Tuesday, September 30, 2014

Royal Enfield breaks land speed record

Royal Enfield breaks land speed record

The Continental GT ridden by Nadine de Freitas clocked 156.3kph.




The Royal Enfield Continental GT modified by ace tuner and performance parts manufacturer Matt Capri has broken the land speed record in the 500 Modified Push-rod Partially Streamlined category or 500 MPPS category. The Continental GT achieved an unofficial 156.3kph.

Rider Nadine de Freitas, who holds a doctorate degree in physical therapy, set the record on the modified Continental GT and says, the motorcycle transforms from a streetbike to a race bike perfectly. She also says the vehicle handled, performed and braked well, and was track-worthy.


Source : AUTOCAR (India)

Aston Martin Lagonda sedan

Aston Martin Lagonda sedan revealed

Aston Martin has revealed official images of the new Lagonda sedan that will be sold only in the Middle-East.



Aston Martin has resurrected its Lagonda nameplate for the production of limited-edition super sedans for the Middle-East.
Previously, pictures of the car were released on Oman Air's website, the cargo division of which was responsible for shipping the car to Oman for hot weather testing. The new Aston Martin Lagonda, which is set to arrive in the Middle-East in 2015, will be made available to customers on an invitation-only basis.

Styling cues come from the V8-engined Lagonda saloon, launched in 1976, which was designed by William Towns.


Underpinning the new car is the company's VH architecture, which is used throughout its current line-up. Official technical details have yet to be released but it is understood that the production models use the 5.9-litre V12 from the Rapide S. In the Rapide, the naturally aspirated V12 produces 550bhp and 63.2kgm, granting a 0-100kph time of less than 5.0sec and a top speed of 306kph. Power will be sent to the rear wheels, most likely via a six-speed ZF automatic transmission. 
Official pricing has not been released.


Source : AUTOCAR (India)

