Information and Reviews about every thing

Keyboard shortcuts for Delphi new easy and latest

2012-02-24T07:46:00.000-08:00

If you are learning Delphi, here I will give some list of keyboard shortcuts for Delphi

Shortcut Delphi
Code Parameters : Ctrl-Shift-Space
Code Completion : Ctrl-Space
Code Templates : Ctrl-J

Shortcut Class Completion
Class Completion : Ctrl-Shift-C
Class Nav Up : Ctrl-Shift-Up
Class Nav Down : Ctrl-Shift-Down

Shortcut Code Browsing (D6 and above)
Symbol Browsing : Alt-Up
Browse Forward : Alt-Right
Browse Backward : Alt-Left

Shortcut Message Window
Previous Message : Alt-F7
Next Message : Alt-F8

Shortcut IDE Windows
Code Explorer : Ctrl-Shift-E
Project Manager : Ctrl-Alt-F11
Window List : Alt-0 (zero)
Object Inspector : F11

Shortcut Debugger Windows

Event Log : Ctrl-Alt-V
Breakpoints : Ctrl-Alt-B
Watches : Ctrl-Alt-V
Threads : Ctrl-Alt-T

Shortcut TODO List Window
Add TODO Item : Ctrl-Shift-T

Shortcut Editing
Blocking Mode : Ctrl+O-L (line) Ctrl+O-C (column)

Shortcut Debugging
Trace Into : F7
Step Over : F8
Trace to next source line : Shift-F7
Run to Cursor : F4
Run until return : Shift-F8
Program Reset : Ctrl-F2
Evaluate/Modify : Ctrl-F7
Add Watch : Ctrl-F5
Toggle Breakpoint : F5

Shortcut Compiling
Compile Project : F5
Build : Ctrl-F5
Syntax Check : F5
Project Options : Ctrl-Shift-F11

how to save a flash animation on a web page trick

2012-02-24T07:44:00.000-08:00

You are interested and want to save a flash animation that is displayed on a web page? Confused how to take it? You can copy the source of the animation file (. Swf) into the computer with the help of flash capture tool.

Download and install flash capture tool, for example http://flashcapture.zbsoft.net.
Flash Capture Run, type the URL of a web page that contains flash animation.
The search process animation files on a web page will be done. The results are displayed in the file list in the left column. Click the link to preview namafile.swf found. Click Save or Save as.
Check the capture file in the folder C: \ Program Files \ Flash Capture \ Temp \. Now you want flash animation have collected on your computer.

Aamina Sheikh's Gorgeous Make Over Shoot for Huma Ali new and latest bridal shoot

2012-02-24T07:43:00.000-08:00

Aamina Sheikh's Gorgeous Make Over Shoot for Huma Ali

iPhone 4 Price in India new and latest price with specifications features and reviews

2012-02-24T07:38:00.000-08:00

iPhone 4 Price in India

iPhone has set new standards in the mobile phone domain. It has changed the way world communicate to each other. iPhone is not only the best communication device but is also a complete entertainment system and has access to tons and tons of apps from apple app store. iPhone has evolved Over the time and in its currect avatar is a must to have device in your pocket. iPhone 4 is a capable device and is few grands cheaper than iPhone 4s, which is the latest version of iPhone.

iPhone 4 has complete new casing when compared to its previous version, the iPhone 3Gs. Its now much sleeker and fits well into the hands. The side of iPhone 4 now comes with a brushed steel wrapping which protects the phone if it ever falls accidentialy from your hand.

The display is completely new is now and is called “Retina Display”. The new display has a pixel density of 326 ppi which is highest of any phone available in the market today.The iPhone screen is the best thing in this new version and you love using the phone again and again. Apart from Retina Display the iPhone 4 comes with a new 1 GHz A4 single core processor, a higher 5 MP camera with 720p of HD video recording, 3 axis gyro, and iOS 4 operating system.
iPhone 4 Features
A4 1 GHz Processor
3.5″ 960×640 Retina Display
5 MP Camera
Front VGA Camera
iOS 4 Upgradable to iOS 5
MicroSIM Only
Active Noise Cancellation
iCloud Service
Scratch Resistant Glass Back Panel
Talk time Upto 14 hrs (2G)/ Upto 7 hrs (3G)
iPhone 4 Price in India
iPhone 4 16GB Rs. 34500
iPhone 4 32GB Rs. 40900

Mercedes Launched new GL 'Grand Edition' price specifications | features | functions

2012-02-24T07:36:00.000-08:00

Mercedes Launched new GL 'Grand Edition' price specifications | features | functions

Mercedes Benz has launched a facelifted version of the full size GL Class SUV which is known as GL Grand Edition.

This new GL features a reworked front end which have a big grille with 3 horizontal chrome bars & a larger & more prominent 3 pointed star at center. The front bumper is reprofilied as well as & the head lamps are now get dark tints. Additional styling includes new paint shades & restyled 20 inches alloy wheels. Interior enhancements of the Grand Edition include black / porcelain & black / maroon leather upholstery the velour floor mats & a ‘Grand Edition’ badge on the centre console.

Standard on all GL class models are features like the 4MATIC all wheel drive a AIRMATIC air suspension, Direct-Steer system & the Adaptive Damping System. It also have PARKTRONIC & COMMAND APS system with a reversing camera. Additional features includea off road ABS, Downhill Speed Regulation (DSR) & Hill Start Assist.

The new GL ‘Grand Edition’ comes in to 2 variants : Executive which is priced at Rs 60.9 lakh & a Luxury which retails at Rs 65.5 lakh (ex-showroom price).

Maruti launched new Swift Dzire launched features specification and all functions with price list

2012-02-24T07:33:00.000-08:00

Maruti launched new Swift Dzire launched features specification and all functions with price list

Maruti has launched the 2nd generation Swift Dzire at a starting price for Rs 4.79lakh (ex showroom price). It is available in both petrol & diesel engine, the new sub 4 metre Dzire is also offered as a 4 speed automatic petrol variant.

The base petrol (LXi) variant is of Rs 4.79 lakh, rised up to Rs 6.19 lakh for the top ZXi model. The automatic system is only available in the VXi model, retails at Rs 6.54 lakh. Same is for the diesel version, the base model is of Rs 5.80 lakh & the top end for Rs 7.09 lakh.

The new Dzire compact saloon is some how different from the old car . Of 3995mm, it is 165mm shorter than the existing one. This is resulted in an very short boot, & a more notchback which look as opposed to a proper saloon. The boot space is of 316 litres & is a whole size down on the old saloon, but it is large enough to hold weekend luggage.

The engines are taken from the new Swift & it means that the Dzire will be powered by 86bhp, 1.2-litre petrol & 74bhp, 1.3 litre diesel motors. The K Series petrol engine is benefited from "Variable Valve Timing" & this has resulted in a 2bhp power bumps as compared to the old car. The 1.3 litre DDiS motor remains same.

On the front looks, the new Dzire is tweaked styling for differentiating it from new Swift. The front is having a slatted grille but the bumper is wider air dam & larger enclosures for the fog lights. In the rear, the quarter glass is more conventional fall to it & the rear door is very larger as well. The cabin is designed identical to the new Swift’s, because the use of beige plastics on the lower portion of the dashboard, the door pads & the light seat fabrics really enhanced the ambience inside the car.

In terms of performance, Maruti claims that the petrol Dzire can hit 0-100kph in 12.6 sec, but the diesel Dzire will take 14.8 sec, before reaching the top speed of 160kph.

The new Maruti Swift Dzire competes with the likes of the Tata Indigo eCS, Toyota Etios and the Mahindra Verito.

New Dzire prices: compared to Old Dzire prices:

LXi – Rs 4.79 lakh LXi – Rs 4.94 lakh
VXi – Rs 5.32 lakh VXi – Rs 5.47 lakh
VXi AT – Rs 6.54 lakh
ZXi – Rs 6.19 lakh ZXi – Rs 6.39 lakh
LDi – Rs 5.80 lakh LDi – Rs 5.95 lakh
VDi – Rs 6.31 lakh VDi – Rs 6.46 lakh
ZDi – Rs 7.09 lakh ZDi – Rs 7.30 lakh

Tata Indigo eCS prices:

GLS (P) – Rs 4.54 lakh
GLX (P) – Rs 4.74 lakh
GVX (P) – Rs 5.04 lakh
LS (D) – Rs 5.36 lakh
LX (D) – Rs 5.59 lakh
VX (D) – Rs 5.88 lakh

Toyota Etios prices:

J – Rs 5.03 lakh
G – Rs 5.59 lakh
V – Rs 6.57 lakh
VX – Rs 7.03 lakh
GD – 6.56 lakh
GD (Safety option) – Rs 7.01 lakh
VD – 7.53 lakh
VXD – 7.99 lakh

Mahindra Verito prices:

G2 – Rs 5.04 lakh
G4 – Rs 5.23 lakh
D2 – Rs 5.97 lakh
D4 – Rs 6.20 lakh
D6 – Rs 6.76 lakh

New upgraded Dio Scooter launched bye Honda all features and specifications

2012-02-24T07:30:00.000-08:00

New upgraded Dio Scooter launched bye Honda all features and specifications

Honda Motorcycles & Scooters India has launched the new Dio scooter. Dio now have a updated 110cc engine & Honda’s global moto styl.

New Dio is powered by the identical 110cc engine that powers the Honda Activa and Aviator scooters. It develops 8bhp at 7,500rpm (1bhp more than the outgoing model) and 0.88kgm of torque at 5,500rpm. The motor is equipped with a latest cutting edge techno which help Dio to achieve a mileage of 55kpl, up by 15% than earlier Dio.

In addition, Dio also have Honda’s Combi brake feature which ensures the improved braking efficiency & riding stability. It is also the first Indian scooter that sport tubeless tyres. Other updation is increased leg space & wider seat for comfortable ride experience. Honda has tweaked Dio’s overall styling also; it get new frontal design which, according to Honda, “expresses dynamic & youthful moto scooter look”, a new 3D emblem & a elegant tail lamp.

