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 Many things in your life and in your house have their own set of “Do It Yourself”workarounds that improve, repair and tweak your belongings to make your life easier. These hacks are usually cheap and will take only a little effort but they make your life so much more convenient. Cars on the other hand come with only a few DIYs, and today we will let you in on some of the best ones.

1. To fix a dent

Hitting another car almost always means a trip to the workshop.But what about that little ding from the mailbox, the garbage can, or the really inconvenient parking sign? Grab a pot of boiling hot water, a pair of rubber gloves so you don’t burn yourself, and another pot of cold water. Pour the hot water on the dent, and while it’s warm, reach from the inside and pop it out. Then, while it’s in the original shape, pour cold water so it quickly cools down. It will not work with serious body repairs, but it saves you a hefty labor charge to get even minor cosmetic flaws fixed.

2. To fix cracks and scratches

While nail polish is a cosmetic upgrade for a woman’s nails, it can do many, many things, and its clear variety is an amazing solve-all. Use clear nail polish to slow a crack in a windshield or window. Use clear nail polish on dings to prevent the area form rusting. If you manage to find a nail polish shade that (closely) matches your car’s paint job, it can work as less-expensive touch-up paint and hide scratches.

3. To remove coffee and other stains

We’ll start by saying, please avoid eating inside the car,especially liquid food as they tend to splash about as the car moves. But if you do drop your morning coffee and stain the seats, we’ve got a hack for you. Act fast because a fresh spill is a lot easier to clean up (and smells much better) than stale, dried coffee. Grab a paper towel, cloth, baby wipe or whatever you have handy and try to soak up as much as you can.Take one-third vinegar, two-thirds water and a few squirts of dish soap. You can also use a spray-on upholstery cleaner. Apply this solution to the stain and then rub gently with a clean sponge or dishtowel. Don’t skip this step! While you don’t want to completely soak the seat, rinse as well as you can. Keep blotting until no more brown coffee stains appear on the dishtowel or the cloth you’re using. Dry the wet seat with a hairdryer, set on low. If it’s a hot and sunny day, you may be able to get away with leaving your windows down.

4. To clean your windshield

Are your windshield and windows crusted and hazed over with dirt, gunk and bug guts? Keep a covered razor blade in your glove compartmentfor a quick means of dealing with noticeable blotches. If the razor blade is double edged then snap it in two because you might just cut your fingers. The real trick in using these things is to keep the work area wet (glass cleaner is the best, but water works too), to keep the angle small—as if you are trying to shave the glass, work in small areas—no broad streaks, and keep the blade flat, don’t use the corners.

5. To get better fuel economy

Well, we are paying high sums for our fuel.The tricks to squeeze the most distance out of your tank is thus always welcome. We’re not going to recommend shutting down your engine unless you’re stuck at Koteshowr during rush hour. But here are a few tips to save you some precious fuel:

• Track your mileage: You can’t tell if your efficiency efforts are working unless you’re keeping track. Try resetting the odometer every time you refill your tank, rather than trying to note and guess mileages individually.

• Leave lots of space ahead of you: This not only shows you paid attention during driving lessons, it also gives you more time to gradually slow down instead of slamming on your brakes and losing all your momentum. By leaving ample space between yourself and the car in front of you, there is enough time to coast to a stop and avoid stepping on the brakes.

• Avoid standing still with the engine running: Traffic lights are the biggest cause of this. If you see a red light in front of you, take your foot off the gas and let your car coast up to it. Sitting in traffic should also be avoided.

• Accelerate gradually, over a greater distance: The longer your take to achieve a speed, the less fuel it will require to get there. In many cars, using cruise control to slowly approach the desired speed will help regulate accelerations. Just avoid squashing the gas pedal like a bug.

 Gloomy clouds blanketed the morning skies of Kathmandu and the last of the bitter cold showers had begun, ushering the end of winter. As the heavens opened up further the gentle taps on the windows soon changed to a constant pitter patter of rain. Puddles began plinking as the rains became heavier. Sheltered under a rickety old canopy stood the Yamaha R15 V3. Besides it stood eight-year-old Sameer, draped in layers of clothes with a grin across his face, and a gleam in his eyes.

