Range. The CODA electric car battery can last for up to 120 miles on a single charge. When compared to all other electric cars, CODA gets anywhere from 20 to 80 more miles per charge.

Full Sized. Many of the electric cars currently available are much smaller than a typical fossil fuel-dependent vehicle. They are often hatchbacks or tiny two-doors. The CODA is a full-sized, four-door sedan with a full trunk – similar in size to a Honda Civic or a Ford Taurus.

Recycled Interior. The CODA is one of two new electric cars that feature an ecologically progressive interior. Our seat material is made from recycled plastics – who knew something made from water bottles could be so comfy?

A smoother, quieter ride. Of all the electric cars coming in 2010, the CODA is one of the few that have really focused on eliminating NVH – noise, vibration and harshness – to make a quieter interior and a smoother driving experience.

Motor Power: 100 kW/134 hp

Motor Torque: 300 Nm/221 lb-ft

Transmission: Single Speed Gear Reduction

Drive Ratio: 6.54:1

Suspension: Four-wheel independent with front and

rear MacPherson strut

Steering: Rack-and-pinion with electric power

steering

Air Conditioning: 2.0 kW cabin cooling

DC:         DC Converter2.2 kW @13 V output

Charger: 6.6 kW / 220VAC Input or 1.3 kW /                                                   110 VAC Input (back-up charging)

Brakes: Anti-Lock Brake System (ABS),                                                        Electronic Stability Control

Air Bags: Intelligent 6 air bag system (two                                                        advanced frontal, two seat-mounted                                                side, and 2 side curtain airbags),                                                      Occupant Detection System

Seat Belts: 3 point

Safety Compliance: All applicable Federal Motor Vehicle                                               Safety Standards

Crash Safety: Anticipated 5-Star NCAP (New Car                                                   Assessment Program)

Connectivity

Standard iPod® dock, MP3 and USB connectivity, and satellite -ready AM/FM/XM radio.

Standard Bluetooth® hands-free phone capability with an embedded microphone speaker in the headliner and touchpad or voice dial capabilities.

Standard touch screen navigation with turn-by-turn directions.

Vehicle range: 90-120 miles (US 06 & UDDS)

Top Speed: 80 mph (Electronically Limited)

Acceleration: 0-60 mph – under 11 seconds

Charge Time: 6 hours from 220V (30AMP)

Occupancy: 4 passengers

Vehicle Warranty: 3 years / 36,000 miles

Battery Warranty: 8 years / 100,000 miles

Wheelbase: 102.3 inches

Track-Front: 66.0 inches

Track-Rear: 66.5 inches

Overall Length: 175.0 inches

Overall Width: 69.0 inches

Overall Height: 57.6 inches

Turning Radius: 17.5 ft (curb)/18.6 ft (wall)

Headroom (front/rear): 36.5/35.0 inches

Shoulder Room (front/rear): 22.0/17.0 inches

Legroom (front/rear): 44.0/31.0 inches

Trunk Space: 14.7 cubic ft

Curb Weight: 3660 lbs

Maruti plans to launch the ‘Cervo’ in the Indian market in mid 2010. It is expected that this edition would replace the long lasting Maruti 800.  The Cervo has been designed to capture the entry level segment in India. This edition will offer tough competition to the Tata Nano and the upcoming small cars from Hyundai and Nissan in terms of price and performance.

The Maruti Cervo has well defined cabin with semi bucket seats in the front row. The rear seat can comfortably seat two passengers only which means this edition can seat four passengers in comfort.  The Cervo has interiors designed similar to the Maruti swift. There is adequate storage space in the front row and the boot can also accommodate daily shopping bags. The controls and gauges are well placed to offer convenience to the driver.

Power train

The Maruti Cervo will be powered by a 0.7 liter, 660cc petrol engine with VVT and Bluetooth capability. It would generate a maximum power of 60bhp and will be teamed with automatic transmission. It is expected that this edition will be available in All Wheel Drive system also. This peppy engine is designed to offer improved fuel efficiency.

Conclusion

It is expected that this beautifully designed Maruti Cervo will be a success in India. They offer a perfect combination of stylish looks and impressive performance at a decent price. It is speculated that this edition would be the fastest and most selling car in the Indian market.

Suzuki is planning to replace the long lasting master kid “Maruti 800″ with the Japanese Suzuki Cervo which is the latest small car recently launched in Japan, the Cervo is a compact
five door mini, that looks to put the other kids on the block into the shade. This sleek cute car offers 54bhp 660cc engine that boasts to offer peppy performance with great fuel economy.

