XUV 500 | A Monocoque Designed SUV

XUV 500 | A Monocoque Designed SUV - XUV500 is a new powerful SUV that comes with diesel engine, optional automatic gearbox, and GPS navigation system.

The Variants and Its Features

The base W6 comes with integrated music system with CD/MP3, micro hybrid technology, ABS with EBD, tilt power steering, lumbar support, audio, cruise controls, and voice activated switches on steering.

The powerful W8/W8 AWD has all the features of W6, plus other amenities like Tyre-tronics, GPS navigation, side-curtain airbags, leather upholstery, and six-in color touch screen infotainment display.

Under the Hood

It is powered by a 2179cc mHawk diesel engine that delivers 140BHP at 3750 rpm, and 330Nm of torque at 1600-2800 rpm, mated to a standard six-speed manual and optional automatic transmission.

Despite being loaded with 140BHP of power, it is still thrifty; the mileage in city and highway are 12 km/l and 14 km/l respectively, while the ARAI certified highway mileage is 15km/l and the total tank capacity is 70-L.


It is capable of accelerating 0-100km/h in just 17 seconds, which is fairly good for an SUV of this size, and its top speed is rated at 185kmph.

The suspension is also designed on the basis of a monocoque design to provide occupants a comfort, and tireless journey even on the larger potholes of Indian roads.

Pricing

The price of base two-wheel drive Mahindra XUV 500 W6 is Rs 10.8 lakh, while W8 and 4WD W8 are priced in the range of Rs 11.9 lakh – Rs 12.9 lakhs.

XUV 500 Side View	XUV 500 Rear View	XUV 500 Outlook

Maruti Ertiga | test and review 

The Ertiga has gone on sale, starting at Rs 5.89 lakh for the petrol and Rs 7.30 lakh for the diesel variants

Introduction
January 2012, New Delhi, Pragati Maidan. A crowd of buzzing journalists and curious onlookers gather at the Maruti hall. Next to a snazzy SUV concept, Maruti unleashes the Ertiga which for them represents the confidence of India’s favourite car-maker and its ability to bring cars that are tailor made to make a direct entry in every Indian car buyer’s heart. The MPV segment is of course not new to Maruti – there is the Omni and the Eeco. Earlier there was also the Maruti Versa which was not so successful. So why is Maruti having another go at this segment? Because this time Maruti has painstakingly made sure it can succeed by carefully moulding the MPV to suit the Indian tastes plus ‘MPV’ is the latest buzzword in the Indian auto industry as Nissan and Chevrolet and others are also planning to launch MPV’s. Lastly, let’s not forget that the Omni and Eeco aren’t really luxurious, comfortable, safe or MPVs that would feel at home for upper middle class families! The Ertiga (with the rivals coming in soon) will not have it easy though but it seems to have all the winning ingredients and of course that Maruti logo in the front will no doubt give it a winning start but the question remains, is it any good? Is it true replacement for your sedan? Somnath Chatterjee drove both the diesel and petrol versions to find out.

Design and looks
The Ertiga will not only be sold in the Indian market but also in Indonesia which is one of the biggest markets for MPV’s. So the Ertiga has to cut the mustard in the looks department and we are happy to say that it does, especially in the top end ZXi and ZDi models that come with alloy wheels. Seeing the Ertiga in the flesh for the first time brings up quite a reaction. First of all it looks much bigger in person than in pictures and the Swift influence is very much there. Don’t be surprised though as the Ertiga is based on the new Maruti Swift platform but it does have its own visual identity. The sharp swept back headlamps dominate the front end while the grille and bonnet (borrowed from the Maruti Ritz) complete a handsome looking face. The Ertiga’s dimensions look more like a big hatchback rather than a MPV. The Ertiga has an overall length of 4265 mm and an overall width of 1695 mm. To put that in perspective the new Toyota Innova has an overall length of 4580 mm and a height of 1760 mm. The side view of the Ertiga is again clean looking and the flared wheel arches do add some muscle to the look without creating too much clutter. The 15 inch wheels though are a tad too small though, unable to fill the wheel arches properly.
Move to the rear and the small tail-lamps make the rear look a bit bare and it certainly is not as sporty looking as the front. But again it is minimalistic and very clean.

