MARUTI SUZUKI ERTIGA 2.0

MARUTI SUZUKI ERTIGA 2.0

The compact seven-seater scene continues to be a hotly-contested segment it seems. From tiny crossovers, to sleek MPVs, automakers are cashing in on this booming segment. Suzuki's answer to this conundrum? The all-new 2018 Suzuki Ertiga.

Officially making its world debut at the 2018 Indonesia International Motor Show (IIMS), the new Ertiga bears a new face, along with new and updated technologies. With it, Suzuki is determined to keep a foothold on this segment that is populated by such competitors like the Honda BRV and Mahindra Marrazzo

Much like the new-generation Swift (from which it is based on), the 2018 Ertiga ditches its rounded curves for a more angular, more up market appearance. No longer does the MPV resemble the hatchback as Suzuki gave this all-new model a unique face.

Lets take a look at the history and sales statistics of Maruti Suzuki Ertiga in the Indian market.

The Ertiga is a 7 Seater mini MPV developed by Suzuki.It is build on the Swift Platform.

Ertiga got the distinction of having the first monocoque MPV of India.The Ertiga is based upon the R-III(R3) concept showcased by Maruti Suzuki in 2010 Indian Automobile Expo.The Ertiga name is derrived from the Indonasian word R-Tiga where the R stands for Rows and Tiga meaning three.Thus Ertiga means MPV with 3 rows.

R III concept

First Generation (2012-2018)

The Ertiga was launched in India on 12 April 2012 and created a new segment.Ertiga was below Toyota Innova .Maruti Suzuki proclaimed Ertiga as the first LUV(Life Utility Vehicle).

The Ertiga was offered with K15B petrol engine and Fiat’s 1.3 multijet engine.In June 2013,Maruti Suzuki offered Ertiga with a  CNG variant .The Ertiga ruled the segment with no real competitor in the Indian market.Honda tried various mlodels like Mobilio and BR-V .Cheverlet introduced Enjoy but they were unable to take any share and Maruti Suzuki maintained its monopoly in the segment.

Second generation(2018-)

The second generation Ertiga is already launched in various Asean markets.It is going to get launched in the Indian market in few weeks.The second generation model is revolutionary and has given Ertiga a distinct looks.

Sweeping projector headlights along with a bigger, more distinct chrome grill, dominate the front fascia of the new MPV. Also bearing noticeable revisions are the front bumper, foglights and foglight bezels. Newly-designed 15-inch alloy wheels, as well as eye-catching L-shaped taillights, are also seen on the all-new Ertiga.

In terms of exterior dimensions, the 2018 Ertiga measures 4395mm long, 1735mm wide, 1690mm tall and has a 2740mm wheelbase. Compared to the outgoing model, the all-new model is 130mm longer, 40mm wider, and 5mm taller. Wheelbase remains the same as before, however.

To further distinguish itself from the Swift, Suzuki gave the new Ertiga its own dashboard and cabin design. High-end models will come with a free-floating touchscreen infotainment system along with heaps of faux wood trim on the dashboard, center console, flat-bottomed steering wheel and door panels. Like the current offering, the 2018 Ertiga continues to come with a pre-dominantly beige interior which has become one of its well-known features.

Other features present inside the Ertiga include a four-speaker sound system, tilt-adjustable steering rack, seat height adjuster for the driver, refreshed instrument cluster design and three 12V power outlets. Like the current generation model, the second row seat can be split folded 60:40 while the third row can be folded 50:50.

Under the hood is a new 1.5-liter four-cylinder engine dubbed the K15B. It displaces 1462cc and benefits from variable valve timing (VVT) and multi-point injection (MPI). The result is 105 PS at 6000 rpm along with 138 Nm of torque at 4400 rpm. Despite being based off the new-generation Swift, the 2018 Ertiga is only available with either a four-speed automatic or a five-speed manual gearbox.

As it sits on the same platform as the Swift called 'Heartect', Suzuki claimed the 2018 Ertiga is more rigid and lighter than before. Plus, the MPV will deliver better cornering, stopping and overall driving performance.

Additional features and amenities available in the 2018 Ertiga include the following: power-folding side mirrors, rear parking sensors, keyless smart entry with engine start-stop button, electronic stability program (ESP), anti-lock brakes (ABS) with electronic brakeforce distribution (EBD), ISOFIX child seat anchors and dual SRS airbags.

