The Skoda Rapid came and changed the game for Skoda completely. While it is more or less an identical twin of the Volkswagen Vento, the sales figure tell an impressive story. We have been using the Rapid as our daily drive for a couple of months now and are mighty impressed with this machine. After clocking nearly 3000 kms on the odometer, the Rapid continues to impress with its bullet proof built quality and precise driving dynamics.

Mechanically similar to the Vento, the exterior styling is typical Skoda like and is a big turn on for brand loyalists. The lines running along the hood add a unique touch to this sedan. The prism cut boot reflects light, giving a unique character to this vehicle. Skoda built quality is well known and the Rapid makes it eveident that it belongs to the same family. The doors are heavy and shut with a loud thud. Though on occasions, female passengers found the doors to be too heavy for their liking, but we welcome solid quality all around.

The interiors look airy and spacious thanks to the generous windows and beige upholstery. Surprisingly there is more headroom in the Rapid as compared to the Vento. Skoda has achieved that by mounting the seats a bit lower and tall people will certainly vouch for it. The beige seats, however, have a tendency to get dirty over a period of time. The two tone dashboard is well put together and even after 15000 kms on the odometer, there was absolutely no rattle or unusual vibration from any part of the car. Keeping in mind the state of the roads, the Rapid is built to last all such abuse. The chauffeur driven will love the feature which allows you to adjust the front passenger seat from behind by flicking a small lever. The glove box is huge and can be put to good use. It also has an integrated sunglass holder. We love the ‘one touch up’ power windows. Makes it so easy to roll up the window by a single touch, rather than holding it till it closes.

The Rapid is positioned just below the Vento and hence it misses out on a few features we would have loved. Steering mounted audio controls and USB connectivity are sorely missed but Skoda does offer a SD card slot and an AUX port. The audio system blasts out pretty good quality overall. The air-conditioner works well too and we had a first hand experience in this hot summer. With no heat control film on hand and a generous glass area, the Rapid still manages to cool off quickly. The rear vent is appreciated even more at these times.

The 1.6-litre TDI diesel engine is a gem and you can’t stop appreciating it. This oil burner is not only frugal bit belts out superb power and torque figures. With 105 BHP of power and 250 NM of torque to play with, the Rapid is a pocket rocket and all you have to do is point and shoot. The gearbox is slick and slots the gears confidently into place. There is no notchiness and the gear ratios are well spread out for both city and highway use. The clutch is a bit heavy and it may be a cause of fatigue in bumper to bumper traffic. With so much power on hand, we still managed around 13 – 14 km/l and we reckon the mileage should improve after the car is serviced and engine oil is changed.

Getting behind the wheel, you will appreciate the well weighed steering which is pretty accurate and precise at high speeds. Ride is neutral but if you have to choose, it tilts more to the stiffer side and it’s only on the really bad roads, do you feel the undulations. However, comfort is not compromised and the passengers will vouch for that. Handling is fantastic and the Rapid loves to be pushed and the steering responds well. So well that you will only want to push harder. The chassis balance is good and the stock Apollo Tyres grip reasonably well. Stomp on the brakes, the stopping performance is very good. Even on hard braking, it stops confidentially without any dramas.

Our car is now due for service and we will be getting it serviced soon. Meanwhile, we continue to enjoy the Skoda Rapid as our everyday car.

The post Skoda Rapid Long Term Review – Initial Report appeared first on MotorBeam - Indian Car Bike News & Reviews.

2013 Jaguar F-Type – Click above for high resolution picture gallery

Car Tested: 2013 Jaguar F-Type

Price OTR Mumbai: Rs. 1.6 – 1.9 crores

The Jaguar F-Type is a sports car with massive emotional appeal and an exhaust note which truly thrills the aural senses.

Jaguar has been making sports car even before the company was called Jaguar. Circa 1960, Jaguar launched a vehicle which went and became a design icon, winning several awards for being the world’s most beautiful car, time and again. The design of the Jaguar E-Type is timeless, it looks marvellous even today. Enzo Ferrari had called the E-Type the most beautiful car ever made and we can’t help but agree with him. So it definitely wasn’t easy for Jaguar to design the E-Type’s successor, the F-Type. Launched 39 years after the production of the E-Type stopped, the current F-Type is not Jaguar’s first attempt.

In 1980, Jaguar started work on the F-Type (codenamed XJ41) which was underpinned by the XJ40 sedan. It was expected to go into production in 1986 but several complications (mostly increase in weight and deviation from the original concept) led to the delay. By the time Jaguar was ready to put the F-Type into production, the vehicle had gained 300 kgs in weight and then Ford bought the British company and cancelled the project. However Ian Callum placed this F-Type on an XJS platform and the Aston Martin DB7 was conceived. Later in the year 2000, Jaguar unveiled the F-Type Concept but that too didn’t make it to production. Enough for the history lesson, the 2013 F-Type (X152) is a 2-seater sports car which shows what Jaguar is really capable of, producing an impressive sports car which stays true to the company’s rich history of design and speed, seen in the C, D and E-Type. We went all the way to the country of the bulls to drive this wild cat.

Exteriors – The F-Type is based on the C-X16 Concept, which was showcased in 2011. The styling of the F-Type is stunning and the vehicle displays even more visual drama in the flesh. There are some E-Type cues in the design but Jaguar has gone the long haul by completely designing the F-Type from scratch. The result is a vehicle which looks fast even while standing still. The front features a pair of vertically stacked headlights which feature bi-xenon projector technology along with a L-shaped day time running light. The large, almost rectangular grille adorns the most part of the front, with a chrome lining amplifying the aggressive stance. Two sets of air intakes are placed right next to the grille and the low yet wide body gives the vehicle immense presence.

The side profile reveals the classic long hood and short rear proportions which is typical of a modern sports car. The size of the wheels depend on the variant (18-inch on the V6, 19-inch on the V6 S and 20-inch on the V8 S) and you can choose between 6 options, all of them are extremely sporty and attractive. A small crease runs to the door from the lower side of the clamshell bonnet, met by an air intake with chrome surrounds on either sides.

One of the party pieces of the F-Type are the door handles, which remain closed till you open the vehicle. This helps the F-Type to remain extremely aerodynamic. Jaguar likes to call this mechanism a mechanical handshake.

