Tata Motors diverts focus to launch six new SUVs in the next 4 years

They made a zesty new beginning with a compact sedan, the Bolt hatchback and will be expecting their Kites in the pipeline to soar high post launch. However, over the next four years, Tata Motors will also ensure they win back lost ground from their prime rival, Mahindra. The auto giant plans to launch as many as six new UVs in the coming years. Some of them will be replacing their aging product line-up, while some will be brand new products that will mark Tata’s foray into uncharted territory.

The first product will be the Hexa Crossover which made its debut at the Geneva Motor Show 2014 as a concept. A re-bodied Aria, the Hexa crossover will be powered by a 2.2-liter VARICOR 400 engine that delivers 154.21 hp of maximum power and 400 Nm of maximum twist along with an optional torque-on-demand 4WD system. Packed with features, the 6-seater could see launch early next year.

Later next year, Tata will also launch a compact SUV based on the Nexon concept displayed at the Auto Expo 2014. A 5-seater, the sub 4-meter product with RR Evoque inspired looks will take on the Ford Ecosport, Maruti’s upcoming compact SUV, Mahindra S101 and the Hyundai Ix25. The Tata Sumo will shed some of its flab and will be launched as the Raptor in late 2016. A rather rugged vehicle that will target B-town and rural markets, the Tata Raptor will try and hunt the Bolero down from its dominating position as the largest selling UV in India.

Two new global products which are being developed with inputs from JLR are expected to hit the market by the second half of 2017. Codenamed as Q501 and Q502, the former is a 5-seater while the latter has space for seven. Both vehicles could be powered by a new 2.0-liter Multijet motor that Tata is jointly developing along with Fiat Chrysler. Two other products – a 7-seater SUV on the X1 platform and a 9-seater based on the X6 platform are also under consideration.

* content courtesy motoroids .

Upcoming Tata Land Rover SUV based on Discovery Sport

Tata is currently developing it’s very own entry-level premium SUV based on the Land Rover Discovery Sport’s L550 platform. Known internally as the Q501, the SUV will share structural bits like the floorpan with the baby Disco, but will feature Tata specific styling on the outside. In these renderings, ace Theophilus Chin tries to imagine how the Tata land Rover SUV might end up looking.

 

Of course, it does look like as if the Tata Hexa grew a bigger nose, but according to Tata themselves, the Hexa’s styling does preview the maker’s future design direction for SUVs. Ground clearance and footwear have been appropriately beefed up too.

The Hexa’s altered SUV stance sprawls the LR Discover Sport’s shape, size and proportion, including the 2741 mm wheelbase, and to us, it looks fit. The Q501, due in 2016-17, will be Tata Motor’s first ever major production application of components sourced from the JLR parts bin, including the LR-MS platform, along with the possibility of the Terrain Response System.

The Discovery Sport is available in five and seven seat layouts, reflecting the desire for Discovery models to appeal to family buyers, so expect the Tata to follow suit too. But being a Land Rover, a wading depth of 600mm and a ground clearance of 212mm ensure that this is still a proper SUV – not a crossover.

The Discovery Sport is powered by 2.2 litre, 4-cylinder, TD4 and SD4 diesel engines, both available with six-speed manual and nine-speed automatic transmission (ZF) options respectively. While the TD4 units produce 150 PS of maximum power and 400 Nm of maximum torque, the SD4 units are rated at 190 PS of maximum power and 420 Nm of maximum torque. All versions offer Four Wheel Drive as standard.

 Land Rover Discovery Sport

However, for the Q501, Tata Motors is evaluating Fiat’s 2.0 Multijet II diesel engine which is expected to make between 150 and 175 PS and lower-powered versions of the same could be used as well. Though the engines from the Land Rover tentatively won’t be shared, a 2.0 litre, 4-cylinder, eD4 Diesel engine is also expected to join the Discovery Sport range in late 2015. To be available exclusively with a six-speed manual transmission option and 2WD, the eD4 unit is expected to make 150 PS of maximum power and 380 Nm of torque – another possibility that Tata Motors could possibly consider.

