Smart savers | |
| With fuel prices rising sky high, find out which car gives you the greatest bang for your buck | |
With fuel prices heading upwards quicker than you can finish reading this sentence, the question ‘Mileage kya hai?’ has greater meaning than ever before. Fuel economy is top priority and vehicle manufacturers will go to lengths to showcase how frugal their car is on fuel consumption. Here’s our list of top cars in every budget that offer the best economy and ensure that you stretch the litre to the maximum. SMALL cars Maruti Alto The second-most affordable car to buy after the Maruti 800 isn’t a bestseller for no reason. The Alto delivers good economy in the city and a commendable 17.5kpl on the highway, which means that if you do not mind the average power, then the Alto is a decent choice for you. Being a Maruti also means that the car is high on reliability. Indica Dicor Strong economy has always been an Indica virtue and the common-rail DiCOR engine is no different. Being a diesel means that it has a solid advantage over petrol rivals in running costs. The DiCOR engine is very responsive as well, which makes it ideal to drive around town. The Indica is also very roomy which makes it a real good deal. Chevrolet Spark The Spark’s 1-litre engine — which is also one of the most refined engines around — delivers good economy on the highway and as well as the city, beating rivals like the Wagon R and Santro in both departments. Add to this the car’s light controls, solid warranty package and comfortable cabin and you get one of the best city cars on offer. PREMIUM SMALL cars Maruti Swift Diesel Not only is the 1.3-litre multijet diesel engine on the Swift a hoot to drive but it delivers brilliantly on economy as well. You get almost 20km to the litre on the highway, which makes it one of the most fuel-efficient cars. A must-buy if you drive long distances. Fabia Tdi The most expensive small car in India has set the benchmark in terms of quality interiors, brilliant ride and equipment. It also scores full marks for economy, delivering good figures for both the highway and city runs. It’s a bit pricey but being a Skoda automatically means that resale value will be good. ENTRY MID-SIZER Mahindra Renault Logan Diesel For a car that weighs well over a ton and comes with a 1.5-litre diesel engine, the Renault delivers good economy. Its efficiency on the highway is marginally better than the smaller Swift and Fabia diesels. Add to that the solid build and engineering along with a roomy interior and it immediately makes a strong buy. Maruti Swift Dzire Diesel The Esteem replacement comes with the same 1.3-litre multijet diesel motor that powers the Swift diesel. The peppy engine scores well on economy too. The extra weight of the boot means that economy is slightly lower than the hatchback’s but at 18.9kpl for the highway, it’s a good buy. MIDSIZERS Fiesta Diesel Ford’s TDCi motor scores full marks for refinement as well as responsiveness from the lower-end of its rev band. While it may be a little low on power, you get terrific mileage figures for both city and highway cycles. Being a diesel, this ensures that running costs are lower than petrol-powered small cars. This combined with the driver-focused chassis ensures that it is a good buy. Honda City iDSI When compared to its other petrol rivals, the City iDSI does well, especially when you consider its economy figures for the highway, which at 16.6kpl are very generous. The motor also scores on refinement and the light controls of the car make it an ideal city companion. It’s a little pricey but has good resale values. Hyundai Verna diesel Common rail-power means that the Verna diesel is strong on performance. The frugal engine is second only to the Fiesta in terms of overall economy. But it lacks some frills that the petrol motor comes with. It’s a good value-for-money proposition for those who want pace along with a frugal motor. EXECUTIVE LUXURY cars Octavia Diesel The Octavia delivers phenomenal efficiency. Though it isn’t a common-rail, the diesel motor does not sacrifice performance or refinement. The 18.9kpl on the highway makes it cheaper to run than even some small cars. Optra Diesel Chevrolet’s common-rail motor scores full marks for delivering good power but doesn’t quite beat the Octavia diesel in terms of overall economy. But being a diesel means that it is cheaper to run than some petrol rivals. It’s a good all-rounder overall. LUXURY cars Skoda Laura The Laura, which comes with Skoda’s Pump-duse diesel motor, delivers a tremendous 18.6kpl on the