Jaguar XJR revealed

New high-performance XJR saloon expands Jaguar's R line-up.

Jaguar has crowned its performance saloon line-up with a new R version of its flagship XJ. 

Power for the XJR comes from Jaguar’s famed supercharged 5.0-litre V8 engine. In the XJR, it produces 542bhp, the same power output as the recently unveiled XFR-S.

Jaguar hasn’t confirmed any performance figures for its new rear-wheel drive saloon, but a 0-100kph time close to 5.0sec would be expected. Jaguar has promised “supercar performance” for the new model.

A single image released by Jaguar of the car ahead of New York reveals an aggressive new look for the XJ in its transformation into the XJR super-saloon.

Darkened mesh is used for the front grille and air intakes, a front lip spoiler is added, and chrome trim contrasts against the gun metal grey paint finish. Large five-spoke alloys wrapped in low-profile tyres are further additions to the most potent XJ ever.

Jaguar hasn’t gone into detail on the “bespoke chassis and aerodynamic developments” the XJR has compared to the standard XJ. Full details will be confirmed at the New York motor show.

“The XJR is the most focused, agile and responsive Jaguar XJ ever made,” according to the Gaydon-based firm, mixing “supercar performance and assertive looks with the highest levels of luxury”.

Jaguar boss Adrian Hallmark said, “The new XJR epitomises the three pillars of technology, performance and contemporary design which the Jaguar brand stands for in the twenty-first century, while delivering new levels of dynamic ability in a luxury saloon.”

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India-bound Jeep Cherokee unveiled

Jeep unveils all-new Cherokee at New York Auto Show. The new Cherokee is Jeep's India bound FWD C-segment SUV.

The all-new Jeep Cherokee off-roader has been revealed in full prior to the New York motor show.

It's the first Jeep to utilise Chrysler's new 'Compact U.S. Wide' platform, which benefits from independent front and rear suspension. Jeep claims that its new Cherokee will deliver world-class on-road dynamics, improved fuel economy and a wide range of equipment

Offered initially with a nine-speed automatic gearbox, a choice of two engines, three types of 4x4 system and a host of safety and technology options, Jeep hopes that the Cherokee will compete strongly in the mid-size SUV segment. The bold styling, which features aerodynamic design cues that are claimed to combine the company’s heritage with advanced technology, resembles that of the recently revised Grand Cherokee.

Inside, the driver-orientated cabin is said to feature premium materials throughout and a high standard of build quality. Cloth or leather seats are available, as well as upgraded seats with electric adjustment, a memory function and heating and cooling. Buyers can also specify a heated, leather-wrapped steering wheel and a wireless charging pad, useful for those with numerous mobile devices.

A 3.5-inch greyscale screen, or an optional 7-inch colour unit, in the instrument cluster can be configured by the driver to display information about economy, navigation, cruise control settings or the Jeep's four-wheel-drive system.

The standard multimedia system is a 5-inch touchscreen unit, and a larger 8.4-inch system is offered which also includes BlueTooth and sat-nav. A park assistance package is available, as well as myriad practicality and off-road orientated upgrades. Standard safety kit includes ten airbags and stability control.

Internationally, engine options will initially consist of a 2.4-litre four-cylinder 'Tigershark' petrol engine, or a new 3.2-litre V6 'Pentastar' petrol engine. The Tigershark engine uses Fiat's MultiAir technology and produces 184bhp. The 3.2-litre V6 petrol delivers a significantly higher 271bhp.

The nine-speed transmission is Chrysler’s own and is reputedly capable of delivering aggressive launches, smooth power delivery and improved fuel efficiency.

Power is transferred to all four wheels by one of three four-wheel drive systems. The entry-level 'Active Drive I' is automatic and can switch in and out of 4WD at any speed. The 'Active Drive II' option adds a low-range mode, with a locking centre diff, and a 1" increase in ride height.

Those determined to head deep off-road can opt for the 'Active Drive Lock' system, which adds a locking rear differential for improved traction in poor conditions. All come with Jeep's Selec-Terrain traction control which offers multiple modes for different surfaces.

