Category Archives: Auto

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.

Hyundai Verna Price In Hyderabad

OVERVIEW

In recent years, the mid-size sedan segment has been sidelined by many in a bid to get behind an SUVs of varying shapes and size. With manufacturers offering compact SUVs, sub-compact SUVs, crossover SUVs and full-blown SUVs, sedans have not been enjoying the limelight of yesteryears. Nonetheless, the City from Honda continues to do respectable numbers within a segment where Maruti Suzuki have a firm footing courtesy Ciaz. Once a dominant player, the Verna from Hyundai gradually faded away under the onslaught from direct and indirect rivals. But no more. Or at least that is what Hyundai is hoping with the 2017 Verna. Check for Verna price in Hyderabad

EXTERIOR AND LOOK

The k2 platform underpins the new Hyundai Verna 2017. This platform is light and does not compromise on safety. Ultra high strength steel used in almost 50% of the car. There are many useful features in the car. This platform is longer and wider. The design is based on the Fluidic 2.0 architecture.This architecture is present on Elantra, XCent 2017, Grand 2017 and even the Creta. Now the Verna follows the same and looks part of the family.

Fron / A new grille looks more mature and engulfs most of the front part. It looks more evolved. The headlamps are sleek and the grille gets chrome slate, though only on higher variants. Projector headlamps are now seen in the car and it and also gets LED DRLs. This is what makes the Hyundai Verna 2017 a lot more stylish and attractive. The fog lamps get chrome surrounds and the bumpers are stylish. Exchange your old car for Verna

Side / The Hyundai Verna 2017 is sporty looking especially from the side. The design is inspired from a coupe and hence it looks suave as well. The silhouette has clean lines flowing across. The mid models have 15-inch steel/alloy wheels and the higher ones have 16-inch diamond-cut alloy wheels. The top variant also gets chrome door handles.

Rear / The Verna 2017 looks very similar to the Elantra. The LEDs on the taillamps remind one of the Elantra. The rear bumper gets a dual tone colour.

INTERIOR AND COMFORT

The cabin layout isn’t very different from its stablemates, but that isn’t a bad thing. Interiors are well-appointed and the placement of controls is good. The new steering controls add to the upmarket feel while offering better usability. The quality of plastics is as good as it gets and plastics are nice to the touch with a smooth feel. The 7-inch touchscreen offers a good resolution but a slightly crisper resolution would have been more welcome, particularly for the navigation. The infotainment system offers Apple CarPlay, Android Auto and MirrorLink connectivity.

The ventilated seats deserve a mention as their cooling effect is a boon, and the seats are nicely cushioned and offer good bolstering. The rear bench is comfortable but leg and kneeroom aren’t as generous as some of the competition. The rear seat is a nice place to be in though with its plushness as the height of the arm rest is perfect and the rear air-conditioning vents ensure drafts of cold air reach you well. There’s an additional USB port for rear occupants, a thoughtful addition for the chaueffer driven lot. Storage spaces are abundant with several useful cubby holes, cup holders, a front central arm rest with storage and one-litre bottle holders in all doors.

Boot volume may not be best in class but there’s good amounts of space and I don’t think the average buyer will complain. Another highlight is the remote opening function for the boot, like the Elantra and Tucson – you simply need to stand behind the car for three seconds with the key in your pocket for it to open – which helps a lot when your hands are full.

ENGINE AND TRANSMISSION

Hyundai’s Verna will be offered with two engines, not four. The 1.4-litre engines have been shelved altogether. The 1.6-litre petrol and diesel engines have been carried over, but not without tweaks. Though power figures are identical at 123PS (petrol) and 128PS (diesel), Hyundai says that the torque is a lot more accessible. For instance, at 1250rpm you’d have 245Nm of torque on tap, compared to 176Nm in the outgoing Verna 4S diesel. Similar case with the petrol, where it makes a full 7Nm more at 1500rpm compared to the outgoing car that developed 122Nm. There’s a 6-speed manual like before, but, the 4-speed automatic transmission has been ditched in favour of a 6-speed automatic, presumably borrowed from the Creta. We could only sample the diesel avatar of the Verna, but had a go with both the transmissions. Clutch in, thumb the start-stop button, and the engine comes to life with a faint clatter. The engine feels smooth and refined as you start driving. The highlight here is the drivability of the motor, courtesy the torque. You can lug it at 30kmph in third. Step on it, and expect it to build speed cleanly. Much like the little Xcent, power delivery remains linear, save for a small spike in power at around 1700rpm. The diesel should make for a good city car as the clutch is light (albeit springy), and the gearshifts are quick n’ slick.

