Rolls-Royce Wraith goes on sale in India

To cater to the fast-growing uber-rich clientele in India, Rolls-Royce launched the Wraith coupe yesterday at an ex-showroom Delhi price of INR 4.6 Crores. The Wraith is the third Rolls-Royce model on sale in our country, along with the Phantom and Ghost sedans.

The Wraith is special in more ways than one. Powered by a V12 engine that churns out 624 bhp of maximum power and 800 Nm of peak torque, it is the most powerful Rolls-Royce ever with acceleration from 0 to 100 km/h taking just 4.4 seconds. Being a Grand Tourer with sporty pretensions, the Wraith opens up new avenues for the British brand and enables it to lock horns directly with Bentley’s Continental GT.

The Wraith looks so different yet so similar to the Phantom and Ghost and is easily immediately identifiable as a Rolls-Royce. The big, deep-set radiator grille flanked on either sides by slim headlight clusters is magnificent as are the beautifully-designed triangular taillights. With a two-tone paint job and a muscular profile, the Wraith, as Rolls-Royce rightly claims, looks fast even when standing still. As with any other Rolls-Royce, the interiors of the Wraith screams luxury and is made of finest quality leather and wood available. Equipped with a gamut of creature comforts and the ultimate safety features, the Wraith, no doubt, will ensure that all its four occupants are cocooned in the cabin.

When the Wraith was unveiled in the glitz and paparazzi of the Geneva Motor Show earlier this year, it marked an important step in the history of Rolls-Royce. This fastback coupe variant of the Ghost sedan was not only the third nameplate to be adorned with the Spirit of Ecstasy logo, but also the one that helps Rolls-Royce expand beyond luxury sedans and limousines.

At INR 4.6 Crores ex-showroom Delhi for the base model which is bound to go up as the individual personalization options are checked, the Wraith is insanely expensive. But then, the exclusivity and the social status associated with owning one is what makes the Rolls-Royce experience so special, isn't it? And that, ladies and gentlemen, is invaluable.

What's wrong with the Indian 'small car' regulations?

Indian roads are a mixed bag these days. While the highways are gradually getting better, the city roads, in total contrast, are getting worse by the day. Ask an average Indian residing in any of the metros about his (or) her driving experience in the city and don't be surprised to hear that driving through the crowded, unruly, bumper-to-bumper traffic is a pain in the wrong place, quite literally.

That brings us to a regulation framed by the Indian Government to ease congestion and pollution in the cities. Passenger cars and utility vehicles that are less than 4 meters in length and with an engine capacity that doesn't exceed 1.2 liters for petrol and 1.5 liters for diesel are classified as 'small cars' and qualify for an excise duty cut. The idea is great. By encouraging people to opt for vehicles with a smaller footprint and frugal engines, precious little space on offer to maneuver in most Indian cities could be leveraged better, apart from reducing emissions. Small cars being more nimble, moving in and out of parking spaces that are already a rarity, would be easier too. All is well, then.

But, where it went wrong is in the implementation, particularly in the 'sub 4m length' part. By just restricting the length and not limiting the body-styles to go with it, the authorities gave manufacturers a free hand. And they duly obliged, by bringing in every darn body-style within the stipulated length. We have hatchbacks, which are great and, as a matter of fact, 'the perfect' body-style to go with this regulation. And then, we have sedans and utility vehicles, which is where things get a bit unsettling for us.

Being the innovators that they are, Tata Motors started this trend by partially chopping off the boot of it's Indigo sedan and coming out with the CS variant, where 'CS' stands for 'Compact Sedan'. And, voila, a whole new market segment, one that was not defined by body-style but just restricted by length, was born. Soon, other manufacturers followed, filling our roads with cars and utility vehicles that look disproportionate and weird. Let's list down a few, shall we? There is this mini-skyscraper on wheels that tries to portray itself as a compact SUV. Then, there is this old, abandoned European model that wants to hide its age by flaunting a sharp-cut rear. And then, there is this desirable car that continues to be a top-seller despite its permanently rear-ended looks. Go, figure out which is what, it isn't tough!

With the exception of Ford Ecosport, no other small car 'by definition' in India that's not a hatchback looks appealing. Even Honda, a brand known for its excellent designs in the Jazz, City and Civic had to settle for a compromise in the Amaze. Despite being the best-looking sub 4m sedan in the market, the Amaze still looks disproportionate amidst other models in the Honda portfolio. Sadly, this trend isn't stopping anytime soon, given that everybody from Maruti-Suzuki and Hyundai to Tata and Mahindra to Ford and GM are actively working on bringing sub 4m models to take advantage of the Indian 'small car' regulations.

So, who's to blame here? If the Government hasn't properly defined the rule, so be it. If the customers aren't complaining, let them be satisfied. The onus is certainly on the automobile manufacturers to act with an aesthetic sense while sitting on the drawing board developing a new model. Designing and developing an automobile that looks good, satisfies the needs of the customers and still meets the rules and regulations stipulated by the Government isn't that tough a job, is it? When Tata Nano, the world's cheapest car, can look this good, sub 4m models can certainly look better, much better!

