Automobile info

The Skoda Superb is now more affordable!

2010-06-29T16:32:00.000+05:30

The Skoda Superb 1.8 TSI now Rs. 1.5-lakh cheaper! Well, yes. If you don't mind shifting gears yourself that is.
Now we've always loved the new Skoda Superb, absolutely adored the sort of space and comfort the car offered, I went nuts after its performance and handling and were absolutely floored by the genuinely down-to-earth pricing (for that segment at least). And who can forget those wonderful engine options; the screamy 1.8-litre TSI petrol, the refined and frugal 2.0-litre TDI diesel and the mental 3.6-litre V6 petrol with four-wheel drive. While the big 4x4 took home our 'most fun-to-drive car' award last year, secretly, we all loved its smaller brother, the 1.8 TSI more. Its high-revving nature was almost motorbike-like and the 7-speed twin-clutch transmission delivered lightning quick gear shifts which made the experience of throwing it around twisty mountain roads feel like attempting a special stage in the Monte Carlo rally driving a WRC car.
Ok, so now you know how much we love to drive the 1.8 TSI version of the new Skoda Superb. But fun as the DSG gearbox is, nothing beats the thrill of driving a good car with a proper manual transmission. And this year, it was almost like Skoda heard our silent cries for stick-shift and rolled out a new variant of the Superb with an honest-to-goodness manual gearbox. Now while the move might not really have been to appease us driving enthusiasts, we'd certainly like to believe so. So what does this new variant really deliver? Well, for starters, the delectable 1798cc 16-valve direct injection TSI engine remains unchanged, as does everything else on the car. It still has the same refined interiors, the same wonderful mix of comfortable ride quality and deft handling and the same good looking exteriors. In fact, the only change you'll really notice is the inclusion of an extra pedal to the left of the brake and a gear stick with a 6-speed manual shift pattern in place of the DSG gear selector.
But one very important thing the Superb has lost with the switch from DSG to manual transmission is weight - a whole 76 kilos at that! Since the 160PS of power from the engine remains unchanged, the drop in weight improves the power-to-weight ratio of the car a little. This, combined with the more exact control the manual transmission, with its well sorted out gear ratios, offers, there is a distinct improvement in the Superb's performance as well as in that all important factor, the fuel economy. Even though we were unable to match the superfast gear changes of the DSG gearbox, with perfectly timed upshifts, the manual transmission Superb managed its dash to 100km/h from a standstill in just 9.53 seconds, a full 0.25 seconds quicker than the automatic. The fuel efficiency also creeps up a little to 9.5kmpl in the city and 12kmpl on the highway. Slot the gearbox into sixth and do a long highway haul and you should have no trouble significantly improving that second figure.
That being said, driving in the city with the manual gearbox makes you realize how hard the engine and transmission have to work with this nearly 1.5 tonne car in stop and go traffic. One could say that we've have been spoiled by automatic gearboxes a little, as we found ourselves missing the comfort of not having to do the work of shifting gears and operating the clutch when crawling through traffic. But the real masterstroke of the manual transmission Superb is the new price - Rs. 18.28 lakh ex-showroom Delhi; which puts it at just Rs. 27,000 more than the top spec diesel Laura. And the Superb has got enough spec to really out-spec its smaller sibling by a whole country mile. In fact, this new Superb is such a sweet deal given its killer pricing and feature list, it should make many-a-more-expensive cars quiver in their booties. If you have a chauffer to drive you everywhere, then this manual transmission Superb is a great option thanks to its price and fuel efficiency. But if you want to leave the driving duties to yourself and don't mind paying a little extra, we would recommend that you stick to the automatic - it's just that little bit more comfortable and easier to drive around town.

The new Mitsubishi Evo X First Drive

2010-06-28T16:42:00.000+05:30

300 horsepower on tap, gut wrenching torque to thunder through every sort of terrain, manners to make your mom-in-law see you in a new welcome light, ample space for four and yet having the capability to thunder from rest to 100km/h in under 4.5 seconds and on to an electronically limited terminal velocity of 250km/h, this is the new Mitsubishi Evo X.
It has to be the unlikeliest performance car in the world while on the other hand it does provide really fast motoring for four with an unbelievable ability to marry comfort, ride and handling and everyday practicality which is something you wouldn't expect from your temperamental Italian exotic sports car would you? Indian motoring enthusiasts prepare to say hello and get dazzled by the might Mitsubishi coming our way from the next month on. And it is no Lancer with a lipstick and mascara job but the real honest to goodness shebang geared to put the fear of coming second best into the supercar set.

I am referring to the latest Evolution X MR FQ300 and while this Mitsubishi's model designation is quite a mouthful, just see what comes along: 294PS and 366Nm of gut wrenching torque from a 1998cc four-cylinder turbocharged engine, a six-speed sequential shift transmission delivering drive to all four wheels, zero to 100km/h in 4.5 seconds and an electronically limited 250km/h top whack. The performance is truly mind-numbing and supercar humbling not just in sheer numbers specifically but when one revisits the stats and understands that it is a 2.0-litre engine dishing this out in a body-style in which you can take the mother-in-law to the market. Evolution is not just for the species but with the tenth edition in the series, it surely changes the rules of the motoring game.

The Evolution series of four-door, four-seater, four-wheel drive cars from Mitsubishi have always been something of a modern day motoring maverick. Thanks to its spectacular success in the World Rally Championships (four World Championship titles for Tommi Makinen from 1996 to 1999) plus umpteen rally successes the world over including our very own Team MRF winning the FIA Asia-Pacific Rally Championship, its place in the Japanese performance car pantheon was always right there at the top.

However, the Mitsubishi boffins weren't satisfied with just the rallyists dancing on the dirt and making merry. They wanted to deliver the same raw untamed power for those brave enough to use it on the streets as their everyday mode of motoring and thus was born the Evo cult - cutting across geographical, social and performance barriers.
The Evo X is probably the best in the Evolution series for it is undoubtedly a very quick and terrifyingly fast car but the Mitsubishi boffins have now smoothened the rough edges and endowed the car with manners, feel and behaviour which veer towards sensibility but without in any way dumbing its performance. In fact, many do state quite emphatically that it is the best ever in the Evo series and it shows. In its impeccable behaviour as well as in its refined approach to all aspects of the game, this is a car which can give a bloody nose not just to the high-powered M-spec BMWs but also scare myriad Ferraris and such!
The first thing which Mitsubishi did was to give the new car a completely new visual appeal and in so doing they changed the entire car. It is not just about the jet-fighter look up front but the manner in which the four-door saloon form has been crafted, the sheet metal almost shrink-wrapped tightly so as not to be bulbous but to present a lithe form in keeping with the performance potential on call. The track to wheelbase proportion is spot on and with the aerodynamicists having massaged the bodyshell in the wind tunnel (the pronounced boot spoiler, the cleverly vented diffuser at the rear, the almost flat underfloor and the subtle bodywork accents on the front as well as on the sides being proof this), the Evo X is purposeful yet attractive, designed to be slick enough to scythe through to its 250km/h top whack but sizzlingly hot at the same time to pull in an appreciative crowd.

Being anti-social is not on, especially for car makers in these tough times and so the muted growl from the exhaust and the slick shifting courtesy the twin clutch SST Sport Shift Transmission plus that leech-like grip as the car sticks to the road at whatever speed the pilot can dial in. What remains is that irascible acceleration making the man behind the wheel bellow in delight (I was and delighting in it) as you let the right foot plunge deeper and deeper while you use either the paddle shifters behind the steering wheel or the stylishly understated aluminium gear lever to get the motor to howl and power its way in near manic manner. Given its 1605kg kerb weight, each and every upshift pins the driver to his seat back in ample ferocity but with all the reassurance from its underpinnings (with electronic controls galore) that the car remains glued to terra firma and steers and handles with the very same purpose which made it a legend in the first place. The electronics keep on assessing the terrain and shuffle the torque between all four wheels and not just front to rear in the process delivering phenomenal control while going at illegal speeds in each and every gear!

The minute though the call comes from Mission Control to head home to the wifey and family, the Evo X plays family car to the hilt. Refined and smooth, with a comfortable ride quality despite the ultra low profile rubber it is shod with (Japanese Dunlops of size 245/40 R18 93Y), it will impress with the space on offer for its occupants. Of course there are short comings, because this is Japanese thought process at play where the quality of the cabin materials is still not yet in the European super league but having said that it is definitely of a very high order. Do remember that the interior is one of a high powered saloon and not a jet fighter and you get the drift. However, the Recaros are brilliant and the adjustability of the steering plus the overall driving position puts you firmly in the mood to let the brilliant four-cylinder motor make music.
Mitsubishi will have this legend available to deep pocketed Indian motoring enthusiasts from the next month on. Be prepared to pay what you would for a top of the line 3-series BMW but then where would you get this sort of engineering, performance and competition pedigree?

Volvo XC60 Getting Ready for India!

2010-03-29T15:09:00.000+05:30

Volvo Auto India is working fast to bring in their new generation cross over, the XC60, into the Indian market. The car has already arrived in India and has been sent for homologation.

The Volvo XC60 is scheduled for a launch in the first half of 2010 and is touted to be one of the safest cars across all categories. Volvo India is not just excited about the new model, for this new entrant also spells the beginning of a new game plan for the company in India. According the Paul de Voijs, Managing Director, Volvo Auto India, the brand has taken its time to set its foundation in the last two years and now with the XC60 the company is looking at strengthening their market position by having more on offer in terms of an overall product line up.
Cross-overs have been welcomed in the Indian market and other brands have been enjoying this market space. Volvo Auto India is keen on capitalizing on this segment and there is no doubting the fact that the XC60 has all the elements to make it a winner. Pricing still plays a big role and this is where Volvo will truly have to score in order to break into the market.

Ford Figo: First Drive

2010-03-11T16:48:00.000+05:30

The Yankees are turning on the heat in a most atypical segment, albeit one where all the action is to take place in 2010. The Ford Figo is set to fire up the "large" B-segment.
"I cannot do much about history but can only look forward to what we are about to bring to market and that is a very exciting product," proclaimed Michael Boneham, Ford India's boss man when I engaged him at the technical presentation on the new Figo in Goa. The fact about history is that one has to learn from it rather than repeat it as Ford has done so many times unfailingly in this country. Boneham and team, therefore, has the welcome yet onerous task of not running true to form but to usher in something which could recreate the magic for the Blue Oval in a class of car where it has achieved so much success elsewhere, especially in Europe. My only grouch though is that Ford continues to employ its legacy platforms for all its India-specific cars and the new Figo is no different.
That being said Ford has used one of the best bases it could have for the Figo's architecture, one based on the last generation Fiesta which was one of the most acclaimed hatchbacks of its kind internationally. To add it to the American car maker and built upon this platform with streaks of the firm's Kinetic design cues which not sit very well with the car's stance. The 'Figo-ratively cool' Figo had made it to our cover story in ET ZigWheels just a few months back but while that was just a non-running mockup, I must say that when we got to the first pilot production batch vehicles, the new Figo seemed to have become more substantial, more engaging and with a demeanour that seemed to suggest it could do the business.

