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However, with the Mahindra XUV 500 there has been little doubt to where it stands in our books. We loved it back in 2013 when we first got our hands on it. It was by far the most stylish Mahindra at the time and the swiftness with which it tore through the tarmac was baffling.

Around 2015 the XUV 500 went through a quick facelift. But now, it finally gets a serious overhaul, with a lot of tinkering done under the hood. We were pretty keen on rekindling our affair with the now new plush XUV 500. We took a seat behind its wheels and headed out.

FEATURES

Variants: Mahindra XUV 500

Price : Rs 6,180,000-Rs 9,095,000

Engine : 2179cc

Fuel Type : Diesel

Power : 155 bhp @ 3750 rpm

Torque : 360 Nm @ 1750 rpm

Drivetrain : AWD

Exterior

Much like its predecessor, the XUV 500 remains the most stylish Mahin­dra and it has blown us away with its good looks again. We will refrain from calling the XUV a beautiful car, because it’s not. Instead, this is one handsome car. A dominant front, a muscular build and an imposing stance comes together to form an image of a car that looks poised to turn heads. On the front the under­body sharply angles upward into the air inlet, making the car look high­er off the ground. You get big pro­jector headlamp units with stylish fog lamps on each side sandwiched between the huge grille studded with chrome. The wide bonnet arches both sides upon meeting the A-pillar, and the flared wheel arches on the front make for a muscular front.

Over on the side the XUV carries a sporty look mainly because the rear body ends in a fairly straight line, making for a boxier appear­ance. The rear wheel arches are now robust, adding to the handsome appeal and all this sits on a premium set of alloy wheels. Also, the bespoke XUV door handles return, adding to the uniqueness of the vehicle. On the back, Mahindra has cleaned up its act, as the rear end of the XUV is sleeker. The new taillights are sharp and the chrome strap over the boot lid completes the look. You also get twin exhausts which is always better than one.

Interior

The interior of the XUV builds on its already impressive exterior. Open the door and the first thing you see is the luxurious quilted tan leath­er seats. These seats enhance the overall interior of the car and when paired with the electrical adjustment these posh new seats go off their way to pamper you while on the road. The visibility is good all around the car because of the large windscreen and windows. Adding to the comfort is XUV’s Fully Automatic Tempera­ture Control or FATC system with dual heating, ventilation and air conditioning. This system allows you to set a cabin temperature, which is then maintained automatically throughout the cabin without your intervention.

Another luxury addition is the cen­trally located cooling box that can chill up to four cans of beverages at once; do not drink and drive though. The rear seats are wide and offer good support and fitting three in the back will not create any discomfort. The third row seats are comfortable as well, but large adults will find long journeys uneasy. Both second and third row of seats get AC vents for added comfort.

The storage spaces are ample and well laid out, both second- and third-row seats fold flush with the floor, freeing up to 1512 liters of boot space. The infotainment system is also one of the best we have come across, with clean graphics and a smart interface, although the number of buttons on the central console was overwhelming.

Overall, Mahindra deserves high praise for this plush interior.

Performance

Let’s start with the ride comfort before getting into the figures. The new XUV 500 features enhanced sus­pension, so no matter where adven­ture takes you, you are guaranteed a plush ride. The new suspension offers increased stability, greater comfort and precise steering and also improved impact management over bumps and potholes.

Powering the car is a 2.2 liter mHawk diesel engine mated to a six-speed automatic transmission that makes 155 bhp and a whopping 360 Nm of torque from as low as 1750 rpm, meaning the car is quick to get a move on and slow traffic crawling and highway overtakes come easy. Taking care of the grip is the AWD.

Whether it is heavy rain or snows the intelligent All Wheel Drive ensures better control and driv­ability with a seamless transition from 2WD to AWD without any driver intervention. Working with the AWD is NexTrac, an electrically controlled, on demand, interactive torque management system that gives you unmatched handling and vehicle control. Mahindra hasn’t skipped on driver and passenger safety either: you get six airbags, ABS with EBD, disc brakes on all four wheels, hill descent and hold control and electric stability program with rollover mitigation to ensure your car remains stable at all times.

