Autocar India Awards 2012

                                                                                                  Car of the Year – Maruti Suzuki Swift

The Swift won our Car of the Year in 2005. And it wins it yet again this time. Though the new Swift looks exactly like the old model, this car is a grounds-up new generation of the Swift. This model is based on an all-new platform and is now both longer and wider. The Swift’s interior styling, which is heavily borrowed from its Kizashi sibling, is now plusher.

The car is now sportier to drive and the 1.2 K-series petrol gets variable valve timing (VVT) to bump up power to 86bhp. The 74bhp 1.3 diesel Multi-jet engine remains largely unchanged but the carmaker’s effort to make the cabin a quieter place is evident. Maruti Suzuki has taken an already good car and made it even better by ironing out the flaws in the older car. Despite stiff competition this year from among nearly all the world’s majors, Maruti Suzuki’s new Swift shows the competition a clean pair of heels to pick up the prestigious award of the Bloomberg-UTV Autocar Car of the Year 2012.

Bike of the Year – Honda CBR250R

The Honda CBR250R came like a breath of fresh air for Indian motorcycle enthusiasts long stuck between underpowered city commuters and horrendously expensive imported superbikes. Here was a motorcycle that offered great styling, zippy performance, street-friendly handling with a price tag that did not need you to mortgage your house. The CBR250R has all the big bike visual cues with its VFR 1200 inspired headlamp and CBR1000RR fairing. It ticks all the right boxes in the design and styling department. For its combination of style, performance, streetfriendly handling as well as advanced technology at a decent price, the Honda CBR250R is the Bike of the Year.

Compact Car of the Year – Maruti Suzuki Swift

The Swift was already a favourite in the competitive compact car market. And the new Swift promises to continue Maruti Suzuki’s winning streak. Though the new Swift looks the same as the old car, it is a completely new model built on a new platform. Ride and handling have been tweaked and they are even better now. The new Swift is larger, more spacious, delivers better performance, has better driver dynamics and gives you enhanced fuel economy. The Swift, always a great car, is now even better and is quite definitely the Best Compact Car of the Year.

Mid-size Saloon of the Year – Skoda Rapid

Under the skin the Skoda Rapid is a VW Vento. However, dig deeper and the Rapid proves to be much more than a Volkswagen clone. Skoda has ironed out many of the Vento’s shortcomings. The diesel engine is more linear but just as punchy, the shorter geared petrol now works much better and ride and handling are much improved as well. Spacious, fast, frugal, reasonably well-built and good value, the Rapid has a lot going for it. In fact, it actually beats its twin to win the crown of the mid-size saloon Car of the Year.

SUV of the Year – Mahindra XUV500

The XUV500, designed and developed completely in-house, is a quantum leap forward by Mahindra & Mahindra – it’s the company’s first serious attempt at developing a global product. The price at which Mahindra has launched the SUV makes it shattering value-for money. You get a lot of car for the price. You get a fantastic-looking SUV that dominates the road with its presence. An excellent package makes the XUV500 a worthy winner.

Winners for the rest of the categories are as follows:

Best Styling & Design – Hyundai Verna

Best Value for Money – Mahindra XUV500

Best Variant of the Year – Chevrolet Beat Diesel

Best Driver's car – Ford Fiesta

Manufacturer of the Year – Toyota

Technology and Innovation award –  Audi A8

Sub-compact car of the Year – Honda Brio

Best Compact car of the Year – Maruti Suzuki Swift

Best Saloon car of the Year –  Skoda Rapid

Best Executive Saloon of the Year – VW Jetta

Luxury Saloon of the Year – Audi A6

SUV of the Year – Mahindra XUV500

Luxury SUV of the Year – BMW X3

Best Automobile Ad of the Year – Volkswagen Jetta 'Flyboy'

Bike of the Year 2012 – Honda CBR250R

Premium Bike of the Year – Kawasaki Ninja 650R

Import Bike of the Year – BMW K 1600 GTL

Green Car Award – VW Passat for BlueMotion technology

Man of the Year – Pawan Goenka

Viewer's choice award - CAR – Mahindra XUV500

Viewer's choice award - BIKE – Honda CBR250R

Honda Brio vs Hyundai i10

The Hyundai i10 is easy to drive, has a strong fuel-efficient engine, a well-appointed cabin and thus a strong favourite in the small hatchback class. With regular revisions and facelifts it has managed to distance itself from the rest.

