Test Drive and Review of Ford Figo Facelift

Since its launch two years ago, Ford’s hatchback, the Figo, has had a great run & there’s no doubting that it has been the carmaker’s most successful car in India till date. However, considering the ever increasing competition in this segment and, in an attempt to better tackle rivals like the Maruti Swift & the Toyota Liva, Ford has launched an updated version of the Figo.

The updated car comes with a number of revisions to the exterior, including redesigned head  & tail lamps, a new hexagonal grille, revised fog lamp housings & eight spoke alloy wheels. Two new colours also make their debut – bright yellow & kinetic blue.

On the inside, Ford claims that additional damping has made the cabin a quieter place to be in, & there is also the inclusion of audio controls mounted on the steering column, which, while convenient, are fiddly to use & we would have preferred conventional steering mounted audio controls. Also new is the blue seat fabric, along with a ‘Riviera Blue’ instrument panel colour.

While the Figo’s engine line up remains the same with a 1.4 litre Duratorq diesel & a 1.2 litre Duratec petrol, the manufacturer has tweaked the calibration to make the low & mid range even more responsive than it already was. & considering the current Figo is already quite a competent tool in city conditions, the improved calibration will only step things up a notch.

The new Figo comes at a marginal premium of Rs 3000 – Rs 5000 across the range, with the base 1.2 petrol retailing at Rs 3.85 lakh & going up to Rs 6 lakh for the top spec Titanium diesel variant, making it good value for money. But while the facelift does give the Figo a host of revisions that make it much more competent, we can’t help but feel that Ford may have missed a trick by not having power windows at the rear – a gripe that is sure to put some potential customers off.


Fact File
Engine
Fuel Petrol / Diesel
Installation Front, Transverse
Type 1196cc / 1399cc
Bore/stroke 70.6/76.5mm, 73/82mm
Power 70bhp @ 6250rpm / 68bhp @ 4000rpm
Torque 10.4kgm @ 4000rpm / 16.3kgm @ 2000rpm
Transmission
Type Front wheel drive
Gearbox 5 speed manual
Dimensions
Length 3795mm
Width 1680mm
Height 1427mm
Wheel base 2489mm
Chassis & Body
Construction Monocoque, five door hatchback
Weight 1090kg / 1130kg
Wheels 14inch
Tyres 175/65 R14, tubeless
Spare Full size
Suspension
Front Independent, MacPherson struts
Rear Non independent, twist beam, coil spring
Steering
Type Rack & pinion
Type of power assist Hydraulic
Brakes
Front 260mm ventilated discs
Rear 203mm drums
Anti lock Yes

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Final Report on Hyundai Eon

Over the six months it’s been with us, our long term Hyundai Eon has seen quite a bit of action. No, it hasn’t played support car to the Lamborghini Aventador like our Skoda Laura vRS did, nor has it ferried a motley crew of crazed fans to the Buddh F1 track like our Tata Aria has. What it has been used for is rush hour journeys to work & weekend trips to the market, with the occasional Mumbai–Pune trip thrown in. True, our Eon’s life has been unglamorous, but for a car built to transport people from point A to point B, we wouldn’t have it any other way.

So let’s start with how it took to Mumbai’s streets. Traffic infested & in terrible shape as they are, the metropolis’ roads serve as a great leveler. You can’t drive a BMW M5 any faster than an Eon here, at least during rush hour, so outright performance doesn’t matter. Even then, at crawling speeds the Eon didn’t feel nice to drive. At low revs, there were a lot of vibrations & the gear lever in particular shook so much it had me worried it might just work itself loose. But more than the vibrations & the thrummy engine note, it was the Eon’s uneven power delivery that really bothered me.

There was a slight interruption in power delivery, most pronounced in first & second gear at low speeds, which would get really frustrating when I’d be trying to make my way past slower traffic. & while the Eon has enough power to drive up your average flyover, it did run out of breath on the long inclines near Lonavala on the Mumbai Pune expressway. We had to keep shuffling through the notchy gearbox to maintain momentum. At least the clutch was light to operate.

Our highway drives also heightened our dislike for the videogame like steering. It felt disconnected to the front wheels for the first few degrees of movement, & then suddenly quickened. So, on a long sweeping bend, we were never quite sure of how much lock to give. The steering’s lack
of self centering movement also took a long time to get used to.

However, despite these flaws, I did quite like the Eon. I liked how it would squeeze into the tightest of parking spots. I liked how easy it was to manoeuvre around the crater sized potholes that litter Mumbai’s roads. & I also liked the soft edge with which the suspension dispatched low speed bumps. But more than anything else, I liked how the Eon felt more expensive than its price.

