Chervolet Compact SUV

Small SUVs are making waves all around the world. Chevrolet announced its Trax a while back & has just revealed more details about its baby SUV.

It might look like a beefed up Beat from afar, but the only thing similar between the two is the familiar family face with the bow tie. What you see here is the all new Trax, a compact SUV that is soon to hit international & the Indian market soon.

"Trax provides Chevrolet an entry into a growing small SUV segment & delivers the flexibility, great fuel economy & car-like handling that urban explorers require," claimed Chevrolet Europe's president & managing director Susan Docherty at the teaser announcement.

Externally, Chevrolet is keeping within its traditional design aesthetic, albeit tailored for a more muscular appearance which the company hopes evokes power while keeping the overall dimensions as compact as possible. Inside, Trax delivers a message of clean sophistication that is complemented by useful convenience features such as an instrument cluster combining digital readouts with analogue displays. Storage amenities in the new Trax are plentiful. Besides a 358-litre boot, they include various bins above & on both sides of the centre stack, as well as a tray under the passenger seat. Further stowage can be made available under the cargo floor.
 The European engine line-up will include a 1.4L turbocharged petrol unit, a 1.6L petrol engine as well as a 1.7L turbo-diesel engine. The AWD system is available on variants that come with the 1.4L turbo petrol or the 1.7L diesel engine. The 1.7L diesel engine will deliver a power output of 130 PS & a maximum torque of 300 Nm. This is the most likely unit that could be selected for the Indian version.

There is also an array of standard passive & active safety systems will ensure that occupants are effectively protected in the event of an accident. Trax will be equipped with six airbags, Electronic Stability Control (ESC) including Hill Start Assist (HSA), Traction Control (TC), an Anti-lock Braking System (ABS) with Electronic Brake Distribution.

With stern competition expected from the likes of the Ford Ecosport which is due pretty soon as well, the compact SUV segment looks all ready to roll. The Trax will debut at the Paris Motor Show & will be sold in more than 140 countries.

Test Drive and Review of New Mitsubishi Pajero Sport

“What, another Pajero? Why? Aren’t there already two different Pajeros on sale in India? & isn’t this Mitsubishi’s fourth SUV?” Questions from car enthusiasts we meet on Delhi’s streets come thick & fast. Sure there’s a lot of respect for the Japanese company & plenty of respect for the Pajero brand name as well, but yes – Pajero, Montero, Outlander & now a Pajero Sport – that’s a lot of SUVs, which is puzzling. Of course the real reason the Pajero Sport exists is to take on competition like the Fortuner & Endeavour. It’s all about delivering as much SUV as you can on a budget. All three are based on light pick up trucks sold en masse in Thailand, each is similarly specified and, all of them have attained their fair share of success in the region. The Pajero Sport, importantly, is also a thoroughly modern, up to the minute, common rail diesel equipped SUV; something HM Mitsubishi’s mountain goat, the Pajero, certainly isn’t. Put simply, what Mitsubishi is trying to do is deliver a Montero like package at a Pajero like price; that’s as close as you can get to a surefire recipe for success in India.

Under the microscope

Mitsubishi hasn’t done as well as it could have in India & so it’s easy to forget how impressive the company is with SUVs. Sure, the Japanese company makes some very capable compacts, saloons, & sports cars, & some of them are exceptional too, but it’s the SUVs that get special attention at Mitsubishi. They are thoroughly engineered, the company’s knowledge base on off roaders is second to none & Mitsubishi is hungry for success.

So hungry, in fact, that its designers have lifted the nose section right off the Pajero Evo rally car & grafted it directly onto the new Pajero Sport. The grille & headlights are aligned in a single narrow band, the massive wheel arches on either side provide plenty of excitement & the gaping chasm below the bumper gives the SUV a tough, purposeful look. The cabin gets tighter & tapers towards the   rear, the taillights are attractive & the Sport sits so high on its springs, it looks like it’s been given an aftermarket suspension job. Overall proportions, however, aren’t great, as the stubby nose & large cabin don’t exactly gel.

Delve deeper & you come across the modified Triton truck chassis on which the engine, transmission, transfer cases & body are all bolted. Suspension at the front is handled by double wishbones, there are stout anti roll bars at both ends (important considering how high off the ground this car sits) & the non independent rear uses a three link setup. Mitsubishi’s ‘Super Select’ transfer case allows you to shift from two wheel drive high to four wheel drive high on the move (upto speeds as high as 100kph), & you can uniquely lock the centre diff in both four wheel high & four wheel low.

