Classy Upgrade

One of the nicest feelings in the world is to get an upgrade, be it with airline seats or cars - that feeling of moving on to something nicer always provides a nice boost. So, I've spent the past few weeks feeling rather smug since my set of everyday wheels have received a nice upgrade. You see, Hyundai needed our Grand i1O long-termer back and very politely asked us if we would be willing to return that in exchange for the new Xcent. So, as you can imagine, our reply was in the absolute affirmative. After all, my elders have always taught me never to look a gift horse in the mouth!

So, while I was perfectly happy driving around in the Grand i1O, the upgrade to a bigger car does feel nice. Add to that the fact that the Xcent offers even more features as standard equipment than the Grand, and it only increases the feel good factor of the car. So, other than the myriad of features already present in the Grand, the Xcent also has automatic climate control, a rear view camera, and an electro chromic mirror. City driving is something that both the Grand and Xcent absolutely excel at. Their light controls - be it the clutch, steering or effortless gearshift - make driving a soothing experience, while the comfortable suspension makes the everyday commute quite bearable.

The 1.2-liter CRDi engine too does a stellar job, providing good response and more than enough power for city driving. Another positive is the refinement of the engine, which is easily the best in its class. On the other hand, the engine does provide stellar fuel efficiency - with the current average hovering around the 16km/l mark, despite my commute being largely in bumper-to-bumper traffic. Overall, I'm feeling pretty upbeat about the Xcent, and am definitely looking forward to spending some quality time with the car over the next few months. 

Words : Kapil Vashist

Giant Killer

Hyundai seems to advance by couple of generations with each new model. So, does the Elite i20 manage to maintain this trend?

Hyundai, along with its subsidiary Kia, has been the fastest growing carmaker on the planet over the past decade. Currently, Hyundai-Kia is the 5th largest automaker in the world, and their 2014 collective sales target is 8 million units. If you were to search for appropriate phrases to sum up Hyundai's journey thus far, you would be well placed using term such as 'dogged determination' and 'resolute drive.' What they've excelled at doing is providing exceptional value to their customers, and that's something which goes a long way in our market. So, it wasn't surprising that the global launch of the Elite i20 took place in India before anywhere else. In fact, we're the first few people in the world to actually drive the Elite i20 hatch - and that's quite a privilege. And this is largely so because, when Hyundai launches a new model, it's like they've jumped two generations ahead instead of just one - that's how steep their learning curve is. And the Elite i20 is no different. 

Let's not forget, though, that the previous i20 was a pretty good car in its own right. After all, when we took six hatchbacks to the Buddh International Circuit last year, the Elite i20 came out trumps - by a long way. Not long before that, when we pitched ten hatchbacks against each other on the road, the Elite i20 came out on top once again. The Elite i20 was one of the first few cars to be launched with Hyundai's Fluidic Sculpture design philosophy, and that's certainly one of the factors which has helped it stand out on the road. In fact, fluidic sculpture is one of the traits that allowed Hyundai to truly raise the bar and elevate its profile.

So, what we have here is Fluidic Sculpture 2.0. And that could be quite risky! You see, since this design language has been so successful for the brand, you would expect them to just stick with it. But Hyundai doesn't believe in looking back - their philosophy is all about moving forward. So, Fluidic Sculpture 2.0 is a massive departure from its predecessor. While their existing cars are soft and curvaceous, their new ones are bold and sharp. The Elite i20 looks incredible - there's simply no other way to put it. The front and rear overhangs are small, which means that the wheelbase is quite large - and, in turn, legroom is pretty generous. The front end is shaped by a clamshell bonnet, massive headlights, and a sharp radiator grille that forms the better part of the bumper. In profile, what you immediately notice are beautiful 16-inch alloys. The rear, again, has sweeping lights that look as though they've come straight out of an Alfa Romeo – and that's a good thing! The entire car looks wide and squat, which translates to 'purposeful and sporty.' The design has a sense of cohesion that was, frankly, previously missing. Of course, it's a matter of opinion, but I can't emphasize enough what a good-looking car this actually is.

The Elite i20 has always excelled in the cabin - and this one just takes it a notch higher. Firstly, the design is impeccable. Secondly, the attention to detail is surprising, and, third - while there are more hard plastics than you'd like - the overall quality of the cabin is very impressive. It's just a nice place to spend time in. For this cabin alone, I would choose the Elite i20 over all the other hatchbacks, compact sedans, and compact crossovers in the market. Not only is it comfortable, light, and airy, but it also has every single gizmo you can think of - 1GB of internal memory, Bluetooth streaming, great sound quality, multi-function steering, sunglass holder, climate control, rear AC vents, push-button start, reversing camera, and probably even an ice cream maker hidden in the cooled glove box. The cabin is worth the price of admission alone. This brings us to how it actually feels going down the road. Now, the previous generation model never really set your heart on fire. Instead, it lowered your pulse and calmed your nerves by providing a serene and refined driving experience. The new model not only reduces your heart rate even more, but also cushions your bottom that little bit better as well. The ride quality is simply sensational - there's no oilier way to describe it. The suspension setup is near perfect - not only does it provide a compliant ride over any surface at any speed, but it also feels completely surefooted while doing so. Now, you can stand on the brake pedal with all the force you can muster and the car simply grinds to a halt with no drama whatsoever. The Elite i20 was always about serenity and comfort - both attributes that have been heightened further in the latest generation. Everything in this car is still as smooth as butter, right from the way the gear lever glides from one gear to the next. It doesn't feel so much like swapping cogs, as it does like stirring through jelly - but in a satisfying sort of way if you know what I mean. The clutch pedal is light enough to pamper your left leg. NV11 (Noise Vibration Harshness) levels are impressive to an extent that you could be in a country club, not a compact car. And your general wellbeing is the number one priority of this machine - which is not to say that it doesn't drive well, it does. It's completely planted at 150km/h. 

All told, it's still the best compact car on the market. Correction: they've taken what was the best compact car available and tweaked it to a point where the competition may as well just roll over and play dead. This is Hyundai at its giant killing best! 

Words : Dhruv Behl

Highway To Heaven

The Hyundai Verna battles varied terrain and inclement weather to deliver us some fresh air and spectacular views.