And I wasn’t alone in this. My friend almost jumped out of her seat when I told her the Eon costs just Rs 4.57 lakh all up, including registration. Like many others, she couldn’t link funky styling to such a low price. That said, there were also some who found the car overstyled. But I doubt anyone would have problems with the cabin. Good fit & finish on the black & beige plastics make it look quite premium – not a word you’d typically associate with a budget hatchback. The cabin is well thought out too. The USB & Aux in ports for the music system are within easy reach, the chunky AC controls are good to use & the large cavity above the glovebox & three bottle holders come in real handy on long drives.

I also found the driver’s seat comfy enough, though I think the fixed headrest is too low to provide sufficient whiplash protection. Even our towering photographer Vishwajeet (he’s 6 feet 3 inches tall) had enough headroom in the front, which is really saying something. He was also pleasantly surprised at how the Eon easily swallowed up his camera gear & a weekend’s worth of luggage with ease. Our car’s internal boot release malfunctioned in its last few days with us so we had to hand over the car’s keys at all security checks, which was an irritant. I didn’t sit in the back seat myself, but save for the odd comment on the restricted visibility out of the small windows, my passengers didn’t have much else to say – I’m taking that as a good thing. I’m also happy to report the aircon was very effective at keeping the cabin cool. My only grouse would be with the small vents that have a very limited spread.

What I had absolutely no problems with was the Eon’s fuel economy. Driving solo, the Eon returned 13.7kpl in the city, which is simply awesome. Apart from the cost of fuel, we didn’t incur any additional expenses on the car because, with just over 5500km on the odo, our Eon was still far from its second service at the 10,000km mark.

So would I recommend this as a buy? Yes. The Eon offers decent space, a nice cabin, is fuel efficient & looks really neat. Were the engine more powerful & the steering less vague, the Eon would have made for an absolutely killer package.


Odometer: 5500km

Price: Rs 4.57 lakh (on road, Mumbai)

Test Economy: 15.4kpl overall

Mantainence Costs: None

Faults: Internal boot release malfunction

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Test Ride and Review of Royal Enfield Thunderbird 500

Royal Enfield first launched its Thunderbird cruiser in 2002. & the latest variant of the Thunderbird 500 was first seen at this year’s Indian Auto Expo. We’ve recently ridden the latest T’bird on the Bangalore Ooty highway to bring you this first impression.

An immediately visible change is a new headlight featuring a projector lamp. Stylish new instruments display an analogue speedometer & tachometer, with a digital display including a clock also in place. The new grips feel decent & both control levers have a solid, meaty feel to them. A hazard warning switch is standard, making for a Royal Enfield first.

The fuel tank is larger, well proportioned with its filler lid offset at the top. & you now have the option of removing the pillion seat to increase luggage room. The 500 also gets a revised exhaust, LED tail lamp & RE logos for its foot pegs.

The latest Thunderbird borrows its 499cc, single cylinder, air cooled & four stroke engine from the Classic 500. The large capacity engine belts out a trademark Royal Enfield thump. There’s ample low & mid range power, but peak power output at 27.2bhp could be more, given such a large capacity engine. The T’bird 500 is good for a top speed of 130kph, but feels best when cruising at speeds of between 80 100kph. A five speed gearbox shifts in the one down, four up pattern.

The riding saddle is comfortable, & the rider’s footpegs have been shifted forward, making for a more comfortable cruising experience.

The T’bird 500 employs a single downtube frame, with an oval section swingarm used at rear. There’s also a 240mm disc brake at rear, working with a 280mm single front disc for improved stopping power.

Royal Enfield has priced the new Thunderbird 500 at Rs 1,82,571 (on road, Mumbai). See the first ride report in our shortly releasing Nov 2012 issue for more details.









Fact File
Price Range (in lakhs)*
Ex showroom price Rs 1,65,708 (Ex showroom, Mumbai)
Engine
Fuel Petrol
Type Single cylinder, air cooled, four stroke, 499cc
Power 27.2bhp at 5250rpm
Torque 4.17kgm at 4000rpm
Power to weight 139.5bhp per tonne
Transmission
Gearbox 5 speed, 1 down, 4 up
Dimensions
Length 2060mm
Width 790mm
Height 1205mm
Wheel base 1350mm
Ground clearance 140mm
Chassis & Body
Weight 195kg
Wheels Wire spoke
Tyres 90/90x19 inches(f), 120/80x18 inches (r)
Suspension
Front Telescopic forks
Rear Dual gas charged shocks, oval section swingarm
Brakes
Front 280mm disc
Rear 240mm disc
Economy
Tank size 20 litres

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Review and Test drive of Audi SQ5 TDI

The SQ5 is not coming to India, but here’s why we think it should. First, its 313bhp & 66.2kgm of torque lands it right in the performance diesel arena – yes, you read right, the engine under the hood is a twin turbo diesel V6. Second, we like the theme of the SQ5 – big power, all wheel drive, compact SUV. Third, performance diesels suit our conditions well – they have the on demand torque that we so require in the cut & thrust of traffic & they also have the economy & running cost advantage of the cheaper fuel.

