The Hyundai Elantra is comfortable and fun to drive. An exceptional value, it’s comparable to competitors costing thousands more. Available in four-door sedan and five-door hatchback body styles, the latter offers cargo capacity and versatility.

The Elantra is one of the quickest cars in its class. It handles as well as many of its competitors and has a sporty feel. It comes with a 138-hp 2.0-liter engine with variable-valve timing and is a leader in fuel economy, earning a 27/34 mpg City/Highway from the EPA when equipped with the manual transmission.

The four-door sedan is popular, but we prefer the five-door hatchback for its practicality. Elantra is available in base GLS and sporty GT trim and, for 2006, it’s also available in an upscale Limited trim. The Elantra’s interior is nicely finished and it’s roomier and more comfortable than many subcompacts, including big name brands such as the Honda Civic and Toyota Corolla. Standard equipment surpasses that offered on cars costing thousands more, and includes side airbags, designed to provide torso protection in a side impact.

Hyundai’s warranty is one of the best available. The basic warranty covers five years or 60,000 miles for the original owner, with free roadside assistance throughout. The engine and transmission come with a 10-year/ 100,000-mile warranty, and Hyundai warrants Elantra against rust-through for five years or 100,000 miles.

Lineup

The 2006 Hyundai Elantra is offered in two body styles and three trim levels. The GLS is available as a four-door sedan or a five-door hatchback, while the sporty GT is available as a five-door hatch. For 2006, the Elantra is also available in a new Limited sedan model with premium trim.

All Elantra models share the same 2.0-liter four-cylinder engine. A five-speed manual transmission is standard. An automatic transmission is optional ($800). SULEV models with automatics run cleaner and produce slightly less power.

Safety features that come standard on all models include dual frontal airbags and front seat-mounted side-impact airbags. Three-point seat belts are used for all five seating positions; the front seatbelts feature pretensioners, force limiters and adjustable-height shoulder anchors. Wear them; seatbelts are your first line of defense in a crash. As mentioned, ABS and traction control are part of the Premium Package available for all models.

The GLS sedan ($13,675) comes with air conditioning, cloth upholstery, stereo cassette radio, power windows, mirrors and locks, center console with armrest, cruise control, 15-inch wheels, and keyless remote entry with alarm.

The GLS five-door hatchback ($14,075) comes with a firmer, sport-tuned suspension and four-wheel disc brakes (to replace the disc/drum combination on the GLS sedan). A rear-window wiper-washer comes standard on hatchback models.

The GT ($14,995), available only in the five-door body style, adds leather upholstery, a leather-wrapped gearshift and steering wheel, a trip computer that projects range, instrument lights that glow purple, front fog lamps, and alloy wheels with Michelin tires.

The Limited ($15,475), available only as a sedan, comes standard with an automatic and has the upscale trim of the GT plus woodgrain accents but the GLS sedan’s rear drum brakes and steel wheels.

Optional on all models is a package that includes ABS and traction control and a power tilt/slide moonroof with sliding sunshade ($1,100).

Walkaround

Hyundai Elantra features smooth and unembellished styling with aerodynamics that help boost fuel economy and reduce wind noise.

From the front doors forward the sedan and hatchback are identical, featuring prominent twin trapezoid headlamps angled back in a black background. The headlamps were designed to cast a broad pattern of light, and they’re complemented by a V-shaped grille with thick, horizontal bars. The grille is integrated with the bumper cover and does not lift with the hood.

Hyundai says it added the sedan in response to customer requests, but we prefer the more daring styling and increased carrying capacity of the hatchback. With its big hatch opening and split folding rear seat, the five-door is remarkably versatile for a car its size.

