The Skoda Superb is now more affordable!

The Skoda Superb 1.8 TSI now Rs. 1.5-lakh cheaper! Well, yes. If you don't mind shifting gears yourself that is.
Now we've always loved the new Skoda Superb, absolutely adored the sort of space and comfort the car offered, I went nuts after its performance and handling and were absolutely floored by the genuinely down-to-earth pricing (for that segment at least). And who can forget those wonderful engine options; the screamy 1.8-litre TSI petrol, the refined and frugal 2.0-litre TDI diesel and the mental 3.6-litre V6 petrol with four-wheel drive. While the big 4x4 took home our 'most fun-to-drive car' award last year, secretly, we all loved its smaller brother, the 1.8 TSI more. Its high-revving nature was almost motorbike-like and the 7-speed twin-clutch transmission delivered lightning quick gear shifts which made the experience of throwing it around twisty mountain roads feel like attempting a special stage in the Monte Carlo rally driving a WRC car.
Ok, so now you know how much we love to drive the 1.8 TSI version of the new Skoda Superb. But fun as the DSG gearbox is, nothing beats the thrill of driving a good car with a proper manual transmission. And this year, it was almost like Skoda heard our silent cries for stick-shift and rolled out a new variant of the Superb with an honest-to-goodness manual gearbox. Now while the move might not really have been to appease us driving enthusiasts, we'd certainly like to believe so. So what does this new variant really deliver? Well, for starters, the delectable 1798cc 16-valve direct injection TSI engine remains unchanged, as does everything else on the car. It still has the same refined interiors, the same wonderful mix of comfortable ride quality and deft handling and the same good looking exteriors. In fact, the only change you'll really notice is the inclusion of an extra pedal to the left of the brake and a gear stick with a 6-speed manual shift pattern in place of the DSG gear selector.
But one very important thing the Superb has lost with the switch from DSG to manual transmission is weight - a whole 76 kilos at that! Since the 160PS of power from the engine remains unchanged, the drop in weight improves the power-to-weight ratio of the car a little. This, combined with the more exact control the manual transmission, with its well sorted out gear ratios, offers, there is a distinct improvement in the Superb's performance as well as in that all important factor, the fuel economy. Even though we were unable to match the superfast gear changes of the DSG gearbox, with perfectly timed upshifts, the manual transmission Superb managed its dash to 100km/h from a standstill in just 9.53 seconds, a full 0.25 seconds quicker than the automatic. The fuel efficiency also creeps up a little to 9.5kmpl in the city and 12kmpl on the highway. Slot the gearbox into sixth and do a long highway haul and you should have no trouble significantly improving that second figure.
That being said, driving in the city with the manual gearbox makes you realize how hard the engine and transmission have to work with this nearly 1.5 tonne car in stop and go traffic. One could say that we've have been spoiled by automatic gearboxes a little, as we found ourselves missing the comfort of not having to do the work of shifting gears and operating the clutch when crawling through traffic. But the real masterstroke of the manual transmission Superb is the new price - Rs. 18.28 lakh ex-showroom Delhi; which puts it at just Rs. 27,000 more than the top spec diesel Laura. And the Superb has got enough spec to really out-spec its smaller sibling by a whole country mile. In fact, this new Superb is such a sweet deal given its killer pricing and feature list, it should make many-a-more-expensive cars quiver in their booties. If you have a chauffer to drive you everywhere, then this manual transmission Superb is a great option thanks to its price and fuel efficiency. But if you want to leave the driving duties to yourself and don't mind paying a little extra, we would recommend that you stick to the automatic - it's just that little bit more comfortable and easier to drive around town.

