fact, the Rs 9.95 lakh (ex showroom, Delhi) that Tata is asking for the base Storme LX may be considerably more than the old LX, but the equipment is on par, if not better than, the old mid level EX.

Unusually, the top end VX versions (Rs 12.5 lakh for the 4x2) no longer get the reversing camera (there’s just parking sensors) or DVD player as they did before.

The Safari Storme, then, comes across as a quantum leap ahead of the previous Safari. It’s well equipped, refined, better built & comprehensively updated. & with prices starting from Rs 9.9 lakh for the base 4x2 model & going to Rs 13.7 lakh for the fully loaded 4x4 option, it’s great value for money. Also, as a long distance cruiser, nothing can quite beat it for the money. The only grouse is that, even after 14 years, Tata hasn’t got around to changing the ageing body completely.

Fact File

Price Range (in lakhs)*

Ex-showroom price

Rs 9.95L to Rs 13.66L (Ex-showroom, Delhi)

Engine

Fuel	Diesel
Installation	Front, longitudinal
Type	4-cyl, in-line, 2179cc, common-rail, turbo diesel
Bore/stroke	85.0/96.0mm
Power	140bhp at 4000rpm
Torque	32.63kgm at 1700-2700rpm

Transmission

Gearbox

5-speed manual

Dimensions

Length	4650mm
Width	1965mm
Height	1922mm
Wheel base	2650mm
Ground clearance	200mm

Chassis & Body

Tyres

235/70-R16

Suspension

Front	Independent, double wishbone, coil springs
Rear	non-independent, 5-link with coil springs

Brakes

Front	Ventilated discs
Rear	discs

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Mahindra SUV Quanto crossed 5,000 Bookings

Mahindra has announced that its recently launched Quanto SUV is off to a flying start with 5,000 bookings received within three weeks of its launch.

Commenting on the response to the Quanto, Pravin Shah, chief executive, automotive division, Mahindra & Mahindra said, “It is a delight that the Quanto has received over 5,000 bookings in a short span of three weeks. This response strengthens our belief that the Quanto will be able to create a new category within the SUV segment with its unique value proposition. This gives us the confidence that the customers appreciate the Quanto’s distinctive looks, flexible 5+2 seating & go anywhere capability. We would like to thank them for the conviction they have shown in the Quanto.”

The Quanto was designed & developed completely in house by Mahindra on the Ingenio platform, & is powered by a 1.5 litre mCR100 engine that puts out 100bhp.

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Test Ride and Review of Royal Enfield Thunderbird 500

Royal Enfield first launched its Thunderbird cruiser in 2002. & the latest variant of the Thunderbird 500 was first seen at this year’s Indian Auto Expo. We’ve recently ridden the latest T’bird on the Bangalore Ooty highway to bring you this first impression.

An immediately visible change is a new headlight featuring a projector lamp. Stylish new instruments display an analogue speedometer & tachometer, with a digital display including a clock also in place. The new grips feel decent & both control levers have a solid, meaty feel to them. A hazard warning switch is standard, making for a Royal Enfield first.

The fuel tank is larger, well proportioned with its filler lid offset at the top. & you now have the option of removing the pillion seat to increase luggage room. The 500 also gets a revised exhaust, LED tail lamp & RE logos for its foot pegs.

The latest Thunderbird borrows its 499cc, single cylinder, air cooled & four stroke engine from the Classic 500. The large capacity engine belts out a trademark Royal Enfield thump. There’s ample low & mid range power, but peak power output at 27.2bhp could be more, given such a large capacity engine. The T’bird 500 is good for a top speed of 130kph, but feels best when cruising at speeds of between 80 100kph. A five speed gearbox shifts in the one down, four up pattern.

The riding saddle is comfortable, & the rider’s footpegs have been shifted forward, making for a more comfortable cruising experience.

The T’bird 500 employs a single downtube frame, with an oval section swingarm used at rear. There’s also a 240mm disc brake at rear, working with a 280mm single front disc for improved stopping power.

Royal Enfield has priced the new Thunderbird 500 at Rs 1,82,571 (on road, Mumbai). See the first ride report in our shortly releasing Nov 2012 issue for more details.









