BAJAJ Pulsar 200 NS

Bajaj Pulsar 200NS review, test ride

A sequel to any blockbuster faces an uphill challenge, to live up to tall expectations. The Pulsars can proudly proclaim themselves the biggest all-Indian two-wheeler success story, which means the new 200NS has its hands full.

The Pulsar 200NS must embrace the family DNA to strike a balance between sporty and practical if it is to successfully lift the baton from where the outgoing Pulsars sign off.

The latest Pulsar is aggressive and muscular, this naked streetbike looking a fair bit like Honda’s CB1000R from the front.

The tapered headlight shines a brilliant, well focused beam at night. The NS comes with digital-analogue instruments, with all information neatly laid out, including a digital speedometer, odometer and trip counter.

The 200NS comes with clip-on handlebars, comfortable control levers and switchgear that works with crisp feel. The NS’s grips are decent, but not the best, feeling little less rubbery, and more like plastic than we’d expected.

While the actual fuel reservoir is concealed below the tank region, deep, properly shaped grooves provide the 200NS rider good thigh support.

You can’t miss this Pulsar’s broad frame spars as they reach down to the swingarm. The NS tucks its silencer box neatly away below its engine, to keep center of gravity as low as possible on the bike. The NS bears much similarity to its ancestors viewed from its tail.

Even as the onset of the monsoon reminds us these are essential kit, we found the rear tyre huggers on the new Pulsar too prominent. Overall build quality and fit-finish while not the best are acceptable.

 

The four-stroke, 199.5cc, single-cylinder, Pulsar 200NS engine is based on the KTM 200 Duke platform. The NS’s four-valve head is powered by a single overhead camshaft, and its combustion chamber is home to a trio of spark plugs. Although it lacks fuel injection, the NS is the first liquid-cooled Pulsar, and its exhaust system drums out a soft, punchy note.
Maximum power is a meaty 23.2bhp at 9500rpm, and the latest Pulsar is good for 1.86kgm of torque built up at 8000rpm. The compact six-speed gearbox shifts smoothly, with precise feel in a one-down, five-up pattern, and clutch feel is also good.
The 200NS delivers snappy throttle response, and sprints smoothly through a wide powerband. Bottom end power quickly builds into a strong mid-range, with the top-end feeling really potent almost all the way till the rev limiter cuts in just before 11000rpm. Gearing doesn’t feel as short as on the Duke. A highlight to the short-stroke (72mm x 49mm) Pulsar 200NS engine is it’s ever willing to rev, free spirited nature. Performance is brisk for this segment, the NS doing a 0-60kph dash in 4.11 seconds.
We tested the Pulsar 200NS up to a respectable top speed of 127kph flat out in sixth.
                   

A twin-spar, steel frame ranks amongst the biggest upgrades on the Pulsar 200NS. A pair of hydraulic forks are standard in front, while an adjustable, gas-charged monoshock holds fort at the rear. The 200NS supports its rear suspension with a rectangular swingarm.
The NS provides a well padded, roomy split saddle, and is a comfortable bike to pilot thanks to an upright riding position. The Pulsar easily holds its line when committed mid-corner, even as it falls short of feeling as light and effortless to turn-in as its sibling, the 200 Duke. Ride quality is good. The TVS made tyres on our test bike performed reasonably well when riding the new Pulsar, but there is still lot of room for improvement.
The 200NS brakes are really good, Brembo petal type front and rear discs that allowed us to stop the NS from 60kph in a scant 16.4 meters during brake testing.