All-new Hyundai i10 breaks cover

Head-quartered in Seoul, South Korea, Hyundai has been on a steady growth trajectory globally in recent years. One car that played a vital part in that success story, atleast in Asia and Europe, was the i10 mini. Not only was it a consistent big-seller in emerging markets like India, it was also a decent volume-churner in matured European markets like the UK and Italy. When the i10 was first launched in 2007, it rose to fame as the first Hyundai supermini that could genuinely take the fight to segment stalwarts led by the Fiat Panda. With a subtle facelift in 2009 that brought in the now-familiar hexagonal grille, the i10 has been left to fend off newer competition like the much-lauded Volkswagen Up!. 

All that will end soon, as the second generation i10 is set for launch very soon.

As with most new cars that come with the slanted 'H' badge, the new i10 looks pleasing to our eyes. Let's get away with the familiar bits first. The hexagonal grille with a slim upper lip, the swept-back headlamps and the swoopy rear end with the Hyundai logo neatly integrated into the boot opener are all there, just as they were with slight modifications in the i20 and i30 hatchbacks. What's different though is the profile. Instead of a mish-mash of curves, the new i10 has a clean character line that originates in the front fender, cuts through the door handles and changes course once it hits the tailight clusters. The windows themselves are steeply raked and sync nicely with the wraparound rear windscreen. Though it hides the car's visual bulk, we are not big fans of the black rub-strips at the bottom of the doors.

Expected to be officially launched at the upcoming Frankfurt Motor Show, the new i10 will now be manufactured in Turkey for European markets. Let's not forget that Hyundai's plant in Chennai is the sole manufacturing location of the existing i10, which will change once the new model is launched. As with the current model, the new i10 would be available with a range of small capacity gasoline and diesel engines. When it goes on sale later this year, we expect the new i10 to put up a strong showing in the fiercely competitive European city car segment.

So, will we being seeing this stylish small car on Indian roads soon? Of course yes, we might assume, given that the existing i10 was launched in India before any other country and most of Hyundai's Indian lineup are the same as those in North America and Europe. Sadly though, the answer is only a partial yes this time. That's because we would be getting a toned-down version of the car that's been christened as the 'Grand i10' and would be positioned between the existing i10 and i20. With the existing i10 still selling around 8000 units every month, Hyundai has chosen not to discontinue it. May be, this is Hyundai's way of telling Maruti-Suzuki, "If you can sell four successive generations of the same car (800, Alto, A-Star and Alto 800), I can sell atleast three, if not four (Santro, i10 and Grand i10).

So, what's different for India? From what we understand, a lot of emphasis has gone into the rear seat and its comfort. Firstly, the wheelbase has gone up considerably, which means that a whole Indian family can be accommodated comfortably. Indians also prefer airy cabins, because of which the stylish upswept rear windows of the European model are replaced by flatter windows that's not too dissimilar from the existing i10. The wraparound rear windscreen has also been done away with, thus reducing the style quotient of the Grand i10 significantly. In short, the Grand i10 is a bigger, more practical albeit less stylish version of the European model.

Most of our friends in the media have already driven the car and come back mighty impressed. It seems the Grand i10 is an improvement from the existing car in almost every aspect. Add the 1.1-liter CRDi diesel engine to the kitty, and the Grand i10 seems to be a sure-shot hit in the making. But, there are a few challenges for Hyundai to overcome.

With the Santro, Eon, i10 and i20 occupying bulk of the showroom space already, the Grand i10 has very little room to settle into. It's therefore extremely critical Hyundai gets it's price and positioning right. Despite its best efforts though, the Grand i10 is sure to overlap with i10 and i20, two of Hyundai's best-selling models in India, and will thus end up stealing sales from its own siblings. Adding a prefix or suffix to an existing model hasn't always worked well in this part of the world. The Grand i10 has to overcome that and somehow convey the fact that it is actually an all-new car and not just a variant of the existing i10. The list looks big, but we are sure Hyundai are having grand plans to squash them.

Nissan Terrano spotted testing in Chennai

India's love for Utility Vehicles combined with the overwhelming success of the Renault Duster and Ford Ecosport have opened the floodgates for compact Sports Utility Vehicles in our country. From Maruti-Suzuki to Mercedes-Benz, every automotive manufacturer looking to increase their share in our market are developing one right now. Fortunately, Nissan seems to have one ready, thanks to it's strategic partnership with Renault that allows both brands to re-badge and sell each other's models at a slight premium. With Nissan lending its Micra and Sunny to Renault earlier, it's time for the latter to return the favour.

With most of the media fraternity starting to speculate on the name, looks and specifications, Nissan decided to put an end to all those rumors a couple of months back. Revealing that its compact SUV would be called the 'Terrano', a once-popular but discontinued nameplate, the Japanese manufacturer also released an official sketch that revealed the Terrano's significantly-redesigned front end. The Duster might be a big success, but one of its negatives is its design that lacks finesse. Don't get us wrong, we love the Duster's butch stance, but it just doesn't cut out in terms of attention to detail. If the official sketches are anything to go by, Nissan seems to have addressed that problem to an extent in the Terrano

The sharp, angular headlights, the aggressive bumper and the thick chrome slats in the grille not only establishes an instant connection to other SUVs in Nissan's global lineup, but also adds some depth to the otherwise boring front end of the Duster. The profile, with its massively-flared wheel arches, looks untouched while Nissan seems to have tweaked the lights and bumper again at the rear to increase the Terrano's appeal. The rest of the car, including the chassis, engines and transmissions are expected to be carried over from the Duster. That's not bad, given the extremely practical and fuel-efficient 1.5-liter 'dCi' diesel engine that powers the Duster in two states of tune and its brilliant ride quality. Apart from the change of logos, we don't expect the interiors to change much as well.