The five-door hatchback is distinct from the sedan starting at the B-pillar and moving rearward. The hatchback boasts a more expansive glass area, and its roof trails back into the rear hatch, fastback style, rather than dropping suddenly toward the trunk. The hatch ends with a small, body-colored spoiler lip above the taillights. The only unfortunate aspect of the rear styling is in the taillights; broken abruptly by the edges of the hatch lid, the lights look as if they’ve got duct tape over the middle. On the functional side, the taillights on all Elantras are sized for visibility, and the opening for the key is on the right (curb) side of the lid.

The Elantra stretches 102.7 inches in wheelbase, providing good leg room inside in both the front and back seats of both body styles. Headroom is also good both front and rear. Just as significantly, the engine is mounted with hydraulic attachments in a front subframe, greatly reducing the amount of drivetrain vibration that reaches the cabin.

Interior

Often, inexpensive cars try to make up for their economy ambience with strange or garish interior design. In contrast, the Hyundai Elantra interior is subdued, clean and efficient. Our test car was finished in dark gray and basic black, and we found it quite appealing. There’s very little hard plastic in the Elantra, and the soft stuff has a richer feel than we’ve been conditioned to expect in cars of this ilk. Even the center armrest is padded and covered with cloth or leather; most cars in this class have a hard plastic center armrest.

The front seats are terrific, offering precise adjustments. They are large and neither too soft nor too hard, providing adequate support without inflicting pain. The driver’s seat adjusts for height both front and rear and both front seats have adjustable lumbar support. The front shoulder belts are height adjustable, a feature shorter people will appreciate.

The rear seats in the Elantra sedans are roomy and comfortable for the class. Hyundai provides a combination lap/shoulder belt in the center position, which is preferable to a lap belt only. With less than five feet of rear hip room, outboard rear passengers will be happier if the center spot is empty, but that’s true in all compacts.

The gauge binnacle and control panel sweep in front of the driver and down toward the center console. The speedometer and tachometer have separate faces. The purplish backlighting in the GT makes them quite legible at night or in full mid-afternoon sunshine.

Heating, ventilation and air conditioning are adjusted with rotary controls, which are easier to use than the sliding type. The dials are set below the stereo, which is good because the stereo tends to be accessed more often. The dash vents feature separate controls.

Switches for the headlights, wipers, and cruise control are mounted on stalks, within easy reach. Remote releases for the trunk/hatch and fuel-door are standard. The window, side mirror and central locking controls are located in the driver’s door panel. The hazard-light switch is located square in the center of the dash, where it’s easy to find. The overhead floodlamp is just above the windshield to the center of the car, providing good light distribution. A second power point is provided below the lighter. And a small, slide-out felt-lined storage bin is located below the driver’s side vent.

The only gripe involves the stereo. The slick Kenwood system in our test car sounded fine, but the buttons on the faceplate are tiny. Moreover, we found the flashing, multi-color graphics annoying when driving at night.

We think the five-door hatchback is the most desirable body style. With the rear seat in place, the hatchback provides 26.6 cubic feet of cargo volume, more than double the space in the sedan’s trunk (12.9 cubic feet). Fold the seat down, and the five-door offers a class-topping 37 cubic feet of stowage. It’s remarkable what you can squeeze into the Elantra hatchback’s cargo bay. We fit a dozen 10-foot pieces of wood molding and a couple of two-by-fours entirely inside the car, with the hatch closed. Then we did it again with plywood sheets cut to 40×70 inches, including the remnants. With the hatch tied partway open, the possibilities include full sheets of plywood or a 27-inch TV in its carton. That’s impossible in a sedan. The security system allows the trunk or hatch to be unlocked with the key without disarming the alarm.

Driving Impressions

The Hyundai Elantra is among the quickest cars in its class. Elantra boasts 138 horsepower and 136 pound-feet of torque. That’s more than enough power to hustle through traffic, pass with confidence or zip through mountain passes. With the manual transmission, the Elantra accelerates from 0 to 60 mph in the mid 8-second range, which is quick for the class and more than adequate for most traffic conditions. This engine meets the government’s ultra-low emissions (ULEV) standards.

