New Audi A4: Now Sharper than ever

Audi’s plans for world domination continue apace. The launch of the all-new A4 comes barely halfway through the brand’s much-vaunted onslaught of new product, with another 15 fresh models scheduled to arrive before 2015. That will see the four rings represented in every segment and sub-segment of the premium car market, including several Audi has invented itself. Global sales are on course to break through one million units this year, and sales in the UK continue to increase as rivals struggle to keep their numbers up.

But none of this really matters here. The big question is a simple one: can this A4 really go one better and prevail where none of its predecessors have quite managed in what’s probably the most intensely-contested chunk of the luxury car market in most parts of the world; the entry point to a world of premium motoring? This is a battlefield packed with some particularly vicious weaponry. What was once called the ‘compact executive’ segment has long since outgrown its erstwhile moniker; the days when entry-level premium saloons required you to downsize your life into their cramped dimensions have long since passed.

But to make its mark here, the new A4 is going to have to give people a genuine reason not to choose either of the most complete cars on the planet: the BMW 3-series and the Mercedes C-class. It’s a task that its predecessors have only managed to pull off sporadically, the outgoing, M3-beating RS4 possibly the best example of such. But it’s a task the new car is going to have to prove capable of if Audi’s reach for the stars is to continue.

ADDING UP THE THEORY
Looks are all-important in this image-conscious segment, and although handsome styling isn’t enough by itself to guarantee setting the sales charts alight, it’s certainly a precondition of success. And the new A4 looks pretty good, especially in the metal. It’s certainly far better than the slightly awkward facelift that was given to its predecessor. Indeed, the new car’s tight lines and well-contoured flanks give it the visual edge over its slightly under-detailed A5 coupé sister.

The A4’s design brief is predictably filled with inevitable references to the all-important ‘sporty’ aesthetic, but even basic versions benefit from a nice bit of wheel-arch flare and some respectably chunky bumpers.

The base wheel size will be 16-inch alloys, although the popular option should be the six-spoke 17s. Like the A5, ultra-bright LED running lights (arranged under the headlamp’s main element) will be standard on plusher trim levels and optional on the cheaper ones.

The new car also sticks to previous A4s’ slightly odd mechanical layout, with the engine mounted longitudinally despite driving the front wheels. But like its sister, the A5, the drive is taken from the gearbox to a front differential mounted ahead of the front axle, allowing the wheelbase to be extended and the front overhang to be kept in check. Design chief Walter de’Silva’s team has also done a good job in disguising the raised height of the trailing edge of the bonnet, with front wings making a gentle transition along their length.

The shutlines are predictably impressive, although the effect at the front is spoiled somewhat by the view through the gaps to chunky connectors at the top of the front wings. These are intended to shear during low-speed collisions, protecting pedestrians from injury.

The new A4 is also a far bigger car than the model it replaces. BMW began this particular size war with the current-generation E90 3-series, Mercedes escalated it with the even-longer C-class and now Audi has gone 122mm (or five inches) better with the A4, which measures up at a whopping 4.7 metres in overall length. That’s enough to risk confusing the spatial stratification of Audi’s own model line-up; the new A4’s 2808mm wheelbase is just 35mm short of that of the A6.

Clever sub-surface engineering means that the increase in space hasn’t come at the cost of increased mass. The new A4’s bodyshell makes extensive use of both ultra-high-strength steel and aluminium, making it considerably stiffer and 10 per cent lighter than the old model. That means that even with an increase in standard equipment, the new A4 weighs almost exactly the same as the outgoing models. On Audi’s figures the new TDI has a 1460kg kerb weight, just 30kg more than the old one.

The engine choice will be limited at launch in the UK to two petrols and three diesels, with other motors and body styles following later (see panel). The new heartland petrol motor is the latest 1.8 TFSI, which combines turbocharging and direct injection to deliver 158bhp. That’s more power than the 150bhp BMW 320i. And until the S4 gets here next year, the flagship will be the 3.2 FSI quattro, using a developed version of the previous car’s smooth-spinning 3.2-litre FSI V6 motor, mated to the familiar quattro four-wheel drive system.

Oil-burners can be had as either a 2.0-litre four-cylinder, producing a similar 141bhp to the old car, and 2.7-litre and 3.0-litre V6 diesels carried over from the outgoing model. The 3.0-litre version has been turned up slightly to deliver 238bhp and 51kgm ft of torque – 6bhp and 5.1kgm more than the old car.

PUTTING IT INTO PRACTICE
In terms of driving dynamics, the message being pushed hard by Audi is of agility, responsiveness and – that buzz word again – sportiness. Blame BMW, for the 3-series’ dominance of the segment is clearly regarded in Ingolstadt as a function of how well it drives, and the ambition has clearly been to make a car that can take on the Beemer – and the equally impressive new Mercedes C-class – on equal terms.

Our test car, a bells-and-whistles 3.2 FSI quattro in the full-on ‘S-Line’ specification that will arrive in the UK soon after the less visually aggressive SE, gets off to a good start. Lots of attention has been paid to the car’s initial points of contact; Audi’s marketeers know that the first few minutes spent with a car are the most important in terms of subliminal buying influences. The door handles have a nice, smooth action, the door itself opens with a traditional Audi level of weight and the cabin design, closely related to the interior of the new A5, is classy and contemporary.

