Chevrolet Tavera brings success to General Motors General Motors has had a rough ride in the Indian market. Their Opel range of cars was seldom upgraded and was too expensive to lure the Indian customers. As a result, the company decided to launch the cheaper vehicles from their other brands under the highly regarded Chevrolet brand name and the results are showing.

With its better average mileage of 14.3kmpl; ergomax seating arrangement with flexible and comfort option; noise Vibration Harshness (NVH) and other features are making this car more and more reliable to the buyers. Chevrolet Tavera is a practical multi-utility vehicle from General Motors. Its ‘Ergomax’ seating with flexible options provide unmatched space and comfort.

“As expected, the Tavera is turning out to be as popular in India as it is in other parts of the world thanks to the many engineering changes and build quality that was carried out to meet local customer requirements. We believe that the Chevrolet Tavera is just the right product for India,” said GM India Vice President (Corporate Affairs), Mr. P. Balendran. The Tavera has received the thumbs up from both customers and the media. Besides rave reviews in the press describing it as an excellent package in terms of value proposition and product attributes, the customers who have taken delivery of the cars are also absolutely excited and upbeat about the performance and attributes of the vehicle, Mr. Balendran added.

Customers are also very excited with an industry first 5 years/ 150,000 kms Introductory Warranty on its 2.5-litre turbo diesel engine known for its excellent fuel economy and healthy delivery of low-end torque. This reinforces and demonstrates GM India’s confidence in this product and therefore customers looking for an MUV with car like comfort will have no hesitation to go in for Tavera with its assured performance.

In another industry first for a global vehicle manufactured in India, GM India achieved 85 percent localization on job one for the Tavera. This resulted in competitively pricing the product thereby offering an excellent package in terms of product attributes. GM India’s goal is 93 percent localization by the end of 2004 to let the customer enjoy a lower cost of ownership through lower part prices and the ready availability of parts. .

In preparation for the launch of the Tavera, GM India had upgraded and expanded its dealer network with most facilities adopting the state-of-the-art “3S” integrated facility norms. Two other Chevrolet products sold in India have won laurels for GM India. The Chevrolet Optra midsize sedan and Chevrolet Forester SUV have won seven major automobile awards between them over the past year. The Optra was named BBC World “Wheels” Car of the Year, BBC World “Wheels” Viewers Choice, and Best Car in its Segment. The Forester was named CNBC Auto car – Viewers Choice and Best Value for Money, CNBC Auto car – Best Drivers Car, and BS Motoring – Import Car of the Year.

The Chevrolet Optra has quickly emerged as the sales leader in its segment, having captured a 31 percent share in the first five months of this year. Chevrolet Tavera is equipped with 2.5-liter direct injection insta-torque turbo diesel engine that eliminates turbo lag. Tavera gives a superior mileage of 14.3 kmpl (overall) and 20.1 kmpl (highway driving). Chevrolet Tavera is loaded with top-of-the line safety features. They include powerful ventilated front disc brakes for better stopping power, load-proportioning valve for brake force distribution, body-on-frame construction, passenger cell with front crumple zones, and side-impact beams in all side doors.

First Drive

Over the years, General Motors have come to understand the psyche of the Indian consumer. They know what the Indian car-buyer wants. The origins of a car are of little consequence – just give us reliability, fuel economy and above all, great value for money. Moreover, GM has learnt to oblige. In Chevrolet, they are building a VFM brand under which they can sell various cars sourced from their multiple alliances from all over the world. Witness the Chevy Forester (Subaru), Chevy Optra (Daewoo), and now, the Chevy Tavera, which is a born-again Isuzu Panther. With the Tavera, GM hopes to capture a slice of the one, 00,000-units-a-year MUV market in India.

We were invited to GM’s plant in Halol (near Baroda) to drive a pre-production Tavera and the first thing about Baroda that struck us was the heat. On the day of our drive, the city was baking in temperatures of 42-degrees Celsius. Moreover, while being transported from our hotel to the GM plant in an Optra, we caught our first glimpse of a Tavera that was being driven out of the plant. Painted in pristine white and free from any add-on adornments, the Tavera looked like a clean, honest, and well-proportioned utility-vehicle. In the styling department, it quite whoops the current-generation Quails, though the next-gen Quails (which are due to arrive soon) might change that.

We were slated to drive a top-of-the-line Tavera SS and I could not help noticing the snazzy-looking bull bar at the front, ‘Turbo’ budging on the flanks, chrome-plated mirror-housings, front fog lamps, side cladding and twin-tone paint. Okay, so it will never be an SUV, but you can make out that the Tavera’s been trying. The Chevy is a mite longer (2 cm) than the Quails and a full 11 cm longer than the Scorpio, but the latter is 2 cm wider. Bottom-line is, the Tavera does not come across as ungainly and carries its heft well. Our Tavera had a set of smart-looking 7-spoke alloys, which, combined with a short front overhang, lent the UV an almost sporty stance. Only, the long-is rear overhang spoilt that effect a bit. Look at the SS from the front and it almost does a convincing SUV impression. However, look at it from the back or in profile and we are back in people-carrier territory. Which is just as well? We are told that GM has plans of selling this car in 8-, 9- and 10-seater versions and I am sure taxi-operators around the country will love them all. In addition, so will back-seat occupants. The Tavera, bless its Japanese/American soul, has separate zircon vents for both rows of rear-seat passengers.

Time to peek under the bonnet then. Lift the lid and you are greeted by a four-cylinder, 2499cc, and direct injection turbo diesel. A low-stressed unit, it produces 79 horsepower at 3900 rpm and a more respectable 19 kgm of torque at a suitably low 1800 revs. This engine has been locally optimized for our driving conditions and is being manufactured under the guidance of Isuzu engineers, at Hindustan Motors’ Pithampur facility. In fact, the Tavera will go on sale with the highest level of indigenization (85 per cent, compared to the Optra’s 30 per cent and the Corsa’s 60 per cent) amongst all GM cars.

The Tavera’s engine is certainly no scorcher, but power output is adequate – enough to get the job done. We pitted a pre-production Tavera against the clock – with more or less predictable results. The Chevy went from 0 to 60 kph in 9.09 seconds and took 23.36 seconds to hit the 100-kph mark. It also did 130 kph down the Baroda-Halol highway, but I suspect the Tavera had another 10 kph in reserve. This compares well with the diesel Qualis, which takes 9.46 seconds to hit 60 kph, 24.23 seconds to get to 100 kph and has a 130 kph top whack.

The Scorpio, with its 30 bhp advantage over the Tavera, is significantly quicker and faster than the Chevy, but still, I would say the Tavera’s performance is acceptable for an MUV. It will not go scorching down the road, but if that is what you want you are Chevy to do, go buy a ‘Vetted. What will be more relevant in the case of the Tavera is fuel economy and while we are yet to test that, GM claim it will be better than either the Scorpio or the Quails. So let us wait and see…

Climb inside the Tavera and there is a sense of deja vu. You feel like you have been there, seen that before. There are shades of the Qualis in there, though personally, I would prefer the Tavera’s cabin, which counters the Qualis’ austerity with good cheer, lashings of plastic-wood, good quality cloth upholstery, and a Chevrolet-branded FM/cassette-player. The fascia is straightforward and controls are all stone simple to use. The glove box seemed a bit small to me and there is also a fair amount of grey plastic in there, but overall, I think I can live with the Tavera’s cabin. The seats are more comfortable than; say, a Qualis, though ride quality is about the same. What I do not as if so much is the Tavera’s long-is gearlever. I found it a bit awkward to use and shift-quality was not very good either. Then again, GM representatives made it very clear that this was a pre-production car and that things will improve by the time the car is actually launched.

Surprisingly enough, the Tavera’s handling is not very bad either. Given that it is a big, heavy MUV, I would not have been too surprised if it handled like a bag of potatoes, but the Tavera handles its bulk fairly well. In order to see how easily the Tavera would get out of shape, I tapped the brakes hard (from a steady 70 kph, in a straight line) and swerved to the right. The Tavera squealed and squirmed and did a violent little tail-wag, but ultimately fell back in line, with its 205/65, R15 Bridgestone is clinging to tarmac for all they were worth. I will admit I was impressed – the Tavera’s behavior was better than I would have expected from a body-on-chassis MUV with leaf springs at the rear.

After the Optra, GM might have another sales success in the Tavera. Though it does not really break any new ground – style wise or mechanically – this car has the potential to unseat the Qualis. I must say I did not enjoy driving it as much as I enjoy a Scorpio, but the Tavera does no wrong either. We are told that the Tavera will be sold in various seating configurations and prices will start from Rs 6 lakh for the base model, stretching all the way to Rs 9 lakh for the top-end variant. In my opinion, the lower-priced variants will probably make more sense and should provide good value for money. GM has picked the right mass-market niche and if they play their cards right, the Tavera might just give a fresh lease of life to GM’s and Chevrolet’s record of accomplishment in India.

Exterior

The Chevrolet Tavera is clearly not an SUV and it is not a family van either. Its design is somewhere in-between and is probably an attempt to pander to the tastes of both, the individual, family car buyer and the fleet owner looking for a large, but comfortable people’s carrier. With that objective, GMI calls it a multi-utility vehicle and offers six variants with the same engine but different trim levels at a range of price points.

For the untrained eye (if we can call it that), at first glance, the Tavera is almost like a bigger version of the Maruti Suzuki Versa, except for the longer bonnet and the larger wheels. The shorter roof, the sharp sloping bonnet and the long wheelbase makes the Tavera seem to have more car/family van genes than of a utility vehicle. That is part of the gamble that GMI is taking with this new Chevy vehicle. The company is hoping that unlike the existing MUVs (read the Qualis) the Tavera’s more contemporary, almost car-like styling will be an attraction among the more discerning, family UV buyers.

The Tavera design is also meant to offer a more elegant, yet utilitarian set up by retaining the underpinnings of a ladder chassis and leaf-spring suspension construction. The vehicle’s car-like features include the fluid lines that define the Tavera’s exterior and make it visually seem more compact than the Toyota Qualis, while it is actually longer and wider than the latter. Clear-lens headlamp and tail lamp clusters, which are now an industry-standard, also lend the Tavera more ‘car-character’.

However, the small radiator grille, though it gels with the overall design, does not give the Tavera the benefit of a visually larger frontal appearance. Pre-formed panels and wheel arches that run around the vehicle in the upper-end variants give the Tavera a more elegant, yet rugged look. However, the step-up ladder chassis that this MUV is built on makes the floor of the vehicle rise gradually towards the rear and, as such, the seating position is raised at the second and third rows. As a result, ingress and egress from the Tavera’s second and third seat rows is quite a climb, without the assistance of side steps. Aluminum side steps are standard fitment only in the top-end, SS variant.

The exterior styling of the Tavera has an element of contemporariness compared to the more ‘boxy’ and dated (but very functional) design of the Toyota Qualis. However, that still does not make Tavera the looker in the budget SUV/MUV class. The Mahindra Scorpio will surely walk away with that honor, despite its age in the market. The Scorpio owner will also get a more dominating street presence.

Interior

The interior of the Tavera is a bit of a let down for the buyer who is essentially looking for a luxury passenger car that can accommodate his extended family. The seating is comfortable in the higher trim variants and the dashboard plastic and door panels with fabric inserts look better finished and more elegant than the tacky interior finish in the lower trim variants. However, then, that appears to be in keeping with GMI’s plans to push the lower trim variant as a value-for-money option for the fleet owner. That also explains the bench seats in the entry-level variant, which also does not feature an air-conditioner. Nevertheless, even the LT-2 variant’s (one shy of the top-end) interior is very spartan.

Though the two higher trim variants – LT-2 and SS, which will be targeted mainly at the individual car buyer – have a few innovative touches in terms of storage space, one will still miss the cubbyholes and other floor-mounted storage options. The large emptiness surrounding the gearshift stick and between the two bucket seats in the front would be visually unattractive for the car buyer.

Tavera’s three higher trim variants also come with dual air-conditioners, as in the higher trim variants of the Qualis. The only difference that GMI has scored with in the Tavera is that the roof-mounted air-conditioning console comes with opposed vents to simultaneously spread cool air to both the second and third rows. This makes it more effective and quickly cools the interiors. However, the roof-mounted air conditioner’s fan is noisy.

The dashboard and instrument cluster in the Tavera is neatly laid-out and has a few firsts to its credit. However, though the knobs and switches feel rugged, they are puny, and do not gel with the Tavera’s overall design theme. They do not give the Tavera’s interiors the look of a luxury car, not that the competition’s vehicles in this class offer any better.

Engine and performance

Clearly, the Tavera’s biggest and point is its 2.5-litre Isuzu diesel engine. The 2,499cc, four cylinders, direct injected, turbo-charged JA-1L Isuzu diesel burner comes up with a decent 80PS of maximum power at 3,900 rpm. However, more importantly, the Isuzu engine and the soft turbo-charger combo enable the vehicle to come up with a sprightly performance with the turbo kicking in at very low engine rpm levels.

The Tavera’s engine, the same tried and tested one in the Isuzu Panther, comes up with a class-leading maximum torque of 19 kgm at a low 1,800 rpm. The engine is thus very responsive. Ultimately, the low-end torque goes on to reduce the need to shift into lower gears in city traffic and adds to the vehicle’s fuel efficiency. GMI claims that the Tavera is at least ten per cent more fuel efficient than the competition.

