Yamaha introduces the Bolt

After a long, undisputed run in the entry-level cruiser/bobber segment, the Harley-Davidson 883/Iron/Superlow finally have competition. The name is Bolt. Yamaha Bolt. From a distance,you’d be hard pressed to tell it apart from a Harley, but it does have some interesting design elements that set it apart. Before you ask, the Bolt has only been released in the American market as of the moment and no plans, whatsoever, are disclosed about bringing it to India.

That said, it’s a pretty well-specced piece of engineering and at upwards of $7990 (Rs 4.3 lakh, roughly), could make for an exciting alternative to Harleys in the country. The Bolt, to give you the dope, is powered by a 942cc, fuel-injected V-twin motor that’s mated to a 5-speed gearbox. It’s belt driven and has a two-into-one exhaust that, for us at least, is the only sore thumb in the overall design. A good opportunity for a smashing cruiser-esque exhaust (some chrome/anodised effects) lost, we say. Nevertheless, a 12-litre fuel tank should endow the Bolt with an excellent range and while the pictures don’t say, there is a passenger seat kit available as an accessory, so it should tick the right boxes for your better half.

The details – a cool LED taillight, smoked-lens speedometer, a neat paintjob – all will appeal to bobber/cruiser fans and we only wish Yamaha does offer spoke wheels as well, at least as an option. There is also an R-spec version, with gold-painted callipers and higher-spec rear suspension, which is not much more expensive. Like the Bolt and want one, then? Move to the USA or start writing sugary emails to Yamaha India!

MotoGP: Lorenzo wins at Qatar, Rossi second

Rossi had only qualified sixth but jumped to fourth on the first lap.

Jorge Lorenzo dominated the 2013 MotoGP season-opener in Qatar as his Yamaha team-mate Valentino Rossi battled through to beat Marc Marquez to second.

The sensational podium tussle featured Rossi fighting back from an early mistake that dropped him to seventh, ultimately beating the Hondas of Marquez and Dani Pedrosa to the runner-up spot.

Lorenzo held his pole advantage into the first corner and immediately disappeared up the road. An opening-lap lead of 0.6 seconds soon became two seconds and 5.9s by the end.

While the world champion was a class apart, there was no shortage of action in the battle to be second best.

Having qualified in the middle of the front row, Cal Crutchlow was elbowed back to fifth in the opening corners, as Pedrosa took second and Andrea Dovizioso’s Ducati and Rossi surged to third and fourth.

Not keen to be behind ex-employer Ducati for long, Rossi twice dived past Dovizioso only to run wide.

While the first such error was mild, the second sent him over the Turn 1 run-off and down to seventh at the start of lap two.

Marquez had dropped to eighth on the opening lap but quickly sliced back up the order to get between Pedrosa and the recovering Crutchlow in their very close battle for second.

Rossi was stuck behind Stefan Bradl‘s LCR Honda until lap eight, by which time the works Hondas and Crutchlow were four seconds clear. Bradl crashed out soon after.

Though the podium battle appeared out of reach, Rossi was not to be denied.

By the time Marquez got ahead of Pedrosa for second with five laps left, Rossi was on the tail of this group.

He squeezed between Crutchlow and the pit wall for fourth in a cloud of dust, with the Briton then skittering over the run-off after sliding onto the Turn 1 kerbs.

Next on Rossi’s list were the Hondas, both of which he passed within half a lap.

But the battle was not over. Marquez stayed with Rossi as Pedrosa fell away, and thrust back ahead into Turn 1 with a bold move two laps from home.

Rossi was soon in front again, but Marquez never gave up, staying on the seven-time champion’s tail to the flag as he claimed a podium on his MotoGP debut.

Behind Pedrosa and Crutchlow, Alvaro Bautista broke away from the Ducatis of Dovizioso and Nicky Hayden to take sixth.

Aleix Espargaro comfortably led the CRT pack home for Aspar.

Tech 3’s rookie Bradley Smith crashed out early.

