Mahindra Scorpio has redefined the expectations of the SUV (sports utility vehicles) buyer and has set a new benchmark for the industry to follow. Its strong engine complements its good looks and sophisticated interior design. The Scorpio’s chain-driven SZ 2600 Plus DI diesel engine pumps out an adequate 1i5bhp of power and a massive 26 kgm of torque.

The wraparound, multi-reflector, clear lens type headlamp, the aggressive grille, curvaceous, impact-absorbing side cladding, fire resistant interiors, the stepped roof design to allow more headroom for passengers in the rear and the minimalist, but user-friendly dashboard have set a benchmark for the others to follow. Scorpio is available in 4 variants - Turbo 2.6, Turbo 2.6 DX, Sportz, Turbo 2.6 SLX.

Style and Build

The looks of the Scorpio are burly and this is a bruising thing for the competition. Thanks to the sheer presence it has, especially when barrelling down the road and viewed in a front three-quarter shot, the Scorpio gives the impression that it can swat the competition. The high and finely muscled lines coupled to those beefy Bridgestones adorning pseudo-alloy look steel wheel rims is Bollywood at its most ingenious. But then the question to ask is, why not?

It is an ever evolving market place, where now more than at any other time previous in our nation’s automotive history, many C-segment car buyers are seeking an alternative. The wares available to these buyers have either been archaic (Bolero and Sumo), unstylish (Qualis) or pricey (Safari). It is Mahindra’s intention to compete with all of these models and come up with something that cannot be tagged with their deficiencies.

While waistline and the roof give it some sense of proportion, Mahindra weren’t bold enough to do some original thinking which was also contemporary. The front end is decidedly Korean and if any one has seen the Kia Retona Jeep they will know where the inspiration for the seven vertical slat grilles comes from. The head lights though impart a bit of character while the wraparound bumper with the recessed spots adds a dose of style.

I wish the sides were cleaner and the metal punched in the new body shop rather than claddings being employed to enhance the rugged appeal. Same goes for keeping to rain gutters. And while we are at it, can you fellas tell us who it was who forgot to engineer an inner hinge for the tailgate and left it out in the open for us to comment on? Then there is the abruptly lopped off rear end.

So much about the gripes but there are plus points as well, like the fine stance at standstill, the trendy ski racks which change the Scorpio’s profile to a sporty one, the alloy-look wheel caps on the steel wheels, the brilliant surface finish of all the metal body parts and great plastic stuff on the exterior. But the panel gaps, though reduced from the days of the Bolero are omnipresent and it is in this area that better thought in design and execution will have to be lavished by Goenka and his team because nothing else will do.

Engine and Transmission

Even though it comes from an agricultural background, the SZ 2600 DI engine is the strength of the Scorpio. Employing a KKK turbocharger, this turbodiesel was developed for Mahindra by famed Austrian engine consultancy AVL from a previous tractor engine it had done for the Mahindra Arjun. The large displacement plus the brilliantly matched turbo makes for torquey power delivery which is a delight and a boon for a vehicle of its girth and weight. On the flip side are noise and high fuel consumption.

Make no mistake about it, the greatest attribute about the new Scorpio is its powerplant which is the way forward for the rest of the industry. And this is not difficult to comprehend. The four-cylinder direct injection all-cast iron engine has cubic capacity on its side to begin with: 2609cc (sporting all-square cylinder dimensions of 94×94mm). This engine was earlier used in some of the Mahindra tractors and because the block could afford a large displacement this was chosen as the mill to be developed by AVL of Austria which designed the powerplant’s internals, gave it an 18.8:1 compression ratio, added a KKK K04 turbocharger (operating at 2.2 bar boost pressures) and gave it robustness to take on tough operating conditions.

This push-rod unit, no overhead camshaft here even though some others might have suggested so, activates overhead valves but as you will read further, this doesn’t impinge on the performance delivered. Mahindra states that the engine develops 109bhp (at 3800rpm), making it the first Indian-built UV to have power output in excess of the 100bhp mark. No less impressive is the 255.2Nm of torque (made at 1800rpm). The Scorpio needed this sort of engine performance given its bulk and weight (1895kg kerb weight) and while we would have liked a bit more, generally the power and torque on tap will be appreciated tremendously by all those who desire street cred from their SUV.

Mahindra has done a good job of packaging the ancillaries under the bonnet. Given the fact that air con and power steering were to be OE from day one, Mahindra thoughtfully adopted a very large radiator which is a step in the right direction. On the engine front there is much to applaud Mahindra for, especially on the thought process behind its concept and development, considering the fact that it can work itself better with turbocharging to meet future emission legislation.

A hydraulic clutch is employed to effect the transfer of power via the 5-speed manual gearbox which is essentially the Peugeot BA-10 unit standardised by Mahindra some years ago. Nothing wrong in the choice of ‘box but Mahindra could have looked at getting the shift actuation to be less clunky and smoother shifting than what we have at the moment. Mahindra has worked on the BA-10 transmission for the Scorpio application but it yet needs to go that extra mile to make it just right for those C-segment carwallahs it is trying to lure. I can’t resist adding that nothing else will do.

