Ford Fiesta saloon facelift revealed

Updated Fiesta gets cosmetic changes as may also get the EcoBoost petrol engine for India

Ford has unveiled the updated Fiesta saloon at the Sao Paulo motor show. The 2013 Fiesta features design cues from Ford’s new global design language. It gets a restyled front fascia that includes an aggressive, Aston Martin-like front grille with chrome slats, re-profiled front bumper and fog lamps, revamped headlamps and a new bonnet design. This comprehensive facelift makes the rakish Ford now look positively handsome from the front. Also vastly improved is the rear. While the current car has small tail-lights, this car’s rear lights span all the way across to the bootlid. This is likely to cost Ford more, but the money seems well spent as the car looks much better now. A new black rear splitter at the bottom also reduces the visual mass of the car considerably. 

For India, there’s likely to be a bigger change under the hood. Ford is likely to slot the much-acclaimed 1.0-litre, three-cylinder EcoBoost petrol motor. Ford could also make it available in two states of tune, at 99bhp for the economy sensitive and 123bhp for those who want a sporty drive. While the Fiesta facelift is expected to come to the country sometime early next year, the EcoBoost engine will be introduced in India under the bonnet of the much-awaited EcoSport compact SUV.

The introduction of this engine will also mark the Indian debut of Ford’s EcoBoost powertrain technology. Developed at Ford’s Dunton Technical Centre in the UK, this newest and smallest member of the EcoBoost engine family features advanced turbocharging technology, direct injection and improved twin variable-camshaft design to deliver performance that belies its small size. Ford says it’s capable of developing power similar to a bigger 1.6-litre motor and fuel efficiency similar to that of a smaller unit.

By 2015, the company plans to have the capacity to build 6,00,000 engines in India. Of the engines produced, around 60 percent will be retained for the domestic market while the rest will be exported. The EcoBoost engines produced in India are also likely to be exported back to Thailand, from where many of Ford’s CKD kits come.

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Honda City CNG launched

Honda City CNG available only on the V M/T variant. Also, City V petrol gets additional AVN package.

Rising petrol prices, the diesel engine at least another year away and of course, the ever increasing importance of environmental consciousness has led Honda to launch a CNG variant of its second-most popular car in India, the City. The suspension has been tweaked in the new variant to ensure the added weight doesn’t interfere with handling or ride quality. The City CNG is currently available only in the V trim-level, equipped with a manual gearbox.

The City V M/T, modified for CNG kit fitment, is priced at Rs 9,03,800 with the CNG kit coming for an additional Rs 50,000. This variant also has the standard Honda 24 months/40,000km warranty on offer.

Honda has also added another trim-level to the City range -- the City V (AVN). It comes with all the features included in the City V and also gets a touchscreen audio system with DVD, USB/Bluetooth and navigation system. However, the touchscreen is only available for models without a sunroof. Leather seats come as standard equipment. The City V (AVN) is available with either a manual or an automatic gearbox. 

Honda City Variant Price Corporate Rs 7.26 lakh E M/T Rs 7.88 lakh S M/T Rs 8.41 lakh S A/T Rs 9.15 lakh V M/T Rs 8.94 lakh V A/T Rs 9.68 lakh V M/T (Modified for CNG) Rs 9.03 lakh V M/T (AVN) Rs 9.72 lakh V A/T (AVN) Rs 10.46 lakh V M/T (Sunroof) Rs 9.78 lakh V A/T (Sunroof) Rs 10.52 lakh

(Ex-showroom, Delhi)

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New Hyundai Santa Fe coming mid-2013

New Hyundai Santa Fe will be powered by a 194bhp 2.2-litre diesel and could be priced at Rs 24-25 lakh.

Hyundai is working hard to get the new Santa Fe here in 2013. The current car, priced at Rs 23-26 lakh, is very important to the brand, and the Korean company is keen to build on its success.

The new third-generation Santa Fe is the latest Hyundai to adopt the company’s now infamous ‘Fluidic Sculpture’ design language, but it also gets its own new design dialect, called ‘Storm Edge’. The company says it “captures dynamic forms created by nature during a storm”. The new Santa Fe is clearly more attractive than the current model sold in India; testament to this is the sharper headlight design, the huge front grille and plenty of design flourishes.

Internationally, two versions of the new Santa Fe exist. There’s the normal 4689mm (2700mm wheelbase) version for markets where urban agility is more important, and a longer, 4905mm (2800mm wheelbase) version that replaces the Veracruz in the USA. Despite the Indian infatuation with imposing road presence and acres of cabin space when it comes to SUVs, we are likely to get the shorter version, currently being produced in the USA.

Step inside and you are greeted by a cabin swathed in a continuation of Hyundai’s new design philosophy. Blue lighting lends a futuristic touch; there’s the layered dashboard design and a classy blend of wood trim and leather abounds. International markets will get both five- and seven-seat versions, although it’s the latter that Hyundai will bring to India. The current SUV suffers slightly from a shortage of head- and knee-room in the third row of seats, and Hyundai says it’s made some improvements in this area (the wheelbase of the car is the same, but the car is longer, especially the rear overhang). In time-honoured fashion, the Korean manufacturer will brim the India-spec car with features. The current-gen SUV already has no dearth of features, and it will be interesting to see what new features Hyundai can add. Overseas, the fully loaded car comes with a self-parking system, a tyre-pressure monitor and a touchscreen infotainment system with navigation, and some of these could certainly come here.