Verdict

Let’s all agree to one thing. The XUV 500 is still the most handsome Mahindra out there, and at the risk of sounding superficial, that is half the battle won. Now add to that the brilliant interior features, creature comforts, and performance, and you have a formula that is built to succeed. And that is exactly what the new Mahindra XUV 500 brings to the table. A bulletproof concoction that has its sight on success.

Long before the Hyundai Creta set the Compact SUV segment on fire it was its big brother, the Hyundai Tucson, doing exactly the same in the mid-sized SUV market. While the love for mid- to big-sized SUVs hasn’t died down, the market seems to be gravitating to smaller SUVs. In this scenario, does the new Hyundai Tucson have enough to get this segment a much-needed atten­tion? We are here to find out.

FEATURES

Variants: 2018 HyundaiTucson

Price : Rs 9,496,000 – Rs 11,096,000

Engine : 1998cc

Power : 165 bhp

Torque : 197 Nm

---------------------------------------------------------

>Front, Side & Curtain Airbags

>ABS and EBD

>Auto Locking Doors

>Steering Wheel Multifunction Controls

Exterior

The front is unmistakably Hyun­dai: the first thing you notice on the Tucson, or on any other Hyun­dai for that matter, is that signature cascading grille. The grille comes embellished with strips of chrome with the Hyundai logo. The large, elongated and swept back head­lamps that house the daytime run­ning lights look sleek; the fog lamps are housed next to the grille, making for a smart look.

The side profile of the Tucson adds a sporty dimension to the car, thanks to the window line that rises up, and to the roof line arc which in turn makes for a unique C-pillar. This design sits on a gor­geous set of fresh new alloys which enhances the sporty look of the vehi­cle. You also get a redesigned rear, which is now less aggressive but sleeker. The new set of tail lights are beautiful, and the black on black spoiler and shark fin treatment draw many eyes.

Interior

The interior of this is better than the already beautiful exteri­or. Fresh is the word we are look­ing for because almost everything in this new Tucson is spanking new. Let’s start with the central console; you get a floating tablet design where a 7 inch touchscreen is housed. The infotainment is smooth and intelli­gent and using it is easy thanks to hand buttons on either side.

You get new, larger AC vents and the controls for the air con on the console are new and more premium as well. The new leather seats can be adjusted, heated and ventilated electrically, which not only feel luxurious but also makes for a commanding driving position thanks to the wide adjustment and better visibility on all directions. Leg room and head room in the second row seats are ample and the feeling of claustrophobia is kicked out of the door when you open that wide, panoramic sun roof.

Performance

Powering the Hyundai Tucson is a 2-liter petrol motor mated to a 5-speed automatic transmis­sion, which churns out 165 bhp and 197 Nm of torque. While the numbers may not seem a lot, the delivery is smooth. The acceleration is linear and responsive; the steering is light, too light if we are nitpicking. You get three driving modes. While Eco and City mode are suited to fuel efficiency, Sport is geared towards more performance and the one we recommend you drive in at all times.

The drive inside the city is like a gentle wind while the drive on high­ways will have you wanting more feedback from the steering wheel even in the sport mode. On the safety front, the Tucson comes well equipped, you get ABS as standard. There is also Vehicle stability man­agement, whether you’re on wet or slippery roads.

VSM helps you drive with extra confidence, ensuring stabili­ty through co-operative control between Electronic stability control (ESC) and Motor driven power-steer­ing (MDPS). You also get Downhill Brake Control and Hill-start Assist Control. The body itself is Advanced High Strength Steel ensuring the best-in-class skeletal rigidity. And as an icing on the cake, you get six airbags.

Verdict

The Hyundai Tucson is one of those cars where the flaws are close to being non-existent. The car looks beautiful, and staying inside is a complete treat thanks to the use of plush materials and a bucket of crea­ture comforts. Driving it around the city is an absolute pleasure, and the highways are full of comfort minus the feedback of the steering wheel. Safety is uncompromised and you and your family will be the safest on the road. All this put together in a beautiful package makes the Hyund­ai Tucson ooze confidence and that should be enough to breathe new life into the segment.

