India Cars

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Toyota’s Prado is the most recognizable model in its line-up. Toyota offered the smaller and newer of the two Land Cruisers — a genuine off-roader, with body-on-frame construction, switchable four-wheel drive and a pair of huge engines. There’s an excellent diesel on its way, but for now, Toyota has launched only a massive 4.0-litre V6 petrol, which has a fearsome 235bhp and 36.9kgm of pull. It has been one of the most sought after status symbols coveted by politicians, film stars, industrialists and celebrities in India for a long time, so the brand is not exactly unknown.

The big, toothy grille, subtle-but-evident body armour and the sheer volume of the car are enough to scare off all other road users. The downside is that the Prado feels cumbersome through traffic and nerve-racking to park, accentuated by the wide turning circle.

The huge dashboard, large Multiple Information Display and chunky fittings feel very reassuring, and the seats are wide and comfortable. Also, very little noise filters through, and it’s very well kitted, with a full range of airbags, dual-zone climate control and heated, powered seats. Its 235PS max power coming in at 5200rpm and 362Nm of max torque at 3800rpm flexing muscle through every bulge, the Prado is the largest and most powerful SUV in the country.

Acceleration is sharp, nothing short of a tuned performance car, this in spite of the 5-speed auto ‘box with all time four-wheel drive with transfer modes. There is barely any shift lag associated with this automatic making this slush ‘box one of the smoothest trannies we have come across. However driving the Prado is a most intimidating experience at first.

The all-time 4WD with the ‘Torsen’ limited slip differential developed by Zexel Torsen Inc on the centre differential gear distributes power between the front and rear wheels depending on the stress exerted on either side according to the road conditions thus alternating between high and low range performance. This ensures the Prado remains stable, executing superb control and traction especially at higher speeds. Even the suspension package which employs electronic controlled air suspension all rounds with conventional double wishbone at the front and a 4-link type suspension with lateral rod at the rear ensures that the vehicle remains unfluttered over bad surfaces while it keeps you luxuriating in the superior ride. The suspension system further packs in Toyota’s TEMS system (Toyota Electronic Modulated Suspension), which closely controls the damping force of the shock absorbers to provide a stable body position and enhanced ride comfort.

This system is controlled by means of a switch located on the centre console. All this keeps the Prado in check in urban conditions, but the Prado is also capable of negotiating 42-degree inclines, wading through 700mm deep water or keeping a maximum stable gradient of 42 degrees. Little wonder the Prado is the preferred choice of transport for all those desert safaris our rich and famous keep running off to in the Middle East. The ventilated discs are further controlled by ABS with EBD and BA (Brake Assist) for safer braking. The real ace in the Prado’s deck is the engine: it is massively powerful and creamy-smooth at the same time. The power delivery, through a four-speed automatic, is linear and the engine very responsive. Fuel economy is dismal.

Toyota-Kirloskar Motor (TKM) launched Corolla on Indian Road. The Corolla sold here is the version sold in South-East Asia, not the ultra-complex European version. The car has strong brand image.  The Corolla also gives the impression that it is larger than it actually is and also hides its space-efficient, mildly cab-forward stance quite nicely.

The Corolla is the longest and lightest car in its segment. One drawback in the tinny build, which does not feel up to the standards one expects from Toyota, and feels considerably poorer than its rivals.

The Corolla uses MacPherson struts in front, and a non-independent torsion-bar set-up at the rear. The Corolla’s interiors are light and airy. The in-dash six-CD changer (on the top version) works well and the electronically controlled air-con is brilliant as well. The Corolla seat comfort is the best. It has a comfortable back seat. The front seats are large and supportive and the overall interior space is extremely generous.

Other features include the anti-lock braking system (ABS) which was conspicuous by its absence until now, a headlamp beam adjuster roller that can be operated from the driver’s seat and outer rearview mirrors with ultra-violet ray protection.  New insulation has been added under the bonnet and doors have been given double seals. As a result the new Corolla is now more refined but noise still manages to creep into the cabin, especially when you rev the engine hard.