A few figures will only go ahead and substantiate the point I am trying to make here since the India-focus of the car has been consistent throughout its production cycle. Out of the 84 prototype mules that were built for the Figo, 64 were manufactured at its Chennai plant right here in India. The development process was also as diligent as they come with over 8,000 individual tests, 20 crash tests and 7 lakh kilometers of testing which were performed on the 134 pre-production models that were made. Clearly Ford seems to be leaving very few stones unturned in the way of making the Figo a success in a market that gives back by the bucketful to products that subscribe and deliver to its few but stringent demands.

Design and style
The stance which makes the new Figo so very athletic and handsome in its outlook while having that confident about-town sensibility thanks to just the right amount of body toning and practical design cues rounded out by clever accents. The front end has that familiar global Ford tri-plane look with the split line on the top of the bonnet's leading edge working harmoniously with those dynamically stylized headlamps. The Figo seems to shroud its 2498mm wheelbase very well and given its ultra short overhangs, notably at the rear, it is no surprise that the car looks just right in proportion as it does in its stance. Given its wheelbase - the longest among any B-segment car in the land, the Figo's overall length is under 3.8 metres, 3795mm to be precise, validating the visual appeal of the package

The Drive!
Open the bonnet and there resides the all-new 1.2-litre Duratec engine from Ford's Sigma family of small gasoline powerplants designed jointly with Mazda. This all-aluminium unit meets the Bharat Stage IV norms and given its long stroke cylinder dimensions (bore is 70.6mm while stroke is 76.5mm), the car is not just revvy but also pretty strong on torque, which is what matters for strong driveability in our traffic conditions. Ford is also offering the Figo with the excellent 1.4-litre Duratorq TDCi diesel. Given its state of tune, the turbocharged diesel develops 69PS at 4000rpm and makes a whopping 160Nm at 2000rpm, giving driveability an all new dimension among B-segmenters in the country.

I got to sample both petrol and diesel-engined versions over a short Mickey Mouse traffic infested course in Goa and given the inherent traffic flow and resultant speeds, the Figo was impressive to say the least. Most important was the fact that she drove very well, delivered a firm but pliant ride and the steering was brilliant in its efficacy. The response from the right pedal was also impressive and overall driveability in the high cogs of the 5-speed tranny marked it out as a car with terrific potential. The sure planted feel though is what will win many over to this car and now only one thing remains.

This can only be complete when Ford reveals it has learnt its lessons and doesn't be its old historic self and delivers a self-goal to all the good build-up to the Figo. Yes I am suggesting that if Ford blunders on the pricing, it would turn up a super fool rather than super cool (forgive the attempt at word play) and that would be a shame in more ways than one. Guys, it is now or never, history of a different - welcome - sort beckons. Are you all game enough to grab this with strong minds and hearts?

K- series Swift's - Quick drive

2010-03-11T16:40:00.000+05:30

Emissions have always been one of the worst nightmares of auto-manufacturers and with BS-IV emissions homing in, it was time to head back to the drawing boards once again. Maruti Suzuki however had a pretty easy solution to tackle the problem. With their entire line-up already BS-IV ready, it was only the best selling Swift range that needed to be brought upto speed.

Instead of tinkering with the current G13B engines, Maruti Suzuki went ahead and plonked in the scrumptious K12M unit from the Ritz. Now many might think of this as a downgrade from a 1.3 litre engine to a 1.2, but when you look at the amount of technology that?s infused into the K12M unit, the G13B feels plain dated. Power output is down by 3 PS at 85 PS while torque remains the same at a 113 Nm.
However, the driving characteristics have been changed drastically. While both the Swift and the D'zire were extremely fun to drive cars, the new engine has inculcated a fresh lease of life into both the cars. The first thing that you notice when you fire up the engine is the new found refinement. NVH levels have been considerably worked upon with no vibes whatsoever even at high rpm's. From what we drove of it, outright performance seems to be quicker than the old car and mileage figures seems to have gone up as well. The suspension has also received minor tweaks giving the car a fine balance between ride and handling. The gear ratios are very well matched making city driving a breeze. On the highways though, overtaking long trailers needs downshifts and planning. But once in the powerband, the car simply surges ahead. At the moment Maruti Suzuki seems to have made its success story even better.

Next Gen Omni Eeco's through!

2010-03-11T16:38:00.000+05:30

It was 1984 when Maruti Suzuki launched its versatile little MPV called the Omni. It's been all of 26 years since then and the Omni is still present in the top 10 cars sold every month. The reason for the Omni's success was pretty simple. It was compact, could easily manage to haul 8 people and still have room for luggage, featuring the same 796 cc engine from the 800, it was frugal as well. And that exactly what our 'janta' required

However every product has a shelf life and the Omni which is virtually unchanged since its inception is definitely past its life cycle. So after eons Maruti has finally come out with a replacement for the popular 'Maruti Van' and it's called the Eeco. I'm sure they could have definitely christened it better but then again, what's in a name. Looking at the Eeco, one is quickly reminded of the extremely practical but not so popular Versa. The only difference in the looks is that the Versa had a higher roof, while the Eeco has a flat one, pretty much like the 2 variants that the Omni came in. While it's definitely not the prettiest of cars you will see but it definitely does combine functionality with spacious volume which is exactly the purpose of an MPV. Step inside and you are welcomed by bare utilarian interiors. Look through the Alto steering wheel and you find the speedo console which is has a large speedometer flanked by a digital fuel gauge. Towards the left of the console is the regular list of tell tale indicators like the malfunction indicator, battery oil etc. Getting seated in the driver's seat gives you a nice perched view of the road with a pretty upright driving position. Plastic quality all around is pretty flimsy and rattles are sure to set in nice and early. The dash is pretty basic with knobbed air-con controls instead of the rotary ones but has some pretty decent storage spaces available. Open the rear sliding doors and you are treated to a slightly comfortable version of a garden bench. While it may accommodate 3 abreast very easily, it's definitely not the most comfortable place to be, especially over long distances. We received the 5 seater variant so we have yet to see how comfortable the occupants will be in the 7 seater. However, around town resting yours truly on the bench shouldn't pose much of a problem.

Key the motor to life and the Eeco settles into a nice smooth idle, however one is immediately reminded about the activities going on under the seat. The activities performed by an all new four cylinder 1200 cc engine which has been conceived and designed at Maruti Suzuki. The aim was to make it a frugal performer and at the same time make it more driver friendly as well. With a high-pressure-injection system coupled with optimized injectors has resulted in better atomization resulting in low emissions and fuel consumption. To make the unit as smooth as possible, the engine features low friction design pistons and rings, low viscous engine oil. The unit pumps out a healthy 74 PS @ 6000 rpm and churns out a maximum torque of 101 Nm @ 3000 rpm. Driving around town, the Eeco feels nice and peppy. Even with the air conditioner on, there wasn?t any sign of load showing on the engine.

However, only a proper review will show how it performs under a full load. On the transmission front the Eeco features a 5-speed manual transmission. To provide optimum shifts, the Eeco features what Maruti calls DSA or Diagonal Shift Assistance technology. What this leads to is an improved and gliding diagonal gear shift with the system allowing for an easier diagonal motion thereby allowing for a smoother gear shift without any break in continuity of the action. Out on the little stint we had on the highway, the Eeco chugged along nicely and we even managed to see an indicated 120 km/h on the speedo. Weighing in at slightly under a ton coupled with a high center of gravity, high speed driving can get on the hairy side. Even the ride quality is on the bouncy side, however, we expect both ride quality and stability to increase once the Eeco is nice and loaded. Braking at moderate speeds felt sufficient but hauling the Eeco down from high speeds tends to lock the wheels and with no electronic assists whatsoever one can get entangled in a messy situation. A proper braking test during the road test should give us some more accurate details.
Let's get down to the most important part now which is the Eeco's price. The 5 seater with A/C is priced at an unbelievable Rs. 2.95 lakh ex-showroom Pune while the 7 seater minus the A/C comes at Rs. 2.82 lakh. Now try thinking of any other 7-seater MPV which can offer this kind of value. There is none, and that's the Eeco's trump card. It's the right mix of compact, peppy and frugal and all of this offered at an amazing price. Another success story from Maruti then? You bet

Volvo S80: First Drive

2010-03-11T16:33:00.000+05:30

Mention the name 'Volvo' to Average Joe Indian, and he or she will be forgiven for conjuring up images of large buses ferrying hundreds of passengers between major cities. So of course, when the 'Volvo' badge is seen on a car, and not just any car, but a large luxury saloon, one is naturally met with rather quizzical stares. But contrary to popular belief, at least around here, Volvo is internationally renowned for making extremely well engineered cars which rate rather high on the safety mark, albeit lacking a bit of flair on some level. Thankfully, in these last few days before Ford finalizes the deal to sell this Swedish brand to Chinese car maker Geely, Volvo has been churning out some pretty good cars.

And this brings us to the topic of Volvo's new S80. The last time we encountered this big sedan, it was way back in 2008 with an awesome 4.4-litre Yamaha-made V8 engine under the hood and an even more awesome four-wheel drive system. Two years on, the car hasn't visually changed at all, but has definitely begun to show all that sensibility that Volvo is so famous for. This new 'D5' version of the S80 now offers a 2.4-litre 5-cylinder diesel motor - a move to improve mileage and cut down on CO2 emissions. But don't think that this makes the S80 boring by any means. Equipped with twin turbos, the D5 engine makes 205PS of oomph and 420Nm of torque, which should provide enough excitement when you put your foot down hard. And the performance figures corroborate this rather well. From standstill, the 100km/h mark comes up in just 8.5 seconds and the S80 will huff its way to a top speed of 230km/h in no time. Pure performance apart, all the engine's torque is spread evenly between 1500rpm to 3250rpm, which significantly aids drivability even in the slowest moving of city traffic. The car which we had received came with a 6-speed automatic gearbox or 'Geartronic' as Volvo calls it. Not only does it work exceptionally well in automatic mode, but in the manual mode shift between the engines wide torque band and the gearbox swaps cogs as quick as some of the dual clutch gearboxes from its German rivals.

