A good safety record can help offset hike in car insurance costs

Car insurance premiums are set to go up by 20% from today (April 1), with the Insurance Regulatory and Development Authority's ( Irda) new third-party motor premium rates coming into effect. Third-party insurance covers individuals who could sustain injuries or damage to their property in accidents involving the policyholders' vehicles. This cover is mandatory for all vehicles and the rates are determined by the insurance regulator.


So, there is no scope for reducing this cost at an individual level. However, while the 20% figure looks intimidating, the concerns of policyholders may be misplaced, say industry players. After all, the hike will be nominal in absolute terms.

"The increase in third-party liability premium is not substantial from a private car-owner's point of view. It will not have a great impact on policyholders' premium outgo. Third-party premium forms approximately 10% of the average comprehensive premium. So a 20% increase effectively means 2% increase on the comprehensive premium. In fact, what was proposed in the exposure draft was much higher at 38%," says Amitabh Jain, head, customer service motor, ICICIBSE 2.37 % Lombard.

For instance, if you own a car with an engine capacity of less than 1000cc, you will have to shell out a third-party premium of Rs 941 now. Till last fiscal, it was Rs 784, which means you will have to pay just Rs 157 more for this part of your composite motor policy. 

"The hike, in fact, has been much lower than what the industry had sought. The proposed hike of 38% was appropriate, considering the sector's claim liability. However, the regulator has borne the social angle in mind while reducing the quantum of hike to 20%. At the same time, it has tried to relieve the industry of some burden. It is a balancing act," says Vijay Kumar, head, motor insurance, BajajAllianz General.

The third-party insurance cover has two components - injury and property damage. "The liability towards death or injury is normally decided by the Motor Claims Accident Tribunal, and has no limit. The liability towards property is restricted to Rs 7,50,000," says Rohan Dukle, principal advisor, Nandi Insurance Broking. As mentioned earlier, the cover is mandatory as per law and the premiums are fixed by the regulator.

"In the absence of such covers, there will be tremendous pressure on the vehicle owner since the liability quantum is open ended. This is not a cover which the insured can afford to compromise on, since the liability incurred can be substantial," he explains. Therefore, there is very little that you can do to reduce this part of your premium. Now, your agent or insurer may recommend the option of buying only the mandatory part of the cover for property damage, but it may not be advisable.

"By opting for a third-party property damage (TPPD) restriction of Rs 6,000, the vehicle owner is only reducing the liability cover on the property damage (as against the cover ofRs 7,50,000). But, the premium saving is only Rs 100," he says. However, there are other options you can explore to contain your premium outgo. For the purpose, you must target the premium on the own damage component of your comprehensive policy. Own damage cover pays for expenses incurred by you for getting your car repaired if it meets with an accident, replacing the spare parts and so on. Since it is meant for your own consumption unlike the third party cover, the premiums depend on your driving behaviour to a large extent.

"For car-owners whose driving conduct has not been good, the hike in third-party premium will be an additional cost factor. However, customers with a good driving track record will not be impacted, as they can benefit from better pricing or discounts in premiums on their comprehensive cover. That is, the saving they make through no-claim bonuses or better claim experience will somewhat offset the rise in premium. So, the real impact will be felt by the drivers who make higher claims," says Kumar of Bajaj Allianz.

You can, therefore, cushion the impact of third-party premium rise by following good driving norms and taking care of your vehicle. "Policyholders can control the premium outgo on the own damage part of their policy by adhering to good driving norms and taking care of their vehicles. This will result in savings by way of noclaim bonus every year. Also, they should look at preserving NCB by forgoing claims on minor damages. Installing anti-theft devices will also entitle them to discounts in premiums."

Then, there are products that offer flexibilities to cut down on your premium cost. "Customers who wish to reduce their premiums can ask for a deductible. By agreeing to pay for repairs or other expenses to a certain extent before the insurer's liability kicks in, they can pay lower premiums." Finally, while you cannot reduce third-party premiums at your end, you can help the system control the annual rise in third-party premiums, say insurers.

"What we find is that a lot of people do not report any property damage or injury caused to a third party after an accident, to the insurance company. In most cases, the insurance company is intimated only after the claim is filed by the victim, which could often be several months or years after the accident. This delay, if avoided, can help prevent leakages. So, it is important that people should not worry about reporting the accident to the insurer. Increase in timely reporting of such incidents will help insurers, which, in turn, will help contain the losses and the rise in third-party premiums," notes Jain.

Celebrating 50 years of the world's best-loved sports car: The Porsche 911

A new book celebrates the history of the Porsche 911, from its humble beginnings in post-war Germany to global cult status

1963: The very first Porsche 911 set the tone for the next 50 years, with its sloping back, distinctive circular headlights and slanted windscreen

Beloved of celebrities the world over, and, like a Rolex watch or a tailored suit, one of the most enduring ‘I’ve made it in the world’ purchases, the Porsche 911 has surprisingly humble origins.
In fact, the world’s most popular sports car is arguably descended from the Volkswagen Beetle.
Porsche’s emergence as a carmaker in post-war Germany was inextricably linked to that of Volkswagen (it’s now part of the Volkswagen Group).
Before the war, its founder, Ferdinand Porsche, had designed the Beetle, and in the late Forties the firm found success with the Beetle-derived 356.
By the late Fifties, Porsche was in need of a successor to satisfy demand. After several years of intensive work – during which a larger four-seat option was considered – Porsche’s engineers had a prototype to reveal to the world.
At the 1963 Frankfurt Motor Show, they unveiled the car that would go on to sell over 800,000 units (and be driven into a truck by Lindsay Lohan): the 911.
In fact, the car that Porsche displayed in Frankfurt was called the 901.
The ‘911’ name arose because Peugeot claimed the rights to all three-digit model numbers with a 0 in the middle. So Porsche simply changed the 0 to a 1.

On the inside, while there have obviously been technical advances, one basic element remains key to the car's identity: a counter-intuitive set-up that sees the engine placed right over the rear axle, driving the rear wheels

Famously, the 911’s design has barely changed in five decades. Line up any two models and you’re immediately looking at the same shape.
The wheelbase might have been lengthened over time, the windscreen tilted back a few degrees, bumpers and spoilers added and taken away, but that silhouette remains.
No other car looks so close to how it did in the Sixties.
And on the inside, while there have obviously been technical advances, one basic element remains key to the car’s identity: a counter-intuitive set-up that sees the flat-six engine placed right over the rear axle, driving the rear wheels.

 

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• JAMES MARTIN: The big boys may scoff, but I loved the diminutive yet surprisingly agile Fiat Panda 4x4

For many years this made the 911 a challenging drive, as in overconfident hands or poor conditions it was liable to spin at a moment’s notice.
Famous 911 drivers include U.S. chat-show host and motoring obsessive Jay Leno, David Beckham, Arnold Schwarzenegger and – in a recent departure from his lifelong love of Ferraris – Jay Kay.
The most devoted celebrity fan, though, is surely comedian Jerry Seinfeld, who owns over 50 Porsches, including many 911s.

