Second Report on New Maruti Swift Dzire Zdi

Our first monsoon casualty! A branch had fallen on the Dzire & caused considerable damage. The rear windscreen was shattered, the boot lid dented & the roof had suffered some damage too. We got in touch with Maruti’s workshop, who informed us of the unavailability of the rear windscreen glass. The wait, coupled with the process of getting it fixed, took 15 days, & the hefty bill of Rs 21,161 came as a bit of a shock. It’s interesting to note that the rear windscreen cost us just Rs 1809, while the denting, painting & labour comprised the rest of the bill.

As soon as the car came back, I took it to Nashik for one of my now rather infrequent trips home. Thanks to the late hour, driving out of Mumbai was hassle free, & it did not take me long to appreciate the finer points of the Dzire. The 1.3 Multijet unit is smooth & complements the overall character of the Dzire quite well. While it felt a bit hesitant at lower rpms, I had no reason to complain once past 1900rpm, when the turbo kicked in. Hereon the Dzire displayed a strong pull, with a very instantaneous response to the throttle inputs. Out on the highway, it felt right at home. The suspension set up seemed to have struck the right balance between softness & stiffness. The steering, though light at city speeds, provided decent feedback at highway speeds.

It was pouring cats & dogs all through my drive, but the Dzire gave me no reason for worry. The grippy 185 section tyres worked nicely on the wet surface, inspiring confidence. The wipers did a good job of keeping the windscreen clear while the rear windscreen defogger worked overtime. The headlights were decently bright & the fog lamps helped in lighting the sides pretty effectively.

I found the driver’s seat a very comfortable & supportive place to be, & the two tone interiors worked well for the cabin. However, the beige floor mats seemed to highlight every little speck of dirt. Our Dzire is the ZDi variant, which comes with a factory fitted music system that supports MP3 & has Aux in & USB connectivity. However, I like being spoilt for choice when on a long drive & could have done with Bluetooth connectivity too.

But I ought not to complain. With the highway being empty, the Dzire gobbled up the kilometres to Nashik happily without burning a big hole in my wallet, despite some spirited driving. All this & the drive back to Mumbai was done in less than half a tank of diesel!







Main Features :

Odometer: 9,500km

Price: 8.74 lakh (on road, Mumbai)

Test economy: 17.2kpl

Repair costs: Rs 21,161

Faults: None

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New Maruti Alto 800 is coming soon

Maruti’s all new Alto 800 is now inching closer to launch.

The new Alto 800 will be based on the existing Alto platform & will be powered by the same 796cc three cylinder motor (F8D) from the Alto, which has been modified to meet the latest emission norms. The new Alto 800 will slot in below the Alto, is expected to have all new interiors, & will be a tad more spacious than before. The design is rather basic, with the nose getting high mounted headlights, a slim, slot like grille & a huge secondary air inlet opening above & below the bumper. Maruti has provided a wider, U shaped rear windscreen for better visibility, & there is a wide tailgate for better accessibility to the cargo bay.

The new 800 is likely to share a lot of running gear with the current car. It will also have a basic but cost effective MacPherson strut setup in front & a coil spring torsion beam axle at the rear. Expect better interior packaging to liberate a few vital centimetres. Crash protection should be better than the old car too, thanks to the Alto’s more up to date chassis.

Maruti is targeting a sub Rs 2 lakh price for the new Maruti 800 to distance it from the Alto by at least Rs 40,000 & put it smack into Nano territory.

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Second Report on New Tata Nano Lx 2012

Come May, it’s holiday season, which means it’s ‘relatives visiting Mumbai’ time. & this holiday we had an extra special visitor, my grandmother. Unlike most grannies, however, this 88 year old loves to travel around the city; & her chauffer of choice, more often than not, is me.

Now normally, the weekends are reserved for my beloved blue SS80, better known as the first generation Maruti 800. It’s a car I absolutely love, & driving it is a real treat. But though I love piloting it on weekends, my family doesn’t think very highly of it, especially when I ask them to squeeze themselves into the rear. Also, my gran finds it very uncomfortable to be sat so low. This holiday, however, I had at her disposal our very attractive, papaya orange, long term Nano.

