Ever get the heebie-jeebies at a wax museum? Feel uneasy with an anthropomorphic robot? What about playing a video game or watching an animated movie, where the human characters are pretty realistic but just not quite right and maybe a bit creepy? If yes, then you've probably been a visitor to what's called the "uncanny valley."
The phenomenon has been described anecdotally for years, but how and why this happens is still a subject of debate in robotics, computer graphics and neuroscience. Now an international team of researchers, led by Ayse Pinar Saygin of the University of California, San Diego, has taken a peek inside the brains of people viewing videos of an uncanny android (compared to videos of a human and a robot-looking robot).
Published in the Oxford University Press journal Social Cognitive and Affective Neuroscience, the functional MRI study suggests that what may be going on is due to a perceptual mismatch between appearance and motion.
The term "uncanny valley" refers to an artificial agent's drop in likeability when it becomes too humanlike. People respond positively to an agent that shares some characteristics with humans -- think dolls, cartoon animals, R2D2. As the agent becomes more human-like, it becomes more likeable. But at some point that upward trajectory stops and instead the agent is perceived as strange and disconcerting. Many viewers, for example, find the characters in the animated film "Polar Express" to be off-putting. And most modern androids, including the Japanese Repliee Q2 used in the study here, are also thought to fall into the uncanny valley.
Saygin and her colleagues set out to discover if what they call the "action perception system" in the human brain is tuned more to human appearance or human motion, with the general goal, they write, "of identifying the functional properties of brain systems that allow us to understand others' body movements and actions."
They tested 20 subjects aged 20 to 36 who had no experience working with robots and hadn't spent time in Japan, where there's potentially more cultural exposure to and acceptance of androids, or even had friends or family from Japan.
The subjects were shown 12 videos of Repliee Q2 performing such ordinary actions as waving, nodding, taking a drink of water and picking up a piece of paper from a table. They were also shown videos of the same actions performed by the human on whom the android was modeled and by a stripped version of the android -- skinned to its underlying metal joints and wiring, revealing its mechanics until it could no longer be mistaken for a human. That is, they set up three conditions: a human with biological appearance and movement; a robot with mechanical appearance and mechanical motion; and a human-seeming agent with the exact same mechanical movement as the robot.
At the start of the experiment, the subjects were shown each of the videos outside the fMRI scanner and were informed about which was a robot and which human.
The biggest difference in brain response the researchers noticed was during the android condition -- in the parietal cortex, on both sides of the brain, specifically in the areas that connect the part of the brain's visual cortex that processes bodily movements with the section of the motor cortex thought to contain mirror neurons (neurons also known as "monkey-see, monkey-do neurons" or "empathy neurons").
According to their interpretation of the fMRI results, the researchers say they saw, in essence, evidence of mismatch. The brain "lit up" when the human-like appearance of the android and its robotic motion "didn't compute."
"The brain doesn't seem tuned to care about either biological appearance or biological motion per se," said Saygin, an assistant professor of cognitive science at UC San Diego and alumna of the same department. "What it seems to be doing is looking for its expectations to be met -- for appearance and motion to be congruent."
In other words, if it looks human and moves likes a human, we are OK with that. If it looks like a robot and acts like a robot, we are OK with that, too; our brains have no difficulty processing the information. The trouble arises when -- contrary to a lifetime of expectations -- appearance and motion are at odds.
"As human-like artificial agents become more commonplace, perhaps our perceptual systems will be re-tuned to accommodate these new social partners," the researchers write. "Or perhaps, we will decide it is not a good idea to make them so closely in our image after all."
Saygin thinks it's "not so crazy to suggest we brain-test-drive robots or animated characters before spending millions of dollars on their development."
It's not too practical, though, to do these test-drives in expensive and hard-to-come-by fMRI scanners. So Saygin and her students are currently on the hunt for an analogous EEG signal. EEG technology is cheap enough that the electrode caps are being developed for home use.
The research was funded by the Kavli Institute for Brain and Mind at UC San Diego. Saygin was additionally supported by the California Institute of Telecommunication and Information Technology (Calit2) at UCSD.
Saygin's coauthors are Thierry Chaminade of Mediterranean Institute for Cognitive Neuroscience, France; Hiroshi Ishiguro of Osaka University and ATR, Japan; Jon Driver of University College London; and Chris Firth of University of Aarhus, Denmark.