 

Fact File

Engine

Fuel	Petrol
Type	Single-cylinder, liquid-cooled, four stroke
Bore/stroke	199.5cc
Compression ratio	11.1:1
Valve gear	4 per cylinder, sohc
Power	23.2bhp at 9500rpm
Torque	1.86kgm at 8000rpm
Power to weight	116.3bhp per litre

Transmission

Type	6-speed
Gearbox	1-down, 5-up

Dimensions

Length	2017mm
Width	804mm
Height	1195mm
Wheel base	1363mm
Ground clearance	167mm

Chassis & Body

Weight	145kg
Wheels	10-spoke alloy, 17 inch
Tyres	100/80x17-130/70x17

Suspension

Front	Telescopic forks
Rear	Monoshock, rectangular swingarm

Brakes

Front	280mm disc
Rear	230mm disc

Performance

0-20	0.78
0-40	2.26
0-60	4.11
0-80	6.86
0-100	11.28
0-120	22.76

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Bajaj Discover 100 T

Bajaj Discover 100T review, test ride

The Discover launched back in 2004, becoming for Bajaj commuter bikers what the Pulsar is to performance bikers. The Discover meets conventional bike users requirements, and has improved steadily over the years. The Indian market certainly has evolved in this decade, but some basics remain, with a section of practical 100cc loyalists steadfastly refusing to embrace larger capacity bikes.

Does the 100T work well on the road?

The 100T comes with several parts finished in black. Its side panels lend relief in silver, matching well with the footrest mounting sub-frame sections.

The 100T’s halogen equipped DC powered headlight is bright and flicker-free even at low rpm. Riders are greeted by a handsome, round analogue speedometer and the easily read console includes a prominent fuel-gauge. The 100T provides comfortable palm grips, and its switches work with positive feel also offering a pass-light flasher. A striking asset on the 100T is its massive, forward set fuel-tank that imparts secure inner thigh support. The motorcycle seat is lightly stepped and noticeably long. Large side-panels flow smoothly into the swooping tail-fairing section.
Overall quality is good on the Discover 100T, as is fit-and-finish.

The Discover 100T can be started via a kick-lever, or electric start button. Bajaj has provided the 102cc, four-stroke, carburettor equipped bike an auto-choke to aid easy starts. Bajaj has fitted in twin spark-plugs (DTS-i) and four-valves. The engine produces a healthy 10.1bhp at 9000rpm, while maximum torque produced is 0.94kgm at 6500rpm. Power surges through a cable driven clutch, and five-up, smooth shifting gearbox. Clutch feel is just right, positive and light.

The 100T accelerates with willingness unlike any 100cc, four-stroke commuter bike in India. Throttle response is likewise brisk for a 100, and there’s adequate bottom end grunt. Open the throttle, and power feeds in sharply with rising revs. Our test figures prove the 100T is quicker than any Indian 100, at par with most 125’s and even faster than quite a few. The 100T takes 6.56 seconds to pass 60kph from rest, and recorded a creditable, true top speed of 104kph on test with us.

The Discover 100T is held together by a dual-cradle frame, with a rectangular section swingarm. There’s telescopic fork front suspension and a pair of gas-charged rear shock absorbers. Its upright riding position proves comfortable over long distances, and there’s a nice feeling of sitting in your bike, not on it.

Handling is nimble. Ride quality is plush, good for the class, although Bajaj has used an obsolete ‘ribbed’ tread pattern tyre in front and a similar old-school tyre at rear. The 100T corners well at speeds under 50kph, but push beyond this, and both tyres soon run out of traction.
The 100T drum brakes work well, with reasonable feel, helping us stop the bike from 60kph in 25.37 meters during brake testing.

What it costs

Ex-showroom (Delhi)

Rs 50,500 ex-showroom, Delhi

Engine

Fuel	Petrol
Installation	Inclined from vertical
Type	Single-cylinder, air-cooled, four-stroke 102cc
Bore/stroke	47/58.8mm
Compression ratio	10.5:1
Valve gear	4 per cyl, SOHC
Power	10.1bhp at 9000rpm
Torque	0.94kgm at 6500rpm
Power to weight	83.5bhp per tonne

Transmission

Type	5-speed, 5 up
Gearbox	Manual

Dimensions

Length	2038mm
Width	714mm
Height	1070mm
Wheel base	1305mm
Boot volume	165mm

Chassis & Body

Weight

121kg

Suspension

Front	Telescopic forks
Rear	Gas-charged shocks, rectangular swingarm

Brakes

Front	130mm drum
Rear	110mm drum

Performance

0-20	1.28sec
0-40	3.30sec
0-60	6.56sec
0-80	12.77 sec
0-100	30.50 sec

Economy

City	60.3kpl
Highway	64.5kpl
Tank size	10 litres

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Mahindra Pantero

Mahindra Pantero review, test ride

The Pantero is Mahindra 2-wheeler’s sequel to the Stallio. The Stallio found the going tough in India’s demanding two-wheeler market, but Mahindra has since taken their time, toiling to perfect the new bike, before attacking the market anew with the Pantero.

