drive: BMW 730 Ld,BMW gives the 7 Series a makeover.

If you’re in the market for a luxury limousine, really, there are only four options. The Audi A8, Jaguar XJ, the Mercedes-Benz S-Class or this teutonic beautybeast. This here is the facelifted BMW 7 Series and it hopes to steal you away from the rest of the pack. But does it have what it takes to do that? Let’s find out.

Exterior
There’s no two ways about this, this is a beast of a car, and there’s no hiding it. It’s 17 feet long — longer than most living rooms in Mumbai! For the facelift though, BMW has decided to go the subtle way rather than the revolutionary way. So, up front, you have a new headlight design. The halo rings around the headlights are now oval, halogen lighting has been replaced with a full LED headlight system and there’s a couple of new elements in there that double up as the daytime running lights and indicators as well. It goes without saying that the bumper design has seen a few tweaks as well, and this time, the trademark BMW kidney grille is also tweaked a little. Moving to the rear, there are new bumpers, a slightly different roofline and taillamps with a smoked effect to round it all off. 

Interior
This, of course, is the flagship of the BMW line-up, the one everyone aspires to be seen in, so it’s natural that everything you come in contact with is coated either in the most supple of leather, metal or wood trim. The front seats are all-new in this model, offering both better comfort for the passengers as well as offering a better view for the people seated behind. The rear seats are unchanged, but then again, nothing needed changing there. The rear seat passengers get their own iDrive controllers to control just about everything from the radio station to the throttle mapping settings, so you know who is the boss. Apart from that, there are new gauges which change with the driving mode and a couple of extra chrome trim pieces.

Engine performance
Under the hood of our 730Ld test car sits a 2993cc inline-six turbo-diesel engine which makes 255 bhp of peak power and a healthy 560 NM of peak twisting force. While there’s nothing new there again, a new 8-speed transmission now takes care of sending power to the wheels. Thanks to this transmission, the car is nearly a second quicker to the 100 kmph mark compared with the outgoing model and you can also cruise at higher speeds with significantly lower rpm than the last model, too. 

You’ve got driving modes like Eco Pro, Comfort, Sport and Sport+ which control throttle mapping and shift points, so depending on your mood, you can change the entire character of the car. In Eco Pro, things like the air conditioner compressor are given less priority and there’s even regenerative braking on-board to make sure you save as much fuel as you can. Switch it over to Sport+ and you see what this behemoth is really made of. Superfast gear-shifts and immense range of torque means whenever you stomp your foot down, the car charges ahead with enthusiasm. 

In fact, you tend to forget you’re in a luxury barge when you step into the driver’s seat. If there are passengers in the back, though, it’s best driven in Eco Pro or Comfort mode. In these modes, gearshifts are seamless and the throttle is dulled down a bit, so all movements are fluid and natural. There’s no way the Sethji will complain about spilling his drink in comfort mode though.

Ride and handling
Put the car in Sport+ mode, and you’ll be surprised how well it corners. Ride does suffer in this mode a wee, but then again, you can’t have something this large corner so well and still expect it to pamper you. That’s when the Comfort mode comes in. It softens the suspension so much, you won’t feel the roads — the difference is startling. The noise insulation is so wonderful, you feel isolated from the world outside.  BMWs have always bragged about a near 50:50 weight distribution front to rear, and this one’s no different. 

This perfectly balanced chassis allows you to have more fun than you’d imagine in the corners. Plus, Sport+ mode also turns off all driver aids like traction control, so given an empty stretch of twisty road, this is the only time you’ll ever experience going sideways in a living room!                   

Verdict
BMW has strategically introduced the souped up 7 Series into the market — at a time when its main rivals are due for replacements. The car’s not assembled in India, so they’ve also got better pricing this time. Mind you, this is only a facelift, and a full revamp coming only sometime in 2015. Be that as it may, this remains a great, great limo, one that’s worth buying any time of the day or night. Or at least till the new Mercedes-Benz S-Class comes around next year.

SPEC SHEET
BMW 730 Ld

Price (ex-Delhi): Rs 92.9 Lakh

Kitna deti hai?
9 kmpl in our test

Fuel tank: 80 litres

Full tank good for: 700 km

Engine: 2993cc, V6, turbodiesel

Power: 255 bhp@4000 rpm

Torque: 560 nm@1500 rpm

Good for family of 5: Oh Yes!

