Volkswagen XL1 Concept

This small emirate is reputed to have a per-capita GDP that ranks among the highest in the world. It has energy to spare, with plenty of oil and the world’s third-largest reserves of natural gas. The population produces three times as much carbon dioxide per person as does that of the United States. Premium gas costs the equivalent of just a dollar per gallon—and that’s after a recent 25-percent increase in the government-subsidized price, which caused serious consternation among the country’s V-8–packing drivers. The capital city of Doha is gridded with wide and heavily policed streets that run among seemingly endless construction sites, all adding to a Manhattan-like skyscraper forest.

It was in this environment that we were introduced to the hyperefficientVolkswagen XL1.

The Next Step for the “1-Liter” Car

The XL1 is Volkswagen’s latest “1-liter” car. This term doesn’t refer to engine displacement but rather to the European method of expressing consumption, which is to say the amount of fuel needed to travel 100 kilometers. Traveling that distance on one liter of fuel translates to 235 mpg—or, put differently, New York to Boston on one measly gallon of diesel. A 1-liter car would simply be the world’s most efficient combustion-engined passenger vehicle, and VW says the XL1 actually needs just 0.9 liter to travel 100 kilometers, which means the claimed maximum efficiency is a heady 261 mpg.

This VW is probably the first European car to have its world introduction preceded by thanks to Allah. Shortly after its debut at the first-ever Qatar auto show, the XL1 was examined by Sheikh Hamad Bin Jassim Bin Jabr Al-Thani, the country’s prime minister and minister of foreign affairs and a member of Qatar’s ruling family. His wife liked it and was reported as saying that she would like to have one. Most other visitors were bemused by the fuss over a little two-seater with a tiny engine and turned their attention to the Touareg Gold Edition, an exercise in 24-karat excess specially created for the local audience.

Why would Volkswagen even think about launching its most frugal car in a land where no one gives a second thought to saving energy? Simple: 17 percent of Volkswagen, Germany’s biggest car company, is now owned by Qatar Holdings, a part of the company’s sovereign wealth fund. It happened on the heels of Porsche’s failed bid to take over VW. Porsche had solicited investment from Qatar at the time of the Lehman Brothers collapse, when it held options on millions of Volkswagen shares. With Porsche instead becoming part of the Volkswagen Group, the Qatari investment turned into a chunk of VW.

Yet Another Piëch Brainchild

The 1-liter car was Ferdinand Piëch’s idea, and he drove the first concept, a cigar-shaped tandem two-seater, to the 2002 board meeting at which he retired as CEO. The intervening years produced a “2-liter” prototype that was only shown internally, as well as the L1 that appeared at the 2009 Frankfurt show. VW became convinced during that time that a production 1-liter would require a plug-in hybrid drivetrain. It would also need to have the lightest possible chassis and body panels, worldbeating aerodynamics, and side-by-side rather than tandem seating.

The XL1’s hybrid system consists of a 47-hp, 800-cc two-cylinder TDI turbo-diesel engine, a 27-hp (20-kW) electric motor, and VW’s seven-speed DSG dual-clutch gearbox. (The DSG is programmed to operate only in automatic mode.) The TDI and the electric motor combine to deliver maximum torque of 103 lb-ft. This amazingly compact powertrain is mounted transversely behind the passenger compartment and drives the rear wheels. A 5-kWh lithium-ion battery pack and a 2.6-gallon diesel fuel tank are nestled between the powertrain and passenger compartment.

The major factor in weight saving was the use of carbon fiber for the chassis and body panels. The center monocoque/safety cell is molded in one piece by a rapid resin-transfer process that’s quicker and cheaper than conventional hand-laid carbon. VW developed it with the Austrian company Carbo Tech, which also helped implement a similar system for the McLaren MP4-12C supercar. The supercar connection doesn’t end there: The XL1’s supersmooth, aerodynamically optimized shape should achieve an extremely low drag coefficient of 0.19.

