Ford EcoSport : Road Test

Is the Ford EcoSport with its high and wide go-anywhere stance with the exterior package being clothed in SUV-style sheet metal and yet drives like a front wheel drive hatchback? We take it for a nice spin around Goa to give you a more in-depth analysis

 

 

 

Nothing better suggests the very concept and build of the newest Ford in India than the spanking EcoSport which is ready for a mid-June launch, more than a year and a half after we first saw a full size mock-up at the last Auto Expo. It hasn't always been to Ford's great strength in using its SUV-experience in the US to try and develop an SUV-ish vehicle for emerging markets and even though it did try once to come close with the Fusion, the smallish alter-hatch flattered only to be deceived on the pricing front. Mind you the Fusion was delightful but priced out of reach and this impacted and/or signified most moves Ford has made in India so far. But then this is not about Fusion or the past but about a new move forward and thus EcoSport.

First off the very basic aspect of the visual is the strong retention to the original concept and here Ford certainly has broken new ground for a car that has much riding on it. Never before did Ford ever launch an all-new car in India (well we could be forgiven for saying this but then this car is also made in Brazil) but this time round the timing and the basic proposition are spot-on, even though we do not as yet know the pricing. Additionally, the onus on the technology applied plus the all-new thought on downsized engines should pay off big (on operational costs) as well without skimping on the pleasure-to-drive aspect which is so fundamental whether it be an entry-level hatch or a big bore sports car!  

 

It is a proven fact the world over that everyone and his or her grandmother aspires to drive and own an SUV. If that weren't so why would Chidambaram and his cabinet buddies impose a blatantly arrogant tax on cars which are ideal to traverse broken down roads which the very same bunch have apparently not mended? But this is not the time to digress and yes there did always exist a sweet spot for small compact automobiles which could have that high and wide go-anywhere stance with the exterior package being clothed in SUV-style sheet metal and yet drive like a front wheel drive hatchback.

If anything Premier Automobiles found this spot but the Rio hasn't exactly found the sweet bit as yet! And therein lies the gap between it on one hand and the Renault Duster on the other and one has to see how Ford positions the EcoSport in this band or beyond it (yes they can do it as they have demonstrated so ably to their chagrin in the past!). Price positioning on value will be key because that may make or break this model which has been hyped for so long.

 

 

While Ford can rest easy till it makes the big move on pricing, let us concentrate on the hardware at hand and what it feels like in its real world deliverance. Sub-4 metre is the small car holy grail, especially given the tax-inducement in India and Ford's designers have worked to this paradigm measurement with great success and also very well disguised excess. It is all about having the right proportions without being overly muscular in some places and looking awry and ungainly in others but credit the Ford designers for doing a fabulous job on the visual aspect.

Employing Ford's kinetic design philosophy, if ever a car screams go-anywhere so stylishly then it has to be the EcoSport. From its large Aston-clone grille dominating the front end  to the excessively raked windscreen and sculpted sides plus that obviously wedgey glazed area culminating in a wrapped up rear windscreen, this is surely a finely turned out offering, stylish without being an overt dandy and looking substantial the way an SUV is perceived to be.

 

Add the short overhangs and plus the all-black wrapped around the car for the rest of the painted sheet metal to be based upon, the entire package looks appealingly strong. The wheel arches are finely pencilled as are the two character lines on the sides, with the headlamps and the tail lights being the front to end links for the crease at the waist line. To be true to the concept in so many ways when translated into series production is a commendable thing and Ford has done just that with the EcoSport.

Even with its high squat stance riding on ample 205/60 R16 tyres, the EcoSport means business but without sacrificing its aerodynamic efficiency. If anything the EcoSport shows the value of time spent doing ample CFD work and in the wind tunnel tweaking the exterior and also the underfloor area has resulted in it having one of the most finely tuned exteriors able to cut its way through the wind. An aerodynamic co-efficient of drag of just 0.371 marks the EcoSport as a most slippery performer, even though it might not appear overtly to be so!

 

Riding on a 2520mm wheelbase, the EcoSport is just a millimetre shy of nudging the 4-metre mark and that is of course sans its tailgate mounted spare wheel. And this spare mounted for all the world to see further adds to the go-anywhere perception of the vehicle. Mind you the tailgate which is hinged sideways has obviously been designed with countries which drive on the right hand side in mind, as it swivels open from right to left.

This obvious glitch aside as also the wiper and indicator stalk switches on the steering column for the right hand drive roads, everything else about the EcoSport falls naturally to hand. Open the doors to step in or out and the ease with which you do the deed highlights natural form to make things easy for kids, women and the old. It is, however, when you get into the cabin that you realise how compact this 'SUV' really is.

 

There is enough space for driver and front seat passenger with adjustability for the driver. The view forward from behind the wheel is expansive barring for that modern day bugbear - the thick chunky A-pillars which do create blind spots at certain angles. Being behind the wheel though is a very pleasing and comfortable aspect for the pilot.

A well-designed steering wheel with audio controls and brushed aluminium inserts sets the tone while the pronounced dashboard lifted straight from the Fiesta but with slight detail changes looks pretty much par for the course. The angled air con vents on the central panel as well as on the extremes of the dashboard have been made to be both functional and add to the visual delight, much the same as the rotary switch console for the climate control system.

Analogue instruments thankfully find favour in the EcoSport but there is a driver information display placed venally atop the dashboard which spews out real-time data should you need to keep tab on driving distances, mileage, etc. The quality of the materials employed is not flashy but functional and the fit and finish is impressive, from the door pads to the roof lining, from the form of the seats to the way the tactile bits feel reassuringly good.

There is an element of feel good about the front end of the cabin which has been carried over at the rear as well but only if you want to seat two in reasonable comfort! Mind you the wide stance one makes of the EcoSport from the outside disappears within thanks to average shoulder space which rules out comfortable seating for three.
 

If you want to see a paragon of space efficiency then look no further than the Honda Amaze but the EcoSport can only have a small child wedged between two adults and that too with none of them being comfortable in the least bit! I think that some of that design flourish on the exterior has been carved at the expense of the useable width in the car as if to reflect on the compact SUV theme!