Performance, Handling, Fuel Economy

The Scorpio lives up to its macho image with the most powerful diesel engine in the MUV segment. The 2.6-litre direct-injection turbocharged engine has come in for its first major overhaul, gaining a common rail direct-injection system, replacing the old distributor-type fuel pump, along with a host of other changes. Power has risen by 6bhp to 115, and torque by 2.3kgm to 28.3. The aim was increased smoothness and refinement, better response, and of course, better emissions control. It is more perky and responsive as well, especially at the bottom end, the reactions both quicker and meatier.

Turbo lag has been appreciably reduced, and the power delivery is more linear now, the torque curve smoother, without the sudden burst of acceleration when the turbo kicked in on the old car. The Scorpio, always a good city car, is now even easier, more driveable through traffic, making up gaps in quick time, and getting more swiftly away from the lights. The figures speak for themselves: the CRDe is both faster in the 0-100kph sprint, taking 16.53sec to the old Turbo’s 19.63sec, and is better through the gears as well - 20-80kph in the third gear is completed in a quick 13.69 seconds while the older one finishes a 40-100kph dash in 17.8 seconds, in the same gear.

But what the figures don’t tell you is the impressive way the Scorpio delivers its performance. It never feels stressed and the engine is pretty quiet and smooth too, even more so than before. Noise levels are very acceptable for a diesel and all of this adds up to make the Scorpio a very relaxing car to drive both in town and on the highway. The gearbox hasn’t been changed much, except for a taller third gear, the ratio increased to 1.38:1 for better fuel consumption; however, the gearlever’s action has been improved, and though it’s still not very precise, the metallic clicking of the old box has gone, and the throw is slightly shorter as well. The taller third makes life easier on the highway, where it feels perfect for overtaking, but it’s perhaps a bit too tall for the city, making you drop down into second a bit too often, despite the higher torque.

Top-end performance is better as well, the Scorpio now going from 40kph to 100kph in 17.07sec when shifted into the fourth, as compared to the old car’s 23.7 sec. The CRDe consumes slightly less fuel (9.7kpl) than the older Scorpio (9.5kpl) in the city. It, however, returned 13.4kpl on the highway as compared to its older brother’s 13.8kpl. The Scorpio also has the option of four-wheel drive, and a 2.0-litre, 116bhp petrol engine sourced from Renault, which is extremely powerful and tractable, and fairly refined as well. The downside is awful fuel economy, at 6.7 and 7.8kpl in the city and highway.

The Scorpio’s chassis is extremely rigid and stiff and you don’t get an ounce of rattle or shake - remarkable for a Mahindra. The suspension is very supple and in city traffic or at low speeds, the Scorpio glides over the road, the soft suspension working noiselessly to filter out the bumps. Even on rough or bad road, at least when driven at low speeds, the suspension copes pretty well. The steering and other controls are pretty light, which makes the compact Scorpio easy to drive in town. However, pile on the speed and the Scorpio’s chassis exposes its flaws very quickly.

There are now larger 16-inch wheels, on slightly lower-profile tyres, which make for marginally sharper handling. Overall though, stability is still an issue, especially given the speeds the Scorpio is capable of. It still rolls excessively (and alarmingly at high speeds), pitches around at the rear, and wallows too much. The brakes have been improved with more bite and quicker response, but still lack a linear feel, tending to grab at the last moment. They feel over-servoed as well: stab the brakes and the rear wheels lock up immediately. This is quite a pain, and can get scary if you’re forced to brake mid-corner: over-compensate on the brakes and you’ll be punished with a scream from the rear, and an already jiggly rear end stepping happily out of line. The biggest thief of confidence, however, is the over-light steering, which lacks feel, and is telegraph-like in its response and accuracy.

Interiors and Comfort

The scorpio can seat 8-9 compartably depending on what type you choose, first the legroom at all the three rows is not that great but the fabulous interiors make up for it ,although not as polished as some phoren cars it still does a fab job. The a/c is one of the best in its class and the dashboard and the instrument panel at the front is absolutely best compare it to anything even qualis or tavera .the seats are comfortable and they are fire resistant too. only problem with the interiors is that if you want to add some extra speakers and woofers god bless you but there is very little space left for you to do it so.

Exteriors

Well as you might have seen for yourself the scorpio is also one of the best looking cars India has made (indigenously) (look at the competition ambassador, mar 800 hahaha),the scorpio looks best with the cladding on aither in a dual shade or in body colored but isn?t quiet pretty in the plastic ones .also the advantage it gives you while driving this cars is the it scares your fellow riders,rickshawallas, motorcyclist and even car owners. also the scorpio still can turn heads even after two years after launch only the right person has to sit at the driver seat .

Models

Scorpio 2.6 turbo
Basic Scorpio with a/c and power-steering as standard

Scorpio 2.6 turbo DX
Scorpio that has a/c ,power steering, plastic cladding, wheel caps as standard

Scorpio 2.6 turbo GLX
a/c , power-steering ,body colored cladding,power windows ,central locking, rear window defroster, ski rack and wheel caps rear wiper and stereo system

Scorpio 2.6 turbo SLX
All of the above in GLX plus two toned body color( exterior as well as interiors) and a sensor which alerts you on various things.