Under the hood, Hyundai has updated the same 2.2-litre diesel that powers the current car, but has made improvements mostly geared at better economy and lower emissions. Power and torque figures are identical to the current car (194bhp, 42.9kgm) and still class-leading, and that means it is likely to be extremely tractable, with plenty of pulling power.

Hyundai also has a smaller 2.0-litre ‘R’ diesel on offer now, and would do well to introduce this engine option in India for a more competitive price point, similar to what Chevrolet has done with the Captiva.

A big SUV though it may be, the car-like driving manners of the current model are one reason for its success. The new car also rides on an independent suspension, with a new sub-frame providing additional insulation from the road. These two factors are vital in helping Hyundai find an ideal balance between ride and handling, just like it is on the current car. An interesting fact is that the new Santa Fe’s body shell is built from technology used on the European-market i40, recipient of the EuroCarBody award in 2011.

The new Santa Fe’s primary competition in India will come in the form of the Renault Koleos and the recently updated Chevrolet Captiva. Despite being plagued by a dated dashboard design, inferior material quality and ageing looks compared to the other two, the current Santa Fe still manages to hold its spot as the best car in the segment, thanks to its tough build, decent ride and handling, and superior engine and gearbox combination.

The ‘Fluidic’ Santa Fe, expected sometime in mid-2013 at an estimated price of Rs 24-25 lakh, could take Hyundai’s success in the SUV segment to the next level.

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Mahindra electric car to be called E2O; coming this year.

The long-overdue environment-friendly vehicle is expected to be priced at Rs 5.5-6 lakh

Mahindra & Mahindra is in the final stages of developing its new electric car, likely to be called the E2O(e-two-oh). Expected to go on sale by November, the car will be powered by a 29KW(39.4bhp) electric motor and will use 48-volt compact lithium ion batteries. Earlier plans for launching a more affordable lead acid battery-equipped version, it seems, have been shelved for now. What Mahindra is planning to do however, in an effort to make ownership more affordable, is lease the batteries, thus making them a component of running costs. We expect the E2O to cost around Rs 5.5-6 lakh.

The E2O family is also likely to sprout other electric variants which will allow Mahindra to spread the cost of the platform. In an effort to keep costs in check, there is also likely to be sharing of parts from the Mahindra parts bin. The carmaker also says it is expecting to push the car through corporate sales. 

Companies, especially environment-friendly ones, could lease a large number of cars, provide charging points for their employees and help maintain them as well. The E2O will also be the first Mahindra to come out of the recently inaugurated green plant at Bangalore. Pawan Goenka, president of the automotive division, said that investing in an electric car project makes financial sense. Manufacturing an electric vehicle is cheaper than making cars with internal combustion engines and the cost of building a plant with an annual capacity of 6,000 units is not as high as that of a conventional vehicles facility. M&M has invested Rs 2,500 crore in the electric vehicle plant so far. 

What’s also essential for the viability of the project is support from the government. Makers of electric cars in the past received SOPs to the tune of Rs 1 lakh. The National Mission for Electric Mobility (NMEM) however, is expected to announce further benefits that could deliver a substantial benefit to makers of electric cars. 

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New BMW 3-series review

BMW’s brilliant new 3-series has just moved the game forward.

OVERVIEW :

BMW’s E90 3-series was the first to come to India in April 2007. You could initially buy either a 320i or a 320d, and the six-cylinder 325i came a bit later. The suspension systems on these early 3-series cars were sporty but rock hard. In 2008, BMW gave the 3-series a mild facelift and made the suspension more comfortable. The year 2010 saw the 254bhp 330i replace the 325i and BMW got the ride and handling balance right for the first time. Later on, green Efficient Dynamics editions saw the addition of electric power steering.

The 3-series is the bedrock on which BMW is founded. The 3-series also sets the philosophical standard of BMW’s core brand values. Understand what makes the 3-series tick and you’ll understand what makes every BMW so alluring. But can this new F30 take the game further in this era of greater efficiency and increasingly digital connectivity?

DESIGN :

The new 3 has gone through a mini-revolution as far as the styling is concerned. This car makes a bold statement. The headlights and kidney grille are stretched, spread out and pasted across the nose, the bonnet is considerably more muscular and sinewy and, with two bold swage lines running across the flanks, the new car looks much more athletic. There are more radical bits up front too. The lower half of the chin mimics an aerofoil, vertical air intakes in the bumper allow a curtain of air to flow around the front wheels, and where the grille and headlight meet there is a solid band of chrome. The rear is typically BMW, but the wider bootlid makes it easy to confuse this car with a 5-series from the rear.   

Compared to the old car, the new 3-series has grown in length by 93mm, the wheelbase is 50mm longer and the front and rear tracks are wider too. The use of more exotic raw materials means that the new car is both 40kg lighter and 10 percent more rigid. The electric steering and double-wishbone front suspension are taken from the 5-series, the rear suspension is carried over from the earlier 3-series and bits like sub-frames and the prop shaft are reworked as well. BMW’s obsession with weight distribution has been carried over too — this car boasts a 50:50 front-rear balance. 

INTERIOR :

The dash of the F30 looks like that of the new 5-series, which in turn looks like the one on the 7-series, and that’s great. BMW has tilted the dash in towards the driver, there are myriad surfaces for that ‘layered’ 3D effect and the 328i’s Sport trim includes a bright red stripe running across from one side to the other. 

