Mahindra to leverage Detroit tech center expertise with Marazzo
Mahindra is betting big on the soon-to-be launched Marazzo MPV as it embarks on a renewed push to regain some lost ground in India's utility vehicle market.
Leaked images, spyshots and official teasers make it amply clear that the Marazzo will be unlike any other Mahindra and this has been achieved thanks to the collaboration with Mahindra North American Technical Center. In fact, the Marazzo is the first model from Mahindra to be developed jointly by the tech center in Detroit and the Mahindra Research Valley in Chennai. Apart from a potentially strong product, the co development has brought other gains for the company in the form of nurturing an open work culture, according to Anand Mahindra, executive chairman, Mahindra & Mahindra.
"The Marazzo has been designed as a collaboration between the Mahindra design studio and Pininfarina and the engineering was done entirely in Detroit. So you’ll see the culture of Mahindra is now one that is very open, very absorbent and very eclectic," Mahindra told Autocar India in an interview.
Mahindra says the tech center, which was inaugurated in 2012 in Detroit with an aim to support Mahindra's automotive ambitions as well as offer consultation to the company's clients in the region, attracted the requisite talent that enabled the automaker to overcome the steep learning curve as it embarked on developing a unique premium product for a new segment (Mahindra says the Marazzo is not a successor to the Xylo, but is instead a premium product positioned slightly above it).
"We opened the Detroit research centre to get the right people in place because we knew that there was enormous amount of knowledge in the engineers who were laid-off during the recession in the US. We were able to find them an opportunity to work and the world will see the first outcome of that investment in the newly launched Marazzo," he said. The Marazzo has also benefitted from a stronger ecosystem due to a large share of its development in Detroit.
Establishing Pininfarina Automotive as a standalone entity, which just showcased a design model of its 1900hp electric hypercar PF0, also follows a similar strategy of operating separately from the M&M vehicle division. With the exception of company managing director Pawan Goenka, the start-up has a completely new team led by ex Audi India chief Michael Perschke.
It is evident that the carmaker has pulled out all stops to ensure that the Marazzo generates a strong pull, unlike the M&M's earlier models such as TUV300 and KUV100. But will it be Mahindra's best car yet? It will be interesting to find out.
Also read: Mahindra Marazzo features explained
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Emflux Two electric motorcycle India launch in 2020
Bangalore-based EV startup, Emflux Motors made their debut at the 2018 Auto Expo. The Emflux One has been dubbed as India’s first electric sportsbike and was among the highlights of the show. Now, Emflux has teased a streetfighter on its social media account, which is likely to be called the Emflux Two. From the teaser image, it’s evident that the upcoming electric motorcycle will have a sharp and sporty design. The styling seems to have been inspired from the KTM 1290 Duke and we hope the production version carries forward the aggressive lines. According to company officials development of the Emflux Two is in its early stages and that the electric motorcycle will make its debut by mid-2020. It’s likely to share its frame, powertrain and other cycle parts with its full-faired sibling and could be priced lower than the Emflux One.
Company officials also added that development of the Emflux One is on track with feedback from industry veterans and the team is currently working on ironing out some electrical issues. The electric sportsbike will be sent for ARAI certification next year and the One is expected to make its debut in India by late 2019.
The Emflux One is powered by a 3 Phase AC Induction motor which is IP 67 rated and capable of producing 81hp and 84Nm of peak torque. The company claims a city range of 200km and a highway range of 150 km (at 80 kph). Top speed for the electric sportsbike is 200kph, and it can complete the 0-100kph acceleration run in 3 seconds (both are claimed figures with the optional carbon fibre panels). With fast charging, Emflux claims that 80 per cent of the lithium-ion battery can be charged in 36 minutes. Talking about features, it gets equipped with a 6.8-inch TFT touch screen, GPS navigation, dual front and single rear camera, park assist, LED headlight and taillight, Bluetooth connectivity and over-the-air updates. The base version of the Emflux One is expected to be priced around Rs 6 lakh, while the higher-spec variant with top-shelf cycle parts and carbon fibre panels is likely to retail for around Rs 11 lakh.
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Three new major road projects approved for Maharashatra
Maharashtra CM Devendra Fadnavis, on Wednesday, approved the construction of three new infrastructure projects in the state. The projects are the Bandra-Versova Sea Link, a Mumbai-Pune Expressway bypass, and a third bridge on Thane creek at Vashi on the Sion-Panvel highway.
As per a release issued by the Chief Minister’s Office (CMO), the CM, after a meeting with his cabinet’s infrastructure projects committee, has instructed that the construction work begins within a month. The near-Rs 7,000-crore project that is the Bandra-Versova Sea Link will be developed by Reliance Infrastructure and Italy’s Astaldi, in a span of five years. The project is said to be thrice the length of the present Bandra-Worli Sea Link.
Construction will commence on a third bridge on the Thane creek at Vashi. The additional six-lane bridge will be built by Larsen&Toubro at Rs 560 crore. The project also includes an extension and modernisation of the toll booth at Vashi to help reduce traffic and congestion on that stretch. However, the relief comes at a cost, as motorists will have to continue paying toll until 2036.
Construction work for the two-stage tunnel beginning at Khalapur toll booth and ending at Kusgaon near Sinhagad Institutes on the Mumbai-Pune Expressway will also commence. This project will also include a 2km long, cable-stayed bridge which will be the longest of its kind in the country. The total length of the project is 13km, with the tunnels being 11km and the bridge spanning 2km. Navayuga Engineering will build the tunnels at a cost of Rs 2,670 crore and AFCONS Infrastructure will build the 2km, cable-stay viaducts for Rs 1,492 crore.
“The 650m cable-stayed bridge, which is the longest in the country, will be a tourist attraction. This link will reduce the distance between Pune and Mumbai and will help in saving the journey time period,” the release stated.
Additionally, a new lane will be constructed in the ghat section of the Mumbai-Pune Expressway between Khopoli and Khandala, to ease congestion. The costs of these projects, however, means that toll collection on the expressway will be extended until 2045.
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Volkswagen T-Cross SUV interior sketch revealed
Volkswagen has released the first interior sketch of its upcoming T-Cross SUV. The company has been testing the new SUV in various parts of the world since some time now.
As reported by us earlier, the official interior sketch confirms that the T-Cross SUV will indeed share a very similar dashboard and centre console design with the latest-gen Polo and Virtus sedan (both of which are not sold in India currently). The dashboard has a simple design with a large 8-inch touchscreen infotainment display taking centre stage. The SUV’s interior will also get an optional package which will allow buyers to select colour-coded bits for the dashboard and centre console. Additionally, a large 10.25-inch display will replace the traditional gauges, at least on the higher-spec variants of the T-Cross SUV.
The T-Cross will be sold in two versions globally, a standard Euro-spec model and a slightly longer and more upright-designed version for emerging markets such as China, South America and India. The India-bound T-Cross will feature longer rear doors and more SUV-like rear styling as opposed to the sloping and rounded look on the European model.
Apart from the interior bits, the model shares underpinnings with the Volkswagen Virtus sedan which sits on a modified variation of the MQB A0 architecture meant for emerging markets. The Volkswagen T-Cross SUV for emerging markets will see a world premiere at the upcoming Sao Paulo Motor show in November 2018.
India will get a Skoda derivative based on the T-Cross first. The new Skoda SUV, also reported by us earlier, will share multiple body panels with the T-Cross but will have its own identity as it will take some styling cues from the Skoda Vision X SUV concept showcased earlier this year.
Both SUVs will be powered a 1-litre, three-cylinder, turbo-petrol engine which is good for around 115hp. The VW T-Cross and its Skoda derivative will measure around 4.19m in its Indian spec and will take on the likes of the Hyundai Creta, Renault Captur, the upcoming Tata Harrier and the Nissan Kicks when they hit our market from 2020 onwards.
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EVs will change the way cars look: Mercedes design head
Mercedes-Benz continued its run of wowing showgoers at the Pebble Beach Concours d’Elegance with the unveiling of the stunning EQ Silver Arrow concept this year. The impressive single-seat model pays homage to the Silver Arrows racers of the 1930s, in particular, the W125 Rekordwagen that set the record for the fastest speed on a public road (432.6kph) way back in 1938, a record it held for nearly 80 years.
Speaking to Autocar India about the concept, Gordon Wagener, head of design at Mercedes-Benz said, “Everything is heritage and future at Mercedes. The Silver Arrow is the biggest icon for Mercedes-Benz. Doing a redesign and, especially for our EQ brand that is for progressive luxury, shows that we can take that heritage and interpret it into the future.”
While the EQ Silver Arrow is unlikely to see production, Wagener did confirm certain styling traits will make it to the EQs of the future. In fact, the Silver Arrow’s reveal comes just days before the first production model from Mercedes’ electric arm, EQ, makes its debut on September 4. While teaser images suggest a conventional SUV shape for the EQC, Wagener cited there’s a different approach when designing EVs.
“If you see the EQ Silver Arrow, it’s a typical rear-wheel drive form. It’s got the perfect dash to axle ratio. Think of the 300SL. This is Mercedes. The long hood, the cabin that sits on the rear wheel…. is basically the best and sportiest proportion. We make sure when we start an architecture, we have this proportion. It’s a combustion engine proportion and we will keep that for that. Electrics will enable us to change the proportion. First of all, it is needed to make EVs look different from the rest of the line-up. Then for the packaging. A long wheelbase is needed for the batteries so there are short overhangs. Therefore, it makes more sense to go more cab forward. You can also use space better. The footprint of an EV is a better and efficiency of interior space. It would be different. It makes no sense to make them the same,” explained Wagener.
Like upcoming EQ models, the Silver Arrow also features a full-length front and rear lighting arrangement that will be the defining design feature of the sub-brand; the same way in which Mercedes-Benz, Maybach and AMG models are immediately identifiable by their grille. The EQ Silver Arrow was equipped with a 750hp electric motor that is said to be in development for future performance EQs as well.