In comparison, the Qualis’ 2,446cc 1-RZ E diesel engine comes up with a max output of 75PS at 4,200 rpm and a maximum torque of 15.4 kgm at 2,400 rpm. The Qualis also feels a bit sluggish in the lower rpm range and in the first two gears. However, at higher speeds and into the higher gears, there is hardly any difference between the two vehicles.

Handling and suspension

Dimensionally, the Tavera is longer and wider, but shorter than the Qualis. The Chevy vehicle’s wheelbase is also longer, but despite these bigger dimensions, its kerb weight is only on average about 65 kg more than the Qualis. In the Tavera, the shorter height of the vehicle, the ladder chassis and the more precise re-circulating ball and nut steering system (instead of the more common rack and pinion set-up) gives it a slight edge in handling.

The power-steering response is good and the sharp sloping bonnet gives the driver more confidence in city traffic. But reversing into a parking slot is a bit of a problem as the view is compromised a bit due to the high mounted position of the rear windscreen.

The suspension set-up in the Tavera features independent torsion bar springs in the front. This gives a good ride and improves its shock absorption abilities, while simultaneously limiting nose-dive during sudden braking. The rear features leaf springs with ‘front-back’ dampers that are designed to improve stability. The Tavera’s rear overhang is also lesser than its immediate competitor the Qualis.

Therefore, while ride quality in the third row will be better, the rear leaf spring suspension set-up limits the level of improvement. Moving over to the inside, the Tavera greets you with reasonably soothing interior trim, good seating space for both front and middle row passengers and a commanding driver’s view with well laid out steering-seating arrangement. Even though leg room is more than what we have seen on any vehicle of its category, the third row of front facing seats is quite close to the floor thereby not offering adequate thigh support as the knees are raised.

The instrument cluster is very basic comprising of the odometer, and fuel and temperature gauges, and it is only the top of the line variant that also gets a tachometer. High-end variants of the Tavera will come with a split air condition with dual evaporator coils, one for the front and the other for the second/third row of seats. The air conditioning vents for the two-rear row of seats are uniquely placed on the roof and throw air on both the rows.

Seating arrangement also varies with a bench seat accommodating three in the front and/or a bench seat at the rear accommodating three and facing front or two bench seats facing side-ways instead of the third row and accommodating four persons, two on each bench. Thus with various permutations and combinations the Tavera can seat from eight to 10 people. GM is planning to get the Tavera to be very competitive in the Indian market by starting with a high level of indigenization, which from day one will be up to the tune of 80 per cent.

That combined with cutting costs in order to offer competitive pricing has been the hallmark of this project, and for now its showing. The roof lining for one is of the soft type, something that is passe in current generation automobiles. And though we have heard many arguments in favor of this type of lining the most conclusive has always been the fact that a molded roof costs close to 75 per cent more than the soft one, resulting in significant cost savings.

But for a vehicle costing close to nine lakh rupees, as the top end version of the Tavera is expected to be priced, it surely does not seem justified and we hope General Motors will look into this before making the final decision and the actual production of the Tavera starts, for these are after all pre-production stage vehicles that we have seen. The plastics on the insides apart from the dashboard unit (which is imported), feel tacky as well and some of the switchgear is not of the quality one would expect in a vehicle of its class and cost.

The starting of the engine reveals a pleasant surprise with noise levels inside the cabin, especially with a DI engine I running the show, being fantastically low as well. As we take the Tavera out to the nearby hills for a short drive, we realize that the turbo kicks in un-noticed. Although GMI engineers claim that the boost of the turbo has been kept especially mild and is to enhance low-end torque, ensure better drivability, good fuel efficiency, and help meet emission norms, we feel that the MUV misses the extra pep that could have been another one of the turbot’s advantages. In addition, apart from a little bit of frantic gear shifting which one had to resort to go up a rather steep slope, the engine feels adequate.

The gearshift is nice and smooth but there is a slight problem with the 2nd and 3rd gears being slightly far apart, and inducing rather frequent shifts when going up inclines. The suspension has been set up rather well keeping in mind Indian road conditions and the Tavera has a rather car-like ride. The visibility from the front is great and the Tavera is as easy to drive as any car, and in fact drives better than many cars. The steering, which feels fine at normal speeds, does become slightly vague at higher speeds, but should not be a cause for any great concern.

Overall, we feel that GM has a winner on its hands if it can optimize a few things before the Tavera goes into production. The quality of switchgear and the tacky plastics no one will forgive, even if the performance of the drive train is overlooked because of the fuel efficiency of the vehicle, which is being claimed to be high in normal city driving conditions. That apart, the positives that the Tavera comes with are many. GM India is a wholly owned subsidiary of General Motors Corporation. Besides the Chevrolet Optra, GM India manufactures the Chevrolet Tavera and the Opel Corsa at its facility in Halol, Gujarat. GM India also sells the imported Chevrolet Forrester.

Technical Specification

Elantra is Hyundai’ss value-oriented entry in the popular compact car segment. All Elantra come with a long list of standard equipment including air conditioning, cruise control, power windows/locks, body-colored door handles, and side mirrors (which are heated and have power adjustment), remote keyless entry with panic alarm, height-adjustable driver seat, and a 6-speaker, 100-watt stereo with CD player.

The Elantra is available in two body styles and three trim levels. The four-door sedan is available in GLS and Limited versions, while the 5-door hatchback comes in GLS or sporty GT trim. The Elantra 5-door hatchback features four-wheel disc brakes in place of the sedan’s front disc/rear drum setup. All Elantra have four-wheel independent suspension; hatchbacks get a firmer setup with stiffer anti-roll bars (front and rear) to increase handling capabilities. The GT hatch is differentiated from the GLS by alloy wheels, fog lights, body-colored rear spoiler, and a black grille. GLS sedans and hatchbacks have a chrome grille, while the Limited gets a unique vertical-bar design. The Limited sedan includes fog lights, leather seats, and wood-grain interior trim. The aforementioned Premium Package, consisting of a power sunroof, anti-lock brakes, and traction control, is the sole option across the board.

Power for all Elantra comes from a 2.0L, four-cylinder engine with dual overhead camshafts, 16 valves, and continuously variable intake valve timing. Output is 138 hp and 136 lb.-ft. of torque and the engine meets ULEV (Ultra-Low-Emission Vehicle) standards. States that conform to California emissions standards get a SULEV (Super Ultra-Low-Emission Vehicle) version with an output of 132 hp and 133 lb.-ft. of torque. A 5-speed manual transmission is standard, a 4-speed automatic is optional on GLS and GT, and the automatic is standard on Limited and SULEV versions. EPA fuel economy ratings are 27 mpg city/34 highway for the 5-speed manual, and 24 mpg city/32 highway for the automatic. The Elantra, like all models from Hyundai, is covered by a 5-year/60,000-mile bumper-to-bumper warranty with 10-year/100,000-mile limited power train coverage.

All-new Elantra has visually improved several notches compared to the existing model. Despite a fantastically priced package that is the cheapest in its class for all the value adds, the Elantra sold in India never really caught on too well. The car packed in ABS, traction control, airbags, climate control and a multi CD-changer in addition to a refined engine with a diesel CRDi option that is frugal and efficient yet it never managed to do as well as the competition, which primarily came from Toyota, General Motors, and Skoda. One of the root causes sales was the oddball styling with the unsightly aesthetics. All that is now passe; the new Elantra is far more ?uid in form. However we still would not call it attractive as it tries to mate the Coupe’s character to an ironed out Elantra front end invoking a mixed bag of emotions.

The new design has added 2.2 inches to the height and two inches to the width lending more space to the greenhouse. Boot volume has also increased considerably making it a very spacious car in its class. Contemporary interiors are quite similar in design to the Mitsubishi Cedia with a sloping dash and two-tone theme. Expect a choice of two engines, a diesel, and petrol, as in the existing Elantra. There would also be the option of a 5-speed manual or automatic transmission. As in the existing Elantra, the all-new replacement also packs in similar safety features such as ABS with EBD and traction control. In addition, it comes with six airbags, active front seat head restraints, disc brakes on all wheels and impact resistant bumpers.

While Hyundai India has yet to announce the replacement that the all-new Elantra is heading to India is inevitable. It would be interesting to see how Hyundai prices the
Car considering they managed such a fantastic pricing on the existing Elantra. Stay glued for further developments. The Elantra is fairly well upholstered and is a nice place to be in. It has shut off that oppressive heat and to an extent, the drone of the common rail direct injection diesel engine. Did I say CRDi? Yes, after the three-cylinder 1500cc unit of the Accent and the massive, turbocharged 2900cc power plant of the Terracan, comes another CRDi engine in the Elantra. This time, it is a four-cylinder 1991cc unit developing 110 bhp at 4000 revs and a neat 25.5 kgm of torque from just 2000 rpm onwards. Sounds good, right? Wait, that’s not all. Hyundai is also bringing in a petrol version, a 1795cc inline four that produces a delicious 135 bhp at 6000 rpm and 16.6 kgm of turning force at 4500 clicks.

Which puts the Elantra firmly in competition with the Skoda Octavia on one hand and the Toyota Corolla on the other – and the engine specs actually favor the Korean. In addition, if we expect Hyundai to adopt a value-for-money pricing strategy, then the Elantra will land firmly on the Chevrolet Optra 1.8’s ballpark as well. Yes, there is a great comparison test just waiting to happen! We are preparing ourselves for the onslaught of Which Car. Questions already.

If one of those Which Car? Queries are about looks, then the Elantra might be difficult to recommend. Though this car received a facelift internationally, it retains that pinched, old, Hyundai corporate face, something that is already being cleaned up in their recent line-up of cars. That curiously shaped grille and those headlamps buried in black plastic went out of style along with VHS tapes and VCRs. The tail lamp treatment however is not that bad, it looks contemporary enough, but the rest of the architecture is conventional. That does not mean the Elantra does not have presence. Wearing a fluorescent white cloak and gleaming in the Chennai sun, the Elantra looked rather substantial. Something that is necessary in this category of automobiles.

Inside, the overall layout may also be conventional, dare I say dated, but all the controls are ergonomically placed, and the quality of the plastics seems to be of a higher order. There are quite a few notches and cubbyholes to keep stuff – I could not think of many things that would fit inside these, but I am sure once you start living with it, you will find them useful. The speedometer and the tachometer gauges get a unique, border-less treatment, which make them look different from anything you would have seen before. In addition, the steering wheel is quite neat too.

I am inside the diesel Elantra, which made me hopeful with its engine specifications. In addition, the way I see it, it is this version that is critical for Hyundai, to bring in the volumes – other than the Octavia 1.9TDi, and it does not have much competition, even all the way up to the D-segment. Crank it up and there is that distinctive diesel clatter, until things are warmed up. The 2000cc motor is mated to a five-speed manual gearbox, which feels a little notchy. In addition, the steering wheel feels quite tight – quite unusual for a Hyundai, irrespective of the front-heavy diesel engine placed on the nose. However, that could be because this is an RandD vehicle, which has been subjected to quite some abuse.

Another surprise is the rough nature of the engine, it seems as if it runs on diesel – yes, of course it does, it is just that with common rail technology, your expectations are rather high. If you have experienced the Accent CRDi, you will know what I mean. On paper, the torque figure of the engine is quite impressive, but that does not translate into the performance that 25.5 kgm entails. Preliminary testing reveals that it attains the 60-kph mark in 6.41 seconds, and the 0 to 100–kph timing is 13.81 seconds. It may not be quick off the block, but once it attains sufficient speed, there’s no stopping the Elantra CRDi.

Lack of initial grunt can be attributed to gear ratios meant for petrol power plants, I guess. Again, since this is an RandD vehicle, we would rather wait for a full test to gauge its performance potential. There is no doubt that the Elantra CRDi will be a great on the highways – it can chomp distances at ease, cruising steadily at 100 kph, with the needle hovering at the 3000 rpm mark.

However, when you take the petrol version out for a drive, the difference between the two is pronounced. The 1800cc four-cylinder unit is much refined and smooth, and is quite pleasurable to drive. According to my back-of-the-envelope performance timings, it’s not so quick off the block initially, touching 60 kph at just a little over 6 seconds, but 100 kph is dismissed off in 12 seconds. Which is not bad at all? The gearing seems to be better off in the petrol version, with the third gear offering decent tractability – going all the way up to 142 kph before redlining at 6500 revs. The 1.8 GLS is indeed more enjoyable to drive than the diesel version, and a full test should arrive at a clear verdict.

The ride quality is what you would expect in a car of this class. The suspension, which comprises McPherson struts at front and a multi-link setup at the rear, is tuned well for a balanced, comfortable ride. For India, the ride height has been increased by about 25 mm, so hopefully those ugly grinding noises when you ride over speed breakers should be absent. These test cars rode on Korean 195/60 15″ tubeless radials that were quite grippy. Now whether Hyundai is going to provide tubeless tyres as standard, we do not know as of now, but we highly recommend them. In addition, it works well for the car’s handling prowess too, making it feel surefooted and confident. The other good news is that the Elantra gets ABS as standard, with disc brakes all around. Even on hard braking, it never loses its poise and comes to a halt in a straight line.

Going by this initial drive, Hyundai seems to have got its act together well on the Elantra. They have what seems to be two good power plant choices and the car comes loaded with stuff. The build quality is exemplary, the cabin cossets passengers and drivers alike, and there is adequate legroom too. In addition, like the Santro, I think the looks will grow on people eventually – some actually like it, but I do not. There are chances that the Korean automaker might bring in an entry level 1600cc engine, which will take on the Optra – it does not sound exciting, but it should be able to carve out a niche for itself.

