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2024 Mahindra Thar Roxx 4×4 Would Cost You…

September 25, 2024, 7:33 pm

The Mahindra Thar Roxx has recently launched in India, capturing significant interest from the off-roading community. After much anticipation, the prices for the 4×4 variants have been announced, starting with an introductory price of Rs. 18.79 lakh (ex-showroom) for the 4×4 trims. The 4×4 configuration is exclusively available with a diesel engine that delivers a peak power output of 152 Hp and 330 Nm when paired with a manual gearbox, and 175 Hp with 370 Nm with a torque converter automatic gearbox.

These 4×4 variants of the Mahindra Thar Roxx come equipped with features such as brake locking differentials, electronic locking differentials, CrawlSmart Assist, terrain modes (Snow, Sand, and Mud), driving modes (Zip and Zoom), a water-wading depth of 650 mm, and a Gen II Adventure statistics display for compass and roll & pitch altimeter.

Mahindra Thar Roxx 4×4 Variant-wise Pricing:

Mahindra Thar Roxx MX5 MT – ₹18.79 Lakh
Mahindra Thar Roxx AX5L AT – ₹20.99 Lakh
Mahindra Thar Roxx AX7L MT – ₹20.99 Lakh
Mahindra Thar Roxx AX7L AT – ₹22.49 Lakh

Mahindra Thar Roxx 4×4 Variant-Wise Feature List

Mahindra Thar Roxx MX5 4×4: The MX5 trim features a 26.03 cm (10.25″) HD infotainment system, wireless Android Auto and wired Apple CarPlay, Gen II Adventure statistics, driving modes (Zip, Zoom), selectable terrain modes (Snow, Sand, Mud), cruise control, auto-dimming IRVM, wireless charger, reverse camera, rear wiper and wash, electric adjust ORVM, rear armrest with cup holder, front USB port (C type 15W + A type Data port), rear defogger, one-touch up/down driver power window, spare wheel cover, single-pane sunroof, R18 diamond-cut alloy wheels, electric locking differential, acoustic windshield, LED daytime running lamps, LED front fog lamps, footwell lighting, tyre pressure monitoring system, leatherette seats, leather-wrapped steering wheel, auto headlamps, auto wipers, front park sensors, and two tweeters.
Mahindra Thar Roxx AX5L 4×4: In addition to the MX5 features, the AX5L includes Level 2 ADAS, electric park brake with auto hold, twin HD 26.03 cm infotainment and digital cluster screens, Adrenox Connect with built-in Alexa, DTS sound staging, CrawlSmart, Intelliturn, wireless Android Auto, and wireless Apple CarPlay, as well as fully automatic temperature control and a front USB port (C type 65W + A type Data port).
Mahindra Thar Roxx AX7L 4×4: Building on the AX5L, the AX7L adds a panoramic sunroof, R19 diamond-cut alloy wheels, Harman Kardon Quantum Logic premium audio with a nine-speaker system, leatherette wrapping on door trims and instrument panel, a six-way powered driver seat, front ventilated seats, a surround-view camera with a blind view monitor, power-fold ORVM, CrawlSmart (for 4×4 AT variants only), Intelliturn (for 4×4 AT variants only), a front camera, and a cooled glove box.

Classic Legends Launch the New Jawa 42 FJ

September 5, 2024, 4:05 am

Here’s Everything You Need To Know About The New Jawa 42 FJ!

The Jawa 42 FJ is the latest motorcycle to be launched by Classic Legends Private Limited in their Jawa lineup, which currently comprises the Jawa 350, Jawa Perak, Jawa 42, Jawa 42 Bobber, and this, the Jawa 42 FJ as well now. The range and nomenclatures might appear confusing, and that is why, in this story, I’ll not only talk about the new motorcycle, but would also briefly touch upon a few of these other Jawas, and a couple of Yezdis too, as and when required, to simplify things for you. But first, let’s discuss the new motorcycle.

Jawa 42 FJ |
Introduction
You may call it the most improved Jawa 42 yet, and perhaps that’s why Classic Legends thought it appropriate to name it after František Janeček, the founder of Jawa. Yes, the “FJ” in the bike’s name is a tribute to the founder of the original Czech company, Jawa, with whose collaboration “Ideal Jawa” was formed in the sixties to manufacture the original two-stroke Jawa 250s for India. The Czech company still makes two-stroke motorcycles, along with a few four-strokes as well, and, interestingly, it sells a couple of Indian Jawa models too. From importing Jawas in the sixties, to exporting Jawas sixty years later, life has indeed come full circle for the Indian company. Well, it’s not technically the same company, but you get the sentiment, right?

Jawa 42 FJ | What’s New?
Everything. Almost. I would be able to tell you a lot more in detail once I review the motorcycle, but even right now you can see that this could pass off as an all-new motorcycle. I’ll segregate the headings for better readability.

