Toyota Etios Cross review

The Toyota Etios Cross, first showcased by Toyota at Auto Expo 2014 earlier this year, is the Japanese carmaker’s attempt to cash in on India’s love for compact SUVs and crossovers. The basic formula here remains the same as on the Volswagen Cross Polo that was launched in 2013. In essence, the Etios Cross is a regular Etios Liva hatchback beefed up with a rugged-looking body kit. The added body cladding imparts a serious aggressive look, and while it may look a bit over the top, it ensures that the Etios Cross doesn’t get lost in the crowd – something the Toyota Etios Liva was quite prone to.

Honda Mobilio

Sometimes urban traffic in India is a real downer. A slow crawl to and from work in Mumbai is all but expected, and drive in Bangalore for any length of time and you’ll experience what being immobile in a car for long periods feels like. Traffic is something we’ve gotten used to. Nothing we have can, however, fully prepare you for the gridlock you experience in Jakarta; easily the number-one entry on the traffic jam charts.

TATA Nano Twist 2014

The addition of a power steering in the Nano is the most important upgrade it has received since its introduction in 2009. It addresses one of the car’s biggest weaknesses – heavy steering, especially at parking speeds. This drawback hampered it from living up to its billing of an ideal urban runabout.

But let’s rewind a bit first to see how the Nano has evolved since its launch in 2009. The first major upgrade came in 2012 – the seats were improved, the suspension was tweaked to provide a more comfortable ride, the engine got a small bump up in power and the gearing was altered to offer better fuel economy. Also on the update list were subtle changes to make it feel less basic – the interiors got a beige colour scheme, the exposed seat rails were covered and clutch feel was improved. Then in 2013, the Nano got a slightly bigger steering wheel to help offset the lack of power steering, along with some chrome bits on the exteriors for the higher variants – but this was hardly much of an improvement. There are further updates on the way, which include an opening tailgate and automatic transmission.
The biggest change, however, has been in the area of market positioning. Tata wants to shed the image of the ‘One Lakh Car’ and reposition the Nano as a funky, urban youth-mobile. As such, the price has gone from Rs 1.3 lakh for the top-end Nano LX in 2009 to Rs 2.38 lakh for this Nano Twist XT (inflation had its part to play here).

Will all these small steps by Tata Motors translate into one giant leap for the Nano? We tested the Twist to find out.

It took our incredibly tight parking lot at office for the Nano Twist to first make sense. All the other cars, including the Alto 800, need at least a three-point turn to get out. But the Nano Twist, with its ability to turn on a dime, or within an 8m diameter to be precise, simply wiggles its way through narrow spaces. The difference in steering effort between the Twist and the non-power steering Nano is all too apparent. In fact, so heavy is the steering of the non-assisted Nano that you need to crawl forward to take the load of the wheel. With the Twist, you can go from lock to lock when stationary and take full advantage of the car’s manoeuvrability.
On the move in city traffic, the EPS provides reasonably good feedback, allowing you to enjoy the nimbleness of the Nano without it feeling overly light. The speed-sensitive EPS has been engineered to cut off at speeds higher than 80kph to further improve feel. The problem is that even at moderate speeds, the EPS feels a bit over-assisted – this can be unsettling, especially in crosswinds and on uneven surfaces. The quicker steering also accentuates the Nano’s tall stance and its susceptibility to crosswinds.
There are no new mechanical changes on the Twist since 2012, when the two-cylinder, 624cc engine received some tweaks.  The last update saw a 2bhp increase in power and a 0.4kgm bump in torque, along with taller gearing, and the rev limit raised by 500rpm. The engine now revs to 6,000rpm and power doesn’t abruptly cut off as before. Around town, the Twist now has enough grunt to keep up with other traffic even when the roads are open. That said, thanks to the tuning, it’s not as responsive at low revs as the original Nano. You notice this especially when you are trundling about in third gear and need to downshift to second to accelerate away.

The latest Nano does the 0-100kph sprint (if you can call it a sprint) a whole two seconds faster than before (27.7sec versus the old car’s 29.7sec) and, despite Tata’s official top-speed claim of 105kph, it tops out at a true 111kph.
It’s under emergency braking that the Nano feels less than capable. Running drum brakes all around and weedy 135-section front tyres, squeal sets in early and the wheels tend to lock up. Now that the Nano has power assistance, Tata could have offered wider tyres – they would help improve its 35-metre stopping distance from 80kph.
The ride, though much improved from before, is still quite choppy. The small wheels and short wheelbase leave little scope for improvement, and lack of finesse in the way it rides remains one of the Nano’s weaknesses. It’s not well-insulated either. Engine and road noise seep through into the cabin and you always feel like you’re driving with the windows down. The air-con, however, is top-class, cooling the large cabin brilliantly, and doesn’t sap the small engine excessively.

