2013 Land Rover Freelander 2 – Click above for high resolution picture gallery

Car Tested: 2013 Land Rover Freelander 2 TD4 SE

Price OTR Mumbai: Rs. 53,31,886/-

The Freelander 2 continues to offer the Land Rover experience with enhanced appeal.

Jaguar Land Rover’s entry level model in India is the Freelander 2, which was the first product from the British company to be locally assembled in our country. The Freelander 2 is slightly bigger than similarly priced alternatives from Germany. However what the Germans can’t offer at this price point is real off-roading capability, an area where the Freelander flaunts its Land Rover genes and excels. For Model Year 2013, Land Rover has updated the Freelander 2, giving it quite a few changes which boost the appeal of this SUV. We take a quick spin to find out what’s new.

On the exterior front, there are not many changes to the Freelander 2 and the vehicle has the same dimensions as before. However the headlights and tail lights get the LED treatment which look very appealing. The new day time running lights are very eye catchy and the fog lamps now get chrome surrounds. The front grille gets minor revisions too with the addition of a chrome line around it. Overall the changes are not drastic and the vehicle continues to have huge presence on the road with its generous dimensions and muscular body.

Step inside and you will find the same dashboard as the pre-facelift model because the interiors are quite similar too. However Land Rover had given the 2013 Freelander 2 an entirely new centre console with an analog clock positioned in the centre. The AC vents are the same as before but the audio system is an all new unit which isn’t cluttery like the old model. There is navigation function with a reverse camera on offer as well. The controls are well placed and the new console uplifts the Freelander 2′s dash to a more modern level. The manual handbrake has been replaced by an electronic unit which saves on space. The Terrarin Response System’s controls have been shifted from ahead of the gear lever to behind it (the power socket moves to the old location).

The area below the right most AC vent no longer has headlight control switches and the place now has a coin holder (the headlight leveller switch stays in the same place though). The steering wheel gets revisions too (we love the metallic horn buttons) and the new unit has a symmetrical layout for the buttons which makes it easier to use. The instrument cluster is an all new unit and much easier to read on the go with the multi-information display being controlled using the right stalk. The new console displays date, time, current gear, odometer, distance to empty and one tripmeter with average and instant fuel efficiency figures. The tachometer and speedometer switch sides while the temperature meter and fuel meter go digital. There is a digital speedometer as well and the new cluster is lifted from bigger Land Rovers. Overall these minor changes to the Freelander’s interiors make the vehicle more ergonomically sound.

The rest of the interiors remains the same, which means you get a well insulated cabin which has fantastic NVH levels. The seats are very comfortable and offer good all round support but under thigh support could be better for tall people. Long journeys are a breeze in the vehicle as you seldom get tired. Built quality is top notch, as seen on all Land Rover offerings. The boot is generous and can swallow quite a bit of luggage. This SUV comes with a standard sized spare wheel (the battery is placed in the boot), no space saver here, a good move by the company.

Our last outing in the Freelander 2 (HERE) was in the SD4 variant which produces 190 PS of power. The facelifted model we tested here is the TD4 variant which produces 150 PS of power. Both variants use the same 2.2-litre 4-cylinder diesel engine and produce 420 Nm of torque at 1750 RPM, mated to a 6-speed automatic gearbox. When we drove the 190 PS SD4 variant last year, we were pleased by its performance with good punch throughout and quick acceleration. The 150 PS variant is not far behind when it comes to performance. Although it does lack a bit in terms of high end output, the motor is very drivable and delivers power in a linear manner, pulling to triple digit speeds in quick time. You have the option to manually take control of things using the tiptronic function (no paddle shifts offered). This engine is quite frugal and will return 9 km/l in city conditions.

The Freelander 2 has some serious off-road prowess and the generous ground clearance along with the Terrain Response system ensures you will almost never get stuck. The suspension is softly sprung and ride quality is fantastic but a bit of bounciness tends to filter in at high speeds and bad roads. Low speed ride is excellent and the Freelander is quite composed through corners although body roll is evident when driven enthusiastically. The steering offers decent feedback but lacks the response at high speeds and the large wheel makes it difficult to push this SUV through the bends. However if you buy a Land Rover, comfort would be your top priority and the Freelander delivers well on that front. Braking performance is excellent and the pedal offers good feel.

The Freelander 2 has been the highest selling SUV for Land Rover in India and with these updates, it becomes even more appealing. While mechanically the Freelander 2 remains untouched, the minor changes to the exteriors and interiors boost the appeal to quite some extent. With no other vehicle offering the same levels of off-road performance at this price point, the Freelander 2 continues to offer a true SUV experience.

Whats Cool

* Performance and mileage
* Features
* Off-road ability

Whats Not So Cool

* No 8-speed gearbox

The post 2013 Land Rover Freelander 2 Test Drive Review appeared first on MotorBeam - Indian Car Bike News & Reviews.

Shootout – Ford EcoSport EcoBoost vs Volkswagen Polo 1.2 GT TSI

Price OTR Mumbai: Rs. 9.33 lakhs (Polo GT TSI), Rs. 9.35 lakhs (Ford EcoSport EcoBoost Titanium)

Both these petrol cars bring turbocharged power to the masses.

Almost every diesel car sold in India uses a turbocharger. But a turbocharged diesel engine and a turbocharged petrol motor are quite different. Naturally if you are a petrol head, a turbocharged petrol engine under your car’s hood is going to excite you. The first affordable turbocharged petrol car in India was the Skoda Octavia vRS which was launched early last decade (1.8-litre engine produced 150 BHP of power). Now in 2013, we have two more affordable turbocharged petrol cars to choose from – the Ford EcoSport EcoBoost and the Volkswagen Polo 1.2 GT TSI. Both these cars are very different, after all one is a compact SUV while the other is a hatchback. However both are priced very similarly, which tempted us to put them head-to-head in a turbocharged battle.

Ford cars are known to be very fun to drive while Volkswagen is not far behind either. The EcoSport is definitely fun although the steering is not as crisp and handling could have been better, with a stiffer suspension. Naturally the taller stance and heavier weight show in the way the EcoSport doesn’t outrun the Polo GT in corners but remember, we are only comparing engines and not dynamics. The Polo GT also comes with ESP which makes cornering even more surefooted and the EcoSport lacks this feature on the EcoBoost version (the 1.5-litre Automatic gets ESP).

Even engine wise, the only thing common between the Volkswagen Polo GT TSI and Ford EcoSport EcoBoost is that a turbocharger is used by both of them. The Polo GT TSI displaces 1197cc from its 4-cylinder engine, producing 105 PS of power at 5000 RPM and 175 Nm of torque between 1500-4000 RPM. The 1.0-litre EcoBoost engine in the Ford EcoSport uses a 999cc, 3-cylinder engine to develop 125 PS of power at 4200 RPM and 170 Nm of torque between 1400-4500 RPM. On paper the EcoSport looks like a stronger candidate as far as performance goes but weaker if you consider NVH levels.

However on the road, the EcoSport surprises you by offering fantabulous NVH levels. Vibrations are very low although at certain points of the power band (top-end mostly), the 3-pot architecture does make its presence felt. Ford engineers have created a master piece with the 1.0-litre EcoBoost motor and that is the reason this engine has won the international engine of the year award twice in a row. Even with lesser displacement, the EcoBoost engine belts out 20 PS more power which gives it a 0-100 km/hr time of 10.8 seconds. The Polo GT TSI on the other hand is absolutely vibe free and reaches 100 km/hr from standstill in 9.7 seconds. The EcoSport weighs 119 kgs more which results in it being slower. Both cars have a top speed of 190 km/hr. Even with more power, the EcoSport deliveries higher mileage (18.9 km/l for the EcoSport 1.0 vs 17.2 km/l for the Polo TSI as per ARAI).

The EcoSport has some turbolag and starts to pull strongly post 2000 RPM. The Polo feels more eager at low end of the rev range and feels more drivable in the city. However the Polo simply can’t match the high revving character of the EcoBoost engine. It’s around 5000 RPM power starts to sharply trail off in the Polo (redline at just 6000 RPM) but the EcoSport continues to solider on till its 6800 RPM redline. To the Polo GT TSI’s credit is a 7-speed DSG unit which shifts cogs quicker than you can manually do using the 5-speed box on the EcoSport. However the real fun of driving is changing gears yourself and that is where the EcoSport brings more smiles. The clutch is light and the gearshift is slick. In the Polo, things are a bit artificial with not much driver involvement. Had there been paddle shifts, we would have had a different stance. The Polo does get a Sport mode along with tip-tronic function.

So which is the better engine of the two. Both engines are fantastic but the EcoBoost has out vote. It’s more fun to drive, is slightly more vocal, redlines at a higher RPM and feels fast and engaging too. The Polo might be the faster car here but it simply doesn’t excite you as much as the EcoBoost powered EcoSport does. Now only if Ford plonks in the award winning A4 sized EcoBoost power plant into ligher cars like the Figo, then it will be game, set, match and go!

The 1.0-litre EcoBoost engine in the Ford EcoSport offers more fun and performance while the Volkswagen Polo GT TSI is faster due to its lighter weight and DSG gearbox.

The post 1.2-Litre TSI vs 1.0-Litre EcoBoost – Turbocharged Battle! appeared first on MotorBeam - Indian Car Bike News & Reviews.

The Renault Duster is the apt vehicle for our road conditions.

The The Renault Duster came and conquered in no time at all. The SUV trend is catching up in the Indian market and most buyers are opting to go for this body style over the conventional three box. Currently the Duster has recorded itself in the books as India’s largest selling SUV. It is also the sole reason for Renault’s success in India, contributing to more than 85% sales for the French automaker. We drive Renault’s best seller over a long term stint to find out what’s so special about this compact SUV.

The exterior styling may not appeal at first glance but this is one vehicle whose design gradually grows on you. The aggressive front grille, double barrel headlamps, roof rails and the macho wheel arches deliver the SUV charm in full capacity.

The dashboard is simple and well put together. It may be harsh to call the interior styling bland but it’s definitely different to the one we are used to. The two tone dashboard is well put together and never did we face any issues of it rattling. However Renault has built the Duster to a price and there are bits which won’t please you. The driver’s seat height adjuster is one such thing. It’s flimsy and looks cheap.

The Renault Duster gets audio controls on the steering, well behind the steering to be precise. Rather unconventional but works well once you get the hang of it. We specifically like the dial which is used to change tracks, you can directly jump to say track 6 by rotating it 6 postions. The plastic quality of this interior is best described as average. Sound quality is strictly average too. The Duster does get phoneconnectivity and you can stream music from your phone. USB/AUX has been catered for as well. Seating is comfortable and the commanding driving position is addictive. Legroom is compromised for the rear seat middle passenger due to the rear air-conditioning vent, which cools really well. Even in the summer heat, the Duster kept us comfortable. The boot is huge and can pack enough luggage for the entire fanily.

Our 110 PS Duster proved to be brilliant on the highways and pulls cleanly even in fifth gear from moderate speeds. However in bumper to bumper traffic the initial turbo lag makes it a bit difficult to drive. The heavy clutch does not help matters one bit. One the upside, the Duster’s ride quality is unmatched. It glides over the worst of roads with the suspension absorbing the bumps exceptionally well, keeping the passengers comfortable. The tyres do their part in cushioning the ride further The SUV like approach, departure and ramp over angles ensure the ground never kisses the Dusters underbelly.

The Duster drives like a car and has virtually no bodyroll. The steering is decently heavy and weighs up well at high speeds. The feedback is very good but the steering does transfer vibrations while cornering hard on broken roads. We loved its car like dynamics and Renault has done a great job in the ride and handling department. High speed stability deserves a special mention.

The K9k 110 dCi diesel engine is returning around 12.9 km/l in a mixed driving cycle which includes both city and highway driving conditions. The range is good and are getting nearly 900 kms on a full tank of fuel.

The Renault Duster is the apt car for shooting. The boot is big enough to hold equipment while the handling is crisp enough to keep up with the Kawasaki Ninja 300 on the twisties of Lavasa.

After doing more than 3000 kms in the Duster, you can’t help but know that Renault has got the right product at the right time. The SUV demand continues to grow and inspite of so many price increments, the Renault Duster remains as India’s favorite compact SUV.

The post Renault Duster Long Term Review – Initial Report appeared first on MotorBeam - Indian Car Bike News & Reviews.

Mahindra e2o – Click above for high resolution picture gallery

Car Tested: 2013 Mahindra Reva e2o T2

Price OTR Mumbai: Rs. 8,40,000/-

The e2o is a commendable effort by Mahindra towards eco-friendly transportation in India.

Alternate fuel technology has been around for more than a couple of decades but has never really threatened the good old fossil fuels. Scientists have tried to estimate the time frame when fossil fuel will run out and mankind would be plunged into the dark again but new oil explorations have secured the future for conventional fuels. Coming to the point, there is still enough fossil fuel available for many many generations but we look forward to a much cleaner and greener technology to drive our transportation needs. Change is good but not easily accepted. Most countries offer subsidies on electric cars to promote ‘Environment Friendly’ technology. Another debatable topic is the production of electricity. Are we burning fossil fuel to create electricity? If so, is it still green technology? The answer is primarily yes. Electricity can be generated by utilizing other natural resources such as water and wind. We can just go on and on, coming to the topic of discussion, the new Mahindra e2o, the all electric car. The Reva Electric car company was founded in 1994. The Bangalore based company was taken over by the Mahindra Group in 2010. The Reva-i (G-Wiz in UK) was sold in more than 26 countries and the Mahindra e2o picks up where the Reva-i left off. The e2o looks feature rich and promising on paper, but does it score in the real world?

Exteriors – The Mahindra e2o has evolved drasticlly over the Reva-i. It is not only larger in size but more feature rich too. The exterior design looks funky and is a work of DC Design. The front gets a large black grille with the wraparound headlamp assembly. The double barrel lights includes segment first halogen projector lamps which prove to be good at night. The headlamps also include follow me home function. In fact, even cars a couple of segments up don’t get it. The bulging wheel arches add muscle to the body. The ‘Civic’ style wipers have the water nozzle attached to the arm, similar to the Tata Nano.

Unlike conventional hatchbacks which are monocoque in construction, the Mahindra e2o has been made using a lightweight steel body frame, which forms the basic skeleton of this car. Weight has to be kept at a minimum to prolong battery life and get maximum range per charge from the battery. To further reduce weight, the body is made up of special ABS plastic which is lightweight and dent resistant. The body is also scratch resistant since the paint is not present on the top layer but the entire panel is of the said colour.

The side profile of the Mahindra e2o reveals a very unconventional design, which grows on you with time. This two door car has a generously sized door which imbibes a few character lines to do away with the plain monotony. The glass runs all the way backwards and joins the tail lamp. The design includes an overhang at the junction of the tail lamp and the rear bumper. The roof gradually slopes backwards. The 13-inch alloy wheels house special 155/70 low resistance Hankook tyres.

The e2o’s rear profile flaunts LED tail lamps. Rear glass does not get a wiper but does have a defogging option. Under the glass is a plastic panel which forms a part of the openable hatch. It covers the charging point placed right below the e2o badge. Even when the car is locked, the charger plug stays hidden underneath so that nobody can tamper with it. There is enough space for the wire to run out and charge the car. Even though the e2o uses a single speed transmission, Mahindra has used the word ‘Automatic’ to describe it, as mentioned on the left side of the rear bumper. A careful observer will also notice the reverse camera above the number plate.

The panel gap between the roof and the rear glass is large enough to fit a smart phone.

Interiors – The interiors quality, fit and finish is average in the Mahindra e2o. The seats get a two-tone leather upholstery with white stitching. The front seats are perched above the batteries and this gives you a feeling of sitting on a chair, however, legroom, headroom and thigh support is pretty decent. Since the car is a two-door, entry to the rear seat is via the front. This means you have to drop the front seat to get behind. Hefty and tall people might find it hard to squeeze in, but once seated behind, it’s decently spacious for two adults. Third person is virtually impossible at the rear. However, if the driver is tall, rear legroom is limited and we reckon it fits best for small sized adults and kids.

The centre console get a shiny black finish and houses the dials for the AC along with the 6.2-inch touchscreen audio unit which also displays a host of other things such as rear camera while reversing. The AC is powerful and cools off well inspite of the sun shining its might out. You have to manually turn the temperature dial every single time to switch on the AC as it only starts in the blower mode by default. Quite irritating. The power window buttons are located near the handbrake.

The 6.2-inch touchscreen interface is also used for GPS navigation. The GPS screen not only shows you the charging stations in the particular area but also has 2 circles around your location. The outside circle is red and the inside circle is green. What this translates into is quite ingenious. You can comfortably make a return journey if you are travelling anywhere within or upto the circumference of the green circle. The red circle indicates the charge available for a one way journey only. This way you can plan your trips without running out of charge.

The e2o’s audio system pampers you with a variety of connectivity options. You can play DVD or stream music through Bluetooth (including phone connectivity). Mahindra has also equipped the audio system with SD card, USB and AUX options. Sound comes from 4 speakers and 2 tweeters (JBL make) and the quality is pretty decent. There are no audio controls on the steering wheel though.

The boot is obviously small but fits in more than what we initially imagined. You can comfortable fit in a few haversacks and your daily shopping should not be a problem. The spare tyre is housed at the front, like the Tata Nano.

The instrument cluster consists of a nice futuristic dial which gives you essential information like amount of battery charge left, distance to go on current charge and how efficiently you are driving. The steering is a bit large but one gets used to it quickly. The Mahindra e2o also gets push button start.

Left – Due to the small foot well and the intruding front wheels inside the cabin, when you step on the accelerator completely, you tend to hit the floor. Right – Built quality could have been better, especially for a car which will mostly be exported.