*. Images courtesyTheophilus Chin . 

Tata Zest Gets A New Top-End AMT Diesel Variant

The home-grown automaker, has silently launched a new top-end AMT (Automated Manual Transmission) variant of the Zest. Called the Zest XTA, it is priced at Rs. 8.07 lakh (ex-showroom, Delhi). With this new variant, the Zest now has two AMT-equipped diesel models in its line-up.

Talking about the features, the Zest XTA has all the features that are offered with the XT manual variant. The list of features include Harman infotainment system that supports voice command, navigation, SMS readouts, etc. Other features are height adjustable driver seat, rear parking sensors, climate control, and two airbags among other provisions.

There are no changes to the exterior either. Powering the vehicle is the Fiat-sourced 1.3-litre multijet diesel engine that is good for 88bhp at 4000rpm and 200Nm at 1750-3000rpm. Mated to the 5-speed automated manual transmission (AMT), the Zest is claimed to return an impressive mileage of 23Km/l.

New Honda Jazz

Honda will launch the much-awaited new Jazz in our market around June 2015. The Jazz will be powered by a 1.5-litre diesel engine mated to a manual gearbox and a 1.2-litre petrol, equipped with a manual and a CVT automatic option. This CVT gearbox will be the same unit that does duty in the Honda City sedan.

While Honda’s smaller Brio hatch comes with a five-speed automatic, the Jazz will use the CVT belt-and-pulley job from the City. Whereas CVTs are good for fuel economy due to a high final drive ratio, they are not that nice to drive. This is particularly true at low speeds, where the poor responses from the gearbox only slow reactions down.

Honda has solved this problem by introducing a compact and slender torque converter on this gearbox. This is the reason why driving the City at low and medium speeds is not really a problem. The torque converter keeps sending torque to the car, even at low and medium revs and as a result, engine responsiveness is good. Famous for its brilliant packaging and massive cabin space, the Jazz is a global bestseller for Honda. And because it is assembled here this time around, with engines manufactured here as well, Honda will be able to price the Jazz competitively.

 

As for the petrol version of the India-bound car, its 87bhp, four-cylinder, i-VTEC engine is no stranger to the Jazz and in fact was the sole engine on offer on the previous version sold in India. We know it to be a peppy performer that’s quite happy to rev hard, so it should suit the Jazz nicely. It will come with a five-speed manual and there could be an automatic as well. At present, Honda sells the Amaze and Brio with a five-speed torque converter unit in India, though the Jazz models abroad are available with a continuously variable transmission (CVT) too.

  

 

 

Speaking of which, the CVT on the 1.3 Jazz I’m driving works well enough through traffic. Sure, on occasions when I do press the accelerator hard, the revs rise a lot before a corresponding rise in road speed but the paddle shifters allow me to select a ‘ratio’ on the seven-step CVT to drive it like a more conventional automatic. On its own, the system strives to keep revs low with the engine at its efficient and quietest best. So much so that good refinement is a key takeaway of the in-town drive. The Jazz cuts outside noise well and even the engine runs very quiet. Hopefully, these are traits that are part of the Indian Jazz as well.

 

 

 

The coarse and industrial-sounding 1.5 diesel engine in particular will need all the sound deadening it can get.the Jazz pitch a bit. Stability, though, is good and even at (whisper it) speeds above 100kph, the Jazz feels planted. Over fast and slow lane changes, the electric power steering seems adequately weighted too.this is not an engaging driver’s car. The steering, for one, feels a tad slow. You just don’t get that sense of connection you would in a Swift, Punto or even Polo. There’s also plenty of body roll which just hurts the driving experience further. But comfy on the large, if slightly flat, driver’s seat, I’m in no hurry to jump out. The cabin feels familiar largely due to the fact that there are a lot of bits in here that link the Jazz to the City sedan. The chunky steering, the instruments and the basic layout of the centre console are all very similar. There are a number of generous cubbys for storing small items too. Overall quality is also pretty much the same with hard but seemingly long-lasting plastics in use throughout the cabin.

