Honda’s future in India hinges on the all-new Brio.
The carmaker has put its heart and soul into what is easily the most important model for it in India.
But is Honda’s first crack at the budget-end of the hatchback market good enough to take it to the top?

What’s evident immediately is that the Brio has a futuristic look.
The lines are fresh, the stance is aggressive, the detailing is sporty and the car has a compactness to it.
Yes, it does take a while to get your head around the Brio, especially the rear, but there’s plenty to like straight off the bat, especially details like the pitched-forward stance, the short overhangs and the tightly stretched skin for a taut, dynamic look.

What dampens the look, however, is the glass-only hatch at the rear – this takes away from the premium feel of the car.
The tiny clear lens tail-lamps aren’t too attractive either, and there is no rear wiper.
But a bigger oversight is the lack of a demister, which can cause visibility issues when driving in the rain.
The Brio looks visually smaller than some of its rivals, and this could be a handicap for Honda.
But what’s clearly evident on this car is Honda’s brilliant packaging.
It has concentrated on making the best use of its short 2345mm wheelbase.

Since fuel economy and performance are important, the Brio is pretty light, tipping the scales at only 925kg.
It’s low weight has helped it achieve class-best fuel economy of 18.4kpl (company claimed).
But this is not at the cost of rigidity, as plenty of high-strength steel and reinforcements in key areas have been used.
What isn’t really new on the Brio is the 88bhp 1.2-litre i-VTEC engine, which has been borrowed from the Jazz.

Climb into the Brio and the first thing you notice is just how big it is on the inside.
While the cabin isn’t as spacious as the Jazz or the Vista, it’s wider than a Swift in the front.
The big windscreen lends a very airy feel, and getting in and out of the front seats is terrific.
There is plenty of legroom at the back, and the rear seat is pretty substantial and comfortable.
However, sitting three abreast is pretty tight and can only be comfortable over short distances.
The dashboard, with its two-piece and offset centre console, is unusual and has a spartan feel to it.
Equipment levels aren’t very generous either.

However, Honda’s soft-touch steering wheel looks very upmarket, as do the instrument panel and hooded dials.
The chrome rings around the air-con vents add a bit of class and most of the switchgear feels solid and good to operate.
There’s plenty of storage too.

But there are signs of cost-cutting.
There is no driver’s seat height adjust, no rear parcel tray, no CD player and the rear power window switches look a generation old.
The boot too is quite small, but again, Honda has carved out every millimetre of the Brio’s limited luggage area and you can squeeze in more bags than you thought possible.
The Brio does have one unique safety feature, the i-SRS airbag, which features an intelligent system to control airbag deployment and pressure.

The Brio is the fastest, strongest performer in its class. There’s a noticeable spike in power around 4500rpm and it enjoys being wrung hard all the way to the 6500rpm redline. This is also the only car in its class that’s quick enough to duck under the 13-second barrier to 100kph.
However, the 1.2 i-VTEC lacks low-end grunt.
But that doesn’t stop the Brio from outgunning most of the other hatchbacks when accelerating in any gear.

The Brio is best enjoyed when using the light, accurate gearshift to keep the engine on the boil.
The engine is smooth, but it does tend to get a bit vocal at higher engine speeds and it doesn’t feel as refined as the Swift’s K-series motor.
Honda has also included a unique feature on this car.
An ‘ECO’ indicator lights up on the dash every time the car senses you are driving in an economical manner.

The Brio’s power steering is a revelation for an electrical unit.
It is light and easy to twirl at low speeds, but surprisingly well weighted and pretty direct.
You get good feedback through corners and there’s a nice, linear way in which the steering weights up.
What’s surprising is that it rides quite comfortably – the suspension is quite absorbent and silent at low speeds.
The short wheelbase, however, does mean it tends to get a bit choppy over uneven surfaces and the ride isn’t as consistent or flat as that of some rivals.

So does the Brio have what it takes to go head-to-head against the best, and hope to win? Yes, it does.
It is spacious, comfortable, looks good, has a fabulous engine and should deliver class-matching fuel economy.
Yes, a more upmarket dash would have gone a long way, it could do with a few more essential features, and a little more boot space would have been welcome.
The starting price of brio is 3.99 lakhs and is very less in this segment.

