Monday, January 21, 2008
HONDA IS promising an all-new hybrid car that will make petrol-electric technology more affordable. Arriving in 2009, at an estimated cost of Rs 12 lakh, the new model has been described by an insider as a family hatch and, like the Toyota Prius, will be a standalone model. Up until now Honda’s hybrid strategy has been to bolt on hybrid systems to normal production models.
The new hatch could share a platform with the production version of the CR-Z, the hybrid coupé unveiled at the recent Tokyo Motor Show.
“Hybrid is the most appropriate technology for small cars,” said Honda Europe President Shigera Tokagi. “Making a global small hybrid will make it more affordable than existing hybrids.”
A Honda source predicted that the new car will be “very practical”, implying some MPV features and the company hopes to sell 200,000 a year globally. By contrast Honda sold 200,000 hybrids from 1999 to the end of 2006.
Honda is also forging ahead with improved diesels, planning to make its oil-burners as clean as its petrols. A cleaner and more powerful version of the current 2.2 diesel will be launched in next year’s new Accord. Called i-DTEC, it will also be available with an auto ’box. The firm also plans to produce an even cleaner development which will meet stringent Euro 6 regulations which come into force in 2014.
Tata Motors is on a roll at the 9th Auto Expo in New Delhi. Apart from the much-awaited one-lakh car, Tata has unveiled four new passenger vehicles, the most interesting of which is the New Indica. When it goes on sale in the latter half of 2008, it will be sold alongside the current Indica, but will be more expensive.
Two new engines provide power -- the petrol is a 1.2-litre variable-valve timing enabled motor, while the diesel is the 1.3-litre Multi-jet common-rail diesel already doing duty in the Swift D. Both engines will be manufactured at the new Tata-Fiat joint venture plant at Ranjangaon near Pune.
The new Indica is bigger than the current car, and this only means more interior space. Also new is the non-independent rear suspension and the wider tyres.
The current Indica gets a change of heart too. It gets the 1.4-litre DiCOR engine from the current Indigo. Priced at Rs. 4.25 lakh(ex-showroom, Delhi), it will be sold alongside the current turbo and no-turbo diesel Indica V2's.
Also on display is the new Indigo CS. Measuring less than four metres in length and powered by a 65bhp petrol and 70bhp turbocharged, inter-cooled diesel engine, this saloon can take advantage of the excise cuts for small cars.
Tata's ageing Sumo has also been at the recieveing end of the scalpel too. The Sumo Grande is longer than the outgoing Sumo, and so has more interior space. New is redesigned beige interiors and the front-facing third-row seats. The 2.2-litre DiCOR engine, similar to the one powering the recently launched Safari, but de-tuned to 120bhp, is what will help the Sumo Grande get over what was one of the previous generation Sumo's greatest weaknesses -- its lethargy. It will be in showrooms by February 2008 and is available in three variants -- the Lx, Ex and Gx. It is priced at Rs. 6.55 lakh to Rs 7.49 lakh (ex-showroom, Delhi).
Friday, January 11, 2008
Mr. Ratan N. Tata, Chairman of the Tata Group and Tata Motors, today unveiled the Tata ‘NANO’, the People’s Car from Tata Motors that India and the world have been looking forward to. A development, which signifies a first for the global automobile industry, the People’s Car brings the comfort and safety of a car within the reach of thousands of families. The People’s Car will be launched in India later in 2008.
Speaking at the unveiling ceremony at the 9th Auto Expo in New Delhi, Mr. Ratan N. Tata said, “I observed families riding on two-wheelers – the father driving the scooter, his young kid standing in front of him, his wife seated behind him holding a little baby. It led me to wonder whether one could conceive of a safe, affordable, all-weather form of transport for such a family. Tata Motors’ engineers and designers gave their all for about four years to realise this goal. Today, we indeed have a People’s Car, which is affordable and yet built to meet safety requirements and emission norms, to be fuel efficient and low on emissions. We are happy to present the People’s Car to India and we hope it brings the joy, pride and utility of owning a car to many families who need personal mobility.”
Stylish, comfortable
The People’s Car, designed with a family in mind, has a roomy passenger compartment with generous leg space and head room. It can comfortably seat four persons. Four doors with high seating position make ingress and egress easy.
Yet with a length of 3.1 metres, width of 1.5 metres and height of 1.6 metres, with adequate ground clearance, it can effortlessly manoeuvre on busy roads in cities as well as in rural areas. Its mono-volume design, with wheels at the corners and the powertrain at the rear, enables it to uniquely combine both space and manoeuvrability, which will set a new benchmark among small cars.
When launched, the car will be available in both standard and deluxe versions. Both versions will offer a wide range of body colours, and other accessories so that the car can be customised to an individual’s preferences.
Fuel-efficient engine
The People’s Car has a rear-wheel drive, all-aluminium, two-cylinder, 623 cc, 33 PS, multi point fuel injection petrol engine. This is the first time that a two-cylinder gasoline engine is being used in a car with single balancer shaft. The lean design strategy has helped minimise weight, which helps maximise performance per unit of energy consumed and delivers high fuel efficiency. Performance is controlled by a specially designed electronic engine management system.
Meets all safety requirements
The People’s Car’s safety performance exceeds current regulatory requirements. With an all sheet-metal body, it has a strong passenger compartment, with safety features such as crumple zones, intrusion-resistant doors, seat belts, strong seats and anchorages, and the rear tailgate glass bonded to the body. Tubeless tyres further enhance safety.
Environment-friendly
The People’s Car’s tailpipe emission performance exceeds regulatory requirements. In terms of overall pollutants, it has a lower pollution level than two-wheelers being manufactured in India today. The high fuel efficiency also ensures that the car has low carbon dioxide emissions, thereby providing the twin benefits of an affordable transportation solution with a low carbon footprint.