However, there is ample leg and head room at the rear for two adults but then again the lack of a central armrest plus the glaring lack of grab rails on the ceiling do make us ask as to is this it or is it still WIP - work in progress? I asked one of the Ford boffins at the media drive about this and he also had a valid point - what to do if shoulder and head air bags were to be specified? I think the whole point of his argument was lost because those specifying the air bags would be the rarest of rare - in India that is, but those cursing Ford for not keeping grab rails would send across loud and clear signals, maybe using colourful colloquial language to ram home their point!
 

 

In favour though is the split rear seat which can help increase the meagre luggage space behind the rear seat. Ford suggests the EcoSport can gobble up 346-litres of luggage capacity which on the face of it is good but really lacking in the face of competition. Nevertheless, the compromise to be made in design and style elements plus also of course the SUV character style means that I for one could live with this sort of occupant and luggage space and I am sure that there are many like me who could do with a small personal mobility machine with exciting looks.

The good thing though is that it is not just about the visual drool appeal that has us excited but for sure what is under the hood and how that works to move the mass is the one key area where Ford has made the biggest advance to seduce the mind! And that too most emphatically ever in its second Indian foray beginning since the early 1990s.
 

So many speak about small engines being loaded with top-drawer physics to do the impossible but here we have a small sub-one-litre triple with turbocharging and direct injection plus a few smart yet logical thoughts punching above its weight. Mind you others have also made three-pot motors but here the thought is to make virtue out of a packaging solution even when you have the odds stacked up against you. I will not repeat what I have said about the new technological marvel that is the 999cc EcoBoost motor suffice to say that it works brilliantly in doing more with less!

Ford will be offering the EcoSport with three engine options which include the 999cc EcoBoost plus the 1.5-litre petrol and diesel engines which do duty in the Fiesta. All three engines come mated to the standard 5-speed manual gearbox also employed in the Fiesta though the 1.5-litre petrol can also be specified with the six-speed Ford PowerShift automatic transmission. We haven't had an opportunity to drive the larger engined EcoSports but then the paradigm shifter EcoBoost makes such talk redundant. It might not have four-wheel drive but even with front wheel drive Ford has equipped the EcoSport with enough tech to ensure that it apes an SUV in certain situations - Hill Launch Assist is one where it helps the driver make a start on an incline in utmost safety.
 

 

Before I move on to the actual driving assessment, a mention must be made about the structure and the suspension. The overall monocoque is a pretty robust yet well thought out piece of engineering which makes do with normal suspension aggregates (MacPherson struts up front and torsion beam set-up at the rear) to deliver a good balance of ride and handling. Special boron steel along with other grades of ultra-high-strength steel have been used to make the super-structure not just light but strong with high levels of impact resistance to dissipate crash forces away from occupants.

First things first and that is all about the way the three-pot motor has been mounted in the vehicle along with the clever out of sync thought to cancel the primary vibes which afflict most such triples. Having to make do without a balancer shaft necessitated many new innovative thoughts and all of them were in the direction of reducing NVH and that is one of the strong aspects of the drive experience - refined, relaxed and comfortable. How many can attribute this to the performance aspect I don't want to wade into suffice to state that to get to doing more from less has begun with exceedingly low levels of NVH from the design stage itself and this is a big strength of the EcoSport.

 

The engine fires up whirringly with none of that primary rocking and yet gets into a steady idle straightaway. Once on the move as you go up through the 'box, what strikes you is a seamless stream of torque which is thick yet not obtrusive, and all the while hinting that there is more to come should you need it. Of course there is a way to modulate your right foot on the loud pedal because this is where it can reward you big, both on performance and also on fuel efficiency and this lightness of foot has to be the way to getting more from less!

I like the surge of the engine when needing to overtake on tight Goan roads or on the highway where dropping a cog from fifth produced a good burst to move past long artics and then hold steady at around 2200 to 2400 rpm. This is the modern way of the petrol engined world, one which engineers have tried to make it ape a diesel without sacrificing the feel and refinement plus zest of a spark ignition offering.

I think that it rewards in very many ways and should one perfect the light-of-foot approach to driving then you will have the pleasure sans the pain. Speaking of which I was happy with the way the simple turbo spooled up quickly with barely any lag except of course if in time honoured Indian driving habits of lugging it from way too low engine speeds in too high a cog then the inevitable does result. So while Ford's engineers have revisited the basic tenets of the internal combustion engine, many a driver would do well to re-approach the way he or she drives to get the best out of this brilliant motor. Of course we haven't been able to put it through the test regime but overall the feel and the delivery mark it out as ultra capable. Just for the record, the ARAI test has pegged the EcoBoost-powered EcoSport at 18.9 kmpl.

The manual 5-speed gearbox is delightful in not just its cog swapping action but also in the feel and the short throws which provide a sporty edge to the pleasure. If that is not all, the surety of precise steering from the EPAS electrically assisted steering gear is another delightful detail - unobtrusive but highly effective. This also has the Pull-Drift Compensation system incorporated within to sense out road surfaces and deliver the correct steering inputs for better directional stability. The Active Nibble Control built into the steering system further cancels out vibrations and other details from spoiling the steering feel without cancelling the feedback to the driver. The EcoSport delights with its 10.65 metre turning circle making it a highly manoeuvrable animal in the urban environment.

Ride and handling is an area where the EcoSport has got a good balance going. Many a time I have heard many so-called proponents suggesting Ford makes the best driver-oriented cars only for them to come croppers when it comes to all-round family usage. The EcoSport is one car where the car delights with good manners in the handing department yet tops it without compromising on the ride element. For all round family usage this is critical and maybe Ford has heard this for long and acted on it to a degree. I made it a point to be driven while seated at the rear on the rutted Goa roads and I was impressed enough with the way the EcoSport rode the bumps and the craters yet remained composed without unsettling me in the back. Made me aware of the lack of grab rails though!

