2012 Mercedes B-Class in India first drive

Think of a Mercedes-Benz in India and the first things that come to mind are long sedans, convertibles, SUVs and even a van or two. Despite having a sizeable number of cars in its portfolio, the marque is falling behind its German rivals. Internationally, Merc competed with BMW and Audi in the compact car segment with the A and B-Class. Merc never dared to bring these cars to India. Why? Because no Indian in their right value-for-money-mind would buy a hatchback for more than Rs 7 lakh. But that was then. Now times have changed. And the entry level luxury car pie is what Merc wants a piece of. Enter the newest members of the Merc family – the all new A and B-Class. The two cars that have now been reworked to fit in the pie and are all set to take the game to the next level. Among the two, the B-Class will be the first to make its entry in India and we got our hands on it right here.

 MPVs can be desirable too, look at the B and you will agree with me. The new design language used in the latest generation B-Class transforms it from being a boring family van to a more modern MPV (actually an overgrown hatchback) with a dash of sportiness and youth added to it. In fact the Mercedes Benz design team has aimed at making the car emotionally appealing. It’s an attractive car, viewed head on it looks very car like, the nose sits low with the only give away being the bonnet sweeping up till the windshield quite rakishly. Similar to most of the newer upper end models from the Merc stable, the B too gets LED strip lighting that blend well by following the upper part of the sleek headlamps. The front bumper though looks rather small, smartly houses the air dam and day time running lights. The twin slat grille is prominent while the large three-pointed star takes centre stage. Speaking about the star, I like the transparent flat badge with the three dimensional star incorporated inside rather than the one we are otherwise familiar with in a Mercedes. The side profile is like most modern European MPVs but what really stands out in the B are the lines that run around it. Inspired by the concept A-Class, the shoulder line begins at the front fender and sweeps downwards to the middle of the rear door while a low side line runs parallel and shoots up all the way till the rear taillamp. This gives the side a very sporty feel and character to an otherwise conventional MPV look.

The car we drove featured 18-inch wheels with low profile run flat tyres that add to the sport quotient. However, the Indian production model will feature smaller wheels with higher profile rubber and a spare tyre.  The outer mirrors are borrowed from the existing Mercedes parts bin. From the rear, the taillamp resembles the E-Class and ML-Class and this ensures the distinctive family look.

Step inside, and one will notice the layout has also evolved directly from the A-Class concept. Three centre air blowers and a tablet like centre-mounted multimedia screen are perfect examples. In fact the control knobs and propeller-like aluminum-finished blower vents are shared with the all new production model A-Class (Both being from the same MFA family). The design complements the modern exterior, the satin finish centre panel (India spec may have other trim options) exudes a fresh cool look especially with the neat honeycomb pattern trim. The steering wheel looks like it came straight off an AMG model especially with the added support and brushed aluminum detailing.  The quality of the interiors is top notch while soft touch materials along with leather covered door pads give the B a very premium feel. We drove the left hand drive demonstration variant that featured all black interiors but expect the Indian version to feature dual tone black and light beige interiors.

The B-Class is 4.36 metres long and 1.8 metres wide (which slots it in between the Ertiga and Innova in terms of length but it is wider than the two MPVs). As expected, there is adequate space to seat five adults in comfort. One sinks into the seats but the rear middle passenger tends to sit higher because of a small bump in the seat though there is no centre armrest. The rear however offers quite a bit of kneeroom, 900mm (maximum) to be precise which makes it just 65mm short of the much larger S-Class. The only negative being the transmission tunnel at the rear (really don’t know why it’s present in a front wheel drive car with no four-wheel variant in the pipeline!) that intrudes into valuable space for the middle passenger. The boot offers an ample 666 litres of boot space with the rear seats slided forward, enough to carry luggage for a small holiday and if needed the space can be increased to 1545 litres by folding down the rear seats further highlighting the B’s practical side. There is also a glass panoramic roof that adds to the spacious feel. 

Unlike the previous B-Class, the engine is transverse mounted with the gearbox alongside like a conventional FF layout car. Talking about the engine, we drove the B200CGI powered by the new series of petrol engines, codenamed M270. The 1.6-litre, four-cylinder turbocharged direct-injection petrol engine uses some of the design features of the latest third generation direct injection Mercedes V6 and V8 units. This will be the same engine option available in India. A diesel variant has not been confirmed as of now. The B we drove was equipped with a six-speed manual transmission but the Indian version will feature a seven-speed dual-clutch automatic transmission that shares a lot of components with the six-speed manual. The undersquare SOHC engine puts out 156PS of maximum power at 5000rpm and 250Nm of torque available as low as 1250rpm. On the road, the engine feels very quiet and refined. There is hardly any turbo lag and the power delivery actually feels like a naturally aspirated engine. Mid range power is impressive and the engine felt responsive. The gear shifts took very little effort and fell nicely into place.

In terms of performance, the B200 with the dual-clutch auto box crosses the ton in 8.4 seconds while the top speed is 220kmph. In terms of fuel efficiency, the B has an overall fuel economy of 16.14kmpl (all data being claimed figures)

 The B is based on the new compact car platform developed by Mercedes-Benz. Codenamed MFA (Modular Front Architecture) which will spawn five different body styles including a compact SUV to take on the likes of the BMW X1 and Audi Q3. The B-Class MPV being the first of the range followed by the new A-Class hatchback that is also heading to India. The B claims to be the most aerodynamically efficient family car, with a drag coefficient of 0.26, a remarkable figure considering the shape of the vehicle.