About as Poky as You’d Expect

So the XL1 looks racy, but its ultimate performance is leisurely: 0 to 60 mph takes about 11.5 seconds, and top speed is limited to 99 mph. Considering the elaborate and expensive weight-saving measures, the XL1 is heavier than one might expect, at 1800 or so pounds. Its predecessor, the L1, came in at a claimed 840 pounds. Blame the twofold increase on the safety equipment and the comfort and convenience features required to turn a vehicle solely focused on efficiency into an acceptable everyday car.

Even though it ditches earlier versions’ tandem seating, the XL1 remains narrow and tapers at the rear, so the passenger seat isn’t aligned with the driver’s; it’s offset toward the stern by a few inches to preserve shoulder room. There is, of course, none of the sound and fury of the supercars that pioneered this car’s construction methods. As with other vehicles that can operate purely on electricity, everything is remarkably quiet at step-off and at low speeds—all you hear is the thrum of tires on asphalt. Once you press harder on the accelerator to demand more power, the diesel engine starts, without any jolt but with a curious tinny rattle. Lift the pedal, and the gentle calm returns as the engine stops instantly; it restarts in milliseconds when you flex your right foot again.

You can, however, force the car to run only on electricity. Select that mode, and the TDI diesel is declutched from the drive wheels, at which point the XL1 can run for a claimed 22 miles and reach a top speed of 50 mph. Recharging the batteries via a plug takes an hour and a few cents. But the XL1 won’t leave you stranded. Like the Chevrolet Volt’s gasoline engine, the VW’s diesel powerplant takes over when the batteries reach a minimum charge level.

An Everyday Space Pod?

Hunkering down into the carbon-fiber driver’s seat feels special, and you’re confronted by a small steering wheel squared off at the bottom and a well-equipped and nicely trimmed dashboard. The XL1 has no rear window or side mirrors; in place of the latter, video cameras feed two small screens in the inner door panels. Design-wise, the interior is immediately recognizable as a VW. Onlookers, seeing the doors hinge upward as we climbed aboard, asked if it were a baby Lamborghini. Not quite, we replied, although some at Volkswagen believe, perhaps optimistically, that cars like this will be the supercars of an energy-conscious future.

Our drive through the city and outskirts of Doha suggested that the XL1 would be an acceptable daily driver. This in spite of a rather lumpy ride. Blame the narrow Michelin low-rolling-resistance tires, which run at a firm 45 psi. But the XL1 steers accurately and easily, without the need for power assistance. The brakes are fitted with lightweight carbon-ceramic discs and offer excellent stopping power, although less experienced pilots—or, ahem, younger ones—may find the pedal’s feel odd, as it’s as unassisted as the steering, a rarity in modern vehicles.

You’d need many miles behind the wheel or finely calibrated equipment—neither of which was available to us that day—to verify the official fuel-economy figure, which was calculated by the European authorities using a new drive cycle for plug-in hybrids. The number reported was a bit better than VW expected, at the equivalent of 261 mpg. So here is a car, primarily driven by a diesel engine, with minimal emissions (24 g/km of CO2 versus, say, the Prius’s 89 g/km) that can claim to be more efficient than more highly vaunted pure-electric vehicles.

For now, all the XL1 does is make a statement—it’s still a prototype. But VW Group chairman Martin Winterkorn promised it will be available by 2013 “at an affordable price.” We guess that will be somewhere around the equivalent of $50,000. Qatar won’t get it—and the U.S. probably won’t, either—but this is just the thing European eco-warriors have been waiting for.

Volkswagen Taigun Preview

Volkswagen intends to rule the car world and to do that it needs to tap emerging markets to draw the volumes. And, the introduction of a sub-brand, which would offer more affordable cars for these markets including India, is one of the steps in that direction. What it also needs is more affordable cars from the Volkswagen brand itself. But, not just any car; it needs an SUV. The latter is, after all, one of the fastest growing segments.