These pictures of the camouflaged Terrano that was spotted testing in Chennai proves that Nissan isn't taking chances, despite the Duster proving itself in our market. It is being widely speculated that Nissan would launch formally unveil the Terrano before the end of this month.

The recent launch of the Ford Ecosport has exposed two more negative factors in the Duster - the lack of features and it's uncompetitive pricing. While its easy for Nissan to tackle the first problem by adding more features to the Terrano, the second problem is a bit more hard to deal with. Renault being the donor brand, Nissan would be forced to position the Terrano a shade higher than the Duster. And that means Nissan should be able to convince customers that the Terrano is worth buying at a premium when people have started realizing that the Duster itself is overpriced.

Will Nissan manage to do that? Will it shake off the Evalia's disastrous run in the market with the Terrano? Let the game begin!

BMW unveils i3, the first car under its all-electric 'i' sub-brand

In a world that’s beginning to focus increasingly on the environment, zero-emission vehicles are being touted as the future of mobility. With electricity and hydrogen emerging as the only possible alternatives for fossil fuel, automobile manufacturers are forced to splurge their resources into one of these two in the hope of achieving future supremacy. BMW, the world’s largest luxury-car manufacturer, has decided that electric cars are best-placed to eventually replace those with internal combustion engines on urban roads. When a manufacturer of BMW's caliber decides so and goes as far as investing in a new "i" sub-brand to distinguish it’s range of pure-electric cars, it ought to be taken seriously.

So, the ‘i’ not only separates the electric line-up from the rest of the ultimate driving machines, but also gives BMW a tech-savvy image that’s automatically bestowed upon anything that starts with the 'made-famous-by-Apple' alphabet.

With all this lurking in the background, BMW unveiled the i3, the firm’s first pure-electric car that’s destined for mass production. When the wraps came off the strangely-styled hatchback at simultaneous events held in New York, London and Shanghai representing five continents, BMW heralded the car as a new era of electro mobility that was designed grounds-up to take in a stack of batteries instead of the usual cylinder block, head and pistons. Well, so how different is the i3 from, say, a Nissan Leaf or a Chevrolet Volt?

Firstly, the i3 looks different. In fact, the design borders on the lines of being 'strange' and 'weird', ensuring that heads turn wherever it goes. Not all those heads would nod positively though. Except for the kidney grille, none of the regular BMW cues are found in the i3. Contrasting shades of body panels, the non-linear window line, the floating roof panel and the non-existent pillars characterize this urban hatch.

Then comes the material used for its construction. The innovative "Life Drive" architecture comprises two modules, the Life Module and the Drive Module. The former is essentially the cabin that ditches steel in favour of Carbon Fiber Reinforced Plastic (CFRP). Yes, that carbon-fiber part is the same that's used in exotic super-cars and it is incredibly strong that the i3 sports a pillarless design with rear coach doors. Housing all the power-train components is the Drive Module that's completely made of aluminium. From magnesium to an assortment of renewable materials such as wood from eucalyptus trees, fibers from Kenaf plant and extracts from olive-leaf, the i3 has parts made of everything.

At the heart is a hybrid-synchronous electric motor that produces 170-hp of power and 184 lb-ft of torque, giving the i3 a real-world EV range of 80 to 100 miles. Powering the motor is a lithium-ion battery pack that's takes about 8 hours for a full charge from a normal DC power outlet. Quick-charging options are available too, as expected. For those who are still skeptical, a gasoline-powered 650-cc 2-cylinder range-extender that holds charge without powering the wheels is also available as an option.

Though the interiors are not as unconventional as the exterior design of the i3, it is still different to remind the occupants that this isn't any average car. Available in three trim levels - Mega World, Giga World and Tera World, the i3 is a true BMW and comes equipped with all the regular safety and driver-assist technologies that luxury cars are famous for.

Expected to go on sale in mid-2014, the i3 will be followed by the i8, an eco sports-car that rose to fame in the Hollywood movie Mission Impossible : Ghost Protocol. With Audi continuing to tease us with the 'e-tron' concepts and Mercedes-Benz well-entrenched into the hydrogen fuel cells, BMW has stole a march on the opposition in terms of electric mobility with the 'i' sub-brand. Will it pay off? We think it will, but we might have to wait for a long time to see that happen.

All that is good, but will this 'i' grace the 'I'ndian roads? We hope it does.

The Amby hogs the limelight again

The big news doing rounds in all automotive websites and blogs over the last few days is the Ambassador (fondly called the 'Amby') being chosen as the world's best taxi by Top Gear, arguably the most popular automotive show on earth that airs on BBC. Famous for their fun-filled, straight-from-the-heart views on cars, the show and its three hosts are so popular that this announcement has given excellent worldwide publicity to the car that literally put India on wheels for more than half a century.


Considering the experiments performed by Top Gear in the past, we all know that the show is pure entertainment for automobile-lovers and the verdicts are to be taken with a spoon of salt. Even then, why aren't we surprised by this verdict then?

