Porsche's New baby SUV will be called as Macan

Porsche has revealed the name of new baby SUV. It will be called “Macan”. It was earlier referred by a working name “Cajun”. The German carmaker has also released a teaser image of the new Macan.

According to Porsche, the name Macan is derived from the Indonesian word for tiger & combines suppleness, power, fascination & dynamics which will be the core characteristics of this new SUV.  The Macan is part of Porsche’s new model strategy known internally as “Strategy 2018”.

The Macan SUV will be manufactured in Porsche’s Saxony production line in Leipzig, Germany in 2013. This plant is being expanded into a fully fledged production unit including body assembly line & paint shop with an investment of 500 million Euros. This makes it one of the biggest building projects in Porsche’s corporate history. With this expansion, there will be an addition of 1,000 new jobs as well. The Macan will be the 5th model in Porsche line up & will be based on Audi Q5 which is manufactured red at Bratislava.

Porsche describes the Macan as an “entry model” & said it would “attract new & even younger customers to the premium brand along with the Boxster”; such a statement points to a starting price in the same as mid range Q5s. The Cajun’s engine options are likely to start with a four cylinder, turbocharged powerplant & include V6 petrol & diesel engines, plus a hybrid.

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Parx Super Car show 2012

INK Group presents Parx Super Car Show 2012, organized by the Super Car Club (SCC) in association with Autocar India, took off to a roaring start with excited Mumbaikars vying for a glimpse of the super cars displayed at Mahalaxmi Race Course. The auto beauties then paraded the city’s arterial streets, covering Bandra Worli Sea Link and the Western Express Highway amidst a round of applause from visitors at the show.


Gautam Singhania, Chairman & Managing Director of Raymond Ltd. and Founding Chairman of the SCC led the entourage of supercars. Trophies were handed over to the most desirable cars at the end of the show.

Valentino Balboni, former test-driver from Lamborghini was one of the guests present at the event.

The first-of-its-kind series of events in India, the Parx Super Car Show was first conceptualized and organized in April 2009 to enable auto enthusiasts and general public to view some of India’s best super cars, including multiple Ferrari 458 Italias , three Lamborghini Aventadors, Aston Martins, Numerous Porsches, the Ariel Atom, Bentleys, Rolls Royce’s, BMWs, Mercedes AMGs amongst others

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Parx Super car Parade is coming

It’s time for the fourth edition of the eagerly awaited Parx Super Car Parade, presented by the INK Group in association with Autocar India. This time, the event will be held in Mumbai on Sunday, January 22, 2012. Scores of super cars, like Ferraris, Lamborghinis, M-powered BMWs, Merc AMGs, Porsches, Maseratis, Bentleys and Rolls-Royces, will parade the streets of the city.

The Parade will be flagged off from Mahalaxmi Race Course at 10am sharp. You can catch these dreams on wheels pass by Nariman Point at around 10.15am, reach Teen Batti by 10.45am and head to Worli Sea Face by 11am. The cars will then drive up to the Domestic Airport Junction and return to the Race Course via the Bandra-Worli Sea Link.

Expect whoops, howls and blares from exhausts, full bore launches, the works – the Parx Super Car Parade has it all. Last year over 50 of the most exotic cars in the city collectively pumped out more than 22,000bhp, sending the crowds into a frenzy. This year, expect to see even more cars and a lot more horsepower!

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New Porsche Boxster revealed at the Geneva motor show - news

These are the first official pictures of the third-generation Porsche Boxster, ahead of its first public airing at the Geneva motor show in March.

Porsche says the Boxster will go on sale in some global markest on April 28, flaunting a lightweight aluminium body and a roomier 911-style interior. It will have the choice of two upgraded versions of Porsche’s classic horizontally-opposed six-cylinder engine, both boasting direct injection, slight power gains and impressive reductions in fuel consumption.

The most dramatic change surrounds the new Boxster’s styling, credited to designers working under Porsche design boss, Michael Mauer. The new Boxster adopts a cab forward stance. Heavily sculptured flanks feature longer doors, larger wheel houses to accommodate wheels up to 20 inches in diameter, and a rear end reminiscent of the classic 911 ducktail.

Porsche confirmed the new Boxster has a longer wheelbase and wider tracks which allow for a roomier interior, which takes its cues from the new 911. The new Boxster – codenamed 981 – comes with a fully automatic cloth hood, no longer requiring manual assistance. It stows behind the cabin in a fully exposed position, with no need for a tonneau cover.

The aluminium body is aligned to an all-new chassis boasting a longer wheelbase and significantly wider front track. The suspension retains MacPherson struts up front and a multi-link arrangement at the rear, supporting wheels up to 20 inches in diameter – up from 19-inches previously. The bigger wheels can house larger brakes. The steering is arguably the most significant change to the Boxster’s mechanical make-up. Like the new 911, it eschews hydraulic assistance for a new electro-mechanical system developed in partnership with ZF.