Now, it has one. Or, will have one based on the Taigun concept showcased recently at the Sao Paulo Motor Show. The Taigun is based on the “New Small Family Platform” on which the up! small car is also based. The concept’s exterior look follows the very concise and clear Volkswagen SUV design DNA. This gives the Taigun a sophisticated and powerful appearance. It’s 3,859mm long, 1,728mm wide and 1,570mm tall. Between the front and rear bumpers, the vehicle sports a wheelbase of 2,470mm, which is large given its short overall length. The result: short overhangs and appealing proportions. As for the looks, it surely looks like a miniature version of the Tiguan and Touareg, but carries what will be the new face of VW SUVs. The all-LED headlamps will certainly not make it to the production version, but the overall edgy design along with the large grille giving this miniature SUV tremendous road presence.

In profile the high ground clearance and short overhangs are evident. The rear door also does away with a conventional door handle, and in place is one very similar to the one found on the Chevrolet Beat. This too will make to production. At the back the tail gate is a two piece affair for easier loading and more flexibility. It’s, however, an expensive option. So chances are that it might be ditched for a standard tail gate at least for markets like India where cost is key. A close look also reveals skid plates both up front and at the rear to give the Taigun a butch aura. Last but not the least, roof rails with integrated lights finish off this tiny monster.

Inside, the Taigun looks smart and simple. The three dials on the smooth flowing dash look sporty and so does the little instrument panel. A touch screen interface is present in the concept which controls multiple functions like Bluetooth connection, audio player and the sat-nav unit.

The four-seat concept car is powered by a new 1.0-litre TSI engine with 110bhp. The Taigun engine extends the range of the three-cylinder petrol engines by adding direct fuel injection plus turbocharging technology, which opens a new chapter in the downsizing strategy at Volkswagen. The engine delivers a high peak torque of 175Nm at a low 1500rpm. The lightweight concept car, weighing in at 985kg, has a claimed top speed of 186kmph and can accelerate to 100kmph from a standstill in 9.2 seconds. Moreover, the Taigun is expected to be very fuel efficient offering around 22kmpl.

VW’s baby SUV, which runs 17 inch alloy wheels shod with 205/50 R17 tyres, should be up for a bit of offroading as well, thanks to its light weight, high ground clearance and good low end torque. There’s however no four wheel drive on offer. What it does get though is ESC - electronic stabilisation programme.

So, where will the Taigun slot in when it makes to production? It will sit above the up! and should be priced similar to the Polo. It will also pose a threat to the more expensive SUVs like the Ford EcoSport and the Renault Duster, but would go head-on against the Mahindra Quanto.

Renault Duster Facelift Preview

We all love the Renault Duster facelift for various reasons most which seem to be along the lines of it being a small vehicle made to look much bigger than its size. Developed and designed by Renault’s Romanian subsidiary, Dacia, its arrival heralded a new chapter in the pages of Renault India’s history as it set the charts on fire every month since its launch in July 2012. However, despite the good combinations that it offered, the Duster was no match for the Ford EcoSport which was launched earlier this year and ultimately started dropping off in terms of numbers. With so much to lose, it is now likely that Renault will bring the facelifted version to India sooner than expected. It was unveiled at the Frankfurt Motor Show and features a host of cosmetic changes and a new petrol engine option.

Exterior

The facelifted Renault Duster gets a redone fascia in the form of a new grille, revised headlamp design as well as a new design for the air intake in front. It also gets new front and rear scuff plates, revised tail lamp assembly and 16-inch wheels. However, the overall design of the crossover has not been tampered with as it still retains its squat stance and model-defining flared wheel arches. The rear too remains the same as the current vehicle but now the exhaust pipe has been integrated into the rear diffuser assembly. However, one noticeable change to the Duster is the modified roof rails to increase the amount of support it can provide. For further personalisation, Renault may also offer the adventure exterior design pack which includes a bulbar, satin chrome strips and door sill guard protectors.

Interior and features

The Renault Duster facelift carries over most of the interiors from the current vehicle but what’s new is the instrument cluster, seat upholstery options and power window switches. The European spec car also gets a fire extinguisher, security system and snow chains. India would be getting only the fire extinguisher. The rear seats are likely to remain unchanged as will the boot area. Renault currently offers a navigation pack with the Duster and we expect that this will become a standard feature on the RXZ diesel variant.

