Check out the all new Bajaj Sonic DTSi
The Sonic will be another superb addition to the range. It looks modern, stylish and with a 125cc engine, it will be fast enough to excite.
Friday, May 18, 2007
Bajaj Sonic DTSi
Hello,
Check out the all new Bajaj Sonic DTSi
The Sonic will be another superb addition to the range. It looks modern, stylish and with a 125cc engine, it will be fast enough to excite.
Check out the all new Bajaj Sonic DTSi
The Sonic will be another superb addition to the range. It looks modern, stylish and with a 125cc engine, it will be fast enough to excite.
the Santa Fe
In the Driver's Seat With color coded wood and aluminum trim, the Santa Fe has one of the best CUV dash boards on the market. photo © Hyundai The front driver's seat is the most comfortable place; the passenger seat felt a bit too close to the floor for my liking. Access to the second row is good, though the seat cushion is short and lacks thigh support, a common sin in CUVs this size. All three positions have headrests and shoulder belts, but only the outers get LATCH child seat anchors. A flip and fold seat makes access to the optional 3rd row dead easy. The seat itself is unpleasant but no worse than its rivals. It folds down when not in use; the five-seat 'Fe get a nice big storage bin in its place. Standard equipment in the base GLS model includes power windows/mirrors/locks, keyless entry, A/C, CD/MP3 player, alloy wheels, antlilock brakes, electronic stability control, and side curtain airbags. SE adds a bigger engine, bigger wheels, automatic headlights, and other toys; the Limited gets leather seats (heated in front, power adjustment for the driver), dual-zone automatic climate control, and more. On the RoadAll Santa Fes get V6 engines: A 185 hp 2.7 liter for the GLS and 242 hp 3.3 for the SE and Limited. The 2.7 comes with a 5-speed manual or 4-speed auto while the 3.3 gets a 5-speed automatic. All powertrain combos can be had with front- or all-wheel-drive. The latter is an electronic system that varies up to 50% of power to the rear wheels as needed. It isn't meant for off-roading, but it can be "locked" into 50/50 4WD mode for slippery situations. Acceleration is more than adequate, with the front-drive 3.3 being the quickest.What's really remarkable is the Santa Fe's ride. It's exceptionally solid and well-controlled. You don't have to pussyfoot the Santa Fe though corners for fear of losing control or tipping over (and even if you do get in over your head, the standard electronic stability control will step in to help). It'd feel even better but for the steering, which doesn't give much natural feedback from the road. Despite the somewhat artificial steering feel, the Santa Fe does tend to track in a straight line and is not at all fatiguing to drive on the freeway. Its small turning circle is nice, but with its tall sides and a fall-away hood, I found maneuvering through tight parking garages a bit of a stomach-churner. Journey's End With a bumpy, bubbly shape, the Santa Fe might remind you of a baby Audi Q7. photo © Hyundai To me, the Santa Fe is more budget- and passenger-friendly than Toyota's RAV4, though not as comfy in back as the Highlander. Spirited drivers may prefer the Mazda CX-7, but new SUV buyers will find comfort in the Santa Fe's stability. The lack of a center LATCH point means I can't whole-heartedly recommend it for 1-baby families, but it'd work great for my own family of four. Bottom line: If you're shopping for a CUV, make sure to test drive the 2007 Santa Fe. The Japanese do it well, but the Koreans do it even better. |
Pulsar 220 DTS-Fi
Upper class
20 Jan '07
Text: Shubhabrata MarmarPhotos: Pablo Chaaterji
Premium segment motorcycles on their way?
Some people are upset about how long it has taken Bajaj to get the Pulsar 220 DTS-Fi off the AutoExpo'06 showstand and into showrooms – a bit more than a full year. Regular sales are expected to begin next month. We haven't seen a launch like this before, with so much speculation, excitement and lots of information preceding the launch. Enthusiasts (and indeed, the competition) knew a fair bit of what was coming and this fuelled the anticipation of one of the most important motorbike launches in India recently.
