The Hindustan Ambassador is a car manufactured by Hindustan Motors of India. It has been in production since 1948 with few modifications or changes and is based on the Morris Oxford III model first made by the Morris Motor Company at Cowley, Oxford in the United Kingdom from 1956 to 1959.
Despite its British origins, the Ambassador is considered as a definitive Indian car and is fondly called "The king of Indian roads". The automobile is manufactured by Hindustan Motors at its Uttarpara plant[1] near Kolkata, West Bengal.It is the most popular car in India and is perceived to be best suited to the harsh Indian terrain due to its very good suspension. Its iconic status was helped by the fact that it was the preferred means of conveyance of India's political leadership, including the Prime Minister of India, before they moved on[citation needed] to other luxury cars and SUVs. In 2002, then-Indian PM Atal Bihari Vajpayee started traveling in an armored BMW 7i vehicle for security purposes. However, some prominent Indian politicians, such as Sonia Gandhi, continue with their preference for the Hindustan Ambassador.
Maruti Gypsy
The Maruti Gypsy is a four wheel drive SUV based on the long wheelbase Suzuki Jimny SJ series vehicles.
It is manufactured in India by Maruti Suzuki. It was introduced in the Indian market in 1985 with the 970cc F10A Suzuki engine and was an instant hit in the civilian market as well as with law enforcement. It was codenamed MG410 that stood for Maruti Gypsy 4 cylinder 1.0 litre engine. Initially, it was only available as a soft-top; but a bolt on hardtop was later introduced to the public after the aftermarket hardtops became extremely popular. It instantly replaced Premier Padmini as the quintessential Indian rally car due to its performance, reliability, tunability and the go-anywhere capability. The carburetted F10A engine made 45bhp and was mated to a 4 speed gearbox. The 4WD transfer case had 2 speeds. It had a freewheeling mechanism on the front axles made by Aisin to unlock the front axles from the hub when 4WD is not used; It reduced rolling resistance, thereby improving fuel efficiency.However, many owners of the Gypsy who constantly complained about the poor fuel consumption never knew about this novel feature.
The two major complaints of the vehicle in the civilian market were poor fuel consumption and poor ride quality especially in the rear seats. The suspension was indeed harsh with live axles and leaf springs all around. It features almost no creature comforts, like power-windows and power-assisted steering.
In July 1993, Maruti introduced the "widetrack Gypsy" codenamed MG410W replacing the MG410. Both front and rear track of the wheels are increased by 90mm (from 1210mm to 1300mm for front wheels and from 1220 mm to 1310mm for rear wheels) and these Gypsys are instantly recognizable by the pronounced painted fender flares. This is to mitigate an international allegation that Suzuki SUVs are very suceptible to rollover. Maruti eliminated the Aisin freewheeling hub on this model since it was sparingly used by MG410 owners. In April 1995, a catalytic convertor was fitted to the Gypsys sold in the metro cities to comply with newly introduced emmission standards.
In June 1997, Maruti replaced the engine with that of the Esteem effectively putting the F10A engine out of prodcution. The new engine was the all aluminium 8-valve G13BA engine displacing 1.3L and made a respectable 65bhp. This engine was carburetted unlike the US market G13BA engine. It was mated to a new 5-speed gearbox. It was codenamed MG413W and was officially called the Gypsy King. The visual differences of Gypsy King compared to MG410W are the pronounced bulge on the hood and a completely different grille design with horizontal slats à la 1.3L Suzuki Jimny/Samurai. Front seats received head restraints and fabric upholstery. In March 2000, Maruti introduced the 16-Valve MPFI G13BB engine and power was increased to 80bhp. The MPFI Gypsy King received brake booster as well.
The Gypsy was exported to countries like Chile and Kenya. Within Europe, it is most often found in Malta and Hungary. In contrast to Suzuki Jimny, the Gypsy is available either with 4 bucket seats or rear bench seats and a sizeable trunk. Currently, the Gypsy is available as a "soft top", "hard top " and as an "ambulance car". In India, it is widely used by the police and defense forces. In fact, the MG413W model is now the mainstay of the Indian Army. In civilian use, the Gypsy is a popular choice as a low-cost SUV and is a common sight at rally and autocross events.
As quoted by Autocar India, "There is nothing that can touch a Gypsy off the road, except perhaps an Arjun battle tank.The trouble is that everything else does better on the road - the ride from the archaic leaf springs all round is horribly bumpy and the interiors are utilitarian as well. Gypsy in a loaded condition (>200 kg load ) is more comfortable. And available with only two doors, its inconvenient too." The price of a new Maruti Gypsy, if purchased in India, is US $12,500 (5,00,000 INR in 2008). As a 4x4 at this price point, its only Indian competitors are sold by Mahindra and Force Motors. The petrol engine in the Gypsy is also much more refined than the diesel mills used in the cars from the two aforementioned companies. As of 2010, the Gypsy is only available against an order with an advance payment and a waiting period of over 3 months. This has led to the creation of a strong market for used Maruti Gypsys.
It is manufactured in India by Maruti Suzuki. It was introduced in the Indian market in 1985 with the 970cc F10A Suzuki engine and was an instant hit in the civilian market as well as with law enforcement. It was codenamed MG410 that stood for Maruti Gypsy 4 cylinder 1.0 litre engine. Initially, it was only available as a soft-top; but a bolt on hardtop was later introduced to the public after the aftermarket hardtops became extremely popular. It instantly replaced Premier Padmini as the quintessential Indian rally car due to its performance, reliability, tunability and the go-anywhere capability. The carburetted F10A engine made 45bhp and was mated to a 4 speed gearbox. The 4WD transfer case had 2 speeds. It had a freewheeling mechanism on the front axles made by Aisin to unlock the front axles from the hub when 4WD is not used; It reduced rolling resistance, thereby improving fuel efficiency.However, many owners of the Gypsy who constantly complained about the poor fuel consumption never knew about this novel feature.
