New Bajaj Discovers 150S & 150F

Bajaj Discover 150F

Bajaj Discover 150S

 At the outset, let us get two critical things about the Bajaj Discover out of the way. First, there are now only three models in all. Not six. Not seven. Not umptimillion. Just three. The smallest is the Discover 100M. The middle is the Discover 125M. And the top model is the 150, which comes as the 150S – biking fairing, non-LED tail lamp and analogue meters and the 150F – half-fairing, ana-digi meters, LED tail lamp. That’s it. Some really deep interior India showrooms may also have some Discover 100 4Gs, but they’re also on their way out. Second, Bajaj told us clearly that the season of Discover-y is over for now and next up are bigger motorcycles from the Pulsar line and of course, the KTMs. And now, back to the 150s.

Bajaj Auto, the home-grown bikemaker, has  launched the new Discover 150 at Rs. 51,720 (ex-showroom, Pune). Launched in a total of 3 variants, there is one semi-faired version as well of the bike, the 150F, priced at Rs. 58,739 (ex-showroom, Pune). While the regular Discover 150 S is available in two variants - the 150 S STD with drum brake ad the 150 S Disk with disc brake.

In terms of design, the Discover 150 resembles the Discover 125, albeit new body graphics and colours. The bike features an anlogue istrument consile and 10-spoke alloy wheels. Powering the Discover 150 is a new 150cc, 4-stroke, single-cylinder, air-cooled, four-valve engine. Power is transmitted to the rear wheel of the bike via a 5-speed gearbox.

Styling, finish and build

The bike, especially, the S looks exactly the same as the 125ST (now discontinued)

Let’s be honest, there isn’t much to say here. The bike, especially, the S looks exactly the same as the 125ST (now discontinued). And in that sense, this similarity robs the 150s of any sense of newness, of novelty value of the premiumness that should come with being the top of its line. This is, in my book, a miss. But it is a card Bajaj have played before. The F does look different thanks to the half-fairing but I’m not a fan of the busy designs which stick faux mesh panels and what not to create that sense of busy-ness. Classically pretty the F isn’t. I also found that it is a hard fairing to clean when we started to shoot photographs after riding in the rain for a bit. Point is, they’re finished and built well as we have come to expect Bajaj’s bikes to be. Unfortunately, the styling is also expected and that will cause a lower perception in value in the showroom. Finally, the dull palette, according to Bajaj, is a reaction to the wishes of the customers who wanted non-flashy bikes, quite at odds with the smaller Discovers.

Engine and performance

Bajaj say the bottom-end isn’t necessarily all-new but the longer stroke on the undersquare engine did mean that quite a bit of work went into the creation of this 144.8cc engine

Bajaj have been rolling their four-valve heads out and the 150s also get it. Bajaj say the bottom-end isn’t necessarily all-new but the longer stroke on the undersquare engine did mean that quite a bit of work went into the creation of this 144.8cc engine. Other changes include detail design work in the gearbox and the engine head is metal once again. The tuning is for the commuter, which means NVH control, low and mid-range punch and a relatively less important top-end performance. What we found is that this bears out. 60kmph comes up in a reasonable 5.45s even with a 90kg rider but 100kmph takes a vastly more leisurely 19.20 seconds. On the move, as usual, the engine feels happy to rev cleanly though the torque ensuring that you rarely have to redline it for maximum progress. Our motorcycle showed the work Bajaj have done on NVH by keeping harshness as well as noise tightly under control. Vibration didn’t creep in until 60kmph, but at that point, it was still restrained enough for it to not be complaint-worthy. Economy is excellent. Bajaj promise 55-60kmpl in the real world and we did get just over 70kmpl on our highway test so the 150s should be frugal. Top speed, is 109.53kmph.

Ride, handling and braking

The Discover 150F and S customer is evidently still not interested in ABS brakes and hence Bajaj have not offered that (or for that matter fuel injection) as an option. Which explains the feel of the disc brakes. The lever pull is generous and initial bite is mild. Pulling hard on the lever produces good stops but the feel is very much – and I’d say this is consciously done – like a strong drum brake which is perhaps friendlier in light of the intended customers.