A long weekend, and nothing much to do but laze for three days – with sporadic rainfall driving out the dry heat, but heralding in unbearable humidity - forced me to make a call to a couple of friends. After a brief chat, the decision was unanimous: we would have to head to cooler pastures. Going to the hills seemed to be the only rational solution to escape this murky climate. We zeroed in on Kufri, simply because most of the hotels in the other hill stations were booked and a friend had his own place there. Now the problem with a last minute plan is that you're never fully prepared - whether it's food supplies or even music for the road.

After dumping two big strollers, a couple of backpacks, and some rain gear, in case of bad weather, in the Hyundai Verna's 465-litre boot, we were all set to leave Delhi. With the clock's hour hand slowing crossing 11am, we knew that just getting out of the city would take us at least an hour - if we were lucky. And, as expected, soon the slow traffic and reckless two-wheelers started testing our patience. The best option was to switch on the 2Din entertainment system, and let the radio drown the hustle-and-bustle of the outside world. Fortunately, the four speakers and tweeters provided excellent surround sound.

The weather, on its part, wasn't helping either. Even though the climate control revealed that the outside temperature was 33-degrees celsius, the humidity levels made the heat torturous. But, the fully automatic climate control allowed me to adjust the AC to a setting that everyone found comfortable - a useful feature that made sure everyone was in a relaxed frame of mind and no one was squabbling over the AC settings.

As we inched our way out of Delhi, this Fluidic sedan was welcomed by the broad lanes of the Grand Trunk Road. With roughly 230 kilometres of straight, flat roads before we were to reach Zirakpur, the gateway to the hills, we felt as though it was time to put pedal to the metal and make up the time lost in city traffic. The Verna was quick on its heels, with 121 horses sprinting from the 1.6 litre petrol engine in a jiffy.

Half-an-hour on the national highway, and our stomachs started to grumble. Till then, no one realized that we hadn't eaten anything since the night before. As luck would have it, the famous Sukhdev Dhaba, at Murthal, was only 20-odd kilometres away and it would be sacrilege not to pay our respects and wolf down their famous parathas. You can't miss this food joint, as it's a huge complex with its own banquet hall.

It's not your typical run of the mill dhaba for truck drivers either - rather it's become a well-established family restaurant. Though they serve various cuisines, like Chinese, South Indian and continental, we stuck to the good old parathas, curd, and chai. Back on the road, after a sumptuous meal, and with 20 kilometres to go, we were able to cover distance very quickly. We did encounter some diversions, as parts of NH1 are still under construction. The Verna soaked up most of the bumps and undulations that these diversions caused, ensuring that we had a comfortable ride.

The car never once crashed through the many undulations and potholes, which speaks volumes about its suspension set up. And the vastly improved dynamics of this cutting-edge sedan were clearly demonstrated on the fast sections, where the Verna enjoyed stretching its legs. Soon, we zipped past Zirakpur and got onto NH22 - which led us straight to the mountains. With the sun playing hide-and-seek with the clouds, the view was even more stunning with the spectrum rays acting like disco lights. As the meandering roads started throwing curve balls at us, the Verna was up to the challenge and easily tackled the sharp turns. Racing against the clock is never a sound idea in the hills, but with overcast weather hanging over us, we quickly passed through the well-known hill station of Solan.

After Solan, the road bifurcates - one heads towards Kufri via Shimla, and the other via Chail. We recommend the latter, but if you have time, take the Shimla route for 35 kilometres, where the beautiful slopes of Kandaghat filled with pine trees will bedazzle you. Adding to the beauty is the river Ashwini flowing alongside you, which is the lifeline for cultivation and irrigation in this region. We took a U-turn, heading back towards Solan, where we took the bypass leading towards Chail. This way we avoided the Shimla traffic, and also got an opportunity to see the highest cricket stadium and polo ground in the world. Originally, this sleepy town was just a village before Bhupinder Singh, Maharaja of Patiala, decided to make Chail his summer capital. He did this because the British expelled him from Shimla. So, to keep his ego intact, Chail seemed the perfect location as it was higher than Shimla, is surrounded by forests, and at the same time, had a direct view of the British controlled hill station of Shimla. With just 21 kilometres to go, the sun decided to give way to some menacing dark clouds, and within no time, the heavens opened and the Verna was drenched in the rain. The sedan's fog lights ensured clear vision in these hazy conditions. But what kept me alert, even after seven hours of being behind the wheel, was the fact that there was no fatigue or even a hint of a backache. Moreover, the seats provide excellent thigh support. My friends in the rear had more than enough legroom as well, and the headrests added to their comfort. As we entered Kufri, a pungent smell of horses welcomed us. After driving through the narrow winding roads, we finally reached my friends home, where the tight parking spot did create a bit of a challenge. But, with rear parking sensors and the Verna's camera, it was a piece of cake. The Verna was a stress-free drive in city conditions, on twisty mountain roads, where it remained composed even in inclement weather - plus, it was stable at high speeds on the highway, and cushioned most of the blows served up by some of the roads. After seven-and-a-half-hours, I was still up for another drive in mountains, and the trouble free Verna didn't seem to mind either, but we decided to call it a day because of the heavy rains. It was time to just sit back, breathe in some fresh air, and watch the rain... 

Words : Arup Das

Hyundai i20 goes Elite

Hyundai has launched the latest generation of their premium hatchback in India. Now called the Elite i20, the car features a raft of changes, both visually and mechanically. Styling wise, the Elite i20 features Hyundai's latest design language - the Fluidic Sculpture 2.0 philosophy. As a result, the new design now has sharper lines, a much more aggressive front end with a large grille and a striking rear with large, wrap around tail lamps. Powertrain wise, the i20 features updated versions of the two engines offered on the last-generation car. So, now the 1.2-litre petrol engine offers 82bhp of power and 115Nm of torque, while the 1.4-litre U2 CRDi engine offers 89bhp and an impressive 220Nm of torque. Both engines have also been updated as far as their efficiency is concerned, so the claimed fuel efficiency is now 18.6km/l for the petrol and 22.54km/l for the diesel, which Hyundai claims are best-in-class figures. The interiors of the Elite i20 are quite impressive as it comes loaded with features as standard equipment. So, beginning from automatic climate control, rear a/c vents, audio system with built-in 1GB of storage, Bluetooth connectivity, smart key with start-stop button, automatic headlamps, dual airbags, ABS, rear parking sensors, reversing camera and an automatic dimming mirror, the car is absolutely packed with features. In fact, the Hyundai Elite i20 is easily the best-equipped car in its class. Available in four versions in both petrol and diesel, the pricing of the Elite i20 is quite competitive with the petrol versions ranging from ₹ 4.9 to ₹6.47 lakhs, while the diesel versions range from ₹ 6.1 to ₹7.67 lakhs (ex-showroom, Delhi). 

