Ferrari F12 review

We drive Ferrari's new V12 supercar, the F12.

Ferrari’s new supercar, the F12, looks to blend the comfort of a GT with the mind-numbing speed of a supercar. And, I’m here in Maranello to try and tame the 730 horses under the hood of Ferrari’s F12.

The F12’s hunkered down shape gets your attention immediately, it looks very purposeful in profile and there are some genuinely unique bits like the ‘Aero Bridge’ that tunnels through the fender for greater aerodynamic stability. What’s missing, however, is that supermodel-like, long-limbed elegance that earlier Ferraris like the Daytona, Dino, 308 or even the F40 possessed; Ferraris from an era when designer Leonardo Fioravanti was at Pininfarina. The F12, to me, seems almost too aggressive, large-mouthed and a bit overdone.

This car may be lower than the preceding 599 for greater stability, and have a shorter wheelbase for increased agility, but it’s easily as plush and as comfortable in here as in a Bentley. The large, leather-lined seats may look like racing buckets, but they’re very supportive when the g’s build up.

As with many modern Ferraris, a large central tachometer takes pride of place; as it should. It’s redlined at 8700rpm – incredibly high for a large-capacity V12 – and the column-mounted gearshift paddles are big too. Ferrari has also made sure nothing obstructs the steering wheel and paddles. The turn indicator switches are mounted on the steering wheel to reduce clutter and there is no gear lever either.

Fact File

Price Range (in lakhs)*

Ex-showroom price

Rs 4.5 Crore (est., ex-showroom, Delhi)

Engine

Installation	Front, longitudinal, rear-wheel drive
Type	V12, 6262cc petrol
Power	730bhp at 8250rpm
Torque	70.36kgm at 6000rpm

Transmission

Gearbox

7-speed, twin-clutch auto

Dimensions

Length	4618mm
Width	1943mm
Height	1273mm
Wheel base	2720mm

Chassis & Body

Weight

1525kg

Brakes

Front	Carbon ceramic discs
Rear	Carbon ceramic discs

Performance

0-60

3.1sec*

Setting out onto the narrow streets of Maranello is quite intimidating. The F12 feels super wide, the steering is too quick, and there is so much urge from the motor, even from just beyond tick-over, you can breach the national speed limit without even properly getting on the throttle. The roads in Maranello, contrary to what you might expect, are as bad as some of those here. So I expect a bone-jarring ride every time we cross over a bad patch. But that just never happens – which, frankly, boggles the mind. The suspension of this car has to be stiff enough to deal with more than 700bhp, and the 35-profile tyres aren’t much help either. But the F12 is nowhere near uncomfortable. There’s a layer of stiffness, sure, but there’s also a suppleness that’s just beggars belief. The suspension doesn’t thud through bumps and this is largely down to the adjustable ‘Magneride’ dampers that react in milliseconds.

Town soon gives way to country. Wider roads and no stop-lights allow the use of more throttle and revs; so now, instead of using between 1200 and 1400rpm, I use anything between 2000 and 2500rpm. And I haven’t even given the big V12 motor a good whack yet!

I know just how hard a 690bhp Aventador pulls, but unlike the four-wheel-drive Lamborghini, the F12 only drives its rear wheels. The road opens out a bit more. Flowing corners give way to longish stretches and every few kilometres, we come upon a bunch of tight bends. I’m using more power, more revs and more of the chassis’ potential, and the F12 is beginning to reveal itself, onion-like, in layers.

 

 

This new V12 motor uses direct injection, so the build-up of torque starts early. Ferrari says 80 percent of the torque comes in by 2500rpm and that’s entirely believable. The motor almost teases you into using more throttle, and excursions up the rev range are accompanied by a wall of sound that includes wailing trumpets and chain-driven cams. The most surreal bit, however, is just how refined the engine gets. Sure, the revs soar and the engine note climbs up a couple of octaves, but once you cross 4500rpm, the engine turns so smooth, it’s as if someone has switched it off. It just feels like it ceases to exist, only the screaming and howling of the exhausts remain.

 

The sheer athleticism engineered into the chassis also begins to shine through. Suddenly, the super-quick steering and ultra-sensitive brakes make sense. Responses are both instant and precisely measured, no time lost in wasteful slack, the F12 doing your bidding instantly. Ferrari says it had to ‘drag’ the rest of the car up and make everything work faster to help match the potential of the engine. So the brakes now use a modified version of Bosch’s ‘pre-safe’ system, where the pads are brought into close proximity with the discs as soon as you get off the throttle. This means there is no squishy ‘dead zone’ on the brake pedal and hard braking can start at first contact.

