Tata shows eMO Ev concept at Autoshow Detroit

Tata has showcased its latest engineering wonder, the eMO EV concept as a part of the Michellin Challenge Design at the Detroit Auto Show. The eMO (Electric MObility) has been engineered and developed by more than 300 engineers from the Tata Technologies centers based in Pune, Detroit, UK and Germany.

The eMO architecture emphasizes on ‘right size’ personal urban transportation by minimizing its exterior footprint and maximizing interior space, and this includes seating for four adults. And based upon research of city and urban usage, eMO has the flexibility – with rear seats articulated – to do double-duty as a personal cargo carrier, without the mass and cost of a dedicated trunk.

The concept features a liquid-cooled, dual-motor, front-wheel-drive drivetrain coupled with an air-cooled 18.4 kW high-energy/density battery. It is capable of travelling 161 km on a single charge, with a top speed of 105kph. Additional features include nine air bags, a full steel safety cage, a dashboard touchscreen interface, and easy-access rear suicide doors, combined with forward-opening front doors.

On the mechanical front, it gets an independent front lower A arm and MacPherson struts. The rear suspension has a semi-trailing link with separate mounting shock absorbers and springs. Front disc and rear drum brakes are antilock with electronic stability control. Steering is provided by an electric power-assisted rack-and-pinion system.

It also reportedly has more aerodynamic surfaces and shorter overhangs than conventional internal combustion-powered vehicles. To further reduce carbon footprint, its assembly process forgoes traditional painting methods for mold-in colored body panels, and it incorporates recycled building materials.

Despite having an estimated price tag of USD 20,000, the eMO concept has no plans of being mass produce. However, Warren Harris, Tata Technologies President and Global COO states, "We developed it strictly as an engineering study with no particular automaker in mind. If there are auto companies interested in exploring the potential of the eMO, we would, of course, welcome that opportunity."

"The eMO project symbolizes the coming of age of Indian automotive engineering," according to Harris.

Kevin Fisher, President, Tata Technologies' Vehicle Programs & Development (VPD) Group, explained the beginning of the eMO program. "In mid-2010, in anticipation of the April 2011 launch of VPD, we researched numerous concepts for an internal engineering study that would highlight both the Tata Technologies dedication to environmental responsibility and sustainability, and showcase our global experience, knowledge, capacity and innovation."

Tata unveils Safari Storme at the Auto Expo

Taking centrestage at the Tata stand is the Safari Storme. The Storme is not an all-new Safari but a throroughly revised version of the existing SUV. Among the biggest changes to the vehicle is the adoption of Tata's modern X2 platform that also underpins the Aria. The switch to the X2 platform should reap huge benefits in terms of dynamics and overall refinement.

Tata has also tweaked styling to make the Safari look contemporary. The nose is all-new with a different front grille and headlamp design. In silhouette, the Safari looks pretty similar to the outgoing model though the different side cladding are give aways of the new car. Styling changes to the rear include a new tail gate with the spare wheel now mounted under the body. A thick horizontal strip above the repositioned number plate is a noteworthy detail here. Dual chrome tipped exhausts complete the rear redesign.

The interiors have received a makeover too with a revised dashboard design and plastics that seem to have improved in quality.

Powering the Safari Storme is the familiar 2.2-litre, 16-valve common-rail DiCOR engine on duty on other Tata cars. While peak power remains 140PS, the engine has been worked on to improve overall refinement which is something the Safari was in dire need of. Just how much better the new Safari is over the older car? To know the answer you;ll have to wait for our exhaustive road test.

Other significant exhibits at the stall were the Manza diesel-hybrid concept and the new 1.05-litre 3-cylinder variant of the 1.4 DiCOR engine.

JLR to showcase a slew of concepts

India is a home away from home for JLR since Tata Motors took the reins, so these iconic British brands want to put their best foot forward at the Expo to showcase what they are capable of.

Waiting to shock and awe you will be the DC100 and DC100 Sport. These radical concepts preview the 2015 successor to the Defender and the inspired styling and off-road potential are hard to miss.

The poster-worthy C-X16 concept will show the future of Jaguar design. Proposed specs are a 380bhp 3.0-litre V6 and a ‘push-to-pass’ F1-style electric boost system that makes another 95bhp. The C-X16 can do a 0-100kph run in just 4.4sec. Yummy!

Jaguar may also display the turbine-powered C-X75 supercar at the show. To be developed with Williams F1, only 250 units will be built from when it goes on sale in 2013, so make sure you click your pictures because seeing another one in the flesh later will be really hard (unless you buy one). The facelifted XF and Evoque will be the other cars at the JLR hall.

Tata Nano to get upgraded starter motor

Tata Motors has announced a ‘replacement exercise’ for all Nano models except the recently launched 2012 Nano.