The Nano ticked three very important boxes on my gran’s list of ‘car comfort’. First, the interior is cleverly packaged, so you get acres of space. Second, the seats are positioned at a near perfect height, so senior citizens can simply slide right in. & third, the air con is quite effective too – an essential given Mumbai’s weather in May.

The youngsters in my family were delighted by the Nano’s cute looks, while the elders were happy with the airy cabin. The ultra frugal nature of the Nano also meant I had much more money in my pocket than if I’d been driving my 800 around that weekend. Our updated 2012 Nano is more efficient as well, & has recently been returning a very impressive 17.45kpl.

Also really nice on this updated car are the interiors. There’s more support for your shoulders in the driver’s seat, while the material on the door pads & seats is nice to touch. The air conditioner really is pretty effective (it kept the family cool & happy all through the weekend drives), & using it does not put an unduly high load on the motor.

That said, the steering still feels very heavy, especially at parking speeds, the non progressive clutch takes time to get used to & the high driving position feels strange initially as well. Once you’ve got a few hours on the car however, the Nano just becomes second nature & the responsive engine makes it feel nice & perky in traffic.

The best bit, however, is that the cheerful orange Nano still manages to turn a lot of heads, most of them with broad smiles, & that just feels good.



Odometer: 4,620km

Price: Rs 2.47 lakh (on road, Mumbai)

Test economy: 17.45kpl

Maintenance costs:  None

Faults:  None

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All new Wagon R Pro

Maruti has launched a limited-edition Wagon R, the Wagon R Pro. This is another move by Maruti to push the petrol-only Wagon R in a market which has now severely tilted towards diesel cars.

This limited edition Wagon R comes with a host of upgrades such as a double-din music system with speakers, a rear spoiler, bumper protectors, body graphics, seat covers & side mouldings. The installation of these accessories will be carried out at Maruti’s authorised dealerships. These accessories when purchased outside, will cost you Rs 30,000, but Maruti is offering them at Rs 20,000 for a limited time.

The top-end Maruti Wagon R VXi is priced at Rs 4.25 lakh (ex-showroom, Mumbai) & Maruti is currently offering a cash discount of Rs 30,000, bringing the price down to Rs 3.95 lakh. The Pro edition costs Rs 4.45 lakh, & Maruti is offering the same Rs 30,000 cash discount that it offers on the standard VXi on the Pro as well.

WagonR Pro additional feature list

Nippon D Din music system with bluetooth

Rear upper spoiler

Art leather seat covers

Leather steering sheel cover

Security system

Bumper corner protector

Body side Mouldings

Basic mats

Wheel caps

Car perfume

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Here is the all new camry

Toyota has launched the all-new Camry luxury saloon. The car will be assembled at the company’s Bangalore facility. The new Camry is priced at Rs 23.8 lakh (Ex-Showroom, Delhi)

The new Camry comes with a more refined 2.5-litre 178bhp VVT-i petrol engine mated to new six-speed automatic transmission

Despite retaining almost the same dimensions as the previous-generation car, the new Camry looks bigger & more substantial in the flesh. According to Toyota, more than 90 percent of the parts have been reworked, but there is no escaping the fact that the car is still based on the same basic platform.

The exterior design gets a thorough re-working, while the interiors are luxuriously appointed with fully electrically-adjustable front seats & exemplary thigh & back support for the rear seats.



Price comparison: (Ex-showroom, Delhi)

New Camry: Rs 23.8 lakh
Hyundai Sonata: Rs 18.53 lakh
Honda Accord: Rs 20.02 lakh

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Chervolet Compact SUV

Small SUVs are making waves all around the world. Chevrolet announced its Trax a while back & has just revealed more details about its baby SUV.

It might look like a beefed up Beat from afar, but the only thing similar between the two is the familiar family face with the bow tie. What you see here is the all new Trax, a compact SUV that is soon to hit international & the Indian market soon.

"Trax provides Chevrolet an entry into a growing small SUV segment & delivers the flexibility, great fuel economy & car-like handling that urban explorers require," claimed Chevrolet Europe's president & managing director Susan Docherty at the teaser announcement.

