Mercedes teases GLA compact SUV

The GLA will be Mercedes's newest model to be spun off its latest front-drive MFA architecture.

 

 

Mercedes Benz has teased the upcoming GLA compact luxury SUV by putting up an official sketch of the same on the brand's Facebook page.

The German carmaker previewed the GLA in concept form at the Shanghai motor show held earlier this year. The GLA will also be the latest model to be spun off Mercedes’ latest front-drive MFA architecture, following the latest A-class and B-class models and the CLA saloon, which will also come to India soon.

The GLA is expected to be 4383mm long, 1978mm wide and 1579mm high. The wheelbase is believed to be the same 2699mm employed by its siblings - the A-class and B-class. These dimensions closely match the Audi Q3 and BMW X1, the chief rivals that the GLA will face when it hits international markets next year.

The front features perhaps the most modern treatment yet of Mercedes’ familiar core design, with just two horizontal bars used for the front grille, which places the marque’s three-pointed star logo at its centre.


The five-door GLA’s gently sloping roofline flows into the tailgate to give a sleek and sporty silhouette. This profile is enhanced by flared wheel-arches and a beltline that rises towards the C-pillars that wrap around to the rear over slim tail-lights to visually widen the rear of the car at the bottom, giving a sporty, squat stance.

As seen from the interiors of the concept shown at the Shanghai motor show, the layout on the centre console and the positioning of the round air vents, multimedia screen and instrument binnacle are recognisable from other MFA models such as the A-Class and the B-Class will also feature in the production GLA.

Power is expected to come from the similar range of petrol and diesel engines seen on other Mercedes MFA platform-based cars. On the GLA, drive will channeled to all four wheels through a seven-speed, dual-clutch, automatic transmission and Mercedes’s proprietary 4-Matic system. The four-wheel drive system should be offered with the more potent engines in the range with front-wheel drive supplied as standard.

Later next year, the Mercedes-Benz GLA range will be crowned by a GLA45 AMG version. The hot range-topper will use the same running gear as the A45 and CLA45 models, which means power will be sent to all four wheels by a turbocharged 2.0-litre petrol engine with 355bhp.

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Jaguar confirms SUV for 2016

First Jaguar crossover confirmed for production

The most radical new Jaguar for decades has been given the green light for production in 2016, our sister magazine, Autocar UK can reveal.

Company insiders say the new model could become “Jaguar’s Evoque” — both changing perceptions of the brand and selling in substantial volumes. It is expected to be priced to rival the BMW X3.

First exposed by Autocar UK in March 2012, the Jaguar crossover concept has been in development for over two years already. It’s thought that Jaguar could unveil a teaser concept as early as this September’s Frankfurt show.

Sources who have seen the new car at customer clinics held in the Midlands have described the crossover as “stunning”. One source — a current XF owner — told that the styling proposal was “unlike anything that Jaguar had done before” and “easily the best-looking vehicle in the room”. The line-up at the clinic included the current Infiniti FX and Porsche Cayenne, although both are bigger than Jaguar’s crossover. It’s thought that the coupé-like FX has been something of a stylistic influence for the new Jaguar.

The new crossover will provide Jaguar with a direct rival for Porsche’s upcoming Macan SUV, which is similar in size and is also defined by its dramatic styling.

The Jaguar crossover will be a conventional five-door hatchback and aimed at younger, more affluent families. As one source noted: “You rarely see one of today’s Jaguar models with a child seat in the back. The crossover will tap into that market.”
The crossover — possibly badged XQ — will be a sister car to Jaguar’s BMW 3-series competitor and will be based on the same new aluminium platform. Insiders say the production car will be much more of a sporting crossover than a full-on SUV.

Like the small saloon, the crossover will be natively rear-wheel drive but will also have the option of all-wheel drive. Both cars are based on the smaller version of the Premium Lightweight Architecture that underpins the new Range Rover and Range Rover Sport.

Whereas the large PLA platform underpins models five metres long and more, the compact PLA architecture should cover new models between 4.4 and 4.9 metres in length, as well as being slightly narrower than the bigger platform.

The compact PLA is understood to underpin the two entry-level Jaguars and the next-generation XF. Jaguar hopes the crossover will be the lightest model in its class. Combined with Jaguar Land Rover’s all-new four-cylinder ‘Hotfire’ engines, that should enable it to achieve some of the lowest CO2 ratings in its class.

A wide range of petrol and diesel four-cylinder engines will be offered. Higher-spec V6 petrol and diesel versions will also feature in the line-up.

 

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Rolls-Royce set to launch Wraith August 23

The Wraith, Rolls-Royce's most powerful car ever, will come with a 624bhp V12; prices yet to be confirmed.

 

Rolls-Royce is set to launch its most powerful car ever, the Wraith, in India on August 23.

The Ghost-based coupe is its most dynamic car ever, according to Rolls-Royce, and will come powered by a 624bhp V12 engine capable of accelerating from 0-100kph in 4.4 seconds.

The Wraith is 183mm shorter in terms of wheelbase than the ghost, 130mm shorter in overall length, 40mm wider in rear track and 43mm lower in height. The suspension has also been stiffened to minimise body roll and ensure the driver gets a better sense of feedback when cornering. The steering weight is also heavier at high speeds and lighter at low speeds to encourage spirited driving.


However, company boss Müller-Ötvös emphasised that the Wraith should not be considered an outright sporting GT. "While the Wraith does push the brand in a new direction, evolving it in a way that we hope will attract new, perhaps younger customers, it is still a Rolls-Royce, and the 'bed of air' ride our customers expect is still uppermost in the car's DNA."

Technical innovations to complement the car¹s dynamics include a satellite-aided transmission, which uses GPS mapping data and driving style measurements to ensure the correct gear is pre-selected for the road ahead by the eight-speed ZF gearbox.

Inside, the Wraith features Phantom-grade leathers and new wood panelling, which stretches across the coach doors through to the rear of the car. A starlight headliner is also available in a model other than the Phantom for the first time, working via 1,340 tiny lamps hand-woven into the roof lining.
There is no word yet on pricing.

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Mercedes-Benz GLA SUV unveiled

Mercedes's BMW X1 and Audi Q3-rivalling GLA compact SUV has been revealed. It's based on the carmaker's MFA platform, joining the A-class and B-class.

 

The new Mercedes GLA compact SUV is the fourth member of Mercedes’ new small compact family based on its front/all-wheel drive MFA platform, joining the A-class, B-class and CLA.

The looks of the Concept GLA have been toned down for the production car, particularly at the front and rear ends and with some of the surfacing. But the result is still one of the sportiest and most dynamic-looking cars in the class, with a look clearly in line with the rest of the models in the MFA family.

It is 4417mm long, 1805mm wide and 1494mm high, which makes it slightly longer, narrower and lower than the concept version. It is also 125mm longer than the A-class on which it is based, the pair sharing the same 2699mm wheelbase.

Internationally, the GLA will be offered with a range of transverse four-cylinder petrol and diesel engines equipped with either front 
or four-wheel drive.