If you don’t want that hassle altogether, the new automatic gearbox will save the day. It shifts through the gears quickly and just gets the job done. Don’t expect it to be a sporty gearbox that will give you split-second shifts. Think of it rather as convenience and it seems just right for the job. There’s a manual mode too, but it didn’t seem all that engaging to use. It’s best left to its own, really. What’s appreciable, is the fact that the Verna is no longer a skittish handler. Around the skidpad, it remained composed as we chucked it about. Yes, there’s a bit of body roll but it’s predictable. And, we’d say the same thing about the steering as well. It is light, sure – but not dead. It does a good job of telling you what the front wheels are up to. Impressive! We can’t comment on the ride just as yet, but Hyundai tells us the new suspension has been engineered to be more forgiving, more pliant and quieter. It should have no qualms munching highway miles, but we’ll reserve our word on it till we get enough time with the car.

RIDE AND HANDLING

The one serious shortcoming in the old Hyundai Verna was that it wasn’t a confident high-speed machine. With the new K2 platform and changes to both the front and rear suspension setup, Hyundai has completely transformed the driving experience in the 2017 Verna. The steering is still fairly light in town, making negotiating the tight traffic-filled street of Kochi a breeze, and when speeds increased out on the highway a nice reassuring weight enters the equation. The steering also feels quite direct and this really helps with letting you know what’s happening at the front wheels. Book a Test Drive for Hyundai Verna

It’s very well behaved around corners too. The chassis stays fairly flat and though there is some roll when really pushed it’s always predictable and controlled. The brake pedal is quite firm and though it is very linear and has more than enough braking force we do wish it was a little lighter action.Comfort hasn’t been compromised as the ride quality is still pliant in the new Verna. It’s on the firm side but yet manages to absorb bumps and imperfections in the road. This is down to Hyundai doing a lot of work on the suspension. It’s changed the setup of the McPherson linkages up front to limit the horizontal displacement that occurs when the front wheels go over sharp bumps and in the rear, the angle of the shocks have been changed to a more vertical design to better improve the backseat ride. It has worked.

BRAKING AND SAFETY

The next-gen Hyundai Verna gets disc brakes at the front and drum brakes at the rear. In addition, it is laced with a plethora of exceedingly reliable braking systems such as Anti-lock Braking System (ABS) and Electronic Brake-force Distribution (EBD) as standard features. The body structure of the new sedan is developed with 50 percent of Advanced High Strength Steel, which is an additional increase of 37 percent over the preceding model. As for the safety of the occupants, the 2017 Verna comes several avant-garde features in form of 6-airbags, front projector foglamps, ISOFIX (Child Restraint System), Impact sensing Auto Door Lock, Cornering Lamps, Reverse Parking Sensors, and Reverse Parking Camera.

CONCLUSSION

The new Verna looks like a scaled down variant of the Elantra sedan which was unveiled last year. The new generation sedan comes with some modern elements on the inside like a new touchscreen infotainment system, but the biggest change that it has received come has to be the new automatic transmission which is much more responsive and smoother compared to the previous unit. Lastly the competitive pricing definitely will also help this sedan to compete with its rival quite comfortably. Apply Car Loan for Hyundai Verna

 

Honda BR-V Hatchback Overview

OVERVIEW

The Honda BRV is the latest seven-seater MUV to compete in the people mover space. It is a new vehicle which is based on the Mobilio. Compact seven seaters are preferred by a lot of customers as they take up equivalent space of a sedan, yet offer a lot of utility. The BRV tries to fill in this space. What is the BRV all about? How good is the engine, performance, drivability, design, features, space, comfort, practicality and the price? We drive it in Udaipur as Honda had invited us to try out the new BRV. Check for review, specifications & price of Honda BR-V

DESIGN AND STYLE

The Honda BR-V belongs to the Brio family as the compact SUV is based on the same platform. However, the BR-V is the first car from the Brio lineup to break the mundane styling cues. It has got a heavily revised front, spruced up side profile and a new look for the rear. The projector headlamps are sleek and chunky, merging with the signature Honda chrome grille seamlessly. The front bumper is brawny getting some nice styling details along with a faux silver skid plate and an upright hood for that SUV stance. The front three-quarters of the BR-V manages to exhibit the SUV look but as you go towards the side profile, things are quite different. Get On Road Price Honda BR-V

The Honda BR-V resembles the Mobilio MPV to a large extent when viewed from the side angle. It has got the same kink on the B-pillar, roofline is identical and the lengthy MPV silhouette is quite visible. Honda has given it some rugged details for making it look a bit SUVish and these include tall roof rails, 210 mm of high ground clearance and black cladding on the lower half of the body. The rear has got some eye catching elements such as the new LED tail lamps with a long reflector panel connecting the cluster which gives it a wide look. There is chrome garnishing on the tailgate and a skid plat for the rear bumper. The overall design looks more MPV oriented rather than being an upright SUV.