Still, we need to dig deeper. The SQ5 comes from Audi’s ‘S’ line of cars which is their performance arm – remember the S4 we drove last month? The SQ5 is a bit of a revolution though because it is the firm’s first S badged SUV & also its first S brand diesel.
Performance, as expected, is spine compressing. Audi claims it will hit 100kph in 5.1 seconds, & the SQ5 does nothing to make you doubt that. Floor the throttle & once past the initial bit of hesitation, it’s one long, relentless surge all the way to its 250kph top speed. On the de restricted Autobahn outside Munich, the SQ5 was simply stunning in the way it effortlessly breached 200kph, & it even had some reserve once we ran out of bravery at 240kph. Helping it along is the eight speed torque converter auto (a DSG can’t take extended assaults from this engine’s 66.2kgm of torque), with the especially long legged eighth gear that allows fast cruising with minimum fuss.

There’s something else that makes the SQ5 fun, & that’s the sound the exhaust makes. When you dial up the ‘Dynamic’ mode on the Drive Select system, a sound actuator in the exhaust system makes this V6 sound like a V8. It’s why you’ll find yourself constantly pulling away from low speeds in a high gear, just to hear the cultured burble it makes.

Credit is also due to the mildly massaged engine. This engine feels even smoother than the V6 turbo diesel currently in the Q5 3.0TDI. The 2,967cc V6 uses twin turbochargers connected in series via a flap. Also on the menu is the cylinder head cooling, the timing & lift of the intake cam shafts, the pistons, their oil jet cooling & the piston pins that have been specially designed to take on the extra load. The common rail system can run at a maximum pressure of 2,000 bar of pressure & injects as many as eight shots of fuel into the cylinders per cycle.

As for the way it drives, Audi’s chassis development team has taken 30mm out of the regular Q5’s ride height, stiffened its springs & anti roll bars & specified new, stiffer fixed rate dampers. The kinematics of the suspension – camber, castor & toe angles – haven’t been altered from the regular Q5.

So, while it remains impressively flat & unflustered through corners, it never feels as nimble as, say, a BMW X3. The steering is a bit of a disappointment as well – it lacks progressiveness in both feedback & consistency. The SQ5, as is with most Audis, is better at straight line thrills than corner carving precision. That said, its tremendous grip & body control combined with that ever willing engine & aural excitement will be enough to satisfy most.

Now, for the bits that are coming to India. Audi has given the Q5 a light mid life facelift that will be on all Q5s sold in India towards the end of 2012. If you’re wondering what’s different, you need to get your magnifying glass & fine toothcomb out.

The changes lie with a grille that now takes Audi’s new hexagonal shape & its detailing that differ depending on what engine is under the hood. The headlights get new daytime running lamps, the bumper is new & the fog lights have chrome ring surrounds. At the rear, the tail lamps get different LEDs & there’s a new rear diffuser.

Like the recently facelifted A4, the interiors too get subtle tweaks & improvements to uplift the general feel & finish of the cabin. Audi will also continue to offer the 2.0 litre TDI, the 3.0 litre TDI & the 2.0 litre TFSI petrol with improvements that make them slightly more powerful & smoother.

Since its launch in 2009, the Q5 has always lived in the shadow of its big brother, the Q7. So the mild facelift & tweaks will give it a tiny but much needed shot in the arm. But we can’t help think it needs a bit more excitement. So come on Audi, maybe the time is ripe for the SQ5.







Fact File
Price Range (in lakhs)*
Ex showroom price Rs 60 lakh (est)
Engine
Fuel Diesel
Installation Front, longitudinal, all wheel drive
Type V6, 2967cc, twin turbo
Power 313bhp at 3900 4500rpm
Torque 66.2kgm at 1450 2800rpm
Transmission
Type Auto
Gearbox Eight speed
Dimensions
Length 4644mm
Width 1911mm
Height 1624mm
Wheel base 2813mm
Boot volume 540 1560 litres
Chassis & Body
Weight 1920kg
Tyres 255/45 R20
Performance
0 100 5.1 sec (claimed)
Economy
Tank size 75 litres

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Review and Test drive of new Honda Brio Automatic

Honda has greatly enhanced the user friendly character of its Brio hatchback with the launch of an automatic version that goes on sale on October 18. Instead of the CVT gearbox used in the Brio in Thailand & other markets, Honda has opted to equip the Indian Brio with a conventional five speed auto, driven by a torque converter. In fact, the gearbox is similar to the one in the City Automatic, but with different gear ratios.

The Brio Automatic joins the handful of budget automatics available in the Indian market, & with the lack of strong competition, Honda believes that the Brio Auto could account for 5 10 percent of its total sales. However, the demand for the car will hinge largely on its price & fuel efficiency.