A widescreen infotainment display sits above the central console, the new iDrive system is even more intuitive and useful, and you can switch from Comfort to Sport in a second by using the ‘Drive Performance Control’ switch. Some buttons and knobs, however, are still too small and there are still a few shiny plastic bits present. Also, the tunnel for the gearbox that sits at the base of the central console is still massive – BMW engineers have pushed the engine and gearbox as far back as possible for that aforementioned perfect weight distribution.

The longer wheelbase, however, means there is much more legroom in the rear of the car, and because you are sat slightly higher, visibility is better as well. In addition, thigh support is fantastic, the backrest is very supportive and, unlike the earlier car, there’s plenty of room for your feet as well. Even more comfortable are the big front seats, which offer tremendous shoulder and lateral support with just the right amount of suppleness. The 3-series finally has four useable bottle-holders up front too, two ahead of the gear lever and two in the big door pockets. And isn’t it
nice to see a real handbrake? 

ENGINE :

Under the bonnet of the diesel 320d is BMW’s familiar four-pot – one of the best four-cylinder diesels around. This worked-upon and more powerful motor still isn’t the most refined of units. There is a hint of buzz at start-up, it gets a bit vocal when you extend it, and it never really turns silky smooth like many other modern diesels do. What you get in return, however, is performance that is quite un-diesel-like. It’s always ready for action, its willingness to rev hard is second to none and that, in effect, makes it the perfect companion for the sporty new 3-series. And considering its size and uprated, 181bhp output (put to the rear wheels via the eight-speed auto), performance is nothing short of shocking. 100kph is dispatched in just 7.8 seconds, approximately a second faster than the earlier 320d, and press on and in 16.9 seconds you will reach 150. So good is the performance, in fact, that you miss having paddles behind the steering wheel. Of course, the light kerb weight and quick gearbox do help give the diesel an extra kick.

The all-new, 241bhp 328i turbo-petrol in-line four gets even more of a leg up due to these two factors. This big-bore motor loves to be spun hard just like a BMW straight six, but unlike a naturally aspirated six, it’s torquey too, thanks to direct injection and turbocharging. So, while there is a tiny bit of lag, this motor has a strong mid-range and an extremely strong top end.

And the faster you spin it the harder it wants to go. Like the diesel, idle isn’t the most refined, and it emits a coarse snarl at high revs too; it’s not quite as smooth as a straight-six. Performance, however, is sizzling hot. 6.4 seconds is all you need to get to 100, 180 comes up in 22.1 seconds, and from the way this car howls past 230kph, you can tell hitting the limited top speed of 250 is only a matter of finding the right stretch of road. The motor, in true BMW fashion, pulls hard all the way to 7000rpm. Select Sport and the gearbox flicks to the next gear almost instantaneously, without that slight interruption in power you get from a twin-clutch unit. The performance is so addictive, the 328i just sucks you into the driving experience. To put it in perspective, this car is faster to 120kph than the 300bhp Audi A6 3.0 TFSI!

ECONOMY :

The new 3’s low weight, eight-speed gearbox, automatic stop-start and intelligent Eco Pro mode, all contribute significantly to making this the most efficient car in its class. The 328i returned 7.5kpl in the city and 12.5kpl on our highway test. The 320d, on the other hand, travelled 11.1kpl and 15.5kpl in the city and on the highway respectively, making both BMWs fast and frugal.

ENTERTAINMENT :

BMW’s iDrive system is basically a car computer. The screen displays various functions like media, parking assistance and navigation, among other car- and engine-related settings. A new Bluetooth telephony system reads text back to you, you can catch up on your emails and the system can handle SMSes as well. Additionally, you can also access your personal music library from your smartphone or music player inside the car. You get an Aux-in port, a USB port and a six-CD changer. Another unique safety feature is the heads-up display, which projects speedometer readings and a wide range of information on the windscreen, so you can keep your eyes on the road. 

ECO PRO :

BMW’s ‘Eco Pro’ setting puts the car into its most fuel-efficient mode at the touch of a button. The system modifies the powertrain management and the programming for the heating and air-conditioning systems to help deliver the highest level of efficiency. It also customises the engine response by altering engine maps, so that you get only as much power as you need when you step on the accelerator. Even the gearbox’s shift pattern is altered so that engine speed is kept low. BMW claims Eco Pro lowers the average fuel consumption by up to 20 percent.

VERDICT :

The old 3-series was the benchmark in its class, one that remained undefeated in most comparisons, especially with a diesel motor under the hood. The new 3 takes the game forward substantially in almost every area, which is an indication of how good this car really is. It’s an outstanding all-rounder, delivering the best of all worlds; this BMW is compact, yet the most spacious in its class. It’s blisteringly quick, but efficient too. It’s the most comfortable to be chauffeured around in and yet incredible fun to drive. It’s even competitively priced. Flaws? Yes, there are a few – the engines could have been more refined and the suspension could have been quieter. But, apart from that, we’re totally convinced this is the new benchmark in the compact luxury class. And from the manner in which it stands head and shoulders above the rest, it’s likely to stay there for a long time to come.