The Discover 150F and S customer is evidently still not interested in ABS brakes and hence Bajaj have not offered that (or for that matter fuel injection) as an option.

It is easy to write the 150 off as the 125ST’s frame but that isn’t strictly true. There isn’t any significant suspension or main frame work to be sure because the weight difference between the 125ST and the 150s isn’t that much. But Bajaj engineers had to lower the step in the subframe, lengthen it a bit and stiffen it. This creates a flatter seat which should make it easier for the pillion to climb on. It also means the 150 will often carry three people around which we cannot condone.Bajaj engineers had to lower the step in the subframe, lengthen it a bit and stiffen it.

Ride quality is a surprise. Bajaj’s chassis guys are pretty good at this and the Discover has an excellent ride. It feels well-damped and absorbs almost everything, only letting through the smaller, sharper bumps. Handling, similarly, is as expected. The motorcycle feels very light on its feet and extremely agile without becoming unstable mid-corner. It does have MRF Zappers on, so grip levels are good and while hard cornering isn’t really required of the bike, it should acquit itself quite well.

The 150S has similar meters to the others from the new Discover family.

The 150F begs to differ in the meters with a semi-digital panel which shows the odo, fuel gauge and service indicators

As commuter motorcycles go, the Discover is a pretty decent commuter. It has genuine 150cc class performance, economy is excellent, as are its manners. But you do feel that you’re riding a less premium motorcycle compared to the other 150s. Now, this shouldn’t automatically be a problem because the Discover 150 is also substantially cheaper than the comparable 150s with prices in fact sitting squarely in the top of the 125cc segment. Bajaj have always been happy to straddle segments allowing displacement and performance to give their motorcycles an edge and the 150 does this quite well. The issue really is whether you’ll be happy paying extra for the 150 knowing that anyone on a Discover 125 will have visually the exact same motorcycle. To me, the motorcycle itself is as we expected it to be – good at its role. But the question really is whether that is enough for the Discover 150 to be commercially viable. We are watching it closely.

Prices (ex-showroom, Pune)

Discover 150 S Std: Rs. 51,720

Discover 150 S Disk: Rs. 54,725

Discover 150 F: Rs. 58,739

Dimensions

Length 2038mm

Width 714mm

Height 1070mm

Wheel base 1305mm

Saddle Height 795mm

Ground Clearance 165mm

Suspension: Front - Telescopic Fork; Rear - Monshock

Brakes: Drum and Disc (Depending upon the variant chosen)

To know more go to official site of bajaj http://www.bajajauto.com/discover150_index.asp

Maruti Suzuki Ciaz

What is ciaz ?

Maruti has unveiled the production version of the Ciaz. Bigger, sleeker and far better equipped than the SX4 it has replaced, the Maruti Ciaz is a big step forward and puts Maruti back in the mid-size segment game.

Built on an all-new platform, the Ciaz has been conceived from a clean sheet of paper to take on the likes of the Honda City and Hyundai Verna. Maruti is also pinning its hopes on the Ciaz to take its image upmarket by making it a credible alternative to the more premium brands.

DESIGN

The Ciaz bears no similarity to any other model in Maruti’s range, but you can tell it’s a Suzuki thanks to a certain family look characterised by the small, three-slat rectangular grille and the conservative styling of the car. Like most Suzukis, the Ciaz doesn’t immediately grab your attention and though the styling is clean and uncluttered, it’s unadventurous as well, especially when you view the car in side profile. What adds a bit of spice to the look are the superbly detailed projector headlights and the large rectangular tail lights, which bear more than a passing resemblance to the Honda City’s cluster.

Making up for any lack of visual drama is the sheer size of the car. The Ciaz has the largest footprint of all mid-sizers, and sitting on 16-inch alloys (only available on the Z+ variants), it looks like it belongs in a higher segment. There’s no doubt that the Ciaz is a handsome, well-proportioned car and the chrome finish on the door handles and the rear boot lid do give a premium touch.