Externally, Chevrolet is keeping within its traditional design aesthetic, albeit tailored for a more muscular appearance which the company hopes evokes power while keeping the overall dimensions as compact as possible. Inside, Trax delivers a message of clean sophistication that is complemented by useful convenience features such as an instrument cluster combining digital readouts with analogue displays. Storage amenities in the new Trax are plentiful. Besides a 358-litre boot, they include various bins above & on both sides of the centre stack, as well as a tray under the passenger seat. Further stowage can be made available under the cargo floor.
 The European engine line-up will include a 1.4L turbocharged petrol unit, a 1.6L petrol engine as well as a 1.7L turbo-diesel engine. The AWD system is available on variants that come with the 1.4L turbo petrol or the 1.7L diesel engine. The 1.7L diesel engine will deliver a power output of 130 PS & a maximum torque of 300 Nm. This is the most likely unit that could be selected for the Indian version.

There is also an array of standard passive & active safety systems will ensure that occupants are effectively protected in the event of an accident. Trax will be equipped with six airbags, Electronic Stability Control (ESC) including Hill Start Assist (HSA), Traction Control (TC), an Anti-lock Braking System (ABS) with Electronic Brake Distribution.

With stern competition expected from the likes of the Ford Ecosport which is due pretty soon as well, the compact SUV segment looks all ready to roll. The Trax will debut at the Paris Motor Show & will be sold in more than 140 countries.

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Kawasaki NInja 650R review

Kawasaki & Bajaj have kept loyal fans of the Ninja 650R on tenterhooks for a while now. it is  taken an age for the 2012 model Ninja 650 to arrive to India, but you can blame this on Government red tape, & arrive it now has, in style. The earlier variant of this 650cc twin-cylinder bike impressed us no end, & this new model promises more, for what isn't a whole lot more money, a Bajaj hallmark now.

The new 650 comes with up-to-date styling, potent twin headlights & extensively revised fairing panels that draw styling cues from larger Ninja models. Several rounded angles on the outgoing model are now sharper, making for a contemporary, meaner looking motorcycle. Bajaj tell us wider panel gaps are in the interests of better engine heat dissipation in some places, while the new Ninja offers a generous three-stage adjustable visor, which we quickly learnt is a major boon at over 150kph (effortlessly achieved by this motorcycle), despite requiring effort with a spanner to shift between its 60mm range to suit individual rider heights & riding styles.

The Ninja's ignition key sits recessed in a slot over the fuel-tank, allowing unobstructed viewing of the instruments cockpit. The console itself is LED-powered, backlit on a smart, understated white backdrop, with a bold analogue tachometer, speedometer, indications for average fuel consumption, remaining rideable range & an economy riding mode indicator seen in addition to the other, regular readouts. We like the Ninja 650's switches & appreciated a hazard facility, & we found the grips & adjustable levers were really top-quality kit. The 2012 Ninja 650's fuel-tank has gone a size up, offering improved thigh grip. & you are provided sleek LED brake warning at rear, a set of large grab bars, as also useful bungee anchors.

The engine is still Kawasaki's proven, 649cc, liquid cooled & four-stroke unit, & we can now vouch for this parallel-twin's refined, user-friendly low & mid-range power & torque delivery, which Kawasaki has improved thanks to revised exhaust tuning. The exhaust note is deceptively soft, but punchy & exciting when thrashing the bike to get up close with all its performance. 71bhp may not read like much relative to what you've seen on spec pages for the liter class breed one can today also own in India, but Kawasaki's worked much magic to make this 71bhp feel so very right, & so very much too. The Ninja 650 is a bike that doesn't call for an expert to extract all its performance. We found ourselves easily able to thrash this motorcycle, achieving seriously quick performance, 0-100kph well inside 5 seconds, more about which you must wait to read about in our upcoming anniversary issue. The Ninja 650's six-speed gearbox shifts smoothly in a one-down, five-up pattern, the new bike offering an impressive genuine top-speed of just over 200kph. Don't let the big numbers intimidate you although, for the Ninja 650 is still so very rideable, pulling away without a whimper from 30kph in third gear.