Performance – Before getting the motor running, you have to first hit the start button and hold the key in front of it for the system to recognize the key. Once it does, a green light comes on and you are good to go. However, this process of recognizing the key is a pain, especially when you do short trips. Every time you unlock the Mahindra e2o and get in, you have to run through this procedure and sometimes, it does take its own time. Power is stored in a zero maintenance 48V Lithium-ion battery. This means unlike the previous Reva-i, you don’t have to check battery water levels. Power from this battery is transmitted to the wheels via a 19 Kw, 3-phase induction motor at 3750 RPM, which measures about 25.5 BHP (1Kw = 1.34BHP). You may feel that 25.5 BHP of power is hardly anything to talk about but the beauty of an electric motor is that the torque of 53 Nm is available right from 0 to 3400 RPM.

You won’t be able to tell if the Mahindra e2o in switched on or not, slot the vehicle into D and step on the pedal. The e2o moves forward with only a distant humm from the motor. The noiseless motion takes a while to sink in and the e2o builds up good speed upto 60 km/hr after which it feels strained. There is a ‘Boost’ mode (‘B” on the gear lever) which gives you nearly 20% more power. This can be used to overtake if needed, however, the battery discharges quite fast in this mode. We were able to hit a top speed of 87 km/hr, assisted by the wind blowing in our favor. At top speed, the Mahindra e20 doesn’t feel very grounded owning to its light weight.

Once the battery goes below 20%, the ‘Boost Mode’ gets deactivated to preserve charge. Even the AC does not cool too keenly.

Driving Dynamics – The Mahindra e2o has decent ride quality and the low resistance Hankook tyres absorb most of the bumps, however at higher speeds (if 80 km/hr can be called that) the rear tends to be a bit bouncy over uneven surfaces. On smooth tarmac it is pretty compliant. The e2o does not get a power steering and at standstill speeds, the steering feels rather heavy to manoeuvre. Once you are upto speed, it is manageable. Turning radius is a minimal 3.9 metres, but taking a u-turn can be a daunting task due to the heavy steering feel at low speeds. Being a tall boy, there is a fair amount of body roll. Sharp cornering is something the e2o does not like, though in all fairness, it’s not meant to be driven flat out. The low resistance tyres run out of grip quickly and tend to skid while driving enthusiastically. On a routine drive, the e2o’s handling is predictable.

Braking performance is average and the brakes bite too suddenly as you push the pedal. The Mahindra e2o used vacuum assisted braking and a motor assists the brakes when there isn’t too much vacuum. This leads to the sudden brake bite when the motor spools up. The e2o is also equipped with regenerative braking. In simple words, every time you hit the brakes, the kinetic energy generated is used to charge the battery.

Charging and Range – Power is stored in a 48 volt Lithium-ion battery pack with 10 kWh capacity. The charging point is placed on the lower right side (facing outside) and Mahindra has provided a light for charging at night. However, we did face charging issues on our drive. Problem was that we did not have any charging points in our parking and the charging cable (15.5 feet in length) was not long enough to reach out to the nearest 15 AMP socket but in case you are planning to buy an e20, sweat not. Mahindra will set up a weather proof outdoor charging station at your premise absolutely free of cost (connected to your electricity meter). Besides Mahindra is also in the process of setting up charging stations all over the city. In fact, few mall parkings already have it. A full charge takes 5 hours. Mahindra claims that the e2o can do 100 kms on a complete charge but in the real world it will vary between 75 – 85 kms, depending on driving style, traffic and related factors. A solar panel is also available as an accessory but costs a whooping Rs. 1.5 lakhs (est).

The Mahindra e2o has lots of technology going into it. The e2o uses a GSM SIM which can be paired to your phone via an app. This app is available on Windows, iOS and Android stores. Using this app, you can remotely switch on the AC of your car on a hot day before you step in, measure the remaining charge, lock/unlock the car and see if you can make it to a place on the current charge. The app can also be used to get the ‘Revive’ mode working. In this mode you can unleash an extra 7% charge from the battery giving you an extra 6 – 7 kms towards the end. It basically ensures that the battery has a bit of juice left at the end, which is essentially locked away to be used only in emergencies. The app also has a ‘Vacation Mode’ wherein the battery can be set to charge optimally while the car is not being used. It can be deactivated once you are back when routine charging will resume.

Verdict – The Mahindra e2o is loaded with technology and offers a lot to bells and whistles. It will certainly appeal to those who have a heart towards conservation of the planet. However, at a price of Rs. 8.40 lakhs (on road, Mumbai), it is still a bit too expensive to be convincing to the general hatchback buyer. The Government does not provide much subsidy to hybrid and electric vehicles yet and current charging infrastructure does not make it too practical for use, especially with the limited range it offers. However, it’s a great car for short city runabouts and after having used the Mahindra e2o extensively, one has to appreciate that this is a commendable effort by the company towards eco-friendly transportation.

The Mahindra e2o is definitely the right direction for environment friendly transportation but the low/lack of subsidies ruins the value proposition.

What’s Cool

* Zero Emission Vehicle
* Feel Good Factor
* Zero Maintenance battery
* Loads of Tech features

What’s Not So Cool

* Limited Battery Range
* No Power Steering
* Unknown long term costs
* Expensive

Mahindra e2o Specifications

* Engine: 3-phase induction motor
* Power: 25.5 HP @ 3750 RPM
* Torque: 53 Nm @ 0-3400 RPM
* Top Speed: 81 km/hr
* Battery: 48V Lithium-ion (maintenance free)
* Range: 100 kms
* Charge Time: 5 hours, 1 hour for 20 kms range
* Fuel Type: Electric
* Suspension: McPherson struts (Front), Coil spring (Rear)
* Tyres: 155/70/13 Tubeless Low Resistance
* Brakes: 215 mm Ventilated Disc (Front), 180 mm Drum (Rear)
* Safety: Gear shift interlock, Charge interlock, Reversing Camera

Mahindra e2o Dimensions

* Overall length x width x height: 3280 mm X 1514 mm X 1560 mm
* Wheelbase: 1958 mm
* Ground clearance: 180 mm
* Turning Radius: 3.9-metres
* Kerb Weight: 830 kgs

The post Mahindra e2o Test Drive Review appeared first on MotorBeam - Indian Car Bike News & Reviews.

The Duke 390 has staggering performance, impossible to match at this price.

It might be raining cats and dogs in Mumbai but the thought of riding the hot new KTM Duke 390 makes you almost water proof. I say so because in spite of the heavy rains, I rushed for the keys of KTM’s hot new pocket rocket only to come out drenched but thoroughly satisfied with a wide grin on my face and a thumping heart. My stint with the bike was limited so this is just a brief review of the India-spec KTM Duke 390. We will bring you a more detailed review of the motorcycle in the near future but till then, here is our first ride impressions of the KTM Duke 390 and boy are we impressed by the sheer thrust from this 2-wheeled monster.

The Duke 390 is identical to the Duke 200 in almost every visual way. KTM has given the Duke 390 a different colour treatment which helps in distinguishing what lies beneath. The orange coloured Trellis frame looks really eye catchy and the orange wheels are a bit too flashy but very youthful nonetheless. A close look at the brakes will reveal the ABS module while the handle bar now features hand guards as standard. The Duke 390 looks very purposeful and muscular in person but a bit small considering it is powered by a 373.2cc engine.

The instrument cluster is also the same as the Duke 200 which means it is a tech laden console which can give luxury cars a run for their money, that is the amount of information displayed on the cluster. The only difference with respect to the Duke 200 is the ABS check light on the top right (this is blank in the Duke 200). A hidden ABS turn off button is placed below the SET button. There is nothing written on it and KTM clearly wants everyone to have their ABS on, unless of course you are into stoppies.

Me being 6-feet 2-inches tall found the 10 mm reduced seat height a bit of an ergonomic issue. While I feel fine on the Duke 200, I should get used to the 390′s seating position with time. However short riders can rejoice as the 800 mm seat height will suit them well. The pillion is not very welcome on the 390 though and I say this because of the insane thrust belted out by this motor. The single-cylinder engine on the Duke 390 is quite a high-tech one. It uses Nikasil coating (improves engine life and performance), forged pistons and is 95% different than the Duke 200. Fire up the KTM Duke 390 and you will witness some vibes which are not that big of a bother as they disappear once you are on the move (above 2500 RPM). The motor simply doesn’t like to run at low speeds in high gears as the engine starts to knock a bit. However performance is breath taking but not frantic like on the Duke 200. That said, the Duke 390 is properly quick and accelerates with such brutality that you simply forget everything around you.

To put it into perspective, as I slotted the Duke 390 in first gear at a traffic light, waiting for it to go green, I never anticipated what was in store. The Duke 390 feels a bit easy going at low revs but once past the 5000 RPM mark, power starts to really build up. Around 6000 RPM a definite shove is felt and the Duke 390 simply takes off with such ferocity that you no longer keep a tap of the speed or RPM on the console. The small readings on the console along with rains made it a bit difficult to monitor data on my short ride. The insane performance also made me too alert to have a look on the speedometer but off my mind, I can recollect hitting 57 km/hr in first gear, 81 km/hr in second gear and a top speed of around 148 km/hr. The Duke 390 does 0-100 km/hr in less than 6 seconds (in third gear) with the top speed being 160 km/hr, more than enough for our roads. You whizz past 130 km/hr in no time, performance is that quick and urgent. Fueling is crisp and one can expect a mileage of 25 km/l from the bike.

What really benefits the Duke 390 is it’s low weight (154 kgs with fuel). The power to weight ratio is an heart tingling 300 PS/ton and that is what really sets the Duke 390 apart. With 44 untamed ponies under your seat, the Duke 390 on full steam is so brutal that you might have to hold the handlebar tightly to stay put (specially in windy conditions). With 35 Nm of turning force, the Duke 390 shows its strong engine characteristics even in high gears. In-gear acceleration is properly strong and a shift into fourth gear and a complete twist of the right wrist will make the Duke 390 accelerate in such a eager fashion, you feel you are in second gear. First gear is the most fun and you are fighting with the throttle to keep the bike down as it has heavy tendency to wheelie. The gearbox shifts smoothly and the gearing is spot on which enables you to do timely upshifts without hitting the rev limiter abruptly. The Duke 390 is LOUD, more so in the top-end of the powerband.

The chassis on the Duke 390 is identical to the Duke 200 but I was pleasantly surprised to not find the bike too stiff. Yes the Duke is a stiff motorcycle but the 390 isn’t as harsh as I expected. KTM has tuned the suspension for Indian conditions and the ride quality is acceptable even on our terrible road, although we reserve our judgment as the tarmac on which the Duke 390 was scorching earlier today was quite smooth.

One big change on the Duke 390 over the Duke 200 are the Metzeler Sportec M5 tyres. Now this rubber from Germany is known to be extremely grippy, which coupled with the fantastic chassis of the Duke 390 yields the bike extremely good cornering ability and high speed stability. On the wet roads, with heavy rain pouring, the Duke 390 generated a lot of confidence through high speed turns. There is so much feedback that you can push the bike and it glides through with splendid composure. The ABS unit is very well calibrated and brakes perform extremely well, even in wet conditions to stop the Duke 390 dead straight in its tracks.

So did I come out impressed? You bet I did. While everything else was known (we already know how capable the Duke’s chassis is), the Duke 390′s engine performance in Indian conditions remained a mystery. A short stint on the saddle gives away most of the story. The KTM Duke 390 is insane fun and you will be grinning under your helmet every time you exercise your right wrist. The taller sixth gear keeps the engine comfortable while cruising (100 km/hr in sixth is at 5000 RPM, redline comes in at 10,500 RPM). However it’s really the price which simply blows everything away. At Rs. 2.07 lakhs (on-road, Mumbai), the KTM Duke 390 completely re-writes the value for money game.

The KTM Duke 390 is fast, fun and extremely responsive. The brilliant chassis, eager engine and splendid brakes give a terrific riding experience.

The post KTM Duke 390 First Ride Review appeared first on MotorBeam - Indian Car Bike News & Reviews.

Car Tested: 2013 Mercedes-Benz B-Class Diesel (B180 CDI)

Price OTR Mumbai: Rs. 27,70,200/-

The diesel engine in the Mercedes-Benz B-Class boosts practicality even further.

Diesel is easily the choice of buyers whether it is an entry level hatchback or a high-end luxury car. Mercedes-Benz launched the B-Class in India last year, powered by a petrol engine only. The Mercedes B-Class has got moderate response in the market as neither it is an MPV, nor a hatchback. Mercedes likes to call the B-Class a Sports Tourer but in all honesty, we find the B-Class to be a smallish MPV or a really large hatchback, or probably a mixture of both. With a length of 4.36 metres, the Mercedes B-Class is siginificantly long and has an impressive wheelbase of 2.7-meters. Mercedes-Benz will launch a diesel engined B-Class on the 11th of July and we drive it to find out how it makes the B really practical. We have already reviewed the Mercedes B-Class (HERE) in detail before and will keep this review limited to the diesel model.

The Mercedes B-Class will not really win design awards, more so because it shares showroom space with the stunning new A-Class. The styling of the vehicle is attractive at a few places like when viewed head-on or seen from the rear. The lights on the car are really attractive and those LEDs make the vehicle stand apart on the road. The side profile reveals its large dimensions which carry smooth flowing lines. There is no Sport package on the diesel model which means you get 16-inch wheels instead of 17-inchers. The overall shape does end up looking like a shrunk R-Class.

For starters the B-Class is available in Style trim only which means you don’t get a sunroof, navigation and Parktronic system. Offering the diesel model in lower spec enables Mercedes to price the diesel model below the petrol one (we wonder why!). The TFT screen above the centre console is smaller than the one seen on the B180 Sport and this system has less features too. However the vehicle does get some bells and whistles like 7 airbags, fully powered driver seat, leather upholstery and other safety features which Mercs are known for. The Style variant doesn’t get piano black finish on the dashboard but instead features dark wood finish. We really like the black finish as it gives a youthful touch to the dash while the wood one tries to make it look mature but fails in the process.

The Mercedes B-Class is a hugely practical vehicle. Space inside the car is ample and you never complain of legroom, headroom or knee room being less, where ever you are seated. The rear seats offer excellent space and this is a car you don’t need to think twice before calling in your chauffer. The massive wheelbase results in class leading room. Even the boot is very big, which can swallow 486-litres. It is only limited by the uncanny placement of the spare wheel, which although a space saver, spoils the generous trunk volume.

The B-Class diesel is called the B180 CDI but there isn’t a 1.8-litre engine lurking under the hood. Instead the B-Class diesel uses the C-Class’ 2.2-litre diesel unit. The naming system by Mercedes can be quite confusing. Even the petrol B-Class is called the B180, although it uses a 1.6-litre engine. Mercedes-Benz has detuned the engine from the C-Class to boost economy and prevent torque steer. The B-Class is a front-wheel drive car and too much torque on the front-wheels can lead to a lot of wheel spin. However the reduced output of 109 HP between 3200-4400 RPM and 250 Nm between 1400-2800 RPM means the B-Class never burns rubber in glee. The vehicle delivers sane performance, something you expect out of a Mercedes. However don’t be fooled as there is ample grunt even with the moderate output figures. Reaching 140 km/hr in the B180 CDI doesn’t take long at all and Mercedes has got the right tuning for the motor which is at home both in the city and the highway.

The diesel B-Class has good performance and power delivery is linear with almost no turbolag whatsoever. You simply feed the throttle and the B-Class moves ahead with urgency, although this oil burner will certainly not scorch the tarmac with limited amount of output being on offer. The mid-range is quite strong and the B diesel feels the most lively one past 2500 RPM. The vehicle redlines at 4500 RPM (4000 RPM in E mode) and the engine gets very audible past 3000 RPM. This diesel engine is mated to a 7-speed automatic gearbox which shifts smoothly and is able to find the right gear for you most of the time. You can manually take control of things via the steering mounted paddles and the B-Class has a Sport mode to make things more eager. The other mode is Economy which shifts gears around the 2000 RPM mark (depending on throttle input). There is a Start/Stop system on the vehicle but mysteriously it didn’t work on our test drive. One can expect the Mercedes B180 CDI to return a mileage of 14 km/l, which is impressive. Top speed is 190 km/hr.

The B-Class weighs quite a bit at 1.5 tonnes which does blunt handling to a certain extent. There is some amount of body roll although handling is predictable and the B-Class remains very composed at high speeds. The steering weighs up decently as speeds build up and is reasonably accurate too. Ride quality is simply splendid and although the suspension is slightly on the stiffer side, the B-Class diesel absorbs bumpers with authority. The 205/55/16 tyres certainly help in this regard as the high sidewalls help in reducing unevenness of Indian roads. The brakes are fantastic and the pedal has the right feel and bite to stop the car with tremendous confidence.

Mercedes-Benz have been making all the right moves lately and the launch of the B-Class diesel is another good move by the company. Indians love diesel engined cars, no matter what the price range is. With the oil burner under its hood, the B-Class diesel is sure to attract more people to dealerships. While the B-Class can’t match the A-Class in terms of visual appeal, the B is the more practical vehicle offering a splendid ride quality along with excellent interior and boot space. The CDI powerplant in the Mercedes B-Class performs very well and is quite frugal too which is sure to please the diesel loving junta.

The diesel engine in the B-Class works very well to offer good performance and mileage in both city and highway conditions.

What’s Cool

* Cabin space
* Diesel engine
* Ride quality

What’s Not So Cool

* Spare wheel placement
* No top diesel variant

The post Mercedes B-Class Diesel Test Drive Review appeared first on MotorBeam - Indian Car Bike News & Reviews.

Ford EcoSport Automatic – Click above for high resolution picture gallery

Car Tested: 2013 Ford EcoSport 1.5-litre Petrol PowerShift Automatic (Titanium)

Price OTR Mumbai: Rs. 10.01 lakhs

The EcoSport Automatic offers the practicality of an SUV coupled with a stress free driving experience.

