moty ud45 by coolkdei2

RIGHT SAID ED VOLUME 6 | ISSUE 12 20 years of Motoring fun. Editor, Publisher & Printer Paresh Nath Managing Editor Kartik Ware Assistant Editor Sherman Nazareth Features Writer Aadil Naik Consultants Kyle Pereira Varad More Contributor Alan Cathcart (Motorcycles) Assistant Designer Pranita N Mayekar Photographer Kaizad Adil Darukhanawala EDITORIAL, ADVERTISEMENT & PUBLICATION OFFICE Delhi Press, E-8, Jhandewalan Estate, Rani Jhansi Marg, New Delhi-110 055, Phone: 41398888, 23529557-62 Fax: 91-11-23625020 Email: advertising@delhipress.in For editorial submissions and queries, write to: MOTORING WORLD – Delhi Press, A4, Shriram Estate, Wadala, Mumbai – 400031, Phone: 65766302, 65766303, E-mail: motoringworldmag@gmail.com For subscription contact: subscription@delhipress.in or visit http: //delhipress.in/subscribe Subscription should be remitted through money orders, cheques/ bank drafts drawn in favour of Delhi Prakashan Vitran Private Ltd., at E-8, Jhandewalan Estate, Rani Jhansi Marg, New Delhi - 110 055 COPYRIGHT NOTICE: © Shobhika Media Private Ltd., New Delhi-110055, India. All materials published in this magazine (including, but not limited to articles, quotations, extracts, or any parts of the article, photographs, images, illustrations also known as the “Content”) are protected by copyright, and owned by Shobhika Media Private Ltd. You may not modify, publish, transmit, participate in the transfer or sale of, reproduce create new works from, distribute, perform, display, or in any way exploit, any of the Content in whole or in part. This copy is sold on the condition that the jurisdiction for all disputes concerning sale, subscription and published matter will be settled in courts/forums/tribunals at Delhi. Printed, Published and Edited by Paresh Nath on behalf of Shobhika Media Private Limited at E-8, Jhandewala Estate, New Delhi-110055. Printed by PS PC PRESS PVT. LTD. 50 DLF Industrial Area, Phase-I, Faridabad, Haryana 121003. Follow us on

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MOTORING WORLD | DECEMBER 2019

KARTIK WARE Managing Editor kartik.ware@delhipress.in

Wheelie G W

e Indians love our diesel SUVs, right? That’s why we have one on the cover this month, but it’s clearly not for everyone. What it is can only be described as persistent. And outrageous, given its ` 1.5 crore price tag. It’s a disconcertingly simple ladder-frame SUV, but with its tech level turned up to 11. Even purists will raise their eyebrows at the G-Class, though a good part of that hair-strip elevation will be powered by incredulity and not indulgence. By any standard, the G-Class beggars belief. Then again, the G-Class also occupies a place in the automotive world that only a handful inhabit; the Land Rover Defender, the Toyota Land Cruiser and probably one Jeep or another are the only vehicles that can rub shoulders with this old-fashioned giant. In that sense, the G-Class is in a select club of machines that has stayed relevant over decades largely by impressing people with an ability to head to the middle of nowhere at a moment’s notice. Never mind that the overwhelming majority of said impressed people like to stay in the middle of somewhere, preferably within driving distance of a McDonald’s. The G-Class brings up thoughts and stories that go way beyond the sense it makes as a buying proposition. Over the past four decades, I’m sure a vast number of books have been written about it. And I can imagine why viewers at the Mercedes-Benz museum wonder why the same model is displayed throughout the G-Class exhibit. I’m not particularly a 4X4

fan, but I bet the G has turned a fair number of people into maniceyed devotees who can explain the differences between the 460 and 461 G-Wagens’ differentials. That is why such a machine must exist. That is what a cult machine does. Speaking of cult machines, just before I started writing this, I scared myself witless on the stonking KTM 790 Duke. I don’t know how KTM managed to make this motorcycle legal and still keep a straight face. And I didn’t even turn off the various electronic safety nets. Perhaps on the way home, I’ll try to. This motorcycle has all the charm of a rabid shark, and Varad rode it on a mountain road for a story, a far cry from my own experience that entailed traffic-infested terror and a high-speed shake of the head from the Duke. And then, as if the 790 Duke wasn’t enough, we also have Alan’s story of the new 890 Duke R, an even more potent version of an already frenzied motorcycle. There are many ways to end a year, but great bikes and cars are the best of them. And, as it has been for the past 20 years and 11 months, with a slightly anxious mind looking at the looming anniversary issue. Next time we meet, it’ll be a new year with new machines, and even more stories. Now to figure out how to turn off the 790’s wheelie control.

THIS MONTH

DECEMBER 2019

UP FRONT 16

Write Hand Drive The Write Stuff

22 Behind The Sins This Is How We Do It

Rewind/Play Porsche 356 Speedster / Porsche 911 Speedster

24 Newsbrake The Motorcycle Files

20 Fast Koenigsegg Regera 21

Cool Hot Stuff

30 FOURS FIELD 38 Cover Story Mercedes-Benz G350d For The Ages 50 Special Feature Hyundai Great India Drive 56 Promotion Hyundai #BeTheBetterGuy

34 12

44 Short Shift

Renault Duster Facelift New Face, Old Charm

MOTORING WORLD | DECEMBER 2019

Short Shift

Audi A6

Eye On The Prize

26 The Grapevine In The News

Short Shift

Skoda Kodiaq Scout Off-Road Pants

MOTOFOCUS

Head To Head

Suzuki Gixxer 250 vs KTM 250 Duke More Than Enough?

60 Kitbag Baggin’ It 62 Talk Wrench Right ‘N’ Tight 63 Smoking Lounge Positive Fed Lubrication 64 Show’N’Tell EICMA 2019 71

The Grapevine In The News

MOTORING WORLD | DECEMBER 2019

Short Shift

KTM 790 Duke

Mountains Calling

84 Tank Slapper Jawa & Yezdi 350 An Old Friend 96 Tank Slapper Royal Enfield Desert Storm, Jawa & Benelli Imperiale 400 The Unheard Voice 102 Short Shift Benelli Leoncino 250 Leaning In

Lean Angle

KTM 890 Duke R

The Next Chapter

IN CONCLUSION 108 SURVIVORS Garage Band 114 ‘Bar Talk Name Calling

ALSO WITH THIS ISSUE: PREMIUM COMMUTERS BIKE GUIDE A 28-PAGE SUPPLEMENT

WRITE HAND DRIVE

Here’s what our Instagram-enabled monkeys have been up to with their opposable thumbs... Starry Eyed I really thought that the ‘Royal Enfield in the Himalayas’ formula had been done to death. It’s been a while since I’ve been so pleased to be proved wrong. The images from the RE Astral Ride really took my breath away. It also brings to light (see what I did there?) that absolutely any adventure can be amplified when mixed with motorcycles. A beautiful night sky, where you can see the Milky Way with your naked eyes? Sounds like pure bliss, you lucky chaps. Harsh Doshi We have the folks at Royal Enfield to thank for this. They keep coming up with one idea after another, and we

are always more than happy to tag along. It wasn’t the easiest of rides for Kartik, as loose surfaces aren’t his forte, but he sure appreciated being digitally disconnected from the world. He returned with a new curiosity for

Corrigendum The November 2019 issue of Motoring World took a lot of effort, with limited resources being driven by unlimited enthusiasm to keep putting out the fun stories you have come to expect of us. Unfortunately, we slipped up and made a few mistakes in motoringworldmag @gmail.com

MOTORING WORLD | DECEMBER 2019

off-roading, which was highlighted by his prompt grabbing of our long-term Hero Xpulse. And bad puns aside, you’re absolutely correct. Motorcycles do make everything better. Always have, always will.

the accompanying SUV Guide booklet. In the editor’s note, it should’ve been ‘Powered by Relstar Reliance’. And the images of the Tata Nexon and Tata Harrier were incorrect. We apologise for these errors, and will work harder to ensure we don’t repeat mistakes like these. ■

twitter.com/ MyMotoringWorld

facebook.com/ MotoringWorld

REWIND/PLAY

1 9 5 4 P O R S C H E 3 5 6 S P E E D ST E R / 2 0 1 9 P O R S C H E 9 1 1 S P E E D ST E R

GERMAN THROWBACK

Limited-run open-top 911 arrives

PORSCHE 356 SPEEDSTER

THEN

1954

Porsche’s very first production automobile, the 356 Coupe, began production in 1948, and the Speedster was a result of its popularity. In 1954, Max Hoffman, the US importer for Porsche, convinced the company to make a stripped-down open-top variant, one that would be more accessible and affordable. The 356 Speedster came with a removable low windscreen, bucket seats and a folding top. Powered by a 1.6-litre, four-cylinder boxer engine making 59 bhp, it quickly became popular with weekend racers Today, the 356 Speedster is a collector’s dream. There aren’t many around, and those that are have been painstakingly restored and maintained.

PORSCHE 911 SPEEDSTER

NOW

2019

Even though the 911 Speedster was unveiled after the 2020 911, it isn’t based on the new car, but rather the outgoing one (991 in Porsche-speak). A GT3 chassis, housed by a Carrera 4 Cabriolet body and pushed by a 4.0-litre naturally-aspirated flat-six engine making 503 bhp with a 9000-rpm redline has all the enthusiast boxes well and truly ticked. It has the classic Speedster body style, with the low raked windshield, foldable roof and iconic rear

hump. It really is a style statement for the wealthy and passionate. Limited to just 1948 units (paying homage to the date the original 356 was born), you can be assured these will sell out quickly. ■ DECEMBER 2019 | MOTORING WORLD

LUST

A STO N M A R T I N D BX

BOOTY AND THE BEAST K

now those people who cry foul whenever a sportscar manufacturer decides to make an SUV? This should shut them up. We believe only Aston Martin makes truly beautiful sporting cars today, so when it decided to make an SUV, it had to be gorgeous, too. And the new DBX certainly is. It holds the same sensuous tightness in its lines that is found on its supercar siblings. It also shares its 4.0-litre twin-turbo V8 with them that makes 542 bhp and 71 kgm. This allows that exquisite shape to hit 100 kph in 4.5 seconds and go on to a claimed top speed of 181 mph or 291.291 kph. If you haven’t heard it yet, we suggest a quick Google search. It has all the soul that you’d expect from an Aston Martin. The most beautiful SUV ever? We wouldn’t bet against it. ■

MOTORING WORLD | DECEMBER 2019

DECEMBER 2019 | MOTORING WORLD

FAST

TO P F U E L D R AG R E C O R D

BLINK BLINK

If you shut your eyes for a moment, it would be too late

hen it comes to absolute, outright, mind numbing speed and acceleration on four-wheels, top fuel dragsters are at the peak. They generate over 10,000 bhp and 100 kgm in a car weighing about a tonne. Internal components are custom made from forged aluminium and titanium, and most of it is aircraft grade. And everything is centred around extracting maximum performance for a very short burst of time. The entire engine has to rebuilt after every drag run, as the components just fuse together due to the heat generated. And if a car is run for more than 10 seconds at maximum power, it will blow up. The result? The vehicle proceeds to bully the laws of physics into submission. 0-100 kph comes in at under half a second. So when a record is broken in this world, it really is on a whole new level. At the Las Vegas Motor Speedway’s drag strip, Brittany Force completed the 1000-foot (305 metre) sprint in a mere 3.659 seconds. And she was doing 544.23 kph when she crossed the line. Yup, you read that right. She hit over 500 kph in under four seconds. She already held the record for the shortest time taken to cover 1000 feet, but now she holds the record for doing it 20

MOTORING WORLD | DECEMBER 2019

Just a rear tyre deforming as it struggles to grip the tarmac

at the highest speed, too. To put it into comparison, most hyper-cars of today hit 100 kph in three seconds, and top out in the 350 kph range. Mankind’s pursuit of speed really knows no bounds, does it? ■

COOL

MORE SILENCE The Apple Airpods just got a major upgrade

What is it? The latest Apple AirPods. And they’re taking a different direction, too Why is it cool? The Apple AirPods quickly established themselves as the wireless earphones of choice when first launched. They brought a level of practicality and utility that ensured a healthy profit for the company. And they didn’t have that pesky silicone-sealed design. Well, the Apple Airpods Pro add a new feature — active noise cancellation. They do it like everyone else, using external mics to pick up sound and creating white noise to counter it. And they also do it passively, with a medical-grade silicone ear tip. They

ship with three different ear-tip sizes, too. After using them for a month, we can report that they really do work surprisingly well. There’s a noticeable improvement in sound quality, and they immediately mute the world around you. They’re not as good as a set of proper headphones, but are good enough. They also get the rest of the Airpods’ features that made them so useful. Is it expensive? Like all Apple products, they are. And if you purchase them in India, even more so. The AirPods Pro will set you back by ` 24,900 in India, and while most of us think it’s too much, Apple will laugh all the way to the bank as scores of people will buy them nonetheless. ■ DECEMBER 2019 | MOTORING WORLD

BEHIND THE SINS TH IS IS H OW WE D O I T

LOUD NUMBER NINE Know what’s the most innocent-looking thing ever? Riding past cops with a pair of aftermarket exhausts, with a throttle opening that’d make a strand of hair look excessively wide, trying your damndest to conjure a bright halo above your helmet. It is quite convenient how body language can help you avoid a conversation largely involving moot points. After all, loud pipes are the motorcycling equivalent of getting caught with your pants down. And red-faced embarrassment isn’t yet known to help with

escaping a fine. As with a motorcycle, loud pipes must be used with responsibility and consideration. I don’t really know if loud pipes save lives, but they sure make life a lot more interesting. Whether it’s the wide-open roar or the off-throttle pops and bangs, a motorcycle’s liberated voice seems grateful to have its newfound freedom of speech. I wish it could explain that to the cops, though. Reventón

SPOKE IN THE WHEEL Isn’t the entire point of human progress based around the concept of reducing effort? Why, then, are spoked wheels with tubed tyres still a thing? I understand their higher tolerance for off-road abuse (even though cross-spokes that run tubeless tyres are now available), but what are they doing on retro bikes, man? One very unlucky evening, I suffered three punctures in less than two hours on a Jawa. The wheel had to come off, obviously, and that was just the beginning of my misery. The wheel assembly on the Jawa has a complicated arrangement of different-sized spacers. And the brake calliper needs to be unbolted if you hope to put the wheel back on. It takes three people to reinstall the whole thing and that fender overhang doesn’t help. It’s a terrible waste of time and an unnecessary annoyance on a ride. Just ban tubes already. Egoista

MOTORING WORLD | DECEMBER 2019

Deadpool’s got nothing on this guy

Sometimes, we like to beat around the bush a bit...

Can professional-level-based variants become a thing?

... and the syntax of a toddler

Here’s our editor a few months ago, weighing future career options

WHEN DREAMS TRIUMPH

OUT OF ACTION THIS MONTH

SHUTTER ISLAND

They say it’s always important to dream big. I kind of did, always imagining myself on my own old Triumph parallel-twin. Rigid rear end, transmitting every road imperfection straight through two seat springs and into my spine, and a big motor that sounds like the trotting of a horse at idle. Well, my dream came true when just a few months ago a dear friend told me that he wished to part with his Speed Twin from 1950. The bike’s at home now and it’s getting me all tingly! Superleggera

This month, we say goodbye to our dear Sherman Nazareth. This is the second time he’s leaving Motoring; the last time it was to join Autocar India, and that was quite understandable. However, this time around, Sherman’s surprised all of us (including himself, we suspect) by moving lock and stock to Goa, where he’s been appointed as a lecturer in a photography school. Now, where did that come from?! We wish the students all the luck in the world. They’re going to need it. Adios, amigo!

