The Range Rover Evoque is Land Rover’s most successful ever model and it’s easy to see why. It’s not quite a cut-price range Rover, but a lot of the tech, capability and style have been crammed inside this compact SUV. The Evoque has been around since 2011 and only seen minor updates since then, but it remains smooth to drive, comfortable to sit in and has never been cheaper to run thanks to the addition of JLR’s new Ingenium diesel engines. Refinement has also taken a step up and equipped with the nine-speed automatic gearbox, there are few more luxurious compact SUVs out there. Just be careful with the options as the price can quickly add up. • BMW X1 vs Audi Q3 vs Range Rover Evoque Our Choice: Range Rover Evoque 2.0 TD4 auto SE The Range Rover Evoque wowed crowds when it went on sale back in 2011 and it only takes one look to understand how it still turns heads today. We voted it as our favourite compact SUV in the 2013 Auto Express New Car Awards, praising its blend of style, performance, economy and off-road ability. Available both as a conventional five-door and sleeker three-door, there are few cars in this price bracket that can match the Evoque for sheer kerb-appeal. The newer BMW X4 and Porsche Macan come close, but cars like the Audi Q5 and Volvo XC60 look dull in comparison. Image 2 of 25Range Rover Evoque SE Tech 2016 - front tracking Image 2 of 25 While it delivers style in spades, the Evoque doesn't come cheap. With prices starting just shy of £30,000, there's no denying the baby Range Rover commands a premium. It's available with the option of four-wheel drive, with this version proving incredibly capable off-road. Most UK users will manage with the more economical front-wheel drive version, though. On both three-door coupe and five-door Evoque models, there are three trim-levels available: entry-level Pure, mid-range Dynamic and the flagship Autobiography. In between the core models, Land Rover also offers Pure Tech and Dynamic Lux versions, adding additional kit for a modest additional outlay. • Range Rover Evoque SE Tech review The Range Rover Evoque is powered by one of two engines, with the range kicked off by JLR’s new 148bhp Ingenium diesel. That same engine is also available with 178bhp, and while it feels quicker on the open road, the lesser engine will suffice for most buyers. The only petrol engine in the range is a 237bhp turbocharged unit. Land Rover recently added a new nine-speed automatic gearbox to the Range Rover Evoque range and while nine gears may sound a little superfluous, it has helped to increase both the cruising refinement and fuel economy. Engines, performance and drive 3.9 New engines improve refinement but the Evoque still isn’t as thrilling to drive BMW and Audi rivals Land Rover fits adaptive magnetic MagneRide dampers to the Range Rover Evoque as standard, and this helps it stay stable and composed in corners, with body roll kept to a minimum. The Evoque is good to drive, too and it's pretty relaxing on longer journeys. On the move, refinement is good and the ride is decent over most road surfaces, although the odd bump can upset the bigger 20-inch wheels, sending a nasty jolt up into the cabin. Be aware though, that the baby Range Rover's hefty 1,640kg kerb weight can send it running wide if it's pushed too hard in the corners. At least the steering is precise and the car turns in quickly. Image 4 of 25Range Rover Evoque - rear cornering Image 4 of 25 The Range Rover Evoque's new nine-speed automatic gearbox is smooth, particularly when pulling away from a standstill, and on the motorway it is quick to change up to save as much fuel as possible. However, around town the gearbox can get confused as to what gear to be in, as there are so many of them. This can result in slight jerky progress. When using the steering wheel-mounted gearshift paddles, its easy to get stuck between third and fourth gear – but that's all you need on a fast A-road. The six-speed manual is just as precise, but most customers will favour the automatic version. It's worth noting that visibility is also an issue in the Range Rover Evoque. The view ahead from the high-set driving position is excellent, but the shallow side windows and letterbox-like rear window can make parking a bit tricky – although rear parking sensors are standard on all models. Land Rover technology like Hill Descent Control, which gradually eases the car down a steep hill, and Terrain Response, which automatically changes the car's settings for off-road driving, mean the Range Rover Evoque is a very capable off-roader too.

Introduced first in 1998, the Audi TT became an instant hit among the car design connoisseurs and has earned the honour of being a modern classic during the course of its three generation old history. Maintaining its compact, distinguished and fresh new take on design in the rather serious world of Audi cars, the TT has succeeded in becoming one of the most popular templates of a lightweight sports car in the modern era.



In its latest avatar, the TT gets underpinned by VW group’s MQB architecture which also works underneath cars such as the VW Golf, Audi A3 and Skoda Octavia. The MQB platform essentially offers a FWD layout with the flexibility of being able to adopt a four-wheel drive system.

new Audi TT India review2015 (4)
The new TT is the most compact car within the VW group to employ the platform.

Spunkier, more chiselled than ever, and boasting an interior which both users and critics have been raving about, the TT has been re-imagined to be more desirable and enjoyable than ever in its newest iteration. Here’s our detailed review.

Design and style


In a world where every successive model is getting longer and wider, the TT has managed to shrink in size, even with an extension in its wheelbase by 37mm. The new TT is very marginally shorter and narrower than the model it replaces, though it doesn’t look like it. Advanced aluminium and steel construction has shaved off about 50 kg from the car’s weight, making it lighter, nimbler and more efficient too.

In its latest form, the TT stands true to its original shape and proportions, and there is no mistaking it for anything else. It’s as distinctive in form as say a 911, or a Mini, which is a daunting feat for a car with a much shorter history. While the original TT was quite curvy and more bean-shaped, the MY 2015 car is more rakish, sculpted and sharply styled than any of its predecessors.

new 2015 Audi TT 2.0 tfsi front (2)

Up front, the new TT gets a hexagonal Audi single frame grille with pronounced corners and glossy plastic innards featuring seven horizontal and six vertical stripes. The grille is flanked by aggressively styled, angular air scoops with a honeycomb mesh within. The front bumper also features a wide, though narrow slit beneath the grille for enhanced aggressiveness and a visually wider, squatter stance.

The bonnet lip is angled sharply, with deliberately pronounced, gapped shut-lines to underline what has always been a TT signature. The small surface between the grille and the edgy headlamps almost forms a mini air-scoop under the bonnet’s shut line. The razor sharp headlights are relentlessly angular, feature sharply styled DRLs, and share styling cues with the upcoming second generation R8.



On the sides, flared wheel arches and the signature gap between the front fender and the bonnet is present as ever to lend the TT its most unmistakable styling cue. The shut-line curves around the fender as it always has in the past. The bonnet-line extends as a pronounced, tight crease all the way back into the car’s tail-lamps.

Other notable elements on the sides include the 18 inch 10 spoke wheels, the aircraft style, TT embossed, aluminium finish fuel tank cap and that forcefully dropping coupe roofline. The area under the door sills extends out and gets a bulge towards the rear for that added dash of sportiness.

new 2015 Audi TT India images (2)
At the rear, the low, wide and squat stance of the car underlines its sporty character. The LED tail lamps, emulating the sharply styled theme of the headlamps are joined by an array of LED brake lights spanning the width of the boot-lid. The Audi emblem is flanked by TT lettering on the left and 45TFSI quattro badging on the right. Under the rear bumper, a pronounced, blacked out surface housing twin, round exhausts signifies the car’s performance oriented personality. Then there are diffusers to let the trailing traffic know the pedigree of the car ahead.



The TT in its newest iteration has not lost even an ounce of its signature disposition. Staying true to its template, the new TT has evolved into the most muscular, chiselled and aggressive version of the sports car to date.

