WHEELS On THE ROAD

Mitsubishi Montero

2008-05-06T09:31:00.000-07:00

The latest from Hindustan Motors (HM) and Mitsubishi, Montero is actually the third-generation Pajero. HM brought in the second-generation Pajero to India in 2002.Therefore, to have two different-generation but same products in the market could lead to confusion. So, the car will be called Montero in India. It is called Montero in the U.S., Shogun in the U.K. and Pajero elsewhere.

The new Montero is a completely revised car with a new common-rail engine, brand new interiors and a new face as well.

The timing for the Montero is perfect; people’s spending power is increasing and they are enjoying the outdoors a lot more. The vehicle is configured appropriately to fit into the super-luxury segment. The Pajero launched in 2002 was also aimed at the luxury segment but didn’t do too well as it wasn’t priced right, was not very comfortable and the interiors failed to make an impact. So with the new and better Montero, Mitsubishi and HM are hoping to enjoy success.

Design and engineering

The upright, elongated stance of the earlier car is retained in the new Montero and makes it look imposing, while heavy side cladding and the tailgate-mounted spare wheel add to the Montero’s SUV silhouette. The new face of the Montero is eye-catching and a huge improvement over the older car. It is built on a stiff monocoque chassis, which has a built-in ladder frame. The all-independent double wishbone front and multi-link rear suspension used on the earlier Montero is carried forward here as well but with several upgrades. There is also a carbon fibre-reinforced driveshaft, massive 332mm brake discs front and rear, anti-lock brakes as well as stability and traction control.

Interiors

The new Montero fits the profile of a luxury car far better than the old one. Plastic used on all buttons, knobs and anywhere else is of top quality and the dash is finished in two tones: non-reflective black for the top and beige leather for the bottom half. The interiors are covered with quality soft-feel materials and leather. Steering wheel-mounted controls, cruise control and a comprehensive trip computer are just some of the goodies that come with the car.

The seats are quite comfortable and the driver and passenger seats are powered and you get lumbar support and side airbags. There is lots of space for the middle passengers as well. However, since the floor is high, the middle seat remains low and hasn’t got proper thigh support which can cause discomfort. The last row of seats has no legroom or thigh support and is only good for seating kids on short journeys. However, on the upside, this seat can be folded out of view into the floor and creates extra space for luggage.

Engine and performance

The new common-rail motor from Mitsubishi has been in the coming for a while now and is finally here. It displaces 3.2 litres and produces 165bhp and a hefty 39kgm of torque, which is not much more than the outgoing direct-injection motor. Refinement levels have improved but again, not by much. Idle is pretty silent and vibrations are well damped, but under load there is still a lot of diesel clatter. This is particularly noticeable when the car is accelerating and detracts from the now-otherwise luxurious feel of the car. Performance is only adequate, the new Montero being significantly slower than the older model. The power-to-weight ratio has dropped which has impacted acceleration. The dash to 100kph comes up in a leisurely 15.2 seconds and it takes 35.2 seconds to reach 140 from rest.

The short first and second gears help make the car quite driveable in the urban crawl. There always seems to be sufficient power on hand and turbo lag, though present, does not prove to be too much of a problem, the Montero lunging forward smartly with a tap of the throttle. Overtaking is also not much of a problem, the Montero having enough urge and power on hand most times.

Fuel efficiency

The additional safety kit and the extra features make this car is a heavy one at 2.3 tonnes and it isn’t a surprise that the fuel efficiency of the Montero isn’t all that great. It gave 7.3 kilometres per litre (kpl) in the city and 10.0kpl on the highway.

Bajaj Pulsar 150 DTS-i

2008-05-06T09:24:00.000-07:00

The reasons for the Pulsar’s triumph are its good performance, use of break-through technology, great ride quality and good fuel economy.

Technical data

Bajaj Pulsar 150 DTS-i

Price Rs. 58,200 (ex-showroom Pune)

Type: Single-cylinder, air-cooled four-stroke

No of cylinders: One

Engine displacement: 149.01cc

Maximum power: 14.09bhp at 8500rpm

Maximum torque: 1.3kgm at 6500rpm

Starting: Self and kick-start

Transmissions: 5-speed, 1-down-4-up

Tyres (f-r): 2.75x17 - 100/90x17inches

Fuel tank capacity: 15litres

Combined fuel efficiency: 52.2kpl

Length: 2055mm

Width: 750mm

Height: 1060mm

Wheel base: 1320mm

Ground clearance: 165mm

Vehicle kerb weight: 143kg

Max speed: 109kph

Ford’s Endeavour SUV

2008-05-06T09:20:00.000-07:00

The latest version of Ford’s popular Endeavour SUV has been recently launched. It is priced at Rs.15.44 lakh for the two-wheel-drive version and Rs.16.39 lakh for the four-wheel drive variant. With additional features such as two-tone paint and wood finish on the interiors, the ‘Limited Edition’ version is available for the next few months priced at Rs 16.28 lakh.

Ford expects a major part of the sales, up to 80 per cent, to come from the 2WD version, which is in line with the global trend for this model. The new SUV has a much needed power boost as the biggest change is the more powerful 143bhp, 2.5-litre common-rail diesel engine, compared to the earlier 116bhp unit.

Plans to launch the diesel version of the Fusion in October are also being made and this will be powered by the Fiesta’s 1.4-litre common-rail diesel engine.

Suzuki Grand Vitara Vs Honda CR-V

2008-05-06T09:12:00.000-07:00

Maruti’s new Grand Vitara, which was launched internationally in 2005, is here and the new Vitara bears very little resemblance to the earlier version.

This is a good thing given the original wasn’t well received as it was priced very high, not fuel efficient and had the traditional SUV underpinnings of a non-independent rear suspension bolted onto a body-on-frame chassis and this gave it below par ride and handling, especially when compared to a car.

Today’s SUV buyer wants a vehicle with the looks of an SUV but one that can perform like a car and drive well on paved roads.

While the earlier Vitara had a long wheelbase, it was called XL-7, a powerful 2.7-litre petrol V6 motor and seven seats, the new Vitara has a much smaller engine, five seats and the biggest advantage is that it is priced brilliantly. Modern soft-roaders have rugged SUV looks and a high driving position but owing to the way they are engineered, they drive like cars.

Therefore, the new Vitara has a lot to accomplish. The biggest challenge for the Vitara though is the Honda CR-V, which is its direct rival. The Honda is a very competent car as well but then again, the Vitara has that tempting price. Would it be enough to defeat the CR-V? We find out…

Design and engineering

The Honda CR-V has quite the radical design even though it hasn’t been very widely appreciated.

Built on the Civic platform, with a ground clearance of 185mm and big overhangs, the CR-V is definitely not built for pure off-road use.

The headlights on the CR-V are eye-catching and the transition from horizontal to vertical from the nose to the fenders is lost in the curves and cuts and the steeply raked windscreen is very car-like.

Suzuki is known for its off-roading prowess so it is no surprise that the Vitara has ladder-like chassis rails and cross-beams pressed into the bottom of the monocoque body for greater rigidity.

Most of us who saw the Vitara liked its looks and felt the designers efficiently balanced the straight lines of a traditional SUV and more modern flowing lines and curves.

Both cars use similar suspension systems; a MacPherson strut suspension at the front and a double wishbone rear set-up.

Other common features include ABS brakes and anti-roll bars, front and rear, to keep body roll in control.

Feature-rich

The interiors of the CR-V are fresh and it comes loaded with features like auto-folding mirrors, powered seats and steering wheel adjustment for reach to name a few.

The contoured seats are supportive but slightly hard. The CR-V has a lot of extra space and the dashboard design is quite clever and frees up a lot of space between the front seats.

The stubby six-speed lever is placed in the dash and the centre console is sharply truncated.

The interiors of the Vitara are a big let down. Nothing about the interiors makes one feel like this is a luxury car and most parts are borrowed from the cheaper SX4 and Swift.

Seat matters

However, the seats are comfortable and the front seats are wide and offer good support to the shoulders, back and thighs.

The rear seats are comfortable as well and there is sufficient legroom as one is seated high.

However, the lack of sufficient separation between the front and rear seats makes you feel cramped.

The Honda’s engine is a lot more smooth and refined compared to the Vitara.

Maruti’s new Vitara has a two-litre DOHC four. Suzuki’s J20A was engineered along with Mazda and on this car, features technology like variable-length air intake (for better low and high engine-speed torque), four valves per cylinder and lower compression for India.

Breezes uphill

The gearbox of the CR-V is light to use. If you switch to low-range via the switch on the dash in the Vitara, the low gearing make it easy to tackle the most difficult inclines.

The Vitara’s full-time four-wheel-drive running gear penalises economy while the Honda’s sixth gear gives it a huge advantage.

The Vitara delivered 6.7kpl and 9.5kpl on the city and highway respectively and the Honda delivered 7.3kpl in city conditions and 11.3 on the highway.

The winner

In contrast, the Honda has a brilliant engine and really good interiors.

It might be more expensive but we feel it is worth it and these factors contribute to the fact that the CR-V remains winner.

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Techinical data

Suzuki Grand Vitara

Engine layout: 4 cyls in-line,

1995cc

Max Power: 120bhp at

5500rpm

Max Torque: 17.3kgm at

3500rpm

Top Speed: 162kph

0-60: 5.75secs

0-100: 14.07secs

CFE: 8.1kpl

Fuel tank capacity: 66 litres

Boot capacity: 395-1386litres

Length: 4470mm

Width: 1810mm

Height: 1695mm

Wheelbase: 2640mm

Weight: 1594kg

Ground clearance: 200mm

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Honda CR-V

Engine layout: 4 cyls in-line, 2354cc

Max Power: 161bhp at 5800rpm

Max Torque: 22.23kgm at 4200rpm

Top Speed: 207kph

0-60: 4.57secs

0-100: 10.96secs

CFE: 9.3kpl

Fuel tank capacity: 58 litres

Boot capacity: 556-955litres

Length: 4530mm

Width: 1820mm

Height: 1680mm

Wheelbase: 2620mm

Weight: 1535kg

Ground clearance: 185mm

Tavera, Scorpio, Safari and Innova

2008-05-06T09:05:00.000-07:00

The Tavera, Scorpio, Innova and Safari, all come with standardised power windows, steering, remote locking and air-con in their top-end models. The Scorpio SLX is the cheapest in this group and it comes with a CD/MP3/USB player, body-coloured bumpers and internal manual adjust mirrors. The Tavera SS-D1 has all of the above plus alloy wheels and fog lamps but no electric mirrors. The Innova V comes with a dashboard- integrated CD player, electric mirrors, alloy wheels, airbags for the front passenger and driver and ABS. The Safari VX comes loaded with a reversing camera, DVD player with LCD screens, two airbags, ABS with Electronic Brakeforce Distribution (EBD) and alloy wheels.

Drive and handling

The key to city driving is to have a responsive engine; however, since the cars in this contest will be used on the highway as well, the engine needs to be powerful too. The Scorpio is the best performer of the four and the Scorpio and Safari both employ common-rail technology. No matter what gear you are in, the Innova briskly moves forward at a mere tap on the throttle. Furthermore, the Toyota gearshift is easily the best of the lot with a crisp shift quality. The Tavera puts out 80bhp and is even slower than the Safari and runs out of breath on the highway, especially if it is fully loaded.

The ride of the Innova is outstanding and low-speed ride is good with very few irregularities entering the cabin. As speeds increase, the Innova has an amazing ability of go over even large potholes without throwing the passengers around. The low stance also helps the handling — there’s far less body-roll than in the Scorpio or the Safari.

Fuel economy

The Scorpio SLX will hurt you the least financially; it returns 11.3 kpl (overall) and comes with a two-year/50,000km warranty. The Innova is the most expensive car in this competition and gives 11.5 kilometres to every litre of diesel it comes with a 3-year/1 lakh kilometre warranty. The Safari comes with an 18-month/unlimited mileage warranty and returns 10.6 kpl overall. Like the Scorpio, the Tavera too comes with a two-year/50,000km warranty and delivers 12.1 kpl.

TECHNICAL DATA

Chevrolet Tavera SS-D1

Engine layout: 2499cc, 4 cylinders

Max Power: 80 bhp at 3900 rpm

Max Torque: 19 kgm at 1800rpm

Top Speed: 135kph

0-60: NA

0-100: 24.0secs

CFE: 12.15kpl

Fuel tank capacity: 55litres

Boot capacity: 780 litres

Length: 443.5cm

Width: 168cm

Height: 176.5cm

Wheelbase: 268.5cm

Weight: 1660kg

Ground clearance: 18.4cm

Tata Safari VX

Engine layout: 2956cc, 4 cylinders

Max Power: 115bhp at 3000rpm

Max Torque: 30kgm at 1600rpm

Top Speed: 144kph

0-60: NA

0-100: 19.54secs

CFE: 10.6kpl

Fuel tank capacity: 65litres

Boot capacity: 981litres

Length: 481cm

Width: 191.8cm

Height: 192.5cm

Wheelbase: 265.0cm

Weight: 2040kg

Ground clearance: 20.5cm

Mahindra Scorpio SLX

Engine layout: 2609cc, 4 cylinders

Max Power: 115bhp at 3800rpm

Max Torque: 28.3kgm at 1700rpm

Top Speed: 152kph

0-60: NA

0-100: 16.53secs

CFE: 11.3kpl

Fuel tank capacity: 60litres

Boot capacity: 820litres

Length: 449.5cm

Width: 170.0cm

Height: 197.5cm

Wheelbase: 268.0cm

Weight: 1980kg

Ground clearance: 18.0cm

Toyota Innova V

Engine layout: 2494cc, 4 cylinders

Max Power: 102bhp at 3600rpm

Max Torque: 20.39kgm at 1400rpm

Top Speed: 146kph

0-60: NA

0-100: 17.5secs

CFE: 11.5kpl

Fuel tank capacity: 55litres

Boot capacity: 758-1128litres

Length: 455.5cm

Width: 177cm

Height: 175.5cm

Wheelbase: 275.0cm

Weight: 1590kg

Ground clearance: 17.6cm

Ford Fusion diesel

2008-05-06T09:00:00.000-07:00

The Fusion diesel isn’t different from the petrol version at all, which isn’t a bad thing as the Ford Fusion was given a makeover less than a year ago. The only difference is the car’s rear bumper that has been modified to make the car’s length less than four metres so that the Fusion diesel gets the excise benefits given to cars below 4000mm and powered by a diesel engine that has less than a 1.5-litre capacity.

Driving it

The Fiesta’s 1.4-litre common-rail motor is the main reason behind why the Fiesta is doing so well. The same engine does duty in the Fusion diesel as well. The pulling power is generous on all the gears of this car and so you will not feel any kind of lack of power – the engine delivers 68bhp . The highlight of the TDCi engine is its responsive nature from low engine speeds. The fact that the Fusion is responsive from around 1200rpm makes it great to drive in the city, especially in traffic. Power delivery is quite strong and linear and there’s no ‘turbo kicking in at 2000rpm for a knee-jerk burst of power’ drama. The only issue here is when the car is on the highway, as it only gives out 68bhp; it runs out of breath quickly on the highway.

The engine remains smooth for most of its powerband and vibrations are kept well under control. The Fusion always had great steering feedback and this only gets better in the diesel version. In addition, the high seating position gives the driver a commanding view of the road. The gearbox feels smooth and precise to use. The huge 198mm of ground clearance makes sure that Fusion diesel can tackle the largest potholes and tall speedbreakers with ease.

The interiors

The interiors of the Fusion diesel are the same as the petrol version and nothing has been changed. This has advantages and disadvantages. On the downside, the quality of plastics could do with improvement and the Fusion does not even come with a CD, MP3 or cassette player! In addition, the placement of the bonnet release button is on the front passenger’s side and that can be annoying.

However, the car has good bits as well like the several places where one can store away small knick-knacks. Other clever parts include the small shelf above the glovebox and a small storage compartment right on top of the middle of the dash. The driver-seat-steering geometry is good and the steering and gear knob feel nice to grip. There is a handy distance-to-empty metre that tells you how much further you can travel before you need fuel again.

The seats at the front and the rear of the Ford Fusion diesel are comfortable and the height is higher than other saloons, which serves to accommodate more legroom. This also makes the car easy and comfortable to get in and out of as you get the feeling of walking into the car. The boot space in the Fusion diesel is 337litres, which increases to 1175litres when the rear seats are flipped forward. The upholstery of the cabin is in beige and you don’t get an option of grey or leather. The ‘approach lights’ where the parking lights light up when you press the remote unlocking button is another useful feature and is very helpful to identify your car in a parking lot. Additionally, there’s the battery-saver feature, which automatically turns off the car’s lights after a few minutes in case you’ve forgotten.

Suzuki Hayabusa

2008-05-05T09:21:00.000-07:00

When Suzuki first launched the Hayabusa in 1999, it was the first bike to hit the 300kph mark. In fact, the Hayabusa was referred to as the fastest motorcycle in the world until 2006, when it was overthrown by the Kawasaki Ninja ZZR1400. The Hayabusa, of course, has a huge fan following and enjoys massive sales.

This bike has been ruling the motorcycle world for the longest time and has been renowned for its superb aerodynamic design and precise engineering. In fact, this bike was so close to perfect that it didn’t require any modification for the nine years since it launch. Now, however, the new Hayabusa is here with the first makeover since the bike’s launch.

Suzuki engineers worked hard and really made an effort to ensure that the Hayabusa 2008 will please its fans. The new Hayabusa retains its smooth yet bulbous look and it spells aggression. Concealed fairing fasteners add to the style and aerodynamics of the bike, while the new fairing comes with a lower drag efficiency dialed in. The panel joints are now an even smoother fit and the headlamps have been altered to provide more intense and better-distributed light. Analogue speedo, tacho, fuel gauge and coolant temperature dials feature on the new silver trim-surrounded four-pod instrumentation.

The Hayabusa 2008 also has a new Suzuki drive mode selector (S-DMS), which allows convenient thumb flicking to adjust power output via a toggle switch on the right-hand switchgear. Riders can use S-DMS to instantly select and set one of three engine maps — A, B or C. In A, the bike runs in normal mode, in B it adjusts mapping to bring on more linear torque delivery and C sets the bike up for even more linear power delivery across the widest rpm spectrum.

The heart beat

The engine on the new Hayabusa is very different from the earlier model. The new bike comes with a four-cylinder in-line, liquid-cooled engine. The new ‘Busa is Suzuki’s largest and most powerful superbike engine ever, with lighter pistons, shot-peened chrome molybdenum steel-alloy connecting rods and a crankshaft using revised crank pin positions to accommodate its now-longer stroke motor. Bucket tappet-operated titanium valves and cam-chain tensioning via hydraulics to enhance cam timing accuracy and reduce noise levels are other highlights one can find on the new Hayabusa. It claims a staggering 198bhp at the crankshaft, which is 25bhp up on the outgoing model. Maximum torque developed is now 18.6kgm at 6200rpm.

Despite the power, the Hayabusa’s six-speed transmission works hand-in-hand with a back torque-limiting clutch to allow smooth, controlled downshifts. Though the bike will remain at 298kph, it will accelerate to this speed faster than any other bike on the planet. As opposed to many superbikes out there, the Hayabusa is known for its comfortable seating. The seat bearing rails have been lowered to 17mm on the new bike. Fully-adjustable inverted front forks featuring low-friction inner tubes and an adjustable single rear shock absorber with 43mm piston diameter have been used on the new Hayabusa, while the new bridged alloy swingarm is also engineered to offer increased rigidity that will help the new bike cope with its increased power output. This is definitely a complete makeover for Suzuki’s Hayabusa.

VW Passat 2.0 TDI SEL

2008-05-05T09:11:00.000-07:00

A smooth, silent and sophisticated ride adds to the refinement factor of any car and this kind of refinement only happens when a car is carefully planned and the plan is executed with severe discipline. The new Volkswagen Passat possesses this kind of refinement, which exudes from its airy cabin, its sturdy interiors and the fine drive, that too, after the speedometer needle is drifting between 200 and 205 km an hour, while we rocket down the Autobahn in Germany. There is no road noise or roar from the tyres, barely any wind or lower body noise and the overall stability feels solid.

We got to check out the new Volkswagen Passat at Wolfsburg, Germany, which happens to be Volkswagen’s nerve centre and the place where it was initiated. The Passat, which will be launched in India next month, will be assembled from kits at Skoda’s facility in Aurangabad and initially, only the 2.0-litre TDI diesel will be on offer and that is the same one we are driving in Germany.

According to Volkswagen designer, Murat Gunak, the Passat is a car that has a very complex identity. A most striking feature of this new identity is the wide V-shaped Volkswagen grille – on the Passat, it is finished in attractive chrome. In addition, the new Passat has a more tipped-forward, ready-for-action stance as opposed to the earlier car that was more laid-back. The headlamps and rear lamps that merge circular and rectangular themes are also a feature being implemented more and more across the VW range. To improve packaging and for better space management, the Passat uses a transversely mounted engine and an independent rear suspension setup. It has been built on a stretched version of the PQ45 platform that is used on the Golf; the platform used on the Passat has been named PQ46.

