Audi A7 3.0 TDI Review, Test Drive

The A7 turns heads. Everywhere. You would think that the metallic beige Audi isn’t unique enough to catch the jaded Mumbaikar’s eye, but that’s just what it does. Credit goes to its low, brooding stance and slit eyed headlamps, but where the A7 is racier than the regular German executive cars is with its Mustang-like fastback rear. We think it looks fantastic and other road users seem to unanimously agree.

We like what’s under the skin too. The A7 shares its innards with the A6 and, indeed, the A4 and A8, all these models using Audi’s MLB platform. It may look like a coupé, but the car occupies quite a bit of real estate. At a shade under five metres long and almost two metres wide, it is longer and wider than an A6, but smaller than an A8.

 

And, like its siblings, the engine is longitudinally mounted and sends power to all four wheels. Audi’s tried and tested 3.0 V6 diesel motor has been improved for the A7 by using higher injection pressures, new camshaft profiles and a revised turbo. As with most Audi Quattro systems, this one sends 60 percent of its power to the rear axle. Suspension is by way of double wishbones up front and a multi-link setup at the rear with Audi’s adaptive air suspension taking care of damping. A lot of the body is aluminium, including the front suspension struts, so this car weighs in a rather light 1770kg (for its size). The 54/46 front/rear weight distribution is impressive too.

 

This is a long, low car, and it feels that way when you get in. You stoop to enter, and sit a lot lower than in conventional saloons of this size, but it’s a comfortable place once inside. We liked the interior’s craftsmanship and trimmings that make it feel quite special. The swooping dashboard and door inserts, the precision machining of the aluminium centre console controls and the showy arrival of the MMI system’s screen that rises out from a slot in the dash, all create an alluring first impression.

 

At the rear, the fastback roofline will scuff the scalps of taller people, and sitting three abreast is a bit of a squeeze. Legroom isn’t bad but what makes it a tad uncomfortable is the upright seat back. The underlying message here is don’t buy this car if the rear seat is a priority. The boot is reasonably spacious and though it’s a bit shallow, it makes up with its length and you can split and fold the rear seats for a bigger load area.

 

There’s no stinting on equipment. Standard features include adaptive air suspension, two-zone climate control, a fuel saving start-stop system, Audi’s Multi-Media Interface, a parking system with a reverse camera, and 18-inch alloy wheels. The options list is quite long too, so you can really spec it up. But, as with all Audis, the spare tyre is a space saver.

 

Drive it, and you’ll see the A7 is much more than just a looker. Press the engine start button and the 245bhp, 3.0-litre V6 diesel starts and settles into a beautifully refined idle. The strong point of this engine is the way it makes its 51kgm of torque. It peaks at a low 1400rpm and stays there all the way to 3250rpm. Keep the engine spinning in this range (easy to do via the seven-speed, twin-clutch auto) and you’ll find a car that is rapid in its responses. Flat out, it moves off with convincing urge and performance is befitting of its sporty looks – 100kph comes up in a very rapid 6.6sec and 200kph comes up in under half a minute. The engine is incredibly smooth and refined for the most part, and gets audible only when nearing its redline.

 

If there is a slight hiccup with the powertrain, it’s that the transmission occasionally hesitates when you want to kick-down. Using the paddleshifts cures this problem, so it is best to do so when you want a quick overtake. 

Adding to the car’s relaxed highway manners is the tall seventh gear which gives it long legs. It’s a shame then that there is so much tyre roar in the cabin, especially over concrete roads. It’s the one thing that stops it from being as relaxed a tourer as some of its German rivals.

 

Around town, the low driving position can be a bit intimidating at first, but you get used to it. That big rear window really makes it easy to see out the back though. It has a genuinely comfortable and pliant ride despite the big wheels and the low-profile rubber. With the adaptive air suspension in comfort mode, it absorbs bumps well and we love the way it dispatches bumps and expansion joints with solid thunks. The comfort setting does allow the car to wallow ever so slightly over undulations and small bumps do tend to catch it out but this isn’t too bad. Ground clearance isn’t as bad as we expected either – simply raise the car on its suspension and it’ll climb over most speedbreakers.