Variants and engine line-up

The Renault Duster is currently offered in seven diesel and two petrol variants. We expect that once the Media-NAV system is integrated into the car as a standard feature, Renault will do away with the RxZ and RxL optional variants.

The engine line-up stays the same as before; a 1.5-litre diesel and a 1.6-litre petrol. The diesel is available in two configurations 84bhp+200Nm and 110bhp+240Nm, while the petrol engine produces 102bhp and 145Nm of torque. The 84bhp diesel and the petrol engine have been mated to a five-speed manual while the 110bhp diesel has been mated to a six-speed manual gearbox.

However, Renault’s new weapon is the 1.2-litre TCe petrol engine that produces 123.3bhp and 204Nm of torque. Power is transmitted to the front wheels or all four wheels via a six-speed manual and in the case of the latter a four-wheel-drive system. It is their answer to Ford’s Ecoboost engine and will most certainly be launched here in the front-wheel-drive guise.

When do we get it and what will it cost?

It is likely that Renault will showcase the facelifted Duster at the 2014 Auto Expo and will launch it a few months later. The price is expected to be Rs 20,000 more than the equivalent current variants of the present vehicle.

The facelifted Renault Duster, when launched here, will compete with the Ford EcoSport, Nissan Terrano and the Mahindra XUV500 W4 variant.

Tata Pixel

The Tata Pixel is a rear-engined four-passenger city car, unveiled on 1 March 2011 by Tata Motors at the 81st International Motor Show in Genevaand aimed primarily at the European market. It is based on the Tata Nano platform

KAWASAKI ZX-10R with ABS in india

 Its timing was near-perfect too. It arrived with (holy cow!) nearly 200PS of power, a raft of electronic rider aids to make all that power manageable at a time when the Yen was steadily choking the Japanese big bikes. A potent competitor arrived at exactly the moment when the old masters were at their most vulnerable. The results, whether in terms of sales, street cred or media reports, speak for themselves.

Kawasaki noted proudly on its launch materials that all the rider aids were designed not so much to prevent the rider from coming off the bike as to ensure that all possible engine power was put to use in making the motorcycle move forward stronger than before

What happened next is still more fortuitous for the European bike makers. On the one hand, Aprilia joined the game with their excellent new RSV and Ducati rolled out the Panigale, while Honda, Yamaha and Suzuki more or less stopped rolling out the biennial ground-up litre-bike updates. In 2010, the Kawasaki ZX-10R was fading away.
But 2011 brought with it a new Kawasaki Ninja ZX-10R. And it clearly took aim at the BMW S1000RR and drew upon Kawasaki’s racing activities for electronic systems. What we have here is the 2013 model. It boasted that kind of power and at launch was just over 10kg lighter than the nearest competitor. Japan was finally ready to stare down the awkward eyes of the new German king of the sportsbike hill.

A motorcycle that from every molecule of its tyres to the the plastic panels is designed for ultimate high-speed performance

Kawasaki Intelligent anti-lock Braking System (KIBS) is basically an advanced track-ready version of anti-lock braking system (ABS)

Every bit of the Kawasaki ZX-10R is cutting edge — there is no other way to stay relevant in this segment. The frame is made of seven cast pieces that make the twin spar frame. Upfront is Showa’s big piston fork, aka BPF, a race-derived suspension unit that uses a piston roughly twice the size for great feedback, quick reactions and effortless performance. In this setup was a new oversquare 998cc engine with bigger intake valves, a lighter, re-positioned crank, light pistons, huge throttle bodies and a set of race-spec titanium exhaust headers. A motorcycle that from every molecule of its tyres to the plastic panels is designed for ultimate high-speed performance.

KIBS uses Bosch-built ABS unit that is much lighter and half the size of a standard ABS unit. The ABS unit is placed behind the left engine cylinder close to the centre of mass to minimise the effect of added weight.

