Monthly Archives: April 2018

Honda BR-V Engine & Safety Features

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 On Road Price of 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.

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. Book test drive for BR-V in Cazprice

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.

 

 

Maruti Suzuki Vitara Brezza Overview

OVERVIEW ;

When it comes to cars in India, one has to admit that Maruti leads the pack. Starting from the initial foray into the car market with the Maruti 800, this Company has come a long way. The Maruti Suzuki Vitara Brezza is the latest of the beauties to roll out of the Maruti stable. Maruti is the master at building these compact vehicles that suit every kind of budget in the country. Looking at the Maruti Suzuki Vitara Brezza price list, one can say that this car has the capacity of following the same tradition. Check Ex Showroom Price of Vitara Brezza

You have this beautiful vehicle in seven different models ranging from the LDi, VDi, ZDi, and others. The best part of all Maruti cars is the beautiful exteriors. The Maruti Suzuki Vitara Brezza exterior is undoubtedly the highlight of this vehicle. You get this beautiful vehicle in a range of exotic colours ranging from Blazing Red to Fiery Yellow and Premium Silver to Granite Grey. If you look at the Maruti Suzuki Vitara Brezza images, it can give you the goose bumps. You cannot help but admire the beauty of the design. In addition to the exquisite exteriors, the Maruti Suzuki Vitara Brezza interior is admirable as well. This vehicle is one of the more spacious of vehicles from Maruti. You will definitely get a better idea when we describe the Maruti Suzuki Vitara Brezza interior in detail. You judge the popularity of the vehicle from its looks and mileage. The Maruti Suzuki Vitara Brezza diesel variant does offer an impressive mileage of 24.3 kmpl. This mileage forms an important observation in many a Maruti Suzuki Vitara Brezza review. The best part of this vehicle is that all the seven variants perform equally on the mileage front. This vehicle can adorn the portico of any house in town.

EXTERIORS AND LOOK ;

The styling of the Maruti Vitara Brezza is quite straightforward and simple, which means typical Suzuki design language. The front grille gets a thick chrome slat connecting the two projector headlamps that integrate daytime running lights on the edges. The bumper looks sporty having honeycomb grille, faux silver skid plate and having fog lamps and blinkers placed in a neat housing. The bonnet hood is straight and flat which gives a typical SUV look along with the big wheel arches. Book test drive for Vitara Brezza in Cazprice

The dual tone colour variants really add to the visual appeal of the Vitara Brezza. Our test car had a white and blue combo that looks quite bright and fresh. The lower half of the side profile gets rugged cladding and sporty looking twin five spoke alloys. A strong crease runs across the length of the Brezza connecting the headlamps to the tail lamps. The rear profile looks well done because of the perfectly styled horizontal tail lamps, dual tone bumper with black cladding and faux skid plate. The overall silhouette of the Maruti Vitara Brezza is like an SUV and not like that of a crossover.

INTERIORS AND COMFORT ;

On the insides too, the Vitara Brezza has got a boxy treatment with the squared off dashboard, which gets complemented with the detailing and lines on the door panels and center console. matching with the exterior color. While most of the bits like steering wheel, power window switches and the large 7-inch touchscreen are something which we have already seen on the S-Cross, the center console has a different looking rounded rectangle design, which ends up with the Auto AC controls and cup holders. The left portion of the dashboard gets two glove boxes, with the lower of the two being a cooled box.

Where the Vitara Brezza excels is the clever space management it offers. Despite being a sub four meter car, the Vitara Brezza doesn’t feel short on space, and has more than required leg room, head room and boot space of 328 liters, making it quite a spacious car. The rear seats have got the provision of 60:40 split pattern, which can be helpful in extending the boot space, while carrying additional luggage. In terms of features, the Vitara Brezza gets almost everything which we have been seeing in a car of this segment, like projector headlamps with daytime running LEDs, alloy wheels, push button start, dual airbags, ABS with EBD and BA, 7-inch touchscreen music system which gets reverse camera, navigation, voice command system and Apple Carplay, automatic climate control, cruise control, auto headlamps, rain sensing wipers, steering wheel with audio, bluetooth and cruise control buttons, cooled glove box, tilt adjustable steering, electrically adjustable, front center sliding armrest and foldable rear view mirrors and height adjustable driver’s seat.

All in all, the Vitara Brezza does look boxy and not as outstanding or European as its rivals like Ford Ecosport and Hyundai Creta, but then, the features and detailing on the car make it look modern and upmarket.

ENGINE AND PERFORMANCE ;

The Brezza has been launched with a single engine option – the ubiquitous DDiS200 unit. The Fiat-sourced four-cylinder, 1.3-litre turbo-diesel engine produces 89bhp and a strong 20.4kgm. First impressions are that it is adequately powered with a nice, beefy mid-range; a well-known characteristic of this engine. It’s surprisingly quick too – the 1,197kg Vitara Brezza sprints to 100kph from rest in under 13 seconds, making it quicker than the 1,290kg Ford EcoSport. The Vitara Brezza’s strong mid-range is best experienced in the 40-100kph dash in fourth gear which is dismissed in 15.2 seconds; quicker than the EcoSport’s time for the same increment!