SPACE AND CABIN

When we first saw the Honda BR-V in Japan, we were relieved that Honda was dumping the low rent interior from the Brio family for a more premium design. Since then, Honda has upgraded the Amaze in India offering the very same new dashboard and it is only a a matter of time before both the Mobilio and Brio get a similar update.

The layout follows a similar design to the Honda City and Jazz but unlike their touch controls for the sensitive automatic aircon, the Honda BR-V uses conventional buttons. Quality is good and the plastics feel durable. More importantly, the dash is no longer a deal breaker. The Honda BR-V also gets a new instrument cluster that uses white ringed dials with a separate multi-information display that has dual trips, average and instant efficiency, driving range and ambient temperature.

The audio system is a simple unit with a small black and white screen. It has USB, AUX and Bluetooth playback but sound quality is only average.

Where the Honda Amaze offers a standard key, the BR-V has a push button start system. The cabin is thoughtfully laid out, there are enough storage spaces, large bottle holders in the door pockets and an Innova-like roof mounted second AC for the rear passengers. Having roof mounted vents is logical as it sends some of the cool air to the third row. Low mounted ac vents like the ones in the Duster and Creta won’t send air so far back. That having been said, the rear aircon, while effective, is quit

The seats on the top spec model are leather wrapped and supportive. Being the longest car in its segment has its advantages and space is generous, even the third row is quite usable. Middle row knee room isn’t on the same level as a Honda City and you can tell Honda has sacrificed a little here to make the third row more practical. I’m 6″1 and I could fit in there with reasonable comfort. Being a conventional third row, passengers also get seatbelts unlike those silly jump seats in the sub-4m 7-seaters from Mahindra.

ENGINE AND TRANSMISSION

Honda will offer the BR-V in two engine trims of petrol and diesel. The diesel will be the 1.5-litre motor that is also seen in the Honda Jazz and the Honda City. Similarly, it will produce 98 bhp of power and 200 Nm of torque. It will come with a six-speed manual transmission. The diesel typically will serve well for the highway mongers but then for the city commuters, it will be the petrol doing rounds.

We got a chance to test drive the Honda BR-V under a controlled environment at a specified speed on a special track. The duration was too less for us to form definite judgements about the riding dynamics and the overall performance but based on our brief experience with the car, we concluded the following.

Firstly, the 1.5-litre iVTEC engine will power the petrol variants and will come with a six-speed manual transmission. In addition, Honda will also offer the same engine with a seven-speed CVT transmission. This 1497cc motor makes 118 bhp of power at 6000 rpm and generates an impressive 145Nm of torque at 4600 rpm. The power delivery has been deliberately tuned in such a way to order more push in the lower range.

Honda also claims to have made the engine smoother than before and has been tweaked according to the body type. Even the efficiency has been increased by usage of low friction rings along with piston stroke noise reduction. Also, tackling criticism against this transmission, Honda has developed a new CVT unit for small sized engines. This has helped in reducing the lag by quicker acceleration from standstill as well as reduced overall weight of the unit increasing the mileage.

RIDE AND HANDLING

Most Hondas these days lack that incredible driver appeal that was a key part of the company’s DNA for decades. Still, they are still quite agreeable to drive, and that’s true of the BR-V too. It’s helped in a big way by that car-like driving position and good visibility. The steering is quick and accurate and this SUV will track true around corners; it really feels like a sedan from behind the wheel. What lets it down is its massive girth that can be felt at all times; you simply have to remind yourself that there’s a lot of car behind you when you try to push it hard. Body control is pretty impressive for something so big, it has to be said, and that’s due to a suspension setup that’s a little on the stiff side. Yes, the BR-V’s ride is a little firm, but like the other cars on this platform, it’s not too uncomfortable for it. Yes, you’ll get a bit of up-and-down movement over a really rough patch of road, but it’s really not bad enough to be a serious complaint. In fact, in most situations, it really handles a variety of surfaces quite well. It’ll smash out potholes quite impressively and it will stay quite flat out on the highway too; there’s even an impressive resistance to crosswinds. All things considered, the BR-V’s ride doesn’t have that excellent balance of the Renault Duster, nor does it have the soft, floaty ride of a Hyundai Creta (nor, thankfully, the associated body roll), and most owners will be quite happy with the comfort levels in here.

