Wednesday, April 29, 2009
Honda Jazz: Honda's Small Car to roll out in India Soon
Honda Siel Cars India is ready to roll its small car into India. The new hatchback model will be called Honda Jazz. It is the only small car model from Honda’s global portfolio in India and it will directly compete with Hyundai Getz and Maruti Swift in India. One of the biggest auto car magazines, Top Gear, has rated Jazz as the number one global hatchback model and Maruti Swift as Number 3.
Honda has been toying with the idea of launching its small car model in India, which is the largest small car market in the world. Now the company looks serious to put its plans into action by introducing Jazz or Fit as it is called in some of the overseas markets. The company has also been encouraged by the lower excise duty on the small cars in the country and has finally decided to introduce its small cars which sports trendy looks and packs plenty of power.
Under the Hood:
The Honda manufacturing unit in Greater Noida in Delhi will roll out three different variants of Honda Jazz. These variants will be GLi, VTi and the fully loaded VTi-S. The model features at the Auto Expo 2008 sported a 1200cc VTEC engine. The car has a uni-body construction that includes MacPherson Struts upfront and a torsion beam suspension layout at the rear. The Indian version of Jazz will have electric power steering, 14 inch wheels with an option of 15 inch wheels along with a front stabilizer bar. The overseas models of Jazz are powered with 1.5L VTEC engines; the Indian version is expected to have a smaller engine as shown during the Auto Expo but shall deliver equally dutiful performance. The company may also introduce the 1.4L VTEC petrol engine model capable of producing 100PS of power.
Appearance:
The new Jazz Indian version will have a similar dashboard as Honda Civic but without a digital speedometer. It may be lacking in steering mounted controls. However, the company does not compromise on quality and strives to deliver the best ergonomically designed model. Interiors of the car are packed with lots of cubby holes and storage areas. Interiors of the car and their comforts have already been acclaimed many times over by the international press and car lovers. Interior space is quite impressive and the seats can be folded or rolled over to increase the loading capacity of the car.
Apart from stylish and comfortable interiors the car portrays a sleek hatchback model with similar looks as Hyundai Getz. It is a premium model that will definitely pose a threat to its contemporaries.
Additional Features:
Mileage of the car will be revealed only upon the launch. SIAM has also made it mandatory for the auto makers to officially declare the mileage for all the models in their product portfolio. The Indian version of Jazz will come equipped with braking system (abs), dual front airbags, dual side airbags, electronic brake force distribution (EBD), front and rear disc brakes, emergency brake assist which enhances the safety during drive.
Honda Jazz: Honda Small Cars Exterior & Interior Photos:
Content Source: cartradeindia.com
Honda has been toying with the idea of launching its small car model in India, which is the largest small car market in the world. Now the company looks serious to put its plans into action by introducing Jazz or Fit as it is called in some of the overseas markets. The company has also been encouraged by the lower excise duty on the small cars in the country and has finally decided to introduce its small cars which sports trendy looks and packs plenty of power.
Under the Hood:
The Honda manufacturing unit in Greater Noida in Delhi will roll out three different variants of Honda Jazz. These variants will be GLi, VTi and the fully loaded VTi-S. The model features at the Auto Expo 2008 sported a 1200cc VTEC engine. The car has a uni-body construction that includes MacPherson Struts upfront and a torsion beam suspension layout at the rear. The Indian version of Jazz will have electric power steering, 14 inch wheels with an option of 15 inch wheels along with a front stabilizer bar. The overseas models of Jazz are powered with 1.5L VTEC engines; the Indian version is expected to have a smaller engine as shown during the Auto Expo but shall deliver equally dutiful performance. The company may also introduce the 1.4L VTEC petrol engine model capable of producing 100PS of power.
Appearance:
The new Jazz Indian version will have a similar dashboard as Honda Civic but without a digital speedometer. It may be lacking in steering mounted controls. However, the company does not compromise on quality and strives to deliver the best ergonomically designed model. Interiors of the car are packed with lots of cubby holes and storage areas. Interiors of the car and their comforts have already been acclaimed many times over by the international press and car lovers. Interior space is quite impressive and the seats can be folded or rolled over to increase the loading capacity of the car.
Apart from stylish and comfortable interiors the car portrays a sleek hatchback model with similar looks as Hyundai Getz. It is a premium model that will definitely pose a threat to its contemporaries.
Additional Features:
Mileage of the car will be revealed only upon the launch. SIAM has also made it mandatory for the auto makers to officially declare the mileage for all the models in their product portfolio. The Indian version of Jazz will come equipped with braking system (abs), dual front airbags, dual side airbags, electronic brake force distribution (EBD), front and rear disc brakes, emergency brake assist which enhances the safety during drive.