 

Another very important feel good detail on the car is the climate control system though it can take time to cool the rear. We had the top line Titanium trim version where it came with 16-inch alloys wrapped in MRF rubber, rear parking sensors, keyless entry, leather seats (would have much preferred good quality fabric stuff here for India) and steering wheel, push button start, a slew of air-bags and of course SYNC, the new gen connectivity platform that it has engineered with Microsoft. This is the first expression of this system in a Ford car in India and uses voice commands from the driver for activating music, making calls, etc. It is also hooked up to 108 helpline should it detect the air bags have been deployed or the fuel pump has been shut off, both cases indicating a mishap or such making quick rescue aid attempts possible.

I could go on and on about this delightful little gem but knowing Ford and the way it has worked in India so far, I would like to see it play off its price positioning for this vehicle and also to see how well it delivers in the real world in the long term. These are key indicators of which one would be answered by mid-June while the latter and more telling aspect would only be revealed some months down the line. Whatever be it though, the die has been cast. Small triples can never stay as they have been, it is the EcoBoost manner or nothing is the way forward.

Harley-Davidson Fatboy Special and Softail Heritage : First Ride

Harley-Davidson have just made their CKD line up in India even more exciting with the inclusion of the Fat Boy and the Heritage Softail Classic. We take the big boys out for a spin!

 

Phat Boy!

Talk about the Harley-Davidson Fat Boy and the mind immediately takes you a couple of decades back when The Terminator 2 movie came out. Schwarzenegger was either trying to destroy the future or save it as the unstoppable T-800 cyborg. His high-speed rescue of young John Connor while steering his Fat Boy with one hand and doing one-handed shotgun pumps with the other was the ultimate in movie macho. I was simply overawed by what a big Harley could do in the right hands. So when the time came, I immediately straddled the Fat Boy leaving Arun with no choice but to take the Heritage Softail Classic.

Back to the Fat Boy, India gets both versions, the standard and the Special with the latter sporting a new reduced reach handlebar, a lower narrower seat shape and a matte black and aluminium finish instead of chrome and boy was I glad about getting the special.  It looks simply fantastic and the absence of chrome makes it look even meaner. The bike turns heads wherever it goes with fat tires, fat bars, a fat fender and a big, powerful, black powder-coated, counter-balanced Twin Cam 103B engine.

The nostalgic style isn't just about the confident stance, chrome and old-school detail but about how you look riding it. It’s about the feel. With its classic, relaxed riding position, you're not just cruising. You're in charge - kicked back on a throne of machined metal surveying your domain. As far as Harleys go, the Fat Boy is a living legend - and it's no wonder Arnold Schwarzenegger chose one in ''The Terminator 2.'' The big tank, 200mm rear tire, shotgun-style tailpipes, beefy front fork, and gorgeous bullet-hole wheels are just some of the styling elements that highlight this much aptly named two-wheeler. 

Powering the Fat Boy is a 1,690cc pushrod V-twin and 6-speed Cruise Drive transmission (a little ''6'' digit lights up on the instrument panel when the sixth gear is engaged). The double-lever heel and toe-style gear shifter makes shifting easy, while the massive torque shoots you forward with a bang. Devoid of heavy fairings and saddlebags, the Fat Boy proves more nimble and responsive than its siblings.

 

With 132 Nm at just 3,250 rpm, you can easily get away from most tough spots while enjoying a sweet exhaust note. In fact our bike equipped with the aftermarket Screamin Eagle exhaust simply thundered down the road with the traffic ahead paving the way for the bike. Performance is there for the taking and overtaking those never ending trailers on the highways becomes a passing blur. Acceleration is relentless in any of the six gears and not being careful will see the bike power-sliding its way from starts.

 

Heritage Class:

I would be lying if I said I didn’t lust for the matte black Fatboy before Abhishek swiftly clinched the keys of it and assigned the Softail Heritage to me. But I wasn’t too disappointed as the Softail too is no slouch when compared to its more famous sibling. While it might not posses the Hollywood links as the Fatboy but when one thinks of a Harley-Davidson, the first image that strikes your mind is a big motorcycle with a gleaming V-twin nestled below a huge tank and that’s what the Softail is – a pure-bred cruiser. 

When you gaze your eyes on this American muscle on two-wheels, you are swayed by its enormous size. But even with this bulk the proportion of the bike has been well captured all around and it doesn’t look overgrown or swollen from any angle. The Softail is all about details, the huge and flowing fenders, white side-walled tyres on chrome finished spoke rims with a chunky wheel hub, huge bulging tank and big handle bars. Harley has given the bike dollops of chrome which are clearly visible on the V-twin heart of the bike, the massive front forks, the commanding 7-inch triple headlights and the double barrel exhaust pipes.

 

 

Adding to the bike’s charm are the old-school studded-leather saddlebags and gorgeous contoured leather seat. Also with the shiny black paint job of our test mule, the chrome bits on the bike were beautifully highlighted. All though the basic design of the bike is almost 25 years old it has stood the test of time quite valiantly and it can still hold its own among the plethora of other bikes in the market.  

Visually the heart of the Softail is a sight to behold with the black powder-coated V-twin powerplant featuring machined cooling fin tips and chrome drenched rocker covers that give the engine a quintessential Harley-Davidson appearance. Powering the Softail is an air-cooled Twin Cam 103 cubic engine which has been honed on the lines of the classic Flathead, Knucklehead, Panhead, Shovelhead 88 and 96 engines. Talking about numbers the 1,690cc mill is capable of churning out an approximate peak power of 76PS @ 5,200 rpm and a torque rating of 130Nm @ 3,000rpm. On paper, it might seem as if the bike is underpowered owing to its double-digit power rating but it’s the torque which makes all the difference in the Softail.

 

The boffins at Harley tuned the engine for maximum low-end torque so that the rider doesn’t feel wanting for power in any gear and for this purpose employed the counter-balance technology on the long stroke mill.  It was time to ride and as I rested my rear on the sofa like seat and I was impressed by the well sorted out ergonomics of the bike. The tall and wide handle bar is easy to reach out to and gives the rider a commanding view of the road whereas the full-length footboards with heel-toe shifter further enhance the comfort. Hit the start button and the Twin Cam 103 cubic comes to life with a mild rumble and even though the engine is rubber mounted, one can experience the bike shuddering and vibrating at idle. 