I step into the cabin & am pleasantly surprised. The dash is beautifully designed, good use has been made of the numerous textures & colours, & the quality of some of the bits is surprisingly good as well. The leather covered steering wheel, for example, is superbly crafted, the doorpads look like they are from a more expensive SUV, & the central console with its multi information display both looks good & has plenty of useful information on offer. Both the driver & passenger get powered seats, thigh & back support are good up front & there’s even plenty of legroom for tall passengers in the second row. Those sat in this row can also adjust the angle of the backrest, their thighs are well supported & visibility from the back is pretty good too. The Sport does feel a bit narrow though, & that means sitting three abreast is not as comfortable as it could have been. & while access to the third row is relatively easy & the middle row seats flip beautifully upon pulling a lever, the space in the rear is only really useable by children. The cabin has plenty of storage, especially, in & around the central console, & there’s even space for some luggage in the rear.

A question of Sport

The Pajero Sport’s 2.5 litre diesel may be smaller than its competitors, but what it loses in capacity it more than makes up for in specific output. Its 176bhp is very similar to the 168bhp put out by the Toyota Fortuner’s larger 3.0 litre engine & acceleration & performance are pretty similar as well. The Mitsubishi’s variable geometry turbo has been tuned with performance in mind & after a small amount of vibration & some initial lag, power is delivered in a strong & steady stream all the way from 1800 to 4500rpm. The engine feels very smooth in the mid range, there is considerable punch when you keep your foot pinned down, & after 100kph the Sport pulls away from its rivals with effortless ease. The engine is also particularly effective on the highway. As long as you are somewhere in the mid range, there’s always plenty of punch available for overtaking. & because the motor always seems to have more to give, performance really does feel quite effortless. This is clearly Mitsubishi’s best diesel engine yet. What’s also impressive is the integration of the gearbox, the short gearing masking a bit of the turbo lag. The gearbox does have a typically long throw, but it’s light to operate & gears slot in perfectly every time. This helps when you want to go a gear lower in traffic.

With so much daylight between the wheels & the wheel arches, the Pajero rides well on its tall springs as well. You can drive the Sport through some of the largest craters around & the suspension will take it in its stride. Come to think of it, this would be an ideal car in which to tackle long stretches of  broken tarmac, the rubber footed suspension just soaking everything up. Stability at speed is surprisingly good too. It feels perfectly calm & composed, even at triple digit speeds speeds, small directional changes are executed with little vagueness or lag, & the well weighted brakes allow you to bleed speed in a drama free manner too. Also impressive is the feelsome steering. It does feel a bit weighty at parking speeds, but as soon as you are up & running, the feel & feedback are exactly what you want. But while the Sport does have a reasonable amount of grip in corners & the feedback from the steering is good, it feels too top heavy to corner with confidence. It’s the tall, off road suspension setup that’s to blame. So the best way to tackle corners is to slow right down, gently tip the car in, & allow it to follow a smooth line out.

Executive Briefing

The Pajero Sport has a lot going for it. It has a strong diesel engine, a spacious & comfortable cabin, & impressive levels of fit & finish. It is well specified & comes from a long line of successful Mitsubishi SUVs. What might let it down though, is that at Rs 23.5 lakh (ex showroom, Delhi), it is approximately Rs 2.5 lakh more than the Toyota Fortuner, which means it is a contender, but a pricey one. Its handling may not be anywhere as sharp as we’d hoped & it can’t be bought with an automatic yet, but looked at as an overall package, it’s impressive enough to take on the best in its class. Mitsubishi & the once popular Pajero sure have come a long way.

