2011 ford new ford fiesta review fiesta price india

2011 ford new ford fiesta review fiesta price india

2011 ford new ford fiesta review fiesta The all-new Fiesta is the first contemporary saloon that Ford will launch in India in May 2011.  Ford is now bringing its latest products to the Indian market and the company’s new ‘One Ford’ mantra means Fiestas sold in China, Thailand or the US are ostensibly the same as the ones that will come to India.

The new Fiesta is built on the company’s B2E platform, which has won much acclaim for its light yet stiff construction. The hatchback version won’t be coming soon to India. India will get the saloon derivative currently sold in China and other Asian markets. The Fiesta saloon’s wheelbase is the same as the hatchback. Ford India wasn’t part of the B299 programme in the early stages when it could have asked for a longer wheelbase, which is so crucial in a segment where the rear seat is important.

The boot section has been integrated seamlessly, and merges well with the rest of the body. There is however an awkward-looking area above the rear wheel arches that makes the rear tyres look a touch puny. However, the nose is striking and, apart from the Honda City, the Fiesta looks far more futuristic and cutting edge than any of its competition. Ford’s ‘Kinetic Design’ language is amply evident in the new Fiesta. Sharp cuts, strong creases and taut skinning make the Fiesta look like it’s full of energy. The swept-back, dagger-like headlights straddle a slot-like intake while the large, lower trapezoidal grille is a common Kinetic Design feature. The steeply raked front and rear pillars and quarter-glasses at both ends support a sporty looking roofline. The rear tail-lights straddle an upright boot lid.

The new Fiesta comes with an exceptionally rigid chassis that makes suspension tuning a lot easier. It also comes with electrically assisted steering which uses a column-mounted motor. For the Indian market, Ford is using a higher profile tyre (195/60 R15) which has increased the new Fiesta’s ground clearance by 15mm.

The new Fiesta’s interiors are dramatically different from the present car. There’s a wing-like design theme to the dashboard. The large screen is very easy to read and is a useful feature that’s missing in the Fiesta’s rivals. The new Fiesta will be the first Ford in India to get electronic climate control and steering-mounted audio controls. The Indian Fiesta is expected to be launched with light shades and richer materials. The dashboard is nicely textured with soft-touch material but some plastics lower down look shiny and cheap; some of the switchgear too doesn’t feel premium either. But what really lets the interiors down is the rear seat which simply can’t match a City or Vento for legroom. Headroom too is not as generous and the small rear windows add to the cooped-up feeling. The saving grace is that the seats themselves are quite comfy with generous cushioning. The driving position is superb, the pedals are well spaced and there’s even a dead pedal to rest your foot. There isn’t an abundance of storage space inside the cabin and the flattened glovebox, which improves kneeroom, can’t hold much and neither can the door pockets. Boot space is average but the 60:40 split of the rear seats is useful.

The new Fiesta is likely to use Ford’s DV6 or 1.6-litre Duratorq diesel engine which develops around 90bhp. Though it’s not as powerful as the Vento’s 1.6 diesel, we expect it to be more responsive just like the smaller 1.4 Durtatorq in the old Fiesta. What Ford has confirmed is a 120bhp 1.6-litre petrol which will put the new Fiesta on par with the City and Linea T-Jet. This engine gets variable valve timing which boosts power by a whopping 20bhp. The Indian Fiesta will get the same IB5 manual gearbox.

The responsive 1.6 engine is quick off the line and revs eagerly and with smoothness that makes it more than a match for the City. Also impressive is the low NVH levels. Even at max revs, it doesn’t sound overly thrashy or strained. Power delivery is fairly linear. The 1.6 petrol Fiesta is undoubtedly quick but special mention must be made of Ford’s PowerShift six-speed automatic transmission, a twin-clutch unit that feels more direct and connected than a conventional torque converter. Gear changes are quite seamless, especially at higher speeds, but in slow-moving traffic, the transmission feels a bit jerky. The big advantage of Ford’s dual-clutch PowerShift transmission is superior fuel efficiency and Ford should consider launching an automatic option for India.

