Tips for driving safely on a highway

Highways might seem like a fun, fast drive, but statistically they're the most dangerous roads to drive on. Average speeds are higher and a wrong move can mean a pretty nasty impact. Here are a few tips to keep you safe the next time you decide to go for a long drive down the highway

1. Lane Discipline
This is something most people neglect on our highways. If you're driving on a divided 4-lane highway, it's always a good practice to drive in the left-lane as much as possible. As far as possible, the right lane should be used only for overtaking other vehicles. On a 6-lane highway, the best bet for cars is in the middle lane, as the left-most lane would be used by slower moving trucks. While switching lanes, always check your mirrors first and then use the indicators to warn surrounding traffic of your intentions.

2. Overtaking
Possibly one of the most potentially hazardous situations one faces on the highway is overtaking another vehicle. Before you start any overtaking maneuver, ensure that you're at a safe distance behind the vehicle you want to overtake - don't tailgate. Check your mirrors and blind spots for any traffic that is around or approaching you. Shift down to a lower gear so that you have enough power on tap to do the maneuver swiftly. Switch on your right indicator and cautiously move into the right lane ensuring that there is no traffic in it. If the gap is enough, accelerate quickly to a good pace and ensure that you are past the vehicle in as short a time as possible. Don't cut too soon in front of the overtaken vehicle and use your indicators for pulling back into your own lane.

3. Merging on or off
Merging from a slow moving road on to a faster moving highway should always be treated with caution. If the highway has a proper merging lane, start accelerating as soon as you are on it to get up to traffic speed. If there is no merging lane, come to a complete stop and only merge on the highway when there is no traffic. While turning off the highway, stick to the left side and gradually slow down before the turn. Make liberal use of the mirrors and indicators in either case.

4. Stopping on the highway
Sometimes unavoidable circumstances might force you to stop by the side of the highway. First off, use indicators, or if the situation demands, hazard lights, while pulling over to the side of the road. Gradually move over to the side and slowly reduce speed. Ensure that you stop only on road shoulder, as far away from the highway lane as possible. Once stopped, keep hazard lights running and deploy the safety triangle.

5. Even before you start off
The most important steps you can take to ensure a safe highway drive should be taken before you even leave home. Ensure that the car has been serviced recently before attempting any long highway trip. Ensure all liquids - oil, coolant, brake fluid and even the windshield wiper fluid are all topped up. All tyres, including the spare, should be checked and inflated to the correct pressure. The first aid kit should be in place. A bottle of water and some duct tape can prove extremely useful.

Safety tips to drive this foggy season

It's the time of the year, when fog is creating havoc in every driver's life. Driving during this time of the night is like driving with a blindfold on. Perhaps the safest bet if you run into fog, is to move off the road and wait till the fog lifts up. But then, is this is practical solution? Perhaps not. Here we give you some tips as how to drive safe during this foggy weather.

Tip 1: Slow down and watch your speedometer - before you enter smoke. Smoke creates a visual illusion of slow motion than your actually speed. So watch your speed meter and take control. Most accidents occur because the driver is going too fast for the conditions.
Tip 2: Avoid passing or changing lane - Its always safe if you follow the car who is in front of you. You don't need to be act and feel like a super hero and change lanes.
Tip 3: Roll up your windows and put the heater on the recirculation mode to avoid outside air.
Tip 4: Use the right edge of the road or painted road markings as a guide. If you drive close to the painted marks, you will somewhat get to know where is the road leading to.

Tip 5: Signal turns well in advance and brake early as you approach a stop. Keep your windshield and headlights clean to reduce the glare and increase visibility. Use wipers and defrosters liberally for maximum visibility.
Tip 6: If you must pull off the road, signal (people tend to follow tail lights when driving in smoke), then carefully pull off as far as possible.
Tip 7: Put your high beam OFF. People have the tendency to put the beam on, thinking the visibility would be more. High beams direct light up into the fog making it difficult for you to see. Low beams direct light down onto the road and help other drivers to see you.
Tip 8: Remember that other drivers have a limited sight distance and that fog can leave roadways slick. Signal early, and when you use your brakes, don't stomp on them.

