2014 Mercedes E-Class – Click above for high resolution picture gallery

Car Tested: 2014 Mercedes-Benz E-Class Avantgrade Launch Edition (E250 CDI)

Price OTR Mumbai: Rs. 64,24,800/-

The 2014 E-Class offers terrific ride and low NVH, making it the benchmark in comfort.

Do you know that Mercedes-Benz has offered all generations of the E-Class in India. No, the E-Class is not just a mere 19-year old model, it’s much older but the E-Class nameplate was first used on the W124 which was officially launched in India when the German automaker entered the sub-continent in 1994. The E-Class is Mercedes-Benz’ most popular model in India which is the reason why the company has been very quick in getting the updated vehicle to our shores. The facelift to the current generation E-Class (W212) is not superficial and there is more than what meet’s the eye. With competition getting intense in the executive segment, is the 2014 Mercedes E-Class facelift the right weapon for the Stuttgart based manufacturer to keep its best seller on the top?

Motor Quest: Mercedes-Benz initially used E in the naming of its models to signify Einspritzmotor (fuel injection in German) but once all cars got FI tech, they stopped. The E-Class lineage stretches back to the 1950s.

Exteriors – Mercedes cars have a unique elegance which is not found in its rivals. That is the reason why the buying age of a Mercedes car buyer is higher than the average age of a BMW or Audi buyer. We loved the old E-Class for its elegant design but the new model gets extensive front-end revisions to make it look sportier and thereby appeal to the younger generation. Sure it works and the new E-Class does manage to look purposeful but we are not quite sure how older buyers will respond to the sportier appearance of the new model. This is the first time Mercedes has opted for a single-piece headlight on the E-Class (since the W124) and the integrated daytime running lights look fabulous, they sort of blink all the time but in a very sedate manner.

The positioning of the daytime LEDs in the old E-Class clearly showed it was an afterthought. The facelifted E-Class gets new headlights, new grille, new bumper at the front which somehow makes the vehicle look less wide than before. You can opt for the twin-slat grille with the large three pointed star sitting right between. At the side, the company has revised the sheet metal and the body lines flow smoothly to the rear, where the tail lights are the same shape with LEDs but all new in terms of light design. The tail pipes are sleeker and the chrome treatment underneath reduces the visual bulk. The facelifted E-Class surely looks more appealing at the rear with a surefooted stance. The alloy wheels have the same design seen on the A-Class and look stunning. Being 18-inch in size they are bigger than the A-Class, proudly exposing the massive discs. Clearly Mercedes-Benz has gone the sportier way with the exteriors of the updated E.

Interiors – Willkommen, the E-Class’ fantastic cabin invites you in. Although changes are not a world apart, the interiors of the E-Class are top-notch and you can bask in the sense of luxury. Built quality is tank like and the light colours along with the front and rear panoramic roofs make the cabin very airy. While the dashboard remains the same, out go the wood inserts, being replaced with silver and chrome bits. The centre AC vents are smaller with an analogue clock sitting right between them (instead of the hazard button which now shifts down). The old car had the clock in the instrument cluster which had five rings, the new one has only three and thus the cluster is not confusing to read on the move. The multi-information display shows vital data with interesting colours, like the Eco Display which gathers data about how long you have been accelerating or coasting.

The launch edition gets some extra bits and is offered in limited numbers. You get a 3-spoke AMG steering wheel while the regular model will be offered with a 4-spoke unit. The E-Class being a Mercedes is loaded to the gill and you get a plethora of unending features including ambient lighting with 5 stage intensity control, electric sunblinds, reversing camera with front and rear parking sensors (PARKTRONIC in Mercedes speak), 3-zone automatic climate control, electrically adjustable seats with lumbar support, programmable 3 way memory for steering and mirrors, rain sensing intermittent wipers, adaptive main beam assist, brake pad wear indicator, etc. You get the usual Mercedes safety tech too like front, side, pelvis and curtain airbags, PRE-SAFE, NECK-PRO, etc. The E-Class gets an updated infotainment system with higher resolution 5.8-inch screen offering navigation capabilities. Two additional buttons have been added near the COMMAND controller which turn on and turn off the screen.

There are abundant storage spaces inside including front and rear arm rests (opens to reveal cupholders). The front seats are extremely supportive and so are the rear. While headroom is good at all places, the rear seat is simply fantastic (for two as the transmission hump is very big) in terms of legroom and cushioning is spot-on with ample back support. However you can’t control the audio system or the front co-passenger seat from the rear (like in the Jaguar XF) which means you will have to adjust the position of the front seat before you start getting chauffeured around. Four AC vents at the rear keeps matters cool (two in the centre and one each on the pillar). The boot is ample in size with a space saver and battery sitting below it.

Performance – Mercedes has launched the facelifted E-Class with two engines, which are both 4-cylinder units. The E200 petrol uses a 1991cc engine to produce 184 HP of power at 5500 RPM and 300 Nm of torque between 1200-4000 RPM. Our test car was the E250 CDI which uses a 2.2-litre diesel engine to produce 204 HP of power and 500 Nm of torque. This diesel engine has decent amount of grunt and will perform brilliantly in most situations, as long as you don’t want to skip a heart beat. Power delivery is very linear and there is very little lag too but the motor runs sharply out of breath at around 3800 RPM, redlining at 4500 RPM. Floor the throttle and this Mercedes saloon does move quickly and with such silence, it’s simply outstanding. Although this lower capacity mill doesn’t give it fire breathing power, at full throttle it gains speeds effortlessly and little do you know how fast you are going as you coast along at high speeds. The NVH levels are simply fantastic, you can barely hear the engine even at full pelt.

Mated to this motor is a 7G-TRONIC PLUS automatic transmission which isn’t the quickest around and is a bit hesitant in swinging gears downwards. Mercedes continues to use a 7-speed box while some of its competitors have upgraded to 8-speed units. Stuttgart is working on bringing a 9-speed autobox on the E later this year, which should address the lack of cog swapping speed of the current transmission. You get two modes on the centre console, E and S (the old model had Comfort and S) and the transmission is more eager in S mode, while upshifts are done to maximise economy in E mode (there is a Start/Stop system too). You can override the transmission via the steering mounted paddle shifts (M mode) and if you forget to take control later, it automatically moves back into the previous mode (E or S). The RPM needle ticks along at 1500 RPM in seventh gear at 100 km/hr, so it’s a very relaxed motor while cruising. For those who crave for more power from their executive saloons, Mercedes will introduce 6-cylinder engines on the E-Class later this year.

Driving Dynamics – The old E-Class wasn’t a car you would happily push around corners as the suspension was set-up for a compliant ride more than sharp handling. The new model continues with the same philosophy although the handling has improved, thanks to the new DIRECT CONTROL suspension. The vehicle feels eager to turn into corners and maintains its line quite well. Sure there is some amount of body roll but the steering is quite well weighed and offers good feedback too. At low speeds, the steering is light and Mercedes has replaced the left side mirror with a one which actually works, making this luxury barge quite easy to drive in crowded city conditions.

Ride quality has always been the E-Class’ fortress and the vehicle simply glides over the worst of roads. The rear seat ride is fantastic and so is the high level of insulation, the only thing you usually hear is the tyre noise. The suspension being on the softer side does unsettle the car on really bad roads and this is quite amplified at high speeds when you encounter a large bump and this Benz shows some vertical movement. However on good roads, the stability is fantastic and the E stays firmly planted. Braking performance is excellent and the pedal gives good feedback. There is a brake drying function as well which helps in the wet.

Verdict – The 2014 Mercedes E-Class is clearly more than just a mere facelift. The German automaker has bettered many aspects of its best seller which makes it even more competent in the market place. The updated E-Class looks younger while delivering all traditional E-Class traits of terrific ride quality, ample rear seat comfort and effortless performance. With the updated face, the new E is going to appeal to younger buyers too, thereby catering to a larger audience. Sure the Launch Edition is expensive but the regular E250 CDI will set you back by Rs. 54 lakhs while the E200 costs Rs. 50.14 lakhs (all prices on-road, Mumbai), which is par de course for a car of this size and equipment.

The Mercedes E-Class soldiers on in its current generation, offering tremendous appeal to the luxury car buyer.

What’s Cool

* Sound Insulation
* Ride Quality
* Rear Seat Space

What’s Not So Cool

* Front Styling Not To Our Tastes
* Expensive Launch Edition

2014 Mercedes E-Class Specifications

* Engine: 2143cc, 4-cylinder, CDI
* Power: 204 HP @ 4400 RPM
* Torque: 500 Nm @ 1600-1800 RPM
* Transmission: 7-speed automatic
* Top Speed: 242 km/hr
* 0-100 km/hr: 7.5 seconds
* Fuel Consumption: 9 km/l (City), 12 km/l (Highway)
* Fuel Type: Diesel
* Suspension: DIRECT CONTROL with selective damping system
* Tyres: 245/40/18
* Brakes: Ventilated Disc (Front), Solid Disc (Rear), ADAPTIVE BRAKE, Braking Drying
* Safety: ABS, BAS, ESP, ASR, ATTENTION ASSIST, PRE-SAFE, 8 Airbags, Active Parking Assist

2014 Mercedes E-Class Dimensions

* Overall length x width x height: 4879 mm X 1854 mm X 1474 mm
* Wheelbase: 2874 mm
* Front/Rear Track: 1598/1614 mm
* Turning Radius: 5.3-metres
* Ground clearance: 120 mm (est.)
* Boot Volume: 540-liters
* Fuel Tank Capacity: 80 litres
* Kerb Weight: 1800 kgs

The post 2014 Mercedes E-Class Test Drive Review appeared first on MotorBeam - Indian Car Bike News & Reviews.

2013 Tata Nano – Click above for high resolution picture gallery

Car Tested: 2013 Tata Nano LX

Price OTR Mumbai: Rs. 2,64,900/-

The Nano is a chirpy car for city driving and the 2013 model has slight improvements.

Cheap is not always good or that is what people usually believe. This is what is going against the Tata Nano, a vehicle which is popularly known as the world’s cheapest car. The Nano deserves to sell much more than what Tata Motors is currently managing. While sales were decent last year, this entry level machine has seen a massive decline in volumes this year. To give a shot in the arm of Nano sales, Tata Motors has launched the 2013 Nano facelift, which really doesn’t get a world of changes. The company has made minor tweaks to the Tata Nano, which boosts the appeal of this value for money automobile even further. We spin the wheels of this rear-engined car to find out what’s changed in the latest iteration.

Motor Quest: The Tata Nano might be an Indian car made by an Indian company for Indian people but it has taken massive amounts of international inputs from companies like Bosch, Toyo, Johnson Controls, I.D.E.A. and Behr.

Exteriors – The Tata Nano is a cute looking car and although it is quite small in dimension, it definitely looks like a car and not just a mere 4-wheeler. Remove your magnifying glasses to spot the difference as there are very few on the exteriors. Tata Motors has given the Nano chrome strips at the front and rear which are sure to go down well with Indians who love the premium-ness it adds to their vehicle. The rear bumper of the Tata Nano gets air intakes (right below the chrome strip) for better cooling of the engine.

That is about it, the rest of the vehicle remains the same and the company has added two new colours to the Tata Nano – Dazzle Blue and Royal Gold. Thus for the uninitiated, recognising the 2013 model from the previous years’ won’t be an easy task. From the side, it is impossible to tell if the vehicle is the facelifted model or not. The Nano is a very compact car and the above image clearly shows how small it really is.

Interiors – Small on the outside it maybe but on the inside, the Tata Nano has acres of space which can shame cars which cost twice as much. Tata Motors has done clever engineering to yield maximum cabin space. There is a lot of room inside the Nano and four people can sit in very comfortably thanks to the well cushioned seats. The tall boy design means headroom is never an issue even for the tallest of passengers. Quality seems to have improved a bit and the interiors do feel well put together. The dashboard layout is the same and the instrument cluster is placed in the centre which isn’t as distracting as one would expect (due to the narrowness of the cabin). Coin holders are placed on either side of the front seats.

Tata Motors has given the facelifted Nano more features. While the standard variant remains more or less the same in terms of equipment, the CX and LX variants now get dual glove boxes on the dashboard, which although not very deep, do offer some space for little knick-knacks. The top-end LX variant gets an audio system with USB, Aux and Bluetooth connectivity. The head unit isn’t that easy to understand and we tried a lot but couldn’t pair our phones. However sound output is decent and four speakers are offered (two on the dashboard and two on the rear parcel shelf). The Nano’s AC is a chiller in spite of having only three fan speeds. The Nano LX gets front power windows, switches for which are placed behind the gear lever. There is a small cubbyhole and 12V power socket ahead of the gear knob.

The steering wheel is now a three-spoke unit (the hazard light button goes from above the steering to the centre console) but is positioned a bit low for tall drivers and scrapes the left leg on turning (obviously there is no steering or seat height adjust which is acceptable at this price). The all beige interiors feel very airy and visibility all around is excellent too. For those who are not a big fan of beige, you can opt to buy your Nano in Dazzle Blue colour as this coloured Nano gets all black interiors with blue surrounds on the speakers and doors. You need to flip the rear seats forward to access the boot (the hood carries the spare wheel which is the same size as the front wheels). Tata Motors should have given the Nano an openable hatch as it makes keeping things in the boot very easy. The battery is placed below the driver’s seat while the jack is placed below the front passenger’s seat.

Performance – That’s it, our review is over. Because Tata Motors has made absolutely no mechanical changes to the Nano. The vehicle continues to be powered by the same 0.6-litre, twin-pot motor which produces a modest 38 PS of power and 51 Nm of torque. While this might not seem adequate for a car, one must not forget the Nano weighs under 650 kgs, resulting in a good power to weight ratio. Performance is quite spritely and in spite of the few horses on tap, you never feel the lack of grunt in the city. Bury the throttle and the Nano picks up speed quickly and can easily keep up with traffic without any issues whatsoever.

Where the Tata Nano does show a lack of performance is the highways. Top speed is just 105 km/hr (we managed to hit 110!) and the electronic speed limiter kicks in. Clearly the motor has something left in it but for the sake of safety, the company has rightly limited the top whack. NVH levels are pretty good and vibes are very few. It’s only at the doors where you can instantly feel the twin-cylinder unit’s vibrations. The engine sounds a bit rough on the outside but is not much audible inside. The gearbox is a 4-speed unit and is quite tall geared to give you good mileage (expect at least 18 km/l in city conditions with 100% AC usage) and the fuel filler is in the hood. The clutch is light and the gear lever offers effortless shifts.

Driving Dynamics – For the 2012 Nano, Tata Motors made changes to the suspension which has given the Nano an excellent balance of ride and handling. There are no suspension changes to the 2013 Nano which has a good ride quality but big bumps really unsettle the car as it’s puny wheels are not able to handle large craters of our roads. Disappointingly enough, there is still no power steering on offer. The company has increased the size of the steering wheel which does take off the hard work while turning at parking speeds but doesn’t do enough as manoeuvring at low speeds still takes quite some effort. The rear view mirrors offer good visibility although they are a bit small and are not internally adjustable.

Handling is very good and even with bare basic suspension, the vehicle turn-ins very quickly and body control is tight with roll being well contained. It’s really the poorly calibrated steering which takes the joy of piloting this rear wheel drive machine. The steering is inconsistent at the centre and feels overly light at speed, yet when you turn more than 45-degrees, it starts to feel heavy. Turning radius is extremely small, which coupled with the small dimensions make squeezing into traffic very easy. Stability is good and even at its top speed, the Nano doesn’t feel unsafe or nervous. What really is unsafe though are the brakes, which lack bite and offer poor stopping power. The pedal feels spongy and inspire no confidence at all. Disc brakes at the front or a bigger brake booster should really be offered.

Verdict – When we heard about the 2013 Tata Nano coming, we had a lot of expectations. The vehicle does disappoint in several areas, which remain untouched. The facelift on the Tata Nano should have been more substantial and the company should have offered better brakes and a power steering, even if these were offered as an option. There is a lot of scope of improvement on the Nano but even in its current avatar, the vehicle makes a strong case for itself. The price hike on the 2013 edition is marginal and you do get a lot more of your money’s worth, making the Tata Nano a very capable entry level vehicle for the first time car buyer. The company now offers attractively priced Nano personalisation kits, which is sure to work well with youngsters.