SAFETY AND SECURITY

BR-V gets dual frontal airbags for driver and co-passenger as standard fitment across the line-up. Other than this the SUV also gets preeminent safety features like vehicle safety assist and hill start assist.

The braking system of Honda BR-V features disc brakes at the front and drum brakes at the rear. The ABS with EBD is used as a standard in all variants except the petrol E variant. The body shell is made strong with ACE body structure and front dual airbags are introduced in all variants for complete safety of the occupants

CONCLUSSION

The Honda BR-V is a crossover SUV that India has waited for with bated breath for years primarily because it is Honda’s first diesel SUV offering in the country. But, we think that Honda has tried to play it way too safe with the BR-V, which makes it an underwhelming product. Now the perfect target audience for the BR-V would have been the middle class family man with a couple of children who go out over the weekend for a holiday or two ever so regularly and want a car that has a premium Japanese badge and a sense of pride in ownership. This customer also wants something reliable which means that the Honda brand caters perfectly to him or her. But we think that even this perfect target customer might be concerned about a few things.

 

 

Hyundai Eon Facelift First Drive

OVERVIEW ;

Introduced in October 2011, Hyundai’s mini-hatchback challenges Maruti’s ace model in the segment-Alto. While the fluidic design philosophy became a talking point, the hatchback was also considered a bit pricey compared to Alto series. Lacking diesel engine like other models in the segment, Eon is available in petrol and LPG fuel options. Mechanicals include a 800cc and 998cc petrol units mated to a five-speed manual gearbox..  Check Ex Showroom Price of Eon

In its product cycle spanning five years, Hyundai Eon mini-hatchback has undergone subtle additions and is now readying for a makeover likely to come out around festive season this year. Offered with petrol and LPG options, the Eon line-up derives power from a 800cc unit and a 998cc engine just like its arch rival Alto K10. But where it misses out on is the AMT unit making do with a five-speed manual transmission.

EXTERIOR AND STYLE ;

Hyundai Eon is the smallest car to get the company’s fluidic design and the design philosophy shines the best through the car. Eon could be the car with most curves and lines in its segment, or a segment higher for that matter.Heads-on, the Hyundai Eon gets swept back headlamps with a neat chrome strip adorning the Hyundai logo. The hexagonal grille is also a part of the front bumper which is really big and gives a macho look to the front of the Eon.Sculpted bonnet and neatly designed fog lamps are a rarity for the cars in this segment.Come to the side and see the fluidic design flow through the car with beefed up wheel arches, a shoulder line that runs from the headlamps to the tail. Another sculpted line runs the length of the car between the front and rear wheels. Find best offers Eon

The shoulder line scoop upward towards the rear that makes the side profile sportier but rear window visibility is compromised. Even the door handles follow the shoulder line’s path with the rear door handles positioned slightly higher than the front ones.To the rear, the large tail lamps are well designed, following the car’s extroversive character. The rear glass is pretty wide and the rear spoiler is neatly integrated.The rear bumper is pretty meaty but is a size bigger than necessary, also making the boot less accessible by that much. The exhaust pipe is neatly hidden underneath the rear bumper, allowing for a neat layout.The Eon gets 145mm tyres with 12 inch rims for the D-Lite, D-Lite+, and ERA+ variants and 155mm tyres with larger 13 inch rims on Magna+ and Sportz variants. Both are pretty skinny and we recommend an upgrade to 165 or wider tyres for safety.

INTERIOR AND COMFORT ;

Hyundai Eon has very well-thought interior. It is airy and has a cheerful feeling to it. The materials used inside are of very good quality and the finishing of everything is done in a very nice way. Being tall, there is a lot of room inside. The legroom and headroom is ample for four adults and a kid to sit in the vehicle comfortably. Hyundai has used a lot of beige colour to make the car feel premium from the inside. The dashboard has been designed in a curvy and flowing way, and the car feels amazing, especially with the price tag it comes with. Hyundai has tried to keep things very simple and as informative as possible. The instrument panel, for instance, has only three neat pods displaying every information about the vehicle. The steering wheel feels proportionate to the interiors and feels good to hold.

