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Tourers are the new black in the motorcycling world. The idea of motorcycles being more than just a medium of transport is quickly picking up. There are more and more people asking more from motorcycles. Getting someone to their office and back does not cut it anymore. While there are many groups of people that look for various other aspects, one increasingly popular trend is travelling on motorcycles.

That is the segment where Bajaj Dominar, Bajaj’s Power Cruiser, had decided to set up shop when they first launched it back in the end of 2016. This also meant that the Dominar would go up against the OG of the segment… the Royal Enfield. A tall order when you consider how loved the thumper is in India.

Has it been able to snatch away the throne from the Enfield? Not quite. However, the Bajaj Dominar turned out to be a pretty decent motorcycle in its own respect. But, as with anything and everything, there is always room for improvement. The new Dominar ups the ante with its new upgrade, and we rigorously test out the new avatar.

How has it changed in terms of looks?

There are some substantial changes in the New Dominar, although they might not be apparent at first glance. We couldn’t get hold of the Dominar in the striking ‘Auroral Green’ avatar (because of unavailability), which is among the most visible changes in the new Dominar. But even in the black color scheme, there are plenty of changes that you should quickly pick up on. The first would be the new 43mm upside down forks that replace the telescopic 43mm forks. The new beefy addition enhances the already robust demeanor of the Dominar. These are essentially the same set of cartridge-type forks seen on the current KTM 390 Duke.

Other changes that only keen observers will notice immediately are the revised internals for the headlamp and tail lamp units. There’s a factory-fitted tank pad as well and a prominent ‘D’ logo on the pillion seat. There is also a new dual-barrel end can that gets a matte finish. We also like the new cast aluminum stalks for the rearview mirrors. Staying true to their touring commitment, the Bajaj Dominar gets four nylon straps under the seats that can be pulled out for attaching tail bags and other baggage accessories.

For the instrument console the Dominar gets the familiar all-digital display that gets an addition of average fuel consumption for both Trip A and B, dynamic and average fuel economy, and distance-to-average. What is completely new is the secondary display that finds its place above the fuel tank cap. This display indicates the gear position, time etc., but it does not fall into your peripheral vision when you’re riding which means you’ll have to take your eyes off the road to look at it properly and that isn’t too great.

How has the riding and handling changed?

The Bajaj Dominar always impressed us with its performance. There were plenty of horses (35BHP @ 8,000 rpm) and they were delivered pretty linearly through the rev ranges. We could definitely see it as a long term tourer. The upgraded Dominar has some substantial changes that makes the riding the Dominar even better. The Single Overhead Camshaft (SOHC) is replaced with a Double Overhead Camshaft. The power output has been bumped up to 40BHP@ 8,650 RPM and the torque remains the same, 35Nm that arrives 500 rpms later at 7,000 rpm.

What this translates to again is a motorcycle that feels at home on the open highways. While it’s easily capable of staying in the triple digits, the Dominar feels most at home between 70kmph to 100kmph. You really begin to experience the extra power when you’re higher up in the rev ranges and things start to pick up. Thankfully, the Dominar is rock steady and inspires confidence. You will find yourself quickly moving through the gears and finding a nice cruising speed. And when you need it, you can wring the throttle and the Dominar will eagerly propel you further with more power. The throaty rumble emitted by the Dominar is praiseworthy and would serve as a pretty welcome companion on your tours. Another welcome change is the decrease in vibrations, which only creep in when you’re really pinning it.

The new USDs work great in handling the rather large bulk and it has certainly enhanced the riding experience by a couple of notches. It provides great straight line stability and works over time to keep nice and tidy on the corners. The 320mm front and 230mm disc brakes provide the stopping power assisted by dual channel ABS. Keen enthusiasts will notice that the front brake rotors are now on the other side on the new Dominar.

Verdict

The new Bajaj Dominar tidies itself up pretty well, and considering how good the first Dominar was, that is very good news. The reduced vibrations, new upside down forks, the bump in power and an overall improvement makes the Bajaj Dominar a very exciting prospect for people who want their motorcycles to be more than commuters. As a tourer, the Bajaj Dominar serves the purpose very well.