However, this engine is also known for its sluggishness at low revs which continues to be its weak link. Though Maruti has worked to minimise the turbo lag in successive models using this same motor, in the Vitara Brezza too, you can’t miss the fact that below 2,000rpm the engine isn’t quite awake. Although this compact SUV, which comes with reworked gear ratios will amble along quite happily on a part throttle to keep up with the flow of traffic, it’s when you mash your right foot down hard that the engine gets bogged down, especially in the relatively tall third gear. Cross the 2,000rpm mark and there’s a sudden rush of power which doesn’t abate until 5,000rpm. In fact, this engine maxes out at a remarkably high (for a diesel) 5,300rpm, which encourages you to make good use of the strong mid-range and top end. As a result, the Vitara Brezza is a comfortable highway cruiser with ample reserve for overtaking. However, a more linear power delivery and more torque deeper down would have made the Vitara Brezza more entertaining to drive. Hence, to get the most out of this engine you need be in the right gear at all times and this leads us to the gearshift, which again is nothing to write home about. It’s accurate but a touch sticky and lacks the crispness we have now come to expect from most cars in this price bracket. The clutch though is fairly light with good progression, which take the sting out of stop-start driving.

Where the Vitara Brezza impressed us was with its refinement. Sure, there’s no escaping the characteristic drone of the Fiat diesel that filters into the cabin at higher revs, but the Vitara Brezza does feel nicely hushed when driven in a relaxed manner, with road and wind noise well contained.The Vitara Brezza’s suspension comprises front MacPherson struts and a torsion beam at the rear, but what’s noteworthy is that ground clearance is at an impressive 198mm. Base and middle-spec versions get 16-inch tyres while top-end models get 215/60 R16 tyres as standard. Our ZDi+ version came with the bigger 16-inch wheels and did a good job of smothering potholes and bigger ruts in true SUV fashion. However, the suspension is on the firmer side and the thud from sharper edges filter through. Also, on uneven surfaces the ride feels a tad lumpy, but never to the point of being uncomfortable. In fact, the Vitara Brezza does a good overall job of isolating passengers from the road and copes admirably with rough surfaces. The fat Apollo Tyres on our ZDi+ car no doubt soaking up a lot of the shocks.

RIDE HANDLING AND BRAKING ;

Being a taller SUV, the Vitara Brezza will handle like one. That is exactly what we assumed about it till we actually put it through its paces. Of course, there is a fair bit of body roll but the suspension setup is on the stiffer side making the Brezza handle quite well for what is essentially a tall SUV. With only two people in the car, there is a lot of bouncing and skipping that comes along especially over undulated, bumpy or just the bad roads that we drive on daily here in India. This of course disappears when you have a full load of five people and a boot full of luggage. Ride for rear seat passengers is decent and the fact that the Brezza does not bounce around like some other SUVs in its market is a plus point.

Continuing on the handling aspects a little more, the Brezza is quite similar to the Duster’s setup in many ways as both these SUVs love being chucked into a corner with a sense of confidence and not making a fuss while at it. Maruti has always made neutral handling cars and the Brezza based on Suzuki’s brand new global C-Platform (first car in India to get the new platform) is no different. There is just a hint of understeer when you take a corner fast but slightly lifting off the throttle usually gets the Brezza back in line.

The Vitara Brezza gets disc brakes up front and drum brakes at the rear. All variants, from the cheapest to the most expensive get an ABS option which is something you must choose when buying your car. The brake feel itself is very positive and although the car does dip a little from the front under very heavy braking, there isn’t much drama on the whole which results in a good stopping distance. The 215/60 R16 tyres on the highest spec car does help too but the tyre noise and road rumble do filter into the cabin quite prominently.

SAFETY ;

All variants of the Vitara Brezza get a driver airbag as standard, while dual airbags are standard on the top variants. A passenger airbag can be added as an optional extra with the lower variants. While anti-lock brakes and electronic brake-force distribution come as standard with the ZDi and ZDi+, you can have them with the LDi (O) and VDi (O) as well. While parking sensors are featured from the VDi variant onwards, and the range topping ZDi+ gets reverse parking camera as well. Overall, the SUV does seem to have a good safety package

CONCLUSSION ;

The Maruti Vitara Brezza is a game changer for the automaker as it has all the traits of becoming yet another volume spinner for the company. The price positioning is very aggressive in the segment, the amount of features on offer will woo buyers, the SUV stance is quite appealing, it has a fuel efficient motor and the Maruti badge further attracts a lot of trust on this product. The only drawbacks we could find out were turbo lag under 2000 RPM and cabin noise at high speeds. Otherwise the Brezza is a good all rounder and ticks the right boxes for different types of buyers in varying age groups. After a good while there is a serious threat to the compact SUV segment and an uphill battle for other players to keep up the volumes.

