Sentastic Senoj

Free premium Rapidshare accounts

noreply@blogger.com (senoj) — Thu, 01 Jan 2009 03:40:00 +0000

There is a contest in http://rapid-p-account.blogspot.com and you can go there and register there and follow the instructions to get a premium rapidshare account for free

Is Iphone a boon or bane for India

noreply@blogger.com (senoj) — Wed, 24 Dec 2008 01:41:00 +0000

iPhone 3G

It's finally here - the iPhone 3G. No, we mean that literally. It's finally in my house and boy, i am we excited! GPS, HSDPA purring under the new iPhone hood with a hefty number of software enhancements.

But all them software goodies are available for the first-gen iPhone too - so is it worth the fuss? It may as well be, but we never know before we take it out for a spin. For a country like India with a hefty population, there is always a craze for having the latest gizmo. With the apples iphone having touch screen and many other function, forwarding of text message is an error. with its high price tag, it may go unnoticed. Unlocking needs money... I personaaly feel that iphine is a bane for india because people in India don't want to spend additional money after buying their phone. So with i phones sake throw it out! buddy.

Key features:

3.5" 16M-color TFT display with a resolution of 480 x 320 pixels
Quad-band GSM support
Tri-band UMTS support with HSDPA
Built-in GPS receiver
Wi-Fi
8 to 16GB of onboard storage
Accelerometer, proximity sensor and ambient light sensor
2 megapixel camera
Silky smooth user interface with multi-touch user support
Unsurpassed web surfing experience
Push email with MS Exchange support
AppStore access for direct application download and installation
Redone rear
TV-out port

Main disadvantages:

No video calls over the 3G network
The handset wobbles on hard even surfaces
There are a number of messaging downers
Camera has no auto focus, nor video recording… nor any settings at all
Safari browser doesn't support Flash and Java, doesn't have a download manager
Bluetooth support limited to headset use only (no A2DP or file transfers)
No office document editor
No copy/paste functionality
You cannot sync Notes and TO-DOs
No memory card slot (but knowing Apple there will never be one)

SOME VIEWS OF LIFE

noreply@blogger.com (senoj) — Wed, 17 Dec 2008 01:47:00 +0000

SOME VIEWS OF LIFE

If you want to succeed, you must make your own opportunities as you go. -John B. Gough

When people are bored, it is primarily with their own selves that they are bored.

-Jules Renard

All times are beautiful for those who maintain joy within them; but there is no happy or favorable time for those with disconsolate or orphaned souls. - Rosalia Castro

Nothing can bring you peace but yourself. - Ralph Waldo Emerson

If a man wants his dreams to come true, he must wake up! - Anonymous

Blame yourself if you have no branches or leaves; don't accuse the sun of partiality.

- Chinese proverb

The man who cannot believe in himself cannot believe in anything else. -Roy. L, Smith

They conquer who believe they can. - John Dryden

Tear is the most damnable, damaging thing to human personality in the whole world.

- William Faulkner

He that fears not the future may enjoy the present. - Thomas Fuller

The great virtue in life is real courage that knows how to face facts and live beyond them.

-Lawrence

Optimism is essential to achievement and it is also the foundation of courage and of true progress. - Nicholas Murray Butler

Some Views on Life

noreply@blogger.com (senoj) — Wed, 17 Dec 2008 01:40:00 +0000

Some Views on Life, Adventure and Sports

There are only three sports - bullfighting, motor racing and Mountaineering; all the rest are merely games.

-Ernest Hemingway.

Adventure is not outside man; it is within. - David Grayson.

Only those who dare to fail greatly can ever achieve greatly.

- Robert F. Kennedy

A large volume of adventures may be grasped within this little ^an of life, by him who interests his heart in everything.

- Laurence Sterne

The voyage of discovery is not in seeking new landscapes but in having new eyes. - Marcel Proust

If we all did the things we are capable of doing, we would literally astound ourselves. - Thomas Alva Edison

Do not go where the path may lead, go instead where there is no path and leave a trail. - Ralph Waldo Emerson

You find that you have peace of mind and can enjoy yourself, get more sleep, rest when you know that it was a one hundred percent effort that you gave - win or lose. - Gordie Howe

football doesn't build character. It eliminates weak ones. Darrell royal Royal.

Positive Attitude

noreply@blogger.com (senoj) — Tue, 16 Dec 2008 01:24:00 +0000

Positive Thinking: The Best Attitude

Often when we have to interact with a group of people, the most attractive appealing person is the person who is cheerful, has a smiling face anal behaves as if he or she is enjoying every moment. Such people have an optimistic outlook on life. They are the ones with a positive attitude. In contrast to this could he the people who are focusing on the negative aspects of everything. Such pessimists, the ones with negative attitudes do not attract others in the same way.

Having a positive attitude means getting on with the job on hand. It means not brooding over what's gone before, not fearing too much what might happen in the future, if there is a problem, positive thinkers quickly think of ways to solve it. Passing the buck, blaming other people or circumstances are excuses and alibis such positive people avoid, if such a positive thinker alone cannot solve a problem, he or she seeks help from competent people. To have a positive attitude means not to feel that it is below ones dignity to seek assistance.

Of course, even the greatest optimist cannot smile all the time and feel good. The ups and downs of life cause everyone to feel a touch of melancholy now and then when everything seems hopeless. But developing a positive attitude helps us bounce back from every challenge and difficult experience, ready to face whatever life brings. To get best out of life, we owe it to ourselves to approach everything - work, friendships and relationships, with a positive attitude.

Katrina is Google's most searched Bollywood name

noreply@blogger.com (senoj) — Tue, 16 Dec 2008 00:50:00 +0000

Indian search terms in 2008 are a pointer to popular taste

No one can be sure how many of India's Internet users — estimated to number 50 million — keyed in a query at the world's largest search engine, Google. If global trends are a guide, an overwhelming percentage; but what they looked for in their 'cyber khoj' (search) during these last 12 months is an interesting - and revealing - barometer of public taste, preoccupation and concern.

The leading search engine last week unveiled statistics of the most popular key words that originated from its India-based users.

Google's own social networking site, Orkut; e-mail service, Gmail; and video portal, YouTube, are, not surprisingly, among the top searched terms — presumably users too lazy to go directly to these sites. Interestingly, people did a Google search to quickly reach rival offerings Yahoo and Yahoo Mail.

When it comes to subject categories, the top Bollywood searches reveal the snowballing popularity of actress Katrina Kaif, by far the most-searched name this year. Google engineers told The Hindu that Katrina has a huge following in Pakistan as well, which outnumbers Indian searches. The actress has pushed long-time favourite Aishwarya Rai to the second place - maybe the price one pays in the public's fickle fancy for getting married!

Among sports personalities, Sania Mirza rules - outnumbering cricket stars Sachin Tendulkar and M.S. Dhoni. Rahul Dravid and Sou-rav Ganguly do not make the top ten this year.

Hindi cinema has always swept the top film title searches, and 2008 is no exception with Jodha Akbar in lead position and another eight titles in the top ten. A surprise southern entrant at no. 2 is the Tamil film and Kamal Hassan's opus, Dasavatharam.

Goa and Kerala head the list of holiday destinations searched - which shows that Indian preferences mirrored the international popularity of these two States. When it comes to politicians, Mahat-ma Gandhi is a perennial number one - outdistancing popular interest in contemporary names like Raj Thackeray and Barack Obama. Three generations of Gandhis - Indira, Sonia and Rahul -find a place in the top ten in politics for 2008.

And in an era of affordable budget flying, good old Indian Railways holds it own: The Indian rail site was tlfl most popular government website, beating hardy annuals like CBSE results and Income Tax.

Did all these seekers of information find what they were looking for? That is a separate story!

skydiving

noreply@blogger.com (senoj) — Mon, 15 Dec 2008 01:03:00 +0000

Skydiving

Skydiving originated from military parachuting and has grown into a giant sport today. The excitement and the thrill that this sport provides have pulled in participants from all over the globe.

Modern skydivers free-fall from a height of 12,000 feet and open their chutes at 2,500 feet. The sport has developed to the extent that any person can be trained to skydive with four hours of training on the ground.

By controlling the position of the body while free falling the divers are able to maneuver. Today the chutes themselves have cables and mechanisms that can steer the diver and provide a soft landing.

At the outset of parachuting the chutes were circular but nowadays a lot of research is going into the design of the chute. Conventionally the chutes are called Ram-air chutes and are rectangular with a double surface to them. The chute unfolds to form a shape similar to an aircraft wing and allows the diver to be up in the air longer. Now isn't that exciting?

Do you know that the first skydiving competition was held as early as 1930 in Russia? By 1936 Russia had 115 schools for training divers. Skydiving became an international sport in 1951 when five nations met for a competition.

Today the sport of skydiving has gone extreme. Diving from planes has become a tradition of the past. Now people dive from tall buildings, cliffs, bridges and any place that provides the minimum height required for the sport. The international competitions are held once in two years by an organisation called the Federation Aeronautics Internationale.

There are no particular skills that one needs to skydive. It is more a matter of letting go of your fears. Today the training provided for this sport is state of the art and cutting edge technology goes into the design of the chute and the gear.

There is nothing more exciting than to feel the wind rushing past the speed is an ultimate thrill and as the saving goes The sky is definite the fink.' So go for it.

Which is best?

noreply@blogger.com (senoj) — Sat, 06 Dec 2008 12:41:00 +0000

Playstation

This is one of favorite gaming platform. It is more interactive and its graphics level is mind blowing.
With the introduction of the new playstation 3, the graphics rule have been changed. It looks livelier. It is a great device to own and it does make you to ruin your time. If someone gets the hand on this then it is difficult to take your hand off. You will feel like i need to sit back at the couch and have another game

Xbox

With sony hitting the box with its play station Microsoft has its own way of doing things. Microsoft's answer to its rival sony's play station is Xbox. With its neatly designed device it has the ability to take on the game. Its great gaming environment with its greatly improved joystick is a marvel. You have it one your hand and you will have it in your hands till you sleep.....

Wii

Nitendo- not a very popular name word worldwide. But in japan and korea and in that region you cant see anyone not remembering that name. Nitendo with its wii, is trying to take on the gaming world. With the wireless wii, having the motion detector, is a all together a different machine that has hit the world. It is making serious efforts to punch its name in the gaming market worldwide.

with each machine having its own '+' and '-' its up to individual to buy the products of their choice.

Laptop Cooler with HDD slot

noreply@blogger.com (senoj) — Sat, 29 Nov 2008 10:29:00 +0000

Toshiba Laptop Cooler with HDD slot

Brando has come out with a cooling device for your laptop with USB Hub and HDD Slot. It measures 300mm x 252mm x 32mm and weighs at 504grams. The laptop cooling tray has three USB hubs, a 2.5-inch SATA HDD slot, and two cooling fans. Its 2.5 inch SATA hard drive slot support up 250GB SATA HDD. This USB-powered cooling pad is available for $33. More pictures after the break.

Christmas Coke Bombs

noreply@blogger.com (senoj) — Sat, 29 Nov 2008 10:27:00 +0000

Christmas Coke Bombs

These should be some Christmas Coke for this year. It looks great to be the Coke bomb, get the Mentos. It will be even greater if there’s Diet version. More pictures after the break.

Toshiba’s 16GB microSDHC card

noreply@blogger.com (senoj) — Sat, 29 Nov 2008 10:25:00 +0000

Toshiba’s 16GB microSDHC card

Toshiba has released its SD-C16G, their first 16GB microSDHC card, ideal for storing music and video on cellphones and other portable devices. Toshiba also announced a number of new Class 6 SDHC cards specially made for high-speed digital camera, the SD-F08G 8GB, while the SD-F16G 16GB. The mass production of these SDHC cards will start in December, while the new microSDHC will be in January 2009 and this microSDHC will not be available until April 2009. Not words on pricing but recently its competitor SanDisk has announced the 16GB microSDHC card for $100.

noreply@blogger.com (senoj) — Sun, 16 Nov 2008 02:36:00 +0000

Mtc AC bus

noreply@blogger.com (senoj) — Mon, 27 Oct 2008 05:11:00 +0000

Chief Minister to inspect the new vehicles fitted with two cameras

Set for roll-out: One of the two air-conditioned Volvo buses at the MTC depot on

Pallavan Salai on Tuesday.

The Metropolitan Transport Corporation (MTC) is all set to launch a fleet of air-conditioned Volvo buses. Two state-ofâ€“the-art buses have been acquired by the MTC. On Tuesday they were parked inside its depot on Pallavan Salai.

Managing Director R. Balasubramanian said eight more Volvo buses would be brought in this week and the fleet was most likely to be launched on September 17.

The buses were inspected by Local Administration Minister M.K. Stalin on Tuesday. They would set off for the Secretariat on Wednesday for an inspection by Chief Minister M. Karunanidhi.

The two buses at the depot bear the numbers 19 G and 21 G. Officials said that other routes, on which these buses would travel, would be announced soon.

The buses have electronic controls and are fitted with two cameras, one at the rear and the other at the main entrance. The cameras would allow the driver to view the rear and entrance through an LCD display fitted near the driverâ€™s seat. The officials at the depot said that this would help the driver control the doors and view those who were waiting to enter the bus.

Another special feature of the buses is that that they are completely disabled-friendly. The main entrance of the bus has a ramp and a â€˜healingâ€™ system which allows the bus to bend up and down as well as tilt to the left side.

Officials said that this would enable not only the disabled people but also old people to get into the bus without much difficulty. The fact that the driver could view all the activities near the door on the LCD display would also allow easy and safe access into the bus for all. According to Mr. Balasubramanian, the fare for travel in these buses was yet to be fixed.

Freshers Day

noreply@blogger.com (senoj) — Mon, 27 Oct 2008 04:50:00 +0000

A big welcome to the freshers! exclaimed the dean on 25th October.
After the first period, we went to have some refreshments. (They called refreshments as a cup of tea and a packet of mixture). We were asked to go and be seated inside the auditorium. We all sat at the last row, talking with others. Suddenly from nowhere a mam came and asked us to go to the very first row!. We had to go to the first row. We went as if we are going to sit there. As soon as that mam went we went to the row and sat. A doing! sound came from my friend mobile. We became the centre of attention. Luckily he was not caught.

Atlast! boring speeches began. First came the principal, he intoduced the special guest(PROVOST cambridge university). He spoke about the goodness of the college. Then came the elder son of the founder and told about the experience of his in cambridge university.
Then came the provost and told about the things she didi to become a provost...
26 Rs.1000 cheques were given to top 26 students... and the dean came to give the conclusion and the program was over, we all went home.

noreply@blogger.com (senoj) — Sun, 19 Oct 2008 13:23:00 +0000

After a very silent week, Ist year guys began to show how the college is. The order of mischievousness
1.banking pens on the desk - somewhat brought the lecturers attention
after a day or two that began to go unnoticed

2. Then came the leg sledging- Got the attention of the lecturer immediately.
After two enjoyable(for us) and irritatable(for lecturers) days, due to class advicer's intervention all the enjoyments came to a sudden halt.

3._________________________ give your idea....

.