highway and a very good 12.9kpl in the city. This with the well-made cabin, roomy boot, brilliant build quality and comfortable ride make it one of the best cars to buy. VW Passat The quintessential luxury car comes loaded with features. The Passat’s economy figures might not look that attractive, but these are diesel figures and the rivals offer only petrol engines, making the Passat a very wallet-friendly car in terms of running costs. The Pump-duse motor delivers a solid punch of power in its mid-range though it is a bit gruff. SUVS Chevrolet Captiva The Chevrolet Captiva, the first soft-roader in India with a diesel engine delivers decent economy. Once you consider the fact that it runs on diesel you realise that it’s the cheapest to run soft-roader in the market. It is well equipped, has seven seats and is well priced making it a good deal. Ford Endeavour The almost two-ton Endeavour manages to do a decent job with its 2.5-litre engine, returning respectable economy figures. The engine scores full marks for refinement and responsiveness. The solid build along with seven seats makes this a very good deal to gun for. Nissan X-trail The quirky looking X-trail impresses with its diesel engine delivering a competitive overall economy. It also beats its diesel rivals when it comes to economy on the highway — which is similar to many petrol sedans. There’s also an all-new X-trail coming in later this year. Mahindra Scorpio The poor man’s SUV does a decent job of delivering respectable efficiency across both the city and highway. When you consider that it costs almost half the amount of the Captiva you know why the Scorpio makes so much sense as a good value for money SUV. Chevrolet Tavera The Tavera might be getting a bit old now but its diesel engine is more frugal than the more modern Innova. It delivers a 10.6 in the city compared to the Innova’s 7.7kpl and a healthy 13.7kpl on the highway. Now you know why it is such a popular vehicle with taxi operators. |
Tuesday, May 18, 2010
Mileage of cars
yamaha fz-16
Play Chess Online
The new Yamaha FZ-16 offers smart looks and standout performance, says Rishad Cooper
High on the highway: The Yamaha FZ-16’s handsome design makes it good value for money Photographs by Ashley Baxter
While motorcycle makers walk a tightrope to ensure their survival in a fiercely competitive market, the formula for success isn’t all that elusive. It’s actually rather simple — get the product right and sales will automatically accelerate. But does Yamaha have the right product in their burly new FZ-16?
The FZ-16 is a particularly crucial model for Yamaha. Sure, the technology-loaded YZF-R15 heralded Yamaha’s renewed innings in India as a performance bike-maker. However, it remains priced at a premium and positioned as a machine for the pure enthusiast.
STYLE FILE
Grabbing attention is something the FZ-16 does with ease. Minimal body cladding is the norm on this one, with its engine and cycle parts boldly visible.
The FZ-16 uses delectable slim-spoke alloy rims. Massive section tyres add to its allure, while a broad, conical front headlight with a piercing beam and small city light peer forward from below it’s LCD instrument bay. The instruments — rev counter, speedometer and fuel gauge — offer everything in a sporty- digital format.
The new FZ-16 deploys a city-friendly and slightly low-set handlebar, and uses grips with a great feel, terrific levers, nice mirrors and adequate switchgear. There’s a fabulously sculpted dummy resin fuel tank as commonly found on superbikes, an alloy fuel-filler and snug knee recesses that perfectly tuck away a rider’s thighs. The tank is bisected by a bold secondary colour stripe down its centre, while the actual 12-litre fuel-storage bay sits just below, closer to the bike’s centre of gravity.
Other arresting details include alloy footrests for both rider and pillion, an exposed ’ring sealed drive-chain, smartly executed split grab-bar and a nifty rear tyre hugger. This Yamaha uses a compact sheared silencer constructed with 1.5 metres of exhaust pipe in a box just aft of the engine. This bike’s flanks and tail are drop-dead gorgeous.
POWER SPEAK
The new Yamaha uses an all-new, air-cooled, four-stroke, single-cylinder and CV carburettor-fed engine that displaces 153cc. Tuned primarily in the interests of easy city riding, the FZ puts out a healthy 14bhp, and offers a linear spread of power, unlike the peaky R15. This thumb-started (with no kick-lever) engine uses an auto decompressor for easy starting, as well as a single-axis balancer that cancels out engine vibes.