While the rain continued drumming against the roof of the shed, something spectacular was happening underneath. Sameer was encountering a new fascination, one that would spur a lifelong, undying love for motorcycles. How do we know? Because we remember having that very same gleam and grin when we first fell in love with the Yamaha R15 V1.

That was 10 years ago, when the first version of the R15 enraptured an entire generation. For many, it was the Firestarter that got them into motorcycles. A fully faired motorcycle with a sports bike appeal and class leading performance at an affordable price tag, it was the ultimate entry-level sports bikethat spawned a cult following and garnered a huge fan base. This year brings a new version of the Yamaha R 15 with newer styling, improved performance, and more tech savvy.

If looks could kill…

...we’d be dead right now.While the incredible stripped and compressed R1 styling of the Version 1 R15 was a showstopper, the V3 kicks it up a notch by adopting a sleeker appeal than its predecessors. Gone are the large, beady headlight units. Instead, a sleeker pair paves way for the sharp design dynamics. Dummy arrowhead air intakes splitting the twin led lamps add aggression to the fascia of the R15 V3. 

Yamaha have made it a point to make sure that the R15 V3 looks stunning from every angle. That means that the sharp design language is seen in every nook and cranny of the motorcycle. Although the fairing leaves a bit of the engine peeking out, it is very well designed. The tank shrouds are well shaped and the fins on the tank add further detail to the well-sculpted machine. Rider’s seat sits low and the split seat design elevates the pillion seat way up. However, it should be noted that the rider seat height has been slightly increased and the pillion seat height slightly cut down from the previous versions. The tail design continues the aggressive language which is supplemented by the upswept exhaust and LED taillight unit.

A fully digital instrument console, inspired by the R1, provides the telltale information to the rider. The engine, alloys, and handlebars come in black to further accentuate the design.

All in all the R15 V3 upholds the legacy of the breathtaking designs that Yamaha have spoilt us with.

Saddle up, and let her rip

 Not only do the aesthetics get major updates with the Yamaha R15 V3, the engine and performance get significant boosts too. The engineers have tinkered around with the insides and made some incredible improvements to the engine and performance. The VVA (Variable Valve Actuation) system helps improve torque, there is a higher capacity air cleaner for better performance, a newly designed crankcase and cooling system for better output and cooling efficiency, and assist and slipper clutch to cancel out the back torque while downshifting.

What all this translates to, is a riding experience that summits the segment. The 155 cc, single-cylinder liquid cooled engine makes 19 bhp at 10,000 rpm and 15.1 Nm of peak torque at 8,500 rpm. The VVA kicks things up a notch and ensures that more good power is pumped at different rev ranges. So whether you’re cruising at 5000rpm or wrenching it out to the red line, the engine is continuously churning out a sumptuous amount of power and torque. And that means you watch objects in your rearview mirror disappear at a delightfully fast rate.

The riding stance remains aggressive but you can still use it for everyday commute without sacrificing your back and wrists. Having said that, if you are on the heavier side of the weighing scale, you will eventually end up with a sore back and wrists.

Combined with this riding position is a wider, but shorter, swingarm (compared to version 2) which has reduced the wheelbase as well. This allows you to change directions more eagerly.

All in all, the upgraded R15 works wonders in bringing a smile across your face. And the directions to this are pretty simple: rev the engine to the redline on straights, brake hard as you approach the corner, drop a gear (segment-first slip and assist clutch works wonders), hurl the agile R15 into the bend and power through from the apex.

If we were to nitpick, we would probably ask for better brakes and ABS. While the ones fitted on the V3 aren’t bad, a little more bite would have done wonders to an already formidable package.

So, let’s get to the point…

 The Yamaha R15 has been an iconic motorcycle for the motorcycling community, especially in this part of the world. But is the V3 worth the added premium to the Version 2?

Absolutely.

The upgraded design alone had us swooning, but the fact that it isn’t just a shinier prettier version is the biggest selling point. You get more for your money in terms of its performance too.

However, there is one more aspect we think is important for the V3 to live up to its predecessors.  It has to have the ability to have people obsess over it, to ignite a furious passion in people. And to be able to blitz through roads at maddening speeds and put a smile across your face when you ride it. Honestly, in this segment, there are very few others that can give it a run for its money.

