USELESS FEATURES IN A MODERN CAR

What is the most useless feature in your car? It’s a loaded question that can lead to hours & hours of debate. Offering a longer list of features to attract more customers is an old trick for car manufacturers. Among the many features that a car comes fully loaded with, we wonder what they are doing in your car, because some are completely useless. Here is our compilation, but a lot of cars still come equipped with these features.

COIN HOLDER: 

This was designed originally for vehicles intended to be sold in the developed countries. As the name states, it is meant for storing coins in an easily accessible place so that you can quickly drop them in the parking meters. But we don’t have parking meters in India. This feature will come handy only if you like to distribute your coins at traffic signals. But considering today’s inflation, offering coins to a beggar is like giving peanuts.

COMPASS: 

With GPS kits from different manufacturers available off-the-shelf  across models and price range, who needs a compass? Updates for the maps are also launched regularly to help one navigate down to a particular street or restaurant. There are navigation apps available even on smartphones. Unless Rambo is at the wheel, why should a vehicle need a compass on the dashboard?

CRUISE CONTROL: 

In Obama country, cruise control is used during inter-city journeys to stay under the strict speed limit and prevent getting a ticket. On an autobahn it reduces the stress of driving. But in India this expensive piece of electronic wizardry is as useful as a bicycle is to a fish.

DAYTIME RUNNING LIGHTS: 

This was first mandated in Scandinavian countries where it is often dark during daytime hours, in interests of safety. But in our sunny country, it is not just a useless but a rather irritating feature to have on your vehicle. Unless you enjoy the attention of bystanders, passing vehicles and general people signaling to you that your headlight is on.

FIRST AID KIT: 

Why does this most important piece of kit figure in the most useless list? Because most first-aid kits in cars do only lip service to the purpose of an actual first-aid kit. Do yourself a favour — put together your own medical and first-aid kit and keep it in the car’s glovebox.

REAR SPOILER: 

On cars meant to be driven on closed circuits, a spoiler is important because it is aerodynamically styled to provide the vital downforce necessary to generate more grip from the tyres. But on a family road saloon or hatch, all it does is declare that you are just a wannabe racer. If you belong to this breed, you most probably think that spinner wheels are cool too.

ROOF RAILS: 

We assume Indian car makers see the roof rail as a styling feature rather than a utility feature. Frankly, how often do we see a car with a ski or a bicycle or a kayak mounted atop a car? Anyway, how useful is a roof rail in a small hatch?  

SUNGLASS HOLDER: 

If you wish to utilise this feature in your car, you’d better buy a sunglass that fits the holder. Larger-sized sunglasses don’t fit into most holders. Maybe you could keep other knick-knacks in it.

SUNROOF: 

In our country, it can be used by little boys and girls to stick their heads out from when daddy takes them for an after-dinner ice-cream. During the day, an open sunroof can be a tempting target for a paan- spitting passenger of a passing bus. Unless you bought it for the kids, a sunroof in India is as useless as a windshield wiper in a submarine.

TEMPERATURE GAUGE: 

Once upon a time, the morning ritual included topping up the water in the radiator and keeping an eye on the temperature gauge, especially in summer. While some car makers have abandoned this relic in favour of a warning light, others continue to toe the line of tradition.

ICONIC GAME CHANGING CARS OF INDIAN AUTOMOTIVE MARKET

PREMIER PADMINI: 1964

Premier Padmini was manufactured in India between 1964 to 2000 by Premier Automobiles Limited under license from Fiat. This car was initially marketed as the Fiat 1100 Delight and was later christened as the  Premier Padmini in 1973. The Fiat 1000D debuted in India in 1964 with a  carburetted 1,089 cc four-cylinder engine which delivered 40PS of power and 71Nm of torque. The engine was paired to a four-speed manual gearbox. By the early 80s Premiere then offered a more powerful version of the Padmini with a bump in the output to 44PS. The company also began to offer the Padmini with an air-conditioning system, tinted glasses, which was a luxury in Indian cars at the time. 

Initially people used to address it as only FIAT, later it gained its identity as Padmini. This car was assembled in Premier Auto’s plant in Kurla, Mumbai till 1997 (the year when Premier sold their stakes back to parent). That is why Mumbai has the largest number of Padmini, be it as taxi or as a personal vehicle. The era of the sixties and seventies was not much concerned about gimmicks like ergonomics, pliant ride quality and precision handling, etc. Still ride quality of Padmini was undoubtedly comfortable for city conditions and it would have beaten some of our current generation cars. Being a 3-box car, it has full grown 308-litre boot which can house loads, good enough for weekend family trip which sadly was not in trend at those times. So it served many travelers coming to Mumbai by carrying their luggage to destinations. Being a car shorter in height, it had a lower center of gravity and considering light weight of the car, helped in better handling and cornering.