The Honda Brio though is keen on upstaging the Hyundai with its premium positioning. Both have 1.2-litre engines and what the Honda wins with size, the Hyundai claws back with content. With less than Rs. 20,000 separating the top-end versions, which car should you put your money on?

Design and engineering

The bigger Brio is 25mm longer and 85mm wider than the i10 and these dimensions give it a wide and squat stance, while the high-mounted headlights and a low grille give it a distinctive look. The 14-inch wheels and the sharply rising window line gives the Brio a very pitched-forward stance. The rear of the Brio, the full-glass tailgate looks quite funky and the fit and finish of the bodywork on the whole looks and feels great.

The i10’s looks on the other hand are not as sporty as the Brio’s, but its crisp detailing like the hexagonal grille and sharp headlamps mean it still looks quite fresh. The i10’s tall profile also points towards a well-packaged cabin and decent luggage space. A deeper floor in the boot also means larger bags can be squeezed in.

The Brio’s boot is comparatively small but once you get past the high load lip (for better chassis stiffness) you will be surprised how many bags you can load into it.

Under the skin both the cars are similar with a front-wheel drive, electric power steering systems, transverse motors and independent front suspensions with torsion beams at the rear. 

Interiors

Step into the Brio and you will be surprised by the amount of passenger room on offer, which is more than many bigger hatchbacks. The driver gets a fantastic view and the driving position is spot on.

The i10 is tighter on the inside in comparison, but is reasonably spacious, with decent headroom. The i10’s high-set driver’s seat, though good for visibility, lacks thigh support and, like in the rear, the cushions feel a touch too hard.

The dashboard on the Brio is well built but it is clear where the fat has been trimmed. The absence of a full centre console and plastics and the colours on the dashboard don’t do the Brio any favours.

The i10, in comparison, has a fuller dashboard with a neatly laid air-con and music system and the dash-mounted gearlever leaves some storage between the front seats. The top-end i10 Asta offers you more features like Bluetooth connectivity, CD player, parking sensors and rear wash and wipe as standard.

Engine, gearbox and performance

The Brio uses the same 1.2-litre i-VTEC, single-cam motor as the bigger Jazz albeit in a milder state of tune in the interest of economy. It makes a healthy 88bhp and is compliant when you want some extra performance. However, it does lack some low-speed punch and the slightly taller first, second and third gears also mean you have to downshift more frequently. That said, the Honda motor is easily the more refined of the two.

The i10’s Kappa2 motor, on the other hand, is much more responsive and the car jumps off the blocks with just an inch of throttle travel. Though the motor will rev till its 6700rpm redline, the problem is, past 4500rpm, the engine feels strained and doesn’t pull as cleanly to the top as the Brio.

Flat out, the i10 dispatches 100kph in 12.04sec, while the Brio takes 12.47sec to do the same. It’s same story with the in-gear acceleration times; the i10 is a nose ahead in the third and fourth-gear slogs

Ride and handling

As expected, both cars with their compact dimensions and light steering are easy to drive in the city. The Brio is fairly pliant and bad roads are soaked up quite well. The i10’s suspension, on the other hand, isn’t as well sorted as the Brio’s. It’s fairly comfortable at slow speeds but up the pace, especially on a bad road and the i10 doesn’t feel as settled as we would like, and this bobbing motion is enhanced when the car is loaded up.

But when in the mood, the Brio’s the one to choose. With its willing top-end performance, confidence-inspiring brake pedal and eagerness to tackle corners, the Brio feels a special little car. The steering has a slight dead zone at the straight-ahead position, but once you push the car harder and load up the suspension the Brio displays a poise, balance and confidence rarely found in a car of this class.

