Category: Auto

Car Brands That Redefine Luxury

Automobiles have long been a symbol of wealth, with even the simplest of cars being the objects of pride. Over the years, the industry has evolved from limited and niche brands to full-blown luxurious pieces of art. While cars became available to the public and hence lost their exclusivity, car brands rose to make their products even fancier, even better and even costlier.

Luxury cars have always been kept apart from the general category, as a castle separates the king from his people. They have also been called special names– ‘auto di lusso’ in Italy or ‘voiture de luxe’ in France, both meaning luxury cars. The Germans call them Oberklasse which directly means “upper class”.

Many car brands across the world manufacture models across multiple segments. Automobile giants like Volkswagen and General Motors even have plants worldwide. In order to segregate the luxurious cars from the mass-produced models, many car brands often choose to sell their luxuries under a different banner. This has led to Toyota forming Lexus and Nissan forming Infiniti, among others. Even popular brands like Citroen, Ford and Geely have DS, Lincoln and Volvo respectively.

However, car brands have always competed to extend their luxuries to as many segments as possible, creating further division in luxury cars.

  •  There are entry-level luxury cars, also known as Premium compacts. These became popular in the mid-2000s after European manufacturers introduced a cheaper alternative to their bigger luxury cars. Some models in this category are the Audi A3, Mercedes-Benz GLA, BMW X2, Lexus CT2000h and the Volvo C30. These cars might be smaller than their executive siblings, but they’re at par in luxury.
  • Then come the compact luxury cars that are also smaller than their executive siblings and can also be called compact executive cars. It includes Alfa Romeo’s Giulia, Tesla’s Model 3 and the Infiniti Q50, among others.
  • The Executives are bigger than the prior two and act as a gateway to ultra-luxury. Executive car is a British term for an automobile larger than a large family car. Jaguar XF and Volvo S90 are some examples in this segment.
  • Germany’s Oberklasse segment and Europe’s F-segment are reserved for full-size luxury sedans. Most of them are flagship models of the company and feature the newest technology that the car brands have to offer. Also called luxury saloon or luxury limousine, these include the BMW 7 Series, the Mercedes-Benz S-Class, the Lexus LS and the Porsche Panamera, among others.

  • The Ultra-luxury segment is reserved for the elite, with all cars costing well above the Rs 10 crore mark. Here car brands offer models that will focus primarily on offering as much luxury as possible,making almost each piece unique to  its owner. Names like the Rolls-Royce Phantom, Maybach 57 and the Bentley Arnage are enough to tell people one thing: You got deep pockets.

These are the car brands that will help you redefine luxury. Each car falling under this segment has not only been manufactured to carry its passengers, it has been made to set standards of luxury and style.

Electric Cars: The Luxurious Future

Electric cars have gained global recognition over the years, due to the rapid depletion of fossil fuels and the ever-rising demand of personal cars. While it has become important for manufacturers to look for an alternate power source, they’re also looking at adding luxury to the segment.

Electric cars are considered to be the future of the automobile industry, mainly due to their practically unlimited potential. When Mahindra came up with REVA-I for the Indian market, it went quite unnoticed because of its small, diminutive structure, cramped and awkward seating position, and an all-electric drive. This was the first stint of an electric car operating in India. However, the international market is seeing a flooding of electric car across multiple segments, with luxury cars getting special attention.

Tesla’s range of fully electric cars have paved the way for other manufacturers since 2003. The Model S, Model 3 and Model X are some of the most iconic models from the company, while Elon Musk recently confirmed that Tesla’s five-seater Model Y is set to be relaunched as a seven-seater version this year.

The company is also the manufacturer of the Tesla Roadster, which is the quickest car in the world. Its latest addition, the Cybertruck promises to revolutionize the world of pickup trucks, merging it with the luxury segment.