Suzuki believes that they can price the car in the same amount given by Tata, they can do this by deleting some of the stuff available in the car, or by using a cheaper material to make it cost less, but, we doubt that Suzuki will use such cheap material so long as price is considered. There is going to be a lot of competition between these two in the below 800cc category. The name
Cervo has been a history for jap Suzuki cars mainly used in the Japanese version of alto.

Exteriors

From the outside the Cervo looks like the Honda Fit, but this one looks like its smaller bro. As there is no sight of Tatas 1 lakh car, comparism between these two are not possible , rumors have been spread that Tatas car would be based on the Indiva Concept. Coming back to the Cervo the
lines and cuts of the car are neat and classy and the clean blacky covering at the end of the windows are cleverly made so as not to see too many holes.

The headlights seem too agressive and getting ready to vrroomm and seems confident, well we can hope it really does. The Small mini SUV looks at the back, with an arching roofline, wedgy stance, slanted headlights and stubby bonnet makes out a new shape of itself and bound to be a
great car if its priced is good and if its at 1L, it will be crazy selling.

Interiors

The interiors of this car somewhat looks like that of the much popular Swift. The rectangular air vents in the center and the circle open closed ones on the sides  dont look even and looks a bit uneven. the colors of the controls do look lights up the dash. The boot is very small, but for daily shopping and office stuffs its just OK.

Seats
at the back can seat only two and the third one can cramp up the place. A lot of storage areas are available to keep stuff in the front and find little at the back. Power Windows are airbags are available in the international markets but we doubt that it will come to India at that cost atleast airbags as an option would be better to make the car safe. In the outside markets this car is equipped with front semi-bucket seats, 4-speed auto gearbox a K6A DOHC engine with VVT, bluetooth capability.

Verdict

Cars like these will be a success in India if they are priced well with high profile, the sporty
and agressive exteriors and the classy and swifty interiors are bound to make the young gens and the ladies to force their cash out, the Suzuki’s bet of combining performance with FE, this car will be a hit in Indian roads.

1. Awareness of your own interaction with other people is the first step in improving your communication skills.

Learn to identify which types of situations make you uncomfortable and then modify your behavior to achieve positive results is a critical step in improving your communication skills.

You can learn to become aware of behaviors in other people that prompt you to respond in negative ways and modify your own behavior to turn the situation into a positive experience.

2. You must accept responsibility for your own behavior and do not fear apologizing for errors in judgment or insensitive actions.

Asking others for honest feedback about the way you interact with others can be very helpful. Accept the negative feedback along with the positive and make changes accordingly.

3. Your non-verbal communication is equally as important as the things that you say. Positive body language is extremely important in your interactions with other people.If your words and your actions do not match, you will have a difficult time succeeding in social situations.

4. In order to learn how to improve your communication skills, you must become a great listener. You must fight the urge to respond immediately and really listen to what the other person is trying to communicate.Offering suggestions or criticism before you are certain of the other person’s intent can only lead to frustration for both parties.

5. Improving your communication skills is a process and cannot be accomplished overnight. Trying to improve or change too many things at once will be counter-productive. You will become discouraged and overwhelmed if you attempt to change your entire personality all at once. Choose one or two traits at a time and work on those over a period of time. Learn to take advantage of your personal strengths and make a positive impact on others.

6. Maximize your positive personality traits and use them in your interactions with others. Good communication and great listening skills are the most important tools you can use in improving your communication skills.
You can learn how to improve your communication skills by developing excellent listening skills, learning to resolve problems and conflicts, understanding body language, and accepting responsibility for your own negative behavior.

Determination and self-awareness will make your desire to improve your communication skills a reality.

You can change your life and now is the time to start.

Exceptional communication skills can be Learned…and Mastered!!!

what will happen in future!!!

See below….

When fuel prices go High

A digital image showing thermal plots at the spark plug tip taken from the FEV Apogee Thermal Visualization tool, recently launched at FEV’s Auburn Hills, MI, facility.

The view through the control room safety glass is like any in a typical engine test cell—an organized jungle of wires and hoses connected to an engine humming quietly at 2000 rpm. But the live video running on the control room’s overhead monitors is anything but typical.

It’s a look inside the test engine’s combustion chamber—large, live, and in living color. The resolution from inside this harsh environment is remarkably crisp; it appears you could reach right in and touch the hot spark plug. There’s the plug firing. There’s the cloud of injected fuel curling around the plug tip, a typical issue in direct-injected gas engine development.