Skoda Laura Vs. Chevrolet Cruze: Stars and Czechs

The entry of the Chevy's new Cruze has just hotted up the mid-size segment even further. But does this teeth-baring entrant have what it takes to upset the segment favourite, the Skoda Laura?

Being at the top is great. You're way above the rest, you are popular and it mostly implies you are successful. No matter how delightful it may seem from down below, being at the top is always a struggle with the competition always finding ways to push you down. In the 10-15 lakh segment it's the Skoda Laura which has been reigning supreme for quite some time demolishing one challenger after another. This time however the Laura is up against its toughest competitor yet. A competitor who packs a mean punch yet wears a suave bow tie while at it. What we're talking about is the all new Chevrolet Cruze. The J300 as it is internally known as was introduced in 2008 and internationally served as a replacement to the Chevrolet Cobalt and the Daewoo Lacetti. Since the Cruze was developed by a global design and engineering team it definitely feels much more American unlike its rebadged Korean predecessor the Optra.

And it looks the part too. The Cruze has a chiseled, sophisticated exterior that gives nothing away to more established brands. The unusual double decker front grille treatment is particularly refreshingly. The swept back head lamps the muscular swage line gives it an extremely aggressive demeanor. The Laura was recently given a face lift wherein it received stylish new headlights, a slightly revised grille and other minute changes. Still placed next to the Cruze, the Laura looks pretty bland. And more so in white where the Laura looked like Vanilla next to Blueberry.

On the inside as well the Cruze is as radical as its exteriors. The centre console is a mix of grey, silver and glossy black surfaces. The speedo console looks neat with overlapping ovals and the chrome rings around them. The seats are pretty comfortable and offer good support in all the right areas. At the rear however, the Cruze takes a back seat to the Laura. Not only does it have less legroom but headroom also suffers thanks to the sloping silhouette. A first in this segment the car also features Keyless start stop entry which is a welcome addition to the already loaded Cruze. Get inside the Laura and the first thing one notices is how much more airy and spacious the car feels. The ergonomics are spot on and so is the quality of materials, a hallmark of the Skoda brand. Getting to the rear, 3 adults can be seated abreast comfortably with more than ample legroom. On the hot summer days the Laura also has the distinct advantage of having a separate blower for the rear passengers. The Laura however is devoid of any kind of steering controls which is shocking for a car in this segment

The other shocker was provided by the Cruze. Floor the throttle and there is considerable lag till about 1800 rpm and then all hell breaks loose. The Cruze just rockets forward riding a huge wave of torque. The 100 km/h sprint is covered in just 11.6 seconds. Keeping the pedal nailed saw us through 200 km/h with us running out of road at 207 km/h. The performance is thanks to the brilliant motor lying under that chiseled hood.

The 1991 cc VCDi unit coupled with the variable geometry turbo pumps out a 150 PS and a stump pulling 327 Nm of torque. The Laura on the other hand has to contend with the dated Pumpe Duse engine which pumps out a relatively mediocre 105 PS and 250 Nm of torque. Performance as expected is not a patch on the Cruze. Pedal to the metal makes the Laura get to a 100 km/h in 13.26 seconds while she tops out at 181 km/h. Around town though it's the Laura that's easier to drive in bumper to bumper traffic due to the relatively less turbo lag. In the Cruze you're either out of the power band and once the turbo spools up, almost on the bumper of the car in front. The power delivery is anything but linear with the turbo kicking in wildly. So one really needs to modulate that throttle well. Gear shift quality is spot on in the Laura while the Cruze tends to get notchy at times. Braking is brilliant on both cars with both of them employing discs all around. The bite on the Cruz however felt slightly better. Dropping the anchors from a 100 km/h the Cruze managed to come to a halt in 46.77 metres taking just 4.11 seconds. The Laura did the same in 45.82 metres and 3.98 seconds.