Crescent

noreply@blogger.com (senoj) — Sun, 19 Oct 2008 13:04:00 +0000

This is the college where iam doing my BE. To tell about it, it is a fairly large college. I have to walk 1 km daily inside to go to my block. It has Two football ground , one hockey ground , one volleyball court, basket ball court etc...
The one in the picture is the conventional centre. It has 2 auditorium and a big centralised AC auditorium.
Its a enjoyable stay in the college till 4.10. The long walk back towards the bus stand, chatting with friends on the go is a great time to have.
Looking for M500 bus is a tough time standing in the bus stand. You never know when these buses would come. Sometime there wont be a bus coming for 30 mins. Somtinmes # to 4 buses come together.
Then again a long walk to home makes the walking day end........

website

noreply@blogger.com (senoj) — Sun, 21 Sep 2008 05:32:00 +0000

Honda CRV

noreply@blogger.com (senoj) — Sat, 20 Sep 2008 11:25:00 +0000

The Honda CR-V is roomy, convenient and easy to drive. You can put lots of stuff in it and the back seats are quite comfortable. It rides smoothly, more so than most SUVs. It’s surprisingly maneuverable in tight quarters and handles well on winding roads yet it’s stable at freeway speeds, even in stiff crosswinds. The Honda CR-V and Toyota RAV-4 were the first of the cute-utes, small vehicles based on cars that delivered the cargo versatility of a sport utility, an upright seating position, and all-wheel drive.

The CR-V shares its basic structure with the Honda Civic, giving it the ride quality and handling of a car. Besides being less expensive, the CR-V is smaller and more maneuverable than a full-sized SUV. Most important, it doesn’t look like a minivan. The CR-V isn’t much good off-road, but it’s available with a choice of front-wheel drive or all-wheel drive, the latter giving it good winter weather capability.

This second-generation CR-V was launched as a 2002 model and the styling was revised for 2005. For 2006, the CR-V carries over with virtually no changes except for two new paint colors.

In the CR-V Driver’s Seat

As in virtually any Honda since the company started building cars in the early ’60s, ergonomics in the CR-V are nearly flawless. Simply reach out and whatever control you are looking for seems to fall to hand. Relocating the handbrake to the dash, which occurred in 2004, was exceptionally well thought out. It’s easy to engage there yet it is still out of the way.

The CR-V holds five adults with lots of room behind the rear seats for cargo. If more cargo room is needed, both rear seats easily fold up and tuck out of the way tight against the front seats. If you have to carry two passengers and a lot of cargo, one of the 60/40 split rear seats can be folded up for the cargo and the extra passenger can sit normally on the remaining rear seat.

I tested the 4WD EX model with the 5-speed manual transmission. My CR-V had very comfortable cloth covered seats with full adjustment including height. Seat controls were manually operated on my tester, but the driver’s seat had power assist for the fore and aft movement. Everything is easy to operate.

All models of the CR-V come with 4-wheel disc brakes with ABS. Traction control and electronic stability control are also standard.

On the Road in the Honda CR-V

The 3,750 lb CR-V is available in either a 2WD or RealTime 4WD configuration. In either guise, it’s a treat to drive both in the city and on the open highway. It’s quiet and economical in the city and, its compact body makes it easy to park in tight spaces. Actually, it would be even easier if Honda didn’t insist on tacking the spare tire onto the rear door where it seems to be just the right height to do minor but nonetheless seriously expensive damage to any Mercedes Megabuck that happens to be parked behind it.

At highway speeds, the CR-V is quiet and smooth riding. The rack and pinion steering tracks true so the CR-V is not put off by small road imperfections. In other words, it’s not dancing around on the ruts cut into the asphalt by overweight trucks and you’re not making constant steering corrections.

The CR-V also comes with either a 5-speed auto or a 5-speed manual. My test car was equipped with a 5-speed manual and a light, very smooth clutch. Even though most of my driving can best be characterized as stop-and-go city type, I didn’t mind shifting the gears myself. And, regardless of what the EPA says, in my experience a manual tranny always gets better fuel economy than an automatic. Sometimes dramatically better.

Journey’s End

The CR-V is an exceptional family-style vehicle - a tall, roomy, convenient wagon with a very tight turning circle and a 4WD system that could be useful in some situations. However, don’t even think about taking this thing off road. The RealTime 4WD system starts off in two-wheel (front) drive mode but switches to 4WD as soon as slip is detected. Unfortunately, by the time slip is detected it’s too late and you’re stuck. At least you are if the snow (or sand) is more than a few inches deep.

To preclude burrowing, the system ought to start off in 4WD and then switch to 2WD if no slip is detected. Which is exactly the opposite of what actually happens with the RealTime 4WD system.

On the other hand, this system will most certainly handle a few inches of snow on your local mall’s parking lot - at least it will if you keep good tread on your tires. Hey, if you want real 4WD off-road capability you can’t have the good ride and easy handling of a CR-V. At least you can’t yet. But let’s wait and see what happens when the all-new ‘07 CR-V comes out.

Body Styles, Trim Levels and Options:

The Honda CR-V is offered as a four-door SUV that seats up to five. There are three trim levels: LX, EX and SE (Special Edition). On the LX, you’ll find power windows, locks and mirrors; cruise control; air conditioning; a CD player; rear heater ducts; and a cargo area-mounted 12-volt accessory outlet. EX models add keyless entry, alloy wheels, a moonroof, steering wheel audio controls, an outside temperature gauge and privacy glass. The SE includes heated leather seats and mirrors, a leather-wrapped steering wheel and shift knob and, on the outside, body-colored bumpers, side moldings, door handles and hard spare tire cover.

Powertrains and Performance:

Under the hood you’ll find a 2.4-liter inline four with Honda’s i-VTEC architecture. While its power output — 156 horsepower and 160 pound-feet of torque — can’t equal the grunt of the V6s found in some competitors, acceleration is still more than adequate in almost all situations. All Honda CR-V models come standard with a five-speed automatic transmission, except for the EX, which can take either the automatic or a five-speed manual gearbox. LX models come in either front-wheel drive or all-wheel drive, while EX and SE models are all-wheel drive only. Honda calls its all-wheel-drive system Real Time 4WD, but lacking a dual-range transfer case, it’s AWD by definition. The system powers only the front wheels under normal conditions. If the front wheels begin to slip, power is immediately transferred to the rear wheels until traction is regained.

Safety:

All CR-Vs include four-wheel antilock disc brakes, stability control, side airbags for front passengers and head curtain airbags for front and rear occupants as standard equipment. The Honda CR-V earned a perfect five stars across the board from the NHTSA for its protection in frontal and side impacts. In addition, the IIHS awarded a “Good” rating, also the highest possible, for the Honda’s performance in the 40-mph frontal-offset crash test. It also earned a “Good” rating in IIHS side-impact testing.

Interior Design and Special Features:

Besides having a multitude of storage areas and cubbies, the Honda CR-V is quite generous in its allotment of interior room for passengers and cargo. The rear quarters are surprisingly comfy considering the vehicle’s overall size. Each side of the 60/40-split bench seat can be moved forward or back 6.7 inches, and the seatbacks can be reclined up to 45 degrees. For maximum cargo room, both rear seats can be tumbled forward to clear up to 72 cubic feet of space.

Driving Impressions:

Around-town driving reveals a softly tuned setup that favors comfort over performance and is just about ideal for commuters. Four-wheel-drive CR-Vs are perfect for negotiating wet or snowy road conditions. However, when taken on terrain more rugged than a gravel road, the 2006 Honda CR-V quickly gets wobbly in the knees. Though it has more ground clearance than the Honda Element, this isn’t the mini SUV to get if you regularly venture into the wilderness.

Skoda Octavia

noreply@blogger.com (senoj) — Sat, 20 Sep 2008 11:24:00 +0000

Skoda Octavia is a practical family car that also happens to be rather stylishly designed. With a choice of 6 engines, including the powerful 2.0 TDI, the new Octavia performs as well on the road as it does in the value for money stakes. When you consider that air conditioning is now standard on the entry level Classic models and alloy wheels are now standard on mid level ambient models, the price is even more difficult to fathom.

Now, the new Octavia is pretty spacious but if you really want to take the kitchen sink with you, the new Octavia Estate might be a better choice. With the rear seats folded down it can swallow a whopping 1,620 liters. Perhaps next year we should enter it in the ‘Small Family Car with a Massive Interior’ category instead. Octavia is a product of the Czech company that is now part of the Volkswagen family; the group has a worldwide reputation for very high level of build and interior quality for its vehicles. The Octavia with its stately elegant looks has an all European design, with a smooth, uncluttered streamlined body.

The rounded nose and the high waistline bear out its resemblance to another of its world-renowned family member - the Audi. The Octavia has the largest variants in its segment, from 2.0 petrol through a 1.9-turbo diesel and a new variant with a turbocharged high tech petrol engine - the Octavia RS. The Octavia RS is the star in the range with a turbocharged 1781 cc liter engine making 150 bhp and 21.4 kgm peaking at 5700 rpm that zips to a 100 kmph in under 9 secs. The diesel variant is amongst the best in its segment - powerful and frugal. With its 1896 cc turbo-diesel it has set the pace to match most petrol cars and is an excellent long distance vehicle. It provides an astonishing 18.9 kpl on the highway and 12.7 kpl within the city ambit.

A new four speed automatic diesel variant is another recent addition to its stable, which is a great attraction to self-driven owners, although it remains less frugal than its manual variants. Its bold chassis and suspension and big tyres imbue the Octavia with the perfect balance between ride and handling. Whatever the surface or speed, this immaculate vehicle rides superbly. Skoda Auto has ensured the high standards for its models in India just as for its products in the best markets in the world. The Skoda Octavia by all standards would emerge from any Test as amongst the best family cars in the Indian market.

Comfort

Front and rear space have been improved significantly, and although it’s Golf based, the Octavia is now sufficiently large to actually compete in the Laguna and Mondeo category. Ride quality is very good. The supple suspension which helps it handle so well also means lumps and bumps are absorbed better. The Octavia looks distinguished in the kind of way that Lancias once did. With its prominent grille and conservative front end, there’s a gravitas to the Octavia that has carried over into the Fabia, becoming a Skoda family look. Designed to target the Far Eastern companies at the bottom of the medium range sector such as Daewoo, Proton and Hyundai, the Octavia was probably too successful for its own good. Not only did it beat these rivals on almost every subjective criterion you could imagine, it also ate into the sales of VW group rivals from allegedly more prestigious brands.

The boot is big enough to be hired out as a concert venue and the 60/40 split folding rear seats allows larger loads to be carried with ease. The seats however don’t fold completely flat. The interior design tends to conjure up words such as ‘sensible’ and ‘practical’ but never ‘interesting’ or ‘exciting.’ Finished in a dull grey, the new Octavia doesn’t convey that luxury feel the minute you get into it. Slivers of faux aluminum span the cockpit in an attempt to lighten what is otherwise a somber and lifeless ambience, but this feels like an afterthought. However, once you live with the car, begin to stroke and touch the interiors, you discover the sheer quality of the materials is astonishing. The older car’s interiors are superbly built but the new Octavia takes the game further and will shame many more expensive machines. Every surface has a pleasantly honed and substantial feel that would not be out of place in an Audi.

The new dashboard is logically laid out with simple graphics and clear dials, while most of the major controls are housed in the centre section. The stereo is built into the centre console and operates from a large screen surrounded by ‘soft keys’ that aren’t always really intuitive, but otherwise, the switchgear is easy to navigate. The interiors feel very well crafted, from the solid door pads to the ‘slush-molded’ dash-top that gives a tactile impression of exceedingly high quality.

Though the new Octavia is badged a 1.9 TDi, it’s powered by an engine that’s quite different from the 1.9 turbo diesel found in the older Octavia. The new model gets VW’s pumpe-duse motor, which in 1.9-litre form pumps out 103bhp. This engine instantly feels livelier than the older Octavia’s. It’s responsive, eager and ready to leap into a gap in traffic or move away rapidly from a set of lights. But on the open road and goaded by the Octavia’s well-balanced chassis, you often need to work the engine harder than you’d think. The need to work the 1.9 motor exposes what is possibly the new Octavia’s biggest drawback: a lack of refinement. Maybe we expected the new Octavia to move the game on but the gruff engine is as noisy as the older model. Not only does it have awkward harmonics, but you can feel the engine vibrate through the pedals and gearknob. As if to make up, the slick gearshift with its short throw is a delight to use, and the ratios are well stacked.

With the independently-suspended VW Golf Mk5 platform as a base, the new Octavia, not surprisingly, comes with dynamics far ahead of the older car’s. It’s not that the older Octavia has bad road manners — in fact, it’s got the best ride and handling in its class. This means the dynamics of the new Octavia promise to be a quantum leap ahead of its rivals in India. The benefits of a well-sorted multi-link suspension set-up are immediately apparent. The new Octavia doesn’t pitch like the older model and is a lot more agile. It rides with real poise, the suspension dealing with all types of road surfaces in a quiet, controlled fashion and body control is generally very good. It’s only on long undulations taken at speed that the combination of a soft suspension and the weight of the iron-block engine up front can set the car’s nose nodding. Grip levels are decent even though the Octavia we drove was shod with modest 195/65-ZR15 rubber.

When Skoda launches the Octavia early next year, it is sure to take the game forward in the luxury segment. The car’s biggest weakness, a lack of legroom, so critical in our predominantly chauffeur-driven market, has been addressed. It’s now hard to find a serious chink in the new Octavia’s armour and if the car is priced correctly, Skoda has a sure-shot winner on its hands. That said, the fact that it is the VW Groups bargain brand is perceptible, especially on the inside. The interiors are solidly built, but lack the wry detailing of Volkswagens and the urban chic of Audis. Despite protest from Skoda engineers to the contrary, the feel is 100% German. It really is a toss-up between the 1.

8 liter turbocharged models and the TDI 110 versions as to which is the most impressive. Lately, however, Skoda’s privileged market position has come under threat by the release of the similarly priced but jauntier SEAT Leon. Best to go for late 1999 and on cars, especially the SLX models which swapped a sunroof for electronic climate control and a single CD player. Equipment lists are par for the course, with all models apart from the base LXi getting ABS. GLXi, SLXi and SLX TDi models were all fitted with EDL traction control systems, should the urge to emulate a Skoda works rally driver overcome you. Should you require a bit more power and a few more bells and whistles, 1.6 GLXi with the 101bhp engine? The estate version worth more.

In the words of one dealer, Octavia’s are bulletproof. Certainly, they’re every bit as well put together as VW Polo or Golf a fact confirmed by VW Group in-house surveys. Still, check for wear to loading floors on the estate models and make sure that servicing has been properly carried out. (Estimated prices, based on a 1998 Octavia LXi 1.6) The old joke about doubling the value of a used Skoda by filling it with fuel has long gone. These days you won’t halve a Skoda’s value, but you can knock great chunks off an Octavia’s residuals by selling it on with a dodgy alternator. Whilst not recommended, if you were to close your eyes whilst driving an Octavia you’d think you were in a Volkswagen. Golf, Bora maybe even a Pass at, and when you did crash, the Skoda offers similarly good protection. Behind the wheel, the Octavia offers a more solid and confidence inspiring drive than many of its rivals. The body shell feel stiff and the ride is fairly firm.

Refinement is good, although the smaller diesel engines can become intrusive when worked hard. The gearboxes are the usual VW Group fare, slick and easy to use. The best Octavia for keen drivers are the 1.8T models. With a 0-60 time of only 8.5 seconds, there’s plenty of opportunity to let a BMW Z3 2.0 get a good view of your boot badge as, conditions permitting, the Octavia runs to its 134mph maximum. Despite Skoda’s image rehabilitation the brand is still not a magnet for keen drivers. The TDi 90 is good enough for most, with a reasonably sedate acceleration figure but a far more salient 43mpg in urban conditions. On a run expect the high fifties.