Hyundai actually were planning to introduce the five-door (notchback, a la the Octavia) version of the Elantra as well, but that could enter the market later in a sporty manner perhaps, like what they did with the Accent and Viva. Activity at the Irungattukottai plant is at present feverish, and Elantra are steadily rolling out of the assembly line. Hyundai is all set to make a big splash with the car very soon, and the heat, as the song goes, is on.

Exterior

The Elantra’s cool blend of crisp lines and a rounded tail give it the look of a little luxury car. The doors are nice and big; allowing easy entry and exit, and it has a fair-sized trunk that can be expanded by folding down the rear seats. The Elantra is also highly versatile, offering a choice of two body styles: a four-door sedan or a five-door hatchback.

Interior

The Elantra’s long list of standard features gives even the base car the feeling of a premium small sedan. Firm seats are contoured to fit your body, and the driver’s seat is height-adjustable; both driver’s and passenger seats get adjustable lumbar support. Interior room is about in the middle of the compact class, so taller passengers will want to ride up front. Fit and finish, as well as the quality of the interior materials, are first-rate. The GT trim has perforated leather seats for an even higher level of refinement.

Driving impressions

On the open road, the Elantra returns a surprisingly smooth ride-so long as the road itself is in relatively good condition. On dips and bumps, we found the soft suspension bounces a bit, allowing the car to exhibit a noticeable amount of body lean in the corners. Still, as this is not a performance sedan, we think for most people the soft ride will actually be to their liking. For those who do not like a soft ride, Hyundai offers a more sporting Elantra called the GT. With its five-speed manual transmission and sport-tuned suspension, the GT model all but erases the few complaints we had with the GLS’s softly sprung suspension tuning.

Engine

Elantra is available in 2 different 4-cylinder, powerful engine configurations a 1.8 liter DOHC 16 Valve Beta engine and a powerful 2.0 liter Turbo Intercooled CRDi engine

Petrol Engine

The Elantra petrol engine features multi-point fuel injection and comes with a state-of-the-art microprocessor for precise fuel delivery, high velocity air intake and exhaust ports, tumble airflow, dual intake valves, asymmetric rockers; harmonically balanced cranks and ignition spark timing. These help make a cleaner burning engine for reduced emissions, making it more fuel-efficient and more environment friendly engine.

1.8L DOHC 16V Beta Petrol engine: Turn on the 1.8 Liter DOHC (Dual Overhead Camshaft) engine and feel the 127 ps of power rush through your veins as you take on both city and highway roads with equal ease. The engine also packs an amazing 16.6 kgm of torque, delivering peak all round performance.

CRDI Engine

2.0L Turbo Intercooled CRDi Diesel engine Engineered for the future – Engineered to meet the latest EURO III norms, this 2.0 liter new generation ‘Green engine’ combines performance and handling of a petrol engine with the fuel efficiency of a diesel, delivering an unbelievable 112 ps of power and 25 kgm of torque. Working on a patented ‘direct injection’ technology, the CRDi engine has ‘rails’ that inject pressurized fuel directly into the engine thereby improving engine efficiency and reducing noise and vibrations. The CRDi also electronically controls engine pressure, fuel quantity, and injection timing to deliver better fuel efficiency and lower Nox and particulate emissions, making it one of the most environmentally friendly diesels in its class.

Suspension

Elantra features an ultra smooth all wheel independent suspension:
The front suspension features McPherson struts with gas-filled shock absorbers and coil springs for superior handling and control when turning at higher speeds. This also ensures no uneven tyre wear (due to elimination of camber), excellent handling stability and ride smoothness (due to high caster angle) and excellent lateral strength.

The rear suspension is of dual link type with coil springs and anti-roll stabilizer. Gas Shock Absorbers: Deployed at both front and rear gas filled shock absorbers ensure superior vibration absorption and instantaneous response to the slightest road irregularities. Tubeless Tyres: Elantra also features advanced tubeless types that contribute significantly to the enhanced comfort of the seating cabin.

Kinetic Blaze is Radical, exciting and completely your type. With the Blaze, Kinetic has gone against the grain with spec list very alien t Indian scoters. The new puts us 11.6bhp form a 165.12cc engine, and des that in between a 1990mm length and 1495mm wheelbase. T put that into perspective, 1990mm mirrors a Pulsar for length, and 1495mm means a considerably longer wheelbase than a Bullet!

The Blaze’s large proportions are noticeable form a distance and given your obsessing towards massive automobile like the Ford Endeavor, this new will came in with a fair chance f making it god here. Head-n, the Blaze elks bulbous and mean, with sports bike-like raked mudguard and a slatted apron embellished with twin-headlights. A tinted fly-screen in front protects riders form the elements. Its instruments include digital-time, a fuel-gauge, telltale lamps, and a speedometer. Sadly, the tachometer n your pre-production test scoter will not make it into production.

More dampeners came in the form f panel gaps, plastic molding quality, and fit-finish, all f, which have dipped when, compared t the original European model we first ride (ACI, August ‘05). However, this new is a pre-production example and Kinetic tells us their final scoter will be miles better in these respects. There is a lockable give-box with new side new completely reserved for the battery. Apart form this Blaze affords a rubber mat-equipped forward and lockable under seat storage.

The master is considerable and generously padded stepped seat peps pen via the ignition key in unique split fashion. Its under-rider section is a storage bay, and the pilling seat swivels backwards for fuel filling. Levers and switchgear are just abutting adequate, with an innovative pass light prated by depressing the headlight toggle. We did not care much for the unconventional grips and Kinetic would d well t incorporate a rear brake lock clip n this large scoter. The Blaze enjoys well-sculpted side panels, a large ally grab-bar and integrated brake and turn lights at the rear. Gone are the delectable six-spike ally rims form the original Islet platform, which new stand replaced by steel rims.

Kinetic has taken the fur-strike and fur-valve, air-clad Hyson meter used in their GF 170 model, converted it into a variant-driven automatic and slotted it Nova style into the Blaze. Displacing 165.12cc, the electrically started meter makes a healthy 11.6bhp at 7500rpm, and 1.2kgm at 5000-rpm f peak torque. The CV carbureted power plant n the pre-production scoter we ride was more than a tad rough, and felt like it cold d with dells f refinement, but crack that throttle pen and n Indian scoter comes even close.

Propelled forward with a linear-read gearshift pause free-push, the Blaze feels like its ready t take n the faster Indian bikes. We cannot wait t get your V-box strapped n, but the Blaze surely feels faster than the current carp f 125s, and maybe, even a 150cc bike with a sluggish rider n bard. An indicated 80kph comes up before your scoter senses know what is happening, and thereafter, the large scoter continues t barrel onwards t a top speed that feels around the 100kph marker. We know what you are thinking. You are mulling very HW instable and unsafe you have felt at speeds far lower than these n small rim scoters. Well, tuck these thoughts up and put them t bed, for the Blaze’s ride and handling character are leagues ahead f any there scoter around.

Kinetic has its geometry spit-n and has not been stingy with tyres. Your test Blaze ride n excellent Dunlop developed Zebra-120/70 in front and 130/70 at rear-contact patches that keep the Blaze stable and planted. Ride comfort and braking stability are also better experienced than written abut. Hard braking shifts weight t the front, with the forks diving like n a bike. Moreover, you do not get that feeling n any there scoter. The riding pastured n a Blaze could not be better, and nr could a pilling passenger’s comfort level. Small red undulations are brushed aside, while larger pathless are asked in with aplomb. In addition, the Blaze des this thanks t a suspension setup infinitely better than we are used t. There are reassuringly slid telescopic forks in front, while twin shock absorbers d duty at the rear.

The Blaze engine is used as new side f a make-believe swing arm, while n the there side, a fabricated metal brace enhances rigidity. Riders can literally wade around in comforting rinses with even the tallest feeling comfortable. In addition, handling is as thoughtfully blended as a top-drawer scotch-neither t sharp nr overtly blunt. The Blaze comes with a 220mm front disc, though we fund even the drum brake version displayed patent stepping power. Without being very the top, the Blaze amply demonstrates the potential f Islet’s more-scoter-per-scoter range. Kinetic’s Agency Frieda lets n that the Blaze will deliver a competent-for-its size 40kpl and sell at Rs.49, 999 (ex-swarm Pune) marks.

That is sensible pricing for this healthy a scoter, which pens up a while new segment. Think of all these bikes dreaming abut gear-free and yet powerful commuters, with comfort thrown in for god measure. In addition, hey, when are we getting your long-term, Kinetic? The Blaze likes bulbous and mean, with sports bike-like raked mudguard and a slatted apron embellished with twin-headlights. A tinted fly-screen in front protects riders form the elements. Its instruments include digital-time, a fuel-gauge, telltale lamps, and a speedometer. Sadly, the tachometer n your pre-production test scoter will not make it into production. More dampeners came in the form f panel gaps, plastic molding quality, and fit-finish, all f, which have dipped when, compared t the original European model we first ride (ACI, August ‘05). However, this new is a pre-production example and Kinetic tells us their final scoter will be miles better in these respects.

There is a lockable glebe with new side new completely reserved for the battery. Apart form this Blaze affords a rubber mat-equipped forward and lockable under seat storage. The master is considerable and generously padded stepped seat peps pen via the ignition key in unique split fashion. Its under-rider section is a storage bay, and the pilling seat swivels backwards for fuel filling. Levers and switchgear are just abutting adequate, with an innovative pass light prated by depressing the headlight toggle. We did not care much for the unconventional grips and Kinetic would d well t incorporate a rear brake lock clip n this large scoter.

The Blaze enjoys well-sculpted side panels, a large ally grab-bar and integrated brake and turn lights at the rear. Gone are the delectable six-spike ally rims form the original Islet platform, which new stand replaced by steel rims. Kinetic has taken the four-stroke and fur-valve, air-clod Hyson meter used in their GF 170 model, converted it into a variant-driven automatic and silted it Nave style into the Blaze. Displacing 165.12cc, the electrically started meter makes a healthy 11.6bhp at 7500rpm, and 1.2kgm at 5000-rpm f peak toque. The CV carbureted power plant n the pre-production scoter we ride was more than a tad rough, and felt like it could d with dells f refinement, but crack that throttle pen and n Indian scoter comes even close.

Propelled forward with a linear-read gearshift pause free-push, the Blaze feels like its ready t take n the faster Indian bikes. We cannot wait t get your V-box strapped n, but the Blaze surely feels faster than the current carp f 125s, and maybe, even a 150cc bike with a sluggish rider and bard. An indicated 80kph comes up before your scoter senses know what is happening, and thereafter, the large scoter continues t barrel onwards t a top speed that feels around the 100kph marker. We know what you are thinking. You are mulling very HW instable and unsafe you have felt at speeds far lower than these n small rim scoters.

Well, tuck these thoughts up and put them t bed, for the Blaze’s ride and handling character are leagues ahead f any there scoter around. Kinetic has its geometry spit-n and has not been stingy with tires. Your test Blaze ride n excellent Dunlop developed Zebra-120/70 in front and 130/70 at rear-contact patches that keep the Blaze stable and planted. Ride comfort and braking stability are also better experienced than written abut. Hard braking shifts weight t the front, with the forks diving like n a bike. In addition, you do not get that feeling n any there scoter.
The riding pastured n a Blaze could not be better, and nr could a pilling passenger’s comfort level. Small red undulations are brushed aside, while larger pathless are asked in with aplomb. In addition, the Blaze des this thanks t a suspension setup infinitely better than we are used t. There are reassuringly slid telescopic forks in front, while twin shock absorbers d duty at the rear. The Blaze engine is used as new side f a make-believe swing arm, while n the there side, a fabricated metal brace enhances rigidity.

Riders can literally wade around in comforting rinses with even the tallest feeling comfortable. In addition, handling is as thoughtfully blended as a top-drawer scotch-neither t sharp nr overtly blunt. The Blaze comes with a 220mm front disc, though we fund even the drum brake version displayed patent stepping power. Without being very the top, the Blaze amply demonstrates the potential f Islet’s mre-scter-per-scoter range. Kinetic’s Agency Frieda lets n that the Blaze will deliver a cmopetent-fr-its size 40kpl and sell at Rs.49, 999 (ex-swarm Pane) marks. That is sensible pricing for this healthy a scoter, which pens up a while new segment. Think f all these bikes dreaming abut gear-free and yet powerful commuters, with comfort thrown in for god measure. In addition, hey, when are we getting your long-term, Kinetic?

Eye-catching features

The handlebar f the Blaze is well weighted and, in the absence f a headlamp, is darned by a tall, tinted fairing. The curved visor is set at an aerodynamic angle and belted n t the body in such a way as t make it elk like a flatting collarbone. The new Kinetic lag in silver shines in the middle f this visor. The Val instrument cluster n the handlebar has a neat layout and features a rev-center (engine rpm), a first in this segment. In addition, the regulars – the speed, fuel gauge, indicators for the headlamp, high beam, and turn signals – are all there.