Image: Tesla

 

Though Tesla is widely regarded as the pioneer and most successful electric car manufacturer, it hasn’t dissuaded other manufacturers from trying. Jaguar became the first mainstream manufacturer to break Tesla’s monopoly at high-end luxury SUVs. The Jaguar I-Pace, whose base models sells for Rs 50 lakh while the top trim demands Rs 61 lakh, offers outstanding performance coupled with unmatched luxury. Hyundai too tried their failsafe i20 chassis, giving it the name Hyundai Kona. Indian brands were not to be left out either, with giants like Tata and Mahindra coming up with a fleet of EVs of their own.

Image: Jaguar

Along with Indian conglomerates, international manufacturers have also invested their resources in the research and development of fully electric cars. Porsche’s first-ever electric car, the Taycan is a four-door grand tourer that borrows the looks of a Panamera, but is a whole another deal in terms of performance. Even after being the first electric car of the company, it gets a befitting price range of Rs 1.1 crore to Rs 1.4 crore for the Turbo S version. BMW also has its share of EVs, among them being the two-door sports car, the i8. It gets an additional flair of luxury with butterfly doors.

Image: Wikimedia Commons

Not to be left behind, Aston Martin has also declared its entrance in the electric car market. With an all-electric Rapide sedan that is ready for production, the company is looking to redefine electric performance and luxury. While it has not been officially announced yet, it is expected to make its way to the Indian market post launch.

Image: Aston Martin

On one hand while IC engines are the best option for cars at the moment, the possibility of a completely electric future of automobiles in India does not seem bleak anymore. Coupled with the ambitious plans to make India an all-electric nation by 2030, we might be looking at the next revolution in automotive history.

 

Half of 2020 just drove by – Impacting the Automobile industry

It looks like the whole world is under a crunch right now and the automobile industry is equally shook. Being ‘not an asset anymore’, cars are more of an economic burden on the buyer, considering the current scenario. Let’s take a look at what this means for the automobile industry.

The maximum adverse impact of the pandemic can be seen in the following industries:

  • Travel 
  • Tourism
  • Hospitality 
  • Financial Markets
  • Automotive 

The impact on Indian Car industry 

While on the buyer’s side, financial crunch will be a problem, on the business side, the supply chain will be heavily affected. A large amount of raw materials are sourced from various regions and one of the biggest suppliers is China. The Coronavirus crisis has seriously impacted the process of car making. Therefore, there’s not just a problem with demand but supply as well. The complete impact will only be known once the ‘new normal’ becomes regular and the economy starts taking baby steps again. 

From hindered production and sloppy logistics to depleting consumer demand, the makers need to be prepared for everything that goes into making a car to selling it. Furthermore, most manufacturing plants will remain shut or will run with reduced capacity which will add to the depletion of supply. This isn’t just for India but the automobile industry across the globe will feel the negative impact of the process. Slumped demand for vehicles will be a big hurdle to overcome and add to it the environmental factors that are bound to make things worse. 

What could be the revival strategy in such a scenario?  

While one size fits all isn’t going to be possible, there are certain ways in which the automobile industry can minimise the adverse effect of the pandemic. 

  • While China will struggle to keep up it’s collaboration as far as supplying materials is concerned, other countries can pitch in for the same and replace China. India is definitely a very good contender for the same. This can be looked at as a great opportunity for India to attract business from those who are withdrawing from China. However, since global markets emphasise on quality, India will have to step up it’s hygiene and cleanliness levels at these supply plants in order to deliver world-class materials of unmatched quality. 
  • Electric vehicles have already been admired and after the environmental disaster we have been facing, the governments will push the use of EVs even more. It is time for the automobile industry to focus on electric vehicles and leverage this opportunity. 

While the automobile industry can brace itself for a whopping 40% drop in car sales this year as compared to 2017-18, it can also think of managing the crisis by devising strategies based on the changing world and economy. After all, evolution breeds success. Keep driving!