Renault Pulse is the third product from Renault’s car basket in India. 
In an attempt to put its best foot forward in India, Renault India has readied its new car ‘Renault Pulse’ for mass audience.
After it ceased the joint venture with SUV giant Mahindra, Renault chalked out an aggressive strategy for establishing itself in the much competitive car market.
In an effort to emerge as an independent identity in the country, the French auto biggie came with Renault Fluence and lately brought into fore the extremely pricey SUV - Renault Koleos.
Renault India wants to extend its reach in every car segment.
Therefore after launching Koleos SUV for niche audience at Rs 23 lakh, the French auto maker has tried to catch attention of mass audience by Renault Pulse.
Renault Pulse is positioned in the Swift hatchback category.
Renault unveiled new Pulse car earlier in 2011 at a grand event of Formula 1 racing in Noida where it was unveiled by Carlos Tavares, COO of Renault and Marc NASSIF, Managing Director, Renault India and two Formula 1 drivers.
Renault Pulse was officially launched at the Auto Expo, 2012.
At the grandiose occasion, the company just launched diesel powered Pulse because of surge in demand for diesel cars in India. However, in May 2012, three more variants of petrol were launched to complete the entire range.
The company, which is focusing on the top-down strategy to establish the brand in the Indian market, is simultaneously working on plans to enter the core market which is highlighted by hatchbacks in India.
It plans to launch a range of vehicles based on a completely new platform in the A segment.
Although Renault has a tried and tested market for its hatchbacks in international market, India would be witnessing the entry of Renault’s small car for the first time.
There were so many guesses about the exact name of this hatchback car that everyday a new name used to crop up for this hatchback.
But none of them could make up to India and finally Renault Pulse stuck to the name plate.
Renault Pulse will be specially devised for Indian market to keep the price affordable.
Renault India has decked up Renault Pulse with all necessary and luxury features to suit the requirements of Indian audience.
Renault Pulse is basically a small hatchback car by built.
However, the emphasis is not on the smallness of the car, rather it is quite spacious and roomy.
Renault Indian is eyeing big business through this small car in India.
The widening arms of Renault can be seen from Renault’s investment of a whopping Rs 6.5 crore on promotional activities during Indian GP.
Renault Pulse is developed for the Indian market by Renault’s Design Center in Mumbai.
The Renault Pulse Indian project has been completely handled by Indian designers.
The 11 member design team worked for two-and-a-half years when the project was started in 2009.
The company worked on the design of Renault Pulse that came out with the Logan, even though the latter was not a success.
During these three years, the designers understood the needs, expectations and taste in terms of colours, shapes and features of Indian customers.
Based on their research, Renault India decided to position the car a little differently from Nissan’s Micra and therefore, made Renault Pulse more sporty, aggressive and with more character.
The quick rollout of product highlights Renault’s commitment to the Indian market.
Renault Pulse India is based on the V platform also used in Nissan cars like Nissan Micra.
The new car osculates some features with Nissan Micra.
The Renault Pulse is available with the Renault K9K diesel 1.5 dCi engine with maximum power of 64PS@4000rpm and peak torque of 160Nm@2000rpm that delivers one of the best in-class fuel efficiency of 23.08 Kmpl, as per the ARAI test data.
The Renault Pulse is thus a prime example of the synergies generated by an alliance.
With Pulse, Renault has also started the localization of the k9K engine family in India with production started at the Nissan -Renault factory located in Oragadam in the outskirts of Chennai.
Renault Pulse will take on Maruti, Hyundai and Tata’s small cars head on and will further intensify the already competitive hatchback market.
The Pulse is launched in India in two diesel variants the RxL & RxZ.
However, the company soon pulled up its socks and in 2012 it and three petrol variants were launched.
Renault Pulse Petrol variants are powered by 3 cylinders, in-line DOHC 12-valve which generates maximum power of 76 PS@6000 with a torque figure of 104 Nm@4000.
The 1.2L petrol engine comes with 5 speed manual transmission engine and electronic fuel injection control.
Despite the fact that it shares the same platform with Nissan Micra, Renault Pulse hopes to have its own identity with a unique French automaker’s styling.
The new hatchback by Nissan has new body color bumpers, a small bonnet and front hexagonal grille besides unique body panels.
The front end features huge Renault logo in centre, flanked by chrome underlined front grille and tinted windshield.
The side profile of Renault Pulse steals the show and resembles the side of Maruti Ritz with tall appearance and thick C-pillar.
The rear end of Renault Pulse showcases a big Renault logo with ‘Renault Pulse’ nomenclature below it and tall tail lamps.
Renault has tried to buck-in as much profit as possible by giving Renault Pulse a chic look.