Initially I was overwhelmed by the astounding 341kg kerb weight of the bike and was hesitant whether I would be able to negotiate this beast through the traffic-clogged streets of Mumbai. But once in motion, both my apprehension and the vibes form the V-twin smoothened out and I was enjoying piloting the Softail until I encountered the notorious Mumbai traffic. Suddenly the engine temp was rising at a speed of knots and my left leg was getting toasted and suddenly the bikes weight was making its presence felt and it was a task to manoeuvre the bike through the thick traffic. I was longing that the traffic should iron so that I could hit the highway soon and my wish was fulfilled soon.  

Once on the open highway, the character of the Softail transformed dramatically and I felt as if I am riding an all together different machine. The engine temperature dropped, my arms and feet were relaxed and I was relishing the cool breeze of air which was cooling me down as I was drenched in sweat negotiating the Softail through the traffic in the summer heat. I whipped open the throttle to let the V-twin showcase its magic and the sudden surge of torque pasted a wide grin on my face. The same can’t be said about the six-speed Cruise Drive transmission which lets out a distinct clunk sound every time you engage it, so don’t expect a butter smooth shift like those of the Japanese brigade the clutch was beautifully weighed and I didn’t end up with a sore arm after the ride.

 

The Softail is in its own element when u slot the bike in sixth gear and enjoy the soft burble of the exhaust pipe in the background while coasting at 120km/h. I was also little apprehensive about the bikes 131mm ground clearance fearing it would bottom out over speed breaker and bumps but it just glided over such hindrances with finesse. The Softail conferred the twisties of the Khopoli Ghat with ease albeit the floorboard scrapping in few corners. Harley has employed ABS on the Softail which has been quite cleverly housed in the hub of the front wheel but the single front disc prove inadequate in stopping this beast which is my biggest qualm on the bike also the optional windshield would help in plummeting the windblast at high speeds.

 

 

Verdict:

Even though both the bikes are powered by the same engine that is where the similarity ends. The Fatboy is a power cruiser full of enthusiasm and wants to slide and power its way out at every possible opportunity. On the other hand, the Softail Heritage is a relaxed soul which is designed to gobble up as many miles as possible in utmost comfort. Also by making both the bikes CKD, Harley-Davidson has been successful in bringing down the prices on the machine by as much as Rs 5 lakhs, which means the Fatboy Special is now available at Rs. 15.6 lakh and the Heritage at Rs. 16.25 lakh (ex-showroom Delhi) making it a very laudable move on Harley-Davidsons part. We feel that other two-wheeler manufacturer should also be inspired by Harley’s strategy and start CKD operations which would benefit both the customers and brand. So all you Harley aficionados who were craving for these mean machines but were holding yourself back owing to the bike’s pricing, well this is the right time to make your move.

Courtesy: http://www.zigwheels.com 

Renault Duster dCi vs Ford EcoSport TDCi

There’s seldom been a more closely-fought fight among vehicles – one of which isn’t even technically available yet! The Renault Duster and the Ford EcoSport are set to be each others’ respective arch-nemesis and already we’re seeing camps being formed with strong opinions either way. We took a closer look at the two compact SUVs and compared their bits.

Visual appeal

It’s a mixed opinion this. While the modern kinetic design language and sporty elements used in the Ford makes it more car like and premium, the Renault uses a more simplistic approach. But this doesn’t mean it can’t turn heads, the flared front and rear arches add muscle and give the car a more robust look. The only SUV element in the EcoSport is its height and the externally mounted spare tyre. The EcoSport is more attractive but the Duster definitely has better presence. Inside too, it’s the same story. The interior design in the Ford is new age and the use of black and gloss aluminium detailing gives it a very sporty look like in a hot hatch. The Duster’s interior is bland and very utilitarian in comparison. It offers similar fit and finish but one doesn’t feel as special inside as in the EcoSport.

2013 Renault Duster vs Ford EcoSport

Space and comfort

At the front, both the SUVs offer similar space. There is ample leg and head room for front passengers but in the Ford the driver also gets an armrest. In fact the driver is more pampered in the EcoSport. besides the armrest, the Ford also gets height adjustment for the driver’s seat and a steering which is adjustable for both reach and rake.

The Duster’s driver gets a height adjustable seat too, but instead of being continuously variable, it just a two step affair – high or low. The Renault’s steering, again, only adjusts for rake but not for reach. So, finding a good driving position is a lot easier in the Ford.

2013 Ford EcoSport in India rear seat space

Neither SUV offers a dead pedal but the Ford offers some space to rest your left foot which the Duster lacks. The latter however scores when it comes to shoulder room and visibility. The thick A-pillar and small quarter glass in the Ford results in a big blind spot and will take some time getting used to.

Moving to the back, this is where the lack of shoulder room is most felt in the EcoSport. It’s a strict four-seater and only two adults can comfortably sit at the back. The Duster on the other hand offers more room and can accommodate three adults since the seat is larger. It even features a rear armrest with two cup holders. That said, the Ford surprisingly offers 75mm more rear knee room. But, since the EcoSport is less than four metres long, boot space suffers. At 346 litres, it offers 129 litres lesser space than the Duster. The seats however split 60:40 unlike the Renault’s single folding seat. The roof rails also have mounts to hold a roof box.

The EoSport is also the better equipped of the two SUVs. It gets auto-climate control and SYNC – a voice activated feature to control a host of systems, both of which are missing on the Duster. In terms of safety, the top end EcoSport offers six airbags (four more than the Renault).

Rear legroom in the Duster

Engines and real world performance

Both feature 1.5-litre common-rail units but it’s the Renault that puts out more power. The Duster produces 110PS at 3900rpm while peak torque is an impressive 248Nm produced at a low 2250rpm. The Ford meanwhile delivers a lower 91PS at 3750rpm and 204Nm from 2000-2750rpm. This difference on paper is quite evident on the road as well. Power delivery is stronger in the Duster while the turbo lag is less evident.