2020 on Two-Wheels | Upcoming Premium Motorcycles in 2020

2020 has not shaped up to be an exciting year for the world. All the industries like Tech, Automobile, Lifestyle and a lot more are suffering terribly due to this global pandemic crisis. Businesses are closing down, employees are being laid off and the economy is headed straight down the hill due to this virus that has created an unexpected rift in the world.

While we expected a lot of tech, automobiles, motorcycles, lifestyle products to show up in the Indian market in 2020, all of that now seems like a distant hope. It is so saddening how a virus could do all this devastation to an otherwise steadily running planet. However, people all over the world have not lost their hopes. They are staying in and countries are taking the best measures to fight this battle against the COVID-19 disease and we believe that “This too shall pass”.

On a very optimistic note, we expect the situation to end soon. Once that happens, the world will spring back to action and being normal again. Companies will start manufacturing and all that was planned to arrive will arrive, albeit in a completely different timeline. Expect a host of launches from a variety of manufacturers throughout the year and as for automobiles, we are going to see many new motorcycles. As a show of our excitement, we’ve compiled a list of motorcycles we look forward to seeing soon here in India. However, the launch times are now way out of anyone’s speculation and anything that we say here must be taken as a grain of salt for that matter.

2020 Aprilia RSV4

Italian motorcycle manufacturer Aprilia is expected to launch their sport-styled powerhouse in India soon. It’s expected to come with two engine options.

Expected Price – 21 – 23 Lakhs*

Ducati Panigale V2

After the V4’s success, Ducati plans to launch a V-twin version of the Panigale to get the numbers rolling even further.

Expected Price – 15 – 16 Lakh*

Ducati Streetfighter V4

A street-naked version of the famed Panigale V4 is going to be making its way to our shores soon! Enough said.

Expected Price – 17 – 19 Lakh*

Expected Launch – Late-2020

Honda CB650R

Following up on the launch of the CB300R, Honda now plans to bring a bigger version of their street fighter to Indian shores.

Expected Price – 7 – 8 Lakh*

Expected Launch – Mid-2020

Honda CRF1100L Africa Twin:

Honda’s legendary off-roader will be getting an update in India soon. The CRF1100L will come with a bigger and more powerful engine.

Expected Price – 14 – 15 Lakh*

Expected Launch – Mid-2020

Suzuki V-Strom 1050

Unveiled at EICMA 2019, the V-Strom 1050 gets a design language inspired from the older Suzuki DR Big.

Expected Price – 13 – 15 Lakh*

Expected Launch – Mid-2020

KTM 790 Adventure

KTM is expected to make bring quite a few motorcycles to the Indian market in 2020, one of which is the much-awaited 790 Adventure.

Expected Price – 11 – 13 Lakh*

Expected Launch – Late-2020

Triumph Tiger 900

Triumph’s venerable Tiger ADV is set to launch in India with a larger and more powerful powertrain, along with a host of other changes. 

Expected Price – 14 – 16 Lakh*

Expected Launch – Mid-2020

Honda CBR1000RR-R Fireblade

Honda unveiled the all-new CBR1000RR-R Fireblade at EICMA 2019. Expect it to hit Indian roads soon boasting power figures of 218 PS and 113 Nm of torque.

Expected Price – 19 – 22 Lakh*

Expected Launch – Mid-2020

BMW Motorrad F 900 R

BMW Motorrad is gearing up to launch its street naked F 900 R with an upgraded engine in the country soon. The company is expected to launch a touring-based version (F 900 XR) of the motorcycle as well.

Expected Price – 10 – 13 Lakh*

Expected Launch – Early-2020

*All Prices are Ex-Showroom

Quattro – Audi’s Icebreaker

There was a time when Audi used to make cars that dominated the Group B rally in the early 80s. It was dangerous. Pure adrenaline. Something that did the round was that WRC was meant for boys and Group B was for men, that was the word. And quite rightly so. For Audi, however, there was a woman, too, more on that later. In those times the oil crisis had amputated the world of motorsports, and once it was over, Group B happened with revised rules.

