Head Rush

We found that conquering one of our greatest fears is a heady mix on a hot Sunday morning.

Gravity is our friend. It keeps our feet firmly on the ground and ensures that we don't get hurled off into space by the massive centrifugal forces generated by the earth spinning on its axis. We also learn to respect our friend at a young age when we take our first steps as a baby and then fall back to the ground. As man has evolved over the generations, we have also developed an ingrained fear of high places, a fear that tells you that you have no business being so high off the ground. It's a fear that's telling you if you don't respect gravity, it can quite easily smash every little bone in your body as it sends you crashing back into earth. It's that same fear telling me that if I step off the edge of this 150-foot high platform, I'm surely going to end my life. But now it's time for me to end today's physics lesson as I hear someone start a countdown to my doom. "Three, two, one... Jump!" No way siree.

If you haven't already guessed it, I'm about to make my first bungee jump. For those of you who don't know what that is let me explain, bungee jumping is a sport where seemingly sane people intentionally throw themselves off cliffs, cranes, bridges and even buildings, attached to what are essentially rubber bands, just for the thrill of it. The sport started in the 8o's and now has grown to be a global craze. And it plays on one of our most basic fears - the fear of falling. In India, there are a number of places you can experience bungee jumping with sites in Rishikesh, Bangalore, Delhi, Goa and Lonavala. So one bright and sunny day we piled into the Hyundai Elite i20 and headed to the nearest one - Lonavala.

The journey to Lonavala makes for a great Sunday morning drive and once out of Mumbai city limits we were greeted with the open highway and clear skies. The i20 was brilliant on the drive with its efficient diesel engine and six-speed gearbox eating up the kilometres in effortless fashion. We felt quite spoilt in the luxurious interiors of this hatchback and in the tunnels on the expressway, we noticed many of its impressive features like the automatic headlights that are activated as soon as the car left bright sunshine and entered the dark tunnels. Or the automatic windshield wipers that came on when we drove through some water falling from the roof of one of the tunnels up the Lonavala ghat. These are features that you would expect only in larger, premium cars and they are present on this excellent hatchback.

Roughly two hours after having started out from home we pulled into the parking lot of Delia Adventure's extreme adventure park in Lonavala. The adventure park is an exciting place with a wide array of ways for thrill seekers to while away a frenzied Sunday afternoon. They have activities like a massive 1250 foot flying fox, ATVs and a nice rock face for rappelling, to name a few. But we're here for the huge 150 foot crane sitting right in the middle of the park which is actually the bungee jumping platform. They also have internationally certified staff and equipment, which is reassuring.

What went through my mind as the crane bucket made its way to the jumping height? Not very much, although judging by the rather loud noise caused by my knees knocking together, it was evident that I was scared. It was even more evident that there was tremendous apprehension on my part when, as two rather genial personages strapping my ankles to the bungee cords, I had a fake smile plastered onto my face all through the experience. Then I was led to the edge of a platform. It was like surveying the entire world, in Lego brick size. Three... two... one, they counted down. Jump? Off this? Me? You've gotta be kidding me! But, seeing as there was no way to go but down, I let myself drop. At first I felt myself rushing through the air with a whooshing sound. Then, the world slowed down. It felt like it took an eternity, the sky, the clouds, the ground coming nearer, before I was yanked back up. "So this is what it feels like." I mumbled softly. Yes, that's what it felt like. And I wouldn't trade that feeling for anything in the world. It was over in a flash but that overwhelming feeling of being alive stayed with me long after I shut my eyes and went to sleep at the end of an exciting day. I'm a bungee jumper now and I even have the certificate to prove it. 

Published by: Overdrive 

Hyundai Elite i20

FIRST REPORT The new Elite i20 has joined our fleet, and yes, it's as elite as a hatch can get.

It's when I stopped at a traffic light, alongside one of the many Santro cabs that have replaced Mumbai's black-and-yellow Padminis, that the pace of Hyundai's evolution as a carmaker struck me. Sitting in our long-term Elite i20, still fresh from its global launch three months ago, the Santro seemed like a dinosaur. Both these cars may be separated by 17 years, but the differences seem light years apart. It epitomises Hyundai's rapid and relentless transformation from a Korean upstart to a global powerhouse.

It's no surprise then that the new i20 is a big jump over the previous one. Hyundai thinks it's worthy of the 'Elite' prefix, to suggest that it's more premium and upmarket than the competition. Arrogance or just plain confidence from the Korean automaker?