TECHNICAL  SPECS :

Fact File

What it costs

Ex-showroom (Delhi)	Rs 36lakh/34 lakh
Warranty	2 years unlimited km

Engine

Fuel	Petrol/Diesel
Installation	Front, longitudinal
Type	4cyl, 1997cc, direct injection turbo petrol/ 4cyl, 1995cc turbo diesel
Bore/stroke	90.1/84.0
Compression ratio	10.0, 16.5:1
Valve gear	4 valves per cyl, DOHC/ 4 valves per cyl, DOHC
Power	241bhp at 5000-6500rpm/181bhp at 4000rpm
Torque	35.69kgm at 1250-4800rpm/38.74kgm at 1750-2750rpm
Power to weight	168.53/127.46bhp per tonne
Torque to weight	24.95/27.28kgm per tonne

Transmission

Type	Rear-wheel drive
Gearbox	8-speed auto

Dimensions

Length	4624mm
Width	1811mm
Height	1429mm
Wheel base	2810mm
Boot volume	480 litres
Ground clearance	140mm

Chassis & Body

Construction	Four door saloon, monocoque
Weight	1430/1420kg
Wheels	Alloy
Tyres	225/45R18, 225/50R17
Spare	No

Suspension

Front	Independent, MacPherson struts, anti-roll bar
Rear	Independent, multi-link, anti-roll bar

Steering

Type	Rack and pinion
Type of power assist	Electromechanical
Turning circle	11.3m

Brakes

Front	Ventilated discs
Rear	Ventilated discs
Anti-lock	Yes

Performance

0-20	0.97/0.90
0-40	1.80/2.07
0-60	2.98/3.58
0-80	4.48/5.40
0-100	6.40/7.83
0-120	8.78/10.85
0-140	12.16/14.52
0-160	16.68/19.52
0-180	22.15/25.66
0-200	27.24/35.23

Economy

City	7.5/11.1kpl
Highway	12.5/15.5kpl
Tank size	60 litres

Overview

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Tata Safari Storme review

Tata’s long-awaited Safari update, the Safari Storme, hits the roads. We take it out for a spin.

When you first look at the new Safari Storme, you are immediately struck by how, even 14 years after its launch, Tata seems to have made barely any changes to the exterior. Alterations to the nose and rear suggest that it’s not much more than a facelift. However, that misconception gets blown to dust the moment you drive it. Once you’re behind the wheel, you realise just how much of an improvement the new Storme is over the previous Safari. It feels better built, it’s far more refined, it rides really well and the interior too feels a generation ahead.
The most obvious changes are to the front, where the slim, wide grille (capped with a thick chrome strip) undercuts the sharp-looking headlights in a nice, stylistic touch. Move to the side however and the Storme looks exactly like the old Safari. New cladding for the doors and wheel arches can’t hide the fact that the glass house is identical, the doors are similar and the A, B and C pillars are the same as well.
At the back, the tailgate-mounted spare wheel has now been moved under the floor. The result is a cleaner rear profile with a new set of tail-lights.
On the inside, the overall improvement in quality all around is immediately evident and almost nothing of the old car is carried over. The chrome door handles and leather seats add a touch of luxury, as do small details like the chrome on the gearlever and the flock lining in the glovebox.
Just like the previous generation Safari, the Storme has excellent seat comfort and, once you haul yourself in, you are rewarded with a commanding seating position and a delightfully spacious and airy cabin. The front seats are large and very well bolstered, whilst the rear bench is supportive too.
In stark contrast, the third row is far from comfortable or practical. The tiny, foldable jump seats are only useable on short journeys, at best.
On the mechanical front, the Safari Storme uses an updated version of the 138bhp Dicor motor, which Tata now calls VariCor, because of the use of a variable geometry turbo. This 2.2-litre common-rail, direct-injection motor uses double overhead cams, hydraulic valve adjusters and sixteen valves to breathe better.
The overall level of refinement is much better now with an engine that is quieter throughout its rev range, and a cabin that feels particularly well insulated from the outside.
Tata engineers have managed to shave around 75 kg off the old car thanks to a lighter chassis, but this hulking two-tonne SUV is a bit lethargic off the line; a result of its weight and lack of low-end torque. You need to keep the engine above 1800rpm, after which the Storme picks up the pace with a fair amount of enthusiasm. The mid-range is quite punchy and cruising is quite effortless, which suits the Safari’s role as a long-distance cruiser.
The clutch is reasonably light and the gearbox has been improved with shorter throws, but the shift still feels a bit soggy and vague.
The Storme sits on a shortened version of the Aria’s hydroformed X2 chassis and maintains the previous Safari’s 2650mm wheelbase. As a result, the Storme’s chassis is approximately 50 percent stiffer and 35kg lighter than the old Safari’s outdated ladder frame.
The ride comfort is simply fantastic. The Storme coasts over bumps and broken roads like a freight train, flattening out even the largest of potholes. The suspension, also carried over from the Aria, is on the softer side, and hence there’s a fair amount of pitching and heaving over uneven surfaces.
The Storme retains the old Safari’s comprehensive four-wheel-drive system that includes a low range and a limited-slip differential. The system is easily engaged by using a central console-mounted dial and this allows the big Tata to tackle medium to difficult sections.
The new Safari Storme comes equipped with features like ABS, remote locking and an audio system with Bluetooth connectivity standard across the range. In fact, the Rs 9.95 lakh (ex-showroom, Delhi) that Tata is asking for the base Storme LX may be considerably more than the old LX, but the equipment is on par, if not better than, the old mid-level EX.
Unusually, the top-end VX versions (Rs 12.5 lakh for the 4x2) no longer get the reversing camera (there’s just parking sensors) or DVD player as they did before.
The Safari Storme, then, comes across as a quantum leap ahead of the previous Safari. It’s well-equipped, refined, better built and comprehensively updated. And with prices starting from Rs 9.9 lakh for the base 4x2 model and going to Rs 13.7 lakh for the fully loaded 4x4 option, it’s great value for money. Also, as a long-distance cruiser, nothing can quite beat it for the money. The only grouse is that, even after 14 years, Tata hasn’t got around to changing the ageing body completely.

