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When the first Swift was launched back in 2005 it quickly rose to fame as one of the best hatchbacks in the coun­try. Thanks to its masculine and ral­ly-ready styling, it created a strong fan following and sold like hot cakes. The second generation was received with a bit less enthusiasm but it pulled its weight just fine. Fast for­ward to 2018 and we have the third generation of the Swift, with sleeker looks and modern interior and bet­ter safety features. How does it fare? Read on to find out.

Exterior

The front of the 2018 Maruti Suzuki Swift looks a lot like the Dzire, albeit this one’s sportier. The all-black grille adds to the sportiness of the vehicle, which is different from the chrome-heavy one on the Dzire. On the side you see the floating roof that adds to the car’s sporty look.

The rear door handle has been moved up in the C-pillar and receives a black treatment that masks the handle and it will take some getting used to. While the Dzire is sleek, the Swift has chunkier bodywork at the back to make the car look nice and wide. As far as dimension goes, the new 2018 Swift is 40 mm wide, has a 20 mm longer wheelbase and is 10 mm shorter than the older version.

Interior

The changes in dimension are evident on the inside: there’s bet­ter headroom, knee room and leg­room compared to the previous Swift. Disappointingly though, Suzuki has skipped on the rear AC; but to compensate, that little push of the wheelbase is easily felt at the rear cabin. You do not feel cramped anymore. Apart from this, you get 58 liters more cargo space in the boot.

There is a sense of space that you get from the design of the dash. The instrument cluster is properly fin­ished and the dials have a red tint, which looks nice. The touchscreen in the central console is the same unit we have seen on Maruti Suzuki’s S-Cross, Ignis and the Baleno so it is smart, functional and gives you Apple CarPlay and Android Auto. On the down side, the touchscreen is only available on the ZXi+ vari­ant (which is not yet available in the Nepali market). The flat-bottom steering wheel is great; it fits into the hands and again adds to the vehi­cle’s sportiness. The overall quality and the layout of the interior give the car a modern touch.

Safety

On the safety front, dual airbags, ABS with EBD and Brake Assist, and Isofix child seat with restraints on the rear bench come as standard across all variants. Apart from this you get a security alarm system, pinch guard power window for the driver, seat belts with pre-tensioners and force limiters and pedestrian protection compliance, and many more features. Additional sense of safety is provided by the new Heartec platform this car is based on; the rigid body stays flat through the corners with minimal bodyroll, which adds confidence on every turn or even straight road.

Performance

Under the hood, the Swift car­ries over its tried-and-tested 1.2-liter petrol. This is the same engine used on the previous-generation Swifts. There’s no difference in power out­put either—the petrol makes 84 BHp and 114Nm. The engine is now qui­eter and retains the same fun to drive tag, and feels well-tuned and refined on the road. The power is enough to tackle the city roads with quick power surges within the first three gears; overtaking thus comes quick and naturally. It’s nice and responsive with the manual gear­box, which improves the perfor­mance. The new Heartect platform is the main focus here though. This platform has given the new Swift a superior ride as well as better han­dling and balance.

Verdict

The third generation Suzuki Swift is everything you would ever want from a family hatchback: it looks good, feels comfortable and is more fun to drive than it has ever been. The interior is plush and well-equipped, and there is a host of standard safety features across all variants, which, like we said, adds to your confidence while on the road. And given the lucrative pricing from CG, the new Swift is definitely a steal.

Commencal really brought things to life with the dynamic color range of their products. There was this unmistakable vivacity to their lineup. And that was true not only of their recent lineup. Commencal’s story started in 2000: a new cen­tury had brought with it new aspirations and new technolo­gies. It was this liveliness that built the brand’s momentum. The META series came into being in 2005; a decade later, it was hailed as among the decade’s top 10 bikes by in the British Press. Commencal has since put life into the mountain bik­ing scene. In Nepal too, Epic Mountain Bikes shouldered the responsibility of distrib­uting Commencal mountain bikes in the country, and they did a pretty good job. Luckily, this was happening while the mountain biking craze was taking over the coun­try. Pedal power garnered a massive appeal and mountain bikes began selling like hot cakes. A new culture began to spawn and did very well for over a decade.