The 2012 Ninja 650 comes with a new, high tensile twin pipe fabricated frame & swingarm, & uses rubber mounts for its plush, roomy, somewhat tall & commanding feeling saddle, the rider footrests & its 20mm wider handlebar that offers extra leverage we always appreciate. This is a comfortable bike to pilot, its upright riding position & controls taking no time to make you feel right at home. The suspension is modified, with 5mm more stroke in front--still to upgrade to upside down forks--and 2mm extra travel at rear, where you can still find a near-horizontal adjustable monoshock. Spring ratings are lower now & improved ride quality & damping is very apparent. Reassuring handling, excellent straight line stability & planted cornering manners are all part of the new motorcycle. & while petal type disc brakes remain a constant front & rear, Kawasaki have improved on the brake pad material used, which explains excellent brake performance. In keeping with this bikes 'soft' nature, the Ninja 650 brakes don't offer a sharp, sporty feel, but more a progressive, still powerful bite.

Kawasaki's revised Ninja 650 is undoubtedly a fierce wolf in sheep's clothing. The handsome package provides more performance than you could dare hope for, & it is  all still so rideable. There's ample comfort meaning you can ride one to work daily, & Bajaj are offering all this for a smashing price of Rs 4,99,834 (ex-showroom, Delhi), backed by their own Probiking brand of service via a 60 strong dealership around the country. We're with you in complaining about the Ninja 650 being offered in just one shade, Kawasaki's trademark green, but on the flipside do see this as 'the' colour for this motorcycle.

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Honda had launched new City S A/T

Honda has added an another automatic variant to the City line up.

Buyers of the Honda City have now an option for automatic gearbox in the mid spec S trim level as well. Earlier, the automatic gearbox was available only on the top end V variant.  The City S A/T is targeted at buyers who want the convenience of an automatic gearbox at a lower price point.

The City S A/T lacks features found in the top end V A/T variant, such as turn indicators on the wing mirrors, chrome finish on the exhaust tip & door handles, fog lamps, cruise control & gun metal finish on the dash. The City S A/T also comes only with five spoke alloys instead of the ten spoke ones found on the V trim. All automatic Honda Citys come with a five speed automatic transmission with paddle shifters.

The only other car in the segment that comes with an automatic gearbox in the mid spec trim is the Skoda Rapid. It comes with a six speed auto in the Elegance trim & is priced at Rs 8.42 lakh (ex showroom, Delhi).

The City S A/T is priced at Rs 9.09 lakh (ex showroom, Delhi).

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Maruti India is Hoping to re open the operations at Manesar

With state government support Maruti hopes to re open operations at Manesar even as suppliers await more indications of a return to normalcy.

The dark clouds of labour strife hanging over Maruti’s Manesar plant are expected to blow over soon. The carmaker is considering re starting production by August 16 say sources who spoke to our sister publication Autocar Professional. The lockout at Manesar continues to have a cascading effect on around 650 ancillary units in the Gurgaon Manesar Dharuhera industrial belt that employs over a million workers many of whom are contract workers besides those employed by the 270 parts suppliers in the vicinity.

Meanwhile P K Gupta additional chief secretary Haryana Labour & Employment Department has confirmed that the state’s chief minister in his meetings with the top management of Maruti as well as subsequent official level meetings has pushed for restoration of production at the Manesar plant at the earliest.

The lockout is costing Maruti about Rs 90 crore a day with the Centre & state government together losing Rs 15 crore daily from excise revenues & other duties according to Assocham secretary general D S Rawat. As a result of the lockout daily production of 1600 to 1700 units of Maruti’s popular models have been affected. The Swift Dzire A star & SX4 are manufactured at Manesar & account for 30 to 35 percent of Maruti’s total production. The backlog for the Swift & Dzire has already climbed up to 120000 units.

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New Maruti Ertiga full review and test drive

Design & engineering

The Ertiga’s wheelbase, at 2740mm, is a considerable 310mm longer than the Swift’s & the kerb weight has increased by around 155kg. But this is impressive considering it’s a seven seater. Suzuki has kept the Ertiga’s weight in check with extensive use of lightweight high tensile steel in its construction.

With a length of 4265mm, the Ertiga is a fair bit shorter than the other MPVs in the market, namely the Toyota Innova, Mahindra Xylo & Tata Aria. The Ertiga employs an independent, MacPherson strut, coil spring suspension at the front & a non independent torsion beam setup at the rear. The brakes are also a conventional front disc & rear drum setup.