Engine and Gear-Based Fuel-Mapping
The engine is new; well, it’s their Alpha 2 engine from the latest Yezdi Adventure 350 (the Jawa 42 Bobber also gets it), and not from the Jawa 350 as has been incorrectly reported by almost everyone. What’s the difference, you ask? A lot. The Jawa 350’s engine runs a compression ratio (CR) of 9.5:1 whereas the Yezdi’s and FJ’s engine run a CR of 11:1. The result? A lot more power and a bit more torque—that’s 29.1 PS and 29.6 Nm of the FJ vs 22.5 PS and 28.1 Nm of the Jawa 350. However, it’s worth mentioning that the Yezdi produces a bit more power and torque than the FJ. Also, the engine in all Jawa/Yezdi 350s is actually a 334 cc unit.
Most importantly, now ALL Jawa and Yezdi motorcycles, including the 42 FJ, get “gear-based fuel-mapping” where the fuel map changes depending on the gear you’re in (the gears in the motorcycle’s gearbox, and not your riding gear). See, in layman terms, motorcycle ECMs, with no ride modes, mostly have a single map designed to work under varying rpm and load conditions. The new Jawas’ and Yezdis’ ECMs have six fuel maps, one for each gear, which should ideally make fuelling absolutely perfect across the rev range. Honestly, I am hoping that with this update, Jawa R&D has finally bid adieu completely to the low-rpm fuelling niggles that plagued their first gen bikes. I really cannot wait to test this bike out.

Chassis
The Jawa 42 FJ’s chassis isn’t all-new, but there are changes. For example, while it’s still a dual-cradle frame, the headstock is different and so is the subframe. I haven’t seen the bike in person yet, but I think even the footoegs position is different as well.
The wheelbase is now longer (1,440 mm) and even the ground clearance has seen a jump. The claimed figure is now 178 mm. The fork has become fatter as well. It’s now 41 mm whereas the regular Jawa 42 has a 35 mm fork.
It’s time for a spoiler now—the “new” Jawa 42 FJ is essentially a Yezdi Roadster in different clothes and makeup. The wheelbase length, seat height (790 mm), and the fork thickness measurements are exactly the same, which means that all of the “new” stuff you have read about until now (except the subframe, which is decidedly new) is definitely new for a Jawa 42, but isn’t entirely new in essence. Strangely, this is something no one else noticed despite making all those walkaround videos, etc. That said, I will come back to you on this topic once again when I get to review the motorcycle.
For now, let’s continue with what Classic Legends is claiming about the Jawa 42 FJ.

Brakes Lights and Other Features
There’s dual-channel ABS on all variants, including the base model that has spoke wheels. Then there’s the anodised, brushed aluminium, fuel-tank cladding, complemented by aluminium headlamp stays (headlight-dome holders), grab handles, and footpegs.
A slipper clutch, upswept exhaust, all-LED lighting, fully digital instrument cluster, USB charging port, and offset fuel-cap complete the list of other notable features on the Jawa 42 FJ.

Colours and Price
The Jawa 42 FJ is available in a range of eye-catching colours, and the prices start from INR 1,99,142 (ex-showroom). Below is the detailed pricing for all variants:

Competition
The new Jawa 42 FJ goes primarily against the Royal Enfield Guerrilla 450 (you may read our review of it in last Thursday’s edition), Triumph Speed 400, Hero Maverick 440, Harley-Davidson X440, and even its own cousin, the Yezdi Scrambler.
Of course, I will be reviewing it soon to tell you how this 334 cc motorcycle fares against the higher capacity competition. For now, Classic Legends have indeed kept the pricing competitive by placing this Jawa amongst the least expensive motorcycles in the segment. We’ll soon see if the motorcycle itself is competitive or not.

Royal Enfield Guerilla 450 Review

August 29, 2024, 2:58 am

Royal Enfield recently launched the Guerilla 450 in India, and I rode one for over a week to ascertain whether it’s a roadster like RE is claiming or is it a scrambler, or is it an amalgam of both. Most importantly, like everyone else, I also wanted to find out how it fares against its only proper rival in the Indian market—the Triumph Speed 400. I have ridden the Triumph quite extensively as well, and although this story isn’t an outright comparison, I will be mentioning the Triumph for perspective, as and when necessary.

Design and Presence
The first thing that would strike you about the Guerilla 450’s size is that, unlike the Triumph Speed 400, it doesn’t look like a small bike. And it isn’t. It’s bigger than the Triumph, and for sure looks and feels that way too. Thankfully, despite sharing the platform with the huge Himalayan 450, the Guerilla 450 doesn’t feel even a bit intimidating. And that’s the first key difference between the Speed 400 and the Guerilla 450. While the former does look and feel like a small bike, the latter looks and feels like a big bike, but without getting big enough to appear challenging to ride. That’s one of the most important factors for many choosing a roadster in India, which brings me to the category of motorcycle it really is. See, RE is calling it a roadster, but I say it’s a mix of a scrambler and roadster. If you’ve seen a Ducati Scrambler, you’d know. The semi-knobblies (and the fattest ones at that) at both ends are more scrambler than roadster.

But (and you’ll understand this if you weren’t born yesterday)—I can bet my two-stroke pistons on the fact that the Guerilla’s designers are big fans of the RD350 LC. In fact, I won’t even be surprised to know if one of the designers owns a specimen of the eighties’ two-stroke hooligan. See, the LC (and the air-cooled RDs as well) is still lusted after globally, and though it’s most popular in the US, the UK has a sizeable number of ardent RD fans too. And the Guerilla was designed in the UK…
If that white Guerilla doesn’t remind you of the LC, you need to introspect whether you actually know your motorcycles… Of course, it’s not called “White” by the chaps as RE, because, just like every other auto manufacturer nowadays, even RE has bestowed superfluous names to the colours we could identify and pronounce correctly even before kindergarten.

