KAWASAKI NINJA H2 SE 2018 REVIEW

KAWASAKI NINJA H2 SE 2018 WALKAROUN REVIEW TOP SPEED

Performance and economy has been the aim of the Ninja H2 SX, according Kawasaki. Not just to make something extreme, like Ninja H2 it takes its 998cc in-line-four engine from, but to offer ZZR1400-levels of power, at 200hp, with Versys 1000-levels of fuel economy, at 49mpg.



With revisions to make the engine more practical for road use, it’s a new sibling for the Z1000SX, “not a Ninja H2 with a pillion seat,” the firm was very keen to stress.

Between 10,000rpm and the red line at 12,000rpm, it sometimes makes a chirping sound. According to Kawasaki that’s the tips of the supercharger rotor blades breaking the sound barrier.

There are three power modes: full, medium and low. Low gives you 50% of optimum power throughout the range, medium offers 75% and full provides… well, you can work that out.



Handling



The Ninja H2 SX has a new steel trellis frame, similar to the Ninja H2’s but with thicker tubes in the main section and a more substantial and intricate structure at the rear to support a pillion and luggage.



There are two versions of the Ninja H2 SX. The base model weighs a claimed 256kg wet while the higher-spec SE edition – the one ridden on the launch test ride – is 260kg.

Suspension



The Ninja H2 SX gets fully-adjustable suspension front and rear, which is ‘supersport-sourced’ and designed for ‘a combination of ride comfort and sport performance ideal for street riding and touring,’ according to Kawasaki.

Brakes



The four-piston radial-mounted front calipers provide braking that is among the most powerful and precise I think you will find, as they should on a machine of this power and weight. A gradual increase in pressure from one finger on the front lever is answered with impressive force.

Equipment



As well as the power modes and cornering ABS, the Ninja H2 SX has multi-level traction control and engine-braking control, working in conjunction with an inertial measurement unit to adapt to lean angle and chassis pitch. It’s also got cruise control and an assist and slipper clutch.



On top of which, the SE edition has a TFT dash (Kawasaki’s first), quick-shifter, launch control and cornering headlights. The latter consist of three LEDs on either side of the fairing which illuminate according to lean angle.

ENGINE SPECIFICATIONS

Engine Description Liquid-cooled, 4-stroke In-Line Four with Supercharger

Fuel System Fuel injection: Ø 40 mm x 4 with dual injection

Cooling Liquid Cooling

Displacement 998 cc

Maximum Power 200 PS @ 11,000 rpm

Maximum Torque 137.3 Nm @ 9500 rpm

Number of Cylinders 4

Lubrication Forced lubrication, wet sump with oil cooler

Compression Ratio 11.2:1

Bore 76 mm

Stroke 55 mm

GEARBOX & CLUTCH

Number of Gears 6

Gearbox Type 6-speed, return, dog-ring

Clutch Wet multi-disc, manual

DIMENSIONS & WEIGHT

Overall Length 2135 mm

Overall Width 775 mm

Overall Height 1205 mm

Ground Clearance 130 mm

Seat Height 835 mm

Wheelbase 1480 mm

Kerb/Wet Weight 256 kg

Fuel Tank Capacity 19 litres

BRAKES & SAFETY

Front Brake Dual semi-floating 320 mm discs. Caliper: Dual radial-mount, monobloc, opposed 4-piston

Rear Brake Single 250 mm disc. Caliper: 2-piston

Anti-lock Braking System (ABS)

SUSPENSION & WHEEL TRAVEL

Front Suspension 43 mm inverted fork with rebound and compression damping, spring preload adjustability and top-out springs

Rear Suspension New Uni-Trak, gas-charged shock with piggyback reservoir, compression damping, rebound damping, remote spring preload adjustability and top-out spring

Front Wheel Travel 120 mm

Rear Wheel Travel 139 mm

TYRE SIZE & WHEELS

Front Tyre 120/70ZR17M/C (58W)

Rear Tyre 200/55ZR17M/C (75W)

