tata motors rs. one lakh car

Tata Motors Rs. One Lakh Car Tata’s one lakh car is the most expected car in recent times not only in india, the whole world is anticipating for the car. “The one-lakh car is a case study which the whole world is watching. If successful, the car can spark demand in a new segment all over the world” reports JD power an Automotive rating and research firm. That’s why every news and rumours about the low cost car is getting covered in almost every magazines, every newspapers and every webportals even the mighty Businessweek and BBC is reporting about the developments of the car. The most expected car has also become the most controversial car in indian history. Whether its the singur controversy or the competitors criticism in one or many ways the one lakh car is making news.

Whie the Chevrolet Aveo, currently the cheapest car in the US, costs around $ 10,350 while Europe’s low cost contender the Dacia Logan costs around 6000 euros. Coming to india while most manufacturers are finding difficult even to make a 100cc bike for Rs40000 Tata is building a car for 1 lakh ($2500) and Tata has to break its own achievements and has to set new levels of benchmarks in design, production, assembly, logistics and whereever they can to produce a car at such a price.

Can the Tata’s meet the expectations? Will the one lakh car convey the india’s potential to the world? Will Tata stick to its price tag? Will it make sense for Tata to have a car when other players are moving to premium segments? Will the more demanding customers will like the low cost machine? In this preview we will find answer for all these questions also we will know how tata is cutting the cost in all domains to adhere to its price tag.

Name for the Commuters car:

The most watched car in the Indian car space — the Rs 1-lakh ($2500) offering from the Tata Motors stables — is still unnamed, but company sources here believe that `Jeh’ is emerging as the `most favoured name’. “It has always been our Chairman Mr Ratan Tata’s dream to name one of the cars after J.R.D. Tata,”said a Tata official.

What’s the 1 lakh car all about?

Tata says the proposed Rs 1-lakh car would be a vehicle that “will seat four to five people and have a rear engine. It will not be a scooter, three-wheeler or an auto-rickshaw made into a car.” “It will also not be a stripped down car. It will be an inexpensive car,” he said, but added that it would obviously not have the finish or the high speed or the power of a larger car. It would be a rear engine, 4-5 seat, four-door car with about 30 hp (horsepower) engine.Though it is tough to preview a car which is guarded highly by its manufacturer, we will unveil as much we can in this post.

Engine and Transmission:

It is almost sure that Tata’s no frills car will be an rear engined car –to save the transmission cost. Tata Motors have tested an 550-650cc engine but felt it is not sufficient to propel a four seater and they decided to step up the engine. Robert Bosch the international Auto Electronics major has acknowledged that’ its latest success is an order to supply alternators, brakes, and gasoline and diesel management systems for the one lakh car from Tata’. So a diesel and petrol unit is sure for the one lakh car. It is believed that finally tata settled for a 660cc petrol unit and 700cc diesel unit to power the one lakh car.

For the 660cc petrol unit Bosch has designed a special fuel injection system called “value motronic” - the cost of the system is roughly half of a full scale system and it is said to be more efficient. For the 700cc diesel will be a CRDi unit( it’s DICOR for Tata) too Bosch has developed a special injection system for this world’s first twin cylinder CRDi engine. Earlier in 1998 when Ratan Tata unveiled a concept car named ‘zing’ he initiated the idea of producing the 1 lakh car using scooter parts. Yes, Tata opted a basic, automatic or variomatic transmission, instead of a manual transmission set up. Not only it will help the tata in cutting the cost as Tata targets millions of two-wheeler users for its 1 lakh car it will be easy for the tata to lure them. In the combination of a smart petrol unit or a DICOR unit with automatic transmission the one lakh car will be dearer not only while your buying it but also it will be softer on your monthly fuel bill. Overdrive reported petrol version of the one lakh car registered mileage/ fuel efficiency in the region of 26kpl(65mpg) in the internal Tata tests and but Tata is gunning for 30kpl!(70mpg) enough isn’t it? if not, Tata – Bosch DICOR unit may satisfy our thirst. On the performance side the petrol unit is believed to produce 33bhp with a top speed of 120kph(80mph)