Sweeping projector headlights along with a bigger, more distinct chrome grill, dominate the front fascia of the new MPV. Also bearing noticeable revisions are the front bumper, foglights and foglight bezels. Newly-designed 15-inch alloy wheels, as well as eye-catching L-shaped taillights, are also seen on the all-new Ertiga.

In terms of exterior dimensions, the 2018 Ertiga measures 4395mm long, 1735mm wide, 1690mm tall and has a 2740mm wheelbase. Compared to the outgoing model, the all-new model is 130mm longer, 40mm wider, and 5mm taller. Wheelbase remains the same as before, however.

To further distinguish itself from the Swift, Suzuki gave the new Ertiga its own dashboard and cabin design. High-end models will come with a free-floating touchscreen infotainment system along with heaps of faux wood trim on the dashboard, center console, flat-bottomed steering wheel and door panels. Like the current offering, the 2018 Ertiga continues to come with a pre-dominantly beige interior which has become one of its well-known features.

Other features present inside the Ertiga include a four-speaker sound system, tilt-adjustable steering rack, seat height adjuster for the driver, refreshed instrument cluster design and three 12V power outlets. Like the current generation model, the second row seat can be split folded 60:40 while the third row can be folded 50:50.

 The boot space is also said to be improved.
Sources :globalsuzuki,com,Wikipedia and marutisuzuki,com

(This article is written by  Gourav Saksham, a dentist by profession and a Petrohead by passion. You can connect with him at gouravsaksham@gmail.com)

HOW SEAT-BELT WORKS ?

HOW SEAT BELT WORKS?

The basic idea of a seatbelt is very simple: It keeps you from flying through the windshield or hurdling toward the dashboard when your car comes to an abrupt stop. But why would this happen in the first place? In short, because of inertia.

If a car is speeding along at 50 miles per hour, inertia wants to keep it going 50 mph in one direction. Air resistance and friction with the road are constantly slowing it down, but the engine's power compensates for this energy loss.

Anything that is in the car, including the driver and passengers, has its own inertia, which is separate from the car's inertia. The car accelerates riders to its speed. Imagine that you're coasting at a steady 50 miles per hour. Your speed and the car's speed are pretty much equal, so you feel like you and the car are moving as a single unit.

But if the car were to crash into a telephone pole, it would be obvious that your inertia and the car's were absolutely independent. The force of the pole would bring the car to an abrupt stop, but your speed would remain the same. Without a seatbelt, you would either slam into the steering wheel at 50 miles per hour or go flying through the windshield at 50 miles per hour. Just as the pole slowed the car down, the dashboard, windshield or the road would slow you down by exerting a tremendous amount of force.

It is a given that no matter what happens in a crash, something would have to exert force on you to slow you down. But depending on where and how the force is applied, you might be killed instantly or you might walk away from the damage unscathed.

If you hit the windshield with your head, the stopping power is concentrated on one of the most vulnerable parts of your body. It also stops you very quickly, since the glass is a hard surface. This can easily kill or severely injure a person.

A seatbelt applies the stopping force to more durable parts of the body over a longer period of time. In the next section, we'll see how this reduces the chances of major injury.

A typical seatbelt consists of a lap belt, which rests over your pelvis, and a shoulder belt, which extends across your chest. The two belt sections are tightly secured to the frame of the car in order to hold passengers in their seats.

When the belt is worn correctly, it will apply most of the stopping force to the rib cage and the pelvis, which are relatively sturdy parts of the body. Since the belts extend across a wide section of your body, the force isn't concentrated in a small area, so it can't do as much damage. Additionally, the seatbelt webbing is made of more flexible material than the dashboard or windshield. It stretches a little bit, which means the stop isn't quite so abrupt. The seatbelt shouldn't give more than a little, however, or you might bang into the steering wheel or side window. Safe seat belts will only let you shift forward  slightly.

A car's crumple zones do the real work of softening the blow. Crumple zones are areas in the front and rear of a car that collapse relatively easily. Instead of the entire car coming to an abrupt stop when it hits an obstacle, it absorbs some of the impact force by flattening, like an empty soda can. The car's cabin is much sturdier, so it does not crumple around the passengers. It continues moving briefly, crushing the front of the car against the obstacle. Of course, crumple zones will only protect you if you move with the cab of the car -- that is, ifyou are secured to the seat by your seat belt.

