New 2013 Honda CR-V review, test drive

The new Honda CR-V comes with fresh styling and more power. Prices start at Rs 19.95 lakh.

The previous Honda CR-V was once amongst the most popular import cars in India. Then the competition hotted up and the petrol-only CR-V lost some of its appeal. Honda has, however, quietly been slaving away to bring this new, fourth-generation CR-V to India. The all-new car is also the first CR-V to be assembled in India, and that will help Honda price it more competitively.

Honda has managed a delicate balancing act with the styling of the new car. It’s easily recognisable as a CR-V and so will be a car many can identify, but it’s different too. Full of sharper-looking details, the body panels have been clothed in a tighter-fitting skin and there are plenty of cuts and creases all over. The high-mounted tail-lights are evolved from the current car. The most interesting detail, however, is the rear three-quarter window, which tapers to a point. The new car's styling is also not as quirky as the previous model’s and that means the new CR-V is likely to appeal to a wider audience.

It is offered with the same 2.0- and 2.4-litre petrol motors as before. However, they have received a bump in power and torque. So the 2.0 gets 154bhp (only 7bhp less than the earlier 2.4) and the updated 2.4 gets 187bhp. The smaller motor is offered with a six-speed manual or a five-speed automatic. The 2.4 motor is only offered as an auto and comes with Honda's on-demand four-wheel-drive system. 

The responsiveness of the 2.4 in the city is not bad, even in Eco mode, and tapping on the accelerator for a small increase in speed gets an immediate response. The five-speed automatic gearbox, however, is a bit slow, so that big burst of acceleration takes its time coming. It has tall gear ratios too – second gear runs up to an indicated 135kph. More gear ratios and a faster shift would have been ideal.

Flat-out performance is much stronger. Speeds as high as 150kph are breached quite easily, and keep your foot down and the CR-V feels reasonably quick, even on an open road. The motor is quite audible at high engine speeds though, especially past 5000rpm, but it sounds sporty rather than intrusive.

 

Ride quality is surprisingly good too. It rides flat and body movements are well controlled. The suspension is silent and this adds to the feeling of calm inside the already silent cabin. 

 

 

As for the handling, the CR-V feels nice and poised around corners and very car-like to drive in the manner in which it responds to tight as well as high-speed corners. Straight-line stability is very good too, with no nervousness at high speeds. The new CR-V, however, isn't quite as nice to drive as the previous one, thanks to the new, more efficient electrically assisted steering system. It's not bad, per se, nor is it as light and inert as many other new electric systems, but it isn't nearly as good as the old hydraulic system. 

The CR-V may look bigger than the old car in pictures, especially from the outside, but it is actually shorter and lower slung. The driving position is more car-like than in the current car and this has been done purposely, says Honda, to help emphasise its car-like driving manners. Honda has also done a very good job of utilising space, with almost every area having grown. There’s an additional 225mm in the cabin, which helps it feel more airy and open, and the high-quality steering wheel and multiple screens give the interiors a modern feel. The wow factor is considerably upped by the classy instrument panel as well. Well finished and with minimalist white numbers on a black dial, the instrument panel also incorporates a digital display at the centre, along with a layered 3D effect.

Just like the earlier CR-V, there’s plenty of space for passengers at the rear. The cabin feels wider, the completely flat floor makes it a genuine five-seater, and the big back seats offer plenty of comfort. As ever, the new CR-V will be a great car to be chauffeured around in.

The car also has more luggage space – 589 litres with the last row of seats in place, and 1,648 litres with the 60/40-split rear seats folded down – an increase of 148 litres. 

 

Drivers of the 2.4 also get paddle shifters for a more controlled drive. The top-end AVN variant also features an electric sunroof, and a 6.1-inch multimedia information display that is used to control the audio, video and navigation. The rear-view camera will be very handy and is standard across the range. The CR-V also boasts of a button-activated Eco mode for a more fuel-efficient drive. Leather-wrapped seats, steering-mounted audio controls, cruise control and the one-touch folding rear seats are standard across the range.

 

Honda will also offer two styling packages for the CR-V. The Inspire package gets chrome garnishes and scuff plates for the door sills, as well as a tail spoiler and sculpted running boards. The Elegance package offers a healthier smattering of chrome, but does without the spoiler and the running boards. What makes it distinctive is its honeycomb grille.

 

Honda has priced the base 2.0L MT variant at Rs 19.95 lakh and the 2.0L AT at Rs 20.85 lakh. The 2.4L AT comes priced at Rs 22.40 lakh and the top trim level 2.4L AVN at Rs 23.85 lakh. The diesel version is not part of the current plan and is unlikely to come to India within the first year, but with prices as competitive as these, there should still be healthy demand for Honda's petrol SUV.

Price Range (in lakhs)*

Ex-showroom price

Rs 19.95 - 23.85 lakh (ex-showroom, Delhi)

Engine

Fuel	Petrol
Type	4 cyls in-line 2.0-litre, 4 cyls in-line 2.4-litre
Power	154bhp at 6500rpm / 187 bhp at 7000rpm
Torque	19.37kgm at 4300rpm / 23.04kgm at 4400rpm

Transmission

Type	2WD / AWD
Gearbox	6-speed manual / 5-speed auto

Dimensions

Length	4528mm
Width	1818mm
Wheel base	2618mm

Chassis & Body

Weight

1500kg

Suspension

Front	Independent, MacPherson struts, coil spring
Rear	Double wishbone, coil spring

Steering

Type of power assist

Electric

Brakes

Front	Disc
Rear	Disc

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Aamby Valley to host drag race

Aamby Valley City airstrip to host drag racers on March 9-10; special appearance by Y2K and Kawasaki ZZR1400 Monster Energy superbikes.

India’s first international drag race will be held at Aamby Valley City on March 9-10. The Valley Run 2013 will have racers from across the country and the world over showcasing their cars and bikes on the Aamby Valley City Airstrip, and competing with each other to set the best quarter-mile time.  