Front Wheel 17-inch

Rear Wheel 17-inch

Tubeless Tyres

Alloy Wheels

INSTRUMENT CONSOLE FEATURES

Speedometer Digital

Tachometer Digital

Trip Meter Digital

Odometer Digital

Clock Digital

ABS Light

RPM/Gear Display

Fuel Gauge Digital

Gear Indicator

Service Reminder

Low Oil Indicator

Low Battery Indicator

Engine Check Indicator

Rev-limiter Indicator

COMFORT & CONVENIENCE FEATURES

Pillion Grabrail

Step-up Seat/Split Seat

USB Charging

Pass Light

Self Cancelling Indicators

Pillion Footrest

Electric Start

Engine Kill Switch

Riding Modes

Stand Alarm

BATTERY & ELECTRICALS

Battery Type MF

MISCELLANEOUS INFORMATION

Frame/Chassis Trellis, high-tensile steel with Swingarm Mounting Plate

Trail 103 mm

MERCEDES AMG E63 S 4MATIC + SEDAN 2018 PRICE WALKAROUND REVIEW INTERIOR ...

Life isn’t about how much horsepower you have but how you use it. Armed with the 603-hp version of AMG’s twin-turbocharged 4.0-liter V-8 engine, Mercedes-AMG’s E63 S falls short of Dodge’s 707-hp Charger SRT Hellcat and Cadillac’s 650-hp CTS-V. (The non-S E63, which we don’t get in the United States, makes “just” 563 horses.) And yet thanks to its new nine-speed automatic transmission and 4Matic+ all-wheel drive, the AMG lays down its lesser output far more effectively than either of those rear-drive muscle machines.

HIGHS

603 horsepower, wicked acceleration, great handling, rear-drive mode.

LOWS

Stiff ride, stiffer price.

One Mississippi, Two Mississippi, Three . . .

Just 3.0 seconds. That’s all it takes for the E63 to launch itself to 60 mph. Four seconds later, the Mercedes is traveling 100 mph. Those acceleration times are 0.4 second and 0.2 second quicker than the five-pound-heavier Hellcat and far ahead of the 458-pound-lighter CTS-V, neatly summarizing the benefit of all-wheel drive in launching high-horsepower cars from a standstill. The preposterous list of vehicles that the E63 beats or ties to 60 mph includes Mercedes-AMG’s own GT S sports car, the McLaren 570GT, and the dozen-plus non-Turbo 991.2 Porsche 911 Carreras we’ve tested. Among four-doors, only Tesla’s Model S is quicker to 60—and just barely—while the Porsche Panamera Turbo ties the AMG but fades behind by the quarter-mile mark. BMW’s new 600-hp M5 sedan, now also with all-wheel drive, is a direct competitor that we’ve yet to test—it might come close.

VIEW 98 PHOTOS

Mercedes-AMG’s launch-control function is invitingly straightforward: Thumb the driving-mode switch to Sport, Sport+, or Race; hold the brake with your left foot; and depress the accelerator until the revs stabilize at 4000 rpm. When your left foot steps off the brake, the E63 rockets forward ahead of a wave of rippling V-8 noise. Our test car’s tailpipe music was enhanced by the $1250 dual-mode AMG Performance exhaust option. Some additional sound also is piped in through the speakers, but it sounds like a live recording of the actual engine, so we’ll give that trickery a pass.

Continue on to felonious speeds, and by 110 mph the E63 is reeled in by the Dodge and its advantageous power-to-weight ratio. After that, the Hellcat nips the E63 by mere tenths all the way up to 170 mph. Both cars are among the rarified few (Lamborghini’s Huracán supercar among them) capable of accelerating past that speed—and braking before running out of road—on the 1.6-mile straightaway where we conduct acceleration and braking evaluations. Our E63 did manage to outawesome the Charger’s 13-mpg fuel economy, averaging a profligate 12 mpg overall during our test.

Hard-Boiled E-class

The rest of the E63’s dynamic repertoire builds nicely on the foundation laid by its less powerful, comparison-test-winning, six-cylinder Mercedes-AMG E43 sibling. The E63’s staggered-width Michelin Pilot Sport 4S summmer tires have a 20-millimeter-larger cross section than the E43’s Pirelli P Zero Run Flats, which helped our E63 notch an additional 0.09 g of grip on the skidpad, for a sticky total of 1.01 g. That same rubber, in combination with the $8950 carbon-ceramic brake option, bolstered our test driver’s confidence in pushing for speed on our straightaway. We noted zero fade after repeated anchor drops, ultimately returning a 155-foot stop from 70 mph.