 

Hyundai Elite i20 Fecelift & Review & Test Drive

OVERVIEW ;;

Hyundai has refreshed the popular i20 premium entry-level hatchback for 2017. The Hyundai i20 Elite now gets some exterior and interior upgrades along with even more added features that make it an even more compelling package. The updated i20 on the exterior front now gets a two-tone paint job option i.e. red or white with a gloss black roof option. Although the two-tone trend was popularised by the Vitara Brezza and then is available in the Ignis too, many i20 owners in the past have chosen to paint or wrap their cars in the same way that Hyundai is now offering straight out of the factory. Hyundai has also added yet another shade of blue for the 2017 model year. Blue incidentally has been an extremely popular colour for the premium entry level hatchback. Check Ex Showroom Price of  Elite i20

EXTERIOR AND DESIGN ;

It would be a pretty bold statement to say that this is the best looking vehicle in its class, but we’re sure many others would agree with us. The designers have fortunately veered away from excessive cuts and slashes for the sake of making it look attractive and instead, the Elite gets an understated layout which grabs attention rather than begging for it. Overall, it has a clean and sharp profile that injects a sliver of sportiness into its image. Admittedly, if you removed the Hyundai emblem, we would’ve easily mistaken it for something made by a European manufacturer. The face is aggressive thanks to the sleek, swept-back headlamps, with muscular lines down the bonnet complementing the chiseled fascia. The chrome outline on the grille adds just the right amount of flash to the front. The Elite i20 is a handsome car thanks to the sharply styled front bumper, which also slims down the car’s front. Even the indicator lights hide in plain sight and are well-integrated into the headlamp cluster. The chrome door handles are a bit much, but then again, Indians do love their chrome. The 16-inch alloy wheels that are nothing short of droolworthy and are a design highlight. You won’t feel the need to forage through aftermarket options. Unlike the Baleno or Jazz, the Elite i20 doesn’t have any MPV-like overtones. The blackened C-pillar slims down the side profile, as does the shoulder-line and door cladding. It’s also interesting to see how the shoulder-line connects the tips of the head and tail lamps.The rear doesn’t get the same slimming elements as the front, but it isn’t bulbous like the Baleno either. The LED-look tail lights look particularly good at night and perhaps a little black cladding in the rear bumper would improve the look from the back.

INTERIOR AND COMFORT ;

As for the cabin, there’s really little to complain about. Overall quality is impressive (though still a notch down on the VW Polo), detailing is impressive (the column stalks feel very rich) and the layered dashboard looks suitably upmarket. If there’s a negative it’s that the screen for the audio system is a tad too small. Some might also find the knobs for the music system small and fiddly, but drivers do get their own set of controls on the well-finished, three-spoke steering wheel. Drivers will also like the good visibility and ability to adjust the steering for rake and reach. The supportive seats and general feeling of space enhance the front seat experience further. Access to the rear seat is nice thanks to the wide door aperture, and once inside you’ll be quite amazed by the space on offer. Legroom and headroom are particularly good and there is sufficient width to seat three. The rear seat also scores well for good back and leg support. However, the backrest is a bit too reclined and the bolstering on its outer edges hurts comfort when seated three abreast. Shorter occupants may also find the windows a little too high for their liking. If there’s a consolation, rear seat occupants do get a dedicated air-con vent in all but the base version of the i20.

And that brings us to features. The top-spec Asta trim we’ve featured comes with lots of equipment as standard. The list includes automatic headlamps, push button start, automatic climate control, an audio player with 1 GB of onboard music storage, Bluetooth telephone function and a reverse camera. Even the mid-spec Sportz trim comes well loaded, but frustratingly essentials such as a rear wash/wipe and a passenger-side airbag are only offered on the top-spec car.

ENGINE AND GEARBOX ;

The new i20 gets the same petrol and diesel powertrain configurations as before though minor tweaks for efficiency and better load management have been employed. I have driven the 1.4-litre 16-valve 4-cylinder CRDI. You get 90PS at 4,000rpm with a superb 222Nm of max torque between 1,500 – 2,750rpm from this engine. Max engine rpm cuts off at 4,750rpm. The power and torque ratings in the new i20 diesel are adequate for every situation though I do feel Hyundai should have tuned it for better bottom end characteristics. The turbocharger kicks in at 1,400rpm and the boost improves acceleration past that point however, under that mark it feels a bit sluggish. Dense traffic as a result will see you shifting through first and second gears constantly, moreover since it comes coupled to a 6-speed manual transmission which is a fuel efficiency enhancer. Hyundai claims an ARAI certified fuel efficiency of 22kmpl for the diesel, with 19kmpl for the petrol. Interestingly the petrol engine gets a 5-speed manual. There is no automatic at the time of launch but expect one in the future.