In light of the rapid growth of interest in off-roading, we at Nepal Drives have compiled a short and sweet list of some basic yet important off-road terminologies. There are also pictorial representations (because everybody loves them) to help you better understand the art of off-roading.

Articulation

Articulation is how much vertical movement the axle and wheel has. It is often also referred to as wheel travel. Quite simply, the more articulation the vehicle has, the better it can climb over obstacles like rocks because the wheels have more up-and-down motion.

Ackerman angle

The turning angle of an inside wheel is different to the turning angle of the outside wheel, to account for the fact that the inside wheel travels a shorter path. This difference is called the Ackerman angle.

Lift kit

A set of components that raise the ride height of a vehicle. Lift kits range from complete ones with taller springs, shocks, and control arms, down to simpler components such as spacer blocks that simply bolster the height of existing springs, or increase the height of the body from its frame.

Approach angle

This is maximum angle of clearance a vehicle has when climbing a hill or approaching another obstacle; the steepest angle a vehicle can climb or descend before its front bumper, body, chassis, or equipment mounted there makes contact with the ground. Exceeding the approach angle will damage the front end. Approach angles can be improved for off-roading with the installation of various lift kits to increase ride height.

Departure angle

Like approach angle, this is maximum angle of clearance on a vehicle when exiting an obstacle or descending a hill. The steepest angle a vehicle can climb or descend before its rear bumper, body, chassis, or equipment mounted there make contact with the ground.

Breakover Angle

 This is the maximum angle a vehicle can drive over with one forward wheel and one rear wheel touching the ground without getting high-centered on an obstacle. The degree of slope that a vehicle can travel over without scraping its mid-section between front and rear wheels against the ground.

High-centered

When a vehicle is stuck because its mid-section has become lodged over obstacles or ground, with front and rear wheels too far off the ground to achieve sufficient breakaway grip.

Transfer case

The heart of a four-wheel-drive or all-wheel-drive system is the transfer case. It is often a box that simply transfers power from the transmission to the front and rear axles through the drive shafts when engaged. Essentially, when you put a vehicle into 4x4 or AWD, it is the transfer case you are utilizing to shift power to all four wheels.

Limited slip differential

Final-drive system where left and right axle shafts are mechanically connected via a series of pinion gears to prevent wheel spin on slippery surfaces and to ensure that the engine’s power is transmitted equally to both sides of the vehicle.

Ground clearance

Another important item when off-roading is the amount of ground clearance, or the ride height of a vehicle. This is defined as the amount of space between lowest part of the vehicle and the ground. Lifting a vehicle can improve ground clearance, as can fitting larger tires.

Under-axle clearance

Space between the ground and the lowest-lying part of a vehicle’s axle, which is usually a center differential housing.

Bead lock

A series of metal reinforcement rings that clamp a tire to a rim to provide greater resistance against the likelihood of the tire popping off the wheel under extreme off-road conditions, or when tire pressures have been lowered for rock crawling.

D-ring

A heavy-duty, D-shaped steel hook at the end of tow straps, chains, or cables used for pulling or winching a vehicle out of trouble.

Tow hooks

These are metal hooks attached to either the front or rear of a vehicle and generally anchored to the frame. Better tow hooks extend beyond the bumper to make hooking them up with a tow strap or chain easier than crawling underneath the vehicle. They are extremely useful for freeing or towing off-road vehicles that are prone to getting stuck.

From the stables of Ford’s Perfor­mance lineup came the F-150 Raptor, a vehicle inspired by desert racers and designed to go fast off road. What Ford then did, was use that formula on the Ford Ranger, bringing to the world the Ford Ranger Raptor.

Now, with that, the Ford Ranger Raptor has the demanding task of living up to its “performance pickup” name. And to see if it does live up to its name, we try out the Ranger Raptor in the proving grounds outside of the valley.

 Rs. 12.5 million  Price of Ford Ranger Raptor

What really makes the Raptor…

… a Raptor are the chassis, tires, and sus­pension. They have made the ladder frame more robust with sections constructed from higher strength steels, added stiffen­ers and a chassis-mounted front bumper system while a 2.3mm bash plate protects the engine.