The F-Type is such a ravishing design that it’s hard to decide which angle yields the most eye pops. However the rear design is absolutely the most delightful part of the F-Type. The well tapered rear features narrow tail lights, which take you back to the E-Type, maybe a deja vu. The design is minimalistic yet so evoking and reveals the sporty stance of the vehicle, with the massive tyres clearly visible. Twin exhaust pipes are placed in the centre on the V6 models, while the V8 has quad pipes (two on each side). The rear design might seem to lack aerodynamic flare but an active rear spoiler deploys at speed, thereby keeping the car’s clean lines firmly intact. Jaguar has really got the styling spot on, the F-Type really looks menacing. Our drive around Spain was testimony to the design highlights of the F-Type, people turned around and gawked, their eyes showed nothing but delight.

The F-Type’s styling is very well executed. Jaguar has made a car which not only looks the part, but also fits into the company’s legacy of sports car design seen almost 60 years back.

Head over to the next page to read about the interiors of the Jaguar F-Type.

The post 2013 Jaguar F-Type Test Drive Review appeared first on MotorBeam - Indian Car Bike News & Reviews.

2013 Force Gurkha – Click above for high resolution picture gallery

Car Tested: 2013 Force Gurkha 4×4

Price OTR Mumbai: Rs. 10,11,500/-

The Force Gurkha is an extremely capable yet affordable off-road vehicle.

It’s not often a manufacturer launches a vehicle for a selected audience. The number game may be the key tournament in the market but there are still a few companies which cater to the enthusiastic crowd. Recently Volkswagen launched the new powerful avatar of the Polo and now there is something to rejoice for the hardcore off-road junkie. The Force Gurkha makes a return and is now better than before. We take the Gurkha for a spin around Force Motors treacherous off-road track to find out whats so special about this extreme off-road vehicle.

Before we get to the Gurkha, it will be worthy to go back into the history of Force Motors. The company was started as a joint venture with Bajaj. Bajaj Auto and Bajaj Tempo were two companies run in collaboration by the Bajaj and Firodia family. Bajaj Tempo later became Force Motors. Shri NK Firodia, the founder of Force Motors was a freedom fighter and a visionary who believed that the industrial revolution was essential for economic stability of an independent nation. Force Motors is one of the top commercial vehicle supplier’s in the country and has manufactured vehicles such as the Tempo, Matador, Trax and Traveller. The Traveller currently commands 70% market share in its segment.

Previously Force Motors had manufactured only forty Gurkha’s which were sold to select customers. At that time the interiors, seats, etc were similar to the Trax. Later Force Motors manufactured 300 Gurkhas for a special order which was shipped to Germany. Due to its immense popularity amongst the off-roading community, Force Motors is now relaunching the Gurkha in the market. To make the product better, the guys at Force Motors went back to old Gurkha customers and conducted a survey in order to improve the vehicle. The general feedback stressed on including comfortable seats and air conditioning.

The Gurkha derives its lineage from the old Mercedes-Benz G-Wagen. The exterior design does remind you of the G-Wagen. The new Force Gurkha gets fog lamps which were absent in the earlier produced models. Side indicators have now been placed on the hood. The front grille houses the company’s logo and the bumper is made of a special toughened material so that it can withstand the Gurkha’s gruesome excursions.

The Gurkha’s signature is its snorkel type air intake which rises upto the roof. Not only does it look classy, it also prevents water from entering the engine while navigating through deep water. The silver cladding runs throughout the sides and adds muscle to the wheel arches. Side step has been provided for ease of ingress. The Gurkha comes only in two door guise. Entry to the second row is via the front and the second row gets sliding windows.

The rear profile is enhanced by the spare wheel, giving a true SUV feel. Force Motors is offering the Gurkha in three different combinations. The hard top, soft top and open top.

There are a few changes on the inside too and its evident once you step in. The seats are now more comfortable and have two-tone leather upholstery. The hard top version gets air-conditioning, however only at the front. The interiors continue to be bare bones and the dashboard is quite flat. The instrument cluster is basic and dials are analog. Comfort levels are still not up there but considering you wont be using it to cruise around, it can be let off. The air-conditioning could have been better too. The rear passengers will vouch for it the most. All said and done, the target customer will only care about its off-roading capability and that’s where the Gurkha will impress.

The hard top variant gets the usual all front facing arrangement for rear seats and can seat total five people including the driver. The Soft top has two longitudinal rows of rear seats and has a seating capacity of six people in total, including the driver.

The Force Gurkha is powered by a 2.6-litre TD2650 Mercedes OM616 derived direct-injection turbo-charged diesel engine with an intercooler. This engine belts out 82 PS at 3200 RPM and a torque of 230 NM between 1800 – 2000 RPM. Mated to this engine is a Mercedes derived G1-18 5-speed manual gearbox. What’s really unique to the Gurkha is independently locking front and rear differentials and an advanced transfer case which can engage this off-roader into 2H (2-wheel Drive), 4H (4-wheel high speed, low torque) and 4L (4-wheel high torque, low speed) modes.

Enabling the Force Gurka to tread treacherous terrain is an impressive approach angle of 37 degrees, departure angle of 34 degrees and ramp over angle of 29 degrees. The Gurkha can also tackle gradients upto 40 degrees without toppling over. To better understand what this means in the real world, we drove the Gurkha at Force Motors off-road test track which simulates almost every possible scenario one can get subjected to.

The first part of the track had extremely deep craters and one look into it makes you wonder if any vehicle can actually go through it. We got into 4L and activated the rear differential lock and were amazed by the Gurkha’s axle twisting capability. Once you lock the rear differential, torque is supplied to the wheel which is on the ground. With even two wheels of the ground, there was enough torque on hand to get the job done. In 4L mode, with the rear differential locked, the Gurkha’s ‘Crawling’ ability ensured that we need not even get onto the gas. Brakes are decent and bite fairly accurately.

We next went down a 30 degree slope. It is a bit scary once you start going down but it was no big shake for this off-roader. Two wheels on the ground and all the locked differentials played their role in getting us out without breaking into a sweat. Climbing up was easy again, the only difference was that we we were on the throttle this time, instead of the brake. The Gurkha also made it sideways on a gradient of more than 30 degrees. Wherever the additional torque was not required, we used the transfer case to get into 4H mode. Driving through slush and bonnet deep water was much easier than it looks. The high mounted air intake (snorkel) ensures the engine stays clear of the water at all times.