PREMIER 118NE: 1985

This FIAT legacy has evolved further in India with another Italian beauty FIAT 124 which is known in India as Premier 118NE being launched in 1985. 118NE is the one version out of the many manufactured across the globe like SEAT 124 in Spain, VAZ 21011 in Russia, TofasSerce in Turkey, etc. 118NE is a successor of Padmini for Premier in India. It is placed as a perfect upgrade to its predecessor. Looking at it, we will notice the change of taste with change in generation, curves were gone to make way for sharp and edgy design. The round lamps are replaced by the rectangular ones, same with the tail lamps. Suddenly chrome disappeared from the car and black finishing took its place. Dark black square grill, black front and rear bumpers are reflecting that only.

Along with cosmetic changes, the mechanicals have changed too. The 118 NE was powered by an engine sourced from Nissan and a manual box coupled to it was also borrowed from Nissan. The thing that everyone in that era remembers is the Nissan gear box – slickest gear box ever. This power packed engine was way ahead of Fiat’s engine found in the Padmini. The power and torque took a big jump assisted by higher compression ratio and higher working RPMs. Later in 2000’s the diesel version also came out as people stared to understand the price advantage of diesel over petrol. There was another version, 138D which got diesel heart under the hood. After some complaints from consumers, an improved version called Viceroy was also launched at the end of its life but then it was stopped in 2001. 

STANDARD 2000: 1985

Manufactured by Standard Motor Products, a company based out in Chennai, the Standard 2000, based on Rover SD1, was introduced in India in 1985 & production ended in 1988. It was powered by a 2.0-litre four-cylinder engine mated to a four-speed manual transmission, which was also seen on the van produced by the same company. The engine delivered 83PS of power at 4,250rpm which helped the 1335Kg car hit a top-speed of 145kmph. 

The 2000 featured higher ground clearance for the Indian market; but low quality, high price, and low performance combined to end the car after only about three years. Hopes had been high, with the Ministry of Industry claiming that the 2000 would be successful enough that the black market price of imported luxury cars would go down. To top it all, a supposedly false claim about the fuel average of the car attributed to the company from the then Government caused an inquiry and resulted in the company getting into long-winding legal tangles, eventually leading to the factory being shut down for many years until the property was auctioned off and thereafter completely torn down.

HINDUSTAN CONTESSA: 1983

After having produced the Ambassador for almost three decades, Hindustan Motors decided to introduce a more modern car in the Indian market. The carmaker acquired the production tooling and technology of the Vauxhall Victor, a car that was phased out in the UK in 1979 and set up a production line alongside the Ambassador at Uttarpara near Kolkata. The carmaker launched the Contessa in India in 1983 and was a popular choice among government officials. The HM Contessa was equipped with a 1.5-litre BMC B-Series engine paired with a four-speed gearbox which delivered 50PS of power. The car had a top-speed of 125kmph. When introduced in 1983, it was one of the few Indian manufactured luxury car in the market. One of its few indigenous competitors was the Standard 2000 & the Premier 118NE. 

By the late eighties, Hindustan had tied-up with Isuzu of Japan and started manufacturing their 1.8 L petrol engine and matching five-speed gearbox for installation in the Contessa. The new car was called the Contessa Classic with distinctive "CLASSIC" and "1.8GL" badging on the trunk lip. The car was an instant success and set a new standard for refinement, power, comfort & luxury in the Indian market. The BMC-engined model was phased out in short order. The car can achieve an increased top speed of 160 km/h. In the 1990s, Hindustan started manufacturing the 2.0 L Isuzu diesel engine that came to power the Contessa Diesel. It as well was an instant success. A turbodiesel version was also introduced a few years later. The Contessa’s production ended in 2002.