There are a number of reasons why the 220 is such a fulcrum. First, the market. With margins under pressure and competition rising, the segment in focus is the premium segment – one which Bajaj has more or less 'owned' since they launched the first Pulsar years ago. It is where bike makers can make half decent per-unit margins and inasmuch, the sales 'subsidise' more price-competitive segment sales to some degree. Second, the premium bikes have (admittedly on a smaller base) grown at a pace that far outstrips the sales of entry/executive commuters. This is where the action is.
Third, most bike makers realise that we are ready to hop, skip and jump up the pecking order. What remains to be seen are the actual volumes. The flop that was the BMW Funduro and the long but ultimately futile attempt to launch the Yamaha Drag Star are signs of scared MBAs out there who won't nod 'Yes' to big bikes,
unless they see precedents.
The 220 should set that precedent. Enthusiasts already know the impressive spec list by heart. There is lots of new technology on the bike, including fuel injection, tubeless tyres, projector headlamps, LED tail lamps etc, each with a clear benefit and application. Despite which, Bajaj have pulled out a rabbit-from-a-hat price tag. All that costs only Rs 83,595 on-road Pune.
e road tested the bike, and it is no less impressive in the flesh. We aren't sure that making all Pulsars look so similar is such a great idea, but the 220 does have presence. The 220cc motor is good for 20.5 bhp – it destroys all previous 0-100 kph and top speed times for bikes. But making a bigger motor go faster is easy. What is really great is the 220's dynamic ability. Despite being a fair bit longer than the smaller Pulsars, the 220 is very quick and confident in corners, and most bikes in India would find it hard to keep up. That it rides very well over broken roads and brakes with great composure is a bonus. What we're saying is that on the whole – product, packaging and pricing – Bajaj have more or less hit the nail square on the head. I wouldn't be surprised at all if there aren't enough 220s to go around. Rs 90,000 has a way of disappearing when broken up into EMIs.
If this happens, it will send the right signals to other marques. The Hero Honda Karizma, already rumoured to be in for upgrades, will feel the brunt of the heat. Its displacement and price put it directly in the 220s crosshairs and in its current spec, it will find the road uphill. Unexpected 220 sales volumes will also push companies like Honda and Yamaha, who in product range terms are at the cusp of entering the premium segment with competitive motorcycles. Rumours are rife that Yamaha have a 220-sized product in the final stages. Even if untrue, it's a good rumour. If I were Yamaha, that's what I'd be doing.
The Bajaj 220, in essence, is opening a door to higher displacements to the average Indian motorcycle enthusiast. Bajaj have already stated on record that they have a larger displacement platform in development. We expect a 300 or 400cc single around September 2008 to be the first product from that platform. Other manufacturers, including the three Japanese marques, are also looking for ways to directly import bigger capacity motorcycles to India shortly. Like we said, this is where the action is.A no-nonsense car, anyone?
A no-nonsense car, anyone?
7 Apr '07
Text: Bijoy Kumar YPhotos: Pablo Chaterji
Looks like the Mahindras have got their first passenger car spot-on
I remember interviewing Anand Mahindra almost a decade ago. The Scorpio was still a dream then and he assured me that he was not born with a silver spanner in his hand. But he quickly added that passion alone won't take Mahindra from being a utility vehicle maker to a modern car maker.
Sure, the company went on to develop the Scorpio, a more modern SUV than what they were making till then. The Scorpio's runaway success should have made Anand Mahindra think that they could get on with a proper passenger car project on their own. Instead, he decided to tie the knot with Renault two years ago. And for good reason too. Building a modern, monocoque passenger vehicle was Mahindra's strength and the company and its vendors needed to learn the art. It needed huge investments to put up a new, different kind of factory, and more importantly, there was no time to waste on developing an all-new car from scratch. Renault had already developed the Logan, a car that was conceived as a low-cost yet contemporary automotive package for developing markets. It started its life as a Dacia in Romania (a subsidiary of Renault) where it was a huge success, and even spoilt west Europeans liked the idea of a no-frills yet no-nonsense automobile. Though it was developed as a 5,000-euro car, it retails at around 6,500 euros in various European markets today.