KTM RC390

KTM RC390 review, test ride

DETAILS
  • Make  KTM 
  • Model  RC390 
  • Edition  2014

    • What is it?
      Unless you happen to have been trapped under a rock for all last year, you will know this as KTM’s RC390. Test mules, race versions for the junior ADAC series (German racing series) and lots of spy snaps have whetted our appetite for this Austrian racing thoroughbred. A ridiculously fast engine in a supremely capable chassis and wrapped in a stylish full fairing, then likely to be offered at a sub-Rs 2.2 lakh price tag sounds incredible! So, here it is then, the most anticipated motorcycle of 2014.
      I can see why. It looks so good!
      Yes it does. As with all KTMs, even the baby RCs look quite distinctive. Actually, this one’s a touch towards sinister, especially because of the projector lamps sitting recessed within the fairing scoop. The RC panels feature neat and stylish floating layers. The upper and lower sections of the engine fairing overlap smartly. There are plenty of neat details like daytime-running lights in the chin under the headlamps and turn signals mounted on well-sculpted rear view mirrors.
      The RC also gets a new angular design fuel-tank, with smaller, 9.5 litre capacity. While it looks like there is only a rider's seat, KTM has disguised the pillion seat to give the RC a proper sportsbike look. There is a neat groove cut under the seat for the pillion to hold on to. At the rear, the tail-lamp is smeared onto the underside of the tail with just the turn signals mounted on the short plastic number plate hangers.
      The new tyre hugger is more industrious as it rises from the swingarm’s top edge for better spray protection for the rider’s feet. Handsome new Y-shaped hangers for the pillion footpegs are finished in black.
      Not just a 390 Duke with a fairing then
      Sure, the RC390 is built on the same platform as the 390 Duke and as such, shares a lot with the Duke, but it does create an altogether different character in the end. For instance, while the chassis is shared, a steering angle of 66.5 degrees is sharper than a Duke. This has resulted in a shorter wheelbase and increased ground clearance by 8.5mm. Seat height has gone up 20mm to 820mm. The travel on the front forks is reduced to 125mm to sharpen the steering. All of which make the RC a lot more agile and race ready than the Duke. On the downside, the RC’s dry weight is 8kg higher.
      The 373.2cc engine has been carried over virtually unchanged. The RC boasts the same horsepower and torque as the Duke and shares gearing too. This means, in India, the RC390 boasts 43.5bhp at 9000rpm and 3.57kgm of torque at 7000rpm.
      Changes have been made to the dynamo, due to extra power required for the projector lamps and LED DRLs. Also, the intake tract to the airbox is revised on the RC.
      Get a handle on it
      The RC390 carries over the 10-spoke alloy wheels and superb Metzeler M5 Interact rubber from the 390 Duke. From the second you hit the road, you can feel the changes. The RC feels lighter and even more agile on the move than a Duke. It suggests a nimbleness that would make it really at home on a tight and winding road. On our ride on the hills around Modena, the RC clearly felt like the sportsbike it is meant to be. Switching direction is light work and even through long sweepers, the motorcycle always felt stable and confident. There is a surprising calmness in the way the RC goes about its duties, which boosts rider confidence. For that, you will have to put up with a more aggressive seating position as there is a distinct lean-in towards the clip-on handlebars. Apart from the fairing, this posture raises weight bias at the front. The footpegs have also been raised a bit but with the taller seat height, you don’t feel cramped.  
      The engine, as expected, is familiar, brandishing a strong midrange and a healthy top-end to have you charging out of corners and blasting down every available straight. Even though it is mechanically identical, the RC felt a touch smoother on our ride than the Duke.
      Gearshifts from the six-speed gearbox are smooth. KTM say the fairing helps reduce aerodynamic drag sufficiently to help the RC hit a higher top-speed and improve acceleration as well. We will verify after our extensive testing back home in India.
      Ready to road?
      As a commuter, the RC’s extra ground clearance despite the fairing, is probably its only advantage over a 390 Duke. More than a 100km around the streets of Modena and highways that loop through the Emilia Romagna region proved this engine is as flexible as ever. There’s oodles of torque and easy delivery makes the power all so accessible too.
      However, the aggressive seating position is a bit tiring. The front suspension though proves less aggressive than anticipated, soaking up lightly broken roads and bumps without feeling harsh. However, the set-up is firm and will require you to ride with care on India’s monsoon-ravaged roads. KTM has a slightly softer suspension set-up for some markets, which is expected to make its way to the India spec RC.
      What about the RC200?
      Right, the RC200 shares all the chassis changes with the RC390. Which means it too, is 8kg heavier than the 200 Duke. Its suspension set-up is shared with the RC390 as well. But, the MRF tyres and that it is lighter than the RC390 by nearly 10kg makes it feel even more delightful to steer. Quicker to turn yet very planted, the RC200 carved corners with a maturity, finesse and youthfulness that actually threatens to overshadow its elder sibling.
       
      The RC200’s engine too is unchanged from the 200 Duke, but that is nothing to be disappointed about. Winding around the mountains, the RC200 felt even more enjoyable as its linear power delivery and rev-happy nature make it very apt for a sports bike. However, to get the best out of the RC, you have to get your gears right, else it can feel a bit tame coming out of corners. So, its rev-happy engine and sharp dynamics make it one of the best saddles to hop onto for new sports bike riders. What increases its appeal further is that it feels a lot more easygoing even at low speeds dawdling around the city.
       
      Let it be understood that the RC200 is no less aggressive in its ergonomics and suspension setup than its elder brother, so commuting duties will require some sacrifice on the comfort front. Sadly, there is still no ABS on offer in India although we did ride an ABS-equipped motorcycle on the test ride in Modena. And as for the colour, the RC200 gets the black treatment, and in my books, it is the more attractive colour combination. The RC200 maybe the less powerful and less expensive RC, but that, by any stretch of the imagination, doesn’t make it the lesser bike. 
      So, should I buy one?
      The RC’s appeal is huge whether you are looking for the right look or a proper sportsbike. For the serious riders, the RC’s scything on-track manners and gritty performance make it a winner. However, the RC390 is even less of a generalist than the Duke, and needs a different focus and clarity of purpose from its rider.
      Firstly, because of its sporty stance and suspension set-up, the RC is bound to be a bit tiresome as a commuter, as only to be expected from such a purpose-built motorcycle. Secondly, it needs to be treated with respect, because 43.5bhp might not sound like much when compared to a superbike, but the RC390 is seriously quick for Indian roads, with super quick performance through corners and in a straight line.
      Now the pricing
      This remains to be announced, but thanks to Bajaj and their ever sensible approach to value for Indian riders, we’re pretty certain a sub-Rs 2.2 lakh price tag will be about what the RC390 is going to be launched at for us on September 9.
      Those yearning for a sportsbike will find the RC390 is a focussed machine with the dynamic ability to deliver all you expect from far more expensive motorcycles, at a fraction of the price.
      KARTIKEYA SINGHEE (AUTOCAR)