Dimensions in feet: L/W/H 
17.12/7.02/4.85

drive: Ford EcoSport diesel-Compelling proposition,Ford EcoSport diesel is the package, indeed.

Compact sports utility vehicles (SUV) are in. They always were, right from the times of the Tata Safari and the Mahindra Scorpio to the more Recent Duster and something tells us, despite the higher taxes, people will still gravitate towards them. But more often than not, they’re priced on the higher side. With the EcoSport, Ford changes all of that. Use of excise benefits means that the EcoSport is very competitively priced and offers plenty of features, too. There are three engines on offer, a 1.5-litre petrol, a 1.0-litre turbo-petrol and a 1.5-litre turbo diesel. The most famous of the lot is the world renowned 1.0-litre EcoBoost engine, but we’re sure the one that will sell the most will be the diesel. So let’s take a closer look at that one, shall we.

Exterior
Considering its compact dimensions, the EcoSport is more of a raised hatchback than an SUV, but one look at it and you’ll be more than convinced that it’s a proper SUV. The sharp cut-off at the font with the imposing grille and slit-like headlamps mean that despite its size, it still commands respect on the roads.

The plastic cladding on the lower half of the body and wheel-arches further helps its case. And finally, at the back, the spare wheel is mounted on the door. 
This was done to slip it in under the 4-metre barrier, but it also adds to the visual heft of the car.

Interior
Moving inside, you’ll see what we mean when we say raised hatchback. The interior is basically a straight lift from the new Fiesta sedan. Then again, the New Edge design of the Fiesta does look pretty slick. The centre console juts forward towards the passengers and still sports a proper number pad on it. We like that a lot more than having to fumble with a knob or a touch-screen when driving.

The interior is all-black with some tasteful red stitching on the seats and upholstery, which may look a little claustrophobic, but in reality, it’s actually more spacious than the Renault Duster. The Duster has an AC vent for the rear seat which eats into the leg-room of the passengers, which is not the case with the EcoSport.

From the driver’s seat, the view is quite commanding indeed. The thin-rimmed steering wheel feels great in your hand and the ergonomics are pretty much spot-on, all the vital controls fall easily to hand and if something is beyond reach, there is the SYNC voice control system to take care of everything just by using your voice.

It’s the little things that impressed us about this car though. The rear wipers, for example, are turned on automatically if you slot it into reverse with the front windscreen wipers on. This is incredibly thoughtful and something that could save you from bumping into someone.

Equipment levels on the top-of-the-line Titanium model we tested were pretty much where we expected them to be. USB, AUX-IN, Bluetooth inputs for the stereo system, rear parking sensors, steering mounted controls and a faux leather interior are all par for the course. Plastic quality great, too, but we’re still a bit unsure about the build quality. It could be that this is a high-mileage press car, but the interior already has a couple of rattles in it.

Luggage space is not match for the Duster, but you can easily cram a couple of suitcases back there without much trouble.

Performance
Thumb the starter and the 1.5-litre diesel mill comes to life. It’s a little noisy right on start-up, but settles down into a quiet hum in a couple of seconds. From the outside, there’s a little clatter while the engine is cold, but that too disappears after it gets up to temperature. The gearbox feels a little resistant to change gears at first and you have to confidently shift or you’ll be hitting the shift gates. 

Once on the move, the engine does show some lag down low, but it’s nothing like you’d get in the 110 PS Duster. Once the turbo spools up, you’ve got a wide band of torque to play with, mostly not even needing to downshift to complete overtaking manoeuvres. 

Surprisingly, the engine is actually quite eager to rev, letting you hit the redline before having to shift to the next gear. It does lose steam as you reach the redline, but progress is pretty swift. Noise insulation is pretty good inside, and whatever engine noises do filter into the cabin aren’t too clattery. 

One of the main advantages the EcoSport has over its rivals is that it has a relatively light clutch, so in heavy city traffic, you won’t be nursing knee pain on top of dealing with traffic. And gearing is also very city friendly, so you can cruise around without shifting too often. In terms of outright performance, it hangs onto the coat tails of the 110PS Duster and pretty much leaves the lower power version for dead. You can thank its light weight for that.

Through our combined circuit, we averaged a fuel economy of around 15 kmpl, which is brilliant, we think.

