India Cars

The Pajero 3.2 has a very aggressive design. There’s lots of body armour, and well-recognized SUV cars, from the wide running boards to the tailgate-mounted spare wheel.

The urbane 3.2, designed uses a more modern monocoque body, and independent suspension all round. It uses double wishbones in front and multi-link suspension at the rear, with anti-roll bars. The 3.2, though a generation ahead of its 2.8 sibling in construction and chassis stiffness, resembles a typical Japanese saloon in its rather light, flimsy build.

The 3.2 is a very different beast from its older sibling, but ends up driving just like a refined version of the 2.8. The 3.2’s turbo-charged direct-injection diesel puts out a muscular 38.1kgm and 161bhp, which gives it excellent performance, and the soft-pressure turbo means instant response, so it is really good fun to mash the pedal. Refinement is lacking however, with an intrusive rattle at idle that doesn’t quite disappear up the rev-band. This sadly is typical of direct-injection diesels, and until the Pajero is made available with a common-rail system, owners will have to live with the rattle.

The styling is very sporty though, the seats looking set for some rough-and-tumble, and the chunky centre console holds your thought, though decorated in horrible-looking fake wood. The use of grey plastics everywhere is disappointing, but the comfort level isn’t. The design of the instruments and steering wheel is quite interesting.

The front seats are brilliant, and easy to find the perfect driving position in. The rear seat has plenty of space as well, but is hard and flat, your knees pointing skyward. The seats are well contoured and bolstered, and comfort is of a very high level, with supportive seats and plenty of available adjustment. It does feel quite calm, especially in the rear, but most passengers should be able to get fairly comfy. The jump seats at the rear are best left for children. One problem is a lack of width, accentuated by the intrusive door-pads.

The lack of equipment is really glaring in this model — there’s no ABS, automatic gearbox, or even leather seats and climate control, though the air-con works very well. There are plenty of storage areas, and luggage space is decent, especially when the jump seats are folded (the best option).

The Collision Safety-enhanced body consists of impact-absorbing crushable zones and a highly rigid cabin structure, which is strategically reinforced. The headlining and pillars impact-absorbing design minimise head injuries and the fuel tank’s location reduces the possibility of fuel leakage in an accident, which help in reducing severity of injuries in most collisions greatly increase chances of surviving accidents. This greatly reassures drivers to confidently explore the Pajero’s performance. In the event of a head on collision the steering column collapses into itself thereby not protruding into the cabin. This saves the passenger from any injury caused due to the steering wheel.

Fuel economy is quite acceptable — a not-too-great 6.9kpl in the city but a good 10.5 on the highway. The car-like monocoque chassis and low centre of gravity of the more modern Pajero makes it an absolutely brilliant SUV on the road, very well balanced and easy to point exactly where you want it, the steering well-weighted and decent brakes.

The manual gearlever slots in easily, and the chassis and long-travel suspension mean that it floats over all kind of potholes and rough roads. The commanding driving position gives you a great view of the road ahead, and it’s reasonably easy in the city. Off-road, the Pajero is compromised slightly by the long rear overhang, but in general, it is very capable and very trustworthy in the rough. You have to manually lock the differentials if you want to go in the mud, but it works very well indeed. You have to be careful with the long rear overhang, but the clearance is sublime.

Mitsubishi introduced Pajero 2.8 on India Road. It’s substantially the same size as the Safari. This version is a very traditional SUV, with body-on-ladder-frame construction, built of high-tensile steel and weighing over two tonnes; it has double wishbones and coil springs all round, the rear suspension being non-independent.

Pajero’s have been very well known for ultra-reliable and strong engines. The 4M40 2.8litre 4 cylinder Indirect Injection Diesel Engine with intercooler and turbocharger, develops an awesome power of 118.5 bhp @ 4000 rpm and torque of 29.8 kgm @ 2000 rpm with excellent fuel efficiency, low emissions, low-maintenance durability, and smooth performance. The inline four engines have an efficient 8-valve SOHC valve train.

The transmission has gear ratios that make the most of the engine, for good low-end response and acceleration and a smooth, comfortable ride. A hybrid LSD delivers smooth, predictable traction. A helical-geared rear differential lock significantly enhances the Pajero’s ability to escape severe conditions, such as deep mud, and to extract itself when one rear wheel completely loses traction. The Pajero features 15″ ventilated front discs (2 pots) and 15″ ventilated rear drum-in-discs along with 7″+8″ boosters provide fade-resistant stopping performance.

