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TVS Victor – the name ring a bell? The Victor was the flag bearer of the Hosur-based two wheeler manufacturer’s commuter motorcycle line-up a decade ago. The old TVS Victor, when launched in 2001, did almost the unthinkable for TVS Motor Company. A refined, yet frugal engine, as well as comfortable ergonomics and good ride quality made the TVS Victor immensely popular.

Also Read: TVS Apache RTR 200 4V Review

During the time it was in production, the TVS Victor developed a loyal fan following, and even dented sales of the market leader in the commuter motorcycle segment. Rising competition, and a slew of new products in the same segment however saw the Victor brand eventually discontinued in 2007. History lessons apart, the Victor is a very important brand for TVS and one, which now the two-wheeler manufacturer has again revived, in a fresh, new product in the 110cc commuter motorcycle segment.

Indeed, the 2016 TVS Victor, has a lot of expectations riding on its – er, handlebars. The new Victor however, is not just a facelift or a “tweaked” and upgraded version of the old model. TVS says the company did considerable market research to understand what the target customer seeks in a new commuter class 110cc motorcycle. So, the development of a brand new product claiming several best in class features and technology was begun. And those efforts show in the result.

Looks & Design

The 2016 TVS Victor is refreshingly new. The overall design speaks out high quality – full proportions and a muscular silhouette point to the contemporary styling of the bike. Sharp creases run along the length of the body and complemented by smart graphics create an essence of a ‘premium’ commuter motorcycle.

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A modern part-analog, part-digital speedometer takes pride of place in the cockpit. Although not over-the-top hi-tech, the instrument panel is neat and offers good readability. Switch gear is of decent quality too, although the engine kill switch has been given a miss. Instead, that switch has been swapped for the hazard lights. The short and stubby exhaust muffler looks good and supposedly engineered for better performance and efficiency.


The single piece seat is wide and long and there’s been considerable thought and research given to its design and development as well, says TVS. The result is a claimed best-in-class comfort for both rider and pillion. The large clear lens headlight too has been designed keeping in mind the voice of the customer. Although we didn’t get a chance to check its effectiveness, the headlight is also said to give best-in-class illumination, both on low and high beam. Then of course, the rear end gets a sleek look with a softly rounded grab rail and a smart looking hexagonal tail lamp flanked by clear lens indicators.

Engine and Performance

The most significant change however, is in the heart. The all-new single-cylinder, air-cooled, 110cc engine from the company’s Ecothrust series makes 9.46bhp at 7,500rpm and 9.4Nm of peak torque at 6,000rpm. What’s worthy of mention here is that TVS has designed the engine with a unique combustion chamber oil cooling jacket around it, making for better performance, better NVH levels and very good throttle response.


The engine starts with a mild note and performance is par for the course. Initial pick up is quite impressive and so is in-gear acceleration. What is noteworthy is that refinement levels are quite commendable – and are clearly evident at speeds between 55-70kmph – speeds normally where such commuter bikes will eventually be ridden. That’s not to say that the 2016 TVS Victor is not capable of higher speeds.

At the TVS Motor Company test track in Hosur, we managed to hit a top speed of 94kmph. And for a 110cc engine, there is no sense of harshness or vibrations even at higher rpms. The TVS Victor can easily cruise steadily between 70-80kmph, without breaking a sweat or even letting the rider get any sense of the engine feeling strained or protesting from high-speed riding.

Ride, Handling and Brakes

Ride quality is on the softer side – again to cater to the customer voice. But the TVS Victor offers a supple and comfortable ride. Whether going through undulations on the road surface or even over broken terrain – the likes of which we subjected the bike to at the test track – the Victor took everything in its stride without protest or giving any sense of losing its composure.