Engine, performance & driving dynamics

The 2.0 TFSI engine on the TT is designed as a dual character mill, meant to offer everyday usability while also packing a punch. Thanks to its high compression ratio and efficient combustion, the engine really delivers not just on performance and usability parameters, but is highly fuel efficient too. During our test run of nearly 300 km, we saw an average efficiency of nearly 10kmpl, even with some spirited driving. Now that’s an impressive number in the real world for a car that boasts 227 bhp (4500 rpm) of power, 370 Nm of torque (1600 rpm), sprints to 100 from a standstill in 5.3 seconds and is capable of breaching the 250 km/h mark. And just in case you thought that wasn’t enough, the new TT also produces 11 percent less emissions than the version it replaces.

2015 Audi TT 2.0 TFSI India review

Lighter, faster and more involving than ever, the new TT is the first model carrying the nameplate that truly has the performance to match its personality. Transmission is taken care of by a 6-speed dual clutch S-Tronic automatic, which is quick and efficient as ever and plays perfect foil to that rev happy, torquey, turbo charged engine. All that power is laid down onto the tar via a revised Quattro AWD, offering great levels of all-weather grip, fantastic agility and loads of smiles, with some help from that short wheelbase.

The engine loves being revved, and offers a heady discharge of torque from lower down the rev range to make the new TT both tractable at low revs and exciting once you decide to bury the pedal. The engine is incredibly smooth with a muffled sporty tone till mid revs, after which it gets enjoyably loud, particularly in Dynamic mode where the engine sound is amplified and is clearly audible inside the cabin. At no point does the 2.0 litre four cylinder engine resist being taken all the way up to its 6750 rpm redline.

Mercedes-Benz India launched the ultra luxurious Maybach twins in India today. While the flagship Mercedes-Maybach S600 will be imported to India as a CBU, the Mercedes-Maybach S500 will be locally assembled here in Pune. Prices for the S600 start at INR 2.67 Crore, while the S500 can be had at INR 1.67 Crore; both prices ex-showroom Pune.

Mercedes-Benz resurrected the Maybach moniker in 2015, with the formation of a a new Mercedes-Maybach sub-brand. The last resurrection of the Maybach brand didn’t go too well, as the W221 S-Class based Maybach 57 and 62 twins didn’t really catch the fancy of plutocrats around the globe. This time however, things have been spruced up significantly to satisfy plutocratic whims.


Still based on a S-Class, but this time on the opulent and conquering W222 generation, the new Maybach is available in two sizes; large and extra large, along with a couple of engine options. The XL size is called the Pullman, a 21.5 feet long limousine that Hitler would have proud of.

The Maybach we’re getting is the “regular” one, still measuring 5453 mm long, along with 3365 mm, wheelbase, noticeably longer than even the long wheelbase, “regular” S-Class saloon. Billed as the “world’s quietest production saloon car,” Mercedes says the cars boast impressive “aeroacoustics,” with extensive wind-tunnel tests and special seals and insulation used to reduce wind noise inside the car as much as possible.

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Unique to the Mercedes-Maybach are features like nappa leather upholstered interiors, an intelligent climate control system which ionizes, adds fragrance and efficiently filters the air inside, and executive class, sliding loungers with handcrafted champagne flutes at the back. The rear seats also imbibe a ‘Hot Stone Massage’ feature, with a folding table and standard extended leg support for both rear passengers or the rear seat entertainment system.

Even the panoramic sunroof is special – the glass can be switched to light or dark at the touch of a button and thus creating a special interior ambience. Aural adulation comes courtesy a 1540 watt Burmester 3D surround system with 24 speakers, while the mood cab be swayed by the seven colour ambient lighting feature. Further personalization involves the designo package, which offers a raft of luxury interior trim/colour and exterior colour options, along with a choice of three, 19″ alloy wheel designs.

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The Mercedes-Maybach S 600 additionally features an intelligent ‘MAGIC BODY CONTROL’ suspension, head-up display, front seat massagers for driver and co-driver, and an anti-theft protection package to name a few. Safety and assistance systems in Mercedes-Maybach S-Class includes 12 air-bags, Night Vision Assist Plus, a 360 degree camera, Active Parking Assist, LED headlamps, Crosswind Assist, and Tyre Pressure Monitoring System to name a few. However, the most unique safety feature is the rear seat beltbags and cushion bags. The beltbag is an inflatable seat belt strap that reduces the load on the ribcage in a front impact and is thus able to reduce the risk of injury to passengers in the rear.

The Mercedes-Maybach S 600 will be powered by a 5980cc V12 biturbo engine that would generate an output of 530 hp and maximum torque of 830 Nm. The Mercedes-Maybach S 600 completes the sprint from 0 to 62 mph in 5.0 seconds, while the top speed is 155 mph (electronically limited). The Mercedes-Maybach S 600 comes with the latest evolution of the 7G-TRONIC PLUS automatic transmission.

2016 Mercedes Maybach S600 (5)

The 4663 cc V8 biturbo engine in the Mercedes-Maybach S 500 would produce an output of 455 hp, while peak torque is rated at 700 Nm. The Mercedes-Maybach S 500 is equipped as standard with new 9G-TRONIC nine-speed automatic transmission.

New 488 Spider is equipped with V8 engines rating at one of the most powerful cars in _ Ferrari siblings.

Ferrari new 488 GTB supercar was officially unveiled in February 2015. So far, six months later, the convertible version of the new 488 GTB Ferrari supercar was quickly introduced to the worldwide consumers.





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It can be said new 488 Spider is _ equipped with V8 engines _ rating at one of the most powerful cars in _ Ferrari siblings _. Like the coupe version, Ferrari new 488 Spider is equipped with a V8, twin-turbo, 3.9 liter capacity, maximum power of 660 horsepower. Thanks to this, Ferrari new 488 Spider supercar can accelerate from 0-100 km / h _within 3 seconds and 0-200 km / h within_ 8.7 seconds.

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According to Ferrari, new 488 Spider with folding hardtop version is 25 kg lighter than the felt one . However, both versions are able to close and open within 14 seconds. Meanwhile, In comparison with coupe version, Ferrari new 488 Spider weighs just over 50 kilograms with 1,420 kg dry weight. Also, the Ferrari new 488 Spider is also 10 kg lighter than the 458 Spider seniors.



In addition, the Ferrari 488 Spider is also equipped chassis with torsional rigidity like coupe version. For doing this, Ferrari 488 Spider’s chassis was made of 11 different aluminum alloys. Thus, Ferrari 488 Spider was 23% stiffer than 458 Spider.

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Ferrari said the 488 Spider’s _ has owned the best aerodynamics so far . It is equipped with rear spoiler like the Ferrari 488 GTB . Th next are the glass power windows which operates as the windshield and customize as per 3 different positions to ensure the most comfortable for the passenger in the car when lowering the hood down. When closing the hood, door glass can be descended completely to the driver to enjoy engine sound.

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Like the coupe version, the Ferrari 488 Spider’s is also equipped with control systems of SSC2 sliding angle. The system allows Ferrari 488 Spider to accelerate 12% faster when exiting corners compared to 458 Spider.

As planned, the Ferrari 488 Spider will be officially unveiled at 2015 Frankfurt exhibition taking place next september. At this time, Ferrari 488 Spider’s’s price has not been announced will probably be higher than the coupe version, as the traditional rule in car world.

The overall design of the SV Lamborghini Aventador Roadster has no change compared to the coupe version, but the supplement with optionally removable hood and carbon fiber spoiler.




In 2015 Goodwood Festival of speed taking place by the end of last June , the representative of Lamborghini has officially confirmed to produce a convertible version of the Aventador LP750-4 supercar SuperVeloce (SV). Up to now, the first picture considered as Aventador SV Roadster has suddenly appeared on the network.

The person Who has released the first images of new Lamborghini Aventador SV Roadster is a automotive photographer called Jordan Shiraki . Through photographs, we can see the Lamborghini Aventador SV Roadster be painted Blue Gluaco is quite fancy.

