Driven #20: Mercedes-Benz B-Class (B180)

A couple of hours is all it took for the nice chaps at Mercedes-Benz and Trans Car India, the German brand's dealership in Chennai, to confirm us a slot for picking up the B-Class for a drive. And, if they exhibit the same kind of attitude and enthusiasm in bringing their new models to India, which apparently is well charted out already, their quest to return to the top of the luxury segment might happen sooner than they think.



The B-Class is a very important model for Mercedes-Benz in India. Spearheading the brand's all-new MFA Platform, which, the company believes, is going to play a main role in its resurgence, the B-Class is being marketed as a 'Sports Tourer'. Also, being "the cheapest" Mercedes-Benz currently on sale in India, the B-Class is expected to bring in new customers and much-needed volumes to the three pointed star.



The pre-launch sell-out of the first batch of B-Class models proves that the Indian car-buying public have given this car a thumbs up. But, putting on the hat of a critic, does the B-Class deliver what is expected out of it? We found out with a short drive.


TO LOOK AT:

The Mercedes-Benz B-Class has an identity problem. It doesn't fit into any particular category within the realms of the Indian automotive industry. Though Mercedes-Benz has chosen to market it as a 'Sports Tourer' - a coinage that's new to India but quite popular abroad, the B-Class is actually a Multi Purpose Vehicle (MPV) that's designed to look like a hatchback. Then again, it is considerably bigger than the biggest hatchback that we have seen. Measuring at 4.3 meters bumper to bumper, the B-Class is bigger than many sedans. So, what do we classify it as, then? Well, that's a question that even Mercedes-Benz doesn't have an answer yet. 

Based on the brand-new 'Modular Front Architecture (MFA)' that's developed by Mercedes-Benz to churn out an array of affordable, front-wheel drive models, the B-Class currently sits at the bottom of the company's Indian lineup. But, don't let it's affordable price tag fool you into thinking that this isn't a real deal. The B-Class is every inch a true Mercedes and draws a lot of styling cues from its elder siblings.

The detailing in the head-light clusters, for instance, is typical 'Mercedes' stuff, as are the sling-shot indicators in the rear view mirrors, the upright grille with horizontal slats and the thin streaks of Daytime Running Lamps that adorn the front end. The sharp-cut creases that criss-crosses the profile lends a muscular look to the car, while the stunning 17-inch wheels with low-profile tires screams sportiness. All is well, until this point. It is only when you walk over to the rear the underwhelming styling of the B-Class becomes obvious. Though the split taillights and the twin exhaust pipes try their best to liven up things, there is only so much that a pair of lights and pipes can do.

That said, the B-Class did turn heads and quite a few were inquisitive to know more about the car.

There are two variants on offer - the base B180 and the B180 Sport that we drove. The base variant loses the chrome accents in the grille and bumper, bi-xenon headlights with washers, LED Daytime Running Lamps and the dual exhaust system to name a few. The snazzy 17-inch wheels too make way for a set of more practical 16-inch alloys.

TO SIT IN:

The moment you walk into the B-Class and slam the doors lock with that solid thud, you will realize that the interiors are made of top-notch quality. Forget your qualms, if any. There is absolutely no evident cost-cutting here.

The interiors follow a design philosophy that will soon be shared with other MFA-based models like the A-Class and CLA. The all-black dashboard has a nice three-layered look, with the glossy black, ash-wood trim proving to be a visual delight. The SLS AMG-inspired circular air-conditioning vents with chrome finish look great and feels good to operate. The top of the dashboard houses a tablet-like infotainment screen with a colour display. Unlike its siblings, the B-Class makes do with just a single climate control system. The leather-wrapped three-spoke steering wheel is good to touch and hold, and houses a whole lot of buttons for controlling everything from the multi-function display to the Bluetooth-paired mobile phone.

The instrument cluster, with four analogue dials and a multi-information display, look classy. The B-Class offers three driving modes to choose from at the touch of a button - Economy, Sports and Manual, the latter operated through paddle shifts in the steering wheel. The steering-column mounted gear selector lets us toggle between Drive, Neutral and Reverse with a gentle flick and the electronically-operated Parking Brake is a breeze to operate. The seats are adequately supportive, with the driver's seat getting full electric adjustment with memory function. Ergonomics are spot on with things nicely falling on to our hands. The central infotainment controller is quite nifty and intuitive as well.