DECEMBER 2019 | MOTORING WORLD

NEWSBRAKE

T H E M O T O R CYC L E F I L E S

THE FAST PAST Alan Cathcart takes you on a ride down memory lane with famed Grand Prix icons

If you’ve read any of our monthly

features by Alan Cathcart, you know the man is a walking (riding?) encyclopaedia on all things motorcycles. His knowledge and experience spans across decades’ worth of bikes, and he doesn’t discriminate between the old school and the modern. And the best part? It’s not just knowledge — he has ridden pretty much everything he speaks of! For those unaware, he also has a series of e-books dedicated to very in-depth analysis of iconic motorcycles simply named The Motorcycle Files. And that catalogue has just expanded to a total of 30 books, with the addition of three new titles on the three most exotic motorcycles of the Golden Era of Grand Prix racing. They are the Moto Guzzi V8, the Moto Guzzi Bicilindrica and the MV Agusta 24

MOTORING WORLD | DECEMBER 2019

Agostini 350. Moto Guzzi was the dominant manufacturer in the 350cc class of Grand Prix racing in the mid-1950s and the sensational V8 was the weapon it chose to make, in an effort to take the premier 500cc category from Gilera and MV Agusta. It is still the only eight-cylinder motorcycle ever raced. In contrast, the Moto Guzzi Bicilindrica 500cc V-twin did win the 1935 Isle of Man TT in the hands of Stanley Woods and many Grand Prix races after that. In fact, it kept on winning over a racing career spanning two full decades. The machine featured is the bike in its final form, when it won the 1953 Spanish Grand Prix. The final e-book in this release is a machine which truly represented the end of an era – the jewel-like 1976 MV Agusta four-cylinder 350,

complete with a titanium frame! Giacomo Agostini rode it to victory in the Dutch TT at Assen to suitably close the book on almost 30 years of highly successful Grand Prix racing for the legendary Italian marque. Each e-book in The Motorcycle Files series provides the reader with a full history of the subject machine, an in-depth technical analysis, and track-test riding impressions by Cathcart. It is easy to get lost in the pages, as he transports you to a past you wish you could witness. The books feature rare archival material and pictures, and should be a treat for anyone who enjoys two wheels. Priced at a smidge under ` 300 each, all 30 titles in the range are available worldwide for download via Amazon or the Kindle bookstore, so you have no excuse to not get one. What are you waiting for?! ■

THE WORLD AS WE SEE IT

THE GRAPEVINE IN THE NEWS

2020 Hyundai Aura

MORE RELAXED Mercedez-Benz launched the V-Class earlier this year in January. A luxury MPV was something we hadn’t seen for a long time in India, but it seemed to do well enough because last month the Germans launched the most luxurious variant of the van — the V-Class Elite. Available in the six-seater long-wheelbase variant, it gets the same 2.0-litre BS VI-compliant diesel engine. But it adds a bunch of other features. Luxury seats with massaging functions are now present along with a 15-speaker Burmester sound system. There is a refrigerator as well as a panoramic sunroof along with an adaptive suspension. All of this for the asking price of ` 1.10 crore (ex-showroom).

With the Hyundai Grand i10 NIOS launched recently, it was only a matter of time before the Korean manufacturer unveiled a sedan variant of the hatchback.

THE FILL UP It’s no secret that we have terrible roads in India. If you stay in places like Mumbai, it’s even worse, and repair work is always shoddy. There is some hope, though. JCB India, the purveyor of cool tractors and heavy-duty machinery, has displayed a pothole repair machine. Based on the popular JCB 3DX backhoe loader, the machine, along with its set of multifunctional attachments, has been developed indigenously over a period of one year. It is a solution that has been driven by the sector, offering industry-first features designed to transform

XUV 3OO RECALL

MOTORING WORLD | DECEMBER 2019

traditional road and highway maintenance operations in the areas of safety and productivity. It’ll chug up to a hole, carve it out, and fill it up. Sounds fantastic! Now if only it’s put to use immediately.

The Mahindra XUV 3OO is a hugely impressive vehicle. It’s compact, comfortable and has a ride quality that few can match. That said, Mahindra has issued a recall for specific batches of the XUV 3OO for a faulty suspension component. We don’t know what the exact issue was, but Mahindra says affected customers will be contacted individually. While it is worrying to hear about any recall, it’s also good to see manufacturers take responsibility and the onus to get this done.

Replacing the Hyundai Xcent, it will be called the Hyundai Aura, a name that is said to be inspired by the vibrance of positivity and a reflection of the state of being of the driver.

It will share a majority of its components and body panels with the Grand i10 NIOS and will borrow some styling cues from the Elantra facelift.

As far as engines go, it will get the 1.2-litre petrol and diesel engines with the option of an AMT. The 1.0-litre turbo-petrol will also be offered, all which will be BS VI-compliant.

TRIBER SUCCESS

AUDI A4 FACELIFT While the Audi A6 got a complete overhaul, its smaller sibling, the A4, had to make do with a facelift. The visual changes are restricted to revised front and rear bumpers, and a new alloy-wheel design. The interior remains mostly unchanged. As far as engine options go, there is just one, the 1.4-litre turbo-petrol that sends 150 bhp to the front wheels via the excellent 7-speed DSG transmission. Oh, and it’s now called the Audi A4 Quick Lift. You can get it in the Premium Plus trim for ` 42 lakh, while the Technology trim will set you back ` 45.55 lakh, both being ex-showroom prices.

With most of the auto industry hit by a slump in sales, Renault seems to be weathering the storm quite well. In just two months since it went on the sale, Renault has delivered its 10,000th Triber. It seems the market has taken quite positively to the car and Renault’s bet on it seems to be paying off.

BATMAN’S MINI The MINI Countryman, in Cooper S JCW Inspired trim, is a hugely entertaining car to drive. But what if it just wasn’t special enough for you? What if you wanted more of a style statement? And you live in Gotham? Well, the MINI Countryman Black Edition is here. And it takes the ‘black’ in its name seriously. Black grilles, bonnet stripes, Countryman lettering, headlight/tail-light accents and more. Inside, it’s the same,

NO SURPRISE with a completely blacked-out interior. And only 24 of these have been allotted to India, for a ` 1 lakh premium over the standard car.

A major European car parts retailer conducted a worldwide study ranking the best countries to drive in based on factors like congestion, fatalities, affordability and road rage. And the city at the very bottom of the list? Mumbai. Yup. Calgary in Canada ranked number one.

X-CELLENT BMW launched its biggest car in India, the X7, a few months ago. It is huge, luxurious and a definitive statement. Available in two variants, a petrol and a diesel, it immediately got a lot of attention from our SUV-obsessed country. And in just three months, it has sold out for the year! BMW won’t disclose exact figures, but if you want one, you’ll have to wait till 2020 when bookings reopen. It’s not a cheap car by any means, and that just goes to show that Indians love SUVs more than anything else.

LONGER WAIT The Hyundai Venue is a fantastic car and the rest of the country seems to agree. It has been around for a bit now, but the sales story keeps getting better. Currently, the wait to get a new Hyundai Venue stands at 15 weeks, depending on your variant. But we assure you, the wait is worth it. DE DECEMBER 2019 | MOTORING WORLD

THE GRAPEVINE

PURE THRILLS There’s no shortage of limited-edition cars, but every so often, another pops up that makes us sit up and take notice. This time, it’s the McLaren Elva. Joining the Senna and the Speedtail in the Ultimate Series range, it is McLaren’s lightest road car ever. As you can see, not only does it have no roof, it has no windshield either. You can opt to fix one, but McLaren says you won’t need it. A carbon deflector directs air over and above the occupants. Fancy. It’s propelled by an 804-bhp version of the Senna’s engine, so it’ll hit 100 kph in under three seconds and 200 kph in under seven. Only 399 will be made, so if you know a rich aristocrat, give them a call.

VANISHING ACT Aspark is a Japanese company that set out to build the fastest EV around. And the Owl is the final result. The 2012-bhp power output is not as shocking as it would’ve been a few years ago, thanks to the Rimac and the Pininfarina Batista, but it is the 1.69-second sprint to 100 kph that sounds fantastic. Making power isn’t the issue these days, putting it down is. It isn’t all bare bones either with a luxurious interior. Only 50 will be made, though, and with an asking price of ` 23 crore, it will remain pretty exclusive.

M2 WITH MORE M BMW can’t get enough of the M2 and we understand why. It is an absolute riot of a package. The M2 Competition dropped with the engine from the M4, and now, the M2 CS is here to build further on that. Power is now rated at 444 bhp and it can be had with a manual gearbox. The driver modes have been fettled with, the steering has been retuned, the brakes are bigger and there is more carbon-fibre. And a new exhaust note. Cue the hooliganism. 28

MOTORING WORLD | DECEMBER 2019

NEW OCTAVIA Spy shots had been floating around for a while, but this is the first time we’ve seen it in all its glory. For starters, the split headlights are gone from the Skoda Octavia and it gets LED Matrix lights. Engine options range from a 1.0-litre three-cylinder petrol to 2.0-litre petrols and diesels. A hybrid is available, too. Inside, it’s gotten more tech-laden. Bigger screens, useful cubby holes, and the gear selector is now a knob. Dimensions have grown a bit, too. It is, as it has always been, a very sensible car, and the new one just adds to that. It’ll come to India sooner rather than later.

THE RIGHT WHEELS All-wheel drive is great for traction and decimating lap times, but if you want to be sliding around with your smile getting wider, power needs to go to two wheels, not four. And those must be at the rear. So, rejoice ladies and gentlemen, for Audi has brought back the rear-wheel-driven R8, this time sensibly named the R8 V10 RWD. Power is 533 bhp, which is plenty to have fun, and some weight has been shaved, too. And it’ll be the cheapest R8 in the family when it goes on sale in January. Fun times ahead!

THE RS Q8 IS FAST SUVs have suddenly become very quick in the past few years. And the Audi RS Q8 is the latest of the fast behemoths. The Germans took it to the Nurburgring to prove just how fast, and beat the SUV lap record there, managing it in 7:42.253 minutes. Now, it might have the twin-turbo V8 from the RS6 that makes 592 bhp, but it is still a tall and heavy car, and hustling something like that takes skill and putting up with a lot of protests from the tyres. But it was done and the crown passes to a new head. DECEMBER 2019 | MOTORING WORLD

SHORT SHIFT

S KO DA KO D I AQ S C O U T

CLOAK AND

DAPPER

Skodaâ&#x20AC;&#x2122;s Scout is aiming for the wild side. Does it really drive that home?

Text & Photos Sherman Hale Nazareth

Searching for your car? Your search for finance ends here! Loan up to 100% of on-road price | Tenure up to 7 years | Easy documentation For more information, visit your nearest ICICI Bank branch or SMS <CAR> to 5676766 The products, services and offers referred to herein are subject to the terms and conditions governing them as specified by ICICI Bank from time to time at www.icicibank.com. All loans, associated benefits, features etc.stated herein are by way of example and offered at the sole discretion of ICICI Bank. ICICI Bank makes no representation about the quality, delivery, usefulness or otherwise of the goods / services offered by the third party.Nothing contained herein shall constitute or be deemed to constitute an advice, invitation or solicitation to purchase any products/ services of ICICI Bank / third party and is not intended to create any rights or obligations.

MOTORING WORLD | DECEMBER 2019

f you’ve ever walked into a car or motorcycle showroom in India and observed a customer’s criteria for buying a vehicle, you’d probably consider seeing a shrink because the world wouldn’t make much sense to you anymore. I’m aware I’m generalising things here, but if you were looking for absurd reasons to own things, India’s just the place for you. There’s many reasons some of the best vehicles in the world are doomed for failure in our country. SUVs and ADVs are all the rage here, and this is generally due to reasons far from what you’d expect.

So if you actually think about it, manufacturers launching physically large vehicles that are only meant to impress an audience makes sense. That’s all they’d be used for anyway. Hardcore SUVs that could take you to hell and back will hardly ever taste the mud and grime they’re designed for. So, give the people what they want, then. Now, the Skoda Kodiaq is an impressive car to begin with. The additional Scout nomenclature suggests this version of it could take you to unexplored and mysterious lands. That’s what scouts do, don’t

they? Not this one, no. It’ll eat up bad roads and dirt trails almost like a rally car. But don’t expect to use it if you plan on hunting mountain goats in your spare time. When I first heard the Scout name, I was expecting a substantial variation in hardware; Skoda’s no stranger to the world of off-road. Instead, you get a few tweaks and trims that enhance it for rough use just that little bit more. So what’s different, you ask? Well, on the surface, silver scuff plates that have been added to the bumpers, the roof rails and mirrors are now silver instead of black, and

Decided on What-car-to-buy? We are the How-to-buy Loan up to 100% of on-road price | Tenure up to 7 years | Easy documentation For more information, visit your nearest ICICI Bank branch or SMS <CAR> to 5676766 The products, services and offers referred to herein are subject to the terms and conditions governing them as specified by ICICI Bank from time to time at www.icicibank.com. All loans, associated benefits, features etc.stated herein are by way of example and offered at the sole discretion of ICICI Bank. ICICI Bank makes no representation about the quality, delivery, usefulness or otherwise of the goods / services offered by the third party.Nothing contained herein shall constitute or be deemed to constitute an advice, invitation or solicitation to purchase any products/ services of ICICI Bank / third party and is not intended to create any rights or obligations.

DECEMBER 2019 | MOTORING WORLD

Up to 85-percent of the torque available can be sent to a single wheel

it gets a new set of wheels. There’s also the word ‘Skoda’ plastered across its posterior instead of the Skoda badge. One useful addition that isn’t obvious is the ‘rough-road package’. This includes additional protection for the underside of the car which will keep stray debris and dirt from damaging any of its mechanical components. On the inside, things have gotten a tad more luxurious. Black alcantara, leather and wooden inserts certainly give the cabin a more plush feel. And there’s the panoramic sunroof which has got the anti-pinch function that stops the glass from closing in and severing your digits if it detects any in its path. The front seats are both electronically adjustable. It’s

got convenience features like the detachable torchlight in the boot and umbrellas in the front doors. There’s also the ‘nap package’, which consists of retractable neck restraints in the second-row headrests and blankets for extrasnug slumber. Now, as with the Kodiaq, the Scout’s also an AWD. But it now gets a dedicated off-road button that tweaks the behaviour of the car to make it rather predictable and easy to manage on dirt trails. While normally it’s predominantly frontwheel biased, in off-road mode it detects the kind of traction available and redistributes power and torque to each wheel individually. Up to 85 per cent of the torque available can be sent to a single wheel. It

can also send 90 per cent of power to the rear wheels based on how its computers process the terrain data. And, of course, there’s the hilldescent assist to subvert any bobsledding antics of yours and keep things manageable. Additionally, the infotainment system will display wheel angle, altitude above sea level and a compass. The wheel-angle information is going to come in quite handy when you find yourself in tighter off-road situations. But what sets it apart from its SUV counterparts is that it doesn’t feel bulky or cumbersome to drive on the road. Like with the base Kodiaq, it retains its impeccable road manners and is quite pleasant to drive at highway speeds. While the 2.0-litre four-cylinder engine

Wherever you are, we are just around the corner! Loan up to 100% of on-road price | Tenure up to 7 years | Easy documentation For more information, visit your nearest ICICI Bank branch or SMS <CAR> to 5676766 The products, services and offers referred to herein are subject to the terms and conditions governing them as specified by ICICI Bank from time to time at www.icicibank.com. All loans, associated benefits, features etc.stated herein are by way of example and offered at the sole discretion of ICICI Bank. ICICI Bank makes no representation about the quality, delivery, usefulness or otherwise of the goods / services offered by the third party.Nothing contained herein shall constitute or be deemed to constitute an advice, invitation or solicitation to purchase any products/ services of ICICI Bank / third party and is not intended to create any rights or obligations.

MOTORING WORLD | DECEMBER 2019

The Scout gets the same plush front cabin as the rest of the range, which isn’t a bad thing

With the last row down, storage space is incredible An electric tail gate is always convenient

is buttery smooth in its power delivery, it isn’t exactly the most exciting one out there. It doesn’t really have a sense of urgency, but it’ll get you to highway-cruising speeds, nonetheless. I honestly preferred keeping it in sport mode just because of the added responsiveness. The 7-speed DSG gearbox works well enough, too. And the paddle shifters allow you to sift through the gears to keep in tune with the kind of power you need. What I did find lacking, though, were the brakes. They have a very wooden feel to them. While they will slow you down and initial bite is decent, it’s when you go harder on the brakes that you’ll be wanting more bite. So is the Scout a more hardcore

version of the Kodiaq? Definitely not. But it is more versatile for our Indian road conditions. The dedicated off-road mode is something you’ll find only on the Scout variant and I honestly think it’s always better to have this option handy. It’s got an introductory price of ` 33.99 lakh (ex-showroom), which is a tad more expensive than the Toyota Fortuner and the Ford Endeavour. And while it won’t get you as far as those two off-road, it certainly is quite a sweet car to drive on-road. For those of you that are going to be puttering about craterriddled tarmac, but still look forward to weekend getaways, the Kodiaq Scout will cocoon you in its aura of elegance and keep you smiling until the time you get there and back. ■

SKODA KODIAQ SCOUT POWERTRAIN Displacement Max power Max torque Transmission

1968cc, inline-3, Diesel 148 bhp@4000 rpm 34.6 kgm@1750-3000 rpm 7-speed, DSG

TYRES F/R

235/55 R18

DIMENSIONS L/W/H (mm) Wheelbase Ground clearance Kerb weight Fuel capacity

4705/1882/1676 2791 mm 188 mm 1820 kg 63 litres

PRICE

` 33.99 LAKH (ex-showroom)

Your love of fast cars will be complemented with our quick car loans Loan up to 100% of on-road price | Tenure up to 7 years | Easy documentation For more information, visit your nearest ICICI Bank branch or SMS <CAR> to 5676766 The products, services and offers referred to herein are subject to the terms and conditions governing them as specified by ICICI Bank from time to time at www.icicibank.com. All loans, associated benefits, features etc.stated herein are by way of example and offered at the sole discretion of ICICI Bank. ICICI Bank makes no representation about the quality, delivery, usefulness or otherwise of the goods / services offered by the third party.Nothing contained herein shall constitute or be deemed to constitute an advice, invitation or solicitation to purchase any products/ services of ICICI Bank / third party and is not intended to create any rights or obligations.