FZ-16 uses a five-speed smooth-shifting gearbox that shifts via a toe-shift lever in the universal one-down and four-up pattern. It enjoys a perfectly weighted clutch, and a precise gearbox with perfectly-spaced gear ratios that leave little room for improvement.
Performance is sprightly enough, at par with most of it’s 150cc rivals. The highlight of this Yamaha engine is its punchy and smooth power band. The FZ managed to nudge a speedometer-indicated top speed of 110kph in fifth gear. A clear advantage over its rivals is the FZ-16’s rigid front forks, which works in unison with a seven-step adjustable single rear shock absorber.
DRIVER’S DEAL
The Yamaha FZ-16 enjoys a near-perfect ride quality that is more firm than soft, with sound handling included in the package. The latest Yamaha also offers exemplary straight line stability and fine high-speed cornering manners at all times.
The test ride included several fast-twisting sections of road, where the Yamaha instilled confidence, allowing itself to be flicked from side to side with an easy, controlled feel. The FZ comes with a 267mm front disc-brake and rear drum unit that work in tandem to haul the bike down safely from speed. Also the FZ-16’s tailor-made radial, tubeless and special compound 100/80 x 17-in and 140/60 x 17-in section MRF tyres work magic to provide enormous traction and a stable, planted feel at all times.
FINAL VERDICT
Yamaha claims the new model is capable of 52kpl plus in city riding conditions. However, is the new FZ good value for money? The FZ-16 has rolled into Yamaha showrooms across India in orange, red and black shades, with an asking price of Rs 65,000 (ex-showroom, India).
Every motorcycle enthusiast will understand this is money well-spent, considering the FZ-16’s handsome style, standout features, refined engineering, amazing handling and excellent build quality.
spec check
yamaha fz-16
• Price: Rs.65,000 (ex showroom)
• On sale: At present
• L/W/H: 1975/770/1045 mm
• Wheelbase: 1335 mm
• Ground clearance: 160 mm
• Fuel tank capacity: 12 litres
• Kerb weight: 137 kg
• Engine layout: Single-cylinder, air-cooled, four-stroke
• Displacement: 153 cc
• Power: 14 bhp at 7500 rpm
• Torque: 1.4 kgm at 6000 rpm
• Specific output: 91.5 bhp per litre
• Power to weight: 102.1 bhp per tonne
• Gearbox: 5 speed, 1-down, 4-up
• Front suspension: Telescopic forks
• Rear suspension: Single shock, rectangular swingarm
• Front brake: 267 mm disc
• Rear brake: 130 mm drum
• Wheels: 5-spoke alloy
• Rim size: 100/80 x 17 inches (front); 140/60 x 17 inches (rear)
SKODA SUPERB
| Skoda’s new Superb spells sheer comfort and elegance, holding its own in the luxury segment, says Ashish Masih | ||
Superb by name, superb by size and superb for comfort. The new luxury car STYLE FILE The new Superb is striking to look at and unlike the old car, which had plain-Jane styling that bordered on boring, the new Superb has a more appealing style quotient. The face gets attractive wraparound headlamps, which have a sharp edge and upward sweep to them and there are cuts and details on the nose section that look great. The lens has Superb etched on it — a classy touch. The windows get chrome framing around them and serve well to make the car more noticeable. The rear looks heavy though and doesn’t seem to gel with the sophisticated looks of the front end. Overall, the car looks more purposeful than the older one and more elegant as well. Step back and you’ll notice that the new Superb is a hatchback and a saloon. You can open the bootlid alone or open the entire tailgate. And at 565 litres, there’s plenty of space here. Skoda has also come up with a lighting system that varies its beam pattern according to your speed and driving style. It includes cornering lights and has settings to reduce reflection when driving in the rain or in snow. Though the Superb is shorter than the older car, it still has impressive road presence. But despite that, it’s the rival Accord that has a longer wheelbase and overall length. INSIDE STORY