Then, all of a sudden, the market dipped. The initial craze began to die. Air pol­lution levels skyrocketed. People who had taken up cycling to be healthy had to stop for the sake of their own health. Things looked bleak, and the industry suffered.

However, this is when the essence of mountain biking rises above and prevails. While the health benefits of cycling may have been a key reason for many commuters to get into cycling, there is a greater draw that spurs mountain bik­ers throughout the world, that of freedom. Whether you’re shredding single tracks, ram­bling down hills, or just explor­ing the landscape, few other activities give you the same sense of freedom.

We think, with the Meta AM New Zealand Series, Commencal hark back to these very basics: enjoying the joys of cycling, injecting life into the mundane.

Styling

Although Commencal have opted out of using their vibrant color lineup, there is as much life in the styl­ing as ever. The silver paint scheme gets a Maori tribal prints, which brings a certain class and charisma to the Meta V4.2.

It must be said though, this particular bike that we had been decked out. The DVO Diamond front suspensions provide 160mm of travel and a wicked style element. Rockshox Super Deluxe takes care of the rear sus­pension duties. Instead of a carbon frame, the Meta AM has a gorgeous brushed-alumi­num one and a 12-speed SRAM Eagle drivetrain.

Performance

As we said, Commencal have put a lot into the META v4.2. This is not one of those all-mountain bikes that will happily do double-duty as a trail bike. It demands speed, and then some more speed, and then some things to smash through with all that speed. Its head angle is perched at an aggressive 65.5 degrees, and its wheelbase stretches to 1,205 millimeters for an incredibly stable wingspan. This makes the ride closer to downhill than trail.

Verdict

The new Meta AM v4.2 breathes new life into moun­tain biking. While commuting duties are properly fulfilled, it also eggs you onto more adren­aline pumping trails. It gives you the courage and enthusi­asm to give that daunting steep drop, which you might have been ignoring till now, another look. And when you finally gather up enough nerve to take it on, the Meta AM V4.2 will take up the challenge and leave you unscathed (unless you do something stupid). Then you’ll want to do it again.

You’re always pushed to take on harder and more difficult things with the Meta AM, because it’s always ready and willing to take anything on. There’s nothing that will hold you, or it, back. Now right there is the true expression of freedom.

In a market as small as Nepal’s, jumping onto the “electric vehicle” band­wagon might not even make a dent in the global struggle for environmental wellbe­ing. However, the trend has picked up fast. The surge in the popularity of electric vehi­cles took a major shock when load-shedding hours were high. But now that the nation has been declared free of load-shedding, things are looking good for the segment. As concerns about environ­mental pollution grows, busi­nesses and private buyers will come under increasing pres­sure to adopt some form of e-mobility solutions.Spearheading the campaign for the use of electric vans in Nepal is Agni Energy Pvt Ltd with the Mahindra eSupro.

Exterior

Although the eSupro isn’t running for any beauty con­test, it does not look bad con­sidering the segment it belongs to. Modern styled headlights flank a simple, slim black grille, indicators are integrated into the headlights. The front end is pretty much dominated by the massive windscreen though.

ORVMs are primitive by pas­senger car standards, but for a commercial vehicle they’ll work. The eSupro gets sliding doors on both sides and large windows to look out of. It runs on wheels that are comically small, but that’s part of the van package. The rear incorporates the rear window into a door that opens like a conventional door for easier access.

Interiors

Keep in mind, this is a com­mercial van; so expecting any­thing extravagant would be a waste of time. Having said that, the exposed steering shaft is unpleasant to look at. We don’t have other complaints though. Since there is no gear shifter, three people can sit in the front, although it does get slightly cramped.

The dash is pretty much simple, mostly brown with black on the steering wheel and central console. The glove box remains locked and can only be accessed with the key, but you can keep your wallet and phone on the open com­partment over it. A modern digital speedometer that lights up in blue and has all the tell­tale lights including the bat­tery percentage, Distance to Empty (DTE), Gear Engaged etc. breaks the conventionality.

