Monthly Archives: April 2018

BMW M5 Transmission

OVERVIEW ;

BMW took the automobile engineering to a new level by designing vehicle and modifying them into high performing vehicle under the same roof. The BMW M division of BMW manages the motorsport car designing and it often takes in cars from other departments and creates high performance versions of them. BMW M5 is one such car which was morphed form the BMW 5 series executive car. This car was undeniably the fastest sedan at least back when it was released back then. The design of the latest version of BMW M5 is more on the sleeker look appeal instead of the curvy features its sibling BMW M3 is known for. Together however these two cars set new standards in terms of what to look forward to in the motorcar luxury vehicles. Powered with a V8 petrol engine, the car is a winner in terms of performance. The looks of the vehicle are rather splendid due to the simple fact that they are out of the BMW M factory. All the cars coming out of that garage come with a unique blend of class and mass appeal, they are sporty yet they seem executive. One might confuse their looks to be more of a regular luxury sedan but these bad boys pack in them some of the most impressive features automobile industry ever witnessed.

EXTERIOR AND LOOK ;

Known as the F10M, this is the first M-car to get its own internal designation. This new M5 comes from a long line of illustrious predecessors starting from the E28 M5 of 1985. But the latest M5 is different – it’s the first one to feature fewer cylinders than the one it replaces. BMW also says that about 80 percent of the components on this car are either completely new or heavily modified. The M5 uses hydraulic power steering and a strong and light suspension. Like the standard car’s chassis, it’s made up of double wishbones up front and multi-links at the rear. Brakes come in the form of massive 400mm discs and six-piston calipers up front and 396mm discs at the rear, with sticky Michelin Super Sport tyres on optional 20-inch rims to control it all. Sheer mass is the only minor disappointment on the spec sheet – the M5 weighs a rather portly 1870kg. It’s important to know that the M5 doesn’t have a spare tyre, and neither does it have run-flats like other BMWs. So you only have a puncture-repair kit to rely on – not good.So, how will the neighbours know you’ve bought an M5? Well, they’ll have to look for the quad exhaust pipes sticking out of theback, the un-missable 20-inch rims and the discreet M5 badge on the boot lid. Other hints include the tiny spoiler on the boot, the aggressive chin, the extended side sills and the chrome vents on the front wings. Some might be disappointed with the lack of visual flair, but M cars have always been discreet and this characteristic has always been part of the appeal of the M5.

INTERIOR AND COMFORT ;

BMW didn’t have much to say about the interior in the initial press release, but the photos confirm our expectations.Following in the footsteps of other recent BMW interiors of the M variety, the new M5 comes with a plethora of M badges on almost every seat and panel, along with sportier bucket seats exclusive to the model. Merino high-grade leather upholstery is standard, with BMW Individual semi-aniline leather likely offered as an optional. With the wheelbase slightly longer than the outgoing model, the overall interior volume should be a bit larger as well.M-specific features aside, the M5 comes with most of the equipment seen in the regular sedan. The new 5 Series got a dashboard design based on the larger 7 Series, including the big infotainment screen in the center, more storage spaces in the door panels, and improved sound absorbing materials for less noise inside the cabin. All of these features are clearly visible in these shots of the M5.

The seats should be 20-way adjustable (compared to the 16-way standard units) and include ventilation and massage functions. The technology package is the same and includes a high-resolution, 10.25-inch touchscreen that provides access to navigation, phone, vehicle functions, and entertainment features, as well as Apple CarPlay, WiFi hotspot, and wireless charging. The gesture control feature, which is optional on the 5 Series, should be included as standard on the M5.Other highlights include an M-style instrument cluster with classical circular dials and red needless, as well as an additional digital speedometer on the left-hand side. The rev counter on the right includes a variable rpm pre-warning field and sporty shift lights when the Head-Up Display is switched on. In the centre of the instrument cluster, the driver will find the readouts for the gear selection, Drivelogic shift program, M xDrive mode and M1/M2 set-up, and the drive and suspension settings currently engaged. When the Head-Up Display is activated, key information will be projected onto the windscreen.The redesigned gear selector also features a three-position rocker switch for selecting the Drivelogic shift programs. As usual, the gears of the new eight-speed M Steptronic transmission can be changed using both the selector lever and the shift paddles behind the steering wheel.

ENGINE AND TRANSMISSION ;

BMW M5 comes with an M twin turbo V8 petrol engine. The engine is capable of generating a maximum output of 560 bhp while the torque reaches a peak of 680 Nm. The vehicle can hit the 100 kmph mark in mere 4.3 seconds. However a different package with tweaked engine is offered to give out more specified performance. Names the Competition Package, this version gives out a maximum output of 575 bhp while the pick up becomes a tad more quicker with the car hitting a speed of 100 kmph in merely 4.2 seconds. The vehicle’s gifted 8 cylinder engine is capable of generating these power figures due to its connection to a linear power curve that has extreme thrust of a double turbocharger. The intercoolers and the company’s patented TwinScroll charging technique enable the vehicle to have a better response rate resulting in improved overall efficiency. The engine reacts to even the slightest of the touch by the accelerator and due to the Valvetronic and high precision injection, the vehicle manages to hit high speeds and ground breaking performance in general. The car also comes with the acclaimed BMW EfficientDynamics which helps in measuring features such as Auto Start Stop and Brake Energy Regeneration. In the competition package however one can gind the engine increased by harnessing the upper rev range. . The vehicle offers an average of 10.1 kmpl and the CO2 emissions are decent enough at 232 gms emitted per km. These are impressive considering the elite stature of the vehicle. These figures are possible due to the lightweight manufacturing and effective fuel injection system. Brake energy regeneration also allows the vehicle to convert the kinetic energy into electrical energy so that the car can hit high speeds without relying much on the fuel consumption. This technique will be more effective for Indian roads since this allows all the energy generated during traffic, etc. to be stored for later usage.

DRIVING DYNAMICS ;

The M division has now further enhanced the ride and handling characteristics of the previous M5. The ride suppleness of the M5 is excellent and at times feels better than the existing 5 Series. It is quite astonishing that how good the ride of the M5 iThe M division has ensured good ride, as buyers can use it for touring as well. The light steering wheel reduces the stress of the driver, especially when driving in bumper-to-bumper city traffic.Despite the increase in ride suppleness, the M5’s handling attributes haven’t been compromised. The handling has been further augmented thanks to the alacrity and flexibility of the F10M chassis and underpinnings. The BMW M division has safeguarded the handling bit, as it is one of the base roots for the M cars . Track is where the car will really impress you. Push it till your limit and it won’t run out of juice, there will still be more to offer.