The two major complaints of the vehicle in the civilian market were poor fuel consumption and poor ride quality especially in the rear seats. The suspension was indeed harsh with live axles and leaf springs all around. It features almost no creature comforts, like power-windows and power-assisted steering.
In July 1993, Maruti introduced the "widetrack Gypsy" codenamed MG410W replacing the MG410. Both front and rear track of the wheels are increased by 90mm (from 1210mm to 1300mm for front wheels and from 1220 mm to 1310mm for rear wheels) and these Gypsys are instantly recognizable by the pronounced painted fender flares. This is to mitigate an international allegation that Suzuki SUVs are very suceptible to rollover. Maruti eliminated the Aisin freewheeling hub on this model since it was sparingly used by MG410 owners. In April 1995, a catalytic convertor was fitted to the Gypsys sold in the metro cities to comply with newly introduced emmission standards.
In June 1997, Maruti replaced the engine with that of the Esteem effectively putting the F10A engine out of prodcution. The new engine was the all aluminium 8-valve G13BA engine displacing 1.3L and made a respectable 65bhp. This engine was carburetted unlike the US market G13BA engine. It was mated to a new 5-speed gearbox. It was codenamed MG413W and was officially called the Gypsy King. The visual differences of Gypsy King compared to MG410W are the pronounced bulge on the hood and a completely different grille design with horizontal slats à la 1.3L Suzuki Jimny/Samurai. Front seats received head restraints and fabric upholstery. In March 2000, Maruti introduced the 16-Valve MPFI G13BB engine and power was increased to 80bhp. The MPFI Gypsy King received brake booster as well.
The Gypsy was exported to countries like Chile and Kenya. Within Europe, it is most often found in Malta and Hungary. In contrast to Suzuki Jimny, the Gypsy is available either with 4 bucket seats or rear bench seats and a sizeable trunk. Currently, the Gypsy is available as a "soft top", "hard top " and as an "ambulance car". In India, it is widely used by the police and defense forces. In fact, the MG413W model is now the mainstay of the Indian Army. In civilian use, the Gypsy is a popular choice as a low-cost SUV and is a common sight at rally and autocross events.
As quoted by Autocar India, "There is nothing that can touch a Gypsy off the road, except perhaps an Arjun battle tank.The trouble is that everything else does better on the road - the ride from the archaic leaf springs all round is horribly bumpy and the interiors are utilitarian as well. Gypsy in a loaded condition (>200 kg load ) is more comfortable. And available with only two doors, its inconvenient too." The price of a new Maruti Gypsy, if purchased in India, is US $12,500 (5,00,000 INR in 2008). As a 4x4 at this price point, its only Indian competitors are sold by Mahindra and Force Motors. The petrol engine in the Gypsy is also much more refined than the diesel mills used in the cars from the two aforementioned companies. As of 2010, the Gypsy is only available against an order with an advance payment and a waiting period of over 3 months. This has led to the creation of a strong market for used Maruti Gypsys.
Tara Tiny
Tara Tiny Manufacturer Tara International
Parent company Bengal Enamel
Also called The cheapest Car
Production 2008–present
Assembly Kolkata, West Bengal
Predecessor none
Class City car
Tara Tiny is a projected electric car to be manufactured by India's Tara International, an arm of Bengal Enamel, in association with China's Aucma.
The Tiny is projected to be the world's least expensive car, priced at Rs. 99,000 (approx USD 2,450), which is less than that of Tata Nano.
The Tiny is projected to be battery operated, providing 1 km (0.62 mi) at 50-70 paise (Rs. .50-.70).
Tara International projects the launch of three other versions of the car: Tara Titu, Tara Micro and Tara Mini., proposes to import 60-70% components from China and manufacture the remainder in India.
Specifications of Tara Tiny are as follows:
No of seats: 4
Net weight: 850 kg (1,874 lb)
Wheel base: 2,150 mm (84.6 in)
Maximum speed: 50 km/h (31 mph)
Maximum grade ability: 15%
Motor power: 3 kW (4 hp)
Battery voltage: 6V*10
Recharge duration: 8 hours
Driving charge: 120 km
Ground clearance: 150 mm
Running cost: 40 p/km
Battery capacity: 200 Ah
Parent company Bengal Enamel
Also called The cheapest Car
Production 2008–present
Assembly Kolkata, West Bengal
Predecessor none
Class City car
Tara Tiny is a projected electric car to be manufactured by India's Tara International, an arm of Bengal Enamel, in association with China's Aucma.
The Tiny is projected to be the world's least expensive car, priced at Rs. 99,000 (approx USD 2,450), which is less than that of Tata Nano.
The Tiny is projected to be battery operated, providing 1 km (0.62 mi) at 50-70 paise (Rs. .50-.70).
Tara International projects the launch of three other versions of the car: Tara Titu, Tara Micro and Tara Mini., proposes to import 60-70% components from China and manufacture the remainder in India.
Specifications of Tara Tiny are as follows:
No of seats: 4
Net weight: 850 kg (1,874 lb)
Wheel base: 2,150 mm (84.6 in)
Maximum speed: 50 km/h (31 mph)
Maximum grade ability: 15%
Motor power: 3 kW (4 hp)
Battery voltage: 6V*10
Recharge duration: 8 hours
Driving charge: 120 km
Ground clearance: 150 mm
Running cost: 40 p/km
Battery capacity: 200 Ah
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