Audi-licious :: Keep Dreaming

Say Audi and most Indians will think of cricket, Ravi Shastri and winning the World Championship of Cricket in 1985. But to me Audi means Quattro, four-wheel-drive and World Rallying. The Quattro was the ultimate all-weather car of its time and the way it melded practicality and performance, it left the world’s auto industry stunned. It was a car Michele Mouton, the queen of rallying, used to make grown men cry. It was a car that looked great on tarmac, dirt stages, snow and even my bedroom wall.

Sadly, Indians never knew this iconic car. It was launched 27 years ago, at a time when all you could buy was an Amby or a Padmini. But now there’s a chance to understand what we missed. Audi has just launched the A5 coupé which Audi says is the spiritual successor to the original Quattro of 1980. The A5’s designers have cleverly taken elements of the R8 and TT sports cars and bolted them onto the next-generation A4 saloon’s platform. The result is a sleek and gorgeous-looking coupé with room for four people and their luggage. Like the Quattro, the A5 is highly desirable yet utterly practical but whether it has the same impact as its legendary predecessor remains to be seen. Walter de’Silva thinks it will. “The Audi A5 is the most beautiful car I have ever designed,” he says.

Strong words from a designer who has several stunning Alfa Romeos on his CV. However, as Audi’s design boss you would expect him to say that but, when you look at the A5 for the first time, you know it’s not just another well thought-out company sound byte. The A5 looks the part from any angle. It may not have the design drama of BMWs that have made them so controversial but then neither is it as dull-looking as some of the coupés from Mercedes. The A5’s styling is typically Audi – restrained and uncluttered. It may not excite everyone but what you get is a car that is exquisitely detailed and beautifully proportioned. The flat, broad and squat stance, accentuated in the range-topping S5, makes it look like it is hugging the road even when it’s parked. The A5 has lots of interesting design highlights, the most distinctive of which is the wavy beltline which runs along the flanks from the car’s headlights to the rear lamps. A superb touch is the strip of LED daytime running lights housed within the slim headlamps. The manner in which they gleam menacingly makes it impossible to mistake the A5 for anything else.

The talking point under the A5’s skin is an all-new Modular Longitudinal Platform (MLP) that promises to dramatically improve the car’s ride and handling. In fact, this new platform will be used for the next A4 saloon and the Q5 compact SUV that’s to be launched next year and its modular design will allow the next A6 and A8 to be built with the same architecture, so it had better be good.The key to this new platform is the way Audi’s engineers have moved the front axle far forward and the longitudinally- mounted engine and transmission as far back from the front axle line as possible. The five-link suspension design is all-new and the steering rack has moved from the bulkhead to just in front of the axle line. Audi says this improves feel and response.

Why all this fuss? It’s all part of the Ingolstadt-versus-Munich tussle that’s been going on for years. And it’s only now that Indian car buyers can relish this fight. The whole idea behind this new chassis, which the A5 is the first Audi to get, is to find the perfect weight distribution and balance (a fundamental reason why BMWs handle so well) and thereby improve the dynamic ability of all Audis to put them on the same plane as their Bavarian rivals and even beyond.I seriously doubt that the typical Audi owner in India will be able to appreciate the finer handling benefits the A5’s new-generation chassis offers, especially since most of them rarely venture out of the city.

What A5 owners will appreciate is the outstanding build quality of the interiors, which is a well-known Audi hallmark. The highlight must surely be a superb Bang & Olufsen system belting out 505 watts from 14 speakers! The front seats are superbly comfortable and come with the full range of power adjustments. The rear seats are cramped for adults — to be expected in a coupé —but a little bit more head and legroom would have made it a proper four-seater. I first jumped into the S5, the most potent variant in the A5 range.

Gone is the typical key which flicks out like a switchblade; what you get is a stubby fob which you plug into its slot on the dash. Better still is the optional advanced key system which is hard to beat for convenience. Merely keep the key in your pocket and within a range of 1.5 metres, sensors recognise it and unlock everything.