All that length that you saw outside proves to be a boon inside as the B-Class accommodates 5 full-sized adults in decent comfort. That's not all, there are lots of places to slide in your knick-knacks too. Fully foldable rear seats with split function increases the practicality quotient to an all-new level by creating a flat loading bay that could carry just about anything.

The base B180 variant misses quite a few features like power-adjustable driver's seat, ash-wood dashboard trim, contrasting top-stitching in leather upholstery, electrically folding mirrors and the sporty stainless steel pedals. But, Mercedes-Benz has not skimped where it matters the most. Both variants are equipped with a full set of safety features that includes 7 Airbags, Electronic Stability Program (ESP), Acceleration Skid Control (ASC), Antilock Braking System (ABS), Brake Assist, Hill Start Assist with 'Hold' function, tire pressure loss warning system, brake pad wear indicator and the Attention Assist system which, for some reason, kept flashing during our drive indicating that we needed a break.

We didn't need it then, but we do now, after typing that exhaustive list.

TO DRIVE:

Bucking the current market norm, Mercedes-Benz sells the B-Class with just a petrol engine under its hood, with diesel variants expected to join the lineup later this year.

Don't let the B180 badging at the rear confuse you. The B-Class comes with a 1.6-liter turbocharged petrol engine that belts out a maximum power output of 121 bhp at 5000 rpm and a peak torque of 20.39 kgm of torque between 1250 to 4000 rpm. Though the specs aren't impressive on paper, the B-Class doesn't let you down on the road. Power delivery is smooth and refined unless you push the throttle hard at higher revs, at which point the engine starts getting vocal. In the Economy mode, the 7-speed automatic transmission upshifts quite early, while the Sports mode sees the engine spinning at higher revs before shifting. Then, there is this Manual mode that allows the driver to override the auto transmission through the paddle shifts.

Moving to the transmission itself, the 7G-DCT dual clutch unit is simply superb with absolutely no jerks that many dual clutch transmissions are known for. For a change, using the paddle shifts are so much fun that enthusiasts are going to have a ball of a time fiddling with them. The Eco Start Stop function works well, but is a bit too intrusive for our liking. The gamble taken by Mercedes-Benz in plonking a 1.6-liter engine has paid off, as the B-Class returned an average fuel efficiency of 11.2 km/l during our full-city drive. Not venturing onto a proper highway meant that we weren't able to check the claimed 0 to 100 km/h acceleration time of 10.2 seconds and the top speed of 190 km/h.

That the B-Class is based on a new front-wheel-drive chassis unlike the brand's other models is first evident in the way it rides. While the 17-inch wheels might be a reason for this, the ride quality of the B-Class is nowhere near that of its siblings, including the not-much-more-expensive C-Class. The car does filter the road irregularities despite its stiffly-sprung suspension, but not to the extent we have come to expect from a Mercedes-Benz. What it loses in ride, the B-Class gains multi-fold in handling though. Straight line stability is excellent and the B-Class chews up miles unassumingly. There is not a hint of body roll, with the car turning into corners with utmost ease and conviction.

Unlike many other cars whose marketing tags are purely for 'marketing' purposes, the B-Class is as close to a 'Sports Tourer' as one can get in India. It is sure to make you smile every time you get behind the wheel and embark on a long drive. And, that's what a Sports Tourer is expected to do.

SPECIFICATIONS:

* Engine Type: In-line, Turbocharged, Direct Injection
* No of Cylinders: 4
* Displacement: 1595 cc
* Maximum Power: 121 bhp @ 5000 rpm
* Maximum Torque: 20.39 kgm @ 1250-4000 rpm
* Transmission Type: 7-speed AT
* Tires: 225/45 R17 (B180 Sport)
* Brakes: Ventilated Disc (Front), Disc (Rear)

WE VOTE FOR:

* Space and practicality
* Full complement of safety features
* Sporty handling

WE VOTE AGAINST:

* Average ride quality
* Lack of powerful engine options

VERDICT:

Though we have trumpeted more than once that the B-Class is the cheapest Mercedes-Benz on sale in India, at INR 27.38 Lakhs and 32.25 Lakhs on-road Chennai for the base B180 and B180 Sport respectively, it is not cheap by any stretch of imagination. For that price though, the B-Class comes across as a stylish and practical car with spacious, feature-loaded interiors. Combine that with its superbly-balanced chassis and sporty handling, and the B-Class presents a strong case for itself as one of the best highway cruisers available in the market.