The new i20 gets the same petrol and diesel power train configurations as before The new i20 gets the same petrol and diesel powertrain configurations as beforeThe diesel engine then, as I mentioned, has got a strong mid-range and you only feel the punch once the turbo kicks in. Acceleration after that is brisk and makes this an effortless highway cruiser. Though having said that it’s no slouch in city traffic either, the responses are sharp and you can get going pretty quickly when the need arises to get past slower moving traffic in urban areas. The diesel is also superbly refined and thanks to immense sound deadening, there is barely any engine clatter audible inside the cabin.The highlight of the Elite i20’s diesel drivetrain is the slick shift leverThe highlight of the Elite i20’s diesel drivetrain is the slick shift lever

The highlight of this drivetrain though is the slick shift lever which has short precise throws. I do like the way you can just give it a light nudge to slot into the required gear. Reverse gear on this can be found in the same place as first gear but engaging it requires you to raise the lever and then slot it into reverse. It’s a safer move unlike what you get in the VW Polo.

RIDE AND HANDLING ;

Hyundai has worked towards improving the ride and handling on the Elite i20 and it shows on the move. Though the suspension has been carried over from the older car in theory, the geometry as well as the damping characterisers have been revised significantly. The setup is slightly firmer than the older i20. Surprisingly, it hasn’t affected the ride and the i20 still rides quite well; it feels pliant, absorbent and well judged.

The improvement in handling on the other hand is more than obvious. The body roll, the pitch and the waywardness under quick direction changes have all been tied down tightly giving the i20 a more confident, stable and exploitable handling character. We would have liked a less artificial steering response though; the current setup fails to connect the driver with the happenings. Braking on the other hand, even though Hyundai has ditched rear disc brake in favour of a drum setup, is stable and strong.

SAFETY ;

The Hyundai Elite i20 hasn’t been tested by Global NCAP yet but the first generation Euro-spec i20 got a full 5-star crash test rating at Euro NCAP. The sad thing is that Hyundai India doesn’t offer 6 airbags anymore and the Elite i20 now comes with only dual front airbags, that too on the Asta variant, while only Sportz and Sportz (O) get driver side airbag. ABS is also offered only with Sportz, Sportz (O) and Asta variants while the Era and Magna don’t get any safety features. The Elite i20 comes with Smart Pedal that overrides the accelerator pedal during simultaneous operation of brake and accelerator during panic braking. It also comes with impact sensing door unlock feature that unlocks the doors automatically incase of collision.

CONCLUSSION ;

The Hyundai Elite i20 with all these changes surely can compete easily with some of its potential rivals like the Maruti Baleno and the Ford Figo and Volkswagen Polo in the Indian market. The changes to the exterior and interior are limited to cosmetics, but that does not take the light away from the fact that the i20 is considered as one of the bestsellers of the Indian auto market.

 

Maruti Suzuki Ciaz Features & Specifications

OVERVIEW ;

The C-segment sedan space is one of the most competitive so much so that there are eight cars fighting for volumes, the ninth to join is the Maruti Suzuki Ciaz. We recently pitched all the eight C-segment cars against each other and it was amply clear that the top three in the shootout had a lot more to offer. India’s largest car maker is a master in offering more for less as so evident from a majority of its products but can the Ciaz break all moulds to become a success considering Maruti Suzuki’s image as a big car maker isn’t much to talk about. While this Maruti sedan is off to a good start in the Indian market, does the Ciaz have what it takes to rub shoulders with well established rivals and maintain the volumes? Check Ex Showroom Price of Ciaz

EXTERIORS ;

This perception change can only happen with upmarket, elegant exterior styling. The good news for Maruti fans is, the Ciaz most certainly looks like an expensive car. The large head lamps, the in-your-face chrome grille and the stylised bumper give the Maruti Ciaz an air of richness. The profile dominated by the strong shoulder line that runs from the front fender all the way into the tail lamp along with those nice looking 16 inch wheels lend the Maruti Ciaz an elegant but youthful stance. The blacked out B-pillar helps, as does the stretched feel for the panels.

At the rear, the tail lamps are clearly inspired by the new Honda City, but the Maruti still manages to look more rounded. The rear bumper, like the one at the front, is well styled and lends the Ciaz a hint of aggression. The chrome strip on the boot lid further enhances the sedan’s appeal.

INTERIORS ;

The interiors of the Ciaz are completely new and different from any other Maruti car. The neatly laid out dashboard has a seven-inch touchscreen system. The higher variants get automatic climate control. The steering is shared with other models but it gets a leather wrap as also the gear knob. The top variant gets leather upholstery also. The Ciaz is comes loaded with features like push button start, keyless entry, bluetooth connectivity, navigation, reverse parking camera and sensors.