VIEW 98 PHOTOS

This athleticism is barely concealed on the highway, where the ride is decent and quiet in the suspension’s Comfort mode, and the steering’s well-defined on-center valley and heavy weighting make for relaxed cruising. Even so, everything about the E63 feels drumhead tight, a trigger-pull away from twitching into action. (The thin-sidewall performance tires literally are drum tight, as road impacts slap and twang through to the driver’s ears.) Switching to Sport, Sport+, or Race modes cuts through the genteel veneer, progressively skewing the E63’s ride ever more geological and shoving cocaine up the powertrain’s nose.

Drivers should come prepared to match the car’s reflexes. The new 4Matic+ all-wheel drive can send 100 percent of engine torque to the rear axle. Midcorner throttle applications provoke the rear-biased 4Matic+ system and electronically locking rear differential to initiate gentle, controllable drifts. Bigger throttle openings net larger effects. And as we discovered at this year’s Lightning Lap track test at Virginia International Raceway, where the E63 posted the fastest-ever lap time for a sedan, the chassis enthusiastically rotates off throttle, too.

VIEW 98 PHOTOS

Sideways Action

Should these handling behaviors fail to result in a satisfactory rate of yaw or sufficient consumption of the rear Michelins, there’s also the E63’s Drift mode. It declutches the front axle from the transfer case, sending torque only to the rear wheels. Compared with activating launch control, initiating this process is considerably less simple: First, select Race mode, then switch the transmission to manual shifting mode. Next, press and hold the stability-control button until it switches off, pull back on both shift paddles until an “Are you sure you want to do this?” message appears in the gauge cluster, then pull back once on the right-hand paddle. Not-so-presto, you’re ready to make bad decisions with 603 horsepower, two driven wheels, and zero stability-control intervention.

Spared from predicting how much help will come from the front axle, you’ll find that applying a rubber coating to the pavement is both easier and more controllable in Drift mode. You will get no help and like it, and like it we did. You’ll also experience the new nine-speed automatic’s near instantaneous response to manual gear selections. When left to shift automatically, the nine-speed’s gear selection is impeccable, and its tall top gear keeps revs low and quiet on the freeway. Although it still uses a clutch pack in place of a torque converter as did the seven-speed it replaces (allowing for brutal launch-control starts), the new transmission exhibits low-speed behavior that is vastly improved and nearly torque-converter smooth.

VIEW 98 PHOTOS

As it did with previous E63s, Mercedes-AMG wraps the new model’s rage in discreet and upscale clothing. It’s the automotive equivalent of Daniel Craig’s James Bond, an anger-management head case in a tuxedo. Aside from its burbling quad exhaust pipes, wide-mouth front air intakes, and our test car’s $1700 black-painted forged-aluminum wheels, the E63 looks like any other E-class or—depending on the viewer’s distance—any Mercedes C- or S-class. Until it kicks you in the face.

There is the matter of the immoderate price. The AMG is $36,305 dearer than a Dodge Charger Hellcat and a $16,905 leap above a Cadillac CTS-V. Our test car’s additional $29,935 in extras elevated the total cost to $135,330. Call it justified, though, as this counts as downright cheap for a machine capable of reaching 60 mph so quickly (not to mention doing so many other things well). Alternatives include the $135,000 Tesla Model S P100D and the $151,050 Porsche Panamera Turbo. Price notwithstanding, if you could own just one vehicle, this would be a good choice. Plus, there’s a wagon version.

HERO XTREME 200 - 2018 hero xtreme 200 r walkaround in hindi | motorocta...

True to its word, Hero MotoCorp unveiled the production version of the Xtreme 200S concept that was showcased at the 2016 Auto Expo. The new Xtreme 200R is the flagship offering from the largest two-wheeler manufacturer in India and it made its public debut at the Auto Expo this year. Although it’s powered by a 200cc motor, Hero has positioned the new motorcycle more like a performance-commuter motorcycle rather than an outright performance bike – as one would imagine, given its displacement. This means that the Hero Xtreme 200R rivals motorcycles from two different segments, including the Bajaj Pulsar 180, TVS Apache RTR 180, Bajaj Pulsar NS 200 and the TVS Apache RTR 200. So how does the new Hero motorcycle stack up against its competition on paper? We get you the answer.