On the screens we see the valves opening and closing and the traces of burned gas exiting the exhaust port. Depending on the wavelength the operator selects, we can either look at a gas cloud, or through it. We see flame-propagation sequences, offered in high-speed video, or still images photographed by degree of crankshaft angle.

Captured on video for our small group of observers are highly accurate thermal plots taken at various areas around the chamber, including multiple points on the spark plug electrode. As the operator raises engine speed to 5000 rpm, we see the intake and exhaust valves rotating in their guides, as well as the injection spray flow patterns.

If this was a cable channel called Combustion TV, it would dominate the ratings. But the amazing tool is claimed by its makers to be the first and only Thermal Visualization system of its kind in the world. And OEM clients of FEV (its exclusive operator) are lining up to use it for unraveling various issues within their own engines.

AEI was the first media invited by FEV to see the new tool in operation. It’s installed in a dedicated test cell at the company’s Auburn Hills, MI, facility.

The system, which can be used to view any location within an ICE, was developed by Apogee Scientific, an optical-technology specialist based in Englewood, CO. Apogee and FEV collaborated on applying it to the powertrain-development space, explained Apogee’s Principal Engineer, Jon Lesko.

“This tool enables engine-development teams to visually map out the combustion process and see characteristics, profiles, and phenomenon that previously could not be measured and visualized,” he said. “By employing it at the research stage, you can shortcut any development problems that might occur later on, which can save a fortune.

“Or later on, if you have a production engine with a problem, you can bring it here to FEV for a quick look inside that will help you correct it.”

The visualization system was designed with ample “headroom” to enable FEV to fully explore the higher compression ratios and cylinder pressures, new fuels, direct injection and boosting, additional thermal stress, and other trends driving future powertrain development, said Dr. Dean Tomazic, FEV’s Vice President, Engine Performance and Emissions Division.

“One of the biggest issues involved with turbocharging DI gasoline engines is low-speed preignition,” he noted. “This tool will enable us to go into the combustion chamber and identify where the onset takes place—it could be wall wetting, or piston impingement, anything where visualization and precise temperature measurements will help speed solution.”

Other likely uses include developing engines with higher compression ratios and two-stage turbocharging and dual-fuel arrangements, where nozzle-tip temperatures and mixture preparation, respectively, are critical.

“Depending on how this system is set up, we can visualize the flame and fuel more accurately,” Dr. Tomazic said. “The flexibility of the tool is such that we identify and focus clearly on all these individual issues that are part of any engine-development program.

“It gives us a more simplistic way to approach design of new engines from the very get-go. That’s a big benefit,” he asserted.

With a background in optic physics, Lesko set out to create Apogee’s Thermal Visualization system by specifying the most robust components available. Most of the material used is military-grade, capable of withstanding extreme peak cylinder temperatures and pressures—even during abnormal conditions such as preignition and combustion “knock.”

“The detector originally came from a surface-to-air missile,” Lesko noted. “Some of the lens material came from the nose of a Raytheon AIM-9X Sidewinder (air-to-air heat-seeking missile). The lens hood itself is capable of withstanding 1800°C. A lot of the optical design work came from the astronomy field.”

Apogee developed the system’s camera and prisms, which allow the viewer to see around corners in tight confines. More than 95% of the system’s interchangeable lenses and components were custom designed for the application. All of the optical equipment is designed to fit through a conventional cylinder pressure-transducer bore.

FEV and Apogee are studying potential applications for the Thermal Visualization system beyond basic combustion engines. Lesko and Tomazic said operation of gas turbine engines, advanced turbocharger systems, and even catalytic converters are logical candidates for what may become the industry’s favorite “insiders” video program.

The quest to boost efficiency and reduce NVH within turbocharger and other vehicle systems is driving use of more powerful computer analysis of subcomponents, as shown by this finite-element rendering of a pump impeller by Concepts NREC.

What do miniature pumps for treating water in a nuclear reactor, “fish-safe” hydroelectric turbine impellers, and axial fans designed to replace helicopter tail rotors have in common with the humble automotive turbocharger?

Much more than meets the eye, because design and engineering knowledge gained from developing advanced turbomachines of all types and sizes is being applied to creating the next generation of turbo systems for gas and diesel ICEs, said Fred Becker, Engineering Sales Director at Concepts NREC.

The 50-year-old Vermont company specializes in turbomachinery design, engineering, and development for a broad range of commercial, consumer, military, and agricultural applications. It has long been involved in automotive turbo systems R&D, prototyping, and testing.