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The overall design of the SV Lamborghini Aventador Roadster has no change compared to the coupe version but the supplement with optionally removable hood and carbon fiber spoiler and red accents. As known, new Lamborghini Aventador SV Roadster ‘s hardtop _ weighs just 5.8 kg thanks to carbon fiber.

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Similarly coupe, Lamborghini Aventador SV Roadster also gets a V12, 6.5-liter, maximum power of 750 hp and maximum torque of 690 Nm. The power is transmitted to the 4 wheels through a 7-speed ISR gearbox.

According photographer Shiraki, operating parameters of the Lamborghini Aventador Roadster SV has no difference from the coupe version in spite of more 49.8 kg in weight . That means that the Lamborghini Aventador SV Roadster can accelerate from 0-100 km / h in 2.8 seconds and reaches a top speed of 355 km / h.

There is no specific information about the sale price of the Lamborghini Aventador SV Roadster. However,Lamborghini Aventador SV Roadster will be certainly more expensive than coupe version already “sold out”. According to Lamborghini, only 500 SV Roadster is manufactured, less 100 units than the coupe version.

Pagani HUAYRA “The King” 1 of 1 of 1 is the third unique version of the “wind god” in the US market following La Monza Lisa and 730S. A unique version _ new Pagani Huayra entitled “The King” 1 of 1 of 1 were delivered to customers in the US market. This is the third unique version of the ” wind god” Pagani HUAYRA in the US market, following La Monza Lisa and 730S.

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Compared to the standard car which was already very unique, Pagani “The King” 1 of 1 of 1 possesses many different details. We can say that this has been the most special Pagani supercar _ so far. The body of the car is equipped with featured carbon fiber _ . Prominent on carbon fiber is white details on the bonnet, top car and the car door shaped the wing.

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Apart from the eye-catching and unique exterior , Pagani “The King” 1 of 1 of 1 also accompanies interior space “ton sur ton”. In the car, carbon fiber and white color continue to be applied to make the highlight opposed to black leather upholstery. Temporarily, there is no specific information for drivetrain of Pagani “The King” 1 of 1 of 1. It is predicted that car continue to use the standard drivetrain with a V12, 6.0 liter capacity, maximum capacity of 720 horsepower and maximum torque of 740 lb-ft. The power is transmitted to the rear axle through the gearbox 7 level. Thus, “wind god” Pagani HUAYRA can accelerate within under 3 seconds. Some other pictures for_ Pagani Huaya “The King” 1 of 1 of 1:

Thank to the leaked images, It can be seen that the Ferrari F12 Berlinetta with new version possesses some design features similar to 250 GTO legendary supercar 250 GTO.

The first image said to be the Ferrari F12 GTO supercar ,debuted next few months at the Frankfurt 2015, has unexpectedly been spreaded on the Internet. According to Autogespot.nl specializing about supercar, luxury car and updated car of the Netherlands, there are two pictures taken from a GTO F12 catalog reserved for loyal customers with the Ferrari.

2Leaked image is considered as the new Ferrari F12 GTO.

Previously, Ferrari 458 Speciale Aperta has also leaked image by this way . Thus, fans had a holistic view for design of the Ferrari Berlinetta GTO F12 with more advanced version. Thank to the leaked images, Ferrari F12 Berlinetta with new version possesses some design features similar to 250 GTO legendary supercar 250. Therefore, It is believed that Ferrari F12 Berlinetta with new version will be accompanied with the emblem GTO though Italy has not given any official information.

3Ferrari F12 GTO is inherited some design features similar to 250 GTO legendary.

According to some rumors, Ferrari F12 GTO is equipped with V12 engine, naturally aspirated, 6.3 liter capacity with HY-KERS system taken from blockbuster LaFerrari. If it is true, F12 GTO will be the first model which is lower levels than LaFerrari offered hybrid drivetrain. Thanks to this, Ferrari GTO F12 owns maximum capacity much more 60 horsepower than F12 Berlinetta , reaching at 800 hp.

In addition, the rumor was confirmed Ferrari GTO F12 will 100 kg lighter than F12 Berlinetta. Therefore, the Ferrari F12 GTO is expected to own more impressive operation .

However, F12 GTO plans to produce only 650 F12 GTO supercar in order to mark the 60th anniversary of GTO models. It is expected that F12 GTO will start assigning automobiles to customers ordering GTO in the second half of 2016.

After Accord Sedan was launched in 2016, the Japanese automakers continued to reveal the first pictures of Accord Coupe version with a similar upgrade.


1Honda Accord Coupe 2016

Accord coupe is equipped with exterior upgrades like sedan, including sharper front. The Coupe has a slight adjustment of the exterior, more precise driving feeling, quiet cabin space and the greater fuel consumption efficiency.

Specifically, for style, the Accord Coupe 2016 is changed the front bumper / rear, grille and new rear light design, the new aluminum wheels for all models. The remarkable renovations include Acura LED headlamps (Touring version), LED daytime lighting and LED fog lights (for Sport and more advanced version).


2Accord Coupe 2016 has new design for dashboard , 7-inch screen infotainment display supporting for Android Auto and CarPlay

Accord Coupe 2016 still has 7 exterior colors like sedan, _ and 2 extra special colors: Deep Blue Opal Metallic and Still Night Pearl. like sedan, the Accord Coupe 2016’s cabin has new glossy black , new dashboard and controlling cluster made of the new metals.

3Calmer and smoother operation

Honda Accord Coupe 2016 2016 equipped with the same engine like sedan: 2.4L standard 4-cylinder i-VTEC 185 hp power at 6000 rev / min, maximum torque of 245 Nm _ at 3,900 rev / min, including CVT gearbox or 6-speed.

Engineers of Honda upgrades chassis and power-assisted steering for the most dynamic driving feeling, whereas Touring with larger brake dics, 19-inch rims, Amplitude Reactive Dampers and bushing with hydraulic subframe for smoother operation Honda Accord.

Suzuki S-Cross cars received more than 6,000 orders before and after the premiere on 5/8 in Indian market.




Being positioned within small size of SUV Hyundai Creta, Suzuki S-Cross is distributed into the Indian market with a starting price from $ 13,100, which is slightly lower than Hyundai Creta. This model quickly asserted its attraction through receiving more than 6,000 orders.

1By launching S-Cross on automarket of Suzuki, this small-size car is expected to be direct opponent of Hyundai Creta, Honda HR-V and Nissan Terrano.

2S-Cross with the starting price from 834.000 Rupee

Maruti Suzuki has officially introduced the small-size crossover into India market.

Suzuki S-Cross possesses 4,300 mm in length 1,765 mm in width, 1,590 mm in height respectively and the wheelbase of 2,600 Nm, 180 mm in ground height. Car has compact design that resembles the competitor in the same segment like Hyundai or Nissan Terrano Creta.


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Suzuki S-Cross have two options for engines and both of them are diesel engines

Car is equipped a number of mordern technologies like automatic air conditioning, SmartPay infotainment , start button, cruise control, automatic Projector headlamps, windshield lever with windshield protecting from the rain. S-Cross uses alloy wheels of 16-inch, the whole seat is covered with leather luxuriously. Car with safety facilities are 7 sensors around the car comes with dics brake system integrated ABS for all four wheels, and dual airbags as the standard.

4Car with 5 color-options : blue, coffee brown, white, grey and silver

Suzuki equips S-Cross with the twin 5 spoke alloy wheels of 16 “with tires of 205/60 in size. Inside, the car’s interior makes a simple style with dominant black and the highlight is the silver plating details.

