Driven #6: TVS Apache RTR 180 ABS

You gotta love TVS for what they do. While every other two-wheeler manufacturer, both domestic and international, are content with churning out the same old models with an occasional nip, a tuck and a sticker job, here is one company which keeps pushing the technological barriers and comes out with models that sets the pace and trend in the industry. From the VTi technology introduced in the Centra to the most recent auto-clutch technology introduced in the Jive, TVS has always been at the forefront of technological innovations when it comes to two-wheelers.



So, it should come as no surprise that TVS has once again taken the initiative and launched the Anti-lock Braking System, a technology that should ideally become a standard in our country, given the unsafe road conditions. And they could not have chosen a better model for launching this feature than their flag-bearer Apache. The Apache RTR 180 ABS thus becomes the first Indian motorcycle to feature the life-saving ABS technology and more importantly, comes at a price that does not make it out of reach of common people.  



So, how is the ABS-equipped Apache to drive and stop? Do we feel the ABS kicking in during panic braking? Does it inspire confidence in us or is it just another gimmick? Is it worth spending the additional 12,000 odd rupees over the regular Apache RTR 180? A short drive in the new Apache RTR 180 ABS answered all these questions and much more. But, I don’t want to keep that last question unanswered even for a moment. Hell yeah, the ABS tech is worth every extra penny that you will shell out for it. Period.



TO LOOK & FEEL:

The Apache, since its launch in 2005, has retained its basic shape and design till date. A mid-life facelift with a series of subtle yet significant changes boosted its appeal and as a result, the Apache still looks fresh and hot against the latest competition from Yamaha (FZ16, Fazer) and Honda (CB Unicorn Dazzler) unlike say, the Pulsar, which has started to look severely dated. Apart from its sleek and sexy sculpted body panels, another attractive element on the Apache range surely has to be the palette of colors on offer. Be it white, red, yellow, orange, black or grey, they all are stunners and the paint job is immaculate too. This particular ABS-equipped version of the Apache comes only with the unique white coat with contrasting black stripes.



There are certain striking design elements in the Apache RTR 180 ABS that makes it really stand out from the rest of the crowd. Details like the gold-colored petal disc up front, racy RTR stripes running along the length of the bike, the sub-fairing with the RTR and ABS stickers, the broad and muscular fuel-tank, the body-colored engine fairing, the gold-colored ABS system in the wheels, the striking twin LED taillamps and the broader 110/80 tires in 17 inch alloys make sure that you get as many stares on the road as you desire. Having said that, the absence of a full frontal fairing means that the ‘big-bike’ feel that you get, like when driving a CBR 250R or a Karizma ZMR, is not there.



Get closer and you will find that the fit and finish of the bike is top-notch in many areas but equally iffy in some other areas. The switchgear, for example, feels solid to touch, feel and operate and the clip-on handle-bars are great too. But the same can't be said about the rear-view mirrors which vibrate like hell at speeds in excess of 70 kmph. Also, the stitches in the seats have started coming off exposing the cushion and there seems to be a small misalignment in the position of the kick lever as it comes into contact with the leg brake lever when in operation. Those are not something that you expect in a ‘brand-new’ bike. Apart from that, the overall quality of the bike was good and it felt built to last.



ON THE ROAD:

The Apache RTR 180 is powered by a single-cylinder, 4-stroke, 177.4 cc engine capable of producing a maximum power of 17 bhp and a maximum torque of 15.5 Nm. Turn the ignition ON and the Apache settles into a nice and sporty groan. Though a bit loud, the deep-throated and sporty exhaust note is a big plus and a major part of the excitement of driving this bike. TVS, with its long racing heritage, knows a thing or two about power and handling and it clearly shows with the Apache 180 being one of the more powerful and nimble bikes available in the market today. Be it a quick start from standstill in a traffic light or cutting and making way through dense city traffic or a relaxed drive in an open highway, you say it and the Apache RTR 180 does it all without much of a fuss.



Though the handling is great and the bike is willing to lean into corners, the tires remain a sore thumb with grip levels not on par with bikes like FZ16 and Fazer. Nevertheless, one other area where the Apache RTR 180 inspires confidence in the rider is in braking, thanks to its Anti-lock Braking System technology. On paper, the ABS integrates sensors placed in both wheels with an Hydraulic ECU. With a constant stream of input from the sensors, this HECU can detect a potential wheel-lock. It then modulates the braking pressure to the wheels accordingly thus making sure the wheels don't lock which, in turn, eliminates skidding and improves stability in all surfaces, be it gravel or tarmac, wet or dry. That said, any technology is easy to understand as long as it remains a theory on paper.