Speaking on the occasion,Mr. NK Rattan, VP Sales and Marketing of HMSI said, “The increased convenience & comfortable riding position of the new Dio will appeal to both style conscious young males & females. It is very affordable & it will be available by February end.”

New Dio is priced at Rs 42,362 (ex-showroom, Delhi) & is available in 5 colours i.e. sports red, matt axis grey, pearl sunbeam white, candy palm green & leblon violet.

Ferrari has launched the 2012 F1 car specifications features

2012-02-24T07:27:00.000-08:00

Ferrari has launched the 2012 F1 car specifications features

Ferrari has revieled the new 2012 car which it hopes will return it to world championship winning glory.

After being forced to cancel its launching ceremony because of the heavy snow in Maranello, the team published the first images of the car on their official website .

Having promised a more radical approach with the car that it has had in recent seasons, the new Ferrari is result of very big effort at the factory under the guidance of a new technical director Mr. Pat Fry.

The snow that forced the cancellation of its launch is also means that plans for shakedown of the car at Fiorano have also had to be abandoned if the situation continued.

It is not clear till now that if the team will be able to complete any mileage prior to the 1st official test with the car at the Jerez in Spain next week.

Review and Test Drive of New Sunny dCi features specifications

2012-02-24T07:25:00.000-08:00

Review and Test Drive of New Sunny dCi features specifications

New Sunny is a car which has put Nissan back to the Indian car buyer’s. This midsize saloon have massive interiors, an upmarket feel, a user friendly 1.5 petrol motor & keen pricing which evoked a surprisingly nice response in the market that is essentially shifted to the diesel power. And now its popularity is set to take another leap forward with a diesel version which was launched at the Auto Expo this year in Delhi. The company wants to cash in on the premium in which diesel cars command's in indian market, which explains why the top end XV diesel is substantial Rs 1.10 lakh lesser than the similarly specced petrol sibling. Is that very much for a price gap? Or it is the Sunny diesel well worth the extra money Nissan is asking about it?

This answer lies under a swollen hood, where a more powerful version of the Renault sourced K9K 1.5 litre motor which powers the Micra is pressed into the duty. In the new Sunny, power is up by 21bhp upto 84bhp & there is an additional 4kgm of torque also. These gains are thanks to some additional hardware like an intercooler & beefier fixed geometry turbocharger.

Start the motor & you will be impressed with its refinement. There is very little vibration & apart from a distinct clatter at idle & a gruffness at high revs, it is fairly quiet too. Sitting in the back seat you would be hard pressed to tell which fuel is powering the Sunny.

And, unlike the other diesel cars which deliver a sudden burst of torque as the turbo comes on a boost, this engine delivers power in a very linear way. It also responds eagerly from low revs & pulls well till around 3500rpm. Push past this & the engine starts feeling a bit strained & power tails off. So, the engine feels best when you shift up early & make the best of its 20.4kgm of torque.

Based on Nissan’s lightweight '‘V’' platform, the new Sunny is 1097kg bantam weight, which plays a key role in delivering an nice performance. This is the fastest sub 100bhp diesel car which has a clear performance edge over its lesser rivals like the Etios & Manza diesel cars. It is not too far behind the Skoda Rapid & the pricier Verna either.

While the gearbox is slick & very easy to operate, the clutch which has been beefed up to take an extra torque, feels more heavier than in the petrol Sunny & as a result a constant gear shifting can take a toll on your left leg. The light steering also makes parking in tight spaces a cinch & not many cars are easy to manoeuvre in town than the new Sunny.

The Sunny diesel’s front suspension has been tweaked to take a heavier motor. The damping is bit firmer & this flattens the ride quite nicely. It is only at low speeds & over sharp edges that the lightweight Sunny feels jittery. Up the pace & the ride smoothens out & in fact it is more comfortable, specially on the highway where the Sunny’s consistent poise gives the driver a good level of confidence. With a full load too, the suspension copes well & the saloon feels planted over most road surfaces.

The handling though is more comfort oriented than sporty fair enough given the kind of car it is. There is considerable body lean in bends & while the light steering weights up the faster you go, it do not have enough feedback to keep you completely in touch with the road. That is unlikely to bother most owners who will end up driving the Nissan car in a relaxed manner & for that, the it's dynamics are perfectly acceptable.

While the Sunny’s light weight helps its performance & economy, the flipside is that the Sunny lacks that th solid feel you get from even cars like the Tata Manza. It is quite obvious that in its quest for weight saving, Nissan has also skimped on some essentials like sound deadening. There is quite a bit of road & tyre noise entering the cabin.

But this lightness does translate into good fuel efficiency figures. Thanks to the linear power delivery on the 1.5 litre motor, you can get around town on small throttle applications. This helps the Sunny deliver a mileage of 13.6kpl in the city. On the highway it ran for 18.7km on 1 litre of diesel.

There are no surprises with the rest of the car. The cabin remains unchanged except for the addition of a new gear knob &  also new silver inserts on the steering wheel. The Sunny has big windows &  skinny pillars, so visibility is pretty good all round. Most of the switchgear is easy to use too, but a couple of controls, like the one for the power mirrors, are tucked away out of sight. Getting comfy could be an issue too – the steering wheel only adjusts for height, &  there’s no seat height adjustment. Cabin quality, though better than the Etios &  the Manza, doesn’t feel as rich or solid as, say, a Rapid or a Vento.

Front &  rear legroom &  headroom is better than most cars in its segment — sitting under the roof’s highest point, the tallest of seat occupants won’t fall short on headroom. But the cost cutting shows through in the thin cushioning on the seats; we wish Nissan could rectify this &  also give the rear seats more under thigh support. The light beige colour adds to the feeling of roominess as well, but it has a tendency to soil easily.

As for equipment, you get two airbags, ABS, automatic climate control, MP3 player, powered mirrors &  alloy wheels as standard on the top end XV version.

Verdict

This addition of a diesel motor makes the Sunny a complete saloon that is more in tune with Indian needs. In this latest guise, it is refined, has adequate power, is fuel efficient & easy to drive thanks to a responsive & tractable engine. The huge cabin & boot add up to make it a near perfect midsize family saloon. What lets it down is its price — at Rs 8.78 lakh for the top end XV model, it is on the expensive side, which puts it closer to plusher & better equipped midsizers. But if you’re still willing to sign that cheque then you will find a car that may not enthuse you but one that you can happily live with day in & day out without burning a hole in your pocket.

Tech Specs

Fact File

What it costs

Ex-showroom (Delhi)	Rs 8.78 lakh
Warranty	24months/50,000km

Engine

Fuel	Diesel
Installation	Front, transverse
Type	4-cyls in-line, 1461cc
Bore/stroke	76.0/80.5mm
Compression ratio	17.9:1
Valve gear	2 valves per cyl, SOHC
Power	84bhp at 3750rpm
Torque	20.39kgm at 2000rpm
Power to weight	76.57bhp per tonne
Torque to weight	18.58kgm per tonne

Transmission

Type	Front wheel drive
Gearbox	5-speed manual

Chassis & Body

Construction	Four door saloon, monocoque
Weight	1097kg
Tyres	185/65-R15
Spare	Full size

Suspension

Front	Independent, MacPherson strut, anti roll bar
Rear	Non independent, torsion beam, anti roll bar

Steering

Type	Rack & pinion
Type of power assist	Electric
Turning circle	10.6m

Brakes

Front	Ventilated discs
Rear	Drums
Anti lock	Yes

Performance

0-20	1.12
0-40	3.03
0-60	5.15
0-80	8.70
0-100	12.89
0-120	19.65
0-140	30.90

Range at a glance : Engines

Petrol	1.5-litre 97bhp Rs 5.78-7.68 lakh
Diesel	1.5-litre 84bhp Rs 7.98 to Rs 8.78 lakh

Audi confirms about the new Lamborghini SUV specification features

2012-02-24T07:22:00.000-08:00

Audi confirms about the new Lamborghini SUV specification features

Codenamed LB736, will be powered by retuned new V10 engine, whose production will be limited to only 1500 units in one year.

Lamborghini is close to unveiling a dramatically styled & luxuriously equipped SUV concept which previews its long touted third model line, a senior source at parent company Audi has confirmed about that.

This SUV concept is set to getting its 1st public airing in Beijing motor show in this April. The production of the car version will go on to join a successor to today’s Gallardo & the recently introduced Aventador in what will be at least a 3 strong Lamborghini line up in 2016.

“I can’t comment in detail, but the speculation in the press is largely correct,” a source said about the reports outlining Lamborghini’s plan to gauge a public response to a LM002 successor with the SUV concept.

Conceived as a upmarket rival of the likes of the Maserati Kubang & soon to be confirmed Bentley SUV, the new Lamborghini is set to sell in small numbers are likely to be fewer than 1500 units an year. Prime markets for performance orientated 4 wheel drive will be US, the Middle East & China.

Nothing is official but it is suggested that the 5000 mm long 4 seater will be a retuned version of Gallardo’s 5.2-litre V10 petrol engine. A hybrid version is also envisaged. It is said that to combine the standard V10 engine with a electric motor & a lithium ion battery pack.

It is known by a internal codename LB736, the new SUV is expected to share its underpinnings with the next generation Audi Q7, it is also set to provide the basis for the new Bentley off roader. This is so called MLB structure is already undergoing an intensive development at Audi & will be subjected to a dramatic weight reduction programme. As a result the Lamborghini’s new SUV will come under 2000kg.

An unprecedented fourth model is still under consideration — a low-slung four-door saloon, previewed by the well received Estoque concept first seen at the 2008 Paris show. Our source said it “shouldn’t be ruled out as a further addition to the line-up, should studies reveal there is a market

Test ride and full review of New Hero MotoCorp Impulse specifications features

2012-02-24T07:20:00.000-08:00

Test ride and full review of New Hero MotoCorp Impulse specifications features

The Hero MotoCorp's new Impulse is the 1st bike to wear a Hero MotoCorp badge & the company has boldly gone ahead to kick start a new on-off road segment with the bike.