The interiors in the Twist are as before, except for the instrument cluster which had to be changed to interface with the electronics of the EPS. The upshot is smarter dials that even give you a distance-to-empty readout. There’s Bluetooth connectivity too (we tried, but found it difficult to pair it to iOS and Android devices). The interiors remain astonishingly spacious, the generous seats are just as comfortable, and there is a noticeable improvement in fit and finish. For someone put off by the spartan interiors of the original Nano, this car will come as a revelation. It feels grown up with better fabrics on the door pads, plastic cladding covering unsightly bits of the seat frames, twin gloveboxes (they are small, though) and improved ergonomics. There are still crude bits (the hinges of the gloveboxes, for example) but they aren’t as glaringly obvious as they used to be.

The Nano remains the cheapest car you can buy in India. And with fuel efficiency ranging from 15.1kpl in the city to 20.6kpl on the highway (versus the old car’s 14.6kpl and 20.3kpl, respectively), it is cheap to run too. We just wish it had a larger fuel tank.

Datsun GO

It's an established fact that the Indian market is dominated by small cars. But not just any small car. Indian buyers are a discerning lot who want styling, space, fuel economy, and most importantly, a great price. So let's see what the Go has to offer.At first glance, the Go looks pretty large. Measuring at 3,785mm in length and 1,635mm in width, it's considerably bigger than the Maruti-Suzuki Alto 800, and even the Hyundai i10.

Koenigsegg ccxr

It's been more than five years since our backsides were intimate with the carbon-fiber seat of the only supercar made in Sweden, the Koenigsegg. That's probably long enough ago that you're saying out loud, "Koenigs what??"

Nissan Terrano

The Duster has been the best thing to happen to brand Renault since its inception in India. Looking at the 'sharing is caring' history between Renault and Nissan, it's no wonder that Nissan (who's part owner of the plant where the Duster is manufactured) wants a version of the compact SUV for itself. But who are we to complain?

Yamaha Fazer

For starters, Yamaha have taken the front end from the R15 and have managed to make it look much sportier and more massive with the help of the superb styling of the FZ, incorporating massive shocks and wheels up front. But that’s where the similarity ends with the R15. The engine used is the same 153cc Four stroke, 2 valve engine featured on the FZ which is quite a contrast to the liquid cooled monster-of-an-engine that’s used in the R15. Overall the look of the bike is something really eye catching and its presence is something yet to be matched by any other 150cc machine.

Kawasaki Ninja 300

The Ninja 300 comes with refreshed styling, a larger capacity engine and better chassis. The Ninja 300 harks of its elder sibling, the ZX-10R when viewed head on, thanks to a set of similar dual headlamps and floating visor. There’s a smashing looking, easily viewed analogue tachometer, with digital display reading out speed, the odometer, dual trip meters, fuel indicator, clock and economy riding indicator.

Bentley Continental GT Speed

There’s something inseparable about Bentley’s and the Middle-East. Comfort, luxury and speed - lots of speed. It’s pretty much the Arabian dream, isn’t it? So when I find myself behind the wheel of a Bentley Continental GT, blasting down an arrow straight strip of buttery smooth tarmac, surrounded by rolling sand dunes on either side, my right foot welded to the firewall, I’m not really surprised. Very much amused with a really stupid grin plastered across my face, and maybe even a little in love, but definitely not surprised.

Chevrolet Enjoy

This was the third time in six months that I was entering GM’s gates at Talegaon with all the three visits being for all-new vehicles. This makes it clear that the American giant means business this time around and is trying hard to get its share of the market. With the Sail U-VA and the Sail sedan already out, GM has brought out the third offering from its GM-SAIC joint venture, the Chevrolet Enjoy.  Now this isn’t the first time that we have laid eyes on the Enjoy. GM already showcased it at the 11th Auto Expo in Delhi and the response was terrific. A little over a year later, here it is in the flesh.

Force Gurkha

It was a pretty delicate situation that I had put myself into. I’m on a slope sideways and trying to inch my way forward. But there is more here than meets the eye. This is no ordinary slope I'm talking about. This slope was at a 30-degree incline and as a result I could almost lean out of the window and touch the flat ground. Me biting the dust or not depended solely on how stupid I acted or how capable this all-new Gurkha was. Thankfully it was the latter that prevailed and the Gurkha easily managed to crawl out of the situation.