Front-wheel-drive models include a turbocharged 1.6-litre petrol with 154bhp in the base GLA200 and a 134bhp 1.8-litre turbodiesel in the GLA200 CDI.

Engines offered with Mercedes’ 4Matic all-wheel drive system include a 168bhp 2.1-litre turbodiesel in the GLA220 CDI and a 208bhp 2.0-litre turbocharged petrol in the range-topping GLA250.

A six-speed manual gearbox is standard on the front-wheel-drive models and a seven-speed dual-clutch automatic on the all-wheel-drive variants. The automatic is optional with the front-wheel-drive models.

The 4Matic all-wheel 
drive system defaults to a front-wheel drive set-up in normal conditions, but it can send up to 50 per cent of the torque to the rear wheels when driving conditions require it.

As with the other MFA models, fuel economy figures are expected to be impressive. The usual array of fuel-saving tech features, such as automatic stop-start, make it on to the GLA, but its aerodynamic body also plays a role in its fuel-sipping ability. Features such as active radiator grille shutters and a streamlined body result in a drag coefficient figure of 0.29.

Inside, the GLA adopts a significantly higher driving position than the A-class’s. The seat height in the A-class is 276mm and in the GLA it is 549mm. The look of the cabin is instantly recognisable from the other MFA cars, with the three circular central air vents, centre console design, infotainment screen, steering wheel and instrument binnacle all carried over from the A-class, B-class and CLA.

The cabin has five seats and the rear-most three can be folded flat and reclined. The boot space is a maximum of 421 litres with the rear seats up, rising to 836 litres with the rear seats folded down.

A whole host of safety features are offered on the GLA, including the drowsiness-detecting Attention Assist, a Collision Prevention Assist that works from 6kph, and a more advanced Collision Prevention Assist Plus system that, in combination with the optional Distronic Plus cruise control, provides autonomous braking at speeds of up to 200kph. This system can also prevent rear-end collisions and collisions into stationary vehicles at low speeds.

When the GLA compact SUV makes it to India, it will compete with the likes of the Audi Q3 and BMW X1.

 

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New Audi Quattro concept for Frankfurt

New Audi Quattro concept likely to be showcased with 600bhp engine, top speed of around 300kph and 0-100kph time of less than 4 seconds.

 

Audi has released sketches of its reborn Quattro supercar concept, which will be shown at the Frankfurt motor show in September.

 

The modern-day Quattro aims to revive the spirit of the rally-bred Sport Quattro launched in 1984 and has been conceived as a limited-production model that is set to be priced well above that of any existing Audi. It will be assembled in Germany and is expected to go on sale next year.

 

The new car is expected to form the centrepiece of Audi’s renewed focus on four-wheel drive. Company sources have revealed that the focus of the company’s activities at the Frankfurt show will be on four-wheel drive: “We have a great history with quattro four-wheel drive and this will be reflected by what we have in store for the Frankfurt motor show.” 

 

According to speculation, to rein in development costs, Audi is likely to base the road-going production version of the Quattro concept on a modified version of the MLB platform that underpins the A5.

 

However, while the concept had a 2600mm wheelbase, the production car is likely to use a wheelbase similar to that of the existing A5, at 2810mm. The change will alter the Quattro’s proportions slightly but also add to interior space.

 

The longer wheelbase means the new car is also set to grow beyond the 4280mm of the concept to somewhere around 4500mm in length. Width and height are, however, likely to mirror the concept at 1860mm and 1330mm respectively.

 

In place of the 408bhp turbocharged 2.5-litre, five-cylinder engine used in the earlier concept, Audi looks set to provide the production version of the Quattro with a heavily tuned version of its twin-turbocharged 4.0-litre V8, complete with cylinder deactivation. Audi sources suggest power will be pumped up to more than 600bhp.

 

The V8’s heady power reserves will be channelled through a seven-speed dual-clutch gearbox with paddle shifters and, in keeping with tradition, a Torsen torque-sensing four-wheel drive system with a sport differential offering torque vectoring to all four wheels.

 

The carmaker will use lightweight materials to stick to its target 1300kg kerb weight for the concept. Sources suggest a 0-100kph time of less than 4.0sec and a top speed of around 300kph.

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New Skoda Octavia review

The Octavia nameplate is set to make a comeback here soon. And this may just be the car to rile up the competition in this segment. 

 

 

The Octavia, when launched here in 2001, attracted a lot of attention. And for good reason – it was fast, frugal, well built and very comfortable. Most importantly for our market, it came with an affordable price tag. This was the car that made Skoda’s fortunes here. When the second generation car was launched, the Octavia name was ditched in favour of Laura. This was also quite a success, but did not manage to garner as much fan following. Now, with the latest Octavia, the carmaker hopes to recreate the hype around the first avatar.  

The plan Skoda has for India is pretty exciting too. There’ll be more powerful and updated versions of the ubiquitous 2.0-litre diesel and the fantastic 1.8-litre TSI petrol, and this time around, the range will include new, smaller engines like the 1.4-litre TSI. And that could mean a competitive starting price of something like Rs 12.5 lakh (ex-showroom). But is the new Octavia good enough to rise to the top?

 

Its clean-cut looks certainly are a good starting point. The bold, clean strokes and spot-on proportions help give it a stance that is difficult to fault. And that’s despite the bulk of the car. The focus of the design, of course, is Skoda’s new ‘butterfly’ grille, with its 21 high-gloss slats and two-tone flying arrow badge standing proud. Chiselled headlamps and a square jaw make up the rest of the nose. Detailing on the remainder of the car is minimal and almost Audi-like in its exclusion of the unnecessary. Still, a BMW-like flick is visible at the base of the C pillar, and a black splitter adds definition to the rear of the car.

On the inside, the car is more practical and less overtly luxurious, with the profusion of chrome highlights and wood panelling missing. The design of the dash is neat and minimalist, with large chamfered surfaces making up the various layers. The vents have a flick in them that mirror the C pillar kink, and the wide centre console has been tilted back at a jaunty angle. A large colour touchscreen takes pride of place on the centre console and Skoda has used plenty of black lacquer-like plastic around it. A generous amount of aluminium has been used on the doors and around the gear lever too, and a smooth velvet-like finish has been employed for some of the larger swatches of plastic on the dash. Also adding substantially to the neat and crisply ironed look of the cabin are the white-on-black dials.

In terms of space, there’s plenty. The new Octavia is clearly larger on the inside now, with the wheelbase a massive 108mm larger than the Laura’s. And the cabin feels noticeably wider too. There’s massive space in the front of the cabin and legroom at the rear feels as generous as an Audi A6! The seats match the rest of the cabin, and are large and remain comfortable over a day behind the wheel. The rear seats, however, would’ve done better with a bit more support. Otherwise, space and comfort are right up there with full-size luxury cars. There’s even plenty of cubbyholes and storage areas, be it bins for larger bottles or space for essentials like phones. The boot offers a very generous 590 litres and with the the rear seats folded, there’s a full 1,000 litres more.