In keeping with the bike’s image, the front body panels are designed t elk top heavy, narrowing t a slim mid-section and a compact, flat for area. At both sides f the front panel, a bemiring-shaped black plastic rub strip protects the painted ABS body panels form scratches and nicks. A nice touch, especially for these who wry every time they parallel-park this large scoter. At the rear, chunky body side panels that wrap very the engine give the Blaze a tall, but sturdy and well-planted elk. A wedge shaped integrated tail-lamp features brake light and turn indicators. Just above the rear lights, a neatly finished, large die-cast grab rail is the only aid for not-s-well-built riders grappling t control this heavy scoter, while parking and disembarking.

With its long wheelbase and brad build, the Blaze’s seats are extremely comfortable. Sift fame cushioning makes short trips n the scoter almost unbelievably comfortable, but long trips may be better ff with a slightly firmer seat. Anther nice touch in the Blaze is the latch release for accessing the under-seat storage area is den using the same ignition key. A slight reverse twitch for the ignition key in ff piston unlocks the seat latch. Rider and palling seats pen us in posing directions allowing access t the helmet storage area and the fuel tank cap respectively.

Engine and suspension

The Blaze comes with a large 165cc, fur-valve, fur-stroke engine that will give you about 11.6bhp f peak power at 7,500 rpm. That is about 2bhp less than that f the Bajaj Pulsar 150 and the Her Honda Achiever. The Blaze’s engine is also very torque with 12Nm f peak torque being delivered at 5,000 rpm. The engine delivers power readily, the Blaze’s ‘pick-up’ and acceleration are good, thugh thrttle play, and response could have been better. With lad’s f power available all the way up t 7,500rpm, the scoter can touch very 90 km per hour easily.

However, your issue with the Blaze’s engine is its relative lack f refinement. There is considerable amount f vibrating transfer and despite the use f handlebar-end weights, it can be quite distracting at low speeds. The engine has been tweaked for performance and the exhaust note has been made t sound a bit raspy t give it the feel f a big two-wheeler. The Blaze’s suspension set-up includes telescopic forks in the front and twin telescopic shock absorbers with adjustable damping at the rear.

Overall ride quality is good and well balanced, though red feedback tends t be a bit n the higher side due t the brad rear tyres. With a more-than-adequate 160-mm ground clearance, the Blaze sails very speed-breakers. Stability at high speeds is good and with its long wheelbase, 12-inch wheels and brad 130/70 rubber at the rear, red grip is not an issue. While the Blaze’s stability is spot n, we felt that the 130mm drum brakes may nt always be enough, especially with the additional weight f a pilling rider. Buy the Blaze variant that offers a 220-mm disc brake at the front Fr more confident braking power under varying speed and weight conditions.

The quality f this scoter’s paint job and body panels is god. However, same plastic parts and electrical bits, such as the push-cancel turn indicator knob, bag him and the mold lines f the inner plastic panels, could definitely have been better. Fuel efficiency will almost certainly not be new f the highlights for this scoter. The company claims 45 kemp under test conditions. Expect mileage t be 30-35 kemp in actual city riding conditions.

Masculine appeal

The Blaze very clearly likes every bit like the transporter for male eggs that have been dulled by unexciting design and elk forward t same assuaging and pampering by a mach alternative t the current carp f performance bikes. With its heavy 136-kg frame, the Blaze is definitely male. Women will find handling this scoter quite a challenge. F curse, lest we be called ‘Maps’, let us clarify that we are talking only abut the average Indian woman.

The Blaze is also radically different in the pilling riding pastured department as well. With its high-stepped seat design and already tall saddle piston, the pilling n the Blaze will be riding at a slightly awkward pastured, if he r she des not lean forward n t the rider. Sitting astride is the only reasonably comfortable way f pilling riding n this scoter. Even for that, most f us will actually have t step up and mint, as if they would a horse. All this means that taking your mother for grocery shipping is pretty much ruled us n this bike.

Though sales volumes form potential buyers in the commuter segment are welcome, the Blaze is not targeted at this category. Priced at Rs 50,000 (ex-showroom), it is pretty clearly targeted at the 20-smething buyer segment, where killer likes rules at the top f the must-have features list. In addition, where price and fuel efficiency is secondary factors governing the purchase decision. This segment is probably small right new, but is set t expand very time, just as the performance bikes segment is penning up with more buyers and more products t chose form.

Kinetic would have, as it has in the past, discovered, and pioneered a fledgling category that is sure t sees increased competition. However, even as Kinetic basks in the glory f being the first in the industry with a sports, performance scoter, it needs t strengthen and improve product quality and the quality f service provided by its dealers t inspire greater confidence amongst potential buyers.

Road Test

However, it is not all gods here. Yu see, the downside f the Blaze’s size is that even though the 165cc, 11 bop meter des get the scoter moving rather quickly, the Blaze is son panting its way t its 101 kph top speed. N your acceleration runs, the Blaze hit 40 kph in just 5 secs, but the next 20 kph to anther five. That means it is actually a couple f seconds slower than the Her Honda Glamour. In addition, the Glamour is not a quick motorcycle by any stretch f the imagination. The god thing though is that the Blaze des feel quicker than it actually is. Refinement levels t are up t scratch and n god reds comfort levels are brilliant. In terms f fuel efficiency, the Blaze will stretch a liter f fuel very 38 kilometers if you were t be gentle with it.

Hit a broken stretch f tarmac though and the while experience heads south. Ride quality n the Blaze is still an issue and if your commute involves a slightly very-used red, you will be happier taking the bus. R evens the Glamour. The Blaze fails t absorbs any kind f bumps at any speed and n a comfortable scoter like this that is rather a shame. However, if your commute involves corners, the Blaze is god company t have. The rather wide 130/70 R12 at the rear provides ample traction and the Blaze takes t corners as confidently as any motorcycle. Kay, make that a decent-handling motorcycle. It also enjoys sweepers as much as a teenager enjoys a giggle and this fits into its Turing personal quite naturally.

S then is this the first Turing scoter in the country? Well, not exactly. Firstly, the Blaze is slow, r at least slow enough for you not t have much fun n it. However, a power upgrade (they could call it the Blaze plus) is all it really needs t become an inter-city scoter. In addition, since we are talking upgrades, brakes are the new thing that Kinetic should upgrade right away. Very the entire period that the Blaze was n test with us, it always ended up stepping at least an entire bike length ahead f the distance we expected it t. If you have already flipped for this scoter, make sure you get new with a disc brake – this en’s an n-brainier. As it new stands, the Blaze is in a league f new and it seems like that will not change for same time t came. Besides, when manufacturers these days are busy building scoters for women, here is new that can stand up for the bys.

As a scoter, the Blaze really does not have a parallel. The real question here is ‘Would you buy it very a motorcycle?’ Well, let me put it this way. Here is a scoter that does not have high quality as its highest virtue. Bits d fall ff, occasionally. It is adequately refined, is as comfortable as a motorcycle n any give Sunday and gees abut its business with a bit more style. However, it is slower than any f the 125s and less fuel-efficient t. In this case, the Blaze is different enough for numbers not t matter and that seals it for me in the scoter’s favors. At and ex-showroom price of Rs.49, 999/-, this is one scooter which will ride tall above all other scooters. If the Honda is an ACTIVA, and the Hero Honda is a PLEASURE, then surely this Kinetic is a TREASURE!

Specifications

The Blaze offers hot special features aimed at offering a delightful user experience:

- Powerful 165cc engine pumping 11.6 bhp power
- 4-valve engine
- Advanced suspension
- Front telescopic suspension
- Twin rear suspension
- Remy, large seats for high seating comfort
- Automatic gear transmission
- Push button electric start (kick-start also available)
- Step up euro-seat design with backrest
- Pp-up split pen seat unlocking
- Stylish fins n front
- Twin headlamps
- Wide wheelbase
- Fuel efficiency f 45kmpl
- Large wheels with fat rubber (12″ tires)
- Protective Aer-eur visor (front shield): high n style and let’s wind pass through
- CDI Ignition with dual made
- Car-dashboard like instrument console with speedometer and digital click
- Large under seat storage space t strew helmet. Extra give box
- Seat lock-cable prated through ignition lock key
- Linear power delivery for uninterrupted acceleration (n pause f gear shifting)
- 130mm brake drum front and rear for immediate braking (disc brake patina available)
- Tailfin grab rail: styling + utility + safety with a slit for you t hold
- Standard number plate and grab rail
- Color pints – Raring Red, Godfather Grey, and Blazing Black

Hyundai Getz represents an ideal blend of form and functionality. Powered with an extra smooth 12V, 4 Cylinder Inline, MPFI, 1.3-Litre SOHC engine, Getz delivers an amazing power of 82.9 ps at 5500 rpm and a torque of 11.8 Kgm at 3200 rpm. Getz offers the standard 5 speed manual transmission, which gives an improved shift feel and requires lesser shifting effort and lesser gear sticking. The Front Ventilated Disc and Rear Drum Brakes contribute to GETZ’s surefooted, confident braking ability. The optional Anti Lock Brake System (ABS) modulates brake pressure in sudden braking situations and prevents wheel lock or skidding.

Hyundai Getz is available in four variants – GL, GLS, GLS with ABS. The Hyundai Getz, the biggest-selling light car in Australia last month, has received a styling and mechanical makeover. The price of the cheapest model remains unchanged at $13,490, but this is $500 more than the just-released Daewoo-built Barina, which has the potential to throw down a serious challenge as Holden seeks to increase its sales volume in this highly competitive, rapidly growing section of the car market.

“We have moved the Getz upmarket a little bit with this latest model, and looking at the Barina we think they are where the [Hyundai] Excel was in the 1990s,” Hyundai public relations manager Richard Power said. “We believe the Getz is a higher-quality car with more standard equipment and better economy, even with our 1.6-litre model.” The latest Getz is distinctive with its restyled front and rear and and refurbished interior. The nose is more curved and the headlights more oval-shaped.

The cheapest model has a 1.4-litre twin camshaft and 16-valve engine, while the bigger-engined 1.6, which is $14,490, has air-conditioning and electronic anti-lock four-wheel disc brakes. “Many new light-car drivers are young and inexperienced on the road and need all the car safety aids they can afford to help protect themselves,” Hyundai director of sales and marketing Theo van Doore said.

By lowering the price of access to standard electronic braking aids in an air-conditioned car by some $1500, he said Hyundai was “helping to nurture more of these drivers safely through their more vulnerable years of motoring”. The Getz continues to be sold as a hatchback, with three- or five-door body styles. The new 1.6 replaces the previous GL 1.5 and the cheapest three-door 1.4 replaces the XL 1.3. All new models share the same overall length and wheelbase, as well as having the choice of manual or automatic gearboxes.

Although the price of the 1.4 three-door is unchanged from the previous base model’s $13,490, the automatic is up $27 to $15,380. The 1.6 three-door is $14,490, up $500, although it includes anti-lock brakes and rear disc brakes. The automatic is up $527 at $16,380. The 1.6 five-door price is unchanged at $15,490, including anti-lock, four-wheel-disc brakes, and the automatic’s price is up $27 to $17,380. With a 100cc increase in engine capacity, the 1.6-litre engine has 11Nm more torque and 4kW more power to improve acceleration, while the economy of the mainstream 1.6 automatic improves over that of the old 1.5-litre engine.

It has been reduced from 7.7 litres/100 kilometres to 7.1 litres/100 kilometres. The power increase of the 1.4-litre engine over the previous 1.3 litre is even more marked. It’s up 7.5kW to 70kW, while average fuel consumption is 6.1 litres/100 kilometres for the manual and 7.0 litres/100 kilometres for the automatic. Minor changes have been made to the shock absorber settings to give a more compliant ride. Also standard on all the new Getz models are active front head restraints which minimize whiplash neck injury in a rear-end impact.

Carry-over safety equipment includes dual front air bags, front seatbelt pre-tensioners and load-limiters, height-adjustable upper front seatbelt mountings and a retractable lap-sash centre rear seatbelt. Inside, the new models have perforated leather trim on the thicker steering wheels, as well as a leather-trimmed gear knob, upgraded audio systems with steering wheel-mounted controls, twill fabric on seats and door trim inserts and a new grained finish for the dashboard. The more powerful audio system, which includes a CD player, also adds WMA format to its MP3 compatibility.

Drive

A far cry from the carburetorred Hyundai Excel that launched in Australia back in the late 80s, the Getz comes across as more than just cheap and cheerful. For starters, the five-speed manual transmission in the FX model we drove, complete with faux-chrome finish, offered a wonderfully short throw and was never notchy; often a sign of an el-cheapo gearbox.

Rowing through the gears was far from a chore, but expect to be doing plenty of it, because at higher speeds the 1.5-litre inline four cylinder engine starts to strain. Taking off from the traffic lights and stop-start traffic is a breeze, and while the engines nature dictates that it needs to be revved for best use of power, most will find it more than enough.

The ride was quite firm, but not to the point where the car would jolt about over small road imperfections. Nasty and rather large pot holes resulted in somewhat noisy thumps, but most cars (bar those from Germany) wouldn’t fare much better. In general, the ride is very smooth, with good level of grip in both wet and dry weather, with predictable, linear steering and excellent power-assisted brakes: Discs at the front and drums at the rear. It should be noted that later in 2003, all Getz models will be fitted with disc brakes front and rear.

Pushed hard, the Getz will get a little floaty through fast corners with less-than-perfect surfacing, but this is more due to its light weight and front-wheel drive as opposed to any glaring chassis problems. In fact, the chassis would have to be one of Hyundai’s best yet – without a doubt – offering a linear and non-intimidating drive.