PD motor

Powered by Volkswagen’s Pumpe Duse (PD) motor, the Passat, unlike most modern direct-injection diesels, does not use the common-rail system of distributing diesel at high pressure. Instead, this system uses individual fuel pumps placed on top of each fuel injector that allows for instant reaction and high pressure. Typical of a PD motor, power comes in strong and rushed once the motor is past 2000 or 2200rpm. Acceleration is now very sporty, the punch of the PD engine thrusting the Passat forward with 32kgm of torque. While overtaking, we easily breeze past cars on a rush of turbo boost and torque and this actually makes the car feel quite light-footed.

The six-speed gearbox is slick-shifting and when we stopped at a signal on a hill, we tested the auto-hold brake function. Owing to this function, the car does not roll forward or back and one can activate this mode by pressing a button next to the gear lever and brake pressure is only released when you accelerate out of the parked position. The DSG, which is the best automatic gearbox in the world, will be on offer in India. Seamless acceleration, a sport mode and a ‘tiptronic’ manually selectable option mean the dual-clutch gearbox can only serve to enhance the driving experience.

We got a good idea of the car’s ride quality and comfort from the suspension when we drove around in Wolfsburg. The ride is absorbent over expansion joints in the road and all you get is a muffled ‘thunk’, with only really sharp-edged bumps causing the stiffer front to make a racket. Suspensions that have been raised and re-tuned to especially suit Indian roads will be available in India and as a result, the ride characteristics are likely to change. Even on a hilly section that we drove on, the Passat manoeuvred around twisted roads quite capably and even around corners, it manages the change in centre of mass well, regardless of its huge size. Unfortunately, though, the electric steering takes away from the excitement of the drive, making it uninspiring.

When it comes to comfort, however, the Passat has it spot on. The front seats offer good support and are large with lots of leg and shoulder room. The rear seats are comfortable as well. However, rear legroom is a bit short but the solid Volkswagen build and high quality door pads and rear air conditioning vents more than make up for that minor detail. The top-end version of this car will probably come fully loaded.

Three trim variants are to be launched in India. So far, Volkswagen hasn’t said anything about the pricing but they dropped hints that the Passat will be priced between Rs. 19 lakh-24 lakh. It might not be a BMW or an Audi but what the Volkswagen Passat has working for it is the fact that this is a sturdy, comfortable car that performs well and will keep you safe. In addition, it is an extremely well-engineered diesel saloon and should provide you with the luxury element as well.

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Technical data

VW Passat 2.0 TDI SEL

Top speed 209kph

0-100kph 9.8 sec

Length 4765mm

Width 1820mm

Height 1472mm

Wheelbase 2709mm

Turning circle 11.4m

Kerb weight 1454kg

Engine4-cyls, in-line, 1968cc

Installation Front transverse

Power 140bhp at 4000rpm

Torque 32.6kgm at 1750-2500rpm

Gearbox 6-speed DSG auto

Front suspension: Independent MacPherson struts, lower wishbones

Rear suspension:

Independent four-link

Front brakes:

Ventilated discs

Rear brakes: Ventilated discs

Fuel tank 70 litres

Boot 565 litres

Wheels 6.5 J x 16

Tyres 205 /55 R 16

Mitsubishi Cedia

2008-05-05T09:05:00.000-07:00

Automotive companies such as Toyota and Honda have managed to enjoy huge success in the automotive industry owing to their diesel products. Therefore, the significance of having a diesel model in any car’s line-up of products is a wise move. To present a cost-effective product to the market, the Hindustan Motors’ Mitsubishi Cedia will now come factory-fitted with a LPG kit.

Even though an LPG kit isn’t a diesel motor, the running costs will fall considerably given the fact that petrol is priced at Rs. 48.38 a litre (Mumbai) and LPG costs Rs. 27.1 per litre (Mumbai). So, the Cedia will come with the super combination of low diesel running costs and petrol-like performance. Hopefully, this should give the Cedia a boost as it always has been a well-built car and a decent performer.

Availability factor

The only limiting factor is that LPG isn’t as easily available as petrol. However, using technology, HM has managed to make the LPG system on the Cedia the most advanced that we have experienced until now.

Besides the sheet metal brackets that hold the tank in place and the components in the storage tank, all parts are imported and the kit has been made by BRC of Italy. In addition, the kit is also quite safe. The LPG tank has been double-walled and to prevent any gas leakage, the system uses corrugated wiring harnesses and copper tubes and if there is any kind of accident the fuel supply is cut off by a solenoid valve.

For extra safety, there is also a fire-extinguisher strapped under the front passenger’s seat. Even though power does drop whether one is in petrol or LPG mode, we couldn’t really tell when the Cedia was running on petrol and when it was running on LPG during normal driving.

The shift between both modes can be made via a button that is mounted ahead of the gear lever.

Key component

The 48-litre LPG tank is kept stored in the Cedia’s boot and it is from here, via a regulator through the pressure reducer that the LPG is sent to the injectors, which are controlled by a 16-bit processor.

This sequential injection system for delivering fuel to the Cedia’s 1999cc, four-cylinder engine is one of the most key components of the car.

The LPG version has two ECUs, one for the petrol mode and the other ECU acts as a piggyback for the LPG. The petrol ECU sends information from the oxygen sensor, the manifold-absolute pressure sensor and the engine rpm sensor to the LPG ECU, so an extra set of sensors isn’t required.

There is a bit of a performance drop in the Cedia LPG as compared to the petrol version, thanks to the extra weight. However, the 2.0-litre engine is refined and smooth.

The ride and handling combination of the Cedia has always been brilliant as special attention was given to these characteristics when the car was first launched.

The interiors remain the same as the petrol version except for the switch that shifts between petrol and LPG.

The Cedia LPG variant costs Rs. 8.6 lakh and is available on only the Select trim.

A Blaupunkt CD player, 15-inch alloy wheels, remote locking, power mirrors and power windows, two airbags, ABS and EBD come with the car as well.

The Mitsubishi Cedia LPG rides well, is well-built and is one of the most efficient gas-powered cars we ever drove.

Chevrolet Captiva 2.0DLTX

2008-05-05T09:00:00.000-07:00

Designed by VM Motori of Italy, the two-litre, diesel motor displacing 1991cc is quite similar to the motor used on Chevy’s Optra Magnum but the one on the Captiva makes more power and torque.

The motor sends 148bhp to the wheels through the use of balancer shafts for extra smoothness, a high-pressure Bosch common-rail injection system as well as a Variable Geometry Turbo for better driveability.

The Captiva goes over bad patches with good body control but, of course, only a more thorough test of it on Indian roads will give us a better idea about how it performs here.

Effortless

The engine is best when used in mid-range as it feels smooth and peppy. Short or early shifting to the next gear, without pulling the motor to its boomy peak, is the driving style you soon settle for and this results in swift, effortless progress. In addition, the gearbox too is good to use and swapping gears is a sleek affair.

Hassle-free

A refined cruiser, the Chevy’s motor pulls cleanly and silently once in the meat of the powerband.

Even on the highway, it swallows miles without any effort and driving it is a hassle-free experience. Like the Optra Magnum, the Captiva’s motor too was slightly noisy when started from cold.

You also get some turbo lag or delay in the delivery of performance while the turbo gets up to speed.

This is despite the presence of a Variable Geometry Turbo that is meant to do away with lag. Try accelerating from 1200 or 1300rpm and you have to be patient as the turbo spools up.

A drive around London city revealed how relaxing this car can be. The front seats have good thigh support and the driver’s seat armrest is placed wisely.

Useful display

The dash has a minimalist design and the neat, two-tone central console looks good too.

The Captiva’s design is a successful combination of modern form and traditional lines and features like the large bonnet or cowl, big wheel arches, plastic cladding around the car and the upright dimensions all add to its style element.

Another useful feature is the information display on top of the central console.

The Captiva is a good-looking car and caught a lot of attention while on the road.

What the Captiva has against it though is the fact that certain plastics used for the buttons and switches are of inferior quality.

Though a seven-seater, the Captiva is spacious and comfortable.

GM India has planned to get the Captiva here as a fully assembled unit and this means it ain’t going to be cheap; estimated to be priced at Rs. 20 lakh.

This price might be bit much but you get your money’s worth.

The Captiva is a sturdy SUV that is stylish-looking and comfortable. In addition, it is also capable off-road and well engineered.

So if you want an attractive diesel SUV, that is good-looking and performs well, the Captiva is the car for you.

Technical Data

Chevrolet Captiva 2.0DLTX

Power 148bhp @ 4000rpm

Torque 32.6kgm @ 2000rpm

L/W/H4635/1850/1755mm

Wheelbase 2705mm

Weight 1835kg

Engine 4-cyls in-line, 1991cc

Compression ratio 17.5:1

Bore/stroke 83.0/92.0mm

Gearbox type 5-speed auto

Front suspension:

MacPherson

struts, coil springs,

anti-roll bar

Rear suspension: Multi-link,

coil springs, anti-roll bar

Front brakes: 296mm

ventilated discs

Rear brakes: 303mm

ventilated discs

Tyres 235/55 R18

Porsche Cayenne Hybrid

2008-05-05T08:56:00.000-07:00

The Cayenne Hybrid has a direct-injection 3.6-litre V6 petrol engine fitted to its base. The system used on Porsche is a parallel hybrid system which means that this system will be slotted into the car’s existing powertrain. The 34kw (46bhp) electric motor on the Cayenne Hybrid will be placed between the engine’s flywheel and the automatic transmission with a clutch in between that’s used to engage and disengage the electric motor. And, in the place where one would usually find the spare wheel, is a trough where one will now find a 240 cell nickel-metal hydride battery. This battery supplies 288 volts and is kept in a crash-proof structure and is kept cool by passing cabin air through it. The whole system is ruled by what Porsche calls the Hybrid Manager.

The Hybrid Manager is basically a super powerful ECU that requires 20,000 parameters unlike a more conventional engine management computer that only requires 6,000 parameters to control all the engine’s systems.

In order to ensure that the Cayenne Hybrid runs on its electric motor till at least 120kph before the internal combustion engine joins in, Porsche has carried out several modifications to its SUV. Some of these include fitting the automatic transmission with an electric pump, the Cayenne’s conventional engine-driven hydraulic pump has been replaced with an electro-hydraulic power steering, there’s an electrically-driven vacuum pump for the brake servo (with no running engine there’s no supply of vacuum from the inlet manifold) and even the air-conditioning compressor is electrically driven. These modifications were made as these parts would ordinarily be powered by the petrol engine.

Most car companies are trying to create products that are environmental-friendly in an attempt to cut global warming. Porsche too, will join the bandwagon with this hybrid. We wondered why this car that is good to go is not being made available until late 2009. Porsche justifies this wait claiming that by then, they would have refined the concept even further and get the Cayenne Hybrid to deliver 11kpl instead of the 10kpl it delivers at present. A year after the Cayenne Hybrid will go on sale, Porsche’s much-awaited Panamera saloon will be launched in 2010 and this car too, will come with Porsche’s hybrid system.

So far, no company has been able to gain a profit owing to their hybrid cars. However, Porsche being one of the most profitable carmakers in the world might just pull off a profit from its hybrid. And as far as price is concerned, they haven’t given out figures yet, but we’re sure that the luxury of going green in a Porsche won’t be cheap.

Audi A4, BMW 3-Series and Mercedes C-class

2008-05-05T08:45:00.000-07:00

The Audi A4, BMW 3-Series and Mercedes C-class are the entry point for each brand and all three are diesel-powered. The battle between the three brands has been on for decades and now, they’ve got it down to India. While BMW and Mercedes will assemble the cars here, Audi will come here as a fully-assembled unit. We test the three to see which gets the upper hand.

Design and engineering

Being established international brands, these cars have a typical identity. The Audi has a heavier full-length Bulgarian beard while the BMW’s wide kidney-shaped grille gives it a sporty and light appearance, the Mercedes, unfortunately, looks a little outdated with its shrunken radiator-style grille.

The Audi looked most attractive to us. Its crisp styling and clean lines make it an attractive car to look at. The difference between the three continues under the hood as well. The Audi is a car that likes to be associated with practicality and in order to fit this profile, it is built on a platform whereby power is sent to the front wheels, but via a longitudinally-mounted engine. This is a departure from most front-wheel-drive cars, but is necessary to accommodate Audi’s Quattro or four-wheel-drive system on more powerful A4s.

The BMW prioritises great driving and uses aluminium suspension arms, a near 50:50 front rear weight distribution and an engine that is mounted so far back in the bonnet; this car could be designated as front/mid-engined. Merc’s C-class is a more traditional rear driver and uses an effective and refined front and rear independent suspension.

Interiors

The three contenders come with the compact luxury tag, which is best felt when one takes a look inside the cars. The BMW is the king of class and has a two-tone multi-textured feel. The dashboard, steering wheel and the rest of interiors feel good to be in and the materials used are of superior quality — the front seats being fully powered. The instrument cluster on the Audi is also neat and clear and has white-on-black dials to provide the driver with the necessary information. The front seats are ergonomically spot-on, and they feel a half-size larger than any of the A4’s rivals. However, the quality of the plastic and the rear seat comfort are not as good as the BMW. It does not feel as solidly built as the BMW. The Mercedes’ interiors look better since the upgrade in 2004 but this car too lacks the solid build feel. Front seat and driver comfort are decent, but the seats are only partially powered, almost a cheap trick at this price.

Engine and performance

The Mercedes C-class and BMW use common-rail motors while the Audi uses one-fuel injection pump per cylinder, pumpe duse, which means that punch and responsiveness in the mid-range makes it feel punchy indeed. However, owing to maximum power and torque and minimum body weight the BMW is the quickest car in the contest. The superb CDI motor still feels refined and smooth. The Mercedes only comes with a five-speed gearbox while the Audi has a metal-belted Multitronic (CVT-type) gearbox and the BMW’s six-speed is surprisingly the slowest to react.

Fuel economy

Fuel economy on the BMW is the best; in fact this car is the fastest, makes the most power and delivers decent mileage. While the Mercedes delivered 11.25kpl overall, the Audi gives 11.5 and the BMW delivers 12.15kpl.

* * *

Technical data

BMW 320d

Engine layout: 4 cyls in-line, 1995cc

Max Power: 156bhp at 4000rpm

Max Torque: 33.6kgm at 2750rpm

Top Speed: 216kph

0-60: 4.12secs

0-100: 9.39secs

CFE: 12.15kpl

Fuel tank capacity: 61litres

Boot capacity: 460litres

Length: 4520mm

Width: 1817mm

Height: 1421mm

Wheelbase: 2760mm

Weight: 1445kg

Ground clearance: 144mm

* * *

Audi A4 2.0 TDi

Engine layout: 4 cyls in-line, 1968cc

Max Power: 140bhp at 4000rpm

Max Torque: 32.63kgm at 1750-2000rpm

Top Speed: 206kph

0-60: 4.20secs

0-100: 10.33secs

CFE: 11.5kpl

Fuel tank capacity: 70litres

Boot capacity: 460litres

Length: 4586mm

Width: 1772mm

Height: 1427mm

Wheelbase: 2642mm

Weight: 1520kg

Ground clearance: 128mm

* * *

Mercedes-Benz C220 CDI

Engine layout: 4 cyls in-line, 2148cc

Max Power: 143bhp at 4200rpm

Max Torque: 32.1kgm at 1800-2800rpm

Top Speed: 215kph

0-60: 4.41secs

0-100: 10.39secs

CFE: 11.25kpl

Fuel tank capacity: 70litres

Boot capacity: 430litres

Length: 4526mm

Width: 1728mm

Height: 1426mm

Wheelbase: 2715mm

Weight: 1520kg

Ground clearance: 130mm

Honda Accord

2008-05-05T08:40:00.000-07:00

The new Accord is not as sporty in its outlook as its predecessor; the current Accord we have here. Honda has purposely attempted a more upscale and grown-up look, incorporating bits like the strong ridgeline running the entire length of the car and the sculpted lower body that gives the car a certain degree of heft not present on several Japanese cars. In fact, the heaviness of this design is almost European and this is actually a good thing.

The new Honda is five inches longer than the Toyota Camry and also an inch wider. Compared to the earlier model, it is much bigger and is also bigger than most of its competitors. There is also a massive amount of space and comfort owing to a lowered floor and re-positioned seats, which have allowed more room for passengers. The cabin of the new Accord is quite large and the quality of the inside is superior. The combination of leather, wood trim and soft-feel plastic carries over the sophisticated looks of the current Accord. Neatly laid-out controls for the music system and aircon are housed in the bottom-half of the central console, while Sat-Nav screen is placed on the top-half. In non-Sat-Nav models, the screen serves the purpose of displaying information from the music system, and there is even an iDrive-like scroll button.

As with every aspect of the car, the new Accord’s engine too will be more powerful. The 2.4, Honda’s mainstay in India, will get approximately 30bhp more taking the figure to an estimated 177bhp. The new motors have brand-new injectors that improve the manner in which the fuel is atomised. This along with other changes will optimise the motor for improved performance on lower octane fuels like our regular 91 octane. The bigger V6 has is even larger now; displacing 3.5litres and producing a massive 268bhp.

In addition, there is more great news. The new Accord will even have good fuel economy as Honda’s new Variable Cylinder Management (VCM), cylinder de-activation system is sure to save you a tonne of fuel. This system works so that it allows the engine to run on four or even three cylinders when only limited power is called upon, and this makes a big difference to the overall economy. The cylinders get de-activated through full use of the VTEC system’s flexibility. The valves of the de-activated cylinders are shut and fuel supply is cut also.

Other changes include a tweaked suspension, re-designing of the rear suspension and a new more compact multi-link set-up with nitrogen gas-filled dampers. The front suspension towers also get a strut brace for greater resistance to the additional torque steer on the V6 Accord. A variable-ratio steering will also be on offer and this will provide a solid ‘on centre’ feel and require less effort at extremes. Indeed, an Accord to look forward to.

Mahindra Axe

2008-05-05T08:34:00.000-07:00

The man responsible for this vehicle is not an Indian and wishes to remain unknown. But it has to be someone with serious amounts of experience in building off-roaders as well as Paris-Dakar racing prototypes.

The Axe uses a space-frame chassis which is typical to race cars and is stiff but light. Most of its engineering was done in India by Mahindra Defence Systems and the project was handled by the engineer responsible for R&D, Commander Narendra Katdare.

Sourced from Mercedes-Benz via SsangYong Motors of Korea, the common-rail diesel motor that powers the Axe is a 173bhp, five-cylinder diesel motor and sends power to the rear or all four wheels via a five-speed automatic box. The Axe also has a low range, as can be expected, but lockable differentials are not required by the Army. Probably, a maintenance-related deletion.

The interiors of the Axe once again remind us that this is a military vehicle owing to the padded gun racks.

In addition, the Axe is so wide; it could easily seat four people in the rear. Even in the front, the passenger next to driver’s seat is at a minimum distance of three feet.

Sprinting ahead

The thrill of driving this massive vehicle is something else! Firstly, owing to its size and road presence, it commands respect. Keeping up with and overtaking traffic calls for a lot of effort from the engine and you have to be flat on the throttle when you want to pass someone. Acceleration isn’t very impressive, except when you drive it flat-out. We actually strapped our V-box onto the Axe as it did the 0-100 kilometres-an-hour sprint; it managed it in under 20 seconds; not bad considering the weight.

Of course, the real prowess of the Axe is when it performs off-road. This vehicle can handle bad roads, deep ruts in the road and any kind of terrain without the slightest hitch.

Gearbox placed in manually-selectable mode and right foot to the floor, we take off down a wide off-road path. Even though one could not do more than 50kph on a path like this without hurting their SUV, the Axe charged ahead at speeds of over 100kph.

The Mahindra Axe is a great off-roader and will redefine the parameters of what an off-roader is capable of doing. It is sure to provide the Indian Army with an advantage. It does however, need more power and the lockable differentials are essential when traction is a real problem.

Still, this vehicle is quite incredible and the best part is that besides the Army, even you might just be able to get one.

Bajaj XCD 125cc

2008-05-03T09:50:00.000-07:00

The black colour that seems to be the popular choice for bikes at present is carried forward on the XCD as well. The XCD’s alloy wheels, front forks, engine, rear struts, chain cover, swingarm and smartly-raked silencer are all adorned in the above theme. In addition, the XCD features prismatic pilot lamps inside its exquisite masked front fairing that house a halogen-powered clear lens headlight.

Also found on the new 125 are a foldable number plate that allows the front fairing to crouch low and an instrument cluster that has a cable-free speedometer, odometer, fuel gauge and low-battery warning icon set in an amber backdrop.

The fuel tank uses a polished stainless steel cap and two stylish panel protrusions in front. The attractive formation of the tail-lights that is used on the Pulsars has been copied with finesse on the XCD and the new Bajaj has an outstanding integrated LED-enabled tail light. The overall finish of the bike with regard to paint quality, panel gaps and fit is of high quality.