In the rear cabin, there is absolutely nothing to write home about. There are oodles of space in terms of legroom and headroom. Mahindra have said that it’s an eight seater, and we agree. The boot space with the seats in position and spare wheel is minimal, with enough space for a couple of bags.

Performance

There are two driving modes to choose from, one that has a steady power output while there is another (called Boost mode) that provides additional power to handle steep inclines with ease.

The company claims that the range provided by the battery is 112 kms, we’d round it out to about a 100 kms. There is regenerative braking which charges the battery every time its brakes are applied, helping the van literally recover the energy it dispenses.

Starting off the line is slow and it does seem to struggle a bit, but once it gets going it’s a breezy experience (breezy because you have no AC so the windows are down). Driving around the city was a calming experience with the silent electric motor and soft suspension smoothly lug­ging us around. But there is no power steering though, so turning from a stop will require some muscular exertion.

Verdict

Despite being a passenger vehicle, which will serve any family who know the car’s lim­its well, we believe the Mahin­dra eSupro will be a product focused on commercial use.

Now, how will an electric vehicle, more specifically an electric van, play a significant role in the commercial sector? To answer that question, we need to look at a few other aspects. With a range of 112 km, it clearly needs to be charged every day. With 9 hours needed for a full charge, it limits the on-road time. People would rather have their UV on road earning them money than at home being charged.

Kindergarten schools, or other businesses that make 3-4 trips daily, might fare bet­ter with the charging require­ments. Hotels or services used to shuttling tourists around could also utilize the eSupro.

Whatever the use might be, the Mahindra eSupro is a step toward better and environmentally friendlier mobility solutions.

Back in 2009, one of us at Nepal Drives fell head over heels for a motorcycle; it went by the name of Daelim VT Evolution, a South Korean product. At a time when the Kawasaki Eliminator (see Bajaj Avenger) was in its heyday and the Orange County Choppers was the show to watch on tele­vision, the cruiser styles of the VT Evolution were difficult to resist. With low-slung seats, wide handlebars, an engine disguised to look larger than it was, and a massive speedome­ter on the tank, the attention it got wasn’t surprising. However, like many things in life, there was more (or less) to it than what you saw at first glance. Although it looked like a cruiser, it was far from it. Equipped with a tiny 125cc engine, the VT Evolution was, at best, a commuter masquer­ading as a cruiser. The more you looked at it, the tackier it got. To the experienced eye, the overly chromed bits, plastic build, and the embarrassing power output glared out like a nasty. Yet, for the slightly over­weight teenager looking for his first motorcycle, the VT Evolu­tion was a popular choice.

Fast-forward to 2018 and we have with us the Motorhead (Fuego) Tekken 250: a dual sport motorcy­cle from the Chinese manu­facturers that, at first look, appears to be a strong, good-looking contender.

Styling

Again, from afar the Tekken 250 is a handsome motorcy­cle. A muscular build with ele­ments like a high front fender, sculpted fuel tank, knobby tires, and dual exhaust pipes all make for an appealing demeanor. However, upon closer inspection, you begin to notice certain shoddy ele­ments that might change your perception. A loud orange painted logo of the Motorhead brand on the engine seems really out of place; the same goes for the numerous decals and stickers that read out things like “6G” (which stands for 6 gears), and “for all ter­rain”. The instrument cluster looks like something you’d use to check your blood pressure at home and LED strips that light up along with the side indica­tors look cheap.

Still, we have to admit, the Tekken 250 isn’t a terrible thing to look at. In fact, it is somewhat of a head-turner. Sharp designs throughout the machine help give it a mascu­line appeal.

