India Cars

GM Motor India Ltd introduced its Opel-Vectra 2.2 on Indian Road. The Vectra is powered by one of Opel’s most popular and accomplished units: the 2.2-litre twin-cam engine. This ECOTEC unit, which has been tuned to meet Euro IV emission norms, has won accolades for its well-rounded abilities. The Vectra follows the Germanic design theme current in European design, with strong lines, discreet surfacing and an impression of moderation. Key elements of its design style are a high bonnet line, generously emphasized shoulders and a vertical kink in the C-pillar. The valvetrain features chain driven dual overhead cams which operate four valves per cylinder. The 2198cc engine is good for a maximum power of 145bhp at 5600rpm and 203Nm of torque.  It gets up to 150kmph in less than 28 seconds and gets to the quarter mile mark in 18 seconds, at a speed of 126kmph. It gets to a top speed of 197kmph with just a little bit of coaxing.

The vertically oriented headlamps look very modern and the use of separate projector lamps gives the headlamp cluster a classy look. The slab-like rear is characterized by a sudden crease upward that carries on with the tail lamps. It has a host of features like anti-lock braking system (ABS), electronic brake force distribution (EBD), cornering brake control (CBC) and traction control (TC) — all bundled into the car’s interactive driving system or IDC. It also boasts air pressure sensors that display a warning if any tyre experiences a pressure drop and the park display control (PDC) system beeps when the car gets too close to any object. The nice looking 16-inch alloys are shod with 215/55 R16 rubber. The CBC selectively brakes individual wheels thus quelling the understeer. Though you cannot feel bad roads, the road noise in terms of the roar from the tyres and the thunks of the suspension are too intrusive.

The large protruding air dam/front bumper combine are intended to make it appear low slung and sporty they just make the car a little ungainly and the crease that runs down the centre of the bonnet all the way down to the bumper seems to be a sad attempt at giving it a look of intimidating speed and power. The front of the car is quite sad but the rear is even worse. The high and ungainly rear falls sharply or rather in a near vertical. The ultrasonic sensors for the parking pilot system are located on the bumpers - four each in the front and rear bumper. 

There is adequate storage space in the glove box and door bins and cup-holders pop out from between the rear seats. The turn indicator stalks and the switchgear pod for the electric mirrors and power windows can get confusing. The extremely comfortable seats seem to be designed for six-footers. But important features like leather trim and electric seat adjustments are not provided.  Short drivers will find it necessary to crank up the seat height to peer over the high-set steering wheel. 

The Vectra chassis has been designed and built with future standards in mind and as a result is among the stiffest, providing an instant ride and handling advantage to the big Opel.  The engine, a 2.2-litre twin cam, is a cut above the rest in terms of noise levels and it has an electronic throttle that does away with the link between the pedal and the throttle butterfly.

The suspension too is part of the newly developed architecture and incorporates many lightweight components like the check rail, axle journals, wheel carriers and brake calipers which are all made of aluminium. The front suspension features the traditional MacPherson struts but is mounted on a hydro-formed subframe and attached to the body using a large-volume four swelling system. This helps in achieving precise wheel control and higher lateral strength. One hydraulic bearing bush per slanting link with high radial-absorption is used to reduce rolling noises and the effects of wheel imbalance while the two-phase strut bearings and a slightly curved spring axis make the suspension insensitive to lateral forces, improving shock absorber response and thereby, ride quality.

Fuel economy is adversely affected and the engine has to work hard to move 1.4 tonnes of mass. It gives an inter-city average of 7kpl and on the highway it returns 10.5kpl.

It has a very interesting information display screen sat bang in the middle of the central console. It displays all manner of information - from the Phillips music system to the trip computer - and is controlled by a button on the right steering stalk. Outside temperature, the touring range available, as well as the amount of fuel being currently consumed - particularly interesting - are displayed here. A basic four-CD-changer which can be loaded in the dash is standard.

The Vectra is an excellent cruiser and its stability in a straight line irrespective of the speed or surface condition, is very impressive.  It is this almost-perfect balance between suppleness in the suspension and directional control that gives it a considerable lead. Carrying speed into a corner too is not a problem. Safety has been accorded top priority. Its high-tech IDS system is a good thing to have to stay out of trouble.

