As can be seen in the images, the facelifted model has a received a new front fascia with a revised grille that proximately features their new wreathless crest. Additional changes are limited, but the car will be available with two new exterior color including Crystal White Tricoat and Dark Adriatic Blue Metallic.

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Interior updates are relatively minor but include refreshed upholstery and trim combinations as well as additional safety and convenience features. The car also gets Siri Eyes Free compatibility, a Text Message Alerts function (which can read text messages aloud) and a Teen Driver function which enables owners to set a radio volume limit and a speed warning between 40-70 mph (64-112 km/h). Buyers can also opt for a new Cadillac DockSpot which is an inductive charger which can recharge compatible smartphones wirelessly.

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Other Interior features include:

OnStar 4G LTE connectivity with built-in WiFi hotspot (included with Cadillac CUE)
Bluetooth phone and audio connectivity with natural voice recognition
Text-to-voice, which converts incoming text messages to speech and reads them over the audio system speakers
USB, auxiliary and SD memory card ports
SiriusXM Satellite Radio with three-month trial subscription
Reconfigurable 5.7-inch, three-window instrument panel cluster display
New power-assisted tilting and telescoping steering column added to the Premium Collection
Full-color reconfigurable head-up display.
A Bose® premium audio system with Active Noise Cancelation technology is standard on all models and on ATS coupe; it includes electronic sound enhancement when equipped with the available premium surround sound audio system. It differs from other manufacturers’ systems that pipe recorded engine sounds through the audio system. ATS electronic sound enhancement enhances only the car’s authentic powertrain sounds to support the performance experience
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Engine options have been carried over and include:

A 2.5-liter four-cylinder which churns out 202 bhp (151 kW) and 191 lb-ft (259 Nm) of torque
A turbocharged 2.0-liter four-cylinder which churns out 272 bhp (203 kW) and 295 lb-ft (400 Nm) of torque
A 3.6-liter V6 churning out 321 bhp (239 kW) and 275 lb-ft (373 Nm) of torque

aunched the new facelift Audi A6 Matrix. The Matrix of course refers to the Matrix headlamps that were first seen in the Audi A8. These are a direct evolution of Audi’s LED headlights with the high-beam comprising of 19 small, individual light-emitting diodes per unit that can be switched on and off or dimmed individually as needed. Along with the four reflectors, they deliver a phenomenal 966,105,422 different road illumination configurations! This enables the headlight system to react to oncoming or preceding vehicles and blank out light with great precision while continuing to fully illuminate the rest of the road. As soon as the cameras in the A6 detect another oncoming vehicle, the new headlights switch off or dim individual LEDs within them in the blink of an eye. Oncoming and preceding vehicles are thus excluded from the beam of light and are not blinded, while all other areas between and adjacent to them continue to be fully illuminated. After the oncoming traffic passes, the high beam once again illuminates the previously excluded areas with full power. The A6’s new headlights provide a good solution as they not only are friendly to oncoming vehicles, but at the same time they also illuminate more of the road ahead.

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Other than the headlights, the A6 also has some other new bits. The single frame grille at the front is wider and its six corners are somewhat more striking. The bumper has also been redesigned and the trim stripes over the side windows are in high-gloss black. Audi say the 2.0-litre TDI engine now generates 190PS with power output having increased by seven percent and fuel efficiency by five percent. They also say the 7-speed automatic transmission is new.

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On the inside, I really like the new matte textured wood trim and the chunkier gear knob. But the highlights for me continue to be the A6’s overall size. With a length of 4.93 metres and width of 1.87 metres, it’s neither small nor very big. In my opinion, it’s just the ideal size luxury car for Indian driving conditions. The adaptive air suspension also ensures it offers very good ride comfort and suppresses almost all road irregularities in an appreciable manner. Even in the dynamic mode which offers sportier engine response and tighter body control, the ride quality is not too stiff or jarring. I particularly like the custom feature where you can customise the driving mode and ride comfort mode to your preferences. I like driving it with the steering made a little stiffer and the ride softer. It’s a good combination for fast driving, without being bounced around. The Bose Surround Sound System with 600-watt output is very impressive. As is the 530 litres of boot space.

