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Specifications:

Displacement: 749cc

Cylinders: 2

Max Power: 47 bhp (Street)/ 70 bhp (Street Rod)

Max Torque: 59 Nm @ 3,750 rpm (Street)/ 62 Nm @ 4,000 rpm (Street Rod)

Gearbox: 6-speed

Transmission type: Chain Drive

Harley-Davidson Nepal has introduced the Street Rod 750 and the Street 750 in Nepal for a price of Rs 2,700,000 and Rs 2,300,000 respectively. These bikes are from the Harley Davidson Street family and are entry level bikes.

The Street 750 is the most affordable motorcycle in Harley’s line-up and is also the stepping stone into the Harley Owners Group. It is part of the Dark Custom motorcycle range and has been specifically made for first-time Harley owners. It gets traditional cruiser design cues like a sweptback handlebar, mid-mounted instrumentation and a round headlamp with bikini fairing. Except for the rear shocks and the front forks, which are garnished in chrome, the entire motorcycle gets a matte black theme. 

The Street 750 is an easy to ride bike and is suited for short riders (and not tall ones). It’s easy to manoeuvre and the steering is light too. In fact, it is the lightest Harley, with a weight of 218 kg. Coming with a seat height of just 710mm, it is accessible for most riders in Nepal. 

Rs 2,300,000/
Rs 2,700,000
Price of Street/ Street Rod

The Street 750 is powered by a liquid-cooled V-twin engine which the company calls the ‘Revolution X’. The engine delivers 47bhp and 59Nm of torque and is mated to a six-speed transmission with belt drive. Braking has always been the Street 750’s Achilles heel, though this has been mitigated with a new rear brake setup and ABS. Dual 300mm-diameter front disc brakes deliver confident stopping power. It also gets the company’s proprietary smart security system and a proximity key-fob.

The Street Rod is the Street 750’s evil twin: it’s got more power from a re-worked engine, and better braking from twin discs upfront. Not only this, it looks significantly different, and the chassis has also been reworked to change it from a lazy cruiser into a street bike with sporty intent: the seating is more like a street bike than a cruiser, the suspension travel is higher, the cornering clearance greater and even the engine revs about 1000rpm higher.  

Street Rod styling highlights include a new color-matched speed screen, a short aggressive street fighter-inspired tail, and all-new LED tail lamp and turn signals with a Street Rod signature look. A flat, drag-style handlebar puts the rider in a fist-forward posture on the bike. The Street Rod also features new forged foot controls and aluminum foot pegs that are positioned for a comfortable seating position, which also makes it easy for the riders to get their feet down on the ground at stops.

The Street Rod is agile, powerful and tuned for maneuvering through traffic and congestion. The increased ground clearance and new 17-inch wheels give it an intimidating stance. Finally, a supercharger-inspired air intake and the deeper growl of the exhaust note draw attention to the High Output Revolution X engine.

The compression ratio has been bumped up from 11.0:1 to 12.0:1. In this guise, the engine delivers 70bhp and 62Nm of torque, up from 47bhp and 59Nm in the Street 750. The Street Rod gets a 43mm inverted front fork setup, tuned to offer a stiff ride, and dual 300mm discs upfront and a single 300mm disc at the rear. It will come with a wheelbase of 1,510mm and measures 2130mm in length with a ground clearance of 205mm. The fuel capacity, meanwhile, is 13 liters. This is a baby Sportster. If you’re not comfortable with the cruiser format and still want a Harley, the Street Rod is probably your answer.

The motorcycling industry in Nepal can be split into three general segments. The first is the commuter segment, for the people who need workhorses to get stuff done. These machines are built to get you from one place to another efficiently. It isn’t taking you anywhere fast, but you’ll get amazing mileage and the running costs will be low. Think Platinas, Shines, Hayates, and Splendors.

Then there are the 200-300cc segment that dips a toe into performance motorcycling territory. Serving the commuting purpose while remaining a fun-to-ride motorcycle is tricky business, but that is what most of these motorcycles set out to do. Although still a far cry from actual high performance motorcycles, this segment keeps the dream alive for motorcycle enthusiasts.

The third category includes the ones on the posters we stuck on our bedroom walls and grew up dreaming about owning one day. We’re talking about the Hayabusas and Firebirds here. It will cost you an arm and a leg to purchase and pay for the running costs, but it will all be worth it.

While owning your dream bike is the ultimate goal, it might not happen overnight. So, to keep the dream alive, the majority of us dreamers find the sweet spot in the 250cc space. It is up to the task of undertaking the role of a commuter which can get you around while you can also dip a toe into touring and fat riding whenever you get the chance.