The new Mitsubishi Evo X First Drive

300 horsepower on tap, gut wrenching torque to thunder through every sort of terrain, manners to make your mom-in-law see you in a new welcome light, ample space for four and yet having the capability to thunder from rest to 100km/h in under 4.5 seconds and on to an electronically limited terminal velocity of 250km/h, this is the new Mitsubishi Evo X.
It has to be the unlikeliest performance car in the world while on the other hand it does provide really fast motoring for four with an unbelievable ability to marry comfort, ride and handling and everyday practicality which is something you wouldn't expect from your temperamental Italian exotic sports car would you? Indian motoring enthusiasts prepare to say hello and get dazzled by the might Mitsubishi coming our way from the next month on. And it is no Lancer with a lipstick and mascara job but the real honest to goodness shebang geared to put the fear of coming second best into the supercar set.

I am referring to the latest Evolution X MR FQ300 and while this Mitsubishi's model designation is quite a mouthful, just see what comes along: 294PS and 366Nm of gut wrenching torque from a 1998cc four-cylinder turbocharged engine, a six-speed sequential shift transmission delivering drive to all four wheels, zero to 100km/h in 4.5 seconds and an electronically limited 250km/h top whack. The performance is truly mind-numbing and supercar humbling not just in sheer numbers specifically but when one revisits the stats and understands that it is a 2.0-litre engine dishing this out in a body-style in which you can take the mother-in-law to the market. Evolution is not just for the species but with the tenth edition in the series, it surely changes the rules of the motoring game.

The Evolution series of four-door, four-seater, four-wheel drive cars from Mitsubishi have always been something of a modern day motoring maverick. Thanks to its spectacular success in the World Rally Championships (four World Championship titles for Tommi Makinen from 1996 to 1999) plus umpteen rally successes the world over including our very own Team MRF winning the FIA Asia-Pacific Rally Championship, its place in the Japanese performance car pantheon was always right there at the top.

However, the Mitsubishi boffins weren't satisfied with just the rallyists dancing on the dirt and making merry. They wanted to deliver the same raw untamed power for those brave enough to use it on the streets as their everyday mode of motoring and thus was born the Evo cult - cutting across geographical, social and performance barriers.
The Evo X is probably the best in the Evolution series for it is undoubtedly a very quick and terrifyingly fast car but the Mitsubishi boffins have now smoothened the rough edges and endowed the car with manners, feel and behaviour which veer towards sensibility but without in any way dumbing its performance. In fact, many do state quite emphatically that it is the best ever in the Evo series and it shows. In its impeccable behaviour as well as in its refined approach to all aspects of the game, this is a car which can give a bloody nose not just to the high-powered M-spec BMWs but also scare myriad Ferraris and such!
The first thing which Mitsubishi did was to give the new car a completely new visual appeal and in so doing they changed the entire car. It is not just about the jet-fighter look up front but the manner in which the four-door saloon form has been crafted, the sheet metal almost shrink-wrapped tightly so as not to be bulbous but to present a lithe form in keeping with the performance potential on call. The track to wheelbase proportion is spot on and with the aerodynamicists having massaged the bodyshell in the wind tunnel (the pronounced boot spoiler, the cleverly vented diffuser at the rear, the almost flat underfloor and the subtle bodywork accents on the front as well as on the sides being proof this), the Evo X is purposeful yet attractive, designed to be slick enough to scythe through to its 250km/h top whack but sizzlingly hot at the same time to pull in an appreciative crowd.

Being anti-social is not on, especially for car makers in these tough times and so the muted growl from the exhaust and the slick shifting courtesy the twin clutch SST Sport Shift Transmission plus that leech-like grip as the car sticks to the road at whatever speed the pilot can dial in. What remains is that irascible acceleration making the man behind the wheel bellow in delight (I was and delighting in it) as you let the right foot plunge deeper and deeper while you use either the paddle shifters behind the steering wheel or the stylishly understated aluminium gear lever to get the motor to howl and power its way in near manic manner. Given its 1605kg kerb weight, each and every upshift pins the driver to his seat back in ample ferocity but with all the reassurance from its underpinnings (with electronic controls galore) that the car remains glued to terra firma and steers and handles with the very same purpose which made it a legend in the first place. The electronics keep on assessing the terrain and shuffle the torque between all four wheels and not just front to rear in the process delivering phenomenal control while going at illegal speeds in each and every gear!

