Honda rode in its new premium 150cc offering based on the Unicorn 160 – the CB Hornet 160R to compete against the Suzuki Gixxer, Yamaha FZ-S FI etc in our two-wheeler market

Honda expanded its product portfolio by launching the new CB Hornet 160R in India today. The new motorcycle has been positioned as a premium 150cc motorcycle and is based on the Honda Unicorn 160 that was launched earlier this year. The Honda CB Hornet 160R has been priced at Rs 79,900 (ex-showroom Delhi). The new Honda motorcycle was first showcased at the Revfest event in August where the Honda CBR 650F was launched. The Honda CB Hornet 160R will rival the likes of the Suzuki Gixxer, Yamaha FZ-S FI, Hero Xtreme Sports and the Bajaj Pulsar AS 150. It will also replace the CB Trigger from the Indian market production for which was stopped few months ago although it is exported from our country. Watch: Honda CB Hornet 160R WalkAround Video

While the Honda Unicorn 160 has been positioned to attract matured buyers, the CB Hornet 160R has been targeted at younger clientele. For this purpose, the new Honda motorcycle adopts an edgy and sporty design language. The trapezoidal headlight gets LED pilot lamps whereas the chiselled fuel extensions add a dose of muscle. Also Read:Honda CB Hornet 160R First Review The rear section houses a unique X-shaped LED taillight unit. Other interesting bits include all-digital instrument console, alloy wheels and a stubby exhaust muffler. The engine is a straight lift from the Unicorn 160 and the air-cooled, single-cylinder motor produces 14.5PS of max power and peak torque rating of 14.6Nm. Power is transmitted to the rear wheel by a 5-speed gearbox. The Honda CB Hornet 160R is the first locally manufactured Honda motorcycle to offer petal disc brakes while CBS (Combined Brake System) is an optional extra. Suspension duties are handled by telescopic front forks and a monoshock unit at the back. Honda has also applied its patented HET (Honda Eco Technology) on the new CB Hornet 160R and the bike should return an overall mileage figure of around 50kmpl in real world conditions. 

Courtesy : Zigwheels

Little time has been lost since Hyundai launched the Genesis sub-brand. The brand was announced in November, with sketches and spy shots of the G90 / EQ900 following shortly after. The luxury sedan has now been launched in Korea and as expected, it comes with three petrol engine options.

Options include a 3.3L T-GDI (twin-turbo) V6 engine that makes 365 BHP / 510 Nm of torque, followed by a 3.8L GDI V6 that makes 311 BHP / 397 Nm of torque. There's also a 5.0L GDI that makes 419 BHP / 520 Nm of torque. The car comes with rear-wheel drive as standard with optional all-wheel drive available. The power is sent through an eight-speed torque converter automatic gearbox.

Length x width x height x wheelbase dimensions come in at 5,205 mm x 1,915 mm x 1,495 mm x 3,160 mm. The feature list includes a 22-way adjustable driver's seat, 14-way adjustable passenger seats, a 12.3-inch HD screen in the centre console, a Lexicon sound system, three-zone climate control and a wireless phone charging system.

A host of driver assistance / safety features are offered, including advanced smart cruise control, lane keeping assist, Autonomous Emergency Braking (AEB) with Pedestrian Detection, Active Blind Spot Detection (BSD) and Driver Attention Alert, Smart High Beam Assist, an Around View Monitor and a Korean market specific Smart Posture Caring (SPC) System, that automatically adjusts the seat, steering-wheel, outside mirror and head-up display to the optimal position for the driver.

The G90 has been introduced in Korea and will be launched in other markets, including the United States, China, Russia and countries in the Middle East. A further five Genesis models will be launched over the next five years.

Courtesy : Team BHP

Motorcycle manufacturers all across seem to be in a mad race to cram in as much technology into their motorcycles as physics allows. So, in this day and age, Ducati’s Scrambler Icon comes across as a really nice proposition, that’s well priced in India as well.

The first rule to not intimidate bikers has to be modest size, and the Scramber manages just that. How looks of a motorcycle go down with riders depends on one’s taste, but we admire the Scrambler’s retro, quintessential motorcycle looks. A round headlamp looks perfectly turned out for the Scrambler theme, and there’s an LED daytime running lamp surround. A cropped front mudguard fits snugly over the front tyre to match.