-By AutoX

Taking the Game a notch higher

The Elite i20 is Hyundai's dose of freshness into the premium hatch market. Is it a worthy upgrade?

The i20 has grown from strength to strength and a couple of facelifts down the line, Hyundai has now decided to redesign and re-launch the car in a new avatar. The result is the new Elite i20 - an obvious attempt at convincing buyers that this new model, sporting what Hyundai calls Fluidic design version 2.0, is a worthy upgrade. So, is it?

Design

The i20's design hadn't really aged and it was still a smart looking car. But, Hyundai has decided to pull out the predecessor and not run it parallel to the Elite i20. The successor sports sharper lines and a more upright posture compared to the previous model. Hyundai claims that this is the new version 2.0 of its fluidic design language. There is nothing really to complain about, but yes, the result seems to make Elite i20 Elite look a bit taller than the predecessor. The Elite i20 has seen a complete overhaul of all the body panels and the chassis. The new chassis is about 47mm longer and the wheelbase is up 55mm. There is a certain degree of familiarity because of the prominent haunches continuing in the new Elite i20. 

Both the front and rear fenders now get vertical profiles and that boosts its taller stance, while also enabling it to stay within the 4-metre length limit. The front features the trademark hexagonal grille in new form, a new pair of headlamps with wraparound edges and a sleek air dam with side skirts which forms a clean image.

At the side, the shoulder line rises sharply towards the rear and forms a tighter green house than the predecessor's, but there is no compromise in the amount of light in the cabin. The most dramatic design element at the side is the blacked out C-pillar that is meant to give the new Elite i20 a reverse floating roof effect. The previous i20 featured accentuated waist and side profile lines, and the new one continues that trend, though they are straighter and more elegant in the Elite i20. Flared wheel arches and the 16-inch alloys in our test car were a good fit with the overall design. The tail-lamp combination has been constructed smartly to mimic the presence of LED tubes.

The new Elite i20's cabin also gets a decent upgrade. The overall dashboard layout is meant to curve around the front occupants with matching design and dual-tone coloured panels extending into the doors. The amount of space available has clearly increased with the wheelbase being the longest amongst hatches, compact sedans and compact SUVs, the legroom is also said to be best in class. The chunky steering wheel with multifunction controls, the music system with 8 speakers, and the cluster ioniser function in the auto aircon are some of the highlights of the interior of the Elite i20.  There is also the addition of rear aircon vents for added comfort for rear seat occupants. The seats in all our test cars only featured cloth upholstery, but they were comfortable and featured enough thigh support for front occupants. The boot space in the Elite i20 is 285 litres. Hyundai engineers have added auto headlamps, auto folding door mirrors, rear parking sensors and a camera with an in-built display in the electro-chromic rear view mirror. There are also convenience features like the headlamp escort function and a steering position warning to make sure that the driver knows which way the wheels are pointed when the car is started.

Performance

The new Elite i20 is being offered with one petrol and one diesel engine. The 1.2 Dual VTVT Kappa petrol mill has been carried forward from the existing i20 with minor changes to the performance. The engine which features variable valve timing (both inlet and exhaust ports) now produces 83 PS of peak power at 6,000 rpm and a peak torque of about 114 Nm at 4,000 rpm. During our test drive, the i20 Elite VTVT didn't feel underpowered. We are guessing that the new model is marginally heavier than the outgoing model. But its weight isn't evident while driving. The petrol engine is paired with a 5-speed manual transmission and just like the 6-speed manual in the diesel powertrain, the gearbox is a clean-shifting, delight-to-use unit. The diesel engine is the new member in the family. The 1,396cc, DOHC, turbocharged unit is a second-gen U2 CRDi mill. This larger engine produces 90PS of power at 4,000 rpm and peak torque of about 220 Nm between 1,500 to 2,750 rpm. This was clearly the more likeable powertrain to drive. There is almost no turbolag and there is enough torque available to pull away from traffic right from about 1,200 rpm. The engine operates at a high 1,800 bar pressure and is said to be capable of delivering 22.54 kmpl of mileage (ARAI rated). The rated mileage for the petrol engine is 18.6 kmpl. The Elite i20's ride quality was never a sore point. Together with the longer wheelbase, the new Elite i20 does feel more confident around corners. 

Bottomline

The Elite i20 is one of the most loaded hatches that your money can buy today. There are enough safety features that have been built in depending on the trim level.  Priced between ₹4.9 lakh and ₹7.6 lakh, the Elite i20 is likely to attract a lot more attention in today's market than its predecessor did.

Words : S Muraliphar

Beauty is in the 'i' of the beholder

By far the handsomest car in the hatchback segment, the Elite i20's styling is mature and restrained, and the car has an element of boldness that was missing earlier.

What makes a car beautiful? Is it futuristic lines, sleek upscale appearance, ultramodern looks—or is it a bold, understated and ageless design? Beauty, after all, is in the eye of the beholder. The first-generation Hyundai i20 was one such car— people liked its design, yet some felt it didn't look bold enough. But then design is an ever-evolving process. So when Hyundai decided to enter a new design phase— called Fluidic Sculpture 2.0—it chose the i20 to embody that language in India and gave the car a new name, the Elite i20.

EXTERIOR
Sleek, but not over-the-top. Curvaceous, but not bulbous. Futuristic, but not ahead of its time. The Elite i20 is one such car that will elicit unanimous praise and approval. Why? Because, looking at it closely, you won't find a line or a curve wrong with this car. Its styling is mature and restrained, and the car has an element of boldness that was missing earlier.

While a single-frame 3D hexagonal grille is a key styling element at the front, the elongated sweptback headlamps and trapezoidal fog lamps complete the look. The large bonnet imparts the Elite i20 a big-car feel and the front three quarter glance makes you realize how premium the car is. Looking at it from the sides, the 16-inch wheels give it a slightly raised stance and what especially attracts attention is the black C pillar.  At the rear, the tail-lamps have an artistic feel to them.

(While the top-spec Elite i20 gets 16-inch diamond-cut alloy wheels, the entry-level models get 14-inch wheels. How gracefully small tyres fill the large wheel arches remains to be seen.)