The 2.8 has a decidedly utilitarian interior, a clearly dated design that also uses low-grade plastics. It’s well designed and practical, with good ergonomics and plenty of storage space, but it lacks the prestige feel. The seats are well contoured and bolstered, and comfort is of a very high level, with supportive seats and plenty of available adjustment. It does feel quite cosy, especially in the rear, but most passengers should be able to get fairly comfy. The jump seats at the rear are best left for children. One problem is a lack of width, accentuated by the intrusive door-pads.

The Collision Safety-enhanced body consists of impact-absorbing crushable zones and a highly rigid cabin structure, which is strategically reinforced. The headlining and pillars impact-absorbing design minimise head injuries and the fuel tank’s location reduces the possibility of fuel leakage in an accident, which help in reducing severity of injuries in most collisions greatly increase chances of surviving accidents. This greatly reassures drivers to confidently explore the Pajero’s performance. In the event of a head on collision the steering column collapses into itself thereby not protruding into the cabin. This saves the passenger from any injury caused due to the steering wheel.

It may weigh two tonnes, but it goes well, and with silent indirect injection, it is very refined too. Short gearing makes it very punchy to drive, both in the city and on the highway. Fuel economy is not too bad, it returned 7.5kpl in the city, but not superior on the highway, where it returned a fair 10.5kpl.

The solid chassis and well-tuned suspension have been perfected over the years, so it drives very well for an SUV. The steering is very crisp and direct, ride quality is brilliant, and it goes exactly where you want it to. However, it’s best to drive sedately and not push too hard, as there is plenty of body rolls while cornering at high speeds.

Mitsubishis has launched the new Mitsubishi Lancer Cedia, a new version of the Lancer. The Lancer Cedia is a premium car that has evolved from the legendary Evo Series of Mitsubishi. The new Cedia is more muscularly built and though it continues to be in the same size class. The car is easier to handle and at the same time offers much more power on demand for the driver. It is known internally as the JT41.

The Cedia features a two-litre, 4-cylinder petrol engine that offers a peak power of 115 PS and a maximum torque of 175 Nm. The car’s top speed is 180 kmph and safety features include dual air bags with an anti-lock braking system and electronic brake force distribution. The car also features multi-link independent suspension and a five speed manual gearbox.

A Mitsubishi badge splits the dihedral grille, and a central spine-like edge runs down the centre of the bonnet. The swept-back and inclined wraparound headlights look as attractive as the grille.  The roof is considerably lower than either of these cars. The rear of the Cedia isn’t particularly sporty, with the tailgate of the car having only a mild spoiler or lip of sorts. The Cedia looks compact, but has an almost identical wheelbase to the Corolla.

On the inside the Cedia is smaller, but there’s plenty of room for the driver and front seat passenger. The front seats are large, supportive and you’re seated lower than on any of the competing cars and surprisingly, comfort levels are as good. You do have to crouch down when getting in and out, but that is to be expected as this car has a lower stance. The Indian version will have a larger ground-clearance, making getting in and out easier.

The 2.0-litre four-cylinder petrol motor sounds great when it’s fired up, and soon settles to a smooth idle. Grateful to its twin-cam, 16-valve construction, the engine cranks out 125bhp. The car’s 1.1-ton kerb weight makes it an able performer. Acceleration is strong from a standstill, even when only using part-throttle. It doesn’t use variable valve timing like the Corolla motor and reaches its peak torque only at 4500rpm. Due to the flat overall torque curve however, the car is perfectly obedient at low engine speeds.

Transmitting the power to the front wheels is a five-speed gearbox that’s again quite similar in feel to that of the Lancer. The gearshift quality may not be in the realm of the Honda City’s, but it’s enjoyable in its own right. Perhaps a rounded, sporty gear lever knob will allow for more involving throws.

Power delivery is much stronger when the engine runs in the meat of its power band. It delivers an impressive rush and you can keep the rate of acceleration going by keeping the throttle firmly pressed. The gear changes are swift and the Cedia should hit 100kph in under 10 seconds.

Highway driving is pleasurable and the light, accurate gearbox makes overtaking quite pleasurable.  The ride was quite pliant and the generous wheel travel swallowed potholes and allowed the car to be driven over rough roads without any loud thuds from the suspension. However, a stiffer suspension would improve the directional stability, especially at high speeds.

