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.
No comments:
Post a Comment