INTERIOR
Hyundai have been feature-rich cars. The Elite i20 takes the bar higher. The first thing you will notice is a driver-focused cabin. The multi-function steering wheel comes with audio and Bluetooth controls, and the music player gets 1 GB internal memory. The car gets something called the FATC (fully automatic temperature control), which essentially is a one-touch ambient cabin temperature command. Both the driver and front passenger get a console armrest with storage box, and the driver's seat can be adjusted for height. The central locking button has been moved to the centre console and thus even the front passenger can use the button. The outside rear-view mirrors are auto-folding ones. The space is the best in class and, because of the increased wheelbase, the rear seating area is generous. The car gets rear AC vents but there is the surprising omission of the rear centre armrest. Overall, the quality of plastics is very good and the levels of fit and finish are as good as they can get—the Elite i20, unarguably, redefines  premiumness and packaging.

SAFETY
Among the safety features, the car gets are dual front airbags (top-end Asta variant), driver airbag (Sportz variant), ABS, impact sensing door unlock, and rear parking camera and sensors. It also gets anti-pinch driver-side power window (the glass automatically rolls down when an obstacle is detected) and smart pedal (during simultaneous operation of the brake and acceleration pedal, the smart pedal overrides the accelerator pedal and applies brakes only).

PERFORMANCE (DIESEL)
The proven U2 1.4 CRDi diesel produces a maximum power of 90ps@4000rpm and a torque of 22.4 kgm. It gets a 6-speed manual transmission. The power delivery is linear and at engine speeds above 2,000 rpm, if you floor the accelerator pedal in third gear, the car simply shoots ahead. The engine has enough grunt for highway cruising and the Elite i20 can happily cruise at three-figure speeds all day long. Hyundai has worked well on the NVH levels and all you hear in the cabin is a murmur of the diesel motor.

PERFORMANCE (PETROL)
The petrol motor is the 1.2 Kappa Dual VTVT that generates a maximum power of 83ps@6000rpm and a torque of 11.7 kgm. It has been tweaked a bit to offer lower and mid-range power. It gets a 5-speed manual transmission.

HANDLING
If the first generation i20 behaved like Usain Bolt on heels—the Elite i20 is a hugely improved handler. The steering now gives you much better feedback and the car confidently changes lanes even at high speeds. The body roll, too, has been contained to an extent. Further, you get a big-car feel on the move. The tweaked suspension and a ground clearance of 170 mm ensure that driving on poor roads isn't much of a challenge either.

VERDICT
The Elite i20 petrol is priced from ₹ 4.89-6.46 lakh, which is very competitive, considering the overall package you are getting. The diesel starts from ₹ 6.09-7.66 lakh (prices are ex-showroom, Delhi). The segment-unique features the car gets and the big-car feel it gives you is priceless. You only have to ask yourself: Do you need that compact sedan or a compact SUV when you can have a premium small car that is surprisingly big on space and high on luxury?

Words : Vikram Chaudhary

All-new Hyundai Elite i20 Aims Premium Customers

TARGETING premium customers in India, Hyundai Motor India Ltd (HMIL) launched its premium compact hatchback Elite 120 in the Capital recently. The launch marks the world premiere of the 2nd generation of i20 in India. The petrol variants of the new car have been priced between ₹4.89 lakh and 6.46 lakh while the diesel variants are priced between ₹6.09 lakh and 7.66 lakh (ex-showroom, New Delhi).

The all-new Elite i20 has been designed using Hyundai's evolved fluidic sculpture 2.0 philosophy with sleek exterior and intuitive interior design giving it a sporty appearance. Speaking at the launch, Mr U.S. Seo, Managing Director & CEO, HMIL, said, "The new model will offer a premium ownership experience for novelty seeking, modern and premium elite customers. It features youthful sporty exterior and premium interior which are an expression of evolved design language - fluidic sculpture 2.0. The Elite i20 will be a trendsetter model reflecting Hyundai's modern premium brand direction and will fuel the company’s growth in India".

Commenting on the sales targets of the company, Mr Rakesh Srivastava, Senior V-P, Sales and Marketing, HMIL, said, "We have stopped exports to Europe to make capacity available for the domestic market. We will be happy if we are able to sell around 6,000 units of the Elite 120 every month." Hyundai is targeting a sales growth of eight per cent to 4,10,000 units this year on the back of Elite 120, and the recently launched Xcent and  Grand i10.

The all-new Elite i20 comes with enhanced driving dynamics and reduced NVH levels. The 1.2 dual VTVT Kappa and 2nd generation U2 1.4 CRDi engines offer maximum drivability in all conditions, delivering high power and torque with high fuel efficiency. The environment friendly U2 1.4 CRDi diesel engine is low on emission and NVH levels; however it operates at a high pressure of 1,800 bars and generates high low end torque resulting in lesser gear shifts in city driving conditions for enhanced drive comfort. The linear power delivery and flat torque over wide range of engine rpm's ensure smooth and jerk free drive. Moreover, the six-speed manual transmissions of U2 diesel engine ensure maximum availability of full engine output. As of mileage, the 1.2 VTVT kappa petrol engine gives 18.60 kmpl while the CRDi diesel engine claims 22.54 kmpl.

In the exteriors, the Elite i20 has a single-frame premium 3D hexagonal grille, which is a key styling element at the front of the car, refined lines on its flanks, and futuristic rear contribute to its dynamic shape. The striking front and rear light clusters add to the new model's modern and sporty appearance. It has a large bonnet with elongated swept back headlamps. The wide and distinctive trapezoidal fog lamp, premium two tone 16-inch diamond cut alloy wheels, sporty and stylish black C pillar, premium chrome finish door handles, and hi-tech and wide three-step wrap around tail lamps add to its premiumness.

Among the interiors, the all-new Elite i20 comes with sporty multifunction steering wheel, integrated two din MP3 audio with USB & aux-in & 1 GB internal memory, hi-tech & informative supervision cluster, spacious cabin with generous legroom and shoulder room, large boot space of 285 ltr, rear AC vents for faster cooling, console armrest with storage box and enhanced comfort with driver seat height adjustment.

Among the advanced and hi-tech features, the Elite i20 boasts of Bluetooth connectivity, smart key, tilt & telescopic steering and auto folding outside rear view mirror. The car's safety features are uncompromising with dual airbags, ABS (anti-lock braking system) and impact sensing door unlock. The advanced rear parking camera and reverse parking sensors of the car provide for enhanced convenience.