It's because we were brought up by a generation that grew up seeing, traveling and dreaming about the Hindustan Ambassador. In those days, choices were strictly limited and life in general was a whole lot simpler. You have got to be either an Ambassador loyalist or a hard-core Fiat fan (That's how the Premier Padmini was called). The Ambassador's victory starts right from that statement. While the Premier Padmini was not able to shake off its origins and was popular as a Fiat, the Ambassador totally overshadowed the Morris Oxford, the British car in which it was based on. The Ambassador had, and still has, such a patriotic influence that its hard to convince many of our countrymen that the Ambassador isn't an Indian car after all.

Who cares though? Its origins might be British, but it was India and the Indians that celebrated the car, treated it as part of their families and gave the Ambassador an iconic and cult status. From being used to transport the visiting foreign diplomats in bullet-proof safety to being left unattended to rust in peace, the Ambassador has seen it all and continues to play an integral part in Indian roads, albeit in a much-less significant way.

The first thing that strikes your mind when you think of an Ambassador is its 'taxi' legacy. For decades, the Amby has been performing the duty of ferrying people and luggage across Indian cities, over broken bridges and unmanned level crossings and through streams and rivers. In all these years of service in India, the Ambassador would have even tackled terrains that would wreak havoc with modern cars. It's big footprint meant that passengers can walk into the car, rather than bending and flexing themselves in. The space and comfort offered by the sofa-life rear bench in the Ambassador is legendary and the ability to squeeze in as much people inside as possible is unmatched to this day. The leaf springs at the rear quite literally gobbles up potholes and pampers the occupants with supreme ride comfort, irrespective of the road conditions. In case things go wrong, every roadside mechanic you spot would have his own fix for getting the Ambassador up and running again.

Agreed, the car takes ages to gain speed, the brakes need more than the weight of two feet to show that its working and turning the non power-steering equipped variants is a royal pain. But, those are for the drivers to worry about. As long as you are a passenger, all you do is sit, relax and enjoy the enchanting views on offer in those large windows. And that's what taxis are intended for, mind it. In that sense, there is nothing quite to match, let alone beat, the coveted Amby of India. Well, all the Ford Crown Victorias and the TX4 Black Cabs of the world, move over please! Let the King march on.

The mystery of Nissan Evalia in India continues

For us at Anything On Wheels, the story of Nissan’s Evalia in India continues to remain a mystery. The part-van part-MPV (Multi-Purpose Vehicle), that made quite a splash as the official taxi in major metropolitan cities around the world and was expected to take the fight to the hitherto-unchallenged Toyota Innova in India, failed miserably. Why did New Delhi, Mumbai, Bengaluru and Chennai failed to accept something that New York, London, Barcelona and Tokyo embraced?

Look no further than the Evalia itself for clues. The design and styling, a factor that singularly influences most car-buying decisions these days, was a major dud. Agreed, the style quotient is not that important in the MPV segment that Evalia is playing in, but still, it mattered. The absence of certain essential features like, for instance, the captain seats and fully-open-able windows in the middle row, didn’t help either.

While the model itself had its fair share of shortcomings, Nissan is also to be blamed for the Evalia’s disastrous run in India. Apparently, a problem with its marketing agency meant that most dealerships didn’t have stocks of the Evalia when it was launched, thus losing out on very-critical early enquirers. With the exception of a few newspaper and television adverts at the time of launch, there was no sustained marketing efforts to be seen. This was very different from the approach Nissan adopted for the Micra and Sunny, which saw a series of ads every time the market showed signs of coming down. Compare this with what Tata’s relentless efforts in pushing the Aria, a model that has performed as poorly as the Evalia in the Indian market, and you will understand the difference.

All this eventually forced Nissan to stop production of the Evalia in its Chennai plant, as dealers struggled to move out the stocks that they held. Reports that Nissan is working on making some essential changes to the Evalia for a renewed assault against the Toyota Innova and Mahindra Xylo also came in. The rumored changes included the availability of captain seats and open-able windows for the middle row, a redesigned dashboard with a closed glove box and some additional features such as rear washer and wiper. Surprisingly, all these changes have already been incorporated in the Ashok Leyland Stile, an Evalia clone that was unveiled earlier this week and is all set to enter the Light Commercial Vehicle segment as part of the joint-venture between Ashok Leyland and Nissan.

That’s why the sight of this Evalia with ‘On Test’ stickers in Chennai had us excited for a moment. But, the excitement was short-lived, as we realized that this was nothing but the existing model in its international trim. Note the ‘NV200’ badging and the absence of reflectors and chrome strips in the boot-lid that was added exclusively for India to mask the Evalia’s bulk. As the suspense over Evalia’s future continues, let’s hope that Nissan hasn’t given up on this model’s prospects in India already.

Nissan resurrects Datsun brand, unveils 'Go' hatchback

We don't witness a global automotive manufacturer launch a new brand in India often. But, today was one such day, as Nissan relaunched the once-popular but now-defunct Datsun brand at an event in Gurgaon. Targeted towards the emerging markets like India, Indonesia, Russia and South Africa, Datsun is an important part of Nissan's plan to tap the upcoming markets and gain market share. With Datsun relaunched after more than three decades, Nissan now has three automotive brands targeted exclusively for each section of buyers. While Datsun chases the value-conscious buyers, Nissan would continue to cater to the middle-class customers and Infiniti would be aiming for the rich and affluent folks.