Going to maximum attack, as expected, is a full-on sensory overload. Even without engaging launch control, the pace is drag-racer quick. The rear-wheel drive layout means the initial hit off the blocks isn’t as strong as a Lamborghini Aventador. It doesn’t daze you like the Lambo, but as soon as the rear tyres hook up all 730bhp, you are yanked forward on an unforgettable ride as the tachometer needle flick-flick-flicks you up to 200 in seconds. Ferrari says the F12 takes only 8.5 seconds for 0-200.

The F12 has a level of feel and sensitivity that something like the ham-fisted Aventador just can’t match, and this allows you to explore more of the potential of this car. Flick the Mannetino dial into Race mode and loosen up the programmable ESP, and the car becomes even more alive. You can feel the weight transfer to the rear, you can feel the back tyres fighting for grip as they slip and wiggle around, juggling torque between them, and you can even feel them hook up and shove you forward. It’s not just the steering, it’s like the whole car is talking to you. Of course, with 730bhp, you have to drive like there’s an egg under the accelerator pedal, but it’s surprising just how much of the power you can use exiting corners, and a lot of that is down to the amazing e-diff.

 

What Ferrari has achieved here is nothing short of sensational, even by its standards. Here is a front-engined, V12-powered car that is comfortable, practical and useable on one hand and devastatingly quick on the other. And it’s not just straight-line speed I’m talking about. The best bit about the F12, the thing that really blows your mind, is the handling. It’s one of the fastest, most hardcore supercars there is, but if you wanted, you could actually use it every day, even in India. This just may be the greatest Ferrari yet.

 

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Drop-top Bentley Continental GT Speed revealed

Leaked images claim to show a new convertible version of the Bentley Continental GT Speed

Images of a convertible GTC version of the Bentley Continental GT Speed have leaked onto the internet. The model has been tipped to make its world debut at the Detroit motor show next month.

The spec of the flagship convertible from Crewe is unlikely to differ too greatly from the GT Speed coupe on which it is based. So expect power to come from a 6.0-litre twin-turbocharged W12 engine, with peak output of 616bhp. An eight-speed automatic gerabox should send drive to all four wheels.

The coupe's 0-100kph time is 4.0sec, so expect the GT Speed convertible to be a couple of tenths off that due to the extra weight of its fabric roof mechanism.

 

The real headline could come from the top speed; the coupe's is 330kph, so it's possible the convertible could also have a top speed in excess of 321kph.

 

Bentley stiffened the chassis and uprated some hardware in the air-sprung suspension of the GT Speed coupe and also uprated the steering, so expect the same upgrades for the convertible over the standard GTC. The ride height should also be lowered, with the wheels fitted being 21inches in diameter.

 

Styling changes appear to be subtle and focus on new, dark-tinted mesh for the main grille and lower air intake, and a ‘rifled’ finish for the dual exhaust tailpipes. Bentley also appears to have upgraded the Speed’s interior to take the top-level Mulliner Driving specification of leather and trim as standard, as with the coupe.

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Jaguar XK to move further upmarket

Jaguar coupé to take on a luxury GT role with the launch of the F-type sports car

The next-generation Jaguar XK is set to grow in size following the introduction of the F-type. Design director Ian Callum said Jaguar was “going through a lot of discussion” about how the XK should evolve.

No final decision has yet been taken, but Callum said there was an opportunity to “allow the car to become a bit more special than a GT”.

“It could grow into the luxury market, and grow in size,” he said. “Whether it stays the same as a two-plus-two or becomes a two-plus-more-than-two has not been committed to yet.”

The F-type’s launch removes the need for the XK to act as out-and-out sports coupé and luxury GT. With the F-type becoming Jaguar’s dedicated sports car, there’s scope for the XK to focus on its luxury GT credentials.

While a shift in strategy for the XK seems likely, the XJ is set to remain as a conventional saloon in its next generation, despite the declining market for such luxury four-doors.

Sales of large luxury SUVs are now dwarfing luxury saloons, but Callum believes it’s the state of the global economy rather than a shift in market trends that is to blame for dwindling luxury saloon sales. “I think the market will come back,” he said. “We’re strong in China and big cars are also always going to be popular in the US.”

Callum didn’t confirm the existence of a large Jaguar crossover to sit alongside the XJ in its line-up, but said the firm “had to take notice” of the growing popularity of crossovers and SUVs.

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Next Mercedes C63 to get 4.0 V8

Latest downsized AMG powerplant to appear in C-class before the mooted SLC sports car

Mercedes-Benz’s AMG performance off-shoot is planning to provide the successor to today’s naturally aspirated 6.2-litre V8 powered Mercedes C63 AMG with an all-new turbocharged 4.0-litre V8 powerplant – the same unit earmarked for the company’s upcoming Mercedes SLC sports car.

The new unit has been developed along modular lines and is said to share the same individual cylinder capacity, bore centre spacing and other specific details with the turbocharged 2.0-litre four-cylinder earmarked for the Mercedes A45 AMG and Mercedes CLA45 AMG.