In a typical seat belt system, the belt webbing is connected to a retractor mechanism. The central element in the re tractor is a spool, which is attached to one end of the webbing. Inside the re tractor, a spring applies a rotation force, or torque, to the spool. This works to rotate the spool so it winds up any loose webbing.

 

When you pull the webbing out, the spool rotates counter-clockwise, which turns the attached spring in the same direction. Effectively, the rotating spool works to untwist the spring. The spring wants to return to its original shape, so it resists this twisting motion. If you release the webbing, the spring will tighten up, rotating the spool clockwise until there is no more slack in the belt.

The retractor has a locking mechanism that stops the spool from rotating when the car is involved in a collision. There are two sorts of locking systems in common use today:

systems triggered by the car's movement

systems triggered by the belt's movement

The first sort of system locks the spool when the car rapidly decelerates (when it hits something, for example). The diagram below shows the simplest version of this design.

The central operating element in this mechanism is a weighted pendulum. When the car comes to a sudden stop, the inertia causes the pendulum to swing forward. The pawl on the other end of the pendulum catches hold of a toothed ratchet gear attached to the spool. With the pawl gripping one of its teeth, the gearcan't rotate counter-clockwise, and neither can the connected spool. When the webbing loosens again after the crash, the gear rotates clockwise and the pawl disengages.

The second kind of system locks the spool when something jerks the belt webbing. The activating force in most designs is the speed of the spool rotation. The diagram shows a common configuration.

The central operating element in this design is a centrifugal clutch -- a weighted pivoting lever mounted to the rotating spool. When the spool spins slowly, the lever doesn't pivot at all. A spring keeps it in position. But when something yanks the webbing, spinning the spool more quickly, centrifugal force drives the weighted end of the lever outward.

The extended lever pushes a cam piece mounted to the re-tractor housing. The cam is connected to a pivoting pawl by a sliding pin. As the cam shifts to the left, the pin moves along a groove in the pawl. This pulls the pawl into the spinning ratchet gear attached to the spool. The pawl locks into the gear's teeth, preventing counter-clockwise rotation.

The Rebirth of Santro

SANTRO REBORN

 

Hyundai will have the media preview of its new car AH2(codenamed) on 4^th October .The company recently launched  the Hyundai namkaran  contest for its car. As per the reports Santro has emerged the most popular suffix.

The 2018 Santro will be based upon old Hyundai i10 HA platform. The new car will sit between Hyundai Eon and Hyundai Grand i10.The Santro will be the company’s first product to feature an Automated Manual Transmission(AMT).Hyundai will market it as ‘Smart Auto'. The 2019 Hyundai AH2 will rival the likes of Renault Kwid,Maruti Celerio and the Tata Tiago.The Santro nameplate was really the gamechanger for Hyundai and it helped Hyundai to establish its foothold in India.

Lets have a look at the brief history and sales statistics of Hyundai Santro.

History

The Santro (also known as Atos and Amica) was the city car produced by Hyndai.The original Santro was introduced in the year 1997.Hyundai called it as ‘the sunshine car’.

Hyundai  Santro is sold under different names in various regions

Hyundai Amica –United Kingdom

Dodge Atos –Mexico

Kia Visto- Indonesia and South Korea

Inokom Atos –Malaysia

Electric Version :-

Hyundai also unveiled an electric car based on the santro ,the  Atos EV.The car has the range of 193 km and can reach a top speed of 130 km/h

In Indian market Hyundai Santro was launched in the year 1998.It was produced at Hyundai’s plant in Chennai. Santro crossed around 100000 unit sales in 2000.It was selling around 30000 a year when Hyundai decided to stop its production in 2014.

The first gen Hyundai Santro was powered by 1.0 Epsilon 4 clyimder engine producing 61 bhp and 110Nm of torque

Hyundai Santro 1998

The Santro  got a mid life facelift in 1999 and was called Santro Zipdrive.

Hyundai Santro Zipdrive

In 2003 the car underwent a complete facelift and was named  Santro Xing. The Santro Xing was powered by 1.1 l Epsilon 4 cylinder engine producing 65 bhp and 98Nm of torque.This model had a dream run for its full lifecycle until 2014 without any significant changes.

Finally Hyundai stopped its production inorder to accommodate newer models like Elite i20 in the assembly line.