The 2013 Tata Nano sees marginal changes to boost overall aesthetic appeal but the lack of mechanical changes restricts driving improvements.

What’s Cool

* Performance In The City
* Space
* Price

What’s Not So Cool

* Lack Of Power Steering
* Brakes

2013 Tata Nano Specifications

* Engine: 624cc, 2-cylinder, MPFI
* Power: 38 PS @ 5500 RPM
* Torque: 51 Nm @ 4000 RPM
* Transmission: 4-speed manual
* Top Speed: 105 km/hr
* 0-100 km/hr: 27.50 seconds
* Fuel Consumption: 20 km/l (City), 24 km/l (Highway)
* Fuel Type: Petrol
* Suspension: McPherson Strut with gas filled dampers and anti-roll bar (Front), Semi Trailing arm with coil spring and gas filled shock absorbers (Rear)
* Tyres: 135/70/12 (Front), 155/65/12 (Rear); Tubeless Radials
* Brakes: 180 mm Drums
* Safety: Crumple zones with intrusion resistant doors

2013 Tata Nano Dimensions

* Overall length x width x height: 3099 mm X 1495 mm X 1652 mm
* Wheelbase: 2230 mm
* Ground Clearance: 180 mm
* Boot Volume: 80-liters, 500-litres (with rear seats folded)
* Turning Radius: 4-metres
* Fuel Tank Capacity: 15-litres
* Kerb Weight: 635 kgs (LX)

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

2014 Mercedes E63 AMG – Click above for high resolution picture gallery

The Mercedes E63 AMG offers a splendid blend of comfort and mind boggling performance.

Performance and luxury is not something which usually goes hand in hand. Unless of course you look at 4-door performance saloons. Today, there are quite a few such alternatives to sports cars, which can take you from naught to 100 km/hr in under 5 seconds on weekends while taking you to office in comfort on the weekdays. This dual personality really gives such performance saloons a lot of practicality at less than sports car money. Yes, they are still ludicrously expensive and cost more than twice as much as the car they are based on. The big three from Germany are leaving no stone unturned to woo the performance-luxury buyer and latest in line is the updated Mercedes E63 AMG. We take a quick spin and pen down our initial impressions of this Stuttgart hooligan.

Sleeper, that is what most performance saloons look like and the E63 AMG is no different. It’s not exactly sober in experience, especially not when you can see those massive disc brakes hiding under those large wheels with carbon fibre inserts at various places. The E63 AMG gets an aggressive body kit which looks the part. The V8 Bi-Turbo badge above the front wheels easily give away what lies within but it’s really the quad tail pipes which scream combat. 10-spoke alloy wheels sit on massive 255 mm tyres at the front and 285 mm tyres at the rear. Why do we need such wide rubber? To put all that monstrous power down.

The Mercedes E63 AMG is a CBU and quality levels are just terrific with leather and carbon fibre used in plenty inside the cabin. Mercedes has loaded the vehicle with the best of tech and features and the hot E-Class does have quite a few (LCD screens, massage seats, etc). The interiors are finished in all black and the seats are extremely comfortable with more than adequate back support. The steering wheel is a joy to hold and the gear lever is truly unique, with its short and solid design. The rear seat is a good place to be in, although we didn’t really bother to sit and judge rear seat comfort at the high speed track.

To keep things tamed on the track, Mercedes-Benz employed SLS AMG to lead the E63 AMG around the Buddh International Circuit. Now the SLS is an all out super car with insane thrust from its 6.3-litre V8 engine which belts out 591 BHP of power and 650 Nm of torque. The E63 AMG is not far behind when it comes to developing some ponies, the four-door saloon manages to extract 557 HP and 720 Nm from its 5.5-litre V8 engine which weighs just 204 kgs! Mercedes-Benz claims a 0-100 km/hr time of 4.2 seconds, with the vehicle limited to a top whack of 250 km/hr.

Turn the ignition on and all those 557 race bred horses wake up with a throaty roar. They are angry and their roar was a bit overshadowed by the SLS AMG’s melody during our first drive. The peak torque range is between 1750 to 5250 RPM which means the E63 AMG is alive right from the word GO. The super saloon pulls with so much steam, it puts a wide grin on your face. Performance is effortless but the exhausts are not as loud as one would expect. Redline comes in at 6400 RPM and every time you stand on the throttle, the tendency to wheelspin is very high.

You can tweak the response from the engine by selecting across 4 drive modes – C, S, S+ and M (gear shifts become quicker in S mode and even quicker in S+ mode). There is an AMG mode too and you can toggle between three suspension settings – Comfort, Sport and Sport+. A launch control mode (Mercedes likes to call it ‘Race Start’) is also present and the 7-speed automatic gearbox lets you control things manually via the steering mounted paddle shifts.

The E63 AMG has a fantastic chassis and the suspension is tuned just right to offer very sharp handling. However there is so much amount of torque that every time you bury your right foot, the E63 wants to head its own way, with the rear wheels smoking in glory. Sure the E63 is tail happy and the steering wheel offers good feedback and control, in spite of being an electric unit. While cornering hard, as you swing to one direction, the E63 AMG’s seat massages you at that part of your body which is being pulled inside. Driving on butter smooth roads of the race track meant we never could judge how the E63′s ride quality is. Braking performance is splendid though and shedding speed from 250 km/hr was a breeze with the brakes not showing any signs of wear.

So does the Mercedes-Benz E63 AMG make much sense at a price of Rs. 1.55 crores (on-road, Mumbai). It depends on how you look at it. If you want a four door saloon which can address your daily chores without breaking into a sweat, while at the same time turns boy racer when you want it to, the E63 AMG is an excellent candidate. It’s decently loud, very fast, comfortable with excellent interiors and handles well too. Now only if Mercedes got the S version of the E63 AMG to India, the one which belts out 585 BHP of power and 800 Nm of torque, channelling power to all wheels. But in all honestly, the standard E63 AMG is all what you need to blaze the tarmac.

The post 2014 Mercedes E63 AMG First Drive Review appeared first on MotorBeam - Indian Car Bike News & Reviews.

The Hyundai Grand i10 is spacious, loaded with features and extremely fuel efficient.

After being spotted testing extensively, the second generation Hyundai i10 (code name BA) is all set to hit the Indian market. The festive season is around the corner and it is the perfect time for manufacturers to launch a product onslaught. Globally, the next generation i10 will be unveiled at the 2013 Frankfurt Motor Show, which is to be held in September. The i10 is a very important car for Hyundai and the Grand i10 is the only launch for the company in India this year. We get an exclusive peak at the new Hyundai Grand i10 and come out impressed.

Speculation was that Hyundai will name it the i15 and place it between the current i10 and the i20. Yes, the product positioning is exactly as predicted but due to certain global company policies, it has to have the ‘i10′ in its branding and hence its called the Grand i10. In this entire activity, we got up close and personal with the uncamouflaged Grand i10 and even got to drive it for a bit. However as a part of Hyundai’s global policy the test car was camouflaged and no pictures were allowed of the display car.

The Grand i10 is based on a completely new platform. The car has been built from scratch by Hyundai’s European Centre in Germany. The Grand i10 is a made for India and Hyundai engineers from India have been involved throughout its development. In fact there are few significant differences between the Indian and the European spec model (IA). The Indian version has a longer wheelbase and is longer in length by nearly 100 mm. Not only that, the rear window glass is larger in the Indian version to give an airy feeling to the passengers.

The Grand i10 is based on Hyundai’s revolutionary fluidic design language and it looks very athletic and sporty in appearance. The 14-inch diamond cut alloy wheels look fabulous. Rear parking sensors are standard on the top model. Step into the cabin and one is amazed by the amount of space on offer. There is enough legroom, knee room, headroom and shoulder room in both the rows. The front seats are comfortable and very supportive with decent amount of underthigh support. The fins on the side extend excellent support to the back. The rear seats also follow suit and offer enough headroom for tall passengers.

The Hyundai Grand i10 also gets a segment first rear AC vent, which is very useful considering our tropical climate. The AC cools well, however there is no climate control on offer. The audio system gets USB/AUX connectivity as standard and you can also stream music through your phone via Bluetooth. As another segment first, there is 1 GB of internal memory on the audio system where you can save music from your phone or USB and store it in the car. Other features include push button start and smart key. There are quite a few storage places inside the cabin. Boot is nearly double the size of the Maruti Swift and swallows more luggage than the competition.

The Hyundai Grand i10 will be available in both petrol and diesel powertrains. The petrol engine is the same tried and tested 1.2-litre Kappa unit and though Hyundai has not mentioned power and torque figures yet, we reckon it will be the same as the i10 (80 BHP, 114 Nm) with minor tweaks for better refinement and efficiency.

The diesel version of the Hyundai Grand i10 is powered by a new 1.1 litre 3-cylinder U2 second generation CRDi engine (which is the 1.4-litre CRDI mill sans a cylinder). This is the first time any version of the i10 has come with a diesel mill in India. Hyundai has not yet revealed the power and torque rating for this engine but has mentioned that this engine will deliver the best in class performance and fuel efficiency. We reckon this engine will produce close to 75 BHP of power and 180 NM torque, like it does in the first gen i10 diesel in Europe.

On our short drive, we were mighty impressed with this latest offering from Hyundai. Engine refinement and NVH levels are very good although there is a bit of diesel clatter at start-up and during idle. Once on the move, you would never be able to tell it’s a 3-cylinder motor. The acceleration is linear with negligible turbo lag. The engine revs cleanly but feels a bit strained at the top end. Redline comes in a little over 4500 RPM and the Grand i10 gathers momentum quickly without breaking into a sweat. You would hardly be able to tell its a 1.1-litre engine in city conditions but out on the highways, the 3-pot motor does lose steam. Acceleration up to 120 km/hr is quick after which the engine feels strained. The 5-speed manual gearbox is smooth and has relatively short throws. We reckon this 1.1-litre diesel motor will return close to 25 km/l as per ARAI tests, which is what will delight most users in this segment.

Ride quality has improved over the other Hyundai offerings and the suspension is not as softly sprung. This means the Grand i10 feels quite stable at high speeds with no bouncy feeling whatsoever. The suspension does feel better tuned than the old i10. Handling has improved too and the steering feels decently weighed at high speeds but our drive was too short to write a full blown review on the driving dynamics. We will review the car in full detail very shortly and come up with an in depth review. Brake bite is pretty good but the car does tend to twitch under heavy braking.

Based on our short experience with the vehicle, the Hyundai Grand i10 comes across as a great product. In this segment, consumers look for a quality product which is spacious, offers good performance and is yet economical to run. The Grand i10 ticks all the above boxes and with the segment first rear AC and usual goodies Hyundai offers, its makes a very strong point for itself. Hyundai will position the Grand i10 between the current i10 and i20, which means the base Grand i10 (diesel) will be priced at around Rs. 5.00 lakhs, making it terrific value like other Hyundai cars.

The post Hyundai Grand i10 (BA) First Drive Review appeared first on MotorBeam - Indian Car Bike News & Reviews.

Car Tested: Skoda Rapid TDI
Kms Done: 4567 kms
Test Started at: 12135 kms
Test Concluded at: 16702 kms
Mileage: 16.19 km/l (mostly city running), 19.92 km/l (best), 12.97 km/l (worst)
Major Repair: None
Service Cost: Routine 15,000 kms at Rs. 6,832/-

The Skoda Rapid is a very fun to drive car with solid quality all around.

The Rapid has written a successful chapter for Skoda ever since it was launched, nearly two years ago. We have driven the Rapid TDI for more than 4500 kms and this sedan continues to impress us. While our initial impressions were quite positive, we find out how it is to live with the Skoda Rapid on a daily basis. We also get behind the scenes of a Skoda service centre and find out whats happens on the other side of the table.

The exteriors of the Rapid definitely give it a very premium appeal and the design language follows the same trend as the other Skoda models. The good thing is that the Rapid has its own identity unlike other badge engineered models. One minor flaw with the design is that the drivers side wiper cannot be raised without hitting the edge of the bonnet. Routinely the guys who wash the car have a tendency to put the wipers up and doing this repeatedly can scratch the paint. However, the left hand drive version should not have this issue since the wipers are placed on the opposite side.

The seats of the Skoda Rapid are comfortable and even long drives won’t cause fatigue. Quality has always been Skoda’s plus point and the same goes with how well the interiors are put together. No uneven panel gaps and even after 16,000 kms on the odometer, there was absolutely no rattling from any part of our Skoda Rapid. The light beige seats are prone to getting dirty and even with due care, the seats end up getting dirty over a period of time. It’s advisable to go in for seat covers in order to protect the upholstery from getting soiled.

If you are chauffeur driven, the rear seat is a comfortable place to be in. Headroom is sufficient for six footers and legroom is good too. If you need more, you can manually adjust the front passenger seat from behind using the smart lever. The more you sit behind, the more you are bound to appreciate this small rather useful feature. The boot is generous and will swallow your daily and weekend needs without an issue.

Audio quality is very good for a stock music system but we did miss the option of using USB as audio input. However, SD card is quite useful. Only problem is that very few audio systems are equipped with the SD Card option. We would have loved it if audio controls were offered on the steering wheel. The air conditioner cools well and even in the hot Mumbai summer, the Rapid kept us comfortable.

Power comes in the form of the 1.6-litre, 4-cylinder TDI engine. This engine needs no introduction and tips the perfect balance between power and fuel economy on the Skoda Rapid. There is no dearth of power and you can floor the pedal to extract every inch of the 105 horses which come to full form at 4400 RPM. The beauty lies in the fact that peak power comes in quite early. With 250 Nm of torque available between 1500-2500 RPM, it’s just a case of point and shoot. The engine is nothing short of a gem but gets too vocal at higher revs. Acceleration is linear and the engine revs freely to a little more than 5000 RPM.

Full pedal to the metal driving gave us a fuel economy of 12.97 km/l on the Skoda Rapid, which was our worst during the entire test. The average fuel economy during the entire duration of the test was 16.19 km/l, which is commendable from a vehicle this powerful. The best mileage on the test was 19.92 km/; on the Mumbai – Pune expressway with a boot full of luggage and four heavyweights on board. The mileage improved after the engine oil was changed at the service (more on that later). Fuel tank capacity is 55-liters but on an empty tank, we have managed to fill in nearly 60-liters. Initially we thought the pump is measuring less on the scale but it was the same with each and every pump. The fuel lines and dead space (for air) in the tank is not considered in the tank capacity and the extra fuel basically fills up these. On a full tank of diesel, the Skoda Rapid returned an impressive range of 900 – 950 kms.

Germans are known to be masters of calibrating ride and handing. The Rapid’s handling is brilliant and sure to bring a smile on your face when you are pushing it to the limit around the twisties. The steering weighs well at high speeds and feels superbly connected. Ride is fair but in the interest of handling, it tends to be a bit harsh on bad roads (which we have in plenty). On smooth tarmac, the Rapid is well composed and the odd pothole won’t bother the occupants. Brakes are good but our test car’s brake pads were worn by 15,000 kms and we sent it for service for new ones. After the service, the braking performance improved drastically. The brakes bite well and even on hard high speed braking, the Rapid stays on course without any dramas. The Apollo tyres have decent amount of grip on offer.

As far as servicing goes, there are few misconceptions going around the market as far as Skoda service is concerned. Yes, there were a lot of service related issues initially but currently things have drastically improved. If you have read our initial report (HERE), many Rapid owners have come out and claimed to be very happy with the car and service backup. To find out, we took our Rapid for its routine 15,000 kms service and dug deep to find out what goes on behind.