Fact File
Price Range (in lakhs)*
Ex showroom price Rs 1,65,708 (Ex showroom, Mumbai)
Engine
Fuel Petrol
Type Single cylinder, air cooled, four stroke, 499cc
Power 27.2bhp at 5250rpm
Torque 4.17kgm at 4000rpm
Power to weight 139.5bhp per tonne
Transmission
Gearbox 5 speed, 1 down, 4 up
Dimensions
Length 2060mm
Width 790mm
Height 1205mm
Wheel base 1350mm
Ground clearance 140mm
Chassis & Body
Weight 195kg
Wheels Wire spoke
Tyres 90/90x19 inches(f), 120/80x18 inches (r)
Suspension
Front Telescopic forks
Rear Dual gas charged shocks, oval section swingarm
Brakes
Front 280mm disc
Rear 240mm disc
Economy
Tank size 20 litres

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Review and Test drive of Audi SQ5 TDI

The SQ5 is not coming to India, but here’s why we think it should. First, its 313bhp & 66.2kgm of torque lands it right in the performance diesel arena – yes, you read right, the engine under the hood is a twin turbo diesel V6. Second, we like the theme of the SQ5 – big power, all wheel drive, compact SUV. Third, performance diesels suit our conditions well – they have the on demand torque that we so require in the cut & thrust of traffic & they also have the economy & running cost advantage of the cheaper fuel.

Still, we need to dig deeper. The SQ5 comes from Audi’s ‘S’ line of cars which is their performance arm – remember the S4 we drove last month? The SQ5 is a bit of a revolution though because it is the firm’s first S badged SUV & also its first S brand diesel.
Performance, as expected, is spine compressing. Audi claims it will hit 100kph in 5.1 seconds, & the SQ5 does nothing to make you doubt that. Floor the throttle & once past the initial bit of hesitation, it’s one long, relentless surge all the way to its 250kph top speed. On the de restricted Autobahn outside Munich, the SQ5 was simply stunning in the way it effortlessly breached 200kph, & it even had some reserve once we ran out of bravery at 240kph. Helping it along is the eight speed torque converter auto (a DSG can’t take extended assaults from this engine’s 66.2kgm of torque), with the especially long legged eighth gear that allows fast cruising with minimum fuss.

There’s something else that makes the SQ5 fun, & that’s the sound the exhaust makes. When you dial up the ‘Dynamic’ mode on the Drive Select system, a sound actuator in the exhaust system makes this V6 sound like a V8. It’s why you’ll find yourself constantly pulling away from low speeds in a high gear, just to hear the cultured burble it makes.

Credit is also due to the mildly massaged engine. This engine feels even smoother than the V6 turbo diesel currently in the Q5 3.0TDI. The 2,967cc V6 uses twin turbochargers connected in series via a flap. Also on the menu is the cylinder head cooling, the timing & lift of the intake cam shafts, the pistons, their oil jet cooling & the piston pins that have been specially designed to take on the extra load. The common rail system can run at a maximum pressure of 2,000 bar of pressure & injects as many as eight shots of fuel into the cylinders per cycle.

As for the way it drives, Audi’s chassis development team has taken 30mm out of the regular Q5’s ride height, stiffened its springs & anti roll bars & specified new, stiffer fixed rate dampers. The kinematics of the suspension – camber, castor & toe angles – haven’t been altered from the regular Q5.

So, while it remains impressively flat & unflustered through corners, it never feels as nimble as, say, a BMW X3. The steering is a bit of a disappointment as well – it lacks progressiveness in both feedback & consistency. The SQ5, as is with most Audis, is better at straight line thrills than corner carving precision. That said, its tremendous grip & body control combined with that ever willing engine & aural excitement will be enough to satisfy most.

Now, for the bits that are coming to India. Audi has given the Q5 a light mid life facelift that will be on all Q5s sold in India towards the end of 2012. If you’re wondering what’s different, you need to get your magnifying glass & fine toothcomb out.

The changes lie with a grille that now takes Audi’s new hexagonal shape & its detailing that differ depending on what engine is under the hood. The headlights get new daytime running lamps, the bumper is new & the fog lights have chrome ring surrounds. At the rear, the tail lamps get different LEDs & there’s a new rear diffuser.

Like the recently facelifted A4, the interiors too get subtle tweaks & improvements to uplift the general feel & finish of the cabin. Audi will also continue to offer the 2.0 litre TDI, the 3.0 litre TDI & the 2.0 litre TFSI petrol with improvements that make them slightly more powerful & smoother.

Since its launch in 2009, the Q5 has always lived in the shadow of its big brother, the Q7. So the mild facelift & tweaks will give it a tiny but much needed shot in the arm. But we can’t help think it needs a bit more excitement. So come on Audi, maybe the time is ripe for the SQ5.







