Submit your Article

The Volkswagen Tiguan has been one of the best-selling models of the renowned carmaker here in Nepal, and right around the world for that matter. It is one of those SUVs that get a lot of things right while rarely giving anything big to complain about. The Allspace is just that, but more. It claims to do everything that a Tiguan can, and much more.

The Allspace has all the stuff to prove it isn’t just a Tiguan with a longer body. It claims more practicality, more driver oriented performance and most importantly, a better car. How much of that claim is true though? And should you get one for yourself? We answer that today.

Exterior

‘Unmistakably German’ would be an appropriate way to describe how the Allspace looks. The boxy silhouette, a wide stance and strong character lines all contribute to a smart appearance.

Upfront, you get a bold front grille, with the front getting all LED headlamps with some of the best looking LED DRLs in the market. You also get a massive air dam flanked by LED fog lamps. It would have been amazing if the air intakes above the fog lamps were real but let’s not get caught up in wishful thinking. The profile is less distracting as your attention is shared by a duet of strong character line that streaks across the bodywork and classy 18-inch alloys the SUV sits on.

Over on the back, the Allspace opts for decency rather than edgy. You have large LED taillamps, roof spoiler with integrated stop light and huge… (but sadly faux) exhaust which should have been real.

Our test drive unit was in the “Blue Silk”, one of the best iterations of blue. Over the years of seeing “in your face” blue cars, it is nice to have one in a shade that allows you to savor the view.

Interior

The interior of the Allspace is as tasteful as the outside. From the choice of materials to the kits inside the cabin, everything oozes quality. Much like the paint on the exterior, the interior is also pleasing to look at.

Let’s take a seat first, because that’s what everyone does inside a car before anything else. The seats in the Allspace are phenomenal. You get loads of electronic adjustments in the driver’s seat including lumbar support and memory function.

Driver of any form, size and shape will find his/her perfect driving position in the Allspace easily. The seats come with proper padding that is well balanced without being too firm or too soft; you get large side and thigh bolsters that tuck you in place like a racing seat.

You get an all-black cabin with a harmonious design concept where everything just falls into your hand. The dashboard has a simple layout governed by large AC vents and a big infotainment screen. This screen in turn comes with Apple CarPlay and Android Auto, as would be expected from a car in this segment. But the Allspace also gets the “DYNAUDIO Excite Surround” sound system.

Eight speakers are perfectly positioned in the Volkswagen Allspace and meticulously matched to each other for pristine sound. A powerful 16-channel digital amplifier with 400 watts of output supplies tweeters, bass mid-range speakers and woofers as well as the center speaker and subwoofer with clear signals.

You also get a 12.3 inch driver instrument screen dubbed the Active Info Display that displays important driver data you can operate with the steering mounted controls. The air conditioning is another highlight in the Allspace. The “Air Care Climatronic” allows preferred temperature to be set individually for the driver, front passenger and rear passengers.

The electric control unit factors in all the important variables, such as the position and strength of the sun and outside temperature, and introduces more or less cool air accordingly. Allergy sufferers will be happy to know that the “Air Care Climatronic” air conditioning system not only includes an automatic recirculated air mode, but a biogenic filter too.

Family members will also be happy inside the Allspace, with the rear seat having great cushioning for the back and the thighs, making long road trips feel tireless. Three people can be happily accommodated in the second row, although the high transmission tunnel will dig into the shins of the middle passenger, making long journeys less than ideal.

The Allspace also comes with a third row and we will say it right now, it is only for kids and strictly not for adults. Even larger teens will find it difficult to spend their time in the third row on longer journeys; and the last two seats are best left folded.

The Allspace comes with a spacious boot that simply swallows all your luggage. In this seven-seater, there’s an adequate 230 liter boot behind the third row. Fold the third row seats flat and the boot space increases to a large 700 liters; fold the second row flat and you have a huge 1,775 liters of boot space.

Performance & Safety

Now that the family is sorted, let’s come to the driver, and this is where the VW Allspace shines. The Allspace is powered by a 2.0-liter 4-cylinder TSI petrol mated to VW’s iconic DSG transmission, sending 180 Bhp and 320 Nm of peak torque to all four wheels via the 4MOTION All-Wheel-Drive. And we will say it right now, the Allspace is much faster than it looks.