HINDUSTAN AMBASSADOR: 1957

You would expect India’s most enduring car to be higher up this list. No doubt, the Amby was an icon that became an intrinsic part of the Indian landscape and, from its comfy back seat, it was the best way to travel around the country. Made at the same factory for over 50 years, no other car in the world had a longer production run and it was a car that refused to die until Hindustan Motors finally pulled the plug. So then why is it so low down on our list? The Ambassador symbolised all that was wrong with our past — it thrived in the days of a regulated economy and an even more regulated auto industry. Unlike the 800, which was a terrific product, the Amby had appalling quality, was terrible to drive and broke down constantly. But given its history, it could soon become a classic.

MARUTI 800: 1983

No single car has made as much of an impact as the Maruti 800. Launched in 1983, the humble 800 changed the face of Indian motoring forever. Compared to the obsolete Premier Padmini and Hindustan Ambassador, it was a technological marvel with a list of ‘firsts’ like a front-wheel-drive layout, a monocoque chassis and disc brakes as well as basics like bucket seats, an electrical cooling fan and electric windscreen washers! The 800 was so cheap to buy and own that it democratised car ownership and literally put India on wheels. It spawned an entirely new generation of drivers, especially women who loved its user-friendly nature. Over 29 lakh 800s, including those for exports, were produced in its 30-year history.

MARUTI ZEN: 1993

To call a car with a naturally aspirated 1.0-litre engine, producing a mere 50bhp, a hot hatch may seem ridiculous today but not 20 years ago. When the Zen was launched, it came as a godsend for enthusiasts who, until then, had only their 800s to play with. The Zen was a true driver’s car with its low-slung driving position, nimble handling, slick gearbox and a buzzy, all-aluminium motor that loved to rev. The rounded ‘jelly-bean’ styling added to its appeal and, very quickly, the Zen had a cult following. Many owners would tweak their cars with all sorts of modifications and, in fact, the Zen can take credit for giving birth to India’s fledgling tuning industry. Maruti facelifted the Zen in 2007 and finally replaced it with the functional and unexciting Zen Estilo which effectively killed the brand.

HONDA CITY: 1998

Honda’s first car in the Indian market was the City and this model has been the backbone of the company ever since. The first-generation City, launched in 1998, wowed customers with its thrilling performance and utter reliability. Indians had fallen in love with the City and were blind to its faults like the low-rent interiors and lack of crash safety. Honda took advantage of the City’s popularity and got away with charging a premium for it. India was the only market where the City was costlier than the more upmarket Mitsubishi Lancer, an indication of how strong the City brand had already become. The second-generation City was a radical departure from the first model with a focus on practicality and ease of ownership. However, it was this model which cemented the City’s reputation for being a trouble-free, easy-to-drive car, which subsequent generations cashed in on.

TATA INDICA: 1998

If there was no Tata Indica, there would be no Tata Nano and Tata Motors would not have bought Jaguar-Land Rover. In fact, Tata may not have been in the car business had the Indica flopped. But what a success it’s been. Ratan Tata’s formula of offering a car with the dimensions of a Maruti Zen, the cabin size of an Ambassador, and the fuel efficiency of a Maruti 800 made it a hit. When bookings opened, over 1,00,000 people paid an advance for the Indica which, despite serious teething problems and poor quality, went on to become a best-seller. The Indica showed the world what Indians really want — a car tailor-made for them and not a global model adapted for India. It was a lesson for all global automakers.

HYUNDAI SANTRO: 1998

Shahrukh Khan would like to think that his endorsement of the Santro launched Hyundai in India. The fact is that the Santro became a star in its own right thanks to its unique ‘Tall Boy’ design. The Santro was also a triumph of function over form — buyers digested its gawky styling and proportions for the high seating position, especially at the rear. The Santro’s torquey and smooth 1.0-litre Epsilon engine, great outside visibility and light controls made it an easy car to drive too. A facelift in 2003 made it look more palatable and a bigger engine made it drive better, but it was the generous headroom and lofty backseat — unique for a small hatch — that gave it its long lease of life. It’s also the reason why the Santro continues as a taxi — it’s the Ambassador of hatchbacks.

MAHINDRA BOLERO: 2000

The ageing Bolero continues to reign supreme as the best-selling SUV in the country, dumbfounding not just its rivals but M&M as well. The Bolero was launched in 2000 but its roots go back to M&M’s Jeep days. It’s the hardy underpinnings that have earned it a reputation for being tough and capable of surviving harsh rural conditions. The Bolero is the SUV of choice in smaller towns, thanks to certain strengths none of its rivals have. It’s pretty reliable, cheap and easy to service, has good fuel economy and above all, is quite affordable to buy. Since the Bolero’s launch 14 years ago, the Indian SUV landscape has changed with a rash of new and contemporary models. But none of them have truly impressed rural buyers who continue to lap up the tried-and-tested Bolero.