The ride and handling of the Corolla was never its strength. It was quite squirmy on rough roads and the factory-fitted tube-type tyres and India-spec high ground clearance didn’t help matters. At high speeds the car would get light and floaty and never gave drivers the kind of confidence an Octavia does at expressway speeds. Toyota has tackled this problem by offering tubeless tyres as standard fitment thereby reducing the hard edge of the earlier tube tyres. The rear suspension too has been modified by shortening the springs and lengthening the stroke of the dampers. Low speed ride is much better now and you can happily read the newspapers from the immensely comfortable back seat.

The Corolla has the best petrol engine in the class. Toyota powered by variable valve timing motor engine. Throttle responses are immediate and the engine delivers its torque in an even manner and enthusiastically. As a result, it is happy pottering around in traffic or burning up the track. Because it only has to pull a kerb weight of 1160kg, it squeezes out 100 kilometres in a class-topping 9.07 seconds. Squash the throttle for 21.8 seconds and you’ll be doing 150kph, the motor snarling in anger towards the top of the power band. It is an audible engine though, and it gets boomy and raucous at high revs; plus, the manual gearbox is notchy.

The Corolla also has an automatic variant which works well in the city. Fuel economy is good, with the manual variant returning 8.2kpl in the city and 13.6kpl on the highway; the auto gives only 7.7kpl in the city and 11.2kpl on the highway.

Toyota launched an automatic version of executive sedans in India. The changes in the interiors are slight yet noteworthy. The upholstery has changed from the oily grey leather on the manual option we had tested to a richer, finer and creamier grain that accords the interiors a far more luxurious feel. Both front seats are now electronically controlled with the driver’s seat getting lumbar support activated by a switch. The dash has also become a tidier affair with a smarter looking cd-changer taking pride of place on the centre console. The instrument console is sportier looking.

Nothing has changed on that front; MacPherson struts up front and doubles wishbones at the rear. The only thing that has changed is the aluminium alloy wheels which have moved to 6.5JJx16in from the 6JJx15in that it sported earlier. With an upgrade of the engine, the brakes get an upgrade as well and the CR-V now has 246mm ventilated discs upfront and 262mm solid discs at the rear.

Built specifically to European standards the Camry has a chassis and suspension package designed to literally glide over roads with. And the Camry soaks in all the rollercoaster nature of Indian roads without ruffle. A nifty suspension package with MacPhersons up front with harder spring and damper ratings and MacPherson with a dual link setup complement the rear end. Ride quality is exemplary though the long wheelbase and slightly high ground clearance induce loads of body roll, which is a pain when cornering sharply.

The automatic Camry is quite unlike its manual sibling. Stomp the gas pedal and the four cylinders fire to life with loud, throaty growl, the manual in contrast puts a lot more spin into the wheels without the engine decibel blast. On the expressway this translates into oodles of speed. The needle swinging past the 200kmph mark with the pedal past the floor though the VBOX confirmed that at a 199.8kmph, so short of that magic double ton. Considering that the manual Camry zoomed way past the 200kmph mark, falling just a nick off the same mark is quite a remarkable achievement for an automatic. Acceleration too is sharp with the Camry automatic taking just 12.23 seconds to swing past the 100kmph mark. The quarter mile comes up in 18.45 seconds and she goes on further to cover a kilometre in 33.69 seconds. Where the automatic excels is in the rolling tests, the flexibility of the gearbox ensuring that she never takes more than a couple of seconds in her short sprints making her a most powerful tool for blistering past lumbering traffic.

Braking is where the automatic Camry show the merits of a larger disc. The auto Camry gives the speed from a 100kmph down to zero within 41.86 metres in just 3.04 seconds, that is 0.73 metres less and around 10 seconds quicker than the manual Camry. In a critical situation this could prove vital. From 80kmph to zero is also a quicker and shorter affair at 2.38 seconds within 28.23 metres. With the ABS and related electronic aids, the Camry lives up to being ‘one of the safest family cars’ in the world.