The Toyota Hilux is the one of the best—if not the best-selling— pick-up trucks in Nepal. The Hilux is a name that has long been associated with utmost durability and reliability. Coincidentally Hilux is one of those vehicles rarely seen even in the second-hand market. People don’t want to sell their Hilux. But as the pick-up truck segment has seen an increase in demand and owing to high custom duties, the most popular pick-up trucks are all approaching the jaw-dropping 1 crore price tag—with some even surpassing that mark. Toyota is also on the same boat with its new generation Hilux, which is speculated to cost over a crore rupees when it launches. With the price tags rising in the segment Toy­ota has launched the Hilux 2.4L Edi­tion. An affordable Hilux with the same uncompromised reliability that the company is known for. But who is this cheaper Hilux for? Does it feel like a downgrade from the regular Hilux? Is it less reliable? We find that out today.

Still a handsome looker…

Much like the more expensive model, the new Hilux has a body for every purpose. Up front the Toy­ota Hilux 2.4L looks like any other Hilux with a few notable and cost cutting changes. You get bold and an imposing front grille with conven­tional halogen headlamps instead of an LED setup. The profile of the pick-up truck is muscular with large fenders flanking the single strong character line. The tail lamps boast a sleek modern design. Other chang­es include an all-black electrically folding ORVMs and 17-inch all-terrain steel wheels. Coming to the pick-up bed, the Hilux boasts the longest deck space in its class, which allows ample space for load and luggage. The protective bed liner can be fitted to shield the deck form scratches. You get the Toyota Hilux 2.4L in 8 different colors.

The interior has been redesigned…

To provide more space for all pas­sengers. At the front, there’s more shoulder room and headroom. The seat adjustment range has also been widened to suit individual body shapes. Plus, increased legroom at the rear means everyone arrives completely relaxed and ready for the next Hilux adventure. This pick-up is all about quality surroundings and attractive, durable materials paired with the latest technology to max­imize your comfort. A first-in-class electronic control to reduce body pitch and bounce ensures the ride feels as smooth as in a premium SUV. Equally, the newly designed adjust­able High Fabric seats offer great­er comfort and support, while the height and depth adjustable steer­ing wheel can be set to your ideal seating position.

Air conditioning and a clean air filter are also available and there’s even a 220V outlet in the center console to keep your electron­ic devices charged. In-car ameni­ties include tilt and telescopic steering wheel, power windows, electrically folding ORVMs, engine start-stop button, high fabric seat material, car audio system, and many more. Apart from this, you get three airbags (a driver’s knee airbag and SRS airbags for both driver and front passenger), ABS & EBD, and a 4WD transfer dial (Easy switch from 2WD to 4WD with just a twist of a knob).

Powering this new Hilux…

…is a new 2.4 liter 4-cylinder turbo diesel mated to a 6-speed manual transmission. The High-Pressure Common Rail Fuel Injection Sys­tem resulting in improved power, fuel efficiency, engine response and acceleration. The same is true for the efficient new 6-speed manual transmission, adding to the premium SUV-style driving sensation. The 2.4 liter 2GD-FTV diesel engine demon­strates excellent performance, in particular in low to mid rpm torque ranges, with outstanding accelera­tion as a result.

Fuel efficiency has also been enhanced, while noise levels are kept to a minimum. This motor makes 147 BHP and 400 Nm of peak torque. While pick-up trucks and narrow urban roads have never been the best of friends, the Hilux 2.4L is an amazing performer on the highways, speeds rather quickly and silently for a pick-up of this size, and you will basically be able to overtake any­thing in front of you provided you are a veteran.

The Hilux 2.4L also comes with a 4WD transfer case located con­veniently on the console. With one twist of a dial you will easily be able to switch from two wheel drive to four high and four low, which mul­tiplies the Hilux’s off-roading ability. Aside from larger shock absorbers that significantly increase ride com­fort and stability, the overall sus­pension of the Hilux has been great­ly enhanced to provide improved roll stiffness, off-road traction, and wheel articulation. Overall, the Hilux 2.4L doesn’t feel any different to drive than the regular Hilux—it is still full of power and the capability to overcome any terrain with ease.

