New 2014 Honda City review, test drive

We drive the 2014 Honda City diesel and petrol mid-size sedan on Indian roads to see if its sets a new benchmark.

Dec 17, 2013

DETAILS

• Make  Honda 
• Model  City 
• Edition  2014

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Top 5 Mid-size Saloons

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  1
  Skoda Rapid
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  2
  Nissan Sunny dCi review, test drive
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  3
  Nissan Sunny
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  4
  Hyundai Verna

Ever since Honda came to India, the City has been its most consistent performer. However, the petrol-price-bombs of 2011 shook up the City’s standing quite severely and newer competition pushed it up against the wall. However, Honda has come back all guns blazing with its all-new City. Can it sit on top of the growing mid-size heap once more?  

 

Honda’s engineering brilliance has been embodied by its i-VTEC engines, but this time around, the company is counting on its diesel engine to script the next chapter of its success story in India.  The diesel motor in question is the 1.5-litre i-DTEC that debuted in the Amaze, and the engine itself has been carried over unchanged to the City. The gearbox too is shared with the smaller saloon, and the first five gears are identical, but a new sixth gear has been added specifically for the Honda City. Even though the City is roughly 45kg lighter than the previous-generation car, it is still 90kg heavier than the Amaze, so a shorter ratio is used for the final drive to extract a bit more zing from the 20.4kgm of torque. Despite that, Honda claims that the new City i-DTEC will be the most fuel-efficient car in the country, with a claimed fuel efficiency of 26kpl! We can’t wait to put it through our test cycle in Mumbai to see it for ourselves.

 

The good news is that the 1.5-litre i-VTEC motor has been carried over virtually unchanged from the previous-generation car. So you have 116bhp of power and 14.8kgm of torque being developed in the same free-revving manner as before. However, light tweaks to the intake and i-VTEC system have improved performance at low speeds. The petrol motor proved to be quite flexible, ambling along happily at 20kph in fourth gear, never hesitating to step forward when prodded. As the revs climbed it proved to be as thrilling to drive as ever.  

 

On our first drive in Jaipur, it was evident that like in the Amaze, there is hardly any turbo lag, and the flat torque curve is immediately apparent. This diesel engine’s responsiveness even under 2,000rpm was very handy in the cut and thrust of Jaipur’s traffic. Once past the 2,000rpm mark, the motor pulls cleanly to over 3,600rpm, making it hassle-free to drive in the city and outside it. Revving it to its 4,500rpm redline offered little advantage, although it did highlight this motor’s sore point, the engine noise. Since the abundance of engine noise had been highlighted in the Amaze, better sound insulation was almost taken for granted in the Honda City diesel. Sadly, the coarse engine rumble is quite audible in the cabin. Despite this foible, the diesel is sure to hog a big chunk of the sales. True Honda fans though will no doubt be keen to know more about the petrol. 

Also on offer with the petrol motor is an automatic transmission. This time though it is a CVT which has been built in-house at Honda. This transmission had surprisingly strong responsiveness at low speeds which will make light work of regular city duty. The rubberband effect that made CVTs infamous has been kept well in check too, but during full-bore acceleration runs or urgent overtaking manoeuvres, the engine revs get ahead of the road speed in true CVT fashion. The engine is quite noisy too, which leads us to wonder if Honda has stinted on underbody insulation. But what strengthens the case for the CVT is that it is claimed to be even more fuel efficient than the manual!

 

Some of the gains in efficiency have to be attributed to the new chassis too. Even though the City is slightly longer, taller and much stiffer than the outgoing car, it is roughly 45kg lighter. The wheelbase has also been stretched by 50mm. Although the Honda City continues to use MacPherson struts at the front and a twist beam at the rear, these have been extensively redesigned for the new platform. At low speeds, on broken roads, the City felt stiff-kneed and jiggly. However, once you get past 40-50kph, the suspension takes on a whole different character and masks broken roads with aplomb. 

 

The Honda City proved to be quite adept over twisty sections too. Body movement was controlled and  predictable. The narrow 175/65 R15 low-rolling-resistance tyres clung onto the tarmac with more tenacity than was expected. Strong brakes and a well-weighted and accurate steering only tempt you to drive for longer.

 

 

Step into the rear and it feels like the Honda City has been stretched by 50cm not 50mm. Knee room is ample, the seat base is generous and there’s lots of under-thigh support too. Dedicated air-conditioning vents for the rear passengers and two rear power outlets round off a sumptuous backseat.

Detailed photo gallery

Meanwhile, Honda is trying to wow the people in the front seat too, which feels perfectly cushioned. Honda engineers have played around with the foam density to make long stints in the cabin fatigue free. 

 

The company has been getting some flak for the interiors of its cars and things have changed significantly on the new City. The design looks richer with a silver ‘T’ running across the dash, and the glossy piano black trim adds to the appeal too.  