The Camry returned a best figure of 11.8kmpl at a steady 80kmph on the highway with the air con switched off. In city driving cycles the Camry gave around 7.3kmpl with air con switched on, whereas the worst she returned was around 6.1kmpl. Of 70-litre fuel tank it gives 600km range.

The Camry is a lot of car; from front lip to rear it occupies space like no other D-segmenter. The Camry has a big mile munching engine, so one can switch on the cruise control and let the ECU do the rest.

Toyota Kirlosker launched new Toyota-Camry. The Camry has an unmatched reputation for reliability and fuss-free efficiency. The Camry has been designed primarily for the American market, which means it is big, cushy, with a decided preference for cruising instead of burning rubber. The headlamps and grille have been revised, and the tail lamps now feature cylindrical ‘meteor-shower’ elements. There’s the addition of standard fog lamps and an extra five millimeters of height, aiding ground clearance.

New features include two curtain airbags, making for a total of six, electric lumbar support for the driver, and cruise control. The interior, mildly updated, with a two-tone dashboard, is a highlight. It is one of the largest in its class, and possibly the most comfortable, with cushy, commodious and highly adjustable seats and a surprisingly high-up seating position.

It was roomy, quiet and the first all-new platform from Toyota in ten years. The only problem was that it still did not excite the senses as far as looks were concerned.  The biggest change is in the looks. The front end has a very bold in-your-face look, thanks no doubt due to the big cheesy-smile grille. Viewed head-on, it’s interesting to see the slightly flared wheel arches, a la the Mazda RX8. Though overall length is the same, the wheelbase has been increased to 2775mm.

Both front and rear seats have an armchair-like feel, which goes very well with the relaxed nature of the car. The Camry also has power adjustments for both front seats. The driver’s seat has electric lumbar support too. The cabin hasn’t been styled to excite, however, and it can be a bit dull. The upside is that it is ergonomically sound and packed with both equipment and useful touches like an illuminated key-slot. It has a solid, high-quality feel inside.

Toyota has taken the concept of shut lines and panel gaps to a very high level, be it in the top-of-the-line Lexus LS 430 or the run-of-the-mill Corolla, and the Camry is no exception. Toyota will be importing these cars through the CBU route, and being a right-hand drive market, we are lucky to get Camry’s built in Japan. Not those cars built in the US lack the same finish, but it’s just that made-in-Japan still carries a certain aura for us Indians.

The interiors have been done up quite tastefully and the view from the driver’s seat is easy on the eyes. A multi-functional steering that allows quick and easy control over the audio system. You can also keep an eye on average speed, range, distance traveled, outside temperature and information on fuel averages. The near rectangular instrument console, symmetric air-vents and faux wood inserts are a respectful throwback to the eighties, but again the execution lacks nothing. Toyota Kirloskar Motor will be bringing only two versions of the Camry - the V1 and V3 - with the only differentiator being carefully stitched leather upholstery. Electric seats and automatic aircon is standard fitment. The Sony audio system with a 10-CD changer comes as standard fitment, and provides music that would earn respect from most audiophiles. The only issue here is that the silver external finish of the music system sticks out like a sore thumb in an otherwise muted dark-grey-on-light-grey interior. A total of four airbags (driver, front passenger and two side bags) come as standard fitment too.

It’s a very smooth and balanced engine that pulls cleanly from low rpm. The engine develops 164bhp of power and 224Nm of torque. Step on the accelerator and the Camry surges forward. The car also features ABS and a vehicle stability system, but neither came into play in our short drive. For that we need the car longer for a proper test.

