Did you ever think you’d see the day when two of India’s (and the world’s) cheapest cars would be available with an automatic gearbox? We didn’t either. But here we are today, and thanks to the cost-effective goodness of the Automated Manual Transmission (AMT), you no longer have to burn a hole in your pocket to save your clutch from burning out. When Maruti introduced an AMT in the Celerio, we had a feeling it was only a matter of time before the smaller Alto — which uses the same K10 petrol engine — was given the same treatment. Tata, on the other hand, showcased at the 2014 Auto Expo a life-size cutaway of a Nano dashboard with an auto gearlever mounted to it, so the writing was on the wall from way back then.
Normally, we would have compared a Nano to the cheaper Alto 800, but since Maruti doesn’t offer the AMT with that engine, it has to be the 1.0-litre Alto K10 that we consider. But don’t for a moment think the Nano is the knife in this proverbial gunfight. Apart from the two-pedal layout, it’s also been given a facelift, which has made it a lot more attractive, a bigger 24-litre fuel tank, and, finally, a hatch that you can open. So it’s a lot more practical than before, and consequently, a fair bit more expensive too; more closely matched than it seems, then.
Short and tall
To look at, these two cars couldn’t be more different from one another, and neither is what you’d call attractive; if you think that’s because of the cost they’re built to, allow me to point you in the direction of the Hyundai Eon.
Despite this ‘GenX’ Nano’s aggressive new front and rear bumpers with their ‘Humanity Line’ grilles with infinity symbols in the mesh, and the blackened headlamp enclosures, it’s hard to dissociate it from the bug-eyed cutesy looks of the original, and that won’t be to everyone’s taste. And while the tall, monovolume shape does allow it a lot of interior space in a small footprint, it doesn’t do wonders for the car’s proportions, and neither do the tiny, 12-inch wheels. Though it may be more upmarket and user-friendly now, the Nano’s shape is a constant and immediate reminder of its unconventional and radical design. Just as unconventional as its rear-engine, rear-wheel-drive layout, which makes it the only car with this configuration in the country. Well, if you don’t include the Porsche 911.
The Alto K10, on the other hand, is far more conventional in its proportions, with a proper, two-box profile and a transverse engine driving the front wheels. First impressions show (surprisingly) that it’s the more expensive Alto that has more signs of being built to a cost, notably in its upright sides and rear. The Alto’s body panels do have a lot more sculpture to them than the Nano’s, and the headlamps and tail-lamps are a lot more detailed. But here too, it’s a mismatch of shapes and angles that don’t quite gel together properly.
It’s the tall Nano that’s far more visible in a crowd, but standing out is not really the reason you’d buy one of these, right? You buy one of these because you want an inexpensive city car that’s easy to use.
Did you ever think you’d see the day when two of India’s (and the world’s) cheapest cars would be available with an automatic gearbox? We didn’t either. But here we are today, and thanks to the cost-effective goodness of the Automated Manual Transmission (AMT), you no longer have to burn a hole in your pocket to save your clutch from burning out. When Maruti introduced an AMT in the Celerio, we had a feeling it was only a matter of time before the smaller Alto — which uses the same K10 petrol engine — was given the same treatment. Tata, on the other hand, showcased at the 2014 Auto Expo a life-size cutaway of a Nano dashboard with an auto gearlever mounted to it, so the writing was on the wall from way back then.
Normally, we would have compared a Nano to the cheaper Alto 800, but since Maruti doesn’t offer the AMT with that engine, it has to be the 1.0-litre Alto K10 that we consider. But don’t for a moment think the Nano is the knife in this proverbial gunfight. Apart from the two-pedal layout, it’s also been given a facelift, which has made it a lot more attractive, a bigger 24-litre fuel tank, and, finally, a hatch that you can open. So it’s a lot more practical than before, and consequently, a fair bit more expensive too; more closely matched than it seems, then.
Short and tall
To look at, these two cars couldn’t be more different from one another, and neither is what you’d call attractive; if you think that’s because of the cost they’re built to, allow me to point you in the direction of the Hyundai Eon.
Despite this ‘GenX’ Nano’s aggressive new front and rear bumpers with their ‘Humanity Line’ grilles with infinity symbols in the mesh, and the blackened headlamp enclosures, it’s hard to dissociate it from the bug-eyed cutesy looks of the original, and that won’t be to everyone’s taste. And while the tall, monovolume shape does allow it a lot of interior space in a small footprint, it doesn’t do wonders for the car’s proportions, and neither do the tiny, 12-inch wheels. Though it may be more upmarket and user-friendly now, the Nano’s shape is a constant and immediate reminder of its unconventional and radical design. Just as unconventional as its rear-engine, rear-wheel-drive layout, which makes it the only car with this configuration in the country. Well, if you don’t include the Porsche 911.
The Alto K10, on the other hand, is far more conventional in its proportions, with a proper, two-box profile and a transverse engine driving the front wheels. First impressions show (surprisingly) that it’s the more expensive Alto that has more signs of being built to a cost, notably in its upright sides and rear. The Alto’s body panels do have a lot more sculpture to them than the Nano’s, and the headlamps and tail-lamps are a lot more detailed. But here too, it’s a mismatch of shapes and angles that don’t quite gel together properly.
It’s the tall Nano that’s far more visible in a crowd, but standing out is not really the reason you’d buy one of these, right? You buy one of these because you want an inexpensive city car that’s easy to use.