Technical Specification

Engine		SZ 2600 Turbo DI
Type		4 Stroke, 94 x94, 4 Cylinder
Cubic Capacity		2609 cc
Max. Gross Power		80kW 109 bhp at 3800 rpm
Max. Gross Torque		26 kgm at 1800 rpm
Gear box
Model		5 Speed Manual
Tyres		P 235/75 R15
Suspension
Front	2 WD	Independent, Coil Spring, Anti Roll Bar
	4 WD	Independent, Torsion Bar
Rear		Leaf Spring
Brakes
Type		Tandem Master Cylinder, Vacuum Assisted Servo, with LSPV and BV
Front		Ventilated Disc and Calliper Type
Rear		Drum Type
Fuel Tank Capacity		55 ltrs
Turning Circle Radius		5.6 m for 2 WD
Ground Clearance		180 mm (in laden condition)
Max. GVW		2510 kg for 2 WD; 2610 kg for 4 WD

FEATURES	TURBO 2.6 GLX	TURBO 2.6 DX	TURBO 2.6
Armrests in Front Seats	Yes	x	x
Armrest in Middle Seat	Yes	Yes	x
Moulded Interiors	Yes	Yes	Yes
Power Steering	Yes	Yes	Yes
HVAC	Yes	Yes	Yes
AC vents in the Rear	Yes	Yes	Yes
Power Windows	Yes	Yes	x
Central Locking	Yes	Yes	x
Kenwood Stereo (4 Spkr)	Yes	x	x
Cladding	Painted	Yes	x
Rear Wash & Wipe	Yes	Yes	x
Ski Rack & Rear Demister	Yes	x	x
Seating Option	7/8	7/8/9	7/8/9
Paint	Metallic	Metallic	Metallic
Electric 4 WD	x	Optional	x

Hero Honda has lately upped the ante of the two wheeler industry at ends, upper end as well as lower end. At the lower (100cc) end it set the cat among the pigeons by launching the no-frills CD dawn at a price of rs.31,000/- ex-showroom (rs.33,800/- on road) pune, which made it the cheapest bike in this largest selling class in the country. At the upper end it launched the karizma, at an on-road pune price of rs.86, 367/-. While the CD dawn retains the same engine, mechanicals and cycle parts of its higher priced siblings in the 100cc class, the karizma breaks new ground and for the first time, breaks the 200cc barrier in the four-stroke, single-pot, indo-jap genre. While the specifications and performance of the hh 100cc class is too well known to bear further mention here, the karizma is an altogether different cup of tea, which is a stunning 223cc single, spewing out 17 bhp at 7000 rpm, which pushes the bike at a torque of 18.35 nm at 6000 rpm. This is the hero Honda with a difference.

What is this difference? The difference is that unlike all other hh bikes, which have short-stroke engines, this one has a long-stroke engine. All the earlier hh bikes have the same stroke of 49.5 mm, with only the bore varying (increasing), being 50.0 mm for splendor, 58.5 mm for ambition and 63.5 mm for cbz. The karizma on the other hand has a stroke of 66.2 mm, which is more than its bore of 65.5 mm. This not only gives it excellent low end torque (let), but also allows it to produce its max. 17 bhp at 7000 rpm, while all the other hh bikes named above produce their max. Bhp at 8000 rpm. Thus the karizma’s engine life factor (elf) is almost 1.6 which is better than excellent and more than most other bikes in the country today. With the long-stroke giving it excellent let, and a low rated rpm giving it longevity, one is assured of relaxed riding pleasure for many years. It is a medically proven fact that relaxed riding increases the longevity of rider as well.

One painful fact that emerged during this test is that the gear shifter (gs) of the karizma is exactly the same (toe-only) as the cbz. Even the kick-starter is the same cbz type, which necessitates folding the RH footrest for kicking. Even though having a self starter helps, I wonder why HH is so die-hard about this feature. The other tall claim made in the leaflets of the karizma is however definitely true, that is the claim of a top speed of 125 kph. Though I actually only touched a Speedo indicated 121 kph, I could feel the bike had enough “dump” in it to touch 125 or maybe even 130 kph, but then I didn’t have the “dump” to push on. Blame it on rain, blame it on traffic, blame it on publication deadline, blame it on dilip bam’s lack of guts, or blame it on Rio! But I am not foolhardy enough to go racing on wet tarmac. Sorry.

Coming to more mundane things, starting from front, the huge 35watt multi reflector headlight has a bright beam having an excellent throw. The tail lamp too is large with two bulbs, the second filament in each bulb, lighting up upon application of brakes, to serve as the bright brake light. The adrenoesque front face is massive, with the huge front fairing dominating the looks. As with such an arrangement, the headlight does not turn with the handle. Some people have misgivings about this fact, though personally i faced no problems on this score. The front blinkers are built into this massive fairing and would be the first casualty in case of a fall, but then blinkers are always the first casualty in any bike fall, except in case of bikes having blinkers built into the headlamp and tail-lamp unit, such as in the old fiero. The bike i am testing came without crash guard. I am sure a crash guard (which is a dealer fitment - to avoid excise duty) would prevent blinker breakage. The headlamp is faired with a windshield as well, which further enhances the ‘biggy’ look of this bike.