Now in this segment of cars, BMW is pretty much the king when it comes to handling prowess, and of course no one expects a brand that is preferred by soccer mums to really set the benchmark in this department. But you'll be surprised just how well this car handles, especially considering that it doesn't even have the four-wheel drive system which is present on its V8-engined sibling. Ordinary front wheel drive it may have, but this S80 takes corners with much aplomb, providing plenty of thrills without any of the chills. The steering is light and easy to steer and makes short work of slow to medium speed corners. But the S80 doesn't fare so well on the high speed bends. This can be blamed on its soft suspension setup which seems to be designed for ride comfort rather than for speed. And speaking of ride comfort, the S80 really scores high marks in this regard. You can speed your way over most of the bumps and ruts without even batting an eyelid as the car takes most of the undulations common on our roads in stride. The brakes too have excellent feel and can shed off any excess speed without a hitch.

On the inside, the S80 is a hit-or-miss; while the interiors are extremely refined and well put together, one can't help but feel that they are just a little bit staid. The wood trim on the dashboard and the doors has a beautiful grainy finish that seems to be absent on most luxury cars these days, and the combination of white leather, black plastics and brushed aluminium is extremely soothing to the eye. That being said, it doesn't look as opulent as the interior from the Mercedes-Benz E-Class or as high-tech as that from the BMW 5 Series or Audi A6. Even on the gadgets front, the S80 doesn't impress much. While there is a Bluetooth system for hooking up your telephone, there isn't much else apart from the regular stuff. The car does feature a unique child booster-seat that folds out of the centre armrest in the back seats.

Now we come down to the nitty-gritties - the price and the running costs. Volvo claims that this S80 with the D5 diesel engine bats out 11kmpl in the city and 20kmpl on the highways, and with a bit of sensible driving, these figures shouldn't be too hard to achieve. This makes the S80 probably one of the most frugal cars in this segment. As for price, at Rs. 37-lakh (ex-showroom Delhi), it's not exactly what one may call cheap, but it's still a good 8 to 9-lakh cheaper than its German counterparts. But it feels about that much lower in appeal as well. It's definitely a good option if you like your luxury cars to be subtle, and that 5-Star Euro NCAP safety rating for its high standards might just be enough to swing the vote in its favour.

Ford Figo launched!

2010-03-11T16:26:00.000+05:30

B-segment scorcher priced aggressively, starts at Rs 3.5 lakh for the petrol and Rs 4.48 lakh for the diesel

I quite liked the Ford Figo when chanced to drive it just last month, and my verdict for the car was certainly positive albeit if Ford India managed to price the car sensibly. Pricing for the new hatch has just been revealed, and Ford seems to have gone for the jugular - the Figo will start from Rs 3.49 lakh (ex-showroom Delhi) for the base version 1.2 petrol. The 1.4-litre diesel engine option will start from Rs 4,47,900 (ex-showroom Delhi).
Pricing is at par with the respective new benchmarks for hatchbacks. The 1.2 petrol Figo will equal the smaller but newer Chevrolet Beat in its pricing, while the 1.4 diesel is almost at par with the Maruti Suzuki Ritz. The diesel variant will also undercut the newly launched Volkswagen Polo 1.2 diesel by almost half a lakh of rupees.
Deliveries for the new car will begin immediately, in fact we have already spotted the car on display at various Ford dealerships already. The company has also ensured that its sales and service network has been suitably ramped up to accommodate the initial demand for the Figo. The company currently has 167 dealerships in 97 cities ? 28 of these dealerships were opened in one day. Clearly, Ford India seems geared up for the bringing the Figo on the streets in a large way.

Figo 1.2 Petrol	Figo 1.4 TDCi Diesel
Lxi - Rs 3,49,900	Lxi - 4,47,900
Exi - Rs 3,81,900	Exi - 4,72,900
Zxi - Rs 3,99,900	Zxi - 4,96,900
Titanium - Rs 4,42,900	Titanium - 5,29,900

Porsche Panamera V6 revealed!

2010-02-22T17:51:00.000+05:30

Porsche four-door tarmac buster goes for glory with a new V6 engine version for the Beijing Motor Show.
Buoyed by the worldwide success of the Panamera, Porsche is all set to launch the base version of the Panamera, the Panamera and the Panamera 4. Up until now the Panamera has only been available with normally aspirated or turbocharged versions of its V8 engine. Both the Panamera and Panamera 4 models will be available with a brand-new Porsche-designed 3.6-litre V6 featuring Direct Fuel Injection developing maximum output of 300 hp and peak torque of 400 Nm. That's about 111Nm per liter of displacement, while a lot of other engines barely touch 100Nm per liter. Normally you only get 400Nm from well-tuned 4.0 liter engines.
Featuring a 90 degree V-angle, the V6 engine sits snugly beneath the sleek bonnet and, following the Porsche tradition, the Panamera transmits its power to the road via the rear wheels, while the Panamera 4, as its name suggests, comes as standard with active all-wheel drive. The V6 engine will be mated to Porsche's PDK gearbox and will also include Auto Start/Stop aiding fuel consumption figures. As you'd expect with its smaller-engined saloon, Porsche's big noise is about the V6's cleanliness emitting just 218g/k of CO2.
Like the V8 versions, the base versions offer steel suspension as standard with optional variable dampers, adaptive air suspension with additional air volume is also available as an option and provides an even wider range of suspension settings to extend the driving qualities further still. The Panamera and Panamera 4 will be making their world debut at the Beijing Motor Show on 23 April 2010.

Safety Tips

2010-02-20T11:31:00.000+05:30

SEAT BELT
Seat belt is made for the safety of a person using vehicle in case of an accident. It saves the person from a grievous injury. Regular use of safety belt may save a person at the time of crises. In case of sudden stop the vehicle, driver may go forward and hit the steering wheel or windscreen may cause a severe injury. This goes for everyone in your vehicle.
CELL PHONE
Using cell phone is dangerous while driving the vehicle to the driver as well as public on the road. It is distract the attention of driver, which is most dangerous. It is an offence.
HELMET
Helmet is not made for fashion. The use of the helmet is not to impress others while riding two wheeler. It is most important safety gear, which saves the head injury and brake the scull in case of a serious accident. Helmet is must for safety of a two wheeler rider.
DEVELOP GOOD HABITS IN BEST BUS
Be in "Q" at the bus stop. Enter in the bus from the rear door and get down from front door. Always stand in one side and keep a passage for the conductor. Offer your seat for the senior citizen or woman. Take exact change for the fare. Hold firmly while travelling, to avoid a serious accident if bus stops suddenly. Do not take out your hands out of the bus. if you find any unattended item in the bus, report to conductor or driver immediately.
THE ROAD-USER ON FOOT
* Where there is a footpath, you must use it.
* Where there is no footpath, walk on the extreme right of the road to face oncoming traffic. Walk in
   single row and be constantly alert.
* Do not walk on cycle tracks.
* Do not step onto the road without ensuring that it is safe to do so.
* Do not loiter on the roadway and be particularly careful at blind corners.
* Before you step on the road stop at the kerb. Look right, if clear look left, if all clear look right again.
   If all clear, cross and keeping a careful lookout all the time.
* Where available always use pedestrian crossings, central refuges, subways and footbridges.
* Do not step out from behind a stationary vehicle or slow moving bus or cars without making sure
   the road is clear.
CROSSING THE ROAD
* Do not cross the road diagonally. Always cross at right angles. Walk briskly. Do not panic and run.
* Watch your step on wet and slippery roads. A fast moving vehicle will take longer to halt on a wet
   road.
* When crossing at cross-road look out for vehicles coming round the corner.
* Do not cross until you have the "Cross Now Signal" or "Green Signal", even then look out for the
   rash driver.
* Do not cross the road until the policeman directing traffic beckons you to cross. The signals given
   by a policeman controlling traffic must be obeyed.
Never place the shoulder belt under your arm. Broken ribs can cause serious internal injuries.
The back seat is the safest place for children to ride. Child passenger safety seats should be properly installed in the middle of the back seat.
Secure loose articles throughout the car. Flying objects during a collision can cause injuries.
Be sure the car is in good mechanical condition. Check tires, hoses, fluid levels and batteries.
In case of an emergency during a long road trip, keep a first aid kit, a blanket and some food and water stored in your trunk.
Allow plenty of time for the trip. Be prepared to stop frequently for rest, food, exercise and restroom visits if you are traveling with children.
Provide children with a new activity (coloring book, crossword puzzle book, cassette tape) to keep them entertained.
Always STOP to rest if you feel tired. Don't wait for your chin to hit your chest. Also, stop if you feel agitated or are near an aggressive driver to give yourself a minute to calm down.
Consider refueling when you are down to 1/4 a tank of petrol in case the next petrol pump is far away.
If driving, sit at least 12 inches from the steering wheel to give the air bag room to inflate.
Obey the speed limits. Speeding tickets are expensive. Speeding also can cost us our lives.
Avoid becoming distracted while driving. Common distractions include talking on a cell phone, eating and applying make-up.
Do not drive under the influence of certain medications (read the warning label or ask your doctor). NEVER drive under the influence of alcohol or drugs.
If you have vehicle trouble, pull onto the shoulder of the road away from traffic. No one in your family should accept a ride with a stranger.

Driving Safety

2010-02-20T11:28:00.000+05:30

Safe driving habits can protect you, your passengers, and your vehicle. Learn more about how accidents, cell phones, road rage, and drinking and driving can affect your driving safety. We'll also tell you about steps you can take to ensure the driving safety of your kids.

Good driving safety habits

Accidents
When safe driving habits fail, accidents happen. Car accidents can be very stressful -- it can be difficult to think clearly. Read the tips below to learn what you should do to minimize the damage after a car accident.

Make sure you and your passengers are OK.
Move as far off the roadway as possible, but stay at the scene of the accident. Warn oncoming traffic by activating your hazard warning lights or setting flares.

Call the police to report the accident.

Contact your Insurance Company / Agent if you are insured or your vehicle is insured.

Do not admit fault for the car accident or discuss the car accident with anyone other than the police and your claims representative. Stay calm and resist the temptation to get upset or argue with the other driver, even if you believe the car accident was his or her fault.

Exchange vital information with the other driver involved in the car accident. Write down the name, address, phone number and license numbers for all drivers and witnesses, particularly those who were not riding in a vehicle involved in the accident. Ask for the insurance companies and policy numbers for drivers involved in the car accident.

Cell Phones
Studies show that using a cell phone can put your driving safety at risk. Learn how to use your phone safely.

Place calls when you are not moving or before pulling into traffic.

When available, use a hands free device.

Position your wireless phone within easy reach.

Do not take notes or look up phone numbers while driving.