The i10 on the other hand makes you think a bit before pushing on – it’s got too much body roll, loses its poise quite easily and those ultra-thin, 155-section tyres run out of grip alarmingly early.

Fuel efficiency

Despite having 9bhp more, the Brio is slightly more efficient than the i10. City figures of 12.6kpl and 17.0kpl and a highway number of 11.7kpl and 16.0kpl for the Brio and i10 respectively reveal a small, but crucial victory for the Honda. Both cars though have 35-litre tanks which somewhat limits their range.

Verdict

The i10 is a thoroughly engineered product with good performance and practicality. Its appeal has always been its versatility and this still holds true. The top-spec i10 is superbly kitted and sets the standard for equipment and features in this class of car. It is decent value for money and promises a hassle-free ownership experience. The i10 though is nowhere near as fun to drive as the Brio and can’t match it in key areas like passenger comfort and ride and handling. The interiors are well built but point to a pared-down car. However, you can’t get away from the fact that the Brio is and feels like a car in a higher class and this big-car feel for small-car money is what clinches it for the Honda.

Facelifted Honda City launched

Honda India has launched its updated City in India.

The new City gets a host of cosmetic upgrades such as an electric sunroof, chrome-plated front grille, updated front bumper, 10-spoke alloy wheels and turn indicators on rear-view mirrors. The saloon also gets cruise control now.

 

Safety features on the new City include Dual front SRS airbags, ABS with EBD and Brake Assist. The updated City comes in five variants with base being Corporate, E, S, V and V Exclusive with the last two variants offered with automatic transmission option.

 

Prices for the refreshed Honda City are:

Corporate - Rs 6.99 lakh

City E - Rs 7.7 lakh

City S - Rs 8.2 lakh

City V (Manual) - Rs 8.7 lakh

City V (Auto) - Rs 9.74 lakh

City V (Manual) with Sunroof - Rs 9.5 lakh

City V (Automatic) with Sunroof - Rs 10.22 lakh

Honda's new AC-X saloon concept

Honda has also revealed the AC-X saloon concept at the Tokyo Motor Show. The Japanese manufacturer describes this concept as a next-generation plug-in hybrid. The AC-X (Advanced Cruiser Experience) concept is between the Civic and Accord in size.
Honda says the concept “offers a comfortable and enjoyable driving experience in urban and long-distanc
e motoring”. To that end, the concept is offered with an ‘automatic driving mode’ for more relaxed driving, with an ‘engine drive mode’ on offer for more spirited driving.Specifically designed for long journeys, the AC-X gets the two joystick steerin
g controls that are common to all of Honda's Tokyo show cars. Dubbed ‘twin lever steering’, the system is said to reduce the physical stresses of driving, allow for an auto-pilot setting and more efficient auto-recharging in electric vehicles.
It’s not something we’ll see in the near future, but Honda has tested it in an old Formula One car, resulting in significant improvements in lap times. The four-seat AC-X concept showcases particularly advanced aerodynamic progression including ‘wheel diffusers’ that help contribute to the impressive 0.21cd drag coefficient.
Expect to see this less-cluttered, more striking design language arrive in future Honda production cars uncorrupted from these concepts, though you will still see different designs and types of Honda model being produced for individual countries.
Yoshikazu Kigoshi, general manager for Honda research and design, was open about the fact that Honda will “uphold the categorisation we think is necessary for markets as different as USA, Japan and Europe.”
The firm revealed last month that it intends to have a plug-in hybrid on sale in limited numbers in China, Japan and US in 2012.

New Honda CR-V revealed

These are the first official images of Honda’s all-new CR-V.

Honda had released the first official picture of the CR-V concept last summer, and was due to unveil the production car at next month's Los Angeles motor show. However, the latest images appeared without explanation on the Honda’s Japanese website at the weekend.

The CR-V is based on an all-new platform. The most prominent changes are at the front, where the CR-V features a wraparound lower front bumper that is better integrated into the rest of the front fascia than on the current car.