Therefore, instead of just calling it White, they call it Brava Blue. You may insert your favourite facepalm emoji here. Seriously, RE, why not call it White when that’s the predominant colour on the bike? How does it become Brava Blue, or any blue for that matter, when there’s so little (thankfully!) of it on the bike?
Still, that’s my favourite colour on the Guerilla and I so wish my test unit came in that shade. I even like the Silver (it’s more of a Grey, actually), or “Smoke Silver” as RE prefers to call it, but that’s available only in the base Analogue variant, and manufacturers don’t provide base models to media.
My review unit, the one you see here in the majority of pictures, came in a colour scheme that’s called Yellow Ribbon by RE. Then there are two more, Playa Black and Gold Dip. Except the Silver, all other paint schemes are dual-tone, with, again, the Brava Blue being the easiest on the eye.
I must add here that while the dual-tone schemes may look gaudy to some in the pictures, they do appear quite palatable in person. However, it would help RE to introduce solid colours as well. The motorcycle would look great in solid Black, Red, and White.
A note to RE: Pease don’t name them Casanova Black, Seductive Red, and Pious White.

Ergonomics and Maneuverability
The Guerilla 450 is the motorcycle for you if you want the Sherpa 450 engine (RE’s first short-stroke single) in your motorcycle, but find the Himalayan 450 too big and bulky for your stature and/or for city riding. However, I most tell you that while the claimed seat height of 780 mm sounds delightfully low, the size, shape, and contours of the seat make it feel like an 800 mm high perch, which, like I have been saying for over a decade now, is the highest that all motorcycle manufacturers in India should strive to limit their motorcycles’ seat height at—anything higher takes away a large chunk of your potential customers in India.

Fret not, the Guerilla 450 is manageable for anyone with an inseam of 27 inches and above, provided they are not complete newbies. I tested the seat height back to back with the Triumph Speed 400 of a friend and found out that the Triumph’s seat was just a wee bit taller. Still, the Triumph is a bit easier to maneuver in traffic because it’s comparatively lighter than the RE.

Surprisingly, both motorcycles have the exact same turning radius as well, which is a great feat achieved by RE as the Guerilla’s wheelbase is much longer than the Triumph’s.
You also sit more upright on the RE, and while the shorter folks would find both motorcycles to be comfortable ergonomically, it’s the RE that will be chosen by the taller folks if they aren’t going all the way up to the Himalayan 450. I must also mention that while the Guerilla is certainly easier than the Himalayan as far as lifting the bike up from its side stand is concerned, the Triumph is twice as better in this regard.

Performance
The Guerilla 450 uses the same engine and gearbox as the Himalayan 450, and here as well it’s a stressed member of the chassis. I’ll talk about the handling in the next section; right now let’s focus on the engine and gearbox performance. The Guerilla 450, ladies and gentlemen, is the quickest and fastest retro roadster in India right now. I am obviously talking about the sub-500 cc roadster segment. In fact, it’s even faster than the Pulsar NS400.

What are the numbers, you ask? Well, my best 0–100 km/h (GPS) time on the Guerilla 450 was 6.8 seconds whereas the best I could manage on my friend’s stock Speed 400, at the same stretch, on the same day, was 7.5 seconds. The Guerilla 450 also has the least amount of speedo error among ALL motorcycles sold in India! I managed a true (GPS) top speed of 160 km/h, whereas the speedometer showed 163 km/h. The Speed 400 on the other hand has the biggest speedo error in the segment. Therefore, while its speedometer shows the needle going past 160 km/h easily, the true top speed is just around 150 km/h. Honestly, that’s still more than enough for our roads…

But the Guerilla isn’t as tractable as the Speed 400. For those not in the know, the tractability of a vehicle is defined as its ability to maintain low speeds in higher gears without lugging the engine. The benefit? Less fatigue due to comparatively fewer gear changes in city traffic, which in turn translates to an overall lower rpm range as well in such conditions. Less engine heat is also a direct offshoot, but it doesn’t necessarily mean that a more tractable engine will run cooler than a not-so-tractable engine. There are several other factors that determine the thermal efficiency of an engine.
The crux is that while the Speed 400 is more “rideable” in city traffic than the Guerilla 450, there’s negligible difference between the two as far as heat management is concerned. In fact, the Guerilla 450, surprisingly has a slight edge here. In other words, in fender-to-illegal-bull-bar traffic the amount of heat you feel on your legs is a tad less on the Guerilla 450 than what you feel on the Speed 400. Well, it’s not really a surprise after all because the RE runs a comparatively lower compression ratio (11.5:1) than the Triumph (12:1).
That said, I still wish RE played around with the ECU and gearing a bit more to make it more tractable. Right now it’s almost the same as the Himalayan 450.

Handling Braking & Ride Quality
The Guerilla 450, despite the aforementioned semi-knobblies (block-pattern tyres), handles and brakes with aplomb. Thanks to the sharp steering geometry, it turns in quickly, and there hasn’t been any compromise made on stability either. Yes, in the corners too the bike remains stable and there’s more than adequate tyre grip available at all times. Of course, the straight line stability is also nothing short of outstanding.

