Empty your wallets and your bank accounts, the Vespa 946 Emporio Armani is now in India!

What happens when iconic Italian flair meets the ultimate in Italian fashion? The result is the Vespa 946 Emporio Armani. As the name suggests, this special edition scooter is an ode to the original 1946 Vespa with styling inputs from Giorgio Armani, the famous Italian fashion house.

Designed to commemorate 140 years of existence of the Piaggio Group and 40th anniversary of the Giorgio Armani foundation, the Vespa 946 Emporio Armani is truly one-of-a-kind. Indians got a first glimpse of the scooter at the 2016 Auto Expo in New Delhi with Piaggio officially launching it earlier this week. The price? That's a whopping ₹12.04 Lakhs, ex-showroom Pune. Your eyes are perfectly fine. This scooter costs 12 Lakh Rupees!

The regular Vespa 946 sports retro-modern styling that mimics the original 1946 Vespa. The Emporio Armani edition takes it to the next level. Wearing a unique matte black paint job and bespoke alloy wheels, the 946 Emporio Armani's feature list include full LED lighting, Anti-lock Braking, Anti-slip Regulator traction control system, front and rear disc brakes, LCD instrument cluster and leather-wrapped handlebars. The words Emporio Armani are prominently placed on both sides while Armani's eagle logo is stuck on top of the headlight.

Just look at it, complete with that unconventional seat and the beautiful leather bag fitted on to the carrier. If this isn't a fashion statement, what else is? We could keep staring at it all day!

Unfortunately, the 946 does not have the go to match its show. The single cylinder 125cc engine is shared with the regular Vespas and generates 11.7 horsepower and 10.3 Nm of torque mated to an automatic transmission. While the engine is adequate enough for everyday riding, it just doesn't make you feel 'special' after paying what Vespa is asking for this scooter. Think of it, Vespa is charging us 1 Lakh Rupees for every horsepower!

But that's the whole point. See this as a scooter and it makes no sense to plonk your hard-earned money to buy one. But, look at the 946 Emporio Armani as a style statement - a sort of expensive piece of sculpture that could move around - and it suddenly makes sense for those with deep pockets to have one at their disposal.

As for the rest, go rob a bank in the vicinity. Even that won't guarantee enough funds to buy one of these!

Jaguar guns for Tesla with the I-Pace Concept

Who would have imagined Tesla's full-electric Model X SUV would see a rival as early as 2018 from Jaguar? Yes, the British luxury car-maker pulled a proverbial cat out of the bag during the run up to the 2016 Los Angeles International Auto Show by taking the wraps off its I-Pace Concept. It might only be Jaguar's second-ever SUV after the stylish F-Pace but, crucially, it leaps ahead with its fully electrified drive-train.

When we post on Jaguars, we usually begin with describing how beautiful they are to look at. But this isn't a regular Jag. This is Jaguar trying to make a statement against its more popular rivals - Mercedes-Benz, BMW, Audi and Lexus included. This is Jaguar announcing its leap, pun intended, from internal combustion engines straight to zero-emission full-electric vehicles, skipping the usual step of plug-in hybrids in between.

Powering the I-Pace are two electric motors, one each at the front and rear axles. Together, they generate 394 horsepower and a whopping 700 Nm of instant torque. With zero lag, no transmission losses and all-wheel drive traction, the I-Pace can accelerate from 0 to 100 km/h in 4 seconds flat. That's close to Jaguar's own F-Type SVR, a thoroughbred sports car. 

A 90 kWh lithium-ion battery pack, designed and developed by Jaguar, is an integral part of the I-Pace Concept's body structure. Located beneath the floor and between the axles, the lightweight, liquid-cooled pack can be charged to its full capacity in about 2 hours on a 50 kW fast-charging DC station. Once charged, Jaguar claims the I-Pace can go more than 500 km on the European NEDC combined cycle and more than 220 miles on the US EPA cycle. That's a wee bit less than Model X's claimed-and-tested range but we are nit-picking here.

With such credentials, one would have forgiven Jaguar for giving up on form over function when designing the I-Pace. Fact is, they haven't. The I-Pace Concept is quite a looker in its own right and every bit a Jaguar. The brand’s distinctive trapezoidal grille with hexagonal grids has not been chucked out like in many other electric vehicles. It still occupies prime position up front flanked on either sides by full LED headlights with ‘Double-J’ Daytime Running Lights. In the absence of an engine underneath, the hood is scooped out to reduce drag. The profile is sweet with short overhangs and a long wheelbase that gives the I-Pace Concept classic proportions. The cabin is brought forward and sits low compared to regular SUVs. Flush door handles and the flowing waist line that leads to muscular rear haunches not just look beautiful but also aid aerodynamics. At the rear, the fastback-like sloping windshield, F-Type inspired taillights and functional rear vents that replace the conventional tailpipe stand out.