The Sport Quattro had phenomenal power figures and reportedly produced 591bhp in those times

Only a genius could have thought of pitching the Quattro in rally racing. It was Audi engineer Jörg Bensinger’s idea to get the Quattro technology in a high-performance four-wheel-drive car when he found that the Volkswagen Iltis could outperform any car in the snowy terrain. That was in 1977, and a few years later, in 1980 in co-operation with Walter Treser, he developed the B2 that would later be used in the rallies. Anyone who followed rallying back in the days would recall Audi’s revolutionary Quattro technology. It is safe to say that Audi’s foothold in motorsport began with the introduction of Quattro. Well, and the rest is history. Let’s catch up on that bit, shall we?

In autumn 1981, Michéle Mouton created history for being the first woman to win a World Championship run at the Rally San Remo

Quattro Domination

Audi brought out the Group B versions of the car, first the A1 and the A2 and then the revolutionary Sport Quattro. At the Monte Carlo Rally in 1981, Audi celebrated a sensational debut with Hannu Mikkola, as he overtook a Lancia Stratos within 10 kilometres of the first special stage who had actually started one minute ahead of him. Such was the dominance of the Quattro technology. Still, the WRC manufacturers weren’t convinced as they thought the extra weight and the complex system would eventually be a burden. But when the original non-Group B Quattro debuted in 1980, it immediately showed that a well-sorted four-wheel-drive system was the business. Oh well, better late than never.

The dominance wasn’t restricted to just rallying. From 1984 to 1987, Audi won thrice at the traditional Pikes Peak mountain race. Also, in 1987, Walter Röhrl became the first driver to record a time under 11-minute mark with the Audi Sport Quattro S1. They were quite good on the circuits as well. For instance, the Audi 200 Quattro won the championship at the 1988 Tran-Am series and so did the Audi 90 Quattro at the 1989 IMSA GTO in the USA. At the German Touring Car Championship in 1990 and 1991, it won two championship titles with the Audi V8 Quattro and also with the A4 Quattro in the near-series super touring cars. In 1996, the Audi A4 Quattro won championships in seven countries. Between 2012 and 2016, all-wheel-drive returned to the racetrack as the E-Tron Quattro hybrid drive system in the Audi R18 LMP1 racing car.

In Modern Times

In 1986, Audi replaced the manually lockable first-generation centre differential with the Torsen differential, which could variably distribute the drive torques. The epicyclic gear with an asymmetrical-dynamic basic distribution of forces followed in 2005. To this day, the self-locking centre differentials at Audi are continuously being further developed and are regarded as the benchmark for traction and driving dynamics with, at the same time, very low weight. If it wasn’t for Audi’s remarkable Quattro technology, we would not have gotten cars with all-wheel drive. All the credit goes to the legendary ur-Quattro car from 1980.

AMG C 43 Coupé – Review | Wild Thing

It’s not every day that one gets to climb into an AMG-powered Mercedes-Benz. For the uninitiated, Mercedes-AMG is a special division within the German manufacturer which makes specially tuned versions of standard Mercedes-Benz cars. It goes without saying then that is a recipe for some properly exciting stuff. We recently got our hands on the most affordable AMG money can buy in India to find out just has AMG-ish it is!

Design

As the name suggests, the C 43 gets coupe styling, which makes it look quite distinctive from the sides and rear. From the front, however, one can mistake it for a regular C-Class. However, that perspective changes completely once look at the ride height, which is noticeably lower than the standard car. On the sides, the frameless doors and sloping roofline give the C43 a touch of immense class. When you get to the back though, the four exhaust tips take that look a much meaner setting. From the outside, at any given angle, the C 43 AMG will get eyeballs from almost everyone on the road.