However, in bumper to bumper traffic the EcoSport is effortless to drive and is less tiring compared to the Renault thanks mainly to a much lighter clutch operation. The EcoSport is happy to take on the highways as well, but the Duster comes across as the more accomplished car for the job. Its engine feels less strained and more alert and thanks to a higher torque rating and an additional sixth gear, it makes for a more relaxed cruiser.

We also prefer the gear shift quality on the Duster; while the Renault offers short throws and crisp shifts, the EcoSport’s five-speed transmission feels more rubbery in its operation.

In terms of outright performance, the Duster is slightly quicker. The sprint to 100kmph comes up in 12.7 seconds while the EcoSport does the same in a respectable 13.2 seconds. The Renault also has a slightly higher top speed. It maxes out at 175kmph, 5kmph more than the EcoSport.

1.5 litre diesel engine in the EcoSport

Fuel  efficiency

It’s a close fight in this round too. The ARAI figure is higher for the Ford (22.7kmpl against the Duster’s 19.01kmpl) and in the real world in exactly the same conditions, the EcoSport again delivered high figures of 12.2kmpl in the city against the Duster’s 11.8kmpl. On the highway, however, the Renault did better. It returned 21.8kmpl, 1.4kmpl more than the Ford. This means the Duster’s overall fuel efficiency of 14.3kmpl is 0.5kmpl more than the EcoSport. Clearly, there’s nothing to choose between the two in the real world when it comes to fuel efficiency.

1.5 litre Renault Duster diesel engine

Ride and handling

Based on the Fiesta platform, the EcoSport shines when it comes to dynamics. The chassis feels well balanced and is very much at home around corners. There is slight body roll and one does get the feeling of driving a tall car but then it still is the best handling vehicle in its segment. However, the steering could have been slightly heavier and offer more feedback like in the Fiesta. The Duster on the other hand, isn’t as involving but is still a capable handler. A wider track and broader tyres does improve handling while high speed stability is impressive. The only negative however is the strong steering kick-back that is felt especially while cornering on undulated surfaces. This isn’t a good feeling and one needs to grip the steering quite firmly. The Renault has the better ride quality, though. It glides over rough roads and potholes with pliancy, and on the highway over undulating roads, it remains completely planted. The EcoSport on the other hand is slightly stiff and doesn’t soak in the bumps as well. How about going off-road? Both vehicles put down power though the front wheels and don’t offer four-wheel drive even as an option, so we wouldn’t recommend one going off-road. But if you still decide to drive on rough terrain and small boulders, the Duster will be the better choice since it offers slightly more ground clearance and even features a metal sump guard.

2013 Renault Duster vs Ford EcoSport

Which should one buy?

The EcoSport, yes as odd as it may be, hasn’t been launched as yet. Talk about taking your own sweet time to do things. In any case, when the Ford is launched, we expect it to be cheaper than the Duster. Moreover, it will have more features, will look more upmarket, and though it will have a less powerful engine, the EcoSport’s  performance won’t be significantly off the Renault’s. The Ford then is the clear winner here. It also makes better sense for the city given its smaller dimensions and lighter controls. The only reason to buy the Duster now is if you are specifically looking for a compact SUV that offers enough space for five and their luggage, to travel long distances in.

2013 Renault Duster vs Ford EcoSport

Source: http://overdrive.in

KTM 390 Duke: Should Royal Enfield worry?

The presentation at the launch of the 390 Duke included one slide that listed the specifications of the new KTM versus all the various Royal Enfields. Many thought that this was odd given that Royal Enfields are so well-defined as a nostalgic brand that there’s almost no competition to them. People buying Enfields do not think of other brands and other brand prospects don’t consider Enfields either. As usual, the reality is far greyer.

This slide was presented during the 390 Duke’s launch press conference

The RD350 enthusiasts and the Enfield enthusiasts are both vocal communities in the Indian motorcycle internet space. But in both social groups there are two kinds of people.

There are, of course, the true loyalists. These people genuinely enjoy their associations with the brand at a profoundly personal level. They may be realistic enough to sense and accept, even celebrate, what the outside world might call flaws or problems. To them, the maintenance needs of their bikes, their spotty reliability or reputation for having almost no geniune or reasonably priced spares on the market and so forth aren’t barriers to ownership or love. These are parts of the relationship that require immense amounts of time and effort to overcome and make the relationship that much more intimate.

But there is also the other kind of social group member. The one’s who are currently in the cult but aren’t as hardcore as the true loyalists. I am not saying these people are traitors or referring to them in any degrading sense. They aren’t opportunistic, or traitors to the cause.

They are simply people who like something specific (for instance power) about motorcycles and are currently associating with a particular group because that particular motorcycle or brand offers them that specific thing. When something better comes along, they will move on. If the RD350 or the Enfield has left a deep enough impression, they’ll add the new motorcycle to their garage. If not, they’ll replace the old one with the new thing.

To return to that slide, Bajaj and KTM didn’t put up that slide because they think they can ‘recruit’ the whole Royal Enfield following. They are simply making a pragmatic point here.

You see, Royal Enfield enjoys the Indian automatic association of displacement with power. 350cc must be greater than 150cc and 500cc trumps all. This is further bolstered by the fact that our RTOs have traditionally filled in the cc figure in the power column on the registration documents. Even today, My 200 Duke registration card has the cubic capacity column filled in correctly but the power column is empty.

Whether you like it or not, there are more than a few less-informed motorcycle fans out there who think buying the Enfield 350 or 500 gives them the most powerful motorcycle possible. Unfortunately, while they do get a lot of good things from Royal Enfields, outright power has never really been one of those things.

By showing a 375cc motorcycle on the slide, Bajaj is reinforcing the idea that the Enfield 350 even in this twisted world isn’t the toast of the ‘power’ segment anymore. And to those who are better informed, the stark difference in the power, torque and weight columns between the Enfields and KTMs should mean a lot. More importantly, perhaps, Royal Enfield’s prospective customers have shown a few attributes that KTM finds extremely appealing.

First, REs are expensive and their buyers are naturally showing off both that they have the means and that they are willing to dispose their disposable incomes on motorcycles. Every premium segment product should target them as a natural consequence, KTM just happens to be the first direct shot at this bulls-eye.