Hyundai Santro Xing

Sales statistics of Hyundai Santro in India

Sources:Hyundai India ,Wikipedia and IndianAutosBlog

(This article is written by  Gourav Saksham, a dentist by profession and a Petrohead by passion. You can connect with him at gouravsaksham@gmail.com)

THE EVOLUTION OF HONDA CRV

THE EVOLUTION OF HONDA CRV

The Honda  CR-V is a compact crossover manufactured by Honda  since 1995 and introduced in the North American market in 1997.CR-V was build on the Honda Civic Platform with a SUV body design,

CR-V stands for Compact Runabout Vehicle while the term Compact Recreational Vehicle is used in a British car review article that was republished by Honda.

In India the car that brought  the crossover to the mainstream is perhaps the Honda CR-V.The latest generation of the car will be launched in India around Diwali
Lets have a look at the evolution of the Honda CR-V and its sales statistics .

Before the CR-V

In the 80's, Honda had toyed with the idea of a light off-road vehicle. Called the Honda Civic Shuttle 4WD, it was essentially a Civic with slightly raised ride height, larger mudflaps and, more importantly, a four-wheel drive system. Its four-wheel drive mechanism was a particular novelty. At the time, most 4WD mechanisms were mechanical which needed a lever to engage the said mode. In the Civic Shuttle 4WD, a simple flick of the switch engages the rear wheels and, later in its life, even gained a low-range transmission.

By the late 80's, Honda introduced the second-generation Civic Shuttle 4WD. Also known as the Beagle, it followed the formula of its predecessor. Higher ground clearance, all-wheel drive and even underchassis skid plates were part of the package. Honda probably knew they were on to something at the time and set the precedent for one of Honda's most successful models of all time.

With the experience gained from building the Civic Shuttle 4WD, Honda went on to develop their first, built from the ground-up SUV. With its design finalized in 1993, the production model made its debut in Japan in 1995, a few months ahead of the car it was based on, the sixth-generation Civic (EK). From its looks alone, this was no raised Civic wagon.

For starters, it came with a more advanced Realtime All-wheel drive system which meant there was no longer the need for a switch to send power to the rear wheels. Being based on the Civic, the CR-V got the suspension goodies from it as well. It had double wishbone suspension on all four corners, giving the first-generation CR-V a bit of dynamic flair. With a 2.0-liter engine under the hood, it initially had 126 PS but later gained 21 more horsepower for a total of 147 PS.

First Generation (1995-2001, RD1-RD3)

With the experience gained from building the Civic Shuttle 4WD, Honda went on to develop their first, built from the ground-up SUV. With its design finalized in 1993, the production model made its debut in Japan in 1995, a few months ahead of the car it was based on, the sixth-generation Civic (EK). From its looks alone, this was no raised Civic wagon.

For starters, it came with a more advanced Realtime All-wheel drive system which meant there was no longer the need for a switch to send power to the rear wheels. Being based on the Civic, the CR-V got the suspension goodies from it as well. It had double wishbone suspension on all four corners, giving the first-generation CR-V a bit of dynamic flair. With a 2.0-liter engine under the hood, it initially had 126 PS but later gained 21 more horsepower for a total of 147 PS.

This generation of CR-V was built in various plants in
Swindon, United Kingdom (HUKM)
Sayama, Japan
Hsinchu, Taiwan
Santa Rosa, Laguna, Philippines (Honda Santa Rosa, Laguna Plant)
Ayutthaya, Thailand (Honda Ayutthaya Plant)
Karawang, Indonesia (Honda Karawang Plant)

. It practically opened the floodgates for 'Mini-SUVs' and further broadened the appeal of the Honda brand . Also, who could forget the built-in table which also served as the cargo area's floor?

Second Generation (2001-2006, RD4-RD9)

The new millennium saw an all-new Civic and, with that, an all-new CR-V. The second-generation model saw several significant updates and upgrades to the CR-V range. For its second iteration, the CR-V received an all-new engine in the form of the K20 series. The new engine packed i-VTEC, bringing variable valve timing to the CR-V for the first time. Also, the second-generation CR-V lost the impressive (but expensive to produce) double wishbone front suspension and in its place were a pair of struts.

The body also grew significantly from the first generation, giving it more room inside. Honda even kept the novel picnic table from the previous model.