Being a concept, Jaguar has taken full liberty to come up with a minimalist yet futuristic cabin. A configurable 12-inch virtual HD instrument cluster and a full-colour Head-up Display ensure the driver is presented with all the information needed at all times. The dashboard has a 12-inch primary TFT touchscreen supported by an auxiliary 5.5-inch secondary touchscreen that lets users change multimedia and climate control settings without interrupting the main multimedia screen’s display. Those tactile rotary controllers with a rich knurled finish for the climate control system look fantastic and lifts the cabin ambiance. The floating center console and the absence of transmission tunnel liberates a lot of space, making the I-Pace a spacious and comfortable vehicle to travel around. In fact, the flat second row’s legroom and the 530-litre boot space at the rear complemented by a 28-liter luggage compartment under the hood rival larger SUVs and sedans.

Slated to go on sale in 2018, the I-Pace will begin a new chapter in Jaguar-Land Rover’s history, with the scalable electric architecture allowing the two brands to come up with more battery-powered vehicles as and when they find it appropriate. So, Model X isn't the only model Tesla should be worried about. 

In the press release, Ian Hoban, Jaguar’s vehicle line director is quoted as saying “Electric vehicles are inevitable - Jaguar will make them desirable”. We couldn’t summarize the I-Pace better. Kudos Jaguar, on a job well done!

Hyundai launches the all-new Tucson in India

Hyundai's SUV and crossover lineup in India is limited to the blockbuster Creta and the highly-capable Santa Fe. Between the two models is a huge price gap. In comes the Tucson, to plug that gap. 

Launched in New Delhi yesterday, the all-new third-generation Tucson is making a comeback in the Indian market. Hyundai launched the first-generation Tucson here amidst a lot of hopes but it failed so miserably that the Korean automaker pulled the plug and never bothered to bring along the second-generation model. Now that SUVs are high on demand and Hyundai has had back-to-back hits in the premium segment, the Tucson is back.

Following Hyundai's Fluidic 2.0 design philosophy, the Tucson looks bold and mature. The chrome-lined hexagonal grille dominates the fascia flanked by a pair of sleek wrap-around projector headlamps. The bumper has a thin air dam underlined by a skid plate with hexagonal-shaped fog lamp enclosures on either sides. The profile is characterized by a prominent shoulder line and beefed-up wheel arches that lend character to the design. The window line goes up and up, almost ending at the top of the rear windshield. Just like the i20 and the Elantra, the Tucson has wrap-around taillights that extend well into the tailgate. Dual chrome-tipped exhaust pipes and plastic-clad bumper complete the rear.

Hyundai has been consciously moving away from flashy designs and the Tucson's cabin is yet another step in that direction. The dual-tone dashboard is neatly-designed in such a way it would offend none. Build quality, fit and finish would be top notch, something we have experienced with Hyundai time and again. Though the Tucson can seat just five, it can do so in absolute comfort given the space on offer. 

Feature list runs into pages with several segment-firsts like full LED headlamps with static bending, puddle lamps, powered tailgate, electric parking brake and auto-folding rear view mirrors with heated function. Other features include full leather upholstery, 18-inch diamond-cut alloy wheels, dual-zone climate control with cluster ionizer, smart key with push button start, automatic headlamps, cruise control, 10-way power-adjustable driver's seat, split-folding rear seats, cooled glovebox and a 8.0-inch touchscreen infotaiment system that can support Apple CarPlay and Android Auto. 

Having said that, the base variant of Tucson appears severely under-equipped. Would you believe us if we tell you it comes with fabric seats and manual air-conditioning while lacking features like keyless entry and rear air-conditioning vents? 

For a premium vehicle like the Tucson, it is unfortunate that the safety kit isn't standard across the range. While six airbags, Anti-lock Braking System (ABS) with Electronic Brake-force Distribution (EBD), Electronic Stability Control (ESC), Vehicle Stability Management, Hill-start Assist Control, Downhill Brake Control, Brake Assist, front and rear parking sensors, ISOFIX child seat anchor system and electronic shift lock system are on offer, most of these are reserved for the top-end GLS variant only.

Powering the Tucson are a pair of 2.0-liter engines. The 'Nu' petrol engine is shared with the Elantra and generates 153 horsepower and 192 Nm of torque. The 'R' diesel engine is all-new and churns out 182 horsepower with 400 Nm of torque. While the base variants come with a 6-speed manual transmission, the GL and GLS variants are equipped with a 6-speed torque converter automatic transmission. 4WD isn't on offer at the moment and is expected to join the lineup next year. 

