Lamborghini Huracan

Lamborghini's new Huracán that replaces the successful Gallardo, is a new-age, hi-tech approach to Lambo's four-wheel-drive V10 supercar formula. Immediately, it's much more attractive to look at in the flesh. That ground-hugging stance, the rakish nose and that slatted matte black engine cover make it look otherworldly.
Getting into the impossibly low-slung Huracán is an event in itself. You step in with your left leg and lower yourself in, much as you would in a go-kart. It's also very apparent; you are virtually sitting on the floor. Unlike a go-kart, however, there's a massive, hulking, ten-cylinder engine sitting right behind your back. In fact, it's pretty clear; there are the front wheels, there's you and there's the 602bhp V10 behind your back. You really do feel like you are sitting at the pointy end of a rocket here.

The military jet theme of the cabin is quite apparent too. There are toggle switches, and the car can only be fired up via what looks like a shielded bomb-release button. Even the vents look like fighter aircraft intakes. I hit ignition, and the motor just explodes into life, the screams from the exhausts sounding like it is spewing flames out the rear.
Challenge number one is getting out onto the highway; the access road is full of potholes, slush and bumps. This environment is more appropriate for off roaders!
Luckily, I can raise the nose by 40mm, and the Huracán, as a result, manages to clear all the obstacles thrown in its path. Of course, I baby the Lambo over them, but I'm still impressed with how well it has taken them.
The ride is also pretty unreal. Being a proper supercar, some amount of stiffness is expected, but the magnetorheological damper control system works well, so the ride is better than that of a Gallardo. Overall ride is so good, you can actually use this car every day!

The Huracán's new stiff carbonfibre and aluminium chassis helps and so does the new aluminium double wishbone suspension set-up. The new Lambo also gets an all-new twin clutch gearbox and a new four-wheel-drive system that is different from the mechanical Quattro-based unit in the Gallardo.
The road ahead finally improves. I pull the left paddle twice and mash the throttle to the floor;  our backs are bent and the Huracán is flung forward like it is shot out of a giant cannon. And it’s not just that initial eye-popping surge of power; the Huracán delivers one long, sustained, seamless pull for the next 10 or 12 seconds. Just insane. And the soundtrack is pretty mental too. The burst of acceleration is accompanied by the demonic howl of the V10 screaming up the scale like there is no limit.

Lamborghini claims this car will do 0-200kph in 9.9 seconds, which is stupefyingly quick. And I have little doubt it will sail past the claimed maximum speed of 325kph. What helps it attain this performance is an 80kg lighter chassis, a faster, almost seamless, double-clutch ’box and of course, 602 bhp. The motor sounds so good I drop the windows to hear the exhaust wail. Giving this car everything feels just extra special.

The electric steering isn’t bursting with feel, but it's quite accurate, free of four-wheel-drive corruption, and its weight feels quite natural too. But while the all-wheel drive offers a leech-like grip on the road, allowing a lot of speed, the Huracán does not really shine when cornered really hard. Yes it feels more modern — it's much lighter on its feet, the engine and gearbox responses are deliciously immediate, and the motor feels like it is getting on cam earlier in the rev range but it does feel a bit numb on the limit.
Brilliant to look at, incredibly quick, loaded with technology and very useable in our conditions, the Huracán doesn’t just replace the Gallardo, it takes Lamborghini’s V10 supercar to an all-new level. It may not be the best handling car in its class and at Rs 3.43 crore (ex-showroom, Delhi), it is a bit pricey too, but you get plenty of car for your money. And then there’s the fact that Indian cars get powered seats, carbon ceramic brakes and even the nose lift function as standard. The Huracán’s trump cards, however, remain its manic acceleration and its heart-stopping looks, and for those, it’s unbeatable.

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Maruti Ciaz

What is it?

Maruti has unveiled the production version of the Ciaz, which will go on sale by mid-October. Bigger, sleeker and far better equipped than the SX4 it has replaced, the Maruti Ciaz is a big step forward and puts Maruti back in the mid-size segment game.
Built on an all-new platform, the Ciaz has been conceived from a clean sheet of paper to take on the likes of the Honda City and Hyundai Verna. Maruti is also pinning its hopes on the Ciaz to take its image upmarket by making it a credible alternative to the more premium brands.   

How does it look?
The Ciaz bears no similarity to any other model in Maruti’s range, but you can tell it’s a Suzuki thanks to a certain family look characterised by the small, three-slat rectangular grille and the conservative styling of the car. Like most Suzukis, the Ciaz doesn’t immediately grab your attention and though the styling is clean and uncluttered, it’s unadventurous as well, especially when you view the car in side profile. What adds a bit of spice to the look are the superbly detailed projector headlights and the large rectangular tail lights, which bear more than a passing resemblance to the Honda City’s cluster.

Making up for any lack of visual drama is the sheer size of the car. The Ciaz has the largest footprint of all mid-sizers, and sitting on 16-inch alloys (only available on the Z+ variants), it looks like it belongs in a higher segment. There’s no doubt that the Ciaz is a handsome, well-proportioned car and the chrome finish on the door handles and the rear boot lid do give a premium touch.
You would expect the large Ciaz to be rather heavy, but it’s quite the opposite. The all-new chassis is constructed with high-tensile steel which, apart from giving rigidity to the body, has kept weight down. Tipping the scales at 1010 and 1105kg for the petrol and diesel versions respectively, the Ciaz is remarkably light for its size
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What’s it like inside?

Maruti sedans are typically associated with cramped cabins, but not the Ciaz, which turns this perception on its head. It’s fair to say that the Ciaz is the most spacious mid-size car and the feeling of space is enhanced by the large glass area and light interiors.
The back seat has an incredible amount of legroom and is wide enough for three adults, the flat floor being a help. However, the seat cushions are a touch firm and under-thigh support could be better
Again, in terms of design, the dashboard is quite straightforward with simple lines and an uncluttered look. The centre console is dominated by a large 7-inch touchscreen which has an easy-to-use interface. However, this infotainment system is only available on the Z+ variants.
The instrument console houses a pair of small but easy-to-read dials which are again completely new. However, you can spot bits from other Suzukis, like the power window switches and door locks which are shared with Swifts and Dzires. Plastic quality is the best we’ve seen on any Suzuki – the fit and finish is very well executed. The wood-finish accents work quite well too and don’t look tacky, as is the case in most cars at this price point. A lovely detail is the chrome surrounds for some of the buttons, which gives a premium feel.

Where the Ciaz scores is on practicality with lots of storage space. You get 1-litre bottle holders for all four passengers and lots of cubby holes for odds and ends. While the glovebox is not that big, the 510-litre boot certainly is – it’s large enough to swallow four big bags. However, the rear seats don’t flip forward to create more space.

Maruti has packed the Ciaz with lots of equipment, and expectedly, it’s the Z+ versions only that get goodies like 16-inch alloys and SmartPlay Infotainment. However, the lower trim levels are not badly off, except for the absence of safety features like twin airbags. Maruti should have offered driver and passenger airbags across the range as standard.
 

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