Does the Pantero have what it takes?

We get astride to find out. 

Mahindra’s latest bike runs astride a set of five-spoke alloy wheels, which along with several other parts on the bike are finished in black.

There’s a tinted visor above the bikini fairing, within which sits the bike’s bright halogen powered headlamp. The Pantero comes with digital instruments set on a saffron backlit fascia. Palm grips are comfy, and you get nice levers and mirrors. The switches work well likewise, and include a pass-light flasher. A handlebar-mounted choke lever adds convenience. The fuel tank leads into the rider saddle, and sleekly designed tail-fairing. An integrated LED tail lamp brings up the rear, along with an alloy grab handle. 

The Pantero deploys a four-stroke, air-cooled, 106.7cc, horizontal set single-cylinder engine, named the MCI-5 (Micro Chip Ignited, 5-curves) by Mahindra. The Pantero generates 8.4bhp at 7500rpm. The motorcycle clutch offers an adequately light feel at its control lever, and gearshifts are smooth, operating in the four-up pattern. This is a far smoother bike than the Stallio, but still not the most refined of 100cc bikes.

Performance has improved from the Stallio, the Pantero completing the 0-60kph dash in 8.64 seconds, and going on to a true top speed of 91kph.    

The Pantero provides a tubular steel, twin-downtube frame, with telescopic fork front suspension and adjustable, hydraulic rear shocks. Its riding position is upright, good for a commuter bike. Ride quality is decent, making this a light motorcycle to steer in the city, but iffy cornering manners could improve, being mainly due to Mahindra sticking with a tubular steel swing arm unit.

The Pantero suffers inadequate brakes, its front and rear drums failing to provide good feel, or stopping power.

MRF tyres are the norm, these allowing the Pantero good traction.

act File

What it costs

Ex-showroom (Delhi)

Rs 44,190 (ex-showroom, Chennai)

Engine

Fuel	Petrol
Installation	Inclined from horizontal
Type	106.7cc, Single-cylinder, air-cooled, four-stroke
Bore/stroke	52.4/49.5mm
Power	8.4bhp at 7500rpm
Torque	0.87kgm at 5500rpm
Power to weight	70bhp per tonne

Transmission

Gearbox

4-speed, 4 up

Dimensions

Length	2000mm
Width	735mm
Height	1050mm
Wheel base	1265mm
Ground clearance	165mm

Chassis & Body

Weight	120kg
Wheels	5-spoke alloy
Tyres	2.75x18-3.00 x 18

Suspension

Front	Telescopic forks
Rear	Twin adjustable shocks, Tubular steel swingarm

Brakes

Front	130mm drum
Rear	130mm drum

Performance

0-20	1.35
0-40	4.07
0-60	8.64
0-80	18.07

Economy

City	52.6kpl
Highway	55 kpl
Tank size	13.7 litres

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Suzuki Inazuma

Suzuki Inazuma review, road test

Suzuki is moving slowly but steadily, getting serious with its approach to exploring the Indian bike market. The Japanese manufacturer has just launched its well-known 250cc motorcycle here, the Inazuma. After Suzuki’s truly revolutionary motorcycle designs over the years, including the thrilling Katana and game-changing Hayabusa, you could either love the Inazuma or hate it, but there’s no arguing that the new bike covers all styling bases as far as distinctiveness goes.

What makes this 250cc twin special when standing face-to-face with rivals already entrenched in our market? Does the Inazuma justify such a hefty premium? Can it be ‘the bike’ for you, or an ideal machine to tackle Indian roads with? We have all the answers.