 

There’s plenty of equipment on offer as well. The instruments for the driver are big and easy to read, rings around the dials glow blue or green (depending on your driving style), and the chunky steering wheel is a high point, with well damped switches for the music and telephony. After much criticism for its omission in the previous City, the music system brings back a CD player (along with DVD support) as well as the now mandatory Bluetooth and Aux-in. A five-inch screen is the interface for the music system, while the air-conditioning system is operated via a touch panel. And let’s not forget, the City also offers a sunroof. 

 

 

But while the cabin is well equipped and well specced, it’s not a very cohesive design, and has lots of different elements. The LCD display for the music system looks lost in the vast piano black surface of the centre console. The touchscreen panel for the air-conditioning is fantastic to use and answers City critics who panned the clunky HVAC controls in the previous car. However, the touch-screen display looks a bit fogged up and richer plastics for the dash would have really hit the spot. But there’s no doubt that this cabin indulges its occupants much more than any City before it, and by a long shot.

Even from outside, this new Honda City is a good looker. Ignore the glaring band of chrome on the grille for a second and you will agree that the slim, almost delicate headlights look quite pleasing. The racy ‘arrowhead’ profile of the earlier City is also in use here. However, this City looks bigger and sits more confidently on the ground, the skinny tyres notwithstanding. The long slash down its flank makes it immediately distinctive too. The rear looks fantastic, with slim lamps spilling onto the boot. Since the car has grown longer by just 20mm and is no wider than the outgoing car, Honda has ensured the City remains apt for urban use.

 

So Honda’s fourth generation City is undoubtedly its most complete package yet. Its back seat will pamper passengers and the equipment list will rewrite expectations. However, it is the responsive and frugal motors that will form the bedrock for the City’s assault on the mid-size saloon category. All that remains to be seen is whether Honda will price the City more aggressively than before. Company sources say that the Honda City is pegged head-on against the Verna which means an estimated price range of Rs 8.2 lakh to Rs 11.5 lakh. The new Honda City goes on sale next month. 

 

 

 

Fact File

Engine

Fuel	Petrol / Diesel
Installation	Front, transverse
Type	1497cc 4 cyl SOHC petrol / 1498cc 4 cyl DOHC diesel
Power	117.3bhp at 6600rpm / 98.6bhp at 3600rpm
Torque	14.7kgm at 4600rpm / 20.39kgm at 1750rpm

Transmission

Type	Front wheel drive
Gearbox	5-speed manual, CVT / 6-speed manual

Dimensions

Length	4440mm
Width	1695mm
Height	1495mm
Wheel base	2600mm
Boot volume	510 litres
Ground clearance	165mm

Chassis & Body

Weight	1065kg (VX MT), 1085 kg (VX CVT) / 1165kg (VX MT)
Tyres	175/65 R15

Suspension

Front	MacPherson strut, coil spring
Rear	Torsion beam axle, coil spring

Steering

Type	Collapsible, power assisted
Type of power assist	Electric

Brakes

Front	Discs
Rear	Drums

Economy

Tank size

40 litres

New Mercedes E 63 AMG vs BMW M5

The slightly unhinged Mercedes E 63 AMG takes on the the positively nuts BMW M5 on the mountain roads, highways, city streets and tracks of India

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Dec 18, 2013

Clouds roll in, wispy and grey, obscuring our vision. We slow to a crawl. Then, just as smoothly as they roll in, they dissipate, revealing a slick section of moist black tarmac. It twists, it turns, it bends, it loops, it dives and it climbs. It does everything but travel in a straight line. It’s why we love this road; it’s a proper roller coaster.

The constant drizzle, however, means the road up to Ambavane near Pune and the surrounding greenery are leaching moisture. In places, tiny rivulets trickle across the road and in others there are small pools of standing water. Not ideal conditions in which to unleash a collective 1,102bhp through the rear wheels. So I exercise a bit of caution as the M5 chases the E 63 through a tunnel of green. I caress the throttle instead of giving it a progressively firm shove and I’m smooth with my steering inputs.

As confidence builds we start to go harder and faster. Up ahead I can see Hormazd through a haze of spray having a ball, the tail of the E 63 stepping out occasionally. Though we’re not using more than 3,500 or 4,000 rpm in each gear, it still equates to approximately 380bhp; much more than you can put down cleanly on a serpentine wet road like this one.

The rear of the M5 is already doing a bit of a jig. It steps out in small increments as I squeeze the throttle a bit more in tighter corners, and initially it is fun. But the BMW doesn’t really transmit a lot of confidence on a slippery surface and I find myself always on edge, with one half of my brain cringing while the other prepares to execute a synaptic, Bruce Lee-quick steering correction. You’re seldom aware that the car is spinning its wheels on a wet road. And once the rear wheels are goaded into letting go by 69.3kgm of torque from just 1,500rpm – particularly easy considering the traction control is switched off ­– it takes more than feathering the throttle to get them to grip again. So after a few heart-stopping moments, I’m happy to switch to the less frisky MDM mode and have the electronic nannies take over some of the workload. The way the DSC cuts in by cutting power and activating the brakes is quite intrusive, but it provides a much-needed safety net in the wet.