-By AutoGuide

The Elite i20 is the first Hyundai to embody Fluidic Sculpture 2.0 in India

This week, the Hyundai Elite i20's global launch took place in New Delhi. The car, which replaces the i20, sets new standards in design—it is the first Hyundai to embody Fluidic Sculpture 2.0 in India. Casey Hyun, Creative Design Manager, Hyundai Motor Company, tells how the Fluidic Sculpture idea was born and what is its future. Excerpts:

The Fluidic Sculpture design has changed how the world looks at Hyundai. How was the idea born?

The Fluidic Sculpture concept was the vision of Chairman, MK Chung, and then Chief Designer, Oh Suk Geun, who wanted to create a distinct identity for Hyundai cars. Work on it started in 2007. Until then, each car was designed individually. But this design now unites the entire family, from the EON to the Equus. It is a two-part design idea where the "fluidic" element evokes the organic flow of design found in nature, and "sculpture" evokes the idea that Hyundai vehicles are much more than just sheet metal.

What inspires the designers?

We get inspiration by drawing on specific images from nature. For example, one we frequently use is a rock formation in Arizona, US, called the Antelope Canyon. Apart from aesthetic design, the Fluidic Sculpture has measurable benefits in lowering the coefficient of drag (Cd), which makes the car more slippery through the air and saves fuel. For example, the Sonata Hybrid has a Cd of just 0.25, among the lowest for any production cars in the world.

Has Fluidic Sculpture found acceptance across the world?

We have had very good response to the Fluidic Sculpture design worldwide. The Fluidic Sculpture encompasses simplicity, ease of use, comfort, reliability, enhanced safety, high quality, style, and is both modern and premium.

What next?

The next phase we call as Fluidic Sculpture 2.0. In fact, the Elite i20 that you see here is the first Hyundai to embody Fluidic Sculpture 2.0 in India. Fluidic Sculpture 2.0 is a more refined and sophisticated version of our design philosophy. It will focus especially on fluid aesthetics, modern appeal and premium interiors.

Whisper in the Sand

The fourth installment of our cross-country Hyundai Santa Fe journey takes us through the land of kings, Rajasthan, on our way to the national capital. Join us as we sample the beauty of the desert State and beyond.

IN OUR PREVIOUS LEG OF this journey, we had arrived at the village of Dasada and back to the Rann Riders resort, having experienced the wonders of the Little Rann of Kutch earlier that day. This story moves forward from that point.

The day started at a ridiculously early hour. We were ready to leave the beautiful Rann Riders by 4.30 am, and my newly made best bud, Princy the pug, was there to see us off, along with a member of the resort staff. So we set off towards Jaisalmer, with NH 15 as our route of choice, taking advantage of the emptiness of the highway to put some distance on the odometer. The highways of Rajasthan are a dream to drive on: straight as an arrow for long stretches, smooth, and untarnished. They do, however, suffer from a distinct lack of animal control,  because everything from dogs, sheep, cows, goats to camels and, yes, even the infamous (and endangered) black bucks are prone to walking, running, jumping, leaping and strolling across the highway according to their whims and fancies. It was extremely infuriating, having to slow down drastically every time you saw a quadruped anywhere near the road, and sometimes (black bucks, I'm looking at you) they just sprinted right across with no warning or prior notice. Needless to say, the Santa Fe's brakes got a thorough workout.

As any petrol-head will tell you, it's mighty frustrating to see highways like the ones in Rajasthan and not absolutely plough through them. It's against the laws of motoring nature. So after a drive tarnished by waves of disappointment, we arrived in Jaisalmer. We checked in at hotel Moolam, run by the Rajasthan Tourism Development Corporation (RTDC). The hotel was decent, with a reasonable tariff, but, sadly, its image was tarnished in my eyes by the woefully inadequate air-conditioning. Surprisingly, despite appearing to be a relatively new construction, it also followed the architectural philosophy that just about every building in Jaisalmer follows: Maru Gurjara or the quintessential Rajasthani architecture that uses intricate stone carvings as its signature. In Jaisalmer they've taken the State's architectural identity a little too far in my opinion, as everything from hotels and government buildings to even public rest-rooms are designed in this manner. Overkill.

There are a few places in Jaisalmer that are worth visiting. Our first place of visit was about 15 km away from the main city: a village, now abandoned, called Kuldhara, the biggest of a cluster of 84 which was inhabited by Paliwal Brahmins back in the 1800s. Historical-evidence suggests the Paliwal Brahmins were a dab hand at trading, and had wealth to rival that of Jaisalmer itself. At this juncture, legend takes over. The story goes that then Prime Minister to the king, Salum Singh, had his eye on the Kuldhara chieftain's daughter. Being from a lower caste, the chief refused the match, which led to the minister threatening the chieftain with death, giving the latter a 24-hour deadline to change his mind. The chieftains of all the villages convened an emergency meeting, and decided that the best course of action was to leave and never return. So they took all their riches they could carry, and buried the rest. Their final act was to lay a curse on the village, which would afflict anyone that would try to inhabit it or dig up their treasure. Apparently, the ghosts that supposedly reside there are the villagers returning after death to protect what is rightfully theirs.

The village and the story were all but forgotten for the best part of 200 years, until, in 1998, a couple of foreigners were spotted by the villagers using metal detectors to find the treasure and carrying various gold and silver articles out. The police were alerted. They caught the foreigners red-handed, and tossed them behind the bars. This incident brought the village to the government's attention, which then secured its perimeter, renovated some of the structures, and turned it into a tourist destination, with all the trappings including a nominal entrance fee.

From the haunted village, we went to Vyas Chhatri, set atop a hill overlooking the rest of Jaisalmer. The place is dedicated to the titular sage, best known for writing the epic Mahabharata. The festival of Guru Purnima is also celebrated in his honour. The Chhatri itself is quite beautiful, with detailed stonework adorning the building, and a fantastic view to boot.