Also watch: Mitsubishi Pajero Sport VIDEO REVIEW

Fact File
Price Range (in lakhs)*
Ex showroom price Rs 23.53 lakh (ex Delhi)
Engine
Fuel Diesel
Installation Front, longitudinal, four wheel drive
Power 176bhp at 4000rpm
Torque 40.78kgm at 2000 2500rpm
Transmission
Gearbox 5 speed manual
Dimensions
Length 4695mm
Width 1815mm
Height 1840mm
Chassis & Body
Tyres 265/65R17
Suspension
Front Independent, double wishbone, coil springs, stabiliser bar
Rear non independent, 3 link, coil springs, stabiliser bar
Brakes
Front Ventilated disc
Rear Solid discs
Performance
0 20 1.64
0 40 3.46
0 60 5.63
0 80 8.84
0 100 12.45
0 120 18.04
0 140 25.06
Acceleration in gear
20 80kph in 3rd gear 12.56sec
40 100kph in 4th gear 16.04sec
Economy
Tank size 70 litres

Lamborghini SUV at New York

The concept version of the upcoming Lamborghini SUV will be unveiled at the end of April at the Beijing Auto Show, but some lucky guests   aka select Lamborghini clientele   at the 2012 New York Auto Show were able to get a sneak peek at the concept. Lamborghini tried to keep everything secret until the concept’s official debut in China, but there were some people at the event who decided to share some information.

Those specific event goers reported that the car will have a silhouette similar to the BMW X6 & will be the same size as the Audi Q7. The concept will feature a carbon fiber body kit & LED headlights similar to the ones seen in the Estoque. At the rear, the SUV will feature four trapezoidal exhaust tips integrated in the rear bumper diffuser. The concept sits on a new set of 24" wheels with a carbon fiber design similar to the Aventador J combined with naturally carbon ceramic brakes.

More details about the Lamborghini SUV Concept will be revealed during the car’s official debut in Beijing, so stay tuned!

Mahindra & Mahindra does not rule out SAAB buyout

As part of its aggressive growth strategy, which includes acquisitions like SsangYong & Reva, Mahindra & Mahindra (M&M) could acquire an automobile company that may not be in the SUV space.

Speaking to Autocar India, Pawan Goenka, president – automotive & farm equipment sectors said, “A strategic fit doesn’t mean it has to be an SUV company. A strategic fit may come in different ways like technology, distribution, infrastructure, & assets also”. Goenka was responding to a query on the reported interest of Mahindra & Mahindra in buying bankrupt Swedish car company SAAB.

“The most important thing for us to look at is what would we do that others before us couldn’t do to turnaround a company”, added Goenka. He did not say whether M&M has expressed any interest in buying SAAB or not.

Mahindra & Mahindra will ramp up the XUV 500 production

The stronger response to the XUV500 in the 2nd phase of bookings has encouraged Mahindra & Mahindra to contemplate raising the stunning XUV500’s monthly production capacity to 5000 units per month.

The increased capacity should be installed by August & it will entail an additional investment of approximately Rs 100 crore. The initial installed capacity for the XUV500 was 3000 units in a month but with the current level of demand, that is clearly not enough. M&M has received over 25000 bookings in the 2nd booking window for the XUV500 across 19 cities.

Mahindra & Mahindra is also planning a new low cost SUV which the company hopes to launch by Diwali this year.

Porsche's New baby SUV will be called as Macan

Porsche has revealed the name of new baby SUV. It will be called “Macan”. It was earlier referred by a working name “Cajun”. The German carmaker has also released a teaser image of the new Macan.

According to Porsche, the name Macan is derived from the Indonesian word for tiger & combines suppleness, power, fascination & dynamics which will be the core characteristics of this new SUV.  The Macan is part of Porsche’s new model strategy known internally as “Strategy 2018”.

The Macan SUV will be manufactured in Porsche’s Saxony production line in Leipzig, Germany in 2013. This plant is being expanded into a fully fledged production unit including body assembly line & paint shop with an investment of 500 million Euros. This makes it one of the biggest building projects in Porsche’s corporate history. With this expansion, there will be an addition of 1,000 new jobs as well. The Macan will be the 5th model in Porsche line up & will be based on Audi Q5 which is manufactured red at Bratislava.

Porsche describes the Macan as an “entry model” & said it would “attract new & even younger customers to the premium brand along with the Boxster”; such a statement points to a starting price in the same as mid range Q5s. The Cajun’s engine options are likely to start with a four cylinder, turbocharged powerplant & include V6 petrol & diesel engines, plus a hybrid.