Driving on the regular road, the Gurkha has a top speed of 120 km/hr and delivers a mileage of about 12 km/l. During extreme off-road conditions the mileage may drop to around 8 km/l, which is pretty good for a vehicle of this capability. Independent front suspension and two staged semi-elliptical leaf springs in the rear assisted by double acting telescopic hydraulic shock absorbers not only give it extreme off-road capability but also provide a compliant ride on the road. However it is naturally on the stiffer side and thus the Gurkha is a vehicle more suited to off-road driving than on-road, where the stiffness is easily felt.

So how did the Force Gurkha fare? It left us totally impressed. Force Motors likes to call it an Extreme Off-Road Vehicle and that’s exactly what its made for. 4 x 4 x 4 implies 4-wheel drive which can conquer all 4 terrains (rock, sand, ice and water) in all four seasons of the year. The only hitch is that while the competition (Mahindra Thar) offers a Common Rail Diesel Engine, the Gurkha is still only BS III compliant. This means it cant be registered in BS IV compliant cities like Delhi and Mumbai. The BS IV compliant engine is still a year away. However, the mouth watering price and the Mercedes-Benz lineage makes an awesome combination. Force Motors is so confident of their product that they are offering a best in class 3 years and 3 lakh Km warranty. It’s a dream come true for the hard core extreme off-roading enthusiasts.

What’s Cool

* Off-roading capability
* Price

What’s Not So Cool

* Limited market for such vehicles
* Not BSIV compliant

2013 Force Gurkha Specifications

* Engine: TD 2650 FTI BS III Turbo Charged with Intercooler
* Power: 82 PS @ 3200 RPM
* Torque: 230 Nm @ 1800-2000 RPM
* Transmission: 5-speed Manual
* Transfer Case: Single lever selective 4 x 4 with High – Low options.
* Front Axle: (4WD) Live independent with diff lock
* Rear Axle: (4WD) Live rigid with diff lock
* Top Speed: 120 km/hr
* Fuel Consumption: 12 km/l
* Fuel Type: Diesel
* Suspension: Independent front suspension (Front), Two staged semi elliptical leaf springs in the rear assisted by double acting telescopic hydraulic shock absorbers (Rear)
* Tyres: 240/70/16 Tubeless Radials
* Brakes: Dual Circuit Hydraulic Vacuum assisted with Auto Wear adjuster and LCRV; Front Disc, Rear Drum

2013 Force Gurkha Dimensions

* Overall length x width x height: 3992 mm X 1820 mm X 2055 mm
* Wheelbase: 2400 mm
* Front/Rear Track: 1485/1440 mm
* Ground clearance: 210 mm
* Turning Radius: 5.8 metres
* Fuel Tank Capacity: 63-litres

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2013 Ford EcoSport – Click above for high resolution picture gallery

Car Tested: 2013 Ford EcoSport

Price OTR Mumbai: Rs. 7-12 lakhs (est.)

The Ford EcoSport boasts of stylish exteriors and tons of features, it should be a hit on face value alone.

A new segment has emerged in India and is seeing tremendous growth. The compact SUV space has till now been dominated by Renault’s Duster but a new rival is on the horizon. You have probably seen the Ford EcoSport multiple times already as the American automaker unveiled the vehicle almost 18 months back at the 2012 Auto Expo. While the first generation Ford EcoSport was launched way back in 2003, the second gen model only went on sale last year (in Brazil). Localization has been the reason for the delay and the Ford EcoSport uses 70% local content, which will help the company in aggressive pricing of their Urban SUV. The EcoSport is the most ambitious project at Ford India and the company believes the EcoSport is a game changer for both Ford India and the Indian automobile industry. Ford assures us the EcoSport will be priced with a similar strategy as the Figo (aka value for money). The launch takes place next month and the American automaker will develop an insane number of variants for the export market. The wait has been very long but has it been worth it? We soak in some Goa sun and find out how Ford’s Urban SUV fares.

Exteriors – Ford has taken the size of its compact SUV too seriously and thus the EcoSport is really compact. With its under 4-metre length, the EcoSport is as long as a premium hatchback. One look and you instantly find the EcoSport tiny. However the tall dimensions and flared wheel arches give it good presence on the road. The production model almost resembles the concept version and the styling is quite aggressive. However the headlights have been changed on the production model and there are no LEDs. The wrap around headlights look mean with the laser cut appearance, while the round fog lights get chrome surrounds and jut out of the body. The front looks butch with the large hexagonal grille (very Audi like, after all J Mays has designed the EcoSport, who was earlier in Audi and worked on the original TT in 1994) being the most attractive part of the vehicle. The character lines on the bonnet flow smoothly and join the A-pillar, further extending to the rear of the car.

Come to the side and the Ford EcoSport reveals its rather tiny proportions with the body lines moving upwards. The 15-inch wheels don’t do justice to the car but the top end variants get 16-inch wheels which fill the wheel arches quite well. The EcoSport gets pull out type door handles and rear view mirrors which have turn indicators on them. The 200 mm ground clearance gives the EcoSport quite a lot of SUV cred but it’s really the tailgate mounted spare wheel which shouts SUV. The wheels have been placed on the corner to give the EcoSport a planted feel even while standing still. While its close rivals also boast of a similar ground clearance, the EcoSport has the highest water wading capacity in its class (550 mm against the Duster’s 350 mm).

Other SUV elements include roof rails, wraparound rear windscreen and black body cladding running on the lower side of the entire car (below the doors, forming lower part of the front bumper, lip spoiler and the entire rear bumper, thereby being cost effective while at the same visually pleasing). Ford says the design is very aerodynamic and has been wind tunnel tested for optimum efficiency (the co-efficient of drag is just 0.371 but weirdly the global EcoSport is more slippery at 0.365). Then there is the neatly integrated boot lid opener, inside the right rear tail lamp assembly. An integrated rear spoiler is also part of the package. The lower part of the rear bumper gets reflectors and reversing lamps. The position of the reverse lamps offers good rear illumination while reversing but won’t be easily visible to others. There are stoppers on the rear bumpers but there are no rear fog lamps. The exhaust has been hidden below the bumper on the right side and is not visible.

The roof rails have some buttons on it, which we are told is for an after market net. The approach angle of 25 degrees and departure angle of 35 degrees means you can take the EcoSport on almost any road without worrying about scraping the underbody. However there is no engine guard, another cost cutting measure. Ford will offer a range of accessories for the EcoSport (there are 15 accessories including a side step). The design is certainly going to please young buyers but its more of a love it, hate it appearance. We are however certain that most people are going to be pleased by the EcoSport’s SUVish stance and exterior appeal. One glance and the muscular body panels will surely capture your senses.