SAFETY ;

The 2016 BMW M5 comes standard with ventilated antilock disc brakes, traction and stability control, cornering brake control, brake-fade compensation, automatic brake drying and hill hold assist. It also comes with front airbags, front seat-mounted side airbags, knee protection, side curtain airbags, active front-seat head restraints, a rearview camera and a subscription to BMW Assist emergency services.Carbon-ceramic brakes are a stand-alone option, as is a night-vision camera system capable of identifying and displaying oncoming animals, objects or people beyond the range of the car’s headlights. In addition, the Driver Assistance Plus package adds lane departure and blind-spot monitoring systems, a forward collision mitigation system with automatic braking and pedestrian detection, speed-limit information, and side- and top-view cameras.

CONCLUSSION ;

Not even two model generations ago, BMW was a firm believer in naturally-aspirated engines and rear-wheel drive, with xDrive being reserved just for SUVs and a couple of 3 Series and 5 Series models. With both the world car market and BMW’s marketing evolving in a constant and rapid way, the Bavarian carmaker now has a 100-percent turbocharged engine lineup and more xDrive variants than rear-driven ones. With Audi’s marketing hype revolving mainly around Quattro and with Mercedes-AMG also jumping on the all-wheel-drive bandwagon, it seems that BMW’s M has no choice but think about xDrive sedans and/or coupes as well. AWD is pretty much the biggest change in the new M5. The styling is evolutionary, the drivetrain is similar to the previous M5 Performance Package (save for the extra torque), while the new technology is a given with each new generation. The big question is, are you ready to embrace a non-traditional M5 with AWD and significantly better performance instead of a purist-oriented RWD sedan?

Mahindra KUV100 Price In Hyderabad

OVERVIEW

Mahindra launched the KUV100 exactly a year ago in India; the auto manufacturer pitched it as a small SUV and their entry level offering for the Indian market. Basically this is actually a beefed up hatchback and gets both petrol and diesel engine under the hood. Although the KUV100 made a fiery start in terms of sales when it was launched initially but slowly the sales number declined and in the month of December 2016 only 1953 units of the vehicle was sold which is actually its lowest numbers since its launch. Check for KUV100 price in Hyderabad

Like you all know that the Mahindra KUV100 is definitely not a compact SUV and is also priced lower than most of the other compact SUV offerings. This car now competes directly in the B+ segment hatchbacks and locks horns directly with the recently introduced Maruti Suzuki Ignis which too is actually a beefed up Cross hatchback.

EXTERIOR AND LOOKS

The KUV100 might be marketed as an SUV, but it is essentially a pumped up hatchback; one that will compete against the likes of the Maruti Suzuki Swift, the Hyundai Grand i10 and the newly launched Ford Figo. So, it has a monocoque chassis, a transverse mounted engine and front wheel drive. But, because it must be referenced as an SUV, the KUV100 naturally has high ground clearance too; 170mm of it. It isn’t very large though. At 3675mm in length, it is the shortest in its class. And its 2385mm wheelbase is the least as well. But the KUV100 stands tall at 1655mm (with roof rails) making it the tallest. Request test drive for KUV100 in Cazprice

As far as styling goes, the front of this pumped-up hatchback has a sleek front grille, a buff bumper, and large pulled back headlamps with LEDs KUV100 embossing. The side profile looks aggressive thanks to the shallow greenhouse area. It also has its rear door handles integrated into the rear window panel aka Chevrolet Beat. The rear meanwhile is less aggressive, looks palatable and decently modern. The KUV100 is available in seven colours, Pearl White, Aquamarine, Dazzling Silver, Flamboyant Red, Fiery Orange, Designer Grey and Midnight Black.

INTERIOR AND SPACE

If you don’t already know, your friendly salesperson will go to great lengths to point out that the KUV cabin’s USP is the advantage of six seats, just like on the Datsun Go. This has been made possible by positioning the gear lever and handbrake lever on the centre console, freeing up floor space for the additional seat up front. But what distinguishes the car from the Datsun Go is that the KUV is certified as a six-seater. Though three adults can squeeze in up front, the middle passenger legroom is limited, making it more suitable for a child. Question is, would you want your most precious cargo seated within striking distance of the centre console and gear lever? Also, folding down the middle seat backrest turns it into a large armrest and that is the best way to use (or rather, not use) the sixth perch. However, the flat bench type front seat doesn’t offer the kind of back or side support the standard version’s shapelier individual chairs do.

High-set seats and flat floors, front and back, mean getting in and out of the KUV’s cabin is easy. What’s also a relief is that unlike the exteriors, the KUV’s cabin is smart and restrained in design. The ‘bowed’ dashboard that rises towards the middle is the centrepiece and comes finished in nice, textured plastics on the top, though quality lower down is not great. Boring monochrome display for the audio player apart, we didn’t have much else to complain about with the well laid-out centre console. Drivers will also like the three-spoke steering wheel that’s good to hold, though the inconvenient pull-type handbrake is unlikely to find many fans. On our test car, the handbrake lever malfunctioned, making hill starts quite tricky.

Those seated on the KUV’s rear seat will be surprised by the space and comfort on offer. There’s generous leg, head and shoulder room, the backrest position is just right and there’s even a foldable centre armrest. And all three rear passengers get adjustable headrests, which enhances their overall comfort levels. The spoiler though is the blanked-out space after the rear windows (there to accommodate the exterior door handle) that cuts outside visibility. Form unfortunately followed function here. .

ENGINE AND TRANSMISSION

The Mahindra KUV100 comes with the newly-developed mFalcon range of engines. The petrol engine is a 1.2-litre, 3-cylinder G80 unit churning out 82 HP of power at 5500 RPM and 114 Nm of torque from 3500-3600 RPM. The motor is mated to a 5-speed manual transmission and it reaches 100 km/hr in third gear. The engine needs to be revved but does go freely to its 6000 RPM redline. After 4500 RPM, it has a tendency to get vocal though. The mid-range isn’t satisfactory and in-gear acceleration isn’t much to talk about either, one needing to downshift to get going. On the whole, it is a refined engine and the KUV100 cruises at 100 km/hr in 5th gear at 3200 RPM. While the vehicle is standing still, the engine doesn’t rev above 4000 RPM. The car maxes out at 150 km/hr when the speed warning buzzes, a feature also present on the XUV500.