Getting down to the fuel efficiency the Cruze returned 11.64 kmpl around town and a decent 14.73 kmpl on the highway giving an overall figure of 12.41 kmpl. With a 60 litre fuel tank the Cruze will easily mange 745 km. The Laura owing to its slightly better drivability managed a slightly better 13.44 around town and 15.8 kmpl on the highway. An overall figure of 14.03 kmpl and with a 55 litre tank gives the Laura a range of 772 km.
Cruising on the highways, the Cruze felt extremely compliant absorbing any and every undulations on the road with ease. Low speed ride is a bit firm but settle down nicely as the speed increases. Shod with traditional McPherson struts upfront with a stabilizer bar in the front and mini block coil springs at the rear, the Cruze is set up more for comfort than outright handling. Take it around your favourite twisties and the Cruze does not disappoint. There is ample grip and the steering is reasonably direct. On tighter corners there is a tad bit of roll with understeer setting in as you approach its limits. The Laura is an established performer in this area and offers one of the best compromise between ride and handling. The steering offers excellent feedback while the excellent set up suspension just goads to drive faster. Ride quality around town however is slightly on the stiffer side and sharp vertical movements can upset the passengers. So although the Laura has more space at the rear, it's the Cruz that's more comfortable of the two thanks to its brilliant ride quality.
The Laura is still a great buy. It has amazing build quality, huge amount of space coupled with excellent ergonomics. If you love to drive then the Laura makes even more sense thanks to its brilliant dynamics. But the Laura has been around since quite some time and needs more than a minor facelift. The latest contender in this segment, the Cruze on the other hand looks smashing and is one of the best lookers in the segment. Looks apart it is also high on performance thanks to the brilliant 2.0 L VCDi unit. Space on the inside is slightly lesser than the Laura but the Cruze fights back with better ride quality. The top of the line Cruze is also better equipped consisting of keyless entry, sunroof, leather seats, rain sensing wipers and the works. But what really tilts the verdict in the Chevy's favour is the price. At Rs. 13,40,592 ex-showroom Delhi it is almost a lakh rupees cheaper than the less equipped Laura making it brilliant value for money. The top spot has a new entry and it's taken by the Cruze.

Beetle Mania!

It was the year 1934 when Adolf Hitler announced that a car shouldn't just be a privilege of the wealthy. That's when he summoned a young Austro-Hungarian engineer by name of Ferdinand Porsche to talk about his plans for a car. Hitler specified the car should be small, durable and air cooled. Hitler christened it Volkswagen which meant the people's car. And that's exactly when the Beetle came into existence. Since then the little VW became the first car in Europe to pass the million production mark in 1955. It also pretty soon adorned a cult status making it one of the most popular vehicles around

Over the years, the Beetle's design has kept evolving, but it wasn't until 1998 that the little car received a total makeover. Based on the Golf Mk4 platform, the new 'Bug' was an all new car although it borrowed heavily from its predecessor in terms of styling. There have been no major changes on the design front since. But that's because it did not need any. VW has brought in the coupe styled hatch back version for the Indian roads. The original VW Beetle was one of the most recognizable cars on the road and the modern day equivalent is a well-executed contemporary take on a classic which, ten years after its introduction, still looks fresh and eye-catching. Like the re-invented Mini and the Fiat 500, the VW Beetle is a stylish piece of retro-design which although harking back to its original form exudes a modern feel to it. The rainbow silhouette, the bulging fenders with the round headlights, in fact everything about the car emanates a charm like none other. When you stop in a parking lot, onlookers will swarm around, peek in the windows and bombard you with questions. If you love being the center of attention, Volkswagen's New Beetle is the car for you.

