Mercedes C250 CDI Performance Edition review

Does Mercedes’ new AMG kit for the C 250 CDI make it a more exciting, more fun car? A good look and a quick drive tell us a lot.

DETAILS

• Make  Mercedes-Benz 
• Model  C-Class 
• Edition  C 250 CDI AMG Performance Edition 2012

Mercs are known for their luxury quotient and their glib ride quality, and this C 250 CDI feels every bit a Mercedes. It floats softly over the tarmac, bumps are rolled over with only a slight pitter-patter and despite all the action below, the cabin is as silent as a tomb. But this is the AMGPerformance Edition, which has a few changes over the standard car. It’s slightly more aggressive to look at, there are sporty bits of trim on the insides and you can also tighten up that supple Merc suspension at the touch of a button.

Hit the Sport button and the character changes. The suspension feels firmer, the body movement tighter and the car steers and drives with much more precession. It’s now more fun around corners, you get paddle-shifters behind the steering wheel and, with 204bhp and 51kgm of twist on hand, the performance is pretty impressive too. Those of you that are more enthusiastically inclined, however, would want more power from the bog-standard twin-turbo 250 CDI motor, and that’s understandable. It is called the AMG Performance Edition after all.

As with any AMG-kitted Mercedes, the C 250 CDI looks different; but the kit is more subtle than loud. There is no rippling bonnet bulge or slotted fenders and you really do have to look closely to tell the difference. AMG aficionados, however, will recognise the upside-down air dam, the only mildly flared wheel arches and the subtle side skirt. The 17-inch, five-split-spoke AMG wheels look delicious though, the rear bumper is distinctly bigger and juts out like a speedboat’s stern, and the blacked out ‘diffuser’ at the rear accentuates the sportiness.

On the inside, the changes are even more subtle. The three-spoke AMG steering wheel is attractive and nice to hold, the matte aluminum trim looks good and the driver also gets treated to big steel pedals dotted with black rubber.

It’s no surprise then that the C 250 CDI doesn’t wear an AMG badge on its bodywork. A far cry from the full-fledged 6208cc V8-powered bahn-stormer, it isn’t nearly extreme or crazy enough. Instead, the AMG kit rounds off the efficient and lavish nature of the C 250 CDI with a bit of youthful athleticism and a hint of sportiness. The best bit is that at a modest Rs 70,000 premium over the standard C 250 CDI Avantgarde, this AMG Performance Edition is good value for money, and a complete no-brainer.

Fact File

Price Range (in lakhs)*

Ex-showroom price

Rs 34.62 lakh

Engine

Fuel	Diesel
Type	4cyls, 2143cc, turbo diesel
Power	204bhp at 4200rpm
Torque	51kgm at 1600-1800rpm

Transmission

Gearbox

5-speed automatic

Dimensions

Length	4591mm
Width	1770mm
Height	1447mm
Wheel base	2760mm

Suspension

Front	Independent, MacPherson struts, coil springs
Rear	Independent, multi-link, coil springs

Brakes

Front	Ventilated Discs
Rear	Ventilated Discs

New Chevrolet Cruze review, test drive

Armed with a revised engine, the Cruze is a much more rounded car.

DETAILS

• Make  Chevrolet 
• Model  Cruze 
• Edition  Diesel 2012

The Cruze has been due for a refresh and Chevrolet India has given it just that, but interestingly, it hasn’t come in the form of a visual facelift. Instead Chevrolet has introduced a stonker of an engine as part of a mid-life-cycle update. Power is now up to a substantial 164bhp with the torque swelling to a meaty 38.7kgm. The primary focus of the engine tweak has been to improve driveability, refinement and fuel efficiency. As a bonus, the Cruze also gets a new six-speed manual gearbox in comparison to the five-speed unit that does duty in the old car.