“We’ve seen a steady increase in our engagement with the automotive OEMs regarding the trend to downsized and boosted engines to improve fuel efficiency,” Becker told AEI during the recent SAE World Congress. “They’re trying to expand the operating range and effectiveness of the single turbocharger, and two-stage systems, while also trying to understand what the next generation of turbocharger design and operating characteristics will look like.”

“It’s a paradigm shift, as engine swept volume continues to be reduced,” he said.

Becker noted that the next-gen turbos will be “tailored” to meet the duty cycles of the downsized four-, three, and even twin-cylinder gasoline engines, which powertrain engineers say will feature sophisticated boosting systems which integrate the turbo unit with cooled exhaust gas recirculation (EGR) and even particulate filters.

According to Becker, much of the turbo systems development work being done in the auto industry is “evolutionary—a half-point gain here and there,” he asserted. “But in order to achieve the significant gains needed by the powertrain guys, we’ve got to really push the aerodynamics inside the turbo system.”

Automotive OEMs which have engaged Concepts NREC for next-generation turbo systems development stressed that their upcoming smaller engines must deliver driveability and performance characteristics similar to the larger naturally aspirated engines they are replacing, Becker said. But engineers don’t want the parasitic losses and, in some cases, package disadvantages that come with positive-displacement superchargers.

Likewise, the trend toward fewer cylinders with ever-smaller displacements—the list of OEMs with sub-1.4-L gas engine programs is growing—puts a premium on R&D and validation expertise in analytics, fluid mechanics, thermal management, turbomachine structure, component optimization, materials, and system controls, to name a few of the key disciplines in which Becker’s company specializes.

“It’s a difficult challenge, but we’re already way up on the learning curve,” he observed. He said OEMs are changing their view of turbochargers as discrete components to that of integrated multifunctional systems.

The new approach means R&D specialist Concepts NREC, along with turbocharger suppliers such as BorgWarner and Honeywell Turbo Systems (and newcomers including Continental and theBoschMahle joint venture), increasingly are viewing the next generation of technologies as “energy recovery” systems rather than boosting devices. Becker’s company interfaces with the OEM powertrain development teams as well as turbo-system Tier 1s.

Becker said NVH attenuation is one of the hottest areas of development for which Concepts NREC is being asked to provide CAE, CFD, and 3-D analysis support to the OEMs. And quelling turbocharger noise is but one of many targets in this critical area.

“Coolant pumps and compressors are being redesigned for quieter operation and expanded operating range. Cooling fans can be made quieter and more efficient at various speeds. We’re right in the thick of all these areas, in addition to the advanced turbocharger work,” Becker reported.

Electromagnetic injectors mount vertically on the liquid-cooled 800R twin’s cylinder head. In this cutaway view, note the internal coolant passages; the engine circulates fuel to help cool the injector.

The last major bastion of the two-stroke engine appears to be in snowmobiles. Thanks to liquid cooling, electronic controls, fuel injection, sophisticated combustion techniques, and variable-exhaust-port technology, the latest avalanche of two-stroke “sled” powerplants aims to comply with the new U.S. EPA Phase 3 emissions regulations slated for the 2012 model year.

Can the two-strokes, with their impressive specific output, high power-to-mass ratio, and package benefits, hold their own against the four-stroke assault?

Bombardier Recreational Products (BRP) engineers believe they can. BRP’s evidence is the recently unveiled Rotax E-TEC 800R, newly equipped with direct fuel injection (DI) and slated for 2011 Ski-Doo sleds. (BRP owns Rotax, Ski-Doo, as well as Evinrude marine engines andSea-Doo watercraft.)

The injected 800R is the latest iteration of Rotax’s Type 797 series, an 800-cm³ liquid-cooled parallel twin rated at 155 hp (115 kW).

The Phase 3 standard mandates a nominal 50% reduction in carbon monoxide (CO) and hydrocarbon (HC) emissions compared with uncontrolled levels (150 g/kW•h for HC and 400 g/kW•h for CO). The straight HC limit is 75 g/kW•h, and the corporate average CO limit is 275 g/kW•h.

For two-stroke engineers, the main HC emissions challenge is achieving a complete burn in the combustion chamber. With its DI system, Rotax’s development team employs the company’s voice-coil electromagnetic injectors to further compress the fuel from the relatively low initial pressure provided by the fuel pump and simultaneously inject it into the 800R’s cylinders at 500 psi (34 bar).

At this pressure the fuel stream vaporizes almost instantly and is then ignited by the spark plug. This creates a more complete burn as well as better throttle response when compared with the previous carbureted two-stroke, BRP engineers claim. As part of their cleaner emissions profile, the DI E-TEC engines also have greatly reduced exhaust odor during start-up.