GM motor India Limited introduced its new variant SAIL 1.6 on Indian Road. The interiors of the Corsa Sail mirror those of the saloon with the same cabin dimensions and space for occupants. Everything is familiar Corsa stuff carried over from the notchback barring a new brushed aluminium effect garnish on the centre console on the dashboard plus the instrument panel shroud and new fabric upholstery. 

The sheer mechanical grip afforded along with the crisp throttle response and that brilliant steering (precise in its directional ability and also in its actions plus with a near ideally weighted feel) makes a car enjoyable driving experience. Suspension upfront employs MacPherson struts with built in anti-dive and crouch characteristics. At the rear there is a crank compound system made up of torsion stabilizer bars working in tandem with gas charged shock absorbers. Power assisted rack and hold down steering gear is standard fitment. Front discs and rear drums constitute the braking system similar to that in the other two Indian Corsas and the Sail rides on 175/70-R13 radials just like them. In fact, for the first time GMIL is also offering the choice of 14-inch radials mounted on alloy wheels as optional extras on the 1.6 of course.

The Corsa Sail, like the saloon and the estate, suffers from a lack of space in the footwell for the driver’s feet to move comfortably but clutch and brake pedal pressures required are minimal. The gearshift quality is good but under sporty application it can catch out the unwary if one employs the ham-handed approach.

While gear ratios have remained unchanged, the performance has registered a crucial gain, both in terms of outright top speed as also in acceleration and in-gear speeds. Zero to 60kmph comes up in 5.73 seconds while 0-100kmph takes 14.33 seconds. The Corsa Sail zapped the standing quarter mile in 19.44 seconds. Its fual efficiency, in-town the air con switched to the maximum, it gives a figure of 10.6kmpl and 13.8kpl (highway).

The Corsa Sail is a very car for the small family offering them more than the smaller B-segment econo-boxes can deliver: high refinement, great stability, frugal consumption and decent power, not to mention ample cabin space and a decently sized luggage area.

GM Motor India Limited introduced its new variant corsa Sail 1.4 on India Road. The Sail is a mild development of the European Opel Corsa hatchback and although modified for tough markets like Brazil and India. The Corsa feels extremely tough, the paint has a nice gloss to it and it exudes an expensive feel. Under the curvy skin, it has a tough suspension too with anti-roll bars at both ends.

It has a tough suspension and anti-roll bars at both ends, with decent safety measures and an expensive feel to it. The Corsa Sail has decent interior space, with comfortable front seats and a robust feel, but rear seats are restricted. The plastics and ergonomics are below par, and the cramped driver’s footwell can be most uncomfortable. Luggage space is decent, and the split seats give it some versatility, but the interior doesn’t really have the glitter of a prestige car. Plastic quality is inconsistent: some bits, like the steering wheel, feel superb, but other bits, like the power window switches, feel seriously downmarket.

Luggage space is the best though and the 60:40 rear seat split gives it matchless load-carrying versatility. You can fold a seat down, making airport pick-ups and golf games with friends manageable. Equipment levels on the 1.4 are reasonable with the recent inclusion of a better-looking instrument cluster with an electronic odometer as standard.

The 88bhp 1.4 is quite swift, but never feels so, with slow responses, a harsh engine note at the red line and a dull, notchy gearshift; short gearing means it should be good in the city, but it actually feels best while cruising at three-digit speeds. Fuel economy, at 9.0 and 13.8kpl, is average.

The steering could have been better though, as it is rather lifeless, and quite heavy at urban speeds. This is not the liveliest car in the city — visibility is good, but the heavy steering, fairly large size and wide turning circle make it cumbersome. However, the heavy steering and weight mean that the Sail is exceptionally stable at high speeds, more a car for Expressway cruising than for the ghats. The brakes are good but somewhat grabby, the pedals rather wooden, none of which make this a very involving car to drive. The suspension is amazingly quiet and glides over rough patches filtering out the disturbances with assurance before they reach the passengers. This magic carpet ride is possibly the Corsa’s biggest strength. The comfort-oriented dynamics of the Corsa compromise on its agility.