In this review, we see if the Suzuki Gixxer 250 SF can help us find the riding sweet spot.

Specifications:

Displacement 249 cc

Cylinders 1

Max Power 26.1 bhp @ 9,000 rpm

Max Torque 22.6 Nm @ 7,500 rpm

Fuel Delivery System Fuel Injection

Gearbox 6-speed

Rs 496,900 Price of Suzuki Gixxer 250 SF

Styling and Design

In terms of looks, the Suzuki Gixxer 250 SF hits the nail on the head, especially the Moto GP Edition with the stunning and iconic blue and yellow colors. More often than not, people purchasing a motorcycle in this segment are looking for that “big bike” feel. And, with the Suzuki Gixxer 250 SF, you get exactly that with their all new design language.

Overall, it is handsomely built and well proportioned. The sharply designed LED headlight seamlessly merges into the wind visor, which is a little too small to fit the function. This in fact is one of the few gripes we have with the motorcycle. The fairings and tank are well sculpted and emphasize the fresh new appeal of the Gixxer SF 250. To keep things sporty, you get the clip-on bars and beefy tires—a 150 mm one at the rear, and a 110 mm one on the front wheel.

Around back, the tail section is sleek with a newly designed LED tail light. The double barrel exhaust is also new, but the shiny, squarish styling does seem a little out of place when you look at the overall appearance.

All in all, the Gixxer 250SF succeeds in becoming a good looking motorcycle.

Performance

And it continues to impress once you’re on the road. The all-new 249cc single-cylinder, four-valve, oil cooled engine churns out 26bhp of maximum power at 9,000 rpm and 22.6 Nm of peak torque at 7,500 rpm. And with the new Gixxer 250SF all those numbers are smoothly and linearly put through to the rear wheel. With the Suzuki Oil Cooling System (SOCS), you get a unique technology offering a refined acceleration that feels strong and linear. The SEP (Suzuki Eco Performance) engine boasts of superb efficiency without compromised performance. They do this by utilizing six sensors (O2 sensor, Intake air pressure sensor, Intake air temperature sensor, Throttle position sensor, Engine temperature sensor, Crankshaft sensor) to optimize the ECM that commands the Fuel Injector to inject the precise amount of fuel for optimum combustion efficiency, which in turn improves throttle response and gives you higher fuel efficiency. The slick six-speed gearbox compliments all the offerings of the new engine.

Even in terms of handling, the Gixxer 250SF is sublime. In city traffic it is nimble and adheres to your directions. If you’re out on the highway, the numbers on the speedometer climb up pretty quickly and makes light work of most overtaking maneuvers. If you’re ever forced to perform harsh braking, the dual channel ABS ensures there is very little drama to the entire ordeal.

On corners it is rock steady and inspires the confidence to lean into the bends. The front suspensions are stiff and offer more front end rigidity. Nevertheless, the Gixxer 250SF does a good job of soaking up the tattered city roads of KTM.

The ergonomics are sporty, but not to the point of discomfort. The clip on handlebars are set slightly higher so the rider’s triangle is not too tasking, but it is well disguised to maintain the sporty appeal. We certainly think the Suzuki Gixxer 250SF is up to the task of touring too.

Verdict

So does it impress?
Most definitely! The new engine and tech aren’t just gimmicks and you can feel it when you are riding the Suzuki Gixxer 250SF. Suzuki have got the designing aspects down to a tee and made a very appealing motorcycle. And when you ride it, it gives you what you look for in a 250cc motorcycle. It is a great commuter and gets you places, and efficiently. But when you want to have a little fun on it, it’s up to the challenge as well. And it goes easy on new motorcyclists.

The Suzuki Gixxer 250SF provides a great amalgamation of efficiency and power, which makes for a very fun motorcycle. It stacks up well against its closest rival, the Honda CBR 250R. It’s priced very decently too, considering the Honda CBR250R will cost you Rs 679,000 while the Suzuki Gixxer 250SF fetches just Rs 496,900 (Rs 499,000 for the Moto Gp Edition).

Although late to the party, the Suzuki Gixxer 250SF does make quiet an impact on the increasingly popular 250cc segment, and it could be a potential frontrunner in the fight for the quarter-liter segment supremacy.

As the demand for SUVs has been soaring for the past couple of years, Suzuki has pulled an ace from their deck and given people a chance to drive what may well be the first SUV for the masses. The company has finally launched the S-Presso, the much-awaited mini SUV. Suzuki S-Presso is an entry-level micro SUV that has been receiving great response in India and that will be placed above the company’s Alto car. The S-Presso offers SUV-styling and modern interiors and will rival the likes of the Renault Kwid, Datsun Redi-Go, and Suzuki’s own Alto K10.

