A German Auto Analyst whom I met described Indian Auto Industry as most potent giant which is growing @ 14% annual growth rate. This huge auto market has been ruled by Maruti Suzuki for past two decades now. Maruti Suzuki conquers approximately 50% of the car market and it still managed to grow by 30% in 2010. This description by a German forced me think on Maruti’s performance in future. How long the market leader can sustain the 50% market share by making small hatches? When will they expand product portfolio by adding SUVs or Luxury sedans?
When bloggers like me were wondering over these questions, Engineers at Suzuki were working on something great. Engineers were instructed to craft a best machine where money was not a constraint. They worked hard and the result is out too.
Today Market leader announced “Something great is coming”. Maruti launched Kizashi (I am not sneezing….. It is pronounced as kee—zah—shee, meaning “Sign of good things to come” in Japanese.
Kizashi might not be an eye-turner on roads as far as exterior looks are concerned, but the build quality is very impressive. The front sports a large grille with a honeycomb mesh done up in a gun metal finish, the rear houses a neat inbuilt spoiler on the trunk lid and very neat triangle shaped dual exhaust holes. The neat lines give the car a nice wide sporty stance and the rear gels with the entire package well. The alloys gave a feeling of another BMW on road. To summarize, Kizashi has all styling elements present in a decent way. Henceforth, Kizashi can satisfy the needs of Niche people and create appeal in masses at the same time. The only disappointing news is that it will only be available in three colors (Black, white and silver) {I feel these three are the best colors for the car like this}
“Elegant” is the only word to describe the interiors of Kizashi. Rich Beige color hints towards the luxury offered by the car and perforated leather upholstery adds stars to this luxury. Utility Boxes in centre console and rear arm rest will open elegantly by a gentle push. 3D instrument cluster do the detailing job is a good way. Centre console comes down like a waterfall and it looks good too.
It will be tough time for people who always claim that in order to offer competitive prices. It comes with a neat in-car entertainment system, quality speakers, automatic climate control that is split for the front passenger and driver and it has rear air conditioning vents as well. In terms of features it overshadows the Honda Accord. Electrically adjustable seat with memory setting is offered to the driver and for Co-driver electric seats are introduced for the first time in this segment. It is needless to say that the seats are very comfortable.
Powering the Kizashi is a 2.4 liter petrol engine. It is J-Series (J24B) power plant from Suzuki which is capable of churning out 178PS at 6,500 rpm and generates 230Nm of torque at 4,000 rpm. This engine is mated with 6-speed manual transmission. CVT option is also available. If one opts for the manual version the Kizashi is capable of accelerating from 0-100km/h in under 8 seconds. The engine was more powerful than me, as I lost my courage at 200 kmph. I was totally enthralled by the performance of the vehicle. Despite the large engine and the rocket like capability that this car possesses, it also answers to the Indian customers in terms of mileage. Fuel Efficiency of 12.5kmpl is quite good for a car in this segment
What I noticed about the Kizashi was its ability to take corners at a faster pace. This is a car that handles extremely well, holds its line without discomforting the passengers and at the same time it is a car that is capable of offering a great ride quality as well. Flat cornering, comfortable city ride, a very quiet cabin and yet responsive, nimble handling are all combined in the Kizashi. Suzuki says it’s because the chassis was designed first for stiffness, then added to for quietness, while the suspension was tuned to be as accommodating as possible while still preserving handling. However they got there, the end result is impressive, both on the street and on the track.
After analyzing the car, I could only say that “Nobody understands India like MSIL does and it shows in the tuning, features and set up of this product”. There is no doubt that Kizashi is a good product, but whether market will accept the fact that MSIL can make luxury cars or not has to be evaluated after seeing the market response.
Why Buy: Ride and Handling, Build Quality, Engine performance
Why Deny: Expensive, No Diesel Engine
Tuesday, February 1, 2011
Monday, December 13, 2010
Volkswagen Vento
After a fierce battle in hatch segment, car manufacturers are gearing themselves for cut throat competition in sedan segment as well. Recently we had few interesting launches in Sedan segment as well (Corolla Diesel, Etios, Vento, upgraded Verna are few to name)
Volkswagen introduced Vento (Sedan version of Polo) only in Indian and Russian market. German Manufacturer designing a car specifically for Indian desires shows that the Indian automotive industry is the centre attraction these days.
Volkswagen decided to make a hit on bread and butter of Honda by targeting the market leader (Honda City). In the month of November 2010, VW has beaten Honda in total sales. This might come as quite a shock for Honda. I strongly feel that it is high time for Honda to unleash Diesel powertrain to stay competitive in this battleground.
From the exterior Vento is sophisticated. Though Vento is sedan version of Polo, still it doesn’t look like a boot pasted on the back of the hatch. The longer wheelbase and neat job on C-pillar give a clean profile to the car. From front, Vento is identical to Polo (except there is small design change in lower air dam). Quarter glass in rear window is like a cherry on the cake. Polo’s crisp lines around the body are taken forward in Vento as well. VW could have given the Vento the same bootlid opening as the Polo, where you depress the VW logo to release the hatch. But here, to open the boot, one can use either the button on key or on door trim, and to delight the user the boot will open completely without any human assistance!!!!
Overall the car has got contemporary styling and the stance of car will make the Vento presence felt on the road.