Elantra’s continuously variable valve timing allows more complete combustion of nitrous oxide in the exhaust. Models sold in California, New York, Massachusetts, Vermont, and Maine are tuned to meet super ultra-low emissions (SULEV) standards; the SULEV engine produces slightly less power: 132 horsepower and 133 pound-feet of torque.

Either way, you need to rev the engine to wring the most power from it, making a manual transmission the best choice for the Elantra. There just isn’t gobs of power at lower engine speeds. Most of the acceleration-producing power is at higher revs, coming in around 4400 rpm and carrying through to the 6400-rpm redline. That means you’ll need to work the transmission, shifting to get the most from the power plant. Enthusiast drivers enjoy that. But if you’re used to an engine with more low-end torque, and you don’t let the Elantra wind out, you might wonder where the goods are. And when you find them, you might be disconcerted by the ruckus of a hard-working four-cylinder howling near 6000 rpm. These power characteristics are better suited to a manual transmission than an automatic. Also, the Elantra drivetrain isn’t as smooth as that of some of the other cars in this class.

Nor is it a leader in fuel economy. Elantra nets an EPA-estimated 27/34 mpg City/Highway with the five-speed manual, 24/32 mpg with the automatic. Elantra’s relatively heavy weight means other cars in the class deliver better fuel economy.

In addition to its acceleration performance, Elantra makes up for these deficiencies with its balance of ride and handling. Indeed, the Elantra GT offers levels of handling associated with a good European sedan, with speed-sensitive power steering and a sophisticated multi-link rear suspension. The steering requires only a light touch during parking maneuvers or in tight quarters, yet it firms up at travel speeds and gives the driver a good idea of how well the front tires are gripping. The rear suspension keeps the tires firmly on the pavement, even on bumpy roads, to keep the rear of the car from bouncing around.

This all adds up to maneuverability in traffic, secure, reasonably precise handling on curving two-lane highways and a ride that is neither floppy nor buckboard stiff. Only on freeways with a rapid succession of excessively uneven expansion joints does the Elantra tend to get bouncy. The weakest link in the handling package on the GT is its hard, wear-resistant all-season tires. A set of speed-rated performance tires would further improve handling though at the expense of faster tire wear.

The Elantra hatchback does not suffer from the flexing and rattling that is the bane of some five-doors. It’s decently screwed together and satisfactorily solid.

Four-wheel disc brakes, vented in front do a great job of slowing Elantra five-door models. We recommend the available anti-lock brakes, which come bundled with traction control. ABS allows the driver to maintain steering control in an emergency braking situation, while traction control enhances stability when accelerating.

Summary and Specs

The Hyundai Elantra is more enjoyable to drive than many of the name-brand cars in its class and there’s little about it that feels cheap. In the workaday grind the Elantra is better than acceptable. It’s good, and it can run with comparably equipped competitors in nearly every respect except the size of the monthly payments. There, it comes out ahead. Hyundai has made big gains in reliability and build quality, and any concerns in that regard are eased by a comprehensive warranty and roadside assistance plan. Elantra is the bargain of the class. An all-new Elantra is expected for the 2007 model year so watch for possible deals on the 2006 models.

The 2007 Toyota Yaris is the first Toyota to arrive on these shores that uses Toyota’s new Zen-like “Vibrant Clarity” design philosophy. “Vibrant” apparently refers to the design’s innovative character while “Clarity” stresses its rationality. The Toyota Yaris is a car that forces you to be honest with yourself. It’s no luxury car and it’s no boy racer. It’s just a simple sub-compact. Now comes the honesty part: What do you really need in a car? I believe this is the car many Americans have been waiting for - it’s stylish and functional yet it has great performance and it’s easy on fuel. Price: TBA; warranty: 3/36,000.