Jeep's new Cherokee also marks the debut of Chrysler's Adaptive Cruise Control Plus, which can bring the vehicle to a complete stop in certain conditions. It uses radar and video sensors to observe vehicles in front, braking the vehicle to maintain a driver-defined gap. If the gap is reduced dramatically, the stability control system can bring the Jeep to a complete halt, even if the driver doesn't touch the brakes.

"The all-new 2014 Jeep Cherokee will be the benchmark for mid-size SUVs, with a new level of on-road driving dynamics and fuel economy, while at the same time improving the 4x4 capability that customers expect from Jeep", said Mike Manley, boss of the Jeep brand.

Jeep will soon launch its products in India starting with the larger Jeep Grand Cherokee. The new Jeep Cherokee revealed here could be Jeep’s C-Segment offering for India. 

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New Audi A3 saloon revealed

Audi A3 saloon to rival Mercedes CLA; four-wheel drive S3 variant to follow in 2014

Audi has unveiled the new A3 saloon. The A3 saloon sits below the A4 and will compete with the new Mercedes CLA saloon.

A potent 296bhp Audi S3 version of the new four-door will also be part of the global A3 line-up, seen here officially for the first time ahead of its Shanghai motor show reveal next month. Although the cars are pictured here in America, it will not be shown at the New York motor show.

The A3 saloon, which has the Mercedes CLA as its chief rival, is 4460mm long, 1796mm wide and 1416mm high, with a wheelbase of 2400mm. This makes it 150mm longer, 11mm wider and 9mm lower than the A3 Sportback on which it is based, with the pair sharing the same 2636mm wheelbase.

These dimensions also make it 170mm shorter, 19mm wider and 19mm lower than the Mercedes CLA. The 

wheelbase of the CLA is 63mm longer than the A3 saloon’s.

"This is a car that will attract young professionals to the brand, people with their first managerial job, perhaps with only young children, but who want to enjoy their success," said an Audi spokesman. China is expected to be the biggest market for the car, with younger, wealthy businessmen increasingly opting to drive rather than be driven, followed by the US. In Europe, sales will concentrate on Russia, Germany and the UK.

Internationally, three engines will be offered from launch: 138bhp 1.4 TFSI and 178bhp 1.8 TFSI petrols, and a 148bhp 2.0 TDI diesel.

The four-wheel drive S3 saloon will be introduced early next year. Its 2.0 TFSI engine helps propel it from 0-100kph in 4.9secs when equipped with the optional six-speed double-clutch S-tronic automatic gearbox. A six-speed manual, with 0-100kph time of 5.3sec, is standard.

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Jaguar XKR-S GT revealed

Jaguar commemorates 25 years of its R brand with limited-edition XKR-S GT

Jaguar is commemorating 25 years of its R performance brand with the most focused road-going version of its XK ever.

 

The XKR-S GT, which joins the new XJR at the New York motor show, is a track-ready version of the XKR-S that remains road legal.

 

Power comes from a 542bhp supercharged 5.0-litre V8 that sends power to the rear wheels through a six-speed auto’ gearbox. The GT is good for a 0-100kph time of 3.9sec, some 0.3sec quicker than the standard XKR. Although Jaguar says the car is theoretically capable of 320kph, it is limited to 300kph.

 

The GT features a bespoke aerodynamic package that includes a carbonfibre front splitter, dive planes, extended wheel arch spats, a rear diffuser and a large fixed rear wing. Maximum downforce of 145kg is said to be achieved.

 

Carbon ceramic brake discs are fitted, a first for Jaguar. New front and rear suspension systems also feature, including a wider front track, increased camber, revised bushings and a new steering system with a faster ratio. Bespoke, height-adjustable dampers are another addition that features a race-derived twin spring system.

 

Completing the transformation are special lightweight 20in alloys shod in 255/35 Pirelli Corsa rubber at the front and 305/30 tyres at the rear.

Just 30 examples will be made – 25 for the US and five for Canada. However, Jaguar says it will consider right-hand drive models for the UK and other markets if demand is sufficient.

