Nissan Terrano diesel India

The Nissan Terrano is easily the most awaited of the rebadged vehicle from Renault/Nissan. So far we’ve seen Nissan launch the car first after which Renault makes some styling changes and adds a bit more kit to sell it as a more premium offering. The Terrano bucks that trend by being based on a Renault and also being more expensive.

Exterior design

At first glance a very untrained eye might not notice the Renault Duster that this Nissan is based on. And that’s fair given that almost every body panel on the Terrano is new except for the roof and rear quarter panel. The design seems more grown up and sophisticated when compared with the Duster. The front is what sees the most change with a completely new face that’s very in line with Nissan’s family look. The grille is all new and is a larger, more modern iteration of those three piece affairs we’re used to seeing on SUVs like the Patrol. The headlamps are sleeker and more angular but blend well into the grille.

 

The bonnet is also completely redesigned and features two lines that flow into the grille. Fresh bumpers make for a smarter housing for the fog lamps while the air dam ends in a bash guard in a similar fashion to the Duster. The exaggerated wheel arches from the Duster remain but the Terrano’s sharper visage reduces the overtly muscled impression you get from the Duster. New 16-inch wheels fill those arches quite well and the Terrano boasts high ground clearance that gives it an imposing look. The side profile is perhaps the most reminiscent of the Duster but even here both doors have been redesigned and they get a new line along the base that gives the side a little more definition. The B and C pillars have been blacked out. The rear also gets a thorough make over with more angular tail lamps that fill in those metal blanks much better than the Dusters lamp’s. It’s nice to see that the Nissan has made the rear lamps fully functional and they aren’t simply dummy plastic pieces added onto the sides. The sharp rear design complements the face well.

The B and C pillars have been blacked out

Interior Design

The interiors have also seen quite a few changes. The centre console gets a refresh but the overall look is similar to the Duster. The audio system is new and the buttons have a much nicer damped feel than the Duster’s and the audio quality leaves nothing to complain. The central air vents are now rectangular as opposed the circular ones on the side and there’s a new closable stowage unit directly above them. Nissan has made subtle use of chrome and silver garnishes to give the cabin a luxurious appearance. The door trim has been given a smart but subtle wood trim and the interior gets a slightly lighter shade of beige. Build quality is on par with the Duster. Besides that everything from the Duster including the seats and the rear AC vent remains the same although Nissan has ditched those clever audio controls that are mounted behind the wheel on the Renault. Overall the Terrano brings little more to the table other than a significant styling rejig.

The centre console gets a refresh but the overall look is similar to the Duster

Drivetrain

While things look drastically different, the Duster and Terrano are in fact very similar under the skin. The mechanicals remain untouched which is actually a rather good thing since the Duster is such a well engineered product. Two engines are on offer – the 1.6-litre petrol that makes 104PS and 145 Nm of torque while the 1.5-litre K9K diesel is offered with two output options – 85PS/200Nm or 110PS/248Nm. We got to drive the top end 110PS XV variant. This engine displaces 1461cc and uses a variable geometry turbo to provide a very meaty power delivery. Peak power is developed at 3900rpm while torque peaks at 248Nm at 2250rpm.

On the move, the Terrano feels exactly like the Duster

Driving impression

The driving feel, as you’d expect is identical to the Duster. Switch on the engine and you get the same characteristic clatter that we’ve gotten used to with the 1.5-litre K9K. However once you shut the doors the Terrano does a great job of cutting out a lot of the noise which gives you a good sense of being isolated from the road. There’s a new steering wheel but it feels very similar to the Duster’s. The clutch retains the same long and springy feel that gets tiring in traffic. Even the gear knob for the 6-speed transmission has the same hard stitching that I disliked in the Duster for the rough feel it has against the skin. Like in the Duster, the engines displays some lag upto about 1300rpm after which you get a strong surge of power all the way upto 4000rpm after which it starts to taper. Shifting at 3000rpm proves more than enough for brisk driving though. In gear drivability is strong and overtakes in 6th gear are possible at highway speeds.