The minute though the call comes from Mission Control to head home to the wifey and family, the Evo X plays family car to the hilt. Refined and smooth, with a comfortable ride quality despite the ultra low profile rubber it is shod with (Japanese Dunlops of size 245/40 R18 93Y), it will impress with the space on offer for its occupants. Of course there are short comings, because this is Japanese thought process at play where the quality of the cabin materials is still not yet in the European super league but having said that it is definitely of a very high order. Do remember that the interior is one of a high powered saloon and not a jet fighter and you get the drift. However, the Recaros are brilliant and the adjustability of the steering plus the overall driving position puts you firmly in the mood to let the brilliant four-cylinder motor make music.
Mitsubishi will have this legend available to deep pocketed Indian motoring enthusiasts from the next month on. Be prepared to pay what you would for a top of the line 3-series BMW but then where would you get this sort of engineering, performance and competition pedigree?

Volvo XC60 Getting Ready for India!

Volvo Auto India is working fast to bring in their new generation cross over, the XC60, into the Indian market. The car has already arrived in India and has been sent for homologation.

The Volvo XC60 is scheduled for a launch in the first half of 2010 and is touted to be one of the safest cars across all categories. Volvo India is not just excited about the new model, for this new entrant also spells the beginning of a new game plan for the company in India. According the Paul de Voijs, Managing Director, Volvo Auto India, the brand has taken its time to set its foundation in the last two years and now with the XC60 the company is looking at strengthening their market position by having more on offer in terms of an overall product line up.
Cross-overs have been welcomed in the Indian market and other brands have been enjoying this market space. Volvo Auto India is keen on capitalizing on this segment and there is no doubting the fact that the XC60 has all the elements to make it a winner. Pricing still plays a big role and this is where Volvo will truly have to score in order to break into the market.

Ford Figo: First Drive

The Yankees are turning on the heat in a most atypical segment, albeit one where all the action is to take place in 2010. The Ford Figo is set to fire up the "large" B-segment.
"I cannot do much about history but can only look forward to what we are about to bring to market and that is a very exciting product," proclaimed Michael Boneham, Ford India's boss man when I engaged him at the technical presentation on the new Figo in Goa. The fact about history is that one has to learn from it rather than repeat it as Ford has done so many times unfailingly in this country. Boneham and team, therefore, has the welcome yet onerous task of not running true to form but to usher in something which could recreate the magic for the Blue Oval in a class of car where it has achieved so much success elsewhere, especially in Europe. My only grouch though is that Ford continues to employ its legacy platforms for all its India-specific cars and the new Figo is no different.
That being said Ford has used one of the best bases it could have for the Figo's architecture, one based on the last generation Fiesta which was one of the most acclaimed hatchbacks of its kind internationally. To add it to the American car maker and built upon this platform with streaks of the firm's Kinetic design cues which not sit very well with the car's stance. The 'Figo-ratively cool' Figo had made it to our cover story in ET ZigWheels just a few months back but while that was just a non-running mockup, I must say that when we got to the first pilot production batch vehicles, the new Figo seemed to have become more substantial, more engaging and with a demeanour that seemed to suggest it could do the business.

A few figures will only go ahead and substantiate the point I am trying to make here since the India-focus of the car has been consistent throughout its production cycle. Out of the 84 prototype mules that were built for the Figo, 64 were manufactured at its Chennai plant right here in India. The development process was also as diligent as they come with over 8,000 individual tests, 20 crash tests and 7 lakh kilometers of testing which were performed on the 134 pre-production models that were made. Clearly Ford seems to be leaving very few stones unturned in the way of making the Figo a success in a market that gives back by the bucketful to products that subscribe and deliver to its few but stringent demands.