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For now, Audi is only offering the A6 with the 2.0-litre TDI diesel engine and front wheel drive. Yes, the Quattro all wheel drive system is not available. The facelifted A6 is priced at Rs 49, 50,000 ex-showroom New Delhi and Mumbai.

eached the Vashi toll booth, long queues, irritated and impatient commuters honking, the truck smoke hangs heavy in the air. From the corner of my eye I can see a silver Duster precariously darting in and out of the snaking queues, honking madly, flashing lights wildly and generally making a nuisance of himself. I spot a flag of India stickered onto his bumper and another dangling on his dashboard that looks a bit sarkari, and I can only surmise he’s with some government office trying to bulldoze his way through. I look away as the queue ahead of me crawls forward and then I notice the Duster has crept up to me. The rear passenger window is rolled down and I notice a burly moustachioed man, shiny Ray Bans, white shirt unbuttoned to his navel and gold jewellery everywhere grinning like a school boy. He’s obviously seen the Mahindra TUV300 I’m in and so I expect a barrage of questions which come up in just a few seconds. As the two of us crawl forward there’s a volley of questions and answers yelled out between him and me. How’s it? Worth the money (he thinks I’ve purchased it)? Enough interior space? What about the engine? Fortunately he does not ask about the mileage, probably guessed that the TUV300 is too new for me to know what sort of mileage it delivers. Seconds later and with the banter drying out, he raises a hand in a sort of gesture that looks as if he’s blessing me and he’s off. Obviously he does not stop to pay a fee at the toll booth but I do. And the booth attendant begins, oh is this the new Mahindra TUV300? How’s it? There we go again…

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I’ve been encountering questions and inquisitive stares all the way from Mahindra’s plant in Chakan to Mumbai. Cars have zipped over to me on the expressway only to slow down next to the TUV300, then move ahead, then pull back, move over to the other side and finally when it looks like the driver’s all ready to literally drive into my seat, zip off again. It’s alarming to see just how much attention the Mahindra TUV300 is attracting. And it’s not even a handsome SUV. In fact when I first saw images of it circulating on the web I thought it was downright ugly. So ugly in fact that I was about to pen down a column for our website questioning the ability of Mahindra’s design team. I didn’t, wanting to see it for myself in the flesh before I cemented any opinion. And it’s not bad, it’s not great either but the TUV300 is a good place to start off for Mahindra to build critical and lasting design aesthetics.

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The TUV300 first off all I must say is imposing, for a sub 4-metre SUV the TUV300 almost dwarf’s its closest competitor, the Ford EcoSport. Despite staying under that length limit, Mahindra have managed to pull off a vehicle that looks larger than it should. That also means it has a fairly strong presence which manages to attract enough glances. Once you’ve had that first glance you should notice the minimal body work which for Mahindra is something they have never done before. No sculpting and scooping and oddly shaped surface detail. I like the neatness of the TUV300, it is to me in this sea of curvy and complicated automotive shapes that keep emerging with alacrity, refreshing! Yes it is boxy, I admit the design might take you back a few years to the days when we automotive scribes actually used the term boxy. And yet there is something that is strangely appealing to me. There is a hint of badass, mean streak in it, a slightly rugged rustic veneer that is both hard to digest yet strangely arresting. Yes Mahindra may have aped the Grand Cherokee and wrought something out of the Quanto in the overall design, but it’s getting people to take notice. And isn’t that above all the engineering and practicality, what a design must achieve to do? All the time I spent in the TUV300 I noticed enough envious or admiring stares to know Mahindra are onto something here. I’m not a fan but I can clearly see what the appeal is.

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The TUV300 (Tough Utility Vehicle) was modelled on the lines of a battle tank. Don’t ask me which one and definitely don’t ask Mahindra either, because neither of us know. As mentioned before, it’s a sub 4-metre SUV, a few millimetres shorter in length (3995mm) than the Ford Ecosport but taller (1839mm) and wider (1835mm) substantially. The chassis is reworked from the Scorpio, shortened to take advantage of the sub 4-metre duty benefits, yet it’s sufficiently rigid and is capable of loading 7 passengers. Of course more would fit and the TUV300 would happily accommodate them, seeing how Mahindra’s are greatly favoured in rural areas for being immensely strong load bearers. Perhaps that also explains why the fifth door or the tailgate isn’t the kind that opens upwards but sideways. Ever seen how a whole village loves to crowd the boot and leave the door ajar as they perch precariously on the bumper or on the outside step? Yup, the TUV300 has to be a tough utility vehicle.