Press the silver start button on the transmission tunnel and the 354bhp 4.2-litre V8 bursts into life. The engine has a delightful growl to clearly signal its sporting intent but my enthusiasm is quickly dampened by a heavy clutch and a slightly notchy gearshift. To make matters worse, the clutch has little slip and is jerky and it takes me a while to smoothen out my gearshifts. The narrow roads from our hotel leading up to the even narrower mountain lanes meant that the S5 could only be enjoyed in a point-and-squirt sort of way. Acceleration is fantastic and the S5 simply rockets from corner to corner in a way that belies its porky 1.63-tonne weight. But it’s the way the S5 puts its power down that is truly amazing. Powering out of tight hairpins is a joy. The four-wheel-drive system delivers superb traction, the ESP light momentarily flashing when I floor the throttle pedal mid-corner. Stability under braking is also fantastic and braking hard upto a corner’s apex did little to unsettle the S5. The steering is nicely weighted and the handling pretty neutral, just what you need to thoroughly enjoy an afternoon of winding roads. With every passing corner my confidence rose, allowing me to dig deeper into corners. I was beginning to feel all the hard work of Audi engineers through my fingertips.

I can’t compare the S5 to equivalent BMWs nor can I compare it to the RS4, but what I can say is that handling was so neutral, the turn-in so enthusiastic that the line though the corners could be balanced delicately by using the throttle, even with the ESP switched on. On the autobahn, the S5 feels rock-steady, munching kilometres with such ease to make it a fantastic trans-continental car. If only there was more space in the rear for the family. The diesel A5, which I briefly drove as well, was a good reminder of Audi’s Le Mans victories. This diesel is incredibly quick and refined to boot. It’s not the lack of performance or the noise that gives the game away but the diesel’s characteristically narrow power band. Stay in the engine’s sweet spot and the 3.0-litre V6 delivers a slug of torque that hits you like a tidal wave to waft you, road willing, to 250 clicks. There’s a 3.2-litre petrol V6 as well which comes with an eight-speed automatic. Yes, eight-speed. Talk about auto transmission one-upmanship!

Now to the Rs 60-lakh question. When will the A5 come to India? Audi says there are no plans but it’s likely that this new coupé will follow the launch of the new TT. Our advice to would-be owners is to head for the hills on long weekends and enjoy the hard work the men of Ingolstadt have put into their new baby.


Source: autocarindia

New Honda Civic V

The Honda Civic is a global best-seller, and has enjoyed success in India too, selling over 20,000 units since its launch in July last year. To celebrate this success, and on the basis of customer feedback, Honda has launched the V variant, which includes additional features like leather upholstery, fog lamps, door mirror-mounted turn indicators and chrome accents on the interior trim. These embellishments augment the car’s luxurious character and are in keeping with current customer demands. Honda has also introduced two new shades — Misty Violet, and Carbon Bronze Pearl — of which Misty Violet is exclusive to the V. These additional features have resulted in a considerable price jump. The 1.8V costs Rs 11.51 lakh for the manual, and Rs 12.21 lakh for the paddle-shift auto, (ex-showroom, Delhi). The extra Rs 60,000 for this new version is pretty good value considering that you would have to spend as much or possibly more to retro-fit these goodies.

Source: autocarindia

BMW’s future starts with the M7

We were expecting a two-seat sports car, but instead BMW pulled off a major coup by unveiling its new design language in a saloon concept at the recent Shanghai Motor Show. And it could also be a pointer to a forthcoming M7.

The Concept CS is a large four-door, four-seat sports saloon in the mould of the Aston Martin Rapide and Porsche Panamera. But there’s more to it than that. It gives us a look at the beginning of a new design direction for BMW as it starts to move away from the look pioneered by design director Chris Bangle and first featured on the current 7-series.

The car’s heavily sculptured look will set the tone for the next generation of BMWs. “We wanted to do a big, sporty car without making it appear heavy,” said BMW design boss Adrian van Hooydonk. BMW puts a lot of emphasis on the car’s sporting potential, saying it “combines the qualities of a luxury saloon and a high-performance sports car”.

BMW has often said it wouldn’t do a straight M version of the 7-series because getting a large saloon to handle and perform to M division standards wouldn’t be possible. But last year then-chairman Helmut Panke raised the possibility of an M7 model, adding that it wouldn’t just be a 7-series with a big engine.

He also said the company was looking at a new flagship model for the BMW range as a replacement for the Z8 roadster. This car would seem to fulfil both of those criteria.

Concept CS is big; at 5.1 metres long and 1.98 metres wide it’s larger than a 7-series and has a longer wheelbase. It’s also bigger than a Bentley Continental GT and almost as low as an Aston DB9 (1.36m), pushing it into a new market for BMW. Underneath, it will be based on a modified version of the next-generation 7-series platform.