One of the key differences between the new car and the old is the weight. The doors feel lighter to shut and the cabin lacks the heft and solid build of the earlier car. Weight saving, in fact, has been a key theme of the VW Group’s new crop of cars. The MQB platform, which this Skoda shares with VW and Audi, has been designed to be light and really efficient. Despite being larger, the use of high-strength steel has resulted in a weight saving of approximately 70kg, model for model. And this is good for performance, efficiency and tailpipe emissions.

The new Octavia is also lighter to drive than you’d expect. It’s easy to guide this 2.0 TDI with nothing more than your fingertips, and the electric power steering system also points the car in the right direction with a good amount of accuracy. It feels light and easy to drive around the city and feels quite Passat like. It turns with the same light, well-oiled feel from the steering and the ride of the big new Octavia is quite similar too; there is a bit of edge to it over sharper bumps but it’s generally pretty absorbent.

What’s also familiar is the diesel motor under the hood. This 2.0-litre unit is probably the VW Group’s most popular motor in India, and here in updated form (now called the EA288), it puts on a good show. There’s plenty of punch in the mid-range as the big Octavia rides the torque curve, and it gathers pace briskly all the way up to speeds as high as 160 or 170kph. It’s not the most silent diesel around though, and it does tend to sound a bit gruff when pulled hard. And, at lower speeds, there is a bit of turbo lag that you need to drive around as well.

This diesel, however, comes with a non-independent rear suspension. So, while straight-line stability is impressive and confidence from behind the wheel is good, agility isn’t great. The front and rear suspension feel quite disconnected when you drive enthusiastically and the Octavia doesn’t really respond well when you attack a section of corners.

The level of agility is much higher on the 1.8 TSI-powered version. Skoda says cars above a certain horsepower will get an independent, multi-link rear suspension and that makes a huge difference to the way the car drives. On a suitably fun road, the 1.8 TSI will have enthusiastic drivers beaming. It’s like a completely different car. It darts into corners with the agility of something half its size, the rear feels totally in sync with the very grippy front, and the really fast steering rack makes punting this car around a real joy. It feels light, agile and very modern from behind the wheel. What ups your confidence is the truly great set of brakes, which allow you to carry higher speeds into a corner with a bit more confidence. So complete is the transformation, it even rides better over poor patches. The electric steering system still feels a bit dead around the centre and there isn’t very much in the way of weight or feel, but the rest of the car is so good, you actually tend to forget the steering and enjoy the drive.

What’s even better is the updated and uprated 177bhp 1.8 TSI direct-injection, turbo-petrol motor. Under the hood of the Superb and the Laura, this is already one of our favourite engines, and now with more power and torque and greater responsiveness, it feels even better. It’s really smooth, it enjoys a bit of stick, and it integrates so well with the twin-clutch gearbox that it’s an absolute joy to pull up and down the rev band. And it’s punchy too. Peak torque on this motor starts as low down as 1250rpm, which is nuts for a petrol, so you can either pull the left-hand-side paddle and ask for explosive performance or just sit in a higher gear and let all that torque do the work. In fact, if anything, this motor feels punchiest in the mid-range, and that spurs you on even further. What we’ll miss is the six-speed manual – Skoda plans to launch this car in India with only the DSG automatics.

What Skoda has on its hands is a potential winner. Its freshly chiselled looks will appeal to most, space and comfort are from a segment above, and the cars are likely to be well specified and priced as well. The 1.4 TSI (not driven here) is likely to start at Rs 12.5 lakh (ex-showroom), the 1.8 TSI will cost a bit more, and you should be able to get a decently specified diesel for Rs 14 lakh. The clever bit is that the diesel and petrol versions each have different characters, perfectly suited to their use. The 2.0 TDI is more comfort oriented and not as fun to drive. The 1.8 TSI, on the other hand, is agile, exciting and comes with an engine that can deliver explosive bursts of power. All Skoda India has to do now is cross the T’s and dot the I’s and make sure it improves its aftersales service experience.

 

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New Honda Activa i review

We ride Honda’s sleek looking and lighter Activa-i scooter.

 

Honda Motorcycle and Scooter India have cemented its presence in the indian automatic scooter segment with its Activa, Aviator and Dio models. The Activa needs little introduction, being India’s most loved scooter, and the companies hottest seller. So, in a bid to build upon the Activa story, Honda has now rolled out what they call a personal compact automatic scooter, the Activa, now with an ‘i’. The Activa-i plays the role of a light, nimble and unisex automatic scooter that is easy to ride through traffic.

It’s a young and fresh looking daily commuter. Like most automatic scooters, the Activa-i houses its angular headlight in a bikini fairing, with clear lens turn indicators fitted to the scooters sleek front apron. As instruments, the i uses a boldly laid out analogue speedometer and fuel-gauge. Palm grips and switchgear are as expected from a Honda, comfortable and crisp working. Under the Activa-i seat is 18 litres of storage space, and the fuel tank filler, which can take in a maximum of 5.3 litres. The Activa-i’s flowing side panels taper towards the sharply styled taillight, giving it an attractive tail. The automatic scooter gets an ergonomically designed alloy grab bar that helps make hauling the scooter on its main stand less strenuous. The Activa-i rides on 10-inch pressed steel wheels and Honda has provided the rear wheel a tyre hugger. Overall fit-and-finish is good.

The Activa-i uses the same HET, 109.2cc, four-stroke, forced-air cooled engine as seen on its stable mates. Power output likewise remains 8bhp at 7500rpm. HET stands for Honda Eco Technology, which aims to reduce fuel consumption, lowering friction and the weight of engine components. The automatic scooter uses a variator driven transmission system, and good low and mid-range performance makes for effortless city commuting.

The lightweight Activa-i weighs in at 103kg thanks to several body panels being fibre constructed, and there’s an underbone type frame, just like the standard Activa. It uses identical linked front suspension and a stressed engine with single shock absorber at rear. The Activa-i seats its rider in a comfortable, upright set riding position that is good for daily commuting, with enough space on the floorboard for your feet. Ride quality on the Activa-i is on the firm side at lower speeds, but handling is light, neutral and nimble. 


The Activa-i comes with tubeless tyres front and rear, these providing decent traction whether riding on a dry or wet surface.

The Activa-i uses drum brakes front and rear, and also comes with Honda’s combined brake system.
The i is priced to win at Rs 44,200 (ex-showroom, Delhi), making for better value than the standard Activa and Dio.

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New 2013 Audi Q3 S review

Entry into the luxury segment is becoming more affordable. But while most are launching premium hatches, Audi answers with a pared down Q3 SUV. 

