Car

Hyundai Verna MPI IVT | Road Test

highway, while economically sipping fuel at low revs. (Below) Rear seats are (Below) Spacious
this car uses a MacPherson strut with coil spring front comfortable, but taller boot for the whole
occupants may feel cramped
suspension, with a coupled torsion beam at the rear, and i found family’s luggage
these set-up quite well. the car was neither too bouncy over
bumps, like some past iterations have been known to be, nor was it
wallowing in the corners. bad roads and sudden undulations were
easily absorbed without fuss and the car felt extremely stable
throughout. the leather-wrapped steering wheel feels well-
weighted and direct and the new Verna is quite involving through a
set of corners, holding its line well. up the pace some body-roll will
become apparent, although the car never feels twitchy or nervous.

hyundai have done a fine job with the new Verna, building on
their reputation of creating feature-rich stylish cars with
comfortable, upmarket interiors. the only real obvious downside
to this car is the lack of space at the rear, but if you are looking for
a feature-rich daily driver with a stylish interior and head-turning
design, the 2020 Verna is worth considering.

(Below) Redesigned full-LED The Verna strikes a
lighting all around fine balance between
peppy acceleration at
city speeds and relaxed
high-speed cruising out

on the highway

www.carindia.in July 2020 car india 55

Road Test | Mercedes-AMG C 63 Coupé

F OR YEARS NOW, MERCEDES-AMG
have been turning their magic on the C-Class
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breathing, tyre-shredding sports car that looks, sounds,

and performs... er... the way an AMG should. The latest to reach

our shores is the C 63 Coupé, which, unlike its predecessor, the C 63

S, sheds two of its doors and appears more muscular and sharper with the

raked roof-line. Interestingly, both the Coupé and S share the exact same dimensions, the only

visible difference is that our test car is slightly lighter than its four-door sibling. The protuberant

wheel-arches and the pronounced creases on the bonnet make no secret about the dynamism and

performance the AMG has in store and ensures no one mistakes it for an ordinary C-Class.

The other big giveaway is the distinct grille with vertical slats, “Panamericana” in Mercedes

speak, accompanied by a set of LED headlamps and gaping air dams. The exterior is tastefully

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trunk dons split LED taillamps, the quad-tipped exhaust, and a set of air-vents complete the sporty

design. The new form makes the Coupé probably the stylish best in the line-up barring the big

daddy — AMG GT, of course.

56 CAR INDIA July 2020 www.carindia.in

With no direct competition from BMW or Audi, the
Mercedes-AMG C 63 Coupé has the entire road
to itself. But nothing’s perfect in life, is it?

Story: Sarmad Kadiri Photography: Sanjay Raikar

www.carindia.in July 2020 CAR INDIA 57

(Right) The V8
ensures there isn’t a

dull moment, ever

The standard car comes with 18-inch wheels, but our test vehicle ran on larger wheels
(19-inch front and 20-inch rear) with low-profile tyres and the bulging rear arches framing
the super-wide rear wheels. The thin slice of rubber on them reminded me of the rather
firm ride of the C 63 S which had left me literally rattled. Hopefully, the Coupé would be a
better set-up for our diverse road surfaces.
I couldn’t bear keeping the 476 horses waiting any longer, so I slid into the driver’s seat.
The cabin layout is similar to the standard c-class’, but there are some interesting aMG
elements such as loads of carbon-fibre highlights mixed
with the brush metal accents and the top-grade leather.
There’s even a swiss-made Iwc Ingenieur analogue
clock, but the standard lap-timer is an even more precise plastic buttons look border-line tacky on such a beautifully finished, leather-
way to keep a tab on your track-time. In all the draped, brush metal trimmed, nice and fat steering wheel. The buttons on the
familiarity what stood out were a set of new quick-access left enable the goosebumps-inducing sport exhaust note or help you switch to
buttons jutting out from the sporty steering wheel. These manual gear shift and even let you play with the new aMG dynamic mode.
The one on the right helps toggle among driving modes like slippery,
comfort, sport, and sport+ or quick select Individual. yes, you can select
these modes from the dedicated switches on the centre console, too, provided
you have time to get your hands off the wheel.
on paper, this is a four-seater, but as with most sport coupé models, the
rear seats are tricky to climb into and should be reserved for smaller kids or
just your gym bag. The front seats, however, are pretty comfy and supportive,
no matter if you’re an average-build Indian or a six-footer. our test vehicle
was spec-ed up with a set of aMG Performance seats that look racier and
offer even more lateral support. I’m happy to report that these aren’t overly
firm and add an extra dash of aggression. It can be set perfectly to your liking
thanks to the 14-way power adjustment and there’s ample head- and knee-
room too. The large windscreen and slim pillar create a perfect view up-front
and you needn’t get stressed about the slightly restricted rear-view as you can
clearly see everything around the car with the help of the
(Left) The well- surround-view camera. even the passenger side outer
appointed cabin rear-view mirror comes to your rescue here, as it can be
gets the usual lowered to make parking easier.
AMG touch

58 car india July 2020 www.carindia.in

Mercedes-AMG C 63 Coupé | Road Test

The centre console houses a pair of cup-holders, the door-pockets can (Above) The
accommodate regular water bottles, and there’s even a dedicated spot for optional AMG
your phones. Talking about space, the small (just below 300 litres) boot Performance
space is not surprising for such a sports coupé, but it will only hold a couple seats look racier
of small suitcases because the sprawled spare wheel takes up most of the and offer great
available space. lateral support

and before we wreak havoc on the tarmac, a quick check on the features (Right) The
revealed a Burmester surround-sound music system, which can be wide and low
manipulated by using the controls on the centre console or via the touchpads tyres beautifully
on the steering wheel. There’s a 10.25-inch display which isn’t a touchscreen frame the
but the infotainment system has been updated to apple and android bulging arches
smartphone connectivity. The driver gets all the information from a 12.3-inch
colour display which offers three different themes and (thankfully) the
tachometer display is an old-school needle and not the bar-type seen in a few
modern cars. you get a-c vents on the rear along with a cigarette lighter slot
which can also be used as a charging point. The kit also includes eight airbags
(including dual knee airbags) as standard, adaptive Led headlights, adaptive
cruise control, lane-keep assist, and even automatic parking, to name a few.

The coupé, like its sibling, gets the capable 4.0-litre twin-turbo V8
coupled with a nine-speed automatic gearbox, but, with 476 hp on tap, makes
34 horses less than the s, while torque has dropped by 50 nm to 650 nm.
Unlike most of the newer breed that has opted for an all-wheel-drive set-up,
this coupé still lays down all the power on the rear wheels. Though it’s not the
lightest in the segment, the aMG never struggled to move. There wasn’t a
moment that I felt a lack of power or performance. In fact, we managed to
light up the road from zero to 100 km/h in a 5.08 seconds haze. It’s also
among the few cars that can reduce the sense of speed and even while hitting
a double ton remains absolutely calm and in control. during one such test

www.carindia.in July 2020 car india 59

Road Test | Mercedes-AMG C 63 Coupé

run, my co-passenger went in a daze and took a (Right) The rear
couple of seconds to snap back to reality. seats should be
The wider rear track also helps justify the reserved for
smaller kids
premium you’ve paid over the standard c-class
sedan and it delivers excellent grip and
phenomenal cornering abilities. The impressive adaptive aMG
ride control suspension lays down the power effortlessly, while
the electronic limited-slip diff uses telepathy to sense your evil
intentions. attack a sharp corner with adequate enthusiasm and it
employs the massive tide of torque that kicks the tail out gracefully,
creating gorgeous, yet controlled understeer. It’s also fast to sense tuned for silky smooth surface of racetracks but on our roads, the
when the excitement tries to outmatch your talent as it tightens the stiff suspension set-up can easily shake and stir the Martini to
electronic safety leash, buying you that extra fraction of a second to Bond’s liking. And that’s in Sport. Sport+ is firmer still. Given the
correct the steering, making you look like Ken Block’s disciple. right road surface, this translates into superb body control and next
The steering is well-weighted and super communicative, to zero roll. The brakes, too, are flawless and have race car-like
constantly feeding you with the pulse of the road. Some might find precision, bringing the aMG from 100 km/h to standstill in just
it to be over-assisted in comfort, but I’d select the mode only while three seconds flat.
lazily crawling in town. The suspension, on the other hand, is just
about acceptable as it glosses over minor road imperfections on the road, the two-door version is easily distinguishable as a
provided it’s in the comfiest setting. The C 63 Coupé has been car that stands out, which is further established by the well-
appointed cabin. If these aren’t enough to attract attention, then the
thundering exhaust note from the V8 will definitely do the trick.
But if you are faint-hearted and feel the need for all the electronic
safety net, then you probably don’t need to splurge rs 1.33 crore
(ex-showroom) on the c 63 as you’d be more at ease driving the
all-wheel-drive c 43 aMG. Because this coupé has been designed
to unleash the hooligan within. It constantly tempts you to switch
off all the safety harness, grab control of the gears, and attack every
possible corner, leaving your initials on the tarmac with smoky
burnouts. If you don’t make your co-passenger soil the aMG
Performance seats and confess their sins, you’re not driving this
aMG right.