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New Range Rover Sport revealed

Full story of how the new Range Rover Sport manages is lighter, quicker and more agile than before

The all-new Range Rover Sport, revealed at the New York motor show, is a model described by Land Rover design boss Gerry McGovern as being “the Porsche 911 of SUVs”.

It’s his way of emphasising the essential difference between the all-new Sport — due in showrooms in September — and the recently launched, considerably larger Range Rover flagship  which shares many of the Sport’s underpinnings but not its essential character. “We’ve taken ride, handling and agility to another level in the Sport,” adds brand boss John Edwards. “This is the fastest, most agile and most responsive Land Rover ever.”

The first-generation Sport rapidly achieved halo status as JLR’s most profitable car, scoring impressive success in the US and especially in Manhattan — hence the decision to unveil the second-generation car at the New York motor show this week. Sales have always been strong; even last year it notched up 56,000 sales, its second-best result to date.

The styling — more sophisticated and sporty than before — makes obvious reference via the floating roof and basic proportions to the ‘senior’ Range Rover, but it is both low and compact in comparison, with greater windscreen rake, a forward control aspect and pronounced wheel arches and haunches that advertise its dynamic priorities. “It’s dramatic and powerful, with immense road presence,” claims McGovern.    

The new Sport has much more in common with the Range Rover than the old model, sharing most of its primary suspension and transmission parts and key components of its aluminium monocoque chassis (adopted instead of the original model’s heavy, old-tech, twin-rail steel chassis). The new car is 62mm longer than the outgoing Sport, but still 149mm shorter than the flagship Range Rover, while its wheelbase is 178mm longer than that of its predecessor. Thus its rear overhang is markedly shorter than before and the redesigned cabin offers both more rear-seat knee room and space for an optional pair of electrically powered, fold-down, child-friendly seats forming a third row, making this a ‘5+2’ SUV for the first time.

Weight saving is a highlight of the new Sport. Engineers claim a ‘real-world’ saving of around half a tonne over the previous model, though that is calculated by comparing the latest high-output V6 with the previous diesel V8, which offers similar performance. If you compare old and new V6s directly, the difference is a still-impressive 420kg.

 

Engineers have also chased efficiency through aerodynamics. The Sport has movable vanes in its cooling system to cut drag on the move, plus near-flush glazing and a smooth underfloor panel to reduce the drag coefficient to 0.34.

At launch, the Sport will be offered with a choice of two engines: a 288bhp 3.0 SDV6 diesel and a 503bhp supercharged 5.0-litre petrol V8. These will be joined next year by a 254bhp TDV6 diesel and a 334bhp 4.4-litre SDV8 ‘super-diesel’ with a 6.5sec 0-100kph time. Later in 2014 we’ll see a turbocharged 2.0-litre petrol engine option — broadly similar in performance to the outgoing V8 diesel.

These engines (all of which incorporate stop-start) send their power through an eight-speed ZF automatic gearbox to a permanent 4x4 system. But in a big break with the past, the Sport will be offered either with a two-speed transfer case that offers the traditional high range and low range and a 50/50 front/rear torque split, or a single-speed transfer case with a default 42/58 per cent torque split to give a rear-drive bias for sharper on-road handling.

 

Towards the end of 2014, Land Rover promises to deliver a “highly innovative” diesel-electric hybrid version of the Sport that will emit only 169g/km of CO2.

The suspension features air springs and uses many of the same lightweight components as the new Range Rover, but the rates of the springs and continuously variable dampers are biased much more towards handling than the Range Rover’s luxury-focused set-up, and there’s a new Dynamic setting in the Terrain Response menu to best configure the car for energetic on-road driving. Variable-ratio electric power steering is adopted, with its gearing sharpened to three turns between locks.

The whole chassis bristles with electronic driver aids, including roll stability control, corner brake control and engine-drag torque control to go with the more familiar hill descent control, stability control and hill-start assist.

The interior draws much from the conventions established by the previous Range Rover Sport model: driver-orientated controls, slightly lower driving position than the Range Rover (by about 20mm) and a high and very prominent centre console, all of which help to give the whole thing a sporting aspect. But there’s much progress in the execution, which is more sophisticated in design, includes new kit like an optional head-up display, simplifies the controls and generally reaches a higher level of quality that’s perceptible as soon as you experience it. McGovern cites “cleaner, purer surfaces”, and the materials quality has taken another big step forward. What’s more, there’s much more choice for owners: lots of colours and textures and no fewer than 11 designer-endorsed ‘themes’.