In addition to relaunching the new low-cost brand, Carlos Ghosn, President and CEO of Nissan, also unveiled the 'Go' hatchback, Datsun's first model that will go on sale in 2014 at a price less than INR 4 Lakhs. That would pit the Datsun Go squarely against Maruti-Suzuki Wagon-R and Hyundai i10, two top-selling cars in India. With abundant interior space as its trump-card, the new Datsun can attract buyers of the higher variants of Maruti-Suzuki Alto and Hyundai Eon as well.

Looking at the official pictures released by the company, it is clear that the Datsun Go is designed to impress. From the signature hexagonal grille up front that seems to have been inspired by Hyundai's recent design philosophy to the smart rear-end and the sharp creases that dominate the profile, the Datsun Go does look impressive. With a wheelbase that's as long as the Nissan Micra, the interiors are the real talking point of the Datsun Go though. The dashboard is a blend of colours, with two shades of beige nicely complementing the black shade. The dashboard-mounted gear lever and hand brake liberates lot of space between the front seats, which has been put to good use with what would end up being used as a baby seat. While some parts show obvious cost-cutting, few other parts like door handles, air-conditioner vents and buttons are shared with the Micra.

Though the specifications of the Datsun Go aren't released yet, it is expected to be powered by the same 1.2-liter petrol engine found under the hood of the Micra.

Underlining the significance of the Datsun brand and the new small car, Carlos Ghosn, President and CEO of Nissan, said “This is a historic day for Nissan Motor Company and for our customers and partners in some of the world’s fastest-growing markets. It’s also an exciting moment for many women and men here in India who, today, come one step closer to realizing the dream of purchasing a car.”

Following the Go, Datsun is expected to launch a raft of new models aimed at the budget-conscious buyers across the various target markets. With Dream, Access and Trust as its key values, Datsun is Nissan's answer to the Suzukis and Hyundais of the world. Will Nissan's three-pronged strategy work in India? Will Nissan get the positioning of the brands right? Well, wait till 2014 for the answers.

Global sales of Toyota Prius crosses 3 million units

Toyota holds a special place in our hearts for always being a few big steps ahead of its competitors in 'hybrid vehicle' technology and, more importantly, popularizing it to the masses. While most other manufacturers were still contemplating on which amongst 'hybrid', 'pure electric' and 'fuel cell' is the best alternative to internal combustion engines to plonk in their resources and were taking baby-steps towards them, Toyota plunged chest-deep, pooled in its funds and came out with the Prius, the world’s first mass-produced hybrid passenger car, in 1997. Remember, they had no clue then on what would be the result of this highly-expensive experiment.

But now, a decade and half later, Toyota is laughing all the way, with an enormous technical, commercial and marketing lead in 'hybrids' over competitors that are trying to catch up quickly. The Prius, that started off as a single model, has grown into a sub-brand of its own now, encompassing a family of hybrid vehicles. If that wasn't enough, catching up with the Prius just got a bit more difficult as it’s cumulative global sales crossed 3 million units in the month of June-2013. Add the fact that the combined global sales of all ‘Hybrid’ models of Toyota crossed the 5 million milestone earlier this year (March-2013), and it calls for a celebration.

Thanks to Toyota's website, we now know that the Prius was born of a comment made by its president Eiji Toyoda in September-1993. “In the 21st century, is it acceptable to go on making cars the same way? Shouldn’t we rethink manufacturing from the ground up?” were the statements that eventually led to the launch of Prius on October-14, 1997. The car was a result of loads of research done on user-friendliness, body size, design, fuel economy and environmental and social issues in a 21st century automobile, which led to the concept of a motor and engine working together as a "hybrid" system.

The Prius was not a sensational hit immediately on launch. But, slowly and steadily, it became the darling of the automotive industry with both the general public and a host of celebrities embracing the new ‘green’ thing in town. When its sales ended in 2003, the first-generation Prius had found 123,000 customers. The second-generation model, that was launched in 2003 and was on sale until 2011, was more successful and touched a cumulative sales figure of 1.19 million units globally. Launched in 2011, the third-generation model has already raced to 1.69 million units, with the number increasing steadily.

A point to be noted is that these numbers do not include the sales of Prius off-springs like Alpha, c, v, Plug-in Hybrid, etc. which would add up another 0.5 million units approximately.

Though Toyota did launch the third-generation Prius in India, the lack of incentives from the government and the duties and taxes charged on importing the Completely Built Units (CBU) into the country meant that the Prius retails at an astronomical price tag of INR 32 Lakhs ex-showroom Chennai for the top-end variant. Not surprisingly, sighting a Prius on our roads is as rare as spotting an Italian exotic. Here is us wishing to see more Prii (plural of Prius) in India.

Jaguar launches the gorgeous F-Type in India

The Indian landscape just became a whole lot more beautiful, as Jaguar unleashed its gorgeous F-Type in our country today. Well, we might be exaggerating a bit here, but the F-Type is so good-looking that it makes you go weak on your knees. Just look at those incredibly sexy taillights and that curvaceous rear, if you don’t believe us. With the F-Type intended to be the spiritual successor of the legendary E-Type that is widely considered as ‘one of the most beautiful cars ever’, the designers at Jaguar had their work cut out. And boy, have they delivered!