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2019 Indian Chief, Springfield and Roadmaster debut cylinder-deactivation tech
Indian Motorcycle has updated the 2019 Chief, Springfield and Roadmaster motorcycles based on feedback received from its customers. These cruiser motorcycles will now be available with three riding modes - Tour, Standard and Sport. Each riding mode comes with its own custom throttle map which has been developed for specific conditions. Tour, as the name suggest, offers a relaxed throttle response for laidback cruising, while Standard is slightly peppier for urban riding. Sport offers an aggressive throttle response to fully relish the V-twin powerplant’s massive 161.6Nm of torque.
However, the big news is the inclusion of a new rear cylinder deactivation on all models featuring the Thunder Stroke 111 V-Twin motor. The system automatically deactivates the rear cylinder when the bike is at standstill, ambient temperature is above 15 degrees Celsius and the engine has reached its optimum operating temperature. Once the rider twists the throttle, the rear cylinder gets activated, instantly offering full power and torque to the rider. According to the American brand, the system has two benefits – reducing engine heat for improving rider comfort and burning less fuel while idling or riding in crawling traffic.
Further updates come in the form of redesigned lower fairings on the 2019 Indian Roadmaster to offer better airflow to the rider. Also, the audio system has been updated with a dynamic equaliser that automatically adjusts itself depending on road, wind and engine noise. Since Indian has traditionally brought all of its products to our market via the CBU route soon after the international launch, we can expect the updated 2019 Indian Chief, Springfield and the Roadmaster to go on sale in India in a similar timeline. Prices for the 2019 update have remained constant across some models while a few have seen a small increment of USD500 (Rs 35,500, approximately) and we expect to see a similar effect here as well.
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Hyundai AH2 hatchback to be launched on October 23
Hyundai’s upcoming hatchback, codenamed AH2, is all set for launch on October 23, 2018. The AH2 has been spied testing in the country for a while now and being touted as the successor to the Eon, has certainly created a huge amount of interest in it.
Much like the first-gen Santro (and the Eon), the AH2 will also sport a tall-boy design and is expected to be powered by an updated version of the Santro Xing’s 1.1-litre, 65hp petrol engine. It will also be the first Hyundai to get an Automated Manual Transmission (AMT) in addition to a five-speed manual gearbox. Keeping with Hyundai’s approach in recent years, the AH2 is expected to feature well-designed interiors with a focus on top-notch materials. A dash-mounted gear lever is another element likely to make it to the AH2 while a touchscreen infotainment system on top-spec trims is almost a certainty.
While the AH2’s arrival will make way for the Eon’s exit, Hyundai may charge a premium for it, given that it’s bound to be better in every aspect, not limited just to the additional features it is expected to be equipped with. Having said that, competitive pricing will be key for Hyundai since the AH2 will be up against formidable entries such as Maruti Suzuki’s Celerio, and the Tata Tiago, all of which are well-received in the market.
The AH2 is certain to have an edge over its rivals in terms of safety thanks to being based on the previous i10’s robust HA platform as opposed to the Eon’s low-cost PA platform. Dual front airbags, ABS and rear parking sensors are expected to be standard right from launch, giving it an edge over rivals such as the Celerio, which gets a single airbag as standard, and ABS and an additional airbags as optional extras.
Hyundai will reveal the AH2’s official name on October 9, with christening responsibilities delegated to its fanbase in the country through a contest which ends on September 25, 2018, a month before its official launch.
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Skoda Vision RS concept sketches revealed
Skoda has revealed sketches of its upcoming concept car, the Vision RS. This new concept will be shown to the public at the Paris Motor show 2018.
At 4356mm long, 1810mm wide and 1431mm tall, it’s longer, narrower and squatter than the current Rapid Spaceback sold abroad and signposts what that model's indirect hatchback replacement will look like upon its arrival in early 2019. Production version of this new hatchback will not be called Rapid.
Designating the concept as the Vision RS also suggests that Skoda intends to make the next Rapid decidedly more sporting than the present iteration, with a hot vRS model to boot - not currently offered on the Rapid. Sales and marketing boss Alain Favey previously confirmed to our sister publication, Autocar UK that the car will have “completely new technology, completely new styling”.
The car’s handling will be vastly improved over that of the current Rapid, as the car adopts the MQB A0 platform already used on the latest-gen Volkswagen Polo. It will be the first Skoda to be based on this platform if it appears before the production version of the Vision X small SUV concept.
Skoda has given the Vision RS sportier styling with a more aggressive front end and a more conventional hatchback-like rear.
Closer to home, Skoda recently launched the Superb Corporate edition and is readying an all-new SUV to rival the Creta.
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Point Zero
Rewati is an old friend and an actor, and I know she doesn’t have an easy life. She says that acting involves long hours, lots of time spent under blazing hot stage lights and lots of time on the road. Rewati, however, has this way of getting away from it all when she really wants to. Every once in a while, she makes it a point to head to some remote part of this country, and this time, on a random chat over the phone, I find she’s in a little village a fair bit out of Gangtok, Sikkim. She’s tells me she is volunteering at this remote school.
I tell her I’m in Gangtok and heading to a place in North Sikkim called Zero Point, and before I know it, I’m driving down a narrow mud lane that leads to a tiny four-classroom school.
Madam comes bouncing down the stairs, throws her backpack in the Captur’s boot and waves goodbye to the kids she’s been volunteering with for the past few months.
I look around and wish I’d studied at that school. The small building is surrounded by pine trees and the kids learn the alphabet accompanied by the background score of a gushing mountain stream.
Rewati tells me that volunteering at a school like this is very rewarding but that life can be a little slow. I tell her the road to Zero Point is going to make her wish she hadn’t said that.
What is Zero point?
The name has an incredibly exciting ring to it, doesn’t it? It sounds like the end of the world, the last place, the place where there’s a huge waterfall dropping off into oblivion. Well, that’s what came to my head. In truth, Zero Point is a place in North Sikkim that is very close to the Tibet border. It is the last place that civilians are allowed to go – and hence the name. Because of its proximity to Chinese territory, the area is heavily patrolled by the Indian Army and you have to either obtain quite a few permits or hire a recognised tour guide to take you there. Me? I hate guided tours and decided to go the permit way. It isn’t easy and the policemen at the Toong police outpost will try their best to discourage you from proceeding. From experience, I know that any place anyone tells you not to go to is absolutely worth going to. I also know that we will be travelling through the spectacularly beautiful Yumthang Valley to get there. I’ve heard stories about the beauty of the place – I know I have to see it for myself – no policeman is going to stop me. Rewati is apprehensive but musters enough faith to agree to carry on.
Rewind to the start
This story begins in Gangtok and I must say that the place has charmed the pants off me. It is a rather large city but there is a sense of order and civility to it. People don’t honk unnecessarily, they always make way for you and believe in showing courtesy to the fellow man. The rest of India has a lot to learn from Gangtok. Anyway, the distance between Gangtok and Zero Point is just 153km but the road linking the two is no Golden Quadrilateral. It starts off rather easy and our plan is to hit a remote village in North Sikkim called Lachung, by nightfall. If there are no landslides, if there is no road construction blockades and if the policemen at Toong oblige, this should be an easy 100km drive. Trouble is, there is a landslide on the way and because of that work is in progress to get the roads open again. The landslide happened because of a flash flood that brought a ton of silt onto the road on either side of the slide. This is the Captur’s first challenge; and when the road opens, it sails through. I watch a few lesser vehicles get beached in the deep slush but the Captur’s 210mm ground clearance clears it all. All I have to do is make sure I carry enough momentum.
The checkpoint at Toong is more of an issue. The policeman makes us wait for four hours before finally agreeing to let us through. I notice an interesting thing while we wait at the checkpost – no plastic is allowed beyond this point and so, all the vehicles that come here discard all the wrappers and mineral water bottles into the overflowing garbage bin next to the checkpost. It is an ugly sight and I hope someone comes along soon and disposes of all this plastic waste properly. It is dusk by the time we finally get permission and so we hotfoot the last 25km to Lachung. Tomorrow, I will see another side of Sikkim.
The road to Yumthang
Yumthang Valley (a.k.a. Sikkim’s valley of flowers) is at 11,000ft. We are a bit too late to catch the flowers bloom this year but this place is still spectacular. Close your eyes and imagine rolling meadows, grazing yaks, rugged mountains and a blue sky with puffy white clouds.
Some people have even compared Yumthang’s beauty to Switzerland and I agree. It is like that beautiful European country, except for one thing – the road. The road through Yumthang, the one that leads to the 15,100ft Zero Point, is not one to be scoffed at. Soon after we leave the village of Lachung the next morning, the road throws up its first challenge. A flash flood of sorts has brought the mountainside down onto the road – there’s about half a kilometre of reasonably fast-flowing, deep water to drive through. Rewati puts a brave face on as we drop the wheels into the water. We needn’t have worried – the Captur’s air intake is high enough to stay clear of splashing water and its excellent ground clearance allows us to sail over hidden rocks that might have ripped out the undersides of lower vehicles.
The road climbs and we are soon driving through mind-blowing scenery. Waterfalls across the valley that drop hundreds of feet, jagged mountains that look like the rough stone tools invented by early man – I have to make a conscious effort to keep my eyes on the road and not get distracted by the sheer beauty around us.
If it wasn’t for the existence of the road, I could almost imagine this place being untouched by man. I also realise that most places I go to, my mind has to consciously ignore the carelessly discarded plastic bottle lying by the side of the road. Here, there is no garbage – it’s just plain and simply beautiful.