All Octavia’s come with a three year/45,000 mile service and maintenance package in addition to a three year unlimited mileage warranty, so buy nearly new and this could all be yours. Trying to think of a more prudent used buy than the Skoda Octavia is hard work. Build quality is superb, and with new prices that competitive, the choice for used buyers is wide and represents good value. As word of Skoda’s excellence spreads, prices may well begin to firm. It’s only a matter of time before buyers realize that this is almost a Pass at for Polo money.

Road Test

Despite the huge fan club I never got on with the old Octavia. It always seemed to me to be a Pass at body on a Golf floor pan overhanging both ends far too much. Strange, because the Toledo is only half an inch shorter on the same wheelbase, but somehow contrives to look right to my eyes rather than wrong. So Spain always beat Czechoslovakia 2 to 1. No aesthetic problems with the new Octavia. Despite being two and a half inches longer than the old one, it carries its length off much better. It’s a handsome, individual looking car with a distinctive front grille, and an air of quality. We tried two versions, both diesels, first the 105PS 1.9 TDI PD, then the 140 PS 2.0 TDI 16v 6-speed.

The quality of the cabin impresses as much as the exterior. It’s solid, nicely put together using decent quality fabrics and plastics. Seat and steering wheel are adjustable in every plane apart from sideways. And there are plenty of cubbies and grippy holes to put things. Instead of being merely amiable, the 105 can lift its skirts and is a quick cruiser. There’s still plenty to come at 80 – 90 and no problem hitting 120. I’m emphasizing this here so you won’t think the 105 involves any significant sacrifice for much less money than the 140. It’s easily as quick as most people are ever likely to want it to be. Like the Golf V TDI 105 PD, fifth gear gives you about 30mph per 1,000 rpm.

It not only reaches the speeds, it also handles them with excellent road feel and stability in fast cornering. This counters a slight criticism that the ride is on the firm side of soft. It doesn’t crash and bang over pot-holes and ripples, but it doesn’t completely absorb them either. And a downer of the 1.9 TDI is that so far it remains Euro III, so is subject to an 18% rather than 15% BIK tax base for company car drivers. So, on to its more powerful big brother, the TDI PD 140 16v 6-speed. I had the same problem with this as I did with the SEAT Althea. At low speeds on tight roads in second gear it feels almost too powerful.

You get no power then too much of it all once, like a catapult. Obviously an owner would get used to this and adapt to it. But on first acquaintance it really wasn’t very pleasant. Where the car comes into its own is that, like the Golf V TDI PD 140, it’s a stunning main road high-speed cruiser. Top gear gives about 33.5mph per 1,000 rpm, so at 100 the engine is only turning a happy and quiet 3,000 rpm. This means it’s very relaxed, yet at the same time, between 85 and 95 you feel you’re bang on optimum power, and if that isn’t enough for you, you can block-change from 6th to 4th and whack past anything as if it isn’t there. So it’s a very safe over taker too. Which to choose between the 105 and the 140 depends on how much you have to spend and what sort of discount you can get.

There is obviously a lot more to the Octavia range than these two diesels. The launch range includes a 75bhp 1.4 16v at a low £10,750. There will be automatic TDI PD 105s, a TDI PD 140 DSG and 1.6 and 2.0 liter FSIs with 5-speed manual, 6-speed manual, 5-speed Tiptronic or 6-speed DSG transmissions. The fire breathing petrol turbo will not come until next year, probably with 190 – 225 bhp. I have to mention a few minor faults on these early production cars and, of course, the benefit of road-testing by outsiders such as the gentlemen of the press means that these can be spotted, noted and put right before cars get through to customers. The rain-sensitive wipers are so sensitive they react to the blood of a splattered fly. The individual front climate controls did not work properly on one of the cars, giving the driver nice cool air while roasting the passenger.

It could be overcome with the fan on full, but definitely needed attention. The nearside rear door seal of the 140 developed a whistle while crossing the North Yorkshire Moors. And the sprung grab-handles can trap the ends of small fingers in their hinges when you pull them down. Should you go for one? Well obviously if a larger body, much bigger boot and lower price have more appeal to you than the status to be derived from buying Golf, then definitely. While the boot size, handling and general performance also make the new Octavia worth considering against cars the next size up, like the Mondeo, Vectra, Primera and Laguna. More importantly, Skoda has finally thrown off the old mantle of joke cars. The new Octavia is a proper, well-built car, in the same class as Golf. It’s a car to be proud of, if that wasn’t already Toyota’s line. In many respects Skoda is as much a value-champion as any of the Pacific Rim manufacturers, with the advantage of its sharing what Volkswagen is pleased to call ‘democratized quality’. And frankly there is little to distinguish a Skoda from a VW from a SEAT – only Audi manages to remain aloof, despite the obvious platform and power train sharing.

Even the interior of the Octavia – fascia, trim and textures – is as functionally discrete as that of the Golf, which it closely resembles. In fact, it could be argued that the Octavia’s cabin best illustrates the extent of Volkswagen’s influence in shaping Skoda’s image. The neat, rectilinear, centre stack is hallmark VeeDub, as is the soft-touch fascia material, the firm but comfortable seats, and the widespread use of grey trim that gradates vertically from dark to light in order to make the cabin seem lighter and (even) more spacious.

The build quality, too, is indistinguishable from that of its German and Spanish cousins. Narrow shut lines, a superior ‘clunk’ to the doors, low noise levels, no annoying squeaks, millimeter-perfect panel and trim alignments – these factors and others give a clear indication that production and quality control procedures at Mlada Boleslaw are no less stringent than at Wolfsburg or Ingoldstatt. The only factor that diminishes the Skoda – that stops its passing itself off as a French or German car - is the company’s adherence to the overstated chromium-plated grille – it’s old-fashioned and very Daewoo (RIP). But from the driving point of view, few Skoda owners would consider themselves short-changed; especially since the 4×4 Estate appears to be as dynamically adroit as the Golf 4Motion.

Ride quality is not compromised by the Estate platform and cornering and road holding seems every bit as good as the donor car. It may be a Bonsai, blue-cross all roads Quattro but the Skoda Estate 4×4 is by no means a cheap impersonation. Indeed, Skoda makes no direct mention of its value pricing but rather claims that the Octavia range delivers ‘an extra bit of car for the money’. Does that ring any bells? Ford has sold a lot of cars on the same ticket and I see no reason why Skoda should not do the same.

Technical Specifications

Engine	1.9 TDI/66kW/90 bhp, 4-cylinder, in-line diesel engine, turbocharger, intercooler, water-cooled, OHC, transverse mounted, direct injection, two-way catalytic converter
Compression ratio	19.5:1
Cubic Capacity	1,896
Max. Power (kW [bhp] /rpm)	66 [90] 4,000
Max. Torque/rev (Nm/rev/min)	210/1,900
Max. Speed (km/h)	182
Acceleration 0-100 km/h (s)	13.0
Emission	BS III compliant
Transmission	Manual 5 speed fully synchronized
Transmission Type	Front wheel drive
Suspension - Front	McPherson strut with wishbone arms and torsion stabilizer
Suspension-Rear	Compound link crank axle with torsion stabilizer
Brake - Front	Disc brakes, with hollow brake wheels & single piston floating caliper
Brake - Rear	Drum Brakes
Steering System	Direct rack and pinion steering, power assisted
Wheels	6J X 15"
Tyres	195/65 R15
Body Type	5 door, 5 seater, double space steel bodywork, fully zinc-coated
Airdrag coefficient (Cw)	0.30
Storage Capacity of Boot (ltr)	528
Fuel Tank (ltr)	55
Fuel	Diesel

Standard Equipment Available in SkodaOctavia
Rider

Safety

Driver Airbag with front seatbelt pre-tensioners

Front Seatbelt Pretensioners

Height - adjustable driver and passenger seat

Height and angle adjustable front and rear headrests
immobilisers

Fog lamps Integrated in headlamps

Function

Tilt and Rake Adjustable Steering Wheel

Power Steering

Split rear seat 1/3: 2/3

Lashing eyelets in luggage compartment

Bad road package

12 V outlets in luggage compartment

Comfort

Electronic front and rear windows

Central locking with remote control and folding key

Multi-function Indicator

Air-conditioning (manual control)

Design

Outside mirrors and door handles in body colour

Bumpers in body colour with black protective strips

Interior in fabric upholstery

Chrome plated door knobs

Headlights height - adjustable

Clear Optic Headlamps

High mounted brake light, rear fog lamp

Standard Equipment Available in SkodaOctavia
Elegance

Safety

Driver Airbag with front seatbelt pre-tensioners

Co-Driver Air bag

Front Seatbelt Pretensioners

Height and angle adjustable front and rear headrests

Two rear side seat headrests, height adjustable Immobiliser

Fog lamps Integrated in headlamps

Function

Tilt and Rake Adjustable Steering Wheel

Power Steering

Split rear seat 1/3: 2/3

Lashing eyelets in luggage compartment

Bad road package

12 V outlets in luggage compartment

Comfort

Electronic front and rear windows

Central locking with remote control and folding key

Multi-function Indicator

Climatronic electronically regulated air-conditioning

Design

Outside mirrors and door handles in body colour

Bumpers in body colour with black protective strips

Interior in Panama Partial Leather Upholstery

Chrome plated door knobs

Small leather package: steering wheel, gear level handle and
gaiter hand brake handle

15" Triton Light Alloy Wheels

Honda Civic

noreply@blogger.com (senoj) — Sat, 20 Sep 2008 11:23:00 +0000

The 2006 Honda Civic is available as a sedan or a coupe (the hatchback version has been nixed this year), and comes in a number of different trims. As a bit of a change for a Civic redesign, there’s not necessarily more of everything. Trunk capacity and rear-seat legroom in the coupe have actually shrunk a bit this year. The reason is a stronger emphasis on style. The Civics’ sleek new look includes a laid-back windshield, minimal front and rear overhangs and a tight tire-to-fender gap. This year the coupe rides on a shorter wheelbase, and doesn’t share a single exterior body panel with the sedan. Horsepower is up on every model. All DX, LX and EX models are powered by a SOHC 1.8-liter, inline four-cylinder engine with Honda’s I-VTEC system. It makes 140 hp and 128 lb-ft of torque.

The previous Civic Si hatchback was a performance disappointment. Thankfully, the 2006 coupe version steps up by being the fastest production Civic ever. It has a more powerful 197-hp engine, a sport-tuned suspension and a six-speed manual with a limited-slip differential. For those interested more in fuel economy rather than 0-to-60-mph times, there’s the Civic Hybrid sedan. As before, it uses Honda’s IMA (Integrated Motor Assist) system, which consists of a 1.3-liter, single-overhead-cam, four-cylinder gas engine connected to an electric motor and a continuously variable transmission. Combined horsepower is up to 110 on the Hybrid, while mileage swells to 50 mpg city/ 50 mpg highway. The increased fuel economy is largely due to the fact that the gas engine can now shut down completely during deceleration and steady cruising, allowing the electric motor alone to propel the car.

Whichever model you choose, it’s pretty hard to go wrong with the 2006 Honda Civic. Every time you get into it, you’ll know that you’re driving a safe, dependable car that causes minimal damage to the environment and will provide years of faithful service. The occasional hiccup interrupts every winning streak, even one that runs as long as the Honda Civics’. Born, raised, and home-schooled through eight generations now, the hiccup was unlucky seven, the Civic born in 2001 that’s fading out of showrooms now. Yes, it did its job well, but with the same underpowered engines as before, a downgraded suspension that alienated enthusiasts, a softer and slower Civic Si, and an also-ran hybrid variant, people were starting to question the Civics’ competitive edge.

That question will be asked no more. Honda put the past five years to good use, giving the latest Civic a wealth of improvements on multiple fronts that add up to a better car. It starts with the most expressive exterior to come our way since the revolutionarily rounded 1992 model, and if you think that’s something, wait till you see the inside. The Si returns with the engine it deserved from the start, the Hybrid returns with more speed and fuel economy, and all other Civics enjoy a streamlined, improved power train lineup along with more features in the luxury, mechanical, and safety departments all at once.

Power trains and Performance

The front wheels of all DX, LX and EX models are powered by a 1.8-liter, inline four-cylinder engine. It makes 140 hp at 6,300 rpm and 128 lb-ft of torque at 4,300 rpm, and may be paired with either a standard five-speed manual or an optional five-speed automatic transmission. The 1.3-liter gas-electric power train found in the Civic Hybrid makes 110 hp and boasts the best fuel economy figures of the Civic range — 50 mpg city and highway with a continuously variable transmission (CVT). The 197-hp Si is the most powerful Civic and comes matched to an exclusive six-speed manual with a limited-slip front differential.

Inside and Out

Anyone see a little Toyota Prius influence here? What a coincidence; so do we! You’ll see more in the futuristic cockpit. Obviously, the first items to catch the eye are the instruments, which now stand divided on two sides of a horizontal strip. Note the word “horizontal,” for it’s the key reason why Honda’s approach proves to not be the screw-up it is in all those Toyotas. Instead of having to turn your head and look somewhere far off from your line of sight, you simply look up and down, as usual. Better yet, checking speed has you looking down to a lesser degree and less often - maybe not at all since the digits are big enough to read in the corner of your eyes - and the separation of speedometer and tachometer in both placement (north/south) and format (digital/analog) makes them easier to process mentally. Freaky foreigners who use the evil metric system can also switch from MPH to KPH at the press of a button. Maybe this is getting too analytical, but Honda just reinvented the dashboard for the better, so maybe it’s not. On a final note, it lights up intriguingly in the dark of night.

It could’ve been perfect, but Honda had to spoil it with an ugly two-spoke steering wheel whose push-buttons are lined up in a row and identical in feel; it’s all too easy to confuse those channel and volume adjusters. For better or worse, many drivers also took immediate notice of the wheel’s shrunken diameter. Show’s over, on to the boring stuff. Seating? Still comfortable as ever, and now more accommodating. Now that they finally fixed the too-reclined seatback problem (actually, they fixed it in 2001), we long-legged drivers can actually buy a Civic now. Better yet, the Civic just became the fourth entry in this class to feature a steering wheel that adjusts for reach (following the Volkswagens, Ford’s Focus, and Mazda’s 3) and all models also have height adjusters. I wouldn’t mind losing the daytime running lights or the door locks that imprison you automatically, and is it our bad timing with dry weather, or do the Civics’ cloth seats generate a disproportionately high amount of static electricity?

Every new Civic seems to mandate dimensional increases, so the sedan’s length, width, height, and wheelbase of 176.7, 68.9, 56.5, and 106.3 inches are 1.3, 1.4, 0.2, and 3.2 inches longer than last year. Passenger room barely changed at all, so the Civic still has a back seat that’s best suited for two average-sized people. The seat is a little too low and reclined, but the flat floor greatly helps passengers maintain their sense of personal space in times of crowding. Everyone rides more safely this year with standard curtain air bags, active head restraints, and 3-point belts in all positions.

Front-row ergonomics are no less than great, with just enough color and imaginative shapes to keep things interesting without giving up the least bit of functionality. The Civic features big, sturdy cup holders, a big glove box and console, useful map pockets, two power outlets, and minor cubbies and compartments all around. Honda has undergone a radical overnight shift in its attitude about low-end audio. Before, even EX model Civics came with skimpy head units and two-digit wattage numbers, while today even the LX claims 160 watts, speed-sensitive volume control, and MP3/WMA playback capability. If that’s not enough, EX models bump speaker count from four to six and add an auxiliary input jack for iPods.