Indian vs Global EcoSport - Ford says the Indian and global EcoSport are identical in design. The company has made minor changes to duck the vehicle under the 4-metre length. This change is so minor, that when a Brazilian model is parked right next to the India version, one can’t make out any difference. This is because a very minor reduction has been made on the front bumper and thus all EcoSports sold globally are identical in dimensions to the Indian model. Some markets get a spare wheel cover, which will be offered as an accessory in India.

The EcoSport does stand out on the road and looks rich and poised, and its only the side profile which reveals the small proportions of this urban dweller.

Head over to the next page to read about the interiors of the Ford EcoSport.

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The all new Range Rover Sport remains highly capable off-road while still being thoroughly impressive to drive on road.

Land Rover unveiled the second generation Range Rover Sport (codenamed L494) at the NY Auto Show a few weeks back and the company is almost ready to start sales of what they call “the fastest, most agile, most responsive Land Rover ever”. The last generation Range Rover Sport was a huge success (4 lakh units sold worldwide) and production of the model has been discontinued as Solihull gets ready to churn out the all new, all aluminium Rangie soon. We got a chance to drive the new Range Rover Sport around Jaguar Land Rover’s test track in Gaydon recently. Land Rover calls the vehicle a prototype but what we drove is quite close to the production model. Our encounter with the vehicle was quite brief but we have come out throughly impressed with the SUV’s performance.

The Range Rover Sport has evolved from the Range Stormer Concept (Land Rover’s first concept vehicle) which was first showcased in 2004. The new Sport has quite a lot in common with the Range Rover and even the styling is very similar. The Range Rover Sport does look sportier with a smaller grille, more aggressive bumper and different head and tail lights. The influence from the stylish Evoque is quite apparent and the big wheels do look splendid. However the changes underneath are the ones that really matter (the Sport uses 75% unique parts compared to the Range Rover) and Land Rover has put in a lot of effort in engineering and testing to come out with a splendid drive experience. Even the exhaust note from the vehicle is very sporty and a pleasure to the aural senses (it also has active exhaust system).

The new Range Rover Sport weighs 420 kgs less than the outgoing Sport (variant to variant), which is thanks to the use of aluminium and polymer based parts on the vehicle. Land Rover had both the old and new model standing on weighing scales to demonstrate the weight difference at the prototype drive event. The company claims the new model is 30% better in handling and our short drive can confirm the improvements in the car’s dynamic ability. The steering is well weighed and offers very good feedback. One can really push the new RR Sport without worrying about the size of the vehicle and it goes through corners with almost negligible body roll. Taking corners at 100 km/hr was a breeze with the torque vectoring working fabulously to ensure torque is only fed to the wheels with the most grip, thereby adjusting the balance of the car and preventing understeer. Ride quality is good but gets a bit harsh when in dynamic mode, as the suspension stiffens up. We didn’t get a chance to test the braking performance but pedal bite was reassuring.

The handling has improved so drastically that the Range Rover Sport was able to do a lap around the Nurburgring in just 8:35 minutes, which is simply brilliant for a full sized SUV. The Range Rover Sport variant we drove at the Gaydon test track was powered by a 5.0-litre Supercharged V8 engine which produces 510 PS of power and 625 Nm of torque, mated to a 8-speed automatic gearbox. The reduced weight has helped performance and throttle response is instant with the new Range Rover Sport doing the 0-100 km/hr sprint in 5.3 seconds. The gearbox shifts smoothly and responds instantly to throttle inputs. You have paddle shifts on the steering wheel and instead of the rotary gear knob on the centre console, you get a stick shift which makes it more fun to shift cogs during spirited driving.

We were able to do 240 km/hr on the straight at the track and never did the vehicle feel out of breath, accelerating very quickly to its top speed (limited to 140 mph and can optionally be increased to 155 mph). The vehicle remains thoroughly composed at high speeds and NVH levels are a bare minimum. There will be a range of petrol and diesel engines on offer, including V6 petrol and diesel (in two set of tunes), V8 petrol and diesel and a diesel hybrid too. Mileage has improved over its predecessor by around 15%, thanks to the reduced weight.

The interiors of the Range Rover Sport are quite similar to the Range Rover. There are some minor changes like a more sportier seating position as you sit lower in the Sport than in the flagship Land Rover. Quality levels are simply top notch and everything feels solidly put together. The vehicle gets Auto Terrain Response system along with a wade sensing feature which is an industry first. The outside rear view mirrors have ultrasonic sensors to monitor the water level, thereby giving a visual and audio warning to the driver about the level of water outside. The Range Rover Sport has a wade depth of 850 mm and a wheel articulation of 546 mm, which is easily the benchmark in its class. So the Range Rover Sport is fun to drive, while at the same time it possesses the go anywhere capability which is throughly inscribed in Land Rover’s genes.

The new Range Rover Sport has a ton of features and is loaded with technology. It also debuts a heads-up display for Land Rover, which uses laser technology. The instrument cluster changes colours according to the driving mode. The dials turns red in dynamic mode. Some other interesting features include traffic sign detection, reverse traffic detection, 23 speakers Meridian audio system with 3D sound stage, etc. A new “InControl” car app has been designed (for iOS and Android) which gives a host of options including the ability to show fuel and range, locate car or dealer, etc. The Range Rover Sport even has a Wi-Fi system, with the roof mounted antenna giving the vehicle a better signal. For the first time, Land Rover is offering the Range Rover Sport with an optional 5+2 seating, which they like to call secret seats. The last row of seats are for children and I tried to get in but wasn’t able to. When asked why the Sport has the option of 7 seats and not the Range Rover, Land Rover replied saying people owning the Sport usually don’t have any other vehicle but Range Rover owners have multiple cars and hence Sport owners need the added flexibility.

The new Range Rover Sport is a drastic leap over its predecessor, which itself was a splendid vehicle in its own accord. The new model takes a definite leap in all directions, becoming a much better vehicle to drive and travel in. Due to our limited time with the car, we weren’t able to test all its features so we will reserve our judgement for later, but the first impressions are extremely positive. The new Range Rover Sport has set off in the right direction and will appeal to a large section of buyers. Land Rover plans to plonk in a 4-cylinder petrol engine (240 HP) in the Range Rover Sport later this year, which will give it a weight advantage of 500 kgs over the last gen model. The new Range Rover Sport is sure to create the same levels of success as its elder sibling and will hit Indian shores in September, priced around Rs. 1.4 crores (estimated).