All’s going well until we encounter the first of Sardinia’s many potholes, at which point the range-topping A4’s suspension gets a bad case of the jitters: a loud impact followed by a less-than-perfectly-caught rebound. The S-Line’s optional 19-inch alloys and stiffer springs undoubtedly aren’t helping matters here, but it’s not the sort of thing that augurs well for dealing with potholed roads.

As befitted its range-topping status, our test car came equipped with ‘Audi Drive Select’, a new variation on the ability to vary different settings. As with rival set-ups, the A4 allows the driver to stay in ‘auto’ or to choose between firmer and softer electronically controlled dampers, called ‘comfort’ and ‘dynamic’ modes. The more aggressive set-up also sharpens throttle response, increasing the weight of the power steering and — if fitted — switching the automatic transmission to a quicker-shifting map.

The difference comes with a third user-choosable setting, ‘individual’, which can be programmed to allow different combinations of softness and hardness. Hence, if so minded, it’s possible to select light steering and firm dampers, or an aggressive throttle map but smoother automatic gearbox changes. It’s a small step, but it is worth noting that selecting ‘comfort’ does improve the jagged ride quality to a useful degree. On Sardinia’s twisty roads, this A4 feels far tighter and more accurate than its predecessor did. Audi has paid serious attention to improving the front/rear weight distribution. In addition to the repositioned front diff, the battery has been moved to the boot, and the net effect is a car that’s keener to turn in and considerably more resistant to understeer.

On first impressions it’s still nothing like as tactile a driving experience as the 3-series or the impressive new C-class; even in its weightiest ‘dynamic’ mode our test car’s adaptable steering was still a bit deficient in both weight and feel. But there’s lots of grip and a nice, neutral and exploitable chassis balance; the transmission’s natural bias towards sending torque to the rear axle is clear on longer corners. The standard six-speed manual gearbox still feels a bit clunky, the empty-feeling shift not liking to be rushed and the over-light clutch tending to judder if released too abruptly. Most buyers of top-spec versions opt for the six-speed slusher, although Audi is working on a ‘longitudinal’ DSG system too. The brakes are strong and progressive, and although the pedal is still light, they are easier to modulate than the over-servoed stoppers of the previous model.

The only other real issue is road and wind noise, both of which seem on the high side by segment standards. At a standard 135kph cruise, a surprising amount of wind noise comes from the top of the windscreen and side windows, while the big wheels and tyres of the S-Line transmit lots of rumble into the cabin. A brief run in a 1.8 TFSI on 17-inchers and standard suspension proved that things are better on smaller wheels, but it still feels louder than experience of the highway-friendly previous-generation A4 led me to expect.

As before, a base A4 is going to be a cold, lonely place to spend time, with single-zone air-con, cloth seats and anaemic-looking 16-inch alloys that struggle to fill the arches. Indeed, our preliminary data suggests that non-upgraded A4s will even have to make do with a four-speaker stereo system. Even buyers of a Toyota Corolla get six. Of course, SE spec is (deliberately) where it’s at, with buyers prepared to upgrade getting 17in wheels, a colour display, dual-zone climate control, a 10-speaker audio system, automatic headlights and wipers, and rear parking radar. It will still be possible to add plenty more to that, of course, with a perusal of the price lists suggesting it would be alarmingly easy to get a 3.2 FSI quattro or a 3.0 TDI quattro through the Rs 32 lakh barrier. Those are the rules of this bit of the market, of course, and against obvious rivals the Audi offers good value.

There’s no revolution afoot here. The new A4 is bigger, better and more stylish than its predecessor, but it’s not going to redefine the segment, rip up any rulebooks or create blind panic in the boardrooms of BMW or Mercedes. Instead, it’s the sort of sensible evolution that you would expect from a brand possessing Audi’s current confidence. It’s certainly good enough to be a contender, but to find out just how well it deals with its most significant rivals, the Mercedes-Benz C-class and BMW 3-series, we’ll need to bring the three rivals together once more.

New Audi TT

The looks may be evolutionary, but the all-new TT drives with a fresh sense of purpose.

Sometimes it’s difficult to change. Van Gogh didn’t improve on his famous sunflowers, Shah Jahan didn’t order updates on the Taj and Coke eventually found that sticking to the same basic formula was the way to go. Audi, however, is in the car business, where standing still actually means moving backwards rapidly. Hence the new TT, now sharper-driving and more modern-looking, but with basically the same shape.

Still, it is surprising how modern and up-to-date this car looks. Place it next to the old car and it’s clear that the update has made the car look contemporary, the old TT now looking just that in comparison, retro and old. Audi has achieved this by using fresh but similar-looking details like the new sharp-cut headlamps, a more modern chin as well as a more rakish-looking rear. A styling wedge along the base of the flanks gives it a tipped-forward, ready-to-go look and details like the mirrors are new, still this new car is larger and wider. Characteristic TT clues carried over are the snug-fitting bubble canopy, clamshell bonnet and large wheel arches. Although the new TT is more visually compromised compared to the purer old car and concessions made for space, safety and other regulations have taken their toll. The looks may be evolutionary, but the manner in which the car drives is a massive step forward. The old TT had the handling characteristics of a wet sponge. It felt loose at speed, lacked directional stability when loaded up in a corner and there seemed to be a queer disconnection between the front and rear suspension; fun, but in a different way.

