Category Archives: Auto

Jeep Wrangler Unlimted Overview,Transmission ,Mileage & Price In India

 

 

OVERVIEW

The Jeep models have world-wide recognition as the superior quality off-road vehicles with a perfect blend of luxury and off-road capability. The Jeep Wrangler Unlimited is the latest version of Wrangler, and is available in hardtop and soft top options. The luxurious interiors with versatility, and the advanced technology features of Electronic Stability Control, Hill Start Assist, Hill Descent Control programs, multistage front airbags and side airbags are featured as a standard.

EXTERIORS

This yet to be launched vehicle is expected to come with a rugged body structure and it is expected to be available with both hard and soft top versions. This vehicle looks a bit intimidating owing to its masculine body structure and a lot of rugged styling aspects. The rear end of this vehicle has a distinctive design with tail light cluster, which is powered by LED based brake and reverse lights, turn indicators along with courtesy lamps. The company has embedded variant badging, thick chrome strip and a license plate console on the large tail gate. The body colored bumper is quite sleek and it is fitted with a black cladding for preventing it from damages and it also accompanied by a pair of chrome plated exhaust pipes. The bumper houses a couple of reflectors along with an additional brake light. Its side profile inherits the iconic classy design with precisely molded wheel arches and silver protective molding, which prevents it from any minor damages. Its A and B pillars have been garnished in high gloss black, whereas window sill is in chrome finish. The door handles along with ORVM (outside rear view mirrors) and fenders have been treated in body color, whereas the lower cladding gets a black finish. These external wing mirrors are electrically adjustable and are integrated with LED side turn indicators. The wheel arches are expected to be fitted with a classy set of stylish 16 and 17-inch alloy wheels, depending on the variants. These rims are further covered with high performance tubeless radial tyres, which will offers superior grip on any road conditions. On the other hand, its frontage look quite aggressive with a perforated radiator grille, which is garnished in black color scheme. It is fitted with a lot of horizontal slats and embossed with a prominent company logo at the tip of the bonnet. Its bonnet is flat and complimented by a few character lines. This grille is flanked by round shaped headlight cluster that houses high intensity headlamps along with side turn indicator. Just below this, it has a dual tone bumper and it is accompanied by a silver finished protective cladding along with an under guard for preventing the vehicle from minor damages. This bumper houses a large air intake section for cooling the powerful engine quickly. This air dam is surrounded by a pair of elegantly designed fog lamps that adds to the visibility of driver, especially in bad weather conditions. It is accompanied by a black nudge guard, which protects the vehicle from damages. The windscreen is pretty large and gives a proper view ahead. It is made of toughened laminated glass, which is integrated with a set of intermittent wipers. When all these features will put together, the company is going to give one of the best looking vehicle in this segment.

INTERIORS

Push the button on the door knob and open the heavy doors of the Jeep Wrangler, climb in and you will be greeted by a cabin which has good quality and excellent fit and finish levels although some wiring is exposed at the rear. The doors are solid and are held open by old school wired rope (otherwise the door would open 180-degrees). The door unlock/lock buttons are placed on the front doors and they aren’t illuminated at night making it difficult to find them. The door pocket is a different kind, it has a net, a similar net is placed right ahead of the gear lever. Mirrors are big offering good visibility of what’s behind and internal one dims too. The front seat belts are height adjustable as well. No grab handles on the roof but there is a handle right above the glovebox which proudly states “since 1941”, the year when the Willys MB, aka the first Jeep made its debut.The seats and steering get manual adjust and the front seats are quite comfortable offering generous headroom and good under thigh support. The headrest is a bit stiff though and the plastics on the dashboard are very hard. The flat-ish dashboard is very functional. Getting in the rear is a challenge, it’s best for kids and there is little legroom and under thigh support although headroom is good. There is no arm rest at the rear but the massive wheel arch intrudes inside and is a good place to keep your arm. Large window area at the rear gives good visibly but the windows don’t open, not even in butterfly flap style. No front cabin light but there is one in the centre which can also be operated by using the left stalk (the one which operates the headlights) and you can also vary the intensity. The wipers themselves are very good and the washer fluid does a fantastic job of spraying across the front windshield which is likely to get very dirty off-road. The rear wiper works well but the fuel filler lid is complicated to open as it doesn’t open from inside the vehicle but you need to insert a key and turn it (not in a straight forward way).

The Jeep Wrangler is a hardtop convertible and you can remove the roof panels manually to enjoy an open top experience. Removing the roof panel takes some time as 4 switches need to be turned while one screw knob needs to be rotated quite a bit for opening one side of the panel. So once you are in open top mode, you can also open the covers on the bars and use that as a handle. The power window switches are placed on the centre console and there are plenty of storage spaces inside the cabin including a decent sized globe box and space below the centre arm rest. Bottle holders are placed right next to the gear lever and on top of the dashboard, there is a small storage bay. Right below the AC controls is a cigarette lighter, mirror adjustment (heated), hazard switch, headlamp leveller and traction control switches. No parking sensors offered which should come as standard at this price.The boot opens in two parts (door with spare wheel and rear windscreen separately) and the rear seats fold in one piece to yield lots of boot space. The steering wheel has an array of buttons, on the front right are cruise control buttons while on the left are menu buttons to operate the multi-information display on the instrument cluster which has four pods. The tachometer and speedometer (marked in both MPH and KPH) are in the centre and very easily visible on the move. The display shows distance to empty, tyre pressure, timer, compass, mileage, car settings, follow me home headlamps, hill assist (available on the automatic), door open warning, etc. Controls for the audio system are placed behind the steering wheel and the unit offers decent output. 6 speakers are placed on the dashboard and rear roof and the U-connect system doesn’t have Bluetooth audio steaming. The horn button is a bit hard and the sun visors have no light but they do have mirrors.