Exterior

We will not spend much time on the outside as it is exactly the same as the manual Nex­on which has been here for long. But we will quickly run through it to refresh your mem­ory. You get the same exterior design, with rather unusual elements seen more on con­cepts than on production vehi­cles. The chunky front end with glossy black grill and large headlamp units looks hand­some. Front fog lamps are sur­rounded by black or contrast white cladding, while a huge air intake at the bottom dom­inates the look. Over on the side, you immediately notice the coupe like roof line and the contrast ceramic white strip that runs across the car below the window line and merges with the tail lamps. The grey roof adds to the funkiness. All this sits on smart-looking alloy wheels.

Interior

Inside is the same story, everything remains the same, which isn’t bad at all. The materials used inside the cab­in is of top quality and the fit and finish of the dash is good. The controls of the dash are well laid out, and the but­tons for the air con and pow­er windows get piano black surrounds to give a premi­um feel. The Harmon based infotainment system is one of the best. It is smooth and easy to use. The Nexon scores well in terms of practical­ity too and you get loads of storage options. You get large bottle holders and an umbrel­la recess (it can hold a small umbrella and has a drainage hole too) in the front door pads, a massive cooled glove box with a removable tray, a deep center storage box and the cup holders integrated into rear center armrests. The seats are supportive and comfort­able, which is also the case with the rear seats.

Performance

Now this is where the Tata Nexon has changed. You get the same engine choices: The 1.2 liter Revotron turbo pet­rol that makes 108 bhp and 170 Nm of torque, and the 1.5 liter Revotorq turbo diesel that makes 110 bhp and 260 Nm of torque. While before engines were mated to a manual trans­mission, now these engines are mated to an AMT transmission. This makes a difference that shows in daily driving. It gets the same six-speed transmis­sion. But now, using hydraulic actuators, it changes gears with clutch-less gearshifts. The shift between gears are jerk-free and smooth, and there is also a creep function that allows the driver to, well, creep forward during traffic situations.

This AMT is a boon in low speed city driving, mak­ing the experience easy and convenient. There is a slight turbo lag when you have to get a move on but nothing to bore you out. Once the lag is put through, the car picks up speed and shifts are slick and effortless. As in the manual version, be it the Eco, City or Sport mode, there is more than enough to go with seamless power. In the Eco mode, in pursuit of fuel economy, the gearbox shifts up early, and the power feels constrained. City mode makes it a little better, but the Sport mode is com­pletely different. The surge in power is quick and the car revs much better. Overall the AMT is good; it is smooth and provides good power to the mid-range to help you make those overtakes and to cruise with ease on the highway. The creep function also makes a drive in rush hour traffic rela­tively stress free.

Verdict

We loved the Tata Nexon when it was first launched. After driving this AMT variant, the love has only grown. The unique exterior and the plush and practical interior has now been paired with a convenient AMT transmission resulting in a package that makes the hectic drive to work easy and fun again.

On Day One the motif was to unwind with some good food and the banging tunes of The Midnight Riders and Dukpa and Dudes.

On Day Two, participants regis­tered for their desired competitive events for the day.

Assembly Wars

The goal is to remove your front wheel, run across the track, come back, re-assemble the tire and ride across the finish line before anyone else. Each team had four members, who needed to coordinate and used their combined knowledge of the bikes.

Slow Race

A signature event at the RE Reunion, the slow race is contrary to the idea of racing. The primary objective is to be the last person to cross the finish line. Of course, this is easier said than done. Advancing a hefty Royal Enfield motorcycle at a snail’s pace requires complete con­trol of your machine, and a perfect blend of balance, throttle control, and clutch play. It was definitely not for the novice riders.

Carry Your Bike

Brute strength and stamina, along with team coordination, is the key to winning this one. Four participants heave their motor­cycle off the ground and run across the finish line before anyone else. If the wheels touch the ground before you cross the finish line, you lose; simple as that.