Ride and handling
Initially, the ride seems a little on the harsher side, but that’s only the sound from the suspension, because in reality, the ride is actually quite pliant. Booth slow speed ride and high speed damping is almost spot on for our roads, but yes, you do have to put up with the suspension noise.

On another note, going back to the raised hatchback remark, the EcoSport handles really well for an SUV, holding onto the cornering line like its life depended on it. There’s bound to be some body roll considering it’s so high off the ground, but even that is surprisingly well controlled. Overall, we think the suspension is pretty much spot on for this car, keeping it both sporty enough with great on-road manners while giving it great ride quality as well.

Final word
Considering it’s fantastic pricing, frankly, we can’t think of many reasons not to buy the EcoSport. Its compact dimensions mean that navigating city traffic is a breeze, you’ve got a well bolstered features list, a frugal but punchy engine, the EcoSport is looking pretty attractive indeed. Sure, we’d have liked a little more boot space or a 6th gear, but we’re just nitpicking. As it is, the EcoSport is a great buy.

SPEC SHEET
Ford EcoSport 1.5 Diesel

Price (ex-Delhi) Rs 6.69-8.99 Lakh

Kitna deti hai? 15 kmpl in our test

Fuel tank: 52 litres

Full tank good for: Over 750 km

Engine: 1498 cc, I4, turbodiesel

Max Power: 91 bhp@3750 rpm

Max Torque: 204 nm@2000-2750 rpm

Good for family of 5: Yes

Dimensions in feet: L/W/H 13.12/5.8/5.6

drive: Nissan Micra Improved!

Japanese carmaker Nissan is hoping to ride that tailwind as it launches a refreshed, much better-looking avatar of its Micra hatchback later this month and reel in some substantial sales numbers.

The Indian hatchback segment has over the past couple of years seen buyers ever so gradually gravitating towards premium offerings.

This trend, in the fast-moving consumer goods parlance, is called uptrading.

Japanese carmaker Nissan is hoping to ride that tailwind as it launches a refreshed, much better-looking avatar of its Micra hatchback later this month and reel in some substantial sales numbers.

Nissan is offering both manual and automatic (which is the CVT -- or continuous variable transmission, the gearbox technology we have seen in the Sunny automatic) versions of the new Micra.

Do the cars have it to deliver what’s needed? Last week, we took them for a circumambulation around the temples of Madurai and stomped on the highways to see if they’ve got the beef.

The looks
The new Micra has had quite a facelift. The styling changes start with a new honeycomb grille accentuated by the Nissan ‘V’ chrome strip. The headlight design has been altered a touch, giving it an arrowhead / boomerang theme with oblong contours.

If the previous iteration looked a bit sissy, this one’s a lot more masculine, thanks to aggressive chin and shoulder humps, giving the bonnet a lot of character. The fenders, too, have muscularity.

New touches on the tailgate include LED lights and an angular strip on lip, and a spiffy bumper, complementing the overall imagery defined by sporty alloys.

The interior
The problem with the predecessor’s dash was the characterless, non-premium grey overtone, so this new one has been re-colour-coded to make it seem far more upmarket. 

While the CVT variant gets a full glossy piano-black console and rotary control – quite the centrepiece –the manual variant gets only partially glossy one.

Nissan has also added a lot of chrome accents to elevate the premium quotient.

The seats are more comfortable due to redesigned bolsters and overall, the car feels - and is — pretty roomy. That’s not in the least because of substantial headroom – which is 5 mm more than even the Maruti Swift’s — apart from good daylight opening areas and rear legroom.

Bells and whistles have been amped up too; top versions come with Bluetooth, Aux-in and USB ports, front and side airbags, and reversing camera. Upholstery is fabric, and they are very comfortable and look classy in beige-grey.

The engine
Nissan will offer just one automatic now – an Xtronic CVT that’s mated to the 1.2 litre petrol engine, and a five-speed manual petrol and diesel. A CVT diesel could come later, though.

Talking of CVT, it’s indeed the showpiece of the new Micra. Unlike the torque-convertor-based, stepped gears, the CVT is about pulleys and belts with stepless, non-perceptible gearshifts. The advantage of this is greater fuel efficiency and that seems to be the starting point of the carmaker’s productisation strategy. Nissan claims the automatic Micra gave over 19 km per litre in its tests; the company is awaiting official ARAI numbers. That would make it a splendid proposition for city users.