Step into the cabin, remove the Skoda badges and you could well mistake the Superb for an Audi or Mercedes — yes, quality is that impressive. Skoda seems to have achieved the impossible with the Superb’s cabin — increasing space (as if it needed more) within a shorter wheelbase. The boot is impressive too and with the seats down, it looks more like the hold of a container ship than the boot of a car. The stylish steering wheel is exceptional; it’s really comfortable to hold and the chrome ‘smile’ and Skoda badge make it look special. It’s one of the best electronic-mechanical systems we’ve come across and offers plenty of communication. The hooded circular gauges look really classy too. All controls on the dashboard are intuitive to use, and the puddle lights inside the cabin go a long way in adding an air of luxury to the cabin. Another ‘you’ll love it’ feature is the iPhone-like central touchscreen that controls everything from the radio and in-dash CD-changer to the phone and navigation system. It’s much easier to use than BMW’s iDrive or Audi’s MMI (Multi Media Interface) which call for the more complex action of rotating and clicking a dial. Where the Superb really wows you is in the seating department. You’re unlikely to find more comfortable seating anywhere in this class. Both the front and rear seats offer brilliant comfort with acres of space. They are very supportive and are adjustable in every direction. Generous shoulder and under-thigh support ensure that you’re in for a limousine-like experience. Other nice touches include electrically retractable rear sun blinds, footrests for rear passengers and a built-in umbrella plus drainage system in the left-side rear door. UNDER THE HOOD
It comes as no surprise that the Superb rides comfortably most of the time, keeps road noise to a minimum and drives very tidily too. The 1.8-litre petrol is a turbo-charged direct-injection motor, which delivers 160bhp. This engine is mated to a seven-speed DSG double-clutch automatic gearbox. Performance is brilliant to say the least. It accelerates from zero to 100kph in 9.1 seconds and carries on to 150kph in under 20 seconds. That’s faster than the manual 2.4-litre Accord. The seven-speed gearbox ensures that you’re always in the correct gear to get the best power out of the engine. But the engine feels a bit sluggish at lower rpms around town thanks to the turbo-lag. So you will have to downshift to lower gears to move quickly. DRIVER’S DEAL Skoda has stiffened the Superb’s suspension and as a result the ride is quite firm. But the Superb is agile enough to make a mockery of its size. However, the mushy brake pedal takes some getting used to. The downside to the stiff suspension though, is that the ride is a bit fidgety on surfaces that are less than smooth. And in terms of fuel economy, the Superb betters the Honda Accord and the Toyota Camry as well. It delivers 8.3kpl in the city and 12.5kpl on the highway. FINAL VERDICT Overall, if you’re after metal for your money, then the Superb is fantastic value. At Rs 19.33 lakh (ex-showroom, Mumbai), it won’t be cheap but when you consider the sheer quality and comfort it offers along with the generous equipment and refined engine, it’s hard to build a case against the Superb. This is a big, competent and well-equipped car with a sensible price-tag. What remains to be seen is the resale value, which historically has not been good for Skoda petrols. The diesel Superb will definitely have a better residual value, but the 2.0-litre diesel engine won’t be here for another couple of months. spec check SKODA SUPERB Price: Rs 19.33 lakh (ex-showroom, Mumbai) |
Tata Indigo Manza
| The Tata Indigo Manza may just set a new benchmark in its class, says Ashish Masih |
 There are no prizes for guessing where Tata Motors is going with the all-new Indigo Manza. With the new car’s generous dimensions, cavernous cabin, much-improved interiors and the Fiat 1.3 Multijet diesel engine, Tata is all set to steal some thunder away from Maruti’s Swift Dzire, which has a three-month-long waiting period even a year after launch. The new Indigo, oddly named the Manza, is a complete departure from its cheap but roomy predecessor that had a strong seven-year run. The new car is designed, engineered and equipped to have greater appeal for those who want to upgrade to a very spacious and comfortable saloon loaded with features. The Manza gets the same diesel engine as in the Fiat Linea diesel. The 1.3 Multijet develops more power on the Manza, thanks to the use of a vario-geometric turbocharger (VGT) and manages 89bhp. This is 14bhp more than its main rival, the Swift Dzire diesel, which makes only 75bhp. The engine is highly refined and rear-seated passengers will hardly be able to tell if a diesel motor is powering the car. However, the engine is a tad sluggish below 2000rpm, making driving in bumper-to-bumper city traffic a big chore. But once past this mark, the engine changes its personality and responds very well to throttle inputs, delivering a surge of power typical of common-rail motors. Power comes in rapidly till 4000rpm. Keeping the engine in this range ensures that you will enjoy the drive. The gearbox, a Fiat