The B features a MacPherson strut front suspension and a four-link independent arrangement at the rear, anti-roll bars and electric power steering. The car went around corners without complaint (a lower centre of gravity compared to the older B also being the reason) and only when we do a full road test will we be able to check if there is any noticeable understeer. The steering is responsive and well weighted even at higher speeds. The ride quality is one of the B’s plus points, though our car featured 18-inch wheels with low profile run flat tyres, the ride was impressive even on cobbled roads. The car feels well settled and though the wheelbase has come down from the previous B, the car is able to absorb bumps and bad roads better. The smooth ride over smooth and bad roads ensures that the car lives up to trademark ride quality Mercs are known for.

The B-Class will be launched as early as August 2012 and is expected to start at Rs 20 to Rs 22 lakh, ex-showroom and will boast of a long feature list. At this price it will make it the most affordable Mercedes-Benz available in the country until the A-Class arrives. Will the new ‘affordable’ Mercs help the German giant to reclaim lost glory? Only time will tell but they sure do have the right weapons.

2012 Renault Scala in India first drive

Renault India had promised that they would deliver five cars to the Indian customer by the end of this year and with the Scala that number is now complete. Scala, which means ladder, is being marketed by Renault with the tag line of step up. So does it have the goods to encourage an Indian customer to buy it?

To begin with, it's a rebadged Nissan Sunny. And just like with the Nissan Micra to the Renault Pulse transformation, the Scala is a premium Sunny.

And again just like the Pulse, Renault have given the Scala a more edgier design. The front fascia is where the major, if not the only transformation that has taken place. The Renault badge resting on the gaping mouth which incorporates the front grille and air dam give the car a more aggressive stance as compared to its Japanese sibling. The headlamps, slightly stretched version of the ones on the Pulse adds to the stylish look. From the side, the car is exactly the same as the Sunny except for the new alloys. The rear has minor changes incorporated into it, like the chrome strip connecting the tail lamps and the blacked out area in the fender. But with these minor tweaks, Renault have managed to bring out a product which is superior in exterior styling as compared to the Sunny.

The interiors are exactly like the Sunny with the oval centre console being the standout element. But the interiors have a very spartan feel to it, a la Toyota Etios, the profuse use of grey not helping its cause. Considering that this will be offered as a premium option to theSunny, Renault should have considered a little more bling.

The Scala comes with both petrol and diesel options with three model variants. The diesel will only be offered in the top two variants. Renault will also bring in an automatic petrol variant. We got the diesel car for the drive with the 1.5-litre K9K engine that produces 86PS and 200Nm. The numbers are sufficient for the highway but when we were climbing up the hills, regular downshifts were needed. The turbo lag below 2000rpm becomes an issue when you are going up a slope, especially when the car has four people in it, like it did in our case. Keeping the engine in its powerband becomes mandatory in a situation like this.

The ride quality is quite good. The Scala soaks up the bumps and holes that the roads have to offer. But the slightly soft suspension hasn't affected the handling of the car. It tackles corners efficiently with minimum body roll. You can really push the car and it will obey your commands. If only it had more low end grunt. The steering is not as light as the Sunny and gives better feedback.

In terms of features, the top-end diesel model RXZ, offers keyless ignition, keyless door entry (driver and front passenger), climate control and leather seats. For safety, it offers dual airbags.

On the whole, the Renault Scala is an attractive car, more on the outside than on the inside and will appeal to those looking for alternatives to the usual suspects. Renault's and, for that matter Nissan's bane in India, is their lack of dealerships and service centres. "The Scala will enter a segment which has an expected growth rate of 45 per cent," said Marc Nassif, MD, Renault India while presenting the product. The Scala has the goods to compete in this segment if Renault proportionately increase their reach.

2012 BMW 640d Gran Coupe first drive

A while back, it was the volume manufacturers that offered the greatest variety of models. Now they have rationalized and concentrated on a few core models. By contrast, the premium brands have a seemingly endless stream of variants. Audi says that its continuous programme of new model launches is why it is now able to challenge BMW and Mercedes in premium car sales. 

In 2004, Mercedes introduced the CLS – a long, low, sleek and slightly flash four-door saloon. BMW’s counter, when it came, was the X6, a coupe-SUV crossover. Both have sold well, particularly in the growing markets of Asia and the Middle East.

Now, while Mercedes works on a new sporty SUV derivative, BMW has brought out its equivalent of the CLS. Unlike its rival, the 6-series Gran Coupe is clearly derived from an existing model, the 6-series Coupe that was launched last year.

So while we might call all cars of this kind ‘four-door coupes’, BMW’s newcomer really is that – a 6-series stretched by 11cm with two more doors. BMW says that this makes the Gran Coupe a more authentic sporting car than the CLS, or the Audi A7, which are based on conventional saloons, and invites comparison with the Porsche Panamera instead.

That seems fair enough, especially when the biggest-selling version in Europe will be the640d Gran Coupe, with a 3-litre six-cylinder diesel engine, and Porsche has recently introduced a Panamera diesel at a similar price.

The Gran Coupe and Panamera are the same size and offer similar accommodation – both have surprisingly good rear seat space for two grown-ups. Although it is a subjective judgement, we think most would agree that the BMW looks better; for us, the Gran Coupe’s styling is second only to the much more expensive Aston Martin Rapide.

With 313PS from its twin-turbo engine, the 640d is both faster and more refined than the 247PS Panamera diesel. Those who have not yet come to terms with the idea of a diesel sports or Grand Touring car would be easy to convince with this BMW. The 640d claims 0-100kmph in 5.4 seconds – just about as quick as a Mercedes CLS500 V8 - and eagerly attains its regulated top speed of 250kmph.

The two turbochargers are arranged sequentially, so that a smaller turbo provides better low-end response. The result is generous torque – 630Nm – produced from 1,500rpm and, combined with the latest ZF eight-speed automatic transmission, it provides fierce and relentless acceleration to 150kmph and beyond. Full performance is accompanied by a rich exhaust note almost like an American V8 muscle car.