 

However, with the City’s cabin in one hand, I’m able to note the differences. The Jazz’s asymmetrical dashboard extends further forwards towards the windscreen, the portion above the glovebox is more layered (there’s no secondary compartment like the old Jazz either), there’s a cupholder at the driver’s end of the dash (like the old Jazz) and there are generally fewer silver plastics all around. Jazz models in most international markets, like the one pictured here, also get a 7-inch touchscreen, but top-end variants of the Indian version will, in all probability, use the City’s 5-inch unit. Honda has learnt the hard way that Indian buyers like features and so is likely to sell the Jazz in fairly loaded form. That said, the Jazz will be different to the City in its use of manual controls for the air-con system. It’s not a negative really, because the knurled knobs are large and fall very easily to hand. Still, it’s a pity the recirculation control is of the outdated slider type. A more pertinent issue, though, is visibility past the thick A-pillar. The blind spot easily hides large vehicles and is bound to be a problem at crossroads.

 

Otherwise, visibility is good, be it out of the front or the rear windscreens. Even in the back, the large windows allow lots of light in and make the cabin look larger than it already is. Like before, Honda has really aced packaging here to come up with something that could humble many larger mid-size sedans on rear seat space. The new Jazz’s extra 30mm of wheelbase seem to have been completely used in creating even more space in the back. It’s a car you can easily sit cross-legged in, there’s that much legroom. Headroom is fantastic as well and there’s also sufficient width to seat three abreast.

 

 

 

 

 

Unfortunately, the middle row seat is hard and not all that comfortable.

 

 The other two occupants might find their well-cushioned seats slightly short on thigh support, but will like the gentle upward slope of the floor that serves as a natural footrest. The last bit is on account of the Jazz placing its relatively small 40-litre fuel tank under the front seats rather than in the traditional position under the rear seats. The main positive of this setup is that it makes the Jazz as flexible as a seasoned yogi. Here’s how it does that.

 

 

And that’s pretty much the essence of the Jazz. It’s a car that puts practicality and ease of use above all else. While not the most exciting car to drive, it is easy to live with and brilliantly versatile. A spacious cabin and good all-round comfort are other key elements of the package. Also expect it to be a lot better equipped this time around. The other big thing to expect is a more competitive price tag. Honda will launch the Jazz with a relatively high level of local content and correspondingly is expected to price it closer to rivals such as the VW Polo and Hyundai i20. If anything, a good price tag will only add more desirability to Honda’s substance-rich hatchback. The new Jazz comes in mid-2015 and if you can hold out on your premium hatchback purchase, it very certainly is worth the wait.

 

 

 

 

 

 

 

 

 

 

 

 

 

 

Toyota Mirai Photo Gallery

Toyota Mirai uses hydrogen as fuel to generate electricity and achieves superior environmental performance with the convenience and driving pleasure expected of any car. A new technique has been employed in the front face design to emphasize the left and right grilles that draw in air for the oxygen supply and for FC system cooling.

The Mirai delivers everything expected of a next-generation car: an immediately recognizable design; driving exhilaration stemming from superior handling stability achieved by a low centre of gravity; and quiet but powerful acceleration provided by the electric motor.

It also features an exclusive telematics service for a safe, secure and comfortable ride, and the vehicle can double as a high-capacity external power supply system during power outages, disasters and other emergencies.

The Mirai uses the Toyota Fuel Cell System (TFCS), which features both fuel cell technology and hybrid technology, and includes Toyota's new proprietary FC Stack and high-pressure hydrogen tanks.

The TFCS is more energy efficient than internal combustion engines and emits no CO2 or substances of concern (SOCs) when driven.

Drivers can also expect the same level of convenience as offered by gasoline engine vehicles, with a generous cruising range and a hydrogen refuelling time of about three minutes.

The Mirai was designed with safety as a top priority, based on the basic approach of ensuring that hydrogen does not leak, and in the unlikely event that any leaks do occur, ensuring immediate detection and stoppage of hydrogen flow and preventing accumulation of hydrogen within the car body.