The Suzuki S-Presso will come in four variants, the baseline STD priced at Rs 2,299,000, the mid-tier LXi priced at Rs 2,399,000, the high VXi priced at Rs 2,499,000, and the higher VXi+ priced at Rs 2,549,000. All four versions will be powered by the same BS6 compliant 1.0 engine married to a 5-speed manual gearbox. The engine has a torque of 90 Nm and Bhp of 68.

The Suzuki S-Presso looks sporty with features like twin-chamber headlamps, signature C shaped tail lamps, body-colored bumpers, ORVMs and outside door handles, and side body cladding.

The S-Presso comes equipped with a multifunction steering wheel with audio and voice controls, a 7-inch SmartPlay Studio touchscreen infotainment system with Android Auto and Apple CarPlay and digital speedometer.

The Suzuki S-Presso is based on the fifth-generation Heartect platform and has safety features like dual airbags, ABS with EBD, seat belts with pre-tensioners and force limiters, a driver/co-driver seat belt reminder, a rear parking assist system, high-speed warning alert and reverse parking sensors. The Suzuki S-Presso will be available in six colors—Superior White, Solid Fire Red, Metallic Granite Grey, Metallic Silky Silver, Solid Sizzle Orange and Pearl Starry Blue.

It will be interesting to see how the S-Presso fares in Nepal’s automotive market. Will people buy into the idea of the mini SUV, an entry-level newcomer with a different twist? Or will people see it as just another small car? We will have to wait and see. We will get our hands on the S-Presso soon and share the details with you.

Its official. Extreme E is coming to Nepal! Extreme E is a proposed class of auto racing that only uses electric SUVs to race off-road in extremely remote parts of the world. The fourth location on Extreme E’s five-event calendar—its Mountain round—has been confirmed, with the pioneering electric SUV off-road racing series set for Nepal’s Mustang district in the Himalayas, the highest mountain range in the world.

Alejandro Agag, Founder and CEO of Extreme E, made the announcement alongside Yogesh Bhattarai, Nepal’s Minister for Tourism, at the race site. Agag said: “We are here in the heart of the Himalayas, in the Mustang Region, to announce that Extreme E will be the first race to ever be staged in the highest mountain range in the world, the Himalayas.

“The Himalayan region is a spectacular, unique environment with incredible terrain for off-road racing, which will provide the sternest of tests to the world’s leading drivers, engineers, and teams. We are literally in the heart of the mountains here, it is an incredible place.”

And they are going to do it in Odyssey 21, the racecar that will run in the off-road event. The all-electric prototype SUV had made its debut at the Goodwood Festival of Speed in England. The wheels alone measure 940mm (37 inches) in diameter, according to Extreme E’s organizers. The SUV’s body is 2.3 meters (7.5 feet) wide, 1.9 meters (6.2 feet) tall, 4.4 meters (14.4 feet) long, and the SUV weighs 1,650 kg (3,638 pounds). And yet it can go from 0 to 100 kilometers per hour in just 4.5 seconds.

The championship will head to the Kali Gandaki valley—site of the deepest gorge in the world—25 km south of Jomsom, amid the stunning Annapurna region of Nepal. Mustang district, approximately 400 km from Kathmandu, hangs 2,750 meters above sea level. Drivers and teams will have to contend not just with the altitude but also elevation changes, coarse gravel, deep ruts, and rocky obstacles, as well as the Gandaki River, one of the Ganges’ major tributaries.

Yogesh Bhattarai, Nepal’s Minister for Tourism, said: “We are extremely excited to welcome Extreme E to Nepal. The country has a unique natural and cultural diversity and harbors a number of instantly recognizable world landmarks such as Mount Everest—the tallest peak on Earth—and Lumbini—the birthplace of Buddha. We are confident that hosting this international series will serve to further our global appeal whilst being able to also shine an important spotlight on the climate issues which face our region and their solutions.

“Nepal is an exotic destination full of national treasures. Driving through our magnificent scenery with Extreme E’s pioneering electric SUVs will be once-in-a-lifetime experience for the competitors, adventure enthusiasts and the fans watching on. It will be some spectacle!”

According to the UN, while Nepal itself sits well down the list of contributors to the climate crisis it ranks fourth in terms of its vulnerability to climate change. The Himalayas have the largest concentration of glaciers outside the polar caps, and some 66 percent of its ice—the lifeline of river basins and ecosystems across Asia—could be lost as a result of climate variability, affecting hundreds of millions of people.