The Ciaz is not stingy on spacious too. There is good head room and leg room available. The seats are not the best but provide good comfort. It could have done with some more under thigh support. The boot is large and can fit in quite a lot of luggage with ease. This makes it a very practical sedan that can be used for weekend getaways too. The Ciaz S offers all black interiors and even the centre console has grey chrome finish on it.

ENGINE AND PERFORMANCE ;

While the Ciaz doesn’t get an entirely new motor, it does get a fairly reworked version of Maruti’s own K14 petrol unit found on the Ertiga. The tweaks to the engine focus on improving driveability and maximising fuel economy. To achieve that, Maruti has modified the cylinder head to raise the compression ratio from 10:1 to 11:1 and the revised head design allows for a better tumble of airflow at low speeds. Also, the air inlet track has been lengthened to further improve low-end torque. To counter heating problems and engine-knocking, issues that are typically associated with higher compression motors, long reach spark plugs and a more efficient oil pump have made their way into the motor. Despite all these changes though, peak power and torque figures have pretty much stayed the same.

On the face of it, the petrol version doesn’t come across as enthusiastic since a power output of 91bhp (at 6000rpm) is a pretty ordinary number for a mid-size sedan. However, in-gear timings are good – the Ciaz is pretty responsive and has a nice urgency about town. The engine pulls quite well from

low revs and you don’t have to work the gearbox much; and even when you do, the light clutch and slick shifting ’box (albeit not as nice as the Swift’s) takes away the effort from city driving. But find an open stretch and explore the K14 motor’s powerband, and you soon realise the power delivery is pretty flat. The mid-range isn’t particularly strong; this engine doesn’t like to be spun hard and gets pretty noisy as the tachometer closes in on its modest 6,200rpm redline.

Flat-out performance is fairly decent, with the dash to 100kph taking 12.02 seconds. However, it’s the unenthusiastic way the Ciaz picks up speed that makes you feel that it’s not as quick as the numbers suggest.

SAFETY ;

Maruti doesn’t offer airbags and ABS as standard on the base V variant of the Ciaz but the other three variants are equipped with these safety features. It is the least equipped car when compared to its immediate rivals, the Hyundai Verna and Honda City in terms of safety. The Verna gets ABS standard across all variants while its range topping variant gets 6 airbags. The City comes with both ABS and airbags as standard on all its variants. The Ciaz hasn’t been crash tested yet by the Global NCAP but considering the low weight of the car (despite being the biggest car in segment) compared to the rivals, we believe the structural strength might not be up to the mark. When it comes to after sales service, Maruti is second to none and has the biggest dealership network in the country by a mile.

DRIVING DYNAMICS ;

Now if you like driving, the Ciaz might not be the car for you. It has a precise steering and you eventually learn how much steering input to dial in but it isn’t great on feedback. It just isn’t in the same league as the Volkswagens and the Skodas. But, if you are looking for a comfortable long distance cruiser, you will like the Ciaz’s easy nature. Good straight line stability and potent braking, is of course an added plus.

The Maruti Ciaz rides well too. It has been setup for comfort over all else and it’s evident in the way the car rides. It’s softly sprung, so at slow speeds and over broken roads, it remains comfortable. However, at higher speeds and particularly over undulating roads and with load, the Maruti Ciaz does tend to wallow.

VERDICT ;

The Ciaz is backed by the large dealer and service network of Maruti Suzuki, looks good, delivers good efficiency numbers and starts at a price tag of Rs 7.73 lakhs. Has an optional AT variant, petrol engine and a number of variants whose prices go all the way up to Rs 10.5 lakhs (all prices ex-showroom, Delhi).

In our books, Maruti Suzuki has come a long way than being a manufacturer that’s known for being cost efficient and deliver good fuel efficiency. The company still delivers on those promises and so much more.

If you are looking for a sedan in the sub-10 lakh segment, then the Ciaz is definitely worth a shot.

Merecedes Benz CLS Class Overview

OVERVIEW

The trend of fastbacks is on the rise in the luxury car segment and now most of the automakers are looking forward towards introducing fastbacks. Mercedes-Benz was the first to design such a car with the CLS-Class. This new sedan fell in-between the E-Class and the S-Class and is based on the E-Class. The CLS-Class is more driver focused than the E-Class and the S-Class. After that the Audi A7 and the BMW 6 Series Grand Coupe followed up (again following the same pattern between the mid-size and full-size luxury sedans).

The CLS-Class has been seen timely updates and the current-generation has undergone an upgrade recently. We lay our hands on the MY2015 CLS, and tell you if there are any major upgrades in this saloon, or no? Read further as the mystery unfolds.