Insiders indicate the new unit, which is claimed to deliver over 450bhp in an initial state of tune but is said to be capable of pushing out up to 600bhp, will eventually replace the naturally aspirated 5.5-litre V8 used exclusively by the Mercedes SLK55 AMG, providing a stepping stone to AMG’s larger turbocharged 5.5-litre V8.

AMG boss Ola Kallenius stopped short of officially confirming the new engine to Autocar at the Los Angeles motor show at the tail-end of last year, but hinted smaller engines were coming.

“We’ve already had downsizing to 5.5 and sophisticated direct-injection technology – we’ll see more of that in the future,” he said. We’ve already gone down to 5.5 and that's the technological road we’re on.”

As well as flaunting a new engine, the replacement for the C63 AMG will be the first of the German car maker’s performance saloons to offer the choice of rear- and four-wheel drive in right-hand drive versions.

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Audi to hike prices from Jan 2013

Audi says rising input costs costs and depreciating rupee are main reasons for the increase.

Audi India has announced the details of increase in prices of its model range available in India. The price increase would range between Rs 59,000 to Rs 3,69,000 (ex-showroom Delhi) across the range starting from January 1, 2013.

“The rise in input cost, depreciating rupee as well as continuous increase in fuel prices have made us re-evaluate our pricing strategy in India and increase the prices of our entire model range. However, we are offering our customers customized and innovative finance options from Audi Finance which will make their purchase more attractive.” said Michael Perschke, Head, Audi India.

Audi has already exceeded its 2012 sales target of 8,000 units and hopes to touch the revised target of 8600 units for calendar. Its country-wide dealer network now stands at 24 with the most recent one being Audi Ahmedabad.

Audi India’s November sales of 805 were a strong growth of 89 percent over the same period last year (November 2011: 425 units). For January-November, Audi India recorded a 58 percent growth rate YTD with 8,072 units sold as against 5117 units in the year-earlier period.

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Maruti Ritz Automatic prices out

Ritz automatic to come with a 4-speed gearbox.

Maruti has added an automatic transmission-equipped variant to its Ritz lineup.

The Ritz auto comes with a four-speed automatic transmission mated to a 1.2-litre K12 petrol engine that churns out 86bhp.

Like the Dzire automatic, the Ritz auto is also available in the VXI ABS trim level.

The Ritz automatic is Maruti's third automatic gearbox-equipped model in India. It will compete with the likes of the Hyundai i10 automatic and the Honda Brio automatic.

Maruti has priced the Ritz auto at Rs 6.15 lakh (ex-showroom, Delhi). The Brio automatic, which has a five-speed auto 'box, is priced from Rs 5.74 lakh to Rs 5.99 lakh, while the i10 auto, which comes with a four-speed gearbox, costs Rs 6.16 lakh.

Maruti dealers have started taking bookings for the Ritz automatic with a booking amount of Rs 50,000. Deliveries will commence by January 15, 2013.

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SCOOP! New Mahindra bike is Pantero

First pictures of revised Mahindra Stallio break cover. Will be launched next month.

Hawk-eyed readers Rohit Puri and Rohan Patil have captured these photographs of a revised Mahindra Stallio commuter motorcycle, testing on the Pune-Ahmednagar highway, in what is clearly near ready-for-production stage. The Stallio is shortly to be re-launched, tipped by our sources as making its comeback with the new name, Pantero.

 

The Pantero will sport a front fascia, headlight and styling that is visibly similar to the original bike, while an LED-powered, integrated taillight is also seen. The original Stallio deployed a four-stroke, 106.7cc, single-cylinder and air-cooled engine, this mated to a four-speed gearbox. Maximum power output was 7.3bhp at 7500rpm, and peak torque, 0.8kgm at 5500rpm.

 

The Pantero will use telescopic fork front suspension and a set of hydraulic rear shock absorbers with colourful springs at rear. Drum brakes are standard front and rear.

 

Mahindra has delayed re-launching this commuter motorcycle over the past few months, but the Pantero is now set for a launch in January 2013, along with other new Mahindra motorcycles.  

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Bajaj Pulsar 200NS Vs KTM 200 Duke

The two best 200cc streetbikes in India are from one family. Which can trounce the other to take the throne?

Bajaj's Pulsar needs little introduction, being the model that sealed the company’s position on the bike manufacturer map. And the KTM 200 Duke is a seriously sporty streetbike we've already rated highly and can’t stop gushing over, thanks to Bajaj and KTM's generous, no-compromise specifications for this bike. So this is a duel between two top-class, seemingly similar streetbikes, using related engines and born of comparable ideals.