Automatic cars are becoming increasingly popular in India as traffic woes are only increasing and people want to reduce stress of commuting. However there is one big glitch with automatic cars. All mass market automatic vehicles have a plain-jane autobox which might offer the convenience of driving but is no fun. Ford can be credited for changing this outlook as the company brought in the PowerShift gearbox on the new Fiesta last year. The 6-speed unit is really advanced and at the time of launch, it was by far the best automatic gearbox in a ‘made in India’ vehicle. Things have now changed with the arrival of the 7-speed DSG automatic gearbox in the Volkswagen Polo TSI which is quite advanced too and comes in at a cheaper price. However what Volkswagen doesn’t give you is the peace of mind usually associated with an automatic version. The DSG unit is yet to prove itself (notorious for blowing up, costing an arm or leg to repair) and the standard warranty offered is just 2-years. However Ford offers an excellent 10-year/2.4 lakh kms warranty on the PowerShift transmission which shows the company’s faith in the gearbox. We drive the Ford EcoSport powered by the 1.5-litre petrol engine, mated to the tech laden PowerShift gearbox and come out quite pleased with its performance.

The styling of the Ford EcoSport is the biggest attraction for buyers. Ford have got the design spot on and even though the vehicle is just 4-metres long, it doesn’t look small when viewed from the front or rear. It is just the side profile which reveals its small length which is no bigger than a premium hatchback (like the Hyundai i20). The front end with its raised bonnet and big grille is massively appealing while the tail gate mounted spare wheel is the highlight at the rear. The kinetic blue colour looks very good on the EcoSport and paint quality is excellent too. No PowerShift or Automatic badging is present on the EcoSport AT, even the engine name isn’t mentioned anywhere on the outside.

Step inside and you are greeted by Fiesta like interiors. The driving position is spot on although a few blind spots do hinder you. The seats are extremely supportive and there is good amount of room to seat 4 passengers in comfort. The Ford EcoSport Automatic is only offered in Titanium trim, which is quite different from the regular Titanium variant. In the automatic variant, you don’t get button start or keyless entry but you do get 6 airbags. Other features offered on the Automatic variant which are missing in other EcoSport variants include EPC, TCS, EBA and Hill Launch Assist. Rest of the equipment remains the same and Ford has ben quite generous in this regard offering quite a lot on the vehicle including climate control, SYNC, steering mounted audio controls, rear parking sensors, 16-inch alloy wheels, etc.

The 1.5-litre petrol engine is a decent motor, outputting a respectable 112 PS of power at 6300 RPM and 140 Nm of torque at 4400 RPM. No matter how hard you try, the EcoSport AT won’t spin its wheels as the vehicle gets TCS (can’t be turned off) which improves traction. Low end performance is good although the mid-range isn’t race inducing. Although the EcoSport is very well insulated, the motor makes itself heard right from 2000 RPM and the exhaust note is a bit sporty at higher part of the power band, we certainly like it. First gear is good for 43 km/hr, second will see 78 km/hr while you will hit 110 km/hr in third. The EcoSport Automatic should nudge past 100 km/hr from standstill in a decent 13.25 seconds with the top speed being around the 165 km/hr mark. Those looking at getting the manual version of the 1.5-litre petrol EcoSport will find the performance from the engine more than adequate for city driving while on the highways, downshifts will be needed to get moving swiftly. The motor does rev very freely but feels a bit coarse at certain parts of the power band.

The 6-speed PowerShift gearbox uses a twin-clutch setup which leads to very quick shifts with the petrol motor giving the vehicle decent performance. Other than the normal P, R, N and D modes, you also have S mode, where the transmission becomes more eager and shifts very quickly, taking the vehicle to redline every time. The PowerShift autobox upshifts seamlessly but is not so eager to downshift and you really have to give the throttle the beans to move quickly at times as the Ti-VCT engine needs to be on the boil for quick progress. That said, the overall performance from the 6-speed automatic is excellent and it keeps the fun quotient pretty high.

You can also manually shift gears using the up and down buttons on the right side of the gear lever, which works only in S mode. However paddle shifts would be more than welcome. The PowerShift transmission understands your requirements and shifts gears at lower RPMs in D mode to felicitate fuel economy, which is an ARAI certified 15.6 km/l (just 0.2 km/l less than the manual). One can expect the EcoSport Automatic to deliver around 9-10 km/l in city conditions.

Ford is known for setting up their chassis’ brilliantly and the EcoSport is no different. The balance between ride and handling is excellent although the steering could do with a bit more feel at high speeds. The suspension is a bit on the stiffer side but ride quality is pliant and only sharp bumps unsettle the vehicle. High speed composure is simply excellent and so are the brakes on the EcoSport but the tendency to nose dive under hard braking is present. Mysteriously our test car came shod with Goodyear Assurance tyres while the spare wheel was an MRF ZV2K make.

Driving convenience with the peace of mind in ownership is vital when buying an advanced automatic gearbox equipped vehicle. Ford has covered all the basics and the EcoSport Automatic is easily the cheapest, most advanced and easy to live with automatic vehicle in the market today. While there could be more oomph from the engine, the PowerShift gearbox offers good performance in most conditions (including upslopes and downslopes where the hill hold assist activates brakes for 3 seconds giving you time to move your foot from the brake to the accelerator without rolling back). The EcoSport Automatic costs Rs. 2.01 lakhs less than the Fiesta Automatic (the only extra is the leather seats in the Fiesta), making it a bargain for those looking for a stress free driving experience without compromising on the fun factor.

The 6-speed PowerShift gearbox in the Ford EcoSport shows that you can have your cake and eat it too. Not only does it make driving convenient, but fun too.

What’s Cool

* Aggressive price
* Feature loaded
* Dual clutch transmission

What’s Not So Cool

* Down shifts not quick enough at times
* Engine could do with more pep

Further Reading –

Ford EcoSport Exhaustive Review
Ford EcoSport Diesel Review
Ford EcoSport Video Review
Ford EcoSport vs Renault Duster

The post Ford EcoSport 1.5 Petrol AT Test Drive Review appeared first on MotorBeam - Indian Car Bike News & Reviews.

2013 Toyota Etios – Click above for high resolution picture gallery

Car Tested: 2013 Toyota Etios VD SP

Price OTR Mumbai: Rs. 9,30,198/-

Toyota has resolved quite a few issues in the 2013 Etios which makes it a better package.

In a bid to expand market share, Toyota launched the Etios in India in 2010. The vehicle has been specially made for India but hasn’t performed as per expectation. Toyota started selling the Etios in other markets including Brazil and South Africa where it hasn’t caught the attention of buyers either. Two years ago when we tested the Toyota Etios, we came out with mixed feelings. While the concept of designing a sedan like the Etios seems sensible, the main issue with the Etios was it’s unlike Toyota like traits. Now Toyota has updated the Etios by giving it a facelift for 2013 and the company seems to have resolved quite a few issues. Does the 2013 Toyota Etios get our nod? Read on to find out.

Exteriors – On the styling front of course the Toyota Etios still doesn’t evoke a second glance. The design is quite boring and efforts to spruce things up with extensive use of chrome hasn’t really worked much. The pre-facelift model was heavy on chrome too but the new one adds a bit more to the package. The front grille gets a minor re-design and gets chrome finish. The rear of the vehicle now dons new tail lights but the overall boxy feel is still present and this minor facelift doesn’t address much at least in the styling department.

The side of the 2013 Toyota Etios is identical as before. Even the alloy wheels are the same as before and Toyota had upgraded all models to 15-inch wheels. The only visual difference from the side are the turn indicators on the rear view mirrors. The company has also added classic grey colour to the Etios’ paint shade and our test car was finished in the same colour. This colour has been seen on the Innova and Fortuner sine a long time and looks really cool.

Interiors – Open the door and get inside the facelifted Toyota Etios and you will quickly notice the quality looks improved from before but it hasn’t. Toyota has just upgraded the colours which give an impression of improved quality. The cabin gets two-tone interiors finished in ash brown colour which gives a very airy feeling to the occupants, unlike the grey interiors which looked really un-Toyota like. Gone are the el-cheapo seat finishing in black and red, which Toyota thought would imbibe sportyness in the Etios. The red on the gear knob is replaced by silver. The updated model definitely feels better to be in but some flaws are still persistent. To start off with, the instrument cluster continues to reside in the center which is no way in the driver’s sight. Then there is the lack of cover below the steering wheel which shows hanging fuses, etc. If that is not enough the switch for opening the hood and leveling the headlight is from the 80s.

To Toyota’s credit is the space inside the cabin, which is truly generous. Whether you are seated at the front or rear, you get ample room to stretch in the Etios. Shockingly though there are no front seat back pockets, nor is there a rear seat arm rest! The front seats now get adjustable headrests and the driver’s seat gets height adjust too. The rear seats get bigger headrests which are fixed but adjustable ones would have been better as tall passengers find the fixed ones quite uncomfortable. The seats are new and offer good back support unlike the thin seats found on the old model. Other changes include a one touch driver side power window and an all new head unit which gets Bluetooth connectivity along with USB and AUX ports. This 2-din unit can be controlled via a remote and the steering has audio controls too. The combimeter gets blue illumination with new background and Toyota has given the AC a new clean air filter. The AC switches are new as well and don’t feel like they will fall off soon.

There are quite a few storage spaces inside the cabin, like the doors and the glovebox which has a cooling duct from the AC to chill your drinks. The doors themselves look better with faux wood on them. However Toyota still doesn’t offer many features which are standard on hatchbacks like a climate control system, multi-information display, electrically adjustable rear view mirrors and twin wipers (the single wiper does do the job but makes cost cutting quite evident). The boot is generous and can gobble up two bags with ease.

Performance – Toyota hasn’t touched the engines of the Etios and the vehicle continues to be powered by the same set of petrol and diesel engines. The petrol engine is a 1.5-litre unit which produces a modest 90 PS of power and 132 Nm of torque. This engine is tuned for drivability and the petrol Etios performs very well in the city but becomes very uneasy when revved hard, very un-Toyota like again. The diesel engine on the other hand is a complete gem. The 1.4-litre D-4D unit produces just 68 PS of power and 170 Nm of torque but performance is simply excellent. This engine has almost no turbolag and pulls in a linear fashion. It’s an apt motor for city conditions and the gear ratios are well spaced out giving the car an extremely good mid-range punch with the redline coming up at 5000 RPM. Like most diesel engines, the Etios D becomes out of breath at high RPMs (above 3500 RPM). This diesel engine doesn’t fare well when it comes to outright acceleration and it does feel a bit underpowered on the highways. However buyers will have little to complain about due to its frugal nature.

While the petrol Etios returns an ARAI certified mileage of 16.78 km/l, the diesel Etios returns an impressive 23.59 km/l. In real world conditions the petrol Etios will return 11 km/l in the city and 14 km/l on the highway. The diesel Etios simply blows away its competitors with a city mileage of 15 km/l and a highway mileage of 18 km/l. The company is able to achieve such good mileage by tweaking the gear ratios so well which along with the light weight of the car make it very frugal. Both the engines have a light clutch and a very slick shifting gearbox. Many had complained about the buzzy sound from the petrol engine and clatter from the diesel engine being audible inside the cabin. Toyota has resolved NVH issues by opting for hydraulic mounts for the engine instead of rubber mounts. The company has also used extensive sound deadening material and the cabin is definitely a quieter place than before.

Driving Dynamics – The Toyota Etios is not a car for the race track, even though the company might want you to feel otherwise with their One Make races. The light weight of the vehicle aids in handling which is predictable for the most part but the steering is really the fly in the ointment. At low speeds, the steering is extremely light which is a boon in crowded city conditions but it simply doesn’t weight up as speeds build up, making it low on feel and feedback. The improved NVH results in less road noise filtering inside the cabin.

Toyota has set up the suspension on the Etios on the stiffer side to aid high speed manners. The vehicle remains planted to the road but cross winds do effect it drastically. Ride quality is a bit stiff at low speeds but as you go faster, the suspension flattens out road surfaces beautifully. The re-tuned dampers do their job very well to offer a pliant ride. Braking performance is good and the car stops with reasonable urgency and confidence. Overall the dynamics see a minor improvement which makes the Etios a slightly better car to be in than before.

Verdict – Toyota has given the Etios a few changes but called the vehicle the new Etios in the process. There is not much new as the changes are not drastic although they do end up making the Etios a better and more upmarket car. What Toyota has managed to do is make the Etios look less of a cost cutting engineering exercise which is sure to work for those looking for a practical vehicle to drive mostly in the city. However as far as appeal goes, the Etios still hasn’t reached there yet. This is a car you buy with your head and it does deliver on those requirements.

The 2013 Toyota Etios is not a vastly improved car and the minor changes should help the company till the next generation model arrives next year.

What’s Cool

* Interior room
* Diesel engine performance and mileage

What’s Not So Cool

* Quality still needs improvement
* Lack of features

2013 Toyota Etios Specifications

* Engine: 1496cc, 16-valve, 4-cylinder, DOHC (Petrol); 1364cc, 8-valve, SOHC, D-4D (Diesel)
* Power: 90 PS @ 5600 RPM (Petrol); 68 PS @ 3800 RPM
* Torque: 132 Nm @ 3000 RPM (Petrol); 170 Nm @ 1800-2400 RPM
* Transmission: 5-speed manual
* Top Speed: 160 km/hr
* 0-100 km/h: 16 seconds
* Fuel Consumption: 11 km/l (Petrol), 15 km/l (Diesel)
* Tyres: 185/60/15 Tubeless Radials
* Suspension: McPherson Struts (Front), Torsion Beam (Rear)
* Brakes: Ventilated Disc (Front), Drum (Rear), ABS
* Safety: ABS, EBD, Dual Airbags, Immobiliser

2013 Toyota Etios Dimensions

* Overall length x width x height: 4265 mm X 1695 mm X 1510 mm
* Wheelbase: 2550 mm
* Ground Clearance: 174 mm
* Turning Radius: 4.9 metres
* Boot Volume: 595-liters
* Fuel Tank Capacity: 45-litres
* Kerb Weight: 1020 kgs

The post 2013 Toyota Etios Test Drive Review appeared first on MotorBeam - Indian Car Bike News & Reviews.

Honda Dio HET – Click above for high resolution picture gallery

Bike Tested: 2013 Honda Dio HET
Kms Done: 876 kms
Test Started at: 920 kms
Test Concluded at: 1796 kms
Fuel Cost: Rs. 1752/-
Liters: 23.06
Mileage: 38 km/l (combined), 52.7 km/l (best), 28 km/l (worst)
Rs. per km: Rs. 2.00/-
Service Cost: Nil/-

The Honda Dio is a funky scooter for the youth, now with improved mileage.

Honda Motorcycle and Scooters India (HMSI) has been primarily known for two successful products in India. The Honda Unicorn is a motorcycle that came with various upgrades over the years capturing the 150cc market with its robust build quality. However, now it is so old that it has younger sportier siblings too. The second and most important product was the line of scooters. It all started with the Activa in the year 2000. A 102cc engine with a metal body and a unisex design ruled the market for 9 years in a row. Then in 2001, the Honda Dio spawned. The same Activa engine, with fibre body and sporty styling made it an instant hit among the youth.

Talk about success and Honda will be the one that has endless stories to tell. By 2009 the entire scooter lineup received the much-deserved upgrade to engine design and fuel economy. Year 2012 was the year when Honda again remapped the engines with its new technology from their R&D centre in India and came up with Honda Eco Technology (HET). It is the same 109cc engine but a whole load of upgrades made it entirely new. When we tested them, we were thoroughly impressed with its better power delivery, a much more refined intake and exhaust note. We decided to take the Honda Dio for a longer test to see how it fares on various aspects that our roads throw at it.

The Honda Dio carries a youthful and sporty design language. Sharp lines, edgy panels, fixed large headlight and compact dimensions complete the funky look of the scooter. The black wheels, suspension and glossy black finish on the gearbox casing add to the sportiness and gels perfectly on the Dio. The large headlight provides excellent illumination and spread. However, since it has a fixed head light, it only moves when you change direction completely.

The instrument cluster was completely revised on the 2012 Honda Dio and it remains the same on the HET version. The textured plastic with round dials look great. The dials lit up when the parking lamps are on, a neat touch. The huge indicators look good and provide humongous amount of illumination too. The fuel gauge has a story to tell. The fuel gauge is small on the instrument cluster. So when it indicates that there is absolute zero fuel, you rush to the petrol pump to only find out that there is one litre of petrol left! This is fine where many state rules are applied, but in a country like ours where every petrol drop counts, not a good idea! Suggestion? Make the fuel gauge dial bigger, simple!

The riding position is of a typical scooter. It is wide, you sit upright and seats are well cushioned and have good width for “big” riders as well. Things are not good for the pillion on the other hand. The elongated footboard saves on the pillion footrest on both sides and forces the pillion to place their feet far away, which is near to the rider, which is extremely uncomfortable for the pillion on long journeys. Moreover, since the grab rail at the rear is not raised, it is a stretch as well. Honda has used the power of ergonomics to gain a bit of dough from customers. This problem can be easily solved if you buy the body protection guard which has footrest in-built on it.

The ride quality of the Dio is not as plush as the Activa. It is on the stiffer side since it has less weight, the springs have been stiffened up and results are not so good for the pillion. At the rear, the pillion will complain and miss the plush ride quality that is associated with scooters. The front feels overly light but stays in control while changing direction quickly or riding enthusiastically. The Dio corners well with good poise and there is as much fun as the TVS Wego or Yamaha Ray. Credit goes to the tyres, which provide good grip. High speed stability is good and there is minimal windblast. There is a downside in the city. The wide front end does interfere when you navigate through really tight spaces while most motorcycles and scooters can easily navigate. On the Dio, it is bit of a pain to check every time whether the wide front end is touching.