PERFORMANCE

Powering the Wrangler is the venerable 3.6-liter Pentastar V-6 It’s been in the Wrangler since 2013 and produces 285 horsepower and 260 pound-feet of torque. Though it’s not a powerhouse, the V-6 is definitely adequate for pushing the Wrangler around town and up a mountain hillside. It comes mated to two transmission options: the standard six-speed manual and the optional five-speed automatic. While most urbanites will opt for the automatic, the enthusiast set will go with the manual.The Wrangler rides on two solid axels held in place by multi-link suspension systems. Coil springs and monotobe shock absorbers cushion the ride. Non Rubicon models use a Dana 30 front axle combined with a Dana 44 axle out back. Power is always sent rearward, but when the going gets tough, the Command-Trac part-time, two-speed, manually operated transfer case will send power forward to the front differential. A 2.72:1 low-range crawl ratio is plenty fine for most off-road situations. An optional Trac-Lok limited-slip rear differential helps provide extra traction in slippery conditions.The off-road oriented Rubicon ups the ante by several degrees. It comes with the stronger Dana 44 axles in both front and rear positions, along with a lower crawl ratio in its Rock-Trac part-time transfer case of 4.0:1. This leverages the beefier BFGoodrich Mud-Terrain T/A KO2 tires to their fullest. When things get really sticky, the Rubicon has front and rear electronic locking differentials, making all four wheels turn at the same speed. This eliminates the potential for wheel slippage to send power for the wheel with the least amount of grip.

DRIVING DYNAMICS

Jeep have gone to great lengths in recent years with the Wrangler to make it much more refined on the road, but has it worked? The most resounding answer any tester can offer is “sort of”. It is still nowhere near as good to drive on the tarmac as modern 4×4s, but then again it isn’t a modern car.However, despite having to put up with some drawbacks, overall the Wrangler isn’t too bad to drive. Critics have mentioned the vague steering and excessive body roll in corners which can make the Wrangler feel a little daunting, but grip is decent. The ride is fairly composed considering how much of a utilitarian beast it is.The Wrangler will also take you just about anywhere off road you want to go, and even on seriously rough surfaces the ride still remains acceptable.There are both Manual and Automatic gearbox options available and both are said to perform well. Considering its very boxy shape, the Wrangler does not suffer from excessive wind noise at speed and road noise isn’t excessive.

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SAFETY AND SECURITY

The Wrangler Unlimited comes pretty well loaded too. It gets navigation, heated front seats, all-four power windows, ESP, ABS and two airbags as standard. But what would have made life easy are the parking sensors considering its girth. The retro-styled SUV features handful of safety equipment such as advanced multistage front airbags, electronic roll mitigation, electronic stability control, front passenger seat belt alert, hill start assist, remote keyless entry, sentry key theft deterrent system, sport bar with full padding and traction control.

VERDICT

So the Jeep Wrangler comes across as a car with average on-road dynamics but when you factor in the off-road expertise, you simply can’t fault the vehicle. While a petrol powered Jeep might not have many takers, we feel the Wrangler has everything in it to create a niche and vow off-road enthusiasts who don’t want to live with the compromise of poor reliability and quality in their off-road machines. The Wrangler offers the best of both worlds, it has timeless looks, modern interiors, potent engine and the ability to create its own route. Being a CBU is not going to make pricing competitive but there is nothing which can match the sheer capabilities and desire which the Jeep Wrangler has to offer and that’s enough to seal the deal for those who tread their own path.

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Tata Zest Review,Specifications,Features & Price In India

OVERVIEW ;

Tata Zest comes in both petrol and diesel fuel trims with a total of 9 variants. The variant nomenclature with this sedan is also fresh unlike the several ongoing Tata cars. The four petrol variants are – XE, XM, XMS, and XT, while the five diesel variants are – XE, XM, XMS, XMA, and XT. It comes loaded with as many as 29 best-in-class features and also dimension wise, it is the largest and the most spacious.Tata has installed an AMT gearbox with the diesel variant of this sedan which makes it the country’s cheapest diesel automatic sedan. It is also the first vehicle to be wheeled out of Tata factory in accordance with company’s latest ‘DesigNext, DriveNext, ConnectNext’ philosophy. The Zest is being assembled locally at the company’s Pimpri and Ranjangaon plant in Pune.