The diesel engine is also a 1.2-litre, 3-cylinder D75 unit belting out 77 HP of power at 3750 RPM and 190 Nm of torque between 1750-2250 RPM. The oil-burner also gets a 5-speed manual transmission. The D75 unit does 100 km/hr in 4th gear and power is delivered in a very linear manner. It redlines at 4750 RPM and touches 100 km/hr in 5th gear at 2750 RPM. The turbo lag is very well-contained and this motor feels much better to drive than the petrol unit which feels underpowered on the highway. Still, one needs to keep the throttle floored to get the vehicle going quick. Vibrations are felt on the console but not much on the pedals in the diesel model while on the petrol, there is some harshness felt at multiple places when nearing the redline.

There is also a lot of wind noise creeping inside the car post 100 km/hr, coming from near the A-pillar. The 5-speed gearbox is very smooth and the clutch is also extremely light on both the petrol and diesel models, thus allowing the driver to have a stress-free driving experience. The claimed fuel efficiency for the petrol engine is 18.15 km/l while the diesel engine extracts 25.32 km/l. Mahindra will offer an AMT unit with the KUV100 later this year. There is a MicroHybrid technology on offer just like the Scorpio and XUV500 while Mahindra also offers Power and ECO modes on the diesel, which boosts fuel efficiency by restricting fuel supply and thereby keeping max RPM to around 3500 RPM. The default mode is Power and it is best to drive the KUV in that mode as the 3-pot oil burner needs to be worked to get going quickly. Both the petrol and diesel engines are average at best, they are very refined for three-cylinder motors but lack excitement and aren’t urgent either.

RIDE AND HANDLING

The levelled surface of the test track was barely any gauge for the KUV100’s ride, but expect it to be comfortable given the soft suspension setup. The KUV100 sits on an all-new platform developed from a clean sheet of paper using a monocoque chassis that offers a car like feel, and those used to driving hatchbacks will feel at home. There’s a fair bit of body roll around corners though thanks to the soft suspension and higher centre of gravity, which takes away some confidence when cornering at speeds. The soft suspension also made for some bit of weaving under hard braking but things were pretty much in control at all times, and KUV100 even felt stable being pushed around the banked corners of the track. Brakes have a progressive feel, though some more bite would be welcome.

BRAKING AND SAFETY

Braking system is formed by the ventilated disc brakes in the front and drum brakes in the rear. Other vital braking features inset to support the brakes affixed in front and back comprise of anti-lock-braking system along with electronic brake force distribution, which is standard across all variants.

Standard safety features on board are automatic door lock, central door locking, and door open indicator. Other safety features available on the SUV are child safety locks on rear doors, anti-slip clips for driver side door mats, ISOFIX child seat mount on rear seat, engine immobiliser, anti-theft security alarm, and dual airbags are available is available on all the plus variants along with the range topping variant.

CONCLUSSION

Now we come to the hardest part of any review – the tester’s final impressions of the Mahindra KUV100.

The Mahindra KUV100 is a one-of-a-kind hatchback that aspires to be an SUV. If you’re looking to turn heads (in the quirky manner), the KUV100’s design is apt as it incites curiosity and attention. The seat comfort could’ve been better, while rear visibility and boot volume aren’t satisfactory.

However what we have here is one of the most refined Mahindras ever built. It’s got an impressive diesel engine, slick gearbox, well-trimmed and spacious interior, and a commanding view over its rivals. The cherry on the top is its competitive pricing, which is slightly lower than the competition.

Tata Hexa Features & Specifications

OVERVIEW ;

Once upon a time, Indian roads were all about Maruti 800, Ambassador and Fiat Padmini. The occasional change in the landscape was brought about by Tata Motors’ comparatively larger offering – Sierra. The ‘original Indian sports utility vehicle’ had quite the towering road presence and the 1.9-litre turbo charged engine provided a drive like no other.

The march of time affected markets. It is no secret that Tata Motors found the going increasingly tough in the passenger vehicle segment by the late 90s. Indica was its only passenger vehicle doing decent numbers. Check Price of  Hexa

Times changed and, thankfully, so did Tata Motors. In one of its strongest ever attempts to reclaim lost glory, the company in recent years took the covers off of a number of promising vehicles. And none may have as much potential as the Hexa. Here is a vehicle that seeks to be an all-rounder and (mostly) manages to pull it off effortlessly.

EXTERIORS ;

The Tata Hexa might be based on the Aria platform and possibly have similar lines but it’s a completely new vehicle. Where the Aria was curvy and a bit round, the Hexa is muscular, and in-your-face. It achieves this thanks to the chrome laced grille and gold coloured bumper. Complementing this is a modern looking lighting package comprising big headlamps and LED DRLs. The side reveals the MPV silhouette of the vehicle. However, it does get sharply raked A-pillars and really nice looking 19 inch wheels which increase the sporty quotient. The rear, despite having so many elements, looks too square but this is not such a bad thing as the boxy rear-end has been a defining trait of Tata’s SUVs over the ages. Request test drive for Hexa in Cazprice

INTERORS ;

The dashboard layout of the Hexa looks premium thanks to the new design additions and controls made of fresh-looking materials like chrome trim used with glossy black and soft grain plastic. The instrument cluster is easy to read and except for the low-set air-con controls, all functions are easily accessible on the dash.

We however noticed that the centre console was devoid of storage spaces barring the cup holder behind the gear shifter and the centre armrest. The seats are draped in a leather look-alike upholstery with contrast stitching that feels rich. In fact the front seats offer a comfortable drive thanks to the ample contours with lumbar, good back and appropriate thigh suppo

Similarly, the middle row seats have identical contours and offer good support, headroom and lots of legroom for the occupants. Entry to the third row of seats is by tumbling the second row, and while the seats offer hardly any support, headroom and space for adults is also confined. With the last row up, the boot can only take a few soft bags and a thin suitcase at the most. To stuff anything more, the last row needs to be folded but it doesn’t fold flat either.