TOYOTA QUALIS: 2000

That Toyota could get away by launching the boxy and outdated Qualis, which had long been discontinued in international markets, spoke not just of Toyota’s confidence but how far behind the competition was at the time. Though the Qualis had the aesthetic appeal of a brick, it simply bowled customers over with its practicality and utter reliability. It took the commercial market by storm and taxi operators could charge customers a higher fare to travel in a Qualis over a Sumo or any Mahindra. The Qualis was virtually unbreakable, racking up hundreds of thousands of kilometres without much trouble and thereby establishing Toyota’s reputation for quality. The Qualis’ discontinuation from the market in 2005 was as significant as its launch. It left a huge vacuum for the Tavera and Bolero to survive and thrive. 

SKODA OCTAVIA: 2001

Coming to India as a completely unknown brand, Czech carmaker Skoda wanted to make an immediate impression with its first model, the Octavia. And the way it got people to sit up and take notice was by pricing it at a bargain. The Octavia’s ex-showroom price of Rs 10.6 lakh pegged it alongside the top-end version of the Opel Astra, which looked like poor value in comparison. But it wasn’t just the price. Owners were gobsmacked with the Octavia’s build quality, which was the best then, this side of a Merc. The 1.9-litre TDI diesel motor, though noisy, was robust and very frugal. As a result, diesel Octavias had very good resale value, which is another reason why they were so popular. This car also positioned Skoda as a luxury car brand in India, something that’s never really happened in other markets.

MAHINDRA SCORPIO: 2002

If there’s one model that transformed the perception of Mahindra & Mahindra (M&M), it’s the Scorpio. Until then, M&M was perceived as a maker of crude and utilitarian UVs serving rural markets. With the Scorpio, M&M leapt into the 21st century and into the minds of urban car buyers. In fact, the Scorpio can lay claim to being the first urban SUV in India — its relatively compact dimensions more suited to the cut and thrust of urban driving than the larger and more cumbersome Tata Safari. Owners loved the styling too, and the Scorpio’s road presence was an intrinsic part of its appeal. Twelve years on, demand for the Scorpio continues to be strong.

TATA INDIGO CS: 2006

In 2006, when finance minister P Chidambaram announced big excise duty savings for cars with a length shorter than four metres, it was meant for hatchbacks. But that didn’t stop Tata Motors from giving its Indigo sedan the same benefit. The boot was snipped, bringing the length to a smidgen under four metres and voila, the compact sedan category was born. The shorter Indigo was suffixed CS (for compact sedan) and was mechanically similar to the full-sized Indigo. The boot was reduced from 450 to 380 litres, but customers didn’t mind because the excise benefit translated into aRs 90,000 saving at the time. The Indigo CS went on to become a huge success and at one point, was Tata Motors’ single best-selling model. It gave the idea to other manufacturers who developed their own compact sedans to enter this new segment the Indigo pioneered.

TOYOTA INNOVA: 2005

No car has ruled its segment with as much impunity as the Toyota Innova. Since its launch in 2005, it has remained unchallenged, and firmly established itself as the de facto MPV for families and commercial vehicle operators alike. Rivals have come and failed miserably, unable to make any dent on the Innova’s popularity. This, despite the car remaining largely unchanged since launch except for a handful of cosmetic upgrades to keep it fresh. What’s amazing is that Toyota has been able to hike the Innova’s price by more than 70 percent over the years and it still sells more than all its rivals combined. Clearly, the Innova is seen to be as much of an investment as it is a car. Its bullet-proof reliability and fantastic resale value make it something you just can’t go wrong with.

MARUTI SWIFT: 2005

Until the Swift came along in 2005, hatchbacks were expected to be basic modes of transportation with few frills and little emotion. The premium hatchback segment did not exist. Ford tried to create one with the Fusion as did Hyundai with the Getz, but customers didn’t warm up to the idea of paying big money for a hatchback. It was the Swift that completely redefined not just the face of Maruti but what a premium hatchback should be. It pioneered a segment, which today forms the largest chunk of the Indian car market. The Swift’s sporty styling, zippy performance and affordability struck a chord with customers and connected with its owners at an emotional level to give it a cult following. That it’s been the best-selling premium hatch for nine years on the trot is proof enough of its fan following.