Friday, July 15, 2011
Sunday, July 10, 2011
2013 Land Rover Range Rover Spy Photos - Future Cars
Even for a vehicle with such historically long lifecycles, the Land Rover Range Rover is overdue for a full updating. You may remember that the current truck was designed under BMW ownership, updated by Ford, and recently got new engines and an interior under Tata rule. One generation, three parent companies. Three consecutive British prime ministers have no doubt ridden in them, too. Fortunately, as these spy photos—and those we previously captured—suggest, an all-new Rover family is just around the bend.
Given Land Rover’s convoluted full-size lineup—LR4, only-slightly-larger Range Rover, and LR4-based Range Rover Sport, which is smaller than either—we’re not entirely certain which model this is. In general proportion and in details such as the door handles tucked into the body line, it bears strong resemblance to the big-dog Range Rover. But the cut line of the rear door and the greenhouse, which tightens toward the back of the truck, make the body of this mule look very much like a hacked-up current-gen Range Rover Sport.
It’s also tough to tell what’s happening at the rear corners, thanks to a pair of blinders that have been slapped on, but the rear glass looks to have a slightly sharper slope to it and more streamlined trim at the edges. Overall, regardless of which model this is, it seems like the goal will be refining the current shape for better aerodynamics and lower wind noise, without losing the classic Range Rover silhouette.
Old-School but High-Tech
Technology will no doubt play a large role in the next Rover’s launch, and the most obvious bits peeking out in these photos are the LED clusters in the headlights. Behind them, expect a new hybrid powertrain to brighten the stately SUV’s eco image. Land Rover previewed this powertrain with the Range_e concept earlier this year. That vehicle used a diesel V-6 paired up with a plug-in hybrid system, but if the company intends to sell a Range Rover hybrid to U.S. customers, it’ll most likely have to use a gas engine.
As for the traditionally motivated models, we expect Land Rover to get a few more years out of its selection of 5.0-liter V-8s, both naturally aspirated and supercharged. Minor updates may eke out some gain in efficiency, but a larger increase likely will come from a jump from six- to eight-speed automatic transmissions, the new industry standard. As usual, Europeans will benefit from a range of turbo-diesels while we will not. A concept might preview a production model in the next year, but don’t expect production to start until the end of 2012 at the earlies
Given Land Rover’s convoluted full-size lineup—LR4, only-slightly-larger Range Rover, and LR4-based Range Rover Sport, which is smaller than either—we’re not entirely certain which model this is. In general proportion and in details such as the door handles tucked into the body line, it bears strong resemblance to the big-dog Range Rover. But the cut line of the rear door and the greenhouse, which tightens toward the back of the truck, make the body of this mule look very much like a hacked-up current-gen Range Rover Sport.
It’s also tough to tell what’s happening at the rear corners, thanks to a pair of blinders that have been slapped on, but the rear glass looks to have a slightly sharper slope to it and more streamlined trim at the edges. Overall, regardless of which model this is, it seems like the goal will be refining the current shape for better aerodynamics and lower wind noise, without losing the classic Range Rover silhouette.
Old-School but High-Tech
Technology will no doubt play a large role in the next Rover’s launch, and the most obvious bits peeking out in these photos are the LED clusters in the headlights. Behind them, expect a new hybrid powertrain to brighten the stately SUV’s eco image. Land Rover previewed this powertrain with the Range_e concept earlier this year. That vehicle used a diesel V-6 paired up with a plug-in hybrid system, but if the company intends to sell a Range Rover hybrid to U.S. customers, it’ll most likely have to use a gas engine.
As for the traditionally motivated models, we expect Land Rover to get a few more years out of its selection of 5.0-liter V-8s, both naturally aspirated and supercharged. Minor updates may eke out some gain in efficiency, but a larger increase likely will come from a jump from six- to eight-speed automatic transmissions, the new industry standard. As usual, Europeans will benefit from a range of turbo-diesels while we will not. A concept might preview a production model in the next year, but don’t expect production to start until the end of 2012 at the earlies
CAM works inside CAD
It's important to consider the context in which a CAM program will be used when evaluating it.