Second, REs are leisure motorcycles that attract a more affluent, older crowd and off late their motorcycles have taken cognisance of this, I’m looking at you Classic. But this crowd is also the one who is currently stuck in epic wait queues. Royal Enfield is bringing to bear serious effort and investment to bear on cutting the waiting times and reaping the rewards of being able to supply product quicker.

I believe KTM thinks of the customers who really want only the power or performance and are unwilling to wait the low-hanging fruit which can be picked off easily. I further think that Bajaj is shrewd enough to suss out the fact that there will even be hardcore fans who’ve done the whole nostalgic thing long enough for them to be looking at other things. Looking for an upgrade. The 390 Duke is a very reasonable other thing/upgrade on every count.

Is it all doom and gloom for RE then? Oh no, India is way too vast a market for two manufacturers to not be able to survive more than comfortably in the long run. We have too many motorcyclists and currently, not enough choice. The 390 is a step in the right direction but it doesn’t substantially change that reality.

RE will find new legs and new customers when the Continental GT comes out. I believe the new frame and engine will prove to be an good combination. It won’t be a full-on modern motorcycle in nature or feel most likely but, then again, it doesn’t have to be.

The Continental GT will be the natural upgrade for Classic RE owners

If Royal Enfield can capture all the charm and grace of the olden days with a decent enough extra dash of performance and handling, the Continental GT will be a success. If it can bring Royal Enfield to the point — and I believe it will — where the new plant has to run to keep up with demand, it will be job done.

Don’t make the mistake of thinking this will be easy for Royal Enfield either. One of the hardest challenges for motorcycle engineering can often be legacy rather than metallurgy or cost. Royal Enfield knows this very well and the Continental GT is a startlingly different approach to product development for the company.

You can be sure that what RE will learn about quality, development, pricing and performance from the Continental GT will not be restricted to that one model either. The Chennai company is finally moving forward with significant momentum. The new plant is a huge step forward as is the Continental GT. And I see no reason why the momentum will dissipate.

I am convinced that a few Royal Enfield loyals will either add a KTM to their garage or switch out their old thumper to the 390. But substantially, the core fan base will not waver. And Royal Enfield, to their credit, is hard to work ensuring that these fans have something to upgrade to as well.

And that in a nutshell is what it is about. If you, as a motorcycle maker, want people to remain in your family, you must ensure I have something to upgrade to within your fold. Or else I’ll move on.

Source: http://overdrive.in

2013 KTM 390 Duke first ride

Can I lean it further? Is it safe to do this on a public road? Even one as empty as this? I’ll feel better if I look further ahead… But can I turn my head back and up any further? The questions pile up fast and heavy. Ahead, ride leader, Andreas of KTM R&D is an indistinct spec. Both of us are in the middle of a long, fast, sweeping hairpin (yes, the Austrians make these really fun hairpins that last forever in the mountains around Salzburg), heeled well over. The pace is up, the sun is warm, the bike is hot and we are out playing.
The questions are coming because the new Metzeler Sportec M5 tyres feel unfamiliar while the rest of the KTM 390 Duke feels familiar but different. Like an old buddy who grew up and matured all of a sudden.
When I hopped on at the hotel porch, I allowed the feel of the 390 to come to me. And my first impression was that this was a stiff feeling motorcycle. Very rigid, indeed. And in the first few meters of riding it became obvious that the first impression was correct. On the brakes, it seemed to dive less, on the gas it pitched up noticeably less, it felt less absorbent over manhole covers and generally felt like someone had taken a wrench and just tightened everything  more than a few notches.

2013 KTM 390 Duke

And now, two hours and some 150km in, I’m liking the stiffness and have gotten a hang of these tyres. R&D manager (street) Sebastian Sekira explained it to me later. “The chassis is identical to the 200 Duke.” As in the trellis frame, upside down front fork, radially mounted callipers, rotor sizes, rim and tyre sizes are all exactly the same as the smaller Duke. “But there are three critical differences. First, the bike you are riding is European-spec, which means the spring ratings and damping fluid spec is the same as what you will get in India but we use different shims in the suspension for a stiffer, sportier ride. In India, you will get a softer [damping] setup for your roads.”
This variation in suspension setup is true of the 200 Duke as well and a good thing for us. In hindsight, it dawns on me that if we had to ride a motorcycle this stiffly suspended on our roads, even the most hardcore of us would be annoyed by the jittery, harsh ride quality that would inevitably result.

2013 KTM 390 Duke wheel

“The second difference are the new Metzeler Sportec M5 tyres which will come to India as well.” Why? Is something wrong with the MRFs? “No, the MRFs are actually excellent. But when we decided to make the 390 Duke we realised it would be a premium product and that it would hit as much 160-170kmph flat out. So we specified these new Sportec M5 tyres for the bike. They are better overall than the MRFs by a small margin, but have significantly better wet weather performance.”
Despite near-zero snow/rain conditions through the two week media preview, our group were the lucky ones to enjoy fully sunny weather and had no chance to test wet grip. Or, thankfully, the warmth of our, ahem, winter gear.

2013 KTM 390 Duke

But this much was clear, the Sportec is a stiff tyre that takes a bit of getting used to in terms of reading feedback and interpreting it. But once you sync up, it has immense grip, both when upright and when leaned over to the edges.
The MRF is excellent and it has proved to be hard wearing too – we see 200 Dukes at OVERDRIVE’s track school all the time which are doing their fourth or fifth track weekend on the same tyres without significant degradation. We will see how the Sportec M5 holds up, but if the long sweepers are any indication, this tyre is going to be immense amounts of fun. And 200 owners should be able to buy them at KTM service centres and upgrade their bikes at will.
“Finally, we have ABS. This is the latest generation Bosch ABS, and will be standard.” And you can see the hardware on the bike. Each caliper has two cables running out of it — one braided hydraulic hose coated in black plastic and one that reports wheel speed data to the ABS ECU — and slotted discs mounted on the rotor carriers. KTM have given the bike a ‘secret’ ABS toggle switch (unmarked on bottom left of instruments) that will turn the ABS off at standstill should you want to.