The storage inside the Eon is well managed. On the centre column, the Eon gets a good audio system with premium features. The highlight of interior would be the gear shift indicator that aids the driver in saving a lot of fuel. The small budget car also comes with tilt-steering and front power windows for easy access. The centre console features tiny chrome dipped buttons, which looks snazzy. However, Hyundai could have done a better job on this part. Hyundai Eon has good quality seats and they don’t easily fatigue the occupants. The cabin space, however, is smaller than that of Alto or even Nano. With a boot space of 215 lires, the Hyundai Eon offers a good amount of space for the price it comes at. Even though the Hyundai Eon is an entry-level hatchback in the market, it is equipped with advanced features. The car gets integrated music system with many advanced features, like radio, CD player, AUX-in, ipod connectivity and USB. These features are often missing from most of the expensive cars and Hyundai has done a good job by providing these unexpected features in the vehicle. There is a set-up of four speakers in the car, which plays the sound relatively well. To manage the space in a better way; Hyundai has installed accessories, like rear parcel tray, cup holders and bottle holders around the vehicle. There are also map pockets and floor console storage for additional space. Hyundai has really thought well about the Eon and its space management.

ENGINE AND TRANSMISSION ;

The Hyundai Eon in India gets a 3-cylinder engine that was developed at Hyundai’s R&D centre in Hyderabad. It’s the same engine as in the i10 with one cylinder removed to reduce displacement. It makes 56PS of max power along with 75Nm of torque which is the best in class. Driveability isn’t great with max torque being generated at a fairly high 4000rpm which means you have to constantly shift down to lower gears. In urban areas you will find yourself using second and third gears constantly and that also keeps the revs high.

At engine speeds above 3000rpm it sounds buzzy and scratchy and the sound only dies out considerably when you shift to higher gears and keep the revs low and that largely happens on the highway. Yet its NVH is within comfortable limits and unless revved hard this engine is a quiet operator. It’s also very similar in feel to the Alto’s 800cc engine, in first gear there is a small flat spot under 1500 rpm that intermittently also shows up in second gear. At times unless revved hard it feels like the engine is dying out even though you’ve engaged first gear and released the clutch. The 5-speed transmission is smooth to operate, however on another car it felt notchy. I guess these are some of the consistency issues that Hyundai will have to sort out. The ratios nonetheless are spaced out quite a bit to provide the best fuel efficiency rather than performance, yet first to third gears sees the Eon gain momentum quickly enough.

PERFORMANCE & EFFICIENCY

With a kerb weight of 725kilos the Eon has a decent 77.24PS per tonne though with the tall ratios don’t expect the Eon to make progress very fast. So 100kmph comes up in a lazy 19.08 seconds by which time you are also inching very close to the quarter mile mark, that’s how much distance it covers to get to 100kmph. The quarter mile then takes another eight tenths of a second. With the strong low and mid range but just noise at the top the Eon feels slow in the roll-ons. Third gear overtaking acceleration is decently fast but shift into fourth or fifth and the 40-100kmph runs feel like an eternity has passed, both runs recording well over 25 seconds. The Eon is quicker than the Alto by a slim margin but at nearly two seconds, a margin it is. That said all of Hyundai’s efforts have been put into fuel efficiency. According to the ARAI figures the Eon returns an overall of 21.1kmpl, on our test cycles however she returned 15.6kmpl in the city and on the highway a brilliant 24.3kmpl but the overall adds up to just 17.75kmpl which is much lesser than what Hyundai claims.

RIDE AND HANDLING ;

The Eon uses MacPherson struts in front with a torsion beam suspension at the rear. The lower models use 145/80 R12 tubeless tyres while the higher models get 155/70 R13 tubeless tyres. The i10 and even the Santro have good ride quality and the Eon too delivers on this front. The ride is very absorbent and the soft suspension set-up offers good passenger comfort. The ground clearance too is good and this hatch is capable of handling broken roads well. On the highway the hatch is susceptible to cross winds, but having said that, there is no reason for concern and the Eon feels settled enough. Compared to the Alto the Eon rides much better. The steering is light and direct and not completely devoid of feel. Handling is good as well, but hard cornering produces fair amount of body roll.

SAFETY ;

The safety features of the Hyundai Eon include reinforced body structure, front and rear seat belts, child safety rear door locks, engine immobilizer, front fog lamps and driver airbag in one variant (Sportz).