Whilst prices are not announced yet, we expect the Brio Auto to be around Rs 60,000 more than the equivalent manual version. In terms of fuel efficiency, the Brio Auto returns 16.5kpl in the Indian Driving Cycle (IDC)­ – 2.9kpl less than its more efficient manual sibling. This should make the Brio Auto around 10 15 percent thirstier than the manual in the real world. So is the convenience of an automatic worth the extra you will have to pay each time you fill up?

Slip, or rather charge into Delhi traffic & the immediate answer is ‘Yes!’. The five speed auto is eager enough to make light work of the cut & thrust of rush hour and, at part throttle, the Brio Auto feels pretty responsive. It’s only when you stab the throttle wide open for a quick overtaking manoeuvre that the gearbox feels a bit lazy, taking a bit of time to kick down to a lower gear. However, you can work around this by snicking the lever down to D2 or even D1; this holds onto each gear just like in a manual & does not upshift automatically, even at the redline.

On the open road, the Brio is surprisingly peppy & overtaking is pretty easy. This brings us to the 86.7bhp, 1.2 litre engine, which is the main reason for the Brio’s sprightly nature. This i VTEC motor is an absolute jewel that thrives in the upper reaches of the rev band.

The Brio was always a brilliant city car thanks to its perky responses, agile handling & compact dimensions. Now with the automatic version, it’s quite an ideal one.

Fact File
Engine
Fuel Petrol
Installation Front, transverse
Type 4 cyls in line, 1198cc
Power 86.7bhp at 6000rpm
Torque 11.11kgm at 4600rpm
Power to weight Front wheel drive
Transmission
Type 5 speed auto
Dimensions
Length 3610mm
Width 1680mm
Height 1500mm
Wheel base 2345mm
Ground clearance 150mm
Chassis & Body
Construction Five door, monocoque
Weight Full size
Wheels 14inch
Tyres 175/65 R14
Suspension
Front Independent, McPherson struts
Rear Non independent, torsion beam axel
Steering
Type Rack & pinion
Type of power assist Electric
Brakes
Front Ventilated discs
Rear Drums

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Test Drive and Review of new Maruti Alto 800

It’s not everyday that you get to test a car that’s likely to be a surefire best seller, but that’s just what this is    a first drive of Maruti’s all new Alto 800, a car that in all probability will start life at the top of the sales charts.

The new Alto is a car Maruti has poured its heart & soul into to get right. What the company wants is continuity & progress. It wants the Alto 800 to take off from where the current Alto stands today, & for that Maruti’s designers have given it an identity that is instantly recognizable.

 So there’s an overriding feeling of familiarity as you walk upto the car. The compact dimensions, the high mounted headlights & the thick ‘C’ pillar at the rear of the car tell you this is an Alto, instantly. But the new bits stand out as well. There’s a new two part grille is attractive, the high mounted petal shaped headlights stand out, the mild chin spoiler looks sporty & the wheel arches that are mildly flared as well. Unlike the earlier car, this one is mildly tipped forward too, adding to that sporty feel. The design is familiar around the back as well, but here too there are fresh new details like the crystal like tail lights & some sculpting on the hatch that adds a spicy touch. What makes the car looks a bit awkward from some angles however is the massive ground clearance, something that just doesn’t sit well with the compact dimensions. The more conservative Alto 800 however is likely to appeal to a wider audience than Hyundai’s overtly styled Eon, which has polarised opinion.

The new Alto 800 is built on the same wheelbase as the earlier car & plenty of suspension bits are carried over, but the structure has been heavily modified to make it stiffer. Maruti’s engineers have concentrated on keeping it light too. The roof, for example is made of thinner steel, but has corrugations for added rigidity.

The biggest change however is in the cabin. There’s an all new & more contemporary looking dash, with a strong ‘V’ around the center console & plastic quality has been improved considerably. There are plenty of silver accents in the cabin, & there’s a horizontally aligned bottle holder placed ahead of the gear lever, which is quite innovative 

The inclusion of new slimmer seats mean there is marginally more space for passengers but this is a car that’s hard to get in comfortable in. The small front seats with their integrated head rests for example, lack decent back support & the rear seat back isn’t too comfortable either.  Space is also only marginally better than the current car which means its very cramped, especially in the rear. The moulded roof lining & fully clad pillars however improve the ambience of the cabin tremendously.

There are big changes under the bonnet as well. Maruti may continue to call this 800cc motor the F8D but changes made are quite far reaching. There are new short skirt pistons, the compression ratio of the engine has been increased & the air inlet system has been made longer. Torque as a result is 11 percent better, & you can feel it.