Buying a Honda Civic

Purchasing an older vehicle, such as the 2006 Honda Civic, makes good financial sense. You’re able to avoid the steep depreciation rates that occur with brand new vehicles. This essentially gives you the advantage of getting a 2006 Honda Civic for less money than when it was new. If the 2006 Honda Civic was properly maintained, you also have a good chance of steering clear of problems that would have developed when the car was new.

The amount you pay for an older car depends on various factors. One important element is where you buy the vehicle. You’re likely to get a better deal if you buy it from a private party, as opposed to a dealer. On the other hand, a reputable dealer will normally have some kind of limited warranty, so you can drive away knowing that if the car breaks down right away, you’ll be covered. Another factor that may affect price on a 2006 Honda Civic is whether it’s “certified” by the manufacturer. A certified vehicle will cost more because warranty service is provided that normally doesn’t come with a used car.

Another dynamic that will play into the purchase price is the resale value. A used vehicle with a high resale value will obviously cost you more. It is expected that the 2006 Honda Civic will have a good resale value. This assumes that the 2006 Honda Civic is in good condition and has a reasonable number of miles.

Road Test

Driving Impressions

As good a job as Honda has done in designing four distinct models of the new, 2006 Civic, it’s done an even better job of delivering four, distinct driving experiences. Careful tweaking of the electronics managing the 1.8-liter, four-cylinder engine’s variable valve timing (and enlarging displacement by a miniscule 0.1 liter, from the 2005’s 1.7 liters) pumped up the horsepower from 127 to 140 and torque from 114 pound-feet to 128. According to EPA estimates, the sedan’s fuel economy with the more popular automatic transmission has lost one mile per gallon in city driving from the 2005 model but has gained two mpg in highway driving.

More aggressive over clocking of the chips controlling the Si’s 2.0-liter four (and feeding its components some growth hormone; redline jumps from 6800 revolutions per minute to 8000 rpm) boosted horsepower to 197 from 160 and torque to 139 pound-feet from 132. The Si’s buyer will pay a price at the pump, as city fuel economy plummets four mpg, to 22 mpg, although highway remains unchanged at 31. Similar massaging of the Hybrid’s engine/motor combo added 17 horsepower and 18 pound-feet of torque to that model’s spec sheet. While the Hybrid’s fuel economy estimates remain controversial (remember, your mileage may vary), the EPA pegs them at 50/50 city/highway, versus the 2005’s 47/48. Worth noting in passing is that in every case except the Hybrid, the Civic bests the competition in EPA fuel economy estimates; the Toyota Prius earns an estimated 60/51 city/highway rating.

All this added go-power would be overkill were the car(s) it nourishes not equally upgraded, and Honda met this challenge with the same commitment. The chassis’ added crashworthiness also adds stiffness, giving the car a more solid and more planted feel. Redesigned front and rear suspensions coupled with larger wheels and tires improve directional stability and sharpen steering. The longer wheelbase smoothes the ride.

The LX sedan is the most comfortable and confident Civic we’ve driven, and a refreshing improvement over the 2005, which had lost some steam and enjoyment in Honda’s drive to reduce complexity and costs. Ride was solid but comfortable, with less road noise and wind whistle expected for the class. Shifts were smooth, if not entirely transparent. Brake feel was solid, steering response certain, if not sports car-quick. Thankfully, Honda has not fallen prey to the Sport-Shift fad, so the automatic transmission is just that, a select-it-and-leave-it gearbox. We do wish, though, that Honda would insert a tab below the “D” setting in the gate, as we routinely passed that one right by when shifting out of Park or Reverse and ended up in the “D3″ notch. And despite the seeming logic behind the relocation of the digital speedometer, we confess we never quite adjusted to that weird pod on top of the dash. The major difference noted between the sedan and the Hybrid was in the transmission, as the shiftless CVT left engine speed roving around the tachometer as the electronic brain kept the rpms at their most efficient given road speed and load. Surprisingly, weight was a non-issue, with the Hybrid tipping the scale at a mere 74 pounds over the gas engine-powered sedan.

Differences between the coupes were the most dramatic. The Si’s 6-speed manual was a delight of precision, with short throws and certain engagement. Less pleasant was the other coupes’ 5-speed manual, which felt a bit rubbery and required careful aim. Handling, too, was a distinguishing factor, although not always as might be expected. The Si’s more powerful engine also returned more front wheel-drive syndrome, where hard acceleration excites the steering wheel demanding more driver effort, than the base-engine coupe. This was a small price to pay, however, for the fun time we had playing with the Si. Braking down from socially irresponsible speeds and feathering the throttle through sweeping curves then restraining the steering wheel when powering out on the way to another set of eases was pure joy. Well, we’ve had more fun in pure sports cars, but for the price and package, the Si delivers. For commuters or college students, any of the everyday coupes will be more than sufficient and more than worth the money, but for those with a little extra to spend and that devilish sparkle in the eye, the Si is the buy.

Walk around

Honda re-did everything for 2006. Not only are power trains updated and upgraded, and a new platform developed, but the sheet metal is new. Not a single body panel is carried over from 2005. The sedans and coupes don’t share any body panels. And trim elements and markings distinguish each iteration. The platform underneath is new for 2006, seriously strengthened in rigidity, stiffness and crash absorption capacities, with minor adjustments to accommodate the varying dimensions of the coupe and sedan body styles. As part of its campaign to revitalize the Civics’ appeal to the sport compact market, Honda has incorporated reinforced mounting points and gussets to allow suspension and certain other modifications without diminishing body integrity.

From the front, styling differences are subtle, but marked. A polished, horizontal bar dominates the sedan grille. Slender headlamp assemblies angle upwards as they curve around the fenders. A single, broad air intake fills the lower portion of the fascia. The coupe grille appears more open, with the Honda logo suspended on a matte-black framework. An understated badge tucked away in the far right reaches of the grille identifies the sporty Si version. The coupe headlights are more sharply outlined. The lower air intake opens between two, geometric recesses that feed cooling air to the front disc brakes and house the optional fog lamps.

The front ends, but especially the coupes’, push the leading corners down and outward, emphasizing the 2006’s wider track (the distance side to side between the tires), which grows by more than an inch in front and by more than two inches in back over the 2005’s. Save for a lower body character line, drawn slightly higher on the coupe than on the sedan, the sides of the new Civic are more slab than sensuous. Understated fender blisters, more pronounced on the coupe, break up the otherwise featureless expanse. What excitement there is in the side view is in the sleekness of what Honda calls a monoform design.

A central expression of this is the windshield, the leading edge of which reaches into the hood all the way to the middle of the front wheel wells, pushing the design concept of “cab forward” to a new extreme. On the coupe, the windshield is raked at a radical 21.9 degrees, markedly steeper than the ’05’s 26.7 degrees, even exceeding the Acura NSX’s 23.9 degrees. And the sedan’s matches the NSX’s, dropping from the ’05’s 29.1 degrees. The sail (the body panel aft of the rear side window) is unique to each model as well.

The coupe’s forms an acute angle emphasizing the two-door body style, while the sedan’s curves down over the rear door’s trailing edge, pulling the eye through the higher roofline. The coupe’s be-spoilered, rounded rear profile suggests swiftness. The sedan’s somewhat abbreviated trunk lid and chopped off tail end adds perceived mass to the tightly proportioned, smallish sedan. Likewise, the rear view of each body style differs markedly. The coupe’s sloping trunk lid settles into a deep cut in the rear bumper, with the license plate sheltered in an equally deep recess. The sedan’s trunk lid drops in an almost vertical, unrelieved sheer from a relatively high crest across the top, all very BMW-like in presence.

Interior Features

If the 2006 Civics’ exterior is new, the ’06’s interior borders on shocking. First impression of the instrument arrangement is of a video game. Controls are for the most part where they should be, but not necessarily as they should be. There’s little symmetry in organization or shape of features and interfaces. It’s not an unpleasant look, but one that requires some acclimation. Ironically, perhaps, the interiors are indistinguishable across the full line, with only minor differences necessitated by the different power trains.

Splayed across the top of the seemingly unending dash in front of the driver is a hooded opening with a digital speedometer between LCD coolant temperature and fuel level gauges. Down below, in the more common place for the instrument panel, in the half circle formed by the top half of the steering wheel, that is, there’s a large, round, analog tachometer. To each side of this lower IP are large, irregular vent registers. Centered in the dash above the climate control panel is either an LCD window combining the navigation display and audio settings and, in the Hybrid, a selection of graphic depictions of the hybrid system’s functions and status or a stereo control head with the pertinent accoutrements. To the right of this squished pod-like arrangement, the dash curves away from the front seat passenger and houses two, more horizontally oriented vent registers, again neither of which matches the other. A wide, but not especially deep glove box rests below a cabin-wide, clam shell-like notch dividing the upper and lower halves of the dash.

There is no center stack to speak of tying together the dash and the drive tunnel. Below the climate control panel is a shallow storage bin with a power point and an audio input jack on the left side. Forward of the metallic-trimmed block of plastic serving as a base for the hand brake and shift levers is a good-sized, rectangular storage bin. Another, shallow cubby is tucked in between the shift lever housing and a pair of seat bottom-level cup holders under a sliding cover. Aft of this is an abbreviated, padded armrest covering another storage bin, inside of which is a second power point. Each door has a hard plastic map pocket. A magazine pouch is on the rear of the front passenger seatback. Architecturally busy interior door panels could be friendlier to fingers in terms of grips and pulls, but armrests provide good support at the right level.

The trunk is fully finished, although Honda blew a perfect chance to make points with owners in slushy Snowbelt states by neglecting to mold an inside pull-down into the lining under the trunk lid. A thoughtful touch is a spare tire well large enough to hold the full-size tire the compact spare will replace temporarily in the event of a flat. The 2006 Civic siblings are easily competitive with other cars in their classes when it comes to interior room. Oddly, however, despite adding more than three inches to the sedan’s wheelbase (the distance between the front and rear tires) and more than in inch in overall length vis-a-vis the 2005, front seat leg room is the same and rear seat leg room is actually less, by more than in inch, in the 2006.

Hip room does increase in the ‘06, however, by almost half an inch in front and by more than in inch in the rear. Almost oversize rear doors provide easy rear seat access. Cargo space, again oddly, drops by almost a cubic foot and trails the class leaders by a couple cubic feet; the Hybrid gives up another 1.6 cubic feet to battery and such. The coupes’ wheelbase grows by more than an inch over the 2005, from 103.1 inches to 104.3, and loses about half an inch in overall length, to 174.8 from 175.4 inches, with much the same result for occupants. As in, there’s about the same front seat leg room and less rear seat leg room, by almost three inches, but more hip room by around three inches front and rear.

Fit and finish meet Honda standards. Plastic trim elements look high grade, although the multi-piece dash invites concern about high-mileage squeaks and buzzes. Seats are comfortable, not plush. The fabric upholstery feels durable and its robust nap assists the modest side and seat bottom bolsters in restraining occupants during spirited motoring. Seat bottoms provide better than average thigh support. Head restraints adjust at all five seating positions. The manual height adjustment on the driver’s seat pivots on front hinges, thus forcing drivers to choose between seat height and legroom.

The view out the front of the new Civics, with the expansive windshield, low cowl and sloping hood, is unparalleled in the class. A commensurately low beltline would enhance side vision, but there’s little about which to complain. Tiny front quarter windows necessary to allow the front door windows to roll all the way down push the side views mirrors a bit too far rearward for quick and easy glances at neighboring lanes. The coupes’ smaller C-pillar yields better rear quarter vision than the sedan’s more substantial sail. Si drivers may rue the rear wing spoiler when they don’t see the following car with the light bar on top until it’s too late.

Safety Features

As for safety, both the 1.8S and 2.0S models have dual SRS airbags, while the 2.0S has an additional side airbag with Occupant Position Detection System. All models also feature an Active Headrest system, where the headrest moves forward in the event of a collision to provide support for your head. Other safety features include anti-pinch safety power windows for the driver’s side, an immobilizer alarm system, Vehicle Stability Assist (VSA), Electronic Brake Distribution (EBD), Anti-lock Brake System (ABS), and Brake Assist (BA). These are available on both models. VSA can be disabled with a button on the dashboard for a crazier on the edge driving experience whenever you need it. The 1.8S is equipped with a hydraulic power steering while the 2.0S gets an Electronic Power steering.

Storage

Boot size is pretty respectable at 450 liters, though nothing that could cause your jaw to hit the ground like the Honda City’s 500 liters. The interior has ample storage compartments. There is a console in front of the gear lever, as well as a sliding shutter in between the two front seats which unveils yet another storage space. This storage space contains two cup holders. To suit your ergonomics better, the armrest slides forward and backward in an 80mm range. Lifting it reveals a console box with storage for 27 CDs. The rear passengers also have a fold-down armrest in the middle with two cup holders integrated into it.

The Honda Civic 2.0S rear seats can be pushed down like the Honda City’s Ultra Seats. Why this is not offered on the Honda Civic 1.8S strikes to me as strange. Honda’s target market for the 2.0S is young entrepreneurs or young men from rich backgrounds in the 25 year old to 35 year old range. The 1.8S’s target audience is the 35 to 45 year old professionals with families. Surely someone with a family would find foldable seats more useful than a young man. This was the exact same rationale they used in removing Ultra Seats from the facelift City VTEC

Performance

Let’s go to the engines. I’ve already posted about the new I-VTEC SOHC 1.8 engine before, but let’s have a recap. The 1.8 I-VTEC engine in the 2006 Honda Civic 1.8S is a single camshaft 4-cylinder engine with Honda’s I-VTEC system. It uses a timing chain instead of a timing belt. It makes 140hp at 6300rpm and redlines at 7000rpm. Max torque is 174Nm at 4300rpm. This is mated to a 5-speed automatic transmission. Which is nice, because normally 5-speed autos have only been available on more up market models with larger engines? Honda claims this 1.8 I-VTEC engine has the fuel consumption similar to 1.5 liter engines but has the performance characteristics of a 2.0. From the figure sheets, the latter claim looks to be true.

The 2006 Honda Civic 2.0S is powered by a 2.0 liter DOHC I-VTEC K20 engine. It is also timing chain-driven. It makes a higher 155hp at 6500rpm, redlines at 7000rpm and makes 188Nm of torque at 4500rpm. Like the 1.8S, it also has a 5-speed automatic transmission but the 2.0S has a paddle shift option. What you do is you shift the gear lever to the S option. Then you can control the gear changes with paddles at the back of the steering wheel. Left paddle for downshift, right paddle for up shifts. Honda calls this S-matic. Feels much more natural than the strange Steermatic buttons on the Honda City where up shift and downshifts are on both sides of the steering wheel. Paddle-shifts instead of button-shifts are so much more F1-style!

Suspension

Both the 1.8S and the 2.0S have ventilated discs for the front and solid disc brakes at the back. Suspension systems Macpherson Struts for the front and Independent Double Wishbone for the rear. I don’t think much lowering is necessary for this car as the gap between the wheel arch and the tyre is already small.