 

Results - 22 laps:

Pos  Rider             Team/Bike                Time/Gap
 1.  Jorge Lorenzo     Yamaha                 42m39.802s
 2.  Valentino Rossi   Yamaha                   + 5.990s
 3.  Marc Marquez      Honda                    + 6.201s
 4.  Dani Pedrosa      Honda                    + 9.473s
 5.  Cal Crutchlow     Tech 3 Yamaha           + 18.764s
 6.  Alvaro Bautista   Gresini Honda           + 22.148s
 7.  Andrea Dovizioso  Ducati                  + 24.355s
 8.  Nicky Hayden      Ducati                  + 24.920s
 9.  Andrea Iannone    Pramac Ducati           + 37.124s
10.  Ben Spies         Pramac Ducati           + 44.908s
11.  Aleix Espargaro   Aspar Aprilia           + 49.809s
12.  Randy de Puniet   Aspar Aprilia           + 56.495s
13.  Hector Barbera    Avintia FTR-Kawasaki  + 1m09.599s
14.  Yonny Hernandez   PBM Aprilia           + 1m10.742s
15.  Hiroshi Aoyama    Avintia FTR-Kawasaki  + 1m13.600s
16.  Claudio Corti     Forward Suter-BMW     + 1m29.444s
17.  Michael Laverty   PBM-Aprilia           + 1m34.341s
18.  Lukas Pesek       Ioda-Suter-BMW        + 1m34.683s

Retirements:     Colin Edwards     Forward Suter-BMW         15 laps
     Danilo Petrucci   Ioda-Suter-BMW            12 laps
     Stefan Bradl      LCR Honda                  8 laps
     Bradley Smith     Tech 3 Yamaha              4 laps
     Bryan Staring     Gresini FTR-Honda           1 lap
     Karel Abraham     Cardion Aprilia            0 laps

Honda Amaze review

With the Amaze, Honda embarks on a landmark innings in India. This is the company’s first compact saloon and first diesel car rolled into one and it has enormous potential here. The Japanese carmaker has a lot riding on the Amaze and it could very well catapult Honda to the pinnacle of the entry-level saloon segment. So, have they managed to get it right?

Based on the successful Brio hatchback, the new Amaze is almost specifically targeted at India. Its sub-four-metre length and options of a less than 1200cc petrol motor and less than 1500c diesel engine go towards ensuring that Honda can avail of the excise (tax on manufacturing) sops for small cars and make it affordable for the value-conscious Indian buyer.

What sets this car apart from other sub-four metre saloons is the cohesiveness of the design. Unlike the Maruti  Dzire, which is the best seller in this class, the Amaze does not look severely truncated or chopped from the rear. The lines of the car flow smoothly over the Brio’s nose, onto the elongated roof and down over what is a very traditional looking boot. The reason it doesn’t look like an afterthought is because it isn’t one. Honda planned this Brio-based saloon from day one. In fact it looks positively attractive, with the two slashes across the side of the car and the nicely styled tail-lights. What allows the Amaze to keep this regular saloon profile is the fact that, unlike the Swift Dzire, it has a very short and compact nose.

Where Honda has spent money is in lengthening the wheelbase. More space between the wheels, of course, means greater space inside the cabin, and in this area the Amaze is an absolute delight. You can easily fit four large adults inside, with enough head-, shoulder- and legroom for all. The fifth passenger, sat in the middle on the rear bench, has less shoulder room, but the seat is still useable for short journeys. The longer doors also make getting in and out of the back really easy. The front seats are similar to those on the Brio, and though they are slender, they are comfortable on long journeys as well. The driver of the Amaze gets seat height adjustment (not available on the Brio) and rear-seat passengers get a new fold-away elbow rest as well. Other plus points include the dashboard with its low cowl that gives you great forward visibility. The one piece front seats with fixed headrests, may not appeal to a lot of Indian customers as such a design is perceived as cheap.

The dashboard looks similar to that of the Brio, and while this works well on the hatchback, it does look a bit low-spec here. Quality isn’t really the issue – the plastics are acceptable (though not as good as the Dzire’s) and there’s no issue with functionality either (there are no less than seven 1-litre bottle holders), it’s just the design that’s a bit spartan. The vents, centre console and instrument panel don’t ‘line up’ in the traditional sense and then there are some odd looking bits, like the joint of the glovebox that stands out like an upturned lip.

Still, you can’t fault Honda on how well they have packaged the cabin –the dashboard has been pushed as tightly as possible to the front of the cabin and, as a result, takes up less space than a traditional one and this, combined with the slender seats, means there is more space for passengers. Compared to the Brio, the Amaze gets longer armrests and additional door pockets for rear- seat passengers, the rear speakers have been moved to the parcel tray and the rear seat cushioning is thicker too.