I noticed an amazing thing on boot. There is a Volkswagen Name badge on the boot which is missing in its smaller hatch. Probably Volkswagen wants to brand itself as a big car manufacturer in India.
I could feel the sophistication even inside the vehicle. The build quality is excellent. I tried my best to find uneven gaps inside the cabin, but failed miserably. The front dash is similar to Polo. Combination of dark color on top and beige gives a beautiful practical dash panel. The car is sufficiently loaded with features and one will not miss the absence of any feature. All the four power windows are auto up with anti pinch feature. Audio quality is best what one can get in this segment.
Few good and innovative are also there. The rear passenger can slide the co-driver seat using a lever provided at the back of front seat. This is a clear indication that VW has an intention of “chauffer driven car” while designing Vento. Front and rear arm rest are quite good. Infact Vento has widest rear arm rest (in this segment). VW has also introduced amazing security feature inside. After locking the car, the alarm will blow up in case of any control operation inside. (Kudos to German thinking)
But there are few points that may irritate the customer. The tunnel height on the rear floor is so high that I was tempted to call Vento a four-seater. I was surprised to notice that VW hasn’t given an option of locking doors to its passengers (only driver can do so). Even the direct rear visibility is quite poor. In terms of comfort the seats aren’t that comfortable. The seats don’t provide enough thigh and lower back support and even the head restraints were rated as hard. The major reason of underrating of Vento in Comfort department is: “I was pampered by the comforts of Honda city in the previous evaluation”.
The Vento comes with two engine options and the petrol has an automatic gearbox option as well.
On the test track when I turned the key, I was welcomed by huge clutter noise of 1.6 Litre diesel engine. I can not understand that how come a common rail engine was producing so much noise even during idle. The 1.6-litre four-cylinder DOHC 16-valve common-rail turbocharged diesel motor also develops 104 bhp and it churns out 25.4 kgm of turning force between 1500 and 2500 rpm. The engine is more powerful then its figures. The turbo-lag is also not very evident in Vento. The taller gear ratios offered freedom of touching 100 kmph in third gear. Acceleration while outstripping any other car on highway is quite good as well. Engine and I both were relaxed even at the driving speed of 130 kmph. The car is so good that it will always respond to the smallest taps on accelerator pedal.
Steering the vehicle was fun. Vento has got a light and precise steering wheel that gives adequate feedback to the driver. It has got softer suspension system. The advantage of this suspension system is that one can easily glide over the cobbled street without much disturbance in cabin and the disadvantage is on potholed street where the car will shake like a mixer grinder. Initially I was little skeptical about the ride quality because of increased wheelbase (as compared to Polo) but ride is definitely better than Polo.
November sales figures of Vento are close to 2500 units and Honda City sales dropped to mere 3000 units in November. The fight is tough and we can only wait for few more months to get the clear verdict.
Why Buy: Volkwagen Brand, Powerful Diesel Engine, Features inside and German Engineering
Why Deny: Less Comfortable and Rear Tunnel Height, Rear visibility.
Volkswagen introduced Vento (Sedan version of Polo) only in Indian and Russian market. German Manufacturer designing a car specifically for Indian desires shows that the Indian automotive industry is the centre attraction these days.
Volkswagen decided to make a hit on bread and butter of Honda by targeting the market leader (Honda City). In the month of November 2010, VW has beaten Honda in total sales. This might come as quite a shock for Honda. I strongly feel that it is high time for Honda to unleash Diesel powertrain to stay competitive in this battleground.
From the exterior Vento is sophisticated. Though Vento is sedan version of Polo, still it doesn’t look like a boot pasted on the back of the hatch. The longer wheelbase and neat job on C-pillar give a clean profile to the car. From front, Vento is identical to Polo (except there is small design change in lower air dam). Quarter glass in rear window is like a cherry on the cake. Polo’s crisp lines around the body are taken forward in Vento as well. VW could have given the Vento the same bootlid opening as the Polo, where you depress the VW logo to release the hatch. But here, to open the boot, one can use either the button on key or on door trim, and to delight the user the boot will open completely without any human assistance!!!!
Overall the car has got contemporary styling and the stance of car will make the Vento presence felt on the road.
I noticed an amazing thing on boot. There is a Volkswagen Name badge on the boot which is missing in its smaller hatch. Probably Volkswagen wants to brand itself as a big car manufacturer in India.
I could feel the sophistication even inside the vehicle. The build quality is excellent. I tried my best to find uneven gaps inside the cabin, but failed miserably. The front dash is similar to Polo. Combination of dark color on top and beige gives a beautiful practical dash panel. The car is sufficiently loaded with features and one will not miss the absence of any feature. All the four power windows are auto up with anti pinch feature. Audio quality is best what one can get in this segment.
Few good and innovative are also there. The rear passenger can slide the co-driver seat using a lever provided at the back of front seat. This is a clear indication that VW has an intention of “chauffer driven car” while designing Vento. Front and rear arm rest are quite good. Infact Vento has widest rear arm rest (in this segment). VW has also introduced amazing security feature inside. After locking the car, the alarm will blow up in case of any control operation inside. (Kudos to German thinking)
But there are few points that may irritate the customer. The tunnel height on the rear floor is so high that I was tempted to call Vento a four-seater. I was surprised to notice that VW hasn’t given an option of locking doors to its passengers (only driver can do so). Even the direct rear visibility is quite poor. In terms of comfort the seats aren’t that comfortable. The seats don’t provide enough thigh and lower back support and even the head restraints were rated as hard. The major reason of underrating of Vento in Comfort department is: “I was pampered by the comforts of Honda city in the previous evaluation”.