If only people flocking towards the BMW X1 and Audi Q3 are ready to get past their pseudo-SUV looks, Mercedes-Benz has a great alternative in the B-Class.

After driving this, we just can't wait to get our hands on the stunning A-Class hatchback and CLA four-door compact coupe that are on their way to Indian shores. Bring them on, Mercedes-Benz!

Driven # 19: 2013 Ford Figo Diesel

When the Figo was launched in 2010, it created quite a stir in the market, winning every single 'Car of the Year' award given by media outlets before going on to become 'the most awarded car ever' on Indian roads. As a result, the market responded favorably and the Figo was an instant success, giving Ford India unprecedented volumes and market penetration. Figo's trump-card was its pricing, with none of the other premium hatchbacks managing to beat it on the 'value for money' factor. The fact that it was a premium hatchback with a not so premium price tag caught on in India and Ford doesn't want to change that. So, when they decided to give the Figo a mid-cycle facelift, the 'VFM' content was left intact.

What's new in the all-new Figo then, that boasts "Change is a wonderful thing" in it's advertisements? In short, it has got some tweaks on the outside, a few minor touches on the inside and a couple of barely-noticeable calibration changes under the hood. Are these enough to keep the Figo rolling amidst growing competition? We drove the Figo Diesel EXI, one of the more popular variants and the one that best exhibits Figo's VFM proposition, to find out.

TO LOOK AT:

Let's be fair, the Figo wasn't a modern-looking car even when it made its debut here. So, to expect Ford to do a magic with this facelift would be foolish. But, did the much-publicized facelift do something to improve the looks of the Figo? The answer is only a 'partial yes'. Firstly, the changes are too minimal that many on-lookers will find it really difficult to differentiate the new car from the old. Secondly, Ford has tried to incorporate it's latest 'Kinetic' design theme in an aged body-shell, resulting in a mix of old and new. Having said that, the Figo isn't a bad-looking car. The straight lines all around, despite being dated, gives the Figo a clean and balanced look that would offend none.

With this facelift, the car now sports clear-lens headlight clusters, a chrome-slatted grille, an hexagonal air-dam in the front bumper and new taillight lenses. While the clear lenses and significant detailing in the headlights does try to impress, we miss those racy blackened clusters of the old Figo that earned itself quite a lot of fans. The upward-sloping window-line gives the car a tipped forward stance when viewed from profile. We might be scoffed at for stating this, but we quite like the vertical taillight clusters in the Figo. Another nice touch is the addition of a black plastic insert in the rear bumper that lends a sporty feel to the car. In the higher variants, subtle usage of chrome all around adds a touch of elegance.

There are two bright new colours added to the Figo palette with this facelift - Bright Yellow and Kinetic Blue.

What Ford has basically done is freshen up things a bit to ensure that the Figo stays on top of the list of choices when customers go hunting for a premium small car. The Figo will prove to be a sensible choice for those who prefer a no-nonsense look over something that's loud and flashy. If you are one among the latter, there are cars like Punto and i20 that's waiting for you.

TO SIT IN:

While the exterior tweaks do their best to hide the fact, that the Figo is actually based on a decade-old model is obvious once you step inside.

The dashboard is traditional, dominated by large, circular air-conditioning vents that are surrounded by hard, edgy plastics all around. But, the cabin makes up for it with an extremely practical layout that not only liberates abundant space, but is also user-friendly. The build quality is reasonably rugged that the interiors won’t fall apart and are capable of withstanding certain level of abuse. While we like the silver-colored plastics around the air-conditioning vents and gear knob, we aren't fond of the blue-colored center console, that is a total misfit in an otherwise lively cabin. There are a few ergonomic misses, the steering-column mounted audio controls in the higher variants and the hood release button near the front passenger door being prime examples.

The instrument console is simple and neatly laid out with a digital odometer, tripmeter and a distance-to-empty display apart from other regular warning lights. Being the second cheapest on offer, the EXI variant misses the tachometer but does not disappoint when it comes to features to price ratio. It comes reasonably equipped with goodies like central locking, keyless entry, air-conditioning, remote fuel filler and boot opening and front power windows offered as standard. For those who can't miss out on important features like ABS, airbags and music system with Bluetooth connectivity, Ford sells the top-end Titanium variant that offers all these and much more. The absence of rear power windows is a glaring omission though.