TATA NANO: 2009

The world’s cheapest car captivated the world when it was first unveiled in 2008 but, unfortunately, that tag didn’t go down well with potential buyers. The Nano had the potential to make it to the top of this list but it’s turned out to be one of the biggest disappointments in automotive history. However, the lack of success can’t take away the significance of the Nano which best symbolises Indian ingenuity and frugal engineering. High on space and low on costs, the Nano was conceived to be the ideal first choice for a family making the jump from bikes to cars. It’s this purity of purpose that makes the Nano special, but it also proves that it’s not quite the car an aspirational middle class buyer wants to have.

FORD ECOSPORT: 2013

The world’s cheapest car captivated the world when it was first unveiled in 2008 but, unfortunately, that tag didn’t go down well with potential buyers. The Nano had the potential to make it to the top of this list but it’s turned out to be one of the biggest disappointments in automotive history. However, the lack of success can’t take away the significance of the Nano which best symbolises Indian ingenuity and frugal engineering. High on space and low on costs, the Nano was conceived to be the ideal first choice for a family making the jump from bikes to cars. It’s this purity of purpose that makes the Nano special, but it also proves that it’s not quite the car an aspirational middle class buyer wants to have.

FUEL SAVING TECH ON INDIAN MASS MARKET BIKES

“Average kya hai?” is an often repeated query from motorists in India, be it a two-wheeler commuter or even a luxury car. The country’s obsession with more kilometres for each rupee spent is driving automakers to experiment with new technologies aimed at more mileage for every litre of petrol. Holistically, this in turn is driving a ‘green’ movement of developing fuel-sipping machines. While the electric two-wheeler market is improving in terms of better technology & awareness, if not sales volumes, these battery operated vehicles, along with their hybrid counterparts, are far from becoming a part of mainstream commuting. Meanwhile, all leading two-wheeler manufacturers are putting their shoulder to the wheel to make their petrol-engined commuters greener & cleaner for the environment. 

They are looking to achieve this through technological upgrades at various research and development stages and vehicle weight reduction programs, among other things. Some of the examples would be Hero MotoCorp’s i3S (stop-start) system, Honda Motorcycle & Scooter India’s HET (Honda Eco Technology) technology, Bajaj Auto’s digital twin-spark (DTSi), TVS Motor Co’s DuraLife and CVT-i engines, Yamaha’s Blue Core technology, Suzuki Motorcycle’s Suzuki Eco Performance (SEP).

While these technologies are in no way connected to alternate fuels, they still contribute, each in their own way, to improve fuel efficiency. Two-wheeler industry experts say that the existing combustion technologies offer a wide scope for improving the fuel burning process, & thereby boosting efficiency.

HERO MOTOCORP: i3S TECH

Hero MotoCorp, India’s largest two-wheeler manufacturer, became the first company to introduce a start-stop system in a motorcycle last year. The company chose to introduce this technology on its bestseller – the Splendor brand, which was first launched in India in 1994 under its partnership with Honda. The i3S is idle-stop start system, which comes into play when the rider comes to a halt, shuts the engine down to prevent loss of fuel, and gets the engine back to life the moment the clutch lever is engaged. While this technology exists in several passenger car models, Hero’s Splendor iSmart is the first motorcycle model to be equipped with this feature. The model is known to be powered by a small yet efficient, four-stroke, air-cooled, single-cylinder, 97.2cc APDV engine. Hero MotoCorp claims that this technology enables the new Splendor iSmart to achieve better fuel efficiency figures.

More recently, the bike made news when it delivered a mileage of 102.50 kilometres per litre of petrol under ideal test conditions. This makes it the most fuel-efficient 100cc motorcycle in the world. The company had, last year, confirmed that it plans to introduce the i3S tech on a number of other bestselling models soon. Investing heavily on technology via its joint ventures with several partners, Hero MotoCorp has opened up its first production and development centre in Gurgaon under its subsidiary HMC-MM Auto (with Italy’s Magneti Marelli). This facility will manufacture two-wheeler electronic fuel injection systems (EFIs) which are known for providing benefits such as improved performance and fuel efficiency, among others, over the conventional carburettor systems.

