1991 User Manual

With Tata carrying out extensive exercises to constantly improve its range of cars, we’ve seen quite a few updates, facelifts and upgrades on several of the manufacturer’s products like the Manza. The latest in the line-up to get a new avatar is the Indica Vista with a 90PS (89bhp) diesel engine. It is powered by the 1.3-litre Fiat Multijet diesel engine that is shared with the likes of Maruti Swift and the new Chevrolet Sail. It makes the extra power (and pulling power) thanks to a different turbocharger and different engine tuning. The company claims this turbocharger, known as a variable-geometry turbo, improves the car’s low-speed responsiveness as well. Apart from the engine, a whole host of other changes have been carried out on this car to improve driving performance, ride and handling. The D90 has a new sound-deadening package to cut down on in-cabin noise when the car is on the move, and Tata has also tweaked the suspension to help the car handle the extra power. The good thing about the new engine is that it’s perfect for driving around in traffic – it’s responsive enough and has adequate power. However, if you want a sudden burst of power to, say, shoot into a gap in traffic, the engine will leave you wanting. There is quite a bit of throttle lag, but rev the engine past 2500rpm and a big burst of power comes in, which can get irritating. On the highway, the D90 will hold three-digit speeds quite comfortably and the engine is pretty refined as well. Other plus points include the light-action clutch and gearshift, and the way that it is rather easy to drive. Interestingly, the Vista D90 is slower getting to 100kph than the lower-powered Swift diesel. At 13.9sec, the Tata takes 0.3sec longer than the Maruti and we think this is because of the extra 150kg on the Vista over its competitors. Tata puts down the extra weight to the Vista’s extra-strong reinforced steel body shell. But it is a lot faster than the 75bhp Vista which takes 16.3sec for the same run. And if the engine impresses you, the cabin’s insulation from noise will completely bowl you over. Even at 140kph, the cabin is hushed, and you can actually have a conversation with your passengers without having to raise your voice. The tweaks to the suspension mean bad roads are dealt with comfortably and almost noiselessly. These improvements and the spacious cabin give the impression of being in a bigger car. Tata says the handling has improved, and this is true to a certain extent – the D90 does feel safe in the way it handles and high-speed stability is excellent – but it would be pushing things a bit to call it a sporty handler. Tata has also added new equipment to the Vista D90. In addition to the power windows and electric mirrors, the Vista gets a touchscreen audio system that includes voice-guided navigation, Bluetooth connectivity and an input for any possible form of media that you might feel like using (USB, aux-in, SD card and DVD). It’s also got climate control.

The manufacturer has also done a thorough job with the interiors, having upgraded a lot of the plastics, seat materials and even the air-con switches. Of course, close scrutiny will still reveal a few patchy bits – the volume knob on the audio system, for example. However, the Vista D90 is testament to the fact that Tata has come a long way in improving the interiors of its cars. The rest of the car remains as is. Good bits like the spaciousness and practicality are intact. The new two-tone dashboard is also nice. The beige lower cabin enhances the feeling of space and the smart (if a bit hard to read) dials lend a touch of sophistication. That said, the boot could definitely have been a bit bigger. At around Rs 6.6 lakh for the ZX+ trim and Rs 6 lakh for the lower-spec VX, the Vista D90 is a whole lakh cheaper than the Fiat Punto 90HP. It’s much better value than the Punto as well, simply because it’s got a lot more equipment and is a lot more practical.

Tata’s mid-size saloon gets an update with minimal styling tweaks and new features. When launched in 2009, the Manza took Tata’s ‘more car per car’ philosophy to an all-new level. Here was a mid-size saloon that was more spacious than cars a couple of steps up the price ladder. While that should have translated to huge sales in a value-oriented market such as ours, the Manza hasn’t been the success Tata had hoped it to be. In a bid to bring it back in the reckoning, Tata has updated the Manza to make it more desirable.

When you open the doors you can immediately tell that enhancing the cabin ambience was the prime focus for Tata. The new range-topping Manza EXL we’ve featured here gets nicely finished leather seats with the Manza name embossed on the headrests. While the large seats don’t improve on comfort, they certainly do add a touch of class to the cabin. Another change is the revised centre console that now houses a touchscreen interface for the audio system, Bluetooth telephony and satellite navigation; a first in this segment. However, the sat-nav didn’t quite give us point-to-point directions as it was supposed to, but that’s something a software update can fix. No complaints about the new automatic climate control system, which helps cool the Manza’s vast cabin effectively. Perceived quality also takes a step up as the predominantly black theme in the cabin helps camouflage the inconsistent panel gaps better than the beige tones of the earlier car. Curiously, the update does away with the soft-touch plastics on the dashboard top and door pads, though they still come unusually finished in a shade of plum. On the outside, it’s hard to tell the ‘new’ Manza from the old. Look closer and you’ll notice the car’s new eight-spoke alloy wheel design and the chrome embellishments on the body. Top EX and EXL models also get a contrasting colour for the roof (black or silver) to distinguish these from lesser Manzas. Tata hasn’t changed any of the mechanicals here, and it can still be had with a 1.4-litre petrol or a 1.3-litre turbo-diesel. We drove the diesel version and, as before, found it a bit sluggish in city driving, with the slightly heavy steering not helping comfort. What we did like, however, was the way the suspension absorbed bumps at city speeds. This, along with the comfy rear seat, make the Manza best suited to the chauffeur-driven. Prices start at Rs 5.7 lakh (ex-showroom, Delhi) for the base petrol version and extend all the way up to Rs 8.8 lakh for the diesel in the EXL trim featured here. With the updates, the Manza holds on to its trump card of space and gives you a little more by way of features across the range. We just wish the Manza took a bigger leap forward in other areas as well.