Audi is more serious about this new car. Like the flagship A8 saloon and the R8 supercar, the new TT uses an aluminium construction. Using only 30 percent steel to reinforce areas of heavy load, the new TT’s bodyshell is an incredible 50 per cent stiffer, yet 50 per cent lighter than the outgoing car. A real-world measure of the saving in weight can be gathered from the Volkswagen Golf GTi, a car that uses the same PQ35 platform. When compared, the new TT weighs about 70kg less than the VW.

Just 10 minutes behind the wheel is all you need to realise that this TT now takes the driver seriously. As in the earlier car, you are sat low down, with the snug-fitting roof keeping things cozy. Compared to other cars, the mirrors and gear lever feel placed higher up.

The steering is direct and has a reasonable amount of feel, the TT can be accurately placed in a corner and body control is good. This version of the car gets adjustable dampers that can be softened for poor roads, and the TT actually rides agreeably over bumps for car with such sporting intentions. Anyone expecting E-class levels of compliance, however, needs a head examination. You still feel most bumps on the road to some degree, but that said, you are not exactly tossed around like popcorn.

And it has decidedly sharp handling even with the dampers on the ‘soft’ setting. You can settle into a smooth rhythm, the TT responding to the tweaks on the wheel with a fair amount of enthusiasm and body roll is also well-contained. This makes it useful as a great long-distance traveller too.

The torque of the V6 motor is considerable, producing its maximum twist from just 2500rpm and, as a result, dialing up 2000rpm is sufficient for most purposes.

And it’s quick in a straight line too, with 247bhp on tap. Fire up the V6 and it makes a pleasing rumble, with a deep baritone exhaust note when asked to pull from low speeds. Half-throttle responses are very sprightly, with the thrust from the V6 hurling the light aluminium body forward effortlessly. Performance in the mid-range is also very strong, with this long-stroke motor pulling hard in this rev band; Audi has upped the ante with the new TT for sure. The car responds well to being driven just relatively hard, say at 8/10ths of its full ability. It revels in being firmly driven, and using only 80 per cent of the power band, grip and handling turns out to be a very pleasing exercise.

The new TT shares its underpinnings with the VW Golf R32 and, as a result, this car inherits the Golf’s part-time four-wheel-drive system. Audi may call the car a Quattro, but in actual fact the system used is a Haldex four-wheel-drive unit that sends 85 per cent of the power to the front wheels. While it can reverse this at any time, the system, which is basically VW’s 4Motion, still doesn’t deliver the grip and poise of a 50:50 or 40:60 full-on Quattro system. The TT is also somewhat lacking when it comes to being driven really hard, like a sports car should. The motor runs out of steam as you get to the top of the power band and there seems to be a lack of linearity at these engine speeds. Then the electro-mechanical steering lops off some crucial feedback as you go harder and the TT lacks that all-important balance and poise when all four wheels are overloaded for grip. Understeer sets in pretty early, and the ploughing continues until you get off the gas and onto the brakes; nice and safe but not grin-inducing. Despite the shape and the greater focus on driving manners, the TT remains a predominantly front-wheel-drive car with its motor slung out over the front axle. Thus it cannot be compared with the likes of the Porsche Cayman or even the gutsy Nissan 350 Z for sheer driving pleasure.

At almost Rs 50 lakh, the TT isn’t cheap. But if you don’t look at it as a performance-oriented sports car, you’ll soon see why this car is such a success. Buy it for that unique blend of style and cool that only a TT can offer. Buy it for the fantastic build quality and finish. Buy it for the attractive interiors, with the deep-set dials and the high-quality plastics. Buy it for the impeccable leather trim, the well-crafted metal bits and the snug fit of the cabin. Don’t buy it if you are shooting for the ultimate driving experience. It has more than sufficient performance, great agility and good grip and poise. And, in reality, that’s about all you will need on a regular basis. Buy it as a sports coupe, a fun car. Isn’t that what you want anyway?

Factfile
Audi TT Coupe 3.2 quattro
Price Rs 50 lakh (est.)
Top speed 250kph
0-100kph 5.7 sec
Length 4178mm
Width 1842mm
Height 1352mm
Wheelbase 2468mm
Turning circle 10.96m
Kerb weight 1430kg
Engine 6-cyls in Vee, 3189cc
Installation Front transverse
Power 247bhp at 6300rpm
Torque 32.6kgm at 2500rpm
Gearbox 6-speed DSG auto
Front suspension MacPherson struts, anti-roll bar.
Rear suspension Multi-link, anti-roll bar
Fuel tank 60 litres
Brakes (F/R) 340/310mm ventilated discs
Tyre size 245/40 R18
Boot 290-700 litres
First verdict
Eyeball-grabbing and superbly-built sports coupe that’s now a sharp and engaging drive too

Drive Volvo S80 and XC90

Volvo wants to take on the might of the Germans with these, the S80 saloon and the XC90 SUV. We drive them on home soil.

Volvo’s design philosophy goes like this: If it isn’t functional, it can’t be beautiful. In this sense, both the S80 and the XC90 are the automotive equivalents of Ingrid Bergman. Like the Swedish actress, these Volvos certainly aren’t the most beautiful cars around. But their inherent talent more than makes up for this.