The brake force is stupendous, and the brake feel is brilliant as well. So, yes, it not only goes quicker and faster than the Speed 400, but handles and brakes better than it too.
As far as the ride quality is concerned, the Speed’s suspension feels comparatively plusher on mildly rough patches, but it’s the Guerilla’s suspension (especially the rebound) that’s more composed on rougher stretches taken at a fair clip. For perspective, the Scrambler 400X is better than both here, whereas the Himalayan 450 is obviously the king.

Fuel Efficiency
I just can’t understand RE’s logic of providing an abysmally small 11 L fuel tank on the Guerilla 450. I know they wanted to reduce the kerb weight and I am sure the design team also had a say in it, but, RE should have ideally given it a 15 L tank. It would have not only given them a clear range advantage over the Speed 400, but a bigger tank would have made the bike appear more muscular and substantial.
And, no, it wouldn’t have made the bike intimidating for us shorter folks.
Anyway, be prepared to get around 25 km/l in the city, and 30 km/l on the highway IF you’re not riding like a maniac all the time. If that’s how you want to ride a motorcycle, spend more and get the D390 instead.

Miscellaneous
Just like the Himalayan 450, there’s Bluetooth connectivity on the Guerilla 450 as well with turn-by-turn navigation, but, I neither used it on the Himalayan nor on the Guerilla as it requires your phone screen to be always on, otherwise it doesn’t work. Still, it’s a feature that’s not even an option on the Triumph. I don’t need it, but many would, especially the gadget freaks, and the Guerilla will score a point here for them.
I must also mention that while I approve of RE’s decision to not provide a tyre hugger, both for aesthetic and technical (read: “unsprung mass reduction”) reasons, in rains, your pillion’s back (or your backpack, if you’re eternally single) would get completely smeared with mud.

Verdict
You can look at the Guerilla 450 in two ways. If you’re a short rider, who loves the Himalayan but can’t buy one, the Guerilla would be a good alternative for you. It might not have the long travel suspension of the Himalayan, but it still has enough travel at both ends to keep you smiling on rough roads. And, of course, it has the performance of the Himalayan.
If you’re not a short chap, but still contemplating the Guerilla as an alternative to the Speed 400, you’d already know by now that while it might not be as easy as the Triumph in the city, it’s certainly more fun than it in the city and everywhere else. And FUN is the primary reason we ride motorcycles, don’t we? If you want “easy,” please go buy an Activa. Motorcycles might not be your thing…

Commuters stranded across city as Auto, Taxi Strike enters Day 2

August 24, 2024, 6:19 am

Delhi residents are facing difficulties travelling on Friday as the autorickshaw and taxi drivers’ strike entered its second day. Commuters have struggled to find vehicles for last-mile connectivity. While several unions have chosen not to participate in the strike, its impact is still being felt in certain areas.

Auto-taxi unions in Delhi-NCR are protesting against the influence of app-based services like Ola and Uber, which have significantly reduced their earnings and imposed high commissions. The unions argue that both central and state governments have ignored their concerns despite repeated appeals, and they are calling for government intervention to regulate these services and ensure fair compensation for drivers.

Kishan Verma, President of the Delhi Auto Taxi Transport Congress Union, stated that they have repeatedly raised their concerns with the authorities, but their pleas have gone unheard. He accused the government of being involved in a “game of donations” with these companies and demanded an end to this practice. Verma also made serious allegations against Ola and Uber drivers, claiming they are involved in unethical activities, including the trade of alcohol and drugs as well as smuggling.

Kamljeet Kaur, a visitor from Punjab, said she was unable to hire an auto to her relative’s place in Rajouri Garden. “At least two drivers offered a Rs. 300 fare, which is more than double the usual rate. They said autos were scarce due to the strike, but I saw many autos operating when I left the station,” Kaur noted.

Rohan Sharma, a Delhi University student, said, “Caught in the middle of the auto and cab strike, one realises just how crucial mobility is to our daily lives and how quickly our routines can be disrupted.”

Arun Singh told the Daily Guardian that he arrived late to his office due to the strike. “I couldn’t find any cars on the street today because of the strike, which made me late for work,” he said.

Priya Kaur mentioned that her daughter had to wait outside the school for over half an hour because she couldn’t find an auto on time to pick her up.

Gautam from Mayur Vihar Phase I noted that the strike left him without a ride to the office, forcing him to rely on a friend’s assistance due to the scarcity of autos on the streets.

Manoj Pal, who takes an auto daily to travel to the office, said, Stranded by the auto and cab strike, I felt firsthand how essential transportation is to our daily routines, as a sudden lack of it turned an ordinary day into a struggle.

Yamaha Aerox 155 Review

August 15, 2024, 2:43 am

We test the scooter that identifies as a motorcycle!