The Exceed uses a self-starter-equipped 124.58cc four-stroke, air-cooled single- cylinder engine with laborious engineering that ensures low friction from all reciprocating parts. New DTS-Si (Digital Twin Spark-Swirl induction) tech is at work here. Swirl is a manner of introducing charge into the combustion chamber that directly benefits economy, and the new Exceed engine marries swirl with twin spark plugs and other extra benefits as well.

The XCD has been built to serve the purpose of good fuel economy. Its peak power output is 9.5bhp at 7000rpm and maximum torque is 1.1kgm at 5000rpm. The exhaust note sounds a bit like the Discover and though our ride was very brief to pass definitive judgment, the engine felt smooth, torque-laden in the right places and with ample poke in the low and mid-range sections of its power band. In addition, the clutch feels light and the four-speed, all-down shifting gearbox is shifts slickly and is easy-to-use.

The ergonomics on the bike are spot-on, given the upright seating position and high handlebars. Its novel frame is welded together from rectangle section thin-wall steel, giving added strength, weight reduction and placing all welds on flat sections by default. Five-spoke alloys, 17-inch wheels and 130mm drum brakes front and rear come as standard. The tall and comfortable handlebar feels light and agile making it easy to flick the bike around.

Bajaj feels confident that the potential buyer, once offered the XCD, will forget all about 100cc bikes. The new Bajaj XCD 125cc bike might be more expensive than the other 100cc bikes but you get more for your money. It is available at Rs. 41,000 (ex-showroom, Pune). Of course, only a proper road test will give exact figures for fuel efficiency and then we’ll know for sure how well the new Bajaj can hold up against its rivals. However, the XCD seems to be a competent bike and might just be the next thing to sell big.

Technical Data
Bajaj XCD 125

L/W/H 1980/760/1200mm

Wheelbase 1275mm

Ground clearance 170mm

Fuel tank capacity 8 litres

Kerb weight 112kg

Engine layout: Single-cylinder, air-cooled,

four-stroke 124.58cc

Power 9.5bhp at 7000rpm

Torque 1.1kgm at 5000rpm

Specific output 76.2bhp per litre

Power to weight 84.8bhp per tonne

Gearbox 4-speed, 4-down

Front suspension Telescopic forks

Rear suspension Dual SNS shocks,

rectangular swingarm

Front brakes 130mm drum

Rear brakes 130mm drum

Wheels 5-spoke, aluminium alloy

Rim size (f-r) 1.4 x 17– 1.6 x 17 inches

Tyre size (f-r) 2.75 x 17- 3.00 x 17 inches

Volkswagen Touareg V10 tdi

2008-05-03T09:38:00.000-07:00

The platform for the Touareg is the same as the one on the Porsche Cayenne. The platform was developed by Porsche and the company shares it with VW and Audi and in return, VW builds Cayenne bodies at its plant in Bratislava. Though these SUVs might share the same platform, the Volkswagen Touareg has a huge advantage that the others don’t – the diesel motor. And, this feature is most important especially in a country like India. What everybody wants to know now is how well this mighty, diesel powered, luxury SUV would do in India. Read on to find out.

The Touareg is designed to look the part; a sturdy, no nonsense SUV. Once you get past the oversized VW badge, details like the simple headlight cluster set behind a well-rounded bumper and bonnet V, the flared body and wheels arches and the overall rugged look of the Touareg is quite unique. The inside of the Touareg, unlike its rugged exterior, gives the impression of luxury and the multiple textures and materials used in the cabin gives it a high-quality feel. The central console is a labyrinth of buttons and the rear seat comfort is also quite good.

Where the Touareg loses points is that some of the plastics used look tacky and legroom for rear passengers could do with some improvement. Even in first gear, the Touareg lunges forward almost like a sports car as you get squeezed hard in your seat owing to the V10 engine that thrusts you forward on a wave of torque and induction. A hundred kilometres per hour comes up in 6.7 seconds! The Touareg might not have the poise or agility of a BMW X5 but for an SUV that weighs as much as the Touareg, it has very driver-friendly handling. Come to a short stretch, steady the moving mass of the car and let rip a three or four-second burst — it’s as fun as letting off a few rounds on a machine pistol. Then it’s hard on the brakes as you steer for the next corner and let off another five-second burst to get the smile back on your face.

A drive along the Autobahn and the speed went up to 220kph, yet the stability of the Touareg, even on such high speeds, was perfect and the V10 is capable of handling this kind of driving without being stressed or strained. In addition, the efficient six-speed gearbox, strong brakes and the light but progressive steering enhance the drive experience. The only thing that causes slight discomfort is the thumpy low-speed ride.

Technical data

Volkswagen Touareg V10 tdi

Top speed 231kph

0-100kph 6.7sec

Length 4754mm

Width 1928mm

Height 1703mm

Wheelbase 2855mm

Turning Circle 11.6m

Kerb weight 2524kg

Engine 10cyls, in Vee, 4921cc, turbocharged

Installation Front longitudinal

Power 309bhp at 3750rpm

Torque 76kgm at 2000rpm

Gearbox 6-speed auto

Suspension (F/R) Double wishbone, air springs, adaptive dampers, anti-roll bar

Brakes (F/R) 350/330mm ventilated discs

Fuel tank 100 litres

Boot 555-1570 litres

Tyres 225/55 ZR18

Mahindra Scorpio Getaway

2008-05-03T09:32:00.000-07:00

The Mahindra Scorpio Getaway is basically a Scorpio that has had its rear-most box removed and in the place of this, a rear platform has been added along with roll-bars and given new stickers to enhance the looks. So will this new identity work? Only if you’re the kind of person who prefers to be outdoors rather than in and if you love adventure and driving along roads that are not paved; this is the car for you. The suits should probably stay away from this vehicle.

Once inside the getaway, the resemblance to the Scorpio is uncanny. The front seats are short on support, just like the Scorpio, the circular vents do not direct airflow efficiently and even the compressor on/off switches are too small. However, it is when you sit in the rear that it is reaffirmed that this isn’t actually a Scorpio – the backrest is more vertical than the Scorpio and this isn’t in the favour of the Getaway. Unfortunately, space behind the second row is non-existent; you couldn’t even fit a small wallet there as directly behind this row is the rear windscreen. Ok, so there is the deck that can carry 600kgs, but this is open air and security maybe compromised. So while this might not be the ideal vehicle for shopping trips to the mall, it is great for transporting equipment when you go on outdoor picnics or trekking.

Pulling the weight

The four-cylinder, 2609cc inter-cooled, common-rail turbo-diesel engine of the Scorpio does duty on the Getaway as well. However, with the Getaway, the engine has to work harder to lug the additional 140kgs of weight. Generating 115bhp at 3800rpm, the Getaway hits the 100kph mark nearly four seconds later than the Scorpio. The eager punchy response of the CRDe engine has been dulled by the added weight. The shorter second and third gears on the Getaway too cannot help recapture the Scorpio magic. Also at a disadvantage, owing to the added weight, is the fuel economy. Luckily, this is a diesel-powered car but still, compared to the Scorpio’s 9.6kpl in the city and 13.0kpl on the highway, the Getaway delivers 8.5kpl and 11.5kpl on the city and highway respectively.

The weakest part of the Scorpio was its handling and last year, M&M gave it a new coil spring rear suspension that mildly improved its road manners and the bouncy ride. The Getaway reverts to the semi-elliptical leaf springs in the rear. The front suspension is a double wishbone with torsion bar and it feels stiffer with a marginal improvement in the steering. Though the Getaway isn’t the most comfortable vehicle to be in on the highway, if you take a road that hasn’t been paved or any rough terrain, that’s when you can truly appreciate this vehicle. Its 16inch wheels can tackle the most difficult terrain and if things get really tough, you also have the four-wheel-drive option.

So, if you are an adventure sport enthusiast or have to carry large equipment and luggage and drive through all kinds of undiscovered roads or places with no roads at all, the Getaway is the ideal vehicle for you.

Bentley Continental GT Speed

2008-05-03T09:27:00.000-07:00

The original Bentley Continental took car technology to the next level and the new GT Speed carries the same mechanicals. The W12 engine is a classic example of superb engineering and it is essentially an engine with two banks of six cylinders in offset rows. And, this is also the most powerful Bentley to be made as the power has been boosted from 552 to 600bhp.

Additional changes include a new engine management system, a revised crankcase to reduce pumping losses, light weight single chains to drive four camshafts and new pistons. However, figures and power aside, it is the way the GT Speed drives that makes this car truly special and the most practical supercar you can get for your valuable money.

Once inside, you realise the super, high-end exclusivity of owing a Bentley. The interiors are classy with leather and walnut veneer. There is barely any plastic used and the diamond-quilted hide seats with the embroidered Bentley emblem only reaffirm the exclusivity of having such a car.

The engine is responsive on the move and the six-speed auto box shuttles seamlessly between cogs with a finesse you don’t associate with sports cars which only adds to the GT Speed’s driveable nature.

The GT Speed’s ability to mask speed is possibly second to none and this is what makes it a true Grand Tourer.

You can cruise effortlessly gulping a kilometre every 15 seconds and not realise it. On small pieces of broken tarmac that I encountered, the low-speed ride was also good, a factor that is important for India. In fact, I drove over these ‘India-spec’ roads several times. Sharp edges reveal the GT Speed’s hard edge and you can feel the suspension getting a workout. But with a little careful driving and help from the newly developed low-friction dampers, the GT Speed can conquer Mumbai’s potholes.

The GT Speed will be available from next month and costs no less than Rs. 2.13 crore, which is Rs. 23 lakh more than the original GT. While the GT Speed might provide you with exclusivity and speed unmatched by any other car, we still would advise you to go in for the original version that was updated as both cars have pretty much the same features.

Audi TT

2008-05-03T09:21:00.000-07:00

The new TT is made to please the driver. It uses an aluminium construction and only 30 per cent steel has been used to reinforce areas of heavy load. The new TT’s body shell is 50 per cent stiffer though 50 per cent lighter. Similar to the older Audi, you are seated low down. A unique feature on this car is that the mirrors and gear lever feel placed higher up. The adjustable dampers can be softened on poor roads, and the TT actually rides agreeably over bumps. The new Audi has sharp handling even with the dampers on the ‘soft’ setting. It responds well to tweaks on the wheel and body roll is well-contained. As a result, this car is good for long-distance drives.

Firmly driven

The V6 motor produces a considerable amount of torque, producing its maximum twist from just 2500rpm and, as a result, dialling up 2000rpm is sufficient for most purposes. Even in straightline, it is quick with 247bhp on tap.

Fire up the V6 and it makes a pleasing rumble, with a deep baritone exhaust note when asked to pull from low speeds. Half-throttle responses are very sprightly, with the thrust from the V6 hurling the light aluminium body forward effortlessly. Performance in the mid-range is also strong, with this long-stroke motor pulling hard in this rev band; Audi has upped the ante with the new TT for sure. In addition, even if driven relatively hard, the car responds well. It revels in being firmly driven, and using only 80 per cent of the power band, grip and handling turns out to be a pleasing exercise.

As the new TT shares its underpinnings with Volkswagen Golf R32, it gets the Golf’s part-time four-wheel-drive system. Though Audi calls the car a Quattro, the fact remains that it actually uses a Haldex four-wheel-drive unit that sends 85 per cent of the power to the front wheels.

Quattro system

Yes, this can be reversed, but the system, which is essentially VW’s 4Motion, just does not have the grip and poise you would get from a 50:50 or 40:60 full-on Quattro system.

Also, when the TT is driven really hard the motor runs out of steam as you reach the top of the power band and a lack of linearity at these engine speeds was also detected.

Then the electro-mechanical steering lops off some crucial feedback as you go harder and the TT lacks that all-important balance and poise when all four wheels are overloaded for grip. Understeer sets in pretty early, and the ploughing continues until you get off the gas and onto the brakes; nice and safe but not smile-inducing.

Despite the shape and the greater focus on driving manners, the TT remains a predominantly front-wheel-drive car with its motor slung out over the front axle.

The new Audi TT will cost a cool Rs. 50 lakh. However, it has been successful and for good reasons.

The Audi has an incredible build quality and finish. In addition, the interiors of this car reek of class owing to the deep-set dials and the high-quality plastics, the impeccable leather trim, the well-crafted metal bits and the snug fit of the cabin.

The new TT might not be the ultimate driving experience but it looks good, performs decently, has great agility and offers good grip and poise as well. So if you want style with the oomph factor, the Audi TT is just the vehicle for you.

Kinetic SYM Flyte

2008-05-03T05:32:00.001-07:00

The Flyte is modelled after one of the most successful models from the SYM range; the Xpro 125. The Flyte is a sleek bike with soft, conservative lines that might make it look like a bike that is best suited for women. But, at the same time, it has cues that will be appreciated by a wider audience as well. As this bike is quite important to the company, every effort has been made to ensure it is flawless. Eighteen to twenty per cent of the bike’s parts are imported from foreign vendors, to make certain that levels of quality remain high.

Compact stance

The 125 uses a dual-tone paint coat with a neutral black theme followed along the lower body panels, which helps impart a compact stance. A steeply-raked front apron with flush indicators runs to the front wheel and doubles up as a mudguard. Though the bike does not have a halogen bulb, while riding at night, I realised the headlight with the decent beam-spread provides adequate light. However, an essential bit missing on the Flyte is the lack of a brake lock clamp, which I feel is quite important for any gear-free scooter. There’s nothing lacking with the four-in-one locking system though; it goes the whole hog with a handle lock, ignition lock, magnetic key lock and fuel-filler pop-up functions, all depending on which way the key is turned. There’s also a handy mobile-charging slot, a manual choke knob and a smart bag hook located just under the handlebar. The bike will be sold in red, silver, lavender, blue and black.

A 124.6cc four-stroke, single-cylinder, gear-free SYM powerplant powers the Flyte, which is coupled to a continuously variable transmission (CVT) system that worked to my satisfaction. A large 9AH battery provides consistent self-starting. This air-cooled 125 displays nippy performance and a crisp throttle response that feels a perceptible notch better than other 100cc scooters.

Acceleration feels strong low-down in the power band, the Flyte jumping off the blocks with enough gusto to pass 30kph in 2.9sec. Mid-range is a more even affair, 60kph coming up in 10.85sec, power declining thereon to peak in a satisfactory true top speed of 86kph. No complaints here, the motor feeling refined, relaxed and vibration-free at all speeds.

The Flyte has a soft riding saddle and equally plush ride quality. It’s a scooter that provides a nice, comfortable ride in slow, city-commuting conditions and is not meant to be ridden hard or fast, which is when the rear end can turn a bit bouncy. The fuel economy on the Flyte might not be the best around but this was expected as great performance and good mileage are seldom found on the same vehicle. The Flyte delivers 36.7 kilometres per litre (kpl) in the city and 38kpl on the highway.

As mentioned earlier, the success of the Flyte is very critical to Kinetic as this bike pretty much marks the company’s comeback. In fact, given the superior quality fit and finish of the bike, coupled with sleek styling and brilliant features; Kinetic might just have a winner on its hands. In addition, the Flyte is also great value for money. It offers 125cc acceleration at a price that is lower than most 100cc Indian scooters.

Volkswagen Passat and Skoda Superb 2.5 V6 TDI

2008-05-03T05:26:00.000-07:00

Though both cars – Superb and Passat — will roll out of the same factory, in the market, they will be in direct competition with each other.

Until now, Skoda has been enjoying a large part of the segment as it was the only diesel car that perfectly combined the features of a full-sized luxury car at a price lower than a compact luxury car. So can the Superb retain its monopoly over the segment or will the Passat dethrone it? Read on to find out

Design and engineering

The Superb has massive proportions and this is because it is built on the earlier fifth-generation Passat B5 platform that was stretched 95mm between the wheels for the Superb. The Skoda also uses the older Passat’s torsion-beam type which is a more basic suspension and the Skoda’s engine follows a longitudinal layout of its 2.5-litre V6. The Passat, on the other hand, has a transversely mounted engine and is built on a completely new platform. The new VW is built on the PQ46 platform that is a stretched version of the PQ45 platform used by the new Golf.

Designer Murat Gunak is responsible for the lines and planes of the Passat that are laid out so that the car looks contemporary. The wide, V-shaped Volkswagen grille, finished in chrome, gives the car fantastic street presence. The Superb’s impressive length and gently-curving profile lend it an air of understated class. However, while the Superb is a good-looking car, it isn’t as modern as the Passat.

Interiors

Both cars come with several features and while each car’s list is quite long, the Passat does have more bells and whistles than the Skoda. The front seats in the Passat have a 12-way seat adjustment system with electronic adjustment for lumbar support, the rear window comes with an electronic sun blind, plus manual blinds for the side window that soften the sunlight without restricting your view, the audio system is a six-disc CD changer, the sunroof is electrically-operated and these are only a few of the several features on this car. The Skoda too has clever bits like an umbrella holder in the left rear door pocket; soft red pilot lights in the cabin and a manually-operated sunshade at the rear window to name a few.

With regard to seat comfort, the Passat scores higher than the Skoda. The Skoda’s rear seats are moulded and support you in all the right places. However, the Passat’s seats are slightly more comfortable than the Superb. The Skoda has always had amazing space owing to the large cabin. The Passat might not be as spacious as the Skoda, but its interiors have a style and quality that make the Skoda seem a bit outdated.

Engine and gearbox

Volkswagen’s Pumpe Duse (PD) motor, seen on many VW Group cars like the Skoda Laura, has never been the quietest of diesels. VW’s high-pressure fuel-injection system has its advantages and disadvantages when compared to the common-rail systems favoured by most other manufacturers. On the plus side, the sudden ‘whoosh’ of boost and power lends the driving experience an unintentional sporting edge. On the downside, it concentrates power into a tighter band, throttle response is less progressive and there is more lag. This non-linear power delivery is somewhat compensated by the brilliant six-speed DSG auto ’box.

The Skoda has a 2496cc V6 that makes 163bhp and this engine is as silent as a petrol unit and almost totally vibration-free at low and medium revs. The Skoda comes with a five-speed auto-box that is reasonably quick to respond.

Owing to the fact that the Passat has a smaller PD motor and 137kg weight advantage, its fuel economy is better than the Superb. The Passat delivered 9.68kpl in the city and 13.50kpl on the highway. In contrast, the Superb’s fuel figures are a lot less — it delivered 7.34kpl in the city and 11.95kpl on the highway.

Both cars come from the same factory and are loaded with features. The Skoda has a smooth engine that is powerful as well. It even has a softer edge than the Passat and is more relaxing to drive. The Passat is also Rs. 2 lakh more expensive than the Superb. The Passat is not the perfect car and has its share of flaws like the noisy suspension at low speeds or the noticeable lag in throttle response. Still, despite these shortcomings, we crowned it the winner of this contest. The Passat is way ahead of the Superb in terms of style, features and technology and these factors contribute to its triumph.

Technical data

Skoda Superb 2.5 V6 TDI

Top speed 217kph

0-60kph 4.64 sec

0-100kph 10.20 sec

20-80kph# 6.56 sec

40-100kph# 8.07 sec

L/W/H 4803/1765/1489mm

Wheelbase 2803mm

Turning circle 11.8m

Kerb weight 1604kg

Engine 6-cyls in Vee, 2496cc

Power 163bhp at 4000rpm

Torque 35.7kgm at 1250rpm

Gearbox 5-speed auto

City (kpl) 7.34

Highway (kpl) 11.95

Fuel tank 62 litres

Tyre size 205/55 R16

Hyundai Getz CRDi

2008-05-02T05:27:00.000-07:00

The premium diesel hatchback segment has been dominated by the Swift for a while now and the Maruti has enjoyed a large piece of market share owing to the Swift diesel. However, to challenge the Swift, Hyundai has now launched the Getz CRDi and that too with the bigger Verna’s powerful 110bhp engine. Is the new Getz good enough to challenge the Maruti? And, is the powerful engine really apt for the car? We find out…

The earlier grey colour of the Getz’s interiors has been replaced with beige and this makes the already spacious cabin look even more airy. On a down-side though, the fabric being light coloured allows for the seats to get soiled easily.

Gaudy finish

In addition, the centre console which is finished in fake wood is a little too gaudy and the overall quality of the cabin isn’t the best in the segment.

The legroom, however, especially at the rear is superb and the rear seat bench is flat. Given the Getz is quite a wide car means five passengers can easily be seated – if not for too long at least for short distances. While there is enough storage space and a large boot, the new Hyundai isn’t so well equipped.

Where are the essentials?

Power steering, power windows and central locking are available, but for the price Hyundai is asking, one would also expect essentials like a stereo, a temperature gauge and driver’s seat height adjustment, which are not available.

As mentioned earlier, the new Getz comes with the engine that is on the Verna saloon. This 1.5-litre engine produces 110bhp, and performance is really amazing. The Variable Geometry Turbine (VGT)-equipped engine feels lazy from slow engine speeds. But there is a burst of power after you hit the 2000rpm mark and before you know it, the car is already past the three-digit speedometer mark. But this non-linear power delivery can be a bit scary for someone who isn’t used to this engine’s nature, especially when driving in the city.