And, of course, because it is a diesel, the 640d’s consumption figures are remarkable – 17.85kmpl on the combined EU drive cycles. Like the two-door 6-series, the Gran Coupe can be ordered with a 320PS 3-litre six-cylinder (640i) or 450PS 4.4-litre V8 (650i) petrol engine but it is hard to see why you would choose either when the diesel is so good. What BMW calls EfficientDynamics technologies are included: high overall gearing, brake-energy recuperation, and automatic stop-start, which saves fuel when stationary in traffic. The eight-speed transmission is the first torque-convertor automatic to enable stop-start.

BMW provides the Gran Coupe with all of its latest technology, including Adaptive Drive, which offers a variety of programmes for damping and adaptive anti-roll bars. Five different settings may be more than most drivers want or need but for normal road use we would recommend settling on ‘Comfort+’ mode, which is a good balance of body control, responsive handling and ride comfort. The longer wheelbase actually improves the ride and handling compared with the two-door coupe.

In terms of furnishings and presentation, the main difference between the two types of coupe is of course the rear seat area. Entry and exit for rear seat passengers is through rather narrow doors, from which the quarter-windows protrude, and there is really only room for two, although a third, centre seat belt is provided. BMW likes to call the Gran Coupe a ‘4+1’ but anyone sitting in the middle needs to be small and has to straddle a high transmission tunnel. Two passengers are very comfortably accommodated in individual seats, rather as in the Panamera. There is a surprisingly airy feeling of space back there and it would be even nicer with something lighter like the white in the pics  rather than the all-black trim and headlining of our test car.

The instruments and controls are familiar from the 6-series coupe and generally logical and easy to use. The exception is the fiddly transmission selector which requires the button on the side of the lever to be depressed before it can be moved. Paddles behind the steering wheel can be used for manual gearchanges but the combination of low-down torque and fast but almost imperceptible automatic shifts make them redundant most of the time.

The angled centre console sweeps round to the passenger side and forms separate and subtly different environments for driver and passenger but both of them can view the huge 10-inch colour display screen and access the i-Drive control knob to the left of the transmission selector. The front seats, with built-in belts, are excellent, generously shaped but still supportive.

For us, the 640d Gran Coupe is a very convincing GT car, capable of cruising at high speed in quiet comfort. It is superior to its two-door equivalent, and for those who don’t need limousine space, is also a practical and stylish alternative to the 7-series saloon.

2012 Rolls-Royce Phantom Series II first drive

A Rolls-Royce was best sampled from the rear seat, that’s a belief I lived with for the longest time. A limousine of its stature being driven by its owner raises enough eyebrows, does it not? If someone could afford to spend a princely sum for a Rolls-Royce Phantom, a driver for it would be a negligible cost. So when a Ghost pulled up outside the Nice Cote d’Azur airport with Adolf behind the wheel to pick me up I continued to profess faith in the idea that a Rolls-Royce big or small was best experienced perched on that ample gorgeously leathered rear seat.

Interestingly Rolls-Royce themselves don’t share the same belief. According to their surveys most of their owners are also people who prefer driving themselves. Probably not everyday but definitely on a regular basis. And so I was handed the keys to the new Phantom II at the lobby of the very exclusive Cap Estel hotel. This new Phantom is still very much one of the most recognised grilles on the planet but a new age of buyers has inspired Rolls Royce to bring the Phantom up to date. The key I have been handed unlocks a three-door Phantom Coupe, which in abject size terms has exactly the same dimensions as the five-door limousine. Er, the doors are longer, and it opens up in the suicide fashion, so unless you have an arm the size of Africa there is no way you can reach out from your seat and shut the door. Suddenly the ‘CLOSE’ buttons at the base of the A-pillar seems such a sensible touch!

It’s one of the traditional items that stays just where it is and the way it is. There are other things in the new Phantom however that are not so immovable. From the outside it’s things like the new rectilinear LED headlights that possesses a slimmer outline than before but is still regally positioned up high. The oval xenon driving lamps are no longer there, in hindsight they did look a bit odd and out of place and the bumper and the area immediately under the head lamp is remodeled to look busy in an elegant fashion.

Apparently Rolls Royce owners are also very discerning and have a very strong eye for details, which is why the new grille is made from a single piece of stainless steel rather than the three it took in the older car. The oligarchs, dictators, generals and directors who can afford these cars wanted a Michelangelo like hewn from a single block of metal work of art, not a machine tooled component! The one grouse I have with these subtle change is that the new Phantom now closely resembles the Ghost rather than the Ghost mimicking its older sibling! Having said that I’d also add that the Phantom II in no way loses its regality, imposing character and elegance. The Phantom still occupies real estate large enough to build three towers, a swimming pool and a small jogging park, in South Mumbai!

There are other changes too but they are so subtle and so few that it took a few minutes for those to be pointed out. These are and it really won’t take you long to read this, the RR badge and indicator on the fender are one piece, the rear bumper is remodeled slightly, the glass on the C-pillar has been improved and there are a few more alloy wheel choices actually just three new wheel finishes to choose from.

Now if you aren’t rich, rich as in RICH, you probably won’t understand why is it that just three or four new cosmetic additions to a car that hasn’t changed in nearly a decade are so important? So to understand that you have to go back in time, to the founding philosophies of Sir Henry Royce, one half of the Rolls-Royce company. According to Sir Royce, the car company he founded made the best cars in the world and that philosophy has stayed that way. Now if you were the best you really have no need to change do you? That is why Rolls-Royce firmly claim to have updated this car and not changed it. It’s a clever stance to maintain, and any revision does not rubbish the best in the world claim and yet leaves enough room for modernisation. There is another way to look at this too.