Few disadvantages in a rear engine car:

* uneven weight distribution and hence poor traction control

* poor cornering and poor handling

* poor engine cooling and hence more chance for engine overheating

* almost no boot space and cramped space for rear passengers

Design and features:

Tata’s zing and indiva concept cars exhibited at 1998 and 2002 auto expo would be base for the proposed one lakh car. Apart from the concept cars, the one lakh car is sure to have few signs popular rear engined cars such as volkswagen beetle, Fiat model 500 and porsche cars. Tata has outsourced the design to Italy’s Institute of Development in Automotive Engineering (IDEA) which designed most Tata;s cars including indica. The one lakh car probably will not be designed to win any beauty contests but at the same time it will not be a ugly duckling either. As evident from the indiva, tata’s small car will embrace not so contemporary tall boy look similar to Maruti Suzuki’s WagonR. Under the front hood the one lakh car will have a small storage space, “like an overhead bin” on an airplane.

As bonnet is used for the storage space, headlamps will not be a wraparound, it may be quadrilateral in shape and the headlamps will sit on the smaller bonnet. As the one lakh car is a rear engined one, i believe drivers will have more fun with this car, starting from steep rake to the larger front windshield is truly what every driver loves to have. For the one lakh car there will not be a distinctive grille but because of the round bumper, Tata’s will carry its familiar ’smiley’ front look to the one lakh car as well. Tata’s small car will make use of a single wiper instead of two, not only for giving the car a cleaner look also for cutting the cost of windshield wipers for the people’s Car in half. In the sides as Tata will source smaller tyres from its cargo carrier ace for the one lakh car and beacuse of this Tata will not spruce up the fenders. Not so full wheels and black door handles will feature in people’s car. Identical rear view mirrors will be used on either side to save cost. In the rear one lakh car will be more upmarket since the car will have pillar mounted taillamps similar to its sibling indica.

Inside, the one lakh car will feature all the basic amenities, instrument console would have a speedometer, an odometer and fuel gauge. You have to cut costs on everything—seats, materials, components—the whole package,” says Tata Group Chairman Ratan N. Tata. These are the words which are going to be reflected in upholsteries and door trims.

some myths about the one lakh car:

Though too early to call some news about the 1 lakh car as myth, from Tata words we can atleast flush some rumours about it. Some scoops on car’s features includes - Curtains replacing glass windows, removable bolt-on seats instead of the regular ones, roof will be an optional add-on, and plastic body panels instead of the regular metal panels. Yes, Tata had talks with General Electric for using its re-engineered plastics for its low cost car and Tata may make use of modern adhesives instead of welding to cut down cost, but still there is no definite direction in this issue but certainly there will be no curtains. The one lakh car will be a complete car with definite roof and glass windows.

Will the much hyped 1 lakh car end in a flop??.. In Tata’s one lakh car - part2

Is this could be the tata small car?

ducati 1098 !!!!!!

The race-kitted 1098R comes complete with a pair of carbon fiber 102dB silencers and a dedicated ECU, with 8 ready to go profiles switchable from the instrument panel. Ducati also include a DDA (Ducati Data Analyser) and guarantee a 50% reduction in running costs this year. Gone are the days when the engine needed a complete rebuild after every session. The bike is available in one color and one color only – Fire Engine Red – nothing else will do.

The road legal 1098S is only slightly less impressive. The 1098 introduced a number of ‘firsts’ for Ducati and production sport bike design. The 1098 was the first production motorcycle fitted with Brembo Monobloc brakes, the first to have a data acquisition system integrated as standard equipment and the first to use an ingenious construction method for its weight-saving single-sided swingarm. Fully adjustable Ohlins FG511 forks with low friction Titanium Nitride treated sliders. The list is endless.



The 1098S is a race bike, make no mistake – it might be fitted with street legal lights, exhaust and a license plate but it’s a race bike. The riding position forces the rider to mould to the tank and seat, crouching behind the fairing. The chassis responds almost as though you were transmitting the commands telepathically and gives all the feedback you could ever require.