Weighing in at just a sack of Bratwurst above two and a half tons, the Allspace lunges from a standstill to 100 kph in just 7.7 seconds, and does 208 kph flat out, meaning your family getaway destination will not be too far. But what leaves you in awe is how the Allspace gathers speed—no turbulence, no torque steer… this SUV drives like a sedan.

The hero under the bonnet is the DSG gearbox. Optimized and fine-tuned over the years this gearbox is so smooth and efficient at matching revs and changing gears that even the most seasoned drivers will find it difficult to pin-point gear changes.

Overtakes don’t need any sort of prior planning and triple digit speeds come instantly. This gearbox milks every last drop of performance from the engine and puts it on the ground efficiently. Corners are another highlight in the Allspace. The driver oriented seats with a body that mitigates roll means you can hit a corner hard and power out fast as the gearbox quickly sends horses when you dearly need them. Overall the Allspace makes for a thrilling ride.

Big SUVs are always considered safe simply because “there’s more body to be crushed before it gets to you”. This isn’t completely wrong, but not entirely right either. In this regard, the Allspace offers a host of safety features to make an already safe big SUV even safer.

You get ABS, ESP and six airbags. You get ESC and an active hood Sensor for pedestrian safety. In case of a collision, the front bumper signals the Active Hood and raises it, minimizing damage. Apart from this there is an entire list of safety features that make the Allspace a safe place for you and your family.

Verdict

The Volkswagen Allspace comes in only one fully-loaded variant. One car, one variant, you get everything, eliminating the confusion of having to pick the one you want from 20 variants of other cars.

The Allspace comes with a price tag of 1.58 crores, which is a lot of money, but you are getting a car that is an all-rounder; it is a great looker, comes with a plush cabin, and is tremendous fun to drive. Throw in Volkswagen’s praiseworthy service benefits that include a two-year unlimited km warranty, three-year paint warranty, and a six-year anti-perforation warranty. All of which makes the Volkswagen Allspace one of the best cars for your money. 

Specs:

Engine type: 2.0-liter 4-cylinder TSI petrol

Transmission: 7-speed DSG

Power: 180 bhp at 3940-6000 RPM

Torque: 320 Nm at 150-3940 RPM

Drivetrain: 4MOTION All-Wheel-Drive

The ultra-competitive 150-160cc segment has a lot to offer. Long gone are days when you had to content yourself with conventional machines designed to take you from A to B with nothing to tap. But with the growing popularity of premium sports motorcycles in this segment, you are spoilt for choice.  

How do you choose? We get stressed out when someone asks us what we want for lunch, much less when queried about buying a new 150cc motorcycle. But when you have an admired machine like the new Suzuki Gixxer facelift, you already have an excellent package in terms of styling and performance.     

The earlier Gixxer did create a new benchmark in the segment with its unique styling and excellent performance: a value-for-money package for riders who were after modern looks, comfortable ergonomics, and reliable performance.  Now, the new enhancements will continue to take it even further. Can the updated Suzuki Gixxer 150 still make it big in this highly competitive segment? We find out…

First impressions matter…

The new Suzuki Gixxer 150 facelift ranks among the most handsome bikes in its segment. With its sharp styling and low crouched silhouette, it looks even more stylish than the outgoing model. The new Gixxer is aggressive and muscular from all angles and the trapezoidal body proportions complement its sleek styling.

You get a compact oval-shaped LED headlamp, edgy fuel tanks and extended arrow shaped tank shrouds, updated body graphics, stubby dual exhaust, and a neatly laid out rear. The compact rear gets new LED lights, split-seats, alloy grab rails, and a purposeful rear tyre hugger. Other neat touches include the new end cap design for the dual exhaust as well as the blacked out alloys.

The new Gixxer carries forward the full-LCD instrument cluster from the SF150 and displays all basic information such as current speed, RPM, fuel level, clock, odometer, dual trip meters, and gear position indicator. However, unlike the Gixxer SF, the naked Gixxer misses out on the clip-on handlebars.

The most dominant factor in this ultra-competitive segment is styling. Compact body-size, well-proportioned panels, and modern features appeal to a big chunk of potential buyers. So, if you are someone looking for a stylish street sport motorcycle, the new Gixxer has plenty to offer.