The Camry may not have a V6 option like the Accord and Sonata, but its 2.4-litre, four-cylinder VVT-i engine more than makes up for the shortfall. It is whisper-quiet and very powerful, with a very even torque spread. With an advanced valve-timing system, the VVT-i motor provides a strong, linear burst of power at any speed, and feels comfortable both in the city and on the highway. The five-speed manual ‘box is slick and easy to use, with a short, crisp throw. The new, four-speed auto makes the Camry a superb cruiser both around town and on the highway, and is advanced enough to make up most shortfalls of an automatic, such as a lack of acceleration and performance. A fifth speed would have helped it compete more directly with the Honda Accord, but it’s not too bad at all. The manual even returns a creditable 8.2 and 11.7kpl, which takes it to the top of the class. This is not a driver’s car — it doesn’t have the sharpness or urgency in the chassis but it is a superb cruiser, which rides well and has enough power in reserve to make highway driving a breeze.

The steering too is precise and positive, but isolates you from the road instead of connecting you to it, and you quickly learn that a dignified, measured pace is the way to go. The best thing to do is throttle back and enjoys the cloud-like ride; the suspension thumps over bad bumps, but it’s still the quietest. There’s no traction control, unlike the others, but the ABS-equipped brakes are fantastic.

The Camry recently topped a customer satisfaction study, and Toyota is justly famous for reliable cars and good service. This car may be a bit bland, but it does everything very well, and now, with the recent facelift and the addition of an automatic to its arsenal, there’s very little to complain about. Except the price, that is – it’s one of the most expensive in the class.

The Innova is Qualis’ replacement. It is a multi-purpose vehicle. Front on, the Innova resembles an SUV - tall and handsome. It is a long procession of windows over a very high waistline. There are subtle scalpel strokes to make things a bit interesting if you are into the fascinating occupation of staring at MPVs. Tail on, the Innova looks minimal, except for the loud celebrations in the form of tail lamps. The wheels are larger than those in the Qualis, but still look absolutely inadequate for the mass it has to carry.

It’s still two-box rather than mono-volume, with safe but contemporary detailing. There’s a sweeping bonnet and raked windscreen, and the car’s commercial-vehicle proportions and slab sides are disguised under a sloping roof, an irregularly shaped D-pillar and mildly flared wheel arches. The stylised rear with its oversized wraparound tail-lights. Off the line, the Innova is very responsive and tugs you forward from as low as 1200rpm. There’s very little turbo-lag and with peak torque from as low as 1400rpm, the Innova canters effortlessly.

Toyota created the IMV platform - International Innovative Multipurpose Vehicle - when they realised that people movers wearing the Toyota badge in many countries were looking rather dated. They had tired engines and had very basic crashworthiness, but people still bought them in large numbers because they were reliable and economical to a fault. The new platform would pave way for a new breed of multi-purpose vehicles, pick-up trucks and even an SUV. And it would be developed and built by various plants of Toyota, resulting in economical cross-sourcing and competitive price tags.

Seat height and the seats themselves are top-class, better than even the Safari. Even the tallest drivers can get comfortable behind the wheel, and this seems to have little effect on rear seat comfort. The seats are supportive, well padded and bolstered, and the placement and design of cubby holes and bottle holders is great. The Innova also has the most useable and comfortable rear seats in the class, and the split seat reclines individually. Legroom is tight, but it’s comfortable, even on long drives. With its twin compressors and blowers for every passenger, the Innova is chillier, but the large volume of the cabin meant it took time to cool. You have to keep the length of the Innova in mind, especially when cutting back after overtaking and when taking tight corners. Rear visibility is poor and parking is a problem at the best of times, many spots impossible to squeeze into.

Refinement is superb; it’s silent at idle with little vibration filtering through the cabin and impressively quiet at cruising speeds as well. But, push it to the 6100rpm redline and the motor get noisier — this is largely due to the incessant whine from the mechanical fan at high revs. What truly surprised was the top-end performance. Floor the throttle and the Innova don’t let up and goes on to hit a maximum speed of 179kph. Cruising is the Innova’s great strength: it’s effortless, silent, stable and massively comfortable.