Unseen danger
We continue down the road, mouths agape and the landscape unfolding in front of us, and that’s when a sharp exclamation from Rewati snaps me out of my reverie. A rock has fallen on the road and there’s hardly any space between the rock and the edge to get across. Rewati gets out to spot me through the narrow gap and this is where I really appreciate the Captur’s size – if it was a full-size SUV, there was no way it would have made it through the gap – right now, it is just the right size and I manage to squeeze past a rock and a big fall.
The distance we have to cover to get to Zero Point is not much but along the way, the road does its own version of the Stelvio Pass. I revel in the Captur’s sure-footedness and start cornering harder and harder, while Rewati expresses her need to give me a tight slap. We make it to Zero Point in no time; and as this is off-season, we have the whole place to ourselves.
The place itself is rather disappointing – it’s just a big piece of tarmac parking space in a rather broad valley that has a nondescript board announcing that you’ve arrived at Zero Point. There are no waterfalls dropping off into oblivion and it certainly looks far from the end of the earth that I had conjured up in my mind. The drive here was definitely more spectacular than this point. However, as we stand there shivering against the knife-edged wind, I realise that it has been quite an adventure getting here. The Captur hasn’t had it easy – it was hammered over bad roads, had to climb through ever-thinning air, had its filters choked with dust and yet, hasn’t missed a beat. It is – as Rewati puts it – one tough cookie.
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India shortlisted for Uber’s flying taxi service
Ride-hailing platform Uber has announced India as one of the five countries it has shortlisted for its first international ‘Uber Air City’ that will go up within the coming five years. After assessing countries across the world, Uber Elevate-its aerial taxi arm- decided on Japan, India, Australia, Brazil and France at the “Uber Elevate Asia Pacific Expo” in Tokyo.
Uber will select one of the cities from these shortlisted countries for its third launch city for flying taxis, after Dallas and Los Angeles in the USA. In the next five years, Uber customers in launch cities will be able to push a button and get a flight on demand.
“Mumbai, Delhi, and Bengaluru are some of the most congested cities in the world, where travelling even a few kilometers can take over an hour. Uber Air offers tremendous potential to help create a transportation option that goes over congestion, instead of adding to it,” the company said in a statement.
Uber has assembled a network of partners that includes vehicle manufacturers, real estate developers and technology developers for this service. “The Uber Elevate team is now inviting conversations with stakeholders across major cities in these countries, and will announce the chosen Uber Air international city within the next six months,” said the company.
Uber Elevate has established a criteria framework to select the third city, set around three main principles: sizable market, local commitment and enabling conditions. Uber Elevate also announced plans to experiment with drone delivery for Uber Eats, and demonstrated how potential Uber Air routes in Asia Pacific cities could benefit local transportation systems as well.
Could flying taxis be the answer to India’s traffic congestion problems? And which Indian city most warrants flying taxis? Let us know in the comments section below.
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2018 Honda Jazz: Which variant should you buy?
The revised-for-2018 Honda Jazz has arrived with the subtlest of visual styling tweaks and only few feature additions to speak of. The engine-gearbox options carry on unchanged as well. However, with Honda having re-jigged the variant line-up, it’s worth checking what you get for your money and figure which version of the Jazz makes the most sense.
What are the engines on offer?
As before, the Jazz is offered with a 1.2-litre petrol engine that develops 90hp and 110Nm (mated to either a 5-speed manual or a CVT automatic) and a 1.5-litre diesel that produces 100hp and 200Nm of peak torque (mated solely to a 6-speed manual).
The petrol engine isn’t the liveliest at low speeds so you’ll have to work the manual gearbox in town. Performance get better at higher engine speeds, though. Still, it’s the petrol automatic that’s our pick of the Jazz range. The CVT is well in tune with the characteristics of the engine and offers easy progress in town. Paddleshifters to shuffle through the 7 steps of the transmission add a bit of driver involvement too.
The diesel engine offers good low-speed performance but on the whole is an unexciting. Also, the diesel engine is noisy even by diesel engine standards. Still, given the engine’s incredible efficiency it makes sense for anyone who does long distances frequently.
What are the variants on offer?
Honda has trimmed the variant count on the Jazz, and has done away with the entry E and mid-spec SV trims altogether. Thankfully, the petrol auto is now available in fully-loaded form for the first time. The petrol Jazz is offered in V and VX trim (though the manual misses some features available on the auto) while the diesel is available in S, V and VX trims.
The diesel-only S trim (Rs 8.05 lakh) gets kit such as two airbags, ABS with EBD, rear parking sensors, 15-inch wheels with covers, LED tail-lamps, an audio system with four speakers and a 3.5-inch screen, steering-mounted audio controls, driver's seat height-adjust, a front-centre armrest, rear defogger, electrically adjustable wing mirrors, power windows and central locking with keyless entry. The mid-spec V variant (petrol manual - Rs 7.35 lakh/ petrol auto – Rs 8.55 lakh/ diesel – Rs 8.85 lakh) is equipped with 15-inch alloy wheels, front fog lamps, a rear wiper, beige interiors, an automatic climate control system, a 5.0-inch touchscreen infotainment screen that doubles as a reverse camera display. The diesel and petrol-CVT versions also get a push-start button and cruise control while the CVT-equipped model gets paddleshifters as well. What is a disappointment is that these features are not part of the kit on top-spec petrol VX cars either. The top-spec VX (petrol manual - Rs 7.79 lakh/ petrol auto – Rs 8.99 lakh/ diesel – Rs 9.29 lakh) comes with extended LED tail-lamps, power adjustable and folding wing mirrors, a 7.0-inch touchscreen system with navigation, Apple CarPlay and Android Auto, and leather on the steering wheel and gear knob. Unfortunately, Honda has done away with the flip/fold flexible ‘magic seats’ at the rear offered on the VX in the past.
Which is the version to buy?
The Jazz automatic is the best version of the Honda hatchback on sale. While the VX does offer the most in terms of kit and is the one we’d recommend if budget is not a constraint, it is pricey. In effect, the petrol CVT in V trim is the smart pick offering the convenience of an automatic with most, if not all, of the features you would want for sensible money.
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Review: 2018 Kawasaki Ninja 400 review, test ride
No one has played the small-capacity sports bike game as cleverly as Kawasaki. For years, its Ninja 250 was one of the most popular small sports bikes on sale in developed markets. Then, in 2012, the company pulled a surprise by scaling the 250 up to the Ninja 300, which immediately left rivals like the Honda CBR 250R in the lurch. As the others started to catch up – Honda with its CBR 300R, KTM’s rowdy RC 390 and Yamaha’s R3 – Kawasaki pulled another rabbit out of the hat last year with the Ninja 400. Once more, Kawasaki decided to go for a substantial upgrade than an incremental evolution and swooped to the top of the performance game. This came at a small price hike over the Ninja 300 in some markets, whereas the USA market saw no price increase at all.
Unfortunately, this is not quite the case in India. The Ninja 300 continues here, but now with some level of localisation that has helped bring its price down, which has urged Kawasaki India to make the Ninja 400 available as a more premium offering. But Kawasaki has taken that ‘premium’ bit a little too seriously, and the bike comes at a frightful cost. We’ll address the implications of that later on, but for now, let’s get to what makes the Ninja 400 tick.
Visual assault
Kawasaki isn’t known for classically beautiful designs and the Ninja 400 certainly isn’t one, but it proudly wears a typically aggressive design. The pointy, full-LED headlamp face is in line with the new Ninja design language and there’s more than a hint of the supercharged H2 at the front. What really caught my attention though was just how big this bike looks and feels in person. The fairing looks larger than the 300’s, and, along with the large tank and cockpit, it feels like a bigger and wider bike than both the Ninja 300 and the Z650; although, the spec sheet reveals that this is not actually true. Similarly, the fuel tank looks larger, but it now holds 14 litres, compared to the generous 17 litres that the Ninja 300 could swallow.
Slathered along the side are the trademark Kawasaki black/green graphics and this is the only colour that the bike is available in for now. The rear section ends in what feels like a slightly taller step to the pillion seat and a lovely three-point LED tail lamp that will remind you of the Z1000 and ZX-10R. And, of course, there’s just no ignoring the comically large saree guard and enormous tubular grab rails. I’m almost certain that the Kawasaki design team put serious effort into making these government-mandated add-ons look as ridiculous as possible in the hope that most, if not all, owners will unbolt them and return the Ninja 400 to its originally intended design.
Further contributing to the 400’s big-bike feel is the analogue-digital instrument cluster lifted straight from the bigger Ninja 650 and Ninja 1000. It’s a relatively simple unit, but the reversed LCD display looks neat and is refreshingly different from the fully digital LCD displays that are becoming commonplace these days. Fit and finish levels are quite good and the bike feels like the quality product you’d expect at this price.
A deeper beat
When Kawasaki calls the Ninja 400 a brand-new bike, it really means it. Everything under the fresh clothes has been revised, including the bigger engine. Kawasaki raised both bore and stroke to achieve the new 399cc capacity and the compression ratio is up as well, from 10.6:1 to 11.5:1. The results are dramatic and this engine makes a whole 10 horses more than before, with a total of just 1hp short of the magical 50hp figure – an aftermarket exhaust should take care of that. Torque goes up by an even bigger margin – an extra 11Nm – to a total of 38Nm. Both power and torque figures are now produced lower in the rev range, and all this works towards better real-world performance.
The engine joins hands with a precise six-speed gearbox through a slip-and-assist clutch that results in a very light lever pull. Thumb the starter button and the parallel-twin starts up with a deep grumble that feels more Ninja 650 than Ninja 300. And the feeling continues with a gruffer vibe from the engine than the sewing-machine-smooth motors on the 250 and 300 at the low end. This is not as smooth an engine as its predecessors, and some vibes do creep in at the bar and pegs above 6,000rpm, but they don’t get to the point of annoying harshness.