Coming to engine, the 109cc, 8 BHP and 8 Nm of torque engine has always offered good driveability in city and on the highway. The 104 kgs kerb weight makes the Honda Dio get off quickly. The gearbox does not shift up to 50 km/hr and when it does, there is a lot of punch that drags you all the way to 80 km/hr quickly. Top speed is 92 km/hr, which takes time to reach after touching 80 km/hr. The Dio is comfortable in highway riding, you can hold motorcycle speeds like 70 km/hr all day long. Albeit, the fuel economy drops to 38 km/l. During our test period, we got 45.8 km/l in the city and 52.7 km/l on the highway. All these figures were a result of tank to tank method and wide open throttle most of the time. We did one complete highway run of 80 kms and did 85-90 km/hr all day long non-stop and the Honda engine was absolutely stress free. The engine heated up in the end of the journey. However, that was bound to happen and the result was the economy dropping to 28 km/l. Surprisingly, that is a figure which any performance bike in the country would give you, if you maintained the Dio near its top speed all day long.

Previously Honda engines would not idle and morning starts would be a pain. We did cold starts and the scooter din’t have any hiccups or issues with starting. When the scooter was left untouched for a couple of days, still it started in one click. Despite no starting problems, we did use the choke once and left it on while riding as well. If this was an old generation scooter, it would not notify. However, the new Dio notifies you when your choke is on. Once you drive around 30 km/hr with the choke on, it will not let you accelerate further. Quality is good all around and there are no gaps or fit-finish issues. Paint job seems a lot better than old scooters.

The Honda Dio very much depicts what is meant to be. With the dynamics, peppy engine, aesthetics and price tag, it is aimed at the youth with flamboyant colors and funky styling. It is cheaper by not a huge margin because of the essentials it lacks. There are few shortcomings with the Dio, which are bearable, but just not expected from Honda. The HET version has done its job though. Improved fuel economy and a much more refined engine at a fraction of a cost over the old generation model is a steal. There are several options in the category now, but if you like the Honda Dio at first sight, then you should go for it because there is nothing that would make you regret your decision in the future.

Honda Dio Service Costs –

* Air Filter – Rs. 300/-
* Oil – Rs. 268/-
* Brake Shoe – Rs. 220/-
* Spark Plug – Rs. 125/-

The post 2013 Honda Dio Long Term Review appeared first on MotorBeam - Indian Car Bike News & Reviews.

The 2013 Audi S6 offers some serious thrust from its V8 motor which outdoes the old car’s V10 unit.

If one looks at the present Audi line-up carefully, it’s quite clear that the A6 mid-sized sedan has been lavishly pampered by its creator. In fact it gets a package deal drawing expertise from models like the beautiful fastback styled A7 to the top-of-the line A8. Meanwhile, in emerging markets like India, Audi’s line-up of S models is growing, and soon each ‘S’-badged model is expected to carve its own place. Audi takes the “A” models’ rich mix of virtues and turns it lethal and why not? We are aware that in global markets of the four models sold with the new twin-turbocharged 4.0-litre V8, the range topping 420 HP S7 is the beauty with brains, while the 520 HP S8 sits on the top with lots of mind boggling features. With this arrangement in the line-up, it leaves the four-door S6 as the serious performance sedan.

Since these cars are engineered with similar specifics in mind, hence many components and technologies are shared under the skin. Technically, the S6 is identical to the S7, but thanks to the lack of a hatch and its slightly more compact dimensions, the S6 is lighter by 4 kgs, and another difference is that it has a slightly narrower track. The chassis components are identical, however, and so are the engine and the transmission. While the A6 and S6 have same body shells and profiles, it’s the detailing that helps the models to be differentiated. At 4931 mm, the S6 is 16 mm longer than the A6 and besides the S6 badging, the car is distinguished from the conservatively styled A6 sedan with a unique platinum-coloured grille, horizontal elements in the front air intakes, aluminum mirror caps, a rear lip spoiler, and four exhaust outlets. The front intakes are surrounded by an additional red coloured strip that follows their outer contour and signature adaptive LED headlamps.

Inside, the story is familiar with top notch design, build quality and finishes which are also characterized by sporty elegance. To remind you that this is the Audi S6, there are dedicated logos on the key, base of the leather sport steering wheel which comes with coloured stitching and aluminium shift paddles as well as on the main instrument cluster. The illuminated door sill trims and both displays (MMI and driver information system) greet the driver with the S6 logo. A red ring adorns the start-stop button, an aluminium clasp the selector lever. The footrest, pedals and soft keys of the MMI operating system shine in an aluminium finish.

Height-adjustable sport seats with power lumbar supports and embossed S logos are standard. Head and legroom are quite good and so is all round visibility. Among the upgraded or new features in the S family is the parking system with 360° camera. Other gadgets that will delight include a WiFi router option that turns the S6 into a mobile hotspot and a navigation system with touchpad and handwriting recognition. The car’s Wi-Fi uses a 3G connection and adds Google Earth data to the navigation system while also providing simplified Google search for POIs.

Under the aluminium and steel body are several new technologies and one aspect about the badging and its relation to technology I’d like to clear on the onset. The TSFI type (Turbo Stratified Fuel Injection) engine is same for both A6 and S6 models, but unlike the supercharged 3.0-litre V6 in the A6, the V8 uses two turbochargers. Audi in particular doesn’t offer differentiation when it comes to classifying turbo or supercharging. Why, we don’t know and while both represent force feeding systems, their respective application and efficacies are quite different in the A6 or S6. The forced fed V8 in the S6 produces 420 HP at 6400 RPM and an impressive 550 Nm of torque. Most of the torque is available from as low as 1400 RPM all the way up to 5200 RPM. The power is put through a 7-speed dual-clutch transmission and a rear-biased all-wheel-drive quattro system.

Interesting fact about the twin turbocharged 4.0-litre V8 vs 5.2-litre V10 normally aspirated engine which was used in its immediate predecessor is that although the V10 was more powerful (belting out 435 HP) and was capable of sending a chill down your spine simply from its F1-like exhaust note, the new V8 is no less of a performer. It does emit an exhaust menacing growl but doesn’t quite match up to the raging V10 but is more pleasant. On the positive side the new downsized engine is not only a bit more torquey but also more efficient by a whopping 25 percent, according to Audi and the bonus is that it’s also much quicker. The S6 is supposed to be a very efficient performance sedan, thanks to low engine friction and cylinder deactivation which helps in fuel economy also. On the performance arena, the S6 will do the 0 to 100 km/hr sprint in 4.6 seconds (5.4 seconds in the outgoing edition). The electronically governed top speed of 250 km/hr is just a formality, says Audi.

A welcome feature is that Audi’s drive select driving dynamics system now comes standard in the S6 which involves integrating several performance attributes. Among other jobs it is programmed to do, it modifies the characteristic of the throttle pedal, the shift points of the S tronic transmission, the servo boost of the electromechanical steering and also the characteristic of the adaptive air suspension. The system is simple to use and allows the driver to adjust the operation in five stages. As an open modular system, it allows the optional sport differential and the dynamic steering (which varies its ratio as a function of speed) to be integrated as part of the system. All this means that the driver can specifically dial-in the character of the car he wants on will.

As always the level of standard safety equipment on the Audi S6 is pretty high and includes anti-lock disc brakes, stability control, front and rear parking sensors, a rearview camera, front-seat side airbags, full-length side curtain airbags and front knee airbags. Rear side airbags, blind-spot and lane departure systems are optional, as is the Audi Pre-Sense Plus system which can warn the driver and automatically activate the brakes and adjust the front seats for maximum protection if a crash is deemed imminent. In crash testing by the Insurance Institute for Highway Safety in the US, the similar A6 on which the S6 is based received the highest possible rating of “Good” in the frontal-offset, side-impact and roof strength tests.

Driving Impressions - The Audi S6 has got most of the ingredients packaged under one roof to qualify it as a true sporty and spirited sedan. And in that respect it doesn’t disappoint. As engaging as it can be, on the road, the S6 is an inexhaustible cannon with its combination of super torque from the twin-turbo V8 despite its longer wheelbase, less front weight bias, and less overall mass.

Combine an unflappable chassis, accurate steering, ample power and a general sense of quality and you have an unbeatable luxury/sports-car range which makes the new Audi S6 more of an enthusiastic driver’s car than its predecessor. Although it is a big car, power delivery is silky smooth in all rev ranges and the compliant gearbox offers swift up shifts like a sports car. In fact, the only other Audi that comes to mind in terms of engaging transmission performance is the manual TT RS. Well, once again Audi has proven that its automatic transmissions are actually faster than the manuals!

The electromechanical power steering is surprisingly pleasant, light but progressive and well weighted with sharp turn-in. The optional torque-vectoring sport differential adds some weight but offers extra agility that ambitious drivers will be keen to experience. Grip from the Bridgestone Potenza tyres are pretty good and keep up with the highly agile chassis which loves to be thrown about and overall makes it so easy to drive to the limit.

We feel that the use of air suspension has helped take away much of the road harshness (which is the price you pay for having low-profile tyres) and the engine’s cylinder-deactivation system works so silently and transparently that you’re not even aware about it. One does get pleasantly surprised when you discover the actual fuel economy range.

Verdict – This isn’t the most hard-edged sports sedan, but its balance of comfort and sporting aggression is commendable. With the 2013 Audi S6, Audi has virtually reinvented its line of S-equipped models, and takes the middle order route of splitting the difference between the pure performance of BMW M and the refinement of Mercedes-Benz AMG.

The post 2013 Audi S6 First Drive Review appeared first on MotorBeam - Indian Car Bike News & Reviews.

2013 Audi Q3 – Click above for high resolution picture gallery

Car Tested: 2013 Audi Q3 2.0 TFSI quattro

Price OTR Mumbai: Rs. 46,59,500/-

The petrol Audi Q3 offers terrific performance from its TFSI powertrain.

Luxury carmakers are moving quickly to bring more affordable products in India. BMW took the lead with the launch of the X1 while Audi was quick to bring in the Q3, which is raking in the volumes for the company. The Q3 is still brought in via the CBU route and at the time of launch, it was only offered with a diesel engine. Audi introduced a petrol engine on the Q3 earlier this year. The petrol powered Audi Q3 is available only in one variant (top-end) and there is no base grade on offer. We have reviewed the Audi Q3 in detail last year (HERE) and this review of the Q3 is limited to the petrol model. Ironically the petrol Q3 is priced identical to the diesel Q3. At this price, does a petrol SUV make much sense in diesel-loving India?

On the exterior front, the petrol Audi Q3 is identical to its diesel sibling. The only difference which reveals what’s under the hood is the 2.0T badge at the right side of the rear. The alloy-wheels are different too with the petrol powered car getting 10-spoke alloys instead of 5-spoke ones. The Q3 looks like a shrunk down Q5, following the family design language. The vehicle might be quite small but it does have presence. The bold lines and well designed lights are really the highlights on this car. The signature Audi traits are immediately impressive like the large hexagonal grille and daytime LED lights which have been designed with utmost precision.

Step inside and you are greeted by a familiar Audi interior. The cabin is identical to the diesel model except the tachometer and the additional button on the centre console (for the Auto Start/Stop). The dashboard is well put together and you get a plethora of features. The seats are comfortable and are power adjustable in multiple ways to give you that perfect driving position. When we drove the diesel Q3 we complained about the navigation not working and were hoping Audi would tie-up with a local supplier to deliver maps. This still hasn’t been done and the Q3 petrol doesn’t have working maps either. While the cabin feels luxurious, Audi is clearly aware about the Q3 being a strict 4-seater as the transmission hump prevents a third passenger from sitting at the rear seat. Still the company doesn’t offer a centre arm rest, surprising. Other than these two gripes, there is not much to fault with the Q3′s interiors which have excellent quality of finish and come with some really neat touches like the fantastic MMI system which is easy to use and the large panoramic roof which gives an airy feel to the already airy cabin. The boot is a generous 460-litres and the rear seats fold to boost luggage carrying capacity even further.

Coming to the heart of the matter, the Audi Q3 petrol is propelled by a 1984cc, 4-cylinder engine which uses gasoline direct injection and a turbocharger to produce 211 HP of power between 5000-6200 RPM and 300 Nm of torque between 1800-4900 RPM. This 4-pot motor needs no introduction as it has won multiple awards for its performance. The petrol powered Audi Q3 weighs 1565 kgs and performance from the 2.0-litre engine is simply outstanding. The engine is extremely refined and you can barely hear it at idle. There is almost no lag from this mill and it feels at home both in the city and out on the highways. A small dab on the accelerator pedal is all that is needed to get going and response is immediate. Audi claims a 0-100 km/hr time of 6.9 seconds which is more than a second quicker than the diesel model. Top speed is 230 km/hr and the Q3 is quick to reach 170 km/hr post which progress becomes a bit slow.

Mated to the 2.0-litre TFSI engine is a 7-speed dual clutch S Tronic gearbox which offers smooth shifts. You have three driving modes to choose from – D, S and M. In D mode, the Q3 is smart enough to sense the pressure on the accelerator pedal and changes gears accordingly. It doesn’t hesitate in skipping gears when upshifting to boost mileage. Depending on throttle input, you could be doing 60 km/hr in sixth gear and the transmission has no issues upshifting at 1700 RPM too. 100 km/hr in 7th gear is at around 1900 RPM. The engine is so brilliantly engineered that it never knocks or feels uneasy even when you are in high gears at low speeds. However the autobox is a bit lethargic with downshifts in D mode and if you really want to enjoy the petrol Q3, it is best to slot the gear lever in S or M mode. In Sports mode, the response is that much more eager and upshifting takes place at around 6500 RPM (upshifts happen at 6000 RPM in D mode). Like all other cars, Sports mode offers a slight jerky feel.

In spite of the fantastic NVH levels, the Q3′s motor is vocal in a pleasant way which is throaty once past 4000 RPM. In Manual mode, the Q3 will hold gears till 7000 RPM (in lower gears) before upshifting. First gear is good for 52 km/hr, second will see around 84 km/hr and in third you will be doing 130 km/hr. Fourth gear will see you well past 150 km/hr. Power delivery is very linear although a minor shove is felt around 4500 RPM. There is a bit of resistance at lower RPMs and the mid-range is the strongest point of this motor. The engine revs very freely and quickly to its redline. Surprisingly no paddle shifts are on offer and one can manually upshift using the tiptronic function on the gear lever. Audi has added a Auto Start/Stop system which works silently to boost mileage when you halt at signals by turning off the engine. The company claims a mileage of 11.72 km/l which is very much achievable considering the fantastic engine and tall seventh gear. We however were getting around 7.5 km/l which is decent considering our right foot was mostly buried during our road test.

The petrol version of the Q3 weighs 20 kgs less than diesel model. When we drove the Audi Q3 last year, we were really impressed by its balanced dynamics. Ride quality is good even though the suspension is a bit on the stiffer side. The Q3 glides over roads and only gets unsettled by bad tarmac, which are plenty in monsoon soaked Mumbai currently. Handling is excellent and the Q3 darts into corners with extreme composure. The quattro system gives the baby SUV a lot of grip and even after turning off ESP, there is absolutely no wheel spin. The Q3 has very little body roll but the steering is the real spoilsport with not much feedback at high speeds. While the steering is light at low speeds it only weighs up decently well as speeds build up and not as well as you would expect for a car with such a cracker of an engine. Braking performance is terrific and the Q3 comes to a halt from any speed without any fuss whatsoever.

The petrol powered Audi Q3 is a seriously fun to drive car. Performance for an SUV is really good and the motor is just brilliant in multiple ways. Floor the pedal and the way this motor pulls the Q3 makes you believe there is a bigger engine under the hood but in reality it’s just a 4-cylinder unit powering the car, impressive. However at a price equivalent to the diesel model, the petrol Q3 only makes sense to the petrol heads who want the practicality of an SUV and fun of driving. There are very few people who would buy a petrol SUV (even BMW discontinued the petrol X1 due to poor demand) but for those who do, the Audi Q3 is undoubtedly the vehicle of choice.

The petrol Audi Q3 is some serious fun but should have been cheaper than the diesel model.

What’s Cool

* TFSI engine performance
* Interior appeal
* Brakes

What’s Not So Cool

* No paddle shifts
* Price

The post Audi Q3 2.0 TFSI Petrol Test Drive Review appeared first on MotorBeam - Indian Car Bike News & Reviews.

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Mercedes A-Class Diesel – Click above for high resolution picture gallery

Car Tested: 2013 Mercedes A-Class Diesel (A180 CDI)

Price OTR Mumbai: Rs. 28,20,650/-

The diesel engine in the A-Class offers a good mix of performance and economy.

A hot hatch is a car which not only looks fast but goes fast too. When Mercedes-Benz launched the A-Class in India in May, everyone were bowled over by the design of the vehicle. The company has made a smart move of launching both petrol and diesel models at the outset, something which it missed with the B-Class. The German automaker is well aware about India’s love with diesel, even if it means plonking it into their sporty A-Class. The company has managed to get 400 bookings (petrol and diesel combined but diesel more in demand) in quick time, which shows how well the thought of an entry level diesel luxury car is accepted in our country. We have already reviewed the Mercedes A-Class in detail (HERE) and this review is limited to the diesel model. Does this oil burner give the Mercedes A-Class stonking performance is what we find out.