A consistent performer…

The Gixxer facelift carries forward the updated 154.9cc, single-cylinder, air-cooled engine from the previous BS4 model. However, it now comes with a fuel-injection system replacing the carburettor from the previous model. The engine churns out 14 bhp of maximum power at 8,000 rpm, and 14 Nm of torque at 6,000 rpm. It continues to be powered by Suzuki’s SEP technology to strike a balance between performance and fuel efficiency.   

The bike uses a five-speed transmission in a smooth shifting gearbox. Clutch feel is light and the throttle response is likewise—brisk. Open the throttle and power feeds in rapidly throughout the rev band. The motor is known for its broad low-end torque and dynamic mid-range power. The punchy engine truly comes to life between 4,500-7,500 rpm before the power band maxes out at 9,500 rpm. It is suitably tuned for lower and mid-range grunt, adequate enough for a 150cc motorcycle to negotiate urban Kathmandu traffic.

Handling and dynamics…

The Gixxer’s ergonomics have always been comfortable despite its aggressive design language. The well-positioned handlebar and footrests result in a relaxed riding position, and the bike’s compact proportions make it nimble to manage in heavy city traffic.

While the wide handlebars promote a light feel, it does restrict stress-free manoeuvring in tight spaces. Although the new Gixxer is four kg heavier than the previous model (136kg), it is still a very agile motorcycle. Compared to the outgoing model, the seat height has been reduced by 5mm, to 795mm. However, the split seat setup lacks cushioning, and it isn’t spacious either.

Ride quality on the Gixxer is somewhat iffy. Suspension is telescopic forks in front and a monoshock at rear. Although the suspension works well to soak up minor undulations and potholes, it may get bumpy on large uneven roads. However, the new Gixxer offers a good mix of ride and handling, and is stable in a straight line even when you’re overtaking at high speeds. It does feel exhausted when revved hard, with mild vibes kicking in via the handlebars and the footrests. 

The Gixxer facelift rides on grippy 17-inch MRF tires that feel reassuring when you are riding into corners and braking hard. Braking is handled by discs, and supported by a single-channel ABS. The brakes have progressive feel and the single-channel ABS does its job perfectly.

Final thoughts…

Ever since its launch, the Gixxer has gained immense popularity with its powerful performance, and sporty style, making it one of the most successful products in the 150cc segment. The new Gixxer facelift exhibits these attributes perfectly. And the addition of LED lights, fuel-injection system, and a single-channel ABS system makes it an even more attractive.  

Although the Rs 3.24 lakh price tag makes it the most expensive of the lot, the Gixxer facelift is so much more fun and contemporary than its rivals, making it an enticing proposition. In the segment, the new Suzuki Gixxer competes against the likes of TVS Apache RTR 160 4V, Yamaha FZ-S FI and Bajaj Pulsar NS160.

The Suzuki Vitara Brezza was a success for the company from Day One, and much of it was due to the perfect formula that went into the making of this car. The Suzuki Vitara Brezza was a vehicle that dipped a toe into the SUV territory while creeping under the 4-meter mark, provided decent ground clearance to tackle road undulations, had enough space for a weekend family trip, plus a decent engine under the hood. It was the first car that the company conceived, designed, and developed in their home country of India. Therefore, they played the nationality card well and the car kissed success.

Over the years, the Suzuki Vitara Brezza has had consistent market success, and the company had no reason to fiddle with a working formula. However, with the introduction of BS6 emission norms, Suzuki’s diesel burners got the axe, leaving the company with an all-petrol roster. This paved way for a much deserved facelift for the Suzuki Vitara Brezza.

Upgrading from the tried and tested Fiat-sourced 1.3L DDiS Diesel engine is the all-new Suzuki Vitara Brezza which now has the K Series 1.5L petrol engine. Here is what you need to know about the car.

What’s new with the styling?

The new Suzuki Vitara Brezza does not get many drastic cosmetic changes. In terms of exterior, the Brezza retains the boxy silhouette that has defined the model.

The first place you will notice the changes are up front. The chrome grille has an update and a lot more going on than before. Flanking the new grille are reworked LED projector headlamps that get auto levelling and dual function LED DRLs (which double as turn indicators). The bumpers also get LED fog lamps, and the LXi variant has halogen projector headlamps with LED light guides.

Move on to the profile and there aren’t too many changes here either. The silhouette remains the same but is fitted with new 16-inch diamond-cut alloy wheels. You also get the option of dual-tone paint shade to liven up the styling. On the rear, the only changes are the reworked faux skid plate and new LED tail-lamps.