Typically you also get a plethora of colour options to choose from, which include Serene Blue, Ecru Beige, Granite Grey, Silky Silver, Superior White and Dusky Brown. However the best colour according to us is the Firebrick Red, which as you can see adorns our test car. It’s a deep maroonish colour and it brings out the best in the Ertiga’s design.
On the whole this is a design that many would be pleased with. It is well-proportioned and it does not look flabby and slab-sided like some of the other MPV’s. The Swift inspired front end is my favourite and it looks lower and sportier than any other MPV out there. Good start Ertiga!
Interiors
Step inside and immediately you get a sense that it is a spacious and an airy cabin. The light beige look to the interiors does help in that matter. As expected the interior design borrows heavily from the Swift but with a more upmarket look. The materials used in the cabin are of good quality, especially the look and feel of the upper part of the centre-console. The only complaint here is that the knobs for the AC could have been of better quality.

Equipment wise you do get a lot of bang for your buck. You get steering mounted audio controls, USB compatible audio system which does sound good! The instruments (with LCD display), show information like the outside temperature, driving range etc.
With summer just starting to reveal its true colours, here was a good chance to test the Ertiga’s air conditioning system and we are happy to report that it kept us chilled in the Delhi heat. Plus what is also comforting is that the 2nd row gets its separate AC with controls.

Being an MPV space is of paramount importance and don’t let the fact that the Ertiga is smaller than the Innova fool you, Maruti has squeezed out a lot of space in the Ertiga. For starters the 6-way adjustable front seats are large and comfy with good headroom and legroom. The 2nd row is also comfortable with enough legroom and adequate thigh-support though three people at the back can be a bit of a squeeze. There is a centre armrest, sliding/reclining seatbacks, adjustable headrests, cup holders. The 2nd row also features a 60:40 spilt for convenience.
The Ertiga has a 5+2 ‘Flexi-Seating’ which means it has a 3rd row of seats and life in the 3rd row is not claustrophobic at all – in-fact since you are not sitting in the ‘knees-up position’, for short journeys it is fine. For easy access to the 3rd row, the 2nd row seatback folds down and slides forward. Luggage space is good too as with all the seats up, the luggage space is 135 litres and goes all the way upto 735 litres.

The Ertiga being an MPV means lots of people will be travelling and that means lots of storage places are required and the Ertiga has them. The glove box is adequate in size plus there is a dashboard rack, centre console cup holder, dashboard cup holder, front and rear door pockets, front passenger seatback pocket and a luggage box. Phew!
Engine, gearbox
The Ertiga has two engine options, a new 1.4 litre petrol and the much loved 1.3 litre diesel. Let’s deal with petrol first, this K-series engine makes 95 PS at 6000 rpm and has max torque of 130 Nm@4000 rpm. It feels punchy and eager to rev. At city speeds the engine feels good and performance delivery is fine but once you start putting in some speed it feels strained. But for cruising it is fine and any which ways, you see a petrol Ertiga full of passengers being driven in a very spirited manner – this vehicle is meant to ferry families in comfort. After the petrol, it was time for the diesel. This DDiS diesel engine makes 90 PS at 4000 rpm and has max torque of 200 Nm at 1750 rpm. At first there is some turbo-lag but once it frees up and the turbo spools up, the performance is very good and it is quite quick for a MPV.

The 5-speed gearbox is fun to use and it shifts are accurate and easy to slot. The clutch is also on the light side and coupled with a perfect driving position, the Ertiga is easier to drive than some of the other MPV’s. Plus when negotiating some tight turns the turning radius of 5.2 m is quite good too.
Fuel efficiency is very important and being a Maruti it is even more so. The Ertiga does impress with a figure of 16 kmpl for the petrol and 20 kmpl for the diesel, both being ARAI certified and certainly miles ahead of the other MUVs / MPVs.
Suspension, ride and handling

The suspension of the Ertiga features MacPherson Strut at the front and Torsion Beam at the rear. Thanks to a monocoque chassis both the ride and the handling are impressive. The ride is not choppy and bumps are swallowed effortlessly, we took the Ertiga on an uneven terrain and it performed effortlessly. Even the really sharp bumps and potholes are dealt well. Time to up the ante and go, er, corner hunting.
The Ertiga has a gross vehicle weight of 1760 kg (for petrol) and 1845 kg (for diesel) and it is light on its feet.