The Mercedes A-Class is a stunning design and has massive appeal. If one has to decide on buying an entry level luxury car on looks alone, the A-Class would be the obvious choice. The diesel model is identical to the petrol model as far as the exteriors go, except of course the CDI badging at the right side of the rear. The high attention to detail is very noteworthy especially on the lights, where the front ones have “Mercedes-Benz Bi-Xenon” inscribed in them and the rear ones have “Mercedes-Benz” inscribed in them. The A-Class is quite long and has a certain presence around it. The 302-pin diamond grille is very eye catchy but is an optional extra costing Rs. 72,000/-, the standard car comes with the regular twin slat grille. Our test car came equipped with an optional body kit which comprises of larger wheels, body graphics and all round skirts. This certainly makes the car look even sportier but comes at an additional cost and we don’t recommend you opt for it (more on that later).

The A-Class has really premium interiors with excellent quality and the all black theme works very well to give the sporty feel to the cabin. However as soon as I sat inside the car, I immediately felt a bit claustrophobic. You see when I drove the A-Class petrol, I found the vehicle quite airy, in spite of the innards of the car not very suited to tall passengers. Mercedes offers the diesel-powered A-Class only in Style (base) trim which lacks a panoramic sunroof and its absence was immediately felt. Other missing bits include navigation (you get a smaller infotainment screen) and Parktronic. While it’s easy to do without maps, Mercedes-Benz should have offered parking sensors. The company does offer loads of features though which fits well with the premium positioning of the baby Benz.

Our test car came with optional extras which also comprises of graphics on the seats which match the treatment on the exteriors. The front seats of the A-Class are extremely supportive and the bucket like design works well to keep you comfortable on long journeys. The rear seat offers good amount of legroom but then under thigh support is lacking and the big front headrests, lack of sunroof, small windows and non adjustable headrests (only adjustable for the centre passenger who can’t sit anyways due to the hump) make the A-Class not very inviting for rear passengers. The 341-litre boot is only hampered by the placement of the spare wheel.

Squeezed under the hood beats a 2.2-litre turbo diesel engine cranking out 107 HP of power between 3200-4400 RPM and 250 Nm of torque between 1400-2800 RPM. This is the same motor which powers the C-Class but has been de-tuned for the B-Class and A-Class. There are two reasons for detuning, one is improved mileage while the other is preventing torque steer. A person paying close to Rs. 30 lakhs for a luxury hatchback isn’t as elastic to mileage as a person paying Rs. 7 lakhs, so we really feel Mercedes shouldn’t focus much on mileage as people paying such an hefty amount want performance over km/l. With just 107 HP and 250 Nm, there is not going to be any torque steer for sure. Mercedes should have offered more power and slapped on some electronic nannies to prevent wheel spins. After all the A-Class’ chassis is capable of holding the A45 AMG’s 2.0-litre engine which outputs 355 BHP and 450 Nm (with 4MATIC of course).

The same engine powers the B-Class and we didn’t complain much about the lack of ponies but in the sporty looking A-Class, you always expect performance, more so because it’s a car to drive and not be driven in. The B-Class can be chauffeur driven but almost every A-Class buyer is going to take to the wheel. The 2143cc oil burner has good amount of mid-range grunt and offers linear performance but progress isn’t immediate and you really need to whack the throttle hard to gather good momentum on the highways. This motor offers good drivability in the city but gets quite audible post 3000 RPM. The A-Class diesel takes 10.6 seconds (claimed) to do the 0-100 km/hr sprint, which isn’t fast for a car that looks fast even while standing still. Top speed is 190 km/hr. If you want a fast hatchback, the A-Class diesel just doesn’t cut in and even the Volkswagen Polo TSI is quicker to 100 km/hr, taking just 9.7 seconds. With lesser power and torque, the Polo manages to be quicker due to its weight. The A-Class is a heavy car at 1.5 tonnes, thanks to the big 2.2-litre motor.

The diesel A-Class gets a different instrument cluster which doesn’t have silver background on the speeodmeter and tachometer. Mated to the diesel engine of the A-Class is a 7-speed automatic gearbox which shifts cogs very smoothly and doesn’t give you any hint of its operations. There are paddle shifts on the steering wheel and you can take control of gear changing at any point of time. The powertrain offers three options E, S and M, where E stands for Economy, S stands for Sports and M stands for Manual. Performance in E is adequate with the car shifting gears keeping economy as its main criteria. Upshifts take place at low RPMs, depending on throttle inputs. In S and M mode, the car redlines at 4500 RPM, against 4000 RPM in E mode. There is apparent eagerness in S and M modes. There is an auto Start/Stop system which works silently and the A-Class has an impressive ARAI mileage of 20.06 km/l.

Part of the optional body kit are larger 225/40 BF Goodrich tyres on 18-inch 10-spoke alloy wheels (regular car gets 225/45/17). With the lower profile rubber, ride quality is properly stiff to the point of being unbearable on Mumbai potholed roads (thus the body kit is a strict no-no although the A-Class’ good ground clearance means it almost never touches on speedbreakers). On regular wheels, the ride quality is pretty good even though it’s a bit on the stiffer side with bad roads really unsettling the vehicle. Handling on the other end is simply fantastic and the A-Class darts into corners with ample amount of grip and composure. The front heavy diesel has a tendency to understeer but the handling is sharp and the A-Class is a fun car to push through bends. The steering offers good feedback too but isn’t as direct at high speeds. Braking is splendid and the vehicle stops very quickly, without leaving its line.

The diesel engine under the hood of the Mercedes A-Class surely makes it more appealing to the economy seeking Indian luxury car buyer. The A-Class is sure an appealing vehicle but the price is on the higher side with the company charging Rs. 50,000/- more for metallic colour and Rs. 72,000/- more for the diamond grille. Being a CBU, there is vast difference between ex-showroom and on-road prices and the A-Class diesel costs a whooping Rs. 28.21 lakhs (on-road, Mumbai). Weirdly though the B-Class is now cheaper than the A-Class but both are still CBUs. If you are the person who wants a smashing looking car with technology, safety and quality, the A-Class is for you. If you like to drive but are ready to live with less horses in lieu of better mileage, the diesel A-Class is one option difficult to ignore.

The diesel engine in the sporty looking A-Class falls a bit short in terms of performance, but for everything else, the A-Class diesel appeals to the heart.

What’s Cool

* Styling
* Quality
* Mileage

What’s Not So Cool

* Rear seat comfort
* Price

The post Mercedes A-Class Diesel Test Drive Review appeared first on MotorBeam - Indian Car Bike News & Reviews.

Car Tested: 2013 Fiat Linea T-Jet Emotion

Price OTR Mumbai: Rs. 10,43,560/-

Get behind the wheel and the Fiat Linea T-Jet instantly feels special.

The first affordable turbocharged petrol car (sub Rs. 10 lakhs) in India was the Fiat Linea T-Jet, which was launched on 8th October 2010. Since then, we have had two more affordable turbo petrols hit our roads but the Linea is a car you buy with your heart. We have reviewed the Fiat Linea multiple times already but every chance of doing a review makes us all excited. So when the Italian automaker launched the 2013 Fiat Linea T-Jet, we just had to do a review of this beast, yet again. There is not much to differentiate the 2013 Linea T-Jet with the Linea T-Jet which was originally launched almost three years back. But has the Fiat Linea retained its charm and does the T-Jet powered vehicle still make you skip a beat?

On the styling front, Fiat will get maximum marks. Despite its age (the current design is almost 6 years old now), the Linea still manages to look highly attractive. The 2013 edition gets increased ground clearance (190 mm and 16-inch wheels in Emotion trim and 185 mm and 15-inch wheels in the Dynamic and Active variants). Previously the Linea T-Jet had a ground clearance of 170 mm and the 2013 model looks a bit ungainly with the increased height. The timeless design simply works and you always take a second glance at the Linea. Or probably the rarity of the vehicle on Indian roads increases its appeal further. The highlights on the exterior include the beautiful head and tail lights, coupe like sloping roof, muscular wheel arches and high use of chrome (on the grille, bumper corner protectors, side mouldings, door handles and exhaust tip). A subtle rear spoiler hints at the Linea T-Jet’s sporty intents while T-Jet badging sits on the front grille and boot. The 16-inch wheels fill the wheel arches very well.

Step inside and the first thing you will appreciate is the tank like feel of the cabin. However plastic quality is inconsistent at certain places and ergonomics are far from perfect (very little spacing between the pedals). The dashboard design is very driver centric with the centre console titled to the right. The cabin feels different from regular Japanese cars which dominate this segment and you do feel special inside the Linea. The steering is fantastic to hold thanks to the contours at 3 and 9′o clock positions. The dual tone black and beige interiors are appealing while the white leather upholstery offers an airy ambience. The all white instrument cluster looks classy but the reverse parking sensors are very irritating. The sensor’s speaker is placed above the driver’s seat belt and is exposed (wires can be seen), every time you slot into reverse, the sensor buzzes once for no reason and the sound directly hits your right ear.

The seats on the Fiat Linea T-Jet are extremely comfortable all around with good back support. Rear passengers will appreciate the decent legroom which although far from class leading, offers decent amount of knee room. However a fifth passenger is not invited as the rear seat isn’t big enough and the sloping roof line further hampers head room. On the features front, Fiat has loaded the Linea T-Jet with an array of equipment including the usual ABS, dual airbags, climate control, multi-information display, Bluetooth connectivity (Blue & Me), rear AC vents, follow me home headlamps, etc. New features on the 2013 T-Jet include rain sensing wipers, automatic headlamps, remote for audio system and rear windscreen sun blinds. The boot is quite big at 500-litres although the loading lip is a bit high.

Crank the 1.4-litre, 4-cylinder turbocharged powertrain and it instantly comes to life with a silent idle. The turbocharger has 2.2 bar of boost and the aluminium engine is Euro V ready. Slot the Linea into first gear and you will not appreciate the rather rubbery shift quality of the gearbox. This aside, the Linea T-Jet is seriously a fun car to drive and you can have ample fun by just playing with the throttle. The force fed motor belts out 114 PS of pure race bred horses at 5000 RPM and 207 Nm of twisting force at just 2200 RPM. That is almost as much torque as the diesel Linea from a petrol engine which quite well sums up the performance you can expect from the Linea T-Jet. Every time you bury the right foot, there is a satisfying thrust with which the rather heavy Linea moves (the T-Jet weighs 1230 kgs, which is 20 kgs more than the Multijet model and 50 kgs more than the regular petrol version).

The Linea T-Jet has a slight hint of turbolag below 1500 RPM but I would prefer to call it the silence before the storm. Because once the turbo spools in full form and flow, it gives you a gentle push in your seat at around 2000 RPM and the Linea T-Jet takes off. It even wheel spins in second gear, such is the amount of torque on tap. Mid-range is the strongest part of this engine and you will find yourself upshifting at around 5500 RPM, even though the redline comes in at around 6500 RPM. The Linea T-Jet doesn’t rev that quickly at higher revs and starts to run out of steam at around 5500 RPM and its best to keep the T-Jet motor in the peak of its powerband which is 2200 – 5000 RPM. You can amble along in third gear at speeds as low as 20 km/hr while at the same time you can smack the throttle to zip quickly to 140 km/hr, all in one GEAR!

The Linea T-Jet offers good city drivability too and as long as you are above 1500 RPM, you make good progress. In case the RPM drops below the 1500 mark, you need to make downshifts as the Linea feels almost dead between 1000-1500 RPM. The gearing could have been better as it would make the Linea T-Jet much quicker to 100 km/hr. In first gear, the Linea T-Jet will do around 49 km/hr, while second shows 94 km/hr. You need to upshift to third to do the 0-100 km/hr sprint, which takes around 11.5 seconds. This isn’t particularly fast but the Linea T-Jet is whole lot of fun and puts more smiles on your face than cars which are faster. It is quick to reach 150 km/hr and the sound from the engine is intoxicating, mildy throaty with a hiss from the turbo clearly audible. It does get coarse past 5000 RPM though. Top speed is 186 km/hr and mileage has improved from 14.6 km/l to 15.7 km/l (ARAI). Expect 10 km/l in real world conditions.

The dynamics of the Fiat Linea were spot on but the increase in ground clearance has messed it up to a certain extent. The Linea no longer handles like how it used to. It doesn’t feel as agile and glued to the road but Fiat raised the ground clearance as the old car used to scrape its underbelly at many speedbreakers. The 2013 Linea T-Jet simply glides over the worst of humps without kissing anything. However Fiat should have refrained from jacking up the T-Jet version which is mostly bought by enthusiasts who are ready to carefully tackle speedbreakers for the sharp and precise handling they get with lower ground clearance. The 2013 Linea T-Jet doesn’t feel as surefooted and has a slight hint of body roll too.

Ride quality is excellent and the suspension has been tuned very well to tackle the worst of Indian roads. Even with 55 profile rubber, the Linea absorbs bumps with thorough authority and only gets a bit jittered over real sharp bumps. Thankfully Fiat still sticks to hydraulic steerings (unlike everyone else who have opted for more frugal electric ones) and the Linea’s unit offers tremendous feedback and feels very precise at almost all speeds. The only gripe is the large turning radius which although reduced from 5.55-metres to 5.4-metres still makes it difficult to manoeuvre through tight spots. Braking performance is splendid and the all round disc brakes work well to stop the T-Jet firmly in its tracks. NVH levels are good although wind noise is on the higher side at high speeds.

Fiat sold just 174 units of the Linea last month and this car honestly deserves to do better sales numbers. The company claims every second Linea sold is powered by a petrol engine and we are certain that most of those petrol powered cars sold are powered by the T-Jet motor. The Linea T-Jet is not only the most frugal petrol Fiat in India but the most fun too. The 2013 Fiat Linea T-Jet is a bit more practical with more variants available and more features on offer. The Linea T-Jet Active is priced at 8.99 lakhs while the Dynamic variant is priced at Rs. 9.97 lakhs and Emotion variant costs Rs. 10.44 lakhs (all prices on-road, Mumbai). At this price point, there is no sedan that comes close to offering the levels of thrills and emotional appeal as the Linea. With Fiat now setting up and expanding its independent dealership network, if you love driving, it is indeed the time to ‘Make the move’.

The Linea T-Jet is undoubtedly the best driver’s sedan in its segment, offering thrilling performance.

What’s Cool

* Fantabulous T-Jet motor
* Ride quality and brakes
* Overall appeal

What’s Not So Cool

* Increased ground clearance hampers handling
* MY2013 Linea should have got a more substantial update

The post 2013 Fiat Linea T-Jet Test Drive Review appeared first on MotorBeam - Indian Car Bike News & Reviews.

Mercedes finally gives its top-of-the-line sedan the character and kit it has always deserved.

It’s no secret that for German premium carmaker Mercedes-Benz, the S-Class sedans have had a very special place. The model series has represented the company’s largest and most-prestigious segment throughout its history and can trace its heritage to early 50s. The Mercedes S-Class classification was officially introduced in 1972 with the W116 which succeeded previous Mercedes-Benz models. The S-Class has served as the flagship model for Mercedes for over fifty years in its various incarnations and as a tech-savvy model debuted many of the company’s innovations, including drivetrain technologies, interior features and safety systems such as the first seatbelt pre-tensioners. With the 2014 new arrival (codename W222), the Mercedes S-Class represents the fifth iteration since the launch of the W126 in 1979.

In terms of design, the profile and proportions roughly remain the same as the outgoing model, however, the sheet metal appears more sculpted and streamlined now with two strong character lines and these give the new Mercedes S-Class a streamlined look with a nice interplay of concave and convex surfaces. Standout features include a large front grille inspired by the F700 Concept car and LED head and tail lamps. Integrated exhaust tips and a large panoramic glass roof help highlight the overall design theme. The drag coefficient stands at a Cd of 0.24 for the petrol and diesel variants while the hybrid improves on that by going even lower with a Cd figure of 0.23.

The interior of the 2014 Mercedes S-Class which we sampled at the drive in Toronto, Canada is generously equipped with an array of ultra comfort and luxury systems. Occupants do benefit from the moderate increase in size by an improvement in all the interior dimensions. There is 12 mm of extra headroom for the driver as well as 14 mm more shoulder room and 10 mm more elbow room in the front. There’s also 14 mm increase in rear knee room and shoulder room in the rear has been improved by up to 9 mm.

The options sheet now in the Mercedes S-Class overtakes what was offered in the now defunct Maybach by many miles. Among lifestyle pampering elements are energising hot-stone massage, a fragrance system, five-theme interior-LED illumination system. For the audiophiles, Daimler has enlisted the help of Dieter Burmester of Porsche and Bugatti fame. Burmester’s high-end home stereo systems are well-known in Germany in particular and with the new S-Class this name is sure to become universal.

The car’s dashboard is an evolution from the W221 and the S-Class incorporates two high resolution 8:3 format LCD flat screens side by side which extend almost two-thirds of the width inside. Thanks to the technical wizardry these days, the driver’s instrument cluster is all digital and also doubles up as a night vision screen, where as the second screen can act as a split screen for driver and passenger. What we particularly liked was the wraparound effect inside the cabin and the introduction of bespoke features on the dash with special effect real wood and leather with artistic stitching.

The car’s seats are pure business class and are designed to pamper. These leather-bound power seats now come with every conceivable feature one can think of, from multiple lumbar adjustment settings to massage functions among many others. However the switchgear for these operations still continue the traditional way (on the doors) while everything else has moved forward with time. A new lifestyle feature called Air Balance has been introduced in the S-Class which comprises perfume atomisation, ionisation and even more efficient air filtration compared with the standard model. The car’s automatic climate control in the rear has two additional zones to improve thermal comfort. Electric heating of the armrests is a completely new feature.

On the multimedia and connectivity front, there’s quite a revelation on offer considering competitors like BMW and Audi have upped their game significantly in their respective models. COMAND Online generation makes its world premiere in the new Mercedes S-Class. It comes with two remote control variants, a basic and iPhone/Android app with remote control functions via WLAN. Apart from showing and operating online functions such as internet browsing, reading and writing SMS and email, internet radio, Mercedes-Benz services (wherever available), telephone functions, navigation, radio and TV plus, the central display shows and operates the many comfort functions also. Sat NAV is now in 3D.