ENGINE AND PERFORMANCE ;

The Tata Hexa has a 2.2-litre turbo diesel engine. This comes with two options – a 148bhp engine and 154bhp. The first one comes with a five-speed manual and the more powerful one has two options: six-speed manual or six-speed automatic. The NVH levels on the engine are fairly low. The torque of this engine is more than sufficient for daily driving. One doesn’t require too many gear shifts in the city or highway driving.

The six-speed manual feels a bit notchy. It does take some getting used too. The manual comes with four driving modes in the 4×4. These are Auto, Rough Road, Comfort and Dynamic. The Auto and Rough Road are 4×4, while the other two work on 4×2. On the other hand, the automatic transmission is fabulous. The shifts are smooth even downshifts. Put it in the Sport mode and you shall be amazed in the manner it performs. There is also the tiptronic mode that responds well.

In terms of fuel efficiency, the Tata Hexa scores 10 km/l with the automatic in city and about 14 km/l on the highway. The manual version of the Tata Hexa will return an efficiency of 11 km/l in city and about 14.5 km/l on the highway. We haven’t driven the five-speed manual engine but the range will be between the six-speed manual and automatic.

DRIVING DYNAMICS ;

On the face of it, the Hexa has a number of things that could work against it on the dynamics front – its immense weight, ladder-frame chassis, long wheelbase, robust 4×4 system, 19-inch wheels – and those things considered, it really pulls off something impressive. The ride quality first; it is really good. You will get quite a bit of steering shock (although not the worst we’ve seen in this sort of car) that’s typical of ladder-frame SUVs when you hit a sharp bump. There’s an underlying firmness that you’re constantly aware of, but at very few points could you call it harsh or uncomfortable. The truth is, the Hexa’s variable-rate dampers do a phenomenal job of tackling various road conditions and keep things comfy in the cabin no matter what. It’s at its best out on the highway, with a supremely flat ride and very little movement. What you’ll also be impressed by is how silently it goes about its business; very little suspension, tyre and road noise makes it to the cabin.

Handling expectedly is not in the same league as an SUV with a monocoque chassis. The Hexa rolls around a lot, although, it has to be said that there is a lot of grip, especially in the 4×4 version. The bigger issue, however, is that it just feels too large and heavy for you to ever dream of pushing it even remotely hard around a corner. The hydraulic steering has a bit of slack at the centre position, and is really heavy at low speeds, making parking this big hulk quite a task. This is slightly less pronounced in the 4×2 version, likely because of the lack of front driveshafts. Also, the lack of reach adjustment for the steering is a bit annoying, and you do feel like the wheel is canted slightly forward on the whole.

SAFETY ;

Tata Motors haven’t compromised on safety this time and the Hexa is loaded with safety equipment. It comes with 6 airbags including dual front, curtain and side airbags. There is a 4 channel, 4 sensor ABS offered as standard along with Cornering Stability Control function. Other safety features include Traction Control System, Electronic Stability Program, Hill Hold Control and Hill Descent Control. The Hexa’s long term durability and cost of ownership is yet to be seen and Tata Motors needs to ensure stress-free ownership of the Hexa considering the unreliable nature of the Safari faced by some owners in the past.

CONCLUSSION ;

The Aria’s quite a capable machine and Tata has done well to build on its strengths while making up for its shortcomings. The Hexa’s spacious cabin with three rows of seats, its ability to shrug off bad roads, commanding driving position and easy driving manners make for a great machine to cover long distances in. Yes, it will be a bit cumbersome to steer in the city and fit-finish of the interiors could be better. Nonetheless Tata look to tackle the Mahindra XUV500 head on with the Hexa and if priced right, the Hexa has not just the manners, but the look and the appeal to make it happen this time around. Quite simply, the Hexa is SUV enough, rich enough and fresh enough to deliver an overall experience that feels quite welcome for those looking for a rugged three-row SUV.

Hyundai Xcent Facelift First Drive

OVERVIEW ;

Introducing a mid-cycle update for the subcompact sedan, Hyundai India has launched the 2017 Hyundai Xcent facelift in the country with prices starting at Rs 5.38 lakh (ex-showroom, Delhi). 2017 Xcent gets a comprehensively reworked front design. The overall silhouette remains the same, but the grille is all-new and in-line with Hyundai’s bigger sedans while the headlamps have been re-profiled and get new black inserts as well. The front bumper has also been redesigned adding a fresh look and now gets boomerang-shaped LED DRLs as part of the changes. Not only does the Xcent look fresh, but also distinctly different from the Grand i10. The side remains the same, save for the revised alloy wheels, while the rear gets the more upmarket wide taillights, revised bumper and tweaks to the boot-lid. Check On Road Price of Xcent

EXTERIOR AND LOOK ;

Initial spy shots left a lot of people saying, “Oh god, why?”, but much like the Mahindra TUV300, this is a car that looks better in person than in pictures. Additionally, it’s now more distinctive, not only from its predecessor, but the Grand i10 as well.The two-part grille is no more and is replaced by a plus-sized hexagonal unit, generously lined with chrome. It’s got a new front bumper too with a sleeker set of fog lamps, and, not to mention, daytime running LEDs. The side profile remains the same, save for the engine badge on the front fender that reads ‘1.2D’ instead of ‘CRDi’, highlighting the uprated engine size. Up top, the radio antenna is a shark-fin unit instead of the old antenna on the higher variants.  Exchange your old car for Xcent

The rear end looks as if it were inspired by the Kia Rio. Some may even draw parallels with the Toyota Camry. Gone are the tiny old tail lamps and instead, you get a wider set of lights that occupy more real estate at the rear. The lights even get some internal detailing to make them look more distinctive. The boot-lid itself has been redesigned and sports a chunky chrome bar that connects the rear lamps. The bumper gets some aggressive contouring too, and while it will take a while for the new look to grow on many, the new Xcent does look more mature. Importantly, it still looks well-proportioned for a sub-4 metre sedan.