Pardon us, inspite of breaking our heads for almost a day, we couldn’t really find out a reason for Ford’s fetish over weird-colored dashboards. The strange ‘coral’ dashboard that was available as an option in the top-end 'Titanium' variant is, thankfully, not carried over to the facelift, replaced by a still-strange but likeable shade of ‘riviera blue’.

TO DRIVE:

Mid-cycle facelifts generally leave the power-train and other mechanicals untouched and the new Figo is no exception. Both the engines, the 1.2-liter ‘Duratec’ petrol and the 1.4-liter ‘Duratorq’ diesel that we have driven, are carried over with just minor calibration changes to improve their characteristics. With 69 ps of maximum power and 160 Nm of maximum torque, the Figo TDCi is great to drive both inside the city and out on the highway. A combination of excellent low and mid-range, non-existent turbo lag and linear power delivery all through the range ensures that the Figo doesn’t run out of grunt easily. Once the triple digit speeds are reached though, the progress slows down considerably and that’s when the Figo leaves you wanting for more.

The independent McPherson struts up front and the coil springs at the rear do a very good job of absorbing the bumps and potholes on the road. The ride quality, as a result, is good and the occupants are not thrown around inside like in many other small cars. Loud thuds do filter into the cabin over irregular road surfaces though and our car, with just around 1000 kilometers on the odo, has already started developing a few squeaks and rattles.

But, it's all forgiven when you are behind the wheel. There is some magic that Ford Motor Company's engineers do in their cars that bestows them with amazing handling and sure-footedness. We experienced this in the Ikon and the Fiesta Classic and the Figo is no different. The way in which it responds to steering inputs, the eagerness that it exhibits to change directions as we wish and the grip levels that makes the car stay glued to the road at all speeds makes the Figo an exceptional handler, easily making it one of the best amongst all small cars on sale in India. While the chassis still begs for more, the engine gives up midway, which is a shame.

We are tired of waiting for a hot 1.6 S variant of the Figo and, by now, are pretty sure that Ford is not going to enthrall us enthusiasts. Let the rants stop.

SPECIFICATIONS:

* Engine Type: In-line, SOHC, TDCi
* No of Cylinders: 4
* Displacement: 1399 cc
* Maximum Power: 69 ps @ 4000 rpm
* Maximum Torque: 16.3 kgm @ 2000 rpm
* Transmission Type: 5-speed MT
* Tires: 175/65 R14
* Brakes: Ventilated Disc (Front), Drum (Rear)

WE VOTE FOR:

* Great value for money
* Superb road handling
* Generous passenger space

WE VOTE AGAINST:

* Dated design
* Lack of powerful engine options

TO SUM UP:

At the moment, the Figo is the only model that's keeping Ford India's cash registers ringing and it's not hard to know why. With a spacious cabin, feature-rich interiors, a tried and trusted diesel engine that's both reliable and fuel-efficient, superb handling and, above all, extremely competitive pricing, the Figo ticks the most number of boxes for an Indian small-car shopper. Yes, we would have liked a modern design in and out along with a bit more finesse and a more powerful engine, but for the price at which it retails, those factors wouldn't stop us from buying the Figo.

Driven #18: Honda City VTEC & Honda Civic S

A lazy Sunday afternoon is a great time for letting your thoughts run wild. Believe us, it works. It was on one such day, looking at two cars parked on the street, three of us car nuts, decided to go on an impromptu drive. It could have been a hasty decision but the cars are not just any other cars. It was on the merits of these two models that the reputation of a brand was built in India. Is building up a brand that important, you might ask? Ask Fiat, if in doubt.

Without getting into a suspense mode, the cars being referred to are the City VTEC and Civic, two glorious cars that define the brand 'Honda' to many in India.

The timing of this post couldn't be more precise too. Honda India is just recovering from a slump. Be it supply constraints due to natural calamities in Japan, shortage of knocked down kits due to floods in Thailand that crippled production, negative market sentiments and reduced sales due to the absence of diesel options in its line-up, massive price cuts in Jazz to clear stocks, you name a problem and they faced it.

All that is about to change with the all-new Amaze that's slated for launch early next year. But, let's not forget what made Honda famous, shall we?

TO LOOK AT:

As soon as we lined up both these cars together, we realized that they had more things in common than what we had initially thought. They both look classy and elegant, with bits of sportiness and aggression thrown in for good measure. The lines are so clean that we haven't grown tired of looking at them so many years after launch. In short, they impress without trying too hard.