 

Audi’s rivals Mercedes-Benz and BMW are busy bringing in expensive, high-end hatchbacks in the form of the A-class and the 1-series, but Audi isn’t joining the fight with the A3 Sportback. Instead, the carmaker is taking its baby SUV a few notches down in price to compete directly with the aforementioned hatchbacks. The advantage of this strategy is quite plain to see – the Q3 is more SUV than hatchback and, as such, will be bigger and offer better perceived value than the Merc or the BMW. Throw in the Indian love affair with the SUV, especially one that has four rings on its nose, and you can see that this move by Audi is more clever calculation than gamble. What will also help tremendously here is the fact that Audi will start assembling the Q3 in India, thereby attracting less duties.

And that’s not all. Audi’s taking another unprecedented step – this Q3 2.0 TDI (it will be called the Audi Q3 S) will come with a six-speed manual gearbox and won’t have Audi’s Quattro all-wheel-drive system. Also, the key challenge for Audi lies in cutting down on equipment without making the Q3 feel too pared down – buyers will still expect it to feel like an Audi.

Our car is a test mule and has fabric upholstery, manual seat adjustment and all-black interiors, but the company says the final car will have all the trappings that customers will expect from an Audi, and that means leather seats, climate control and the optional sunroof (see box). What it won’t have, and what might matter to owners, are Audi’s signature LED headlamps, which were just too expensive to leave on the Sport’s standard equipment list.

The front-wheel-drive Q3 comes with a lower powered 140bhp 2.0-litre engine, identical to the one in the A4. Audi knows that for buyers of entry-level luxury cars, the badge is more important than the engine. They don’t want best-in-class performance as long as they are not left wanting. That’s exactly the case with this Q3. Press down on the light clutch, engage first gear and you’ll discover a smooth clutch action. The Q3’s engine makes a healthy 32.6kgm from as low as 1750rpm and torque stays healthy till 2500rpm.

The Q3 S is quite enjoyable to drive – the gearbox is slick, light and positive and you will often find yourself shifting gears just to revel in the shift action. This Q3, despite its lower power (the Quattro comes with 177bhp), never feels slow. This is partly due to the fact that this car, at 1445kg, weighs a considerable 140kg less than its all-wheel-drive sibling.

That means this two-wheel-drive Q3 gets to 100kph in 9.9sec as against the Quattro’s 8.3sec – not too bad a disadvantage, and in the real world, has more than enough performance. Compare it to rivals like the BMW X1 and the Mercedes-Benz A 180, and you’ll see that it is pretty much par for the course.

Like we’ve come to expect of recent Audi diesels, this four-cylinder, 2.0-litre TDI is smooth and very refined, and Audi’s ARAI-certified fuel efficiency figure is a decent 17.3kpl.

As for the way it drives, this Q3, in the dry conditions we drove it, had plenty of grip and we really didn’t miss the all-wheel-drive traction of its sibling. The handling is secure, if uninspiring, and the Q3’s stability at speed is rock solid. It rides well too – the suspension is pliant and handles broken surfaces well.

As for the insides, even on this test mule, fit and finish are as good as you would find on any Audi, and there’s really no difference in the way the dashboard looks. The dials are the same, the steering wheel and gear lever are leather wrapped, and there’s even an MMI system. Sure, there is some lightness to build quality, but even in this trim, the dashboard feels a lot more interesting than say the BMW X1’s.

This is a compact SUV, so the cabin is a bit cramped, especially at the rear. Legroom and headroom are just about adequate, but not if you’re very tall. The seats are nicely cushioned and have a nice upright stance that’s good for long drives. Compared to the A-class, the Q3 is far more spacious and practical but then again, compared to the stunning looking baby Merc, the Q3 looks boring. If there’s a weakness, we feel it’s with the Q3’s styling – it’s too generic and fails to excite.

Audi plans to price it at Rs 24.99 lakh (ex-showroom Delhi), a good Rs 2.5 to 3 lakh less than the current Q3’s starting price. At this price, Audi also hopes it will tempt people who are in the market for other soft-roaders like the CR-V and the Captiva.

As is, the Q3 is a reasonably spacious, practical and well equipped soft-roader that will appeal to a broader spectrum of people than its intended competition. It comes with a strong, refined diesel engine, an easy-to-use manual gearbox and has most of what owners will expect from an Audi. We think Audi has a winner on its hands.

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New BMW 1-series review, test drive

Our first impressions of BMW’s soon-to-be-launched contender in the fast-expanding luxury hatchback segment, the 1-series. 

 

 

It may look like a regular hatchback from the outside, but the 1-series is unique. It’s the only hatchback around that uses a longitudinally placed, front-engine, rear-wheel drive layout – a layout that offers more driving thrills than a regular front-wheel-drive hatchback. We’ve driven the 1-series from Germany to Austria before its September 3 launch in India, to get a feel of what you can expect.

The seats are low, so you slide down into them. Once seated in the particularly sporty driver’s seat (it has adjustable bolsters and thigh support), you’ll see a typical BMW dashboard that’s dominated by a smart-looking 8.8-inch screen on the centre console. Build quality, as expected, is almost faultless and the driving position, as is with all BMWs, is spot on. The problem, then, is that the 1-series’ dash doesn’t feel special like a Merc A-class cabin does. There’s also precious little storage space in the centre console, although the door pockets are generous. Our test car didn’t have powered seats or electric steering adjustment, but there was still quite a bit of kit on offer, including a lane-departure warning system and a rear-end collision warning system. We don’t think the last two will make it to India though. BMW is also keen to point out that the iDrive system that, once paired to your phone, lets you tweet and update your Facebook status without having to touch your phone.

Still, if you're expecting the 1-series to be spacious, think again. It's quite cramped at the rear and the high transmission tunnel (thanks to the rear-wheel-drive layout) eats into the middle passenger's legroom. Headroom is decent though, and the bigger windows (in contrast to the A-class's thick pillars) don't make you feel as hemmed in as you would in the Merc. The 1-series has a usefully big 360 litres of boot space and the rear seats split 40:20:40, which is useful.

BMW has said that, to start with, there will be two engines on offer in India – a 136bhp, 1.6-litre turbo-petrol and a 143bhp, 2.0-litre turbo-diesel – both mated to the ZF eight-speed automatic transmission. The cars we are driving, however, have manual gearboxes and this is, at least mechanically, the only difference from what you will soon be able to buy in India.

The initial impression of the petrol is that it is a peppy engine. The mid-range is strong, it revs rather freely to almost 7,000rpm and there’s good top-end performance to be had too. Add to that a snappy gearshift and a progressive clutch and it’s a car that is a lot of fun to drive. The only fly in its ointment is the weak bottom end. Below 1,500rpm, especially if you have to start off on a slope, you really have to slip the clutch and feed in lots of throttle to get going. This, however will be less noticeable on the automatic that we will get here. It also gets quite thrummy near the redline, so you tend to up-shift early. Do that and the engine, like most direct-injection petrols, runs smoothly and quietly.

It’s a similar story with the diesel. There’s a bit of lag you have to work around initially, after which there’s strong acceleration from an engine that will happily rev to 5000rpm. It is surprisingly quiet too and it’s like that even when you accelerate hard. Both engines are reasonably smooth, although there are some vibes from the gearlever when you rev them hard, and though they aren’t particularly quick, neither will disappoint in a straight line. More importantly, both engines offer more power than what you get in an A-class. The diesel and the petrol we drove came with selectable driving modes that alter throttle response characteristics, among other things.