How could you not want one of these? If you don’t want one, there is something wrong with you – see a doctor immediately. The 1098S is almost worth getting divorced over. There are plenty more where that one came from, but a Ducati 1098 is for life. The only really difficult decision is whether to buy a black one, or a red one.

2008 yamaha R6 !!!!!!!!!

Eight years ago Yamaha's ground breaking YZF-R6 smashed traditional middleweight class rules. Its light, nimble chassis paired with a compact yet powerful, high-revving powerplant wrapped in sharp, aesthetically pleasing bodywork raised the bar and simultaneously transformed what riders have now come to expect from a 600cc Supersport bike.

The Yamaha R6 has always been a machine of few compromises, and that's why we've always loved it. It also explains why R6 sales now account for 51-percent of Yamaha's sportbike pie. But as Honda's CBR600RR showed in this year's Supersport Shootout V, a bike with compromises sometimes can edge its narrowly focused competitor.

Not happy with being relegated out of the top spot, the R-six is back for '08 with some substantial changes that aim to bring the bike back to the front.

Visually it's difficult to distinguish the new R6 from the old. Yamaha recognizes that since its major overhaul in '06, the R6 has become a rolling icon - best viewed at any angle. So instead of messing up a good thing, the Tuning Fork designers chose to make some very subtle tweaks that further enhance the machine's clean, yet edgy, look. And unless you have the two bikes side by side, it can be difficult to spot the changes.

Up front, the upper cowling had been reshaped and the rearview mirror mounting points have been relocated from the fairing itself to the fairing support stay. The side fairings have been slightly modified and have an upper edge that reaches farther forward, which smoothes out the aerodynamic package. The already miniscule tailpiece has been tapered, which completes the stealthy radar wave deflecting image.

Despite its nearly identical appearance, underneath that slick new bodywork lies an entirely new chassis. Everything from the fork, lower triple clamp, frame, shock, swingarm and even the subframe has been reworked in order to extract maximum handling performance out of the slightly-heavier 366-lb machine (claimed dry weight).

We've always been impressed by how nimble and precise the R6 chassis has been, but up until now that sharpness has come at a price - overall stability. This was especially noticeable when speeds extended into triple digits.

Yamaha acknowledged the problem and the new black deltabox aluminum frame has been tuned for more rigidity in some areas, less in others. Despite the tweaks, the frame retains the same asphalt carving 24-degrees of rake, 97mm of trail and 54.3-inch wheelbase. Steering head and motor mount areas have been reinforced helping to make them more rigid. The main frame cross member has been removed and frame wall thickness has been slimmed by 0.5mm which helps to optimize frame rigidity.

The rear subframe is now made of magnesium (a first for a Yamaha production motorcycle) and weighs over a pound less then the cast aluminum design it replaces. A pound may not seem like much, but every little bit helps in the never-ending quest for optimum mass centralization.

One specific technological innovation that trickles down from the R1 is Yamaha's Chip Controlled Intake (YCC-I). The system varies intake funnel length from tall (66mm) and short (26mm) position when throttle angle input is greater than 60 degrees and engine rpms are greater than 13,700. This means engineers no longer have to make a compromise between top-end and mid-range intake tuning, giving R6 riders the best of both worlds.

The Yamaha Chip Controlled Intake (YCC-I), seen here from the R1, has trickled down to the supersport class. The MotoGP-derived system alters intake funnel length for optimal mid- and top-range tuning

In the capable hands of Graves Motorsports, the new R6 looks to be an excellent and immediately competitive racing platform. You too can have a taste of what both Josh Herrin and Ben Bostrom's lives are like in four distinct flavors: Team Yamaha Blue, Raven Black (with race-inspired sponsor decals) and Liquid Silver for $9599. Or if your looking for something more exclusive that will help you embrace your inner mullet-you can pickup the Cadmium Yellow with Flames color scheme for $9799. Without a doubt, the new R6 is the best Supersport Yamaha has ever produced, but will it have what it takes to dethrone the Honda CBR600RR? We're counting the days until we can find out.