Away from the spotlights of the glitzy launch and the royal settings in Rajasthan for the media drive, it's time for a no-nonsense evaluation of Hyundai's latest, in Mumbai's more down-to-earth surroundings. The truth is that the Elite i20 doesn't stand out in the scrum of traffic like the tall-boy Santro once did. But that's also a reflection of the design maturity Hyundai has reached so very quickly. The toothy and oddly proportioned Santro was a caricature on wheels, a good example of Hyundai's design excess. The Elite i20, in contrast, is more restrained and a fine example of Hyundai design at its best.

Mornings are usually a rush, but before jumping into the i20, I can't help but give it the once-over - it looks that good. I just love the proportions of this new hatch, the way the wheels have been pushed out to each corner, the subtly muscular window line and, for a Hyundai, the simplicity of form. Even the grille is smartly executed and looks brilliant. It's a shame that once you get in the car, you can't see what it looks like because the interiors aren't quite as impressive. It's a very busy cabin, brimming with buttons, especially on the steering wheel; it took me a couple days to figure out all the functions. Pairing my phone and streaming music was pretty straightforward. And with 1GB of storage, you're likely to have a lot of music to sift through. 

There's a sense of luxury the Elite i20 exudes, which you quickly get used to and take for granted. It's when you step into another hatch you realise how plush this Hyundai really is. There's a lot of stuff in the Elite i20's cabin which you never thought you would use. You'd think two 12V chargers in the front is an overkill, but with the proliferation of battery-chomping iPhones, there have been enough instances of both sockets being used to juice up. And in this age of Cafe Coffee Day and Starbucks, I've used the large cupholder pretty frequently too.

Mumbai roads can bring out the best and worst in any car. There's not a single smooth surface in the city, not around where I live at least, and the 7km drive to work in peak traffic takes around 40 minutes. That's the habitat the Elite i20 has been living in for the past month, so the simple question is, what's it like to drive in traffic and on bad roads?

The clutch, steering and gearshift are fairly light, so you're not tired after a long drive. The 1.4 diesel engine is fairly alert on part throttle and doesn't suffer from the turbo lag of the previous i20 - a big boon in traffic. The performance is more than adequate for daily driving and the good thing is that there's enough torque to restrict gearshifts between 2nd and 3rd gears for most urban duties. Coming off speed breakers, there's no need to slot into 1st. The i20 pulls smartly from a crawl even in 2nd gear. What's the new i20 like to spend time in over long distances? My next drive up to Mahabaleshwar will give all the answers.

Words By: Hormazd Sorabjee

Published by : Auto Car india

Roadway to Heaven

In this, the last part of the Hyundai Santa Fe travel series, Car India leaves Srinagar and its placid lakes and sets course for the Himalayas and the highest motorable road in the world - Khardung La

I gently steer the Santa FE round the final bend on this dizzying upward climb. Amid a crowd of people, something scrawled across a nondescript signboard catches the eye. It says, 'Welcome to Khardung La, the highest motorable road in the world'. It suddenly hits me when I see that sign, and all the tiredness, all the shortness of breath, and the weariness from this long and arduous journey are buta fleeting afterthought as I think of what this car and I have managed. From Indira Point at Kanyakumari to Khardung La in Leh. One heck of a journey we've had, and this last leg began in Srinagar.

The screech of a kite cuts through the early morninghush as I look out of the window of my room at the Welcome Hotel in Srinagar. A new day has dawned, and has brought with it a fresh dose of enthusiasm as we headout to explore Srinagar and divine some of its secrets.Since our hotel is placed on Boulevard Road and only the thin stretch of tarmac that is the road itself stands between it and the Dal Lake, our first stop on our little tour of Srinagar was pretty much a given.

Often referred to as the jewel of Srinagar, the Dal Lake is spread over 22 square kilometres, and is absolutely breathtaking to look at. The colourful houseboats and shikaras that bob along the far bank, the patches of lotus plants floating across it, and the glimmer of the rising sunplaying off its surface all made for an enchanting image.There are also a few fountains planted near the edge of the lake that only add to the beauty. The road is lined with trees and rings around the lake, offering you a panoramic view of the water body.

Next up on our agenda for the day is Nishat Bagh. This spectacular garden was built by Asif Khan, father-in-law and Prime Minister to then Mughal monarch Shah Jahanin 1633. An interesting anecdote is often repeated around these parts regarding this garden. It seems that Shah Jahan was enthralled by and was quite envious of this garden when he first laid eyes on it, and expressed his adoration for the garden three times to Asif Khan on his first visit there in the hope that Khan would make a present of it to his lineage. When this chain of events failed to transpire, Shah Jahan supposedly ordered that the water supply to the garden be blocked in an act of spite. This action disheartened Khan to no small degree, and he lost all vigour after these circumstances played out. His servant seeing his master thus dejected took the bold step of restarting the water supply to the garden to alleviate his master's misery. When Shah Jahan heard of this, instead of being cross, he was appreciative of the servant's faithfulness and allowed the water supply tocontinue. After personally witnessing the splendid gardens with your own eyes, you might just begin to understand Shah Jahan's point of view in the story too, petty though it might seem to begin with.

