Wednesday, September 24, 2008

Mahindra Scorpio Getaway

Manufacturer : Mahindra and Mahindra Limited
Class :pick-up
Engine(s) :2.6 L turbodiesel I4
Transmission(s): 5-speed manual / optional 4-wheel drive
Wheelbase :3,040 mm (120 in)
Length :5,098 mm (200.7 in)
Width :1,850 mm (73 in)
Height :1,874 mm (73.8 in)

The Mahindra Scorpio Getaway is essentially the second vehicle launched by Mahindra & Mahindra Limited on the Scorpio platform. Available in a 4 door trim and both 4X4 and 4X2 wheel drive configurations, it falls in the life-style pick up truck class, a class that has not seen good response in markets like India. This vehicle with similar features is also available in markets like South Africa, where it is also available in a 2 door version. Prices range upward of 6.99 lakh in Indian Rupees.

This vehicle faces competition in the from of Mahindra’s own comparatively lower model “Bolero Camper” and the Tata’s TL.
In the Indian market the Getaway specification includes
2609 cc SZ CRDe, 4stroke, Turbo-charged, DI.
5 Speed Manual
P 245 / 75 R16, RADIAL Tubeless
Front - Double wish-bone with torsion bar
Rear - Semi-elliptical leaf spring with double acting hydraulic shock absorber and stab bar
Front - Disc
Rear - Drum
FUEL TANK - 80 L (21 US gal/18 imp gal)
MAX.GVW - 2,550 kg (5,600 lb) for 2WD , 2,650 kg (5,800 lb) for 4WD


Friday, September 19, 2008

Toyota Camry

The Toyota Camry is a mid-size car, formerly a compact car manufactured by Toyota since 1980. The name "Camry" comes from a phonetic transcription of the Japanese word kanmuri (冠, かんむり), which means "crown", a tradition started with the Toyota Crown in the 1950's, and continued with the Corolla and Corona, which are also latin words for "crown".
There is also a coupé and convertible derivative sold first as Camry coupé from 1994-1997 and later spun off into its own line as the Camry Solara when reintroduced in 1999. The Solara development lags behind the sedan by a couple years and it was not updated to the 2007 current sedan platform, with production scheduled to end in 2008. For the East and Southeast Asian markets, high specification Camry models are seen as executive cars. Since the sixth generation SXV30 model, the Camrys sold in these markets have sported revised front- and rear-end treatment. For the seventh generation SXV40 series, the same was done, although the Australian-designed Toyota Aurion which is based on the seventh generation Camry was the donor model. The Aurion features revised front- and rear-end treatment and changes to the interior, but is fitted with the same powertrain. An up-branded luxury version of the Camry was sold in Japan as the Toyota Windom until 2006; the related Lexus ES shares major chassis and drivetrain components with the Camry.
In the United States, the Camry's largest consumer market, it has been the best selling car for nine of the last ten years starting in 1997, with the only exception being 2001. The Camry also sells very well in Australia, Canada, and a number of Asian markets—in particular Cambodiawhere the vast majority of cars are Camrys. Despite its success, it has often been criticized for its bland design and lack of sportiness compared to its rivals. It has not sold as well in Europe and its homemarket Japan; as its design is ill-suited for European and Japanese tastes.

Current seventh generation Camry:

The seventh generation Camry was introduced at the 2006 North American International Auto Show alongside a hybrid version and went on sale in March 2006 as a 2007 model. The 2007 Camry was significantly redesigned and featured a 2-inch longer wheelbase. Overall length and passenger volume remained equal to the predecessor, while trunk space decreased by about 1.5 cu-ft.
Power came from a choice of four- and six-cylinder engines. The 2.4 L 4-cylinder engine was carried over from the past generation and produced 158 hp and 161 ft·lb. It came with a 5-speed manual or 5-speed automatic. The 3.5 L V6 engine in contrast came with a 6-speed automatic only and produced 268 hp and 248 ft·lb.
The Camry came factory-equipped with frontal airbags, upper body-protecting side-impact airbags for the front seats, head-protecting side air curtains for front and rear seats, and a driver's knee airbag. Other standard safety features included a tire pressure monitoring system, ABS, Brake Assist, and EBD.As a result of this comprehensive safety equipment, the Camry fared excellently in crash tests.
The IIHS awarded the Camry sedan a rating of Good on both "Frontal Offset" and "Side Impact" crash tests.