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Although not meant for sporty riding, the TVS Victor manages to put a smile when put through the paces of the test track. The chassis doesn’t get in the way of sporty riding and offer surprisingly good handling, even when cornering hard. The new TVS Remora tyres – which are said to offer reduced rolling resistance yet significant improvement in wet grip – offer impressive grip. Braking is handled by a 240mm petal disc up front and a 110mm drum at the rear. Overall braking is quite effective and offers confident stopping power from the combination.


The 2016 TVS Victor is positioned at the premium 110cc segment – and it will compete against the likes of the Honda Livo and the Hero Passion XPro. The new TVS Victor is without doubt a well-rounded product, with little to find fault in. How it fares against the competition is another story and we will of course do a full comparison review soon.

Where the TVS Victor could have seen some more improvement is perhaps in the overall design and styling – making it more desirable for the consumer it caters to. But then there is always that customer in this segment who likes the design to be a little understated than brash and young. And that is where the Victor with its simple, yet elegant looks, will have its bases covered well.


The new TVS Victor is priced at a very 49,490 (ex-showroom Delhi). What you get at that price is a very good 110cc commuter motorcycle – one that will meet most of your requirements – great looks, refined motor, comfortable ride and very good fuel efficiency. Will it revive the magic the Victor brand did for TVS? Not easy to predict. But from all indications, this Victor is certainly going to be a winner, at least for us.

Photography: Rahul Kapoor and Preetam Bora




Bajaj is all set to relaunch and revive the Pulsar NS 200 in the Indian market. The new updated bike will make its debut in mid-January 2017 and will feature a minor makeover in styling terms. More significant will be a BSIV engine though, and Bajaj says that the bike’s specs and output will remain unchanged. Expect new colour options and new style body graphics. The NS 200 will continue to use the naked look though, and its basic structure remains unchanged.

Sources indicate that there will be an ABS version of the bike launched subsequently in 2017 – to better take on the TVS Apache RTR 200 4V portfolio, which is seen as the chief rival of course. The single-channel ABS system would likely be carried over from its sibling – the RS 200. But Bajaj is unlikely to offer the NS 200 with FI (fuel injection), as there is no apparent value addition seen with this option. Bajaj will also export the reworked and refreshed BSIV NS 200 from January – meaning only one spec of the bike will be produced by the company.



Bajaj Pulsar AS 200

The Pulsar NS 200 was slowly withdrawn from the domestic market around April 2015 – even though its production has continued unabated since for exports to Latin America (where it is a strong seller for Bajaj). At the time the NS 200 stopped selling in India it was due to a variety of reasons. The bike was selling a healthy 2500-3000 units per month at the time, but Bajaj had capacity constraints at its Chakan production unit where it was made. This was due to the launch of the Pulsar AS twins (150 and 200) and the subsequent relaunch of the Avenger brand with its new extended family of motorcycles. The NS was held back in a sense to provide a launchpad for the AS 200 – which was positioned as a more premium offering and offered a bit more equipment at a similar price point anyway.

Bajaj never officially suspended the NS 200 but in effect it was no longer available at dealers, and hasn’t been for over a year. Now the NS 200 will return to join the Pulsar family – which is anyway undergoing an upgrade to BSIV. The RS 200 will also get its BSIV heart by the end of January. The Pulsar 220 remains the strongest seller in that family though with sales averaging 7-8000 units a month. The combined Pulsar family sells over 10,000 units a month and given the slow sales of the AS series, the return of the NS 200 is expected to enhance that number. The AS 200 has never hit the numbers the NS 200 had and given its 3-digit monthly sales numbers, the NS 200 coming back is not a big surprise. By the time the NS 200 is relaunched in India, the entire Pulsar family: 135, 150, 180, NS 200, 220, RS 200 and the AS series will be available as Bharat Stage IV (BS IV).


The fruit of a link-up between Subaru and Toyota, the BRZ is an old-school rear-wheel drive sports car that’s an awful lot of fun to drive. The throbby beat of Subaru’s four-cylinder boxer engine only adds to the appeal.