Performance

On paper, this is an “all-ter­rain” motorcycle. So by defi­nition it’ll go where you ask it to, whether it’s winding up tarmac twisties or up rocky climbs. But, so will a Hero Splendor. In order to really claim a spot among real dual sport motorcycles the Tekken has to be capable and eager to conquer mountains. Sadly, it is as eager to take on off-road terrain as a lazy fat kid is eager to go on morn­ing runs. For a dual sport, the suspensions are horridly stiff and off-road rides will take a toll on your body. The only saving grace are the knobby tires that work well when the road ends, and a nice upright riding position.

Thankfully, on pitched roads, the same stiffness of the suspensions that made for terrible off-road performance gives it composure. It might not be keen on leaning haphaz­ardly into corners but it gets the job done.

The engine is a 250cc mill that churns out a mod­est amount of power, which is okay for city riding, but not up to par for a quarter-li­ter engine. Handling is easy and sans nasty surprises. But, as mentioned earlier, the sus­pension for off-road riding is a little stiff.

Verdict

In many ways, the Tek­ken 250 is well suited for Nepal’s roads. There are just enough dual sport character­istics for it to work well on our broken roads. However, at its heart, it is not an all-ter­rain machine. It will go on off-road trails, but you won’t be a happy camper and neither will the Tekken.

Much like the Daelim VT Evolution at its time, the Tekken 250 impersonates a rugged, purpose-built dual sport. But to a more experi­enced eye, certain aesthetic glitches stick out like a sore thumb. Nevertheless, it is entirely possible that many will fall prey to the Tekken’s appeal. And, to be honest, for a motorcycle manufactured in China, it is robustly built and distinctly alluring.

More importantly, for a 250cc dual-sport motorcycle that’s priced at Rs 350,000, all the niggles seem less prominent.

While getting from point A to point B, your car, an SUV or any other four-wheeler, needs to power only two of the wheels, either front wheels or the rear ones. If the power is delivered to the wheels at the front then the car is a Front Wheel Drive (FWD), if the power is delivered to the rear then the car is a Rear Wheel Drive (RWD). FWD is the most common drive system today. The goal of the FWD vehicles is to max­imize efficiency by minimizing the weight of the vehicle. As the power is delivered to front wheels, which are close to the engine, it removes the need for many components that are otherwise needed to transfer the power to the rear of the vehicle. FWD vehicles also get a more spacious interior while RWD vehicles have to assign spaces under the passenger section to fit the components that power the rear wheels.

RWD vehicles on the other hand have a balanced weight distribution, which allows the system to handle heavier vehi­cles compared to a FWD. RWD vehicles can also handle more horsepower. FWD vehicles are front-heavy because of the addition of the transmission assembly for the wheels in the front of the car rather, rather than having the entire compo­nent at the rear like the RWD vehicles to even out the weight distribution. This means RWD vehicles are heavier compared to their FWD counterparts.

While heavier, RWD vehi­cles are also more balanced. As the weight distribution is more even on RWD vehicles, there is more traction on the road, especially while turning corners at high speeds. FWD, on the other hand, is front-heavy, which becomes clear while making a high-speed turn as the car will struggle for bal­ance and traction.

Another not-so-important but amazingly flashy differ­ence between the two drive systems is that the RWD vehi­cles can ‘drift’, while FWD simply cannot. Drifting is the act of driving while the rear wheels are sliding on the road, but controlling where you are going with the front wheels and the gas pedal. Imagine sliding around a corner with perfect control and high speed. This becomes impossible in a FWD vehicle as the front wheels are responsible for both power­ing the vehicle forwards and steering at the same time. On a RWD vehicle, the rear wheels power the vehicle and the front wheels steer it.

To summarize, FWD vehi­cles have power on the front wheels and RWD vehicles have power on the rear wheels. FWD are more spacious inside but heavy on the front. RWD are less spacious but the weight distribution is more balanced. FWD vehicles are more effi­cient while RWD vehicles are more powerful. We hope this helps you make a choice of drive system that is suited to your needs o

The small-SUV market is growing rapidly, as more and more people opt for them. This is also the rea­son why this segment is one of the most competitive. The cars in this segment have to really stand out to get noticed and fortunately the SsangYong Tivoli does just that. Tivoli is one of those small SUVs that provide the look and feel of an off-roader but with the perfor­mance and running costs of an everyday family hatchback. How does the Tivoli stack up against its competition? Read on to find out.