The Ertiga did impress me but let’s face it is not meant for an enthusiast but what it does, is handle with finesse. Thanks to the monocoque chassis again it feels well balanced and there is less amounts of body roll. It definitely beats the other MPV’s in this department. Refinement levels were a mixed bag though as there was noise coming in the cabin but it is not intrusive and you will get over it quickly.
The steering though was light but that will add to the car’s user friendliness as it will be easy to drive in traffic and while parking. The braking performance of the Ertiga also proved to be satisfactory as it has ABS with Brake Assist and EBD.
Verdict

The Ertiga has three variants each for diesel and petrol. The prices however are no less shocking! The base LXi (P) and LDi (D) are priced at Rs 5.89 lakh and Rs 7.30 lakh, midway through the range the VXi (P) and the VDi (D) are priced at Rs 6.60 lakh and Rs 7.90 lakh and the top of the line ZXi (P) and ZDi (D) are priced at Rs 7.30 lakh and 8.45 lakh (ex-showroom Delhi). Whichever way you look at it the Ertiga is stunning value for money. In our opinion the variant that makes the most sense is the VXi (P) and the VDi (D) variants as they are well equipped with features like the rear AC, radio/CD/USB player. Of course the ZXi (P) and ZDi (D) variants are the top of the line variants and have features like steering mounted audio controls and driver and passenger airbags.
But the big question is should you buy the petrol or diesel. Well the Ertiga in my opinion works best with the diesel. The new petrol engine is more fun to drive and loves to rev but for all practical purposes, it is the diesel that we are leaning towards thanks to its efficiency mainly and let’s face it, most demand will be of the diesel only.
In the end Maruti seems to have done it! The Ertiga successfully combines the attributes of a car with those of a MPV. It is easy to drive and does not feel huge in the city which is typical of all other MPV’s. The driving manners are car like and you forget that you are in a MPV sometimes as it just feels like a big hatch to drive! Plus it is practical and will comfortably seat your family. So the Ertiga is a perfect everyday car and a weekend car all rolled into one! It seems the Ertiga is yet another hit from India’s favourite car maker and should keep their finance department happy with numbers rolling in easily!

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Subaru Review Info 2012

Subaru Review Info 2012 - Subaru has brought back the XV badge it introduced on the Impreza range in mid 2010, but this time it’s being given special individual treatment as the Japanese brand aims for a two-prong attack in the compact SUV segment together with the Forester.

If you notice any similarities to the next-generation Impreza small car, that’s because the Subaru XV is essentially a jacked-up, beefed-up version of the Impreza hatch that launches separately in February. Think of the Subaru XV as being to the Impreza what the Outback is to the Liberty.

A longer wheelbase, however, enhances its legitimacy as a stand-alone model, while the rugged styling certainly lends it the look of a proper SUV. It’s also fair to say the XV is the best-looking Subaru currently on sale (even if some would say that’s not a difficult feat).

The new Subaru XV is the first of many upcoming Subaru models that are set to change the styling trend of the current line-up. It’s hard to gain a full respect for the design from photos alone, but from the outside the little SUV looks much meaner than its proportions would have you believe. Measuring 4450mm long, 1780mm wide and 1615mm high, the XV is not exactly a small vehicle.

For a start, there is 220mm of ground clearance, noticeably more than the ride height offered by direct rivals such as the Hyundai ix35, Mitsubishi ASX, Nissan Dualis and Volkswagen Tiguan.

Then there is the spacious interior, thanks to that extended wheelbase, which can comfortably fit four large adults for long-distance drives.

The dashboard layout and cabin feel is very traditional Subaru, however there is now a greater use of soft-touch plastics and darker colours throughout the cabin. It no longer has that cheap feel of the old Impreza, and there is no doubt that it comes with the best interior of any current Subaru on the market.

Even the very base model gets a reversing camera, iPod/USB/Bluetooth connectivity, cruise control and a 4.3-inch multi-function LCD that can display a whole range of information for convenience.

The steering wheel is reach and height adjustable and it takes just a few seconds to get comfortable behind the wheel. It’s as if someone, somewhere, has finally started paying serious attention to Subaru interiors.

Two large adults can easily fit in the back seat and you can accommodate three if the need arises. The rear seatbacks have a pronounced inverted curve for maximum knee room and the high roof ensures generous headroom.

Three different Subaru XV variants are available, with manual gearbox or continuously variable  transmission auto.

Prices start from $28,490 for the six-speed manual XV 2.0i (add $2,500 for the CVT automatic), which is roughly $2,000 more than the competition’s entry price – essentially because Subaru’s 4WD focus (upcoming BRZ excepted, of course) means there’s no cheaper front-wheel-drive variant.