On the inside, Mercedes-Benz has infused their usual touch of brilliance. All the buttons feel tactile and well-engineered and there’s a general sense of controlled madness within the cabin. It starts off with the AMG-spec steering wheel which feels chunky to hold and is beautifully well-contoured. It does feel a little heavy to operate but that only adds to the C 43’s colossal feel. Both the front seats getting a heating option and can be adjusted to one’s specific need.

The air vents are inspired by Mercedes-Benz models of yore and the centre console at a whole feels perfectly compact. The look is finished off at the centre with a classic analogue watch, which again is that touch of elegance from the house of Mercedes-Benz. One downside on the inside is the space at back, which is slightly cramped. The infotainment system gets a large 10.25-inch display screen with Android Auto and Apple Carplay but sadly isn’t a touchscreen. Other than these small niggles, it’s hard to fault the C 43 in terms of design. In fact, it looks quite dynamic without losing out on its understatedness. 

Powertrain, Drive & Handling

This where the Mercedes-AMG C 43 really reels you in, or rather, puts you back in your seat. Flooring the throttle isn’t really an option if there isn’t an open stretch of road ahead of you. The C 43 packs a massive punch and one must be prepared to take the impact of acceleration. In terms of numbers, it gets a 3.0-litre, V6 Biturbo which produces 390 hp of power and 520 Nm of torque. This massive engine comes mated to a 9-speed automatic gearbox, called the ‘AMG Speedshift TCT’.

However, we feel that a conventional gearbox mounted in the centre would’ve been a more suitable option, rather than the one mounted behind the steering wheel, like an indicator stock. Furthermore, It has a claimed 0-100 km/hr time of 4.7 seconds and can reach a top speed of 250 km/hr! Those are some impressive figures, given that the C 43 weights a little over two tonnes.

Nevertheless, the C 43 feels solid all around and feels like it can handle itself with an amazing level of panache. Naturally, it comes with five driving modes, namely Individual, Comfort, Sports, Sports + and Slippery. Note – The Slippery mode is wetter conditions and not for drifting about like a mad man, which is what we falsy got excited about at first. That aside, the C 43 delivers on its promise of performance, with aplomb.

Verdict

If you’re out looking for a performance car that puts a smile on your face and makes a definitive statement without compromising on power; the C 43 is certainly worth your consideration.

Specifications

  • Engine: 2996cc, V6 Biturbo petrol
  • Power: 390 hp
  • Torque: 520 Nm 
  • Transmission: 9-Speed Automatic

Price: 75 Lakhs (Ex-Showroom)

Audi Q8 – Review | Quarter to 8

On 3rd March, it will be exactly 40 years for Audi since it first showcased the Quattro at the Geneva Motor Show. Till date, the Quattro remains to be an inspiration for the Ingolstadt brand. And in these four decades, a lot has changed in terms of design and technology. Call it great timing or a coincidence. In India, Audi will kickstart their 40 years of Quattro celebration with the launch of its flagship SUV, the Q8. Now, what could be better than the Q7, you would think? That depends on what aspect you are judging it on. Well, the Q8 is one class above and below. Is that even possible? Technically, yes.

The Q7 is longer and taller than the Q8 but falls short of Q8’s hunky wide-body and scooched stance. This also means that your extended family will have to trail in the less appealing family car on that road trip. Also, the Q8 like the Q7 does not get the space for your pets or kids when your extended family tags along. That’s where the Q7 scores big, it is both practical and easy on the pocket. Well, I think when Marc Lichte thought of designing Audi’s flagship SUV, he was looking for something more extravagant than the Q7. You can see it in the Q8’s coupé design that there’s some DNA present from the ancestral Quattro rally legend.

At the front, it’s got a wide-mouthed single-frame grille that proudly features the Quattro moniker, which is surrounded by the Mexican wave performing HD Matrix LED Headlights – when you unlock or lock the car, the indicators perform the Mexican wave dance. At the rear, it’s a bit different, a single uninterrupted line that will run from one taillight to another. It lights up beautifully when you tap on the brake pedal. And finally giving the Q8 a wholesome stance are the humongous 21-inch optional rims and wider tyre profiles. That’s a mighty upgrade from the Q7, but there’s more. 