Mitsubishi launched it’s the new Lancer LXd 1.8 on Indian Road. The 1468cc base engine is not particularly powerful or torquey, but it is a smooth and refined car that prefers relaxed cruising to spirited driving, and is stress-free, particularly in the city. It has decent fuel economy figures — 9.6kpl in city and 14.9kpl on the highway.

The interiors are a disappointment after the buoyant exterior: the cabin looks dull, uses dull grey plastics, and although it is well designed and ergonomically sound, it’s some way behind the high-quality interiors. The seats are comfortable and supportive, and the seat and steering are adjustable. Leg and headroom are great both front and rear. The Lancer is available in three versions: the original 1.5-litre petrol, which now props up the rest of the range, a 2.0-litre diesel and the new 1.8-litre petrol, available only with the INVECS gearbox.

The Lancer’s safety-enhanced body structure comprises front and rear crushable zones that effectively absorb the impact energy of front & rear collisions. Adding to all-around protection of occupant i.e. a deformation-resistant, highly rigid cabin structure that features strategic reinforcements plus large side-door impact bars. Its Collapsible Steering intelligently designed to telescope inward on impact significantly increasing safety for Driver. Its centrally located fuel tank to minimize risk of damage in case of a collision. Also has a fuel cut off valve to prevent leakage of fuel in the case of a roll over.

Its performance is amazed Inspiring performance of 0-100km/hr in just under 12.9sec. Its aerodynamics body results in Low coefficient of drag of 0.3 that offers least resistance to wind which ensures better engine efficiency - helps in saving fuel, Offers least resistance to wind,   Ensures better engine efficiency, Helps maintain fuel economy. It Meets Bharat Stage III Emission Standards. Its Ground Clearance of 185 mm prevents underbody damages ideal for Indian Roads.

The 2.0-litre diesel, again, is not an exceptional motor. It has a modest 65bhp and only 12.54kgm of torque, but its refinement has to be felt to be believed. Using ‘Super Silent Shaft technology,’ it feels perfectly balanced and silent, and it’s exceptionally responsive for a diesel, with punchy gear ratios and lots of bottom-end whack. The overwhelming flexibility means even top-end performance is startling, and the gearbox is one of the very best on the market; however, top speed and highway poise are surprisingly ordinary. Needing only a light foot to drive it smoothly, the diesel will easily return 11.6 and 15.6kpl. The best of the lot is the sporty 1.8, with 120bhp and 16.5kgm of torque; the best part isn’t the power though, it’s the superb INVECS-II gearbox, a simplified version of Porsche’s famed Tiptronic box, which works as an automatic with a manual ‘tip-shift’ function. It works seamlessly as an automatic, but slot the lever to the side, and it works as a manual, in which you have to ‘tip’ the lever forward to change up, or pull back to change down, which makes it excellent for hard driving. The engine is very responsive and energetic, with impressive punch between 3000-5000rpm.

Mitsubishi launched it’s the new Lancer LXd 2.0 on Indian Road. The 1468cc base engine is not particularly powerful or torquey, but it is a smooth and refined car that prefers relaxed cruising to spirited driving, and is stress-free, particularly in the city. It has decent fuel economy figures — 11.6 kpl in city and 15.6kpl on the highway.

The interiors are a disappointment after the buoyant exterior: the cabin looks dull, uses dull grey plastics, and although it is well designed and ergonomically sound, it’s some way behind the high-quality interiors. The seats are comfortable and supportive, and the seat and steering are adjustable. Leg and headroom are great both front and rear. The Lancer is available in three versions: the original 1.5-litre petrol, which now props up the rest of the range, a 2.0-litre diesel and the new 1.8-litre petrol, available only with the INVECS gearbox.

The Lancer’s safety-enhanced body structure comprises front and rear crushable zones that effectively absorb the impact energy of front & rear collisions. Adding to all-around protection of occupant i.e. a deformation-resistant, highly rigid cabin structure that features strategic reinforcements plus large side-door impact bars. Its Collapsible Steering intelligently designed to telescope inward on impact significantly increasing safety for Driver. Its centrally located fuel tank to minimize risk of damage in case of a collision. Also has a fuel cut off valve to prevent leakage of fuel in the case of a roll over.