The mid-spec 2.0i-L demands $31,990 and the top spec 2.0i-S starts from $34,490. Despite the higher entry price, Subaru says its XV range is better equipped for the money, pointing out the inclusion of reversing camera and seven airbags as part of its standard package.

Although its primary competitors are also five-star ANCAP rated, the Subaru XV still gains the benefit of having the highest safety score from ANCAP for any vehicle in its class (35.3 out of 37 for a five star rating).

All three variants are powered by the same third-generation four-cylinder 2.0-litre ‘FB’ horizontally opposed Boxer engine that manages 110kW (at 6200rpm) and 196Nm of torque (at 4200rpm).

Although the figures make it sound anything but sporty, it’s more than reasonable for its 1390kg kerb weight (the CVT auto adds 30kg). Around town the new six-speed manual gearbox is simple to operate with a straightforward clutch and gearstick, but given the fuel-efficiency focus of the XV, the tall gear ratios do tend to make power delivery seem a little lackluster at times. Up the hilly roads of Launceston, where Subaru Australia staged the XV’s launch, we felt the need for more torque. We found ourselves having to revert to first gear to climb the area’s famous Jacob’s Ladder mountain road.

Then there’s the continuously variable automatic transmission (CVT), which is by far the better choice as it provides the best balance between power delivery and efficiency. It also seems to overcome the torque deficiency found in the manual.

Unfortunately it suffers the same fate as many other CVTs on the market today, it’s rather noisy.

The Subaru XV is the first car in its segment to offer start-stop technology across the range. The system automatically turns the engine off when idling and switches it back on almost instantly when required. It’s a clever environmentally friendly and fuel-saving initiative for peak-hour traffic.

For manual models the engine is switched off when the vehicle is stopped and the gear stick is place in neutral, while the CVT variants will react similarly if the vehicle stops for longer than half a second.

Both models restart their engines within 0.35 of a second when either the brake pedal is released or clutch pedal is operated (manual only). Like other start-stop systems currently in practice, Subaru’s implementation is very seamless and hardly noticeable after a few minutes.

Together with the new engine and improved transmissions, fuel usage and CO2 emissions are rated at 7.0L/100km and 162g/km for the CVT and 7.3L/100km and 168g/km for the six-speed manual.

The Subaru XV will happily achieve those figures on regular unleaded, and with a 60-litre fuel tank it’s theoretically capable of about 850km between stops.

On the road the XV feels confident and planted, even when pushed to its limits. The flat four-cylinder boxer engine again provides a lower than typical centre of gravity that aids the vehicle’s balance.

There is no noticeable body roll around bends and the steering is direct. The electronic stability control system detects any loss-of-traction situation and quickly steps in to correct the XV’s course.

On the dirt roads around Launceston, we found it to be a little intrusive but it’s always a case of better early than too late. Around corners the XV feels like it can handle significantly more power.

The stiffer chassis (compared to outgoing Impreza) easily accommodates the daily needs of XV buyers and has great potential for more power. Unfortunately there are currently no plans for either a turbo diesel or a 2.0-litre turbo petrol (engine out of the WRX).

Despite being the same model, CVT and manual variants use completely different methodologies for their all-wheel-drive system. CVT variants make use of an electronically controlled all-wheel-drive system that employs multi-plate transfer (MPT) to distribute torque to the rear wheels. Generally it has a 60:40 (front:rear) torque distribution but that can vary if required.

In contrast, manual XVs use a centre differential with a mechanical centre viscous limited slip differential that has no need for electronic control. For this application torque split remains 50:50 front:rear governed by the centre differential.

The average driver would find it very difficult to feel the difference between the two.

Subaru plans to sell around 500 XVs per month with sales not expected to cannibalise those of the popular Forester. Subaru argues the Forester and XV are two completely different propositions, each appealing to different buyers. The Japanese company expects a range of new-to-brand buyers jumping into XVs and the average buyer age to be around the mid to high 40s.

The 2012 Subaru XV represents the direction in which the company is heading, not only in terms of exterior and interior design, but also technology, efficiency and best-in-class safety. Our biggest compliment is the much-improved interior compared to the outgoing Impreza and the rather bold and aggressive exterior styling that the company was so well known for a good decade ago.