Renowned for a diverse product portfolio, VW is India-bound to rock the proverbial boat.

The call of emerging markets has sparked a race amongst manufacturers to build BRIC spec models. These are primarily cheaper than the cheapest models and Volkswagen, known for the Beetle, which put millions on wheels, is joining the bandwagon with its own small car apart from larger siblings.
Chairman of the board of management for Volkswagen, Martin Winterkorn, in the annual press conference 2007, confirmed that Russia and India are two nations with great growth potential. “We will construct a production plant at which we will start producing a small car model tailored to the needs of our Indian customers, beginning in 2009,” Winterkorn said, describing it as “an economical, everyday small car that looks attractive and is affordable.”

VW is currently developing an all-new small car, which happens to be a two-door, rear engined machine. However, this new car is due to arrive as late as 2011 as it’s still in its initial development stages. According to sources, this model will primarily be for the European markets. In addition, it will have small engines, like a single cylinder unit!

For India on the other hand, VW has announced it will launch a small car based on its current Polo platform. And this particular car is due to arrive here in 2009. Now, putting two and two together will tell you that this two-door, rear-engined car, will not be VW’s first small car in India, contrary to whatever you might have read elsewhere. The artist’s impression you see here however, will actually be the car you can buy starting in 2009. This one’s a variant of the Fox, which in turn is based on the Polo.

But does it look familiar? Sure - after all it’s a redesigned version of the Fox. But it seems the tall boy theme is fast getting out of fashion. The front end of the car looks aggressive. The bulges on the hood coupled to the sharp headlamps look hot. The large sculpted front bumper exudes a bold aura. However it’s the grille that gives the car character. VW has used similar grille designs in a host of other cars and it is fast becoming its corporate identity. The lower half serves the purpose of the air dam while the metal chunk in between will house the registration plates. Fog lamps too are positioned in the bumper and are surrounded by plastic inserts.

From the side the car has an angular look and the lines exude a sporty theme. Bulging wheel arches look meaty and endow the overall design with a sense of power. The rear window reveals the original lines of the Fox. Coupled with large alloy wheels and tyres this VW small car is sure to catch the fancy budget car buyers.
We had featured scoop pictures of Volkswagen Polos being tested in and around Pune recently, which surprisingly were not shrouded in disguise since the company was primarily testing the engines. Each car was scheduled to do at least 20,000 kilometres in a stipulated time frame; what confirmed it was absence of engine capacity decals.

Presuming that VW too would be eyeing excise duty benefits, they would probably have the 3-cylinder petrol engine from the Polo line in the new small car. Displacing 1198cc, this engine develops power in the region of 66PS@5400rpm and torque of 112Nm@3800rpm.

Maruti has raised the bar with the Swift diesel and VW sure will take it on with a diesel engine option for its maiden small car. In the offing is a 1.4-litre three-cylinder TDI PDE engine that can be tuned to generate power of 70PS@4000rpm and torque of 155Nm@1600rpm. However considering the Swift develops 76PS, VW might even retune this engine to develop 80PS of power that would make it stonking. Manufacturers can no longer ignore emerging markets, most importantly the small hatchback ones - and VW’s efforts substantiate this.

Besides the small car, VW according to reports also has the Jetta on its agenda. The Jetta is the sedan version of the compact car Golf, manufactured by Volkswagen since 1980.

The front end sports a chrome radiator grille similar to the small car one, probably the most prominent design feature. The front section is more sharp. From the side the Jetta looks like a sedate sedan. Typical stylistic touches include blinkers on the mirrors, a common feature these days. The C-pillar flows smoothly into the rear end exuding elegance. The large tail lamps look good with a circular theme. LEDs light up the rear.

The Jetta’s beige and grey toned interiors are bright and features 12-way programmable seats, which though are unlikely to feature in the Indian version.