It constantly tempts you to
switch off all the safety harness,
grab control of the gears, and
attack every possible corner

60 car india July 2020 www.carindia.in

Mercedes-AMG C 63 Coupe (Rs 1.33 crore, ex-showroom) Car Road Test 596

Ground Clearance NA Overall Height 1400 mm

Wheelbase 2840 mm Width 1877 mm (excluding mirrors)
Overall Length 4751 mm Track (Front/Rear) 1636/1592 mm

Kerb Weight 1810 kg

SPECIFICATIONS TEST RESULTS

ENGINE WHEELS & TYRES SPEEDO ERROR (KM/H) BRAKING

Cylinders V8 Wheel Size (F) 19” / (R) 20” Indicated True 80-0 km/h 2.47 s, 25.67 m
Tyre Size (F) 255/35 R19 20 18.8 100-0 km/h 3.01 s, 41.20 m
Layout Front longitudinal Tyre Size (R) 285/30 R20 40 38.6
60 48.4
Type Twin turbo, DI 80 78.0
100 97.5
Fuel Petrol 120 117.2

Bore x Stroke 83.0 x 92.0 mm

Capacity 3,982 cc BRAKES PERFORMANCE FACTORS

Compression Ratio 10.5:1 Front Ventilated discs Power:Weight (hp/tonne) 262.98
Rear Ventilated discs Specific Output (hp/litre) 119.53
Valvegear DOHC, four valves/cyl Specific Torque (Nm/litre) 163.23

ENGINE OUTPUT 476 SUSPENSION STANDING 1/4 MILE 11.34 s
5,500-6,250 183.32 km/h
Max Power (hp) 0-400m Sprint
Power Peak (rpm) 7000 Terminal Speed
Red-line (rpm) 650
Max Torque (Nm) Front Multi-link, coil spring FUEL EFFICIENCY (KM/L)
Torque Peak (rpm) 1,750-4,500 Rear Multi-link, coil spring
City 7
OVERTAKING ACCELERATION
Highway 10

Roll-ons (km/h, seconds) Overall* 7.75
40-60
ACCOMMODATION 60-80 0.90 * Overall is 25% highway and
80-100 1.01
TRANSMISSION Seating 2+2 100-120 1.27 75% city driving
1.47
Nine-speed, automatic Head Room, F/R 1022/905 mm
1st gear
2nd gear 5.35 Leg Room F (max/min) 1067/NA mm
3rd gear 3.24
4th gear 2.25 Knee Room F (max/min) NA/NA mm
5th gear 1.64
6th gear 1.21 Knee Room R (max/min) 603/501 mm TEST CONDITIONS
7th gear 1.00
8th gear 0.87 Shoulder Room 1313 mm TOP SPEED Altitude 550m above MSL
9th gear 0.72 Claimed Weather Warm, windless, dry
Reverse gear 0.60 Fuel Tank 66 litres 250 km/h
Final Drive 4.80
Drive Wheels 2.82 Boot Volume 297 litres
RWD
PERFORMANCE

DRIVER AIDS 200 ACCELERATION (km/h) 15.64
180 12.93
ABS, EBD, DSC, DTC, Drive Modes, 160 10.26
Adaptive Lights, Cruise Control, 140 8.29
Lane-keep Assist, Auto Park 120 6.55
100 5.08
STEERING CAR RATINGS 3.85
80 2.93
Type Rack and pinion, Design & Style: 60 1.22
Powertrain: 40 0.66
electric power-assisted Performance: 20
Fuel Efficiency: 0 TIME (seconds)
Lock to lock NA Dynamic Ability:
Space: 0 2 4 6 8 10 12 14 16 18 20 22 24 26 28
HIGHLIGHTS Creature Comforts:
Driver Appeal:
Coupé styling Safety:
Sporty cabin layout Interior:
Dynamic performance Suspension:
Ride Quality:
Ride quality Handling:
Limited rear legroom Steering:
Braking:

Performance testing by Sarmad Kadiri CAR INDIA’s test and performance data is the sole copyright of Next Gen Publishing Pvt Ltd. No part of the data or text can be
used in any form for any purpose or promotion or advertisement without the explicit written permission of the editor.

www.carindia.in July 2020 CAR INDIA 61

Road Test | Škoda Rapid Monte Carlo

RapidStory: Jim Gorde Photography: Sanjay Raikar www.carindia.in
Action

The new Škoda Rapid takes the compact sedan game
further with sportier styling and a global engine that
offers an impressive rush in the low- and mid-range.
Just what we need, then?

62 car india July 2020

www.carindia.in July 2020 car india 63

64 car india July 2020 (Above) Distinct
Monte Carlo identity
on the B-pillars
(Left) Spacious and
well-finished cabin is
sporty; note flat-
bottomed wheel
(Below) Projector
headlamps

www.carindia.in

Škoda Rapid Monte Carlo | Road Test

T o say restraint and forward thinking are the need
of the hour would be a gross understatement. while many the world over
spend time, money, and fuel with reckless abandon over trivial activities
for momentary satisfaction, their actions have a far worse effect on
consequence. thankfully, Škoda, and indeed the entire skoda-Vw
group, don’t have such an aversion to vision and foresight. with a new
range of globally accepted and popular cars that have appropriately
downsized and even electrified powertrains, the future seems to be in focus; at least the
foreseeable part of it.
the new Škoda rapid is the latest model to be introduced into their indian portfolio and
is the most potent one yet. and in all the right ways. for starters, there’s the style.
this one here is the Monte Carlo, the top-of-the-line variant, priced at rs 11.79 lakh
(ex-showroom) and gets all the bells, whistles, pillows, 16-inch dual-tone alloy wheels, and
black-contrast roof. all variants, whether the entry-level — and returning — rider badge,
(Above) Monte Carlo gets dual-tone

priced at rs 7.49 lakh, the black-theme onyx above it, the high-end style or this Monte 16-inch alloy wheels with 195/55 rubber