• Subaru XV 2.0i six-speed manual   $28,490
• Subaru XV 2.0i Lineartronic™ CVT   $30,990
• Subaru XV 2.0i-L six-speed manual   $31,990
• Subaru XV 2.0i-L Lineartronic™ CVT  $34,490
• Subaru XV 2.0i-S six-speed manual    $34,490
• Subaru XV 2.0i-S Lineartronic™ CVT  $36,990

Subaru XV 2.0I specifications:Safety

• ABS anti-lock brakes with four-wheel discs and Electronic Brakeforce Distribution (EBD)
• All-Wheel Drive
• Automatic transmission lock-out – need foot on brake, key in ignition “on” position, to release lever
• Brake Assist
• Child seat anchor points on back of rear seat
• Curtain airbags
• Driver’s knee airbag
• Dual front airbags
• Dual side airbags
• Four wheel disc brakes
• Front seatbelts with pretensioners and load limiters. Double pretensioners on driver’s seatbelt
• Front adjustable seatbelt anchorage
• Hill Start Assist – manual variants
• Rear door child lock
• Reversing camera
• Ring-shaped reinforced passenger cabin
• Seatbelt indicator lights and warning tone – front and rear seats
• Shock absorbing brake and clutch pedals
• Side intrusion bars
• Three-point A/ELR rear centre seatbelt
• Vehicle Dynamics Control

Interior

• AM/FM tuner CD player, six speakers, iPod, Bluetooth and USB connectivity
• Automatic air conditioning
• Bottle holders in front doors + two cup holders in centre console & rear armrest
• Cargo area light
• Cargo hooks
• Cargo security blind
• Central locking – remote
• Cruise control – steering wheel buttons
• Driver’s footrest
• Height and reach adjustable steering column
• Height adjustable driver’s seat
• Immobiliser security system
• Lineartronic™ Continuously Variable Transmission option with paddle shift
• Map lights (2)
• Multi-Function Display with liquid crystal screen, with premium information options and steering wheel control
• Power steering, mirrors and windows
• Rear illumination instrument display
• Remote fuel lid release – tethered fuel cap
• Seatback pocket (passenger side)
• Six speed manual transmission option
• Two remote central locking keys
• Vanity mirror
• 60/40 split/fold rear seat
• 12V/120W power jacks

Exterior

• 17-inch alloy wheels – 17” steel temporary spare
• Chrome-surround grille
• Colour-coded mirrors and door handles
• Front fog lights
• Rear roof spoiler with LED brake light
• Rear roof mounted radio antenna
• Rear wiper
• Roof rails

Other features:

• Auto hatch unlock on key
• DataDot security technology
• Electronic Throttle Control (ETC)
• Auto Start Stop
• Three-year unlimited kilometre warranty
• 2.0 litre DOHC horizontally opposed boxer engine with dual AVCS. 110 kW/6200 rpm, 196 Nm/4200 rpm

Subaru XV 2.0I-L adds to above:

• Dual zone climate control air conditioning
• Leather trim steering wheel and gear knob
• Rear privacy glass
• Satellite navigation with voice activation
• Sliding centre console
• Sunroof

Subaru XV 2.0I-S adds to above:

• Chrome-type exterior door handle insert
• Drilled alloy pedals
• Eight-way adjustable electronic driver’s seat
• Heated front seats
• HID headlights
• Leather trim
• Premium silver roofrails
• Wing mirror mounted indicators

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Mazda CX-5 2013 info

Mazda CX-5 2013 info - We could all live without another compact SUV. The dozen or more already on the market suit every imaginable purse and purpose. So what’s the Mazda CX-5’s reason for existing? The simple answer is that Mazda’s new bouncing baby bear is a smaller, cheaper model intended to round out the brand’s set of SUVs—well, and that the small-SUV category is a sales mine and no company can afford to sit it out. But proving that nothing is ever as simple as it first seems, the CX-5 embodies two ulterior motives: This is not only our first look at two major Mazda initiatives, but it’s also an accurate preview of other models scheduled for near-term introduction.