Looks matter
One glance at the Hero Xtreme 200R is enough for you to gauge that most of the styling cues from the concept model have been carried forward to the production bike; it gets the sharp-looking headlight with LED DRLs and the sharp lines on the fuel tank and the tail section. The multi-spoke alloy wheels, snazzy graphics and the exposed chain look good, but the oversized exhaust muffler doesn’t flow well with the overall design and split-seats would have added a dash of sportiness to the bike. The TVS Apache RTR 200, on the other hand, looks every bit a street fighter with its chiselled lines and sculpted bodywork – and the same applies to the Pulsar NS 200. Even though the basic design of the Pulsar NS 200 is more than half a decade old, Bajaj designers have cleverly used restyled graphics and new colour options to make the bike look fresh.

At one point, the TVS Apache RTR 180 and the Bajaj Pulsar 180 set the benchmark in styling, but both the bikes are starting to show their age now, and are in need of a design overhaul. Barring the TVS Apache RTR 200, all other motorcycles employ a semi-digital instrument console and it isn’t surprising that the RTR 200’s unit houses the most amount of info – including a lap-time recorder signifying its performance-oriented characteristics. The Hero Xtreme 200R, Apache RTR 180 and the Pulsar 180 have more upright riding ergonomics, while the posture on the Pulsar NS 200 and the Apache RTR 200 is slightly sporty since both bikes get clip-on handlebars.

Dimensions
	Hero Xtreme 200R	TVS Apache RTR 200	Bajaj Pulsar NS 200	TVS Apache RTR 180	Bajaj Pulsar 180
Wheelbase	1338mm	1353mm	1363mm	1326mm	1345mm
Seat height	795mm	800mm	805mm	790mm	790mm
Kerb weight	148kg	149kg	154kg	139kg	145kg

Power struggle
Powering the new Hero Xtreme 200R is an indigenously developed air-cooled, single-cylinder motor which is based on the Hero Achiever 150’s motor. The 199.6cc powerplant delivers 18.4hp at 8,000rpm and peak torque of 17.1Nm is available at 6,500rpm. In comparison, the TVS Apache RTR 200’s power figures stand at 19.7hp for the carburettor variant and 20.7hp for the fuel-injection version, while torque is similar for both the variants at 18.1Nm. It’s the Bajaj Pulsar NS 200 that leads the charge when it comes to grunt as the liquid-cooled motor pumps out 23.2hp and 18.3Nm of peak torque.

The Pulsar NS 200 is also the only motorcycle in this segment to get a six-speed gearbox; the others make use of five-speed units. The Pulsar 180's 179cc mill produces 16.8hp and 14.2Nm of torque, while the Apache RTR 180 makes the least powerful figures of 16.4hp and 15.5Nm. Hero claims that the new 200cc motor has been tuned to offer better low-end and mid-range performance, so as to make commuting faster rather than make it an outright performance motor. If you want quick acceleration and higher top speed, the Pulsar NS 200 and Apache RTR 200 are the better options.

Powertrain
	Hero Xtreme 200R	TVS Apache RTR 200	Bajaj Pulsar NS 200	TVS Apache RTR 180	Bajaj Pulsar 180
Engine	Single-cylinder, air-cooled	Single-cylinder, oil-cooled	Single-cylinder, liquid-cooled	Single-cylinder, air-cooled	Single-cylinder, air-cooled
Displacement	199.6cc	197.5cc	199.5cc	177.4cc	178.5cc
Fuelling	Carburettor	Carburettor / Fuel-injection	Fuel-injection	Carburettor	Carburettor
Power	18.4hp at 8000rpm	19.7hp at 8500rpm / 20.7hp at 8500rpm	23.2hp at 9500rpm	16.4hp at 8500rpm	16.8hp at 8500rpm
Torque	17.1Nm at 6500rpm	18.1Nm at 7000rpm	18.3Nm at 8000rpm	15.5Nm at 6500rpm	14.2Nm at 6500rpm
Gearbox	5-speed	5-speed	6-speed	5-speed	5-speed