On the inside too, the changes aren’t many. The Vitara Brezza continues with the simple, user-friendly interiors finished fully in black. We liked the leather wrapping that came with the ZXi+ variant’s steering wheel. Now the IRVMs also come with auto-dimming functionality.

Comfort and space remain unchanged. The driving seat is comfortable and we could definitely see ourselves taking the Vitara Brezza on a long road trip. God knows, with the pandemic and lockdowns, we definitely need one (nudge-nudge wink-wink CG Motocorp). The rear seat can accommodate three passengers with ease. Do note that the ISOFIX now comes standard in all variants.

The Vitara Brezza facelift now gets the 7" capacitive touchscreen head-unit, dubbed 'SmartPlay Studio'. On the ZXi+ variant that we drove, the infotainment screen doubled as a reversing camera.

Let’s talk about the new engine

Why don’t we get the numbers out of the way? The Vitara Brezza finally receives a petrol engine: a 4-cylinder K15 14622cc engine that churns out a maximum power of 103BHP @ 6,000 RPM and maximum torque of 138 Nm @ 4,400 rpm. This is the engine that is shared with the Ciaz and the Ertiga.

The new petrol engine out-powers the outgoing diesel mill’s 89BHP. However, we felt the new engine didn’t quite provide the mid-range punch that the 1.3L engine did.

Nevertheless, the performance is still decent. The facelifted Vitara Brezza sheds 40kgs and weighs in at 1,110 kgs, resulting in a better power to weight ratio for a better driving experience from the get go. The engine is spirited and provides quick acceleration. It might not inspire you to make quick overtakes, but it certainly provides a linear power output you need on the highways. It isn’t a particularly noisy engine, and the vibrations fail to bother the drivers and passengers. But get past the 3,500 rpm and the noise gets noticeable.

City driving is relaxing with the Suzuki Vitara Brezza. The clutch is light and the gear shifts smooth. Low-speed driveability is good and in the lower gears, the car can pull reasonably well at anything over 1,200 rpm.

On the highways you will find adequate grunt. You aren’t left begging for more power. That said, the Brezza prefers to take a more mature approach to driving and will not urge you into the racing spirit. It is most comfortable cruising at a decent speed on open roads.

There is body roll when you take on corners, but the Vitara Brezza manages to keep its composure. Once again, it will interest normal drivers but lack the oomph to tantalize driving enthusiasts. 

In terms of safety the Vitara Brezza starts off strong with a 4-star crash test rating by the Global NCAP (the only car from the manufacturer to achieve this rating). Safety features such as the Suzuki TECT body structure, dual airbags, ABS + EBD, seatbelt pre-tensioners with load limiters, ISOFIX child seat anchors, and reverse parking sensors are standard across the range.

Our say

The Suzuki Vitara Brezza was a successful product. Not exceptional, but it made sense. It was not a car for driving enthusiasts, but for the rest it had everything to make it to the buyer’s shortlist.

The facelifted Vitara Brezza does not come with many cosmetic changes. To be honest there isn’t a lot of drama going on. Is it class leading in terms of power and performance? No, it isn’t. There are other competing options that outperform the 1.5 L engine (on paper).

Yet the Vitara Brezza did not find success in drama and frills but rather in practicality for an average buyer. It is a car you could live with, thanks to the comparatively cheaper and easier accessibility of aftersales services and spares. It’s a car that provided a good resale value when you finally decided to upgrade. And that is the winning formula the New Suzuki Vitara Brezza sticks to.

The Skoda Rapid Active Rider now comes with a 1.0-liter TSI Turbo petrol engine that swaps out their larger 1.5 diesel and/or 1.6 petrol engine. More importantly, it comes at a considerably lower sticker price, making it the most affordable Skoda on sale right now. So, what the Skoda Rapid Active Rider essentially tries to encapsulate is the elegance and class of the Skoda moniker but at a more affordable price tag.

Affordable, as you might have already expected, comes with considerable cost cuts. The alloy wheels are gone, and so is the infotainment system, and up front you get a basic halogen headlight. Apart from that, the Skoda Rapid stays pretty much unchanged in terms of the exterior; the build quality remains solid and it is still a very handsome car. The Skoda Rapid Rider is no frugal affair. You still get automatic climate control, Bluetooth connectivity with 2-DIN music system with four speakers, and all four power windows. You will notice that the driver-side windows don’t get the controls for the rear-door windows, which can be bothersome if your passengers leave the window open.