Fact File
Price Range (in lakhs)*
Ex showroom price Rs 60 lakh (est)
Engine
Fuel Diesel
Installation Front, longitudinal, all wheel drive
Type V6, 2967cc, twin turbo
Power 313bhp at 3900 4500rpm
Torque 66.2kgm at 1450 2800rpm
Transmission
Type Auto
Gearbox Eight speed
Dimensions
Length 4644mm
Width 1911mm
Height 1624mm
Wheel base 2813mm
Boot volume 540 1560 litres
Chassis & Body
Weight 1920kg
Tyres 255/45 R20
Performance
0 100 5.1 sec (claimed)
Economy
Tank size 75 litres

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Review and Test drive of new Honda Brio Automatic

Honda has greatly enhanced the user friendly character of its Brio hatchback with the launch of an automatic version that goes on sale on October 18. Instead of the CVT gearbox used in the Brio in Thailand & other markets, Honda has opted to equip the Indian Brio with a conventional five speed auto, driven by a torque converter. In fact, the gearbox is similar to the one in the City Automatic, but with different gear ratios.

The Brio Automatic joins the handful of budget automatics available in the Indian market, & with the lack of strong competition, Honda believes that the Brio Auto could account for 5 10 percent of its total sales. However, the demand for the car will hinge largely on its price & fuel efficiency.

Whilst prices are not announced yet, we expect the Brio Auto to be around Rs 60,000 more than the equivalent manual version. In terms of fuel efficiency, the Brio Auto returns 16.5kpl in the Indian Driving Cycle (IDC)­ – 2.9kpl less than its more efficient manual sibling. This should make the Brio Auto around 10 15 percent thirstier than the manual in the real world. So is the convenience of an automatic worth the extra you will have to pay each time you fill up?

Slip, or rather charge into Delhi traffic & the immediate answer is ‘Yes!’. The five speed auto is eager enough to make light work of the cut & thrust of rush hour and, at part throttle, the Brio Auto feels pretty responsive. It’s only when you stab the throttle wide open for a quick overtaking manoeuvre that the gearbox feels a bit lazy, taking a bit of time to kick down to a lower gear. However, you can work around this by snicking the lever down to D2 or even D1; this holds onto each gear just like in a manual & does not upshift automatically, even at the redline.

On the open road, the Brio is surprisingly peppy & overtaking is pretty easy. This brings us to the 86.7bhp, 1.2 litre engine, which is the main reason for the Brio’s sprightly nature. This i VTEC motor is an absolute jewel that thrives in the upper reaches of the rev band.

The Brio was always a brilliant city car thanks to its perky responses, agile handling & compact dimensions. Now with the automatic version, it’s quite an ideal one.

Fact File
Engine
Fuel Petrol
Installation Front, transverse
Type 4 cyls in line, 1198cc
Power 86.7bhp at 6000rpm
Torque 11.11kgm at 4600rpm
Power to weight Front wheel drive
Transmission
Type 5 speed auto
Dimensions
Length 3610mm
Width 1680mm
Height 1500mm
Wheel base 2345mm
Ground clearance 150mm
Chassis & Body
Construction Five door, monocoque
Weight Full size
Wheels 14inch
Tyres 175/65 R14
Suspension
Front Independent, McPherson struts
Rear Non independent, torsion beam axel
Steering
Type Rack & pinion
Type of power assist Electric
Brakes
Front Ventilated discs
Rear Drums

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Bajaj Discover 100cc is coming Dec 2012

Rajiv Bajaj, Managing Director of Bajaj Auto has unveiled in an interview with Executive Editor, Bloomberg UTV, Mini Menon that his company is burning the midnight oil to shortly introduce a new Discover. The latest Bajaj is confirmed to be a 100cc model, & aims to make it big in this high volumes segment of the market.

The Discover 100 is being built upon the recently launched, well received Bajaj Discover 125ST platform. Expect the 100 to sport similar styling to the handsome 125ST as pictured here, while both bikes shall share several key components. We know the new 100 will be generously equipped, using similar features as found on the 125ST, suitably tweaked for a 100cc commuter bike. The four stroke, air cooled & single cylinder, 100cc engine will be tuned to deliver excellent performance & fuel efficiency for this segment.

We’d expect to see upmarket kit like alloy wheels & a front disc brake available with the upcoming Discover 100, with Bajaj being clear in their strategy to ensure the Discover 100 does not become just another 100cc commuter bike, but a 100 that actually offers the best technology & specifications for its class.

The Discover 100 will slip into showrooms around this December priced around the Rs 50,000 mark, offering a whole lot more than its rivals for not so much more money.

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