The City VTEC came to India at a time when Mitsubishi Lancer was at its marauding best. The Lancer was the default choice of youngsters then and a main reason was its 'too-good-to-believe' stock looks and extremely mod-friendly nature. With the City VTEC, Honda nailed those two criteria and immediately captured the hearts of the enthusiasts. Though the basic design was similar to other variants of the City, the VTEC had a few exclusive touches like dual chrome-tipped exhaust pipes, a beautifully-crafted boot spoiler and those classic alloy wheels, that made the car stand out. The best part is that a well-maintained or nicely-modified example will attract stares even today.

The car that we drove, with its modified grille, projector headlights and smoked taillights, evoked positive reactions from passers-by. Not bad at all, for a car that was launched more than a decade back, we think. So, where does this leave the Civic that's accompanying the City VTEC?

That the Civic floored the media and the public alike when it was launched in 2006 isn't something that we don't know. The car was stunning and redefined the term 'modern'. It seemed that adjectives like sleek, aerodynamic and sporty existed just to define this car. The wrap-around headlights with its characteristic kink, the beautifully-sculpted fenders, pillars and wheel arches and the double-barrel taillights that extend into the boot looked like nothing else on the road.

Subtle chrome bits in grille, door handles, side strips and exhaust pipes lent a touch of class. On the whole, the Civic, with its different parts merging with each other seamlessly, was an astonishingly-beautiful sedan that was going to be hard to replace.

Not surprisingly then, six years after its launch, a year and half since the subsequent ninth generation model went on sale and with competition heating up, the Civic still manages to look hip and trendy, which speaks volumes on the incredibly modern design that this eighth generation Civic was bestowed with.

TO SIT IN:

Again, both these cars have quite a few things in common inside as well. First of all, you sit very low and it takes time to adjust, especially if you are used to sitting higher in other cars. Hondas are always known for their high quality interiors and impeccable fit and finish and both these cars stay true to that tradition. Unfortunately, both of them are victims of Honda's stinginess in features as well, a virtue that the company is slowly coming out of, now.

But that's where the similarity ends. While the City VTEC is all flat and rectangular, the Civic is all swoopy and angular. Step into the cars in close succession and you will witness the change that one generation, or about 5 years in a car's life cycle, can bring about.

Everything in the City VTEC screams old school, but that is only when compared to the Civic. Forget that the latter is around and you will realize that the City's interiors are in fact a lot better than many cars that were on sale at that time. The steering wheel, though a tad too large for the sporty nature of the car, provides a perfect line of vision to the instrument cluster that is dominated by large semi-circular speedometer and tachometer dials on either sides. The metallic silver inserts in the centre console, door pads and around the air-conditioning vents breaks the monotony of all-black interiors that was the norm. The car even came with electrically adjustable rear view mirrors, which was a luxury then.

Step out and get into the Civic and there is a world of difference, literally. The view from the driver's seat, that was exhilarating in 2006 when the car was first launched, still manages to excite. The large analog tachometer is flanked by tell-tale lights on both sides while the digital displays for speed, fuel level and engine temperature sit directly in our view of the road ahead. The center console is slightly angled towards the driver and is equipped with large buttons for controlling the climate control and audio system. The steering wheel is very small and sporty that is further accentuated by the metallic inserts. The handbrake lever is pure artistry and looks and feels great to touch and use.

Both cars came equipped with features that were par for the segment, though nowhere near what the best in segment offered. Just like the front seats, the rear seats are also set comparatively lower than other cars, but they score strongly in the 'comfort' factor. Civic's rear seat in particular is supremely comfortable and needs special mention. But with what is lying under the hood of these cars, the rear seats and their comfort isn't going to be a top priority.

TO DRIVE:

It's no exaggeration that the acronym 'VTEC' commands a crazy fan following, not just in India but across the world. Standing for Variable Valve Timing and Lift Electronic Control systems, Honda's VTEC engines offers a rare combination of power and economy by allowing the ECU to select from two cam profiles that are designed to maximize fuel-efficiency at lower RPMs and maximize power output at higher RPMs. Though it was the Honda Accord that introduced this technology to us Indians, it was the City that made it really popular with its much more affordable price tag. Civic uses a slightly modified version of the same technology, dubbed 'i-VTEC' or the "intelligent" VTEC that uses continuously varying cam profiles.