Kawasaki even noted proudly on its launch materials that all the rider aids were designed not so much to prevent the rider from coming off the bike as to ensure that all possible engine power was put to use in making the motorcycle move forward stronger than before. The fact that the electronics could help prevent, for instance, highsides was almost a subtext. A vital part of a 200PS motorcycle but not the core of the system’s intent.
And now that I’ve been on the motorcycle for about 200km, I can say with confidence that the ZX-10R is ridiculous, if not impossible. When you first cast eyes on it, you’ll think of it as a hard-edged, even brutal 600. And that is roughly the size of it. Compared even to the ever-shrinking litre-bikes, the Kawasaki looks (and then feels) small, manageable, and once off the side stand, extremely light. The tail end is compact while the fairing has huge cut-outs through which you can see the already blueing headers. It’s beautiful in a brutal, purposeful way but pretty it isn’t.
Then you get rolling and you have to do an immediate expectation reset. You see litre-bikes aren’t supposed to be comfortable, they’re built for performance. So they have heavy clutches, extremely committed ergonomics, and usually need a good five minutes of time so you can figure out how to arm wrestle them around. But the Kawasaki ZX-10R needs none of this. The clutch lever requires almost no effort, and the way it releases feels more like an extremely well-made small-displacement bike than a 200PS guided missile. The engine is quiet and stunningly smooth off the bottom, while the sense of weight and mass disappears almost entirely at 1.5kmph. About 300m after you get on the motorcycle, you’re itching to nail the throttle to reassure yourself that you have litre-class ferocity on demand rather than what feels like a rebadged 600 or smaller.
This in itself is amazing because a lot of riding fast has to do with your confidence level. The more of it you have, the faster you will usually go. The Kawasaki ZX-10R starts off feeling friendly, unintimidating and light on its feet, and it — and this is the super-awesome bit — manages to stay like that when you’ve upped the speeds considerably as well.
Making a 200PS superbike with today’s technology and electronics isn’t difficult. Making it feel easy to work with is, and Kawasaki have nailed this part. And this reflects in every aspect of the motorcycle.
For instance, the meters show a bewildering array of information but it is neatly organised; so after a minute or two, you see what you need to quickly. In race mode, you see a gear position indicator bang in the middle, while in normal mode, the speed readout takes centre stage. My favourite bit is the rev counter. It is the part of the instrument I use the most until I get used to shifting by sound, and the Kawasaki has about the best rev counter I’ve ever used. A band of bright LEDs make an arc across the top with one bar illuminated at idle. Pick up the revs and more LEDs light up making a light bar that arcs rapidly from left to right. As you get into the 10,000rpm area, the colour changes towards orange and then turns red near the 14,500rpm redline.
It’s easy to track even in peripheral vision, the colour is a good indicator of how far from the redline you are, and I honestly cannot say if there is a shift light or not because I never needed it and never shattered off the rev limiter either. Everyone should just close their eyes and replicate this. It’s perfect.

The superbike uses the new Öhlins-Kawasaki steering damper, placed horizontally just before the fuel tank, specifically tuned for the 2013 Zx-10R

Almost as great is the engine. Throttle response is quick but not electric which means modulating power, especially coming back on the gas while on the edge of tyre, is remarkably smooth and natural.
I was initially worried because we were the first to ride the bike which means zero kilometres on the clock, tyres still greasy from the mold release compound… a bad time to be figuring out how much throttle is enough on corner exists. A good time to have traction control on your side. But not only, despite my best efforts, did I never get to trigger it, but the connection from throttle to rear wheel felt so natural that I almost fooled myself into thinking that I was a skilled superhero.

The Kawasaki has about the best rev counter I’ve ever used. A band of bright LEDs make an arc across the top with one bar illuminated at idle. Pick up the revs and more LEDs light up making a light bar that arcs rapidly from left to right. As you get into the 10,000rpm area, the colour changes towards orange and then turns red near the 14,500rpm redline. It’s easy to track even in peripheral vision, the colour is a good indicator of how far from the redline you are.

In fact, the people really wearing the underpants outside are the Kawasaki engineers. The engine feels generous but easy at the bottom, and it builds to a fantastic, ferocious top-end without losing its graceful linearity. I stayed in full power mode throughout, though I had the option of making normal street riding easier by switching to medium (less power but full power available if needed) or low (much less power for slippery conditions).