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That however, does not mean it needs to be rustic and one look at the interiors will clearly indicate how far ahead Mahindra have moved in terms of aesthetics and design. That they have adopted a global design standard, the air con vents for instance are simple rectangles or square-ish and not the fancy lattice work kind seen in the XUV, is just one of those indicators. Even the simple clean lines of the dashboard playing with black and beige tones, piano black surfaces with aluminium looking plastic bezels and ordinary controls elevate this cabin to a new level. Mahindra could have used better quality materials, you can see that the finish on some of the surfaces isn’t that great but I’m not complaining as there is just so much more to appreciate in this cabin. And one of those things to appreciate is the space in this cabin, especially for the middle row. It’s generous and how, there’s ample width and knee room for three passengers and with an almost flat floor all three are bound to be comfortable no matter how far you drive. The last row or the two jump seats is the only space where two passengers would be uncomfortable as there is not enough shoulder room and they’d have to sit with their knees intertwined.

pleasure to see a company’s identity unsullied by new owners. Despite Chinese ownership, Volvo has ensured that the new XC90 is very much a Swedish machine. We’ve spent a couple of days with the flagship SUV and discovered a thoroughly impressive machine under the snazzy new skin.

Design and style

Parked next to an old XC90 it amazing to see what progress does. Besides some subtle similarities in the windowline and tail lamps, the new XC90 is almost entirely unique and quite stunning to my eyes. There’s not a single unnecessary line on the body and it is a design that is striking without being weird. The shape is taut and muscular without any of the curviness from the old SUV. The ‘Thor’s hammer’ headlamps look stunning alongside the large oval grille, which if you peer through, you’ll see that all the air intake areas are shut off. They open when the engine needs to breathe or cool and shut off at cruising speeds to improve aerodynamic efficiency, and thus fuel efficiency. It’s not just a pretty face, and has a sleek rear end with those large chiselled LED lamps and quad exhausts. Just like the V40 I drove a couple of months ago, the XC90 turns heads like no other car in its segment. The XC90 is nearly 5m long but conceals its bulk well and doesn’t come across as a behemoth like the Mercedes-Benz GL.

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The insides are a similar story – handsome, well thought, out and clutter free There are three leather shades available – black, beige(what you see here) and blonde. The dash is garnished with lovely non veneered wood. Leather and wood are great but Volvo added some drama with a diamond knurled finish for the metal knob that you twist to start the car and the driving mode scroll wheel. Where your average luxury SUV would have about 30 buttons on the dash the XC90 has just eight. The rest is all taken care off by Sensus, Volvo’s new in-car OS that works off a large 9-inch touchscreen display. The screen lies in the multilayer, leather wrapped dashboard and it responds very well to the touch, even with gloves. It is, however, a massive fingerprint magnet.

Sensus is a very comprehensive system that allows you control over every aspect of the car, be it media, airconditioning, seat position, driving modes or assistance systems. I found the system throws up large amounts of information on the screen which is confusing and will take a while to get used to. Sensus works with the all digital instrument cluster as well. It’s console has customisable themes but isn’t quite as crisp and versatile as the system in the latest Audis.

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More Scandinavian minimalism shows in the leather wrapped key fob that has all buttons hidden away on the sides. Volvo also throws in an extra waterproof key fob on a lanyard that you can carry if you are going anywhere with the possibility of getting wet. How thoughtful is that? Where the top end Inscription model really scores is in its 19-speaker 1400watt Bowers and Wilkins sound system – one of the best car systems I’ve heard yet.

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In terms of sheer comfort, this is a fantastic cabin. It’s airy thanks to the huge sunroof and the large windows ensure that visibility is excellent. The front seats have been designed with inputs from orthopaedic doctors and are heated and cooled as are the contoured reclinable seats in the middle row. The spacious middle row gets two zone climate control which can be adjusted via a touch screen control. The centre seat in the middle row can be used by grown-ups but features a unique upward folding squab that allows a child to sit higher which Volvo says is good for safety and also allows the child to enjoy the view outside. Even the third row is reasonably spacious for short distances. Boot space is sufficient with the third row up and massive when folded down.

Engines and performance

The new Volvo XC90 has one engine option – a new 4-cylinder twin turbocharged diesel that displaces just 2.0-litres. This is a considerably smaller motor than the V6 diesels from the competition and it shows on paper, with just 225PS and 470Nm. Despite the lower numbers, the engine is actually quite likeable. It has a linear spread of power that builds from under 1,500rpm but it is also eager to rev out all the way to the 5,000rpm redline. The motor feels peppy but you do miss the sensation of huge bottom end torque that the V6s offer. Cabin insulation is excellent and under hard acceleration the motor produces a smooth and likeable roar. Sadly, the sporty rumble of an exhaust note that we loved from the old 5-cylinder Volvo diesels is gone.