When it was launched in India, the City VTEC was nothing short of a revelation. Statistics like 100 bhp of power, acceleration from 0 to 100 km/h in 10 seconds and a top speed of 180 km/h were unheard of. Don't forget, those were the days when Maruti-Suzuki Esteem with all of 65 bhp was considered a powerful car.

Step in, get comfortable in the low-set driver's seat, floor the pedal and the jewel called VTEC under the hood takes care of the rest. The way in which the engine cleanly revs till its 7100 rpm redline is something that can't be described. Rather, it has to be experienced. There is no jerk, no drama, just brutal scoops of power transferred to the two front wheels. While the half-throttle responses at lower revs makes driving in the city a breeze, the strong surge at higher revs is a pleasure on the highways. The highly tractable nature of this engine is a quality that we love in the City VTEC. Forget about fuel-efficiency, this engine is addictive, one that isn't harmful for a change.

Adding to the driving experience is the sharp steering that weighs up nicely. The ride is firm courtesy the low profile tires that the car comes shod with. Handling is great and the car sticks to the road as long as you maintain a sedate pace. Stability at three digit speeds isn't confidence inspiring and the car tends to float and wallow at high speeds.

Civic, on the other hand, is a total contrast to the City VTEC. It struggles in bumper-to-bumper city traffic with a poor throttle response at low revs. The gears and clutch needs to be worked upon constantly and the car shudders when forced to move from standstill in second gear. Keep the engine on the boil at above 1800 rpm though and the Civic is a different animal altogether. A surge is experienced once the tacho needle blasts past 2000 rpm and it continues all the way to its 6800 rpm redline. Power delivery is more linear and the Civic doesn't feel as quick or as dramatic as it's younger sibling. Its calm, its composed and its way more mature than the City VTEC.

Whatever the Civic loses to City VTEC in terms of urban driveability, it gains with its cruising ability on the highways. The ride is still firm and the rear suspension is way too soft for our liking. But the handling is brilliant and high-speed stability is simply superb. The Civic would be happy munching miles as long as the roads are decent enough, with its soft rear suspension and low ground clearance requiring constant attention over broken patches.

Both the cars are extremely fuel-efficient if you keep the engine running at lower revolutions. We know it's tough, but do that and you will be amazed by the figures that they return. Don't believe us? Get this. When driven consistently at 2000 rpm at an average speed of 80 km/h over a distance of 300 km, the Civic returned an astonishing 17.5 km/l, which is nothing but sheer magic for a free-revving 1.8-liter engine that runs on petrol.

SPECIFICATIONS:

CITY VTEC:

* Engine Type: In-line, SOHC, VTEC
* No of Cylinders: 4
* Displacement: 1493 cc
* Maximum Power: 106 bhp @ 6800 rpm
* Maximum Torque: 13.5 kgm @ 4700 rpm
* Transmission Type: 5-speed MT
* Tires: 175/65 R14
* Brakes: Ventilated Disc (Front), Drum (Rear)

CIVIC (1.8 S):

* Engine Type: In-line, DOHC, i-VTEC
* No of Cylinders: 4
* Displacement: 1799 cc
* Maximum Power: 130 bhp @ 6300 rpm
* Maximum Torque: 17.5 kgm @ 4300 rpm
* Transmission Type: 5-speed MT
* Tires: 195/65 R15
* Brakes: Disc (Front & Rear)

VERDICT:

Having driven both these cars extensively, its not hard to understand the reason for automotive enthusiasts showering their love on Honda. Times may have changed and competition might have surged past. But, in the not-so-distant past, there was no other manufacturer who could make powerful, free-revving yet fuel-efficient petrol engines as good as Honda. Combine with that good looks, class-leading interior quality, spacious interiors, comfortable ride quality, sporty handling and rock-solid reliability and you get the perfect recipe for success. The City VTEC might have been discontinued long back but there is a reason why it is so hard to find in the pre-owned market. Those who own one just don't want to part with the car. The Civic though is still on sale. Go get one and relish the VTEC experience for all your money's worth.

Having reveled in the i-VTEC experience once again, we now brace ourselves for 'i-DTEC'. Don't scratch your heads. It's the new family of small diesel engines being developed by Honda under "Earth Dreams" branding. The Amaze sedan, that's based on the Brio hatchback and slated for launch in 2013, will be the first car to get this engine.