The bike was brand new so we only redlined it a couple of times and chose not to test it, so Sport-Kawasaki Traction Control (S-KTRC) never got to really show its hand. But from what we are hearing, it’s work of art. It gathers information on the bike 200 times a second and in mode 1 (least interference) even allows a bit of wheel slip, which maximises power delivered to the rear wheel. And its genius seems to be that it feels completely natural doing its work unobtrusively, so you can carry on playing the fool and looking like a hero without highsiding yourself into the future.
But this kind of power in a small and light package isn’t an automatic victory. The BMW S1000RR in its first year, to wit, received a fair bit of criticism for having a difficult chassis to live with, and the Panigale R, similarly, is hard work though extremely quick. The chassis and its nature and behaviour is a huge part of the performance package.
The Kawasaki, as you can read in all the stories about it, possesses chassis excellence on par with its engine or indeed, it’s electronics. The BPF reveals the nature of the road so clearly that your confidence in it is sky high. This I discovered as I breached 150kmph over a crest and discovered to my horror that the road ahead had descended into post-monsoon disarray without warning. But in a flash, I was through the patch without a flutter, while I was expecting to be thrown up and out of the seat momentarily. The suspension absorbed the abrupt change in surface so amazingly well! It isn’t just sudden big bump absorption either. For a full on no holds barred sportsbike, the ZX-10R feels almost plush. Normal roads are dealt with graciously and low speed ride is sporty but excellent.

This steering damper reacts to current speed as well as acceleration to maintain a high level of riding feedback. It does so by allowing lower damping force and light steering feel during easy riding conditions and lower speeds, but quickly adapts to increase damping to provide stability at higher speeds and during extreme acceleration/deceleration. The anodised damper unit incorporates Öhlins’ patented twin-tube design to help ensure stable damping performance and superior kickback absorption

And then after your first 150kmph sweeper you also note that high-speed ride is just as firm as you expect without the slightest hint of a wallow or softness. Once again, it’s a delicate balance that makes the Kawasaki easy to live with everyday without compromising any of its high performance effectiveness.
And it isn’t over yet. The Kawasaki, despite its substantial wheelbase, is actually very, very light on its feet. In traffic, as Rishaad put it, “It’s no harder to ride quickly than an R15, though much quicker!”
As ludicrous as that sounds, it’s true. Changing direction swiftly to make a late-spotted gap requires no effort, and within moments it becomes an extension of you rather than the usual — oh god this big, hot motorcycle is going to kill me. To its credit, it also seems to run noticeably cooler than its peers. Only once in heavy traffic did we see coolant temperatures hit 104 while most other bikes get to 107, the fan stays on and slowly cools you. It isn’t an aircon, but certainly the coolest running litre-bike I’ve ever piloted in Indian traffic.
Out on faster roads, the Kawasaki remains a natural feeling motorcycle that turns quickly into corners, doesn’t mind riders who usually ride small bikes and consequently load the front into corners out of habit. It’s super stable leaned over and on the exit, the natural throttle feel and traction control make ridiculous speed stupidly easy.

And I think easy is the critical word here. The Kawasaki is sheer, epic brilliance. It is how a 200PS motorcycle should feel if it had to be sold without electronic aids today — fast but firmly on your side and not trying to kill you. It backs that up with an excellent set of electronic systems. You never grow tired of riding it, you never lose your faith in it, and you never think of it as anything but an easy to ride motorcycle with a fearsome turn of speed. If I had the money, I’d be at the Kawasaki dealer by now.

Which brings me to the final trophy in the Kawasaki cabinet. Unless you’re a fan, there really isn’t any real point in considering the other Japanese litre-bikes until they receive comprehensive updates. But at Rs 15.7 lakh ex-Pune, the ZX-10R not only matches the performance of the Aprilia RSV or the BMW S1000RR, it also is vastly cheaper to buy. Most importantly, however, it is a motorcycle that is easy. Easy to ride in traffic, easy to get along with, easy to ride quickly and easy to exploit at the racetrack. Which means you’re far, far more likely to ride it.