In terms of pricing, Hyundai has positioned the Tucson bang in between the Creta and the Santa Fe. The two petrol variants retail at INR 18.99 and 21.79 Lakhs while the diesel variants are priced between INR 21.59 and 24.99 Lakhs. Pricing is a hit and miss. The base variants are competitively priced but the top-end variants are so close to Ford Endeavour and Chevrolet Trailblazer territory which have the advantage of offering 7 seats. 

Despite common perception that it was overpriced, the Creta has been a smash hit in India selling around 8000 units a month. The Elantra has started off strongly as well with over 1000 bookings within a couple of months of its launch. Will the Tucson be Hyundai's next big hit in the premium segment? We have our fingers crossed.

2016 Sao Paulo - Hyundai tri(u)cks rivals with the Creta STC

Hyundai has been admittedly aggressive with its teaser campaigns leading to the 2016 Sao Paulo International Motor Show but little did we see this coming. Yes, while the press and the public were waiting for the Creta to be unveiled for the South American market, Hyundai pulled off a surprise debut alongside.

Well, that was also a Creta technically, albeit in an interestingly different avatar. Dubbed the Creta STC (Sport Truck Concept), Hyundai previewed a potential lifestyle pickup for the Brazilian market based on the Creta.

The fascia is straight out of the Creta with liberal helping of conceptual touches. The headlights are slimmer, the grille is bigger sporting Hyundai's new 'cascading' design and halogens and projectors have given way for some cool Light Emitting Diodes. The beautiful wraparound windshield​, ​raked window line​ and half-size suicide rear doors​ remind us of the ​HCD-15 ​Santa Cruz Concept that was unveiled in Detroit last year. Of course, the window line bears a strong resemblance to the Creta's. The rear is a bit underwhelming with a bland tailgate and slim taillights that look​ ​out o​f sync​​ on what is supposedly a striking concept truck. Massive ​21-inch ​Pirelli-shod wheels and a bright green colour​​ add to the sexiness quotient.

The Creta STC is longer and marginally wider than the regular Creta. The ​sporty​ space-cab pickup has a bed with speakers, nifty storage compartments and a capacity to hold 850 litres of luggage. Though Hyundai hasn't announced it, we expect Creta's engines and transmissions to be carried over.

As of now, the Creta STC is not confirmed for production, which is a shame. But, if it makes the transition as it is with minimal changes, the Renault Duster Oroch and Fiat Toro should be worried.

2016 Sao Paulo - Honda WR-V makes its world premiere

The BR-V is still only a few months old out there but Honda is already on the march with its next compact crossover. This time, its even smaller than the BR-V and, crucially, less than 4 meters long. In case you are wondering, its christened the WR-V. In short for what Honda calls "Winsome Runabout Vehicle", the WR-V made its world premiere at the ongoing 2016 Sao Paulo International Motor Show in Brazil. 

Developed by Honda's engineers in Brazil, the WR-V is conceived to satisfy the needs of tough urban buyers who are looking for a rugged and spacious utility vehicle within a compact footprint. While the BR-V shares its underpinnings with the Brio, Amaze and Mobilio, the WR-V uses the same platform that the Jazz and City are based on.

Though the WR-V is based on the Jazz hatchback, Honda's designers have done just enough to give the vehicle a distinct fascia. As we saw with recent new launches from Honda, the front end is dominated by a split grille, the upper half of which gets a thick bar of chrome that connects the headlights. The lower half extends into the bumper which is already busy with a slim air dam, few sharp lines here and there, plastic cladding and a fake skid plate. The profile is straight out of the Jazz with bulky plastic cladding and roof rails being the only add-ons. Of course, the ground clearance would be higher too. The rear gets some CR-V cues which is evident in the way the split taillights extend onto the bootlid. Glossy black inserts replace the reflectors found on both sides of the rear windshield. The bumper gets an overdose of plastic cladding with an integrated metallic insert.

Brazil is where the WR-V will go on sale first and that's expected to happen in the first half of 2017. India is on the list of potential markets for the WR-V, given our obsession with SUVs in general and brand Honda in particular. When launched, the WR-V will rival compact crossovers like the Ford Ecosport and Maruti-Suzuki Vitara Brezza as well as hatchback-based pseudo-crossovers like the Toyota Etios Cross, Volkswagen Cross Polo and Hyundai i20 Active.

While Honda has not revealed the WR-V's specifications yet, it is anybody's guess the engines and transmissions would be carried over from the Jazz. So, the 1.2-liter iVTEC petrol and the 1.5-liter iDTEC diesel, both of which aren't new to India, are expected to power the WR-V as well. Apart from the manual transmission, Honda's CVT automatic gearbox is likely to be offered. The Brazilian market will include a potential flex fuel variant too.

The WR-V will be the smallest crossover in Honda's lineup, slotting below the CR-V, HR-V and BR-V in the Japanese brand's portfolio. There really isn't space for yet another crossover, we think. Honda might have other plans, who knows?