The Toyota Hilux 2.4l Edition is for people…

Who want a Hilux without paying a mind blowing sum. As most pick-up trucks in their segment have already crossed the Rs. 90 lakh barrier the Toyota Hilux 2.4L Edition comes as wise choice when you consider the exceptional reliability and great per­formance given by the name tag, and with a price tag that is still affordable. The Hilux 2.4L Edition, at the end of the day, is for those people who want to buy a more affordable Hilux, drive it to the nearest aftermarket work­shop and add a whole suite of modi­fications and slap 20-inch wheels on it. It is for people who want a Hilux and personalize to make it their very own. All this makes the Toyota Hilux 2.4L a worthy purchase  

 Few motorcycle brands can claim a following more loyal than Har­ley Davidson. The brand carries a lot of creed, even for the non-bik­ers. Iconic and irresistible, it encap­sulates so much with its unapologetic machines, with an illustrious legacy spread over an endless assortment of Touring, Softail, Sportster, and CVO family. However, the times they are a changin’. Enter the Street Series—a different recipe that veers away from the tra­ditional Harley styling to something that is more urban and sport-ori­ented. Introduced by Harley David­son at the EICMA Show in 2013, the Street Series targets entry-lev­el buyers in the US and upmarket buyers in the developing mar­kets. Available as a 750cc model, the Street Series bikes are nim­ble and middleweight motorcy­cles build to take on city streets. And these are our thoughts on the Street Rod 750, the Street 750’s sporty cousin.

First things first…

…The Street Rod shares its design with the Street 750. But, as with most models in Harley’s Dark Cus­tom range, the Street Rod stands out with its purposeful styling. And the drag style bars with bar-end mir­rors, Screamin’ Eagle slip-on muffler, blacked-out finishes and the 13.1-liter tear-drop tank calls out for a strict attention. The rest of the bodywork is a tasteful blend of HD’s flat-track heritage, American drag racing and streetfighter elements.

The Street Rod 750 measures 2,130mm in length while the ground clearance is 205mm. The wheelbase of the Street Rod 750 is 1510mm. The taller ground clearance and the new 17-inch wheels further add to the bike’s athletic stance. Also, the supercharger-inspired air intake does draw attention to the engine.

Visually, the Street Rod appears meaner and more powerful than its more affordable sibling—the Street 750.

At the heart of the matter….

…is a 759cc liquid-cooled V-twin Revolution X engine from the Street 750, but reworked to produce 20 percent more power and 10 percent more torque, which results in 68 bhp at 8,750 rpm and 65 Nm of torque at 4,000 rpm. Harley engineers have bumped the compression ratio from 11.0:1 to 12.0:1, and the redline increased from 8,000 to 9,000 rpm to maximise the mid-range torque. The new single overhead-cam V-Twin engine also features a larger air box, new 42mm dual-throttle bodies, revised four-valve cylinder heads and high-lift camshafts, and a new exhaust muffler to enhance the airflow.

It does exactly what it says on the paper. The engine produces more torque through the mid-range and power at the top-end. The sweet spot for the motor lies between 3,000 and 5,000 rpm, and the result is a torquey machine with extra revs at your disposal. Once you wring the throttle, the bike leaps forward with a calm demeanor. Throttle response is great and power delivery linear. There is no change in the six-speed gearbox which has been taken from the Street 750 with the exact same ratios. Hit the twisties and the bike encourages you to push it even hard­er. And, the exhaust note begs you to be heard even louder.

The Street Rod bears a ‘Bull­dog’ stance that is…

…poised and aggressive. Instead of sitting back in a relaxed position, you sit up on the bike in a forward stance and the flat handlebars ascer­tain this fact. The forward seating position is not ideal for taller rid­ers. Compared to the Street, you sit 45mm higher on the Street Rod, and the first thing you’ll complain about is the ergonomics. The seating position is cramped and the high-set mid-mounted foot pegs will take some time getting used to. The rub­ber heel rest on the right exhaust is annexed to the top of the silencer shroud to mitigate the limited foot control placement. But instead of covering the rear brake pedal, you waste your time trying to adjust your foot in the right position. This is the reason why we ended up with using the front brakes more. Could the Street Rod’s handling outshine the uncomfortable ergonomics?

The Street Rod delivers handling that is light and precise at all speeds. While the Street Rod is easy to maneuver, the wide handle bars at times allow only modest room for lane changes in the urban jungle. Because the fork rake is tightened from 32° to 27° for quicker steer­ing, the tighter steering geometry does make it easier to ride the bike through fast swooping curves. With a machine like the Street Rod at your disposal, you’ll want to hit highway speeds once in a while.