 

Stable mates

 

The Bajaj Pulsar 200NS and KTM 200 Duke make handsome naked streetbikes. The Pulsar sports smoother lines than the funky, more sharply styled Duke. In keeping with their diverse roles, the NS comes with a substantial front mudguard, while the KTM’s dinky unit betrays its out-and-out sporty nature. The Pulsar provides better instrumentation that is much easier to read, as we found ourselves struggling to see the data on the compact 200 Duke readout.

 

Comprehensive, crisp and illuminated switches are standard issue on both bikes, as are nice control levers and mirrors. Both naked bikes expose much of their frame sections, the Pulsar displaying twin steel spars where the Duke shows off trellis tubing. There’s a generous sprinkling of alloy on both motorcycles. Both motorcycles provide split seats, and the Pulsar’s go a notch up for feeling plusher. Both motorcycles come with high, smart-looking tail sections, the Pulsar showing off an alloy number plate mount.

 

One heart, double roles

 

The Pulsar 200NS and 200 Duke have similar liquid-cooled, four-stroke, short-stroke 199.5cc engine platforms, with common bore and stroke dimensions, albeit with a raft of well thought out changes. The major difference is the Pulsar combustion chamber lighting up on every power stroke via a trio of spark plugs, but losing out for using a carburettor where fuel-injection is standard on the Duke. Additionally, the NS drives its four valves via a single overhead camshaft, where the 200 Duke provides its quartet a dual overhead camshaft. Peak power outputs are 23.2bhp at 9500rpm from the Pulsar, and 25bhp at 10000rpm on the KTM.

 

Both engines are smooth and rev-happy, always goading their riders to pull them high into their powerbands. Both bikes enjoy well weighted, progressive clutches, and six- speed, one-down, five-up gearboxes that shift smoothly via toe shift levers. The Pulsar uses taller gear ratios where the 200 Duke goes with short gearing, giving it an ‘I’m high on steroids’ feel.

 

The KTM is a faster motorcycle, its shorter gearing helping it eclipse the Pulsar with nippy traffic-signal getaways. It’s a quicker accelerating bike and likewise, true top speeds have the Pulsar coming in runner up.

 

Comfort Vs handling

 

The 200NS goes the Yamaha YZF-R15 route with a twin-spar-type steel frame, while the 200 Duke uses a tubular trellis. The Pulsar uses more conventional telescopic front forks, where the Duke deploys top-drawer, fat upside-downs. At the rear, both motorcycles ride on linkage-free monoshocks, the KTM being one of few Indian manufactured bikes to use a lightweight, cast-alloy swingarm. The 200NS is clearly more comfortable. Both bikes come with firm ride quality. The Duke is decidedly sportier. Sharper handling is its forte, the wide bars helping the front end impart an effortless, lighter and more confident feel. Both bikes love to corner, and do so on rails, although the KTM holds the advantage. Helping it is way more grip offered by softer-compound MRF radial tyres. Both motorcycles provide good brakes. Fuel economy is likewise adequate for the performance on tap, the triple plug equipped Pulsar 200NS managing a slightly better overall 38.5kpl to the 200 Duke’s 37kpl.

 

Two bikes, a unanimous verdict

 

This has been a hotly contested match, with plenty of give and take, but in the end, neither bike’s able to leave the other any significant margin behind. True to its Pulsar heritage, few streetbikes are as sporty, still comfortable and practical enough to commute on as the value-for-money 200NS. Likewise, the 200 Duke is a more focussed sportsbike, its superior specifications justifying the price premium it commands.

 

Read the full story and far more detail in the Autocar India August 2012 issue.

 

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Kawasaki Ninja 650 vs Ducati Monster 795

Kawasaki’s Ninja 650 and Ducati’s Monster 795 are India’s top two affordable superbikes. Read on for the details in this Autocar India exclusive do-or-die duel.

The surging influx of superbikes in India bodes well for bikers, and topping today’s list are two very fast, and useable twin-cylinder bikes, Kawasaki’s just launched Ninja 650, here thanks to Bajaj, and the Ducati Monster 795.

Read on to learn which of these tempting, top-class bikes makes the true segment leader?

A tale of two twins

You can’t mistake the Ninja 650 for the Monster 795. The Kawasaki is a bigger, smartly faired-in bike. Both motorcycles come with effective headlights, the Ninja using a broad, twin-beam unit.

The adjustable windscreen on the Ninja requires tools and effort to reposition, but offers an advantage over the M795, allowing comfortable riding at over 150kph, speeds the Monster has trouble sustaining because of excess wind blast.

The 2012 Ninja offers LED-powered, white-lit instruments with a bold analogue tachometer, digital speedometer, average fuel consumption indicator, remaining rideable range and an economy riding mode indicator. The 795’s digital console is meanwhile compact and slim, with a cascading bar tachometer, bold speedometer, odometer, trip-meter and oil pressure indicator.