The wheelbase has been lengthened over time, the windscreen tilted back a few degrees, bumpers and spoilers added and taken away, but the classic shape remains

The Porsche is a 'wormhole of detail and specificity' says fan Jerry Seinfeld

Says Seinfeld of his collection, ‘Oh, I know it’s insane. They’re an obsession.
'Top Gear wanted to have me on, so I had dinner with Jeremy Clarkson, but it turned out he didn’t like Porsches, so we had nothing in common.
'What do I like about them? For me to take you down that corridor would bore you to tears. It’s a wormhole of detail and specificity.
'I’ve driven a lot of other cars, but that’s only reinforced my impression that the Porsche is the only properly designed automobile.
‘My favourite is the 959 from the mid-Eighties, at the time the fastest production car in the world. There’s nothing like it.
'They cost about a million dollars each to produce and they sold at $250,000, so they were losing $750,000 a car. But it has a feeling of quality about it that’s unique.’

A legend in motorsport

You can't make sports cars for over 60 years without acquiring a little racing experience: This 911-derived 935 won at Le Mans in 1978

Steve McQueen in Le Mans

You can’t make sports cars for over 60 years without acquiring a little racing experience.
Since the launch of the 356 in 1948, Porsche has clocked up a world record 28,000 race victories – not all in 911s, it must be said – including 16 wins in the 24 Hours of Le Mans.
The endurance-race heroics of the 1970 Porsche team were immortalised by Steve McQueen in the 1971 film Le Mans – in which he raced Porsche 917s, which can trace their origins back to the father of the 911, the Porsche 356.
In 1978 the 911-derived 935 won at Le Mans.
Nicknamed ‘Moby Dick’ after its whale-like elongated bonnet and tail, the 1978 model 935 is one of the most iconic cars to come out of Porsche’s motorsport division – and with a top speed of 235mph, one of the most ferocious.

Volkswagen Golf named World Car of the Yea

It beat out a raft of performance cars

NEW YORK -- A fun little hatchback beat out a raft of performance cars Thursday to win honors as the 2013 World Car of the Year at the big auto show here.

The new seventh-generation Volkswagen Golf -- on sale in Europe but NOT due on sale in the U.S. until sometime next year as 2015 model -- beat out finalists Mercedes-Benz A-Class, Porsche Boxster, and the combined entry of the near-identical Scion FR-S and Subaru BRZ sports cars, to win the award.

The new Golf's U.S. version was unveiled here at the New York Auto Show even though it's a ways off.We gave you full details of the Golf's coming new U.S. version here.

The first Golf rolled out in 1974.

It was second consecutive win for Volkswagen. Last year, it scored with its innovative Up! minicar, another vehicle that can't yet be bought by American consumers.

"To win this award again shows that the Golf is, and remains, in a class of its own all around the world," says Chairman Martin Winterkorn. "This car sets new benchmarks again and again, not least in terms of efficiency and environmental credentials."

World Car Awards jurors said the Golf is roomy for its exterior size. It also got credit for being practical and comfortable. Wrote the judges: "If ever there was a car for Everyman, the Golf is it."

The awards are chosen by a panel of 66 journalists from 23 countries.

New BMW's NEW cars .... BMW 6-series takes dictation, shows virtual gauges

BMW announced new features for its 2014 6-series model today, including an advanced voice-recognition system that can take dictation from the driver and send out an e-mail or text.

BMW will offer this special edition of the 2014 6-series, called the Frozen Brilliant White Convertible.

(Credit: BMW)

The tech arms race between BMW and Audi is yielding some amazing cars, such as the Audi S7 we recently reviewed. BMW fights back with its newly announced 2014 6-series, featuring revised cabin electronics that will not only take dictation and send out e-mails for the driver, but also debuts a new digital instrument cluster.

In Comfort mode, the new digital instrument cluster assumes a traditional look.

(Credit: BMW)

The instrument cluster turns red in Sport mode.

(Credit: BMW)

BMW touted the new voice-recognition system for the 6-series in a press release today, noting its simplified voice commands and control over most cabin tech features. The new system will let drivers activate a dictation mode, having the car transcribe e-mails and text messages. The car reads out the resulting text and includes voice controls for making simple edits. The driver can send the text to anyone in her paired phone's contact list through e-mail or text message.
The new 6-series also lets owners pair two phones at a time, a feature useful for couples. The system makes one shared contact list from the two phone accessible through voice command or with BMW's iDrive system.
A special edition of the 6-series, the Frozen Brilliant White Convertible, comes out in early May, and will be the first BMW in the U.S. to feature the Dynamic Digital Instrument Cluster. This new instrument cluster from BMW is completely virtual, showing virtual gauges on an LCD. The type of gauges and the aesthetic design changes based on the car's driving mode.
The 2014 6-series will be offered in coupe and convertible forms, and as the four door Gran Coupe. M6 versions will come out with a no-cost option for a six-speed manual transmission. BMW designed the manual transmission to automatically match engine speed for seamless shifts, although it turns off rev-matching in Sport Plus mode. 

From Renault And Ross Lovegrove, A Concept Car That Mimics Nature

The 115-year-old automaker will soon unveil a concept with headlights like irises and hubcaps that "grow" like tree branches.

With the annual Milanese design fair Salone del Mobile approaching, details on the flood of presentations and launches are starting to filter in. Among them are an intriguing set of teaser images showing a concept car designed by Welsh industrial designer Ross Lovegrove for Renault, the staid French automaker.
Lovegrove was one of the first designers to popularize parametric design and biomimicry--the study of adapting organic phenomena to solve contemporary design problems. The photos show textures and finishes that build on his past work with naturally-occurring patterns. The tail light looks like an iris, with strips of chrome that disappear into the center lamp like zonular fibres in the eye. The sculptural hubcaps (or are they the actual wheels?) eschew the traditional spokes for a fractal pattern based on the mathematical structure of tree branches.

It’s a damn good looking object, but someone has to say it: the idea of a car based on organic phenomena is deeply ironic, assuming that car isn’t powered by Mr. Fusion. Biomimicry portends to learn lessons from natural phenomena and apply them to design. If that were truly the case, this car would probably look more like a bike. Or a pair of shoes. What Lovegrove and Renault are doing is developing a visual syntax based on organic patterns. According to his studio, the intention “is to reveal nature’s underlying blueprints and transfer them into a new design language.”
The details themselves look stunning--stay tuned for more specifics as the car is unveiled in Milan on April 9.

Who should win 2013 World Green Car of the Year?

Which is best new green car in the world – the all-electric Renault Zoe, the all-electric Tesla Model S or the Volvo V60 plug-in hybrid?

Those are the three finalists for the 2013 World Green Car of the Year award, and the winner will be announced later this week at the 2013 New York International Auto Show. The three finalists were named announced at the recent 2013 Geneva Motor Show. The annual award is limited to production vehicles that either are available to buy, or will be soon, on at least two of the world's continents.

The 2013 Volvo V60 plug-in hybrid already is sold out for this production year, the Tesla S has been controversial lately for a dispute over its range ability, and the Renault Zoe is not available in North America. We wonder how the judges will take all this into account?