With its presence in India market, Suzuki S-Cross is sold for an average 13100-21550 dollars. S-Cross will compete directly with Creta Hyundai, Nissan Terrano, Renault Duster.

Be developed based on the 918 Spyder Hybrid supercar, Boxster 2016 is now the process of commissioning for technical test prior to debut early next year.

The exterior of the Boxster 2016 has a small change with _ the new sporty front bumper, inlet cavity has also been redesigned. Headlights are significantly improved by the new casing, LED technology is integrated with both headlights and daytime running lights. The latter part has some unsignificant changes compared to the previous generation.

1Porsche Boxster found on testing road in Germany

Inside, the Porsche will equip Boxster 2016 with a new entertainment, multimedia touch screen with larger size. In addition, the steering wheel will also bring a new design.

a breakthrough for 2016 Boxster will probably be the entirely new supercharged engine . Porsche plans to completely eliminate naturally aspirated engines which will be replaced by turbocharger.

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Be developed based on the 918 Spyder Hybrid supercar, is now the process of commissioning for technical test prior to debut early next year.

Specifically, the standard version of the will be equipped with 2.0L engines that generates 240 horsepower, Boxster S will use 2,5L generating 300 horsepower. Finally Boxster GTS will carry the upgraded version of the 2.5L engines turning out maximum power of 370 horsepower.

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It is expected that Boxster 2016 and Cayman will be launched at the beginning of next year at Detroit Motor Show next Jannuary or further in Geneva in March.

u cannot accuse Honda of being an enthusiast-friendly manufacturer in India. The list of allegations would be comically short. The brand embraces commuters, workhorses and sporty machines like no one else can globally but in India, we’re made to endure a growing range of cookie-commuters that’re designed to stay precisely one step ahead of the competition in performance, price and sadly on the quality front as well. Which is why stories emerging from the gratuitously extravagant launch of the Honda CBR650F focussed on a double-taped panel on a display motorcycle and the outrageously high price tag. The RevFest in fact, generated more negative publicity for the brand than positive which is just unfortunate given the expense and effort Honda must have gone to.

Honda CBR650F (5)
But somewhere in that product plan was the enthusiast. After all, it’s the enthusiast that wants to spend the big money on a bike, not the appliance-grade motorcylist. And out popped the CBR650F, Honda’s sporty but unintimidating bridge between the CBR300, which we still await, and the CBR600RR which would be awesome but expensive if it were to go on sale in India. Globally, the CBR650F is priced about halfway between the CBR500R and the CBR600RR.

Design, build and build

I find the CBR650F oddly vexing when it comes to design. It looks very good from the back and it’s a bit generic Honda from the sides but not unattractive. But that narrow headlamp in that wide fairing just doesn’t float my boat. It’s a bit plain jane and vanilla ice cream. There are some nice details and aggregates too. I hate the backward toggle for the day flash but the CBR650’s switchgear is excellent. I also like the front wheel design with the carrier-free rotor mounts. I also really like how the fairing’s layers work to reveal the motor. It makes me suspect that the naked CB650F would look terrific with this engine hung out for the world to see.

Honda CBR650F (4)
The CBR650F reminds you why Hondas have a such a reputation for quality. From the plastics to the switches, part quality is excellent

Despite the reports from the RevFest, the CBR is well made. All the panels fit just right and rattling this fairing is going to take some punishment. Gives one pause, really. Because the CBR250R, for instance, is nowhere close to this level of quality. The only thing I’d worry about is the carbon fibre texture on the matte black plastics. Yamaha uses a similar texture on the R15 and that wears out and looks scruffy in time.

Engine, performance and economy

The CBR650F was launched as a new model for 2014 and the bike we get is the same. Honda’s engine is oversquare (67mmx46mm) and has the usual 16-valve DOHC configuration but it is neither very complicated nor very high tech. Affordability was a goal from the start of the project and the intention to produce unintimidating but adequate power within a price goal requires simple, effective engineering. The result is 86.5PS at 11,000rpm and 62.9Nm at 8,000rpm. The CBR starts making usable grunt by 3,000rpm and you can hang around happily between 4,000 and 8,000rpm riding swiftly and managing quick overtakes at will. The Wild Doesn’t Always Scream, say Honda. Which is questionable grammar, but true. Up to about 7,000rpm, there’s barely any noise from the inline four. Past about 9,000rpm is when you hear a thin whine as the engine revs to its 11,400rpm redline. It takes time to register but you’ll eventually also notice that the motor revs up slower than a full-on sporting inline four. Another element Honda backed off to create a friendly package.

Honda CBR650F
Put to the test, the Honda revealed a 232kmph top speed with 100kmph coming up in 4.9s, which is pretty quick. The quarter mile is dispatched in 12.9s at nearly 170kmph. In fact, riding around unmindful of the speedo, the Honda gives you great confidence and you’re usually going a little faster than you think. The Honda is also reasonably frugal, returning 22.39kmpl in the city and just under 28kmpl out on the highway. That’s 23.69kmpl overall, very acceptable in our books.
You can sense a ‘but’ coming, right? The issue with the CBR is two things, neither of which are a surprise in a Honda. First is involvement – the lack of it. As Hondas usually are, the CBR650F is a very civil motorcycle that surprises you with its turn of speed but it does the business in so undramatic a manner that it leaves you a little disengaged from the excitement. The second issue is vibration. Like all Hondas, the refinement levels on the CBR are sky high. However, like all Hondas there is still a residual high frequency vibration in the bars. These aren’t a problem generally but on the CBR650F, they persist in the 100-130kmph range and give it an hour or two and your hands go numb. On our test, numb hands became a feature of any highway ride that lasted more than an hour.

Handling, ride amd braking

The Honda is effortlessly good in all these three departments. The brakes, with ABS, have a reasonably strong bite and enough power to pull off quick stops when needed without fuss. They’re friendly and feedback-y in use too, so new riders should find them very likeable too. Similarly, the twin-spar chassis is designed to be alert but neutral and it does this very well. Despite non-adjustable conventional front forks and a seven-step preload adjustable rear shock, the stock setup works very well in Indian conditions. Within a few kilometres of starting to ride, I was willing to commit to hard cornering even on unknown roads trusting the capable, accurate chassis and sorted suspension to take care of any mid-corner bumps, lack of talent or corrections. It never failed me, either. The Dunlops aren’t as sticky as, for instance, the Diablo Rosso Corsas on the Triumph Street Triple, but they’re trustworthy and apart from planned spin-ups on wet white paint, they never as much as squirmed. Like the rest of the motorcycle, the chassis’ intent is to react in a measured, predictable way to inputs, which is lovely for new riders learning the ropes.

Honda CBR650F (6)
Ride quality is on the stiff side but again, it’s a great setup for India. I found the CBR650F composed under all conditions without throwing me out of the seat over really bad stretches. Over our test, the Honda shrugged off some big hits off unexpected potholes easily. That’s a sign of a suspension set up that works. Normally, too much high speed compression will prevent the shock from absorbing the hit – which usually leads to the tyre deforming and eventually results in a bent rim. Well done, Honda!

Verdict

I’m not surprised at how capable the Honda proved to be. It offers terrific real world performance both from the engine and the chassis. I found it easy to commute on and it took to the highways like it was built for it from the start. But there are three things that you should remember before you head to the nearest Wing World.
First, the engine’s high frequency vibration sits precisely in the speed ranges you would use out on the highway. You can try to quell the vibes with a heavier bar-end weight but there’s no permanent solution to the numb hands this will generate on longer rides.