The Vento comes with two engine options and the petrol has an automatic gearbox option as well.
On the test track when I turned the key, I was welcomed by huge clutter noise of 1.6 Litre diesel engine. I can not understand that how come a common rail engine was producing so much noise even during idle. The 1.6-litre four-cylinder DOHC 16-valve common-rail turbocharged diesel motor also develops 104 bhp and it churns out 25.4 kgm of turning force between 1500 and 2500 rpm. The engine is more powerful then its figures. The turbo-lag is also not very evident in Vento. The taller gear ratios offered freedom of touching 100 kmph in third gear. Acceleration while outstripping any other car on highway is quite good as well. Engine and I both were relaxed even at the driving speed of 130 kmph. The car is so good that it will always respond to the smallest taps on accelerator pedal.
Steering the vehicle was fun. Vento has got a light and precise steering wheel that gives adequate feedback to the driver. It has got softer suspension system. The advantage of this suspension system is that one can easily glide over the cobbled street without much disturbance in cabin and the disadvantage is on potholed street where the car will shake like a mixer grinder. Initially I was little skeptical about the ride quality because of increased wheelbase (as compared to Polo) but ride is definitely better than Polo.
November sales figures of Vento are close to 2500 units and Honda City sales dropped to mere 3000 units in November. The fight is tough and we can only wait for few more months to get the clear verdict.
Why Buy: Volkwagen Brand, Powerful Diesel Engine, Features inside and German Engineering
Why Deny: Less Comfortable and Rear Tunnel Height, Rear visibility.
Saturday, November 27, 2010
Honda City
Few days back, I was travelling in Punjab. I asked for directions from someone. He replied by pointing at a car that the place is near by that “RED MARUTI”. In fact that wasn’t any red car from Maruti, but was Hyundai i10. It was really amazing to note that people still call small cars “MARUTI” and all big cars are known as “HONDA” in INCREDIBLE INDIA. Honda scaled this feat in faster way. City being their bread and butter model deserves all the applause for this feat.
The City has three generations of upgrades now. Honda City went through lot of ups and downs as far as enthusiast following was concerned. Lot of people never liked the second generation, as the new car was a disaster of a design when compared to its predecessor. But new generation was cheap (around Rs. 1 lakh cheaper), compact and was fuel-efficient. These parameters helped second generation city in writing new rules of the game. The third gen Honda City decided to have a futuristic design while incorporating a powerful yet fuel-efficient engine. Yet again City is ruling the segment. I feel that aggressive marketing, awesome quality, latest technologies and comfortable products are DNA of Honda.
The new Honda city hasn’t deviated a lot from its older sibling. The basic design content is still the same but the hood has borrowed few traits from Civic. The looks can now be easily defined as “Executive”. It is a mixture of aggressiveness and simplicity in righteous proportions. Evident arrow mark on its side body is carved out by the character lines and it gives dynamic stance to the vehicle. Smoky large head lamps and large front grille (with grin smile) add aggression to its looks. The only negative that I was able to point was skinny tires that look out of proportion.
There is a lot of negative feedback about the interiors of Honda City in the market. People feel it to be bit plasticky.
I feel that interiors are simple and are full of engineering innovations. For Example: black top of dash panel will ensure that there is minimal glare on the windscreen while overall beige theme will give luxurious feel to inmates. I literally sank in the rear seat. My full back and thighs were supported on the soft cushion and pillow type neck rest forced me to go for a power nap. Same was the case with front seats, where I felt the support of side bolsters and comfort of cushions. Even adjusting the head restraint is delight. All the controls are located where they are supposed to be located. The operability is also pretty fine.
There is no denial in the fact that features like CD player, Auto AC are missing from the spec list but Honda has guaranteed that whatever is provided is best in class. The audio is futuristic with superb sound quality. No CD player definitely dictates the trend of future. All the essential safety features are also in place. The only worry is the price tag at what I am getting least number of features.
The new city is heavier as compared to its older generation models. So I was a bit skeptical abut its performance. But after testing the new 1.5-litre VTEC engine that produces 116PS, I can safely conclude that this car will bring smile on a lot of faces. It is the most agile engine one can get in A3 segment. The engine is capable of catapulting the car from naught to 100 faster than any other car in its segment. But the experience isn’t all that pleasurable after 150 km/h (one can treat this as a big compliment to Honda city).
The new engine produces its max power at 6600 rpm as compared to the predecessors 5800 rpm, which means the car needs to rev more to give you some juice. The engine has been tuned for a good low end torque, which gives the car phenomenal response in city driving. And to top it all, these extra horses and tuning hasn’t taken a toll on fuel efficiency.
The suspension system of the car includes McPherson strut for the front while the rear has Torsion Beam Axle. The suspension system is rigid as compared to older model and it ensures best ride comfort. The Honda’s ride is quite supple and you won’t find any reason of complaint in most of the surfaces. One can handle the sedan just like hatches. All thanks to it’s perfectly tuned suspensions.