The DI system is used in conjunction with BRP’s reed-valve induction, 3-D RAVE (Rotax Adjustable Variable Exhaust) electromechanical exhaust valve, and a powerful ECU that processes inputs from a variety of sensors—crank angle, throttle position, knock, coolant temperature, and ambient air pressure and temperature. The open-loop fuel system also cools the injectors as well as the ECU.

The 3-D name refers to three-dimensional mapping used to determine exhaust valve operation, as well as three exhaust port openings per cylinder.

The new injected 800R achieves a claimed 19 mpg (12.3 l/100 km) in Ski-Doo sleds—up to 37% better fuel efficiency than competitive units, BRP claims.

Other benefits of DI include easier starting, improved idle quality, and greater oil efficiency—264 mi/qt (450 km/L), a 15% improvement over the 2010 carbureted 800R, according to the company.

The addition of DI to its 800-cm³ engines (the 600-cm³ units are similarly equipped) proves the two-stroke is alive and, for the time being, still very well indeed.

A war is ‘hatch’ing!

With the B-segment flooding with offerings from various manufacturers, a war of hatchbacks to capture the market is just about to begin…

Never before in the Indian car industry have we seen such carnage in a segment. The B-segment is suddenly loaded with quality contenders which not only boast great engineering and features, but incredible pricing as well. The Swift has been ruling this segment ever since it emerged on the horizon. The car has never failed its fans, both in terms of ownership cost and the fun to drive factor. The new rivals of the car, however, pose a serious threat to its reign with their own virtues and aggressive pricing. The Fiat Grande Punto, the Volkwagen Polo and the Ford Figo are three new generation cars which pose a serious challenge to the Swift’s supremacy in the Indian market. Let’s see where each of these cars stand.

Design

It’s been about 5 years since the Swift made its appearance in India. While the radical, oddball looks have grown onto most of us Indians now, there are people who don’t like this Maruti’s unconventional lines. Owing to its distinctive style, it wouldn’t be entirely right to say that the Swift’s is an ageing design. It still looks aggressive and appealing, it’s just that it’s been around for a long time, and we would rather see something fresher. That said, the design revolution that the Swift brought about would be quite a difficult act to follow. A new Swift is on the cards, and from what we have heard, it’s not going to look much different from its current version.

The Polo, one of the most anticipated cars in India until its recent launch, boasts of a very refined and evolved exterior design. It’s got bold, muscular lines, which make it look imposing even with its diminutive B-segment dimensions. The flared wheel arches, the angular headlights, the perfectly balanced proportions – the Polo looks just right no matter whichever angle you look at it from. The beauty of its form is that it breaks convention in the most unconventional manner. It’s bold without losing out on subtlety. It’s aggressive without being offensive. As a new car, the Polo impresses with its exteriors, it’s the epitome of European excellence in designing day-to-day cars with flair.

If the Polo is an exponent of sophisticated, neat and sufficiently aggressive design, the Punto is the metallic incarnation of lust. It’s draped in clothes that are meant to arouse you. The Punto is the tightest slap a mainstream car could ever deliver on the cheeks of someone who ever disputed the Italian flamboyance for automotive design. There are hardly any creases, the whole surface is wrapped in clean, organic curves – it exemplifies that a car can look hot without any ‘flames’. If you think you’re cool and fashionable, and looks matter more to you than anything else, then reading the rest of the comparo doesn’t make sense. Go buy the Punto for its sex-appeal alone.

The Figo is a functional design. It doesn’t make any tall claims about its looks, but is out to offer a contemporary looking well-engineered car which emphasizes more on function than form.  With the longest wheelbase in the segment, the Figo does look a bit, er, long. The rear quarter glass adds to perception about the car’s length. It’s nicely proportioned though, and with that huge air dam, those flared wheel arches and that pair of sleekly designed headlamps, it tries to look a bit funky and succeeds a fair bit before being overshadowed by the sheer brilliance of the design of the three cars it is in the company of.

Engine – gearbox

The Swift’s 1.3 petrol engine was a joy to drive with its rev-happy nature, but wasn’t best suited for the stop start city traffic with its rather peakish power delivery. The new 1.2 K-series engine in the car has more grunt at the bottom end, making it more convenient to be driven in the city, but doesn’t quite like to be pushed too hard. The fuel efficiency has improved a bit and so have the emissions but the car has lost a bit of its enthusiast appeal. Mind you, it still has the best in class power for the petrol variant, but the revvy 1.3 was a different experience altogether.