Though the gearbox on the Getz is easy to use, the Swift has one that is slicker to shift. Also, with most of the useable power coming in after 2000rpm, you will have to change the gears judiciously in the city. But this car is a good highway cruiser — just dab the accelerator and the Getz will surge forward with urgency; overtaking in this car is not a chore. However, since so much power is pushed to the front wheels, the steering tends to pull in different directions under hard acceleration.

Hyundai has taken good care to ensure sound deadening is achieved well and the Getz remains quiet and from inside the cabin, one might not even be able to tell that the car is powered by a diesel motor. Overall, the Getz CRDi remains very smooth even at higher revolutions. The ride, though, is a bit firm and some bumps will filter into the cabin. The Hyundai Getz delivered good mileage figures and in the city gave 12.9kpl and 16.9kpl on the highway.

Technical data

Hyundai Getz CRDi

Engine size 1.5 Diesel

Power 110bhp

0-100kph 11.02sec

Fuel economy 12.9kpl

(city)/16.9kpl (highway)

Tata Safari2.2 DiCOR 4X4

2008-05-02T05:20:00.000-07:00

The Tata Safari now comes with a new and improved 2.2 DiCOR. The Safari has had several engine changes in the past, including two diesels and a petrol, but the new engine on the new Safari on is definitely the one th at has most potential. In fact, the 2.2 has already been launched in Europe and Tata also plans to power all its future SUVs with this engine.

Clearly, the 2.2 is an important motor for the company. In fact, the focus on the European markets has ensured that the engine was built to meet Euro IV emission standards, feel more refined and also perform more efficiently.

On the outside, not much has changed besides a thick bar that splits the grille in half. The new wheel cover at the rear is a nice addition and the bumper has been slightly changed as well. Overall, the Safari still looks good. Once you get inside and into the large comfortable seats, you realise even on the inside, not much has changed. The plastics still aren’t of the best quality and the buttons feel flimsy.

SAME OLD LOOK On the outside not much has changed besides a thick bar that splits the grille in half

However, the interiors and design aside, what’s really interesting about the new Tata is the 2.2 engine. The difference between the refinement levels of the earlier 3.0 and the new 2.2 is evident as soon as you start the car. At idle, noise and vibration is much less on the new Safari and it feels a little more refined than the Mahindra Scorpio. What is clear is that the 2.2 doesn’t have the same low-rev responsiveness of the 3.0-litre, which in contrast, pulls with urgency from as low as 1200rpm. It’s not as responsive as the Scorpio CRDe either, and you miss that instantly-gratifying slug of torque you get in the Scorpio. However, though the 3.0-litre has more low-end torque, the 2.2 has a much smoother power delivery and a broader torque spread, which makes it much nicer to drive.

The reason for this is that the new Safari has a more sensible set of gear ratios as the earlier one had a ridiculously tall gearing in order to suit the 3-litre 3500 rpm limit. Tata has used an expensive variable vane turbo to take care of conflicting requirements of good response at low engine speeds and maximum thrust and boost at high speeds. The lag and vibration quickly disappear once the turbo comes into its stride and the Safari 2.2 pulls very strongly. There is a sharp step up in the amount of torque produced at 1500rpm, with almost 30kgm available at this speed, and this makes the Safari feel really light-footed and sprightly despite its 2.2-tonne kerb weight.

The car went from 0-100kph in 15.1 seconds which is much quicker than the older Safari with 3.0litre engine. The new car is also quite fast and speed went up to 156kph, which is pretty much as far as you would want to go anyway in a car so huge and heavy. The brakes and ABS system have also been upgraded; the 2.2 uses larger 302mm front discs the brakes have improved bite due to upgraded calipers and the ABS system works better than on the earlier car. Under hard braking, the Safari still wiggles but it is not as scary as before.

The new 2.2 performs better than the older Safari, is more refined and is also more fuel efficient. The 2.2 delivered 8.7kpl in the city and 13.1kpl on the highway. In addition, the new 4X4 Safari is good for off-road driving as well. Lots of clearance, a ‘Shift-on-the-fly’ four-wheel-drive system, along with a low range lets you go off-road with confidence. And, there’s more.

The Safari comes loaded with features and the higher VX variant offers dual airbags, ABS, reversing camera, DVD screens in the headrests, twin aircon units, seats that flip and fold and on this new version, a net to hold onto your luggage. A new instrument cluster when lit at night is also quite nice and the interiors lights that dim are a clever touch as well. The seats are really good, a large cabin with lots of space and these factors make the new Safari one of the most comfortable SUVs in the market.

The new 2.2 costs Rs. 17,000 more than the older Safari; which is a small amount for the amazing engine you get with the new car.

Technical data

Tata Safari2.2 DiCOR 4X4

Engine layout: 4 cyls in-line, 2179cc, common-rail turbo-diesel

Max Power: 140bhp at 4000rpm

Max Torque: 32.6kgm at 1700-2700rpm

Top Speed: 156kph

0-60: 5.76secs

0-100: 15.16secs

CFE: 10.9kpl

Fuel tank capacity: 65 litres

Boot capacity: 981 litres

Length: 4650mm

Width: 1918mm

Height: 1925mm

Wheelbase: 2650mm

Weight: 2040kg (4X2), 2170kg (4X4)

Ground clearance: 205mm

BMW 525d

2008-05-01T10:20:00.000-07:00

That the BMW 525d will get attention on the streets is a given owing to Chris Bangle’s awesome design lines. The designer’s work has always managed to get a reaction out of people whether it is love or hate. Though, for the 5-series, there are definitely more admirers than not. Appealing to look at, features like the scalpel-sharp detailing, eagle-eye headlamps and the strong tail only further enhance the street presence of the new BMW.

Everything above and below the skin in this E60 platform is precision-engineered to reduce weight. There’s more aluminium used here than in a small aircraft. The chassis of this 5-series is largely carried over from the all-aluminium chassis of the 7-series and BMW has achieved a near-perfect 50:50 front/rear weight bias. And, to improve the car’s directional stability, the suspension is fully independent and is mounted on a separate subframe. There are safety features galore on the car as well and the 525d comes with BMW’s Dynamic Stability Control, Dynamic Traction Control (DTC), ABS, Brake Assist, Cornerning Brake Control (CBC) and eight airbags.

Interiors

A typical quality of German luxury cars is that they are built meticulously and are comfortable to be in. The BMW 5-series too possesses these qualities. In addition, the dashboard is uncluttered owing to the fact that most of the functions are housed in BMW’s iDrive system and makes the cabin look attractive. Material quality, design and craftsmanship are simply fantastic, and even the black interiors fail to detract from the feeling that you are sitting in an expensive place.

The 525d also gets the new gear lever that isn’t mechanically linked to the transmission. It works electronically like a ‘fly-by-wire’ joystick of a modern jet. All you have to do is prod the lever to shift between reverse, neutral and drive. We particularly like the ‘Park’ button on the gearlever — you simply press this to go into park mode — which means you don’t have to keep slotting through the gate in start-stop traffic. The front seats have a wide range of adjustment but no lumbar adjust and the rear seats are comfortable and quite spacious.

Engine and gearbox

To BMW’s 2993cc diesel is an absolute joy and the power delivery is deliciously linear. The remarkable smoothness is thanks to the common-rail system running on four injections per stroke — two pilot, one main and one post injection. The quick-shifting six-speed auto box is also quite fantastic. The good part of this box is that it can seamlessly switch gearshifts. With the throttle pedal pinned to the floor, you can feel the box snapping to the next ratio, but once the car realises you want to cruise, it moves to a softer shift map, making gearshifts less sharp. In manual mode, the six-speed auto will hold onto a gear right up to the redline, but it will shift up once it’s there, so it’s a bit of a guess-and-go game around corners. The brakes are phenomenal too.

The most sensible reason for buying the 525d is the fuel economy figures of the car. Owing to the torquey engine, the BMW delivers a decent 8.5kpl in city conditions. On the highway, it delivered 11.8kpl.

BMW 325i

2008-05-01T10:13:00.000-07:00

Everything from the dashboard to the indicator stalks and the doorpads are made from top-quality materials that exude luxury. The beautifully-finished steering wheel is brilliant to hold and goes a long way in embellishing the driving experience. The gauges are nice and easy to read and even the small buttons for the air-conditioner and stereo have a built-to-last feel about them.

A good range of adjustments for both the front seats and steering wheel means drivers of all shapes and sizes can find a suitable position. The layout of the dashboard is straightforward with simple stereo and AC controls. It’s also quite easy to get used to the iDrive control system, but do not try to do this when the car is moving. There’s enough legroom for the longest limbs in both the front and rear seats of the updated 3 Series. However, those of you who are over six feet tall will brush your head against the roof if you’re sitting in the rear. Also, the solid construction is visible in the manner in which the doors shut — this gives a reassuring feel. Overall, this is one cabin you will enjoy spending time in.

How it drives

Thumb the starter button on the dash and the engine fires up instantly. The six-cylinder motor, which develops a healthy 218bhp of power, is supremely smooth and phenomenally refined even when pushed to the higher ends of its rev range. Flat-out acceleration is good too and a mere dab at the accelerator pedal is enough to summon instant power, ensuring quick overtaking manoeuvres.

BMW has decided not to provide the option of a manual gearbox on the 325i but the automatic gearbox can be used in various modes. The regular mode works well for daily driving, gear changes are seamless and power keeps building up gradually in each gear. In Tiptronic Sport mode, you can shift gears manually for better control.

Another highlight of the package is the sharp steering, which is one of the most communicative and accurate you will find anywhere.

It feels heavy at slower speeds but weighs up nicely as speeds build up. The feedback you get at highway speeds is very confidence-inspiring.

Body control and good grip give it brilliant poise through corners, making this one of the most fun cars to drive, and is in line with BMW’s focus on driver-oriented cars.

BMW has modified the suspension a little and the 3-Series’ ride is better than before. However, it still feels firm (partly due to the harder run-flat tyres) and makes you aware of low-speed bumps and coarse surfaces, which tend to creep into the cabin. Its rival, the C-Class, does a much better job of isolating the road from the cabin.

The 3-Series is a quiet car and makes for a great long-distance cruiser.

Engine noise is always well isolated, and you barely hear it once settled on the highway. Road and suspension noise are subdued over even the worst road surfaces.

The 325i costs Rs. 33 lakh (ex-showroom, Mumbai). It has Xenon lamps, a sunroof and six airbags as standard equipment, which seems decent for its price. While additional power would have been welcome, it is not a major issue. The 325i comes with sensational handling and steering, a refined engine and spirited performance.

Technical Data

BMW 325i

No of cylinders: Six, in-line

Engine displacement: 2497cc

Maximum power: 218bhp at 6500rpm

Maximum torque: 25.08kgm at 4000rpm

Transmission: 6-speed auto

Tyres: 225/45R17

Fuel tank capacity: 63litres

Fuel efficiency: NAkpl

Length: 4520mm

Width: 1817mm

Height: 1421mm

Wheel base: 2760mm

Vehicle kerb weight: 1460kg

Fiat 500

2008-05-01T10:08:00.000-07:00

The Fiat 500 has made waves wherever it has gone, and India is next on the list of hearts that will be won over by the Cincquecento. Penned in 1957 by engineer Dante Giacosa — also responsible for our Fiat 1100 or Padmini — the lines of t he original Fiat 500 were cute and Mickey Mouse-like. This helped it become a global fashion statement. And Fiat has done a fantastic job staying with the look on this new car. This despite the fact that the original was rear-engined and this new one is based on the Fiat Panda’s front- wheel-drive platform. It is, in all probability, the cutest-looking car in the world.

The retro attack carries on inside. Fiat uses a piece of body-coloured plastic on the inside across the dash to deliver the feel of an old car and cream-coloured plastic bits enhance this. Like the bakelite steering wheels on old Fiats and Mercs, it lends plenty of retro feel, and this is only heightened by the large steering wheel boss and neo-retro instrument cluster, by itself a work of art. Build quality on the insides is very good, with everything having a robust, typically Fiat build.

What is surprisingly good for a tiny car such as this one is the front seat comfort; they are surprisingly large and the car feels about as wide as a Hyundai i10 on the inside. However, you are perched high on the seats and getting the right driving position takes some amount of seat adjustment. The rear seats are not full-sized, but they can seat adults — this despite the tight-fitting, truncated roof. There is sufficient legroom as well, once you are seated.

The car we have is a diesel, a 75bhp version of Fiat’s omnipresent 1.3 Multijet, the same as under the bonnet of the Swift and the Palio. As we have seen with this motor, initial throttle response is a little sluggish, which takes some getting used to. Still, it pulls well from 1800rpm onwards; the elasticity and verve experienced after that are very good. Of course, the 980kg weight of the 500 plays some part here. Though it has enough power to get the job done and does not feel slow, performance is neither spellbinding nor much better than cars such as the Swift. Honourable mention however must be made of the attractive dash-mounted gear lever that works beautifully, its short throws making cog-swapping a breeze.

The 500 also has substantial grip and you can turn hard into corners and the 500 will hold on gamely. The 500’s electric steering can be made lighter for city driving and this nifty little feature alleviates most of the effort of negotiating city traffic. Yes, the Fiat scoots through bylanes and around roundabouts like a frisky puppy, but that essential something is missing. The steering feels lifeless, even in normal mode; the car has no appetite for speed when cornered. And, as you go faster, it drives like the over-tyred basic front-wheel-drive car that it is. Then there is the thumpy ride and some amount of road noise. On its short wheelbase and massive 16-inch wheels, the 500 has an inherent disadvantage as far as the ride is concerned. To make matters worse, the tyres have a low 45 profile.

Of course the expected price, approximately Rs. 13 lakh, leaves most people scratching their heads — who in their right mind would buy an impractical two-door hatchback for this price if they were looking for just transport?

The 500 will be imported into India more as a fashion icon rather than a volume small car, and it is in this role that it is likely to enjoy some degree of success. There’s no denying that this European Car of the Year has massive appeal. It looks cute enough to hug and fits right in with the Bally shoes and the Armani shades. Here’s to Fiat India’s revival, then, beginning with the 500.

Technical Data

Fiat 500

No of cylinders: Four

Engine displacement: 1248cc

Maximum power: 75bhp at 4000rpm

Maximum torque: 14.8kgm at 1500rpm

Transmission: 5-speed manual

Tyres: 195/45 R16

Fuel tank capacity: 61litres

Fuel efficiency: NAkpl

Length: 3546mm

Width: 1627mm

Height: 1488mm

Wheelbase: 2300mm

Vehicle kerb weight: 980kg

Yamaha YZF-R6

2008-04-30T09:38:00.000-07:00

The 599cc YZF-R6 is built in a similar mould as the R1, with identical wrists-at-seat-level ergonomics, and adrenalin-pumping performance purpose built to champion the bike’s ‘race replica’ role. Like many 600cc bikes, riders will have to bury the rev needle to truly get a feel of all its potential. Riding gurus will notice the bike actually lacks decent power at low rpm.

For a bike that makes a massive 131.15bhp peaking at 14,500rpm, it can even feel slightly lethargic below 6000rpm. However, pass 8000rpm and the world starts to blur, this getting worse higher in the wide power band. The rev-counter on the 2006 model test bike I rode was calibrated all the way to an eye-popping 20,000rpm. Acceleration is more than impressive when the bike is in its powerband, and I was surprised to effortlessly achieve a quick rush to 220kph and back. Both the R6 and R1 offer smooth clutches and positive-feeling six-speed, one-down and five-up gearboxes that shift via sporty toe shift levers.

Technical Data

Yamaha YZF-R6 (2006)
L/W/H 2040/700/1100mm

Wheelbase 1380mm

Dry weight 161kg

Engine layoutFour-cylinders, in-line, liquid-cooled, four-stroke, 599cc

Power 131.15bhp at 14500rpm

Torque 6.9kgm at 6900rpm

Power to weight814bhp per tonne

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

Front suspension Telescopic forks

Rear suspension Monoshock, swingarm

Tyre size (f-r) 120/ 70 x 17- 180/ 55 x 17 inches

Yamaha FJR 1300

2008-04-30T09:33:00.000-07:00

The FJR 1300 is the bike to choose for enjoyable long rides. It pampers riders and pillions alike and also has features that ensure rides remain comfy and stress-free always. The FJR uses excellent twin headlights, and an adjustable electric screen that provides bonus wind protection over and above a large fairing. Powered by a five-speed, liquid-cooled, in-line four 1298cc powerplant, the FJR transfers drive via a shaft. Making 143.5bhp at 8000rpm, the FJR carries around ample lugging power to whoosh down highways, gladly decimating distances without any drama.

Owing to the fact that this machine is bulky and brawny, short riders might not enjoy the high, yet well-padded saddle. However, this is one super bike that tall men and pillions will thoroughly enjoy. The 2007 FJR offers adjustable handlebars and even an ABS braking system.

Technical Data

Yamaha FJR 1300 (2005) L/W/H
2230/770/1438mm

Wheelbase 1539mm

Dry weight 250kg

Engine layout Four-cylinders, in-line, liquid-cooled, four-stroke, 1298cc

Power 143.5bhp at 8000rpm

Torque 13.7kgm at 7000rpm

Power to weight574bhp per tonne

Gearbox 5-speed, 1-down, 4-down

Front suspension Telescopic forks

Rear suspension Monoshock, swingarm

Tyre size (f-r) 120/ 70 x 17- 180/ 55 x 17 inches

Yamaha YZF-R1

2008-04-30T09:28:00.000-07:00

The first bike to come under scrutiny is the formidable Yamaha YZF-R1 featuring a compact, racy-looking instrument cluster and thoroughbred track-side handling ability that impressed me no end. Traffic allowing, letting loose a few of the bike’s 180 straining ponies to effortlessly nudge the occasional 140kph doesn’t even have the bike working up so much as a sweat. The R1 uses an astonishingly tall gearbox that allows crossing such high speeds in even its first gear. On one occasion, I round a winding left-hand corner at a relatively-sedate 130kph in sixth to realise the other side holds a stretch suitable to finally open up the R1.

The R1 transforms from deceptively docile to ‘all-fangs-bared’ mode. Chomping hard at the bit, it literally tears through the air, engine revs from its liquid-cooled, short-stroke and parallel four-motor frantically howling from 7000rpm upwards, while pulling like a locomotive into the upper throes of its powerband. In no time at all, the rev needle zips past 12,000rpm and it’s time to slam in a quick-gearshift. It’s difficult to focus away from the road now, and the R1 feels like it is barrelling through a funnel with no let up in sight as its wall of power propels us faster. The one time I could steal a glance, the speedo is crossing 250kph and I summon all reserves of courage to keep the throttle wrung just a few more fractions, before easing off and gingerly dabbing the brakes with a finger and light foot as the corner looms larger and too close for comfort.

Clearly, the R1 isn’t a bike designed to roll-down traffic-laden streets. In the looks department too, this bike seems racy and powerful even only standing still. The completely faired-in styling looks gorgeous. However, on the downside, pillions might be rather uncomfortable seated high on the rear of this bike, and searing heat from the engine works its way to a rider’s legs at slow speeds to often prove very uncomfortable. This is definitely a bike purpose built for speed and set to arrive in India within a few months.

Technical Data

Yamaha YZF-R1 (2005)

L/W/H 2065/718/1104mm

Wheelbase 1394mm

Dry weight 172kg

Engine layout Four-cylinders, in-line, liquid-cooled, four stroke, 998cc

Power 180bhp at 12500rpm

Torque 10.9kgm at 10500rpm

Power to weight1046bhp per tonne

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

Front suspension Telescopic forks

Rear suspension Monoshock, swingarm

Tyre size (f-r) 120/ 70 x 17- 180/ 55 x 17 inches

Alfa Romeo

2008-04-30T09:23:00.000-07:00

The Alfa Romeo is in the same league as the BMW 3-series, Mercedes C-class and the Audi A4. The 159 has been very successful. In fact, earlier this year, Fiat had imported a couple of Alfa 159s to chauffeur Chairman Luca di Montezemolo around during his visit to India. We managed to get our hands on the Alfa and were blown away by its looks. It got more attention than a BMW, Merc or Audi and that says a lot.

The gorgeous grille and well-proportioned nose with its numerous surfaces and row of stunning triple headlights make this a very good-looking car and it’s hard to keep your eyes off it. The interiors looked sporty and also impressed us and more importantly, the car drives better than any front-wheel-drive ought to. The steering loaded up beautifully, body control around corners was exceptional and the car reeked of decades of thoroughbred breeding.

The petrol car selected for India will probably be the 2.2 JTS and the 3.2 V6 will also be imported. Though Alfa wants to price these cars competitively it will be at a cost disadvantage as Mercs and BMWs are locally-assembled. The 159 is estimated to be sold at an entry price of Rs 28 lakh. It’s the 260bhp V6 motor and four-wheel-drive system that are likely to get the attention of car enthusiasts. Alfa Romeo is one of the carmakers responsible for getting the trend for compact, high-revving V6 motors going, with the Alfa 75 being the trendsetter in the 1980s. At the time, all comparable motors were straight six engines, and it’s only recently that the world at large has acknowledged the inherent strengths of this type of motor. In fact, it was also Alfa Romeo that led the way for twin spark plugs in the 1960s with the Giulia.