First Glance: “Vibrant clarity”
The 2007 Toyota Yaris is the first Toyota to arrive on these shores that uses Toyota’s new Zen-like “Vibrant Clarity” design philosophy. “Vibrant” apparently refers to the design’s innovative character while “Clarity” stresses its rationality. Or something like that. I’d call it edgy with a distinctly Italian flare (even though it’s designed in France). Anyway, I think it’s an absolutely gorgeous little car.

The Yaris has a forward-leaning stance like an athlete poised to compete. The impression created is of power with great balance. There’s very little front overhang. With its extra wide stance, flowing shoulder line from front to rear and the integrated bumpers, it’s extraordinarily well proportioned.

The most distinctive design feature of the 5-door (sold only in Canada; America gets 3-and 4-door versions) is the vaguely S-shaped doors, which catch the light in interesting ways. I was told engineering these doors posed a number of challenges and heated emails reportedly flew between Europe and Asia while things were getting sorted out. This is the new design philosophy will infuse all of Toyota’s future offerings. God help those engineers!

In the Driver’s Seat: Small, sensible and safe

My sole complaint with the Yaris’ predecessor was its inexplicable lack of power windows and remote key locks in Canadian-spec models. Thankfully this has been corrected in the 2007 model.

The ergonomics are now outstanding, with one exception: the sound system controls. I often had to take my eyes off the road to adjust the radio and there’s no “zen” is crashing your car into a light pole. On the other hand, the HVAC controls, which are stacked vertically in the center console (to save space), are adjusted easily via huge rotary dials. No fiddling (or second glances) required.

Just because the car is small doesn’t mean the doors are. Access via both the wide front doors and surprisingly large rear doors is very easy. The seats provide ample space even for the really folk among us. About the only ones who might find the front seats a bit tight are people like my friend Chuck who, though not much over 6′ tall is, as they say, all legs.

The Yaris also proves that all you folks who think the only safe car is a big car are wrong. It received a prestigious Euro NCAP 4-star rating for both occupant and pedestrian safety. It has all manner of air bags and even whiplash impact lessening seats.

On the Road: A great all-rounder

I managed put over 300 miles on the front-wheel-drive Yaris during the seven days I drove it in and around Toronto. It was mid-December and the weather was foul even by Toronto standards. I had to drive all manner of road conditions, mostly horrid. During both short hops and longer trips, the Yaris’ road manners were exemplary and its handling nothing short of remarkable.

The Yaris is built on a new platform that produces quite a good ride. Speed sensing electric power steering works with the new suspension to produce truly remarkable turning and straight-line stability.

Power comes via an 1.5L, 4-cylinder engine producing 106 horsepower and 103 lb-ft of torque. If you don’t know what that means, don’t worry. It’s enough power for most situations.

Driving at expressway speeds (75mph) in fierce crosswinds posed no problems for this little beauty. Very little road, engine or even wind noise intruded at those speeds even with the heavy crosswinds.

I recorded 32mpg - not bad given the low temperatures, bad roads and the preponderance of city driving, but not all that great either.
Journey’s End: Subcompacts aren’t as small as you think I invite all you folks who remain unconvinced that any sub-compact can satisfy your space requirements to take a long, careful look at the Yaris. This one is a lot bigger inside than it looks.

There is a large storage space behind the rear seats and the rear seatbacks can be folded down to accommodate large or awkward objects. My friend’s wheelchair fit easily back there.

The flat cabin floor means three people can ride in the rear seats in reasonable comfort provided none are too broad of beam. And when they’re back there, they’ll have a great view of what’s going on outside. Tall doesn’t matter. I’m close to 6 ft and I had at least 4 extra inches of headroom.

By the time I returned the car to Toyota at the end of the test week, I had made up my mind that this is the car I will buy for myself if - God forbid - I should ever lose this gig and actually have to put down my own money on a set of wheels.

The Yaris is everything I need or want in a car. It’s attractive and it’s compact enough to tuck into almost any space. Yet it’s roomy enough for four full size adults plus their overnight bags and a weekend’s worth of groceries. It’s cheap to buy and economical to operate. And because it’s a Toyota, it’ll run forever.