The Innova comes with a choice of diesel and petrol engines. The diesel, likely to be the most popular choice, is a 2.5-litre common rail turbo-diesel with 102bhp and 20.39kgm of twist, which cope well with the Innova’s relatively low weight. Diesel clatter and vibrations are muted. There are a total of ten models - five diesels and five petrols. The basic E model 8-seater has no power steering, power windows and other luxo-bits - just in case a few fleet operators do want to press the Innova into service. The in-between G1, G2 and G3 models are well equipped and a couple of them even get a rear seat slide mechanism to improve legroom. The top end V variant gets ABS (anti-lock braking system) and airbags for the driver and passenger.

This 2.0-litre 136bhp petrol, 18.6kgm four-cylinder motor comes with double overhead camshafts and four valves per cylinder — pure saloon spec, the first use of variable valve timing in an Indian MUV. Performance is generally brisk, once you get the engine on the boil. The petrol engine employs Toyota’s variable valve timing (VVT-i) technology and is as refined as four-cylinder petrol engines get. However, most of this grunt is concentrated high up in the rev-band: peak power is at a fairly low 5600rpm, peak torque at a high 4000. This means the bottom-end isn’t as punchy and urgent as it could be, but it surges forward once you get it above the 4000rpm mark. While cruising around town though, you do need to keep slipping from third into second to get some shove.

The relatively short gear ratios are perfectly matched to the engine’s power and torque characteristics, and complement the superb drivability.  The long-throw gearbox is UV-derived but it’s light, direct and better than on many cars. Fuel economy is good in the city, at 10.3kpl, but falters on the highway, with only 12.7kpl.

Toyota has positioned the Innova as an MPV that will be bought more for private use and not a replacement for the Qualis. A transport solution that is well built, easy to drive, rides and handles well, is powered by a powerful pair of engines and seats upto seven passengers (or eight, depending on the version) in comfort, the Innova has everything going for it, including the considerable weight exerted by the Toyota badge.

The Sumo Victa doesn’t look different from the old car — much of the detailing has changed, the boxy proportions are the same. The new Victa also include New Land Rover Discovery-style, simplistic clear lens headlamps – not too bad, but flanking a hideous toothy-smiley, cheese grater grille.

Changes at the rear are minimal, the only difference being a taller tail-light cluster. Top-of-the-line models get SUV-like side cladding and jazzy decals, but the car is let down badly by the fit and finish. The panel gaps are depressing, and the doors clang shut, which you don’t expect in a modern car.

The interior has changed completely, and does away with the commercial-vehicle feel that plagued the earlier car. There is a new, dominant centre console, garnished in aluminium-look trim, and the neat row of buttons at the bottom shows the Victa’s richness. Tata has taken heavily from its common parts bin for the cabin, which now features the steering wheel from the Indigo, the gearlever from the Safari and the power-window cluster from the Indica. The seat fabrics are more up-market whiles the front seats also have adjustable lumbar support. These seat backs are hollowed out to increase knee room at the rear. The middle row of seats is split 60:40 and provides access to the rear-most row. Knee and head room in the central and rear most rows is best in the MUV class and now normal sized human beings can contemplate undertaking long journeys in an MUV. The rear most seat can be removed completely to increase storage space to 2160 litres.

The dashboard and most importantly, the reach-rake ratio of the steering wheel have been reworked massively, and this means an MUV that’s a lot, lot more ergonomic to drive than its predecessor.

The Sumo is available with three engines: a 2.0-litre diesel, a turbocharged diesel and the 3.0-litre diesel from the 407 LCV, available only in the super-utilitarian Spacio version.

The standard 2.0-litre has 68bhp, which is hopelessly inadequate for a vehicle of this weight, and makes sluggish performance. However, the Victa has been given better NVH control, meaning it is more refined than before. The Turbo is the most impressive, with 90bhp and 19kgm of torque giving it respectable performance. It is fairly smooth at idle but the Safari-sourced gearbox makes horrible grating noises. There is considerable turbo lag, so driving in the city is not easy, and moving up a slope can be a big challenge.