Honda Jazz: Honda Small Cars Exterior & Interior Photos:
Content Source: cartradeindia.com
Tuesday, April 28, 2009
Monday, April 27, 2009
New Racer Ferrari 330P3
RCR G1 - 330P3 - Monza 1000kms 1966 - Surtees / Parkes
This model with stock code G1, will be produced in just 150 numbered pieces
certified with a photoetched tag on baseplate.
TVS Apache RTR 180cc Bike 'Menace' to Hit Indian Roads Soon
TVS India is planning to launch their all-new Apache RTR 180cc bike for the Indian markets. The TVS Apache RTR 180cc bike is expected to be codenamed as the ‘Menace’ and will also load on the 180-cc engine that features a power rating of 17.3 PS beating the 223-cc Hero Honda Karizma, and also the Bajaj Pulsar 180cc.
TVS Apache RTR 180cc bike will be in the sporty look as of the 3rd generation TVS Apache RTR 160cc, 0-60 km/hour timings, and digital speedometer with top speed.
Features of the TVS Apache RTR 180cc bike include:
- Petal-shaped disc brakes
- Bigger RTR sticker on the tank scoops
- Naked chain cover
- LED tail lamps
- Clip on handlebar
- White back light for the speedometer
- Service and battery indicator
- Feature to test the top speed and 0 - 60kmph timing on the digital display
- RTR 180 logo near the clip-on’s
- Wider 110/80-17 rear tyre
Design:
The bike will retain the basic lines of the current RTR, retaining the basic look of a naked sports bike. But with no front scoop this time. And for a good reason too, the front is now going to house a semi-full faring that will expose part of the engine and give it that naked bike look too.
The bike will have a digital speedometer with top speed, 0-60 timer, trips, and other extra functionality plus stunning looks.
Ride and Handling:
The current RTR handles like a charm with loads of feedback from both the front and rear end. TVS won’t make a mistake in the handling department, although the company is looking to keep the setup to a slightly sportier side. With front and rear disk brakes and a proposed mono-shock we have a new dream bike in development here.
Rumours are that TVS might be going overboard with the weight distribution and balancing and we might have a surprise exhaust this time.
Engine Specifications:
- Displacement: 180cc
- Engine: 4 Stroke, EFi
- Maximum Power: 17.3 Bhp
- Maximum Torque: 16.5
- Gears: 5 Speed
- Clutch: Wet, Multi Plate
- Bore: 0
- Stroke: 0
- Engine Block Material: Iron Block
- Chassis Type: Double Cradle
- Cooling Type: Air Cooling
Dimensions:
- Length: 2020.00 mm
- Width: 730.00 mm
- Height: 1100.00 mm
- Weight: 140.00 kg
- Ground Clearance: 180.00 mm
- Fuel Tank: 16.00 ltrs
- Wheelbase: 1300.00 mm
- Headlamp: 12V 35/35W Halogen HS1, Clear lens with MFR
- Wheel Type: Mag Alloys
- Tubeless: True
- Colors: Yellow, Matt Grey & Red
Expected Price:
75,000 to 1,00,000
Expected Launch:
May 2009
TVS Apache RTR 180cc Bike 'Menace' Photos - (Same As 160cc) :
TVS Apache RTR 180cc bike will be in the sporty look as of the 3rd generation TVS Apache RTR 160cc, 0-60 km/hour timings, and digital speedometer with top speed.
Features of the TVS Apache RTR 180cc bike include:
- Petal-shaped disc brakes
- Bigger RTR sticker on the tank scoops
- Naked chain cover
- LED tail lamps
- Clip on handlebar
- White back light for the speedometer
- Service and battery indicator
- Feature to test the top speed and 0 - 60kmph timing on the digital display
- RTR 180 logo near the clip-on’s
- Wider 110/80-17 rear tyre
Design:
The bike will retain the basic lines of the current RTR, retaining the basic look of a naked sports bike. But with no front scoop this time. And for a good reason too, the front is now going to house a semi-full faring that will expose part of the engine and give it that naked bike look too.
The bike will have a digital speedometer with top speed, 0-60 timer, trips, and other extra functionality plus stunning looks.
Ride and Handling:
The current RTR handles like a charm with loads of feedback from both the front and rear end. TVS won’t make a mistake in the handling department, although the company is looking to keep the setup to a slightly sportier side. With front and rear disk brakes and a proposed mono-shock we have a new dream bike in development here.
Rumours are that TVS might be going overboard with the weight distribution and balancing and we might have a surprise exhaust this time.