The most significant new features are the blunt front end, dominated by an oversized version of the BMW kidney grille, and the way the roofline runs into the rear wings, echoing the Jaguar C-XF concept. There is also an unusual depression that divides the rear of the roof, creating a channel above the rear window.

The CS rides on a set of complex 21-inch wheels, behind which sit drilled and grooved brake discs, more often associated with cars such as Porsche 911s. Other fast-car touches include large intakes in the lower front spoiler to channel air over the brakes.

Inside, the layout and detailing of the dashboard point towards a new format for BMW cabins. The centre of the dash is angled towards the driver, reviving BMW’s trademark interior feature from the 1980s, but it now sweeps down into a high centre console that wraps around the gear lever. It also creates a cockpit feel by separating the driver and passenger. That console runs the length of the interior into the rear, dividing the individual rear seats. BMW claims elbow room in the rear is as good as it is in the front.

Much of the car’s interior lighting is provided by light strips in the dash and the roof, running from the windscreen to the rear glass. BMW claims this creates an ambient lighting effect, currently one of the most fashionable trends in concept car interior design.

While touches like the ceramic switches for the iDrive system are pure concept, plenty of parts have production potential. The dash top mouldings and centre console are clearly more realistic than many concept car interiors.

There’s no guarantee that BMW would badge a production version of the CS as an M car. Such a large car would be at odds with the current philosophy of the M division, and that would also mean it wouldn’t use an M Power engine. Instead, a less highly strung V12 powerplant is more likely. It would be possible to add a pair of cylinders to the M5’s V10 to create a 6.0-litre V12, which could have up to 600bhp.

Source: autocarindia

Optra Diesel from Chevrolet in June

The Chevrolet Optra has been reasonably popular - a car which does not excel in any one field but is overall a nice package. But it has been growing a bit long in the tooth, and the diesel Chevrolet Optra will hopefully extend the car's lifespan in the market by a bit.

Today, General Motors India announced that the company will launch a diesel variant of the Chevrolet Optra in June first week. "The common rail diesel variant would be powered by a 2.0 litre engine and would be competitively priced to take-on competition," GM India Vice President P Balendran told PTI.

There is no word at this moment about the possible price, features, specifications or power output of the upcoming diesel Optra.

It was said that the diesel Optra would position itself against the diesel Skoda Octavia - but we think that is not likely. The diesel Skoda Octavia costs above Rs 11.35 lakhs ex-showroom Delhi. The costliest Chevrolet Optra model currently in the market, the Chevrolet Optra Platinum, costs Rs 8.25 lakh ex-showroom Delhi. The diesel Optra is likely to cost, at most, Rs 1 lakh above this. We shall post more details about the Optra diesel the moment we get hold of some; keep this page bookmarked for updates and a possible photo gallery.

Update:

The company also has said that the Optra TCDi diesel extends the value promise of Chevrolet by providing exceptional performance that has never been experienced before. The company has come to a conclusion that diesel cars currently in the market do not perform as per expectations of luxury car customers.

GM plans to beat this by unveiling the Optra Diesel, promising maximum performance. According to a top official, the Optra Diesel will far exceed the expectations of the customers and will be an absolute delight.

The new Optra, which will come with a turbocharged common rail direct injection engine, will have diesel fuel injected at a very high pressure of 1,600 bar through a multi-step injection process, a report said. The company had earlier expanded its line-up of vehicles with the roll out of its mini car Chevrolet Spark. It had launched the Aveo sedan, SRV and Aveo U-VA hatchback as part of the Chevrolet India Revolution in 2006.

Rumours:

120 bhp, 2000cc, price between 10-11 lakh. To be confirmed

Captiva to captivate SUV market in India

Following the launch of the Aveo U-VA and the Spark, General Motors India seems to be on a high.

General Motors India, which had been closely watching the success of SUVs in the Rs 15-20 lakh segment in the country, now plans to bring to India a model that is a rage in Europe. The Captiva, as it is called, is a beauty powered internationally by petrol as well as diesel engines. Captiva has also the potential to be the only SUV in its segment to offer two differently fuelled powertrains, said a report. In India, the SUV would bear the common brandname as the Chevrolet Captiva.

The Chevrolet Captiva offers seating for five or seven occupants and comes with 2,400cc petrol and 2,000cc diesel engines. The vehicle would boast of a high-end audio system, and 16-inch tyres. The Captiva, according to expert reviews, would be the vehicle that will entice the SUV market. The price tag would be around Rs 18 lakh, which in comparison would be well under the Honda CR-V's Rs 20 lakh.