Push down on the accelerator & the Alto 800 sets off in a much more determined manner. Low engine speed responses have always been a strength of this engine & now its better. You don’t need to rev the motor hard to get a move on & you can upshift quite early so overtaking is not as much a challenge as before. At very low revs there’s a jerky throttle action, which is typical of other Maruti motors as well & hence driving in bumper to bumper is not very smooth. Out on the highway, the improved motor felt more eager thanks to improved performance at the top end of the rev range. In fact, there’s a sporty note to at higher revs & the engine doesn’t feel as thrashy as before.

The gearbox too has been improved over the earlier car with a new cable type shifter. The gearshift is fairly smooth but it still doesn’t have the precision or crisp action of more contemporary competition.

The ride is simply outstanding for such a small car & it copes admirably well with everything that’s thrown at it. The Alto 800’s tall springs & 80 profile tyres absorb potholes & ruts with ease but as expected the Alto 800 is never as well settled as a bigger car. There is always a nervous bit of vertical movement when the road gets uneven but it’s not to the point of being uncomfortable.

When it comes to driving pleasure the Alto 800 really won’t excite you. There’s no excess of power for one & the handling is pretty soggy too. The steering feels a bit vague, especially around the straight ahead position, & the car doesn’t like to be cornered hard. But then the kind of person who is buying this car isn’t going to really care.

The new Alto 800 may not have the same modern feel as the Hyundai Eon but certainly feels a generation ahead of the previous Alto with better interiors, dynamics & performance. It looks more contemporary too. Is that enough to keep its popularity sky high? It will finally depend on the price.  However, assuming a Rs. 3.15 lakh sticker for the base, air con equipped version, Maruti’s latest will continue to be the best selling car on Indian soil after it goes on sale on October 16th.
Fact File

Engine
Fuel     Petrol
Installation     Front, transverse
Type     12 valve, 796cc, 3 cyl,
Power     47bhp
Torque     7.03kgm

Transmission
Type     Front wheel drive
Gearbox     Manual, 5 speed

Dimensions
Length     3395mm
Width     1490mm
Height     1475mm
Wheel base     2360mm
Ground clearance     160mm

Chassis & Body
Weight     720kg
Tyres     145/80R12 (tubeless)

Suspension
Front     Gas filled McPherson Strut, Torsion Roll control device
Rear     Coil spring, Gas filled shock absorbers with three link rigid axle & isolated trailing arm

Brakes
Front     Solid discs
Rear     Drums

Economy
Tank size     35 litres

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Review and Test drive of Chevrolet Sail U-VA

The Chevrolet Sail U VA will be the first model to come out of the GM SAIC joint venture. This car, which will replace the Aveo U VA will ive into a cut throat & ruthlessly competitive segment. It will face stiff competition from considerably talented cars, like the Maruti Swift, Ford Figo & Toyota Etios Liva. So does it have enough oomph to take on the rest? Read on to find out.

The Sail, though nice looking, is styled to fit the ‘please all, displease none’ mould, & as a result looks a bit too generic & tame. The lines of the car are neat, the skinning is very modern & there are no unnecessarily exaggerated features. The angled headlights wrap around the nose quite nicely & the rising windowline makes the Sail look tipped forward & sporty. The rear isn’t as attractive & the vertically aligned tail lights look a bit old fashioned now.

The Sail’s chassis has been engineered to provide extremely high levels of rigidity. GM’s engineers in India have also completely redone the suspension to suit our roads, which call for more ground clearance; hence raising the ride height of the cars was essential. The petrol version stands at 171mm, & the diesel at a lower (but still very high) 168mm. Taller, stiffer springs have been used & the front anti roll bar has been beefed up in accordance with the higher Gross Vehicle Weight (GVW). The dampers have been softened, however, keeping ride comfort in mind, so GM seems to have got the basics right.

GM plans to manufacture the Sail in India eventually with an extremely high level of local content. However, for now, localisation stands at 42 percent, with a much higher 65 percent on the cards in the near future.

The first impression of the interior is that it’s not particularly upmarket & the plastics are not very rich. Also, the doorpads are a bit shallow, the power window buttons are placed ahead of the gearlever & the glovebox is quite small. The interior is, however, very functional & has a restrained maturity. The protruding central console, with its large vents, is particularly attractive. Finished in dull silver, it contrasts with the rest of the dash quite nicely, & functionality of the buttons & switches is also good.

The front seats are quite comfortable & well bolstered, & though there is no height adjustment, outside visibility is good thanks to a high set seat. The rear doors open wide enough to make entry into the back quite easy, & you will be amazed by the amount of legroom on offer. Headroom isn’t as generous though, possibly due to the sloping roofline. The back seat felt a bit too flat & firm & lacked the plushness of the Swift’s seats, which are the benchmark for comfort. To make up, the seating position at the rear is brilliant thanks largely to a centrally placed fuel tank. Boot space is pretty decent & the Sail can swallow 248 litres of luggage. In terms of safety, the Sail is decently well equipped & comes with two front airbags & ABS on the top end version.