The motorcycle looks piece. It's long & black mudguard is like a beak, above which there is a high headlamp. Wide handlebars come with knuckle guards to keep mud far from your hands when riding in rough, while just behind, the fuel tank comes clad with the large scoops. As every go anywhere bike must be, the bike is tall with a high seat that purposefully pulls over the tank. The Impulse has come with a big LED tail light.

Powering the Impulse there is a 149.2cc, 4 stroke, air-cooled & single cylinder engine, which generates 13.2bhp of power & 1.36kgm of torque. The Impulse uses a 5-speed gearbox which shifts smoothly in the universal, 1-down, 4-up pattern. This engine offers a good low & mid range punch.

The Impulse is no poser. You get a massive 245mm ground clearance which comes armed with long stroke front suspension & a special high pressure gas charged rear damper. To improve the ground clearance, its exhaust loops around engine before exiting besides the pillion seat. The metal brake operating pedal is having a serrated finish which offer's a maximum grip in the muck. The rear sprocket have a solid plate which prevents the chain from slipping when riding through a rough terrain. The Impulse uses a high tensile steel which ensures that this chassis & swingarm are more stronger than the conventional bikes.

A highlight to the new Impulse is a sense of confidence that you can take on any terrain astride the motorcycle. A good upright riding position & wide handlebars which give the bike very comfortable seating position & make it much easy to steer. The double cradle frame is a robust & it aids handling. Capable suspension & meaty tyres tackle indian roads as well. On a smooth test track the Impulse feels sure footed, quickly changing the direction with a forgiving feel that soon gives the rider enough confidence to start sliding the motorcycle.

Off the road, a big 19 inches front rim easily clambers over the obstacles. The bike is effortlessly able to soak in a beating & its 17 inches rear rim with a 110/90 Ceat rear tyre offers a enough purchase.

The bike is undoubtedly well suited to our roads. It can tackle college trips or office commutes over the pathetic roads without batting the eyelid, just as easily doubling up as a leisure bike to chase dirt trails with. The Impulse is sure to hold much appeal for urban as well as rural bikers with its fun, hardy & a confident nature.

The company has priced the motorcycle well at Rs 66,800 (ex-showroom,New Delhi) & the bike enters Indian showrooms from last week of October onwards.

Fact File

Price Range (in lakhs)*

Ex-showroom price

Rs 66,800 (ex-showroom, Delhi)

Engine

Fuel	Petrol
Type	149.cc single-cylinder, air cooled, four stroke
Power	13.2bhp at 7500rpm
Torque	1.36kgm at 5000rpm
Power to weight	98.5bhp per tonne

Transmission

Type

5-speed, 1 down, 4 up

Dimensions

Length	2100mm
Width	820mm
Height	1160mm
Wheel base	1360mm
Ground clearance	245mm

Chassis & Body

Weight	134kg
Wheels	wire spoke
Tyres	Front 19inch, rear 17inch

Nissan Sunny vs Skoda Rapid camparison reviews features specifications

2012-02-24T07:17:00.000-08:00

Nissan Sunny vs Skoda Rapid camparison reviews features specifications

After we drove new Nissan Sunny in petrol guise, we felt with a diesel engine under its hood, the new car may become a sure shot winner. But when the Sunny diesel was finally launched at the end of the last year, the company priced it a bit too ambitiously. It’s a probably a reflection of confidence Nissan has in its new mid sizer which is poised to turn fortunes of company around. So will customers see Sunny in the same light? Let’s remember that this car deftly straddles the lower & upper ends of the mid size segment, but now in diesel guise, it comes perilously close to the more upmarket Skoda Rapid, which is our current champ. So is the addition of a frugal diesel to the practical Sunny worth the extra money? Or does it make sense to fork out around Rs 25000/- more for the Rapid?

Looks matter

With its class leading 2600mm wheelbase, the Sunny is a very big car, but what is astonishing is that despite its size, it is a full 108kg lighter than the Rapid which is a great tribute to Nissan’s lightweight V platform on which the Micra hatch is also based. The Sunny’s big dimensions & splashes of chrome give it a distinctive & mature stance, & from many angles it looks like a mini Teana. The large rear houses a spacious 490 litre boot, but the downside to this is a massive rear overhang which ruins the car’s proportions. The bulging bumper & thin tyres don’t help, & when viewed from the rear it looks quite odd.

The Skoda Rapid on the other hand has none of these problems. The Rapid is basically a Volkswagen Vento with the traditional Skoda nose stuck on it. But it does look attractive in the flesh & the combination of a large grille in the company of a chrome strip & big headlights lends it character. The side of the car remains unchanged, which means the Rapid, like the Vento has a rather boring profile, but it looks more balanced than the Nissan. The altered bootlid, taillights & rear bumper don’t look out of place either. While the Sunny looks more distinctive the Skoda definitely has better proportions.

Interiors

The Sunny diesel’s interiors reveal no significant changes over the petrol model & hence feel very familiar. In fact, there are lots of Micra carry overs like the entire dashboard – only the music system & central air con vents are different. The interior plastics don’t feel as rich as the Rapid’s & some of the buttons don’t have a quality feel either. But there are plenty of good bits too. The chrome highlights look good & the big AC controls are easy to use. Also, the driving position is slightly elevated & , thanks to the skinny A pillars & large glass area, visibility is really good. This makes life in crowded streets much more manageable. A more supportive front seat would have been welcomed, though. Also, the grey colour of the dash looks a bit dull & the Sunny’s cabin could have done with some richer textures.

The Skoda Rapid’s interiors are all but identical in design to the VW Vento with similar quality levels that are a notchabove the Sunny’s. Overall, the plastics feel rich but there are some low rent surfaces on the door trim &  the lower dash. This saloon, made for emerging markets like India, clearly isn’t built to the same uncompromising standards as other Skodas, but next to the Sunny it’s a cut above.

The Rapid’s ergonomics are spot on. The driving position is really comfortable with the steering, seats, pedals &  gear lever positioned exactly where you want them to be. We also loved the front seats, which have generous thigh support & cushioning with just the right amount of firmness. The Rapid has the most comfortable rear seat as well. Again, thigh support is good &  you are sat at a decent height. The backrest is a touch too upright though. The Sunny may have more rear space than the Rapid, but the seat itself lacks sufficient thigh support & the seat squab is a bit too short as well.

The Sunny gets one back in being the better equipped of the two. It comes with steering mounted controls, climate control & auto folding mirrors – features absent on the Rapid. The Rapid is the more sparsely equipped, despite having features like the clever lever behind the front passenger seat that allows the rear seat passenger to push the front seat forward.

Engine, gearbox &  performance

The Sunny uses the same 1461cc common rail motor as the Micra, but it has been tuned for more power & now produces a healthy 84bhp &  20.39kgm of torque. Initial engine response is good &  there’s very little turbo lag. This engine’s petrol like linear power deliver makes it extremely easy to drive in town. Even on the highway, it doesn’t feel out of breath thanks to strong mid range performance, &  the Sunny cruises very well. But past 3800rpm the engine doesn’t have too much to give &  it’s best to short shift to keep the engine in the meat of its powerband. With power tapering off early, you have a narrow band to play with & the Sunny’s outright performance is a far cry from the Rapid’s. Our timing equipment confirms this — the car takes 12.89 seconds to reach 100kph &  this figure, though respectable on its own, looks ordinary next to the Rapid’s, which is a good 1.4 seconds quicker. The Sunny’s motor however is quite refined &  it’s only when you work it hard that it sounds like a diesel.

The Skoda’s 1.6 litre diesel is marginally bigger, but it’s significantly more powerful than the Sunny’s Renault sourced K9K motor. But in traffic, the Sunny’s linear power delivery is easier to cope with than the Rapid’s sudden power spike past 1800rpm. However, the Rapid always feels like it has a surplus of power. Throttle response is crisp, the VW EA 189 motor is free revving &  power doesn’t suddenly fall off. There is a constant surge till the engine runs out of revs. Drive the Rapidon the highway &  it lives up to its name. It’s an effortless cruiser &  the potent mid range gives it very effective overtaking capability.

The Rapid’s biggest drawback is the sharp diesel clatter it has at idle. Once on the move, the engine smoothens out, but even then it’s loud enough to remind you that there is an oil burner under the hood.

On the road

Both cars have a similar independent front & non independent rear suspension layouts, but variations in their setup means there is nothing similar about how they behave on the road. The Sunny’s ride feels a bit skittish at low speeds & d though the front suspension is stiffened on the diesel version, it never feels as pliant as it should. You can also hear the suspension thump through the light body. At speed though, the Sunny’s ride evens out & it feels pretty flat & consistent. Straight line stability is impressive too & the Nissan feels composed even at three digit speeds. Like its looks, there is nothing sporty about the way the Sunny attacks corners. Its handling feels safe & predictable with decent body control & no nasty surprises. But it simply doesn’t have a surplus of grip or a communicative steering, & it’s certainly not a car that enjoys being hustled. The light steering, linear power delivery & easy controls make it a
stress free car to drive in the city though.

With its stretched wheelbase &  pliant suspension, the Rapid’s ride is pretty decent, especially at low speeds where it does a great job of filtering out sharp edges. However, when you up the pace, the Rapid’s soft setup gets the nose pitching on an uneven surface, which can be disconcerting especially when you are braking. And while the light steering is both direct &  precise, it’s a bit numb at highway speeds. As a result, the Rapid isn’t too much fun to drive, &  that’s a shame given the performance on tap. What’s nice is that despite the bags of torque it produces, torque steer is minimal, allowing you to open up the throttle at every opportunity.

Verdict

The Sunny shines in many areas. Its class leading space, easy to drive nature, &  long list of standard features make it a very good proposition. Its 1.5 litre engine is very efficient too. But you can’t get away from the fact that it’s nowhere near as nice to drive as the Rapid &  doesn’t feel as premium either.
& it’s not as frugal as the Nissan but its solid build, generous seats &  classy environment make it feel a notch superior. Add the punchy engine, better dynamics & much smarter looks to the equation, the Skoda more than justifies the Rs. 25,000 extra you have to shell out.