Camry hybrid

The seventh-generation Toyota Camry is the first generation in which the Camry has been available as a gasoline/electric hybrid. The Camry Hybrid utilizes Toyota’s second generation Hybrid Synergy Drive and contains a 4-cylinder engine with 147 hp (110 kW) in conjunction with a 40 hp (30 kW) electric motor for a combined output of 187 hp (139 kW). The Camry is currently the third Toyota model to be offered as a hybrid, the others being the Toyota Prius and the Toyota Highlander.
Camry Hybrids were initially built solely in Japan, though the majority of production has since shifted to Toyota’s Georgetowe, Kentucky plant, which is projected to produce 45,000 of the vehicles per year. In June 2008, Toyota Motor Corporation has announced that the Camry Hybrid will also be built in a Thailand plant in 2009 and in Melbourne in 2010 with an annual production capacity of 9,000 and 10,000 respectively.
EPA fuel economy estimates for the 2007 Toyota Camry Hybrid are 40 mpg (US) (5.9 L/100 km/48 mpg imp) (City) and 38 mpg (US) (6.2 L/100 km/46 mpg imp) (Highway).EPA’s revised method of estimating fuel economy for 2008 and subsequent model years, which now considers the effects of air conditioning, rapid acceleration and cold temperatures, estimates 33 mpg (US) (7.1 L/100 km/40 mpg imp) (City) and 34 mpg (US) (6.9 L/100 km/41 mpg imp) (Highway).


Saturday, September 13, 2008

Nano from Singur? or elsewhere?

Whether or not the Nano rolls out from Singur -- the four-member land committee is supposed to finish its investigations on Friday -- no one can snatch away West Bengal's laurels in pioneering car manufacture in Asia. Some might attribute the Ambassador's easy birth to politics in the 1940s meaning more than vote-mongering. Others would argue that today's agreements and announcements -- by and between the CPI-M, Trinamool Congress and even Tata Motors -- obfuscate rather than enlighten. Whatever the reason, Buddhadeb Bhattacharjee should shout from the housetops that Tata's dinky one-lakh job is chickenfeed for a state that gave India its sturdy warhorse of our potholed roads.
B M Birla started Hindustan Motors in 1942 in Port Okha but moved in 1948 to a 743-acre facility, said to be the biggest in South Asia, at Uttarpara, 30 km from Calcutta, where multi-utility vehicles (Trekker, Porter, Pushpak) were also produced. I remember as a small boy the proud thrill when the Hindustan 10 hit the road. An older politically-minded cousin claimed the name reflected British insistence on restricting Indian car production to an annual 10. As a young journalist, I was allotted a Landmaster. Though the Amby might be reeling under pressure of competition from sleek new brands, the Hindustan Motors factory, 60 years old this year, still turns out several thousand cars every month. Its remarkable freedom from labour trouble prompted whispers of the Birlas handsomely funding Communist politicians.
Congress strategists must be laughing up their sleeves at frustrated Ratan Tata's threat to withdraw from West Bengal. With elections round the corner, it is in their interest to incite Mamata Banerjee to drive nails into what they hope will be the Left Front government's coffin. For Manmohan Singh, it would be sweet revenge for four years of bonded slavery, especially since many in West Bengal blame Prakash Karat rather than the chief minister for the Nandigram bloodshed that preceded the furore over Singur.
There is some reason for Tata to feel 'unwanted' in West Bengal because, as this column pointed out earlier, the project has been so thoroughly mishandled that there is a strong public perception of haste without planning. Our Mamata could not have gone on the rampage if Tatas had bought their own land through the market mechanism. Invoking a century-old acquisition law reinforced charges of colonial arbitrariness. The government is accused of hypocrisy mainly because of Bhatacharjee's fanciful promises about acquiring only one-crop land. It tied itself up in knots by denying forcible acquisition, then confessed that not 400 acres, as Banerjee claims, but 167 acres (the figure has since been revised many times) had indeed been so acquired.
Application of the Centre's rehabilitation package would have blunted the edge of criticism somewhat. So would greater publicity for Tata's promise to generate 10,000 jobs as well as train dispossessed peasants with no idea of manufacturing. It's a mystery, too, why the government will not disclose details of its agreement with Tatas. Secrecy fuels rumours about hidden construction and other deals for the Tatas that will handsomely benefit the CPI(M) as well as individual Marxist notables. It also encourages rampant land speculation.
Reason plays little part in the dialogue. Indeed, despite Gopalkrishna Gandhi's heroic efforts, there is more demagoguery than dialogue. Every player grinds a private axe. The Centre seeks to discredit the Left Front, Banerjee to mobilise voters, and Bhattacharjee to retain the loyalty of the next generation of Bengalis. But as the recent CITU bandh demonstrated, the populist forces the CPI-M- has stoked for three decades can explode in its face and destroy its dream of the future.
Our Amby is the sole survivor of Britain's glory when BMC was the world's fourth largest car manufacturer. When Shanti Swarup Dhavan, high commissioner to Britain in the late 1960s, patriotically demanded an Ambassador, he was told that Londoners would think poverty-stricken India had resurrected a 1957 Morris Oxford Series III for its envoy. But Bengalis can take time off from fighting the East India Company to gloat over an export version of the Amby being the favourite cab in London's trendy Notting Hill.
As the controversy rages, I wonder whether the Amby's success or rivalry between two great industrial houses influenced Tata's choice of location. It seems too much of a coincidence that Singur and Hind Motor should be in the same district. It only remains for Bhattacharjee to persuade Rahul Bajaj to make the Bajaj Lite also in Hooghly. That would be a hat trick for decrepit-but-ambitious Bengal.