The diesel version of the Sail U VA uses what GM calls the 1.3 SDE (Small Diesel Engine), better known to us as Fiat’s Multijet unit. Though insulation is pretty good & noise levels much lower than rivals like the Figo, Liva & even Swift, you can still hear the diesel clatter from ahead of the firewall. There’s also a bit of turbo lag, but it’s not as pronounced as it is on the Swift. Keep the engine in the mid range & the Sail really rewards you. It feels really smooth & you can pick up the pace at any time without using the gearbox. The diesel Sail takes 15.2 seconds to get to 100kph, & in 22.9 seconds you are doing 120. Power tails off around 4200rpm, so it’s best to upshift early. In gear acceleration is quick as well due to its strong mid range. GM engineers have tuned this engine quite well & possibly this the best take so far on the venerable 1.3 multi jet diesel

In comparison, the petrol engine is a bit of a mixed bag. Known as the 1.2 BDOHC, this 1199cc motor uses twin overhead cams & all aluminium construction. Idle is smooth enough & the engine is quite responsive at low speeds, but spin the motor faster & it gets quite audible. The Sail petrol surprised us with its flat out performance & the way it sprints from 0 100kph in just 14.6 seconds – quicker than the Swift. In gear acceleration is strong too, especially in third. The big news is the Sail’s all new F17 five speed manual gearbox which is a pretty accomplished unit & does duty in Opels & Vauxhalls in the sophisticated markets of Europe. Though the gear shift requires a bit of effort, we just love the short throw & the precise way in which this gearbox operates.

What amazed is the way this robust hatch gobbles up potholes for breakfast & feasts on the worst that our road authorities can feed it. The key to the Sail’s amazing ability to float over bad roads is the pliant, long travel suspension that’s been brilliantly set up, & the tall 175/70 R14 tyres. In fact, so good is the ride that it could well be the best riding car in its class. Only a bit of road noise from the rear & some vertical movement at high speeds spoil its near perfect score in this respect.





The steering is quite light, which is a big help in town, & even when you press on, you will be impressed with the accuracy of the helm. It’s just that the steering isn’t bristling with feel & has a dead zone around the straight ahead position, which sanitises the driving experience. The Sail rolls a fair bit & it doesn’t like darting in & out of corners but then that isn’t its brief

Straight line stability is superb though, & as a long distance tool the Sail is surprisingly good. The brakes are not as strongly servo ed as some other hatchbacks, but they deliver plenty of confidence.

Viewed in totality, GM’s Sail U VA has a lot of plus points. It has a large & spacious cabin, unbelievably good ride quality & uses one of the best small capacity diesel engines around, which GM has tuned to be even better. The Sail is a tough, no nonsense car that’s really well suited to Indian conditions.

It has its downsides. The petrol motor is noisy & we weren’t impressed by the interior quality. Still, at an expected starting price of Rs 4.2 lakh (ex showroom) for the petrol & Rs 5.8 lakh for the diesel, backed by a three year warranty, the Chevy Sail is serious bang for your buck.  This could be the surprise of 2012.




Fact File
Price Range (in lakhs)*
Ex-showroom price Rs 4.2-6.5 lakh (est. ex-showroom)
Engine
Fuel Petrol/ diesel
Installation Front, transverse
Type 4 cyls, 1199cc, petrol / 4 cyls 1248cc, turbo-diesel
Bore/stroke 69.5/79.0mm; 69.7/82.0mm
Power 85bhp at 6000rpm / 77bhp at 4000rpm
Torque 11.52kgm at 4400rpm / 20.90kgm at 1750rpm
Power to weight 79.81/68.50bhp per tonne
Transmission
Type Front-wheel drive
Gearbox 5-speed manual
Dimensions
Length 3946mm
Width 1690mm
Height 1503mm
Wheel base 2465mm
Boot volume 248 litres
Ground clearance 174/168mm
Chassis & Body
Construction Five-door, monocoque, hatchback
Weight 1065/1124kg
Tyres 175/70 R14
Spare Full size
Suspension
Front Independent, Mac-Pherson struts, coil springs, stabiliser bar
Rear Non-independent, coil springs
Steering
Type Rack and pinion
Type of power assist Hydraulic
Brakes
Front Ventilated discs
Rear Drums
Anti-lock Yes
Economy
Tank size 42 litres

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Review and Test Drive of new Mahindra Quonto

We first broke the news of the ‘mini Xylo’ (code: U203) on our website on June 3, 2010, & it’s been no secret Mahindra has been developing its own sub 4 metre car, one that has finally taken shape as this, the Quanto. The case for chopping the Xylo’s length was to qualify the Quanto as a small car and, correspondingly, a lower 12 percent rate of excise duty. But is this more of a compromise or does the Quanto fit the bill as a mini SUV?