Otherwise, the audio system, sans CD player, the manual air-con control and three-spoke steering wheel remain the same. This top-end Amaze VX also gets electric folding mirrors, alloy wheels, a basic trip computer and a green ‘ECO’ light on the instrument console that lights up when you drive economically. Also, importantly, this car has a real boot which, at 400 litres, is pretty huge. It looks like it can easily swallow more than a couple of pieces of full-size luggage.

Now that we’ve established that the Amaze is truly spacious and comfortable on the inside, it’s time to find out what it is like on the move. Can it feel more grown up to drive than the compact hatch it is based on?

It is easy to get comfortable behind the wheel, the seat height adjustment for the driver makes a big difference here, and holding onto the thick-rimmed steering wheel feels good too.

Honda’s first diesel for India however, is a bit of a mixed bag. On one hand, power delivery and driving manners are brilliant, but on the other, it’s pretty noisy and nowhere near as quiet as other cars in its class. Let’s deal with the bad bit first. Start the engine and there’s a considerable amount of shock from under the bonnet, the engine rocking back and forth on its mounts as it fires up before settling down to a more quiet idle. The all-aluminium engine, though lighter, transmits more noise than a typical cast-iron-block diesel engine. Aluminium simply doesn’t have the sound absorbing properties denser metals have.

Honda’s 1.5-litre, 98.6bhp ‘Earth Dreams’ diesel engine is otherwise a peach. It has been tuned to be responsive from the word go and unlike many diesels, there’s no delay between you putting your foot downand the car shooting forward. It starts pulling well from as low as 1200rpm and power flows in a seamless manner all the way to 4000rpm. In fact, the Amaze’s linear power delivery masks its performance because there is no sudden spike or surge of power. The wide powerband makes the Amaze really nice to drive in city traffic, where you need a responsive engine. You don’t need to shift gears as often as in a Dzire and even when you do, you’ll find the clutch is nice and light and the gearshift is positive and crisp.

However, unlike Fiat’s 1.3-litre Multijet engine that is used by Maruti and others, the Honda engine doesn’t rev as freely. Honda engineers say they have tuned the Amaze to suit the Indian driving style of shifting up early and rarely exceeding 3,500rpm. This diesel motor’s elasticity more than makes up for any lack of top-end punch and in fact, full-throttle performance is actually quite good. It takes 12.47sec to get to 100kph, which is approximately a second quicker than the Dzire diesel.

As for the petrol motor, it is the same as the one in the Brio and that means it has good part throttle responses. But, push on and you’ll discover a weak mid-range, especially when you want a quick burst of power for overtaking. This engine performs best when you really wring it out — top-end performance (like most Honda motors) is where the action is and there’s plenty of fun to be had when you spin the engine past 6000rpm. Still, driven flat out, the Amaze petrol’s super-light kerb weight of 965kgs, helps it post a rather impressive 0-100kph time of 13.27sec

We also drove the automatic gearbox-equipped petrol Amaze and it felt quite sprightly and energetic. Initial responses to the throttle are good (the automatic gearbox helps disguise the lack of bottom-end grunt to a certain extent), and the Amaze takes off from rest with a considerable amount of energy. Gearshifts are not particularly seamless and at low speeds, the transmission is slightly jerky. However, for ease of use, this transmission does the job and makes incredibly light work of traffic.

Honda has also taken care to give the Amaze good ground clearance (at 165mm, it is the same as the Brio’s) and hopefully this clearance will keep the Amaze’s underbody clean on the worst of speed breakers even with a full load. The raised long-travel suspension also helps it ride well over our badly built roads. Apart from the odd shudder when you hit a sharp edge, the suspension tackles potholes and bumps rather well.

What’s also impressive is that the jacked up suspension doesn’t really compromise driving manners. The Amaze feels well planted and precise to punt around corners, and this feeling of confidence and poise remains even when you go faster. What also adds to the driving experience is the steering, which, though electrically power-assisted, is quite accurate and well weighted. It is both light at low speeds and not overly light as you go faster, which really is nice.