Out on the highway, dropping into the rare sixth gear, is where the Street Rod really stretches itself. Everywhere else, it’s just a matter of selecting the right gear and letting the throttle do the talking. Although the Street Rod weighs 238 kg, we had no problem handling the bike at cruising speeds. But squirting in and out of rush-hour traffic can be cum­bersome because of the heat. This is the only downside of the riding the Street Rod inside the city.

The suspension setup for the most part provides a comfortable ride, even on rough or uneven pavements. The front end features 43mm USD forks gripped by lightweight alu­minum yokes with no adjustment. Coil-over piggyback shocks support the rear end with adjustable spring preload that can be adjusted with a standard wrench. The steel swing arm is slightly longer to accommo­date the taller shocks and provide extra traction.

The Street Rod wears 17-inch front and rear cast alloy wheels and MRF rubbers—120/70 rubbers up front and 160/60 on back—facilitating for more lean, with 37.3 degrees to the right, and 40.2 degrees to the left. When it comes to braking duties, the Street Rod gets dual 300 mm rotors up front and the rear, with twin-pot calipers. Anti-Lock Braking System (ABS) comes as standard and its non-switchable. The brakes provide plenty of stopping power where you need it most.

We think the Street Rod is the most-nimble motorcycle in the cur­rent Harley line-up in Nepal.

Should you get one?

The Street Rod is not your typical Harley Davidson. It may not have a macho or a rad appeal like other Harleys, but the appeal is more along the lines of a performance oriented machine with an authentic Milwau­kee heartbeat. Whether you’re a beginner or an experienced rider, the Street Rod 750 will appeal to you with its sporty demeanor and a distinct character.

At Rs 2,700,000, the Street Rod is the second most affordable Har­ley-Davidson motorcycle in Nepal after the Street 750, which is priced at Rs 2,300,000. In other words, it is priced to be almost irresistible for someone looking for a starter Harley. For us, we would still leapfrog to its big bore brothers

Renault Nepal has launched the new Triber in the Nepali market at a starting price of Rs 28.20 lakhs. But the sub-4 meter seven-seater Triber will only be available in a five-seater configuration in the Nepali market. The compact multi-purpose vehicle will come in three trims: RXE (Rs 28.20 Lakhs), RXL (Rs 31.60 Lakhs), and RXZ (Rs 33.99 Lakhs), with over 20 features as standard across all trims.
The Triber gets a sporty look up front with the Renault logo highlighted on the triple edge chrome front grille, which in turn extends to the projector headlamps. The LED DRLs are circled in chrome and black headlamp masks. At the rear, the vehicle gets eagle beak split tail lamps that onto the outside of the wings and taper to point to the center of the tailgate. Other features include front and rear SUV skid plates, roof bars, and black plastic wheel arch protections.
The interior is a modern-day affair with two-tone colors, from deep black for the upper part of the dashboard to a beige tone for the lower part and door trims. It gets a host of features like an 8.0-inch touchscreen infotainment system, Apple CarPlay and Android Auto smartphone connectivity, Auto climate control, tilt steering adjust, seat height adjust, MID display, four-door power windows, powered ORVMs, rear defogger, start/stop button and hands-free card, among others. In addition to the lower glove compartment, which is also cooled, there is an upper glove compartment with a capacity of more than four liters. The Triber offers the best level of interior storage compartments of
up to 31 liters.
The Triber comes equipped with a 1.0-liter 3-cylinder petrol engine which generates 71 Bhp with 96 Nm torque and is paired with a five-speed manual transmission. The Triber has a length of 3,990 mm, and the width and height are 1,739 mm and 1643 mm, respectively. The wheelbase is 2,636 mm, while the ground clearance is 182 mm. Similarly, the vehicle boasts of a massive 625-litre bootspace. The vehicle also comes with functional roof rails with a 50 kg load-
carrying capacity.
Safety features on the Triber include ABS with EBD, 3-point belts in all rows, four airbags (driver, passenger, and front sides), rear parking sensors and reverse camera. The Triber is the outcome of a joint project between Renault teams in India and France and is based on the modified version of Renault’s CMF-A+ platform. It’s available in five color options: Fiery Red, Ice Cool White, Moonlight Silver, Electric Blue, and Metal Mustard.
Triber RxE comes with dual front airbags, ABS with EBD, rear parking sensors, projector headlights, body color bumpers, wheel center cap, dual-tone dashboard, digital instrument cluster, manual AC, front power windows, second row of seats with slide, recline, fold and tumble functions, powered boot opening, and a 12V charging socket
in the front.
Triber RxL has chrome-finished front grille, wheel covers for the 14-inch steel wheels, and blacked-out B- and C-pillars, tilt-adjustable steering, and manual adjust for wing mirrors, remote central locking, 2-DIN audio system with Bluetooth and USB, two front speakers, and cooled storage in central console.
Triber RxZ features four airbags, rear camera, and 14-inch alloy wheels, LED DRLs, keyless entry, push-button start/stop, two front tweeters, rear defogger and wiper O