From the front there’s little to distinguish the Quanto from the facelifted Xylo. The ‘V’ on the bonnet is more defined, & there’s a new lip above the toothed grille, but this apart the two cars are near identical upto the rear doors. Where the Quanto looks totally different is from the tail. The Xylo’s large rear windows & sizeable rear bumper have been replaced by a smaller quarter glass & minimal overhang aft of the rear wheels. The result is a rather abrupt tail, which gives the already tall Quanto gawky proportions that are further accentuated by small 15 inch wheels (downsized from the Xylo’s 16 inchers).

The Quanto also gets different D pillars, wraparound tail lamps & comes with its spare wheel mounted on the side opening tail gate, which goes with its mini SUV ethos.

Given the inherent imbalance of a three cylinder engine, we were quite surprised by the engine’s refinement. Idle is fairly quiet, vibrations are well contained & some transmission judder apart, refinement is impressive. Even on the move, that typical three cylinder thrum is obvious but doesn’t become intrusive until you go high up the rev band. However, this isn’t an engine you’d rev hard anyway. Power seriously tapers off post 3500rpm & even on full throttle it doesn’t gather much pace. The Quanto’s heavy kerb weight of 1640kg seriously weighs it down & it took a slow 17.41 seconds in the 0 100kph dash.

However, at slower speeds, the engine shows a more likeable side. Power delivery is linear & there’s decent pull between 1500rpm & 3500rp though it still feels flat for most part.  All this points to a car that will amble well through traffic but could find itself out of depth on the highway. At city speeds, the gear ratios seem well matched to the engine but we found the gearshift quality on the five speed box slightly rubbery & the light clutch a bit snappy too.

Driving the Quanto on Mahindra’s test track, we experienced acceptable levels of road noise filtering into the cabin on the smooth section of the track though the small undulations on the main straight resulted in ride becoming bouncy with lots of vertical movement. The Quanto does share its suspension hardware with the Xylo & uses the same combination of double wishbones up front & a five link setup at the rear. While a smaller body should have resulted in greater rigidity & tidier handling, the top heavy Quanto was slow to change direction & there was lots of body roll too. Its hydraulically assisted power steering (standard across the range) isn’t particularly fast either but is light enough at typical city speeds.

The Quanto’s quirky looks & oddball dimensions are sure to split opinion. But you simply can’t ignore the massive cabin space (at least for the front two rows) & the advantages of its elevated driving position. & while the rear jump seats aren’t very useable, they do add flexibility to the cabin, at least for short stints. Its engine is also nicely refined for a three cylinder unit, has sufficient power for city use & promises to be fuel efficient too. Where the Xylo fails to make an impression is in the areas of ride comfort (bumpy) & handling (sloppy). Interior quality is pretty disappointing too.

But factor in the Quanto’s pricing, which starts at Rs 5.8 lakh for the base C2 model & stretches to Rs 7.36 lakh for the top spec C8 variant (ex showroom, Thane), & it looks a whole lot more interesting. For many it could even be a lifestyle (albeit less sophisticated) alternative to the brigade of premium hatchbacks.
With the Quanto sharing the Xylo’s 2760mm wheelbase, space inside the cabin is fantastic. You do have to step up into the high set cabin, but once inside it’s easy to get comfortable. All round visibility is excellent, the front seats are comfy & the dashboard, a straight lift from the Xylo, adds to the feeling of familiarity in here. Sadly, cabin quality is not quite upto the mark with many crudely finished bits like the front door pockets in direct sight. If there’s some compensation, it’s that you get a lot of features. The top spec Quanto C8 we drove featured power windows, two airbags, a music player with MP3 & aux connectivity & a reverse parking sensor.

The middle row gets lots of space & the flat seat base is comfy, but the non adjustable backrest is a tad too upright. That’s because, believe it or not, the Quanto is a seven seater & the second row backrest has undoubtedly been kept upright to free up space for the rear jump seats. Despite this compromise, space in the back is really tight. There are no headrests either & the knees up seating position & near vertical backrests are far from nice. The safety of these seats in the event of rear end collision is a question mark too. They do fold, though, & with them out of the way there is decent luggage space in the back.

To qualify for excise benefits on small cars, the Quanto had to come with a sub 1.5 litre diesel engine. The engine in question is the new 1493cc motor – the mCR100. Interestingly, this common rail motor is not a grounds up design but actually a downsized three cylinder version of Mahindra’s existing 2.2 litre mHawk diesel engine. While understandably not as powerful as the mHawk, the new engine uses a two stage turbo & an intercooler to output fairly impressive power & torque figures of 98.6bhp & 24.5kgm.