I had a preconceived notion that the Honda City is just over hyped product. It is quite expensive and it sells only because of BRAND HONDA. But after the test ride, my notions blasted away.
Why Buy: Performance, quality, brand image and comfort.
Why Deny: Looks a bit expensive (especially after seeing its equipment list)
The City has three generations of upgrades now. Honda City went through lot of ups and downs as far as enthusiast following was concerned. Lot of people never liked the second generation, as the new car was a disaster of a design when compared to its predecessor. But new generation was cheap (around Rs. 1 lakh cheaper), compact and was fuel-efficient. These parameters helped second generation city in writing new rules of the game. The third gen Honda City decided to have a futuristic design while incorporating a powerful yet fuel-efficient engine. Yet again City is ruling the segment. I feel that aggressive marketing, awesome quality, latest technologies and comfortable products are DNA of Honda.
The new Honda city hasn’t deviated a lot from its older sibling. The basic design content is still the same but the hood has borrowed few traits from Civic. The looks can now be easily defined as “Executive”. It is a mixture of aggressiveness and simplicity in righteous proportions. Evident arrow mark on its side body is carved out by the character lines and it gives dynamic stance to the vehicle. Smoky large head lamps and large front grille (with grin smile) add aggression to its looks. The only negative that I was able to point was skinny tires that look out of proportion.
There is a lot of negative feedback about the interiors of Honda City in the market. People feel it to be bit plasticky.
I feel that interiors are simple and are full of engineering innovations. For Example: black top of dash panel will ensure that there is minimal glare on the windscreen while overall beige theme will give luxurious feel to inmates. I literally sank in the rear seat. My full back and thighs were supported on the soft cushion and pillow type neck rest forced me to go for a power nap. Same was the case with front seats, where I felt the support of side bolsters and comfort of cushions. Even adjusting the head restraint is delight. All the controls are located where they are supposed to be located. The operability is also pretty fine.
There is no denial in the fact that features like CD player, Auto AC are missing from the spec list but Honda has guaranteed that whatever is provided is best in class. The audio is futuristic with superb sound quality. No CD player definitely dictates the trend of future. All the essential safety features are also in place. The only worry is the price tag at what I am getting least number of features.
The new city is heavier as compared to its older generation models. So I was a bit skeptical abut its performance. But after testing the new 1.5-litre VTEC engine that produces 116PS, I can safely conclude that this car will bring smile on a lot of faces. It is the most agile engine one can get in A3 segment. The engine is capable of catapulting the car from naught to 100 faster than any other car in its segment. But the experience isn’t all that pleasurable after 150 km/h (one can treat this as a big compliment to Honda city).
The new engine produces its max power at 6600 rpm as compared to the predecessors 5800 rpm, which means the car needs to rev more to give you some juice. The engine has been tuned for a good low end torque, which gives the car phenomenal response in city driving. And to top it all, these extra horses and tuning hasn’t taken a toll on fuel efficiency.
The suspension system of the car includes McPherson strut for the front while the rear has Torsion Beam Axle. The suspension system is rigid as compared to older model and it ensures best ride comfort. The Honda’s ride is quite supple and you won’t find any reason of complaint in most of the surfaces. One can handle the sedan just like hatches. All thanks to it’s perfectly tuned suspensions.
I had a preconceived notion that the Honda City is just over hyped product. It is quite expensive and it sells only because of BRAND HONDA. But after the test ride, my notions blasted away.
Why Buy: Performance, quality, brand image and comfort.
Why Deny: Looks a bit expensive (especially after seeing its equipment list)
Sunday, November 14, 2010
New Alto K10 engine
We all know what Ratan Tata thought for the concept Nano. But here’s an amazing Fact:
“O Suzuki thought of making a car that would be one third the cost of existing car. So that women buyers and second hand car buyers can opt for it. And the result was ALTO launch in 1976. Alto soon became a world wide hit.”
In India Brand Alto was launched in year 2000. Few people guessed it right that it will surpass the unconquered king (M800) in sales. Another amazing fact is: Alto was launched at a price tag of 4 lakhs. It was much more expensive than Hyundai Santro. And now what wee see on the sales chart is the efforts put in by Maruti Suzuki to make the car more affordable for the Indian masses.
Present day sales: Alto market share is more than Hyundai, Tata Motors, and everyone else in Indian Market.
2010 Update: Alto K10 Launched - Base Variant Priced At Rs. 3.03 LakhsMaruti Suzuki launched a new version of Alto with the K10B engine. The Alto K10 launched at an ex-showroom price of Rs 3.03 lakh for LXi version and Rs 3.16 for the VXi version. The car will offer a plusher option with more punch and better fuel efficiency.
Front exterior looks remind me older Zen, which was my favourite. New angular headlamps with big grille make ALTO bolder and more mature. The restyled rear with new tail-lights looks modern, but small rounded tail lamps give a feeling of Chinese car. To accommodate the bigger engine the length of Alto was increased by 125 mm, and it helped to give new Alto a purposeful stance. Side body is exactly same which indicates that interiors haven’t changed. There is no change in wheelbase of the car. It now rests on 13-inch wheels and tubeless tyres instead of the 12-inch jobs you find on the current model.