HONDA 2WHEELERS INDIA: HET

Honda Motorcycle & Scooter India (HMSI) had introduced its all-new Honda Eco Technology (christened HET) in 2013, which helped the company claim better fuel efficiencies (based on an internal Honda test ride mode) on its two-wheeler models. According to the company, HET provides benefits in terms of improved combustion (via highly ignitable nickel spark plug and optimised inlet port), reduced friction (achieved through offset crankshaft and significant weight reduction of reciprocating parts, low-tension piston ring and improved bearing oil seal) and optimised transmission of power from the Honda engine. The company launched this technology not only on its bestselling scooter model – Activa along with the Aviator and Dio models, but also on its high-mileage 109cc commuter motorcycles – Dream Yuga, Dream Neo & Livo, followed by Unicorn 160 & Shine 125.

YAMAHA MOTORS INDIA: BLUE CORE

Yamaha had revealed an all-new engine technology, christened Blue Core, has introduced it in FZ series bikes – FZ 2.0 & FZ-S 2.0 last year. While both the models got a new air-cooled, four-stroke, SOHC single-cylinder, fuel injected 149cc engine on a lightweight frame, the company had notably reduced the engine's displacement by a small margin to 149cc, which was earlier close to 153cc. The marginal drop in displacement via reducing the bore to 57.3mm helped the engineers reduce friction to some extent. Yamaha’s Indian R&D team involved on this project made extensive changes to achieve better fuel efficiency which included new design of the two-valve head for the fuel intake port, lighter piston, lighter connecting rods & crankshaft, all bundled up to deliver improved combustion efficiency. 

The engineers had also introduced a closed loop fuel injection system, on replacing the carburettor to gain control of the fuel supply into the combustion chamber. The changes to the company’s 150cc engine format helped them claim higher acceleration, reduced power loss and also a 14 percent boost in fuel efficiency. The company has recently introduced this technology on its scooter models – Ray, Ray Z and Alpha. Yamaha now claims that the Blue Core tech on these scooter models has improved the fuel efficiency from 62kpl to 66kpl (under test conditions). With improved mileage of its scooters, Yamaha, for which scooters constitute 40 percent of its total sales in India, is upbeat about growing sales this year.

SUZUKI MOTORCYCLES INDIA: SEP 

Suzuki Motorcycle’s SEP (named as Suzuki Eco Performance) technology is also an effort to boost fuel efficiency by improving combustion efficiency and reducing mechanical losses. The engineers at Suzuki Motorcycle had redesigned the engine components such as the combustion chamber, lighter rocker arms and alterations made to the valve angle, among others. It has also introduced an inverted triangle-shaped piston skirt, which, as reports suggest, has comparatively reduced piston weight. Company officials claim that these changes have helped boost mileage by 15 percent. While Suzuki’s Gixxer & Let's are equipped with SEP, the company plans to introduce this fuel-saving tech on all its future products with new-generation engines.

BAJAJ AUTO: DTS-i

Also known as digital twin spark ignition technology, DTS-i is commonly associated with Bajaj’s Pulsar bikes. A patent of Bajaj Auto tech design, DTS-i was one of the first technologies developed for two-wheelers in India aimed at improving the combustion process to enhance both performance and fuel efficiency. For DTS-i, engineers added a second spark plug to the conventional format of a single spark plug fitted on the cylinder head. According to the company website, two spark plugs at either ends of the combustion chamber helps in faster and better combustion. The company has recently introduced a 102cc Platina ES model, which claims to have the best ever fuel efficiency from Bajaj Auto’s stable of 96.9kpl, since this commuter bike’s engine is equipped with the dual spark plug technology.

TVS MOTOR COMPANY: DURALIFE & CVT-i

TVS Motor Company, which claims that all its vehicles are 85 percent recyclable, has DuraLife engine technology which highlights its efforts for achieving better fuel efficiency and lesser emissions. The company is known for its strong R&D and carries a heritage of providing technologies ahead of their times. For example, it had introduced a catalytic converter in India in 1996 on its Shogun model.

According to the company website, the DuraLife engine technology on the TVS Sport commuter bike provides for reduced friction and enhanced mileage. Less friction within the combustion chamber is achieved by deploying chrome-plated piston rings, roller cam follower and low friction engine oil. The  engine delivers 87.7kpl in TVS Sport. Further, it also states that the CVT-i engine made by the company is also used in India’s most fuel-efficient scooter, TVS Scooty, with a fuel efficiency of 65kpl. The Ecothrust 125 engine powering the Phoenix model, delivers a mileage of 67kpl. 

Overall, OEMS' ongoing quest to extract more fuel efficiency from its engines and vehicles will remain a constant endeavour. Expect a lot more advances on that front over the coming years. The end-consumer will be only happier, getting more mileage for his money. 