Bajaj Has revealed the new pulsar 200NSspecifications features reviews and functions with price

2012-02-24T04:08:00.000-08:00

Bajaj Has revealed the new pulsar 200NSspecifications features reviews and functions with price

Bajaj has unvieled a latest generation of the iconic Pulsar Bike, an brand new 200cc motorbike, dubbed it as new Pulsar 200NS (it mean "Naked Sports").

This bike uses a new liquid cooled, 199.5cc 4-valve, carbureted engine with a new triple spark plugging system which is coupled with a 6 speed gearbox. The new engine produces 23.18bhp at 9500rpm & 1.86kgm of torque at 8000rpm. Bajaj company claims that this new Pulsar is capable of 0-60kph in 3.61sec and 0-100kph in 9.83sec.

The chassis are steel fabricated, twin-spar and a perimeter type frame, with a rectangular type tube section swingarm which offers over 3 times the lateral stiffness of the existing Pulsar 220. It also employs a gas filled monoshock suspension & under a belly mounted exhaust, which keeps center of gravity very low. The bike comes with a petal type disc rotors front and rear, measured 280mm and 230mm, with a 17 inch alloy wheels and tubeless tyres at both ends.

Speaking on this occasion, Mr. K Srinivas who is the President-Motorcycles of Bajaj Auto said, "Pulsar has now celebrated a 'Decade of Dominance' with 10 years of leadership in the Indian performance motorcycle market. The Pulsar 200NS showcases the next leap in technology and design and will set the standard for others to follow. We believe that 2012-13 will be an exciting period where Bajaj Auto will excite customers both here and abroad."

Road Test of Mahindra XUV 500 specification features and functions with price

2012-02-24T04:02:00.000-08:00

Road Test of Mahindra XUV 500 specification features and functions with price

Years of seeing and chasing heavily camouflaged W201s running the length and breadth of India finally came to an end when Mahindra pulled the wraps off its global SUV which was the subject of endless hours of debate, speculation and derring do. The most important aspect of the new vehicle had been to denote to the world at large, especially the domestic automotive industry that Mahindra & Mahindra was capable of thinking right and just as importantly doing right. The first thing it needed to do was to demonstrate that it could get away from its legendary Jeep-derived vehicle characterisation and from there to make a contemporary vehicle which would be a mainstream vehicle with universal markets in mind and not just the domestic Indian market.

As soon as Anand Mahindra and Dr Pawan Goenka pulled off the covers, it was evident that the product was all that and more. I have long believed in a rule of thumb subscribed to within the global auto industry which states that if it looks right, it invariably is so and this thought came strongly to mind when I took in the XUV500. Just right, dazzling in its wide and planted stance, stylishly aggressive yet built to close tolerances which no other Indian-built vehicle can boast of, the XUV500 looked and seemed so right. Adulation aside the only thing beckoning was for us to pick up one of the early build vehicles and head straight out to put it through our road test regime.

Design and Style: Global appeal, animalistic athletic!
Form follows function they say, but that did not dampen the opportunity to experience the XUV500 function in a form which should impress not just rivals in class but also those who would have made do with sedans. The big, bold hi-tech face of the new Mahindra is seen uninhibitedly on the XUV500. The grille is different while the front end treatment with projector headlamps, LED day-time running lights, large front bumper with streaked air dam and recessed fog lamps makes for a menacing look. “Objects in the mirror are closer than you think” gets an altogether new meaning for many both in class and also those who could be sucked in as collateral damage!

The XUV500 in profile is all muscle and snazzy style personified – like a strapping athlete in a designer suit! The large pronounced wheel arches with their machined look plus the character crease at the waist level along with a similar smaller line at the door sill level imparts a good stance when viewed with the sharply raked windscreen and the well penned glass area. In profile one can clearly see some hints, on proportion, from Toyota RAV4, Honda CR-V and Suzuki Vitara et al but overall the XUV500 is distinctive on its own. Another important observation about the new Mahindra is the absolutely clean and sanitised under-vehicle layout with nary any plumbing or wires or ungainly accoutrements spoiling the show or the under-floor air flow. The XUV500’s tail light cluster treatment is distinctive yet simple and very effective. Note the manner in which the leading edge of the reflector is also made into a style detail. The large tailgate flips upwards to reveal a large load area with the rear row of seats folded flat. The spare tyre sits under the floor and is easily accessed from below in the same manner as on the Toyota Innova.

Mahindra’s XUV500 breaks new ground for the firm in that it is not just its new age offering in this millennium, but also the firm’s first all-monocoque passenger vehicle, its first with a transverse-engine, front-wheel drive layout and also one which finally makes the break from its distinct Jeep lineage. And again let it be said that its design was signed off before the Ssangyong acquisition! The sheer dynamism of the design on the move is further heightened by the wedgy swoop of the belt line and the sharply raked windscreen. The subtle roof rails play their own part in the overall aesthetique.

The devil is in the details and these are finely carved, but what is of even greater import is the fact that the craftsmanship is of a high order. Panel gaps on our test car as also the earlier one we drove and inspected were uniform yet close and the metal-plastic-glass medley on the exterior made for delightful aesthetics. By and large thanks to the brilliant surfacing of the external sheet metal, the overall sheen and finish of the XUV500 is magnificent. In fact it puts many Indian-assembled and painted high end luxury cars to shame.

Structure and Build:
This is no Mahindra from the past and in fact a virtual techno tour de force from any of our indigenous car makers. Developing a monocoque is no mean feat, especially when you have to do it for the first time and that too while remaining constantly steadfast to core values of ruggedness and almost go-anywhere capability. Developing the monocoque into one which is not just cavernous but also structurally stiff and has the crumple zones designed into it from the outset means it is also capable enough of passing the Euro NCAP crash tests with flying colours.

Just as with the Xylo, the overall design and engineering called for an optimized track to wheelbase relationship and this was one of the big takeaways for Mahindra from the Xylo. The engineers devised their monocoque and grafted their suspension hard points in such a manner that the car not only got the right footprint for a stable ride but also that it didn’t compromise on handling or unnecessarily shifting the centre of gravity away from the ground. The XUV500 is built on a 2700mm wheelbase with track at both ends measuring a uniform 1600mm.

What one has to contend and appreciate with all this is the fact that the car makes do with a very generous 200mm of ground clearance which given its near flat floor and multi-link suspension set-up at the rear is absolutely impressive. The multi link independent suspension at the rear incorporated coil over shock absorbers while up front the independent suspension is by means of gas charged MacPherson struts. The XUV500 sits and rolls on stylish 7J 17-inch alloy wheels wrapped with R235/65-R17 rubber.

Structure is one thing but getting everything in the right order is another because just having a stiff structure and throwing it a set of mediocre aggregates will not give the desired results when it comes to dynamic ability and the Mahindra engineers have gone the whole hog. Steering gear is by rack and pinion with hydraulic assist while retardation is by means of a disc brake set up all around, the ones up front having a twin caliper config while those at the rear made do with a single pot detail. If that’s not all, the XUV500 also comes stocked to the gills with ABS and EBD, there is ESP with hill hold and hill descent control plus also tyre pressure monitoring system as standard. It is a vehicle where the typical skimping on detail and equipment has been cut out marking a very welcome new outlook to delivering well equipped cars to the Indian market as standard fare. I am sure this sort of an approach will go a long way in upgrading people to seek technologically proficient and safer vehicles from all OEMs.

Interiors:
Instrumentation Americana seems to be the theme for the XUV500’s tell-all cluster. Styled like one of the mean muscular Pontiac Firebirds of the 1970s, the twin round instruments pack in the speedo (calibrated to 220km/h) and the fuel gauge on the left while the one of the right has the rev counter lined up all the way to 7000rpm with the smaller central dial having telltales for temperature and oil. The central console is business personified yet has a good feel to it. The large sized switches plus the rotary controls knobs make access and usage very simple. The steering wheel is a nice meaty affair and very sporty in its design and feel. A large central pad dominates the senses and the two tiny side stalks also provide the base for the multi-function switches for phone and audio volume on the left along with cruise control settings on the right.

The digital touch screen is also very user friendly. The chromed strips and that large chromed rotary knob for the audio system and that polished top cover of the dashboard makes for an irritating reflection in the windshield which can get a bit disconcerting for the driver.

Seats are large, well cushioned and profiled, and generally speaking we reckon them to be the best of any Indian-built vehicle in the UV space. What further helps are the well defined floor height and the large expansive door openings. All put together these make for very ergonomic ingress and egress, something which should delight the family no end. Ample optimizing of the H-points was so very critical from this perspective but one just opens the doors and glides on to the seat squabs in as natural a manner as can be – brilliant and not many will even know it! The third row of seats is good and overall the packaging designers and engineers have learnt from rivals as to what not to do and also how to get everything spot-on first time out. Both front seats have built in lumbar support and the seat backs have netted sections for mags and maps. Nice touch this but the arm rests, for the driver at least, do impede gear shifting. Maybe a repositioning in height could solve this glitch.

And finally we come to space, which is not exactly the final frontier but a whole new expanse to savour and revel in, in the XUV500. The leg room, elbow room and head room shames so many that it is not funny recounting those who have come off with a bloody nose in this area against the XUV500. All round support from the seats is very good and should quieten the back seat drivers. It is also a great place for the kids to indulge in their impromptu rugby tackles and dives from the middle row to the back row and with the seats folded flat and a thick rug laid out, it could be the ideal getaway vehicle into the wilds. Trouble is the middle row doesn’t feature any means to shift and disconnect and maybe a flexi-seating system would be the next big thing the packaging engineers would need to look at, if only to enhance the practical appeal of the vehicle.

Creature comforts:

The central stack has a large touch-screen digital display for GPS, air-con controls, music system and other ancillaries. The steering wheel design is refreshingly modern and really well executed. The controls fall nicely to hand (and foot!), a case in point being the parking brake lever angled towards the driver’s left. Large air vents on the dash direct cool air flow to the front seat hotshots while quality of interior trimming is well defined though it could have been better. Slight irritants abound but by and large the business end of the interior is a fine place to ply one’s craft! While trim is of a high order, colour choice is pretty subjective.