BY OVERDRIVE.IN

Ford EcoSport the most awarded car in India

Ford EcoSport has got a good response from customers and critics since its introduction in the country. In fact, here, it would be apt to say that this vehicle is one of the best selling compact SUVs (Sports Utility Vehicle) in India. Recently, there were reports that Ford India saw a growth of 50.95 per cent in total sales in September 2013 and a major portion of that was due to EcoSport. Vinay Piparsania, Ford India Executive Director (Marketing, Sales and Service) also stated, “Despite prevailing difficult economic conditions, we are excited to see our products finding greater acceptance among customers that is mirrored in our sales.” Clearly, one can establish a strong correlation between sales and the statement made. In other words, Ford India can now sense that it could use EcoSport platform to have a deeper penetration in the market for boosting growth and brand presence.

Mileage of Ford EcoSport variants

 

The wide spread recognizance of EcoSport is attributable to a number of aspects like high affordability, improved performance and driveablity, enhanced comfort, ample luggage space and high fuel economy. Pan-India campaigns like 'EcoSport Urban Discoveries' have further made the difference by attracting the attention of common mass towards this compact utility vehicle.

Predominantly, a car's success in the market can be attributed to a number of factors that also include crucial fuel efficiency or mileage aspects while driving on roads. Especially, with soaring fuel prices, the demand of fuel efficient vehicles is increasing day by day. Customers now want a vehicle that not only is high on specification and comfort aspects, but also good on mileage front. EcoSport also had to go through the same market scrutiny to pave a path of success in the demanding Indian automobile market. Here, we can say that vehicle did meet with expectations of customers and critics; a good response being the true testimony of this fact.

Ford EcoSport is a highly capable vehicle that is available in two engine options, petrol and diesel. The petrol variant is powered by a 1.5-litre TiVCT petrol engine that can generate a power of 110 bhp at 6300 rpm and torque of up to 140 Nm at 4400 rpm. There is an option of 1.0-litre EcoBoost petrol engine version that can generate peak output of 123 bhp at 6000 rpm and top torque of 170 Nm at low 1400-4500 rpm. The diesel version of EcoSport comes equipped with a 1.5-litre TDCi diesel powertrain that can churn out power and torque levels of 89 bhp at 3750 rpm and 204 Nm at 2000-2750 rpm, respectively. Here, it is interesting to see the diesel engine's peak torque output is at low 2000-2750 rpm, which helps to enhance the acceleration and pick-up. Besides being powerful, engines used in EcoSport are fuel frugal too, in order to ensure a high kilometre run for every litre of fuel consumed.

High efficiency of EcoSport is due to a proficient fuel supply system that is used in engines. As per company claims, depending on driving conditions, petrol version yields a mileage in the range of 13.07 kmpl to 16.15 kmpl. The petrol versions with 1.0-litre EcoBoost engine give a mileage between 15.30 kmpl and 18.90 kmpl under standard driving conditions. Notably, the 1.5-litre diesel mill gives a mileage between 19.30 kmpl and 22.70 kmpl. A glimpse at the mileage numbers is suggestive of a decent fuel efficiency.

GYROSCOPIC BIKE

The light cycles in Tron have been duplicated by several motorcycle enthusiasts in real life, but they're mostly eye candy, and hardly practical. If you really want something close to a light cycle experience that is also a more usable commuter vehicle, the C-1 might be for you.

it is Created by LIT MOTORS, the C-1 isn't just a futuristically designed electric vehicle sporting a sleek white shape and neon blue wheel lights, the vehicle is also gyroscopically stabilized. So even though it only has two wheels, the vehicle remains upright during stops and even maintains its balance when hit from the side. The C-1 seats two people and has a range of 150-220 miles per charge.

Priced at $24,000, the vehicle isn't scheduled to go on sale until 2014, but you can see the C-1 in action now.

in this car gyroscopes are used to balance this car.

so when the impact load act on it it does not fall.