Stepping inside, I got a nostalgic feeling. Many things were still the same when compared to existing Alto. A new steering wheel, with new instrument cluster looks good. The speedometer with bigger and clear font is quite user friendly. The new gear knob is similar to Swift, which gives a sporty and confident look. But somehow I feel the interiors still are plasticky. All grey interiors are drab. Even new seat covers don’t fill so much life in the interiors. But there is good news for the customers. Scoop on the back of Front seats and space beneath it increases the legroom. Customers still might complain for less legroom, but that is what one can get in this price. In terms of features customers can now get Power windows in VXi variant.
Seats aren’t very comfortable and noise inside the cabin is also there. But it is comparable to all cars with a price tag of around three lakhs.
The major change is the most refreshing one. Now Alto is even more powerful. On paper it is as powerful as Astar or Estilo, but on a straight line match, it can compete with Swift. Thanks to its light weight. Now Alto is more powerful than most of the hatches in segment. I was reading a magazine and it said that Alto K10 is not stable at 140 kmph. And that is the best compliment anyone can give it to Alto.
New Alto can be said to be a level higher than the current alto in terms of ride and handling. The ride is pretty smooth on highways and the car is much better poised and has less vertical movements compared to the current alto. Even on coarse roads and sharp speed breakers, the impact felt inside the cabin is much better and noise levels are also less. Damping on uneven surfaces is good and after lane change also it feels decent. Steering is not that responsive at short inputs but the response feel is quite linear. Grip on road is slightly less but good compared to Alto.
It is a good option considering the price at which it is offered. There is no car in direct competition to this king. And there is no doubt that the car will be the king of Indian market. It might get some competition after Hyundai’s new small car launch due next year, but I hope that Maruti wont be sleeping till then.
Why Buy: Brand, After sales cost, Price, Engine, Fuel Efficiency.
Why Deny: Dull Interiors, Cabin Noise, Slightly uncomfortable seats.
“O Suzuki thought of making a car that would be one third the cost of existing car. So that women buyers and second hand car buyers can opt for it. And the result was ALTO launch in 1976. Alto soon became a world wide hit.”
In India Brand Alto was launched in year 2000. Few people guessed it right that it will surpass the unconquered king (M800) in sales. Another amazing fact is: Alto was launched at a price tag of 4 lakhs. It was much more expensive than Hyundai Santro. And now what wee see on the sales chart is the efforts put in by Maruti Suzuki to make the car more affordable for the Indian masses.
Present day sales: Alto market share is more than Hyundai, Tata Motors, and everyone else in Indian Market.
2010 Update: Alto K10 Launched - Base Variant Priced At Rs. 3.03 LakhsMaruti Suzuki launched a new version of Alto with the K10B engine. The Alto K10 launched at an ex-showroom price of Rs 3.03 lakh for LXi version and Rs 3.16 for the VXi version. The car will offer a plusher option with more punch and better fuel efficiency.
Front exterior looks remind me older Zen, which was my favourite. New angular headlamps with big grille make ALTO bolder and more mature. The restyled rear with new tail-lights looks modern, but small rounded tail lamps give a feeling of Chinese car. To accommodate the bigger engine the length of Alto was increased by 125 mm, and it helped to give new Alto a purposeful stance. Side body is exactly same which indicates that interiors haven’t changed. There is no change in wheelbase of the car. It now rests on 13-inch wheels and tubeless tyres instead of the 12-inch jobs you find on the current model.
Stepping inside, I got a nostalgic feeling. Many things were still the same when compared to existing Alto. A new steering wheel, with new instrument cluster looks good. The speedometer with bigger and clear font is quite user friendly. The new gear knob is similar to Swift, which gives a sporty and confident look. But somehow I feel the interiors still are plasticky. All grey interiors are drab. Even new seat covers don’t fill so much life in the interiors. But there is good news for the customers. Scoop on the back of Front seats and space beneath it increases the legroom. Customers still might complain for less legroom, but that is what one can get in this price. In terms of features customers can now get Power windows in VXi variant.
Seats aren’t very comfortable and noise inside the cabin is also there. But it is comparable to all cars with a price tag of around three lakhs.
The major change is the most refreshing one. Now Alto is even more powerful. On paper it is as powerful as Astar or Estilo, but on a straight line match, it can compete with Swift. Thanks to its light weight. Now Alto is more powerful than most of the hatches in segment. I was reading a magazine and it said that Alto K10 is not stable at 140 kmph. And that is the best compliment anyone can give it to Alto.
New Alto can be said to be a level higher than the current alto in terms of ride and handling. The ride is pretty smooth on highways and the car is much better poised and has less vertical movements compared to the current alto. Even on coarse roads and sharp speed breakers, the impact felt inside the cabin is much better and noise levels are also less. Damping on uneven surfaces is good and after lane change also it feels decent. Steering is not that responsive at short inputs but the response feel is quite linear. Grip on road is slightly less but good compared to Alto.
It is a good option considering the price at which it is offered. There is no car in direct competition to this king. And there is no doubt that the car will be the king of Indian market. It might get some competition after Hyundai’s new small car launch due next year, but I hope that Maruti wont be sleeping till then.
Why Buy: Brand, After sales cost, Price, Engine, Fuel Efficiency.
Why Deny: Dull Interiors, Cabin Noise, Slightly uncomfortable seats.