After the Nishat Bagh, we drove on to Hazratbal Dargah, or shrine, one of the most visited spots in Srinagar. Hazratbal, and particularly the Moi-e-Muqqadas relic that is placed within is of particularsignificance to the Islamic fraternity, because this relic is believed to be a holy relic of the prophet Mohammed himself. The mosque that holds the relic is the only domed mosque in all of Srinagar, and made of pristine white marble, and if you do visit on a Friday as we did, you'll see just how many of the devouthold a special place in their hearts for the shrine.

Other notable places to visit in Srinagar that we stopped by during our whirlwind tour of the city include the Shalimar Bagh. Another picturesque garden steeped in Mughal history - Emperor Jahangir built this garden for his wife, NurJahan, in 1619, and the garden leads out on to a bank of the Dal Lake, giving an additional pinch of wonderment. The garden tour wouldn't be complete without a visit to the Jawaharlal Nehru Botanical Garden and Indira Gandhi Tulip Garden either, nor could we skip out on Chashme Shahi garden, which, I may add, is widely renowned as a garden with great architectural constitution. An accolade you wouldn't begrudge it either, once you take a leisurely walk through its leafy hollows. Last on the agenda was Pari Mahal or "the fairies' abode". That lofty title is well-deserved, too, because this garden, perched atop a hill and commanding a magnificent view of the rest of the city, boasts of seven terraces, and is another example of the craftsmanship ofthe Mughal Empire, although the actual complex situated there was once a Buddhist monastery.

Before heading out of Srinagar, we dropped by the New Market, and sampled some of the local cuisine. The road that leads out of this, the summer capital of J&K is a pleasure to drive through. Smooth, uncluttered, and flanked on both sides by expansive farmlands smothered under the shadows of knotty ridges that stand tall on the farms' outer reaches. The further you go, the better it gets, because Sonamarg is the next little hill-station that falls en route, and this places is beyond amazing.

The boundless Sindh River meanders down your right flank, crashing and gurgling, throwing up a ferocious, swirling white foam that is in sharp contrast with the clear blue tinged with green that makes up the natural colour of the river. This beautiful sight is set up against the backdrop of peak upon peak flush with Deodar trees on the opposite bank, making for a majestic wall of green topped off with a sprinkle of snowfall white. I even spotted a herd of horses enjoying their daily fare with not a care in the world as we drove past. Just before we arrived at the mouth of the daunting Zoji La ('La' stands for pass in a number of local tongues, which would render the addition of the word pass' after writing Zoji Laredundant), we stopped for a quick chomp at ParadiseFood Court - the proprietor of which, an elderly gentleman, regaled us with anecdotes of the local history while we enjoyed our piping hot food.

Moving on, it was onwards and upwards for the Santa Fe as we approached the legendary Zoji La, 11,500 feet above sea level and widely credited as one of the toughest passes in the world. Landslides are a dime a dozen, and the roads don't have barriers, meaning shooting off the side into the abyss is just one flick of the wrist away. All the while strong, powerful winds buffet you, throwing you off course. This wasn't a problem for me, though, as the Santa Fe's size and aerodynamics meant it wasn't perturbed by the winds.

We did, however, get stuck for a good four hours at the very top of the pass, and not because of a landslide either. A routine road-widening project required traffic to behalted, it's a daily phenomenon between 12.00 noon and 4.00 pm I was told, meaning our timing couldn't have been worse. Something to keep in mind if you plan to headdown this road yourself in the near future. Another thing to keep an eye out for is truckers driving through the pass. One such trucker came hurtling up a sharp hairpin with not a care for oncoming traffic (in this case, me), and I was forced to jerk the Santa Fe on to the shoulder of the road,and perilously close to the edge and a 10,000+ foot dropbeyond. It’s extremely galling to witness such little regard for other people's lives. It wasn't an isolated occurrence either, and happens on a disturbingly regular basis according to the locals I mentioned the incident to once we completed our passage through Zoji La, or Godzilla as ourresident shutterbug Sanjay started referring to it as.

Once you exit the pass, though, it's like passing through a magic veil. The brown and barren mountain face littered with stones is at once transformed into a lush green valley dotted about with little huts. Another brook appears, and the road instantly transforms from precarious and distinctly spiral to arrow-straight. The fact that it isn't littered by or susceptible to massive rocks descending from the heavens also takes the driving delight factor up a few notches.