Before we delve into that grand plan, consider the key parameters that define the CX-5. It’s a compact SUV designed fresh from the ground up with no hand-me-down components. It lives at the large end of its sprawling class and casts a shadow only slightly smaller than Mazda’s middle-child CX-7. So the CX-5, a close size match to the Kia Sportage, rides on a 106.3-inch wheelbase (exactly two inches shorter than the CX-7’s), and it has length and width dimensions of 178.7 and 72.4 inches versus the CX-7’s 184.3 and 73.7. In lieu of the CX-7’s sleek, swoopy, smiley-faced envelope, the CX-5 has a much boxier, more practical wrapper. The two Mazda siblings are about the same size inside, with comfortable room for four occupants and a third seatbelt in back for an occasional fifth passenger. (Although we spent a day driving four CX-5 prototypes in Iceland, final details regarding interior room, power, mileage, and price won’t be released until the U.S. introduction at December’s L.A. auto show.) In keeping with the CX-5’s unpretentious role as the most diminutive and wallet-friendly SUV in Mazda’s lineup, it will hit the deck with but one engine—a 2.0-liter inline-four rated at about 160 hp—and four driveline choices: front- or all-wheel drive with a six-speed manual or six-speed automatic transmission.

Fun, Lively, and Oh, So Good

The CX-5 doesn’t drive like any other existing compact SUV. It’s more lively, more involving, more steeped in the sports-car character that Mazda harps on about in its Zoom-Zoom advertising. The steering is quick and crisp, body motions are held tightly in check, and the ride is purposely firm underfoot. This is the SUV for those who promised they’d never stoop to driving one. This is where fun-to-drive lives when there are kids to convey, dogs to deliver, or a long weekend’s worth of camping gear to haul.

The first clue that the CX-5 is something different is revealed by its fresh exterior design. The previous Nagare (“wind-driven flow”) theme that gave us more ear-to-ear grins than we really needed is heretofore supplanted by Kodo—a less flamboyant, more tasteful “soul of motion” appearance. Where the CX-5 goes stylistically, other Mazdas will follow.

The same is true of the CX-5’s inner workings. After a serious bout of introspection, Mazda’s top management mapped a path to the future consisting of a menu of essentials such as lower emissions and higher gas mileage, as well as desirables such as added safety features and new creature comforts. Thankfully, a fun-to-drive temperament also made the cut as a core Mazda virtue. The slightly inscrutable name for Mazda’s mix of fun and function is Skyactiv Technology, and it reaches deeply into every nook and cranny of the body structure, chassis, and powertrain.

That means the CX-5 has a stiff, light foundation made mostly of high-strength steel. (Aluminum and more exotic materials were avoided to contain cost.) Mazda says the steering and suspension gear were designed with agility, linearity, and concise driver feedback as the goals, and from our encounter, it feels like the company is telling the truth. The cockpit was laid out to provide better-than-average outward visibility, a natural relationship to all controls and instruments, and a seat capable of supporting an aggressive driver’s boldest commands.

Tech-Heavy Skyactiv Four Delivers

What the 2.0-liter engine lacks in raw muscle—it will make 163 hp in the 2012 Mazda 3—it more than makes up for with a willingness to please. To deliver adequate acceleration with exemplary gas mileage, this powerplant stretches the bounds of efficiency with a 13.0:1 compression ratio, direct injection, variable intake- and exhaust-valve timing, and a carefully tuned four-into-two-into-one exhaust manifold. The Atkinson cycle allows use of an extra-long expansion stroke for maximum mileage with no need for premium gasoline. Compared with Mazda’s best current four-cylinder engines, the new Skyactiv design is 10 percent lighter, 30 percent lower in friction, 15 percent more fuel efficient, and 15 percent more energetic at low and midrange rpm. The only negative we observed was a boomy soundtrack above 4000 rpm, a concern that may be resolved as NVH characteristics are fine-tuned before production.

Although the CX-5 is unlikely to accelerate to the head of its class (we estimate that this 3300-pound package will accelerate to 60 mph in about eight seconds), it might delve into uncharted gas-mileage territory. Compared with the high-teens to mid-20s mpg ratings common to compact SUVs, the CX-5 is expected to crest the 30-mpg-combined barrier in its most efficient front-drive, manual-transmission trim. One interesting data point: In Mazda’s testing, the Euro-spec model we drove delivered 23 mpg at a cruising speed of 84 mph.

While they were at it, Mazda engineers developed a 2.2-liter twin-turbo diesel four-cylinder that produces 170 hp at 4500 rpm. That engine will be a mainstay in Europe, but we won’t see it in the U.S. for at least 18 months. It’s currently under consideration for our market as an option in the next Mazda 6 sedan.