Extreme E is working with local experts and groups in each of its locations to implement positive legacy initiatives based on local needs. In Nepal, it has already begun consulting with the International Center for Integrated Mountain Development (ICIMOD) on ways to support regional programs and institutional partnerships.

ICIMOD, based in Kathmandu, is an intergovernmental knowledge sharing center serving the eight-member countries of the Hindu Kush Himalaya (HKH): Nepal, Afghanistan, Bangladesh, Bhutan, China, India, Myanmar, and Pakistan. More than 240 million people depend directly on the HKH, with a further 1.9 billion relying on the zone for food, water, and energy. Indirectly, more than 35 percent of the world’s population benefits from HKH resources and its ecosystem.

The region is undergoing rapid change, driven by forces such as climate change, natural disasters, economic growth, infrastructure development, globalization, land-use change, migration, and urbanization. Each has major consequences on the HKH and its people. A recent ICIMOD report, assessing the pressures on the HKH, cited the need for immediate action at national, regional and international levels with a focus on further investment and co-operation—as well as concerted action—to limit global warming to less than 1.5 Celsius by 2100.

The report collated nine Mountain Priorities, in-line with the UN’s Sustainable Development Goals:

•    End poverty in all forms everywhere in the mountains.
•    Promote sustainable production systems to assure food security and income for mountain peoples,
•    Achieve gender and social equity.
•    Ensure year-round water supply.
•    Ensure universal access to clean energy.
•    Halt biodiversity loss and land degradation and manage ecosystems sustainably.
•    Ensure integration between adaption to climate change, disaster risk reduction, and sustainable development.
•    Build resilient, equitable and inclusive mountain communities.
•    Promote a mountain-specific agenda for achieving the SDGs through increased regional co-operation.

Policy messages defined in the report outlined a need for improved long-term hydro-meteorological monitoring for more robust climate change analysis, more reliable projections for warming to discern cryosphere (ice) dynamics across the HKH, and planning focused on disaster warning systems, management and mitigation to combat extreme weather. ICIMOD aims to further understanding of the impacts of human influence and climate change on the stability of mountain ecosystems and the livelihoods of mountain people, helping locals to adapt.

David Molden, Director General of ICIMOD, said: “With its fantastic mountains, culture, biodiversity, and water resources, the Hindu Kush Himalaya is the pulse of the planet. When the pulse is fine, we know that humanity is taking care of the environment. Today we find that this pulse is under threat from climate and environmental change. We need to do all we can as a global society to raise awareness globally on these issues, and that is why it is important that Extreme E does draw attention to this region. We also appreciate that Extreme E’s legacy project will help us to protect the pulse.”

Extreme E’s purpose is to shine a light on the environments in which it is set to race—each damaged by the effects of human interference and climate change—while promoting the adoption of electric vehicles in the fight to help preserve the environment and protect the planet.

Nepal is the fourth location to be announced for Extreme E’s inaugural 2021 campaign. It joins the Amazon Rainforest in Para, Brazil; Kangerlussuaq in Greenland; and Saudi Arabia, where the location is to be confirmed. The final location, which will be a coastal event, is still to be revealed as well. Further announcements on teams, partners, locations and drivers will be made over the coming weeks, with Season 1 underway in February 2021.

Sneak peek of Royal Enfield Interceptor 650

In keeping with its ambition of expanding into and leading the global mid-size motorcycle segment (250-750cc), Royal Enfield is all set to launch the much-awaited Interceptor 650 in the Nepali market. 

Doing the honors will be Vivek Automobiles Pvt Ltd, under MV Dugar group, which is the sole authorized distributor of Royal Enfield in Nepal. The Interceptor 650 first made its appearance at the 2017 EICMA motorcycle show in Milan; the Indian launch was in October 2018. Although the Interceptor 650 arrives pretty late in the Nepali market, its retro styling and riding dynamics coupled with aggressive pricing (approximately in the region of Rs 12-13 lakhs) is likely to make it a blockbuster hit among the retro motorcycle enthusiasts.

In terms of design, the Royal Enfield Interceptor 650 Twin draws inspiration from the yesteryear Royal Enfield Interceptor through its teardrop tank with traditional knee recesses, comfortable, quilted dual seat and wide, braced handlebars reminiscent of the street scrambler style that emerged in ’60s California. While in its essence it retains the design and old-school character, it has all the underpinnings of a modern machine.

The fuel-injected, air/oil-cooled 650cc parallel-twin motor produces a punchy 47 Bhp at 7,100rpm and 52Nm at 4,000 rpm and is mated to a six-speed gearbox. The motorcycles also get a slip-assist clutch. Royal Enfield says this characterful engine delivers oodles of torque across the power-band. Also new to the Royal Enfield Interceptor 650 is the new six-speed gearbox which has been developed for this motorcycle. The gearbox is supported by its slip/assist clutch which prevents wheel-hop when down-shifting gears at high speeds.