Fact File

Price Range (in lakhs)*

Ex-showroom price

Rs 9.95L to Rs 13.66L (Ex-showroom, Delhi)

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

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Mahindra SsangYong Rexton review

The Rexton is SsangYong's first offering in India after being taken over by Mahindra. Does it pack in enough to put up a good fight?

Mahindra & Mahindra’s acquisition of the Korean Ssangyong brand paved the way for the Indian car manufacturer to further strengthen its position in the SUV segment. And while last year’s launch of the well-received XUV500 marked Mahindra’s first premium SUV offering, M&M has now introduced the Ssangyong Rexton premium SUV to take things up a notch. The Rexton, in a nutshell, is a big, body-on-frame SUV that will compete with the likes of the Toyota Fortuner, Mitsubishi Pajero Sport and Ford Endeavour.

For an SUV that is both longer and wider than the already large Toyota Fortuner, the Rexton lacks the road presence that even the marginally smaller Pajero Sport has in spades. That’s down to the facelifted Rexton’s sloping bonnet, gently peeled-back headlamps and curvy grille, which lend the front a certain softness.

Despite that, however, the car manages to look a whole lot better than the model it replaces and the overall styling, especially at the front, is quite contemporary. That chrome-rich grille gives the front plenty of flash, the headlamps with their projector pods are smartly detailed, and those heavily flared wheel arches give the design much needed muscle. Further back, the wraparound rear windscreen looks quite neat and injects much flair to the tail section.

Open the Rexton’s doors and you will find that the cabin looks plush, everything appears solidly put together, and the leather seats with their soft cushioning and smart stitching are really inviting too. Panel fit is excellent and the soft-touch plastics on the dashboard-top feel like they’re from an expensive German saloon.

The Rexton also comes loaded with features like a touchscreen interface for the audio system, DVD player, Bluetooth telephony, satellite navigation, sunroof, climate control, rear parking sensors, automatic headlamps, rain-sensing wipers, cruise control and steering-mounted audio controls.

However, it’s when we move to the back that the Rexton’s cabin loses some points. For starters, the slightly low-set seats and high floor compromise the seating posture to some extent, though it’s still better than an Endeavour. The cabin also isn’t as roomy as the large exteriors lead you to believe.

As for the last row of seats, the less said the better. You sit virtually on the floor with your knees pointing towards your chin, and with no headrests for these seats, your neck is left unsupported too. If there’s some consolation, it’s that the rearmost section gets a pair of air-con vents with their own blower speed control.

The Rexton comes with a 2.7-litre, in-line five-cylinder DOHC turbo-diesel motor, with the option of five-speed manual and five-speed auto transmissions. Curiously, the engine is tuned differently for the two gearboxes, so as a manual it produces 162bhp and 34.7kgm of power and torque, respectively, while in the automatic it produces a far more substantial 184bhp and 41kgm. The automatic variant also comes with permanent all-wheel drive, and this allows the Rexton to get off to a clean start and post a quick 0-100kph time of 10.92 seconds.

However, the engine makes quite a racket, one that gets progressively louder as the revs rise. The nine-blade radiator fan is responsible for most of this. Then there’s the slow-witted automatic gearbox that takes much away from the driving experience. You can change gears manually via buttons on the steering wheel, or alternatively, a switch on the gear lever.

While the Rexton Auto’s 11.18kpl ARAI-tested figure makes it quite the diesel-guzzler, its power delivery is nice and linear, and for relaxed driving in the city or on the highway, the engine should cope well enough.

Weighing in at around two tonnes the Rexton is just as heavy as its body-on-frame contemporaries. Its suspension, which is a combination of double wishbones in the front and coil springs and a live axle at the rear, is also similar to what you’ll find on the Fortuner and Pajero Sport. Driving around Mahindra’s test track, we found the Rexton too softly sprung to derive any pleasure out of driving it with enthusiasm. However, the high-profile 235/75 R16 tyres do absorb a lot of the road shock and, in that sense, work admirably to shield you from smaller surface blemishes.

Mahindra’s new flagship, then, is a bit of a mixed bag. On one hand, it’s smart looking, well-built, comes loaded with features and has a cabin that’s premium enough to give it a serious edge over its rivals. On the flipside, the noisy engine, slow auto gearbox, bumpy ride and mediocre handling all take away from its appeal. Tipping the scales back in its favour, however, is the fact that Mahindra has launched it at a killer price. At Rs 19.67 lakh (ex-showroom, Mumbai), the Rexton Auto is a few thousand more expensive than the Endeavour 4x2 Auto and a full Rs 2 lakh cheaper than the Fortuner Auto. The lesser-equipped manual Rexton is an even more appealing proposition, with a price of Rs 17.67 lakh, which makes it the most affordable SUV in this class, by far. At these prices, buyers are likely to gloss over the Rexton’s not-so-good aspects and think of it more as a value buy. Mahindra has successfully played on the VFM card before, so there’s no denying the Rexton’s potential to strike a chord with Indian buyers.