The standard features of the Mercedes-Benz SLS AMG GT include AMG 6.2L V-8 583hp engine, 7-speed auto-shift manual transmission with overdrive, 4-wheel anti-lock brakes (ABS), integrated navigation system, side seat mounted airbags, curtain 1st row overhead airbag, driver and passenger knee airbag, airbag occupancy sensor, automatic air conditioning, 19″ AMG forged aluminum wheels, cruise control, and an ABS and driveline traction control.

We have an $80,000 base-price cap for the vehicles invited to 10Best, and for good reason: It’s easier to build a great car if it will command a great price. And frankly, the thrill of some megabuck Ã¼ber-cars fades even more rapidly than those machines accelerate. Don’t misunderstand us; we’re not saying that squabbling over the keys to a Ferrari is not worthy of fisticuffs, or that driving a Bugatti shouldn’t be on your bucket list. But the cars of privilege are extremists, pulling everything else along in their wake. It can be just as gratifying to slide behind the wheel of those mainstream models that have tucked into that slipstream.
Mazda proves it with two such standouts named to 10Best this year: the 3 and the 6. Even when they’re well equipped, you could own the pair for less than 80 grand and still have enough change to buy a new Miata. Mazda’s venerable roadster dropped off our list this year, not for being eclipsed by a direct competitor, but in deference to its new siblings—cars brimming with the sort of vigor and personality that the Miata brought to the summer of 1989.
The compact 3 and mid-size 6 are perfectly timed products from a company that many had presumed down for the count. Two years ago, Mazda was losing billions, and analysts talked of a potential bankruptcy. Abandoned by Ford, its longtime partner, Mazda would need its next crop of cars to stand on its own, with zero margin for error. Tiny Mazda finished just 13th in U.S. sales in 2012, at the back of the pack with lowly Mitsubishi. That’s not much higher than Maserati, which wishes it had a sedan as beautiful as the 6 in its stable.
The new 6 delivers Mazda’s 2010 Shinari concept essentially intact to its 637 U.S. dealers. The 6 not only looks like a million bucks inside and out, it drives like it. Mazda’s long-held reputation for selecting suspension bushings is on prominent display in the 6, which has an imperturbable chassis that is always comfortable and controlled. Its steering, suspension, and structure coordinate deftly. A six-speed manual is available, yet its automatic shifts so quickly and effortlessly that the 2.5-liter four feels more robust than any 184-hp engine has a right to.
The uncommon commonality of this pair of Mazdas is that both are so much better than expected. Mazda tells us its parts work better together because of its Skyactiv concept—a holistic approach to design, manufacturing, and fuel-saving technologies that began with the previous-generation 3. But it’s in these newest models that Skyactiv seems most alchemical. Stiffer and lighter structures—the 6 sheds more than 200 pounds in its redesign—translate to improved handling. Engines with a lofty 13.0:1 compression ratio and direct injection help boost fuel economy as high as 41 mpg on the EPA highway cycle. Keeping with the company’s iconoclasm, its optional i-ELOOP electrification system makes Mazda the first automaker to employ capacitors in a regenerative braking system.
In some ways, the 3 is the more impressive car here. Whether it’s the hatchback or sedan, we can’t stop admiring the long hood and Italianate grille of the new 3, which hides its front-drive underpinnings as well as anything since the original Oldsmobile Toronado. Interior appointments, including an excellent infotainment system with a central command knob, set a new, Audi-like standard for the class. An optional head-up speedometer display projects its data onto a transparent pane on the dash, fighter-jock style, and keeps your eyes up and on the road.
Mazda offers the 6’s 2.5-liter in the 3, as well as an entry-level 155-hp 2.0-liter four, but neither is neck-snappingly powerful. The Mazdas aren’t here because of their brawn. These are finesse cars, balanced and ergonomically perfect. Their cowls are low, their sightlines are unencumbered, and Mazda hasn’t done anything silly such as jacking the front seats’ H-points to make its cars feel more like crossovers; its excellent CX-5 already serves that purpose.
Indeed, Mazda is punching above its weight class when it comes to product. For a company that builds one-sixth the number of vehicles of giants like General Motors, Toyota, and Volkswagen, its achievements are nothing short of shocking, like Buster Douglas knocking out Mike Tyson. Mazda has no luxury brand to generate Lexus-size profits, not even a high-margin pickup truck in its lineup. No, Mazda just sells efficiently built small and mid-size cars and crossovers, all of them entertaining and none with a base price above $31K. In an industry in which most carmakers are trying to be everywhere at once, Mazda’s dedication to doing what it does best earns it our highest acclaim.