The headliner incorporates many welcome features including interior lighting which is by LEDs, a goggle holder in one flap while another one incorporates a fish-eye mirror giving the driver unimpeded rear vision from pillar to pillar! A large double-decker glove box on the dashboard is just one among a myriad of cubby holes and bottle holders which abound in the cabin. The manner in which the door pads meld with the dashboard provides a fine continuous sweep of line to the interior which is pleasing to behold.

Features:

How often have we seen cars from reputed international manufacturers skimping on basic creature comforts and features, sending out a signal of them underrating the Indian market? The XUV500 goes to break this very mould, and offers almost all imaginable features which would usually be expected in cars upwards of twice its price. What’s special here is that the features don’t just rely on a “wow” factor, but are responsible equally in part to create a safer vehicle.

For a vehicle with strong forward thrust, the XUV500 doesn’t skimp on the retardation at its disposal, disc brakes abound on all four wheels as we have mentioned before. In addition there is ABS, EBD plus ESP to ensure safety and peace of mind. If that’s not all, there are driver and front passenger air bags, start/stop is standard equipment and there is also hill descent control for the top line offering.

Projector headlamps make an appearance for normal driving beams, with normal reflector-based lights coming into play for the high beam. This is a very inspiring feature, especially since we cannot begin to count the number of good cars we have tested in the past which have had horrid illumination. A park-assist device which also measures and displays the distance from obstacles behind the car is a nifty value-add. In fact, the entire package of features itself would have demanded a couple of lakh rupees more, had it come from many other car makers, but is made available at a significantly lower, or should we term it sensible, price coming from Mahindra. The features do add significantly to the ease of use when it comes to this car which thanks to its style might look visually small but in the actual physical realm is a pretty sizeable but more critically, it surely adds to an almost unbeatable value for money proposition.

Engine talk:

The heart which pumps the thrust for the XUV500 is this freshly tweaked 2.2-litre mHawk engine which now resides in an east-west layout as against a north-south placement in other Mahindra vehicles. This engine develops 140bhp but more importantly has 330Nm of torque to delight its driver. Mated to this engine is another first for an all Indian vehicle – a six-speed manual gearbox, developed in-house by Mahindra itself as is the front wheel drive transfer case. Base models have a front wheel drive option, indicated by the transversely mounted engine – again a first for Mahindra - while the higher version has an all-wheel drive layout with a torque on demand mechanism which delivers drive to the rear wheels in situations where the traction gets tricky. While we’re at it, the under bonnet aesthetics are top class too – clearly Mahindra has left no stone unturned to the visual appeal of the XUV500, even if it is the hidden view under the hood.

Speaking with Rajan Wadhera, who spearheaded the engineering and product development team, the mHawk has been optimised even further to try and deliver more from less. This 16-valve engine employs the latest Bosch common-rail direct injection technology and uses a fifth generation S-type variable geometry turbocharger supplied by TurboEnergy. In fact this is the first application of this type of a turbocharger which thanks to its vane geometry reduces the back pressure in a massive way resulting in smoother power delivery, better torque thrust and the boost pressure can also be hiked to take advantage of newer advances in CRDi technology.

The mHawk engine was designed from the outset with thin wall castings, the aim being not just to enhance power density but also sustain that over long operating periods. With injection pressures constantly on the upswing from 1800 bar to 2000 bar and now moving on to 2200 bar the entire focus shifted to heat management and the engine team within Mahindra came up trumps. Given that the high boost pressures could get the much needed power one had to take care that this didn’t come in the way of the engine’s structural integrity for the diesel engine is subjected to greater stresses than a petrol motor so internal strengthening had to also take place but overall a combination of detail modifications helped make the engine deliver power smoothly and consistently without the torque petering off. The multi-point injection system now features four injections instead of the three in the engine’s previous avatar and along with other friction busting measures the torque comes on thick and smooth across the powerband.

As mentioned earlier, the six-speed manual gearbox on the new car has been developed indigenously by M&M, and leaves behind the company’s earlier gearboxes in the dust, not just in terms of delivery and pull but also when it comes to feel. Given the under-bonnet packaging constraints, Wadhera’s team working with FEV devised a three-shaft transaxle instead of the more common two-shaft layout but other mods have helped the gearbox to effect transfer of power to the front wheels quite efficiently and without much shunt. The engine also utilizes a dual mass flywheel which goes a long way to scrub off primary vibes from engine and transmission from making their way into the cabin and this has been a great NVH detail on the vehicle.

The throw of the gearstick itself is not too long which makes great sense for urban use, but engagement is positive and chunky, very much in line with the robust but sophisticated feel that the SUV carries around itself. Feedback from fellow ZigWheelers was that the throw of the clutch is slightly long, and the cogs refuse to slot cleanly unless it is completely depressed, but this is more of a driving style fault than a design or engineering flaw.

The base XUV500 comes with front-wheel drive only but there is an all-wheel drive version which with the torsen type central diff administers torque to the wheels with the most grip so as to make for safe and sure motoring. Add to that the hill hold and hill descent control functions and you have the making of a loaded up to the gills vehicle capable of decent driving on the dirt though mud-plugging or wadi bashing or rock climbing is something we wouldn’t recommend.

The gear ratios are very sensibly plotted out and employ the six speeds over the engine’s functional rev range to great effect. Just to put things in perspective, the gearbox allows the engine’s ample torque to be let out on the street even at low revs, including idling in second gear. Accelerating from speeds of around 30km/h in second gear though creates an unhealthy vibration from the big diesel, which percolates into the cabin to some discomfort. Apart from this, the grunty engine accelerates the XUV to 100km/h from standstill in a rapid 13.85 seconds, and the sixth gear allows for a top speed in excess of 180km/h. For a vehicle of its size, those are striking figures. For those who value sense (which would be all of us in these times of unannounced and vulgar fuel price hikes) fuel efficiency numbers are also impressive given that our test car averaged 11 kilometres to a litre of diesel within city limits, and batted out a figure of 16kmpl on the highway.

Ride quality and handling:
Well planted stance, decent manners and a good balance between ride and handling should really pull in the troops to cheer for the XUV500. The meaty 5-spoke alloys are shod with 235 x 65 – R17 Bridgestones and with the underpinnings they do make for the vehicle’s dynamics to bear positively for the occupants – be it the driver or passengers.

A mention of the braking must be made here as well, since the disc brakes on all four corners with ABS and EBD in tow allowed the XUV500’s 1800-odd kilo bulk to halt from 80km/h in a little less than 30 meters, and in a little over 2.5 seconds. There was a disconcerting grind-judder-squeak that had developed in the brakes of our test car though, which is definitely something that Mahindra could look into. If that’s not all, the three-point engine installation system in the monocoque needs to be beefed up a bit so that lateral vibes do not make their presence felt. Compared to many others, the XUV500 starts from a very high reference base so ironing out small glitches should be done quicker than ever.

Verdict:

The final blow from the XUV500 on debut for the rest of competition comes in terms of its pricing, but this is also indicative of what can be achieved with a product that is developed completely in-house. Rivaling most sedans in India, the XUV500 has been pegged at an invitation price that lies between Rs 10.85 lakh for the base front-wheel variant and Rs 12.88 lakh (ex-showroom, Delhi) for the fully loaded all-wheel drive version. What is critical though is that the amount of features it offers across variants, and the style with which it manages this. The SUV space in India was restricted for choice between the price band of Rs 10-20 lakh, and this hot new number from Mahindra comes not just as a smart, but also an immensely well put together and sensible choice to woo buyers across segments, and walks of life.

The XUV500 marks a bold but obvious move by a forward thinking company which dares to do what many conservative Indians shy away from. It is flamboyant in its turn-out but only because it is an Indian product, from a global perspective it is just spot-on! It breaks new ground for its maker not in its application of modern automobile technology embraced by the marque (first all monocoque construction, first front-wheel drive and all-wheel drive configs, the latter being different from four-wheel drive, mind you) but for going the whole hog on design and style, engineering excellence, top notch packaging and for delivering a product-performance-price package which has everyone reeling.

If there is a flaw in the make-up, it is that the company prefers to hit the road in measured manner and even though it has garnered over 5000 paid bookings within a week of its launch, production ramp up at its modern Chakan facility is being supervised so that the reality exceeds the hype. Speaking of hype, can one beat the fact that the XUV500 first drive story on www.zigwheels.comgarnered no less than 1.17 million views and counting within four days of the story going live! Add to that another 1.72 lakh views for the pricing and launch story and one begins to unravel the method behind consumer going mad over this Mahindra. The good thing though is that here is one aspect of the domestic Indian automotive industry which has reality writ large all over its shiny handsome face. The XUV500 works well, near almost, for a product right out of the box and this is another myth which has been laid to rest, for a vehicle by an Indian OEM. Having subjected the XUV500 to one of the most gruelling tests we have ever subjected a vehicle to, we can only but ask just one question: “If Mahindra can do this, why haven’t some of the world’s big name car makers done so?” Responses awaited from all you MNC car-wallahs out there.

Review and testdrive of new SWIFT DZIRE specification features function and price

2012-02-24T03:59:00.000-08:00

Review and testdrive of new SWIFT DZIRE specification features function and price

We first broke the news about the sub-four-metre new Swift Dzire on our website on December 31, 2010. We also brought you the first pictures of the car on our website on April 26, 2010 and in our May 2011 issue. As you can tell, we have been tracking the evolution of this car very closely and that’s because a saloon car for potential hatchback money is not easy to ignore.

The second-generation Dzire is quite different from the car it replaces. For starters, it’s only 3995mm long so it is a whole 165mm shorter than its predecessor. To keep length under the crucial four-metre mark, the new Dzire sports an extremely short boot. As a result, the new Dzire looks more a notchback than a proper saloon.