The motor perks up at 5,000rpm, at which point, it starts to pull harder and faster with an excitable scream for company. The engine has surprising energy from 8,000rpm until about 11,000rpm, where it starts to taper off short of the 12,500rpm limiter.
The weather was too difficult for us to Vbox-test the bike, but the Ninja 400 does feel a little quicker than an RC390, and I wouldn’t be surprised to see a 0-100kph time around the low 5sec mark. An indicated top speed of above 180kph should be achievable going by how easily 160kph pops up on the clocks. What really appeals though is how effortless the performance is. A 100kph cruise in sixth gear comes at about 6,000rpm and there’s plenty of acceleration available just a twist of the long travel throttle away. Tractability at town speeds is good too, but we had rain throughout
and never encountered heavy traffic, so I can’t comment on heat management just yet.
When more is less
Making an equal, if not bigger contribution, to the performance is the new rolling chassis. Everything is different here –from the stiffer yet lighter trellis frame, to the thicker suspension fork, bigger front brake, sharper steering geometry, shorter wheelbase and even the lighter new wheels and wider Dunlop rubber. It’s a sea change, but the beauty of it is that the Ninja 400 is now 6kg lighter than the 300 and, at 173kg, its only 3kg heavier than the KTM RC 390.
The effect this has on the riding experience is immediate and the Ninja 400 feels more agile, quicker steering and generally more athletic and willing. The roads were soaking wet, so I couldn’t push very hard, but this is definitely a better handling machine than before and I’m certain it will be good fun on the track too. That trellis frame gives the bike a newfound sense of rigidity, which results in a more confident and planted feel through the corners. The new Dunlop Sportmax tyres are a marked improvement over the average IRC rubber on the 300 and braking performance is sharper as well.
The riding position is reflective of the Ninja 400’s nature and it’s more committed than the both the Ninja 300 and the 650, especially in terms of the higher-set footpegs. But Kawasaki has retained the 300’s easy 785mm seat height and the 400 is still a decent proposition for road use, thanks to a reasonably positioned set of clip-ons that don’t contort you into an aggressive crouch. Think of it as somewhere between an R3 and an RC 390. In terms of suspension, the new setup is firmer and you can tell there’s not a lot of travel, especially at the rear. But the ride is still pliant enough not to be shaken up by reasonably broken surfaces; ground clearance is of no real concern either.
But while the bike is decently comfortable, there are a couple of ergonomic irritants. First, the brake and clutch levers are non- adjustable and at this price, that’s just not on. Second, I find that my right heel is in constant contact with the exhaust heat shield, an oversight you don’t expect from a Japanese manufacturer.
Sum of the parts
The Ninja 400 is an impressive motorcycle, one that is a big step up from the Ninja 300 – there’s almost nothing I can think of that the 300 does better. But I simply cannot understand Kawasaki’s pricing strategy here and there is no justifying the absurd Rs 4.69 lakh (ex-showroom) price. For perspective, this bike costs just Rs 37,000 less than the significantly more powerful Z650 and a whole Rs 1.95 lakh more than the Ninja 300 (both prices on-road, Mumbai). Clearly, the customer can’t see the sense in it either, because sales are at an absolute trickle.
The Ninja 400’s price simply has to reduce, and quickly too, because this is a genuinely charming bike, one that I could see many preferring over the harder-charging 650s. Reworking the CKD pricing to more realistic levels will help, but ultimately, Kawasaki needs to give this bike the localisation treatment too. If it can position the Ninja 400 much closer to the 300’s current Rs 2.98 lakh (ex-showroom) price and (I think the 300 should have been cheaper still, around Rs 2.5-2.7 lakh), the 400 will certainly gain a following. But for now, it’s just not meant to be.
Also see:
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Greaves Cotton enters into agreement with Ampere Vehicles
Greaves Cotton, the engineering solutions firm, has announced having entered an agreement with EV start-up Ampere Vehicles, pursuant to which it will acquire a majority stake in the company subject to customary closing conditions. This acquisition will accelerate the development of clean energy technology solutions for mobility needs of passengers as well as small businesses. In December 2017, Greaves Cotton embarked on a major transformational journey investing significantly in building a new leadership team to create future-proof business. This acquisition of Ampere Vehicles is a clear intent of driving in that direction.
Coimbatore-based Ampere is one of the leading brands in the last-mile mobility electric vehicles segment. It has strong in-house capabilities in designing, developing, manufacturing and marketing electric vehicles with a wide range of applications.
Greaves Cotton says it currently provides transportation to almost 10 million people daily through its powertrain solutions. In addition, it reaches out to 5 million customers per month through its aftermarket network of more than 5,000 retail outlets.
The company's newly launched Greaves Care network services nearly more than 7,000 vehicles per month, which it plans to ramp up substantially in the coming years. It plans to leverage its distribution, aftermarket and service strengths to help Ampere grow more rapidly.
Greaves Cotton says it aims to create enhanced value for its shareholders by investing in advanced clean energy technologies through partnerships in India and worldwide. This acquisition in the electric mobility segment underscores its strategic intent. The company had launched two new powertrain solutions – BS VI-ready versions of its diesel and CNG powertrains and high performance electric powertrains at the Auto Expo 2018 in New Delhi.
Commenting on the acquisition, Nagesh Basavanhalli, managing director and CEO, Greaves Cotton, said: “Greaves has been a trusted brand since 1859, and is well known for the reliability of its products, a strong value proposition based on low total cost of ownership and widespread all-India reach. With this strategic acquisition, we will be able to address a wider range of customer segments with clean energy mobility solutions. Greaves and Ampere will be a synergistic combination of our excellence in frugal engineering and manufacturing with a new-age electric mobility solutions company.”
In May 2018, Ampere launched two e-scooters, the Ampere V48 and the Reo li-ion models, along with its newly developed charger for li-ion battery packs. The advanced lithium-ion charger is claimed to be designed with a two-stage charging profile, wherein the charging voltage and the current’s levels can be amended based on the requirements of battery manufacturers' recommendations. The company has a sales network of around 150 dealers in 14 states across the country and has sold more than 35,000 scooters since it rolled out its first product in 2008.
Greaves Cotton says it aims to create enhanced value for its shareholders by investing in advanced clean energy technologies through partnerships in India and worldwide. This acquisition in the electric mobility segment underscores the strategic intent of Greaves.
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Lada 4x4 Vision concept unveiled in Moscow
Lada has unveiled the 4x4 Vision concept, which previews what the Russian firm’s long-running off-roader could look like, at the Moscow International Auto Show.
The 4x4 model, previously known as the VAZ-2121 Niva, has been in production largely unchanged since 1977. It is an uncompromising off-roader similar to the Land Rover Defender and has a similar role as a rugged talisman for the Russian car maker.
According to Lada’s chief designer, Steve Mattin, the 4x4 Vision is designed to showcase the ‘philosophy of the ultimate off-road vehicle’. While not intended to directly replace the 4x4, Mattin said the concept is a ‘vision of what the future could look like from Lada’.
The 4x4 Vision takes styling cues from the current Lada range, particularly a number of X-style design features inspired by the firm’s popular X-Ray SUV. This includes an X-shaped front grille, X-shaped LED headlights and 3D X-sculpting on the vehicle’s side.
The concept features five doors, although the two rear passenger doors are disguised by the bodywork to echo the three-door design of the original 4x4. It sits on 21-inch wheels and offers high ground clearance. The interior features two large infotainment screens and ambient lighting.
As part of its ongoing recovery plan, Lada, now part of the Renault Group, is renewing its range with plans to launch eight new models and nine facelifts by 2026. Lada also showed the latest version of a number of production vehicles in Moscow, including the Granta, Vesta Sport, Vesta Cross and X-Ray.
While Lada is still the most popular car brand in Russia, with a 19.4 percent share of the domestic market, it has come under pressure from a number of rivals in recent years, most notably Kia. Lada's ongoing recovery plan aims to increase that share to 20 percent and also to boost exports, given that its models are now available in 34 countries.
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In conversation with Anand Mahindra, executive chairman, Mahindra & Mahindra
Anand Mahindra, executive chairman of Mahindra & Mahindra speaks to us on the impact of the PF0 halo model on the Mahindra Group, the risk associated with the project and overcoming the steep learning curve.
With the e2o on one end and PF0 on the other, you are straddling two extremes. How does this work in terms of Mahindra’s strategy? Can we see a middle ground?
The landscape of future mobility is going to be a varied one. It is going to straddle the very low end, which will involve transport as a commodity where people get into small pods or EVs or autonomous cars to get from point A to point B. In the middle, will be cars that reflect the owner’s personality, their desire for recreation and for getting out on an open road. Then there will also be the very ultra-high end, where people buy cars because they are passionate about them, because they love speed and they love performance and they just love things of beauty. My goal is to see that Mahindra is represented in all of these three ends. We have electric cars such as the e2o, which is going to serve as commodity transport. We are already well represented in the lifestyle segment through our SUVs. But, we also wanted to be in the high end, where it is very difficult to create a heritage brand, which is why we invested in Pininfarina. With Pininfarina, we are bringing an incomplete story to life – the story of Batista Pininfarina who always wanted a Pininfarina-badged car. Moreover, this is not the only car that Automobili Pininfarina will make. It will never be a mass-market brand, but it will certainly come down to a point where there will be higher volume cars than the PF0.
What effect will a halo model have on Mahindra & Mahindra?
If we succeed with the Pininfarina brand, it will put a wonderful halo onto every kind of mobility that Mahindra does and this halo will trickle down as well. Pininfarina stands for innovation, purity and elegance. Those are qualities that I think can be transferred on to not just all the vehicles that Mahindra builds, but frankly to the entire Mahindra portfolio and to the brand. Pinifarina designs architecture, it designs boats, and we believe that if you want a business to be anti-fragile, things of beauty are what’ll bring you that resilience. No matter what happens in the world, no matter what technology enters into the building of products, things of beauty are always going to be of great appeal to consumers. We believe Pinifarina and its design DNA are going to help the entire portfolio of Mahindra companies and indeed the brand.