DECEMBER 2019 | MOTORING WORLD

SHORT SHIFT

R E N A U LT D U S T E R

NOSE JOB

A facelift is another excuse to drive a very impressive car, but the competition has moved on Text Aadil Naik Photos Kaizad Adil Darukhanawala

he Renault Duster may look a little different, but rest assured it’s still the same car underneath. When first launched, it made a substantial splash thanks to its robustness and very capable driving dynamics. Unfortunately, its popularity has slowly faded away since then, and this cosmetic update might just change that. So, what has changed? The headlights are new; the main unit is still a projector halogen, but it does get LED DRLs. The tail-lights have a new design, too, which is more in line with current trends of having less round and more sharp. The chrome grille has an updated design and the bonnet features a wide depression in the centre, and if you opt for one of the higher variants, there is additional plastic cladding at the rear. Oh, and new alloys. These changes, while minor, do enough to not make it look outdated anymore. But the most noticeable change is the paint scheme. The ‘Caspian Blue’ is, quite

There is more black on the interior, but it still feels extremely dated compared to its rivals

The ‘Caspian Blue’ is, quite simply, gorgeous Found the car that fits your needs? Our loan packages will too. Loan up to 100% of on-road price | Tenure up to 7 years | Easy documentation For more information, visit your nearest ICICI Bank branch or SMS <CAR> to 5676766

The products, services and offers referred to herein are subject to the terms and conditions governing them as specified by ICICI Bank from time to time at www.icicibank.com. All loans, associated benefits, features etc.stated herein are by way of example and offered at the sole discretion of ICICI Bank. ICICI Bank makes no representation about the quality, delivery, usefulness or otherwise of the goods / services offered by the third party.Nothing contained herein shall constitute or be deemed to constitute an advice, invitation or solicitation to purchase any products/ services of ICICI Bank / third party and is not intended to create any rights or obligations.

MOTORING WORLD | DECEMBER 2019

have been added to the infotainment system, the screen is almost at knee level, which makes it a bit iffy to operate while driving. But if you are driving, most of this won’t matter, because one thing the Renault Duster absolutely aces is capability. The diesel engine is full of torque which is delivered in a smooth and controlled manner. The gear shifts are nice and the clutch isn’t too heavy. And then there’s the suspension which is still benchmark material. It makes you wonder what the rest of the competition is up to, if Renault managed a setup this good so many years ago. It’s sublime. Bad roads aren’t even a challenge, so we took it off-road and down a few trails. I’ve been on those trails earlier, and where I could only manage 30-40 kph in other cars, in the Duster I was cruising at 60 kph

in comfort. The updated Renault Duster, then, is a reminder in more ways than one, though only the good ways matter. I was reminded that this was and still is a fantastic car at its core. But then, every time I looked around the cabin, I was also reminded that it is an old-ish car because that interior just feels outdated compared to its rivals today. Are the cosmetic changes on the exterior enough to make people buy the Duster? Well, if getting appreciative looks from passersby was a factor, sure. It now looks fresher overall and that blue looks stunning everywhere. But otherwise, the main reason to buy the Renault Duster still remains the same — the drive. And sometimes it takes a facelift or two to remind us of that delightful fact. ■

RENAULT DUSTER RXS POWERTRAIN Displacement Max power Max torque Transmission

1461cc, inline-4, Diesel 108.5 bhp@4000 rpm 25 kgm@1750 rpm 6-speed, manual

TYRES F/R

215/65 R16

DIMENSIONS L/W/H (mm) Wheelbase Ground clearance Kerb weight Fuel capacity

4360/1822/1695 2673 mm 210 mm 1308 kg 50 litres

PRICE

MOTORING WORLD | DECEMBER 2019

` 12.49 LAKH (ex-showroom)

COVER STORY MERCEDES-BENZ G-CLASS 350D

THAT

G-IDDY FEELING

A diesel SUV for everyone… not! By Kartik Ware Photographs Kaizad Adil Darukhanawala

n SUV is like a hammer, singular of purpose and essential. Or at least that was the idea at the time of its conception, long before it ended up in rappers’ garages sporting 40-inch chrome wheels. However, even the SUV’s status as a fashion icon is born out of its original intent; when a machine has been around for 40 years, word tends to get around and people can’t help but notice it. Revere it, even. And that’s where the Mercedes-Benz G-Class finds itself. Along with Mercedes-Benz’s 25th year in India, it’s also the G-Class’s 40th anniversary. Until now, India only got the borderline-offensive G 63 AMG, but now we also get a proper diesel one in the shape of the G 350d, and it’s a far more befitting (not to mention far less ludicrous) heart for 38

MOTORING WORLD | DECEMBER 2019

this automotive anachronism. The original Geländewagen of 1979 was developed to be a military vehicle, though it went on to become popular with peaceful civilians as well. And though it received numerous tweaks over the decades, it ran more or less unchanged till 2018 when this new one was launched. For 40 years, the G has been made in Graz, Austria, by Magna Steyr for Mercedes-Benz. The latter supplies vital components like the engine and drivetrain, among other things, while the rest of the job is handled by the former. I didn’t know that, though it makes complete sense; look at all the other Mercs’ evolution, and it seems like the G has escaped any huge progress precisely because it’s made in another country by someone else.

It’s all well and good, really, until I think of explaining how exposed door hinges are acceptable on a car that features a starting ex-showroom price of ` 1.5 crore. And that’s only the beginning. The matte-black G 350d test car with its AMG Line package isn’t bling, but it’s not exactly modest either. It’s straight out of a video game, not something that the real world is ready for. It’s so boxy, I wondered why the wheels weren’t squares, too. And even though I saw pretty much everything from the Bolero to the Trax in its lines, the G somehow managed to stand on its 20-inch wheels as the epitome of old-school boxy-cool. Tall and purposeful with its off-road-biased proportions, the G left no neck unturned; passers-by of all ages

DECEMBER 2019 | MOTORING WORLD

With a shape that’d make wind tunnels howl with terror... gawked at this orthogonal giant, even as their hands automatically whipped up phones to take photos with. Like I said earlier, the world doesn’t seem ready for the G. I also wasn’t ready for the doors’ noise, an almighty ‘clack’ every time I shut them, and then a ‘CLACK’ once the car got going. The sound had an effect very much, I imagine, like being locked up in prison. The G’s interior was again a contradiction; sat in a decidedly old and comfortable shape, I was surrounded by controls, screens and fitments that are found in modern Mercs. And as in all of

MOTORING WORLD | DECEMBER 2019

them, everything is finished to the highest standard, though I couldn’t help noticing that the stalks on the steering wheel required more effort than usual. Perhaps, deep down, the G is still for heavy-handed workmen, not for mannerly chauffeurs. Or perhaps that’s what you have to become to drive it. The G’s elemental nature goes far beyond its appearance. Being an off-roader first, and an idea from the ’70s, the G features a body-onladder construction. That is fine until you realise there is almost 300 bhp and 61 kgm going through a tall and simple SUV. With a shape

that’d make wind tunnels howl with terror, however, I was confident that the G wouldn’t be too intimidating in a straight line. I was wrong, of course, even if this is no G 63 AMG. Mercedes-Benz claims 7.4 seconds to 100 kph and a top speed of 199 kph, but these numbers aren’t as straightforward as they may seem on paper. I don’t know why Merc bothered fitting this mass of angles with curved mirrors, though I expect it’s to reduce wind noise. Even so, as I chased the 200-kph mark on one occasion, I did hear wind roar worth a couple of crores. I almost imagined that flat windshield bending inwards as the G relentlessly wound up the speedometer to its higher reaches. This thing is seriously fast, and it’s quite a sensation to feel sitting high up in the air. ‘Commanding’ doesn’t even begin to describe it, and the G feels imperious as it whooshes along in a straight line. All sense of control, however, is called into question the moment you

attempt slowing down. The colossal momentum built up then makes its presence felt on the brakes, and only being smooth will help to keep your last meal down. The brakes are strong, but the forward pitch is quite something, and combined with the oil-tanker levels of body roll, driving the G hard and fast is like being on one hell of a rollercoaster. Thanks to the various electronic safety nets, the dramatic show stays safely on the road, though. Wholesome understeer is available from parking-lot speeds and is directly proportional to the speedometer needle’s position. The tyres squeal whenever asked to take a turn at a decent speed, while overall communication from the G is as vague as a cheating spouse is about their whereabouts. But that’s to be expected from a machine that is designed to live off the road. There are countless tales of the G’s heroics in the wilderness, and those were possible only because this SUV is built the way it is. It is

Caught this three-pointed stare in the rear-view mirror? Do yourself a favour and change lanes, please

Tacho shows what all aliens only see — the USA

Old-school design finished with modern materials

Three big buttons on the cool dashboard for three diff-locks! Note normal tacho layout with map inside

The back of many a UV, before the S prefix’s time

Tested at Schockl mountain, 15 km north of Graz DECEMBER 2019 | MOTORING WORLD

Call this diesel the sane side of madness, I suppose

MOTORING WORLD | DECEMBER 2019

not about precision, it’s about taking and giving a hammering. Admittedly, whatever off-roading I managed was a toe-dip into a pool instead of a swan dive, but even so I could hear the G’s preference loud and clear — it likes the non-tarmac parts of Earth. Too bad, no one who buys it in India will ever know that. If anyone could see my face while I was driving the G fast, they’d see a confounding mixture of a worried frown and a happy smile. Yes, it very much feels like it’s built on antiquated concepts and it carries the shortfalls that come with them. But the G-Class achieves a sort of agricultural sophistication, and that’s the predominant part of its experience. And it’s not completely unreasonable either. The G 63 AMG is probably meant for those who like to accelerate hard from one petrol pump to another, both of which they probably own. With the G 350d, you

can actually get a range of around 800 km thanks to its 100-litre tank. Call this diesel the sane side of madness, I suppose. But is there a point to it at all? By all rational considerations, a ` 1.5 crore hammer shouldn’t even exist. And yet, the G-Class is one of the most enduring machines in the automotive world. Even the GLClass, which was meant to replace the G, couldn’t deny it its existence. All around the world, firemen, doctors, policemen, explorers, racers, and soldiers have tugged at its steering wheel. It’s conquered sand dunes, forests, mountains, rivers, desolate plains, and so much more. Not to forget rappers crawling on kerbs. And so, a vehicle that’s been through so many lives, mechanical and human, ceases to be just a form of transport. It becomes a story. It shouldn’t exist, but despite all odds it does. And how. ■

MERCEDES-BENZ G-CLASS (G 350D) POWERTRAIN Displacement Max power Max torque Transmission

2925cc, inline-six 286 bhp@3400-4600 rpm 61 kgm@1200-3200 rpm 9AT

TYRES F/R

275/50 R20

DIMENSIONS L/W/H (mm) Wheelbase Ground clearance Kerb weight Fuel capacity

4817/1931/1969 2980 mm 241 mm 2453 kg 100 litres

PRICE

` 1.5 CRORE (ex-showroom)

DECEMBER 2019 | MOTORING WORLD

SHORT SHIFT AU D I A 6

NO CONFUSION

The Audi A6. Honest in intent, great in execution By Aadil Naik Photographs Kaizad Adil Darukhanawala

MOTORING WORLD | DECEMBER 2019

umans are picky creatures, and automobile customers even more so. They want a car that does everything. Whether they actually go and do it doesn’t matter. That’s why we live in an age where supercars have over 200 mm of ground clearance and there are SUVs that will never see an inch of dirt road. The problem with this is that you can’t make a car that does everything well. It goes against the laws of physics. And while manufacturers struggle to find a middle ground, to me it always just

feels like a compromise. The Audi A6 is not a compromise. It’s a breath of fresh air and focus. The Audi A6 had long been due for a complete overhaul. The competition had upped the game and the A6 had started to look old a few years ago. Well, looks are what greet you first with the new one. While it is still unmistakeably German (straight lines, serious and committed), it has embraced the current trend of sharper edges, smooth contours, and aggressive-ish lights. It doesn’t look bulbous and

elongated anymore (though it is long, make no mistake), and the sleeker bonnet might have something to do with it. The new MATRIX LED headlights tend to squint at you, but are obviously fantastic when it comes to illuminating the world around. The creases on the bonnet, and along the side are subtle and understated. And the rear has the textured and dimpled tail-lights that are common on cars today. My favourite external feature, though? The wheels. The alloys have a new design which looks fantastic and has

DECEMBER 2019 | MOTORING WORLD

Clean and elegant cabin looks fantastic. And even though it has three large screens, it doesn’t feel overdone or obnoxious. It’s a good mix of flash and class, eh?

That TFSI engine has been tuned to perfection

The new matte-silver alloys will grow on anyone

been finished in a brushed matte silver which is exquisite. I’m partial to matte colours. Everything should be matte. The most notable changes, though, are inside. The dashboard is new with deep-brown wood panelling which is more reminiscent of a corner office than a car. The Audi virtual cockpit is present, of course, and it is still by far the best in the business. But it is the centre console that has seen the biggest change. All the buttons are gone, replaced instead by two large touchscreens that control everything. The one on top is responsible is for settings, 46

MOTORING WORLD | DECEMBER 2019

Good leg-room, and feels airy and spacious

infotainment and car controls. The lower one controls the air conditioning. They are gorgeous to use and evoke a very premium feel. There’s some Germanic precision to the positioning, too, as they are placed just below your line of sight to prevent distracting the driver, but you can still glance down and read without really taking your eyes off the road too much. Then there’s a touchscreen for the rear passengers, too, for the air conditioning. The seats themselves are another surprise. I’m used to German seats being on the firm side, but this was actually closer to a plush Toyota/

Rear passenger (owner) gets a touchscreen, too

Lexus instead. I like it. What I didn’t like was the under-thigh support for the driver. It just doesn’t get high enough, and if a short person like me found it inadequate, it will be amplified for the vertically blessed. But they will also find the dead pedal easy to reach, which I didn’t. Other than that, it’s lovely. Even the rear has plenty of room. The entire cabin feels spacious and airy, but above all, it feels stately. Refined, luxurious and expensive, not in a Lil Wayne style, but in a Bill Gates kind of way. This continues when you start to drive. The suspension is, again,

DECEMBER 2019 | MOTORING WORLD

The Audi A6 is committed to not being a jack of all trades, but the master of one

MOTORING WORLD | DECEMBER 2019

unlike most German cars which tend to thud over bumps and ruts. This is plush and almost sails over them. It isn’t Toyota-soft which is good because it doesn’t rock and roll at every turn and braking, but stays composed and settled. You tend to brace for an impact that never arrives and you soon start questioning your ability to identify potentially obtrusive bumps. It’s honestly a pleasant surprise. And so is the engine. It is smooth, of course, but it is very linear, too. Mashing the throttle will result in a rapid increase in speed, but it isn’t accompanied by the driver being aggressively pushed back in their

seat. The power curve is smooth and gradual, so you don’t feel the jerk. If you really want to hustle, though, you should move to Dynamic mode which makes throttle response a little more urgent, the steering a little heavier, and overtakes slightly quicker. But for the most part, I felt no need. And that’s when it hit me. The Audi A6 is committed to not being a jack of all trades, but the master of one. It wants to be a vehicle for the stately, relaxed, luxurious and serious customer. It doesn’t want you to go canyon carving with it. It doesn’t pretend to be a stoplight hero. It is for the suit-wearing

corner-office-occupying director. And the commitment to this has allowed it to be absolutely brilliant at it. The ride quality is fantastic because it doesn’t need to be stiff. The engine refinement is spot on because acceleration figures are redundant. The interior is centred around being luxuriously elegant, and it is. Which is why when you put all of it together, you get a car that works without compromise or sacrifice in a certain direction. There is a purity and honesty to the car that I haven’t seen in a while, and it has been designed and engineered keeping

that core value at the forefront. It really works, and when you put this against the competition, you realise that it’s much better. It can’t do the multitude of things the others can, especially when it comes to driving hard and fast, but the truth is that the potential customer next to never drives like that. In short, the Audi A6 stands out because it isn’t distracted. It is hugely impressive in all the ways the matter and the only question that remains is, will people actually forgo vanity in pursuit of honesty? ■

AUDI A6 POWERTRAIN Displacement Max power Max torque Transmission

1984cc, inline-4, Petrol 245 bhp@5000-6000 rpm 37.7 kgm@1600-4500 rpm 7-speed, automatic

TYRES F/R

225/55 R18

DIMENSIONS L/W/H (mm) Wheelbase Ground clearance Kerb weight Fuel capacity

4939/1886/1457 2924 mm NA 2345 kg 73 litres

PRICE

` 54.20 - ` 59.20 LAKH (ex-showroom)

DECEMBER 2019 | MOTORING WORLD

DIFFERENT BUT ALIKE Leg 2 of our Great India Drive with the Hyundai Venue

MOTORING WORLD | DECEMBER 2019

SPECIAL FEATURE | HYUNDAI GREAT INDIA DRIVE

he commonality between all the images that come to one’s mind about India is the presence of colour, some form of chaos, and even serenity at times. There’s a distinct bond between the most outrageously different from each other things that India has. Some call it unity in diversity and others just like to take it for granted because this diversity’s omnipresence has made us believe that this is how the entire human race operates. But the truth is, India is exceptional when it comes to being different but alike. And the second leg of our Great India Drive just proved that point even further.