Carlo at the top are testimony to the group’s the boot is a capacious 460 litres and can accommodate several huge bags.
engineering prowess with a robust and planted feel
and an inherent encouraging feeling of safety thanks the highlight, though, is the new 1.0 tsi engine. now, this isn’t new to
to the solid build quality. Particular to this variant, the world. it has powered the up! in 60-hp naturally aspirated guise, the
now, the sporty red exterior finish complemented by golf tsi in similar 110-hp guise, the audi Q2 in 30 tfsi guise with 116
black elements — front grille, B-pillars, boot-lid hp and 200 nm, and, more recently, the new Vw nivus in Brazil with all
gurney flap — and a Monte Carlo badge as well. of 128 hp and 200 nm — bettering some nat-asp 2.0-litre petrol engines
adding rapidly to its appeal is the sporty flat- from some time ago. if one recollects, the first Škoda octavia 2.0 MPi,
bottomed steering wheel as i get in. a big centre the 2.0-litre petrol option that the Czech marque first arrived in india
screen powered by google android is reminiscent of a with, made 112 hp and 165 nm. this 1.0-litre, in-line three, turbocharged
smartphone interface. it’s a nice touch, but still stratified injection (tsi) petrol makes 110 hp and 175 nm and is lighter
distracting on the move. nevertheless, it’s a and more compact as well. the power peaks from 5,000 rpm while the
perceived necessity, so it’s in there. the sporty seats torque is richly spread low-down but fills up the senses as the revs pile
are upholstered with a three-tone vertical-striped post 2,000 rpm.
layout with contrast stitching; very nice indeed. armed with a six-speed manual transmission, the rapid tsi can
there are also a couple of art-leather wrapped accelerate from city speeds to overtake or cover ground in a jiffy, with an
pillows with the Škoda Monte Carlo logo. Passenger extremely potent surge of go at the flex of the foot in pretty much any
room is more than adequate and my six-foot frame gear at any speed. the engine’s bottom-end is more than adequate to
was easily accommodated front and rear with handle stop-go traffic, lights at crossings or the daily rush-hour commute
generous knee-room, a result of the packaging. — which has no respite even in the extended lockdown thanks to
hundreds of clueless road-users oblivious to the consequences of their
actions. More so, these little turbo engines perform best and are most
frugal when driven in their peak torque band which, in this case, is
between 1,750 and 4,000 rpm.
the engine starts very silently — i had to glance at the rev-counter the
first time i started it up to make sure it was indeed running. the clutch
travel is rather long but it’s not a bother. Prod the throttle a little and
there’s a throaty burble. the engine stays silent on the move, though, with
no urge felt to upshift doing 40 km/h in second with about 3,000 rpm on
the clock. that sight was probably the only reason i shifted up to third.
it’s smooth and refined, but rev it up to the red-line and it sounds strained
and unhappy. however, it’s a smart car for a smart new world and those
stuck in the past will need to revisit their priorities in this day and age
when wasting even a drop of fuel unless absolutely necessary should be a
crime. i, personally, can’t wait to see this 1.0 do duty in larger models with
electric motor assist. Upwards of 70 km/l should be an easy
accomplishment. that said, the rapid tsi, when pushed, is far from the
most efficient.
for the test, i managed to get it from standstill to 100 km/h in 10.75
seconds. the economy was less than 10 km to the litre then. however,
ease off the childish and irrelevant antics and the more important figures
come to the fore. in third gear, the rapid tsi feels the most potent;
clearly evident in its quick 60-80 km/h roll-on time after taking some
time to build up from 40 km/h. the surge continues after that as well.
fourth gear is less intense but still extremely potent. for instance, the
highway speed limit of 80 km/h is done at an indicated 2,600 rpm in
(Above) New 110-hp TSI global motor fourth. factor in the difference in sixth where it’s doing 1,750 rpm to
behind black-finish radiator grille

www.carindia.in July 2020 car india 65

Road Test | Škoda Rapid Monte Carlo

(Above) Huge maintain the same speed, on the brink of the torque peak, with the
460-litre boot potential to overtake with ease.
easily stows a
bunch of bags the suspension is set up on the firmer side but its calibration is
excellent. it holds its line well and stays on course reassuringly. the
(Left) Generous steering feels nicely weighted and is a joy to use with a commendable level
rear occupant of feedback. one point to note is that hard braking from highway speed is
room and not one of its strong points.
(inset) special
cushions all said and done, the highway economy figure managed — hot day, air
conditioning, co-passenger, bags and half a tank of fuel included — was
about 16 km/l. there is potential for better, without a doubt, as Škoda
claim 18.9 km/l and just over 100 g/km of Co2.

even so, as i’ve said before, the best way to cut fuel consumption is to
properly cut down on usage with electric assist. and not just by two or
three per cent, but by more than 50 per cent. Plug-in hybrids make that
possible when used right and the major factors now in the way are cost of
production, taxes, and the acceptance of people that they’re headed to
extinction if they don’t mend their ways right now.

the Škoda rapid 1.0 tsi is a prime example of a step in the right
direction. it gives buyers the things they most need: robust build, high
level of safety, punchy engine where it’s needed the most, and efficient
performance across the essential spectrum, with loads of connectivity and
electronic goodies as well. if the need is for a car that delivers rapid
response in any gear at any speed, the new Škoda rapid does that very
well indeed.

It’s a smart car for a
smart new world

66 car india July 2020 www.carindia.in

Škoda Rapid 1.0 TSI Monte Carlo (Rs 11.79 lakh, ex-showroom) Car Road Test 597

Ground Clearance 116-163 mm Overall Height 1466 mm

Wheelbase 2552 mm Width 1699 mm (excluding mirrors)
Overall Length 4413 mm Track (Front/Rear) NA/NA
Kerb Weight 1138 kg

SPECIFICATIONS TEST RESULTS

ENGINE WHEELS & TYRES SPEEDO ERROR (KM/H) BRAKING

Cylinders Three in-line el Size 16” Gear Indicated True 80-0 km/h 2.57 s, 27.49 m
Tyre Size 195/55 R16 1 50 49.6 100-0 km/h 3.27 s, 43.98 m
Layout Front transverse 2 99 97.9
3 141 139.2
Type Turbocharged, DI 4 172 165.5
5 NA
Fuel Petrol 6 NA NA
NA
Bore x Sstroke 74.5 x 76.4 mm BRAKES

Capacity 999 cc Front 240-mm discs PERFORMANCE FACTORS
Rear Drums
Compression Ratio 10.5:1 Power:Weight (hp/tonne) 96.66
Specific Output (hp/litre) 110.11
Valvegear DOHC, four valves/cyl Specific Torque (Nm/litre) 175.17

ENGINE OUTPUT SUSPENSION STANDING 1/4 MILE 17.52 s
131.15 km/h
Max Power (hp) 110 Front MacPherson strut, triangular 0-400m Sprint
Power Peak (rpm) 5000-5250 Rear lower links and stabilizer bar Terminal Speed
Red-line (rpm)
Max Torque (Nm) 6000 Compound-link crank axle FUEL EFFICIENCY (KM/L)
Torque Peak (rpm) 175
OVERTAKING ACCELERATION City 9.0
1750-4000
Highway 16.0

ACCOMMODATION Roll-ons (km/h, seconds) Overall* 10.75

Speed 3rd 4th 5th * Overall is 25% highway and
8.03
Seating 40-60 2.89 4.56 5.03 75% city driving
4.74
TRANSMISSION Head Room, F/R 950/890 mm 60-80 2.91 3.46 5.17

Six-speed, manual Leg Room F (max/min) 1160/1010 mm 80-100 2.58 3.64
1st gear
2nd gear Knee Room F (max/min) 940/690 mm 100-120 3.36 3.79
3rd gear
4th gear NA Knee Room R (max/min) 850/600 mm TEST CONDITIONS
5th gear NA
6th gear NA 1360 mm TOP SPEED Altitude 550m above MSL
Reverse gear NA Claimed
Final Drive NA Fuel Tank 55 litres NA Weather Warm, slight wind, moist
Drive Wheels NA
NA Boot Volume 460 litres
NA
FWD PERFORMANCE

ABS, EBD, Cruise Control, Automatic 200 ACCELERATION (km/h)
Headlights 180
160
STEERING CAR RATINGS 140
120
Type Rack and pinion, Design & Style: 100
Powertrain:
electric power-assisted Performance: 80 20.32
Fuel Efficiency: 60 10.75
Lock to lock 2.8 turns Dynamic Ability: 40 7.22
Space: 20 4.90
HIGHLIGHTS Creature Comforts: 0 2.54
Driver Appeal: 1.27
Steering feel Safety: 0
Agility and handling Interior: TIME (seconds)
Ride quality Suspension:
Bottom- and mid-range Ride Quality: 2 4 6 8 10 12 14 16 18 20 22 24 26 28
Handling:
High-speed braking Steering:
Braking:

Performance testing by Jim Gorde CAR INDIA’s test and performance data is the sole copyright of Next Gen Publishing Pvt Ltd. No part of the data or text can be
used in any form for any purpose or promotion or advertisement without the explicit written permission of the editor.

www.carindia.in July 2020 CAR INDIA 67

Road Test | Kia Carnival

Getaway
We have got our hands on the new people-mover from Kia to see how it stacks

68 car india July 2020 www.carindia.in

Carnival
up as a road-trip-ready MPV Story: Harket Suchde Photography: Saurabh Botre
July 2020 car india 69
www.carindia.in