Fret not though; the diesel variant of the Swift is at your service if you wish to enthral yourself.  With an addictive power surge from as low as 1200 rpm, the Swift DDiS is simply a delight to drive. The smooth and punchy engine is the best that there is in the small car segment and with its amazing fuel efficiency, has made its place in the hearts of enthusiasts and economy conscious alike. The engine options on the Swift are definitely one of the best, and address the segment brilliantly.

The Polo is a totally new entrant in the arena and comes with two engine options. A 1.2-litre petrol and a 1.4-litre turbo diesel  (to be available from May). The petrol powered Polo produces 75 horses, 10 less than the Swift’s 85, but doesn’t lack power. It pulls reassuringly from the bottom till 4000 rpm, after which the engine, once shown the highway tends to show its limitations. The three pot engine makes a lot of noise and isn’t quite as refined as its 4-pot rivals. It’s fairly punchy though, and is complemented well by a 5-speed short throw stick that slots in a rather slick fashion. The ratios are well-sorted and the appreciable low end grunt of the engine along with nicely spaced ratios allows crawling speeds in third gear. Overall, an average package – nothing that should excite you.

The petrol Figo is powered by a new 1.2 litre engine specifically designed for India. It puts out a modest 71bhp @ 6250 rpm and 102Nm @ 4000rpm. Though the power output might seem low on paper as compared to 1.2 litre mills from Maruti-Suzuki, it doesn’t feel sluggish on the move. Even though outright performance may not be as good, the drivability is certainly as good as the other engines in the segment. The gear ratios are slightly on the taller side to improve the fuel efficiency. It starts pulling satisfactorily past the 2000 rpm mark. But the real power is delivered at the top end, past 4000 rpm, upto the 6500 rpm rev limit.

The other engine option is the 1.4 litre Duratorq diesel, which has been doing duty on the Fiesta, Fusion and Ikon. With 68 bhp @ 4000rpm and 160Nm @ 2000rpm, the engine isn’t very powerful, but is much more drivable than its competitors with loads of low end twist. There is practically no turbo lag and you don’t even feel the turbo kicking-in. With its high fuel efficiency, this car is near perfect for day-to-day city commutes. We have experienced this diesel engine earlier on the Fiesta and the Ikon and can vouch for its practicality and frugality.

The Grande Punto comes with the options of three engines – 1.2 and 1.4 petrols and a 1.3 turbo diesel.  Comparing apples with apples, the 1.2 litre petrol mill of the Punto is the least powerful of the lot on paper, but makes up for its low power output with a reasonably good low and mid-range. There isn’t anything much left once you go above the 120km/h mark, making the 1.2 petrol Punto strictly a city car. The 1.4 with 90PS of power has more power, better acceleration and better top whack, but it comes for a premium. The 1.3-litre turbo diesel mill is the same engine as in the Swift DDiS albeit with a slightly different state of tune. It’s as delightful and frugal on the move as on the swift though.

Comfort and features

The Swift’s exterior may still hold its own against the competition, but the interiors of the car have started looking dated. Its time Suzuki refreshed the in-cabin appeal of this baby. The ergonomics are spot on, but the quality of materials and the overall feel of the cabin leave a lot to be desired, especially in the light of newer cars featuring better cabins. The backseat comfort is still a bit of an issue with the Swift, as neither the legspace, nor the suspension is anything great to write home about. ABS, air-bags, climate control, alloys etc. are options which are available in variants higher up the order.

The Polo’s interior, even after it being a new car seems familiar, thanks to the component sharing strategy of Volkwagen across platforms and brands (yes, a few bits are clearly Skoda). Which is not a bad thing, as most of these items are very high-quality, but having seen these materials and that layout for a long enough period, the Polo’s cabin fails to excite. Sure, everything is built to last a century, and then some, but it’s beginning to get a tad mundane now. That apart, there’s nothing to worry about – ergonomics are bang on the money, nothing ever makes as much as a squeak and the seats are pretty comfortable too. The suspension is pliant, definitely better than the slightly bouncy Swift. The backseat space, however isn’t any better here than its Japanese counterpart.

The Punto’s interior is an aberration from your usual cabin styling. The buttons on the centre console are done in silverish grey and people have mixed opinion whether they like them or not.  The instrumentation binnacle is done up in white dials with retro style font and looks really cool. The seats of the Punto aren’t the most comfortable, and could have done with a bit more back and thigh support. Long drives invariably end up hurting your backs. The suspension is well sorted out though for a good mix of driving dynamism and comfort, and backseat space too is better than the rest of the two cars discussed earlier.