unit, is direct and pretty accurate but you’ll need a strong hand when changing gears — it’s not the lightest one around. Tata Motors has worked hard on the Manza’s suspension, making ride comfort a priority. It’s the same set-up as the one found on the Indica Vista with modified settings. Drive over a patched road and you’ll immediately appreciate the fact that very little filters into the cabin. Even sharp crevices are annihilated with considerable aplomb. But all this means that the car’s high-speed manners are slightly compromised. The Manza tends to pitch quite a bit at faster speeds. It does not like to be pushed hard into corners and there’s plenty of body roll. The steering wheel should also ideally communicate better. But Tata Motors never intended the Manza to be a driver-focused car and these aren’t things that should worry you. For everyday motoring, the Manza is good to drive. In terms of fuel economy, the Manza returned 11.6kpl in the city, compared to the Dzire’s 13.5kpl. On the highway, a figure of 17.1kpl looks decent against the Dzire’s 18.9kpl. With buyers spending more and more time inside their cars, Tata Motors has played on the older Indigo’s key strengths, namely interior space and comfort. If you thought the old Indigo was roomy, then you have to experience the new Manza’s cabin, which is even more spacious than before. The boot is large too and the low sill makes loading a very easy job. Tata Motors has taken the Indigo upmarket with its selection of new seat fabrics, which offer a sense of luxury. Occupants will enjoy the well-contoured seats and the massive legroom in both rows as well. Rear seat comfort is easily the best in this class, and the generous width means that sitting three abreast is a cinch. The dashboard is well styled too. All dials are clear and easy to read and the rev gauge lights up in red when you hit the rev limiter — a gimmicky touch. Tata Motors wants to ensure that the Indigo isn’t perceived as a cheap and roomy car anymore. One way of going about this is providing a huge list of features. You get airbags, climate control, steering-mounted stereo controls and even Bluetooth connectivity for the cellphone. The quality of the cabin plastics, though vastly improved, still gives you a feeling of being shortchanged and is the only disappointment in an otherwise fine interior. The plastics lack consistency and the general fit and finish are not the best. But the space and long equipment list should overcome this shortcoming. Overall, the Manza’s weaknesses lie in areas that won’t matter much to midsize car buyers and it manages to outclass rivals where it matters most. It’s roomier, more comfortable and comes with a modern diesel engine that has proven its reliability on other cars. With prices starting from Rs 5.84 lakh (ex-showroom, Mumbai), the Indigo Manza is much better value than any other car in its class. And that’s enough reason to consider owning one. Spec check Tata Indigo Manza Price: Rs 5.84 lakh onwards (ex-showroom, Mumbai) Engine: Diesel, front, transverse, 4-cyls in-line, 1248cc, common-rail, direct-injection, turbocharged Power: 89bhp at 4000rpm Suspension (F/R): Independent, MacPherson struts, coil springs/ non-independent, twist beam, coil springs Brakes (F/R): 240mm ventilated discs/ 200mm drums |
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LAMBORGHINI GALLARDO LP 560-4
The Lamborghini Gallardo LP is a true supercar with a wild engine and awe-inspiring features, says Ouseph Chacko
When you first lay your eyes on the Lamborghini Gallardo, you’d think the car was one of the Decepticons from Transformers. And when the engine erupts into life and scares the guano out of a flock of birds nearby, you fall in love with it completely.
Meet the new Gallardo LP 560-4. It is a faster, lighter and more powerful version of the old 5.0-litre Gallardo. And though it looks like it could easily wipe out three species of fauna for breakfast, this is the cleanest, most economical and ecologically efficient Lamborghini ever made.
But then, I wasn’t where I was to see how eco-friendly this Lambo is. I went to drive the living daylights out of it — at the Lamborghini track day at Chennai. This was the first time Lamborghini did this in India and judging by the response it got, there’s more to come.
Lamborghini and official India dealer, Exclusive Motors, organised this fantastic event to promote the car to existing and potential customers. In the one week that the event was on, nearly 200 people visited, leaving the track with smiles and the sound of the 5.2-litre V10 still blaring in their minds.