Showing the Way to Future Mazdas

The true significance of the Skyactiv Technology initiative is that it will reach beyond the CX-5 to serve as the blueprint for next-generation Mazda 3 and Mazda 6 models. Based on the first impressions of what Skyactiv Technology can deliver, it’s looking as though anyone with an appetite for driving pleasure will find his or her hunger sated at Mazda.

Leading the fun-to-drive pack, the CX-5 goes on sale early next year as a 2013 model. Although no pricing has been announced, expect the window sticker to start at about $20,000. The interior trim wasn’t in final form in the models we drove, but the plastic materials we inspected were of high quality and showed attractively painted, textured, or grained surfaces. There’s a minimum of brightwork inside and out, and leather wrappings for the steering wheel, shifter, and hand-operated parking brake likely will be standard. Both cloth and perforated-leather seating surfaces will be available.

Mazda took this opportunity to significantly upgrade its safety and infotainment equipment. A 5.8-inch touchscreen is standard fare and can be commanded by a round multifunction controller located on the console. Bluetooth and the essential USB and auxiliary connections are provided. The list of optional equipment includes dual-zone automatic climate control, a rearview camera, lane-departure warning, and automatic headlamp-beam control. A new system called “smart city brake support” uses an infrared sensor to identify objects in the path ahead and automatically stop a vehicle traveling at speeds of up to 15 mph and to significantly diminish closing velocities above that speed.

Not only is the rear seat roomy enough to carry two strapping adults or three children without complaint, but the backrests are also configured with a 40/20/40-split arrangement to accommodate long or bulky cargo. All three portions can be released from the 17-cubic-foot cargo hold, which also offers some underfloor stash space.

No preview of coming attractions would be complete without a few gripes. We noticed ample wind noise in these early prototypes in addition to the aforementioned boomy engine. (In contrast, the diesel demonstrated model behavior except for some idle rattle.) The front headrests are mounted in annoyingly close proximity to your head to ensure that they protect against whiplash in a severe rear collision. And although we were impressed by the tenacious grip of the V-rated 19-inch summer tires fitted to the all-wheel-drive CX-5 prototypes, a slight downgrade to four-season rubber will be inflicted on U.S.-market models. (The base front-drive version rolls on 17-inch wheels and tires.)

So the CX-5 is not only a major stride forward for Mazda but also a compelling reason for die-hard SUV haters to reconsider whether fun and function can co-exist in one vehicle.
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Hyundai Veloster Review 2012

If the auto industry were a dice game, Hyundai would have wound up dead long ago in a seedy back alley, shot or stabbed by a jealous pimp over having a “hot hand” for too long. Just as everyone else’s luck seemed to run out a few years ago, Hyundai went from punch line to punching well above its weight with a string of products – the Genesis Coupe and Sedan, Elantra, Tucson, Sonata, Equus and Accent have all presented a serious challenge to both domestic and import manufacturers, and industry observers have been asking sotto voce whether Hyundai was due for a fall.

FAST FACTS

1. The Veloster is powered exclusively by a 1.6L 4-cylinder with direct-injection making 138-hp. 2. Fuel economy is rated at 28/40-mpg with a 6-speed manual and 29/38-mpg with a 6-speed dual-clutch transmission. 3. Pricing starts at just $17,300 with a $1,250 premium for the DCT automatic. 4. Standard features include 17-inch aluminum wheels, a 7-inch color touch screen, power windows and locks, remote keyless entry, steering wheel mounted audio and cruise controls, plus Bluetooth.

The Veloster is Hyundai’s most important product for the 2012 model year – on the surface, it looks like another inexpensive, sporty offering aimed at Gen Y, a crucial market for automakers who must try and sell cars to a cynical demographic that has come to see driving as an anti-social and wasteful act. While Hyundai was busy touting the car’s 40-mpg highway rating and light weight (only 2,584 lbs with the 6-speed manual) in the run up to the car’s launch, they were also making excuses. Claims abound that the Veloster was fun in the classic “driving a slow car fast” kind of way, and one Hyundai engineer told AutoGuide that the 40 mpg rating would be a bigger selling point than the car’s meager 138 horsepower rating (and he may not be wrong). The Veloster is supposed to be a mix of utility, performance, efficiency and technology, but compromise rarely leads to great automobiles.