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Power is sent to all four wheels via an Aisin 8-speed automatic. The box is smooth and snappy between gears but I found that getting off and then back on the throttle generates some lag as the gearbox ponders on which gear you need. The lack of paddle shifters or a Sport mode for the gearbox means having to use the gear selector to manually shift if you feel like it.

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Our tests recorded a 0-100kmph run that took just under 9s; decent but way off the brisk 7.3 seconds it takes the BMW X5 to hit the same speed. Performance is more than adequate, but I suspect the Volvo XC90 may struggle a little with fast overtakes or on steep inclines when fully loaded. The overall fuel efficiency of 10.8kmpl is respectable for a 2-tonne, 5m long vehicle, but again, not considerably better than the X5.

Ride and handling

Air suspension is standard on the the Volvo XC90 in India. Ride is magic carpet smooth on good roads and stays comfortable on slightly rough and scarred surfaces. On these 20-inch wheels it does have a firm edge on broken surfaces and the rear tends to thud through sharp potholes.
Switching from Comfort to Dynamic mode weighs up the steering and suspension but the change isn’t drastic. Pushing the XC90 generates some body roll but it is well restrained and there’s masses of grip thanks to the all-wheel drive and fat 275 section rubber. It is capable but the XC90 would much rather settle into a gentle cruise.

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There’s also an off-road mode that works below 30kmph. It raises the ground clearance by 30mm from 238mm to 268mm and primes the gearbox and throttle maps for low speed response. While this isn’t a hardcore mud-plugger it should handle anything most owners will throw at it, mining barons included!

I hopped into the old XC90 for a bit and found the new one feels bigger, faster and more refined. The only thing I missed was the old hydraulic steering – that lovely weight and feel being something from a bygone era. Still, the light and direct steering helps place the XC90 well and it doesn’t intimidate much on narrow country roads despite being longer than the latest Q7.



Conclusion

The Volvo XC90 starts at Rs 64.9lakh ex-Delhi for the Momentum and jumps a sizable amount to Rs 77.9lakh for the Inscription. Where does all that extra money go? A large chunk would be towards that spectacular sound system but the other features add up too, like the fine Nappa leather, head-up display and heated/cooled front and middle seats. The heart yearns for the Inscription but simple math says that the Momentum is an excellent deal. It has the air suspension, full Sensus system, big sunroof, a 10-speaker 330W sound system and also comes with smaller 19-inch wheels, which will only improve the ride quality.

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Momentum or Inscription, there’s no doubt that the XC90 stands out from the crowd and that it’s interiors feel unique and special, much more so than the typical German cabin. It’s no driver’s car but it is an absolute pleasure to be in. Volvo already has 266 bookings, more than half the allocation of cars for India this year. There’s no doubt the XC90 is going to do good things for Volvo in India. It deserves to.