Do not engage in stressful or emotional conversations that may be distracting.

Use your wireless phone to help others in emergencies.

Get to know your wireless phone and its features such as speed dial and redial.

Drinking & Driving
Avoid driving after drinking. Let someone else like your friend / spouse drive the car if you have been drinking. Pursue the drunk driver to let someone else drive the vehicle.

Road Rage
Does your blood pressure rise with every minute you spend in traffic? See if you have developed aggressive habits that could threaten your safety, the safety of your passengers and others driving on the road. You can also learn how to reduce the stress of dealing with the aggressive driving habits of others.

Overtake other vehicles from the right

Avoid blocking passing lanes

Maintain appropriate distance when following other motorists, bicyclists, motorcyclists, etc. Provide appropriate distance when cutting in after passing vehicles

Use headlights in cloudy, rainy, and other low light conditions

Come to a complete stop at stop signs

Stop for red traffic lights

Approach intersections and pedestrians at slow speeds to show your intention and ability to stop

Drive below posted speed limits when conditions warrant. Drive at slower speeds in construction zones

Use vehicle turn signals for all turns and lane changes

Use your horn sparingly around pedestrians, at night, around hospitals, etc. Avoid unnecessary use of highbeam headlights

Make slow, deliberate U-turns

Avoid challenging other drivers

Focus on driving and avoid distracting activities (e.g., smoking, use of a car telephone, reading, shaving). Avoid driving when drowsy

Avoid taking more than one parking space, Avoid parking in a disabled space (if you are not disabled)

Avoid stopping in the road to talk with a pedestrian or other driver

Safety Equipment
Seat belts, air bags, and head restraints can keep you safe when used properly.

Air Bag Safety

Automotive air bags are supplemental passenger restraint systems designed to cushion the contact between a vehicle passenger and the steering wheel, dashboard and, in some cases, vehicle doors. Air bags do not restrain the passenger in the seat, nor do they prevent backseat passengers from being thrown forward during a front-end collision.

Clearly, air bags save lives. Unfortunately, some drivers assume that air bag safety reduces the importance of seat belts. This simply isn't true. In fact, the lack of seat restraint can actually reduce the air bag safety due to the increase in the potentially damaging impact force between the vehicle occupant and the deploying air bag.

Remember, air bags are deployed with explosive power. To practice good air bag safety, place children 12 years and under in the rear seat, with seat belts securely fastened.

The Science of Seat Belts
The modern three-point automotive seat belt was the brainchild of Swedish aircraft engineer Nils Ivar Bohlin, who, ironically, spent the early years of his career designing aircraft ejector seats. Nevertheless, Bohlin's invention - a three-point combination lap and diagonal belt positioned across the pelvis and rib cage - has saved thousands of lives since its introduction in 1959.

Seat belts today, of course, are an accepted part of routine vehicle operation for millions of drivers and passengers. Unfortunately, millions of other vehicle occupants continue to put their lives at risk by ignoring these critical restraint systems.

Seat belts are a marvel of complexity and simplicity. They combine Bohlin's strong three-point harness with a relatively simple pendulum and ratchet mechanism that locks the belt in sudden-stop situations. This design helps improve the comfort of belt wearers, as the belt is not locked in position under normal operation.

As with any safety system, however, seat belt performance is dependent on proper use and fit. If the belt is not positioned correctly on the vehicle occupant's body, it can fail to provide adequate safety in the event of a collision or rapid deceleration.

Here are some tips to ensure that your belts provide the safety you and your passengers deserve

Always wear your seat belt, and insist that your passengers do the same. One non-restrained passenger can seriously injure others in the vehicle.

Seat belts help prevent internal injuries by spreading the force of a collision across two of the human body's strongest areas - the pelvis and upper chest. To ensure the proper distribution of force, the lap belt should be positioned across the upper thighs, and the diagonal belt across the chest.

Never slip the diagonal belt behind your body; the lap belt alone cannot prevent you from being thrown forward and out of the vehicle. The lap belt also must be used at all times. Without this restraint, your body would simply be thrown under the diagonal belt and into the dashboard or steering wheel.

Make sure your belt fits snugly against your body; if it is too loose, you could be injured by being thrown against the belt itself. If your seat belts don't seem to operate correctly, or you cannot adequately adjust them, return the car to a dealership or qualified repair shop for assistance.

If your vehicle is fitted only with lap belts (pre-1974 models), contact a dealership for an upgrade to a three-point harness. Aftermarket kits are available for many vehicle makes and models.

Facts
Three of five people killed in vehicle accidents would have survived their injuries had they been wearing their seat belts. (Source: National Highway Traffic Safety Administration)

Seat belts save an estimated 9,500 lives in the United States each year. (Source: NHTSA)

Every 13 minutes, someone is killed in a traffic accident. (Source: NHTSA)

Knowing About Head Restraint
Five Simple Steps to Adjust Your Head Restraint
1. Whether you're the driver or passenger, check out your head restraint before getting into the car. Get to know how it works. Does it adjust up and down? Does it tilt? Does it lock into place? This will help you find the best position for you.
2. Once you're in the car, be sure your seat back is in an upright and comfortable driving or sitting position.
3. Facing forward, reach behind you to adjust the height of your head restraint. In the optimal position, the top of the head restraint should be as high as the top of your head and no lower than 2 ½" below the top of your head. If your restraint locks into position, make sure it is locked in after you've found the right height for you.
4. Still facing forward, feel how close the head restraint is to your head. In the optimal position, it should be as close as possible to the back of your head, no farther than 2 ½" away. If your restraint tilts, this can help you find the right distance. Adjusting the height of your seat can help too.
5. To be sure you've positioned your head restraint properly, you or someone in the car with you can use a ruler to measure the height and distance.
It's important to note that not all adjustable head restraints can be locked into place or positioned properly for all drivers. In these cases, do everything you can to protect yourself, such as adjusting your seat back to achieve proper head restraint position.

Facts about head restraints and neck injuries
Nearly two million rear-impact vehicle crashes occur each year. Industry data shows that more than 20 percent of drivers in rear-impact crashes report neck injuries.

A 1999 IIHS study of rear-end crashes shows that the risk of neck pain can be reduced by more than 40 percent when a head restraint is properly positioned.

A recent Progressive survey found that
- Only 14 percent of drivers know the optimal positioning of a head restraint.
- 40 percent of drivers do not adjust their head restraint when driving a newly purchased vehicle.
- 18 percent of drivers think all vehicles come with head restraints already properly positioned.

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Tips for safe driving with your kids

Child Passenger Safety

Car seats, seat belts, and other devices are essential to safe driving with your kids. Learn more about what you can do to keep your kids safe in case of an accident.
Child safety seats and seat belts are essential for protecting your children in case of a car accident. However, these child passenger safety devices must be used properly to be effective. As a driver, you are responsible for child passenger safety -- we can help you understand how to keep kids safe while driving.

Facts
On average, seven children age 14 and under are killed in traffic accidents each day. (Source: National Highway Traffic Safety Administration) Non-use of seat belts is a conscious, albeit life-threatening, decision by thousands of adult drivers and passengers. Unfortunately, children often are the unwitting victims of this behavior. In fact, research conducted by the National Highway Traffic Safety Administration shows that when a driver is unbuckled, children in the same car are properly restrained less than 25 percent of the time. A recent survey of 423 grade school children conducted by Progressive found that 67 percent of children surveyed said they learn driving safety "from a parent." Only 47 percent of children surveyed, however, said that the first thing their parents do when getting into a car is put on a seat belt. Facts such as these have led Progressive to support programs like Operation ABC Mobilization: America Buckles Up Children, which proposes stronger enforcement nationwide of child passenger safety laws. Progressive also has developed television Public Service Announcements calling attention to the importance of the use of proper child safety restraints.

Seat belt tips for child passenger safety:
All children age 12 and under should be buckled up in the rear seat of the vehicle.

Children should ride in an appropriate child safety seat until 8 years of age.

Holding a child in your lap provides no additional safety. An unrestrained 10-pound infant would instantly be ripped from an adult's arms in a 30-mph collision.

Don't place a single belt over yourself and a child. The child could be crushed by your body in the case of a front-end collision.

A seat belt must be adjusted to the size of a child. As is the case with adults, the lap belt should cross the child's upper thighs and the diagonal belt should cross the upper chest and a point between the neck and the center of the shoulder.

Children should continue to use a belt-positioning booster until the lap/shoulder belts fit properly and the child's legs are long enough to bend at the edge of the seat.

Child safety seat tips:
Safety requirements change as children grow. Learn the basic facts for proper use of child safety seats.

Infants - From birth to one year or 20 lbs., infants should be placed in rear-facing child safety seats in the back seat of the car. The harness straps should be at or below shoulder level.

Toddlers - From one year/20 lbs., to 40 lbs., toddlers should be placed in forward-facing child safety seats in the back seat of the car. The harness straps should be at or above the shoulders.

Young children - Children over 40 lbs., but less than 4'9" in height should be placed in forward-facing booster seats in the back seat of the car. Lap belts should fit low and tight across the thights, and shoulder belts should fit snugly across the chest and shoulder to prevent abdominal injuries.

Child passenger safety facts:
Safety education is working. Car accident fatalities for childern under five dropped from 706 in 2000 to 668 in 2001. The number of fatalities for childern ages five to 15 dropped from 2,105 to 1,990 in 2001. (Source: National Highway Traffic Safety Administration)

Child safety seats save lives. Correct use of a child safety seat can reduce the risk of accident-related injuries and deaths by more than 70 percent. (Source: NHTSA)

Seat belts can ensure child passenger safety. Six out of 10 childern who die in passenger vehicle crashes are unbelted. (Source: NHTSA)

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Teen Drivers

Teen drivers have the highest crash risk of any age group. Per mile traveled, they have the highest involvement rates in all types of crashes, from those involving only property damage to those that are fatal. The problem is worst among 18 year-olds, who have the most limited driving experience and an immaturity that often results in risk-taking behind the wheel.

Speeding
Eigthteen-year-old drivers have a higher rate of crashes in which excessive speed is a factor.

Single-vehicle crashes
More of 18 year-olds' fatal crashes involve only the teen's vehicle. Typically these are high-speed crashes in which the driver lost control.

Passengers
Eightteen year-olds' fatal crashes are more likely to occur when other teenagers are in the car. The risk increases with every additional passenger.

Night driving
This is a high-risk activity for beginners. Per mile driving, the nighttime fatal crash rate for 18 year-olds is about twice as high as during the day.

Low belt use
Teenagers generally are less likely than adults to use safety belts.

What Parents of Teenagers Can Do
When parents understand the risk factors involved in letting 18 year-olds get behind the wheel, they can act to improve the situation for their own children.