Honda CBR650F (2)
The simple clocks are as clear as the saree guard is over-engineered

Second, the CBR runs hot on the legs. Look, no performance motor can make power without generating waste heat. If the heat bothers you so much, get a car with an aircon. But in the CBR’s case, the rider’s seat slopes forward and you end up right against the tank. At this position, your right shin is barely a centimetre from the protruding clutch cover and you will feel the heat when stopped and even at slow speeds. If you’re going to be riding in shorts or denims – you shouldn’t, it’s stupid and reckless – be ready for well done shins.

Honda CBR650F (1)
Third, and this is the big one. Honda has priced the CBR650F at Rs 8.3 lakh on-road Mumbai. If you see the box on rivals, you’ll see that the price looks okay when you compare it to the likes of the Kawasaki Z800 or the Triumph Street Triple. The Ninja 650 obviously makes the Honda look wildly optimistic in price. But there’s a catch. The Honda is not a CBU import, it’s a CKD and that should have allowed Honda to price it better. After all, “remarkably affordable” is the line Honda USA used when they introduced the CBR650F to the US market.

Kawasaki Ninja 650 (Rs 6.2 lakh, on-road, Mumbai)
The Kawasaki Ninja 650 is hard to beat on the value front. It’s `2.2 lakh cheaper, makes just 13PS less and weighs 4kg less. If you trade in wind protection, the ER-6n is the same thing and another `50,000 cheaper too. What it lacks is ABS, in equipment terms – a big miss. However, the Honda is sharper in the corners, feels more responsive in general and obviously, much quicker on the move. But while the CBR650F is definitely the better bike, the Ninja 650 is the vastly better deal.
Kawasaki Z800 (Rs 8.7 lakh, on-road Mumbai)
The Z800 versus the CBR650F is a close call. In Mumbai, the Z800 is Rs 40,000 more expensive than the CBR650F due to local taxation but for most purposes, the Kawasaki is the same price as the Honda. The Kawasaki obviously has a bigger, more powerful engine but it also is 16kg heavier – it does have more performance but not as much as the specs suggest. What you buy the Kawasaki for is its ride quality which is better in the Indian real world. In every other department, the CBR650F is slightly better. Then you remember that the Z800 is an import and the CBR650F is a CKD which means Honda’s the one with the dollar signs in their eyes.
Triumph Street Triple (Rs 9.3 lakh, on-road Mumbai)
The Triumph Street Triple, especially in 79PS tune, is Rs 1 lakh more than the Honda. Add that exhaust which releases full power and it’s a silly Rs 1.3 lakh more expensive. So if value is your thing, the Honda CBR650F is it. However, the 27kg lighter(!) Triumph happens to be the vastly more interesting motorcycle to ride. It’s involving, versatile yet sporty and it generally makes the CBR650F look boring. It’d be a no-brainer if the Street Triple was not so expensive. It is the motorcycle we’d rather have but the Honda price suddenly makes a lot more sense, right? Of course, since these are both CKD assembled in India, Triumph’s the one with the biggest dollar signs. A dubious victory if there ever was one.


Honda CBR650F (3)
Note the carrier-less discs on the front with the slotted ring for the ABS system

The Honda’s price is on the high side and that’s a bummer because it is otherwise a rather likeable and extremely capable package. And there’s a powerful case to be made in India for an affordable four-cylinder Japanese-made motorcycle. If you do get one, you’re in for the sort of calm but fast motorcycle that eases you gently into the madly exciting world of big motorcycles.
Would I buy one? No. As much as I enjoyed testing the motorcycle and exploring its wide ranging talents, the mild manners of the Honda are not my flavour of motorcycle. I wanted more involvement, a more visceral experience. That, despite its galaxy of talents, the CBR650F cannot deliver. But from what I hear, the CB650F is all that. Hey Honda, how about adding a second CKD to that line-up, eh?

just got the chance to put the first 50 of roughly 600km that Mahindra Two Wheelers have planned for the Mojo’s media ride today and tomorrow. We are headed from Bangalore to Coorg and here are my first impressions.

Mahinjdra Mojo (8)

The engine is a star

Mahindra have consciously designed the Mojo to take the role of a tourer. So while I say the engine is a star it isn’t in the sense of cracking flat out performance. It’s a sweet engine. It makes 27PS and 30Nm and it goes with a laid back, reassured sort of authority.

Mahinjdra Mojo (4)

Refinement levels are high and there are absolutely no signs of mechanical distress even on the way to a 147kmph top speed. Disclaimer: That’s on a long downhill and the indicated speed on the meter, so the actual top speed is likely lower. The point is, the engine doesn’t feel like it’s straining even when ridden like this.

The torque peaks from 4,500 to 6,700rpm and this is evident. 100kmph is a pleasant 5,500rpm on the highway and I would be quite happy to cruise at 110-115kmph, conditions permitting, at about 6,000-6,500rpm.

On the flip side, getting out of Bangalore’s magnificently terrible traffic, the Mojo could be left in a surprisingly high gear without stuttering or complaint.

Great ride quality

Mahinjdra Mojo (7)

The suspension setup which includes an upside down unit up front and a preload adjustable rear shock is very well calculated. The Mojo absorbed anything the road threw in our path very effectively. At slow speeds or high, the Mojo seems to know what to do.

Stability questions

The Mahindra Mojo handles like a reasonably alert long wheelbase motorcycle – more or less how a tourer needs to. It tracks neatly in response to steering inputs. So far we have only experienced fast, open sweepers and in these the Mahindra Mojo works well. I suspect the chassis setup, especially at speeds above 115kmph, is very close to the limit and you can provoke a weave rather too easily and it takes a while for the bike to damp it out. The good news is that this weave never starts with a bump on the road and never, ever shows up at lower speeds. But at high speeds it means changing direction has to be a more measured input. The KTM Dukes, to quote an example, also do this slight weave but they feel more stable and damp oscillations faster. Again, the KTMs show this behaviour only nearing their top speeds.

Mahinjdra Mojo (9)

Is this a concern? I suspect not. It’s just a behaviour that you need to remember once the riding becomes fast and hard. In tighter corners, the length of chassis and the relaxed take are offset by superb grip from the Pirellis and you can corner the Mahindra Mojo very hard if you like. It even changes direction quite well but it needs a firm hand to tackle the long wheelbase in this manoeuvre. But sort of like the Avenger/Eliminator, you need some more lean angle than a normal street bike thanks to the length of the bike. The issue that causes is easy to predict. Go hard and stuff makes contact with the road. Both heat shields, the side stand’s foot and the right peg feeler were all down at some point or the other climbing up to the halfway point of our first ride.

Great tyres!

Mahinjdra Mojo (2)

Mahindra have been smart in choosing the Pirelli Diablo Rosso IIs for the Mojo and it gives the chassis more grip to work with. On the road it immediately makes braking, cornering or just riding that much more assured. Mahindra say the Pirellis also possess stunning wet grip and once we entered the rain, the tyres remained at a very high level. I only felt the need to back off the pace a little bit while enjoying great grip and confidence from the Pirellis.

Braking news

The 320mm unit at the front of the Mojo is sourced from Jjuan, a Spanish firm that works with Mahindra Racing. The unit has great power and Mahindra have tuned it for a friendly, progressive relationship between brake lever effort and brake force. The Mojo stops confidently but you do sense that relatively lazy rake when you stop.

Mahinjdra Mojo (5)

Mahindra are working on ABS right now and expect to have an ABS model on sale later. Personally, I wish the ABS model was on sale from day one but at least it’s definitely in the plan.

In sum

The new Mahindra Mojo is hard to summarise into a verdict because the price is currently unknown, but I suspect that owners of the new Mahindra will be happy with their purchases.

Mahinjdra Mojo (6)

The motorcycle feels well made, like it will last and it has a good set of abilities to match its promises. The engine revs well, torque is abundant and cruising long distances will be handled easily. I don’t have a measured economy figure yet but I’m told reliably that Mahindra R&D testers managed a run from Manali to Leh and back without refilling the 21-litre tank.