Underpinnings
The Bajaj Pulsar NS 200 is the only bike in this comparison that employs a perimeter frame. Both the Apaches and Pulsar 180 feature a double-cradle frame. The Hero Xtreme 200R is equipped with a diamond-type chassis. All the motorcycles feature telescopic front forks, while the Xtreme 200R, Apache RTR 200 and the Pulsar NS 200 get monoshock suspension at the rear. Braking is done via disc brakes on both ends for all the five motorcycles, but it's only the TVS Apache RTR 180 and RTR 200 4V that offer dual-channel ABS as an optional extra. The Pulsar NS 200 and Xtreme 200R get single-channel ABS as an option.

In terms of weight, the TVS Apache RTR 180 is the lightest at 139kg, followed by the Pulsar 180 at 145kg, which beats the Xtreme 200R by just 3kg. The heftiest bike in this comparison is the Pulsar NS 200 at 154kg, while the Apache RTR 200 tips the scale at 149kg.

In terms of saddle height, the Apache RTR 180 and Pulsar 180 are the most accessible at 790mm, followed by the the Xtreme 200R at 795mm. Figures for the Apache RTR 200 stands at 800mm and the Pulsar NS 200 at 805mm.

Pricing
According to us, the Xtreme 200R might be priced around Rs 90,000 (ex-showroom). In comparison, the TVS Apache RTR 200 4V retails for Rs 95,685 while the fuel-injected variant will lighten your wallet by Rs 1.08 lakh. You can get your hands on the Bajaj Pulsar NS 200 for Rs 99,411 for the non-ABS version, while the Pulsar 180 will set you back by Rs 83,347. Prices for the base variant of the Apache RTR 180 start at Rs 82,683, going up to Rs 93,497 for the dual-channel ABS variant.

TOYOTA FORTUNER 2018 TRD SPORTIVO ,EXTERIOR AND INTERIOR WALKAROUND INDEPTH REVIEW BLACK & WHITE

TOYOTA FORTUNER 2018 TRD SPORTIVO ,EXTERIOR AND INTERIOR WALKAROUND INDEPTH REVIEW BLACK &WHITE



Variant Price (ex-showroom, Delhi)

4×2 MT Petrol Rs 25.71 lakh

4×2 AT Petrol Rs 27.35 lakh

4×2 MT Diesel Rs 27.27 lakh

4×2 AT Diesel Rs 29.53 lakh

4×4 MT Diesel Rs 29.71 lakh

TRD Sportivo Rs 31.02 lakh

4×4 AT Rs 31.48 lakh



Toyota underlines its commitment to value

Price reductions of at least $5,000

All grades receive added features - Review



Toyota has embarked on an early Christmas for buyers of its seven-seat Fortuner range by adding features while cutting prices by a minimum of $5,000*.



The emphatic price realignment comes as Toyota ramps up the style and convenience of Fortuner while maintaining its impressive off-road performance.

Prices for the range now start at $42,590* - a reduction of $5,400 or 11.25 per cent - and all but the top-of-the-line Crusade are now priced below $50,000.

The most-affordable GX variants have been improved with smart-looking 17-inch alloy wheels (replacing same-size steel wheels) and gain the convenience of rear parking sensors.



Mid-range GXL is now equipped with satellite navigation#, Toyota Link## connected mobility and digital radio+ - all operated via a seven-inch display audio screen.

Despite the new features, GXL prices have been reduced by $5,500 or more than 10 per cent. For added luxury, buyers of automatic GXL can opt for a dark brown leather-accented interior, which includes power-operated driver and front-passenger seats.



At the top of the range, the Crusade is now fitted with a premium 11-speaker JBL audio system, heated and eight-way power-adjustable driver and front-passenger seats and LED instead of halogen fog lamps.

Pricing for Crusade - now available exclusively with an automatic transmission - is down by $5,000.

Toyota Australia's executive director sales and marketing said Fortuner's enhanced equipment levels would meet the expectations of people seeking a rugged off-roader with the comfort and style of an SUV.

