[Yogesh Sarkar]

The granddaddy of all Indian cars turned 50 this year, yes the grand old Ambassador.



Here is a little on its history from Wikipedia.

The Amby, as it is affectionately called, has been in continuous production since its inception, with very few changes to its frame. The first recognisable model was called Landmaster, with a curvaceous boot and a slightly sloping hood. Later a small tail fin was added on either side of the rear fenders, along with a new, dimpled hood, and the car was re-christened the Ambassador Mark I. This model is the first to bear the Ambassador name. After this, all models in this series were named Ambassador, with a suitable suffix indicating the variation. In the 1960s, it underwent a frontal facelift with a closely chequered grill and was named as the Ambassador Mark II. In 1975, another minor facelift to the same grill and a much bigger frontal facelift was turned out as the Mark III, the most popular face of the Ambassador. The Mark IV was the last of the Mark cars. Further on, it was renamed Ambassador Nova. In an attempt to increase its appeal, another version was released. Dubbed the Ambassador 1800 ISZ, this model featured a 1800cc Isuzu engine, and also had the option of bucket seats, as opposed to the earlier bench seats. Also, the entire dashboard was redesigned. Instrumentation panels were shifted from the centre of the dashboard to the right, behind the steering wheel. Seat belts became mandatory. Its most radical revision, a part of a brand revitalization kicked off in the middle of 2003, was the Avigo (a break from the Ambassador marque indicating a different marketing strategy), launched in the summer of 2004. The revitalization consisted of the Ambassador Classic of mid-2003, the Ambassador Grand of late-2003, and the aforementioned Avigo, designed by Manvindra Singh. Car enthusiasts, however see this as a desperate attempt to claw back the dwindling market share. Notable influences on the new design include the new Mini, and even the Porsche 356. However, the most overpowering influence on the front and bonnet has been that of the original Landmaster series (also based on Morris Oxford). The rear of the car has been left untouched, and this leads some to feel that the car is not really different from an Ambassador. Retro-car enthusiasts would have preferred a rounded back (without the small flares), while as a current car, the regular-look Ambassador is very good itself. The Avigo, however, has much more classic-touch internals, like a centrally mounted console (like the Mark IV models), beige coloured seats and wood-finish interiors.

Despite its British origins, the Ambassador is considered the definitive Indian car. This car made by Hindustan Motors at its Uttarpara plant near Kolkata (Calcutta) was once considered India's national car as it was perceived to be best suited to the harsh Indian terrain. It used to be the preferred means of conveyance of India's political leadership before they moved onto SUVs and luxury cars.

[anupmathur]

Despite its British origins, the Ambassador is considered the definitive Indian car. This car made by Hindustan Motors at its Uttarpara plant near Kolkata (Calcutta) was once considered India's national car as it was perceived to be best suited to the harsh Indian terrain. It used to be the preferred means of conveyance of India's political leadership before they moved onto SUVs and luxury cars.

Not quite so Yogi-bhai!
The simple 'ground realities' from back then are a wee bit different:
1) It was the 'Licence-Quota' raj those days. No automobile makers were given licence to manufacture cars except the Birlas and the Doshis (Premiere Padmini). For a few years there was also the Standard Herald.
2) Govt. Deptts. were only 'allowed' to order the Ambassador. Government servants could avail of a loan facility only to buy an Ambassador!
3) Not to forget that there was a 'waiting list' to be able to buy a car; sometimes this waiting ran to years!!
4) The makers never viewed themselves as such, or as 'service providers'. You were clearly made to feel that a huge favour was being bestowed upon you when your chance finally came to take delivery of your car. You had no choices - the 'dealer' simply showed you 'your' car, often without even offering a colour choice! Take it or leave it (for God knows how many more years!!).
5) Many well-to-do families used to book the next car while taking delivery of the current one. When their turn would come about 2 years later they could sell the used one for the same price they'd paid when buying it. Pay for the new one (increased price) and book the next .... get the idea?
6) India probably holds the dubious distinction of having produced A model of car, without any major changes, for nearly half a century. You had to be 'grateful' for the small cosmetic changes that were offered every few years!
7) The only 'debate' used to be - Ambassador or Fiat! And only amongst those few 'private' buyers who had the privilege of 'choice'!!