You would expect the large Ciaz to be rather heavy, but it’s quite the opposite. The all-new chassis is constructed with high-tensile steel which, apart from giving rigidity to the body, has kept weight down. Tipping the scales at 1010 and 1105kg for the petrol and diesel versions respectively, the Ciaz is remarkably light for its size.

INTERIOR

Maruti sedans are typically associated with cramped cabins, but not the Ciaz, which turns this perception on its head. It’s fair to say that the Ciaz is the most spacious mid-size car and the feeling of space is enhanced by the large glass area and light interiors.

The back seat has an incredible amount of legroom and is wide enough for three adults, the flat floor being a help. However, the seat cushions are a touch firm and under-thigh support could be better.

Again, in terms of design, the dashboard is quite straightforward with simple lines and an uncluttered look. The centre console is dominated by a large 7-inch touchscreen which has an easy-to-use interface. However, this infotainment system is only available on the Z+ variants.

The instrument console houses a pair of small but easy-to-read dials which are again completely new. However, you can spot bits from other Suzukis, like the power window switches and door locks which are shared with Swifts and Dzires. Plastic quality is the best we’ve seen on any Suzuki – the fit and finish is very well executed. The wood-finish accents work quite well too and don’t look tacky, as is the case in most cars at this price point. A lovely detail is the chrome surrounds for some of the buttons, which gives a premium feel.

Where the Ciaz scores is on practicality with lots of storage space. You get 1-litre bottle holders for all four passengers and lots of cubby holes for odds and ends. While the glovebox is not that big, the 510-litre boot certainly is – it’s large enough to swallow four big bags. However, the rear seats don’t flip forward to create more space.

Maruti has packed the Ciaz with lots of equipment, and expectedly, it’s the Z+ versions only that get goodies like 16-inch alloys and SmartPlay Infotainment. However, the lower trim levels are not badly off, except for the absence of safety features like twin airbags. Maruti should have offered driver and passenger airbags across the range as standard.

Driving Experience

The petrol Ciaz is powered by the 1.4-litre K-series motor that first debuted in the Ertiga. It’s been upgraded further for the Ciaz and comes with a higher compression ratio, a tweaked ECU for better response and other mods to lower frictional losses.

First impressions are that the 1.4 petrol, which develops 91bhp, is more than adequate for the Ciaz. It’s quick off the line and quite responsive too, accelerating briskly to make light work of overtaking slower cars on the Delhi-Jaipur highway. However, this K-series engine doesn’t offer the manic thrust of a Honda VTEC motor. Instead, what you get is a linear and almost flat power delivery which isn’t exactly exciting. You do need to wring the engine to get the most out of it and it’s not very quiet either, taking on a coarse edge at the rather conservative 6,200rpm redline. This motor feels best at moderate speeds, and for normal, everyday driving, has sufficient poke to keep you ahead of the traffic.

It’s the Fiat-sourced 89bhp 1.3 diesel that actually impressed more, possibly because we weren’t expecting too much from it. This higher-powered version of this ubiquitous engine is known for its turbo-lag. However, in the Ciaz, it felt like a different animal altogether. No doubt, at low revs, there is still a bit of lethargy until the turbo spools up, but this engine doesn’t feel asleep like in the Ertiga. Again, Maruti has worked on lowering the frictional losses, and has recalibrated the ECU for better low-end response. Drive the Ciaz on part-throttle and it feels far from sluggish, which makes it quite competent for normal city driving. It’s only when you want to get a quick move on and floor the throttle that you feel a hesitation that lasts till 1800rpm, after which there’s a strong kick to the dizzy (by diesel standards) 5,200rpm rev limit.

Ride comfort is where the Ciaz truly scores, and Maruti engineers have arrived at a suspension set-up that works brilliantly on our roads. Tuned on the softer side, the Ciaz feels best at lower speeds, soaking up cratered roads with ease. Up the pace, and the Ciaz tends to pitch a wee bit on uneven surfaces, but again, bump absorption is superb and passengers are left unruffled. On smooth highways, the Ciaz feels well-planted and secure, allowing you to cruise effortlessly at some serious speeds.