Something strange happened over the course of the last few years. I began to hate cafe builds. I know, you would think they would be right up my alley. Maybe I just got tagged in one too many Instagram pics of some dude's "build" that consisted of a Triumph Bonneville with British Customs bolt-on parts, but somewhere along the way I just stopped caring. However, once or twice a year, someone builds one that's so beautiful and looks like so much fun to ride, I forget I hate them and they remind me how cool custom bikes can be. With that said, I present the Mighty Motor Bavarian Scrambler. The Mighty Motor Bavarian Scrambler The Mighty Motor Bavarian Scrambler. Photo by Sinuhe Xavier.About the builders The Mighty Motor is a blog started by LA-based designer Shaik Ridzwan and Overland Journal Creative Director Sinuhe Xavier. Their site covers a wide variety of cool bike builds, events, and adventures the guys get to participate in given their other endeavors. Along with The Bullitt Blog, it's the only site of this sort I actually follow, because they create a lot of original content and don't just re-hash stuff, like your average Tumblr account. The Mighty Motor Bavarian Scrambler Photo by Sinuhe Xavier. The story goes like this: Shaik was hanging out with his friend (and master builder) Max Hazan, bitching about the current state of motorcycles, as most guys into bikes of this sort normally do, and they started kicking around the idea of a build. Max's builds would normally be considered "show builds," and the idea of doing something so useful interested him, especially given Shaik's taste and talents as a designer. Shaik found the donor bike completely stock and started drawing.  The drawing board. Photo by Sinuhe Xavier. With the Dakar R80/GS as aesthetic inspiration, the guys wanted to keep the performance fairly similar to a stock bike, to keep it useful. The idea was to engage people visually, but still actually enjoy riding the thing on a regular basis. About the bike The Mighty Motor Bavarian Scrambler Simply the most beautiful exhaust I've ever seen. Photo by Sinuhe Xavier. The bike started as a 1991 BMW R100R, which Shaik found completely stock. God bless the Internet. The tank, fork, instrument panel, and brakes are all original. Most of the changes were done to cut weight or to improve engine performance. A set of 36 mm Dell'Orto carbs replaced the stock, 32 mm Bings, and the airbox was tossed in favor of race foam filters. Shaik drew the designs for the completely custom-fabbed exhaust that Max created, which uses the existing headers, but runs the pipes to the opposite side of the single-sided swingarm to keep some visual balance. They are then finished with Supertrapp end caps. The subframe was made completely from scratch, as well, because they wanted a higher and slightly more forward seating position to make the bike more comfortable, and to make the transition from sitting to standing easier. The boys shaved countless tabs and brackets from the frame and moved the battery to where the stock air-box used to live, for a total weight savings in the neighborhood of 45 pounds.  Photo by Sinuhe Xavier. One of the first things I noticed was the beautiful leather seat, which was actually made from the perforated leather from an old Mercedes Benz seat. I know, the hipster is strong with this one, but the result is gorgeous.  Photo by Sinuhe Xavier. To keep with the Scrambler motif, the bike got Pirelli MT90AT dual-sport tires, a rear rack, and a custom-built and easily removable metal pannier for carrying spare gas canisters and some tools. The pannier is a work of true beauty. The guys wanted to pay a little homage to the GS, as a utilitarian bike. Plus, it's a nice place for some tools and a beer for a Sunday ride to the beach. They didn't want an ugly mounting bracket for the times the pannier was off the bike, so they modified two bicycle quick release attachments and attached them to the subframe, where they wouldn't be noticed. Riding the Bavarian Scrambler The Mighty Motor Bavarian Scrambler Photo by Sinuhe Xavier. "Scrambler" is a very interesting term, and is one we see thrown on pretty much any retro-styled bike with semi-knobby tires on it. Obviously, the Bavarian Scrambler isn't going to have the plush suspension of our Honda XR650L long-termer, or any of the current dual-sports found on dealer floors, but for a bike more than two decades old, this thing is pretty capable of tearing up a fire road or two. Short of fire roads and time, I took the bike down into the Los Angeles River, where the lack of traction is provided by seaweed, debris, and whatever mutants are growing down there. The stock R100R made about 60 horsepower and weighed 480 pounds. The Bavarian Scrambler comes in at about 430 pounds and 70 horsepower, and, when paired with a more dirt-bike-like riding position, makes for quite a fun motorcycle to ride. They managed to keep enough of that "old BMW" feel, the way the engine sort of chugs along at idle and shimmies as you get on the gas, and combine it with performance capable of keeping up with 2014 traffic. The Mighty Motor Bavarian Scrambler Photo by Sinuhe Xavier. Outside of the stiff suspension, I was incredibly impressed with riding the Mighty Motor Scrambler. The guys did a great job at chopping off unnecessary bits, and the bike felt both lighter and more narrow than other classic BMWs I've ridden. The exhaust and new carbs provided responsive performance that made spinning the rear tire around the riverbed fun to no end. In my opinion, the only really good reason to build a custom bike is to make something that rides how you want, while also looking how you want... or to sell it to someone to make money. Roland Sands is my favorite builder at the moment because almost all his builds have me half terrified and half curious about what they would be like to ride. As soon as I saw the Bavarian Scrambler, I knew that getting some beauty shots of the bike and learning about its roots were never going to be enough. Part of my criteria for what makes a build interesting is that it has to make me want to ride it. This one did, and that's why it's one cafe build I don't hate at all.