For a car weighing over 2,000 kilograms, it is fairly quick. Very much in the Sportscar territory. Now, Audi claims the Q8 racks up to the 100 km/h mark in 5.9 seconds. We tested it and recorded 6.05 seconds. That’s still quick to round up an overtake in the city. But that’s not what it’s meant for. Of course, you do get a lot of driving modes to explore. But it is more of a sedate cruiser, gradually building up speed. And if you still want to go fast then the dynamic mode is where the power surge is quicker but lacks a little in that mid-range. You still manage to have fun shifting gears from the paddle shifters and to break it to you if you were expecting the V6 to crack up a roar, all you would hear is a mechanical burble. Before taking the Q8 on unpaved roads, we sent it around the bend to experience the Quattro all-wheel drive. It did help the rear wheels to steer in sync with the front wheels, generating more grip in and out of the cornet. With that, there was body roll but controlled. Now came the time to drive it on unpaved roads, carefully treading without scratching the 21-inch rims, it was comfortable at cruising speeds. In the city though, the 48V hybrid-assist system improves the Q8’s efficiency by aiding the stop-start operation. The process always seemed natural and was smoothly carried out every time the car idled for a long time. Also, driving it for long periods isn’t a problem as the seats have massage functions for your back, shoulder, but some customizations you can only change from one of the two screens in the centre. There’s a lot to talk about the screens inside the Q8.

When you sit inside the Q8, the infotainment setup looks familiar to the A6, but everything around it is a whole lot more premium. For instance, the luxurious bits like the soft-touch finishes, piano black treatment on the panels, inlays, the leather-wrapped seats, among many others. Right from the beginning, Audi has been very specific on their approach with the Q8, every unit that they sell in the country will be different than the other. And they are also going to sell only 200 of them. Talk about standing out from the crowd. This is one Audi that will grab all kinds of attention. Again, shifting focus on the two giant screens that Audi has mastered for a really long time. One — the virtual cockpit which is phenomenal and it is exceptionally uncomplicated. Also now you have a head-up display. Two — the infotainment touch screens that can control the Q8’s climate control, navigation, cooling and heating effect on the seats, select drive modes, adjust air suspension, change ambient lightings and a ton of features that you might not even use on a daily basis. But it’s there anyway. Personally, I didn’t enjoy the haptic feedback touch on the screen, and I’m glad that you get an option to turn it off. 

For passengers at the back, there are button controlled sunblinds, a huge panoramic sunroof, four-zone climate control, manually adjustable seats for recline angle, and of course a good amount of legroom and headroom. That’s after considering the fact it’s a coupé. It’s also practically possible to seat three at the back comfortably. And with the omission of the third row, you get a sizable boot size of 605 litres that’s wide and deep but isn’t tall to accommodate a large trolley bag. Again blame the coupé design. But you do get folding rear seats that fold almost flat making up for the short boot height.

It’s becoming a thing, ridiculously fast SUV coupés. Lamborghini nailed it with the Urus. And slowly everyone is catching up. Soon Audi will get the RS Q8 to India. It’s the fastest SUV in the world. Fastest 8th dimension in Audi’s words. To me though, the Q8 is still a quarter to 8. As the best is yet to come in some other form. And who would that might be? Keep guessing. 

Verdict: While the Q8 isn’t a record-breaker as compared to its wickedly faster RS cousin, its enchanting sight will, however, set you apart from the million others on the street. What it does is that it delivers exclusivity in your already extravagant backyard.