Furthermore, Renault Pulse inherits the interiors from its sibling Micra. The HVAC (Heater, Ventilation and Air-Conditioner) controls on the dash in addition to an array of other interior features and styling are carried forward to Renault Pulse from the bubble shaped car, Micra. The smart door lock and unlock feature is the centre for attraction. With this convenient feature, there is no need for driver to take out key from his/her pocket or bag to lock/unlock the car. The smart access key has proximity sensors that automatically do the duty. The Renault Pulse India features automatic climate control, power and tilt adjustable steering, power windows, air-conditioner, rear defogger with timer, rear washer/wiper, leather seats, tinted glass, lock and unlock sensing ORVMs, illuminated engine start/stop button,  dash integrated music system and rear parcel tray. The list of features aggravates with roof spoiler and front fog lamps with follow-me headlamps.

The Pulse will turn out to be a perfect small car for youth and aspiring Indian customers looking for a bold, fuel-efficient compact car that is fun to drive in the city as well as on the highways. The Pulse will be available in various metallic colors like Pearl White, Metallic Red, Solid Black, Metallic Silver, Metallic Grey and Champagne Gold colors. The Pulse stands and runs on decent 14 inch wheels for RxL and RXE while the top end RxZ gets 15 inch alloy wheels which add considerably to the handling and the aesthetics of the car. Macpherson struts in the front and coil springs in the rear add stability to the ride and give the hatch superb driving dynamics.

Renault Pulse is high on safety norms. 2 airbags, fog lamps, rear seat belts, Front and rear adjustable headrests and ISOFIX child seat fixing points are standard with Renault Pulse. One good thing about Renault Pulse is the unique 2+2 year or 80,000 Km warranty under the Renault Complete Care package that will be offered by the company which also includes sops like Concierge services, 24X7 roadside assistance, Navigation assistance, etc. Renault is also aggressively working on increasing the sales and service outlets of the company to promote the brand and address needs of their customers.  

Ford India has invested US $ 500 million in India to double its production capacity to 2,00,000 units per annum that shows Ford's desperation to make it big just like Maruti, Hyundai and Tata Motors.
As such, with the launch of Ford Figo in the Indian auto market, the company plans to make its position stronger in the interminably growing hatchback segment.

Ford Figo is not only a small car in India but is also a ray of hope for Ford Motors as it has placed the company on a track that was much needed from the auto firm’s perspective.
The company has equipped Ford Figo with everything that a small car owner can wish for.
However, there are some limitations since it's a compact car and everything can’t possibly fit in it.
What the Figo does offer is the much advanced and desirable array of features that include Lane Change Indicators, Rapid deceleration warning, speed sensing volume control, smart programmable remote key, distance to empty, 6 speed intermittent wiper and intelligent central locking besides Bluetooth connectivity.

Ford Figo is available in both petrol and diesel models with four variants each.
Its stylish look, exciting interior and exterior features and other advanced features at a comparatively low price tag woos the masses and even class.

The petrol version of Ford Figo is powered by the all new 1.2L petrol engine which produces 71Ps of maximum power and 102 Nm of peak torque while the diesel version of Ford Figo comes loaded with the company’s popular 1.4L, Duratorq diesel engine that currently powers Ford Ikon and Ford Fiesta and has gained a lot of popularity for delivering high engine performance with good fuel economy.
This Duratorq diesel engine produces 69PS of maximum power and 160 Nm of top torque.
Ford Figo comes in four variants in both petrol and diesel engine.
The variants are Lxi, Exi, Zxi and Titanium. Thus the total variants for diesel and petrol are 8.

The company has taken the price of the base variant of Hyundai i10  as its benchmark for the petrol variants of Ford Figo that is priced at Rs 3.5 to Rs 3.6 lacs.
While the diesel variants of Ford Figo are priced in the range of Rs 4.5 to Rs 5.45 lacs.
These exceptional price ranges for such a large and stylish premium hatchback model has given it a good start.