After a quick stop at the Chhatri, we went to what is widely recognized as the crown jewel of Jaisalmer: the Jaisalmer Fort. Sitting atop Meru hill, the fort draws the eyes from anywhere within the city, especially at night, when it is lit up with floodlights, and effuses a golden glow that shines like a beacon against the dark sky. Unlike most historical locations we've seen on this trip, though, the fort is still inhabited. It also has a monumental population of pigeons fluttering in and around it, so all you folk suffering from ornithophobia, you have been warned. Everything from clothiers' to barbers' and restaurants can be found inside the fortifications of the fort too, almost like a city within the city. The fort was built in AD 1156, and the facade of its exterior has been maintained to this day. Walking through its gates is like travelling back in time, with the thick, looming fortifications inducing a sense of safety, shelter, and comfort. With night setting in, we headed back to our hotel for some rest. After all, we had a long drive ahead of us the following day.

Crack of dawn, and we were off, the roads in Rajasthan being consistent in the sense that they were excellent as ever, and the animals seemed to enjoy them just as much as the travelers because they just wouldn't stop encroaching! We were wise to this possibility, though, and a good thing too, because at one point we had to suddenly swerve to avoid a nilgai that\ had run on to the road out of nowhere. The nilgai, if it was an intelligent being, would have definitely sent Hyundai a 'thank you' note for equipping the Santa Fe with ABS and traction control, for were it not for the safety features, that particular jaywalking (jaytrotting?) mammal would have been history. If you've never seen a nilgai, it looks like a cloning experiment gone bad. It has the head of an animal hailing from the antelope family, and a body of a cow! In a word, freak.

 

         

Our skirmish with the deer-cow hybrid was just a precursor to a larger malaise, because soon enough we ran into (figuratively, no animal ever came to harm during this travelogue) another breed of highway encroachers. This time, they weren't even restricted to the four-legged staying on the ground kind, because there were these annoying birds flying low and across the road for seemingly no reason. I don't know if they had a false sense of bravado or a large-scale death wish or, maybe, they were just hankering for the attention that endangered species get; whatever the reason, they seemed to enjoy diving in towards the fast-moving Santa Fe and then attempting to dart out of the way. Annoying birds apart, though, the road was glorious. Our planned route for the day would take us to Jaipur with stops en route at Jodhpur and Pushkar. After a few hours of dodging the birds, signboards at the roadside indicated that we had almost reached Jodhpur.

Jodhpur was chaotic. We were aiming for the Mehrangarh Fort, but the maps on our smart phone took us through a bustling market area with really   arrow roads. The Santa Fe is anything but really tiny, and there were a few tight squeezes, but we came out on the other side without incident. The fort itself was magnificent. The walls were incredibly tall, even for a fort, and the security was provided by members of the Indian Army, which was mildly puzzling. I know Jodhpur is an Indian Army base and a few squadrons of the Air Force too, but I thought using military forces to protect forts in these modern, post-monarchy, democratic times was passe.

The fort has a lot more going for it too, apart from its security personnel. Past the forbidding walls you can witness the elan and panache of Rajasthani royal quarters. Three palaces (or mahals) can be found inside the fort — the Moti Mahal.  Sheesha Mahal, and Phool Mahal

— and each is mesmerising in its unique blend of beauty and opulence, There's also a large museum in there, which has all sorts of artefacts that the ; culturally inclined will enjoy. Walking through the fortress, you feel like growing a big curly moustache, I wearing a traditional safa (turban) and strapping on a wicked sword and shield. It's like being transported back in time, and somehow being in that environment gets your blood pumping. So much so that I, for one, wanted to spontaneously yell stuff like 'for honour, for glory!' and twist my imaginary sword around in flourish. By far the coolest part of the fort, though, is the cannonball indentations from back when the fort was under siege, which you can still find in one of its seven gates.

After ooh-ing and aah-ing our way around the fort, we hit the road again, with Pushkar Lake as our next destination. We went down NH 89 and past the village of Merta, and saw an incredible sight a slight distance out from Pushkar. It was a quarry where red sandstone was being mined, and, luckily for us, it had been temporarily abandoned. We drove in to check it out, with the uneven terrain not fazing the car one bit. The sheer walls of red and a little reservoir of water caused quite a contrast, and it was interesting to see what a quarry looked like up close. We couldn't explore it for too long, however, as we saw hard-hat donning workers starting to enter the premises, and took that as our cue to skedaddle.

In my naivety I thought that lane in Jodhpur was chaotic, but the experience of driving through Pushkar city and navigating towards the lake put things in perspective. The lanes were even narrower, with shops encroaching on all sides, a mass of humanity walking or riding around  in a wanton rhythm with no regard for rules; it was absolute bedlam. There were a surprisingly high number of foreign nationals too, and from the snatches of conversations I caught, they spoke perfectly acceptable Hindi, albeit with a distinct accent. The temple by the bank of the lake, dedicated to one of Hindu folklore's oldest deity, Lord Brahma (aka the Creator), was graceful and calming, but the searing rays of the sun put a damper on my enthusiasm. Pushkar has been a famous Hindu pilgrimage destination for eons, with some scriptures even awarding it the title of Tirth Raj or the king of pilgrimage sites. In fact, evidence of the Pushkar Lake's existence has been found depicted on coins dating as far back as 400 BCE.

Hankering to be back in the comforting embrace of the Santa Fe, we decided to drive to the other side of the Lake and see how close we could take the car to the actual water body. Luckily, we struck upon an offroad path that led to a spot just overlooking the lake, which the Santa Fe clambered through without hesitation or hassle. After enjoying the tranquility of the lakeside and the cool breeze wafting towards us from the direction of the placid water, we headed out again, Jaipur being the next spot to land in our crosshairs.

The Ajmer-Jaipur highway was our choice of route to get to our destination, and for the first time since we ventured into Rajasthan, there were no animals on the highway! They had been replaced by a huge population of vehicles and the continued interruptions of toll booths instead. None of that bothered me, though. I just turned up the music, scrolled through my play-list  and picked out Metal messiahs Metallica's "Nothing Else Matters'. I don't know how I ever functioned without a touchscreen system that lets you pick songs so easily. To think I grew up in an age where you had to 'fast forward' a cassette tape in the car, the very thought sends a shudder through my spine.

With the genius of James Hetfield and Co for company, the miles flew by and we found ourselves entering Jaipur city. Our halt for the night was to be the excellent Ramada Hotel, and the maps indicated that there was a bypass road leading there. My first impression of Jaipur was what I like to call the 'big city feel'. It's the impression you get when you go to Mumbai or Delhi, like you've just entered a sea of humanity that's in an unbearable hurry. The traffic appeared flustered, and the city looked as if it had expanded to such a degree that the roads couldn't keep up with the sheer volume of traffic any longer. Through the traffic and throngs of crowd, and after a quick stop for a refreshing drink of roadside nimbupaani (lemon juice) we arrived at the hotel and packed it in for the night.