T he lockdown has been challenging for a lot of us.
the restriction on movement has been cumbersome, to say the least, but now
with Project unlock in operation, there is light at the end of the tunnel. so,
those of us who have an adventurous sort of disposition can begin planning our
next big road trip. rovers, wanderers, nomads, vagabonds — call us what you
will, we can begin putting together all the pieces of this particular puzzle as we
wait for the all-clear from the authorities. and that spirit
of exploration truly sizzles and begins to thrive when it is paired with the
right set of wheels. could the new kia carnival be that effervescent touchscreen infotainment with all the usual connectivity
companion for those mile-munching road trips? well, you certainly wouldn’t and smartphone integration options in place. You also
bet against it based on its appearance. with a length extending beyond five get uVo app connectivity with nearly 40 features
metres and a wheelbase stretching beyond three, a width of just below two available and accessiblility from your smartphone and
metres, and a height of about 1.8 metres, the carnival measures up to what even a smartwatch. the fit-and-finish of all the knobs
can only be described as generous dimensions. and switches is up there in terms of the quality on offer
while MPVs or vans aren’t the most dynamic-looking machines out there, and this is matched by the sumptuousness of the leather
the carnival does have some visual appeal. it doesn’t look like it was seats and overall comfort of the front row. and that’s not
designed by an altar boy belonging to the church of cubism — all boxes and even the most comfortable seat in the house, as that
rectangles. instead, it has a rugged, broad-chested, wide-shouldered stance honour goes to the second row.
that brings a little menace to a typically placid-looking genre. that sprawling the automatic sliding doors retract at a touch of a
front grille and substantial headlamps lend its visage an extra dose of button and while the floor of the cabin is a little high
aggression and while kia have eschewed the cubist approach, for the most off the ground, ingress and egress are easy enough. we
part, they have designed the fog-lamps in line with the philosophies of this drove the top-spec seven-seat limousine version which
art form and i quite like this little touch. the bold shoulder-line and broad only gets three rows; there’s also an eight-seater version
bonnet accentuate the carnival’s physique and the uncomplicated rear end is (also with three rows) and a nine-seater which gets four
delightful in its simplicity. the choice to opt for blacked-out pillars too is an rows worth of seating. the limousine trim gets two
inspired one as it makes the cabin look a little airy from the outside. comfortable pilot seats in row two and they offer some
this isn’t just an illusion, though, because once you slide into the driver’s serious recline and adjustable under-calf support too.
seat, the airiness is quite apparent thanks to the large windows and front they even have a crabbing feature that allows you to
windscreen, a feeling that is further enhanced by the presence of not just one move the seat sideways to create enough room to pop
but two sunroofs. the driver’s seat gets electronic adjustment and seat into the third row. other features in row two include
ventilation; the latter is an excellent addition, though the sensation does feel individual 10-inch screens attached to the back of the
a little peculiar the first time you try it. the carnival is chock-full of first-row seats, and the screen comes equipped with
equipment too. You get wireless charging and a high-def eight-inch usb input, hdMi ports and mirroring. there are also

(Above) The (Above)
plush interior 2.2-litre VGT is
offers lots of punchy
storage spots
(Left) VIP seats
(Left) Dual can be set up
sunroofs create just right
more breathing
room (Right) Second
row gets
individual
screens

70 car india July 2020 www.carindia.in

Kia Carnival | Road Test

individual air-con vents with controls dedicated to the passengers in the second row, window
blinds to keep the sun out, and even a laptop-ready 220V power output, so you can keep up with
your important work emails while on the go. there’s even a smart air-purifier which gives you an
air quality readout; certainly a handy feature especially in modern times.
now, usually in these people carriers, the third row is seen as the kids’ row, but this isn’t the
case with the carnival. there’s plenty of knee-room, the seats have a bit of recline, too, and only
people well above the average height in india (six-
footers and above) will struggle with the amount head-
room on offer. You also get third-row a-c vents and attributed to a deceptively deep boot. the reason for this depth is to
your own cup-holders, so you should be able to stay in accommodate the folding of the third row so that it collapses within and sits
situ for those long drives. so, if you have a big family or completely flush with the floor. do that and take the second row all the way
a lot of friends you want to take with you on a road trip forward and you now have a staggering 1,624 litres of storage capacity.
or if you need a ride for your rock ‘n’ roll band or you now, this impressive storage configuration has led to the spare wheel
even need to pick up your teammates for the weekly being relegated to the side under the second row on the right-hand side of
five-a-side football match (with subs!), the carnival the carnival. that means you will have your back facing the road (or even
will fit you all in. in fact, it will swallow your luggage highway) as you finagle with it to pull it out in case of a sudden tyre-
too. with all seven seats upright, you have 540 litres of flattening situation. although, since kia are offering a tyre pressure
boot space — an impressive figure and one that can be monitoring system, you will have advance warning of tyre pressure dropping,
so you should be able to pull into a service lane and find a tyre repair shop or
navigate to a safe space to change the tyre yourself.
driving attributes aren’t the most important consideration when looking at
The Kia Carnival is a the MPV market, but, of course, as enthusiasts, we want to enjoy the
experience regardless of the type of vehicle we drive. the carnival shines in
fantastic proposition this department too. it comes with only one engine and one transmission
option — a 2.2-litre crdi diesel engine powers the carnival and produces
if you are on the 200 hp at 3,800 rpm and a meaty 440 nm of twist from 1,750 to 2,750 rpm.
Power is delivered to the front wheels via an eight-speed automatic gearbox.
lookout for a vehicle when you put your foot down, the carnival offers a near-instantaneous
response with 0 to 100 km/h taking just a shade over 10 seconds.
the ride is set up rather well on the carnival, too, helping to absorb all
that seats seven (or the road’s undulations without forcing any quakes or quivers on the
passenger. this doesn’t adversely affect handling either. the carnival feels
eight or nine) planted in the corners and manages body-roll well. while it won’t scorch

www.carindia.in July 2020 car india 71

Kia Carnival Limousine (Rs 33.95 lakh ex-showroom) Car Road Test 598

Overall Height 1755 mm

Ground Clearance 180 mm Width 1985 mm (excluding mirrors)
Track (Front/Rear) 1740 mm / 1747 mm
Wheelbase 3060 mm
Overall Length 5115 mm Kerb Weight 2201 kg

SPECIFICATIONS TEST RESULTS

ENGINE WHEELS & TYRES SPEEDO ERROR (KM/H) BRAKING

Cylinders Fou in-line Wheel Size 18” Indicated True 80-0 km/h 2.73 s, 28.57 m
Tyre Size 235/60 R18 20 18.9 100-0 km/h 3.07 s, 42.48 m
Layout Front transverse 40 37.9
60 57.5
Type Turrbocharged, DI 80 77.0
100 97.0
Fuel Diesel BRAKES 120 116.9

Bore x Stroke 85.4 x 96.0 mm Front
Rear
Capacity 2199 cc Ventilated discs PERFORMANCE FACTORS
Ventilated discs
Compression Ratio 16.0:1 Power:Weight (hp/tonne) 90.87
Specific Output (hp/litre) 90.95
Valvegear DOHC, four valves/cyl Specific Torque (Nm/litre) 200.09

SUSPENSION STANDING 1/4 MILE

ENGINE OUTPUT 200 Front MacPherson Strut with 0-400m Sprint 17.44 s
3800 Rear coil spring Terminal Speed 130.53 km/h
Max Power (hp) 4500 Multi link
Power Peak (rpm) FUEL EFFICIENCY (KM/L)
Red-line (rpm) 440
Max Torque (Nm) 1500-2750 OVERTAKING ACCELERATION City 9.5
Torque Peak (rpm)
ACCOMMODATION Highway 14.5