The 2012 World Green Car of the Year winner was the Mercedes S 250 CDI clean diesel, which beat out the other finalists, the Ford Focus Electric and the Peugeot 3008.

Future of car market . . Car makers see future in R6-8 L segment

Almost 8 models to be rolled out in price bracket as compact hatches lose lustre

With an ideal blend that targets affordability and also caters to the rising aspirations, the R6-8-lakh price segment is now the goldmine for almost every domestic car maker seeking growth in a sluggish market. Over eight new car models are being developed for this price bracket, straddling across the sedan and the UV segments, the first three of which —Honda Amaze, Ford EcoSport and Chevrolet Enjoy — will roll out in the next three to four months itself.
IHS Automotive India MD Deepesh Rathore said that customers today come to the market with a budget and only a rough idea of a target segment, so a lot of switches can happen between a sedan and an SUV depending on the deal offered. Cars priced in the R6-8 lakh bracket promise a lot of value in terms of features and space that were previously only available in higher segments. They also come with the added snob value of a 'premium' tag. “The R6-8 lakh bracket is important because a lot of people have tried A and B segment compact cars and hatchbacks and now want to move up. With increasing finance options, this price range is now within the reach of those who had been driving small cars – which itself is a big feeder market since small cars represent 60-70% of the car market,” he said.
The first two in the list, the Honda Amaze entry

sedan and Ford EcoSport compact SUV, target entirely different market segments but both are critical to the success of their respective companies, which have been in the red for the past few years and now need a success story.

Honda, which has long been lambasted for not having a diesel engine in India even as diesel car demand went up to almost 60% of new car sales, will mark the entry of its first diesel offering in India with the Amaze.
Apart from turning profitable (accumulated losses stand at Rs 259 crore today), Honda aims to make the Amaze its top-selling brand in the country and has already freed up capacity in preparation by stopping production of the Civic and Jazz models at its 1.2 lakh units a year Greater Noida plant. The Amaze will look to bring Honda back to its glory days few years back when petrol cars were in fashion and almost all its models, the City, Civic and Accord, were segment leaders.
The story is similar for Ford. The US-based car maker, which is doubling its India investments to around $2 billion with a second plant in Gujarat (first is near Chennai), currently has accumulated losses of Rs 1,344 crore and its last success story was the Figo hatchback launch in early 2010. After the new Fiesta failed to garner strong volumes, hopes are pinned on the EcoSport and rising demand for compact SUVs in India. Apart from loading the car with cutting-edge technology, Ford has already decided to use India as a base for exports to market like Europe, which will help it get the high domestic volumes required to keep prices low and competitive at home. To leave no room for any errors, Ford’s global head of marketing James Farley has also come into India specifically for the pre-launch campaign – Ford has decided to give the keys of the EcoSport to 100 prospective customer two months before the launch for their feedback.

“The EcoSport is entering a hot segment which till last year did not exist before Renault’s Duster came into the picture, the success now purely depends on pricing. The Amaze also focusses on another hot segment where the Dzire is among the top-sellers,” an industry analyst said.
Other cars to follow in the same price band include the Chevrolet Enjoy MPV (April/May launch), Nissan’s compact SUV (end-2013), Renault’s Lodgy (2015) and other small SUVs from Maruti Suzuki and Fiat. The newcomers, however, will have their task cut out as the competition today is huge in the lucrative price segment which grew about 23% in April-February FY13 to about 7.88 lakh units – the rough price segment straddles from super compact sedans to mid-size sedans and also includes compact and small utility vehicles. Among sedans, the Dzire is the leader in the lower end (monthly sales of over 15,000 units), while on the higher end of the price bracket its the Hyundai Verna (monthly sales over 5,000 units). Among SUVs in the price bracket,the Mahindra Bolero and Renault Duster are top-sellers, along with Maruti's Ertiga small MPV.

Faced with a sluggish car market for most of the year, the Rs 6-8 lakh segment also represents a huge opportunity for car makers looking for fast profits. With limited resources, analysts say that the fast-growing segment would make more sense for a car maker because margins are higher than in compact cars and one can play on scales. “If you use a small car platform and make a sedan from it, you use common parts. That helps in getting benefits of scale, so yet you can price the sedan at a certain premium and enjoy the higher margin. The segment is a good sweet spot in terms of margins and volumes,” Rathore said. 

Know more about Mahindra's electric car e2o

Indian automaker Mahindra and Mahindra has launched its all-electric four-seater passenger car the e2o. The starting price is Rs.5.96 lakh.

The electric car has been developed by Mahindra Reva Electric Vehicles and is slated to replace its predecessor Reva, India's first electric car.

According to published information Mahindra e2o website, "the e2o is as easy to charge as a mobile phone. It has an on-board charger along with a charge cable and can be charged anywhere, at home or at work, by simply plugging in to a 220 Volt, 15-Ampere socket. A full charge is completed in 5 hours and for every hour of charging you get approximately 20 km range."

The website http://www.mahindrae2o.com says e2o is a four seater and comes with a host of features that are first in class. It has a stylishly refreshing exterior accentuated by strong character lines. Its stunning looks make it the most admired car on the road.

The further information about the electric car on Company's website reads, "the e2o has next generation maintenance-free Li-ion batteries, which give it a longer range, life and a quicker charge. It takes 5 hours for full charge to give 100 km range."

The e2o has been built up at India's first Platinum certified automobile plant, the facility itself is naturally lit and ventilated, uses LED lights, recycles, gets 35 percent of its power from solar panels.

Interestingly, the e2o even has the capability to power a small home through its batteries as well.

Jump To main Article : Mahindra's new car ..

Purdue unveils latest solar car ... Stylish solar car

• Photo

(WLFI-TV Photo)

Purdue unveils latest solar car

Updated: Saturday, 23 Mar 2013, 8:35 PM EDT
Published : Saturday, 23 Mar 2013, 8:35 PM EDT

WEST LAFAYETTE, Ind. (WLFI) - The sun rises on a new era in racing at Purdue as the university unveils its latest solar car.             

Work on the car, named Navitas, started more than a year ago.

Purdue Solar Racing President Zack Lapetina said the car has a lot of improvements over its predecessor, Celeritas.  Most importantly, Lapetina said it's about 200 pounds lighter.            

However, Navitas' true road test comes next week when team members will drive it for the first time. 

The Solar Racing Team has a couple of weeks to fine tune the car before it competes in the 2013 Shell Eco-marathon April 4-7 in Houston, Texas

How to buy a used car that hasn't been in an accident

How to buy a used car that hasn't been in an accident

One seller APA shopped in the classified ads appears to have been a real private owner; he misrepresented his Honda Fit as just having had a fender replaced when it was actually a rebuilt insurance write-off.

READ MORE AT "How to Check out a Used Car Before Buying It"

There are several steps you should take to protect yourself when buying a used car. A visual check will seldom reveal the extent of work that may have been performed on a car in a collision - a crash that could result in an unsafe vehicle.