EXTERIOR AND LOOK ;

There is a new look about the Zest, yes, but there is also a little that remains from the Indigo CS. However, everything except the silhouette is new about the Zest. There’s a new grille that has taken inspiration from the old Indica grille, but is now a snazzy honeycomb design with a bolder logo on it. It is flanked by the headlamps, which remain a dual-barrel design but the top-spec versions now get a projector low beam with a corona ring. The fog lamps are housed in the new bumper that has a trapezoidal black center.

The Revotron gets LED daytime running lamps, while the diesel auto we had sported a chrome accent under the fog lamp. The hood now has a ‘power bump’, which helps the sporty intentions. From the front three-quarter, the shoulder lines are what grab your attention. Never before has Tata made a car this aggressive in the bodywork, and it is a pleasant change. The wheel arches are flared a little, and this time they are adequately filled out by the 15-inch alloy wheels shod with 185/60 tyres. The fenders don’t have indicators on them any more, they have been relocated to the mirrors, and the bottom of the window line gets a subtle chrome strip.

The diesel gets a multispoke design reminiscent of the Manza’s wheels, and the petrol, a new eight-spoke layout. There is no diamond-cut finish here, and the Zest doesn’t really need it, either. As with any other sub-four metre sedan, at the rear is where the proportions are odd, but the Zest does a fair job of hiding the height of the rear by breaking it up into the bumper with a matt black lower section that mirrors the front bumper, a bootlid with a numberplate and a generous chrome strip above it that links the tail lamps and a subtle lip on the top of the boot lid. The tail lamps are horizontal and wrap around the car’s corners a fair bit. The top-spec variants we drove even had LEDs with light guides on the top, linked to turning the headlamps on.

Overall, the Zest is a leap forward for Tata design, without making a clean break from the past. It is the right step forward and will definitely have heads turn, especially when they realise it is a Tata.

INTERIOR AND COMFORT ;

Unlike earlier, the designers at Tata Motors this time seem to have really worked hard when it comes to the interiors. The reason why we say this is that, the cabin is definitely up market when it comes to the embellishments provided on board that are superior than some of its competitors within the segment. The most important improvement here is the quality of plastics which has been an issue with almost each and every Tata vehicle in the past. Therefore once inside, the enhanced quality does across in a very strong way. Perfect blend of black and beige interiors give one the sense of roominess. The presence of a three spoke steering wheel with steering mounted controls is a welcome addition as it not only looks good but is firm to grip while driving. A newly designed instrument cluster with chrome surrounds brings to light two analogue dials – RPM and speedometer along with a digital display placed right in the centre providing information such as average fuel economy, trip metre and instant consumption of fuel at any given time.

A newly designed instrument cluster with chrome surrounds brings to light two analogue dials – RPM and speedometer along with a digital display placed right in the centre providing information such as average fuel economy, trip metre and instant consumption of fuel at any given time. While the fuel and temperature gauge are individually represented in two different analogue dials as seen in the image. To the left, is the company’s ConnectNext Infotainment system which has been developed with the help of HARMAN (world renowned audio system expert) keeping the ‘Zest’ as the focus. Featuring a 5 inch touch screen display, this system caters to advanced Bluetooth technology that enables smart phone integration. It features a total of 8 speakers split into 4 speakers and 4 tweeters which keeps one entertained with excellent audio quality. There is also a smart voice recognition which enables the user to give commands especially in regards to SMS notifications and read outs making life simpler for people like you and me who need to operate their smart phones on a regular basis while being behind the wheel. Other features such as Aux-In and a USB port also find their way into the cabin thereby enriching the overall cabin experience.

Seating both in the front and rear is pretty comfortable however its lacks under thigh support especially for those who are a bit tall. There is decent of amount of shoulder and leg room in both rows with the rear one falling short on head room due to its sloping roof line which is a bit of an issue for tall individuals. Rest active and passive safety features on board include elements such as driver and front passenger airbags, central locking, rear parking assist, burglar alarm, immobilizer to name a few.

ENGINE AND TRANSMISSION ;

Now here comes the most important part of any car, the engine details. Luckily the Tata Zest is available with both Diesel and petrol engine options.

The petrol unit powers the Zest compact sedan is the new Revotron 1.2 L Turbocharged MPFi engine unit which comes equipped with multi-drive mode for better throttle response, this engine is capable enough to produce 90 Ps of peak power at 5000 rpm and 140 NM of torque between 1750-3500 RPM. While the Diesel mill that will power the Zest compact saloon is the same Qudrajet 1.3-litre Multijet unit which is available in two staes of tune one producing 90 Ps of peak power at 4000 rpm and 200 Nm of peak torque in between 1750 and 3000 rpm while the other produces 73.94 bhp of peak power at 4,000 rpm and 190 Nm of torque between 1,750 3,000 rpm.

This Diesel engine unit is also used in other Tata products as well and features a variable-geometry turbo (VGT) which helps in producing more power. Tata has already launched the F-Tronic technology-enabled, 5-speed Automated Manual Transmission (AMT), with both Automatic and Sequential mode of gear-shifting with the diesel variants however it is only available with the top end 1.3L XMA trim beside the standard 5 speed manual gearbox.