Reach-adjustable clutch and front brake levers are available only on the Ninja, the Monster losing out here. Likewise, the 650 wins brownies for its hazard warning button. Both bikes offer good switchgear and superb palm grips, as well as functional rear-view mirrors.

You can’t miss the muscular Monster’s bright red trellis frame and signature exhaust cans sticking out at rear. The Ninja tucks its exhaust system under its engine bay. Bungee anchors and more practical grab bars are standard on the Kawasaki, while both big bikes provide good overall quality, fit and finish and a keen attention to detail.

Twin power

Both these rivals use short-stroke, two-valve per cylinder engines, the Kawasaki deploying a 649cc, liquid-cooled parallel twin, where the Ducati uses an air and oil-cooled, 803cc, L-twin. Dual overhead camshafts power the Ninja head, while the Monster exercises Ducati’s more positive ‘Desmodromic’ valvetrain management.   

The Ninja 650’s 71.1bhp peak power output at 8500rpm falls short of the Monster 795’s 87bhp at 8250rpm. The 795 is also a much lighter motorcycle, tipping the scales at 187kg versus the 650’s 211kg.

The Ninja sounds very refined, relatively tame and well behaved as typical of Japanese bikes, converse to the louder, brasher Monster 795. Both bikes offer a nicely weighted feel at their clutch levers, the Monster 795 offering hydraulic actuation. Shifting through both these six-speed gearboxes is a cinch.

This Ninja and Monster are both seriously quick motorcycles with useable performance that proves more than sufficient on Indian roads. Apart from their true 210kph top speeds, the acceleration numbers show the Monster is quicker to 100kph in 4.22 seconds, where the Ninja takes 4.46sec. This difference widens at 160kph, where the 795 clocked 10.41s and the 650 12.56s.

The Ninja is a smoother motorcycle, its power feeding in with a linear, easier-managed delivery. The M795’s cracking mid-range piles in with full force post 4500rpm, frantically driving the bike to its 8500rpm redline in every gear. It takes concentration to avoid bashing the 795’s rev limiter when gassing the bike in first and second.

Corner carving

The Monster 795 beats the Ninja 650 hollow on chassis hardware. Their basic frames are comparable, the 795 using a Ducati-trademark trellis steel spine where the Ninja has a twin-tubular steel unit. The Ninja thereafter loses out, using conventional telescopic front forks to the Monster’s upside-downs. At rear, the Italian bike is on top, for providing a monoshock with alloy swingarm, converse to the Kawasaki’s offset monoshock and twin-tube swingarm.

The Ninja is a more comfortable motorcycle, with its relatively upright, commanding riding position and better pillion accommodation. Ride quality is better damped too. The Monster 795 holds the edge with slightly quicker turn-in, but lacks the confident, more stable cornering prowess of the Ninja 650. Both bikes come with gluey tyres, the Ducati’s Pirellis providing better traction than the Kawasaki’s Dunlop rubber.

Twin-disc front brakes and single-rotor rear brakes are standard kit, but the M795 aces for using steel-braided brake lines, these working to deliver sharper brake response, opposed to the Ninja’s more progressive feel. The Monster 795 stopped in a really short 13.91m from 60kph during brake testing, while the Ninja 650 took 14.13 metres to come to rest from the same speed.

The Ninja 650 is a more frugal motorcycle, providing 24.5kpl riding in the city, where the Monster 795 gave us 21.7kpl. And during highway running, the 650 returned 27.7kpl with the 795 close behind with 24.8kpl. 

The winner takes it all

The stylish Monster 795 is a big, bold step in the right direction for Ducati India. The faster Monster 795 is hard to beat when seen as a character-rich, stylish naked muscle bike.

Still on our roads, the 795 can’t hold a candle to the considerably more affordable, refined, comfortable and well-mannered Ninja 650.

This practical new Kawasaki is about the most sensible big bikes we can recommend you go ahead and buy in India today.

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Honda CBR150R vs Yamaha YZF-R15 V2.0

We ride the 150cc variants of Honda's CBR and Yamaha's YZF-R to rate one best-of-the-best.

Honda and Yamaha have locked horns in India, but never this fiercely. Over the last few years the R15 has epitomised the proper small capacity Indian sportsbike, earning quite a following along the way. With the YZF-R15 Version 2.0, the best just got better.

This Yamaha’s all prepared to take on Honda's spanking new CBR150R. Honda has had the luxury of time to evaluate and build a bike to take on the R15 V2.0. We tell you which bike chants the lighter, faster and meaner mantra with utmost sincerity?

Design & engineering

Neither the Honda CBR150R nor Yamaha’s YZF-R15 V2.0 leave you wanting for visual drama. The YZF-R15 V2.0 similarly shouts out its sportbike origins, its proven and attractive styling drawing from the acclaimed R1. Dual headlamps, a beefy fairing and a sharp tail mark the R15 out as a performance motorcycle.