Another short but comfortable night's sleep and then back in the Santa Fe. The Hawa Mahal is probably the most illustrious structure in all of Jaipur, and that was why we chose to go there first. It is located in the heart of the city, in the old part of Jaipur, the one that lent it the moniker of 'pink city'. The 50-foot tall, five-storey palace was built in 1799 by Maharaja SawaiL £ Pratap Singh. Hawa Mahal literally means the 'palace of the winds', it is called so because the unique façade of the Mahal is designed with 953 windows in a latticed pattern for maximum air flow. From the Hawa Mahal, we drove towards Amer Palace (also called Amber Fort).

The winding road leading up was fun to drive on, mostly because it's a one-way. which means you don't have to worry about anyone coming down the wrong way. Also, it was really early in the morning, so there wasn't another soul in sight throughout the fort complex anyway. The fort overlooks Maota Lake and to get there you either walk or drive up the cobbled path winding to the top, or you could go the Maharaja way and hitch a ride on the back of a stately elephant which will transport you up and even inside the fort's premises (vehicles have to be parked outside) at a sedate pace. Inside, you'll find a four-level architectural approach. The first level is the Diwan-c-Aam, where the kings of yore held public audiences. Following that is the Diwan-e-Khas, where the nobles and the royal family's more exclusive guests were granted entrance. The Jal Mahal comes next, followed by the Sukh Vilas which was the king's private residence. The fort is one of three in the vicinity, and together the three forts formed a formidable barrier of resistance against attacks from foreign kingdoms. In fact, there's a subterranean last-ditch escape route that connects the Amer Palace to Jaigarh Fort, which was our next stop.

Now Jaigarh Fort and Nahargarh Fort are pretty much neighbours, even the approach road to the two is the same. So we decided to split off towards Jaigarh first. As soon as you head towards Jaigarh Fort, you'll come inhabited by at least 50-60 wild peacocks and peahens. It's as if they've established a colony there, the sight of all those feathers swathed in electric blue and sharp greens swaying about in close vicinity is truly mesmerising. Inside the fort, you'll find your usual palace, along with an armoury and a museum. Just outside the gate, you'll also find a troop of langurs hanging about.

About five minutes away is the fort of Nahargarh. It probably has the best view of the lot. It's constructed on the very edge of the cliff, on the Cheel ka Teela (Hill of Eagles) part of the Aravalli hills. Incidentally, the Cheel ka Teela also houses Jaigarh Fort and Amer Palace. When you stand on the rampart and look down, the fort overlooks the original Pink City, and you also enjoy a spectacular view of the Man Sagar Lake. We also stopped by on the bank of the Man Sagar Lake on our way back from the triple fort visit. Plump in the middle of the lake is Jal Mahal. Although we couldn't travel to the Jal Mahal itself because we didn't want to leave the Santa Fe behind, and despite its many handy features, it isn't capable of making the jump from car to motor boat, or any kind of boat for that matter. We did manage to take in the Jal Mahal's splendour from afar, though.

Our next stop was to be the capital, New Delhi, and getting there meant we had to take the NH 8. Everything was going smoothly until we reached Manesar. Once there, the ongoing bridge construction meant the entire highway traffic was funnelled, causing a major hold-up. Things only got worse the closer we got to New Delhi, because Gurgaon was an absolute bumper-to-bumper clog up. After inching forward at an agonizingly slow pace, the road finally started to open up again. In the distance, I could see a sandstone and marble monolith cutting a sharp silhouette in the skyline, the Qutub Minar, which could only mean one thing. New Delhi: we had arrived.

Homeward Bound

The Xcent is made for a very willing companion

As automotive journalists, we're subjected to more than our fair share of driving, month after month. Naturally, you would expect us to absolutely love something like this, and we do, for the most part — but as some chap once said, 'Too much of a good thing can make you hate cars.' Or something to that effect, anyway. 

Here's the thing, though. I knew the Xcent was a good car because it's essentially the Grand i10 for the most part. What I didn't know was how quickly I'd come to depend on it and think of it as a happy place. It's like coming back to home-cooked meals, after hinging on McDonalds' stale excuse for food for weeks. You get the point. I've spent an unusually long time with the Xcent this month. It has even been subjected to a trip to Goa and back with a friend, and all through it, it has been peachy. That 1.1-litre U2 engine is a big part of why it's as good as it is. It’s got just the right amount of power for all sorts of roads. Then there's the clutch, which is just light enough for city traffic and has enough feedback for you to know when the gear engages. The gearbox is also easy to operate and does what it's told without any fuss.

It's also very comfortable for four and can accommodate all sorts of silly luggage requests (I transported a mini fridge and a microwave this one time). And the best bit? It is frankly too economical to be true. I won't say you'll get some tremendous figure if you drive it with a light foot because, let's face it, who has the time to drive with a light foot all the time? So, given that, it was pretty shocking when I realized that I was getting nearly 15-16 kpl on average. And for automotive journalists who are constantly on the move, that's a blessing. That's why, even after what feels like 35 hours to a day, getting back home and driving the Xcent is relaxing; calming almost. That is why I'll reiterate what I said earlier — the Xcent feels like home, really.

With Elan

The Hyundai Elantra blends opulence with sophistication to create an unmatched motoring experience

At 120 kph, the warm, leather-wrapped interior of the Hyundai Elantra was silent as the night. The swept-back headlamps illuminated the flowing road ahead brilliantly, and the car was composed, making rapid progress. The intermittent rain was complemented perfectly by the soothing acoustics from the speakers, fine-tuned to make for a rewarding listening experience. I'd been in the spacious rear seat for 200 km now, and there was no sign of road fatigue whatsoever. As the rain got heavier and, thus, louder, a gentle flick of the volume switch on the centre armrest evened out the ambience. There was another 100 km to go before I'd take over driving duties and, to be honest, it was a bit hard to pick between driving and being driven around.