The vehicle history search

When shopping for a used car the vehicle history search is an important step. When you’ve found a vehicle you like, take advantage of online databases that can provide information about the car for a fee. Services like CarProof can be expensive, but offer the only easy way to learn something about a vehicle’s history.

In Vancouver, dealers visited by the APA sometimes offered to share history search reports with the mystery shoppers, but several only did so once the sale was well on its way to completion.

The reports can be difficult to decipher and often run more than 10 pages long, so it’s easy for a dealer to leave out a page that contains inconvenient information, which is why it’s important to check carefully and verify information independently.

Ask questions

In the APA survey, many dealers only mentioned relevant info when specifically asked – be prepared to find out specifics – was the car ever a rental? Are there extra fees? You don’t want any surprises when you’re ready to buy.

Beware of buying a rebuilt wreck -- the savings may not be worth it

You can buy a rebuilt car that has been repaired properly and you may get a good deal on one. However, the APA found that four out of eight rebuilt cars they inspected in Vancouver were not roadworthy.

Even some of the write-offs that suffered less damage were so crudely repaired that water leaks or tire and suspension issues would be chronic problems.

The pre-purchase inspection

One of the best things you can do is have an independent expert examine any vehicle you are considering buying. A good way to find a reliable pre-purchase inspection facility is to call around to repair shops and ask the staff where they would take their own car for a pre-purchase inspection.

This is what the APA has done when it's new to a city. Or check the APA website for a recommendation in the Vancouver area. If a car dealer won’t let you inspect the vehicle, move on

READ MORE AT "How to Check out a Used Car Before Buying It"

Future Car ... Peugeot's Hybrid Air: the car of the future that runs on air

Peugeot's Hybrid Air: the car of the future that runs on air

It will be cheaper than a Toyota Prius, do more than 80 miles to the gallon and could completely shake up the car industry. The Peugeot engineers behind the Hybrid Air reveal that they couldn't even tell their families about the top-secret project

The Peugeot Hybrid Air, with the blue 'scuba tank' clearly visible.

There was a sense, when I arrived in Paris a couple of weeks ago, that France was if not quite in meltdown then certainly enduring a profound existential crisis. Unemployment had metastasised to 10.6%, and the country's credit rating was in the dumps. President François Hollande's maligned plans for a 75% "supertax" had sent some of the most famous French citizens scuttling to Belgium. In November, a cover of theEconomist showed seven baguettes tied with a tricolour, a lit fuse poking out of the middle. The article warned: "Mr Hollande does not have long to defuse the time-bomb at the heart of Europe."

French manufacturing, in particular, was on its knees. Worldwide sales at carmaker PSA Peugeot Citroën were down 8.8% in 2012, the sixth successive year they had decreased. Three of its biggest markets – Spain, Italy, Portugal – were even less interested in new cars than France. The company had announced plans to shrink its French workforce by 8,000, almost one-fifth, over the next two years. Workers responded with violent protests, burning tyres and cutting power cables.

In these desperate times, however, there was one solitary flower growing up through the concrete. In January, Peugeot announced that it had developed a car that ran on air. It officially launched the Hybrid Air vehicle to the world at the Geneva motor show this month, and revealed that it would be in production by 2016. The car did not solely run on air, of course; the new technology was twinned with a petrol engine. But Peugeot believed that it had significant advantages over battery-powered electric hybrids, such as a Toyota Prius. Their cars would be cheaper to buy, for a start, and extra savings would come from a fuel economy of around 81 miles per gallon.

If Peugeot could back this up, Hybrid Air would shake up the whole car industry. The ailing French giant could certainly do with it being a success – its long-term survival might just depend on it.

At a Peugeot technical centre in Carrières-sous-Poissy, a few miles west of Paris, two engineers – project leaders Karim Mokaddem and Andrés Yarce – show me a Hybrid Air vehicle. From one side, the car looks no different from the compact hatchbacks that Peugeot and Citroën are famous for, but it has been sawn in half to better illustrate the new technology. Most visibly, running down the middle of the undercarriage, there is a blue, four-foot-long accumulator – what Mokaddem calls, with a wry smile, "the scuba tank".

The pressurised steel tank is filled with around 20 litres of nitrogen, plus some hydraulic fluid. Much like a Prius, Hybrid Air vehicles recover energy every time the driver brakes or decelerates. But instead of using this kinetic energy to charge a battery – as electric hybrids do – the Hybrid Air system has a reversible hydraulic pump that compresses the hydrogen in the tank and then unleashes it the next time the driver pumps the accelerator.

"It's mainly a …" Yarce searches for the word, "a syringe. The nitrogen compresses or decompresses and actually pushes the oil and the hydraulic components to transform this energy into a force that makes the vehicle move forwards. It's as simple as that."

The system does not produce vast amounts of energy – in fact you would struggle to drive even a mile before the petrol engine was forced to kick in – but if you are stop-starting around the city all day then the savings in fuel could be significant. "We named the prototype cars Kiwi One, Kiwi Two, etc, because the amount of energy stored within the scuba tank is exactly the same amount you'd find in a kiwi fruit," explains Mokaddem.

Another advantage over hybrids already on the market is that Peugeot's new cars do not require an expensive lithium-ion battery or electric motor, meaning that they will start from around £17,000. That's almost £5,000 less than a Prius. The parts are simple and easily serviced, a fact that would be attractive in the emerging markets of China, India and Russia.

For all the interest that Hybrid Air has inspired – both positive and sceptical – the Peugeot engineers are keen to downplay the idea that it is a radical solution. They acknowledge that the idea of hybrid hydraulics has been around for years. UPS has run a fleet of delivery vans since 2009 that use pressurised hydraulic fluid – rather than nitrogen – that converts braking energy into forward momentum. It has clear benefits for any vehicle that needs to make regular stops, such as street cleaners or a school bus.

"I'm not going to say this is a real innovation, for sure not," says Mokaddem, as we stand underneath another Hybrid Air vehicle, its conspicuous blue tank reminiscent of the air ducts of the Pompidou Centre. "We have made a new gearbox, sure, but the components are known components, and the innovation is how we have put them together to make the most efficient car."

"It's putting them together in the right way," agrees Yarce. "It's mainly like Lego."

Of course, if the idea of running a car on hydrogen was so obvious, then someone would have developed it fully before. But perhaps the most surprising aspect of the new technology is that it has been unveiled by Peugeot, a company that celebrated its 200th anniversary in 2010, and has not been known, in recent times certainly, for pioneering R&D.

"It's true that today the market is dominated – on the hybrid side, for sure – by Asian technology, that's reality," accepts Mokaddem. "So it was a little bit unexpected for a European car maker to develop such a new approach. Why? I don't know."

The development of Hybrid Air required Peugeot to overhaul entirely its approach to product development. The project, which was started in 2010, was worked on by a team of around 100 entirely in secrecy. They took this last part very seriously: Mokaddem could not reveal any details, even to his wife and children. "They thought I had become a spy," he jokes. With a small number of employees working on the project, and little hierarchy, the intention was to create – within the second-biggest carmaker in Europe – a unit with the energy and enterprise of a startup.