Design

A glance at the Inazuma tells you it’s a Suzuki through and through, with similar design elements to its stable-mate, the B-King. The Inazuma is a large bike with plenty of presence – bold looking with smoothened lines, but riding on a set of somewhat dated looking three-spoke alloy wheels.

In the front, the Inazuma comes with a bright headlight, supported by two pilot lamps. There’s a smart, legible instrument cluster with an analogue tachometer, amber-backlit digital speedometer, odometer and twin trip meters, along with a ‘maintenance due’ reminder, apart from the other usual warning icons. The Inazuma’s palm grips are comfortable, even after long spells in the saddle, although we found its switchgear – which includes an engine kill-switch and a pass-light flasher – of inadequate quality.

The Inazuma has a nice, reach-adjustable front brake lever, but this only highlights the absence of an adjustable clutch lever. A set of smartly placed rear-view mirrors impart good visibility, the 13.3-litre tank comes with a handsome Suzuki emblem, and neatly integrated front-end shrouds that house clear-lens indicators. The motorcycle’s stepped seat runs up to an alloy grab rail for the pillion. Instead of a single canister, the Inazuma has a pair of chrome-finished exhausts. The overall quality, fit and finish, and paint lustre are good on the new Suzuki.

PERFORMANCE AND HANDLING

The Inazuma is powered by a 248cc four-stroke, parallel-twin, liquid-cooled, and fuel-injected engine that comes to life effortlessly at the push of its start button. The 250 twin makes 24bhp of peak power at 8500rpm, while torque offered is 2.24kgm, arriving at 6500rpm. The Inazuma offers user-friendly power delivery that’s just right for crowded urban conditions. This long-stroke (53.5mm x 55.2mm bore and stroke) engine delivers a strong wave of low- and mid-range power, always feeling refined with smoothly delivered, vibe-free acceleration available from close over idle, all the way up to the bike’s 11200rpm rev limiter.

The Inazuma is a relaxed bike to ride, with adequate feedback from its light-action clutch. The six-speed transmission works well, shifting seamlessly in a one-down, five-up pattern. Don’t, however, expect the new Suzuki to bring you glory at the drag-strip, with practicality taking pride of place over outright performance. This isn’t the right choice for riders looking for a sportsbike-like feel, the 250cc motorcycle managing only reasonably quick figures when tested for acceleration. The Inazuma took 3.96 seconds to reach 60kph from rest, getting past 100kph in 11.50secs, which is significantly slower than far better priced single-cylinder rivals like the KTM 200 Duke and Honda CBR250R. Cruising at speeds of up to 120kph is possible,  although the Inazuma starts to feel breathless when pushed beyond this. The Inazuma can climb to a true 136kph top speed, its exhaust note staying soothingly soft at all speeds.

The Inazuma is built around a semi-double-cradle-type steel frame, supported by telescopic front forks and a hydraulic monoshock at the rear, with a box-section steel swingarm. The kerb weight is a shade on the heavier side, at 183kg, which goes against the motorcycle.

On the bright side, the Inazuma’s riding position ranks amongst its salient strengths, fairly upright and thoroughly comfortable whether commuting or on a long-distance ride. The Suzuki comes with a near-straight handlebar and nice, forward-set pegs. The riding saddle feels a touch too soft, but is long and wide enough. We rode the Inazuma over smoothly paved as well as broken roads, and found it to have fine ride quality, good handling, excellent straight-line stability and a planted feel. IRC brand tyres provide good grip, but don’t expect point and shoot cornering ability, which is hampered due to the motorcycle’s heavy feel. The Inazuma does well to feel composed and secure to ride at all times, even when cornering hard, where it always feels steady, even if you’re hard on the gas.

There’s a 290mm disc brake in front and a 240mm disc at the rear, both of which work well, with a nice, progressive feel at the lever. The absence of ABS, however, is a pity, more so because the bike is being sold in India at a high price point. The Inazuma stopped from 80kph in 27.38 meters during our braking tests.