Don't rely solely on driver education
High school driver education may be the most convenient way to learn driving skills, but it doesn't produce safer drivers. Poor skills aren't always to blame for teens' crashes. Their attitudes and decision-making skills matter more. Young people naturally tend to rebel, and peer pressure influences them more than advice from adults. They often think they're immune to harm, which is why they don't use safety belts as much and why they deliberately seek thrills like speeding. Training and education don't change these tendencies.

Restrict night driving
Most nighttime fatal crashes among young drivers occur between 9 PM and midnight, so teenagers shouldn't be driving much later than 9 PM. The problem isn't just that late-night driving requires more skill. Outings late at night tend to be recreational. In these circumstances, even teens who usually follow all the rules can be easily distracted or encouraged to take risks.

Restrict passengers
Teen passengers in a vehicle can distract a beginning driver and/or lead to greater risk-taking. Because young drivers often transport their friends, there's a teen passenger problem as well as a teen driver problem. Almost two of every three teen passenger deaths (62 percent) occur in crashes with a teen driver. While night driving with passengers is particularly lethal, many fatal crashes with teen passengers occur during the day. The best policy is to restrict teen passengers, especially multiple teens, all the time.

Supervise practice driving
Take an active role in helping your teenager learn how to drive. Plan a series of practice sessions in a wide variety of situations, including night driving. Give beginners time to work up to challenges like driving in heavy traffic or on the freeway. Supervised practice should be spread over at least six months and continue even after a teenager graduates from a learner's permit to a restricted or full license.

Remember you are a role model
New drivers learn a lot by example, so practice safe driving. Teens with crashes and violations often have parents with poor driving records.

Require safety belt use
Don't assume that belt use when you're in the car with your 15 year-old means belts will be used all the time, especially when your child is out with peers. Remember that belt use is lower among teenagers than older people. Insist on belts all the time.

Prohibit driving after drinking
Make it clear that it's illegal and highly dangerous for a teenager to drive after drinking alcohol or using any other drug. While alcohol isn't a factor in most crashes of 18 year-old drivers, even small amounts of alcohol are impairing for teens.

Choose vehicles for safety, not image
Teenagers should drive vehicles that reduce their chances of a crash and offer protection in case they do crash. For example, small cars don't offer the best protection in a crash. Avoid cars with performance images that might encourage speeding. Avoid trucks and sport utility vehicles - the smaller ones, especially, are more prone to roll over.

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Be prepared
Often, we don't think about what we need in an emergency situation until we're in one. Whether you have a flat tire or another roadside emergency, you should have the following items in your car:

Tips for driving safely on a highway

2010-01-25T15:57:00.000+05:30

Highways might seem like a fun, fast drive, but statistically they're the most dangerous roads to drive on. Average speeds are higher and a wrong move can mean a pretty nasty impact. Here are a few tips to keep you safe the next time you decide to go for a long drive down the highway

1. Lane Discipline
This is something most people neglect on our highways. If you're driving on a divided 4-lane highway, it's always a good practice to drive in the left-lane as much as possible. As far as possible, the right lane should be used only for overtaking other vehicles. On a 6-lane highway, the best bet for cars is in the middle lane, as the left-most lane would be used by slower moving trucks. While switching lanes, always check your mirrors first and then use the indicators to warn surrounding traffic of your intentions.

2. Overtaking
Possibly one of the most potentially hazardous situations one faces on the highway is overtaking another vehicle. Before you start any overtaking maneuver, ensure that you're at a safe distance behind the vehicle you want to overtake - don't tailgate. Check your mirrors and blind spots for any traffic that is around or approaching you. Shift down to a lower gear so that you have enough power on tap to do the maneuver swiftly. Switch on your right indicator and cautiously move into the right lane ensuring that there is no traffic in it. If the gap is enough, accelerate quickly to a good pace and ensure that you are past the vehicle in as short a time as possible. Don't cut too soon in front of the overtaken vehicle and use your indicators for pulling back into your own lane.

3. Merging on or off
Merging from a slow moving road on to a faster moving highway should always be treated with caution. If the highway has a proper merging lane, start accelerating as soon as you are on it to get up to traffic speed. If there is no merging lane, come to a complete stop and only merge on the highway when there is no traffic. While turning off the highway, stick to the left side and gradually slow down before the turn. Make liberal use of the mirrors and indicators in either case.

4. Stopping on the highway
Sometimes unavoidable circumstances might force you to stop by the side of the highway. First off, use indicators, or if the situation demands, hazard lights, while pulling over to the side of the road. Gradually move over to the side and slowly reduce speed. Ensure that you stop only on road shoulder, as far away from the highway lane as possible. Once stopped, keep hazard lights running and deploy the safety triangle.

5. Even before you start off
The most important steps you can take to ensure a safe highway drive should be taken before you even leave home. Ensure that the car has been serviced recently before attempting any long highway trip. Ensure all liquids - oil, coolant, brake fluid and even the windshield wiper fluid are all topped up. All tyres, including the spare, should be checked and inflated to the correct pressure. The first aid kit should be in place. A bottle of water and some duct tape can prove extremely useful.

Safety tips to drive this foggy season

2010-01-25T15:12:00.000+05:30

It's the time of the year, when fog is creating havoc in every driver's life. Driving during this time of the night is like driving with a blindfold on. Perhaps the safest bet if you run into fog, is to move off the road and wait till the fog lifts up. But then, is this is practical solution? Perhaps not. Here we give you some tips as how to drive safe during this foggy weather.

Tip 1: Slow down and watch your speedometer - before you enter smoke. Smoke creates a visual illusion of slow motion than your actually speed. So watch your speed meter and take control. Most accidents occur because the driver is going too fast for the conditions.
Tip 2: Avoid passing or changing lane - Its always safe if you follow the car who is in front of you. You don't need to be act and feel like a super hero and change lanes.
Tip 3: Roll up your windows and put the heater on the recirculation mode to avoid outside air.
Tip 4: Use the right edge of the road or painted road markings as a guide. If you drive close to the painted marks, you will somewhat get to know where is the road leading to.

Tip 5: Signal turns well in advance and brake early as you approach a stop. Keep your windshield and headlights clean to reduce the glare and increase visibility. Use wipers and defrosters liberally for maximum visibility.
Tip 6: If you must pull off the road, signal (people tend to follow tail lights when driving in smoke), then carefully pull off as far as possible.
Tip 7: Put your high beam OFF. People have the tendency to put the beam on, thinking the visibility would be more. High beams direct light up into the fog making it difficult for you to see. Low beams direct light down onto the road and help other drivers to see you.
Tip 8: Remember that other drivers have a limited sight distance and that fog can leave roadways slick. Signal early, and when you use your brakes, don't stomp on them.

Skoda Laura Vs. Chevrolet Cruze: Stars and Czechs

2010-01-25T12:49:00.000+05:30

The entry of the Chevy's new Cruze has just hotted up the mid-size segment even further. But does this teeth-baring entrant have what it takes to upset the segment favourite, the Skoda Laura?

Being at the top is great. You're way above the rest, you are popular and it mostly implies you are successful. No matter how delightful it may seem from down below, being at the top is always a struggle with the competition always finding ways to push you down. In the 10-15 lakh segment it's the Skoda Laura which has been reigning supreme for quite some time demolishing one challenger after another. This time however the Laura is up against its toughest competitor yet. A competitor who packs a mean punch yet wears a suave bow tie while at it. What we're talking about is the all new Chevrolet Cruze. The J300 as it is internally known as was introduced in 2008 and internationally served as a replacement to the Chevrolet Cobalt and the Daewoo Lacetti. Since the Cruze was developed by a global design and engineering team it definitely feels much more American unlike its rebadged Korean predecessor the Optra.

And it looks the part too. The Cruze has a chiseled, sophisticated exterior that gives nothing away to more established brands. The unusual double decker front grille treatment is particularly refreshingly. The swept back head lamps the muscular swage line gives it an extremely aggressive demeanor. The Laura was recently given a face lift wherein it received stylish new headlights, a slightly revised grille and other minute changes. Still placed next to the Cruze, the Laura looks pretty bland. And more so in white where the Laura looked like Vanilla next to Blueberry.

On the inside as well the Cruze is as radical as its exteriors. The centre console is a mix of grey, silver and glossy black surfaces. The speedo console looks neat with overlapping ovals and the chrome rings around them. The seats are pretty comfortable and offer good support in all the right areas. At the rear however, the Cruze takes a back seat to the Laura. Not only does it have less legroom but headroom also suffers thanks to the sloping silhouette. A first in this segment the car also features Keyless start stop entry which is a welcome addition to the already loaded Cruze. Get inside the Laura and the first thing one notices is how much more airy and spacious the car feels. The ergonomics are spot on and so is the quality of materials, a hallmark of the Skoda brand. Getting to the rear, 3 adults can be seated abreast comfortably with more than ample legroom. On the hot summer days the Laura also has the distinct advantage of having a separate blower for the rear passengers. The Laura however is devoid of any kind of steering controls which is shocking for a car in this segment

The other shocker was provided by the Cruze. Floor the throttle and there is considerable lag till about 1800 rpm and then all hell breaks loose. The Cruze just rockets forward riding a huge wave of torque. The 100 km/h sprint is covered in just 11.6 seconds. Keeping the pedal nailed saw us through 200 km/h with us running out of road at 207 km/h. The performance is thanks to the brilliant motor lying under that chiseled hood.

The 1991 cc VCDi unit coupled with the variable geometry turbo pumps out a 150 PS and a stump pulling 327 Nm of torque. The Laura on the other hand has to contend with the dated Pumpe Duse engine which pumps out a relatively mediocre 105 PS and 250 Nm of torque. Performance as expected is not a patch on the Cruze. Pedal to the metal makes the Laura get to a 100 km/h in 13.26 seconds while she tops out at 181 km/h. Around town though it's the Laura that's easier to drive in bumper to bumper traffic due to the relatively less turbo lag. In the Cruze you're either out of the power band and once the turbo spools up, almost on the bumper of the car in front. The power delivery is anything but linear with the turbo kicking in wildly. So one really needs to modulate that throttle well. Gear shift quality is spot on in the Laura while the Cruze tends to get notchy at times. Braking is brilliant on both cars with both of them employing discs all around. The bite on the Cruz however felt slightly better. Dropping the anchors from a 100 km/h the Cruze managed to come to a halt in 46.77 metres taking just 4.11 seconds. The Laura did the same in 45.82 metres and 3.98 seconds.