Variants avialable at launch are the SDV6 and the Supercharged Autobiography, the TDV6 will arrive next year.

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Mahindra e2o review

Mahindra has launched its electric car, the e2o, at a price of Rs 5.96 lakh in Delhi. Here's our first impression of what it's like to drive.

Mahindra Reva’s e2o is a new-generation electric car that has had a long gestation period. It started life as the NXR concept designed by Dilip Chhabria (DC), benefited hugely by the experience of Mahindra when the Indian UV maker bought into the company  and is today built in a futuristic, all-new state-of-the-art plant in Bangalore. Electric cars haven’t managed to penetrate into the mainstream and the company’s earlier car, the Reva i was pretty far off from being either practical or useable. The new e2o, however, promises to deliver more of both. 

It achieves this partially. It is a two-door car, so access to the rear seats is poor, luggage space is limited, and then there’s the fact that you can’t roll the rear windows down. Generic electric car limitations reduce practicality as well. A full charge takes five hours and the car has a real-world range of 80-90 kilometres (Reva claims a range of 100km). Still, if these don’t bother you too much or if you can get around the said issues, Reva’s new electric car is a huge step forward.

Mahindra has done a decent job of translating DC’s NXR concept into the production e2o, but as often happens; a considerable amount has been lost in translation. Fit and finish of the multi-layer high-impact plastic body is improved, but some large gaps, like the one for the door, remain.  

The big surprise, however, is that once you are sat in the back, the rear seat is actually quite roomy, comfortable and useable. The front seats are even more comfortable with plenty of thigh support from the wide seats. Even things like the roof lining and dashboard fit and finish don’t disappoint. A large touchscreen interface has been well integrated and the monochrome digital speedo-slash-information pod looks sufficiently high tech. There are still a few tacky bits like the gear selector and the power window switches, but overall, the insides really do work. 

First impressions from the behind the wheel are pretty good too. The pedals are massively off-set and take getting used to, and the gearlever also is a bit fiddly. Squeeze the accelerator, however, and the e2o takes off from rest smoothly and in a jerk-free manner and it is quite easy to keep pace with traffic. 

But ask for more power or a sudden burst of acceleration and the e2o disappoints. For improved performance you need to select ‘B’ or ‘boost’ via the gear selector. Once you do this, throttle reposes are slightly sharper and there’s a bit more tug in the mid-range. Acceleration till around 40kph is quite strong, but after that the power delivery soon tails off even in boost mode. And the e2o tops off around 80kph. 

Mechanical refinement has also been improved vastly over the earlier car.  The electric motor only whines at high speed and the suspension works in a near-silent manner. The e2o’s ride also comes as a pleasant surprise. It is silent and comfortable even over big bumps, which is great. The soft suspension means that there is a bit of body roll when you steer into corners and handling isn’t sharp. The non-powered steering also could get heavy at parking speeds with a full load. 

The e2o’s mechanical layout is similar to earlier Revas. Its uses a tubular and box section chassis, the body is made of high-strength plastic and the electric motor sits behind the rear wheels. The all-important lithium-ion batteries are placed below the front seats. The new car has been crash-tested in Spain, it uses 10 on-board computers and Reva has come up with a number of innovative solutions for which it has filed 30-odd patents. You can plan your trip with the help of Google Maps, the software telling you how far you can go before having to turn back. You get an additional 10km of ‘limp home’ range before your battery completely dies and Reva can even ‘revive’ your dead battery and give you a further 10km still, all via a remote link to your car. A 15-minute quick charge can get you 25 additional kilometres, you are connected to the car via a phone app that can start your air-con for you, lock and unlock the Reva, and the company even sells a solar charger for the car for approximately Rs 1.5 lakh (The Sun2Car program can get you a free 50-60 percent charge every day, sunlight willing).