The M5 is no lithe sportscar, but it is a blisteringly quick sports saloon. It’s been designed to go ballistic without compromising on all the creature comforts expected in a luxury car that seats four (even five) passengers with their luggage. The net result is a car which, in unladen form, tips the scales at 1870kg. But it’s not just the weight (the E 63 too weighs a hefty 1840kg) that is the issue – it’s also the way you feel it when transitioning through corners and accelerating hard. There’s considerable weight transfer, and the way the ultra-responsive twin-turbo V8 spools up makes the big M5 quite a handful on twisty and slippery roads. To their credit, BMW engineers could’ve played it too safe by injecting an overdose of understeer into the chassis, but they didn’t. The result is a car that constantly keeps you on red alert.

The E 63 AMG has almost the same amount of firepower but is far less intimidating to drive. To begin with, the driving position is better. Unlike in the M5, where the high dashboard gives you the feeling of sitting low, the E 63 offers much better visibility and you can gauge the extremities of the car more easily too; important when apexing from one corner to the next.

Then there’s the E 63’s electromechanical steering, which feels so much nicer than the M5’s helm. And that’s surprising, because the M Division has swapped the regular 5-series’ electric power steering system for a hydraulic unit that promises more of a natural feel. No doubt, the M5’s steering is quick, accurate and has little slack, but it’s covered in a veil of numbness that doesn’t quite transmit every detail of the road to your fingertips. The AMG’s steering, on the other hand, is more communicative, and though it is a bit lighter, it weighs up in a wonderfully fluid way. 

Further establishing the friendlier dynamics of the E 63 AMG is the flat and consistent ride. There’s less heaving and diving over bumps and the Merc has far less vertical movement than the M5. The inherent stability of the air-sprung rear suspension with its automatically controlled ride height also allows me to push the car harder and harder, until the rear begins to slither in a friendly manner; a Nascar-like fluttering V8 bark from the exhaust ricocheting across the walls of the mountainside. There’s no doubt, the Merc feels lighter on its feet than the BMW and is the easier to drive of the two.

The rain has stopped and with the road now drying out, we can completely open up these V8s. Pushing the envelope of the E 63 only cements its reputation. It now feels brutally quick when the engine is extended to 6,000rpm on the short straights and the rear’s lack of roll and quick steering make it a car you can enjoy kilometre after kilometre. What I love most about the 550bhp E 63, however, is how it just shrinks around you when you drive it hard. It may have the external dimensions of a full-size luxury car, but on the move, down this mountain road, it feels not much larger than a C-class.  

I jump back into the M5 after a good long stint in the AMG, and immediately, on the dry road, it feels much more connected than before. The transition has transformed how much I can enjoy this car and I can put down the power much more confidently. You still need to concentrate, but unlike in the wet, you can carry absurd speeds through corners, all accompanied by the Kalahari lion bellow from the V8.

Both cars come with automatic transmissions, but the conventional torque-converter slushboxes used in their more pedestrian counterparts have been dropped in favour of performance-oriented, seven-speed twin-clutch units. Both these gearboxes have been programmed to suit the various driving modes in each of the cars, but it’s the M5’s gearbox that’s more enthusiastic and does a better job of extracting the best out of the engine. In manual mode, the E 63’s ’box changes up a gear with an annoying lag at the redline. Hence it’s best to pull the right paddle 200rpm earlier for a quicker upshift. However, it’s the Sport+ mode, where the gearbox automatically and unhesitatingly shifts up at the redline, that yields best results.

Unlike the E 63, the BMW’s gearbox has a separate multi-stage setting to alter the shift response. In its most aggressive setting, shifts are lightning quick and accompanied by a mild jolt to play to your mood.
Off the ghat and onward to Pune via the ultra-fast expressway, BMW’s twin-turbo projectile is really delivering the goods. What the M5 does phenomenally well is mask speed. Even on a gentle throttle, it can cruise effortlessly at ridiculous speeds and the numbers on the speedo almost always make you do a double take. Unlike the AMG, which starts losing steam after 5,700rpm, the M5’s V8 pulls hard all the way to its 7,200rpm redline. I click down a couple of gears, mash the throttle at 3,000rpm and the M5’s two saucepan-size turbos deliver an elephant-sized kick to my lower back. The M5 accelerates so hard, it keeps my shoulders pinned to the wide and well-bolstered seat even after I’ve flicked up to the next gear.