Two variants of the F-Type have been launched in India, the V6 S and the V8 S. At INR 1.37 Crores for the V6 and INR 1.61 Crores for the V8 (Ex-showroom Mumbai), the F-Type is definitely pricey. But, with the Porsche 911 and Audi R8 as its chief competitors, the F-Type isn’t targeted at the regular Joe as well.

For its price, the F-Type comes with a host of technological advancements and features that justifies its positioning. Detailing is top-notch like, for instance, those pop-out door handles that juts out of the body only when they have to be used and the pop-up air-conditioner vents that rises from the dashboard once the ignition is turned on. Agreed, these are just electric motors that are doing nothing but increasing the kerb weight, but it is such detailing that makes you fall in love with the car. The Active Exhaust Note that gets louder at the touch of a button and a retractable soft-top are the other features that the F-Type owners can boast of.

The V6 S variant is powered by a supercharged 3.0-liter engine that puts out 375 bhp of power and 460 Nm of torque. This motor accelerates the F-Type from a 0 to 100 km/h in just 4.9 seconds and gives it a top speed of 275 km/h. The V8 S variant comes with a 5.0-liter supercharged engine that produces 488 bhp of power and 625 Nm of torque. 0 to 100 is reached in just 4.3 seconds and the top speed is limited to 300 km/h. Both the engines are mated to a 8-speed Quickshift automatic transmission.

But, with such a stunning design, are you even bothered about the specs? For once, let the specifications be damned! Go, buy the Jaguar F-Type just for its looks, if the asking price isn't a concern.

Nissan launches Micra facelift, repositions existing model as Micra Active

The Nissan Micra, that was launched in India with much fanfare as the Renault-Nissan Alliance's first model in the country, might not have been a big success in our market. But, the Micra has been a huge success internationally, which meant that the Chennai plant was busy churning out export variants of the premium hatchback. Three years have since passed, and the time has come for a mid-cycle nip and tuck.

There are mid-cycle facelifts that would just make us strain our eyes trying to spot the differences. And there are facelifts that genuinely raises the appeal of a car that is just starting to look outdated. Thankfully, the Micra facelift adopts the latter. Nissan has done a fabulous job of redesigning the front-end of the Micra that was often criticized for looking too curvy and feminine. The new Micra's sharp, peeled-out headlights, the split grille with thick chrome strips, the bigger air-dam with large hexagonal slots and the fog-light surrounds that protrude towards the edges of the front bumper have really transformed the character of the car. Though the profile and rear remains largely unchanged except for the new alloy wheels, LED taillights and a redesigned rear bumper, the Micra now looks a whole lot better than the outgoing version.

The same theme has been carried forward inside as well. The top half of the center console is all-new, with rectangular air-conditioner vents replacing the circular vents of the pre-facelift model. The interiors are refreshing with a mix of brushed metal inserts, surfaces finished in glossy black and chrome touches. The 3-cylinder 1.2-liter petrol and the 4-cylinder 1.5-liter dCi diesel engines are carried over from the old Micra, while the CVT automatic transmission makes its debut in the Micra facelift. While most of its competitors are soldiering on with old-school auto-boxes, Nissan's initiative to bring the advanced continuously variable transmission in the Micra is commendable. The top-end Micra XV Premium comes fully loaded with features that include climate control system, keyless entry and go, Bluetooth connectivity with USB and Aux-input and reversing camera with display in the rear view mirror.

While the three petrol variants - XL, XL(O) and XV CVT are priced at INR 4.79, 5.42 and 6.39 Lakhs respectively, the four diesel variants - XL, XL(O), XV and XV Premium are priced at INR 5.9, 6.43, 6.9 and 7.14 Lakhs respectively.

In what is slowly becoming a norm in India, the previous Micra is not going to be discontinued. Instead, Nissan has given the old Micra a 'blink-and-you-miss' redesign, stripped off as much features as possible and repositioned it as the Micra Active. A basic headlight cluster, a redesigned front bumper, black door handles and mirrors and plastic wheel-caps make the intentions clear. With the exception of the top-end XL (Safety) variant that comes with central locking, EBD and Airbags, the interiors of the other Micra Active variants are stripped down to just the essentials. Targeted squarely at big-sellers like the Hyundai i10 and Maruti-Suzuki Wagon-R that come with petrol engines only, the Micra Active is also available with just the 1.2-liter petrol engine under the hood. What has not changed is the abundant space inside the cabin.

The Micra Active is available in 4 variants - XE, XL, XV and XV (Safety). At INR 3.5, 4.01, 4.3 and 4.71 Lakhs respectively, the Micra Active is tremendous value for money. By doing so, the Nissan Micra is now straddling a whopping two and half segments, hoping to attract buyers from all these segments. Good luck Nissan!

Tata Nano CNG caught testing in Pune

Tata Motors made news last month when they launched eight face-lifted, refreshed and new variants of existing models on a single day. Among them was the CNG variant of the Nano, which was badged as 'emax'. Though the price of Nano CNG was not announced and the model has not gone on sale yet, we know that Tata Motors is planning to launch it as quickly as possible to try and stem Nano's falling sales.