The 1-series is a lot of fun to drive – the steering on both cars is quick and well weighted, and there is lots of grip. That said, there some body roll and the car tends to understeer when you drive it hard.  The diesel, as expected, feels slightly more nose-heavy than the petrol, but both have lots of grip and come alive when you drive them hard. As for the ride, a drive over German roads is no test for a suspension – they are just too smooth. Still, it does feel pliant enough save for a few jiggles over lumpy tarmac, and the relatively high-profile tyres on 16-inch rims do their part as well. Sadly, BMW will continue to offer the 1-series with run-flat tyres when it comes to India.

BMW is assembling the 1-series in India and is expected to price it at around Rs 20-25 lakh. For that price, it’s a fun to drive and fundamentally sound car. The question is, how many of its potential customers in India will really want what the extra driving thrills it offers? It doesn't look as special as a Mercedes A-class, though, and when you're this much money for a hatch, special is what you want, isn’t it?

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Hyundai Grand i10 review, test drive

Hyundai's Grand i10 is an all-new hatchback that sits between the current i10 and i20 in the carmaker's model line-up. 

 

Just when you thought that there were no more niches left in the ever-crowded Indian car market, Hyundai has just found one. The Korean company believes there is a tiny gap between the i10 and i20 and has plugged it with yet another hatchback, called the Grand i10, which is all set to make its world debut in India. 

 

As the rather unimaginative name suggests, the Hyundai Grand i10 is essentially a ‘grander’ version of the i10, which means it’s larger and positioned in a sub-segment higher. Built on Hyundai’s BA platform, the Grand i10 is essentially a stretched version (with a 100mm longer wheelbase) of the next-generation i10, which will be launched at the Frankfurt Motor Show next month. Hyundai won’t offer the Grand i10 for European markets, which will instead get the smaller version of the new i10 that will replace the current model. In India, the Hyundai Grand i10 will co-exist with the current i10, which Hyundai is loathe to phase out as it still sells a cool 7,000 units a month. Besides, the Grand i10 is a completely different car with little in common with its predecessor.

Revealed for the first time to a small and select media gathering in Hyderabad, the first impression of the Hyundai Grand i10 is that of a mature hatchback with noticeably restrained styling (by Hyundai standards). Of course, you can’t miss the hyundai styling cues like the hexagonal grille and the slot-like one above it, as well as the well-formed headlights. However, the Grand i10 is less ‘fluidic’ than the i20 and even the cheaper Eon with fewer cuts and creases. In fact, the Grand i10’s character lines are more subtle and less pronounced to give this new hatchback a slightly understated look to suit the conservative tastes of budget car buyers who find the aggressive styling of the Eon a bit too over the top.

 

Also, the window line of the Grand i10 isn’t as sharply raked as the European i10 and the doors are longer too, which makes getting in and out easy for large Indian families. From the rear, the Grand i10 has more than a passing resemblance to the i20 without the pronounced creases. The highlight really is the wraparound tail-lamps, which extend deep into the shoulder line to give a nice stylistic touch. 

 

What Hyundai has got spot on are the overall proportions of the Grand i10. The gently sloping roof, the extra 100mm in the wheelbase and the 14-inch diamond cut alloys all add up to give the Hyundai Grand i10 a nice stance. 

 

Hyundai’s strategy is to offer best-in-class features on all its models and the new Grand i10 is no exception to the rule. It will come in four trim levels - Magna, Sports, Asta and Asta (O) - and will have a host of features that are segment firsts. This includes a cooled glove box, auto folding mirrors (which have turn indicators integrated) and a rear air-con vent. The top-spec trim will also get steering-mounted audio controls. Remember, this car is aimed at the likes of the Ford Figo, which feels spartan in comparison. The two-tone dashboard is well made by class standards with decent plastics, chunky controls on the dashboard, and an instrument cluster that houses incredibly clear and legible dials that look brilliant when lit. Storage space is again very generous. Apart from a large boot, the Grand i10’s cabin abounds with lots of cubby holes and large door pockets that can comfortably hold 1-litre bottles. Even the solid rear parcel shelf has recesses to hold stuff. 

 

The front seats are nicely bolstered and in fact have a sporty feel to them. The rear seats have impressive legroom but the squab is set a touch too low and this makes the window line feel quite high from the inside. Under-thigh support is good and it's quite comfortable to sit three abreast at the rear, but not over long distances. The Grand i10 simply doesn’t have the width or shoulder room of the Indica and the middle passenger has to contend with the aircon vent, which eats into his legroom.

The talking point of the Hyundai Grand i10 is under the hood. Powering this new hatchback is an all-new, 1.1-litre, three-cylinder U2 VGT diesel motor which develops an estimated 70bhp (the power and torque figures have not been disclosed yet). This new three-cylinder U2 engine is essentially the 1.4 four-cylinder unit with a cylinder chopped off. Counter balancing shafts have been used to iron out the inherent imbalance of a three-cylinder configuration. The Grand i10 will also come with the familiar 1.2-litre Kappa petrol engine with a four-speed automatic as an option, but it’s only the diesel that we were given to test drive.

 

We had high expectations of this new compact engine especially since Hyundai has made great strides in diesel technology. However, when you first fire the engine, its not very impressive. At idle, you can’t miss that sharp diesel clatter which quickly goes away when the revs rise. At low revs, the engine is never intrusive and it's only when you near the redline that you can really tell it’s a diesel.

 

 

 

 

 

The open highway outside Hyderabad airport also served to highlight another of this diesel engine’s weakness – a lack of outright punch. Performance feels smooth and linear at best but you truly miss that strong surge in the mid-range that is so typical of more powerful diesel motors. The top-end isn’t strong either and the engine labours as you approach the 4,000rpm mark and it's best to upshift early. Overtaking on the highway won’t be effortless, especially with a full load of passengers and luggage.

 

At low speeds however, this compact diesel motor is pretty responsive. There’s very little turbo lag and the Grand i10 smartly darts forward from as low as 1200rpm. Clearly, this diesel engine has been tuned to perform city duties and coupled to a five-speed manual gearbox with short gearing, the Grand i10 can effortlessly amble around in town without the need to constantly shift. 

It was hard to gauge the ride and handling of the Grand i10 on our short drive on the smooth airport road but the immediate takeaway is the sense of stability and surefootedness the Grand i10 offers at high speeds. It feels much more planted than the pervious i10 and even in cross winds is quite stable. The electrically powered steering is quite light and weights up well at speed, but it doesn’t feel consistent nor does it deliver feedback in a linear way. Hyundai still has some way to go before it can match Ford’s steering feel, which is the benchmark today. 