Seating 7 Roll-ons (km/h, seconds) Overall* 10.75
40-60
Head Room, F/R/T 990/910/890 mm 60-80 1.85 * Overall is 25% highway and
80-100 2.41
TRANSMISSION Leg Room F (max/min) 990/121 mm 100-120 3.00 75% city driving
3.93
Eight-speed, automatic Knee Room F (max/min) 690/860 mm
1st gear
2nd gear 4.808 Knee Room R (max/min) 1100/530 mm
3rd gear 2.901
4th gear 1,864 Knee Room T (average) 720 mm
5th gear 1.424
6th gear 1.219 Shoulder Room R/T 1620/1510 mm TEST CONDITIONS
7th gear 1.000
8th gear 0.799 Fuel Tank 60 litres TOP SPEED Altitude 550m above MSL
Reverse gear 0.648 Achieved Weather Warm, windless, dry
Final Drive 3.425 Boot Volume 540-1624 litres 189.41 km/h
Drive Wheels
NA DRIVER AIDS PERFORMANCE
FWD
ABS, EBD, ESC, CBC, Roll Over 200
Mitigation, Drive Modes, Hill Assist 180
Control 160
140
STEERING CAR RATINGS 120 ACCELERATION (km/h)
100
Type Rack and pinion, Design & Style: 21.00
Powertrain: 80 14.52
electric power-assisted Performance: 60 10.39
Fuel Efficiency: 40 7.25
Lock to lock 3.5 turns Dynamic Ability: 20 4.85
Space: 0 2.85
HIGHLIGHTS Creature Comforts: 1.27
Driver Appeal: 0
Space Safety: TIME (seconds)
Performance Interior:
Interior Suspension: 2 4 6 8 10 12 14 16 18 20 22 24 26 28
Braking Ride Quality:
Handling:
Handling Steering:
Braking:

Performance testing by Anosh Khumbatta CAR INDIA’s test and performance data is the sole copyright of Next Gen Publishing Pvt Ltd. No part of the data or text can be
used in any form for any purpose or promotion or advertisement without the explicit written permission of the editor.

72 CAR INDIA July 2020 www.carindia.in

up the track on a race weekend, you won’t have to Kia Carnival | Road Test
shed speed in a hurry at the first sign of a bend on the
highway either. the steering isn’t the most responsive (Above) You’ll never fall short
out there but offers enough communication to give you of space in the Carnival
a bit of an idea of what your tyres are doing. the
braking performance is also impressive, with a 100
km/h-to-standstill time of just three seconds. having
disc brakes on all four wheels and the inclusion of abs
with ebd definitely contributes to this time.

apart from abs, you also get six airbags, electronic
stability control, and hill start assist control. the
carnival is a bit of a challenge to park owing to its
magnanimous dimensions, especially if you aren’t used
to big vehicles, but the inclusion of parking sensors
(front and rear) and a reverse camera smooth out the
parking effort.

Priced at rs 33.95 lakh (ex-showroom), the kia
carnival is a fantastic proposition if you are on the
lookout for a vehicle that seats seven (or eight or nine).
with an average fuel efficiency of 10.75 km/l, it is frugal
enough for a vehicle this size and, in this limousine
trim level, you won’t be left wanting for comfort either,
particularly in those ViP second-row seats. at this
price, the carnival is a splendid option for the family
man or woman, and city-hopping traveller alike.

www.carindia.in July 2020 car india 73

Comparo | Porsche Taycan v Rivals

Asking

74 car india July 2020 the

www.carindia.in

Earth
Supercar speed, usability, and clean power; the Porsche
Taycan and Tesla Model S promise it all. Which is best? July 2020 car india 75
And might a V8 BMW M5 or hybrid Polestar 1 be a better bet?

Story: Georg Kacher Photography: Tom Salt

www.carindia.in

Comparo | Porsche Taycan v Rivals

W e’re unleashing the taycan Lesser Taycans and 5
on a stretch of lightly trafficked and Series are available.
unrestricted autobahn — a sure-fire formula But life’s too short
for a broad smile accompanied by a big, fat
inner conflict. While the devil inside begs Low-slung driving
you to succumb to the electric Porsche’s position very un-EV.
dynamic persuasions, the voice of reason But very good also
urges you to back off. Because even at a relatively modest 200 km/h,
the distance-to-empty display is in freefall. In the new automotive
world order, if you want the pleasures of rapid progress, you must
also come to terms with range anxiety and charge anxiety — the fear
of running out and the fear of a long wait to recharge.
Or do you? Is it too soon to consider electrification an essential
part of the mix? The BMW M5 represents the best of the old
school. It (arguably irrelevantly) has a higher top speed than the
Taycan and a superior range. Driven like you’d drive a petrol-fed
turbo, Porsche’s EV runs out of juice after about 210 km. In the
hands of an equally ambitious driver, the BMW will do nearly
double that distance. (Auto Zeitung measured energy consumption
across a range of driving conditions to calculate ranges of 595 km for
the M5 Comp, 417 for the Model S Performance, and 319 for the
Taycan Turbo S.) Bunkering 60-plus litres of Shell’s finest is a five-
minute routine, not a thumb-twiddling 20 minutes (the best you can
hope for from the Porsche’s many charging options).
Perhaps, the best answer for 2020 is a plug-in hybrid. The most
advanced option at the performance saloon end of the market is the
limited-edition Polestar 1, which has an electric-only range of a
currently unrivalled 124 km, but also a giddy price: £139,000 (Rs
1.33 crore). The plan is to build 500 a year and 1,500 in total. The 1
combines a highly tuned 2.0-litre four-cylinder petrol engine from
parent company Volvo with an electrified rear axle. Together, the
two power sources generate supercar power. That’s the good news.
The bad news is that the thing’s environmental credentials are less
than water-tight.
And then there’s the Tesla Model S — an answer that’s been
staring us in the face for eight years now. The inoffensive design has
barely changed since June 2012 but the technology within has; the
Model S evolving in leaps and bounds to make the competition look
lame time and again.
This fully loaded 761-hp Taycan Turbo S comes with a sticker
price of £160,000 (Rs 1.53 crore). That number is hard to swallow,
especially when compared to a 571-hp Taycan 4S for £88k (Rs 84.5
lakh). Our Raven edition Model S, rated at 796 hp, would swipe
£103k (Rs 99 lakh) off your bank account. If acceleration in a
straight line is what matters most, the Tesla is the bang-per-buck
winner. If driving pleasure is the decider, though, the key question
is how much of Porsche’s trademark dynamic excellence has made it
into the Taycan Turbo S. If exclusivity is the number one priority,
the hand-built 602-hp Polestar looks hard to beat. And if your
conscience is untroubled by concerns over fossil fuels, the 625-hp
M5 — £98k (Rs 94 lakh) in base trim — will be top of your list.
In convoy, flying along empty rural roads made emptier still by
the news story of the year/decade/century, our convoy is as unlikely
as it is impressive. Where we must slow before accelerating again,
for tight corners and junctions, the two pure EVs are deeply
impressive, their acceleration shocking. With Launch Control
engaged, the Porsche will use its overboost capability to storm from
0 to 100 km/h in 2.8 seconds. But the Tesla, at least on its first run,
can shave two-tenths off the Taycan’s time. But in a way that’s just
odd when you grew up with combustion-engined cars,
repeatability isn’t always a given in a fast EV. The Taycan can stay
on the bright side of 3.0 seconds 0-100 km/h for up to 10

76 car india July 2020 www.carindia.in

Bunkering 60-plus litres of Shell’s
finest is a five-minute routine, not

a thumb-twiddling 20 minutes

pre-flight briefing porsche tAYcAn turbo s

Why is it here? most EVs keep their ratios fixed, for tomorrow’s chargers as well 100-km top-up in five and a half
for efficient high-speed running as today’s. The Taycan has an minutes or go from five per cent
Because it’s a Porsche, an EV, and a bludgeoning launch. The 800-volt electrical system, full to 80 per cent in 23 minutes.
and Porsche’s first (modern) EV. engineering in the motors rather than the more usual 400 But the Taycan’s also ready to
But where exactly does it fit in? makes them expensive but volts. That makes for slimmer, use basic 11-kW ac chargers and
is the Taycan good for an power-dense. The brakes offer lighter cabling and the potential everything in between those
electric car or good full stop? far more feel than we’ve come for ultra rapid charging. extremes.
are we simply relieved that to expect from EV regen although there are currently
Porsche haven’t embarrassed systems. But, perhaps, the very few 800-volt, 270-kW Which version is this?
themselves? does the Taycan Taycan’s most significant charging stations, if you find
offer much beyond the EV innovation is that it’s designed one, you should be able to get a The range-topping Turbo S,
double-act of ridiculous which has active rear steer,
acceleration and silent running? carbon-ceramic brakes and an
and would you take one over over-boost function. The mid-
our reigning super-saloon king, rank Turbo has the same battery
the BMW M5? but reduced performance. The
4S, the current entry-level
any clever stuff? Taycan, is priced from just over
£83k (rs 79.7 lakh) — the same
nothing but clever stuff. There’s money as a 911 carrera…
a two-speed rear gearbox where

www.carindia.in July 2020 car india 77

Comparo | Porsche Taycan v Rivals

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PRE-FLIGHT BRIEFING BMW M5 COMPETITION