Design and style
The stance which makes the new Figo so very athletic and handsome in its outlook while having that confident about-town sensibility thanks to just the right amount of body toning and practical design cues rounded out by clever accents. The front end has that familiar global Ford tri-plane look with the split line on the top of the bonnet's leading edge working harmoniously with those dynamically stylized headlamps. The Figo seems to shroud its 2498mm wheelbase very well and given its ultra short overhangs, notably at the rear, it is no surprise that the car looks just right in proportion as it does in its stance. Given its wheelbase - the longest among any B-segment car in the land, the Figo's overall length is under 3.8 metres, 3795mm to be precise, validating the visual appeal of the package

The Drive!
Open the bonnet and there resides the all-new 1.2-litre Duratec engine from Ford's Sigma family of small gasoline powerplants designed jointly with Mazda. This all-aluminium unit meets the Bharat Stage IV norms and given its long stroke cylinder dimensions (bore is 70.6mm while stroke is 76.5mm), the car is not just revvy but also pretty strong on torque, which is what matters for strong driveability in our traffic conditions. Ford is also offering the Figo with the excellent 1.4-litre Duratorq TDCi diesel. Given its state of tune, the turbocharged diesel develops 69PS at 4000rpm and makes a whopping 160Nm at 2000rpm, giving driveability an all new dimension among B-segmenters in the country.

I got to sample both petrol and diesel-engined versions over a short Mickey Mouse traffic infested course in Goa and given the inherent traffic flow and resultant speeds, the Figo was impressive to say the least. Most important was the fact that she drove very well, delivered a firm but pliant ride and the steering was brilliant in its efficacy. The response from the right pedal was also impressive and overall driveability in the high cogs of the 5-speed tranny marked it out as a car with terrific potential. The sure planted feel though is what will win many over to this car and now only one thing remains.

This can only be complete when Ford reveals it has learnt its lessons and doesn't be its old historic self and delivers a self-goal to all the good build-up to the Figo. Yes I am suggesting that if Ford blunders on the pricing, it would turn up a super fool rather than super cool (forgive the attempt at word play) and that would be a shame in more ways than one. Guys, it is now or never, history of a different - welcome - sort beckons. Are you all game enough to grab this with strong minds and hearts?

K- series Swift's - Quick drive

Emissions have always been one of the worst nightmares of auto-manufacturers and with BS-IV emissions homing in, it was time to head back to the drawing boards once again. Maruti Suzuki however had a pretty easy solution to tackle the problem. With their entire line-up already BS-IV ready, it was only the best selling Swift range that needed to be brought upto speed. 

Instead of tinkering with the current G13B engines, Maruti Suzuki went ahead and plonked in the scrumptious K12M unit from the Ritz. Now many might think of this as a downgrade from a 1.3 litre engine to a 1.2, but when you look at the amount of technology that?s infused into the K12M unit, the G13B feels plain dated. Power output is down by 3 PS at 85 PS while torque remains the same at a 113 Nm.
However, the driving characteristics have been changed drastically. While both the Swift and the D'zire were extremely fun to drive cars, the new engine has inculcated a fresh lease of life into both the cars. The first thing that you notice when you fire up the engine is the new found refinement. NVH levels have been considerably worked upon with no vibes whatsoever even at high rpm's. From what we drove of it, outright performance seems to be quicker than the old car and mileage figures seems to have gone up as well. The suspension has also received minor tweaks giving the car a fine balance between ride and handling. The gear ratios are very well matched making city driving a breeze. On the highways though, overtaking long trailers needs downshifts and planning. But once in the powerband, the car simply surges ahead. At the moment Maruti Suzuki seems to have made its success story even better.

Next Gen Omni Eeco's through!