AUTOMATIC GEARBOXES IN INDIA

Top of the line hatchbacks are perfect city cars, since they are easy to park, easy to drive and as large as sedans in all other areas, but they live in tight & congested cities. As traffic becomes heavier & the number of gear shifts go up, drivers look for the extra convenience of an automatic gearbox. Allowing a mechanical device to take over the work of your left foot with left hand strangely liberating. So driving in city traffic becomes much more relaxing as a result fatigue goes down, especially when the average speeds drop. 

Of course, automatic gearboxes are a convenience you have to pay for. They are, in general, more expensive to buy, they often sap a considerable amount of engine power & consume more fuel too. This double blow has kept the budget small car buyers away from automatics in the first place. Today, however, there are several solutions to this. Some automatic gearboxes are now quite affordable, others are very quick & yet others are quite efficient too. In fact, so confident are manufacturers that the small automatic car revolution is around the corner in India, there are no less than four different types of gearboxes to choose from now. As each of these work quite differently, here’s a quick guide to help you choose one that is suitable for your needs. 

TORQUE CONVERTER AUTOMATIC TRANSMISSION: 

In a car fitted with a conventional automatic gearbox, the engine is connected to a torque convertor that rotates even when the road wheels are still. This allows it to build up & keep a reserve of pulling power or torque. As a result, the car has considerable punch when it takes off. This is good at slow speeds & the gearbox is well suited for start-stop traffic. It also feels extremely smooth and jerk-free on the move. There are very few parts that can wear in conventional automatic gearboxes, so a well-maintained one is very reliable. The downsides of this type of gearbox are that they can feel lethargic or slow to change gears and that fuel consumption is a bit higher than on other gearboxes.

CONTINUOUSLY VARIABLE TRANSMISSION:

In a Continuously Variable Transmission, a belt is connected to two pulleys that move in and out. This alters the gear ratio, delivering the ideal gear at all times: in theory at least. In reality, however, these gearboxes work well when you don’t demand too much of them. The car feels lively from the word go & as a result, is really nice to drive at city speeds. The CVT holds engine speed at a constant, depending on how much you accelerate, and power flows smoothly. Flat out acceleration though, results in a bit of stretch & strain from the gearbox, as the revs rise but the car struggles to catch up. It is not as smooth as a traditional automatic & does feel jerky to drive at times. There is also a sport button on the gear-lever which tightens the belt, resulting in a sharper response from the motor. CVT is the most efficient type of gearbox unless you pull it hard.  

AUTOMATED MANUAL TRANSMISSION:

Electric motors take the place of your arm and foot in shifting gears on an AMT. But the transition from flesh, bone and brain to micro circuits and hydraulic actuators is a difficult one. AMTs are not smooth and you feel a pause, or dip, between gear changes. To get the best performance and response out of the transmission, it is best used in the manual mode, as you would a tip-tronic gearbox. Here, there are no complaints as the gears are engaged positively and even held on to; as you would on a normal manual gearbox. Yes, engagement of gears is not rapid, but the car does drive really well in this mode. We are likely to see many more AMTs around as these gearboxes are very efficient and extremely affordable.

TWIN CLUTCH AUTOMATIC TRANSMISSION: 

A twin-clutch automatic gearbox is actually nothing more than two AMTs working together. Each has its own clutch and set of gears. The two gearboxes are connected to a special transmission shaft, that has one shaft running inside the other. Even numbered gears are connected to one shaft and odd numbered gears, to the other. The clever bit is that the twin-clutch gearbox pre-selects the next gear for you; so gearshifts happen so fast that they are barely perceptible. This takes a bit of time or a few revs to get going, but once it is on the move, the car drives beautifully, using the manual tip forward/back works very well too. Twin-clutch gearboxes are almost as efficient as manual gearboxes and they are quick to shift, so they are popular; but they are expensive too.  

BEST INDIAN AUTOMOBILE ADVERTISEMENTS

Although a television commercial might not influence the buying decision while purchasing something as expensive as a car, what it can do is, draw potential customers to the dealership and that is half the battle won right there. Ad films have the potential to deliver a message within few seconds. Several advertisements are released and forgotten with time, but there are few which are remembered even after several years. We compile a list of a few advertisements which managed to stay in our memories even after long being released. 