Printer-friendly version
The Hole Recognition tool in SolidCAM inspects the geometry and the history tree of the SolidWorks model to generate toolpaths for machining all types of holes, including complex counterbored, countersunk, and threaded ones.
The Hole Recognition tool in SolidCAM inspects the geometry and the history tree of the SolidWorks model to generate toolpaths for machining all types of holes, including complex counterbored, countersunk, and threaded ones.
SolidCAM lets users easily program custom procedures unique to the nuances of machines such as the horizontal boring machine at Alpha Engineering & Design. It's the second-largest such machine in the Colorado region.
SolidCAM lets users easily program custom procedures unique to the nuances of machines such as the horizontal boring machine at Alpha Engineering & Design. It's the second-largest such machine in the Colorado region.
For instance, SolidCAM is excellent when considering how well it contributes to work on the production floor. Customers send us a variety of file formats for parts they want us to manufacture, so it's useful to have a system that quickly converts data into usable form, and without demanding a lot model repair or drawing conversions. SolidCAM works inside of SolidWorks 3D MCAD software, which accurately imports many 2D and 3D file formats that let SolidCAM efficiently generate CNC programs for them.
Another important CAM consideration is a program's ability to generate "posts." These are subroutines for often-repeated machining actions specific to a particular CNC machine. Without posts, it would be necessary to have station operators who understand G-code (raw CNC machine language) manually fix a part's program.
In fact, when it comes to posts, SolidCAM lets users easily program commonly used cuts and calculations. This is not always the case with other CAM software. In fact, before acquiring this CAM package, I paid consultants to write custom procedures. Although the results were close to what I wanted, they weren't great. Also, other CAM programs often use proprietary languages, which makes it hard for me to program with much success.
Another useful SolidCAM feature: It lets users edit common tasks. This comes in handy because the CNC machines in our shop, like most machine tools, have slightly different nuances. For example, they have different canned cycles and use various M--codes to execute certain operations. The CAM software lets users modify posts for each machine.
In terms of production efficiency, the software's programmability and ease of use is almost priceless. Users need only send a model through SolidCAM to the machine tool, set up the material, and hit Go. There's no need to review the G-code or perform a dry run 2 in. above the part to make sure there are no bugs in the programming.
Other great features come from combining the software with SolidWorks. For example, the program module in the package lets users define raw stock, fixtures, and target parts before a project goes to the shop floor. These CNC layouts are visually displayed in SolidWorks so users can verify that a cutting tool won't gouge into a nested piece or a clamp won't interfere with a cut.
The CAM software also has a visually intuitive layout. For example, home position is obvious. This comes in handy when using multiple coordinate systems.
The close coordination between CAD and CAM means users can send more than just parts to CAM. Users can model complete projects, including machine pad, fixturing, vises, and several nested parts, in one run. Users can document projects in SolidWorks and then print fully dimensioned setup sheets for operators. These sheets contain instructions on the position of raw stock and clamps. Visual instructions show what has already been programmed, so operators need not rethink problems. Users can even send entire project into SolidCAM all at once.
The software has saved me from many problems that plagued previous CAM systems. These include hundreds of hours spent remodifying G-code, which delayed tooling, and the expense of parts that had to be trashed. SolidCAM gets tool paths right the first time.
Printer-friendly version
The Hole Recognition tool in SolidCAM inspects the geometry and the history tree of the SolidWorks model to generate toolpaths for machining all types of holes, including complex counterbored, countersunk, and threaded ones.
The Hole Recognition tool in SolidCAM inspects the geometry and the history tree of the SolidWorks model to generate toolpaths for machining all types of holes, including complex counterbored, countersunk, and threaded ones.
SolidCAM lets users easily program custom procedures unique to the nuances of machines such as the horizontal boring machine at Alpha Engineering & Design. It's the second-largest such machine in the Colorado region.
SolidCAM lets users easily program custom procedures unique to the nuances of machines such as the horizontal boring machine at Alpha Engineering & Design. It's the second-largest such machine in the Colorado region.
For instance, SolidCAM is excellent when considering how well it contributes to work on the production floor. Customers send us a variety of file formats for parts they want us to manufacture, so it's useful to have a system that quickly converts data into usable form, and without demanding a lot model repair or drawing conversions. SolidCAM works inside of SolidWorks 3D MCAD software, which accurately imports many 2D and 3D file formats that let SolidCAM efficiently generate CNC programs for them.