The Inazuma has adequate fuel efficiency for a 250 twin, delivering 28.9kpl when riding in congested city traffic conditions, as commonly experienced across India, and returning 26.9kpl when cruising at speeds approaching 100kph on more open highways.

Fact File

Engine

Fuel	Petrol
Installation	Inclined from vertical
Type	248cc,Parallel-twin, liquid cooled, four-stroke
Bore/stroke	53.55/55.2mm
Compression ratio	11.5:1
Valve gear	2 per cyl, SOHC
Power	24bhp at 8500rpm
Torque	2.24kgm at 6500rpm
Power to weight	131.2bhp per tonne

Transmission

Type	Manual
Gearbox	6-speed, 1-down, 5-up

Dimensions

Length	2145mm
Width	760mm
Height	1075mm
Wheel base	1430mm

Chassis & Body

Weight	183kg
Wheels	17-inch 3-spoke alloy
Tyres	110/80x17 - 140/70 x17

Suspension

Front	Telescopic forks
Rear	Monoshock, box section swingarm

Performance

0-20	0.76sec
0-40	2.06sec
0-60	3.96sec
0-80	6.84sec
0-100	11.50sec
0-120	19.09

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AUDI Q7

"The ultimate Q7 has everything for the hedonist – massive size, massive torque, massive performance and massive appeal."

Audi’s stock in trade, the Q7 3.0 TDI is a finely balanced machine. It may tip the scales at an ungodly 2.3 tonnes, but with 56kgm of twist available and 241bhp of power, even this most basic diesel manages to deliver plenty of performance. Truth be told, you don’t need more than a 3.0-litre V6 to power a car like the Q7. But what’s luxury if not the exceptional, taken to excess. What indeed?

Say a big hello to the emperor of excess, the Q7 6.0 V12 TDI, a formidable beast of a car that is so far over the top, it’s almost floating up there in the ether. To believe – to really, truly believe – they say you have to see things with your own eyes. So before doing anything else I take a good look under the bonnet. And even though I expect a large engine to be sitting there, seeing the thing in the flesh actually shocks me. You have to remember, this the Q7, an SUV that has probably the largest nose and bonnet around. Yet the 5934cc motor is so large you can barely squeeze your hand into the gap between the firewall and the engine. Yet Audi claims that this is actually a compact V12. Compact? Compared to what, Sri Lanka? Still, there is plenty of modern envelope-stretching high-tech here. The crankcase is made up of a secret material that allows it to be strong, light and more compact at the same time, the crankshaft is made from chromium molybdenum steel and the pistons are aluminum.

  

Time to step in and see what 493bhp and, more importantly, 102kgm of torque feel like. But first, a quick glance around the cabin to see what’s different, what’s special. For all practical purposes, this looks like a regular Q7. Sure there are some special bits like the alcantara and brushed aluminum trimmings, but some of the other zany extras offered with this car seem to be missing. You can order the car with a fully leather-wrapped cabin, complete with double stitching. You can cover the insides with more carbon fiber than an F1 car and, if you really want to go nuts, you can even order a rear loading bay that’s lined with wood like the deck of your favourite yacht. 

I fire up the motor with the driver’s door open and pump the accelerator mildly, and there, among some diesel clatter and the sound of fans going ballistic, is something I just don’t expect – a bit of good old V12 whine. And then I’m suddenly aware of something else, this motor, once revved, smoothens out so beautifully; it’s unreal. The first few minutes behind the wheel are spent tracking the camera car. And this is difficult. By the time you hit 1750rpm this engine has attained its peak torque output of 102kgm, and that makes it feel like there is a giant spring yanking you forward. Remember, normal everyday cars have approximately 12-15kgm of torque. Camera work done, I finally get a chance to use more right foot. And as expected, the shove in the back is massive. The Q7 feels like it weighs no more than 300kg; you charge at the horizon in giant explosive puffs from the motor. And keep the throttle nailed for more than three seconds and Q7 goes from seriously quick to warp speed I no time at all. Audi’s claimed time for this car is an eyeball popping 0-100kph in 5.5 seconds and you only need a short-ish stretch to allow this mammoth to punch up to its limited top speed of 250kph. And the further past 200 you go, the more impressive the sustained thrust gets. However, despite the smooth-running V12, and the general levels of overall sophistication, power delivery feels crude and almost savage at times. And that’s all part of its car-with-an-oversized-engine charm. 