But, how good is the ABS in real-world conditions? How does this technology help an average road-user? Back-to-back rides in a regular Apache 150 and the RTR 180 ABS gave us the answers.



Not much difference was observed between the two bikes as long as the roads remained smooth and perfect and there were no instances of panic braking. Then came some muddy patches of broken tarmac and the RTR 180 ABS immediately made its presence felt as soon as the brakes were slammed a little harder. Where the regular 150 encountered wheel-lock for a few seconds before it regained composure leaving you with a heart-in-your-mouth feeling, the RTR 180 ABS just sailed through with superb stability. Another area where we really felt the significance of ABS was in a gravel track. The RTR 180 ABS refused to lock wheels and remained supremely stable in stretches where the regular 150 repeatedly locked wheels and lost composure.



SPECIFICATIONS:

* Engine Type: SOHC, 4 Stroke

* No of Cylinders: 1

* Displacement: 177.4 cc

* Max Power: 17 bhp @ 8500 rpm

* Max Torque: 15.5 Nm @ 6500 rpm

* Transmission Type: 5 Speed, 1Down 4Up

* Tyres: 90/90 R17 (Front) / 110/80 R17 (Rear)

* Brakes: Petal Disc (Front) / Petal Disc (Rear)



TO SUM UP:

On checking the TVS website coming back from the test drive, it's pretty clear that the Apache RTR 180 ABS is engineered to be equally at home negotiating wet patches and gravel tracks as it is on smooth tarmac. Overall, all I have to say is TVS, along with its ABS supplier Continental  has done its part really well in trying to bring this technology within the reach of thousands of Indians. But TVS can do nothing about the typical-Indian attitude of opting out of safety features to save a few thousands of rupees. Its up to each one of us to realize the significance of a life-saving technology like this and embrace it. Hats-off and way to go TVS!



Photography: Arun Varadarajan

(www.passionphotography-me.blogspot.com)

Driven #5: Royal Enfield Classic 500

There are very few brands in India that are as aspirational, as iconic and as legendary as the Chennai-based motorcycle manufacturer Royal Enfield. Seriously, I am running out of words when I set out to describe this originally British brand that is now completely Indian. Beating the Indian fetish for Harley-Davidson and coming out on tops in a recently conducted brand survey speaks volumes about Royal Enfield and how it is being perceived by Indians. Hence, it’s no wonder that the die-hard fans and customers of the brand swear by their set of wheels.

When such a manufacturer comes out with a model that is even more vintage than the classic motorcycles that they are already famous for, it is destined for success. And succeed it did, with immediate post-launch orders swelling so high that there was a waiting list of more than 7 months to own one. If you are still guessing, I am talking about the one-of-a-kind ‘Classic’, that was launched in 350cc and 500cc versions. This particular model that I drove is owned by a close pal of mine, who got this bike delivered in Mar-2011 after a wait of 6 months.


TO LOOK & FEEL:
Almost every model of Royal Enfield, with their retro styling and overdose of chrome always score high on the looks factor. But to be brutally honest, the Classic just crushes them all when it comes to looks. True to its name, the bike has really classic design touches all over it that screams ‘vintage’ bold and loud. Like me, even folks who normally prefer modern styling to retro looks would not be able to stop falling in love with it. There surely is some really invisible charm that surrounds this bike.

The circular themed lights all around, twin pilot lamps, the single circular instrument pod, the chrome mirrors, the uniquely shaped tool box and air-filter cover, the really long chrome exhaust pipe, the old-school spring-loaded single saddle and the smashing colors that the bike comes with, especially military green and red, literally turns heads wherever you go. Once astride, you need to get used to long wishful stares everywhere as you pass. That’s quite understandable because this is the stuff that most young men’s dreams are made of.

Beneath all those retro looks are thoroughly modern underpinnings by Royal Enfield standards. The traditional Royal Enfiled engine construction with an external clutch and gearbox has been replaced with something called "Unit Construction Engine" or UCE, where a single crankcase encloses all the above. Also, the company has ditched the carburetor for a modern electronic fuel injection system that aides both in optimized air fuel delivery and to meet the tougher emission standards.

ON THE ROAD:
Powered by a single-cylinder, 499cc, spark ignition, overhead cam engine with electronic fuel injection (EFI), the Classic 500 churns out a maximum power of 27.2 bhp, easily making it the most powerful Indian bike in the market. And it is one of the fastest too with superb acceleration from idle, the linear power delivery courtesy EFI helping matters here. In fact, turn the throttle and its quite an experience to feel all the 27 horses coming to life.