From the start, the team was encouraged to think of a "disruptive innovation". The term comes from Harvard professor Clayton Christensen's book, The Innovator's Dilemma, and describes a technology that does not just alter the market but creates an entirely new one. An incremental innovation, for example, would evolve a two-blade razor into a three-bladed one; a disruptive innovation would jump from compact discs to the iPod, or from volumes of encyclopaedias to Wikipedia.

When they had decided to focus on fuel economy, Mokaddem encouraged his fellow engineers to re-consider a car from first principles. They were pushed to think outrageously. The original prototype for Hybrid Air borrowed the hydraulic parts from an Airbus jet. The noise it made was excruciating, but when the car edged forward a few metres, the team knew they were on to something interesting. Ultimately, they adapted parts more commonly found in elevators and tractors.

Since its launch, the Hybrid Air project has provoked extreme and sometimes hysterical reactions. A comment on one online forum worried that the presence of the accumulator was like driving around under "a compressed air bomb". Both Mokaddem and Yarce explode into laughter when I put this to them. "We took into account gunshots, fire, lots of strange situations – the system will not explode and we have tested that," says Yarce. "We are completely confident today that there are no safety risks."

Another concern was a misunderstanding that the car could "run out of air".

"The air is isolated inside, it's a closed circuit, so we always have air inside," explains Yarce. "It's just a question of whether it's compressed or not. Clearly the system is based on a petrol combustion engine, so you need petrol to compress the air the first time. And, well, if you don't have any fuel, you clearly won't be able to move – that's the same as a standard car."

It will be a couple of years before we find out if Peugeot can fully realise the promise of Hybrid Air. The engineers need to do more work on the brakes and the hydraulics and they ultimately believe they can achieve 117mpg by 2020. Whether it can take down an established hybrid supplier such as Toyota remains to be seen.

But, for now, the project has at least provided some much needed hope for a beleaguered company and its precarious workforce. "PSA Peugeot Citroën needs to stand up and show we are still alive," says Mokaddem. "That we have ideas and we can differentiate ourselves. We are part of a new generation that is saying, 'We are a company with 200 years of history, but we are still young.' We are not going to die."

Detroit upstart plans electric sports car

 

Detroit Electric is back. The brand was well known 100 years ago, when the Anderson Electric Car Company made the Detroit Electric vehicle that could go about 80 miles on a single charge.

Detroit Electric collapsed after the Great Depression, but a former Lotus Cars executive borrowed the name for a new company founded in 2008. Now, the company wants to produce a battery-powered sports car by August.

"We think we have the best electric car out there," Don Graunstadt, CEO of the company's North America operations, told the MLive website. That was a clear knock against Tesla Motors (TSLA +2.48%), which has been ramping up a line of sleek electric sports cars.

So far, Detroit Electric isn't saying much about the cars it plans to produce. It released a teaser photo (pictured) of a two-seat sports car that it says is "certain to quicken pulses." The car could cost around $135,000, MLive reported.

The new car will be revealed April 3 in Detroit and then at the Shanghai Motor Show on April 20. The car will be assembled in Michigan, and Detroit Electric says it can make up to 2,500 a year at its facility.

It will have a non-union workforce, and executives want to hire 180 employees by the end of the year.

Capsule Review: 2013 Hyundai Santa Fe

I can’t say I ever envisioned myself getting excited about reviewing a three-row crossover, but Hyundai’s latest tall wagon holds a special place in my heart. From 2007-2011, a Hyundai Santa Fe Limited was my main mode of transportation, and despite all miles it racked up on road trips, beer runs and even a couple of extralegal time trials on gravel roads (sorry, Mum and Dad), nobody bothered to take a single picture of it for me to include in this review. I guess it really was that boring.

Like the previous generation car, it will go about its business in quiet competence, faithfully ferrying young children to soccer practice and older children to the beer store, and then to the lake house and back before they have to work at 8:30 AM on Sunday morning (ask me how I know). The new Santa Fe will likely fade into the same sort of stoic anonymity, living out its days as a faithful servant to yet another middle-class family.  The big difference is, that family will be driving a much nicer car than I drove.
It’s difficult to fathom that my old Santa Fe and the new version have anything in common. The old Santa Fe was a utilitarian CUV with a few nice touches, like cup holders and gauges illuminated in blue, ala VW, and a bit of decent leather trim on the seats. The V6 engine thrashed and hummed at even moderate loads. The styling was attractive but generic. It was great value for the money – and that’s about it.
The new long wheelbase version of the Santa Fe has one thing in common with the old car – both employ V6 engines that displaces 3.3L. That’s it. Step inside the new car,and the dour black plastic is replaced by a wholly modern dashboard with all the modern trappings. Navigation, Bluetooth, a touch screen system that doesn’t take a UI specialist to discern. It’s hard to believe that a generation ago, there was a tinny sound system and yards of awful black faux-wood trim slathered wantonly over the IP. Now, there are clean lines, a dash of faux wood and a compact pod of buttons for those Luddites who think touch screens are the devil.
Hyundai’s drive route was better suited for a Genesis Coupe or an Elantra GT – a strange choice given that nobody will ever drive a three-row crossover in anger – but again, it was easy to notice improvements in the Santa Fe’s dynamics. The previous generation car had an atrocious ride, with non-existent damping and bump stops made of week-old English muffins. The new Santa Fe was unflappable. Even after going over a bump that required more braking on my part, there was no crashing or harshness. Everything was well controlled and suitably isolated. Even Hyundai’s trademark A-pillar wind noise at highway speeds has been banished, giving the car Lexus-like silence at speed.
Kudos to the powertrain engineers as well, for banishing the agricultural feel of the old 3.3 Lambda engine. The new direct-injection variant, pulled from the Azera, is an exponential improvement, and the 6-speed automatic gearbox makes the most out of the 290 horses and 252 lb-ft of torque. Not that the previous car was short on power – just some road manners.
It’s all well and good to talk about performance figures and weight savings, but what about the real life tasks that I used the Santa Fe for over those four years? For most auto journalists, the horsepower numbers are the amount of air miles they collect on a trip are what really matters. But I know first hand that the previous generation Santa Fe’s superiority in areas that made up the dull grind of daily existence were what ultimately sold my parents on buying one over some much more expensive options. It did everything that its more expensive competitors did for less money, though you had to put up with a few compromises in exchange. The newest generation banishes those trade-offs in refinement from a driving dynamics and refinement standpoint. But what about practicality?
If I want to go shopping at Costco, how many bags can fit behind the third row before I have to fold it down? How high is the cargo floor and what impact does that have on a buyer who has to load heavy groceries into the back of the car? Is it easy to parallel park? Can three adults comfortably fit across the third row? Is the turning circle tight enough for a quick U-Turn on a busy street?
The winding roads and daunting elevation changes on the Santa Fe’s drive route may have delighted the Piloti wearers on the various waves, but they provided little feedback on how the Santa Fe performed in everyday situations relevant to consumers. For more on that, you’ll have to wait until Alex or one of the other writers gets their hands on one. Maybe my Mom can make a guest appearance? When’s the last time you were privy to a review from someone who bought a brand new example of the previous generation car?