Nevertheless, your passengers will be comfortable in the Rapid Rider throughout their journey (as they should in a midsize sedan). The cost cuts have not compromised on the experience of the occupants in the car that much in line with the coveted Skoda fashion of comfort and elegance. The rear seats are comfortable and can easily accommodate three people with plenty of legroom; although, for the best experience, you would fare better with just two occupants. The Rapid Active Rider gets rear AC vents as well as a center armrest and adjustable head rests. Plus, the Rider variant comes with both front and rear cabin lights with a theater style dimming effect when you turn the car off and on, as well as a rear windscreen defogger.

Now, coming to what we believe is the most important perspective, the driver’s. Once again, the seats are comfortable. For taller folks, the low seating is convenient. However, lack of height adjustment will be cumbersome for shorter drivers. The seating position offers great all-round visibility and there are no blind spots caused by the pillars, although larger ORVMs and IRVM would have been welcome.

What really sold the car for us was the driving experience. The Rapid Rider gets a tiny but very capable 1.0 TSI engine; in fact it is the same award-winning TSI engine that you get on the ‘Volkswagen Up GTI’. The stats show the 1.0L TSI engine churning out 108 BHP of power and 175 NM of torque. That’s a 5bhp and 20Nm bump from the previous 1.6 MPI engine. Keep in mind, the Skoda Rapid Rider only comes with manual transmission.

The real fun begins the instant you shift into gear and get the wheels rolling. It’s a preppy affair, to say the least. It sprints off the mark with spirit and the engine revs implore you to push the car to its limits. And the engine eagerly responds. Put the pedal to the metal and you’re darting off to a ‘rapid’ sprint on straight lines. You’ll be blown away by how quickly it gathers speed when you find the right RPMs in each gear.

Direct it into corners and the car confidently veers into it, maintaining consistent rigidity and inspiring the confidence in you to fling it into the next corner. The lighter powerful engine, with a comparatively stiff chassis by class standards and a suspension set up which is hinting at the firmer side, all make for a very pleasing experience behind the wheel. But the three-cylinder engine does make a fair bit of noise, and we would have loved a better gear shift throw.

Driving in the city feels like you’re really holding the Skoda Rapid Rider back. It gets off to a sprint with vigor, only to be cut off by one obstruction or the other. Nevertheless, quick overtaking maneuvers will put a smile across your face. What might not make you smile is the car’s ability to handle large potholes and undulations. But that is the compromise you will have to make in return for the engaging drivability that the Rapid Rider provides.

Overall, the Skoda Rapid Rider is a great car for most auto enthusiasts, and that is all thanks to the amazing 1.0 TSI engine. If you are looking for engaging drivability in a mid-size sedan that fits a tight budget, this one should definitely be on your shortlist. The Skoda Rapid Active Rider MT comes in at a price of Rs. 3,490,000; for the driving experience, it is definitely money well spent. Yes, there are fewer creature comforts than you would expect from a Skoda, but it is still a bargain. Not to mention, the passengers will not have much to complain about either.

Specs:

Displacement: 999cc

Max Power: 108.62 Bhp

Max Torque: 175 Nm

Transmission: Manual 6-Gears

Fuel Tank Capacity: 55 liters

Drive type: FWD

Ground Clearance: 116mm

One of the world’s fastest growing automobile brands, Foton has a record of an accumulative production and sales volume of over 9.6 million vehicles since its establishment in 1996. As per its recent financial report, its brand value is $23.4 billion.

The company is a 50:50 joint venture between BIAC and Daimler, the world’s largest CV manufacturers. Similarly, it has a strategic partnership with ZF, the world's no. 1 transmission system manufacturer as Foton ZF and a strategic partnership with Cummins as Foton Cummins. Foton products are available in 110 countries and has 27 CKD factories internationally.

MAW Vriddhi is the commercial vehicle division of MAW Group of Companies, which is an exclusive distributor in Nepal of many international automotive brands including Yamaha, JCB, Skoda, and Jeep. With the Tunland E and CS2L, Foton is now eyeing a significant market share in Nepal.