In addition, Alfa Romeo is also responsible for another popular form of technology. In 1977, Alfa Romeo launched the Alfa 156 which just happened to be the first car that was powered by a common-rail diesel motor. And, one of Alfa’s new-generation diesels, either a 150bhp 1.9 or a 200bhp 2.4, will be part of the range. The 2.4 especially is capable of massive bursts of speed and power and is particularly popular in Europe. A group of exclusive dealerships that will be set up in the next few months will be responsible for selling the cars. Dealerships will be given to the best Fiat dealers in India, who will now get access to the famous brand.

In South-East Asian countries like Thailand, Alfa already has very successful distributorships. Given that the brand is recognised here as well, Alfa Romeo could actually be quite successful in India also, if of course, it prices its cars competitively. However, only once the cars come here will we know how well they can handle Indian roads.

Yamaha TDM 900 (2005)

2008-04-26T05:11:00.000-07:00

Since its 1991 launch, the TDM has influenced the two-wheeler industry in a big way and has inspired many similar models that have come to be based on the TDM. It might not be as beastly to look at or fast as the YZF-R1, but, this Yam has a uniqueness that adds to its appeal and gives it formidable street presence. A brilliant all-rounder, this is a dual sportsbike capable of soaking in anything its rider dares to push it through. This is the bike for oversize folk as the TDM 900’s wide bars, upright and well-sorted seating posture makes it ideal for tall people. You can ride and steer this bike without it creating any kind of fuss and the bike is also comfortable for a pillion.

At night, twin headlights give ample illumination while the levers, supple grips and excellent fit and finish only add to its finesse. A complaint with the 2005 model we rode is its bland-looking instruments. You could be forgiven for thinking the TDM 900 uses a ‘V’ configuration engine, for Yamaha has replicated the unique feel and sound of a four-stroke V-twin on this 897cc bike by ingeniously adopting a 270deg firing order at the crankshaft. Braking via twin front and single rear discs is incredibly powerful, although the noticeable dive is a price the bike surrenders for using long-travel front telescopic shocks. The TDM is the kind of bike you can familiarise yourself with quickly. The latest model even comes with ABS.

The Yamaha superbikes outlined here will not come cheap, but will provide top notch engineering detail, cutting edge technology and performance like never before experienced in India. Expect bikes to be priced around Rs. 10 lakh. Unlike imported bike dealers across India who almost always fail to provide proper import papers or legal documentation to support their bikes, expect Yamaha to sell its big bikes with perfectly legal documentation, insurance, and complete service and back-up of spare parts.

Yamaha XJR 1300 (2005)

2008-04-26T05:07:00.000-07:00

XJR 1300 (2005)

A simple round headlamp and dual, chrome-encased analogue instruments add a very retro vibe to the XJR 1300. This bike from Yamaha is a strapping, naked bike with exposed powerplant packaged within an old-fashioned frame. In fact, most of the details on this bike like the shiny chrome handlebar, massive fuel tank, straightforward seat and even twin gas-charged Ohlins rear shocks follow a classic theme. The 2005 XJR 1300 we rode used a beefy, parallel configuration, four-cylinder, 1251cc motor that faithfully sticks with oil-cooler assisted air-cooling, and carburettors.

The big-bore motor churns out 104.73bhp at 6500rpm, and delivers this in a seamless manner through five evenly-spaced gear ratios. At low speeds, you can hear a throaty rumble from the twin silencers, however, once the speed increases; all you will hear is the wind with the only sound from the motor drowned into a reassuring hum. At speeds over 150kph the rider sits completely exposed to the harshness of wind blast as the bike does not have a fairing.

In a straight-line the muscular XJR is a bike that stays steady thanks to its weight, but the same ensures it can become a tad heavy to manoeuvre around corners. The brakes on the X work brilliantly and it stuck to the road like glue when I once hammered the levers while making an emergency stop and brought the bike down to a standstill from around a 100kph. The 2007 model XJR 1300 sells with fuel injection and a single silencer as standard.

Honda Accord

2008-04-26T04:58:00.000-07:00

The Accord is an important car for Honda, which has been getting stressed over the Toyota Camry. However, the latest Honda might just change this scenario. In India, the Honda will be locally assembled so the company can enjoy a price advantage that Toyota won’t have as the Camry is imported. To make sure that the newest Honda passed every test of perfection, engineers at Honda’s R&D centre in Tochigi, Japan, have put in a lot of effort to come up with this all-new car. In fact, this facility is the birth place of all Hondas so it wasn’t surprising that we weren’t even allowed to take a photographer with us. Though Honda believes in staying ahead and keeps it models’ lifecycles short, lets see just how well-suited is the new Accord for India? As mentioned earlier, the new Accord shares nothing in common with its predecessor, at least in the looks department. The new Honda’s design is more edgy and chiselled. The thick nose and larger dimensions that are on the new car lend it an air of maturity and the new Honda’s grille, sharply cut and raked headlights and the flared fenders with the wheels puffing out of them make the older car seem quite scrawny. Additionally, wing-like rear lamps set into a wedge-like rear, finally make the Accord’s rear look good as well. We weren’t particularly crazy about the earlier car’s rear.

Redone interiors

The interiors of the new Accord have also been redone even though the older car’s interiors left very little to complain about. The new Accord’s multi-layered dashboard flows into the door-pads in one seamless sweep. The layout of the centre console is also different from the older car though it has the same V shape. In addition, as on the older model, the new car has several cubby holes as well, so storage isn’t a problem. Another convenient touch is the relocation of the door locks, which have moved from the rear edge of the front door, by the window, to inside the recess of the door handles. The best feature of the new Accord’s interiors though is the amount of space and the seats. As the wheelbase of this Honda is longer, it means more space for passengers. Five adults can easily fit into this car and enjoy the seats which have the most supreme levels of comfort to be found on a car seat. Not only are there masses of head and legroom but the seating position is superb.

A pair of new petrol engines will power the eighth-generation Accord; a 2.4-litre 4-cylinder and a 3.5-litre V6. Though the 2.4 is similar to the older Accord’s motor, adjustments have been made to it so that it now produces 177bhp, which is 35bhp more than before. This engine will use Honda’s proven i-VTEC technology. Honda’s four-cylinder motors are renowned for their smoothness and ability to rev but this motor was so smooth, I found it hard to believe this is a four-cylinder. And, if this is smooth the 268bhp V6 is velvet and, coupled with the thumping 22.3kgm of torque, the 3.5 Accord glides forward effortlessly. And, there’s more good news; the new V6 comes with cylinder de-activation or Variable Cylinder Management (VCM), which means effective fuel consumption. Depending on the load, the engine can run on all six, four or even just three cylinders. The idea is to cut off the supply to those cylinders when they don’t need it. The tricky part here is to counter the vibrations when the engine switches to either of the fewer-cylinder modes.

Silent ride

Active engine mounts and an active noise control system come into play to make it as smooth as running on all six. The VCM system is so smooth; it’s hard to tell the number of cylinders you’re running on. Honda claims this is the first time such a system has been introduced in the Asian market. The Indian-made Accords should be in showrooms by mid-2008 and we can’t wait to test it on our roads.

Volvo S80 and XC90

2008-04-26T04:52:00.000-07:00

Seating comfort

When it comes to seats, the S80 surpasses the Germans. Supportive and comfortable, you could be forgiven for thinking you are sitting in an armchair. Once you’ve sunk into the seats, you’ll realise it is easy to find a comfortable driving position. The wide reach and rake adjustment of the steering wheel and the fully powered driver’s seat will ensure you can fine-tune your driving position. The central console has too many buttons but main dials like that for the AC and the audio are easily reachable.

Report card Not great looking but it scores on several other aspects

The cabin on this vehicle is functional though not very fancy. It possesses an understated class and isn’t exactly what one would call beautiful. The same goes for the XC90 SUV. However, in terms of practicality, touches like 40:20:40 split/folding rear bench and the supremely comfortable seats work in favour of the car. All seats except for the driver’s fold flat and as a result, a lot of interior space becomes available and the split tailgate makes it easy to access the luggage area.

Both the S80 and XC90 are made available with the same choice of three engines a five-cylinder diesel, a six-cylinder petrol and a range-topping V8 petrol. The smaller petrol and the diesel are going to make up Volvo’s biggest sales in India. So we’ll concentrate on them.

Engine performance

Start the D5 diesel engine in the S80 and you hear a noise. The growl from the engine becomes more audible when you give it the beans, but it is surprisingly silent when cruising. What impresses is the linear power delivery from the 2.4-litre diesel. It pulls strongly all the way up to its 5,000 rpm redline. This is particularly good in traffic, because you know exactly how much pressure to apply on the nicely-sprung throttle to shoot into that open gap.

The petrol in-line six is not as good. It has to be revved hard to extract the best out of it. As a result, the engine is always buzzing in your ears. Once you are cruising however, this motor gets quieter. It is quite responsive, no doubt aided by the six-speed auto ‘box’. The six-speed auto works best with the D5 motor. The linear power delivery and the well-matched gear ratios work well to make overtaking on our roads a simple exercise.

The diesel S80 costs Rs. 39.8 lakh in Mumbai and the high-end V8 variant costs Rs. 46 lakh. The XC90 costs between Rs. 47 and Rs. 54 lakh. In addition, both cars come with a 24-month/unlimited mileage warranty, and a long list of features such as ABS, eight airbags, emergency brake assist, emergency brake light flashing, dynamic stability and traction control and whiplash protection system are standard on all S80s. The XC90 even gets Roll Stability Control, which can brake and accelerate individual wheels, so that it will understeer rather than become unstable and roll over.Yes, it’s true that these Volvos do not have the street presence or brand appeal of a Merc or a BMW but if you want a good car that doesn’t draw too much attention, the Volvo should suit you just fine.

Four Luxury Cars

2008-04-26T04:46:00.000-07:00

German cars like the Audi, Mercedes and BMW are the kings of the luxury car segment and for good reason. These cars are known for their gorgeous looks and brilliant performance.

Eye for detail

They are also for the fact that every detail has been thought of meticulously and is of superior quality.

Titans together Four luxury cars with distinct designs

The Swedish Volvo S80 falls into this category of luxury cars, and should not be discounted because of its country of origin.

The people buying these vehicles have high demands with regard to what the car should offer and one can’t blame them. The cars, after all, do cost a lot and so should offer a lot.

In fact, of the four cars mentioned above, three are manufactured in India; the Mercedes E-class, BMW 5-series and, more recently, the Audi A6. The Volvo is the only car that will be imported.

Though all four cars belong to the same segment, they have distinct designs.

So if it is high levels of quality and luxury you are looking for and have the money to spend, which of the four should you choose? Read on…

Design and engineering

The E-class is the oldest car in the competition. Though the design is old, it still looks classy and maintains its charm.

The A6 is easy to recognise and typical details like the ‘Bulgarian beard’ (the big grille stretching all the way down to the chin spoiler), the high-mounted twin-barrel lamps and smoothened nose give the Audi a sophisticated look.

The uncluttered lines add to the desire quotient of the A6. Overall, it is a stunning piece of design.

Equally good looking is the BMW with Chris Bangle’s design features such as the sharply creased lines, eagle-eye headlights and Dracula-cloak skinning.

All these add to the style element; it certainly looks the most aggressive of the four.

As for the S80, though in the past Volvos have been given the ‘box-like look’ tag, the new Volvo has an understated elegance. All four have India-spec suspension, which is a combination of reworked dampers and increased ride heights as part of their rough road packages.

Interiors

The BMW has one of the best designs. Despite being black; the cabin looks good and is oozing with quality. All instruments seem to have been built-to-last. Some of the buttons and knobs are a little too small though and the iDrive controller takes some time to figure out.

However, the select-by-wire gearstick is a joy to use. The front-seats on the 5-series are comfortable as are the rear.

The Audi follows a different design philosophy and the dashboard is laid out in an orderly way and is dominated by a screen that houses most of the MMI (Multi Media Interface) functions. Seat comfort, front and rear, on the Audi is great as well.

The A6’s trump card is its features — it comes loaded with a reversing camera with trajectory assist, fully adjustable dampers that lift the car’s ride height and even radar-based Adaptive Cruise Control, which recognises that there is a car in front and automatically slows down the car!

The Mercedes does not have the menu-driven screen-based system like the Audi or BMW and as a result, has a very functional dashboard design that is filled with buttons.

Cabin quality is still great and except for the odd button, everything has a nice tactile feel. The Volvo, though not as fancy in terms of style as the German cars, scores high on comfort. The front seats are soft and hugely comfortable and this is true of the rear seats as well, which have the feel of an oversized sofa.

Engine and fuel economy

Two straight sixes, one creamy and one that snarls, versus two V6s that love to purr. The Audi V6 uses new-fangled and complicated direct fuel injection, the Volvo is the only transversely-mounted motor and all the cars here use conventional automatic gearboxes except for the Audi. The Multitronic system used utilises a CVT with a metallic belt.

People who can afford to buy these cars certainly should have enough money to pay for the fuel.

So fuel economy figures are not the most important thing for the owners of such luxury cars. Still, it is a significant parameter to consider when testing cars. The Bimmer scored the highest with an average of 7.21kpl. The Mercedes and Audi scored the same figure and delivered 6.75kpl. The Volvo scored 6.8kpl, overall.

Mahindra Scorpio VLX

2008-04-26T04:41:00.000-07:00

The VLX variant comes with a new 2.2-litre mHawk engine, and this engine is the biggest change on the new Scorpio. At present, the VLX is the only variant that comes with this engine. Despite its smaller size, it puts out 120bhp, which is 5bhp more than the older version. And, the mHawk will have better fuel economy and ride and handling owing to the fact that the new Scorpio is 10 kilos lighter than its predecessor. The suspension on the new Scorpio has also been tweaked and in addition, new interiors and two new body colours are also part of the upgrade.

On the exterior, the mHawk is quite similar to the 2.6 CRDe but if you look closely, you will notice that the hood scoop is now functional (it feeds cool air to the intercooler in the engine bay). The ‘powered by mHawk’ badges on the front fender are another clue, as are the new graphics, which evoked mixed reactions from everybody. From the rear, it is almost identical, the only change being the ‘Scorpio VLX’ badges.

Interiors

The new dashboard is black-and-red with a mock carbon-fibre centre console that lends the vehicle a sporty and more youthful look. Though the steering is height adjustable, the range of adjust isn’t too great. Seats are more comfortable than on the older Scorpio; the cushions are softer and back support is better too. Like in the earlier 2.6, the middle-row seats slide back and forth in the eight-seater version and the seatback angle is adjustable. The rear seats also get waterfall-type headrests that force you to use them to be comfortable.

There are several cubby-holes and bottle holders in the central console as well as a cell phone holder in the rear door pad. Though the quality of upholstery has improved, the plastics used still look tacky and bits like the door handles, air-con control knobs and door trim really don’t belong in a car that costs as much as the mHawk. The steering-mounted controls as well, don’t offer a nice, tactile feel and, while we are at it, the air-con vents are still useless at directing air-flow precisely.

Driving it

The new mHawk’s engine puts out only 5bhp more than the 2.6 CRDe. This is because M&M seems to have concentrated on making the car more responsive and easier to drive. The Scorpio has always been easy to drive in town, and the Hawk’s responsiveness makes this even better. Just a tap on the accelerator and the engine pulls forward smartly from low speeds. If you are in the wrong gear, the slightly lighter clutch makes it easier to change gears. The only complaint we have is the bit of effort required to actually shift between gears. The company claims that the gearbox has been improved, but we’re pressed to see the difference.

What has really improved is the Scorpio’s handling. The suspension tuning that M&M painstakingly carried out, in collaboration with Lotus Engineering of the UK, seems to have paid off. Bumps that would destabilise the 2.6, barely ruffle the Hawk’s feathers. Body control is better in the Hawk too, the old Scorpio’s constant up-down motion replaced by a more level ride. This newfound stability is sure to be a hit with people who get carsick easily. The suspension tweaks have improved the ride too. The low-speed ride is marginally better, and though you can still feel road irregularities, the refined suspension absorbs them without putting you in too much discomfort.

The mHawk delivers a good 10.6kpl in the city and 14.5kpl on the highway

Mercedes-Benz’s third-generation C-class

2008-04-25T07:19:00.000-07:00

Design and engineering

In contrast to its predecessor, the new C-class has soft, organic lines that have been stretched to deliver a more bold and confident shape, with strong straight lines dominating. The new Merc is also larger than the car it is replacing; it is 55mm longer, 42mm wider and 18mm taller and the wheelbase too is larger but only by 45mm. Though the increase in the wheelbase is small, it has improved rear legroom which was a shortcoming on the earlier car. Another reason why the new C-class is bigger than the earlier car is because Mercedes had to offer this car with more safety features and a lot more comfort and refinement-enhancing materials.

The suspension consists of conventional MacPherson struts at the front and a multi-link set-up at the rear. Trick dampers are offered as standard on the new Merc and are dubbed the Agility Control suspension; the dampers have the ability to alter the ride depending on road conditions and driving style. To make the car more inclined towards India, the version coming here will get what is called ‘rough road’ suspension. The suspension has been raised and tweaked to suit Indian roads.

Interiors

The quality of interiors on the new C-class is way ahead of the car that is being replaced. And, it should be. The owners should feel the luxury when inside, both at the front and the rear. The new C-class has better fit and finish than the older car and the dashboard plastics have a nice, soft feel. The buttons and switches are sturdy and the dark wood finish and hints of chrome lend an air of elegance to the cabin. Even comfort and space on the new C-class are better.

The cabin is more spacious as the car is bigger. In addition to increased legroom, there is also more shoulder room. The rear seats are more comfortable in the new Merc but we felt the backrest is a little upright. The front seats are comfortable too and offer adequate thigh support.

Engine and performance

The 2.2-litre turbocharged common-rail diesel puts out 170bhp and a staggering 41.8kgm of torque from 2000rpm.

That’s 27bhp and a massive 9.7kgm up on the previous C. To get to these figures and to improve overall levels of refinement on the engine, Merc has gone to town, fine-tuning its four-cylinder diesel like never before. Upto 90 modifications have been carried out on the motor. They lowered the compression ratio to make way for added boost and better smoothness; shorter connecting rods and new pistons are used for added punch; and the airflow of the motor has been improved towards this cause as well. Sadly, India doesn’t get the 7G-tronic seven-speed gearbox; the normal five-speed auto box is provided instead. While the 7G-tronic would have been the gearbox of choice, the five-speed box acquits itself quite well. It kicks down almost instantly for those quick bursts of power and the shift is quick and pretty seamless as well.

Even though there is an increased power output, Mercedes claimed that the new C-class would be more fuel efficient than its predecessor. In fact it actually is, though by a small margin. The new Mercedes C-class delivered 9.5kpl in the city and 12.6kpl on the highway.

TECHNICAL DATA

MERCEDES-BENZ C 220 CDI

Engine layout: 4 cyls in-line, 2148cc

Max Power: 170bhp at 3700rpm

Max Torque: 41.8kgm at 2000rpm

Top Speed: 228kph

0-60: 4.14secs

0-100: 9.32secs

CFE: 11.05kpl

Fuel tank capacity: 66 litres

Boot capacity: 475litres

Length: 4596mm

Width: 1770mm

Height: 1447mm

Wheelbase: 2760mm

Weight: 1575kg

Ground clearance: 120mm

BAJAJ PULSAR 150 DTS-I and HERO HONDA HUNK

2008-04-25T07:13:00.000-07:00

If styling is the USP for motorcycles, Bajaj knows this too well and the Pulsar does have stunning looks and has been the trendsetter for other bike designs. Having said that, it is also a model that has been around for a while now and since it is so popular, there are several of it on the road and its looks, though gorgeous, are quite familiar and common. The Hunk, on the other hand, is a fresh, new design and grabbed a lot of attention on the road as well. Both bikes sport exquisitely sculpted front bikini fairings, with bright halogen-equipped headlights. When faced with a fused headlight filament, the Bajaj will automatically switch to an alternate one, which scores it a brownie point.

In addition, the Pulsar does have more features than the Hunk, such as an alloy steering clamp as well as an amber-backlit digital instrument console that also packs in an engine redline warning. The Hunk wins back some brownies with superior palm grips. Both bikes have nice levers and effective rear-view mirrors. The Hunk also features sound ergonomics. Both bikes use handsome alloy wheels, and the fit and finish of both are of superior quality.

The Pulsar and Hunk use similar-configuration four-stroke engines, deploying near-vertically arranged single cylinders that use air cooling. The similarities do not end here. Both bikes in this contest use aluminium-alloy for their heads and cylinder construction, and both twin-valve motors breathe via CV carburettors and offer friction reducing bearings between their rocker arms and valve contact surfaces. However, while the Bajaj cylinder sports short-stroke dimensions, the Hunk chooses to remain closer to square.