Get inside and you find that the driver and front seat passenger sit below the highest part of the curved roof with the windscreen a long way in front. The interiors as a result feel exceptionally roomy with lots of head room and lots of light. The three spoke steering wheel is nice and chunky to grip and shares an attractive and good-to-the-touch pixel trim with the gear knob, handbrake grip and parts of the dashboard. The information display is dominated by the large, circular speedo, which in line with other VW models is backlit blue at night to contrast with the red needles. To remind one of the flower power generation there is also flower vase making its presence felt in the driver's cockpit area. What however is not cool is the amount of black plastic you find plastered all over. Even the quality of the plastic bits is far from what you can expect from a 20 plus lakh rupee car. In fact the plastics on the door trim were already rattling with less than 500 km on the odo. Seats at the rear will barely manage to seat two adults with hardly any legroom. The sloping silhouette at the rear also means adults hunching forwards rather than leaning their heads on the glass. Kids however will find it pretty cozy at the back. Luggage space is nothing to write about either. With 214 litres to play with you can barely manage to stuff your shopping bags in there leave aside your travel baggage's.

But what the little bug can manage is fuss-free transportation thanks to the perky 2 litre petrol engine housed under that cute little bonnet. The 1984 cc engine pumps out 115 PS @ 5400 rpm and a maximum torque of 172 Nm @ 3200 rpm. While the specs might look good on paper but on the road performance is pretty mediocre. Slot the 6-speed auto-box into drive, floor the throttle and Beetle chugs off the line with a slight lag. The 100 km/h sprint is dispatched in an ordinary 14.4 seconds. Power delivery is pretty linear and smooth but when performance is really called for the 2 litre unit feels slightly lacking. What however is not is the ride and handling. The suspension setup is simply brilliant and manages to absorb the worst of roads with nary a thump entering the cabin. The low ground clearance can pose a problem with monster speed breakers though. Hit your favourite twisty's and the Beetle rewards you with a nice well weighted steering and more than ample grip thanks to the Pirelli shod rubber. The all round discs do a splendid job of shedding speed which further encourages enthusiastic driving. The 80-0 is dispatched in just 2.78 seconds over 31.78 metres. With a kerb weight of 1345 kg coupled with an auto-box, the Beetle managed 8.12 km/l around town and a slightly better 10.52 km/l on the highway giving it an overall consumption of 8.72 km/l. With a fuel tank capacity of 55 litres the Beetle will run for around 480 km before you have to visit the next petrol pump.

 A Rs 20.45 lakh price tag, ex-showroom Delhi makes it quite an expensive proposition compared to other retro-modern from Fiat, the 500. So why would one buy the Beetle? It's not the most practical, not the most well equipped nor supremely powerful or fuel efficient. In fact it's nothing that the original people's car was. But what it is, is a car that captures your heart more than the mind. And when that happens one tends to overlook all those flaws and just love it for what it really is. And that's just what the Beetle makes you do.

History of the Beetle The history of the Beetle really goes back to pre 2nd world war Germany when Ferdinand Porsche had a vision of a mass produced vehicle that was affordable to the average German, an idea that was shared with the young Adolf Hitler who himself could not drive, but was a car fanatic. In 1934 he stated that his government would support the development of a 'people's car'. Impressed by Porsche's design capabilities, Hitler delivered him the design brief of a car that could carry two adults and three children at a speed of 100km/h with at least 15 kmpl and cost almost as much as a motorcycle. In 1937, the coachbuilders Reutter, based in Stuttgart, were asked to make 30 vehicles which would eventually be shipped to various festivals and fairs to entice the German public to buy. There were Saloons, sunroofs and convertible models. Hitler also introduced a savings scheme where the public could collect stamps that would eventually pay for the car. On the 17th February, 1972, the Beetle finally overtook Fords model 'T' as the most popular car ever made, later disputed by Ford who found new production figures, the Beetle went on to make sure there was absolutely no doubt. The last Beetle to be made in Germany left the production line in January 1978, bringing the end of an era. This was not the end of the Beetle though, production continued in Puebla, Mexico and the 20,000,000th Beetle rolled off the Mexican production line in May 1981.

Audi TT Vs BMW Z4: The Clash of the Coupes

First there was the Audi TT, and now with the BMW Z4's entry we have two of the hottest sports coupes from Germany ready to be lapped up by India.