Why is it here? Any clever stuff? the regular M5, it has a 305 km/h rather than 250.
sportier exhaust, another 25 The ride height is
Because the M5 remains the The configurable xDrive system hp, and, when you fork out lowered, the dampers
benchmark for performance is genius, blending the real- for the optional Driver’s Pack, recalibrated, the springs
saloons and a recent test winner world benefits of rear-wheel a higher top speed, the stiffened, and steering
against the equally rapid, all- drive with a full-time rear bias restrictor now cutting in at geometry tweaked.
wheel-drive and not cheap AMG and the option to cut power to
GT Four Door and Audi RS6. The the front axle altogether. Dial in
F90-generation M5 is a couple of your preferences and you can
years old now but that doesn’t head straight to your favourite
keep it from being a fabulous car. settings using the M1 and M2
Yes, it’s mostly about driving steering-wheel buttons. Other
hard, but the BMW is a genuine tweakable parameters include
five-seater with a decent boot steering weight, damping, and
that makes long journeys shift brutality.
realistic for passengers as well as
the driver. Top-drawer Which version is this?
infotainment and that badge
only add to the desirability of the The M5 Competition, which is
best car BMW currently make. now the only M5 offered in the
United Kingdom. Compared to

78 CAR INDIA July 2020 www.carindia.in

Model S’ nose job is
pretty. Taycan
prettier still, though

Ludicrous mode might be worth
its weight in PR gold, but that gold

turns out to be less than solid

www.carindia.in You want it all? You
got it, with a bit of

body-roll thrown in

July 2020 car india 79

Low and nicely
balanced, Model S is
no slouch in corners

The 1 is both involving and fail-safe,
offering everything from elegant
skating to feinted sliding

80 car india July 2020 www.carindia.in

Porsche Taycan v Rivals | Comparo

engine sounds gruff when pushed (as it does in the Volvo XC90), The car from California was sensationally good for a first effort
tramlining can be an issue (to be expected on wheels and tyres like a from a newcomer but it’s getting long in the tooth. The presentation
concept car’s), and the automatic gearbox dices progress into eight isn’t special enough and the Tesla lacks both the novelty value of the
very perceivable chunks. Merits? The steering is well connected yet Porsche and the Polestar’s sense of the occasion. To qualify as a
not easily perturbed by the engine’s 420 Nm tugging on its arms. hardcore high-roller for g-force explorers, the Model S needs more
And ample grip and strong traction don’t get in the way of focused steering, stronger brakes, and a more ambitious chassis.
playfulness — the handling is involving and fail-safe, offering Directionally stable, devoid of prima donna-ish airs and graces, it is
everything from elegant skating to feinted sliding. virtually immune to provocation. Push it beyond its limits for bags
of terminal understeer.
As with any plug-in hybrid, so much of the value of the Polestar
depends on when, where, and how you use it. It can get you Which is where the Porsche has the advantage. It was developed
through otherwise off-limits zero-emission zones, but it can also in a world in which Tesla had already shown what was possible. But
mean you’re carrying around a lot of weight and bulk. The 1 is a car Porsche hasn’t copied every aspect of the Model S. Contrary to the
that demands you get involved, on every level. Behind the wheel, in Tesla, which first introduced the one-pedal feel, the Turbo S
your dedication to charging it, in tuning its talented chassis to suit prioritizes coasting over regeneration. This makes a huge difference
your style — with the Polestar you get out what you put in. on B-roads, where the Porsche shines as an effortless glider capable
of devouring tarmac at a dizzying rate. The transition from electric
The same is also true of the M5, but for dynamic tactility the to hydraulic deceleration is all but imperceptible at any speed and at
BMW eclipses even the very cool, idiosyncratic Swede. It takes over any pedal pressure. Indeed the Taycan’s stopping distances eclipse
where your nervous system ends and by doing so puts the road in even the 911 GT2 RS, which takes some beating. It’s this awesome
the palms of your hands, connects body and car like a soft-shell and almost surreal fast-forward, fast-rewind cycle that lingers in
magnet. Despite countless microchips the BMW feels analogue in
the way it moves, sounds, and works with you. The 4.4-litre engine, Giant screen still a
xDrive, and the M Sport differential distribute the M5’s talking point and it
considerable muscle mass with a rare instinct for balance and makes going back to
proportion.
other cars hard
The optional (£7,495, that is, Rs 7.2 lakh) carbon-ceramic rotors
have a reassuring grip on the car’s substantial weight and
momentum, but they could respond a little more promptly, act more
progressively, and be less heavy on the leg muscles. The variable-
rate, variable-effort steering is a meaty and precise if somewhat
synthetic control, while the chassis covers the full repertoire from
grand cruiser to drift-Meister. The M5 rides surprisingly well on
some surfaces but as the road deteriorates, so too does the
compliance in the Competition’s suspension — even the Tesla feels
more supple, while the Taycan offers a broader spread of
compression and rebound. The Polestar 1 is borderline firm but
never unduly rough. But the M5 scoops a bunch of crucial bonus
points at the limit of adhesion, where an on-demand set of different
attitudes and a greater degree of involvement make the four-door
saloon a more exciting drive overall.

pre-flight briefing teslA Model s

Why is it here? in late april, which allows the down, the rear stays high, and owners unannounced,
battery to run hotter and, the damping is adjusted for sometimes changing model
Because it’s the battery-electric therefore, facilitate repeated optimum traction. Tesla claim a names. This is the Performance
benchmark against which the hard acceleration runs in standing quarter-mile time of version (previously P100d) of
Taycan must be judged. The Ludicrous mode without power 10.4 seconds — the same as the Model S, as distinct from the
Model S showed that an all- fade — a Model S issue Lamborghini’s aventador SV. Long range version. it benefits
electric car from a cocky highlighted in this test. The from spring 2019’s hardware
start-up could be fast, update also includes the Which version is this? upgrades, known as raven,
sophisticated, and good to cheetah Stance setting for which included fitting a new
drive. The Model S blends a Launch control starts, whereby Tesla endlessly fiddle with their adaptive suspension system,
huge battery with front and rear the front air suspension squats line-up, sometimes beaming installing more comfortable
e-motors, all-wheel drive, over-the-air software updates to seats, and providing a longer
adaptive air suspension, big range between charges. This
boots, and a clean, modern was done not by changing the
interior — a game-changing batteries but by replacing the
combination. front electric motor with the
more efficient motor previously
any clever stuff? found in the rear of the smaller,
more affordable, and newer
Our test car doesn’t have the Model 3.
latest software update, released

www.carindia.in July 2020 car india 81

Comparo | Porsche Taycan v Rivals

BMW’s incoming i4 Repeat after me: this
will target lesser is a Polestar. It is
versions of the Taycan
absolutely not a Volvo

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PRE-FLIGHT BRIEFING POLESTAR 1

Why is it here? (a turbocharged and electric drive units distributes vectoring. Perhaps, equally
supercharged 2.0-litre four the grunt between the rear significant is that this is the
Because the Polestar 1 is a boldly derived from the Volvo XC90’s, wheels. Rather than leading group’s first experience of crash-
different performance-orientated boosted by an integrated starter- lives of their own, the front and testing carbon-fibre. Polestar
plug-in hybrid, whereas so many generator) interacts with the two rear drive modules are has studied the way in which
PHEVs are just about on-paper electric motors at the back is synchronised for optimum carbon dissipates energy by
economy. The 1 makes a big highly unusual, but makes sense traction and entertaining cracking and shattering, rather
statement about how high the new and works well. The planetary handling by integrated torque than deforming like steel —
brand — spun off from Volvo and gear sandwiched between the expect the learnings to spread
under the same Geely ownership far and wide through Geely.
— is aiming. Style-focused early
adopters are clearly in Polestar’s Which version is this?
sights, but so are drivers who want
some of the startling acceleration There’s just the one version of
made possible by the torque the Polestar 1, with metallic
characteristics of electric motors. paint the only option. Makes
sense, given that it’s a limited
Any clever stuff? edition of at most 1,500 cars, all
of them left-hand drive.
The way the petrol engine up front
www.carindia.in
82 CAR INDIA July 2020