Foton Tunland E

The Foton Tunland E is a luxurious compact pickup sold by the Chinese manufacturer Foton Motor, sold in China as well as Australasia, Colombia, and emerging markets. Foton says the Tunland E combines the power, performance, and reliability of established, globally-reputed brands for its major drivetrain elements. The double cab pick-up comes with a premium design, upgraded technology features and performance, higher levels of interior quality, and improved comfort compared to the outgoing model. It gets new headlights with LED DRLs, a new front bumper and grille, and chunkier wheel-arch flares.

The new generation 2.8L engine with max power rating reaches 113 bhp at 3,600 rpm. With newly added Variable Geometric turbocharger (VGT) system and a high-pressure common-rail, it increases the max torque of 280 Nm at 2,400 rpm with low speed scope to improve the transient response ability and reduce fuel consumption.

The Tunland E will be Foton’s entry into the competitive pick-up market.

Foto View CS2L

The Foto View CS2L is the only 19-seater van in the country. 

On the outside, the micro-van features a chrome grill, aluminium alloy rim, fully closed side window, and chrome plating on the rear-view mirror and the doorknob. Comfort and convenience features include a rear AC vent and a reverse camera.

The Foton View CS2 is also equipped with a four-channel ABS + EBD, upgraded brake lights, electric mirrors, an anti-glare rear-view mirror, as well as additional devices to ensure road safety. Dual airbags, a collapsible steering column, and three-point seat belts are standard features that ensure the safety of the driver and passengers. It features a roof emergency escape hatch and a safety hammer with which the window can be broken in case of an emergency.

Powered by a 2,800cc Cummins diesel engine, the View CS2 makes 147 bhp of power and 330 Nm of torque. Foton says the powertrain is based on a modular design concept i.e. it has 40 percent fewer components than similar other products. The View CS2 is available in various configurations to suit the customer’s needs.

The new BS6 Ray ZR 125 FI

After the Fascino 125 FI BS6, Yamaha Nepal is all set to add a second BS6 scooter to its portfolio.  The BS6 Yamaha Ray ZR 125 FI will be launched digitally, using IoT and Artificial Intelligence, making it a one-of-a-kind virtual event in the Nepali auto landscape. Surprisingly, Yamaha is the only manufacturer to launch successive BS6 models in the country. 

The 2020 Yamaha Ray ZR 125 FI BS6 gets a noticeable cosmetic upgrade compared to the outgoing model. It now gets a Y-shaped LED position light, new front apron, and new livery. In terms of features, it has a new digital instrument cluster, a Stop and Start system, Smart Motor Generator for a quieter start-up, Side Stand Engine Cut-off Switch, and a Unified Braking System. It continues to be powered by the same engine from the Fascino 125 FI, which makes 8.2 PS of max power at 6,500 rpm and a peak torque of 9.7 Nm at 5,000 rpm.

Would you be willing to sell your everyday commuter motorcycle and replace it with a scooter? How about if we tell you that it’s a maxi-scooter? But, what if you had to shell out more cash to acquire the said maxi-scooter, in addition to the money you received from selling your old motorcycle? Made you think, huh?

Here’s what we’re getting at. We have with us, the Yamaha NMAX: Yamaha’s 155cc offering from its ‘X’ scooter family. For those who remember, the NMAX is reminiscent of the Kinetic Blaze when it plied the streets of Kathmandu over a decade ago. Its power figures surpass those returned by the majority of motorcycles in the 150cc segment. Further, it is the first scooter to feature fuel injection, and dual channel ABS in Nepal. 

Anyone presuming the NMAX to be just another scooter would be gravely mistaken. The NMAX is the Mr. Hyde of the scooter world; a kind, well-respected scooter that happened to meddle with the dark side of automotive mechanism and thus transformed into its alter ego that’s significantly larger, more powerful, and exhibits evil intent. 

Styling and Design

Appearance-wise, the Yamaha NMAX 155 is a handsome devil. And it’s well built. 

The NMAX looks good on the biggest person we have in our office and for a scooter that prides itself on size, that is a compliment. We are talking about a person so large, he makes the Bajaj Dominar look like a Pulsar 150. Our point being, the Yamaha NMAX is a big boy maxi-scooter. 

It has a two tone body color, and a smooth flowing design, giving it a European flare. The bulbous front gets a large single unit, twin eye, headlamp flanked by side indicators on the body panel. The lines that define the NMAX aren’t very aggressive, but neither is it a dull design. If Yamaha were looking to hit that middle of the road, ‘timeless’ look with the styling, they have achieved it. 