"Fortuner's updates are based on specific feedback from our dealers and our guests, reflecting Toyota's commitment to continuous improvement," Mr Cramb said.



"The added features further boost the appeal of Fortuner, which is recognised for offering the space, comfort, convenience and quality of an SUV while delighting owners with its prodigious off-road ability," he said.

Fortuner has a strong Australian DNA with its unique body, wiring and key underpinnings having been designed or extensively developed and evaluated by Toyota's local engineers.



The rugged frame, high-torque engine, all-coil suspension and strong upper body have been proven in Australia under the world's toughest conditions - on tarmac and off the beaten track.

In addition to its prodigious off-road ability, Fortuner delivers the compliant ride, interior space, convenient features and premium quality expected in a modern SUV.

Fortuner is the turbo-diesel alternative to the similar-size petrol-only Kluger and offers an affordable choice for those who aspire to own a LandCruiser.

It is powered by a high-torque 2.8-litre four-cylinder common-rail direct-injection turbo-diesel engine with a choice of six-speed manual or automatic transmissions.



Maximum power is 130kW and peak torque is 450Nm for the automatic and 420Nm for the manual. Braked towing capacity^ is 3,000kg for manual and 2,800kg^ for auto variants.

Fortuner uses just 7.8 litres/100km^^ for the manual, providing a theoretical range of more than 1,000km from the 80-litre fuel tank. Fuel consumption with the auto is 8.6 litres/100km^^.

Fortuner's seven seats are arranged in a 2-3-2 configuration. The 60/40 split-fold second-row seat has a one-touch slide and tumble feature while the 50/50 third-row seats are stowable.

Cargo capacity ranges from 200 litres to 1,080 litres when packed to the top of the seat backs.



Standard equipment also includes durable fabric seat-coverings, projector-style headlamps, LED tail-lamps, an air-conditioned cool box, Bluetooth®‡ connectivity, six speakers, three 12V accessory sockets, audio and phone controls mounted on the steering wheel, eco and power drive modes and a multi-information display (MID) in the instrument cluster.

Additional features in GXL include keyless smart entry and start, roof rails, reverse parking sensors, fog lamps, colour MID, privacy glass and downhill assist control.

Manual versions have Toyota's innovative "intelligent" system that matches engine revolutions to transmission spe

BMW F750GS 2018 INDIA REVIEW WALKAROUND AUTO EXPO 2018 Better than the F...

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2018 BMW F 750 GS - Design and Ride.



The main development focus was to create an increase in both power and torque. In addition, special attention was given to reducing fuel consumption levels. Displacement is 853 cc and the power output of 57 kW (77 hp) at 7500 rpm generated by the F 750 GS is more than sufficient. The new F 850 GS generates 70 kW (95 hp) at 8250 rpm which translates to a supreme level of engine power.



The developers achieved a powerful and emotionally appealing sound by employing a crankshaft with a 90 degree journal offset and a 270/450 degree firing interval. Unwanted vibrations are absorbed by the new engine’s two counterbalance shafts. A self-amplifying, anti-hopping clutch provides a discernible reduction in the hand clutch operating force while the drop in engine drag torque also enhances safety on the road. Power transmission to the rear wheel comes from the 6-speed gearbox with secondary drive that is now positioned on the left-hand side.



The new GS models address individual rider requirements by offering ‘Rain’ and ‘Road’ riding modes, while the combination of BMW Motorrad ABS and the ASC automatic stability control ensures a high level of safety.



The F 750 GS and F 850 GS can be fitted ex works with optional equipment, such as Pro riding modes and in turn the additional ‘Dynamic’, ‘Enduro’ and ‘Enduro Pro’ riding modes (the latter only available in the F 850 GS) as well as the DTC dynamic traction control and banking capable ABS Pro.



The F 750 GS and F 850 GS also feature a completely new look, which benefits from a more dynamic and masculine design. In addition to the basic version, the new F models are also available in Exclusive style variations. The Rallye style variant is exclusive to the new F 850 GS and places particular emphasis on its offroad capabilities.



The new F 750 GS and F 850 GS are targeted squarely at their respective clientele. The F 750 GS is designed for all riders who prefer the sensation and conceptual design of a travel enduro in combination with a low seat height, copious power availability, high cost-effectiveness, and powerful all-round qualities. Opposite this is the new F 850 GS, which besides offering more power and torque, features even more distinctive touring characteristics coupled with supreme offroad ability.