Given an open road, the Classic 500 can cruise all day long at 80 kph in 5th gear as the bike feels supremely comfortable in those conditions. The ride is good but not great enough. Uniquely, I found the ride quality to be significantly better from the driver’s seat than in the pillion’s seat. The handling too is confidence inspiring with big 18-inch wheels and disc brakes at front helping to keep the bike stable at all times. Having said that, its better to always remember that you are riding a heavy mass of metal and it takes its own sweet time to lean, turn or come to a halt.

One grudge that I had with the Classic was the horn that came fitted with was so feeble and would not look out of place in a 50cc moped. Also, the much celebrated 'thump' that all RE fans seem to love, lust for and relish is definitely muted compared to the roaring thumps from Bullets of the past. Barring the fact that its bulk makes it less agile inside the city, the Classic makes good sense for your everyday office commute and for your weekend getaways too.

SPECIFICATIONS:
* Engine Type: OHC, 4 Stroke
* No of Cylinders: 1
* Displacement: 499 cc
* Max Power: 27.2 bhp @ 5250 rpm
* Max Torque: 41.3 Nm @ 4000 rpm
* Transmission Type: 5 Speed, 1Down 4Up
* Tyres: 90/90 R18 (Front) / 110/90 R18 (Rear)
* Brakes: Hydraulic Disc (Front) / Internal Expanding Drum (Rear)

TO SUM UP:
Overlooking the fact that Royal Enfield bikes are not the most reliable around, the Classic is a stunning style statement and a perfect blend of 1950's World War II looks with 2000's modern technology. At around 1.4 Lac Rupees, its terrific value for money too. Once you move over the looks, step on it, get yourself acquainted and start driving the Classic, you will get a feeling that you are the king of the road. Now what are you still waiting for? Go, get one for yourself and prove to the world that you have a good taste.

Driven #4: Hyundai i10 Blue

When the i10 made its global debut in 2007, it quickly managed to establish Hyundai as a mainstream competitor in the mini-car segment, becoming one of Hyundai’s largest selling models in India, Europe and elsewhere. After 3 years and approximately more than 750000 cars on road, Hyundai decided it’s time to give the i10 a mid-cycle face-lift, with few minor tweaks to its powertrain as well. Recently, I got to drive the i10 Blue, which went on sale recently in UK and select European markets. If you don’t know already, ‘Blue Drive’ denotes the greener variants of all Hyundai models. Though it’s made in Chennai, this particular variant of i10 is not destined for India anytime soon.

TO LOOK AND FEEL:

Internationally, Hyundai has successfully launched its latest design language, tastefully named ‘Fluidic Sculpture’. As part of it, the i10 now comes with an all-new front end, with the hexagonal corporate grille lending a touch of aggression to the car. There are minimal changes to the profile with body colored rub-strips and mirrors with integrated indicators being the only changes. The rear gets a revised bumper with built-in reflectors and new lenses for the taillights. Overall, Hyundai has managed to make the i10 look a bit more upmarket by incorporating its ‘family’ look. If you liked the cute and rounded looks of the previous i10, you will be disappointed with this redesign though.



One of the i10’s major selling points, be it in Europe or in India, was the quality of its interiors and the long list of standard features. Gladly, those virtues still remain, with the overall quality, fit and finish and features on offer absolutely unmatchable for the price you pay. Unlike in India, the i10 is very competitively priced in Europe as Hyundai still doesn’t have the brand image of a Ford, Volkswagen or Fiat there.



While the i10 simply crushes the competition in India equipped with features not available on cars a segment or two higher, the case in Europe is not hugely dissimilar. Depending on the market and variant, the i10 comes with features like ABS, Electronic Stability Program (ESP), dual air bags, Bluetooth connectivity, gearshift indicator, steering mounted audio controls, USB/Aux input, heated front seats and mirrors, height and tilt adjustable steering, sunroof, parking sensors, etc. many of which are payable extras in other models. Also, unlike India, where the car comes with dark grey and beige interiors, the European models get an all-black treatment with an alloy silver finish in the center console.



