I have a nice new theory. Sedans are from Mars and notchbacks are from Venus. What else can explain the startling change of character when a boot is chopped and a hatch door is added to a sedan? Why would anyone do that? A reasonable explanation would be that it gives the best of both worlds, but by that logic, it should be a classic compromise too. But to my eyes, a notchback looks absolutely Euro-chic and brings in that element of sportiness to the otherwise boring family car equation. (Quick, which was the first diesel-powered notchback in our country? Can't get it? Well, it was the Peugeot 309 GLD. That car and its engine were built to last "� alas the company that built it in India didn't.)By plonking the incredible Detroit Diesel powerpack under the bonnet of the good-looking Viva, Hyundai India has produced an utterly desirable automobile. Despite the fact that the nice and aggressive Viva grille was substituted for the smiling visage of the sedan. Now, you are used to hearing things such as 'practical,' 'value-for-money' and even 'reliable' when we are talking about Hyundais "� but 'desirable'? It is no sledgehammer supercar, yet, allow me to assert this point, it is no humdrum sedan either. That makes it one Hyundai, this side of the stylish Tuscani coupe, that you can actually yearn for. More so if you have a minimum of 50 km to commute every day. The problem is the price tag "� at close to Rs 6.5 lakh on-road, the Viva CRDi is not a cheap piece of kit. By powering more cars with the common-rail diesel units, Hyundai is trying to solve the problem "� the more CRDi engines they build, the cheaper the list price of cars will become. Start her up and there is no mistaking that she is a diesel car "� the three-pot (can't get away from that fact either) motor does make enough vibrations and noise. But once things warm up you certainly tend to forget what fuel is being burnt under the hood. The CRDi is good at providing lots of useable performance and even rewards enthusiasts with second gear wheelspins. The only area of concern is the steering, which has got no feel whatsoever and lets the front end of the car float as you pin it into corners. Add to that torque-steer which makes life miserable if you are used to petrol-powered cars. The clutch feel is slightly heavier than its petrol cousin too. But those minor cribs fade when you get a good stretch of road and floor the throttle "� I have said this before and don't really mind saying it again, the CRDi pulls away like a V8-powered American muscle car. Alright, it's not as quick or fast, but the seat of the pants feeling is very similar. Incredible, yet true, it is more involving a car to drive than almost everything else available in the segment. Add to that ride quality which is very acceptable and you have a decent package.Hyundai also gives the car a rear wash-wipe (notches need them) but frills such as alloy wheels (they can sort the front end, somewhat), fog lamps and audio system are missing. The last mentioned, a serious must in every diesel burner in the world. Also this car can't even be considered for rear seat space "� because it is quite limited.So this fun-to-drive, good-looking, economical diesel notchback makes a good case, if not a really compelling one. Unless of course, you commute from Mars to Venus, or similar distances every year.Drag me if you can!Does it make sense to buy the Hyundai Viva CRDi against, say the hottest selling small sedan in the market today, i.e., the Honda City? That is the exact direction Hyundai secretly wants your mind to take. On the looks front, the Viva CRDi is traditional, but only when compared to the City. Some might even call it pretty slick "� especially in the new shades that it comes in. On paper, performance comparisons are staggeringly in favour of the South Korean automobile "� the three cylinder engine develops 82 bhp against 77 bhp, and a whopping 19.1 kgm of torque against 12.8 kgm. If the Honda is reputed to return a best of 14 kpl of petrol, the CRDi can beat that by drinking cheaper diesel and returning a camel-like 17 kpl plus on highway runs. As you can see, comparisons are inevitable between the two contenders. We did sort out the performance issue with a standing quarter-mile run and the result didn't surprise us. Both cars were driven by two test drivers and the best times are published here. Both Sameer and Bijoy dragged the two contenders back to back on a very hot day and recorded very similar timings, with the road test editor nudging the editor out, albeit fractionally, with both cars. The City was quicker off the block while the Viva would spin its wheels in second gear (thereby losing time) before catching up. At 200 meters the City would still be enjoying a half car lead, but from then on, the CRDi motor spins the Viva into a meaty powerband. At the 300-metre point, it was tough to make out which car led as they hurled towards the flying finish. The City stopped the clock first with 18.91 seconds, ever so closely followed by the Viva which recorded 19.27 seconds. Ironically, the speed recorded by the Viva at the flying finish was faster (125 kph) than that of the City (120 kph), but then we always doubted the speedo calibration of the Hyundai. It was a nice battle indeed. The Viva CRDi came close, but stopped short of upsetting a slightly underpowered, less torquey petrol-powered machine. The new City saved the blushes for Honda this day, but we do get this feeling that sooner than later, a CRDi-powered Hyundai will put petrol-powered cars on its menu. At least when it comes to the drag strip.