The motorcycle employs a double cradle, steel tubular frame as well as 41mm front forks and twin, coil-over shocks at the rear. The motorbike is equipped with classic 18-inch front and rear Pirelli tires and twin shock absorbers, along with front and rear disc brakes with ABS. The braking system has 320mm disc at the front and 240mm disc at the rear. The Bosch dual-channel Anti-Lock Braking System is offered as standard, while the fuel tank capacity is 13.4 liters.

According to the company, the Interceptor 650’s comfortable and commanding riding position makes it both fun and practical on all types of terrain. The ground clearance is 174mm and seat height 804 mm. ND

Exterior

The Subaru Forester looks confident. While its front grill will not start any conversations there are other elements that will certainly do. You get LED headlamps with sharp DRLs. The headlamps also come with an auto levelling function that combine low and high beams and will respond according to your steering wheel to ensure maximum visibility around turns at night. You also get stylish LED fog lamps that have a large light coverage area, further aiding visibility.

Over on the side, the profile is an unmistakable SUV silhouette with strong character lines. The Forester sits 220mm high from the ground and drives on 18-inch alloys with thick spokes that look robust. Also, in a market of cars with plastic roof rails that like your appendix serve no purpose, the Forester comes with metal roof rails that not only look solid but can securely carry all your camping gear. Over on the back, you get an integrated roof spoiler and shark fin antenna to spice up the orthodox SUV design. You also have rear LED combination lamps, the C-shaped lamps giving a distinct look that represents functionality over form. To top up the exterior, Subaru has given the Forester a large chrome exhaust that looks absolutely amazing.

Interior

You get a cabin that is luxurious without looking old-fashioned: a blacked out affair with chrome bits dotted all around. The dials of the central infotainment display, the steering wheel controls, the air con dials and vents, the door handles and window switches, the gear knob and the gear console all are finished in chrome trims which add premium appeal to the cabin. The front seats are electrically adjustable and the driver side also comes with a two type memory function. The rear bench is equally padded and comfortable and easily accommodates three adults on a long journey. Plus, you get a sizable boot with a large opening and a powered tailgate that can carry more than a week’s worth of family luggage. If you need to carry more, there’s also the aforementioned roof rails to make you a happy camper.

Coming to the infotainment, the Subaru Forester has not one, not two, but three different screens. Let’s start with the smallest, 4.2 inch full-color LCD meter display placed between gauges on the instrument panel. The meter displace displays useful driving information at a quick glance. Next is a 6.3 inch LCD multifunction display placed on the top of the dash above the infotainment display, and which provides useful information regarding the air conditioning, fuel range, etc. The largest is an 8-inch touchscreen smack in the middle of the dash flanked by sleek air con vents. This system comes with Bluetooth connectivity, Apple CarPlay and Android Auto to handle all your cabin entertainment.

Performance

Powering the Forester is a 2.0 liter Boxer engine which Subaru has been committed to for over 50 years. The Boxer is basically an engine configuration in which the pistons move toward each other in a horizontal direction. Just the placement of the Boxer engine gives the car increased side-to-side stability due to its low center of gravity and flat design. The engine’s flat design is inherently rigid and self-balancing, generating less vibration compared to other engine types. Let’s talk numbers, then. The 2.0 liter petrol engine makes 154 BHp and 196 Nm of peak torque. Just like a middle-weight boxer, the Boxer in the Forester does take a while to warm up; the Forester does 0-100 km/h in under 11 seconds and will do 193 km/h flat out. The Forester comes with Symmetrical All-Wheel Drive that distributes power to all four wheels for better traction on less than ideal roads. Further strengthening the SUV’s performance off-road is the inclusion of the improved X-MODE.

The X-MODE is Forester’s off-road mode simplified for people who do not want to fiddle with a lot of buttons. With the X-MODE you are one dial twist away from driving through any difficult terrain. There’s Snow/Dirt mode for slippery surfaces covered with dirt, snow or gravel or a D.Snow/Mud mode for especially treacherous roads where you could get stuck, like deep snow, mud or dry dirt. These modes accordingly adjust your gear ratios, suspension, and throttle response to help you take on any path you drive on. Paired with the X-MODE is Hill Descent Control for a safe downhill ride. The Subaru Forester is impressive on road, but truly shines off it.