The sedan's profile connects the front and rear in a seamlessly pleasant expression of space. It creates a sophisticated cabin space with soft padding on door trims and other interior surfaces, and a high-luminance silver finish throughout.

The front seats provide superior body fit and hold through an integrated cover/seat foaming production process. Eight-way adjustable power seats for achieving the optimal seat position and a motorized lumbar support function are installed as standard on the driver's and passenger's seats.

The centre meter cluster located in the central top level of the instrument panel includes a speedometer and multi-information display using a 4.2-inch high-definition TFT liquid crystal display with a design that appears to pop out. The driver is able to change the display using steering-wheel-mounted controls.

Tata SUV compact rumored

The compact SUV will also see the debut of Tata Motor's 1.5-litre diesel engine.  

Tata Motors may have a reputation of making cars that are more functional than stylish, but the carmaker is aware that it needs to do more on the design front to appeal to buyers. Tata’s upcoming compact SUV, codenamed X104, will be styled to look “like a mini Evoque” say sources in the company. In fact, the sharply tapering roofline has resulted in the manufacturer even sacrificing a bit of rear seat space in the interest of giving it a sleek look.

The X104 compact SUV is based on the same X1 platform that also underpins the Bolt and the Zest, and some mechanical bits such as the steering and suspension have been carried over. However, for that typical SUV look, the wheel arches will be enlarged to accommodate larger 17-inch wheels.

Mechanically, the X104 will also see the debut of Tata’s 1.5-litre diesel motor that develops a good 110bhp, and a new six-speed manual gearbox designed to handle the extra power and torque. Sources say that despite the engine’s power advantage over rivals such as the EcoSport, the motor will not sacrifice fuel economy. There will be a petrol version as well powered by Tata’s in-house developed, 1.2-litre motor. This all-aluminum, three-cylinder engine is expected to produce around 75bhp and has been designed to be quiet and refined.

With the X104, Tata Motors is betting on the fact that compact SUVs are largely owner driven, who like their cars to be stylish with a fair bit of road presence. Pricing will play an important role in how Tata’s new compact SUV fares in the competitive segment but we expect it to undercut the EcoSport when it’s launched in 2016.

Top 10 Most Fuel Efficient Bikes

Mileage is the first thing that a commuter bike segment buyer looks for in a motorcycle. In fact, chances of fetching numbers in this highly competitive segment depends mostly only the fuel efficiency returned by a product. And in a market like India where almost half of the sales come from 100-110cc motorcycles, manufacturers are working on different mileage-enhancing technologies to achieve high fuel efficiency. i3S by Hero MotoCorp, HET (Honda Eco Technology) by Honda, Digital Twin-Spark Ignition (DTS-i) by Bajaj, etc are a few famous ones of those.

In a bid to check out the actual fuel efficiency of leading motorcycles in India, International Centre for Automotive Technology (iCAT), an agency of National Automotive Testing and R&D Infrastructure Project (NATRIP) put some bikes on test. The testing results generated quite a curiosity across the country, as many bikes that were claimed to be among the most fuel efficient bikes, could not even manage to enter the top 10 list.

The bikemaker that outshined everyone was Hero MotoCorp, whose 7 bikes entered the list of top 10 fuel efficient motorcycles. In fact, the newly launched Hero Splendor iSmart, achieved an impressive 102.5kmpl in the test, which makes it the 'world's most fuel efficient motorcycle'.

Here's the list of top 10 bikes that returned highest mileage in the test.

1. Hero Splendor iSmart - 102.50kmpl

2. Bajaj Platina ES - 96.90kmpl

3. Hero Splendor Pro - 93.21kmpl

4. Hero Splendor Pro Classic - 93.21kmpl

5. Bajaj Discover 100 - 90.30kmpl

6. Hero Splendor-NXG - 89.04kmpl

7. Hero HF Dawn - 88.56kmpl

8. Hero HF Deluxe - 88.56kmpl

9. Hero HF Deluxe Eco - 88.56kmpl

10. TVS Star Sport - Duralife - 87.70kmpl