The car’s multi-link air suspension has been entirely redesigned and it can be fitted with a road-sensing system that pre-loads the shocks for the road surface detected. It works at speeds up to 128 km/hr. The Mercedes S-Class now comes with electro-mechanical steering and while the chassis will allow for high cornering speeds, the main focus of the vehicle is on luxury and safety. Mercedes continues to improve upon its active and passive safety systems and case in point is the PRE-SAFE collision avoidance system which was first introduced in the early 2000s. Now the PRE-SAFE Brake system uses a stereo camera and radar sensors to detect pedestrians and can initiate autonomous braking of the vehicle to avoid a collision from up to 50 km/hr. PRE-SAFE Plus increases rear end protection using radar sensors as well.

Another interesting piece of technology is that for illumination the S-Class doesn’t use conventional halogen bulbs or HID systems any more. The new S-Class is also the first Benz with no bulbs. Instead the car gets over 500 LEDs/SMDs and the electronics supporting the lighting systems have allowed engineers to explore new applications. For the first time, high-beam headlamps can be kept on permanently while driving by masking out any other road user detected in the beams’ cone of light. If the camera-based system registers either oncoming traffic or vehicles ahead, it will adapt the light distribution according to the specific situation when the high beam is switched on.

Consequently, the driver can simply leave the high-beam headlamps on at all times and use their full range without irritating or even endangering other road users. If road users are detected outside the area that can be masked, for instance when cornering with multiple vehicles in the headlamps’ beams, the system will switch to the familiar system of headlamp range control using the low-beam headlamps. This means that there is no need to switch them on and off manually. A second feature which is unprecedented in the automotive industry is tail lamps with three intensity levels. The brake and indicator lamps are operated at varying intensities depending on the current driving state and the brightness of the environment (day/night).

Driving Impressions - Silky smooth would be the best way to describe the new S-Class’ performance and handling on road. Occupants are brilliantly insulated from the external influence such as wind or tyre noise, rough asphalt, etc. The S-Class just simply glides over virtually any road surface without letting the occupants know what’s underneath. It continues to provide a ride you’d expect from a top-notch premium luxury sedan. The compliant suspension ably cancels out road imperfections while also keeping body roll in check. The V8 powertrain in the S500 (our test car) doesn’t really give the driver anything to complain about except for the fact that top speed is electronically limited to 250 km/hr. The S500 uses a 4.7-litre V8 petrol engine with 449 BHP of power, doing 0-100 km/hr in 4.8 seconds. However the variant most relevant to India is the S350, which uses a 3.0-litre V6 diesel engine. The BlueTEC mill offers 255 BHP of power, enabling a 0-100 km/hr sprint in 6.8 seconds. Performance is effortless and you simply exercise your right foot to gather quick momentum. All engines are Euro 6 compliant and are mated to a 7-speed automatic gearbox. Not that it matters much but fuel consumption has reduced and the new S-Class is more efficient than its predecessor. ECO start/stop function is standard across the range.

Just like before, ride quality is superb and the car’s air suspension combines smoothness with complete control and utter stability as you waft along faster than you think. The electro-mechanical steering is reasonably fluid, linear, predictable and surprisingly quick for such a long wheelbase car. It takes a few kilometres of driving to get used to it as the car may turn more than you anticipated given the amount of movement on the steering wheel. The overall impression is that you get that stately luxury car feel without feeling overly isolated from the driving experience.

Of the new technologies offered, on the move, the car’s ability to detect bumps on the road ahead and adjusting the chassis in a blink of an eye was most impressive. The Mercedes S-Class detects such unevenness by means of the stereo camera which sets up the suspension in advance to deal with the situation, in practical purposes, you can drive over a speed hump at 40 km/hr without even noticing it.

Verdict - This techno-savvy luxo barge should now be able to stand out and command respect in the segment. Mercedes-Benz has enriched content while not going overboard with its established bullet proof engineering which we think is a safe formula considering the current market trends. The new Mercedes-Benz S-Class is now more market specific and should be able to attract cross shoppers in both self and chauffer driven segments. It arrives in India early next year and should re-write the rules of the game, yet again.

The post Exclusive – 2014 Mercedes S-Class First Drive Review appeared first on MotorBeam - Indian Car Bike News & Reviews.

Volvo V40 Cross Country – Click above for high resolution picture gallery

Car Tested: 2013 Volvo V40 Cross Country D3

Price OTR Mumbai: Rs. 34,30,010/-

Just like every Volvo, the V40 Cross Country has high amount of safety equipment.

After being showcased at the 2012 Paris Motor Show, Volvo’s latest offering, the V40 Cross Country has touched Indian shores. It is based on the V40 hatchback which was launched in the global market in 2012. In India, the V40 Cross Country is available only in one variant which is the top of the line D3, imported via the CBU route. This baby Volvo offers the convenience of a hatchback along with the ruggedness and high ground clearance of a crossover. It has been intelligently positioned in the market as it targets two segments, one the entry level luxury hatchback which has been spearheaded by the Mercedes A-Class and the other, the compact luxury SUV segment comprising of the BMW X1 and the Audi Q3. Can the Volvo V40 Cross Country with its contemporary design, exhaustive feature list and legendary safety equipment give the mighty Germans a run for their money? Let’s find out.

Exteriors - The Volvo V40 Cross Country has immense presence on the road. The designers have given it a sleek stance with a butch appearance, while retaining the traditional Volvo design philosophy. Basically, it is a spruced up hatchback measuring 4.37 metres in length, treated with matte black cladding all-around and 40 mm of added ground clearance to give it a crossover look. The front fascia is dominated by a large honeycomb black grille outlined with chrome. The swept back smoked headlamps stare aggressively at you. The front bumper gets smart cladding with integrated DRLs and a silver skid plate on the chin.

The side profile of the V40 will give you a sense of its lengthy dimensions. There are two simple character lines on the side, which gives it a steady look. One breaks out neatly from the headlamps and rises up till the rear bulging tail lamps. Another line emerges from the front wheel arch and continues till the rear bumper, highlighting the black cladding alongside. The gloss black door mirrors and window frames along with the panoramic roof gives a neat contrast to the body. The international version of the Volvo V40 Cross Country gets side skid plates too, which is absent in the Indian version.

The rear of the V40 Cross Country is very eye catchy, which evokes a second glance. The swoopy tail lamp cluster is the party piece of its exteriors, which defines the robust shoulders of this Volvo very well. The tailgate also gets gloss black treatment embossed with Volvo badging and the roof gets tipped with a chunky integrated spoiler. The bottom is finished in good mix of black cladding and silver skid plate with Cross Country badging engraved neatly. The dual exhausts finished in chrome adds to the sporty appeal.

Interiors - Enter the Volvo V40 ‘s cabin and the interiors reflect the brand philosophy – ‘Designed Around You’. The extensive use of copper and beige colour tones hug you inside the cabin yet feel spacious and airy, thanks to the fixed large panoramic glass roof. The quality inside the cabin is top notch, everything feels built to last. Though the design of the dashboard is not as pleasing as its German rivals, it has some special elements like the floating centre console (a bit dated though), big TFT infotainment screen, dual tone finish and some chrome highlights. The steering features all the necessary controls and has well carved out contours making it comfortable to hold.

The AC vents have wide range of air flow and cools the cabin quickly. Behind the floating tunnel centre console is a hollow space, where you can keep some knick knacks. Other stowage spaces include deep cooled glove box, front armrest with power socket, front cup holders with sliding lid, all four door pockets with bottle holders and neatly placed rear cup holders. The TFT infotainment system offers Bluetooth, single DVD player, USB and AUX connectivity producing rich sound via 8 speakers. The cabin comes equipped with several mood lighting colors and an illuminated gear knob, which looks cool at night.

Instead of the conventional analogue metre on the instrument cluster, the Volvo V40 features an 8-inch TFT digital display, on which you can chose between three different themes. The Elegance theme shows up a graphical analogue style display with copper background. The ECO theme displays the same analogue style speedometer but with a blue background and an ECO guide to let you know about your driving style. We liked the Performance theme the most which goes all red and displays the RPM reading in the centre with digital speedometer and tells you how much power is available on tap.

Volvo has thrown in a long list of safety and convenience features such as seven airbags, ABS, EBD, Traction Control, ESP, City Safety Technology (auto brakes up to 50 km/hr to avoid collision), Cruise Control, Park Assist System, Leather Seats with ventilation, Rear Parking Sensors with Camera, Keyless Entry and Push Button Start and so on. The front seats are extremely comfortable with good support and both are electrically adjustable. Seats at the rear are comfortable and supportive too with adequate knee room but there is a limited head room for tall passengers. The rear seats are best suited for two as there is a big hump in between and the centre feels hard with no support. The boot space is capacious, which can gobble up a couple of big suitcases with ease.

Performance - Volvo offers the V40 Cross Country in both petrol and diesel versions globally but in India, the carmaker is offering the V40 Cross Country with a single diesel engine option, which is derived from the S60 and the XC60 but in a lower state of tune. The oil burner under the hood is an in-line 5-cylinder, 2.0-litre turbo diesel engine producing 150 BHP of power and 350 Nm of torque. Crank up the engine and it is easily noticeable on the outside as well as inside that it’s a diesel powered car. The engine is highly responsive, tap on the throttle and it collects quick momentum effortlessly.

There is a negligible amount of turbo lag until 1500 RPM, post which the car shoots ahead instantly. Pulling power is such that there is some amount of torque steer and the V40 wheel spins too. 0-100 km/hr comes up in 9 seconds and the top speed limit is 205 km/hr. The lower end of the RPM range is good enough to amble around the city, whereas the mid-range is the strongest where all the fun lies. Redline comes in at 5000 RPM. Between 3500 RPM to the redline power delivery gets gentle but in all, the engine never feels out of power.

At 100 km/hr in top gear, the RPM needle ticks over 1900 mark. The 5-cylinder motor feels refined but filters a throaty note inside the cabin when revving hard with a hint of turbo whistle. The V40 Cross Country is paired to a 6-speed automatic transmission that changes cogs well in time and can be controlled manually via the gearlever. Steering mounted paddle shifts are sorely missed on the V40. In the D mode, gears shift early and smooth for easy drivability in the city. Flick the gear lever to the left and it enters Sport mode which holds up the gears longer, keeping the engine on the boil. The manual mode gets engaged only when you flick the lever up (+) or down (-). Expect a mileage of 10-11 km/l in the city.

Driving Dynamics - The Volvo V40 Cross Country is made on the modified Ford C1 platform with a front-wheel drive setup. It offers a sweet balance of ride and handling. On the move, the V40 feels sturdy at any speeds, soaking most of the bumps silently. It’s only when you hit a sharp and rough patch on the road, the suspension thud filters through. The suspension is on the stiffer side, which means high speed stability is commendable without any vertical or bouncy movement inside the cabin. Pushing the V40 to its limits is a delight, as it takes on corners orderly without losing track.

When pushed too hard there is some understeer and a hint of body roll because of the increased ground clearance. The steering feedback is surprisingly good too. At low speeds it is light and firms up nicely at high speeds, giving a sense of confidence to tackle high speed cornering. Stopping power is worth appreciating, as there is no drama while shedding speeds and the pedal bite is good too. The Cross Country moniker is only used for visual appearance and the provision of skid plates shouldn’t be taken seriously to go off the road, as the V40 Cross Country is only a 2-wheel drive car and the ground clearance is still not up to off-roading standards.

Verdict - The V40 Cross Country is Volvo’s most exciting offering yet in India. It may not enjoy the brand appeal of the BMW X1 or Audi Q3, but what it offers in terms of overall design, quality, features, performance and safety, it is right up there. It is definitely worth considering if you are not looking for a status symbol but want to own a capable yet fun to drive entry level luxury car. EuroNCAP has crowned the V40 as the safest new car they have ever tested which makes it the safest car on our roads. The pricing is definitely on the higher side but it comes with an unending list of equipment including first-in segment features, which does try to justify the higher amount you pay for this well rounded vehicle.

The Volvo V40 Cross Country is an all-round package with good list of equipment on offer. While the car is a bit expensive, it does offer a unique experience.

What’s Cool

* Strong Performance
* Ride Quality
* Steering Feedback
* Long List Of Features

What’s Not So Cool

* Brand Appeal
* No Paddle Shifts
* CBU Pricing

2013 Volvo V40 Cross Country Specifications

* Engine: 1984cc, 5-cylinder, twin scroll turbocharger
* Power: 150 HP @ 3500 RPM
* Torque: 350 Nm @ 1500-2750 RPM
* Transmission: 6-speed automatic
* Top Speed: 205 km/hr
* 0-100 km/hr: 9.3 seconds
* Fuel Consumption: 11 km/l (City)
* Fuel Type: Diesel
* Suspension: McPherson Struts (Front), Multi-Link (Rear)
* Tyres: 225/50/17
* Brakes: Ventilated Disc (Front), Disc (Rear)
* Safety: ABS, EBD, Traction Control, ESP, Park Assist System, Blind Spot Monitoring, 7 Airbags, City Safety

2013 Volvo V4o Cross Country Dimensions

* Overall length x width x height: 4370 mm X 1783 mm X 1458 mm
* Wheelbase: 2646 mm
* Front/Rear Track: 1552/1540 mm
* Turning Radius: 5.45-metres
* Ground clearance: 145 mm
* Boot Volume: 335-liters
* Fuel Tank Capacity: 60-litres
* Kerb Weight: 1578 kgs

The post 2013 Volvo V40 Cross Country Test Drive Review appeared first on MotorBeam - Indian Car Bike News & Reviews.

2013 Honda Activa-i – Click above for high resolution picture gallery

Bike Tested: 2013 Honda Activa-i

Price OTR Mumbai: Rs. 52,150/-

The Honda Activa-i is a Dio under the skin, targeted at the mass market.

This is the first review of Honda’s latest scooter, the Activa-i. Honda’s onslaught continues with the launch of new products every quarter. The mania started with HET scooters in February and now after five products, it has come to a temporary stop with the recently launched Activa-i. Scooters, as we know are very important for Honda’s success in the Indian market. Therefore, after re-designing every existing product, how could the scooter be given a miss? The Honda Activa-i is an all new scooter on the outside while on the inside, it is the same as other scooters which exist in Honda’s stable. The major reason behind the making of the Honda Activa-i is the scooter market is undoubtedly growing and people looking for a cheaper option runaway to competitors like TVS, Mahindra and in some cases Suzuki too. So is it a cheap scooter or is it truly an entry-level scooter for masses by Honda? (Dio appeals to the youth) We take spin on the Honda Activa-i to find out ‘what lies beneath’.

Styling – The design is fresh and from almost all angles, it looks different. Swoopy side panels with vents and creases are flowing upwards rather than bulging out sideways, which gives it a character of a unisex scooter. The front is undoubtedly inspired from the Aviator. The panel that houses the indicators and the parking lights is taken from the Aviator, which has been put on a diet and looks less bulgy. The front mudguard, exhaust and the blunt steel wheels are borrowed from the 2012 Dio. The rear stop lamp resembles the Dio’s with minor tweaks. Both have been given subtle changes to distinguish the scooters. Overall, it is very similar to the Dio with the rear hunched up and the front carrying a contemporary sleek design.

Instrument Cluster and Switch Gear – The instrument cluster is all-new with purple background and white fonts. The cluster has a typical set of function lights. The solitary indicator and high beam are there and so is the old fashion odometer and fuel gauge. Switchgear is also the same found on other scooters with average quality, which gives the built to last feel.

Ergonomics – The riding position is upright and resembles the Dio’s. While the Dio feels roomy, this feels a bit cramped, blame the narrow width, which also hampers the floorboard’s capacity of carrying items. The mirrors give an excellent, wide view of what is behind. The Dio is not friendly for pillions without the all around guard that comes with built foot pegs, but the Activa-i is. The pillion sits upright and comfortably, a genuine problem solved by Honda which we reported in our long term Dio report. The seat is quite long and cushioning is excellent for supporting short or long rides.

Performance and Gearbox – The engine which powers the Activa-i is the HET motor, which we see on all other Honda scooters today. The engine produces 8 BHP of power and 8.74 Nm of torque. The engine is typical Honda, smooth and very refined all the way to the very end of the powerband. The motor has good drivability in the city and overtaking is a hassle free job. The overall engine character of pulling from low speeds to the top-end is the same like the Honda Dio because the Activa-i is just one kilogram lighter then the lightest scooter in Honda’s stable (Dio), thanks to the use of a fibre body. All this translates to very quick off the line acceleration and the Activa-i reaches 55 km/hr easily after which, on an open road it will strongly pull up to 85 km/hr. The speedo indicated top speed is 90 km/hr and one can expect a mileage of 45-48 km/l, although Honda claims 60 km/l.

Riding Dynamics – The Activa-i is armed with under bone chassis and link suspension at the front and hydraulic single sided suspension at the rear. Dynamics are good, the scooter turns into corners quickly, has ample grip and thanks to the low kerb weight and short wheelbase, it is a very flick able and agile scooter in the corners. The Activa-i has point and shoot characteristics in traffic. The ride and handling is similar to the Dio but the suspension on the Activa-i feels much more subtle. So the stiff ride quality of the Dio has gone and the plush ride quality is back? No! Comfort levels do not match the last generation Activa in any single way but when it comes to dynamics, the old Activa doesn’t come close either.