It started from what was considered to be the geographic centre of India, a rapidly growing city in the state of Maharashtra — Nagpur. Known mainly for its oranges, Nagpur isn’t your usual tourist destination, but this is where major roads and railway tracks intersect, so from the trade perspective, the city is quite relevant. We were coming from the western part of the country, finding our way towards the east and Nagpur is essentially the centre of it all. And to signify that, the British administration installed a Zero Milestone in 1907. Made of sandstone, it’s accompanied by four horses. The hexagonal column is 6.5 metres tall and each of its six sides

has the distance to a prominent city in that particular direction. At a marked 280 km from here was Raipur, our destination for the day. We were on our way from the heart of mainland India to where the Indian territory extends to the sea. Getting out of Nagpur can be a trouble because of the ongoing construction including a very unique fourlayer transport corridor which will have various roads/metro tracks stacked atop each other. And if something like this has to be adopted across the country, what better way than starting it from the centre, right? Chhattisgarh couldn’t have paved a better path for our cruise. In terms of

DECEMBER 2019 | MOTORING WORLD

The coastal city of Puri in Odisha welcomes religious followers and tourists, unlike other inland cities distance, Raipur is a touch under 300 km from Nagpur and the roads which we traversed in the state were exemplary. We took our first break on the drive here and moved on towards our destination not too long after daybreak the following morning. The overall pace was solid until we entered Odisha. Because while in the next few days, we’d learn how close to nature the state is, the roads aren’t exactly a treat. But with our Hyundai Venue tirelessly proving its worth, we didn’t care about the lack of well-paved wide roads at the end of a 12-hour-long journey. To avoid traffic, Google Maps suggested we take the NH 53 and NH 57 to Puri. At close to 600 km, the journey was peaceful, and while the roads that we covered in Odisha were largely two-lane-wide, the lack of traffic meant we weren’t blinded by the lights of oncoming cars and trucks. The coastal city of Puri in Odisha welcomes religious followers and tourists, unlike other inland cities and towns in the state. The famous Jagannath 52

MOTORING WORLD | DECEMBER 2019

Temple is situated in the heart of the city and everything seems to be built and functioning around it. The neverending Puri beach (7 km, actually) also deserves a mention, and since devotee-tourists also come here for the beaches, it’s hardly a surprise that Puri is popular. The busy

city is only dampened by the fact that Puri has also been hit by a couple of natural disasters, the latest being Cyclone Fani earlier this year. And while a lot of trees and power lines were uprooted and destroyed, you can’t tell that the city was ravaged unless you see the broken windows on some of the hotels. A monumental effort has brought back life to normalcy in the city and that clearly shows that where there’s a will, there's always a way. Puri is also very close to Chilika Lake, which happens to be one of the

The Hyundai Venue is very adept at getting out of a myriad of sticky situations that we keep getting into

The INS Kurusura, now decommissioned, is India's only submarine museum

largest lagoons in the world. It’s home to a large number of migratory birds, is fed by more than 50 rivers and tributaries, and is about 65 km long. It’s not just another water body and its importance can’t be ignored. Rare flora and fauna consider the lake and the areas around it their home, and its conservation has been globally appreciated. But the one thing that can’t be missed about Puri is the chariot festival called Rath Yatra. We might have been a little late for the Yatra this year, but if you’re coming to Puri you wouldn’t want to miss it. It brings lakhs of religious followers to the city. But there's another chariot that we encountered on our journey (apart from our very own Hyundai Venue, more on which can be found on the next few pages) and that’s the Sun Temple in Konark. Made to

Museum complex also houses this plane, once used to terrorise our enemies

worship the Sun God, it was built by the king Narasimhadeva. The chariot-shaped temple has a total of 24 wheels (which double up as sundials) and is drawn by seven horses. It features artistically carved figurines on its walls and statues of the Sun God. The intricate carvings on the walls and wheels represent the circle of life and death. Some say the wheels represent the time of the day whereas there’s also an alternate theory that it’s the time of the year that the wheels show. The seven horses are said to be the days of the week. There’s so much to learn and appreciate about the Konark temple that it becomes an absolute necessity to keep one full day in your schedule for this. From what’s been called the God’s chariot, we set out on the second part of our journey to witness a new chariot — one

that didn’t even need wheels to travel. And when it moved, it required neither land to traverse nor air to fly through. About 500 km away from Puri is the bustling city of Visakhapatnam in Andhra Pradesh. Also known as Vizag (that sounds cooler), the city is known for its port, steel production, its beach, and most importantly, the only submarine museum we have in India. The Russian-made submarine, INS Kurusura, was in service for more than three decades and is now a proper tourist attraction in Vizag. It was the fourth submarine to be commissioned in 1969 and it was decommissioned in 2001. After that, the submarine was converted into the museum in Vizag. The INS Kurusura had a 2000bhp diesel engine, but bereft of air under the sea, it derived its power from an all-

DECEMBER 2019 | MOTORING WORLD

It's just a sign of how well India complements the new with the old

MOTORING WORLD | DECEMBER 2019

Konark Temple stands strong. With repairs, of course

That's enough ground clearance for most, we say

Centuries later, sculptures are still integral to India

electric system. It could stay submerged for 48 hours and at sea for 60 days at the maximum. It also had 22+ torpedoes and a kitchen, among other things. Inside, with close to 100 occupants, it must’ve been a tight fit, to say the least. Inaugurated in 2002, the submarine museum is one of its kind in India and is said to be the only one in Asia as well. It holds monumental importance in India’s history, just like the Konark Temple we visited before this, and like Puri and Nagpur before that. It’s just a sign of how well India complements the new with the old. The 'old' in this case is the rich history

depicted by the Sun Temple and the 'new' of course is this submarine, a marvel of human engineering. And the newest, of course, is the Hyundai Venue which performed very well on the entire journey. The brakes are good, it’s stable despite frequent and sudden changes in grip levels, but the star of the show is the 1.0-litre turbocharged petrol engine. It can put many new-age diesel engines to shame when it comes to ease of driving. Even if you shift early, you’ll be impressed by the in-gear acceleration the Venue has. And when it comes to cruising at highway

speeds, it can do that all day long, without showing an iota of stress. The feature-rich interior sets a benchmark in the segment, and it’s really difficult for the competition to match and beat the Venue’s overall quality. And this is when we haven’t even talked about the connected-car features. But one thing that stood out in this entire journey is that the Venue represents what the new Indian customer wants. And it doesn’t ignore what older customers like. So, in essence, the Venue demonstrates the kind of accommodating behaviour unique to India as a country. See, hence the name, the Great India Drive.

DECEMBER 2019 | MOTORING WORLD

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KITBAG

R E V ’ I T SA N D 3

DRESS UP Can’t decide which jacket to take on tour? This is it

cross most of India, this is the ideal time to ride. The day isn’t too hot, and mornings/ evenings are cool. But if you decide to really head out on a long tour (which you absolutely must. This weather doesn’t last), then you are bound to get everything. You will spend time stuck in traffic, before suddenly encountering rain, and then

it’ll get extremely cold before getting hot once more. Well, you can’t carry five jackets for all that, can you? Just get the Rev’it Sand 3 and forget about it. It’s that good. The outer shell is lightweight, durable 600D fabric which is water-resistant. There is a removable thermal liner and a removable waterproof liner. When it gets too hot, you can unzip the vents on the chest, back, arm and armpits exposing large panels of 3D mesh. So all your weather needs are truly and comfortably taken care of. When it comes to protection, it uses Rev’it’s proprietary SeeSoft armour which is not only one of the slimmest in the industry, but is CE-2 rated so it’s incredibly protective. Besides this, for all you hardcore adventure riders, it has been designed to accommodate the Leatt neck brace, too. And there are a bunch of pockets of various sizes to stash your many belongings. All of this comes together to make a jacket that is comfortable, protective and provides utility over multiple conditions. It’s been a huge hit, and even though it’s two years old now, it continues to sell well. The only drawback is that it isn’t exactly cheap at ` 37,000. But it’s still less than buying five different jackets, right? ■

MOTORING WORLD | DECEMBER 2019

TIO

R NT

C U D

TALK WRENCH UNDERSIDE GRIT

CLEANING THE BOTTOM

We show you how to get the muck off the underpinnings of your motorcycle

ow that the monsoon is far behind us, riding season has begun in full swing. However, all that riding in the rain and slush would have caused a fair bit of gunk to accumulate on the underside of your motorcycle. Keeping your motorcycle clean all over is essential to keeping it healthy. It is far easier to spot oil leaks and the like on a clean bike than on one with mud caked all over it. Besides, grime is a bad conductor of heat and that makes it impede the transmission of heat from the engine to the atmosphere. Here is how you can get rid of all that accumulated dirt in five easy steps.

brush into the kerosene and dab generously onto the cakedup gunk. Keep applying the kerosene till the mud cannot absorb it any more. Wait for 15 minutes for the kerosene to percolate and loosen the crud.

Tools : Your bike’s tool kit, 500 ml kerosene, two clean containers, dry cotton rags, a two-inch-wide paint brush, and a stiff toothbrush. Procedure: • Place the motorcycle on a level surface on its stand. Make sure the engine and exhaust are cool before you proceed. Take off as many panels as you can so that you can have easy access to the underside of the motorcycle. •

Pour 250 ml of kerosene into each of the two containers. Keep one aside. Dip the paint 62

MOTORING WORLD | DECEMBER 2019

•

With the toothbrush, remove all the dirt. Use more kerosene if required. Do make sure that you don’t get any of the kerosene on to the chain or on to the electrical connectors.

DIRTY BUSINESS I am a proud owner of an old Jawa 250 single that I inherited from my dad. I ride the bike everyday on my short commute to work and yesterday, it died on me. The bike was running flawlessly till it went kaput and won’t start or run unless and until the carburettor choke is engaged. Yes, I am running a carburettor taken off a cast-iron Royal Enfield, but the bike has never given me problems before. What could be wrong? Karan More Hi Karan, First and foremost, I must applaud you on the fact that you have kept an old Jawa running and on the road! Kudos on a job well done. Coming back to your query, I think it’s just a blocked pilot jet that’s causing the bike to die out. Pull out the carburettor and clean out the jets after having made sure that you have noted the number of turns on the idle and air screws. Make sure you use compressed air and not a wire to clean them out. If the debris refuses to budge, plonk the jets in acetone overnight and try again. This should remedy the malaise afflicting your beloved Jawa.

•

Take the other container filled with kerosene and soak a cloth in it. Use it to clean off all remaining traces of dirt off the bike.

•

Use a dry cloth to remove all traces of kerosene off the motorcycle. Then, with a cloth dipped in water, wipe the surfaces clean. Put the panels back and you’re ready to roll! ■

SMOKING LOUNGE LUBRICATION IN TWO-STROKE ENGINES

OILY BUSINESS We look at how positive-fed lubrication works on two-strokes L

ast month, we looked at how oil premixed with petrol lubricates two-stroke engines. Although this system was the predominant method of lubricating older two-strokes, as motors began to produce more and more horsepower, the limitations of premix began to show. The main problem with premixed oil is that the ratio of lubricant in the fuel is fixed. So if 40 ml of oil is mixed in one litre of petrol, the engine is being fed the same ratio whether it is at 1000 rpm or 10,000 rpm. This means that the oil could be either too much at lower revs and too little at high revs, without there being a possibility to alter its quantity. That shortcoming was addressed with the positivefed-lubrication systems. Two-strokes cannot hold oil within their crankcases as that is where the air-fuel mixture resides after it enters the engine from the carburettor till it gets into the combustion chamber through the transfer ports. Hence, positive-fed-lubrication systems employ a remote oil reservoir. The oil from this reservoir is sucked by means of an oil pump that transports the lubricant into the carburettor where it mixes with the fuel and air and enters the engine. This pump is driven from the crank by means of a worm or simple gear. In motorcycles like the Yamaha RD 350 and the RX 100, a cable is connected from the oil pump to the throttle. When the throttle is wrung, it pulls on to a cam on the oil pump that causes it to increase the volume of oil being pumped into the carb, thus providing the right quantity of oil at various throttle openings. This was the natural evolution from the era of premixed oil and petrol that ran the older two-strokes. But the downside was that unlike premix, if the oil pump failed for some reason or if the oil reservoir ran empty, the engine most certainly would seize. Well, we suppose we canâ&#x20AC;&#x2122;t have everything, can we? â&#x2013; OCTOBER 2019 | MOTORING WORLD

SHOW ‘N’ TELL

EICMA 2019

MOTORING WORLD | DECEMBER 2019

FAIR PLAY! We went to the biggest motorcycle trade show in the world, EICMA 2019, held in Milan. And all we got from there were pen drives. Kidding. We saw some really cool motorcycles, some of which are hitting our shores as soon as next month! Text Varad More

HERO Focussed on expanding its global presence, Hero MotoCorp unveiled a stunning new motorcycle concept — the Xtreme 1.R. Targeted to appeal to the youth, the concept brings a very fresh and unconventional design language that we have

never seen before on any Hero products. The styling is sharp and edgy with details like an active spoiler on the tail coupled with a GoPro Session action camera neatly tucked in. The chassis is based on the current production Xtreme 200R, but with a host of modifications done to

accommodate the concept’s design and styling. Weighing under 140 kg, the bike looks promising and visually appealing to challenge the entry-level 250cc segment. Although a concept, the 1.R model hints at Hero MotoCorp’s new vision towards more dynamic and stylish products to cater to the premium segment. There is no certain word on what engine will power the final production model which is expected to hit the Indian market around the end of 2020. Apart from the concept unveil, Hero MotoCorp also launched a rally kit for the Xpulse 200. Purpose-built for customers who want to get into motorcycle rally sport, the kit includes taller and fully-adjustable front and rear suspension that increases the ground clearance to a staggering 275 mm! There are handlebar risers for better ergonomics while standing

on the pegs and riding. The gearing has been altered with a 12T front and 40T rear sprockets for better low-end and mid-range grunt. Also included in the kit is a flatter and taller seat for easier movement on the bike when riding off-road. Along with that there is an extended gear pedal to accommodate off-road boots and an extended side stand to match the increased ground clearance. The price for the kit is not disclosed yet, but expect it to be in the region of ` 50,000 and it goes on sale shortly via Hero dealerships. The kit is not road-legal and it will be sold as a package instead of individualpart sale. The idea is to engage with existing and prospective Xpulse 200 riders, get them into rallying and offer them a ready solution for competition purposes.

DECEMBER 2019 | MOTORING WORLD

KTM The elusive KTM 390 Adventure finally made its appearance after being in the news for almost half a decade. Powered by the same motor as on the current 390 Duke, the 390 Adventure promises to be a potent enduro machine on a budget. While the productionready motorcycle on display showed offroad-tested cast-alloy wheels, there will be an option presented to the customers to buy spoke wheels from the KTM Powerparts catalogue. With 170 mm of travel on the adjustable WP inverted suspension at the front and 177 mm of travel on the rear monoshock, the equipment is ripe for trail and enduro riding. The ground clearance of 200 mm might not seem

DUCATI Undoubtedly, the Italian giant had the most stunningly done booth at EICMA 2019, lavish and suave. The highlight of the Ducati range was the Streetfighter V4 that was mobbed by crowds eager to get a glimpse of the new naked machine. Powered by the Desmosedici Stradale 1103cc motor, the bike weighs just 178 kg dry and pumps out a whopping 208 bhp! Now that’s pure madness for a road bike which also gets streetsetup suspension, flatter bars for road-riding comfort and the latest-generation 66

too much on paper, but proper damping and weight balance on the 390 Adventure should keep things from grounding. The highlight, though, is the electronics package complete with cornering traction control, cornering ABS and offroad ABS. The bike will go on sale in January 2020.

electronics lifted straight from the Panigale V4 parts bin. And if it wasn’t already established that the Streetfighter is one of the most iconic designs from Ducati, the new naked V4 also won the prestigious Most Beautiful Bike of the Show’ award this year. Apart from the Streetfighter, Ducati also displayed two highly

MOTORING WORLD | DECEMBER 2019

detailed and exquisitely finished concept models — the Desert X and the Supermoto, both based on the Ducati Scrambler range. The Desert X is built on the Scrambler 1100 while the Supermoto is based on the Scrambler 800. But, Streetfighter!