Styling is typically Suzuki, with swept back headlights like the new Swift’s, & a grille & bonnet that resemble the Ritz. The overall design is pleasing, but not what you would call eye catching. In fact, the van like look, which clearly doesn’t exude the status & image of a saloon, is possibly the Ertiga’s biggest weakness.


Interiors

Entry to the cabin is made easy by large doors that open wide. The dashboard is a straight lift from the Swift, which means quality & ergonomics are good. Even the door pads & other plastics are of good quality, & the Ertiga doesn’t feel built to a price. There’s a long list of equipment too, which includes a CD player, Aux & USB ports, steering mounted audio controls, powered mirrors & power windows. However, the more affordable VDi/VXi variants do without alloy wheels, fog lights & airbags.

Visibility is decent from the front seats, which are taken from the Swift. They are broad with soft yet generous cushioning, which makes them truly comfortable even over long journeys. In the second row, the seat squab is a touch short, so under thigh support is not as good as we would have liked. Other than that, it’s hard to fault. The high ‘hip point’, adjustable backrest, terrific headroom & decent legroom make the Ertiga’s middle bench a pretty comfortable place to be.

Move to the rear & it is clearly evident that the Ertiga can’t compete with the likes of the Xylo & Innova for sheer carpet area, but that said, the last row isn’t as uncomfortable as we thought. The narrow access means getting into the last row requires some contortion, & once you’re inside, shoulder room is tight & the squab is short.

The Ertiga’s best trick is the massive 240mm seat travel that allows you to deftly balance the legroom for both the second  & third row passengers. Well engineered latches & levers allow you to push forward or collapse the seats neatly into the floor. With all seven seats in place, there is enough space in the back to hold just two soft bags, while a concealed storage bay hidden beneath can hold small items. For more space, the third row can be folded flat. You also have the option to fold the middle row, & the 60:40 split further aids flexibility. Simply put, the cabin is far more useable than the Ertiga’s exterior dimensions would suggest.


Performance

The Ertiga comes with two engine options – the familiar Fiat sourced 1.3 Multijet diesel & a brand new 1.4 litre K series petrol. The petrol produces a peak output of 94bhp at 6000rpm & torque is 13.25kgm at 4000rpm, & its crisp throttle response is its biggest trump card. The power is evenly spread out over the rev range & power delivery is smooth & linear. Thanks to the short gearing & the torquey nature of the motor, you never feel short on power & progress is quite brisk. Driveability is fairly good too, & gearshifts are kept to a minimum. The petrol Ertiga manages to set very competitive times, with 100kph from rest coming up in a very brisk 13.56 seconds & in gear times of 12.58sec & 19.54sec for 20 80kph & 40 100kph in third & fourth gears respectively being impressive too.

The diesel Ertiga, on the other hand, uses the same 89bhp, variable geometry turbo (VGT) engine that powers the SX4, but the gearing is quite different. So, despite it being heavier than the saloon, the Ertiga’s shorter gear ratios help make it quicker off the line. It takes 14.28 seconds to reach 100kph & reaches its top speed of 167kph rather easily. In gear times are impressive too.

The fly in the ointment is the considerable turbo lag below 2000rpm & the lack of response
at low revs. Fall below 2000rpm & you will be forced to downshift to keep the engine on the boil. Once the turbo kicks in, there is a strong surge & the Ertiga picks up speed quite rapidly.

Out on the highway, the strong mid range makes the diesel an able cruiser. Since you’re usually in the meat of the powerband at cruising speeds, it responds quite well to throttle inputs to make overtaking easy & fairly effortless. What’s also good is that both diesel & petrol engines come with smooth shifting five speed gearboxes allied to light & progressive clutches.



Ride & handling

The Ertiga’s driving dynamics are largely influenced by its long wheelbase – the 2.74 metre gap between the front & rear axles give this MPV good poise & straight line stability for most situations. The flipside is that it isn’t happy darting through corners & prefers a more relaxed driving style. The soft suspension means the low speed ride is pretty absorbent, & even as speeds increase, the Ertiga handles bumps with aplomb & feels pretty solid. The Ertiga’s suspension works silently too & it’s just over sharp bumps that there is a mild thud from the suspension.

There is a bit of up and down motion over undulating surfaces & the diesel pitches a bit more in the front. However, at moderate speeds, this never gets uncomfortable & it’s only when you begin to push really hard that you long for a tauter setup.