Thursday, September 11, 2008

New zen estilo sports!!!

"The game beginz now",the tag line for the new limited edition zen estilo sports.Maruti suzuki india limited launched the new estilo sports yesterday,following its fairly successfull predecessor.Few major changes could be seen in the new limited edition model.It comes with a factory fitted mp3 player,new sporty side mirrors,two tone seats with a sporty look,sporty fabric upholstry,and stylish black and grey dashboard which they say is the most attracting part of all.It also comes with a 'moto gp' kind of graphic on the back door with SPORTS written below it.No changes in the technical specifications.The price will be 15000 higher in respective variants compared to the normal estilo.How this works? Only time will tell..


Tuesday, September 9, 2008

Honda Civic Vs VW Jetta

If there’s a hill, there’s a way. And if the road going up the hill is an empty stretch, you better have a darn good car to get your pulse racing. If you have two, even better.
Behind the wheel of the Jetta, Volkswagen’s new executive saloon contender, I was working hard with the gearbox — the 1.6-litre engine running out of breath, necessitating taking some second corner gears in first. Behind me was a fast charging Srini, ever so happy to give me a workout in his Honda Civic.
Then came a long, flat stretch and despite my best attempts, I couldn’t keep Srini in my rear view mirror, who whizzed past me like I was standing. And he was in the automatic, for crying out loud. Were he in the manual Civic, it would have felt like Chuck Yeager buzzing past me in his X1 rocket-powered jet.
Almost. You might scream sacrilege, because instead of the manual Civic, we brought along the automatic for the test — since if this were an apples-to-apples case, the Civic manual tranny would be battling with the Jetta petrol.
However, the question was simple. Would you spend Rs 13.49 lakh, ex-showroom, Mumbai on the Civic V AT — the fully loaded and most expensive Civic — or does it make sense to save 30 grand, exercise your left foot and buy the Volkswagen 1.6 Jetta Trendline?
It’s amazing how in a city like Mumbai, you can see more Civics than Maruti Altos. Yes, ideally people should have bought more of the small car given space constraints, but that hasn’t stopped the futuristic looking Civic from causing small voids in the bank accounts of middle class Mumbaiites.
The Honda’s appeal lies in the fact that it looks very different from anything sold in its segment, and by virtue of being a Honda, it has sold so well that in the last two years, its competition has just withered away. That’s exactly why Volkswagen didn’t want to miss the opportunity of having a dig at a bestseller, but is the 1.6 really up to the task?
Design ; interiorsThe Jetta, based on the Golf Mark V platform (and like the Skoda Laura), is a fine looking automobile if being sober is your idea of finesse.
Yes, the TV commercial is right about the fact that the car appears large, because when put out of Germany’s autobahns, where the average saloon is the size of the BMW 5 Series, the Jetta shows off its proportions on Indian roads.
It looks substantial, and the dollops of chrome help its cause. In fact, it appears a tad more interesting than the Passat, with its bold grille, large-ish headlamps and swell-looking tail-lamps.
Though if you stare too hard at the profile, you would get bored by its slab-sided plain-ness. You can’t say the same about the Civic, because there isn’t a single panel that looks conventional. Despite being a familiar sight on the road, the Civic hasn’t shown any signs of ageing, and that gets it a lot of brownie points.
It looks like an Olympic swimmer in one of those new controversial Speedo suits, and in this day and age where everyone is trying to play ‘safe’ with their designs, Honda has been bold enough to take such a radical step, even at the cost of losing some customers.
For such customers, the safe confines of the Jetta would be as good a homecoming as it gets. There are eight airbags — six more than the Civic — to keep you cocooned.
There’s also an electronic safety programme to prevent you from getting all tied up, though that isn’t easy with the Jetta. Add a fairly comprehensive features list and it makes sense. But the Jetta won’t make you feel special. Not in the Civic way of doing things. You just get into this heightened state of emotion once you are behind the wheel of the Civic.
Nearly two years after its launch, I could feel the special feeling radiate behind the wheel of the Civic. It makes you feel one with the car — the dials, steering, gear lever, handbrake, everything! The digital speedo might now feel more like a gimmick, but it’s so useful that I realised its importance after we drove a BMW X5 with the new heads-up display. You just don’t need to take your eye off the road!