 

Audi’s drive select system (standard on the A7) lets you tailor everything from engine responsiveness, steering weight, suspension setting and even seatbelt pre-tensioning. Select the dynamic mode and the steering weights up a bit more and you can feel the suspension tightly controlling body movements. Around corners, the A7 displays phenomenal grip and fantastic body control and is quite fun to drive on a twisting road. The electrically assisted steering is a big letdown though – it feels too inert, lifeless and vague. If not for the desensitised steering, the A7 would have been quite a hoot to drive.

 

The A7 costs Rs 64 lakh (ex-showroom Delhi) which means it sits exactly between the A6 and the A8 on price. It is expensive but that’s the price you pay for style. The A7’s looks, drivetrain and equipment are all compelling reasons to buy one.  It rides well, is very refined and is a lot more practical than its shape would suggest. Sweet chariot it is.

• Sharp looks
• Performance
• Quality interiors

• Road noise
• Vague steering

Price Range (in lakhs)*
Ex-showroom Price	Rs 64 lakh (ex-showroom Delhi)
ENGINE
Fuel	Diesel
Installation	Front, longitudinal, all-wheel drive
Type	6 cyls in-vee, 2967cc, turbo-diesel
Power	245bhp at 4000-4500rpm
Torque	51kgm at 1400-3250rpm
Transmission
Type	Auto
Gearbox	Seven-speed twin-clutch
Chassis & Body
Length	4969mm
Width	1911mm
Height	1420mm
Wheel Base	2914mm
Weight	1770kg
Wheels	18 inch
Tyres	255/45 - R18
Suspension
Front	Double wishbones
Rear	Multi-link setup with adaptive air suspension
Steering
Type Power	Electronic
Brakes
Front	Ventilated discs
Rear	Ventilated discs
Anti-lock	Yes
Acceleration
0-20	1.02
0-40	1.93
0-60	3.11
0-80	4.74
0-100	6.67
0-120	9.18
0-140	12.29
0-160	16.38
0-180	21.46
Acceleration in Gear
20-80kph in kickdown	4.39
40-100kph in kickdown	5.31

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Maruti’s RIII MPV

Here are exclusive images of Maruti's all-new RIII MPV, slated to be launched by the end of 2011, designed to accommodate the traditional large Indian family. Maruti has stretched the wheelbase to 2740mm which is 380mm more than that of the Ritz, and they have also added an additional rear overhang.

The length of the RIII at 4265mm is well over the critical four-metre length, which means that the RIII won’t qualify for a small-car excise cut. Additionally, the people-mover will get an all-new 1372cc K14 petrol engine which churns out a decent 95bhp and produces 13kgm of torque. Also on the cards is the Fiat-designed, VGT-equipped 89bhp DDiS motor from the SX4.

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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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Yamaha FZ1

IT’S ALL HAPPENING on the Indian two-wheeler front. The trickle of superbikes, which were once a distant dream for Indian aficionados, seems to have turned into a flood and today one can pick and choose from a wide range of world-class 800cc-plus models. Honda, Yamaha, Suzuki, Kawasaki, Ducati, KTM and even Harley-Davidson have set up shop in India, offering dream machines ranging from track bred supersports machines to heavy cruisers.

Yamaha set the ball rolling towards the end of 2007, and still has a formidable line-up of superbikes on sale. However, what it lacked was a practical big bike but that’s a shortcoming that’s soon to be addressed for big brother to the FZ-16 — the 1000cc FZ1 — is on the verge of being launched across India. 

We got astride the latest Yamaha for a quick spin and there’s plenty to be excited about. 

The FZ1 packs loads of understated s treet presence and screams out muscle. The styling is macho and powerful, the 1 openly flaunting its brawny engine and alloy frame. This Yamaha displays ample aggression as well as a healthy dose of pose value but without ever looking overdone. Much of the bike is coated in black, including its five-spoke alloys, front suspension, engine, stubby silencer and side panels. The FZ1 has a minimalist front mudguard and an arrow-shaped headlight with brilliant illumination. The handlebar sits flat alongside compact instruments. The analogue rpm gauge, redlines between 12000 and 13000rpm, and the digital display shows speed, fuel level, engine temperature, odometer, time as well as twin trip. 