Although the Tata Zest engines looks new and exciting but somehow both of them produces less power than its rivals the Swift Dzire and the Amaze which also stays ahead of the race with its fuel efficient petrol and powerful diesel mill. Talking about fuel efficiency figures the 1.2-liter four-cylinder turbocharged MPFI SOHC engine will return ARAI claimed 17.6 km to liter while the diesel engine will return ARAI claimed 23 km to a liter.

RIDE AND HANDLING ;

This Tata car rides well and handles great. The Zest impressed us completely with its amazing handling potential. It has a taller ground clearance but at the same time the roof line flows at a lower height bring down air resistance. Introduced in the Nano, EPAS (Electronic Power Assisted System), with speed sensitivity along with a segment first feature of Corner Braking stability makes the Zest handles corners confidently.

All the earlier issues of steering losing grip and wobbling on high speeds has completely gone. During out test drive in Goa, it was raining heavily but the ride quality of Zest held the wet roads firmly. The 185/60 R15 tyres have great traction. Even on rough patches, the suspensions refused to give up doing its best to keep the disturbance felt at the lowest level possible. It is evident that the team at Tata Motors has worked really hard to make sure the Zest delivers on points where Tata cars have been highly criticized for like ride and handling, in cabin noise insulation, gear shifts and steering response.

SAFETY FEATURES ;

The Tata’s compact sedan doesn’t just deliver impressive mileage; it also ensures a safe drive. The car comes equipped with a plenty of safety features such as front dual airbags, ABS (anti-lock braking system) + EBD (electronic brakeforce distribution), perimetric alarm system, front seat belt pre-tensioner with load limiter, front and rear fog lamps, immobilizer and speed dependent auto door lock system. Though, one must note that the aforementioned features vary variant-wise. The front disc brakes and rear drum brakes provide adequate stopping power. ABS (anti-lock braking system) and EBD (electronic brakeforce distribution) further enhance its braking capabilities, though the pedal brake could have been slightly more responsive

CONCLUSSION ;

Even a short drive in the new Tata Zest will make you forget everything about the old Indica Vista, so effective are the improvements. The design is a definite step forward and when viewed from certain angles, the car looks genuinely good. The real changes are in the engineering. The ride and handling mix is just spot on, and it’s even fun to chuck around corners. The petrol engine doesn’t quite live up to all the hype Tata put behind it, but in isolation, is very smooth and driveable, and packs adequate punch too. The AMT diesel comes with the compromises typical of this type of gearbox, but for most people in everyday driving, the price, fuel economy and immense convenience factor should outweigh the small foibles. You’ll also have little reason to complain sitting inside, apart from the lack of cabin stowage, and the top-spec car is really well kitted out too.With the Zest, Tata Motors is taking on a hugely competitive segment dominated by three of the country’s biggest carmakers. It does have a trump card up its sleeve with the diesel auto, however, and this alone should have buyers flocking to showrooms. Tata was the company that started this segment in the first place, remember, and if it prices the Zest as competitively as it historically has its other cars, this could be the car that puts Tata back in the game.

Tata Zest Revotron 1.2t Xe Ex-showroom Price is   5,22,106/- and On Road Price is   5,74,208/- in Ahmedabad. Tata Zest Revotron 1.2t Xe comes in 6 colours, namely Venetian Red,Platinum Silver,Sky Grey,Pristine White,Dune Beige,Buzz Blue.Exchange your car for Tata Zest.

Volkswagen Polo Review,Specifications,Features & Price In India

OVERVIEW ;

Volkswagen has added a limited edition variant to Polo’s line-up christened Polo AllStar priced at Rs 7.51 lakh (ex-showroom, Delhi). Available on the Highline variant, it gets cosmetic upgrades and additional equipment. Additionally, it also comes in a new paint option-Silk Blue colour. Features including 15-inch diamond cut multi-spoke alloy wheels, AllStar badging on the B-pillars, scuff plates adorn exterior. Inside, it arms rear AC vents, adjustable driver side arm-rest, aluminium finished pedals, new upholstery and striping in the centre. Under the skin, it continues to draw power from the 1.2 litre petrol and 1.5 litre diesel engines from the standard version.

Polo has received a couple of revisions in its itinerary so far, but the most recent facelift involved subtle cosmetic touch ups and a downsized diesel engine displacing 1498cc. Styling has never been a problem with Polo, it has in fact matured with time keeping up with the rivals in the segment. Alterations made to the mechanical build up include a changed suspension enabling a better run on erratic roads. Pricing is on a higher side but with this assortment of features, performance and handling, Polo’s price justifies its worth

DESIGN AND STYLE ‘

Few people would deny that this is one of the most modern looking and stylish hatchbacks in the market. The styling is sporty, but understated and mature at the same time. It’s a balance that none of its rivals have struck so far.With a length of 3,971mm, width of 1,682mm and height of 1,469mm, the Polo is just the right size for an urban hatchback.The Polo’s design is clean with a nearly flat shoulder line, a few chiseled touches along the body panels and gently beefed up wheel archesAt the front, the slim grille has been given touches of silver, while the large VW brand emblem rests at the centre of it. Flanking this on either side, the sharp headlamp clusters add to the aggressive image of the front.