CONCLUSSION ;

The Hyundai Eon has always made for a fine entry-level car but the lack of power did hurt those who were regularly driving over inclined roads or carrying occupants with them. With the boost in power, the Hyundai Eon makes a much stronger case for itself. Sure it is far from polished in the dynamics department and the rear seat lacks much space but when you look at the big picture, you simply can’t deny this car offers you more than your money’s worth, in terms of visuals (exterior and interiors). Only offered in Magna+ trim, the 1.0-litre Eon costs Rs. 34,000/- more than the 0.8-litre version in the same variant. For the extra money you pay, you get drastically better performance which transforms the experience of driving this car significantly.

 

Maruti Suzuki Dzire Review & Transmission

OVERVIEW ;

There is no denying the fact that the Maruti Dzire has shaken the compact sedan segment in India by selling in such huge volumes which no other rival has been able to come close to. The Dzire is also one of the highest selling cars here and hence there is a lot of anticipation around the new generation. The looks have changed, the interiors have evolved and the driving dynamics are better. Let’s check out everything in detail. Get On Road Price of Dzire in Carzprice

EXTERIORS AND INTERIORS ;

The use of wooden finish add a bit of class to the overall cabin quality of the new Dzire. There are also AC vents now for the back row passengers and despite being a compact sedan you won’t mind getting a chauffeur for it. The new platform used on the Dzire also makes space for some extra legroom for the rear passengers. There is also plenty of shoulder room at the back and getting three people to sit on the back seat is no longer a squeeze. Despite more legroom, the boot space 378 litres is more than what you would need on a family sedan .Exchange your old car for Dzire

Now the biggest change on the new  is how it looks from the outside. It now gets that fancy big grille up front just like its competition the Ford Figo Aspire. And the new eyes on the Dzire now has a shimmer to them thanks to the fancy looking DRL’s. The engine hood of the car in now much more flat and edgy and many would say it looks like a vintage design. We would say that Maruti has tried here to make it look classier with a modern aesthetic

One look at the Dzire from the side and you still get that feeling that there is something incomplete there. But that’s with almost any compact sedan in the market right now. The rear is something that we didn’t fancy that much on the Dzire. The reason is simple here, it’s just flat. The bumper, the tail-lamp and the rear boot hood are all on one line. And there is no major separation for all the three parts. That means there is a huge probability of a low collision impact damaging all those three parts

PERFORMANCE ;

The new Dzire carries over the same two powertrains from the previous generation. So, it is the same 1,197cc VVT petrol engine and the 1,248cc DDiS diesel engine with their 5-speed manual gearboxes. The powertrains get changes to their calibration and the automated manual transmission (AMT) makes an appearance in the Dzire. The AMT which we have seen in smaller Marutis is still the same basic tech involving sensors and hydraulic shifters mounted on top of the manual gearbox. The AMT’s relatively unrefined shifting characteristic is also, unfortunately, a carry-over. Unlike a torque converter or continuously variable (CVT) auto transmissions, AMTs tend to have prominent shift shocks during heavy acceleration. But, the head nodding pull during up shifts eases up during cruising speeds. Kick downs to lower gears when I stomp the throttle for an overtake maneuver also tend to be less urgent, but at slower speeds there is a double shift down from overdrive gears. With a lot of low-end torque being available, the diesel AMT was easier to use overall. Buyers have to be aware that the AMT tech is oriented towards optimising mileage in city driving cycles and so there is a certain inevitable performance compromise.

The petrol engine in the Dzire produces a peak power of 61kW at 6,000rpm and peak torque of 113Nm at 4,200rpm. This is a quiet, refined engine with its performance being an ideal combination for all types of driving cycles, My personal preference would be the manual transmission for both the petrol and diesel engines, but with more and more buyers preferring AMTs Maruti is now offering three trim variants each with the automated gearbox. The Dzire’s diesel engine delivers 55kW of power and 190Nm of torque. Peak torque is available from 2,000rpm. This common rail direct injection engine’s familiar character means that driving it in a Maruti is somehow always more pleasurable than in any other brand’s cars. It does get a bit raucous at high revs, but if you are a driver that loves to be connected with the car, this engine will keep you amply engaged.

The Bridgestone Ecopia 185/65 tyres that my test mule came with were shod on 15-inch alloys. While these tyres helped keep road rush to a minimum in the cabin, their relatively thin contact patch on the road meant lesser confidence while taking fast corners. However, straight line stability has improved dramatically and the Dzire now cruises confidently even at speeds of upto 160kmph

SAFETY ;

The safety features on offer include dual airbags, ABS with EBD and even brake assist. There is also ISOFIX on all the variants, which makes it a good option to consider. The other features on offer include the front seat belt with pre-tensioners, immobilizer, force limiter, seat belt warning lamps. Key left warning and door open warning are a part of this list.