One of the misconceptions in the market is that Skoda service is expensive. To elaborate further, we would like to stress on two points. Firstly, Skoda (all VW Group companies) uses fully synthetic oil during routine service and secondly the service interval is 1 year/15,000 kms, whichever is earlier. So how does this translate? Quite simple. While the one time cost may be marginally more than the competition, think of it this way. Once your car has reached 30,000 kms, you need to service the car twice while the competitor will need to be serviced three times (10,000 kms service interval). Thus the landing cost will be nearly the same. The more you drive, the more you will save. Secondly, fully synthetic engine oil, though more expensive than the mineral counterpart, not only prolongs engine life, but also boosts performance and fuel efficiency. We have got exact figures for the Rapid. The cost of routine service for the Skoda Rapid per 1,05,000 kms is just Rs. 61,062/-, which equates to just 0.58 paise per kilometer.

Skoda Rapid Spare Part Costs –

* Engine oil per service – Rs. 4042/-
* Brake oil – Rs. 225/- per 250 ML
* Coolant – Rs. 553/- per 1.5 litres
* Oil filter – Rs. 383/-
* Diesel filter – Rs. 1287.-
* Brake pad – Rs. 1800/-
* Front bumper (without painting) – Rs. 2150/-
* Rear bumper (without painting) – Rs. 2988/-
* Headlamp assembly (each) – Rs. 3573/-
* Tail lamp assembly (each) – Rs. 1684/- (RH); Rs. 2415/- (LH)

We had been to the Autobahn service centre in Kurla with our Rapid. The service centre has a transparent glass wall in the customer lounge, from where the customer can see his vehicle being serviced. This not only aids in transparency but also wins the customer’s trust. There are more than 25 service bays and high tech equipment for quick and efficient service. The setup is done in such way, it enables the car to be serviced quickly. The 15,000 kms service for our car cost Rs 10,432 and included change of engine oil, oil filter, fuel filter, pollen filter and front brake pads.

The Skoda Rapid continues to impress us. Though it lacks a few features such as audio controls on the steering and Bluetooth phone connectivity, it more than makes up for it with its bullet proof Skoda quality and a rev happy engine which delivers brilliant performance and is still fuel efficient. The enthusiasts will love its driving dynamics and affordable service costs ensure it is not hard on your wallet. The Skoda Rapid is surely a car to consider if you are looking for a mid-sized sedan.

The post Skoda Rapid Long Term Review – Final Report appeared first on MotorBeam - Indian Car Bike News & Reviews.

Shootout – Maruti Alto 800 vs Tata Nano

Price OTR Mumbai: Rs. 2.65 lakhs (Tata Nano LX), Rs. 3.46 lakhs (Maruti Alto LX)

These two vehicles are the cheapest cars in India but very different in character.

First car is always special, no matter what make it is. The joy of holding the steering wheel for the first time on a car you own can make you grin from ear to ear. For the first time car buyer, there are plenty of options in the entry level segment. However the most sold car is the Maruti Suzuki Alto while the most popular and talked about is the Tata Nano. Both these cars are ideal to learn driving on because their spare parts are the cheapest and they are extremely easy to drive. The Alto has stamped its authority in the A-segment but can the world’s most affordable automobile challenge it? We pit the 2013 Tata Nano with the Maruti SUzuki Alto 800 to find out if the extra cash for the Japanese samurai is worth it or not.

Motor Quest: The Alto was first launched in 1979, the second generation model was known as 800 in India and the Alto 800 is the fifth generation model (2 generations behind the latest gen Alto, better known as the A-Star). The Tata Nano is in its first generation and is 4-years old, compared to the 13-year old Alto. The Nano project started in 2005 and took 3 years for completion.

Styling – The old Alto looked decent but the Alto 800 has very confused styling which may not appeal to most buyers. Many styling elements on the Alto 800 are lifted from other cars and the end result is an exterior with no balance or symmetry. The Tata Nano on the other hand is a very cute car which looks balanced from all angles and doesn’t look like a cheap car. While the Alto 800 is significantly longer, the Nano is wider and taller and this gives the Tata vehicle a very tall boy profile. The small wheels on both cars look awkward but it’s really the evident cost cutting on the Alto’s exterior which makes the design look cheap. There is no left side mirror or fog lights and the right side mirror is not body coloured. The antenna is a pull out type and not a fixed unit like in the Nano. Even the B-pillar in the Nano is blackened out and there is a rear spoiler too (both are missing in the Alto 800). The Standard and LX variants of the Alto lack body coloured bumpers and full wheel covers which make it look cheap again. Thus amongst the two, it definitely is the Tata Nano which looks more appealing, thanks to its chrome inserts which don’t make it look like an automobile built to a price.

Interiors – The interiors of the Alto 800 feel better put together and look more appealing too. While the Nano feels the more airy of the two (thanks to the beige cabin and large windows), it’s the Alto 800 which feels less cheap on the inside. The centrally mounted instrument cluster on the Nano looks a bit out of place and the all black steering wheel looks very plain (the Nano gets all black interiors when the exterior is painted in Dazzle Blue colour). Both cars have digital odometers with a trip meter (the Alto 800 has two) and the Nano comes with a single wiper blade where as the Alto comes with two. Where the Alto loses out is in terms of features, the Standard and LX variants of the Alto lack front power windows while the LXi doesn’t even get an audio system. The VXi variant does get an audio system (with 2-speakers while the Nano gets 4) but doesn’t have Bluetooth capabilities, which is present in the top-end Nano CX. While the Nano gets both side mirrors, the Alto gets only the driver’s side (VXi gets both sides) but it is internally adjustable, which is missing in the Nano. The Nano gets twin glovebox but the Alto’s single glovebox is big enough to give almost similar levels of storage. The Nano gets central door locking, the Alto 800 doesn’t (the VXi variant gets it) and both cars have horrible pull/push type door lock/unlock knobs.

The Alto 800 is a longer car but in spite of that, it’s the Tata Nano which has more interior room. The tall boy design of the Nano means the view from inside is extremely good and you sit relatively higher compared to the Alto 800. The seats of the Nano offer better comfort than the Alto 800′s which are too thin and clearly feel like they are made to a price. While the Nano has adjustable front headrests, the Alto 800 has fixed. The Maruti lacks headroom at the rear but the Nano has plenty of headroom all around. Considering this, the Nano is a usable 4-seater vehicle but the Alto is best driven with only the front seats occupied (tall passengers won’t even find the front seats comfortable). The Alto 800 lacks a power socket (VXi gets it) but the Nano comes with one as standard. Both cars have good AC units. The Nano’s rear hatch door doesn’t open and one has to flip the rear seats to access the boot, very inconvenient. The Alto’s boot is bigger too at twice the size 177-litres, compared to the 80-litres boot capacity of the Nano.

Performance – Till now the Tata Nano was inching ahead of the Maruti Alto 800 thanks to its better styling and feature loaded cabin with more space. However the Alto 800 trumps the Nano when it comes to performance and there is no rocket science involved. Powering the Tata Nano is a 624cc, twin-cylinder engine which produces 38 PS of power and 51 Nm of torque, mated to a 4-speed manual gearbox. The Alto 800 uses a 796cc, 3-cylinder engine which produces 47.5 BHP of power and 69 Nm of torque, coupled to a 5-speed gearbox. Thus the Alto 800 is not only more powerful, it has a cylinder and gear extra which does show in its performance. The Alto 800 is more than 7 seconds faster in the 0-100 km/hr sprint and has a higher top speed by more than 30 km/hr.

Don’t go by the figures alone, the Tata Nano is not a sluggish car at all but the Alto 800 is just faster and better in terms of performance. Not only is the Alto’s engine more refined, it has very little vibrations too while the Nano’s motor does tend to vibrate quite a bit and doesn’t sound pleasing either. Neither motors are jerk free but both offer peppy performance for city driving (the Alto is peppier). The Nano’s lack of grunt doesn’t make it a car you would like to drive on the highways while the Alto is just about manageable with enough thrust to comfortably cruise at triple digit speed. The Tata Nano is the more frugal of the two and will return at least 3 km/l more mileage than the Alto 800. However the Nano has a 15-litre tank and the Alto 800 has a 35-litre tank which means you will head to the fuel pump more often in the Nano. Both cars come with light clutches and smooth shifting transmission but the Alto feels much more refined. Maruti Suzuki offers CNG variants of the Alto 800 and Tata Motors will soon launch the Nano CNG emax.

Driving Dynamics – Both these cars are poles apart in terms of drivetrain. The Nano is a rear-engine car where power is channelled to the rear wheels. The Alto 800 is a front engine, front-wheel drive vehicle. While the Tata Nano weighs around 70 kgs less than the Alto 800 (depending on variant), neither car is heavy and utilises a basic suspension setup. You can’t buy the Nano with power steering but you can get the Alto 800 with power steering which does make life very easy in the city. Granted the power steering variant is much more expensive (available in LXi) but at least one has the option of an assisted steering in the Alto. The lack of power steering in the Nano makes the wheel very heavy at parking speeds and there is little feedback and high inconsistency at speed.

In terms of handling, the Alto 800 handles decently well but the Tata Nano is the more fun car with its go-kart like handling putting a smile on your face. The low weight and grippy tyres give you confidence while pushing hard although there is body roll. The Nano has a smaller turning radius too (4 vs 4.6 metres) which makes taking tight turns easy. The Nano runs on 135/70/12 and 155/65/12 tyres at the front and rear respectively. The Alto 800 runs on 145/80/12 rubber and the higher profile tyres and gas filled shock absorbers do help in giving a better ride quality than the Nano. However both cars are easily ruffled by bad roads and big potholes. Both offer decent stability at speed. Where the Alto 800 again shines is the braking performance, it stops well and quickly but the Nano lacks bite and the pedal feels a bit spongy too. The Nano comes with all drum brakes but the Alto 800 gets discs at the front which inspires confidence while stopping.

Cost of Ownership - For a first time car buyer, the cost of upkeep of the vehicle is also a crucial factor. The Alto 800 is the fourth cheapest car to maintain as the Hyundai Santro and Eon are even cheaper in terms of service parts. But it’s the Nano which is not only the most affordable car in the world but also the cheapest to maintain. All its service consumables are cheaper than the Alto 800 and that too by a significant percentage. It’s only some mechanical parts which are more expensive but they are not regularly needed. Thus the Nano is overall the cheaper car to run and maintain.

Verdict – It’s quite clear who the winner of this shootout really is. For an entry level car buyer, cost plays a vital role and although the Alto 800 looks like a value for money proposition, the Nano simply blows it away in the VFM game. The Alto 800 does have a better engine and more appealing interiors but when you factor in the higher price and lack of features, things start going in the Nano’s favour. Many features (power steering, audio system, etc) are only available in the LXi and VXi variants (non-airbag) which are priced at Rs. 3.71 lakhs and 3.81 lakhs respectively. The base Nano starts at Rs. 1.90 lakhs and goes up to Rs. 2.65 lakhs (all prices on-road, Mumbai), thereby being more car for your money. Spending Rs. 1 lakh plus for a better engine doesn’t make sense unless of course you want power steering as there is no option of it in the Nano. You might not get the performance of the Alto 800 in the Tata Nano but what you do get is plenty of pep for city driving, good interior room, loads of features and a mouth watering price tag, all of which tip the scale in Tata Motors’ favour.

For a first time car buyer, the Tata Nano definitely makes more financial sense, as it is not only cheaper, but better in many parameters as well.

Further Reading –

Tata Nano Review
Maruti Alto 800 Review
Hyundai Eon vs Maruti Alto 800

The post Shootout – Tata Nano vs Maruti Alto 800 appeared first on MotorBeam - Indian Car Bike News & Reviews.

2013 Toyota Prius – Click above for high resolution picture gallery

Car Tested: 2013 Toyota Prius 1.8 Z6

Price OTR Mumbai: Rs. 40,43,960/-

The Prius is a practical hybrid vehicle that offers comfortable drivability with environment friendly characteristics.

This time around we bring to you a review of a rather unique vehicle, the Toyota Prius. Why Unique? It is modern, full of technology and it is a hybrid. It was launched initially in India in 2010 and has recently got a refresh in 2012. The Toyota Prius is directly imported into India as a CBU, hence the hefty price tag. The Prius is very different from other conventional cars in terms of looks as well as the way it drives. One more important thing it does what other cars do not, is offer low fuel consumption and lower CO2 emissions which helps save mother earth. So let’s find out what this Rs. 40 lakh car has to offer.

Motor Quest: The Toyota Prius was launched in 1997 and became the first mass produced hybrid car. Toyota has sold more than 30 lakh units of the Prius worldwide with majority sales coming from the USA and Japan.

Exteriors – Most of the automakers spend relatively more time on the drawing board when it comes to designing a hybrid or electric vehicle. There are no exceptions in the case of the Prius, as Toyota has paid special attention to the futuristic styling of this hybrid vehicle. It is indeed an attention seeker because of its unique design and for the fact that there are very few examples on our roads. Up front the Prius boasts of a sharp headlight cluster housing projector lamps along with a thin grille divided by the Toyota logo, which is highlighted in blue shade to tell that it’s a hybrid Toyota. On the front bumper it gets a wide air inlet that integrates fog lamps alongside vertically shaped turn indicators, which is a neat touch.

The side profile of the Toyota Prius reflects a fish like design. The steeply raked windshield blends with the swoopy roofline that ends immediately at the angular shaped tail of the car. There is a sharp shoulder line on the side that erupts from the headlights and continues till the tail lights. The 15-inch wheels look a tad small in proportion to the well-sized body. The rear is the most attractive part of the Prius, where the hatch acts as a rear windshield blended with the roofline, which drops flat at the end, pointed with a sharp edge that looks like an integrated spoiler. The rear bumper is big and chunky and the vertical tail lamps are sharply treated with shiny bits, attracting good attention at the rear.

Interiors – The distinct design theory continues on the interiors too. The unorthodox dashboard layout of the Toyota Prius is highly inviting and as soon as you enter the cabin you get a good sense of space and roominess because of the big panoramic sunroof and heavy dosage of light colour tones. The dashboard gets a two tone finish which houses a wide panel information display on the top which tells you live functioning of the hybrid system, distance to empty, digital speedometer and similar vehicle related details. In the centre you find a thin set of air vents that are unusually sized but are impressively capable of cooling the cabin within no time.

There is a dual glove box with good storage space. The steering wheel is convenient to use with all the necessary controls stacked neatly. The centre console is stretched back till the front armrest and has a hollow storage space underneath. The console comes with a host of buttons and a touch screen display featuring JBL audio system with good quality sound. In the middle, it houses a funky little gear joystick that is effortless to use. Overall, the build quality is not what you would expect out of a Rs. 30 lakh plus car. It also rattles a bit when you hit a sharp section of the road.

All the seats are supportive and at the rear it offers oodles of legroom and headroom. The Toyota Prius is wide enough at the rear without any floor hump to accommodate three people in good comfort. Rear view mirrors are wide enough and all-round visibility is good too. There are enough cubby holes and bottle holders to keep everything neat and tidy inside the cabin. As you lift up the heavy hatch, you find a wide boot space which can swallow a couple of suitcases but is shallow due to the spare wheel and battery placed underneath. It is equipped with heads up display, keyless entry with push button start system, ABS, BA, EBD, VSC, TCS and seven airbags.

Performance – Powering the Toyota Prius is a 4-cylinder, 1.8-litre petrol unit, married to a 60 kW (81 BHP) electric motor. It produces 134 BHP of peak power at 5200 RPM and 142 Nm of peak torque at 4000 RPM. Push the button to start the vehicle and nothing happens literally, apart from the electronics waking up and the display welcoming you. A gentle dab on the throttle gets the Toyota Prius moving with utter silence initially, as the vehicle runs on electric power at standstill and slow speeds. With gentle throttle input, it manages to reach 55 km/hr solely on electric power, post which, the petrol engine kicks in seamlessly. To gain momentum quickly from the beginning, you have to bury your right foot and the engine comes to action much early. It is impressive the way the petrol motor wakes up in motion and you won’t be able to notice until you observe the sound keenly.

The engine of the Toyota Prius has decent grunt for city driving as well as long runs with adequate pushing power. There are three modes to choose from – EV, ECO and PWR mode. In EV mode, the car runs only on electric power, which means limited speed, slow acceleration and rapid depletion of battery charge. In order to engage this mode, the batteries need to be fully charged. The ECO mode executes a balanced delivery of petrol and electric power, which is on the slower side but is well suited for city traffic conditions. The PWR mode provides with all the power available on tap and runs on the petrol engine most of the time. The acceleration gets quicker and the Prius collects speed with relatively less throttle input.