Verdict

The Subaru Forester is one of those cars that come with little to no shortcoming, ticking every box on our list of what makes for a good SUV, and one really has to nit-pick to find any fault. In the entire day we spent with the Forester, the only fault we could find was its rather boring front grille. Other than that the Forester is a decent looker, and the cabin is premium and practical. The car is admirable in the concrete jungle. But when the tarmac comes to an end the Forester comes to life and proves why proper SUVs are still conquerors beyond the concrete jungle.

xBhp, India’s oldest and biggest lifestyle motorcycling platform, community and print magazine since 2002, has started out on a 15,000 km road trip from New Delhi, India, to Sri Lanka, by the way of Nepal, Bhutan, Myanmar, Laos, Vietnam, Cambodia, Thailand, Malaysia, and Singapore. This ride spanning 11 countries in 90 days is called the #GreatAsianOdyssey. 

The xBhp Dominar Great Indian Odyssey reached their second country, Nepal, on 18 October 2019. The team was scheduled to meet local press and fans at around 6 pm at a popular motorist theme café in the busy capital city of Kathmandu, however, the party could be here only around 8 pm… courtesy of the equally popular Nagdhunga traffic congestion. Having arrived hungry and tired, the host Genesis Café managed by the resident motorcycle enthusiast and chef Ateet Shrestha served some tasty treats before the meet was underway. 

Fans and press gathered around the xBhp team to soak themselves into the team’s experience over the creation of xBhp, the lives of team members, the places they’ve been, and the journeys they’ve made on the numerous motorcycles they’ve driven. There was a short interaction session where different questions were asked to the fans and to the xBHP team. The xBhp also showed us some of their videos including a rap song made by the team especially for motorcyclists. At the end, everyone had a small photo session accompanied with fun informal chat, and the event concluded on a high note. Their ride will end in Sri Lanka on the 17 January 2020. xBhp says the goal is to showcase the beauty of the region to India. Involved in the endeavor are 11 riders from various walks of life in India. 

You can follow #xBhpDominarGreatAsianOdyssey to track the ride and also visit DominarGreatAsianOdyssey.

If there ever was an overcrowded segment in the auto industry, it would be the compact SUV sector. There are so many options to choose from that it can be sort of over­whelming to sit down and decide which vehicle to buy. That’s why we, Nepal Drives, are here. But that’s not the point we are trying to make. What we are getting at is how dif­ficult it can be to be noticed and to stand out. This is especially so as most offerings in the segment are so similar to each other. Each new car is as good as the next, and there are very few major differentiating factors. And that means making a big disruption in this pond of compact SUVs is no easy task. Despite this, the Hyundai Venue has managed to make some noise in the market. But that is usually the case when Hyundai brings a new product. One could say they have been riding the success wave the Hyundai Creta gen­erated. But, more importantly, they have always been on top of their marketing game, on social media, and elsewhere.

Then the question comes to this: is the Hyundai Venue a product pushed through smart marketing? Or is it worth the hype? We find out.

Rs 3,496,000- Rs 5,596,000 Price of Hyundai Venue

Exterior

You can tell the manufacturers have taken bits and pieces from their lineups to make the Venue, but it is still a brand new car. At first glance, you might see glimpses of the Creta in the Venue, but the designers have gone a step further to ensure it isn’t just a rehash of their existing lineup. It is distinct, with its split headlamps and large cascading black chrome grille. It also squeezes under the 4-meter mark and certainly looks compact without losing out on its appeal. The plastic body cladding, roof rails, flared wheel arches, the 16 inch wheels, all work to give the Venue a deceptively large presence. Attention to detail is evident from the stylish front end to the dazzlingly detailed tail lamps. There is a robust, almost boxy air to the overall design which is Hyundai’s next generation design language borrowed from the Hyundai Palisade and the Santa Fe.

Interior

You sense that the moment you lower yourself in the plush seats and hold the thick-rimmed steering wheel. For one, you get a cooled glove box to store your beverages and keep them cool. You can charge your phone wirelessly, if you have a phone that supports the feature. Then there is an electric sunroof, and a manual blind to sheath your­self from direct sunlight. If that wasn’t enough, you also get an Air Purifier equipped with Hepa filter that cleans the air in the car to main­tain a healthy cabin atmosphere.

The top of the dash is nice to the touch, the aircon vents are smooth­ly detailed, and the buttons on the steering wheel and climate control feel premium. But the 8-inch touch­screen infotainment is where the action happens. Not only does it boast of Apple/Android integration, navigation, and Arkamys-tuned sound, it is your portal into the bun­dled BlueLink connected car tech. (Although it will be some time before Nepal gets to enjoy all the features that come with it.)

Nevertheless, the cabin is still a pleasant place to be in. You can reconfirm if the feeling is mutual with your passengers who will be enjoying the contrasting coolness of the cabin from the sweltering mid-summer heat thanks to the rear air-con vents. You will be grateful for the space between you and your co-passenger, which means you will not be bumping into them every time you shift gears.