Engine Specifications:
- Displacement: 180cc
- Engine: 4 Stroke, EFi
- Maximum Power: 17.3 Bhp
- Maximum Torque: 16.5
- Gears: 5 Speed
- Clutch: Wet, Multi Plate
- Bore: 0
- Stroke: 0
- Engine Block Material: Iron Block
- Chassis Type: Double Cradle
- Cooling Type: Air Cooling
Dimensions:
- Length: 2020.00 mm
- Width: 730.00 mm
- Height: 1100.00 mm
- Weight: 140.00 kg
- Ground Clearance: 180.00 mm
- Fuel Tank: 16.00 ltrs
- Wheelbase: 1300.00 mm
- Headlamp: 12V 35/35W Halogen HS1, Clear lens with MFR
- Wheel Type: Mag Alloys
- Tubeless: True
- Colors: Yellow, Matt Grey & Red
Expected Price:
75,000 to 1,00,000
Expected Launch:
May 2009
TVS Apache RTR 180cc Bike 'Menace' Photos - (Same As 160cc) :
TVS Apache RTR 180cc Video:
Slot MiniAuto Issue #55
SLOT MINIAUTO 55 – MAY
The new Lancia Delta S4 of Scx is the cover protagonist of SlotMiniAuto in May. On the inside you can find the track tests of the new Racer Alfa Romeo 33 / 3, the Jim Hall Chevrolet Camaro Chaparral by Scalextric, the Aston Martin DB3S Coupé of MMK and a test for the Ninco Lightning Acura LMP. Also, for Le Mans race fans, the Porsche 914-6 participating in early 1970 editions.
You can also read the presentation of the new SCX Nascar Pro, new japanese GSlot models, Honda and Toyota, the Mazda 787B of French Le Mans Miniatures, and the Vaillante VS61 of Proto Slot Kit, based on Jean Graton’s Michel Vaillant stories.
(More information on www.revistasprofesionales.com)
SLOT MINIAUTO 55 - MAYO
El nuevo Lancia Delta S4 de Scalextric es el protagonista destacado de la portada de SlotMiniAuto del mes de mayo. En el interior se pueden encontrar las pruebas en pista de los nuevos Alfa Romeo 33/3 de Racer, el Chevrolet Camaro de Jim Hall reproducido por Superslot, el Aston Martin DB3S Coupé de MMK y una toma de contacto del Acura LMP Lightning de Ninco. También, para los amantes de Le Mans, los Porsche 914-6 que participaron en las ediciones del 70 y 71.
Además se puede leer la presentación de los nuevos Nascar Pro de SCX, los nuevos modelos de GSlot, el Mazda 787B de Le Mans Miniatures, y del Vaillante VS61 de Proto Slot Kit.
(Más información en www.revistasprofesionales.com)
550hp Chevrolet Matiz
General Motors has no idea that their baby Chevrolet Matiz is now capable of slaying their greatest giant the Corvette. It's not an officially-manufactured car but it will take care of some serious supercars in any straight-line battle. Created by Fourdin Auto Sport founder, Yves Fourdin, and a few friends, this Matiz was the result of 1,500 hours of hard work by people who are not even engineers but motorsport enthusiasts. Best of all they used no computers for their achievement. Using the Matiz as a base, Fourdin and his team installed a 7.0-litre V8 straight out of a Corvette Z06. It makes 550hp (404kW) to blast the Matiz from 0 - 100km/h in a swift 3.7 seconds. The 0 - 200km/h time is 10.94 seconds while terminal velocity is 260km/h (162mph).
No details on its track performance were released so there's no telling how it takes to corners, bar a glimpse of it taking that long curve on the video. The car was finished in August 2008 and is currently being shown at the International Racing Show Liège in Belgium.
Hartge Reveals BMW M3 Aerodynamic kit
Previously tuning house HARTGE had released a full range of accessories for the BMW M3 that include aluminium pedals, an aluminium handbrake handle and HARTGE gear knob. A new range of exterior accessories is now available from HARTGE. Listed are a front spoiler lip, carbon add-ons for the front spoiler lip, and side sills for both right and left rear. This applies to both the coupe (codename E92) and convertible (E93). A rear diffuser and a lip for the boot lid are also offered but only for the M3 sedan and coupe, not for the convertible. The exterior side mirrors get a set of carbon casings. Side profile pictures are not available at this point.
The current BMW M3 comes only in three body types; a coupe, a convertible and a sedan. There's no word on a Touring wagon version. It uses a naturally aspirated 4.0-litre V8 engine to produce 420hp (309kW) and 400Nm of torque.
Mazda RE-Amemiya Genki 7
Isami Amemiya founded RE Amemiya Car Company in Chiba, Japan way back in 1974. The tuning company has been specialising in the modification of cars fitted with the rotary engine. For a long time these have been exclusively Mazda RX-7s. At this year's Tokyo Auto Salon RE Amemiya presents the Genki7. The Genki7 is built from an RX-7 and it apparently features an engine tuned by long-time RE Amemiya collaborator GReddy. No numbers were tossed alongside the pictures apart from the claim that the engine will help the Genki7 "leave everyone behind".