The Figo takes the cake when it comes to in-cabin comfort though. There’s acres of room inside the cabin and the car feels delightfully airy and roomy thanks to the huge glasshouse. The space on the backseat too is worth a mention, allowing the occupants to stretch their legs farthest in this category. There isn’t anything fancy inside the Figo’s cabin, but the quality of plastics, the ergonomics and the comfort of the seats is typical Ford, reliable and functional. Even the suspension is very comfortable, and allows for superb ride quality. The Figo surpasses its competitors in terms of cabin space, and should by far make the most comfortable and spacious family car.

Verdict

The pricing of the Figo has been a big surprise. Ford has managed to price the car very aggressively. It has managed to undercut even the swift which has been the ultimate price warrior in the premium band of B-segment cars (Tata Indica aside). The Polo has also been priced very aggressively by Volkswagen standards, but the engines on the Polo don’t really make a very strong case for the car. The Punto is a charmer. It’ll have people smitten by virtue of its looks only. The gearshift isn’t all that great in this car and the prices too aren’t really comparable with the Swift, but the diesel variant really makes for a good buy. The Swift still makes a fabulous case for itself owing to its very competitive pricing, Maruti reliable service network and low-cost maintenance and good resale value. The space and the backseat comfort may be a hassle for some, but there is no denying that the Swift, especially the diesel variant is still the most fun car to drive.

All in all, it seems like the Figo has the ingredients to make a dent in the Swift’s sales. Nice looking, robustly built, capacious and very well priced – we think the Figo is the car of the moment

Bend Bohn, of the German auto components company, Robert Bosch Corporation, recently predicted that internal combustion engines will continue to dominate the automotive market well into the 21st Century. Automotive manufacturers have invested considerable time and effort in attempt to improve fuel efficiency in these engines, and they have been successful. In fact the U.S.A. Environmental Protection Agency (EPA), estimates engines have become 30 percent more fuel-efficient over the past 15 years than previously. However the gains have been offset by the introduction of increasingly bigger and more powerful engines. The average engine in the present industry is 63 percent more powerful than 20 years ago.

John Heywood, Director of the Sloan Automotive Laboratory at Massachusetts Institute of Technology, estimates new technology will reduce fuel consumption by a third by 2020 and a half by 2030. Gasoline-electric hybrid vehicles and modern diesel engines are significantly more fuel efficient than their gasoline counterparts, but new technology in gasoline engines is also expected to reduce fuel consumption.

Next year, General Motors will begin introducing “displacement on demand” technology in their engines, reducing fuel consumption by eight percent by using only half their cylinders during most normal driving. GM predicts another 7 to 11 percent in fuel savings can be achieved through use of continuously variable automatic transmissions.

More advanced variable valve controls, already in the works at BMW, are expected to further increase fuel savings, while Bosch has recently developed it Direct-Start system. The system allows the engine to shut off while idling, but it instantly restarts as soon as the driver touches the gas pedal, igniting the combustion mixture in the fuel injections system without engaging the starter motor. Bosch predicts fuel savings of 5 percent with the Direct-Start system.

New and exciting automotive technology goes far beyond fuel economy improvements. “’I’ve been involved [with auto research] for more than 30 years, and there’s more action and more promise for improvement now than I’ve ever seen,” says Heywood.

New technology expected to hit the marketplace within the next decade:

1) Active safety systems will include radar and cameras that watch for danger. “We’ve put airbags just about every place you can.” Says Toyota Product-planning Manager, John Weiner, “Within the next five years the car will use algorithms to anticipate hazards and intervene or warn the driver.

2) Keyless entry has already been implemented on certain Cadillac, Infinity and BMW models and will be introduced to approximately 40 different vehicles in the next three years. Credit card style systems will replace car keys.

3) Navigation systems such as computer-like screens on the dash, displaying navigation systems that employ global positioning satellite and onboard DVD’s to provide the driver with distractions, maps, and information on businesses such as hotels, hospitals and restaurants. The video screens will also have the capability to connect to PDA’s and cellular phones.

4) Wi-Fi hook-ups in almost every vehicle will provide weather, news, and other information. “We’re going to see hot spots in places like gas stations and restaurants,” says Peter Wengert, marketing manager for automotive products at Microsoft.

5) Data collection will give vehicles the capability to collect pertinent data that can be shared with dealers, manufacturers, and other vehicles helping service personnel perform remote diagnostics and help troubleshoot for a broken down motorist.

6) Onboard cameras will help detect blind spots, while helping parents watch their kids. Many recreational vehicles already have this technology at the rear and in front to “see” around corners.