Mahinjdra Mojo (1) 586 x 331 Main PIC

Will the Mahindra Mojo be a commercial success? I’m not sure. But I’m convinced that unless Mahindra make a serious pricing blunder, the Mojo will give their new two-wheeler R&D credibility in terms of ability to handle the full product lifecycle.

day was quite pleasant, with the ambient temperature fluctuating between 25-27° and grey clouds blocking off the sun which had been soaring temperatures in Mumbai for over a week. Lonavala was still lush after the rains and the only warm hue in this setting was the fiery red Cayenne GTS you see here. The car is quite different than the one we drove over four years back, because this one is based on the updated Cayenne that Porsche brought to India this April. It not only benefits from the tighter lines of the refreshed design, but the body-coloured skirting all around and the lack of a bash plate also gives it a sleeker stance than its siblings. There are the gloss black quad exhaust tips, matte black 20 inch alloys and the smoked black tail lights that aim at justifying the distinctive GTS badges (in black again). Their counterparts on the inside are the sportier seats, Alcantara upholstery, red seatbelts and matching red stitching on the seats, dash and steering wheel.

Cayenne 1
Based on the updated Cayenne, the new GTS boasts of tighter lines and a sleeker design

The steering wheel itself comes from the flagship 918 Spyder’s design book. It gets sleek and tall paddle shifters too, which are connected to the eight-speed tiptronic gearbox. Even globally, Porsche isn’t offering a manual on the Cayenne GTS anymore. Typical to Porsche, the gearbox is quick and has very smooth shifts with no transmission shocks whatsoever even in the aggressive Sports Plus. But the big news is the engine that it is mated to – a 3.6-litre bi-turbo V6 from the Cayenne S. It replaces the 4.8-litre naturally aspirated V8. Interesting, how the entire line-up of Porsche cars will soon be turbocharged.

Cayenne 3
The GTS treatment adds gloss black exhaust pipes, tinted taillights, a beefier bodywork, 20-inch matte black alloys and the GTS badging all around

The engine is tuned to provide a linear power and torque delivery and it is hard to notice that this is a turbocharged car. There is no lag or surge and no waste-gate whistles either. The V6 isn’t too loud and has a nice howl that even your neighbours won’t complain about. The sports exhaust is standard and let’s you bump up the exhaust note by opening flaps inside the muffler, but if you are expecting crackling sounds like other German bigwigs, then you will be disappointed. Porsches are smooth and this fact is even made audible with the exhaust note.

The Cayenne GTS now gets a turbocharged engine that revs mighty quick
The Cayenne GTS now gets a turbocharged engine that revs mighty quick

Despite losing two cylinders, the new engine manages a better output. Compared to the V8’s 420PS/515Nm, the V6 churns out 440PS and 600Nm. Porsche claims that the acceleration has improved and the Cayenne GTS now manages to sprint from naught to 100kmph in 5.2s (5.1 with the optional Sport Chrono pack’s launch control system). The best we managed was 5.5s with launch control and 5.8s without the assistance. Though the engine doesn’t sound very dramatic, the acceleration runs can be pretty ferocious. Those figures are proper sportscar territory and when you experience them sitting fairly high up, you can see how quickly the tarmac underneath you is disappearing. The Cayenne GTS keeps gaining speed rapidly even closer to the 200kmph mark and it does it without much drama. The car even has tiny rear view mirrors that are fit for a Cayman. But while they look puny on a burly SUV, they generate a wind noise closer to 170kmph.

If specced with the optional air suspension, the Cayenne GTS can be raised or lowered
If specced with the optional air suspension, the Cayenne GTS can be raised or lowered

Throughout our test, the only corners we encountered were some winding sections on the country roads. So pushing the Cayenne GTS to its handling best wasn’t really possible. But that said, I had sampled the older Cayenne GTS on a handling circuit in Germany and it had left me impressed. The new one is suspended from a better suspension setup and that should make for even better handling dynamics. Even on the sections I drove on, there was very little roll I experienced and the torque vectoring system worked quite well. There was a hint of understeer on slightly tighter corners and I could sense the system working hard to brake the inner wheels to improve agility. But the Cayenne is a big car after all and there is only so much that the electronics can do to negate the effect of its size on the dynamics abilities.

And that big size and the SUV form are what make the Cayenne the best selling model for Porsche. But the GTS is purely aimed at the driver and not the chauffeur driven type. And more particularly, the driver who doesn’t like to share his car. Why else would an SUV that costs over Rs 1.4 crore, come without memory seats as standard?

Asthma is a lung condition that affects 23 million Americans, including 6 million kids. People with asthma may cough, wheeze, or have trouble breathing. fitness-feature-opener Get Fit, Breathe Easier How to Reduce Pet Allergens at Home How Safe Are Asthma Drugs? ASTHMA JOURNEY You Can Get Asthma Under Control Asthma doesn't have to control your life. Learn more about the causes, symptoms, and treatment of asthma in both children and adults. Go Asthma News Secondhand Smoke May Double Risk of Hospitalization for Kids With Asthma THURSDAY, Sept. 24, 2015 (HealthDay News) — Exposure to secondhand smoke puts children with asthma at nearly double the risk of winding up in the hospital, a new analysis reveals. For these kids, secondhand smoke can worsen symptoms and make their condition more difficult to control. So parents need to be aware of these additional risks, [...] Add Asthma, Allergy Plans to Your Back-to-School List SATURDAY, Aug. 1, 2015 (HealthDay News) — If your child has asthma or allergies, make sure his or her teacher, principal and school nurse know about it as part of your back-to-school planning, the American College of Allergy, Asthma and Immunology (ACAAI) recommends. “More than 10 million kids under age 18 have asthma, and one in [...] Smog Threatens Visitors to U.S. National Parks: Report FRIDAY, July 31, 2015 (HealthDay News) — Air pollution afflicts many national parks across the United States, a new study suggests. Air quality in some of the parks is as bad or worse than in some major cities because of pollution from sources such as coal-fired power stations, the National Parks Conservation Association says in a [...] How to Avoid July Fourth Allergy Flare-Ups THURSDAY, July 2, 2015 (HealthDay News) — Fireworks, picnics and parades are favorite Fourth of July traditions for many people, but for those with allergies or asthma these activities could be uncomfortable or even dangerous. “Summer is the time of year when everyone wants to enjoy being outside,” said allergist Dr. James Sublett, president of [...] Losing Weight May Ease Asthma in Obese People FRIDAY, June 26, 2015 (HealthDay News) — Losing weight may help reduce asthma severity in obese adults, a new Canadian study finds. “We were pleased to see significant improvement in asthma symptoms, as well as quality of life for these individuals. This study further supports the need to manage [chronic disorders] to improve patient lives,” said [...] More Asthma News Asthma: Feature Stories