UK Garage Presents Lotus Extrema
Italian tuner UK Garage is presenting its latest project, the Lotus Exige-based Extrema. UK Garage works on such names as TVR, Noble and Radical. Plenty of work has gone into the Extrema from when it was an Exige up until its current format. Beginning with engine, buyers are spoiled for choice as they wade through a list that comprises exclusively of GM powerplants. At the entry point is a 2.6-litre with 360hp (265kW) followed by a 2.8-litre making 450hp (331kW) or a 560hp (412kW) 3.4-litre version. All three use a PowerTech V8 engine weighing 95kg. With this engine total vehicle mass does not exceed 750kg.
Moving to the next menu is GM's 2.8-litre V6 turbo that either produces 300hp (221kW) or 350hp (257kW). With this mill fitted the car goes up to 850kg in weight which is still very light. Up the performance ladder is where things get more interesting. UK Garage offers potential customers a register comprised of Chevrolet and Corvette powerplants that will be fitted into their Extremas. Again starting from the bottom there are two Chevrolet LS3s making either 420hp (309kW) or 500hp (368kW) each. At this level weight goes up a notch to about 970kg.
Those who long for absolute Extrema grunt, the 513hp (377kW) LS7 or the LS9 found in a Corvette ZR1 with 647hp (476kW) can be selected. This time vehicle mass reaches 1,000kg. This particular combination allows the Extrema to reach 100km/h from standstill in 2.8 seconds, 0 - 200km/h in 7 seconds and top off at 320km/h. Gearshifts are taken care of courtesy of either a manual or a sequential transmission system.
The Extrema has an aluminium chassis, and buyers can have either fiberglass or a kevlar-carbon composite body fitted. The body has been lengthened by some 20cm to accommodate these big engines. It has also been widened for the bigger tyres and equipped with an adjustable suspension system.
All this comes at a price of €66,000 including taxes for the baseline model while road-legal conversions can be made at extra cost.
2009 Seat Exeo Review
Overview
To the untrained eye it's hard to tell the difference between the new Seat Exeo and the current Audi A4. The front and rear light clusters and, of course, the badge give the game away.
With this in mind the ordinary family saloon buyer looking to cut costs may consider the Exeo a wise choice. Indeed, the 2.0 TDI PS Sport we tested costs £19,230 whereas the equivalent Audi A4 TDI retails at £23,425 - over £4,000 more expensive.
This car, however, is based on the previous-generation A4, first built in 2001. It's not a cynical rebadging exercise, though: Seat has taken the trouble of changing 30% of the parts.
It's not a direct rival to the current A4 anyway - it's taking on the likes of the Ford Mondeo and the Vauxhall Insignia, and it's hard not to be seduced by the thought that you are getting Audi quality for Seat money. Prices start at £17,735 for the generously equipped entry-level Exeo and that's pretty competitive when you compare it the base-spec Mondeo which starts at just over £17,390. It's here the Exeo starts to make sense.
The Exeo uses the new generation of Volkswagen engines so it's not been short-changed. The old noisy, lethargic and unrefined pumpe duse diesel engines makes way for a torquey 2.0-litre common-rail engine and there's also a smooth-revving 2.0-litre in the line-up. So are you really getting Audi quality at Mondeo money? Read on to find out.
With this in mind the ordinary family saloon buyer looking to cut costs may consider the Exeo a wise choice. Indeed, the 2.0 TDI PS Sport we tested costs £19,230 whereas the equivalent Audi A4 TDI retails at £23,425 - over £4,000 more expensive.
This car, however, is based on the previous-generation A4, first built in 2001. It's not a cynical rebadging exercise, though: Seat has taken the trouble of changing 30% of the parts.
It's not a direct rival to the current A4 anyway - it's taking on the likes of the Ford Mondeo and the Vauxhall Insignia, and it's hard not to be seduced by the thought that you are getting Audi quality for Seat money. Prices start at £17,735 for the generously equipped entry-level Exeo and that's pretty competitive when you compare it the base-spec Mondeo which starts at just over £17,390. It's here the Exeo starts to make sense.
The Exeo uses the new generation of Volkswagen engines so it's not been short-changed. The old noisy, lethargic and unrefined pumpe duse diesel engines makes way for a torquey 2.0-litre common-rail engine and there's also a smooth-revving 2.0-litre in the line-up. So are you really getting Audi quality at Mondeo money? Read on to find out.
Reliability and Quality
The previous-generation Audi A4 was a pretty solid car, so we think it's fair to assume your shiny new Exeo will stay bolted together for years to come. The cabin is of a decent quality but we did get a rather annoying rattle from the alloy trim on the gearlever.
The mechanicals and exterior quality should stand the test of time if customer satisfaction surveys are a guide. In the 2008 JD Power Survey the A4 finished 20th out of 100 models - not bad- but Seat finished 21st out of 28 brands - not particularly good. Still, we think the A4 result gives a more accurate picture for the Exeo.