Škoda’s new-gen SUVs will be big, ultra-spacious, conventionally attractive and, like its sedans, loaded to the gills with features. The first in line to enter our part of the market was the Škoda Kodiaq. Dressed to impress, yet seemingly a very utilitarian family SUV, the Kodiaq definitely seeks to make itself noticed.While it took us a long time to get our hands on it for a proper review, we were finally able to bag its keys.

Exterior

Step up to the Kodiaq and you will immediately notice the Ško­da design language that exudes the class and simplicity of former Head Designer Jozef Kabaň. The crisp details and bold lines easily stand out. The company has brought in the precision of the designs based on Škoda’s new design language for its SUVs.

The concept for its front head­lights is one of its characteristic elements. The Czech-crystal-like, multi-element, all-LED headlights are enclosed in slim and sharply defined pods. They are sharply drawn back and placed flanking the top of the radiator grille to protect it from damage when it ventures off the beaten path.

In the rear, the sharp design lan­guage continues with the rear lights penetrating deep into the fenders. Staying true to the notion of blend­ing form with function, you get a honeycomb strip between the “cat’s eye” reflectors that have an aesthet­ic as well as practical functions. It runs around the edge of the luggage space, protecting the bumper from damage during load handling.

In terms of the stance, the Kodiaq is built like a proper SUV. Then you come to realize that it is a seven seater, for which it is not excep­tionally large. In fact, shorter than the Superb and just 40mm over the Octavia, it is compact.

Interior

So how does it achieve all that space on the inside? First, it uses a transversely located engine as opposed to a longitudinal one, which allows it to have a short bonnet and a long cabin. Then you have the shal­low dashboard allowing the driver to sit far ahead in the cabin for more room. You are put right up against the windshield because of this but it did not pose much of an issue… once we got used to it.

Despite the compact dash, you get plenty of storage space with two glove boxes that get a faux wooden finish, which in turn enhances the up-class appeal of the interior. The dash and door-pad inserts are now finished in piano-black, with the Laurin and Klement inscription on the dash, seats and infotainment home-screen.

Other clever features that make you fall in love with the Kodiaq are things like the door edge protectors that extend to protect the door when it is being opened, umbrella holders in the doors and a mini LED torch that can be magnetically attached to the body of the car to provide illu­mination. You also get what Škoda calls a ‘virtual pedal’ for the boot. With the keys in your pocket, wave your foot under the hatch and the boot lid lifts up. This is for when you’re hauling groceries or other loads and your hands are full; it saves you the trouble of putting your stuff on the ground, opening the boot lid manually like a Neanderthal, pick­ing up your stuff and loading it in. However, it does not always work perfectly, and we imagine you would look somewhat like a doofus holding several bags and prancing on one foot behind your car. But we would definitely take the gamble as it is a pretty cool feature once you get the hang of it.

Performance

But, if you’re in the Škoda Kodiaq, short drives will rarely ever suffice. The Škoda Kodiaq is well adept to get you through the daily grind. It is luxurious, comfortable, and easy to drive around. However, you will always find yourself itching to take the Kodiaq out for longer drives, the ones where you just set out with no destination in mind, only certain of discoveries and adventures that the world holds for you.

Regardless of where you head out to, the Škoda Kodiaq is a willing com­panion. Under the hood is the VW Group’s 2.0 TDi engine that shells out 150BHP and a healthy 340Nm of torque from 1,750rpm. More impor­tantly you get the seven-speed twin-clutch gearbox which is one of the best in the business.

This combination allows the Kodi­aq to make a massive impression on the driver. You might notice a slight turbo lag at lower revs, but once you’re past the 1400rpm mark the Kodiaq moves at a surprising pace. It moves effortlessly, belying its mass. The mid-range torque feels punchy and the motor shows sin­cere eagerness to rev, especially in Sports mode where the gears hold longer and the throttle response is improved.