About Tata Motors
Tata Motors is India's largest automobile company, with revenues of US $ 7.2 billion in 2006-2007. With over 4 million Tata vehicles plying in India, it is the leader in commercial vehicles and the second largest in passenger vehicles. It is also the world's fifth largest medium and heavy truck manufacturer and the second largest heavy bus manufacturer. Tata cars, buses and trucks are being marketed in several countries in Europe, Africa, the Middle East, South Asia, South East Asia and South America. Tata Motors and Fiat Auto have formed an industrial joint venture in India to manufacture passenger cars, engines and transmissions for the Indian and overseas markets; Tata Motors also has an agreement with Fiat Auto to build a pick-up vehicle at Córdoba, Argentina. The company already distributes Fiat branded cars in India. Tata Motors’ international footprint includes Tata Daewoo Commercial Vehicle Co. Ltd. in South Korea; Hispano Carrocera, a bus and coach manufacturer of Spain in which the company has a 21% stake; a joint venture with Marcopolo, the Brazil-based body-builder of buses and coaches; and a joint venture with Thonburi Automotive Assembly Plant Company of Thailand to manufacture and market pick-up vehicles in Thailand. Tata Motors has research centres in India, the U.K., and in its subsidiary and associate companies in South Korea and Spain.
Tuesday, January 8, 2008
On the eve of the Auto Expo, Bajaj Auto has showcased its small car concept to the world. The company is currently conducting a feasibility study with Renault on a small inexpensive car. But Rajiv Bajaj, MD, Bajaj Auto, was quick to add that though the car would be a compact intra-city one, it would not be costing Rs 1.17 lakh. “We need to make profits, and at that price it’s just not possible, but pricing will be competitive,” he said.
Rajiv Bajaj also confirmed that the company has also developed two engines for the car, a petrol and a diesel which are both two-cylinder units. According to Bajaj, “the company is also developing a very unique transmission that will offer the best of a manual and automatic gearbox.”
The car will be made at a new plant in Chakan that will have an initial capacity of 250,000 units per year.
Hyundai has launched its latest weapon in the small car segment, the i10. Better known by it’s code name the PA, the i10 was unveiled to the world in Delhi today by none other than Bollywood hero Shahrukh Khan.
An initial first drive of the i10 revealed a car that is clearly a generation ahead of the Santro. Comfort and refinement levels are higher, the dashboard looks modern and well equipped and ride comfort for both front and rear passengers is much improved. The i10 also displayed much better stability at high speeds; due to it’s stiff modern body structure.
In other areas the i10 is similar in character to the very successful Santro. The motor feels peppy, the steering is direct and quick to respond and the car feels well engineered and put together. It is powered by a re-worked version of the Santro engine 1.1-litre, the same 66bhp version of the motor that powers the larger Getz hatch.
It will be sold in three variants with the base version costing Rs 3.55 lakh and the top-end Magna O with sunroof costing 5.18 lakh (both ex-showroom, Mumbai). Available in a choice of ten colours all variants boast of beige interiors. A highlight of the interiors is the console mounted gearshift, which liberates decent space in the cabin. Safety equipment like airbags and ABS is available on the top variant. And there is an automatic gearbox equipped version on sale as well. Hyundai also offer an optional sunroof, making it the first small car to have this feature.
More images, views and reports can be found here at our forum.
Sunday, January 6, 2008
IF BMW IS sporty and Mercedes all about class, then Alfa Romeo is pure sex appeal and driving pleasure. And the good news is that you will be able to buy one in India soon.
Autocar India has learnt from a top-ranking Fiat official that the Italian carmaker will introduce its high-brow sport-luxury brand in the Indian market in the first half of next year. The official announcement will be made at the Auto Expo in January 2008.
Fiat has ruled out assembling Alfas in India and will import them directly from Italy; hence the lead time for introduction will be cut down considerably. Fiat is planning a range of Alfa models but it’s the drop-dead gorgeous Alfa Romeo 159 that will be the mainstay of the brand in the Indian market.
A car that competes head-on with the BMW 3-series, Mercedes C-class and the Audi A4, Alfas are sporty and brilliant to drive. Their positioning is in fact very close to that of BMW, but with a clear accent on designer styling as well. The 159 has been Alfa’s most successful compact saloon in recent times and, as we found out earlier this year, there is very good reason for that (see Alfa v Alfa story in our April 2007 issue).
The 2.2 JTS is likely to be the petrol car selected for the Indian market, with the 3.2 V6 also imported as a brand-topper. The 2.2 produces 185bhp and will be pegged head-on against the base 3-series and C-class. Alfa hopes to price it competitively but against the locally-assembled Mercs and BMWs, the Italian sportscar will be at a cost disadvantage. However, according to company sources, the 159 should be launched with 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. Alfa also pioneered the trend for twin spark plugs in the 1960s with the Giulia, and no it wasn’t Bajaj or TVS who did it first.
Alfa, via Fiat, also pioneered the use of a technology we are today all very familiar with today. The Alfa 156, launched in 1997, was the world’s first car to be 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.
The cars will be sold through a group of exclusive dealerships to be set up in the coming months. Dealerships will be given to the best Fiat dealers in India, who will now get access to the famous brand.
Alfa already has very successful distributorships in other South-East Asian countries like Thailand, and with the brand recognition enjoyed here, the carmaker has a good shot at success if it prices its cars competitively. But it is how well these cars withstand Indian road conditions and the service back-up the company provides that will eventually determine success in India.