Top 10 fuel efficient diesel cars in India

Top 10 fuel efficient diesel cars in India


A little while ago, we revealed the top 10 most fuel efficient petrol cars in India by taking into account the real-world mileage of each car achieved in Autocar India’s road tests. This data is collected by driving the car in actual urban and highway conditions in and around a typical Indian metro city. This means traffic, poorly paved roads and pollution, just like you might encounter in your car.

Now we have compiled a list of the top 10 most fuel efficient diesel cars in India, and no surprises here, it’s comprised entirely of hatchbacks and compact sedans. This has a lot to do with these cars’ relatively light kerb weights and smaller diesel engines, compared to larger sedans and SUVs.

Just for comparison, alongside our figures, we’ve also included each car’s manufacturer-claimed fuel-efficiency figure (as per ARAI testing conditions). These figures represent the fuel consumption a car could possibly achieve in perfect conditions, but they are calculated in a laboratory, and so don’t reflect the conditions that our cars really endure on Indian roads.
Finally, we’ve also included a running cost figure to see how much you’d spend on fuel each month. This is calculated based on the assumption that the vehicle is being driven for 1,000km a month, 50 percent of which is on city roads and 50 percent on highways, and that the cost per litre of diesel is Rs 65 (the current price in Mumbai, Maharashtra). This is also calculated using our real-world test figures, and not the ARAI rating.

So, are you the type of car owner for which fuel-efficiency is paramount? And if so, is your car on this list?



1. HYUNDAI XCENT
Autocar India City mileage: 16.2kpl
Autocar India Highway mileage: 20.3kpl
ARAI rating: 24.4kpl
Running cost per month: Rs 3561
Price (diesel range): Rs 5.56-7.41 lakh (ex-showroom Delhi)

The Xcent marked Hyundai’s foray into the popular compact sedan segment, up against the Honda Amaze and Maruti Dzire. Interestingly, while its 24.4kpl ARAI-rated figure is not nearly the highest on this list, our road test crowned it the king of the diesel roost. It managed 16.2kpl in the city – the highest figure here – and 20.3kpl on the highway, which is a touch shy of the Honda Amaze’s 20.8kpl. You can put that down to the Xcent’s smaller, 71bhp, 1120cc, three-cylinder, CRDi engine, which needs to be worked a little bit more out on the highway. 


2. HONDA AMAZE
Autocar India city mileage: 15.2kpl
Autocar India highway mileage: 20.8kpl
ARAI rating: 25.8kpl
Running cost per month: Rs 3611
Price (diesel range): Rs 5.97-7.54 lakh (ex-showroom Delhi)
The Amaze was Honda’s first car in India to be powered by a diesel engine. The made-for-India diesel motor, with an ARAI-rated fuel efficiency of 25.8kpl, gave Honda the bragging rights to India’s most fuel efficient diesel car, surpassed only by its sibling, the City i-DTEC, whose ARAI rating is 26kpl. During testing, the Amaze diesel’s 15.2kpl in the city and 20.8kpl on the highway (still the best here), made it the most efficient diesel car we’d tested, until the Xcent came along. Not bad for a relatively large, 1498cc, four-cylinder engine that makes 98.6bhp and 20.3kgm of torque. 