Highlights of the new BMW F 750 GS and F 850 GS:



- Powerful 2-cylinder in-line engine with a displacement of 853 cc. F 750 GS: 57 kW (77 hp) at 7500 rpm and 83 Nm at 6000 rpm. F 850 GS: 70 kW (95 hp) at 8250 rpm and 92 Nm at 6250 rpm.

- Extremely powerful and emotional sound, produced by a crankshaft journal offset of 90 degrees and firing interval of 270/450 degrees.

- New, robust steel bridge frame in monocoque construction for increased riding precision.

- New telescopic fork/upside-down telescopic fork plus double-sided aluminium swinging arm with central spring strut for more sensitive response characteristics.

- ABS, ASC plus ‘Rain’ and ‘Road’ riding modes included as standard.

- Pro riding modes with ABS Pro and dynamic brake light, DTC and the new riding modes ‘Dynamic’, ‘Enduro’ and ‘Enduro Pro’ (the latter only with the F 850 GS) available as optional equipment ex works.

- ESA electronic suspension adjustment available as optional equipment.

- A self-amplifying, anti-hopping clutch for a discernible reduction in hand clutch operating force.

- Full LED headlight incl. LED daytime running light as optional equipment.

- Connectivity with multi-functional instrument cluster and 6.5 inch full-colour TFT display plus numerous features as optional equipment.

- Intelligent emergency call function now offered for the first time as optional equipment for the middle class.

- Optimised offroad and travel ability plus improved wind and weather protection.

- Sharper GS profile resulting from new design.

- New colour concepts and style variations Rallye and Exclusive.

- A range of optional equipment and accessories that is unique in the middle class, such as Keyless Ride, Gear shift assistant Pro, Dynamic ESA, eCall, Connectivity etc.

TATA NEXON 2018 -BEST TATA CAR WALKAROUND REVIEW Moroccan Blue ,Vermont ...

Tata has officially launched the Nexon AMT in India. The Nexon automatic is available in the top-spec XZ+ variant, and is priced at Rs 9.41 lakh for the petrol, and Rs 10.3 lakh for the diesel. The price difference between the automatic and the equivalent manual variant of the Nexon is approximately Rs 40,000. We've already driven the two-pedal version of the compact SUV, you can check out the Nexon AMT review by following the link.

The prices for the Nexon overall start from Rs 6.15 lakh for petrol variants, the diesel ones start from Rs 7.18 lakh. It is Tata's first crack at the sub-4-metre SUV space and willtake on the likes of the Maruti Suzuki Vitara Brezza, Ford EcoSport, Mahindra TUV300 and the Mahindra NuvoSport.

Engine options on the Tata Nexon include a 1.2-litre turbocharged petrol engine, tuned to produce 110PS/170Nm; and a new 1.5-litre diesel with an output of 110PS/260Nm. Both the engines come with a 6-speed manual gearbox. A 6-speed AMT transmission variant of the Nexon was showcased at the 2018 Auto Expo and wil be launched this year. The AMT transmission will be paired to the diesel engine only.

The Nexon measures 3995mm in length, 1811mm in width and is 1607mm high. Ground clearance is around 200mm. Exterior details include projector headlamps with LED daytime running lamps, 16-inch alloy wheels, dual-tone colour schemes and LED tail-lamps. On the inside, Tata has packed the Nexon with a lot of goodies that includes a touchscreen infotainment system, automatic climate control, steering-mounted audio/call controls as well as a front armrest.

HONDA REBEL 300 ABS 2018 REVIEW OF FULL SPECIFICATION EXHAUST SOUND WALK...

FEATURES

Performance

Sporty Engine

Hondas are famous for their engines, and we’ve given the Rebel 300 a great one. First, the facts: it’s a single-cylinder with fuel injection, double-overhead cams and a counterbalancer. Because it’s a single, it’s light and super narrow, which helps reduce overall bike’s weight. It also offers the kind of torque and midrange power that’s well suited for all levels of riders.