Honda Siel Cars India has launched a new version of its popular CR-V sports utility vehicle recently. Available with a six-speed manual or a five-speed automatic transmission, both of which are powered by a 2.4-litre petrol engine, the new CR-V has a price tag of Rs. 18.4 lakh - Rs 19.1 lakh (ex-showroom Delhi). It comes with additional features like an electrically operated sunroof and real time four-wheel-drive.
Honda is also believed to be close to launching a smaller, 2.0-litre version of the CR-V due to that particular variant’s success in other markets around the world. This version is likely to be priced closer to Suzuki’s Grand Vitara, which is the main rival to the CR-V in India.
Hyundai is all set to launch its new premium hatchback model (codenamed PA) around November this year in the B-segment of the Indian passenger car market. Built on an all-new platform, the PA is expected to have excellent levels of fit and finish as well as sharp new styling.
India is expected to be the global manufacturing centre for the new hatchback, which Hyundai expects to sell in over 100 countries around the world. Pricing is estimated to be around Rs 4 lakh, which would mean the PA would be positioned just between the entry-level Santro and premium Getz models in the company’s India line-up. It is likely that the new model would use the Epsilon engine from the Santro, but newer engines are on the cards as well.
Hyundai also plans to step up its exports from India and has set an ambitious target of 2.5 lakh cars in the next two years, up from 1.13 lakh units last year. The company’s new manufacturing facility, which is being built next to the existing plant near Chennai, will go into production very shortly. The new facility would have a production capacity of 300,000 units per annum, thereby pushing total capacity to 600,000 units per annum.
To understand what the GT-R means to Japan, one needs to delve deep into the myth that is the car. A model that started out life as nothing more than the Skyline saloon back in the 1960s, it captured the imagination of the Japanese public however when, in its first race outing, it placed second to a racing Porsche 904 GTS. And then there was no looking back. But the real forerunner of this car was the 1989 R32 GT-R, a coupe that had a turbocharged straight six, computer-controlled four- wheel drive as well as four- wheel steering (called Super HICAS). This, along with later versions, the R33 and the R34 racked up race win after race win. Then came the tuners, who on a regular basis got more than a 1000 horsepower from the GT-R. Unlike other Japanese performance cars, it had both massive power and thoroughbred handling, both in one package. It ranked as one of the greatest performance cars in the world, no reservations. And that’s exactly what Nissan has engineered the new car to be. A world beater.
The philosophy behind the new GT-R is the same. Sports coupe body, as against low-slung supercar, high-tech four-wheel drive and turbocharged six-cylinder motor. But God, or Godzilla in this case, is in the details.
To say that Nissan has been totally obsessed by the GT-R project, would be grossly understating it. Even for the Japanese, the GT-R project scaled new heights of compulsive insanity. To take on the Germans and Italians, Nissan replicated parts of the Autobahn and the old Nurburgring race track in northern Japan, complete with signs in German and picnic areas! Then the test cars were shadowed everywhere they went by 911 Turbos and Nissan claims the GT-R is faster over the ’ring than the 911 Turbo, a massive massive bragging right despite the fact that the car is more than 100kg heavier but makes the same amount of power. Then, as with a lot of competition machinery, you can adjust everything on the car, from dampers, to the four-wheel-drive system to stability systems. The steering wheel looks like it belongs on an F1 car, with buttons and switches all around and no stone has been left unturned to give this car the best that is available.
Each motor for example is hand-assembled by a qualified race mechanic, Nissan beds in the massive Brembo brakes for each customer, the driveshafts use carbon-fibre to keep them light, the tyres are filled with nitrogen to keep the volume stable under extreme heat condition, the doorpads have been softened to allow for ‘painless’ hard cornering and Nissan has tuned the exhaust and the airflow so that you can now have a chat at 300 kilometres an hour. Then there is a Audi/VW-like DSG twin clutch six-speed transmission, the engine’s cylinder bores are plasma-coated for more efficient heat dissipation, a scavenger pump improves oil flow during cornering and a collector tank within the fuel tank does much the same for fuel flow. That’s not all. The electronic stability control package uniquely helps you corner faster, the dampers use information from 10 sensors to help get the right damping force, the car is classified as a Ultra Low Emission vehicle in Japan and even the paint has been specially formulated to handle stone chips at 300 kilometres an hour.
Priced from Rs 28 lakh in Japan, the GT-R is great value and available in right-hand drive. If you are keen on owning one, Nissan says it would love to help you import the car into India.
The next-generation Mercedes-Benz E-Class, codenamed W212, will come to India later than anticipated, probably in early 2010. The new E is expected to debut internationally in 2009 and it will take at least nine months for Mercedes to tool up for local assembly in India. The new car is likely to retain the twin retain the twin headlamp design signature.
Early 2008 launch, 1.3 litre petrol and diesel n Rs 5-6 lakh
Maruti’s plans to replace the Esteem with the Swift saloon have been laid bare with this scoop shot on Maruti’s assembly line forwarded to us by one of our readers. Codenamed the YV3, the Swift saloon is essentially the three-box version of the Swift hatchback, as you can see. However, behind the B-pillar it all changes. The rear doors, roof and rear section are different and have been redesigned but its clear that, given the high waist line and bulging flanks of the hatchback, integrating the boot has been a challenge. The outline of the rear door and the way it merges with the C-pillar sees one-too many kinks with wide panel gaps though, looks pretty awkward. The high waist extends all the way through to the rear, and merges into the sharply curved lights which bear the same ‘peeled back’ theme of the Swift, to ensure a strong family resemblance. The stubby boot has that ‘bustleback’ shape first seen on the BMW 7-series and now aped by the rest of the car world. A chrome strip above the number plate and fog lamps and reflectors integrated into the bumper give some relief to the bulbous rear.