The good thing is that the tail section is well integrated with the rest of the body and the whole look is more cohesive than the older car. Rear styling is neatly executed but the squarish profile of the bootlid links the new car with the older Dzire. Boot space, at 316 litres is a whole size down on the old car, but is large enough to hold a weekend’s luggage.

Maruti has tweaked styling to differentiate the Dzire from the new Swift on which it is based. The front gets a slatted grille while the bumper features a wider air dam and larger enclosures for the fog lights. It’s only aft of the B-pillar that the two cars really look different. The rear quarter glass has a more conventional fall to it and the rear door is marginally larger as well.

Cabin design is identical to the Swift’s though the use of beige plastics on the lower portion of the dashboard and door pads, and the light seat fabrics really enhance the ambience inside. The front seats, also from the Swift, are very comfortable, while existing Dzire owners will notice the increased space in the back courtesy the new Swift platform’s 40mm longer wheelbase. Rear-seat comfort is decent but the backrest is a tad too reclined. Adjustable headrests and a rear centre armrest do enhance comfort here.

As before, Maruti will sell the Dzire with two engine options – an 86bhp, 1.2-litre petrol and 74bhp, 1.3-litre diesel. Both engines are identical to those on the new Swift, as is the gearing. The K-Series petrol engine benefits from Variable Valve Timing and this has resulted in a 2bhp power bump compared to the older car. Driving the car at the media launch at the Buddh International Circuit, we were reacquainted with the engine’s good low-speed response, slight lack of mid-range punch and impressive top end.

Surprisingly, it was the diesel that was more enjoyable at the track. With the turbo on song past 1800rpm, the engine’s healthy mid-range performance allowed us to power out of the slowest corners with ease. In real-world conditions, that should translate to good driveability.

Gearshifts on the five-speed gearbox were smooth and light in operation too. This brings us to the big surprise – the new Dzire will also be sold with a four-speed automatic transmission on the petrol model. The gearbox complements the petrol engine quite well and shifts are smooth too. Moreover, it adapts well to changes in throttle inputs. It’s only when you floor the throttle that the build of power is slightly jerky. Maruti will offer the automatic in only the middle-level VXi trim so you don’t get many goodies like climate control, steering-mounted audio controls, rear defogger or essentials like a driver seat height adjust and seatbelt height adjuster. A fully loaded version would have simply priced the automatic out of contention.

The Dzire shares suspension hardware with the Swift, though the rear has been tuned for comfort. While it was not possible to pass judgement on ride quality given the smooth tarmac at the circuit, we expect the softened setup should rid the Dzire of some of the Swift’s low-speed firmness. The flipside is that the Dzire also tends to roll a fair bit more than the Swift. What we did like though was the feedback at the steering wheel and good body control even when driving the car at its very limit.

On the whole, the new Dzire makes a compelling case for itself. It is smart to look at, comes decently specced and is good fun to drive too. The engines are refined and also score on the fuel economy front with ARAI-tested figures of 19.1kpl for the manual petrol and 23.4kpl for the diesel. Automatic transmission only adds convenience to the package.

Whille Maruti will announce price on February 1 at the car’s launch, we hear the new Dzire will cost as much as the model it replaces which will continue to sell in taxi avatar.

If that’s the case, Maruti has yet another winner on its hands.

In the second phase the XUV500 gets more then 25,000 bookings

2012-02-24T03:56:00.002-08:00

In the second phase the XUV500 gets more then 25,000 bookings

Mahindra has recently announced that it has received more than 25,000 bookings for its most popular XUV500 SUV in the 2nd phase of bookings. Due to overwhelming demand – over 8,000 bookings – the company closed bookings just 10 days after the October 2011 launch, but reopened them on January 25, 2012. The new bookings have been registered from between then & February 3 from across 19 cities i.e. Mumbai, Delhi, Chennai, Bangalore, Pune, Hyderabad, Kolkata, Ahmedabad, Chandigarh/Panchkula, Ludhiana, Jallandhar, Patiala, Kochi, Trivandrum, Calicut, Trissur, Coimbatore, Nagpur & Nasik.

Mahindra had initially offered the XUV500 at a attractive introductory price to attract buyers – a tactic also recently adopted by Maruti for the new Swift Dzire – but has still been flooded with the orders, despite raising prices when bookings reopened in the last month. Since the phase 2 bookings have exceeded more than 7,200 Mahindra has decided to use a draw system to ensure an unbiased allocation of the cars. The draw will be validated by Deloitte Touche Tohmatsu India & there are more details on the terms, conditions & the draw process at the car's website – http://www.mahindraxuv500.com

Review and first ride of new Ducati monster all features specification functions and price

2012-02-24T03:54:00.000-08:00

Review and first ride of new Ducati monster all features specification functions and price

Almost a quarter of a million Monsters have sold around the world since its 1993 introduction. So, how many of the next quarter of a million Monsters are to be powered by Ducati’s new Monster 795 for Asia? A quick ride brings us closer to the answer.

Ducati isn’t beating around the bush. The Monster might be the most affordable Ducati in Asian markets by a fair margin, but it’s still no less a Ducati by any yardstick. Instantly recognisable as a Monster, the 795 is manufactured in Bologna & assembled in Thailand, with stringent quality control ensuring it lives up to Ducati’s standards of quality & fit finish.

The 795 is a hybrid; a combination of two existing Monsters. The chassis of the entry level 696 offers convenience for shorter riders thanks to a lower seat height. Repositioned handlebars (sourced from India!) ease the forward lean ergonomics & the foot pegs are likewise repositioned. At the heart of the iconic motorcycle sits the 803cc, Desmodromic valve train equipped motor from the Monster 796. Ducati knows this combination is best suited for Asians & Indians. A double sided alloy swingarm helps keep costs competitive.

The lower seat makes shorter riders feel at home immediately, & the bike is furthermore manageable thanks to its 167kg weight. Wide handlebars provide good leverage,

and the V twin engine outputs a familiar Ducati throb with strong midrange grunt on tap. The Monster blasts to an indicated 94kph in first gear, 138kph throttle pinned to the stop in second while third is good for near 180kph. There’s no shortage of performance from this 87bhp powerplant. And the wholesome package of superb dynamics & potent brakes makes it effortless tapping into & getting to grips with the Ducati’s sporty genes on the right road.

The Monster 795 aims to be exciting & practical. While handling is light & easy, the engine sometimes feels snatchy at low speeds & prefers being left on the boil. And this could be a bit of an issue if you want your Monster to commute to work in Mumbai city traffic every day. Keep its engine revving high on the highways & now you’ve got a better idea of where the 795 can truly excel. Ride quality is pliant & capable of soaking in the bumps with a sporty firmness. Despite its altered seating position however, the Monster is still not the most ideal long distance touring motorcycle, as its stance remains sporty & can extract a toll on an unfit lower back.

No, it may not feel quite at home in every surrounding, but the Monster 795 has its heart in the right place. Performance, styling & the India introductory Rs 5.99 lakh price tag make it pretty tempting. We hear this is just the first salvo fired towards India from Bologna & simply can’t wait for what’s next

Fact File

Price Range (in lakhs)*

Ex-showroom price

Rs 5.99 lakh

Engine

Fuel	Petrol
Type	803cc, L-Twin cylinder, 2 valve per cylinder Desmodromic, air cooled
Bore/stroke	88x66mm
Power	85.82bhp at 8250rpm
Torque	7.95kgm at 6250rpm

Transmission

Type

6-speed

Dimensions

Wheel base

1450mm

Chassis & Body

Weight	167kg
Wheels	3-spoke light alloy 3.50x17, 3-spoke light alloy 4.50x17
Tyres	Front-120/60 ZR 17 Pirelli Angel ST, rear-160/60 ZR 17 Pirelli Angel ST

Suspension

Front	Marzocchi (43mm upside-down forks)
Rear	Progressive linkage with preload and rebound Sachs adjustable monoshock

Posted in: Bikes, Ducati, Random

Updated Tavera neo 3 Launched by Chevrolet | specifications | features | all functions new and latest model

2012-02-24T03:45:00.000-08:00

Updated Tavera neo 3 Launched by Chevrolet | specifications | features | all functions new and latest model

Chevrolet has launched a new updated Tavera Neo 3. It was earlier showed at the Auto Expo, the new Tavera now comes with 2 engine options & also have minor styling updates.

Engine choice includes the new 2.0 litre ICML Sonalika sourced 105bhp CRDI motor i.e. BSIV compliant & the 2.5 litre 78bhp BS-III engine. Styling updates includes new headlamps, updated grille & new bumpers, reprofiled taillamps, upgraded dual tone interiors, new steering wheel & instrument cluster.

The 2.5-litre BS-III version is priced at Rs 6.72 lakh while the top end 2.0 litre BS-IV variant is of Rs 10.26 lakh. (Ex-showroom Delhi)

Test Drive and Review of New Mahindra Xylo E9 specification features | function new and latest model

2012-02-24T03:43:00.000-08:00

Test Drive and Review of New Mahindra Xylo E9 specification features | function new and latest model

What you’re looking at is a mid-life facelift of the Xylo & as you can see, there’s not much change to the basic shape. Still, the new look is easier on the eye & Mahindra has not messed with the Xylo’s strengths, which are its space, practicality & easy-to-use nature.The changes are mostly limited to the front of the MUV – the new grille, the less pinched bonnet & altered headlamps make the Xylo more pleasant to look at. The chin also gets tiny extensions in the form of bolt-on plastic bits & a different bumper.

What makes this Xylo look a bit more upmarket are the black plastic wheel-arch extensions &  there are chrome lined side mouldings. On top you see smart new roof rails &  matte-black footboards. At the rear, the changes are few — the tail lamps are slightly altered, there’s a discreet spoiler &  the D-pillar gets black stickering to give it a bit of fizz. So, a pretty standard facelift then.