Porsche have officially revealed the iconic 911’s “991.2” generation Carrera and Carrera S models. The mid-cycle makeover brings in stylistic changes that are few and far in between, and, the first time in 911 history, the employment of turbo-charging across most of the range. Bodywork updates include a new front bumper that is aerodynamically skimmed, with larger air intakes and horizontal LED daytime running lights. At the back, the revised tail lamps get a 3D-effect look, while the exhausts have been re-positioned to the centre of the new rear bumper. Also, new vanes atop the rear hood help channel air into the traditionally rear-mounted, flat-six motors better. Engines & Performance 2016 Porsche 911 (1) Both the Carrera and Carrera S will now feature 3.0-litre engines, downsized from the 3.4- and 3.8-litre engines respectively. Size notwithstanding, twin turbo-charging ensures a revised, 370 horsepower output in the Carrera, while the Carrera S will now manage 420 horsepower – a 20 horsepower gain across the range. The 911 Carrera S produces more horsepower courtesy of turbochargers with modified turbine compressors, a specific exhaust system and tuned engine management. Maximum torque has also been increased by 60 Nm in each case, with outputs of 450 Nm and 500 Nm respectively delivered constantly from 1,700 rpm up to 5,000 rpm in both cases. A maximum engine speed of 7,500 rpm for both makes them rev lesser by 300 rpm than their predecessor; still quite eclectic for a turbocharged engine, and Porsche insists that the “typical sonorous Porsche flat-six engine sound” is intact. 2016 Porsche 911 (12) With enhanced power, the 911 Carrera Coupé with Porsche-Doppelkupplung (PDK) and Sport Chrono Package sprints from zero to 62 mph in 4.2 seconds – making it two tenths of a second faster than its predecessor. The 911 Carrera S with PDK and Sport Chrono Package achieves the same in just 3.9 seconds (also 0.2 secs swifter). The top speeds of both models have also increased further: the 911 Carrera now has a top speed of 183 mph (an increase of 4 mph), while the 911 Carrera S now reaches 191 mph (an increase of 3 mph). The optional Sport Chrono Package has been updated, with the 911 Carrera now featuring a ‘mode switch’ on the steering wheel, derived from the hybrid mode switch of the 918 Spyder. The mode switch consists of a rotary control with four positions for the driving settings “Normal”, “Sport”, “Sport Plus” and “Individual”. Depending on the car’s specification, the latter setting enables drivers to configure their own individual vehicle set-up; eg Porsche Active Suspension Management (PASM), PDK transmission shifting strategy and sports exhaust system. 2016 Porsche 911 (13) In combination with the PDK, the mode switch has an additional “Sport Response Button”. When this is pressed, the drivetrain is pre-conditioned for maximum acceleration for 20 seconds, in anticipation of an overtaking manoeuvre, for example. For a short time, the optimum gear is engaged and the engine management adjusted to an even more spontaneous response. PASM chassis lowers ride height by 10mm; now standard across range For the first time, the new PASM (Porsche Active Suspension Management) chassis, which lowers the ride height by ten millimetres, is a standard feature of every Carrera model, which works in conjunction with new dampers. The 991.2 also rides on newly designed wheels, while the rear tyres of the 911 Carrera S now measure 305 instead of 295 millimetres. 2016 Porsche 911 (7) The active rear-axle steering that is available as an option for the 911 Carrera S is chassis technology adopted from the 911 Turbo and 911 GT3. Apart from aiding high speed handling, enhancing the turn-in behaviour, it also ensures greater manoeuvrability in city traffic thanks to the turning circle reduction of 0.5 metres. For clearing kerbs, there’s also an optional hydraulically operated nose lift system that increases the ground clearance at the nose by 40 millimetres within five seconds. New features 2016 Porsche 911 (8) The new 911 Carrera models feature a development of the Porsche Communication Management System (PCM) including Online satellite navigation and voice control as standard, which includes a seven-inch display which recognizes multi-touch gestures. Also new is the option of connecting an iPhone to the PCM to use Apple CarPlay. New assistance systems include an optional automatic speed control, Adaptive Cruise Control (ACC)and an optional Lane Change Assist that monitors traffic behind with radar and uses LED lamps in the left and right of the mirror triangle to warn the driver about approaching vehicles in the blind spot. In addition, Porsche increases active safety with the multi-collision braking system as a standard feature. 2016 Porsche 911 (11) Other standard equipment on every 911 Carrera includes leather interior, sports seats, dual-zone automatic climate control, SPORT button, Bi-Xenon headlights, Porsche Active Suspension Management (PASM), Porsche Stability Management (PSM), tyre pressure monitoring, Porsche Vehicle Tracking anti-theft system, three year warranty and three year roadside assistance package. The new Porsche 911 Carrera models are on sale now in the UK and Ireland, and first deliveries will arrive in Porsche Centres in December, with an India launch awaited sometime in 2016. 911 Carrera Coupe £76,412 (RRP) 911 Carrera S Coupe £85,857 (RRP) 911 Carrera Cabriolet £85,253 (RRP) 911 Carrera S Cabriolet £94,698 (RRP)

The highly anticipated, sixth-generation, 2016 Chevrolet Camaro was revealed on Saturday. Featuring an all-new, yet evolutionary style, a fresh, lighter architecture and a broader power-train range, the new Camaro promises to be faster and offer a more nimble driving experience, apart from being the most efficient of its kind till date.

Six all-new power-train combinations are offered, including a 2.0L Turbo, rated at an SAE-certified 275 horsepower (205 kW) and 295 lb-ft of torque (400 Nm). The 2.0L turbo will deliver 0-60 mph acceleration in less than six seconds and offer more than 30 mpg on the highway (GM-estimated), making it the most fuel-efficient Camaro ever.

2016 Chevrolet Camaro (8)

Then, there’s a new 3.6L V-6 featuring direct injection, continuously variable valve timing and Active Fuel Management (cylinder deactivation), offering an SAE-certified 335 hp (250 kW) and 284 lb-ft of torque (385 Nm)

The top-of-the-line SS variant gets the LT1 6.2L V-8, which is SAE-certified at 455 horsepower (339 kW) and 455 lb-ft of torque (617 Nm) – rendering it the most powerful Camaro SS ever. Each engine is available with a six-speed manual or eight-speed automatic transmission with a rev-matching feature. In addition, the Magnetic Ride Control is available as standard on the Camaro SS for the first time.

2016 Chevrolet Camaro (7)

Vehicle mass has been reduced by 200 pounds or more. Significant weight savings came from using an aluminum instrument panel frame instead of steel, which saved 9.2 pounds (4.2 kg). The use of lightweight components, including aluminum front suspension links and steel rear suspension links with lightening holes, in the new five-link rear suspension system contributed to a 26-pound (12 kg) reduction in the overall suspension weight.

The Camaro features a new, multi-link MacPherson strut front suspension with Camaro-specific geometry and double-pivot design to aid the quick-ratio electric power steering system. The rear is held up by a new five-link independent suspension setup.

2016 Chevrolet Camaro (5)

All Camaro models offer Brembo brakes – they’re standard on the SS. On the Camaro LT, the available brakes include 12.6-inch (320 mm) front rotors with four-piston calipers and 12.4-inch (315 mm) rear rotors with single-piston sliding calipers. Camaro SS employs 13.6-inch (345 mm) front rotors with four-piston fixed calipers and 13.3-inch (338 mm) rear rotors with four-piston fixed calipers.

Goodyear tires are used on all models: The LT features standard 18-inch wheels wrapped with Goodyear Eagle Sport all-season tires and available 20-inch wheels matched with Eagle F1 Asymmetric all-season run-flat tires. The Camaro SS features standard 20-inch aluminum wheels with Eagle F1 Asymmetric 3 run-flat tires.

2016 Chevrolet Camaro (1)

Only two parts carry over from the fifth-generation Camaro to the new Gen Six: the rear bowtie emblem and the SS badge.

Styling is predictably evolutionary, and the new Camaro visually retains just about enough to be instantly recognizable as one. The front is defined by a cross-car grille/headlamp aperture, a signature cue that dates to the first generation. Standard lighting includes halogen projector beam headlamps and taillamps. RS and SS models add high-intensity discharge, or HID, projector-beam headlamps and LED “signature lighting” daytime running lights.

2016 Chevrolet Camaro (14)

The nearly fastback profile flows into the pronounced haunches of the rear fenders, while the tail-lamps blend the horizontal aesthetic of the first generation model with a dual-element theme and aggressive tapers. Additionally, SS models have a unique rear spoiler. There’s also a new interpretation of the Camaro’s iconic red, white and blue “banner” insignia, displayed on the front fenders.