The mechanicals and exterior quality should stand the test of time if customer satisfaction surveys are a guide. In the 2008 JD Power Survey the A4 finished 20th out of 100 models - not bad- but Seat finished 21st out of 28 brands - not particularly good. Still, we think the A4 result gives a more accurate picture for the Exeo.
On the road
There are three engines on offer with the Seat Exeo: a 2.0-litre 140bhp common-rail diesel, a 170bhp diesel and a 197bhp turbocharged 2.0-litre petrol.
We tested the 140bhp diesel and came away extremely impressed with the low-down pull - the maximum torque of 236lb-ft is delivered as low as 1,750rpm, ideal for A-road cruising and more than adequate for town driving. It will take you from 0-62mph in 9.2 seconds and then all the way up to a top speed of 133mph and that's on par with a similar powered Ford Mondeo and even a BMW 3-Series.
The 170bhp does 0-60mph in 8.4 seconds with a top speed of 142mph and the petrol will complete the benchmark sprint in 7.3 seconds and top out at 149mph.
Handling-wise the Exeo is pretty predictable: dynamically it's not in the same league as the Mondeo and 3-Series, but it's acceptable and you'd have to be a picky travelling salesman to start complaining to the fleet manager about it. Turn in and the car will respond nicely - it's not prone to too much body lean because the springs are rather firm. But it feels safe and secure and it's only when you are charging into a corner that you'll start to experience any levels of understeer.
The old A4's steering didn't feel particularly precise but the new Servotronic power has helped things on the Exeo. There's a bit more weight now to give you more confidence behind the wheel.
The brakes have a nice progressive feel but the gearchange is fractionally notchy at times, particularly if you are going down from third to second.
We tested the 140bhp diesel and came away extremely impressed with the low-down pull - the maximum torque of 236lb-ft is delivered as low as 1,750rpm, ideal for A-road cruising and more than adequate for town driving. It will take you from 0-62mph in 9.2 seconds and then all the way up to a top speed of 133mph and that's on par with a similar powered Ford Mondeo and even a BMW 3-Series.
The 170bhp does 0-60mph in 8.4 seconds with a top speed of 142mph and the petrol will complete the benchmark sprint in 7.3 seconds and top out at 149mph.
Handling-wise the Exeo is pretty predictable: dynamically it's not in the same league as the Mondeo and 3-Series, but it's acceptable and you'd have to be a picky travelling salesman to start complaining to the fleet manager about it. Turn in and the car will respond nicely - it's not prone to too much body lean because the springs are rather firm. But it feels safe and secure and it's only when you are charging into a corner that you'll start to experience any levels of understeer.
The old A4's steering didn't feel particularly precise but the new Servotronic power has helped things on the Exeo. There's a bit more weight now to give you more confidence behind the wheel.
The brakes have a nice progressive feel but the gearchange is fractionally notchy at times, particularly if you are going down from third to second.
Safety and Security
The 2001 Audi A4 secured 4 stars out of 5 for adult occupant protection and 1 star out of 4 for pedestrian safety in the Euro NCAP crash tests. That's not too shabby for a 2001 car but the game has moved on and there are now better-performing four-doors out there including the BMW 3-Series, Ford Mondeo and Vauxhall Insignia.
Stability control with electronic brake assist is standard as are front, side, and passenger airbags. Front active head restraints are also standard-fit.
An alarm and immobiliser are also included on the Seat Exeo's standard equipment list.
Stability control with electronic brake assist is standard as are front, side, and passenger airbags. Front active head restraints are also standard-fit.
An alarm and immobiliser are also included on the Seat Exeo's standard equipment list.
Running Costs
Thankfully the VW group diesels are refined and frugal. Official fuel consumption for the 140bhp version is 51.4mpg and that compares well with rivals. The 170bhp diesel returns 48.7mpg and the petrol 36.7mpg. Emissions levels are reasonable: the lower-powered diesel emits 143g/km of carbon dioxide which will put you in the Band F for road tax. The 170bhp emits 153g/km (Band G) and the petrol 179g/km (Band I).
Insurance will be affordable since the diesel models in groups 12 and 13. A group 14 rating for the high-powered petrol version should keep premiums low.
You won't pay a king's ransom if you choose the Exeo as a company car: Benefit-in-Kind rates are pegged at 19 % for the 140bhp diesel, 21% for the 170bhp diesel and a very affordable 23% for the petrol model.
Insurance will be affordable since the diesel models in groups 12 and 13. A group 14 rating for the high-powered petrol version should keep premiums low.
You won't pay a king's ransom if you choose the Exeo as a company car: Benefit-in-Kind rates are pegged at 19 % for the 140bhp diesel, 21% for the 170bhp diesel and a very affordable 23% for the petrol model.