The insides get a bit of a re-think too. While the dashboard is basically the same, it gets an equipment upgrade &  this E9 version gets two-tone brown plastics. Mahindra also says that the door handles are now more robust &  there's more space to stow cups &  bottles. The seats on the E9 variant come are leather-upholstered, the gearlever is new &  there’s a new take on the Xylo’s multi-information display. This one also gets steering-mounted audio controls &  a unique voice command system that allows you to switch on the headlights, wipers &  even change the radio station by merely voicing the command. It even pipes up if you leave a door ajar, mentioning which specific door you didn’t shut. And, unlike the Apple iPhone’s Siri, it understands the Indian accent quite well. The steering mounted switches also control the new cruise control feature.

Mechanically, the facelift is almost the same as the outgoing Xylo, except this E9 variant gets the 120bhp mHawk engine from the Scorpio. This engine comes mated to a new gearbox, the 5MT320. It uses detent pin technology &  synchromesh even for reverse to smoother gearshifts &  is still to debut on Scorpio. The layshaft bearings have also been changed for better efficiency.

All variants below the E9 stick with the 112bhp mEagle motor though, &  the base versions still come with the taxi-spec m2DI CR motor. Apart from this Mahindra claims that the dampers have been tweaked too.

On our extremely short drive, the Xylo felt much like the old one. It demonstrated a willingness to pull from low revs, was refined when not being pushed & felt adequately quick. The five-speed manual is a bit notchy though & takes a bit of effort to use, but feels like it will loosen up as the kilometres pile on.

The ride at low speed felt comfy enough though the car did tend to feel unwieldy if you pushed it harder. Our drive was short, so whether the recaliberated dampers & bushings for the suspension actually make a significant difference remains to be confirmed.

Prices start at Rs 8.1 lakh for the E4 variant & go on to Rs 10.25 lakh for this top-end E9 version. Mahindra says prices if variants have gone up by a maximum of Rs15,000 & in some cases a pruned equipment list on some mid range variants has caused prices to go down.

As is clear from the prices, Mahindra hasn’t messed with the Xylo’s biggest strength – its value. That it is much easier on the eye than before will only help the Xylo’s cause.

Fact File

Price Range (in lakhs)*

Ex-showroom price

Rs 7.37 (base) to Rs 10.25 lakh (E9)

Engine

Fuel	Diesel
Installation	Front, Longitudinal, rear wheel drive
Type	2.2-litre, 2.5-litre common-rail-diesel.
Power	120bhp, 112bhp

Transmission

Type

5-speed manual

Dimensions

Length	4520mm
Width	1850mm
Height	1895mm
Ground clearance	186mm

Chassis & Body

Weight	1830kg
Tyres	215/75 R15 Tubeless

Suspension

Front	Independent, coil-springs, double wishbone type with Anti-roll bar
Rear	Five-Link, coil springs

Steering

Type	Power-Assisted rack & pinion
Type of power assist	Hydraulic

Brakes

Front	Ventilated Discs
Rear	Drums

Economy

Tank size

55-litres

The new M6 unvieled by BMW features function all specification price and nea latest model

2012-02-24T03:41:00.000-08:00

The new M6 unvieled by BMW features function all specification price and nea latest model

BMW has achieved supercar levels of performance with its new 552bhp M6 coupé & convertible. The two are BMW’s fastest ever two door road cars, with a top speed of nearly 305kph. They’re powered by a twin turbocharged 4.4 litre V8. The new M6 coupe will debut at next month’s Geneva motor show & the cabriolet will be revealed at the New York motor show in April this year.

The latest M6 coupé & convertible are closely related to the recently introduced M5 saloon, sharing its potent twin turbocharged 4.4 litre V8 petrol engine & seven speed, dual clutch gearbox. With 552bhp & 69.4kgm of torque, the engine develops 52bhp & 16.8kgm of torque more than the naturally aspirated 5.0 litre V10 of the previous generation M6.

It has sufficient reserves, says BMW, to compensate for the increase in kerb weight to 1850kg (the previous M6 coupé weighed 1710kg) & to propel the fixed head car from a standstill to 100kph in 4.2sec & to 200kph in 12.6sec

Drive is channelled to the rear wheels via M division’s active differential, as on the M5. In standard form, the M6 reaches a top speed limited to 250kph — or 305kph with the optional M Driver’s Package.

The performance of the new 1980kg M6 convertible (50kg heavier than before) is no less impressive. It posts official times of 4.3sec for 0-100kph & 13.1sec for 0-200kph, together with the same top speed as the coupé.

Exterior changes compared with a regular 6 series are largely functional & aimed, for the most part, at providing sufficient cooling air for the engine. They include a deep front spoiler, widened front wings, a unique front grille, a prominent diffuser, signature quad exhausts & 19in alloy wheels shod with 265/40 R19 tyres at the front & 295/35 R19s at the rear.

BMW has implemented a series of weight saving measures designed to offset the M6’s increased dimensions, higher standard equipment levels & more substantial rear seats. These include a clear lacquered CFRP (carbonfibre reinforced plastic) roof for the M6 coupé, together with aluminium skinned doors & bonnet, composite plastic front wings & a glassfibre composite boot lid for both models.

Underpinning the new M6s is a heavily reworked version of the standard 6 series’ double wishbone (front) & multi link (rear) suspension, with track widths shared with the M5 saloon & unique dampers, springs & bushing.

Among a raft of standard electronic driving aids are uniquely calibrated ABS (anti lock brakes), DSC (dynamic stability control) ASC (anti skid control), CBC (cornering brake control), DBC (dynamic brake control) & DBF (dry braking function) systems.

For the first time on the M6, BMW is also offering the new coupé & convertible with optional carbon ceramic brake discs. Available in combination with optional 20in wheels, the carbon ceramic discs measure 410mm up front & 396mm at the rear & are claimed to weigh 19.4kg less in total than the standard steel items, for significantly lower unsprung masses. The new carbon-ceramic brakes are distinguished by six-piston & single-piston floating calipers painted gold.

Review and Test Drive of new Toyota Camry all features specification functions new and latest model

2012-02-24T03:38:00.000-08:00

Review and Test Drive of new Toyota Camry all features specification functions new and latest model

In the global scheme of things, the Camry is one of Toyota’s best selling models. It is seen as a sensible family car that is built to last an eternity. However, in India the Camry sells for its size & luxurious appeal. While the Toyota badge is a big draw for many, the lack of a diesel engine has always been the car’s Achilles’ heel. Moreover, being a CBU import, Camry prices have only risen over the years. Little wonder that Toyota has been unable to replicate the Camry’s global success here in India.

While a diesel engine would have immediately brought the Camry back into contention, the fact is Toyota simply doesn’t have the right engine for the job. So if the Camry is to sell with only a petrol engine, it had better cost less. & that is just what Toyota plans to do – reduce the price of the car by assembling it in India. It’s the car that you see on these pages that will be put on sale soon & we recently got to sample it on the outskirts of Delhi.

One glance at the new Camry & it instantly looks bigger & more substantial than the current car, despite the dimensions remaining pretty much the same. Toyota says every single bit of sheet metal is new & more than 90 percent of the parts have been reworked. So, in essence, the car is brand new, but the inescapable fact is it’s based on the same basic platform. Still, the car looks quite attractive & somewhat like a mini Lexus thanks to the angular headlights & big chrome grille. There is also a nice bulge on the bonnet that adds some character to frontal styling. View the Camry from the side & its upward sweeping beltline will catch your attention. The angular tail section is in keeping with modern design trends.

The resemblance to its Lexus brethren carries on in the cabin as well. The interiors are luxuriously appointed with a generous dose of faux wood & leather to have PETA go up in arms. Quality is improved from the earlier Camry but still not near the class benchmark.

The front seats are fully electrically adjustable to get that perfect driving position. What most owners though will be more interested in the rear seats which, we are happy to report, are exemplary in terms of thigh & back support. There is more space now & the neat thing is that the front passenger seat can be moved forward using buttons on the seat back. The buttons are within easy reach of the driver so that the fat cat in the back doesn’t have to move a muscle.

The Camry comes with a four-cylinder 2.5 litre petrol motor featuring Dual VVT-i & its 178bhp output is 11bhp up on the previous 2.4 litre unit. It’s matched to a six-speed automatic gearbox & we don’t expect a manual transmission to be offered when it is launched.

Push the start button & the motor fires up & settles into a barely audible idle. The engine is silky smooth & builds up revs effortlessly. Floor it & the box shifts down after a bit of contemplation & won’t shift up till the redline is reached at 6200rpm. There is also a manual triptronic mode if you want to play boy racer. If only it was in a sportier body; the luxury liner dimensions of the Camry can’t be expected to handle like a speedboat, & it doesn’t. The Camry felt a bit firmer than before and, though it rolls when cornered, it feels under control & isn’t disconcerting. The steering is also a bit too light & lacks feel, especially at high speeds. The suspension flattens the minor bumps & absorbs broken tarmac, but the car we
drove came with 17-inch wheels, & a switch to 16 inchers & higher profile tyres should further improve the ride, which is not bad to begin with.

While it has never been the fastest or the best handling car in its segment, it is comfortable, luxurious & spacious. When it goes on sale later this year, it should be priced much closer to the competition thanks to CKD assembly, & Toyota has used its arch rival, the Honda Accord, as a benchmark. This may just be the real beginning of the India chapter in the success story that is the Toyota Camry.

Fact File
Price Range (in lakhs)*
Ex-showroom price Rs 23 lakh (est), (ex-showroom, Delhi)
Engine
Fuel Petrol
Installation Front, transverse
Type 4 cyls, in-line, 2494cc
Power 178bhp at 6000rpm
Torque 23.5kgm at 4100rpm
Transmission
Gearbox 6-speed, automatic
Dimensions
Length 4825mm
Width 1825mm
Height 1480mm
Wheel base 2775mm
Chassis & Body
Weight 1510-1540kg
Tyres 215/55 R17
Brakes
Front Ventilated discs
Rear discs

Test Drive and Review of New Safari Storme all features quality specification functions

2012-02-24T03:35:00.000-08:00

Test Drive and Review of New Safari Storme all features quality specification functions

Since Its launch 14 years ago at the 1998 Auto Expo, the Safari has soldiered on pretty much unchanged. Sure it’s had its fair share of upgrades – two engine upgrades, minor facelifts, more equipment – but it’s essentially remained the same under the skin. So, when the covers came off amid much fanfare at the Auto Expo, the first impression was one of huge disappointment. We were all expecting the new Safari to look, well… new. But sadly, the Storme’s looks are nothing more than a face lift, & it’s not a significantly more handsome one at that. More of the same wine, then?