In the real world, it’s the BMW that feels much quicker though, thanks to its freer revving  engine and more brutal delivery of torque. The AMG, with its narrower powerband, feels less exciting in the lower gears. You encounter the relatively conservative redline more often in comparison and you miss winding the engine as much as the BMW’s. The lusty pull of the motor, however, is more evident as you go quicker. In the higher gears, the AMG comes into its element. The surge from 180kph to 220kph feels so quick, it’s scarcely believable.

The E 63 and M5 run neck and neck when driven flat out, but surprisingly it’s the AMG that’s actually marginally quicker against the clock. 100kph is despatched by the Merc in just 4.86sec, with the M5 just a fraction of a second behind. The Merc keeps its nose ahead till 200kph, but only just. The BMW reaches the double-ton mark in 14.87sec – only 0.31sec behind the Merc; an indication of just how quick these cars are.
The low, rumbling soundtrack of the AMG sounds deliciously menacing. The BMW is more audible thanks to an exhaust note that’s pumped in the cabin via the speakers! The strange thing, however, is that you just can’t tell. However, it’s the Merc that sounds better overall; the BMW’s exhaust note doesn’t reflect its true sporting intentions. In fact, the M5 is unfortunately louder in an undesirable way – road noise is significantly higher than in the Merc.
The high speeds we are doing bring the brakes of these cars into focus too. The M5 has the more confidence-inspiring ones, so good in fact that I don’t pay them much attention initially. The huge 15.7-inch rotors are larger than the wheels on many cars and a good squeeze is all they need to haul the M5 down from speeds in excess of 200kph. They don’t feel grabby in the least, they have a ferocious bite and they are superbly weighted. The AMG’s brakes feel well up to the task too, but often call for a second harder squeeze when you are running really quickly.

But let’s take a break from the lead-footed, supercar-rivalling performance for a moment; which of these cars is more practical for everyday use? Neither, when it comes to fuel bills. These V8s pay lip service when it comes to fuel economy with their stop-start systems; the fact is that they guzzle more than any tippler at Oktoberfest. And it’s not beer, but super expensive 97-octane at an average rate of 3-4kpl. But if you have the wallet for it, these two super saloons are otherwise amazingly practical as everyday cars. With both cars set in their most comfortable suspension, throttle and gearbox settings, and with the most economical driving mode selected, these cars feel comfortable and relaxed, and seem to take suburban Mumbai in their stride. At low speeds, the M5’s seven-speed feels a touch jerky and it’s here that we really miss BMW’s traditional ZF eight-speed torque-converter gearbox. No such issues with the Merc, which has a less abrupt power delivery.

When we hit the rough patches, as you always do in and around Vashi, it’s the Merc that feels the more comfortable of the two. The M5 thud-thuds more noticeably over the rough stuff, shuffles around a bit more and feels less settled. No, these cars are not as comfortable as a regular E-class or 5-series over poor roads due to their stiff springs, and you do get thumped around, but ride quality in general is pretty acceptable. Should you need to be chauffer-driven, the back seats are just as comfortable as the regular cars as well, with the E-class being the one with the slight advantage. Both also manage to clamber over the large speed breakers in Vashi quite easily, with neither scraping its belly or chin. Yes, we were a little extra careful, but we didn’t have to baby them over like you would a supercar.

You can only order the E 63 AMG in one trim, and, for Rs 1.29 crore, Mercedes pretty much gives you all the bells and whistles you expect. If you wish to spend a bit less, BMW gives you the choice of dropping plenty of inessential kit, with a ‘base’ price of Rs 1.17 crore. But specify the M5 with the same fully-loaded hardware and its price will shoot up too.

Verdict

Both these cars are triumphs of engineering in their own right, combining supercar-rivalling pace with everyday usability. The BMW M5 is clearly the more exciting of the two. A long, lusty pull to the redline in this car is all it takes to get you beaming and the kind of grip and cornering speeds the M5 generates in the dry are simply stupefying. The AMG may not be quite as exciting, but is the more confidence-inspiring of the two. It is easier to drive hard and is certainly the more user-friendly of the two. So the more rounded AMG wins. Still, we just wish it had a bit more of the M5’s rocket sled-like raw appeal and a lower base price.
Shapur Kotwal

     octavia

     

This car brings the Skoda Octavia name back to India. After doodling around with ladies names for what was essentially the European Octavia, Skoda has decided that they should stick to the name that defined its Indian journey. This latest-generation Octavia leapfrogs the Laura to sit above it in Skoda’s Indian saloon range and Skoda is moving further upmarket with the new Octy to take on the likes of the more premium VW Jetta. The new Octavia is not only much bigger than the Laura, but also comes with more powerful engines. When it goes on sale this October, Skoda Octavia will be offered with a 177bhp (17bhp more than before) 1.8-litre TSI turbo-petrol and the ubiquitous 2.0-litre turbo-diesel that powers so many VW Group products.
Skoda has planned a third, smaller 1.4-litre turbo petrol, which will follow later. Skoda believes it has the goods to be the top dog in this segment. In this exclusive and exhaustive road test, we find out if the new Octavia still upholds all the values that first made the Octavia a popular name.