Although still a 2.0 litre, the new engine has a strengthened block to take the extra power and torque, and a completely redesigned cylinder head to incorporate a chain-driven DOHC valve-train as against the rubber-belt-driven one on the previous car. The air intake, which used to sit far from the inlet manifold, has now been moved closer to improve airflow and help reduce turbo lag. The common-rail system has also been upgraded and runs at a much higher 1800bar (against 1600bar in the old car) with seven injections per power stroke compared to five on the old motor. Chevrolet has also employed a dual-mass flywheel to reduce engine vibrations.

Our data acquisition equipment reveals that the new Cruze pips the old model by half a second in the 20-80kph third-gear slog, while in the 40-100kph run in fourth gear, it’s quicker by a substantial one and a half seconds. It’s only in flat-out acceleration that that the old Cruze is still quicker. The new model does the dash to 100kph in 10.22sec, where the old car managed to duck below the 10-second barrier (9.64sec), and at 160kph the new model is a good two seconds behind.

The engine feels much more responsive at low revs and pulls cleanly from even below 2000rpm, a point at which the old car was still asleep. This, along with the light clutch, make the Cruze a much more city-friendly car. You do find yourself swapping second- and third-gear cogs more frequently because there is quite a gap between the ratios, but if you’re not in a hurry, the torquey nature of the engine allows you to trundle along in third gear too.
On the highway, the new engine with its tall gearing comes into its own to make the Cruze a superb cruiser. In sixth gear at 100kph the engine, turning over at a lazy 1700rpm, is barely audible and the surplus of power makes long-distance driving quite effortless. However, the steering doesn’t weigh up in a linear manner when you turn into corners, and the grip and body control are reasonable until you push it hard enough, making you realise that the Cruze is more comfortable out on the expressway than it is on the ghats.
The six-speed auto complements the Cruze’s new engine too, resulting in acceleration that is far more linear than before. Upshifts are relatively quick and make the acceleration seem all the more effortless. That said, it isn’t particularly engaging – it is still slow to respond to sharp throttle inputs and is sluggish when you want a quick kickdown.
To help improve fuel economy, the gearbox has been programmed to upshift at the earliest as well, so you sometimes get upshifts when you don’t want them. Shifting the lever to ‘tiptronic’ mode makes it hang on to the selected ratio until you ask for a shift. The Cruze auto is at its best when you’re cruising or when you’re in thick traffic.
Besides a raft of changes made to the powertrain, the Cruze remains largely unchanged in other departments. This means that the new Cruze is still some way off the fit and finish that its German rivals boast of, and for sheer comfort, especially at the rear, the Cruze still can’t compete with the best in class.
The manual Cruze returned a decent 10.8kpl in the city and 15.7kpl on the highway as compared to the 10.3kpl and 14.8kpl for the old car. The automatic Cruze returned 9.8kpl and 15.3kpl for city and highway cycles respectively.

Fact File

Price Range (in lakhs)*

Ex-showroom price

Rs 13.85-15.67 lakh (ex-showroom, New Delhi)

Engine

Fuel	Diesel
Installation	Front, transverse
Type	4cyls, 1998cc
Bore/stroke	86.0/86.0mm
Power	164bhp at 3800rpm
Torque	38.74kgm at 2000rpm
Power to weight	106.70/105.67bhp per tonne

Transmission

Type	Front wheel drive
Gearbox	6-speed manual/auto

Dimensions

Length	4597mm
Width	1477mm
Height	1788mm
Wheel base	2685mm
Boot volume	450litres

Chassis & Body

Construction	Four-door saloon, monocoque
Weight	1537kg/1552kg (automatic)
Wheels	Alloy
Tyres	205/60 R16
Spare	Full Size

Suspension

Front	Independent, Macpherson struts, coil springs, tubular stabilizer bar
Rear	Non-independent, compound crank type, coil spring

Steering

Type	Rack and pinion
Type of power assist	Hydraulic

Brakes

Front	Ventiated Discs
Rear	Solid Discs
Anti-lock	Yes

Performance

0-20	1.1/1.26 (automatic)
0-40	2.47/2.55
0-60	4.57/4.28
0-80	7.29/6.85
0-100	10.22/10.24
0-120	14.18/14.43
0-140	20.34/20.70
0-160	27.26/28.04
0-180	41.16/-

Acceleration in gear

20-80kph in 3rd gear	13.39/6.69sec
40-100kph in 4th gear	14.96/7.48sec

Braking

80-0 kph

28.09m in 3.84sec

Economy

City	10.8 (manual), 9.8kpl (automatic)
Highway	15.7(manual), 15.3kpl (automatic)
Tank size	60 litres

Volkswagen Jetta TSI review, test drive

It may seem suicidal to launch a petrol car right now but, VW thinks otherwise. So we drive the new Jetta 1.4 TSI and here are our first impressions.