As part of this exercise, Tata Motors will replace the starter motor with the one that comes in the 2012 Nano.  This will be done free-of-cost and will affect about 1.40 lakh customers nationwide, and will cost Tata Motors about Rs 100 crore. According to Tata Motors, there is no formal safety hazard that has been associated with the old starter motor and the upgrade is being done to enhance the car’s realibility.

Tata to showcase Pixel at Expo 2012

Tata Motors will showcase the Pixel city car concept at the 11th Auto Expo in Delhi.

The Pixel concept, which made its debut at the Geneva motor show in February this year, is based on the Nano, but has been developed mainly for European markets. It’s just over three metres long, and when it reaches India two years from now, will be up against the likes of the Maruti Alto. Like the Nano, the Pixel will be rear-engined, but will be powered by a three-cylinder petrol and a turbo-diesel.

The design and engineering - the work of Tata’s in-house engineers - incorporates scissor doors and a large glass area, including a panoramic roof. It gets a unique rear-wheel counter-steering system that gives the Pixel a turning radius of just 2.6 metres. The Pixel will form the basis of the next-gen Tata Nano, which is expected not before 2015.

Tata is also in the process of developing hybrid and electric versions of the future Nanos to help it meet future European emissions norms.

However, what’s not making it to the Tata Motors’ stall is the much-speculated diesel powered Nano. Although development on the Nano diesel is complete, the company is holding back the launch. This is a strategic move from Tata Motors, which is keen to push sales of the much-improved Nano 2012, which has been clocking good volumes, in recent months.

We expect the Nano diesel to be launched not before 2013, powered by an 800cc, 2-cyl 45bhp diesel motor.

New Safari 'Merlin' coming

Tata is going to launch a new Safari early next year. Codenamed ‘Merlin’, this will be the SUV’s most thorough update since its launch in 1998. 

New projector headlights, a squarish grille that looks more imposing than before, and a pronounced chin with a lip under the bonnet are major front-end revisions. The rear gets two chrome-tipped exhausts and an oversized chrome bar over the number plate. As seen in the spy pictures, the new Safari gets up-market looking interiors with an all-new dash and fascia. There's plenty of plastic 'wood' all over the dash.

The dials are minimalist with white numbers on a black background and the circular air-con dials look attractive too.  However the tall gear-lever looks like it is carried over. The typically Tata four-spoke steering wheel however doesn’t get steering-mounted audio controls.

The biggest change, however, will be adopting the new X2 platform from the Aria. Shortened to the Safari’s 2650mm wheelbase, it will massively improve the SUV’s ride and handling characteristics. It also gets twin exhausts like the ones on the Aria. Power will come from the same 140bhp, 2.2-litre DiCOR motor, but it will be more refined. Expect a price-tag of Rs 11 lakh.

FIRST DRIVE Tata Indigo eCS VX review, test drive

A saloon for small car money, the Indigo CS is really hard to match on sheer value for money. Tata Motors has tweaked the car over the years and the car you see here is a further development of the eCS model launched in 2010.

The majority of changes have been made under the bonnet. For starters, Tata has fine-tuned fuel delivery for improved driveability. Engine calibration has also been worked upon to make it more suitable to typical Indian driving styles. The air-fuel mixture has also been optimised by adjusting the air mass sensor. Fifth gear is now taller than before to enhance highway crusing. Gearing is now identical to the Indica eV2 with which the Indigo eCS shares its 1.4-litre common-rail CR4 diesel engine.

Get the motor started and you will be greeted by a muted clatter at idle. Vibrations on the steering wheel, gear knob and even the seats mean this engine is far from being the benchmark for refinement. However, it is when you get going that you see the Indigo eCS in a more positive light.

There is a drone under 1500rpm, but once past that mark the Indigo picks up the pace. The turbo kicks in at about 2000rpm but even then there is no sudden spike in power, but a nice continual build-up.

It is the combination of the eCS’ linear power delivery and good spread of torque that make it such an easy car to amble about town in. Good driveability also means you don’t have to work the rubbery and imprecise gearbox all that often. Cruising on the highway, the eCS feels relaxed with its engine revving at a casual 1800rpm at an indicated 80kph in fifth gear.

The tyres get a new tread pattern for lower rolling resistance and Tata has also bumped up the recommended pressure for the rear tyres by 2psi. In its quest for maximising efficiency, Tata has also reworked suspension geometry (to reduce scrub), but this seems to have also had a positive effect on ride.

The eCS is quite adept at dealing with larger bumps like potholes with the suspension always going about its business quietly. What aids the car’s cruise-happy nature is its good straight-line stability; a result of the car being slightly stiffly sprung. On the flipside, low-speed ride is jiggly and the rear does feel somewhat bouncy at all times.

We also didn’t like the non-linear feel of the steering and vagueness at the straight ahead position; dynamics on the whole are quite ordinary.