The last time we drove these very same Volvos, it was in Sweden. The cooler temperatures, organised traffic and almost blemish-free roads of Volvo’s home country makes one wonder how the cars will handle the chaos that prevails in the warm tropics. We got a chance to find out on the drive from Delhi to Jaipur organised by Volvo. Both the S80 and the XC90 have their work cut out for them here. The S80 faces some serious competition in India. The formidable armories of the Mercedes-Benz E-class, the BMW 5-series and the Audi A6 are what it is up against. Can the friendly Swede beat cold, German precision?

Step inside the S80 and everything feels well-built, with all the switches working with a nice tactile feel. It doesn’t feel plush, but you notice that the seats are fantastically supportive and comfortable; maybe even more than those in the E-class. You also notice that the steering has a huge range of adjustment and that the dials are very clear. There is one button too many on the centre console, but the main dials for the audio and air conditioner are within easy reach.

The S80’s cabin is functional. Classy? Yes. Understated? A bit too much for its own good though. Beautiful? Not really.

The same goes for the XC90. There are too many buttons on the centre console and some are quite small, making them hard to use on the move. But, there are a lot of practical touches, like the 40:20:40 split/folding rear bench, and the supremely comfortable seats. All the seats except the driver’s fold flat, liberating a huge amount of interior space, and the split tailgate makes it easy to access the luggage area too. The S80 and the XC90 are each available with the same choice of three engines — a five-cylinder diesel, a six-cylinder petrol and a range-topping V8 petrol. The smaller petrol and the diesel are going to make up Volvo’s biggest sales in India, so we’re going to concentrate on them.

Start the D5 diesel engine in the S80 and a surprising bit of noise enters the cabin. More than in a Mercedes Benz E-class. The growl from the engine becomes more audible when you give it the beans, but is surprisingly silent when cruising. What impresses is the linear power delivery from the 2.4-litre diesel. It pulls strongly all the way up to its 5,000rpm redline. This is particularly good in traffic, because you know exactly how much pressure to apply on the nicely-sprung throttle to shoot into that open gap.

The petrol in-line six is not as good. It has to be revved hard to extract the best out of it. As a result, the engine is always buzzing in your ears. Once you are cruising however, this motor gets quieter. It is quite responsive, no doubt aided by the six-speed auto ‘box. The 6-speed auto works best with the D5 motor. The linear power delivery and the well-matched gear ratios work very well to make overtaking on our roads a very simple exercise.

Once you breeze past that lumbering truck and build speed, you find the Volvo is very very stable; even on the wrong side of 150kph. Body movements are very well controlled and the suspension simply pummels uneven surfaces into submission — silently.

Only the sharpest of bumps elicits a thud from the suspension. The ride isn’t as cosseting as that of a Merc E-class, but isn’t as firm as a BMW 5-series either. The S80 doesn’t get the Continuously Controlled Chassis Concept suspension as standard. The Four-C system gives you three suspension settings to play with — Comfort, Sport and Advanced and is available as an option, but the self-levelling suspension that is standard worked just fine on our drive.

The Delhi-Jaipur highway has a tall hedge running along the divider. It is from behind these that nonchalant villagers step out without as much as a thought of the diesel-powered missile heading towards them. That’s when you realise that the brakes are simply incredible. You can control stopping power right from the first millimeter of brake pedal travel. And if the worst does happen, you can rest assured that you are in one of the world’s safest cars. Volvo places all its engines transversely to improve the crash structure of the car. If you drive off without wearing your seatbelts, the car starts beeping. The beeping gets louder and more insistent till you plug the belt in. ABS, eight airbags, emergency brake assist, emergency brake light flashing, Dynamic Stability and Traction Control and whiplash protection system are standard for all S80s. The XC90 even gets Roll Stability Control, which can brake and accelerate individual wheels, so that it will understeer rather than become unstable and roll over. But, India doesn’t get some of the features that Volvos abroad get. The blind spot warning system (BLIS) and the Adaptive Cruise Control have been left out. The lane departure warning system has also omitted from the spec list, this for more obvious reasons; most roads here don’t have lane markings.

The diesel S80 costs Rs 40 lakh in Mumbai and the top-of-the-line V8 petrol comes in at Rs 46 lakh. It is slightly cheaper than a Merc E-class, but not by much. The XC90 is priced from Rs 47- 54 lakh, also substantially less than the competetion. Both the XC90 and the S80 come with a 24-month/unlimited mileage warranty, which we think is quite a good deal.

The base line is this. Both the Volvos don’t have the same street presence that a BMW or a Mercedes has. The overly-understated design sees to that. But if you like being different and don’t need to shout to let everyone know you have arrived, then the Volvo is for you.

Factfile
Volvo s80/XC90
Price Rs 40-46 lakh/ Rs 47-54 lakh*
Length 4851mm/4807mm
Width 1860mm/1909mm
Height 1490mm/1781mm
Wheelbase 2835mm/2857mm
Engine 5-cyls in-line, diesel, 2.4-litre
6-cyls in-line, petrol, 3.2-litre
8-cyls in vee, petrol, 4.4-litre
Installation Front, transverse,
front-wheel drive,
V8’s are all-wheel drive
Power 185bhp/238hbp/315bhp
Torque 40.8kgm/32.6kgm/44.8kgm
Gearbox 6-speed auto
Front suspension Independent, MacPherson struts, anti-roll bar
Rear suspension Independent, multi-link, anti-roll bar

First verdict
Practical and safe cars at a good price. Require a bit more panache though.