DETAILS

• Make  Volkswagen 
• Model  Jetta 
• Edition  1.4 TSi Comfortline 2012

It may seem suicidal to launch a petrol car right now but clearly, VW thinks otherwise. VW thinks the new 1.4 TSI engine's cutting edge technology and better fuel efficiency will appeal to those who want a big, classy, saloon with the refinement only a petrol can give. Powered by a 1390cc, turbo-charged, direct-injection petrol engine that makes a reasonably healthy 120bhp and 20.4kgm of torque, the TSI is available with only a six-speed manual and no automatic option.  

As is quite obvious by now, VW likes doing things differently and our 3am drive through Mumbai (which included a closed high-speed section in the Bandra-Kurla complex) confirmed this. VW rightly figured the best time to experience Mumbai's roads is in the wee hours of the day and so, we set off to make light of this new Jetta.

But, before we get into the nuts and bolts of it, allow us a tiny digression -- Skoda was the first to bring TSI tech to India, and the 1.8-litre unit under the hoods of the Laura and the Superb have always impressed us with their buttery smoothness and athletic 160bhp-derived performance. So, we're expecting a lot from the Jetta's engine as well.

Initial impressions are good. It's so quiet and vibe-free at idle speeds, you need to glance the rev-counter to convince yourself that the engine is on. Slot into first, get of the progressive clutch, and you'll see the engine responds rather well past 1500rpm and pulls well right upto 5500rpm after which power starts tailing off. However, there is some turbo-lag and you will need to snap down a gear when you need to pull away quickly. There is no replacement for sheer displacement, so the 1.4-simply doesn't have the bottom-end torque of the bigger 1.8 TSI. Also highlighting this deficit is the rather tall gearing. Still, performance is more than adequate and the strong mid-range helps the Jetta TSI hit 100kph from rest in around 10.5sec. Gearshifts are snappy, the clutch is light and there's fun to be had in rowing up and down the gearbox as well.

As for refinement, the engine is smooth and quiet for the most part but post 4000rpm there is some thruminess from the four-cylinder motor and it gets pretty vocal. It is nowhere as quiet or creamy as the 1.8 TSI in the Laura though.
The Jetta TSI weighs 42 kilos less than a the diesel Jetta, and this shows up in the way it handles. It feels more slightly more eager to change direction and this combined with the Jetta's shattering grip makes for quite an entertaining drive. It rides quite well -- there is some low speed stiffness and the suspension thumps over sharp bumps, but it's not too bad. At higher speeds, the Jetta is simply phenomenal -- the ride is absolutely flat and stability is mind-blowing.    

Other desirable Jetta traits remain. It feels like a mini-Passat on the inside with with top-notch plastics, and exemplary fit and finish. The front seats are generous and the rear seats are the most comfortable in this segment. If there is a fault, it’s with the cushioning which is a touch too hard and the backrest that’s a wee too upright.

The Jetta TSI is available only in the base Trendline and mid Comfortline spec. Our Comfortline spec test car was missing some essential equipment like powered seats and climate control, but it does have six airbags and a CD player with an aux-in port.

While the Jetta is better equipped even in the base Trendline model in comparison to its rivals, Volkswagen is charging a premium for all the goodies it includes in the car, not to mention the premium it already charges for the badge. The Jetta is significantly more expensive than the Altis and a good Rs 70,000 more than the Laura Classic.