Fact File
Engine
Fuel Diesel
Installation Front, longitudinal
Type 3 cyls, 1493cc, common-rail, turbo-diesel
Bore/stroke 83.0/92.0mm
Power 98.6bhp at 3750rpm
Torque 24.5kgm at 1600-2800rpm
Power to weight 60.1bhp per tonne
Transmission
Type Rear wheel drive
Gearbox 5-speed manual
Dimensions
Length 3985mm
Width 1850mm
Height 1880mm
Wheel base 2760mm
Boot volume 690 litres (with jump seats folded)
Chassis & Body
Weight 1640kg
Tyres 205/65R15
Spare Full Size
Suspension
Front Independent, double wishbones, coil springs, stabiliser bar
Rear Non-independent, five link, coil springs
Brakes
Front Ventilated discs
Rear Drums
Anti-lock Yes
Economy
Tank size 55 litres

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Piaggio's Vespa LX 125 review and test drive

Vespa’s return to India comes in good time, when the scooter market here is showing healthy growth & ample promise. The LX125 is well suited to India.

Everything was beginning to seem picture perfect, till Vespa announced the LX125’s unusually high price. Let’s find out whether the Indo Italian newcomer has what it takes to justify asking a premium over its rivals.

Design

Arguably the best looking Indian scooter, the Vespa LX125 is perfectly proportioned, its smoothened, timeless lines having been well received ever since first seen back in the 1940’s.

It’s rounded front apron runs a smart border, above which sits a rounded clear lens, halogen headlight that brightens up inky nights. The new Vespa has top quality, elegantly formed switches that incorporate push to cancel indicators, comfortable palm grips & machined alloy brake levers that rank among the best on any Indian scooter.

A let down is Vespa having omitted a rear brake lock clamp on the LX125. We however like how the voluminous front storage bin sits flush in the panel beneath the steering, opening with a light push of the ignition key into its slot. Detailed engineering has gone into both stands for this scooter, the LX being easily propped onto its main stand, & the side stand deploying an auto return feature.

The LX enjoys many perfectly evolved design touches, with even little details being properly addressed.

Sold in several options of trendy bright paint jobs, the Baramati built Vespa comes with good overall quality & smart fit finish.

Performance

The button started LX125 is powered by a four stroke, single cylinder engine that displaces 125cc. The Vespa is the only Indian scooter to breathe through 3 valves.

This air cooled powerplant is carburetted unlike several fuel injected Vespa’s available worldwide. Maximum power is 10.06bhp made at 7500rpm, & peak torque, 1.08kgm delivered at 6000rpm.

The LX’s CVT transmission works seamlessly, saving riders the added chore of working a clutch & gearshift. The new engine emits a creamy smooth power delivery, with a refined, buzz free feel. Performance is adequate, the 0 60kph dash completed in 10.07 seconds. In the city, the LX125 is peppy enough for zippy traffic signal getaways.

Ride & Handling

Vespa scooters have often used a monocoque chassis, the LX125 showing off a rigid, steel structure on these lines. The scooter’s seat is plush & roomy, with the riding position feeling just right, comfy, upright & with the handlebar set at the correct height.

Ride quality is good, even when riding with an adult pillion or negotiating poor roads & the LX is light & stable to ride.

The Vespa corners just as well as any scooter on 10 inch rims. A weak front brake proves the single biggest letdown on the Indian LX125 & is a safety hazard that needs urgent addressing, for it provides inadequate bite, as well as stopping power. Given the scooter’s high price, Vespa would do well to offer the LX125 with a front disc brake.

The LX125 comes shod with grippy MRF rubber front & rear.

Fuel Economy

The LX125 proves frugal for an automatic, 125cc scooter, returning 40.7kpl during our testing in real world, Indian city riding conditions, this improving a bit when testing on the highway, where it gave us 42.1kpl.






Verdict

Vespa's new scooter is a well rounded package. The LX125 is just as stylish as it gets on a scooter. This is unquestionably going to be the scooter members of the fairer sex will aspire to reach college astride, having said which, affluent male businessmen could also want to be seen on one. Barring its ineffective front brake, the LX rides & handles fine too, which leaves just one hurdle it is sure to find hard to overcome, its Rs 70,000 on road price, which makes this India's most heavily overpriced scooter, hands down.

Tech Specs

Fact File

What it costs
Ex showroom (Delhi) Rs 66,000 (ex Maharashtra)
Engine
Fuel Petrol
Installation Inclined from vertical
Type 125cc Single cylinder, 3 valve air cooled, four stroke
Compression ratio 10:1
Power 10.06bhp at 7500rpm
Torque 1.08kgm at 6000rpm
Power to weight 88.2bhp per tonne
Transmission
Type CVT
Dimensions
Length 1770mm
Width 690mm
Height 1140mm
Wheel base 1290mm
Chassis & Body
Weight 114kg
Wheels 3 spoke alloy
Tyres 90x100x10 inches (Front & rear)
Suspension
Front Single side shock, trailing arm
Rear Monoshock
Brakes
Front 150mm drum
Rear 140mm drum
Performance
0 20 1.57
0 40 4.38
0 60 10.07
0 80 19.00

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