Another important CAM consideration is a program's ability to generate "posts." These are subroutines for often-repeated machining actions specific to a particular CNC machine. Without posts, it would be necessary to have station operators who understand G-code (raw CNC machine language) manually fix a part's program.
In fact, when it comes to posts, SolidCAM lets users easily program commonly used cuts and calculations. This is not always the case with other CAM software. In fact, before acquiring this CAM package, I paid consultants to write custom procedures. Although the results were close to what I wanted, they weren't great. Also, other CAM programs often use proprietary languages, which makes it hard for me to program with much success.
Another useful SolidCAM feature: It lets users edit common tasks. This comes in handy because the CNC machines in our shop, like most machine tools, have slightly different nuances. For example, they have different canned cycles and use various M--codes to execute certain operations. The CAM software lets users modify posts for each machine.
In terms of production efficiency, the software's programmability and ease of use is almost priceless. Users need only send a model through SolidCAM to the machine tool, set up the material, and hit Go. There's no need to review the G-code or perform a dry run 2 in. above the part to make sure there are no bugs in the programming.
Other great features come from combining the software with SolidWorks. For example, the program module in the package lets users define raw stock, fixtures, and target parts before a project goes to the shop floor. These CNC layouts are visually displayed in SolidWorks so users can verify that a cutting tool won't gouge into a nested piece or a clamp won't interfere with a cut.
The CAM software also has a visually intuitive layout. For example, home position is obvious. This comes in handy when using multiple coordinate systems.
The close coordination between CAD and CAM means users can send more than just parts to CAM. Users can model complete projects, including machine pad, fixturing, vises, and several nested parts, in one run. Users can document projects in SolidWorks and then print fully dimensioned setup sheets for operators. These sheets contain instructions on the position of raw stock and clamps. Visual instructions show what has already been programmed, so operators need not rethink problems. Users can even send entire project into SolidCAM all at once.
The software has saved me from many problems that plagued previous CAM systems. These include hundreds of hours spent remodifying G-code, which delayed tooling, and the expense of parts that had to be trashed. SolidCAM gets tool paths right the first time.
Audi A7 TDI
The A7 turns heads. Everywhere. You would think that the metallic beige Audi isn’t unique enough to catch the jaded Mumbaikar’s eye, but that’s just what it does. Credit goes to its low, brooding stance and slit eyed headlamps, but where the A7 is racier than the regular German executive cars is with its Mustang-like fastback rear. We think it looks fantastic and other road users seem to unanimously agree.
We like what’s under the skin too. The A7 shares its innards with the A6 and, indeed, the A4 and A8, all these models using Audi’s MLB platform. It may look like a coupé, but the car occupies quite a bit of real estate. At a shade under five metres long and almost two metres wide, it is longer and wider than an A6, but smaller than an A8.
And, like its siblings, the engine is longitudinally mounted and sends power to all four wheels. Audi’s tried and tested 3.0 V6 diesel motor has been improved for the A7 by using higher injection pressures, new camshaft profiles and a revised turbo. As with most Audi Quattro systems, this one sends 60 percent of its power to the rear axle. Suspension is by way of double wishbones up front and a multi-link setup at the rear with Audi’s adaptive air suspension taking care of damping. A lot of the body is aluminium, including the front suspension struts, so this car weighs in a rather light 1770kg (for its size). The 54/46 front/rear weight distribution is impressive too.
This is a long, low car, and it feels that way when you get in. You stoop to enter, and sit a lot lower than in conventional saloons of this size, but it’s a comfortable place once inside. We liked the interior’s craftsmanship and trimmings that make it feel quite special. The swooping dashboard and door inserts, the precision machining of the aluminium centre console controls and the showy arrival of the MMI system’s screen that rises out from a slot in the dash, all create an alluring first impression.
At the rear, the fastback roofline will scuff the scalps of taller people, and sitting three abreast is a bit of a squeeze. Legroom isn’t bad but what makes it a tad uncomfortable is the upright seat back. The underlying message here is don’t buy this car if the rear seat is a priority. The boot is reasonably spacious and though it’s a bit shallow, it makes up with its length and you can split and fold the rear seats for a bigger load area.