3. CHEVROLET BEAT

Autocar India city mileage: 16kpl
Autocar India highway mileage: 19.1kpl
ARAI rating: 25.44kpl
Running cost per month: Rs 3703
Price (diesel range): Rs 4.77-5.99 lakh (ex-showroom Delhi)
Considering this is the most compact car here with the smallest-capacity engine, some might think that the Beat diesel should be at the top of the list. Its ARAI rating of 25.44kpl is second only to the Amaze’s and in our city tests, its 16kpl is second only to the Xcent. However, out on the highway, the small 936cc displacement lets it down, needing to be worked hard to really get the best of it. Which is why its 19.1kpl highway rating lets down its overall FE performance.



4. HYUNDAI GRAND i10   
Autocar India city mileage: 15.4kpl 
Autocar India highway mileage: 19.6kpl
ARAI rating: 24kpl
Monthly running costs: Rs 3714
Price (diesel range): Rs 5.21-6.38 lakh (ex-showroom, Delhi)
Hyundai made some modifications to the 1.1-litre, three-cylinder diesel engine for the Xcent, and so its ARAI rating of 24.4kpl is better than the Grand i10’s 24kpl. In our tests, this difference is even more pronounced, with the hatchback’s 15.4kpl and 19.6kpl city and highway figures being some way behind the Xcent’s numbers. Although it must be noted that the Grand i10’s less aerodynamically efficient shape will have had some role to play here.



5. TATA INDIGO eCS
Autocar India city mileage: 15.3kpl
Autocar India highway mileage: 19.6kpl
ARAI rating: 25kpl
Monthly running costs: Rs 3724
Price (diesel range): Rs 5.38-5.89 lakh (ex-showroom, Delhi)
The pioneer of the compact sedan segment, the Indigo eCS was always billed as a very fuel-efficient car, with a 25kpl ARAI rating that was for its time, pretty much as good as it could get. It’s getting on a bit now, but even so, our tested 15.3kpl in the city and 19.6kpl on the highway, are pretty impressive. The Indigo eCS is powered by the same 1396cc, four-cylinder diesel engine as the Indica that’s next on this list, and produces an identical 69bhp and 14.2kgm of torque. 




6. TATA INDICA
Autocar India city mileage: 15.3kpl
Autocar India highway mileage: 19.3kpl
ARAI rating: 25kpl
Running cost per month: Rs 3757
Price (diesel range): Rs 4.39-4.80 lakh (ex-showroom, Delhi)
Since its launch, the Tata Indica endeared itself to owners and fleet operators with its stellar fuel efficiency. While the Indica has an ARAI rated fuel efficiency of 25kpl, we achieved 15.3kpl while driving in the city and 19.3kpl on the highway (the only area where it falls slightly short of its compact sedan sibling, the Indigo). For such an old design, it really does deliver as a no-nonsense, practical hatchback, and the fact that it’s the cheapest car on this list only reinforces that notion.




7. MARUTI-SUZUKI SWIFT DZIRE
Autocar India city mileage: 14.6kpl
Autocar India highway mileage: 19.8kpl
ARAI rating: 23.4kpl
Running cost per month: Rs 3779
Price (diesel range): Rs 5.78-7.32 lakh (ex-showroom, Delhi)

By far one of the most popular cars in the country, the Swift Dzire consistently outsells even its hatchback counterpart, month after month. A big reason for that is Maruti’s great reputation for reliability and good service, but an ARAI rating of 23.4kpl helps too. While driving in the city, our testers extracted 14.6kpl from the Dzire’s 74bhp, 1.3-litre engine. On the highway, it stretched that to 19.8kpl, which though not as good as the Xcent and the Amaze, is by no means terrible. 




8. NISSAN MICRA
Autocar India city mileage: 14.6kpl
Autocar India highway mileage: 19.5kpl
ARAI rating: 23.08kpl
Running cost per month: Rs 3812
Price (diesel range): Rs 5.78-7.03 lakh (ex-showroom, Delhi)

The Micra’s inclusion on this list should give you some idea about just how under-rated and overlooked it is in India. It’s a hugely capable, practical and spacious hatchback that’s become even more desirable after its recent facelift. In our tests, it matched the Maruti Swift with 14.6kpl in the city and 19.5kpl on the highway. However, its ARAI rating is a little higher than the Maruti’s – 23.08kpl as opposed to 22.9. Put it down to the Micra’s flexible and frugal 63bhp, 1.5-litre diesel – closely related to the one in the Renault Duster SUV. 