INTERIOR AND COMFORT ;

Much like the Grand i10, the Xcent will impress you the moment you set foot inside. Modern Hyundai cabins are high on quality and here too you’ll find the general level of fit and finish to be of a very good standard. Those behind the wheel, in particular, will love how the chunky steering and smartly detailed gear lever feel as good to hold as they are to look at. It’s a well laid out cabin too. The two-tone dashboard, identical to the one in the Grand i10, places all audio and air-con controls within easy reach. A welcome inclusion on the Xcent is an automatic climate control system that works well enough to maintain a cool temperature in the cabin. What’s also nice is that each of the round vents up front can be individually opened or closed to direct air flow as per your liking. However, the rear air-con vent (a first in this segment) isn’t particularly effective and in our view is a bit of a waste as it unnecessarily robs space from the middle passenger.The Xcent offers a fair amount of adjustability for the driver, so long as you opt for the middle or top-spec versions. Steering rake and seat height adjustment make it easy to find a comfortable driving position. The front seats, though slightly narrow and a tad on the firm side, are supportive enough. However, a cause for concern is that the fixed headrests are too short and unlikely to provide adequate protection from whiplash in the event of a rear collision.

Rear occupants, on the other hand, will appreciate the safety and comfort the adjustable headrests come with, but might find the seat base a tad short. Also, compared to the Grand i10, the Xcent’s rear seat back has been reclined a few degrees too far to compensate for the loss in headroom owing to the angle of the rear windscreen. The cabin’s average width also means the Xcent’s rear seat is best suited to two passengers. On the plus side, there is a good deal of legroom and the foldable centre armrest is well positioned too. Incidentally, the centre armrest comes with two cupholders, in addition to the two cupholders up front, one-litre bottle holders on each of the doors and the large (and cooled) glovebox. Even luggage space is very impressive, with the well-shaped 407-litre boot taking in large suitcases with great ease.

ENGINE AND TRANSMISSION ;

The Hyundai Xcent is offered with both petrol and diesel engines. Talking about the petrol engine first, no changes have been made to the 1.2-litre Kappa VTVT unit. It is mated to either a 5-speed manual gearbox or a dated 4-speed automatic transmission and produces 83 PS of power at 6000 RPM and 114 Nm of torque at 4000 RPM. Throttle response is good and power delivery is linear. The top-end performance isn’t the best but the low-end and mid-range are very good. The NVH levels are also fantastic. The ARAI-claimed fuel efficiency is 20.14 km/l and 17.36 km/l for MT and AT respectively but in real world conditions, you can expect 10-14 km/l from the MT and 9-13 km/l from the AT.

The diesel engine has been upgraded from the older 1.1-litre unit to a larger 1.2-litre U2 CRDI unit which now produces 75 PS of power at 4000 RPM and 190 Nm of torque from 1750-2250 RPM. The engine has been tuned very nicely and turbo lag has been negated effectively. The engine has a good surge of power right from 1600-1700 RPM and continues till 3500-4000 RPM and the oil-burner feels very peppy. The engine is quite noisy though. The 5-speed gearbox is a charm and gearshifts are smooth. The ARAI-claimed efficiency is 25.4 km/l and you can easily expect 17-22 km/l in real world conditions.

RIDE AND HANDLING ;’

The Xcent’s suspension setup remains unchanged and is still comfort-set as before. At low speeds, it’s very comfortable and offers great bad road ability as well. Additionally, it rides quite flat and is very stable over undulations/bridge joints even beyond 120kmph. However, there is a noticeable amount of vertical movement and through fast corners, body roll is perceptible. There’s a good amount of stopping power on offer too with the car dropping from 100-0kmph in 45.89 metres, while feeling a little more surefooted than the Grand i10 during the test.

The steering doesn’t offer much feedback, but is light enough for city usage, weighs up well with speed and is responsive too. In everyday conditions, there’s no guesswork involved. It won’t please any driving enthusiasts, but that’s hardly what the Xcent has been designed for. Overall, the handling mannerisms are predictable and novice-friendly.

SAFETY FEATURES ;

On the features front, the top-of-the-line Xcent in SX trim with option pack we have driven gets driver and front passenger airbags, ABS, keyless entry with push button start/stop, rear AC vents, multi function steering wheel, driver seat height adjustment, a 2-din audio system with Bluetooth, USB and aux-in ports, power outlets for the front and rear, chrome door handles on the inside and out and rear parking sensors and parking camera with display in the rear view mirror. On the outside, the Xcent gets integrated turn indicators in the electrically adjustable auto-folding outside rear view mirrors and 15-inch alloy wheels (it’s part of the option pack – 14-inch wheels on SX trim). There isn’t much you will need besides leather seats, which should be available as a dealer option.

CONCLUSSION ;

2017 Hyundai Xcent seems to be better than the preceding model in terms of exterior appearance, interior features, and driving dynamics. A special mention goes to the new diesel engine, which is more powerful and fuel efficient than before. The automatic variant is also available for added convenience. In all, it is a decent offering with more bells and whistles than before.

Honda City Design & Style

OVERVIEW

The Honda City is the main reason behind Honda’s premium image in India. It has been the reigning dominator of the sedan segment and features in every car manufacturer’s rival list in India.Modern and contemporary design with premium interiors makes the City a near to perfect premium sedan. The quality of finishing in this sedan is the best offered among its competition.Battling a tough fight against all the diesel options offered by its rivals, Honda City still manages to command its strong position. However, with so many options being available in the market, will the Honda City hold on to its charm is what we find out in our review. Check for review & price of Honda cars

EXTERIORS AND DESIGN

For those who actually thought that the new facelift sedan will get a completely new exterior design will perhaps be bit disappointed because instead of a complete overhaul Honda decided to give it a subtle exterior update.

Expect the facelift sedan to get a completely new grille with chrome inserts on them. While expect the front headlamps and the front bumper to get almost the same design as that of the newly launched Jazz hatchback. This overall front face sticks strictly to Honda’s ‘Exciting H Design’ language. Expect the grille to get blacked out theme as well. Besides all these cosmetic changes the other exterior change might also include a new set of alloy wheels while the overall side profile of this sedan will remain unchanged. Get On Road Price of City

Just like the blacked out front grille you can also expect the pillars of the sedan to get blacked out as well just to add more premium touch to its exterior. As far as the overall dimensions are concerned expect it to remain unchanged however the addition of new bumpers might add a few mm or more to its dimensions.