Wednesday, November 10, 2010
Hyundai i10
Twelve years back Hyundai was born in India. And today they have written a success story in Indian Automotive field. Probably many B-Schools will start focusing on case studies on success of Hyundai in Indian as well as well in International market. Most of Hyundai launches in A2 and A3 segment received warm welcome from Indian customers. The way Hyundai has fought against competition is phenomenal. Let me put few examples to show how flexible and how fast Koreans are:
Santro launch 1 year ahead to wagon R
I 10 launch 1 year ahead to A-star
Getz launch 1 year ahead to swift
Verna launch 8 months before SX4
Even their Ultra Low cost car will be ahead of maruti model by a year or so.
I test drove new kid from Hyundai recently. Hyundai i10 was supposed to be a full model change of Santro. But the market refused to bid farewell to their Santro. As a result there was expansion in product portfolio of Hyundai. Its always difficult for me to understand the fact that one of variant of i10 (Santro FMC) is selling at 6 lakhs.
i10 has got a minor facelift. Bumpers with flattened corners, new head and tail lamps, new front lower grill, Fog lamps give a refreshing look to i10.It seems flattened bumpers with twin front grill is becoming Hyundai family characteristics. These attributes give more compact and techy look to the vehicle. The new external appearance may not be to everyone's liking, but it has indeed changed significantly.
There was a pleasant surprise waiting inside, i10 has done away with all beige interiors. Already there were numerous complaints of weird reflection of dash on windscreen. This problem is now resolved by dark brown colour. But now the interior feels a little cramped. All new Blue illumination makes the interior livelier. New seat upholstery looks good, but semi fabric seats even in top variants is bit irritant.
i10 got even more richer in the field of Features. Features like Bluetooth, rear parking sensors, electrically adjustable ORVMs will fulfil all the desires of intended customers. Gearshift prompter aids in increasing the fuel efficiency. But then most of these features come in Asta version which is quite expensive. I strongly feel that Asta variant is NOT a value for money product.
Other than cosmetic changes, Hyundai has done few refreshing changes in engines as well. The 1086cc four-cylinder unit - now badged the iRDE2 - makes about 3 bhp more (68 bhp at 5500 rpm) and 10.1 kgm of torque. The motive behind this was to make it more powerful than Wagon R. (But I guess that’s only on paper).The valve diameter has increased and so has the lift, leading to better breathing and performance
The output from the 1197cc DOHC 16-valve 1.2, now renamed the Kappa2, is the same, at 78.9 bhp at 5800 rpm and 11.4 kgm at 4000 revs. VTVT in 1.2 litre is a welcome change too. Now as per ARAI figure fuel efficiency of 20.36 makes the car even more attractive.
On the test track, I felt that new i10 has lost the punch in initial pick-up when compared to older i10. But still it is better than other 1.2 litre engines in market. The gearbox is precise and allows for quick shifts, even gear ratios also favour zippy city driving. On the highway the i10's motor feels a bit wanting; it runs out of breath beyond 120 kph. It also doesn't like high speed directional changes. But keep it between 80 and 100 kph and it comfortably cruises. So I will rate it as best City car.
To conclude I would like to make some comparisons. I usually don’t like to compare, but for sale horse like i10 it is important.
Santro owners will not like i10.
I always feel that Santro provides more comfort. Wider and longer seats, adjustable head restraints (in old Santro), comparatively low seating and better utility spaces make Santro better option.
The i10 competes with the Maruti Suzuki A-Star, Estilo and the Ritz mainly. Compared to the Suzukis, the i10 is well-built and has quality components going inside. It is easily the better car compared to the A-Star and the Estilo, while the Ritz would win for its effervescent handling and a muscular 1.2-litre engine.
Why Buy: Size (apt for city driving), Zippy 1.2L kappa engine, trendy styling, airy cabin, Hyundai network, AT option
Why Deny: Top variant are expensive, not designed for taller people.
Santro launch 1 year ahead to wagon R
I 10 launch 1 year ahead to A-star
Getz launch 1 year ahead to swift
Verna launch 8 months before SX4
Even their Ultra Low cost car will be ahead of maruti model by a year or so.
I test drove new kid from Hyundai recently. Hyundai i10 was supposed to be a full model change of Santro. But the market refused to bid farewell to their Santro. As a result there was expansion in product portfolio of Hyundai. Its always difficult for me to understand the fact that one of variant of i10 (Santro FMC) is selling at 6 lakhs.
i10 has got a minor facelift. Bumpers with flattened corners, new head and tail lamps, new front lower grill, Fog lamps give a refreshing look to i10.It seems flattened bumpers with twin front grill is becoming Hyundai family characteristics. These attributes give more compact and techy look to the vehicle. The new external appearance may not be to everyone's liking, but it has indeed changed significantly.
There was a pleasant surprise waiting inside, i10 has done away with all beige interiors. Already there were numerous complaints of weird reflection of dash on windscreen. This problem is now resolved by dark brown colour. But now the interior feels a little cramped. All new Blue illumination makes the interior livelier. New seat upholstery looks good, but semi fabric seats even in top variants is bit irritant.
i10 got even more richer in the field of Features. Features like Bluetooth, rear parking sensors, electrically adjustable ORVMs will fulfil all the desires of intended customers. Gearshift prompter aids in increasing the fuel efficiency. But then most of these features come in Asta version which is quite expensive. I strongly feel that Asta variant is NOT a value for money product.