Engine ; performanceYou know what 101 bhp feels like. You will know it especially if you’ve driven the Maruti Suzuki SX4, which feels fairly sprightly in the way it moves. You would think that the Jetta, with 101 bhp pulling some 1,300 kg of mass, will be as willing as a donkey pulling a tonne of cotton bales. You are partially correct.
This fairly basic indirect injection engine, with a simple two valves per cylinder format is what Volkswagen could spare for India, for reasons of fuel quality, since the TSI model isn’t ready for adulterated Indian fuel just yet.
I remember this engine very well because on my trip to the Frankfurt Motor Show last year, Volkswagen had given us the opportunity to drive from Dresden to Wolfsburg and I had the Passat 1.6 as my steed. While in the heavier Passat it felt more laborious, it didn’t feel as bad since it ran on much higher RON and better quality unleaded and that made some difference to it performance.
But since we conduct our tests on the more commonly available 87-88 RON in India, the Jetta didn’t spew out exciting numbers. Several standing starts later, the Jetta managed to hit 100 kph in just over 15 seconds.
Top speed wasn’t bad, just a shade below 180 kph, but it took fairly long to get to that goal post. Even in-gear speeds were just okay, with the Civic automatic trouncing it by a good margin. Anywhere above 3500 rpm, the Jetta sounds buzzy and slightly crude.
If you are really looking at a performance entry D-segmenter, just don’t put this car on your list. But if you like wafting around at very legal speeds and will most likely be chauffeured around, the Jetta 1.6 is your kind of car.
It’s a peaceful experience if its driven with a light foot, something not very different from those tai-chi exercises. At low speeds it has the kind of driveability that the Civic just about manages to keep up with. Good for city driving, slightly lacking for highway stints.
You don’t crib about that in the Civic. There is an engine note attached to the 1.8-litre mill, so you rev the nuts off the car, just to listen in to it. It’s a bit like a refined two-stroker, but that’s good enough. What sounds good enough also goes fast.
The double overhead camshaft engine with a zillionth generation VTEC system in place puts the car nearly three seconds ahead of the Jetta in the dash to 100 kph.
With gearshifts in S mode, it hits the redline before it upshifts and if you choose to use the paddleshifts you can stick to the redline in any gear, all day, before you blow a gasket or pop a valve. It too manages a top speed under 180 kph, which isn’t bad at all for a car with a power sapping auto tranny.
Ride ; handlingEvery Honda saloon on sale in India has some typical traits. Front-end grip is not a problem but a soft rear suspension setup takes away some of the joy. That’s exactly the issue with the Civic. You love to throw it around because of the driving position and the beautifully weighted steering.
It moves in very positively attacking corners, but the rear end tends to feel loose, threatening to let go of the tail if things get a bit messy. You can’t complain much about the Jetta, which holds its line beautifully —you have to be trying hard to get it crossed up even with the ESP off. The McPherson struts with lower arms at the front and compound axle setup at the rear give it a very good relation between front-end grip and cornering balance.
Add the wider 16-inchers to the picture and what you get is masses of grip. It truly behaves like a mini Passat, but is just a bit more agile.
Like the Passat, the Jetta’s ride quality is a strength. Rebound damping is better, and the Civic isn’t even in the picture. For all its soft rear suspension setup, the Civic doesn’t even feel damped.
On a perfect road surface the Jetta will only feel slightly stiff, while the Civic feels comfortable. Less than ideal roads and the Civic will play paint ball with your spine. The Honda rides lower, so where the Jetta will just glide over speed breakers, the Civic will scrape its belly when loaded.
VerdictIt’s not easy for someone making his or her first foray into the D-segment to ignore the Honda Civic. Accepted, it doesn’t have the kind of ride quality or handling dexterity of the Jetta. Nor does it have the kind of comprehensive safety features.
But yes, in terms of overall build quality, both play fairly equal – the Jetta too has its share of scratchy plastics. The Civic though has that awesome engine that will never fail to amaze you. It also makes you feel special when you are behind the wheel.
Forget 100 point scoresheets and Excel sheets, sometimes seat of the pants and feel of the heart are what really matter when you are picking winners. And what’s more, Hondas are not just superbly built cars, but cars that hold their value as well in the long run, something we’ll soon start to see with Volkswagen as well.
So at this point, I have to give the Civic the trophy, but if Volkswagen somehow manage to indigenise that TSI engine, we’ll definitely call for a re-match.