Figure it Out

In order to win this event, the rider has to complete a complicated course through a track of circles and eights without put­ting your foot on the floor. Winning this challenge calls for more than control of your motorcycle; you also need presence of mind to take the right track.

Beer Drinking Competition

*Hicc* Down your beer of glass first, and win *hicc* Bottoms up!

Arm Wrestling

Sit across your opponent, and bat­tle it out mano-a-mano. Considering that motorcycling groups aren’t usu­ally weaklings, the show of strength was enthralling. And the women were not shy to participate.

Band Performance

The Midnight Riders start­ed the show with a performance that had the crowd going, and Mukti and Revival brought the house down with one of their leg­endary performances.

Everything was done without a hitch, and the organizers and marshals did a tremendous job. Shrugging off the label of “biker gangs” has been a long and arduous battle for motorcyclists all over the world. Holding events like these that show the maturi­ty and class of bikers is crucial to creating and maintaining a good reputation. This is surely a step in the right direction.

 Have you ever gone car shop­ping? You visit one showroom after another and collect bro­chures. Some call a car an AMT gearbox or a CVT or a fully auto­matic or even a DSG, but so far as you care, they are all automatic. Well, you’re not exactly wrong, but you are not completely right either. To be clear, any form of clutch-less drive is known as an automatic. But there’s more to an automatic than a missing clutch pedal in your car. Here we break down the most used versions of automatic trans­mission systems in our country, tailor-made for an everyday driver to understand the “what is what” of automated transmission.

AMT

Automated Manual Transmission, just as the name suggests, automates the manual transmission in your car. AMT consists of a hydraulic actuator system and an electronic control unit, which work in conjunction to simply engage and disengage the clutch while shifting gears. Basically, your AMT car has a clutch, but not a physical clutch pedal that you can see; instead the system is doing the tiring work of pressing the clutch and shifting gears for you.

CVT

Continuously Variable Transmis­sion is a giant leap from the AMT towards a fully automated gearbox because a CVT doesn’t have a clutch at all. The CVT system consists of a single unique gear that can change through a continuous range of effec­tive gear ratios, responding only to the throttle, much like, you guessed it, a scooter. You operate a CVT car the same way you would a normal automatic transmission, although the actual inner workings are much different. CVT relies on a belt and pulley system. Instead of having gears, there are two pulleys con­nected by a belt. The engine turns one pulley and the other pulley is connected to the rest of the trans­mission and powers the wheels of the car.

DSG

Direct Shift Gearbox is a dual clutch gearbox that is designed with two electronically controlled clutches. In simple words, it’s two totally independent clutches work­ing in a single box. Using a pair of clutches means that as one clutch disengages a gear, the other one engages the next at the same time, effectively eliminating the time spent in neutral between changing gears. The obvious big advantage of a DSG is its much faster shift time.

AT

Automatic Transmission or fully automatic transmission use gears to match engine speed to road speed. There is a combination of different gear ratios, usually a total of six (but sometimes as many as nine) that are chosen so that the engine can remain in a range to produce the best amount of torque.

It automatically changes gear using a fluid coupling called a torque converter and a series of epicyclic gears engaged by band-clutches within the transmission itself. The gear ratio is changed hydraulically, locking and unlocking the system of gears, and you don’t have to depend on a clutch to change gears in the vehicle. More sophisticated AT transmissions also have different shift programs and can come with paddle shift systems.

Well, there you have it. The next time you go car shopping, take this issue with you. We firmly believe you won’t be as clueless when you see the brochures stating the dif­ferent gearboxes of the cars you will potentially buy and maybe you might teach even teach a thing or two about the different gearboxes to the salespersons themselves.

 Introduction

The Mahindra Scorpio Pik Up is a pickup truck based on the Mahindra Scorpio SUV, one of the company’s best vehicles. Right now the Scorpio SUV is all the rage in Nepal, among general customers to private compa­nies to government agencies alike. The question is: can its truck sibling live up to the old standard? We took the Scorpio Pik Up for a drive to find out.