9. MARUTI-SUZUKI SWIFT
Autocar India city mileage: 14.6kpl
Autocar India highway mileage: 19.5kpl
ARAI rating: 22.9kpl
Running cost per month: Rs 3812
Price (diesel range): Rs 5.45-6.70 lakh (ex-showroom, Delhi)

The diesel Maruti Swift has achieved immense popularity among buyers owing to its fuel efficient and reliable diesel engine (oddly enough, sourced from Fiat). The Swift diesel claims an ARAI rated fuel efficiency of 22.9kpl.  During our fuel efficiency runs, it matched its booted sibling, the Dzire, with 14.6kpl in the city, although on the highway it didn’t fare as well, with 19.5kpl. However, these minor differences in fuel efficiency don’t seem to have hurt the Swift’s reputation as a premium, fun-to-drive and reliable hatchback.





10. MARUTI-SUZUKI RITZ


Autocar India city mileage: 14.6kpl
Autocar India highway mileage: 19.3kpl
ARAI rating: 23.2kpl
Running cost per month: Rs 3834
Price (diesel range): Rs 5.27-6.15 lakh (ex-showroom, Delhi)

It’s not too surprising that after the Dzire and the Swift, comes the Maruti Ritz. It is based on the same basic platform and uses the same engine and gearbox, although it is a bit taller and ‘block-like’ in shape. Still, it managed to score higher than the Swift in the ARAI test with 23.2kpl, and it’s only a fraction behind it in the Autocar Road Test rating. It managed 14.6kpl in the city and 19.3kpl on the highway, putting it in a very close tenth place on this list of frugal diesel cars.

Source : AUTOCAR(India)

Maruti Ciaz variant details revealed

Maruti Ciaz variant details revealed


The petrol Ciaz will be available in VXi, VXi+, ZXi and ZXi+ trims and the diesel, in VDi, VDi+, ZDi and ZDi+ trims.


Launch of the Maruti Ciaz is expected sometime in the first half of October. For now, we have managed to get details about the features that every variant is going to get.
The Maruti Ciaz is powered by Ertiga's 91bhp 1.4-litre petrol engine and 89bhp 1.3-litre Fiat-sourced diesel engine. The petrol motor comes with a five-speed manual or a four-speed automatic gearbox, while the diesel variant gets only a five-speed manual gearbox.


The Ciaz comes in four trims each for the petrol and diesel models. The petrol Ciaz will be available in VXi, VXi+, ZXi and ZXi+ trims and the diesel in VDi, VDi+, ZDi and ZDi+ trims. The optional four-speed automatic gearbox will be available on the VXi+ and ZXi trims.
The base VXi and VDi variants get features like projector headlamps, front and rear armrests, keyless entry, audio system with USB, aux-in and card reader, fabric upholstery, and electrically-adjustable wing mirrors with indicators, among others.
Over and above this, the VXi+ and VDi+ variants get an airbag for the driver, ABS with EBD, climate control, parking sensors, Bluetooth for the audio system, height adjustability for the driver’s seat, and steering-mounted controls.

The ZXi and ZDi variants additionally get 15-inch alloys, rear sunshade, keyless entry and go, front passenger airbag, electric wing mirrors, reversing camera, and fabric and leather upholstery.
The top-of-the-line ZXi+ and ZDi+ variants get added features like the Smartplay infotainment system, leather upholstery, leather-wrapped steering and 16-inch alloys.
When launched, the Ciaz will go up against segment rivals like the Honda City, Hyundai Verna, Skoda Rapid and the Volkswagen Vento.


source : AUTOCAR (India)

Hyundai Elite i20 review

Hyundai Elite i20 review


What is it?
Simply put, the ‘Elite’ i20 is the latest generation of Hyundai’s premium hatchback. Following its global unveil in India, it’s been launched with a 1.2-litre petrol and a 1.4-litre diesel engine, each offered in five trim levels. Prices for the base petrol i20 hatchback start at Rs 4.89 lakh (ex-showroom, Delhi) and top out at Rs 7.67 lakh for the top-spec diesel. It may appear pricey compared to direct rivals like the Maruti Swift, Fiat Punto Evo and Nissan Micra, but let’s not forget that a premium price tag didn’t stop the original i20 from becoming a big seller either.  
 