Zoji La connects Srinagar to the Ladakh district, and pretty soon after the end of the pass, you come across a massive board informing you of just this fact. A little further away is the first established dwelling you'll see this side of the pass - Drass. An inconspicuous sign in the centre of this tiny town proudly proclaims it to be the second coldest inhabited place in the world (after Siberia), although you wouldn't know it from inside the Santa Fe, the heater was turned up and I was nestled in and quite comfortable, thank you very much. The colder climes are extremely harsh here, though, with temperatures dropping down to an incredible minus 45 degrees Celsius at winter's zenith. Drass also had the misfortune of being one of the Pakistani infiltrators' prime targets for shelling during the Kargil war. On a more positive note, though. Drass is a hub for a multitude of trekking passes, and is often used as a base-camp for those of the bush walking persuasion.

Since Kargil was our destination for that day's travels, the War Memorial was an obvious port of call along the way. Placed in front of the very hills were captured from the Pakistani infiltrators back in 1999, the Kargil War Memorial is a short distance away from the town. The one structure that absolutely dominates the Memorial is a massive sandstone wall with the names of all the soldiers who lost their lives in the war inscribed, set against the backdrop of an eternal flame that burns in their memory. To stand before it and just take it all in is one of the most emotional and evocative experiences I have ever had in my life, and to read the tales of our soldiers' bravery, eloquently laid out in words and images around the Memorial, while the actual hills they defended stand immediately behind it will definitely leave you overwhelmed with pride and sadness in equal measure.The whole Memorial has been built with elan and infused with beauty, and everything from the parking area, the Army personnel working there, the constructions, and the restaurant are absolutely top-notch.

The open road awaited us as we left the Memorial and headed towards Kargil. The one thing that people constantly say about Kashmir is that there's something picturesque to see no matter where you're looking, and I can vouch for the truth in this statement. Something as simple and often mundane as highway leading to the city turns into a veritable visual treat. For example, on the way to Kargil, the air was clean, the mountain face was flush with greenery, waterfalls were abundant, and at certain points you could even see huge blocks of ice melting and morphing into little streams that fed the many crevices and fissures in the mountain side. Couples that with a powerful, well handling car like the Santa Fe and the pleasure of just being there is amplified to a greater level. I definitely didn’t want this journey to end, but as the lastrays of the sun hid behind the peaks, a glitter of lights in the distance indicated our arrival at Kargil.

This small town has a primitive charm about it. Nestled as it is in the lap of theHimalayas. There's no flamboyance or glamour about the place, instead the buildings, bazaars, and streets are all simple and efficient, and the people are always ready for a quick chat. We set down for a night's kip at the Zojila Residency, and thankfully the hotel was nothing like the pass, allowing us some precious downtime. Well rested, we headed out of Kargil and towards Leh, with a lot of things to be seen along the way.

The terrain took on a different look as we crossed over to the other side of Kargil, with bare, brown mountains now dominating our line of sight once again, no less majestic in their bearing, though, just differently cloaked. The route takes you past Fotu La, although any similarities between the name of the pass & how well it photographs are purely coincidental. Another pass that soon follows is Namika La, and, as expected, the roads on both these passes aren’t roads really, but rough patches  and little streams that needed to be forded, but were  absolutely no hindrance to the Santa Fe and we were back to smooth tarmac again soon enough.

On the way, we also took a quick stop at the Magnetic Hill just outside Lehand even had some off-roading fun in the area. After all what else are you expected to do when you have a sturdy 4x4 and an empty, gravelly area? Once allthe romping about on the hillside was accomplished to our hearts' content, it was time to turn back on to the roadif we wanted to reach Leh before nightfall.

We did arrive before nightfall too, and Leh was quite a revelation when I first set eyes upon it. When approaching Leh, you see rustic, irenic monasteries andsmall huts lining the sides of the road. Even the actual entrance to Leh is dominated by a monolithic gate with an indistinctly oriental flavour, and an absolute explosion of colour. As soon as you pass through the gate, you come across a massive central structure with twin-prayer wheels and flags abound. All this affirmed my initial impression of the city of Leh, one of peace, tranquility, and a slightly orthodox way of Life. Boy, was I wrong!