The Pulsar makes an almost-identical 14.09bhp at 8500rpm on paper to the Hunk’s 14.4bhp at the same engine speed. Engine notes can easily be differentiated, the Pulsar sounding out a characteristic DTS-i whir, while the Hunk is more docile until given the stick, at which point it goads riders to rev harder still. The Hunk feels smoother than the Pulsar. The Bajaj can go as fast as 109kph and the Hunk reaches a top speed of 107kph. Both bikes have one-down, four-up-shifting five-speed transmissions and each box is a joy to shift once you understand their unique nature.

Ride, handling and braking

Both bikes are very different when it comes to these parameters. While Hero Hondas aren’t exactly known for great ride quality, the Hunk will probably change that. On our test ride, the Hunk displayed exemplary cornering manners, a reassuring, planted feel at all times and lightning-quick turn-in that allowed us to leave our apex geometry down to the last possible instant. When compared, the Bajaj feels heavier than and somehow just not as confident as the Hero Honda.

Both bikes achieve their quick stops using a disc in front and drum at the rear. Yet, there is a difference in brake feel, the Pulsar offering sharper bite than the Hunk, which is capable of more progressive stops that are easier to harness. The Pulsar and Hunk use top-class MRF rubber in the same width, but differ with the Bajaj using 17-inch rims instead of 18-inchers, as seen on the latest Hero Honda.

The Bajaj scored higher than the Hero Honda with regard to fuel economy but the difference is a very marginal one. In tough city conditions, the Pulsar delivered 49.6kpl whereas the Hunk delivered 46.9kpl. On the highway, the Pulsar gave 54.4 kilometres to a litre while the Hunk delivered 50.2kpl under the same conditions.

* * *

TECHNICAL DATA

BAJAJ PULSAR 150 DTS-I

Type: Single-cylinder, air-

cooled, four-stroke

No of cylinders: One

Engine displacement:

149.01cc

Maximum power: 14.09bhp at

8500rpm

Maximum torque: 1.3kgm at

6500rpm

Starting: Self-start

Transmissions: 5-speed, 1-

down-4-up

Tyres (f-r): 2.75 x 17- 100/

90 x 17

Fuel tank capacity: 15 litres

Fuel efficiency (overall): 52kpl

Length: 2055mm

Width: 750mm

Height: 1060mm

Wheel base: 1320mm

Ground clearance: 165mm

Vehicle kerb weight: 143kg

Max speed: 109kph

* * *

TECHNICAL DATA

HERO HONDA HUNK

Type: Single-cylinder,

air-cooled, four-stroke

No of cylinders: One

Engine displacement:

149.2cc

Maximum power: 14.4bhp at

8500rpm

Maximum torque: 1.3kgm at

6500rpm

Starting: Self-start

Transmissions: 5-speed,

1-down-4-up

Tyres (f-r): 2.75 x 17- 100/ 90

x 17

Fuel tank capacity:

12.4litres

Fuel efficiency (overall):

48.5kpl

Length: 2080mm

Width: 765mm

Height: 1095mm

Wheel base: 1325mm

Ground clearance: 145mm

Vehicle kerb weight:

143/146kg

Max speed: 107kph

Swift, Getz and Fusion diesels

2008-04-25T07:08:00.000-07:00

Design and interiors

The Fusion and Getz have beige interiors, which seems to be a favourite colour for interiors these days. The beige-and-black dashboard on the Getz looks good but a drawback is the cheaplooking wood finish on the central console. The high seats and big windows along with the user friendly cabin are retained on the Getz, which is a good thing. The Fusion is half-a-size bigger than its contenders but like the Getz, it too, isn't as good as the Swift when it comes to quality of fit and finish.

The Swift also has the best front seats that are wide and supportive. The Getz and the Swift come with a onetouch- down driver's window, but the Fusion misses out on this convenience. The downside to the Swift is its black interiors with a few splashes of silver on the doorpads and the gearknob, which fail to liven up the interiors. In terms of space, the Fusion has an advantage over the other two as it is bigger and that translates into more space. While the Maruti has the best front seats, the Fusion has the best rear seats.

The Fusion also has a lot of useful cubbyholes and storage options and comes with quite a few cubbyholes too. There's one ahead of the driver's knees, one under the centre console and one under the audio system slot. The Swift scores the least when it comes to storage space. If getting away from the traf- fic lights double-quick is all you are worried about, then look no further than the Getz. Its 110bhp CRDi engine easily outperforms the other two.

Changing gear

However, in everyday traffic, driving the Getz isn't that great as below 2000rpm, you will find yourself changing gears more often than in the Swift or the Fusion.

Thankfully, the light gearshift action and clutch never makes this as much of a chore as it sounds. The Fusion's TDCi engine makes the most noise. The diesel clatter is ever present in the cabin, but it is a smooth motor all the same. Vibrations are well controlled and at cruising speeds, even the engine noise dies down. Then you step into the Swift. It doesn't accelerate as quickly as the Getz, but throttle responses are better and this makes everyday driving all the more easier.

There's not much to choose between the Swift and the Getz in terms of re- finement.

The Getz has slightly more vibration when the engine is idling, but the Swift has slightly more engine noise. That said, both these diesels are so refined that it's only when you rev the engine that you can tell what fuel they are running on.

With regard to fuel economy, the Swift is the most efficient and delivered 16.75kpl on an average. The Fusion came second an overall figure of 15.47kpl and the Getz delivered an average of 13.75kpl.

The oodles of interior space in the Fusion is its USP.

However, it is Rs 1.5 lakh more expensive than the cheapest diesel hatch in this group.

The Getz has a potent engine and great performance but in a price sensitive segment and that too for a diesel powered car, it isn't very fuel efficient.

The winner

The Swift however, is the cheapest of the lot, has the best fuel economy and will be the cheapest to maintain in the long run.

In addition, it is backed by Maruti's awesome service. Yes, you guessed right. The Swift remains the undefeated champ in this segment.

Suzuki Access

2008-04-25T07:05:00.000-07:00

Design and engineering

The Access possesses sleek styling and is a scooter of mid-size proportions. Smaller than the Kinetic Blaze, its non-metal panels fit together seamlessly, with flawless fit and finish. However, the design is conservative and does not grab any attention at all as we noticed during our test drive on the streets of Pune. This new Suzuki has a rounded and simple silhouette, with flush fitting clear indicators set into its front apron on both sides of a prominent and smart Suzuki logo.

There is speedometer, odometer and offset fuel gauge set around other predictable icons. A rear brake locking clamp is always at hand, allowing riders the reassurance of activating the rear brake when parked, to prevent the gearless scooter rolling backwards or forward. The Access restricts unlawful access by deterring thieves with a locking system that cuts off key entry via a shutter.

Engine and performance

The latest Suzuki uses a near-perfect four-stroke, 124cc, automatic transmission-equipped powerplant that adopts the acronym XTP, short for X-tra Torque Performance. It’s an air-cooled, single-cylinder motor that has long stroke-bore dimensions of 53.5mm x 55.2mm. Feeding off a carburettor, this two-valve, alloy-encased engine makes a peak power figure of 8.58 bhp at 7000rpm, with maximum torque available at 5500 rpm totalling 1kgm. The Access also provides a convenient button-operated self-start with an optional kick starter lever tucked away close to the rear wheel.

While the Access does come with a cable-operated manual choke just beneath the handlebar, to its credit the new scooter never once called for this to be actuated, despite being started on crisp winter mornings throughout its test duration.

Throughout its power band, the scooter displayed refined, completely vibration-free and super smooth behaviour. Performance is a significant notch better than any Indian 100cc scooter, thanks to its larger displacement. Top speed on the Access is 88kph and it got from nothing to 60kph in 8.98 seconds.

Only available on very few Indian scooters at present, the Access comes with telescopic front suspension; an expensive and superior piece of kit. Owing to this suspension, cornering on the Suzuki is as good as the best scooters out there. The new Suzuki takes 19.17 metres to come to rest from 60kph. Compared to the Activa, the Access provides less real estate space on its floorboard. It uses a steel tube frame, with the engine doubling as a stressed member that links to the scooter’s single rear hydraulic shock absorber. Ride quality is decent, and slightly on the firm side, but well organised enough to keep the vehicle stable. The pillion sits in a restful posture with legs falling easily to the footrests.

The new Suzuki Access delivered 35.5kpl in the city and 38.5kpl on the highway.

BMW M3, Audi A4 and Renault eco2

2008-04-24T06:25:00.000-07:00

Audi

Audi displayed its brand new A4 compact executive saloon. This new car has a lot more space and better ride and handling. And what’s more, it looks stunning. But it won’t be in showrooms until the middle of this year. Also on display were the A6, the mildly face-lifted A8 and the new TT. The biggest attraction at this stall was the space-age, diesel-powered R10 racing car, a clear indication of how much these motors have progressed in recent years.

BMW

The new V8-powered 414bhp M3 was an absolute beauty with a sculpted bonnet, massive wheel arches and an aggressive nose. The good news is that BMW is planning to introduce the M3 in India, but for a whopping Rs. 80 lakh. Not to be left out are the locally-assembled 3 and 5-Series cars, which form the core of BMW’s Indian business. The new X5 SUV and 7-series saloon were also featured at the stall.

Tata Motors

The most talked about car, the Tata 1-lakh car, the Nano, was finally unveiled at the Auto Expo, It is said to be the cheapest car in the world. Also displayed at the Tata stall were the new Tata Sumo and the X1 or the next-gen Indica.

General Motors

The best of American cutting-edge style and panache were found at the GM stall with exhibits that included the Hummer H3 and the Cadillac CTS. The H3 has been recently launched with a right-hand drive and there are plans to launch it in India as well. The CTS is Cadillac’s take on a luxury car for a younger buyer, and boasts features such as an 8-speaker Bose music system with a 40GB hard drive, mood lighting on the insides and a 304bhp V6 engine. Also on display and being shown to the Indian public for the first time was GM’s hydrogen-powered Sequel; the third in a line of GM fuel-cell concept vehicles, following the Autonomy and Hy-wire vehicles from a few years ago. And if one concept wasn’t enough, GM showcased another in the form of the T2X crossover concept. The compact SUV with coupe design cues is strongly tipped to form the basis of a future production model.

Maruti-Suzuki

Maruti-Suzuki displayed the A-Star concept and this vehicle is quite important for the company. It is powered by an all-aluminium 1.0-litre engine and is slated to go into production at Maruti’s Manesar plant near Gurgaon by October 2008. The Splash; claimed to be the spiritual successor to the Wagon R; was also featured at the expo. The Maruti range, model-for-model, was on display, and embellishing the stall was the SX4 rally car. Not the SX4 as we know it, but the ‘original’ two-box design. The nose is unmistakably SX4 and the WRC version boasts a hotted-up 2.0-litre turbocharged engine boasting 300bhp.

Mahindra/Renault

Mahindra and Renault shared one large pavilion. The central theme of the shared area was the separate CNG and LPG-fuelled concepts based on the Logan. Then there were the MCV station-wagon, Renault R27 Formula 1 car, the Twingo and the very modern Laguna Sedan. Also on display was the eco2 concept, which emits less than 140g of CO2 per kilometre travelled.

Bajaj

Bajaj has signed a MoU with Renault and is working on a small car. The car was shown as a design study at the expo. Clearly, the two-wheeler giant is now in want of a piece of the four-wheeler market as well. Also their full portfolio of motorcycles, including the recently-launched Avenger 200 DTS-i, hot-selling 125cc XCD and the flagship Pulsar 220 DTS-Fi to fill up the Bajaj display.

Mahindra-DC Scorpio First

2008-04-24T06:17:00.000-07:00

On the exterior, the only things distinguishing the First from a normal Scorpio are the redesigned front bumper, indicators on the rear-view mirrors and discreet ‘First’ and ‘DC’ badging. To give you an idea of how spacious this vehicle is on the inside, let’s just say, you can open the door, step in, take two steps in and then, you see the circular entertainment centre dominated by a Sony LCD TV. Other features include a DVD player, JBL speaker system, Playstation 2, chiller, mini-bar, coffee maker and fold-out trays. You can’t see much out through the small window, which can make you feel claustrophobic despite the acres of space. The best thing to do in this vehicle is to leave the driving to your chauffeur and just sit back enjoy a drink or movie or if you like finish some extra office work or even read a book. The First comes with fold out, well-finished aluminium trays, reading lights and even diffused LED lighting. When not required, the trays disappear into the sides so neatly, you will never realise they’re there. They are undoubtedly the First’s party trick. Little buttons abound in the cabin; they power the tinted screen, retract or raise the television, work the lights and adjust the seat.

The seat of the First glides back and forth with a soft whirr from the electric motors. They move forward to quite a degree; enough so that an average-size person can actually enjoy a little nap at the back. However, on the downside, the seats aren’t the most comfortable around; the contours taper towards the centre and you find yourself sliding towards the middle.

The Scorpio First does have its share of problems. The ride, for example, is typically Scorpio and therefore, might just cause the drink you’re enjoying to spill over. So, watch out for that. Some ergonomics like the positioning of the door handles could be better, and there are lap belts at the back (not three-point belts). However, it comes at a a premium of Rs. 6 lakh over the regular Dlx, Slx or Vlx you want customised. But, that’s a small price for some to own a car which is truly one-of-a-kind. In fact, the few problems should be taken care of by Mahindra before the car’s launch soon. Delivery will be within a month of placing the order.

The New Tata Indica

2008-04-24T06:08:00.000-07:00

The Tata Indica is a small car. It is Tata’s original small car, of course if its measurements in terms of leg-room, width and space are to be increased; it could become a medium-size car. This is exactly what has been done and the all-new Indica is a massive hatchback that has so much rear seat comfort and width for passengers that it feels like a luxury saloon. Though it may look familiar owing to the long lights and the Indica-like tail-lights but don’t be mistaken, this is an all-new car and every part of it, be the chassis, suspension and even the engine, has been changed. It has been ten years since the Tata Indica has been launched and the new Indica is the best indication of how far this car has evolved in last decade. It is bigger, better and more appealing than any other Tata car and could be their best so far.

The new Indica has been designed by a team led by Justin Norek, ex-IDEA design Italy. They were asked to design a recognisable Indica and at the same time, give it a fresh and distinct look from the original car. So, the new car has the earlier Indica’s smiling grille and that other Indica trademark, the vertically stacked tail-lights, but despite these similarities, the cars don’t share a single part. Changes to the front include wider front grille and air inlet and new headlamps that stretch back into the front wings in a Peugeot-esqe way. There is a mild central ridge to the bonnet and the new Indica has a single flowing shape and tight new skinning that looks modern and attractive. In addition, a chrome grille bar and other up-market details such as the badge at the base of the A-pillar have also been incorporated.

The generous interiors have always been the Indica’s USP. And, the new car has grown outward even more. The length has been increased by 120mm to 3795mm, height is up 65mm to 1550mm, width 30mm and the wheelbase has been stretched by a good 70mm. This means more legroom, headroom as well as shoulder room. The quality of interiors has also improved with a wide, two-tone dashboard. The centrally mounted panel is well finished and the car has more of an upmarket feel to it. These in fact will be further improved as the car that was on display at the Auto Expo 08 didn’t have the final plastics. There is space for a double-size music system and the front seats are ample. The rear seats offer outstanding comfort and have a perfectly reclined backrest, perfect thigh support and the cabin feels as wide as a Honda Civic.

Two engines

Powering the new Indica will be two new engines, both from partner Fiat. The petrol uses variable valve timing technology-enabled 1.4-litre FIRE engine to make 65bhp. The award-winning 1.3-litre Multi-jet, that’s already doing duty in the Maruti Swift diesel and the soon-to-be-launched Fiat Palio D, will also be used in 75bhp guise and is dubbed the ‘Quadrajet’. Expect higher end versions to come with a full complement of safety equipment. Yes, this means airbags, ABS and even possibly ESP. Complementing these features are the wider and lower profile tyres (175/55 R14) as against the Indica’s 165/65 R14’s.

The original Indica will continue to be built alongside the new Indica. All that remains now is good pricing and Tata should offer a substantially improved product at a not-so-substantial jump in price. However, the fact remains that the new Indica is better in every way.

Porsche Cayenne GTS

2008-04-24T06:06:00.000-07:00

According to Porsche, the roads around Faro, in Southern Spain are ideal for sporty driving and so, that’s exactly where I drove the new Porsche Cayenne GTS. The roads along Faro did turn out to be best for such driving and despite all the twists and turns, there was no sloppy SUV looseness and no indication of 2.2 tonnes being flung around. Porsche had claimed that their new Cayenne GTS SUV was designed specifically to give the purest driving experience and their claims are true as this car remained as unruffled as something that’s light and low-slung, something it certainly isn’t. Yes, we have been in modern SUVs that drive as well as cars but the GTS SUV is really taking things to the next level.

Powerful V8

This new GTS has the most responsive, most powerful naturally aspirated V8 ever screwed down and hooked up under the bonnet of a Cayenne. And, with shorter overall gearing and additional power, this 405bhp powerhouse packs muscle like little else. Okay, the Turbo, with its 500bhp twin-turbocharged V8, produces much more power, but for instant access to this power, this version of the V8 is it. Still, 2.2 tonnes is 2.2 tonnes. Try lifting 0.2 tonnes, 200kg, to get the right perspective. An enormous lump of mass that, when multiplied by such massive acceleration, attains ominous levels of momentum. Momentum that you keep adding to or attempting to reverse as you pile on the throttle or chomp on the brakes, or fight against every time you need to steer into a corner.

The original Cayenne was a pioneer in terms of taking SUV agility to new standards. And now, to give more agility, the GTS has been lowered by an inch, the steel springs are stiffer than on the Cayenne S and the front anti-roll bar is stiffer as well. The wheels and tyres are a dream — 21-inch rims are standard, which in itself must be some sort of record for sure. These wheels are housed in chunky wheel-arches that further enhance the aggressiveness of the new Porsche. The tyres used are super-sticky Michelin Latitude 295/35 rubber.

Once I got more into the flow of things, I continued to increase pace and as most of the world outside the Cayenne starts to fade turning into a blur, the Porsche feels like it is nowhere near being fully extended. There may be 405bhp on tap, but that’s only half the story. Chop that up between 2.2 tonnes and there’s only around half to go around; approximately 184bhp per tonne. In spite of this, the GTS driven with your foot to the floor has the ability to hit a hundred from rest in 6.5 seconds and top off at 251kph. Even at speeds as high as 160kph plus, straight-line stability is good, in addition while in other SUVs, you check your speed every time you approach a tight corner, you needn’t do that while you’re in the Cayenne GTS.

This new SUV from Porsche has awesome grip and pitches forward so little as you hit the brakes and rolls so minutely as you turn into the corner, that you soon start to disregard all that weight that is being flung around from back to front and side to side.

Adjustable dampers

STRONG AND STYLISH This new GTS has the most responsive, most powerful naturally aspirated V8 ever screwed down and hooked up under the bonnet of a Cayenne

The drive feel of this car is so incredible that you transcend into a higher zone while behind the wheel. You start to rely on instinct, perception and feel rather than calculated, deliberate inputs. It’s at this point that you are fooled into thinking that you are driving a well-sorted, V8-powered GT car with a stiff suspension and strong brakes – not an SUV!

So for Porsche this is the ultimate triumph as that’s exactly what it set out to do with the Cayenne GTS. Porsche has also provided its adjustable dampers on the coil-sprung GTS and not just the air suspension-equipped car, so ride in ‘Comfort’ mode is acceptable rather than pile-threatening.

The 35-section tyres, however, aren’t the most ride-friendly and there is some ‘thump-thump’. The low profile also means you will have to be a little careful on most Indian roads, which actually defeats the purpose of having an SUV in certain circumstances. In addition, the V8 uses direct injection and a very high compression ratio of 12.5:1, meaning even our ‘premium’ 97-octane petrol will only just be good enough; anything near 91 is less than ideal. Also, it is needless to say that this SUV is seriously thirsty for fuel.

Aston Martin DBR9

2008-04-24T05:58:00.000-07:00

James Bond is something all men would like to be. Who wouldn’t, with the fine dining, beautiful women and cool gadgets — not to mention the cars? James Bond has traditionally driven Aston Martins, and that makes them Oh! so desirable.

Racing cars of any sort are at the top of car enthusiasts’ lists, and who in their right minds would give up the opportunity to take a ride in an Aston Martin race car?

Skoda Fabia 1.4 Petrol

2008-04-24T05:46:00.000-07:00

Diesel power is catching on, but there will always be those who want the refinement of a petrol engine, or their higher-than-diesel rev limits. These people will not mind paying that extra bit at the pump; for them, the gains are worth it. Skoda has
launched petrol versions of the Fabia for customers like these, beginning with the 1.4-litre version.

The cabin

The Fabia’s relatively heavy door slams shut with a satisying ‘thunk’. The tinny sound that you hear from other small cars’ doors is mercifully missing in the Fabia. Its cabin is identical to the Fabia’s diesel version.