   The first thing your eyes are drawn to are the 16-inch wheels, which are the same size as the Laura’s but look a bit undersized now that the car is substantially bigger.

The new Skoda Octavia begs for, at the least, a one-inch upgrade to 17-inch wheels, especially since the increased ground clearance is evident in the car’s tall stance. That said, the Octavia remains an understated and well proportioned if a bit tame design. Its clean-cut looks will certainly appeal to a lot of people and the bold, clean strokes help give it a stance that is difficult to fault. Skoda’s new ‘butterfly’ grille, chiselled headlamps andsquare jaw are really attractive and the detailing on the remainder of the car is minimal and almost Audi-like in its exclusion of unnecessary elements. There is, of course, the now standard VW group offering of LED-based daytime running lights though, which look fantastic. If anything, the rear of the car is a bit too bland and looks a lot like the cheaper Rapid’s rump, with identical slashes around the number plate area and similar C-shaped tail-lamps. As for telling the petrol and diesel apart, the petrol gets a tiny lip spoiler on the boot lid, and though our test car didn’t have it, the diesel gets TDI badging.

The new Octavia’s enlarged dimensions clearly place it at the upper end of the executive car segment. It is longer and wider than the outgoing Laura, but crucially, the wheelbase is a massive 110mm longer, translating to a dramatic enhancement of rear legroom. Despite the jump up in size, Skoda’s new Octavia weighs 70kg less than a similarly specced Laura and is substantially lighter than the Jetta, pointing to the tech – lots of high-tensile steel and lighter components to name some – that has gone into making the new chassis as light as possible. Not that you would be able to tell though – the door shut and build quality are still as solid as you would expect of a Skoda.

Interestingly, the diesel and petrol have different suspension, and we’re not talking about mere settings here. The petrol comes with an all-independent, multi-link setup borrowed from the European vRS, while the diesel gets a more cost-effective non-independent torsion-beam axle at the rear. The rest of the specs are the same – both get electrically assisted steering and disc brakes at all four corners, and the diesel weighs 19kg more than the petrol’s 1,376kg.

        There is a big step up in quality. The plush seats, faux-wood on the doorpads, high-quality splashes of chrome, piano black surfaces and soft-touch materials everywhere point to an exceptionally well-built cabin. Look closer and you’ll see Skoda’s attention to detail – the glovebox opens with an expensive, well-damped motion and it is felt-lined. There’s a rubberised cubbyhole ahead of the gearlever for your cellphone, and even the door pockets are lined with beige felt (although this might get dirty very soon). Then there are the little things, like the new angular air-con vents that look really smart, and the superbly clear dials, as you’d expect in a Skoda. 

If anything, the India-spec model doesn’t get as much kit as the European one – the touchscreen, for example is not the full-size one you get in the top Euro spec, it doesn’t have the selectable driving modes, and there’s no plug point below the rear air-con vents, there's no reverse camera and no keyless entry and go. That apart, you won’t be left wanting for much – there’s a massive sunroof, a powered driver’s seat with seat memory, Bluetooth, a six-CD changer (wonder how many people still use CDs though), dual-zone climate control, parking sensors, remote locking and a media input port. The cabin’s design, meanwhile, is clean and simple and the additional display systems are easy to read and operated by large buttons. The air-con controls in particular, with their knurled finish, feel great to operate.The view out is good as well – the Octavia doesn’t have the high dashboard cowl that the Jetta has and with the huge range of seat and steering adjustments, it’s easy to find a comfortable driving position.The biggest improvement over the Laura, though, is in the rear seats – the extra wheelbase has liberated a lot of space and the seats themselves are supremely comfortable, with adequate thigh support, a broad seat base and superb cushioning. We also liked the wide door openings and the generous headroom. In fact, it is now at least on par with, if not better than the VW Jetta, which had until this moment, the best seats in the class – high praise indeed for the Octavia.

Then of course, there’s that Octavia strong point – its huge rear hatch that opens to reveal an equally massive boot. With the rear seats in place, there’s 590 litres of boot space, and this goes up to a gigantic 1,580 litres with the seats down.

  The diesel Octavia saloon model from Skoda gets the same 1,968cc four-cylinder engine that’s carried over from the Laura, albeit with some minor tweaks to improve its torque spread and driveability. You get the same gruff character, and at high revs, the drone doesn’t let you forget that there’s a diesel under the hood. 