Damn, she
pretty

www.carindia.in The M5’s variable-rate, variable-
effort steering is a meaty and
precise, if synthetic, control

July 2020 car india 83

Comparo | Porsche Taycan v Rivals

PORSHE TAYCAN V RIVALS
THE DETAIL

PORSCHE BMW M5 TESLA MODEL S POLESTAR 1

TAYCAN TURBO S COMPETITION PERFORMANCE

AFFORDABILITY £98,135 (Rs 94.2 lakh) £96,790 (Rs 92.92 lakh) £139,000 (Rs 1.33 crore)
(same as tested)
£138,826 (Rs 1.33 crore) (£107,725, that is, Rs 1.03 crore, (£103,000, that is, Rs 99 lakh,
(£159,267, that is, Rs 1.53 crore, as tested) as tested)
as tested)

POWERTRAIN Engine: Engine: Engine: 1,969 cc 16v turbo and
4,395 cc 32v 100-kWh battery, supercharged four-cylinder,
Engine: twin-turbocharged V8 twin e-motors twin e-motors
93.4-kWh battery,
twin e-motors Transmission: Eight-speed auto, Transmission: Transmission: Eight-speed auto,
all-wheel drive Single-speed, all-wheel drive all-wheel drive
Transmission: Two-speed,
all-wheel drive

PERFORMANCE Power: 625 hp @ 5,600 rpm Power: 796 hp Power: 609 hp @ 6,000 rpm
Torque: 750 Nm @ 1,800 rpm Torque: 1,117 Nm Torque: 1,000 Nm @ 2,600 rpm
Power: 625 hp (761 hp with Top speed: 305 km/h Top speed: 262 km/h Top speed: 250 km/h
overboost for launch control) (with M Driver’s pack)
Torque: 1,050 Nm 0-100 km/h: 3.3 seconds 0-100 km/h: 2.6 seconds 0-100 km/h: 4.2 seconds
Top speed: 260 km/h
0-100 km/h: 2.8 seconds

BODY/CHASSIS Structure: Steel, aluminium Structure: Aluminium Structure: Carbon-fibre, steel
Weight: 1,940 kg Weight: 2,439 kg Weight: 2,350 kg
Structure: Steel, aluminium Suspension: Double-wishbone Suspension: Double-wishbone Suspension: Double-wishbone
Weight: 2,295 kg front, multi-link rear front, multi-link rear front, multi-link rear
Suspension: Double-wishbone Length/width/height: Length/width/height: Length/width/height:
front, multi-link rear 4,966/1,903/1,473 mm 4,978/2,189/1,445 mm 4,586/1,958/1,352 mm
Length/width/height: Boot capacity: Boot capacity: 60 litres front, Boot capacity:
4,963/1,966/1,378 mm 530 litres 744 litres rear 143 litres
Boot capacity: 81 litres front,
366 litres rear

EFFICIENCY Fuel capacity: 68 litres Fuel capacity: NA Fuel capacity: 60 litres
Energy consumption: Energy consumption:
Fuel capacity: NA Energy consumption: 5.15 km per kWh 144.33 km/l (official)
Energy consumption: 9.0-9.2 km/l (official), 6.1 km/l
3.7 km per kWh (on test) Range: 591 km (official), Range: 871 km (official), 443 km
306 km (on test) (on test), 124 km EV range
Range: 388-412 km (official), Range: 647 km (official), CO2 emission: 0 g/km CO2 emission: 15 g/km
209 km (on test) 402 km (on test)
CO2 emission: 0 g/kml
CO2 emission: 251-255 g/km

84 CAR INDIA July 2020 www.carindia.in

FinaL rEcKOninG

We stand on the brink

The big loser of this match is the referee. If the M5 wins, the come. For me, the BMW gets the vote on merit and not simply by
arbiter can only be a backward-looking, narrow-minded petrol virtue of being easy to fuel. The next M5 will almost certainly be
head. Put the Taycan first instead and be perceived as a tech electrified. Until then this V8 epitomizes the art of classical
junkie who turns a blind eye to the minimum range requirements performance automotive engineering. Ultimately slower and
of a daily driver. noisier than the Taycan, it wins none the less thanks to the
intimacy of the relationship it nurtures between car and driver.
Putting infrastructure to one side is a big call, but one we surely The BMW is a machine able to communicate with man,
make. After all, who would wade into the world of £150k (Rs 1.44 wordlessly, in real time and with a nuance of language that beggars
crore) EVs without first having checked they have an appropriate belief. The Taycan is agile, involving, and alert for a battery-
use scenario and off-street charging capability? electric car, but that caveat is key — the M5 is more affecting,
reaches deeper into your heart and your soul.
If you do, it’s easy to be swept up in the brilliance of the Taycan
Turbo S. Less practical and more expensive than the Tesla and The Polestar is a dark horse which, with its knockout looks and
with less range and fewer charging options (truly Musk’s brilliant chassis, threatens to snare your heart as effortlessly as the
Supercharger network was a stroke of genius…), the Porsche fights BMW. But, ultimately, the package is too expensive, too flawed,
back to eclipse the Model S with its mighty dynamic talents. If and, unless fully charged, isn’t in the same performance ballpark as
your lifestyle renders the challenge of charging on the fly the rest of the group, either. It’s a compromise, but not a
redundant, dare to try the Porsche — but bear in mind that the compelling enough one to let you off the hook. No, you must
Taycan 4S is a much better deal than the Turbo S. choose: are you ready for electric? Porsche are ready if you are;
BMW if you’re not.
If you must go on relying on liquid energy from a pump, the M5
more than makes the grade — and promises to do so for years to

www.carindia.in July 2020 car india 85

Feature | Mini Electric Meets the Original

86 car india July 2020 www.carindia.in

Some
Bright

Tiny, light, and brilliant, the original Mini was a flash of genius.
On London’s teeming streets, can its big, heavy, and now
battery-electric successor bring the same small-car magic?

Story: James Taylor Photography: Alex Tapley

www.carindia.in July 2020 car india 87

Feature | Mini Electric Meets the Original

Just the cool
60 years
between them

I f you can remember the 1960s, you
weren’t really there, so they say (“they” being the
operative word since, appropriately enough,
nobody can quite remember who came up with
that line first).
But Mini cannot — will not — forget the ’60s.
how can it, when the entire brand is built on (and
in) the image of the original Austin Seven Mini? The Austin — and
its morris mini-minor twin — were launched in 1959 and through
the ’60s came to embody that decade’s penchant for style and the
breaking down of class barriers. In perfect step with the explosion of
pop culture, the cheeky mini is as symbolic of the ’60s as
Merseybeat, Twiggy, and the moon landings.
that was then, this is now, and a time-warp 1960 austin seven is
sitting on a West Kensington street, snuggled into a parking space
opposite its latest modern equivalent — from which snakes a
charging cable. The Mini species is starting a new chapter, making
like Dylan in ’65 and going electric. Has the Mini Electric hung on
to its essential Mini-ness? Is it still more fun to drive than other
everyday-usable cars, still more characterful than any mere machine
has a right to be, and still engineered with a good pinch of ingenuity?
No better way to find out than to drive it back-to-back with its source
material on its old Swinging London stomping grounds.
Zipping through the capital’s streets to our rendezvous point with
the classic mini earlier this morning, the mini electric certainly felt
spirited. Like all electric cars, an addictive snap-hit of instant torque
is ever-ready to squirt you away from traffic lights and roundabouts
and with 270 nm available from its bmW i3s-sourced motor, mini
is marketing performance as a USP over other EV hatches.
While 0-100 km/h is a lively enough 7.3 seconds, it’s 0-50 km/h
that’s the Mini Electric’s party trick. A touch of torque steer, the
faintest chirrup of wheelspin, and you’ve immediately exchanged
here for there. Driven in a more orderly fashion, the throttle (all right,
accelerator) map is cleverly, progressively calibrated and it’s easy to
drive with precision. Energy regeneration under deceleration is
nicely judged too, enabling you to drive one-pedal style, barely
touching the brakes.
The powertrain feels such a natural fit for the Mini you wonder
how it took so long for an EV version to become a reality. Then you