Sports. Coupes. One of the words is about the absolute pleasure of the senses one experiences inside a car while driving it at speed, the other implies the visual pleasure of looking at the uncluttered, sensuous demeanour from the outside. Bring the two together and you have a lethal combination - a car that looks as fast as it is capable of going. No wonder then that when it comes to inciting desirous reactions from people outside and passion-filled squeals from the passengers inside, sports coupes are the order of the day.
And then we have the ones that come from Germany. Almost invariably with a pedigree in fun, drop-dead gorgeous looks, rock solid reliability and space-age technology, they usually figure in any auto nut's list of most desirable cars. But here is what we are excited about - now, with enough Indian Rupees in hand, two of these stunning machines can occupy our garages.
The Audi TT in its new form has been thrilling enthusiasts with its shape and sense since 2006, and was made available to Indian buyers last year. Not only is it one of the most elegant looking sports coupes in the international market, it also got a headstart on most other cars of the same category in India. Internationally, the TT comes with a host of engine options - ranging from the front-wheel drive 2.0-litre petrol to the one that we had - a full blown 3.2-litre V6 with four wheel drive.
But the reason this story came into existence was because of the launch of another sportster. This one comes from the three-lettered car maker from Munich, and has been sending enthusiasts in a tizzy with its aggressive lines and Casanova characteristics. The BMW Z4 has also received an upgrade and it has stepped away from its Bangle influences and moving further into macho territory. Plus, it's a Beemer, which means it probably goes like stink. The perfect set up for a face off then? Hell yes!

driving alongside in the gorgeous Audi TT, but I have something very special. It's the spanking new BMW Z4, an update and a redesign to the international model, but for us Hindustanis it's an all-new sort of car. And my word, what a car! Not just to drive - as one of the foremost sports coupes in the world it has to be that - but also to look at. Enough to intimidate everything else on the road, and more than enough to make any aficionado go weak in the knees.

The 2009 BMW Z4, visually, is the perfect amalgamation of creases and curves. It has a long nose that bulges up, reaching above the level of the lower edge of the windshield, making it seem like you're piloting a World War II fighter plane. For all practical purposes, the Z4 looks like a roadster on steroids. It is much more conservative on the inside though, but just as expected from any Beemer, the ergonomics are spot on. The elegant and well executed cockpit simply wraps around you. And that really helps when it comes to pedal-to-the-metal fun in the car, which borders on being vicious thanks to the massive 3-litre twin turbo inline six housed under that expansive hood. The Z4's 3-litre unit thumps out a massive 307 PS and 400 Nm of torque. 100 km/h comes up in a scant 6.3 seconds and the quarter mile is done with in a blistering 14.8 seconds. Keeping outright acceleration aside, the car's midrange power delivery is just as impressive

A stiff suspension set up coupled with ultra low-pro tyres means that the Z4 is absolutely unforgiving on the minutest of bumps. But where all that stiffness excels is on the corners. The chassis and the suspension work harmoniously, giving you tremendous confidence to hurl the car around corners at speeds one can only dream off. But that's for later - in its essence, the Z4 is a car made to arrive in style, to leave jaws dropped. Factor in the massive show-off accessory that the top-down ability brings, and you have the flashiest car on Indian roads.
Look at him, being all cool with his shades on. He just grinned at me through the window, stepped on the gas and sped away. A show-off, just like any sportscar enthusiast - all-go, little sense. Am I jealous? Of course not. What I am driving may not look as hot as the BMW Z4 and may not keep up with its vicious acceleration in a straight line, but it beats the flashy convertible in good, plain sense. And it feels good from the inside too. Sweet car, this Audi TT.
The TT has been Audi's sportster of choice for many years now, and in its second redesigned iteration it certainly makes a much larger statement on the street compared to its predecessor. In fact, this same design garnered a bucketful of 'Design of the Year' awards when it was launched in 2006. Curvaceous, compact and uncluttered, the TT may not look like it is out to eat other cars on the road, but carries almost the perfect design for someone who wants to look fast, and not scream about it.