The e2o is not as practical as an everyday hatch. The two-door configuration means access to the rear is poor, the batteries have a limited range and build and construction aren’t really up there with most hatches from Hyundai or Maruti. Accept its limitations, however, and the e2o is a surprisingly usable city car. It is a bit underpowered, but it is smooth, silent, easy to drive, surprisingly high on tech, and at the end of the day, has what it takes to get the job done. Mahindra will launch the car in six cities in the first phase. Prices in Delhi start at Rs 5.96 lakh (on-road) after a subsidy from the state government to the tune of Rs 1.8 lakh. But even at this price, the car isn’t cheap. Look at prices outside Delhi (see table below) where very little subsidy exists and prices are well into saloon segment levels. This makes the e2o difficult to justify as a logical buy, even when you consider the negligible running costs. Like most electric cars around the world, this is a car you buy if you like the idea of owning and driving an electric vehicle; it’s as simple as that.

Fact File

Price Range (in lakhs)*

Ex-showroom price

Rs 5.96 lakh (on-road, Delhi)

Engine

Type	3 phase induction motor
Power	19kW (25.5bhp) at 3750rpm
Torque	5.40kgm at 3400rpm

Dimensions

Length	3280mm
Width	1514mm
Height	1560mm
Wheel base	1958mm

Suspension

Front	MacPherson strut, anti-roll bar
Rear	Non-independent, coil springs

Brakes

Front	Discs
Rear	Drums

Economy

Tank size

Range: 100km (under test conditions) Battery: 48V Lithium-ion battery; 5 hours full charge

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New Range Rover Sport leaked

New car will be 300kg lighter than its predecessor and will be revealed on March 26.

Pictures of the new Range Rover Sport have surfaced online ahead of its reveal at the New York motor show. The car will be officially unveiled on 26 March when it is driven through Manhattan the day before the show opens.

The company had previously released a official teaser shot of the new car and says that the location of the Sport’s debut is entirely appropriate, because New York city is the model’s single biggest metropolitan market and the Sport is also currently Land Rover’s best-selling model in North America.

 

The unofficial images appear to show the Sport will share its basic design DNA with the Range Rover, but evolves the wing-mounted vents seen on the current car. The car also borrows heavily from the Range Rover Evoque.

 

John Edwards, who is Land Rover’s global brand director, said: “The all-new Range Rover Sport takes the model to another level. It is Land Rover’s most dynamic vehicle yet and showcases the best of British design, engineering and technological innovation.”

 

The new Sport is based on the same all-aluminium, bonded and riveted PLA (Premium Lightweight Architecture) platform as the Mk4 Range Rover. It will be built alongside the flagship model at the company’s new PLA production line in Solihull, West Midlands.

It is expected to be a good 300kg lighter than the outgoing Sport, which is based on the same heavy-duty T5 platform as the Land Rover Discovery 4. This should mean that the base V6 diesel Sport will weigh in at about 2160kg.

 

Those who have seen the finished product say that the new car is “more obviously sporting” than the current Sport. It will be visually differentiated from the Range Rover by a more sharply raked roofline, shorter rear overhang, deeper body sides and more aggressive treatment for the nose and tail.

 

The Sport will also come with the option of seven seats, to help it compete more directly with the Mercedes-Benz M-class and the upcoming, all-new BMW X5. To add to its competitiveness in this segment, sources say that the Sport will get the option of a new 2.0-litre diesel engine.

 

Land Rover's new Sport will also be offered with a hybrid drivetrain. 

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Tata Vista D90 vs Hyundai i20 CRDi vs Fiat Punto 90HP

We find out which of these powerful diesel hatchbacks is the best.

Overview

The traits usually associated with diesel hatchbacks are fuel efficiency, practicality and common sense. The three hatchbacks here, however, look to add a bit of spice, all the while retaining their core attributes. These cars are for people who want a bit more power without sacrificing the cheaper running costs of a diesel.

Meet the Fiat Punto 90HP, Hyundai i20 1.4 CRDi and the new Tata Vista D90. All three make around 90bhp, and all cost in the vicinity of Rs 7 lakh. Fiat’s Punto, the pioneer of this segment, costs Rs 7.38 lakh. The i20 is the most expensive at Rs 7.62 lakh and the Vista, being a Tata, makes the others look overpriced. It costs Rs 6.83 lakh in this top-of-the-line ZX+ trim. At this price, it is more expensive than the regular Vista, but still seems like good value when you think of how much more the others cost.