The 2007 Yaris, Donning European styling, leading-edge fuel consumption technology, and outstanding value, the Yaris effortlessly takes sub-compact cars to the next level. Like the Hatchback, the Yaris also comes with a long list of standard features, including:

4-speed automatic or 5-speed manual transmission
Front bucket seats
4 speaker, AM/FM CD audio system
3-spoke, tilt steering wheel
3-point lap and shoulder belts
Rear seat heater ducts
Anchor points for child restraint seats
Halogen headlamps

MODELS

Optional Features
Air conditioning
Keyless entry
Power door locks
Power windows
Front side airbags
All-season tires
In dash 6-disc CD changer
Rear spoiler

ENGINE:
1.5 litre
4-cylinder
16-valve
106 hp
Dual Overhead Cam (DOHC)
Variable Valve Timing with intelligence (VVT-i)
103 lb.ft of torque at 4200 rpm

Summary

The Suzuki Grand Vitara is a solid choice among compact SUVs. It’s particularly suitable for someone who wants some off-road capability or needs a vehicle to hook up behind a 36-foot motor home. It’s smooth enough to take you to dinner at the fancy restaurant down town. Yet it’s rugged enough to include a low gear and locking differential for tackling rugged trails and unimproved roads.

There are many choices among small SUVs. Most owners have no desire to ever go off-road. No problem, the front-drive Honda CR-Vs and Toyota RAV4s of the world do just fine. Some occasionally want to wander onto dirt roads, nothing serious mind you. An automatic four-wheel-drive system works fine, and there’s the Hyundai Tucson and Kia Sportage for them.

Then there are those who really dig an SUV for what it was originally intended. They want to get down and dirty and go where low gear and a locked differential is a necessity, not a luxury. Their choices are limited to Jeeps and a few others. The all-new 2006 Suzuki Grand Vitara has just expanded this latter category.

Unlike the previous Grand Vitara, this is no small toy-like off-roader. Finally befitting of its grand name, the 2006 Grand Vitara is a grownup, five-seat, V6-powered SUV with enough sophistication that it’s just as much at home on the highway as it is way off the highway.

Model Lineup

Technically, the 2006 Grand Vitara comes in just one trim level, but several variants are available, featuring two-wheel drive or four-wheel drive, automatic or manual transmissions, cloth or leather, and other features. All are well equipped.

The 2.7-liter V6 engine comes standard on all models. Also standard: automatic climate control with a micron air-filtration system, cruise control, digital clock with outside temperature and fuel consumption indicators, power door locks with a remote key, power mirrors and power windows. The standard sound system features an AM/FM/CD/MP3/WMA unit that is XM Satellite Radio-ready and features steering-wheel-mounted controls.

The base Grand Vitara 2WD ($18,999) uses rear-wheel drive and a five-speed manual transmission. (All prices are manufactured suggested retail and do not include the destination charge.) A five-speed electronically controlled automatic transmission is optional ($1,000). The base Grand Vitara 4WD model ($20,199) uses a full-time single-mode four-wheel-drive system.

A Premium Package ($900) includes alloy wheels, privacy glass and six-disc in-dash CD changer. The XSport ($21,099) includes the Premium Package along with the five-speed automatic and a SmartPass keyless entry and start system. The XSport 4WD model ($22,499) features a full-time four-mode four-wheel-drive system.

The Luxury model ($22,999) adds leather seating surfaces, woodgrain trim, electric sunroof, 17-inch alloy wheels, a HomeLink wireless control system and some other minor upgrades. The 4WD Luxury model ($24,399) features the full-time four-mode system. Textured fender flares are available as a dealer-installed accessory (about $400).