BMW 325i v BMW 325i

Safety features, a raft of new technology and Chris Bangle. In spite of all that's changed in 20 years, the E30 and E90 3-series still share the same spirit

Inevitably, the drive back home ends with Mrs Sorabjee slamming the door and storming off in a huff, muttering something to do with irresponsible behaviour. It’s hard to explain to my wife that the only way my 20-year-old E30 325i likes to corner is with its tailing hanging out. That’s the problem (for her) with my pride and joy. Age hasn’t dampened my Bimmer’s enthusiasm and, true to the DNA of the marque, it simply yearns to be driven in a fashion that might not qualify for mere A-to-B motoring. The handling is so crisp and predictable, the chassis so finely balanced and that creamy in-line six so responsive, that you can’t help but toss it around with gay abandon and full knowledge that it won’t snap back at you.

Ever since I bought MFC 977 from my dear, late friend Jangoo Nicholson in 2002, I have never sat in any seat except the one behind the meaty, yet minimalist three-spoke steering wheel. I honestly can’t tell you what it feels like to sit at the back and couldn’t care less, but the driver’s seat is a very special place. For a person who has suffered lower back problems for 20 years, I know a thing or two about seats and the embrace of this snug-fitting bucket is what really does it for me. But it’s not just the perfect contours and bolstering of the seats that gives you that special feeling. The E30’s interior design maybe simple and old-fashioned, but it gives the driver a delightful sense of control, which is an intrinsic part of the BMW aura. The centre console is angled towards the driver, the gear lever sprouts up from the high tunnel to fall perfectly to hand and it is impossible to fault the position of the steering wheel, pedals and other controls. This driver-focussed approach holds true for the rest of the car too, which makes it so entertaining to drive. The definitive bonding point with the car is the incredible steering. It’s light, yet accurate and with loads of feel through the chunkily-rimmed wheel. There’s no slack at all, nor any sogginess to dilute the driving pleasure. And when you couple a brilliant steering with a chassis that has near-perfect weight distribution, every corner becomes a joy. Be it the wrongly cambered sweeping left-hander down Hanging Gardens at Malabar Hill, the tight U-turn under the Kemps Corner flyover or one of the 90-degree rights onto Marine Drive, the 325i is ever eager to change direction with a poise and fluency that makes the driver feel like he’s Nick Heidfeld. A smooth, twisty road in some deserted corner of the country would be the perfect playground for this Bimmer, but my car is too old and not quite in perfect nick for long-distance jaunts. But the wonderful thing about this three-generation-old 3-series is that you can enjoy it without having to go bonkers. Even at moderate speeds, the whole driving experience is so precise and involving. This is a car I enjoy on Sundays or late at night; at a time when I don’t have to suffer its heavy clutch in bumper-to-bumper traffic or worry about the temperature needle inching towards the red (got to get the electric fan fixed). The high-profile tyres (70-series) make light work of Mumbai’s potholed roads and this is the only reason I haven’t gone back to the standard 65-series profiles, even though they would greatly improve the car’s looks.

The 325i wouldn’t be even half the fun it is if it weren’t for its 2.5-litre motor. The ‘straight-six’ or in-line six-cylinder layout, to which BMW has traditionally stuck, has played a strong role in building the charisma of the marque. The M20 motor has a simple, belt-driven, single overhead cam and two-valve-per-cylinder architecture, but it is so smooth that you feel it’s lubricated with Amul butter instead of multi-grade oil. As the revs rise, it sounds absolutely fabulous, and it’s hard not to make quick visits to the 6500rpm redline where, thankfully, a stern rev limiter cuts in. But it's not just the velvety smoothness that is enthralling but a linear shove this 170bhp motor belts out from 1000rpm all the way to the redline. The engine is incredibly responsive through the rev range and this only adds to the amazing driving experience. The E30 325i is still quick by any standards, and though I haven’t strapped our VBOX onto it yet, I am sure it’s not far off the company-claimed 0-100kph time of 7.7 seconds. But these figures are only academic. No numbers can quantify the sheer magic this two-decade-old car conjures. The E30 3-series is an important chapter in the history of a company that has focussed on producing the greatest sporting saloons the world has seen.

Sadly, Indian car owners have missed out on the previous generations of 3-series but it’s never too late. The latest iteration of the 3-series (E90) is a giant leap forward and is now assembled in India. In less than a year we have got to know this car only too well. The brand-new 320i impressed us with its awesome handling and the 320d saw off the A4 and C-class diesels in a shootout, but it’s the 325i, with its legendary straight-six motor updated to produce 214bhp, that caught our hearts. But does the new 325i have the magic of its predecessors? Can it entertain and bewitch you in the same measure? Or has the increase in weight and size and the lack of a manual transmission option blunted its appeal?