Even the rear passengers, three of whom can comfortably fit in the rear seat, will be pleasantly surprised with the amount of space in the cab­in. The central hump isn’t too high, and wide enough to place both your feet on it. Leg space is fairly good, too, with a lot of room under the front seats.

Engine and Performance

Yes, you read that right. But it’s a 1.0-liter, three-cylinder turbo­charged motor, so don’t write it off just yet. There is an option of a 1.2L petrol and 1.4L diesel, but you might want to know what this little engine has to offer.

We were driving the 1.0-liter turbo petrol engine with a 6-speed manual transmission. If you’re thinking the three cylinders compromise on the refinement, you’d be wrong; at least at lower revs and at idle. In fact, the common man or woman will be none the wiser to the deducted cylinder.

Neither is it a slouch. Shift into gear and get going with your right foot and you’re presented with a linear output of power that gets the Hyundai Venue up and running at a brisk pace. You will reach triple digit speeds quicker than you anticipated (though, if anyone asks, we do not recommend you exceed the govern­ment speed limits). The turbocharg­er does wonders for the Venue, and far surpasses your assumptions of a modest 1.0-liter engine.

Most of the bumps and potholes are taken care of by the excellent suspension, the importance of which we cannot overstate considering our roads. Even on the turns, you don’t experience intolerable body roll. Nevertheless, the soft, cushi­ony ride provided by the Hyundai Venue is definitely geared more to city driving.

Also made for city driving are the light clutch and steering. If you are looking for a relaxed driving experi­ence, the Venue is the “place to be” (get it?). That said, we admit that we weren’t completely bowled over by this factor. The steering is extremely light, as with most Hyundai cars, and we would have welcomed a lit­tle more feedback. You sort of miss out on the driving fun; but in the hullaballoo of an overcrowded city it will keep you relaxed on your way to work and back. Maybe we’re just being finicky at this point, but a little more feedback would have been the cherry on top.

Verdict

First off, the success of the Hyun­dai Venue is not only credited to the marketing gimmicks. It is a great vehicle that goes over and beyond with the features and amenities on offer. If creature comforts and fancy frills tickle your fancy, you will want to have a look at the Hyundai Venue.

Also, in terms of the driving experi­ence, we can definitely see ourselves getting into the Hyundai Venue and heading out to work every day with­out a complaint in the world. Once again, the feature-rich characteristic will make life easier.

Overall, the Hyundai Venue has earned the right of being the center of attention in the automotive crowd because it HAS managed to stand out in the crowded compact SUV segment.

But what if you’re looking for a more basic car? What if the bells and whistles aren’t what you’re looking for? What if you don’t want to stand out in the crowd? Then maybe the Hyundai Venue isn’t for you. With time the cars that come into the market are going to get fancier, and you’re going to get more frills with each upcoming model.

Of course, it all comes at a price. The tricky part is balancing the price point with the utility. The limits of this balance are being pushed con­stantly by manufacturers, and it is becoming more and more dif­ficult for customers to decide on buying from the top of the line in the segment, or jumping to higher segments. This is where the Hyun­dai Venue sits, right at the tip of the fulcrum of this balance, and it is among the cream of the crop in the segment. That is why it is the talk of the town; why it stands out.

Electric cars are the new black in the automotive world, and the Nepali market is already hip to the new trend. Of course, it is more than just a trend. The shift to electric mode of transport could be a strong driving force powering the new world to a brighter and greener future. With this in mind, there are a couple of frontrunners undertaking the responsibility of pioneering the onslaught of electric vehicles in Nepal. This week we drive the Kia Niro EV, which is laying early claim to the throne of EV King of Nepal.

Exterior

The Kia Niro EV has a significant presence despite not having the busiest of designs. It embodies the crossover SUV design much like several others in the style segment. Of course, the front grille gives away the fact that it is an EV. The charge port finds itself on the grille, which is a little too visible for our liking.

There are significant design cues that give the car character. We absolutely loved the bonnet lines that accentuate the angular headlights. In fact, every curve, angle, and seam appears well purposed to give the silhouette composed confidence. It has a higher stance that provides more room inside and a good drive height. If it weren’t for the missing grille it would be difficult to discern if this was even an electric vehicle from the back and sides. They do, however, give it a blue accent, making it quickly identifiable. It isn’t flashy, but it certainly is not bad to look at. We see it appealing to a grownup crowd that doesn’t want to be the center of attention all the time.