There is also a 150mm increase in track width, which improves the center of grav­ity and inherent stability of the vehicle, and gives enough room for the taller, wider rubber and bigger suspension parts.

It also gets wider suspension parts with lighter cast and forged aluminum control arms. And in the rear the solid axle is located by upper and lower trailing arms assisted by a Watt’s linkage to max­imize vertical travel while controlling the lateral movements.

A 50mm increase in elevation takes the ground clearance to a towering 283mm. The specially developed, all-ter­rain, aggressive three-ply tires come from BF Goodrich.

Undertaking the shock absorbing duties are 2.5-inch Fox shockers which are tuned with the soft coils to give a ride that takes on anything in its path. And it performs even better when you really push it to work harder. On the tarmac, the big sus­pension also works well, but the plain and simple fact is that the Ranger Raptor was built to move fast on off road, and that is where it excels.

Where are the upgrades?

When compared to the Ranger WildTrak, the Raptor is taller (1848mm vs 1873mm), longer (5326mm vs 5398mm) and wider (1860mm vs 2028mm). It is also heavier (2239kg vs 2332kg) and gets less towing (3500kg vs 2500kg) and payload (1525kg vs 758kg) capacity.

The compromise in the towing capacity and payload is a tradeoff made for a sus­pension and chassis set-up that is designed to handle high speed off-road action.

Speaking of high speed off road action…

The Ranger Raptor takes its duties extremely seriously. The moment you think you’re going a little too fast or head­ing for a rut a little too fast, the Ranger Raptor will quickly prove you wrong. This thing was built to knock your socks off, and it will do just that. You can hit crazy speeds on offroad trails and the Raptor will take it in stride, without any complaints.

A 2.0 Liter biturbo Eco blue diesel engine beats at the heart of the Ranger Raptor, producing 210bhp and 500Nm of torque. It performs best under the 100kmph mark with plenty of grunt in the lower ranges. The suspension works won­ders in maintaining the behemoth while it annihilates terrains. The 10 speed gearbox also works seamlessly.

You also get a selection of off-road modes in the Terrain Management System that helps modulate the ESC, gearbox and throttle tuning. Rock mode dulls the throt­tle and tightens ESC response, while Mud/ Sand tightens up the throttle and lets the gearbox hold a gear for some extra revs and wheelspin.

The Raptor also has a unique mode: Baja which is what you choose for maximum off-road performance. There isn’t any adjusta­bility around the suspension, rather it’s all in the steering, throttle, gearbox and ESC.

All in all, the Ford Ranger Raptor is a proper beast that really proves its worth when the tarmac ends. Thankfully, the interiors are very well built and a nice place to be in while you’re wreaking havoc outdoors.

The 8.0-inch Sync 3 system is great, and has all of the connectivity you’ll want. You also get features like lane-departure warning, automatic headlights, traffic sign recognition and keyless entry/start. It also has some nice magnesium paddles mount­ed at the steering wheel, which are nicely functional for when you want to choose your own ratios.

Our say…

The Ford Ranger Raptor is a simple machine. It is a performance pickup truck that is built to go really fast and hard on offroad trails and that is exactly what it will do. It lives up to the promise it makes and for any offroad fanatic it provides the ultimate experience.

If you’re looking for a pickup that has good towing capacity, utility and all around usability, this might not be it for you. But if you’re looking for a pickup that has a mean demeanor and isn’t afraid of going all out in places normal pickups only dare to tiptoe, the Ford Ranger Raptor is for you.

 The American-designed, Chi­nese-made Cleveland CycleW­erks has come to Nepal, and it aims to bring a new twist to the urban motorcycling scene of Nepal. Before you rush to their showroom at Panipokhari, here is a little run­down of what they have to offer.

FXR: The bare necessities

CCW’s innovative 125CC street legal dirt bike, the Cleveland CycleW­erks FXr, is their latest development. The FXr takes the company’s love for simplicity, minimalism and light weight in a more modern direction. If you reduce a motorcycle to its essential components, you are left with the FXr.

The bike is skinny, the frame is the gas tank and ground clearance is extreme. It will do well shredding single trails as well as the road. It is indeed a unique product from a unique company.