This means that the build quality can rival cars from a few segments higher. Making yourself comfortable at the Fabia’s wheel is easy, thanks to two-way adjustment for both the steering wheel and driver’s seat. The dash has a simple, logical layout (except for the configuration of the headlight/wiper stalks), making it very easy and instinctive to use. However, the design is a bit plain. You get a good view of the road from the front seats, thanks to the thin windscreen pillars and the steering wheel feels quite nice to grip.

The Fabia is at the top end of the ‘supermini’ class, so it is very spacious. All the seats offer plenty of head and legroom, enough for four strapping adults to travel in comfort, and five to squeeze in for shorter journeys. The boot is deep and well-shaped, too, and easily capable of lugging all the stuff from your mall trips.

The drive

Start the motor and you will be instantly floored by its quietness. Slot into first, release the clutch (which is lighter than the diesel’s) and you get a taste of the car’s instant responsiveness. This 1390cc, 16-valve engine uses four cylinders, unlike the diesel’s three.

It puts out a modest 85bhp. The standout feature of the engine is its refinement, even near the redline.

In the power stakes, the car lies between the Swift petrol’s 87bhp and the Getz petrol’s 83bhp. But the Fabia weighs slightly more than these two cars, so expect its performance to be a bit slower.

Power delivery is very linear — it is spread out over 6000rpm and this makes the petrol Fabia very easy to drive in traffic — even more so than the Swift. In fact, this is an effortless car to drive. You do not have to wait to get past the 2000rpm mark to get the best power, like you do in the diesel Fabia.

Advantages

The Fabia is big by supermini standards, but compact enough to excel in the city, and the controls are light too.

The Fabia rides comfortably, doing a smooth job of levelling out patchy surfaces.

It does lean a little through corners but the tyres grip the surface reassuringly.

The Fabia’s steering is well weighted and while it doesn’t have the greatest feedback, it is entirely consistent in its control over the front wheels.

The 1.4-litre engine is strong throughout most of the rev range.

But you will have to downshift when overtaking to summon extra power for a quick move.

The Fabia scores in the areas of interior space, quality, comfort, ride and build quality. It is arguably the best-engineered small car available in India at the moment. What works against it, is its steep price.

If you’re looking to replace your family’s small car in the next few months, consider the Fabia.

TECHNICAL DATA
Length 3992mm

Width 1642mm

Height 1513mm

Wheelbase 2462mm

Turning circle dia 10.0m

Kerb weight 1060kg

Engine 4-cyls, in-line, 1390cc

Installation Front,

transverse, front-wheel drive

Power 85bhp@5000rpm

Torque 13.4kgm@3800rpm

Gearbox 5-speed manual

Fuel tank45 litres

Brakes (F/R) Ventilated

discs/drums

Tyre size 185/60 R14

Boot 300-1163 litres

CHEVROLET CAPTIVA 2.0

2008-04-22T10:13:00.000-07:00

Of the imported SUVs, the Honda CR-V so far has managed to remain on top of the game because it performs brilliantly, drives like a car and its interiors are superb. However, it does not come with a diesel option, can only seat five people and costs
quite a bit too. Still, it reigns supreme in this segment. The Hyundai Tucson failed to make it big in this small but growing segment, and the car that comes closest is the Ford Endeavour. Now, Chevrolet has launched the Captiva and this baby is powered by diesel, boasts of flexible seating and lots of space. What’s more, it has been priced competitively too.

Design and engineering

With typical soft-roader looks; the Captiva does not possess the same imposing road presence like the Endeavour. The Captiva has been styled completely at GM Korea’s design centre in Incheon by a team led by Max Wolf. The Captiva’s styling is modest by SUV standards and a tad innocuous in the metal. Features that give the new Chevy the soft-road looks are the raked windscreen and curved roof which sweeps down, coupe-like, at the rear. Certain design elements like the grille and beltline or even the flared arches stand out and the brighter colours work better on this car as the black Chevy we tested masked a lot of the Captiva’s interesting lines and styling features.

On the inside it is well packaged and even a much larger vehicle like say the Audi Q7 does not match the Chevy in interior space. Both the body and the chassis, which is of monocoque design, are constructed from high-tensile steel and this greatly enhances crashworthiness. Cost enhancing options such as Hill-Descent Control have been excluded on the Indian version but are available on foreign versions of the Captiva. However, even ESP and traction control has been omitted from the Indian versions.

Interiors

The materials used on the dashboard feel soft to touch and the quality of plastics on the Captiva feels better than the ones found in the endeavour or Vitara. With a the two-tone dash that has plenty of brushed metal inserts is anything but boring and the faux wood strips across the centre of the dash look similar to those found on the BMW 5-series.

Climb into the driver’s seat and the big ‘bowtie’ logo on the centre of the wheel and the Optra-like dials tell you this is a Chevrolet. The audio and air-con controls are easily reachable and the big rotary knobs assist in changing temperature with ease. The steering-mounted audio controls feel natural to use and the best feature is the information display above the audio system that houses the trip computer info and a Mitsubishi Pajero-esqe digital compass and air-con mode information. India will get the seven-seat version – two seats flip up from the boot floor – and this third row is not a place to spend a lot of time in. The seats are almost on the floor, so while there’s plenty of headroom and decent legroom, you will end up sitting with your knees near your chin. The front seats are comfortable and offer good support but the seats at the rear are short on thigh support owing to the short seat base.

Engine and gearbox

This 2.0-litre diesel is similar to the Optra Magnum’s engine. The four-cylinder, common-rail diesel displaces 1991cc (the same as the Magnum), but puts out a considerable 28bhp more, thanks to the variable-geometry turbocharger that provides more boost. It uses a Bosch common-rail system to deliver fuel at up to 1600-bar and an alloy head with four valves per cylinder, but uses only one camshaft to open and close all 16 valves. The Captiva has a five-speed manual gearbox that has a short-throw but it is quite notchy and engaging gears requires some effort.

Fuel economy

In the city we got a good 9.5kpl as the short gears kept the engine in the meat of its power-band – meaning it didn’t need huge throttle openings to get going. However, on the highway, the Captiva delivered 11.5kpl – with the short gearing making the engine work harder and thereby consume more fuel.

TECHNICAL DATA
CHEVROLET CAPTIVA 2.0

layout: 4 cyls, in line, 1991cc
Max Power:
148bhp at 4000rpm
Max Torque: 32.6kgm at
2000rpm
Top Speed:
177kph
0-60: 5.08secs V0-100: 11.72secs
CFE: 10.5kpl
Fuel
tank capacity: 65 litres
Boot capacity: 465-930
litres (with seats folded)
Length: 4660mm
Width: 1870mm
Height: 1755mm
Wheelbase: 2705mm
Weight: 1820kg
Ground clearance: 197mm

TVS Flame

2008-04-22T10:03:00.000-07:00

The new TVS is packed with technology and nice-looking engine cases surround the TVS CCVTi (Controlled Combustion Variable Timing ignition) engine. This engine displaces 124.8cc and produces 1.02kgm torque at 6250rpm, while optimum power is 10.3bhp at 8250rpm. The Flame’s controversial two-too-many-spark plugs are situated in a combustion chamber that deploys three valves — two inlet and one exhaust. Ignition is multi-mapped to provide the best spark for changing conditions, while the Flame does not stint on friction-slaying elements like roller bearings for its rocker arm contact points. The technology used in the Flame was developed jointly by TVS’ in-house R&D team and engine experts AVL of Austria. The idea is to achieve optimal engine efficiency, incorporating good tumble and swirl within a single cylinder — easier said than done for a single inlet port providing good tumble tends to lack good swirl, and vice-versa. The Flame does achieve this, however, dedicating only one swirl-promoting port at low-throttle operation conditions, while a second inlet (located above the first) is engineered to open only at higher engine speeds and facilitate good tumble.

The gearbox on the Flame is an all-four-up shifting gearbox that shifts smoothly at all times. The Flame can reach a top speed of 98kph and get from 0-60kph in 6.24seconds. And though it does deliver good performance for its class it lacks as much low end torque as we would have liked to have felt.

Fuel economy

The Flame delivered 52.9kpl in crowded city conditions and 57kpl on the highway.

Verdict

Given that the Flame is stylish, has more than enough features and is even packed with technology, one would expect that the bike is perfect. However, this isn’t so and very basic flaws including a rough engine and poor riding position take away from its appeal. And, all that technology didn’t even manage to get fuel efficiency to highly impressive levels. Additionally, TVS has priced it a startling premium above its competitors. All factors considered, the Flame might just manage to create a tepid stir in the biking world.

TECHNICAL DATA

Type: Single-cylinder, air-cooled four-stroke

No of cylinders: One

Engine displacement: 124.8cc

Maximum power: 10.3bhp at 8250rpm

Maximum torque: 1.02kgm at 6250rpm

Starting: Self-start

Transmissions: 4-speed, 4-up

Tyres: 2.75 x 18 – 3.00 x 18 inches

Fuel tank capacity: 8litres

Fuel efficiency: 55kpl

Length: 2030mm

Width: 760mm

Height: 1070mm

Wheel base: 1320mm

Ground clearance: 165mm

Vehicle kerb weight: 123kg

Max speed: 98kph

Nissan GT-R

2008-04-22T09:55:00.000-07:00

The new Nissan GT-R is powerful, fast and everything a sports car should be.

The GT-R flies off the blocks and reels in the short straight — whaaam! It’s at the end of the straight even before my brain can catch up, and I pedal back a bit for the next few corners. Still, even when using only 80 per cent throttle, the GT-R is tearing towards the next corner, the rate of acceleration continuously flying up and up, never peaking, as the dual-clutch gearbox pre-selects the next gear and shifts up with zero let-up. It slams you back in the seat and pins you there, as you ride the stream of never-ending jet engine-like thrust! This sledgehammer performance is concentrated to the upper reaches of the power-band; the performance of the GT-R after 4000rpm is so strong, your gritty grin is part fear, part thrill. There is no way I’m using maximum available power.

The twin-turbo 3.8-litre motor that powers the GT-R has been tuned to spin hard and fast and as a result, the car has brilliant straight-line stability, can get from 0-100kph in just 3.5 seconds and can go as fast as 312kph. In addition, the fact that it has a lightning-quick, DSG-style gearbox is also part of the reason for the fantastic pace this car has. Given the massive power this car possesses, it is a good thing that you won’t be able to flick it around from corner to corner as you would small or lighter car. Despite the fact that the GT-R is 1,740 kilos, you don’t feel this weight while hurling it around a track.

Then comes the magical part — as you push down the throttle smoothly, release all that atomic bomb-like power and are shot towards the exit of the corner with the tail creeping wide onto the kerb, the GT-R pulls hard enough to arrest your natural breathing. And you can do this corner after corner, lap after lap.

TECHNICAL DATA
Length 4655mm

Width 1895mm

Height 1370mm

Wheelbase 2780mm

Kerb weight 1740kg

Engine 6-cyls in vee,

3799cc, twin-turbo

charged petrol

Installation Front,

longitudinal, 4WD

Power 473bhp at 6400rpm

Torque 60kgm

at 3200-5200rpm

Gearbox 6-speed,

double-clutch,

semi-automatic

Suspension (F-R)

Multi-link, coil springs,

anti-roll bar

Fuel tank 76litres

Brakes (F-R) 380mm

ventilated discs

Tyre size

(F-R) 255/40

ZR20-285/35 ZR20

Boot 315litres

Volvo XC90

2008-04-22T09:48:00.000-07:00

Nothing will get you attention on the road like being seated in a massive SUV. In August 2007, we drove the Volvo XC90 in the U.K. and at the time, the car hadn’t yet come to Indian shores. The XC90 has arrived here. Though an impressive SUV, it faces competition from the likes of the BMW X5 and the Audi Q7.

The XC90 has a wide stance and exudes confidence; the BMW has sharp looks as well.

Enough space

The XC90 is for those who prefer space more than others things. It has the width of the Volvo B7R (intercity bus) and it also has the most comfortable front seats of the three cars. But, while Volvo scores high on space, the best-quality interiors belong to the BMW. You won’t find any cheap bits on the X5 and the brushed metal, wood and leather are of top quality and everything is solidly built. The X5 comes with a chunky steering wheel and everything from the central console to the power controls works efficiently. The 5-series-like ‘tap-for-shift’ gear selector is almost a work of art and the iDrive knob that controls the screen has a superb finish too. While the XC90 has the best front seats, the Audi scores highest with regard to back seat comfort. The seat is well contoured and there is a good amount of thigh support. And if you are not using the third row of seats, which will be very often, legroom is almost at limousine levels.

BMW X3 2.5SI

2008-04-22T08:48:00.000-07:00

The BMW X3 is not the typical SUV one is used to. It is powered by petrol, not diesel, is not too spacious and you can forget about a third row of seats. In fact, it is even a size smaller than many luxury saloons. This SUV was not made to be big or practical. What makes this SUV special is its sporty character and the pure focus on the driver; a typical BMW trait.

The 2.5-litre straight six that powers the 325i saloon will also power the X3. And, like the 325i, this too has the same linear power delivery and the same eagerness to rev. However, the X3 is different in the fact that it weighs 370 kilos more than the 325i and so performance isn’t as brilliant. In addition, the thick slug of mid-range torque that a typical modern common-rail diesel belts out was also missing, but that does not mean that this car is slow; certainly not. The fact is that this precious motor is best when worked close to its redline and one really needs to get the revs up to really bring out its best.

Responsive transmission

The transmission is incredibly responsive and kicks down in a flash to a lower cog, to make most of the power-band. The result is a seamless surge of power which whisks the X3 to some serious speeds. The strong top-end and unflappable poise make the X3 a fantastic highway muncher and, not surprisingly, the Expressway got over in a flash.

The four-wheel drive system developed by Magna Steyr, which works through a centrally-mounted, multi-plate clutch, gives the X3 some amount of off-road capability, but it’s clear that the setup of the car is clearly directed more at performance on the road than off it.

On an uneven road, there is too much vertical movement and an unsettling rebound motion from the rear. The aggressively-tuned suspension sacrifices ride comfort to a large extent, in the interest of pin-sharp handling. Another point which undermines the X3’s refinement is a distinct drone, which sounds like it’s coming from the tyres, but is actually from the final drive. This is accentuated by the hushed performance of the silky-smooth and super-refined engine which we have already begun to take for granted.

TECHNICAL DATA

Length 4569mm
Width 1853mm
Height 1674mm
Wheelbase2795mm
Turn circle dia 11.7mm
Kerb weight 1805kg
Engine 6-cyls, in-line, 2497cc
Installation Front, longitudinal, all-wheel drive
Power 218bhp
Torque 25.5kgm
Gearbox 6-speed auto Front suspension Spring strut suspension
Rear suspension Double wishbones
Fuel tank 67 litres
Brakes (F/R) Ventilated discs
Tyre size 235/55 R17
Boot 480litres

TVS Scooty teenz EV

2008-04-22T03:49:00.000-07:00

The Scooty has been a beloved vehicle that has also been around for a long time. With time, it has evolved from the two-stroke it used to be to an almost 100cc four-stroke.

Though the design has been worked on and modified, the feminine appeal remains. This year, TVS is going to launch several new models among which, is the new-gen Scooty. Most manufacturers are pumping up the displacement levels on their vehicle in order to feed the testosterone-driven population. TVS is unique as unlike the rest, it is offering a product that will appeal to one’s head and a few feminine hearts. Called the Teenz EV (EV stands for Electric Vehicle); the new-gen Scooty is the small scoot with a big name.

The Teenz EV pushes itself and the rider forward with its 800W hub-mounted motor rated at 500 rpm powered by four 12V/ 20Ah batteries situated under the seat. Though this engine puts out 3.4 kgm of torque it does not result in as much pulling power as one would expect. Even riding solo, crossing intersections needed a lot of planning; looking several glances back and forth, and on one occasion, I even did a little legwork to avoid a car that didn’t slow down.

A switch that changes the battery range between high, medium and low is located where one would find the starter on a more conventional motorcycle. This can be confusing, especially for people used to the TVS’ ‘power’ and ‘economy’ modes.

Different ranges

The Scooty had different ranges instead of modes and these work in a contrary manner; high range means least power. High range on the EV takes it to a speedo-indicated top speed of 20kph. Medium range can push you to approximately 30kph, and you could choose to top out at 40kph in low range.

Staying in high range will see you through a respectable 50km on a full recharge before you need to plug in again.

The charger for the batteries has been made by Tianneng Electron Company, China, and to recharge the batteries to full takes around seven hours. One end of the charger fits into any standard three-pin socket, while the other end fits in where the fuel cock is on petrol-powered Scootys. Pinning the throttle to the stop in each of the modes has no noticeable difference in a straight line from the rest, but at walking speeds, the sharpish response of low range compared to high range can be felt if you whack the throttle open.

The flower-power pattern on the Scooty gives it a different look and the twin bluish-white city lamps are definitely the Scooty’s best detail and the plastic shrouds over the swingarm add visual muscle to the otherwise feminine Scooty.

Handling is nimble and fun thanks to the EV’s lightweight 90kg, but this isn’t a scooter for enthusiasts.

Bumps throw the new Scooty around all too easily, and don’t expect to be doing much corner-carving either. The front brake feels spongy, but the good rear brake more than makes up for this.

The Scooty is the perfect vehicle for a teenager who is just starting college or for people who want a really cost-effective commuter.

However, the Teenz-EV does need better initial acceleration to avoid getting in the way of other vehicles at intersections, and it wouldn’t hurt if this TVS was a little bigger as well.

TECHNICAL DATA

TVS Scooty teenz EV

Price Rs 33,000 (est)On sale March 2008

L/W/H 1685/590/1060mm

Wheelbase 1220mm

Ground clearance 130mm

Battery range 50km(claimed)

Kerb weight 90kg

Engine Engine layout Wheel hub mounted motor

Power 800W

Torque 3.4kgm

Front suspension Leading-link shock absorber

Rear suspension Twin shock absorbers, swingarm

Front brake 110mm drum

Rear brake 110mm drum

Wheels 3-spoke alloy wheels

Rim size (f-r) 10 inches

Tyre size (f-r) 2.75 x 10 inches

Tata Sumo Grande

2008-04-22T03:34:00.000-07:00

The Grande’s clean-cut, fresh design gives it a contemporary look that is a generation ahead of its predecessor. Styled in the U.K. by the Concept Group, the Grande was designed to look modern. Tata has maintained the SUV-like two-box look, bonnet and passenger cabin. The lines that flow along the body of the vehicle make it attractive as does the ‘V’-shaped grille, flowing bumper and front wheel arch.

The boxiness of the old Sumo is still there though owing to the vertical A-pillar and upright rear. Tata’s designers wanted to move away from the hardcore off-roader looks but as a result, the Grande ends up looking a touch slab-like. Check out the very subtle rear bumper and the spare that has been moved to the underbody. What these changes do accomplish is that they give the Grande the appearance of a cross between an off-roader and a MPV.

Power to the rear wheels is supplied by Tata’s all-new 2.2 DiCOR motor — yes the same unit that powers the Safari, which means this 1,940kg car has a decent amount of power propelling it forward. Under the hood of the Grande, this 2.2 DiCOR motor makes 118bhp, as against 140 for the Safari, the de-tune carried out in the interest of fuel economy. However, this motor still uses the variable geometry turbo and you can feel its effects as soon as you tap the accelerator.

In the city, the Grande delivered 9.6kpl and on the highway, it gave 13.2 kilometres to a litre. If you take a look at the Sumo Grande from an overall point of view, Tata Motors has achieved what it wanted; the new design will certainly attract family car buyers and the Grande is comfortable and spacious as well. The interiors look good; performance too is on a high level and the best part is of course that it is efficient.

Yes, it does have its share of flaws such as the old Sumo’s chassis and suspension, the basic leaf spring rear suspension meaning it doesn’t drive as well as it should.

However, when compared to its competition, it is found lacking and safety features like ABS and airbags are not provided either. But, with a price tag of Rs 7.84 lakh, it is substantially cheaper than its competitors and this is what the Grande’s USP is.

TECHNICAL DATA

Tata Sumo Grande

Engine Engine layout: 4-cyls in line, 2179cc

Max Power: 118bhp at 4000rpm

Max Torque: 25.4kgm at 1500-3000rpm

Top Speed: 141kph

0-60: 7.14secs

0-100: 17.72secs

CFE: 11.4kpl

Fuel tank capacity: 65 litres

Boot capacity: 150-500litres (with seats folded)

Length: 4421mm

Width: 1780mm

Height: 1940mm

Wheelbase: 2250mm

Weight: 1940kg

Ground clearance: 180mm

Yamaha YZF-R1

2008-04-20T11:16:00.000-07:00

The R1 has sharp body lines and a front fairing that houses a bank of intake nostrils and aggressive, brilliant headlights that stay lit from the moment the engine roars to life. The R1 comes with skilfully sculpted levers — the brake is adjustable while the clutch has a handy cable adjuster.