Technical Specifications

DIMENSIONS & WEIGHTS	Manual (MT)	Automatic (AT)
Overall Length	4,545 mm
Overall Width	1,750 mm
Overall Height	1,450 mm
Wheelbase	2,700 mm
Min. Ground Clearance	170 mm
Fuel Tank Capacity	50 L
Kerb Weight	1,210 kg	1,240 kg
ENGINE
Engine Type	i-VTEC, 1.8L
Configuration / Cylinder	4-Cylinder, In-line
Valves / Fuel	16 Valves, Petrol
Fuel System	PGM-Fi
Displacement	1799 cc
PERFORMANCE
Max. Power	132 PS @ 6,300 rpm
Max. Torque	17.5 Kg-m @ 4,300 rpm
TRANSMISSION
Type	Synchromesh 5 forward,1 reverse	5-speed AT with Paddle Shift, Grade Logic Control & Shift Lock
SUSPENSION
Front Suspension	McPherson, Coil Spring with Torsion Bar
Rear Suspension	Double- wishbone, Coil spring with Torsion Bar
STEERING
Steering Type	Collapsible, Power Assisted
Min. Turning Radius	5.4 m
BRAKES
Front Brakes	Ventilated Discs
Rear Brakes	Discs
TYRES & WHEELS
Wheel Type	Alloy
Wheel Rim Size	15 x 6J
Tyres	195/65 R15 (Tubeless)

Honda City

noreply@blogger.com (senoj) — Sat, 20 Sep 2008 11:23:00 +0000

The new Honda City is probably the most successful model marketed by Honda in the ASEAN region. It is a bold new model, featuring what many Honda fans consider a ‘futuristic design’ that is based largely on the platform of the highly successful Honda Fit/Jazz. Coming out of Honda R&D Asia in Thailand, it was originally launched in only 1 variant, what has now come to be called the ‘City I-DSI’ featuring the new L15A 1.5l I-DSI engine. I have reviewed the Honda City I-DSI extensively here on TOVA; it is an excellent vehicle with plenty of ‘go’ and superb fuel economy - a fine all-rounded vehicle.

Early this year, Honda Asia launched a new variant, the Honda City 1.5l VTEC. This new VTEC variant turned the City range into a 2 variants line-up by adding the much eagerly awaited performance-oriented variant, what might be called a City ’sports sedan’. Launched first in Thailand as usual, for Malaysia it was launched back in late-July by Honda Malaysia, a much awaited event by Honda and City enthusiasts. A short while after attending the launching, around early August, I got the invitation to attend the City VTEC’s media test-drive session to be held at the hill-top resort of Bukit Tingyi. It was a very interesting session where Honda Malaysia also brought in some engineers from Honda R&D who designed the City VTEC to participate.

Technical Coverage

First of all, let’s take a close look at the new City VTEC from the mechanical point of view. The obvious approach would be to compare it to the I-DSI version. In this comparison, the main differences between the I-DSI and the VTEC version centers on 3 main areas: engine-gearbox, suspension-brakes, and the rest of the car. On the new City VTEC, the star is undoubtedly the L15A VTEC engine. This is a 16V SOHC VTEC version of the L15A. It is rated for 110ps compared to 88ps of the I-DSI and has 4 extra valves and VTEC but without I-DSI, using the standard 1 spark-plug per cylinder.

VTEC is implemented on the intake side only and it is a 12V-16V VTEC mechanism, implemented via a 2-rocker/2-cam lobe arrangement that is now more or less standard on Honda’s intake-only VTEC engines, including the K-series. This mechanism was first used on the 1.5l D15B SOHC VTEC-E engine on the 1991-1995 EG8 Honda Civic ETi, an engine focused for maximum fuel economy. However, associating this 2 rocker-2 cam lobe system as a VTEC implementation solely for fuel economy would be wrong. On the current generation of K and L series engines, it is used for a balance of good power with good consumption (economy); the 12V mode targeting max possible fuel economy and the 16V mode targeting max possible power.
The 2 rocker-arm mechanism is shown clearly on the photo on the right. This photo of the rocker-arm mechanism is taken from a real cutaway engine Honda Malaysia displayed at the Honda City VTEC launch event at the 1Utama shopping mall. On the ‘VTEC off’ mode, the two rocker arms work independently, driven by 2 separate cam lobes on the single camshaft.

However, only 1 of the cam lobe has a profile that works the valve, the other is a flat ring that leaves its rocker arm motionless and the associated valve inactive. ‘VTEC on’ mode locks the 2 rocker arms together and now both rocker arm and both intake valves are driven by the working cam lobe. The L-series engines are of course designs which emphasize on fuel economy. The I-DSI dual spark system is designed to enhance combustion of the air-fuel mixture - for more complete combustion and thus get maximum mileage. The L15A VTEC engine is this same basic design but now re-specked for maximum possible power output without sacrificing too much in fuel economy and most importantly with the engine still ULEV compliant. To see the level of tuning adopted for this 2 rocker/cam-lobe VTEC in the proper perspective, think of it as a 1-’wild’ and 2-’wild’ cams mode. In ‘VTEC-off’, there is 1 ‘wild’ cam-lobe working 1 rocker arm and of course 1 of the intake valves. With VTEC ‘on’, both rocker arms are now being driven by the same cam-lobe and so effectively it’s like 2 rocker arms both working with a ‘wild’ cam profile.

While it is not totally possible, these modes do give a good approximation to doubling the amount of air-flow into the engine once VTEC activates both rocker arms. I asked the Honda R&D engineer in charge of the engine for the VTEC changeover point and was told it varies depending on the throttle position. The change points are 2,300rpm for full throttle and 3,400rpm if partial throttle. The camshaft-valve train is not the only change to the L15A to generate the extra 22ps. The intake manifold itself is different on the L15A-VTEC, having larger runners for more air-flow at higher-rpms. Internally, the engine also features some additional enhancements like aluminum roller-rocker arm assembles for lower operating friction and thus less power loss through internal friction. The exhaust system has been enlarged for a higher flow-rate to cater for the higher power delivery.

Now in the absolute term, the 110ps of the City VTEC’s L15A engine may not be a fantastic level of power output. But then, it is also important to have a sense of perspective. For the market segment at which the City I-DSI and City VTEC is targeted at, 110ps in relative terms is really very high power. The 1.5l DOHC VVT-I Toyota Vios with 109ps used to dominate this segment for max power but this new City VTEC is now right at the top of all cars available in the segment. In relation to the original City I-DSI, one needs to bear in mind that 110ps represents a 22ps increase and that is a massive 25% power increase! So for the general choices available in this market segment, for e.g. the owners of the original City I-DSI who have been ‘making do’ with ‘only’ 88ps, 110ps is really a lot of power.

Compared to the 88ps I-DSI engine, the VTEC engine delivers in the upper mid to high rpms. Indeed, at rpms below 3,000, the VTEC actually delivers less torque (i.e. less power) than the I-DSI, consistently 0.2kgm across the relevant rpm range. After 3,000rpm, the advantage offered by the VTEC mechanism really comes into the picture and while the torque of the I-DSI engine is now dropping steadily, the torque of the VTEC engine continues to rise, finally peaking at 14.6kgm at a high 4,800rpm, 1.2kgm more than the I-DSI. The redline of the two engines are slightly different as well, the L15A I-DSI redlining at 6000rpm while the new L15A VTEC redlines at 6,300rpm. This difference between the 2 engines’ power characteristic can in fact be quite easily felt when ‘dragging’ in 7-speed mode, the VTEC being very revive in the higher rpms.

While the I-DSI engine strains to rev up beyond 4000 - 4500rpm, the VTEC charges steadily onwards to the 6300rpm redline and with plenty of aural entertainment. The engine note of the I-DSI is already surprisingly sporty but the VTEC brings the aural quality up one notch higher. The car has an acceptably spacious cabin. Compared to other cars with similar dimensions (accent, Baleno, Aveo, Fiesta, Lancer, and even Corolla), City has good legroom both front and rear. I am 6′3″ and even with front seat set back all the way, I can fit myself in the rear seat. I can manage this only in a Corolla, and the new Lancer Cedia. Compared to other cars in same price range, the interiors feel better. Aveo is the only car that comes close with dual tone interiors.

I get about 11-12 kmpl (km per liter) in the city, and 14 on the highway, pretty good numbers for an automatic. I had expected the city figures to be 9-10, so this beat my expectations. Mind you though, I am not an aggressive driver at all. In fact, if I was the racing type, I would have considered another car. To achieve the new look, the City has been lengthened by 80mm – 65mm at the front end and 15mm at the tail. Its nose has also been raised by 30mm to reduce the sloped look. Accompanying the new shape is a redesigned larger grille and front bumper with housing for integrated fog lamps, bringing the City’s face in line with the up market Accord and Civic models. The rear taillight cluster has also been reworked to extend onto the boot lid area. A new rear mini spoiler completes the vehicle, giving it a sporty look. Honda is offering customers two 1.5-litre engine options – the fuel-efficient I-DSI (intelligent dual sequential ignition) type and the powerful VTEC (variable valve timing lift electronic control) variant – for its City line-up.

The I-DSI engine, with two spark plugs per cylinder, churns out a maximum power output of 65kW at 5,500rpm while the VTEC produces an output of 81kW at 5,800rpm. Although the engines were derived from the older City, Honda said that they have been improved for better performance and fuel efficiency. During our recent media test drive from Kuala Lumpur to Kuantan, we felt that the City fitted with the I-DSI engine had sufficient oomph for fast overtaking with four persons on board.

The inside story

The City’s cabin has been designed to maximize space and there really are oodles of it inside. Though I don’t often take the back seat, it really is a remarkable place to be in the City VTEC - plush and comfortable, loads of legroom and headroom. It isn’t perfect though. On the highway, at medium to high speeds, there is a slight amount of wind noise inside the City’s cabin - and that can intrude on your peace and quiet. Apart from that, there is nothing to not like it. Simple, ergonomic controls, uncluttered dashboard layout, an adjustable steering wheel, easy to read instruments - nothing extraordinarily outstanding, but everything that’s needed to make everyday life with this car as hassle-free as possible. The beige/grey color scheme looks okay (though I would personally prefer a more understated grey/black job…) and the twin glove boxes are a nice touch.

What lies beneath?

Ah, the engine. People don’t buy cars for their cup holders, beige upholstery or remote adjustable mirrors alone. They buy a car for what lies beneath the hood. And in the case of the Honda City, that’s a 1497cc, SOHC, 16-valve, inline-four. One that makes 101PS@5800rpm and 137Nm@4800rpm. The engine’s party piece is its Variable Valve Timing and Lift Electronic Control (VTEC) mechanism, which increases combustion efficiency and enhances its power delivery characteristics (refer to the box alongside on how VTEC works). Unlike the Fiesta engine, which uses double overhead camshafts (DOHC), the VTEC only uses a single overhead cam (SOHC), but performance is still fairly engaging. There’s little drama here - no sporty growls emitted from the exhaust and the engine doesn’t wail and scream at high revs - but it gets the job done all right. You know what they say about the strong, silent types.

The City VTEC uses a super-slick five-speed gearbox to transfer its 101PS to the front wheels. With a kerb weight of 1065 kilos, 101PS is not going to result in tarmac shredding performance. And indeed, when you first floor the throttle, the new City VTEC doesn’t seem to be as gutsy and fiery as the old one. It certainly accelerates harder than an I-DSI City, but then that car is 23PS down on the VTEC, so that isn’t saying much. Still, for what it’s worth, the City VTEC goes from zero to 60km/h in 5.46 seconds, from zero to 100km/h in 11.52 seconds and on to a top speed of more than 185km/h. It won’t have you OD’ing on adrenaline, but it doesn’t feel sluggish either. Light clutch, creamy smooth gearbox, tractable engine - driving the City VTEC over long distances leaves you relaxed and comfortable. The car also averages a wallet-friendly 17kmpl, so you get a nice mix of performance and fuel efficiency.

On the road

On to ride and handling, then. Like the I-DSI, the City VTEC uses McPherson struts at front and H-type torsion beam suspension at the back. However, spring and damper rates have been tweaked and things have been firmed up at both ends. I’d say â€˜neutral’ is the word that best describes the car’s handling. It doesn’t exactly beg to be chucked around corners, but won’t complain if that’s what you insist on doing. With 14-inch wheels shod with 175/65 rubber, road holding is adequate, but 15-inch wheels and wider, lower profile rubber really would have given the City a more sure-footed feel. The VTEC gets disc brakes all around which is a blessing, but Honda have still left ABS out of the picture.

The electric power steering is a boon in tight traffic situations, but doesn’t provide much in the way of tactile feedback at higher speeds. That’s not necessarily a criticism. I really don’t think too many people in our country are bothered with things like steering feedback and handling prowess - what they really want is ride comfort, and the City VTEC does ride very well. In fact, perhaps due to the re-jigged suspension and damping rates, it insulates its occupants from road irregularities very well indeed and that’s probably what matters most.

The car’s weight to power ratio is better than any other comparable car in its class. The 16 valve MPFI engine offers you 100 bhp in the 1.5 liter engine model and 90 bhp for the 1.3 liter engine. The body is very aerodynamic and with less friction at high speeds makes the car very fuel efficient. The air conditioning of the City has been rated top notch and had to be designed to work in tropical weather conditions. The AC does not seem to affect either the performance or the efficiency of the engine. Other features include internally adjustable door mirrors; rear center armrest, body color bumpers, remote fuel cap release, remote hood release, childproof rear door locks, trunk light, driver’s tray and pocket, intermittent wipers with mist plus optional alloy wheels are available as well.

Siel currently has plans to launch the Accord in India by mid-2001. Honda is seriously considering producing the Accord at its Noida, India plant, instead of importing it from Japan. Honda would benefit from being seen as a manufacturer with a good range of locally-produced products in India, as well as avoiding the uncertainty of the level of duty incurred on imports from April 2001. The Accord will be targeted towards City owners considering an upgrade. The City will be three years old at the time of the Accord launch. Honda also wants to attract the segment of buyers above the City, which until now has been an unexplored market. They expect to sell 3000 Accords per year through their existing network. The Indian version of the Accord is expected to feature a computerized climate control system, adjustable steering, retractable door mirrors and electrically powered seats. It will also have Honda’s 2.3-litre VTEC engine with 150bhp output.

Fuel Economy

Great. Averaging around 15 - 16 km/l, on a mixture of highway and urban driving. My normal drive to work is from Bandar Kinrara to Pusat Bandar Damansara. In case that sounded like Greek to some of you, what it means is - I have to drive 25 kms, mostly on a highway which will normally have long sections of slow moving urban crawl, at least 1 section of badly congested traffic where 2 kms takes 20 minutes to travel, and a few stretches where traffic flows freely. Now, multiply that by 2 (because I need to drive home) and then by 5 (because I work 5 days every week) … and that’s my driving week. This sort of drive will yield fuel consumption of around 15 - 16 km/l. Done 17 km/l before on pure highway driving.

Let’s be honest, I am a ‘normal’ driver. I don’t normally drive at speeds above 90 km/h on my work commute, simply because there isn’t any reason to. I find that when you push the car (keep it revving above 3,000 rpm), then fuel economy goes south. This shouldn’t surprise anyone - it’s well known that going easy on the gas pedal will generally help improve fuel economy. So, if you drive reasonably, fuel economy is very good. If you keep to just about 2,000 rpm as consistently as you can, then you’ll find your petrol ringgit stretches more.

Suspension

With the correct tire pressure, the car’s suspension is decent. It’s a bit on the harder side of things - that’s the way it is, says my Honda service guy - which makes a sporty ride. But you’ll know immediately when tire pressure needs to be adjusted - the bumpiness factor just increases dramatically. Imagine driving a motorboat head on into a 3 foot wave. Not nearly that dramatic, but you get the idea.