The Terrano is almost exactly as fast as the Duster with a 0-100kmph time of 12.7 seconds

Performance and mileage

We managed to do a quick performance run and like we expected the Terrano is almost exactly as fast as the Duster with a 0-100kmph time of 12.7 seconds. The top speed lies at a true 172kmph. Likewise the fuel efficiency figures tally as well and we got an impressive highway figure 21.6kmpl on the Terrano as against the 21.9kmpl on the Duster. The difference can be attributed to different traffic conditions and the heavy winds we encountered while testing.

The boot space is good and can swallow most holiday luggage

Ride and Handling

The Terrano uses independent MacPherson struts and coil springs up front with a torsion beam set up at the rear along with coil springs and an anti roll bar. This suspension set up is exactly what you’d find underpinning the Duster and the Nissan is all the better for it. As soon as you start moving, the Terrano mirrors the Duster’s strongest point — this is one of the best riding cars on the market. Nothing slows a Terrano down and it simply ploughs through whatever poor and broken roads you throw at it. The snazzy new 16-inch wheels but they are wrapped with the same 215/65R16 section MRF Wanderer tyres. The high profile aids in the ability to absorb bumps but they provide good grip. Body roll is quite restrained and the car grips well enough to give you the confidence to push it hard through a winding road. Unfortunately the hydraulic assisted steering also retains the same tendency to snap back when you hit a bump mid corner and that can spring a nasty surprise on you if you’re not expecting it.

Nissan has made the rear lamps fully functional and they aren’t simply dummy plastic pieces added onto the sides

Braking

We loved the Duster for its braking performance and the Terrano with the same Disc/drum setup performs very well. The car came to a halt from 100kmph in a short 40.24m which is just a little shorter than the Duster. The Terrano shows the same confidence shedding speeds in a straight line without any squirming at the steering wheel and with good control from the ABS.

The car came to a halt from 100kmph in a short 40.24m, which is just a little shorter than the Duster

Features and kit

Kit levels in the Terrano are exactly what you get in the Duster. In the safety department you get two airbags, ABS, a reverse parking sensor, and a bash guard to protect your engine when on rough terrain. The XV offers keyless entry, two 12V sockets, tilt adjustable steering and height adjustable seats. With the good comes the bad and the Terrano carries forward the Duster’s negative points as well. The seating position isn’t perfect and the driver’s seat still has the tendency to rock slightly under braking. The controls for the ORVMs still lie in that awkward position under the handbrake while the rear power windows are in the same position in the door pads and that has you accidentally opening the windows every time you rest your elbow. These are just minor niggles and none of them are a deal breaker but the fact is that they still exist.

The Terrano doesn’t really offer anything over the Duster besides the significant styling differences

Conclusion

The Terrano doesn’t really offer anything over the Duster besides the significant styling differences. However we believe the Terrano will be well received because it’s a handsome and more premium looking design and will appeal to those who think the Duster has become a little passé. The significantly tweaked visuals and similar kit should be incentive enough to spend what we believe will be Rs 50,000 to 70,000 more than the equivalent Duster. Nissan will start taking pre-sales bookings from the first of September while the car will officially go on sale in October during the festival season. The compact SUV segment just got a hot new player.

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Mercedes-Benz S-class Convertible

WHAT IT IS: 
 The four- or five-seat convertible S-class is the spiritual heir to Boss Hogg's white Cadillac (without the longhorns). Like the Ocean Drive convertible concept that appeared at the Detroit show in 2007, the S-class convertible will use a large retractable softtop. Unlike the concept, it will have only two doors. The production car won't look like the slab-sided concept, either, instead following the CLS, CLA, and various other Mercedes models down the path of complex surfacing. 