Porsche has provided the 981 Boxster with a downsized base engine. Previously 2.9-litres, the new model adopts a comprehensively reworked horizontally-opposed 2.7-litre six-cylinder. Despite this, the new base engine produces 10bhp more than its predecessor at 265bhp. Featuring fuel saving features such as automatic stop/start, brake energy recuperation and a thermal management system that dispenses with the gearbox oil cooler,  and is gives 15 per cent better fuel economy.

The Boxster S retains the same 3.4-litre engine as the current model, revised for greater efficiency. Power climbs by 5bhp to 315bhp.

Globally, the new Boxster will be offered with a six-speed manual as standard and an optional seven-speed PDK double clutch gearbox, featuring revised software for what Porsche calls “more rapid and smoother shifts”. The PDK ‘box also has a so-called sailing feature that, like that seen on the 911, decouples the engine during periods of tailing throttle on downhill grades, cutting engine revs to just 700rpm for brief periods of added fuel saving.

With the optional PDK gearbox, the new Boxster will hit 100kph in a claimed 5.7sec with the Boxster S reaching the same benchmark in 5.0sec – a reduction of 0.1sec and 0.2sec respectively. Further gains in straight line performance are promised with Porsche’s optional Sport Chrono package, which brings dynamic gearbox mounts. Further developments centre around the adoption of Porsche Torque Vectoring, providing the roadster with a mechanical differential, although it is only available on the Boxster S.

The Boxster features an Alcantara interior, 18in alloys, auto stop/start and Sports mode, remote control hood operation, audio CD with 7in colour touch-screen control, a universal audio interface offering MP3 connectivity and a three-year warranty. The Boxster S adds 19in alloys, partial leather interior and Bi-Xenon headlights in addition to the power advantage of the larger 3.4-litre engine.

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New Porsche 911 Revealed

These are the first official pictures of the all-new Porsche 911.

Known internally as the 991, the new 911 — the sixth truly independent model in an illustrious 48-year history — is set to make its world debut at next month’s Frankfurt motor.

The new 911 will initially be sold in rear-wheel drive Carrera and Carrera S coupé guises. Cabriolet and four-wheel-drive variants will follow in 2012, and pave the way for a range-topping Turbo packing 523bhp in 2013.

Developed under Porsche design boss Michael Mauer, the visual changes are subtle but effective enough to set the new car apart from its predecessor.

The traditional round headlamps are set on the front of a wider, slightly higher front bumper. The lights have been made bigger and house more complex internal graphics than before, and are complemented by new LED daytime running lamps on the leading edge of a reshaped bumper. The rear is distinguished by new, thin LED tail-lamps. They sit underneath a prominent lip that forms the trailing edge of the engine lid and wrap further around the rear bumpers than before.

As with the outgoing 911, the new model has a choice of two standard naturally aspirated, horizontally opposed six-cylinder engines mounted aft of the rear axle line.

The big news concerns the downsizing of the base unit in the Carrera. It drops in capacity from 3.6 litres to 3.4 litres — the same as the Boxster S and Cayman S. But while the Boxster/Cayman S engine delivers 316bhp, the new Carrera packs a sturdier 345bhp at 6400rpm — up by 4bhp over the old 3.6-litre engine. It also has 280lb ft of torque.

The Carrera S continues with a 3.8-litre unit, but it has changes to the induction and exhaust which liberate an extra 14bhp at 394bhp at 7000rpm and this version boasts 324lb ft. At the rear, the Carrera continues to feature two oval exhaust pipes, while the Carrera S gets four round pipes.

The new model receives a new seven-speed manual gearbox — a first for a series production road car.

There have been significant chassis changes as a result of the lengthened wheelbase in the quest to further improve the handling, grip and ride.

Expect the new 911 to reach our shores soon after the global launch.

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Toyota Liva Review, Test Drive

The made-for-India Etios Liva marks Toyota’s much-awaited foray into the hotly contested Indian small car segment where price and affordability are crucial. The cheapest Toyota yet will be up against some very capable rivals and hot sellers like the Ford Figo, Hyundai i20 and the reigning king of the segment — the Maruti Swift.

The Liva is already a familiar face before it hits the road sometime later this month. It looks identical to its Etios saloon sibling till just after the B-pillar and this means no radical lines and conservative styling. Though the Liva’s design lacks the dynamism of a m

odern Honda or Hyundai, there are lots of nice touches which add a bit of flair.  The top-of-the-line VX variant comes with a chin spoiler, side skirts and a roof spoiler. We liked the upswept crease on the lower portion of the doors and the way the waistline broadens as it approaches the stylish wraparound tail-lights. Other interesting details include the slight kink in the small headlights at the point they meet the large smiling grille and a ‘power’ bulge on the bonnet which is a sporty touch.

There’s no doubt that the Liva looks best when seen from the rear three-quarter angle where the wel- defined shoulders and chunky C-pillars add considerable muscle to the design.