As on any Ducati, palm grips are top drawer, offering excellent grip. The front brake lever is reach adjustable, although the clutch misses this. The speedometer is all-digital, a petite unit that sits smartly off-center. All relevant information is available, except for a fuel-gauge. The tank is small, and exquisitely finished. The seat is flat, a bit narrow, and a chink in the Scrambler armour, for even short rides leave you sore.

Superb fit-finish and solid build quality are available with the Scrambler.

The Scrambler’s 803cc, L-twin, air-cooled engine makes 75bhp of power, and 6.9kgm of maximum torque. Power delivery is linear and comes in strong once you open the gas. In the lower gears, there’s enough acceleration to have you slide deeper into the seat, with even marginal throttle inputs. Throttle response is good, the Scrambler feeling a less exuberant below 2,500rpm, but enthusiastic and once past that, with great acoustics coming up from its exhaust.

The Scrambler may look a simple, small motorcycle, but make no mistake, there’s ample performance to keep you happy. Cruising at speeds of 130-140kph is effortless, but although the motorcycle is good for much higher speeds, the lack of a fairing and upright riding position prevents comfortable riding at sustained speeds of over 160kph.

The Scrambler’s 6-speed gearbox works to deliver smooth shifts. The cable driven clutch is likewise nice in feel.

The seating position on the Ducati Scrambler is upright, with high handlebars. The caveat is tall riders aren’t going to find the Scrambler comfy, for the footpegs are a tad too high for long legs and you feel cramped. Riding this Ducati is just as easy, as unintimidating, as hopping on to ride off and catch up with the horizon. You don’t have to have ridden a big bike before to feel comfortable on the Scrambler. It’s light, with a nice and low centre of gravity. The Scrambler also gives you enough confidence to push and ride hard when attacking corners. The front is supported by a set of upside down telescopic forks, with a monoshock at the rear. Ride quality is not exactly plush, but not overly firm either.

Tyres are by Pirelli, providing excellent grip. These, along with the well tuned suspension, stiff tubular steel chassis and an alloy swingarm make the Scrambler a classic looking bike that offers modern handling. Braking is via a single 330mm front disc, and 245mm single disc at rear, ABS in place. There’s always enough stopping power at hand.

After a few days of riding the Scrambler on-road, and off, we were left mighty impressed with the Ducatis solid capabilities. Yes, a few shortcomings exist, such as the lack of wind protection at high speed and uncomfortable saddle. However, the affordable Ducati scores so highly on so many other key fronts, you will find yourself happy to overlook all the niggles.

The Scrambler is the perfect bike for riders looking to own a true blue Ducati, and a good stepping stone to take you into the big bike world.
 

Courtesy : Autocar

We drive the Mumbai-Pune leg of Mahindra’s epic Goodness Drive from Kashmir to Kanyakumari in the e2o 

A few weeks back, Mahindra flagged off a first-of-its-kind all-electric expedition from Kashmir to Kanyakumari with the e2o. Christened the ‘Goodness Drive’, the expedition of three e2os was flagged off by Arvind Mathew, CEO of Mahindra Reva, in the presence of former Sri Lankan cricketer Arvinda de Silva on November 16. As the expedition arrives in Mumbai, we get a chance to be a part of this epic journey by driving the one of the three e2os from Mumbai to Pune.

The lack of infrastructure in India has been one of the prime reasons for the limited development of electric vehicles here. And that is exactly why a lot of people shy away from purchasing the Mahindra e2o. With this Goodness Drive from Kashmir to Kanyakumari Mahindra wants to clear all myths about the driving range of an EV.

So, as the expedition arrived in Mumbai, with our batteries completely charged (pun intended), we set off to Pune. The first thing I noticed was that the Mahindra e2o was absolutely noiseless. For an auto enthusiast like me who has a thing for loud pipes, this was indeed a welcome change.

Considering that we started early the highway to Pune was fairly unpopulated. We could easily maintain speeds of about 70kmph and still consume energy pretty efficiently. The regen system on the e2o was really put to good use especially on some downhill sections. This system not only stops consumption of power on a downhill, in fact it helps recharge the battery. Although at a pace that we are generally not used to driving, especially on the Express Highway, the e2o climbed up the ghats of Lonavala to our breakfast destination with quite some juice left. However, since we halted for a bite, we decided to charge them, just in case. For those who are wondering, the e2o just needs a simple 15amp plug point for charging. Soon after that, we continued on to Pune and arrived at our destination with close to 20 per cent charge left.