Getting down to the fuel efficiency the Cruze returned 11.64 kmpl around town and a decent 14.73 kmpl on the highway giving an overall figure of 12.41 kmpl. With a 60 litre fuel tank the Cruze will easily mange 745 km. The Laura owing to its slightly better drivability managed a slightly better 13.44 around town and 15.8 kmpl on the highway. An overall figure of 14.03 kmpl and with a 55 litre tank gives the Laura a range of 772 km.
Cruising on the highways, the Cruze felt extremely compliant absorbing any and every undulations on the road with ease. Low speed ride is a bit firm but settle down nicely as the speed increases. Shod with traditional McPherson struts upfront with a stabilizer bar in the front and mini block coil springs at the rear, the Cruze is set up more for comfort than outright handling. Take it around your favourite twisties and the Cruze does not disappoint. There is ample grip and the steering is reasonably direct. On tighter corners there is a tad bit of roll with understeer setting in as you approach its limits. The Laura is an established performer in this area and offers one of the best compromise between ride and handling. The steering offers excellent feedback while the excellent set up suspension just goads to drive faster. Ride quality around town however is slightly on the stiffer side and sharp vertical movements can upset the passengers. So although the Laura has more space at the rear, it's the Cruz that's more comfortable of the two thanks to its brilliant ride quality.
The Laura is still a great buy. It has amazing build quality, huge amount of space coupled with excellent ergonomics. If you love to drive then the Laura makes even more sense thanks to its brilliant dynamics. But the Laura has been around since quite some time and needs more than a minor facelift. The latest contender in this segment, the Cruze on the other hand looks smashing and is one of the best lookers in the segment. Looks apart it is also high on performance thanks to the brilliant 2.0 L VCDi unit. Space on the inside is slightly lesser than the Laura but the Cruze fights back with better ride quality. The top of the line Cruze is also better equipped consisting of keyless entry, sunroof, leather seats, rain sensing wipers and the works. But what really tilts the verdict in the Chevy's favour is the price. At Rs. 13,40,592 ex-showroom Delhi it is almost a lakh rupees cheaper than the less equipped Laura making it brilliant value for money. The top spot has a new entry and it's taken by the Cruze.

Beetle Mania!

2010-01-25T12:09:00.000+05:30

It was the year 1934 when Adolf Hitler announced that a car shouldn't just be a privilege of the wealthy. That's when he summoned a young Austro-Hungarian engineer by name of Ferdinand Porsche to talk about his plans for a car. Hitler specified the car should be small, durable and air cooled. Hitler christened it Volkswagen which meant the people's car. And that's exactly when the Beetle came into existence. Since then the little VW became the first car in Europe to pass the million production mark in 1955. It also pretty soon adorned a cult status making it one of the most popular vehicles around

Over the years, the Beetle's design has kept evolving, but it wasn't until 1998 that the little car received a total makeover. Based on the Golf Mk4 platform, the new 'Bug' was an all new car although it borrowed heavily from its predecessor in terms of styling. There have been no major changes on the design front since. But that's because it did not need any. VW has brought in the coupe styled hatch back version for the Indian roads. The original VW Beetle was one of the most recognizable cars on the road and the modern day equivalent is a well-executed contemporary take on a classic which, ten years after its introduction, still looks fresh and eye-catching. Like the re-invented Mini and the Fiat 500, the VW Beetle is a stylish piece of retro-design which although harking back to its original form exudes a modern feel to it. The rainbow silhouette, the bulging fenders with the round headlights, in fact everything about the car emanates a charm like none other. When you stop in a parking lot, onlookers will swarm around, peek in the windows and bombard you with questions. If you love being the center of attention, Volkswagen's New Beetle is the car for you.

Get inside and you find that the driver and front seat passenger sit below the highest part of the curved roof with the windscreen a long way in front. The interiors as a result feel exceptionally roomy with lots of head room and lots of light. The three spoke steering wheel is nice and chunky to grip and shares an attractive and good-to-the-touch pixel trim with the gear knob, handbrake grip and parts of the dashboard. The information display is dominated by the large, circular speedo, which in line with other VW models is backlit blue at night to contrast with the red needles. To remind one of the flower power generation there is also flower vase making its presence felt in the driver's cockpit area. What however is not cool is the amount of black plastic you find plastered all over. Even the quality of the plastic bits is far from what you can expect from a 20 plus lakh rupee car. In fact the plastics on the door trim were already rattling with less than 500 km on the odo. Seats at the rear will barely manage to seat two adults with hardly any legroom. The sloping silhouette at the rear also means adults hunching forwards rather than leaning their heads on the glass. Kids however will find it pretty cozy at the back. Luggage space is nothing to write about either. With 214 litres to play with you can barely manage to stuff your shopping bags in there leave aside your travel baggage's.

But what the little bug can manage is fuss-free transportation thanks to the perky 2 litre petrol engine housed under that cute little bonnet. The 1984 cc engine pumps out 115 PS @ 5400 rpm and a maximum torque of 172 Nm @ 3200 rpm. While the specs might look good on paper but on the road performance is pretty mediocre. Slot the 6-speed auto-box into drive, floor the throttle and Beetle chugs off the line with a slight lag. The 100 km/h sprint is dispatched in an ordinary 14.4 seconds. Power delivery is pretty linear and smooth but when performance is really called for the 2 litre unit feels slightly lacking. What however is not is the ride and handling. The suspension setup is simply brilliant and manages to absorb the worst of roads with nary a thump entering the cabin. The low ground clearance can pose a problem with monster speed breakers though. Hit your favourite twisty's and the Beetle rewards you with a nice well weighted steering and more than ample grip thanks to the Pirelli shod rubber. The all round discs do a splendid job of shedding speed which further encourages enthusiastic driving. The 80-0 is dispatched in just 2.78 seconds over 31.78 metres. With a kerb weight of 1345 kg coupled with an auto-box, the Beetle managed 8.12 km/l around town and a slightly better 10.52 km/l on the highway giving it an overall consumption of 8.72 km/l. With a fuel tank capacity of 55 litres the Beetle will run for around 480 km before you have to visit the next petrol pump.

A Rs 20.45 lakh price tag, ex-showroom Delhi makes it quite an expensive proposition compared to other retro-modern from Fiat, the 500. So why would one buy the Beetle? It's not the most practical, not the most well equipped nor supremely powerful or fuel efficient. In fact it's nothing that the original people's car was. But what it is, is a car that captures your heart more than the mind. And when that happens one tends to overlook all those flaws and just love it for what it really is. And that's just what the Beetle makes you do.

History of the Beetle

The history of the Beetle really goes back to pre 2nd world war Germany when Ferdinand Porsche had a vision of a mass produced vehicle that was affordable to the average German, an idea that was shared with the young Adolf Hitler who himself could not drive, but was a car fanatic. In 1934 he stated that his government would support the development of a 'people's car'. Impressed by Porsche's design capabilities, Hitler delivered him the design brief of a car that could carry two adults and three children at a speed of 100km/h with at least 15 kmpl and cost almost as much as a motorcycle. In 1937, the coachbuilders Reutter, based in Stuttgart, were asked to make 30 vehicles which would eventually be shipped to various festivals and fairs to entice the German public to buy. There were Saloons, sunroofs and convertible models. Hitler also introduced a savings scheme where the public could collect stamps that would eventually pay for the car. On the 17th February, 1972, the Beetle finally overtook Fords model 'T' as the most popular car ever made, later disputed by Ford who found new production figures, the Beetle went on to make sure there was absolutely no doubt. The last Beetle to be made in Germany left the production line in January 1978, bringing the end of an era. This was not the end of the Beetle though, production continued in Puebla, Mexico and the 20,000,000th Beetle rolled off the Mexican production line in May 1981.

Audi TT Vs BMW Z4: The Clash of the Coupes

2010-01-25T12:03:00.000+05:30

First there was the Audi TT, and now with the BMW Z4's entry we have two of the hottest sports coupes from Germany ready to be lapped up by India.

Sports. Coupes. One of the words is about the absolute pleasure of the senses one experiences inside a car while driving it at speed, the other implies the visual pleasure of looking at the uncluttered, sensuous demeanour from the outside. Bring the two together and you have a lethal combination - a car that looks as fast as it is capable of going. No wonder then that when it comes to inciting desirous reactions from people outside and passion-filled squeals from the passengers inside, sports coupes are the order of the day.

And then we have the ones that come from Germany. Almost invariably with a pedigree in fun, drop-dead gorgeous looks, rock solid reliability and space-age technology, they usually figure in any auto nut's list of most desirable cars. But here is what we are excited about - now, with enough Indian Rupees in hand, two of these stunning machines can occupy our garages.
The Audi TT in its new form has been thrilling enthusiasts with its shape and sense since 2006, and was made available to Indian buyers last year. Not only is it one of the most elegant looking sports coupes in the international market, it also got a headstart on most other cars of the same category in India. Internationally, the TT comes with a host of engine options - ranging from the front-wheel drive 2.0-litre petrol to the one that we had - a full blown 3.2-litre V6 with four wheel drive.
But the reason this story came into existence was because of the launch of another sportster. This one comes from the three-lettered car maker from Munich, and has been sending enthusiasts in a tizzy with its aggressive lines and Casanova characteristics. The BMW Z4 has also received an upgrade and it has stepped away from its Bangle influences and moving further into macho territory. Plus, it's a Beemer, which means it probably goes like stink. The perfect set up for a face off then? Hell yes!

driving alongside in the gorgeous Audi TT, but I have something very special. It's the spanking new BMW Z4, an update and a redesign to the international model, but for us Hindustanis it's an all-new sort of car. And my word, what a car! Not just to drive - as one of the foremost sports coupes in the world it has to be that - but also to look at. Enough to intimidate everything else on the road, and more than enough to make any aficionado go weak in the knees.