There are numerous engine options available internationally. In India VW will probably opt for the 1.6-litre, four-cylinder petrol engine that displaces 1595cc and generates 104PS@5600rpm and 148Nm of torque at 3800rpm. This engine might be retuned to produce up to 115PS of power. As for the diesel, the 1.9-litre TDI-PDE engine, which features a Variable Geometry Turbo, fits the bill. Displacing 1896cc, this engine develops 105PS@4000rpm. Torque figures are also respectable at 250Nm@1900rpm.

Considering that the Toyota Corolla worldwide is the archrival of the Jetta, VW will surely play with pricing to woo buyers.

The other big option happens to be the Passat. The company has confirmed that the car will primarily be assembled in Skoda’s Aurangabad plant by mid 2007. So does the Passat have enough grunt to justify a Rs 30 lakh tag?

The Passat too sports VW’s corporate grille. A generous sprinkle of chrome on the grille is surrounded by a contoured front bumper. The crease line coupled with the flared wheel arches on the side gives the Passat a sporty stance. From rear three-quarters the C-pillar blends elegantly into the boot. The LED backlights on the trunk door look splendid. The large rear bumper gives the car character. The Passat embodies a different pedigree.

The company will use 4-cylinder 16-valve diesel engine, which displaces 1968cc and generates a massive 170PS of power and 350Nm of torque. This engine features VW’s proprietary high pressure (2,050 bar) pump deuse system and a bi-turbo set-up. The other option would be the 2.0-litre FSI petrol engine generating 150PS@6000rpm of power and 200Nm@3500rpm of torque.

Welcome to Volkswagen country, folks…

Small cars are the way to go these days. Ford isnt too far behind to jump onto the bandwagon

ot long ago, owning a small car meant you couldn’t afford anything else. But perceptions have changed rapidly. Emerging market demands prove that the little buggies reign supreme. Every manufacturer is busy developing a small car and Ford is no exception. However, the company is equally in tune with bigger machines. Soon its Indian product line-up may witness a major revamp. But with focus on the emerging market, we showcase Ford’s new small car.

Ford is busy developing a small car, which is currently being tested in Brazil, and sources reveal that this particular model, code-named B402 may be the company’s small car for India. What’s more assuring is that this car shares its platform with the Ikon currently being sold here. Ford has already made it clear that it doesn’t intend to phase out the Ikon and therefore, developing a new car on this very platform, would mean achieving economies of scale. In turn, the company would be able to price it aggressively.

But the question remains, why has Ford taken so long to bring in a small car if the Ka was the easiest option? One justification is the latter’s unique styling (also the lack of space) which might not have gone down too well with the Indian consumer. And now that a more conventional looking car (which is also dimensionally larger) is set to replace the Ka in Brazil, it’s only logical given the synergies with the Ikon, that the B402 comes to India as well.

However, Ford Motor Company is also working on the next generation Ka. It will be a notch ahead of the current model as far as design is concerned and will be offered in only a three-door hatchback
version. Ford had announced some time back signing of a definitive agreement with Fiat to develop a small B segment hatchback. According to a press release, the current Fiat Panda platform may be the basis for the new car. Ford engineers will contribute to the development of their models. However this model would use Fiat powertrains built in Poland and Italy. Built exclusively for the European market this Ka would get the 1.3 JTD engine from Fiat, which made the Swift a better diesel car. Reports suggest that General Motors will also pick up this engine for their small car while Fiat will surely get it when its hatch is launched.

As for the B402 destined for India, it’s clear that Ford is not interested in the Japanese small car design quotient of the tall boy. Ford’s ‘kinetic’ design philosophy is apparent from the high sill line and the side profile. Flared wheel arches incorporate a sporty look. Diamond shaped headlamps occupy prime area along the fender and hood. The honeycomb grille on the made-in-India Fords is carried over to the B402, endowing it with an aggressive look.

The rear is where the excitement lies and the rear three quarters is the car’s most photogenic side. Large tail lamps wrap around the rear fender in style. However the most striking feature is the large tailgate that runs almost to the bottom half of the bumper, something seen in SUVs and is sure to make loading the boot easier. The bumper seems like a pair of pillars running all the way up to the rear tail lamps.