When the facelift model was launched, it saw the return of the all-wheel drive variant but this time, it had more power to boot. All-wheel drive CR-Vs now came with a larger 2.4-liter i-VTEC engine with 160 PS and 220 Nm of torque. Over in Europe however, the CR-V received Honda's first-ever in-house diesel engine: the i-CDTi. The 2.2-liter mill produced 150 PS and 350 Nm of torque, making it the most potent CR-V at the time

Third Generation (2006-2012, RE3-RE7)

By its third generation, Honda gave the CR-V a revolutionary redesign. Gone was the mini-SUV look of the past two models and in its place was a much larger, longer and rounder body. The side-opening rear door had been replaced by a more conventional upwards raising tailgate and the spare tire was moved to inside the car. Of course, the changes go beyond there.

The interior was comparably more upscale than before, bringing the CR-V upmarket. At the same time, this era of CR-V brought in more safety tech and equipment. It became the first CR-V to offer stability control, as well as a host of airbags from front to rear. With portable MP3 players becoming more popular, the third-generation CR-V also came with handy auxiliary ports. This was the CR-V for the iPod generation.

Aside from more tech, the engine range got significant upgrades. The 2.0-liter engine now uses the R20 block, making it run cleaner than the model it replaced. As for the 2.4-liter engine, it got a healthy boost and made 170 PS and 218 Nm of torque. 

Fourth Generation (2012-2017, RM1-RM4)

The global economic crisis hit a lot of automakers hard and Honda was not spared. Despite that, the Japanese automaker persevered and came up with the fourth-generation CR-V. Whereas the the third-generation was a radical step, this particular model was more conservative. Still, it didn't stop Honda from trying to keep the CR-V bang up to date.

It had an upgraded infotainment system and, along with that, a more informative driver information display to keep track of vehicle status. It also carried over the comprehensive safety suite from the previous model, making the CR-V one of the safest cars on the road. With the crossover segment becoming even more competitive, Honda made the rear quarters even bigger, giving it more room than its already spacious predecessor.

As for the engines, they were carried over from the old model meaning it was the 2.0-liter and 2.4-liter with the same power outputs. Over in other markets, they got a new turbodiesel in the form of the new i-DTEC engine. However, it won't be long until we get this long-awaited engine.

Fifth Generation (2017-present,)

With the critical acclaim of the tenth-generation Civic, it's safe to say that Honda pulled out all the stops with the fifth-generation CR-V. While the exterior is evolutionary, it's quite the revolution under the hood. Over a decade since the first diesel CR-V set foot in Europe, the  Asians finally gets the i-DTEC engine.In India this motor will debut next month having 120 bhp power and 300Nm torque.

Along with that engine, the all-new CR-V presents a series of firsts for the local market. The diesel-powered fifth-generation CR-V benefits from a nine-speed automatic transmission, replacing the old five-speed units which have served local-spec variants for ten years. That said, Honda did not ignore those who still prefer gas engines. The 2.0-liter engine now benefits from Earth Dreams tech and it's now mated to a continuously variable transmission, a first for Asean-spec CR-Vs.

It's also packed with a lot of safety tech too with  Electronic Parking Brake with Auto Brake Hold, Agile Handling Assist, Driver Attention Monitor, Vehicle Stability Assist, Hill Start Assist, Anti-Lock Braking System with Electronic Brake Distribution, Emergency Stop Signal, Multi-View Reverse Camera with Dynamic Guidelines, and a Low Tire Pressure Warning. A stark contrast to the first-generation model which didn't even have Anti-lock brakes.

It's been 22 years since Honda first showed the CR-V to the world and it's quite a big lead since then. Who would have though that a CR-V would be packing features unimaginable from when it was first launched. The CR-V has also done a lot for the brand in those years, namely being the the car that would expand Honda's crossover lineup both here and abroad.

The BR-V, HR-V, and even the Pilot can credit their existence to the original CR-V. Without it, Honda would have likely been left behind in the crossover market. As a die hard Honda fan, I could say that Honda's original crossover has become a car for all classes. 

Even as Honda's crossover range keeps growing, the CR-V is still the name that first comes to mind when someone says 'Honda SUV'. Needless to say, it has become part of the local motoring landscape.