I have been trying to chase you for almost 10 minutes now,” said the gentleman emerging out of his Maruti Suzuki S-Cross. I had slowed down to walking pace upon noticing the ubiquitous “Men At Work” signboards placed around the section where some repair work was being carried out on the Greater Noida expressway. This gentleman comes alongside and requests me to stop for a minute. I knew what was coming…

No, it wasn’t even remotely a road rage issue. It was the opposite. The gent was a doctor who was pleasantly surprised to see a “scooter” being ridden at 100 km/h (that’s the speed limit on the expressway). He asked about the scooter, and said that he would buy it soon as the regular scooters don’t really appeal to him, and his family doesn’t allow him to ride motorcycles. And that, ladies and gentlemen, is the one-line review of the Yamaha Aerox. In other words, if conventional scooters don’t work for you, and you can’t really get a motorcycle for any reason, then this would be your best choice. But, this anecdote is from December 2021…

Fast forward to the present day; the S-Cross has long been discontinued; the doctor ended up buying the Activa as the Aerox wasn’t available in his city, and the Aerox received a few updates. Meanwhile, he just informed me that he still has his heart on the Aerox and that he might buy it next year.

Therefore, when Yamaha asked me if I wanted to ride it again, I couldn’t say no because we auto journalists are not only always up for a ride/drive, a few of us also continually strive to get better at our craft…The offshoot for the manufacturers is that their vehicles get reviewed in a manner that’s not too common. So let’s begin the review now, shall we?

Design and Ergonomics
Design wise, the Yamaha Aerox looked futuristic three years ago; it looks futuristic today as well, and it will look so even ten years down the line, I reckon. If you’re someone who loves attention, you would worship the Aerox.
It’s ergonomically sorted too. The seat height is low enough to enable even five-footers to tip-toe comfortably, while still not being constricting for six-footers. However, please note that unlike regular scooters and most auto journalists, this one has a spine, which means you can’t straddle it like a step-thru; you have to swing your leg over like you’d on a motorcycle.
The seat itself is comfortable though, for both the rider and pillion; however, short people will find the pillion perch to be quite high. So, if your better half would be riding along with you most of the time, make sure you take them along for the test ride for approval.

Smart Key / Keyless Go
The 2024 Yamaha Aerox comes in two variants: the regular, and this, the Version S. This one gets a Smart Key—similar to the key-fobs you get with most premium cars—which enables complete keyless operation of the vehicle. There’s a knob where the key slot is on the regular Aerox, and the knob’s function-slots are exactly the same as on the regular Aerox. So, keeping the Smart Key on your person, you’d press the knob once to unlock the scooter, and turn the knob a click past 12 O’ clock position to switch on the ignition—exactly how you would turn the key on the regular Aerox. Then, thumb the starter while pressing either of the two brake levers, and you’re ready to go. Yes, the steering lock is also keyless. The fuel lid and seat opening functions are also keyless, just like on the regular Aerox.
Still, you’re given a regular key, in addition to the Smart Key, in case the scooters battery has discharged completely, and you need to open the seat to take it out for charging.

Engine Performance, Handling, and Braking
Before I talk about performance, I must mention that sometime last year, Yamaha equipped the Aerox with Traction Control, a feature that wasn’t really needed on this scooter. In fact, let me take this opportunity to appeal to all manufacturers to STOP giving traction control and ride modes on two-wheelers that make less than 40 horsepower. Use that money in developing better headlights and suspension…
I am also baffled at Yamaha’s miserly act of not giving dual-channel ABS even now despite adding the wheel speed sensor and ring at the rear for traction control. I know it takes a lot more than that, but it should have been done. I don’t mind the drum brake at the rear, but dual-channel ABS on such a vehicle should be standard.
That said, the braking performance is still fantastic. I could achieve an eye-popping time of 3.7 seconds while braking from 100–0 km/h, which should also tell you that the tyres grip phenomenally well too. Still, don’t take this for granted Yamaha. We do need dual-channel ABS on the Aerox, period.
How about acceleration, you ask? Well, it would suffice to say that you’d be embarassing most 150–160 cc motorcycles at the lights. My best 0–80 km/h (GPS) time was 8.6 seconds, while 0–100km/h (GPS) came up in 16.5 seconds. The top speed is a speedo-indicated 120 km/h, which should be more than enough for everyone eyeing this scooter. The stability at three-digit speeds is rock-solid too.
And that’s how it is in the corners as well—absolutely surefooted. It turns jn quickly too; it’s a Yamaha after all. In fact, it would suffice to say that the Aerox is the best handling scooter in India. Moreover, its maneuverability is also second to none. There’s a good amount of steering lock-to-lock range that ensures a tight turning circle, which is a prerequisite for most looking for a scooter in India.
Plus, it feels light, which makes pushing/pulling it in and out of congested parking spaces a cinch. Putting it on to the main stand is also easy, and irrespective of your size, you won’t need to summon any strength to accomplish this task.

Ride Quality, Fuel Efficiency, and VVA Technology
The ride quality of this scooter with a light rider on board is downright pathetic. The rear shock absorbers are horrible and even the fork is nothing to write home about. Two up, the suspension certainly works better, but solo riding over bad roads will have you searching for aftermarket units, which, thankfully are available in plenty. But, the fact still remains that Yamaha’s flagship scooter should come with better suspension to begin with, especially one that retails at an ex-showroom price of over 1.5 lakh rupees.