88 car india July 2020 www.carindia.in

1960 Austin is
still every bit as

good in town

The Mini species is starting a new
chapter, making like Dylan
in ’65 and going electric

www.carindia.in July 2020 car india 89

Austin is 80
centimetres shorter,
30 cm narrower, 86 cm
lower, 794 kg lighter

Knuckle-grazingly
tight packaging

Mission creep
means extra

cluster needed

90 car india July 2020 www.carindia.in

Mini Electric Meets the Original | Feature

Alec Issigonis thoughtfully designed the doors to
accommodate bottles of gin and tonic for picnics

Bring your
own nav —
just make sure
it’s charged

remember recent advances in battery technology. The more glance it looks smaller from the outside than it really is and feels
primitive mini e was leased in small numbers in a 2008 pilot more cramped than it should, accentuated by the dark trim in this
scheme but it was heavy and compromised, losing its rear seats to test car. In the modern Mini there are cup-holders and tiny,
make room for the batteries. This, the first productionized electric awkward door-pockets; in the austin, the famous optional wicker
Mini, has funnelled its running gear into the existing Mini hatch baskets designed to scoot under the rear seats and gigantic door
architecture: the battery is a t-shape, arranged down the middle of bins (made possible by using sliding windows instead of handier
the floorpan and under the rear seats, and the motor goes under the wind-down ones). Chief creator Alec Issigonis thoughtfully
bonnet, utilising the engine bay’s existing mounting points. designed the doors to accommodate glass bottles of gin and tonic
for picnics, so the story goes. Possibly considered less of an
helped by suspension architecture unchanged from regular attribute by Euro NCAP today.
pistons-’n’-cylinders mini hatches, the electric handles like a
modern Mini, too. Which means it’s capable of extravagant you sit on a squishy, headrest-less seat, reaching for the non-
angles of lift-off oversteer, as scientific experiments on an existent seat-belt in a reflex action before grasping a giant two-
empty roundabout on the way down to London the previous spoke steering wheel, which you look clean through at a surface
evening confirmed. more desk than dashboard. An oversized Smiths speedo is the sole,
central instrument, a cue that has become a modern-era mini
So, that’s the fun box ticked. What about character? One of the design hallmark. On the Electric, it now squeezes a touchscreen
mini electric’s strengths — and a weakness to some — is that you and a sat-nav unit within its radius.
can quickly forget it’s electric. It feels normal. If you enjoy driving
a regular Mini, you’ll be right at home. If you don’t, this isn’t a The 850-cc overhead-valve four starts sweetly at the first press of
paradigm shift to convert you. the floor-mounted starter button. Select first gear — found
somewhere near your passenger’s right knee via the giant gear lever
but any and every driver would be captivated by the austin, sprouting from the floor — and click the indicator on. There’s no
which has charm to throw away. In Speedwell Blue, this one is instrument panel, so a green bulb flashes at the end of the chrome
concours-immaculate. Were it not for some gentle warping of the stalk, a delicious design detail like a cross between a stratocaster
dash trim, it could have rolled out of Longbridge yesterday. tremolo arm and Sputnik.
climbing in feels like a scene from Alice in Wonderland, as you
crouch down to open a tiny door. Yet as soon as you’re inside, all and you make your way out on to the London streets, grinning
they say about the mini being tiny on the outside yet big on the at the joy of it all. Instantly, the Mini feels at home. This is the
inside makes sense. “Wizardry on Wheels” was one of the original environment it was born for. No parking space is too small to
mini advert lines and there’s some kind of harry Potter magic at swing into. If you take a wrong turn — as I do, quite frequently
play here to make the inside of this tiny car feel roomy. There are — the turning circle is so tiny you rarely need worry about a three-
no side mirrors but there are so few obstructions to looking over point turn. And even if you do, taxis and buses are happy to wait
your shoulder that you don’t miss them. for you — unheard of in London. People stop, stare, and smile.
there’s something about this car that puts everybody in a good
the trick is reversed in the mini electric, which sits a little mood. The Electric, meanwhile, blends into London traffic like a
cabin with thick pillars on top of a comparatively big body. At a
July 2020 car india 91
www.carindia.in

Feature | Mini Electric Meets the Original

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curving car-park ramp that was helter-skelter fun earlier in the
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Old Friends Electric

No tailpipes and no spark-plugs to gap — classic EV conversions could be the best of both worlds. In theory

Aston Martin DB6 EV VW e-Bulli Jaguar E-Type Zero Swind-E Mini
No beautiful bodywork is harmed Volkswagen partner company Immortalized as Harry and The Mini is ripe for electric
in the making of Aston’s in-house eClassics swaps classic ’66 Meg’s wedding car, Jag’s electric conversion and plenty of
EV creation which swaps the Camper’s boxer engine for an E-Type conversion swaps the tinkerers have had a go. British
DB4/5/6 series’ straight-six for an e-motor and gearbox combo. straight-six for a 40-kWh battery firm Swindon Powertrain’s
all-in-one battery/motor/control Yours for £58k (Rs 53.36 without need for mods to body take on the formula buzzes
module. It’s reversible, so you lakh) fully built or less as a or chassis. Plans for customer its way to 128 km/h but costs
can swap the engine back in later. conversion kit. 45-kWh battery cars have quietly gone away, nearly £80k (Rs 73.6 lakh). One
You’ll need £200k (Rs 1.84 crore) gives more than 193 km of perhaps because you’d be of the few cars to make the Mini
plus a car. range and a handy 83 hp. rightly branded a heretic. Electric look like good value.

92 CAR INDIA July 2020 www.carindia.in

There’s something about the Austin that puts
everybody in a good mood

External door
hinges were

dropped in ’69

Even with a
sunroof it’s
dark in here

www.carindia.in July 2020 car india 93

Feature | Mini Electric Meets the Original

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could manage to get from London to Peterborough without
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Small Things,
Great Packages

What made the original Mini’s design so clever?
And how does the new Electric compare?

Then: Alec’s original Now: BMW’s All-electric Mini
The Mini could have put its engine at the It might be a forced-to-fit job, using
back, as per the FIAT 500, but Alec Issigonis architecture intended for Minis with engines,
(left) realised that mounting it transversely up but it’s a neat one. The Electric travels down
front and driving the front wheels would free the same Oxford line as regular models and
up more space. The bobbing motion on the weighs 145 kg more than an auto petrol Mini —
move is a product of the suspension’s rubber not bad. The body is 18 mm higher — blame the
cones, the great handling a by-product of battery — but you’d never notice. Space inside
pushing the 10-inch rims to the far corners of is unchanged; the rear passenger hip height
the car for minimal wheel-arch intrusion. maintained by trimming away seat foam.

94 CAR INDIA July 2020 www.carindia.in

MINI ELECTRIC 1959 MINI (AUSTIN SEVEN)

Price: £24,900 (Rs 22.9 lakh) Price: £496 (Rs 45,600) (new),
(after plug-in grant), £25k (Rs 23 lakh) (value now)
Powertrain: 848 cc 8v four-cylinder,
£33,900 (Rs 31.2 lakh) as tested four-speed manual, front-wheel drive
Powertrain: 32.6-kWh battery, Performance: 37.5 hp @ 5,500 rpm,
single e-motor, front-wheel drive
Performance: 184 hp, 270 Nm, 60 Nm @ 2,900 rpm,
26.8 seconds 0-96 km/h, 112 km/h
7.3 seconds 0-100 km/h, Efficiency: 12.16 km/l (est), n/a g/km CO2
150 km/h
Weight: 571 kg
Efficiency: 6.27 km per kWh On Sale: 1959-1967
(official), 5.47 km per kWh
July 2020 CAR INDIA 95
(tested), 0 g/km CO2
Weight: 1,365 kg

On Sale: Now (in the UK)

www.carindia.in