The deeper you delve into the city, the tinier, and more lively the roads get. While the latter was intriguing, the former made life a little difficult, because the Santa Fe shuffing mass was forced to squeeze into a few tight spots, and my dexterity as a driver was tested to the limit as I navigated it through the borderline chaos that is a staple of Leh's streets. Honestly, the a forementioned liveliness didn't help matters either, as the eye was ever drawn to the merriment being carried out at little restaurants and cafes by the wayside. Leh isn't a little old quiet town by any stretch of the imagination; it has a vibrant underbelly that likes to party hard. This is probably what attracts the throngs of young foreigners who can be found littering Leh's streets by the dozens. We checked in at the Hotel Namgyal Palace.

I've often heard Kashmir in particular described incessantly as breathtaking, and I always interpreted that as a figurative statement. It wasn't until I had to climb the one flight of stairs to reach my room at the hotel, however, that I realised Kashmir is literally 'breathtaking', in the sense that something as simple as climbing stairs can take your breath away and leave you panting like a stallion at the end of a mile-long race at the Ascot. The situation was made all the more curious (and embarrassing) by the fact that the hotel had employed a group of young women to help transport the guests' luggage to their rooms. These women insisted on carrying our bags, not taking 'no' for an answer, and lugged them up that one flight with consummate ease. I was worried that my junk food addiction had finally gotten to me for a second, until I remembered that the lack of breath was only one of the side-effects of being 15,000+ feet above sea level, after which the only feeling that lingered was the crippling embarrassment.

The following morning it was time for some Leh exploration and then the moment I'd been waiting for -ascent to Khardung La. As we head out of the hotel, roads were mercifully empty, and we made our way to Stupa. This two-tiered domed structure is built on Chanspa Hilltop and affords a bird's-eye view of Leh and its surroundings. Step inside and you can see delicate paintings that show Buddha in different stages of his life. We then travelled to the Leh palace, which isn't the most glamorous palace you'll ever see, although that very unpretentiousness of its construction is what lends itits own unique charm. Construction on the palace beganin AD 1553, but after being abandoned in the 19th century, it was refurbished by the Archaeological Survey of India in recent times, and is another point that offers an alluring vista of the craggy expanse around. We also grabbed some grub at the Leh Palace restaurant before we finally set off for Khardung La.

The road approaching Khardung La is narrow and smooth tarmac till you reach the base site of South Pullu. On the way up, you're very likely to see the yak sedately chewing on the tough shrubbery growing there, as we did. At South Pullu you are required to submit a form that costs Rs 10, not to mention another breath-robbing walk across the camp to reach the shop where you can buy it, before you can proceed upwards. That's when things get a little hairy, though, because the previously smooth roads disappear, and all you're left with is a mountain path full of mud and loose stones. When the going gets tough, the tough get going, and the Santa Fe powered through with a plomb, which I had by now come to fully expect of it. Funnily, though, the first thing that caught the eye when Iascended to the top and, consequentially, Khardung La wasn't the snow-capped peak. It wasn't even the sign that gave me the epiphany I spoke about at the beginning of this article, no, the first thing I saw was a flight of stairsleading up to a small Buddhist temple and the only thing that crossed my mind when I saw that was, "Great, more stairs, just what I need, haven't I climbed enough?" Afterthe mini-whine, though, it was all glorious wonder and wide-eyed astonishment. Here, at the top of the world, in the cradle of clouds, I thought about how people always talk either about a 'means to an end', or 'it’s all about thejourney, not the destination'. This trip was a little bit ofboth I think, because the destination - the very roof of the world - is indescribably exquisite-looking, and an experience in itself, but that sense of accomplishment wouldn't ever have been felt if not for the journey it took to get here.

It's worth mentioning my faithful companion through this entire journey too, the Santa Fe. By this time, I feel aboundless affection towards this car, and even when I cross one on the road today, or see it in a parking lot, it brings a smile to my face. This car has been rock-solid throughout the rigours of this journey, through the 47 degrees of Dasada and the freezing cold climes of Kashmir. From coastal runs to mountain drives and everything in between. This car is reliable, comfortable, and packed with gadgetry, one that I could go to the ends of the world in without a single complaint.

After a deep sigh, (and a long breath, seriously I can'tstress enough how thin the air is up there) we piled into the car and I turned it around. The journey was over, the task at hand accomplished, and being a glutton for the cliché that I am, I played Led Zeppelin's Kashmir before heading off. These few words from the song resonated very strongly in that moment, as I vowed to myself that I would come back here as soon as circumstances allowed.

"My Shangri-La beneath the summer moon, I will return again Sure as the dust that floats high in June, when movin’ through Kashmir."

Story : Harket Suchde

Published by : Car India

Punching Above Its Weight

Hyundai's successor to their i20 hatchback is here and they call it the 'Elite i20'.

Does it live up to its aristocratic moniker?