A thin chrome garnish runs across the top of the air dam, adding a subtle premium touch.The bonnet gets two creases down its length to add an aggressive touch. These creases seem to begin where the A-pillars end.Arguably, the Polo is best viewed from the side. The design is lean and the windowline kink creates a swooping effect that leads to the front.We’re happy to note that 15-inch ‘Estrada’ alloy wheels have been well-designed and you won’t feel the need to change them.The Polo looks rather cute at the rear thanks to the square tail lights. The Germans have been obsessive in their need for cleanliness in design and apart from the minimalist badging, the VW logo itself has been utilized to double up as a lever for the tailgate.

COMFORT AND CABIN ;

Step inside and for someone who has driven the outgoing model, it all looks familiar. The dashboard layout is the same, but the dual-tone beige and non-reflective black colour combination is new. The new desert beige upholstery is bright and spices up the interior. The Golf-style flat-bottom three-spoke steering wheel looks like it belongs to an expensive car and is excellent to hold. The steering wheel gets buttons that control the audio system and the multi-information display. The MID controls on the steering wheel allows you to keep your hands on it all the time as its placement earlier was on the column stalk and the button was fidgety to use. The instrument cluster retains the two large dials with tachometer on the left and speedometer on the right. In between lurks the change – the multi-information display gets easy-to-read white fonts and the new function which shows the maximum speed is 250kmph, which we found a bit cheesy. The centre console and steering wheel boss get brushed aluminium surrounds adding to the premium look. Every bit inside the Polo you touch exudes quality, when it comes to the interior fit, finish and quality the Polo is right up there. Everything seems to be well put together and the interior is the best-in-class.

The integrated audio system is compatible with USB, AUX-in, SD card, can pair with your Bluetooth devices and play your CDs too. The sound quality is decent and one won’t be disappointed with this system. It can take voice commands and the call quality with the phone paired to the audio system is good.

The front driver’s seat with height adjustment and the telescopic steering wheel makes it easy to find an ideal driving position. The seats are supportive and are comfortable over long drives. We cribbed about the lack of sufficient lumbar support in the outgoing model which seems to have been fixed, but it can be better. The rear seat remains a weakness of the Polo. It hasn’t changed a single bit, the new specification sheet reads the Polo has a wheelbase longer by about 13mm, which aids the legroom getting a minor improvement complemented by the scooped out front seats. Seating three abreast is a task and the headroom is not the best-in-class, the Swift in comparison has a higher set rear seat and feels a little more comfortable than the Polo. The Polo boasts the largest boot capacity in the class at 294litre followed by the Hyundai Elite i20 at 280litre.

ENGINE AND PERFORMANCE ;

VW’s turbocharged 94bhp 1.0-litre engine deserves to be the range pick. Although that doesn’t sound like much power, it easily handles town work, pulling strongly from low revs and willingly revving when you need a turning of speed to dart through traffic. Head out onto faster roads and you’ll need to work it harder, but it never feels out of its depth.

There’s a further turbocharged petrol with more power, as well as two non-turbo 1.0-litres below them, but we have yet to try any of those at this very early stage. For those who want more punch, a turbocharged 1.5-litre four-cylinder petrol is available (which you’ll also find in the Volkswagen Golf) and a 2.0-litre turbo is exclusive to the range-topping hot hatch GTI coming in 2018 – although we haven’t driven these, either.

Of the two 1.6-litre four cylinder diesels on offer, we’ve experienced the lesser 79bhp version (a more powerful 94bhp is available, too). We’d avoid this and stick with the turbocharged 1.0 petrol, because the diesel feels extremely flat at low revs and, even when pushed hard, it feels pedestrian in terms of performance in and out of town.

RIDE AND HANDLING ;

The ride is firm, typical to a Euro-spec car and I couldn’t find any potholes in Germany to comment on how good or bad it can get on the broken roads. But over a few ruts and joints, the suspension seemed pretty silent. The braking is sharper than the outgoing Polo and has a progressive and predictive feel to it. The steering setup has improved as well and weighs up well even at autobahn speeds. I’m guessing the new Polo has the same level of confidence around the twisties too.We will find that out when we have a longer drive in the supermini. I’m not sure when or where that will be, just the way Volkswagen isn’t sure if and when the new Polo will come to India. The MQB platform that gives the new Polo its matured drivetrain and handling, also comes at a price that has Volkswagen India worried. But I hope they crack the problem soon, for the new Polo promises to be a cracker of a supermini that seems poised to surpass benchmarks set by its predecessor.

SAFETY ;

2016 Volkswagen Cross Polo comes with safety features like dual front airbags, Anti-lock Braking System (ABS), central locking, seatbelt warning, crash sensor, power door lock, child lock, front and side impact beam, engine immobilizer etc.

BOTTOMLINE ;

Polo is better to drive solo, not that it is any bad with full load of passengers, but the new racy engine and lower stance will provoke you to pull off mean driving skills that would throw back seat occupants from side to side. At price bracket of Rs. 6.27 – 7.37 lakhs (ex-showroom Delhi), VW Polo 1.5 TDI is definitely worth the buy. Wait for Polo GT TDI till September if you’re hunger for power doesn’t stop here. Comprehensive review coming soon.Head to technical specifications, full list of features in each variant, mileage and price list of new Polo here.