ON THE ROAD:

The biggest change in the new i10 is actually under the hood. In India, the face-lifted i10 comes with upgraded 1.1L and 1.2L engines, with the latter even coming with a segment-first Variable Timing Valve Train (VTVT) technology. In Europe though, depending on the market, this new 1.0L 3 cylinder engine either replaces the 1.1L or is offered as a third engine option. Developed as part of the ‘Blue Drive’ family, this engine, apart from getting the stop-start system (Intelligent Stop & Go in Hyundai’s terms), has a host of other features like an Alternator Management System, low rolling resistance tires and a gearshift indicator, all aimed at improving the fuel efficiency and reducing the emissions.



Though the car is quite peppy and responsive inside city, when compared to the 4 cylinder 1.2L engine variant, the i10 Blue is less powerful, a little less refined, emits less harmful gases and consumes less fuel. In fact, with CO2 emissions of just 99 g/km, the i10 is now the cheapest 5 seater on sale in UK to be exempted from paying the London Congestion Charges. Add to it the good mileage figures and the i10 Blue makes excellent sense as a city car.



As it has always been, the i10 is extremely good to drive in traffic, the nimble handling, the nicely spaced gear ratios and small dimensions helping it to easily navigate the city landscape. Also aiding this is the stop-start system which worked seamlessly and turned the engine off when you come to a stop and engage neutral. A green light glows in the instrument cluster denoting this. Press the clutch and the engine rumbles back to life again.



Once we get used to this stop-start system, I swear that most of us just can’t stop thinking about its huge potential and benefits in India, the crowded and polluted cities perfectly suited for this technology. And, before you start cursing Hyundai for not introducing this in India, just look at its prices. Despite being less powerful, the i10 Blue is now costlier than the 1.2L version with similar features. Frankly, very few people in a cost-conscious market like ours would pay more and get less, even if that means making our planet earth a little cleaner.



SPECIFICATIONS:

* Engine Type: SOHC 12 Valve

* No of Cylinders: 3

* Displacement: 998 cc

* Max Power: 68 BHP @ 6200 rpm

* Max Torque: 95 Nm @ 3500 rpm

* Transmission Type: 5 Speed MT

* Tyres: 155/70 R13

* Brakes: Ventilated Disc (Front) / Drum (Rear)

TO SUM UP:
There is no denying the fact that the i10 Blue would be an excellent addition to an already exhaustive line-up that straddles two segments with prices ranging from 3.75 Lacs to well over 6 Lacs. But at its current retail prices, the car would venture dangerously deep into the mid-size sedan segment in India. The i10 Blue would thus end up as a hugely practical car at a slightly impractical price.

Driven #3: Maruti-Suzuki Alto K10

With India being on top of the radar of every automaker in the world, every company would love to have one of their models topping the sales charts here. The Alto, which holds that dubious title for quite some time now and Maruti-Suzuki, its maker also credited with selling every second car in our country, would therefore be subjects of dense scrutiny. So, when such a model is being face-lifted, it ought to assume prime importance. With the launch of the new Alto K10, Maruti-Suzuki has not only spruced up the looks of the car but has also given it a heart transplant by plonking in the new K-Series engine into its hood. A quick spin in the new K10 and the existing Alto back-to-back revealed what’s hot and what’s not.

TO LOOK AND FEEL:  

The existing Alto was launched globally around a decade back and just when it started showing its age,  Maruti did a couple of nip and tuck jobs to keep it updated. But nothing could hide the fact that the Alto was never a great looker but it always came across as a cute little city car that will not offend anyone. The K10 doesn't try to change that perception and carries the same theme forward. The major difference in the K10 is the length of the hood, which has been increased to accommodate the bigger engine. That apart, the redesigned lights and body-colored bumpers at the front and rear try to make the car look more mature and impart a big-car feel to the Alto. While the attempt is successful at the front, the same can't be said about the rear, which is less impressive. Except for the length, the profile remains virtually untouched.

Step into the car and there are no surprises there with the layout being the same as the current Alto. But there are quite a lot of welcome additions like a meatier 3-spoke steering wheel in place of the current bland two spoke wheel, a tachometer, front power windows, internally adjustable mirrors, central locking, internal fuel cap and boot opener most of which are not available in the current Alto. Sadly, there is no increase in interior passenger space which could have made the K10 a proper B-Segment car, now that it has the features to compete with them. Maruti deserve special kudos for giving mirrors that fold on both sides, a thoughtful feature which would be a boon in our crowded city roads.



ON THE ROAD:

Floor the pedal and don't be surprised if you, for a moment, thought that you have accidentally stepped into a Swift rather than an Alto. The quick throttle response is unbelievable especially when compared to the regular Alto and the engine is more refined too. Typical Alto characteristics like lack of power and strained engine responses are gone and the K10 just bursts off the line comfortably, the combination of its light weight body and the responsive K10B engine with 68 PS maximum power working wonders here.