The mini Fireblade’s sporty; humpback fuel-tank houses 13 litres, where the R15 fits in 12, and the Honda tips the scales at 138kg, just a wee bit more than the Yamaha’s 136kg. Both bikes come with easily read, sporty and compact instrument counters that display all required information. The CBR’s switchgear is a let-down on account of omitting both, a pass-flasher and engine kill-switch, which are standard R15 equipment.

Fit-finish, build-quality and paint lustre are impressive on both these attractive Japanese sportsbikes.

Engine, gearbox & performance

Japanese bikes are renowned for refined engines, and the CBR150R and YZF-R15 V2.0 acquit themselves as no exceptions. Both bikes share much architecture, with single-cylinder, four-stroke, liquid-cooled and fuel-injected hearts. The Yamaha displaces 149.8cc, the Honda 149.4cc, and both breathe via 4-valve heads, although the Yamaha drives its valve-train via a single overhead camshaft (sohc), where the Honda relies on dual camshafts (dohc). A noticeable difference is the CBR calling for you to get out the whip to rev it high into its powerband before it makes serious power, which used to be an original R15 shortcoming, rectified on the V2.0. The CBR makes little more power, but is outdone on torque.

Both sportsbikes delight with quick throttle response, creamy smooth power deliveries and little to no vibes. The Honda revs a 1000 odd rpm higher than the Yamaha, but this isn’t that much of an advantage when seen in light of the R15 never requiring to be ridden this hard to claim all its potential. Both bikes transmit power via 6-speed, 1-down and 5-up shifted gearboxes.

The CBR150R proved itself up on performance, a bonus on sportsbikes like these. From a standing start, the R15 outdoes the CBR150R to 60kph taking 4.58 seconds to 4.73secs.   

Ride, handling & braking

From the saddle, the CBR150R rider gets a relatively roomy, slightly more upright riding position as compared to the more track focussed YZF-R15 V2.0. While both riding positions are far from commuter friendly, this can be overlooked as fitting their sportsbike character.

On paper, the R15 has the extra hardware to give the CBR a run for its money. Although both rivals use comparable steel spar frames, the Yamaha throws in a cast alloy swingarm where the Honda makes do with a conventional steel swingarm. Furthermore, the R15 deploys superior suspension at rear, offering a linked monoshock.

The R15 handles with a more predictable, stable feel. The V2.0 also corners with more confidence, without being easily shaken by undulating surfaces, steering almost as quickly as the more nimble, shorter wheelbase CBR150R, and doing so while simultaneously offering superior ride quality. Better tyres further assist the R15, being softer compound, stickier rubber, with an exceptional radial rear MRF.

Disc brakes front and rear are standard, performing as well as expected on both bikes, with a good, solid feel at the levers.

Fuel economy

Do please skip the pair compared here and consider a Honda CB Twister or Hero Splendor if looking for fuel efficient motorcycles, having said which, these 150cc sportsbikes don’t disappoint when speaking efficiency. The CBR150R proves a notch more frugal in city riding conditions, where it delivers 46.9kpl. On the highway it’s capable of 42.9kpl. On the other hand, the YZF-R15 V2.0 returned 43kpl in city and 47.7kpl on the highway.

Verdict

Both 150’s look equally menacing and attractive, with superb quality and finish. The CBR provides noticeably better performance, an advantage only blunted by the R15’s more useable power, other than which the Yamaha creams the Honda with stellar ride.

This brings us to decision time, to unanimously elect one bike master of its game. The YZF-R15 V2.0 is our sportsbike of choice, the one we suggest you buy for being so sharply focussed and adept at doing what sportsbikes should, without any confusion along the way. In addition to which the deal tips further in Yamaha’s favour when you note the CBR150R is priced unfairly higher as well.

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Ducati Multistrada 1200 vs BMW R 1200 GS

Poor roads, and often the equivalent of no roads are common across India. Crumbling infrastructure nationwide ensures ample terrain for rugged motorcycles like Ducati’s path-breaking Multistrada 1200 and BMW Motorrad’s trusty R 1200 GS to tackle and conquer. Certainly, few other motorcycles makes more sense in this country, than adventure-tourers like these, born and bred to deal with every possible environment.

Provided you can afford them, this pair represents the crème-de-la-crème of motorcycles on offer in India today. We bring these European rivals face-to-face in a no holds barred duel to find out which is the best of the best?

Dashing or sober, take your pick

The Ducati Multistrada 1200 and BMW’s R 1200 GS are both large, pretty tall motorcycles, each with individual character. The Ducati is decidedly sportier, oozing an Italian air of flamboyance, while the Beemer looks relatively sober and industrial, a more appealing bike to mature motorcyclists who’ve had their fill of sportsbikes.