So why should Renault offer the Logan to Mahindra? Simple, the French giant could not ignore the Indian market for long and they wanted to learn – with an Indian partner preferably – the skills that are required to build affordable cars in a sustained manner. The current joint venture for building the Logan is for just 50,000 cars, and it may or may not get extended. Perhaps Mahindra will continue to build the Logan and pay Renault a royalty for some time. In the meanwhile, the Renault-Nissan combine will have its own car plant and new small car projects on stream. As for Mahindra, they would have a smooth entry into the passenger car market with a car that is 'right' from day one and they can build on this strength and make more passenger car models in the future.With that necessary preface done with, let us get on with our test drive of the Mahindra Renault Logan – the top end DLS diesel version that costs Rs 6.44 lakh ex-showroom Mumbai.
Strength
Make no mistake, this is a car built to a price. And the Indian version sticks to the brief like glue. The design is not like any of the contemporary Renaults since the thinking when the Logan was conceived, was a car that looked as robust as it actually was. Mahindra can be happy that like their proven utes, the Logan is a sturdy machine. It is evident the way the doors shut, how the car rides over bad roads, skims over speed-breakers and how it tackles corners. There is nothing flimsy about this machine. And then there is space – lots of it. An airy cabin with the feel accentuated by pre-tanned grainy plastic (again, lots of it), lots of elbow and head room (bring on the turbans) and a rear bench seat that can actually seat three make it a class leader. We drove a diesel car close to 600 km before filing this report, and that too, over all kinds of roads and we came back impressed.
Fit and finish of the car, despite a very labour intensive manufacturing process which makes it affordable, is second to none. This car is absolutely well put together. The powertrain (imported for the time being) felt indestructible too in a way traditional engines did. The gear ratios are suited for commuting and we were surprised how easy the diesel was to drive on congested Mumbai roads. The improved airconditioner did a good job of keeping the commute cool. Getting in and out of the car is easy and seats are good for three-hour stints.
Another strength area is economy – Mahindra Renault claims 18 kpl on the highway and our Logan actually returned 20 kpl easily. Brilliant indeed. The petrol models are supposed to return 10-13 kpl but we are yet to drive them.
The Logan is contemporary when it comes to crashworthiness. And the company has offered driver-side airbags as standard fitment for the top-end models. Way to go.
Weakness
Some of its strengths are unfortunately its weaknesses too. Sure it does not look like a car built to a price, but to a trained eye, the cost-cutting is obvious. As a design despite the space, the Logan does not break any new moulds. During my commute, no one particularly noticed the car (the fact that I was driving a black one didn't help either) and mind you, I was driving one of the only four or five Logans on Mumbai roads – our test Zen Estilo got more heads turning. Maybe Renault could have made a car that could have become iconic – like the VW Beetle and the Citroen 2CV – but then most of us would have stayed away from it.
Then there are the details. The dials, for example, do not have red lines marked on them so that they can be sourced for both diesel and petrol variants. Power window switches are housed on the central console so that the doors can be assembled without any electrical wiring. There are no alloy wheels – not even for the top-end models.
There are ergonomic issues too, like oddly placed aircon controls, a bottle holder that comes in the way of the gear lever and a steering wheel that may not be comfortable to reach for those who are vertically challenged.
The common-rail diesel engine which displaces 1461cc to develop 65 bhp at 4000 rpm and 16 kgm of torque at 2000 rpm was too brand new to be evaluated. That meant it sounded tad too harsh for comfort and didn't have the energy to handle a fast highway drive. The Logan cruises well, but needs to be whipped to get moving at appreciable velocities. While 6.7 seconds for a 60 kph run is not so bad for an yet to be run-in diesel, 18.7 seconds for 100 kph is not something you want to write Paris about. As mentioned earlier, while the engine is good for economy and the gearbox for ratios, refinement and power delivery are areas where the powertrain does not excel in.