I think that covers the question most owners would have once they’ve owned a car for a bit. I’m all for practicality - thus this is a great fit for me. I would be having epileptic fits if I have to go through some of the Proton service or Toyota service I’ve heard of. It’s serving me well, and I hope it’ll stay that way. I heard some rattling noise issues with only 1 other City owner (iDSI, lady owner), but I don’t have the same issue, and others I know of have not reported the same, so I’m assuming she’s unlucky.

The aircon is fine as well. One of the previous complaints (ESP in the original City model) is about the power of the air conditioning system. I don’t know if there’s a problem in that one, but this 2006 Honda City VTEC, cool is not a problem. Take it from a man who hates the heat when driving. I think my windscreen wiper might need to be replaced, but other than that, no worries at all. In all, a great car. Happy 10,000 km, Moz Mobile.

Technical Specification

Dimensions & Weights	EXI	GXI (CVT)
· Overall Length (mm)	4390
· Overall Width (mm)	1690	1695
· Overall Height (mm)	1495
· Wheelbase (mm)	2450
· Ground Clearance (mm)	160
· Fuel Tank Capacity (L)	42
· Trunk Space (L)	500
· Kerb Weight (kg)	1055	1060 (1085)
Engine
· Configuration / Cylinder	4-Cylinder, In-line
· Valve / Fuel	8- V Petrol
· Fuel system	PGM-FI (Programmed Fuel Injection)
· Displacement (cc)	1497
· Engine Type	i-DSI
Transmission
· Manual	Synchromesh - 5 Forward, 1 Reverse
· CVT		(Continuously Variable Transmission)
Performance
· Max. Horsepower (PS / rpm)	77 / 5000
· Max. Torque (kg-m / rpm)	12.8 / 2700
Suspension
· Front Suspension	McPherson Strut with Stabilizer
· Rear Suspension	H- Type Torsion Beam Suspension
Steering
· Steering System	Rack & Pinion
· Power Assisted	Electric Power Assisted
· Min. Turning Radius (m)	4.9
Brakes
· Type	Servo Assisted Hydraulic
· Front Brakes	Ventilated Disc
· Rear Brakes	Drum
Tyres & Wheels
· Type	Steel
· Size	14 X 5 1/2 JJ
· Tyres	175 / 65 R14 (Tubeless)

Review of Karizma

noreply@blogger.com (senoj) — Sat, 20 Sep 2008 11:22:00 +0000

Hero Honda has lately upped the ante of the two wheeler industry at ends, upper end as well as lower end. At the lower (100cc) end it set the cat among the pigeons by launching the no-frills CD dawn at a price of rs.31,000/- ex-showroom (rs.33,800/- on road) pune, which made it the cheapest bike in this largest selling class in the country. At the upper end it launched the karizma, at an on-road pune price of rs.86, 367/-. While the CD dawn retains the same engine, mechanicals and cycle parts of its higher priced siblings in the 100cc class, the karizma breaks new ground and for the first time, breaks the 200cc barrier in the four-stroke, single-pot, indo-jap genre. While the specifications and performance of the hh 100cc class is too well known to bear further mention here, the karizma is an altogether different cup of tea, which is a stunning 223cc single, spewing out 17 bhp at 7000 rpm, which pushes the bike at a torque of 18.35 nm at 6000 rpm. This is the hero Honda with a difference.

What is this difference? The difference is that unlike all other hh bikes, which have short-stroke engines, this one has a long-stroke engine. All the earlier hh bikes have the same stroke of 49.5 mm, with only the bore varying (increasing), being 50.0 mm for splendor, 58.5 mm for ambition and 63.5 mm for cbz. The karizma on the other hand has a stroke of 66.2 mm, which is more than its bore of 65.5 mm. This not only gives it excellent low end torque (let), but also allows it to produce its max. 17 bhp at 7000 rpm, while all the other hh bikes named above produce their max. Bhp at 8000 rpm. Thus the karizma’s engine life factor (elf) is almost 1.6 which is better than excellent and more than most other bikes in the country today. With the long-stroke giving it excellent let, and a low rated rpm giving it longevity, one is assured of relaxed riding pleasure for many years. It is a medically proven fact that relaxed riding increases the longevity of rider as well.

One painful fact that emerged during this test is that the gear shifter (gs) of the karizma is exactly the same (toe-only) as the cbz. Even the kick-starter is the same cbz type, which necessitates folding the RH footrest for kicking. Even though having a self starter helps, I wonder why HH is so die-hard about this feature. The other tall claim made in the leaflets of the karizma is however definitely true, that is the claim of a top speed of 125 kph. Though I actually only touched a Speedo indicated 121 kph, I could feel the bike had enough “dump” in it to touch 125 or maybe even 130 kph, but then I didn’t have the “dump” to push on. Blame it on rain, blame it on traffic, blame it on publication deadline, blame it on dilip bam’s lack of guts, or blame it on Rio! But I am not foolhardy enough to go racing on wet tarmac. Sorry.

Coming to more mundane things, starting from front, the huge 35watt multi reflector headlight has a bright beam having an excellent throw. The tail lamp too is large with two bulbs, the second filament in each bulb, lighting up upon application of brakes, to serve as the bright brake light. The adrenoesque front face is massive, with the huge front fairing dominating the looks. As with such an arrangement, the headlight does not turn with the handle. Some people have misgivings about this fact, though personally i faced no problems on this score. The front blinkers are built into this massive fairing and would be the first casualty in case of a fall, but then blinkers are always the first casualty in any bike fall, except in case of bikes having blinkers built into the headlamp and tail-lamp unit, such as in the old fiero. The bike i am testing came without crash guard. I am sure a crash guard (which is a dealer fitment - to avoid excise duty) would prevent blinker breakage. The headlamp is faired with a windshield as well, which further enhances the ‘biggy’ look of this bike.

The bike has a lot of features. There is a lockable helmet strap lock at lhs rear, which has a catch, upon pressing which the seat comes unlocked and can be lifted off. Under the seat, there is a snug, waterproof, dust-proof, latched plastic box, which holds the tool kit and battery warranty card. The first-aid kit also finds a place under the seat. The seat itself, the driver part of it that is, is cusped, leading to a slightly front-leaning riding posture, though less so than some other bikes having more deeply cusped seats. The pillion seat is higher than the driver seat. With the heavier (than me) pillion that i rode with sometimes, i wasn’t very happy. For one, it raises the total cg of the contraption. For another, i don’t see the logic behind raised pillion seats, unless it is raised for allowing the pillion to look over the shoulders of the driver, which i think is socially unacceptable. When i am the driver, i am in-charge, so why the hell should somebody look over my shoulders?

Further ahead is the massive, 15 liter fuel tank (ft) with a 2-litre reserve. The ft cap is removable (not hinged) and has a hinged flap to cover the keyhole in the cap to prevent water going in. The chassis is a single down-tube affair in the front, having engine as a stressed member. Massive rectangular section rear swing-arm makes for excellent flex-free riding and road holding. The huge silencer comes with a heat shield topped with a heel-rest loop to prevent pillion shoe-sole burn-off.

Due to all this fairing-baazi (non metallic), the engine block looks comparatively diminutive, but it belies the performance aspect of this machine. I took it out to the mulish hairpin bends (50 km away) for a checkout. There were clouds on the horizon but it hadn’t rained yet. As much as the traffic would allow. In traffic, this bike cannot do much more than what the 100cc econo-misers could do, but out of town the karizma could teach this PhD’s in economics a thing or two. On this ride with me were two other bikes: a stock rx100 and a ported and proton-exhausted shaolin, ridden by 50-kg teenagers. Get-ahead-at-any-cost is the mantra of these teenagers and riding 2-strokers; they kept trying to get the best of me. The road is pretty narrow and in case a bus or truck is oncoming, you have to get off the road.

These guys (the 2-stroke teenagers) kept trying to overtake me, yet whenever they came up from behind too close for comfort, all I had to do was downshift and open throttle. No matter how close they were, they never could catch up. Overtaking me was outta question. So they stopped, got off their bikes and took the karizma from me and said, “Now you try to overtake us.” I tried. I couldn’t. Like i said, i touched 121 kph. 125 is very much do-able. Maybe even more. Speedo indicated of course. But true anyway, since in the top speed sweepstakes the rx100 and ported+protoned shaolin were left far behind=outta sight, could not be seen even in the rear view (RV) mirrors. That brings me to a couple of sore points. The RV mirrors are too small. Their stalks are too short. And the horn is not loud enough. Maybe I don’t hear too well (I’ve got only one ear, remember?).

The road holding is excellent on dry tarmac and so it the braking. The 276mm disc up front (largest so far) does an excellent job. So does the 130mm rear drum? The mag wheels give a very un-cluttered look to the rear wheel. I like it. The handling is actually pat, though the huge fairing probably (falsely?) Gives the impression of not being nimble. On the ground the bike behaved exactly as directed. 100% obedient to the t. The turning circle is quite large, @ four meters.

I also did braking tests. Sixty to zero. Over ten runs from 60 kph to wheel lock, the best braking distance was 14 meters. (Rider weight 67 kg ; height 174cm). This is excellent braking. What is even better is the braking characteristic. The skid line left on the dry tarmac outside the a.r.a.i. was so straight it could very well have been drawn with a foot ruler (scale). My braking test always mimics panic braking, where rider slams both brakes, such as is a natural human reaction to an accident situation.

Apart from the many ‘firsts’ mentioned above, the crowning glory of this bike is the instrumentation. A smallish analog revs counter at lh, a larger analog ‘Speedo only’ in the centre and third digital dial at RH, which incorporates a fuel gauge, a trip meter, an odometer and for chrissake, a time clock! If you come across someone riding a karizma, don’t ask him, “what’s the average?” Ask him, “What’s the time?” He will tell you the time even in a dark tunnel. The dials glow in the dark (radium?) Even without the lights on!

One stupid thing that happened during this test was that i lost the keys. Cost me rs.200/- to get a duplicate made. But I learnt something. The master key maker who made the duplicate (who makes splendor duplicate in ten minutes) took three hours to make the duplicate for this bike, and that too separate keys for ignition and tank cap. He said, “This is the most difficult bike lock I ever worked on. It would be almost impossible to steal this bike.” this fact is quite re-assuring for those who are concerned about their bike being stolen, and believe me; this bike is definitely worth stealing!!

I did a few fuel consumption tests as well, on a tank full to tank full basis. First on nh.17 (bombay-goa highway) over a distance of 130 km. Nh.17 is an excellent road, excellent surface and thin traffic. At speeds between 50 and 60 kph, with very little gear changing, very little braking or stopping, the karizma returned 41 km per liter. Later I measured fuel consumption in city riding over a distance of 185 km, with countless breakings, gear changing and stopping, and at speeds up to 80 kph at times (while overtaking). In city traffic it returned 28 km per liter.

Looks and styling

The first thing anybody would notice in the karizma is the styling aspect of the bike. The immensely aerodynamically efficient lines on the bike will catch you off guard. Especially when you take into account the amount of effort put into the design of the front fairing which incorporates/houses the indicators, two air pockets on either side or the head lamp. The fairing is not a full one which can be seen on sports bikes but nevertheless it was never before there on any Indian bike. Except for the adreno which was one dumb bike worst possible design. Gave the feeling of riding a bike designed for road rash games.

Then the lines are amazing and extend into the fuel tank. Which has recesses for the rider’s legs? The tank doesn’t look big like the pulsar’s bulky tank but it holds 15lts of fuel. and the tail-light design needs some mention over here. As is the case with most of hero Honda’s bikes, the tail part is one that catches the eyes of the on-looker the most. The Karizma’s tail section isn’t an exception. It is equally popular wid all and you can even see them fitted onto pulsars and other bikes too. The tail light is a split one. And the lenses are brilliant.wow!!!Then come the trapezoidal headlamp unit up front. Illumination is brilliant which is unmatched by any bike in the country. The guide lamps are superb and borrowed from the royal infield’s nice addition though. The first bike other than the enfields to use the 2 guide lamps above the headlamp unit. The silencer/exhaust tip is mounted in a really sporty manner and gets an almost slash-cut finish. it is chrome plated and gold coloured.the pipes for the exhaust are powder coated in black.

Ride and handling

Well if you wanted for a bike which you could rely on at all speeds, it is the karizma.relentless and impeccable on straights and cornering. The bike stands firm on its feet even @ speeds reaching up to 130kmph.there is not a single twitch. The skimpy rear tires of 100/90 spec could be upgraded to 4.00? Michelins race tread-ed ones. the skimpy company fitted rear offers lower levels of grip but as always said, it is what the bike was built for. The company fitted tires will give the least drag and highest possible efficiencies under normal driving conditions in city and on highways. The ride is superlative and the braking is simply terrific.

The bike can come to a standing halt in around 30m from 60kmph in around 2-3 secs. And the bike does twitch at the rear if too much of braking is applied. The braking is to be as gradual as possible. The brake pads wear out slower than when you brake hard all the time. It is also advisable to keep at least 3 cars gap to the vehicle ahead in dry conditions and at least 8-10 vehicles gap during the rainy season. And well the handling of the karizma in the wet tarmac is as good as that when it is dry. The braking efficiency is hampered to an extent though due to the water film being embedded on the tire treads and the braking distances increase considerably. The corners can be attacked with tenacity and the bike will respond with aplomb. The bike is simply terrific. There is no competition for the karizma among the bikes in this aspect. Although the enfields corner and are much more stable than the .it can be said that it is unexpected of a bike of Indian origin to have such high capabilities of handling and cornering. A highly reliable bike in all situations.

Engine performance

Another wonderful part of any bike or automobile for that instance has to be the motor on which the vehicle thrives on. In this case, it is 17bhp 223cc single cylinder engine from the stables of Honda, who are possibly the best engine manufacturers world-wide. The motor doesn’t disappoint those who feel a gush of blood flowing in their veins. Open the throttle up and she’d fly to 60kmph in around 5 secs and with a top whack of around 130kmph (real road conditions, no delta v-box used), the speed lovers will have a splendid time with this beautiful beast/monster.

The most power being developed in 3rd gear. So if you are dragging with somebody, just kick her into the 3rd at around 4000rpm and vroom. The competitor is a speck of dust and eating your dust already. The gear shifts are smooth and silky. The shift lever is a sporty one. And has a 1 down 4 up sports-bike like shift pattern. The motor is silky smooth across all bands of power and never shows signs of tiring and goes on and on and on. It seems as if you still have loads of power even at speeds of 100kmph.zooming past other cars like the Zen and 800 on highways is simple with this bike. We open your throttle up and she’d be ready to respond to your calls. The idling speed of the engine is best set around 1200rpm after running the engine in idle for 5 mins.at this idling speed, the optimum performance can be attained with optimum fuel efficiency.

Fuel efficiency

A bike built for power and not just power. But raw power, scintillating speeds shouldn’t be brought into the topic of fuel efficiency. But the first thing that gets noticed by others is the fuel efficiency of superbly styled bikes. Well this beauty returns a mileage of 43-45kmpl on steady driving at 60kmph in city conditions. And at least 47kmpl on highways on maintaining 80kmph speed. As for those who doubt these figures, I cannot do anything bout your astonishment or amazement with which you are reading that a 223cc bike returns 45kmpl in the city conditions. Well gentlemen it is the truth. But the main important things are that you shouldn’t open up the throttle and try speeding away. Gear shifts and acceleration should be gradual. a smooth driving style with minimal gear shifts is to be followed.