The bike that has probably occurred in every rider’s dream at some point has finally come to India! Yes, the mean, built-for-speed Yamaha YZF-R1 is set to change what biking means to the Indian rider. The version coming to Indian shores is the latest 2008 R1. So needless to say, it comes with state-of-the-art technology including a chip-controlled throttle, variable intake manifold and slipper clutch. When the One was first introduced to the world it redefined style. It is quite light despite the fact that it looks super powerful — it’s sharp, compact profile is a thrill to behold. The bike we tested came in Yamaha’s trademark red-and-white scheme which was popular when the R1 made its debut. But, India gets only the choice of black and blue colour themes, though regardless of the colour, this bike looks gorgeous.

The Yamaha uses titanium inlet-valves, as also patented EXUP (a valve within the silencer that works to improve mid range power delivery) equipped exhaust canisters of the same material. Throttle is fly-by-wire and called YCC-T, short for Yamaha Chip Controlled-Throttle. The gearbox is a pleasure to use and very smooth, even when power-shifting without clutch use. We managed to push the R1 from rest to 200kph in 10.34 seconds, thereafter passing 250kph in 19.58 seconds before it ran out of breath thanks to the test bike arriving in our hands with an abused clutch. Top speed felt easily in the region of 285kph. A niggle Indians are certain to experience is the R1 transferring too much engine heat to the rider’s thighs when ridden at slow speeds.

Fuel economy

Heavy and uncomfortable in traffic, the R1 offers good ride quality in all situations, as well as impeccable handling and perfect cornering manners at the silly speeds it is built to perform at. Turn in is exact, with fantastic balance ensuring the bike feels safe, light, yet controlled even when pushed beyond 150kph. Pillions will find the R1 unfriendly, while hydraulic six-piston, radial mounted discs work in front to provide awesome braking. Fuel economy on this bike wasn’t too good, which comes as no surprise, for frugality just isn’t what this speedy bike is built for. Fuel economy as far as riding in the city stands at 15.1kpl and on the highway the R1 delivers 17.3kpl.

Tata Indigo CS

2008-04-20T11:08:00.000-07:00

Tata promised the world a car that would cost Rs. 1 lakh and it gave the world just that. Owing to media hype, every corner of the world is now aware that the Tata Nano is the cheapest car on the planet. Now, following the Nano hysteria, Tata has once again launched the cheapest-of-its-kind product, the Tata Indigo CS (Compact Saloon); this is the cheapest saloon in the world. With a splendid, tempting price tag of just Rs 3,79,000 (ex-showroom Mumbai) for the base model, the new CS is a remarkable Rs 91,220 cheaper than the regular Indigo’s base variant. In fact, the regular Indigo will continue to be produced and sold alongside the CS.

Advantage customers

In a clever move, Tata has placed the CS in hatchback-land therefore, created its own spot for it in the market. The new Indigo was launched at the Auto Expo held at Delhi in February this year. Owing to the chop of boot, the Indigo CS qualifies as a small car and therefore it can take advantages of the small car regulations that specify that if a car is less than four metres in length, it gets an eight per cent tax reduction. The Indigo CS is 3988mm long and can benefit from this regulation.

The Tata Indigo CS was in development stages for a year. The most time was taken in developing the dyes that came all the way from Ogihara in Japan; these are considered to be the best dye-makers in the world. The dyes were used to stamp the stubby boot and side fenders, the only body panels that are new. Speaking of new, the sharply-cut tail lights on the Indigo CS are also a new feature and the rest of it remains pretty much like the regular Indigo even the rear glass on both is the same.

The chopping of the boot has resulted in a remarkable improvement in the looks department of the Indigo. The styling has made such a difference that the CS looks several times better than the regular Indigo. The boot and large overhang of the old Indigo seemed quite disproportionate and did not flow smoothly with the rest of the car’s body. When the boot got chopped, this awkwardness also was removed improving the look of the car tremendously. The new compact boot suits the car and this one difference in style had helped the Indigo move generations ahead stylistically even though most of the car remains the same.

However, it’s all very nice for the style quotient to have the boot chopped off, but how does this 162mm reduction affect boot space? Not too badly. The CS still has a very useful 380litres of boot space and this is still more than other hatchbacks! And at a pinch, you can flip down the back seat.

Ford Endeavour Thunder+

2008-04-20T10:58:00.000-07:00

Bigger is better — let’s make that ‘biggest is best’. Ford agrees, for it has decided to put a bigger three-litre unit that develops 154bhp of power into the Endeavour, up 11bhp from the earlier 2.5-litre motor, which is still on sale. We never felt that the 2.5-unit was underpowered but obviously Ford feels that with this motor it can leverage the SUV’s macho image and translate that into better sales. This at a time when the new soft-roader diesel, the Chevrolet Captiva, which seats seven, is breathing down its neck. So should you plump for this beefed-up version or is the smaller 2.5-litre engine enough for your needs? Let’s find out.

There is a fair amount of clatter when starting from cold, which is typical of a diesel motor, but this subsides into a murmur within minutes, once the engine has warmed up. The stronger performance is evident as soon as you take off.

This motor feels more responsive than the smaller 2.5-litre unit. Where the smaller motor becomes lively only after crossing the 2000rpm mark, the bigger 3-litre engine shows urgency right from 1500rpm, which makes driving in the city relatively easier. The TDCi motor is quite happy to rev to its limits and feels flexible and responsive throughout its powerband. The additional power means that hustling this near two-tonne SUV is now an easier task.

Dose of power

The generous dose of power in all gears also ensures that you won’t have to downshift all the time to gain momentum, quite a boon on the highway. The additional power also means that this SUV is a lot brisker now, a fact that is immediately noticeable.

The steering is quite accurate and gives the driver a fair amount of confidence. Despite its high proportions and massive bulk, the Endeavour doesn’t rock and sway and in fact feels quite steady. On the downside, the turning circle is huge and parking in the city is a chore you’ll prefer to leave to the chauffeur; in fact, you will feel its gigantic proportions in the city.

Where the Endeavour really scores is in its ability to gobble up the worst of roads with ease. The 210mm ground clearance, 16-inch wheels and good pulling power ensure that it is right at home on loose gravel and off-road, coasting over dirt roads with considerable ease. But the rear suspension still employs antiquated leaf springs, which means that you won’t have the smoothest ride. Bumps and crevices on the road will jolt the passengers, especially the ones at the rear. The situation is most dire in the third row, which is seriously uncomfortable on bumpy roads.

Ford hasn’t changed anything inside the cabin. Like the exteriors, the cabin has a no-nonsense stance. It is well designed, with a trim that wouldn’t look too out of place in a family saloon. The straightforward dashboard uses a multi-tone colour scheme of black, beige and silver and the gauges are easy to read. The beige interiors go a long way in lending this SUV the essential feel-good factor. The high-set front seats impart a sense of invincibility. There are three rows, though the last row is best for children. However, you can catch your knee on the handbrake which sprouts out from the dash. It’s also a chore to operate, especially when starting off from a slope.

The Endeavour is built to withstand sustained rough use and we expect the mechanicals to be robust. At the same time, we would like Ford to give the Endeavour parking sensors, since without them reversing this car and keeping it scratch-free is a job for two (you will need someone to tell you how far you can go).

The 3-litre engine Endeavour retails at Rs 19.29 lakh (on-road, Chennai), and is available only in the 4x4 variant. At this price, it is around Rs 2.9 lakh more than the 2.5-litre 4x2 variant. It is also slightly cheaper than the Captiva diesel, which makes this car seem like good value.

If you are looking for a seven-seater which can do serious off-road duty, the new Endeavour Thunder + makes a good buy — look no further. But if you don’t intend to go off-road, then the smaller 2.5-litre engine makes better sense — nobody on the road will ask how much power your Endeavour has once it is looming in their mirrors. They’ll scurry out of your way regardless!

* * *

TECHNICAL DATA

Length: 4998mm

Width: 1789mm

Height: 1836mm

Wheelbase: 2860mm

Turning circle: 12.2m

Kerb weight: 1995kg

Engine

4 cyls, in-line, 3 litres, turbo-diesel

Installation: Front, longitudinal, four-wheel drive

Power: 154bhp @ 3200rpm

Torque: 38.7kgm @ 2500rpm

Gearbox: 5-speed manual

Fuel tank: 71 litres

Brakes (F/R): Ventilated discs/drums

Tyre size: 245/70 R16

Fiat Palio

2008-04-20T10:55:00.000-07:00

Fiat is hoping to revive the Palio — and customers’ faith in it — with the talented Multijet diesel under its hood. Fiat has always had a good car in the Palio, it has got a solid build and a comfortable cabin. Never mind the after- sales support, the 1.1l petrol didn’t have enough in it to hustle the car along and the 1.6 was a true hot hatch, but burnt a hole in the pocket with the fuel bills.

Well, now you can get the best of both since Fiat India has introduced the 1.3 Multijet engine (which it developed and has given to Suzuki under license) on the Palio. Yes, it’s the same engine that has everyone raving about the Swift diesel. There are a few exterior changes to the Palio, the most prominent being the new grille and logo. Apart from these, the design is the same as the petrol Palio Stile. On the inside, this car doesn’t feel like any other hatchback; it is solidly built. But sadly the interiors have been left unchanged and clearly look outdated, especially when compared to the modern Swift.

Look closely and you’ll notice some cost-cutting too — the moulded roof-lining doesn’t extend down the B-pillar and the handbrake looks and feels cheap. Ergonomically, the cabin is very good. Both front and rear seats offer good legroom and support all around.

Start the engine and you can tell it’s a diesel under the hood, but it isn’t as noisy as the diesel engine Fiat once offered on the Palio. It is quite smooth and the light clutch and gearshift make it quite stress-free to drive. The initial throttle response is sluggish, but after 2000rpmthat it thrusts forward till 4000rpm after which power tails off.

In fact, the Palio’s ride and handling can even put a few saloons to shame.

Fuel efficiency figures are expected to be comparable to the Swift diesel’s, considering both cars have a similar kerb weight. We expect Palio to undercut the Swift Diesel on price and that makes it good value. However, don’t forget that the Fiats don’t hold resale value as well as Marutis do, so that might even out in the end.

The Palio diesel deserves to succeed, with the promises it makes of fantastic build quality, ride and handling, and a fun yet frugal engine. Only time will tell if it will.

Skoda Fabia

2008-04-20T10:42:00.000-07:00

Skoda has made a name for itself as a premium carmaker in the Indian market, and it has delayed the launch of the Fabia simply because it wanted to give the Indian customer the new model.

The Fabia was launched first in diesel guise, and now it is the turn of the petrol version. It’s easy to like Skoda’s new baby, especially in this 1.4-litre petrol version.

Yes, at Rs 7.14 lakh, this petrol Elegance version is still expensive for a hatch, but if you really want a Fabia, then this is a whopping Rs 92,000 cheaper than the diesel Elegance. You’ll get the sunroof, the parking sensors and the projector lamps for this price. Sadly, Skoda is currently offering the petrol version only in this top-of-the-line Elegance trim. Plans are on to bring out the 1.4-petrol in cheaper trim and even with a 1.2-litre petrol engine later this year. Until then, this is the only petrol you can drive out of your local Skoda dealer.

TECHNICAL DATA

SKODA FABIA 1.4 PETROL

Price Rs 7.14 lakh (ex-showroom, Mumbai)

Length 3992mm

Width 1642mm

Height 1513mm

Wheelbase 2462mm

Turning circle dia10.0m Kerb weight 1060kg

Engine 4-cyls, in-line, 1390cc Installation Front, transverse, front-wheel drive

Power 85bhp@5000rpm

Torque 13.4kgm@3800rpm

Gearbox 5-speed manual

Fuel tank 45 litres

Brakes (F/R) Ventilated discs/drums

Tyre size 185/60 R14

Boot 300-1163 litres

Swift Dzire

2008-04-19T11:37:00.000-07:00

Technical Data

Price: Rs 4.6 lakh - Rs. 6 lakh (estimate)

Engine Engine layout: 4 cyls in line, 1.3l petrol, 1.3l turbodiesel

Max Power: 87/75bhp (petrol/diesel)

Max Torque: 11.3/19.37kgm

Boot capacity: 440 litres

The Swift Dzire looks identical to the hatchback from the front save for the chrome grille. The car has been completely redesigned from the second pillar onwards (behind the front door). The rear door has an all-new design and is bigger than that of the hatchback, with greater glass area. This ensures that the rear doesn’t feel as cramped as the hatchback. The car gets a boot with a raised trunk lid which can take good amount of luggage and a chrome strip across the lid above the number plate.

The triangular lights complete the rear. The overall design isn’t as appealing as the Swift hatchback, but that’s not to say that it looks bad. Just like the Indigo (which was developed from the Indica), we expect it to grow on us over a period of time.

Dzire hasn’t changed much on the inside, which is identical to the hatchback. You get the same modern and classy-looking dashboard. You also get chrome surrounds around the dials, which are now backlit with white lighting. The Dzire has four variants: LXi, VXi and ZXi and a ZDi (diesel variant). The base model will get black seat fabric.

The Dzire uses the same engine as the Swift. Weighing only around 30kg over the regular Swift ensures that performance is similar to the smaller hatchback. The fine steering combined with the slick gearbox and the smooth clutch makes driving this car an enjoyable experience no matter what is powering it, diesel or petrol. The diesel will wow you with its pulling power, which it generates in abundance once past the 2,000 rpm mark.

The motor responds well to throttle inputs and has a generous power band. The best power is between 2,000 and 4,000 rpm. The diesel motor impresses with its refined nature. The petrol motor loves to be revved and picks up speed rapidly when pushed. The silky nature of the engine means you’ll enjoy pushing it to the upper end of its power band.

Yamaha Gladiator Type SS

2008-04-19T11:33:00.000-07:00

‘SS’ stands for ‘Stylish and Sporty’ and the ‘RS’ stands for ‘Racing Sports’. There isn’t much to differentiate the two except for their paint schemes, decals and the colour of the rear springs.

The new Gladiator is instantly recognisable, due to the 28 changes Yamaha has made to it, but what hasn’t changed is the quality of the fit and finish; it still remains top notch. The front mudguard has been changed, as has the fairing, now with a vent in the centre, above the headlamp. The indicators have new clear lenses that have replaced the old Gladiator’s amber ones; the handlebar is flatter, encouraging the rider to lean forward, and the handle crown is redesigned. The muscular tank is complemented well by an engine cowl. The footpegs are made of aluminium now, and the attractive pillion footpegs snap into place with a very satisfying click. The brake pedal is redesigned, and the gearshift lever is truly sporty, now only a toe-shifter. The under-seat cowls look like they flow into one another thanks to the very well-executed decal job, and the seat is dimpled for extra grip during hard riding. Red springs on the dual rear shock absorbers connect the seat to a rectangular swingarm. The new Gladiator also has an exposed chain that requires minimal maintenance. On the right, the newly-designed muffler end-piece is inclined at a suitably sporty angle. Alloy wheels are now standard on the Gladiator. Unlike a run-of-the-mill 125, the Gladiator is a big bike and it shows the tank recesses accommodate the knees of tall riders comfortably. The low handlebar puts a bit of weight on the wrists, but on long rides or the occasions when you’re corner-carving, this is a good thing.

The 123.7cc, 4-stroke, single-cylinder engine’s power and torque outputs are unchanged, with the only changes being a high-flow paper air filter and a silent cam chain. Twist the throttle, and the engine responds with a rorty note that makes other road users sit up and take notice of you. The engine is extremely smooth and vibe-free, and pulls strongly from 3000rpm onwards. The bike moves briskly, especially when you factor in that the intuitive 5-speed gearbox needs just a nudge on its gearshift lever to swap ratios. Finding neutral is never a problem, either. The clutch is soft, with smooth engagement. Handling is exceedingly nimble. Ride quality on the new Gladiator proved plush, always comfortable over bad roads, as was the case with the previous generation model.

BMW 320d Highline

2008-04-19T11:23:00.000-07:00

On the new model, BMW has addressed both these issues, and provided the car with a substantial feature upgrade. All cars now have sunroofs, xenon lamps, rear parking sensors and side window blinds as standard and the 320d also gets a new diesel motor.

On the outside, not much has changed, with the alloys being the only giveaway. Chris Bangle’s lines have grown on us and most of us have started admiring the snub-nosed bullet the 3-Series represents.

The addition of the menu button in the recent past has improved the user-friendliness of the system substantially. Some detail features are difficult to get to, but five minutes with the manual should sort this out. Buttons are neatly laid out and everything has a feel of robustness to it.

The instrument cluster is one of the best we’ve seen so far. The simplicity and clarity keeps in line with the design philosophy of no-nonsense performance. The powered seats are a snug fit with good side bolstering and the driving position is fabulous, making you feel one with the car once you’ve got the settings right. Seat height travel however is limited, which could be a problem for shorter drivers, and the mirrors still don’t show you enough of the road. Rear seat comfort is also good, the seats are supportive, legroom is enough and the angle of the seat is just right. You do wish for some more legroom when someone tall is driving, though.

With an almost 15 per cent increase in power, the new 320d pulls much harder, displaying even more eagerness than the old car. Even the kick down from the steptronic six-speed transmission feels more urgent than before. However, the car doesn’t consume more fuel than the old one.

Though not many of you will reach speeds of 180kph and above on our roads, this is a chink in the armour of the 3- Series’ otherwise perfect handling. And that heavy steering at low speeds remains, but wouldn’t want to sacrifice that for the connected feel it offers.

This upgrade has made the 320d more desirable. Its biggest drawback – the stiff ride – has been sorted and owners are sure to appreciate this. The new 320d gives owners the best of both luxury and performance.

FIAT BRAVO

2008-04-19T11:16:00.000-07:00

Fiat will sell the Bravo with the 1.9 JTD engine which delivers a substantial 148bhp. With so much power, the Fiat’s ability to rapidly cover ground is astonishing.

The strong kick from the turbo-diesel propels you to speeds that are ludicrous on Indian roads but we aren’t complaining. This engine however has a narrow power band and power delivery isn’t seamless. Up to 2000rpm it is pretty feisty but beyond that mark all hell breaks loose for another 2000rpm, at which point power rapidly tails off. In the mixed traffic conditions we face, it’s an effort to keep the engine on the boil but the slick gearbox makes the job easier.

The Bravo’s interiors are enormously impressive. It’s stylish, well built and has lots of neat touches like the sporty-looking analogue dials and the built-in USB port. But if you’re thinking of being chauffeur-driven in this one, think again. The rear seat cushion is too low and the narrow windows and thick C-pillar make the rear seat feel gloomy. This is a car meant to be driven.

Technical Data Price

Rs 21-22 lakh (estimated)
No of cylinders: Four
Engine
displacement: 1910cc
turbodiesel
Maximum power: 148bhp at
4000rpm
Maximum torque: 31.1kgm at
2000rpm
Transmission: 6-speed manual
Tyres: 205/55 R16
Fuel tank capacity: 58 litres
Fuel efficiency: NAkpl
Length: 4336mm
Width: 1792mm
Height: 1498mm
Wheel base: 2600mm
Vehicle kerb weight: 1360kg

Honda Aviator

2008-04-19T10:45:00.000-07:00

Honda Aviator

Type: Single cylinder, force air-cooled, 4-stroke

No of cylinders: One

Engine displacement: 102cc

Maximum power: 7bhp at 7000rpm

Maximum torque: 0.8kgm at 5500rpm

Starting: Self-start

Transmissions: Variomatic

Tyres: 90/90 x 12 – 3.50 x 10 inches

Fuel tank capacity: 8 litres

Fuel efficiency: 44.4kpl

Length: 1802mm

Width: 707mm

Height: 1162mm

Wheelbase: 1256mm

Ground clearance: 145mm

Vehicle kerb weight: 102kg

Max speed: 84kph (claimed)

The Aviator deploys attractive instruments, with its speedometer calibrated up to 120kph and sitting stacked above its fuel-gauge. Both counters use smartly illuminated needle pointers. The Aviator uses perfect grips. Honda has wisely provided this scooter with the safety of a rear brake locking clamp. However, they have cut corners by omitting front storage space, as well as the convenience of a frontal fuel filling pod that is fast gaining popularity on Indian scooters. Under the Aviator seat is a lockable storage bay.

The Aviator enjoys a broad floorboard, behind which sits exquisite, rubberised pillion footrests. And this scooter undoubtedly looks best when viewed from behind. Its running boards blend harmoniously into chic rear panels, with an adventurous-looking tail deploying a very tasteful light cluster.

Riders will soon discover it takes a light press towards the centre of the seat to lock it, rather than pressure closer to the rear, as is the case with the Activa and Dio. The Aviator has top-class, Honda-typical fit-finish and all-round quality.

Honda debated hard before deciding to stick with their time-tested 102cc engine to power the Aviator. The 4-stroke Aviator enjoys a self-starter button as well as a kick-starter, and uses a force air-cooled, single-cylinder engine that operates two valves. It puts out a modest 7bhp at 7000rpm, and 0.8kgm of torque at 5500rpm. The tuning for the Aviator has changed slightly, as has the revised air-box shape that Honda says has helped it optimise induction.