The Ciaz feels best in a straight line and it’s not particularly eager to dive into corners. The steering, though nicely weighted, has a numbness about it and there’s a bit of a dead zone around the straight-ahead position.

The docile dynamics of the Ciaz make it a car that’s best for comfortable commuting and not for the enthusiast.

Mahindra Scorpio Facelift

The Mahindra Scorpio is a four-wheel drive compact SUV manufactured by Mahindra & Mahindra Limited (M&M), the flagship company of the Indian Mahindra Group. It was the first SUV from the company built for a global market. The Scorpio has been successfully accepted in international markets across the globe.The Mahindra has launched new model of Scorpio facelift with redesigned front and rear fascias and a completely new dashboard.The new model was launched on 26th September, 2014 with completely new looks for exterior and interior of the SUV with more aggressive styling.

SPECIFICATION

• Engine: Top mounted intercooler, Intercooled, mHawk CRDe, 4 Stroke, Turbo charged, DI
• Cubic Capacity: 2179cc
• Max. Gross power: 120 bhp (89 kW) @ 4000 rpm
• Max. Gross torque: 290 N·m (210 lbf·ft) @ 1800-2800 rpm
• Gear Box: 5 speed manual and 6 speed automatic
• Tyres: P235/70 R16, Radial Tubeless
• Front Brakes: Disc & Caliper type, Twinpod & Tandem booster (with anti-lock braking system)
• Rear Brakes: Drum Type
• Fuel Tank Capacity: 60 l (13 imp gal; 16 US gal)
• Fuel Type: Diesel
• Turning circle radius: 5.6 m (18 ft) for 2WD

 The new Scorpio will be available with two diesel engines. The 2.5-litre m2DiCr engine will power the base S2 trim, while the 2.2-litre mHawk mill will power the S4, S6, S6 Plus, S8 and S10 trims. The Mahindra Scorpio S2 trim comes equipped with basic necessities like air-conditioning, power steering, power windows, central locking and 15-inch steel wheels.
The exterior changes are easier to spot. The doors and roof are carried over, but the all-new front end is what gives the Scorpio its new identity. The traditional fan-shaped grille has been replaced by a more striking and modern one with blade-like chrome slats. There are projector headlamps along with attractive LED ‘eyebrows’, and the all-new bumper seems like it is wrapped around a hidden bull bar. The larger 17-inch alloys look great, but the gap in the wheel arches at the rear means the wheels look smaller than they are.

 The Scorpio’s interiors have aged faster than the exterior, so it’s just as well that Mahindra has spruced up the cabin with an all-new dashboard, plenty of exciting features and brand new seats. The dash is a neat, clean and angular design with the top of the dash is finished in matte black and the lower half in a nice shade of beige. The power window switches have been shifted from the centre console to a more handy location on the doors, and the fuel filler cover release is also conveniently located behind the steering wheel and metallic highlights inside the cabin look good. There are, however, some cheap-looking bits, like the door handles that you think might break off if you pull them too firmly, and the plastics are still not up to scratch either. Poorly executed joints and seams tell you that overall quality still isn’t quite up to Japanese standards, but in fairness, it’s a big step up from the earlier Scorpio. 

Features that are sure to impress are the six-inch infotainment touchscreen borrowed from the XUV500, an in-built GPS system, temperature and pressure sensors for the tyres, and rear-parking sensors. Some versions will even get cruise control and steering-mounted controls on the smaller, sportier steering wheel, also very similar to the one in the XUV. Settle down in the driver’s seat and memories of the earlier car’s poor ergonomics come flooding back. There’s no central locking button on the dash and you have to use the lock on the door handle, which is a bit fidgety. Front passengers will miss storage for bottles; there’s one central bottle holder but that space is where you end up keeping your phone or toll change.

M&M has also improved space in the middle row by slimming down the seats and moving them back a bit to carve out more space. The bench seat itself is now more comfortable too, thanks to good thigh support, a high seating position and a finely adjusted backrest angle. The seats, which extend all the way to the doors, are nice and wide, which makes travelling five up fairly comfortable. Our test car came with side-facing jump seats rather than a third row, which isn’t great for safety or comfort, but does the job for short journeys.