Ten-time World Drag Race champion, Rickey Gadson will also attend the event. Gadson will race down the airstrip on a Kawasaki ZZR1400 Monster Energy and will also ride the MTT turbine Y2K superbike down the stretch.

"I’m definitely looking forward to making my maiden voyage over to Mumbai, India, for The Valley Run 2013. India has a huge and thriving drag racing fan base. So, I'm honoured to be the first US Champion Drag Racer to come over and be a part of this event,” said Gadson.

The event is in collaboration with Elite Octane Inc and is also supported by the FMSCI, Performance Racing Store and Seventh Gear Customs.

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Force Motors launches Gurkha SUV

Gurkha is powered by Mercedes' OM616-based diesel engine; prices start at Rs 6.25 lakh for the soft-top version.

Force Motors has launched the Gurkha SUV.

The Gurkha is powered by Mercedes-Benz's 2.6-litre OM616-based diesel engine, which does duty in various other Force Motors products as well. The engine is good for 81bhp at 3200rpm and 23.45kgm at 1800rpm, and comes mated to a five-speed manual gearbox,

Styling updates include an fresh front section with redesigned headlights and a new grille. It also comes with roof rails, and alloy wheels taken from the Force One SUV. There's also an improvement in quality as far as interiors are concerned.

The OM616-powered Gurkha is currently available only as a BS-III version, with a BS-IV variant expected later. Three variants are on offer. Two soft-top six-seaters — one with 4WD and the other with 2WD — and a hard-top five seater with 4WD. The chief competitor to the Gurkha is the Mahindra Thar, which is available with a BS-III-compliant direct-injection diesel motor as well as a more powerful BS-IV CRDe unit. 

The prices for the Force Gurkha are — Rs 8.5 lakh for the 4WD Hard Top, Rs 8.35 lakh for the 4WD Soft Top, and Rs 6.25 lakh for the 2WD Soft Top (all prices ex-showroom, Delhi).

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Chevrolet commences Enjoy MPV production

General Motors India starts production of petrol Chevrolet Enjoy at Halol plant.

General Motors India has begun regular production of the petrol Chevrolet Enjoy MPV at its Halol manufacturing facility. The car is slated for launch in the first quarter of this year. 

The petrol engine will be a 94.6bhp, 1.4-litre unit and the diesel motor will be an evolution of the 1.3-litre Fiat-sourced Multijet engine. This version is likely to use a fixed-geometry turbocharger (FGT) and will be rear-wheel driven.

 

The Enjoy will be more spacious than the Maruti Ertiga; it will offer a lot more storage space as well, since the second- and third-row seats of the seven-seater can be folded flat or removed altogether. GM India is targeting a price similar to the Ertiga’s, so there should be pretty tough competition in the MPV segment once it is launched. The Ertiga sells about 5,000 units a month and is a major success in its category.

 

The Enjoy, which marks an important role in GM India’s product roadmap, is actually a Chevrolet-badged Wuling CN-100, part of GM-SAIC’s Chinese portfolio. Other products from the GM-SAIC stable are the Sail hatchback and the recently launched Sail saloon. 

 

Chevrolet is also expanding its dealer and service network in the country to support new car sales from the current 285 sales points, 278 service outlets and 75 used car outlets in 55 cities.

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Alfa Romeo's new Gloria concept

A joint effort between the Alfa Romeo Style Centre and design students has produced the Gloria concept.

The project saw Master in Transportation Design students give their “completely independent interpretation of a new Alfa Romeo saloon", according to head of Fiat and Chrysler design Lorenzo Ramaciotti. 

Although merely a styling exercise, the dramatically designed Gloria will be showcased on the European Design Institute display at next month's Geneva motor show.

While taking design features from both modern and vintage Alfa Romeos, the Gloria maintains typical saloon car dimensions with specific focus on passenger comfort and space. Power would come from state-of-the-art V6 or V8 bi-turbo engines.

Lorenzo Ramaciotti said, “During development, we commented, discussed and guided the projects in order to get the most from their spontaneous expressions of creativity. The result was stimulating and marked by professional and creative excellence.”

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VW confirms XL1 hybrid

Revolutionary new two-seater diesel-electric hybrid XL1 has CO2 emissions of just 21g/km and real world economy of 44.96kpl.

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This is VW’s radical, lightweight XL1 which promises an EU-certified economy of 111.16kpl and 21g/km CO2 emissions when it goes into limited production later this year following its Geneva motor show reveal next month.

Powered by a 47bhp two-cylinder 800cc TDI engine backed up by a 27bhp electric motor and 5.5kWh battery pack, the two-seat car is claimed to have a Cd rating of just 0.189.

First shown as a running concept two years ago, the XL1 is being built at the VW-owned Karmann factory in Osnabrück, alongside the VW Golf cabriolet and the new Porsche Boxster.

The XL1 has a carbon-fibre body, weighing in at just 795kg and is some 3.8m long and 1.66m wide, only marginally smaller than a VW Polo supermini. However, it is only 1.15m high, some 129mm lower than a Boxster. VW says the XL1 has its top speed limited to 159.9kph, but that it can hit 100kph in just 12.7seconds. It uses aluminium double wishbone front suspension, a semi-trailing link suspension at the rear; carbon-fibre reinforced plastic anti-roll bars and ceramic brake discs.

The XL1, with a 10-litre fuel tank, can travel for 49.8km on battery power alone and has a claimed range of 499km on diesel and battery power combined.

Rough calculations suggest the XL1 is capable of a real-world 44.96kpl economy in ideal conditions. VW claims it requires just 8.3bhp to be able to maintain a steady 100kph.

The hybrid system’s electric motor and its dedicated clutch are fitted between the 800cc two-cylinder diesel engine and the XL1’s seven-speed DSG gearbox. The lithium-ion battery is mounted in the nose of the car and can be recharged when the car is braking and coasting.