Isn’t developing the PF0, which takes you to unknown territory, a big risk?
Our group is now of a very substantial size, so this is not a risk that is an overly large one financially. But it is, of course, a risk to our reputation. If you don’t take such risks occasionally, you are never going to achieve anything of consequence. It’s the old philosophy of ‘No pain, no gain’. I think the largest risk I ever took was betting on the Scorpio many years ago. We spent Rs 600-700 crore, and I don’t think I have ever made a bet as big as that. So this risk is certainly not one I am very scared of. The interesting thing is that, ever since we got into EVs, I have constantly been asked on social media: “When are you going to make something to rival Tesla?” And after seeing the prototype, I think we have finally developed a cutting-edge product.
What role will your Formula E racing team play?
In Formula 1 racing, most of the technology never makes it into any of the cars that are driven. But there is going to be a race-to-road movement as far as Formula E is concerned. The beauty about the all-electric hypercar is that it is not isolated from the technology that comes from racing. So Mahindra Racing is going to be the bridge between Mahindra Group and Automobili Pininfarina. They will also pass on the technology to Mahindra Electric. The enormous development in batteries, motors and dynamics is going to be transferred seamlessly, not just to high-performance cars like the PF0, but also to much humbler electric vehicles such as our e2o.
Automakers are facing a challenge of spreading resources between IC engines, autonomous and electric mobility. Is collaboration the way forward?
Collaboration is certainly a way forward and as you know, Mahindra has been doing it for many years. We have collaborated with Ford, with Renault and are collaborating with Ford again. But in the last 20-30 years, with the advent of the internet, of start-ups and with the porosity of knowledge, it is far easier to be able to share knowledge than it was earlier. In the earlier days, individual companies developed their own proprietary knowledge and then kept it within their headquarters like a fortress; that’s not the case today. You know you can look up on the net and discover how to build a nuclear weapon. Building a car is much more simpler. So, we are open to absorbing technology from wherever we can get it.
Sometimes, companies have to go through a learning curve as it’s hard to change some deep-rooted aspects of cars. How important is to get the right people in place to do that?
We opened a research centre in Detroit for exactly that reason (to get the right people in place) because we knew that there was enormous amount of knowledge in the engineers who were laid-off during the recession in the US. We were able to find them an opportunity to work and the world has now seen the first outcome of that investment in the newly launched Marazzo, which was engineered completely in Detroit. So you’ll see the culture of Mahindra is now one that is very open, very absorbent and very eclectic.
Also see:
Pininfarina PF0 electric hypercar teaser image revealed
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Long-term third party insurance to push new car, bike prices up
The Insurance Regulatory and Development Authority (IRDA), the regulatory body for all insurance and re-insurance activities in India, has announced that all new two-wheeler and passenger-vehicle sales, starting September 1, 2018, will need to have mandatory five-year third-party insurance and a three-year third-party plan, respectively, in line with the recent decision taken by the Supreme Court.
The move is expected to increase prices for two-wheelers and four-wheelers as the cost of insurance is expected to almost double. For two-wheelers, the cost is expected to go up from around Rs 427 (for 1 year) to Rs 1,045 (for 3 years) on the initial purchase cost for a two-wheeler with an engine capacity not exceeding 75cc. The move will bump up retail prices of some premium two-wheelers (+350cc) and personal vehicles (+1,500cc).
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Soon, separate toll lanes for VIPs and judges
According to PTI, the Madras High Court has directed the National Highway Authority of India (NHAI) to start providing a separate lane at toll plazas for VIPs and sitting judges across India. This decision was made by the high court to curtail the unnecessary harassment and delays faced by VIPs and judges at toll plazas, as per the report.
A bench comprising of Justices Huluvadi G Ramesh and MV Muralidharan passed the interim order directing the NHAI to issue the circular to all toll plazas across the country. The circular orders them to provide a separate lane so that vehicles of VIPs and sitting judges can pass through without any hindrance.
The High Court has also warned that they would issue a show cause notice to the concerned authorities unless the circular was issued and that any violation of the order would be viewed seriously.
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Hyosung Mirage 250 cruiser set for September 2018 India launch
Korean motorcycle manufacturer Hyosung is gearing-up for a new inning in India. Hyosung was sold in our market by DSK-Motowheels but with its partner running into financial troubles, it was compelled to shut down its Indian operations. Hyosung will now be re-launched in our market by the Kinetic Group under the Motoroyale brand. As part of its new portfolio, the Korean two-wheeler manufacturer will launch the new Mirage 250 in India.
The new motorcycle is the replacement to the Aquila 250 cruiser which was previously on sale in our market. While the Aquila 250 featured more traditional styling, the new Mirage 250 adopts a more urban and modern design language. It goes with minimalism as a theme, with its teardrop-shaped fuel tank, multi-spoke alloy wheels and stubby front and rear mudguards. The Mirage 250 also features a single-pod instrument console below which sits a round headlight with LED position lamps, and the taillight is an LED unit as well. While the Aquila 250 had a fuel tank capacity of 14.1 litres, the Mirage 250 has a larger 15-litre unit. Hyosung claims a range of over 400km on a full tank of fuel for its new cruiser. It’s also gets equipped with a shorter ‘cow horns’ handlebar, which means the riding posture will be slightly sporty as is usually the case with most cruisers of this style.
Powering the motorcycle is an updated, Euro 4 compliant version of the company’s 250cc V-twin motor. The engine produces 25.8 hp at 9,000 rpm and 21.7 Nm of torque at 7,000 rpm. In comparison, the Aquila 250’s power output stood at 26.5hp and 21Nm although the Mirage’s powerplant is, as you can tell, slightly torquier and is expected to offer better refinement levels as well. Another vital change is that the Mirage employs larger wheels - a 19-inch wheel at the front and a 16-inch wheel at the back (the Aquila sported a 16/15-inch combination). Braking hardware has also been updated with a 300mm front disc (the rear-end also gets a disc) and dual-channel ABS is standard. The frame has been suspended on a telescopic fork and twin shock absorbers.
The Hyosung Mirage 250 will be locally assembled and will be priced around Rs 3 lakh (ex-showroom) when it goes on sale in September 2018. While it won’t compete with the Royal Enfields on a price point, it will offer a refreshing premium entry-level cruiser experience to those seeking a laid-back ride with a fair bit of exclusivity as well.
Also see:
FB Mondial HPS 300 India launch in September
Motoroyale to retail 5 brands starting September 2018
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Infiniti Prototype 10 concept previews electrification plans
Infiniti has shown its Prototype 10 Concept, which it describes as a “physical manifestation of Infiniti’s creative and ambitious plans for electrified performance”.
The speedster concept, powered by an electrified powertrain, signposts Infiniti’s intentions to be an electric-only brand from 2021, adopting a variety of powertrains developed under parent company Nissan. It's the second retro-inspired concept after the Prototype 9, which evoked Formula 1 racers of the past.
It’s a roofless single-seater, with the motor at the rear and cooled by large vents behind the driver’s seat and where the passenger seat would be. Only the driver's seat, four-point harness, pedals and smaller diameter steering wheel adorn the interior. Steering by wire eliminates the need for a steering column; instead, the wheel is fixed to carbon-fibre struts that emerge directly out of the car’s bodywork. Its design builds on that of the Q Inspiration concept saloon, which was revealed at the Detroit motor show earlier this year.
The Prototype 10’s simplicity reflects the flexibility available when designing cars with electrified powertrains, says the brand’s new executive design director, Karim Habib. The car will never make production, however, given the tiny market for single-seat track cars and Infiniti’s relatively low sales in Europe, but the brand’s future range of sports cars, saloons and SUVs will be made using the car’s design language, with different electrified powertrains depending on the model.
Pure-electric cars will be made, as will range extender-equipped ones designed for longer journeys; no external charger is needed, and all the power is generated by the petrol range extender, developed by Nissan as the e-Power system. Performance hybrids are also on the way, capitalising on the performance benefits of plug-in hybrid systems. An electric four-wheel drive system is confirmed for eventual production. These will all sit inside flat-floored modular architecture to boost packaging benefits, which will be introduced on its electrified cars in 2021.
The car’s design, which draws heavily from early California speedsters of the mid-20th century, was overseen by Infiniti’s design centre in Kanagawa, designed virtually in the UK and built in the US. Under development, the car’s simple shape and the fact that only the driver’s head can be seen when sitting behind the wheel led the development team to dub the car ‘The Bathtub’. The driver’s seat was mounted as low as possible to keep the car’s centre of gravity close to the ground.
Infiniti’s renewed ethos means that its cars will be designed to have better driving dynamics than current models, as well as being more powerful and efficient as the brand makes the most of the performance benefits of electric power. Habib said: “The Prototype 10 echoes the layout and design of early speedsters. This period saw the creation of some of the most evocative car designs of all time, where power was celebrated through high-powered single-seat competition cars, were characterised by the simple love of driving.”
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2018 Mahindra Marazzo to get four variants
Mahindra will finally introduce the Marazzo MPV in the Indian market on September 3, 2018. Various dealerships across the country have started receiving initial stocks and demo vehicles already, with bookings being accepted at Rs 10,000 at most locations.
As the launch nears, more spy shots and other details have come to light. Dealer sources tell us that the upcoming Marazzo MPV will be sold in four trim levels, starting from the base-spec M2, going up to the top-spec M8, with the M4 and M6 as the mid-spec variants.