WHY IT MATTERS: 
 This car is part of a three-model strategy to push the S-class upmarket and claim some of the ground the euthanized Maybach was supposed to cover. After all, what says money like a gracious, powerful, ultra-luxury convertible? 

PLATFORM :
  As its name indicates, the convertible rides on the next S-class-sedan platform, which also will underpin the S-class coupe (formerly known as the CL-class). It is constructed primarily of steel, with aluminum used for the doors, hood, and trunklid to save weight. As with the current S-class, the convertible will employ an air suspension. 



POWERTRAIN: 
 Both V-8 and V-12 engines figure in the next S-class plan, and there's every reason to expect this high-end softtop version to follow suit. 

COMPETITION:
  Bentley's Continental GTC and the Maserati GranCabrio. 

WHAT MIGHT GO WRONG: An exploding sun could render top-down driving unpleasant. Otherwise, we can't think of anything. 

ESTIMATED ARRIVAL AND PRICE: The S-class sedan arrives in fall 2013, the coupe in the fall of 2014, and the convertible a year after that. Figure on spending about $150,000 for the droptop.

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2015 BMW M4 Spy Photos

What It Is: A coupe companion to the recently launched IS that may be badged as the RC. Lexus holds trademarks on both “RC350” and “RC F,” and such a change to the two-door IS’s moniker would make sense considering the trend in this direction—the coupe version of Audi’s A4 being called A5, and BMW recently opting to launch the latest 3-series coupe as the 4-series. This particular example is a step up from the 306-hp IS350 F Sport not just in performance, but in attitude. That’s evident in the flared fenders hiding under that cute curlicue camo, the functional hood scoop, an abundance of oversized intakes and vents, and the lip spoiler.

Why It Matters: Lexus’s vice president of international operations, Mark Templin, told Automotive News, “The coupe market is . . . not an enormous market, but it's an important segment in terms of what it does for image. I think a coupe could change perceptions of our brand." He’s right. And taking the fight to AMG, M, and Quattro is a fine place to start.

Platform: The RC F will make use of the same humble architecture as does the IS350 F Sport and the standard IS, which is a truncated version of the GS’s underpinnings. The IS’s double-A-arm front suspension and multilink rear setup will have spent a substantial amount of time at the Nürburgring being optimized in order to match the times of the RC F’s German competition.

Powertrain: The 5.0-liter V-8 that motivated the IS F likely won’t live to see Lexus’s new-gen F offerings. With the eight-pot unlikely to meet Euro 6 emissions standards, we expect a switch to a forced-induction version of the 3.5-liter V-6 used in a number of “350”-badged Lexuses. This engine features a unique twin-injection setup—that’s direct and port—and was previously supercharged for Toyota’s Japanese-market Mark X +M Supercharger model. In that application, the mill produced 360 horsepower but expect Lexus to get output nearer 450 horses. There is some question, however, as to whether the brand will continue development with the supercharger or if a switch to turbocharging is in the works. Judging by the video below, however, it sounds as though a new-generation V-8 could be powering Lexus's new breed of F variants. But without a clearer audio sample or witnessing the RC F's bark in person, we believe that it's possible that this is the growl of the brand'sbaritone 3.5-liter V-6 in a heavily modified state of tune.

Don’t expect anything other than an automatic—Lexus previously told us it estimated it sold just one manual-equipped IS in all of 2012—and a return of the eight-speed in the current IS F wouldn’t be surprising. It’s possible that Lexus will turn to all-wheel drive, although we believe that with such an emphasis being placed on this car’s emotional component, rear-wheel drive will be the only way to go.

Competition: Audi RS5, BMW M4, Cadillac ATS-V, Mercedes-Benz C63 AMG coupe.

Estimated Arrival and Price: We hear that the RC will bow this fall. There happen to be two shows opening simultaneously in November: Los Angeles and Tokyo. Considering the former is of utmost importance to the brand and the latter is its home market, we’d put our money on one of those two—if not a joint debut. The F variant, however, likely won’t be revealed to the public until some months thereafter. Lexus will have the Germans firmly in its sights, and a base price in the low-$60,000 range—the norm for the segment—seems logical. 