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You walk towards it, your heart skips a beat, out pops the door handles as you unlock the vehicle, it invites you and you accept happily. This is exactly what happened when I first encountered the F-Type at the Pamplona airport in Spain two days back. Rest as they say is history, pretty much true, as the F-Type builds on the historic legacy of the E-Type, which is most often referred to as the most beautiful car in the world. The F-Type is a fitting successor, it looks the part and boy does it sound even better.

Getting inside, I immediately notice how well crafted the cabin is. All Jaguar traits of luxury and sportiness are firmly intact. You sit low but the seats hug you and you are good to go. I am in the V6 model, which belts out 340 PS and won’t be making its way to India. Still the engine has good enough oomph with more than enough juice to keep most people happy and grinning. 0 – 100 km/hr comes up in 5.3 seconds, while the top speed is electronically limited to 260 km/hr. The V6 S and V8 S models are coming to India and they are even quicker with standstill to 100 km/hr sprint taking 4.9 and 4.3 seconds respectively.

The distance between you and the sun is a mere 12 seconds, as that is the time taken by the roof to retract completely in the F-Type. The cabin feels special, although you sit low, visibility is pretty good and all controls are in close proximity of the driver. The Dynamic mode quickens the throttle response, reduces gear shift time and increases the weight on the steering. There is an intelligent start/stop system too, which has two motors to quicken the start/stop process.

On the move you can clearly hear the exhausts make a pleasing racket, enough to scare away the locals. The F-Type gets an Active Exhaust System, which amplifies aural pleasure with the touch of a button. This is one of the party pieces of this sports car, the exhaust sound is so addictive, it can be reason alone to purchase this vehicle.

However the F-Type has other strong merits too, like a well weighed steering, good performance and stunningly designed exteriors and interiors. The speed restricted Spain roads are a spoilsport in extracting the true performance of the F-Type but we did drive it around the Navarra circuit, going full throttle and learning how well balanced the chassis is with 50:50 weight distribution. I can go endlessly about the sharp styling and addictive sound of the F-Type, as these two things are the standouts of the car. But there is much more to the F-Type and our detailed report will cover all that and more. Adios.

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2013 Audi TT – Click above for high resolution picture gallery

Car Tested: 2013 Audi TT 2.0-TFSI

Price OTR Mumbai: Rs. 65,25,590/-

The Audi TT not only goes fast, it even looks fast while standing still.

The Audi TT might have been through two generations only, but it dates back all the way to 1994, when the first sketch was made. It was subsequently presented at the 1995 Frankfurt Motor Show. Launched in 1998, the TT name comes from the British Isle of Man TT motorcycle race, where TT stands for Tourist Trophy. The TT name is also at times referred to Technology and Tradition by the company. The second generation MK2 model was launched in 2006 and is internally known as Typ 8J. All Audi TT units sold till date have been manufactured by Audi Hungary, the body shells coming from the German automaker’s head plant in Ingolstadt. Does the Audi TT drive as well as it looks? Let’s find out.

Exteriors – The design of the original Audi TT was done by J Mays (who has also worked on the Ford EcoSport). The original model had a very mean appearance, which was thoroughly appealing. The second gen model is more sharp and reflects typical Audi elements. The front features a large three-dimensional grille with very sharp design edges neatly placed around the bumper. The daytime running lights are constituted of twelve white LEDs placed in a straight line on the lower side of the headlights. The side profile reveals the famous Audi TT body shape, which has won several awards globally.

The 2-door coupe has a very sharply receding roofline which merges neatly with the rear windshield. The glass area on the side follows a similar pattern and creates a visual aura which is so exciting that everybody not only looks, but starts to follow you. The tail lights have squarish lamps which give a floating appearance. The rear spoiler can be electronically deployed with a touch of a button and adds to the sporty pretext of the TT. The rear bumper sports twin exhausts on either sides, while the fat rubber is easily visible giving a very menacing stance to the vehicle.

Interiors – Step inside and the seats are lowly placed to lower the center of gravity for better dynamics. The Nappa leather seats are pretty comfortable and supportive. Both front seats offer electronic adjustment with lumbar support. The interior fit and finish is outstanding and everything about the interiors spells sporty. The brushed grey aluminium inserts placed neatly on various parts of the dashboard amplify the sportiness. The AC chills well and we got a first hand experience of this in the boiling Mumbai summer. The Audi TT gets five air conditioning vents and the chrome surrounds around them not only look classy but can also be rotated to shut the vent.

The Bose speakers give out superb sound but frankly the engine note is the one you want to hear. The steering wheel is just the right size for a sports car and offers very good grip. It even has a flat bottom. The center console has a few buttons right behind the gear lever including Sport mode, traction control on/off, hazard lights and rear spoiler activation. The rim-less doors are robust and have deep pockets along with red inserts on the door pads. The rear seats offer very poor legroom, in fact so less it the rear seat space, that you can only seat small children in there. Even the headroom is inadequate due to the sloping roofline. That said, the rear seat is the best place to keep things and you can fold it to increase boot space. The TT is meant to be used as a coupe and it does brilliantly well in that regard.

The instrument cluster has two big pods (with a small display on each) and two small ones along with a rectangle centre display screen. This centre display has a gear indicator and also displays fuel consupmtion data along with all other driver information. The chrome surrounds on the pods look neat. The boot is of decent size and there is no spare tyre. Thus an electronic air pump has been placed in the well of the boot along with the tool kit.

Performance – While other two door coupes use a V6 engine, the Audi TT makes do with a 4-cylinder heart. This TFSI motor uses high compression, which means the engine sips on super premium 95 octane fuel. Even with not much power to boot, the Audi TT performs surprsingly well. Throttle response is instant and the TT accelerates in a linear manner off the line. Once you hit the mid-range of the powerband, you are rewarded with a surge which goes till the 6200 RPM redline (peak power is produced between 4300 – 6000 RPM). NVH levels at idle are good but as you smack the throttle, the Audi TT makes itself heard, with an impressive soundtrack.

The wide torque curve makes driving the Audi TT a breeze even in city driving conditions, but it is the highways where this vehicle truly shines. Reaching higher end of triple digit speeds doesn’t take much long and the TT keeps pulling strongly till 190 km/hr, after which it gradually starts running out of steam. There is a Sport mode which makes the throttle responsive even crispier. The engine is mated to a 6-speed gearbox, which does a good job in keeping the engine on the boil when you want it to. You can also manually shift via the steering mounted paddles. While the 2.0-litre TFSI motor does a good job, Audi should really consider offering the 3.0-litre TFSI to help the TT scorch the tarmac. Audi also offers the TT with a diesel heart globally, which can be a practical alternative in our country.