The biggest area of improvement, however, is ride and handling. The new chassis and suspension have made a world of a difference to the dynamics of the car. For starters, the ride is better – the stiffer chassis has allowed the engineers to use more supple suspension aggregates. The Scorpio is now really pliant at low speeds and that takes the edge out of the bumps and potholes. The ride is also much flatter and more settled, there’s less pitching and bobbing, and for absolute ride comfort, it comes close to the mighty Innova. It’s only when you gain momentum that this softly sprung SUV has more vertical movement.

it has improved in almost all areas, and that elevates this SUV to an all-new level. Better to look at, better to sit in and much nicer to drive, the new Scorpio, has what it takes to remain the huge success it’s been, especially now that it's been priced almost the same as the outgoing model - from Rs 7.98-11.46 lakh.

Hero Splendor Pro Classic

Hero Motocorp has launched Splendor Pro Classic . The Splendor Pro Classic is a Cafe Racer styled motorcycle on the lines of its popular Splendor Pro . The Splendor Pro Classic is priced at Rs. 48,650  ( prices ex-showroom, Delhi). 

DESIGN

The Splendor Pro Classic is adorned with all the ‘cafe racer’ elements and accessories, such as round lights, spoke wheels, single seat, sportier handlebar, cafe cowl at rear and simplistic body panels. The headlights, turn indicators, front and rear fenders, twin-pod instrument console and rear view mirrors are adequately treated with chrome, which add some bling to the otherwise conventional design of the Splendor. The bike comes in only one variant with electric start as standard, and is available in two colors – Solid Maroon and Carbon Black.

ENGINE

The Splendor Pro Classic is powered by the same four-stroke, air cooled, single cylinder, OHC engine from the Splendor Pro, which is mildly tuned to churn out more power of 8.4PS and torque output of 8.04Nm. Other mechanicals such as the tubular double cradle frame, front telescopic forks, rear coil springs, drum brakes at both ends, tyres and spoke wheels are borrowed from the Splendor Pro. The Splendor Pro Classic is now the most affordable Cafe Racer styled motorcycle, positioned much below the similarly styled Royal Enfield Continental GT.

SPECIFICATIONS

• Engine Displacement (cc)

  97

• Cylinders

  1

• Cylinder Config

  Single

• Spark Plugs Per Cylinder

  1

• Cooling System

  Air cooled

• Maximum power (PS)

  8.36

• Maximum torque (Nm)

  8.05

• Gears

  4

• Gearbox Type

  Constant Mesh

• Transmission Type

  Manual

• Valvetrain

  OHC

• Fuel Type

  Petrol

• Fuel System

• Ignition Type

  DC - Digital CDI

• Clutch Type

  Multiplate Wet

• Chassis Type

  Tubular double cradle

• Front Suspension

  Telescopic hydraulic shock absorbers

• Rear Suspension

  Swing arm with 5 step adjustable type...

• Brakes Front

  130

• Brakes Rear

  130

• Brakes Front Type

  Drum

• Brakes Rear Type

  Drum

• Tyres Front

  2.75 x 18 - 42 P

• Tyres Rear

  2.75 x 18 - 48 P

• Headlight Type

  Halogen

• Taillight Type

  Bulb

• Indicator Type

  Bulb

FEATURES

• Tachometer

  

• Electric Start

  

• Digital Speedometer

  

• Digital ODO

  

• Digital Fuel Efficiency Indicator

  

• Fuel Gauge

  

• Low Fuel Indicator

  

• Low Oil Indicator

  

• Low Battery Indicator

  

• Tripmeter

  

• Shift Light

  

• Pillion Seat

  

• Pillion Footrest

  

• Pillion Backrest

  

• Pillion Grabrail

  

• Stand Warning

  

• Engine Turn Off Switch

  

• Clip On Bars

  

• ABS

  

• Clock

  

• Projector Lamps

  

• LED Tail Lamp

  

• Pass light

  

• Alloy Wheels

  

• Tubeless Tyres

  

• Radial Tyres

  

• Gas Charged Suspension