Coupled with this motor is a CVT transmission that provides continual power delivery. Because it is a CVT, there is no lag in gear change and there is constant power delivery but it feels typically rubbery, which is annoying when pushed hard and is quite audible. The hybrid system works efficiently in the Prius. When decelerating or braking, the battery gets charged and the engine cuts off, even while coasting there is no indulgence of the petrol motor, hence you get high fuel efficiency, which the company claims to be 25 km/l but we got 20 km/l on our test drive, very impressive indeed.

Driving Dynamics – The Toyota Prius is not a car you would like to throw around corners as the suspension is softly sprung for good ride comfort. The vehicle turns in to corners quickly but there is a bit of body roll that restricts you to push the Prius enthusiastically. The steering feedback is satisfactory, it is light at parking speeds and firms up when you go fast but still remains on the lighter side. It is effective off centre but on sharp corners you need to provide more input at high speeds.

The ride quality of the Toyota Prius is at par with a marshmallow, which means it soaks up the undulations and bumps orderly. The suspension only gets unsettled when you hit a sharp section of bad roads. High speed stability is good and lane changing is not a problem on the highways, it maintains its line because of the well engineered aerodynamics with a drag coefficient of 0.25, which is amongst the lowest in the world. Braking performance is effective but the pedal feedback could be better as it doesn’t feel sure footed and is a bit spongy.

Verdict – It is commendable the way Toyota has engineered the Prius to make it a very comfortable and practical car to drive. The interior and exterior design is very eye catching as well as distinctive. The use of technology and the way it has been put to use is worth appreciating. The high price tag just does not justify what this car has to offer and hence only those who wish to own something unique as well as people who would like to do their bit for the environment would go ahead and buy the Prius, hence the poor sales of this car in India. Earlier Honda came up with the Civic hybrid but eventually had to pull off the plug because of similar reasons. Toyota is planning to locally assemble the Prius in India, which will make it a compelling proposition for environment lovers.

The Toyota Prius may not be a very exciting or engaging car to drive but it has good grunt. The ride quality is phenomenal and the Prius is very convenient to drive too.

What’s Cool

* Ride Quality
* Cabin Space
* Futuristic Design
* Hybrid Technology

What’s Not So Cool

* CBU Pricing
* CVT Transmission

2013 Toyota Prius Specifications

* Engine: 1798cc, 4-cylinder With 60 kW Electric Motor
* Power: 134 HP @ 5200 RPM
* Torque: 142 Nm @ 4000 RPM
* Transmission: CVT Automatic
* Fuel Consumption: 20 km/l (City), 25 km/l (Highway)
* Fuel Type: Petrol and Electricity
* Suspension: McPherson Struts (Front), Torsion Beam (Rear)
* Tyres: 195/65/15
* Brakes: Ventilated Disc (Front), Disc (Rear)
* Safety: ABS, BA, EBD, VSC, Traction Control, 7 airbags

2013 Toyota Prius Dimensions

* Overall length x width x height: 4480 mm X 1745 mm X 1525 mm
* Wheelbase: 2700 mm
* Front/Rear Track: 1525/1520 mm
* Turning Radius: 5.20-metres
* Fuel Tank Capacity: 45-litres
* Kerb Weight: 1415 kgs

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

KTM Duke 390 – Click above for high resolution picture gallery

Bike Tested: 2013 KTM Duke 390

Price OTR Pune: Rs. 2,07,200/-

The Duke 390 offers heart thumping performance, it is one brutally fast machine.

The year 2013 has been a bit cold. Rising fuel prices and EMIs have sent auto sales plunging down (in both 2 and 4-wheeler segments). After a long wait, the launch of the KTM Duke 390 in India has been witnessed. Reviewers have been waiting to get hold of the Duke 390 and test it in Indian conditions. We could not wait, hence, we went ahead and brought you our initial impressions of the KTM Duke 390 on home soil last month. The Duke 390 is finally in our hands and we put it through all kind of roads to bring you a thorough review of the highly anticipated motorcycle you have been waiting for. So sit back, relax and grab your favourite snack because this KTM Duke 390 review is going to be a long one.

Motor Quest: KTM introduced the first Duke badged motorcycle in 1994, the Duke I 620. The Duke II came in 1998 and evolved into the Duke 690. Since then 990, 125, 200 and 390 models of the Duke have followed.

Styling – There is not much to say here. The styling of the Duke 390 is identical to the Duke 200 which is a love it or loath it design. The KTM Duke 390 also gets hand-guards as standard although they are missing on our test bike. You get the ergonomically scooped tank with long shrouds, slim headlight, well-crafted and purposeful engine belly fairing, minimalistic flat tailpiece and a chunky front fender. At the rear there is the gorgeous looking die cast aluminium swing arm, sleek LED tail lights, LED turn indicators, bulbous looking grab rails and the annoyingly long rear mudguard with the Indian specific sari guard and a tyre hugger. What KTM has done is something clever and cannot be ruled out. A new paint scheme and freshly designed graphics just for the KTM Duke 390 work well. Instead of the Duke, the 390 sticker is now the bold one on the bike. First KTM promoted the brand and now the capacity, makes sense.

The eye-catchy part of the KTM Duke 390 is the powder coated orange trellis frame and wheels, which have immaculate finish, and are loud in the flesh. When you see the Duke 390, it is a exactly like a Duke but a second look makes you realise that it is a Duke 390 all thanks to the bold ’390′ and orange wheels and frame. The paint signifies that it is something special. The orange trellis frame is seen on motorcycles such as the Duke 690, 990 and RC series of bikes. The orange wheels are seen only on flagship motorcycles, which are high performance forged Marchesini wheels, these are normal alloys but are painted orange to show it’s a special bike, even for the manufacturer. The difference from the 200 is the exposed ABS wires on the right side and under the fuel tank where the exposed wiring harness comes falling down with heat resistant material wrapped onto it. Looks a bit of a mess, but it is not a turn off either.

Instrument Cluster and Switch Gear – Yes, it is the same here too. We never liked the idea of the tachometer being digital and the LCD screen being small. It robs you of the fun which an analog tachometer offers. Where KTM makes up is the plethora of information, which it provides. A clock, temperature bar, economy readouts in European and Indian versions, side stand indicator, two trip meters, gear position, service due indicator, distance to empty, engine malfunction indicator and the usual shift light, neutral, turn, high beam indicators. What is new? Well, it is the unmarked ABS button right below the SET button and the ABS indicator on the top right side. The MODE, SET and unmarked ABS buttons are really hard to press and cannot be operated with gloves easily, they need some real hard pressing. Switchgear is identical too, which means top-notch quality. Back lit switchgear makes it standout (in the international motorcycle market).

Ergonomics – Naked street motorcycle rule number one has been followed with wide handle bars, upright sitting position and rear set foot pegs. Despite the simple setup, it gives you the feel that you are commanding a ‘big bike’. The rock hard seats on the KTM Duke 390 is typical of any big sport bike. Good for confidence and enthusiastic riding but not to everyone’s taste and comfort. A small specific we found is that the foot pegs are even more rear set then the Duke 200 by a small margin. Mirror stalks are long but the glass is small, so most above average built riders with jackets will find it hard to see what is behind clearly. Pillion seat is of no use until and unless you have a sidekick who has an extremely below average built and willingly volunteers to sit on this insane fast motorcycle.

Performance and Gearbox – Until now, everything was simple and sane. Powering this motorcycle is a heart of a monster. A single-cylinder, DOHC, 373cc engine pumps out 43 BHP of power at 9000 RPM and 35 Nm of torque at 7000 RPM. The engine is smooth and refined throughout the rev range and is loaded with technologies which are usually used in racing. The cylinder is sleeveless, hence coated with NIKASIL which is used to reduce wear and tear in modern four-stroke racing engines. The piston is a forged unit, which gives it a quick reviving nature and reduces heat. The cam and its follower are most prone to wear and tear because it keeps constantly sliding in a demanding high performing engine hence KTM coated it with diamond like coating for reducing friction by a huge margin which enhances performance in return.

Every important part of the Duke 390′s engine is on par with racing engines, which are used for endurance or track racing. This results in insane performance and exact engine characteristic which an enthusiast would dream off. The high tech components helps in weight reduction and this motor weighs only 36 kgs. One more fact worth considering is that the 373cc unit churns out a whopping 43.5 PS which means PS/litre number is an outstanding 118! This theory suffices that every single horsepower is used to deliver heart-pounding performance. In first gear the Duke 390 hits 56 km/hr, in second gear 82 km/hr, in third it does 105 km/hr, in fourth it maxes out at 135 km/hr while in fifth it tops out at 156 km/hr. While cruising at 100 km/hr in sixth gear, the engine is relaxed doing 5000 RPM and cruising at 120 km/hr in top gear results in 6000 RPM on the tacho, which means overtaking while cruising at these speeds doesn’t necessitate a downshift. However, heavy wind-blast is felt post 130 km/hr which is a bit irritating on long straight roads (KTM offers a windshield visor which will surely help to contain wind-blast to quite an extent).

Below 5000 RPM, the engine is as relaxed as any DOHC engine. Nevertheless, there is good low-end torque thanks to the capacity and taller gearing, which makes it relaxing to cruise around in town. The less frantic fuelling makes it more drivable, unlike the Duke 200 where you bump into the limiter almost all the time. Overall it is less frantic with smoother fuelling and taller gearing. Even with the taller gearing you don’t have to rev the hell out of the engine due to the narrow power band, which is from 2000 RPM to 10,500 RPM rather than 12,000 RPM in most bikes. This is perfectly aligned with street bike characteristic. To give you an example of the gearing, the Duke 200 uses a 43T rear sprocket while the Duke 390 uses a 45T rear sprocket. However, it is not easy to ride in town as the engine heats up a lot like any other liquid-cooled sports bike. You will have to keep speeds above 60 km/hr in third gear or above to avoid the heat. However, once you cross 5000 RPM, the Duke 390 turns into a Nuke and shoots forward with the urgency of a missile.

300 BHP per tonne can no way be tagged as tame. You don’t feel anything that is going inside the engine, it just shoots forward with utmost smoothness and feels like a two-stroke engine of yesteryears. If we give this motorcycle to a two-stroke lover, he would go the petrol bunk and ask the pump attendant to mix oil and petrol. The acceleration is the party piece of the KTM Duke 390 and it is fabulously savage. Accelerate in a rush in first gear and you are bound to do a 75-degree power wheelie on the Duke 390. It gives you a rush, which you cannot imagine until and unless you ride it. Front is very lively when accelerating hard and it bounces a bit, it is not scary but it’s the part of the riding experience which displays the ferocity of the power to weight ratio. 60 km/hr is dealt in less than 3 seconds. 100 km/hr comes up in a recorded 5.8 seconds and the top speed is a whopping 160 km/hr which comes as soon as you shift into sixth gear and there is hardly any wait. There is a wait though, which is for 170 km/hr, which can be extracted only if roads and nature support. The engine is much louder and throaty with the use of the same underbelly type exhaust as the Duke 200. Although it does not sound sporty or pleasing but it sounds exactly as the characteristics it possess, a growling monster.

Riding Dynamics – Armed with a trellis frame, WP upside down forks at the front and WP monoshock at the rear (which is directly mounted on the swing arm), the KTM Duke 390 has excellent dynamics. Pottering around in the city is a point and shoot affair. It is as easy as entry-level motorcycles. High speed stability is excellent due to stiffly sprung suspension and slightly longer wheelbase than the Duke 200. On a twisty roads is where the Duke 390 comes alive. The Duke is very agile when turning into corners and completely planted through the sweepers. You can just keep on changing directions repeatedly if you want to keep up the pace on endless twisty roads. Steering feels minutely slow due to added weight and longer wheelbase when compared to the Duke 200, which it shares the platform with. Nevertheless, the fun factor and grin levels are the same as the younger sibling.

Grip levels on the Duke 390 are phenomenal in the wet. The bike stays planted like it’s in the dry thanks to the super grippy Metzeler M5 Sportec tyres. The Duke 390′s tyres are the same dimensions as the Duke 200 but since this motorcycle is capable of doing more speeds even more quickly, an upgrade was necessary. The 300 mm disc at the front uses a four-pot radial calliper and the 230 mm disc at the rear uses a single pot calliper, which assisted by ABS works very well to stop the Duke 390, right in its tracks at any given speed. ABS pulsating was not experienced more than once which was when we stood on the brakes at 150 km/hr. Ride quality is properly stiff and ride is harsh. Mid corner bumps will unsettle the bike if you are going too fast. It gobbles small potholes with ease but bigger craters of our monsoon roads really ruin the comfort when it comes to city riding. The ride is liveable though as most of the bumps don’t filter as much as they do on normal motorcycles due to 150 mm suspension travel on both ends.

Verdict – Overall, we think the KTM Duke 390 is magnificent. The Duke 390 screams performance. Every part of the engine is thoughtfully engineered to provide racing experience and utmost reliability. This KTM is what the Duke 200 should have been. Having said that, the 390 becomes a sweeter deal with far more control, added practicality for Indian conditions and ABS coming as standard. At this price, it is wet dreams come true for motorcycle enthusiasts. You can only understand the magnitude when you start the engine and accelerate into the horizon biblically quick. This is something you imagined can only be felt with superbikes which come at ten times the price. Everything about the KTM Duke 390 is 10 or 20% better than expected and praise does not get higher than that. The Duke 390 is the only bike in India, which will thoroughly appeal to both the heart and head. This truly is an entry-level sports bike you have been waiting for all these years.

The KTM Duke 390 is an all out pocket rocket and the way it accelerates can leave you spell bound. There is simply nothing at this price which can even come close.

What’s Cool

* Performance
* Handling
* ABS
* Metzeler tyres
* Value for money

What’s Not So Cool

* Engine heat
* Pillion seat
* Small cluster
* Ride quality

2013 KTM Duke 390 Specifications

* Engine: 373.2cc, 4-valve, single-cylinder, water-cooled, DOHC
* Power: 43.5 PS @ 9000 RPM
* Torque: 35 Nm @ 7000 RPM
* Transmission: 6-speed manual
* 0 – 100 km/hr: 5.8 seconds
* Top Speed: 170 km/hr
* Fuel Consumption: 25-28 km/l
* Fuel Type: Petrol
* Suspension: Upside down forks (Front), Monoshock (Rear)
* Tyres: 110/70/17 (Front), 150/60/17 (Rear)
* Brakes: 300 mm disc (Front), 230 mm disc (Rear), ABS

2013 KTM Duke 390 Dimensions

* Length x Width x Height: 2002 mm x 873 mm x 1274 mm
* Wheelbase: 1372 mm
* Ground Clearance: 170 mm
* Fuel Tank Capacity: 11-litres
* Kerb weight: 154 kgs

Pictures – Anannd Sampat

Further Reading -

KTM Duke 390 Video Review
KTM Duke 390 vs Kawasaki Ninja 300
KTM Duke 390 vs Yamaha RD350

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

Kawasaki Ninja 300 vs KTM Duke 390 – Click above for high resolution picture gallery

Shootout – KTM Duke 390 vs Kawasaki Ninja 300

Both the Duke 390 and Ninja 300 offer borderline savage performance.

Orange vs Green. A battle which isn’t that obvious because the only thing common between both these motorcycles is the showroom space which they share. The KTM Duke 390 vs Kawasaki Ninja 300 might not look like a sensible fight but believe you me, it is. On one side you have the Japanese samurai (the Ninja 300 evolves from the Ninja 250) which has dominated the entry level performance segment for 20-years on a trot. On the other side we have a product which is the result of an Indo-Austrian joint venture. The common connection between KTM and Kawasaki is Bajaj Auto, making this a sibling rivalry (in India at least). Globally the KTM Duke 390 and Kawasaki Ninja 300 fall in a similar price range and battle it out with each other but in India the price difference between both is quite a lot. Price aside, which is the better motorcycle? This is a shootout between single vs twin, naked vs faired, Austria vs Japan and so on and so forth. Let’s get rolling.