The 2009 BMW Z4, visually, is the perfect amalgamation of creases and curves. It has a long nose that bulges up, reaching above the level of the lower edge of the windshield, making it seem like you're piloting a World War II fighter plane. For all practical purposes, the Z4 looks like a roadster on steroids. It is much more conservative on the inside though, but just as expected from any Beemer, the ergonomics are spot on. The elegant and well executed cockpit simply wraps around you. And that really helps when it comes to pedal-to-the-metal fun in the car, which borders on being vicious thanks to the massive 3-litre twin turbo inline six housed under that expansive hood. The Z4's 3-litre unit thumps out a massive 307 PS and 400 Nm of torque. 100 km/h comes up in a scant 6.3 seconds and the quarter mile is done with in a blistering 14.8 seconds. Keeping outright acceleration aside, the car's midrange power delivery is just as impressive

A stiff suspension set up coupled with ultra low-pro tyres means that the Z4 is absolutely unforgiving on the minutest of bumps. But where all that stiffness excels is on the corners. The chassis and the suspension work harmoniously, giving you tremendous confidence to hurl the car around corners at speeds one can only dream off. But that's for later - in its essence, the Z4 is a car made to arrive in style, to leave jaws dropped. Factor in the massive show-off accessory that the top-down ability brings, and you have the flashiest car on Indian roads.
Look at him, being all cool with his shades on. He just grinned at me through the window, stepped on the gas and sped away. A show-off, just like any sportscar enthusiast - all-go, little sense. Am I jealous? Of course not. What I am driving may not look as hot as the BMW Z4 and may not keep up with its vicious acceleration in a straight line, but it beats the flashy convertible in good, plain sense. And it feels good from the inside too. Sweet car, this Audi TT.
The TT has been Audi's sportster of choice for many years now, and in its second redesigned iteration it certainly makes a much larger statement on the street compared to its predecessor. In fact, this same design garnered a bucketful of 'Design of the Year' awards when it was launched in 2006. Curvaceous, compact and uncluttered, the TT may not look like it is out to eat other cars on the road, but carries almost the perfect design for someone who wants to look fast, and not scream about it.

The interiors have a decided feel-good sports coupe streak to them, with the red leather treatment, chunky dials and that beautiful steering wheel. The TT is pretty spacious on the inside too, with +2 seats for kids at the back and a seriously large boot to carry all your stuff in. No true-blue sports coupe would stand the shame of being called plush, but the TT comes as close to being comfy as any other car made to go fast and look good at the same time.
And go fast, it does. The 3.2FSI six-cylinder engine pumps out a healthy 250PS of power and 320Nm of torque. It does not disintegrate other cars in terms of acceleration, but aided by its compact dimensions and that awesome Audi Quattro four-wheel drive system, it would happily outcorner most cars on a tight set of twisties without breaking a sweat. Not only does that make the TT a safer car, it also makes it a really easy car to go fast in. Favourite ghat approaching ahead. Must reel in the cool guy with his shades in the sharky Z4.

Verdict
Since sports comes first in sports coupes, let's speak of performance before anything else. In terms of numbers, the BMW Z4 has the Audi TT covered. Be it power, torque, quarter mile times or seconds spent speeding to a 100 km/h, the Z4 outperforms the TT in almost all respects - and it should too, given that the Beemer is a good Rs 15 lakh more expensive than the Audi. The TT does not make any excuses about its performance, however. Give it a real world road and not a dragstrip, and watch it keep up with the Z4 merrily. Sports cars are meant to be a little over the top, a little scary - but we don't believe that should be held that against the confidence and safety that the TT's Quattro system brings with it.

When it comes to looks, the Z4 makes the TT pale in comparison when the two are rolling together. There is just so much visual entertainment coming from the curves and creases of the Z4 that the TT's smooth surfaces are somehow just not enough. That being said, the only time when the TT does not get looks on the street is when a Z4 is around, and it remains one of the coolest and most distinctive set of wheels on Indian streets.

If the Audi does not have much going for it on the road, it makes up for the shortcomings from the inside. Sportier and more feel-good interiors, a lot more usable space, more comfort and more well-rounded performance - the TT probably is more car per car in a straight head to head. The Beemer does not care, and goes roaring past. Handing out a verdict between the two would mean judging between unhindered flamboyance and calculated sense. And in our books, both are equally important.

Maruti Suzuki SX4: Brawn is back!

2010-01-12T15:51:00.000+05:30

After meeting little success with the dated but well-rounded Baleno, Maruti decided to go in for a successor that is new, global and revolutionary. The SX4 was Maruti's answer to the Honda City which has dominated the segment all throughout. The car has a total macho appeal which is mostly associated with SUV's.
With large swooping headlights and muscular wheel arches, the SX4 comes across as quite a brawny looking sedan thanks to its crossover roots from the European markets. Step inside and you are greeted by spacious well appointed interiors. The cabin quality is also very good and the dark black dashboard with the aluminium inserts adds a classy touch.
Under the hood, the 1.6 litre M-tec engine puts out 103.4 PS and a 146 Nm of torque which leads to a 12 second 0-100 km/h dash and a top speed of 179 km/h. The SX4 is pretty stiffly sprung and coupled with the massive 16 inch 205 section tyres and the long wheelbase, the big Maruti grips hard although the fun factor is slightly dampened by the high ground clearance causing too much body roll. The SX4 pushes all the right buttons of the Indian consumer offering just the right bang for the buck.
Cheers;

Bold Stylish Design

Amazing price to package value

Quite an entertaining drive.

Very good ground clearance

Spacious well appointed interiors.

Sneers:

Slightly stiff ride quality.

Engine sounds a little coarse towards the redline.

Body-roll steps in on really tight corners

Thick A-pillar restricts vision to quite an extent.

Toyota Camry: Stealthy Cruiseliner

2010-01-12T15:47:00.000+05:30

The Toyota Camry has been one of the best selling cars around the world with over ten million units sold worldwide. India got its first taste of the Camry in 2002 which although a very good car in itself had as much style and individuality as a vanilla ice cream. But all that has changed with the launch of the sixth generation model.
The thing that gets noticed first up is the radical styling which has given an overtly aggressive look to the car. The interiors follow the radical approach as well. With a metal on plastic two tone theme, the steering wheel looks classy while the centre console having luminescent aquamarine shades accompanied by thin layers of dull silver add a youthful exuberance to the already pleasing interiors.
With a near 23 lac price tag, the car is loaded to the brim as one would expect. There are gadgets galore with the car featuring rain sensing wipers, proprietary 'Plasmacluster technology' for better cooling and HID head lamps which switch on automatically once ambient light recedes below a certain level. The heart of the matter is still the butter smooth 2.4 litre inline four, now pumping out 167 PS with 224 Nm of torque. Radical looks luxurious interiors and loaded to the gills pretty much sum up the Camry. Further aided by Toyotas legendry reliability it's a buy you just can't go wrong with.
Cheers:

Radical styling which sets it apart

Plush and spacious interiors.

Excellent Ride quality

Smooth and refined engine

Sneers:

Performance not on par with the competition

Not a very spirited handler on twisty roads

No Diesel option available

Expensive, since it's a CBU

Tata Indigo BS III

2010-01-12T15:34:00.000+05:30

Tata burst onto the mainstream car business with the Indica which immediately became the people's car offering tremendous value for money. In 2002 Tata followed it up with the Indigo, basically a sedan version based on the Indica. One look at the Indigo and it's quite apparent that the car was not meant to be in any kind of beauty pageant. The raked front windscreen does not totally gel with the newly added boot making it look like an add on fitment.
The increased wheelbase though has definitely worked wonders on the inside. There is loads of legroom making it one of the most spacious sedans in its class. The dashboard is pretty similar to the Indica as well but in beige trim looks pretty pleasing to the eye. The dashboard also consists of an electrical socket which may be used to plug auxiliary equipment.
Under the hood the Indigo comes with a 1405 cc indirect injection turbocharged unit making 70 PS @ 4500 rpm and a maximum torque of 125 Nm @ 2500 rpm. The Indigo feels lazy off the mark but once the turbo spools up post 2000 rpm, it comes into its element. The drivability is pretty decent around town as well. The engine though is on the noisier side and chasing revs creates quite a bit of racket. The Indigo sports McPherson struts upfront and an independent 3 link McPherson strut at the rear giving the Indigo an excellent ride quality. Spacious, practical and big on value, makes the Indigo a strong contender in entry level segment.

Cheers:?	Sneers:
Powerful yet efficient engine	Engine noise
Spacious cabin, leg room and decent trim levels	Rear seats could have been more supportive
Comfortable and supportive front seats	Steering feels too light
Light clutch	Gearbox lacks feel
Big boot	Brakes tend to lock up easily
Improved overall quality	Turbo lag

Hyundai Sonata Transform

2010-01-12T15:27:00.000+05:30

Hyundai India has refurbished their flagship model, the Sonata for the better. Based on the 5^th generation platform, which we knew as the Sonata Embera, Hyundai's new car has now transformed into a formidable package.

It's a reasonable small marketplace to which the Sonata Transform belongs to. Competition is tough and the top dog in the bracket is none other than the Honda Accord. The Skoda Laura also slots into this segment, competing in the diesel engined class. Overall demand for this segment is around 8000 units, so the fight is neck and neck and the playground is small. Hyundai knows this only too well with lessons learnt from the Embera. This has only made Hyundai's ambition grow and now with the revitalized Transform, the company has decided to go head on with the competition like never before.

At first glance, it is a little difficult to tell the car apart from its predecessor, however a closer look reveals more. The Sonata Transform now possesses a more elegant undertone to the entire external look of the car. This visual appeal is dominated by the large front headlight clusters and the slightly reworked taillights that liven up the exteriors considerably. Hyundai has also given the new car slimmer body mouldings and a reworked the front bumper to give it a sleeker flowing look which also adds to the car coming across visually as a wider and more elegant package. The bumper also incorporates a larger air dam and the radiator grille is now done up in chrome to give the Transform a richer up market look. Topping of the exterior visual appeal are the stylish new alloy rims shod with 215/60 R 16 tubeless tyres, which accentuate the car's sleek design.

Getting inside the Sonata Transform is where the real surprise lies. Unlike its predecessor which possessed rather dull interiors, the Transform now comes with a distinct up market fit and feel to the entire cocoon. It's spacious and has oodles of place to stow away little knick knacks and the wood inserts actually look very stylish. The plastics are great and so is the look and feel of the dash; however the only grouse are the chrome bits that could do with a better finish. Apart from that, Hyundai has kitted out the car immensely and comes loaded with creature comforts such as the separate climate for driver and passenger, multi-activity controls on steering wheel, MP3 compatible audio system and a complete leather trim pack. On the diesel VGT automatic model, Hyundai also offers keyless entry and keyless ignition. A special note to mention here is that the diesel automatic Sonata Transform is the kingpin of the range and comes packed with the most goodies.

What is hidden away from view yet very much important for a car of its class are the enhanced safety bits like ABS and EBD (electronic brake-force distribution) and also four airbags (dual front and two sides) as standard equipment. In fact if you want even more, you can opt for the optional airbag packages which comprises of two curtain air bags for just Rs. 31,807. It's a good value add to the entire package.
The true transformation of the Sonata, that makes this makeover on the 5th generation platform more than a lipstick job, lies under the hood of the car. An all new second generation 2.4-litre unit from Hyundai's Theta family of petrol engines has been lowered in to power the flagship model. This new engine sports a variable intake system (VIS) and variable valve technology (VTVT) resulting in not just ample power (175PS at 6000rpm) and torque (238 Nm at 4000rpm) but also in a more refined power delivery. The company also claims that fuel efficiency is also enhanced with the adoption of these new bits and also additional frictional busting technologies employed within the powertrain. Fitted to a five speed manual transmission, the petrol Sonata is definitely a better drive than its predecessor. The car capitalizes on the horses being churned out by the engine and you never really feel out of breath, even well into three digit speedo territory.