The top-of-the-range $17,990 FX model we drove had slightly stiffer suspension than the standard models and, as a result, changed direction like a demon. That said, most buyers of the Getz won’t be trying to rival Schumacher and co. At the end of the day, the Getz is a hassle-free car to drive that will be perfect for first car buyers and the young-uns who dig the ’super-mini’ class of cars. The clutch is light, the gearing predictable and car does what you ask of it without protest.

Exterior

As far as the looks go, I really liked the Getz, and I’m more of a ‘big’ car lover, to be honest. Even so, I thought it won out over the Barina and Clio in terms of style, thanks largely to its taller stance which, in conjunction with a larger-than-average windscreen, allows for impressive forward visibility.

The tail-lights are very Euro-chic, which is unsurprising considering some 80 per cent of all Getz built are headed for the EU. The overall proportions of the vehicle are pleasing: not too radical too put the conservatives off, yet far from mundane to keep the important 18-26 year old demographic smiling.

Grille treatment is simple and unflustered and the headlights, while semi-cutesy, are pleasing nonetheless. The wheels-at-all-corners, typical of most super-minis, gives the vehicle more road presence than you’d think and that huge windscreen lends the car a fresh, free spirited feel. The FX model we tested also gets additional front fog lights, 15-inch alloy mages and a roof spoiler over the entry-level GL model, adding to eye candy.

Interior

Stepping inside the 3-door FX model Getz we tested, it is evident that Hyundai has gone to great lengths to clean up its fit-and-finish credibility. When the Excel first appeared, it was affordable. It also had lots of rattles and dubious dash alignment. The Getz is a massive improvement compared to its originator, and is a nice place to be, for long and short trips. The seats are quite firm and, while at the same time supportive, perhaps Hyundai should take a look at how things are done at Peugeot.

Head and shoulder room up front was impressive – even for my 186cm frame, and while there’s plenty of leg room with the front seats moved right back, the rear-seat passengers suffer. While there isn’t oodles of space in the back seats, it is quite roomy for such a tiddly car, testament to Hyundai’s ever-evolving design protocol. On the upside, all three rear occupants get lap-sash belts, which is often a deciding factor for family buyers.

The boot is relatively small, with about 435-litres of space, but is more than enough for the shopping, and we even managed to fit a body-board in the boot for an afternoon at the beach. Better yet, fold down the 60:40 split rear seats and it opens up more room than you’d expect for a super-mini.

The Getz also comes packed with plenty of storage bins and extras such as the sunglasses pocket and take-away hook are the icing on the cake. It’s evident Hyundai wants its younger customers back, and the Getz looks to be the perfect tool. The instruments are laid out in a no-nonsense manner, and FX model had a delightfully sporty silver finish to the speedo and tachometer – some of the nicest we’ve seen. There’s few gizmos and gadgets about the dash and the oblong air vents were cute. Everything is within easy reach and well labelled, making for a relaxed driving environment.

Comfort and Handling

The steering wheel is adjustable by tilt only, but together with the drivers seat controls (notably absent for the front passenger seat) even my six-foot frame found the driving position comfortable. Furthermore, the seating position, while far from the lofty 4×4 standards, felt a little higher than most sedans and hatches and offers good visibility.

The power-assisted steering is light and, combined with the Getz’ small size, it made parallel parking a hassle-free event. It has a 10-metre turning circle diameter between kerbs and easy-on-the-arms 2.9 turns, lock-to-lock. Driving through traffic was a cinch, and changing lanes is simple enough, thanks to the cars short 3.8 metre length and good rear-ward visibility.

The suspension is tuned more for comfort than flat-out fanging, which is probably a good thing. In general, the Getz offers a nice balance, with good comfort levels, but also decisive cornering ability. The only quibble we had with comfort was with the lack of even hinge-opening rear windows – though the five-door model would remedy this.

Engine

The 1.5-litre DOHC mill is a revvy little blighter, putting some 74kW of power to the front wheels @ 5800rpm, hitting a rather soft rev-limiter @ 6500rpm, though the power drops off significantly after 6000rpm. First gear is a bit of a non-event, topping out at roughly 50km/h, but will come in handy for heavy loads and Everest-like inclines. The 0-100km/h dash is completed in a claimed 10.3 seconds, which felt about right. Top speed in the manual is quoted at 180km/h, but going downhill (with a tail wind), 200 kays is possible.

Second gear, however, and the following two, has lovely ratios, with second able to hit 100km/h. Fifth gear is essentially the ‘fuel-saving’ gear, and the Getz is an amazingly thrifty hatch. Weighing just 984kg, this helps improve acceleration, and also reduce fuel consumption – two birds with one, err, reduction. Peak torque of 133Nm kicks in @ a low 3200rpm, providing a usable and lively power band between 3000rpm and 6000rpm. When pushed hard, there is a hint of torque steer, but a lot less than we expected.

Storage and flexibility

From the very beginning, Getz has received high praise for its versatility and storage capabilities. The basic premise of some twenty different storage facilities, including the under-seat tray, sunglasses holder and full complement of non-intrusive compartments, has called for refinement in the details. These include a new center console tray which adds space for extra small items. The glove box is now illuminated, and the door mounted map pockets have been redesigned, improving both utility and appearance. In terms of seating flexibility, the flat folding rear seats with 60/40 capability, dual height driver seat, Space Wizard with three position rear seat folding capability, 5-way folding options offer exceptional flexibility and comfort. And with the rear seats folded double, there is an impressive 977 liters of useable luggage space. Together, these features ensure that Getz still remains among the forefront of this class.

Safety first with Getz

Driving is hugely enjoyable when you know you re safe and secure. That’s why we have equipped the Getz with class leading occupant safety features. You can steer clear out of danger because Getz comes equipped with ABS. It prevents wheel lock and skidding and retains car stability and steerability. The side impact beams provide protection for cabin occupants by ultra-high strength steel beams and bars fitted into each other. Moreover, its unique feature, clutch lock, doubles up as anti-theft and prevents the starting of the engine unless clutch pedal is pressed. It also prevents the starting jerks and gives you smoother ride.

Stylish convenience

Feast your eyes on the stylish interiors of Getz. Its silver centre console and chrome TGS knob give you that sophisticated metallic look. And the alloy wheels to carry the snazzy look forward. The thoughtful console utilities like the front cup holder, pen holder and rear jug holder add to the smart space management and comfort of the interiors.

Technical Specifications

The Gladiator is a new model developed on the concept of a “next generation Fun bike”. It features a power unit coupled with a new 5-speed transmission and mounted on a body with a design that suggests dynamic motion. The 5-speed transmission lets the rider make the most of a wide power band to experience excellent performance in both around-town and high-speed riding.

The Gladiator engine features the latest technologies. The 125 cc single cylinder churns out a maximum power output of 8.0kW (11 PS) at 7,500 rpm and a max torque of 10.4 Nm (1.06 kgf-m) at 6,500 rpm, delivering an outstanding standing acceleration. The powerful performance of the Gladiator is much above the current executive bikes and is at par with bikes in the deluxe category. Starting in any gear adds to the convenience factor and its handling during cornering is very precise.

Yamaha Gladiator standard version will come for at Rs 41,990 ex-Delhi, while the Gladiator DX is tagged at Rs 44,990. The Yamaha Gladiator DX will have electric start and 240 mm front disc brakes, while the standard Yamaha Gladiator will come with drum brakes and kick start. The 11 PS, four stroke bikes is the first in a line of three bikes which Yamaha India plans to launch this year. Said Yamaha Motor India CEO and managing director Tom taka Ishikawa: “True to Yamaha’s belief of setting new benchmarks by offering products that surpass customer expectations, the Gladiator will kick starts a new biking lifestyle in the Indian market. Developed as a next generation fun bike, Gladiator brings with it the added values of superb performance, new styling, greater handling and comfort”.

Its 125 cc single cylinder churns out a maximum power output of 8.0kW (11 PS) at 7,500 rpm and a max torque of 10.4 Nm (1.06 kgf-m) at 6,500 rpm, a notch above most bikes in the category. Moreover, the bike can be started in any gear and offer excellent corner handling. Yamaha claimed that the Gladiator bike will be able to give a mileage of 67 kmpl in actual city conditions. The Yamaha Gladiator power unit is characterized by its 5 speed transmission, a first for any executive category bike, with optimized gear ratios. The smooth transition of gears makes it possible to bring out optimum torque throughout the torque-band. Yamaha claims that the Gladiator is equally at ease in stop and start conditions of urban traffic and the open highways. Yamaha has also started a new campaign to promote the Yamaha Gladiator in India.

At the launch of Yamaha Gladiator in India, company officials also announced said that Yamaha plans to sell 4 lakh bikes in India this year and six lakhs next. Yamaha will also be setting up a new plant to manufacture two wheelers in India between 2008 and 2010. Yamaha also has plans to foray into the scooter segment, for which a feasibility survey is under way. Yamaha, which was one of the path breakers in the 100cc category back in the eighties and early nineties has been steadily losing market share in the last few years. Now, it commands a small 4% of the two-wheeler market, which it hopes to raise to 10%.

Tech Specifications

Type : Single Cylinder Air Cooled, 4 Stroke Sohc
Valve Train : 2 Valve
Displacement : 123.7cc
Bore and Stroke : 54 X 54 MM
Comp. Ratio : 10.0:1

Performance

Max. Power : 8.0 KW @ 7,500 RPM
Max. Torque : 10.4 NM @ 6,500 RPM
Idle Speed : 1,400 +- 100 RPM
Starting : Kick Start / Electric Start
Spark Plug : NGK CR7HSA – R

Transmission

Gear Box : 5 Speed Constant Mesh
Shift Pattern : 1 Down, 4up
Primary Red’n : 3.4
Final Reduction : 3.214
Gear Ratio : 1 St: 3.000, 2nd:1.777. 3rd: 1.316, 4th:1.045, 5th: 0.875
Clutch : Multiplate Wet Type

Electricals

Battery : 12V- 2.5AH(Kick) / 5AH(Self)
Head Light : 12HS1(12v 35/35 W Halogen Bulb
Tail Lamp : 12v 21/5w
Indicator : 12v 10w

Chassis

Type : Diamond Tubular Type
Caster/ Trail : 26 degree/ 90mm
Suspension : Front-Telescopic Hydraulic Type ;Rear-Rectangular Swing Arm With Hydraulic Shock Absorber
Brakes : Front-Drum Type/ Disc Type;Rear-Drum Type
Tyre : Front-2.75 X 18″ 42 P ; Rear-3.00 X 18″ 6pr, 52 P

Dimensions

Kerb Weight : Kerb Wt – 123kg (Standards)/ 127kg (Deluxe)
Max Payload : 130K
Wheel Base : 1,300mm
Length : 2,065mm
Width : 730mm
Overall Height : 1,100mm
Ground Clear’ : 160mm
Tank Capacity : 13 Lts.

Toyota Corolla is among the best of the compact sedans: reliable and economical yet refined and comfortable. The 2005 Corolla line sees the addition of a sporty new XRS model, while the entire line gets some enhancements. All 2005 Corollas feature a restyled front fascia and redesigned tail lamps. A Corolla LE equipped with the optional leather interior almost feels like a miniature luxury car, a baby Lexus. For 2005, the Corolla LE gets a Lexus-like Optitron center cluster meters along with fabric-covered sun visors and center console lid. A new JBL audio system with eight speakers is available on the LE grade.

One of our few complaints about the Corolla line was that the S model offered more show than go. The new XRS model addresses this with a sports suspension and a 170-horsepower 1.8-liter engine. Toyota says the Corolla XRS offers exceptional throttle response throughout its broad power band and can accelerate from 0 to 60 mph in less than 8 seconds. New safety options for all 2005 Corolla sedan models include side curtain airbags with seat-mounted side airbags and a vehicle stability control system (VSC); the latter designed to eliminate skidding.

This is in addition to optional anti-lock brakes with electronic brake-force distribution, which improve steering control in an emergency stopping situation and enhance braking stability and effectiveness. Cloth or leather, the seats are comfortable and supportive. Big heating and air conditioning controls, simple, straightforward radio controls, well-designed cup holders, and plenty of cubbies for storing stuff make for a convenient interior. Getting in and out of this four-door sedan is easy and the back seat is surprisingly roomy and comfortable. The standard four-cylinder engine revs smoothly and delivers good acceleration performance. Corolla earns an EPA-estimated 32/40 mpg City/Highway when equipped with a manual transmission. Both the manual and the automatic transmissions offer smooth shifting, and the manual is very easy to operate. All models have a smooth, comfortable ride and responsive handling. The XRS is designed to kick it up a notch.

Model Lineup

Toyota Corolla comes in one body style, a four-door sedan (not counting the Matrix). The Corolla CE, S, and LE come with a 126-horsepower 1.8-liter four-cylinder engine. The Corolla XRS gets a 164-horsepower engine. The 2006 Corolla line carries over with no significant changes. The Corolla CE is available with a five-speed manual transmission or a four-speed automatic. The CE comes standard with air conditioning (with an air filter), AM/FM/CD stereo system, power steering, tilt steering column, tachometer, intermittent wipers, digital clock, outside temperature gauge, trunk lamp, and a dome light with delay.