Above 2000rpm, there is a big step in performance, so you have to keep downshifting to stay in the meat of the power band. The Victa cruises fairly well once you’re at highway speeds. Fuel economy is 9.3 and 12.3kpl respectively.

The 3.0-litre Spacio is clearly a rural transport vehicle, with good torque but terrible refinement, and poor top-end performance. The suspension is unchanged but improved to provide a better ride, which is now more comfortable and absorbent. The quick steering and short wheelbase make the Victa surprisingly nimble for its size, especially in the city.

The top-line GX Turbo version that came kitted to the gills, boasting a roof mounted air-con unit for rear seat passengers (no heater), power steering, power windows front and rear, keyless entry with factory-fitted immobiliser, rear wash/wipe/defogger, tinted glasses, front and rear fog lamps, high mounted stop lamp, day-night mirror, internally adjustable wing mirrors and provision for a four-speaker music system.

However, that same wheelbase and large overhangs make the car quite unstable at speed, especially with the high centre of gravity. The steering can be over-responsive, and the brakes, though having poor feel, are reliable and strong.

The Safari has been in need of a face-lift for some time now, especially with better and more modern looking SUVs now roving our roads. It has finally got one. The new Safari adorns revised head and tail lamps, which are of the clear lens, multi reflective type. In addition, there is a new chrome plated grille, revised front and rear bumpers that house fog laps besides new door handles.

The chassis remains unchanged; the body mounts on the cab have been strengthened to deal with the extra load of the bigger engine. The suspension is now made of stiffer material improving the Safari’s ride further. The two-piece driveshaft is shorter due to the longer engine, but other features like the brakes remain unaltered although the VX gets ABS. Build quality is still pretty patchy although the paint job is great.

The instrument panel now uses legible circular dials. While the refreshed central console has a string of buttons and the rotary controls for the air-con still remains but the gear knob is finished in smart looking aluminium.

The rear jump seats are unfit for human use and flipping the rear seats forward releases a huge amount of space. The DICOR’s twin blowers work admirably cooling the cabin in a relatively short period. In-car entertainment has scaled new levels with the introduction of a DVD-player with video screens in the headrest being a unique option. The Safari is loaded with other thoughtful details like puddle lamps and an extra electrical socket for the rear. It is quite a heavy vehicle – it tilts the scales at 2,115 kg (kerb); add about 110 kg extra for the 4WD variant.

The suspension on offer is independent up front, with a double wishbone and torsion bar, while it’s a five-link setup at the rear with coil springs. Though it’s not what you would call taut, over time, Tata has been working on the Safari and have reduced the body roll substantially compared to the early Safaris. It feels much more planted and confident – something you will appreciate in a tall SUV.

The Safari’s new three-litre Direct Injection Common Rail (DICOR) engine has been derived from a simple direct injection motor that has done duty in Tata’s successful 407 light truck and Sumo-based Spacio. In contrast to the motor’s basic architecture, Delphi-TVS’s second-generation common rail system which Tata has fitted onto this engine is state-of-the-art.

The Safari DICOR is a 2115kg vehicle, with a power output of 115PS. Now the commendable bit, the DICOR returned a fuel efficiency of 16.5kmpl during our highway run with the air-con switched off, which dropped to 15.05kmpl with the air conditioning running full blast.

The steering is not direct and is non-linear as well. However the Safari feels composed in spite of suffering from massive body roll. The brakes however need serious improvement as they cause some anxious moments with the car snapping sideways. The 4×4 system worked well and the electronic shift-on-the-fly system is now relocated on the dash. Unfortunately, a poor turning circle and reduced visibility at the rear make the Safari difficult to manoeuvre.