We get behind the wheel to find out

When the Hyundai i20 was first launched in India, it was a breakaway success. Not just because it was a head-turner either (which it was), but because it brought something else that was unique to the table. The i20 broke convention when it married competitive prices to top-of-the-line features. Hyundai will have been mindful of the legacy that the i20 badge comes with then, and will have been sensitive to the weight of expectation that goes with it. It's only human nature, after all, to compare successor and predecessor, and based on initial impressions, Hyundai just might have done it again.

When you take in the exterior of the Elite, it's attention-grabbing qualities are quite apparent. The original i20 was quite a looker in its own right, but the i20 Elite is even better. The wider body and longer wheelbase coupled with the Fluidic 2.0 design cues give the car a mean, aggressive look. This is further accentuated by the in-your-face hexagonal honeycomb grille. The sharp, flowing headlamps give the car's visage an added touch of the mischief, something further emphasized by the twin rivets running across the length of the hood and those trapezoid fog lamps. Look at it from side on and you'll find a blackened out C-pillar, which in confluence with that protective moulding' strip across the bottom half of the doors and indicator mounted rear-view mirrors, and chrome handles further add to that sporty look. Round the back, too, the Elite doesn't lose its posture or its sharpness, with the three-piece wraparound tail-lamp a particular stand-out. Its kicks, wrapped as they are around some snazzy 16-inch alloys, also do their bit in contributing to the car's predatory aesthetics.

The inside, though, is where you'll be spending all your time in this car anyway. The interior has been infused with artistic swashes of black, accentuating all that beige and giving the car a more sophisticated flavour. The gadgetry, as with the first iteration of the i20, is on another level for this class of car. The headlines include sensor-infused auto-lamps, rear a-c vents, sunglasses holder, and front console armrest with storage. All this along with the others we've come to expect from Hyundai by now too, such as push-button start, tilt and telescopic adjustable steering wheel, height adjustable driver's seat, a cooled glove-box and the like.

The seats are comfortable, no matter the length of journey, with adequate thigh and back support and a forgiving suspension working together to provide a soothing ride. Space, too, isn't an issue; the rear seat is wide enough to fit three, and a maximum knee-room of 840 mm means you won't have to worry about cramping up even in the back. The fit-and-finish and the plastics used on the interior are of a high quality, and the leather wrapped steering provides a firm grip. Boot space of 326 litres means there's room for a fair bit of luggage, too, more so than a lot of other options in the Elite's segment.

It's the little details, though, that really set this car apart from the throng. Backlit USB slot and 3.5-mm jack to make plugging in your tunes that much simpler, and these flanked by twin 12V power outputs so that you can charge more than one of the numerous devices people seem to earn,' around with them these days. Even that little slot sitting snug below the a-c controls and which looks as if it's there to gobble in your ATM card is, in fact, a ticketholder, meaning you don't need to flounder around in that little pocket of time at a toll stop where you juggle putting away the receipt and driving forward at the same time.

Before I get into the details of performance, it's imperative to mention that I was driving the Asta trim 1.4 CRDi diesel engine version of the Elite. Step on the gas and you'll find that turbo-lag is present, but not very apparent. 90 PS of grunt and 220 Nm of torque translate into a greater degree of fun on open roads. The car's power can be drawn out from as low as 1,200 RPM, although it really bares its teeth after you've hit the 1,800 mark on the rev count. The front McPherson strut and rear torsion beam axle suspension system, though still on the softer side, isn't a deterrent to open road fun either. This is because the suspension isn't as willowy as in some of Hyundai's other cars, which is a huge boon when driving down the highway with the little dips and bumps that are ever present, and even while cornering.

The Elite i20 doesn't inspire anything but confidence in you when you're taking the car round a bend quickly, and this is because Hyundai have struck a balance between ride quality and handling in the Elite, a balance that was lacking before. The feedback from the steering wheel is also greatly improved, and the lightness of the steering itself means the car is a willful turner, and doesn't require any effort to manoeuvre even in the tight spots of city by-lanes. Handling then is a far cry from its predecessor and quite impressive overall.

Going back to highway driving, the six-speed manual gearbox mated to the 1.4 CRDi engine means it isn't just fast, but also economical — something backed up by the staggering 24 km/1 we got out of the car on the highway. The Elite is no city-slacker either, as it still gives 18 km/1 when driving around in densely populated urban areas. Another factor about the Elite you'll notice when driving around the city is how refined the engine is. At low revs, it operates really quietly, something that helps keep the stress factor down when driving through traffic. A car that goes fast needs to stop fast too, and the Elite does manage that without losing its composure despite the fact that it has been fitted with drum brakes in the rear to go along with the discs in the front.