ACE SCRAMBLER: Simply Scrambler

Good design, simple frame, low seat height and light weight. The Ace is a great commuter and per­fect for going around town. The motorcycle comes with standard telescopic front suspension, knob­by tyres and rubber pads on the fuel tank for enhanced grip and control. The seats have a ribbed design, further enhancing the retro look of the motorcycle with over 34KMPL and 112KMPH++ cruising with a classical look.

Misfit: For the Rebels and troublemakers

The Misfit Gen 1 was designed as an ode to 1960’s 250cc GP bikes. The Misfit Gen 2 honors the past, while forging ahead in a bold new direction. Chassis dynam­ics, braking, handling and overall package are improved. The Gen 2 Misfit is a big step forward for Cleve­land Cycle Werks.

ACE DELUXE: Upgraded

CCW’s Ace Deluxe is designed to serve dual purpose on scram­bler look. With aluminum wheels, inverted forks, a slightly raised front fender, wide bars, dual surface tires and flat comfy seats the Ace Deluxe is a slight upgrade from the “stan­dard”. It is what many would call a retro-mod style bike, classic but with modern components for higher performance.

One look at the Husqvarna FE 501 and you know it means business. The FE 501 was designed to be taken straight off the showroom floor, put on the pickup and into the elements; and it looks the part. Adorned in the classic white, blue, and yellow of the Husq­varna brand the FE 501 is noticeably slim for a dual sports motorcycle. In fact, it is a featherweight by dual sports standards. The WP Xplor 48 front forks provide 300 mm of travel while the WP shock absorbers with linkage provide 330mm in the rear. A massive clearance heaves the Husky 370 mm way off the ground, enough to tackle anything on your path. With a seat height of 970 mm, riders are perched heads and shoulders above other bike riders. But it may also mean shorter rid­ers have to sit this one out (unless you’re extremely comfortable on your tippy toes and can resort to mild acrobatics in bumper to bumper traffic).

 Put together the entire package and you have a fun loving machine that really does not want to stop

What it promises in appearances, the Husqvarna FE 501 backs up in performance. At the heart of this sleek machine is a 510 cc engine with a single overhead cam that activates two titanium intake valves and two steel exhaust valves.

Starting the engine is pure bliss, stab and go. Twist the throttle and the engine responds with a tremen­dously resounding grumble. The clutch comes smooth and easy and turns on the power, which is imme­diate, smooth and almost mirrors the crack of the throttle. Bottom range grunt is phenomenal and it yanks you from a standstill with vig­or. What really takes you back is the buttery smooth delivery of power from what is essentially a dual-sport inclined to enduro riding.

As a result, things come extremely naturally to the Husky and the rider when you ride the FE 501. For an average Nepali rider with the aver­age Nepali height, like me, riding this machine is no walk in the park. However, the Husqvarna FE 501 has a good center of gravity, which meant I was really able to have my way with it. Whether it was slalom­ing through traffic, ripping through the asphalt, or flying through the terrains once the tarmac ends, rid­ing the FE 501 was an exceptional experience.

That said, it should be kept in mind that this is a dedicated off-road machine. Sure it’s an abso­lute hoot on the road, but you’ll be burning through your tires at an appalling pace. You can also expect noticeable wobble on the tarmac, thanks to its knobby tires. That still does not mean that it is dif­ficult to handle. Taming the machine gets much easier once you get a handle on the power, mapping and traction control.

Take it to unchartered terrains and it really comes into its element. The tires perfectly fit the dirt sling­ing instincts of the Husky, and the power output help you take on any obstacle in front. Handling is sub­lime and inspires confidence. Shift your weight onto the front tires, look ahead and guide the rear tires to where your heart desires.

The six-speed gearbox provides the meat of the power in the low­er end and spaces the gears out well throughout all ranges. Popping wheels even in third gear was easy. The forks do a good job of flattening terrains and cushioning the rider on all fronts. The rear suspension setup was softer than we’d like, so given another go we’d definitely tweak it a bit.

Put together the entire package and you have a fun loving machine that really does not want to stop. When you do want to take a pause, the disc brakes do the job of bring­ing you to a complete halt. It has a powerful engine that has unparal­leled low range grunt that carries on through all gears. It is one of the few motorcycles with which we really have no complaints.