Hyundai is also offering a diesel variant of the Sonata Transform, which will not only appeal to the penny conscience but will also address the growing need for affordable premium diesel sedans. The diesel mill is the same as the one employed under the hood of the outgoing Sonata Embera, namely the proven 2.0-litre, four-cylinder CRDI engine, however power has been upped from 142 PS to 150PS. This unit is noted for its strong torque thrust, developing 315Nm across a wide powerband, aiding both straight line acceleration as well as high cruising speeds. While driving the car, there were times that you could mistake its sheer pick up for a petrol, of course the slightly vocal engine did give away the nature of fuel type, but in terms of hustling down a highway, the diesel is no slouch. With the diesel you get a choice of either a six speed manual gear box or the four speed automatic. The six speed is for those who like to drive the car themselves. It capitalizes on the powerband and does its duty in an impeccable manner. The four speed automatic is for the owners who prefer to be chauffer driven for it offers a smooth transition between gears and more importantly it ensures a smoother power delivery to avoid unwanted jerks making it a great car for the well heeled in the city.

The fact that the diesel engined Sonata Transform has more options not only in terms of gear box choices, but interior fitments goes to show that Hyundai is really looking at this version to bring in the numbers. After all, in this day of economic slowdowns and job cuts, it makes sense to have a plush car that doesn't chew a hole in your pocket.
Driving the Sonata Transform is a whole new experience as well. The higher powered engines deliver on the tarmac and the cars are quick off the spot. Attaining three digit figures is a brisk business and well within the scope of what the competition does. A full road test will reveal more in terms of numbers, but from a point of just feeling the power, the Sonata Transform is more than suitably powered. Despite its large proportions it is easily manageable in a city. The steering is light, suspension is soft and you almost feel as though you are floating. It soaks up bumps and passengers can rest assured that a commute in a Sonata will be a pleasurable experience.
Out on the highway the big Hyundai looses an edge due to the soft suspension, for the trade-off with a smooth ride is handling. At high speeds the ride remains smooth, but the inputs in terms of steering become a little vague and slightly unnerving. Let me add that is difficult to attain the best of both worlds and this trade off has to be looked at from the fact that most Sonata owners will predominantly use the car in the city, and this is where Hyundai has made their efforts count the most.
Having said that, the Sonata Transform lives up to its name as a total transformation from the Embera. It has been changed to deliver on many accounts and from the looks of it the car has the ability to shake things up in the D segment. Hyundai has accomplished a well executed enhancement on the Sonata, giving this car the highest appeal factor it has ever had.

Nissan GT-R Spec V: Godzilla on steroids!

2010-01-11T16:37:00.000+05:30

One fine day, I got an email from fellow staffer Muntaser Mirkar titled, 'What's this?' and all it had was a picture of him in the driver's seat of the Nissan GT-R Spec V.

It hasn't been long in automotive years since Nissan launched the 2009 GT-R - a car that has caught the fancy of not only fans around the world, but also of the competition. Remember the Porsche-Nissan Nurburgring controversy that the manufacturers of the GT-R so effectively put to rest? Well, as if having relaunched Godzilla (as the GT-R has been popularly known over the years) wasn't scintillating enough, the Japs have gone ahead and left all bouts of fantasy and aspiration in the dust.

Imagine Arnold Schwarzenegger. That's the 2009 Nissan GT-R. Now, imagine Arnie weighing much lighter but with ten times the strength he's ever had yet. That ladies and gentlemen, is the Nissan GT-R Spec V. But did Nissan really have to do this? Of course they did! If you can give buyers something better than what many others will have, why not? The V is probably more sportscar than anything else on the road that even comes close to the stock production GT-R. Lucky few have had the opportunity to sample the stock production car yet, and now Nissan gives the world this. Imagine what it does to GT-R enthusiasts!

The Spec V isn't just another pimped up sports car - it simply transcends all known boundaries. Godzilla's been put on a strict weight loss and strength gain regime and the resulting car is a whole lot lighter than the stock one. Carbon fibre has been put to unabashed use as the car has shed over 150 kgs. Aerodynamic aids abound with a revised carbon fibre rear spoiler as well as a front splitter which has resulted in a few more air vents. The brakes are carbon ceramic now - technology straight from Formula 1. The rear seats have been thrown out and replaced with a tray made of - yes, carbon fibre. The car also boasts 20-inch forged aluminium wheels that look the part at the same time keeping weight low with the brake callipers staring out from between the spokes.

The engine compartment's received quite a bit of treatment too. Complimenting the almost 150kg weight-loss is an added 70 horses from that 3.8 litre V6 monster of a powerplant. The result? It's unbelievably fast, and by the time you've gone ahead and read the whole of this article and savoured the images, the GT-R Spec V will have lapped the Nordschleife twice, or even more! Nissan has revived the legendary 'Victory Spec' moniker with the new GT-R Spec V that has been reserved for the most ultimate of the GT-Rs since the R32 and taken the game to a whole new level. Porsche, it?s your turn to step up.

Nissan 370Z - Power to the people

2010-01-08T17:34:00.000+05:30

For some, it's just another letter from the English alphabet. For enlightened souls, it is the symbol of affordable super humanness. Nissan's 'Z' cars have not only inspired more than a generation, but they've brought a whole lot of people closer to motoring nirvana than ever imagined possible. They call it the 370 Z, we call it pure seduction.

What started way back in 1969 with the production of the 240Z has now culminated in the perfect symphony of style, power, practicality and affordability in the form of the spanking new 370Z. The new Fairlady has been riding on forty years of tradition and it doesn't let down.

At first glance, those who have seen the legendary 240Z will almost immediately recognise the lines of the new car. The design brief and subsequent product presentations thereafter show off just two strokes of a brush that represent the silhouette of what the original Z was - a curvy, well rounded, low-lying coupe that barely needs any additional aerodynamic titbits to make it look like a thoroughbred

Along the years the Fairlady hasn't changed much in essence through out its varied models. Right from the 240 to the 300 to the 350 and now the 370 carry the same basic design lines on the outside - with slight variations as years have progressed. Compared to its immediate predecessor, the 370 seems a whole lot more modern in appearance.

The long hood flanked by the distinct headlights and the gaping front grille seem almost timeless. The theme is carried on to the rear with the tail lights mocking the ones on the front. But what really gets you excited isn't the overall design. It's when you look closer and notice the subtle details that you really begin to truly appreciate the sheer talent of Nissan's design boffins. Three cheers to Shiro Nakamura for heading an awesome design team indeed.
What has us sold is the simple round blinker on either of the front fenders just behind the wheel arches. Highlighted with a 'Z' symbol perched over the blinker glass, the setup is just simply humbling. Add to that the vertical door handles that blend in with the door lines and the twin tail pipes flanking the diffuser at the back. Step in and the layout of the instrumentation continues the Z's sporty character inside. LED lights for the fuel gauge and engine temperature look clear, simple and interesting.

Despite being a sports car, the 370Z has a whole lot of space at the back for luggage. Additional storage can also be found behind the front seats - as long as you don't have them pushed all the way to the back! Bucket seats themselves are a work of art - something that none of us here would mind replacing the couches at home with. It is this practicality that makes the 370Z more attractive than ever.

And then there's that 3.7 litre V6 aluminium-alloy engine that belches out its maximum of 332 horses at 7000rpm - just 500 rpm short of the red line. Sparking all that to life are Iridium spark plugs and Nissan's Continuously Variable Valve Timing Control System (CVTCS) with Variable Valve Event and Lift (VVEL) on the intake valves. Quite some acronyms, right? But all of that really works to send bucket loads of torque to the rear wheels through a carbon-fibre composite driveshaft. However, the beauty of the new Fairlady Z is not in its engine - it's in the transmission.

The 370Z comes with an option of two trannies - a 6-speed manual and a 7-speed auto box. The manual gearbox comes equipped with what Nissan likes to call the 'SynchroRev Match' system. Making even the worst of drivers sound like gods is this electronic gadgetry that blips the throttle to match engine revs at every downshift. So no need to master the heel-toe shift technique anymore, 'cause the car will simply do it for you instead. The 370Z is the first production car to ever get such a system in place and drivers will find it not only useful, but extremely entertaining and fun as well. Purists though, will want to switch the system off and stick to more traditional physical methods. The 7-speed automatic seems fairly plain Jane compared to the manual gearbox with SynchroRev. It's got a manual shift mode with paddle shifters and a Downshift Rev Matching system as well, but it isn't half as fun as on the manual transmission

When we drove the car in Odawara, Japan up some of the country's countless mountain passes, the Z's agility surprised us. The smallish steering wheel is tight and precise and those who love driving in the twisties will revel in what the Fairlady has to offer. A stiff chassis and suspension make attacking corners pleasurable as ever and the engine just keeps powering on and on. We took the manual gearbox 370Z up and down Odawara's inclines a few times and if it weren't for a strict Japanese time table, I would have been writing this story still from inside the Z's cockpit - it's that much fun. Going downhill was when Nissan's technical marvels really shone through and the SynchroRev Match system kept keeping up no matter what. Add to that traction control, ABS, EBD and all those other acronyms that stand for techno-wizardry and you know the 370Z is going to rack up a huge number of sales for Nissan - especially in the US of A.

Not that it even matters when you're driving a car like the 370Z, but the engine under that hood is extremely efficient. We were averaging about 6 kmpl according to the on-board computer when we kept penduluming up and down Odawara's slopes - all the while revving the engine all the way to the 7500rpm redline before upshifting. On the drive back from Odawara to Tokyo in the automatic transmission Z, we got a figure of 11 kmpl - but that was because we were sticking to speed limits (yeah right!) and were driving in a convoy.

The 370Z is sold in a variety of colours, but if you really want to grab attention you need to get yourself the red or the yellow ones. All that, if you can afford the price tag of almost Rs 15 lakh in the United States. See what we mean when we say 'affordable'? Don't get too excited, 'cause even if Nissan do decide to import these to India on a limited run, our wonderful government regulations will mean that the price tag will double up and then some. Regardless, Nissan should really consider getting this car to India - it will still remain affordable, and will greatly increase brand appeal in the minds of the people. And it'll give the rest of us mere mortals a chance to see these cars in the flesh once in a while. Amen to that.