(VXi/VDi) In the V variant, the additional features are day and night adjustable IRVM, speed sensitive door locking and anti-theft security system. (ZXi/ZDi) Z offers reverse parking sensor, front fog lamps, rear defogger as additional features. (ZXi+/ZDi+)

The Z+ also offers some additional features too. There is reverse camera with guide that is an extra over the Z variant

DRIVING ;

If I were to rate the most significant high points of the new Dzire, its ride comfort would come a close second after its interior space; it’s that unbelievable. Three key areas show significant improvement – the damping, the steering steadiness and robustness while tackling bigger potholes. The additional weight of the diesel Dzire lets the suspension setup deal with road uncertainties with aplomb. The characteristic can be experienced at both low and high speeds, and it ups the plushness of the cabin. The steering is also steadier now in and maintains its centre position when going over rough patches without much driver effort, which builds the driver confidence. The third, and the most common of the complaints associated with Maruti cars – that of crashing into the potholes, has also been addressed. The Dzire goes over uneven surfaces and even bigger uncertainties without any harshness

The new Dzire is built on Suzuki’s Heartect platform which is more rigid than the one on which it was based before. Apart from it passing the crash tests, it also improves the stability. The Dzire feels more planted now than before at speeds closer to three digits. While the platform makes it stable, the steering starts to get lighter with an increase in speed and makes it a nervous handler. At low speeds, the same steering feels better weighed. Braking is one department that doesn’t see any improvement. The Dzire still lacks the initial bite, and speed sheds only when you press the B-pedal hard. So, while the Dzire maintains composure under hard braking, it’s still not confidence inspiring

VERDICT ;

We won’t be surprised if the Maruti Dzire goes on to become the largest selling car by overtaking the Alto. Maruti Suzuki has taken a good package and made it even better with the new generation and the Dzire comes across as a well-rounded compact sedan that excels at a lot of things. What really impressed us is how the company has moved ahead in its quality standards and how the car is loaded with so many features. The driving characteristics are also very good and both the engines are efficient too. The Maruti Dzire is an excellent buy for someone looking for a not-so-big sedan that offers a competitive package.

Datsun GO Price In Visakapatnam

OVERVIEW ;

Datsun unveiled their first Indian product a hatchback which they christened as GO couple of months ago.The Sketches which were revealed earlier clearly showed that the new hatchback looks aggressive and stylish as well, and when it was finally unveiled it looked almost same as it was highlighted in the sketch. Datsun is all set to launch the GO on 19th March to compete against the other small car manufacturers of India like the Maruti Suzuki and Hyundai which are already present in the Indian market for quite some now. The Datsun GO hatchback is presently being developed by Nissan India at its Chennai technical facility. Check Datsun GO price in Visakapatnam

EXTERIOR AND LOOK ;

Similar is the case with the Indian car market. The sub 4-metre and the small size engine duty have made the business a bit too complicated for car manufacturers. Compact-size sedans and even SUVs are making their way, with some compromise. However, Datsun has introduced a larger hatch called as the Datsun GO+. It is being marketed as a compact utility vehicle and does it do that? We take it for a weekend camping trip and find out how much of the addition exists.

The PLUS stands for the larger boot and additional third row of seating. The Datsun GO+ is based on the GO, and it shows the striking resemblance. The fascia’s of both are the same and the body design is the same till the rear door. After which the belt line rises as you move towards the rear and even the wheel haunches are protuberant. The blacked-out door pillar after the rear door (C-pillar) has a lesser glass area and this makes it very prominent. The roof also gently slopes downwards towards the rear. The boot lid of the Datsun GO+ is a new body part and the tail lamps are the same as the GO. The rear bumper looks stylish and does look muscular.

The length of the Datsun GO+ is under 4 metres, so it is as long as the Honda Amaze and Maruti Suzuki Swift DZire. However, what this offers is extra flexibility with another row of seating or a humongous boot, when compared to the compact sedans and SUVs. As the ground clearance is the same, it drives like any other compact car and is easy to manoeuvre through tight city lanes with a turning radius of 4.6 metres.

INTERIOR AND COMFORT ;

Get inside this new hatch and you will like what you find inside, definitely Hyundai has set a new benchmark when it comes to interiors with their budget hatch Eon and when you compare Go’s interior the later looks and feels pretty basic and bland.The front dashboard looks boring with the round air vents which has once again been borrowed from Nissan Micra what is interesting though is that you won’t be getting any audio player with this new hatch instead Datsun has provided a holder which can hold any mobile audio device such as an I-pod or your mobile and it also has been provided with a aux in audio input jack so your phone or I-pod becomes in car entertainment system. The rest of the instrument cluster and dials looks pretty basic too but the small digital display provides lot of useful information such as rev counter, trip computer for average fuel consumption and fuel gauge.