The fuel efficiency is quite nice though. I achieved 29.43 km/l riding flat out all the time (which no owner would do), and 50.28 km/l by making a conscious effort to not exceed 72 km/h. What’s the significance of 72 km/h, you ask? Well, that’s the speed at which the engine, which has been taken from the YZF-R15, is doing a shade above 6,000 rpm, and that’s when Yamaha’s VVA (Variable Valve Actuation) kicks in. VVA is something I had written about in detail way back in 2018 when I rode the R15 V3 at its first media ride at MMRT, Chennai. You may Google that article, but I shall still briefly touch upon it here as well. It’s a beautiful technology that involves incredible engineering, and the chaps at Yamaha R&D don’t get enough credit for that by the press. They should; in fact, VVA deserves a full page article because it would be immensely enlightening to know how they managed to make the same rocker-arm geometry to work on both cam lobes; what valve-spring preload they kept; what do they have to say about valve-spring sag, air-intake length, etc. But that’s a topic for some other day. Right now, I shall explain this technology to you in layman terms.
See, usually in almost all SOHC motorcycles, irrespective of their price, the camshaft has two lobes, one each for intake and exhaust valves. However, Yamaha’s VVA technology switches the task of opening and closing of the intake valves to a third lobe, which is fatter (bigger profile), thereby increasing the valve lift, which in turn allows more fuel (air-fuel mixture) into the combustion chamber. The result? More power. But more fuel is consumed too. Therefore, keep it under 6,000 rpm at all times if you want to maximize fuel efficiency.
It’s also interesting to note that while the VVA kicked in at 7,400 rpm on the R15 V3, it kicks in at around 6,800–6900 rpm on the R15 V4, and just above 6,000 rpm on the Aerox.

Miscellaneous
The fuel tank capacity is disappointing; the headlight is average, and the instrument cluster now looks mediocre. There’s a 12 Volt DC power outlet though, and I don’t remember the last time I saw one on a scooter. There’s good storage space under the seat, and it can accommodate a full-size full-face helmet. The lack of a boot light is again a miserly act by Yamaha, and so is their decision to still not provide a parking brake.

Verdict
Despite my nitpicking in the paragraph above, you would have understood by now that the Yamaha Aerox is in a class of its own. There’s really nothing like it out there. It needs to be appreciated more. That VVA tech is something you don’t get in bikes costing ten times as much, and that alone wants me to overlook the scooter’s minor shortcomings like the stiff suspension, lack of dual-channel ABS, etc. However, the fact remains that such a vehicle should have these covered as well. I do hope that Yamaha addresses these in the next update. But, even right now, you just can’t go wrong with it.

Tata Motors expands its CNG Range with new AltroziCNG

June 28, 2023, 10:32 pm

Compressed Natural Gas (CNG) is proving to be a viable fuel option for many consumers in India off late. While It helps save on running costs of a vehicle considerably, CNG vehicles also play a part in reducing air pollution. That is why some of India’s leading car makers like Maruti Suzuki, Hyundai and Tata Motors have been bullish about introducing an expanded range of CNG cars in the market. After launching the CNG versions of Tiago and Tigor, the homegrown auto maker has recently launched the AltroziCNG, a car which has many firsts to its credit.

Design & feature

The AltroziCNG comes equipped with advance features such as Voice-assisted Electric Sunroof, Wireless charger and Air purifier. It is also equipped with projector headlamps, LED DRLs, R16 diamond cut alloy wheels, an 8-speaker touchscreen infotainment system by Harman which is compatible with Android Auto and Apple Carplay connectivity, premium leatherette seats, fully automatic climate control, rear AC vents and height adjustable driver seat.

A big highlight on the car is that it is equipped with India’s first twin-cylinder CNG technology which ensures a much bigger boot space when compared to other CNG cars which get a single, large fuel tank and therefore negligible luggage space.

Tata Motors says the car comes with an Industry first advanced Single ECU which ensures effortless and jerk free shifting between petrol and CNG modes. The car also gets a direct start feature in CNG mode which eliminates the hassle of switching modes which is an added advantage.

Safety

The Altroz portfolio is built on company’s ALFA (Agile, Light, Flexible and Advanced) Architecture platform which has received the 5-Star Global adult safety rating from NCAP. Tata Motors says the use of ultra-high strength steel and reinforced body structure provides rigidity to the car and makes it robust. The hatchback also has a micro-switch to keep the it switched off at the time of refuelling while the thermal incident protection cuts off CNG supply to the engine and releases gas into the atmosphere as a measure of safety. The tanks come with a 6 point mounting system which provides additional rear crash safety.

Engine

The AltroziCNG runs on the same 1.2 liter Revotron Petrol Engine used in the Petrol version of the car. With CNG tech it makes 73.5 PS @6,000 rpm and torque of 103 Nm @ 3500 rpm. Tata says the smart placement of the twin cylinders lowers the centre of gravity that ensures more planted drives on the car.

Variants and Prices

The AltroziCNG is offered across six variants, XE, XM+, XM+(S), XZ, XZ+(S) and XZ+O(S). Prices for these variants range between Rs. 7.55 lakh to 10.03 lakh, ex-showroom.

It is available in four colour options-Opera Blue, Downtown Red, Arcade Grey and Avenue White. The company is offering a standard warranty of 3 years or 100000 km on the car whichever is earlier. The car’s main rival in the market is the Maruti Suzuki Baleno CNG which is priced between Rs 8.35 lakh and Rs 9.28 lakh, ex-showroom.