Pair that with the supreme han­dling, braking, light maneuver­ability and the Husqvarna FE 501 is unstoppable. Direct it to where you won’t go and it won’t think twice about getting there. It simply blows you away. Every time you conquer a route you’re left wonder­ing what you could throw at it to ever waver its confidence. If you’re riding it on the tarmac a lot, we sug­gest you snap on some dual sports tires on this baby and the possibili­ties are limitless.

If any movie from the ‘Mad Max’ series were to be shot and direct­ed in Nepal, we can definitely see the Motorhead Scrambler in at least one of its scenes. That’s purely going by the aesthetic appeal of the Scrambler, which is its strongest suit. The post-apocalyptic, retro, steam-punk look of the Motorhead Scrambler is a definite crowd-puller, but living up to the aesthetics is a long order. Where does it stand in that spectrum? Read on.

Initial impressions

The Motorhead Scrambler is an exhibitionist, styled à la mode. With retro styling making a comeback, this Scrambler is something to look forward to (the purists won’t dis­agree). The visually irresistible styl­ing of the Motorhead Scrambler harks back to the heydays of motor­cycling. You get blacked out inverted front forks, a round LED headlamp cluster and a stainless steel fender. Other Scrambler ingredients are bar end mirrors, tires on spoked rims, a chiselled tank, a short padded seat, a steel muffler and a spheroid tail light. Contemporary additions include a digital speedometer and a USB charger.

 The Motorhead Scrambler is an exhibitionist, styled à la mode

Is it a performer?

Many motorcycles boast star qual­ity looks, but they just can’t perform when it comes to real riding. The Motorhead Scrambler is that kind of star that fails to stand out on a stage. Although it is powered by a Lon­cin-sourced 223cc oil cooled engine, the motorcycle only delivers 16.7 BHP of power at 8,000 RPM and 17 Nm of torque at 6,500 RPM. That’s quite low for 200cc-plus motorcy­cles in the market. All this power is transferred to the rear wheel by means of six-speed constant mesh transmission.

Take an open road, whack the throttle open and the motorcy­cle roars forward with a grunty note. However, that movement is short-lived because you have to constantly shift to access the top power, and this gets demanding after sometime. Mild vibrations creep around the frame and the bar-end mirrors before the motor starts to lose its steam. Our speedo-indicated 100 kmph with some effort before the motor felt dyspneic. So, there’s not much sur­prises on highway cruising. One area where the Motorhead Scram­bler didn’t disappoint was the brisk acceleration that would be fine for short runs.

How does it handle?

The ride quality is surprisingly enjoyable on the Motorhead Scram­bler because the motorcycle is not that heavy. The flat and wide handlebar compliments the rider’s triangle, though the steering has a large turning radius. Seating posi­tion is relaxed and upright, which also makes for a comfortable ride feel. The seat cushioning feels just about right too. The seat height, however, is not accessible to riders of all sizes. And the pillion may com­plain about the seat length, the tight seating position and the absence of a grab-rail.

Because of its lean dimensions, the scrambler is easy to chuck around. Well, in some ways, it is a fun motorcycle to ride. Thanks to its light weight, the Scrambler is ideal for city riding and exhibits decent road manners. The suspension is set up slightly on the stiffer side. The inverted front forks and rear mono shock with air damper absorb the sharp bumps and potholes pretty decently. The motorcycle gets dual-sports 110/90-R17 front and 130/80- 17 rear tyres which offer good grip and instil confidence in the rider. Stopping power is impressive, with front and rear hydraulic disc brakes. ABS is absent though.

The big question then

Even though retro motorcycles are the talk of the town right now, the Motorhead Scrambler slips away on too many fronts. It misses out on refinement, quality and the over­all value for money proposition. There’s no denying the sheer appeal of its design. But what you wear doesn’t matter if you can’t perform. At the pricing of Rs 435,000, there’s still no way the Motorhead Scram­bler is able to justify such a high asking price. Although the Scram­bler brings to the table plenty of persona, it fizzles out because of the unrealistic aspirations.