Of course, among the many reasons the first i20 was such a hit, one was its interesting styling. The new i20 follows suit with a rather handsome design, albeit one that’s not quite as flamboyant as Hyundais of the past few years. Styling is mature, restrained and in keeping with the evolved look of Hyundai’s latest Fluidic Sculpture 2.0 design language. See the new i20 in the flesh and you’ll agree that’s no bad thing. 
 
 
The focal point at the front is the large and low-set hexagonal grille, though the neatly swept back headlamps with their chrome detailing are also interesting to look at. Oddly, Hyundai has given day time running LEDs a miss on the Indian i20 (the international i20 gets them, as did the outgoing model). However, this new i20 does got a flatter bonnet, the benefit of which is that it looks a whole lot wider than its 24mm increase in width (vis-à-vis the old i20) would suggest. It’s interesting to note that the wheelbase is also a full 45mm longer than before, though the overall length has been trimmed by 10mm to 3985mm.  
In profile, the new i20 looks sharp, with the rising window line, bold shoulder line and that blackened C-pillar lending the car its distinctive look. An important point here is that only the top two trims of the i20 get 16-inch alloy wheels. How successfully the 14-inch steel wheels on lower-spec cars manage to fill the large wheel arches remains to be seen. Still, there’s no arguing that the tail looks attractive. The spread-out tail-lights look rather nice, and even small details such as the lip atop the windscreen is well executed. Frequent travellers will be happy to know the i20’s boot is spacious enough to hold more than a weekend’s luggage with ease. The only problem is the boot sill is quite high, so loading and unloading can be an issue. 
 
 
As for the cabin, there’s really little to complain about. Overall quality is impressive (though still a notch down on the VW Polo), detailing is impressive (the column stalks feel very rich) and the layered dashboard looks suitably upmarket. If there’s a negative it’s that the screen for the audio system is a tad too small. Some might also find the knobs for the music system small and fiddly, but drivers do get their own set of controls on the well-finished, three-spoke steering wheel. Drivers will also like the good visibility and ability to adjust the steering for rake and reach. The supportive seats and general feeling of space enhance the front seat experience further.
 
 
Access to the rear seat is nice thanks to the wide door aperture, and once inside you’ll be quite amazed by the space on offer. Legroom and headroom are particularly good and there is sufficient width to seat three. The rear seat also scores well for good back and leg support. However, the backrest is a bit too reclined and the bolstering on its outer edges hurts comfort when seated three abreast. Shorter occupants may also find the windows a little too high for their liking. If there’s a consolation, rear seat occupants do get a dedicated air-con vent in all but the base version of the i20.  


 
And that brings us to features. The top-spec Asta trim we’ve featured comes with lots of equipment as standard. The list includes automatic headlamps, push button start, automatic climate control, an audio player with 1 GB of onboard music storage, Bluetooth telephone function and a reverse camera. Even the mid-spec Sportz trim comes well loaded, but frustratingly essentials such as a rear wash/wipe and a passenger-side airbag are only offered on the top-spec car.
What is it like to drive?
 
The i20 diesel comes with the same 1.4-litre, common-rail engine as the previous i20. There’s no change in power (89bhp at 4,000rpm) or torque figures (22.4kgm at 1,750-2,000rpm) either. The six-speed manual gearbox has been carried forward too, albeit with slightly shorter third, fourth and sixth gears to aid drivability. 
 
 
Engine refinement is good with a quiet idle and a subdued clatter being the only sound from the engine bay to keep you company in slow urban commutes. You don’t need to rev the engine very hard to get the best out if it because power comes in nice and early, and this is followed by a gentle surge after 2,000rpm. You’ll also seldom find the need to pass 3,000rpm to get past slower traffic. If you do so, you’ll find the engine quite loud on its climb to its 4,900rpm limiter. 
 