Driving Dynamics – The Audi TT’s driving dynamics benefit massively from low weight thanks to the use of Audi’s Space Frame technology, which uses aluminium resulting in the body weighing just 206 kgs. Aluminium has also been used on the suspension to reduce unsprung mass. That said, the Audi TT has been stiffly setup which gives it very sharp handling. The short wheelbase along with the Quattro all-wheel drive system ensure the TT is immensely stable around corners. Grip levels are insanely good. You can literally point and shoot and the TT follows. High speed stability is excellent too, thanks to the low center of gravity and brakes offer tremendous feedback and stopping power.

The steering wheel is electromechanical and is fairly accurate in directional changes. However it doesn’t feel as communicative as its elder sibling, the Audi S4, but offers decent amount of feedback. It does weight up well on high speeds and when in Sport mode, it does feel more connected. The TT gets electronically controlled magnetic ride shock absorber system, which controls the adaptive damping. However the ride quality is still quite stiff and the Audi TT crashes into potholes badly, jostling the complete cabin in the process. The run flat tires don’t help the ride either. On smooth surfaces, the ride is good but there are very few good roads and for the most part of our test, we found the ride quality too harsh on the regular roads.

Verdict – The Audi TT is a stunning looking vehicle which can attract immense attention on Indian roads. It delivers good performance and handles like a charm too. The cabin is comfortable and feels special with the high quality bits all around. The only gripe is the ride quality of the TT, which is quite harsh for our roads. Audi can make the TT appeal to the head by improving the ride quality of the car and offering a diesel powerplant. Till then, the Audi TT will continue to please the heart with its stunning aura and performance.

The Audi TT is a very desirable car, it has the show to match the go and handles brilliantly around corners too.

What’s Cool

* Performance
* Handling
* Interior design and quality

What’s Not So Cool

* Ride quality

2013 Audi TT Specifications

* Engine: 1984cc, 4-cylinder, Direct Fuel Injection
* Power: 208 BHP @ 4300-6000 RPM
* Torque: 350 Nm @ 1600-4200 RPM
* Transmission: 6-step S tronic
* Top Speed: 243 km/hr
* 0-100 km/h: 5.6 seconds
* Fuel Consumption: 8 km/l (City), 10 km/l (highway)
* Fuel Type: Petrol
* Suspension: MacPherson struts (Front), four link suspension (Rear)
* Tyres: 245/45/17 Tubeless Radials
* Brakes: Dual circuit brake system, Ventilated Disc (Front), Solid Disc (Rear)
* Safety: ABS, EBD, TCS, Front Airbags

2013 Audi TT Dimensions

* Overall length x width x height: 4198 mm X 1842 mm X 1353 mm
* Wheelbase: 2468 mm
* Front/Rear Track: 1562/1548 mm
* Ground clearance: 160 mm
* Turning Radius: 5.5-metres
* Boot Volume: 290-litres, 700-litres (with rear seats folded)
* Fuel Tank Capacity: 60-litres
* Kerb Weight: 1360 kgs

The post 2013 Audi TT Test Drive Review appeared first on MotorBeam - Indian Car Bike News & Reviews.

The Maruti DZire’s dominance is under serious threat for the very first time, the Honda Amaze is that good.

Sub 4-metre sedans (better known as compact sedans) have become the hot flavour in the Indian market, so much that every automaker is working on one. The tax benefits are too lucrative to ignore this segment, while the demand from buyers is soaring too. While other companies continue to work on their compact sedans, Maruti Suzuki has much dominated this segment, selling a massive 20,078 units of the Swift DZire last month. But there is a new kid on the block, which is already giving India’s largest car maker some serious challenge. Honda’s latest offering, the Amaze is here, with both petrol and diesel engines in its arsenal. It is ready to change the volume game for Honda in India and is very promising all around. On paper, the Amaze feels superior, but does it have the same advantage out on the road? We pit both these compact sedans head to head to come to a definite conclusion.

Styling – For most people in India, styling is a key parameter while purchasing a vehicle. The Swift DZire is not the best looking car in our country, infact, it is one of the most disproptionate. The front styling from the Swift is neat but the boot is a complete after thought. This makes the DZire look very odd when viewed from rear angles. The Honda Amaze on the other end seems to be conceptulatized as a sedan from day one. It has smooth flowing curves with the Brio front giving it a sense of cuteness. Both cars come with indicators on rear view mirrors with B-pillars blackened out. The Amaze has more use of chrome on the body, which will be an instant hit with Indian buyers. The rear gels well with the overall design and the Amaze does end up looking a whole lot more soothing to the eye than the DZire. The neatly integrated boot means the Amaze has lines which show the right proportions. That said, both vehicles looks quite small due to their sub 4-metre length.

Interiors – Both cars carry the same dashboard as their hatchback siblings, the Swift and Brio. The Amaze’s dashboard doesn’t look as substancial as the DZire, as the latter feels slightly better put together with more style and features (climate control, removable cup holder, etc). The Amaze’s interiors feel good too but feel a little short in terms of style and feel good factor compared to the Swift DZire. While the DZire feels more expensive with its rich textured dash, the Amaze is the cooler car, thanks to its heat absorbing windshield (top end model only). The DZire’s doors feel heavier and shut with a more assuring thud than the Amaze’s.

The instrument cluster in the Amaze is not as sophisticated as the DZire’s. You do get to see if you are driving with mileage in mind, with the Eco light blinking on the cluster. The Amaze gets electronically retractable rear view mirrors, a feature in handy when you are squeezing through tight spots. Front seats of both cars are good, with excellent all round support but the DZire has that slight edge with better cushioning. Even though the Amaze has a 25 mm disadvantage in wheelbase over the DZire, the Honda boasts of much better rear seat legroom. Honda’s ‘Man Maximum, Machine Minimum’ philosophy has paid dividends when it comes to overall packaging and it shows. The Amaze feels much better at the rear, with headroom, legroom (improved due to scooped out seat back) and knee room being easily class leading. Even a third passenger will be comfortable at the rear, but not so in the DZire. You sit very comfortably in the Amaze and the beige interiors and big windows further make you perceive the Amaze to have more cabin space. Sadly none of the seats have adjustable headrests, which is a shame as that is the only sore point of the Amaze’s seats. The rear seat arm rest in the Amaze has cup holders, the DZire’s arm rest doesn’t.