Comfort and Equipment
The benefits of having an Audi A4 as a base are obvious as soon as you step inside the Exeo - this is probably the best cabin of any Seat. All the controls and switches respond with a satisfying thunk and the layout is no-nonsense and logical. All the materials look and feel decent and the addition of chrome on the rotary dials and the more aesthetically pleasing chromed circular vents offering an overall feeling of quality.
Fire up the Exeo and there's a slight sense of disappointment. The common rail diesel engine is noisy and rumbly, which is especially tiresome when you're pootling around town. It does settle down once you get up to motorway speeds, though.
The ride, although fidgety at times, is compliant and nicely balanced to give you reasonable comfort levels when cruising. The driving position is a little low but the seats are comfy and there's plenty of legroom and headroom available in the front and the back. Wind and road noise is well contained.
You can fold the rear seats down to get more space from the 460-litre boot. We stuck three golf bags in there with no problem with two rear seats folded down.
Base models get stability control, cruise control, electric windows and mirrors, split-folding rear seats, CD player and climate control.
Fire up the Exeo and there's a slight sense of disappointment. The common rail diesel engine is noisy and rumbly, which is especially tiresome when you're pootling around town. It does settle down once you get up to motorway speeds, though.
The ride, although fidgety at times, is compliant and nicely balanced to give you reasonable comfort levels when cruising. The driving position is a little low but the seats are comfy and there's plenty of legroom and headroom available in the front and the back. Wind and road noise is well contained.
You can fold the rear seats down to get more space from the 460-litre boot. We stuck three golf bags in there with no problem with two rear seats folded down.
Base models get stability control, cruise control, electric windows and mirrors, split-folding rear seats, CD player and climate control.
Used Value
Used prices for the Exeo are unlikely to be in the same league as the current Audi A4, but Seat still performs pretty well in the second-hand market.
The 140bhp 2.0-litre diesel will be the pick of the bunch and we expect it to retain between 38-40% of its original value after three years/36,000 miles. That trumps the 2.0-litre diesel Ford Mondeo's 35% residual value.
The 140bhp 2.0-litre diesel will be the pick of the bunch and we expect it to retain between 38-40% of its original value after three years/36,000 miles. That trumps the 2.0-litre diesel Ford Mondeo's 35% residual value.
2009 Seat Exeo Review
Overview
To the untrained eye it's hard to tell the difference between the new Seat Exeo and the current Audi A4. The front and rear light clusters and, of course, the badge give the game away.
With this in mind the ordinary family saloon buyer looking to cut costs may consider the Exeo a wise choice. Indeed, the 2.0 TDI PS Sport we tested costs £19,230 whereas the equivalent Audi A4 TDI retails at £23,425 - over £4,000 more expensive.
This car, however, is based on the previous-generation A4, first built in 2001. It's not a cynical rebadging exercise, though: Seat has taken the trouble of changing 30% of the parts.
It's not a direct rival to the current A4 anyway - it's taking on the likes of the Ford Mondeo and the Vauxhall Insignia, and it's hard not to be seduced by the thought that you are getting Audi quality for Seat money. Prices start at £17,735 for the generously equipped entry-level Exeo and that's pretty competitive when you compare it the base-spec Mondeo which starts at just over £17,390. It's here the Exeo starts to make sense.
The Exeo uses the new generation of Volkswagen engines so it's not been short-changed. The old noisy, lethargic and unrefined pumpe duse diesel engines makes way for a torquey 2.0-litre common-rail engine and there's also a smooth-revving 2.0-litre in the line-up. So are you really getting Audi quality at Mondeo money? Read on to find out.
With this in mind the ordinary family saloon buyer looking to cut costs may consider the Exeo a wise choice. Indeed, the 2.0 TDI PS Sport we tested costs £19,230 whereas the equivalent Audi A4 TDI retails at £23,425 - over £4,000 more expensive.
This car, however, is based on the previous-generation A4, first built in 2001. It's not a cynical rebadging exercise, though: Seat has taken the trouble of changing 30% of the parts.
It's not a direct rival to the current A4 anyway - it's taking on the likes of the Ford Mondeo and the Vauxhall Insignia, and it's hard not to be seduced by the thought that you are getting Audi quality for Seat money. Prices start at £17,735 for the generously equipped entry-level Exeo and that's pretty competitive when you compare it the base-spec Mondeo which starts at just over £17,390. It's here the Exeo starts to make sense.
The Exeo uses the new generation of Volkswagen engines so it's not been short-changed. The old noisy, lethargic and unrefined pumpe duse diesel engines makes way for a torquey 2.0-litre common-rail engine and there's also a smooth-revving 2.0-litre in the line-up. So are you really getting Audi quality at Mondeo money? Read on to find out.