Specifications:

  • Engine: 3.0-litre, 48V mild-hybrid, V6 turbo-petrol
  • Power: 340 HP
  • Torque: 500 Nm
  • Transmission: 8-speed tiptronic/automatic

Price: ₹1.33 crore (ex-showroom, India)

Volvo XC40 Review | Safe and Sound

Oh, this decade is going to be different, I was being optimistic. A lot of things would change on the personal front and a lot of launches will happen in the automotive industry. But nature has a good way of saying, “Bugger off!” Well, as I am writing this story sitting in one corner of my room, working from home, I feel rather lucky to be on the safe side of the coin. Before the whole country went lockdown mode, we got to experience Volvo’s XC40 in its petrol powertrain, in eerie conditions. 

Since we went out testing the XC40, as I mentioned before in that unusually eerie condition, we were surprisingly able to get the best out of it. We were shooting two cars that day, both SUVs, while I cannot mention which car the other one was.

But what I can tell you is that it was half the Volvo’s price. We could spot the difference easily. Every time, we switched cars, a lot of things felt different and obvious. Like Volvo’s design was definitely more on the quirkier side. Right from the quality of the materials used inside and its overall rigidity. Truly exceptional build quality. The difference was quite rightly a justifiable one. But to again grip my head around why the XC40 was double its price, I had to dig deeper.

While on our way to the shoot location, we thought of testing the technology on offer. At this price range, the XC40 is easily better equipped than its competitors. Now, I would never sit in a self-driven car, that thought scares the daylight out of me. If I am behind the wheel of a car, I sure can take control of the driving bit.

Well, the XC40 aids it. Of course, it does not have autonomous driving, but you can still classify it as a semi-autonomous vehicle. Don’t get me wrong, if I am ever behind the wheel of an autonomous car then I’d prefer to be in one made by the Swedes. The reason being that the Swedes have always held safety as their number one priority followed by technology. And it does show, for instance, the pilot assist technology and the adaptive cruise control technology will essentially support you to keep your distance from the vehicle ahead.

It is a bit unusual for a first-timer to get used to it, but it does what it says. Assists you. Majority of the inputs are from the driver. While there are other features which include a 13-speaker sound system by Harman Kardon, lane-keeping aid and departure warning among others. If you are having second thoughts on investing in the XC40 then I’d like to tell you that you’re paying for these amazing tech features and of course those stunning speakers too.

Now, talking about the driving bit and honestly the most relaxing and boring bit of this car. Relaxing because we drove for almost three hours and never did we feel tired. Both the driver and rear occupants were relaxed, although the ride was a bit on the stiff side at slow speeds. And boring because the engine is not meant for enthusiastic driving. No questions on its refinement level, noise insulation was at its best, but the gear shifts didn’t shift as fast as I was expecting it to be.

In sports mode, the steering wheel got heavier, but it still did not give me that full authority to push it. And once you were done fiddling with the drive modes, take a good look at the mileage and it’s not going to please you. Well, what do you expect? It never was meant for the enthusiast, nevertheless, it can juggle all other tasks without breaking a sweat.

Verdict

If you are already thinking about the resale value of the XC40, then I am afraid the XC40 isn’t for you. It is for the individual who wants to stay two steps ahead of the game, be it technology or safety, and the XC40 in its smooth petrol powertrain is perfectly cut out for that.

Specifications

  • Engine: 2.0-litre turbo petrol
  • Power: 190 hp
  • Torque: 300 Nm
  • Transmission: 8-speed automatic FWD

Price: ₹39.90 lakh (ex-showroom, India)

Suzuki GSX S750 – Review | At Home With The Apex Predator

I am a big fan of motorcycles, especially multi-cylinder engines. A parallel-twin with a 270-degree crank, Oh yes. But then I had the chance to try out an inline four-cylinder engine and it was Japanese. Well, this motorcycles I am talking about seems to have no clear introduction, let me begin with one.Suzuki launched its first middle-weight motorcycle in India in 2018 and they had planned it well as it was the second motorcycle to follow the CKD route after the legendary Hayabusa, which is now assembled in India. Yes, I am talking about the Suzuki GSX S750 which is a street naked middle-weight offering from Suzuki in India. Also known as the ‘Apex Predator’ I am sure for those who have ridden it on a track, can swear by its performance. But how is it to live with it and bring it home and ride it like my daily motorcycle?