It is essentially the same plant as in the Sunny with some alterations in the electronic engine control unit. The manual variants, on the other hand, remain more or less the car of before, only better-looking and better-appointed.

Ride and handling
So we’d rather talk about the CVT variant, which is the new kid on the block. Push-start the engine, slot into Drive and the first thing to notice is this one’s no eager-beaver. Blame the rubber-band effect of the CVT where it pulls the engine revolutions too low and therefore the car won’t accelerate.

As a result, compared with the manual, the engine feels sluggish. Principally, that means overtaking manoeuvres would need pre-planning; there’s no way you can zap traffic. 

Slotting the shifter in Sport mode permanently is the better way to drive the car because of better response dynamics.

There is also a little play/slackness in the steering, which could have been lighter with more feedback — but hey, considering we are not driving a sports hothatch, that’s perfectly fine for city use.

Noise, vibration and harshness levels have improved decently in Micra 2.0, even discounting for the pathological dissonance of a 3-pot mill. Nevertheless, overall, the motor has decent heft.

The suspension could have been a touch softer for we found the stiffer set-up jarring when traversing rumblers and craters.

The verdict
The new Micra is apt if you prefer a steady car. It’s certainly not for the straining-at-the-leash showboaters. This one is designed with mileage in mind more than performance. Yet, what’s on offer are very good looks and great space for its class and a machine that’s light to handle and comfortable to drive around town. Now, wouldn’t that suit the requirement of most people?

SPECSHEET
Nissan Micra CVT

Price: Around Rs 6  lakh expected, ex-showroom

Engine: 1198 cc, 3 cylinder, DOHC 12 valve

Max power: 76bhp at 6000 rpm

Max torque: 10.6kgm at 4000 rpm

Dimensions in feet: L/W/H: 12.4/5.4/5

Wheel base: 2450mm/ 8 feet

drive: Mercedes A-Class set to be A for Awesome,Mercedes will launch its much-talked-about A-Class on May 30. It's one heck of a hatch.

More than 15 years back, when Mercedes unrolled the A-Class, the reception was not what the Stuttgart marquee is used to: it was mixed, even muted. The tall-ish stance was kind of confusing. Ditto the second variant before big changes came about last year with an all-new design.

Mercedes has over the years yearned to change the image of being a CEO’s – and therefore, more of a senior people’s – car to something more youthful. To that goal, the designers were given a completely free hand to come out with something that’s far more sporting yet retaining the eternal virtues of the brand.

That quest led to the all-new A-Class, which has had quite an impact – with company officials calling it their most successful launch ever.

So, how good is it? To know, we thumped it through the Black Forest – yes, the place where the eponymous cake comes from – belt and the high-speed autobahns of Germany. Here’s what we found:

The looks
The oversized three-pointed star on the front grille defines the nose job and all character – muscular, sporty and very stylish – flows from there. Motoring mavens will also find some hints of the SLS AMG here. Those features get accentuated by the low-slung, long-wheelbase stance, adding to the car’s great looks. Sharp character lines lead to scooped in and bowed out metal spaces that wind into a taut tailgate crowned by a massive, cantilevered spoiler. The design screams youth, above all, with those LED clusters in the aggressive headlights and taillights. Twin tailpipes are a first too, and add a lot of the sportiness.

The interiors
This is pure Merc territory. Plush and high-tech with beautiful chrome accents. The centerpiece of the carbon-fibre-finish dash is a nearly 18-cm LCD screen activating a host of functions by touch or through a rotary controller near the leather-bound shifter. The circular, four-spoked air vents look great. There’s a leather multifunction steering wheel and a host of bells & whistles – you name it, it’s there – topped by the first full iPhone integration system in a car. A large wheelbase means there is a lot of legroom in both front and rear. The front seats are snug buckets in leather – it could be optional in India with a fabric trim as standard – with contrast-coloured double-stitching. 

The sporty sloping roofline means headroom is quite tight for the rear passenger – a 6-footer would be worried. Overall, the narrower glass areas – including a very little daylight opening in the tailgate – is a spot of bother, but then, that’s the sporty accent Mercedes wanted. Three average Indians can sit in the rear comfortably, but it could be a squeeze if they are slightly well-built. Legroom, however, is very comfortable. At 340 litres, the boot is great for a hatch, but there’s no spare wheel or space saver as of now.