Monday, September 8, 2008

Toyota prius in india

The Toyota Prius is a hybrid electric mid-size car developed and manufactured by the Toyota Motor Corporation.
The Prius first went on sale in Japan in 1997, making it the first mass-produced hybrid vehicle. It was subsequently introduced worldwide in 2001. The Prius is sold in more than 40 countries and regions, with its largest markets being those of Japan and North America.
According to the United States Environmental Protection Agency, the 2008 Prius is the most fuel efficient car sold in the U.S. The UK Department for Transport, also reported the Prius is tied as the third least CO2-emitting vehicle on sale in the UK.

The Prius is completely redesigned into a mid-size liftback which is between the Corolla and the Camry in size. The new model is 6 inches (150 mm) longer than the previous version. Its more aerodynamic body resulted in a drag coefficient of 0.26.
The new Hybrid Synergy Drive (HSD) uses an all-electric compressor for cooling. Combined with a smaller and lighter NiMH battery, the NHW20 is more powerful and more efficient than the NHW11. Air conditioning is now operated independently of the gasoline engine, an industry first. In the U.S., the battery pack of the 2004 Prius is warranted for 100,000 miles (160,000 km) or 8 years, although Toyota has stated that they expect it to last 15 years. The warranty is instead 150,000 miles (240,000 km) or 10 years for Prius in California, and in the seven Northeastern states that have adopted the stricter California emission control standards.
It is classified as a SULEV (Super Ultra Low Emissions Vehicle) and is certified by California Air Resources Board as an "Advanced Technology Partial Zero Emission Vehicle" (AT-PZEV).
NHTSA (United States) crash testing of the 2004 Prius yielded a five star driver and four star passenger rating in the frontal collision test (out of five stars). Side crash results were four out of five stars for both front and rear seats. The car scored four out of five stars in rollover testing

Among the Prius' options are Toyota's implementation of an advanced key called Smart Key System or SKS (the feature can be user-deactivated), DVD navigation on the MFD, vehicle stability control and Bluetooth for hands-free calling. The 2006 model introduced some minor cosmetic changes, such as a higher-resolution liquid crystal display, as well as new optional features such as a rear-view camera, advanced airbags and an upgraded audio system with an auxiliary input. The 2007 Prius adds advanced and side-curtain airbags standard on all models. A Touring Edition was introduced that includes an elongated larger rear spoiler as well as larger, sharper-pointed 7-spoke 16" alloy wheels with plastic hub cap cover to protect it from scratches when parking against the curb. The Touring Edition also comes with a firmer European style tuned suspension, standard high-intensity-discharge (HID) headlights and integrated (non-HID) fog lights.
Automated parallel and reverse parking is available in Japan and Europe.
Production of the Prius for the China market began in December 2005 by Sichuan FAW Toyota Motor, a joint venture with First Automobile Works.


Friday, September 5, 2008

Whats in Alloy Wheels?

Alloy wheels are automobile (car, motorcycle and truck) wheels which are made from an alloy of aluminum or magnesium metals (or sometimes a mixture of both).