The bike has a lot of features. There is a lockable helmet strap lock at lhs rear, which has a catch, upon pressing which the seat comes unlocked and can be lifted off. Under the seat, there is a snug, waterproof, dust-proof, latched plastic box, which holds the tool kit and battery warranty card. The first-aid kit also finds a place under the seat. The seat itself, the driver part of it that is, is cusped, leading to a slightly front-leaning riding posture, though less so than some other bikes having more deeply cusped seats. The pillion seat is higher than the driver seat. With the heavier (than me) pillion that i rode with sometimes, i wasn’t very happy. For one, it raises the total cg of the contraption. For another, i don’t see the logic behind raised pillion seats, unless it is raised for allowing the pillion to look over the shoulders of the driver, which i think is socially unacceptable. When i am the driver, i am in-charge, so why the hell should somebody look over my shoulders?

Further ahead is the massive, 15 liter fuel tank (ft) with a 2-litre reserve. The ft cap is removable (not hinged) and has a hinged flap to cover the keyhole in the cap to prevent water going in. The chassis is a single down-tube affair in the front, having engine as a stressed member. Massive rectangular section rear swing-arm makes for excellent flex-free riding and road holding. The huge silencer comes with a heat shield topped with a heel-rest loop to prevent pillion shoe-sole burn-off.

Due to all this fairing-baazi (non metallic), the engine block looks comparatively diminutive, but it belies the performance aspect of this machine. I took it out to the mulish hairpin bends (50 km away) for a checkout. There were clouds on the horizon but it hadn’t rained yet. As much as the traffic would allow. In traffic, this bike cannot do much more than what the 100cc econo-misers could do, but out of town the karizma could teach this PhD’s in economics a thing or two. On this ride with me were two other bikes: a stock rx100 and a ported and proton-exhausted shaolin, ridden by 50-kg teenagers. Get-ahead-at-any-cost is the mantra of these teenagers and riding 2-strokers; they kept trying to get the best of me. The road is pretty narrow and in case a bus or truck is oncoming, you have to get off the road.

These guys (the 2-stroke teenagers) kept trying to overtake me, yet whenever they came up from behind too close for comfort, all I had to do was downshift and open throttle. No matter how close they were, they never could catch up. Overtaking me was outta question. So they stopped, got off their bikes and took the karizma from me and said, “Now you try to overtake us.” I tried. I couldn’t. Like i said, i touched 121 kph. 125 is very much do-able. Maybe even more. Speedo indicated of course. But true anyway, since in the top speed sweepstakes the rx100 and ported+protoned shaolin were left far behind=outta sight, could not be seen even in the rear view (RV) mirrors. That brings me to a couple of sore points. The RV mirrors are too small. Their stalks are too short. And the horn is not loud enough. Maybe I don’t hear too well (I’ve got only one ear, remember?).

The road holding is excellent on dry tarmac and so it the braking. The 276mm disc up front (largest so far) does an excellent job. So does the 130mm rear drum? The mag wheels give a very un-cluttered look to the rear wheel. I like it. The handling is actually pat, though the huge fairing probably (falsely?) Gives the impression of not being nimble. On the ground the bike behaved exactly as directed. 100% obedient to the t. The turning circle is quite large, @ four meters.

I also did braking tests. Sixty to zero. Over ten runs from 60 kph to wheel lock, the best braking distance was 14 meters. (Rider weight 67 kg ; height 174cm). This is excellent braking. What is even better is the braking characteristic. The skid line left on the dry tarmac outside the a.r.a.i. was so straight it could very well have been drawn with a foot ruler (scale). My braking test always mimics panic braking, where rider slams both brakes, such as is a natural human reaction to an accident situation.

Apart from the many ‘firsts’ mentioned above, the crowning glory of this bike is the instrumentation. A smallish analog revs counter at lh, a larger analog ‘Speedo only’ in the centre and third digital dial at RH, which incorporates a fuel gauge, a trip meter, an odometer and for chrissake, a time clock! If you come across someone riding a karizma, don’t ask him, “what’s the average?” Ask him, “What’s the time?” He will tell you the time even in a dark tunnel. The dials glow in the dark (radium?) Even without the lights on!

One stupid thing that happened during this test was that i lost the keys. Cost me rs.200/- to get a duplicate made. But I learnt something. The master key maker who made the duplicate (who makes splendor duplicate in ten minutes) took three hours to make the duplicate for this bike, and that too separate keys for ignition and tank cap. He said, “This is the most difficult bike lock I ever worked on. It would be almost impossible to steal this bike.” this fact is quite re-assuring for those who are concerned about their bike being stolen, and believe me; this bike is definitely worth stealing!!

I did a few fuel consumption tests as well, on a tank full to tank full basis. First on nh.17 (bombay-goa highway) over a distance of 130 km. Nh.17 is an excellent road, excellent surface and thin traffic. At speeds between 50 and 60 kph, with very little gear changing, very little braking or stopping, the karizma returned 41 km per liter. Later I measured fuel consumption in city riding over a distance of 185 km, with countless breakings, gear changing and stopping, and at speeds up to 80 kph at times (while overtaking). In city traffic it returned 28 km per liter.