The performance
There were three variants tested – the A180, 220 and 250, both petrol and diesel, but the Indian roads are likely to see the A180. It’s a front-wheel drive mated to a crossways engine but despite the construct, are a bomb to drive. Quite simply, it’s as much a driver’s car as it is a normal commuter – and that’s an awesome combination, all thanks to a slew of engineering feats.

The sportiness comes through right at ignition with the car eager to do your bidding and the way it sticks to the line speeding into curvatures and inclines is reassuring. The gearshifts are timed beautifully and the wide power band makes it a dream to drive. The variants should do 100 kmph from a standing start in about 8-9 seconds and that’s quite fast for city traffic manouevring. The ride is completely planted due to a stiff and light chassis and great suspension. We stomped it over 200 kmph on the racy autobahns and the A-Class remained a paradigm of composure. In Sport mode, it does even better, but that’s something one wouldn’t need on local roads. The steering homes in like a laser, but the set-up is on the heavier side.

The verdict
The A-Class may seem like a rather large hatch, but is one hell of a sporting machine with dynamic looks the likes of which don’t exist on Indian roads currently. The muscular, aggressive – and un-Merc like – stance and performance should appeal to a wide swathe of youngsters. The only problem is the pricing – which should be around the cheapest Merc in town, the B-Class, at around Rs 20-24 lakh. You get the bang and C-Class luxury for that sticker, but it will be only for a chosen few.

Mercedes A-Class
Price: Estimated Rs 20-24 lakh

Engine: 4 cylinder, 1796 cc diesel

Kitna deti hai? Estimated at 12-15 kmpl

Max power: 134 bhp at 3600 rpm

Max torque: 30.55 kgm at 1600 rpm

Transmission: Front-wheel drive, 7-speed automatic

Dimensions in feet: L/W/H14.08/5.84/4.70

drive: Jaguar F-Type fantastic,The standard V6 F-Type has a 3-litre supercharged mill that unleashes 340 horses. Its S variant 380. And the V8? As many as 495 erupt out of that water-intercooled, 5-litre whopper.

In the bewitching canyons of Navarra in northern Spain, sounds are far and few. At best, Nature echoes the percussive persuasions of a woodpecker and other avian melodies.

Rarely, if at all, do you see or hear humans — for miles on end.

Ravaging that verdant tranquility was the visceral, primal caterwaul of my Jaguar F-Type, as it mowed local topography at will.

Rev, and the V6S and the frighteningly quick V8S growl like nothing you’ve heard; ease off the gas and they pop and crackle on over-runs, just like an intoxicating Formula 1 son et lumière.

Nothing prepares you for it.

Nothing normally does when love-at-first-sight strikes, as it did me in quaint Pamplona, renowned for its bullfights, last week.

There the phalanx stood, including one in fantastic orange, a tinty counterpoint to Ferrari’s flamboyant red. Truly, Jaguar designer Ian Callum’s piece de resistance.

The F-Type’s fascia is all belligerence. An enormous, dual-creased aluminium bonnet that steeply slopes at the nose to give the car a forward tilt; a gaping, dead-fish-mouth grille; peeled back headlights; and, quad air dams.  All of that screams just one phrase: naked aggression.

The derriere is awesome, too: upside-down dagger-blade tail lights accentuating squat-hipped muscularity.

Getting inside!
Buzz to unlock and the door handle pops out — as if straight out of a sci-fi movie — creating a welt, as it were, on a clean, aerodynamic side profile.

Being very low-slung, ingress and egress are clunky but the two seats with huge squabs are snug and can be electrically adjusted — including heated and cooled — in a zillion ways.

The centre console, the 8-inch LCD screen, the multimedia controller dials and a forest of buttons deliver everything you need, and then some, to tame the beast lurking.

The standard V6 F-Type has a 3-litre supercharged mill that unleashes 340 horses. Its S variant 380. And the V8? As many as 495 erupt out of that water-intercooled, 5-litre whopper.

Being front-engined and rear-driven, power flows aft through an 8-speed transmission that Jaguar calls Quickshift. That’s apposite, for it shifts like lightning. There are some other extraordinary touches, too, like copper-finish paddles, ultralight to the tap, for them staunch votaries of disturbing sounds.