Given the fact that people have fallen out of love with petrol engines thanks to steep fuel prices, the Jetta’s pricing seems quite steep. The Laura in comparison, despite being older and having fewer goodies, offers better value largely because of its 1.8 TSI engine which is smoother and sprightlier to drive than the Jetta’s 1.4-litre unit. In the current scenario, Volkswagen may have its work cut out in trying to lure buyers towards its petrol Jetta. 

Fact File

Engine

Fuel	PETROL
Type	1390cc, 4-cylinder TSI
Bore/stroke	76.5x75.6mm
Power	120bhp at 5000rpm
Torque	20.4kgm at 1500-4000rpm

Transmission

Type	Manual
Gearbox	6-speed

Dimensions

Length	4644mm
Width	1778mm
Height	1453mm
Wheel base	2633mm

Chassis & Body

Weight	1403kg
Wheels	16-inch Alloy
Tyres	205/55R16

Economy

Tank size

55-liters

Mahindra Rodeo RZ review, test ride

Just as the Mahindra Duro was recently made the Duro DZ, the Rodeo is now the Rodeo RZ.

DETAILS

• Make  Mahindra 2-wheelers 
• Model  Rodeo RZ 
• Edition  2012

Mahindra 2-Wheelers is working hard to get things right. Earlier this year we were acquainted with the Duro DZ and now a second coming is the Rodeo RZ.

The new version is slimmer and a tad taller. Ground clearance is better by 24mm while the saddle height is also taller by 20mm now. A glance tells you the gearless scooter appears visually identical, apart from minor graphic changes to the front apron and side panels. The headlight, body colour mirrors and flush clear lens indicators on the front apron constitute a familiar front profile. The instrument panel is digital, with seven background colour options, also including the speedometer, tachometer, trip-meter, odometer, acceleration timer, an over-speed alarm, fuel gauge, clock and a side stand down warning system. A must have feature for all gearless scooters is however missing, the rear brake lock clamp. The RZ comes with a shuttered ignition key slot, handy 12V charge-port, front fuel filler, a bag hook and small, open glove box. The underseat bay offers a voluminous 22-litre illuminated storage space. No changes to the tail light and grab bar region.

The Rodeo RZ comes powered by the refined, 124.6cc, four-stroke, air-cooled engine Mahindra have christened the Z-series. This engine features an updated dual-curve digital ignition system (DCDI) that Mahindra claims works to provide superior economy. The scooter also deploys a new carburettor. The RZ pulls smoothly with quick initial acceleration, delivering a maximum of 8.05bhp at 7000rpm with a peak torque figure of 0.91kgm at 5500rpm. Transmission is via the convenient, automatic CVT system.

The Rodeo RZ deploys telescopic forks in front and a single rear shock absorber, with its engine used as a stressed member of the frame. Handling is light and nimble. Braking is via 130mm drums front and rear, while grippy MRF tyres are standard kit. 

The RZ comes in seven colour options including a trendy green, a purple and orange. Expect price to remain largely unchanged.

Fact File

Price Range (in lakhs)*

Ex-showroom price

Rs 48,000 (estimated)

Engine

Type	124.6cc, Single-cylinder, air-cooled, four-stroke
Power	8.05bhp at 7000rpm
Torque	0.91kgm at 5500rpm

Transmission

Type

CVT

Chassis & Body

Wheels	Pressed steel, 10 inches
Tyres	90/100 X 10 F/R

Suspension

Front	Telescopic forks
Rear	Monoshock

Brakes

Front	130mm drum
Rear	130mm drum

Honda CBR 150R review, test ride

The tag “CBR” does not necessarily imply an out-and-out sports bike. So then, what character does the baby CBR, the CBR 150R sport?

DETAILS

• Make  Honda 
• Model  CBR 150R 
• Edition  2012

As we saw with Honda’s CBR 250R, the “CBR” name tag does not necessarily imply an out-and-out sports bike. So then, what character does the baby CBR, the CBR 150R sport? A quick first ride gave us a fair idea.