Looks and styling

The first thing anybody would notice in the karizma is the styling aspect of the bike. The immensely aerodynamically efficient lines on the bike will catch you off guard. Especially when you take into account the amount of effort put into the design of the front fairing which incorporates/houses the indicators, two air pockets on either side or the head lamp. The fairing is not a full one which can be seen on sports bikes but nevertheless it was never before there on any Indian bike. Except for the adreno which was one dumb bike worst possible design. Gave the feeling of riding a bike designed for road rash games.

Then the lines are amazing and extend into the fuel tank. Which has recesses for the rider’s legs? The tank doesn’t look big like the pulsar’s bulky tank but it holds 15lts of fuel. and the tail-light design needs some mention over here. As is the case with most of hero Honda’s bikes, the tail part is one that catches the eyes of the on-looker the most. The Karizma’s tail section isn’t an exception. It is equally popular wid all and you can even see them fitted onto pulsars and other bikes too. The tail light is a split one. And the lenses are brilliant.wow!!!Then come the trapezoidal headlamp unit up front. Illumination is brilliant which is unmatched by any bike in the country. The guide lamps are superb and borrowed from the royal infield’s nice addition though. The first bike other than the enfields to use the 2 guide lamps above the headlamp unit. The silencer/exhaust tip is mounted in a really sporty manner and gets an almost slash-cut finish. it is chrome plated and gold coloured.the pipes for the exhaust are powder coated in black.

Ride and handling

Well if you wanted for a bike which you could rely on at all speeds, it is the karizma.relentless and impeccable on straights and cornering. The bike stands firm on its feet even @ speeds reaching up to 130kmph.there is not a single twitch. The skimpy rear tires of 100/90 spec could be upgraded to 4.00? Michelins race tread-ed ones. the skimpy company fitted rear offers lower levels of grip but as always said, it is what the bike was built for. The company fitted tires will give the least drag and highest possible efficiencies under normal driving conditions in city and on highways. The ride is superlative and the braking is simply terrific.

The bike can come to a standing halt in around 30m from 60kmph in around 2-3 secs. And the bike does twitch at the rear if too much of braking is applied. The braking is to be as gradual as possible. The brake pads wear out slower than when you brake hard all the time. It is also advisable to keep at least 3 cars gap to the vehicle ahead in dry conditions and at least 8-10 vehicles gap during the rainy season. And well the handling of the karizma in the wet tarmac is as good as that when it is dry. The braking efficiency is hampered to an extent though due to the water film being embedded on the tire treads and the braking distances increase considerably. The corners can be attacked with tenacity and the bike will respond with aplomb. The bike is simply terrific. There is no competition for the karizma among the bikes in this aspect. Although the enfields corner and are much more stable than the .it can be said that it is unexpected of a bike of Indian origin to have such high capabilities of handling and cornering. A highly reliable bike in all situations.

Engine performance

Another wonderful part of any bike or automobile for that instance has to be the motor on which the vehicle thrives on. In this case, it is 17bhp 223cc single cylinder engine from the stables of Honda, who are possibly the best engine manufacturers world-wide. The motor doesn’t disappoint those who feel a gush of blood flowing in their veins. Open the throttle up and she’d fly to 60kmph in around 5 secs and with a top whack of around 130kmph (real road conditions, no delta v-box used), the speed lovers will have a splendid time with this beautiful beast/monster.

The most power being developed in 3rd gear. So if you are dragging with somebody, just kick her into the 3rd at around 4000rpm and vroom. The competitor is a speck of dust and eating your dust already. The gear shifts are smooth and silky. The shift lever is a sporty one. And has a 1 down 4 up sports-bike like shift pattern. The motor is silky smooth across all bands of power and never shows signs of tiring and goes on and on and on. It seems as if you still have loads of power even at speeds of 100kmph.zooming past other cars like the Zen and 800 on highways is simple with this bike. We open your throttle up and she’d be ready to respond to your calls. The idling speed of the engine is best set around 1200rpm after running the engine in idle for 5 mins.at this idling speed, the optimum performance can be attained with optimum fuel efficiency.

Fuel efficiency

A bike built for power and not just power. But raw power, scintillating speeds shouldn’t be brought into the topic of fuel efficiency. But the first thing that gets noticed by others is the fuel efficiency of superbly styled bikes. Well this beauty returns a mileage of 43-45kmpl on steady driving at 60kmph in city conditions. And at least 47kmpl on highways on maintaining 80kmph speed. As for those who doubt these figures, I cannot do anything bout your astonishment or amazement with which you are reading that a 223cc bike returns 45kmpl in the city conditions. Well gentlemen it is the truth. But the main important things are that you shouldn’t open up the throttle and try speeding away. Gear shifts and acceleration should be gradual. a smooth driving style with minimal gear shifts is to be followed.