 

Boxed in between the i10 and i20, the Grand i10 doesn’t have too much room to manoeuvre with its pricing and hence we expect a starting price of Rs 4 lakh for the petrol variant and Rs 5 lakh for the diesel variant (ex-showroom, Delhi) when the Grand i10 goes on sale on September 3.

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Skoda Yeti facelift revealed

Updated Skoda Yeti to get a softer yet elegant look. 

 

Here are the first official pictures of the updated Skoda Yeti.
As you can see, the Yeti gets a much-required minor styling update. The front styling now follows the design language seen in newer Skoda models such as the international-market Rapid, the new Octavia and the updated Superb. The front is now more angular, featuring a new-style signature Skoda grille with the logo that recently made its debut in India with the unveiling of the new Octavia.
Also new are the square-ish headlamps, and gone are those chunky, round fog lamps. These have been replaced by conventional-looking units shaped like those on the new Octavia.

The hood is also all-new, as are the front bumper and chin, which are now re-profiled with straighter lines that go well with the new signature Skoda grille and headlamp combo.

Skoda will sell the updated Yeti in two variants, namely the the Yeti City and the Yeti Outdoor.
In the City version, Skoda has got rid of the rugged-looking black plastic bits on the Yeti in favour of body-coloured elements – this gives the updated Yeti a softer and more upmarket look. The Outdoor variant will be offered with black plastic bits on the exterior for a more rugged look.

Moving on to the sides, the overall profile remains the same, but gets a smoother appearance. The alloy wheels also get new designs.

Rear styling sees updates in the form of the trunk-lid getting the new triangular kinks which are also seen on the Indian-market Skoda Rapid. The tail-lights are re-profiled and now come with familiar C-shape inserts which could house LED units.  Additional styling update on the rear includes a smoothened bumper with re-styled reflectors.

Interior updates include a new steering wheel, and minor revisions to the seat fabric and shades.  There is no news on any mechanical update and the Yeti is expected to continue with the same engine lineup as earlier.
 
Skoda will showcase the updated Yeti at the upcoming Frankfurt Motor Show.

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KTM’s 390 Duke performed like a dream during our first ride in Austria. Let’s find out how the 390 manages in demanding Indian conditions. 

 

First Ride

KTM 390 Duke India review, test ride

KTM’s 390 Duke performed like a dream during our first ride in Austria. Let’s find out how the 390 manages in demanding Indian conditions.

We recently sampled the 390 Duke streetbike in picture perfect Austrian conditions, on KTM home turf. Since when, the India specific bike has received some minor tweaks to ensure it takes to our roads and weather without a problem. Deliveries are just commencing around the country, and we’ve just hopped on for a quick test ride.

The edgy, aggressive 390 Duke is similarly styled to its sibling, the 200 Duke, bright orange rims marking the easiest way to tell the new 390 apart. The muscular, flamboyant 390 is a compact, modern day motorcycle with a weight tipped forward stance.

A wee little visor protects the dinky, digital instruments bay. Reading the tiny display counter isn’t as simple as it should be, more so when riding fast, as riders will find is often the case on the 390 Duke. Although the speedometer is always clearly seen, the cascading type rev counter is hard to follow. The 390’s bold, red shift warning beacon proves very helpful when pushing the 390 Duke, as this is such a quick revving motorcycle, more so in first and second gears, that it’s easy to run into the spoilsport rev limiter when riding the bike hard.

The 390 comes with a tapered alloy handlebar, and illuminated, crisp working switches that along with a bright headlight prove attractive looking at night. Dog-leg shaped control levers and functional rear view mirrors are standard, these neatly mounted on rubber boot protected stalks.

There’s plenty of alloy, including a smart swingarm, several sub-frame sections and your brake and gearshift pedals. The 390 comes with split seats, a contemporary tail-fairing, slim brake warning light and outstretched number plate mount mounted above a tyre hugger.

Overall quality feels just as good on the Indian bike as from our ride in Austria, not surprising when you consider all 390’s are produced here at Bajaj. Likewise, fit-finish and attention-to-detail are also top notch.  

The 390 Duke uses a liquid-cooled powerplant, a four-stroke, 373.2cc, single-cylinder engine with dual overhead camshafts driving a quartet of valves. The India bike uses an enhanced cooling system, for our torrid conditions and we’ve faced no overheating issues this far. There’s a forged piston and Nikasil coated cylinder for enhanced performance. Peak power output is a healthy 43.5 bhp at 9000rpm, and the 390 makes 3.57kgm of torque at 7000rpm. The 390’s six-speed transmission shifts smoothly at all times, with a well weighted feel. The gearbox operates in a one-down and 5-up, toe shifted pattern. Power is transmitted to the rear wheel via an X-ring sealed drive chain. Unlike the 200 which is geared short, the close packed gear ratios on the 390 feel so much taller, making the 390 a more relaxed bike to ride. The bike scythes through crowded traffic effortlessly, with engaging of its top two gears inappropriate under 45kph. Best performance is unleashed by short-shifting up through the gearbox, keeping revs just under redline, in the meat of the wide powerband.

The 390 clutch works with progressive feel, with marginally heavier pull than the 200 Duke. Throttle response is immediate on the fuel-injected bike, and the power band is wide. The 390 engine provides strong low-end grunt, building into a strapping mid-range that flows all the way up to redline, just over 10000rpm. Performance is robust in the top end of the powerband, when pushing hard and spinning the big single over 6000rpm. The 390 provides seriously quick acceleration, blasting past 60kph from rest in 2.47 seconds and easily holding respectable cruising speeds of well over 100kph. The rev counter hovers around 7000rpm when holding 130kph in sixth gear, and 5000rpm at 100kph. We took the 390 Duke up to a true indicated top speed of 162kph in sixth. The new KTM engine is impressive, with a rorty and baritone exhaust note.

The 390 Duke is held together by an orange steel trellis frame. Its riding position is back upright, but sporty bending your legs below the knees, similar to as on the 200. There’s enough space for riders to move around in the firm riding saddle. Chunky 43mm upside-down front forks are standard, as are an adjustable monoshock and alluminium alloy swingarm. Ride quality although plusher than the bike we rode earlier in Austria, is still taut, in keeping with the 390’s sporty character, aiding the chassis to deliver sharp handling.

The 390 handles with a nice, light feel. It’s a stable motorcycle that responds swiftly to steering inputs. This KTM likes going round corners, and does so with a neutral, confident air. It takes a bit to get used to the 390’s wide turning circle, especially when riding in slow speed, tight traffic conditions.

Low-profile, tubeless Metzeler radial tyres are standard, and these provide excellent grip. The 390 offers a four-pot, radial mounted, single 300mm rotor front disc brake and 230mm disc brake at rear, plus ABS. The Bosch 9MB, twin channel ABS braking system works like a dream. ABS can also be switched off.

Fuel economy is in the region of 30kpl, although we’re still in the midst of gathering all our test data, so look out for our detailed road test in the Autocar India September 2013, anniversary issue, coming up shortly.

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Next-gen Ford Endeavour concept revealed

The next generation Ford Endeavour's concept images show extensive styling changes. 