Safety features that come standard on all models include an Electronic Stability Program with traction control, anti-lock brakes with electronic brake-force distribution. That’s an impressive array of active safety features, which work together to reduce the chance of skidding and help drivers avoid accidents. Passive safety features include six airbags: advanced dual-stage front airbags, seat-mounted side-impact airbags for torso protection for driver and front passenger, and front and rear side-curtain airbags for head protection for the four passengers in the outboard seats.

Walkaround

The all-new 2006 Grand Vitara is bigger all around than the previous-generation (pre-2006) models. In fact, it has gone from being the second smallest (just ahead of the Jeep Wrangler) to among the largest of the compact SUVs, which has become a highly competitive segment.

Based off a striking concept shown a year ago, the Grand Vitara has a pleasant modern look that effectively combines the style of an off-road vehicle with that of a sedan.

It has large fender flares covering wheels that are located near the four corners for a good stance. The headlights blend nicely into the top edge of the front bumper, grille surround and front edge of the full width hood. From the side there is a gentle curve that runs back as a wedge shape along the lower edge of the windows to blend in nicely with the rear tail light cluster that then leads the eye down to the low, rear bumper.

The tailgate opens from the side and has a full-width window. The spare tire is mounted on the tailgate under a body color-matched plastic cover, which obstructs rearward visibility for the driver somewhat.

Unlike some small SUVs, the Grand Vitara is not based off a sedan platform. Instead, it has a unibody construction (as found on a sedan) with a built-in ladder frame (as found on a truck).

Interior Features

The 2006 Suzuki Grand Vitara is roomy and comfortable. Suzuki claims it has class-leading interior space and we believe it as there is a decent amount of space inside for passengers and cargo. Our first impressions of the Grand Vitara’s interior were positive as the quality of materials was better than expected.

The dashboard has character with a large center stack containing well-integrated sound system controls that are just to the right of the steering wheel. The large buttons for controlling the all-wheel-drive system and climate controls also fall easily to hand and the labeling is comprehensible. The instruments are located in three large deep pods in front of the steering wheel. All models include redundant audio controls as well as cruise control buttons on the steering wheel; learning to use them can reduce distraction while driving.

Rear-seat passengers will find plenty of legroom and a decent amount of headroom, although slightly less than in some competitors. The rear seat splits 60/40 for carrying different load combinations. The rear cargo floor is lower than in many SUVs so there is a reasonable amount of storage space even when the rear seat is in use, but the distance from the rear seat back to the tailgate is relatively shallow.

Driving Impressions

On the highway, the Grand Vitara handles as grandly as a car-based SUV. That’s to say it has a smooth ride. It may not be as smooth as a Ford Escape or Honda CR-V, but it’s comfortable enough and easy to drive. The Grand Vitara absorbs potholes well. Thanks to a low center of gravity, the handling seems better than most SUVs. The steering is fine, not like that of a sports car but not sloppy or over-assisted. We tried 2WD and 4WD models on the highway and found no discernable difference in ride or handling.

Performance from the V6 engine is good, if not scintillating. It’s responsive and easy around town. It’s enough to tow up to 3000 pounds, which is a more than reasonable for a compact SUV. The Grand Vitara itself takes kindly to being towed, which is important for RV owners; a Neutral setting on models with the AWD four-mode system disconnects the entire drivetrain; this lessens wear and tear on the drivetrain and avoids putting non-driven miles on the odometer.

Two all-wheel-drive systems are offered in the Grand Vitara. The full-time single-mode four-wheel drive, available in the base and Premium Package models, has a transfer case with a differential for full-time operation in 4H mode. The full-time four-mode four-wheel drive offered with the XSport and Luxury Packages has a transfer case with a locking differential and a low range. The operating modes are: 4H, 4H locked, 4L locked, and Neutral for flat-towing behind an RV. The transfer case ratio is 1.97:1.

We drove off highway in a Grand Vitara with the Luxury package, which includes the four-mode 4WD system, and it proved to be a stellar performer. It rode smoothly while traversing a graded dirt road, taking ruts in stride. Nothing surprising there, as a car could have tackled the dirt road.