Meanwhile, there is also talk that for the first time since the Opel Astra 1.7 turbodiesel, GM India will offer an oil-burner in a sedan. The Chevrolet Optra will come with a 2000 cc diesel CRDi engine. The Optra has seen declining sales over the past two years. It will receive another shot in the arm with a new headlamp and grille treatment, a new tail-lamp cluster and revised interiors. The facelift is expected to help Optra share a lot of parts with the Chevrolet SR-V hatchback.

It is also expected to allow GM to challenge the Skoda Octavia, which has been dominating the diesel sedan segment for years now. The Optra diesel is expected to be launched as early as the first week of June with a price tag of around Rs 9 to 10 lakh.

Mahindra Renault-Logan :: Road Test Report

Renault and Dacia’s Logan was built to appeal to customers in emerging economies like ours, the basic appeal of the Logan has proved to be a big hit in other markets. And in India with the Indian stalwart Mahindra as a partner, Renault it seems is batting on a good wicket. :

Design, Engineering and Interiors
Walk around the Logan and you only see flat panels and straight lines, with not a curve or an arch in sight. The only obvious circular lines visible are around the wheel arches. The flat panels help Renault make low-tech production and easy repair possible, and this approach also has a positive effect on the cost.

For India, the nose of the car is all-new. The Logan now sports a more upmarket grille and chin, with other more minor touches added too. They help little.

The body structure is extremely stiff for good ride and handling and the use of a current platform also means crash survivability is of the highest order.

The front suspension uses MacPherson struts and wishbones for better wheel location as well as an anti-roll bar, the Logan also uses a hydraulic power steering system. Suspension at the rear is not independent; that would be expensive. An H-section torsion beam-type unit is used.

The Logan has been designed with additional suspension travel in mind from the very outset. Ground clearance is more than adequate and feels substantially more than the company-quoted figure of 155mm. None of the models for India get ABS as yet, not even as an option, and this is disappointing.

The interiors are quite basic too. The single-piece, square-shaped dashboard is functional at best. The glovebox isn’t as big as it looks but there’s a very useful cubbyhole above it in place of the front passenger airbag. The switchgear and circular air-con vents feel quite solid and operate well but the quality of plastics is questionable. However, Renault has made an attempt to freshen up things, and the light beige colour works wonders here. Renault’s nicely sculpted steering wheel with the chrome Renault logo, wide instrument panel and well designed and finished gear lever also go some way in livening up the interiors.

However, you can’t escape the cost-cutting on the insides. There are no proper door handles and the front seat rails don’t have plastic cladding and are exposed. It doesn’t end there. The absence of an internal boot release is extremely impractical and annoying too. The ergonomics too seem to have been compromised. The side mirrors are too small and the left-side one is partially obstructed by the A-pillar cladding. The low-placed switches on the centre console, which taper away from the driver, are not within easy line of sight. Reconfiguration to right-hand-drive is minimal with the column stalks, hood release and even the wiper pattern still set for left-hand drive. A number of the switches and controls work the wrong way around, which takes some getting used to. Power window switches for the rear passengers are inconveniently placed ahead of the rear middle passengers’ feet and are difficult to reach. We found the gap between the clutch pedal and the wide central tunnel too small and we wished there was a decent footrest.

What the Logan is unbeatable for is space and comfort. This car is easily the widest in its class. It’s wider than a Toyota Corolla and headroom is massive as well. The front seats are wide and seat travel is good, but the seats are a touch flat. This is true of the rear seats as well. The lack of contours here is presumably to help fit three abreast in comfort, which the Logan manages very well indeed. Seat comfort is brilliant even though the back is a touch too reclined. Legroom is superb and you never find yourself feeling cramped.

All three rear passengers also get headrests, to prove the point that three are comfortable at the back but it’s good from a standpoint of safety as well. For such a vast cabin, we wish there was a reading light for the rear section. The massive 510-litre boot can swallow huge amounts of luggage. The seats don’t flip down though and protection against luggage intrusion in case of a collision is taken care of only by a simple metal brace.