Fact File

Price Range (in lakhs)*

Ex-showroom price

Rs 17.67lakh (MT), Rs 19.67lakh (AT)

Engine

Fuel	Diesel
Type	5-cylinder, 2696cc
Power	162bhp (MT), 184bhp (AT)
Torque	34.7kgm (MT), 41kgm (AT)

Transmission

Type	Torque on demand/ All-wheel drive
Gearbox	5-speed manual, 5-speed auto

Dimensions

Length	4755mm
Width	1900mm
Height	1840mm
Wheel base	2835mm
Ground clearance	252mm

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Luxury carmakers betting on local assembly

Customs duty makes importing CBU models expensive, prompting luxury carmakers into cutting local assembly costs.

                     

Stung by high import duties on Completely Built Units (CBUs), which went up from 60 percent to 75 percent in the 2012 Budget, India’s luxury carmakers are gearing up to locally assemble strategic models instead of merely importing them.

Under the Completely Knocked-Down (CKD) kit route, a carmaker has to pay only 30 percent customs duty on the car, provided it comes with a pre-assembled engine, gearbox and transmission. If the components are further knocked down and assembled locally, the OEM pays a 10 percent duty.

Luxury carmakers are already assembling most of their key models in India to attract 10-30 percent duty (depending on the level of localisation) as this is a prerequisite to be price- competitive in the market.

The challenge with high-end models is that they sell only in small volumes and often don’t justify the investment for setting up a CKD assembly operation. However, the increase in customs duty on imports has widened the price gap with locally-assembled cars, which were spared of a duty hike and, as a result, fully-built up cars are getting priced out of contention.

Jaguar has been hurt the most with the recent import duty hike as none of its cars are locally assembled. However, Ratan Tata in an exclusive interview to Autocar India said, “We will look at assembling the XF in India if there is a business case for it.” In fact, the only way the XF can compete on price with the 5-series and E-class is if it is locally built. Land Rover already assembles the Freelander 2 at Tata’s Pune plant.

In fact, the increasing demand for high-end luxury SUVs is prompting manufacturers to build them from CKD kits. Audi is already assembling the Q3 and Q5 in its Aurangabad plant and the flagship Q7 which, is being imported until now, has been added to the list. Mercedes has aggressive plans in the SUV segment and will localise both the M-class and the big GL, thus bringing down their costs substantially.

At the top-end of the luxury car saloon segment, only the S-class is currently assembled in India but BMW plans to start assembly of the facelifted 7-series when it goes on sale at the end of this year. “We can expect more products to be locally manufactured but they must also have a reasonable business case,” says BMW India’s president, Andreas Schaaf. 

However, there doesn’t seem to be a good business case for local assembly of the Audi A8, the 7-series’ main competitor. “The A8 has an aluminium body which makes it difficult to build in a CKD operation,” says Michael Perschke, Audi India’s boss.

The buzz in the industry is that Volvo plans to acquire around 100 acres in Karnataka for a CKD operation of its models like the S60, XC60 S80 and XC90. Along with Jaguar, Volvo is currently the only car brand that imports all its models.

While cars built from CKD kits obviously cost less, the final price that the buyer pays depends on how much of the reduction is passed on to him by the carmaker. Quite often, the investment in a CKD operation cancels out the savings in duty. However, some states slap imports with registration charges that are significantly higher than on locally-made cars.

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Honda Brio Automatic review

Honda has added the convenience of an automatic gearbox to its sprightly hatch, the Brio. We bring you our first impressions.

 

                 

  Honda has greatly enhanced the user-friendly character of its Brio hatchback with the launch of an automatic version that goes on sale on October 18. Instead of the CVT gearbox used in the Brio in Thailand and other markets, Honda has opted to equip the Indian Brio with a conventional five-speed auto, driven by a torque converter. In fact, the gearbox is similar to the one in the City Automatic, but with different gear ratios.
The Brio Automatic joins the handful of budget automatics available in the Indian market, and with the lack of strong competition, Honda believes that the Brio Auto could account for 5-10 percent of its total sales. However, the demand for the car will hinge largely on its price and fuel efficiency.
Whilst prices are not announced yet, we expect the Brio Auto to be around Rs 60,000 more than the equivalent manual version. In terms of fuel efficiency, the Brio Auto returns 16.5kpl in the Indian Driving Cycle (IDC)­ – 2.9kpl less than its more efficient manual sibling. This should make the Brio Auto around 10-15 percent thirstier than the manual in the real world. So is the convenience of an automatic worth the extra you will have to pay each time you fill up?
Slip, or rather charge into Delhi traffic and the immediate answer is ‘Yes!’. The five-speed auto is eager enough to make light work of the cut and thrust of rush hour and, at part throttle, the Brio Auto feels pretty responsive. It’s only when you stab the throttle wide open for a quick overtaking manoeuvre that the gearbox feels a bit lazy, taking a bit of time to kick down to a lower gear. However, you can work around this by snicking the lever down to D2 or even D1; this holds onto each gear just like in a manual and does not upshift automatically, even at the redline.
On the open road, the Brio is surprisingly peppy and overtaking is pretty easy. This brings us to the 86.7bhp, 1.2-litre engine, which is the main reason for the Brio’s sprightly nature. This i-VTEC motor is an absolute jewel that thrives in the upper reaches of the rev band.
The Brio was always a brilliant city car thanks to its perky responses, agile handling and compact dimensions. Now with the automatic version, it’s quite an ideal one.