But then we headed off the graded track to an uphill section strewn with boulders that was nothing much more than a dry streambed. No way could any vehicle without a low gear tackle this. We tried it in 4H but within yards a boulder stopped our forward movement. After gingerly backing down, we shifted the automatic transmission into neutral and turned and pushed the knob to engage Low gear. Gently easing the gas pedal we inched up the steep mountain trail, crawling from rock to rock as we tried hard to avoid hitting the undercarriage. We weren’t entirely successful, as we did misjudge one maneuver and left a small ding in the passenger side doorsill.

One driver said this exercise, directed by Suzuki, was too much. Maybe it was too much for that driver, but it certainly wasn’t too much for the Grand Vitara. We thought it proved that this SUV has true off-road capabilities with good ground clearance, approach, departure and break-over angles as well as short front and rear overhangs. Good off-road maneuvering might not be a trait required by most SUV buyers nowadays, but surely it is still desired by some.

BAJAJ PULSAR Specification

Engine: 4 Stroke, Single Cylinder, Air Cooled
Cubic Capacity: 178.61cc
Max. Power: 16.01 BHP @ 8000rpm
Gear Box: 5 Speed
Ignition: CDI
Front Brakes: 240mm Disc
Rear Brakes: 130mm Drum
Front Tyre: 2.75 X 18
Rear Tyre: 100/90 X 18
Wheelbase: 1320mm
Ground Clearance: 155mm
Dry Weight: 139 Kg
Tank Capacity: 18 Litres
Colours: Black, Silver, Blue & Red

BAJAJ PULSAR unexpectedly, the high voltage ad of the Bajaj Pulsar rocked the nation and offered a fresh start to the people who were tired of riding their old rides. Actions generally speak louder than words, and we can see many people preferring the pulsar in India for its various reasons.

The pulsar was given a bigger dose of testosterone making the bike meaner and faster, hence living up to its reputation of being “DEFINITELY MALE”. At first glance, it may seem like its sibling, the pulsar 150, but one does not notice the difference till the throttle is twisted and all the wild horses are set free. But as the saying goes “Wild things are meant to be tamed” and people like me prefer to look at the wilder side of things, so this bike did not mean any harm to me. The bike can be ridden conservatively respecting all the traffic rules, but then where’s the fun in that. All words and no work make a man sound stupid and that’s what I’m doing right now so let’s get down to business with this bike. Here is what we found out about the new pulsar 180.

Bringing the engine to life takes a little bit more cranking, so one needs to hold onto the electric starter button for a while to spark it up. Once it is ‘DIGITALLY’ sparked up, the mean deep throated grunting at idle is music to your ears. To hear it all, you have just turn up the engine volume. Lining up the bike for its acceleration tests, I felt a chill run down my spine as this was not an easy bike to master. The one down four up gear shift is a rider’s delight helping in quick and sporty shifts. The gear shifts into first with a reassuring clunk.

The bike retains its muscular looks from its predecessors. The looks are primarily because of the 15 liter fuel tank. The fuel tank has been reduced in capacity by 3 ltrs when compared to the old pulsar, but not affecting the looks of the bike in any way. The key highlight of the new Pulsar’s looks is the front bikini fairing. The fairing incorporates an oval clear lens, multi-reflector headlamp and two pilot lamps one either side of the fairing adding to the aura of the bike. The number plate below the nose of the faring is a bit hard to spot which has been the case for the long time, and the BAJAJ ‘Research and Development’ department have never got a chance to look into this matter .

Bajaj RandD has apparently spent many man-hours working the old Pulsar 150 to come up with DTS-I. The new engine feels vastly different from its older sibling, and performance proves it a different animal altogether. The big change is the adoption of an extra spark plug within the combustion chamber. Both plugs have the same heat range and fire at the same moment. A throttle actuated ignition-control system works hand-in-glove with a chip-controlled digital capacitor discharge ignition (CDI) system for accurate ignition timing under all conditions. This dual spark design accelerates and evens out flame propagation, which results in more efficient combustion. The valve seats are still the same size, yet valves have been suitably modified.