There doesn’t appear to be any change in the wheelbase, which means that interior room won’t be far better than the hatchback’s. However, it’s possible that Suzuki has pushed the rear seats back to yield extra legroom. Beige interiors could give a more airy ambience inside unlike the hatch, whose all-black cabin gives you a sense of being cooped up. The interiors might receive a duo-tone finish, while the dash is expected to have some faux chrome and wood accents to give it a more upmarket feel. Twin airbags and ABS are expected on the top-of-the-line variants, which should retain the ZXi nomenclature.
Mechanically, the saloon will mirror its smaller sibling, sharing the same engines. These include the 1.3-litre G-series petrol engine currently doing duty in the car, and which can trace its roots back to the Esteem; the Fiat-sourced 1.3-litre Multijet diesel will be the more popular option. The car is expected to retain the 14-inch wheel size while the rear suspension will be tweaked to account for the extra weight, which could increase by approximately 100kgs. Interestingly, most of the design and engineering has been carried out by Maruti’s own engineers here in India.
Maruti is targeting sales of at least 3000 units per month and to achieve that figure, one can expect the Swift saloon to come at an aggressive price. Expect the range to start at around Rs 5 lakh for the base petrol, going up to past Rs 6 lakh for the fully-loaded diesel. At this price, it will surely give the C-segment a wake-up call.
Now Sharper than ever.
New A5 coupe, R8 supercar: Audi is on a roll. So has it done it again with the all-new A4? And will it outpoint a 3-series? Mike Duff finds out
Audi’s plans for world domination continue apace. The launch of the all-new A4 comes barely halfway through the brand’s much-vaunted onslaught of new product, with another 15 fresh models scheduled to arrive before 2015. That will see the four rings represented in every segment and sub-segment of the premium car market, including several Audi has invented itself. Global sales are on course to break through one million units this year, and sales in the UK continue to increase as rivals struggle to keep their numbers up.
But none of this really matters here. The big question is a simple one: can this A4 really go one better and prevail where none of its predecessors have quite managed in what’s probably the most intensely-contested chunk of the luxury car market in most parts of the world; the entry point to a world of premium motoring? This is a battlefield packed with some particularly vicious weaponry. What was once called the ‘compact executive’ segment has long since outgrown its erstwhile moniker; the days when entry-level premium saloons required you to downsize your life into their cramped dimensions have long since passed.
But to make its mark here, the new A4 is going to have to give people a genuine reason not to choose either of the most complete cars on the planet: the BMW 3-series and the Mercedes C-class. It’s a task that its predecessors have only managed to pull off sporadically, the outgoing, M3-beating RS4 possibly the best example of such. But it’s a task the new car is going to have to prove capable of if Audi’s reach for the stars is to continue.
ADDING UP THE THEORY
Looks are all-important in this image-conscious segment, and although handsome styling isn’t enough by itself to guarantee setting the sales charts alight, it’s certainly a precondition of success. And the new A4 looks pretty good, especially in the metal. It’s certainly far better than the slightly awkward facelift that was given to its predecessor. Indeed, the new car’s tight lines and well-contoured flanks give it the visual edge over its slightly under-detailed A5 coupé sister.
The A4’s design brief is predictably filled with inevitable references to the all-important ‘sporty’ aesthetic, but even basic versions benefit from a nice bit of wheel-arch flare and some respectably chunky bumpers.
The base wheel size will be 16-inch alloys, although the popular option should be the six-spoke 17s. Like the A5, ultra-bright LED running lights (arranged under the headlamp’s main element) will be standard on plusher trim levels and optional on the cheaper ones.
The new car also sticks to previous A4s’ slightly odd mechanical layout, with the engine mounted longitudinally despite driving the front wheels. But like its sister, the A5, the drive is taken from the gearbox to a front differential mounted ahead of the front axle, allowing the wheelbase to be extended and the front overhang to be kept in check. Design chief Walter de’Silva’s team has also done a good job in disguising the raised height of the trailing edge of the bonnet, with front wings making a gentle transition along their length.
The shutlines are predictably impressive, although the effect at the front is spoiled somewhat by the view through the gaps to chunky connectors at the top of the front wings. These are intended to shear during low-speed collisions, protecting pedestrians from injury.
The new A4 is also a far bigger car than the model it replaces. BMW began this particular size war with the current-generation E90 3-series, Mercedes escalated it with the even-longer C-class and now Audi has gone 122mm (or five inches) better with the A4, which measures up at a whopping 4.7 metres in overall length. That’s enough to risk confusing the spatial stratification of Audi’s own model line-up; the new A4’s 2808mm wheelbase is just 35mm short of that of the A6.
Clever sub-surface engineering means that the increase in space hasn’t come at the cost of increased mass. The new A4’s bodyshell makes extensive use of both ultra-high-strength steel and aluminium, making it considerably stiffer and 10 per cent lighter than the old model. That means that even with an increase in standard equipment, the new A4 weighs almost exactly the same as the outgoing models. On Audi’s figures the new TDI has a 1460kg kerb weight, just 30kg more than the old one.
The engine choice will be limited at launch in the UK to two petrols and three diesels, with other motors and body styles following later (see panel). The new heartland petrol motor is the latest 1.8 TFSI, which combines turbocharging and direct injection to deliver 158bhp. That’s more power than the 150bhp BMW 320i. And until the S4 gets here next year, the flagship will be the 3.2 FSI quattro, using a developed version of the previous car’s smooth-spinning 3.2-litre FSI V6 motor, mated to the familiar quattro four-wheel drive system.
Oil-burners can be had as either a 2.0-litre four-cylinder, producing a similar 141bhp to the old car, and 2.7-litre and 3.0-litre V6 diesels carried over from the outgoing model. The 3.0-litre version has been turned up slightly to deliver 238bhp and 51kgm ft of torque – 6bhp and 5.1kgm more than the old car.