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Son of Supra

Rumors of a 500-hp supercar from Toyota have been floating about for the past year. One insider suggested the car wouldn't launch until Toyota's Formula 1 fortunes include some podium finishes. So, given last season's undistinguished F1 performances, the supercar may still be a way off. Nonetheless, Toyota crews were recently spied testing a prototype on the road.

From these images we can glean that the supercar will be Toyota's most outrageous project to date. Early reports suggested the car would be powered by a mid-engined, detuned version of the Formula 1 V-10. The latest intelligence indicates the engine will be mounted in front and will be a 4.5-liter V-10 jointly developed by Toyota and Yamaha. It won't be related to Toyota's F1 V-10.

The supercar's engine is expected to produce at least 480 horsepower, possibly even 500. One source hinted that the supercar may employ hybrid technology, which would boost fuel economy as well as torque, but we couldn't confirm that.

Problems can arise from such sleek, low-slung bodies, requiring some clever packaging solutions. Even experienced eyes have been stumped by spy photos that show insufficient front air intakes or cooling ducts necessary for a 500-hp engine. The absence of these items seems to indicate a rear-engine placement, but in fact, the engine is in front, and the radiators are in the rear fenders, just below the tacked-on taillights. Camouflage attempts to hide these ducts. These renderings show ducting up front, but we were told it will be for aerodynamics and brake cooling.

Just as Toyota is developing a supercar to take on the likes of Porsche, Mercedes-Benz, and Ferrari, and even the upcoming 450-hp Nissan Skyline GT-R, internal dissension threatens the existence of this project. One faction is concerned that a company so rooted in hybrid powertrains and fuel economy will damage its image by producing a ridiculously high-powered two-seat vehicle. The opposing faction welcomes the supercar but is hotly debating whether to use a high-output version of the 5.0-liter V-8 from the upcoming redesigned Lexus LS sedan or build the V-10. Arguably, the V-10 would give the supercar a bit more prestige and distinction, but a V-8 would cost less, perform similarly, and likely swill less fuel.

So we know there is a V-10 lurking under the hood of the prototypes, but will that change before the $100,000-to-$120,000 car goes on sale as early as 2006? One thing is certain: If the Toyota Formula 1 effort snatches a couple of victories, Toyota will want to celebrate in a big way. What could be better than a supercar?

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Lexus GS

What It Is: A completely undisguised Lexus GS sedan prototype decked out in high-performance, F-style gear. Lexus’s high-performance F sub-brand is similar in concept to BMW’s M or Mercedes-Benz’s AMG, but has thus far only churned out the IS F sedan and the LFA supercar as full-fledged models, as well as a passel of F Sport–branded trim levels for theIS, GS, and LS. Currently, the GS sedan lineup consists on the GS350, GS350 F Sport, and GS450h hybrid.

Why It Matters: If this test mule indeed previews a production GS F sedan, it would continue the mainstream expansion of Lexus’s F sub-brand, which will also launch the RC F—the F variant of the IS’s coupe sibling—next year. Furthermore, a true supersedan from Lexus finally would give its customers an alternative to stuff like the M5, the E63 AMG, or the Audi S6.

Platform: The GS F would get a completely worked-over chassis, and perhaps even some enhancements to the body structure to further stiffen things up. You can count on the sedan spending a decent amount of time circling Germany’s Nürburgring circuit, because, well, you can’t put out a performance variant anymore without claiming it was tuned on the ’Ring. Visually, the GS F will be set apart by subtly pumped-up styling, some of which is visible in these photos. The stacked exhaust finishers are an F signature, and the rear diffuser element and rear lip spoiler are spicier than even those of the GS F Sport. The front of the car can’t be seen in these shots, but look for the front clip to get sassier.