The original design of the Phantom crafted and released in 2003 was timeless. Even today without having to make any drastic cuts the design is still fresh, inviting and contemporary. So change just for the sake of change is still not necessary and Rolls-Royce customers evidently like it that way. Inside the new Phantom subtle updates have been applied to the dashboard, the LCD screen for the multi information display for instance is now larger. The navigation systems have been updated which means you get the new BMW iDrive system, audio and mobile connectivity has improved and the controller knob of the Ghost that is a more functional unit thanks to the shortcut keys has been incorporated in the Phantom.

The Phantom however is not a Rolls-Royce because it has the finest entrapments. A Rolls-Royce above all is known for it’s engineering, its engine which at idle can’t be heard over the sound of the clock in the cabin or even felt for that matter is its testimonial. It’s a marvelous piece of work and it’s now complemented by a new eight-speed automatic gearbox sourced from parent company BMW. Those eight ratios improve the Phantom’s performance, efficiency and sublimity.

It is truly amazing to drive a car whose football field sized hood shields an engine powerful enough to provoke the next continental drift with such serenity. In all my years as a journalist I have never ever felt this sense of calm while driving a car. Of course the narrow roads lining the Cote d’Azure find it a challenge to accommodate a car this big, so you really can’t bring your racing gloves and thin soled shoes to this party. But that has little to do with the way this car accelerates, its linearity and smoothness is only contrasted by the numbers it punches out. At full bore acceleration it does 100kmph in just 5.8 seconds and I’m willing to bet even her Majesty at her age wouldn’t feel the jolt.

The new transmission makes the Phantom even more sublime, but what truly amazes me is that it has no manual mode so no paddles behind the steering wheel or a stick with a small plus minus typeface that allows the driver to change gears. And yet this engine is incredibly sensitive to gear changes, knowing instantly which gear is required. The Phantom Coupe I drove is of course more driver oriented than the stately limousine even though the entire family gets enhancements to its aluminum space frame. It’s got the firmer suspension, is 20kg lighter and has a longer wheelbase with shorter overhangs.

The acceleration time I mentioned before belongs to the coupe and it’s a second quicker than the limousine. Of the entire Phantom family it is the best example to drive, and lots of fun too soon as you understand just how much room you need to play with.

Yet calling this a driver’s car is far from the truth, the Phantom Coupe is certainly a car you can drive joyously but even after the moderately long drive past the stunning Riviera I wrapped up feeling a bit exhausted and I don’t suppose a Rolls-Royce is supposed to do that to you. The only reason I can pin this down to is focusing ever harder on maneuvering the car through those narrow roads.

That is why I’d prefer being driven around in something this stately. In fact later that night after dinner at the Philippe Starck designed A’Trego restaurant at Monaco harbor, I got driven around Monte Carlo in the Phantom. As we rolled in towards the casino complex we had to slow down for a minute. That was enough invitation for the people who throng the pavements to whip out their cameras in the hope of capturing a photograph of someone celebrated. For those fleeting moments I did feel awkward and yet special, it was the perfect moment, the perfect setting, the perfect location and even the perfect car. All that remained was stopping the car, opening the door and stepping out...

2012 Hyundai Elantra in India first drive

Sometimes being ahead of the times isn’t healthy. Take for instance the TVS Centra, a motorcycle that had technologies that the masses never understood and cared for. It died, not an obvious death but certainly not a pleasing one. One of the reasons for the Centra not doing as well was the price that the technology demanded, it was a bit too much for the segment it wanted to attract. But this is not a story of a motorcycle.

In the early 2000’s like the Centra, came the Hyundai Elantra, a car that too was well ahead of its time, offering technology and features that were thought to be more than what the segment demanded. In a word it was futuristic, perhaps too much because it too vanished without a trace. This despite the fact that it was sensibly priced, it’s biggest USP was its value for money proposition and had so much kit that it made the tech shows look prehistoric. So where did the first generation Elantra go wrong?

There were a couple of reasons I surmise, first was the fact that the Elantra at the time was styled to distract and not attract. It’s design especially that grille was a very hard dish to digest. The exterior design was a study in quirk-ism, and this happened at a time when Hyundai were still trying to find their feet in the world of automotive design. The interiors were just as confounding as the exteriors. Overall it was a car that did not subscribe to any particular design language and it all felt like gibberish. Hyundai had a tough time keeping interest alive in the product in a market where styling was getting to be one of the most important selling points.

 The second and more important reason I gather has to do with Hyundai being Korean. At the time the entry luxury segment was dominated by the Japanese thanks to the Toyota Corollaand the Skoda Octavia coveted for being the most affordable European car with a very competent power train. Owning something that was made in Korea did not seem like a luxury lifestyle choice at all especially since Hyundai was seen as a provider for the masses not classes.

 In the last few years things have changed, the Koreans are seen as a dominant player across the globe and their sense of design, aesthetics and technology are highly coveted by everyone. The new Elantra is a critical part of that change and to say that Hyundai is purely for the masses would be gross negligence. The Elantra unfortunately has been absent from a segment that now has half a dozen other cars to choose from. What makes it interesting is its freshness, but to hold that interest and convert it to box office numbers it needs substance. Does the Elantra have that substance?

 On the styling front the Elantra has moved leagues ahead of what it was. It’s a classic tale of ugly duckling to swan, to the extent that I doubt you’d find a better looking car in the entry-level luxury segment. It is probably the best expression there is of Hyundai’s fluidic design language, better than both the Sonata and the Verna. Of course a lot of comments have been made on just how similar it looks to the Verna but that is bound to happen within a family, look at Audi, VW, Mercedes, etc. However look a little closer and you will begin to notice the differences, subtle though they may be. The headlamps for instance aren’t the same, while in both cars they appear aesthetically stretched over the hood and fenders the Elantra’s set are sleeker, shapely and longer. Even the tail lamps are longer sleeker units that sweep from the boot onto the rear fenders sharply. The profile also shows a very swoopy silhouette with the roofline sharply falling towards the rear. In fact the acutely raked windshield areas at both the front and back provide large glass areas that make the overall car look sporty yet spacious within.