PUTTING IT INTO PRACTICE
In terms of driving dynamics, the message being pushed hard by Audi is of agility, responsiveness and – that buzz word again – sportiness. Blame BMW, for the 3-series’ dominance of the segment is clearly regarded in Ingolstadt as a function of how well it drives, and the ambition has clearly been to make a car that can take on the Beemer – and the equally impressive new Mercedes C-class – on equal terms.
Our test car, a bells-and-whistles 3.2 FSI quattro in the full-on ‘S-Line’ specification that will arrive in the UK soon after the less visually aggressive SE, gets off to a good start. Lots of attention has been paid to the car’s initial points of contact; Audi’s marketeers know that the first few minutes spent with a car are the most important in terms of subliminal buying influences. The door handles have a nice, smooth action, the door itself opens with a traditional Audi level of weight and the cabin design, closely related to the interior of the new A5, is classy and contemporary.
All’s going well until we encounter the first of Sardinia’s many potholes, at which point the range-topping A4’s suspension gets a bad case of the jitters: a loud impact followed by a less-than-perfectly-caught rebound. The S-Line’s optional 19-inch alloys and stiffer springs undoubtedly aren’t helping matters here, but it’s not the sort of thing that augurs well for dealing with potholed roads.
As befitted its range-topping status, our test car came equipped with ‘Audi Drive Select’, a new variation on the ability to vary different settings. As with rival set-ups, the A4 allows the driver to stay in ‘auto’ or to choose between firmer and softer electronically controlled dampers, called ‘comfort’ and ‘dynamic’ modes. The more aggressive set-up also sharpens throttle response, increasing the weight of the power steering and — if fitted — switching the automatic transmission to a quicker-shifting map.
The difference comes with a third user-choosable setting, ‘individual’, which can be programmed to allow different combinations of softness and hardness. Hence, if so minded, it’s possible to select light steering and firm dampers, or an aggressive throttle map but smoother automatic gearbox changes. It’s a small step, but it is worth noting that selecting ‘comfort’ does improve the jagged ride quality to a useful degree. On Sardinia’s twisty roads, this A4 feels far tighter and more accurate than its predecessor did. Audi has paid serious attention to improving the front/rear weight distribution. In addition to the repositioned front diff, the battery has been moved to the boot, and the net effect is a car that’s keener to turn in and considerably more resistant to understeer.
On first impressions it’s still nothing like as tactile a driving experience as the 3-series or the impressive new C-class; even in its weightiest ‘dynamic’ mode our test car’s adaptable steering was still a bit deficient in both weight and feel. But there’s lots of grip and a nice, neutral and exploitable chassis balance; the transmission’s natural bias towards sending torque to the rear axle is clear on longer corners. The standard six-speed manual gearbox still feels a bit clunky, the empty-feeling shift not liking to be rushed and the over-light clutch tending to judder if released too abruptly. Most buyers of top-spec versions opt for the six-speed slusher, although Audi is working on a ‘longitudinal’ DSG system too. The brakes are strong and progressive, and although the pedal is still light, they are easier to modulate than the over-servoed stoppers of the previous model.
The only other real issue is road and wind noise, both of which seem on the high side by segment standards. At a standard 135kph cruise, a surprising amount of wind noise comes from the top of the windscreen and side windows, while the big wheels and tyres of the S-Line transmit lots of rumble into the cabin. A brief run in a 1.8 TFSI on 17-inchers and standard suspension proved that things are better on smaller wheels, but it still feels louder than experience of the highway-friendly previous-generation A4 led me to expect.
As before, a base A4 is going to be a cold, lonely place to spend time, with single-zone air-con, cloth seats and anaemic-looking 16-inch alloys that struggle to fill the arches. Indeed, our preliminary data suggests that non-upgraded A4s will even have to make do with a four-speaker stereo system. Even buyers of a Toyota Corolla get six. Of course, SE spec is (deliberately) where it’s at, with buyers prepared to upgrade getting 17in wheels, a colour display, dual-zone climate control, a 10-speaker audio system, automatic headlights and wipers, and rear parking radar. It will still be possible to add plenty more to that, of course, with a perusal of the price lists suggesting it would be alarmingly easy to get a 3.2 FSI quattro or a 3.0 TDI quattro through the Rs 32 lakh barrier. Those are the rules of this bit of the market, of course, and against obvious rivals the Audi offers good value.
There’s no revolution afoot here. The new A4 is bigger, better and more stylish than its predecessor, but it’s not going to redefine the segment, rip up any rulebooks or create blind panic in the boardrooms of BMW or Mercedes. Instead, it’s the sort of sensible evolution that you would expect from a brand possessing Audi’s current confidence. It’s certainly good enough to be a contender, but to find out just how well it deals with its most significant rivals, the Mercedes-Benz C-class and BMW 3-series, we’ll need to bring the three rivals together once more.
Maruti Suzuki India Limited announced today its plans to launch an all-new car to be built in India. The car called the A-star will be showcased in concept form at the Auto Expo in Delhi in January next year.
The company plans to sell the A-star with a 1.0-litre petrol engine, which will be Euro-V compliant. The carmaker will be following Hyundai’s footsteps (which, makes the i10 in exclusively in India and sells it in Europe) and will manufacture the car in India at its Manesar plant, and will sell it in Europe and India. Production at the facility is being bumped up and the plant is expected to roll out 150,000 A-stars annualy along a similar number of Swifts and SX4s. The car will also be sold under the Nissan badgeing in certain markets and will be on sale by autumn of 2008.
The company refused to divulge details about the price and specifications but said that the car would be a size smaller than the Splash, which was launched internationally recently.