The cylinder feeds off the same CV-type carburetor, though jetting has been changed; this engine shows off its superiority in delivering more from less - better economy yet an increased power output of 13bhp at 8500rpm. The clutch is a wee bit sharp in its release. The torque curve has shifted lower into the rpm band, aiding urban riding. Gear ratios remain unchanged on the DTS-I. The five-speed heel-and-toe operated gearshift, disappointingly, retains its all-down shift pattern, which would have done better as a one down/four up and one sometimes hits false neutrals. Performance is now crisper-the bike going from rest to 60kph in 5.66 seconds. Leave aside the bald numbers, however impressive they may be; the real hero is the character of the engine. Daily use of the bike revealed the DTS-i to have a delightful throttle response and hitch-less power delivery. The engine feels sportier in nature, and is yet more user-friendly than its predecessor. This is the area in which Bajaj’s engineers have really outdone themselves, and shown their ability to make a truly sweet-handling motorcycle.

The 150 DTS-I retains the same sporty riding position as the old Pulsar, but that’s where similarities end. Ride is far better now, helped largely by the adoption of a longer box-metal swingarm and reworked and repositioned rear shocks. This same key change has helped lengthen wheelbase and completely alter other facets of handling. Gone is the heavy feel associated with the crude steering damper on the old bike. This has wisely been done away with, and in its place come stockier, more rigid fork tubes. The tubes are placed further apart from each other, and engine mount points have been changed. All the changes add up to a machine that handles with insouciant ease, leaving behind the twitchy sharpness of the older Pulsar.

The bike now feels plusher, more comfortable, and is generally less trick and more treat. Even the less experienced rider will be able to push this bike farther into its handling envelope than he would the older edition. The DTS-i is very stable, corners brilliantly, is wonderful to flick around and steers absolutely plumb. Braking is sure footed and we managed to stop from 60kph to rest in a fraction above 16 meters. Seeing just how much more powerful the DTS-I is, you’d expect a slight drop in fuel efficiency, but not so. Our tests fetched 56kpl in city conditions and 62kpl out on the highway, which nearly mirror the old 150.

Dimensionally, the bike is a bit longer and a tad shorter than its older version primarily due to its wheelbase which is now 1330 mm the 17″ six spoke alloys as compared to the 18″ rims on the previous version. Also the travel on the fork is increased a bit so there is an extra gap of 13 mm between the faring tip and the front mudguard. Technically speaking, we have a bike having 135mm travel in the front fork and 100mm on the rear gas shocks. With the pulsar being the hit of the nation for quite sometime now, the new look and feel bike is just a step forward to continue its great legacy.

The pulsar incorporates a 180cc air cooled, single cylinder, single over head camshaft, 2 valves per cylinder, 4-stroke vertically mounted engine. The Dtsi technology has shown its merits on the previous version of the pulsar 180 greatly increasing its torque and power and thus continues to do the same in this new version of the pulsar 180 too. Also the “EXHAUSTEC” technology contributes in increasing the torque.

The torque figures depict a very “pulsating” 15.22nm@6000 rpm which is practically very good for a bike of this size. This torque comes in handy while maneuvering through city traffic, where usually one manages in the second gear unable to change it into third. On a pulsar though, 20 Bph is easily managed by the fourth gear, thereby guaranteeing good city mileage. Power produced is around 16.5ps@8000rpm, and for a bike weighing 140kg kerb-weight, a power-to-weight ratio of 117.8bhp per tonne is really creditable. Pulsar 180 can be termed as a mark of an aggressive rider due its good accelerating capacities. The ignition requirements changes depending on the style of the rider, meaning the bike responds well at all speed ranges.