Powertrain: When our spy photographers recently captured the smaller RC F coupe testing, they managed to snag a video of the car in motion. The audio for that clip seemed to indicate eight-cylinder power, which could mean a V-8 will slide into the larger GS F, too. Currently, no GS offers more than six cylinders. An eight-cylinder engine would go a long way to differentiate the GS F and give it a fighting chance at taking on the M5, S6, and E63 AMG, all of which are powered by twin-turbo V-8s. We expect the Lexus to be rear-drive, but it could potentially incorporate theGS350 AWD’s four-wheel-drive components to better match up with the S6 and E63 AMG 4MATIC.

Competition: Audi S6, BMW M5, Mercedes-Benz E63 AMG.

Estimated Arrival and Price: This GS F prototype seems pretty far along in its gestation, which indicates its reveal is just around the corner. We expect a debut next spring, and it should hit dealer lots a few months later as a 2015 model. Expect to pay a hefty premium over the GS350 F Sport, with the starting price approaching $70,000.

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Porsche

What It Is: Porsche’s upcoming mid-size SUV, the Macan, caught testing wearing almost no camouflage. The Macan, which carried a code name of Cajun—short for “Cayenne Junior”—is smaller than the Cayenne and designed to bring even more buyers into the Porsche fold. Our spy photographers previously captured a Macan prototype out for testing, but it had considerably more camouflage than the car you see here. We’ve also gleaned new details about the Macan’s powertrain in the interim.

Why It Matters: Although brand purists will cry foul, the Macan is poised to become quite the moneymaker for Porsche. Of course, this cash flow will help bankroll the cars these purists love—the excellent Cayman,Boxster, and 911—in a similar fashion to the successful Cayenne and Panamera. The smaller, more affordable Macan also gives Porsche a seat at the table in the ultra-hot luxury-crossover segment.

Platform: If the Porsche Macan’s basic stance and profile seem familiar, that’s because underneath, it’s an Audi Q5. Some dimensions will be altered for the Porsche, including its width (which will grow) and height (which will shrink). As is visible in these photos, the Macan will have Porsche-specific styling, right down to its sporty door mirrors and intake-riddled front end. This prototype is wearing odd headlight and taillight stickers intended to throw off an examination of those critical styling elements, but the cut-line for the front peepers is visible and roughly mimics those of the Cayman and Panamera. The fascia carries a heavy Cayenne vibe, as do the body sides and roofline. Out back, the rear window is steeply raked, and the fast D-pillar is stylishly thick, if detrimental to blind-spot visibility. Overall, the car closely imitates the Cayenne, but with smaller, tighter, and even sportier proportions.

Powertrain: The Macan will come in two trim levels: S and Turbo. Both will be powered by versions of Porsche’s new twin-turbo 3.0-liter V-6 engine, which was introduced via the 2014 Panamera. Expect the base S variant to make 340 horsepower, while the more powerful and sportier Turbo will get a solid 400. (Based on the big wheels, red brake calipers, and quad exhaust outlets on the test car pictured here, it’s a good bet this is the zestier Turbo model.) Look for all-wheel drive to be standard, as it is in the Cayenne. As for the transmission, a seven-speed dual-clutch unit is most likely.

Competition: Audi Q5, BMW X3/X4, Land Rover Range Rover Evoque, Mercedes-Benz GLK-class.

Estimated Arrival and Price: The Macan will be introduced this fall at the Los Angeles auto show, and should go on sale shortly thereafter at a starting price of around $45,000. Actual transaction prices, of course, will depend heavily on how deep customers plunge into Porsche’s vast options and personalization catalog. A well-optioned Macan Turbo could pack an eye-wateringly expensive sticker. 

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BMW Z4 sDrive18i

The BMW Z4 sDrive18i convertible is the entry-level model in BMW’s facelifted Z4 range.