500 and Bravo to be imported - Early 2008 launch - Steep price - Limited numbers will ensure exclusivity.Fiat is planning to give its image a much needed boost in India by launching the 500 and Bravo hatchbacks in early 2008. These models won’t be assembled in India, but will be imported directly from Italy, so they will be ridiculously pricey. However, Fiat is not looking at large numbers and is using both these hatchbacks to make a statement about the company. The idea is to inject some zing into the Fiat brand — which has languished in India for the past several years — in the run-up to the launch of the Linea and Grande Punto.
Style Statement
The cute little 500, or Cinquecento, is a national icon in Italy and this latest model launched exactly 50 years after the original Cinquecento, fondly called the ‘Mighty Mouse’, has gone on to become a smash hit. Fiat can’t ever hope to replicate the Cinquecento’s success in India but this cheeky little car has the potential to become the style icon of 2008. Fiat is targeting Bollywood stars and celebrities as potential customers who would think of the Cinquecento as a style accessory to flaunt. Besides, its small and compact dimensions, along with fuel-efficient motors, give it the politically-correct and eco-friendly tag that makes it cool to be seen in one. The 500 can be infinitely customised too. Myriad options for the exterior colour and upholstery, over a hundred accessories and three engines can give the 500 the exclusivity celebs expect. Engine options include 1.2 and 1.4-litre petrols and the 1.3 Mutlijet that is currently powering the Swift. The little Fiat reeks of class with its classic styling and interiors that exhibit true Italian flair. It’s incredibly safe as well, for a small car. It comes equipped with seven airbags and scores a top-class five-star Euro NCAP crash rating. The price of the Cinquecento, after paying 120 per cent in taxes and duties, will be north of the Rs 10 lakh mark. In fact, a fully-loaded Cinquecento could even hit Rs 15 lakh. That may seem a ridiculous price to pay for a two-door car that’s smaller than a Swift but factor in the style, exclusivity, funky interiors, safety and the fact that the 500 was elected European Car of the Year, and perhaps to a rich few this car could make sense. Perhaps.
Hot Hatch
If the Cinquecento is aimed at those who want to be seen looking cool, the Bravo is for those who want what could possibly be the hottest hatchback in the country. The Bravo slots in above the Grande Punto in Fiat’s range and the family look is quite evident. This five-door hatchback, which was launched in mid-2007, comes with a wide range of engines, but it’s likely that India will get the 148bhp, 1.4-litre T-jet petrol and the 118bhp, 1.9 diesel. Performance, as a result, will be terrific and a top speed on the far side of 200kph is what you can expect. The interiors reek of style and the mock carbon-fibre-finished dash, contrasting upholstery inserts and classy piano black and chrome detailing look great. A chunky three-spoke wheel and stubby gear-lever, plus the angled dash, all point to a driver-focussed car. The Bravo is pretty spacious, even though it’s a hatch, and you can expect space and comfort to match a premium saloon car. The underpinnings are tried and tested, with the Bravo featuring MacPherson strut front suspension and a twist-beam axle at the rear. This non-independent rear setup, however, features hydraulic axle anchorage bushes for better wheel location and less noise. The Bravo also managed to score a 5-star crash rating, but pedestrian crash ratings were not as good.
Again, the Bravo will be an import so it will attract crippling customs duties, which could push its price to more than Rs 20 lakh in Indian showrooms. However, like with the Cinquecento, Fiat isn’t looking for large numbers and is targeting only those people who aren’t too bothered about price, but simply want exclusivity. But for snob value will the rich and famous buy a Bravo?
It doesn’t happen every other month but at times, you just know when a bike is destined to strike a high note. Hero Honda did it with its CBZ a few years ago and we think Bajaj’s Pulsar 220 DTS-Fi has the trappings of becoming a similar landmark bike in India. We first sighted the 220 at the Auto Expo last year, rode it for a few laps for our August 2006 issue and since then couldn’t wait to get our hands on one for a road test. But does this much-awaited bike successfully translate strategy to become a sought-after motorcycle? :
Design,Engineering And Interiors:-
Pulsar ancestry is clearly visible in the new 220cc DTS-Fi. But what strikes the eye is how cleverly the bike hides its 150kg bulk. Bajaj’s latest creation is compact and will look just right to the average Indian rider. The voluminous front fairing packs away ample tuck-in area and houses a set of vertically stacked headlights that are clearly the best yet on any Indian bike. Twin 55W projector low beam and 70mm parabolic high beam transform inky nights into day, helping keep nasty surprises on the road at bay.
On the flip side, the attractive fairing-mounted mirrors reflect little other than the rider's elbows. The backlit switchgear feels perfect to the touch and is totally contact-free, also featuring self-cancelling turn indicators. Grips and brake and clutch levers are adequate. Look ma, no bulbs! Only amber-coloured LEDs are used for the instruments, dominated by a large analogue rev counter. A contact-free digital speedometer drive displays precise speeds in a digital read-out. An engine-redline flasher strobes out its communication when the bike is over-revved; the same light doubles up as a low-fuel warning icon.
Bajaj has persevered with the same tank on the 220, adding embossed decals and a tank pad. The stepped seat is adequately padded for both rider and pillion and ends in a smart two-piece grab bar. Angular side panels and a smooth tail fairing add panache, as do strips of nifty LED brake warning lights.
While a massive stainless steel and alloy silencer go a long way in adding zing to the 220’s presence, lightweight alloy is used liberally for its rims, steering head, footrest-mounts and fuel-filler lid. The new Pulsar offers a little under-seat storage cubby that can be unlocked via a cable release located under its lockable side panel.