In pure electric mode, the engine’s clutch disengages and the motor shuts down. The engine is brought back to life via what VW calls ‘pulse starting’, where the electric motor spins up to high speed and is coupled back to the engine, accelerating the idled engine to the revolving speed required for smooth starting.

The extreme weight-saving measures include using carbon-fibre-reinforced plastic for the body, the skin of which is just 1.2mm thick. Aluminium crash structures are used front and rear and as crash beams in the doors, to absorb impact forces.

The windscreen is just 3.2mm thick. VW says the XL1’s construction breaks down into a 227kg drivetrain (including the battery), 153kg running gear, 105kg electrical system, 80kg of on-board equipment, such as seats and instruments, and a body that weighs 230kg. Even the dashboard is made from a lightweight wood fibre material that’s just 1.4mm thick.

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Ford targets aggressive pricing for EcoSport

Official bookings for the EcoSport to commence by March-end with deliveries starting in May or June.

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Ford is working hard to give the upcoming EcoSport a very aggressive starting price by heavily localising the car to lower costs. The expected price for the base petrol variant will be in the Rs 5 lakh bracket.

In the flesh, the EcoSport manages to be very modern and aggressive at the same time. The open-mouthed grille, high bonnet-line and heavily raked windscreen make it look stunning. Also, the off-roader-style tailgate-mounted spare wheel isn’t counted in the overall length of the car. This will enable the EcoSport to duck under the crucial four-metre mark and avail of the small car excise benefit sub-four-metre cars have here.

 

India will be one of the first markets in the world to get the new EcoSport. It will come with two engine options – the award-winning 1.0-litre EcoBoost petrol which puts out approximately 123bhp and the 1.5-litre diesel similar to the one that does duty in the Fiesta. Initially, the cars will be only front-wheel drive, with no seven-seater version of the EcoSport planned.

 

The carmaker will start bookings for the EcoSport by the end of March, with deliveries starting in May or June.

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Hyundai to launch special edition i10

Special edition i10 will come with cosmetic updates. It will be available only on 1.1-litre Era and 1.2-litre Magna variants.

Hyundai will soon launch a special edition ‘iTech’ i10 to celebrate more than 12 lakh i10 owners worldwide.  

On the inside, the special edition i10 will come with red accents on the dashboard, doors and aircon vents, while the seat covers will be red and beige. As seen on the i20 and Verna, the car will also get a reversing camera integrated into the rear view mirror, along with a remote mounted on the steering wheel that controls audio and bluetooth functions. 

 

There are no changes to the exterior except for ‘iTech’ body graphics in places. The special edition will be available only on the 1.1-litre Era and 1.2-litre Magna variants. Prices for this limited edition trim have not been released yet, but we expect it to be around Rs 30,000 – 40,000 more than the existing variant.  

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Maruti Alto 800 review, test drive

Maruti’s new Alto is an even better offering than before. We bring you a detailed road-test review.

OVERVIEW

Since its launch, the new Maruti Suzuki Alto 800 has been – much like the best-seller it’s replacing – rather well received. Although Maruti’s credentials when it comes to making low-cost small cars are impressive, it is not an easy task to replace an all-time best-seller. While the changes have to be substantial, they have to be cost-effective as well. And the carmaker has seemingly done its job well.

The car looks and feels significantly different from the old Alto and it’s priced extremely well too. The base Alto 800 costs Rs 2.44 lakh and the most expensive Alto 800 LXi rings the register at Rs 2.99 lakh. So, does it have what it takes to carry on its extremely successful family tradition? 

DESIGN

Maruti has done a commendable job with the new Alto 800’s styling. While every single body panel is new, the car is instantly recognisable as an Alto. The slim grille looks quite sporty, while the large air intake in the bumper along with the high-mounted, petal-shaped headlights look modern – quite similar to the Ford Figo’s.

The prominent crease that runs along the flanks and rises towards the rear adds to the sporty feel, giving the car a tipped-forward stance. But this stylistic element has eaten into the rear glass area, which might make rear seat passengers feel claustrophobic. At the rear, fresh new details like the large multi-element tail-lights and sharply sculpted bumper add some much needed spice. What makes the car look a bit awkward, however, is the massive ground clearance; it just doesn’t sit well with the car’s compact dimensions.

Maruti has deliberately styled the Alto 800 on the conservative side after market feedback suggested that the extrovert styling of the Hyundai Eon was not to the taste of the traditional budget-car buyer. Maruti has clearly played it safe as far as design goes in order to appeal to a wider audience.

While the Alto 800 may be completely new on the outside, under the skin, there are plenty of bits carried over from the outgoing car. The floorpan is similar, the wheelbase is the same and the suspension and brakes are near identical. Also similar are the load points on the chassis and the ‘H’ points (hip points) of the seats. The engine bay is now more compact, and the firewall and dash have been ‘optimised’ to make the cabin more space efficient. The roof is now 15 percent higher for improved headroom. The body structure has been modified to make it stiffer, both in the interest of improved ride and handling, and to qualify it for impending crash test norms. But this hasn’t added too much to the weight. The roof, for example, is made of thinner steel and has corrugations for added rigidity, and the Alto 800 still remains a flyweight. Even the top-end airbag-equipped version tips the scales at just 725kg.

INTERIORS

On the inside, the dashboard is completely new. The curvy design and vibrantly coloured seat fabric are modern and lift the cabin’s overall ambience. The dials look upmarket and are easy to read. But despite these changes, the Alto 800’s cabin still doesn’t have the same air of quality that the Hyundai Eon displays. You sit pretty low in the Alto and due to the low stance of the car, getting in and out is a bit of a chore. The front seat itself is comfortable but lacks enough under-thigh support. Seat bolstering is also not the best and you tend to get thrown around on enthusiastic drives.

Although Maruti has tried to carve out more kneeroom for rear passengers with slim front seats, it’s still cramped and headroom isn’t good either. Storage spaces aren’t abundant but the big cubby and bottle holder ahead of the gearlever is quite innovative and the shelf above the glovebox is pretty useful too. The boot is decent for a compact car though.