 

 

It uses a lower-output version of the 2.0-litre turbocharged petrol engine found in the sDrive20i and sDrive28i, resulting in a less expensive list price of £27,615.
Opting for the sDrive18i saves approximately £2100 compared with the previous base model, the sDrive20i, but it also dispenses with some of the kit. Dual-zone climate control and rain-sensing wipers are, for example, optional instead of standard.
As well as the new engine option, the facelifted Z4 benefits from small cosmetic tweaks to keep it fresh among rivals such as the Mercedes-Benz SLK. These include white LED ‘corona’ rings around the headlamps and a smattering of chrome trim.

Under the BMW’s bonnet, you’ll find a 154bhp 2.0-litre ‘TwinPower Turbo’ engine, which features a single twin-scroll turbo and variable valve lift and cam timing control. The combination of these technologies allows it to generate 177lb ft between 1250rpm and 4400rpm.
Although its modest power output translates to a tame but acceptable 0-62mph time of 7.9sec, its wide spread of torque means that the BMW feels flexible and punchy, even in higher gears.
It sounds moderately potent, too, with frequent flutters from its wastegate, audible turbo spooling and a satisfying burble on overrun.
There are no improvements in efficiency, though. The sDrive18i’s combined 41.5mpg and 159g/km of CO2 are the same as the 181bhp 20i’s and 241bhp 28i’s.
Drive is transmitted to the rear by a six-speed manual gearbox. It offers a decent selection of ratios and a short and swift shift action, allowing you to make good use of the power on offer, but its action is baulky and notchy.
The car we drove had several options, most notably 18-inch alloy wheels, adaptive M Sport suspension, sports seats and a Comfort pack that includes a rear wind deflector.
Although the Z4 has sporting pretensions, it doesn’t quite deliver on the road. The steering is precise and has enough weighting to avoid feeling nervous, and there’s plenty of grip, but it lacks feedback or consistency as you apply lock. This can make the BMW feel a little disconcerting around high-speed corners.
The ride, although firm, is tolerable. The BMW Z4’s brakes are also strong and progressive, the clutch smooth and the throttle precise and easily modulated. The quality and layout of the cabin is good, too, the kit levels are acceptable and the folding hard-top drops quickly at the press of a button. In terms of usability, the Z4 is excellent.

Overall, the BMW Z4 sDrive18i is tempting option. For one thing, its stylish looks garner it plenty of attention. It’s also quite fun to drive, comfortable, relatively frugal, well built and refined – even with the top down at motorway speeds.
It’s ideal for those more interested in ease of use and appearance than outright performance. Be careful with options, though, or the final price will quickly spiral. You'll pay £27,615 for the standard model but our test car, with several options, was priced at £36,420.


BMW Z4 sDrive 18i
Price                                   £27,615;
 0-62mph                              7.9sec; 
Top speed  ;                         137mph
 Economy                            41.5mpg (combined);
 CO2                                  159g/km;
 Kerb weight                       1505kg;
 Engine                                4 cyls in line, 1997cc, turbocharged, petrol;
 Power                                 154bhp at 5000rpm; 
Torque                                 177lb ft at 1250-4400rpm;
 Gearbox                             6spd manual

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Vauxhall Adam

Vauxhall Adam gets new 1.0-litre engine

New three-cylinder turbocharged engine produces 113bhp, expected to average over 50mpg and claimed to be as refined as a four-cylinder

An all-new three-cylinder turbocharged petrol engine is being added to the Vauxhall Adam line-up next year.