This Tata Nano CNG, spotted testing in Pune a couple of days back, proves that the work is going on in full swing. What catches our eyes first is the 'Nano CNG' badge in this test car, quite different from the 'emax' sub-branding that was unveiled for all the CNG variants of Tata cars last month. Don't let the badge confuse you though. This test car might have been manufactured and put into testing many weeks or even months back, when the marketing strategy to brand it as emax wasn't finalized. Or, it could well be that Tata might just launch the car as Nano CNG, instead of bothering with the emax moniker. Whatever way it is, the CNG variant of Nano is coming soon.

Apart from the bigger air-vents in the rear bumper that is said to aid engine cooling and was officially introduced in the 2013 calendar year model launched last month, the test car was no different from the other Nanos that are plying on the roads. So, expect nothing more than a chrome strip each in the front and rear bumper to bring it in line with the current model year when the Nano CNG goes on sale.

The CNG variant of the Nano comes with a button on the dashboard that lets the driver toggle between gasoline and CNG fuel options. With a 624-cc rear-mounted engine powering the rear wheels, the Nano CNG produces 38 PS of power at 5250 rpm when run in gasoline and 33 PS of power at 5500 rpm in CNG mode. The torque ratings stand at 51 Nm at 4000 rpm in gasoline and 45 Nm at 3500 rpm in CNG. Depending on the fuel running the engine, the fuel gauge alters its reading accordingly, giving the driver a sense of the amount of fuel left on both tanks. The CNG tank is placed beneath the driver's seat and the filling nozzle is tucked under the hood. Just like you do for filling gasoline, pop the car's hood up for filling up CNG too.

With the promise of lesser running costs, the already-efficient Nano becomes even more frugal in the form of Nano CNG. Even if the sales don't pick up drastically, we expect the CNG variant to bring back some excitement into the Nano brand, which should keep it going until the diesel variant comes and shake things up completely.

Bajaj launches KTM Duke 390 at a staggering price of INR 1.8 Lakhs

If there is one automobile company in India that belts out blows to its competitors every now and then, it has got to be Bajaj. When the Pune-based Indian manufacturer launched the KTM brand in India with the Duke 200 last year, its shockingly-competitive pricing scared the daylight out of its competitors. Now, Bajaj is doing it all over again.

In what can be termed an even mightier blow, Bajaj has now launched the KTM Duke 390 in India at a staggering ex-showroom Delhi price of INR 1.8 Lakhs. Yes dear folks, that's almost 400 cc of two-wheeled bliss for less than a couple of lakhs!

Though KTM claims that the design and styling of the Duke 390 is inspired by the bigger Duke 690, we find it to be very similar to the Duke 200. That isn't surprising, as one of the main reason for the success of the Duke 200 was its attractive 'naked sports-bike' looks. The only identifiable factors differentiating the bigger-engined sibling are the huge '390' graphics in the fuel tank and the striking Trellis frame and alloy wheels that are now painted in the trademark orange colour. The vertically-stacked headlight, the super-thin taillight, the tiny indicator lamps, the sharp and angular fuel tank, the high-set rear seat, the split tyre-huggers and the exposed steel frame and mono-shocks that gave the Duke 200 its unique identity do the same job in the 390 as well. There is no doubt, this motorcycle will turn heads wherever you go.

Powered by a 373.2 cc, liquid cooled engine, the Duke 390 boasts a power output of 43 bhp at 9000 rpm and a torque rating of 35 Nm at 7000 rpm. Together with a claimed kerb weight of 154 kg, the Duke 390 promises to be an insanely quick bike. This single-cylinder, 4-stroke engine is loaded with a lot of advanced technological bits that include fuel-injection, 4 valves driven by twin camshafts, diamond-like carbon coated finger followers and a nikasil-coated cylinder. India-specific changes in the Duke 390 include a larger radiator and a tweaked suspension set-up. Antilock Braking System (ABS) is available as standard, complementing the 300 mm disc up front and the 230 mm disc at the rear. The Duke is known for its super-nimble handling and the 390 would be no different, shod with Metzeler tubeless radials.

Well, the technical specifications aside, Bajaj has yet again given the competition some sleepless nights with the launch of the Duke 390. For the price at which it retails and considering all that it has on offer, the Duke 390 is all set to storm the market.

Ford stuns the industry with an aggressive starting price for the Ecosport

It's been almost 24 hours since Ford announced the prices of the Ecosport, its most-awaited compact Sports Utility Vehicle, for the Indian market. We are yet to come out of the shock though. To be honest, Ford's pricing strategy for the base variants of the Ecosport has literally sent shock-waves across the industry and most competitors might be forced to resort to discounting or repricing in the long run. But, for all those prospective customers who hid their frustrations within and patiently waited for the Ecosport for more than a year, it has been well worth the wait.

Ever since it was unveiled to the public at the 2012 Auto Expo in New Delhi last January, the Ecosport has managed to generate such a buzz that not many new vehicles do. That's because the Ecosport's concept of butch looks, compact dimensions and high ground clearance were just 'perfect' for us Indians, given the restricted road space and less-than-perfect road conditions in our cities. After making us all wait with bated breath for 18 months, the Ecosport was finally launched yesterday and the prices of all variants were announced.