Fact File

Engine

Fuel	Petrol
Installation	Front, transverse
Type	4-cyls in-line, 1198cc
Power	86.7bhp at 6000rpm
Torque	11.11kgm at 4600rpm
Power to weight	Front-wheel drive

Transmission

Type	5-speed auto

Dimensions

Length	3610mm
Width	1680mm
Height	1500mm
Wheel base	2345mm
Ground clearance	150mm

Chassis & Body

Construction	Five-door, monocoque
Weight	Full size
Wheels	14inch
Tyres	175/65-R14

Suspension

Front	Independent, McPherson struts
Rear	Non-independent, torsion beam axel

Steering

Type	Rack and pinion
Type of power assist	Electric

Brakes

Front	Ventilated discs
Rear	Drums

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GM could tie-up with Peugeot-Citroen

General Motor’s European division could be merged with Peugeot-Citroen, according to media reports emerging from France.

 

The reports say that Vauxhall-Opel would be merged into a new joint venture company with Peugeot-Citroen. GM would own a 30 per cent stake in the joint venture and would inject £6.2 billion (Rs 52402.4 crore) for future product development. 
According to Automotive News Europe, this tentative plan is said to have been one of a number of ideas being considered by the management teams of PSA and GM, including selling Opel outright to PSA or GM buying PSA’s automotive division.
At the moment, the alliance between GM Europe and PSA has centred on a range of future models, including replacements for the Insignia and C5/408, a rival for Renault’s budget Dacia line-up, a super-economy supermini and a range of compact SUVs.
Although some are speculating that the French Government might resist the idea of a PSA-GME joint-venture, a 70 percent controlling stake for the French and the fact that this deal may be the only way of saving PSA from collapsing in the medium term could prove the decisive factors.
Both GM Europe and PSA are losing huge amounts of money in the face of the downturn in the European market, a situation driven by their under-utilised factories and the need to discount showroom prices. GM Europe is expected to lose nearly £1 billion (Rs 8452 crore) in 2012, a situation which is affecting the health of GM globally. PSA is said to be burning £161 million (Rs 1360.7 crore) in cash each month.
Merging the four mass-market brands would, eventually, pay dividends by allowing them to build much larger numbers of cars on each platform, saving significant money on product development costs and by running the JV factories at above 85 percent capacity.
The downsides are that more than one factory in any PSA-GM alliance would have to close - a concern for the UK’s Ellesmere Port plant which recently got the contract to produce the 2015 Astra. Also, the merging of most models onto common platforms would take upwards of five years, time that PSA and GME might not have in the current market conditions.
Dividing up the engineering work between France and Germany could prove controversial, although GM’s Russelsheim Engineering HQ could be fully retained by GM because it carries out work on global basis.
At this stage, the merger proposal is still at an outline stage, but if it does clear potential hurdles, it is unlikely to get the green light before the end of the year.

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Ford EcoSport review

It’s got the right profile, the right size, the right attitude and the right credentials; but does the EcoSport have the right stuff?

We’re very late. The sun has already come up, our Brazilian journalist colleagues are running late, and then once away, we land slap-bang in the middle of Sao Paulo’s mid-morning stampede. They said it would be bad, but this is ridiculous. The gridlock on the Ayrton Senna freeway is so intense, so tight and so unending, it makes rush hour in Bangalore feel like a breeze. An hour and a half later, still on the elevated freeway, still on the way out of the city and still in the jam, I’m casually informed that our destination is around 130km away!

Then, finally, salvation. A couple of speed breakers, a toll plaza, and beyond it open roads. It’s a sight for sore eyes alright – perfectly paved elevated road, perfectly marked wide lanes, long sweeping corners and gently banked sections, all rolled nicely into the mix. Time to loosen the reins on the 1.6-litre motor and see what the EcoSport is really like. First impressions are quite good. There’s enough torque in the mid-range to get the relatively light 1243kg EcoSport moving quite effortlessly, the speedo needle climbs past 110kph easily and speed continues to build as 

I keep my foot down, the motor pulling hard quite happily. The road ahead is empty, so soon the speedo is up to 140 and climbing. 

 

Then, out of the blue, an 18-wheeler decides to change lanes on a whim. I feel right at home; must be an Indian trucker. I get sharply on the brakes in a straight line, bleed a lot of speed and steer smoothly into the next lane. The Ford executes the change of track without a hiccup. Yes, I know this car’s based on the Fiesta and that automatically means good driving manners, but this is something else. The rest of the expressway is traversed without incident, the Ford holding on to high speeds as easily as a low-slung saloon. Wind noise is well contained, the roar from the tyres is pretty subdued, despite the big lugs in the rubber, and the kilometres just fly. Soon we are at our exit. Time for some smaller roads and some corners. 

 

As luck would have it, the road is a dream. Strung between sections of low-lying hillocks, it dips and rises, has both tight sections and free-flowing corners, and seems just perfect. I start slow; this is an SUV after all and there will be some amount of body roll. Ten minutes into said road, however, I’m left scratching my head. Sure I’m going easy, but the EcoSport just doesn’t roll like something with its belly floating 200mm above the tarmac should. As on the Fiesta, the steering is both light and feelsome, I love the fact that there is zero slack and this, together with the good body control and beautifully weighted brakes, makes this car an absolute joy to drive, even at a slightly relaxed pace. The light but very accurate gearbox is super slick, it’s a pleasure to use and the best bit is that it doesn’t mind being hurried too much either. 