Even after staring long and hard the CBR 150R, it seems like a clone of the 250. The Y-shaped headlamp, the layered fairing, the contrasting panels for the tail section and deep set tail lamp seem identical. However, an easy way to pick out the CBR 150R is its smaller exhaust and matte black alloy wheels. But, distinguishing between the two on the road will be absolutely easy as the CBR150R’s four paint schemes are completely different from that of the 250.

But the real differences come to light when you sling a leg over the CBR150R. It feels slimmer and lighter than its elder sibling and you can feel that out on the road as well. The perimeter frame feels stiff, while suspension duties are allotted to telescopic forks at the front and a monoshock at the rear. The suspension is tuned to offer just the right balance between ride comfort and positive handling. Unlike the 250, this doesn’t feel soft when ridden hard.
In keeping with the image, the seating position has a sporty lean forward, not as aggressive for on-track duties as a Yamaha YZF-R15, but almost there. The CBR150R turns and handles with a light, confident sure footedness at all times. The MRF rubber is grippy and the brakes offer a light, direct feel which inspires a calm confidence even when shedding speed quickly. ABS though isn’t offered on the CBR150R.
Hauling this 138kg motorcycle around is a 150cc fuel injected and liquid-cooled motor. With a 12000rpm redline, it is no surprise that you need to use a lot of revs to tap into the 17.5bhp of power developed by this fuel injected motor. The mild 1.29kgm of peak torque also comes in at a high 8500rpm making progress on the CBR a bit tame lower in the rev range.
Like the 250R, the 150R doesn’t commit fully to the enthusiast. It walks further down the path, but strays off eventually to appease the commuters. Also, a premium price tag of Rs 1.17 lakh (ex-showroom, Delhi) makes pleading the CBR 150R’s case tougher still.

Fact File

Price Range (in lakhs)*

Ex-showroom price

Rs 1.17 lakh (ex-showroom Delhi)

Engine

Fuel	Petrol
Type	Liquid cooled, 4 stroke, 149.4cc
Bore/stroke	63.5mm x 47.2mm
Power	17.5bhp @ 10500rpm
Torque	1.29kgm @ 8500rpm

Transmission

Type	6-speed Manual
Gearbox	1 down, 5 up

Dimensions

Length	2000mm
Width	825mm
Height	1120mm
Wheel base	1305mm
Ground clearance	190mm

Chassis & Body

Weight	138kg
Wheels	17inch alloys
Tyres	100/80-17 (f), 130/70-17 (r)

Suspension

Front	Tube type telescopic forks
Rear	Tube type monoshock

Brakes

Front	276mm
Rear	220mm
Anti-lock	NA

Economy

Tank size

13-litres

Hero Maestro review, test ride

We take Hero MotoCorp’s “male” scooter – the Hero Maestro for a quick spin around the city.

DETAILS

• Make  Hero MotoCorp 
• Model  Maestro 
• Edition  2012

The scooter segment in India is witnessing a noticeable transition. Manufacturers are now competing to give individuality to these utilitarian rides. Basic convenience of twist-and-go riding and storage space for daily needs is being complemented with sharper styling and more features as  Honda’s recent Dio, Suzuki’s new Swish 125 and Piaggio’s Vespa LX 125 have shown. Once again the industry leader Hero MotoCorp has defined its scooter by the sex of the rider; after the Pleasure, Hero’s new Maestro is trying to tempt the males.

The Hero Maestro appears as a sober looking scooter sporting conservative creases on its front apron and vast side panels. The front mudguard is well rounded while the front apron cleanly houses the clear lens indicators. The handlebar shroud features a bold headlamp and the rear view mirrors with two-tone casing lends the front profile a bit of style. The wide instrument panel is easy on eyes as it houses three pods – one each for analogue speedometer, a backlit  LCD information screen and the regular warning lights. On the handlebar section, the palm grips are impressive. Quality of switches and brake levers feel good too. However, the rear brake has a locking clamp which is inconvenient to operate. Maestro is equipped with a shuttered ignition key slot for safety. The setup includes a manual latch which can be pushed to lock the key access even in the absence of the key. This means that even if you forget to close the safety shutter after parking your scooter and you are not carrying the keys, you can still push the latch (which has a one-way movement) to shut the key access manually.