All things considered, is the Elite i20 the absolute best driver's hatch in its price range in the market (the Asta 1.4 CRDi costs Rs 9.16 lakh, OTR Pune)? It isn't, but it comes very close to the top, and this shortcoming is mitigated by the comfort, style, and practicality that this car brings to the party, which means that Hyundai have, in fact, done it again and created a car that will give its competitors a pause for thought.

Words : Harket Suchde

Published by : Car India 

Hyundai Elite i20

It’s not just striking to look at: the Elite i20 sets new benchmarks for premium hatches 

We often notice companies use the term 'customer is the king'. It's an old adage, and is thrown around by companies all over the world. But how often have we come across companies that actually understand who their customers are? Even if they claim that they do, are they right? Because if a company isn't clear who its customers are, then it will likely do a poor job of serving the said 'king'. 

This aphorism works for car companies too, where models are tailor-made to suit customer demands. But how many carmakers really understand what their customers want? It's a grey area, and we shall refrain from dwelling on that, but, over the last couple of years, if there's been one carmaker in India which has done its homework properly, it's Hyundai. Just look at the Elantra, Grand i1O and Xcent to understand how well it has come to terms with what its Indian customer base needs. And the latest addition to its capable India fleet is the new Elite i20.

Is it any good? Oh yes, it is. In fact, it's better than the one it replaces in every single way. It's a stellar package, and it has set new benchmarks in the premium hatchback segment as far as luxury goes. There it is, we've said it! Now let us explain what makes it this good. We won't even begin with the feature list, which is long enough to put you to sleep. There's more to this Hyundai than just that. Like any mouth-watering delicacy, it all starts with the presentation. With the new i20, things look promising from the moment you lay your eyes on it. The attractive new fascia, a sporty stance and the stylish boot round off the fresh styling pretty well - it's edgier than before, with sharp, crisp lines dominating the exterior.

It's a similar story once you get into the cabin, and it's not just pretty to look at, it's also quite pleasant to be in. The edgy design theme takes centre-stage, with top-drawer plastics giving the interior a plush feel. The cabin of the Elite i20 is right up there with the best, and that's a job well done by the Korean manufacturer. Interior space and comfort are significant talking points here. The seats are well-cushioned, offer ample support, and the cabin is ergonomically sound, too. If you thought the new i20 is just a poster boy, then you're mistaken. The car on these pages is the top-end oil-burner, with a 1.4-litre unit churning out a fine 89bhp and 230Nm of pulling power, with power sent to the front wheels via a slick 6-speed manual gearbox. The numbers themselves indicate the i20 has all the power you'll ever need from a diesel hatchback, and it doesn't disappoint out in the real world. Acceleration is brisk: we managed a 0-100kph run in 12.89sec in extremely wet conditions, and when you keep the revs above 1800rpm, the in-gear acceleration, for urban driving, is quite strong. The motor loves stretching its legs all the way to 5000rpm in every gear, and that actually makes it fun to drive out on the highway too. Also helping matters here is the gearbox, which offers short and precise throws, and when combined with a lighter clutch, it makes life much easier on the go. Topping that is a suspension that's set-up specifically for Indian roads - bump absorption is first-rate, with the suspension keeping loud thuds at bay. It's a good highway car, and it'll happily munch mile after mile. It won't even grumble if you do triple-digit speeds for hours on end. 

Like all modern Hyundais, this too is a highly practical car that caters to the needs of an entire Indian family, and not only the needs of the one at the wheel. It's a perfect family hatch that offers good looks, ample legroom and luggage space, a top-quality cabin, a comfortable ride, and it's efficient, too. For Hyundai, the customer really is 'the king', and the new i20 is a testament to that.

Words : Devash Shobha 

Published by : Top Gear

THE KHAN, THE CAR & MR KIM

Is the near two decade mark, a good time to rethink a well-loved brand and celebrity association? No, says both Hyundai and Shahrukh Khan. Here's why

In the history of longstanding celebrity-brand associations—think Zakir Hussain and Taj Mahal tea or Sachin Tendulkar and Reebok, it's now safe to add Shahrukh Khan and Hyundai. Just three years short of the two decade mark, Khan stars in the latest film for the Korean car maker's Xcent model, playing a bumbling well meaning dad who wants a little extra in everything including his car. It may seem business as usual for Khan and Hyundai, but according to those working on the brand, it represents the next logical step in a long journey. Saurabh Dasgupta, Executive Creative Director at Innocean, points out, "Graduating him from i1O to Xcent is evolving the brand as well as the celebrity. The early ads for Santro had him as a lover-boy chasing girls and getting into trouble. Now he's a mature family man."