The interiors have a decided feel-good sports coupe streak to them, with the red leather treatment, chunky dials and that beautiful steering wheel. The TT is pretty spacious on the inside too, with +2 seats for kids at the back and a seriously large boot to carry all your stuff in. No true-blue sports coupe would stand the shame of being called plush, but the TT comes as close to being comfy as any other car made to go fast and look good at the same time.
And go fast, it does. The 3.2FSI six-cylinder engine pumps out a healthy 250PS of power and 320Nm of torque. It does not disintegrate other cars in terms of acceleration, but aided by its compact dimensions and that awesome Audi Quattro four-wheel drive system, it would happily outcorner most cars on a tight set of twisties without breaking a sweat. Not only does that make the TT a safer car, it also makes it a really easy car to go fast in. Favourite ghat approaching ahead. Must reel in the cool guy with his shades in the sharky Z4.

Verdict
Since sports comes first in sports coupes, let's speak of performance before anything else. In terms of numbers, the BMW Z4 has the Audi TT covered. Be it power, torque, quarter mile times or seconds spent speeding to a 100 km/h, the Z4 outperforms the TT in almost all respects - and it should too, given that the Beemer is a good Rs 15 lakh more expensive than the Audi. The TT does not make any excuses about its performance, however. Give it a real world road and not a dragstrip, and watch it keep up with the Z4 merrily. Sports cars are meant to be a little over the top, a little scary - but we don't believe that should be held that against the confidence and safety that the TT's Quattro system brings with it.

When it comes to looks, the Z4 makes the TT pale in comparison when the two are rolling together. There is just so much visual entertainment coming from the curves and creases of the Z4 that the TT's smooth surfaces are somehow just not enough. That being said, the only time when the TT does not get looks on the street is when a Z4 is around, and it remains one of the coolest and most distinctive set of wheels on Indian streets.
If the Audi does not have much going for it on the road, it makes up for the shortcomings from the inside. Sportier and more feel-good interiors, a lot more usable space, more comfort and more well-rounded performance - the TT probably is more car per car in a straight head to head. The Beemer does not care, and goes roaring past. Handing out a verdict between the two would mean judging between unhindered flamboyance and calculated sense. And in our books, both are equally important.

Maruti Suzuki SX4: Brawn is back!

After meeting little success with the dated but well-rounded Baleno, Maruti decided to go in for a successor that is new, global and revolutionary. The SX4 was Maruti's answer to the Honda City which has dominated the segment all throughout. The car has a total macho appeal which is mostly associated with SUV's. With large swooping headlights and muscular wheel arches, the SX4 comes across as quite a brawny looking sedan thanks to its crossover roots from the European markets. Step inside and you are greeted by spacious well appointed interiors. The cabin quality is also very good and the dark black dashboard with the aluminium inserts adds a classy touch. Under the hood, the 1.6 litre M-tec engine puts out 103.4 PS and a 146 Nm of torque which leads to a 12 second 0-100 km/h dash and a top speed of 179 km/h. The SX4 is pretty stiffly sprung and coupled with the massive 16 inch 205 section tyres and the long wheelbase, the big Maruti grips hard although the fun factor is slightly dampened by the high ground clearance causing too much body roll. The SX4 pushes all the right buttons of the Indian consumer offering just the right bang for the buck. Cheers; Bold Stylish Design Amazing price to package value Quite an entertaining drive. Very good ground clearance Spacious well appointed interiors. Sneers: Slightly stiff ride quality. Engine sounds a little coarse towards the redline. Body-roll steps in on really tight corners Thick A-pillar restricts vision to quite an extent.

Toyota Camry: Stealthy Cruiseliner

The Toyota Camry has been one of the best selling cars around the world with over ten million units sold worldwide. India got its first taste of the Camry in 2002 which although a very good car in itself had as much style and individuality as a vanilla ice cream. But all that has changed with the launch of the sixth generation model.
The thing that gets noticed first up is the radical styling which has given an overtly aggressive look to the car. The interiors follow the radical approach as well. With a metal on plastic two tone theme, the steering wheel looks classy while the centre console having luminescent aquamarine shades accompanied by thin layers of dull silver add a youthful exuberance to the already pleasing interiors.
With a near 23 lac price tag, the car is loaded to the brim as one would expect. There are gadgets galore with the car featuring rain sensing wipers, proprietary 'Plasmacluster technology' for better cooling and HID head lamps which switch on automatically once ambient light recedes below a certain level. The heart of the matter is still the butter smooth 2.4 litre inline four, now pumping out 167 PS with 224 Nm of torque. Radical looks luxurious interiors and loaded to the gills pretty much sum up the Camry. Further aided by Toyotas legendry reliability it's a buy you just can't go wrong with.
Cheers:

• Radical styling which sets it apart

• Plush and spacious interiors.