The Vista doesn’t enjoy the same premium hatchback image that the Fiat and particularly the Hyundai do. Tata is trying hard to change this – the Vista D90 comes with engine, exterior, cabin and suspension upgrades. But is this enough to take the fight to the others? 

DESIGN & ENGINEERING

If you’ve splurged on the extra diesel horsepower, you naturally want something that looks fast. Nothing in this group looks faster than the Fiat Punto. Everything about this car looks gorgeous – the snub nose, the tiny rear overhang, and wheels that fill out the arches nicely – it’s got Italian passion written all over it.

In fact, the Punto looks so good that the other two look a bit ordinary in comparison. That’s not because they are not trying – the Vista comes with bright colours, smoked tail-lamps and a black roof, and Tata is even offering a dealer-fit sports body kit that alters the bumpers and adds side skirts and a spoiler (not fitted on our test car).

The i20’s recent facelift has really done wonders for the way it looks. The stretched-back headlights, slim grille and sporty chin make it look far more attractive. However, move back and its practical hatch nature is rather evident. The curves and lines don’t look as crisp as the Punto’s minimalist lines.

Of the three, the i20 is the widest, the Indica is the tallest and the Punto is the lowest. Surprisingly, for the amount of space on offer, the Vista has the shortest wheelbase, which serves to show how good its interior packaging is.   

All three cars use the standard small-car suspension formula of independent MacPherson struts up front and non-independent, torsion beam, coil-sprung axle at the rear. All three use disc brakes up front and drums at the rear.

Sports hatch fans will like the fact that the Punto gets 15-inch rims, while the other two stick to smaller, 14-inch ones. And, though it doesn’t feel heavy, it’s the i20 that weighs the most at 1212kg, as against the Indica’s 1180kg and the Punto’s 1144kg.

INTERIORS

The Vista’s upgraded interiors are a step up from the old car. The cabin plastics look plusher and feel more tactile. The best bits are the new multi-function touchscreen audio system that’s great to operate and the dials for the climate control system, which look and feel upmarket. The instrument cluster, borrowed from the Manza, moves to the conventional position ahead of the steering wheel and looks quite good, but the small dials are a bit hard to read. Also, the cheap power window switches, the control stalks and sharp edges around the small door pockets are of iffy quality. Also, the pedals are a touch too high and there is no dead pedal either.

The interiors of the Punto have a bit of Italian flair, but the choice of materials is what lets it down. Though Fiat has improved the quality of the interiors, there are still plenty of hard plastics around. Even worse are the flawed ergonomics. The steering wheel is too close to the driver, the pedals a touch too high and the front seats, which are the least comfortable in this group, lack under-thigh support.

The i20’s interiors are quite sober, but the interestingly detailed steering wheel, the information pod on the dash and the two-tone split give it a bit of character. It feels wider on the inside and the front seats are large and well-bolstered as well. The large dials can be read at a blink, the chunky controls and switches can be used almost blindfolded and the insides have a well-screwed-together feel.

Move rearward and you’ll find that space in the Punto’s back seat is noticeably tighter than the other two. Legroom is tight and the sloping roofline means headroom isn’t generous either. There’s a lot more space in the i20’s rear, but there is a slight lack of thigh support and the flat, hard cushion doesn’t cosset you too well.

Not surprisingly, it’s the Vista that has the most spacious rear seats. The broad cabin makes it easy to sit three abreast and the high-set seat is very comfortable. But in maximising passenger space, Tata has eaten into boot space. At 232 litres, it is the smallest in this group.

The Indica Vista and i20 run nose to nose as far as equipment is concerned. The Indica gets unique features like a touchscreen display with voice-guided sat-nav and a DVD player. The i20 gets kit like an auto-dimming mirror, a reversing camera, auto-folding outside mirrors and an optional six airbags! The Punto’s only standout feature is Bluetooth connectivity, and this is something both the other cars offer as well.