The Marazzo will come with a single engine option at launch, a 1.5-litre four-cylinder diesel good for 130hp and 300Nm of torque. The sole transmission will be a six-speed manual, with an automatic expected to launch a bit later. While enough has been spoken about the MPV’s interiors and looks earlier, we’ve now got our hands on the complete equipment and feature list for all four variants.
Mahindra Marazzo safety features
Mahindra will equip the new Marazzo MPV with standard dual front airbags, a passenger airbag off-switch, a speed sensitive door lock/unlock feature, ABS with EBD and brake assist and Isofix child seat mounts as standard equipment on all variants.
Mahindra Marazzo M2
- Engine immobilizer
- 16-inch steel wheels
- Fabric seat upholstery
- Power windows
- Central locking
- 12V power outlet
- USB charging point for rear passenger
- Digital clock
- Manual HVAC control
- Roof-mounted rear AC vents
- Manually adjustable wing mirrors
Mahindra Marazzo M4
- Full wheel caps
- Shark fin antenna
- Driver’s seat height adjust
- USB socket for front row
- USB and AUX for rear passenger
- Rear wiper and washer
- Voice messaging system
- Electrically adjustable wing mirrors
Mahindra Marazzo M6
- 16-inch alloy wheels
- Front and rear fog lamps
- Projector headlamps with follow me home feature
- Cornering lamps
- Premium fabric upholstery
- Adjustable lumbar support for front seats
- Remote keyless entry
- Conversation mirror
- Illuminated passenger-side vanity mirror
- Sunglass holder
- Centre console with Tambor door
- 7-inch touchscreen infotainment system
- Navigation
- Personal reminder (anniversary, birthday etc)
- Steering mounted controls for audio and other functions
- Rear parking sensors
- Emergency call feature
Mahindra Marazzo M8
- 17-inch machined alloy wheels
- LED daytime running lamps
- Leatherette seating upholstery
- Dual USB sockets for front and rear passengers
- Puddle lamps
- Cooled glovebox with illumination
- Infotainment system with Android Auto and Apple CarPlay compatibility
- Criose control
- Reverse camera with display
- Automatic climate control
- Power folding and adjustable wing mirrors
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FB Mondial HPS 300 India launch in September
FB Mondial is a lesser known Italian motorcycle manufacturer given its roller-coaster career graph, but the iconic name was given a new lease of life few years back. Now, Kinetic-owned Motoroyale plans to launch FB Mondial in our market by mid-September, as part of the commencement of its five-brand operation. The first motorcycle from the Italian marque will be a 250cc motorcycle which will be assembled at Motoroyale’s Ahmednagar facility.
What is the HPS 300?
The FB Mondial HPS 300 (yes, that is a rather confusing name) was first showcased at the 2017 EICMA motorcycle show and is based on the Hipster 125cc (HPS 125) motorcycle. The HPS 300 is styled as a fusion of a cafe racer and scrambler, and we must say it does look unique. The FB Mondial HPS 125 was spotted in Pune last year; however, Motoroyale will launch only the HPS 300 in India to begin with. Powering the motorcycle is a Piaggio-sourced 249cc, liquid-cooled motor. The single-cylinder, fuel-injected engine produces 25hp at 9,000rpm and peak torque of 22Nm arrives at 7,000rpm. The engine is mated to a 6-speed gearbox.
Suspension duties are handled by a 41mm USD fork and dual shock absorbers with 120mm of travel. Anchorage is provided by 4 piston radial caliper 280mm single disc at the front and a single piston floating caliper biting on a 220mm disc, with ABS as standard. The FB Mondial HPS 300 rides on spoke wheels which are wrapped with a 110/90 18 tyre at the front and a 130/70 17 tyre at the rear. Seat height is set at 785mm and the motorcycle weighs a delicious 135kg (dry). The HPS 300 is expected to be priced at a premium of around Rs 3 lakh (ex-showroom) and it will compete with the likes of the BMW G 310 R, KTM 390 Duke and also the soon-to-be launched Cleveland Misfit. The HPS 300 is undoubtedly an expensive proposition given its CKD assembly roots, but it does come with an air of exclusivity.
Who is FB Mondial?
While it might not be as well known as its counterparts, FB Mondial is one of the oldest Italian motorcycle manufacturers in existence. The company was founded in 1929 by the Boselli brothers Luigi, Carlo, Ettore and Ada. FB stands for ‘Fratelli Boselli’ which translates to Fratelli Brothers. While other brands like MV Agusta and Ducati were focussing on affordable motorcycles, FB Mondial was a niche marque and built around 1,000 to 2,000 units annually. The brand gained recognition through its racing exploits and between 1949 and 1957 it went on to win rider and manufacturer championships (five of each), including three victories at the legendary Isle of Man TT. In fact, Soichiro Honda considered the Mondial’s race bikes as the benchmark and even purchased a few motorcycles from Count Boselli in 1957.
It was during this time that FB Mondial quit racing along with other popular names such as Moto Guzzi and Gilera owing to rising costs of racing. This proved detrimental for the brand as racing was central to its popularity and sales took a hit. Facing financial troubles, FB Mondial shut shop in 1979. After a 20-year hiatus, it made a comeback in 1999 when Italian businessman Roberto Ziletti purchased the rights to the brand and launched the Mondial Piega 1000 superbike. However the FB Mondial’s second stint was cut short in 2004, once again due to monetary problems. The brand was resurrected for the third time by Pier Luigi Boselli and Cesare Galli in 2014. Unlike Ziletti, however, the new owners are focussed on developing low displacement motorcycles.
The first motorcycle to hit production was the HPS 125 and the larger displacement HPS 300 was unveiled last year, along with the 125cc Sport Classic. The Italian brand also has plans to launch streetfighter, cafe racer and supersport models with larger displacement powerplants in the future.
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Mercedes-Benz C-class facelift launch on September 20
It was only at the Geneva motor show earlier this year that Mercedes-Benz unveiled the mid-life update for the C-class, and now, less than seven months later, the India launch is all set to take place on September 20, 2018.
From the outside, it's very much like the C-class we have come to know so well, save for a few tweaks to the bumpers and new designs for the alloy wheels. New on the C-class facelift are two variations of all-LED headlights, and the tail-lights that sport a new LED pattern. On the inside, additions could include a 12.3-inch digital instrument console, a 10.25-inch high-resolution screen for the COMAND infotainment system and also the new-design steering wheel, which gets the dual touchpad control system we’ve seen on the E-class and S-class facelift.
The changes sound minor at first, but Mercedes has made an effort to make this refresh a significant one, and it's the new and updated engines that are the bigger news with the C-class facelift. The range is likely to start with the C 200, but instead of the 2.0-litre turbo-petrol motor as in the current car, it'll come with a new, 1.5-litre turbo-petrol engine. The downsizing, thankfully, hasn't resulted in a drop in power output, with the smaller engine putting out a similar 184hp as the 2.0-litre, and 280Nm of torque, just 20Nm down on the outgoing engine.
The diesel will be the all-new 2.0-litre, four-cylinder unit that was first introduced on the E 220d, but just like with the pre-facelift C-class, it'll be available in two states of tune. The C 220d will mirror the E 220d's 194hp and 400Nm, while the twin-turbo C 250d will be replaced by a C 300d, a twin-turbo version of the 2.0-litre OM654, which will produce close to 245hp! Both diesel engines will be BS-VI-compliant. Additionally, all variants of the C-class facelift will get the new, 9-speed, 9G-Tronic auto 'box, which replaces the old 7G-Tronic unit.
The C-class facelift is likely to cost a lakh or two more than the outgoing model. We expect the C 200 to be priced at Rs 41 lakh, and the C 300d to be priced at Rs 47 lakh (all prices, ex-showroom). As we count down the days to the launch, you can read our review of the C-class facelift here.
Also see:
Mercedes-Benz C-Class facelift video review
2018 Mercedes-Benz C 300d image gallery
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Next-gen Hyundai Grand i10 takes shape
As reported earlier, Hyundai is gearing up to introduce the new AH2 hatchback sometime in October. The company has already begun road-testing for two of its upcoming products that will hit the showrooms in the future. The sub-Creta (Carlnio-based) SUV was spied recently and now, fresh spy shots of Hyundai’s all-new Swift rival, a replacement for the Grand i10 hatchback, have emerged on the internet. The next-gen Hyundai Grand i10 is likely to make a global debut sometime next year.
A first glance at the test mule one would easily pass off as the camouflaged vehicle for the AH2 tall-boy hatch (which is set to revive the Santro nameplate), however a close look reveals that this car is wider and longer. For those who don’t know, the current-gen Grand i10 for India is 40mm longer than the model sold internationally. The test-mule spied looks almost as long as the India-spec car, which means Hyundai could create just one model for the global market with added focus on rear legroom and backseat comfort.
In terms of design, the next-gen Grand i10 is said to borrow a lot of design cues from the upcoming Hyundai Elantra facelift. A hexagonal front grille and wider headlamps and tail-lamps are two of the exterior design features expected on the hatchback. The current Grand i10 is already feature-packed but expect Hyundai to add more kit to the 2019 model.
The Grand i10’s main competitor, the Maruti Suzuki Swift, is available with an AMT gearbox on both petrol and diesel variants. With Hyundai India set to launch the next-gen Santro with an AMT option, expect the 2019 Grand i10 to feature this gearbox as well, at least in India.
Currently, the Grand i10 comes with an 83hp, 1.2-litre, four-cylinder petrol engine, which is mated to either a 5-speed manual or a 4-speed automatic gearbox. There is also a 71hp, three-cylinder turbo-diesel motor that is available with only a 5-speed manual gearbox.
An India launch for the next-gen model is still some time away.