Corolla S, available with the manual or automatic, gets wider 195/65R15 tires and sporty styling cues: smoked headlight lens extenders, integrated fog lamps, and an aerodynamic body package with color-keyed front and rear underbody spoilers, rocker panel extensions, and rear mud guards. Inside, the S gets a unique cloth interior, a sporty tachometer, chrome accents, and a nice leather-wrapped steering wheel and shift knob. The S is also upgraded with power door locks, power mirrors, a vertical seat-height adjustment, and mirror-mounted map lights. Power windows with keyless entry and cruise control are included in the optional Enhanced Power Package.

Corolla LE manual and automatic is upgraded with popular convenience features, including power windows, remote keyless entry, halogen headlamps, and variable intermittent wipers. The LE is distinguished with body-colored door handles; it lacks the sporty body cladding of the S and looks the better for it. Inside, the LE gets wood-like trim and upgraded cloth seating surfaces. An optional leather package is available for the LE that gives the car a luxurious look and feel and includes cruise control. Aluminum wheels are available, which improve the appearance of the LE and should improve its handling slightly.

Side-impact airbags and curtain airbags are optional on most models and we strongly recommend them for the additional protection they can provide to the heads and torsos of you and your passengers if someone rams the side of your car. Anti-lock brakes with electronic brake-force distribution is an optional and we recommend it; ABS helps the driver maintain steering control in an emergency braking situation, while EBD helps maintain full braking pressure even if the driver makes the common mistake of relaxing pedal pressure. Optional Vehicle Stability Control helps the driver maintain control in corners by compensating for skids. Cruise control and the sunroof are available as stand-alone options.

The Corolla XRS is powered by a 164-horsepower 1.8-liter mated to a six-speed manual transmission. The XRS features a sport-tuned suspension with revised steering and 16-inch aluminum alloy wheels and Michelin performance tires (an upgrade from the standard 15-inch wheels on all other Corolla grades). Special interior and exterior trim distinguishes the XRS. Additional standard equipment includes anti-lock brakes with tire-pressure monitors, front and rear disc brakes, and cruise control.

Interior

Classic Toyota’s style: everything is simple and convenient. I’d even say, too simple. Driver’s place is comfortable. There is enough room even for tall adult (I’m 6′2″ and had no problem to fit in). The pedals, the shifter and lights/wipers controls are exactly in place where you needed them most. The interior is not noisy. Dashboard panels fit perfectly. The trunk is normal size (it’s a small car though) and folding rear seats down can increase its volume. You will enjoy more the interior design in models from 2003; it’s more spacious and stylish. Especially the instrument panel illumination.
The engine

The 4A-FE DOHC engine (upper picture 100 h.p 1.6L, 16 valves, 1993 – 1997 Corolla) is very simple, reliable, durable and economical. This engine will never give you a problem if you maintain it well. From 1998 Corolla comes with newer engine: 1.8L 16 valve model 1ZZ-FE. It has lightweight aluminum block and aluminum head. Tuned intake manifold allows the engine to perform more evenly. No more timing belt – using the chain instead allows reducing maintenance cost. Models after 2001 come with variable timing for better efficiency. This engine also appears to be very reliable. It has impressive power (120 h.p) and really low fuel consumption. The engine runs very smooth at any speed range; I’d only mention that it’s a little noisier than previous model.

Weaknesses

Only minor problems: the 1998 – 2002 models may have problem with leaky water pump or noisy serpentine belt idler. Luckily it’s not very expensive to fix. Also, in my opinion, the interior is made too simple.

Driving Impressions

The Toyota Corolla is smooth, convenient, and easy to drive. For many owners, this car quickly fades into the background, allowing them to focus on other aspects of their lives. It’s hard to find faults with this car. The standard 130-horsepower four-cylinder engine is quiet, smooth and refined. It delivers brisk acceleration performance with a broad power band for nice, linear acceleration. There is no difference in engine, transmission or suspension between the CE, S, and LE trim levels.

The electronically controlled four-speed automatic transmission is nicely matched with the engine. It includes a shift logic system that helps hold a gear longer than it might otherwise if it senses the car is going up an incline or the driver wants plenty of power while passing. For those who enjoy doing their own shifting, the five-speed manual allows for more performance as the engine’s power can be better utilized. It shifts easily via a relatively tall shifter. Both the gearbox and clutch are smooth and easy to operate. The manual transmission earns an EPA-estimated 32/40 mpg City/Highway, while the automatic gets 30/38 mpg.

The power steering is just right, providing a nice feel without being too stiff or sloppy. The suspension has been tuned to give a smooth ride, which is helped by a relatively long wheelbase. Body roll (lean) is minimal and the car feels secure and stable at all speeds. The suspension is soft and does a good job of soaking up bumps and road vibration, giving the Corolla a nice, smooth ride that we really liked. The Corolla handles well, though those who enjoy the crisp handling of a sports sedan may want to opt for the XRS, which has a stiffer suspension.

The new XRS is powered by a newly tuned version of the 2ZZ dual overhead cam engine and six-speed manual transmission found in both the Celica GT-S and Matrix XRS. The 1.8-liter four-cylinder produces 170 horsepower at 7600 rpm and 127 pound-feet of torque at 4400 rpm. It’s tuned for more mid-range torque and features Toyota’s VVTL-i variable valve timing and lift system for a burst of power from 6000 to 7600 rpm. EPA fuel economy is rated 25/32 City/Highway. The XRS features a sport-tuned suspension with higher-rate coil springs and shocks and a lower ride height (a half-inch lower). A sport strut tower brace is mounted between the shock towers. Larger 16-inch aluminum alloy wheels come with Michelin performance tires. The revised steering system features a more rigid steering column, designed to improve response. A power steering rack specially developed for the XRS allows for better steering feedback.

Walk around

The Corolla looks like a small Camry. Its ovoid headlights are similar and its rakish yet curved shape is in keeping with the Camry and Lexus ES 330. Thick A-pillars at the front and thick C-pillars at the rear give the Corolla a solid look while hefty bumpers add to its substantial appearance.

Corolla comes standard with 15-inch steel wheels, but looks like it could do with larger wheels and tires that would fill out the wheel wells more effectively. Aluminum 15-inch wheels are an option for LE models. At the rear, the Corolla has a high trunk line in keeping with the car’s high belt line. The taillights match the shape of the headlights nicely. Part of the taillight module is actually mounted in the trunk lid. This is fine except that the design causes the trunk lid to be narrower than it might be.

The doors have reasonably wide openings, which makes getting in and out easy. That’s a benefit of the long wheelbase (102.4 inches), which also means that the rear wheel wells do not protrude into the rear door as much as they do on some compact cars. The Corolla’s looks and handling are enhanced by its relatively long wheelbase and relatively short overhangs front and rear. The Corolla S is distinguished by its sporty front spoiler, body-colored side rocker panels and rear skirt, along with its fog lamps and smoked headlamp masking. The XRS gets 16-inch wheels that visually fill the wheel wells better. Distinguishing the XRS is a rear color-keyed spoiler, a color-keyed bezel surrounding the grille, and unique badges.

Technical Specification

Maruti Wagon R car has a 1061cc petrol engine, with dimensions of 3495(L) X 1495(W) X 1660(H) mm and weighs 840kg. It has a ground clearance and a wheelbase of 165mm and 2360mm respectively, a turning radius of 4.6 meters. It takes 6.49secs to reach from 0-60kph and has a fuel economy of 12kpl on urban and highway.

It also comes with a factory fitted air conditioner, heater, music system and has additional features like automatic gear transmission, power steering, power windows (front), body color bumpers, rear windshield wiper and washer, boot lamp, tachometer, key not removed buzzer, light on or off reminder, wheel hub caps, molded floor and trunk carpets, boot lamp, front and rear door pockets, electronic multi trip meter and is available in 6 colors. It has safety features like high mounted stop lamp, collapsible steering column, side impact beams, central door locking, front and rear seat belts and childproof rear door locks. Variants available are LX,LXi PS,VXi,AX Auto. Wagon R is a hugely successful car, which comes in four variants- Maruti Wagon R LX, Maruti Wagon R LXi, Maruti Wagon R VXi, and Maruti Wagon R AX.

Wagon R comes with1061cc MPFI low friction engine that delivers an awesome 64bhp@6200rpm power for smoother pick-up and faster acceleration. A 32 bit on-board computer (in BS III variants) with diagnostic capability monitors the air-fuel ratio for optimum fuel efficiency.

Dual Distributor-less Digital Ignition (DDLI) ensures an instant, hassle-free start every time and a more efficient power distribution. Wagon R’s tall body, high seats and wide opening doors make it easy to get in and get out. As with all Marutis, it was only a matter of time before the Wagon R was given a major shot of Botox.

Since we went to press early this time, we’ve been unable to obtain official pictures in time from Maruti. However, what you see here is a digitally enhanced image based on early spy shots of the car we have received.

So what are the changes in the car? Firstly, replacing the square headlamps, are larger ones that extend up at the corners and stretch beyond the belt line. The top half now has an orange turn indicator, the lenses are clear and there is a circular element at the bottom of the lamps.

A larger slatted grille sits between the headlights and extends into the front bumper. There is also a new chunky bumper, whose upper surface follows the lower contours of the headlights and grille.

Similar in execution and style to the facelift carried out on the Zen, this upgrade looks like it has been executed by Maruti in India. The rear features longer, multi-element tail-lights that have twin bands of clear plastic, like the face lifted Alto’s tail-lights. The tailgate is no longer flat, now incorporates the registration plate, while the beltline crease follows right around.

The interiors get less attention though. A modern, three-spoke, silver/black steering replace the aging one, and the sliding AC controls give way to rotary ones. A liberal dose of matte silver has been splashed around the cabin; the gear stick garnish similar to the limited edition Zen Carbon and Steel. And for those looking for a petrol alternative there’s some good news – launched simultaneously this month will be the Duo – an LPG variant.

Safe and Environment-friendly

The WagonR meets Japan’s stringent safety standards. The sturdy manocoque body is designed to absorb front and rear impacts through crumple zones which disperse the energy in three directions. The side-impact beams and collapsible steering column also absorb impact in a collision.

The 8-inch booster -assisted brakes give you solid, controlled stopping power, even with a light pressure on the pedal. The large, vertical headlamps enhance visibility at night the high ceiling and large glass area also adds to the safety as you a perfect view all around. What’s more, it’s an eco-friendly car. The air-conditioner is CFC-free, the gaskets and lining used are asbestos-free, and the 16-Value MPFI engine ensures reduced emissions.

Exteriors

People certainly get stunned by the boxy style. No curves, but only lines and soft edges. The rear looks like a shrinked passenger van. On the whole, WagonR carries the faint looks of a passenger wagon, but in a shrinked size. The VXi variant reviewed here carries the sporty appearance with body-colored bumpers and roof-top-rails. There is a provision for fog-lamps, but the VXi model doesn’t feature any fog-lamps. The paint finish is decent. By default the VXi model with factory fitted radial tyres, but without the wheel cover.

Interiors

WagonR’s interiors are average. Plastic dominates most of the interior construction. The doors panels, dashboard is made of polymers. The WagonR’s dashboard is functional with a big Speedometer and two small meters for Temperature and Fuel. The instrumentation is clear and visible. The central console features cooler vents, controls and bay for Audio system. There is a cup holder in front of the gear. There is a open shelf below the glove-box to keep your frequently accessed items. The glove-box is spacious too. But you cannot cram a lot inside. The Dashboard offers lots of room to stuff your things.

The upholstery is basic and blends well with the interiors. Not too dark, nor too bright. The height of the seat is not adjustable, but the reclining and push-pull traction is functional. The rear seat is completely reclaimable and attains a near-flat position, where you can sleep peacefully. To enjoy this feature, you should not carry much luggage in the boot space. Interestingly Wagon R’s rear seats are split.

Though 3 persons can sit comfortably in the rear seats, only two can wear the seat belts. I couldn’t guess any reason behind this model. The leg room is better than Santro. On the height front, you have almost a feet space above your head to reach the roof. The boot space is one of the largest. There is no provision to fit any audio speakers. You have to fit them into the boot-door.

Engine and Performance

Powered by the punchy 1.1Litre engine, one can expect a good performance from this cutie. Cruising in the city traffic is a breeze. With AC switched on, moving from traffic signals is not a big problem. Still the 1.1 liter engine produces enough power to move ahead of other cars in the line. Switch off the AC and you are in Turbo mode. Yes WagonR produces a smooth and quick acceleration.

It is sure to pull some heads around to look at you. Navigation is easy too. With powered steering, the cruising is easier and safer. Touch the brakes and she will respond gently. The braking is good for a car in this class. On the Acceleration front, she performs better with AC on, and performs amazingly with AC off. To sum up, this is a good performer in its class.

Ride Quality and Suspension

The Ride quality is good for highways and city roads. But still the suspension needs to be more powerful and rigid coz on bumpy roads the ride quality compromises. But it still offers a comfortable and smooth ride. The suspensions are better and would have done extremely well, if Maruti Suzuki has fitted wider and larger tyres.

Hero Honda has launched the fuel-injection model of its 125 cc bike Glamour under the title Hero Honda Glamour FI. The bike will come for an entry-level price of Rs 49,900. This will have a kick-start and drum brakes. The higher-end version will have self-start and disc brakes and will cost Rs 53000. This is the first time that Honda is offering its fuel injection technology on low-end bikes anywhere outside Japan. However, the Hero Honda Glamour FI is not expected to be a runaway hit due to two reasons; one – the price difference with the existing Glamour is just Rs 5,500. Two – The Hero Honda Glamour FI needs unleaded fuel, something that is still not available in large parts of India.