The Corsa is one of GM’s badge-engineering successes, as it is actually the Brazilian Chevrolet Corsa, which itself is merely a booted version of Opel’s European Corsa hatchback. It is the smallest car in the class, which makes it brilliantly suited for the city. The upright D-pillar does not set well with the short, high boot, giving the car a slightly hunchbacked look, and the modifications made to the front bumper and tail-lamps. Despite its minuscule size, the Corsa is one of the heaviest cars in the class.  The Elite comes with a chrome-tipped exhaust and 14-inch alloy wheels, though they don’t help much in visibly differentiating the car from other Corsas on the road.

The Corsa’s interiors are limited, with poor legroom and an upright rear seatback that can make long journeys a chore. One failing is the cramped driver’s footwell: your feet foul with both the pedals and the wheelwell; combined with the wooden feel of the pedals, this can make for a slightly uncomfortable driving experience.

The Corsa Elite’s interiors are mixture of beige and black. Artificial deep burl wood trim inserts that cover most of the centre console’s panel and the instrument cluster complements the beige leather seats. The three-spoke steering wheel comes wrapped in leather, and offers a meaty grip.

The dashboard is nicely designed though, sparse-looking but solidly built, with large, positive controls and a good, solid feel. The new device comfort also brightens things up, and is clear and simple to understand. A useful feature is the triple information display (TID) which displays outside temperature as well as the time and date. And aluminium pedals come standard. The split seats are a good touch, and there are a fair number of cubby-holes. The steering feels somewhat numb, the chassis unresponsive, but get the car up to high speeds on roads like the Expressway and its manners are impeccable.

The Corsa offers a 1.4 and 1.6 engines; both designed more for drivability than aggression, which can make them feel slower than they actually are. The 1389cc 1.4 belts out 87.5bhp, and feels adequately powerful.  The initial gearing is pretty short, so it accelerates very smartly off the line. The gearbox is fairly precise but unsporting, and too dignified for hurried downshifts. The 1.6, surprisingly, has only 4bhp more, and though it’s more drivable in the city. Fuel economy is good — 9.4 and 13.7kpl from the 1.4, and 8.1 and 13.5kpl from the 1.6 city and highway respectively.

GM India launched its Corsa 1.6 Swing. The Swing 1.6 is available with a 92bhp 1.6 engine. The Swing is the most compact estate car. It looks quite the part with the ski-rails on the roof and a good pair of alloys. It uses 1.6-litre powertrain suspension. The Swing’s estate section has been neatly integrated with the rest of the body to give it a better proportioned stance. The fantastic ‘wet’ paint finish, the quality matt black plastic ski/ luggage rails and the alloy wheels look good. Parked alongside its competition, the Swing is clearly the smallest car.

The interior is styled and well built, but suffers from a lack of space and poor quality plastics. Space, especially in the rear, is at a premium, and in front, the driver’s footwell is too narrow, so his feet are likely to foul with the pedals. The large front seats are very comfortable. There’s plenty of equipment, except for the excellent dash-top Multi-Information Display from the 1.6 saloon. The steering is a bit over-sized and is placed higher than usual which is good for taller drivers. The back seat remains a sore point though it’s not quite wide nor is there enough legroom compared to its rivals. The upright backrest further compromises comfort. The boot is not too large, it is up to the waistline, cargo space is smaller than in the saloon, and it is only when you go above the luggage cover that you actually get the benefits of an estate. The suspension also intrudes into the luggage area. The oversized steering wheel is placed higher than usual and clearly the front seats have been designed for tall Germans. The load area of the Swing has by far the least volume and it offers less space. It’s only when you load the luggage to the roof that you get the advantage of an estate car. Still, the Swing can’t take much more than three full-sized suitcases.

It’s pretty useful in urban traffic and very good at in-gear response, but tends to run out of breath at high revs, especially when fully laden. The gearbox is unimpressive, with a notchy shift and the gearlever set too far back. As a result, the Swing is a commendable performer when moving through heavy city traffic.

Its short overhangs and small dimensions mean less cumbersome handling on paper. With most of its weight carried within the wheelbase, the Swing is flexible, changes direction more easily, darting into corners in comparison to the other wagons here. Ride, both at low speeds and at high speeds, is superb, the Swing skimming over even the worst of our roads without the directional stability being adversely affected in any way. Even mid-corner bumps fail to unsettle the Swing or kick the tail out.

Fuel economy was never expected to be superb in an estate, and at 8.1 and 11.9kpl on city and road respectively. The Swing is the best looking compared to its Corsa siblings — saloon and Sail.