• Excellent Ride quality

• Smooth and refined engine

Sneers:

• Performance not on par with the competition

• Not a very spirited handler on twisty roads

• No Diesel option available

• Expensive, since it's a CBU    

Tata Indigo BS III

Tata burst onto the mainstream car business with the Indica which immediately became the people's car offering tremendous value for money. In 2002 Tata followed it up with the Indigo, basically a sedan version based on the Indica. One look at the Indigo and it's quite apparent that the car was not meant to be in any kind of beauty pageant. The raked front windscreen does not totally gel with the newly added boot making it look like an add on fitment. The increased wheelbase though has definitely worked wonders on the inside. There is loads of legroom making it one of the most spacious sedans in its class. The dashboard is pretty similar to the Indica as well but in beige trim looks pretty pleasing to the eye. The dashboard also consists of an electrical socket which may be used to plug auxiliary equipment. Under the hood the Indigo comes with a 1405 cc indirect injection turbocharged unit making 70 PS @ 4500 rpm and a maximum torque of 125 Nm @ 2500 rpm. The Indigo feels lazy off the mark but once the turbo spools up post 2000 rpm, it comes into its element. The drivability is pretty decent around town as well. The engine though is on the noisier side and chasing revs creates quite a bit of racket. The Indigo sports McPherson struts upfront and an independent 3 link McPherson strut at the rear giving the Indigo an excellent ride quality. Spacious, practical and big on value, makes the Indigo a strong contender in entry level segment. Cheers:? Sneers: Powerful yet efficient engine Engine noise Spacious cabin, leg room and decent trim levels Rear seats could have been more supportive Comfortable and supportive front seats Steering feels too light Light clutch Gearbox lacks feel Big boot Brakes tend to lock up easily Improved overall quality Turbo lag

Hyundai Sonata Transform

Hyundai India has refurbished their flagship model, the Sonata for the better. Based on the 5^th generation platform, which we knew as the Sonata Embera, Hyundai's new car has now transformed into a formidable package.


It's a reasonable small marketplace to which the Sonata Transform belongs to. Competition is tough and the top dog in the bracket is none other than the Honda Accord. The Skoda Laura also slots into this segment, competing in the diesel engined class. Overall demand for this segment is around 8000 units, so the fight is neck and neck and the playground is small. Hyundai knows this only too well with lessons learnt from the Embera. This has only made Hyundai's ambition grow and now with the revitalized Transform, the company has decided to go head on with the competition like never before.

At first glance, it is a little difficult to tell the car apart from its predecessor, however a closer look reveals more. The Sonata Transform now possesses a more elegant undertone to the entire external look of the car. This visual appeal is dominated by the large front headlight clusters and the slightly reworked taillights that liven up the exteriors considerably. Hyundai has also given the new car slimmer body mouldings and a reworked the front bumper to give it a sleeker flowing look which also adds to the car coming across visually as a wider and more elegant package. The bumper also incorporates a larger air dam and the radiator grille is now done up in chrome to give the Transform a richer up market look. Topping of the exterior visual appeal are the stylish new alloy rims shod with 215/60 R 16 tubeless tyres, which accentuate the car's sleek design.