Exterior

On the outside the Tivoli looks small and low (and we don’t recommend you go off-roading in this). On the front, you get a bumper that masks the headlights and the fog lights down below with a narrow slit for the grille. The fog lamps are also wrapped around with body-colored bumpers.

You’ll find black inserts between the headlamp units which comes with projec­tors, and DRLs with a sizeable SsangYong badge placed in the middle. Over to the side, the first thing you notice is the sloping roof with two clean lines above and below the door space. There is a sharp curve line just above the rear door handle, which has also been raised to add some mus­cle to the car. While this raised body work looks normal in pictures it is very pronounced when face to face as it even shows in the rear view mirrors. All this sits on alloy wheels which adds to the decency of the vehicle.

Interior

As we’ve said earlier, it is important to stand out in this segment, and Tivoli does that on the inside, starting with the doors that open nice and wide; space is the name of the game inside the Tivoli. Our review team consisted of five larger-than-average Nepalis, with the driver’s seat set to the needs of one of our reviewers who is over six foot tall. There was plenty leg room and head room for others at the back. Seating three in the back is also comfortable because of the low transmission tunnel. You could definitely go on a long drive with all five on board, without any complaints. The materials used inside the cabin is also good, the steering feels nice and chunky with media con­trols. The touch-screen info­tainment system is also smart and responsive, and there are adequate soft touch materials and plenty of storage spaces.

Performance

Tivoli is powered by a 1.6 liter petrol engine which is mated to a 6-Speed transmission, pro­ducing 124 BHp. It’s a natu­rally aspirated petrol engine, with maximum power coming in at 6,000rpm, while peak torque arrives at 4,600rpm. The accelerator is responsive and the clutch is light, and with a steering wheel that has dif­ferent selectable modes, this car makes for an easy city driv­ing experience. The double disc brakes Tivoli offers also gives you a sense of confidence behind the wheel. While the lack of ground clearance will discourage you from going off-road, the on-road experience in this car is commendable.

Safety

Tivoli is equipped with seven airbags for maximum passenger protection on impact, the most in its class. These include a driver’s knee protection airbag, a feature normally found in prestige vehicles. Other safety features include a high-grade steel monocoque structure and a range of electronic safety aids. Tivoli EX and ELX also feature AEBS, an automated braking system that gives these models a 4-star Euro Ncap rating. In addition, ELX models feature a Lane Keeping Assist system, Traffic Sign Recognition and High Beam Assist. Tivoli is equipped with ISOFIX child seat mountings in the rear outer seats to allow a firm and rigid attachment of child seats. In the event of a collision, the pre-tensioner immediately tightens the seatbelt over the chest and lap, ensuring the occupant is in the best possi­ble restrained position if the airbags are deployed. Rest assured, Tivoli will ensure your safety out on the road.

Verdict

Tivoli is that small SUV with a big heart, in that it is amazingly spacious and well-equipped. The drive is easy around the cities and the car is loaded with safety kit that gives you confidence behind the wheel. The car has all the features you need and on the outside it is quite the looker. Tivoli is one good small SUV that you should definitely take a look at.

Apart from that the major concern the season brings is the increase in risks on the road to drivers, vehi­cles, pedestrians and public vehicles. Here are a few tips to minimize those risks and drive safely in monsoon.

Slow down

Slowing down on wet roads will take longer than on the dry ones, which is why you have to be extra careful with the amount of throttle you are giving the car and also on the brakes you are applying. The rain makes the road highly sensi­tive to even the slightest input you give your vehicle, so be care­ful. You also need to maintain lon­ger distances between you and other vehicles.

Check your tires

Since your tires are the only thing between you, your car and the ground, they need to be in good shape. You need to check the qual­ity of your tire treads and change it if they are too faded. Better treads ultimately equals better grip on the road, which is important during the monsoon because the tire needs to channel the water out of its grooves to maintain the grip with the road. Faded treads don’t do a good job and end up going over the water layer instead of channeling it away, mean­ing you could slip anytime.