7) 40 Volt Electrical Systems will become standard to accommodate the many new electric devices.

Voice commands are already in certain BMW’s, Jaguar and Lexus models and will become common and necessary in order to operate the various functions in cars.

9) Electronic pedals already in use in Mercedes, Chevy Corvette and all recent Audi vehicles, brake-by-wire and accelerate by wire pedals send an electronic signal rather than activating a physical connection to the engine and brakes. Emergency brake handles will also be replaced by electronic controls.

10) Programmable vehicles will let you use electronics to express your choice of vehicle you wish to drive, says Stanford professor of mechanical engineering Chris Gerdes. “You can have it be as sporty or luxurious, as you choose.” Drivers of the new Audi A8, for example can change the car’s ride by raising and lowering road clearance.

Bend Bohn, of the German auto components company, Robert Bosch Corporation, recently predicted that internal combustion engines will continue to dominate the automotive market well into the 21st Century. Automotive manufacturers have invested considerable time and effort in attempt to improve fuel efficiency in these engines, and they have been successful. In fact the U.S.A. Environmental Protection Agency (EPA), estimates engines have become 30 percent more fuel-efficient over the past 15 years than previously. However the gains have been offset by the introduction of increasingly bigger and more powerful engines. The average engine in the present industry is 63 percent more powerful than 20 years ago.

John Heywood, Director of the Sloan Automotive Laboratory at Massachusetts Institute of Technology, estimates new technology will reduce fuel consumption by a third by 2020 and a half by 2030. Gasoline-electric hybrid vehicles and modern diesel engines are significantly more fuel efficient than their gasoline counterparts, but new technology in gasoline engines is also expected to reduce fuel consumption.

Next year, General Motors will begin introducing “displacement on demand” technology in their engines, reducing fuel consumption by eight percent by using only half their cylinders during most normal driving. GM predicts another 7 to 11 percent in fuel savings can be achieved through use of continuously variable automatic transmissions.

More advanced variable valve controls, already in the works at BMW, are expected to further increase fuel savings, while Bosch has recently developed it Direct-Start system. The system allows the engine to shut off while idling, but it instantly restarts as soon as the driver touches the gas pedal, igniting the combustion mixture in the fuel injections system without engaging the starter motor. Bosch predicts fuel savings of 5 percent with the Direct-Start system.

New and exciting automotive technology goes far beyond fuel economy improvements. “’I’ve been involved [with auto research] for more than 30 years, and there’s more action and more promise for improvement now than I’ve ever seen,” says Heywood.

New technology expected to hit the marketplace within the next decade:

1) Active safety systems will include radar and cameras that watch for danger. “We’ve put airbags just about every place you can.” Says Toyota Product-planning Manager, John Weiner, “Within the next five years the car will use algorithms to anticipate hazards and intervene or warn the driver.

2) Keyless entry has already been implemented on certain Cadillac, Infinity and BMW models and will be introduced to approximately 40 different vehicles in the next three years. Credit card style systems will replace car keys.

3) Navigation systems such as computer-like screens on the dash, displaying navigation systems that employ global positioning satellite and onboard DVD’s to provide the driver with distractions, maps, and information on businesses such as hotels, hospitals and restaurants. The video screens will also have the capability to connect to PDA’s and cellular phones.

4) Wi-Fi hook-ups in almost every vehicle will provide weather, news, and other information. “We’re going to see hot spots in places like gas stations and restaurants,” says Peter Wengert, marketing manager for automotive products at Microsoft.

5) Data collection will give vehicles the capability to collect pertinent data that can be shared with dealers, manufacturers, and other vehicles helping service personnel perform remote diagnostics and help troubleshoot for a broken down motorist.

6) Onboard cameras will help detect blind spots, while helping parents watch their kids. Many recreational vehicles already have this technology at the rear and in front to “see” around corners.

7) 40 Volt Electrical Systems will become standard to accommodate the many new electric devices.

Voice commands are already in certain BMW’s, Jaguar and Lexus models and will become common and necessary in order to operate the various functions in cars.

9) Electronic pedals already in use in Mercedes, Chevy Corvette and all recent Audi vehicles, brake-by-wire and accelerate by wire pedals send an electronic signal rather than activating a physical connection to the engine and brakes. Emergency brake handles will also be replaced by electronic controls.

10) Programmable vehicles will let you use electronics to express your choice of vehicle you wish to drive, says Stanford professor of mechanical engineering Chris Gerdes. “You can have it be as sporty or luxurious, as you choose.” Drivers of the new Audi A8, for example can change the car’s ride by raising and lowering road clearance.