Bentley Brooklands

What if it were possible to combine the locomotive charm of a racing Bentley from the 1930s with something as lavish as a manor? What if you could be brutish and over the top on the one hand, but still classy and sumptuous on the other? You can. Enter the Brooklands, the Bentley’s Bentley. The ultimate old-world, rear-wheel drive, massive turbocharged V8-powered rocket barge. Tonnes of old-world hand-built charm but with modern engineering and reliability thrown in. In essence a car that will age very little, its charms undiminished.

Ferrari F12 review

Ferrari’s new supercar, the F12, looks to blend the comfort of a GT with the mind-numbing speed of a supercar. And, I’m here in Maranello to try and tame the 730 horses under the hood of Ferrari’s F12.

The F12’s hunkered down shape gets your attention immediately, it looks very purposeful in profile and there are some genuinely unique bits like the ‘Aero Bridge’ that tunnels through the fender for greater aerodynamic stability.

Porsche Panamera Diesel review

A diesel Porsche sounds like sacrilege, right? But then, a decade-and-a-half ago, so did a Porsche SUV and a Porsche four-door grand tourer. Well, here we are in present day – I’m behind the wheel of the Panamera and it’s got, well, a diesel engine.

The engine is a 247bhp, 3.0-litre V6 diesel that channels power to the rear wheels. It’s not a bespoke motor; it is in fact an Audi-derived unit, one you’ll also find under the bonnet of the Cayenne Diesel.

New Porsche Cayman S review

Forget those Mastercard ads. Seeing a Cayman S in Guards Red paint waiting for you at the hotel lobby and knowing it’s yours for the day, that’s priceless. More so because I’ve been salivating about this drive in Dubai for some time now. If the old Cayman’s reputation is anything to go by, this new Cayman S’s abilities will be taller than the towering Burj Khalifa next door. And so, I run an eye over its gorgeous shape, slide into the snug seats, clack the gearlever into ‘D’ and feed in the beautifully weighted throttle pedal.

New 2013 Range Rover Sport

Purists probably refuse to believe it, but there is a case to be made for sports SUVs. It’s not easy to take a big, boxy SUV with a high centre of gravity and lots of drag and make it fun to drive, but that’s what the Range Rover Sport is all about, and the 2013 version claims to have taken the game leaps forward. The boffins say it’s the fastest, most agile and most responsive Land Rover ever, and I went to the UK to find out if it was all they claimed it to be.

2013 Mini Countryman Diesel

The Countryman D is the first Mini to be assembled in India. This translates to a price tag of Rs 28.9 lakh, which is a significant Rs 8.6 lakh less than the fully imported petrol-engined Countryman High. The Countryman D joins the likes of the Mercedes-Benz A-class, the upcoming BMW 1-series and the Volvo V40 Cross Country in the upcoming premium luxury hatchback segment. To take on its formidable competition, the Countryman has a few weapons in its arsenal – its tall upright stance makes it a lot more spacious than the others and there is plenty to like about its funky interiors.

New Force One EX

Force Motors recently launched a base version of the Force One that comes for Rs 8.99 lakh (ex-showroom, Delhi). This price, for a full size SUV represents a whole lot of car for the money. What Force is aiming to do here is expand the Force One range. When it was launched back in August 2011, there was just one variant on offer -- a fully loaded One that cost Rs 11.71 lakh. Now, there's this EX (that has less power and less equipment) and a variant called the SX (which offers ABS and is BSIV compliant) in a addition to the soon to be launched four-wheel drive LX. We drove the EX briefly to see how good it is.

Hyundai Grand i10

Just when you thought that there were no more niches left in the ever-crowded Indian car market, Hyundai has just found one. The Korean company believes there is a tiny gap between the i10 and i20 and has plugged it with yet another hatchback, called the Grand i10, which is all set to make its world debut in India.

As the rather unimaginative name suggests, the Hyundai Grand i10 is essentially a ‘grander’ version of the i10, which means it’s larger and positioned in a sub-segment higher.

Rolls Royce Ghost

There’s no head-to-head contest, no gleaming trophy and no official tag. But the title of ‘Best car in the world’ is one of the most coveted crowns a car can wear. In its illustrious past, Rolls-Royce has worn it with pride for decades. As early as 1907, its owners and engineers pushed back the boundaries of refinement, luxury, performance and technology with the stupendous Silver Ghost, earning Rolls-Royce the coveted tag from none other than our own Autocar UK.