STYLING AND DESIGN

Mercedes Benz CLA Class appearing as menacing as ever, owing to the newly introduced 15-spoke 18 inch alloys. Coming to the front fascia, it features a V-shaped front grille with lots of chrome treatment which separates it from the bonnet. The front bumper color is identical to the body color of the car. Then, there are the C-shaped automatic projector and bi-xenon daytime running LED headlamps integrated at the front. The company logo is placed at the centre just above the massive air dams which are hugely responsible for its aerodynamic optimization. Coming to the side profile, it is ecstatic with the body colored electrically operated side mirrors sporting LED indicators.

Going by the rear end of the coupe, it features a body colored bumper along with LED fog lamps and sweptback headlamps. The LED clear lens tail lamp cluster along with the brake lights and the shoulder line emerging out of the wheel arches further intensify the sportiness of the beast. Mercedes Benz CLA Class flaunts an electrically operated glass sunroof. It facilitates an individual by opening and closing automatically and is both tiltable as well as sliding. It is being offered with a total of 9 colors – Obsidian Black, Palladium Silver, Cuprite Brown, Thulite Red, Tenorite grey, Iridium Silver, Pearl Beige, Diamond White and the newly introduced Silver Diamond.

CABIN AND COMFORT

The internal cabin of this coupe does not have many updates like its exteriors and yet, it looks stunning. The manufacturer is providing an option to its customers to personalize its interiors with various color schemes and veneers. Its cabin gets an ambient lighting scheme with three different electable colors that amplifies the cabin. Both the cockpit and the rear cabin are furnished with individual seats, which can provide accommodation to at least four occupants. They have headrests along with side bolsters and are covered with fine quality leather upholstery. Both the front seats also have electrically adjustable facility wherein, the driver’s seat also has a memory function. The design of the dashboard is quite attractive and is skilfully embodied with a stylish center console, air vents and several other advanced equipments. The center fascia has a glossy finish with wood accents that gives a sublime stance to the cabin. It also houses an attractive instrument cluster with two large analogue meters and a multi-information display. It notifies the driver with the information related to vehicle’s speed, fuel levels, average fuel consumption and various other such aspects. The three spoke steering wheel is also decorated with a few metallic along with chrome accents. At the same time, it is covered with leather upholstery and is mounted with multi-functional switches for added convenience. The automaker has placed several utility based features inside the cabin including accessory power sockets, drink holders, sun visors, front center armrest and a few storage spaces.

This series is available in one trim level only and is bestowed with an array of advanced comfort aspects. It is blessed with PARKTRONIC active parking assist featuring reversing camera that provides visual and acoustic parking aid on infotainment screen. The center fascia houses a proficient THERMOTRONIC automatic climate control unit air vents that regulates the air temperature of the cabin, irrespective of conditions outside. The list of other comfort features include electrically adjustable front seats with memory package, leather wrapped steering wheel with 12 multi-functional switches, ambient lighting system with 3 different electable colors, and power adjustable outside mirrors. Beside these, it also has features like electric sun protection blind for rear window, analog clock instrument panel, lockable glove box compartment, storage compartment in central console and center armrest with drink holders.

ENGINE AND PERFORMANCE

The base CLS400’s turbocharged V6 engine provides plenty of power for quick highway acceleration, and it has a higher horsepower rating (329 horsepower) than the base engines in many competing luxury large cars. Power delivery only gets better from there. The CLS550’s 402-horsepower turbocharged V8 engine produces silky, strong acceleration, and the high-performance AMG CLS63 S’s V8 is incredibly potent at 577 horsepower. The CLS400 and CLS500 come with a nine-speed automatic transmission that is new for 2017. The AMG CLS63 S has a seven-speed dual-clutch automatic transmission. If you’re looking for other options in the class that provide strong acceleration, you certainly won’t have much trouble, as nearly every competing car offers a lineup of powerful engines.The Audi A7 delivers 333 standard horsepower and is available in several other iterations that have 340, 450, 560, and 605 horsepower. Likewise, the standard BMW 6 Series boasts 315 horsepower, and other variants have anywhere from 445 to 600 horsepower.

There were no EPA fuel economy estimates for the standard CLS400 as of this writing, but Mercedes-Benz estimates it will return 20 mpg in the city and 30 mpg on the highway. The CLS550 gets 18 mpg in the city and 26 on the highway, and you lose 1 mpg in both of those measurements if you opt for all-wheel drive. Efficiency suffers somewhat more with the performance AMG model, which gets 16/22 mpg city/highway.There’s very little disparity among the CLS’ rivals and their gas mileage. Equipped with standard six-cylinder engines, the Audi A7 gets 21/29 mpg city/highway, while the BMW 6 Series gets 21/30 mpg. The Mercedes E-Class with its four-cylinder standard engine gets fuel estimates of 22/30 mpg city/highway.