Test Drive and Review of New Safari Storme

Since Its launch 14 years ago at the 1998 Auto Expo, the Safari has soldiered on pretty much unchanged. Sure it’s had its fair share of upgrades – two engine upgrades, minor facelifts, more equipment – but it’s essentially remained the same under the skin. So, when the covers came off amid much fanfare at the Auto Expo, the first impression was one of huge disappointment. We were all expecting the new Safari to look, well… new. But sadly, the Storme’s looks are nothing more than a face lift, & it’s not a significantly more handsome one at that. More of the same wine, then?

Dig deeper though & you will find serious changes. In fact, the underpinnings are all new. The old Safari’s ladder frame chassis has been ditched for a shortened version of the same modern, ladder frame that underpins the Aria (codename: X2). A 200mm reduction from the Aria’s 2850mm wheelbase (the Storme has the identical 2650mm wheelbase of the older Safari) has actually helped in terms of torsional rigidity & weight. The hydroformed chassis of the Storme is 35kg lighter but at the same time a staggering 45 percent stiffer than the old Safari chassis.

Also improved is the suspension – gone is the old Safari’s torsion beam front end. It’s been replaced by the Aria’s double wishbone & MacPherson struts. Tata has tuned the dampers to suit the Storme’s characteristics. The steering gear is borrowed from the Aria as well & this, along with the 80mm wider track, has helped reduce the Safari’s massive 12m turning circle to a more manageable 10.8m.

People who actually head off road will be pleased to know the Storme 4x4 has a separate transfer case with low ratios & a shift on the fly system, like on the old Safari. Tata has wisely chosen not to go with the Aria’s more road biased full time four wheel drive system. Wrapping up the mechanical changes are calibration tweaks to the 2.2 litre DiCOR motor (power & torque are the same as before) to make it more responsive, & modifications to the G76 five speed manual (it is now called the G76 MkII) for better refinement. These improvements were first effected in the Aria & hence are a carry over to the Storme.

The more obvious changes you can see for yourself. The big, squared off headlights of the old Safari give way to slimmer units housing projector lamps within. Nestled between them is a new, near vertical grey honeycomb grille, which gives the Storme a Land Rover like look. A chrome strip runs above it, livening things up. Completing the front look is the new bumper with a slim air dam which lends it a cleaner, fuss free appearance.

However, changes to the front seem out of sync with the rest of the car & when you move to the side you will be hard pressed to notice  the new cladding & wider side footstep. The rear receives its fair share of changes as well. The twin chrome tipped exhausts add a bit of sportiness to the design, aided by the high mounted spoiler. The spare has been relocated to under the floor from the rear door & the door gets a chrome strip & a grey coloured band to liven things up. With all these changes to the design, the Safari retains its recognisable looks, yet appears more grown up, urban oriented & sportier. But, after 14 years, Tata should have given us nothing short of an all new design.

The cabin however is completely new & quality has been improved as well. Compared to the current car, you could even call the Storme’s cabin plush, & it’s the beige coloured bits that really help in this regard. The plastics are similar in quality to the Aria & even slightly better in places. The new design dash gets a revised centre console with the air conditioner on top & the music system below. However, you only get a single DIN audio system! Why?

The interiors too sport a clean look which is minimalist & mature. Fit & finish, which was the Safari’s bane in the past, has improved considerably and, unlike the previous versions which had uneven panel gaps, there is much less of it here. Although there still are a few uneven gaps in some places, the overall quality is at least a couple of notches higher.

Where the Safari excelled, & still does, is in passenger comfort levels. The sofa masquerading as a rear bench is still one of the best in the business at this price. With acres of legroom on offer, it is still a great place to kick back, relax & let the chauffer deal with the traffic. Even if you are the one driving, the firm front seats will keep you just as comfy & are perfect for those long highway drives. High seating affords a brilliant view of the proceedings ahead & looking down at the tiny hatchbacks from a high perch gives you the feeling of being invincible on the road. Making it easier to drive in the city is the steering system which is not overtly hard to turn at parking speeds & also returns more feedback on the move.

 Armed with a new chassis & now boasting a stiffer suspension, the Safari hasn’t lost the plush ride quality that was its hallmark. Its lighter weight & a firmer setup is obvious when taking on corners, with the Storme exhibiting better body control. The high stance & large dimensions mean it still rolls considerably, but it feels more stable.