Specification

Styling	Super Sporty
Engine	4 stroke, Single Cylinder OHC, air cooled
Displacement	223 cc
Max. Power	17.0 PS @ 7000 rpm
Maximum Speed	125 KMPH
Acceleration (Time for 0 to 60 kmph)	3.8 seconds
Clutch	Multi-plate wet type
Gear Box	5 speed, constant mesh
Frame	Tubular single cradle, diamond type
Swing Arm	Rectangular
Wheelbase	1355 mm
Ground Clearance	150 mm
Dimensions (L*W*H)	2125*755*1160mm
Suspension - Front	Telescopic Hydraulic Shock Absorbers
Suspension - Rear	Swing arm with 5 step adjustable type hydraulic shock absorber
Tyres: Front/Rear	2.75 X 18 - 42 P/100/90 X 18 - 56 P
Fuel Tank Capacity	15.0 litre
Brake - Front	Disc (276 mm diameter)
Rear	Internal Expanding Shoe (130 mm)
Kerb Weight	150 kg
Ignition	Digital - CDI (AMI-Advanced Microprocessor Ignition System)
Starting	Kick + Self

The Achiever is an Ambition clone, being conjured up almost entirely from the latter parts bin, with the pros smartly eclipsing the cons. The power plant transplant from the Unicorn which happens to be the best there is in the country, could be defined as masterstroke. But she isn’t a bike you fall head over heels at first bite.

Much was expected from Hero Honda’s new 150cc offering, considering this new bike was going to replace the iconic CBZ. The CBZ after all, was the first Indian bike offering that could actually carry off the sporty tag in style. From her seating position with rear set foot pegs to disc brakes up front, from her looks (for that time) to of course, that fat (100/90) rear tyre; all spelt sporty intent. With a 150cc plus power plant and a power output of almost 13PS, it was something the Indian biker had been yearning for, for long.

However a lot of water, as they say, has flowed under the biking bridge since then. The Bajaj Pulsar not only captured the hearts of most enthusiasts but the top perch of the sales chart too. The CBZ distant cousin, the Honda Unicorn with her mono shock novelty too has crowds thronging HMSI showrooms. But what has really helped these bikes garner niche positions in the 150cc segment is the right combination of power and fuel efficiency, not to mention the far-from-astronomical price tags.

Hero Honda therefore would come out with a stunner, and a stunner in every sense of the word. Our disappointment therefore was to be expected, when we saw the Achiever in flesh! Not only does the bike resemble the now defunct Ambition very closely, the new bits (read the front fairing and the instrument cluster) failed to raise too many goose bumps too. Hmm but that, of course, was before we spent a good four days astride the bike during the course of this road test.

Road Test

As far as no single bike maker in the world has EVER sold four lakh bikes in one month! Hero Honda has done it, in Oct.2005, and THAT’S an Achievement. So Hero Honda launches Achiever, which is the Honda Unicorn engine in different clothes, and unlike Unicorn, highly Rural-Idealized or rural zed. The market feedback dept. and design dept. of HH appear to share an excellent equation. Thus Achiever comes with twin rear shocks as opposed to Unicorn’s mono-shock. 30% of highly net-savvy, I also know that in the rural areas this percentage is over 80%. I know this because I spend a week every month trekking on foot in the remote areas of four districts around Pune. I know the rural bike scenario very deeply.

Point is, Hero Honda also knows this. They’ve done their homework. Further proof comes from the fact that Achiever comes with a 130 mm front drum brake option, which Unicorn does not. Again, I know that 80% of rural folk DON’T WANT disc brakes. So Achiever will fill in the RURAL gap left by Unicorn. And I wouldn’t be surprised if Achiever outsells Unicorn in rural areas.

So, in case you didn’t know, the Achiever engine is the same 149.1cc (bore x stroke==57.3 x 57.8 mm) Unicorn engine with a miniscule difference in power. While at 8000 rpm the Unicorn claims 13.3 bhp (=9.9 kw), at the same (8000) rpm, Achiever claims 13.4 bhp (=10 kw). I know 17 technical ways of achieving this difference but I don’t know even one reason why they need / want this difference. Gear and sprocket ratios are the same, so on-road behavior would be same because wheel and tyres are same at 2.75 x 18 front and 3.oo x 18 rear.

Apart from the twin-shocks and drums, all other differences appear visual, which is fine and necessary. But for those who do not know much about Unicorn, let me mention other details about HH Achiever. There are apparent air-scoops in the front below the fuel tank for looks differentiation. For other visuals, just look at any old HH Ambition photo and you will know.

Built on a 1290 mm wheelbase (50 mm less than Unicorn), the Achiever kick-start version weighs 139 kg, which is five kg less than Unicorn. Fuel tank capacity is 12.5 liters as compared to 13 liters of Unicorn, while usable reserve of Achiever is 2.3 liters as compared 1.3 liters of Unicorn. Thus reserve capacity of Achiever is larger, again because of lack of petrol pumps in our rural areas, which makes it more rural-friendly than Unicorn.

Electrics are same, ending with the same multi-mapped digital CDI of Unicorn. Headlight is 12v-35w. Achiever is available in both kick-start and self-start versions, backed up with the same 12v–2.5 Ah battery for kick-start and 12v-7 Ah battery for self-start version. The engine block, kicker and silencer are same while side panels and pillion footrest sub-frame are differently adorned. The instruct-console (dials) is also different. The achiever has only two dials, but is more useful. The speedo-odo dial at left includes a trip meter, which the Unicorn does not have, while the right hand side dial, which is the taco, includes the fuel gauge.