RIDE AND HANDLING

The CLS is a comfortable car, especially at high speeds on a long journey; the car absorbs all the undulations on the roads without any fuss and minimal body roll. At city speeds, the ride is a little harsh though it gets negated to some extent with an increase in ride height to tackle the speed humps.The airmatic suspension is one of the key features in the usability of the CLS. The fully-loaded sporty looking, low-slung CLS managed to ride over all the speed humps without once scrapping, courtesy the feature that allows increasing the ride height. Suspension can also be set up for a comfortable or a sporty ride though the latter becomes too harsh for most situations on the Indian roads.The steering is precise, though there is hardly any feedback and needs to further weigh up with speed. The CLS can go around the corners fast with the sporty setup, but it requires lots of efforts and concentration and all the weight can be felt going around the corners. The braking is good with sufficient feedback and there is hardly anything more that one can expect from a car of this size.

SAFETY

Every CLS-Class comes standard with antilock brakes, stability and traction control, front side airbags, front side pelvic airbags, full-length side curtain airbags and front knee airbags. Also included are a drowsy driver warning system and a forward collision warning system with automatic braking. The Mbrace emergency communications system provides automatic alarm and collision notification, emergency assistance, stolen vehicle location, and remote locking and unlocking.

The Lane Tracking package adds blind-spot monitoring and lane departure warning. The Driver Assistance package upgrades those systems with automatic steering override, an enhanced forward collision warning system (operates at higher speeds and can detect pedestrians), a cross-traffic alert system, a rear collision detection and vehicle preparation system, and the Mercedes Distronic Plus adaptive cruise control and steering assist system. Parking sensors, a rearview camera and an enhanced surround-view camera system are also optional.

CONCLUSSION

Every CLS is well equipped, coming with dual-zone climate control, satellite-navigation, leather upholstery, full-LED headlights, a DAB digital radio, cruise control and part-electric seat adjustment. There’s therefore little need to raid the options list, although we’d go for the 360-degree camera system to help make manoeuvring much easier. The optional Premium package (full-electric front-seat adjustment with memory function, a reversing camera, sunroof and split-folding rear seats) is also good value, and will make your CLS more desirable when you sell it on

 

 

Hyundai Eon Price & Specifications

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.

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.

 

Rolls Royce Wraith Hatchback Test Drive

OVERVIEW

Rolls-Royce’s idea was conceived during a lunch between its owners in May 1904. A successful engineer, Henry Royce signed a deal with Charles Rolls, who was the owner of one of the first car dealership companies. The rest, as they say, is history. The series of cars that these two geniuses developed with two, three, four and six-cylinder cars broke the records of engineering and craftsmanship in two wheeler industry. Rolls-Royce is one of the stateliest, opulent and luxurious cars ever made. For decades, the brand has set a standard so high other luxury carmakers can only aspire to reach. It has always been a symbol of automotive excellence for its 100-plus years in the business. Currently, the Rolls-Royce battalion of vehicles consists of a trio of majestic Phantoms — the Sedan, Coupe and DropheadCoupe — as well as the smaller, “entry level” Ghost. While other carmakers also offer cars at these high price points, but Rolls-Royce is something that every car lover would dream of owning someday. The Rolls-Royce Wraith is a four-seat coupé (British word for the convertible car) made by Rolls-Royce Motors and based on the framework of the Rolls-Royce Ghost; their another car marvel. The vehicle was announced in January 2013 and unveiled at the 2013 Geneva Motor Show. All models include the ZF “8HP90” 8-speed automatic transmission. The name Wraith comes from an old Scottish word meaning Ghost or Spirit.

EXTERIORS AND LOOK

The exterior make of this vehicle is beyond compare, both by form and by function. It is designed with a high grade, aerodynamic function. Streamlined, low and suited for the best speed enhancement, the vehicle scores as a one of a kind blend of luxury and performance. The well designed aerodynamic stealth that the vehicle is also incorporated with elements of lavishness. The make of the vehicle is blended to host a menacing, robust form as well. It has a large, wide front portion that is striking, with headlamps that are bold and prominent. The vertical grille is deeply recessed to create a more formidable picture, with twin exhausts by either side. It has frame-less coach doors. This, along with the absence of a b-pillar gives it a flavour of elegance, and also makes boarding and getting out of the vehicle easier. The ‘Spirit of Ecstasy’ sits atop the front grille, angled by a few degrees in an air of power and style that is meant to complement the intense machine and its exuberant build. The wheels are formatted to fit the 2:1 proportions of the wheel to body height, so that harmony and balance ensues on every phase of the vehicle’s make. It has a long rear overhang that gives it a powerful bearing from the back and the side. Self righting wheel centures and signature rear-hinged coach doors accentuate the pleasure of the side profile, making it look far more appealing altogether. The vehicle is also available with the option of three new exclusive wheel designs. It comes with the 20 inch seven-spoke design comes as its standard wheel format. However, a 21 inch seven-spoke, along with a part polished bi-color five-spoke part wheel is also available as an additional asset to the vehicle’s already splendid grandeur. It is made with a flawless outer covering, its metallic skin made to impose the highest perfection in its lines. Its paintwork takes the brilliance of its outer design many levels finer. High tech Xirallic paint ensures this, along with the meticulous craftsmanship of the company workers. Furthermore, it comes with a two tone paint option that further accentuates the car’s bold lines, making it more imposing and powerful in its looks.