FIRST VERDICT

Honda has hit the sweet spot with the Amaze. Despite being a sub-four-metre saloon, it looks properly formed and not truncated or ill-proportioned. The interiors are incredibly spacious for such a compact saloon and, the boot is large as well and it’s great to drive. The all-new diesel motor is perfectly tuned for Indian driving habits, so there is plenty of power just when you need it. The headline news however is the fuel efficiency, which is a record breaking 25.8kpl in the official Indian Driving Cycle. Real world figures will of course be lower but we expect the Amaze to be incredibly frugal in daily use. To achieve such low fuel consumption with a 1.5 litre engine and near 100bhp is a monumental achievement. However, the  Amaze isn’t perfect. The diesel is noisier than the competition and the dashboard, carried over from the Brio, doesn’t feel as special. Saloon buyers will expect a richer interior.

Look at the overall picture, however, and the new Amaze clearly has almost everything else buyers in this class are looking for, especially if Honda can match the expected sticker price of Rs 5 lakh for the base petrol and Rs 6.5 lakh for the base diesel, which puts it smack against the Dzire. If you are buying a car in this class or even anything else in this price range, we strongly suggest you check the Amaze out, it’s that good.

Model Honda Amaze Maruti Dzire Mahindra Verito Tata Manza Toyota Etios LxWxH 3990x1680x 1500mm 3995x1695x 1555mm 4247x1740x 1540mm 4413x1703x 1550mm 4265x1695x 1510mm Wheelbase 2405mm 2430mm 2630mm 2520mm 2550mm Engine 1.2 petrol/ 1.5 diesel 1.2 petrol/ 1.3 diesel 1.4 petrol/ 1.5 diesel 1.4 petrol/ 1.3 diesel 1.5 petrol/ 1.4 diesel Power 88bhp/ 98.6bhp 86bhp/ 74bhp 75bhp/ 65bhp 89bhp/ 89bhp 90bhp/ 68bhp Torque 11.1kgm/ 21kgm* 11.6kgm/ 19.3kgm 11.2kgm/ 16.3kgm 11.8kgm/ 20.4kgm 13.4kgm/ 17.3kgm

* – estimated

Fact File

Price Range (in lakhs)*

Ex-showroom price

Rs 6-7.5 lakh (estimated)

Engine

Fuel	Diesel / Petrol
Installation	Front, transverse, FWD
Type	4cyl DOHC i-DTEC, 4cyl SOHC i-VTEC
Power	98.6bhp at 3600rpm / 88bhp at 6000rpm
Torque	11.1kgm at 4500rpm / 20.39kgm at 1750rpm

Transmission

Type	front-wheel drive
Gearbox	5-speed manual/ 5-speed manual, 5-speed auto

Dimensions

Length	3990mm
Width	1680mm
Height	1500mm
Wheel base	2405mm
Boot volume	400 litres

Chassis & Body

Tyres

175/65R14

Suspension

Front	Independent, MacPherson struts
Rear	non-independent, torsion beam axle

Steering

Type

Electric

Brakes

Front	Disc
Rear	Drum

KTM 390 Duke to get ABS

 

KTM is ready to step up the excitement in the Indian market with their upcoming 390 Duke. While we wait for the official launch in mid-2013, some details regarding the baby Duke are coming to light.

A significant feature on the 390 Duke for India will be the inclusion of Bosch’s 9M ABS option. The sensors at the front and rear wheels will be connected to an independent ECU for the ABS function, that also monitor engine torque to optimise braking. This is certain to be a big boon as demanding Indian riding conditions are known to throw many uncertainties at street riders, all the more pertinent when the power on tap increases, such as with the 390 Duke. However, riders could also have the option of switching off the ABS system.

 

Just looking at the 390 Duke’s performance potential makes the ABS option a sensible move. The 390 Duke is 25cc short of doubling the displacement of the 200 Duke, and 43bhp is considerably more power than the 200 Duke. Despite the jump in power, the 390 puts on just under 10kg, which means its power to weight ratio is a gob smacking 290bhp per tonne! The Ninja 650 has a power to weight ratio of 337bhp per tonne, so, it’s clear the 390 Duke is going to be a properly fast motorcycle.

What’s putting all the power down? The 390 Duke comes shod with 110mm section front and 150mm section rear tyres, like on the 200 Duke. There’s 300mm front and 230mm rear discs, again from the 200 Duke, and including ABS ensures the 390 Duke’s performance can be enjoyed with a lot less to worry about.