Volkswagen Polo 1.2 Trendline Petrol Ex-showroom Price is   5,40,391/- and On Road Price is   5,84,733/- in New Delhi. Volkswagen Polo 1.2 Trendline Petrol comes in 5 colours, namely Flash Red,Reflex Silver,Copper Orange,Carbon Steel,Candy White.Test drive for Volkswagen Polo.

Ford Ecosport First Drive,Review & Price in India

OVERVIEW ;

It all began when Renault launched the Duster in India. A completely new segment was created and it took the market by storm. The Duster, a nice and practical compact SUV turned out to be a runaway success and why not, it offered a lot for the price, right? Well, the answer to that question was delivered by Ford who launched the EcoSport which offered a bit more than the Duster and at a price which was a bit lesser. The EcoSport also became quite a success story until other compact SUVs started to flood the market. In a bid to generate more sales and of course to freshen up the product range, the American automaker has given a mid-life update to the baby SUV and here’s how it fares.

DESIGN AND STYLING ;

High-strength boron steel has been used in the EcoSport’s body-in-white to add torsional rigidity and improve the car’s occupant protection in the event of a crash or rollover — specifically in the door frames. A similar application of the material was applied to the related B-Max MPV to compensate for the absence of fixed B-pillars. The car is also Ford’s first ever to be developed entirely in South America. Its front strut, rear twist beam suspension configuration has been retuned for European tastes, as has its electro-mechanical power steering. Much of it, though, is already familiar. Like the Fiesta and the B-Max (and virtually every other small car), the EcoSport wears its dinky engines in the nose, where they exclusively drive the front wheels. Those wheels meet the ground courtesy of MacPherson struts at the front and a torsion beam to the rear, and they are stopped by front discs and rear drums. Trim levels comprise Titanium and Titanium X. You get a decent amount of kit in Titanium models, including climate control, a CD player with aux-in and USB connections, keyless entry and start, a cooled glove box, electric windows and front fog lights. Upgrading to Titanium X adds leather trim, 17-inch alloys, an auto-dimming rear view mirrors, rain-sensing wipers, automatic lights and cruise control. Arguably less likely to provoke ardour is the look of the thing. There’s nowhere to go with a baby crossover other than up, so it was inevitable that the EcoSport would be short and tall, but the bluff front end – splattered in lip gloss and shaped like a dust mask – is a feature that might take a lifetime to grow on you. Likewise, the side-opening rear door and the covered spare wheel attached to it

CABIN ;

The interior of the EcoSport has Ford’s signature details in many places. The centre stack is particularly familiar. The chunky steering wheel and the centre stack have largely been borrowed from the new Fiesta. The seats are comfy and sport contrast stitched faux leather, with horizontal support squabs. The bug-eyed dials are another novel touch. The trim level that I was driving was the Titanium with the optional additions and the engine was the 1.0-litre EcoBoost with a manual gearbox. The interior has a certain feel of premiumness in terms of fit and finish quality, but the material quality is only about the same as that of the other vehicles in the sub-Rs.10 lakhs segment. The variant I was driving had six airbags, but I’m guessing that there will be lower trim variants without as many. But the side curtain airbags in the car apparently are the reason why there are no grab handles on the roof for the passengers. The seat position is nicely raised and you do get a commanding view of the road, but the thick base of the A-pillar does increase the blind spot on either side. The small quarter glass doesn’t manage to offer much in terms of improved visibility. Storage options abound and the rear 60:40 split bench seat can also be folded and flipped forward for increasing the boot space. And because the spare wheel is mounted on the hatch door, the loading height is lower in the boot. There is enough legroom at the rear. But even though the EcoSport’s overall width is more than the new Fiesta’s, the chunky door design tends to take up some of the lateral space. So, the rear bench will be a squeeze for three adults. The hatch door handle has been neatly integrated into the tail-lamp at the left, with the handle itself looking like a part of the lamp’s combination. The hatch door is hinged on its side to the left. It is said to have been strengthened and tested extensively. But my test vehicle did come up with a few rattles and squeaks towards the end of the test drive. The rear glass is quite narrow thanks to the design and the need for retaining space for the spare wheel on the hatch. So visibility is a bit restricted. But you do get parking assistance. The EcoSport is also said to be capable of wading through 550mm of water, just right for the flooded streets in our cities during monsoon.