 The Elantra’s proportions may not seem too large either, yet at 4.53 metres in length it is nearly as long as the Skoda Laura and a width of 1.77 metres places it as one of the widest in the segment. Its wheelbase to track ratio has very stable proportions, and the stance the Elantra occupies adds to that stability. The overhangs at both ends may turn out to be a bit of a problem since they appear to be long on a car that also sits quite close to the ground.

 Inside the cabin the Elantra turns out to be a very spacious car, which you don’t get a sense of from the outside. But before that ingress and egress will be an issue, hampered by the sloping roofline, the low door openings and the low seats especially for the passengers sitting at the rear. What resurrects it are the large doors which open wide and the ample knee room for the rear passengers, it simplifies the task of having to manoeuvre into your seat as opposed to just dropping onto them.

 The cabin then, as I mentioned is spacious with enough room to accommodate five passengers comfortably. Thanks to the generous rear knee room and the transmission tunnel not intruding onto the floor space, a third passenger at the rear has enough space to wedge in comfortably. Even at the front there is enough space especially within the foot well, and despite a rather wide transmission tunnel there aren’t any edges to bruise your knees.

 The high points within this cabin are the fit, finish, attention to detail and reasonably upmarket material quality. This is a neatly finished cabin and though the dashboard looks a bit busy it also feels quite premium. I quite like the impression the dashboard provides of flowing into the centre stack and then continuing languidly onto the transmission tunnel separating the driver from the front passenger.

What I don’t like are the layers, the position of the centre air-con vents and the three screens. If you look around the centre console area there are just too many layers of varying colours vying for attention. This could have been toned down to just two to make the visual a bit subtle and more pleasing. The air con vents could have been positioned higher on the blank panels right next to the audio system which would have perhaps improved cooling efficiency. And finally the three display screens, one that displays the time, the next for the audio system and the lowest one for the climate control, couldn’t they have been integrated into one single unit? Each of those screens turns a bright neon blue after dark and are very distracting.

 Moving on to the engines, Hyundai will offer both petrol and diesel options, with both manual and automatic transmission choices. I just hope that Hyundai are well prepared for the demand for the diesel engine with the 6-speed manual transmission. This diesel is the same CRDi engine used in the Verna with the same power and torque ratings. So you get a 1582cc DOHC common rail variable geometry turbocharged diesel that makes 128PS of max power and 260Nm of max torque. Before the questions can be raised yes, this engine feels better in the Verna because it is lighter than the Elantra. Does the engine feel strained under the weight of the Elantra? No, it does not. This engine is refined and smooth and power delivery is linear though it does not feel as punchy as in the Verna. It picks up easily and I saw nearly 190kmph on the speedo before I had to back off the throttle.

 I also sampled the manual and automatic transmissions and while the manual felt a bit sticky it was nonetheless precise. The ratios are however spaced far apart and despite the 260Nm of torque it takes a mighty long time for the rev needle to hit the 4600rpm red line. The same ratios can be found in the automatic however this particular gearbox sounds noisy and whiny, almost like a CVT as it climbs up to its 4400rpm shift point. Our recommendation is to go with the manual.

 The suspension and chassis uses all the conventional bits that you’d get in any contemporary car. The three-box monocoque resides atop a McPherson strut at the front and a coupled torsion beam axle at the rear. This suspension setup is tuned for ride comfort and it works impressively ironing out all bumps and potholes. There is a lot of body roll, given the soft nature of this suspension but despite me pushing her she felt understeery but never entirely out of bounds.

 The steering was what impressed me the most as it’s got just the right amount of weight to give it the stability and balance at motorway speeds. On the Verna and the i20 for instance the steering feels just too light at all speeds make driving either of them a hair raising experience once speeds climb north. That said the steering is entirely desensitized and you get no feedback at all, but at the least it’s not weightless.

 The Elantra is also assisted by several safety systems like ESP and vehicle stability management. You get six airbags as standard equipment and the rest of the safety paraphernalia as well such as ABS, hill start assist, etc.

 Previously the Elantra was also known for possessing a rich feature list and that trend continues. You still get an awesome list of equipment which among several other things also includes cooled seats (driver and passenger) which incidentally don’t even feature on my long term E-Class, Bluetooth connectivity, auto headlamps and a reverse camera with parking assistance.

 On the whole the Elantra is a remarkable car, a much improved version of a car that did not get the attention it deserved before. We expect it to be priced in the Rs 10-14 lakh price bracket where it will compete against cars such as the Corolla, the Cruze and the Laura. But we also expect Hyundai to surprise the market. It’s a second chance for a stellar product to shine!

Lamborghini Gallardo Performante review, test drive

We drive the 570bhp drop-top Gallardo Performante

DETAILS

• Make  Lamborghini 
• Model  Gallardo 
• Edition  Performante 2012

Our convoy of a burnt-orange Aventador sandwiched by a bright-green Gallardo Superleggera and a steel-grey Performante slices through the Italian countryside on the outskirts of Sant’Agata Bolognese. It’s an eye-popping sight which, along with the sound of 22 cylinders dishing out a collective 1814bhp, has the potential to create anarchy in the streets. I’m expecting to be chased by camera-phone toting bambini in Pandas and Puntos. But we get, at best, the odd glance or an approving nod from fellow enthusiasts whenever we stop to switch cars.