APRILIA The Piaggio Group was out in full force, unveiling some very exciting machines like the muchawaited Aprilja RS 660 middleweight sportbike. Powered by a paralleltwin 660cc engine that makes 100 horses, the RS660 gets comprehensive electronics with the APRC package including a six-axis IMU, five riding

models, wheelie control and cruise control. There is no word yet on its India launch, but we can expect the bike to hit out shores by mid-2020, when it goes up against the Kawasaki ZX6R and the soon-to-be-launched Triumph Daytona 765. But thats not all, for the RS has a twin in the form of the Tuono 660 concept, which shares the same motor but gets street ergos and very cool styling! Piaggio also showcased the uber-stylish Moto Guzzi V7 Cafe Racer, celebrating 10 years of the V7 brand with a limitededition model, the V7 III Racer 10th Anniversary. Another bike that drew a lot of attention was the ultra-accessorised V85 TT Travel edition that mates the retro styling of an adventure machine with modern technology. While we are certain the

RS 660 will make its India debut next year, there is no confirmed news on whether the new Moto Guzzis will make an India appearance anytime soon.

ASTON MARTIN-BROUGH SUPERIOR Hereâ&#x20AC;&#x2122;s yet another cool motorcycle, probably one of the coolest in world! What we witnessed at EICMA was a historical moment as the 106-yearold British carmaker, Aston Martin, joined hands with one of the most popular and quintessential British classic motorcycle brands, Brough Superior, to make a motorcycle. Christened the AMB 001, this is the first time that the Aston Martin logo will go on a motorcycle. Powered by a 997cc

turbocharged V-twin, this will be a one-of-itâ&#x20AC;&#x2122;skind production machine from Brough Superior featuring turbocharging. Power output is 180 bhp, while the dry weight of the motorcycle is just 180 kg, thanks to its exquisitely crafted carbon-fibre bodywork. The AMB 001 will be built and hand-assembled at the Brough Superior factory in Toulouse, France, and only 100 units will be made at a bank-raiding price of ` 85 lakh!

DECEMBER 2019 | MOTORING WORLD

BMW BMW Motorrad unveiled four new models at EICMA, comprising the F 900 R, the F 900 XR, S1000XR and the gorgeous looking R 18/2 concept. Both the F 900 models share the 895cc motor, producing 103 bhp and 9.3 kgm of torque. The F 900 is a roadster series focussed for onroad use. Both bikes feature BMW’s Dynamic Traction Control, ABS Pro, Stability Control and two riding modes — Road and Rain. The new S 1000 XR for 2020 gets a motor from the current S 1000 RR, but is tuned to suit the XR’s road application.

BIMOTA And yet another revival story at this year’s EICMA — welcome back, Bimota! Japanese giant Kawasaki recently invested in Bimota brand acquiring 49.9 percent stake in the Italian brand, in order to make high-end exotic performance machines under the firm called Italian Motorcycle Investment. The first product of this joint venture is the Tesi H2 concept showcased at EICMA. Powered by the Kawasaki H2 motor, the Bimota Tesi H2 employs the radical and unique centre hub-steering mechanism, an alternate and worthy take on motorcycle front ends.

MOTORING WORLD | DECEMBER 2019

slimmer and lighter in its form, and tells a story about Harley’s radical new direction to making modern-day sporty machines and not limiting itself to the large cruisers that it has always been known for. The company also worked extensively

with Brembo to develop an all-new radially-mounted monoblock four-piston calliper. The tyres provided by Michelin, too, are specifically designed and developed for the two new motorcycles. And yes, they will definitely come to India next year!

HARLEY-DAVIDSON Big news from the big American comes in the form of an all-new liquid-cooled V-twin engine family called the Revolution Max. The first bikes to be powered by the new motor will be the adventure tourer Pan America with a 1250cc capacity, while the streetfighter Bronx will get

a detuned 975cc version. The engine is used as a stressed member within the frame for a better centre of gravity and improved handling performance. The Pan America makes 145 bhp and 12.44 kgm, while the smaller Bronx makes 115 bhp and 9.6 kgm. The new engine is

HONDA

HUSQVARNA

Big Red’s booth was all about the all-new Fireblade. Lighter, leaner and faster than ever before, and with a lot of ‘R’ in its name! Welcome, then, to the new Honda CBR1000RR-R. The new bike is an all-new machine with radical changes to its styling and bodywork. It get MotoGP-styled winglets for better aerodynamics and an all-new 999.9cc inline-fourcylinder engine pumping out staggering 214 bhp at a screaming redline of 14,500 rpm!

Certainly, the Swedish manufacturer got everyone talking with its Norden 901, a middleweight adventure concept that seems to be based on its sister company KTM’s 790 Adventure. It will be powered by a 889.5cc parallel-twin and be lightweight in its form for adventure riding, with a 21-inch front wheel and an 18-inch rear. In the flesh, the Norden

sure looked stunning, sporting Husqvarna’s unique design philosophy. Also, the company also displayed 2020 models of the Svartpilen 401 and the Vitpilen 401, both of which are scheduled for an India launch in December 2019 at India Bike Week held in Goa. Updates include a revised longer subframe and longer saddle for improved rider comfort.

DECEMBER 2019 | MOTORING WORLD

If there is one manufacturer that goes unabashedly with its design and engineering, it is MV Agusta. The Italian marque is known for its stunning creations that are also extremely wild. And this year, MV went a notch higher with the new Rush 1000 based on the Brutale 1000RR. Not like the Brutale

MV AGUSTA

SUZUKI Well, Suzuki wasn’t the most-talked-about brand at this year’s show, but it sure managed to garner a lot of eyeballs with its all-new V-Strom

1050 Adventure tourer. Available in a road configuration as the 1050 and in enduro form as the 1050 XT, the new V-Strom replaces the previousgeneration V-Strom 1000. Complete with a

TRIUMPH

The Rocket III has always enjoyed the tag for being powered by the biggest engine on a production motorcycle. And this year, Triumph Motorcycles went ahead and increased it even more! The new bike now gets a new 2500cc inline-three-cylinder engine and a host of new electronics to keep that monstrous power in check. And it’s coming in December, too! 70

MOTORING WORLD | DECEMBER 2019

new electronics package including hill-hold and Suzuki’s SIRS, Suzuki Intelligent Ride System assisted by an IMU, the new machine gets a twinspar aluminium frame housing a 1037cc V-twin

was any less mental to look at or ride, but now with the Rush, MV has raised the bar higher. The Rush gets carbonfibre and lightweight components to shed about 3 kg over the Brutale. And an optional SC Project exhaust pushes the power output to 214 bhp. Like the Brutale’s 210 horses weren’t enough already!

motor. And to drive the point home, Suzuki also displayed various rally and enduro machines from its history which surely were nothing short of eye candy! The new Strom will likely make it to India, too.

YAMAHA

Yamaha calmly introduced the next-generation Tracer 700 at the show, the lightest motorcycle in its class at 196 kg. Replacing the earlier model, the new Tracer is sport-touring focussed and gets massive styling updates along with an all-new EuroV-compliant 689cc paralleltwin motor. Indians, don’t hold your breath.

THE GRAPEVINE BEAUTIFUL BEAST

IS THIS THE ONE? Indian companies seem to be embracing the EV wave wholeheartedly, and while major manufacturers are approaching with caution, smaller startups are making bold moves. The latest of these is the Ultraviolet F77. Aimed at competing in performance with 250-300cc motorcycles, it could be the one that encourages EV adoption. With a 4.2 kWh battery, it takes five hours to charge with a standard charger and 1.5 hours with the fast charger; 33.5 bhp and 9.1 kgm are decent, but it’s the 158-kg weight that’s impressive as EVs tend be a lot heavier. Prices start at ` 3 lakh with deliveries commencing in 2020. What do you think?

EICMA 2019 was one of the most anticipated events of the year and the Ducati Streetfighter V4 was a bike everyone looked forward to. Well, it seems the general public liked it more than anything else, voting to award it the ‘Most Beautiful Bike of the Show’. This is the 10th time in the last 15 years that Ducati has won the award, and one look at the Streetfighter tells you why it deserves it.

CLEANER FZS

As the government-mandated deadline for BS VI emission compliance looms closer, manufacturers are starting to update product lines. Yamaha India has done that with the smaller 149cc FZ, which is now ready to be kinder to the environment. Prices start at ` 99,200 (ex-showroom)

SILENT STORM The new fully-electric Bajaj Chetak was unveiled in Delhi, where a cross-country ride was also flagged off. Twenty Chetaks went on a long journey from Delhi all the way down to Pune, stopping at major metro cities and garnering interest. It took the group 30 days, but each scooter did over 3000 km with no mechanical issues whatsoever. It just goes to show that the scooter is solidly built and that Bajaj is taking this project very seriously. It looks absolutely gorgeous, with an almost Italian design language and when it finally goes on sale in January, 2020, we assume it will take the market by storm. Bajaj has confirmed that it will be priced in

GEAR UP

the ` 1-1.5 lakh range and will first be available in Pune and Bangalore before being rolled out in other cities

The awareness of always wearing safety gear while riding is steadily rising. It is being spearheaded by enthusiasts, and TVS, with all its racing pedigree, has entered the market with its own range. It has everything from jackets, pants, gloves and boots in different styles, and all of it comes in at a relatively affordable price points. So, what’s your excuse for not gearing up now?

HEAD TO HEAD KTM 250 DUKE VS SUZUKI GIXXER 250

QUARTER SYS 72

MOTORING WORLD | DECEMBER 2019

TEM

A pair of 250s thatâ&#x20AC;&#x2122;ll get you drunk on sane choices By Kartik Ware Photos Kaizad Adil Darukhanawala

DECEMBER 2019 | MOTORING WORLD

t is surprising how much sense these two motorcycles make. Other than delivering the satisfaction of riding a proper 250cc motorcycle and not a 200, each one offers a balance of performance and efficiency that provokes the question, ‘Really, who needs more?’ Then again, the Suzuki Gixxer 250 and the KTM 250 Duke might share similar-sized pistons, the same tyres and useless rear-view mirrors, but they’re completely different in the way they go about impressing a rider. Why, it’s even apparent in the way they look. I had some hope that Suzuki would give the Gixxer 250 some bright colours, but the official website only shows two understated shades that look like they were picked out by a colour-blind person. Some call it ‘stealth’, I call it ‘funereal’. I wish manufacturers would leave the stealth to

MOTORING WORLD | DECEMBER 2019

reconnaissance aircraft and use other words like ‘bright’ and ‘yellow’ instead. Motorcycles need to be as visible as possible. The KTM, on the other hand, wears the colour of House Orange with pride. Well, actually, the bike we had was white, but there was enough orange on it. Plus nobody’s going to mistake that shape for anything else but a KTM. Build quality on both bikes is great, as it should be on machines that romp past 120 kph with ease. However, the KTM just feels a bit more premium than the Suzuki. With its inverted front fork, radiallymounted front caliper, slipper clutch and liquid-cooling, the 250 Duke is certainly the betterspecced motorcycle here. Plus that Austrian-origami design is far more eye-catching than the Suzuki which looks like it repurposed Ben Affleck’s Batman suit for its body panels. The Gixxer does try to counter

the KTM’s coolness with its LED headlamp and tail-lamp, but ends up feeling like a 150 nonetheless… which it basically is, sharing almost all of its components with the smaller Gixxer. It does have the better meter console, though; it’s clear to read at all times, while the KTM’s pod now looks incredibly fussy. Also, Suzuki’s confidence in its thermal-management strategies is on display via the absence of fins on that oil-cooled motor. Don’t know how it did it, but it’s Suzuki and the company knows what it’s doing. The first five minutes on the Gixxer are enough to understand that. Most of those five minutes, I spent pulling wheelies after being

goaded on by the Suzuki’s ample mid-range. It’s a pity my own ample mid-range didn’t allow me to do that all day long, as the Gixxer demanded. That motor is quite something, always feeling smooth and strong. Also, there is an all-pervading sense of lightness to whatever the Gixxer does; at 156 kg, whether it’s bombing through traffic, flicking it through mountain-road chicanes, or just wheeling it out of a parking spot, the Gixxer feels almost toy-like in its handling. Thankfully, it stops just short of being worryingly twitchy. The Duke, despite being agile in its own right, almost feels ponderous after the Gixxer. And sure, it may be the mellowest Duke around, but it’s still a KTM and is far more involving to ride than the Suzuki. Riding positions on both

What’s that on the tank? ‘Read the owner’s manual before operating this vehicle? What, each time?!’

The Duke, despite being agile in its own right, almost feels ponderous after the Gixxer

Halogen and USD fork on one, LED and conventional fork on the other. Both are well-mannered, too

The KTM is the one you want for the sound, though the Suzuki’s smooth grunt isn’t bad either DECEMBER 2019 | MOTORING WORLD

Whatever performance advantage the KTM has is negated by the Suzukiâ&#x20AC;&#x2122;s total friendliness

MOTORING WORLD | DECEMBER 2019

SUZUKI GIXXER 250 POWERTRAIN Displacement Max power Max torque Transmission

249cc, single 26.13 bhp@9000 rpm 2.30 kgm@7500 rpm 6-speed

CHASSIS Type

Single-downtube frame

BRAKES (F/R)

bikes are comfortably sporty, but the KTM offers more room to move around in. Also, both bikes feature ABS and feel at both levers is less than adequate. And, if the bikes race each other in a straight line, the KTM has a definite advantage; the Gixxer does stay with the Duke till third gear, but the latter pulls away in a decisive manner after that. However, both bikes cruise at 100 kph without fuss; the Gixxer sits there at 6500 rpm, while the Duke does it at 6000 rpm, and both are smooth except when revved right out of their minds. Whatever performance advantage the KTM has is negated by the Suzuki’s total friendliness. If there is a distinction I can make between the two, it’s this — the Suzuki’s compact dimensions and strong mid-range make it a near-ideal city bike, while the KTM’s taller-geared nature and roomier proportions make it the one for highways. Not that each won’t do well in the other’s domain, mind you. However, the Suzuki is far easier to ride, slow and fast. The KTM, charged

with justifying its componentry, is more involving and hence demanding. And both are just as rewarding. And for those of you who are wondering why we didn’t include the FZ-25 here, well, the hopelessly outgunned Yamaha would reach the shoot right about where I’m now, when it was about to end. Anyway, these two motorcycles are two very different ways of making a 250, and are also confirmations that sensible bikes can also be fun. The Gixxer is a grown-up 150, while the Duke is a scaled-down 390. The KTM, with all its bells and whistles, is still a very good motorcycle for those who like their bike with all the cool bits and pieces. The Suzuki is the simpler machine here and its restrained engineering liberates it to be so much more than one would expect, not to mention being priced at around ` 38,000 less than the KTM. And that is why the Gixxer 250 is my pick of the two. In a fight between two sensible motorcycles, that’s the only logical outcome. ■

300 mm disc / 230 mm disc

TYRES (F/R)

110/70 R17 / 150/60 R17

DIMENSIONS L/W/H (mm) Wheelbase Ground clearance Seat height Kerb weight Fuel capacity

2010/805/1035 1340 mm 165 mm 800 mm 156 kg 12 litres

PRICE

` 1.59 LAKH (ex-showroom, Delhi)

KTM 250 DUKE POWERTRAIN Displacement Max power Max torque Transmission

248.8cc, single 30 bhp@9000 rpm 2.4 kgm@7500 rpm 6-speed

CHASSIS Type

Steel trellis frame

BRAKES (F/R)

300 mm disc / 230 mm disc

TYRES (F/R)

110/70 R17 / 150/60 R17

DIMENSIONS L/W/H (mm) Wheelbase Ground clearance Seat height Kerb weight Fuel capacity

NA/NA/NA 1357 mm 185 mm 830 mm 161 kg 13.4 litres

PRICE

` 1.97 LAKH (ex-showroom, Delhi)

DECEMBER 2019 | MOTORING WORLD

SHORT SHIFT KTM 790 DUKE

MOTORING WORLD | DECEMBER 2019

REBEL WITH

A CAUSE

The latest streetfighter on a mountain road. How does it go? By Varad More Photos Kaizad Adil Darukhanawala

treetfighters are the outcasts of today’s motorcycle industry. No single-purpose function or utility, just pure short-throw punches of rowdiness. No big ambitions to set the racetrack ablaze with recordshattering lap times or hopes of crossing boundaries around the globe to feature on a TV series. Streetfighters are for street thrills. No matter how much racing tech one packs into them, these are bikes designed for road use, focussed on delivering an unadulterated experience to the rider. They make no tall claims and stick to the

seduction of speed, twisting and turning on a mountain road. treetfighters are the outcasts of today’s motorcycle industry. No single-purpose function or utility, just pure short-throw punches of rowdiness. No big ambitions to set the racetrack ablaze with recordshattering lap times or hopes of crossing boundaries around the globe to feature on a TV series. Streetfighters are for street thrills. No matter how much racing tech one packs into them, these are bikes designed for road use, focussed on delivering an unadulterated

experience to the rider. They make no tall claims and stick to the seduction of speed, twisting and turning on a mountain road. The KTM 790 Duke made its India-appearance exactly 25 years after the first Duke was unveiled to the world in 1994. The tendency to build a no-holds-barred hooligan Duke has always echoed in KTM’s stables, and it has never been stronger. Right from its edgy design to its minimalistic form and brutish poise, the 790 Duke has a striking character unlike anything in its segment. While you can see Kiska DECEMBER 2019 | MOTORING WORLD

TFT screen is one of the best around

Wide berth for the hooligan in/around you

A raspy exhaust note emanates from here

Very refined, sure, but no less angry

The new engine configuration has allowed KTM to keep a low engine weight Design’s genius maintain a styling language that stretches from the smallest Duke to the biggest, the 790 perfectly occupies its space with its compact dimensions delivering class-destroying performance. Last year at its race debut, the 790 Duke broke the record in the middleweight class and stood third in the overall standings at Pikes Peak in hands of American Superbike racer Chris Fillmore. I had my first ride experience of the 790 Duke on Bajaj Auto’s test track in Chakan near Pune last month, but my latest go on it on a mountain road is where it really came into its own. The feisty parallel-twin motor is the first of its kind from KTM. Known for its 80

MOTORING WORLD | DECEMBER 2019

powerful singles and V-twins, this is a new concept that KTM has opted for with the 790. There will be more applications of this engine in the near future, like the new 890 Duke R unveiled at this year’s EICMA trade fair. Speaking of the 790, the parallel twin motor employs a one-piece forged crankshaft with an offset crank pin at 75 degrees resulting in an uneven 435-degree ‘big bang’ firing order for the two lightweight forged pistons. The new configuration has allowed KTM to keep a low engine weight, but still produce a sound as well as an engine character closer to its traditional V-twin motors. Pumping out 105 bhp at 9000 rpm and 8.0

kgm of torque released at 8000 rpm, the juice is well spread out across the rev range aided by four different riding modes. Below the 5000-rpm mark, the engine is happy to putter around the town without making a fuss of things in traffic, but upwards from there is when the meat of the power is delivered seamlessly all the way to the 9500-rpm redline. The secondary balancer shaft that is actuated by the exhaust cam ensures low vibrations even when the motor is screaming at the top of its lungs. Refinement throughout the powerband is noticeable and it expresses with conviction that this big bike can very well be your daily commuter, too.