The author is a Senior Editor at carandbike.com.

Karnataka Congress chief drives auto after casting vote

May 10, 2023, 2:52 pm

Karnataka Congress chief DK Shivakumar was seen driving an auto rickshaw after casting his vote in the ongoing state assembly polls today.

Mr Shivakumar was spotted driving a three wheeler in his constituency, Kanakapura, and a woman was sitting beside him during the ride.

While the Congress chief was driving the auto, several party workers sat in the backseat, and many of them walked along the auto

Last week, Mr Shivakumar predicted that the Congress would emerge victorious with a comfortable margin in the Karnataka assembly polls. He further added that the party would follow the decision of the senior leaders on the issue of the chief ministership.

He went on to say that “we will form government in Karnataka in 2023 and in the country in 2024”.

7 students killed, 4 injured in auto-truck collision in Chhattisgarh

February 9, 2023, 6:13 pm

Seven school children were killed and four severely wounded after the auto-rickshaw they were in collided with a truck in Chhattisgarh’s Kanker district. According to Inspector General,Bastar, P Sundarraj, “The accident took place near Korar village in Kanker district”. The injured students were rushed to a nearby hospital in Korar. Condoling the loss of lives in the incident, Chhattisgarh CM Bhupesh Baghel tweeted, “The news of the death of 5 school children in a collision between an auto-rickshaw and a truck at Korar Chilhati Chowk in Kanker district is heartbreaking. Four children were seriously injured in the incident and all possible help is being extended by the health department to them. May God give courage to the families of the dead. Instructions have been given to the administration to provide all possible help.”

Auto, taxi fares raised by Delhi government

January 11, 2023, 6:26 pm

Delhi government on Wednesday raised the fares of autos and taxis and for people of Delhi hiring taxis and auto-rickshaws. “Rs 30 for the first fall of 1.5 km (upon downing the meter) and thereafter Rs 11 per km for every additional kilometer,” the notification said. However, by 25 percent night charges (between 11 pm to 5 am) have also been increased and the luggage charge will be Rs 10 per piece for large pieces.

Auto sector banking on EVs, rural recovery, clean mobility to drive recovery

January 11, 2023, 3:50 pm

It was the best of times, it was the worst of times. The return of India’s flagship motoring event Auto Expo in its 16th avatar after a hiatus of three years post two disruptive waves of Covid-19 amidst the country’s emergence as the third largest automobile market in the world, surpassing Japan in new auto sales in 2022 powered by a burgeoning electric vehicle market, underlines this adage by Charles Dickens. Even as 46 passenger vehicle (PV) manufacturers- building up the highest ever industry participation this year with about 80 stakeholders in- — the show gears up for as many as five global launches and 75 unveils, large participation of start-up players and a focus on sustainability through clean mobility, it will be against a backdrop of global geopolitical headwinds, tightening monetary policy and the lingering effect of supply chain disruptions which continue to bedevil manufacturers.

However, as the economy is reviving post Covid-19, the market sentiments have turned positive across all the industries, points out Samir Malhotra, Director and CEO of Shriram Automall, a leading physical and online pre-owned marketplace for vehicles and equipment. “Auto Expo 2023 is happening after 3 years due to the pandemic and we expect much greater footfalls than Auto Expo 2020, which might lead to a respectable number of leads.

Automotive OEMs are achieving higher sales numbers in the new vehicle segment and are driving the used-vehicles market as well, adds Malhotra. The optimism is not misplaced. The auto industry registered its highest ever sales in a calendar year with nearly 38 million dispatches in 2022, surpassing the record of 33.3 million in 2018. The USD 222 billion plus worth Indian automotive industry which contributes 7.1 per cent of the country’s GDP and 49 per cent of its manufacturing GDP. The industry attracted cumulative equity foreign direct investment inflow of about US$ 33.53 billion between April 2000-June 2022 and is expected to draw US$ 8-10 billion in local and foreign investments by 2023.

The momentum has picked up even as some pain persists. According to a Nomura 10 January, 2023 report, the October-December 3QFY23 volume growth momentum normalized further from July-September 2QFY23, across segments. On a low base, volumes of PVs were up 23 per cent year-on-year while two-wheelers (2Ws) were up 8 per cent year-on-year, medium-heavy commercial vehicles (MHCVs) were up 32 per cent year-on-year while tractors were up 9 per cent year-on-year. On a broader scale, according to the Federation of Automobile Dealers’ Association, for calendar year 2022, total vehicle retail grew by 15 per cent year-over-year and the growth was 17 per cent when compared to 2020. While PV category continued to break all records by clocking 34.31 lakh retail sales in CY’22, tractor category also broke all records to close at 7.94 lakh vehicles in CY’22.

On the flip side, as per Nomura, on a quarter to quarter basis of FY2023, PVs were down 9 per cent, 2Ws by 17 per cent while MHCVs were up 7 per cent. In case of exports, demand remained weak with 2W exports declining 22 per cent year to year. The FADA figures show retail data for the month of December 2022 was not encouraging either, as two months of adrenaline rush was followed by a lull with total vehicle retail during the month falling by 5 per cent. Except for 2W, which fell by 11 per cent, all the categories were in green with PV growing by 8 per cent, tractor by 5 per cent and CV 11 per cent.