Lamborghinis are made in Sant’Agata Bolognese so they are probably as common a sight around here as a Nano is in Sanand. In fact, we are at the epicentre of the supercar world and it’s in this innocuous part of Italy that Lamborghini, Ferrari and Maserati all live within fighting distance of each other. For these brands it’s all about heritage, so even though Audi bought Lamborghini in 1998, this marque is just as Italian as it was in the days of its founder, Feruccio. And the cars we are driving, the latest in the Lamborghini range, couldn’t be truer to the brand – each one of them extrovert, in-your-face and very loud.

 

We set off from the factory and head north to Lake Como some 250km away. I’m behind the wheel of the Aventador and, at the risk of sounding like a show-off, will say that it’s a car I’m very familiar with. The first time I drove Lamborghini’s new flagship was on the Mumbai-Nashik highway and that very same car was subjected to its only ever proper road test on Indian soil. So what does it feel like at home in Italy? 

 

Not much different, actually. It pulls in the horizon at the same brutal rate, sounds apocalyptic at max revs and leaves you in the same state of shock and awe. If anything, the Aventador requires more concentration on the fast-paced Italian autoroutes where there’s a rather casual view of speed limits and lane discipline. But despite heavy Friday evening traffic, cars ahead quickly peel off into the slower lane as this bright-orange projectile with its distinctive LED lights menacingly fills their mirrors. The Aventador is not just intimidating to drive, it intimidates others too, and few cars create the same visual impact. When traffic slows down, cars pull up alongside to give us waves, a thumbs-up and lots of clicks. A 100km away from Sant’Agata, this car is already a rarity.

The one thing the drive to Como teaches me is about the everyday practicality of the Aventador which, to be honest, is almost non-existent. It’s simply not designed to trundle along in traffic and the wide girth, poor all-round visibility and jerky 7-speed single-clutch gearbox make it hard work. This is a car that feels best on the other side of 200kph or when it’s simply standing still so you can gape at what is one of the most stunning-looking road cars of all time. 

 

The Gallardo Performante is no less and has all the visual drama you can expect from a Lamborghini convertible. Given that it’s derived from the Gallardo LP570-4 Superleggera, it’s swathed in carbon-fibre and has the same finely honed sense of purpose, which is to simply blow you away. And it does. An early morning drive the next day with the top down around hills near Lake Como highlight the epic V10 engine and its eardrum-busting sound. Performance, though clearly not in the Aventador’s league, is still shattering enough. But it’s the fact that you can see so much better out of a convertible that makes the Performante a lot easier to hurtle down a twisty road. 

 

Through the numerous tunnels in this region, the howl of the engine is amplified as it bounces off the rock face to create the most incredible aural experience. The e-gear transmission in Corsa has brutal shifts which only add to the Performante’s violent character and also its appeal. This would have been a pain the evening before in rush-hour traffic, but early on a Saturday morning you can play with the paddles a lot more. But again, driving this car is hard work. The ride is granite hard and the non-recline carbon fibre seats grip you well, but they hammer your spine with every bump. However, all this only intensifies the thrill to a point that I don’t want to let go of the Performante. And that means a late departure from Lake Como to Bologna airport for my flight back home. An hour extra with the Performante at Como means I really push it to catch my flight. Not that I’m complaining. My drive to the airport is in the green Superleggera coupe and, thankfully, traffic is sparse. I’d been warned about radar control on the autoroute, so I control myself with just short bursts to redline in the lower gears. The raw sound of the 5.2-litre (CHECK) V10 is my entertainment for the 270km trip back but the drive switches from entertaining to agonising when I miss an exit near the airport. I have left no margin for delay but thankfully I screech into Bologna airport with moments to spare. The drive ends just the way it should in any Lamborghini. On the edge.

 

Fact File

Engine

Fuel	Petrol
Type	10 cylinders V 90º, DOHC 4 valves, common-pin crankshaft
Power	570bhp at 8000rpm
Torque	55.06kgm at 6500rpm

Transmission

Type	Permanent 4-wheel drive with viscous traction system

Dimensions

Length	4386 mm
Width	1900 mm
Height	1184 mm
Wheel base	2560 mm

Chassis & Body

Weight	1485 kg
Tyres	Pirelli P ZERO CORSA 235/35 ZR 19(Front), Pirelli P ZERO CORSA 295/30 ZR 19 (rear).

Performance

0-100	3.9sec (Manufacturer's figure)
0-200	12.1sec (Manufacturer's figure)

Economy

Tank size

80 litres

Renault Duster review, test drive

We drive Renault's new small SUV for India, the Duster. It genuinely is good enough to give Renault its first big hit.

DETAILS

• Make  Renault 
• Model  Duster 
• Edition  1.5 dCi 2012

Renault’s Indian innings so far have been nothing to write home about. What the company needs at this point is a game-changer, a model that makes people sit up and take notice of Renault and why it is, in fact, among the world’s major car makers.

Cue the Duster. At first glance, the Duster surprises you with its proportions, as it looks substantially larger than its 4.3-metre length would have you believe. The flared wheel arches, huge wheel clearance, typical SUV scuff plates and the roof rails all play their part in making the car look like a distinctive SUV. While the design team may have been conservative in terms of styling, the car holds a certain road presence that is bound to appeal to a large audience.