INTERIORS AND COMFORT

The interiors are There has a few add-ons though. The plastic quality feels better now and is put together well. A larger touchscreen infotainment system dominated the centre part of the dash. and this has better resolution too. The system has HDMI input and MirrorLink as well. There is reverse camera and even six airbags on offer on the ZX variant.

There is more than sufficient space in the 2017 City. The front row seats are comfortable and spacious. There is ample of head room and leg room. The seats have good comfort and are good enough even for long distance travel. The rear seats are also spacious and have good amount of comfort too. The arm rest falls a bit too low but other than that there is no other issue. The boot space is 510 litres, which is sufficient for a family of four.

ENGINE AND PERFORMANCE

The City continues to be powered by the same set of petrol and diesel engines. The 1.5 litre i-DTEC engine that makes 100hp and 200Nm delivers great low-end performance and is smooth and linear in a very un-diesel-like way, but rev it hard and it becomes rather noisy. Honda claims to have added more insulation for lowering the NVH levels in the diesel, and, though it is a marked improvement, there’s only so much that could be done to curb what is inherently a noisy engine. Ambient sounds have gone down a bit, but the diesel engine rattle is still an issue.The petrol option is of course the tried and tested naturally-aspirated 1.5 i-VTEC engine developing 119hp and 145Nm. The motor is still a riot for enthusiasts, revving out eagerly to its red line and making a lot of its power at the top end. It’s quite usable at the bottom end too and, as the revs climb, it can get a bit vocal.

Gearbox options remain the same as well with a six-speed manual for the diesel and a choice between five-speed manual or seven-step CVT automatic for the petrol. With India’s crowded roads and newfound fondness for automatics, it’s sad that the City doesn’t offer such an option on the diesel, but that’s just something that will perhaps have to wait for the next generation.With no mechanical changes to the suspension either, the ride remains largely the same, which is to say agreeable by class standards, but not the class best. There’s still a fair bit of roll around corners and the ride quality can get a bit choppy at times. The top ZX variants do get new 16-inch alloys and wider tyres, and thankfully they don’t seem to have hurt the ride quality at all. As for the handling, we didn’t get much of a chance to test it on Delhi’s wide, smooth and straight roads, so the verdict is still out on that one.

DRIVING DYNAMICS

There are no tweaks for the suspension as well in the updated model and we feel it doesn’t need it either. The City has got a very balanced setup, which offers pliant ride quality and nimble handling. The ride might feel a tad stiff at low speeds but it flattens up as you gain speed. The high speed stability is good but you might feel the need of wider tyres. Handling is quite engaging and the City feels eager to dart into corners but again, the undertyred setup tends to lose some grip when you push the car to its limit.

The steering makes you feel connected to the road and there is no sense of numbness. It is quick to respond and offers decent feedback. The body roll is well controlled and you don’t get tossed around much on the twisties. Ground clearance is not a big issue in the fourth generation City, it rarely touches the underbelly on big bumps and potholes. Braking performance is good and the pedal bite is confidence inspiring too.

SAFETY

Thankfully, more and more manufacturers are taking safety seriously nowadays and so is Honda. The City facelift gets dual airbags and Anti-lock brakes along with electronic brake-force distribution as a standard fitment. Adding to standard list of equipment are the ISOFIX mounts for child seats. The top ZX trim gets six airbags which include side and curtain airbags, which is a great offering, in our opinion

CONCLUSSION

Offcourse the facelift city no doubt will help carry forward the legacy of the City sedan ahead. This has been one of the most popular C-segment sedans of the country and actually has helped Honda to cement their position in the Indian market. The facelift sedan might not bring a lot of change with it but it definitely will help bring some fresh appeal with it until and unless the new generation sedan is launched in the Indian market.

 

 

Audi RS6 Facelift First Drive

OVERVIEW ;

German luxury behemoth Audi , has launched the Audi RS6 in India adding to the company’s already rich portfolio. The Audi RS6 Avant is a performance centric version of the A6. Audi has already charmed the Indian audience with its many refined luxury vehicles. The Audi RS6 has recently joined the family and graces the company’s Indian portfolio. The Audi RS6 Avant will be brought imported in India as completely built units and is one of the classiest offerings from Audi India.

EXTERIOR AND LOOK ;

The company has launched this vehicle with a sporty exterior appearance, which will certainly lure the car enthusiasts. It is fitted with a number of striking features, which gives the occupants an attractive look. To begin with the frontage, it is designed with a massive radiator grille in single frame, which has a few chrome slats. There is a prominent company insignia, which is embedded in the center of this grille. It is surrounded by a headlight cluster has a sleek design and is equipped with Matrix LED headlamps, which are extremely radiant. Just below this, it has a body colored bumper that looks quite aggressive and houses a wide air intake section along with a pair of air ducts for cooling purpose. This air dam is flanked by a couple of bright LED fog lamps along with day time running lights that gives the frontage a distinct look. Its large windscreen is made of heat insulated glass and fitted with a set of rain sensing wipers as well. The sleek bonnet has a few visible character lines. Coming to its side profile, it is elegantly designed with a few expressive lines and body colored door handles along with outside rear view mirrors. The door sill of has chrome finish with Quattro logo. Its external rear view mirrors are integrated with side turn blinker and are electrically adjustable. These mirrors are also auto foldable and come with auto dimming function as well. While top end variant is blessed with automatic anti glare action and memory function as well. The flared up wheel arches are expected to be fitted with a classy set of cast aluminum alloy wheels, which are covered with high performance tubeless radial tyres that gives a superior grip, while off-roading. Its rear end has a lot of attractive features that gives the crossover a captivating appearance. It has a large windscreen that is integrated with a defogger, which has a self timer. It is accompanied by a sporty roof spoiler that is fitted with a LED high mounted third brake light. The curvy boot lid is fitted with prominent company badging and a thick chrome strip that adds to the elegance. The body colored bumper is fitted with an aluminum under guard for preventing the vehicle from minor damages. It is also gets an optional package like Matte aluminum styling package, which includes air intake duct, side flaps, rear diffuser with Quattro logo in the titanium grey. Apart from these, the buyers can also opt for few more packages like carbon styling and gloss black styling package.