The seats are large and comfortable, good enough to keep your rear ends well rested on your daily excursions. The ergonomics are also relaxed and easy going. Footrests are large and you have the option of changing your feet placement to a relaxed or higher up position for a more cruiser experience. While we’re not completely sold on the cruiser-style foot placement, we definitely like the acres of legroom that you get. 

As motorcycle riders reviewing a maxi scooter, we really liked that the fuel tank cab is up front, and between your legs. There will be none of that ‘getting off your seat and flipping it up to refuel’ nonsense anymore.

When you will be flipping open the seat is to stow away your helmet or your belongings. You can just accommodate a full faced helmet in the space provided. You also get easy to read LCD instruments, including a bar type fuel gauge, speedo, clock, and fuel economy data.

The Yamaha NMAX runs on sizable rubber with 230mm front and rear rotors, with single piston calipers.

Performance

When you first sit astride the rather large frame of the Yamaha NMAX 155 you still expect it to perform like your run of the mill scooter. However, you will be pleased to know that the NMAX is no slouch. It’s quick to get off the mark and continues to provide decent power throughout the rev ranges. That’s thanks to the 155cc SOHC single-cylinder engine that churns out 14.9hp and 14.9Nm of torque. Its Blue Core engine also features a variable valve actuation, which is set to enhance efficiency of power delivery.  

On the road the NMAX 155 handles well. It’s stable and feels firmly planted on straights. Thanks to the grippy tires, you also get the confidence to take on the turns. Bumps and potholes are subdued with the help of a twin shock rear suspension system and smooth-action telescopic front forks. Stopping duties are undertaken by the 230mm front and rear discs with ABS, which further enhances the rider’s confidence.

We’ve always felt that safety wise, scooters do not belong on the highways. However, we can definitely see ourselves going on long haul rides with the Yamaha NMAX 155. This is one of the few ‘scooters’ (maxi-scooters) in which we would feel comfortable riding the highways. That is mainly thanks to the quick delivery of the powerful and sharp ABS equipped brakes. 

Verdict

Again, the Yamaha NMAX 155 isn’t your average scooter. It’s the Mr. Hyde to every Dr. Jekyll scooter. 

You get more power, more comfort, and an overall better driving experience. All positives in our book. However, you have to wrap your head around the price tag of Rs 459,900, which can be challenging. 

The ‘maxi-scooter’ is still a young product concept for the Nepali market. Ahead of it is the task of shrugging off the “still a scooter” mentality that people could have about the NMAX. Then it has the difficult duty of encroaching the new-fangled notion that a scooter can have a serious touring prospect. 

Nevertheless, we are positive about the future of maxi-scooters in Nepal. We loved the experience of riding it around town and the bigger highways. We might even consider switching out a smaller commuter motorcycle for the comforts and riding amusement of the Yamaha NMAX 155—if only we could get around that price. 

SPECIFICATIONS

Displacement: 155cc      

Cylinders: Single cylinder

Max Power: 14.9BHP @ 8,000 rpm         

Maximum Torque: 14.4 Nm @ 6,000 rpm

Front Brake Type: Hydraulic single disc, 230mm

Rear Brake Type: Hydraulic single disc, 230 mm

Fuel Tank: 6.6 liters

Price: Rs 459,900

With the lockdown lifted, the economy is now looking to regain its composure. Getting off on the right foot, CG|Motocorp has launched the all-new Suzuki Vitara Brezza petrol in the Nepali market. This adds another option in the popular compact SUV segment. 

The price points for the new Brezza comes in at Rs 41.69 lakhs for the VXi variant and Rs 44.69 lakhs for the ZXi+ variant. The company will provide a cash discount of Rs 3.70 lakhs for the first 50 buyers. Suzuki says the newest Vitara Brezza offers enhanced sportiness, bolder looks, stronger stance, premium interiors, along with a host of other new features.

The new Vitara Brezza has a fresh front-end, including a new design detail below the chrome grille that extends to the front bumper, larger fog lamp housings, and turn indicators that are near the headlight unit. The new model also incorporated alloy wheels and a redesigned rear bumper. The compact SUV will be available in three new dual-tone color options: Sizzling Red with a Midnight Black roof, Torque Blue with a Midnight Black roof, and Granite Grey with an Autumn Orange roof.