For the price, the Alto 800 comes pretty well equipped. On the LXi variant, you get standard stuff like CD/MP3 player, air-conditioning, power steering and front power windows. But there are some glaring omissions, especially basics such as central locking, left rear-view mirror and day-night mirror which even the Nano comes with. 

PERFORMANCE

The Alto 800 continues to be powered by the small 796cc, three-cylinder primitive F8D motor, but in this latest avatar, it has been significantly improved. The compression ratio has been bumped up, which also improves performance. Although increase in power over the earlier engine is marginal, torque is a significant 11 percent better.

A new plastic inlet manifold not only lowers the engine weight, but also improves gas flow, and hence, volumetric efficiency. The connecting rods and crankshaft have been significantly lightened as well and new, low-friction piston rings have been used, which in turn increases engine life. There’s also a faster 32-bit processor and this engine is future-proof for BS5 norms too.

The first thing you realise when you set off in traffic is that this motor is much more free-revving than the older one. It makes the Alto feel light and agile to drive. The car’s throttle responses have improved drastically and it pulls well from most engine speeds. The engine is much more flexible and thanks to this, the Alto now feels at home on the highway too. Overtaking is much easier and it needs only a shift or two to accelerate with gusto.

Where the old motor used to feel strained in the mid-range, the now heavily upgraded one feels relaxed and has an adequate reserve of power on tap. However, the motor isn’t perfect. It gets thrummy after 4000rpm, and has an annoying tendency to jerk when negotiating stop/start traffic as the three-cylinder motor doesn’t run smoothly. It also has an unsettled idle that makes the cabin shudder.

Performance figures here are quite impressive. A flat-out sprint to 100kph will take a very impressive 16.92sec, which is a whopping 3.5sec faster than the old engine. Thanks to good top-end performance, it will reach a respectable top speed of 141kph. In-gear acceleration too is much improved. The 20-80kph now takes 13.16sec and 40-100kph takes 22.29sec, which again is much quicker than the old 796cc engine.

HANDLING

Like the engine, the ride and handling have also gone a step in the right direction. Low-speed ride quality is another area where this Maruti showed a plushness you wouldn’t really associate with a budget city runabout. Yes, it does thump over bumps, but the suspension does a good job of softening the jolt. Over bad roads, the Alto feels out of its comfort zone and the ride isn’t as flat as we would like. There’s a fair amount of vertical movement owing to its softly sprung setup. Suspension noise is also pretty well-contained, though road noise gets intrusive as you go faster.

Where the Alto shines the most is in city limits. The car’s compact dimensions, coupled with the light steering, are terrific for parking in tight spots. All-round visibility is good too, making the new Alto an ideal car for our ever-crowded roads. There is a fair bit of body roll when you go fast around a corner, but the car feels safe and in control. However, the light steering doesn’t quite weight up at higher speeds and there’s lots of slack around the straight-ahead position.

In terms of braking, the Alto 800 offers good feel at the pedal and also doesn’t veer much under panic stops.

FUEL EFFICIENCY

On the fuel efficiency front, the Alto with its light kerb weight and efficient engine was always expected to be great, and the new Alto 800 plays true to form. It gave us 13.3kpl in the city and a decent 17.8kpl out on the highway. This gives the Alto 800 a very respectable range of 540km on a full tank.

VERDICT

With the new Alto, Maruti has done justice to its all-time best-seller. The fresh styling, revamped interiors and rehashed engine go towards making it an even more attractive offering than before. The motor has been improved for better fuel efficiency and power. Of course, it has its failings. The cabin is still quite cramped and the quality still fails to match up to rivals like the Hyundai Eon. However, where Maruti has played the masterstroke is with the pricing. At Rs 2.99 lakh for the top-of-the-line LXi variant, the new car is priced at just Rs 3,000 over the older one. And of course, when it comes to the budget hatchback segment, nothing spells popularity like an affordable price tag.

TECH SPECS

What it costs

Ex-showroom (Delhi)	Rs 2.99 lakh
Warranty	24months / 40,000km

Engine

Fuel	Petrol
Installation	Front, transverse
Type	796cc, 3 cyl, in-line
Bore/stroke	68.5/72 mm
Compression ratio	10.3:1
Valve gear	3 valves per cyl
Power	47bhp at 6000rpm
Torque	7.03kgm at 3500rpm
Power to weight	64.82bhp per tonne
Torque to weight	9.69 kgm per tonne

Transmission

Type	front wheel drive
Gearbox	5-speed manual

Dimensions

Length	3395mm
Width	1490mm
Height	1475mm
Wheel base	2360mm
Boot volume	177 litres

Chassis & Body

Construction	five door monocoque
Weight	725kg
Tyres	145/80R12
Spare	Full size

Suspension

Front	independent, McPherson struts, coil springs
Rear	non-independent, torsion beam, coil springs

Steering

Type	rack and pinion
Type of power assist	electric
Turning circle	9.2m

Brakes

Front	215mm solid discs
Rear	170mm drums
Anti-lock	NO

Performance

0-20	1.27
0-40	3.26
0-60	6.13
0-80	10.40
0-100	16.92
0-120	29.40

Economy

City	13.3kpl
Highway	17.8kpl
Tank size	35 litres

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Chevrolet Sail vs Mahindra Verito

Can the new Sail saloon take the fight to the Verito in the entry-level saloon segment?

Overview

Chevrolet has recently forayed into the entry-level saloon segment with the launch of the new saloon version of the Sail hatch. Meanwhile, Mahindra has not been resting easy on laurels and launched a facelifted version of its well-received Verito. The fortunes of the new Chevy will depend on how it fares against the Verito. So which one gives you the best bang for your buck? Read on to find out.