Alloy wheels differ from normal steel wheels because of their lighter weight, which improves the steering and the speed of the car, however some alloy wheels are heavier than the equivalent size steel wheel.
Many steel wheels were initially painted steel rims with a chromed wheel nut, later steel wheels had plastic wheel covers. By contrast, the alloy wheel itself is shiny and/or has an intricate design, so there is no need for paint or wheel covers for cosmetic purposes.
Alloy wheels are also better heat conductors than steel wheels, improving heat dissipation from the brakes, which reduces the chance of brake failure in more demanding driving conditions.
Alloy wheels are more expensive to produce than standard steel wheels, and thus are not included as standard equipment on base models of many non-luxury vehicles, instead being marketed as optional add-ons or as part of a more expensive trim. Alloy wheels are included as standard equipment on higher-priced "luxury" or "sport" models, with larger-sized or "exclusive" alloy wheels being options. The high cost of alloy wheels have made them attractive to thieves; to counter this, automakers have issued wheel locks where one of the wheel nuts require a special key to remove.
Alloy wheels are prone to Galvanic corrosion if appropriate preventive measures are not taken, which can in turn cause the tires to leak air. Also, alloy wheels are more difficult to repair than steel wheels when bent, but their higher price usually makes repairs cheaper than replacement and even severely damaged wheels can often be repaired to like new, though this depends on how badly the owner wishes to salvage the wheel and its intrinsic worth or availability.

Magnesium alloy wheels, or "mag wheels", are sometimes used on racing cars, in place of heavier steel or aluminum wheels, for better performance. The wheels are produced by one-step hot forging from a magnesium alloy known as ZK60, AZ31 or AZ91 (MA14 in Russia). Cast magnesium disks are used in motorcycle wheels.
The mass of typical magnesium automotive wheel is about 5–9 kg (depending on size).
Magnesium wheels are flammable and have been banned in some forms of motorsport in the UK following fires which are very difficult to extinguish. Mag wheels have been known to catch fire in competition use after a punctured tyre has allowed prolonged scraping of the wheel on the road surface.Some variants of Magnesium alloy wheels may have low corrosion resistance.
They have the disadvantages of being rather expensive and not practical for most street vehicles. Aluminium wheels are often mistakenly called "mag wheels".


Thursday, September 4, 2008

Bajaj pulsar 220 DTS-Fi

220 cc single, 2 valve, 4 Stroke, EFI, air cooled with oil cooler
Bore x Stroke: 67 mm x 62.4 mmCompression ratio: 12.8:1
Top speed
135 km/h (84 mph) (estimated)

20 PS (20 hp/15 kW)
19.13 N·m (14 ft·lbf)
5 speed manual sequential
Front: 37 mm telescopic hydraulic type 130 mm (5.1 in) travelRear: Ellipitical section swingarm with twin hydraulic gas-charged shock absorbers; 101 mm (4 in) travel
Front: 260mm discRear: 230 mm disc
Front: 90/90-17 tubelessRear: 120/80-17 tubeless
L 2,035 millimetres (80.1 in) W 750 millimetres (30 in) H 1,140 millimetres (45 in)
Approx. 150 kilograms (330 lb)

The Bajaj Pulsar 220 DTS-Fi is the latest addition to the Pulsar family of motorcycles from Bajaj Auto. Features differentiating this bike from other members of the DTS-i family include oil cooled, fuel injected engine, front and rear disc braking, tubeless tyres, a digital speedometer console (recently introduced in all other Pulsar editions) and parabolic/ellipsoidal projector headlamps.
Bajaj displayed the 220 DTS-Fi at the Delhi Auto Expo 2006. The Indian nationwide launch happened in July 2007.

Features and specifications
With this introduction, Bajaj Auto would achieve a close second in the race to offer a microprocessor-based fuel injected motorcycle to Indian customers, after Hero Honda's 125 cc Glamour FI motorcycle. The new Pulsar has a longer wheelbase than its predecessor, factory-fitted front and rear disc brakes and detailed digital instrumentation. The Pulsar DTS-Fi generates a maximum power of 20 bhp and a maximum torque of 19.12 N·m (14 ft·lbf). It is also the first Indian two-wheeler with a hydraulic-actuated rear disc (230 mm) brake. It also features a stacked headlamp setup, with a projector low beam and separate high beam. The motorcycle is 2,035 mm in length, 750 mm in width and 1,140 mm in overall height. The curb weight is about 150 kg. The new Pulsar 220 DTS-Fi can achieve a top speed of 135 km/h (with a rider weighing 68 Kg.)
Engine technology
The acronym DTS-Fi stands for Digital Twin Spark Fuel Injection. Like DTS-i (which is the mother technology) the engine has two spark plugs, but, instead of conventionally positioned straight ports, the offset positioning of the ports generate high swirl and turbulence of the air fuel mixture in the combustion chamber. This results in highly efficient combustion that further results in exceptional mileage. Like the mother DTS-i technology, the DTS-Fi technology is a patented technology developed by Bajaj Auto R&D.
The motorcycle boasts a highly refined (low noise, no vibes, slick shifts and all) 220cc motor that makes a heady 20 bhp and 1.95 kgm of torque. And it is effortless, free-revving and can roll along at 50 kph in top gear should you feel the need. And return 50 kpl while you are doing that. It's almost like having your cake and eating it too.
The big ones are tubeless tyres (one of the reasons for the great handling feel), 55-watt projector low beam headlamp (even, no-glare illumination), slick digital dash (feature packed and easy to read) and new styling package with distinctive LED taillamps. But the biggest of them all is fuel injection, which has allowed the DTS-Fi to get that linear power curve, crisp feel and instant throttle response.
A bike like the Pulsar DTS-Fi is significant because this is the first nod from a major manufacturer to the Indian performance enthusiast in years.
The Bajaj Pulsar 180 and to some extent the Hero Honda Karizma have been the staples for us, but in one stroke, they're both passe. Here is a motorcycle that's more sorted, faster and more effortless.
And while Bajaj won't say it, the DTS-Fi is not going to be outrageously expensive either. They confirmed a five-digit price tag and our sources are hinting at an on-road price of Rs 92,000 or thereabouts. Yes, fully loaded. Which is outstanding value for money.