The F-Type is also a feat in advance metallurgy. The chassis is mostly aluminium, a lot of it recycled, and stamped, riveted and bonded – yes glued -- to give great strength, power-to-weight and torque-to-weight numbers. With both seats occupied, weight is divided exactly in front and half, lending fantastic balance.

The drive!
Push on the Start/Stop button, snap back the shifter stalk to D and the V6’s twin – or the V8’s quad -- exhausts burble in excitement. We were forewarned about them Speedy Gonzales: the V6 hits 100 kmph from zilch in 5.3 seconds, the V6S in 4.9 seconds and the V8S 4.3 seconds.

The mind warns to take it easy awhile. So 80 kmph it is, where the V6 is pure cruiser, lush and plush, hot knife through butter.

Soon, my inner Vettel takes over, and I slot it in Dynamic mode and fingers tap those bronzy paddles as miles of straights and bends come up on the horizon. How else should one drive a sports car?

The throttle response is instantaneous, the gravelly roar startling. You grip the steering wheel harder in reflex, as 18-inch rubbers (20 in the V8) begin to attack asphalt. Combine rapid gearshifts, astounding torque and a stiff chassis and what you get is a heck of a ride.

Rush into a hairpin and the supercat crouches to attack it; step on gas and it exits with a triumphant tailout, in my case inches from the Navarran valleys. Phew!

Then do it again. At corners. It’s narcotising.

Jaguar says Adaptive Dynamics or embedded software reads the driver’s style and adjusts the machine in nanoseconds. Hit the brake, and upshifts happen in a zap, while corner recognition technology holds the  gear through a bend and dampers stiffen to curb body roll. They stiffen again on quick re-acceleration.

The steering is pure laser, slackless with great feedback, while adaptive dampers on the V6S and V8S make the ride a lot better on rougher tarmac.

At 95 kmph, which you reach at the bat of an eyelid, a rear spoiler deploys like those that deliver downforce in a Formula 1 car, and the Jaguar monogram dramatically rises into the rear view mirror, an act that reduces the car’s lift by 120 kg.

There’s little to differentiate between the V6 (which won’t come to India) and V6S (which will) barring a slightly taller gearing in the latter and about 40 more horses.

The V8S (which will come, too), on the other hand, is another animal altogether. A brutal, raw, raging bull that hits illegal speeds before you can utter Flash Gordon. Those 625 Newton Meters of torque are on full display;  you won’t hear a murmur downshifting to sixth at a minuscule 1500 rpms. There’s ample juice even at that level.

Dare to press on gas? The incredible quickness of the V8 engine can scare the bejesus out of you. But can one resist going overboard?  Just let the top down (the roof retracts in 12 seconds; to do so on-the-fly, the car should do no more than 50 kmph), let the torrent of torque, the supercharged acceleration and taut chassis help you draw the steering lines. Stay cool and learn the lessons in physics and physicality that follow.
It’s an intense, unrivalled feeling.

The verdict
Legend has it that Ratan Tata, who had an E-Type, goaded the Jaguar engineers to create its successor four years back, after the programme went through a series of fits and starts with the company’s previous owner Ford. Tata has every reason to be proud of the progeny, Jaguar’s first sports car in 40 years. While the F-Type V6S is a well-rounded super car, the V8S goes shoulder to shoulder with the best of breed, and then offers a far more rampaging ride. Both are brilliant. So all ye loaded adrenaline junkies, take out the chequebook. The driving experience will leave you with a silly grin, no matter the staring hordes.

Spec Sheet
2-seater, V6S and V8S models AVAILABLE FROM JULY

Price: Rs 1.33 to 1.55 crore (ex-showroom, Mumbai)

Kitna deti hai? You must be joking! OK, around 8 kmpl for the V6S and 6 kmpl for the V8S

Tank capacity: 72 litres
Full tank good for: Over 400 km
Top speed: 275 kmph (V6S)  & 300 kmph (V8S)
Engine: 6-cylinder 2995 cc & 8-cylinder 5000 cc
Max power: 380 PS & 495 PS @ 6500 rpm
Max torque: 460 Nm @ 3500-5000 rpm & 2500-5000 rpm
Transmission: 8-speed automatic

Maharashtra PSC Recruitment 2013 – Police Sub Inspector Online Application form 2013

Maharashtra PSC Recruitment 2013 – Police Sub Inspector Online Application form 2013

Maharashtra Public Service Commission (PSC) invites Online Application from young, dedicated and superb professionals for stuffing the 714 vacancies of Police Sub Inspector posts. Fear Fighters are compulsory to request Online before 05th August, 2013.

candidates who keep lustful of fasten Maharashtra PSC , and looking for one event , afterwards a right time for them to request online before final date of acquiescence of deputy form.