The Fiesta’s ride and handling is miles ahead of the competition. Its dynamics are very special and it handles uneven and poorly surfaced roads very well. The brilliance of the Fiesta’s chassis lies in how supple the suspension feels and the way it glides over bumpy surfaces with just the right amount of vertical movement. The body control and grip is so good that you can scythe through a series of bends with complete confidence. Straightline stability at highway speeds is terrific, and the Fiesta is very reassuring to drive.  The steering is the best example of an electrically power assisted system we have experienced. It has a pleasing weight to it, a consistent feel and lets you place the nose accurately where you want to. The key to the Fiesta’s class-leading dynamics lie in the stiff and rigid chassis.

The present Fiesta is a pretty good car, but it’s the new model with its modern and upmarket looks, strong engines and amazing ride and handling that has the potential to go straight to the top of the class. It isn’t very spacious and the interior quality is a bit of a letdown but for sheer driving pleasure nothing comes close. With the right pricing, it could prove to be the most serious threat to the Honda City yet.

Price Range (in lakhs)*
Ex-showroom Price	7-9lakh (est)
ENGINE
Installation	front,transverse
Power	120bhp at 6000rpm
Torque	15.39kgm at 4050rpm
Transmission
Gearbox	5-speed manual
Chassis & Body
Length	4291mm
Width	1722mm
Height	1454-1496mm
Wheel Base	2489mm
Weight	1171kg
Suspension
Front	Independent, MacPherson struts, anti-roll bar
Rear	Non-independent, twist beam
Brakes
Front	Ventilated Discks
Rear	Drums
Tank size	43 litres