 

Inevitably the pace increases. I use more of the 115bhp on offer and carry more speed into corners. But even though I’m pushing the EcoSport much harder, there’s still no loss of composure, not much body roll and not too much dive from the suspension. And the message from the steering wheel is clear: ‘there’s plenty more grip, please push on’. And I do. The front tyres are now scrambling for grip on the way into corners, the EcoSport skating mildly over the road. And though there’s a bit of roll and yaw on the way out, the steering keeps chattering, giving me confidence all the time. It just feels special.

 

Eventually we get to a place where we can shoot. Time to stop, pull out the cameras and admire the car; give that just-rolled-out-of-the-motor-show look a once-over. And is there any doubt that, in the flesh, out in the  real world, Ford’s EcoSport looks just insane? We’re used to seeing outlandish and futuristic designs under the arc lights at car shows, and in that setting they don’t stand out as much. But seeing the EcoSport on the road, barely altered from the concept car revealed at the Auto Expo less than a year ago, comes as something of a shock. 

 

What sets the eyebrows floating, of course, is that massive, open-mouthed grille. To give it a very different feel from the Fiesta, the high bonnet line, machine gun pod-like fog lights and heavily raked windscreen make the EcoSport look even more radical. The slot-like headlights add  further aggression, the flared wheel arches give it a well-planted look and the rising beltline makes it look tipped forward. Neutral grey cladding runs around the bottom of the car, the 16-inch alloys are reasonably large and Ford has done a good job with the rear of the car as well. The C pillar and wraparound rear windscreen mesh together well, the rear door handle is set in the tail-light and the rear-mounted spare wheel is well integrated too. The placement of the spare wheel, however, is key; it will help the EcoSport duck under four metres; vital if Ford wants the small car excise benefit in India.

 

If you’ve spent time in the new Fiesta, you will be familiar with this car’s interiors. Stepping into the cabin is quite easy because the car is just the right height, there’s plenty of legroom for tall drivers due to the higher seating position, and the cabin does feel slightly airier in the front. The funky ‘wedgy’ styling works well here too. The EcoSport’s dash is actually even more angular than the Fiesta’s. The triangular vents are larger than the saloon’s, the gear lever is set lower down, and though this car didn’t come with digital climate control, we should get it in India. The digital ‘command centre’ on the centre console is just as interesting and fun to use. Plastic quality also seems to be slightly improved from the Fiesta. The material covering the dash looks much improved, the build and quality of the steering is fantastic and the leather seats on this car help lift the ambience of the cabin. Another nice touch is the padded door pads, especially if you happen to knock your elbow on the armrest. 

 

The rear door is slightly smaller than the front, and as a result ingress isn’t as easy. Passengers in the rear seats, however, have sufficient legroom to be comfortable. There’s ◊ ∆ plenty of space for your feet under the front seats and, though the seating position is a bit upright, comfort is pretty good. But this is still a compact SUV, so don’t expect acres of legroom, or a particularly airy cabin. You are sat higher than in the front seat, so visibility out isn’t too bad, and you can adjust the backrest, but the Duster still has more space in the rear.

 

The car I was testing didn’t have all the kit on it, but EcoSports can be specified with stuff like climate control, keyless entry, rain-sensing wipers and automatic headlights. Boot space is at a premium though – 362 litres, which is not much more than some large hatches, and the opening is narrow too. You can, however, flip the seats to increase boot space. Also disappointing is the fit of the rear door. There’s quite a gap where the door meets the rear fender, and it looks unsightly from some angles.   

 

On the way back to Sao Paulo, I get to experience the EcoSport in less extreme traffic over some back roads, similar to our own; roads with plenty of potholes and ridges. The EcoSport’s sporty suspension setup felt too stiff here. While smaller bumps are absorbed with just a shimmy, larger craters register as thuds and upset the composure of the car. Ford, as ever, needs to find a good compromise between comfort and grip for India, but they’ve always done a stellar job, so we assume they will get it right on the EcoSport too.

 

The first-generation EcoSport was a car designed and engineered in Brazil for Brazil. This new car, however, will be exported all over the world, with India being one of the first markets to get the car. It’s no surprise – the appeal of the car is just massive. Very attractive to look at, fantastic to drive, comfortable, sufficiently spacious on the inside, well equipped and just the right size for city streets, the EcoSport is just the kind of car Indian customers want. The Renault Duster has recently proved just that. Equipped with a 1.5 diesel for India, a modern direct-injection turbo petrol motor (the 123bhp 1.0-litre EcoBoost) and even the option of a twin-clutch gearbox, the EcoSport has the potential, if priced somewhere in the region of Rs 6-8 lakh, to be the most successful Ford ever sold in India. Let’s hope Ford gets it right.

Fact File

Engine

Installation	Front, transverse
Type	4-cyls 1596cc petrol
Power	113bhp at 6000rpm
Torque	15.9kgm at 4250rpm

Transmission

Gearbox

5-speed manual

Dimensions

Length	4250mm
Width	2060mm
Height	1670mm
Wheel base	2520mm
Boot volume	362 litres
Ground clearance	1243kg

Chassis & Body

Tyres

205/60R16

Steering

Type of power assist

Electric

Performance

0-100

11.9 sec*

Economy

Tank size

52 litres

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