Honda’s Programmed Fuel Injection (PGM-FI) bikes come with better fuel efficiency and are more environment-friendly. The Glamour FI has a more refined design and its engine is integrated with a black color pattern and a unique FI logo. However, Hero Honda is not planning to stop production of the existing Glamour model – at least for now. The Hero Honda chairman said at a press conference that both models of Hero Honda Glamour would co-exist for now. Honda is planning to fit PGM-FI on most of its bikes across the world by the end of 2010 to cut down on emissions.

Hero Honda has piped all others to the post; with the first fuel, injected mass-produced Indian motorcycle, the Glamour. Instrumentation similar in design and layout as on the current Glamour, but the FI gets a digital fuel gauge complete with instantaneous fuel consumption display. We are talking about the very first fuel injected mass produced Indian motorcycle, the Hero Honda Glamour. No, she is not more powerful as the max power and torque figures suggest, and since the company has not gone to town declaring better fuel efficiency, we can only presume there is not much of an improvement.

However, presume we do not. Even though the new avatar of the Glamour shares almost everything with her carbureted twin, a change in fuelling system certainly called for a complete road test, if for nothing else but in hope to shatter the first paragraph pessimism. Styling is identical to the present Glamour complete with that odd-looking front fairing, accommodating knee recesses as part of the fuel tank design and easy to read clocks.

The clocks now sport a digital fuel gauge instead of the analogue one earlier, one that gives you instantaneous fuel consumption. Okay it’s not exactly instantaneous given it runs a 10-second delay, and tells you how much fuel the bike consumed in the previous 10 seconds, but it’s still a great tool for deriving good fuel efficiency. There are sensors on the crank and counter balancer shaft, which help return this data.

She also comes with bank angle sensor, which cuts the fuel supply and ignition in case of a fall. Additionally the Glamour sports a malfunction indicator that lights up if the sensors fail. The cycle parts are identical too. You have a double down tube cradle for a chassis supported on telescopic forks up front and 5-way adjustable coil over shock absorber units coupled to a box section swing arm. The package along with MRF rubber makes it an accomplished handler. Even in the wet, as we found out in the course of this road test. The front does tend to slide when pushed hard but is a characteristic peculiar to damp surfaces. Ride, as we mentioned last month, is among the better ones in the 125 class. It is not wallowy or back-breakingly stiff, but just right to see you through a daily commute.

Engine & Gearbox

Smooth… According to Hero Honda, besides the fuelling system, no other change has been made to the engine. So in place of a carburetor comes Honda’s PGM-FI fuel injection. Honda has managed to slot in the FI unit in almost the same space a carburetor would occupy. The FI unit (inset of injector) takes up as much space as a carburetor, and helps improve fuel economy tremendously. It is a super refined power plants too, this 125.

This is down to the fact that Honda Japan has developed PGM-FI specifically for smaller capacity motorcycles (125cc and less). The system firstly uses downsized parts as compared to FI used in higher capacity motorcycles; in addition, it incorporates more than one module in a compartment. Therefore, you have the ECU and the throttle module together for instance.

PGM-FI essentially controls the fuel injection volume, injection timing, and the ignition timing based on inputs it receives from sensors that detect throttle position, pressure, and temperature of air in the intake manifold, engine temperature as well as the rotation angle of the crank. Further, the ECU employs two ignition maps. One is for conditions with fewer loads or light throttle input intended to return better fuel economy. While the other comes into play when the bike’s revs rise and the throttle is opened completely, either so you have decent grunt every time you open the throttle to get away at traffic signals or while overtaking.

Otherwise the under square 124.8cc engine (a layout preferred for better torque characteristics) is the same. The 9.13PS of power at the crank developed at 7000rpm is identical as is the 10.35Nm of torque. There is no alteration in the power or torque curves either, as was the case with the Unicorn engine when it made its way on to the Achiever. The only difference between the engines though is in the refinement levels. We know by experience that the Super Splendor/Glamour engine is a truly sweet unit, devoid of earth shattering vibrations and as calm, an engine you will encounter, especially at full clip.

The Glamour FI’s engine is even better. Particularly where refinement, smoothness, and vigor are concerned. So much so that where we would be constantly searching for higher gear in most other bikes, we never felt the urge to do so in the FI. For instance, we were in third and doing almost 90kmph, but so stress free was the engine, we completely forgot about 4th. At least until the time we looked at the instantaneous fuel consumption contraption showing we were hurting the planet by eking a little over 52kmpl on a 125.

When we did shift up, it was like running the bike on idle. Smooth… Now that’s the advantage of FI, and yes, better er… make that lesser exhaust emissions too. According to Honda, the system is expected to lower hydrocarbon emissions by almost a third. By the way, I love the way she bounces off the rev limiter too. So car likes! Would buy one just to keep doing that all morning, evening and night. The gearbox is the same four-speed unit with identical ratios for the gears as well as for the primary and secondary. The box is notchy but never leaves you struggling to find the right gear.

Performance & Efficiency

Nope. The performance has not improved exponentially. In fact, it has not improved at all, at least not at bottom and mid range. Given that, Honda designed PGM-FI with a view of improving fuel economy by almost 30 per cent, the outcome is not surprising. The fuel injected Glamour as if her twin takes 3.4 seconds to complete the 0-40kmph run while the 60kmph mark comes up in over seven seconds. She does shave almost a second in the run up to 80kmph taking 14.49 seconds against 15.18sec taken by the carbureted Glamour.

Roll on times again in third and fourth are almost identical with the former requiring 11.02 seconds and 13.98 seconds in third and fourth respectively to complete the 30-70kmph run. The major difference is in the fuel economy of both bikes. The Glamour in any case is the most fuel efficient of the 125s, and now with fuel injection she has moved the bar so high even the 100cc bikes will struggle to match her. The bike returned a phenomenal 95kmpl on our highway run! In the city, the figure dropped to 75.25kmpl but then again its 4kmpl more than the carbureted version. That is reason enough to buy it then, wouldn’t you say?

So there you have it: the first fuel-injected bike in the country does nothing for performance-oriented individuals. It sure will have the penny pinchers swaying to the samba with that exceptional fuel efficiency. However, what about the cost, a good 5,500 bucks more expensive than the carbureted version? Sure, you get one of the most refined two-wheelers in the country. Sure, she is good in the city thanks to her decent low and mid range. Moreover, on the highway, with no vibes to talk about, no matter what rpm besides improved high-end performance, she will certainly make for a desirable companion. But Rs 5,500 more of your hard earned money? That is just too much to ask for plain technology!

Glamour is powered by the same 125 cc Super Splendor engine having bore x stroke of 52.4 mm x 57.8 mm, which produces NINE bhp at 7000 rpm and develops max. 10.35 Nm of Torque at 4000 rpm at a compression ratio of 9.1. The max torque at such low (4000) rpm, and the long-stroke (stroke/bore ratio==1.10) gives this bike excellent Low End characteristics, which means minimum gear changing in city traffic as well as excellent mileage / average in city traffic, even riding double seat. Between these two, apart from different looks, the only apparently visible technical difference is in rear tyre thickness, which is 2.75 in Super Splendor and 3.oo in Glamour, Same as between the 100 cc HH models Splendor and Passion.

One can say that relation between Super Splendor and Glamour is the same as between old Splendor and Passion. Other notable differences between the two are that Glamour has a 13.6-liter fuel tank and 240 mm disc brake, while Super Splendor has a 12-liter tank and a 215 mm disc. My standard fuel economy tests on Super Splendor, riding single seat (my weight=62 kg), using ordinary cheapest green petrol, gave the following results. Since Glamour has the same engine, gears and cycle parts, it will also give the same mileage as above. Difference due to thicker rear tyre and 5 kg heavier weight of Glamour if any, will be negligible.

Technical Specifications

Type Air cooled , 4 – stroke single cylinder OHC

Displacement 124.8 c.c

Maximum Power 6.72 KW ( 9 BHP ) @ 7000 rpm

Maximum Torque 10.35 N-m @ 4000 rpm

Bore x Stroke 52.4 x 57.9 mm

Compression Ratio 9.2 :1

Fuel System Programmed Electronic Fuel Injection {GM-FI }

Starting Self Start / Kick Start

Idle speed 1500 rpm

Ignition FTi – Full Transisterised Ignition

Clutch Multiplate wet

Gear box 4 Speed constant mesh

Chassis Type Tubular Double cradle Type

SUSPENSION Front Telescopic Hydraulic Shock Absorbers Rear Swing Arm with Hydraulic Shock Absorber

BRAKES – FRONT

Disc 240  mm  Dia ;  Pad – Non Asbestoes type

Drum Internal Expanding Shoe Type ( 130 mm ) ; Liners – Non Asbestoes type

BRAKES - REAR

Drum  Internal Expanding Shoe Type ( 130 mm ) ; Liners – Non Asbestoes type

TYRE SIZE

Front 2.75 x 18 – 42 P / 4 PR

Rear 3.00 x 18 – 52 P / 6 PR

Battery 12 V – 2.5 Ah ( Kick )  / 5 Ah  ( Self )

Head Lamp 35W / 35W – Halogen Bulb  ( Multi-Reflector Type )

TYRE PRESSURE

Front(solo/pillion) 1.75 Kg / cm²  / 1.75  Kg / cm²

Rear(solo/pillion) 2.25 Kg / cm² / 2.50 Kg / cm²

Fuel tank capacity 12 Ltrs   ( Min )

Reserve 1.5 Ltrs ( Approx)

Length 2005 mm

Width 735 mm

Height 1070 mm

Wheelbase 1265 mm

Ground clearance 150 mm

Kerb weight 125  Kg ( Kick ) / 129 Kg ( Self ).

The Honda CR-V is roomy, convenient and easy to drive. You can put lots of stuff in it and the back seats are quite comfortable. It rides smoothly, more so than most SUVs. It’s surprisingly maneuverable in tight quarters and handles well on winding roads yet it’s stable at freeway speeds, even in stiff crosswinds. The Honda CR-V and Toyota RAV-4 were the first of the cute-utes, small vehicles based on cars that delivered the cargo versatility of a sport utility, an upright seating position, and all-wheel drive.

The CR-V shares its basic structure with the Honda Civic, giving it the ride quality and handling of a car. Besides being less expensive, the CR-V is smaller and more maneuverable than a full-sized SUV. Most important, it doesn’t look like a minivan. The CR-V isn’t much good off-road, but it’s available with a choice of front-wheel drive or all-wheel drive, the latter giving it good winter weather capability.

This second-generation CR-V was launched as a 2002 model and the styling was revised for 2005. For 2006, the CR-V carries over with virtually no changes except for two new paint colors.

In the CR-V Driver’s Seat

As in virtually any Honda since the company started building cars in the early ’60s, ergonomics in the CR-V are nearly flawless. Simply reach out and whatever control you are looking for seems to fall to hand. Relocating the handbrake to the dash, which occurred in 2004, was exceptionally well thought out. It’s easy to engage there yet it is still out of the way.

The CR-V holds five adults with lots of room behind the rear seats for cargo. If more cargo room is needed, both rear seats easily fold up and tuck out of the way tight against the front seats. If you have to carry two passengers and a lot of cargo, one of the 60/40 split rear seats can be folded up for the cargo and the extra passenger can sit normally on the remaining rear seat.

I tested the 4WD EX model with the 5-speed manual transmission. My CR-V had very comfortable cloth covered seats with full adjustment including height. Seat controls were manually operated on my tester, but the driver’s seat had power assist for the fore and aft movement. Everything is easy to operate.

All models of the CR-V come with 4-wheel disc brakes with ABS. Traction control and electronic stability control are also standard.

On the Road in the Honda CR-V

The 3,750 lb CR-V is available in either a 2WD or RealTime 4WD configuration. In either guise, it’s a treat to drive both in the city and on the open highway. It’s quiet and economical in the city and, its compact body makes it easy to park in tight spaces. Actually, it would be even easier if Honda didn’t insist on tacking the spare tire onto the rear door where it seems to be just the right height to do minor but nonetheless seriously expensive damage to any Mercedes Megabuck that happens to be parked behind it.

At highway speeds, the CR-V is quiet and smooth riding. The rack and pinion steering tracks true so the CR-V is not put off by small road imperfections. In other words, it’s not dancing around on the ruts cut into the asphalt by overweight trucks and you’re not making constant steering corrections.

The CR-V also comes with either a 5-speed auto or a 5-speed manual. My test car was equipped with a 5-speed manual and a light, very smooth clutch. Even though most of my driving can best be characterized as stop-and-go city type, I didn’t mind shifting the gears myself. And, regardless of what the EPA says, in my experience a manual tranny always gets better fuel economy than an automatic. Sometimes dramatically better.

Journey’s End

The CR-V is an exceptional family-style vehicle – a tall, roomy, convenient wagon with a very tight turning circle and a 4WD system that could be useful in some situations. However, don’t even think about taking this thing off road. The RealTime 4WD system starts off in two-wheel (front) drive mode but switches to 4WD as soon as slip is detected. Unfortunately, by the time slip is detected it’s too late and you’re stuck. At least you are if the snow (or sand) is more than a few inches deep.

To preclude burrowing, the system ought to start off in 4WD and then switch to 2WD if no slip is detected. Which is exactly the opposite of what actually happens with the RealTime 4WD system.