Wednesday, September 3, 2008

Honda civic sports

The Honda Civic Si is a sport compact / hot hatch version of the compact car Honda Civic built by the Japanese automaker Honda . The Si designation, which stands for "Sport Injection", was formerly used in both Japan and North America signifying the most powerful Civic available in market.

The Si was redesigned for the 2006 model year along with all other Civic trims, bringing about significant changes since the previous generation. The new car comes with a 2.0 liter i-VTEC engine that produces 197 hp (147 kW) and 139 ft·lbf (188 N·m) of torque, while also including a 6-speed manual transmission (an automatic option is unavailable) with a helical limited slip differential . Spring and dampening rates 40% stiffer than non-Si trims and stiffer sway bars have bolstered the Civic Si's handling, with the car achieving 0.90 g of lateral acceleration on the skidpad. It is also the quickest Civic Si off the line, with a factory 0-60 time of 6.7 seconds according to Honda, but with some tests posting times as quick as 6.3 seconds.
Honda introduced the Civic Si Sedan in the USA for the 2007 model year; only the JDM market had been offered Si Sedans previously. Debuted at the Chicago Auto Show , the concept featured larger 18-inch alloy wheels than its coupe counterpart, along with 4-piston Brembo brakes, and large cross drilled brake rotors. The production version lacked such concept accouterments, and the Si Sedan is mechanically almost identical to the coupe except for 60lb increase in curb weight and the extra length due to a larger wheelbase. The minor increase in weight of the Civic Si sedan is offset by its slightly-more even front/rear weight distribution percentage, resulting roughly equal performance; the sedan has a 60/40 distribution, compared to the coupe's 61/39.
In Canada, the Acura CSX Type-S was initially offered, which carries additional luxury options including leather seating.
The 2007 model changes for the Civic Si include the addition of vehicle stability assist (VSA)(Not included on Canadian models), darker silver wheels, body-color grille, and deck lid spoiler. Some slight tweaks in appearance with the reversal of the red on black color scheme for the secondary gauges and the front floor mats now have the Si logo embroidered on them. The introductory price of the Si Coupe increased by $800 for this year as well to the MSRP of $21,090.
For the 2008 model year, the Civic Si received minor tweaks that include even darker wheels than the 2007 model and a new shift boot with red stitching. Mechanical changes included a new tire pressure monitor system, a new rear upper arm that decreases the amount of rear camber, and a lowered spring rate for the coupe to match the sedan. This was also the first year the sale of the Civic Si Sedan began in Canada.
Current model:
The 2008 model year also brought into production the limited-edition 2008 Civic Mugen Si Sedan that was announced at the 2007 SEMA auto show. The new Mugen sedan features a higher-flowing cat-back exhaust, track-tested sport suspension, an exclusive Mugen grill, an exclusive shift knob, Mugen Si badges on the exterior and interior, and a Mugen body kit custom designed for the USDM trim. Production is limited to only 1000 units per year, and the car carries an MSRP of $29,500. Even with additional features, the road tests showed the performance of the Mugen Si to be roughly equivalent to the standard Civic Si.
Vehicle Color Selections:
Fiji Blue Pearl (Exclusive Color; Mugen Si offered solely in this color)
Galaxy Grey Metallic
Habanero Red Pearl (Exclusive Color)
Nighthawk Black pearl
Rallye Red
Taffeta White
Alabaster Silver Metallic