The Multistrada comes with a sharper snout, led by twin intake vents and sleek headlights, while the GS has a more practical face with its asymmetrical headlight cluster. Both motorcycles provide manually adjustable visors, a boon when pushing either of these bikes over 140kph, which they are so easily capable of. Space age, digital instrumentation and a keyless ignition system wow you on the Mustistrada, where the GS sticks more to the conventional, using comparatively ho-hum, still easy on the eye analogue dominated instrumentation.

Ideal motorcycles for your Himalayan dream ride, touring the frozen landscapes of Ladakh or any other mountainous terrains of Northern India, both rugged motorcycles attempt to keep you comfortable through every eventuality, with heated grips, knuckle protection and reach adjustable levers. Indian riders will prefer the simpler Multistrada switches, which isn’t to say much is wrong with the solid, built to last GS controls, barring their cumbersome individual turn signal switches.  

Both motorcycles offer superb tank grip, comfortable riding saddles and the option of ample pannier space, the Mutistrada looking stylish despite when handicapped with their extra bulk. Exposed rear wheels add zing to both sturdy motorcycles.

The GS fails to match the panache that’s yours for the asking on the Mustistrada, as seen in its exposed trellis frame flanks, smart belly scoop and stubby silencers, but, the GS likewise enjoys a forte of its own. Like any BMW bike, you get the feeling a GS can outlive its owner, with such terrific overall quality and fit-finish as to make even the high quality Multistrada seem a notch lower.

Twin treats

Both motorcycles use distinctive four-stroke engines, the Multistrada’s (1198.4cc) installed as an L-twin with desmodromic valve actuation, while the R 1200 GS (1170cc) sticks to BMW’s traditional ‘boxer’ format, a horizontally opposed twin. Fuel-injection is standard, although the Multistrada is liquid-cooled, transferring its 150bhp via chain drive whereas the air-and-oil cooled GS puts down 110 horses through shaft drive. Although the Multistrada and GS are both content to toodle around and mingle with city traffic at low speeds thanks to their meaty torque curves, the GS enjoys an advantage in being smoother. The Multistrada has a more hard-edged, raw feel to it that’s always goading you to give it some gas. The Multistrada’s 12.1kgm of peak torque spins free at 7500rpm, outdone by the GS’s flat-twin that liberates 12.23kgm at 6000rpm.

Both big bikes go with hydraulic clutch operation and six-speed gearboxes. The clutch and gearshifts offer slick, smooth action on the Beemer, these still positive and precise but calling for more effort to operate on the Ducati.

You can’t help but fall for both motorcycle’s exhaust tones, the Ducati sportier where the BMW strikes a smoother, more sedate note. In fact, everything about the R 1200 GS’s engine is just so much more relaxed, the Multistrada giving you this more direct, exciting feedback that’s evident in the cracking response its ride-by-wire throttle feeds your wrist, especially in ‘Sports’ mode, where the engine mapping is at its aggressive best.

The GS rocks playfully to the right when given a blip of its throttle at idle, but stick it in gear, dial in some throttle, and you find yourself cresting an unending wave of liquid-smooth power, as the bike pulls seamlessly through its broad, flawless power band. The Multistrada feels more a sportsbike than adventure-tourer when shown the whip, lightening its front end while effortlessly distorting all its surrounding scenery into one big blur. Traction control can be had on both powerful motorcycles, the Multistrada offering this in eight varying stages of assist depending on the riding mode you choose, ‘Sports,’ ‘Touring,’ ‘Urban’ or ‘Enduro.’

The Multistrada is the bike to own if speed is your thing, as performance runs riot through its all Italian veins, this powerful motorcycle easily able to jostle the GS into its mirrors, then well beyond their reach as it accelerates hard, satiating all your high speed thrills.

The GS offers a different kind of experience, as it roars along with a refined, gentlemanly politeness the Ducati can never match.

Two-wheeled hovercrafts

Motorcycle riding positions don’t come more commanding than on the Ducati Multistrada 1200 and BMW R 1200 GS. These tall steeds seat their riders in near identical, higher than regular, upright positions that are certain to impress you. You feel the master of these machines, arms stretching out to their wide handlebars.

Frames and suspension setups are electronically controlled on both motorcycles provided you buy top of the line models. The Ducati uses a combination of a magnesium sub-frame ahead of its steering column, a steel-trellis around the engine and a cast alloy brace to hold its single side, alloy swingarm. Electronically controlled, fully adjustable Ohlins suspension comes with the Multistrada 1200 S, which uses upside-down telescopic forks and a monoshock at the rear.

On the Beemer you get a twin section frame, BMW Motorrad’s signature Telelever five-way adjustable suspension with a single strut in front, a single side, alloy swingarm and fully adjustable Paralever rear suspension.

ABS is available for both bikes, and disc brakes are standard.