However, adopt a slightly relaxed pace and the drone quietens down to an unobtrusive hum, while the six-speed, twin-clutch automatic gearbox (a manual will also be available for the diesel) shifts up smoothly and almost imperceptibly. There’s no lack of grunt either – the 32.6kgm of torque coming in early in the powerband and propelling you forward with a nicely linear pull. This updated engine has a wider powerband than the one in the Jetta too – where the VW’s torque curve falls off at 2,500rpm, the Octavia’s hangs on for another 500rpm more. There is a hint of lag at low revs, but otherwise, it’s a very tractable engine and the clever gearbox negates the need to use the tip-tronic function most of the time. The DQ250 gearbox shares identical gear ratios with the Jetta, and yet the Skoda Octavia is over half a second quicker to 100kph than its cousin. Its 141bhp helps it hit 100kph in 9.3sec, which is 0.7sec better than the VW’s. Performance is strong all the way up to 170kph too, after which power starts tailing off. Also in its favouris the punchy mid-range and a tall sixth gear, which makes the diesel Octavia a great long-legged cruiser.

But for those looking for pure driving thrills, it has to be the 1.8-litre TSI. This third-generation EA888 motor now develops more power than before – 177bhp to be exact – and that makes for a really special engine. As before, the TSI is unbelievably smooth and refined right through its rev range and there’s a deliciously engaging snarl when you really wring it out. It’s not the most responsive engine at low revs, but serious shove comes in at around 2,500rpm and simply doesn’t let up until 6,500rpm, where the gearbox snatches up the next ratio. Speaking of which, enthusiasts might bemoan the fact that Skoda isn’t offering a manual version with this engine this time around – the TSI is available only with a seven-speed DSG similar to the one in the Superb. The good news is that this ’box is as impressive as the engine and it’s evident that Skoda has programmed it to provide maximum thrills. Stick it in manual mode and it will downshift on demand, accompanied by a blip from the throttle. In fact, with the 1.8 TSI, you will feel the need to use the tip-tronic mode more often, especially when you are pottering around. Unlike the six-speed in the diesel, this seven-speed gearbox isn’t as eager to downshift quickly in the normal mode (in the interests of fuel economy, we presume) when you tap the throttle. This prompts you to move the superbly finished stubby lever across the gate into manual mode to command it to jump down a gear or two.  

That said, the Octavia 1.8 TSI DSG is quicker than the manual Laura TSI, but not by as wide a margin as expected. The Octavia gets to 100kph in 8.01sec, which is just 0.2sec quicker than the car it replaces. It’s because the DSG gearbox has a protection mode that won’t allow a proper smoking-tyre launch. But this little niggle doesn’t prevent the 1.8 TSI from being the most exciting four-cylinder petrol motor in the country today. 

   The new Skoda Octavia’s MQB chassis is significantly stiffer than the Laura’s old-generation A5 platform and this has allowed Skoda to get away with a softer suspension setup. 

You can see this in the way both the petrol and diesel better isolate you from expansion joint intrusions and rough sections of road so much better than the Laura ever did. However, there are noticeable differences between the dynamic behavior of the 2.0 TDI and 1.8 TSI Skoda Octavias, mainly because of the different rear suspensions. The diesel’s setup, for example, is slightly less pliant than the Jetta’s multi-link rear suspension and, at lower speeds, the torsion beam setup has this mildly annoying drumming sound from the suspension over lumpy surfaces, which gets amplified by the large boot cavity. It’s a sound that makes you think the ride is bumpier than it actually is. Drive the petrol’s more sophisticated setup over the same bit of road and you’ll find it rides quieter and softer, and in fact sets the benchmark for ride quality in this segment. However, it’s the diesel that feels more rock solid on the highway. The slight lumpiness you get at town speeds melds into a flat, unflappable poise at higher speeds, which is typical of a European car.The petrol makes you concentrate harder at high speeds – the softer suspension setup results in a rear end that’s constantly moving around over bumps, and you need to constantly make small steering inputs to counter this. We aren’t complaining though – the involving nature of the 1.8 TSI makes it an utter joy to drive.

In fact, both variants have an exploitable chassis that promises good fun behind the wheel. There’s plenty of grip, especially from the front wheels, that lets you really lean into corners, and even when you overstep the limits, the ESP will smoothly and almost unobtrusively cancel out the resulting understeer. Keen drivers may be disappointed by the steering, which though fairly quick and accurate, has an inert feel. Also, the brakes are quite grabby and a touch over-servoed, and this takes a bit of getting used to. But apart from these foibles, there isn’t much else to complain about. 

The diesel Octavia Sedan is slightly more fuel efficient than the Jetta, because it is lighter. Its 12kpl and 17kpl in the city and highway better the Jetta’s figures by 0.2kpl in either cycle. The TSI was surprisingly fuel efficient for the power it makes. Its tech helped it post 9.5kpl in the city and 14kpl on the highway, which is quite impressive. However, be warned – this engine is sensitive to the way it is driven. Constant visits to the redline will result in a drastic drop in fuel efficiency.