THE RISE AND RISE OF APACHE

THE RISE AND RISE OF APACHE


TVS DRAKEN CONCEPT

Way back in 2006 the Indian bike market was flooded with Bajaj Pulsar.Bajaj Pulsar has taken the country by strome and had almost killed the erstwhile Hero Honda CBZ.All the streets were flooded with Bajaj Pulsar.

Almost all the manufacturers attempted to challenge the mighty Pulsars but it was too strong to get beaten especially in the sales performances launched the Apache and till date Apache brand has proven to be a worthy competitor to the Bajaj Pulsar.Lets look at the evolutionary performance of TVS Apache all these years.

1.TVS Apache 150(2006):

The first generation TVS Apache was lauched in the year 2006.Its engine was based upon TVS Fiero 150.It was TVS's flagship model at that time.

The Apache name has many iterations :

Apache =Red Indian Tribe in North America

Apache =A linux based web server
Apache =American Attack Helicopter

TVS Apache 150

As far as the specifications are concerned the first generation TVS Apache 150 had the best power and torque  figures . The Apache 150 produced 13.5 bhp of power and 12.8 Nm of torque.The bike has the various first in class technologies like Inductive Discharge Ignition and Intake Exhaust Resonator.
The bike has a shorter wheelbase and tight turning radius.The Apache 150 was the most flickable bike around.

2.TVS Apache RTR 160(2006):
The RTR acronym stands for the Racing Throttle Response.The TVS Apache RTR  160 was really an upgrade from the previous generation TVS Apache 150.
It has an increase in wheelbase,the swingarm length was also extended.Moreover regular flat handlebars were replaced with clip on handlebars.The bike has rearset footpegs and digital console firstly debut on first TVS bike.The Roto Petal Disc was the first in  any Indian bike on sale.
The Apache RTR covered all the shortcomings of the previous generation Apache.TVS lateron launched the rear disc brake version and fuel injected version of the RTR 160.

TVS APACHE RTR 160

3.TVS Apache RTR 180(2009):
TVS launched the RTR 180 bike in the September 2009.TVS has increased the wheelbase of the RTR 180 along with the wider 110 section rear tyre .The fresh set of racy decals and a rich gold finish for the brake calipers and the front and the rear suspension give RTR 180 a very distinctive look.
Lateron the ABS version of the RTR 180 was launched making it the only Indian bike to support this feature.The RTR has even lap meter and top speed indicator.


4.TVS Apache 200  RTR 4V(2017):
After launching various variants of RTR ,TVS has become the epitome of racing performance .
TVS has successfully draw a line between the mill commuters and the enthusiast focused motorcycles.The RTR 200 has the proper streetfighter looks,thanks to the design taken from the Draken concept.
The RTR 200 has a departure from the conventional bikini faring.The RTR 200 has one of the most comprehensive instrument clusters.The console has a speedometer,tachometer,odometer,gear position indicator,clock ,topspeed indicator,accelration and lap timers.
The RTR 200 is the first TVS bike to support a monoshock which was supplied by Kayaba.
The RTR 200 is available with a variety of options like the ABS version and a fuel injected version .It is the only bike in the segment to support pirelli tyres.
Recently TVS has launched the updated version of the RTR 200 as TVS RTR 2.0 .It is the first bike in the segment to support slipper clutch.

TVS APACHE RTR 200 4V

5.TVS Apache RR310(2017):
The TVS Apache RR310 is the latest flagship from TVS motors.It was made in collaboration with the BMW Motorrad and it was launched in India on December 6 2017.
Although the RR310 's engine is from BMW motorrad's BMW G310R platform,the Apache is designed entirely by TVS's team in Hosur.The Apache RR310 is TVS 's first fully faired motorcycle.
The RR310 is the first Indian bike to support upside down forks after the erstwhile Hyosing Comet.

TVS Apache 310 RR

6.TVS Apache RTR 160 4V(2018):
TVS has recently launched RTR 160 4V. It is certainly on the roll.TVS has launched an all new RTR 160 after 10 years of launching the first  bike from the RTR series.
The RTR 160 is based on the bigger sibling RTR 200 4V .The RTR 160 has a single seat and single piece handle unlike RTR 200 which has split seats and clip on handlebars.

TVS Apache RTR160 4V

The RTR 160 has two versions ,a carburatted and a fuel injected one.
The engine is all new derrived from TVS 165 cc race bike that is a national champion bike.
With the power of 16.5 PS and torque of 14.8 Nm TVS RTR 160 has got best in class power to weight ratio.
TVS Apache RTR 160 4V's suspension setup is provided by KYB at the rear and Showa at the front.