What’s less than charming, however, is the suspension. Yes, Audi has stiffened it and it feels much sportier than the regular car, but drive the Q7 harder, putting all that twist into the equation, and suddenly it feels somewhat inadequate. The chassis feels like it’s made of tinfoil, the springs feel like they are made from marshmallows. Push harder still and you get bouts of radio silence from the steering wheel. Of course, the problem is that the motor is tossing this 2.6-tonne car around like a ragdoll and the Q7 has to fight hard just to keep its head above water. One thing’s for sure, handling is nowhere near as good as that of the Porsche Cayenne Turbo, quite easily the world’s premier sporting SUV.

VERDICT

Audi says the Q7 V12 TDI is headed to India and that it will cost approximately Rs 1 crore. For your money, you will get the world’s first production V12 diesel, 493bhp, surprisingly good fuel economy and massive, massive bragging rights; probably exactly what some Indian customers are looking for.

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HONDA CRV (diesel)

In 2004, Honda introduced the second-generation CR-V in India. Honda sort of pioneered the soft-roader movement in the country with the CR-V by giving us an absolutely new kind of a vehicle. The CR-V brought the best of both car and SUV worlds as its core ingredients and Indians loved this blend. Although the CR-V carried a hefty price tag (it was a CBU), it had respectable sales figures during its initial tenure. The lack of a diesel motor option however saw the sales of the CR-V dip in the diesel favouring Indian market.

With the fourth generation CR-V being assembled in India, it’s now being offered at a substantially cheaper Rs 19.95 lakh price tag for the 2.0 litre manual model we tested. Moreover, considering the diminishing price disbalance between petrol and diesel, the lack of a diesel motor is becoming less of a deterrent for buyers.   

INTERIOR

Surprisingly, the new CR-V's interiors seem to be less sophisticated than the outgoing one. While the older car had a fine blend of textures and materials such as the finely dimpled dashboard coupled with the metal finished accents, the new CR-V’s dashboard has an unstinting dose of hard plastics in black hues. Although well engineered, consumers would definitely expect better quality interiors at this price point.  While there are bits that look dated, there are others that have a crisp, modern feel to them. Flanking the large speedo is a ‘glow-green tree meter’ which is illuminated in green when you drive economically. 

Like most Hondas, the CR-V's buttons operate with a nice click. There is substantial improvement in the interiors. Up front, the seats offer better under-thigh support and finding a good driving position is easy with the eight-way electrically powered seat and a steering wheel that is rake and telescopically adjustable.
Despite the physically smaller dimensions, there is more all-round space. There are a lot of useful storage spaces owing to clever use of door pockets and armrests. However, unlike the older car, the lack of open space between the seats and centre console restricts some storage options. Although you get three cupholders instead of the earlier two, the storage box isn’t as deep as before. Similarly, unique bits like the useful twin glovebox and ‘conversation mirror’ are missing. But, an additional 12-volt socket in the new CR-V’s storage box makes up for it.
Also, the rear seat and boot have been reworked, making ingress and egress easier and providing better under thigh support. The CR-V offers loads of legroom all around and further improving practicality, the cargo loading area is now at approximately knee height, making it more convenient to load heavy luggage.

PERFOMANCE

The car we tested had the same motor as the old car; but this engine has been reworked for more flexibility. This motor has a good deal of useable power that starts as low as 1200rpm, and from there on, it just pulls seamlessly to the 6800rpm redline. In fact, we found this 2.0-litre engine to be on par with the previous 2.4-litre in terms of performance. What makes this engine even more delightful is that, past 3500rpm, it has an aggressive and sporty soundtrack and even though it’s a tad loud, you don’t mind the volume. Further, in traditional Honda fashion, the slick six-speed manual gearbox has well-spaced ratios that while being a joy to flick through, also extracts the best from this engine. Flat-out performance is quite strong for a car with these dimensions. 100kph comes up in just 10.72 seconds. Thanks to the motor’s broad powerband, the CR-V rarely feels bogged down and its in-gear times reflect this.
The real forte of this motor is the excellent drivability it offers, which is what really matters in everyday conditions. This just might be one of the best naturally aspirated four-cylinder units around.