Also see:
Hyundai Carlino-based compact SUV spied in India
Hyundai Xcent gets ABS, EBD as standard
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Motoroyale to retail 5 brands starting September 2018
Motoroyale, the Kinetic Group’s premium motorcycle division, has readied an aggressive plan to tap the ever-growing high-end motorcycle segment in India. As part of its full-fledged entry into the Indian market, Motoroyale will now retail five motorcycle brands under one roof. Offering everything from small-displacement scramblers and cruisers to mid-sized adventure tourers and super-exotic sportbikes, this should make Motoroyale’s a versatile and enviable range, to say the last.
So far, Motoroyale has sold MV Agusta motorcycles, with the iconic Italian marque boasting a compact range of super-exotic machines. Then came Norton, which has been in the news for its JV with Motoroyale, the locally manufactured fruits of which will be borne only by March 2019. As of now, Norton has only launched the CBU Commando 961 Cafe Racer in India, at a price of Rs 23 lakh, ex-showroom, Pune.
SWM, another Italian brand which has been in the offing for some time now, will finally make its Indian debut, with the first of its motorcycles being launched in India in the next three weeks, before Motoroyale’s full-swing operations go live. The SWM brand’s first launch will be the Superdual T, a 650cc adventure tourer which was showcased in India in April 2018.
Forming the baseline of Motoroyale’s offerings will be Hyosung, which will retail a V-twin cruiser alongside the full-faired GD250R sport bike. Another new entry into the Motoroyale fold will be FB Mondial, an internationally recognised Italian marque founded in 1929. FB Mondial, resurrected for the third time in 2014, may not be a household name in India – or even in other parts of the world – but its rich racing heritage and equal focus on style and performance should help it make headlines when it is formally introduced in the country next month. FB Mondial’s first offering in India will be a rather cool and scrambler-styled single-cylinder motorcycle called the HPS 300.
Meanwhile, work is on to get CKD assembly of Norton’s range for India ready at Kinetic’s Ahmednagar plant (where all motorcycles from the other brands are being assembled as well). The company is working towards launching the first of the CKD Nortons, the Commando and the Dominator, by April 2019. Until that happens, Norton’s two-model line-up will be CBU imports and will be sold on an order basis.
The recently revealed Atlas 650 scrambler is a crucial motorcycle for Norton’s business plans; it will be produced in India and will be launched towards the festive season of 2019. Norton has announced its intentions to employ heavy localisation as part of its 51:49 (Motoroyale has the major stake) JV and the Atlas is sure to benefit from it. The Atlas 650 will also go on sale internationally in 2019. Given that Norton has declared an ambitious target of registering sales up to 2000 units for its entire range by 2021, the Atlas 650 has a lot riding on its shoulders.
Finally acquiring retail real estate is MV Agusta, which has so far been in business only through Motoroyale’s Pune headquarters. This has impacted its presence in the exotic motorcycle segment, where players like Ducati, and even relatively smaller entities such as Indian Motorcycle and Aprilia, have fared better owing to their sales and service network. MV Agusta will continue to sell the Brutale 800 and F3 800, with the launch of the Turismo Veloce 800 being next on the cards. The next-gen Brutale 1000 will debut at EICMA later this year, heralding MV’s new four-cylinder platform. You can expect this bike in India by end-2019.
Initially, Motoroyale will introduce six outlets in a phased manner, with the first centre slated to open in Delhi by mid-September 2018.
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Review: 2018 Ducati Scrambler 1100 review, test ride
I really wanted to love the original Scrambler 800, but it wasn’t meant to be. The suspension was crashy, the throttle far too aggressive (fixed on the BS4 model) but most of all, the bike struggled to offer a feeling of quality to match its rather optimistic price. The Scrambler 1100 promises to address all those issues and it charges quite a premium in the process. We had a short, two-hour taste of what the bigger Scrambler has to offer and by a draw of chits, I was allocated the most expensive of the three-bike line-up, the Scrambler 1100 Sport.
Sizing up
Being in the first batch of riders, I was on the bike before the crack of dawn, which was a nice opportunity to discover that the new LED headlamp gets the job done well enough, although it’s nowhere close to what the Multistrada that was leading our convoy had to offer. As dawn broke, it revealed that the Scrambler 1100 is a serious step-up from its younger sibling, especially in terms of quality. Everything you see and touch is better finished and components such as the fatter handlebar, adjustable brake/clutch levers and higher quality switchgear all work hard towards justifying the price.
Ducati didn’t want to dilute the Scrambler’s sense of minimalism too much, so the new LCD display looks familiar and is still off-set towards the right, but it now offers more information to the rider. What’s interesting is that the 1100 may look similar to the 800, but it’s a considerably larger motorcycle in the flesh. You feel the extra width in the saddle and parking them side by side reveals that the 1100 is a more substantial machine. It is by no means excessive, and the 1100 is still a very easy machine to manoeuvre, but it lends itself well to customers who like the feel of riding a big bike.
As part of this growth spurt comes a rise in the seat height from 800mm to 810mm. While that doesn’t seem like a lot, the seat is quite wide, so shorter riders are going to want try this on for size first. Further visual differentiators to the 800 come in a more premium finishing for the engine cases, a lovely polished aluminium rear subframe and, of course, that big, dual underseat exhaust. The Sport variant we’re riding here gets a delectable matte-black paint job with yellow detailing, machine finished alloy wheels and a different seat design. It also runs a lower handlebar, although I definitely prefer the higher bar from the standard model - the ergonomics feel just right for a scrambler with that one. Finally, our bike is running an optional (Rs 1.74 lakh!) Termignoni exhaust which has both pipes stacked on top of each other on the right side. It looks neat, but the stock exhaust sounded nicer to my ears with a deep and powerful roar that I certainly wouldn’t change.
Growing gains
So the Scrambler 1100 ticks the right boxes in the visual department - it's a great looking bike and it doesn’t feel built to a price. With a breath of relief, let’s dive under the skin and talk about that big L-twin. It’s certainly not the most modern of engines and this air/oil-cooled, 2-valve motor finds its origins in the old Ducati Monster 1100. But that makes for a part of the appeal and this is a likeable motor that suits the Scrambler really well.
On the move, the engine behaves typical of a big 90-degree Ducati L-twin and it doesn’t like to drop below 2,000rpm. We never countered heavy traffic, but you can expect a juddery experience if you get lazy with the gearbox and clutch. Thankfully, the clutch is reasonably weighted and the motor has vast reserves of torque to offer upwards of this. Delightfully, you don’t feel any heat on your right leg from the scrambler-styled pipes, something that is a bother on the Triumph Street Scrambler, for instance. Things stay smooth in the usable rev range and the motor spins up quickly, but get close to the 8-odd thousand rpm redline and it does start getting vibey in the bar and pegs. But this engine is all about what lies between the two extremes of its rev-range and it pulls hard and fast with little effort.
With 86hp and 88Nm, the Scrambler 1100 is more powerful than most machines available in the modern-retro space at this price point, but the Triumph 1200 motors are more torquey. It’s also a big step up from the Scrambler 800 with significantly more shove available at lower engine speeds, and this makes this bike feel vastly quicker and more effortless to ride. Interestingly, it’s also calmer and easier than its smaller sibling and that’s thanks to the smooth torque flow and well-judged throttle response that doesn’t feel jumpy, even though the actual throttle action is quite short. Add in the rich exhaust note, and I thoroughly enjoyed the overall experience.
Identity crisis
Our route for the morning was a quick blast up the famous Nandi Hills road outside Bengaluru. This is a really tight uphill route, with a few sharp corners and hairpins along the way. The room for error is absolutely zero, especially considering the number of distracted motorists heading to the top with selfie modes engaged and excited shrieks directed at everything that comes their way.
The 1100 really excelled here. The bike feels agile despite its 206kg weight and that’s down to a steering rake angle that is almost identical to the Monster 821. This effect that is magnified by the Scrambler’s wide bar and additional steering lock which creates so much more leverage. The Pirelli MT 60 RS tyres continue from the Scrambler 800 and they offer surprising grip despite the blocky design and there was no drama from them in the cold and greasy conditions. Braking performance gets serious too, thanks to a new, dual front disc set-up (the 800 gets one front disc) and Brembo’s incredible M4.32 calipers. This is sportbike-level of kit and we’re talking sharp, one finger performance. The fact that the front tyre is now a sportbike-like 120 section unit, growing from 110 on the normal Scrambler only intensifies the performance, but the front wheel remains an 18-inch unit.
Another big jump from the small Scrambler, and also over the entire competition field, is the new electronics package. Where the Scrambler 800 makes do with just ABS, the 1100 gets advanced cornering-ABS, four stage traction control and three rider modes. The lowest of these modes, City, reduces power to 75hp, mellows down the throttle response and maximises the traction control. Journey mode offers the full 86hp, but with more fluid throttle response while Active gives you sharp responses and sets up the TC for sportier riding. In typical Ducati fashion, the electronics are very well judged and operate transparently in the background.
Then we come to the Sport’s party piece, it’s Ohlins front and rear suspension. Both are fully adjustable and they make no bones about the fact that they’re meant for sporty riding. The Ohlins fork is also a fatter 48mm unit compared with the 45mm unit on the standard model. With 150mm of suspension travel at the front and rear, the Ohlins have the same travel as the Marzocchi fork/Sachs rear set-up (also adjustable) on the standard 1100. While the Ohlins feel more plush and controlled in terms of damping, they are a little firmer than the standard set-up. But to be honest, the difference isn’t very much and the Scrambler 1100 is a rather stiffly set-up motorcycle. This is a continuation of the 800’s philosophy, but the difference is that the 1100’s set-up doesn’t feel cheap.
That brings me to my issue with this motorcycle. I loved riding it on the smooth and winding tarmac, but I wouldn’t want to take it off road. The fact that Ducati didn’t want us to do so on this ride also supports that – and, of course, the fact that it wanted its bikes to come back in one piece! Nevertheless, the suspension set-up is quite like what you’d get on a well-damped sportbike and it makes you aware of every pothole you encounter. The tack-sharp brakes and wider front tyre aren’t something I’d want to deal with off the road either. In essence, the only things genuinely scrambler-like about the Scrambler 11000 are its name, design and ground clearance. At best, the rugged tyres and generous ground clearance mean you can take on rough and broken sections when they come your way, but you certainly won’t go looking for them.