World's fastest three-wheeled electric car at $65k

World's fastest electric car three-wheeled  at $65k

New York: The TORQ Roadster from Epic EV proves that electric cars can have race car performance.

It boasts a 400 horsepower electric engine and carbon fiber panels.

The three-wheeled TORQ Roadster will coast 65,000 dollars, the New York Daily News reported.

According to its makers Epic EV, the TORQ Roadster is the world's fastest three-wheel electric vehicle and can generate more G-force in a corner than a Ferrari.

A mean green machine, the TORQ Roadster packs in 0-60mph acceleration in four seconds, One G of lateral force when cornering, and doesn't require a drop of gas.

The electric car earns Formula One status, despite the fact it only has three wheels.

As well as perfectly smooth and constant acceleration, the electric engine also offers over 400 horsepower, all of which is kept in check with four-piston racing derived brakes and a suspension and chassis set-up that borrows from Formula One technology.

Meanwhile, ensuring that none of the horsepower is wasted through dragging around excess weight, the exterior panels are formed from carbon fiber to increase rigidity while keeping the vehicle lightweight.

Its makers, California-based Epic EV, claim that the point of the TORQ is to show consumers that an electric vehicle doesn't have to compromise on performance and handling in order to be environmentally friendly or energy efficient.

How to improve car safety and security ..... Device Disables Car to Prevent Driver from Texting

A NEW system to improve car security

A new system which prevents people from texting while driving by disabling the car has been developed in the US.



In the new system, to start the car, drivers must insert their smartphone into the device called ORIGOSafe, which is installed in the vehicle’s centre console. As a user drives, the device charges the phone and only allows a driver to make and receive calls via Bluetooth.

The phone can be removed while driving, but it will trigger an alarm and alert a system administrator, such as a parent or manager, Discovery News reported.

Consequentially, that user will be locked out of the system and unable to start the car on a subsequent trip. Only a system administrator will be able to unlock that feature, according to the Web site Gizmag.

However, if the parking brake is engaged and the vehicle is idling, the device will allow the phone to be removed. The device developed by a Virginia-based company costs $279 plus installation. (PTI)

Mahindra's new car ...... Mahindra launches electric car 'e20' priced at Rs 5.96 lakh Tata Nano Special Edition

The Mahindra group today launched its first electric car 'e2o' priced at Rs 5.96 lakh (on road Delhi, after state subsidy), almost three years after it acquired Bangalore-based electric car maker Reva.
The group also said it has plans to extend the electric mobility technology to its two-wheelers, while seeking support from the central government for pushing eco-friendly vehicles.
"The launch of the Mahindra e2o marks an important milestone for the Mahindra Group...it advances the group's efforts at redefining sustainable urbanisation with the creation of an ecosystem that includes mobility solutions along with other environment friendly innovations," Mahindra Group Chairman Anand Mahindra told reporters here.
The two-door, four-seater car is powered by new generation lithium-ion batteries and a three phase induction electric motor. It has driving range of 100 kms per charge, which takes 5 hours for one full charging. The fully automatic car is aimed for city driving.
It has also a host of features like GPS navigation system, keyless entry, start/stop button, regenerative braking feature, which puts energy back into the car's batteries and charges them every time it is slowed down or brakes are applied.
Commenting on the market expansion plans for the e2o, Mahindra & Mahindra President (Automotive and Farm Equipment Sectors) Pawan Goenka said: "We will be launching it in eight other cities over the next three to four weeks. The prices
will vary as it would depend on how much subsidy state governments will give to the electric car."

In Delhi, the government has given a total of 29 per cent subsidy on the electric car as a result of which the company has been able to sell it at an on-road price of Rs 5.96 lakh, he said, adding it would be more expensive in other cities.
The 'e2o' will also be launched in Mumbai, Bangalore, Pune, Ahmedabad, Hyderabad, Chandigarh, Pune and Kochi.
When asked if the group will extend the electric vehicle technology to two-wheelers, Mahindra said: "Yes. We do have plans to take this technology to two-wheelers. We have some exciting plans." He, however, did not share details.
The e2o has been developed on technology of Reva, which the Mahindra group had acquired in May 2010. The company has invested a total of Rs 100 crore on the development of the car and construction of a manufacturing plant with an annual
capacity of 30,000 units a year.
When asked about sales expectations, Goenka said:"We will be happy if we can do about 400-500 units a month. We expect Delhi to be the biggest market and should account for about 150-200 units."
The company has already set up over 250 charging stations in various cities, with 95 in Delhi and over 100 in Bangalore, he added.
Goenka said the company is working on a new variant of the e2o, which will have the faster charging option of just one hour. Besides, it also plans to export the new electric car to Europe in six to nine months time.

Seeking support from the Centre to push the eco-friendly technology, Goenka said: "We would have been happier if there were subsidies in the Budget. However, one should not make subsidy a pre-condition for the success of this vehicle."
The auto industry had sought re-introduction of a scheme launched by the Ministry of New and Renewable Energy in 2010 under which incentives of up to 20 per cent on the ex-factory prices of the vehicles were offered subject to a maximum limit. For an electric car the subsidy amounted was capped at Rs one lakh. The scheme had expired on March 31, 2012.
However, in the Budget 2013-14, the government had only provided full exemption from basic customs duty to lithium ion automotive battery used in hybrid and electric vehicles. It had also extended the time period of exemption on some other
specified components of electric and hybrid vehicles by 2 more years up to March, 31, 2015.

TO Know mote Jump To :Know more about Mahindra's electric car e2o

Most Eco-friendly Car Ever ... a car that runs only on cold air! ... Amazing Car

A UK-based inventor claims to have developed the ultimate green vehicle - a car that runs only on cold air and it can reach speeds of up to 48 km per hour.
Peter Dearman has modified his run-down jalopy – a 25-year-old Vauxhall Nova - to run on nothing but air. The vehicle by 61-year-old from Bishop's Stortford,
Hertfordshire can drive for about five km and reach speeds of up to 48 km per hour, New York Daily News reported.
"It won't produce any emissions because it's only air we're using. We're not burning anything. We're just using heat from the atmosphere and liquid air," the man told ABC News.
Dearman's propulsion system is inspired by a steam engine, except he uses very cold liquid air. He said he chose liquid air as a fuel source because it's light and cheap. At around -190 degree Celsius, air turns into a liquid that can be stored in insulated, vacuum-sealed containers. Dearman uses a beer keg as a makeshift container for the liquid air.
When the liquid air courses through the engine, it heats up from its cryogenic temperature and boils via a heat exchange fluid (in this case, anti-freeze). The liquid air expands as it changes back to gas form. In a confined space, this phase change creates enough air pressure to power a piston.
"The secret to [my engine] is that once you warm the liquid air, you have to be able to keep it warm as it expands. If you let it cool, it shrinks and you lose all the efficiency," said Dearman. Dearman's invention has already caught the eye of engineering company Ricardo, who help design state-of-the-art engines for professional race cars. "I've done sort of the basic work, and they're going to refine it and bring it onto the next stage for us," he said.