Design and styling

The Sail saloon, with the front styling, looks near identical to the hatch version. However, it does have the proper saloon silhouette unlike the Maruti Dzire. The arced roof merges well with the neatly integrated boot. The large triangular tail-lamps give it a distinct identity. The Verito however, despite having received a facelift, still looks boxy. The new front and rear bumpers, multi-element headlamps, chrome grille and the redesigned tail-lights do give it a more upmarket appearance than before. 

Performance

The Verito employs a 65bhp, 1.5-litre diesel engine. There is no hesitation from the engine at low revs and driving it in traffic is very easy. But, once past 3500rpm, the power tapers off and it’s best to upshift to a higher gear. The clutch action is extremely light, but it doesn’t feel very easy to get right and takes getting used to. The engine is smooth and it’s only when you work it hard that it becomes a bit vocal. This is one of the most efficient engines around too. The 1.3-litre, four-cylinder Fiat-based diesel engine under the hood of the Sail makes 77bhp, which means power is more than adequate. You will find a slight lack of responsiveness below 1800rpm, but this improves as the engine starts spinning faster. Performance is strong till 4200rpm, after which the power tails off and it’s best to upshift. The gearbox is slick and the short-throw gearlever is a joy to use. The motor sounds quite gruff when worked hard though.   

Ride and handling

Keeping with the Verito’s practical characteristics, the suspension is now slightly raised and feels pliant; bump-absorption is good too. The low-speed ride is not as good as the Sail’s, but it feels much more reassuring as you go faster, and on the highway, it tends to bounce less than the Sail. Thanks to a communicative steering, the Verito is more confidence inspiring and fun around corners. The wide, 185/70 R14 tyres provide ample grip too. Absorbent low-speed ride is the Sail’s trump card. It takes the worst of our roads in its stride and the suspension works silently too. It absorbs bumps without transferring too much to the occupants. However, go faster and the car gets skittish and doesn’t feel as stable at speed as the Verito. Even when it comes to driving pleasure, the Sail simply doesn’t make the cut. The steering is too light and devoid of all feel and it runs out of grip earlier than the Verito.

Features & interiors

The Verito’s updated two-tone dash looks richer than before (remember the Logan?) and the ergonomics have been improved; the power window buttons have been moved from the centre console to the door pads. The old, single-DIN music system is now replaced by a larger two-DIN one. But the cabin still feels a bit low-rent and it still seems old next to the modern Chevrolet Sail. The grey dashboard looks dull and some bits like the panel above the glovebox should have been better. The Sail’s dashboard doesn’t look like anything out of the ordinary, although the protruding centre console is smart in its own right. Interior quality is not great, but is much better than the Verito’s. However, ergonomics in some areas are not the best and things like the power window switches, which are awkwardly positioned in front of the gear lever, and the small digital tachometer take time getting used to. The lift-type door locks are a bit old-school too.

The Verito’s trump cards still remain and there is loads of space up front and even six-foot-plus people will fit comfortably. The driver’s seat, however, doesn’t get seat height or steering adjustment, so you have to live with the high driving position. The rear bench is very comfortable and the low window line and large glass area gives it an airy feel. The Verito’s wide dimensions also mean sitting three abreast is not tough. You won’t complain about the large 510-litre boot either. While it may be somewhat lacking in terms of design, the Sail’s cabin scores quite highly for comfort. The front seats are well shaped, with good lower back support. The cabin is also wide enough to seat three and headroom is sufficient for most. Where it falls short is in terms of legroom, where the Verito is much better. The boot is pretty generous, but its opening is quite narrow and high, which means loading large items is a pain.

The Verito, in its top-end D6 trim, costs Rs 7.15 lakh. For this price, it is reasonably well equipped, with a driver airbag, ABS, alloy wheels, a trip computer, remote locking and USB connectivity. The audio system has Bluetooth connectivity as well, but it’s an add-on system unlike the Sail’s integrated unit. It misses out on features like climate control though, and there’s no aux-in port either, which is a bit of a disappointment.

Verdict

While the Sail offers decent low-speed ride and its motor is quite punchy, making adequate power, it simply isn’t exciting enough to drive. Also, at higher speeds, the Sail can’t match up to the Verito’s reassuring stance. The Verito, although it loses out to the Sail in terms of interiors quality, has on offer better value for money. Its spacious, comfortable and emerges on top here, though barely by the skin of its teeth.

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EXCLUSIVE! Honda stops Jazz production in India

Jazz withdrawn from Indian market until all-new model arrives in 2014.

Honda has stopped production of the Jazz in India and dealers have stopped taking fresh orders for this model as stocks have run out. However, Honda has confirmed that it will deliver cars to those customers who have already booked the Jazz. 

Honda’s decision to pull the plug on the Jazz has come as a shock especially since this premium hatchback had developed quite a fan following ever since Honda slashed its price by over a lakh of rupees in August 2011. 

 

One of the reasons production of the Jazz has ended is to free up capacity for the upcoming Amaze saloon which Honda is betting big on. The company wants to focus on the Brio and its derivatives in India, which is turning out to be largest market for Honda’s small car range. Besides, Honda is rumoured to be losing money on the cut-price Jazz, which is why it controlled its production to minimise losses. For the past few months, Jazz sales have averaged less than 400 cars a month but the demand is far higher. This has led to long waiting lists for the Jazz and irate customers, which could be another reason why Honda decided to stop manufacturing this model altogether. 

 

However, unlike the Civic, which has been discontinued altogether, the Jazz will come back with a bang with the next-generation model that is still under development. The all-new Jazz will be locally produced and have much higher local content than before to keeps costs down. It will come with the same 1.5-litre i-DTEC diesel engine that will first power the Amaze and there will be a 1.2 petrol version too. Honda is even considering a 1.5-litre hot-hatch version. 

 

Built on the same platform as the next-generation Honda City, the new Jazz is likely to come to India after the launch of its saloon sibling (slated for an Auto Expo 2014 launch), towards the middle of 2014. That’s a long wait for Jazz fans but as they say, better late than never. 