Which brings us to the final question: Price? The on-road price of Unicorn (kick-start) in Pune today is Rs.53,339/-, while that of the Achiever (kick-start) is Rs.54,490/-. Does this mean that brand equity of Hero Honda is higher than Honda’ If so, then how come the self start version of Unicorn at Rs.56, 659/- is Rs.207/- more than that of Achiever at Rs.56, 457/- ‘Strange’ Not so, because rural folk don’t want self-start and since rural penetration of HH is far more than Honda, the rural folk would not crib FOR A FEW DOLLARS MORE!

Maruti Omni can accompany anybody during the lazy holidays. Its seating capacity can accommodate a group of people going for picnic or outing. Stylish, smart and sporty looks of newly launched Maruti Omni is very comfortable. Its reclining and sliding front seat, enough leg space and ample headroom make it more spacious. Its sleek sliding door and new side body graphics are giving new taste to the car lovers. Apart from this, smart new steering wheel, clear lens headlamps and head lamp leveling device are lining up to market this car properly. With 37 bhp @ 500rpm and torque of 6.32 kgm @ 3000rpm, this car is running strong over the years. MPFI engine fulfills all the Bharat III emission norms.

The features that make this car safe and secure are like side impact door beams, thermoplastic bumpers, booster assisted disc brakes, secured seat belts, laminated glass winshield etc. Turning radius of 4.1 m, Omni solves the purpose of narrow lane driving, keen turning and small space parking.Maruti Omni Van is basically a Japanese commercial van that has been converted with some modifications into a passenger vehicle. This is basically an underpowered vehicle mainly due to its excessive weight. It is heavier than a car because its body is not aerodynamic.

Also due to its high stance it appears to be slightly unstable. In high-speed crosswinds, the Omni becomes unstable and shaky because its wheels are small and the centre of gravity high.The Omni also has a tendency to pitch and bounce on an uneven terrain.

The ride quality is also not up to regular standards due to the suspension, which appears to be of leaf spring lineage. However, maneuverability is very good for a car of such dimensions and is far superior to that of the 800. Its turning cycle, too, is better than the 800s.In terms of space efficiency, the Omni beats the higher-priced breed of small cars. The vehicle can accommodate five passengers and stack their luggage easily. The rear sides offer greater comfort with plenty of legroom and door-to-door carpets. The sliding doors help in easy entry and exit when in a crowded parking lot.Maruti Omni comes in three variants-Omni 5-Seater, Omni 8-Seater, and Omni LPG. Maruti Omni is a perfect family car.

It has enough space for your lifestyle needs-whether you are going on a picnic, weekend outing, or for a game of golf. You can pack your entire luggage without thinking twice. Omni provides ample headroom and legroom to ensure a comfortable and enjoyable journey.The Omni comes equipped with safety features like front safety rod, side impact door beams, thermoplastic bumpers, booster assisted disc brakes, ELR type front and rear seat belts and laminated windshield to ensure your safety.

Omni Euro 2

Specifications	Omni(5-seater) EURO 2	Omni(8-seater) EURO 2
andnbsp;	Multi Purpose Vehicle	Multi Purpose Vehicle
Antilock brake system	n.a	n.a
Front	Drums 180 mm	Drums 180 mm
Rear	Drums 180 mm	Drums 180 mm
Max test pressure	n.a.	n.a.
Type	n.a.	n.a.
Working pressure	n.a.	n.a.
CNG ank capacity	n.a.	n.a.
Front track	1205 mm	1205 mm
Ground clearance	165 mm	165 mm
Kerb weight	750 kgs.	750 kgs.
Overall Height	1640 mm	1640 mm
Overall Length	3370 mm	3370 mm
Overall Width	1410 mm	1410 mm
Petrol tank capacity	n.a.	n.a.
Rear track	1200 mm	1200 mm
Wheelbase	1840 mm	1840 mm
Bore andamp; Stroke	n.a.	n.a.
Brake Horse Power	37 bhp @ 5000 rpm	37 bhp @ 5000 rpm
Compression ratio	n.a.	n.a.
Construction	Cast iron	Cast iron
Displacement	796 cc	796 cc
Fuel	Petrol	Petrol
Ignition	Multipoint fuel injection	Multipoint fuel injection
Layout	3 cylinder in-line	3 cylinder in-line
Torque	6.32 kgm @ 3000 rpm	6.32 kgm @ 3000 rpm
Valve gear	4 valves per cylinder	4 valves per cylinder
City	n.a.	n.a.
Highway	n.a.	n.a.
Overall	13 kmpl	13 kmpl
Max test pressure	n.a.	n.a.
Type	n.a.	n.a.
Working pressure	n.a.	n.a.
Transmission	Manual - 4speed	Manual - 4 speed
Type	Rear wheel drive	Rear wheel drive
Type	Recirculating ball and nut type	Recirculating ball and nut type
Front track	McPherson strut	McPherson strut
Rear track	Leaf spring with shock absorbers	Leaf spring with shock absorbers
Tyres	4.50-12-6PR ULT	4.50-12-6PR ULT
Wheel make	Pressed steel	Pressed steel
Wheel size	n.a.	n.a.