It would have been nice to see ABS being offered, at least as an option. As an active safety feature, ABS is a must-have on Indian roads and one can only hope to see it being offered soon as an option across the model range.
Opportunity
The Logan range starts from Rs 4.28 lakh for the base petrol model which has airconditioning but no power steering to the top-end price tags of Rs 5.69 lakh for the 1.6-litre petrol and Rs 6.44 lakh for the diesel – these models feature power steering, airconditioning and a driver-side airbag. In between come the GLE and DLE versions, at Rs 4.72 lakh for the 1.4-litre petrol with aircon and power steering and Rs 5.47 lakh for the 1.5 dCi with aircon and power steering. The top-end models get power windows all round, but the mid models get them only for the front seats. In short, the car should appeal to anyone who is planning to buy anything, from the top-of-the-line Hyundai Santro and Suzuki Wagon R to the Suzuki Swift and Hyundai Getz to the Honda City and Ford Fiesta. The top-end petrol model with a 1.6-litre engine is a whopping Rs 1.5 lakh cheaper than a City while the premium diesel variant is a clean Rs 1 lakh cheaper than a Fiesta TDCi – yes, it looks like moving 50,000 units won't be a problem for the Indo-French combine. But the real opportunity for Mahindra is in the form of their newly acquired car making skills – they got a good product to begin their passenger car innings with and can concentrate on building the brand instead of thinking of 'improved' versions of the same car. And they don't have to feel guilty of selling an under-developed product on unsuspecting buyers.
Threat
The imminent threat is in the form of the last generation cars in the C-segment that still soldier on, starting from the Maruti Suzuki Esteem, Hyundai Accent, Ford Ikon, and of course, to the Tata Indigo. These cars retail right in the price range of the Logan today, and their makers can afford to slash a few thousands off their price tags easily. Another worry can be the unknown quantity that Renault is to prospective buyers. Sure, Fernando Alonso won two world championships driving a particularly fast Renault recently, but most of us are still trying to pronounce Renault without the 't'. As far as brand perception goes, Mahindra is certainly not where Honda is in the Indian passenger car scenario either.
Another area of concern is the after-sales facilities offered by Mahindra dealers. Yes, Scorpio owners are a similar lot, but the fact remains that Mahindra dealers have not dealt with modern passenger cars and their more sophisticated owners. As we have seen with Fiat in India, lack of good after-sales can kill even a good product.
To sum up
This is a textbook execution of a passenger car project in a developing market. Right product, right manufacturing strategy, right risk mitigation exercises and right pricing and packaging. We were in fact surprised to see a phased launch programme with a booking system. As for the product, this is as honest a low-cost yet mainstream car can get. Anything below would have meant compromising on safety and quality and anything above would have meant adapting yet another Euro hatch for Indian roads and losing money on every car sold. If you are looking for a well-built car that can offer excellent economy, then the Logan diesel is where your hunt should end.
As you can see, Anand Mahindra has steered his firm towards the lucrative, sophisticated world of passenger cars in a careful, clever way. Oh, and I didn't see anyone wielding silver spanners at his Nashik plant.
SX4 the City
15 May '07
Text: Bijoy Kumar YPhotos: Srinivas Krishnan
The Maruti Suzuki SX4 is ready for combat with the Honda City. Does it have what it takes?
The speedo was climbing into the wrong side of 140 kph. The Maruti Suzuki SX4 that I was driving felt absolutely surefooted on the beautifully paved highway. That was when I noticed them. What began as mere specks in the horizon were growing at an alarming rate and getting transformed into two-wheelers coming at me. Yes, they were on the wrong side of the road and that meant on a certain collision course with the SX4 which was now decimating the fast lane.