 

 

Toyota Fortuner 5-speed auto review

When first introduced in 2012, the automatic version of the Fortuner got a four-speed transmission unlike most contemporaries. Five-speeders were considered entry-level while six-speed transmission was the norm. That said, the Fortuner’s four-speeder was up tothe job – it was fast-acting enough and a clever selection of ratios meant you never really missed a fifth gear. Now, to ensure it doesn’t get outdone by competition, Toyota has given a five-speed automatic transmission to the Fortuner.

Like before, the automatic isavailable only in rear-wheel-drive format. The new gearbox brings a set of more closely stacked ratios. It now has shorter first,second and third gears for better acceleration and throttle response, while the fourth and fifth gear are similar tothe top two gears on the old box.

However, this doesn’t translate into huge differences in outright acceleration – the five-speed is just 0.3sec faster to100kph than the four-speeder, and by 120kph they are pretty neck-and-neck. Even in the 20-80kph run, the newFortuner is only 0.5sec faster, and it’s actually slower than the old car in the 40-100kph run.

Where the extra ratio really makes a difference is in everyday driving – the Fortuner feels more eager and faster thanbefore and the jerky throttle response of the earlier ’box is replaced by a more linear one. The engine feels morerelaxed, while the gearbox shifts up early and keeps the motor at more comfortable engine speeds. This also helpsthe 3.0-litre 168bhp motor’s characteristics – past 3200rpm, the engine sounds rough and power tapers off, and sothese early upshifts are welcome. The auto transmission feels more eager to downshift too and gearshifts, thoughsmoother than before, engage with a slight jolt. The Rexton, for example, has more seamless gearshifts.

The rest of the car remains the same. The build quality on the inside is solid but fails still to make you feel like you’re in a premium SUV. Space is ample with comfortable first two rows. The third row, with its knees-up seating posture, is good only for short drives. Despite its tall and heavy stance, this SUV handles quite decently and there is loads of grip from the wide 265-section tyres. However, when it comes to ride comfort, this car is disappointing. The Fortuner feels lumpy, especially at low speeds,and though it gets better as you go faster, it never feels settled.

Pretty much the same car but with improved drivability and performance, the new Fortuner with a five-speed automatic gearbox, is a better buy than before for the expensive Rs 22.33 lakh price tag.

Peugeot 208 GTI first drive review

Peugeot re-enters the hot hatch fray with its 208 GTI, but does the firm still understand what those three letters mean?

What is it?

The final production version of the 208 GTI we drove last week. Spec-wise it comes out of the box much as the preview indicated: a lower, leaner, quicker version of Peugeot’s supermini – keen to trade on its legendary badge, but not particularly beholden to its spirit.

This is, as we expected, a softer and subtler brand of GTI. Peugeot may roll out the memory of the 205 for these occasions like a faltering NASA spokesman referencing the Apollo moon landings, but away from the advertising campaign it readily admits that this is a much more mature model than its landmark scamp – developed to fit the broader requirements of a likely older audience.

Consequently, unlike some demonically tweaked rivals, the 208 is only gently differentiated from its lesser siblings. Whether you like it or not will therefore depend on how much you appreciated the template. But for our money the GTI would need a deeper, far costlier graft than just a new grille to make its less-than-pretty nose genuinely appealing.

Nevertheless its tidy profile is picked out well enough by a skinny set of arches, side skirts, and a prominent rear spoiler. Add to that a questionable splatter of chrome-effect body trim and a raft of badges, and the 208 makes it to familiar hot hatch styling territory.

Beneath it all, swaddled in a rearranged set of ancillaries and close-fitting bodywork is the now customary four-cylinder 1.6-litre turbocharged petrol engine now running its higher 197bhp RCZ output. Around that Peugeot has installed the usual hot hatch accouterments: a reinforced front subframe compliments fatter struts, sports springs, tauter dampers and beefier anti-roll bars, while bigger brakes and revised steering settings help better control the show.

As well as adding, the GTI benefits from Peugeot’s earlier decision to subtract: the car is 165kg lighter than the lardy 207 GTI at 1160kg. Not featherlight then, but an improvement – especially considering that (again, in keeping with its acknowledged target audience) it’s decently equipped with 17-inch alloys, DAB radio, dual-zone air con and rear parking sensors all standard.

What is it like?