Low price point

Sure, the Rebel is a knockout in terms of style, but it makes an even bigger impact in terms of value. Wait until you see how much machine you get for so little green!

Cast wheels

Cast wheels front and rear are light, practical, easy to keep clean, and give the Rebel a look that tells you this is not built like a retro machine.

Optional Accessories

Want to personalize your new Rebel a bit? No worries—we have you covered. Some of the most popular accessories include a rear carrier, saddlebags, windscreen, a 12-volt electrical accessory socket, and a passenger seat and footpegs.

Style

Blacked-out style

The Rebel is a blank canvas for your self expression. But unlike the canvas you buy at the art store, this one’s not boring white. As is, its black-out engine pieces, frame, and bodywork elements look great during the day and even better at night.

Steel rear fender

Real steel never goes out of style. The Rebel has a steel rear fender that's either color-matched to the tank or matte black. The paint looks great, and the steel fender helps provide a solid support for the optional/removable passenger seat.

Wide front wheel

The Rebel’s wide 130/90-16 front tire not only looks great, but it helps provide superior handling and stopping power.

Glass-lens headlight

Another critical item in motorcycle design is the headlight. With the Rebel you get the best of both worlds. The lamp is bright and precise, while the round nacelle shape, aluminum cast headlight mount and glass lens give the Rebel a character that exudes class.

Classic instrument shape

Another iconic element combining traditional and new, the Rebel’s instruments take a classic shape and fill it with totally up-to-date digital LCD information.

Black-out muffler

Forget about having to polish chrome—the Rebel’s black-on-black exhaust system blend perfectly with the bike’s overall look. And maybe the biggest plus? The awesome sound.

Wide fork 41mm

It’s what’s up front that counts most in style, and the Rebel knocks it out of the park. Of course the front suspension offers precise steering and a plush ride, but the fat 41mm fork tubes give the bike a substantial presence too.

Comfort

Low seat height

When it comes to seat heights, almost everyone likes them lower. At just 27.2 inches, the Rebel has one of the lowest seats in anyone’s lineup. It’s comfortable when you ride, and it makes it easier to flat-foot it at stoplights or in parking lots.

Single seat with optional passenger seat

Travelling light and on your own? Want to take a friend along? Like the clean look of a solo seat? Like the versatility of a passenger seat? With the Rebel you can easily have it both ways, since the optional passenger seat, passenger footpegs and footpeg hangers all bolt up or remove in minutes.

Light weight

Weighing just 364 pounds with a full tank of fuel, the Rebel 300 is a lot more fun and friendly to ride than some bigger machines—perfect if you’re just getting started, or if you’re looking for a nimble bike. The light overall weight helps performance, too.

Narrow

Super-narrow, especially at the critical tank/seat junction, the Rebel makes it easier to get on and off the bike, and to put your feet down at stops. Plus, the Rebel fits a wide variety of riders.

Rider Triangle

A rider makes contact with the bike at three points: the seat, the handlebar, and the footpegs. The Rebel’s rider triangle strikes the perfect balance between laid-back cruiser and more active sport riding. You ride with a commanding presence, and the minute you sit on a Rebel in your dealership, you’ll know it.

Engineering

Superior Handling

A lot of today’s motorcycles look great standing still, but disappoint once the road gets twisty. At Honda, we set high standards for the way all our bikes handle and feel, and the Rebel is a perfect example—we’ve paid just as much attention to the way this bike corners and handles as we have its knockout styling.

2.9-Gallon Fuel tank

One of the key items in motorcycle design is the fuel tank. Holding 2.9 gallons, the Rebel’s iconic fuel-tank shape is timeless, but functionally it also teams up with the bike’s great fuel efficiency to give you plenty of range.

Die-cast Aluminum rear subframe

Here’s a chance for Honda’s designers to take a functional part of the motorcycle and make it look extra cool. The aluminum subframe/fender mounts are strong, subtle, light, and provide a solid foundation for the optional/removable passenger seat.

Wide rear tire

The Rebel’s low, fat 16-inch rear tire gives you plenty of grip, and helps lower the bike’s overall seat height and stance. And it looks tough, too.

Read more at https://powersports.honda.com/2018/rebel-300.aspx#f4p7z2MRFOrDt7IP.99