Mini maxi? Is that a thing? OK, so maybe I just made it up. But what else do you call scooters that resemble the maxi scooters (better wind protection, freeway-capable, etc.) but are mini in size? Suzuki and Yamaha have released models that fit into this market niche I just labeled, so let's just go with it. The bikes Suzuki Burgman 2002014 Suzuki Burgman 200 ABS. Suzuki photo. The 2014 Suzuki Burgman is powered by a 200 cc single-cylinder, liquid-cooled and fuel-injected engine which makes 18 horsepower. It rolls on a 13-inch front tire and 12-inch rear, and has a wheelbase of 57.7 inches. The Burgman has a wet weight of 359 pounds and a 28.9-inch seat height. Underseat storage is rated at 10.8 gallons, enough to hold two full-face helmets, and it has another 1.5 gallons of storage between the two smaller front bins, one of which is lockable. The lockable storage also has a 12-volt outlet for charging cell phones and other electronic devices. The fairly small 2.8-gallon tank sits low, which helps keep the Burgman feeling mini. Front suspension is handled by a conventional 33 mm fork, while the rear is a pair pre-load-adjustable shocks. Stopping power is provided by single discs at the front and rear, which also get the same Nissin ABS control unit Suzuki used on the Hayabusa. Yamaha SMAX The 2015 Yamaha SMAX is nimble for urban duty, but still freeway-capable. Yamaha photo. The 2015 Yamaha SMAX is a 155 cc single pot which puts down 14 horsepower. It, too, is both liquid-cooled and fuel-injected, and is paired with an automatic clutch and continuously variable transmission (CVT) to eliminate shifting. Yamaha claims fuel economy at 81 miles per gallon, which isn't half bad for a scooter that, by being larger than 150 cc, is freeway-legal. Yamaha felt its biggest competition was the Honda PCX150, and took a number of steps to try to improve upon Honda's little scoot. The frame is all new, with a step-through design that makes getting off and on the scooter easier and leaves room for an aftermarket storage bag that fits between the rider's legs. The instrument panel is also all new and actually looks like one from a real motorcycle. It includes a digital speedometer, analog tach, clock, trip meters, warning lights, and even a gas gauge. Yamaha really tried to think the SMAX through and consider what people used scooters for. Their polling told them 34 percent of scooter riders used their scoots for getting to and from work, while another 16 percent used theirs for running errands around town. This information guided many of Yamaha's decisions on the SMAX, from the rear shock, which is mounted horizontally to get out of the way of the 8.5-gallon under-seat storage area, to the flip-down hook and large storage compartment below the handlebars. Yamaha is serious about freeway capability, too. The SMAX rolls on 13-inch wheels front and back, and on Kenda tires that were specifically designed to provide a larger contact patch and provide more stability at higher speeds. The 120/70-13 front and 130/70-13 rear should offer a more confidence-inspiring ride than the 90/90-14 front and 100/90-14 rear tires on the Honda. The SMAX also has a 267 mm wave-type disc brake up front and a 245 mm disc in back, another area where Yamaha aimed to outdo the Honda's 220 mm front disc and rear drum brake. The rides If it seems odd that I'm comparing the Yamaha and the Suzuki, instead of the Yamaha and the Honda, consider this: The Yamaha pretty much eats the Honda's lunch while the Yamaha and Suzuki actually make an interesting comparison, because they're slightly different takes on this new mini-maxi scooter segment (yes, the one I just made up).  