LIKE the CVO Harleys, Goldwings aren’t really aimed at â€˜normal’ motorcyclists. It takes a particular mind-set to own and ride a Goldwing, one that’s perhaps difficult for a lot of riders to understand. But there is an attraction to these things. They’re not fast, and the basic design is now well over a decade old, but the sheer size and luxury of a Goldwing is appealing in its own way.



You buy a Ferrari when you want to be somebody. You buy a Lamborghini when you are somebody,” said America’s evergreen icon Frank Sinatra, who counted a 1970 Lamborghini Miura P400S among his fleet of luxury sedans and sports cars.


Now, Manoj Lulla is not much of a ‘do-be-do-be-do’ man, but the Chennai-based businessman sure knows he is a ‘somebody’.


Trouble is there are way too many ‘somebodies’ in post-reforms India—158,000 millionaires to be precise, as per a latest Credit Suisse report. So how do you stand out? Lulla decided to promote his garage: these days he drives hisLamborghini Gallardo home, literally, and parks it in the living room of his Chennai house, where he has made an extension with special track lighting to house the machine.


Well, there are more ways to stand out. Like the one followed by Lulla’s uber-rich brethren in the western part of India: For instance, you can embed the emblem of that other snob king-on-four wheels, Rolls Royce, with pure diamonds. The proud owner of Rolls Royce has got the Spirit of Ecstasy—the emblem—studded with 1,640 real diamonds.


“These are special customers. They are always on the lookout for something exclusive. One of our customers got a special paint created for his car—the specific red he wanted was not part of the colour options we have on offer. Then there is a customer who got the entire veneer in the car studded with mother of pearls. It took us four months to deliver,” says Sharad Kachalia, one of the leading dealers of Rolls Royce, about this extremely high net worth phenomenon.


You Are Only As Rich As the Car You Drive-LAMBORGHINI

Lambroghini Aventador


Diverse Buyers

The craze is now leaving even the age factor behind. One of the new Lamborghini owners is a 16-year-old kid from the outskirts of Mumbai, who, thankfully, utilises the services of a driver.


“The profile of our car buyers shows that awareness and love for Lamborghini cars run deep. With regard to the 16-year-old, we have been assured by the family that he won’t drive till he is legally eligible to drive. We will train him, once he reaches that requisite age,” says Pavan Shetty, head of operations, National Sales Company for Lamborghini in India. Supercars are not exactly a prerogative of celebrities and industrialists; the profile of some of the buyers and the places they come from reveal an all-new potential, he says.


“One of our owners lives in a place where there is no proper road to drive,” says Pratik Desai, VP at Exclusive Motors, a dealer of Bentley super-cars.


Boom In Ultra HNI Club

You can imagine the aspiration to own a brand like Bentley. For sure, economic growth is putting money in the hands of people. We have had customers walking into the showroom in the morning and driving out with the car in the evening,” adds Desai.


Wilfried Aulbur, former MD of Mercedes Benz India and now a managing partner at leading consultancy firm Roland Berger, who knows the luxury car market well, is not surprised. “Wealth is distributed across India. Some of them have made money in areas that are not necessarily every day in the newspaper, so you never know how the next Bentleyowner may be,” he says.