The 2.2 litre DiCOR engine makes the same 140bhp as before, but now feels more responsive. Keep the engine revving above the 1700 1800rpm mark, & you will be rewarded with brisk acceleration – brisk for its size, that is. We will, however, have to wait for a proper road test to find out how much quicker it has become. The gearbox the engine is mated to robs you somewhat of the driving pleasure. It isn’t the slickest or easiest to engage, though throws are relatively short & the clutch is lighter than some other SUVs we have experienced. Slowing down a vehicle of Safari’s size needs considerable braking force & the good news is that the Storme now comes with disc brakes all round & is equipped with ABS. Brake feel though reminds us of having stepped in wet mud. They feel spongy, but the Storme comes to a halt without too much drama.

While it may seem like Tata missed an opportunity in not equipping the Safari as lavishly as the Aria – which gets ESP, climate control & GPS navigation – it would have escalated the price considerably. Not something the buyers would have appreciated.

The Safari started life more than a decade ago & over the years has found lots of loyalists. But with competition in the SUV space ratcheted up several notches with the arrival of the XUV500, is the Storme a case of too little too late? After 14 years, they should have brought out a new Safari, body & all.

What you do get is a more modern car under the old skin. So, if Tata manage to keep the price down because they’ve stuck with the old design, then fair enough. The Safari still has enough appeal in it to be attractive.


Fact File
Price Range (in lakhs)*
Ex-showroom price Rs 9-10 (estimated)
Engine
Fuel Diesel
Installation Front, longitudinal
Type 4-cyl, in-line, 2179cc, common-rail, turbo diesel
Bore/stroke 85.0/96.0mm
Power 140bhp at 4000rpm
Torque 32.63kgm at 1700-2700rpm
Transmission
Gearbox 5-speed manual
Dimensions
Length 4650mm
Width 1965mm
Height 1922mm
Wheel base 2650mm
Ground clearance 200mm
Chassis & Body
Tyres 235/70-R16
Suspension
Front Independent, double wishbone, coil springs
Rear non-independent, 5-link with coil springs
Brakes
Front Ventilated discs
Rear discs

Review and Test Drive of new Toyota Camry

In the global scheme of things, the Camry is one of Toyota’s best selling models. It is seen as a sensible family car that is built to last an eternity. However, in India the Camry sells for its size & luxurious appeal. While the Toyota badge is a big draw for many, the lack of a diesel engine has always been the car’s Achilles’ heel. Moreover, being a CBU import, Camry prices have only risen over the years. Little wonder that Toyota has been unable to replicate the Camry’s global success here in India.

While a diesel engine would have immediately brought the Camry back into contention, the fact is Toyota simply doesn’t have the right engine for the job. So if the Camry is to sell with only a petrol engine, it had better cost less. & that is just what Toyota plans to do – reduce the price of the car by assembling it in India. It’s the car that you see on these pages that will be put on sale soon & we recently got to sample it on the outskirts of Delhi.

One glance at the new Camry & it instantly looks bigger & more substantial than the current car, despite the dimensions remaining pretty much the same. Toyota says every single bit of sheet metal is new & more than 90 percent of the parts have been reworked. So, in essence, the car is brand new, but the inescapable fact is it’s based on the same basic platform. Still, the car looks quite attractive & somewhat like a mini Lexus thanks to the angular headlights & big chrome grille. There is also a nice bulge on the bonnet that adds some character to frontal styling. View the Camry from the side & its upward sweeping beltline will catch your attention. The angular tail section is in keeping with modern design trends.

The resemblance to its Lexus brethren carries on in the cabin as well. The interiors are luxuriously appointed with a generous dose of faux wood & leather to have PETA go up in arms. Quality is improved from the earlier Camry but still not near the class benchmark.

The front seats are fully electrically adjustable to get that perfect driving position. What most owners though will be more interested in the rear seats which, we are happy to report, are exemplary in terms of thigh & back support. There is more space now & the neat thing is that the front passenger seat can be moved forward using buttons on the seat back. The buttons are within easy reach of the driver so that the fat cat in the back doesn’t have to move a muscle.

The Camry comes with a four-cylinder 2.5 litre petrol motor featuring Dual VVT-i & its 178bhp output is 11bhp up on the previous 2.4 litre unit. It’s matched to a six-speed automatic gearbox & we don’t expect a manual transmission to be offered when it is launched.