Viewed from the side, the Liva looks a whole lot better than the Etios saloon. The massive boot of the saloon is replaced by a short rear overhang that gives the Liva a nice, well-proportioned silhouette. The large 15-inch wheels on the higher V and VX variants (lower J and G versions get 14-inchers) add to the car’s balanced stance. Roving eyes will also lock on to the ribbed roof which, like on the Etios, is one of the Liva’s many rigidity-enhancing and weight-saving measures.

As with all Toyotas, fit and finish is good and the paint quality is pretty good roo. However, you can’t escape the feeling of being in a car that is very light and built to strict cost targets, the hollow sound of the door-shut making this most apparent. However, with a kerb weight of only 920kg, the Liva is the lightest hatch in its class - a good thing.

Get into the Liva and you are greeted by midsize car-rivalling interior space. Getting in and out is easy, thanks to the large and wide-opening doors, and there is genuine space for five adults in the cabin. The front seats, which are identical to those in the saloon, have decent cushioning and superb lower back support. But again, they are only mildly contoured so lateral support isn’t all that great.  The rear seat itself is generous with decent under-thigh support and a near-perfect backrest angle but the flat design, the tiny, fixed headrests and lack of generous contours make you feel like you are sitting on a bench.

Open the hatch and you get a decent 251 litres of space. You do have the option to fold down the rear bench but there is no split.

Liva’s light kerb weight plays its part in the performance department. Its 920kg kerb weight and 79bhp of power equate to a power-to-weight ratio of 85.8bhp per tonne, which is actually the best among the 1.2-litre hatchback brigade. Performance is at par with the competition but the Liva doesn’t feel as quick as the acceleration figures suggest. That’s because Toyota has tuned the Liva’s twin-cam, 1197cc engine for fuel economy rather than pep. The hatch is slow off the line and it’s only after 2000rpm that progress quickens. The engine gets more vocal at this point but don’t expect fireworks thereafter either. Power builds decently till 4000rpm and then tapers off once again into a meek top end. The low-end grunt isn’t that impressive either.

Built from the same block as the Etios’ 1.5-litre motor, the Liva’s smaller 1.2 engine shares the same 72.5mm bore and hence the reduction in capacity is achieved by considerably shortening the stroke (which is also 72.5mm).  The Liva’s part-throttle response is pretty good and with small throttle inputs, the hatch feels lively. Adding to the Liva’s user-friendly appeal are the smooth-shifting gearbox, light clutch and effortless steering. There is some whine from the transmission and a fair amount of road noise that filters through the cabin as well.

The ride quality in general is good and it’s on the broken patch that the Liva feels impressive. It simply coasts over potholes though you can hear the suspension working hard, especially at the rear. The Liva is sprung on the firm side, so it does get a bit jiggly at low speeds on an uneven stretch. However, the stiff suspension and generous ground clearance (170mm) allow you to confidently tackle speedbreakers or drop two wheels off the road.

The Liva is a city car first which is why buyers will really take to its light electrically assisted steering. As on the Etios sibling, there are more turns lock-to-lock than usual but this doesn’t take much time getting used to. It is only when cornering hard that you really wish the steering was faster.

Overall, the road behaviour of the Liva, though not exciting, is safe and predictable. Save for the base J variant, ABS with EBD can be had on the G version and comes standard on the higher V and VX variants.

The Liva is a very competent city runabout which offers everything a typical small car buyer wants - superb space inside, light controls, good ride quality and decent equipment levels. But where the lightweight Liva will certainly shine is in fuel economy which, perhaps, will be among its biggest strengths. The ARAI-tested mileage of 18.3kpl is the best in class.

The car will be officially launched later this month and we expect the prices to be in the range of Rs 4-5 lakh, which places it in the heart of the small car segment. 

• Interior space
• Urban-friendly commuter

• Dull driving experience
• Cost-cutting evident

Price Range (in lakhs)*
Ex-showroom Price	Rs 4-5 lakh (estimated)
ENGINE
Fuel	Petrol
Installation	Front, transverse, front-wheel drive
Type	4 cyls in-line, 1197cc
Bore/stroke	72.5mm /72.5mm
Power	79bhp at 5600rpm
Torque	10.6kgm at 3100rpm
Power to weight	85.8 bhp per tonne
Transmission
Type	Manual
Gearbox	5-speed
Chassis Body
Length	3775mm
Width	1695mm
Height	1510mm
Wheel Base	2460mm
Boot Volume	251-litres
Ground Clearance	170mm
Weight	890-920kg
Wheels	14inch (J and G) and 15inch (V and VX)
Tyres	175/65-R14 and 185/60-R15
Spare	Full size
Suspension
Front	MacPherson struts
Rear	Torsion beam
Steering
Type Power	Electric
Brakes
Front	Ventilated discs
Rear	drums
Acceleration
0-20	1.05sec
0-40	3.08sec
0-60	5.51sec
0-80	9.98sec
0-100	14.08
Acceleration in Gear
20-80kph in 3rd gear	15.81sec
40-100kph in 4th gear	22.69sec
Economy
Overall	18.3kpl (ARAI figure)
Tank size	45-litres

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