The 2016 Camaro comes with a choice of 10 exterior colors, five interior color combinations, lighting options and a full complement of dealer-available accessories available at launch – including wheels, stripe packages and additional accessories.

2016 Chevrolet Camaro (11)

The interiors are driver-focused and integrates control technologies like a new Driver Mode Selector, which tailors up to eight vehicle attributes for four modes: Snow/Ice, Tour, Sport and – on SS models – Track settings. There are also high-definition, configurable color displays – including available dual, 8-inch-diagonal screens, along with a Interior Spectrum Lighting feature that offers 24 different ambient lighting effects on the dash, door panels, and center console.

“Redesigning the Camaro is thrilling and challenging all at once, but the secret is to offer something more,” said Mark Reuss, General Motors executive vice president of Product Development. “For Camaro enthusiasts, it retains iconic design cues and offers even more performance. For a new generation of buyers, the 2016 Camaro incorporates our most innovative engineering ideas with finely honed performance and leading design.”

The new 2016 Chevrolet Camaro Convertible is here, and replaces the coupe’s lithe roofline with a new electro-hydraulic cloth top featuring a multilayer construction with acoustic and thermal barriers. The soft top is stowed beneath a hard tonneau cover which is stylistically integrated with the bodywork.

The fully automatic top can be remotely opened with the key fob, while it is also capable of opening or closing at speeds of up to 48km/hr. A stiffer and lighter build, like that on the coupe, helps reduce total vehicle weight by at least 91 kg over the previous model.



The convertible will come in either the LT or SS trim levels, but with six powertrain combinations, which includes a 275hp, 2.0-liter, turbo four cylinder engine, a 335hp 3.6-liter V6 engine and the 455hp 6.2-liter, range-topping LT1 V8 engine, all paired to with either a 6-speed manual or an 8-speed automatic transmission.

“From the beginning, the Camaro’s architecture was developed to incorporate a convertible with uncompromised driving dynamics,” said Al Oppenheiser, Camaro chief engineer. “Customers will appreciate what they don’t feel: quivers, cowl shake or an under-damped chassis typically found in a four-seat convertible.”

Chevrolet has unveiled the Trailblazer SUV and Spin MPV in India. The launch of the former will be in October 2015, while the new MPV will hit our shores in 2017. The American giant has invested US $1 billion since 1996. Now, the carmaker has announced another US $1 billion (INR 6,400 crores) investment in India, as part of its global US $5 billion investment plan in other countries such as Brazil, China, and Mexico.

Chevrolet Trailblazer unveilied in India (2)

The Trailblazer has been revealed in India; launch will be in October 2015

The new INR 6,400 crore investment is expected to create approximately 12,000 new jobs for GM India and its suppliers. Besides growing the use of the domestic supply base to support increased product localisation, Chevrolet will also grow its domestic dealer network to support the greater availability of vehicles and service for consumers in the subcontinent. The majority of the new investment will go into strengthening of Chevrolet’s Talegaon manufacturing facility in Maharashtra. It will enable the facility to localise, industrialise and optimise its footprint to accommodate additional products for the domestic and export markets.



The Chevrolet Spin MPV will be launched in India in early 2017

Commenting at the reveal of the Chevrolet Trailblazer and Spin MPV, GM International President Stefan Jacoby said, “The new global vehicle family we just announced will have several different body styles designed to meet the expectations of the Indian consumer. The vehicles will be manufactured and sold in India and feature striking styling that has never been seen here before. They will also be exported worldwide. With this investment, our aim is to double our market share in India by 2020.”

2016 Chevrolet Cruze side

The new Cruze will likely hit our shores in 2017 (Image for representation purpose only)

To rationalise its domestic manufacturing operations, Chevrolet will cease production at its Halol facility in Gujarat by the second half of 2016. Speaking on this decision, GM India President and Managing Director Arvind Saxena said, “Consolidating our manufacturing in a single location in India will support the long-term sustainability of our business in a challenging emerging market. This is not a decision that we are making lightly and we are committed to treating those impacted respectfully.” Chevy’s Talegaon plant currently has a production capacity of 130,000 units, which will increase to a base capacity to 220,000 units by 2025. It will also become a global export hub for GM, with more than 30 percent of its annual production planned for markets outside India.

Chevrolet-Enjoy-Review-petrol-diesel (31)

The Enjoy shall be retired upon the launch of the Spin MPV

GM Chief Executive Officer Mary Barra said, “Chevrolet is committed to India for the long term. We are delivering on our promise and doubling our investment in India. This will allow us to provide our Indian customers the great vehicles they want and the world-class customer experience they deserve. It will also support the government’s Make in India program.”

At the GAIKINDO Indonesia International Auto Show (GIIAS) 2015, Japanese car maker Honda has unveiled the new BR-V SUV. The BR-V will be first launched in Indonesia, and then will reach the Indian shores sometime next year. The new Honda BR-V seats seven and will lock horns with the Renault Duster, Ford Ecosport and the recently launched Hyundai Creta.

At the front, the BR-V sports a squarish profile with a chrome-laden grille and headlamps that are equipped with projector beams and chrome inserts. The front bumper sports a wide air dam and two chrome-ringed fog lamps. A matte silver faux skid plate can also seen at the lower end of the bumper.

In the side profile, we can see the BR-V benefits from high ground clearance and is rides on 16-inch alloy wheels. The BR-V also gets roof-rails and additional body cladding on the doors, to complete the SUV look.

Powering the Honda BR-V for Indonesia will be a 1.5 litre petrol mill churning out 120 bhp which can be had with either a six-speed manual or a CVT gearbox. Dual front airbags, ABS and EBD along with the Vehicle Stability Assist system complete the safety list on the BR-V. Expect Honda to showcase the BR-V at the Auto Expo 2016 in Delhi next year.

Ever wondered what’d be the ideal vehicle for those who’re torn between two and four wheels? Honda’s new experimental concept combines the brand’s learnings in both two- and four-wheel mobility and provides “the freedom of a motorcycle and the manoeuvrability of a car”. Called the ‘Honda Project 2&4 powered by RC213V’, it is the winning entry from Honda’s ‘Global Design Project’, and will make its global debut at the 66th Frankfurt Motor Show.

The Honda Project 2&4 is powered by the RC213V’s competition motorcycle engine. Developed for the MotoGP motorcycle racing series and specially tuned for the public road, the 999 cc V-4 four-stroke unit’s peak power output is over 215 PS at 13,000 rpm, while peak torque of over 118 Nm is delivered at 10,500 rpm. Transmission is provided by a six-speed DCT gearbox.

Honda Project 2&4 (1)

Though there’s no word on the official acceleration figures, a weight of just 405 kg, coupled with a mid-mounted, race derived engine that screams to a 14,000 rpm red line should account for some face warping spur, along with instant responsiveness round the corners due to the low centre of gravity.

Conceived by Honda’s motorcycle design studio in Asaka and designed in collaboration with the automobile design studio in Wako, the Honda Project 2&4 seeks to create a distinctive driving experience by combining the thrill of riding a motorcycle with the most engaging characteristics of driving a car.

Honda Project 2&4 (2)

The Project 2&4’s body design and engine position has been inspired by the 1965 Grand Prix winning Honda RA272 Formula One racing car. The open cockpit features a single driver’s seat, uniquely suspended just above the road – Honda calls it the ‘floating seat’ design, evoking the freedom of a bike on four wheels. Overall vehicle length is 3,040 mm, width 1,820 mm and height 995 mm, while instrumentation is via means of projection onto a glass surface.