Further sum of Maharashtra PSC Recruitment 2013 is discuss below.

Maharashtra PSC Police Sub Inspector Recruitment 2013 cavity details:
Number of vacancies : 714
Name of post : Police Sub Inspector

Eligibility Criteria :

Age Limit : Candidates make certain that their age should not be some-more than 25 yrs differently they are authorised to request for Sub Inspector post.

Educational Qualification : Aspirants should have finished a Graduation in any margin from a famous University.

Selection Process : possibilities will be allocated on Sub Inspector post after subordinate a Interview or Written Test.

Pay Scale :  Rs.9, 300-34,800/- with Rs. 4,300/- class pay.

Application Fee : All a preferred possibilities have to compensate some volume as estimate fee.
1. General difficulty possibilities are compulsory to compensate Rs. 260/-.
2. Backward Classes possibilities are compulsory to compensate Rs. 135/-.
3. Ex-Servicemen Man Candidates need to compensate Only Rs.10/-.

How to Apply : For removing Sub Inspector post, Candidates would compulsory to fill Online focus form accessible on Maharashtra PSC central website. Candidates are also compulsory to fill a sum of Application price in compulsory box. Kindly keep a imitation out of focus form for destiny use.

Important dates :
Starting date for stuffing a form : 16-07-2013
Closing date for stuffing a form : 05-08-2013

Click here to get Official presentation published by Maharashtra PSC.

Click here to Apply Online.

Pakistan Film Censor Board bans Dhanush-Sonam Kapoor starrer Raanjhanaa movies yesterday jul 4 2013

Pakistan Film Censor Board bans Dhanush-Sonam Kapoor starrer Raanjhanaa

Thursday, Jul 4, 2013, 22:31 IST | Agency: PTI

Earlier the Censor Board had also banned films like Ek Tha Tiger, GI Joe, 

Agent Vinod for their controversial themes and 'anti-Pakistan' sentiments.

The Pakistan Film Censor Board has banned the exhibition of Dhanush and Sonam Kapoor starrer Raanjhanaa because of its alleged "controversial theme".

The Central Board of Film Censors in Pakistan banned the film shortly before its scheduled release, Chief Executive Officer of IMGC Global Entertainment Amjad Rasheed, the importer of the film said.

Earlier the Censor Board had also banned films like Ek Tha Tiger, GI Joe, Agent Vinod for their controversial themes and "anti-Pakistan" sentiments.

Chief Executive Officer of IMGC Global Entertainment Amjad Rasheed, the importer of Raanjhanaa, told that he received a letter from CBFC with directives to shelve the film's release.
"The letter from CBFC states that the film portrays an inapt image of a Muslim girl (played by Sonam Kapoor) falling in love with a Hindu man and having an affair with him."

Anand L Rai's Raanjhanaa's release in Pakistan was scheduled during the last week of June. Pakistani singer Shiraz Uppal has also lent his voice for the title track of the film, composed by AR Rehman.

The Bollywood film's plot portrays Muslim girl Zoya (Sonam) falling in love with Kundan (Dhanush) and later Jasjeet Singh (Abhey Deol). The film starts with pundit's Hindu Brahmin son Kundan falling for Zoya at first sight. He follows her to school, after school, in the market — almost everywhere.
After getting slapped 16 times by Zoya, Kundan finally gets to know her name, but his hesitation that she will reject him because of his religion leads him to introduce himself as Rizwan. She agrees to meet him behind a temple, but the meeting does not turn out well as Zoya finds out that he's Hindu.

As the story unfolds, Zoya also develops feelings for Kundan, however, her parents find out about it and send her off to Delhi in order to protect the family's honour. Later in Delhi, Zoya falls in love with Jasjeet Singh, a student leader who also leads a political party.

Raanjhanaa grossed INR1.31 billion in its second week of release.