Push the start button & the motor fires up & settles into a barely audible idle. The engine is silky smooth & builds up revs effortlessly. Floor it & the box shifts down after a bit of contemplation & won’t shift up till the redline is reached at 6200rpm. There is also a manual triptronic mode if you want to play boy racer. If only it was in a sportier body; the luxury liner dimensions  of the Camry can’t be expected to handle like a speedboat, & it doesn’t. The Camry felt a bit firmer than before and, though it rolls when cornered, it feels under control & isn’t disconcerting. The steering is also a bit too light & lacks feel, especially at high speeds. The suspension flattens the minor bumps & absorbs broken tarmac, but the car we
drove came with 17-inch wheels, & a switch to 16 inchers & higher profile tyres should further improve the ride, which is not bad to begin with.

While it has never been the fastest or the best handling car in its segment, it is comfortable, luxurious & spacious. When it goes on sale later this year, it should be priced much closer to the competition thanks to CKD assembly, & Toyota has used its arch rival, the Honda Accord, as a benchmark. This may just be the real beginning of the India chapter in the success story that is the Toyota Camry.


Fact File
Price Range (in lakhs)*
Ex-showroom price Rs 23 lakh (est), (ex-showroom, Delhi)
Engine
Fuel Petrol
Installation Front, transverse
Type 4 cyls, in-line, 2494cc
Power 178bhp at 6000rpm
Torque 23.5kgm at 4100rpm
Transmission
Gearbox 6-speed, automatic
Dimensions
Length 4825mm
Width 1825mm
Height 1480mm
Wheel base 2775mm
Chassis & Body
Weight 1510-1540kg
Tyres 215/55 R17
Brakes
Front Ventilated discs
Rear discs

Test Drive and Review of New Mahindra Xylo E9

What you’re looking at is a mid-life facelift of the Xylo & as you can see, there’s not much change to the basic shape. Still, the new look is easier on the eye  &  Mahindra has not messed with the Xylo’s strengths, which are its space, practicality  &  easy-to-use nature.








The changes are mostly limited to the front of the MUV – the new grille, the less pinched bonnet  &  altered headlamps make the Xylo more pleasant to look at. The chin also gets tiny extensions in the form of bolt-on plastic bits  &  a different bumper.

What makes this Xylo look a bit more upmarket are the black plastic wheel-arch extensions  &  there are chrome lined side mouldings. On top you see smart new roof rails  &  matte-black footboards. At the rear, the changes are few — the tail lamps are slightly altered, there’s a discreet spoiler  &  the D-pillar gets black stickering to give it a bit of fizz. So, a pretty standard facelift then.





The insides get a bit of a re-think too. While the dashboard is basically the same, it gets an equipment upgrade  &  this E9 version gets two-tone brown plastics. Mahindra also says that the door handles are now more robust  &  there's more space to stow cups  &  bottles. The seats on the E9 variant come are leather-upholstered, the gearlever is new  &  there’s a new take on the Xylo’s multi-information display. This one also gets steering-mounted audio controls  &  a unique voice command system that allows you to switch on the headlights, wipers  &  even change the radio station by merely voicing the command. It even pipes up if you leave a door ajar, mentioning which specific door you didn’t shut. And, unlike the Apple iPhone’s Siri, it understands the Indian accent quite well. The steering mounted switches also control the new cruise control feature.

Mechanically, the facelift is almost the same as the outgoing Xylo, except this E9 variant gets the 120bhp mHawk engine from the Scorpio. This engine comes mated to a new gearbox, the 5MT320. It uses detent pin technology  &  synchromesh even for reverse to smoother gearshifts  &  is still to debut on Scorpio. The layshaft bearings have also been changed for better efficiency.

All variants below the E9 stick with the 112bhp mEagle motor though,  &  the base versions still come with the taxi-spec m2DI CR motor. Apart from this Mahindra claims that the dampers have been tweaked too.

On our extremely short drive, the Xylo felt much like the old one. It demonstrated a willingness to pull from low revs, was refined when not being pushed  &  felt adequately quick. The five-speed manual is a bit notchy though  &  takes a bit of effort to use, but feels like it will loosen up as the kilometres pile on.

The ride at low speed felt comfy enough though the car did tend to feel unwieldy if you pushed it harder. Our drive was short, so whether the recaliberated dampers  &  bushings for the suspension actually make a significant difference remains to be confirmed.