The land of joy
The Scrambler 1100 has no immediate rivals in India, at least until Triumph launches the Bonneville Scrambler 1200, which is currently under works. There is the BMW R9T Scrambler, but it’s far too expensive in India. However, if you look at other modern-retro bikes on sale in India today like the Triumph Bobber or Speedmaster, the new Ducati is a more expensive proposition. Prices start at Rs 10.91 lakh for the base Scrambler 1100 and stretch to Rs 11.42 lakh (all prices ex-showroom) for the Sport, which is a smaller increment than we expected, considering the premium Ohlins suspension generally commands.
It is expensive, but the Scrambler 1100 has its merits of being the most sporty of the lot with much higher levels of braking and suspension kit. It also has the best electronics package and most importantly, it offers the peace of mind of being able to deal with Indian conditions without any serious cause for concern. As long as you’re aware that you’re buying yourself an upright, yet sporty motorcycle and not an off-roader (for that, the Desert Sled is the only serious choice), you’ll like what the Scrambler 1100 has to offer.
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Vehicles older than 15 years to be scrapped per new gov. policy
The Delhi government has revealed new guidelines for scrapping of vehicles in the National Captial Region. Called the Guidelines for Scrapping of Motor Vehicles in Delhi, 2018, the notification states that petrol, CNG and diesel vehicles that are older than 15 years and are found plying on the roads, parked in a public place, or abandoned will be scrapped. The registered owner of the vehicle will be given the scrap value of the model.
However, the policy also states that when it comes to petrol and CNG cars, if they are parked in a private space and can furnish adequate proof, then they will not be impounded.
The policy also provides environmental and procedural guidelines for the government-run scrappage yards including battery disposal, re-using and recycling of parts and dealing with the separation and storage of all automobile-related liquids and metals.
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8 most expensive cars on sale in India
What a week it’s been for expensive cars. Bugatti took the wraps off the Divo that costs 5 million Euros (Rs 40 crore), while just a day later a 1962 Ferrari 250 GTO went for 48.4 million dollars (Rs 340 crore) making it the most expensive car ever sold at auction. This got us thinking of the most expensive cars on sale in India today. Prepare to feel small.
A disclaimer first: The prices listed here are base ex-showroom prices. Each model comes with an extensive (and extremely costly) list of options that makes them even more expensive.
8. Rolls-Royce Ghost Rs 4.3-4.9 crore
An entry point to the Rolls-Royce family it may be but the Ghost is still a Rolls-Royce through and through. Its 570hp, V12 engine and surprising level of waftability make the Ghost quite enjoyable to drive as well.
7. Rolls-Royce Wraith Rs 4.60 crore
The Wraith is Rolls-Royce’s idea of a sporty coupe. The four-seater is every bit as luxurious and refined as its more sedate stable-mates, but is far more exciting and dynamic, thanks to the 632hp, 6.6-litre V12 motor that propels this 2,360kg car to 100kph in just 4.4 seconds.
6. Lamborghini Aventador S Rs 5.01 crore
The Aventador follows in the footsteps of barking mad V12 Lambos. The 740hp motor is nothing short of epic, and the S version brings with it four-wheel steer, which adds a level of agility that was previously lacking. It’s hugely impractical for our roads but also offers an experience like few others.
5. Ferrari GTC4Lusso V12 Rs 5.20 crore
Like the Ferrari FF that came before, the GTC4Lusso isn’t a traditional Ferrari in look. The shooting brake body style divides opinion but does create space for four inside the cabin. While the base 610hp V8 Lusso T (Rs 4.2 crore) is ballistic, the full-blown 690hp V12 is the one to splurge on.
4. Ferrari 812 Superfast Rs 5.20 crore
The 812 Superfast perfectly blends a Ferrari supercar and a Ferrari GT in one incredible package. Its 6.5-litre naturally aspirated V12 motor pumps out a whopping 800hp and 718Nm, that goes solely to the rear wheels. It’s extreme but oh-so-desirable.
3. Rolls-Royce Dawn Rs 6.25 crore
Opulence and open-top motoring, that’s what the Rolls-Royce Dawn is all about. Claimed to be the quietest convertible on sale in the world, the drop-top is as refined as its roofed stable-mates. It shares its 632hp, 6.6-litre V12 powerplant with the Wraith, which provides a bucket-load of entertainment for a 2,560kg car.
2. Bentley Mulsanne Speed Rs 6.90 crore
The embodiment of everything Bentley stands for, the Mulsanne comes in two versions – the standard 512hp model (Rs 5.53 crore) and the even faster and (pricier) 537hp Speed model. Both share the same 6.8-litre V8, with the engine producing a locomotive-like 1100Nm in the Speed.
1. Rolls-Royce Phantom Rs 9.50-11.35 crore
Currently the most expensive car in India, (the standard model costs Rs 9.50 crore while the long-wheelbase version will set you back an extravagant Rs 11.35 crore), the eighth-gen Phantom melds grandeur and technology like no other car. It is the ultimate in luxury motoring.
Honourable mentions
2011 Maybach 57/62 Rs 4.85-5.10 crore (at launch)
Mercedes’ answer to Rolls-Royce and Bentley, the Maybach was the luxury car of its time. Standard wheelbase 57 S too small for you? You could have the extended wheelbase 62 model that featured every conceivable luxury. But of course, power came from V12 engines.
2016 Audi A8 L Security Rs 9.15 crore (at launch)
The A8 L Security could take a barrage of 7.62x51mm rifle rounds and could also be optioned with its own oxygen system. Power came from a monster of a W12 engine; just what you need to get out of a dangerous situation, fast.
2016 Mercedes S 600 Guard Rs 10.5 crore (at launch)
Mercedes took the ‘built like a tank’ axiom a bit too seriously with this one. The S 600 Guard was reinforced to such a degree that it could withstand a blast of 15kg worth of TNT at a distance of just two metres. Safest car in the world? Maybe.
2011 Koenigsegg Agera Rs 12.5 crore (at launch)
Believe it or not but the Koenigsegg Agera had an India launch, though there’s no confirmation of the model ever finding a buyer in India. Built to order, the Swedish rocket came powered by a 5.0-litre, twin-turbo V8 that made 940hp and 1100Nm of peak torque. 0-100kph time, you ask? 2.8secs!
2010 Bugatti Veyron Rs 16 crore (at launch)
Of course, a Bugatti had to top the list. The Veyron was launched in India in 2010 for the royal sum of Rs 16 crore. It’s not known if anyone bought it in India but what is known is that it was the fastest and most powerful car of its time. Its 8.0-litre W16 engine made 1001hp and propelled the car to 407kph!
If you had to pick just one, which of these cars would you have in your dream garage? Let us know in the comments section below.
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2019 Honda NSX gets chassis upgrades
Honda has refreshed the NSX supercar for 2019, with a series of tweaks to the chassis and hybrid powertrain aimed at improving handling, comfort and emissions. The anti-roll bars at the front and rear have been stiffened, by 26 percent and 19 percent respectively, while Honda has also stiffened the rear hubs and control-arm toe link bushings.
Software revisions for the hybrid powertrain and adaptive dampers, as well as the power steering and stability control system are aimed at making the car easier to live with. Exclusive tyres - Continental SportContact 6s - were developed specifically for the NSX and are now standard fit. These improve response and feel during acceleration, braking and cornering. These improvements, combined with a more responsive throttle, have contributed to a lap time improvement of two seconds around the Suzuka circuit over the pre-facelift version.
To meet Euro 6d-TEMP emissions requirements, the NSX is now also fitted with a particulate filter, in addition to turbocharger tweaks. The pre-facelift NSX produces 573bhp from its 3.5-litre hybrid V6, with 645Nm of torque and four-wheel drive, helping the car hit 100kph in 2.9sec and go on to a top speed of 307kph.
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Mahindra Marazzo ready for September 3 launch
New, exclusive spy images of Mahindra’s Marazzo MPV, scheduled to launch in India on September 3, 2018, show various exterior and interior details for the first time. The spied model is the higher-spec M8 variant.
The ‘shark-inspired’ grille takes a dominant position on the nose of the new Marazzo. The headlamps, which feature LEDs, are similar to those found on the XUV500, though the triangular fog lamp clusters (with LEDs) are unique. The large rear window gets a wiper and is bounded by a chrome strip at the bottom (below which is the housing for the number plate), which connects the C-shaped LED tail-lamps. The LED lights are only expected to be offered on the higher-spec trims; 17-inch black-finished alloy wheels are also on offer with this top-spec trim.
The cabin area of the Marazzo M8 sees the introduction of a digital instrument cluster, a 7.0-inch (Apple CarPlay and Android Auto compatible) touchscreen infotainment system mounted on the centre console and an automatic AC unit. The steering wheel has buttons for the infotainment system on the right and for cruise control on the left. The dashboard gets a dual-tone gloss black and beige finish. All three rows of the MPV, which will be available in seven- and eight-seat configurations, get roof-mounted AC vents.
The Marazzo is powered by a new 1.5-litre diesel engine that makes 130hp and 300Nm of torque, and is mated to a six-speed manual gearbox, as the spy images show.
Mahindra dealers have unofficially started accepting bookings for an amount of Rs 10,000. The MPV will rival the likes of the Maruti Suzuki Ertiga (Rs 6.34-10.69 lakh) (the second-gen model is arriving soon) and the Toyota Innova Crysta (Rs 14.34-21.57 lakh), and will be priced between the two.
All prices, ex-showroom, Delhi
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