Specification

Styling	Super Sporty
Engine	4 stroke, Single Cylinder OHC, air cooled
Displacement	223 cc
Max. Power	17.0 PS @ 7000 rpm
Maximum Speed	125 KMPH
Acceleration (Time for 0 to 60 kmph)	3.8 seconds
Clutch	Multi-plate wet type
Gear Box	5 speed, constant mesh
Frame	Tubular single cradle, diamond type
Swing Arm	Rectangular
Wheelbase	1355 mm
Ground Clearance	150 mm
Dimensions (LWH)	21257551160mm
Suspension - Front	Telescopic Hydraulic Shock Absorbers
Suspension - Rear	Swing arm with 5 step adjustable type hydraulic shock absorber
Tyres: Front/Rear	2.75 X 18 - 42 P/100/90 X 18 - 56 P
Fuel Tank Capacity	15.0 litre
Brake - Front	Disc (276 mm diameter)
Rear	Internal Expanding Shoe (130 mm)
Kerb Weight	150 kg
Ignition	Digital - CDI (AMI-Advanced Microprocessor Ignition System)
Starting	Kick + Self

Hero Honda Hunk

noreply@blogger.com (senoj) — Sat, 20 Sep 2008 11:21:00 +0000

Hero Honda has come up with a new bike in the 150cc called ‘Hunk’ (What a name!!).The company has launched two varieties of the bike in the same name ‘Hunk’ ,one is kick start and the other is a self start bike .The two types of models differ in their market costs. The kick start costs Rs 2000 less than the self start Hunk of Hero Honda. Hero Honda has 5 models in the 150 cc range and it includes Hunk, Karizma, CBZ Extrem and. Achiever.

The market of bikes has been dominated by Pulsar but Hero Honda is trying to get into the competition with the introduction of its new bike in the market in the range of 150cc.

Sporty Look of the Bike

The look of the bike is definitely a upright one having a brawny styling. The bike is available in the market in four colors black, blue, red and silver. The cover of air filter and battery are of black and silver colors and the tail extension has a dual black color painted on it.

The engine is also not the typical black in color but it has got silver and gray colors on it. The front forks and gas filled rear have copper and gray colors. The bike has got a big tank and black alloy wheels. The bike is like Pulsar 180 DTSi in the way it has come up with the all black fashion.

Engine, Power, Torque

On comparing Hunk to CBZ Xtreme, the engine specifications, the power and torque are not as such modified in the new bike but many other few features have been added to make it perform and look better.

The air cooled, 4 stroke and single cylinder, 150cc engine of Hunk is powered with 14.4Ps @ 8500rpm and has got 12.80 Nm @ 6500 RPM of torque. The displacement of the bike is 149.2 cc. The front suspension is telescopic and rear suspension is a rectangular swingram. A new GRS, 5 step Gas Reservoir Suspension (GRS) is attached to the bike at the rear and 5 spokes are also colored in black. The capacity of tank is 12.4 liters and the usable reserve goes to 2.2 liters.

Comfort and Ride

The riding position in Hunk is very comfortable and it is smooth up to 6000rpm.The professional design in the looks of the new bike Hunk is its selling point as compared to CBZ Xtreme. The Goiter shape turn indicator in CBZ Xtreme has been removed in the new bike and tank look is changed to the type found in a few Yamaha Gladiator models which is a big plastic tank. The same kind of tank will be seen in the coming model of TVS called TVS Flame. The plastic extension has the name of the bike which reads Hunk.

Engineering and Styling

The chassis of the Hunk is a tubular diamond shaped and the rear wheel mud flap looks like the rear flaps of Bajaj Pulsars models. The front brake is a 240 mm dia disc and the rear one is a 130 mm drum type. The wheelbase is 1325 mm and ground clearance is 145.

The front rim is made up of1.85 X 18 of alloy and rear rim is of 2.15 X 18 of alloy .The headlight is of the halogen type having12V 35/35W light and tail light is 12V - 5W .There are 4 turn signal lights and clear lens that are of multi reflector type to help the rider. The weight of the bike is 143 kg for the kick start model and 146 kg for the self start model. The height of the bike is 1095 mm.

Special features

The features of the bike are:

* Engine - single cylinder , air cooled, four-stroke
* Power - 14.4 @ 8500 RPM
* Torque - 12.80 @ 6500 RPM
* Bore X Stroke - 57.3 X 57.8 mm
* Carburetor is a CV Type
* Ignition is of Advanced Microprocessor Ignition System(AMI)
* Gearbox is a 5 Speed Constant Mesh

Some positive and negative specifications of the Motorcycle

Positive features of Hunk

* The riders who have experienced to ride on the bike are claiming that the mileage of the bike goes to 50.5 kmpl but it varies depending upon the bikers.
* The CBZ Xtreme bike was good except for its looks and Hunk is similar to it except that it has improved its looks which make it look better.
* The fuel efficiency is good.
* Handling is easier.
* As compared to RTR which has a good pick up, is easy to handle and has good looks, Hunk has better mileage.

Negative features of Hunk

* The bike is basically CBZ Xtreme having the same engine and same wheelbase

* No Digital meters are present in the bike

* No Lead rear tail lamps in the bike and it have the normal bulb lamp similar to CBZ Xtreme.

* No Split Rear Grab Rails

* The alloy triple clamp is also missing and Hunk has the steel plate clamp.

Cost

The cost of the bike ranges from Rs. 55,000 to 57,000 and it depends on the type of Hunk bike you are selecting .The self start one is costlier by Rs. 2000 .In a ex showroom in New Delhi you can get the self start model for Rs 57000 and kick start model for Rs. 55,000.

Technical Specification

Engine

Engine: Air Cooled, 4 Stroke, Single Cylinder
Engine Displacement: 149.2 cc
Max Power: 14.4 Ps @ 8500 RPM
Max Torque: 12.80 Nm @ 6500 RPM
Bore X Stroke: 57.3 X 57.8 mm
Carburettor: CV Type
Ignition: AMI- Advanced Microprocessor Ignition System
Gearbox: 5 Speed Constant Mesh

Chasis

Type: Tubular, Diamond Type
Front Suspension: Telescopic
Rear Suspension: REctangular Swingarm, 5 step Gas Reservoir Suspension (GRS)
Front Brake: 240 mm dia Disc Brake
Rear Brake: 130 mm Drum Brake

Wheels

Front Rim: 1.85 X 18, Alloy
Rear Rim: 2.15 X 18, Alloy
Front Tyre: 2.75 X 18
Rear Tyre: 100/90 X 18

Physical Dimensions

Length: 2080 mm
Width: 765 mm
Height: 1095 mm
Wheelbase: 1325 mm
Saddle Height: 795 mm
Ground Clearance: 145 mm
Keb Weight: 143 Kg (Kick)/146 Kg (Self)

Electricals

Battery: 12V- 7Ah
Headlight: 12V 35/35W - Halogen
Tail Light: 12V - 5W
Stop Light: 12V - 21W
Turn Signal Light: 12V - 10W X 4 Nos. Clear Lens Multi Refector Type

Tank Capacity

12.4 Lts, Usuable Reserve 2.2 Lts.

Review of Fiesta

noreply@blogger.com (senoj) — Sat, 20 Sep 2008 11:20:00 +0000

Ford Fiesta is the latest premium mid-sized sedan from Ford. Engineered specifically to adapt to demanding Indian road conditions, the Fiesta combines its high stability with exceptional driving comfort. Fiesta’s contemporary automotive design effortlessly mixes brawn with beauty. It is a perfect combination of style and solidity. Fiesta comes in both diesel and petrol option. Its ‘Dura’ Technology ensures that the drive is exciting smooth and economical. Ford Fiesta is structurally engineered to withstand severe collisions and is loaded with state-of-the art safety features such as ABS (Anti-lock brake system) and EBD (Electronic brake distribution).

The Fiesta 1.6 is a car that doesnt endear itself straight away. There none of the puppyish infectiousness of a Fiat Punto or the innovation of a Honda Jazz. It is very ordinary, albeit in a very well engineered, easy to use manner. The humdrum engine does not exploit the inherent excellence of its chassis, though keen drivers who know their stuff will turn to it before any supermini rival. Super sharp handling is rarely a priority in this sector, and despite our predilection for fun, this must make the Fiesta 1.6 something of a minor disappointment. The potential is there to make it something special but you may have to upgrade to the ST model to realize it.

“It’s difficult to enjoy a small car if you and your passengers aren’t comfortable,” said Martin Leach, Ford of Europe’s vice-president of product development, “so it was imperative to pack a lot of space into a shape that is still small on the outside - to create spaciousness for all five occupants and their cargo. We have packaged Fiesta for sharing with family and friends. That’s where the spirit of sociability and fun really happens.”

Ford engineers pushed Fiesta’s wheels even further to the corners of the vehicle, giving it the biggest footprint in its segment without being the biggest vehicle. The wheelbase is 41 mm longer than before, which helped give rear-seat occupants much-needed knee room. The new Fiesta is also wider and taller than the current model, for extra spaciousness for both occupants and their cargo.

“With new Fiesta, we’ve distilled the design cues that are central to every new European Ford car to their very essence,” said Chris Bird, Ford’s director of European design. “In a simpler, harmonious way, the new Fiesta design clearly signals its package efficiency, its strong driving quality credentials, and that special zest for life.”

Under Bird’s direction, a team led by chief designer Mark Adams created a stylish, taut skin to wrap around Fiesta’s new interior package while expressing energy and agility. The vibrant design signals the spaciousness inside by putting emphasis on the cabin area. The bonnet is short; the glass area is generous and extended with a new third window on the side, giving rear passengers a light and roomy environment.

Pronounced, sharply defined wheel arches, filled with Fiesta’s standard 14-inch wheels and tyres, communicate the dynamic capabilities of the vehicle along with a distinctive body side feature line that dives downward dynamically from the rear of the vehicle all the way to the front. “The new Fiesta has a dynamic visual quality that creates a sense of movement and emotion,” said chief designer Adams. “It invites you and your passengers to have fun.” Creating a friendly face was also important. Fiesta’s new face is engaging, appealing to the heart as well as the head.

First Drive

For almost nine months now, the Fiesta has been coming to India. Now it has finally arrived. Though Ford might not understand plastics too well or for that matter how important fuel efficiency is to our country, they sure do know a thing or two about driving dynamics. To be honest, I was looking forward to drive the 100 bhp petrol Fiesta simply because their earlier three-box was so good. The 1600cc Ikon might have notched up fuel bills that you would struggle to get past George Bush, but it went around corners as flat as a frisbee. Add to that the small steering wheel that had an effect similar to what silicon does to most supermodels - it, um, took excitement to an all-new level.

Therefore, when I got in the driver’s seat of the all-new Fiesta, I was a bit disappointed. Partly because they had got rid of the zestful steering wheel and partly because this one was wearing an oilier suit. Now, I understand that the new generation diesels are losing their smoker’s tag as quickly as they accelerate - thanks to the holy common rail. However, overall, they tend not to be good entertainers.

However, on the desolate Delhi-Jaipur highway, I was warming up to the 1399cc, 8-valve, oil burner pretty nicely, with the ultra long straights allowing me to harness the 68 horses to their fullest, and the Speedo indicating a steady 150 kph. In addition, although the earlier Ford presentation had spoken about liberating more space in the footwell, my left foot was sorely missing a dead pedal. However, apart from that, the rather torques diesel was not working too well for my diesel and me prejudices. In fact, at triple-digit speeds the road/wind noise was proving to be more intrusive than the Donator lump up front.

To say that this diesel is a huge improvement on their current 1753cc (Tide) motor is like saying human beings are better than chimps. However, what really makes this engine special is refinement. Yes, it does speak like a diesel but oh-so softly. The breakthrough, though, is not in the engine per se. The fuel feed has changed. This one comes with a high-pressure common rail system - Tacit in Ford speak. In addition, as with other systems, there is a tiny pilot injection just before the main event giving a small early burn that softens the edge of the big bang. This and the fact that the diesel uses aluminum block means that it weighs just 20 kilos more than its petrol sibling does.

Now, I did not go corner carving with it, but a few imaginary slaloms later, it was rather apparent that the weight saving programmed was paying dividends. Contrary to what you would expect, the diesel is not nose heavy at all nor does the steering require any undue effort. In addition, it is not too bad in traffic either. With most of the 16 kgm of turning force coming in at just over 1400 rpm, all you need to do is stick it in one gear and let the torque do the er… talking. In terms of drivability, the diesel is brilliant.

Something that is a bit of an issue with the petrol, though. The 1596cc, 16-valve, DOHC, Duratec motor that currently serves the Fusion has seemingly been retuned, but is good for 100 bhp at 6500 revs and 14.6 kgm at 3400 rpm. This is not too bad when you have a decent stretch of road, but in traffic, life becomes an endless series of gear changes. With a huge chunk of the power coming in at 3000 revs, the 1.6 struggles to breath fluently in traffic. Show it an open stretch though, and it will pay a fitting tribute to the brilliant Cosworths of yore. Not to mention the noise that it makes, which will get you interested in pressing that right foot harder. This is great, since the aural brews are always accompanied with a lot of grunt right until you hit the rev limiter, which is incidentally at just 500 rpm past its max output!

However, you see the problem with having the meat of its power in the upper echelons means that it is a great car only if your fuel expenses are taken care of by someone else. Ideal for road testers, then. My guesstimate is that the Fiesta should be able to put in a very respectable sub-12 second 0-100 kph run. In addition, given how good the diesel is around corners, it is no surprise that the independent McPherson struts up front and the semi-independent twist beam at the rear do a decent job of keeping the rubber side down. However, given that we ran on the very best tarmac North India had to offer, ride quality remains a big unanswered question.

Oh and before I forget, the Fiesta is also available with a 1388cc petrol engine that’s good for 82 bhp at 6000 rpm and which as of now comes only in the most basic EXI trim. At Rs 5, 86,000 (all prices are ex-showroom Mumbai) this is the cheapest Fiesta around. The diesel too comes in just one trim level that includes an in-dash CD player as standard and, among other things, gets better interiors than the EXI. All this is yours for a slightly steep Rs 7, 33,000. The top-of-the-line petrol, on the other hand, is the 1.6 SXI that comes with leather seats, in-dash six-CD changer, alloys and some amount of aluminum for the interiors and retails for eleven thousand rupees less than the diesel. The best part though is that for Rs 26,000 more you can specify ABS on either the 1.6 petrol or the diesel. Something that we do not just recommend - we swear by it.

There is one other thing. The Fiesta might be turning heads today, but I am not so sure it will do so even a month from now. With its borrowed design cues - a Japanese front end and C-class inspired rear - it is far from spectacular, and the 175/65 R14s are aesthetically insufficient and make the car look like an American football player - somewhere under all that padding is an athlete waiting to get out. Overall, it certainly does not seem like a design that will stand the test of time, which is why I wish Ford had stuck to their new-edge design theme. Having said that, the interiors no longer resemble the plastics convention that the Fusion is and the instrument cluster is gorgeous to say the least. Interior space though is a notch below the class average.

What we have here is a car that does not look special, drives brilliantly, is cramped on the inside, and has a diesel engine that is a worthy alternative to the petrol. In addition, given that it uses many borrowed parts, it is not exactly brand new but it certainly is more all new than most ‘all-new’ cars.

As it now stands, the diesel Fiesta is a decent option over the current C-segment king - the Honda City. As for the petrol, well I would have certainly recommended it as the car to have if you want something that is fun to drive. However, Honda has just launched a 100 bhp version of the City, so the gloves are well and truly off.