  The new Octavia saloon from Skoda feels grown up, and by that we mean its bigger, the interiors are far more sophisticated than before and quality has seriously improved. With a pair of capable engines on offer, a properly comfortable rear seat and a generous equipment list, the new Octavia has something for both the enthusiast driver and the chauffeur driven. And the best part is that it has moved its game up without sacrificing any of the qualities that endeared the original Octavia to owners, the new car is still solidly engineered and superbly built. Of course, at an estimated Rs 18-20 lakh (ex-showroom, Delhi), the new Octavia is more expensive, but then again, you are getting a lot more car for your money. This car could be a new chapter for Skoda once again.

 

  Fact File

Engine

Fuel	Petrol / Diesel
Installation	Front transverse
Type	4 cyls, 1798cc turbo-petrol / 4 cyls 1968cc turbo-diesel
Bore/stroke	82.5/84.1 / 81.0/95.5mm
Compression ratio	9.6, 16.1:1
Valve gear	4 valves per cyl DOHC / 4 valves per cyl DOHC
Power	177.5bhp at 5100-6200rpm / 141bhp at 4000rpm
Torque	25.49kgm at 1250-5000rpm / 32.63kgm at 1750-3000rpm

Transmission

Type	Front-wheel drive
Gearbox	7-speed / 6-speed dual clutch auto

Dimensions

Length	4659mm
Width	1814mm
Height	1476mm
Wheel base	2688mm
Boot volume	590-1580 litres
Ground clearance	155mm

Chassis & Body

Weight	1376 / 1395kg
Tyres	205/55R16
Spare	Full size

Suspension

Front	Independent, MacPherson Strut, stabiliser bar
Rear	Independent, Multi-link, stabiliser bar / non-indepndent torsion beam

Steering

Type	Rack and pinion
Type of power assist	Electric
Turning circle	10.4m

Brakes

Front	Ventilated discs
Rear	discs

ford ecosport

 It has easily been the most anticipated new launch of 2013, and after an unduly long 18-month gestation period the India-spec Ford EcoSport is finally here.  One reason for the delay is that Ford has been pursuing a very aggressive localisation programme for the car, and as a result of this, the ‘Indian’ EcoSport we’re driving today is almost 70 percent locally made.  So has it been worth the long wait?

We, and indeed the world, got our first glimpse of the car in concept form at the 2012 Auto Expo in January last year, and as we’ve seen from countless pictures since, the production car has stayed almost 100 percent true to the concept. In the metal, however, what is immediately apparent is the mini-SUV’s actual size on the road. It’s less than four metres long, and if not for its 200mm of ground clearance, it wouldn’t be much taller than most premium hatchbacks either. The clearance also allows the EcoSport to wade through 550mm of water, which should be useful during the monsoons. But Ford has done well with the detailing to give it the appearance of a ‘proper’ SUV. For starters, there’s the almost mandatory tailgate-mounted spare wheel, which also frees up boot space (of which there is still precious little; just 346 litres). There is rugged-looking black cladding on the bottom of the bumpers and beneath the doors, roof rails at the top of the car, and very prominent wheel arches. The the chunky flanks seem to dwarf the 16-inch wheels, and 17-inchers would have been more in keeping with the EcoSport’s aggressive stance. According to Ford insiders, larger wheels will be offered as an option at a later stage. At the rear, the wraparound windscreen adds to the tightly skinned look, and the angular tail-lamps look handsome too.

The most prominent detail, however, is the massive grille, which dominates the front fascia and gives it the bluff face of an off-roader.  An impressive stat is the car’s drag coefficient, which at 0.371, is not too bad for an SUV profile. While some might find the overall look a bit too aggressive and slightly overdone, remember, a similar styling concept worked wonders for the Mahindra XUV500. And we have no doubt that it will work well for the EcoSport too.

Move to the inside and you can instantly tell that the dashboard design resembles the Fiesta’s quite closely, with a similar angular dashboard layout and familiar controls. While the build and plastic quality of the top half of the two-tone dashboard is decent for this class of car (it seems a small notch above the Fiesta), there are quite a few panel gaps and the lower half of the dashboard feels a little  sub-par. It’s not as bad as the Renault Duster, another SUV to get an ‘Indianised’ interior, but it is lacking that quality feel all the same. Compared to the cars like the Fabia and Polo, the EcoSport’s cabin quality simply doesn’t come close.

By hatchback standards, the EcoSport’s cabin is quite spacious but as an SUV, the interiors lack the size and space you associate with this body style. The cabin is a little narrow, but head and legroom are decent both at the front and the back, and as mentioned earlier, boot space is not sufficient, but the rear seats fold forward with a 60:40 split (in all but the base Ambiente trim) for a total of 705 litres, which gives a bit more versatility. They also have a reclining backrest with three preset positions, and the small parcel shelf on higher variants will keep your luggage out of plain sight. The front seats are comfortable, with a high seating position, and the rear seats are quite flat but the cushioning and under thigh support is superb. In fact, the high-set rear seat is really comfortable, particularly if you don’t have a tall driver or passenger in front of you.