Styling - Looks are subjective but most will agree that the Kawasaki Ninja 300 is the more attractive vehicle. Both bikes take heavy styling inspiration from their elder siblings (the Ninja 300 from the ZX-6R, ZX-10R and the Duke 390 from the Duke 690, 990). The KTM Duke 390 does end up looking a bit small considering it’s a 375cc machine. Being identical to the Duke 200 in styling removes the wow factor although the colour scheme does make it stand apart from its younger sibling. The Duke 390 uses LEDs even for the indicators which shows the attention to detail. While the Duke 390 flexes all it’s muscles with the naked styling, the Ninja 300′s full faired design makes it look bigger than it actually is, with the motorcycle being longer and wider than the Duke 390, thereby appearing more substantial. Everything from the twin headlights to the unique wheels make the Ninja 300 the winner in the styling department and you simply can’t miss it on the roads, specially when it’s painted in Kawasaki signature candy lime green.

While the KTM Duke 390 is very well put together, the exposed wiring robs away full marks in the fit and finish section. Some parts come from the Pulsar which might not be appreciated by everyone. The Kawasaki Ninja 300 is almost faultless when it comes to built quality with fit and finish levels being truly top notch in every way. There is no grab rail on the Ninja 300 but a recess is hidden below the seat, a neat touch.

Ergonomics - You sit upright on the Duke 390 piloting a wide handle bar. The bike is a comfortable tourer but the seat is hard and the mirrors are a bit small. The Ninja 300 has a dedicated steering with clip-ons. You sit lower and the foot pegs are set high. Even though the Ninja 300 has a slightly aggressive riding position, the bike is extremely comfortable. Both these motorcycles are suitable for tall and short riders alike but the Ninja 300 offers better overall ergonomics.

Instrument Cluster and Switch Gear - While the KTM Duke 390 employs a completely digital console, the Kawasaki Ninja 300 uses an analogue tachometer with almost everything else being digital. The Ninja’s console is bigger and is much easier to read at all speeds. The Duke displays an array of information but the tachometer is too small and when you consider redline comes in early and the 390 revs quickly you realise you can’t really see the tacho clearly when you give this KTM the beans. The Ninja 300′s console boasts of bigger fonts and the big tachometer is right in the line of vision, which makes it win in this department as well. Switch gear on both bikes is good but the Ninja edges ahead with its piano black finishing on the switches. The mirrors on the Ninja 300 are positioned more outwards than the Duke 390 and offer better rear visibility. Both bikes offer good illumination in the night but the Ninja 300′s twin headlights are better as they light up the entire road. The Ninja also comes with a daytime running light.

Performance - Till now the Ninja 300 seems to be justifying its premium but does it hold a candle to the Duke 390 which not only produces more power and torque (44 PS vs 39 PS and 35 Nm vs 27 Nm) but is lighter too (by 18 kgs). This results in the Duke 390 having a higher power to weight ratio of more than 300 PS per tonne vs 226 PS per tonne on the Ninja 300. Well, we won’t spill the beans just yet but remember both bikes have the best tech in their engines from these manufacturers. Have a look at the drag race below.

As you can see the Duke 390 is faster than the Ninja 300 right from the word go and is very quick off the line, only to be caught up post 130 km/hr, where the Kawasaki comes in its own and pulls strongly to 160 km/hr. But what this quarter mile result doesn’t show you is how quickly the Ninja 300 pulls at high speeds. Even though the Duke 390 has higher displacement, it’s only a single cylinder unit which has its flaws. The Ninja 300′s parallel twin power plant is terrifically refined and vibrations are completely missing. The Duke 390 vibrates quite a bit when you thump the starter and while it isn’t unbearable, it simply can’t match the Ninja 300 when it comes to refinement. Running a higher compression ratio than the Ninja 300, the Duke 390 tends to knock a bit when you use lower octane fuel.

Although the KTM Duke 390 has more torque, we prefer the Kawasaki Ninja 300 in the city even though it feels a bit heavy to manoeuvre in traffic. We choose the Ninja for city duties because Kawasaki has done a fantastic job of directing away heat from the rider. The air flow through the fairing dissipates heat away from the rider and the Ninja 300 doesn’t heat at all, no matter how many times you redline it. The Duke 390 heats a lot in city conditions and riding in stop go traffic can give your legs a heat massage. The higher ground clearance (by 30 mm) on the Duke 390 is a boon and one needs to be careful in the Ninja 300 over large speed-breakers.

So what is more fun? Both these motorcycles are fast, the Duke 390 boasts of faster 0-60 and 0-100 km/hr times while the Ninja 300 has a higher top speed. The Duke and the Ninja are both tall geared but the 390 has a narrow power band to play with, hence it’s faster in the city and the highway because you need to change gears less often, thereby requiring lesser throttle inputs. The KTM has a tendency to power wheelie in first gear, such is the amount of thrust it packs. The Ninja 300′s power is delivered in a linear fashion. The Kawasaki really comes alive after 6000 RPM and redlines at a stratospheric 13,000 RPM. The madness in the Duke 390 starts after 5000 RPM and redline comes in quickly at 10,500 RPM. Both engines are undoubtedly terrific but the Ninja’s motor is somewhat better and the fuelling is spot on with absolutely no jerkiness right from 2000 RPM all the way up to 13,000 RPM. The parallel twin heart sounds really pleasing to the aural senses. The Duke 390 roars but doesn’t sound anywhere as sweet as the Kwacker, which sounds like a jet fighter when on full steam.

Both these motorcycles use a 6-speed gearbox, offering smooth shifts but the Ninja 300 is better with slightly slicker shifts. What really sets the Ninja 300 apart is the slipper clutch which lets you downshift aggressively and comes in handy when you are riding aggressively on the twisties. Both these machines are equally frugal and will return a mileage between 25-30 km/l, which is not that a big deal as a person buying a performance bike isn’t as sensitive to mileage. However the Kawasaki has a bigger tank (6-litres bigger) which plays a vital role when you plan to ride on long journeys. The Ninja 300 also has an ECO indicator which helps you the stretch the mileage further when not in the mood for fun and games.

Riding Dynamics - On the hardware front, the KTM Duke 390 seems richer than the Kawasaki Ninja 300. The KTM uses a trellis frame along with upside down forks. The Ninja settles for conventional telescopic forks with a twin spar frame. What really plays a vital difference between both bikes are the tyres. The Duke 390 uses super awesome Metzelers which offer terrific grip in both dry and wet conditions alike. The Ninja 300 doesn’t offer the same levels of grip as the Duke 390 because of the inferior tyres. The super sticky rubber aids in pushing the Duke 390 more aggressively around corners as it feels very nimble and agile compared to the Ninja 300. That said, the Ninja 300 is the more confidence inspiring bike thanks to lower suspension travel and a chassis which sits a lot lower then the Duke’s. However the difference is not a world apart and both are well accomplished in terms of dynamics in their own way. A rider can thoroughly enjoy pushing both of them through a set of twistes, with a wide grin on his face.

The Duke 390′s suspension is very stiffly sprung which makes it very difficult to ride on bad roads, you either slow down considerably or your back takes the toll. The suspension on the Ninja 300 is very well tuned and absorbs most of the bumps without transferring anything to the rider. So the Ninja 300 has better ride quality, bigger tank, hooks under seat (to tie luggage) and a more comfortable seat than the Duke, which all results in the Ninja 300 being a very good bike to tour on, without getting tired. The aerodynamic design and large front screen means wind blast is well contained at high speeds, where the Duke 390 is severely affected (too much wind blast post 130 km/hr). The Ninja 300 is the more stable bike and stays firmly planted at even 150 km/hr, which means you can hold high speeds for longer with ease.

It’s a shame Kawasaki does not offer ABS on the Ninja 300 in India, a feature KTM offers as standard on the Duke 390. The brakes on this baby Ninja are simply not up to the mark and tend to wear out very quickly. It uses petal discs and ABS is offered in global markets. The Duke 390 uses four pot radial callipers at the front, single pot calliper at the rear, ABS and sticky tyres, all of which ensures shedding high speeds is effortless and confidence inspiring. KTM has gone the full monty and even given the Duke steel braided brake lines!

Cost of Ownership -Both these performance bikes are serviced at the same place but the Duke 390 is cheaper to live with. The KTM being heavily localised means parts are cheaper and so are the service costs. The average service cost of the Kawasaki Ninja 300 are much higher than the KTM Duke 390 (almost double) but quality of service should be more or less the same between the two.

Verdict - and the winner is… the Kawasaki Ninja 300. Who saw that coming? Yes the Duke 390 has better hardware, far better brakes and is tremendous bang for the buck but the Ninja 300 is an almost faultless bike (save for the lack of ABS and price there isn’t much going wrong with the Kwacker). The Duke 390 is a terrific product, it’s fast, nimble and surefooted but it somehow doesn’t tingle the emotional senses like the Ninja 300 manages to do. However the Kawasaki Ninja 300 costs a whooping Rs. 3.94 lakhs, while the KTM Duke 390 costs Rs. 2.07 lakhs (all prices on-road, Mumbai) and for sheer value alone, the Duke 390 wins our vote.

The Kawasaki Ninja 300 edges ahead of the KTM Duke 390 as a better engineered product but the Duke 390′s value for money quotient simply can’t be ignored. At Rs. 1.87 lakhs less than the Ninja 300, the Duke 390 is terrific value and a real pocket-rocket for Indian bikers.

Further Reading –

Kawasaki Ninja 300 Review
KTM Duke 390 Review

The post Exclusive Shootout – KTM Duke 390 vs Kawasaki Ninja 300 appeared first on MotorBeam - Indian Car Bike News & Reviews.

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The Juke-R is a result of a quirky idea and some cool engineering between a manufacturer and a specialist builder.

As motoring journalists, we do come across examples of intense engineering in the industry. And most of the radicalism is usually the handiwork of in-house tuner set-ups where a bunch of performance hungry engineers lend their magic touch to stock machines. But, what we witnessed with the Nissan Juke-R virtually pulverizes what we have been exposed so far. In what we would describe as the most radical piece of innovative engineering comes from Nissan who began sounding an idea to pump some steroids into its lifestyle Juke crossover SUV. The normal way to go about it would be to either bump up the engine’s existing power, change the transmission, tweak and stiffen the chassis and get some tarmac gripping rubber or at the most drop in a bigger displacement engine with bells and whistles.

Motor Quest: The Nissan Juke is a compact SUV which was launched in 2010. It has been a massive success but Nissan has no immediate plans to launch it in India. The Juke is smaller than the Duster/Terrano and is also offered with the same 1.5-litre k9k diesel engine.

Not good enough said the boffins at Nissan. How about dropping the GT-R’s powertrain in the Juke instead? At first, this may seem a ludicrous idea, but that hasn’t stopped Nissan going ahead with such a project with both left and right hand drive models. Both variants have their creative origins in the UK as a result of a collaborative effort between Nissan’s Technical Centre Europe (NTC-E) and motorsports outfit Ray Mallock Limited. It took 22-weeks from start to finish and after a couple of teaser rounds about the concept. Technically, the Nissan Juke-R is not a production car but a special, road legal concept car. At first glance of this matte black car, when compared with the stock Juke, the Juke-R’s physical dimensions are closer to the stock Juke more than your regular GT-R. The car shares the same length and height but sports a 226 mm shorter wheelbase.

The Nissan Juke-R is wider (by 145 mm) with the front and rear tracks being asymmetric with extra flared wheel arches accommodating 20-inch RAYS forged alloy wheels shod with high performance low profile tyres. Performance related aerodynamic tweaks are also visible besides the sculpted side skirts/rocker panels, at the rear of the car there’s a dynamic split rear wing designed specifically to help the front heavy car with down-force at high speeds. Interestingly, there are no extra cooling arrangements such as oversized radiators or visible extra ducting. Mallock reconfirmed the cooling systems in the car were all stock from the GT-R

A critical look at the packaging inside out reveals that this isn’t just a cut and paste job. First, it is clear to the trained eye that the Juke-R is not just a GT-R on a Juke body. We are aware of the dimensions of the GT-Rs powertrain and trying to retrofit this in the Juke has demanded a critical amount of engineering work to be done by RML. When it came to the Juke’s new engine, fitting a twin-turbo V6 (besides extra two cylinders and more than double the displacement) where a transversely-placed four-cylinder used to exist meant that the Juke’s stock floor pan had to be taken out entirely and a new fabricated floor along with a redesigned and stiffer bulkhead were created to accommodate the engine that now lives deep in the Juke’s cabin. To further reinforce the cabin and help in torsional rigidity, a custom fabricated roll-cage was welded in.

Most of the other kit in the cabin come from the GT-R including the dashboard and instrumentation and 7-inch TFT screen. As a purely functional road legal car, there’s even mod cons such as air-conditioning, the stock GT-Rs audio system, multifunction steering wheel, bright red engine start button among others. However, the biggest change is in the car’s accommodation. Instead of keeping the base Juke’s five-seat layout, this modified car is strictly a two-seater with OMP racing seats. The designers and fabricators have done a great job in balancing form with function with key elements from both the GT-R and Juke with each clearly complementing each other. The dashboard is 4 inches closer to the driver and so is the central console, by an inch. This arrangement has ensured that the driver can still operate the touch screen and drivetrain switches.

Under the bonnet and tightly placed in the engine bay is a familiar sight, which is the GT-R’s 485 BHP 3.8-litre V6 twin turbo engine from the pre-revised 2011 edition. While the Juke-R is marginally heavier than the GT-R, with this package it can still propel the car from a standing start to 100 km/hr in just 3.7 seconds, before continuing on to a top speed of 257 km/hr. The car’s suspension package which defines the handling is quite interesting. While Mallock did the majority of the developmental tuning as the build progressed, logging thousands of miles in the process it was found that a combination of components from two model years worked best. The front suspension comes from the 2011 model, while the rear is from the 2010 edition.

Driving Impressions - The first thing I noticed when entering the Juke-R is that it feels like a luxury race car. However, one does note that the sitting position is different. In the Juke-R, you actually sit further back when compared to the standard car. Fully bolstered in OMP racing seats with five belts to ensure a tight fit, it’s still comfortable. Once I was strapped in, and with Michael Mallock as my co-passenger-cum-track guide, after a brief introduction he indicated I was ready to push the familiar starter button found in the GT-R to bring the Juke-R to life. Since the car was built in 2011, and the 2012 GT-R has some revisions (including a power bump and some minor exhaust acoustic changes), the engine note and exhaust note of the Juke-R is identical to the old GT-R.

Once out of the pits, the first lap was a familiarity lap and when I first turn the wheel to join the track, I did note there’s a fair amount of nimbleness in the steering feedback not found in the GT-R (which I lapped on track before the Juke-R). The Juke-R feels much livelier and the instant gratification comes when the pedal meets metal and the tingling feel of weight shifting when slamming the brakes in particular. What surprised me was the initial turn-in capability, which is incredibly crisp and immediate. Even with the tight chassis, there’s a bit of body roll and the AWD system of the GT-R works its magic as expected.

On the long straights on the track Mallock encouraged track experienced drivers to push the car to the limits, something which I would never push. With my reasonable track driving capabilities, I saw the speedometer needle over 208 km/hr and was extra cautious with hard braking zone, where I noted that the Juke-R had a tendency to get light in the back and wiggle its rear just a bit and by the time you realized it, the car has recomposed itself, just like the GT-R. It’s amazing how the intelligent electronics are able to give this crossover a planted feel, quite similar to the GT-R. Of course, one has to factor in the packaging of both cars (GT-R and Juke-R). In reality performance and handling can not be identical and this is attributed to the higher centre of gravity and shortened wheelbase of the Juke-R.

I had real fun in ensuring that the car’s low-profile performance tyres really worked hard for grip and at the same time managed to manoeuvre the vehicle incredibly hard through and out of corners. It’s a uniquely amazing driving experience and given a bit more time, four-wheel drifts out of any corner would be just a natural extension. The Juke-R is real fun to drive, thanks in part to the GT-R’s double-clutch transmission, which requires you to do nothing more strenuous than grab the gear selector and slot it into ‘A’ for automatic shifts or ‘M’ if you want to use the steering wheel-mounted paddle shifters. At just over 1800 kgs (around 60 kgs more than the GT-R) the Juke-R is no flyweight, but with all that power and torque it is able to exhibit similar physics defying feel as Nissan’s iconic flagship. The idea of giving the car a shorter wheelbase and wider asymmetric track does make it so agile, especially the way it turns into to corners.