Considering its MPV proportions, the Ertiga doesn’t roll excessively & the steering is fairly accurate too. What you do miss is a tighter turning circle & the ability to wiggle into tight parking spots as with a hatchback. However, this doesn’t take away from the fact that the Ertiga is by far the most urban friendly MPV in the market today.


Efficiency

The diesel returned a frugal 12.8kpl in the city & 16.8kpl on the highway, while the petrol powered car managed 10.2kpl in the city & 14.8kpl on the highway. Clever gearing & a low kerb weight are largely responsible for the Ertiga’s frugal nature & this once again drives home Maruti’s advantage in this crucial area.


Verdict

The diesel returned a frugal 12.8kpl in the city & 16.8kpl on the highway, while the petrol powered car managed 10.2kpl in the city & 14.8kpl on the highway. Clever gearing & a low kerb weight are largely responsible for the Ertiga’s frugal nature & this once again drives home Maruti’s advantage in this crucial area.


Tech Specs

Fact File
What it costs
Warranty 24 months/ 40,000km
Engine
Fuel Petrol/Diesel
Installation Front, transverse
Type 4cyls 1373cc/ 4cyls 1248cc
Bore/stroke 73.0/82.0, 69.6/82.0mm
Compression ratio 10.0, 17.6:1
Valve gear 4 valves per cylinder, DOHC
Power 94bhp at 6000rpm, 89bhp at 4000rpm
Torque 13.25kgm at 4000rpm, 20.39kgm at 1750rpm
Power to weight 81.03/72.06bhp per tonne
Torque to weight 11.42/16.51 kgm per tonne
Transmission
Type Front wheel drive
Gearbox 5 speed manual
Dimensions
Length 4265mm
Width 1695mm
Height 1685mm
Wheel base 2740mm
Boot volume 185 735 litres
Chassis & Body
Construction Five door MPV, monocoque
Weight 1160/1235kg
Tyres 185/65R15
Spare Full size
Suspension
Front Independent, MacPherson struts
Rear Non independent torsion beam
Steering
Type Rack & pinion
Type of power assist Electric
Turning circle 10.4m
Brakes
Front Ventilated discs
Rear Drums
Anti lock Yes
Performance
0 20 1.31/1.29
0 40 3.01/2.88
0 60 5.56/5.46
0 80 8.96/9.13
0 100 13.53/14.28
0 120 21.05/20.50
0 140 33.79/33.76
0 160 41.26
0 180 55.84
Economy
City 10.2/12.8kpl
Highway 14.8/16.8kpl
Tank size 45 litres
Range at a glance   Engines
Petrol 1.4 petrol: Rs 5.89 7.30 lakh,
Diesel 1.3 Diesel: Rs 7.3 8.45 lakh

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Honda has revealed the new Accord

Honda has released some official photos of new Honda Accord saloon.

As seen from the current designs the Accord gets many styled tweaks but overall this new design is very much on the conservative side except a strong character line that runs on the sides. As seen from the picture the new Honda Accord will get LED daytime running lights also.

The new Accord will have more interior space thanks to the clever packaging. There is no update on the engine choices but we expect them to be carried over from the current car.

The new Honda Accord will compete with the likes of the Hyundai Sonata, Toyota Camry, Skoda Superb and Volkswagen Passat. Expect Honda to launch the new Accord in India the next year.

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Full Review and Test Drive of new Toyota Camry 2012

In the global scheme of things, the Camry is one of Toyota’s best-selling models. It is seen as a sensible family car that is built to last an eternity. However, in India the Camry sells for its size and luxurious appeal. While the Toyota badge is a big draw for many, the lack of a diesel engine has always been the car’s Achilles’ heel. Moreover, being a CBU import, Camry prices have only risen over the years. Little wonder that Toyota has been unable to replicate the Camry’s global success here in India.

While a diesel engine would have immediately brought the Camry back into contention, the fact is Toyota simply doesn’t have the right engine for the job. So if the Camry is to sell with only a petrol engine, it had better cost less. And that is just what Toyota plans to do – reduce the price of the car by assembling it in India. It’s the car that you see on these pages that will be put on sale soon and we recently got to sample it on the outskirts of Delhi.