On the other hand, this system will most certainly handle a few inches of snow on your local mall’s parking lot – at least it will if you keep good tread on your tires. Hey, if you want real 4WD off-road capability you can’t have the good ride and easy handling of a CR-V. At least you can’t yet. But let’s wait and see what happens when the all-new ‘07 CR-V comes out.

Body Styles, Trim Levels and Options:

The Honda CR-V is offered as a four-door SUV that seats up to five. There are three trim levels: LX, EX and SE (Special Edition). On the LX, you’ll find power windows, locks and mirrors; cruise control; air conditioning; a CD player; rear heater ducts; and a cargo area-mounted 12-volt accessory outlet. EX models add keyless entry, alloy wheels, a moonroof, steering wheel audio controls, an outside temperature gauge and privacy glass. The SE includes heated leather seats and mirrors, a leather-wrapped steering wheel and shift knob and, on the outside, body-colored bumpers, side moldings, door handles and hard spare tire cover.

Powertrains and Performance:

Under the hood you’ll find a 2.4-liter inline four with Honda’s i-VTEC architecture. While its power output — 156 horsepower and 160 pound-feet of torque — can’t equal the grunt of the V6s found in some competitors, acceleration is still more than adequate in almost all situations. All Honda CR-V models come standard with a five-speed automatic transmission, except for the EX, which can take either the automatic or a five-speed manual gearbox. LX models come in either front-wheel drive or all-wheel drive, while EX and SE models are all-wheel drive only. Honda calls its all-wheel-drive system Real Time 4WD, but lacking a dual-range transfer case, it’s AWD by definition. The system powers only the front wheels under normal conditions. If the front wheels begin to slip, power is immediately transferred to the rear wheels until traction is regained.

Safety:

All CR-Vs include four-wheel antilock disc brakes, stability control, side airbags for front passengers and head curtain airbags for front and rear occupants as standard equipment. The Honda CR-V earned a perfect five stars across the board from the NHTSA for its protection in frontal and side impacts. In addition, the IIHS awarded a “Good” rating, also the highest possible, for the Honda’s performance in the 40-mph frontal-offset crash test. It also earned a “Good” rating in IIHS side-impact testing.

Interior Design and Special Features:

Besides having a multitude of storage areas and cubbies, the Honda CR-V is quite generous in its allotment of interior room for passengers and cargo. The rear quarters are surprisingly comfy considering the vehicle’s overall size. Each side of the 60/40-split bench seat can be moved forward or back 6.7 inches, and the seatbacks can be reclined up to 45 degrees. For maximum cargo room, both rear seats can be tumbled forward to clear up to 72 cubic feet of space.

Driving Impressions:

Around-town driving reveals a softly tuned setup that favors comfort over performance and is just about ideal for commuters. Four-wheel-drive CR-Vs are perfect for negotiating wet or snowy road conditions. However, when taken on terrain more rugged than a gravel road, the 2006 Honda CR-V quickly gets wobbly in the knees. Though it has more ground clearance than the Honda Element, this isn’t the mini SUV to get if you regularly venture into the wilderness.

Tucson is Hyundai’s crossover utility vehicle (CUV) that is mechanically similar to its family cousin, the Kia Sportage. Following in the footsteps of Hyundai’s larger Santa Fe, the five-passenger Tucson is based on a car platform with unibody construction, transverse engine mounting, and a choice of front-wheel drive or four-wheel drive. The Tucson is available in GL, GLS, and Limited trim levels. All trim levels feature a strong emphasis on safety, with anti-lock brakes, electronic stability control, seat-mounted side air bags, and roof-mounted side curtain air bags all standard. Other standard features include alloy wheels, air conditioning, a CD player, power windows/locks/mirrors, and roof rails.

GL models are powered by a 140-hp, 2.0L four-cylinder engine with a choice of five-speed manual or four-speed automatic transmissions, the latter only available on front-wheel drive models. GLS and Limited models are powered by a 173-hp, 2.7L V-6 with a 4-speed automatic transmission and either front- or four-wheel drive. The four-wheel-drive system uses a Borg-Warner electronic center differential that can divert up to 50 percent of the engine’s power to the rear wheels for increased traction. Unlike most car-based SUVs, however, the Tucson’s center differential can be manually locked into four-wheel-drive mode at speeds below 25 mph, increasing traction for light off-road driving or in slippery road situations.

Tucson is a compact 5-seater SUV from Hyundai. Tucson’s 2.0-liter CRDi engine delivers performance, strength, and frugality of a diesel engine together with quietness and smoothness of petrol engine. The power and torque generated by Tucson are amazing at 112 Ps and 25 kgm respectively at as low as 2000 rpm. The 5-speed transmission of Tucson demonstrates a smooth and dynamic performance and is high on durability and convenient on maintenance.

Tucson has an electronic 4-WD system that runs the car in front wheel drive (2 WD) during regular driving but when the driving condition changes, there is an automatic delegation of up to 50% of power to the rear wheels. This system has superior fuel efficiency as compared to mechanical 4-WD system. The front McPherson Strut Suspension and the Multi Link Rear Suspension of Tucson ensure a smooth ride on bumpy, pot-holed roads.

Launched with just about the perfect engine for India – a 2.0-litre common-rail diesel – the Tucson has plenty of punch and acceptable economy. There is only one variant yet, and it is well equipped and appealing. Fiat pioneered common-rail diesel technology in Europe, but Hyundai deserves credit for having brought it to the Indian masses. Actually, it was here earlier, but was found only in the expensive European cars, which few of us could afford. Then came the Accent CRDi, and common-rail suddenly became the new buzzword. The technologies still expensive, but Hyundai has managed to price the cars well anyway, including the new Tucson, which uses the same engine as the Elantra saloon. This makes it the only diesel soft-roader around, a formidable advantage.

The Tucson comes closest to one’s perception of an SUV, unlike the squeaky-clean CR-V and the estate-like Forester. It is butch, high-set, adequately spacious and bloody practical, and has the sort of ‘go-anywhere’ attitude that an SUV owner wants, even if it is only a harassed mom taking the kids to school. The muscular styling and heavy body armour give it plenty of on-road presence, and though it borrows plenty of styling cues – from the Porsche Cayenne and BMW X3 in particular – it all gels, to give a nice, macho look.

The cabin is full of interesting and pleasing touches. The upholstery is bright and feels good, the dash is generous and handsome with the Cyclops-eye Speedo and silvered central- console brackets, and there is a high-set, purposeful look to the cabin, with a lofty driving position. There are plenty of cubbyholes to keep everything from a hairpin to a 1.5-litre Coke bottle, and the centre console houses bottle/glass holders. The cubby between the front seats is large, and the top cleverly pops up and out to provide a handy armrest.

The seats are well padded and comfortable, but lack under-thigh support. The rear seat backrest can be reclined and is a thoughtful touch, as is the flip-down armrest, which is at the perfect height. Legroom does not match the CR-V’s but is enough to stretch your legs out. The rear seats have a trio of baggage hooks over at the rear, and fold totally flat, to give you a sizeable loading bay.

Although a hi-tech diesel motor powers the Tucson, it is not very fuel-efficient. However, diesel being cheaper, the Tuck is slightly cheaper to run than its petrol powered competitors. The engine is punchy and responsive – at least once, you get beyond the turbo lag – and allow you to charge through gaps in traffic, making overtaking a hoot. Gear selection in the test Tucson was somewhat vague with first being particularly difficult to find. Perhaps our test vehicle had a problem – office colleagues say that the shift is linear.

It is still the smoothest gearshift of the lot, if not the most precise, and requires less effort than the CR-V and the Forester. The ride on paved roads is quite good and not as harsh as one expects in a vehicle of this sort. You are not bounced around on undulating roads but potholes affect the Tucson’s composure and have it dancing. However, high-speed stability is quite impressive. There is some body roll and this is expected in any vehicle that rides high.

However, it is manageable and poses no problems even when you push hard through corners. The good thing is that the Tucson seems to shrink around you as you drive, and with its light steering and energetic response, it is good fun to hustle. We like luxury to come cheap and our money to go a long way. The Tucson’s reasonable pricing should appeal and its practicality and all-round abilities make it the most logical choice among the three. It has what one looks for in an SUV of this sort and it lives up to most expectations. It has good styling, road presence, a handsome, roomy cabin, quite a few features, and adequate ground clearance. Plus, it has a fair bit of grunt and drives well – and what is most important, it is a diesel at the same price as petrol.

Interior Features

There is nothing cheap or Spartan about the interior of the Hyundai Tucson, although it will not be mistaken for a luxury vehicle. Trim accents are matte black in the GL, bright metallic in GLS and Limited. The GLS comes with brightly colored cloth seats that some people find too gaudy, while others like the pattern as it brightens up the interior. Big radio and climate controls are mounted reasonably high for easy reach, as is the shift lever. The instrument pod contains three gauges with a decent-sized speedometer in the center and a smaller tachometer and fuel gauge off to the sides.

Big storage pockets in each of the four doors contain an indent for a large cup, plus room for several maps or whatever. In addition, there are a couple of cup holders in the center console. It is also nice to see a proper parking brake lever in the center instead of a pedal-operated parking brake. There are no fewer than three 12-volt power outlets; apart from the usual one at the front, there is one in the rear cargo area and one at the back of the center console for use by the rear seat passengers.

Thanks again to Tucson’s long wheelbase, ingress to and egress from the rear seats is good. Once inside, rear-seat passengers will find adequate head and legroom for all but the tallest people. The rear seatback splits 60/40 to fold down with the push of single lever for more cargo space; you do not even have to remove the headrests. The front passenger seat folds flat also, provide room for long objects or a convenient desk for a lone driver.

A solid rear cargo cover/parcel shelf can hide a reasonable amount of rear luggage space. A large washable rubber mat covers a hidden under-floor storage area. The mat also helps protect the flooring, as well as providing a non-slip surface. There are six tie-downs at the side for securing cargo in addition to three grocery bag hooks.

Driving Impressions

We had the opportunity to drive a few different Tucson variants, all powered by the V6 engine. Around town and out on open highways the 173-horsepower V6 delivers adequate power for what is a relatively heavy vehicle for its size. This engine features variable-length intake runners for good power and torque across the rpm band.

The four-speed automatic shifts smoothly. Those who want to be more in command can push the shift lever over to the Shiftronic semi-manual mode. Just a few years ago such an option was only offered on high-end sports cars. The steering felt connected, although a tad light in feel.

The brakes were smooth and stopped the vehicle efficiently. ABS keeps the wheels from locking up and sliding on slippery or uneven surfaces, so the driver maintains steering control even in a panic stop. EBD adjusts the front-to-rear proportioning of braking force according to the load on the wheels and continuously adjusts as the weight shifts forward during a stop. Again, this kind of sophisticated active safety equipment was the exclusive province of expensive cars just a few years ago.

A brief drive along a rocky dirt track showed that the Tucson could manage some light off-highway duty. Without low gearing and aggressive off-road tires, it was not able to climb a steep slippery slope. But judging from the old skid marks we found, it did not look as though many other vehicles had managed to get up that particular slope, either.

A downhill stretch of smooth, slippery, muddy gravel road nearly afforded an opportunity to test the electronic stability control system. Then we eyed the high crown in the middle of the road, and the deep ditches on either side, and decided that this was not the place to try to induce a slide. We did, however, proceed at a reasonably brisk pace, and not once did we feel our Tucson begin to slip. So perhaps the stability control was working so transparently that we did not realize it had engaged.

We drove both four-wheel-drive and front-wheel-drive models on pavement and somewhat to our surprise found that we liked the ride and handling of the 4WD versions slightly better. This might seem counterintuitive, but it was probably because the 4WD models pack a little more weight over their rear wheels, making them better balanced overall, even though they are slightly heavier. What’s more, the 4WD models did not spin their front wheels on wet and slippery roads, as the FWD models tended to do. All told, the 4WD option is worthwhile and we recommend getting it.

The four-wheel-drive system is a part-time setup, but once engaged it operates more like full-time all-wheel-drive, automatically routing power to the end of the vehicle that can use it best. (Unlike all-wheel drive, traditional part-time 4WD, the kind associated with older pickup trucks, does not alter the torque split according to conditions.) Most of the time the electronic brain sends most of the power (up to 99 percent) to the front wheels. Then as road conditions change, the system diverts up to 50 percent of the power to the rear wheels. Called Electronic Interactive Torque Management, Tucson’s Borg Warner system is essentially the same system Hyundai installs in the AWD Santa Fe, except that Tucson provides an additional mode that allows the driver to lock in a 50/50 torque split for slippery conditions. The lock automatically disengages above 20-25 mph, or when the ABS is activated.

We did not have the opportunity to drive the base GL model with a four-cylinder engine. This is a relatively sophisticated power plant, with four valves per cylinder and Hyundai’s continuously variable valve timing (CVVT). Still, it produces only 140 horsepower at 6000 rpm, and 136 pound-feet of torque at 4500. Judging from the modest performance of the V6-powered Tucson, we expect anemic acceleration from the four-cylinder, especially when harnessed to an automatic transmission or four-wheel drive. Possibly for this same reason (or because the demand is not there), Hyundai does not offer the combination of automatic and four-wheel drive with the four-cylinder. It would not be able to get out of its own way. If you are willing to do your own shifting, then the four-cylinder GL with a five-speed manual promises performance that is more reasonable.

Technical Specifications