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BMW to launch X1 facelift on Feb 14

Updated BMW X1 to sport refreshed styling and will get a more powerful diesel engine.

BMW is all set to launch the updated X1 here on February 14.

To give the car a more upmarket appearance, BMW has carried out a whole slew of styling tweaks on the X1. The front gets a more heavily contoured bumper, an altered grille featuring silver slats, more pronounced sockets for the round fog lamps and a completely redesigned lower section finished with a silver accent.

The headlamps retain the same familiar shape as those used on the existing X1, but receive new internal graphics, including LED corona ring main beam lights as an option. Further back, it gets reshaped exterior mirror housings carrying side repeater lights. The rear receives a restyled bumper, which like the one up front, has been lightened visually by the adoption of more body coloured surfaces and a larger silver scrub-plate element. 

Inside, the X1 adopts a lightly reworked centre console, high gloss air vents and a new range of optional trim elements. On the mechanical front, the X1 is set to get more powerful versions of the current engines and a new eight-speed automatic gearbox.

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Class of ‘54

Launched in '54, the Hindustan Landmaster and Fiat 1100, along with their descendants, ruled Indian roads for 40 years. But how good were these cars?

Long ago in the dim and distant past, when red tape and the license raj ruled behind a curtain of misguided socialism, industrial progress was held to ransom. You couldn’t start your own radio station, couldn’t spend your hard-earned money abroad and you certainly couldn’t do something as irresponsible, indulgent and frivolous as introduce a new car. As a result the descendants of the cars you see here became big frogs in their secluded little pond, the mainstay of the Indian car industry. 

Most of us distinctly remember a time when all we saw, drove, or sat in were Fiats or Ambassadors. We grew up learning to drive them, went to school or college in them and some of us even rallied and raced them. Yes, even the Amby has done the odd Himalayan Rally. Each of us has our own unique memories of either or both of these cars.    

 

1954 was the year for pioneers. It was the year the world first rocked to the powerful voice of Elvis, the year Boeing cracked the perfect four-engined jet with the 707, the year the Lockheed F104 took the world of military aviation past Mach 2 and the year both the Landmaster and Millecento were launched in India. When it was launched in 1954, the Morris Oxford II or the Hindustan Ambassador as it was called in India was little more than a year old! Not a dowager or hand-me-down, but a relatively rosy-cheeked lass.

 

Fiat’s revolutionary Millecento, literally 1100 in Italian, was only a year old at the time too. Displayed at the Geneva Show in ’53, this well-proportioned but compact car reflected the growing confidence of post-war Italy. 

In their day, when launched, these cars were as current as Suzuki’s new Swift or the new Hyundai Sonata. To fully understand how far car design had progressed, you have to understand that this was only a decade away from World War II! To begin with, the cars of this generation were the first to fully do away with the ‘upright-radiator-and-fenders’ look we correctly associate with vintages. Now evolving into more organic shapes, both these cars actually have similar profiles. Mildly bulbous bonnets, rounded fenders and passenger compartments, and that distinctive ‘bustle back’ drooping rear. 

Detailing was similar too. Both have prominent chrome grilles (the one on this Landmaster actually comes from a Mark II Amby), mild wheel arches and skirts, oval rear windscreens and tiny rear lights.

Darius Hodiwalla’s showroom-condition Fiat 1100 is a Series 103E, from 1956. You can tell by the elongated driving lights below the headlamps as well as a host of other features. Boasting a higher compression ratio and more power (40bhp), its 870kg kerb weight gave the car a decent power-to-weight ratio. Like all later Fiats, it used a single barrel downdraught carburetor, either from Solex or from Weber. Using twin carburetors and higher compression heads, some versions produced as much as 55bhp! Particularly interesting is the drum-type air filter, a feature not seen on later cars. 

The Landmaster’s motor made 40bhp too, but from a larger 1500cc engine. The Landmaster used a side-valve engine as against the OverHead Valve motor that was later used on the Ambassador. Using a bottle-type SU carb placed at a jaunty angle, this motor is a refined, smooth-running unit that is happiest when cruising. The SU was replaced by a Solex on this car as it is difficult-to-meet emission norms with the original, a shame. 

I grew up driving younger examples of both these cars, but it’s been years since I’ve gotten behind the wheel of either, especially the Oxford that I actually learned to drive on. The first few kilometres behind the wheel of the Landmaster are pure terror. After modern cars, you need a considerable amount of time to adjust, and this is doubly true if you need to mix it in traffic. Going over a large hump and merging with traffic across the road quickly apprised me of how far modern cars had come. Even though the Landmaster’s steering had no play, I discovered that the car only changed direction after a considerable heave and several twirls of the wheel. Remember, there’s no power steering. Just getting the revs up, climbing over a hump and stopping to wait for a gap in traffic left me cold.

The car was not pointing in the direction I had intended, despite the flaying of arms, I had barely managed to brake before the main road and now every gap I saw in traffic felt insufficient. I felt like a terrified learner, not sure about how long it would take me to get across the road. Butterflies in the stomach, heart in my mouth, I nosed into a gap, swung the car around, like one does on a ship, and nailed the throttle. The Landmaster moved majestically forward. More twirling of the wheel, expletives and beads of sweat later, we were on our way, cruising effortlessly. 

Everything in this car seems specifically designed to make this car a great cruiser. The torsion bar-and-leaf spring suspension is pliant enough to swallow the worst of the post-monsoon roads, the cabin is as wide as many luxury cars and because this is an old- school design and your sat upright, legroom at the rear is also great. The driving position with the offset steering, done to accommodate a third passenger up front, is not good in the traditional sense, but strangely it felt more  comfortable than many modern-day cars. The driving position is almost Harley-Davidson cruiser style, feet out in front, arms relaxed and backrest perfectly reclined. Rear seat comfort is legendary. You sit slightly higher than the front row and these old seats are so much better than those on the newer cars I’ve been chauffered in. India couldn’t have asked for a better combination of comfort and affordability. What can I say, our members of parliament really are smart. 