Exterior

On the front, the Pik Up looks exactly like the Scorpio SUV in its pre-facelift version, with the heavy boxy front fascia with tooth-like chrome accents on the grille, and similar front bumper. The air intake is placed right above the skid plate and over to the side is where you’ll find the front fog lamps.

Above this are clear lens headlight units at either end, with projector lamps to add a modern appeal. Over to the side is where the Pik Up differ­entiates itself from its SUV brother, with its massive cargo bed which is spacious enough to move your flat every other week. Completing the look are black side steps on either side as well as a blacked out rear bumper.

 Rs. 37.95 lakhs

Price of Mahindra Scorpio Pik Up

 If you want to drive this car within the city limits, we recommend you install an aftermarket reverse camera

Interior

The interior is not “great” but it’s not “bad” either. But here’s the point, for a pickup truck, at this price point, you have to consider it surprisingly good. You get an all-black treatment inside the cabin; the dashboard is made from strong plastic which might not feel soft to touch but will definitely keep up with all the bashing you’ll put this truck through day in and day out.

The seats are comfortable and pro­vide good back and thigh support. The rear seats have loads of knee room and head room and thanks to the flat floor, seating three at the back for long hours of off-roading is no trouble. The Scorpio Pik Up receives all the creature comforts, such as decently powerful air condi­tioning with rear vents, which do a quick job of cooling the cabin. It also gets a touch-screen display that is both smart and intuitive. Mahindra has not skipped on safety either, as you get ABS, dual airbags and cen­tral locking.

Performance

The Scorpio Pik Up is powered by a 2.2-liter mHawk EV engine that belts out a maximum power of 140 bhp at 3,750 rpm and develops a peak torque of 320 Nm at 1,500- 2,800 rpm. Mahindra offers the new six-speed manual gearbox as stan­dard across all variants and a choice of either 4x2 or 4x4 drivetrain. For a pick-up truck the Scorpio Pik Up is surprisingly quick off the line as all the torque is rationed at the lower end of the rev band. Work the gears smoothly and the Pik Up will hit triple digits with ease.

The steering and the suspen­sion are where this truck scores top marks. The steering wheel is light and accurate and also provides good feedback. That paired with the suspension setup, we can safely say that you will have a wonderful time off-roading without your back screaming for painkillers at the end of the day.

We took some runs off road to blow up a little dust for an epic picture, which involved some fast driving across an uneven track, and the Pik Up mauled through it again and again. The best part is, you don’t have to brace for an impact every time you are closing in on a bump. The shocks are well con­tained; the cabin is well insulated and comfortable. One drawback that this and every other truck has is urban maneuverability. Thanks to the massive cargo bed, tight turns will test any driver and the thought of parallel parking gives you goose bumps. If you are planning to drive this car within the city, we highly recommend you install an aftermar­ket reverse camera.

Verdict

The Scorpio Pik Up is an all-rounder with only one exception; it is difficult to drive around town, just like any other truck. Look past that and you get a vehicle that goes anywhere, has all the com­forts you need, every day, and at a price of Rs. 37.95 lakhs, this pick up is the ultimate steal in this segment.

FEATURES

Fuel Type: 2.2 turbo diesel

Engine: 2179 cc

Power: 138 BHP

Torque: 320 Nm

Ground clearance: 210 mm

Top speed: 196 km/h

• Anti-lock Braking System (ABS)
• Electronic Brake Distribution (EBD)
• Seat belt pretensioner
• Air-bags (driver/ passenger)
• Side impact protection bars
• Collapsible steering column
• Isofix child seat attachments
• Seat belt reminder
• Auto-locking doors

In a segment that was for some time led by a couple of its com­petitors, Ford has shown up late, but the company has done its home­work to set the long-dormant seg­ment on fire again. Feast your eyes on the Freestyle, the cross hatch­back version of the supposedly new Ford Figo.