The 1.0-litre unit is the first in Vauxhall's new SGE (Small Gasoline Engine) family and will spawn other lightweight aluminium three and four-cylinder petrol engines of between 1.0 and 1.6 litres.
Vauxhall's 1.0-litre Adam produces 113bhp and 122lb ft of torque (available at 1800-4700rpm), and will partner a new six-speed gearbox.
The new 1.0-litre engine, which has a lightweight aluminium cylinder block, uses direct injection and continuously variable valve timing to help deliver the required performance and efficiency.
Countering the typical offbeat running characteristics of a three-cylinder engine is a chain-driven balancer shaft mounted in the sump. Noise reduction features include acoustically-optimised engine covers, a specially tuned intake system and a low-hiss turbocharger compressor.
Refinement is said to match a four-pot’s, while economy is claimed to beat the 44.1mpg of the Astra’s naturally aspirated 1.6-litre petrol engine by 20 per cent, suggesting an combined fuel consumption of around 53mpg.
"In developing this small engine, we not only set out to to minimise fuel consumption and CO2 emissions but we also wanted to demonstrate that three cylinders can be just as refined as four or more," said Dr. Matthias Alt, chief engineer of Vauxhall's Small Gasoline Engines division.

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New Jaguar F-Type

It's a cloudy, muggy, rainy day here in Mumbai, but we've got our own little ray of sunshine today – Jaguar's fabulous new F-Type. Now we already know this is a stunning sportscar, and looking at the spec sheet we can tell it’s going to be seriously quick too. Question is, how well does it work as a GT and a sportscar? And more importantly, how well will it work in Indian conditions? Will it be both useable on a regular basis as well as a hoot to drive when the opportunity arises? Those are the answers we are looking for during our first drive of this car on Indian soil.
The conditions the new F-Type has to face on Mumbai’s streets are nothing short of challenging. With our monsoon-damaged roads looking like they’ve recently been the recipients of a carpet bombing, and traffic at its snarly worst, this 488bhp rag top has its work cut out. There are a couple of areas in and around the island city where we will be able to give this car a brief workout, and we’ll be headed there as well. But enough perspective; now let’s dive straight into the car.

 

Price Range (in lakhs)*

Ex-showroom price

V8 S: Rs 1.61 crore, V6 S: Rs 1.37 crore (ex-showroom, Mumbai)

Engine

Fuel	Petrol
Installation	Front, longitudinal, RWD
Type	V8, 5000cc

Transmission

Type	8-speed automatic

Dimensions

Length	4470mm
Width	1923mm
Height	1296mm
Wheel base	2622mm
Boot volume	196litres

Suspension

Front	Double wishbone, coil springs, anti-roll bar
Rear	Double wishbones, coil springs, anti-roll bar

Brakes

Front	380mm ventilated discs
Rear	376mm ventilated discs
Anti-lock	Yes

Economy

Tank size

72 litres



 

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BMW 1-series

BMW will launch the 1-series in India on September 3 with petrol and diesel engine options. Pre-bookings for the car are on.

 

 

The 1-series will come with two engine options, a petrol and diesel. The 118d is powered by the 1997cc diesel motor that we have seen in other BMW models. The motor is, however, detuned to 143bhp for the 1-series, and that gives it an edge over Mercedes' A 180 CDI.
The petrol motor is also a hi-tech 1.6-litre turbocharged direct injection motor that also powers the Mini Cooper and Cooper S. The engine in the 1-series develops a healthy 136bhp of power. BMW claims that the diesel engine-equipped 1-series will return 20.58kpl, whereas the petrol will return16.28kpl. The car will also come with auto Start/Stop function, which should boost efficiency.
Both motors will come mated with 8-speed automatic gearboxes only. BMW will also tweak the suspension of the 1-series to cope with Indian roads.
The 1-series, true to BMW genetics, has a longitudnal engine, rear-wheel drive layout and 50:50 weight distribution, and will surely spice up the luxury hatchback segment here. The German carmaker has already started testing the car in India.
BMW has already begun accepting pre-bookings for the 1-series. What's more, the carmaker is also offering its 'BMW Service Inclusive Plus' package free of cost for the first 100 customers. According to the carmaker, this includes services "as often as necessary" within the inclusive period, with the added bonus of avoiding the inconvenience of discussing cost estimates and undertaking financial transactions at every workshop visit.
The car would be locally produced at the BMW plant in Chennai, so expect prices to be in the range of around Rs 20-25 lakh.

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