The interior of the Vitara Brezza is an all-black cabin and with a new SmartPlay Studio 7.0-inch touchscreen infotainment system, cruise control, and automatic wipers. The safety kit remains unchanged with dual airbags and ABS being part of the package. The Vitara Brezza shares its 105hp and 138Nm, 1.5-liter K15B petrol engine with other Suzukis like the Ciaz, Ertiga, and XL6. The compact SUV will be offered with a 5-speed manual with Smart Hybrid.

Speaking at the launch of the all-new Vitara Brezza, Executive Director of CG|Motocorp, Mr. Karan Chaudhary said, “The Nepali customers are dynamic, aspirational, and are uncompromising when it comes to owning the best car available. Vitara Brezza launched 4 years ago and has become one of the largest selling SUV brands in the country. The all-new Vitara Brezza is bolder, sportier, and more powerful. We are confident this new model will continue the rich legacy of its predecessor with an overwhelming customer response.”

The compact SUV will compete against the likes of the Hyundai Venue, Tata Nexon, Mahinda XUV300, and Ford Ecosport.

Comparison chart

Riding on rainy days is different to riding on comparably drier ones. For many people, the idea of riding through a wall of rain can be daunting. However, for some, gliding with the pillows of heavy clouds blanketing the tar black skies, waiting for the rain to soak into the skin, and listening to the sound of their machine blurring into the long whirring noise of the downpour can help breathe life into their souls.

If you’re among the people who love riding in the rain, or are compelled to ride in the monsoons, you need to take necessary precautions. With decreased visibility and slippery roads, motorcycles are more susceptible to the dangers of the road. So, if you are going to be riding in the downpour, these are the things you need to keep in mind.

1. Maintain a safe speed

When riding in the rain you need to significantly decrease your speed. The rain creates slippery portions on the road and lack of traction is a very real problem.

If you’re riding at a slower speed you will be able to avoid hard braking and anticipate dangers on the road better.

PRO TIP: Avoid the first showers. Leaked oils and coolants on the roads (which can be extra slippery in the rain) are more likely to be washed away with the first rain.

       2. Brake more carefully

Depending on the front discs alone is going to get you into trouble. During the rain, the chances of the front tires washing out under hard braking are higher.

It is advisable to use both the front and read brakes (as you always should). And ensure that your brakes are in good working condition and the brake fluids are topped up.

       3. Keep your headlights on

Decreased visibility on the roads isn’t only applicable to you. Other drivers are also going to have a hard time seeing you.

That is why you should do your part to make yourself more visible. Keeping your headlights on, even during the day, is the easiest way to do so.

PRO TIP: Wearing reflective gear will help you be even more visible.

        4. Focus on the road

As riders already know, Nepali roads aren’t the best. Uneven patches, muddy tracks, potholes, waterlogged areas, stray dogs, pedestrians, and various other unpredictable factors need to be kept in mind when it’s raining.

Your focus needs to be on the road and what’s coming up. Look out for road signs, especially in low visibility, and brake accordingly. If you have a pillion rider, ask him/her to be alert and look around for any possible issue.

PRO TIP: Also avoid stopping or parking near trees, as they are more likely to be struck by lightning, or a broken branch may fall directly on your vehicle.

       5. Maintain distance

Most of us don’t have a habit of maintaining a safe distance with the car in front of us. But during rainy conditions, you need to increase this distance from the distance you normally keep. Due to loss of traction, stopping the bike takes longer on wet roads than on dry roads.

       6. Avoid water-logged areas

We just received news of a Safa tempo drowning on a street in Kathmandu, which is a good segue to our last point.

Avoid water-logged areas. You might have noticed massive potholes and occasional open manholes on the roads of Nepal. Well, there are chances of these hurdles sneakily hiding under massive puddles. So, always tread carefully.

Water can also severely damage your engine. If you do find yourself wading through high waters, make sure you maintain a consistent speed with steady throttle input so that water does not enter in through your tailpipe. Do not stop unnecessarily in water-logged areas.

If your bike stalls, get off and push the bike out of water.

To sum it up, if you are riding in the monsoon, make sure you are extra-cautious. Make sure you have the motorcycle checked and ready to face the monsoon. A healthy bike will perform better and will be more reliable.