While I was looking on at the visitors, I realised with almost child-like enthusiasm that it was time to drive. You got two laps at a time, plus one lap to cool the car down. A typical lap went like this: Nail it down the straight. Brake. Downshift. Turn-in. Skim the apex. Unwind steering lock. Pedal to the metal. Max Venturi, Lamborghini’s aptly named pro-driver, helpfully said that this is the fastest way around this circuit.
At this point, three sub- conscious alarms went off — a huge one that said, “Don’t trash the Lambo”, another that was trying to take in the massive aural experience that the 5.2-litre V10 was growling out, and the third bit, which was the smallest, focusing on Max’s instructions.
Instructions are vital. The track was wet from the previous night’s freak downpour, and with the 552bhp from the beautiful Italian Iniezione Diretta Stratificata (direct injection) V10, it was easy to take a foolish trip into the surroundings. Luckily, the Gallardo was more friendly than intimidating. The steering was light but accurate, the turn-in, sharp, throttle responses were crisp and it built speeds so fast that occasionally you’d find your thoughts getting lapped by the car.
It’s hard to think of a car that accelerates like this one. Lamborghini claims a 0-200kph time of 11.8 seconds and a top whack of 325kph, helped by the snappy gearbox and the strength of the acceleration at its best. The engine tears towards its rev limiter in first — you then need to be on high alert to avoid running it against that limiter. Put your foot down and the traction from the AWD system and Pirelli PZero Corsas is simply astounding. At the heart of this behaviour is the power, but the other key factor is its relative lack of weight; at 1500kg, it’s pretty light for a 4WD supercar.
At the end of about 20 insane laps, it was time to pack up. What was nice about this track day was that the instructors were keen enough to let visitors really drive the car. So they let people drive in Race and Corsa modes (where all safety nets but the ABS are switched off) and offered genuinely good advice to help improve lap times. Like everyone at the track that day, there was a permanent smile splashed across my face. And the memory of the burbling Gallardo on a trailing throttle still remains.
Spec Check
LAMBORGHINI GALLARDO LP 560-4
Top speed: 325kph
Price: Rs 2.25 crore (ex-showroom, Delhi)
L/W/H: 4345/1900/1165mm
Engine: 5204cc, 10 cyls in vee, direct injection petrol
Power: 552bhp at 8000rpm
Torque: 55kgm at 6500rpm
Gearbox: Robotised sequential e-gear
Fuel tank: 90 litres
Brakes (F/R): Ventilated discs
Tyre size (F/R): 235/35 ZR19, 295/30 ZR19
Sunday, May 16, 2010
MARUTI SUZUKI SWIFT
The Maruti Swift, with its brand new engine, just raised the bar in the hatchback segment, says Shapur Kotwal
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Maruti, aware of better competition and tightening emission norms, has taken the opportunity to sharpen the Swift. The new car may look identical to the one sitting in your garage, but under the hood this one has a brand new engine, new gearing and a new suspension set-up.
When Maruti launched the Swift in India in 2005, it had given it the free-revving G13B engine. But the G-series motor has been around for more than two decades so its internals were designed with lower emission norms in mind. Maruti could have added additional after-treatment, but this would only have led to additional costs and lowered performance.
The all-new DOHC K12M motor is instead a stronger bet. It’s cleaner, more powerful and more efficient. It also happens to be a 101cc smaller than the G13B, which means it limbos under the 1200cc bar, qualifying for a 12 per cent excise cut in comparison to the 1300cc Swift.
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The familiar K12M, Bharat Stage IV petrol motor that powers the Ritz has already won legions of fans with its top-end performance. Under the hood of the new Swift, however, this motor has been re-tuned to make it more driveable and less peaky.
So while some of the effervescent character of the Ritz is lost, this engine feels light years ahead of the old G13B motor. The change from behind the wheel is noticeable immediately. To start with, this motor is smoother and much more refined. There is, however, a subdued mechanical whine when it is spun to higher speeds, but this is not obtrusive or troublesome.