Toyota is all set to launch its second hybrid car in India. Unlike the Prius however, this one has a lot to offer Indian car buyers. An ideal combination between a hybrid and a spacious entry luxury car, the new Camry Hybrid brings customers the best of both worlds. But what exactly is the Camry hybrid? On the outside, the Camry Hybrid comes with a few exterior changes to distinguish it from the regular Camry. It gets a completely different bumper with a wider air dam and restyled fog lamps with chrome inserts. Lower profile Yokohama dB-series tyres wrapped around larger, 17-inch wheels and there are proliferations of blue badges to help identify it as a hybrid.

The real change, however, is under the skin. Toyota’s 2AR FXE DOHC VVT-I 2.5-litre petrol unit is there (albeit slightly tweaked to accomodate the electric motor), just as on the standard Camry, but assisting it here is Toyota’s electric drive unit that is all but identical to the one found under the hood of the Prius. The electric motor however, is slightly more powerful. The total output for the hybrid system is 202bhp – 158bhp from the petrol engine and 44bhp from the electric motor. The hybrid system’s battery is nickel metal hydride and not lithium-ion, while the battery’s capacity stands at 6.5amp/hr. The battery pack itself sits behind the back seat. There are changes to the cabin too, as Toyota smartly has focused on providing plenty of features to rear seat occupants. You get three-zone climate control (driver, front passenger, and rear passengers), cooled front seats, cruise control, and powered rear seats that recline by up to eight degrees. The rear armrest houses the controls for the recline functions and climate control for the rear. There’s a sunblind for the rear windscreen that is powered as well. And you get manual side blinds too. A nifty feature that Toyota has incorporated is the ability to flip the front passenger seat’s headrest forward to give rear passengers a better view of the road ahead. As with the regular Camry, there’s also a button on the side of the electrically adjustable front passenger seat, allowing you to push it forward from the rear seat. So what’s it like to drive? Well, there are three driving modes to choose from – EV, Eco and Normal. In EV mode, you drive on the electric motor alone, and you’re restricted to 40kph. Throttle responses are smooth in this mode and it’s best for driving in traffic. Then there’s Eco mode. Here, the electric motor works well with the petrol engine and there’s enough power and torque on offer to make driving effortless, especially at the bottom end. The new hybrid system integrates smoothly and feels evolved, improved and more refined. This is especially true when transitioning between various modes. The performance is quite nippy, but the moment you accelerate harder, the car takes a bit of time to get going. This is due to the e-CVT (electronic continuously variable transmission) unit it is mated to, which takes a bit of time to catch up and waits for the revs to build up. That said, the rubber-band effect usually associated with this kind of gearbox isn’t as pronounced as with other CVTs. The third mode, Normal, essentially deactivates Eco mode. The car is a lot more fun to drive in this mode as performance improves dramatically. Toyota’s petrol motor has always been torquey and quick to get off the mark. Here, with the electric motor assisting it, it’s even better. Hit the gas pedal, or in this case a combination of throttle butterfly and an electric switch, and you are instantly greeted with a lot of enthusiasm. You get an instant shove in the back, that keeps getting stronger for a few seconds and the Camry moves forward with plenty of energy and enthusiasm. Remember, we are talking about a car that is being pushed forward by a combined drive power of 200 plus bhp. In fact, the Camry gathers pace so fast, you can easily touch 180kph without the motor breaking into a sweat. Also impressive is the ride quality on the Camry Hybrid, and that’s despite the extra weight it is carrying. It is comfortable and pliant, soaking up road undulations reasonably well and because the heavy batteries sit behind the rear passenger seat, there isn’t too much bobbing or pitching either.