Let me mention one more interesting thing about the dashboard here the gear lever has been fitted along with the dashboard in order to save space in the front seats. The dashborad does not have a glovebox instead it has a parcel tray just beneath the dashboard.The front seat or it would sound appropriate if I call it a bench because just between the two front bucket seats there is an additional cushion which joins both the driver and passenger seats and it can easily fit a third passenger but Datsun in particular has made it clear that this small space is strictly for a small children. Another disappointing thing is that although it has been provided with a cushioning there are no seat belts provided for the third passenger at the front.

The designers have given this new hatch a wider shape and thus have pushed the doors and wheels at the front and rear end of the car to create more space in its interiors moreover it also has been provides with a 265 liters of boot space where you can store some luggage easily which too is impressive for a entry level hatch of this size.The Go hatch interiors are definitely not luxurious but has ample of space inside although the interiors looks bit dull and boring with grey plastics and seat fabrics but this is only an entry level hatch and so expecting anything more will be bit silly.

ENGINE AND TRANSMISSION ;

With a 1.2-litre, three-cylinder petrol motor already doing duty in the Micra and Micra Active, Nissan didn’t have to look too far for an engine. In brief, it’s an all-aluminium unit that produces 67bhp at 5,000rpm. And with just 788kg to hurl around, it does a rather impressive job of giving the Go some real go. A bit of hesitation at low revs apart, the Datsun feels very peppy at typical city speeds and it responds well to light throttle inputs. You can also pull away from low engine speeds in higher gears with ease, which means fewer gearshifts. Part of the credit for this goes to the smartly chosen (if slightly tall) gear ratios. Interestingly, the Go doesn’t use the Micra’s Renault-sourced gearbox (code: JH), because it was too expensive. Instead, Nissan has dusted off an older five-speed unit (code: FY) and pressed it into service here. This is not the most modern of gearboxes and there’s a noticeable whine at all times. The gearshift is slightly notchy too, but doesn’t require much effort. Neither does the clutch, which is light and progressive. The mid range and top end of this motor are the best bits, with power flowing seamlessly and never leaving you wanting for more. There’s a delightful little surge every time you floor the throttle in the meat of the revband. The engine does get noisy after 4,000rpm, but never to point of feeling strained or harsh. That’s probably because Nissan has fixed the rev limiter at a rather low 5,250rpm in the interest of fuel economy, so you’ll often find yourself maxing the car in each gear earlier than you’d expect.

RIDE AND HANDLING ;

The Datsun Go handles almost all the irregularities of the Indian roads pretty well with only the large pot holes giving it the wobble. The suspension does a nice job of absorbing them but the absence of any kind of insulation means even though you won’t feel the smallest of the disturbances of the roads, you will hear them.The light steering is good for the city driving and gains good weight on the highways at higher speeds. Straight line stability is good but an upgrade for the tyres is strictly recommended. Braking is satisfactory but without ABS, sudden braking made both the car and us nervous.

SAFETY FEATURES ;

The Datsun GO features a speed-sensitive electronic power steering system, which is well weighed. It isn’t as light as a Hyundai, but is convenient for both – city as well as highway duties. The gearbox has precise throws but feels a tad notchy.The downside for the Datsun GO is lack of enough safety features. Unlike the Alto 800, the GO doesn’t get airbags on any of its variants. While it runs disc brakes up front, it doesn’t get anti-lock brakes. Wheel lock-ups are therefore, evident under hard braking

CONCLUSSION ;

Our initial stint with the Datsun GO has impressed us. The car has a lot going for it. While most vehicles in this segment offer a compromised product, Nissan has given first time car buyers a genuinely good alternative although cost cutting is glaringly evident in many places. The GO not only ticks the right boxes when it comes to important criterias like space, comfort, ride quality, efficiency and affordability, it is also appealing and not obnoxiously shaped like some of its rivals. The 2-year/unlimited mileage warranty is just the cherry on the GO (no pun intended) and as ironic as it may sound, the GO’s chief rival has its name in its tagline. Nissan is serious about the Indian market and with its solo journey commenced for sales and service, the Datsun GO is undoubtedly one of the best cars for the first time car buyer.