There’s no stinting on equipment. Standard features include adaptive air suspension, two-zone climate control, a fuel saving start-stop system, Audi’s Multi-Media Interface, a parking system with a reverse camera, and 18-inch alloy wheels. The options list is quite long too, so you can really spec it up. But, as with all Audis, the spare tyre is a space saver.
Drive it, and you’ll see the A7 is much more than just a looker. Press the engine start button and the 245bhp, 3.0-litre V6 diesel starts and settles into a beautifully refined idle. The strong point of this engine is the way it makes its 51kgm of torque. It peaks at a low 1400rpm and stays there all the way to 3250rpm. Keep the engine spinning in this range (easy to do via the seven-speed, twin-clutch auto) and you’ll find a car that is rapid in its responses. Flat out, it moves off with convincing urge and performance is befitting of its sporty looks – 100kph comes up in a very rapid 6.6sec and 200kph comes up in under half a minute. The engine is incredibly smooth and refined for the most part, and gets audible only when nearing its redline.
If there is a slight hiccup with the powertrain, it’s that the transmission occasionally hesitates when you want to kick-down. Using the paddleshifts cures this problem, so it is best to do so when you want a quick overtake.
Adding to the car’s relaxed highway manners is the tall seventh gear which gives it long legs. It’s a shame then that there is so much tyre roar in the cabin, especially over concrete roads. It’s the one thing that stops it from being as relaxed a tourer as some of its German rivals.
Around town, the low driving position can be a bit intimidating at first, but you get used to it. That big rear window really makes it easy to see out the back though. It has a genuinely comfortable and pliant ride despite the big wheels and the low-profile rubber. With the adaptive air suspension in comfort mode, it absorbs bumps well and we love the way it dispatches bumps and expansion joints with solid thunks. The comfort setting does allow the car to wallow ever so slightly over undulations and small bumps do tend to catch it out but this isn’t too bad. Ground clearance isn’t as bad as we expected either – simply raise the car on its suspension and it’ll climb over most speedbreakers.
Audi’s drive select system (standard on the A7) lets you tailor everything from engine responsiveness, steering weight, suspension setting and even seatbelt pre-tensioning. Select the dynamic mode and the steering weights up a bit more and you can feel the suspension tightly controlling body movements. Around corners, the A7 displays phenomenal grip and fantastic body control and is quite fun to drive on a twisting road. The electrically assisted steering is a big letdown though – it feels too inert, lifeless and vague. If not for the desensitised steering, the A7 would have been quite a hoot to drive.
The A7 costs Rs 64 lakh (ex-showroom Delhi) which means it sits exactly between the A6 and the A8 on price. It is expensive but that’s the price you pay for style. The A7’s looks, drivetrain and equipment are all compelling reasons to buy one. It rides well, is very refined and is a lot more practical than its shape would suggest. Sweet chariot it is.
Price Range (in lakhs)*
Ex-showroom Price Rs 64 lakh (ex-showroom Delhi)
ENGINE
Fuel Diesel
Installation Front, longitudinal, all-wheel drive
Type 6 cyls in-vee, 2967cc, turbo-diesel
Power 245bhp at 4000-4500rpm
Torque 51kgm at 1400-3250rpm
Transmission
Type Auto
Gearbox Seven-speed twin-clutch
Chassis & Body
Length 4969mm
Width 1911mm
Height 1420mm
Wheel Base 2914mm
Weight 1770kg
Wheels 18 inch
Tyres 255/45 - R18
Suspension
Front Double wishbones
Rear Multi-link setup with adaptive air suspension
Steering
Type Power Electronic
Brakes
Front Ventilated discs
Rear Ventilated discs
Anti-lock Yes
Acceleration
0-20 1.02
0-40 1.93
0-60 3.11
0-80 4.74
0-100 6.67
0-120 9.18
0-140 12.29
0-160 16.38
0-180 21.46
Acceleration in Gear
20-80kph in kickdown 4.39
40-100kph in kickdown 5.31
We like what’s under the skin too. The A7 shares its innards with the A6 and, indeed, the A4 and A8, all these models using Audi’s MLB platform. It may look like a coupé, but the car occupies quite a bit of real estate. At a shade under five metres long and almost two metres wide, it is longer and wider than an A6, but smaller than an A8.
