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.

Filed under: Opel Cars in India | Post a comment

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.

Filed under: Opel Cars in India | Post a comment

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.

Filed under: Opel Cars in India | Post a comment

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.

Filed under: Opel Cars in India | Post a comment

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.

Filed under: Opel Cars in India | Post a comment

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.

Filed under: Mitsubishi Cars in India | Post a comment

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.

Filed under: Mitsubishi Cars in India | Post a comment

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.

Filed under: Mitsubishi Cars in India | Post a comment

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.

Filed under: Mitsubishi Cars in India | Post a comment

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.

Filed under: Mitsubishi Cars in India | Post a comment