According to Credit Suisse Research Institute’s Global Wealth Report, the number of millionaires in India stands at 158,000. And this number is likely to jump over 50% to 242,000 by 2017. The report says India has 237,000 members among the top 1% of the global rich club. There are 1,500 ultra-high net worth individuals with estimated wealth of over $50 million (around 700 of them with a net worth of over $100 million).


You Are Only As Rich As the Car You Drive-maserati-fendi

Maserati GranCabrio Fendi


Widespread Demand

According to industry estimates, the market for super-luxury cars priced at Rs 1-2 crore stood at around 250-300 units in 2011, and the segment is expected to grow at over 50% with as many as eight cars being launched in 2011 and many brands like Aston Martin, Ferrari, Maserati among others setting up base here. About 100 units of super sportscars like Lamborghini, Maserati, Ferrari and Porsches were sold, besides over 150 units of super-luxury saloons like Rolls Royce and Bentley last year.


“We are getting very good enquiries from Hyderabad, Cochin, Chennai, Bangalore, Goa, Madhya Pradesh, Baroda, Ahmedabad; you have some of the tier II-III towns we did not even expect and we hope to close some of this next year as we get more cars for 2013,” says Shetty. He already has 10 bookings on hand.


Aulbur says the overall penetration rate of super-luxury cars in India is still low compared with Russia and other markets. He counts lack of infrastructure and traffic congestion as major impediments. If these are taken care of, the market for luxury cars in India can explode like China did a decade ago, say experts. “It is just a matter of time before the sentiment improves and people start buying again,” adds Desai of Bentley.


Author: Ketan Thakkar

Source: Economic Times

TAGS: ferrarilamborghiniaston martinmaseratibentleyrolls roycemercedesferrariporscheluxury car market,indiacarssupercars,



Honda Motorcycle and Scooter India Private Limited (HMSI) has started taking the bookings for its high-end sports motorcycle CBR650F in the country. Interested people can now book the bike for a token amount of Rs. 50,000.

Also Read: Honda Livo 110cc Motorcycle Launched in India at Rs.52,989

The Honda CBR650F is powered by a 649cc 4-cylinder double overhead camshaft (DOHC) engine and is mated to a 6-speed gearbox. The fully-faired bike’s performance is rated at 86bhp, while peak torque stands at 62Nm.

Honda had announced in October last year that it will start making the CBR -650 in India, which will allow the company to price the bike competitively. However, Honda is yet to finalise the facility where it will manufacture the bike. Also, we are told the localisation level for the Honda CBR650F will stand at about 14 per cent.

The bikemaker has a total of four plants in the country – in Vithalapur, Haryana, Rajasthan, and Karnataka. Y S Guleria, Vice President, HMSI, had earlier said, “The purpose (to start manufacturing the bike in India) is to build in India and also the affordability aspect will be considered for customers with Make in India commitment.

Upon its launch, the Honda CBR650F will compete with the Kawasaki Ninja 650 and the Benelli TNT600 GT. We expect the bike to be priced between Rs. 6 lakh – Rs. 8 lakh.



Price: $400,000

Legendary British Vintage Black is ranked 4th in this Top 10 World’s Most expensive bikes. This Bike is So much costly due to its uniqueness and also of antiquity. This Vintage bike was manufactured in Britain. It has two cylindrical engines which can produce up to 250 cc of Power



YAMAHA’S V-Max is something of a legend in its own right, and whilst never a big sales hit there’s no denying that the latest version – complete with a nearly-200bhp V4 engine and love-it-or-hate-it styling – is going to get you noticed. But would your friends guess you’d spent that much on it? We reckon not; it’s hard to align any Japanese bike with the idea of £20,000-plus and the V-Max, despite it’s â€˜wow’ factor, struggles to justify it. Bear in mind that a Ducati Diavel starts at £14,995 and even the Diavel Carbon is only £16,750, and it’s easy to understand why you don’t see many V-Max’s around.