INTERIOR AND COMFORT ;

Much like the exterior, the interior was carried over from the standard RS6 Avant. As a result of that, the wagon is equipped with bolstered sports seats that have integrated head restraints, a custom instrument cluster with black faces, white dials, and red needles, a three-spoke, leather wrapped steering wheel, and a power-retractable display for the MMI navigation system. Other standard features include four-zone automatic air conditioning, MMI navigation plus with MMI touch and the Audi sound system. Optional features range from a head-up display and the Bang & Olufsen Advanced Sound System to various driver assistance systems, including adaptive cruise control with night vision assistant and Audi connect.Specific Performance features include new seat upholstery in an Alcantara and leather with a honeycomb pattern and matchingcontrasting stitching on the armrests, control elements and floor mats, Alcantara knee pads, and carbon twill blue inlays made from carbon-fiber interwoven with a blue thread.Cargo capacity remains unchanged from the RS6 Avant, meaning the Performance model offers 564 liters (20 cubic feet) of cargo room with the seats up and 1,680 liters (59.3 cubic feet) with the rear seats folded flat.

ENGINE AND GEARBOX ;

As I have mentioned time and again, automotive journalists love being surprised. And we love a powerful engine that pushes us back into our seats and have the wind knock out of us. And the RS6 does both, with grace. Under the hood is a monster of a twin-turbocharged 4.0-litre V8 engine that makes a staggering 568PS of peak power and an equally staggering 700Nm of peak torque. Push the start button and the RS6 comes to life with a grown and a burble that would make every single petrol head in the world grin ear to ear.Floor the throttle pedal and the RS6 shakes like a 60s American muscle car hinting at the kind of performance you can expect. We cant help but mention again how absolutely sublime both the engine and the exhaust note are though with its well timed crackles and grunts. So how is it to drive? Well, potter around town in full comfort mode and it feels as comfortable and quiet as any other large Audi does. In fact, the engine actually cuts off four of the eight cylinders if it feels that the car does not really need that level of performance, which results in a surprisingly easy to drive experience in the city in start-stop traffic.The gearbox too is crisp and great and has no lag at all when you tug on the aluminum paddle shifters. Of course, on a slightly wet surface, the RS6 can be quite the handful to drive with the traction control and the Quattro system working in overdrive mode but it still manages to feel controlled at all times if you ignore the torque steer that does creep in sometimes. All said and done, the RS6 is one of those performance cars that most forgiving and can be driven briskly in any condition.

DRIVING DYNAMICS ;

The Audi RS6 Avant comes with 35-profile 20-inch wheels but despite this, the ride quality is surprisingly good. The estate can soak up most undulations without losing its composure. At high speeds, again the ride is very good and the car remains stable and maintains its line. The steering is really nice and it weighs up brilliantly. Handling is also fun but you can most certainly feel the length of the car while cornering. The Avant gets awesome brakes which are very sharp but due to the high speeds that the car does, the brake pads wear out really quickly.

SAFETY FEATURES ;

The Audi RS6 Avant is equipped with full size airbags for front and rear occupants. Adding to it, the car also offers side, front and head airbags for all the passengers. It is loaded with advanced safety and security features like anti-lock brake system (ABS) with electronic brake force distribution (EBD) and hydraulic brake assist and anti-slip regulation (ASR) that avoids wheel-locking and skidding during panic braking. Also on offer is the electronic differential lock that offers good control while running on slippery surfaces. Other safety features include night vision assistant, cruise control, hold assist, rear view camera, camera based limit display, child-proof lock, safety steering column, to name a few.

CONCLUSSION ;

Given the unfavourable response to estates in India, the RS6 Avant comes across as a curious addition to Audi’s line-up. However, think of the RS6 as a performance car that just happens to be an estate and you’ll see it in the right light. This is a blistering fast car for those who must have something different. The estate shape will not only help the RS6 standout at the odd supercar gathering, but also gives it a practicality you wouldn’t associate with a high-speed machine.Question is, how many performance-car buyers will be willing to break the norm? It’s a pertinent question, because even the Ferrari FF’s shooting-brake form hasn’t found too many takers in India. Still, if the Rs 1.35 crore (ex-showroom, Delhi) RS6 Avant proves to be a success in the segment, it could just result in more estates coming to India at lower price points.

 

 

Mahindra Verito Vibe Hatchback Overview

OVERVIEW ;

Majority of car sales in the Indian market comes form compact cars, which are small in size, fuel efficient and are the least taxed too. The quest for evading higher excise duties for automobiles means that companies will have to trim their products to place them under the 4-metre length. With many automakers already doing compact engineering very well, it was Mahindra’s turn to use their scissors on the Verito’s derriere. The objective has been achieved for Mahindra designers and engineers with the Verito Vibe successfully becoming a compact vehicle (Mahindra likes to call it a sporty compact sedan), thereby attracting small car excise duties. However as a product, does the Mahindra Verito Vibe offer something significant in the sub 4-metre space? Get On Road Price of Verito Vibe

EXTERIOR AND LOOK ;

The first impression that you will get from the new compact car from Mahindra is that it is the exact Verito with few minor tweaks at the front but when you will walk towards the rear of the car there you will find the real change. So let’s start with the front of the car the new Verito Vibe has the same boxy design at the front but the new grille has given some uniqueness to the front, it now looks more sportier than before, the headlamp clusters also gets a little smoky appearance which once again looks new on the old Verito’s front. The front lower bumper also gets little plastic elements to it which again is a welcome change to the front facial of the car. Now coming to the side profile of the car things start to get a little different here, the Verito Vibe gets a new 14 inch stylish set of wheels which is painted in Champagne color, some of you might dislike the color but Mahindra thinks differently, the side profile of the car also has a bold line which runs all the way to the rear of the compact car, the most significant changes that you will find in the car starts from its C pillars. The first thing that will catch your eye are the huge tail lamps which runs parallel with the rear windscreen, the top of the tail lamps has a little roof rails which once again gives it the sporty look and you will find a little bulging area just under the rear tail lamps (it cannot be called a rear spoiler exactly) just below that area is where you will find the rear boot door, the interesting fact about the rear boot of the Mahindra Verito Vibe is that you don’t have access to the boot from inside the cabin like you do on a hatch rather you will have to step outside the car and access the boot just like any other saloon. The massive rear boot has 330 litre of boot space but the only problem is that there is no lock to operate the boot door from outside the car, there is a switch inside the cabin of the car and once you press the switch then only you can open the rear boot door.Overall the new Mahindra Verito Vibe looks different from the rest of the compact car you will find in the Indian market, the unique looking rear and crossover style of the car will surely grab everyone’s attention. Exchange your old car for Verito Vibe