Even though the Duster’s interiors are definitely a nice place to be in, it lacks a premium feel. The shiny, hard dashboard plastics look cheap and even the grain is not what you’d expect on a car of this class. The deep glovebox, numerous cupholders, curved instrument binnacle, and the neatly integrated Aux/USB-ready music system all come together to make the interiors of the Duster very practical. The highlight of the SUV is its back seat that offers excellent thigh, back and shoulder support with ample knee – and headroom too. The air-conditioning too was simply outstanding.
Renault will bring the Duster to India with petrol and diesel options. The petrol engine will be a 1.6-litre, in-line four-cylinder motor capable of 102.5bhp at 5850rpm and 14.8kgm of torque at 3750rpm. Featuring twin-cams and 16 valves, the engine (K4M in Renault-speak) will come mated to a five-speed gearbox. The diesel, however, will be the one Renault will bank its fortunes on. Making use of the now ubiquitous 1.5-litre K9K powerplant, Renault will be offering the engine in two states of tune at different price points.
The more powerful 108.5bhp engine features a variable geometry turbocharger and intercooler and only recently received upgrades to improve in-city driveability. With 25.3kgm of torque produced at 2250rpm, there’s a fair bit of turbo lag and you need to wait for the engine to rev to 2000rpm to get a serious move on. The SUV works best in its comfort zone of 2000-4000rpm. This, and the Duster’s light 1308kg kerb weight, means real-world performance is actually quite good. When tested with our data acquisition device, the Duster took 11.01 seconds from 20-80kph in third gear and 11.92 seconds from 40-100kph in fourth, which makes it quicker than the significantly more powerful XUV500! The inclusion of a sixth gear makes the 108.5bhp Duster a very able mile-munching SUV.
In contrast, the lower-output engine seems better suited to crowded city confines. The less powerful 84hp engine with 20.4kgm of torque has access to power from the word go, unlike its more powerful sibling. It comes mated to Renault’s JR5 five-speed gearbox which is easy to use and has smartly chosen ratios.
The rigid chassis, meaty 215/65 R16 tyres, front MacPherson struts and a torsion bar rear suspension work in complete unison to soften the worst of blows. Ride remains flat at all times with the suspension always going about its business in a quiet manner. There are no two ways about it – the Duster is simply the best-riding SUV for its price. Braking is via ABS- and EBD-enabled ventilated front discs and rear drums that do a fair job of shedding speed.
The Duster will have a wide price bracket, starting at an estimated Rs 7.2 lakh for the base petrol model, stretching to Rs 12 lakh for the fully loaded 108bhp diesel.

Fact File

Price Range (in lakhs)*

Ex-showroom price

Rs 7.2 lakh to Rs 12 lakh (estimated)

Engine

Fuel	Petrol/diesel
Installation	Front, transverse
Power	102.5bhp (petrol), 84bhp and 108.5bhp (diesel)
Torque	14.7kgm (petrol), 20.4kgm and 25.28kgm (diesel)

Transmission

Type	Front wheel drive
Gearbox	5-speed manual, 6-speed manual

Dimensions

Length	4315mm
Width	1822mm
Height	1695mm
Wheel base	2673mm
Boot volume	475 litres
Ground clearance	210mm

Chassis & Body

Construction	Monocoque
Wheels	16-inch alloy
Tyres	215/65-R16
Spare	Full Size

Suspension

Front	Independent, MacPherson Struts
Rear	Non-independent, torsion beam

Steering

Type	Rack and pinion
Type of power assist	Electro-hydraulic

Brakes

Front	Ventilated Discs
Rear	Drums
Anti-lock	Yes

Economy

Tank size

50 litres

Mercedes C250 CDI Performance Edition review

Does Mercedes’ new AMG kit for the C 250 CDI make it a more exciting, more fun car? A good look and a quick drive tell us a lot.

DETAILS

• Make  Mercedes-Benz 
• Model  C-Class 
• Edition  C 250 CDI AMG Performance Edition 2012

Mercs are known for their luxury quotient and their glib ride quality, and this C 250 CDI feels every bit a Mercedes. It floats softly over the tarmac, bumps are rolled over with only a slight pitter-patter and despite all the action below, the cabin is as silent as a tomb. But this is the AMGPerformance Edition, which has a few changes over the standard car. It’s slightly more aggressive to look at, there are sporty bits of trim on the insides and you can also tighten up that supple Merc suspension at the touch of a button.

Hit the Sport button and the character changes. The suspension feels firmer, the body movement tighter and the car steers and drives with much more precession. It’s now more fun around corners, you get paddle-shifters behind the steering wheel and, with 204bhp and 51kgm of twist on hand, the performance is pretty impressive too. Those of you that are more enthusiastically inclined, however, would want more power from the bog-standard twin-turbo 250 CDI motor, and that’s understandable. It is called the AMG Performance Edition after all.

As with any AMG-kitted Mercedes, the C 250 CDI looks different; but the kit is more subtle than loud. There is no rippling bonnet bulge or slotted fenders and you really do have to look closely to tell the difference. AMG aficionados, however, will recognise the upside-down air dam, the only mildly flared wheel arches and the subtle side skirt. The 17-inch, five-split-spoke AMG wheels look delicious though, the rear bumper is distinctly bigger and juts out like a speedboat’s stern, and the blacked out ‘diffuser’ at the rear accentuates the sportiness.

On the inside, the changes are even more subtle. The three-spoke AMG steering wheel is attractive and nice to hold, the matte aluminum trim looks good and the driver also gets treated to big steel pedals dotted with black rubber.

It’s no surprise then that the C 250 CDI doesn’t wear an AMG badge on its bodywork. A far cry from the full-fledged 6208cc V8-powered bahn-stormer, it isn’t nearly extreme or crazy enough. Instead, the AMG kit rounds off the efficient and lavish nature of the C 250 CDI with a bit of youthful athleticism and a hint of sportiness. The best bit is that at a modest Rs 70,000 premium over the standard C 250 CDI Avantgarde, this AMG Performance Edition is good value for money, and a complete no-brainer.