Amplifying the 799cc engine’s versatile character are the four riding modes — Sport, Street, Rain and Track. There is an evident change in the engine’s behaviour and throttle response in each of these modes. Keep it in Street for the commute and the 790 Duke will comfortably go around the city in third and fourth gears letting out a smooth exhaust note. The real action, though, began when I switched to Track. The power delivery became a lot more urgent and responsive, and it opened up the world of electronic wizardry to toy with. With a 9-step-adjustable cornering traction control system that works in alliance with a 5-axis

Bosch IMU, it is almost like having a riding trainer onboard at all times. Coupled with adjustable wheelie control and what KTM calls MSR (Motor Slip Regulation, basically and electronically-assisted slipper clutch), the 790 Duke offers a package that is easy to live with for beginners as well as experienced riders. A big part of the riding experience and comfort has to be attributed to KTMs Quickshifter+ which allows the rider to go through the gears without the clutch. Assisted by the slipper clutch, this mechanism really makes clutchless shifts child’s play and one simply doesn’t have to bother with the clutch lever going up or down the gearbox, regardless at

what rpm the rev-counter displays. Word of caution, though — unless you are looking for trouble, keep the Wheelie Control engaged. All of these high-tech systems are nestled inside an all-new chromiummolybdenum-steel tubular frame — which is yet another new-fangled approach by the Austrian bike maker who so far was always known to feature trellis frames on its motorcycles. The new chassis uses the engine as a stressed member for better load-transmitting capabilities, while an all-new lightweight castaluminium subframe and swingarm allow for a razor-sharp handling experience. The 790 Duke is quick to turn from side to side without any signs of lethargy through DECEMBER 2019 | MOTORING WORLD

fast-turning switchbacks. The overall proportions of the 790 Duke are lean and very athletic, but the bike still has lavish space to easily fit tall riders, while the narrow inseams, where the saddle meets the tank, are designed even for shorter riders to be accommodated, feet flat on the ground. Probably the only chink in the 790 Duke’s armour is the nonadjustable WP inverted suspension on the front, while the rear monoshock unit gets only preload adjustment. That said, it works perfectly well around corners with precise feel and feedback as you destroy mountain after mountain, while the motor screams like a 82

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banshee. Even on unexpected midcorner bumps, the WP equipment maintains its composure and doesn’t upset the motorcycle. Thankfully, aiding the basic suspension is a steering damper, and it is certainly a must-have on Indian roads for a bike that is lightweight, powerful and boasts a steep rake angle of 24 degrees. No tank slappers for anyone, then. Thank you, KTM. Weighing 187 kg at the kerb, the 790 is the lightest in its class on paper and also feels so once in the saddle — but it’s the effortless transition around corners that truly sparks up the riding feel and experience. Stopping power comes from

twin 300-mm rotors on the front with radially-mounted four-pot calipers, while a 240-mm single disc is employed for the rear. Although KTM-branded, the brake unit comes from a Spanish-Chinese allied force that goes by the name J.Juan. Wait, before you throw a fit, know that J.Juan makes one of the best braking systems today and is a very well-respected name in the World Superbike and Moto2 paddocks. The bite from the brakes needs a little getting used to, but the overall feel and feedback is precise, progressive and effective. Helped by braided steel lines, despite countless hours of hard braking riding through twisties, there were no signs of brake

fade or numbness from the brake lever. And here, too, the electronics make their appearance felt, although not for my liking. I mean, Cornering ABS is great to have, but I personally would run the 790 in Supermoto Mode. I mean how am I supposed to outwit ever-changing Instagram algorithms without them Slide Saturdays, eh? Jokes apart, the Supermoto config allows the rider to completely turn off ABS on the rear wheel while keeping it active on the front. And with the narrow framework and lightweight physique, the 790 sure is a perfect candidate to send it sideways. To sum it up, the 790 Duke is an all-out naked hooligan in

the middleweight class marrying the lightness of a single to the madness of a V-twin. KTM is not only diverging in its engineering fundamentals with the 790, but also setting itself apart as a focussed brand that creates an affordable yet wholesome riding experience. I know many might twitch at the use of ‘affordable’ here, and that’s all right. I’d remind them that no other motorcycle in this class today boasts such an elaborate electronics package which, mind you, could well be a lifesaver on several occasions on our Indian roads. What’s more the 790 Duke also enjoys a strong service network of about 400 touch points that KTM has managed to develop over the last seven years. But yes, at ` 8.64 lakh, ex-showroom, the 790 does end up a bit on the expensive side. However, it will be worth every rupee once you ride it up that mountain road. And if you are looking for a true-blue hooligan, an outcast that is frowned upon and doesn’t want to share space with the pseudos and Instadwellers, well, then the Duke is your scalpel for the task. ■

KTM 790 DUKE POWERTRAIN Displacement Max power Max torque Transmission

799cc, parallel twin 105 bhp@9000 rpm 8 kgm@8000 rpm 6-speed

CHASSIS Type

Steel tubular

SUSPENSION F/R BRAKES F/R

43mm USD fork / Monoshock 300-mm dual discs / 240-mm single disc

TYRES F/R

120/70 R17 / 180/55 R17

DIMENSIONS L/W/H (mm) Wheelbase Ground clearance Seat height Kerb weight Fuel capacity

2128/NA/NA 1475 mm 186 mm 825 mm 174 kg 14 litres

PRICE

` 8.64 LAKH (ex-showroom)

DECEMBER 2019 | MOTORING WORLD

TANK SLAPPER

Y E Z D I 3 5 0 T W I N V S J AWA

FAMILY REUNION

The Indian born with a Czech name meets its elder with an Iranian name and Indo-Czech descent Text Kyle Pereira Photos Kaizad Adil Darukhanawala

MOTORING WORLD | DECEMBER 2019

DECEMBER 2019 | MOTORING WORLD

his faceoff just had to happen; pitting the biggest, most powerful Yezdi ever to hit the market (which is a grand way of saying that they sold about 700 of them) with the new Jawa that was unveiled a year ago. Some of you might ask, then, why a Yezdi and not a Jawa Type 354 or 360? Well, for one, the Jawa round-block parallel-twins were never assembled and sold in India, and secondly, the Yezdi in question was a parts-bin machine which used the frame and tinware of the Monarch, but its heart was a Czech-built Jawa two-stroke twin from the Type 634. The Yezdi Twin, as it was known, put out 21 bhp from its pair of blocks, both of which were fed by a single carburettor. Ignition was of the contact-breaker points type and the lubrication was taken care of by oil which was premixed with the petrol. All that was good enough

for the company to brag about a top whack of 125 kph with a 0-60 kph sprint taking 3.8 seconds. A number of reasons contributed towards its poor sales. Mechanics didnâ&#x20AC;&#x2122;t quite know how to set the ignition timing of the twin and the Yezdi never quite had the allure or the visceral performance of the Rajdoot RD 350. Besides, labour issues at the plant ensured that its maker, Ideal Jawa, didnâ&#x20AC;&#x2122;t live long enough to actually push the bike hard enough. But thanks to the labours of Anand Mahindra, Boman Irani (who is the son of one of the original founders of Ideal Jawa) and Anupam Thareja, Jawa was reborn a year ago. And one of the two variants, simply called the Jawa, was the bike that we introduced to the old Yezdi 350. To be honest, I am a bloke who is biased towards the design philosophy that abounds on vintage

The speedometer location is as iconic as it gets

Gold-and-chrome fuel cap is nostalgic bling!

The reborn Jawa has nailed its aesthetic appeal

MOTORING WORLD | DECEMBER 2019

One look and you can almost smell the smoke...

Dare to steal a two-stroke’s fuel? Go on, try it...

The new kid on the block trounced the old smoker in the aesthetics department and classic motorcycles. But when I saw the Yezdi and the Jawa standing beside each other, there was no doubt that the new kid on the block trounced the old smoker in the aesthetics department. The Yezdi, with its straight lines and rounded edges, would stand out on any other day from the crowd, but today, the Jawa’s voluptuous silhouette bagged top honours. The Jawa was intended to be an evolution of the Type 353 Kyvacka that ruled our roads back in the day and the designer had nailed that brief. The generous

chrome and ample pinstriping just tied everything up really well, and the detailing on the engine was simply gorgeous. However, if a gun was put to my head and I was forced to nitpick the Jawa’s styling, I’d say that the front mudguard needed a more pronounced flare at the bottom and the centre cowl needed to extend and fill out some of the open space between the rear shock and the tool box. And I don’t know if it was just me, but the bike seemed to be a tad disjointed from where the fuel tank

Not the quickest, but what a visceral experience

DECEMBER 2019 | MOTORING WORLD

Pushing the Jawa through a series of corners was an absolute joy

ended and seat began. The front end seemed hell bent to be an ode to the old Jawas, while the rear end didnâ&#x20AC;&#x2122;t seem to really bother. Also, I thought that the bike had simply too much branding strewn about. Soon, it was time to stop gawking and ride. I had ridden the Yezdi 350 earlier and so I swung my leg over the Jawa and instinctively, my left heel tried to find the gearshift lever 88

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to swivel into the kicker position, like on the older bikes. That is how familiar this Jawa felt. After my foot hovered in the air and found nothing, realisation set in and I thumbed the electric boot instead. The engine came to life and it settled into a muted rumble. I clicked the gearbox into first, and wrung the throttle to see what the 300cc motor had to offer.

Acceleration was linear and strong, and I quickly went through the gears, trying to hit the rev limiter in every cog. The scenery turned to a blur, but the vibes from the motor, rated at 27 bhp, hit every single part of my body that was in contact with the motorcycle. In fact, the tingles on this motorcycle far exceeded the ones I felt on the 31-year-old Yezdi just moments before I got on to this bike.

After my ride, I was sorely disappointed with the vibrations and pointed this fact out to Kartik, who had ridden the Jawa at the media ride. He never encountered anything of the sort that I did, and so I suppose it was something that ailed this particular specimen alone. Either that or the bike I rode was put together by a bloke in the factory who wasn’t happy with what his wife had packed for lunch that day. Pushing the Jawa through a series of corners was a joy; the frame-and-tyre combination came

together to endow this motorcycle with the sort of handling and agility that is the staple of a truly fun-toride machine. Although the rear end felt choppy, the front suspension soaked up road undulations like a champ. A couple of goats decided to play chicken with me and the Jawa whilst negotiating a sweeping turn, and I was happy with how much feel the front brake caliper provided as it forced the pads down on to the disc. The rear drum brake, although wooden in comparison, shed speed surprisingly well.

The Yezdi had earlier tried its best to set the benchmark on the same stretch of road, but its box-section frame, brakes and suspension — which were great for their time — showed their age and were no match for the Jawa today. So would it be safe to say that the new Jawa has picked up where the Yezdi 350 Twin had left off? I definitely thought so. Just that it would have been more authentic if the single left puffs of sweet-smelling blue smoke in its wake, though. As they say, if wishes were two-strokes… ■

DECEMBER 2019 | MOTORING WORLD

LEAN ANGLE KTM 890 DUKE R

MOTORING WORLD | DECEMBER 2019

THE EVIL TWIN The perfect real-world sports motorcycle? This very well may be the one! Text Alan Cathcart Photographs Heiko Mandl

TM has had a smash hit with the 790 Duke, its first-ever paralleltwin model launched two years ago powered by the LC8c (as in, liquidcooled eight-valve compact) engine. Dubbed ‘the scalpel’ for its focused design and pared-to-the-minimum weight and bulk, it’s provided Europe with a top seller thanks to being competitively priced and super fun to ride. Now KTM has gone one step further — make that several steps — with the debut at this year’s EICMA Milan Show of the 890 Duke R. Lighter, more powerful and even more purposeful than its kid sister, this is clearly aimed at topping the middleweight sector in terms of outright performance and razor edge handling. In fact, the 890 project dates back to 2012 when KTM engineers first began work on creating the LC8c parallel-twin motor. ‘We always intended to develop a 790 Duke R which was in our planning from the start,’ states Sinke. ‘But then during the development programme it got to the point that we weren’t happy with our prototype of this — it wasn’t enough R, not enough KTM. So we decided to produce just the 790 Duke to start with, and then go full

attack on the R, and make it what we believe a KTM Duke R should be, if necessary with a bigger engine. So we basically tore up the spec sheet of the original, and went back to the drawing board to figure out how far we could take that engine and that chassis — and the 890 Duke R is the result.’ And what a result it is. By dint of increasing both bore and stroke of the LC8c motor to deliver a 90cc increase in displacement, KTM has achieved a significant increase in performance from the new engine, which delivers 10 kgm of torque at 7750 rpm, 1.32 kgm more than the 790 Duke, itself until now the classleading middleweight package, and 119 bhp at 9250 rpm, so 14 bhp more power running on 95 octane pump fuel. Yet despite this they’ve actually raised the revlimiter on this bigger-cubed motor by 500 rpm to 10,500 revs, while at the same time reducing dry weight of the complete motorcycle by 3.3 kg to 166 kg, says Sinke — a savings mainly obtained by swapping to Brembo brakes from the J.Juans on the 790. More power and torque yet with reduced weight sounds like motorcycle R&D nirvana, and after

being honoured to be chosen as the first person outside the company and its suppliers to ride the new bike in pre-production prototype form, it took about 10 km out of the 180 km I covered that day in company with Adriaan Sinke aboard a KTM 1290 Super Duke on a hardridden tour of the Salzkammergut mountains in KTM’s back yard, to realise how special this new KTM hotrod really is. Another of the many apparent paradoxes on what is a remarkable new motorcycle by any standards is that KTM has achieved this weight saving while actually increasing the rotational mass of the forged onepiece three-bearing crankshaft by 20 per cent, which of course makes it heavier overall. The crankpins are offset by 75º (versus the more common 180º or 270º crank throws) with 435º firing intervals to replicate the gritty sound of a KTM V-twin’s irregular firing order. That heavier crank is to deliver a sense of momentum as the engine spins up, says Sinke, as well as greater stability in turns thanks to the gyroscopic function of the engine. The result is a package that’s more intuitive still to ride than the

DECEMBER 2019 | MOTORING WORLD

already super-friendly yet fast 790 Duke. The engine is even more of a gem than its forebear, pulling hard and strong from just 2000 rpm on part-throttle, or wide open in sixth gear from 4000 revs up with no transmission snatch. Because power keeps building all through the rev range you do have an inducement to flirt with that 500 rpm higher revlimiter, but if you do hit it there’s a soft-action cutout thanks to the RBW digital throttle. Yet the harder you rev it the paradoxically smoother the engine becomes, and it’s a smooth operator at all times as it carves corners through the Austrian countryside. Just as the first time around with the 790 Duke, the new 890 R feels small, slim, short and sporty, with a close-coupled riding stance that has your chin seemingly over the front wheel. It’s a responsive, eager-revving bike that’s not only thoroughly practical but also hugely entertaining, and totally straightforward to ride as hard as you like on. It’s one of those bikes where you feel a part of it from the very moment you hop aboard – this could make riding to work a lot of fun, but maybe not half as much as 92

MOTORING WORLD | DECEMBER 2019

Alan’s way of measuring holiday weight is genius. ‘Honey, I think we’ll need those Ohlins for the diet...’

taking the long way home on it! Yet at 11,990 Euro (` 9.46 lakh) in Germany incl. 19 per cent tax, the 890 Duke R is a lot of bike for the money — okay, it’s at the upper end of the middleweight category, but it’s well priced against the 1000cc bikes it competes with on performance. ‘We think this bike is for an intelligent rider who doesn’t have the biggest ego, who realises that power to weight is more important than throwing down 180 horsepower on

the bar at night,’ says Sinke. ‘We call it the Evil Twin!’ Evil is as evil does, and the key to the 890 Duke R’s significant dose of extra performance isn’t just the various engine mods KTM has concocted to stay ahead of its rivals, but its lighter weight which besides improving acceleration, also makes the bike so much fun to ride hard on in twisty stretches of road. The KTM switches direction almost on autopilot — its handling is so precise

Old Pulsar fuel cap is a facepalm moment, really...