Tuesday, September 2, 2008

Hyundai i10 kappa

Hyundai has launched its popular small car, the Hyundai i10, with a new 1.2 liter engine which it calls the 'Kappa.'
The original 1.1 liter i10 is still available in two models, D-Lite and Era. The 1.2 liter Kappa i10 will come in three variants - the Magna, Sportz and Asta. The i10 Kappa Sportz will be the top-end model, with sunroof, great interiors, and a bodykit.
The i10 in India had the Epsilon engine so far - the new Kappa all-aluminium engine replaces that in the 1.2 liter models, while the older D-Lite and Era will continue to be offered with the older 1.1 liter engine.
The i10 1.2 liter Kappa will also have an automatic transmission version - we have not seen a small car in India with automatic transmission in a long time now. The car will offer 80 PS (81 bhp), pretty good for a car this size. The Hyundai Kappa i10 1.2L will have a 0-100 kmph figure of 12.8 seconds and a top speed of around 165 kmph.
Pricing for the 1.2 liter Kappa versions of the i10 will be between Rs 3.89 lakhs and 5.43 lakh on-road in Mumbai.


Hyundai i20

The Hyundai i20 is a five door hatchback car scheduled to be available for sale in late 2008. The i20 and will be placed between the i10 and i30 . The car will replace the Getz which is nearing the end of its life-cycle and has been available in the European market since 2002. The i20 will primarily compete with the Volkswagen Polo & Opel/Vauxhall Corsa .

Features:From recent spy shots of the car on test runs, there are obvious similarities between the i20 and the rest of the range with the familiar horizontal chrome bar and the large lower air intake. The new model is larger than that of the outgoing model and should provide more cabin space . The car will also feature higher-quality interior trim and a more flexible seating layout to tempt buyers away from mainstream rivals such as the Honda Jazz and Ford Fiesta .
A new 1.2-litre petrol engine will be available along with a revised version of the company's existing 1.4-litre unit and a 1.6 from the i30. A new 1.4-litre CRTD plus a 1.6-litre will be the diesel units offered at launch. All will produce under 119g/km of CO2 so should be in Band B for road tax in the UK.
The i20 will debut at the Paris Motor Show in September 2008 and the first five door models should arrive at UK dealers before the end of the year.
A three door variant of the i20 with a sportier look is expected to arrive at the beginning of 2009 although details of prices have not been confirmed yet. Expect prices in the UK for five door models to increase slightly to reflect the increased size and improved interior quality.


Monday, September 1, 2008

Maruti august sales dip 9%

The country's largest passenger car-maker, Maruti Suzuki India Ltd, Monday said its sales have dipped in August for the first time in five months as a result of higher interest rates and soaring inflation.
Sales fell 9.2 per cent last month to 59,908 cars , vans and sport-utility vehicles , the company said in a statement.


Bajaj-Renault small car

The design team that will develop the new $2,500 car for the Bajaj Auto Renault-Nissan joint venture company will comprise nearly 80 per cent Indian engineers to achieve cost competency, while the remaining will be drawn from the alliance partners.
Renault has appointed a programme director to head the team for which recruitment has started.
Speaking after the inauguration of Renault’s International Logistic Network (ILN) facility here, Mr Sylvain Bilaine, Managing Director, Renault India, said that the terms of the join venture agreement were clear, and the formal signing of the memorandum of understanding would happen soon.
“The car will compete with the Tata Nano, but will not be a me-too product,” Mr Blaine said, adding that Bajaj Auto aims to be the leader in developing it. “The Renault-Nissan alliance will support only what Bajaj doesn’t know,” he said, indicating that making of the body in white would be one of the support areas. The car that will be 100 per cent localised will come into the market in the first quarter of 2011. The company also has export plans for the product.
Renault’s ILN facility at Dighi near Pune, its first in Asia and the seventh in the world, will support its global manufacturing. Stating that India was an effective source of parts, Mr Jean Louis Fournier, Senior Manager Logistics for Renault S.A.S. said that logistics was a huge challenge for the company which manufactured 10,000 cars around the world everyday. Exports
The company will export containers to Turkey, Korea, France, South Africa and Romania from this facility and also hopes to also service Russia where Renault recently entered into a JV with carmaker AvtoVAZ.
Renault, which has 30 Indian suppliers as of now, will ship 400 containers during 2008, and expects these numbers to be 50 and 1,000 respectively next year. The company has identified an export potential of Rs 600 crore during 2009 and 1,200 crore in 2010.