The 1 comes with excellent quality switches, grips and particularly nice mirrors. Its buffed alloy levers look smart and the brake side adjusts for reach; the clutch lacks this but makes up by offering cable play regulation at the yoke. The naked 1’s sleek and broad 18-litre fuel tank provides ample thigh support and blends perfectly into the stepped riding saddle. Smart side panels meet a dual-tone tail-fairing and a truly nifty tail light.  

A high level of attention to detail is evident on the 1 as is top-notch quality for all parts, as well as rubbers and plastic that impart a sturdy, built-to-last feel.

The FZ1 shares its brilliant liquid-cooled engine with the previous-generation Yamaha YZF-R1 in a relatively street friendly state-of-tune with revised gearing to match its multipurpose role. Four vertically stacked, short-stroke (each measuring 77 x 56.3mm) cylinders sit packed in-line, displacing 998cc and outputting a prodigious 150bhp at 11000rpm. The maximum torque generated is 10.8kgm at 8000rpm, with four valves punching inside each fuel-injected cylinder. 

While experienced superbike riders used to brutal torque-enriched power delivery from bigger bikes like the Suzuki Hayabusa may find the FZ1 lacking low- and mid-range grunt, it is still easy to find yourself addicted to the FZ1’s incredible top-end performance. The 1 feels best wound up past 6000rpm, at which point it pulls with arm-wrenching gusto all the way to its 11500rpm limiter. Fueling is slightly abrupt, the injection feeding in a touch unpredictably below 4000rpm. Yet, things smoothen out thereafter with bullish, vibe-free power melting  even the fastest cars on Indian highways into your mirrors. The FZ1 is capable of nudging 133kph in first gear and we got it to bash through the 100kph mark 3.86sec after blast-off. Its single silencer belts out a fantastic exhaust note on throttle overrun like the older R1, and the big Yam feels right at home whizzing down highways in the vicinity of 140kph, while still capable of maintaining lower speeds in city traffic. Top speed is impressive in the region of 255kph.

A drawback to the 1 is that heat tends to rise from its engine bay and bothers the rider at low speeds. However, to be fair to the bike, this could be due to our torrid weather and slow-moving urban riding conditions, and is not as troublesome as its gearbox. 

The FZ1 comes with a six-speed, one-down and five-up shifting gearbox that is heavy to operate. Clutch feedback and the gearshifts are precise with no false neutrals, but long rides will have you yearning for lighter effort to change up or down this ’box.

Yamaha has given the FZ1 an alloy twin-spark frame and swingarm, plus top-drawer fully adjustable suspension at both ends. There are upside-down forks in front, a monoshock at the rear 

and sticky tyres at both ends, with a generous 190/50 x 17-incher at the rear. 

Wide, flat handbars and an upright seating position help the FZ1 stay comfortable over short distances but the inadequate seat and the lack of a fairing means high-speed cruising over 150kph is an arduous affair. While the ride quality is good and can be tailored to suit your needs, the bike’s handling is really tidy. No, the 1 isn’t quite as light and nimble as its arch rival, Honda’s CB1000R, or supersports models like the YZF-R1 that can outdo the FZ1, but this motorcycle still handles corners eagerly and with solid stability, always steering with a neutral, predictable feel. The 1 comes with fantastic brakes — twin 320mm discs in front and a 245mm single rotor at the rear.

You will have to wait for our complete road test to get accurate fuel consumption numbers, but expect the FZ1 to deliver close to 20kpl.

Now for the big number; We hear the pricing for the truly versatile, city friendly, and still sporty FZ1 is going to be competitive, close to Rs 9,50,000 (ex-showroom), even close to which point Yamaha is certain to have another winner on its Indian shelves. 

 RISHAD COOPER 

Price Range (in lakhs)*
Ex-showroom Price	Rs 9.5 lakh
ENGINE
Installation	In-line four,liquid-cooled, four-stroke
Power	150bhp at 11000rpm
Torque	10.8kgm at 8000rpm
Power to weight	700.9bhp per tonne
Transmission
Gearbox	6-speed, 1-down, 5-up
Chassis & Body
Length	2140
Width	770
Height	1065
Wheel Base	1460
Ground Clearance	135mm
Weight	214kg
Wheels	5 spoke alloy
Tyres	120/70x17-190/50x17
Brakes
Front	320mm disc
Rear	245mm disc
Acceleration
0-60	2.24
0-100	3.86
0-120	4.67
0-140	5.76
0-160	7.01

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