However, because of the rising shoulder line and small windows, like the Fiesta, the rear seats don’t feel as bright and airy as the Duster’s, and the black interiors in the EcoSport don’t help either.  

The EcoSport is very generously equipped, with even the base Ambiente variant getting tilt and telescopic steering, a music player with Aux-in and Bluetooth, electric wing mirrors, remote locking, a multi-function display, and 15-inch wheels. However, the top end Titanium version (with the option pack) we are driving  is really loaded. It gets 16-inch wheels, and adds ABS, steering-mounted audio controls on a leather-wrapped wheel, driver-seat height adjustment, climate control, a cooled glovebox, front fog lamps, rear parking sensors, push-button start, leather seats, keyless entry, Ford’s voice-operated Sync system, and front, side and curtain airbags as well.  

However, when it comes to safety and security the EcoSport really pushes the envelope with its Emergency Assist, which could be a life-saver in the case of an accident. This clever system, available on Sync-equipped variants, uses the driver’s paired phone to to send an emergency voice message to emergency operators (by dialling 108) when an airbag is deployed or the fuel pump is shut off.  It also sends the car’s GPS co-ordinates to the emergency operator to make finding you easier.

The main talking point of the EcoSport is Ford’s internationally acclaimed 1.0-litre three-cylinder turbocharged, direct-injection EcoBoost petrol engine which makes its Indian debut in the EcoSport.  And although diesel is the fuel of choice for SUV buyers in India, Ford really wants to focus on this new motor – and so it is the only one available  for the media drive. The two engines from the Fiesta will also return in the EcoSport – the 110bhp 1.5 petrol and 90bhp 1.5 diesel – and the former will also get the option of the Fiesta’s six-speed dual-clutch automatic gearbox and will get a hill-start assistance system with a three-second hold.

Fire up the engine and it’s hard to believe it’s a three-cylinder unit. It’s remarkably quiet at idle with barely any vibration. The engine is mated to the tried-and-tested IB5 five-speed manual gearbox which has a pretty slick and accurate shift. Engage first gear and the EcoSport pulls away smartly. It works well on part-throttle and, for the better part, it’s hard to believe this is a 1.0-litre motor. It feels more like a 1.5, especially in the mid-range. However, the winding roads around Goa revealed this small motor’s Achilles heel – lag from the fixed-geometry turbo. Floor the throttle at low revs and it feels noticeably sluggish until you cross the 1800rpm mark. Also, at high revs, a noticeable thrum creeps into cabin, which can be first felt through the pedals and gear lever, but it’s not too intrusive. 

Fords are known to be great driver’s cars and the EcoSport more than lives up to this reputation. The steering is just phenomenal and and comes with Ford’s ‘Pull Drift Compensation’, which corrects the steering when it detects a pull caused by crosswinds or a crowned road surface. It’s light, yet full of feel and delightfully quick, which makes you want to throw this car around every corner. The brilliant suspension allows you to do just that. Ford has painstakingly tuned the suspension to strike a finely judged balance between ride and handling. The result is a car that feels surefooted at speed on any surface and yet pliant enough isolate you from road shocks. Playing no small role are the 205/60-R16 tyres, which offer superb grip and a cushy secondary ride. Be in no doubt, the EcoSport sets a new ride and handling benchmark for a car below Rs 10 lakh.

We didn’t get the chance to test the fuel consumption of the EcoSport but in the Indian Driving Cycle, the EcoSport gives a very impressive 18.9kpl. To put this into perspective, that’s more efficient than even the frugal Honda Brio, which gives 18.4kpl in the same cycle.

On the basis of its looks alone, the EcoSport is set to be a runaway success. This a car that tugs at the heart strings even before you drive it and once you’ve gotten behind the wheel, you’re completely smitten by the way it drives and its easy to overlooks its shortcomings like a slightly below par cabin and small boot.

Ford has priced the EcoSport aggressively for our market. The base petrol variant starts at Rs 5.99 lakh. More details pricing are as below.

Price Range (in lakhs)*

Ex-showroom price

Rs 7.89 lakh-Rs 8.29 lakh (ex-Delhi)

Engine

Fuel	Diesel, Petrol, Petrol
Installation	Front
Type	1.0-litre turbo
Bore/stroke	79/76.4mm
Power	123bhp at 6000rpm
Torque	17.33kgm at 1400-4500rpm

Transmission

Gearbox

5-speed manual

Dimensions

Length	3999mm
Width	1765mm
Height	1708mm
Wheel base	2520mm
Boot volume	346 litres
Ground clearance	200mm

Chassis & Body

Tyres

205/60R16

Economy

Tank size

52 litres