Did you ever think you’d see the day when two of India’s (and the world’s) cheapest cars would be available with an automatic gearbox? We didn’t either. But here we are today, and thanks to the cost-effective goodness of the Automated Manual Transmission (AMT), you no longer have to burn a hole in your pocket to save your clutch from burning out. When Maruti introduced an AMT in the Celerio, we had a feeling it was only a matter of time before the smaller Alto — which uses the same K10 petrol engine — was given the same treatment. Tata, on the other hand, showcased at the 2014 Auto Expo a life-size cutaway of a Nano dashboard with an auto gearlever mounted to it, so the writing was on the wall from way back then.
Normally, we would have compared a Nano to the cheaper Alto 800, but since Maruti doesn’t offer the AMT with that engine, it has to be the 1.0-litre Alto K10 that we consider. But don’t for a moment think the Nano is the knife in this proverbial gunfight. Apart from the two-pedal layout, it’s also been given a facelift, which has made it a lot more attractive, a bigger 24-litre fuel tank, and, finally, a hatch that you can open. So it’s a lot more practical than before, and consequently, a fair bit more expensive too; more closely matched than it seems, then.
Short and tall
To look at, these two cars couldn’t be more different from one another, and neither is what you’d call attractive; if you think that’s because of the cost they’re built to, allow me to point you in the direction of the Hyundai Eon.
Despite this ‘GenX’ Nano’s aggressive new front and rear bumpers with their ‘Humanity Line’ grilles with infinity symbols in the mesh, and the blackened headlamp enclosures, it’s hard to dissociate it from the bug-eyed cutesy looks of the original, and that won’t be to everyone’s taste. And while the tall, monovolume shape does allow it a lot of interior space in a small footprint, it doesn’t do wonders for the car’s proportions, and neither do the tiny, 12-inch wheels. Though it may be more upmarket and user-friendly now, the Nano’s shape is a constant and immediate reminder of its unconventional and radical design. Just as unconventional as its rear-engine, rear-wheel-drive layout, which makes it the only car with this configuration in the country. Well, if you don’t include the Porsche 911.
The Alto K10, on the other hand, is far more conventional in its proportions, with a proper, two-box profile and a transverse engine driving the front wheels. First impressions show (surprisingly) that it’s the more expensive Alto that has more signs of being built to a cost, notably in its upright sides and rear. The Alto’s body panels do have a lot more sculpture to them than the Nano’s, and the headlamps and tail-lamps are a lot more detailed. But here too, it’s a mismatch of shapes and angles that don’t quite gel together properly.
It’s the tall Nano that’s far more visible in a crowd, but standing out is not really the reason you’d buy one of these, right? You buy one of these because you want an inexpensive city car that’s easy to use.
Did you ever think you’d see the day when two of India’s (and the world’s) cheapest cars would be available with an automatic gearbox? We didn’t either. But here we are today, and thanks to the cost-effective goodness of the Automated Manual Transmission (AMT), you no longer have to burn a hole in your pocket to save your clutch from burning out. When Maruti introduced an AMT in the Celerio, we had a feeling it was only a matter of time before the smaller Alto — which uses the same K10 petrol engine — was given the same treatment. Tata, on the other hand, showcased at the 2014 Auto Expo a life-size cutaway of a Nano dashboard with an auto gearlever mounted to it, so the writing was on the wall from way back then.
Normally, we would have compared a Nano to the cheaper Alto 800, but since Maruti doesn’t offer the AMT with that engine, it has to be the 1.0-litre Alto K10 that we consider. But don’t for a moment think the Nano is the knife in this proverbial gunfight. Apart from the two-pedal layout, it’s also been given a facelift, which has made it a lot more attractive, a bigger 24-litre fuel tank, and, finally, a hatch that you can open. So it’s a lot more practical than before, and consequently, a fair bit more expensive too; more closely matched than it seems, then.
Short and tall
To look at, these two cars couldn’t be more different from one another, and neither is what you’d call attractive; if you think that’s because of the cost they’re built to, allow me to point you in the direction of the Hyundai Eon.
Despite this ‘GenX’ Nano’s aggressive new front and rear bumpers with their ‘Humanity Line’ grilles with infinity symbols in the mesh, and the blackened headlamp enclosures, it’s hard to dissociate it from the bug-eyed cutesy looks of the original, and that won’t be to everyone’s taste. And while the tall, monovolume shape does allow it a lot of interior space in a small footprint, it doesn’t do wonders for the car’s proportions, and neither do the tiny, 12-inch wheels. Though it may be more upmarket and user-friendly now, the Nano’s shape is a constant and immediate reminder of its unconventional and radical design. Just as unconventional as its rear-engine, rear-wheel-drive layout, which makes it the only car with this configuration in the country. Well, if you don’t include the Porsche 911.
The Alto K10, on the other hand, is far more conventional in its proportions, with a proper, two-box profile and a transverse engine driving the front wheels. First impressions show (surprisingly) that it’s the more expensive Alto that has more signs of being built to a cost, notably in its upright sides and rear. The Alto’s body panels do have a lot more sculpture to them than the Nano’s, and the headlamps and tail-lamps are a lot more detailed. But here too, it’s a mismatch of shapes and angles that don’t quite gel together properly.
It’s the tall Nano that’s far more visible in a crowd, but standing out is not really the reason you’d buy one of these, right? You buy one of these because you want an inexpensive city car that’s easy to use.