 

The Fiat is less comfortable, but it isn’t uncomfortable either. There is much less space and you do feel hemmed in, but again the front driver’s bench seat is very comfortable. Ingress to the front seats through the unique suicide doors is extremely easy as well, as you can slip in and out of the car without bending and contorting yourself much. Plus, I simply love the characteristic ‘clop’ with which the doors shut. The rear of the Fiat is nowhere as comfy as that of the Landmaster, lacking legroom and headroom in comparison. However, it feels modern and twice as agile to drive in comparison. 

Double wishbones, coil springs and anti-roll bars give the Fiat direction poise and good body control. 

No heart attacks here. The steering is light, the car turns beautifully into bends, goes where it is pointed and actually stops. It does roll more than a modern car, but the amount of driving pleasure that can be still derived from a Fiat really surprised me. And to top it off, it’s rear-wheel drive. 

 

The Amby in comparison feels as agile as the Queen Mary in rough seas, bodyroll reaching titanic levels if the car is turned into a corner with gusto. Even the motor felt unhappy when it was pulled hard, struggling to make more power at the revs rose. And, of course, the loose and vague ‘lottery’ gearbox is possibly the worst ever. Boxes like the Landmaster’s gave the column shift a bad name. But you only have to drive the Fiat to see how good this system can be when the ’box is tight, precise and the gears click home happily.

It’s actually a smarter solution as you don’t need to keep moving your arm back and forth between the steering wheel and the centre of the car. Fiat called one of the later 1100 models the ‘Delight’, obviously a reference to the engine. Free-revving, responsive and blessed with a strong midrange, the 1100 motor rounded off the package superbly. No wonder Enzo Ferrari chose to power his first car with two 1100 engines, joined end on to make a straight eight.  If only Mumbai’s cabbies, who went crazy looking at the car, could see how well a perfect example runs. English motoring sage LJK Setright has seldom praised a car more heavily. 

 

“By the standards of its time, the 1100 was a prodigy in handling, ride, comfort and performance: it was the only people’s car that was also a driver’s car”. I’ll just leave it at that.

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Mercedes ML250 CDI vs BMW X3 vs Volvo XC60

The ML 250's downsized engine and price drops it down a class. But can it beat the current class contemporaries?

Overview

With the Indian SUV segment growing in leaps and bounds, carmakers are constantly churning out newer products for the domestic market. Consequently, apart from the regular SUV offerings, premium off-roaders are also making their way here. So we pit three contemporaries – the Mercedes-Benz M-class, the BMW X3 and the Volvo XC60 – against each other to tell you which makes for the best buy.

The Merc M-class is a size bigger than the BMW X3 and Volvo XC60 and has traditionally been a rival to the larger (and more expensive) X5 and XC90 from BMW and Volvo respectively. So why are we comparing these SUVs? The answer lies in the ‘250 CDI’ badge on the M-class. This recently launched version of the M-class comes with a smaller and less powerful engine than the ML 350 CDI, but it also costs Rs 13 lakh less! That means you can have an ML for what you’d pay for the more powerful diesel versions of the smaller X3, XC60 and Audi Q5. We’d have liked to include the Q5 3.0 TDI in this test as well, but Audi did not have the updated version of the car that is scheduled to go on sale later this month. 

What we seek to find out is if the smaller-hearted ML is too much of a compromise in terms of performance, or if it is actually a well-rounded premium SUV that just happens to be well priced too?

Performance

The ML 250 CDI is powered by a 201bhp, 2.2-litre, four-cylinder diesel engine rather than the 255bhp 3.0-litre six-cylinder diesel in the ML 350 CDI. It is the quietest and smoothest engine in this test and its performance is also surprisingly sprightly. Sure, the ML 250 CDI’s 8.8-second (approx.) 0-100kph time makes it around a second slower than the ML 350 CDI, but in most driving conditions you really can’t feel the power deficit. To be honest, it’s only when you stomp down on the accelerator at high speeds that you find the ML 250 CDI takes some time to gather more pace. If there’s a grouse, it is with the seven-speed automatic gearbox, which doesn’t respond quickly enough to sudden changes in throttle input. Even tugging on the beautifully finished paddle-shifters doesn’t help much to this end.

No such complaints with the BMW X3, whose eight-speed automatic gearbox is almost telepathic in the way it changes gears depending on the driving style you adopt. This and the 3.0-litre, six-cylinder engine’s impressive 258bhp of power make the X3 the fastest SUV in this trio, and by a considerable margin. Its 6.42-second 0-100kph time actually makes it quick enough to rival some sportscars! There’s also incredible pulling power at all speeds, so overtaking traffic is always just a prod of the accelerator away. But that’s not to say the X3 is perfect in this section of our test because the engine is relatively noisy.

Volvo’s XC60, in this more powerful guise, comes with a 2.4-litre, five-cylinder diesel engine with 204bhp of power. Drive the XC60 in an unhurried manner, and you’ll like the engine’s wide spread of power and its ability to pull forward at all engine speeds. If there’s a bugbear, it’s that the engine is a bit gruff and sounds strained when revved hard. The six-speed automatic gearbox also tends to feel a bit slow when you want instant power, and this reflects in the XC60’s performance numbers as well. It is the slowest through the gears and also takes a relatively long 9.9 seconds from 0-100kph.

Ride & handling

All three SUVs feel a bit unsettled on our potholed roads. The Mercedes ML 250 CDI uses steel springs for suspension. It does feel a bit firm at low speeds, but gets progressively better as you go faster. In true Merc fashion, the ML feels brilliant at highway speeds. You’ll also like the way the steering weighs up and goes from being very light at parking speeds to weighty and confidence-inspiring at high speeds. There’s also a nice fluidity with which the Merc changes direction. It’s not sporty by any means, but it doesn’t feel out of place in the bends like many SUVs of this size would. Unfortunately, the brakes aren’t very reassuring.   