Though it has got a proper heart now, the Alto K10 still has not got the legs that it needs to stretch itself. The combination of a slightly unsettled ride and average handling accentuated by the undersized tires make sure that you don't enjoy the K10 to its fullest potential. Nevertheless, for the price that you pay, the Alto K10 returns a truly rewarding driving experience.



SPECIFICATIONS:

• Engine Type: All Aluminum K10B


• No of Cylinders: 3


• Displacement: 998 cc


• Max Power: 68 PS @ 6200 rpm


• Max Torque: 90 Nm @ 3500 rpm


• Transmission Type: 5 Speed MT (Cable Type)


• Tyres: 155/65 R13 (Tubeless)


• Brakes: Ventilated Disc (Front) / Drum (Rear) 

 

TO SUM UP:

To sum up the K10 in one line, I would say that "Commuting for masses just got a bit more powerful, fun-filled and feature-laden". Exactly as speculated earlier, the K10 has already taken the total Alto sales to much higher than 30,000 units per month. With the possible exception of Hyundai's new small car, there is absolutely nothing to even think of challenging the Alto twins and together, they will stay at the top of the sales charts at least for the next couple of years. You will not go wrong with either of them. Having said that, if you have to choose between the Alto and the K10, without a moment’s hesitation, go for the K10. Its worth much more than the small extra money that you pay for it.

Driven #2: Hyundai i20 CRDi Magna

I remember reading the articles and test drives of the then-new Hyundai Accent CRDi in automotive magazines half a decade back and coming out surprised to see the accolades that the car received, when it's after all a diesel. Learning the technical aspects and hence the significance of Common Rail later, it then dawned on me that Hyundai has in fact been a trend-setter in the Indian automotive industry by bringing the common-rail technology to the masses through the successful Accent model. Since then, CRDi has been synonymous with Hyundai and it has almost attained a cult status now, what with the absolutely stonking CRDi mills in the Getz and Verna doing wonders for the brand. The Verna, for instance is selling only because of it's diesel engine and the performance that it comes with. Personally, I have never got to experience Hyundai's CRDi engines on the road until now.

Make way for the i20, the car which is selling like hot cakes in the market and is commanding a long waiting list even now, almost 1.5 years after it's launch. I remember the Hyundai Press Meet during the car's launch in which the automaker has mentioned that it expects to sell around 1000 units of the car in India every month. The reality - around 4000 i20's are sold every month and Hyundai is not able to make enough of them. The i20 line-up got a further boost in the form of 1.4 CRDi and the 1.4 Gamma AT versions being launched in the middle of last year. I got to drive the CRDi variant in the base Magna trim.

TO LOOK AND FEEL:

The i20 has been designed with the European market in mind and hence comes across as a solid, good-looking hatchback with some interesting design elements which stand out from the rest of the crowd. Case in point, the creases on the hood which ends in the logo on the grille, seemingly inspired by the F1 cars. The other notable design themes are the flared wheel arches and the sharp crease on the sides of the car which ends in the rear bumper, lending a solidity to the profile. The i20 is quite a looker on the road with only the Fiat Grande Punto looking better in it's segment. The i20 has made a name for itself by offering many segment-first features, but those come with the top-end Asta & Asta (O) variants. Nevertheless, the Magna comes equipped with a lot of features as standard, the most notable being the availability of ABS with EBD in all the diesel variants. The quality of the interiors were top-notch, though I am not a big fan of the choclate brown colored dashboard.

ON THE ROAD:

One foot in the accelerator pedal and I know why the CRDi's are such a hit. The i20 pulls very strongly from the start, with loads of torque available at your disposal in the first 3 gears. At around 20 kph, in third gear, take your left foot off the clutch and the car surges forward without even your right foot touching the accelerator pedal. The gear-shift is short and slick and the car just glides over slightly bad patches of the road without unsettling the occupants. Big speed-breakers and bumps, though, are felt hard inside the car  and the i20 may not handle and steer like cars from Ford or Fiat. This car feels best suited for highways and it can be a superb cruiser munching miles all day long without making a big fuss. 