The three-bar horizontal front grille is also much more dominant than the current CR-V’s, with slimmed-down headlights flanking it on either side. Honda claims the front-end styling changes result in much improved aerodynamics over the current car. Sculpted bodywork features on the sides, which also get more pronounced side sills. The large alloy wheels featured on the concept have been exchanged for more practical-looking variants.

At the rear, the CR-V will retain the vertical light design of the current car. Honda is also claiming an all-new, more spacious interior with a lower floor for improved load-carrying ability. Engine details are still scarce, although improved efficiency and fuel economy are promised.

The current CR-V is available with a 2.0 or a 2.4-litre petrol engine with either two or all-wheel-drive options. Expect the new CR-V to hit our shores during second half of 2012. 

Swift vs Jazz

The Jazz had it all, but it never sold as well as it could have. Honda broke the cardinal rule for pricing and the Jazz found too few takers when it was launched at a saloon car price. That was then. Today however, it sits bang in Suzuki Swift territory. Problem is, the new Swift is substantially better than the car it replaced. So which one is it, brilliant Jazz or amazing Swift?

Look at me, look at me

The good thing is that both the cars have far from ordinary designs. The mono-volume design of the Jazz and its large glass area make it look more mini-MPV than traditional hatchback. However, despite some fresh detailing like those smart triangular headlights and interesting creases on the tail section, this car just doesn’t have the same sex appeal as the Swift.

Just look at the Swift’s blacked-out A-pillar and fighter-jet-like tapering window line to understand what we are talking about. Bigger headlights, a very sporty rear and a wide, squat stance mean this car has attitude written all over it. The downside, though, is that it looks too much like the old Swift, so many don’t even take notice of it.

 Space Vs Funk

The Jazz is BIG on the inside, thanks to the extreme cab-forward design and brilliant packaging. Large windows, a good seating position and a great view out make it agile and easy to drive. The driver’s seat in the top-end Jazz X has a height adjuster and comes adequately bolstered, so it’s very comfortable. The asymmetrical fascia looks funky and works well, and the large knobs for the AC controls are easy to find and operate when on the move. A look at the back will reveal that rear passengers have seldom had it so good in a hatch - there is space aplenty here.

Slip into the Swift and it’ll seem as if the world has shrunk. The Maruti feels a whole size smaller, especially in the back. The snug interiors, though, do feel sportier. The quality of plastics is a notch up from the last-generation car and the centre console looks similar to the Kizashi’s with everything neatly laid out. The steering wheel is good to grip and the dials, with smart indents on their circumference, look distinctive. Climate control comes standard on the top-end Swift ZXi variant, a feature missing on the Jazz altogether – the Honda also uses a tacky slider-type recirculation switch.

Driver seat comfort in the Swift is excellent – the bolstering and flat backrest provide ample support even when driving hard. But it’s a different story at the back. While the rear seat is comfy with nice under-thigh and back support and decent legroom, headroom is an issue for taller passengers. Also, after a stint in the airy Jazz, the Swift’s dark plastics and small rear windows make you feel boxed in.

Where the Jazz totally eclipses the Swift is in terms of storage and boot space, and because Honda has positioned the fuel tank in the centre of the car, you can lift,
split and even fold the back seat flat to give the Jazz stationwagon-like practicality.

Motors, two of the best

Both cars feature 1.2-litre engines with the Jazz having a 3bhp edge in terms of outright power. The lighter Swift, though, has the better power-to-weight ratio of 86.8bhp per tonne to the Jazz’s marginally less 84.4bhp per tonne. The new Swift’s K-Series engine gets variable valve timing and twin overhead camshafts while the Jazz engine features Honda’s single cam i-VTEC system. So, on paper, there isn’t much to differentiate the two. But how are they on the road?

Let’s start with the Jazz. Switch the ignition on and the engine settles at a quiet idle. Get going and you instantly note this is one special motor which simply loves to be revved. With minimal vibrations to spoil the party, this rev-happy engine almost coerces you to hold gear for longer than you would otherwise. Hold on beyond the 3000rpm mark and there is an almost magnetic pull of the tacho needle to the redline. In the city, part- throttle responses are decent and in-gear acceleration is good too. The slick-shifting and very light gearbox coupled with the well-weighted clutch make negotiating traffic all the more easier. So the Jazz gets a tick mark from both regular as well as sporty buyers.