Getting inside the Sonata Transform is where the real surprise lies. Unlike its predecessor which possessed rather dull interiors, the Transform now comes with a distinct up market fit and feel to the entire cocoon. It's spacious and has oodles of place to stow away little knick knacks and the wood inserts actually look very stylish. The plastics are great and so is the look and feel of the dash; however the only grouse are the chrome bits that could do with a better finish. Apart from that, Hyundai has kitted out the car immensely and comes loaded with creature comforts such as the separate climate for driver and passenger, multi-activity controls on steering wheel, MP3 compatible audio system and a complete leather trim pack. On the diesel VGT automatic model, Hyundai also offers keyless entry and keyless ignition. A special note to mention here is that the diesel automatic Sonata Transform is the kingpin of the range and comes packed with the most goodies.

What is hidden away from view yet very much important for a car of its class are the enhanced safety bits like ABS and EBD (electronic brake-force distribution) and also four airbags (dual front and two sides) as standard equipment. In fact if you want even more, you can opt for the optional airbag packages which comprises of two curtain air bags for just Rs. 31,807. It's a good value add to the entire package.
The true transformation of the Sonata, that makes this makeover on the 5th generation platform more than a lipstick job, lies under the hood of the car. An all new second generation 2.4-litre unit from Hyundai's Theta family of petrol engines has been lowered in to power the flagship model. This new engine sports a variable intake system (VIS) and variable valve technology (VTVT) resulting in not just ample power (175PS at 6000rpm) and torque (238 Nm at 4000rpm) but also in a more refined power delivery. The company also claims that fuel efficiency is also enhanced with the adoption of these new bits and also additional frictional busting technologies employed within the powertrain. Fitted to a five speed manual transmission, the petrol Sonata is definitely a better drive than its predecessor. The car capitalizes on the horses being churned out by the engine and you never really feel out of breath, even well into three digit speedo territory.

Hyundai is also offering a diesel variant of the Sonata Transform, which will not only appeal to the penny conscience but will also address the growing need for affordable premium diesel sedans. The diesel mill is the same as the one employed under the hood of the outgoing Sonata Embera, namely the proven 2.0-litre, four-cylinder CRDI engine, however power has been upped from 142 PS to 150PS. This unit is noted for its strong torque thrust, developing 315Nm across a wide powerband, aiding both straight line acceleration as well as high cruising speeds. While driving the car, there were times that you could mistake its sheer pick up for a petrol, of course the slightly vocal engine did give away the nature of fuel type, but in terms of hustling down a highway, the diesel is no slouch. With the diesel you get a choice of either a six speed manual gear box or the four speed automatic. The six speed is for those who like to drive the car themselves. It capitalizes on the powerband and does its duty in an impeccable manner. The four speed automatic is for the owners who prefer to be chauffer driven for it offers a smooth transition between gears and more importantly it ensures a smoother power delivery to avoid unwanted jerks making it a great car for the well heeled in the city.

The fact that the diesel engined Sonata Transform has more options not only in terms of gear box choices, but interior fitments goes to show that Hyundai is really looking at this version to bring in the numbers. After all, in this day of economic slowdowns and job cuts, it makes sense to have a plush car that doesn't chew a hole in your pocket.
Driving the Sonata Transform is a whole new experience as well. The higher powered engines deliver on the tarmac and the cars are quick off the spot. Attaining three digit figures is a brisk business and well within the scope of what the competition does. A full road test will reveal more in terms of numbers, but from a point of just feeling the power, the Sonata Transform is more than suitably powered. Despite its large proportions it is easily manageable in a city. The steering is light, suspension is soft and you almost feel as though you are floating. It soaks up bumps and passengers can rest assured that a commute in a Sonata will be a pleasurable experience.
Out on the highway the big Hyundai looses an edge due to the soft suspension, for the trade-off with a smooth ride is handling. At high speeds the ride remains smooth, but the inputs in terms of steering become a little vague and slightly unnerving. Let me add that is difficult to attain the best of both worlds and this trade off has to be looked at from the fact that most Sonata owners will predominantly use the car in the city, and this is where Hyundai has made their efforts count the most.
Having said that, the Sonata Transform lives up to its name as a total transformation from the Embera. It has been changed to deliver on many accounts and from the looks of it the car has the ability to shake things up in the D segment. Hyundai has accomplished a well executed enhancement on the Sonata, giving this car the highest appeal factor it has ever had.