It's unlikely that the original team working on the brand anticipated such a long association. At the time, the main task was convincing the Indian consumer about an unfamiliar brand from a relatively unknown country. Unlike Germany, the USA or Japan, Korea didn't have any car manufacturing pedigree that the bulk of Indians were aware of. V Shantakumar, Managing Partner, DoingThink, headed Saatchi & Saatchi, the agency that worked on the launch of Hyundai. He recalls, "Our brief was to give them a level playing field in six months. It seemed impossible since brands are built over time.” Brainstorming sessions between agency and client spawned the name for the launch vehicle—'Santro': an abbreviation of San Tropez, a town on the French Riviera. Shantakumar recalls wryly, "We wanted an exotic name and were toying around with options like Cannes and Monaco. We went with Santro since the two syllables sounded good. No one knew what it meant and so you could add values to it." The other big decision was to rope in a celebrity: a brave move since film stars were mainly associated with beauty and glamour products or colas. Shahrukh Khan stood for the disbelieving Indian, incredulous about Hyundai which was represented by Mr Kim. "We wanted to take the public with him through a journey from disbelief to acceptance and endorsement," recalls Shantakumar. 

Over the years, the association was strengthened by the star proactively introducing the vehicle into some of his films like PhirBhi Dil Hai Hindustani. Last year, a film for i1O built around a crowdsourced script where a young boy imagines his average Joe father transforming into Khan on entering the car spurred Innocean to re-imagine how they could use the actor, resulting in the move from i1O to Xcent. According to Dasgupta, the idea of replacing Khan has never once crossed their mind. He says, "It's difficult to not think of him.

Every time the temptation is to deploy the strongest missile in your arsenal."

Hyundai is in no hurry to fix what isn't broken. The brand has been doing well for itself even through tough recessionary times according to Rakesh Srivastava, Senior Vice President – Hyundai Motors India. "Last year we achieved our original business plan which was 380.000 domestic sales and '250,000 exports. We did not go in for layoffs and shutdowns and operated on 98.5% capacity utilisation. The next best in the industry operated at 71%." He believes the long lasting link with Khan is because both brands stand for the same values: "strong performers who are reliable, trustworthy and versatile." Research has validated the strong linkages between brand and star, he adds.

There are some who believe that the magic is wearing thin though. Says Shantakumar, "People adore Khan since he has a sense of humour and can laugh at himself readily. He's a guy with curiosity about life and people. If they don't bring that to bear or allow India to see that, the brand suffers to an extent. They need to figure another story like what he did with Kim years ago."

In Conversation with SRK

Through the long course of your association with Hyundai, have you ever contributed ideas or made suggestions about the commercials?

I believe if you are going to be very creative, do it in a movie that's niche. Many times, I see ads that make me say "this is totally different from what I thought it could be." It's not happened with Santro but you've got to respect the fact that those who are making the product know the best. Within those parameters, if I can add on a bit, my clients allow me to try it out. But I've always done what's expected of me.

How do you make sure the ads are not overwhelmed by tech specs?

In this category, it can be a challenge. I sometimes say "this is too technical" for instance 'this is a new carburettor with a fuel injection pump'. I tell them I never buy a car for any of these things. Just what makes me feel warm or proud. But sometimes the innovation is so path breaking; they feel proud talking about it. Sorry to bore you with the details but it’s an important part; not just to sell, but to inform. That give and take has been there for years now. And when the association is this long, it becomes organic and natural.

The first film we did with Mr Kim was just specs — the people who worked in the factory, the new fuel innovation; but we still made it fun. I play a guy who is least interested and just wants to drive. Most of the time we are trying to say it's a small car, it's warm, spacious romantic and sweet. We have very few tech specs. Instead it's the sunshine car: a sweet pretty little thing that you can own, afford and have a good time driving.

We hear there's likely to be a larger, more corporate role for you as a brand ambassador for Hyundai?

I think there should be a utilisation of the brand Hyundai with me rather than just some products. I don't want to be part of every ad they make but I can be part of an overarching programme given the length of my association. Even when the new CEOs and heads join — to be very honest — they talk to me as if I am the oldest, the longest employee of Hyundai in India. We could talk of the philosophy of Hyundai. I think we should realise that one of the biggest breakthroughs in auto in this country has been Hyundai. I am sure other companies are doing well but the only other one that's found a place in the hearts here is Hyundai. I also happen to be of a similar situation. I've made a place for myself in the heart of Indians. Maybe we could speak about that. And if the lights and specs have to be spoken about, we'll do that too.

Published by : Brand Equity ( Economic Times )