Other than cosmetic changes, Hyundai has done few refreshing changes in engines as well. The 1086cc four-cylinder unit - now badged the iRDE2 - makes about 3 bhp more (68 bhp at 5500 rpm) and 10.1 kgm of torque. The motive behind this was to make it more powerful than Wagon R. (But I guess that’s only on paper).The valve diameter has increased and so has the lift, leading to better breathing and performance
The output from the 1197cc DOHC 16-valve 1.2, now renamed the Kappa2, is the same, at 78.9 bhp at 5800 rpm and 11.4 kgm at 4000 revs. VTVT in 1.2 litre is a welcome change too. Now as per ARAI figure fuel efficiency of 20.36 makes the car even more attractive.
On the test track, I felt that new i10 has lost the punch in initial pick-up when compared to older i10. But still it is better than other 1.2 litre engines in market. The gearbox is precise and allows for quick shifts, even gear ratios also favour zippy city driving. On the highway the i10's motor feels a bit wanting; it runs out of breath beyond 120 kph. It also doesn't like high speed directional changes. But keep it between 80 and 100 kph and it comfortably cruises. So I will rate it as best City car.
To conclude I would like to make some comparisons. I usually don’t like to compare, but for sale horse like i10 it is important.
Santro owners will not like i10.
I always feel that Santro provides more comfort. Wider and longer seats, adjustable head restraints (in old Santro), comparatively low seating and better utility spaces make Santro better option.
The i10 competes with the Maruti Suzuki A-Star, Estilo and the Ritz mainly. Compared to the Suzukis, the i10 is well-built and has quality components going inside. It is easily the better car compared to the A-Star and the Estilo, while the Ritz would win for its effervescent handling and a muscular 1.2-litre engine.
Why Buy: Size (apt for city driving), Zippy 1.2L kappa engine, trendy styling, airy cabin, Hyundai network, AT option
Why Deny: Top variant are expensive, not designed for taller people.
Friday, November 5, 2010
Maruti Dzire
To offer a Sedan at an affordable price is always a dream for all automotive manufacturers in India. In India we have many users who are driving hatchbacks for years, some are looking for more boot space and few want status shift to next level at a cheaper price. Maruti stirred one more revolution by launching Dzire. Within 18 months of its launch, magical figure of 1 lakh was touched. This figure itself explains everything about the car. After surveying existing users I was amazed to see that most of them rate their car 5/5 on performance, specifications, features and everything. from Maruti.
The heart car is identical to Swift till B-Pillar. Maruti has smartly added boot to the smart car. Initially I hated the boot job done on swift, but now after seeing so-many Dzires on road I have started loving its shape. The chrome garnish on the boot-lid adds substance to overall design. I can not point out any glitches in the exterior looks even after watching it like a critic. Still I feel that Maruti could have done a better boot job.
Interiors are also similar to swift. All black interiors might give sporty feeling to some users while its shady interiors to others. Swift and dzire were the first cars to introduce features like Auto AC and Steering mounted audio controls in A2 and A3 segment. Later these features became so popular that now almost every car maker has to think twice before not offering these features.
The seats also offer nice comfort. The rear seat back angle is even more than swift to offer best in class comfort. Integrated audio looks good too, but I was not impressed by the sound quality. I guess that can be the only negative point in entire car.
Taking the car onto test track was amazing fun. In linear acceleration the car is even more stable than swift. (For users who have not driven swift: At 160kmph you will feel as if the engine can stretch even more. Thanks to its stability feel). On cornering, I feel a there was little under steer, but that is common feature in all sedans. Suspensions impressed me yet again by providing comfort to its occupants on potholed street. The only irritant was metal noise coming from B-pillar. The car is just average when it comes to NVH.
The tuning of Diesel engine is awesome. You hit the highway and you will surely be impressed by its performance. I was troubled by the evident turbolag on hills and had to opt for numerous gear shifts.
To summarize, it is one of the best option available in Indian Market. Dzire (Aptly named as such?) fulfils all the dzires of its target customers. The only request we can make to Maruti is to do something to reduce the waiting period of this car. Having won good accolades, it is sure worth a good buy!
Why Buy: Cost, Performance, Features, After sales cost, Brand
Why Deny: Waiting period
The heart car is identical to Swift till B-Pillar. Maruti has smartly added boot to the smart car. Initially I hated the boot job done on swift, but now after seeing so-many Dzires on road I have started loving its shape. The chrome garnish on the boot-lid adds substance to overall design. I can not point out any glitches in the exterior looks even after watching it like a critic. Still I feel that Maruti could have done a better boot job.
Interiors are also similar to swift. All black interiors might give sporty feeling to some users while its shady interiors to others. Swift and dzire were the first cars to introduce features like Auto AC and Steering mounted audio controls in A2 and A3 segment. Later these features became so popular that now almost every car maker has to think twice before not offering these features.
The seats also offer nice comfort. The rear seat back angle is even more than swift to offer best in class comfort. Integrated audio looks good too, but I was not impressed by the sound quality. I guess that can be the only negative point in entire car.