Scooters were made for the Gaslamp Quarter. Riding the 2014 Suzuki Burgman 200 ABS. Suzuki photo. Also, both Yamaha and Suzuki held their press launches in San Diego, with the ride consisting of almost all of the same areas and riding conditions. I didn't show up to the Yamaha launch last week intending to compare the two, but when you find yourself on the same roads in the same conditions — it's hard not to spend the day making those mental comparisons. Both scooters are touted as freeway-capable. The extra horsepower on the Suzuki really stood out during the freeway stint on both bikes, and I felt far more comfortable cruising at 80 mph or so and moving through traffic. I may have even seen speeds into the mid 90s, but I promise that was totally an accident. The Yamaha, on the other hand, maxxed out around the high 70s, although I was able to hit 84 mph during a downhill section on the freeway while drafting. The difference is that while both bikes will run with the pack, the Burgman made me feel like I had as much right to be out there as any car, while on the Yamaha, I felt like I was excited to be let into the club. Around town both the Burgman and SMAX are very competent little machines. Both handle admirably and felt both extremely maneuverable yet completely stable. Both bikes use similar 33 mm front forks, but the adjustable twin shocks at the back of the Burgman soaked up road bumps much better than the SMAX's single shock. I wouldn't be doing my job as an evaluator if I didn't attempt to drag some hard parts on both, which I was able to do on the SMAX fairly easily, but the Burgman allowed much more lean angle and seemed to prefer I drag a knee or elbow before scratching its hard bits. The good While the Yamaha SMAX is a budget, entry-level scooter, it does not look like one. While the styling isn't the best for catching the eye of that cutie at the café, Yamaha didn't use the price as an excuse not to give you your money's worth. The instrument panel gives you far more information than you would expect, with an aesthetic that looks beautiful and mature. LED lights are a nice touch, as are the press-to-release passenger footpegs that snap out when depressed. Earlier this year, I bemoaned brands not paying attention to the finishing touches on a bike, and the Yamaha SMAX is a beautiful example of a company acting like it cares about the products that carry the brand. Yamaha SMAX 2015 Yamaha SMAX. Yamaha photo. Spending time on the Burgman 200 had me wondering if there was really any point to the Burgman 400. The 200 really is that good. Where other scooters still leave you with that "I just need a little bit more power" feeling, the Burgman has enough for everything you might need to do. You can cruise and even pass people on the freeway, enjoy the twisties, and use it for daily commuting or grocery shopping. The bad Fuel economy on the Burgman was in the 60 mpg range during our press ride. Not that 60 mpg is bad, but compared to other machines that get 80 to 100 mpg and are still freeway-capable, it isn't the best. Suzuki Burgman 200 The Suzuki Burgman 200 is freeway-legal, and freeway-capable. Suzuki photo. At just over six feet tall, I found the SMAX to be pretty cramped. Most scooters have a flat foot area and a floorboard that is angled upwards into the front fairing, but the angle on the SMAX was too steep to use comfortably. The Burgman, on the other hand, felt much better ergonomically. Neither scooter is going to win any beauty pageants, but the Burgman is a particularly silly looking thing. It looks much more like someone shrunk a maxi scooter to make it more around-town capable, whereas the SMAX looks like someone beefed up a normal scooter. The CVT used in the Yamaha SMAX felt a little clunkier and had more lag while switching gears than the Burgman's. At times, it would stay in a gear for too long or downshift awkwardly, which made for not the smoothest of rides. It's hard to expect too much more from a scooter at this price point, but the transmission in the Burgman felt noticeably nicer. Which one should I buy? This is a really tough question. The Yamaha SMAX has an MSRP of $3,690, while the Suzuki Burgman 200 will run you $4,999. Yamaha SMAX 2015 Yamaha SMAX. Yamaha photo. If you're one to look at just the numbers and which is a better bargain, I would say the Yamaha SMAX is the scoot for you. It will do the freeway, and do so safely. If you rarely need to get on the highway or only need to for brief stints, you really can't do better for the money. For my money, however, I would buy the Burgman 200. I preferred how much better it ate up road bumps and those few extra ponies were really noticeable, which would be important for my frequent rides on the freeway or down the six-lane Pacific Coast Highway. Plus, having ABS is huge. Have you considered a scooter in the mini-maxi segment? Which one is the most appealing to you?