Reliability and Quality
The previous-generation Audi A4 was a pretty solid car, so we think it's fair to assume your shiny new Exeo will stay bolted together for years to come. The cabin is of a decent quality but we did get a rather annoying rattle from the alloy trim on the gearlever.
The mechanicals and exterior quality should stand the test of time if customer satisfaction surveys are a guide. In the 2008 JD Power Survey the A4 finished 20th out of 100 models - not bad- but Seat finished 21st out of 28 brands - not particularly good. Still, we think the A4 result gives a more accurate picture for the Exeo.
The mechanicals and exterior quality should stand the test of time if customer satisfaction surveys are a guide. In the 2008 JD Power Survey the A4 finished 20th out of 100 models - not bad- but Seat finished 21st out of 28 brands - not particularly good. Still, we think the A4 result gives a more accurate picture for the Exeo.
On the road
There are three engines on offer with the Seat Exeo: a 2.0-litre 140bhp common-rail diesel, a 170bhp diesel and a 197bhp turbocharged 2.0-litre petrol.
We tested the 140bhp diesel and came away extremely impressed with the low-down pull - the maximum torque of 236lb-ft is delivered as low as 1,750rpm, ideal for A-road cruising and more than adequate for town driving. It will take you from 0-62mph in 9.2 seconds and then all the way up to a top speed of 133mph and that's on par with a similar powered Ford Mondeo and even a BMW 3-Series.
The 170bhp does 0-60mph in 8.4 seconds with a top speed of 142mph and the petrol will complete the benchmark sprint in 7.3 seconds and top out at 149mph.
Handling-wise the Exeo is pretty predictable: dynamically it's not in the same league as the Mondeo and 3-Series, but it's acceptable and you'd have to be a picky travelling salesman to start complaining to the fleet manager about it. Turn in and the car will respond nicely - it's not prone to too much body lean because the springs are rather firm. But it feels safe and secure and it's only when you are charging into a corner that you'll start to experience any levels of understeer.
The old A4's steering didn't feel particularly precise but the new Servotronic power has helped things on the Exeo. There's a bit more weight now to give you more confidence behind the wheel.
The brakes have a nice progressive feel but the gearchange is fractionally notchy at times, particularly if you are going down from third to second.
We tested the 140bhp diesel and came away extremely impressed with the low-down pull - the maximum torque of 236lb-ft is delivered as low as 1,750rpm, ideal for A-road cruising and more than adequate for town driving. It will take you from 0-62mph in 9.2 seconds and then all the way up to a top speed of 133mph and that's on par with a similar powered Ford Mondeo and even a BMW 3-Series.
The 170bhp does 0-60mph in 8.4 seconds with a top speed of 142mph and the petrol will complete the benchmark sprint in 7.3 seconds and top out at 149mph.
Handling-wise the Exeo is pretty predictable: dynamically it's not in the same league as the Mondeo and 3-Series, but it's acceptable and you'd have to be a picky travelling salesman to start complaining to the fleet manager about it. Turn in and the car will respond nicely - it's not prone to too much body lean because the springs are rather firm. But it feels safe and secure and it's only when you are charging into a corner that you'll start to experience any levels of understeer.
The old A4's steering didn't feel particularly precise but the new Servotronic power has helped things on the Exeo. There's a bit more weight now to give you more confidence behind the wheel.
The brakes have a nice progressive feel but the gearchange is fractionally notchy at times, particularly if you are going down from third to second.
Safety and Security
The 2001 Audi A4 secured 4 stars out of 5 for adult occupant protection and 1 star out of 4 for pedestrian safety in the Euro NCAP crash tests. That's not too shabby for a 2001 car but the game has moved on and there are now better-performing four-doors out there including the BMW 3-Series, Ford Mondeo and Vauxhall Insignia.
Stability control with electronic brake assist is standard as are front, side, and passenger airbags. Front active head restraints are also standard-fit.
An alarm and immobiliser are also included on the Seat Exeo's standard equipment list.
Stability control with electronic brake assist is standard as are front, side, and passenger airbags. Front active head restraints are also standard-fit.
An alarm and immobiliser are also included on the Seat Exeo's standard equipment list.
Running Costs
Thankfully the VW group diesels are refined and frugal. Official fuel consumption for the 140bhp version is 51.4mpg and that compares well with rivals. The 170bhp diesel returns 48.7mpg and the petrol 36.7mpg. Emissions levels are reasonable: the lower-powered diesel emits 143g/km of carbon dioxide which will put you in the Band F for road tax. The 170bhp emits 153g/km (Band G) and the petrol 179g/km (Band I).
Insurance will be affordable since the diesel models in groups 12 and 13. A group 14 rating for the high-powered petrol version should keep premiums low.
You won't pay a king's ransom if you choose the Exeo as a company car: Benefit-in-Kind rates are pegged at 19 % for the 140bhp diesel, 21% for the 170bhp diesel and a very affordable 23% for the petrol model.