2013 KTM 390 Duke chassis

The chassis, of course, is the easy bit to grasp. The engine is a more involved exercise. Sekira says the engine was originally set to be based on the 200’s unit, but as the design progressed, the two engines became more and more different. Now only the finger-followers in the valvetrain are identical to the 200 in the whole of the engine.
The 375cc engine is very, very oversquare featuring a wide 89mm bore and a short 69mm stroke, which means a whole new block. With due regard for the intended performance, the piston is now forged rather than cast like the 200. The block is Nikasil coated for high performance and longevity. It also removes the need for cylinder liners making the bore unit lighter and more compact.
Feeding this is a new fuel injection system (new ECU plus bigger throttle body) as well as an all-new engine head.  And at the bottom is a new crankshaft leading to an all-new gearbox.

2013 KTM 390 Duke meter dials

All the ratios are different to ensure all that power is used effectively. KTM have also added the one suggestion we had for the 200 from the off. Sixth gear is really tall and that allows the KTM 390 Duke to settle into a highway groove and munch miles. We believe the 200 Duke will also shortly receive this kind of a gearing change.
If you follow motorcycles with any interest whatsoever then you know the numbers already. The new engine weighs just 36kg, which gives the bike a dry weight of 139kg. As in this whole shebang weighs just 10-odd kg more than the 200 Duke. On the other hand, a 1:12.9 compression ration, bigger displacement etc allow the engine to make 44PS at 9500rpm as well as 35Nm at 7250rpm. Redline is 10,500rpm. I believe the technical term here is “Holy Cow!”
But allow me to tell you that the initial impression isn’t holy cow, it is more like, “Well, fast but not as wild as I expected.”

2013 KTM 390 Duke headlamp

First, there are now big single vibes at idle. Which are damped well enough by the bar-end dampers. But you will notice them as a rhythmic vibration in the bars. And at 3,000rpm they will disappear leaving you with a smooth, more authoritative sounding engine. When I came back and rode the 200 Duke my first impression was that someone had turned the bass and power on the bike off.
At 4,000rpm, you can already feel the extra urgency of the bigger motor and by 5,000rpm the sound deepens and the engine is properly beginning to pull. The thrust keeps increasing all the way to about 10,000rpm, allowing you 500rpm more headroom before you must shift up. The way the bike arrives at 130-140kmph says that in India, this will be a fearsome thing to ride.
We saw about 155kmph on the deserted mountain roads and official top speed is 160kmph. Sekira points out that this speed arrives in sixth but before redline. The motor (with this gearing) simply cannot cut through the air beyond that speed. In other words, if you are light or exceptionally aerodynamic, there is more speed to come. Indeed, the slim Sekira himself claims to have seen 170kmph on the speedo.
Now to the “not as wild as you expected” bit. The 390 Duke has changed in nature from the frenetic 200. Each gear, for example, lasts a while and you aren’t changing up and down the box in the staccato fashion a la 200. Sixth is a great highway gear – 100kmph is just 5000rpm and 120 is only 6500rpm. And even in sixth, passing Austrian cars going 130-ish on the highway usually needs only more gas and only occasionally a downshift.

Shumi does a burnout, which is pretty easy on the 390

And that is what I missed in what is otherwise a deeply impressive motorcycle. I personally loved the frantic nature of the 200 and I am waiting to ride the Indian spec in India to see if I like the grown-up nature of the power delivery of the 390 in our environment or not. That is the only remaining question for me. Because the rest of it is obvious.
That a motorcycle this quick, this light, this responsive, with this kind of alert handling is likely to be priced at Rs 2.2-2.5 lakh is a no brainer for any serious motorcyclist. And Bajaj should confirm the final price and delivery schedule in the first week of June is our estimate.
Visually it does look like the 200, only flashier, but the rest of the package is extremely persuasive. It should also have enough power and capability to keep up with much larger machines on your favourite mountain road and absolutely blitz anything short of a well-ridden sportsbike at the racetrack.
Then again, the RC390 comes out next year…
Source: http://overdrive.in

2013 KTM 690 DUKE: THE ESSENCE OF MOTORCYCLING

              Back then, KTM revived the pure, unadulterated single-cylinder motorcycle in the form of the "original" Duke. Judging by the latest 690 Duke that stands before us today, much has been gained: smoothness, room for a pillion passenger, long-distance ability. But what it has never lost is its intensive and elemental ride dynamics. The most cutting-edge series production single-cylinder of our times and a precision chassis with a wealth of outstanding components turn every trip on the 690 Duke into an incomparable and unforgettable riding experience.

HIGHLIGHTS:

1.STRAPPING, YET REFINED SINGLE-CYLINDER

ENGINE 

The new Duke is equipped with the latest version of the legendary LC4: A whole 690 cm³ of displacement, twin ignition featuring plug-selective mapping for the best and most effective combustion, plus extended service intervals of 10,000 km and even lower fuel consumption – never has it been as elegant, cultivated, sporty and effective to be powered by one cylinder. And never has the need for more cylinders been more questionable. 50 kW (68 PS) provide, thanks also to drive-by-wire, extremely powerful and free-revving thrust at all engine speeds, hence making light work of the equally lightweight 690 Duke. It has adopted such well-known standard production goodies such as active engine casing ventilation and the anti-hopping clutch that effectively prevents rear wheel chatter when down-shifting hard.

 

BALANCER SHAFT 

The finely balanced crank drive of the 690 single-cylinder converts terrific combustion pressure into unrivalled single-power - thanks to its balancer shaft, which eliminates vibration even better than ever without having any detrimental effect on the life of the super-single.

INJECTION / ENGINE MANAGEMENT / DRIVE-BY-WIRE

The electronic engine management system always gets optimum performance out of the ingenious LC4 engine. More advanced technology than ever is taken advantage of in 2012 for this purpose: Twin ignition with individual mapping for each spark plug ensures that the mixture is always burned effectively, irrespective of load and engine speed. And then genuine drive-by-wire, in other words electronically controlled throttle valve actuation without any mechanical linkage. So that the electronics always apply the power as perfectly and therefore smoothly as possible, above all on transition from throttle closed to throttle open. How good does that feel? Simply indescribable. So check it out!