Performance,Fule Economy And Handling:-
Turn the ignition and you instantly hear a typical twin-spark hum. This 220cc motor lives sans a kick-starter and is Bajaj’s first fuel-injected bike. A battery-saving feature trips a circuit when the self-starter is engaged for too long. Also, the headlamp shuts by default when the starter engages.
DTS-Fi, an acronym for Digital Twin Spark-Fuel injected, implies the marriage of twin spark plugs and fuel-injection within its four-stroke cycle engine. Running two valves, the Pulsar DTS-Fi engine is air-cooled and circulates oil to an oil-cooler to further control temperature. Bajaj's largest powerplant employs roller bearings for the rocker arm pivots and camshaft interfaces, as well as an ExhausTEC chamber to beef up low-down power. This bike is amongst India’s most powerful with a healthy 20bhp developed at 8500rpm. Maximum torque of 1.95kgm twists out at 6500rpm.
The Pulsar DTS-Fi uses a sweet-shifting five-speed, one-down-and-four-up gearbox complemented by a well-weighted clutch. Feel through the sporty toe gear-change lever — which may not go down well with commuters — offers just the right resistance. A significant feature on the DTS-Fi is an exposed ‘O’ ring sealed drive chain that comes with all links pre-lubed and sealed for good reliability and long life.
Fuel injection technology is the raison d’etre for the bike’s fabulous throttle response and wafer-crisp power-delivery throughout the power band. The exhaust note is soft, yet throaty near idle, but can get alarmingly raucous when revved hard. Engine flexibility is fantastic, the bike pulling cleanly away in top gear from speeds as low as 23-25kph. Not that many riders will be able to ride at those speeds for the Pulsar 220 DTS-Fi is a bike that constantly tempts you to pull out a whip and whack it hard.
The Pulsar DTS-Fi can thunder past 60kph in 4.42 seconds and whiz past 110kph in only 18.79sec. Top whack is an impressive true 131kph. It’s a bike that comes into its element the moment rpm climbs over 6K and is at ease cruising between 100-115kph. Speedometer error is negligible.
The DTS-Fi’ got an unabashedly sporty riding position with low clip-on handlebars and decidedly rear-set footrests. And, it’s built to seat a rider high that will please shorter riders. The DTS-Fi uses substantial forks, a twin-member tubular frame and an elliptical swingarm mounted on needle roller bearings. Gas-charged twin shocks are used at the rear. Chunky MRF tubeless tyres —90/90 x 17 inches in front and 120/80 x 17 inches at the rear — are as good as they get.
The bike belies its 150kg kerb weight, flicking through tight corners with ease. It’s planted and stable even around the 100kph mark. Ride quality is pleasantly plush without any sign of wallowing, while cornering manners remain neutral and safely predictable at all times. Which brings us to the super brakes — a potent front 260mm disc complemented by a 230mm rear disc.
Fuel economy and performance never go hand in hand. So one cannot expect to own a bike as quick as the Pulsar 220cc DTS-Fi and yet expect wallet-friendly behaviour. Nevertheless, the latest Pulsar delivers 37.7kpl in crowded city-riding conditions. At speeds around 80kph on the highway, the bike returned 36.2kpl.
VERDICT 9/10 STAR:-
Striking styling, more features than we could imagine, a crisp and potent 220cc fuel-injected 20bhp motor, as well as solid handling make the new Pulsar 220 DTS-Fi a bike that only happens once in a while in India. The Pulsar DTS-Fi offers it all, and then some more, with only one question tucked away for now. Reliability is this question to which only time holds the key. Bajaj’s latest creation is priced well too and earns India’s most desirable motorcycle tag.
Now in its eighth generation, the Honda flagship has upped the ante and is headed right for us, fast! Here’s what to expect.
Excuse us for plucking images off the Honda press website, but we couldn’t shoot any pictures ourselves. Anything with a lens on it was banned at Honda’s Tochigi proving ground and, in the dismal weather on that day, the in-house photographer couldn’t do much better. Honda’s paranoia for secrecy is understandable, especially when it lets loose a posse of journos inside the very heart of its R&D centre. Tochigi is the place where all Hondas are born and that includes its new baby, the 2008 Accord. Except, it isn’t quite a baby.
The eighth-generation Accord, like with every successive generation, has grown in size and is now reaching E-class proportions. But it’s not the Merc that the Accord wants to outdo, but the Toyota Camry. In India, where the locally-assembled Accord has a huge price advantage over the imported Camry, the fight is pretty much one-sided. But in other parts of the world, especially the United States, these two Japanese saloons have been trading punches for years and the game of one-upmanship continues with every new model.
Of late, the Camry has been giving the Accord a hard time, but Honda hopes that its 2008 model, which is substantially bigger and better in every respect than the previous one, will leapfrog its arch rival. It’s important to understand that in the United States, the Accord is to Honda what the Alto is to Maruti. Besides, America is Honda’s most lucrative market. This makes the Accord Honda’s most important model and hence the might of the company’s R&D is well behind it.