BAJAJ PULSAR 200 DTSi:

This campaign actually broke the inhibitions of many manufacturers to show stunts in advertisements. The theme depicted two bikers performing stunts on their Bajaj Pulsar 200cc motorcycles to evade traffic. This advertisement gained immense popularity among youngsters and resulted into tremendous sales of the Pulsar bike.

MARUTI SUZUKI: FUEL EFFICIENT CARS OF INDIA

Maruti Suzuki’s television commercials have more often than not been an reflection of their brand identity. Over the years, the brand has come to be known for its efficient engine and in this commercial that aspect has been emphasised on. A young Sikh kid ‘drives’ a toy car around the house, in school, in a fish tank making that typical ‘vroom’ and ‘honk’ sound. Until finally his father asks him to stop, and the kid says ‘Papa Ki kara, petrol Khatam hi Nahi hounda’. This ad set the foundation stone thanks to which Maruti Suzuki cars came to be known as ‘India’s most fuel efficient cars’. A special mention must be made here for the ‘kitna deti hai’ and the Maruti brand service campaign.

BAJAJ CHETAK: HAMARA BAJAJ

We could not resist ourselves from making a special mention for the Bajaj Chetak commercial released in 1989. This commercial which had the jingle ‘Hamara Bajaj’ was very catchy and hence gained popularity in its time. The storyline depicted the young and the old generation throughout India using the Bajaj scooter.

TATA SAFARI DICOR: RECLAIM YOUR LIFE

For a car television commercial to be effective, it must emphasise it's true DNA, and that was something that Tata did well in their Safari Dicor commercial. The commercial shows corporate employees talking about their aspirations in life. Some talk about, chasing the rains, while other speak of swimming with the whales or quitting on Mondays, with soulful soft music for company. With the tag line flashing on screen, the music then paces up accompanied by some brilliant off-reading action of the Safari Dicor, showing that the car is just the kind of adventure these corporate gurus have been looking for. 

HERO MOTOCORP: FUTURE

This advertisement was released in 2011 after long-time business partners Hero and Honda parted their ways. The jingle of this advertisement was composed and sung by AR Rahman. The ad film depicted the theme that every Indian was a ‘Hero’ and could achieve success with sheer determination.

FIAT LINEA: ADMIRATION GUARENTEED

Sometimes a simple though can be executed rather well in the form of an ad, and the first generation Fiat Linea commercial was just that. The ad shows the way how we are all kids at heart and admire different things as we grow. A father pulls his son away from every toy show which he stops to admire but when the father passes by the Fiat dealership, he is awestruck with admiration of the new Linea. The ad’s simple concept and pleasant music ensured that the ad gave a strong message. 

HONDA MOTORCYCLES & SCOOTERS:

This advertisement released in 2014 caught instant attention of the Indian audience. The advertisement depicted sky-divers forming wing-shaped logo of the Honda in the sky with the jingle ‘Dekho Dekhe Yeh Zamana’ running as the background score.

MAHINDRA: LIVE YOUNG, LIVE FREE

Some commercials just hit the right note mainly because the product is shown in its element. The Mahindra Brand commercial is one such example. The ad shows all theSUV offerings of Mahindra going off the road through rough patches and hills, to far off camping sites. It is not just a visual treat but the jingle ‘live free, live young’ is a catchy tune as well. 

YAMAHA RAY: 

This campaign was released in 2012 and showed popular Indian actress Deepika Padukone riding the Yamaha Ray through a town. Yamaha, through this campaign urged the young Indian girls to explore the world with the new ‘Ray’ as its companion.

MERCEDES BENZ CLA A45 AMG: AH MY GOD

Not many television commercials have a lasting impact by using text form. But the creative minds behind the Mercedes-Benz CLA45 commercial know just how to use it. The ad commences with questions like ‘when was the last time you felt something you couldn't describe in words?’ And then leads to show how Mercedes had to come up with a term to describe the emotion and experience of driving their car. Ah my God, it is indeed one of the better car commercials we have seen off late.

SUZUKI SAMURAI: 

The ‘No Problem’ bike as it was popularised by Suzuki became widely popular because of its funny concept. The storyline depicted a young Indian man asking questions about the power, pick up and mileage of this bike to a Japanese man who replies by saying ‘No Problem’ to each of his questions. The young Indian then requests the latter to let him take the bike for a quick spin, presuming him to be its owner, to which the Japanese again replies by saying ‘No Problem’. The Indian man then takes the bike for a spin, only to leave the actual owner not the Japanese to chase him down.