Prices start at Rs 8.1 lakh for the E4 variant  &  go on to Rs 10.25 lakh for this top-end E9 version. Mahindra says prices if variants have gone up by a maximum of Rs15,000  &  in some cases a pruned equipment list on some mid range variants has caused prices to go down.

As is clear from the prices, Mahindra hasn’t messed with the Xylo’s biggest strength – its value. That it is much easier on the eye than before will only help the Xylo’s cause.

Fact File

Price Range (in lakhs)*

Ex-showroom price

Rs 7.37 (base) to Rs 10.25 lakh (E9)

Engine

Fuel	Diesel
Installation	Front, Longitudinal, rear wheel drive
Type	2.2-litre, 2.5-litre common-rail-diesel.
Power	120bhp, 112bhp

Transmission

Type	5-speed manual

Dimensions

Length	4520mm
Width	1850mm
Height	1895mm
Ground clearance	186mm

Chassis & Body

Weight	1830kg
Tyres	215/75 R15 Tubeless

Suspension

Front	Independent, coil-springs, double wishbone type with Anti-roll bar
Rear	Five-Link, coil springs

Steering

Type	Power-Assisted rack  &  pinion
Type of power assist	Hydraulic

Brakes

Front	Ventilated Discs
Rear	Drums

Economy

Tank size

55-litres

In the second phase the XUV500 gets more then 25,000 bookings

Mahindra has recently announced that it has received more than 25,000 bookings for its most popular XUV500 SUV in the 2nd phase of bookings. Due to overwhelming demand – over 8,000 bookings ­– the company closed bookings just 10 days after the October 2011 launch, but reopened them on January 25, 2012. The new bookings have been registered from between then & February 3 from across 19 cities i.e. Mumbai, Delhi, Chennai, Bangalore, Pune, Hyderabad, Kolkata, Ahmedabad, Chandigarh/Panchkula, Ludhiana, Jallandhar, Patiala, Kochi, Trivandrum, Calicut, Trissur, Coimbatore, Nagpur & Nasik.

Mahindra had initially offered the XUV500 at a attractive introductory price to attract buyers – a tactic also recently adopted by Maruti for the new Swift Dzire – but has still been flooded with the orders, despite raising prices when bookings reopened in the last month. Since the phase 2 bookings have exceeded more than 7,200 Mahindra has decided to use a draw system to ensure an unbiased allocation of the cars. The draw will be validated by Deloitte Touche Tohmatsu India & there are more details on the terms, conditions & the draw process at the car's website – http://www.mahindraxuv500.com

Audi confirms about the new Lamborghini SUV

Codenamed LB736, will be powered by  retuned new V10 engine, whose production will be limited to only 1500 units in one year.

Lamborghini is close to unveiling a dramatically styled & luxuriously equipped SUV concept which previews its long touted third model line, a senior source at parent company Audi has confirmed about that.





This SUV concept is set to getting its 1st public airing in Beijing motor show in this April. The production of the car version will go on to join a successor to today’s Gallardo & the recently introduced Aventador in what will be at least a 3 strong Lamborghini line up in 2016.

“I can’t comment in detail, but the speculation in the press is largely correct,” a source said about the reports outlining Lamborghini’s plan to gauge a public response to a LM002 successor with the SUV concept.

Conceived as a upmarket rival of the likes of the Maserati Kubang & soon to be confirmed Bentley SUV, the new Lamborghini is set to sell in small numbers are likely to be fewer than 1500 units an year. Prime markets for performance orientated 4 wheel drive will be US, the Middle East & China.

Nothing is official but it is suggested that the 5000 mm long 4 seater will be a retuned version of  Gallardo’s 5.2-litre V10 petrol engine. A hybrid version is also envisaged. It is said that to combine the standard V10 engine with a electric motor & a lithium ion battery pack.

It is known by a internal codename LB736, the new SUV is expected to share its underpinnings with the next generation Audi Q7, it is also set to provide the basis for the new Bentley off roader. This is so called MLB structure is already undergoing an intensive development at Audi & will be subjected to a dramatic weight reduction programme. As a result the Lamborghini’s new SUV will come under 2000kg.

An unprecedented fourth model is still under consideration — a low-slung four-door saloon, previewed by the well received Estoque concept first seen at the 2008 Paris show. Our source said it “shouldn’t be ruled out as a further addition to the line-up, should studies reveal there is a market for such a car”.