Toyota Etios Liva Review Toyota etios liva new car india

Toyota Etios Liva Review Toyota etios liva new car india

The made-for-India Etios Liva marks Toyota’s much-awaited foray into the hotly contested Indian small car segment where price and affordability are crucial. The cheapest Toyota yet will be up against some very capable rivals and hot sellers like the Ford Figo, Hyundai i20 and the reigning king of the segment — the Maruti Swift.
The Liva is already a familiar face before it hits the road sometime later this month. It looks identical to its Etios saloon sibling till just after the B-pillar and this means no radical lines and conservative styling. Though the Liva’s design lacks the dynamism of a modern Honda or Hyundai, there are lots of nice touches which add a bit of flair.  The top-of-the-line VX variant comes with a chin spoiler, side skirts and a roof spoiler. We liked the upswept crease on the lower portion of the doors and the way the waistline broadens as it approaches the stylish wraparound tail-lights. Other interesting details include the slight kink in the small headlights at the point they meet the large smiling grille and a ‘power’ bulge on the bonnet which is a sporty touch.
There’s no doubt that the Liva looks best when seen from the rear three-quarter angle where the wel- defined shoulders and chunky C-pillars add considerable muscle to the design.
Viewed from the side, the Liva looks a whole lot better than the Etios saloon. The massive boot of the saloon is replaced by a short rear overhang that gives the Liva a nice, well-proportioned silhouette. The large 15-inch wheels on the higher V and VX variants (lower J and G versions get 14-inchers) add to the car’s balanced stance. Roving eyes will also lock on to the ribbed roof which, like on the Etios, is one of the Liva’s many rigidity-enhancing and weight-saving measures.
As with all Toyotas, fit and finish is good and the paint quality is pretty good roo. However, you can’t escape the feeling of being in a car that is very light and built to strict cost targets, the hollow sound of the door-shut making this most apparent. However, with a kerb weight of only 920kg, the Liva is the lightest hatch in its class - a good thing.
Get into the Liva and you are greeted by midsize car-rivalling interior space. Getting in and out is easy, thanks to the large and wide-opening doors, and there is genuine space for five adults in the cabin. The front seats, which are identical to those in the saloon, have decent cushioning and superb lower back support. But again, they are only mildly contoured so lateral support isn’t all that great.  The rear seat itself is generous with decent under-thigh support and a near-perfect backrest angle but the flat design, the tiny, fixed headrests and lack of generous contours make you feel like you are sitting on a bench.
Open the hatch and you get a decent 251 litres of space. You do have the option to fold down the rear bench but there is no split.
The Liva’s dashboard is carried over from the saloon, so it gets centrally mounted instruments that are easy to read despite their unconventional placement. Along with seven bottle and cupholders, there is the cavernous 13-litre glovebox that also comes with air-conditioning to keep those drinks cool. The ergonomics inside the cabin are good and everything has been well thought out. The quality of plastics is the same as in the Etios, which means they don’t look or feel great, except for the brushed finish on the top of the dash. The chunky flat-bottomed steering wheel has a good grip and comes with controls for the CD player in VX trim.
Liva’s light kerb weight plays its part in the performance department. Its 920kg kerb weight and 79bhp of power equate to a power-to-weight ratio of 85.8bhp per tonne, which is actually the best among the 1.2-litre hatchback brigade. Performance is at par with the competition but the Liva doesn’t feel as quick as the acceleration figures suggest. That’s because Toyota has tuned the Liva’s twin-cam, 1197cc engine for fuel economy rather than pep. The hatch is slow off the line and it’s only after 2000rpm that progress quickens. The engine gets more vocal at this point but don’t expect fireworks thereafter either. Power builds decently till 4000rpm and then tapers off once again into a meek top end. The low-end grunt isn’t that impressive either.
Built from the same block as the Etios’ 1.5-litre motor, the Liva’s smaller 1.2 engine shares the same 72.5mm bore and hence the reduction in capacity is achieved by considerably shortening the stroke (which is also 72.5mm).  The Liva’s part-throttle response is pretty good and with small throttle inputs, the hatch feels lively. Adding to the Liva’s user-friendly appeal are the smooth-shifting gearbox, light clutch and effortless steering. There is some whine from the transmission and a fair amount of road noise that filters through the cabin as well.
The ride quality in general is good and it’s on the broken patch that the Liva feels impressive. It simply coasts over potholes though you can hear the suspension working hard, especially at the rear. The Liva is sprung on the firm side, so it does get a bit jiggly at low speeds on an uneven stretch. However, the stiff suspension and generous ground clearance (170mm) allow you to confidently tackle speedbreakers or drop two wheels off the road.
The Liva is a city car first which is why buyers will really take to its light electrically assisted steering. As on the Etios sibling, there are more turns lock-to-lock than usual but this doesn’t take much time getting used to. It is only when cornering hard that you really wish the steering was faster.
Overall, the road behaviour of the Liva, though not exciting, is safe and predictable. Save for the base J variant, ABS with EBD can be had on the G version and comes standard on the higher V and VX variants.
The Liva is a very competent city runabout which offers everything a typical small car buyer wants - superb space inside, light controls, good ride quality and decent equipment levels. But where the lightweight Liva will certainly shine is in fuel economy which, perhaps, will be among its biggest strengths. The ARAI-tested mileage of 18.3kpl is the best in class.
The car will be officially launched later this month and we expect the prices to be in the range of Rs 4-5 lakh, which places it in the heart of the small car segment.

• Interior space
• Urban-friendly commuter

• Dull driving experience
• Cost-cutting evident

Price Range (in lakhs)*
Ex-showroom Price	Rs 4-5 lakh (estimated)
ENGINE
Fuel	Petrol
Installation	Front, transverse, front-wheel drive
Type	4 cyls in-line, 1197cc
Bore/stroke	72.5mm /72.5mm
Power	79bhp at 5600rpm
Torque	10.6kgm at 3100rpm
Power to weight	85.8 bhp per tonne
Transmission
Type	Manual
Gearbox	5-speed
Chassis Body
Length	3775mm
Width	1695mm
Height	1510mm
Wheel Base	2460mm
Boot Volume	251-litres
Ground Clearance	170mm
Weight	890-920kg
Wheels	14inch (J and G) and 15inch (V and VX)
Tyres	175/65-R14 and 185/60-R15
Spare	Full size
Suspension
Front	MacPherson struts
Rear	Torsion beam
Steering
Type Power	Electric
Brakes
Front	Ventilated discs
Rear	drums
Acceleration
0-20	1.05sec
0-40	3.08sec
0-60	5.51sec
0-80	9.98sec
0-100	14.08
Acceleration in Gear
20-80kph in 3rd gear	15.81sec
40-100kph in 4th gear	22.69sec
Economy
Overall	18.3kpl (ARAI figure)
Tank size	45-litres