There are several roadbumps ahead, says Nomura which expects passenger vehicle industry growth to slow down as pent-up demand normalizes. Further regulatory cost increase due to BS-6 Phase 3 (April 23) and six airbags (October 23) will likely delay recovery in the mass segment. The comfort going ahead is, as Nomura expects, discounts will rise further in the coming months, which may negate a part of the benefit from lower commodity prices. “Rural demand is expected to drive sales for those auto companies having a strong rural and semi-urban presence,” says Prateek Agrawal, Executive Director of Business & Investment Strategy, Motilal Oswal Asset Management. Demand in urban regions continues to remain buoyant. Improvement in sales is to continue, driven by an expected rise in e-commerce, agriculture, infrastructure, and mining activities.

Nomura estimates rural recovery will drive 10 percent y-y growth in two-wheelers (2Ws), albeit, on a low base while EV preference remains high and companies with high level of localization will benefit from government subsidy and gain market share, in its view. Another key trend is the increased preference towards utility vehicles, led by the compact UV sub-segment taking over the premium hatchback segment, with a 28 per cent market share, as of September 2022, a sharp rise from 4.6 per cent in 2016.

Moreover, the Centre’s Production Linked Incentive (PLI) programme for the automobile sector with a USD 3.5 billion budget offers financial incentives of up to 18 percent to stimulate local production of future technology-related automotive components. The government has also implemented Faster Adoption and Manufacturing of Hybrid & Electric Vehicles in India (FAME) to encourage the adoption of EVs through subsidies. Currently, phase II of the scheme is under effect for 5 years starting from 2019, with a total budget of ₹10,000 crore.

The big expectation is indeed from EVs, if 64 manufactures registering for availing demand incentives under FAME-India scheme phase-II as of October, 2022 is any indication. Between January and July 2021, EV component makers, electric commercial vehicles and last-mile delivery companies invested a total of USD 3.67 billion on EVs led by technology and automotive majors foraying into the India EV space. The EV market is expected to grow at a CAGR of 49 percent between 2022-2030 and is expected to hit 10 million unit annual sales by 2030. A study by CEEW Centre for Energy Finance recognised USD 206 billion opportunity for EV in India by 2030. This will necessitate a USD 180 billion investment in vehicle manufacturing and charging infrastructure.

Auto companies like WardWizard, a leading manufacturer of the electric two-wheeler brand “Joy e-bike,“ are geared up to launch a new-age high-speed electric two-wheeler, alongside the unveiling of a new concept EV motorcycle, to be launched later this year. Jupiter Electric Mobility, a subsidiary of Jupiter Wagons, will showcase and launch its e-LCVs at the expo. Toyota Kirloskar Motor (TKM) has on display at the Auto Expo, a range of self-charging strong hybrid electric vehicles, plug-in hybrid vehicle, fuel cell electric vehicle, flexi fuel hybrid electric vehicle and electric vehicles representing wide range of green technology line- up. “We are working towards bringing models which are environment friendly and based on customer feedback. Our focus in India continues to be the introduction of technologically advanced products that are safer and greener,” says Atul Sood, Associate Vice President, Sales, and Strategic Marketing, TKM. Achieving carbon neutrality has been one of our biggest challenges and the fight against carbon will require multiple technology pathways and our latest offerings are another step in that direction.

Diversification is another strategy in the industry. Shriram Automall will also be introducing and demonstrating new strategies and tactics including digital retailing to meet the changing customer preferences for buying and selling used vehicles and equipment across India. “Whether it’s pre-qualifying customers for a loan or end-to-end vehicle shopping or buying online, SAMIL has adapted quickly to ensure they digitally provide consumers with what they’re looking for. For example, some consumers want to start the purchase process online and finish in the dealership. In contrast, others want to complete the entire process online, down to delivery straight to their driveway. Our technology-laden bidding platforms make transactions hassle-free and quick. The main focus during the Expo will be to showcase physical auction services through 120+ Automalls pan-India,” says Malhotra.

With clean technology becoming the focus, Auto Expo 2023 has focus on alternative sources like ethanol powertrain and in line with the bilateral cooperation between Brazil and India for the promotion of ethanol and its blends in the automotive sector, the Brazilian Sugarcane Industry Association (UNICA) and the Society of Indian Automobile Manufacturers (SIAM) will launch a Virtual Centre of Excellence (CoE) at the expo. Brazil has a dedicated 250 square meters ethanol experience zone organized by Unica, Brazilian Ethanol Cluster, ApexBrazil and the Brazilian Ministry of Foreign Affairs which is part of a 3,000 square meters pavilion exclusively dedicated to ethanol, promoted by SIAM. This is the first time that a car show dedicates an entire pavilion to biofuel. Brazil is the second largest producer of ethanol in the world, after the United States, and is home to the world’s largest fleet of cars that use ethanol as fuel. India also has a strong focus on biofuels and has brought forward by five years, to 2025, the goal of achieving a 20 per cent ethanol blend in gasoline. Indian manufacturers will be displaying developments on various powertrain options, ranging from biofuels like ethanol, gaseous fuels like compressed natural gas and liquefied natural gas, electrification technologies, including EV, hybrid and hydrogen, at their respective pavilions.