 For more than a decade, the Burgman redefined the motor­cycling experience after it brought together performance and comfort in a single platform. Now make way for the Burgman Street 125, the biggest 125cc scooter in size but the smallest Burgman in terms of the engine. The Suzuki Burgman Street steps up the oomph factor with its maxi-scooter appear­ance, but underneath shares the same powertrain and underpinning from the successful Access 125. Does the Burgman deliver on all fronts? We find out.

STYLING

The Burgman Street from Suzu­ki’s stable presents the best of both worlds in terms of styling. Not only does the Burgman Street draw a design language from its bigger Burgman siblings, but also creates a new segment of scooters on the concept of elegance. It is handsome enough to tempt the crowd with its bulbous appearance and has an excellent road presence.

The Burgman’s fascia largely resembles its European kin, lean and toned LED headlamp cluster dominating the angular front apron with position lights and turn sig­nals mounted beneath. A cosmetic fly screen sits on top. Along with this fly screen, a fixed all-digital instrument console is mounted on the body. The console does not turn with the handlebar on the scooter. The rather familiar easy-on-eyes multifunction fully-digital instru­ment panel comes with a digital clock, fuel gauge, oil change indica­tor, and a dual trip meter. From its nose to the rear, the baby Burgman enjoys svelte design touches.

Unlike other scooters, the Burg­man sports a wide bodywork which makes way for a horizontal tail unit at the rear, which in turn is flanked by a modernistic LED combination light setup in an elongated polygonal array and a large generous grab-rail. The baby Burgman gets a cubby glove box and rack for storage.

A spacious under-seat storage capacity of 21.5L is enough to car­ry all your belongings. The Burg­man Street rides on tubeless tyres and steel rims. The bold image of the Burgman is only set back by its 10-inch rear rims. The scooter is available in three colours: Metal­lic Mat Fibroin Grey, Glass sparkle black and Pearl Mirage White.

Rs. 229,900 Price of Suzuki Burgman Street 125

ENGINE

The Burgman is powered by the same mechanical unit from the Access. The peppy engine makes 8.6 bhp at 7,000 rpm and 10.2 Nm at 5000 rpm. And it comes with a push-button starter as well as a kick lever. Powered by SEP (Suzu­ki Eco Performance) technology which, according to Suzuki, offers an optimal fuel-efficiency without compromising on either power or performance.

PERFORMANCE

You can commute, take the high­ways, ride the twisties—the Burg­man won’t disappoint. In spite of its sheer size, this is a comfortable scooter thanks to the saddle height of 780mm. The riding position is comfortable and upright with the handlebar at the perfect height. The comfortable riding position is aided by the capacious footboard. The footboards are extended up the front apron which allows the rider to extend legs for a laid-back riding position. Pilot and pillion sit in a long, single soft-padded seat with no sacrifice on comfort for riders of various builds. The ease with which the scooter performs is lively.

The Burgman is quite agile in traf­fic. Performance is adequate and the scooter is peppy enough for city riding. Low-speed maneuvers are easy and it’s the kind of thing you should consider when purchas­ing a maxi-scooter. With its easy acceleration and adequate throt­tle-response, the Burgman is an able performer even on narrow, twisty, or congested streets.

Braking performance on the Burg­man is progressive. A single 170mm, single disc slows the front wheel and a 130mm drum brakes the rear wheel. The brakes are very good, though the front lacks power. But use both firmly and you’ll engage the Combined Braking System. As the name suggests, CBS helps engage both brakes when the rear brake is applied. This comes handy on our roads.

While the front soaks up bumps well, the rear remains a little stiff. However, due to the weighty rear, the scooter does bounce a bit less. Nevertheless, the ride is good as the Burgman is stable.

 You can commute, take the highways, ride the twisties—the Burgman won’t disappoint you

VERDICT

The USP of the Suzuki Burgman Street 125 is its styling. But it does deliver on all fronts, ticking all the right boxes in terms of styling, han­dling, and refinement. The baby Burgman will make you look pre­mium, whether you are commut­ing to work or doing occasional highway runs. But isn’t the asking price of Rs 229,900 a bit too much? Well, if you want to stand out from the pack and are willing to spend a premium, the Burgman Street will be a convincing addition to your garage. The Burgman Street may not be the first maxi-scooter in the Nepali market, but it looks promis­ing for many right reasons.