Ride and handling fare better on smoother roads and at higher speeds. You do tend to feel sharper road undulations at lower speeds, but the firmer set suspension makes for fewer body rolls. The stiffness also pays dividends when at high­er speeds, allowing the passengers to ride in comfort. Steering is light and relaxed, cornering quickly and with confidence as well as slaloming through traffic with nimble grace. The AWD is continuously working in the background here, and in sit­uations where we pushed the car through a corner quicker than we should have, it pulled us in to main­tain the car’s line.

Verdict

We see the Škoda Kodiaq as a mas­sive stomp by the company into the SUV segment. Škoda has always been clever and premium, and their first SUV exudes just that with the Kodi­aq. The SUV gets the premium treat­ment through and through. It’s filled to the brim with features, especially with the L&K variant that we had on hand; just what you would expect from Škoda.

Based on the short time we spent with the Kodiaq, we can say it’s a car you can fall in love with. It has the characteristics to serve you as long-term companion, one that you will not tire of. One that you take out to the roads of Illam and take a moment to pullover, slip into the back seat, recline, lay back, and listen to the solemn pitter patter of the rain as you gaze up at the gloomy clouds through the panoramic sun roof.

The only thing in our way is the price tag of Rs. 15,800,000

MG has carried over the combus­tion look of the ZS to the EV mod­el and, frankly, it is the best deci­sion they’ve made, as the ZS was already such a handsome looker. The only difference you will able to notice straightaway is the sealed front grille, just as in any other EV. But in the ZS EV, the MG logo on the front grille doubles up as a cover that houses the charging port of the vehicle. Apart from that it is the same beautiful front with the chrome border similar to what you’d find on a Mazda CX-3 and the huge MG logo is very VW. The headlights with their sharp DRLs is similar to a Mazda CX-5; we don’t mind it is similar as it is all beautiful.

Over on the side, the first thing you will notice is the new EV wheels with thick spokes; these 17-inchers look real smart. A strong singular line cuts under the window and meets the curve at C-pillar making the car look sleek. The large windows imperson­ate a full-size SUV. The roof rails and plastic claddings further emphasize the SUV nature. The rear doesn’t see any changes except the addition of an EV badge next to the ZS name. Overall the MG ZS EV is a great look­er even though it doesn’t have many frills to grab your attention. It blends in perfectly into the city traffic and doesn’t scream, “Look at me, I am electric” and we quite like that.

Interior

The cabin of the ZS EV is the same one you will find in the regular ZS, without the gear lever of course, which has been replaced by a rotary dial gear selector and other chrome finished tabs on the console that let you fiddle around with driving modes, regeneration braking and battery information. Apart from that, the moment you step in, the cabin feels light and airy, all thanks to the huge panoramic sunroof and large windows. Visibility outside is great from anywhere you sit.

On to the dash, there are soft-touch materials on the top half of the dash which feels premium. Those circular AC vents carried over from the regular ZS are so good you can’t help but reach out and touch it from time to time for no reason at all. The 8-inch touchscreen infotainment system comes with all the bells and whistles you expect and is clear and responsive. It also has with Apple CarPlay and Android Auto. However, the software experience could have been improved.

Performance

The MG ZS EV is powered by a 44.5 kWh battery that generates 148 electric horses and 350 Nm of peak torque. Now we know the Hyundai Kona EV and Kia Niro EV put out larger numbers and are faster. But we assure you, the ZS EV isn’t slow.

Dial it into drive, put it into Sport, hit the accelerator, and the ZS EV will throw you back into your seat, the instant torque available on tap capable of sending the ZS from a standstill to 100 km/h in 8.2 seconds. The Sport mode stiffens the steering wheel, giving it much needed heft and feedback that is otherwise miss­ing on other drive modes. The car feels confident and planted out on the road and although the suspen­sion is on the softer side turning in at high speeds invites way less body roll than we had predicted, which is amazing.

All that power has been delivered in a way to ensure maximum occu­pant safety. The MG ZS EV scored the maximum Five Stars in Euro NCAP rating. The ZS EV scored impressively in all areas of the Euro NCAP test, including the four key test categories: Adult Occupant, Child Occupant, Vulnerable Road User, and Safety Assist. The ZS EV was awarded 90 percent in the adult occupancy rating, 85 percent in child occupancy safety rating, 64 percent in the vulnerable road users rating, and 70 percent in the safety assist system category. You get six airbags and all the latest safety tech that will protect you and everyone on board the ZS EV.