Components may be simple, but they’re top-notch

We’ll be seeing a lot more of these on future KTMs

and intuitive it seems you need only think about making a turn, and the 890 Duke R has gone and done it for you. The overall ride height has been increased by 15 mm, and this improves the anti-squat behaviour, because the swingarm is more in line with the drive-chain, so the bike doesn’t squat down as much as before at the rear under hard acceleration. It also means the riding position has been subtly altered so you’re now sitting 15 mm higher at 834 mm, and thanks to the new flatter handlebar you’re leaning further forward in what is a sportier riding position than on the 790, with the footrests also moved back a little. This isn’t any more tiring than before, just definitely more sporty-seeming — you feel even more involved with the bike physically, and that’s one

reason for the intuitive riding style I mentioned earlier. I started out using Street mode out of the four available via the RBW digital throttle, before switching to the sharper but still controllable Sport map — there’s also a Rain mode capped at 100 bhp with a smoother pickup, and an optional Track mode for track days with launch control, MTC slip adjust, revised mapping and throttle response, and the antiwheelie turned off. But I ended up using Street for most of the day as better for real-world riding in traffic and on tight, twisting mountain roads, switching to Sport when the road opened up so I could be more aggressive on the throttle. That compact engine format and the sharper sense of purpose you get riding this bike compared to the 790 makes it feel like a single in the

... power to weight is more important than throwing down 180 horsepower on the bar at night

DECEMBER 2019 | MOTORING WORLD

It encourages you to brake later and accelerate harder...

MOTORING WORLD | DECEMBER 2019

way it steers, but like a maxi-twin in terms of power and torque. And those magnificent brakes which deliver so much feel and great bite without being snatchy, are just the icing on the cake. The only place that hard-riding Sinke pulled a gap on me with his 1290 Super Duke R was up a long, quite steep 2-kmlong climb where the bigger V-twin’s extra cubes and added punch won out. Elsewhere, the more agile, more nimble 890 Duke R was the bike to be on, especially once we got to tight

mountain turns where the sweetsteering twin that thinks it’s a single won out every time in handling terms. The 890’s appeal is mainly about power-to-weight ratio and its more agile handling compared to a physically bigger V-twin — not just KTM, but any other manufacturer. It encourages you to brake later and accelerate harder after flicking the bike through a turn. You’re aided in doing that by the new Michelin Power Cup II tyres which, according to Sinke, are much lighter than any

comparable previous tyre from the French manufacturer. These tyres were truly impressive in the way they gripped, and I also doublechecked how quickly they warmed up from cold, previously a weak point of Michelin street rubber. Not any more — these were always ready to be ridden hard on after the first kilometre of use after stopping for lunch or photos. Job done, Michelin — it must be a payoff from your MotoGP involvement! Plus the reduced unsprung weight obtained by those lighter tyres and especially the Brembo brakes allows the fully-adjustable WP suspension specially developed for the 890 Duke R to deliver optimum compliance in riding as aggressively as you like. The new KTM also rode the copious bumps on degraded frost-ravaged tarmac up in the Salzkammergut mountains really well — ride quality overall is excellent for an unashamed sportbike. KTM’s engineers have successfully tackled the hardest task in twowheeled development by improving

on what was already a marketleading motorcycle. No less an authority than Jeremy McWilliams, one of the test riders involved with the project from the start and was responsible for the final mapping of the Keihin electronics, concurs. We were racing against each other at the Goodwood Revival a couple of weeks before I flew to Austria to ride the 890 Duke R. ‘You’ve got a treat in store,’ said Jezza as we sat together waiting for the pre-race riders meeting to start. ‘It’s nearly everything you could look for in a real-world road bike — it’s light, slim and fast, plus it feels very refined. We put a lot of time into getting the engine characteristics just right, and I’ll be surprised if you don’t like it, because in my opinion it gives the 1290 Super Duke R a serious run for its money as the best bike in the KTM range and a candidate for being the best real world performance bike money can buy. Have fun!’ Know what? He’s right — and I did! ■

KTM 890 DUKE R POWERTRAIN Displacement Max power Max torque Transmission CHASSIS Type: BRAKES F/R

890cc, parallel-twin 119 bhp@9250 rpm 10 kgm@7750 rpm 6-speed Steel frame, engine as stressed member 320-mm twin discs / 240-mm disc

TYRES F/R

120/70 ZR17 / 180/55 ZR17

DIMENSIONS L/W/H (mm) Wheelbase Ground clearance Seat height Dry weight Fuel capacity

NA/NA/NA 1482 mm 206 mm 834 mm 184 kg 14 litres

PRICE

` 9.46 LAKH (excluding duties)

DECEMBER 2019 | MOTORING WORLD

TANK SLAPPER R OYA L E N F I E L D D E S E R T STO R M , JAWA & B E N E L L I I M P E R I A L E 4 0 0

There is more than one. And they ride motorcycles, too By Aadil Naik Photos Kaizad Adil Darukhanawala

MOTORING WORLD | DECEMBER 2019

wo years ago, Kartik wrote a column on why women would make just as good, if not better, motorcycle riders than men. It’s an opinion that resonates strongly with me. Okay, I’ll be honest, perhaps I’m a little biased here; I have friends from both genders, and since I like riding I want to be able to ride with all of them. And while the classic reasons (weak excuses?) of strength, weight and height are merely symptomatic, I believe the root cause has been one that is common to most womens’ issues — perception and patriarchy. Kartik wrote in that column, ‘... a rider is always on display, and a woman on display is not a very becoming thing as the world would have us believe.’ It challenges the status quo that men have settled and accepted as fact. Well, to quote Bob Dylan, the times, they are a-changin. This story isn’t about women riding, though — heading out on any given Sunday provides enough evidence that they are — but about the vehicles at their disposal. In my experience, I see most of them on Royal Enfields and, of late, Triumph Bonnevilles. Why, though? I remember the first Bajaj Pulsar and its ‘definitely male’ ad campaigns. Motorcycle marketing is almost exclusively male and who can ignore the strongly male connotations of riding a Royal Enfield? Where is the bike aimed at — or at least marketed to — women? None exist in India so far, so I took three ‘manly’ examples and dropped them in the hands of three women to see what they think. Because if the mountain will not come to Muhammad, Muhammad must go to the mountain. The Royal Enfield Desert Storm has been around for a very long time. Bearded and tattooed men are intrinsic to its definition. A definition that has been built over the years. The Jawa and the Benelli are relatively new, though, but do little to change their image to one of greater inclusivity. None of that deterred the three women, though. Prianca

DECEMBER 2019 | MOTORING WORLD

Turns out, I still donâ&#x20AC;&#x2122;t understand women because all three wanted to take the Benelli home

MOTORING WORLD | DECEMBER 2019

is an old friend who I met on a ride. She currently rides a Triumph Bonneville. Her introduction to motorcycles was a trial by fire — she learnt to ride on that 220-kg British twin. Today, she’s more than adept at it and also joined me for the 2019 Pune Off-Road Expedition a few months ago. Pooja, on the other hand, got into riding because of a boyfriend who took her around on a Yamaha RX 100. Fast forward to today, and she’s got a Triumph Street Scrambler. And Vaidehi’s been blasting around on a Bonneville, too, and (occaionally) a Royal Enfield Himalayan. I was curious as to their decision process while evaluating bikes for purchase. How did they end up with what they had? Turns out, all they really looked for was ‘how it fit’. This surprised me a little because all three of them

understood the technicalities of a motorcycle and riding quite well. Anyway, background stories aside, they took less than 10 minutes to get comfortable with the bikes and keep good pace. We rode through a multitude of conditions, from the crowded city centre to some hills at the edge of the city. Everyone unanimously found the Desert Strom just okay. They described it as way too vibey and uncomfortable, with awkward riding dynamics and being cumbersome to handle. Even Pooja, who’s taller and stronger than the average Indian man, couldn’t bring herself to like it. I guess that really does write off the Enfield. They didn’t care about its macho image, just that it wasn’t a great bike to ride. But it was the Jawa and the Benelli that were a bit more interesting. All three

unanimously agreed that the first gear on the Jawa was too short. But it was thoroughly enjoyable to ride once it got up to speed. ‘The brakes are so good’ was another common comment. And surprisingly, no one seemed to mind the stiff suspension (that means I’m the one who’s gotten old because I find it terrible). They like the low seat height and its ease of handling. So based on this, I thought the Benelli would be a lot less appreciated. Turns out, I still don’t understand women because all three wanted to take the Benelli home. Why? Well, they felt it had the smoothest power delivery with no sudden lurches, and the most comfortable riding position. It also shattered the belief that women will trade seat height for everything else, because even though the Benelli is taller than the Jawa, the rest of the DECEMBER 2019 | MOTORING WORLD

package was better. It was the most ‘chuckable’ of the trio and everyone had a good old laugh riding it hard, on tarmac and dirt. A lot was also said about how clear and legible the instrument cluster was. And at the end, the Benelli was the one everyone went back to. Oh, and you know what? No one spoke about looks. Not once. That’s not common when a Jawa is present. All that mattered was the way the bikes ride. The functional aspect of it, because that’s what translates into a better experience. And now that I think about it, that’s the complete opposite of all the men I’ve ridden with. Visual appearance makes up a massive part of a motorcycle’s appeal (I’m party to this, too) and long-drawn arguments are had over it. What

100

MOTORING WORLD | DECEMBER 2019

does all this tell us, then? Have women evolved to become purer representations of riding? Have men given in to vanity when it comes to motorcycles? And, importantly, what are manufacturers doing about this untapped potential? Of late, my interactions with female riders has led me to believe they are more serious, focussed and committed than their male counterparts. They have to be, as the stigma that follows women riding is far from dead and the only way they will be ‘allowed’ into this club is when they more than prove their competence, many times over than is required for men. And even then there is a subliminal patronising that greets them. This has, fortunately, resulted in riders that are there because they really want to be there. Determined,

adamant and ready to stick it to the arrogant. They are aware, knowledgeable and skilled. They are not damsels in distress. They are independent and don’t fall prey to peer pressure. They are there for the pure joy of riding — nothing more and nothing less. And don’t get me wrong. They aren’t looking for ‘feminine’ bikes. They couldn’t care less about pink paint schemes and butterflies (which, naively, seems to be the universal shortcut to market anything to women). But riding dynamics and fun, minus the fluff. Doesn’t that actually make them easier to sell to? Where are the bloody bikes for them, then? ■ (Don’t worry, the irony of a man writing this story isn’t lost on us. — Kartik)

he Jawa’s personality can described in one word — balanced. It effortlessly balances both form and function. The performance is just the right blend of spirited and composed, and the looks are a lovely blend of modern and retro. It’s a throughly enjoyable little thing to ride hard, and while it is nothing like my Street Scrambler, it’s a fantastic alternative to it. Pooja Shah

t’s been a while since I rode a Royal Enfield. It exudes this ideal classic personality — simple, solid and rugged. Apart from a small niggle with the gear shifter (I had to apply more pressure on the lever than usually necessary when shifting from first to second), I liked the stable and solid ride it provided. I also liked the somewhat muted puttering of the stock exhaust. Vaidehi Patil

he Imperiale 400 was what I got instantly comfortable with. I was apprehensive about the seat height, but the light and easy handing, fantastic suspension setup and refined engine more than made up for it. It is a really fun bike to ride and feels punchy enough even in traffic, and I kept coming back to the Benelli. A part of me wishes I could trade my current bike for this. Prianca Gata

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SHORT SHIFT

BENELLI LEONCINO 250

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BETTER

BROTHER

The baby Leoncino eggs you to push harder

By Aadil Naik Photos Kaizad Adil Darukhanawala

’m quite happy with the latest crop of Benellis to hit our shores. The TRK 502 is a decent tourer, the Imperiale 400 is segment-leading when it comes to ride quality and balance, and the Leoncino 500 has a thoroughly enjoyable engine. I don’t remember being so fond of Benellis back in the day. Well, the younger sibling, the Leoncino 250 is here, and I have gone from having low expectations from the brand to relatively higher ones. Would this bike really impress? Can it hold its own in the hotly-contested sub-400cc space? And is it a bike that can be viewed as something more than a smaller, cheaper, less powerful Leoncino 500? As far as the visual appearance goes, there’s no escaping it. Benelli

took a 500, put it on a diet, and the Leoncino 250 was born. That’s no bad thing, honestly, as the Leoncino 500 is a pretty bike. In its 250 guise, I think it’s actually prettier. I’m sorry to say this, Benelli, but the elder sibling just looks a bit porky. This one, though, is lithe and graceful. The reduction in width makes it look a little taller, too. And isn’t that what an Italian looks like? The headlight is very neoretro, with the LED crown bordering the top half. And I’m glad that the bike got the Benelli lion figurine on the front fender. The alloy wheels have a narrow-spoke design and coupled with the petal-disc, they look fantastic. Minimalist and very stylish, which I adore. The fuel tank is a smooth, upward flowing

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Clear and legible, displaying all you need to

curve, with a shallow depression on either side that houses the Benelli logo. Just underneath, is a decal proclaiming ‘Duecentociquanta’, which literally translates to — you guessed it — 250. I really liked this touch, too. The bench seat flows seamlessly backwards from the tank, and the exhaust has a slight rounded-rectangular shape to it. Up at the rider’s view of things, the display is monochrome, but might be one of my favourites. It is clear, legible and the information you need (like the tacho and speedo)

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Only the brake gets an adjustable lever

is large and prominently displayed without distractions. It also gets an adjustable front brake lever, though I can’t understand why the clutch lever was ignored. The left hand is just as unique as the right, Benelli. Anyway, stand back and view this whole package wrapped in deep red as it absorbs the early morning sun, and it just feels right. It feels beautiful and isn’t overdone in any way. It is Italian design doing what it was always meant to — stop your breath. And it gets better. As I got on and kicked back the side stand, it was

End can looks good, and sounds even better

immediately apparent this was a far lighter bike than the big brother. The engine comes to life with a throaty and slightly bassy exhaust note before settling into a deep raspy idle. The clutch pull is light and the gear shifts are seamless. And it has the gift of being the type of bike you can get instantly comfortable with before you exit the parking lot. You don’t often come across a bike that encourages you to have an entertaining ride the way the Benelli Leoncino 250 does. And no, it isn’t the engine that does this (that’s the

The motor is smooth and very forgiving

500’s forte), it is the handling. The chassis is superbly balanced and the weight distribution (something older Benellis were notorious for getting wrong) is spot on. The combination of the wheelbase, trail/rake angles and wide handlebar result in an absolute peach of an experience. Oh and, the Metzeler M5 tyres help, too. The bike dives into corners with confidence and stability, and quick direction changes don’t unsettle it at all. Every turn seems to convey that you haven’t

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Open the throttle all the way, even mid-corner, and it won’t result in scary moments turned as hard or as quickly as you could, and the Leoncino 250 does it in a way that exudes safety and positivity. I absolutely love the way it handles and I think that is its defining trait. Stopping is a little iffy, though. The bite is there and you will shed speed rapidly, but the feel is wooden. And the suspension is a mixed bag of feelings. It is stiff. KTM 390 Duke stiff. That means hitting potholes and bumps will result in huge protests from your spine and teeth. I lost grip on the handlebars a couple of times because of it. But, then again, it is this stiff suspension that translates to such a thoroughly enjoyable handling experience when 106

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the roads do get better. You get used to it pretty quickly, though, but the jury is still out on this one. The other thing that takes a little getting used to is the engine; 25 bhp isn’t class-leading performance, but the Leoncino 250 has it spread out very linearly. The torque is a lot more impressive, coming in very low in the rev range. It doesn’t come on as a spike or bubble, and you will almost mistake it for being non-existent. But a twist of the throttle gets the bike picking up pace comfortably — even uphill — so you know it’s there. This linear characteristic has a huge advantage when it comes to building

confidence. Open the throttle all the way, even mid-corner, and it won’t result in scary moments. My personal favourite use? Keep it at half throttle through a turn (just so you can hear the exhaust note getting ready to go full braap), crank it all the way on the exit, and hear the combustion orchestra hit the crescendo as it emanates from the pipe. It’s glorious. Unfortunately, it still has a snatchy on/off throttle transition, which is an issue that seems to plague most Benellis even today. It is the one chink in an otherwise capable armour. So, does the Leoncino 250 make sense? Kind of. Is it a baby 500?