Dig deeper though & you will find serious changes. In fact, the underpinnings are all new. The old Safari’s ladder frame chassis has been ditched for a shortened version of the same modern, ladder frame that underpins the Aria (codename: X2). A 200mm reduction from the Aria’s 2850mm wheelbase (the Storme has the identical 2650mm wheelbase of the older Safari) has actually helped in terms of torsional rigidity & weight. The hydroformed chassis of the Storme is 35kg lighter but at the same time a staggering 45 percent stiffer than the old Safari chassis.

Also improved is the suspension – gone is the old Safari’s torsion beam front end. It’s been replaced by the Aria’s double wishbone & MacPherson struts. Tata has tuned the dampers to suit the Storme’s characteristics. The steering gear is borrowed from the Aria as well & this, along with the 80mm wider track, has helped reduce the Safari’s massive 12m turning circle to a more manageable 10.8m.

People who actually head off road will be pleased to know the Storme 4x4 has a separate transfer case with low ratios & a shift on the fly system, like on the old Safari. Tata has wisely chosen not to go with the Aria’s more road biased full time four wheel drive system. Wrapping up the mechanical changes are calibration tweaks to the 2.2 litre DiCOR motor (power & torque are the same as before) to make it more responsive, & modifications to the G76 five speed manual (it is now called the G76 MkII) for better refinement. These improvements were first effected in the Aria & hence are a carry over to the Storme.

The more obvious changes you can see for yourself. The big, squared off headlights of the old Safari give way to slimmer units housing projector lamps within. Nestled between them is a new, near vertical grey honeycomb grille, which gives the Storme a Land Rover like look. A chrome strip runs above it, livening things up. Completing the front look is the new bumper with a slim air dam which lends it a cleaner, fuss free appearance.

However, changes to the front seem out of sync with the rest of the car & when you move to the side you will be hard pressed to notice the new cladding & wider side footstep. The rear receives its fair share of changes as well. The twin chrome tipped exhausts add a bit of sportiness to the design, aided by the high mounted spoiler. The spare has been relocated to under the floor from the rear door & the door gets a chrome strip & a grey coloured band to liven things up. With all these changes to the design, the Safari retains its recognisable looks, yet appears more grown up, urban oriented & sportier. But, after 14 years, Tata should have given us nothing short of an all new design.

The cabin however is completely new & quality has been improved as well. Compared to the current car, you could even call the Storme’s cabin plush, & it’s the beige coloured bits that really help in this regard. The plastics are similar in quality to the Aria & even slightly better in places. The new design dash gets a revised centre console with the air conditioner on top & the music system below. However, you only get a single DIN audio system! Why?

The interiors too sport a clean look which is minimalist & mature. Fit & finish, which was the Safari’s bane in the past, has improved considerably and, unlike the previous versions which had uneven panel gaps, there is much less of it here. Although there still are a few uneven gaps in some places, the overall quality is at least a couple of notches higher.

Where the Safari excelled, & still does, is in passenger comfort levels. The sofa masquerading as a rear bench is still one of the best in the business at this price. With acres of legroom on offer, it is still a great place to kick back, relax & let the chauffer deal with the traffic. Even if you are the one driving, the firm front seats will keep you just as comfy & are perfect for those long highway drives. High seating affords a brilliant view of the proceedings ahead & looking down at the tiny hatchbacks from a high perch gives you the feeling of being invincible on the road. Making it easier to drive in the city is the steering system which is not overtly hard to turn at parking speeds & also returns more feedback on the move.

Armed with a new chassis & now boasting a stiffer suspension, the Safari hasn’t lost the plush ride quality that was its hallmark. Its lighter weight & a firmer setup is obvious when taking on corners, with the Storme exhibiting better body control. The high stance & large dimensions mean it still rolls considerably, but it feels more stable.

The 2.2 litre DiCOR engine makes the same 140bhp as before, but now feels more responsive. Keep the engine revving above the 1700 1800rpm mark, & you will be rewarded with brisk acceleration – brisk for its size, that is. We will, however, have to wait for a proper road test to find out how much quicker it has become. The gearbox the engine is mated to robs you somewhat of the driving pleasure. It isn’t the slickest or easiest to engage, though throws are relatively short & the clutch is lighter than some other SUVs we have experienced. Slowing down a vehicle of Safari’s size needs considerable braking force & the good news is that the Storme now comes with disc brakes all round & is equipped with ABS. Brake feel though reminds us of having stepped in wet mud. They feel spongy, but the Storme comes to a halt without too much drama.

While it may seem like Tata missed an opportunity in not equipping the Safari as lavishly as the Aria – which gets ESP, climate control & GPS navigation – it would have escalated the price considerably. Not something the buyers would have appreciated.

The Safari started life more than a decade ago & over the years has found lots of loyalists. But with competition in the SUV space ratcheted up several notches with the arrival of the XUV500, is the Storme a case of too little too late? After 14 years, they should have brought out a new Safari, body & all.

What you do get is a more modern car under the old skin. So, if Tata manage to keep the price down because they’ve stuck with the old design, then fair enough. The Safari still has enough appeal in it to be attractive.

Fact File
Price Range (in lakhs)*
Ex-showroom price Rs 9-10 (estimated)
Engine
Fuel Diesel
Installation Front, longitudinal
Type 4-cyl, in-line, 2179cc, common-rail, turbo diesel
Bore/stroke 85.0/96.0mm
Power 140bhp at 4000rpm
Torque 32.63kgm at 1700-2700rpm
Transmission
Gearbox 5-speed manual
Dimensions
Length 4650mm
Width 1965mm
Height 1922mm
Wheel base 2650mm
Ground clearance 200mm
Chassis & Body
Tyres 235/70-R16
Suspension
Front Independent, double wishbone, coil springs
Rear non-independent, 5-link with coil springs
Brakes
Front Ventilated discs
Rear discs

An Updated Ferrari California is coming all features functions and specifications

2012-02-24T03:32:00.000-08:00

An Updated Ferrari California is coming all features functions and specifications

Ferrari will showcase an updated version of its California droptop at the upcoming Geneva Motor Show.

The revised California is now lighter & more powerful. The engine a 4.3 litre V8 now churns out 483bhp, up by 30bhp thanks to new exhaust manifolds & engine mapping.

Ferrari has built a lighter, more powerful version of the California, & will show off the revised grand tourer at next month’s Geneva motor show. The torque curve has also been modified & is higher across the engine’s rev range, with maximum torque of 51.43kgm at 5000rpm.

The updated car is lighter too as a result of new aluminium fabrication techniques & construction technologies being used in the manufacturing process of the chassis. According to Ferrari, the Califronia’s structural rigidity, is not affected by the weight reduction.

The car’s 0-100kph time is now 3.8sec, about one tenth of a second faster than the previous version.

Ferrari has also produced an optional ‘Handling Speciale’ package of modifications for the California. It will feature significant upgrades to steering, dampers & springs in the mould of the HGTE package offered on the 599.

The HS pack will move the easy driving California — which is expanding sales to customers mostly new to Ferrari — into more focused territory closer to Ferrari’s traditional appeal, & has been produced in response to customer demand.

Reprogrammed control software for the California’s magnetorheological dampers & lower friction seals in the dampers will allow the suspension to respond up to 50 per cent faster to bumps.

Ferrari has also tweaked the California’s steering rack to be 10 per cent quicker & beefed up the springs by 15 per cent to improve body control. Together, they should provide a more focused driving experience.

The California will also get new colour options included two tone finishes & three layer paint technology, enabling new levels of personalisation.

Honda has resumed the normal production

2012-02-24T03:30:00.002-08:00

Honda has resumed the normal production

Honda Siel, the arm of Honda Motor Co in India have resumed normal car production after witnessing the lower output since November last year due to Thailand floods that resulted a shortage in supply of components.

Honda has started acquiring the critical components from Japan & China in order to normalize the production at Greater Noida plant. The Japanese manufacturer is aiming to manufacture 370 cars in a day in a 2 shift operation which will increase to 440 cars much soon.

As many as 1500 units of the new updated Honda City have been rolled out of Greater Noida facility. Production of the recently launched Brio hatchback has also resumed while Jazz will start rolling out by end of this February.

Honda motors had stopped the production of new Brio last month due to the shortage in supply of many critical components.

Porsche's New baby SUV will be called as Macan features and all functions specification

2012-02-24T03:29:00.000-08:00

Porsche's New baby SUV will be called as Macan features and all functions specification

Porsche has revealed the name of new baby SUV. It will be called “Macan”. It was earlier referred by a working name “Cajun”. The German carmaker has also released a teaser image of the new Macan.

According to Porsche, the name Macan is derived from the Indonesian word for tiger & combines suppleness, power, fascination & dynamics which will be the core characteristics of this new SUV. The Macan is part of Porsche’s new model strategy known internally as “Strategy 2018”.

The Macan SUV will be manufactured in Porsche’s Saxony production line in Leipzig, Germany in 2013. This plant is being expanded into a fully fledged production unit including body assembly line & paint shop with an investment of 500 million Euros. This makes it one of the biggest building projects in Porsche’s corporate history. With this expansion, there will be an addition of 1,000 new jobs as well. The Macan will be the 5th model in Porsche line up & will be based on Audi Q5 which is manufactured red at Bratislava.

Porsche describes the Macan as an “entry model” & said it would “attract new & even younger customers to the premium brand along with the Boxster”; such a statement points to a starting price in the same as mid range Q5s. The Cajun’s engine options are likely to start with a four cylinder, turbocharged powerplant & include V6 petrol & diesel engines, plus a hybrid.