TO SUM UP:

The i20, though priced a little on the higher side, gets away with it because of the loads of features it comes with and the premium look and feel of it's interiors. The various engine options and variants that it comes with makes sure that a wide spectrum is covered. It deserves all the hype that it has created in the market and it's a fact that the Hyundai i20 is the first super-success in the premium hatchback segment. It has managed to do what the Jazz, Grande Punto and Fabia couldn't. I, for one, just can't wait now to floor the pedal and experience the Verna CRDi.

Driven #1: Bajaj Discover 100 DTS-Si

If there is an award for a company which constantly upgrades and refreshes its models, you have to hand it over to Bajaj for the kind of manipulations they do and come out relentlessly with improved variants and sub-variants of their existing models and platforms. They did it successfully with the Pulsar range (150, 180, 220 and finally 200) and are trying to emulate the same success story with the Discover range. The Discover started its life as a 125cc offering, was later joined by smaller and bigger cousins in the form of 110cc and 135cc and now the recently launched 100 DTS-Si. Now that Bajaj has stopped the 110 and 125, Discover range is left with the sporty 135 DTS-i and the economical 100 DTS-Si.



TO LOOK AND FEEL:

Ever since the Discover was launched years back, it has always been quite a looker in its segment. Over the years, Bajaj has tweaked the design, added some bits here and there and made sure that the Discover continues to be a very good looking bike. In fact, I would say, it simply blows the competition away when it comes to styling. The sporty, low-slung design, a long wheelbase, black-themed styling (for engine & wheels), segment-first features like Twin Pilot Lamps, LED Tail Lamps, etc. makes this bike wonderful to look at. Especially from the rear, the bike looks stunning with its triple-layered LED lamps and it cannot be associated as a 100cc econobike.

 

It’s a known fact that Bajaj is the king when it comes to features and the Discover DTS-Si is no exception. Bajaj has loaded this bike to the maximum extent possible. Apart from the LED Taillights & twin Pilot Lamps, the bike offers a maintenance-free battery, auto choke, gas-filled rear suspension (NitroX), LED Battery Charge Indicator, Ride Control Switch, electric start, etc. 



ON THE ROAD:

 The latest version of Bajaj’s DTS-Si engine finds its way into the Discover after doing duty in other models like Platina and XCD. The 94.38cc single-cylinder 4-stroke engine puts out 7.7 ps of power at 7500 rpm. Turn on the ignition and the typical Bajaj exhaust note greets you. The refinement of the engine is on par for the segment though models from Honda and Suzuki in the same price bracket beats it hands-down in this area. The all-down 5-speed gearbox mated to the engine is easy to use. The power delivery is smooth and the bike does not feel slow in traffic. The presence of a 5th gear eliminates the usual feeling in 100cc bikes of running out of breath at medium speeds. Also remember the fact that this bike was designed for fuel-efficiency and comes with an ARAI certified fuel efficiency of 89 kmpl for Indian Driving Conditions (Source: Bajaj Auto website). 

Bajaj bikes are known for the good ride they offer and the Discover DTS-Si continues the tradition. With its telescopic front shocks and gas charged rear shocks (NitroX), the Discover gives its riders a smooth and pleasant ride. The wider rear tire (for its segment) along with the long wheelbase ensures that the bike feels stable on the road and handling is also not compromised. 



The only grouse is that after loading the bike with so many features, Bajaj could have given the bike an added safety with front disc brakes. The bike comes with drum brakes (both front & rear). Though drum brakes are the current norms in the 100cc segment, Bajaj had always been the trend-setter when it comes to features.

 

As said earlier, the bike comes loaded with technical stuff. Taking prime position among all is Bajaj’s patented, now-popular DTS-Si. The twin spark plugs help in better combustion resulting in more power and better fuel consumption. Also aiding fuel efficiency is the Swirl Induction technology by which turbulence is created in the air-fuel mixture by offsetting the positioning of inlet and outlet ports. Apart from this are the other advancements like ExhausTEC, TRICS III, Automatic Choke (eliminating manual choke operation), LED Battery Indicator (which indicates Battery Malfunction and Low Voltage), Battery Protector Unit & Ride Control Switch. (Source: Bajaj Auto website) 



TO SUM UP: 

The Discover DTS-Si is a solid offering in the 100cc segment with good styling, stunning features for its segment, good engine and excellent fuel efficiency. The fact that it was not designed as a 100cc bike unlike some of its competitors is an added advantage. With an On-Road Chennai price of Rs. 46734, its good value too considering the features that it provides and the higher platform in which it is based on (125cc segment platform). It comes with a huge responsibility of putting Bajaj back on the growth track (after Bajaj continuously lost sales month after month) and we hope it succeeds in its mission.