And, like its siblings, the engine is longitudinally mounted and sends power to all four wheels. Audi’s tried and tested 3.0 V6 diesel motor has been improved for the A7 by using higher injection pressures, new camshaft profiles and a revised turbo. As with most Audi Quattro systems, this one sends 60 percent of its power to the rear axle. Suspension is by way of double wishbones up front and a multi-link setup at the rear with Audi’s adaptive air suspension taking care of damping. A lot of the body is aluminium, including the front suspension struts, so this car weighs in a rather light 1770kg (for its size). The 54/46 front/rear weight distribution is impressive too.
This is a long, low car, and it feels that way when you get in. You stoop to enter, and sit a lot lower than in conventional saloons of this size, but it’s a comfortable place once inside. We liked the interior’s craftsmanship and trimmings that make it feel quite special. The swooping dashboard and door inserts, the precision machining of the aluminium centre console controls and the showy arrival of the MMI system’s screen that rises out from a slot in the dash, all create an alluring first impression.
At the rear, the fastback roofline will scuff the scalps of taller people, and sitting three abreast is a bit of a squeeze. Legroom isn’t bad but what makes it a tad uncomfortable is the upright seat back. The underlying message here is don’t buy this car if the rear seat is a priority. The boot is reasonably spacious and though it’s a bit shallow, it makes up with its length and you can split and fold the rear seats for a bigger load area.
There’s no stinting on equipment. Standard features include adaptive air suspension, two-zone climate control, a fuel saving start-stop system, Audi’s Multi-Media Interface, a parking system with a reverse camera, and 18-inch alloy wheels. The options list is quite long too, so you can really spec it up. But, as with all Audis, the spare tyre is a space saver.
Drive it, and you’ll see the A7 is much more than just a looker. Press the engine start button and the 245bhp, 3.0-litre V6 diesel starts and settles into a beautifully refined idle. The strong point of this engine is the way it makes its 51kgm of torque. It peaks at a low 1400rpm and stays there all the way to 3250rpm. Keep the engine spinning in this range (easy to do via the seven-speed, twin-clutch auto) and you’ll find a car that is rapid in its responses. Flat out, it moves off with convincing urge and performance is befitting of its sporty looks – 100kph comes up in a very rapid 6.6sec and 200kph comes up in under half a minute. The engine is incredibly smooth and refined for the most part, and gets audible only when nearing its redline.
If there is a slight hiccup with the powertrain, it’s that the transmission occasionally hesitates when you want to kick-down. Using the paddleshifts cures this problem, so it is best to do so when you want a quick overtake.
Adding to the car’s relaxed highway manners is the tall seventh gear which gives it long legs. It’s a shame then that there is so much tyre roar in the cabin, especially over concrete roads. It’s the one thing that stops it from being as relaxed a tourer as some of its German rivals.
Around town, the low driving position can be a bit intimidating at first, but you get used to it. That big rear window really makes it easy to see out the back though. It has a genuinely comfortable and pliant ride despite the big wheels and the low-profile rubber. With the adaptive air suspension in comfort mode, it absorbs bumps well and we love the way it dispatches bumps and expansion joints with solid thunks. The comfort setting does allow the car to wallow ever so slightly over undulations and small bumps do tend to catch it out but this isn’t too bad. Ground clearance isn’t as bad as we expected either – simply raise the car on its suspension and it’ll climb over most speedbreakers.
Audi’s drive select system (standard on the A7) lets you tailor everything from engine responsiveness, steering weight, suspension setting and even seatbelt pre-tensioning. Select the dynamic mode and the steering weights up a bit more and you can feel the suspension tightly controlling body movements. Around corners, the A7 displays phenomenal grip and fantastic body control and is quite fun to drive on a twisting road. The electrically assisted steering is a big letdown though – it feels too inert, lifeless and vague. If not for the desensitised steering, the A7 would have been quite a hoot to drive.
The A7 costs Rs 64 lakh (ex-showroom Delhi) which means it sits exactly between the A6 and the A8 on price. It is expensive but that’s the price you pay for style. The A7’s looks, drivetrain and equipment are all compelling reasons to buy one. It rides well, is very refined and is a lot more practical than its shape would suggest. Sweet chariot it is.