Its performance is amazed Inspiring performance of 0-100km/hr in just under 12.9sec. Its aerodynamics body results in Low coefficient of drag of 0.3 that offers least resistance to wind which ensures better engine efficiency - helps in saving fuel, Offers least resistance to wind,   Ensures better engine efficiency, Helps maintain fuel economy. It Meets Bharat Stage III Emission Standards. Its Ground Clearance of 185 mm prevents underbody damages ideal for Indian Roads.

The 2.0-litre diesel, again, is not an exceptional motor. It has a modest 65bhp and only 12.54kgm of torque, but its refinement has to be felt to be believed. Using ‘Super Silent Shaft technology,’ it feels perfectly balanced and silent, and it’s exceptionally responsive for a diesel, with punchy gear ratios and lots of bottom-end whack. The overwhelming flexibility means even top-end performance is startling, and the gearbox is one of the very best on the market; however, top speed and highway poise are surprisingly ordinary. The best of the lot is the sporty 1.8, with 120bhp and 16.5kgm of torque; the best part isn’t the power though, it’s the superb INVECS-II gearbox, a simplified version of Porsche’s famed Tiptronic box, which works as an automatic with a manual ‘tip-shift’ function. It works seamlessly as an automatic, but slot the lever to the side, and it works as a manual, in which you have to ‘tip’ the lever forward to change up, or pull back to change down, which makes it excellent for hard driving. The engine is very responsive and energetic, with impressive punch between 3000-5000rpm.

Mitsubishi launched it’s the new Lancer LXi 1.5 L on Indian Road. The 1468cc base engine is not particularly powerful or torquey, but it is a smooth and refined car that prefers relaxed cruising to spirited driving, and is stress-free, particularly in the city. It has decent fuel economy figures — 9.6kpl in city and 14.9kpl on the highway.

The interiors are a disappointment after the buoyant exterior: the cabin looks dull, uses dull grey plastics, and although it is well designed and ergonomically sound, it’s some way behind the high-quality interiors. The seats are comfortable and supportive, and the seat and steering are adjustable. Leg and headroom are great both front and rear. The Lancer is available in three versions: the original 1.5-litre petrol, which now props up the rest of the range, a 2.0-litre diesel and the new 1.8-litre petrol, available only with the INVECS gearbox.

The Lancer’s safety-enhanced body structure comprises front and rear crushable zones that effectively absorb the impact energy of front & rear collisions. Adding to all-around protection of occupant i.e. a deformation-resistant, highly rigid cabin structure that features strategic reinforcements plus large side-door impact bars. Its Collapsible Steering intelligently designed to telescope inward on impact significantly increasing safety for Driver. Its centrally located fuel tank to minimize risk of damage in case of a collision. Also has a fuel cut off valve to prevent leakage of fuel in the case of a roll over.

Its performance is amazed Inspiring performance of 0-100km/hr in just under 12.9sec. Its aerodynamics body results in Low coefficient of drag of 0.3 that offers least resistance to wind which ensures better engine efficiency - helps in saving fuel, Offers least resistance to wind,   Ensures better engine efficiency, Helps maintain fuel economy. It Meets Bharat Stage III Emission Standards. Its Ground Clearance of 185 mm prevents underbody damages ideal for Indian Roads.

The 2.0-litre diesel, again, is not an exceptional motor. It has a modest 65bhp and only 12.54kgm of torque, but its refinement has to be felt to be believed. Using ‘Super Silent Shaft technology,’ it feels perfectly balanced and silent, and it’s exceptionally responsive for a diesel, with punchy gear ratios and lots of bottom-end whack. The overwhelming flexibility means even top-end performance is startling, and the gearbox is one of the very best on the market; however, top speed and highway poise are surprisingly ordinary. Needing only a light foot to drive it smoothly, the diesel will easily return 11.6 and 15.6kpl. The best of the lot is the sporty 1.8, with 120bhp and 16.5kgm of torque; the best part isn’t the power though, it’s the superb INVECS-II gearbox, a simplified version of Porsche’s famed Tiptronic box, which works as an automatic with a manual ‘tip-shift’ function. It works seamlessly as an automatic, but slot the lever to the side, and it works as a manual, in which you have to ‘tip’ the lever forward to change up, or pull back to change down, which makes it excellent for hard driving. The engine is very responsive and energetic, with impressive punch between 3000-5000rpm.