Ford Figo shares its key elements of Ford’s kinetic design with its other stable mates like Ford Mondeo, Ford Focus and the recently launched European Ford Fiesta.
Ford Figo is designed and engineered by Ford Australia.
The slim upper grille and large lower grille, body colored bumpers with fog lamps create a magical view that pleases the eyes.

Ford Figo features an array of advanced third generation safety features like Dual Front Airbags that offers safety in case of front collision, ABS (Anti-lock Braking System) with EBD (Electronic Brake-Force Distribution) that enhance the stability of the car and provides a comfortable driving experience.
Belt tensioners and Belt Force limiters, Seatbelt warning indicator, Door-ajar warning and many more safety features are also present in Ford Figo.

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 open 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 anymore.
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.

DESIGN AND ENGINEERING

The Eon is the latest recipient of Hyundai’s ‘Fluidic Sculpture’ design language and comes with a level of styling flair not seen before (nor even expected) at the bottom of the car pyramid.
Few expensive cars, let alone budget ones, have the eyeball-grabbing appeal of the Eon.
The baby Hyundai’s lines are distinctive, though the hexagonal front grille and swept-back headlamps do link it to other models in Hyundai’s range.
The triangular fog lights, neatly recessed low down in the bumper, look really attractive.
Even the stubby bonnet gets ridges on either side that rise sharply to meet the A pillar.
An interesting design element is the front bumper, which flows into the large and stylised front wheel arches.
There is no shortage of style strokes on the sides either.
A bold waistline that originates behind the headlights and kinks up to the taillight looks really unique.
An arc-shaped line at the bottom of the doors is another of the Eon’s umpteen light-catching details.
If there is an area where we feel Hyundai should really have toned down the styling, it’s the wheel arches, which are too pronounced and make the wheels look a tad small.
And we’re talking about the top model here, which comes with 13-inch wheels.
The 12-inchers on the base models will look positively puny.
The rear end has a relatively short overhang and features smart crescent-shaped taillights.
Build quality is superb for a car at this end of the spectrum.
The tight panel gaps and overall fit and finish point belong to a car in a higher class and the flap-type door handles are the only place where you feel Hyundai has skimped.
Developing the car completely from scratch would have made it impossible for Hyundai to meet the Eon’s tough cost targets, so a fair bit of the underpinnings are shared with Hyundai’s original car for the masses, the tall-boy Santro.
The 2380mm wheelbase is common and the suspension uses the same MacPherson strut front and torsion beam rear layout.
Braking is via a combination of front discs and rear drums and ABS, not surprisingly, is absent from the features list on any trim.
However, the top-spec Sportz variant we tested does get a driver-side airbag, making the Eon the cheapest car in India to come with this essential safety kit.
Impact protection also includes a square-shaped radiator support panel, reinforced floor panel and door
side-impact beams. However, since the Eon will not be sold in Europe or other developed markets; we doubt it meets international standards of crash-worthiness.

ENGINE AND PERFORMANCE
The Eon comes powered by a three-cylinder, 814cc petrol engine.
This motor is actually the 1.1-litre iRDE unit from the Santro (and original i10) with one cylinder less.
Basic architecture remains the same, with a three-valve-per-cylinder, SOHC arrangement. With 55bhp on tap, the Eon slots right between the standard 800cc Alto and the larger-hearted Alto K10 on the power scale.
Hyundai’s three-pot motor was never going to be as smooth as its four-cylinder counterpart, but refinement levels are just about acceptable for the class.
Hyundai has equipped the engine with a counter balancer which cancels out vibrations to some extent.
However, there’s a distinct imbalance at idle and you can feel vibrations filter through, notably via the gearlever.
Things smoothen out when you tap the throttle but there’s always a thrum which you can’t miss.
We always liked the bottom-end pep of the long-stroke iRDE engine but sadly, in this three-cylinder avatar, the energetic character is missing.
There is a flat spot when accelerating from very low engine speeds, so this motor needs to be revved a bit to gain momentum.
The Eon does feel quite comfortable once on the move and keeping up with city traffic isn’t a problem either.
It’s only when overtaking vehicles that the lack of outright power comes into play.
Mid-range and part-throttle responses are mediocre and the Eon only ambles along until you get into the powerband.
Also rev it past 5000rpm and the engine note goes from a thrum to a thrash.
Clearly this motor has no sporting pretensions and, as you’d expect, performance isn’t staggering.
The Eon takes 6.46 sec get to 60kph and 17.6 sec to 100kph. These figures do compare well with both Altos though.
Hyundai has geared the first three ratios quite short to make the most of the engine’s limited power, so in-city drivability is acceptable for the most part.
It is important to keep the engine in the powerband as it is not a quick-revving unit and does take quite some time to get back up to speed.
This feeling is oft experienced when upshifting early from second to third gear.
The Eon borrows the Santro’s five-speed manual gearbox that features a mechanical linkage.
Gearshifts on the short-throw ’box are quite notchy, especially in first and second gears, but the light clutch requires little effort to use.
What’s good is that highway journeys can be undertaken with piece of mind as the little Eon is quite relaxed even at 80kph and happily cruises at an indicated 120kph.
It’s only when travelling with a full load that the Eon feels slightly strained.
But as the saying goes, there is no replacement for displacement.