Parked side-by-side, the three-generation gap is glaringly obvious. The E30 looks like a bread box, wearing gumboots for tyres, next to the E90 with its swooping, muscular frame and rubber-band-thin, 45-profile 17-inchers. However, the E30’s square shape still has an old-world charm and its simple design exudes the sort of confidence that can only be found in a BMW. The interiors are light years apart as well. The E30’s dashboard looks prehistoric compared to the futuristic, flowing surfaces inside the E90, but sadly the slight tilt of the centre console towards the driver — BMW’s subtle way of letting you know who’s in charge — is missing in the new car. With every successive generation (the E36 and E46 followed the E30), the 3-series has grown up and now, in its latest E90 guise, it is more than a class larger than the E30. Wider, longer and taller than its predecessor, the E90 is also a significant 165kg heavier, despite substantial use of weight-saving materials. That’s because with each successive model, the demand for better crash-worthiness and safety features (The E90 325i has 8 airbags and a sophisticated stability and traction control system, while in contrast the E30 has none) and more features grows. Apart from central locking and power windows and mirrors, the E30 is quite basic. There are no powered seats, no complicated iDrive, no 10-speaker audio system and no TV. It’s nowhere near as well insulated either. So while the E30 feels raw and more exposed to the elements, the solid thud of the E90’s doors cocoons from you the outside world. Fire up the engine via the Start/Stop button and you are instantly reminded of the latest 325i’s lineage. The two 325is maybe several generations apart but the core ingredients of both these cars remain the same. The straight-six motor still has that delightful growl, but feels more mellow and refined. Though the basic architecture of the engines are similar, it’s the high-tech bits and pieces and years of tweaking that have taken the smoothness and fantastic flexibility, a legendary characteristic of BMW’s straight-sixes, to a completely different level. The engine spins like a turbine to 6900rpm and, though the six-speed auto doesn’t quite give the immediate response of a manual transmission, you just can’t miss the eagerness of the motor.

True to its pedigree, the E90’s handling is phenomenal and, like its forebears, rewards the driver with neutral handling that is derived from a perfectly balanced chassis. The way this latest 325i dives into corners with unflappable poise and grip means you need a wide and empty road to truly exploit its full potential. The steering, too, is razor-sharp, with zero slack around the straight ahead position. However, the steering isn’t as light as the E30’s, which calls for fingertip control and not the heavy wrists (especially at low speeds) the E90’s rack demands.

Driving the two cars back-to-back, it’s fascinating to see how far the game has moved on. The 325i is faster, smoother, far more refined, comfortable and safe. However, the raw, unbridled appeal of the lighter E30 is missing. Modern technology and a raft of electronic gizmos keep the new 325i pointing in the right direction, and that’s no bad thing. But, as a result, it’s difficult to exploit the limit at sane speeds, and this makes it hard to get intimate with it. What I really love about my E30 is that it is unhinged from today’s demands of all sorts of electronic controls and offers a purer driving experience. Best of all, after all these years, it's still an absolute hoot to drive. Just wish the Missus would agree.

Factfile
BMW e30 325i BMW e90 325i
Price - Rs 10 lakh# - Rs 32.2 lakh*
Top speed 219kph** - 235kph
0-100kph 7.7sec** - 9.03sec
L/W/H -4325/1645/1380mm - 4520/1817/1421mm
Wheelbase 2570mm - 2760mm
Kerb weight -1293kg - 1460kg
Engine - 6 cyls, in line, 2494cc - 6 cyls, in line, 2497cc
Power -170bhp at 5800rpm - 214bhp at 6500rpm
Torque - 22.7kgm at 4300rpm - 25.08kgm at 4000rpm
Gearbox - 5-speed manual - 6-speed auto
Front suspension - MacPherson struts, coil springs - Independent, double-joint, spring struts
Rear suspension - Semi-trailing arms, coil springs - Independent, five-link suspension
Fuel tank - 55 litres - 63 litres
Tyre size - 195/65 R14 - 225/45 R17

New Honda Accord 2008

Now in its eighth generation, the Honda flagship has upped the ante and is headed right for us, fast! Here’s what to expect.



Excuse us for plucking images off the Honda press website, but we couldn’t shoot any pictures ourselves. Anything with a lens on it was banned at Honda’s Tochigi proving ground and, in the dismal weather on that day, the in-house photographer couldn’t do much better. Honda’s paranoia for secrecy is understandable, especially when it lets loose a posse of journos inside the very heart of its R&D centre. Tochigi is the place where all Hondas are born and that includes its new baby, the 2008 Accord. Except, it isn’t quite a baby.

The eighth-generation Accord, like with every successive generation, has grown in size and is now reaching E-class proportions. But it’s not the Merc that the Accord wants to outdo, but the Toyota Camry. In India, where the locally-assembled Accord has a huge price advantage over the imported Camry, the fight is pretty much one-sided. But in other parts of the world, especially the United States, these two Japanese saloons have been trading punches for years and the game of one-upmanship continues with every new model.

Of late, the Camry has been giving the Accord a hard time, but Honda hopes that its 2008 model, which is substantially bigger and better in every respect than the previous one, will leapfrog its arch rival. It’s important to understand that in the United States, the Accord is to Honda what the Alto is to Maruti. Besides, America is Honda’s most lucrative market. This makes the Accord Honda’s most important model and hence the might of the company’s R&D is well behind it.