Besides the looks, not really. While the big fellow is all about outright grunt, this one is about handling. That said, I think I can keep pace (if not go faster) than the 500 on this just because of how much confidence that handling brings. But it is its own bike, that’s for certain. It is a good machine, but the real test is whether people think it is worth the asking price. It is far more expensive that the competition, and while they might not be as good, they are pretty close. It will eventually boil down to what I personally call the ‘Rolls

Royce question’. Is the Phantom a better car than the MercedesBenz S-Class? Of course. Is it ` 5 crore better? Probably not. I think the Benelli Leoncino 250 is a bike for someone who isn’t looking for outright speed, but for a complete package. And it is for someone who ascribes a monetary value to a brand name and a premium tag. I know a bunch of people like that personally and I know a lot more exist who can comfortably afford it. But the only way they will, is if they ride it. Because once they do, they won’t settle for anything else. ■

BENELLI LEONCINO 250 POWERTRAIN Displacement Max power Max torque Transmission

249cc, single 25 bhp@9250 rpm 2.14 kgm@8000 rpm 6-speed

CHASSIS Type

Steel trellis

SUSPENSION (F/R) BRAKES (F/R)

41 mm USD fork / Monoshock 280 mm single-disc / 240 mm single-discc

TYRES (F/R)

110/70 R17 / 150/60 R17

DIMENSIONS L/W/H (mm) Wheelbase Ground clearance Seat height Kerb weight Fuel capacity

2030/840/1115 1380 mm 170 mm 810 mm 162 kg 12.5 litres

PRICE

` 2.50 LAKH (ex-showroom)

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LIVING LIFE ON TWO WHEELS, MONTH AFTER MONTH. AFTER MONTH

HERE COMES THE BOOM!

FINALLY, THE CONTI GT GETS THE SOUND TO MATCH ITS LOOKS

Free. That’s what the Continental GT 650 feels like after fitting a pair of Greasehouse Growler exhausts on it. And loud, of course. And light, too. Essentially, all the good things that can happen to a motorcycle have come about after ditching those massive stock dumbbells. The Greasehouse pipes are stainless steel with aluminium ends and tips, so the problem of the pipes rusting is gone, too. I paid roughly ` 13,000 for them including shipping and whatnot, and they reached me in just a handful of days. The pipes took me about 45 minutes to replace, most of which went in removing the stubborn stock units. The new ones went on in about five minutes each. I also found out that both new ones together weigh less than a single stock pipe. After they were on, I turned on the bike and immediately switched it off. 108

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dyno-tested the pipes and they provide a claimed 8-bhp increase in power. That’s no small number, eh? But can you feel it? Frankly, I don’t care. Plus thanks to the stock tyres, I can’t really tell. You see, the Conti now spins its rear tyre far harder and longer under full-bore acceleration, so it’s impossible to tell if the pipes have made the bike quicker or faster from a standing start. But I can tell you that the bike is now way quicker and faster once past 100 kph. I still have to drag race it against the Interceptor to compare, but I think it’ll fly away from its stock-exhaust-carrying sibling. However, the biggest change has been in terms of riding feel, and that’s what really matters. Unless you’re a bench racer, of course. The reduced weight is the biggest benefit and the Conti now feels far lighter to throw around. Mind you, it’s still a heavy bike, but less heavier than it used to be, and that’s always welcome. Then there’s the sound. Through town, I take care not to be rude with the throttle so as to not be a nuisance. However, on the 45-km highway part of my total daily commute, the pipes can sing and add a new aural dimension to riding the Conti GT. Even if it didn’t weigh less or be faster, I’d still buy these pipes for the bike. To sum it up, as a friend said after riding the bike, ‘Now it’s feels like a proper cafe racer.’ Amen to that.

Want instant gratification? Get. These. Pipes. Now

The Greasehouse pipes come with five different sound settings, and the one with the rounded ends was too loud for any decent human being to ride with in public. So on went the extended tips which, while still louder than stock, are acceptable around women and children, as long as you keep the throttle open just a crack. So, with the DB killer and the extended tips, I’m running the quietest setting possible; Greasehouse has

LOGGING IT OUT ROYAL ENFIELD CONTINENTAL GT 650 > Lightens you by ` 3.37 LAKH

(on-road, Mumbai)

> Lived with Kartik > Odometer reads 4016 km > Drinking habits 23 kpl @royalenfield #MotoringGT650

NATURE’S BASKET

THE XPULSE IS RIGHT AT HOME IN THE WILD

can take you as far away from tarmac/ concrete as possible. So, when I found myself riding along the side of a gentle hill, looking down at the traffic, I couldn’t help but realise that no other motorcycle in my garage can do this. Okay, maybe some can, but not this easily. The XPulse very comfortably shrugs off nature’s obstacles, almost as if it’s tossing things in a basket at a shopping mall. Rock? Check. Log? Check. Stream? Check. Dirt? Check, check, and check. I can get used to this. Actually, I think I already have.

LOGGING IT OUT Okay, so I haven’t ridden the XPulse all that much. Other test bikes and the Conti’s new pipes have ensured that. However, on the handful of occasions I did take the XPulse out, I was gone for hours, riding through trails with only my camera for company. And I had so much fun, I ended up taking only the photos you see here. The check-engine

SEAT OF THE PANTS

THE INTERCEPTOR IS STELLAR, BUT THAT SEAT...

light has been on since I got the bike, but it’s probably just a tripped sensor because the bike is running fine. Might get it looked at, might not, though I probably should. Who cares when the XPulse does what it can? Honestly, I am no off-roader and I don’t think I ever will be. However, even I can appreciate a motorcycle that

Before I begin, yes, it’s me, Pablo — I’m back at Motoring. Now that that’s done with, I’ll continue. One of the first things I did upon my return was to requisition a motorcycle, since it had finally stopped raining in Mumbai. The Interceptor seemed ideal, so I found my way to young Aadil’s residence, collected the bike and pottered off with it. The Interceptor felt right at home in Mumbai. I had imagined that it would be a little grumpy, but that certainly wasn’t the case. The bike was perfectly happy to crawl about in fender-to-fender conditions; the only displeasure it displayed eventually was the heat coming off the engine which warmed my thighs without quite cooking them. On the rare occasion that I found a reasonably open stretch of road, the bike took off with a satisfying surge of power and a thrummy exhaust note. I’ve been commuting on it for a bit and it’s been fun. I did want to go on a long ride with my partner, and we were all set, but then I realised that the seat was off its

HERO MOTOCORP XPULSE 200 > Lightens you by ` 1.28 LAKH

(on-road, Mumbai)

> Lived with Kartik > Odometer reads 1048 km > Drinking habits 38 kpl @heromotocorp #MotoringXPulse

twin, the Continental GT (Kartik had effected this switch, for reasons known only to him), so unless she was willing to sit on the rear mudguard, a long twoup ride was out of the question. All the moisture in Mumbai’s air hasn’t been kind to the crankcase covers which are pitted, but that should be set right with a round of polishing. Other than these niggles, the bike is in good shape, and as a way to return to regular riding, it’s been a very pleasing steed. I suspect it will have to be pried out my hands.

LOGGING IT OUT ROYAL ENFIELD INTERCEPTOR 650 > Lightens you by ` 3.12 LAKH

(on-road, Mumbai)

> Lived with Pablo > Odometer reads 5494 km > Drinking habits 21 kpl @royalenfield #MotoringInterceptor650

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COCOONED AND SHELTERED, THIS IS THE FOUR-WHEELED DEAL

TALL BOY IT SEEMS THE ALTO HAS HAD A VERTICAL GROWTH SPURT, AND THAT’S GOOD

I like small cars and it doesn’t get much smaller than the new Maruti Suzuki S-Presso, so naturally I called dibs on it when it arrived. To sweeten the deal, it’s the AGS (Maruti-speak for AMT) variant. If you’ve read Kartik’s first drive report, you know most of what you need to, but there are a few things I’m keen on understanding better, and discovering more about. The ground clearance is obviously fantastic, so I don’t have to worry about scraping it anywhere. Also, unlike the Alto, thanks to the increased height, when you pull up next to an idiot to tell him/her off, you aren’t speaking to their waist, but rather at face level. The suspension itself is quite comfy, too. I expected it to be bouncy, due to the low weight, but it’s not really. Even body roll is relatively (stress on ‘relatively’) within check. And the car gets up to 80-100 kph quickly. Inside, it is cramped. There is no cluster in front of the driver, with the centre console providing all the needed information. You get used to it quickly

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door handle when I turned the steering wheel (quite irritating). Overall, though, it’s a tiny car that drives decently well and that’s what matters. I’m interested in really putting its efficiency to the test over the course of the next few months, and more importantly, to see how well it ages, because Maruti Suzuki cars tend to feel old very soon. I’m not a huge fan of how it looks, but I think it’ll grow on me. Well it replace the hole the Ignis left in my heart? Probably not. But I intend to give it a shot, nonetheless. Clean and impressive centre console

enough, and I love that Apple CarPlay has been included in a car at this price point. But there is no height adjustment for the seat (which I understand) or the steering (which I don’t understand). There’s no escaping the fact that it is a small and cramped cabin. So cramped, that my right elbow kept hitting the

LOGGING IT OUT MARUTI SUZUKI S-PRESSO > Lightens you by ` 5.74 LAKH

(on-road, Mumbai)

> Lived with Aadil > Odometer reads 974 km > Drinking habits 19 kpl @@MSArenaOfficial #MotoringSPresso

BREAKING NIOS THE HYUNDAI HATCH IS OFF TO A ROUGH START WITH US What do you get when a truck, a stupid motorcyclist and a helpless Hyundai cross each other on a crowded street? A long gash on the Hyundai’s rear, that’s what. I was in office one day, when Aadil walked in with the bad news. The aforementioned stupid motorcyclist veered into said truck’s path leaving the latter nowhere to go but into the back of the Hyundai. It was the biker’s fault, everyone agreed, although it was yours truly who got saddled with a brand-new car that looks like Wolverine’s had a go at it with a single extended claw. I hope to get it fixed soon. Anyway, from the first time I drove the Grand i10 NIOS, I knew it’d be near-perfect for my use. The compact size lets me manoeuvre into parking spots with ease which is great; with bigger cars, my parking-spot searches become mini-commutes by themselves. And even though I liked the

frugal-yet-fun diesel better, I do appreciate this petrol’s smoothness, and it’s even got a decent turn of speed. Even though these days it’s impossible to cruise at more than 120 kph because of the infernal speed-warning beeps that are now standard on all new cars. I’ve only tanked up the NIOS once so far, mostly because I’ve been busy with bikes all month. And even though I’ve been fairly ham-footed with the throttle, the NIOS has still returned a shade over 14 kpl which is quite something. This BS VI thing does work, it seems. Also, whoever has sat in the car has been impressed by the interior’s quality. As a motoring journalist, I pretty much take for granted that Hyundai’s quality levels are second to none, but it’s nice to see non-journos’ rather positive reactions, too. Especially after each one gasps the question, ‘Oh, no! What happened to the car?!’

Wireless charging plus four slots

LOGGING IT OUT HYUNDAI GRAND i10 NIOS > Lightens you by ` 8.39 LAKH

(on-road, Mumbai)

> Lived with

Kartik

> Odometer reads 1034 km > Drinking habits 14 kpl @HyundaiIndia #MotoringNIOS

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BACK HOME A VERY LONG JOURNEY ACROSS THE COUNTRY LATER, THE VENUE HAS RETURNED TO THE URBAN JUNGLE The Hyundai Great India Drive took us across the breadth of the country. Literally. We started off in Gujarat, and went all the way to the East coast, to Vishakapatnam, before driving back to Mumbai. By now, you would’ve read two features about that trip, so you should be well acquainted with the Venue’s long distance manners. If you aren’t, it can be summarised in a single word- fantastic. But it’s back now, resuming duties that involve spending copious amounts of time stuck in traffic. Being stuck in trafficin the city that ranked the worst in the world to drive- has made me appreciate the finer details of the Venue. The infotainment screen, for example, is very legible even under direct sunlight. And it is positioned at just the perfect height that doesn’t need you to take your eyes off the bumper of the car ahead of you. And the dead pedal position- something that doesn’t get enough attention- is spot on for a person my size. Besides this, the

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A clean and uncluttered cabin with great all round visibility is severely underrated

visibility from the driver’s seat is about as good as it gets, unless you decide to get rid of the A and B pillars of the car. And finally, a light steering and clutch means I don’t feel the need to amputate my left leg after every journey. Does all of this make Mumbai’s traffic bearable? Of course not. I’ll still curse and rant all the way. But it does make it slightly more liveable. Atleast I’m not breaking down into tears anymore.

LOGGING IT OUT HYUNDAI VENUE > Lightens you by ` 12.48 LAKH (on-road, Mumbai)

> Lived with

Aadil

> Odometer reads 6432 km > Drinking habits 14 kpl @HyundaiIndia #MotoringVenue

‘BAR TALK

GAME OF THE NAME I

t must be difficult for a manufacturer to name a motorcycle. To design, test and then productionise a motorcycle, that’s a process driven by engineering data and marketing objectives. I imagine, at some point in that process, everyone stops and goes, ‘But what do we call the thing?’ Probably at which point, a self-sure MBA degree steps up and convinces everyone to call it something like Dojo or Mominar. Tough, indeed. It’s probably why motorcycle makers usually stick to safe and proven ways of naming their bikes. Alphanumeric names sound like codes. Everyone loves a goodsounding code and the bike makers know this. You could stick ‘YZF-R1’ on a nuclear missile and it wouldn’t look out of place, and that works especially well when you’re making two-wheeled weaponry. No one argues with numbers and bike makers know this, too. Ducati’s iconic 916 was named simply after its cubic capacity. But I suspect calling it the Diavel may have annoyed the Vatican a bit. Which reminds me, proper names can work, too, even if by trying too hard. Take the Hero (Honda) Splendor, for example. Essentially a stylised version of the proven CD 100, there was nothing particularly splendid about it. But everyone still wanted one for what it was — a solid no-nonsense 100cc motorcycle — and that led it to become the world’s largest-selling spelling mistake. Some names are fortunate enough to end up on the right motorcycles. And so followed 114

MOTORING WORLD | DECEMBER 2019

KARTIK WARE @kartik46

Passion, Glamour, Ambition, Shine, Dream and whatever else Hero/ Honda thought Indian masses needed to read on commuter bikes. Names of places work, too. Bonneville is a prime example, as are Panigale and Himalayan, all for reasons that are close to Triumph’s, Ducati’s and Royal Enfield’s respective hearts. Sometimes, a manufacturer may be heartwarmingly honest, if not always. For example, Harley-Davidson should stick ‘Fat Boy’ to all its motorcycles, but it doesn’t. It got the Livewire’s name delightfully right, though.

Alphanumeric names sound like codes Names that evoke imagery of warriors, wildness or general rudeness are also popular. We had Shogun, Samurai, and Shaolin from TVS-Suzuki in the past and we have Ninja and Apache today from Kawasaki and TVS. The Intruder and Interceptor don’t belong to any one class of warrior, though, aiming to generally offend as many people as they can. On occasion, a few impassive names come along and change everything as Bajaj and KTM have proved; the Pulsar is named after a neutron star, while the Duke is some sort of secondary-level

royalty. The animal kingdom, real or imagined, can’t escape either. From the Tiger and Hayabusa to the Unicorn and Phoenix, bike makers have had a go at them all. A lot of the names above are dug out from the past, too, like the Interceptor. Ironically, it got intercepted by Honda’s VFR800 Interceptor in the USA and is sold as the alphanumeric INT650. It’s probably karma from when RE prevented Triumph from selling its Thunderbird in India. I think RE should’ve just rebadged the Interceptor for the USA; Obstructor, Confronter or Interruptor could’ve been options. Or it could’ve just stroked the master and called it the Bullet 650, rewarding that longserving (and long-suffering) name once and for all. In the solar system of motorcycles, names revolve around a giant ball of mostly-questionable intent mixed with luck. Like motorcycles themselves, their names are subjective, too, and since there is no lack of words and contexts in the world, the possibilities are terrifyingly endless. However, I doubt we’ll ever see a ‘Proliferator’ or a ‘Voyeur’, so we can be sure that reality is thankfully limited. Sure, a great name may not sell a motorcycle, but it helps. Beautiful, powerful and emotional things like motorcycles deserve suitable names. You’re more likely to dream about a Fireblade than a CBR1000RR-R, right?

[kartik.ware@delhipress.in]

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