On road prices

Omni 5-seater Euro 2

City	Ex-Showroom	Registration andamp; Service Charges (Individual)	Registration andamp; Service Charges (Company)	Comprehensive Insurance	Total (Individual)	Total (Company)
Calcutta	231,605	3,195	4,095	7,891	242,691	243,591
Chennai	235,980	13,150	24,150	5,950	255,080	266,080
Delhi	224,352	4,465	4,465	7,798	236,615	236,615
Mumbai	247,548	16,000	36,300	9,620	273,168	293,468
Pune	238,073	11,763	30,809	8,345	258,181	277,227

Omni 8-seater Euro 2

City	Ex-Showroom	Registration andamp; Service Charges (Individual)	Registration andamp; Service Charges (Company)	Comprehensive Insurance	Total (Individual)	Total (Company)
Calcutta	233,734	4,435	N.A.	7,957	246,126	241,691
Chennai	238,128	13,150	24,150	5,998	257,276	268,276
Delhi	226,485	4,465	4,465	7,864	238,814	238,814
Mumbai	249,649	16,000	N.A.	9,680	275,429	259,329
Pune	238,302	11,772	30,836	6,474	256,548	275,612

Maruti Omni Van:

Comprehensive technical specifications

Specifications	Omni Van XL (8 seater) EURO-2	Omni Van XL (5 seater) EURO-2	Omni Ambulance EURO-2
Body
andnbsp;	Multi Purpose Vehicle	Multi Purpose Vehicle	Multi Purpose Vehicle
Brakes
Antilock brake system	n.a	n.a.	n.a
Front	Drums 180 mm	Drums 180 mm	Drums 180 mm
Rear	Drums 180 mm	Drums 180 mm	Drums 180 mm
Dimensions
Front track	1205 mm	1205 mm	1205 mm
Ground clearance	165 mm	165 mm	165 mm
Kerb weight	755 kgs.	740 kgs.	735 kgs.
Overall Height	1835 mm	1835 mm	1640 mm
Overall Length	3370 mm	3370 mm	3370 mm
Overall Width	1410 mm	1410 mm	1410 mm
Rear track	1200 mm	1200 mm	1200 mm
Tank capacity	36 litres	36 litres	36 litres
Wheelbase	1840 mm	1840 mm	1840 mm
Engine
Bore andamp; Stroke	n.a.	n.a.	n.a.
Brake Horse Power	37 bhp @ 5000 rpm	37 bhp @ 5000 rpm	37 bhp @ 5000 rpm
Compression ratio	n.a.	n.a.	n.a.
Construction	Cast iron	Cast iron	Cast iron
Displacement	796 cc	796 cc	796 cc
Fuel	Petrol	Petrol	Petrol
Ignition	Multipoint fuel injection	Multipoint fuel injection	Multipoint fuel injection
Layout	3 cylinder in-line	3 cylinder in-line	3 cylinder in-line
Torque	6.32 kgm @ 3000 rpm	6.32 kgm @ 3000 rpm	6.32 kgm @ 3000 rpm
Valve gear	4 valves per cylinder	4 valves per cylinder	4 valves per cylinder
Fuel consumption
Overall	13 kmpl	13 kmpl	13 kmpl
Power train
Transmission	Manual - 4speed	Manual - 4speed	Manual - 4 speed
Type	Rear wheel drive	Rear wheel drive	Rear wheel drive
Steering
Type	Recirculating ball and nut type	Recirculating ball and nut type	Recirculating ball and nut type
Suspension
Front track	McPherson strut	McPherson strut	McPherson strut
Rear	Leaf spring with shock absorbers	Leaf spring with shock absorbers	Leaf spring with shock absorbers
Wheels andamp; Tyres
Tyres	4.50-12-6PR ULT	4.50-12-6PR ULT	4.50-12-6PR ULT
Wheel make	Pressed steel	Pressed steel	Pressed steel
Wheel size	n.a.	n.a.	n.a.

On road prices

Omni Van XL 8-seater

City	Ex-Showroom	Registration andamp; Service Charges (Individual)	Registration andamp; Service Charges (Company)	Comprehensive Insurance	Total (Individual)	Total (Company)
Calcutta	241,355	4,435	N.A.	8,193	253,983	249,548
Chennai	245,817	13,150	24,150	6,172	265,139	276,139
Delhi	234,106	4,465	4,465	8,100	246,671	246,671
Mumbai	249,649	16,100	N.A.	9,680	275,429	259,329
Pune	240,104	11,844	31,052	8,566	260,514	279,722

Omni Van XL 5-Seater Euro 2

City	Ex-Showroom	Registration andamp; Service Charges (Individual)	Registration andamp; Service Charges (Company)	Comprehensive Insurance	Total (Individual)	Total (Company)
Calcutta	239,226	3,195	4,095	8,127	250,548	251,448
Chennai	243,669	13,150	24,150	6,123	262,942	273,942
Delhi	231,973	4,465	4,465	8,034	244,472	244,472

Omni Ambulance Euro 2

City	Ex-Showroom	Registration andamp; Service Charges (Individual)	Registration andamp; Service Charges (Company)	Comprehensive Insurance	Total Individual)	Total Company)
Calcutta	278,069	4,435	N.A.	4,062	286,566	282,131
Chennai	282,560	13,150	24,150	7,002	302,712	313,712
Delhi	258,880	4,465	4,465	3,695	267,040	267,040
Mumbai	294,047	500	500	3,860	298,407	298,407
Pune	283,028	13,561	36,203	4,740	301,329	323,971