While the K-series motor makes about two bhp less, it makes more power and importantly, more torque. The bottom end of this motor also feels considerably more punchy than that of the Ritz. The result is fewer downshifts and stress-free performance, all the way from 2000rpm. So, while the earlier Swift is faster in a straight drag by 0.8 seconds, the new car is marginally quicker when in-gear acceleration is measured in second and third.
Flat-out acceleration is impressive too. It winds through its rev band with plenty of enthusiasm and acceleration is linear with no sudden step-up. Zero to 100kph comes up in 13.09 seconds and it continues to pull hard till 140kph. But the Swift feels faster than the clock suggests.
Rowing through the gears on the now lighter and easier-to-engage gearbox is also a pleasure. Maruti has shortened the gear ratios of the new Swift to improve low-speed flexibility, and the gearing is makes for effortless in-town driving. This Swift is also marginally more efficient in the city (11.9kpl) and slightly more efficient on the highway (17kpl).
Maruti has softened the suspension too, to make the car ride better. However, the improved ride has impacted the Swift’s razor-sharp handling. Sure, it still remains impressively stable at speeds and steers accurately but it has lost some of the magic that made it a hero of a car on a winding road.
On the inside, the new Swift is indistinguishable from the earlier car. The upholstery is new but that’s it. It’s still has a comfortable driving position, the nice feel to the rear seats, the same door pockets, steering wheel and gear lever.
The Swift entered the Indian market like a hurricane. Its sporty, youthful shape appealed to almost everyone; it was comfortable, fun to drive, and Indian car buyers took to it in droves. The new motor, however, has turned it into an effortless performer and it feels lighter, peppier and more efficient. Some die-hard Swift owners may miss the raw appeal of the previous engine but the new Swift has wider appeal with its more rounded character. This Maruti has just raised its game to hang on to its crown of the hatchback king.
SPEC CHECK
MARUTI SUZUKI SWIFT
Price: Rs 5.96 lakh (on-road, Mumbai)
Engine: Petrol/ front, transverse/ 4-cyls in-line, 1197cc
Power: 84bhp at 6000rpm
Torque: 11.5kgm at 4500rpm
Gearbox: 5-speed manual
Weight: 1035kg
Suspension (F/R): Independent, MacPherson struts/ non-independent, torsion bea
Brakes (F/R): Ventilated discs/ drums
Fuel economy (city/ highway): 11.9kpl/ 17.0kpl
Concept Car Imperator
The new Imperator, conceptualised by design guru Dilip Chhabria, promises some exciting action, says Shapur Kotwal
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No one can accuse car designer Dilip Chhabria (DC) of habitually opting for ‘safe’ designs. Continuously pushing, pulling and stretching the edge of the envelope, and delving in new shapes and forms, is more his style. So, like the work of any great artist or creator, his ideas are radical and often decades ahead of mass acceptability — or even mass accessibility.
The DC Imperator, however, has a more accessible appeal once you get your head around it. DC says he wanted to design the most extreme and sporty SUV possible, or the first ‘SSUV’ — Super Sports Utility Vehicle. As a result, the Imperator, the Roman title given to a victorious Caesar, is an amalgam of ideas — Paris Dakar Raid car meets F1 car meets BMW X6, with breathtakingly massive 28-in wheels.
Seeing the Imperator for the first time, in flesh and blood — or in metal and steel, as it were — is a truly unique experience. You initially gape at the car in shock, words failing you. Then the size of the thing smacks you in the face. At five metres, the Imperator’s towering presence is tall enough to dwarf a Hummer. The four massive wheels and their very technical rims, flung out to each end of the design, represent the four pillars on which the design of the car rests.
DC calls the effect ‘cloth draped over four wheels’. That and the tube-like central cabin of the car, with the mid-mounted Audi V12 diesel motor placed behind it, are what the Imperator is designed around. And the Audi connection doesn’t end there.
DC admits to having Audi in mind when creating this monster. The name Imperator has been used by Auto Union in the past, the tail-lights are pretty similar to Audi-like LED lights and, if you look at the rear of Auto Union’s famous Type C Grand Prix car of the ’30s, you’ll see the tapering tail and outrider wheels there too. The rear of the car is the best bit, blending rectangular shapes with the massive curves of the wheel arch brilliantly. The square centre exhaust, the surrounding oversized black diffuser, the sweep of the roof all work together in harmony. Hats off, maestro!