[vaas2000]

I agree with anup.
I rather consider this an embarassment to car segment!
It reminds me of the socialistic, preliberalisation, licence raj era when the monopoly ruled the automobile market and people were at the mercy of arrogant manufacturers providing unrefined junk for astronomical prices.
The sooner this cross between a 407 truck and a car is eliminated from the streets of india, the more better, something like the manual rickshaws were wiped off the face of shanghai, which was once a notable feature of that city. It is a reminder of how indians were held ransom by two manufactures when it came to cars. They should get this prehistoric monster off the roads and keep in museums as ancient trash.

[anupmathur]

Vaas, don't you think it's better this way - ever since 'liberalization' HM has been trying every trick to keep the 'Amby' alive. Having met with dismal failure, they tied up with Isuzu, created the Contessa, plonked that same engine also into the Amby, then tied up with Mitsubishi. All the time efforts remained underway to somehow revive the Amby!! All the time failing to realize (still!!) that what makes the Amby a failure is the shockingly bad workmanship and assembly!! And the cheap trim. The general public won't touch it! And look at the price. Using 50 year old totally worn out dyes which became fit for the garbage heap 30 years ago!! Not even taxi operators are willing to pick up one despite it being very roomy and fairly economical to run. I think there is poetic justice in seeing this relic from the past dying a slow death, and for no fault of its own but that its Makers have still not woken up to the completely changed India around them!
Today from the house of HM come some very good 'joint-venture' cars - Lancer, Cedia, Pajero. Alas, some of us won't touch them for the only reason they are from HM. The fact that Tata and Mahindra sell more passenger cars today than the giant of yore speaks volumes for the ossified management of HM.

[vaas2000]

HM did try all tricks to milk their Amb-ass-ador when other manufacturers hounded it out of the market with all sort of better cars. But HM failed coz they were lax, they thought indians are dumbasses who will stick on to this nostalgic behamoth and pay through their nose for this metal heap. They should have junked the whole body work and gone in for new design which retained some looks from the old model. But no, they launch this suitcase on wheels with fugly plastic bits stuck on front and back as bumpers and trimmed and sharpened few Edges and expected it to be lapped up by people.
I guess failure of HM's joint venture cars to capture market may be related to fiat's fate with it's products post liberalisation. Looks like people want to punish these two once arrogant manufacturers who held a billion people to ransom when it came to choosing their set of wheels.

[anupmathur]

Well said Vaas!
In the same context, I dare say that Tatas and Mahindras had better take note that the Indian consumer has changed. Both leave a lot to be desired in their 'attitude' toward customers when it comes to after sales service and support.
Unfortunately, I find myself already 'advising' potential buyers to give a wide berth to cars from these makers. After the sale, you are essentially treated as a 'taxi driver' or a rural country bumpkin. And God knows you do have to go back to them MANY times if you've bought one of their vehicles. Add to this the fact that there are very few Authorized service centres, and your problems are only augmented. Plus the constant threats of the guarantee becoming void if you get anything done from a non-authorized station.
Less than a year after having bought my Scorpio, I was in the market to replace my city-car. Much as I was tempted to go in for a Logan (only because of very good pricing), did I even seriously consider it? No sir, I stayed with Maruti.

[Prasham]

In the same context, I dare say that Tatas and Mahindras had better take note that the Indian consumer has changed. Both leave a lot to be desired in their 'attitude' toward customers when it comes to after sales service and support.

They can't be compared with Honda or Toyota for sure but they have improved a lot for sure.... Unlike HM.

Add to this the fact that there are very few Authorized service centres, and your problems are only augmented.

I don't back Anup on this one. After Maruti Tata is the one who has the largest nos. of service station around the country. Moreover cars of these manufacturers can be repaired for most of the troubles in any corner of the country, unlike Honda and Toyota....