This variant that will be built on the same line as the Indica and Indigo, the Marina looks familiar from head-on as there is virtually nothing to distinguish it from its booted cousin. The roof-rails are new, but apart from that it’s the same nose. The additional cost of a new chin would have been a touch too steep.

The front suspension, with its improved lower arm, is carried forward from the Indigo, as is the three-link rear, but softer springs and stiffer dampers have been used to deal with the load better. Like the sedan, the Marina also gets improved brakes, with a larger servo for better braking performance.

Luggage space at the rear, even with the parcel tray in place, is impressive. But the 410-litre capacity can be taken up to 670 litres when luggage is loaded to the maximum, and if you want or need even more space you can flip the rear seat forward. The Marina’s rear has hooks and a net on the floor to help secure luggage, a couple of pockets in the side as well as a storage box on the roof. Loading the latter with heavy objects could prove to be extremely hazardous in a crash though, when these objects would instantly be converted to flying projectiles.

Interior detailing is a mix-and-match of that seen on the Indigo and the new Indica V2. The very European-looking ringed dials and air-con controls have been plucked from the new V2, whereas details like the nice leather-covered steering wheel, gear knob and stalks come from the Indigo.

The Marina shares the Indigo’s thoroughly revised and reworked TD motor, and the 62bhp diesel was strengthened in many ways to help it deal with the additional stresses of turbo-charging. Riding on suspension that has been visibly raised to deal with our roads and generous 175/65 tyres on 14-inch rims, the Marina possesses decent ride quality. This is especially true over broken surfaces at speed, where it feels composed and transmits only a few of the bumps through to the cabin. Low-speed ride is stiffer, the Marina getting jiggly over broken patches of road, despite softer springs at the rear.

The petrol returned 8.8km in the city, with the diesel giving a more acceptable 11.9kpl in urban traffic. The diesel also managed to travel 15.6 kilometres on a litre of diesel on the highway.

The Marina is the third model on the Indica platform. Built on the flexible Indica platform, the Marina is slightly shorter than the Indigo, but has the same stretched wheelbase, and a very balanced-looking shape.

The suspension has been modified and stiffened slightly to take the extra loads, including the addition of gas-filled dampers, but it remains the sophisticated all-independent set-up. Like the Indigo, the Marina gets improved brakes, with a larger servo for better performance. It is actually slightly shorter than its saloon sibling but is a bit heavier.

The interior is borrowing from both the Indica and Indigo’s parts bins; quality seems to have improved slightly in this iteration, especially the sound-insulation, but is not yet perfect. Legroom in front has been curtailed slightly by restricting the travel of the front seats, but this helps rear legroom. The rear seat is very good, supportive and wide, with good space for three abreast. Comfort is aided by an excellent air-con system.

The boot, the Marina’s focal point, is quite useful, topped with a folding parcel shelf, but it suffers from intrusive suspension towers and a high loading lip, which makes it difficult to lift heavy luggage into the boot. The boot has useful touches, like a net on the floor, pockets on the side and hooks, as well as a storage box on the roof. The latter, unfortunately, is not well designed, and heavy objects could fly out of it under heavy braking.

The Marina comes with a choice of 1.4-litre petrol or diesel engines, with 85 and 62bhp. The petrol has reasonable performance, hitting 100kph in a useful 13.34 seconds, but it’s noisy, especially at the top of the power band.

The diesel is the more impressive of the two, with the turbo hitting in impressively at 2000rpm. There is significant turbo lag though, which can make town driving hard work. Still, it manages 0-100kph in 17.66sec.

Fuel economy is on a par with the Indigo, which means the petrol is about average, at 8.8kpl in the city, while the more frugal diesel gives a decent 11.9kpl in the city and 15.6kpl on the highway. The brakes are fairly impressive, although ABS is not an option on any variant.

The Marina is a useful little estate, more practical than most small hatches, and acceptable in most areas. It is comfy, good looking, can carry fair-sized loads, is fairly frugal, and importantly, comes at a superb price.