Diesel car from Honda ,, Honda's first diesel car Amaze ready for launch in April

 

Honda India, the domestic arm of Japanese car maker, is likely to launch its much awaited Amaze sedan in the market on April 11. The auto maker is yet to reveal the exact price and other details of the upcoming sedan.

According to reports, the dealers are anticipating a huge response for Honda's first diesel car. The dealer opine that the new launch may revive sales and lost grounds for the car make. The upcoming model is reported to be the cheapest sedan from the Indian portfolio of Honda Cars so far.

"Interested buyers can now book the upcoming model at the authorised dealerships of Honda India by paying an amount of Rs.10,000," said the report on cartrade.com.

The report added: "The model is anticipated to come equipped with a number of comfort features, which will add to the convenience of its passengers at an economical price. The rumour mill has stated that the 2013 Amaze will sport a number of safety features like dual airbags and Anti-lock Braking System (ABS) with Electronic Brake-force Distribution (EBD). Besides, height adjustable driver's seat, sporty alloy wheels, rear defogger, turn indicator equipped ORVMs and arm rest at rear row is also expected to be packed within the model."

The model will reportedly feature a 1.5 litre i-DTEC diesel engine, which will have an enthralling output.

The Senior Vice President, Marketing and Sales of Honda Cars India, Jnaneshwar Sen was quoted as saying, "The newly developed iDTEC engine belongs to the new generation powertrain technology Earth Dreams Technology that realises both excellent driving performance and fuel economy at a high level."

He said: "Amaze will be the first car from Honda to sport this new diesel engine. We feel that the contemporary style of Amaze and all the core values of Honda (durability, quality and reliability) will appeal to the growing base of entry level sedan customers."

With Agency Inputs

Read more at: http://indiatoday.intoday.in/story/honda-amaze-ready-for-launch-in-april/1/257900.html

Hitachi Unveils Self-Driving Car ROPITS, a Tiny Self-Driving 'Car'

Hitachi Unveils ROPITS, a Tiny Self-Driving 'Car'

The self-driving car prototypes from Google and Toyota offer the promise of safer highways, fewer accidents, and possibly even less traffic congestion. But a new vehicle from Japan's Hitachi has radically reduced the form factor, essentially delivering a personal chariot that doesn't require the passenger's direct control or attention.
Dubbed the ROPITS (Robot for Personal Intelligent Transport System), the vehicle was designed to address the needs of Japan's rapidly increasing population of elderly citizens, and otherwise physically challenged individuals. What makes the ROPITS particularly unique is that it can be remotely directed to drop off and pick up passengers, all from a tablet computer. Once the owner uses the tablet to summon the vehicle, it uses an array of front- and back-mounted gyro sensors and a GPS system to map a route to the owner's location.
Powered by an electric engine and capable of speeds of up to six miles per hour, the ROPITS is also equipped with a special stereoscopic camera and laser distance sensor that allows it to avoid pedestrians and monitor overall road conditions. And while the vehicle is built to withstand travel on normal roads, it was primarily designed to operate on sidewalks and pedestrian thoroughfares.
Earlier this week, the ROPITS was demonstrated for members of the local media in Tsukuba, Japan. During the demo, a Hitachi representative walked directly into the path of the ROPITS and it easily avoided hitting the person as the passenger sat inside with no control over the vehicle. However, if the passenger wanted to take control of the vehicle, the ROPITS comes equipped with a joystick mechanism that makes steering easy for those with limited movement.
Hitachi has not announced a commercial launch date for the vehicle in Japan, and there's no word on if this will ever make it to the U.S., but in the meantime you can see the ROPITS in action in the video below.

How to prepare your car for a service

It pays to be prepared when getting you car serviced, says James Foxall, Telegraph Motoring’s consumer expert.

Franchised car garages make their real money from extras such as parts and servicing

Franchised garages rarely make much profit on the cars they sell. Their real money comes from extras such as parts and servicing. Look at the breakdown of your next bill and you’ll see what I mean.

I recently had my VW Polo serviced at a large local franchise and knew I'd made a mistake when I saw they'd charged me £5 for screen wash.

My first error was not even registering the car needed screen wash. They changed the oil, too, as part of the service. Where I could have bought the same quantity of Castrol Edge for £58.75 from a motor retailer, the garage charged me a hefty £83.52. That was mistake number two.

They also helpfully suggested that one of my front tyres was worn down to 3mm. The cheapest possible replacement was a Dunlop at £150. That's £32 more than the identical rubber from an internet provider. I steered clear of that pitfall.

Of course I could always have gone to an independent garage. In theory you can do that now without invalidating your manufacturer warranty. The reason I didn't was prompted by seeing owners on some internet forums who had gone down the independent route and had car companies refuse to honour the warranty because a particular T hadn't been crossed.

For peace of mind and to save cash, the best-of-both-worlds solution for a car under warranty is to supply your own consumables, something I would have done but for a miscommunication with Mrs F. Just remember to OK supplying your own parts with the dealer. Mine was fine about it, although it did emphasise that I needed to get approved parts to guarantee the warranty.
My final slip-up was not insisting the dealer called with a schedule of work before getting started, which would have alerted me to my earlier careless mistakes.
When the car is more than three years old, I will be going the independent route. Search on motorcodes.co.uk and you should find a garage nearby that's Office of Fair Trading approved. As well as cheaper labour rates, an advantage of independent garages could be the cost of parts. I remember thinking it would be cheaper to source my own components for servicing a Renault Laguna. Actually my local independent could get approved parts for less than shop prices. And much less than the franchised dealer.
Where a franchise would charge £19.98 for an oil filter, the independent could supply it for £9.95. Oil would be £20.65 at an independent and £59.95 at the dealer, while front brake pads were £39.81 from the independent, £55.31 from the dealer.
Research from the AA suggests more drivers than ever are cutting back on servicing to save money. I think that's a false economy. It's much better to be smart about servicing than skip it altogether.
TIME TO GET THE TOP DOWN
With spring approaching, the popularity (and therefore price) of convertibles will start to blossom. If you want to get ahead of the crowd, the place to do it is BCA's first specialist convertible sale of the year at Belle Vue Manchester this Thursday (March 14).
The price of second-hand convertibles is currently high because of the lack of stock so the sales will doubtless be well attended by the trade. But if auctions hold no fear for you, it's probably the last chance before summer to bag a bargain.

Maruti Alto 800 car review, test drive

Maruti Alto 800 review, test drive

DETAILS

• Make  Maruti Suzuki Model  Alto 800  Edition  2012

 OVERVIEW

Since its launch, the new Maruti Suzuki Alto 800 has been – much like the best-seller it’s replacing – rather well received. Although Maruti’s credentials when it comes to making low-cost small cars are impressive, it is not an easy task to replace an all-time best-seller. While the changes have to be substantial, they have to be cost-effective as well. And the carmaker has seemingly done its job well.
The car looks and feels significantly different from the old Alto and it’s priced extremely well too. The base Alto 800 costs Rs 2.44 lakh and the most expensive Alto 800 LXi rings the register at Rs 2.99 lakh. So, does it have what it takes to carry on its extremely successful family tradition?