ENGINE AND PERFORMANCE

; Now known to all, the EcoSport would be available in three engine trims which include 1.5L petrol and diesel engines along with the 1L EcoBoost engine. Since 1.5L is the clear winner in popularity as the Duster and Quanto too have it, we expected our test car to have the same. All hopes went flying by the window as we realized it’s plonked with the 1L EcoBoost engine. A night earlier to the drive, we were given a comprehensive and detailed explanation about the 1.0L EcoBoost engine and its perks. The company claims that this small engine which can fit on an A4 size paper and can be carried in a small suitcase equals 1.6 L petrol engines in performance. Call me orthodox but then this was difficult for me to believe it as I belong to the old school thought where strength of a vehicle is designated by the “CCs” it displace The EcoBoost engine breaks all such myths and brings a lot on the table. This one is the smallest engine in its class and Ford’s first three cylinder engine in the country. It produces a power output of 125PS and a peak torque of 170Nm. The company claims that the EcoBoost offers 8% more power than a 1.6L diesel engine and 7% more torque than a 1.6L petrol engine. To negate the demerits of a conventional 3 cylinder engine, Ford has intentionally unbalanced the pulley and flywheel with counteracting weights to act against the shaking forces of the engine and drive the energy in a less sensitive direction. The engine mounts uses also use the same theme. All about the EcoBoost engine seems fantastic on paper but then how does it react in real time conditions? This engine is not a fun engine to begin with. The drag in its performance is evident. In the initial rpms, the car just refuses to pull. The pull felt on the engine however decreases as it climbs higher rpms. Till 2500 rpm, it acts a commuter but post that it begins to get more active and responsive. Unlike in the Duster where you get a sweet noise of the turbocharger spooling, in the EcoSport it is more of the three cylinders scream which is not disappointing. The torque curve becomes a plateau post 1500rpm and it goes all the way till 4500 rpm. These figures are helpful while climbing terrains as well as in traffic conditions as it completely shun the use of gear shifts. The 5 speed manual transmission is very smooth and works seamlessly. Other than the EcoBoost, there is the 1.5-litre TiVCT 4 cylinder petrol engine which churns out 112 PS power at 6300 rpm and a peak torque of 140Nm at 4400 rpm. Diesel seekers get an option of 1.5-litre TDCi intercooled turbocharged diesel engine. This engine produces a peak power of 91PS at 3750 rpm and a torque of 204Nm between 2000 to 2750 rpm. The TiVCT engine has an optional 6 speed automatic transmission option. The EcoSport is an Urban offering in the SUV market. It is what a Honda CRV or a Mutsubishi Outlander is in the premium segment. It is not for the hard core off roaders but more for the occasional soft roaders. The tall ground clearance of 200mm is fantastic for Indian road conditions so the moon craters won’t be felt much. It has an approach angle of 25 degrees and a departure angle of 35 degrees. The EcoSport also claims to have an ability to wade through 550mms of water To sum up the good, bad and ugly of EcoSport, the EcoBoost 1-litre engine is not a fun to drive motor. It gets exhausted on long stretches of roads. The transmission is smooth and the engine scores more on torque than power. It is an ideal configuration for city driving where performance is minimal. The good rather fantasic bits about EcoSport are its handling and suspension. Ford cars are known for this and the EcoSport does a fab job too. It has no body roll. The reason of this is its aerodynamic design approach. Suspension setup is capable of taking vigorous bruises on the street. It is inclined on the softer side with sufficient dampening. The only issue faced was during high speed braking where the bite was not sufficient.We did a small off-road stint with it and were mighty impressed with its ground clearance and suspension. We got a real time mileage of 11Kmpl during our test run.

DRIVING DYNAMICS ;

Ride and handling is an area where the EcoSport has got a good balance going. Many a time I have heard many so-called proponents suggesting Ford makes the best driver-oriented cars only for them to come croppers when it comes to all-round family usage. The EcoSport is one car where the car delights with good manners in the handing department yet tops it without compromising on the ride element. For all round family usage this is critical and maybe Ford has heard this for long and acted on it to a degree. I made it a point to be driven while seated at the rear on the rutted Goa roads and I was impressed enough with the way the EcoSport rode the bumps and the craters yet remained composed without unsettling me in the back. Made me aware of the lack of grab rails though!

SAFETY AND FEATURES ;

To begin with, our press demonstrator was the Brown. The Mars Red colour might appeal to several, but I prefer the Kinetic Blue on the Ecosport. This in my opinion looks more upmarket and carries a hint of sophistication. The variant we drove was the Titanium Option. It comes with keyless entry, push start and stop, artificial leather, in-dash music system with Bluetooth, auxiliary and USB connection, reclining rear seats, 60:40 split, six airbags and ABS. In our long-term report, we share the fuel efficiency, performance and the pros and the niggles that we faced with the Ford Ecosport in our daily running.

BOTTOMLINE ;

Right from the day it was launched, the Ford EcoSport has always fared as a very good product offered at a good price point. It has its positives like the engine, dynamics and features along with some negatives like the limited space on offer, but it continues to remain a very attractive package on the whole. Ford hasn’t increased the prices of the updated model by a big margin and while extra power is always good to have, the additional useful features are like an icing on the cake and hence the EcoSport continues to remain a very good choice in the compact SUV segment.

Ford Ecosport 1.5 Tivct Petrol Ambiente Ex-showroom Price is   7,30,109/- and On Road Price is   8,11,902/- in New Delhi. Ford Ecosport 1.5 Tivct Petrol Ambiente comes in 8 colours, namely Mars Red,Moondust Silver,Golden Bronze,Smoke Grey,Chill Metallic,Kinetic Blue,Panther Black,Diamond White.Book a test drive for Ford Ecosport .