 

Ford has officially revealed photos of the next generation Ford Endeavour concept. The concept features muscular wheel arches, angular headlamps, EcoSport-like grille and connected foglight enclosures.

The profile of the SUV is very different from the current Endeavour’s with a more aerodynamic form complete with a flick on the window line and a sharp crease across the doors. Even at the rear, there are bits that resemble the EcoSport, like the wraparound rear windshield.

According to Ford's COO, Mark Fields, "This is our vision for a large, seven-seat off-road SUV to allow
our customers to take on the world and it was created by our world-class design team here in Australia.”

The car is likely to continue with three rows and come with the option of 2.2-litre and 3.0-litre diesel motors. 

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Hyundai Elantra facelift revealed

Updated Elantra gets minor changes to its interior and exterior. 

 

Hyundai has officially released photos and minor details regarding the updated Elantra saloon.
The updated Elantra had been earlier spied testing in Korea, ahead of its international launch later this month. The facelift sees styling changes to the front and rear bumper and the overall length has increased to 4550mm now.

As seen in the spy pictures, the updated Elantra features very few revisions over the current car. The grille, fog lamps get minor styling revisions and the updated car features 17-inch two-tone alloy wheels. Headlights now get LED daytime-running-lamps and tail-lights also get partial LED units.
Although interior pictures have not been revealed yet, Hyundai has confirmed certain interior changes — the center air-vent has been moved upward on the dashboard and the front centre armrest has also been raised. The rear seats are also ventilated now. There's a new 3.5-inch OLED screen on offer as well. The updated Elantra will also come with a Smart Parking Assist system.
Expect the Hyundai Elantra facelift to arrive at our shores later this year or early next year.

 

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Chevrolet Captiva facelift now on sale

Facelifted Chevrolet Captiva comes with minor styling updates front and rear, interior updates, new six-speed manual transmission and features.

 

Chevrolet had launched the facelifted Captiva in the Korean market early this year and showcased it at the Geneva motor show as well. Now, it has introduced the facelifted car here but without any ceremony. 

 

In terms of styling, the car gets a new lower bumper, reshaped grille and refreshed fog lamps up front. At the rear, it gets LED tail-lamps and a restyled bumper that now houses chromed exhaust pipes. It gets new 18-inch alloy wheels as well. On the inside, the updates include new seat upholstery (higher trims come with the option of leather covers as well) and a redesigned multimedia screen. The rear seats are heated now and ambient lighting has also been revised. Higher variants also come with keyless go feature.

 

 In terms of features, the facelifted car comes with black interiors as opposed to the lighter shade seen in the earlier Captiva, standard sunroff on the LTZ variant, rear parking sensors, cruise control, rain sensing wipers, dual-zone climate control, stereo with eight speakers, automatic level ride suspension, six airbags, ABS with EBD and descent control system, among other things. 

 

Mechanicals see the 2.2-litre diesel motor – showcased at the Auto Expo 2012 and previously available only with automatic transmission – now also available with a new six-speed manual transmission. While the manual transmission equipped version is a two-wheel-drive, the automatic version drives all wheels. The 2.2-litre is good for 184bhp and 43.24kgm. The 2.0-litre diesel engine has been discontinued.

 

The facelifted Chevrolet Captiva is brought here as a CBU.

 

Prices

 

Captiva LT (Manual non-metallic): Rs 23.49 lakh (ex-showroom, Delhi)

Captiva LTZ (Auto): Rs 26.49 lakh (ex-showroom, Mumbai)

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Toyota Camry Hybrid review, test drive

Our first impressions of the new Toyota Camry Hybrid.

 

Toyota is all set to launch its second hybrid car in India. Unlike the Prius however, this one has a lot to offer Indian car buyers. An ideal combination between a hybrid and a spacious entry luxury car, the new Camry Hybrid brings customers the best of  both worlds.

But what exactly is the Camry hybrid? On the outside, the Camry Hybrid comes with a few exterior changes to distinguish it from the regular Camry. It gets a completely different bumper with a wider air dam and restyled fog lamps with chrome inserts. Lower profile Yokohama dB-series tyres wrapped around larger, 17-inch wheels and there are proliferations of blue badges to help identify it as a hybrid.

The real change, however, is under the skin. Toyota’s 2AR FXE DOHC VVT-I 2.5-litre petrol unit is there (albeit slightly tweaked to accomodate the electric motor), just as on the standard Camry, but assisting it here is Toyota’s electric drive unit that is all but  identical to the one found under the hood of the Prius. The electric motor however, is slightly more powerful. The total output for the hybrid system is 202bhp – 158bhp from the petrol engine and 44bhp from the electric motor. The hybrid system’s battery is nickel metal hydride and not lithium-ion, while the battery’s capacity stands at 6.5amp/hr. The battery pack itself sits behind the back seat.

There are changes to the cabin too, as Toyota smartly has focused on providing plenty of features to rear seat occupants. You get three-zone climate control (driver, front passenger, and rear passengers), cooled front seats, cruise control, and powered rear seats that recline by up to eight degrees. The rear armrest houses the controls for the recline functions and climate control for the rear. There’s a sunblind for the rear windscreen that is powered as well. And you get manual side blinds too.

A nifty feature that Toyota has incorporated is the ability to flip the front passenger seat’s headrest forward to give rear passengers a better view of the road ahead. As with the regular Camry, there’s also a button on the side of the electrically adjustable front passenger seat, allowing you to push it forward from the rear seat.

So what’s it like to drive? Well, there are three driving modes to choose from – EV, Eco and Normal. In EV mode, you drive on the electric motor alone, and you’re restricted to 40kph. Throttle responses are smooth in this mode and it’s best for driving in traffic.

Then there’s Eco mode. Here, the electric motor works well with the petrol engine and there’s enough power and torque on offer to make driving effortless, especially at the bottom end. The new hybrid system integrates smoothly and feels evolved, improved and more refined. This is especially true when transitioning between various modes. The performance is quite nippy, but the moment you accelerate harder, the car takes a bit of time to get going. This is due to the e-CVT (electronic continuously variable transmission) unit it is mated to, which takes a bit of time to catch up and waits for the revs to build up. That said, the rubber-band effect usually associated with this kind of gearbox isn’t as pronounced as with other CVTs.

The third mode, Normal, essentially deactivates Eco mode. The car is a lot more fun to drive in this mode as performance improves dramatically. Toyota’s petrol motor has always been torquey and quick to get off the mark. Here, with the electric motor assisting it, it’s even better. Hit the gas pedal, or in this case a combination of throttle butterfly and an electric switch, and you are instantly greeted with a lot of enthusiasm. You get an instant shove in the back, that keeps getting stronger for a few seconds and the Camry moves forward with plenty of energy and enthusiasm. Remember,  we are talking about a car that is being pushed  forward by a combined drive power of 200 plus bhp. In fact, the Camry gathers pace so fast, you can easily touch 180kph without  the motor breaking into a  sweat.