Thousands of engineers sprawled over the huge Tochigi facility have worked tirelessly to develop an-all new model in an astonishingly short four-and-something years. And if you think about it, Indians too have benefited from Honda’s manic efforts to shorten lifecycles to keep the Accord as fresh and uptodate as possible. The new model will mark three generations since Honda launched its flagship in India in 2001. In a market where cars refuse to die, such rapid model changes seem unnecessary, especially since the current Accord is already the top dog in its class. But that’s not how Honda thinks. This is a company that wants to stay ahead of the game and deliver a pre-emptive strike, which is exactly what the new Accord will do. To drive home the point that the new Accord shares nothing with its predecessor, it looks completely different. And it’s all the better for it. When I first saw pictures of the new car, I dismissed the shape as too Sonata-like. However, up close and in the metal, the new chiseled look is a huge improvement over the soft contours and generic lines of the model we know so well. The thick nose and larger dimensions make it look more grown up, but it’s the edginess in the styling that really characterises the new Accord. The trapezoidal grille, the sharply-cut and raked headlights and the flared fenders with the wheels puffing out of them make the older Accord look puny in comparison. A prominent crease that extends across the sides adds to the new Accord’s muscular stance and taut looks but it’s the rear that Honda, after years of trying, has finally got right. The older Accord had a frumpy-looking rear end with its rectangular tail-lights. This was followed by triangular lenses as part of the face-lift, which looked pretty common. Now, the new Accord, with its wing-like rear lamps set into a wedge-like rear, looks closer to the 5-series. Complementing the upscale looks are the larger dimensions; the new Accord is significantly wider, longer and taller than before and looks a class bigger. The wheelbase is longer too and this bodes well for passengers inside who are treated to substantially more interior space.

Like with the exteriors, the interiors are a considerable step up from the old Accord and that’s saying something, as the earlier car’s interiors were pretty impressive to start with. But you can instantly see how much forward Honda has taken the game. All the materials feel far better to touch and the interior design too is far more attractive.

The multi-layered dashboard flows into the door-pads in one seamless sweep. The steering wheel, with its metal spokes, looks quite techie and the shifter is a sleeker unit as well. The centre console has the same V-shape of the older car but the layout is completely different. The display in the new Accord has been shifted higher up, the idea being to reduce eye movement. However, the sea of buttons that surround the big solitary knob can be quite daunting. I preferred the less cluttered stack of the earlier car with its rotary controls for the air-con. There are lots of cubbyholes like before, so storing odds and ends is never a problem. Another convenient touch is the relocation of the door locks, which have moved from the rear edge of the front door, by the window, to inside the recess of the door handles.

However, the big news is the masses of space which makes you feel like you’re seated in an auditorium. Five large-sized adults can sit comfortable in a way no other car in this class can match. The front seats are huge and wide, with generous support, but in some places there is too much of it. Lumbar support, irrespective of the setting, is a touch too firm and the seats would have been perfect if this was softer. The rear seats are phenomenally comfy and outdo even the E-class. Not only are there masses of head and legroom but the seating position is superb. We criticised the older Accord for its crouched and slightly ‘knees-up’ seating position, but in the new car, a lower floor and a squab which has been tilted up marginally give outstanding underthigh support.

Powering the new Accord is a pair of new petrol engines — a 2.4-litre 4-cylinder and a 3.5-litre V6. The base 2.4 is similar to the older Accord’s motor, but it’s been tweaked to produce 177bhp, which is 35bhp more than before. This engine continues to use Honda’s proven i-VTEC technology, but the performance gains have essentially been achieved by improving gas flow in both the inlet and exhaust manifolds and using a variable-valve silencer. Honda’s four-cylinder motors are known for their smoothness and ability to rev, and most of my laps around the oval at Tochigi were spent in the upper regions of this engine’s rev band. The responsiveness of this engine is superb, even when it’s mated to a five-speed auto ‘box. It’s so smooth that it’s hard to believe it’s a four-cylinder.

On this vast track it was difficult to put the new 2.4 Accord’s performance in perspective but in the real world (read Indian roads), this lively motor has ample power to make the V6 pretty much pointless. But not if you want a silky-smooth and effortless driving experience which only this creamy engine offers. If the four-cylinder is smooth, the 268bhp V6 is velvet and, coupled with the thumping 22.3kgm of torque, the 3.5 Accord glides forward effortlessly.

Even better news is that the horrific fuel consumption, the key reason why the current V6 bombed, could be a thing of the past. The new V6 comes with cylinder de-activation or Variable Cylinder Management (VCM) in Honda parlance.

What this does is that depending on the load, the engine can run on all six, four or even just three cylinders. The idea is to cut off the supply to those cylinders when they don’t need it. The tricky part here is to counter the vibrations when the engine switches to either of the fewer-cylinder modes.

Active engine mounts and an active noise control system come into play to make it as smooth as running on all six. The VCM system is so smooth, it’s hard to tell the number of cylinders you’re running on. Honda claims this is the first time such a system has been introduced in the Asian market.

More impressive than the engines is the Accord’s handling which is instantly noticeable, even though are no twists and turns on this track. The steering is incredibly responsive and direct and car enthusiasts can rejoice that it no longer has that light and disconnected feel that makes the current Accord feel a touch vague at high speeds.