Verdict - By far, there’s no dispute that the Juke-R is one of the most exhilarating vehicles currently wearing a Nissan badge and this near-500 BHP Juke-R is an incredible machine. While there’s Nissan’s in-house Nismo which could bring up its own version of a souped up Juke, while appreciating the fact that for now, Nissan says this is a PR exercise, we think it will be hard for Nissan to ignore the tremendous reception the Juke-R has already received throughout out the world. In fact, two production models have been sold to high profile sheikhs in UAE while three more are confirmed. What we do know now, these cars will be unique, niche and extremely limited in numbers and will considerably appreciate in value in the coming years.

Nissan teamed up with Ray Mallock Racing, which has worked closely with the company’s motorsport projects for the past two decades, running the R90C prototype at Le Mans in 1990 and the 90s BTCC team. Ray Mallock also developed the Micra-R in 2003, a supercar with a Nissan Primera race engine where the rear seats used to be. It’s that car which inspires the new Juke-R.

Q & A with Michael Mallock

MotorBeam - What made Nissan go for this idea?

Michael Mallock - It started as an idea to add more fun in the Juke. From the onset it was clear that the Nissan Juke-R is not a production car but a special, road legal concept car.

MotorBeam - How were you involved?

Michael Mallock - We were approached by Nissan to create two versions of the Nissan Juke-R – one in left-hand-drive and one in right-hand-drive and as you can see, both cars are here in Dubai.

MotorBeam - How long did it take to complete the project?

Michael Mallock - From idea conception, approval and engineering to final sign off, 22 weeks.

MotorBeam - What were the major engineering considerations?

Michael Mallock - Since this crossover SUV was to be performance oriented with the genes of the GT-R, RML had to design the engineering package in such a way that it complemented the packaging over all as per intentions. We had plenty of information on the Juke and GT-R, so we had the ability to figure out theoretical spring, anti-roll bar, sway bar, and damping rates needed. Components for the suspension comes from 2010 and 2011 modes of the GT-R, but firmness was increased significantly to help minimize body roll, as everything on the Juke R had to be stiffer and firmer.

MotorBeam - Obviously, this is no ordinary job. What’s been the most difficult part of the assignment?

Michael Mallock - The most difficult bit I would say was packaging. As you know, the GT-R has a big driveline, so we always knew that was going to be a challenge getting that into the Juke body. Besides floor pan and bulkhead modifications, we had to reduce the wheelbase of the stock Juke by 9.8in.

MotorBeam - How did the sign off take place?

Michael Mallock - We worked closely with Nissan’s Tech Center in Europe throughout the process. When both sides were satisfied with the car, we had experts from Nissan to drive the vehicle to confirm its findings. Both companies worked together on the final sign-off procedure to get the two vehicles certified for dynamics and safety.

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Car Tested: 2013 Tata Indica eV2 LX

Price OTR Mumbai: Rs. 5,72,910/-

The Tata Indica receives minor changes yet again but remains very similar to the previous model.

The Tata Indica has no doubt shaped the Indian car market by being a product with many firsts. It was the first Indian car to have AC and power windows as standard, features which were found only on sedans. The Indica has made the common man consider cars as it was the only hatchback in its hay days to feature a diesel engine, thereby making sense in running costs. Now 15-years down the line, Tata Motors continues to sell the same Indica, which has been updated several times. What doesn’t change though is the shape. The Tata Indica has evolved but it’s no Porsche 911 that it won’t look dated. The Indica even with frequent make ups has started to show its age. However the Indian automobile giant continues to sell it by calling it the “new Indica” every time it facelifts it. Does the Tata Indica make sense when you can get more modern vehicles at this price? We take a quick spin to answer that very question.

Motor Quest: The Tata Indica was launched in 1998 and was India’s first indigenously developed passenger car. It is also Tata Motors’ (then Telco) first passenger vehicle.

Exteriors – Tata Motors has made minor tweaks to the styling of the Indica yet again. When it was launched (even in the V2 avatar), the Indica was quite an appealing vehicle. But today, no amount of chrome can hide the vehicle’s age. The Indica looks dated and Tata Motors has done its usual bit of adding a chrome strip at the rear and turn indicators on the rear view mirrors. Sadly this is not enough of an update to the design of the vehicle although we like the brownish maroon colour which has been added to the palette.

Interiors – Step inside and you are greeted by the familiar Indica cabin, which keeps evolving over time. While the dashboard design remains similar to the V2, the 2013 Indica gets improvements in quality along with dual tone interiors of ebony black and sahara beige. The seats are now beige in colour with similar coloured inserts making their way on the door pad. The side AC vents, centre console, gear knob and glove box knob are finished in silver metallic colour.

The 4-spoke steering wheel gets ebony black finish but sadly the steering wheel is so big, you feel it’s lifted out from Tata’s 407 truck! The rear view mirrors are electrically adjustable and a digital clock has been placed on the centre of the dashboard. The driver side power window gets one touch function but the location of the switches (in the centre console) is ergonomically wrong. The audio system gets Bluetooth connectivity and audio quality is decent. The AC works well to chill the cabin quickly.

Where the Indica continues to score well is the space. The vehicle boasts of excellent interior room for all passengers and this car can truly seat five in comfort. The use of beige makes the cabin a bit more airy and the large glass area ensures that passengers feel at ease even on long journeys. The seats offer good comfort although the rear bench doesn’t have adjustable headrests. Boot capacity is good and there are quite a few storage spaces inside the car including a new magazine and cup holder in the front doors. There is a storage area below the steering wheel as well.

Performance – Lift the rather heavy hood and you will be greeted by a 1.4-litre diesel engine, which Tata Motors has badged as ‘CR4′. This motor has the intercooler mounted at the top and gets no updates for 2013. The company claims a mileage of 25 km/l and you shouldn’t find it difficult to extract 17-18 km/l in real world conditions. NVH levels are surprisingly good and the motor isn’t much audible at low engine speeds. However when you push it near its 5000 RPM redline, it does get heard. This engine does decently in the city while performing very well on the highways, thanks to the taller gearing.

The Indica eV2 has a clutch to start operation and once on the move, you will realise there is considerable amount of turbolag. Once past 2000 RPM, the Indica starts to pull decently but you do need to downshift frequently to get going. The oil burner doesn’t struggle till 120 km/hr but in-gear acceleration isn’t its strong point. The pre-2013 Indica was known to have a rough gearbox but the company has updated the transmission with this facelift. The Indica now uses a F-shift gearbox which has a cable shift instead of a linkage. This helps in smoother cog swapping and the vibrations have reduced too. However there is still some rubbery feel in the way this lever operates. The clutch is light and overall performance sees a minute improvement due to the improved gearshift.

Driving Dynamics – The Tata Indica has never been applauded for its handling and the latest model is no different. What really robs away the feel from the car is the extremely large steering wheel (placed too high) and imprecise feedback from it. There is quite some body roll and the Indica is not a car you would push through the corners as it simply doesn’t convey to you what’s happening at the front wheels. High speed stability is good though and the Indica doesn’t feel unsafe or nervous at triple digit speeds.

Where the Indica does fare very well is the ride quality. The vehicle has been known for absorbing most of the bumps on the road and Tata Motors has now updated the suspension shifting to a dual path front suspension which enhances ride comfort slightly. The Indica gobbles up most of the bumps on the road with authority although low speed ride isn’t as comfortable with a bit of bouncyness being felt by rear seat passengers. The brakes offer decent stopping power but the pedal positioning needs a re-think as their placement is very odd.

Verdict – As can be seen, not much has changed and the Tata Indica continues to soldier on in the same manner as it used to last year. Tata Motors has recovered the development and fixed costs) of the Indica long time back so it makes a lot of financial sense to keep the car going in its current form. Sure the Indica makes a lot of sense for taxi operators with its generous cabin, attractive price and high fuel economy. But if the company wants to lure private buyers, the Indica needs a bigger update, a more substantial one which will help it stand strong in front of more established and better engineered products.

The updates to the Tata Indica will keep it going strong in the taxi segment but aren’t enough to make private buyers consider it.

What’s Cool

* Ride quality
* Interior space
* Mileage

What’s Not So Cool

* Dated design
* Average dynamics

2013 Tata Indica Specifications

* Engine: 1396cc, 4-cylinder, DOHC, 16V, CR4
* Power: 70 PS @ 4000 RPM
* Torque: 140 Nm @ 1800-3000 RPM
* Transmission: 5-speed manual
* Top Speed: 160 km/hr
* 0-100 km/hr: 15.50 seconds
* Fuel Consumption: 18 km/l (City), 20 km/l (Highway)
* Fuel Type: Diesel
* Suspension: Dual-float
* Tyres: 165/65/14 Tubeless
* Brakes: Discs (Front), Drums (Rear)
* Safety: Engine Immobiliser

2013 Tata Indica Dimensions

* Overall length x width x height: 3690 mm X 1665 mm X 1500 mm
* Front/Rear Track: 1400/1380 mm
* Wheelbase: 2400 mm
* Ground Clearance: 165 mm
* Boot Volume: 220-liters
* Turning Radius: 4.9-metres
* Fuel Tank Capacity: 37-litres
* Kerb Weight: 1105 kgs (LX)

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

KTM Duke 390 vs Yamaha RD350 – Click above for high resolution picture gallery

Both bikes offer insane performance and are the fastest made in India motorcycles of their era.

KTM Duke 390 vs Yamaha RD350, you read it first on MotorBeam. It’s not every day when milestones occur and you are there, in that particular era to witness it. It’s a privilege, which very few witness. The two machines we have here today belong to different times. Both these machines came and conquered hearts instantly. They are not here for a face off or to prove anything. It’s the parallels which they share, reunites them. Just like two friends meeting after almost three decades, sharing a laugh over the same jokes, which they cracked in their childhood.

Ladies and gentlemen, on the left side of the corner from the land of the rising sun is the iconic speed king, the dragon from Japan who spits blue smoke rather than fire, ever since the 1980’s, the Yamaha RD350! On the right corner, we have the finest finesse from ‘eastern kingdom’ painted in loud orange, it comes from, where music is more important than food, the Mattighofen growler, the sprinter, the KTM Duke 390, the new generation speed king, a modern interpretation of the icon which left us with no other choice than up till now.

Enough has been said about both these motorcycles. The Yamaha RD350 has still been in the talks after its launch in the late 1980’s because there was not a single machine, which matched the sheer symphony and bliss of what the RD350 provided. Shocking part is that all this happened when most of us were in diapers. The Duke 390 on the other hand, well, ever since it was a concept, it has been a celebration with goose bumps rather than balloons. The feel of the Duke 200 and specifications of the Duke 390 combined such a fury that impatient enthusiasts just could not wait to get their hands on this machine.

The Yamaha RD350 looks like a thorough classic. It is best described in two words, chrome everywhere. The handlebars, the gleaming exhaust pipes, front fender and plain yet beautiful touch to the side panels and no nonsense fuel tank and round headlight are the real highlights on the RD350. The low stance and wide and long seat give it thorough classic feel. The Duke 390 is a modern playboy. Wearing hooligan loud colours and sleek machined body parts make it undoubtedly resemble its elder siblings.

Let us get a bit logical now. When you compare these two machines, there is a subtle amount of differences. The 373cc Duke 390 is a single-cylinder unit producing 43 BHP of power, weighing 154 kgs and sprint from 0-100 km/hr in 5.8 seconds. The Yamaha RD350 is a legend for a reason. Each one of the two-cylinders displace around 173.5cc, which when you observe are today’s workhorses, for an example a 180cc motorcycle. The parallel twin unit and this particular model, the LT, produces 28 BHP of power and weighs little over 140 kgs. This means, complete riding nirvana, 0-100 km/hr comes in under 8 seconds.

The Yamaha RD350 is slower than the KTM Duke 390 which it has to be, considering the time frame and better numbers in every aspect like horse power, torque and a bit more displacement. However, if this RD350 had been the Japanese spec model, which came with 41 BHP, it would have been tough, really tough for the Duke 390 to match. Kick start the engine and it comes to life with a loud soundtrack. Sounds like some creatures in the engine sacrificed their lives to bring the motor to life. Give it some revs and pop the clutch and the front is lively and wants to touch the sky. Open the throttle and it will scare the hell out of you at first.

If you are a rider who tames his machine in the same fearsome way the machines scares you, then you can tame the RD350 in few runs. The gearbox is like any other Yamaha. Yamaha two-stroke motorcycles which we have ridden till date still have reasonably slick shifting capabilities and to our surprise this was no exception either. For a 25-year-old motorcycle, it still is reasonably slick. The parallel-twin engine provides great flexibility. The motor feels immensely tractable for a stock motor and drivability is good too. When it comes to motorcycles, it is all about power to weight ratio, on paper at least. What the Yamaha RD350 gives is truly unmatched, the lovely, busy bee, crackling feeling from the engine, the relentless, reckless redlining nature that it has and then it’s the motorcycle, which keeps provoking the rider to do so and it is all part of the lunatic riding experience.

The ride in typical Yamaha fashion was stiff, does not crash and is not harsh, perfectly tuned. Finally, it’s the way it disappears, forming a cloud of smoke, generating a biblically loud engine note and it’s gone! Makes you feel, black magic does exist. The RD350 we had with us was in pristine condition inside out. All suspension and panels were original, the engine was rebuilt with new pistons, rings, and other bits found in the block. The owner is extremely proud and loves his vintage bike collection.

The KTM is the new kid on the block but it has done its homework very well. Given the pedigree of lightness and hooliganism, it delivers so much power and carries minimum weight with it, hence the biblical performance numbers and jaw dropping riding experience. The Duke 390 is reminiscent of the two-stroke family. The power band, the frantic performance and the buzzyness is all undoubtedly two-stroke, in terms of feel. A small common phenomenon of both these machines is, that they need some serious revs to be dialled before you pop the clutch. After riding them back to back, we felt just at home. Splendid brakes and chassis and immensely agile dynamics makes it more fun to rode. Given the fact, we call it the modern day interpretation is because it comes with all the luxuries, which the RD350 does not possess (it’s not its fault) hence it’s the definitive performance motorcycle of the current era.

Bigger part of the lunacy is aided by lightness, which these motorcycles posses. Given the fact that twin-cylinder engines are always lighter than single-cylinder units, this does not mean the Duke 390 is heavier. KTM has achieved a feat with the engine. The engine weighs just 36 kgs. The lightness comes in from the light Trellis frame and aluminium swing arm. KTM has a lot more features than the Yamaha RD350 too. Bigger brakes and proper wheels and tyres. In short, both these motorcycles are lightweight in their own way. Meanwhile, the RD350 comes with spoke wheels and tyres that you see on entry-level motorcycles, which are slapped onto 18-inch wheels. The only weak point to the RD350 is the brakes. Drums at both ends sound crazy in the first place, imagine on the road doing 120 km/hr and you need good stopping power, which isn’t the RD’s forte.

All right, there are lot of RDs which have been modified with disc brakes at the front and international versions did come with discs which India didn’t get due to Indian mentality in those days (and still is) that disc brakes are killers. Killing reminds us that the motorcycle was named RD by Yamaha as their road going two=strokes but people named it as Racers Delight and mostly commonly Rapid Death. All this is true after all, any motorcycle with 30 BHP and 209 BHP per tonne with drum brakes and puny tyres will be baptised as a suicide machine for sure. It’s not a surprise, going back in time will tell you that after all Japanese are the one’s who invented the concept of Kamikaze.

By now you might have understood that the Yamaha RD350 is truly an icon and what Yamaha made 30 years ago, finally gets an answer today. Yamaha proved in the present too that it can set benchmarks in segments and the company is known to create segments too. Be it the spectacular FZ series of motorcycles or the superlative flagship R15. We would love to take this opportunity and ring the bell at Yamaha’s door and tell them it’s high time to give what we need (an RD replacement), enough said.