Performance, Fuel Economy and Handling
The Logan will be sold in India powered by three motors — two petrols and one common-rail diesel. The petrol motors are 1390cc and 1598cc and put out 75 and 85bhp respectively. Technology is robust but quite basic on the petrol. The motors use only two valves per cylinder, basic shoe-type rocker arms and a simple MPFi system. We tested the 1.6-litre petrol, and found it to be better than expected. It may not quite have the responsiveness or raw acceleration of the 1.6 Fiesta, with 100kph coming up in 13.45sec, but its area of expertise lies elsewhere. Where this motor excels is in everyday driving. Refinement at low speeds is decent, and the torque spread is particularly good. 1500rpm on the tachometer is all it takes to get you moving smartly offline and once you pass 2000rpm there is a step up in pace.

Gearchanges are required less frequently in city driving and as a result you are never left wanting for power. The strong midrange also gives it good passing power on the highway.

The 1.5 DCi is a more modern motor. A second-generation common rail system is used and this system utilises dedicated injector calibration which allows injector timing and flow to be controlled for each injector individually. It also features a pilot injection to help improve refinement levels. The Logan’s motor actually compares quite favorably with other diesels in its class for refinement with only a mild pitter-patter audible at idle. Rev it hard and it sounds a bit gruff but it’s never obtrusive and far quieter than the latest Indigo DiCOR. Again, the Ford diesel beats the Logan in responsiveness and the Indigo DiCOR is quicker in a sprint but once you are past 2000rpm the Logan diesel pulls with great resolve. Mid-range performance is extremely healthy and you have adequate passing power on tap. Driven briskly, the diesel Logan covers ground quite rapidly and feels much faster than its 17.15sec 0-100 time suggests.

The five-speed gearbox fitted contributes to driving pleasure a fair bit. The action is light, it slots into gear easily and it is almost impossible to miss a shift.

On its raised suspension and stiff chassis, the Logan rides over our roads like no other in this class. Low-speed ride is mildly stiff and a few low-speeds jiggles raise their head, but once you are at normal cruising speeds these disappear completely. You can also load up the car with five passengers and fill it up with luggage without fear of the belly scraping speed breakers.

Despite the good ride, the suspension isn’t wallowy. Straight line stability is most likely best in class and the Logan sticks to its line with impressive resolve. Bumps rarely put it off line, body roll around corners is not a worry and the steering is linear as well. It does not deliver anywhere as much feel as the Fiesta though, and the Ford is much more willing to change direction too, still the Logan rides better than cars like the Honda City, Hyundai Verna and Tata’s Indigo.

What you do get is a fair bit of road noise. Insulation is not as good as the competition and this means the threshold of noise is always higher. We also found that braking performance, though adequate, tended to fade when repeated stops were carried out.

We didn’t expect the 1.6-litre Logan to be efficient, but were pleasantly surprised. It traveled 9.9 kilometres a litre in the city and 13.4 kilometres on the highway. The diesel was even more impressive and it travelled an unreal 19.3kpl on the highway and 13.6 in the city.

CNBC-TV18 AUTOCAR AUTO AWARDS 2007

Seven respected figures from the auto world came together this year to test, evaluate and pass judgement without fear or favour. They put the cars under the microscope. They looked at the macro picture. They drove the cars to their absolute limits. And then, when the smoke cleared, the winners emerged. The raison d’être of these awards is to tell you, the customer, in a simple uncomplicated manner, which are the best new cars on the road today as well as what they are good at. In the past few weeks, a fleet of Autocar India troops and their media partners CNBC-TV18 spent several hours scrutinising facts and figures, the result of which culminated in the Auto Awards 2007. In 2006, twelve all-new cars were launched in the market with big-budget PR and advertising campaigns, each boasting about the superiority of their brand. So what’s the truth? Which is the best of them all?

Picking the winners
Fifteen cars, including variants.
Seven eagle-eyed judges: Hormazd Sorabjee, editor, Autocar India; Shapur Kotwal, associate editor, Autocar India; Dilip Chhabria, design guru; six-time National Rally champion Naren Kumar; Rajiv Khanna, former rally star; CNBC’s Renuka Kripalani and Manvendra Singh, car restorer.
The jury had to judge each car on 10 exacting parameters: fitness for purpose; relevance to the Indian market; value for money; design and styling; engine, gearbox and performance; ride, handling and brakes; driving pleasure; fuel efficiency; safety; and ownership experience. Autocar India’s comprehensive road tests, which are conducted throughout the year, provided all the data the jury would need to evaluate the cars. The tabulated data was presented to all the judges, who then drove each car evaluating it against its peers. The score sheets were handed over to auditors Ernst & Young who ensured a water-tight methodology, both in terms of eligibility and judging criteria.
And the winners are …