RIDING AND HANDLING
A light steering makes the Eon well suited to Indian city traffic conditions and a tight turning circle allows cheeky moves through traffic.
However, the Eon isn’t fun to drive and the uneven feel the steering offers contributes to this.
There’s lots of slack around the straight-ahead position, but when you pile on the lock, the steering suddenly quickens to the point of being over-responsive.
This takes some getting used to at higher speeds and the quick turn-in can also catch the novice driver off-guard.
Another negative is the lack of sufficient self-centering action, so you have to keep a firm hand on the steering at all speeds.
Straightline stability is adequate and though strong gusts do rock the car, the overall impression is that the Eon is well planted, especially over minor undulations.
Low-speed ride quality is another area where it showed a plushness you wouldn’t really associate with a budget city runabout.
Yes, it does thump over bumps, but the suspension does a good job of softening the jolt.
Over bad roads, the Eon feels out of its comfort zone and the ride isn’t as flat as we would like.
There’s a fair amount of vertical movement, owing to its softly sprung setup.
Suspension noise is also pretty well contained, though road noise gets intrusive as you go faster.
In terms of braking, the Eon offers good feel at the pedal and also doesn’t veer much under panic stops.

VERDICT
What the Eon does so successfully is inject a certain degree of desirability into the budget car segment.
It looks a million bucks, which will no doubt be one of the reasons many will buy the car in the first place, and with six variants to choose from, there is an Eon to suit every budget.
The cabin, though not the most spacious, is a genuinely nice place to be and comes with equipment unheard of in this class of car.
A stronger and more refined engine along with sportier handling would have added an element of fun, which is the one thing that is seriously lacking in this car.
However, for normal urban duties it has adequate power and the light controls make the little Hyundai easy to punt around in town.
Fuel economy is pretty good too. The Eon, then, is a car that not only has the looks but also the makings of a winner.

From a motorist’s standpoint, the urban landscape is getting pretty depressing.
Traffic has become a swear word, pollution, whether of noise or air, is a slow poison that singes the nerves, and parking spots determine your mood for the day.
But now Renault has a little white pill that claims it can wipe the blues away.
Say hello to the Twizy.

The Twizy is a UDO, an Unidentified Driving Object.
Renault had to conjure up a whole new vehicle type because the Twizy really doesn’t fit in anywhere.
However, the unimaginative gaze of the law hasn’t been as taken by the Twizy’s car-like cabin and motorcycle-like appeal, pegging it simply as a quadricycle.
But what it is, is gorgeous. And gregarious. And engaging. Not words you normally use for an inanimate object.

Sitting at the Ibiza beach, the Twizy seemed to holler, “Hey! Why don’t you come have a closer look? You know you want to!” And they did – six-year-olds led by their grandfathers, bikini-clad ladies with incomplete tans, and men with big blue question marks hanging over their heads.

The cab looks as though it has endured warp speed, with all excess sheared off.
The windscreen is raked steeply, the windowless rear section emphasises the narrowness of the cabin, and the high-set tail lamp makes it look taller than it is.
It looks as though the pod is bonded to a black cart, its skinny 13-inch wheels jutting outward for stability’s sake.
Something as curious-looking as this surely deserved a closer look.