ENGINE, GEARBOX & PERFORMANCE

Both the Indica Vista and the Punto share the proven Fiat-sourced 1.3-litre Multijet diesel engine, pumping out an identical 89bhp and 20.4kgm of torque. What’s more, even the gear ratios on their five-speed boxes are the same.  Despite the variable-geometry turbos they use (which is how they make 15bhp more than the lower-powered Multijet), both have considerable turbo lag, and it’s only when you get past 2500rpm that they really wake up.

The Vista takes 13.9sec to do the dash from 0 to 100kph, while the Punto takes a whole two seconds more – times which are, quite frankly, unimpressive (the less powerful Maruti Swift diesel does the run in 13.6sec). Even the in-gear acceleration is much stronger in the Vista. It takes 11.78 seconds for 20-80kph in third and 13.33sec for 40-100kph in fourth gear. While the Punto takes 12.40sec and 14.23sec for the same. This difference in performance is down to the tuning of the ECU and it’s quite disappointing that Fiat hasn’t perfected this on its own engine, which doesn’t feel like it has an 89bhp motor under the hood.

The 1.4-litre motor in the Hyundai i20 is in a different league. The 1386cc engine is remarkably more free-revving, the power doesn’t tail off suddenly, and the engine spins happily to 5100rpm. Sure, there is some turbo lag, but the boost comes in at a much lower 2000rpm, and this makes all the difference. Performance is pretty impressive, with the dash to 100kph taking 12.88 seconds. The i20 also has the most refined engine here. It’s quiet at idle, smooth when revving and gets a tad noisy only near the redline. Of the other two, it’s the Vista that is more refined, thanks to a new sound insulation package that Tata has installed. 

RIDE & HANDLING

The Vista’s revised spring and damper setting and optimised bushes are small tweaks that have a made a huge difference, and as a result, the Vista now rides really well. The pliant suspension soaks up potholes with ease and even sharp ridges are smoothened out without the passengers getting jarred. It’s fair to say the Indica has the best low-speed ride in this test. Straight-line stability is impressive, but show it an undulating road and it doesn’t feel as flat or planted as the Punto. In fact, the Punto’s overall ride is even better than the Vista’s. At any speed and on all surfaces, the ride is flat with very little vertical movement, which is more than what can be said about the i20. The Hyundai has a soft setup, so the low-speed ride is decent, but it’s not half as competent as the Punto or the Vista when it comes to keeping its occupants isolated from the road. It’s not as stable at speed as the other two either, and in comparison to them, it’s quite clear that Hyundai is quite some way off from perfecting the right ride and handling balance. Adding to the i20’s woes are a steering that is incredibly light and body control that’s rather sloppy.

The Vista surprised us again with its steering feel, which has never been a strong point of Tata cars. Thanks to a slightly stiffer setup than the 75bhp version and a new bigger-capacity hydraulic steering pump, it turns into corners better than before. Sure, you do get some body roll and squeal from the tyres when you push it hard, but the steering feels well weighted and the car feels secure and predictable.

It must be said that the i20 works best as a city car, it is easy to drive thanks to its light clutch, easy gearshift, super-light steering and relatively more responsive engine.

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Kawasaki Ninja 300 coming soon

Kawasaki’s Ninja 300 to turn up the heat this summer.

Kawasaki and Bajaj are all set to launch their exciting Ninja 300 sportsbike in a few days from now, on April 10, 2013. The latest Ninja for India will replace the outgoing 250cc model and also shows off revised styling. The 300 now comes with ZX-10R inspired dual headlamps, a floating visor, revised instruments, larger fairing vents and a radiator fan cowl to dissipate heat effectively and away from its rider.  

The Ninja 300 houses a four-stroke, parallel-twin and liquid-cooled, 296cc engine. Fuel injection is standard, with new throttle valves working to improve mid range grunt, and engine response. The latest Ninja outputs 39bhp at 11,000rpm, with a peak torque figure of 2.8kgm made available at 10,000rpm. And that’s not all; Kawasaki has spent much time perfecting the 300 engine, including flatter piston crowns than seen on the earlier bike, sleeveless die-cast cylinders and a cylinder that accommodates 7.8mm longer stroke. Both intake ports are wider, and seat larger diameter valves. Power is directed to the rear tyre via a 6-speed gearbox, with aggressive downshifting now supported by a slipper clutch system, usually only found on larger capacity motorcycles.