Verdict

The ZS EV comes at an aggressive price tag of Rs 49.99 lakhs, which makes it one of the most afford­able all-electric compact SUV in Nepal. But that is not all. The afore­mentioned price includes a 7KW AC charger which no other manu­facturer is offering at the moment. This included charger juices up the ZS EV from 0 to 100 percent in just six and half hours, mak­ing the ZS EV a lucrative deal. A spacious, good looking car with enough power to always keep you satisfied, with an affordable tag that also includes a powerful charger. We’d say that the MG ZS EV is an electrifying bargain O

Exterior

The car is tall, boxy and features upright pillars and high-set bonnet—important credentials in SUV design. The S-Presso wears chunky cladding on the lower portion of the bumper to add some mass to the design and it works to an extent. But we recommend you pay extra to add more cladding on the car. The four slot grille has a big Suzuki logo at the center and is flanked by angular headlights, which make for an appealing fascia. The profile of the S-Presso is simple without looking boring, and the height just about right when viewed from the side (except for an element that sticks out like a sore thumb, which we’ll get to later). On the rear, the tail-lights are simple to look at. You’ll find plenty of cladding on the rear bumper but, again, we recommend kitting the S-Presso out with a roof spoiler and skid plates.

Let’s address the only negative aspect about the S-Presso look. The car has been given huge squarish wheel arches with exaggerated height, causing a massive gap between the wheel and the rest of the body. It tries to look like an SUV, and yet the square shape makes the already small wheel look much smaller. You get 13 inch wheels on the regular car and 14 inch on the VXI+. And sadly, no alloy wheels even on the top variant. The wheel well itself is without cladding, and so looks crude and unfinished. Really, in an otherwise great design pack, the overly small wheels are the only things that don’t quite fit in.

Interior

The Suzuki S-Presso comes with a speedometer, not in the conventional position behind the steering wheel, but atop the circular center console that looks like a work-in-progress console taken from the Mini Cooper. The big font of the digital speedometer makes it easy to read but the odometer isn’t quite as legible and there’s no tachometer. The circular center console is also home to the infotainment system. Top-spec models feature Suzuki’s latest Smart Play Studio unit that houses a 7.0-inch touchscreen unit. The screen is responsive and gets you Android Auto and Apple Car Play. Below the console are the knobs and buttons for the manual AC and heater.

The rear-seat experience is surprisingly good. The flat seat is more supportive than it looks and even 6ft tall occupants will find sufficient head and knee room at the back. There’s enough space to tuck your feet under the front seats, which also increases comfort. But the rear works best for two occupants; the cabin isn’t wide enough to seat three abreast in comfort. The S-Presso’s boot is rated at 240-liter but it certainly seems larger. There is plenty of room for luggage and you’ll be pleased with how much you can fit at the back. The high lip and low boot floor make loading heavy luggage a bit of a task though.

Performance

Does the S-Presso give you the feeling of an SUV? A resounding yes… The seating position on the S-Presso mimics a full size SUV; you sit high up with a wide view of the road. You can see the entire bonnet of the car clearly from end to end which eliminates the guesswork maneuvering that’s evident in a sedan or a hatchback, and makes navigating the S-Presso an absolute breeze, even in the narrowest gullies. Due to this alone, the Suzuki S-Presso is an instant recommendation for new drivers as we know how difficult it is to drive a car when you’re still in that beginner phase. New drivers will feel covered in a blanket of confidence behind the steering wheel of the S-Presso, encouraging them to drive without the risk of unknowingly scraping their car on tight turns.

The S-Presso is powered by a 1.0-liter, three-cylinder petrol engine mated to a 5-speed manual transmission that makes 68hp and 90Nm of torque. By no means SUV standard, but, again, more than enough for inner city commute. The K10 engine was already refined to begin with and the hardware upgrades required for BS6 emission norms have made this little oil burner run quieter, with the idle being almost silent. Power delivery is smooth and the engine pulls cleanly even from a lower rev range. However, be ready to drop a gear and mash the gas if you’re aiming for a quick overtake on the highways.