FEATURES

Fuel Type: Petrol, Diesel

Engine: 1194 cc, 1498 cc

Power: 95 bhp @ 6500 rpm, 99 bhp @ 3750 rpm

Torque: 120 Nm @ 4250 rpm, 215 Nm @ 1750 rpm

The engine is impressively quiet and the build of speed is smooth. This is also an engine that gets better the more you rev it

EXTERIOR

With a striking look, a command­ing stance and dynamic design, the Freestyle is not looking to fit in. Ford’s signature trapezoidal grille, in an aggressive all-black design with raised ridges and sweeping straight lines moving from front to the rear, is distinct. It also gets all the off-road extensions like roof rails, plastic claddings on the lower half of the body and scuff plates; these elements coupled with the high ground clearance makes the car look like an SUV. Other distinc­tions come in the form of angu­larly shaped fog lamps with black enclosures and a revamped bumper design. The crossover aspects can be seen in the flared wheel arches too. The car also gets new 15-inch alloy wheels.

INTERIOR & FEATURES

The moment you step in, it is evident that Ford has paid a lot of attention to the cabin—gone are the beige interiors. Instead you now get a chocolate and black combination with piano black inserts on the con­sole and steering wheel and chrome on the vents, dials and buttons, which makes the cabin feel more premium. The dials are smaller than what we’d prefer, which makes all the indicators feel like they’re cramped into a small space. Storage is ample with a sizable glove box, door and console pockets where you also get a dedicated place to keep your phone, dual USB ports, and a 12V power outlet.

The console houses a 6-inch touch­screen with Bluetooth and media controls. However, Ford’s Sync3 system is found only on the top spec titanium+ model. The screen on our review car was plenty smooth and responsive so we don’t have any complains. Apart from this, you get a bucket full of features like six airbags depending upon the trim, as well as ABS and EBD as standard, rear view camera, traction control and ARP.

SAFETY

In terms of safety kit, the Freestyle comes with dual airbags and ABS as standard. Top versions of this CUV gets six airbags, traction control, and Electronic Stability Program (ESP). You also get Active Rollover Prevention (ARP) feature in the Tita­nium and Titanium+ variants. Ford has definitely got your back on this one. ARP automatically detects and avoids potential rollover situations by applying brakes to the individ­ual wheels and decreasing engine torque. This simply means that you can corner at higher speeds than you normally would without the fear of rolling over, although we don’t recommend doing that recklessly— safety first!

There is also Ford’s MyKey function that allows owners to pre-set max volume levels and speed limits to keep their children from deafening themselves and chauf­feurs from breaking speed limits. But we are sad to report that this feature is only available in the Tita­nium + variant.

PERFORMANCE

The Freestyle is the first model to be offered with Ford’s new naturally aspirated, 1.2-liter, three-cylinder Ti-VCT engine developing 96 horse­power, making it the most powerful of the naturally aspirated 1.2 pet­rol on sale. The engine is impres­sively quiet and the build of speed is smooth; this is also an engine that gets better the more you rev it. The Freestyle features a new five-speed gearbox that feels light, crisp and comes with a well-weighted clutch. The Freestyle rides on 185/60 tyres on 15-inch rims and the larger roll­ing circumference means large pot­holes do not swallow the tyres. What also comes handy is the impressive 190mm ground clearance. It is no SUV, but it still feels like a rugged little thing.

High-speed stability is impres­sive too but road and wind noise are not near class-best levels. Now, we weren’t going to read about the ARP and just take Ford’s word for it. So we did what we know best and found an open space to vent out some frustra­tion… we mean test out the ARP. Seatbelts on and foot hard down, we proceeded to kick up some dust. We didn’t hold anything back during this test and did our best to unsettle the Freestyle. Alas, it stood strong and gladly took anything and everything we threw at it. Which is great or we’d be writing this review upside down, from inside an over­turned car.

VERDICT

The Freestyle is a solid car, and it has a powerful engine that is easy and fun to drive. The car glides down with ease, takes on the turns with excitement and handles bumps and potholes with comfort. The inte­rior is plush and well-equipped and the car comes loaded with safety features. Overall, the Freestyle is one of the best cars in its class. If you are in the market looking for an everyday car that is rugged and fun to drive, you should definitely consider adding this one.