Overall, it is a good balance of ride and handling and thanks to the tweaked suspension, a mid corner bump won’t completely unsettle the scooter. Not much excitement when it comes to dynamics and it is nowhere near to class leaders such as the TVS Wego or Yamaha Ray. Braking as always is excellent on Honda scooters thanks to the trump card which Honda holds with Combined Braking System (CBS). High speeds are shed quickly and without any fuss.

Miscellaneous – The two vents in the swooping side panels are also seen on the Activa. Honda has tried its best to convince customers it is an Activa. The hunched up look at the rear exposes many parts to dirt, slush and water which are visible with just one glance. The left side panel is busy with two badges and a key hole, looks a bit fussy at first. We think the key hole should have been given a different position and HET sticker should have been carried on the right side as well. The new grab rail reduces force by 15% while putting the scooter on the main stand, something which can be felt by those using the regular Activa. Yes, you are still paying for number plates and side stand separately. We hope this scooter does not carry long waiting periods or else it will be end up standing still, although due to the time lapse between launch and delivery, the Activa-i is not available off the shelf yet.

Verdict – What lies beneath? The answer is the Honda Dio and it is a good thing because the Dio is the most fun to ride scooter in Honda’s stable despite the shortcomings such as lack of modern suspension (no telescopic front forks yet!). The Honda Activa-i may not be the ‘i’ generation out there because it’s not a sporty scooter. However the Activa-i is significantly cheaper than the regular Activa with the only thing you lose being the metal body. This in turn makes the Activa-i value for money (the regular Activa costs Rs. 5500/- more) for those who are looking for a cheaper/entry level scooter with a Honda badge.

The Honda Activa-i makes for an excellent entry level scooter although the ‘Ready to Fly’ tagline doesn’t gel well with the scooter.

What’s Cool

* Peppy performance
* Fresh design

What’s Not So Cool

* Missing telescopic suspension
* Waiting period

Honda Activa-i Specifications

* Engine: 109.2cc, 4-stroke, air-cooled, single-cylinder
* Power: 8 BHP @ 7500 RPM
* Torque: 8.74 Nm @ 5500 RPM
* Transmission: V-matic
* Top Speed: 90 km/hr
* 0-60 km/hr: 10 seconds
* Fuel Consumption: 47 km/l
* Fuel Type: Petrol
* Suspension: Spring Loaded Hydraulic Type
* Tires: 90/100-10 53J
* Brakes: 130 mm Drums (with CBS)

Honda Activa-i Dimensions

* Overall length x width x height: 1795 mm x 705 mm x 1115 mm
* Wheelbase: 1238 mm
* Ground clearance: 165 mm
* Seat Height: 765 mm
* Under-seat Storage Volume: 18-litres
* Fuel Tank Capacity: 5.3-litres
* Kerb Weight: 103 kgs

The post Exclusive – Honda Activa-i Test Ride Review appeared first on MotorBeam - Indian Car Bike News & Reviews.

2013 Audi R8 V10 – Click above for high resolution picture gallery

Car Tested: 2013 Audi R8 V10

Price OTR Mumbai: Rs. 1,89,71,270/-

The Audi R8 V10 offers mesmerising acceleration from its 525 race bred horses.

Supercar manufacturers are a happy bunch, after all they are reporting big sales growth in India. If we have a quick look down memory lane, around 5 years back, supercars were an alien concept in India. Road conditions were bad (they still are) but with a state of the art race track coming up in Greater Noida, companies are able to showcase the real potential of their fast machines. Today, you can buy any supercar in India (right from an Ariel Atom to a Bugatti Veyron) but can you really drive them on Indian roads? Audi claims it’s the leader in the sports car segment with its TT, S4, RS5 and R8 doing well. The company has left no stone unturned in bringing go-fast machines to our roads. A few month back, we experienced the Audi R8 V10 Plus on the track (HERE) and now we drive the Audi R8 V10 on Mumbai roads to find out if supercars are really as easy to live with in a country like India, where potholes dominate asphalt.

Exteriors – The Audi R8 draws so much eye candy on Indian roads, that it sometimes becomes difficult to drive with all that attention surrounding you and the vehicle. When we were driving the R8 V10 on the outskirts of Mumbai, people followed us and even stopped when we did. Some even jumped out of their cars to have a glance. The eye candy was high even in villages, where people quickly removed their phone cameras to snap this beauty. There is no denying that the Audi R8 is a looker. First introduced in 2006, the Audi R8 has evolved over time and only gets sharper and faster with every facelift. While the overall body shape more or less remains the same as the original concept, the company has given sharper exterior elements on the 2013 facelift. The overall body design of the Audi R8 has been a super hit since day one and continues to gather loads of eye-pops. The wide body and sleek appearance undoubtedly makes the R8 one of the best looking supercars today.

Just like every Audi, the biggest highlights are the lights of course. The headlights and tail lights get all LEDs and look extremely sharp and purposeful. We love the rear indicators which continuously run from the inside to the outside and are called as ‘Dynamic Turn Signals’. The coupe body style looks throughly exciting and the attention to detail is simply outstanding. For instance, the lower part of the doors slant inwards to make way for the mid-engined R8′s air intakes. The single frame front grille has chrome touches while the carbon fibre trim behind the doors reveal the sporty intentions. However it is the rear of the R8 which is the most eye catchy. The low slung rear with those beautiful tail lights and big tail pipes evoke a lot of visual drama. The rear spoiler can be deployed with a touch of a button. The V10 models get bigger 19-inch wheels (4.2 V8 R8 gets 18-inch wheels) which are cast-aluminium units and look beautiful on the vehicle. V10 badges are placed right above the front wheels.

Interiors – Open the long and frameless door and you might find it a bit difficult to get inside the first time. The Audi R8 is a very low slung car which means you have to really bend to get in. This is a normal ritual with any supercar so nothing to really complain about. The interiors are very Audi-like which means you will see many design elements seen on other Audi vehicles. This is a good and bad thing. Good because quality is top class and everything feels so robust and luxurious that you tend to feel you are in a luxury car more than a sports car. The visible stitching on the dashboard is very neatly executed. Bad thing is the lack of exclusivity and for a car of this tech wizardry, Audi should have offered a button start/stop for turning on the engine. You instead get a flip key with a regular turn on/off mechanism.

No two AC vents are of the same size in the Audi R8 with all four getting their own unique shape. The touchscreen infotainment unit offers a plethora of functions and the audio system emits some really good output via its Bang & Olufsen speakers. The head unit folds and reveals SD card and CD slots. You also get parking sensors and a rear view camera to make city driving and parking that much easy. There is some storage space behind the front seats and on the centre console too. There are cup-holders right next to the handbrake (no electric parking brake here) and a decent sized glovebox. The leather clad seats are extremely comfortable with ample bolstering and support from their bucket-like frame. The instrument cluster is easy to read with large dials and also has a voltmeter.

You get a small boot which can store your car cover and a couple of small bags. This area heats a bit so it’s best to keep things which won’t melt or get damaged due to high temperatures. Fitting a golf kit seems like a tall order but the boot is quite useable considering the Audi R8 is not a car you would go touring in. Visibility all around is fantastic although the rear windscreen should offer you a glimpse of the engine by being a bit reflective.

Performance – Turn on the ignition and the Audi R8 revs up to 2000 RPM, giving a slight hint of what’s in store. The gear lever is very unique and you slot it to the left to get into drive mode, a nudge further left puts the transmission into manual mode. Surprisingly the Audi R8 feels at home even at low city speeds. While driving the car in stop-go traffic, there was absolutely no feeling of uneasiness and the R8 ambled around congested roads without any issues whatsoever. This supercar feels at home at lower RPMs (as low as 1200 RPM too) and you can cruise along in seventh gear, doing just 60 km/hr. 100 km/hr in seventh gear shows the RPM needle hovering around the 1800 RPM mark. So as far as city drivability goes, the Audi R8 certainly gets full marks. But it’s not the city performance which is as important when you have a V10 engine sitting right behind your head.

Powering the Audi R8 V10 is a 5.2-litre, 10-cylinder monster which belts out a nerve tangling 525 HP of power and 530 Nm of torque. While peak power is produced at 8000 RPM, the R8 revs beautifully to its 8700 RPM redline and the engine is refined throughout the powerband. The way this car revs is just mind numbing, it’s not only smooth but is throughly fast. You have to prepare yourself every time you bury the throttle because the R8 lunges forward with so much ferocity that you simply can’t keep up with it. According to Audi, reaching 100 km/hr from standstill takes a mere 3.6 seconds although we were never able to come close to those figures due to the road conditions. Top speed is 314 km/hr, unachievable even on the Buddh International Circuit.

Mated to the facelifted Audi R8 is a new 7-speed S tronic electrohydraulically controlled dual clutch gearbox (the old car had an R tronic box which used a single clutch) which is really the gem in the package. Gear shifts are butter smooth and the box seamlessly upshifts and downshifts, perfectly matching the revs. Although the transmission is automatic, the manual mode gives you complete freedom and will never ever interfere. For instance, once you are in manual mode, the gearbox will never upshift or downshift, no matter how you play the throttle. So when you hit the rev limiter, the R8 still won’t upshift till you do so. While cruising at 100 km/hr, if you suddenly want a downshift, the R8 won’t intervene and will continue to lug around in the same gear. This gave us a chance to truly appreciate the in-gear acceleration from this motor and boy does it pull even at low RPMs in high gears. You shift gears via the steering mounted paddles which are beautifully crafted with aluminium. They are longer than what you usually see and are extremely good to operate.

Now this V10 engine is the same unit which powers the Lamborghini Gallardo so naturally performance is hair raising. Every time you bury the throttle the Audi R8 pushes you back into your seat and takes off with such urgency that you see scenery blurring past you as if you were time traveling. Hitting the double ton takes less than 12 seconds (around 11.8 seconds to be precise) and the R8 never ever loses breath, no matter what speed or RPM you are doing. It pulls in such a linear fashion to high speeds it’s addictive and such a splendid experience. The motor really comes into its own post 5500 RPM and at full throttle you can never see anything between 6000-7000 RPM because it’s so quick to gather revs and propel you into oblivion. Peak torque is produced at 6500 RPM and hence things really get mental in the higher end of the rev range.

The engine sits right behind your seat and is thus very audible and emits 88 dB of pure aural nirvana at idle. The V10 powerplant roars right from the word go and as you pin the throttle further, it gets louder and increasingly melodious. It even burbles when you downshift and makes an insane racket near the redline. So can you really extract all those 525 galloping horses on Indian roads? NO, the R8 is way too fast for our roads although you can still enjoy it thoroughly, knowing very well you are just a pedal away from defying the very laws of momentum. This is a car you can drive with 20% throttle and still be fined for over speeding. Not that anyone would want to know, but the Audi R8 V10′s gasoline direct injection unit will return a mileage of 3-4 km/l. You need 98 octane fuel to run this beast.

Driving Dynamics – The R8 uses Audi’s ultra lightweight aluminium construction which gives it massive weight savings which results in superb body control and an extremely low weight of just 1645 kgs. Putting all that power inside the engine is one thing and transferring it to the road is another thing altogether. Audi has done a fantastic job with the dynamics of the R8. We drove the car in Mumbai’s famous monsoon and at no part of our drive did we encounter any dry patch on the road. At several instances when we floored the throttle, the R8 felt like it’s losing stability but the ESP and quattro quickly intervened to keep things safe and surefooted. Yes, when you do floor the pedal on uneven, rain soaked Mumbai roads, the R8 does tend to leave its line and you start to fight with the steering wheel to keep the car pointing firmly straight. You come out impressed by your driving skills but it’s really Audi’s quattro all-wheel drive system (with mechanical differential lock and traction control) which is the real hero and helps in smoothly transferring all that power to the tarmac. It transmits 85% power to the rear wheels and can channel up to 30% power to the front wheels. You don’t get oversteer which keeps you safe and at the limit, there is a slight hint of understeer.

The steering-wheel is very well contoured and has a flat bottom. Even at parking speeds, the steering wheel is quite heavy and you feel there is no power assistance. As speeds build up, the steering gives tremendous feel and feedback. The hydraulic unit offers point and shoot precision which means you can turn in with ample confidence and the car simply follows right where you want it to. Ride quality is naturally on the stiffer side but one can live with it. Our test car came equipped with Audi magnetic ride adaptive damping system and in normal mode it does offer a decent ride quality. Turn on Sport mode and the R8 becomes sharper but at the cost of crashing into each and every road undulation. The low ground clearance means you have to be very careful on Indian roads, which have high amounts of unevenness or so we realised after driving the R8. In spite of being very careful, we still managed to scrape the underbody, that too at a narrow toll lane, where there is no way we can drive the vehicle in an angular way.

With great power there is the need of great brakes too. Audi has given the R8 some fantastic stopping power and the car offers terrific pedal bite along with surefooted retardation. You really need good brakes because the way the Audi R8 pulls, it’s still accelerating when you have lifted off the pedal. The massive petal discs (carbon ceramics are options) all around help in quick stops enabling you to make short power sprints on our roads. They feature a wave design to reduce weight and are internally vented and perforated.

Verdict – When Audi asked me to come drive the Audi R8 on Mumbai roads, I was very excited. After having put the car through its paces, the excitement is still there. It’s been more than 48 hours since I touched 8700 RPM and my heart is still beating heavily from the adrenalin rush I witnessed driving the fantastic Audi R8. Although our roads are really not meant for supercars, the R8 tries to change our perception to a certain extent. The way this supercar delivers in normal conditions is truly an applause worthy characteristic. If you don’t have access to a track, the Audi R8 is still drivable on normal Indian roads as long as you are careful while approaching bad roads and speed breakers (taking them in a 45 degree angle). However if you do have a race track nearby, the Audi R8 is among the best supercars you can buy and live with today. After all, the Audi R8 is one of the few supercars which is retailed through a good 20+ dealers. While the price might not be cheap but there are few supercars which are as affordable and practical as the R8.

The Audi R8′s V10 motor offers instant on-demand power with every dab of the accelerator pedal giving you an endless locomotive pull.

What’s Cool

* V10 motor’s performance, refinment, in-gear acceleration, sound, everything actually
* Exterior styling and attention to detail
* Braking performance

What’s Not So Cool

* Ride quality
* Price

2013 Audi R8 V10 Specifications

* Engine: 5204cc, 90-degree V10, Gasoline Direct Injection, DOHC, Intake manifold with charge movement flaps
* Power: 525 HP @ 8000 RPM
* Torque: 530 Nm @ 6500 RPM
* Transmission: 7-speed semi-automatic S tronic
* Top Speed: 314 km/hr
* 0-100 km/h: 3.6 seconds
* Fuel Consumption: 3 km/l (City), 4 km/l (Highway)
* Fuel Type: Petrol
* Suspension: Aluminium Double-wishbone, Adaptive Magnetic Dampers (Optional)
* Tyres: 235/35/ZR19 (Front), 295/30/ZR19 (Rear)
* Brakes: 365 mm Discs (Front), 355 mm Discs (Rear), ESC with integrated ABS
* Safety: ABS, EBD, ASR, ESC, Four Airbags, Reversing Camera with front and rear parking sensors

2013 Audi R8 V10 Dimensions

* Overall length x width x height: 4400 mm X 1929 mm X 1252 mm
* Wheelbase: 2650 mm
* Front/Rear Track: 1638/1595 mm
* Boot Volume: 100-liters
* Fuel Tank Capacity: 90 litres
* Kerb Weight: 1645 kgs

The post Audi R8 V10 Test Drive Review appeared first on MotorBeam - Indian Car Bike News & Reviews.

All these SUVs offer strong performance but are quite different in driving characteristics.

When someone hears the term ‘SUV’ in India, their ears pop out and they are keen to participate in the discussion as this body type is gaining tremendous popularity in India, especially after the introduction of the Ford EcoSport, a compact yet affordable SUV. But today we are here to discuss about a segment which is a notch higher (more than 4-metres in length) than the EcoSport’s territory and sits lower than the big brute premium SUV segment which consists of the Ssangyong Rexton, Toyota Fortuner, Ford Endeavour and so on. We are talking about a segment which is reachable to a wide audience and capable enough to conquer the crude Indian roads. It’s a mega SUV shootout between the Renault Duster (110 PS), Mahindra XUV500, Tata Safari Storme and Mahindra Scorpio. Let us help you chose the right SUV for you without any further delay.

Styling - ”Beauty is in the eye of the beholder” – this idiom stands correct when it comes to the styling of these SUVs. Each one of them boasts a unique stance of its own. The Renault Duster with its tight dimensions is the smallest SUV of the lot but clever styling elements like the double barrel headlamps blended with a large chrome grille and the brawny wheel arches amplify its presence on the road amidst the other SUVs. Tata Motors has played it safe with the exteriors of the Safari Storme, which hasn’t changed much when compared to the predecessor but the Land Rover inspired front fascia and subtle styling elements makes it look tall and handsome. Tailgate mounted spare wheel is sorely missed on the Storme.

The Mahindra Scorpio has an appreciated body style but it looks dated when compared to other SUVs. The Scorpio still brags about its bold characteristics through the chunky design elements, broad stance and dual tone colour scheme (tailgate mounted spare wheel is an aftermarket installment). Then there’s the Cheetah inspired Mahindra XUV500, which exhibits contemporary yet debatable design language, some might like it and some may not. The XUV500 has an aggressive and muscular tone on the exteriors with a well treated roofline and side profile but some details like the front grille and bumpers feel loud and itchy to the eyes.

Interiors - All of these SUVs have an average fit and finish level when it comes to the interiors, though the Renault Duster feels much better screwed together between them all. The Duster uses beige and black colour combination in its cabin, which works well but the interior design looks plain and simple. The Duster is the only one, which doesn’t have a third row seating. Cabin space is comparatively average but it accommodates five adults with good comfort. The Duster has good amount of boot space too, as the spare wheel is mounted underneath. The Safari Storme feels airiest and the most spacious SUV out here. The extensive usage of beige colour, low window line along with a high stance gives you a great sense of space. The uncluttered beige dashboard with neat wood inserts makes it look posh but the stereo system looks like an aftermarket instalment and thus out of place. Tata Motors has improved the quality of interiors drastically but it still has some hard plastic bits. The front and middle row has generous space with good comfort but the third row is best suited for small kids or luggage.