A rigid, diamond type, steel frame holds the new Ninja 300 together, along with a pair of 37mm telescopic front forks and a linked monoshock at the rear. Braking is via Nissin discs front (290mm) and rear (220mm).

Kawasaki and Bajaj are yet to disclose pricing for the Ninja 300, but expect this to be close to the current Ninja 250R, with no more than a small premium, the new bike shall easily justify thanks to its extensive improvements.  

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Profusion Exotic Cars to make India debut

Small-scale sportscar company to enter India with CKD models within one month; starting price for first model, the Typhoon, to be around Rs 55 lakh.

Profusion Exotic Cars, a small-scale sportscar company that is quite an unknown brand here, is all set to make an entry into the Indian market within a month.
 
While Profusion specialises in producing track-centric two-seaters, it is also in the process of road-legalising its vehicles for use throughout India. The carmaker will kick-off its stint in India with the Typhoon, a track-focussed, 1.8-litre 130bhp two-seater. The Typhoon will also come with the option of a 2-litre engine that puts out 145bhp. What’s more, Profusion also offers additional custom performance modifications to the 2-litre engine that boosts the output to around 300bhp.
 
Speaking to Chris Christoforou, managing director, Profusion Exotic Cars, he said, “We’re looking to launch our range of bespoke cars here within the month. Each car will have the option of being customised to individual needs, right from the seat fitting, the colours, the alloys, everything. We’re working very closely with Red Rooster Racing from Bangalore to get the Typhoon ready for launch. With the Typhoon, we want to offer customers a unique experience of having a car that can be used on the track as well as on the road.”

The company will be making its cars only as per demand, and will even give its customers the option of equipping it with a single petrol tank for road use, or a dual petrol tank in case customers want to use it on track.

The company has already set up a production plant in Bangalore and will bring its models in via the CKD route. As far as dealerships are concerned, Profusion will start off with one in Bangalore and will subsequently set up outlets in Mumbai and Delhi within the year. The prices have not been finalised yet, but Profusion is expected to give the Typhoon a starting price of around Rs 55 lakh, which is quite steep for a brand that is relatively unknown. UK-based sportscar maker Caterham also had a similar plan of entering India with its ‘Caterham Academy India’ last year. Eventually though, the success of such offerings will be based on the popularity of track days at circuits like the Irungattukotai circuit in Sriperumbudur, Chennai.

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KTM 390 Duke to get ABS

KTM 390 Duke, slated for India launch in mid-2013, to include option of ABS.

KTM is ready to step up the excitement in the Indian market with their upcoming 390 Duke. While we wait for the official launch in mid-2013, some details regarding the baby Duke are coming to light.

A significant feature on the 390 Duke for India will be the inclusion of Bosch’s 9M ABS option. The sensors at the front and rear wheels will be connected to an independent ECU for the ABS function, that also monitor engine torque to optimise braking. This is certain to be a big boon as demanding Indian riding conditions are known to throw many uncertainties at street riders, all the more pertinent when the power on tap increases, such as with the 390 Duke. However, riders could also have the option of switching off the ABS system.

Just looking at the 390 Duke’s performance potential makes the ABS option a sensible move. The 390 Duke is 25cc short of doubling the displacement of the 200 Duke, and 43bhp is considerably more power than the 200 Duke. Despite the jump in power, the 390 puts on just under 10kg, which means its power to weight ratio is a gob smacking 290bhp per tonne! The Ninja 650 has a power to weight ratio of 337bhp per tonne, so, it’s clear the 390 Duke is going to be a properly fast motorcycle.

What’s putting all the power down? The 390 Duke comes shod with 110mm section front and 150mm section rear tyres, like on the 200 Duke. There’s 300mm front and 230mm rear discs, again from the 200 Duke, and including ABS ensures the 390 Duke’s performance can be enjoyed with a lot less to worry about.

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