One glance at the new Camry and it instantly looks bigger and more substantial than the current car, despite the dimensions remaining pretty much the same. Toyota says every single bit of sheet metal is new and more than 90 percent of the parts have been reworked. So, in essence, the car is brand new, but the inescapable fact is it’s based on the same basic platform. Still, the car looks quite attractive and somewhat like a mini Lexus thanks to the angular headlights and big chrome grille. There is also a nice bulge on the bonnet that adds some character to frontal styling. View the Camry from the side and its upward sweeping beltline will catch your attention. The angular tail section is in keeping with modern design trends.

The resemblance to its Lexus brethren carries on in the cabin as well. The interiors are luxuriously appointed with a generous dose of faux wood and leather to have PETA go up in arms. Quality is improved from the earlier Camry but still not near the class benchmark.

The front seats are fully electrically adjustable to get that perfect driving position. What most owners though will be more interested in the rear seats which, we are happy to report, are exemplary in terms of thigh and back support. There is more space now and the neat thing is that the front passenger seat can be moved forward using buttons on the seat back. The buttons are within easy reach of the driver so that the fat cat in the back doesn’t have to move a muscle.

The Camry comes with a four-cylinder 2.5-litre petrol motor featuring Dual VVT-i and its 178bhp output is 11bhp up on the previous 2.4-litre unit. It’s matched to a six-speed automatic gearbox and we don’t expect a manual transmission to be offered when it is launched.

Push the start button and the motor fires up and settles into a barely-audible idle. The engine is silky smooth and builds up revs effortlessly. Floor it and the box shifts down after a bit of contemplation and won’t shift up till the redline is reached at 6200rpm. There is also a manual triptronic mode if you want to play boy racer. If only it was in a sportier body; the luxury liner dimensions  of the Camry can’t be expected to handle like a speedboat, and it doesn’t. The Camry felt a bit firmer than before and, though it rolls when cornered, it feels under control and isn’t disconcerting. The steering is also a bit too light and lacks feel, especially at high speeds. The suspension flattens the minor bumps and absorbs broken tarmac, but the car we
drove came with 17-inch wheels, and a switch to 16-inchers and higher-profile tyres should further improve the ride, which is not bad to begin with.

While it has never been the fastest or the best handling car in its segment, it is comfortable, luxurious and spacious. When it goes on sale later this year, it should be priced much closer to the competition thanks to CKD assembly, and Toyota has used its arch rival, the Honda Accord, as a benchmark. This may just be the real beginning of the India chapter in the success story that is the Toyota Camry.

Fact File
Price Range (in lakhs)*
Ex-showroom price Rs 23 lakh (est), (ex-showroom, Delhi)
Engine
Fuel Petrol
Installation Front, transverse
Type 4 cyls, in-line, 2494cc
Power 178bhp at 6000rpm
Torque 23.5kgm at 4100rpm
Transmission
Gearbox 6-speed, automatic
Dimensions
Length 4825mm
Width 1825mm
Height 1480mm
Wheel base 2775mm
Chassis & Body
Weight 1510-1540kg
Tyres 215/55 R17
Brakes
Front Ventilated discs
Rear discs

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New Aston Martin Vanquish is launched

Aston Martin has expanded its India portfolio by adding the Vanquish grand tourer to its line up. Priced at Rs 3.85 crore (ex showroom, Mumbai), the Vanquish is the second most expensive Aston Martin on Indian roads, behind only the Rs 25 crore One 77.

The car, which replaces the DBS, is powered by a naturally aspirated 6.0 litre V12 petrol engine that produces 565bhp & is mated to a six speed automatic gearbox. It gets to 100kph in 4.1 seconds.

The British marque opted to bring the Vanquish to India based on the fact that three fourths of its sales in India come from its higher priced models.

"The initial belief was that we will sell a lot of entry level cars like the Vantage & a few high end variants, but it has turned out to be the other way around. Cars retailing at upward of Rs 2.5 3 crore account for 80 percent of the 40 odd cars we have sold so far," said Lalit Choudhary, director, Performance Cars, official importer of Aston Martin cars.

The Vanquish is the fifth car in Aston Martin’s India portfolio, & will take on the Lamborghini Aventador & the Ferrari FF.

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