Price Range (in lakhs)*
Ex-showroom Price Rs 64 lakh (ex-showroom Delhi)
ENGINE
Fuel Diesel
Installation Front, longitudinal, all-wheel drive
Type 6 cyls in-vee, 2967cc, turbo-diesel
Power 245bhp at 4000-4500rpm
Torque 51kgm at 1400-3250rpm
Transmission
Type Auto
Gearbox Seven-speed twin-clutch
Chassis & Body
Length 4969mm
Width 1911mm
Height 1420mm
Wheel Base 2914mm
Weight 1770kg
Wheels 18 inch
Tyres 255/45 - R18
Suspension
Front Double wishbones
Rear Multi-link setup with adaptive air suspension
Steering
Type Power Electronic
Brakes
Front Ventilated discs
Rear Ventilated discs
Anti-lock Yes
Acceleration
0-20 1.02
0-40 1.93
0-60 3.11
0-80 4.74
0-100 6.67
0-120 9.18
0-140 12.29
0-160 16.38
0-180 21.46
Acceleration in Gear
20-80kph in kickdown 4.39
40-100kph in kickdown 5.31
Skoda’s future model plans
The future for Skoda seems bright in India with the company looking forward to another decade of rapid growth. Skoda has planned the introduction of an all-new range of models. The Czech carmaker intends to add more emotion to its design without compromising on practicality.
The upcoming Skoda Rapid, which will compete with the VW Vento, will be priced marginally cheaper, yet superbly built, if not as well equipped and will be more spacious. Skoda also plans to exploit the niche compact SUV market with different variants of the Skoda Yeti. A cheaper 110bhp version, will be launched later this year and an automatic version with a DSG ’box will come next year. The Laura RS, a sportier version of the current Laura, with a stiffer suspension and body kit but without an engine upgrade is also ready for launch this August
Skoda is also looking to introduce a Rs 4 lakh hatchback and a sub-four-metre saloon that will be based on the VW Up platform and will sit neatly below the Rapid. The company is also planning to bring the Octavia name back with the next-generation Laura, which will rival VW’s Jetta. The next-gen Octavia will be unveiled sometime next year.
The upcoming Skoda Rapid, which will compete with the VW Vento, will be priced marginally cheaper, yet superbly built, if not as well equipped and will be more spacious. Skoda also plans to exploit the niche compact SUV market with different variants of the Skoda Yeti. A cheaper 110bhp version, will be launched later this year and an automatic version with a DSG ’box will come next year. The Laura RS, a sportier version of the current Laura, with a stiffer suspension and body kit but without an engine upgrade is also ready for launch this August
Skoda is also looking to introduce a Rs 4 lakh hatchback and a sub-four-metre saloon that will be based on the VW Up platform and will sit neatly below the Rapid. The company is also planning to bring the Octavia name back with the next-generation Laura, which will rival VW’s Jetta. The next-gen Octavia will be unveiled sometime next year.
Fiat hires Italian veteran to take on Volkswagen in Indian automobile market
Italian car maker Fiat has roped in 53-year-old Enrico Atanasio to turn around the fortunes of its struggling Indian operations as rivals such as Volkswagen rapidly ramps up its market share in the world's fast-growing automobile market after China. Atanasio will take charge as Fiat India's senior vice-president (commercial) to spearhead an initiative to boost product pipeline and overhaul marketing functions .
Two top executives in the commercial operations, Ravi Bhatia and Tarun Khanna, will report to the new Italian head. While Bhatia will coordinate with the joint venture partner Tata Motors, Khanna will be in charge of spare parts sourcing. Rajeev Kapoor will continue to be the president & Chief Executive Officer of Fiat India. The move to bring an Italian to the top management stems from Fiat's desire to align the Indian operations to the global brand. "It was felt that an Italian would help in better global brand positioning and in aligning the Indian operations with the global operations soon.
Two top executives in the commercial operations, Ravi Bhatia and Tarun Khanna, will report to the new Italian head. While Bhatia will coordinate with the joint venture partner Tata Motors, Khanna will be in charge of spare parts sourcing. Rajeev Kapoor will continue to be the president & Chief Executive Officer of Fiat India. The move to bring an Italian to the top management stems from Fiat's desire to align the Indian operations to the global brand. "It was felt that an Italian would help in better global brand positioning and in aligning the Indian operations with the global operations soon.
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