It was 1984 when Maruti Suzuki launched its versatile little MPV called the Omni. It's been all of 26 years since then and the Omni is still present in the top 10 cars sold every month. The reason for the Omni's success was pretty simple. It was compact, could easily manage to haul 8 people and still have room for luggage, featuring the same 796 cc engine from the 800, it was frugal as well. And that exactly what our 'janta' required

However every product has a shelf life and the Omni which is virtually unchanged since its inception is definitely past its life cycle. So after eons Maruti has finally come out with a replacement for the popular 'Maruti Van' and it's called the Eeco. I'm sure they could have definitely christened it better but then again, what's in a name. Looking at the Eeco, one is quickly reminded of the extremely practical but not so popular Versa. The only difference in the looks is that the Versa had a higher roof, while the Eeco has a flat one, pretty much like the 2 variants that the Omni came in. While it's definitely not the prettiest of cars you will see but it definitely does combine functionality with spacious volume which is exactly the purpose of an MPV. Step inside and you are welcomed by bare utilarian interiors. Look through the Alto steering wheel and you find the speedo console which is has a large speedometer flanked by a digital fuel gauge. Towards the left of the console is the regular list of tell tale indicators like the malfunction indicator, battery oil etc. Getting seated in the driver's seat gives you a nice perched view of the road with a pretty upright driving position. Plastic quality all around is pretty flimsy and rattles are sure to set in nice and early. The dash is pretty basic with knobbed air-con controls instead of the rotary ones but has some pretty decent storage spaces available. Open the rear sliding doors and you are treated to a slightly comfortable version of a garden bench. While it may accommodate 3 abreast very easily, it's definitely not the most comfortable place to be, especially over long distances. We received the 5 seater variant so we have yet to see how comfortable the occupants will be in the 7 seater. However, around town resting yours truly on the bench shouldn't pose much of a problem.

Key the motor to life and the Eeco settles into a nice smooth idle, however one is immediately reminded about the activities going on under the seat. The activities performed by an all new four cylinder 1200 cc engine which has been conceived and designed at Maruti Suzuki. The aim was to make it a frugal performer and at the same time make it more driver friendly as well. With a high-pressure-injection system coupled with optimized injectors has resulted in better atomization resulting in low emissions and fuel consumption. To make the unit as smooth as possible, the engine features low friction design pistons and rings, low viscous engine oil. The unit pumps out a healthy 74 PS @ 6000 rpm and churns out a maximum torque of 101 Nm @ 3000 rpm. Driving around town, the Eeco feels nice and peppy. Even with the air conditioner on, there wasn?t any sign of load showing on the engine.

However, only a proper review will show how it performs under a full load. On the transmission front the Eeco features a 5-speed manual transmission. To provide optimum shifts, the Eeco features what Maruti calls DSA or Diagonal Shift Assistance technology. What this leads to is an improved and gliding diagonal gear shift with the system allowing for an easier diagonal motion thereby allowing for a smoother gear shift without any break in continuity of the action. Out on the little stint we had on the highway, the Eeco chugged along nicely and we even managed to see an indicated 120 km/h on the speedo. Weighing in at slightly under a ton coupled with a high center of gravity, high speed driving can get on the hairy side. Even the ride quality is on the bouncy side, however, we expect both ride quality and stability to increase once the Eeco is nice and loaded. Braking at moderate speeds felt sufficient but hauling the Eeco down from high speeds tends to lock the wheels and with no electronic assists whatsoever one can get entangled in a messy situation. A proper braking test during the road test should give us some more accurate details.
Let's get down to the most important part now which is the Eeco's price. The 5 seater with A/C is priced at an unbelievable Rs. 2.95 lakh ex-showroom Pune while the 7 seater minus the A/C comes at Rs. 2.82 lakh. Now try thinking of any other 7-seater MPV which can offer this kind of value. There is none, and that's the Eeco's trump card. It's the right mix of compact, peppy and frugal and all of this offered at an amazing price. Another success story from Maruti then? You bet

Volvo S80: First Drive

Mention the name 'Volvo' to Average Joe Indian, and he or she will be forgiven for conjuring up images of large buses ferrying hundreds of passengers between major cities. So of course, when the 'Volvo' badge is seen on a car, and not just any car, but a large luxury saloon, one is naturally met with rather quizzical stares. But contrary to popular belief, at least around here, Volvo is internationally renowned for making extremely well engineered cars which rate rather high on the safety mark, albeit lacking a bit of flair on some level. Thankfully, in these last few days before Ford finalizes the deal to sell this Swedish brand to Chinese car maker Geely, Volvo has been churning out some pretty good cars.