But no manufacturer today can get away with just a good-looking product. It has to perform equally well. Small cars with diesel engines are fast becoming essential in manufacturers’ model line-ups and Ford will definitely get it too. An option is the 1.4-litre TDCi engine found in the present Ford Fiesta. This Duratorq engine features piezo electric injectors, which enable good fuel efficiency and decent power. However the 68PS, which it now develops, may be detuned. Simultaneously the torque figures might be altered as well.
The other question yet to be answered is that the Fiesta is a much bigger car; so will the engine fit in the B402’s engine bay? Well, based on the Ikon, which once sported the 1.6-litre engine, it seems easy to fit the 1.4-litre engine into the small car. Moreover keeping the engine below the 1.5 mark will enable Ford to avail of excise duty reductions.

Ford has a 1-litre petrol engine in its Ka in Brazil. This engine develops 65PS@6000rpm and 87Nm of torque at 3250rpm. These figures seem to be adequate in the Indian context as well.

It’s possible that the 1.3-litre petrol unit from the Ikon finds its way into the B402, albeit extensively modified. To bring engine capacity below the 1.2-litre mark, Ford might convert the four-cylinder unit to a three-cylinder one, thus reducing the capacity nearly to a one-litre mark. Power and torque can easily be altered to match the competition.

Another aspect that Ford will benefit from is excise duty reductions. Reports suggest that this car will be around 3.75 metres in length, less than the demanded four metres. This would make it easier for the company to price the car at anything between Rs 3.5 lakh and Rs 4.5 lakh.

Ford Fiesta
The face-lifted version of the Fiesta sedan we revealed last month has already hit showrooms across Brazil and Ford will definitely get this to India shortly. However to compete against the likes of the Verna CRDi, Ford may put the 1.6 Duratorq oil burner under the hood.

Angular headlamps, a restyled hood and rear end makes up for what was the Fiesta’s only drawback, drab looks. Side proportions are taken care of by the wheel arches, grooming the car for battle in the Indian sedan market. Expect the interiors to be spruced up as well.

The 1.6 Duratec petrol engine generating 101PS transforms the Fiesta into a lethal projectile, while the 1.4 Duratec petrol took care of the fuel efficiency conscious customer. Ford has been successful in making the taxi operator happy with the 1.4 Duratorq diesels, where performance isn’t as important as operating cost.
Those keen on driving pleasure may get what they want at last. The 1.6L TDCi offers more power and importantly, more torque. It develops 90PS at 4,000rpm, leagues ahead of the 68PS developed by the small counterpart. Add to that the phenomenal torque output of 204Nm at a low 1750rpm and you have a Fiesta fit to drive in crowded city traffic and equally apt at munching miles on the highway.

Ferrari announce new management structure

Ferrari are to restructure their sporting division, it was confirmed on Monday. As part of the changes, sporting director Stefano Domenicali will become director of the Gestione Sportiva, a role that had been held temporarily by CEO Jean Todt. Domenicali will take up his new position from January 1, 2008.The news follows Honda’s announcement that Ferrari’s former technical director Ross Brawn, who had been on a years’ sabbatical, is to join the Japanese squad as team principal.In other adjustments at Ferrari, technical director Mario Almondo will become operations director for the Italian squad. Aldo Costa, who had been responsible for the team’s chassis department, will take up Almondo’s previous role, while Gilles Simon was named engine director. Further details concerning the Ferrari reshuffle will be confirmed before the end of the year.

Exclusive interview with Karun Chandhok

With Dr Vijay Mallya’s Spyker takeover and the prospect of hosting its own Grand Prix on the cards, India has made a real impact on Formula One racing this season. Chennai-born GP2 driver Karun Chandhok has been busy too and this week made his Formula One debut for Red Bull. Following in the footsteps of original trailblazer Narain Karthikeyan, Chandhok is only the second Indian driver to get a taste of Formula One power. We caught up with the 23 year-old in Barcelona to discuss his first impressions of the RB3 and to find out about his future plans…