There are a couple of issues though. The clutch has a ‘snatchy’ nature that causes a mild jerk during up-shifts and can get a tad irritating in stop-and-go city traffic where you tend to change gears often, it also has a bit of trouble with getting away from rest swiftly. It has enough power but, it doesn’t manage to put it down too well – there’s too much wheelspin and a fair bit of torque steer as well.

VERDICT

The CR-V sticks to being a comfortable runabout vehicle, the latest version brings an improved engine, better fuel efficiency and drivability. It looks great as well. The interiors provide useful touches like easy-to-fold rear seats but, as a whole, are a bit uninspiring. The car might not feel very solid but it makes up for it with good nimbleness and agility. The CR-V pioneered the soft-roader here and is still as good as it gets. With local assembly, it now has a price advantage as well. Only thing is, we wish it had evolved a little more.

TECH SPECS 

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MERCEDES S CLASS

MERCEDES ALL NEW S CLASS : the best or nothing


The last word in luxury limos hasn't been spoken until Mercedes-Benz has had the floor. Herr Dr. Benz’s firm was making the preferred shipping containers for the mostly unelected elite when Audi was merely a business plan, when BMW was in the bubble-car business, and when the word “lexus” was just badly butchered Latin. No company in this market has more experience catering to finicky buyers.

Thus does Mercedes now deliver its latest take on the executive-level sedan after just about everybody else, from Hyundai to Hongqi, has taken a shot. Over the years, Benz and its closest competitors have reduced power, handling, and comfort to commodities. Supplying them in overabundance is the table ante now, so the strategy with the new S, code-named W222 and initially available in the U.S. as the S550 and S550 4MATIC, has been to think of what else the rich desire even before the rich think of it themselves.

For example, absolutely nobody knows he needs two reverse gear ratios or stereo-speaker mood lights in seven driver-selectable colors. At least, not yet. Or seat coolers that suck (air) for four minutes before they blow, which does indeed chill your sweaty backside more quickly. The “hot-stone massage” feature, also optional, feels as if somebody were poking you with warm snooker balls. And the softer pillows on the headrests of the two optional, electrically reclining “executive” rear chairs are like dunking your head into clotted cream. Indians even get special maxi air conditioning that can channel a nor'easter at your chest.

INSIDE

While the technologies dominate your thinking about the new S, it's important to remember they're bolted onto what is, at heart, a very fine luxury barge. The self-driving kit and Magic Body Control are a Rs. 685190.75  hit to the S500 L, but the car isn't sparse without. Even the base S350 diesel has a cabin of lavish plushness, equipped with two 12.3-inch hi-res screens, air suspension, navigation and internet, and even a lighting system consisting entirely of LEDs - headlamps, cabin lamps, everything.

The longer of the two wheelbases allows space to option a pair of soft and embracing back seats that recline near-horizontally, with electric calf cushions and heating not just for the seat surfaces but even the armrests. Mercedes knows this market so well, it has even provided two different ways to arrange the front passenger seat to maximise stretching room for the potentate behind, depending on whether their culture allows or disapproves of the sight of unshod feet.

Driving

The S500's active suspension has two modes, an automatic one that uses the Magic Body Control and aims always to keep supple. It rolls a little and understeers and heaves if you drive like you've got no passengers, but the ride is unprecedented over big bumps and excellent if not quite unmatched over smaller corrugations. Hit Sport, and the Magic Body Control turns off, but it's still not jarring. In corners, things firm up, the roll disappears and the understeer is cancelled. It's not engaging, but it'd be rapid enough for getting away from a diplomatic incident.

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