INTERIORS AND COMFORT

Cabin is enveloped in dual tone colour scheme; chrome work has been done generously inside. The plush wood trims on the door and centre console and on other places in the cabin looks a little out of the theme. Dashboard is huge the instrument cluster and centre console looks a tad cluttered. The large three spoke steering wheel comes with mounted buttons. A spacious glove box is provided inside for the storage purpose. Driver’s side window plate gets a whole set of buttons for controlling various functions at a push of the button. Chrome inside door handles look up market, the premium quality material used on the lower side of the dashboard featuring same colour double stitching looks sombre. Floor mats are soft and comfortable, beige leather upholstered seat covers are sober. Among the comfort features, fitments like power steering is provided, power windows are given only in front while it is missing in rear. Air quality control and automatic climate control are available for curbing the temperature inside. For comfort of rear passengers, the company has fitted rear head rests, an arm rest is also befitted in the centre and AC vents are also inset in rear. Cup holders are given front as well as rear also, while bottle holder is provided only in front. Front seats get heated function; lumbar support is present in all seats. Cruise control enables an effortless driving experience, while parking sensors are present in front and rear. A navigation system, smart access card entry, engine start/stop button and voice control are among the other vital comfort features incorporated inside. We have kept the best for the end and that brings us to the most exquisite feature inside, the wireless car hotspot and the ecstasy rotary controller. On one hand, the hotspot helps keep connected from the outside world, the rotary controller enables access to music or directions through a swipe. A touchpad is also fitted inside where one can scribe words, also the voice control allows recording and sending audio notes

ENGINE AND GEARBOX

Wraith’s twin-turbo V12 engine stirs into life so smoothly and quietly you’ll barely notice. It’s a similar story when you pull away, because although the scenery starts to move, you remain wonderfully isolated from any engine noise or vibration.Gearchanges are utterly seamless, and because the sat-nav system is linked with the transmission, it can read the road ahead to avoid unnecessary shifts and ensure you always stay in the right gear.However, the Wraith changes character completely when you bury your right foot in the shag pile carpet; the engine bellows loudly and sends you hurtling towards the horizon at a breath-taking rate. In fact, the Wraith is so fast it’ll embarrass a Porsche Cayman in a straight line.Come to a corner, though, and you’ll quickly realise this 2.4-tonne behemoth is no sports car. When you turn the wheel there’s a lengthy pause before the Wraith’s huge bonnet starts to point in the direction you want it to go, and then the rest of the car reluctantly follows.

DRIVE AND HANDLING

With the exception of the sometimes-dulled responses from its GPS-aided transmission (without manual-shift capability), driving the 2016 Rolls-Royce Wraith feels like the occasion that it truly is. An effectively boundless amount of power from the turbocharged V12 is a toe tap away. The self-adjusting suspension would have you believe that every road was paved just yesterday. At triple digits, the hushed cabin is as serene as an executive jet.However, please don’t confuse any of these behaviors with anything resembling slop. The Wraith doesn’t buoy, pitch or bounce over bumps…ever. Sure, if you carry too much speed into a corner, the electronic stability control will let you know you’re asking a 5,000-plus-pound two-door to scoff at the laws of physics. But drive it like an old, American coupe (think 1967 Cadillac Eldorado) and the Wraith obeys and rewards like none other. Turn the steering wheel a little earlier and a little farther than one would in a sport coupe, allow the supple suspension to respond and then dip into the power reserve (represented by an actual “Power Reserve” gauge on the dash instead of a rev counter). Let the other guys get there first. You’ll arrive in style. Book a Test Drive for Rolls-Royce Wraith

SAFETY

The Wraith comes standard with front, side, and curtain airbags, adaptive headlights, top, side, and rear view cameras, and stability and traction control. In Motor Trend testing, the 2014 Rolls-Royce Wraith came to a stop from 60 mph in just 109 feet, quite a feat for a vehicle that weighs over 5,000 pounds. The optional Driver Assistance 3 package includes adaptive headlights, a head-up display that projects critical information for the driver, lane departure warning, night vision that can detect pedestrians in low-lit areas up to 300 yards, and adaptive cruise control that can maintain a selected distance from the vehicle ahead.

CONCLUSSION

We have to admit, the new Wraith is one of the best models Rolls Royce has unveiled in the past few years. Still, for the money you can get more powerful and faster sports car. But then again, customers looking to buy a Rolls Royce aren’t interested in getting a sporty car, so maybe the new Wraith will turn out to be very successful. Apply Car Loan for Rolls-Royce Wraith