Design:-

Maruti has done a commendable job with the new Alto 800’s styling. While every single body panel is new, the car is instantly recognisable as an Alto. The slim grille looks quite sporty, while the large air intake in the bumper along with the high-mounted, petal-shaped headlights look modern – quite similar to the Ford Figo’s.
The prominent crease that runs along the flanks and rises towards the rear adds to the sporty feel, giving the car a tipped-forward stance. But this stylistic element has eaten into the rear glass area, which might make rear seat passengers feel claustrophobic. At the rear, fresh new details like the large multi-element tail-lights and sharply sculpted bumper add some much needed spice. What makes the car look a bit awkward, however, is the massive ground clearance; it just doesn’t sit well with the car’s compact dimensions.
Maruti has deliberately styled the Alto 800 on the conservative side after market feedback suggested that the extrovert styling of the Hyundai Eon was not to the taste of the traditional budget-car buyer. Maruti has clearly played it safe as far as design goes in order to appeal to a wider audience.
While the Alto 800 may be completely new on the outside, under the skin, there are plenty of bits carried over from the outgoing car. The floorpan is similar, the wheelbase is the same and the suspension and brakes are near identical. Also similar are the load points on the chassis and the ‘H’ points (hip points) of the seats. The engine bay is now more compact, and the firewall and dash have been ‘optimised’ to make the cabin more space efficient. The roof is now 15 percent higher for improved headroom. The body structure has been modified to make it stiffer, both in the interest of improved ride and handling, and to qualify it for impending crash test norms. But this hasn’t added too much to the weight. The roof, for example, is made of thinner steel and has corrugations for added rigidity, and the Alto 800 still remains a flyweight. Even the top-end airbag-equipped version tips the scales at just 725kg.

Interiors

On the inside, the dashboard is completely new. The curvy design and vibrantly coloured seat fabric are modern and lift the cabin’s overall ambience. The dials look upmarket and are easy to read. But despite these changes, the Alto 800’s cabin still doesn’t have the same air of quality that the Hyundai Eon displays. You sit pretty low in the Alto and due to the low stance of the car, getting in and out is a bit of a chore. The front seat itself is comfortable but lacks enough under-thigh support. Seat bolstering is also not the best and you tend to get thrown around on enthusiastic drives.
Although Maruti has tried to carve out more kneeroom for rear passengers with slim front seats, it’s still cramped and headroom isn’t good either. Storage spaces aren’t abundant but the big cubby and bottle holder ahead of the gearlever is quite innovative and the shelf above the glovebox is pretty useful too. The boot is decent for a compact car though.
For the price, the Alto 800 comes pretty well equipped. On the LXi variant, you get standard stuff like CD/MP3 player, air-conditioning, power steering and front power windows. But there are some glaring omissions, especially basics such as central locking, left rear-view mirror and day-night mirror which even the Nano comes with.

Performance

The Alto 800 continues to be powered by the small 796cc, three-cylinder primitive F8D motor, but in this latest avatar, it has been significantly improved. The compression ratio has been bumped up, which also improves performance. Although increase in power over the earlier engine is marginal, torque is a significant 11 percent better.
A new plastic inlet manifold not only lowers the engine weight, but also improves gas flow, and hence, volumetric efficiency. The connecting rods and crankshaft have been significantly lightened as well and new, low-friction piston rings have been used, which in turn increases engine life. There’s also a faster 32-bit processor and this engine is future-proof for BS5 norms too.
The first thing you realise when you set off in traffic is that this motor is much more free-revving than the older one. It makes the Alto feel light and agile to drive. The car’s throttle responses have improved drastically and it pulls well from most engine speeds. The engine is much more flexible and thanks to this, the Alto now feels at home on the highway too. Overtaking is much easier and it needs only a shift or two to accelerate with gusto.
Where the old motor used to feel strained in the mid-range, the now heavily upgraded one feels relaxed and has an adequate reserve of power on tap. However, the motor isn’t perfect. It gets thrummy after 4000rpm, and has an annoying tendency to jerk when negotiating stop/start traffic as the three-cylinder motor doesn’t run smoothly. It also has an unsettled idle that makes the cabin shudder.
Performance figures here are quite impressive. A flat-out sprint to 100kph will take a very impressive 16.92sec, which is a whopping 3.5sec faster than the old engine. Thanks to good top-end performance, it will reach a respectable top speed of 141kph. In-gear acceleration too is much improved. The 20-80kph now takes 13.16sec and 40-100kph takes 22.29sec, which again is much quicker than the old 796cc engine.

Handling >>

Like the engine, the ride and handling have also gone a step in the right direction. Low-speed ride quality is another area where this Maruti showed a plushness you wouldn’t really associate with a budget city runabout. Yes, it does thump over bumps, but the suspension does a good job of softening the jolt. Over bad roads, the Alto feels out of its comfort zone and the ride isn’t as flat as we would like. There’s a fair amount of vertical movement owing to its softly sprung setup. Suspension noise is also pretty well-contained, though road noise gets intrusive as you go faster.
Where the Alto shines the most is in city limits. The car’s compact dimensions, coupled with the light steering, are terrific for parking in tight spots. All-round visibility is good too, making the new Alto an ideal car for our ever-crowded roads. There is a fair bit of body roll when you go fast around a corner, but the car feels safe and in control. However, the light steering doesn’t quite weight up at higher speeds and there’s lots of slack around the straight-ahead position.
In terms of braking, the Alto 800 offers good feel at the pedal and also doesn’t veer much under panic stops.

 

  Fuel efficiency 

On the fuel efficiency front, the Alto with its light kerb weight and efficient engine was always expected to be great, and the new Alto 800 plays true to form. It gave us 13.3kpl in the city and a decent 17.8kpl out on the highway. This gives the Alto 800 a very respectable range of 540km on a full tank.

 VERDICT

With the new Alto, Maruti has done justice to its all-time best-seller. The fresh styling, revamped interiors and rehashed engine go towards making it an even more attractive offering than before. The motor has been improved for better fuel efficiency and power. Of course, it has its failings. The cabin is still quite cramped and the quality still fails to match up to rivals like the Hyundai Eon. However, where Maruti has played the masterstroke is with the pricing. At Rs 2.99 lakh for the top-of-the-line LXi variant, the new car is priced at just Rs 3,000 over the older one. And of course, when it comes to the budget hatchback segment, nothing spells popularity like an affordable price tag.

Technical Specs 

With the new Alto, Maruti has done justice to its all-time best-seller. The fresh styling, revamped interiors and rehashed engine go towards making it an even more attractive offering than before. The motor has been improved for better fuel efficiency and power. Of course, it has its failings. The cabin is still quite cramped and the quality still fails to match up to rivals like the Hyundai Eon. However, where Maruti has played the masterstroke is with the pricing. At Rs 2.99 lakh for the top-of-the-line LXi variant, the new car is priced at just Rs 3,000 over the older one. And of course, when it comes to the budget hatchback segment, nothing spells popularity like an affordable price tag.