People buying compact sedans over a hatchback need that little extra in boot space and the Honda Amaze comes out on top here, offering 400-litres. The DZire is not so well packaged and offers only 316-litres. This not only makes the Amaze more practical of the two but also points to the clever engineering done by Honda to ensure more cabin and boot space, while keeping the length of the vehicle under the 4-metre mark.

Performance – Being sub 4-metre cars, power comes from sub 1.5-litre diesel and sub 1.2-litre petrol engines. The Maruti DZire petrol is powered by a 1197cc, K-Series engine which gets VVT to produce 86 BHP of power at 6000 RPM and 114 Nm of torque at 4000 RPM. The Honda Amaze petrol is powered by a 1198cc i-VTEC motor which produces 88 BHP of power at 6000 RPM and 109 Nm of torque at 4500 RPM. Both cars are mated to a 5-speed manual gearbox along with the option of an automatic (4-speed auto in the DZire, 5-speed auto in the Amaze, the latter is much better in performance). Output being almost identical, performance is quite similar but the DZire has a slight edge with the motor feeling more alive throughout. However there is little to choose as both petrol engines are simply fantastic and should return negligible mileage difference between each other. Expect 12 km/l in city driving conditions from both (the DZire will return .5 km/l more mileage). The manual gearbox of both cars offer smooth shifts.

The diesel Swift DZire draws power from Fiat’s famed 1248cc Multijet mill which belts out 75 BHP of power at 4000 RPM and 190 Nm of torque at 2000 RPM. The diesel Amaze produces 98.6 BHP of power at 3600 RPM and 200 Nm of torque at 1750 RPM from its i-DTEC powerplant. The Amaze has significantly more power and drives much better too. Not only is the Amaze faster, its diesel engine is simply bombastic. Power delivery is instant and there is very little turbo lag. This makes the diesel Amaze at home in crowded city conditions, as much as it is at ease on the highways. The DZire has quite a bit of turbo lag but once you rush past 1800 RPM, the DZire picks up steam. It is much stronger at high revs too. However there is no replacement for horsepower and the Amaze is that much quicker throughout. However the DZire’s engine is more silent and the Amaze diesel is quite audible, although there are not too many vibrations from the motor. Both cars are mated to 5-speed manual gearboxes, both having precise shifting mechanism. The diesel Amaze is a good 1 km/l more fuel efficient than the diesel DZire.

Driving Dynamics – The Honda Amaze feels much easier to drive than the Maruti DZire, thanks to lighter steering and pedals. While the Swift DZire is softly sprung, the Amaze offers a better ride quality at higher speeds. Ride quality in the DZire is good at low speeds even though it rides on 15-inch wheels against the Amaze’s 14-inchers. The Amaze is more stable at speed with its slightly stiffer suspension and handles better too. The DZire is not far behind in terms of handling and both cars offer a very exciting and fun to drive experience with involving dynamics and good steering feedback. Braking performance of both cars are again on par but the Amaze has a tiny advantage, with better pedal feel.

Verdict – The battle between the Maruti Suzuki Swift DZire and Honda Amaze is a very close one. Both cars have their strengths but the Amaze manages to edge ahead of the DZire on several counts. The Amaze is not only faster (diesel), it is more economical too. Factor in the easier to drive characteristics, better rear seat experience, larger boot and better appearance and the Honda Amaze emerges on top. The icing on the cake is the Honda badge, which holds higher value than Maruti Suzuki’s, making the Amaze the clear winner and the undisputed champion in the compact sedan space.

The Maruti DZire range starts from Rs. 5.93 lakhs and goes up to Rs. 9.02 lakhs, while the Honda Amaze range starts at Rs. 6.08 lakhs and goes up to Rs. 9.27 lakhs (all prices on-road, Mumbai). The slightly extra price you pay for the Honda Amaze is well worth it considering you get a more DZirable package.

The post Shootout – Honda Amaze vs Maruti DZire appeared first on MotorBeam - Indian Car Bike News & Reviews.

Kawasaki Ninja 300 – Click above for high resolution picture gallery

Bike tested: 2013 Kawasaki Ninja 300

Price OTR Pune: Rs. 3,89,500/-

The Ninja 300 has some serious performance on offer, which gets unleashed once you smack the throttle past 8000 RPM.

Kawasaki is partly responsible for jump-starting the sports bike scenario in the country. When Kawasaki launched the Ninja 250R in India, three years ago, it gave the Indian bike enthusiasts what they exactly wanted – a fully faired, quarter litre motorcycle with wicked performance and eye catchy looks. The Ninja set a benchmark when it came to performance too. Like any other Kawasaki, the bike was packed with innovative technologies and class leading performance. The 33 BHP parallel-twin engine, the screaming performance and the razor sharp dynamics were the forte of the Ninja 250R. However, the Ninja 250R did start to look out-dated with a lack of essential equipment and much required styling updates. Kawasaki has finally updated the 250R by launching the Ninja 300! While some markets continue to get the refreshed 250R, we get the Ninja 300. A good move by Kawasaki once again to keep the ever-craving enthusiasts happy. We get the opportunity to ride and find out how good this Ninja fights!

Styling – The Ninja 300 is a sharp, compact and substantial looking motorcycle. Clean lines and edgy panels dominate the design. The new Ninja 300 takes design cues from bigger Ninjas. The big muscular fuel tank, the large floating windscreen, the twin angular headlights and the integrated indicators are undoubtedly ZX-10R inspired. The slats in the front fairing are inspired from the 2013 Ninja 1400 GTR. The multi-spoke wheels and exhaust is heavily inspired from the 1400 GTR as well. The rear remains largely unchanged. The exposed sub-frame, the brushed aluminium foot pegs and the texture on the black plastic panels add flare to the motorcycle. Overall, the scaled down design is a welcome change and always grabs attention, increasing desirability by a huge margin.

Instrument Cluster and Switch Gear – The twin pod cluster has a logical layout. The large tachometer and small digital speedometer gels with the Ninja 300′s characteristics. The white backlight is an excellent color of choice. Every warning light gets a dedicated indicator. Host of warning lights are included, such as the low battery voltage, engine temperature, OBD port, engine oil pressure and the usual neutral shift light, high beam and the solitary indicators. Two trip-meters, a clock and a three pod sign in digital speedo meter flashes when you drive in economy mode. The switchgear and the palm grip is made up of high quality plastic and the piano black finish on every switch is an excellent touch.