INTERIOR AND COMFORT ;

The interiors are done up very elegantly with well placed features, which makes it look like a complete package of comfortableness. The seating is very well designed to provide a cushiony feel by the plush fabric upholstery fitted to it. The Executive Edition is pampered with Italian leather based upholstery, which is far more luxurious and also the steering wheel is leather wrapped in it. Furthermore, it has floor mats as well as matching vinyl door trims that adds to the overall posh look. The rear door trim is layered with fabric that has a smoother holding. Moreover, there is a gear shift knob in leather covering. The parcel shelf is offered behind the rear bench seat for storing a few handy things. There is a central console storage space along with a bottle and mobile holder as well. The AC vent outer ring is in a silver finish that enlightens the interior elements altogether. The extra amenities are the cigarette lighter as well as an ashtray too. The luggage compartment has been layered with a full carpet and below that there is a spare wheel with its tool kit. There are sun visors to both the driver and the co-passenger as well. The center fascia has been given different designs for each of its variants. The instrument panel has a pad that shades it from the sunlight coming through the windscreen and makes visibility better. Additionally, for the front passenger side sun visor, a vanity mirror is also fitted.

The insides are well furnished with an air conditioner unit that also has a heater, which are offered to regulate the temperature. All the seats have been fitted with head restraints for additional convenience to the occupants. The front door has a map pocket that is an added storage space. There are theater dimming interior lights that has the facility with courtesy delay. The trunk room is provided with lighting as well. There is a remote operated fuel tank lid lever on the driver side for added convenience. When it comes to the automated elements, the outside rear view mirrors can be adjusted from inside. The power steering makes the drive much easier and keeps the driver in control of the vehicle at all times. All four doors have power windows, which further adds to the comfort quotient of the passengers. There is a central remote door locking system as well that boosts its security aspect. The music system that is decked into this car is a 2 DIN unit that can support a CD and MP3 player. The USB slot, Aux-In port and an FM tuner function can be enjoyed by four well placed speakers. The rear windscreen is fitted with a defogger that is helpful in foggy climate.

ENGINE AND GEARBOX ;

The Verito Vibe uses the same engine as on Verito. Vibe is offered only in a diesel engine trim as Mahindras don’t have a smaller petrol unit to haul this car and at the same time avail the tax benefits of a sub 4 metre car.The Verito Vibe comes across as a decent commuter with no excitement. It can be a weekday solution from home to office kinds. This one is powered by a 4 cylinder 1461cc dCi CRDi Diesel engine. This unit produces a peak power of 65PS at 4000 rpm and a torque of 160Nm at 2000 rpm.This not just any sedan cut into a hatchback project by excusing the extreme third box. In the Verito Vibe, the third box has been reduced to the maximum limit. The overall length of the Verito has been brought down from 4277mm to 3991mm but the wheelbase stays intact at 2630mm. The Kerb weight of the Vibe has shot up too by 15 kgs.

Some issues which were seen in the Verito have been repeated in this smaller version too like the cabin is still not insulated and the growl of the diesel engine is evidently audible inside. Even the functioning of wiper or the power windows appears very crude and basic.The diesel unit however scores well in terms of power delivery. It displays very minimal lag and performs very well in stop go traffic. The gear shifts are not as smooth as the one in Swift DZire but then even the one on Amaze appears notchy. The notchy gears are well complimented by the smooth clutch which comes handy in traffic flooded areas.On highways, the Vibe lacks the punch especially at higher engine speeds. It cruises very well till about 130 kmph but then after crossing it the engine begins panting hard and the efforts taken by the diesel unit get evident. Overtaking is not difficult. The steering is not very smooth and thus maneuvering can be a bit of an issue.

RIDE AND HANDLING ;

The Vibe’s suspension settings remain unchanged from the sedan’s, so it exhibits all the same characteristics. It has a very pliant ride, which leads you to believe that it will not handle well, and when you tiptoe through a corner, you discover that beyond the body roll lies quite a lot of grip. And beyond that grip lies very progressive understeer. Even the steering contributes to this feeling – it is a little vague when pointing straight and feels unreasonably heavy sometimes at parking speeds, but push the car through a corner and it weighs up really well, communicating exactly what is happening under the front wheels and elevating driver confidence to the point where you can find the understeer at the limit. It isn’t the best driver’s car in its segment, but it certainly gets our vote for the best balance between ride and handling.

BRAKING AND SAFETY ;

A part of the excellent driving experience offered by Mahindra Verito Vibe can be contributed to its sound braking system that does its job perfectly. While the front portion of the car is equipped with disc brakes the rear portion braking is supported by drum brakes. Apart from these, the braking system of the car gets aided by advanced systems like Anti-lock Braking System and Electronic Brakeforce Distribution (EBD) system that help maintaining control over the car during sudden braking and fast deceleration of car whenever required. These two systems play a major role in strengthening the security and safety system of car. The safety front of the car is also strengthened with other standard measures such as a strong built, a fine tuned suspension system, driver airbag, steering wheel frame made up of magnesium which reduces impact of collision, central lock, day/night inside rear view mirror, anti-theft alarm, halogen headlights, collapsible steering, door ajar warning, electrical rear window child lock, fog lamps, a laminated windshield, adjustable front seats belts, adjustable head restraints over front and rear seats, remote door locking, and a few others. The safety as well as braking system of this car are one of its biggest USPs and make it one of the most reliable cars

CONCLUSSION ;

The Mahindra Verito Vibe is a sub 4-metre Verito in the true sense. It is identical to the Verito in every aspect except the rear end design and boot capacity. While the hinged boot isn’t much practical, it has helped Mahindra in saving costs of development and production. So does the Verito Vibe make sense? When you factor in the Verito Vibe costs a good Rs. 80,000/- less than the regular Verito, things start making to the mind. If you can live with the rather unconventional rear and boot, the Verito Vibe makes a good case for those who want a practical hatchback which can carry five in reasonable comfort while delivering exceptional fuel efficiency at this price point.