Welcome to Incredible India, and particularly Rajasthan. Later I would learn that it is perfectly normal to see motorcyclists and tractor drivers dominating the fast lane on the wrong side of the road. Suicidal? Let’s talk of brighter things. It was one of those moments to react and react fast. Standing on the brakes was the only option since I had to shed some speed... and that would normally mean locked-up wheels, hitting the median and cleaning up the ‘oncoming’ riders. But as I said, it was the only option. Thankfully I was testing the ZXi version and that meant the car came with ABS (anti-lock braking system). I stood on the brakes and the car shed speed with a definite sense of urgency and soon I could see the facial features of those riders – they looked content at leaving all the emergency work for me. I had to ensure that they did not swerve into the middle lane, which thankfully, they didn’t, and that meant the SX4 could be steered on to safety while the brake pads were biting bits off the rotors.
Sure, I should be ashamed of driving so fast and I should know of the dangers that one should expect on Indian roads. But trust me, 140 kph felt absolutely safe and sane on that piece of road and I am absolutely sure that there are people who would drive their cars at such speeds on our four-lane highways. The moral of the story is simple – buy your car, SX4 or for that matter any new car, with maximum safety features. Our country is going through a transition period and you really don’t want to be a victim of circumstances.
So that is where we begin this test drive report. The SX4 is offered in two versions and the ZXi model comes with ABS (with electronic brake distribution) and two airbags as standard equipment. Way to go, Maruti, it shows how a true market leader can show the right direction to the rest of the industry.
Top 10 Fuel-Efficient Cars
Top 10 Fuel-Efficient Cars
Here at About Cars, our philosophy is that one shouldn't give up comfort, safety and enjoyment just to save fuel. That's why this isn't just a by-the-numbers list of cars with the best fuel economy. Instead, the About Cars test drivers and I are pleased to present our list of cars we think are the creme-de-la-creme of fuel-savers. Here they are, in alphabetical order.
1) Ford Focus
EPA city/highway mileage: 27/37 (manual), 27/34 (automatic)
Though most of the cars on this list are imports, that doesn't mean the domestics don't built fuel-efficient cars -- though it's no coincidence that the fuel-efficient Focus was largely designed by Ford's European division. The Focus compares favorably to Japanese compacts in terms of fuel efficiency, particularly in manual-transmission form, plus it's brimming with personality and enjoyable to drive.
2) Honda Fit
EPA city/highway mileage: 33/38 (manual), 31/38 (automatic Base), 31/37 (automatic Sport)
The Fit is one of several minicars to hit American (and Canadian) streets in recent months, but few, if any, do such a good job of divvying up space between front seats, back seats and cargo bay. Thoughtful engineering gives the Fit gobs of interior space, including room for tall drivers, and it delivers excellent fuel economy in the real world, not just on paper.
3) Honda Civic
EPA city/highway mileage: 30/38 (manual), 30/40 (automatic), 49/51 (hybrid)
When it comes to squeezing every last inch of motion out of a drop of gasoline, no one does it like Honda. A 40 MPG highway figure makes the Civic the most thrifty automatic-transmission-equipped non-hyrbid car on this list. It's an amazing feat considering the Civic's acres of interior room and full complement of safety features. And if that isn't enough, Honda does, indeed, offer a hybrid version of the Civic.
4) Mercedes-Benz E320 BLUETEC
EPA city/highway mileage: 26/37
If everyone in the US got the chance to test-drive a Mercedes E320 BLUETEC, I bet the demand for diesel cars would go through the roof. With its 3-liter V6 powerplant, the E320 BLUETEC offers the passing power of a V8 with the fuel economy of a compact sedan -- pretty impressive for a car this big and luxurious. With a price premium of only $1,000 over the gasoline-powered version and significantly better fuel economy, the E320 BLUETEC just makes sense.
Mercedes-Benz E320 BLUETEC review5) MINI Cooper
EPA city/highway mileage: 32/40 (manual), 30/37 (automatic)
The MINI Cooper has already earned a reputation for being fun to drive and remarkably spacious considering its pint-sized interior. A new version introduced in 2007 features a new 1.6 liter engine derived by BMW, MINI's parent company. Thanks to the new engine, the base-model MINI Cooper is more powerful, more fuel efficient, and produces cleaner tailpipe emissions.