Verdict

Yes, it drives on awfully small tires, it isn’t as practical as an original SUV, it doesn’t have any on-road or off-road performance like an SUV... and certainly no 4WD system. But as a means of giving you the SUV feel and providing that command on the road, starting at just Rs 22.99 lakhs, Suzuki seems to have hit the nail square on the head with the S-Presso. An excellent choice for people looking to get their very first SUV.

Kia might have been slightly late to the compact SUV niche, but it is here now and ready to take up gloves and slug it out in this diffi­cult segment. Why difficult? Because it’s going head to head with the likes of Hyundai Creta, Tata Harrier, Nis­san Kicks, Jeep Compass, and Suzuki Vitara Brezza.

But the Seltos has made rounds in the automotive industry even before the official launch. For the curious ones, the Seltos name is really meant to be Celtus, the Greek name of the son of Heracles. But as Kia SUV badg­es all start with S (Sportage, Soren­to), so someone in the marketing department decided to misspell it, and so the name stuck.

The Seltos has a stylish design, especially up front where there’s an intricate cluster of headlights and LED daytime running lights integrat­ed nicely into the front bumper, with some nicely textured and chiseled lines. On the back, things are simpler but still good-looking.

Step in and the Seltos is pretty much what you’d expect from a mainstream compact SUV. It’s mod­ern and jam-packed with features, without feeling overly luxurious. (We are yet to drive the Seltos and a full review will soon follow.)

Bookings were already open in September 2019, and the pric­ing was disclosed last month. The base variant of the Kia Seltos has been priced at Rs. 49.90 lakhs and will top out at Rs. 66.90 lakhs. As of now, Kia Motors Nepal will only bring the Tech Line variant in the Nepali market.

The Seltos will be available in two engine configurations: a 1.5-liter pet­rol and a 1.5-liter diesel, and five trims—HTK and HTK+ in petrol, and HTK+, HTK+(AT), and HTX+ in diesel. The 1.5-liter petrol engine delivers 114 Bhp of power at 6,300 rpm and 144 NM of torque at 4,500 rpm. Sim­ilarly, the 1.5-liter diesel churns out 114 Bhp at 4,000 rpm and 250 Nm at 1,500 rpm. While the petrol variant will be available in a 6-speed manual gearbox, the diesel variant will be offered with both 6-speed manual and automatic transmission options.

Considering the great attention the Seltos has been receiving in the Nepali market, the compact SUV should be able to make a good impression. Below are the trims, price, and features.

FEATURE

 Kia Seltos HTX+ [Rs. 6,690,000]

> 1.5-liter diesel with 6MT

> Isofix child seat mounts

> Tyre pressure monitoring system

> Standard all four disc brakes

> Automatic LED headlamps with DRLs

> LED light bar

> LED tail-lamps

> 17-inch alloy wheels

> Leather-wrapped steering wheels

> Steering wheel tilt and telescopic adjustment

> Rear reclining seats with 60:40 split and adjustable headrests

> 10.25-inch touchscreen infotainment

> Ambient mood lighting

> Anit-glare inside rearview mirror

> UVO connectivity features

> Wireless charging

> USB ports for the second row

> Air purifier

> Automatic air conditioner

> Six airbags

> Vehicle stability management (automatic only)

> Hill-start assist (automatic only)

> ESC (automatic only)

> Front parking sensors

> UV Cut glass

> 8-way power adjust for driver’s seat

> 7.0-inch multi-info display

> 8-speaker Bose stereo sound system

> 360-degree camera

> Driver rearview monitor

> Ventilated seats

> Wireless charging

> Power sunroof

> Rain-sensing wipers

Kia Seltos HTK+ [Rs 5,340,000- 6,090,000]

> A 1.5-liter petrol with 6MT [Rs 5,340,000]

> A 1.5-liter diesel with 6MT [Rs 5,790,000] and 6AT [Rs 6,090,000]

> 16-inch alloy wheels

> LED mood lighting with sound effects

> Power folding mirrors

> Rear wiper and washer

> Smart key with push-button start

> Cruise control

> Rear sunshade

> Rear parcel tray

> One-touch up and down for driver’s window

Kia Seltos HTK [Rs 4,990,000]

> A 1.5-liter petrol with 6MT

> ‘Ice cube’ LED fog lights

> Electrically adjustable ORVMs with in-built turn indicators

> Front USB charging

> 6 Speaker music system

> Touchscreen infotainment system with Apple CarPlay and Android Auto