Maruti Suzuki Eeco Reviews India

Maruti Suzuki Eeco Price in India

 

Back in 2002 when everyone was hooked on to “Kaun Banega Crorepati”

and superstar Amitabh Bachchan was the hype, Maruti launched the Versa

with endorsement from the star himself. According to Maruti, it was

India’s first true ‘Utility’ vehicle. However, it did not turn out to

be successful as it had a premium price tag. A few years later, just

like celebrities, it underwent some surgeries, a name change and most

importantly a drastic change in pricing. This vehicle sells today by

the name of Maruti Eeco. Mostly being used as a taxi or a goods

carrier, it is a high selling vehicle. Where else can you find a 7+

seater for a steal price like this. This was the replacement Maruti

was looking for the much applauded Omni or the Maruti Van as we all

know it. Let us see what the Eeco has to offer.

 

EXTERIORS

 

It is a tallboy design, not exactly a monobox but quite similar to

one, the car has new crystal clear headlights,taillights, front and

rear bumpers minus the high roof. Apart from that everything else is

the same, the styling is not appealing, its quite simple and bland.

Basically it was targeted for that class of people who didn’t have

much interest in the aesthetic look but craved for big storage space,

utility and good seating capacity. The Maruti Eeco a good alternative

as well as replacement to the ageing Maruti Omni.

 

INTERIORS

 

On the inside of the car, Major change is significantly visible in

form of beige color combo but the designing of dashboard remains

un-changed and looks plasticky. The steering wheel is same which was

found in earlier generation Wagon-R and is thin to hold but feels nice

to maneuver in city. In this era of electronically equipped cars, Eeco

is an exception. Maruti has not provided power windows and central

locking is missing as well even on the top-end variant. A bunch of

electrical wires is clearly noticeable under dashboard which looks

odd.

 

The storage on dashboard can manage to hold a regular size bottle and

decent sized glove box can swallow couple of diaries. Padding on the

inside of doors is absolutely plain and surprisingly doesn’t even

offer door pockets. Due to taller platform and wheels below front

seat, Entry & Exit is bit un-comfortable. The windshield is huge

enough to give a clean picture of the road in front but with such a

large room, Maruti offers only single roof lamp which could be

in-sufficient to light-up complete interiors during night time.

 

Second row bench is comparatively comfy and well reclined but lack of

head rests makes any drive more than an hour practically tiresome. The

7-Seater model accommodates a bench for two aligned to a corner in

middle and three can be seated in last row. Opening the rear slide

door from inside is somewhat a tricky task, First you need to slide

the handle & push it backwards, which rolls the door towards the rear,

but it’s not that easy also a lot of discomfort is felt, especially

when you are doing for first time. Eeco has an option of child locks

which is a welcome feature for this car.

 

In the Maruti Eeco, You won’t complaint much about the room though the third

row passengers could find shortage of leg space so it’s advisable to

hand-over that area to kids of your family.

 

PERFORMANCE

 

This car is derived from SUZUKI’s EVERY mini truck platform sold in

Japan and has a rear wheel drive layout. It comes with Maruti’s KB

series 1200cc, four cylinder 16 valves MPFI petrol Engine. Max power

delivered is 73 BHP at 6000 RPM and torque of 101 Nm at 3000 RPM.

Since the Maruti Eeco has a rear wheel drive layout, a differential is

provided for power transmission to the rear wheels. As its a city car,

performance is more than adequate to pull it cleanly in bumper to

bumper traffic with the air-conditioner on. The Engine is very smooth

and devoid of vibrations even at low rpm, gear changing is typical

Maruti style, slick and precise. The car features what Maruti calls

DSA (Diagonal Shift Assist) which allows for a smoother gear shift

action. In spite of the fact that the Engine is mounted just below the

front seats, the NVH (Noise, Vibration and Harshness) levels are

pretty low.

 

RIDING DYNAMICS

 

This is a people and goods carrier, and that is something it does

well. Because of the tall body taking sharp turns is a big no. Yes the

turning radius is a big improvement over the omni and the power

steering helps too. The clutch is light too. The vehicle is a bit

jumpy because of the stiff suspension, but then again it is made to

carry weight. It is a rarity that you can carry 7 people in a sub-4

metre car.

 

CONCLUSION

 

A great product for India’s car-aspirant folks . Safety is a question

but Maruti claims they have anti-roll and side impact beams. That’s an

improvement on the Omni . Probably carried over from the Versa. Most

of the G-series engines good points carried over but not very good at

high revs so the car really dosen’t encourage you to go beyond 100

kmph. Excellent VFM if the parts quality, particularly the seats,

improve. Not for those looking for any sort of class (in particular,

replace the ‘l’ after ‘c’ with ‘r’ and you will get what I mean). I

felt the Omni seats were better. Good engine and better-than-average

gearbox if the shift quality from 1-2 is worked upon. Good for quick

shifters and very good in the city. MILs will be happy riding in this

one.

 

Maruti Suzuki Eeco Ex Showroom Price in New Delhi ranges from 3,25,375/- (Eeco 5 Seater) to  4,31,785/- (Eeco Green 5 Seater AC) .Maruti Suzuki Eeco has 8 Variants of Petrol+CNG are available in India. Maruti Suzuki Eeco comes in 5 colours, namely Red,Blue,White,Gray,Silver.