Check your wipers

If your wipers are not in good condition, you will not be able to see out of your windshield, as they will not be able to wipe the water away properly. Simple as that. And since we obviously need the best vision we can get, especially during a spell of heavy rain, it should be high up your checklist.

Use headlights in rainy conditions

Rain lowers visibility so turn on your headlights on low beam. This will help other drivers know where you are. Check your headlights and see if they are working as they should. Old and dim bulbs need to be replaced and dirty headlight covers cleaned so that there is no obstruc­tion for the light to pass, ensuring maximum visibility.

Pull over when the rain becomes too heavy

Even the best of wiper blades can be overloaded during a downpour, and will fail to wipe away all the rain even on the highest of speeds. This in turn will hinder your visibility even more as you now have to deal with a layer of water on your windscreen paired with wipers fast going back and forth. This is when you need to slow down or even pull over and wait it out until the rain is not over­whelming.

On the highway

While the standard protocols for distances between vehicles on the highway in the dry is okay, it needs to be increased when you are driving in the rain.

More distance between vehi­cles ultimately mean more time and space for you to slow down or get out of the way if the vehicle in front hits the brakes all of a sudden, or if it runs into an accident. Following closely during the rain can prove fatal; give yourself some space for your own good. Also don’t go around overtaking heavy vehicles like buses and trucks as they spray huge amounts of water, badly ham­pering your visibility.

Try not to splash others

While you are safe inside an air-conditioned cocoon that runs on four wheels others might not be so fortunate. Pedestrians and two-wheelers that are already stuck on a downpour will not be very pleased when splashed with water mixed with the dirt and mud. So when you see small potholes, be a hero and steer away.

Honda has released the second generation Amaze in India. The sedan uses an all-new platform to make the car bigger. The Amaze is now longer and wider but 5mm shorter than the outgoing model. The wheelbase has been increased by a whopping 65mm, which has opened up additional space in the cabin.

The new Amaze will be available in four trim levels. Under the hood, you get a 1.2 liter, 90 BHp petrol and a 1.5 liter 100 BHp diesel, and both will be mated to a five-speed manual gearbox, with the option of a CVT automatic.

ARAI certified fuel efficiencies for the 2018 Honda Amaze are 19.5 kmpl for the petrol manual, 19 kmpl for the petrol automatic, 23.8 kmpl for the diesel automatic and a highly impressive 27.8 kmpl for the diesel manual.

The Amaze will sport new Digipad 2.0, 7-inch touchscreen infotainment system that is Android Auto and Apple CarPlay-compatible and comes with features like MirrorLink and a Wi-Fi connec­tion to a synced phone for live navigation info.

Honda Amaze will be taking the fight to the Maruti Suzuki DZire, Hyundai Xcent, Ford Aspire and Tata Zest.

Hyundai i20 Active 2018 Facelift

RS 36,96,000

1.2 liter petrol

RS 41,96,000

 1.4 liter diesel

After the announcement of the 2018 Elite i20, Hyundai has now revealed the 2018 i20 Active. How­ever, the facelift has not changed much at the front and misses the grille of its earlier avatar. We can see updates at the rear, where the Active gets reworked taillights and a number plate insert. On the outside, there is a new Phantom Black roof and two new paint options. Just like the exteriors, the interi­ors too do not get many changes, except for a new seat uphol­stery pattern.

Under the hood, the Active will boast of the engine configuration of its previous iteration, a 1.2 liter 83 BHp petrol and a 1.4 liter 90 BHp diesel, with the inclusion of a CVT on the i20 Active, that very well could be a segment-first as none of its current rivals has an automatic variant.

Hyundai has not revealed much about the Indian launch of the updated i20 Active, but we expect the model to debut in the com­ing months. The new Hyundai i20 Active 2018 is set to compete against the newly-launched Ford Freestyle, Fiat Avventura and the Honda WRV.