With all these launches over the years TVS has proved to be the only manufacturer filling the needs of all the performance enthusiasts in the country .The TVS bikes are forgiving in nature well suited for our environment . Over these 12 long years TVS has carried on the performance quotient to the next level.Performance is never affordable without the RTR series.

Girls in Indian Motosports

Girls in Indian Motorsports

It is quite an honour to publish this post.Indian girls have really broken the shackles to turnaround the  stereotype approach of the society .Girls like Mira Erda,Sneha Sharma ,Neharika Yadav and Alisha  have broken many records and have proved a benchmark for current generation.Lets have a look at some of the next gen power girls.

Mira Erda

Mira Erda was born and brought up in Gujarat.She started Karting at the age of 8 on a track build by her father.She became an active racer at the tender age of 9 and was the youngest girl in the Indian Motorsport circuit at the national level.She was competing in the LBG formula 4 till last year.She even defeated stronger and bigger boys by winning the rookie champion of the year during the FMSCI awards.

Mira has already participated in about 75 races both at the national and interntional level.She is going to race for JK Euro which features the BMWFB02 thus becoming one of the youngest Indian drivers to race at this level.

But her journey was not that easy.The trainer during her karting days was not at all supportive

It was all due to the efforts and the investment of her dad which encouraged her to choose motosports as a career.

Dr.Neharika Yadav

In a sport dominated by men Dr Neharika is the only super bike racer in the country.She balances her twin pursuits of dentistry and being the fastest women on bike.

Her journey from books to track was very challenging.She hadan accident while persuing dentistry and and she lost movement on her right hand.

She had to consult various experts for rectifying her right hand .finally a surgeon from USA ensured her for  50 percent movement.

After her surgery she was determined to follow both her profession and her passion.Years of determined practice and the guidance of senior and pro fellow riders nurtured the bike racer in her.

Dr Neharika started her biking journey with Honda CBR 250 and then shifted to KTM 390RC.

Finally she got the taste of Ducati 899 Penigale.She has already completed 2000 kilometres of superbiking at the Buddh International circuit.

She truly deserved the destiny-Fastest Superbiker Lady in the Country.

Sneha Sharma

Fueled by her passion Sneha Sharma knew exactly what career she wanted to persue even when she was 16 years old.Today this girl is not only the fastest racer in the country but also a pilot with Indigo airlines.

Sneha Sharma's  mother took her to a local track in Mumbai when she was 16 years old. In 2010 she graduated to cars from karts and has also competed in the JK tyre national racing championship.

She secured second position in her 4 stroke category at the JK tyre national karting championship 2009.Sneha Sharma was also shortlisted for the 2015 Volkswagen  Vento Cup and the Toyota Etios Cup in India.Sneha Sharma also competed in Mercedez Young Star Program and secured top 5 position.She eventually got the title of India's fastest female racer.Her journey in the racing arena has been a hard struggle.Being a girl and belonging not to so rich background she did not get sponsorship fees and qualified instructors.She learnt basics of braking and cornering from the simple mechanics.

She has to work at various positions on the race track to sustain herself  in the racing competition.

Being a commercial pilot at Indigo Airlines she had to giggle between her profession and her passion.

The racing is scheduled in such a way that sometimes there are six races in a month.So she has to plan well in advance to persue her passion.She was also offered racing seats in Germany and Malasia.

Overall she has won 6 race victims and 14 runner up positions.

Alisha Abdullah

Alisha Abdullah has got the unique distinction  of being the only Indian women super bike racer and the fastest Indian woman car racer and fastest Indian woman car racer.Sh

She has also acted in a Tamil movie Irumbu Kuthirai

Alisha has been fascinated by racing since she was a kid.At the age of 13 she won MRF national go karting championship.Alisha has got huge distinction of becoming the first Indian woman to get a podium finish in an International Motosport Competition,the Toyota Vios Cup  in 2014.

Alisha switched from four wheels to two wheels in 2004.

Competing at the various car racing events was becoming an expensive affair for the Alisha's family and so she shifted towards motorbike racing.

Alisha Abdullah has started her own Racing Academy at the outskirts of Chennai.She wants more and more women to represent India on the global platforms in the years to come.