Interior

It’s a dark and sleek affair inside the cabin of the Kia Niro EV, and you have the techy appeal, as you’d expect in a hi-tech electric vehicle. You settle in the car seat, which you immediately find comfortable, and push the start button to nudge the Niro into silent life. As you have side bolsters on the seats, you know you’re going to remain planted even when you’re making aggressive turns and maneuvers. The seats also get cooling and heating functions which are great if you’re getting into the car after it’s been under the hot sun for long. On cold winters you can heat your steering wheel for maximum comfort.

You put the car into drive via a slick gear selector, which is a large knob at the center console. You twist to the right for drive and the left for reverse. This is also from where you control the seat air-conditioning. The parking sensor controls, drive mode selector, and the auto hold function, all neatly find their place in the console. The new panel requires no bulky transmission tunnels, enabling Kia’s designers to create a larger storage area at the base of the center console.

The 7.0-inch touchscreen HMI (human-machine interface) at the center of the dashboard offers a series of features specific to Kia’s new electric vehicle. The color-LCD driver instrument cluster—also 7.0-inches wide—shows driving and battery charge information on-themove. A lamp is integrated at the top of the dashboard, with a light displaying whether the battery pack is recharging or fully charged when plugged in.

You will notice that there is plenty of space for people in the cabin. At 4,375 mm in length, it offers more cargo space (451 liters), and the boot features a dedicated storage area beneath its floor, providing ample space for owners to store the charging cable. We definitely liked the rear air con vents and the sunroof.

Performance

Let’s get right into it. We are not exaggerating when we say this, but off the line, the Kia Niro EV bolts like a stabbed rat in the sports mode. The power is immediate, something that you expect from electric vehicles especially one fitted with a high-density, lithium-ion polymer 64 kWh battery like the one on the Kia Niro EV. That’s the 395Nm of max torque getting to work right  from 0 rpm.

Even in normal mode, there is plenty of (silent) grunt to overtake almost anything you’ll find in our roads. Good handling helps enhance your driving experience. Steering is responsive. It is slightly light to the feel, but it does make for easy commuting. Thanks to the battery pack’s low center of mass, it keeps the electric Niro feeling planted and fairly nimble around bends. Range anxiety is now becoming a thing of the past. With the Niro EV you get a claimed 450km, more than enough to get you from Kathmandu to Pokhara and back in a single charge. Eco and Normal settings add a few kilometers to the trip computer’s estimated range but sacrificed the exhilaration that the sport mode provides. 

However, the range you get from the Kia Niro EV depends on how you use your accelerator and the regenerative braking. The Niro EV has four different settings for regenerative braking (0-3) which you can control through the paddle shifters. Zero is free wheel coasting and eliminates the regenerative braking system completely. To select zero, you have to pull the paddle on the right side of the steering wheel and hold it for a couple of seconds. If you just pull it and release, it will only reduce the regenerative braking down one level. The paddle on the left side of the steering wheel increases the level one notch, each time you pull it towards you. Pull and hold the left side paddle, and the car jumps to maximum regen, and quickly slows the car down to a stop.

With the (DC) Fast Chargers you can charge up to nearly 80 percent in about an hour; another half an hour or so will get you to 100 percent. However, there are only two DC chargers available in the country, at Kurintar and Bardibas, the latter of which is under construction. AC chargers can get a full charge in 9-10 hours. There are 10 AC charging points throughout the country, the ones in Kathmandu, Dhulikhel, Narayangarh, Pokhara, and Butwal already running and the ones in Dhangadhi, Surkhet, Nepalgunj, Dang, Bhairahawa, Biratnagar, and Birtamode under construction. However, if you’re charging it at home, a 0 percent to 100 percent charge will take 29 hours.

Verdict

Before you are taken aback by the 29-hour charge time, remember we’re talking about a 0-100 percent charge here. That means you’ve driven close to 450 kilometers before deciding to recharge. On a daily basis you’re more likely to drive within a range of 15-20kms if you’re living in the city. That means a few hours of charging should have you ready for the next day. Even your weekend trips out of the valley should not pose a serious problem as long as you are smartly charging your vehicle. So that essentially ends the case for range anxiety. 

In terms of driving enjoyment, few others come close to what the Kia Niro EV brings to the table. Long gone are the days where EVs were considered boring. The Niro EV proves to be a driver’s car, at least in the context of Nepal, and especially at this price bracket. And because it is an electric vehicle, you are looking at a lower maintenance cost. You also get a seven-year warranty on the battery, which is a comforting deal for any buyer.  Kia Motors is looking to bring about a paradigm shift in the automotive industry, which now seems inevitable. We for one would not mind riding this wave of change in the impressive Kia Niro EV.