VALUE FOR MONEY - Hyundai Verna
With BOOMING demand and the car industry looking at making up for lost profits, few new cars are great value. Manufacturers are launching new models in higher brackets and true value is hard to come by.
Amid this mist stands the Verna. Not cheap or inexpensive but for what it delivers, it’s a car that’s good value. Built on a long wheelbase that has liberated huge amounts of cabin space, the Verna is palatial on the inside. This means passengers get class-topping space and comfort. The pliant suspension allows only the more serious bumps to filter into the cabin. The seat fabrics have an upmarket feel and the plastic quality of the dashboard and door pads matches the more expensive Honda City. Plus, even the XI trim level has luxuries like height-adjustable seats, rear head restraints, power mirrors and remote locking. And the ABS option costs a reasonable Rs 20,000.
The petrol motor is reasonably peppy and smooth, the gearbox and steering refreshingly light to use and this is true for the pedals as well.
Then you have the diesel. Not as well equipped as the petrol sibling but a car that uses an expensive Variable Geometry Turbo (VGT), which gives better low and high-speed performance. A massive 110bhp of petrol car-gobbling performance. Throw in Hyundai’s reputation for good service and clearly, the Verna is a car that the head agrees with.

BEST DESIGN & STYLING - New Toyota Camry
Toyota’s design philosophy has traditionally been less than adventurous. Reliable performance and good quality are what these cars are built to deliver. They don’t want to turn off anybody with radical designs. So, you know the world is changing when Toyota launches and produces a car that’s as wild and deeply sculpted as a concept car. More akin to a bespoke car, this car’s surface is full of stylistic cuts, sharp edges and changes in visual mass. The profile is superb: the long wheelbase, high shoulder line and tight-fitting stretched-out roof. Then there are the crazy details like the scimitar-sharp headlights, slatted grille, bulging logo and deeply recessed fog lamps. The surface on the boot and that adjacent to the tail-light is radical too. The best part is it all works together well. Most Camrys were brought in that pale shade of blue the car was launched and tested in.

BEST DRIVER’S CAR - Honda CR-V 2.4
Aircrafts defy physics to some extent. They fly against the odds, taking on gravity and the pull of mother earth. They still manage to be safe and fast. Honda’s all-new CR-V is the same. Despite having four-square dimensions and weight in all the wrong places, the CR-V doesn’t shock you even once. Disbelief is a sustained reaction. Like a fat man winning the 110-metre hurdles. Ahh, but that’s part of the secret… The new CR-V isn’t that fat. Displacing a svelte 1.5 tonnes with a suspension that’s fine-tuned to keep the fat wheels in contact with the road at the right angle, the CR-V’s grip levels are exceptional, even by saloon car standards. It stays glued to the road around corners with almost no body roll, never dropping a shoulder or forcing you to look at the world at a slant. When that truly incredible grip wears or runs out, it does so in a progressive manner bracing you with huge amounts of feedback from the steering. The stiff chassis also allows you to throw the CR-V into a section of left/right corners with total abandon — a sure-fire recipe for landing most other SUVs on their roof. With the assurance that its high ground clearance will see the car sail over the worst of Indian roads, the Honda CR-V tempts you to take the long way home. It’s not just the best-handling new SUV, it’s the best handling car too. We understand this is difficult to believe, we’re still scratching our heads in wonder as well.

MANUFACTURER OF THE YEAR - Honda Siel Cars
Honda could do no wrong in 2006. It crossed the 200,000-unit benchmark in December and posted a sales growth of 45.13 percent in the last six months.
All its models are best-sellers and Honda has doubled the capacity of its plant in Greater Noida and launched two of its latest international models in India – the Civic and the CR-V – both instant hits. Within six months of its launch in July ‘06, the Civic has crossed the 10,000-units mark and revolutionised the market. The new CR-V seems destined to replicate the success of its predecessor.
The secret of Honda’s success in India has been its commitment to provide its latest passenger car models and technologies to Indian customers. And, the bullet-proof reliability of its cars and low-hassle ownership experience has seen the company win many satisfaction awards.