Anyways, ever since we rode the KTM Duke 390, it was very clear that it was evocative of the RD350 on how the motorcycle becomes berserk after 5000 RPM and how quickly it reaches the horizon. For us it has been a magnificent day riding these beauties back to back, for a short time, but every minute was special. The Yamaha RD350 then still represents what two-stroke performance machines are, but frankly, they are dead thanks to all sorts of misgivings. After all, what modern interpretations are here for? The Duke 390 fills in the shoes marvellously and gives us the thrills of the machine we aspired for years with all the luxuries which are required for daily practicality in our time. There is a saying “two-strokes are crazy and four-strokes are lazy” but here and now, with the Duke 390, it’s not the case anymore, not at all. The king is dead, long live the king, the RD350.

It’s taken 30-years for the Yamaha RD350′s spiritual successor to hit our roads. The Duke 390 is now the king of speed but the Yamaha RD350 continues to remain the king of our hearts.

Further Reading -

KTM Duke 390 Video Review
KTM Duke 390 Test Ride Review
KTM Duke 390 vs Kawasaki Ninja 300

The post KTM Duke 390 vs Yamaha RD350 – Speed Kings Finally Meet appeared first on MotorBeam - Indian Car Bike News & Reviews.

MINI Countryman Diesel – Click above for high resolution picture gallery

Car Tested: 2013 MINI Cooper D Countryman (High)

Price OTR Mumbai: Rs. 35,87,500/-

A diesel engine under the MINI Countryman boosts its appeal even further.

Niche cars need to be practical too or that’s what we Indians believe. The MINI Countryman is the first 5-door model from the company under BMW ownership. It is also the only model which isn’t manufactured in the UK, the home of MINI. The Countryman is contract manufactured in Austria by Magna Steyr. Launched globally in 2010, the MINI Countryman was launched in India last year and the German owned brand started local assembly of the vehicle at BMW’s Chennai facility earlier this year (at the same time it launched diesel variants of the car). Positioned as a crossover SUV, the MINI Countryman might not stay true to original MINI principles but does it impress as a package?

Motor Quest: The MINI Countryman has received mixed reactions with some people not very happy with BMW for changing the core philosophy of the brand. The Countryman isn’t mini in dimensions but is surely a more practical alternative for our roads.

Exteriors – One look at the MINI Countryman and you immediately notice it’s not small in dimensions like the standard MINI Cooper. Simply put, the Countryman is a larger car than its siblings which are sold in India, boasting of more length, width, height and wheelbase than the standard MINI. The attention to detail is worth noting as the Countryman boasts of interesting design highlights. The front sports a clamshell bonnet and a large straight grille with chrome slats while the almost squarish headlights get chrome surrounds and high amount of detailing. The mirrors are placed a bit low compared to the door line while the bonnet has a minor bulge. The door handles are different as they look like a pull out type but you have to operate them using the switch behind the knob, takes a bit of an effort.

The side reveals the length of the MINI Countryman with the lower half getting a black cladding for that SUV look. While BMW likes to call the Countryman an SUV, it’s low profile rubber doesn’t make it apt for our bad roads. The ground clearance is decent though. Small roof rails and black coloured roof look good with twin sunroofs offered on the top-end variant. The A, B, C and D pillars are all finished in black. The indicators above the front wheels get a chrome strip surrounding them. At the rear, the subtle rear spoiler and large antenna draw attention while the tail lights and number plate holder get chrome surrounds as well. The end result is a vehicle which doesn’t look cute but has some presence on the road and people do turn and ogle at it all the time. A MINI will get you stares that cars twice as much won’t.

Interiors – The retro cabin of the MINI Countryman greets you with its modern touches. Quality levels inside-out are very good and the cabin is very well put together and feels rich in feel and appeal. The round AC vents go with the aircraft theme as the buttons inside seem to be inspired from aircrafts. You get a large speedometer in the centre which has a 6.5-inch screen inside it which displays an array of in car functions. This is similar to BMW’s own iDrive and works in a similar manner. The centre console is well laid out and everything is simple yet uniquely designed. The steering wheel has a tachometer attached to it, which moves when you adjust the rake. This analogue tachometer has a display below which shows speed and other car info like mileage, distance to empty, trip meter, etc. The positioning of the meter is a bit awkward as you can’t see the lower display in your line of sight.

The all black dashboard gets piano black inserts which lift the ambience of the cabin even further. This finish is also carried on the doors which carry a very unique design for the storage area. There are quite a few places to keep things including cup holders, arm rest, glove box and a unique rail next to the handbrake, where you can use a sunglass holder. The Harmon-Kardon speakers offer good acoustics and everything inside the cabin seems like a work of art. The lighting is also very unique adding to the MINI experience. The toggle switches for the lights and sunroof over the inside rear view mirror are the same aircraft inspired. There are twin roofs in the High variant, the front one opens completely while both the front and rear roofs tilt upwards. The massive glass area and twin sunroofs boost the airyness inside the cabin.

The seats of the MINI Countryman offer good back support and headroom inside the cabin is in plenty. However legroom at the rear is at a premium and under-thigh support is lacking. The seats itself don’t get electric adjustment, which is a shocking omission at this price point. There is no centre arm rest at the rear either and the centre seat is not usable due to the hump. This makes the Countryman a 4-seater and rear AC vents are lacking too. The boot is decently big and the rear seats can be folded in 40:20:40 format offering good flexibility. Being a premium product, MINI has offered some standard equipment on the High variant like climate control, leather seats, Bluetooth connectivity, etc. Although for this price, more is expected.

Performance – When MINI launched the Countryman in India last year, it offered it with a petrol heart. However India being a diesel loving country wants oil burners even in niche and luxury cars. Thus the company has brought in a diesel mill in the Countryman. This motor is quite the opposite compared to the tarmac scorching petrol as it produces significantly less horsepower (112 against 180). The 2.0-litre diesel engine in the Countryman D has quite a lot of torque (all of 270 Nm at just 1750 RPM). In terms of outright acceleration, the diesel Countryman isn’t particularly fast but acceleration is quite swift. Turbolag is well contained and the MINI Countryman diesel responds instantly to throttle inputs. The wave of torque comes in so strong that the vehicle responds with a jerk when you floor the pedal. Turn off the traction control system and the motor will spin the wheels even in second gear, such is the poke from the motor. Power is transmitted to the front wheels and we don’t get the option of a 4-wheel drive system in India.

Mid-range performance from the MINI Countryman is strong and the diesel powerplant pulls effortlessly till around 3500 RPM, post which it starts to lose steam and redlines at around 4500 RPM. Thus with the healthy torque on offer, the Countryman sprints past 100 km/hr decently quick. It is also quick when it comes to in-gear acceleration, taking 11.9 seconds to do 80 – 120 km/hr in fifth gear. The big issue with this engine is the NVH levels with the motor being audible right from start up, becoming more audible as you floor the pedal harder. Mated to this engine is a 6-speed automatic gearbox and you can manually take control of things using the steering mounted paddles or tip-tronic function on the gear lever. The gearbox is a bit slow to respond but a Sport mode quicks the shifts and keeps the motor close to redline. Cruising at 100 km/hr in sixth gear keeps the mill spinning at 2000 RPM. Mileage is decent for a car of this size and in spite of enthusiastic driving, we got around 12 km/l.

Driving Dynamics – MINI cars are born to corner and the Countryman is no different. The way this vehicle handles is truly outstanding, it simply jinks into corners with precision and maintains its line with laser guided confidence. Despite the size, the Countryman doesn’t have any body roll whatsoever and offers extremely fun to drive dynamics. The real standout in the package is the steering wheel, which is small in size but large on feedback. Although a bit heavy at parking speeds, the Countryman’s steering is ultra communicative and that really boosts confidence when pushing the vehicle. Braking performance is excellent as well which all adds up to an highly involving driving experience on open roads. However in the city, the Countryman’s wide turning radius and heavy steering don’t make it easy to potter around town.

What is not so pleasing on the MINI Countryman is the ride quality thanks to the low profile rubber, stiff suspension and run-flat tyres. While the vehicle is positioned as a crossover SUV, it simply doesn’t have the characteristics of such a kind of body type. Ride quality is properly stiff and the Countryman simply crashes into bumps and can rattle you on really bad roads. 45 profile rubber is too low even by pseudo SUV standards. Thus you are worried about going fast on broken tarmac as the risk of damaging tyres and rims keeps bothering you. The suspension gets noisy at speed and it simply can’t insulate you from our monsoon struck tarmac while on smooth roads the road and tyre noise is simply too high. High speed stability is good though as the Countryman stays firmly glued to the road.

Verdict – The MINI Countryman isn’t very practical for our roads. While performance from the diesel motor is good and the handling is a total gem, the ride quality really ruins the experience and the poor NVH levels spoil the calm you would expect from such a well designed cabin. The company offers some really desirable cars and if you can live with the flaws, then there is nothing which comes close to the sheer level of exclusivity MINI offers. The Countryman might not be the most practical car out there but it surely is the most practical MINI with its diesel engine, 5-doors and big boot.

The MINI Countryman diesel is by-far the most practical MINI vehicle you can buy in India today and it’s reasonable quick and frugal too.

What’s Cool

* Unique styling
* Steering precision
* Flexibility (5-doors, big boot and folding rear seats)

What’s Not So Cool

* Ride quality
* Cabin insulation

2013 MINI Countryman Specifications

* Engine: 1995cc, common-rail, turbocharged, 4-cylinder
* Power: 112 HP @ 4000 RPM
* Torque: 270 Nm @ 1750 RPM
* Transmission: 6-speed automatic
* Top Speed: 180 km/hr
* 0-100 km/hr: 11.3 seconds
* Fuel Consumption: 10 km/l (City), 13 km/l (Highway)
* Fuel Type: Diesel
* Suspension: McPherson struts (Front), Multi-link (Rear)
* Tyres: 225/45/18 Runflats
* Brakes: Ventilated Disc (Front), Disc (Rear), ABS
* Safety: ABS, TCS, Front, Side and Curtain Airbags, Parking Assist

2013 MINI Countryman Dimensions

* Overall length x width x height: 4097 mm X 1789 mm X 1561 mm
* Wheelbase: 2595 mm
* Turning Radius: 5.8 metres
* Ground clearance: 160 mm (est.)
* Boot Volume: 350 liters, 1170 litres (with rear seats folded)
* Fuel Tank Capacity: 47 litres
* Kerb Weight: 1310 kgs

The post MINI Countryman Diesel Test Drive Review appeared first on MotorBeam - Indian Car Bike News & Reviews.

Here at MotorBeam, we have reviewed each and every engine of the Ford EcoSport but many requested us to post a review of the 1.5-litre engined EcoSport which is paired to a manual gearbox. The Ford EcoSport is available in a wide range of options but the Ti-VCT powered variants are naturally in demand as they come at mouth watering prices. Ford has currently stopped taking bookings of select variants (mostly EcoBoost and diesel powered models) but people can still go ahead and book the 1.5-litre petrol engined variants (mostly Ambiente and Trend, which we will refer to as lower variants in this post). We took a quick spin in the EcoSport 1.5-litre petrol to find out if the base variants make much sense?

To the layman’s eyes, there isn’t much to differentiate the lower variants from the higher variants from the outside. The Ambiente and Trend variants lack chrome lining on the grille and chrome surrounds on the foglight housing (there are no fog lights on offer).

No roof rails on the lower variants either, something which you can definitely do without (unless you want to put a roof rack).

The biggest difference is the lack of alloy wheels. The steel wheels are 15-inchers bolted on to 195/65 tyres instead of 205/60 tyres bolted on 16-inch alloy wheels. However the smaller wheels don’t spoil the presence of the EcoSport.

The interiors are the same across the range but the difference lies in the equipment levels. The lower variants get lesser equipment but Ford has offered an audio system (with Bluetooth, AUX and USB connectivity) on all the variants.

The colour scheme on the doors is slightly different (lighter shade).

Notice the steering mounted audio controls which are offered on all variants except the base Ambiente.

The screen on the top of the centre console isn’t present on the lower variants. Notice the placements of buttons on the audio system is very different too. USB port placed right in between the buttons, while unlock switch is placed on the top of the audio system, instead of below it.

No airbags on the lower variants. EcoSport badge placed on the left side of the dashboard looks abrupt. Quality levels feel the same as the top variants.

Manual AC on the lower variants. Notice the black finish on the gear knob instead of silver found on Titanium variants.

The space inside the cabin is generous for four adults. The seats are supportive but the light fabric won’t work well in our dusty conditions.

The instrument cluster lacks silver surrounds. The 1.5-litre petrol engine produces 112 PS of power at 6300 RPM and 140 Nm of torque at 4400 RPM, coupled to a 5-speed manual transmission. NVH levels are excellent and the engine is barely audible at idle. This motor offers linear performance and moves the heavy EcoSport with ease. However the engine doesn’t offer tarmac scorching performance and doesn’t offer instant response like the EcoBoost motor, specially in the mid-range. At high revs, the Ti-VCT engine is quite audible and feels a bit strained near the redline. However for city driving, the engine has more than enough pep, while out on the highways, you will have to work the gearbox a bit to get going swiftly. The 5-speed gearbox offers slick shifts with short throws. The clutch is light but feels a bit spongy when you disengage it. Expect a mileage of 9-10 km/l in the city and 11-12 km/l on the highway.

So does buying the 1.5-litre petrol engined EcoSport make much sense? YES, it does. The engine offers decent performance and if your running isn’t much, you can give the diesel model a skip. If you are not much into driving and want a car just to commute, you can give the EcoBoost engine a miss (EcoBoost is by far the best powertrain on the EcoSport). The top-end variants offer as much value as the lower variants, since you get a plethora of features in the Titanium trim. However if you are on a tight budget, getting the lower variants makes a lot of sense too. On the exterior front, there is little to distinguish from higher variants while on the inside, you still get basic equipment like power windows, power steering, audio system, AC, etc. Thus the lower variants of the EcoSport make for a great alternative for hatchback buyers, who can spend slightly more to get a compact SUV which is more practical for our roads.

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

The driving dynamics of the Ford Classic immediately put a smile on your face.

The Ford Classic is the latest to join our long term fleet. Although not a new car, the Classic still has a lot going for it. Launched as the Fiesta and re-named to Classic after the arrival of the latest gen Fiesta on our shores, the Classic has been repositioned to take on the lower C-segment. It’s not a car which will draw attention but it manages to woo you over with its wide array of capabilities. We have put on some miles on the Ford Classic diesel, with the vehicle playing the role of a support car quite often.

When Ford launched the sixth generation Fiesta, it renamed the last generation Fiesta as the Fiesta Classic, giving it a minor facelift in the process. The facelift was really minor and thus there isn’t much to talk about the design attributes of the vehicle. Sure it’s started to look a bit dated, after all it’s been on our roads in similar form since 2005. However look away from the design aspect and you will appreciate the dynamic abilities of the Classic.

Step inside and you are greeted with a cabin which feels very solidly put together. Yes, plastic quality is not up to the mark and some interior parts tend to rattle quite a bit on bad roads. However the seats are very comfortable and there is good headroom too. Rear seat has poor under thigh support and the beige seats get dirty very quickly. There is no seat back pocket on the driver’s seat but the door pockets are well sized. The audio system offers good sound output and has Bluetooth connectivity, which is a real pain to connect (we simply can’t find how to delete a paired device as it won’t let us pair more than a certain number of phones). Lack of audio controls on the steering wheel even on the top-end variant is a surprising omission. The boot is big and the spare wheel uses a steel rim and not a alloy.

Our test car is equipped with Ford’s 1.4-litre diesel engine which churns out just 68 PS of power (at 4000 RPM) and 160 Nm of torque at 2000 RPM. Don’t go by the low power figures as the Classic’s motor is terrifically refined and is the apt engine for city duties. There is absolutely no vibrations from this Duratorq powerplant, which remains silent at idle and is only heard when you rev it hard. Turbolag is negligible and the Classic pulls right from the word go, offering excellent city drivability.