MINI Cooper review coming soon!
6) Nissan Altima
EPA city/highway mileage: 26/35 (manual), 26/34 (CVT automatic)
The four-cylinder Nissan Altima's EPA fuel estimates are becoming of a small car, but the Altima is anything but small. And the four-cylinder version is anything but gutless -- it has a big 2.5 liter engine that packs a health 180 lb-ft of torque. Best yet, it uses a continuously variable automatic transmission, which wrings more power out of the engine than a conventional automatic while scoring fuel economy similar to a manual. A great choice for those who need a mid-size car and are looking to save money on fuel.
Nissan Altima review coming soon!
7) Nissan Sentra
EPA city/highway mileage: 28/34 (manual), 29/36 (automatic)
Common wisdom says that if you want the best fuel economy you should buy a car with a manual transmission. That's not true anymore; many automatics get similar or better fuel economy than their manual counterparts (see the Honda Civic, above). But the Nissan Sentra takes goes one step futher with its continously-variable automatic transmission (CVT). The CVT Sentra not only gets better fuel economy than a manual, it also feels more powerful -- plus it comes wrapped in a roomy and handsome compact sedan that's easy to live with.
8) Toyota Camry Hybrid
EPA city/highway mileage: 43/37
When America's best-selling car adapts hybrid technology, you know it's here to stay. Unlike the Prius, the Camry presents an altogether conventional driving experience. Its bigger (2.4 liter) engine and conventional tires, among other factors, yield fuel economy that's lower than a Prius, but a darn sight better than regular Camrys -- and it's so transparent you can easily forget it's a hybrid. As with most hybrids, EPA figures are misleading; expect around 30 MPG from the Camry Hybrid, a 25 to 50% increase over typical mid-size sedans.
9) Toyota Corolla
EPA city/highway mileage: 32/41 (manual), 30/38 (automatic)
With all those hybrids in the Toyota family, not to mention the hybrid version of its arch-nemesis, the Honda Civic, it's easy to forget that the Corolla is a remarkably economic car in its own right, even in automatic guise. It's also roomy, well trimmed out, affordable, and unbelievably reliable -- plus it boasts fuel economy equal to or greater than many subcompacts. Impressive!
10) Toyota Prius
EPA mileage: 60/51The Prius will be remembered as the car that put hybrids on the map. But even if you put fuel economy aside, the Prius is still a great car. The hatchback body makes it excessively practical, and the Buck Rogers interior is a nice change from the typical car interior that's both futuristic and easy to get used to. Expect real-world fuel economy of around 45 MPG, which is pretty darn good for a car this roomy.
Test drive: 2007 Acura CSX Type S
Test drive: 2007 Acura CSX Type S
Formerly known as the Acura EL, the CSX is an Acura version of the venerable Civic, with optional luxury accoutrements such as leather seats and a navigation system. New for 2007 is the CSX Type S, which adopts the boy-racer engine and suspension from the performance-oriented Honda Civic Si.
I always thought the Acura CSX was a good idea for the States; I believe there's more of a market for small luxury vehicles than the automakers think there is. So I asked Philip Powell to take the CSX for an extended test drive. Philip is officially Our Man in Canada, but he's lived on both sides of the border and has his finger on the pulse of both markets.
Knowing his taste in cars, I expected him to give the CSX Type S a rousing thumbs-up. Turns out I was wrong. Oh, he liked driving the CSX just fine -- but he raises some legitimate questions about the whole concept of the CSX Type S. Check out Philip's review for all the details.
Meanwhile, I have a question for you (now there's a surprise): Would you consider paying a luxury-brand premium for a small, well-equipped luxury car such as the Acura CSX? Or do you expect more massive metal for your money? Click the "comments" link below to share your thoughts on the subject. -- Aaron Gold
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