The aforementioned 100 km went by in a comfortable blur, and it was time to switch. As I emerged, somewhat grudgingly, from the Elantra's lounge-like rear seat, I couldn't help but admire the design highlights of the bodywork, accentuated by the diffused moonlight. The Fluidic Sculpture design elements really do stand out at night, with the lines beautifully accentuated. The rich layer of chrome on the door handles was invitation enough to get behind the wheel and complete what would be a very long journey, but also, without a doubt, a very comfortable one.

I slipped into the driver's seat (slipped being the operational word, given my generous frame, which does not easily fit into a lot of cars). In the Elantra, however, all I had to do was reach for the easily accessible electric seat-adjustment buttons, and that was it. This was followed by a quick adjustment of the well-articulated steering wheel and resetting the electrically adjustable mirrors (an ergonomic delight, being positioned on the control pad on the driver-side door) and we were good to go. Except, I was feeling a bit indulgent, which meant turning on the seat ventilation unit, slotting in a USB filled with music no one else is interested in, and dimming the instrument and panel lights (one of my favourite features in the Elantra, because it gives an airliner-esque feel to the interior, and also boosts safety by reducing peripheral vision fatigue). When Hyundai says 'Live Brilliant', it really does hold significant definition.

Snugly belted in, I slotted the Elantra into gear, and with a muffled purr from the engine, we were off. The Elantra can be had in two engine variants, a 1.8-litre petrol and a 1.6-litre CRDi diesel, both of which can be had with a six-speed manual or an automatic gearbox. The petrol engine is quite remarkable for its blend of performance and economy — how does 12 kpl in a mixed driving cycle sound for a car that produces 147.4 bhp at 6500 rpm? It was the diesel variant I was driving, however, and that's even more of a gem. The 1.6-litre in-line four-cylinder mill revs free of stress, gathering momentum quickly, and it is perfectly at home whether you settle at an Expressway-friendly 80 kph or indulge in some spirited driving. Either way, the 126.2 bhp that the engine produces is readily accessible, and in a mixed driving cycle, the diesel Elantra returns an admirable 17 kpl. The 56-litre fuel tank, which gives both the petrol and the diesel variants an excellent range, eliminates the need for frequent fuel stops on long journeys.

This is one of the strengths of the Elantra — its visual appeal matched by honest-to-goodness performance. It's easy to be swayed by the Elantra's lines, but its competence isn't just limited to form. It excels on every count, and there is sincerity to the car that makes it instantly deserving of the Hyundai badge. The features on the Elantra, for example, aren't just incorporated to give it an edge on paper; they're there to add value to the experience of driving a well engineered automobile. Hyundai has incorporated cutting-edge design along with impeccable quality, and this means that the Elantra's value will far outlast its novelty factor.

Speaking of features, the Elantra does have a long list of those, in the process outdoing cars from higher segments. To begin with, there is a contemporary dashboard, laid out aesthetically, with aluminum-finish inserts. Not only is it extremely well-styled, it is also designed with adherence to global safety standards. Coupled with the flush fitting media player and the chunky climate control fascia, it exudes the kind of luxury that gives you reason enough to not let go of the driver's seat for hours. This explains why I refused to give up the captain's seat until the end of our journey, 300 km later.

Life is similarly extravagant in the rear seat, thanks to the rear A/C vents, the generous armrest with cup holders, media player controls and the seats themselves, which are plush and offer excellent cushioning and under-thigh support. Visibility, too, is great and the cabin, thanks to the ample use of beige leather, feels light yet rich at the same time. Other features include a cooled glove box, a gearshift indicator and thoughtfully positioned cubbyholes and cup holders in the centre console as well as on the door panels, all of which make the Elantra the car to be in.

On the move, the Elantra is as plush as its interiors suggest. The supple suspension takes in the worst of Indian roads without so much as batting an eyelid, and it adapts to aggressive cornering and high-speed highway mile-munching just as gracefully. It handles just as well, too, and the well-weighted power-assisted steering is as much of a breeze in urban chaos as it is when taking on the twisties.  Thankfully, it has the stopping power to match the go, in the form of optimally set-up disc brakes. Credit is also due to the 205/60 R16 tyres, which offer good ride quality as well as handling capability, and also don't generate the usual amounts of tyre/road noise. The NVH levels are exceptionally good, too, and unless being driven by a performance-inclined driver, the engine note barely seeps into the cabin.

It is these thoughtful elements that add up to make the Elantra the segment leader that it is today. On every count, be it performance, comfort, features or economy, the Elantra delivers much more than just the segment prerequisites. And that's something worth talking about, given how well priced it is. The petrol Elantra, with a manual gearbox, is priced at 12.7 lakh while the automatic variant is priced at 14.9 lakh, and it undercuts its contemporaries by quite a margin. The diesel Elantra, with a manual gearbox, is priced at 15.05 lakh and for 16.03 lakh, you can have the same motor but with a likeable six-speed automatic gearbox. That kind of pricing not only makes the Elantra a very attractively positioned car, but also spells incredible value-for-money that is simply hard to beat.

For me, the buck stops at the looks itself. The Elantra is Hyundai's finest expression of the Fluidic Sculpture design philosophy and it shows. Never before has a car in this segment been designed so meticulously, and that makes it an absolute winner — one that will look great on your porch as well as in the basement parking at your swanky workplace. Overall, the Elantra is a fantastic car at an even more fantastic price — a car you just can't go wrong with, whatever your expectations may be. This should explain why I'm about to embark on yet another road trip with it. 

The Hyundai Eon gets a new heart.

I remember my first go in the Hyundai Eon quite well. It was a funky little package that had a lot going for it — fresh looks, a cabin that had no right being in a car that cost less than 4 lakh, good comfort levels and even some decent luggage space.

Hyundai seems to have given priority to customer feedbacks, and has now given the option of a more powerful 1.0-litre (998cc) engine in the Eon.

The power is up to 68 bhp and there's 9.6 kgm of torque (previously 55 bhp and 7.6 kgm). The engine's bump up in power and capacity helps mask a significant portion of the old Eon's issues. The gear lever's vibrations are almost zilch, and on the move, it's a lot smoother as well. The Kappa engine now feels a lot more eager to rev, and when you are at higher speeds, the noise is less intrusive.

On the whole, it's hard not to like the Eon. It's quite the looker, the cabin's a really nice place to be in, the Kappa engine is, in this 998cc tune, leagues ahead of the older one and grocery runs are easily handled, thanks to that sizeable boot. The public seems to think so, too, seeing as the car averages around 6,000-7,000 units a month.