Even on the highways, the Classic has decent pep till around 120 km/hr, post which progress becomes slow. You do need to work the gearbox to make quick overtakes. The transmission offers smooth shifts and the gearing is on the taller side. While engine noise is at a minimum at speed, the road and tyre noise is quite audible. What is really pleasing about the diesel Ford Classic is the mileage, we are getting a constant 15 km/l plus in the city and if driven with a sedate foot, there is no reason why the Classic can’t average better numbers. The only issue is calculating the mileage as the Classic has only one trip meter which we usually use to calculate our daily distance.

Where the Ford Classic really pleases is the dynamics. The balance between ride and handling is simply fantastic, something very few cars can boast of. The Classic’s suspension is so well tuned for our roads, it simply glides over the worst of tarmac (and there are plenty of them) without disturbing occupants. Low speed or high speed, the Classic transmits very little. Even stability at high speed is superb and the car stays glued to the road at all times. What is even better is the handling of the vehicle. When we were shooting the KTM Duke 390 at Aamby Valley recently, we were following the bike in the Classic. The well weighed chassis meant we could keep up with the razor sharp Duke around corners (obviously the Duke fled past on the straights). The handling is so good that even our camera crew applauded the car for its lack of body roll. The Classic is one car that not only inspires confidence in the driver but even in the co-passenger. The hydraulic steering is a bit heavy at low speeds but is a complete joy when you push the machine around the tightest of corners.

Our current stint with the Ford Classic has been with some ups and some downs. The rattling and complicated audio system’s Bluetooth pairing are issues which are apparent but once you get behind the wheel, everything changes completely. The Classic is no doubt one of the most involving cars to drive in its segment and the icing on the cake is the comfort it offers to the passengers. Priced between Rs. 6.84 to Rs. 9.65 lakhs (on-road, Mumbai), the Classic makes as much sense to the head, as it does to the heart.

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

Car Tested: 2013 Porsche Cayenne Diesel

Price OTR Mumbai: Rs. 98,05,110/-

The cornering ability of the big brute Cayenne puts a smile on your face instantly.

Porsche is a well known performance oriented sports car manufacturer. Now these track focused sports cars can’t be enjoyed on a daily basis, especially in the Indian road conditions. So the Stuttgart based manufacturer thought out of the box and came up with the Porsche Cayenne. It is a Porsche badged utility vehicle that intends to offer everyday practicality with the ability to take on rough terrains and provide comfort on long highway runs. The Cayenne is presently in its second generation and today we check out whether the premium luxury SUV justifies the legendary Porsche badge sitting on the hood.

Motor Quest: Porsche launched the Cayenne in 2002 and the vehicle shares its platform and frame with the Volkswagen Touareg. However the design, tuning and manufacturing is done by Porsche independently.

Exteriors – The Porsche Cayenne continues the same design philosophy as seen on its charming sports car sisters. The no-nonsense styling reflects the bold and brave characteristics of the Stuttgart made SUV. If you notice, it doesn’t have those sharp and loud lines running across the body, instead the Cayenne boasts of a smooth and flamboyant design tone, which looks distinctive in today’s day and age. The front fascia gets a muscular v-shaped bonnet supported by pearl drop shaped headlamps. The bumper gets integrated LED daytime running lights, wide air inlets along with conventionally placed fog lamps.

The side profile of the Porsche Cayenne is treated with a simple yet broad shoulder. You get a neat set of 10-spoke alloy wheels. The window frames are outlined in thin chrome for a premium touch and the roofline gets tipped with a chunky spoiler at the end. The rear profile of the Cayenne is dominated by the huge set of tail lights, which grabs massive attention with its LED detailing. It has a bulbous tail gate reading Porsche Cayenne just above the number plate housing. The tail gate lip gets a silver finished garnish and the rear bumper brags about the rectangular shaped dual exhaust tips.

Interiors – The cabin of the Porsche Cayenne is a place of content. Step inside and the dashboard layout lifts your mood. Vertically stacked AC vents finished in brushed aluminium grabs your attention within seconds and chills the cabin at the same speed. You will find a mix of brown, beige, silver and wood at the same time, which looks rich and feels premium. The quality of materials used and the fit and finish level is supreme. The steering wheel is indeed good to hold and features unconventional thumb paddle shifts but lacks audio controls (optional).

The five round instruments complete the traditional Porsche cluster behind the wheel, which shows all the necessary details regarding the vehicle. The footwell is wide and very comfortable for long drives. The centre console is ample and long that features a 7-inch touchscreen with high end connectivity and multimedia functions that churns out good quality sound. There are a host of buttons on the centre console to toggle between performance modes, dual zone AC controls and similar functions. You will also notice uniquely designed grab handles in between, which are also found on all the four doors.

Plenty of stowage space is provided for knick knacks and bottles to keep the interior neat and tidy. Flick your eyes upwards and you will find an endless panoramic glass roof, which gives you a sense of roominess. Moving to the rear finds you a relaxed seating position with immense support and room to do long highway runs. Because of the transmission hump and contoured middle seat, the third passenger would feel a bit uneasy. The boot space is ample enough to carry a dozen of travel bags.

Performance – The Porsche Cayenne is offered in India with two petrol and two diesel engine options. This specific model comes with a 6-cylinder, 3.0-litre turbo diesel engine that produces 245 BHP of power and 550 Nm of torque. It is the same diesel unit, which is also found in the Audi Q7 and Volkswagen Touareg. The engine is proactive, which delivers outright performance when needed. There is no turbo lag in the initial revs and the entire range is an ocean full of torque. Playing hard with the throttle will push you back with the amount of thrust it provides. The Cayenne is a quick revving oil burner, unlike most of the diesel engines. 100 km/hr from standstill comes up in 7.6 seconds, which is only 0.3 seconds quicker than the Mercedes GL-Class that weighs almost the same.

The Porsche Cayenne can rev up to 4600 RPM seamlessly after which the V6 thrum gets prominent. Otherwise, the engine makes just a whistle in the mid-range which is almost inaudible in the cabin because of the superior NVH levels. The Cayenne is an impressive cruiser too. 140 km/hr constant speed is a cake walk on the highways. Mated to this engine is a 8-speed Triptonic S automatic transmission, which can be controlled via steering mounted paddle shifts. At 100 km/hr in the top gear, the rev meter ticks at around 1600 RPM. The gearbox is smart enough to provide you with optimum performance and frugal city driving. With a light foot, it changes cogs secretly without letting you notice. Once aggressive throttle input is provided, there is a thin lag in downshifting, post which it extracts the most out of the engine until the redline before upshifting. The engine returns an impressive overall mileage of around 10 km/l.

Driving Dynamics – When you think of a Porsche it means cutting edge driving pleasure. Same is the case with the Cayenne despite being a big brute SUV. You sit high above the ground yet the Porsche DNA follows. It is the best handling SUV hands down. Hit a set of winding tarmac and the cornering capabilities of the Cayenne will boost your morale to a big extent. The steering feedback is spot on, which can even give some low slung sedans a run for their money. The steering feels lively off the centre and adapts very well according to the speed. It masters the corners with relatively less inputs. Body roll is literally minimal that won’t annoy the passengers when you spin around the ghat sections.

Of course all the fun comes when the Sport mode is engaged via the toggle switch placed near the gear lever. You have to compromise on the ride quality for the sporty feedback. In the Sport mode, ride quality is stiff and is best used on smooth tarmac. Switching to the Normal mode eases out the sharp section of roads but still feels on the stiffer side. The Comfort mode handles the potholes like a boss but the steering feedback gets gentle and there is a bit more pronounced body roll. Off-road capabilities you ask? It is as impressive as it performs on the road. The Cayenne is equipped with permanent all-wheel drive with self-locking center differential, automatic limited-slip differential and traction-slip control with variable rear torque split. The differentials and height of the SUV can be controlled via toggle switches. Just give the Cayenne a direction and it crawls on the toughest terrains.

Verdict – The Porsche Cayenne Diesel comes with a hefty price tag compared to the similarly specced 5-seater rival SUVs available in India. It comes with a high cost of ownership for which you have to have a healthy bank balance. Then there is the ride quality that leans towards the stiffer side, which could be a niggling issue for people looking for outright comfort. On the flip side, the Porsche Cayenne offers top notch luxury with tremendous driving pleasure that you won’t expect from any SUV. The diesel engine offers strong performance, yet is frugal. You can thoroughly enjoy the Cayenne’s off-road capabilities as well. All this makes the Cayenne one of the best driver centric SUVs in the market.

The Porsche Cayenne stays loyal to the traditional DNA of superior handling and is one of the most desirable SUVs around.

What’s Cool

* Attractive Styling
* Sharp Handling
* Strong Performance
* Mature Off-Roader

What’s Not So Cool

* Slightly Stiff Ride Quality
* CBU Pricing

Alternatives: BMW X6, Range Rover Sport

2013 Porsche Cayenne Specifications

* Engine: 2967cc, V6
* Power: 240 HP @ 4000 RPM
* Torque: 550 Nm @ 2000 RPM
* Transmission: 8-speed automatic
* Top Speed: 220 km/hr
* 0-100 km/hr: 7.6 seconds
* Fuel Consumption: 9 km/l (City), 12 km/l (Highway)
* Fuel Type: Diesel
* Suspension: Double Wishbone (Front), Multi-link (Rear)
* Tyres: 255/55/18
* Brakes: Ventilated Disc (Front), Disc (Rear), ABS
* Safety: ABS, ABD, PTM, ASR, TCS, 8 Airbags, Parking Assist

2013 Porsche Cayenne Dimensions

* Overall length x width x height: 4846 mm X 1939 mm X 1705 mm
* Wheelbase: 2895 mm
* Ground clearance: 268 mm
* Boot Volume: 668 litres
* Fuel Tank Capacity: 85 litres
* Kerb Weight: 2175 kgs

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

Hyundai Grand i10 – Click above for high resolution picture gallery

Car Tested: 2013 Hyundai Grand i10 Asta (O)

Price OTR Mumbai: Rs. 6.52 lakhs (P), Rs. 7.76 lakhs (D)

The Grand i10 is complete package of space, features, performance and fuel efficiency at a very competitive price.

Hatchbacks are the ones which drive volumes and hence profitability in the Indian automobile industry. Over 70 percent sales come from this body type. Indian consumers have evolved over time and now look not only at value for money prospects but also those cars which are feature rich and add to the style quotient. The above factors considered, Hyundai is one such company which gives the consumers exactly that. Be it the Eon or the i20 the combination of style and features nails it for most customers. The hatchback segment comprises of entry level and compact hatchbacks. Entry level hatchbacks consist of the likes of the Maruti Suzuki Alto, Hyundai Eon, etc. In the compact hatchback segment, it is further divided into compact low, compact mid and compact high. Hyundai has its presence in both the compact low and compact high with the i10 and the i20. It now fills in the space between these with the Grand i10.

The Grand i10 shares nothing with the regular i10. The only thing common between the two is the name and there is a reason for that. The Hyundai Grand i10 is the new generation i10 globally and has been made on a brand new platform. While it replaces the old i10 in other countries, in India its fits between the i10 and i20, while the regular i10 will continue to sell alongside. Since it’s the new generation i10, Hyundai had to include the i10 in its name as a part of their global policy, thereby the name Grand i10.

Hyundai launched the Grand i10 in India before the European model (IA) breaks cover at the 2013 Frankfurt Motor Show later this week. We drove the camouflaged car last month in Hyderabad and our first impressions were very positive. This time we drive the Grand i10 in the pink city of Jaipur to review and find out how this new Hyundai will redefine the segment.

Motor Quest: The Grand i10 is the successor of the i10 (launched in 2007), which is the successor of the Santro (launched in 1997). However in India, all three Hyundai models co-exist.

Head over to the next page to read about the Hyundai Grand i10′s exteriors.

The post Hyundai Grand i10 Test Drive Review appeared first on MotorBeam - Indian Car Bike News & Reviews.

2013 Skoda Octavia – Click above for high resolution picture gallery

Car Tested: 2013 Skoda Octavia

Price OTR Mumbai: Rs. 14-20 lakhs (est.)

The new Skoda Octavia is here to rewrite the rules of the game and how!

Skoda ventured into India with the Octavia way back in 2001. At a time, where there was no ‘D-segment’ present in our country, the Skoda Octavia carved out a niche for itself with its bold styling, tank like built quality and superior driving dynamics. With the Octavia, Skoda came to be known as a premium manufacturer in India. The car was so well received, it actually had a cult following. In 2005, the second generation Octavia was christened as the ‘Laura’ in India as Skoda had placed it above the first generation Octavia and was selling both until the first generation Octavia’s production came to an end in 2010.

The Laura was a worthy successor to the Octavia and now Skoda is all set to bring back the ‘Octavia’ nameplate in its portfolio. In its third generation now, the new Skoda Octavia not only comes back with its original name but also is touted to be the best Octavia yet. It is the first car by Skoda Auto to be based on the Volkswagen Group’s reputed MQB platform. The MQB platform is a very versatile platform and is based on the company’s strategy for shared modular construction of its transverse, front-engine and front-wheel drive automobiles. With a fully modular chassis, this platform leads to a more efficient development towards identical modules and can be implemented into most cars manufactured by the Volkswagen group. Amongst others, the Volkswagen Golf and the Audi A3 are based on the same platform. With emphasis on weight reduction, cars based on this platform are lighter and hence better in fuel economy, offering lower emissions.

Motor Quest: The Octavia nameplate dates back to 1959 and was resurrected in 1996 after the discontinuation of the car in 1971. The modern Octavia has been offered with 4×4 since the first gen model.

Exteriors – The new Octavia is the first car in India to be based on Skoda’s latest design philosophy. Sharp lines are characteristics of this new design. However, the Octavia has retained its original DNA as far as the design is concerned. There is no mistaking this car as a Skoda and it comes across as an evolution of the Laura.

The front profile is highlighted by Skoda’s family grille with vertical fins. Sharp creases gently merge from the A-pillar towards the front grille. The hood also gets a F1 styled nose which dips over the front grille, looking quite classy. The chrome surrounds around the grille look rich too. Sitting right on the tip is the new Skoda logo which is now three dimensional, adding to the feel good factor. The headlight assembly also incorporates a sharp line running vertically in the centre thereby highlighting the design. The four headlight layout works very well and gives out sufficient lateral throw. The top end versions get projector lamps with day time running lights. The front bumper also houses the meshwork air dam with large fog lamps, which are very efficient at night. Turn with steering lights are integrated in the same assembly and are only available on the top of the line trims.

The side profile of the new Skoda Octavia flaunts the 10-spoke alloy wheels which are available in the Ambition and Elegance trims. The Active trim gets a different set of alloys. The new design language continues in the form of the sharp shoulder line which runs along the side to connect the tail lamp assembly to the headlights. Another sharp line runs along the lower border of the doors. Side indicators are integrated with the external rear view mirrors. The roofline gradually slopes and joins the boot. The roof is now marginally higher at the rear benefiting the rear headroom.

A keen eye will be able to notice that the new Octavia has grown over its predecessor. It is 90 mm longer and 45 mm wider than the Laura. The overall length is now 4.66 meters, which is one of the highest in the segment. Wheelbase too has increased by 108 mm and this has translated into more interior room. Skoda has moved the rear axle behind for this which also helps in improving the handling characteristics.

The rear profile resembles that of the Skoda Rapid, however in greater detail. The C-shaped tail lamp assembly and the prism cuts on the boot carry forward the family trend and all new models from Skoda will imbibe the same design language. Sharp lines are a key feature of the new design language and are seen in defining the rear bumper which also houses reflectors. Sitting hidden away on the black cladding under the bumper are the parking sensors which add to the convenience factor. The new font displays Skoda and Octavia on either ends of the boot. There is no variant branding on the exteriors, that means, you can’t really tell from the outside which version is in front of you. However, a careful eye will be able to tell between the 1.8 TSI and the 1.4 TSI. The 1.8 TSI gets a spoiler integrated on the boot while the 1.4 TSI has a 5-spoke alloy wheel design.

Head over to the next page to read about the Skoda Octavia’s interiors.

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