The X3, on the other hand, feels a lot sportier than the ML. It is agile, quick to change direction and relatively fun to drive on a twisty course. The steering also feels very well weighted at all speeds and, along with the suspension, can be fine-tuned to your liking. For most of the driving, we preferred to keep the X3 in Normal mode, where the steering feels light and the suspension is at its most absorbent. But even in this setting, the X3 tends to thump through bumps. This only gets worse when you switch to Sport or Sport+.

The Volvo XC60 also comes with three settings for its suspension and steering. In Comfort mode, there is some stiffness at low speeds, but on the whole, the ride is still pliant. Advanced and Sport modes do aid handling with better body control, but even then it doesn’t feel quite as entertaining as the X3. For its part, the steering feels well weighted on the move, but is heavier than the BMW’s and Merc’s at crawling speeds.

Off-road abilities on the three SUVs are quite limited at best. All three get all-wheel drive and hill-descent control, but the ML goes one step extra with an off-road mode that tweaks the ABS and ESP settings for rougher terrain.

However, none of them gets a full-size spare wheel – the ML 250 and XC60 feature space-saver spares and the X3, which uses run-flat tyres, comes without a spare wheel at all.

Interiors

The Merc ML has a high-set cabin and this means you need to use the footboard to climb in. But once inside, you’ll like the large and accommodating front seats for the comfort and great visibility they afford. You’ll also like the dashboard’s elegant design, though we weren’t taken by the colour combination on our test car. The cabin quality is fantastic, with millimetre-perfect panel fit and well-finished soft-touch plastics. The ML is the most spacious SUV here and this is most evident when you slide into the back seat, where the crucial few centimetres of extra kneeroom and width make all the difference. The seat itself is very comfy and is the only one here that can be reclined. A near-flat floor also aids middle-passenger comfort.

If you’ve been in a BMW before, you’ll feel a sense of familiarity in the X3. The dashboard looks like it could have been lifted from just about any other car in the range. But that’s no bad thing because it is logically laid out, with some neat detailing. Quality is really good too, with padded plastics for much of the cabin. A wide range of adjustments also makes it really easy to get comfy behind the X3’s meaty steering wheel. However, rear-seat passengers will have to contend with a high centre tunnel and a seat that offers insufficient thigh support. Also, since the front seats extend quite low, rear passengers can’t tuck their feet under these seats, further hampering comfort.

The Volvo’s cabin may not be as adventurously styled as its exterior, but it still feels quite special. And that’s largely to do with the XC60’s tough build and good fit and finish. The dashboard is neat too, with the ‘floating’ centre console being a unique element. Sadly, the plethora of buttons on that console can be confusing and hard to operate on the move. Where the Volvo does score big is seat comfort. The large, two-tone front seats are really comfy, while the well-shaped rear seat offers brilliant back and thigh support. But while the XC60 is a spacious car in its own right, it does lose out to the similarly sized X3 for rear kneeroom.

All three SUVs offer decent space for knick-knacks in the cabin, with big enough gloveboxes, bottle-holders in all four doors and storage bays between the front seats. The ML easily has the largest boot, though the X3 and XC60 don’t do too badly on this front either. 

Buying & owning

All three SUVs can be specified with extra features and equipment, and this could drastically change what you finally pay for them. However, if you compare their base prices, it is the Volvo XC60 D5 that’s the cheapest, at Rs 43.87 lakh (ex-showroom, Delhi), and the BMW X3 3.0d at Rs 49.8 lakh that’s the most expensive. Priced at Rs 46.5 lakh (ex-showroom, Delhi), the Mercedes-Benz ML 250 CDI splits the other two on price.

Volvo also sells the XC60 with a smaller 2.0-litre engine. Prices for this version start at a very competitive Rs 36.47 lakh for the base Kinetic variant and extend to Rs 40.87 lakh for the better-equipped Summum model. Like the Volvo, the BMW X3 also comes with a 2.0-litre version that is priced at Rs 42.9 lakh. Mercedes-Benz M-class buyers who want more power have the option to buy the ML 350 CDI, which starts at Rs 56.9 lakh.

It’s important to note that Mercedes-Benz, BMW and Volvo only have a presence in the larger Indian cities, so service can be an issue if you stay in a smaller town.

This is undoubtedly a bigger problem for XC60 buyers, because Volvo sells cars in just eight cities. In comparison, Mercedes and BMW have 31 and 28 showrooms nationwide, respectively. The Mercedes and BMW also better the Volvo in terms of warranty. Where the ML 250 CDI and X3 come with a two-year/unlimited-km warranties, the XC60’s warranty runs for two-years/60,000km.

Verdict

There’s lots to like about the Volvo XC60. It looks great, comes loaded with features and is also the cheapest SUV here. Seat comfort is really good too and there’s little to complain about with its overall build quality. Where the XC60 does fall a tad short is in terms of performance. It’s safe to assume that anyone who buys the more powerful version of the XC60 would want it to be really quick and exciting to drive. Sadly, the XC60 doesn’t do all that well on this count, especially when viewed against the similarly-sized BMW X3.

The X3 is easily the enthusiast’s SUV here. It is not only the quickest, but also the most enjoyable to pilot. But if you look at the big picture, the X3 has its share of flaws. The engine, for one, is a bit noisy and rear-seat comfort isn’t all that great either. It’s also quite expensive.

And that’s exactly why the ML 250 CDI is our winner. It gets you the most SUV for the money and easily wins for comfort. It’s got really big seats, the most space and also the best-finished cabin. Overall refinement is also the best, and the performance is good enough to make you forget this is a 2.2-litre four-cylinder engine. The Merc ML 250 CDI may not be as exciting as the X3 or as well equipped as the XC60, but it strikes the best balance of performance, comfort and size, and that’s what makes it such an irresistible package.

 

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