TECHNOLOGICALLY ADVANCED CAR - Mercedes S-Class
This car gives the NASA Space Shuttle a run for its money. It’s not possible to tell you all about the technical mastery of this car; that would require a telephone directory-sized book. But, we can tell you this — it rides on four columns of air, active suspension doesn’t allow the body to roll in corners and the seats can massage you and blow hot or cold air through their pores. But that’s old hat!
Here comes the Popular Science stuff. If specified, the S uses infra-red to give you a picture of the road ahead, the cruise control uses a radar for automatic warnings and if the car ‘senses’ an impending accident, it uses an army of sensors and super computers to prepare the car for an impact. Brakes are brought closer to the pads, the seats move to their safest positions and incredibly, if an impact is inevitable, it will even apply full brakes. Next from Merc — Stephan, the invisible robot chauffeur. And he’ll speak Hindi and Tamil too. Believe it!

VOICE OF THE CUSTOMER - TNS Automotive Voice of the Customer
The VOC Awards are based on the winners of the 2006 TNS Customer Satisfaction Study. This is the largest study of its kind with over 7000 car owners being interviewed about their ownership experience. The study gained insights on all facets of the experience including sales satisfaction, after-sales brand image and cost of ownership. Actual owners of the winning models presented the awards to the manufacturers. While Hero Honda bagged the most prizes, TVS, Enfield and Honda didn’t go home disappointed. In four-wheelers, Maruti took the lead followed by Honda cars. Tata, Ford, Skoda and Toyota were the other winners. Bharat Petroleum and MRF Tyres too joined the distinguished group.

VARIANT OF THE YEAR - Mercedes E280 CDI
Improving a dog of a car is easy, but making an already accomplished performer up the game substantially is a near-miracle.
The new face-lifted Merc is more than just a face-lift; it’s a massive step forward over the E270 CDI. An almost petrol-smooth V6 diesel replaced the five-cylinder E270 with the extra 25 horses and a seven-speed automatic, sweetening the package further. There’s the improved direct drive suspension and steering set-up designed to make the E better to drive, radical safety systems have been pulled down from the S-Class and there are even more creature controls as well.
New tech includes Adaptive Braking, Pre-Safe System, Neck Pro. There’s also new equipment like sunblinds on rear doors, cargo hooks in the boot and a steering wheel from the CLS.
To put it simply, the E280 CDI is the best diesel car made in India. It delivers an outstanding level of diesel technology and ability that makes buying the impressive petrol car not as smart a choice.

IMPORT OF THE YEAR - Audi Q7
Take a blank piece of paper and list the requirements for a perfect SUV or car for Indian conditions. Now note how similar they are to those of the beast before you. Possessing the presence of an elephant in Manhattan, the huge, sharply-styled SUV carries authority with ease; traffic almost parts in deference.
Built fantastically on the inside and comfortable for five with space for another two, the Q7 looks at home parked at hotel lobbies or descending rapids. Its massive wheels, adjustable air suspension and fantastic ground clearance allow you the luxury of driving without having to navigate around potholes in India.
The Q7 can be driven as hard as any large saloon and you can specify any and every feature you can think of. Audi, which makes 4WD cars, has broken into the super SUV domain. The diesel is refined and torquey and the V8 petrol has enough grunt to keep a Porsche Cayenne honest. If you’re going to splurge, you won’t go wrong by placing your pile here.

AUTO COMPONENT MANUFACTURER – Mico
Motor Industries Co (MICO), a member of the Bosch Group, is a pioneer and acknowledged leader in fuel injection equipment and spark plugs. It’s the country’s largest manufacturer of diesel fuel injection equipment and among the largest in the world. This is the company that indigenised common-rail technology to usher in a new generation of high-tech diesels in India.
Before this, common-rail diesels were restricted to expensive cars as the common-rail system had to be imported and hence attracted high customs duties. With local production, there’s a 10-15 percent saving. Lowering the manufacturing costs has already spawned a new range of diesel cars. Maruti and Hyundai too are preparing to join the diesel race. This company has single-handedly turned the tide for diesels in India.

CNBC-TV18 VIEWER’S CHOICE - Honda Civic
The car that gets the maximum number of votes from viewers of CNBC- TV18 gets this prestigious award. A special SMS-based contest was run on air as well as nationally through Barista outlets. The winner, not surprisingly, was the new offering from Honda – the Civic. Honda gave Indian customers the very latest from its stable and they rewarded the company by queuing up with cheque books and ballot paper in hand. The Civic’s unbeatable combination of design, value and high-technology makes this the favourite for jury and janta alike.