While not the most enthusiastic of performers, the i20 diesel makes a strong case as a car for city driving. Helping in no small measure here are its smooth-shifting gearbox and adequately light clutch. 
 
A light, if somewhat snappy clutch, and easy gearshifts are some of the traits you’ll find in the i20 petrol too. While power and torque outputs are unchanged from the earlier i20, the 82bhp, 1.2-litre motor has been re-tuned for better bottom-end responses. The engine does feel better than before but it’s still not the liveliest at low engine speeds. However, things get progressively better as you rev harder. The i20 petrol builds speed quickly and revs quite readily past 6,000rpm. Just don’t expect it to excite you. 
That’s something that can be said about the car’s dynamics as well. Hyundai has clearly made progress in terms of suspension setup, but it’s still far from the benchmark set by the Fiat Punto Evo. The steering, for one, has a dead zone around the straight-ahead position though it turns into corners quite eagerly. There's a balance in the chassis that wasn't there before but there's also still a fair of roll around corners. But once again, it’s in more everyday driving conditions that the i20 is at its best. The light steering makes parking easy, the suspension is absorbent (save for the odd thud on big bumps) and even suspension noise is very well contained. There’s also a newfound maturity in the i20’s high-speed manners, though it’s still not near the class bests.
 
 
Should I buy one?
If an engaging driving experience is all you seek from your hatchback, the i20 is not the car for you. It betters the old i20 in almost every way, but dynamics are still not its strongest suite. But if you are primarily looking for an all-rounder with lots of space, a premium cabin and lots of features, the i20 could just be your best bet. It’s got peppy enough engines that should prove to be sufficiently fuel efficient too. Overall refinement is also very impressive, so when you add all of it together you get a car that gets you your money’s worth, premium price notwithstanding. Hyundai’s proven service backing only helps to make the i20 a car that’s easy to recommend. 


Source : AUTOCAR (India)

Monday, September 22, 2014

New Mahindra Scorpio

New Mahindra Scorpio 


Mahindra is launching the new Scorpio on September  25, 2014. Dealers have been accepting bookings for a couple of days now, with the booking amount being Rs 20,000.
Mahindra has also tied up with the e-commerce website, Snapdeal, and interested customers can book the new SUV there.

New Mahindra Scorpio – what to expect

Here’s a lowdown of what’s expected on the new Scorpio.
Styling – The new Scorpio will get an updated front grille and newly-designed projector headlamps with LED daytime-running lights. Both front and rear bumpers have been slightly redesigned with new fog lamps and scuff plates. The tail-lights are LED too, and there’s a roof-mounted rear-spoiler. Adding to the refreshed looks are the new 17-inch alloys on higher variants.
Interior – Interior of the new Scorpio gets stylistic changes and equipment additions. Changes include horizontal AC vents, new instrument cluster, climate control and a new touchscreen infotainment system. Buttons for the power-windows are now on each door instead of the centre console. The new steering wheel comes with controls mounted on it. There are airbags and ABS too. The new Scorpio is also likely to offer seating configurations ranging from seven- to nine-seater options. Overall, the interior is likely to feel much more sporty, upmarket and well-equipped.
New chassis – A brand new body-on-frame chassis underpins the new Scorpio. It’s the first car to get Mahindra’s next-gen ladder chassis, which uses hydroforming to give it a stiffer, lightweight design. It is also claimed that the new chassis has entirely changed the dynamics of the Scorpio to give it far better ride and handling. It also seems like the new car has a wider track than before.

New gearbox and suspension – The new Scorpio gets an all-new 320MT five-speed manual transmission that claims to offer better shifts than before. However, according to dealers, there is no word on an automatic yet. They also revealed that the new car gets a revised suspension setup.
Nomenclature – Trims of the new Scorpio are expected to be been badged as S2, S4, S6, S8 and S10 instead of the previous EX, LX, SLE and VLX.

The new Scorpio is expected to be priced at a slight premium over the already-popular outgoing car. But it is likely that Mahindra will look to offer a good value-for-money proposition in a bid to take a renewed shot at the SUV segment.  


source: AUTOCAR (India)