Also impressive is the ride quality on the Camry Hybrid, and that’s despite the extra weight it is carrying. It is comfortable and pliant, soaking up road undulations reasonably well and because the heavy batteries sit behind the rear passenger seat, there isn’t too much bobbing or pitching either. The impact of deeper bumps is felt though and the suspension does thud over larger obstacles.

Unlike the Prius, this car also enjoys being driven in a spirited manner. The steering is impressively direct and the Camry Hybrid holds on gamely in corners, even as you pile on the power. Brake feel isn’t the best, though. Under hard braking, you can sense the regenerative brakes working away and the brakes feel a bit spongy. But the brake feel has been improved over the years in hybrid Toyotas, and in the Camry, it’s definitely a step up over the Prius.

That said, the long wheelbase and ground clearance (identical to the normal Camry at 160mm) could be an issue on bigger bumps if the car is full, since the suspension setup is on the soft side.

In terms of efficiency, Toyota claims that the Camry Hybrid’s ARAI-certified rating is somewhere in the region of 19kpl, which is quite impressive for a car of this size. We expect real-world efficiency to be in the region of 12-13kpl.

So, does the new Camry Hybrid deserve a closer look? Absolutely. While hybrids haven’t done well in India so far, this new Toyota has the potential to change all that. The Toyota Camry Hybrid will be relatively affordable to begin with, costing only 3.5 to 4.5 lakhs more compared to the standard car because it is assembled here. A luxurious hybrid saloon that’s comfortable, well equipped, really nice to drive, the new Camry Hybrid could actually be the start of something big.

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Audi A3 saloon spied in India

Audi A3 saloon to hit our roads next year. Will be locally assembled. 

 

Audi has begun testing the A3 saloon in India.  The spy shot was sent to us by our reader Harjoot Mankoo.  The car spied in India didn’t not sport LED elements for the tail-lamps nor the signature Audi LED daytime running lamps which could mean that Audi may price the A3 aggressively in our market.

The A3 will sit below the A4 saloon in the Audi lineup. It is built on VW’s new transverse engine, front-wheel-drive MQB platform. The A3, when launched, will come powered by 1.8 and 2.0-litre petrol engines and a 2.0-litre 150bhp diesel motor as well.

Audi will also offer the A3 with the Audi drive-select system and a manual gearbox for some variants.

The A3 saloon, which has the Mercedes-Benz CLA as its chief rival, is 4460mm long, 1796mm wide and 1416mm high, with a wheelbase of 2400mm. These dimensions also make it 170mm shorter, 19mm wider and 19mm lower than the Mercedes CLA. The wheelbase of the CLA is 63mm longer than the A3 saloon’s.

Expect Audi to launch the A3 saloon in India next year.

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Toyota readying Innova facelift

Faclifted Innova features a large chrome grille and a re-designed bumper; minor changes to the rear as well. Updated interiors expected too.

 

These are the first spy images of the facelifted Toyota Innova spotted in Indonesia.

From the images, it’s evident that the facelifted Innova gets a large chrome grille with three vertical slats. The bumper is also all-new and incorporates a new design for the air-dam, fog lamps and a chrome strip surrounding the fog lamp enclosure.

The rear receives minor changes in the form of a thick strip of chrome above the number plate, while an extra set of reflectors are incorporated on either side too. There is no report on whether the interiors get any updates yet, but expect them to receive subtle revisions as well.

This is the third update the Innova has received since its launch in 2005 here. The first was a mild update to the lights and bumpers in early 2009, and then the current facelifted version, which was launched in 2011.

The facelifted Innova is likely to be shown at the 2013 Indonesia International motor show, which takes place from September 19.

 

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Upcoming launches and unveilings

The Hyundai Grand i10, Audi Q3 S, Nissan Terrano and BMW 1-series are just a few of the cars headed our way. Read on to find out what else will debut.

There’s a lot to look forward to this month. No less than six car manufacturers are set to launch and unveil new cars here to make our buying decisions just that much more difficult. Fancy a new niche-defining mature hatchback? Then Hyundai’s Grand i10 could be worth a look once it’s launched on September 3. Need something a bit bigger, but still compact enough to be able to drive it in the city with ease? Then the Duster-based Nissan Terrano, to be launched on August 20, could serve as an attractive option. That’s not all, though. Read on to find out what else is slated for a launch.

Audi Q3 S (August 19):

Essentially a new base version of Audi’s smallest SUV on offer, the Q3 S will come with a de-tuned 2.0 TDI engine good for 140bhp as opposed to the 177bhp that the standard Q3 makes. And unlike the standard car, this will come with a six-speed manual gearbox. The car will also be stripped of a few features, including the LED headlights. That said, it will still be decently equipped with features like leather seats, cruise control, climate control and 18-inch alloys among others. Expect Audi to price the Q3 S near the Rs 25 lakh mark, which puts it in the same territory as the Mercedes A- and B-class and BMW’s upcoming 1-series.

Nissan Terrano (August 20):

Nissan’s Duster-based SUV, the Terrano, will be unveiled on August 20, with a launch set for October, 2013. The Terrano will be priced approximately Rs 50,000-75,000 more than the Duster SUV it is based on, and will come with sheet metal changes to bring it in line with other Nissan SUVs. The interiors, however, will be identical to the Duster’s, save for the Nissan logo on the steering wheel. Nissan has not announced a fixed launch date for the Terrano as of now.

Rolls-Royce Wraith (August 23):

August 23 will see the launch of Rolls-Royce’s most powerful car in India. The Wraith will come powered by a 624bhp V12 engine that can crack 0-100kph in 4.4 seconds. Company boss Müller-Ötvös states that with the Ghost-based Wraith coupe, the company hopes to “attract new, perhaps younger customers”.

BMW 1-series (September 3):

BMW’s new entry-level model, the 1-series, will launch here on September 3. The good news is that the car will be locally produced at BMW’s plant in Chennai, so prices will be in the range of Rs 20-25 lakh. And with a longitudinal engine layout, rear-wheel drive and 50:50 weight distribution, the BMW 1-series will surely spice up the luxury hatchback segment here and give rivals like the Mercedes A-class something to worry about.

Hyundai Grand i10 (September 3):

Hyundai’s new Grand i10 hathcback, based on the next-generation i10, will launch on September 3 and be positioned between the current i10 and i20. The car is a bit larger than the current i10 and is positioned in a sub-segment higher. It features mature and restrained styling (by Hyundai standards), and will come with a petrol and diesel option. Expect prices to start at Rs 4 lakh (ex-showroom, Delhi) for the petrol variant.

Skoda Octavia (Diwali)
The Skoda Octavia nameplate is back, and is all set to launch during the upcoming festival season. The latest-gen car will replace the current Laura when it is launched, and will be offered with two engine options – a 1.8 TSI from the Laura with more power and the familiar 2.0 TDI. However, there may also be a 1.4-litre petrol engine option on offer later. Prices are expected to be in the range of Rs 14-18 lakh (ex-showroom).

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