An imaginary slalom in the new car showed how much quicker the steering is (20 per cent more than before) and there’s virtually no play around the straight- ahead position. The front and rear suspension has been redesigned, while the engine and fuel tank have been lowered to keep the centre of gravity down. In fact, the floor has been lowered by 15mm to benefit handling but in India, this could pose a ground-clearance problem, much like the Civic faces today. And this is why we can’t wait to get our hands on the new Accord back home for the true test on our roads. But that won’t happen until mid-2008, when the first Indian-made Accords find their way into showrooms.

According to company sources, the new Accord will be around Rs 2 lakh more expensive than the current one, but will be packed with substantially more equipment. It’s not much extra for a car that will still be cheaper than the Camry and even more superior. Honda has moved the goalposts once again but it doesn’t stop there. As we get into our bus and leave the secluded environs of Tochigi, I can’t help but think that somewhere in one of the buildings Honda engineers have already begun work on conceiving the ninth-generation Accord. It’s a never-ending race.

FACTFILE
HONDA ACCORD 2.4/3.5 V6
Price - Rs 18-20 lakh (est.)
Length - 4930mm
Width - 1847mm
Height - 1476mm
Wheelbase - 2799mm
Turn circle dia - 2799mm
Kerb weight - 1468/1633kg
Engine - 4-cyls, in-line, 2354cc/6-cyls in Vee, 3471cc
Installation Front, transverse, front-wheel drive
Power - 177bhp/268bhp
Torque - 22.3kgm/34.3kgm
Gearbox - 5-speed auto
Front suspension - Double wishbones
Rear suspension - Multi-link setup
Fuel tank - 70 litres
Brakes (F/R) Ventilated discs/discs
Tyre size 215/60 R16/225/50 R17
Boot - 400 litres

Fiat 500 and Bravo coming to India

Fiat 500 and Bravo coming to India
500 and Bravo to be imported - Early 2008 launch - Steep price - Limited numbers will ensure exclusivity


Fiat is planning to give its image a much needed boost in India by launching the 500 and Bravo hatchbacks in early 2008. These models won’t be assembled in India, but will be imported directly from Italy, so they will be ridiculously pricey. However, Fiat is not looking at large numbers and is using both these hatchbacks to make a statement about the company. The idea is to inject some zing into the Fiat brand — which has languished in India for the past several years — in the run-up to the launch of the Linea and Grande Punto.

Style Statement
The cute little 500, or Cinquecento, is a national icon in Italy and this latest model launched exactly 50 years after the original Cinquecento, fondly called the ‘Mighty Mouse’, has gone on to become a smash hit. Fiat can’t ever hope to replicate the Cinquecento’s success in India but this cheeky little car has the potential to become the style icon of 2008. Fiat is targeting Bollywood stars and celebrities as potential customers who would think of the Cinquecento as a style accessory to flaunt. Besides, its small and compact dimensions, along with fuel-efficient motors, give it the politically-correct and eco-friendly tag that makes it cool to be seen in one. The 500 can be infinitely customised too. Myriad options for the exterior colour and upholstery, over a hundred accessories and three engines can give the 500 the exclusivity celebs expect. Engine options include 1.2 and 1.4-litre petrols and the 1.3 Mutlijet that is currently powering the Swift. The little Fiat reeks of class with its classic styling and interiors that exhibit true Italian flair. It’s incredibly safe as well, for a small car. It comes equipped with seven airbags and scores a top-class five-star Euro NCAP crash rating. The price of the Cinquecento, after paying 120 per cent in taxes and duties, will be north of the Rs 10 lakh mark. In fact, a fully-loaded Cinquecento could even hit Rs 15 lakh. That may seem a ridiculous price to pay for a two-door car that’s smaller than a Swift but factor in the style, exclusivity, funky interiors, safety and the fact that the 500 was elected European Car of the Year, and perhaps to a rich few this car could make sense. Perhaps.

Hot Hatch
If the Cinquecento is aimed at those who want to be seen looking cool, the Bravo is for those who want what could possibly be the hottest hatchback in the country. The Bravo slots in above the Grande Punto in Fiat’s range and the family look is quite evident. This five-door hatchback, which was launched in mid-2007, comes with a wide range of engines, but it’s likely that India will get the 148bhp, 1.4-litre T-jet petrol and the 118bhp, 1.9 diesel. Performance, as a result, will be terrific and a top speed on the far side of 200kph is what you can expect. The interiors reek of style and the mock carbon-fibre-finished dash, contrasting upholstery inserts and classy piano black and chrome detailing look great. A chunky three-spoke wheel and stubby gear-lever, plus the angled dash, all point to a driver-focussed car. The Bravo is pretty spacious, even though it’s a hatch, and you can expect space and comfort to match a premium saloon car. The underpinnings are tried and tested, with the Bravo featuring MacPherson strut front suspension and a twist-beam axle at the rear. This non-independent rear setup, however, features hydraulic axle anchorage bushes for better wheel location and less noise. The Bravo also managed to score a 5-star crash rating, but pedestrian crash ratings were not as good.

Again, the Bravo will be an import so it will attract crippling customs duties, which could push its price to more than Rs 20 lakh in Indian showrooms. However, like with the Cinquecento, Fiat isn’t looking for large numbers and is targeting only those people who aren’t too bothered about price, but simply want exclusivity. But for snob value will the rich and famous buy a Bravo?