Also very attractive are the chrome surrounds for the doors, the way in which the waistline of the car rises up to meet the rear and the use of cameras for rearview mirrors. DC calls this an off-roader but, like it is with any show car, a bit of poetic licence has been used here. The ground clearance seems only good enough for rough tracks and the F1 car-inspired nose of the Imperator doesn’t work as well as the rest of the car.
If you’re wondering whether this car will make it to the tarmac, you should know that DC actually has an Imperator on order for a client in Thailand. So look out for the car on the streets of Bangkok next time you’re there. And make sure you don’t miss the jaws hitting the pavement.
Pix courtesy: DC Designs
Auto Expo 2010
| Here are some picture-perfect cars that made a mark at the Auto Expo 2010 | ||||||||||||||||||||||
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Maruti Suzuki SX4
| The revamped Maruti Suzuki SX4, with its upgraded motor, makes for a wonderful drive, says Ouseph Chacko | |||
The new and refreshed SX4 has got an upgraded motor, and more importantly, a four-speed automatic option. These changes make what was an easy-to-drive car even more user-friendly. The Suzuki four-speed automatic is a gearbox that’s well matched with the engine’s characteristics. It runs reasonably responsively while driving within city limits and seems to find the right gear quickly to deliver a smooth and seamless drive. However, you won’t be greatly rewarded when you want to drive the SX4 enthusiastically. Compared to the more advanced DSG autos we are now accustomed to, the SX4’s shift seems a bit tardy. Should you want more control, you can slide the SX4’s smart-looking brushed-metal gear lever through an old-fashioned gate to select the lower gears. In this mode, it won’t upshift by itself, allowing you to extend the engine to its redline. The auto does nip some of the engine’s power though — 0-100kph takes almost two seconds more than the manual car’s time. The engine is the same 1586cc, twin-cam, four-valve, M- series motor that powers the manual. The only enhancement here is the variable valve timing and one additional horse to power it (now 103bhp). Torque output remains the same but the big change and the main reason why Maruti upgraded the engine was to make it more eco-friendly. This new engine now meets BS-IV norms that come into effect from April 2010 in 11 metros.
On taking a look at the increased power output on paper, you’ll tend to think that it’s not much, but in reality it feels distinctly better than before. Equipped with variable valve timing (VVT), the engine breathes better. Throttle response is more prompt and the engine feels a lot more willing to rev to its 6500rpm redline than before. There’s a marked improvement in performance. The five-speed manual sprints from 0-100kph in a brisk 11.3 seconds, which is 0.8 seconds quicker than the old car. Changing gears is no chore and shift action is precise. However, in-gear flexibility isn’t as impressive as before; 20kph-80kph and 40kph-100kph take longer than the old car and that’s mainly due to the taller gearing. Still, stay above 1500rpm in any gear and the engine pulls forward cleanly and almost immediately. The refreshed SX4 is smoother and slightly quieter than the older motor. But what I couldn’t figure out is if the car is more fuel-efficient. The previous SX4 had quite an appetite for fuel but chances are that this new motor with its taller gearing and better breathing will be a bit more frugal. As is with all midlife upgrades, there are a whole lot of improvements to the car. Maruti has played around with the MacPherson strut/ torsion beam suspension settings to make the ride less lumpy and more levelled. Changes to the exterior are quite prominent — there’s the new honeycomb grille, new alloys and the VVT badges on the flanks. There are changes to the interiors too. The dashboard is now a lighter shade, there’s a USB port in addition to the aux-in port of the earlier car and the seats feel a bit more comfy too. The mock-wood panels on the door pads add a certain splash of richness to the car. Maruti has also ditched the old car’s massive rear headrests (which limited rear visibility) for smaller units. The SX4’s unique traits of an SUV like driving position, tremendous ground clearance and easy- to-drive nature, remain. The automatic gearbox option only serves to widen its appeal. Spec for spec, it costs approximately Rs 20,000 more than the old SX4, but considering how much nicer the car is to drive now, it’s completely worth it. spec check Maruti Suzuki SX4 Price: Rs 7.8 lakh onwards (on-road, Mumbai) | |||
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