And this brings us to the topic of Volvo's new S80. The last time we encountered this big sedan, it was way back in 2008 with an awesome 4.4-litre Yamaha-made V8 engine under the hood and an even more awesome four-wheel drive system. Two years on, the car hasn't visually changed at all, but has definitely begun to show all that sensibility that Volvo is so famous for. This new 'D5' version of the S80 now offers a 2.4-litre 5-cylinder diesel motor - a move to improve mileage and cut down on CO2 emissions. But don't think that this makes the S80 boring by any means. Equipped with twin turbos, the D5 engine makes 205PS of oomph and 420Nm of torque, which should provide enough excitement when you put your foot down hard. And the performance figures corroborate this rather well. From standstill, the 100km/h mark comes up in just 8.5 seconds and the S80 will huff its way to a top speed of 230km/h in no time. Pure performance apart, all the engine's torque is spread evenly between 1500rpm to 3250rpm, which significantly aids drivability even in the slowest moving of city traffic. The car which we had received came with a 6-speed automatic gearbox or 'Geartronic' as Volvo calls it. Not only does it work exceptionally well in automatic mode, but in the manual mode shift between the engines wide torque band and the gearbox swaps cogs as quick as some of the dual clutch gearboxes from its German rivals.

Now in this segment of cars, BMW is pretty much the king when it comes to handling prowess, and of course no one expects a brand that is preferred by soccer mums to really set the benchmark in this department. But you'll be surprised just how well this car handles, especially considering that it doesn't even have the four-wheel drive system which is present on its V8-engined sibling. Ordinary front wheel drive it may have, but this S80 takes corners with much aplomb, providing plenty of thrills without any of the chills. The steering is light and easy to steer and makes short work of slow to medium speed corners. But the S80 doesn't fare so well on the high speed bends. This can be blamed on its soft suspension setup which seems to be designed for ride comfort rather than for speed. And speaking of ride comfort, the S80 really scores high marks in this regard. You can speed your way over most of the bumps and ruts without even batting an eyelid as the car takes most of the undulations common on our roads in stride. The brakes too have excellent feel and can shed off any excess speed without a hitch.

On the inside, the S80 is a hit-or-miss; while the interiors are extremely refined and well put together, one can't help but feel that they are just a little bit staid. The wood trim on the dashboard and the doors has a beautiful grainy finish that seems to be absent on most luxury cars these days, and the combination of white leather, black plastics and brushed aluminium is extremely soothing to the eye. That being said, it doesn't look as opulent as the interior from the Mercedes-Benz E-Class or as high-tech as that from the BMW 5 Series or Audi A6. Even on the gadgets front, the S80 doesn't impress much. While there is a Bluetooth system for hooking up your telephone, there isn't much else apart from the regular stuff. The car does feature a unique child booster-seat that folds out of the centre armrest in the back seats.

Now we come down to the nitty-gritties - the price and the running costs. Volvo claims that this S80 with the D5 diesel engine bats out 11kmpl in the city and 20kmpl on the highways, and with a bit of sensible driving, these figures shouldn't be too hard to achieve. This makes the S80 probably one of the most frugal cars in this segment. As for price, at Rs. 37-lakh (ex-showroom Delhi), it's not exactly what one may call cheap, but it's still a good 8 to 9-lakh cheaper than its German counterparts. But it feels about that much lower in appeal as well. It's definitely a good option if you like your luxury cars to be subtle, and that 5-Star Euro NCAP safety rating for its high standards might just be enough to swing the vote in its favour.