And so, they poked their heads in through the windowless doors to see what the Twizy had to offer.
The motorcycle-style tandem seating drew some unsure glances, but the optional panoramic sunroof brought big grins, as did the car-like dash and steering wheel.
But the second those plastic doors scissored open, there was a new wave of appreciation for the Twizy.

Underneath that funky facade, the Twizy is sensibly minimal; this is why the ‘vanity’ doors are an option.
If doors were standard, customers would expect windows, and hence the Twizy would need de-fogging equipment, and then not having air-conditioning would seem completely absurd.
All this would bring the Twizy right into proper car territory, and dealing with the disadvantages of added weight and reduced range would hurt its appeal.

Right-sizing the Twizy goes further than that, though.
For instance, the driver’s seat – set to a rather attentive upright position – can’t be adjusted for recline.
The plastics for the dash and the seat covers feel functional and tough; after all, like motorcycles, they will have to endure the elements without fuss.
But where it matters, there’s no skimping. The Twizy is built around a solid spaceframe chassis that gives it a robust feel that far exceeds the norms for quadricycles.

Less can be more, as the Twizy proved out on the road.
The UDO is more fun than anything with a steering wheel and only 17bhp has any right to be.
Credit for that is due to RenaultSport Technologies, the team that works on Renault’s Formula 1 motors.
Their expertise in F1 KERS development made them top candidates to develop the Twizy’s powertrain too.
The rear mid-mounted electric motor delivers the equivalent of 17bhp to the rear wheels.

Renault claims 125cc-scooter-matching performance, which translates to a 0-65kph time of 6.1 seconds.
However, the experience is livelier than the numbers suggest.
Light taps on the throttle are enough to send the Twizy scurrying ahead, absolutely in sync with the stop-go conditions of city traffic.
Since the Twizy doesn’t have any form of stability control, its 5.8kgm of torque is enough to spin the rear wheels from standstill.
So, in the interest of traction, initial throttle response has been kept a bit tame, but once past 20kph, the Twizy feels distinctly more responsive.
We even ventured onto the motorway, where it proved capable of getting to and holding a steady 80kph without fuss.

While the Twizy iS fun to drive, the whine of the electric motor was like an annoying passenger unwilling to shut up.
But the sights and smells of Ibiza’s coast and countryside offered plenty of distractions.
The fresh breeze was a friendly companion, as the clear plastic baffles just past the A-pillar kept the cabin from getting tempestuous.

On the winding coastal roads the Twizy drove like a go-kart.
The lack of power assistance or variable-ratio hocus-pocus gave the steering a beautiful weight and directness.
For most conditions, the narrower (compared to the rear) 125/80-R13 front tyres helped keep steering effort low, but around tighter corners you could feel the weight.
Its go-kart nature extended to the way it cornered – flat, the way it rode – stiff, and the brakes – wooden.
Interestingly, since the motor doesn’t drive the front wheels, the regenerative braking wasn’t to blame for the wooden brake feel. Instead, it was the lack of a brake booster.

Another result of regenerative braking being limited to the rear axle is that the batteries aren’t topped up as much as they could be.
Still, the Twizy comes with a claimed 100km range with a minimum of 55km.
The erratic trip computer made me wish electric car manufacturers would put in another mode that shows the real-time minimum available range.
Even with the lithium ion batteries drained completely, the Twizy takes only three-and-a-half hours to be charged completely – that too on the same 220V plug point you use to charge your phone.


Volkswagen, Audi, Nissan, Opel and Toyota have all shown concepts similar to the Twizy in recent years, but Renault has leapfrogged all of them to production in an arena that holds a lot of promise.
But is the Twizy too ahead of its time? It’s hard to tell, but Renault has given it its best shot.
The Twizy blends practicality with futuristic cool, and underlines it with economics that boost this pod from being a fanciful whim to a modern-day urban tool.

In the Indian context, the Twizy means little more than another interesting chapter in the evolution of automobiles.
Electric cars, especially ones without doors, windows and air-conditioning, make little sense on the subcontinent.
However, given the fun factor of driving the Twizy, I really wouldn’t mind making an exception, say, if Renault put a small screamer of a petrol motor in the back!