What isn’t ordinary is the Indigo eCS’ fuel economy. Tata is publicising an ARAI-tested figure of 25kpl, though we got 15.3kpl in city driving and a very impressive 19.6kpl on the highway. The city figure matches that of the Indica eV2 (which is 30kg lighter) and the lower drag of the saloon body shape actually results in a 0.3kpl improvement. Whatever way you look at it, these figures are exemplary and will doubtless be the clincher for many buyers.

Not much else has changed. Styling is shared with the outgoing model and the interiors are the same too. There is plenty of space inside but rear seat comfort remains average.  We feel Tata has missed an opportunity here to rectify many of the Indigo’s ergonomic glitches. The three-spoke steering that mimics the Tata ‘waterfall’ logo is set too high and can’t be lowered. Then there are the awkwardly positioned pedals that are uncomfortable to operate in stop-go traffic. Even the power window switches placed ahead of the gearbox are difficult to access. The list goes on.

Indigo eCS prices start at Rs 5.28 lakh for the base LS variant, which means it remains the most affordable diesel saloon on sale in India. Should you buy one? If value and low running costs are paramount to you, then the Indigo eCS makes a smart buy. Just don’t expect to develop too deep a bond with the car.

Fact File

Price Range (in lakhs)*

Ex-showroom price

Rs 5.8 lakh (ex-showroom, Delhi)

Engine

Installation	Front, transverse, FWD
Type	4 cyls in line, 1396cc, common-rail, turbo-diesel
Power	69bhp at 4000rpm
Torque	14.2kgm at 1800-3000rpm

Transmission

Gearbox

5-speed manual

Dimensions

Length	3988mm
Width	1620mm
Height	1540mm
Wheel base	2450mm
Ground clearance	165mm

Chassis & Body

Tyres

175/65 R14

Tata Nano 2012 review, test drive

A vibrant range of colours, which includes a Papaya Orange and Rouge Red, loudly announces the fact that the Tata Nano has been given a makeover. But look beyond the eight new shades of paint and it is hard to distinguish the new-for-2012 car from the earlier model. The only real exterior additions to the upgraded Nano are the plastic wheel caps (on the top LX model) and a passenger-side rear-view mirror, which is a very welcome and essential feature.
The instant you o
pen the door it becomes abundantly clear Tata has listened to feedback and worked hard to spruce up the plain-Jane interiors of the Nano. The LX model gets a beige dashboard with a silver-finish centre console and gear knob. The seat fabric is beige too, and this really helps liven up the cabin. Even the dual-tone door pads, which have deeper pockets than before, look a huge step up from the very basic original design.
A very noticeable change is the new front seat headrests, which can now be adjusted (the one-piece seat on the earlier car did not allow this), but their movement is quite limited. The front seats themselves are better contoured now and more supportive than before. Moving to the back, we were reacquainted with the massive space inside the Nano; it makes every other budget hatchback feel a whole size down. Rear seat comfort is enhanced too, thanks to new contouring on the seat base and the seat-back height has also been raised for better shoulder support.Tata has tweaked the Nano’s 624cc engine to make it more fuel-efficient, and the good thing is that power is also up from 35bhp to 37bhp. Torque too has improved by 0.4kgm, to 5.2kgm. However, the Nano still drives very much like the earlier car - while it is not quick by any measure, it is adequate for typical city driving. Part of the reason the performance gain is not apparent is that Tata has given the Nano slightly taller gearing, again in the interest of economy. For the record, Tata claims an ARAI-tested figure of 25.4kpl (up from the earlier model’s 23.6kpl). Refinement has been thoroughly improved as well, with a very silent idle and fewer vibrations transmitted through the body. Also, changes to the intake and exhaust mean the Nano doesn’t sound like an auto-rickshaw anymo
re.
There have been some changes under the skin too. Our biggest grouse with the original Nano was its steering, which felt heavy at slow speeds. Revisions to the suspension have addressed this issue to a fair extent, and the steering now feels noticeably lighter, but still requires some effort, especially when parking. Power steering is unfortunately still a long way off and would have ideally complemented the Nano’s famously tight turning circle to make it really easy to hustle about in crowded city traffic. Stability is improved too, thanks to an anti-roll bar at the front.
But the best news of all is that Tata has not raised the prices for this updated Nano. The Nano Standard retails for Rs 1.4 lakh (ex-showroom, Delhi), the CX costs Rs 1.7 lakh and the top-end LX has been priced at Rs 1.96 lakh.
More upmarket, better to drive and all for the same low price, the Nano just got a whole lot more appealing.

Fact File

Price Range (in lakhs)*

Ex-showroom price

Rs 1.4-1.96 lakh (ex-showroom, Delhi)

Engine

Fuel	Petrol
Power	37bhp
Torque	5.2kgm

Dimensions

Length	3099mm
Height	1652mm
Wheel base	2230mm
Ground clearance	180mm

Performance

0-20	1.65
0-40	4.45
0-60	8.93
0-80	15.99
0-100	27.38