The Ford Ecosport is going on sale in four trim levels - Ambiente, Trend, Titanium and Titanium (O), with a choice of three engine options - a 1.5-liter TiVCT petrol, a 1.5-liter TDCi diesel and the hugely-anticipated, technologically-advanced, "International Engine of the Year" award-winning, turbocharged 1.0-liter petrol dubbed the 'EcoBoost'. One variant of the 1.5-liter petrol engine is also available with an option of a 6-speed dual-clutch automatic transmission. While the EcoBoost engine is making its debut in India, all the other engine and transmission options are already available in the new Fiesta.



The diesel variants that are expected to bring in much of the sales are priced at INR 6.69 Lakhs (Ambiente), 7.61 Lakhs (Trend), 8.62 Lakhs (Titanium) and 8.99 Lakhs (Titanium (O)). The 1.0-liter EcoBoost variants can be bought in only the top two trim levels and are priced at INR 7.89 Lakhs for the Titanium trim and INR 8.29 Lakhs for the top-spec Titanium (O) trim. But, it is the starting price of the 1.5-liter petrol variant that has got the industry shaking. The manual variants are priced at INR 5.59 Lakhs (Ambiente), 6.49 Lakhs (Trend) and 7.51 Lakhs (Titanium). The automatic variant is priced at INR 8.45 Lakhs. All prices are ex-showroom Delhi.

Unlike many other cars, even the base Ambiente variant of the Ecosport comes with a decent set of features. Tilt and telescopic steering, power mirrors with integrated turn indicators, remote locking, a music player with Aux-in and Bluetooth functionality and a multi-function display are standard. The only disappointment for us is the absence of rear power windows in the base model. Trend, the next variant in the line-up, adds rear power windows, Antilock Braking System (ABS), steering-mounted audio controls, driver seat height adjust and a host of other nifty features. As we move up, the Titanium variant also gets 16-inch alloy wheels, front fog lamps, climate control, cooled glove box, reverse parking sensor, dual Airbags and Ford's patented SYNC voice-enabled multimedia system with Emergency Assistance. The top-end Titanium (O) variant is fully loaded and adds push-button start, leather seats, keyless entry, side and curtain airbags to the kitty. The Automatic variant also gets the Hill Hold function and Brake Assist feature with Traction Control system.

With the Ecosport, Ford has made its intentions clear. It is willing to take on the competition head-on and has already unleashed the most powerful weapon in its arsenal in the form of aggressive pricing. Its now up to the competitors to decide their next moves. At these prices, the Ecosport not only undercuts the Renault Duster, its prime competitor, but also spoils the party for a whole lot of premium hatchbacks and entry-midsize sedans. Cars like the Maruti-Suzuki Swift and Dzire, Hyundai i20, Honda Amaze and Toyota Etios might be affected by this compact SUV as well.

With stunning design and styling, powerful yet frugal engine options, a long list of features and an extremely competitive pricing strategy, the Ecosport has "blockbuster" plastered all over it. This could become the one big hit apart from the Figo that Ford desperately needs in India. All the company has to do is to take care of the production and the Indian car-buying public will do the rest. Well, the Ecosport may have arrived late on the scene, but it has arrived in style!

Ford celebrates production of 7 millionth Transit van

This seems to be a season of landmarks in the automotive industry. Merely days after Volkswagen celebrated a production milestone of 30 million units of its Golf, Ford Motor Company has announced reaching a production milestone of its own. The American manufacturer recently witnessed the roll-out of the seven millionth Transit van. Considering that commercial vehicles like the Transit don’t enjoy popularity and sales unlike cars do, this is a significant moment for Ford.

The story of Transit began in 1965 in Europe, with the model becoming an instant hit in the continent thanks to its practicality and versatility. Since then, Ford has developed a range of body-styles and variants of the Transit including parcel vans, tipper trucks, campers and bare chassis as well.

Production and sales of the Transit van crossed the first million in 1976, while the subsequent million milestones were reached in 1985, 1994, 2000, 2005 and 2010. Until 1996, Europe remained the sole production location of the Transit, with new plants in Nanchang, China and Hai Duong, Vietnam starting production in 1997. The plant in Nanchang, China is a joint-venture between Ford Motor Company and its strategic Chinese partner Jiangling Motors Corp (JMC) and produces both Ford-branded vehicles and JMC-branded vehicles for the burgeoning Chinese market. It was this Chinese plant that rolled out the seven millionth Transit last week with the celebrations coinciding with the opening of a new assembly line for the commercial vehicle.

Participating in the celebrations along with Wang Xigao, Chairman, Jiangling Motors Corp, Ford Motor Company’s President and CEO Alan Mullaly said, “The Ford Transit plays a significant role in the lives and jobs of millions of people. From getting workers to a building site, to delivering important packages, or even rushing a patient to the hospital, people all over the world rely on Ford Transits to get the job done. The Ford Transit has a superb heritage and an even brighter future. As we pass this incredible seven million milestone, we look forward to helping even more customers get their businesses moving forward with a Transit.”

With the all-new Transit series going on sale recently with an expanded lineup that includes Transit Custom, Transit Connect and Transit Courier and the Transit series venturing into hitherto unexplored markets like North America, sales are expected to grow further. And that means the eight millionth Transit is not too far away.