BEST CITY TO DRIVE IN - New Delhi
For the first time, a special nationwide poll was conducted by Synovate Research to find out India’s No. 1 city in terms of driving experience.
The survey covered every major city in the country. Respondents included both two-wheeler riders and four-wheeler drivers. It captured their experience in terms of various attributes such as driving safety, road infrastructure, air quality, driving environment, traffic situation and road etiquette among others.
The winning vote, not surprisingly, went to the nation’s capital – New Delhi. It’s time for other cities to catch up.

STORYBOARD BEST AUTO COMMERCIAL OF THE YEAR - Tata Xeta, fcb Ulka & Tata Safari, O&M
‘Storyboard Best Auto Commercial’ of the year, rewards the best advertising done in the year 2006 for automobiles. Creative directors of India’s leading advertising agencies came together to judge this coveted award.
In an adscape littered with hundreds of commercials vying to grab eyeballs, two campaigns stood out. Incidentally, they were both Tata brands – the Xeta and the Safari, created by their ad agencies FCB- Ulka and O&M. Both the commercials brought out the brands’ salient features in an interesting and entertaining manner and drove hundreds of consumers into Tata dealerships.

MOST PREFERRED CEOS’ CAR BRAND - Mercedes-Benz
In another poll conducted by Synovate Research to find the car preferred by most Indian CEOs, the winner came as no surprise.
The three-pointed star rules the roost when it comes to image, prestige and reputation. Mercedes’ cars have always enjoyed a premium reputation in India. But Merc hasn’t been sitting on its laurels; rather, it keeps raising the bar with constantly evolving models. Will BMW, Audi and Volkswagen, who have announced grand plans for India, be able to snatch the crown from Mercedes? Only time will tell.

BIKE OF THE YEAR - Bajaj Pulsar 220 dts-fi
Completely and indigenously developed by Bajaj Auto, the Pulsar 220 DTS-Fi is a tribute to the company’s engineering and design capabilities.
Striking styling, more features than you can imagine, a crisp and potent 220cc fuel- injected motor, as well as solid handling make the new Pulsar 220 DTS-Fi a bike that happens rarely in India. It ranks among India’s most powerful bikes with a healthy 20bhp peak power output made at 8500rpm.
Top whack is impressive with over 130kph on the speedo. Digital instrumentation, tubeless tyres, self-cancelling indicators, LED lighting, disc brakes on both front and rear — this bike offers it all, and more.
The Pulsar 220 DTS-Fi has just raised the bar for motorcycles in India.

CAR OF THE YEAR - Honda Civic
Every now and then, you get a car that defies convention. One that breaks the established mould, ducks the trend and forges a new path. It’s risky but once in a while, things just click. This leaves the competition scratching its head and sends them back to the drawing board. This car actually did that.
We could almost hear the fanfare when we saw this car for the first time. An instant shocker! The Civic ducked the ‘taller-for-space’ trend prevalent in the industry and went all swoopy and low. And it’s not just the sports-car profile that grabs your blinkers. The cab-forward stance actually complements the flowing lines that stream over bonnet, windscreen, roof and boot. Add the unique nose of the car, heavily sculpted lines, radical details like the headlights and short boot and you have a car you can’t take your eyes off. This is true for the inside as well given the materials used together in a new way, an aircraft cockpit-like ‘Heads Up Display’ just below the windscreen, a level of fit and finish that transcends the segment and it has comfortable and supportive seats.
Drive the car and the picture is complete. This isn’t just new design, new styling and new stance. This is new thinking, new direction and new driving dynamics. The new 1.8 Honda motor embraces the past and the future. It has 130 galloping, silk-lined Honda horses and a top-end performance that is strong enough to satiate the most demanding of power junkies. At the same time, it’s much more efficient in the bottom half of the powerband, using a seriously improved version of Honda’s pioneering variable valve timing and lift. This new motor is massively refined too, actually so quiet at cruising speeds, you begin to hear the car more than the motor.
However, the ride quality isn’t the best in the world. It damps out the road well enough but doesn’t insulate the cabin like some of its competition. The upside of the stiffer springs and dampers is the incredible agility of the car. Tweak the very fast-acting and well-weighted steering, point the Civic into a corner and change in direction is done in a snap, effortlessly. Fantastic body control and super grip mean it masks speed really well too. You’ll simply love the light and direct five-speed manual or the paddle shift five-speed automatic. The judges would have liked higher seats, a more absorbent ride and more boot space, but none of these are issues strong or serious enough to make an impact on the overall brilliance of the Civic. This car could have also won the award for the best value car, the best driver’s car and best designed car. It almost did! A clear winner.