Interestingly, Suzuki was quick enough to launch the 2019 edition of the GSX S750 which now gets two more colour scheme options. It was a very brief meeting with the guys in the dealership and I was soon handed the keys of the S750. The blue-black paint job looks stunning I must admit and now, I was about to ride this beauty home. It borrows its looks from its elder sibling the GSX S1000 albeit in a bit more compact manner. Do not be mistaken as it still is a mean-looking big muscular motorcycle with a well-defined front leading up to the tank.

As soon as I swing my leg over it, I immediately felt the 215 kg of kerb weight and feels quite heavy for a naked style motorcycle. Press the starter button and the 749cc inline-four mill comes alive with a hum and I bet I could not get enough of the engine singing. A slight twist of the throttle and I could not believe how smooth the engine is. It has been at the heart of the GSX R750 and makes 114 PS at 10,500rpm and 81 Nm of torque at 9,500rpm and is mated to a slick-shifting 6-speed gearbox. What amazed me is the very linear power delivery and the which is welcome for new riders or those who have upgraded. So I began riding the S750 on a regular basis, 50 percent of city riding and 50 percent of the highway. It allowed me to have a better perspective of what this motorcycle is all about.

What comes into my mind now is the perfectly smooth engine which sings as it idles, pushes it upwards and see the hum turning into a loud wail. What adds to this is the intake howl which certainly makes riding the S750 a more pleasurable thing to do. On highways, you can twist the throttle and the three-level traction control will watch your back if you do not choose to turn it off. ABS will make braking at high speeds a safer deal with the 310mm twin-disc rotors on the front and the single rotor in the rear with Nissin callipers. The console is a small all-digital unit which gives you all the information you need and is clearly readable in all scenarios. The front brake lever is adjustable but the clutch-lever is not, which again brings me to the fact that the clutch pull is slightly heavy, the slipper clutch is missing and you feel it when riding in traffic.

Moving on, the motorcycle is very flickable and all that weight and heft seems to disappear when it gets going. You might feel the weight while moving side to side when around corners but the S750 is sure-footed and very quick to change direction as well. It is very clever of Suzuki to include this ‘Low RPM Assist’ feature which makes the clutch operation smooth, especially in city traffic where the clutch operation is maximum and also avoids stalling of the engine. You can cruise around the speeds of 120-130 and the engine would not be even bothered. Twisting the throttle will soon take you north of 150 km/hr and the lines soon begin to blur. If you switch the traction control off, you can pull off wheelies pretty easily, but on public roads? Not a good idea.

The engine sits between a twin-spar frame and everything is suspended off the ground with 41mm USD KYB forks and a link-type mono-shock at the rear, all of which come with preload adjustability. The build quality on this motorcycle is very good and the fit and finish levels are impressive. The switchgear on both sides feels very premium and sturdy. Coming to the point of efficiency, it gets a 16-litre fuel tank and in the time I was riding it, I got a consistent mileage of 16 km/l in the city and around 18km/l on the highway rides. It does heat in the traffic but the heat didn’t bother me much. Overall, the Apex Predator is a good motorcycle to live with on a daily basis and those weekend highway blasts.

Now ask me if this an affordable deal? Yes, I believe it is. It has an ex-showroom price starting at Rs. 7.45 lakhs. Sure you do not get a host of electronics, LED lighting and more of those bells and whistles. What it gives you though is a very agile motorcycle, a super-refined engine and pure riding pleasure without much intervention. Overall, it is a well-balanced naked motorcycle which follows Suzuki’s GSX line and keeps the agile DNA intact. I cannot wait to ride it again.

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