Ergonomics – The seating position on the Ninja 300 is comfortable yet sporty at the same time. You do get the big bike feel when you are riding. Thanks to the lower set foot pegs and 790 mm seat height, any average Indian rider’s feet can touch the ground. The seat cushioning is on the harder side for both the rider and the pillion. The tank is sculpted according to the seating position, so you can grip the tank when riding enthusiastically. The rear view mirrors are well positioned and offer a good view of what is behind. Long rides will be comfortable on the Ninja 300.

Performance and Gearbox – The Kawasaki Ninja 300 is powered by a twin-cylinder, liquid-cooled, fuel-injected, 296cc, 8-valve motor churning out 39 PS at 11,000 RPM and 27 Nm of torque at 10,000 RPM. This all aluminium engine is derived from the Ninja 250R. The stroke has been lengthened for increasing the cubic capacity. The valves are now bigger, the pistons are lighter and a new exhaust system and a sleeveless cylinder head has been added. The compression ratio has been reduced to take out the maximum performance with the use of normal unleaded petrol.

The fuelling is the most astonishing part of this bike. It manages to give adequate low-end torque to potter around town. The action starts after 6000 RPM and after 8000 RPM it rushes insanely quick to its 13,000 RPM redline. The entire rev band is flawless, no jerkiness and no sudden spikes. Even the redline cut out is smooth and one can hold it as long as needed. The new 32 mm throttle bodies make throttle response precise and linear. NVH levels are excellent. Vibes are well controlled thanks to the rubber mounts for the engine.

The engine is mated to a slick shifting 6-speed gearbox assisted by a slipper clutch. The cogs have more teeth to get power from the top end of the rev range (where the power and torque is) but the distance between the cogs is less (short geared). Therefore, once you are in the power band and start shifting aggressively, acceleration off the line is very quick and the bike can reach up to 130-140 km/hr in no time. The clutch is light and progressive. The slipper clutch works precisely and does exactly what it is meant to do, aid confidence when riding hard on a windy twisty road. At any given speed, you can downshift and the wheels will not lock up. Newbie and average riders trying to corner fast will actually end up cornerning a lot faster than they expect.

Riding Dynamics – The Ninja 300′s chassis is borrowed from the 250R but there are a host of changes to make it far more dynamically rich. The main tubes have been strengthened using high tensile steel for accompanying the more powerful engine. The chassis length has been shortened by 70 mm for better agility and braking. The wheelbase has gone by 5 mm, adding more stability and aiding in better traction (avoiding power wheelies) while accelerating hard of the line.

The chassis has been lowered by 5 mm but the weight has gone up by 3 kgs. The damping of the front and rear suspension has been revised, and it shows. The Ninja 300 handles beautifully. It is agile and remains poised in the corners and holds the line well. The new 140 mm section IRC tyres grip well but an upgrade to superior compound tyres of same dimensions will aid in more confidence. Foot pegs are set lower, a bit higher and getting your knee down would have been a lot easier. The turn is not crisp and enjoyable due to increase in rake degree and trail. Nevertheless, the increase has its own benefits.

The Ninja 300 feels more stable and is more communicative while changing directions at high speeds. The able chassis and suspension can handle a bit more oomph easily. The Ninja feels quite nimble when it comes to cutting through traffic. No doubt that the Ninja 300 will do track days but the bike is not a track-focused monster (the reason why the “R” nomenclature has not been adopted for the Ninja 300). The 290 mm petal discs at the front and 220 mm petal disc at the rear with two-pot Nissin callipers on both sides do a good job of slowing down from high speeds. A bit more would have been appreciated (ABS could have helped in this regard).

Miscellaneous – An upgrade to sticky soft compound tyres of the same dimensions will aid a lot more confidence. The lamps act as DRL and the right one stays on always. The ground clearance is low, but even with a pillion or missing speed breakers at high speeds saw nothing kissing the ground, thanks to the stiff suspension. Factory rear suspension setting is on the softer side; adjust as per your needs. Head light throw is wide and the illumination is superb. The instrument cluster is not particularly huge but is not small either.

There is a storage compartment under the seat and another secret compartment below the first compartment too, neat! As every Kawasaki bike, fit and finish is excellent and paint job is deep. There are no uneven panel gaps and high quality materials are used. Hooks below the rear seat are there to tie extra baggage. There are no grab rails but there is recess right below the pillion seat to hold on too, a cost effective and weight saving trick. Heat dissipation promised by Kawasaki works well, the rider feels that the heat is not directly frying their legs anymore like other liquid-cooled bikes. Kudos to Kawasaki for this comfort feature!

Verdict – The Ninja is back and with a loud bang. The ZX series inspired aesthetics, the potent engine, the able chassis and the amazing soundtrack, all combined, make it an excellent performer. The Ninja 300 makes it clear that it is a complete all-rounder. The motorcycle is on top of the chart when it comes to practicality, daily usability and overall comfort which makes it a real strong contender. However, given the high pricing (which has been the case of Kawasaki in the quarter litre segment), the lack of ABS (not even as an option in India) disappoints the enthusiasts. Nevertheless, nothing should stop you from letting the good times roll.

The Kawasaki Ninja 300 is a brilliant package, it is so good in multiple ways, that it simply has no competition to fight.

What’s Cool

* Scaled down aesthetics
* Performance and dynamics
* Comfort and practicality

What’s Not So Cool

* Lack of ABS

2013 Kawasaki Ninja 300 Specifications

* Engine: 296cc, 8-valve, parallel-twin DOHC
* Power: 39 PS @ 11,000 RPM
* Torque: 27 Nm @ 10,000 RPM
* Transmission: 6-speed manual with slipper clutch
* 0 – 100 km/hr: 7 seconds
* Top Speed: 170 km/hr
* Fuel Consumption: 25 km/l
* Fuel Type: Petrol
* Suspension: Telescopic forks (Front), 5-speed Uni-Trak (Rear)
* Tyres: 110/70/17 (Front), 140/70/17 (Rear)
* Brakes: 290 mm petal disc (Front), 220 mm petal disc (Rear)

2013 Kawasaki Ninja 300 Dimensions

* Length x Width x Height: 2015 mm x 715 mm x 1110 mm
* Wheelbase: 1405 mm
* Ground Clearance: 140 mm
* Fuel Tank Capacity: 17-litres
* Kerb weight: 172 kgs

The post Kawasaki Ninja 300 Test Ride Review appeared first on MotorBeam - Indian Car Bike News & Reviews.