Climb into the Scorpio and you are greeted with a commanding view and comfortable seating. The rounded interior styling feels dated and the wood accented centre console on the dashboard appears a bit untidy. Build quality is just average. The power window switches are located oddly between the front seats. The front row has adequate space but the second row feels less spacious for an SUV of this size. The last row of seats is not practical enough for long routes and can be folded away for tremendous amount of boot space. Step inside the XUV500 and you will get a sense of modern styling. The dashboard layout is much better than its rivals, which appears to be rich. The quality is far better than its siblings such as Scorpio and Xylo but there are some tacky bits on the console, which feels flimsy to use. The chunky steering is good to hold and the cabin full of convenient features makes you feel like a boss. The space is at par with the Safari Storme with generous amount of legroom on both front and middle row seats along with good comfort levels. The last row of seats on the XUV500 is the most practical out here but can only be used for short distances.  With the third row folded away, there is a good amount of boot space too.

Performance - The Renault Duster we had on our drive is powered by the 1.5-litre k9k diesel engine producing 110 PS of power and 248 Nm of torque. Unlike the 85 PS version, the 110 PS Duster has a considerable amount of turbo lag until 2000 RPM, which is quite annoying in city traffic. Once it passes the 2000 RPM mark, the silky smooth engine pulls nicely till the redline with a strong mid range punch. The engine feels creamy, when on the boil and has enough power to glide on the highways with utter refinement. For quick overtakes, downshifts are needed but thanks to the neat and precise gearbox with short throws, it’s an easy task to do. The 110 PS Duster is mated to a 6-speed manual gearbox, which is a boon on the highways. Average fuel efficiency comes out to be 14 km/l, which is good enough.

The Tata Safari Storme features the same 2.2-litre turbo diesel engine as its predecessor with variable geometry turbocharger, rebadged as VariCOR. It produces 140 BHP of power and 320 Nm of torque. The low end torque delivery is impressive with well controlled turbo lag. You can feel the engine pulling right away from 1400 RPM, which is very drivable both in city as well as on the highways. Refinement has improved considerably but the NVH levels are still not upto the mark. Post 3000 RPM, the engine does get a bit noisy with the turbo whistle penetrating into the cabin. The 5-speed manual gearbox has improved and feels less notchy than before. The gear ratios are cleverly stacked up that leads to good in-gear acceleration and tremendous cruising ability. The 5th gear is tall, which holds up the RPM needle at a relaxed 2100 RPM at 100 km/hr. The Safari Storme returns a decent fuel economy of 10 km/l in the real world.

The Mahindra Scorpio is powered by the 2.2-litre mHAWK diesel engine, which produces 120 BHP of power with 290 Nm of torque. The pulling power of this engine will set you back with a surprise. With minimal turbo lag, the engine pulls cleanly from as low as 1200 RPM until 3500 RPM, post which the motor feels a bit strained and noisy. This engine has got a strong low and mid range with crisp acceleration. Mated to this engine is a 5-speed manual gearbox, which feels clumsy to use. It takes time to get a hang of the notchy tall gearbox. Gear ratios are well spaced out and in gear acceleration is decent too. The Scorpio returns an adequate 10 km/l average fuel economy.

The Mahindra XUV500 carries over the same 2.2-litre mHAWK oil burner from the Scorpio with a higher state of tune, producing 140 BHP of power and 330 Nm of torque. Just like the Scorpio, the XUV500 pulls easily from 1200 RPM with negligible turbo lag. However, the XUV500 has linear acceleration and revs freely up to the redline without losing any breath. The engine becomes audible when you get closer to the redline. The oil burner feels lively throughout the rev band and is better refined than the Scorpio. The XUV500 gets mated to a 6-speed manual gearbox, which is a bit sluggish but takes little time to get used to. The ratios are well put together for both city and highway runs. The sixth gear eases out the engine revs when cruising on highways and enhances fuel economy too. The RPM needle ticks around the 1900 mark in sixth gear at 100 km/hr. The XUV500 returns a solid 12 km/l fuel consumption.

Driving Dynamics - The Duster is sculpted on a monocoque chassis and has the best balance of ride and handling out here. The ride quality is class leading and the way it flattens the bumps and potholes is just phenomenal. You don’t need to slow down on bad roads, as the suspension works really well both at city and highway speeds. It is a bit on the stiffer side but that helps to prevent a bouncy ride. The Duster is a confident handler too, it chucks into corners easily without any body roll and maintains its line after getting out of a corner. The steering feedback is good and precise, which makes you feel that you are driving a sedan. However the steering does transmit vibrations while turning at speeds on bad roads. Stopping power is worth appreciation as the Duster stops from high speeds to a standstill without any drama with almost null nose dive. Brake pedal feel could be better at high speeds. The Duster is also a capable off-roader with impressive approach and departure angles but the front-wheel drive layout makes it a strict soft-roader.

The Tata Safari Storme now gets the Aria’s hydro-formed X2 platform, which is stiffer and weighs less. Despite of shedding some weight, it is still quite heavy at 2095 kgs. The suspension setup on the Storme is new and a bit stiffer but the ride quality is as fantastic as before. The comfort level with this suspension setup is such that you can munch miles all day long without feeling tired. The Safari just glides over undulations and bad tarmac easily at any speed. Though the body roll is much better controlled than before, it still feels top heavy when cornering and you need to slow down a bit for comfortable manoeuvring. Handling has improved and it can turn its face well in time. The hydraulic steering feels slightly heavy at parking speeds and is a bit numb at the centre. High speed stability is good and quick lane changing is comfortable too. It brakes effectively with crisp pedal feedback but there is a considerable nose dive. The Safari Storme is the best off-roader amidst the competition. It has got an advanced ‘shift on fly’ mechanism, which engages 4-wheel drive on the move through a control dial placed near the gearlever. It is also equipped with limited slip differential. Slopes, inclines, mud, slush and articulation humps is no big deal for the Storme with the 200 mm ground clearance adding to the practicality.

The Mahindra Scorpio sits on a ladder frame chassis and weighs the maximum out here at over 2500 kgs, so you can imagine the dynamics of this SUV. It has a soft suspension setup, which is decent at low speeds but gets annoyingly bouncy at high speeds. The Scorpio has an unsettling nature over undulations and is quite a pain on long routes. Chuck it into a corner and you feel the heaviness of the body with noticeable body roll. The body tends to swing when pushed hard on winding roads. Handling is decent and the steering feedback is average. High speed braking is effective with decent pedal bite but the nose dive is unnerving. The 4×4 system on the Scorpio is also a shift on fly mechanism but its not as capable as the Storme because of the lower 180 mm of ground clearance and side steps intruding between, which restricts serious off-roading.

The XUV500 is underpinned by Mahindra’s first monocoque layout with vastly improved dynamics, which has surprised the brand veterans who drive the Scorpio, Bolero or Xylo. The suspension is well tuned and handling is much better than its rivals sitting on ladder frame chassis. At low speeds, the XUV500 feels a bit stiffer than the competition but as the speeds build up, the suspension takes on the undulations proudly without any bounciness. With this suspension setup, long distance touring on the XUV500 is as comfortable as the Safari. Handling for an SUV this size is impressive, as the body roll is well controlled and cornering is sure-footed. The XUV500 maintains its composure to a good extent when you throw it around corners. The Electronic Stability Program (ESP) adds to the confidence inspiring cornering of the XUV500. The steering feedback is adequate and predictable. It’s easy and light at parking speeds but doesn’t weigh up as you would expect at high speeds. The XUV500 is equipped with disc brakes all round and it sheds speed quickly with minimal nose dive but the pedal bite is average, as the pedal has a noticeable amount of play.

Verdict - The mega SUV battle is a close one, as each one of these SUVs has its own merits and it is difficult to choose a clear winner unless we pin point some facts. Starting with the Mahindra Scorpio, it has a competent diesel engine and is one of the easiest SUVs for your pockets, as the price range is at par with the Renault Duster but the styling is quite outmoded when it comes to exteriors and interiors and the dynamics are unpleasant. It therefore finishes last. Coming to the Tata Safari Storme, it has good road presence with a commanding driving position, which puts a smile on your face while gliding on any kind of terrain. The cabin is well spaced out and feels airy. Ride quality is excellent but handling still lacks some confidence. Long-term reliability is unpredictable, same goes to the Mahindra brothers. The range topping model retails at Rs. 14.11 lakhs (ex-showroom, Delhi), which is quite expensive as you get limited list of features when compared to the over equipped XUV500.

The podium finishers of this battle appear to be the Mahindra XUV500 and Renault Duster. If you need good amount of space with comfort, modern styling, powerful engine and feature loaded cabin, the XUV500 makes a lot of sense. However you have to compromise on the interior quality and remember long-term reliability is questionable. If the Safari Storme came loaded with features, it would have given the XUV500 a tough fight for the second spot. If you want to enjoy driving and are usually found behind the wheel, the Renault Duster is the right choice for you with an excellent ride and handling balance. Clever dimensions make it a practical SUV for day to day urban running as well as highways. The only drawbacks are the interior styling, limited list of features and the turbo lag on the 110 PS version. Amongst its competitors, the Renault Duster has a lot going for it, making it the clear winner of this mega SUV shootout.

The Renault Duster offers the best balance of ride and handling, along with reliability you would expect from a vehicle of this price. Not only is it the most frugal SUV here, but also the fastest. All this makes the Duster come out on top in this shootout.

Further Reading -

Renault Duster Review
Mahindra XUV500 Review
Tata Safari Storme Review
Mahindra Scorpio Review

The post Mega SUV Shootout – Duster vs Safari Storme vs Scorpio vs XUV500 appeared first on MotorBeam - Indian Car Bike News & Reviews.

Car Tested: Maruti Suzuki Swift ZDi
Kms Done: 12,537 kms
Test Started at: 11 kms
Test Concluded at: 12,548 kms
Mileage: 14.74 km/l (mostly city running), 17.2 km/l (best), 13.21 km/l (worst)
Fuel Consumed: 850 litres
Fuel Cost: Rs. 45,860/-
Rs. per km: Rs. 3.65/-
Service Cost: Rs. 5505/-
Major Repair: None

The Maruti Suzuki Swift is a hassle free vehicle to live with.

Since its launch in 2005, Maruti Suzuki has dominated the mid-size hatchback segment with the Swift. In fact, being the segment leader, the Maruti Swift is the benchmark for all other hatchbacks and thus our long term car has been pitched against the competition like the Fiat Grande Punto, Hyundai i20 and the Chevrolet Sail. We had put our old Swift through more than one lakh gruelling kms (HERE) and came out reasonably impressed, especially with the balance of performance and mileage the Fiat sourced Multijet diesel engine offered. Niggling issues like rattling aside, the Swift has established itself with authority in India. When the news about the next generation Swift started doing the rounds in early 2011, we were quite excited to get behind the wheel of the all new vehicle. But does the all new Swift rewrite the rules of the game? We find out over 12,000 kms of daily use.

The exteriors are now much sharper and the new Maruti Suzuki Swift is definitely more pleasing to the eye than its predecessor. The new evolutionary design adds a futuristic touch while retaining the design cues of the original Swift. It appears to be a more mature and bigger car now. While the new design is highly appreciated, the interiors too have been majorly revamped. You now get better quality plastics and the all black interiors look classy. However once you shine it up, it ends up reflecting in the front windscreen which is quite irritating. We don’t recommend use of any dashboard shine whatsoever. The fit and finish has been majorly improved and even after 12,000 kms in this car, we did not experience a single case of rattling, something which was more of hereditary issue with the old Swift. The cabin feels quite rich too.

The front seats are extremely supportive and don’t give you a reason to complain even after long trips. The rear seats are decently supportive too but stay comfortable as long as you do short trips. Over long journeys, passengers complained of their back getting too stiff. The small rear glass does not help matters much. The boot size has diminished with the evolution. Though Maruti has been able to enhance the interior space (rear legroom) by a small margin, the whole process has taken a toll on the boot space. Space is sufficient for a few small sized bags and will be enough if your wife breaks loose over the end of season sales. However, large suitcases don’t make it easily into the boot. You can remove the parcel shelf and make then stand but at the compromise of rear view visibility. The loading lip is too high and heavy luggage has to be lifted to a reasonable height before it can be shoved in.

The climate control works flawlessly and the AC works pretty well ensuring you can chill even on the hottest days. The audio unit has great output for a stock unit and the combination of two tweeters and four speakers works up quite a tune. It supports iPod connectivity, USB, AUX and CD. Bluetooth connectivity would have been the icing on the cake had it been there. The controls on the steering wheel make life pretty easy on the go. Maruti has given a night light in the centre, unlike the previous generation model. Thus, illumination at the front is low and reading at night for people at the front can be a task. The multi-information display shows various parameters such as range, mileage and real time fuel consumption. Though we really appreciate such features, truth is that they are not usually accurate. Once you have fuelled up (full tank), the range is quite accurate, however, the moment the low fuel warning comes on, the range goes blank. The point of this is to have a rough estimate on how many kms you have under you belt until the next fuel station! isn’t it? On the upside, the low fuel warning is not only displayed on the instrument cluster but also sounds a chime to get your attention.

India’s most popular hatchback has been with us for quite some time now and our experience has been quite mixed. While the hassle free ownership experience continues to be a strong point of this Maruti Suzuki vehicle, the new Swift has disappointed us when it comes to driving experience. The new Swift is lighter than before and offers similar power output but somewhere the ‘You’re the fuel’ tagline becomes less prominent. Everyone knows what a hoot to drive the old Swift diesel was. We had put in more than 1 lakh kms on the old car and were expecting similar levels of magic with the newer version. But in the interest of comfort and soberness, Maruti Suzuki has taken the soul out of the Swift. You no longer get the kick in the pants feel when the turbo kicks in. Power delivery is now linear and there is definitely no rush as before. Low end grunt is poor and it can be a task negotiating stop go traffic but this engine comes strong in the mid and high end of the rev band. The clutch is decently light and has remained that way, no sign of clutch wear yet.

Toning down the power delivery would have been acceptable had the mileage improved. At least on paper, it seems to be justifiable since the new Swift is more fuel efficient then its predecessor and has an impressive ARAI certified mileage of 22.9 km/l. Come to the real world and it’s a surprisingly different story. While our old Swift returned 18 km/l at its time of retirement, the new model only does 16 km/l (same driving cycle). Even on the highway, the best we got was 17.3 km/l while the worst was 13.21 km/l. After the 10,000 kms service, the mileage has marginally improved after we switched to synthetic oil (more on that later). NVH levels are far better and even high speed stability is impressive.

We didn’t face any brake issues as reported by many owners. Braking performance is good and has not really deteriorated much. The ABS keeps things in control but the tyres have lost grip way sooner than expected. The handling continues to please although the stock tyres are below average. Our car came shod with MRF ZVTV 185/60/15 tyres. Since the odometer ticked past 5000 kms, the tyres have been screeching away to glory on sharp cornering and braking. The cars equipped with Goodyear tyres are reported to be far better in this regard. Ride quality did not give us any reason to complain either although it’s a bit on the stiffer side.

The light steering makes it a boon in city conditions and weighs well as speeds increase but does not feel as precise as you would expect. You can push this car around corners and come out with a smile on your face. The fun to drive factor, though toned down, is still there in the new Swift. One issue we faced was that at standstill speeds the steering suddenly feels too heavy and this seems to be an inherent issue in the new model.

Maruti service is the reason why many opt for a Maruti vehicle and our experience at the service centre has been fantastic throughout. Maruti now gives you an option of using synthetic oil which is sourced through the company itself. Obviously it is more expensive than the mineral counterpart but there is a significant difference in the performance and mileage after opting for it.

Our long term Maruti Swift has visited the service centre for routine service as summarised below -

First Service

Odometer Reading – 1166 kms
Work Done – Engine oil change (15W40 Shell – Mineral Oil), oil filter and wash concentrate
Cost – Rs. 740/-

Second Service

Odometer Reading – 5676 kms
Work Done – General checkup, screen wash concentrate, handbrake setting
Cost – Rs. 15/-

Third Service

Odometer Reading – 10,182 kms
Work Done – Engine oil change (Mobil 1 Synthetic), cabin air filter change, screen wash concentrate, oil filter, rear fog lamp bulb replacement.
Cost – Rs. 4750/-

Total cost of service till 10,182 kms – Rs. 5505/- (difference in cost between synthetic and mineral oil is approximately Rs. 450/- per litre).

The Swift also happens to be a hot cake in the second hand car market and in the last 1.5 years, the cost of the vehicle has shot up by nearly a lakh. For Swift owners, it’s nothing less than good news as the resale value also goes up proportionately. The ZDi variant is loaded, but at a price of Rs. 8.25 lakhs (on-road, Mumbai), it doesn’t come cheap. What you do get at this price is a fully loaded hatchback with most of the bells and whistles, quality interiors and balanced dynamics. The new Swift offers a better ride quality than its predecessor and although not as much fun as before, it is lively to drive. Factor in the peace of mind you get from Maruti Suzuki’s wide service network and you realise why the Swift has dominated the market since day one. The Swift is thus a car you can’t go wrong with and the new model is more polished all around, making it still the pick in its class.

The Maruti Swift excels in most regards which makes it such a hot favourite in the hatchback segment.

The post Maruti Suzuki Swift ZDi Long Term Review appeared first on MotorBeam - Indian Car Bike News & Reviews.