Road Test

This Fiesta has always been one of the best handling super minis, with a package of mid-term revisions adding a welcome dose of quality to the mix. As always, it is a very sensible choice. Although no longer one of the largest cars in its spatially expanding segment, the Fiesta’s tall proportions still give it plenty of cabin space and a reasonably sized boot. Colorful trim now lifts the ambiance effectively, while instruments and switchgear have a quality feel to them that was previously lacking. The driving position is still uncomfortable over longer journeys, though, thanks to a tight footwall and the lack of a clutch footrest.

Driving dynamics are exemplary thanks to well-weighted controls, accurate steering, and nippy responses - both in town and in the country. The only real complaint is with the brake pedal’s sometimes-rubbery responses. It cruises on motorways effectively, too - although with lots of road noise entering the cabin at speed.

Engine choice feels limited next to the more advanced units of some rivals. The basic petrol engine revs happily but can only deliver modest performance, while the more powerful 1.4 sounds coarse when worked hard - and the 1.6 that propels the supposedly “warm” Zetec-S can deliver barely tepid levels of performance. The TDCI diesels are loud but effective, although the basic 1.4 litre unit lacks much in the way of out-of-town urge - we would recommend digging deeper for the brawnier 1.6-liter version. The range topping ST is rapid, but looks expensive compared to faster rivals.

Engines

Fiestas lack external engine designations other than petrol or diesel. Most sold are petrol’s, as the premium for diesel forms a disproportionate part of the list price - blame all that expensive, mandatory environmental gear. From the petrol range, you have a 1.25-litre, 1.4-litre, or 1.6-litre; the smaller two engines are best-sellers but rather frustratingly, Ford did not have these to test. We remember the 1.25-litre as a noisy, cowardly thing with a severe torque deficiency, albeit also very smooth and revvy in nature. The 1.4-litre is much better and well worth its £300 premium. Furthermore, the 1.6-litre we did drive, in sporty, sub-ST Zetec-S trim, was an absolute delight. Slick, with good low-down shove and a pacy feel, it proved quite a sweetie.

So perfectly does it gel with the rest of the car, you will drive it and wonder how the 2.0-litre ST could be any better. The sharp steering reacts keenly, with precision, the ride is not over-stiff yet poise through corners is taught, a checkable nature encourages zappy driving without traits of aggression - and throttle matches steering matches engine matches brakes matches gear change for linearity and progression. What an enthusiastic car, despite the nicely bolstered seats being set too high, despite the slight angle to the steering wheel. It also looks spot-on and, for £11,595, had us wondering if you could ever need any more superminis - exemplary all right.

Petrol or diesel?

The 1.4-litre diesel brought us right back down to earth. It is slow. It is noisy and clattery (if again smooth). It does not even swim with torque, leaving you pinning your foot to the floor when ascending hills, enjoying plenty of time to think where the benefit is in the £600 premium you have spent over the 1.4-litre petrol. Really, you will only see it at the pumps, with a claimed 61mpg average - but then, so hard do you have to drive it, we doubt whether this will be a reality. However, diesel fans, despair not. The 1.6-litre TDCi is massively better - quieter, smoother, less clattery and appreciably more refined, with all the surgery pace we now expect. It is even more economical than the smaller engine (64mpg combined), though at a price: £11,695, a huge £1,200 premium over petrol models and hard to justify despite its excellence.

Harder to justify is the ST’s premium over the Zetec S. Yes, an extra 50bhp means it’s faster, dipping below eight seconds to 60mph, but you’ll only appreciate the differences over 3,000rpm - and it’s a fair bit noisier with it, with an ‘angrier’ engine and exhaust note. The suspension is firmer and limits are higher, but unless you approach them, it feels less involving, as if the wider rubber is clothing feedback. The Zetec S is the sweeter car; the ST is ultimately faster but less satisfying with it. In addition, unless you spend the best part of £500 on stripes for the doors, bonnet and boot, there is not a huge stylistic benefit for the range-topper, either. We would save the £2,000 unless speed is all.

Technical Specification

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DIMENSIONS & WEIGHT

1.4 EXI

1.6 ZXI

1.4 ZXI (TDCi)

1.6 SXI

Length (mm)	4282
Width (mm)	1686
Height (mm)	1468
Wheelbase (mm)	168
Track Front (mm)	1474
Track Rear (mm)	1444
Kerb Weight (kgs)	1110	1130	1150	1130
Seating Capacity	5
Turning Radius (m)	4.9
Fuel tank capacity (Litres)	45
Boot space (Litres)	430
ENGINE	1.4 EXI	1.6 ZXI	1.4 ZXI (TDCi)	1.6 SXI
Type	4 Cylinder in-Line, 16 Valve DOHC		4 Cylinder in-Line, 8 Valve SOHC	4 Cylinder in-Line, 16 Valve DOHC
Construction	All-aluminium alloy
Fuel System	SEFI	SEFI	High Pressure Common Rail	SEFI
Displacement (cc)	1388	1596	1399	1596
Compression Ratio	9.75 : 1	9.75 : 1	18 : 1	9.75 : 1
Max. power output (ps/rpm)	82 / 6000	101 / 6500	68 / 4000	101 / 6500
Max. torque (Nm / rpm)	127 / 4000	143 / 3400	160 / 2000	146 / 3400
Transmission type	5 speed manual
SUSPENSION	1.4 EXI	1.6 ZXI	1.4 ZXI (TDCi)	1.6 SXI
Front	Independent McPherson struts with offset coil spring / twin tube damper units and lower L-arms with optimized bushes mounted on separate cross-member with stabilizer bar. Dual-path body mounts.
Rear	Semi-independent heavy duty twist-beam with low package height coil springs with separate twin tube dampers. Dual-path body mounts.
Shock absorbers (front & rear)	Gas filled
BRAKES	1.4 EXI	1.6 ZXI	1.4 ZXI (TDCi)	1.6 SXI
Front	Ventilated Discs
Rear	Self Adjusting Drums
Anti-lock braking system (ABS) with Electronic brake force distribution (EBD)	Not available	Optional	Optional	Optional
TYRES & WHEELS	1.4 EXI	1.6 ZXI	1.4 ZXI (TDCi)	1.6 SXI
Tyres (tubeless)	175/65R 14	175/65R 14	175/65R 14	175/65R 14
Wheels	14” Steel	14” Steel	14” Steel	14” Alloy
Covers	Full	Full	Full	Ornament Hubcap for Alloy

Features

EXTERIOR

1.4 EXI

1.6 ZXI

1.4 ZXI (TDCi)

1.6 SXI

Twin jewel effect headlamps	Black Surround	Full chrome surround
Integrated turn signal lamps in headlamps	Y	Y	Y	Y
Radiator grille surround	Body colour	Chrome	Chrome	Chrome
Body side protection moulding	Y	Body coloured	Body coloured	Body coloured with chrome insert
Rear appliqué	Black	Body coloured	Body coloured	Chrome
Chrome Bezel on front fog lamps	-	-	-	Y
Drive & Passenger mirrors	Black	Body coloured	Body coloured	Body coloured
Grip type door handles	Black	Body coloured	Body coloured	Body coloured
Dual reversing lamps	Y	Y	Y	Y
B pillar appliqué (Black-out)	Y	Y	Y	Y
Clear multi-reflector tail lamps	Y	Y	Y	Y
Full wheel covers	Y	Y	Y	Y
INTERIOR	1.4 EXI	1.6 ZXI	1.4 ZXI (TDCi)	1.6 SXI
Two tone colour co-ordinated interiors	Black and medium stone
Front doors with bottle holders (1Lx2)	Y	Y	Y	Y
Magazine stowage in door trims	Y	Y	Y	Y
Rear cup holders in floor console	Y	Y	Y	Y
Cup holder in rear seat armrest	-	Y	Y	Y
Idol stowage on dashboard	Y	Y	Y	Y
Front and rear ashtrays	Y	Y	Y	Y
Driver side & pen stowage in console	Y	Y	Y	Y
Glove compartment stowage	Y	Y	Y	Y
Driver & passenger side sun visor with covered vanity mirror	Y	Y	Y	Y
Retractable grab handles with coat hooks in rear	Y	Y	Y	Y
Front 12-V power outlet (with plug)	Y	Y	Y	Y
Driver seat height adjust	-	-	-	Y
Folding rear seat back (100%) and shingled adjustable rear head rests	Fixed	Y	Y	Y
Passenger seat back pocket	Y	Y	Y	Y
Optimum aluminium cuffs on steering wheel (3 numbers)	-	Y	Y	Y
Leather wrapped steering wheel	-	-	-	Y
Optimum aluminium finish on AC vent surrounds	Y	Y	Y	Y
Inside door release	Black	Optimum Aluminium	Optimum Aluminium	Optimum Aluminium
Gear knob	Black Insert	Optimum Aluminium	Optimum Aluminium	Optimum Aluminium
Parking brake button	Black	Optimum Aluminium	Optimum Aluminium	Optimum Aluminium
ICE (In Car Entertainment)	1.4 EXI	1.6 ZXI	1.4 ZXI (TDCi)	1.6 SXI
Speakers	-	4	4	6
Integrated single din audio with AM/FM radio and single CD stowage bin	-	Y	Y	-
Integrated double din audio with AM/FM radio and 6 CD in dash	-	-	-	Y
Roof Antenna	-	Y	Y	Y

Endeavour 2.5L XLT 4×2

noreply@blogger.com (senoj) — Sat, 20 Sep 2008 11:12:00 +0000

Ford Endeavour is an SUV, available in both 2-wheel and 4-wheel drives. It is powered by 2.5L inter-cooled turbo diesel that delivers maximum power of 112ps/3500. Ford Endeavour’s high ride height, balanced wheel well openings, and substantial proportions below the body side moldings lend it an impressive appearance. It is quite spacious and can seat seven passengers comfortably with easy in-and-out access to the third row seats.

Ford Endeavour is equipped with all the necessary safety features such as dual airbags for driver and passenger, individual seat belts in all seating positions, 4-wheel anti-lock brake system, a high visibility “command” driving position, side-door intrusion beams, collapsible steering column, child-proof rear door locks, and fuel tank shields.

This vehicle has had its origins from the Mazda Fighter and or the Ford Ranger, which is built for the Southeast Asian markets at the Ford-Mazda JV plant at the Thai port city of Rayong. Its underpinnings remain very much that of a pick-up truck while its engine is a Mazda derived unit used for its low cost of manufacture coupled with the requirements of these markets in terms of emission norms, fuel efficiency and most of all - affordability. A Hiroshima based design team worked to develop the Endeavour aqua Everest and give it the qualities desired by the developing markets. As we finally get to put the Endeavour through the OVERDRIVE road test, we discover all the areas where the engineering team has been able to get the Endeavour up to expectations and those areas, which leave something to be desired still.

Interior Design

Endeavour’s interior gives an impression of spaciousness and luxury. It seats seven passengers comfortably with easy in-and-out access to the third row seats. Its unique dual control air-conditioning system comes with two additional sets of vents for the rear seat to ensure comfort for the centre and rear seat passengers. The interior incorporates many small “surprise and delight” features such as individual cup-holders, creative stowage room, and front seat back map pockets equipped with smaller cell-phone pockets. Overall, the effect is one of thoughtful craftsmanship.

Safety Features

Endeavour is designed to meet all applicable local regulations, as well as additional Ford safety guidelines. Features include dual airbags for driver and passenger, individual seat belts in all seating positions, 4-wheel anti-lock brake system, a high visibility “command” driving position, side-door intrusion beams, collapsible steering column, child-proof rear door locks, and fuel tank shields, among others.

Comfort and Convenience

Feature	Endeavour 4×2 2.5L XLT	Endeavour 4×4 2.5L XLT
Environment friendly AC	S	S
Heater	S	S
Dual AC	S	S
2nd and 3rd Row AC Ducts with Independent Control	S	S
Front Centre Armrest with Storage Bin	S	S
7 Cup Holders	S	S
Leather Gear Knob & Steering	S	S
2nd Row Seat - 50:50 Split, Reclining & Double fold	S	S
3rd Row Seats Fold & Remove	S	S
Power Windows	S	S
Tilt adjustable steering	S	S
2 Sun Glass Holders	S	S
Electric adjustable exterior mirrors	S	S
Rear wiper and washer	S	S
Auxillary 12 V Power Outlet (Front & Rear)	S	S
Premium CD compatiable Audio System	S	S
Tachometer	S	S
Instrument panel light adjustment	S	S
Low fuel warning	S	S
Clutch foot rest	S	S
Portable ash cup	S	S
Remote fule filler release	S	S
Front seat back pockets	S	S
Door map pockets on all 4 doors	S	S
Premium Velour seats and door trim inserts	S	S
Tailgate trim cargo net	S	S
Door ajar warning	S	S

Technical Specifications

Engine Data

Type	2.5L, 4 Cylinder In-line, Turbocharged & Intercooled Diesel

Displacement	2499 cc

Max. Power	116PS/3500rpm

Max. Torque	285kgm/2000rpm

Compression Ratio	19.8

Valves	12V SOHC

Fuel System	Indirect Injection Mechanical Pump

Cylinders	4 In-line

Gear Ratios

	5 Speed Manual Transmission

1st	4.250

2nd	2.356

3rd	1.428

4th	1.000

5th	0.827

Reverse	3.656

Final Drive	4.444

Suspension

Front	Independent Double Wishbone with Torsion Bar Spring, Stabiliser Bar

Rear	Progressive Linear Rate Leaf Springs with Low Friction Pads

Shock Absorbers (Front and Rear)	Tubular Double Acting Type Composite Oil/Gas Filled

Steering

Type

Variable Power Assist

Brakes

Front	Ventilated Disc

Rear	Self Adjusting Drum

Wheels/Tyres

Tyres	265/70 R15 (Tubeless)

Wheels	38.1 cm (15") Alloy

Exterior Dimensions

Overall Length	4958 mm

Overall Width	1805 mm

Overall Height	1835 mm

Wheel Base	2860 mm

Fuel

Fuel Capacity	71 litres

Fuel Type	Diesel

Features

Safety

2.5L XLT 4×2

2.5L XLT 4×4

S - Standard. O -
Optional. na - Not Available.

Driver and co-driver airbags	S	S

Anti-lock Braking System (ABS)	S	S

Electronic Brake-Force Distribution (EBD)	S	S

Limited Slip Differential	na	S

Day-Night Inside Rear View Mirror	S	S

Engine Immobilizer	S	S

Anti-Theft Alarm	S	S

Central Door Locking	S	S

Front Fog Lamps	S	S

Side Intrusion Beams	S	S

Child Safety Rear Door and tailgate Lock	S	S

Collapsible Steering Column	S	S

Seat belts for all 7 occupants	S	S

Dual horn	S	S

Fuel tank guard	S	S

Ford Dynamic Safety Engineering	S	S

Power & Performance

2.5L XLT 4×2

2.5L XLT 4×4

S - Standard. O -
Optional. na - Not Available.

2.5L, 4 Cylinder In-line, Turbocharged & Intercooled Diesel Engine	S	S

Manual Transmission 4×2	S	na

Manual Transmission 4×4	na	S

Euro II Compliant	S	S

Handling

2.5L XLT

S - Standard. O -
Optional. na - Not Available.

Variable power assist steering	S

Front suspension - independent double wishbone with torsion bar spring, stabilizer bar	S

Rear Suspension - Rigid Leaf Spring	S

Shock Absorber Type - Tubular Double Acting	S

Brakes: Front Ventilated Disc/Rear Self Adjusting Drum	S

265/70 R15 Tubeless Tyres	S

38.1 cm (15") alloy wheels	S