You can alter damping to suite the terrain, or your riding style and ride quality simply doesn’t get any better than astride both these capable motorcycles, the Multistrada and GS capable of gliding over potholes, cocooning their riders so well as to keep them just as cosseted as atop a magic carpet. Both seats are broad enough to offer superb support, but the Multistrada drops a wee bit short of matching the softer BMW’s saddle.

There’d be few Indians who would actually take these bikes off-road, but Indian roads often being just as good as riding off-road is what makes them so sensible for us. Find a well surfaced highway though, and the Multistrada starts shining through. Its superior performance is complemented by lighter, sharper handling, which has the BMW feeling heavier, never as quick to turn in and really struggling to keep up when having fun scything through twisty tarmac. The Multistrada corners as well as—if not better than—expected from a motorcycle of this segment, while the GS does feel relatively reluctant to play catch up in the corners. Wide handlebars on both bikes provide excellent leverage when negotiating congested conditions.

The Ducati comes with tailor made multi-compound Pirelli tyres, where the BMW sticks with Metzeler rubber, footprints that generate prodigious grip for both machines with ample stopping power always at hand to haul these motorcycles down safely from high speed. Front end dive is reduced on the BMW thanks to its innovative Telelever suspension, but all said and done, we’d never hesitate to choose the Ducati over the Beemer as our date to the handling prom.

Can’t go wrong with either

You require forcing our backs to the wall, and then aiming a gun at our temples before we pick one from these truly top-class motorcycles for you, for few bikes, if any can match the practical sense both these Adventure-tourers provide on Indian roads.

The Multistrada offers razor sharp performance, adequate comfort, accomplished handling and all of it with panache to make it stand out as the singularly most outstanding motorcycle anyone could own in India. The supremely refined R 1200 GS is perhaps the only other model we would consider the day we got tired of this Ducati, and looked around for something less aggressive, more mature as well as user friendly on our roads.

Now, if only Ducati and BMW Motorrad could look at the Indian market with stronger commitment, to lower their stratospheric pricing on both brilliant motorcycles to a more affordable level.

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Polaris and India, side-by-side

Polaris launch Ranger RZR XP 900 off-roader.

Renowned ATV manufacturer Polaris has launched the Ranger RZR XP 900 side-by-side off-road vehicle in India. The RZR XP 900 has white light LED headlamps, a digital speedometer unit with tachometer, fuel-gauge, gear-indicator, battery and temperature meters along with a handy DC outlet.

The RZR XP 900 houses a four-stroke, 875cc twin-cylinder, liquid-cooled engine with an automatic transmission, and generates maximum power of 60bhp, transferred by shaft to all four wheels.

The RZR XP 900 uses dual A-arm suspension with 343mm travel in the front and trailing arm suspension with 355mm travel at rear. Disc brakes are standard on all four wheels.

Polaris is presently offering the RZR XP 900 for an exorbitant price tag of Rs 19.36 lakh in India. This is an apt off-road sports vehicle for people looking at fun mobility in and around their farm houses, construction sites and for operation in rural areas. 

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Mini's new Hyderabad outlet

Mini Kun is the fourth Mini outlet in the country.

Mini has opened a new dealership in Hyderabad.

This new outlet is called Mini Kun and is located opposite RTA, Khairtabad. The showroom has the Mini Hatch, Mini Convertible and Mini Countryman on display.

Speaking at the launch, Philipp von Sahr, president, BMW Group India, said, "With the launch of Mini Kun in the historic city of Hyderabad, we are happy to accelerate Mini's momentum in India.”

Gautham Gudigopuram, director, Mini Kun, added, "Mini Kun has been working with BMW India since 2007. We expect an enthusiastic response for the Mini from customers in Andhra Pradesh and the rest of the region."

Buyers can also avail of Mini Financial Services for financial and insurance services at the outlet.

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Mercedes CLA compact saloon revealed

First pictures of the A-Class based compact saloon. Will be officially unveiled at the upcoming Detroit Motor Show.

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Technical secrets behind Ferrari's F12 supercar

Ferrari’s supercars are always technically advanced. The F12, however, is special, even by Ferrari’s lofty standards; here’s why.




The new, front-engined Ferrari has a shorter wheelbase to enable it to be more agile and more willing to turn-in to corners.



The chassis is the component that takes all the load; both static as well as dynamic. So it has to be particularly stiff. And because this is a sportscar, it has to be super light as well. The 12 different types of aluminium alloys help make it both light and very strong


This car has to put 730bhp through the rear wheels, so it needs to have weight pressing down over the rear. As a result, 54 percent of the weight sits over the rear wheels, and this only increases when the car accelerates.



With 730bhp, an 8700rpm rev limiter and a compression ratio of 13.5:1, this 65-degree V12 is something extra special.

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