Insurance will be affordable since the diesel models in groups 12 and 13. A group 14 rating for the high-powered petrol version should keep premiums low.
You won't pay a king's ransom if you choose the Exeo as a company car: Benefit-in-Kind rates are pegged at 19 % for the 140bhp diesel, 21% for the 170bhp diesel and a very affordable 23% for the petrol model.
Comfort and Equipment
The benefits of having an Audi A4 as a base are obvious as soon as you step inside the Exeo - this is probably the best cabin of any Seat. All the controls and switches respond with a satisfying thunk and the layout is no-nonsense and logical. All the materials look and feel decent and the addition of chrome on the rotary dials and the more aesthetically pleasing chromed circular vents offering an overall feeling of quality.
Fire up the Exeo and there's a slight sense of disappointment. The common rail diesel engine is noisy and rumbly, which is especially tiresome when you're pootling around town. It does settle down once you get up to motorway speeds, though.
The ride, although fidgety at times, is compliant and nicely balanced to give you reasonable comfort levels when cruising. The driving position is a little low but the seats are comfy and there's plenty of legroom and headroom available in the front and the back. Wind and road noise is well contained.
You can fold the rear seats down to get more space from the 460-litre boot. We stuck three golf bags in there with no problem with two rear seats folded down.
Base models get stability control, cruise control, electric windows and mirrors, split-folding rear seats, CD player and climate control.
Fire up the Exeo and there's a slight sense of disappointment. The common rail diesel engine is noisy and rumbly, which is especially tiresome when you're pootling around town. It does settle down once you get up to motorway speeds, though.
The ride, although fidgety at times, is compliant and nicely balanced to give you reasonable comfort levels when cruising. The driving position is a little low but the seats are comfy and there's plenty of legroom and headroom available in the front and the back. Wind and road noise is well contained.
You can fold the rear seats down to get more space from the 460-litre boot. We stuck three golf bags in there with no problem with two rear seats folded down.
Base models get stability control, cruise control, electric windows and mirrors, split-folding rear seats, CD player and climate control.
Used Value
Used prices for the Exeo are unlikely to be in the same league as the current Audi A4, but Seat still performs pretty well in the second-hand market.
The 140bhp 2.0-litre diesel will be the pick of the bunch and we expect it to retain between 38-40% of its original value after three years/36,000 miles. That trumps the 2.0-litre diesel Ford Mondeo's 35% residual value.
The 140bhp 2.0-litre diesel will be the pick of the bunch and we expect it to retain between 38-40% of its original value after three years/36,000 miles. That trumps the 2.0-litre diesel Ford Mondeo's 35% residual value.
Sunday, April 26, 2009
Honda India to Launch 100cc Bike by December 2009
Honda Motorcycle & Scooter India (HMSI) has chartered an aggressive growth path for itself in the fast-growing bike segment. The wholly-owned two-wheeler subsidiary of the Honda Motor Company, Japan plans to launch a 100cc bike by December and introduce five more models in three years with the objective of encashing on the growing opportunities in the bike market.
Confirming the move, Naresh Kumar Rattan, operating head, Sales
& Marketing, HMSI, said, “The bike segment is a good business for us and we would be focusing on it. We expect to grow in the bike space by 25% by next year.” He declined to reveal the details of the new models and the segments they would be considered. “We cannot speak about our upcoming products now.”
HMSI is known for the Honda Activa, its gearless scooter and the intention now is to have a presence in the bike segment where it is a marginal player. The company presently offers three bikes — Unicorn, Shine and Stunner. HMSI has sold over five lakh bikes during the 2008-09 financial year which is up 40% from 2007-08. Overall, HMSI sold 10.7 lakh two-wheelers (bikes and scooters) during FY09. The company has now set itself a target to produce 12.5 lakh two wheelers for 2009-10.
HMSI, recently, has entered the fun bike segment with the launch of the CBR 1000RR Fireblade and CB1000R models — these are at the higher end segment. These are in the Rs 9.5-12.5 lakh price range. The company also has plans to increase its dealership and branches. With the intention to grow in the bike segment, HMSI will be up against Hero Honda where Honda is a joint venture partner.
Today, Hero Honda is the biggest player in the bike segment with a 40% market share. Though HMSI officials say their existing models and those in the pipeline are not in the same segment as that of Hero Honda’s, they will compete for the same customer.
According to the Society of Indian Automobile Manufacturers (SIAM), two wheelers constitute three-fourths of the total number of vehicles sold in the domestic market. Hero Honda is the market leader and is followed by Bajaj and TVS in the domestic market. HMSI is one of the major players in the automatic gear scooter segment. HMSI, on Tuesday, launched a 110cc variant of Honda Activa for the Western market.
Source: economictimes.indiatimes.com
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