Taking the car onto test track was amazing fun. In linear acceleration the car is even more stable than swift. (For users who have not driven swift: At 160kmph you will feel as if the engine can stretch even more. Thanks to its stability feel). On cornering, I feel a there was little under steer, but that is common feature in all sedans. Suspensions impressed me yet again by providing comfort to its occupants on potholed street. The only irritant was metal noise coming from B-pillar. The car is just average when it comes to NVH.
The tuning of Diesel engine is awesome. You hit the highway and you will surely be impressed by its performance. I was troubled by the evident turbolag on hills and had to opt for numerous gear shifts.
To summarize, it is one of the best option available in Indian Market. Dzire (Aptly named as such?) fulfils all the dzires of its target customers. The only request we can make to Maruti is to do something to reduce the waiting period of this car. Having won good accolades, it is sure worth a good buy!
Why Buy: Cost, Performance, Features, After sales cost, Brand
Why Deny: Waiting period
Tuesday, October 26, 2010
Indigo Manza
Few months back I tested the car with the longest name. It is an indigenous entry with Italian heart. The full name of the actor of this plot is: “Tata Indigo Manga Quadrajet/Saphire 90 Aura Plus". Before even looking at the vehicle I was sure that Tata product will give me ample space at competitive pricing. And after looking at the vehicle I was tempted to ask --- Whether Tata is making any money out of it?
From its front looks one might be tempted to call it Indica Vista with a boot, but it would be huge disservice to Tata’s who have came a long way after launching Indica way back in 1998. Manza has (50mm) longer wheelbase as compared to Indica Vista and the boot is grafted in a very subtle manner. The rear look will give a feel of Retro Look which might get little hatred. Front looks are quite similar to Indca Vista, then longer wheelbase promises more space than Vista and well crafted boot acts like a bonus. But when compared to its competitors, Manza will get just average rating in Looks department.
Interior quality is far better when compared to Tata Standards, but is still very behind the standards set by Ford and Maruti in this Segment. I gave Thumbs up to Soft Touch IP, Driving Information, Rear Arm rest, Broad Seats and huge leg room. But glaring gaps on door trims, heavy looking steering wheel and awkward pedal position will make you realize that this is not the best product in the market. Tata tried to give its best to Manza by hiring Bluetooth technology from Fiat and by introducing Airbag and ABS in its car. But somehow I was never impressed after using all the features. Small controls on steering were difficult to operate, Audio settings were not user friendly, Opening and closing of door was not pleasant and to top it all heavy feeling while tuning the key inside key cylinder were irritating factors.
On the test track, I felt the power of 90 hp. 1.3 litre multijet engine with variable geometry turbocharger is available only in Fiat Linea and Manza. But somehow Linea tuning is far better than Manza. I hit the top speed of 163 kmph in Manza but trust me it wasn’t the safest drive test. Steering effort will reduce considerably at high speeds, which is quite risky as it will not give appropriate amount of feedback from the road. Even lane changing at 80kmph was the most difficult stunt one could perform on this car. So in terms of Ride and handling I will rate it below average.
Then I tested the feel of chauffer driven vehicle. Even the rear seat wasn’t very comfortable on potholed roads. But nonetheless I will be looking towards next Tata product. They are improving at a much faster rate.
Why Buy: Space, Cost and Engine
Why Deny: Compromise on driving pleasure, Jerks on rear seat, Handling at higher speeds, Interior quality.
From its front looks one might be tempted to call it Indica Vista with a boot, but it would be huge disservice to Tata’s who have came a long way after launching Indica way back in 1998. Manza has (50mm) longer wheelbase as compared to Indica Vista and the boot is grafted in a very subtle manner. The rear look will give a feel of Retro Look which might get little hatred. Front looks are quite similar to Indca Vista, then longer wheelbase promises more space than Vista and well crafted boot acts like a bonus. But when compared to its competitors, Manza will get just average rating in Looks department.
Interior quality is far better when compared to Tata Standards, but is still very behind the standards set by Ford and Maruti in this Segment. I gave Thumbs up to Soft Touch IP, Driving Information, Rear Arm rest, Broad Seats and huge leg room. But glaring gaps on door trims, heavy looking steering wheel and awkward pedal position will make you realize that this is not the best product in the market. Tata tried to give its best to Manza by hiring Bluetooth technology from Fiat and by introducing Airbag and ABS in its car. But somehow I was never impressed after using all the features. Small controls on steering were difficult to operate, Audio settings were not user friendly, Opening and closing of door was not pleasant and to top it all heavy feeling while tuning the key inside key cylinder were irritating factors.
On the test track, I felt the power of 90 hp. 1.3 litre multijet engine with variable geometry turbocharger is available only in Fiat Linea and Manza. But somehow Linea tuning is far better than Manza. I hit the top speed of 163 kmph in Manza but trust me it wasn’t the safest drive test. Steering effort will reduce considerably at high speeds, which is quite risky as it will not give appropriate amount of feedback from the road. Even lane changing at 80kmph was the most difficult stunt one could perform on this car. So in terms of Ride and handling I will rate it below average.
Then I tested the feel of chauffer driven vehicle. Even the rear seat wasn’t very comfortable on potholed roads. But nonetheless I will be looking towards next Tata product. They are improving at a much faster rate.
Why Buy: Space, Cost and Engine
Why Deny: Compromise on driving pleasure, Jerks on rear seat, Handling at higher speeds, Interior quality.
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