CERTAINLY NOT SHORT ON STYLE

At first glance, the Veloster looks cool, with a broad, aggressive front end and a rakish roofline. A 360 degree walk around the vehicle reveals two design oddities that ruin an otherwise attractive shape – the rear end is pear-shaped, with a pinched-in upper-deck and strangely scalloped taillights that look the head of an insect that’s about to sting you.

On the passenger side sits an asymmetrical third-door, another oddity that we can’t understand the rationale behind. Hyundai told journalists that for right-hand drive markets, the door will shift to the other side (so that passengers won’t have to get out of the car and into traffic), so why not just make the car a 5-door hatchback? The last car to use the asymmetrical third-door setup was the Saturn Ion, and self-conscious Gen Y types would sooner admit to liking mainstream pop music than have any associations with the most uncool of car brands.

SOLID INTERIOR BUT TECHNOLOGY NEEDS WORK

The interior of the Veloster is one of the car’s triumphs – Hyundai obviously had to stick to a budget to meet the car’s pricing targets, but they did a good job of eliminating anything cheap or nasty in the cabin. Sure, you won’t find Audi-like soft touch plastics on the dash or door panels, but the materials are of a fairly good quality, have interesting textures and don’t feel like melted down action figures to the touch. A 7-inch LCD screen is the centerpiece here, controlling the audio and navigation systems (on cars equipped with this feature), and the menus are well laid out and easy to use. The one complaint we had was with the iPod integration feature, which was frankly abysmal, disconnecting the iPod multiple times throughout our drive and failing to sync the entirety of the music library. This is a common occurrence across multiple automakers, but for the Veloster’s target demographic, being able to play your music seamlessly is far more important than the 0-60 time, and Hyundai needs to nail this, as trivial as it may seem.

Upfront, the Veloster has plenty of room for taller drivers, but the sloping roofline that makes the car so attractive renders the back seat useless for anybody over 6 feet tall. Short trips will become rolling torture sessions due to the lack of headroom, and carrying multiple passengers requires scooching one’s posterior across the rear bench seat – for the 50 percent of the population that wears skirts and dresses (and short ones at that) this is a recipe for disaster.

THE NEW CR-X?

Enthusiasts handed the Veloster a prima facie declaration of the second coming of the legendary Honda CR-X sports coupe, but anyone who likes to drive spiritedly needs to manage their expectations for the Veloster. In fairness to Hyundai, they have shied away from branding the Veloster a sports car (when asked about a forthcoming turbocharged version that’s been long rumored, CEO John Krafcik repeatedly suggested that it exists, in the form of the Genesis Coupe).

The Veloster is by no means bad to drive, but - to paraphrase a famous quip – the AutoGuide staff is familiar with the CR-X, and the Veloster is no CR-X. The Veloster isn’t even a MINI Clubman, on the fun to drive scale, but the MINI lineup is an anomaly in terms of the purity of the driving experience. Plus, it comes at a steep price.
There’s nothing really wrong with the Veloster per se. The steering is weighty but lacks a little sharpness, the chassis strikes a good balance between ride and handling, though it does roll a bit more in turns than we’d like, and the brakes work well, though the pedal may be a bit soft for sports car enthusiasts. It’s more engaging than a Honda CR-Z and it’s leagues better than the ponderous Scion tC, but it may not live up to the hype generated by the enthusiast community – however unreasonable it may have been. For the majority of buyers for this car, it will be more than adequate, but those who fancy themselves as the next Schumacher may walk away feeling a bit cold.

The real weak spot for the Veloster is the engine. Despite a claimed 138 horsepower, the car feels down on grunt with the 6-speed manual gearbox (which was smooth, engaging and easy to operate in traffic), and absolutely abysmal with the 6-speed Dual Clutch Transmission. Even with quick shifts and a fairly seamless operation the DCT is poorly matched with this engine. Highway passing maneuvers are a farce, with the revs steadily climbing while the speedometer fails to move much. It makes an early model Miata seem speedy by comparison.

THE VERDICT

Reviewing a car like the Veloster objectively is difficult because context is so important. Hyundai is hoping to capture a demographic that is increasingly falling out of love with cars, cares deeply about their image and the material goods that make up their identity and also facing economic prospects that are nothing short of dismal. If they are going to buy a car at all, it should be frugal, visually striking and practical enough to meet all of their needs. The Veloster ticks all the boxes based on the above criteria, but success on paper and success in the marketplace bear no relation in the car industry.
source, http://www.autoguide.com/manufacturer/hyundai/2012-hyundai-veloster-review-1605.html