2. POLISHED RIDE DYNAMICS 

CENTRALISATION OF MASSES

The Duke not only impresses with low weight and perfect chassis geometry; the centralisation of masses - for example, by positioning the brushed stainless steel pre-silencer under the engine - also contributes to its playful handling and razor-sharp precision.

ABS

The disconnectable dual-circuit ABS system with 9M+ modulator tuned in cooperation with Bosch offers total protection against over-braking, while maintaining the full effect and perfect feedback of a genuine sports brake thanks to very fine sensors. Weighing no more than one kilogramme, the ABS system therefore allows extremely sporty braking. And prevents nose-overs actively and effectively.

 

3. DYNAMIC CORNERING FUN 

FRAME AND SWINGARM

Lightweight components in a large, lightweight entirety: The 9 kg lightweight tubular space frame made from chrome-molybdenum steel and the 4 kg lightweight, high-quality, pin-jointed, die-cast swingarm impress with extreme levels of torsional stiffness, providing the less than 150 kg 690 Duke with excellent tracking stability.

 

SUSPENSION COMPONENTS

Well-equipped for every situation: The WP upside-down fork on the Duke with a 43 mm upright tube diameter and the pivot-arm articulated WP pressurised-gas monoshock excel with perfect tuning and an unbelievably broad spectrum of use for all demands, from relaxed cruising to racing around closed circuits.

NEW RIMS IN THE KTM DESIGN

New rims may not appear to be such an innovation at first sight nowadays. What new rims mean for a manufacturer perhaps becomes rather clearer measured against the present-day degree of perfection of practically all the parts of a motorbike: But major improvements don't just take a couple of minutes these days. KTM has nevertheless allowed the best technicians to play around with very clever computation software until an extremely lightweight, aesthetically elegant but still very stable and durable set of rims emerged from the casting die. Slightly lighter, but far less rotationally inert because the weight was saved predominantly at the rim ring. The result? Faster acceleration, shorter braking distance, quicker changes of direction – simply a faster motorbike. Cool, don't you think?

BRAKES

The Duke's extremely powerful and easily applied Brembo® brakes impress with outstanding controllability. At the front wheel, a radially-mounted, four-piston, fixed brake calliper bites onto a floating, 320 mm brake disc.

ABS

The disconnectable dual-circuit ABS system with 9M+ modulator tuned in cooperation with Bosch offers total protection against over-braking, while maintaining the full effect and perfect feedback of a genuine sports brake thanks to very fine sensors. Weighing no more than one kilogramme, the ABS system therefore allows extremely sporty braking. And prevents nose-overs actively and effectively.

ERGONOMICS

The new 690 Duke inherits many of the benefits of its predecessor: for example, the low weight of less than 150 kg, the first-class handling and the outstanding brakes. Particularly pleasant is the place of work on the two-piece seat: Comfortable while still being set up for all dynamic riding situations, because the gathered sitting position and freedom of movement behind the ideally angled, wide aluminium handlebar provide perfect support for controlling the bike.

 

 

4. LOW FUEL CONSUMPTION

 INJECTION / ENGINE MANAGEMENT / DRIVE-BY-WIRE

Thanks to the mechanical and electrical refinements, the new 690 Duke uses even less fuel than ever. Even though the last Duke had already won international consumption comparison test rides with ease. Duke riding will therefore be even more economical and environmentally friendly, while remaining unashamedly fleet-footed, sporty and dynamic.

 

5.NEW LICENCE CATEGORIES FOR EUROPE 

GREATER RIDING PLEASURE AND MORE SAFETY – WHICH MODELS ARE A1 & A2 CAPABLE.

New licence regulations came in to force in January 2013 and there have been some incorrect reports over which models fit into which of the new licence categories. The new rules include a maximum power to weight ratio for the A2 licence. Contrary to most of the overweight competitor models, KTM motorcycles are designed to be as dynamic and lightweight as possible to guarantee maximum riding pleasure and increased safety at the same time. This does mean they can exceed the power to weight ratio, however by fitting a difference performance map they can easily be made suitable for the new licence rules and you still benefit from advantage of riding a lightweight motorcycle.
Holders of an A1 licence can ride:
• 125 Duke
Holders of an A2 licence can ride:
• 200 Duke
• 390 Duke*
• 690 Duke*
• 690 Duke R*
• 690 SMC R*
• 690 Enduro R*
* With alternative performance map fitted.

 

TECHNICAL DETAILS 

ENGINE

Design	Single-cylinder, 4-stroke, spark-ignition engine, liquid-cooled
Displacement	690 cm³
Bore	102 mm
Stroke	84.5 mm
Performance	50 kW (67 hp)
Starting aid	Electric starter, automatic decompressor
Transmission	6-speed, claw shifted
Engine lubrication	Semi-dry-sump lubrication with 2 rotor pumps
Primary gear ratio	36:79
Secondary gear ratio	16:40
Cooling system	Liquid cooling system, continuous circulation of cooling liquid with water pump
Clutch	APTC™ Anti-hopping‑clutch / hydraulically operated
Ignition system	Contactless, controlled, fully electronic ignition system with digital ignition timing adjustment

 CHASSIS

Frame	Tubular space frame made from chrome molybdenum steel, powder-coated
Fork	WP Suspension Up Side Down
Shock absorber	WP Suspension with Pro‑Lever linkage
Suspension travel front	135 mm
Suspension travel rear	135 mm
Brake system front	Disc brake with radially mounted four-piston brake caliper; floating brake disc
Brake system rear	Disc brake with single-piston brake caliper, floating
Brake discs - diameter front	320 mm
Brake discs - diameter rear	240 mm
Chain	5/8 x 1/4” (520) X‑Ring
Steering head angle	63.5°
Wheel base	1,466±15 mm
Ground clearance (unloaded)	192 mm
Seat height (unloaded)	835 mm
Total fuel tank capacity approx.	14 l Unleaded premium fuel (95 RON)
Weight without fuel approx.	149.5 kg

 

Source: http://www.ktm.com