I just spent the cutest month of my life with the 2015 Vespa Primavera. Let me tell you about living that #scooterlife.  We presume the optional front luggage rack is a good place to strap a baguette. Photo by Scott Sorenson. Riding a scooter requires a completely different mindset from riding a motorcycle. The bike The Primavera is actually a new model for Vespa, launched at the 2013 EICMA show as a 2014 model. It replaces the Vespa LX model and brings about some significant changes in how Vespa is moving forward with its product line. The Vespa Primavera is powered by a 150 cc three-valve, single-cylinder engine, which makes 13 horsepower and 9.5 foot-pounds of torque and gets a reported 118 mpg. While we usually don't put a ton of stock in manufacturer reported mpg numbers, I put gas in the Prima one time during the month I had it. Vespa PrimaveraUnderseat storage for your helmet or groceries. Photo by Scott Sorenson. The Primavera's sheet-metal construction makes it 150 percent stronger than the outgoing LX models, according to Piaggio. The engine mounting system is new and uses an extra positioning arm, as well as a stop with a rubber, double-absorption damper to reduce engine vibrations felt in the grips, floorboards, and seat. The front suspension is also new, and now features a hinged lower shock mount instead of being bolted directly to the trailing arm. This allows it to keep the correct relationship to the arm even at full extension. This is intended to reduce lateral bending and slide friction, which allows for more precise steering and a smoother ride.  The 2015 Vespa Primavera is made for riding to a European café or a California beach. Photo by Scott Sorenson. The Primavera weighs 258 pounds (dry) and has a wheelbase of 52.75 inches, two inches longer than the outgoing LX. Testing the Primavera  Testing the Vespa Primavera. Photo by Scott Sorenson. Scooters fall into two groups: utilitarian and stylish. Recently, we compared the Yamaha Smax and the Suzuki Burgman 200, two utilitarian scooters that are uglier than almost anything on two wheels, but that can do pretty much everything a motorcycle can do for half the price and with twice the fuel economy. Then, there are the style scooters, which traditionally haven't offered the same kind of performance as the utilitarian ones, but do bring about the nice benefit of transporting you instantly to a California beach or a European city center, as soon as you place your feet on the floorboard. The Vespa is the poster child for the latter and, luckily for me, I live on a Southern California beach. Only a completely customized cafe racer or Harley can make you feel more like you're letting the bike down by not dressing for the part than the Vespa. So much so, that you sort of forget about class-leading storage or needing it go on the freeway. You aren't buying it for how it can make your life cheaper and easier, you're buying it for how it makes you feel.  2015 Vespa Primavera. Photo by Scott Sorenson. I can't believe I'm about to publish this on the internet, but the Vespa makes you feel cute. Not cute in the attractive sense, more cute like Taylor Swift. It puts a stupid grin on your face which, when paired with the scooter, seems to put a grin on the face of everyone you pass. Little old ladies tell you how adorable you are as you park, girls smile or wave as you zip through traffic or apply liberal amounts of rear brake to screech to a halt at every opportunity. Real "bikers" find you so cute that you actually seem to become invisible to them and not a single one will wave, even when you flap your hand wildly as you pass. During my time with the Primavera, I got very comfortable living the scooter life. So much so that having to step over the seat to get on a motorcycle seemed downright awkward.  Who says you can't be a hooligan on a scooter? It just takes more planning. Photo by Scott Sorenson. Stacked up to the scooters we compared a few weeks ago, the Primavera struggles to be competitive in the performance areas. Its 150 cc single topped out about 60 mph, barely fast enough to ride along the Pacific Coast Highway and definitely not capable of hanging on Los Angeles freeways. However, given the 11-inch wheels it rolls on, I don't think I would really want to see the little Vespa pushed much faster. Steering is incredibly sharp, so much so that I always made sure to keep a hand on the bars at all times. Primavera highlights The Vespa Primavera is a beautiful scooter. Vespas have always been stylish, and this all-new scoot does a great job of blending old lines with newer technology, like LED running lights and an updated instrument panel. Everything from the headlight to the paint are absolutely stunning, which makes for quite an eye-catching little scooter.  Fit and finish on the Vespa Primavera are top-notch. Photo by Scott Sorenson. At somewhere in the neighborhood of 115 mpg, the Primavera is very economical. I only had to put gas in ours one time in the month that we had it, and I put almost 400 miles on it. I love that Vespa left the rear as a mechanically operated drum brake. The hooligan in me wishes more bikes had a lefthand rear-brake lever sans ABS. Sliding the rear of something like the Primavera literally never got old. Primavera lowlights I was sad to see the Primavera struggle to keep pace down roads like the Pacific Coast Highway or other normal roads with higher speed limits. After spending time on the Smax and Burgman, I had become accustomed to pairing scooter sensibilities with the ability to ride longer distances. Sadly, the Primavera seemed determined to stay within a relatively small radius of my house. It was just too slow to pull its weight for normal Southern California day-to-day life.  Classic lines that define "scooter" for traditionalists. Photo by Scott Sorenson. The lack of a sidestand was annoying to no end. Sure, putting the thing up on its centerstand was cute and kind of fun in the right circumstances, but most of the time I just wanted to slide out a side stand and be on my way. The competition  Test-riding the Vespa Primavera. Photo by Scott Sorenson. It's hard to find a direct competitor for a bike like the Primavera. Sure, there are other 150 cc scooters, but not with the Primavera's classic styling. With an MSRP of $4,799, the Primavera is in the same price range as the Smax and Burgman 200, but it has a completely different skill set and personality. With the Yamaha Vino 125 no longer available, the only similarly styled scooters are 50 cc models like the Vino Classic and the Honda Metropolitan. The other alternative is a larger Vespa model, but those start at nearly $2,000 more expensive. Conclusion The Vespa Primavera is the perfect scooter... for a very specific buyer. If you or your significant other wants something cute to ride around town on, there simply isn't a better option. Vespa made a host of updates to the old LX that really improved performance and comfort, but kept the price much more entry-level than the $10,500 Vespa 946.  Ride a Vespa Primavera and life is a dreamy glow, apparently. Photo by Scott Sorenson. During my time with the bike, several friends' wives and a neighbor or two all asked me about the scooter and mentioned they had considered getting one. Again, this isn't for the utilitarian "most bang for your buck" crowd, but for those who want a fairly cheap bike that costs next to nothing to run that will get them around town stylishly. If there was ever a vehicle that embodied our "form over function" love of two-wheeled things, the Vespa Primavera is it.