Like the Jazz, the Swift engine is free-revving too, but somehow the zesty nature of the older Swift is lost. Bottom-end grunt is good but the mid-range feels slightly laboured compared to the older car’s. Floor the throttle and progress is quick till about 2500rpm but power seems to taper off mildly till you acquaint the tacho needle with the redline.

On part-throttle responses though, the Swift is actually better than the Jazz. And where the Jazz engine is smooth, the Swift’s super-refined motor is even smoother.

Driving the cars back to back, we found the Swift needed fewer gear changes to keep up with traffic, a helpful feature on Indian roads. The light clutch and smooth-shifting gearbox go well with this city-friendly nature of the car.

Comparing acceleration times, the Jazz is faster than the Swift but only marginally so on most counts. It is only in the 40-100kph run in fourth gear that the Jazz is a full five seconds quicker than the Swift. Yet, the Swift is more fuel-efficient overall, which is important, but just about. On the whole, the slightly more flexible and free-spirited nature of the Honda engine wins the Jazz this round.

Fun factor

Three rounds into this bout, the Jazz has the upper hand. But can the Jazz deliver the final knockout punch in terms of ride and handling? The answer is no. The old Swift was always a great car to drive and the new one improves things further. Light at low speeds, its steering weights up quite nicely as the going gets faster. Yes, the steering feels a little inconsistent and isn’t as accurate as we’d have liked but on the fun-to-drive scale, the Swift scores big time. A willing and stiff chassis means handling is sharp for the most part, its point-and-shoot nature making it a hit with us.

The Jazz isn’t quite in the Swift’s league. Its steering does offer more feedback at city speeds but there is an inconsistency in the way it weights up when speeds increase. Push hard and there is a fair amount of roll too, much more pronounced than that exhibited by the stiffer-sprung Swift. And grippier rubber would have worked wonders for the car’s handling and overall driving manners.

Interestingly, the Swift has the better ride too. Driving over Mumbai’s monsoon-ravaged roads, we found the Jazz unsettled over sharp bumps while the new Swift felt pliant and composed.

Aaand the winner is…

The Maruti Swift is well styled both inside and out, is fun to drive, delivers good economy and is priced sensibly too. The Jazz is a great car as well, with a clever amalgamation of small-car dimensions, midsize car space and almost-MPV practicality. The Jazz may lack the youthful appeal of the Swift and it may trail the Swift in maintenance costs, but in all other areas the Jazz is a genuine hop, skip and jump better than the Swift. And it is for this and this alone, the Jazz wins this contest.

New CR-V Patent Drawings Leaked

Here are some leaked patent drawings of the all-new CR-V.

Honda had presented a CR-V concept in July and the production version sticks to most of the concept’s styling. The wide upper grille, swept headlamps and a stylish-looking D-pillar have all been carried over. The wheels, however, have been toned down for a more civilized effect.

The new CR-V uses an all-new platform, and the new styling gives it a more aggressive stance than the current version. The most prominent changes are at the front, where the CR-V features a wraparound lower front bumper that is better integrated into the rest of the front fascia than on the current car. The three-bar horizontal front grille is also much more dominant than the current CR-V’s, with slimmed-down headlights flanking it on either side. Honda claims the front-end styling changes result in much improved aerodynamics over the current car.

Heavily sculpted bodywork features on the sides, which also get more pronounced side sills. At the rear, the new car is likely to retain the vertical light design of the current car (Honda has not yet released any image to show the rear styling). The Japanese firm is also claiming an all-new, even more spacious interior with a lower floor for improved load-carrying ability.

Honda has confirmed no engine details at this stage, although improved efficiency and fuel economy are promised. The current CR-V is available with 2.0-litre and 2.4-litre petrol engines, developing 143bhp and 161bhp respectively.

The all-new Honda CR-V will be making its motor-show debut at the Orange County International Auto Show in California this November.