Thousands of engineers sprawled over the huge Tochigi facility have worked tirelessly to develop an-all new model in an astonishingly short four-and-something years. And if you think about it, Indians too have benefited from Honda’s manic efforts to shorten lifecycles to keep the Accord as fresh and uptodate as possible. The new model will mark three generations since Honda launched its flagship in India in 2001. In a market where cars refuse to die, such rapid model changes seem unnecessary, especially since the current Accord is already the top dog in its class. But that’s not how Honda thinks. This is a company that wants to stay ahead of the game and deliver a pre-emptive strike, which is exactly what the new Accord will do. To drive home the point that the new Accord shares nothing with its predecessor, it looks completely different. And it’s all the better for it. When I first saw pictures of the new car, I dismissed the shape as too Sonata-like. However, up close and in the metal, the new chiseled look is a huge improvement over the soft contours and generic lines of the model we know so well. The thick nose and larger dimensions make it look more grown up, but it’s the edginess in the styling that really characterises the new Accord. The trapezoidal grille, the sharply-cut and raked headlights and the flared fenders with the wheels puffing out of them make the older Accord look puny in comparison. A prominent crease that extends across the sides adds to the new Accord’s muscular stance and taut looks but it’s the rear that Honda, after years of trying, has finally got right. The older Accord had a frumpy-looking rear end with its rectangular tail-lights. This was followed by triangular lenses as part of the face-lift, which looked pretty common. Now, the new Accord, with its wing-like rear lamps set into a wedge-like rear, looks closer to the 5-series. Complementing the upscale looks are the larger dimensions; the new Accord is significantly wider, longer and taller than before and looks a class bigger. The wheelbase is longer too and this bodes well for passengers inside who are treated to substantially more interior space.
Like with the exteriors, the interiors are a considerable step up from the old Accord and that’s saying something, as the earlier car’s interiors were pretty impressive to start with. But you can instantly see how much forward Honda has taken the game. All the materials feel far better to touch and the interior design too is far more attractive.
The multi-layered dashboard flows into the door-pads in one seamless sweep. The steering wheel, with its metal spokes, looks quite techie and the shifter is a sleeker unit as well. The centre console has the same V-shape of the older car but the layout is completely different. The display in the new Accord has been shifted higher up, the idea being to reduce eye movement. However, the sea of buttons that surround the big solitary knob can be quite daunting. I preferred the less cluttered stack of the earlier car with its rotary controls for the air-con. There are lots of cubbyholes like before, so storing odds and ends is never 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.
However, the big news is the masses of space which makes you feel like you’re seated in an auditorium. Five large-sized adults can sit comfortable in a way no other car in this class can match. The front seats are huge and wide, with generous support, but in some places there is too much of it. Lumbar support, irrespective of the setting, is a touch too firm and the seats would have been perfect if this was softer. The rear seats are phenomenally comfy and outdo even the E-class. Not only are there masses of head and legroom but the seating position is superb. We criticised the older Accord for its crouched and slightly ‘knees-up’ seating position, but in the new car, a lower floor and a squab which has been tilted up marginally give outstanding underthigh support.
Powering the new Accord is a pair of new petrol engines — a 2.4-litre 4-cylinder and a 3.5-litre V6. The base 2.4 is similar to the older Accord’s motor, but it’s been tweaked to produce 177bhp, which is 35bhp more than before. This engine continues to use Honda’s proven i-VTEC technology, but the performance gains have essentially been achieved by improving gas flow in both the inlet and exhaust manifolds and using a variable-valve silencer. Honda’s four-cylinder motors are known for their smoothness and ability to rev, and most of my laps around the oval at Tochigi were spent in the upper regions of this engine’s rev band. The responsiveness of this engine is superb, even when it’s mated to a five-speed auto ‘box. It’s so smooth that it’s hard to believe it’s a four-cylinder.
On this vast track it was difficult to put the new 2.4 Accord’s performance in perspective but in the real world (read Indian roads), this lively motor has ample power to make the V6 pretty much pointless. But not if you want a silky-smooth and effortless driving experience which only this creamy engine offers. If the four-cylinder is smooth, the 268bhp V6 is velvet and, coupled with the thumping 22.3kgm of torque, the 3.5 Accord glides forward effortlessly.
Even better news is that the horrific fuel consumption, the key reason why the current V6 bombed, could be a thing of the past. The new V6 comes with cylinder de-activation or Variable Cylinder Management (VCM) in Honda parlance.
What this does is that 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.
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.
More impressive than the engines is the Accord’s handling which is instantly noticeable, even though are no twists and turns on this track. The steering is incredibly responsive and direct and car enthusiasts can rejoice that it no longer has that light and disconnected feel that makes the current Accord feel a touch vague at high speeds.
An imaginary slalom in the new car showed how much quicker the steering is (20 per cent more than before) and there’s virtually no play around the straight- ahead position. The front and rear suspension has been redesigned, while the engine and fuel tank have been lowered to keep the centre of gravity down. In fact, the floor has been lowered by 15mm to benefit handling but in India, this could pose a ground-clearance problem, much like the Civic faces today. And this is why we can’t wait to get our hands on the new Accord back home for the true test on our roads. But that won’t happen until mid-2008, when the first Indian-made Accords find their way into showrooms.
According to company sources, the new Accord will be around Rs 2 lakh more expensive than the current one, but will be packed with substantially more equipment. It’s not much extra for a car that will still be cheaper than the Camry and even more superior. Honda has moved the goalposts once again but it doesn’t stop there. As we get into our bus and leave the secluded environs of Tochigi, I can’t help but think that somewhere in one of the buildings Honda engineers have already begun work on conceiving the ninth-generation Accord. It’s a never-ending race.
FACTFILE
HONDA ACCORD 2.4/3.5 V6
Price - Rs 18-20 lakh (est.)
Length - 4930mm
Width - 1847mm
Height - 1476mm
Wheelbase - 2799mm
Turn circle dia - 2799mm
Kerb weight - 1468/1633kg
Engine - 4-cyls, in-line, 2354cc/6-cyls in Vee, 3471cc
Installation Front, transverse, front-wheel drive
Power - 177bhp/268bhp
Torque - 22.3kgm/34.3kgm
Gearbox - 5-speed auto
Front suspension - Double wishbones
Rear suspension - Multi-link setup
Fuel tank - 70 litres
Brakes (F/R) Ventilated discs/discs
Tyre size 215/60 R16/225/50 R17
Boot - 400 litres