Fact File

Price Range (in lakhs)*

Ex-showroom price

Rs 34.62 lakh

Engine

Fuel	Diesel
Type	4cyls, 2143cc, turbo diesel
Power	204bhp at 4200rpm
Torque	51kgm at 1600-1800rpm

Transmission

Gearbox

5-speed automatic

Dimensions

Length	4591mm
Width	1770mm
Height	1447mm
Wheel base	2760mm

Suspension

Front	Independent, MacPherson struts, coil springs
Rear	Independent, multi-link, coil springs

Brakes

Front	Ventilated Discs
Rear	Ventilated Discs

New Chevrolet Cruze review, test drive

Armed with a revised engine, the Cruze is a much more rounded car.

DETAILS

• Make  Chevrolet 
• Model  Cruze 
• Edition  Diesel 2012

The Cruze has been due for a refresh and Chevrolet India has given it just that, but interestingly, it hasn’t come in the form of a visual facelift. Instead Chevrolet has introduced a stonker of an engine as part of a mid-life-cycle update. Power is now up to a substantial 164bhp with the torque swelling to a meaty 38.7kgm. The primary focus of the engine tweak has been to improve driveability, refinement and fuel efficiency. As a bonus, the Cruze also gets a new six-speed manual gearbox in comparison to the five-speed unit that does duty in the old car.

Although still a 2.0 litre, the new engine has a strengthened block to take the extra power and torque, and a completely redesigned cylinder head to incorporate a chain-driven DOHC valve-train as against the rubber-belt-driven one on the previous car. The air intake, which used to sit far from the inlet manifold, has now been moved closer to improve airflow and help reduce turbo lag. The common-rail system has also been upgraded and runs at a much higher 1800bar (against 1600bar in the old car) with seven injections per power stroke compared to five on the old motor. Chevrolet has also employed a dual-mass flywheel to reduce engine vibrations.

Our data acquisition equipment reveals that the new Cruze pips the old model by half a second in the 20-80kph third-gear slog, while in the 40-100kph run in fourth gear, it’s quicker by a substantial one and a half seconds. It’s only in flat-out acceleration that that the old Cruze is still quicker. The new model does the dash to 100kph in 10.22sec, where the old car managed to duck below the 10-second barrier (9.64sec), and at 160kph the new model is a good two seconds behind.

The engine feels much more responsive at low revs and pulls cleanly from even below 2000rpm, a point at which the old car was still asleep. This, along with the light clutch, make the Cruze a much more city-friendly car. You do find yourself swapping second- and third-gear cogs more frequently because there is quite a gap between the ratios, but if you’re not in a hurry, the torquey nature of the engine allows you to trundle along in third gear too.
On the highway, the new engine with its tall gearing comes into its own to make the Cruze a superb cruiser. In sixth gear at 100kph the engine, turning over at a lazy 1700rpm, is barely audible and the surplus of power makes long-distance driving quite effortless. However, the steering doesn’t weigh up in a linear manner when you turn into corners, and the grip and body control are reasonable until you push it hard enough, making you realise that the Cruze is more comfortable out on the expressway than it is on the ghats.
The six-speed auto complements the Cruze’s new engine too, resulting in acceleration that is far more linear than before. Upshifts are relatively quick and make the acceleration seem all the more effortless. That said, it isn’t particularly engaging – it is still slow to respond to sharp throttle inputs and is sluggish when you want a quick kickdown.
To help improve fuel economy, the gearbox has been programmed to upshift at the earliest as well, so you sometimes get upshifts when you don’t want them. Shifting the lever to ‘tiptronic’ mode makes it hang on to the selected ratio until you ask for a shift. The Cruze auto is at its best when you’re cruising or when you’re in thick traffic.
Besides a raft of changes made to the powertrain, the Cruze remains largely unchanged in other departments. This means that the new Cruze is still some way off the fit and finish that its German rivals boast of, and for sheer comfort, especially at the rear, the Cruze still can’t compete with the best in class.
The manual Cruze returned a decent 10.8kpl in the city and 15.7kpl on the highway as compared to the 10.3kpl and 14.8kpl for the old car. The automatic Cruze returned 9.8kpl and 15.3kpl for city and highway cycles respectively.

Fact File

Price Range (in lakhs)*

Ex-showroom price

Rs 13.85-15.67 lakh (ex-showroom, New Delhi)

Engine

Fuel	Diesel
Installation	Front, transverse
Type	4cyls, 1998cc
Bore/stroke	86.0/86.0mm
Power	164bhp at 3800rpm
Torque	38.74kgm at 2000rpm
Power to weight	106.70/105.67bhp per tonne

Transmission

Type	Front wheel drive
Gearbox	6-speed manual/auto

Dimensions

Length	4597mm
Width	1477mm
Height	1788mm
Wheel base	2685mm
Boot volume	450litres

Chassis & Body

Construction	Four-door saloon, monocoque
Weight	1537kg/1552kg (automatic)
Wheels	Alloy
Tyres	205/60 R16
Spare	Full Size

Suspension

Front	Independent, Macpherson struts, coil springs, tubular stabilizer bar
Rear	Non-independent, compound crank type, coil spring

Steering

Type	Rack and pinion
Type of power assist	Hydraulic

Brakes

Front	Ventiated Discs
Rear	Solid Discs
Anti-lock	Yes

Performance

0-20	1.1/1.26 (automatic)
0-40	2.47/2.55
0-60	4.57/4.28
0-80	7.29/6.85
0-100	10.22/10.24
0-120	14.18/14.43
0-140	20.34/20.70
0-160	27.26/28.04
0-180	41.16/-

Acceleration in gear

20-80kph in 3rd gear	13.39/6.69sec
40-100kph in 4th gear	14.96/7.48sec

Braking

80-0 kph

28.09m in 3.84sec

Economy

City	10.8 (manual), 9.8kpl (automatic)
Highway	15.7(manual), 15.3kpl (automatic)
Tank size	60 litres