The impact of deeper bumps is felt though and the suspension does thud over larger obstacles. Unlike the Prius, this car also enjoys being driven in a spirited manner. The steering is impressively direct and the Camry Hybrid holds on gamely in corners, even as you pile on the power. Brake feel isn’t the best, though. Under hard braking, you can sense the regenerative brakes working away and the brakes feel a bit spongy. But the brake feel has been improved over the years in hybrid Toyotas, and in the Camry, it’s definitely a step up over the Prius. That said, the long wheelbase and ground clearance (identical to the normal Camry at 160mm) could be an issue on bigger bumps if the car is full, since the suspension setup is on the soft side. In terms of efficiency, Toyota claims that the Camry Hybrid’s ARAI-certified rating is somewhere in the region of 19kpl, which is quite impressive for a car of this size. We expect real-world efficiency to be in the region of 12-13kpl. So, does the new Camry Hybrid deserve a closer look? Absolutely. While hybrids haven’t done well in India so far, this new Toyota has the potential to change all that. The Toyota Camry Hybrid will be relatively affordable to begin with, costing only 3.5 to 4.5 lakhs more compared to the standard car because it is assembled here. A luxurious hybrid saloon that’s comfortable, well equipped, really nice to drive, the new Camry Hybrid could actually be the start of something big.

Tata’s long-awaited Safari update, the Safari Storme, hits the roads. We take it out for a spin. When you first look at the new Safari Storme, you are immediately struck by how, even 14 years after its launch, Tata seems to have made barely any changes to the exterior. Alterations to the nose and rear suggest that it’s not much more than a facelift. However, that misconception gets blown to dust the moment you drive it. Once you’re behind the wheel, you realise just how much of an improvement the new Storme is over the previous Safari. It feels better built, it’s far more refined, it rides really well and the interior too feels a generation ahead. The most obvious changes are to the front, where the slim, wide grille (capped with a thick chrome strip) undercuts the sharp-looking headlights in a nice, stylistic touch. Move to the side however and the Storme looks exactly like the old Safari. New cladding for the doors and wheel arches can’t hide the fact that the glass house is identical, the doors are similar and the A, B and C pillars are the same as well. At the back, the tailgate-mounted spare wheel has now been moved under the floor.

The result is a cleaner rear profile with a new set of tail-lights. On the inside, the overall improvement in quality all around is immediately evident and almost nothing of the old car is carried over. The chrome door handles and leather seats add a touch of luxury, as do small details like the chrome on the gearlever and the flock lining in the glovebox. Just like the previous generation Safari, the Storme has excellent seat comfort and, once you haul yourself in, you are rewarded with a commanding seating position and a delightfully spacious and airy cabin. The front seats are large and very well bolstered, whilst the rear bench is supportive too. In stark contrast, the third row is far from comfortable or practical. The tiny, foldable jump seats are only useable on short journeys, at best. On the mechanical front, the Safari Storme uses an updated version of the 138bhp Dicor motor, which Tata now calls VariCor, because of the use of a variable geometry turbo. This 2.2-litre common-rail, direct-injection motor uses double overhead cams, hydraulic valve adjusters and sixteen valves to breathe better. The overall level of refinement is much better now with an engine that is quieter throughout its rev range, and a cabin that feels particularly well insulated from the outside. Tata engineers have managed to shave around 75 kg off the old car thanks to a lighter chassis, but this hulking two-tonne SUV is a bit lethargic off the line; a result of its weight and lack of low-end torque. You need to keep the engine above 1800rpm, after which the Storme picks up the pace with a fair amount of enthusiasm. The mid-range is quite punchy and cruising is quite effortless, which suits the Safari’s role as a long-distance cruiser. The clutch is reasonably light and the gearbox has been improved with shorter throws, but the shift still feels a bit soggy and vague. The Storme sits on a shortened version of the Aria’s hydroformed X2 chassis and maintains the previous Safari’s 2650mm wheelbase.

As a result, the Storme’s chassis is approximately 50 percent stiffer and 35kg lighter than the old Safari’s outdated ladder frame. The ride comfort is simply fantastic. The Storme coasts over bumps and broken roads like a freight train, flattening out even the largest of potholes. The suspension, also carried over from the Aria, is on the softer side, and hence there’s a fair amount of pitching and heaving over uneven surfaces. The Storme retains the old Safari’s comprehensive four-wheel-drive system that includes a low range and a limited-slip differential. The system is easily engaged by using a central console-mounted dial and this allows the big Tata to tackle medium to difficult sections. The new Safari Storme comes equipped with features like ABS, remote locking and an audio system with Bluetooth connectivity standard across the range. In fact, the Rs 9.95 lakh (ex-showroom, Delhi) that Tata is asking for the base Storme LX may be considerably more than the old LX, but the equipment is on par, if not better than, the old mid-level EX. Unusually, the top-end VX versions (Rs 12.5 lakh for the 4x2) no longer get the reversing camera (there’s just parking sensors) or DVD player as they did before. The Safari Storme, then, comes across as a quantum leap ahead of the previous Safari. It’s well-equipped, refined, better built and comprehensively updated. And with prices starting from Rs 9.9 lakh for the base 4x2 model and going to Rs 13.7 lakh for the fully loaded 4x4 option, it’s great value for money. Also, as a long-distance cruiser, nothing can quite beat it for the money. The only grouse is that, even after 14 years, Tata hasn’t got around to changing the ageing body completely.