Sit on the scooter and you would instantly realize what the company means by positioning it as the scooter for males.  The flat floorboard is big in size which along with the bag-hook placed below the seat can be used to transport small goods. There is enormous amount of legroom which can easily accommodate taller riders. The glove box does not come as a standard option with the scooter; the Maestro gets the voluminous scooter-typical underseat bay. The vast side panels sport a boldly written ‘Maestro’ and lead to the tail section of the scooter which includes the brake light cluster and stylish rear grabs.

The scooter is powered by a four-stroke, single-cylinder, 109cc engine which generates smooth, vibe-free power. It quickly pulls from the stationery state with refinement and it churns out 8.09bhp at 7500rpm and a peak torque of 0.92kgm at 5500rpm. The transmission is the scooter favoured CVT.

The Maestro deploys dual linked shock absorbers in front and a single shock absorber at the rear. The scooter uses a steel fabricated underbone type chassis with the engine as the stressed member. The ride quality is comfortable with the suspension effectively doing their job. Also, the seat provides soft padding to the rider and the pillion against the road undulations. Braking is via 130mm drum brakes which use Honda’s combi-brake system (CBS).

The Hero Maestro comes at a price of Rs 44,000 (ex-showroom, Delhi) and is now available in six colour options – blue, green, red, white, black and silver.

Fact File

Price Range (in lakhs)*

Ex-showroom price

Rs 44,000 (ex-showroom, Delhi)

Engine

Fuel	Petrol
Installation	Single-Cylinder 109cc
Power	8.2bhp at 7500rpm
Torque	0.92kgm at 7500rpm
Power to weight	74.5bhp per tonne

Transmission

Type	Variomatic

Chassis & Body

Wheels	Pressed steel
Tyres	90/100 x 10 F/R

Suspension

Front	Linked, hydraulic dampers
Rear	Monoshock

Brakes

Front	130mm drum (CBS)
Rear	130mm drum (CBS)

Bajaj Discover 125 ST review, test drive

Our first impressions of the new Discover 125ST. It churns out 12.8bhp and comes with a 5-speed gearbox.

DETAILS

• Make  Bajaj 
• Model  Discover 
• Edition  125ST

The next generation of Bajaj’s Discover family is ready to roll in to showrooms this month. A pre-launch ride gave us a chance to get a sense of the new Discover’s potential. Lean, yet chiselled the Discover 125 ST certainly looks modern. The big headlamp, 10-spoke rims, ridged 10 litre fuel tank and stepped tail lights are very attractive.
The Discover ST’s motor is based off the 125cc twin-spark motor from the earlier Discover. However, it has been revised and now features a four-valve head for better breathing, and corrugated fins for improved cooling. As a result power is up to 12.8bhp and torque although the same is now developed 1000rpm higher.
On the road the Discover 125 ST proved to be a capable commuter, the engine offers a good spread of torque for good rideability. The smooth engine and slick 5-speed gearbox enhance the ease of operation. The handling is light yet confident. The front petal-disc brake has a strong bite for quick stops. A mono-shock at the rear is a first for this class and is a useful feature for potholed roads. Bajaj claims the Discover 125 ST delivers 65kpl.
As an executive commuter the Discover 125 ST has the equipment and the peformance to take on the competition. Expect cut-throat pricing for the Discover 125 ST when it is launched later this month.

Fact File

Engine

Fuel	Petrol
Type	4 valve, Air Cooled, 124.58cc
Bore/stroke	54x54.4
Power	12.8 at 9000rpm

Transmission

Gearbox

5-speed

Chassis & Body

Tyres

Front- 2.75x17-41p with tube, rear- 3.00x17-50P with tube

Suspension

Front	Telescopic, 30mm
Rear	Nitrox mono-shock with 9-step adjustment

Brakes

Front	Petal disc, 200mm
Rear	Drum 130mm

Economy

Tank size

10-litres