Mercifully, far better than its donor model suggested it would be. Recent memory of the standard 208’s tin-box clunkiness is swiftly expunged once settled inside. True, the GTI is afflicted with the same dislocated interior – instrument cluster half-hidden by the steering wheel, an afterthought of an infotainment screen, glossy dashboard facia looking anything but – yet the important things ring true: the gear knob is a fistful of indented metal; its steering wheel is baby-armed in girth but petite in diameter, and the sports seats cosset and cradle superbly.

Pity the soundtrack doesn’t quite fit the same billing. While sharing the engine, the 208 doesn’t get the RCZ’s trick exhaust, meaning there’s not much to embellish the four-pot’s rather characterless drone. Out and about though (inline with the aforementioned game plan) it’s an hospitable unit. The GTI doesn’t suffer from the 208’s driveline klutziness, even if there is some low-down hesitation, and with 0-62mph in 6.8 seconds, there’s guts enough on tap.

What there isn’t, is much in the way of fireworks. There’s a dependable rocket of 203ft lb of turbocharged torque from 1700rpm; admirable and potent, yes, but largely unwilling to deviate from its flat trajectory. Granted, our test car was very tight and forced to occasionally work at altitude, but revving it out was not addictive, frenzied fun – especially when the accompaniment is a restrained babel of whistle and whine.

The emphasis on flexibility over thrill is perceptible in the chassis, too. While stiffer springs have been fitted, the ride height has only descended by 8mm; give the steering wheel a quick jiggle and the 208 bobs merrily on its travel rather than instantly hunting for a change of direction. This leeway helps give the GTI a degree of leniency: fraught road edges are nibbled away somewhat, and on the low frequency disturbances of French surfacing, it actually rides rather well.

The obvious downside is a touch more lean when you start to tie it on. But – in a way that could be almost described as quintessentially Peugeot if so many years hadn’t passed between this car and the 306 GTI – it’s all neatly steadied before it becomes a real problem; and the 208 eases organically into its grip and line. The steering, it must be said, is a better rudder than it is guide – as we discovered in the prototype, the weighting is a wee bit wooden and isn’t capable of conveying much detail.

However, it’s not over unduly inhibited with torque steer, and its quickness (aided by the steering wheel’s dimensions) delivers enough nimbleness to keep you interested. From there the chassis takes up the reins: there’s balance and responsiveness here, and through medium fast bends, the appreciable sense that the car is pivoting at midships. Doubtless for some there won’t be enough susceptibility to wet ‘n’ wild mid corner throttle adjustments, but (in dry conditions) there’s sufficient rear-axle involvement to help trim the angle of attack.

Try harder and the 208 will cock a showboating back wheel in frowning concentration; pushing back earnestly until excess power cheerily smokes the inside front tyre. While the lack of a limited slip differential makes the latter inevitable (although the ESP has clearly been tuned to stay on top of foolhardy throttle inputs) there’s adequate traction beforehand to allow the GTI to flit through an apex in satisfying style.

Should I buy one?

Well, isn’t that the question of the moment. It’s rare that three newcomers to such a small niche all arrive at the same time, and clearly the scene is set for quite some group test later in the spring. We’ll save the real buying advice for then, but this first look at the 208 GTI does at least confirm a few things.

Most notably, much like its rivals from Renault and Ford, it is no barnstormer. That Peugeot has not returned to the raw freneticism of the 205 (spoiler alert: it never will) should not be greeted with much undue disappointment – it was, after all, predictable – but it does mean that the old Clio 200 Cup has no rightful successor.

Doubtless a further 100kg saving, zingier engine and stiffer chassis intent would have supplied a car closer to enthusiasts’ hearts but, this is, as it was meant to be, a congenial little hot hatch; easily bearable around town, usable on a commute and just enough of a giggle when the whim or right occasion arises.

Its manufacturer was once a master at balancing these attributes, and there’s enough here to suggest that the 208 GTI can enter the forthcoming fray with its head held high. For its patient fans, that revelation alone is worthy of celebration. Welcome back to the ring, Peugeot.

Price £18,895; 0-62mph 6.8sec; Top speed 143mph;Economy 47.9mpg; CO2 139g/km; Kerb weight 1160kg; Engine 4 cyls, 1598cc, turbocharged petrol; Power 197bhp@5800rpm; Torque 203lb ft@1700rpm; Gearbox Six-speed manual