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Audi Q5 Engine & safety Features

OVERVIEW ;

Positioned between the smallish Audi Q3 and the huge Audi Q7, the Q5 promises to be a great urban SUV. It can handle bad terrain, and won’t be too cumbersome to drive in traffic either. Also, given that it looks good too, Audi hasn’t had a problem with the competition either. Back on tarmac, it’s docile and boasts car-like dynamics.??While Porsche is readying the Macan (it will be priced higher than the Q5) and BMW has the X3 already, the Q5 enjoys its position, because of its capability as a product, and Audi’s well deserved value in the market.

EXTERIOR AND LOOK ;

The Audi Q5 comes up as a very subtle looking SUV. The overall design of it looks more coupe inspired than a typical SUV. The sloping roof lines, mild flares on the side with a longish bonnet make the Q5 look very suave in nature. The Q5 does not look like a typical in-your-face kind of a SUV but then it still has a bold look and looks contemporary.Having a family face, this one too has a single frame radiator grille which has been finished in gloss chrome. The vertical chrome struts look very neat. The three dimensionally finished bonnet flows very elegantly between the single frame grille to the front windshield making the design look very aerodynamic. The Xenon plus trapezoidal headlamps sweep back to the side.

The side profile is humble. The window lines have been done in chrome. The Audi Q5 measures 4629mm in length. That also translated to good interior space. This one gets a 10 spoke V shaped lightweight forged aluminum wheels and 235/60 R18 tyres. The combination of these two make the car look dynamic. The roof line drops very subtly and the lip of the roofline ends with a spoiler which makes it look sporty.The rear has wide spread tail lamps. The tail gate indeed gives it a distinct look and one can easily it’s an Audi you are following. The tail gate is indeed very practical and makes it very practical to load and unload. Hidden under the massive chunk of a rear bumper are the exhaust diffusers which have been done in brush Aluminum.

So, the new Q5 which recently got its dose of updates is a good looking SUV. It looks more like a big hatch and less of a SUV. The fact that the Q5 is selling in good numbers also assures that India has matured as a market in terms of taste and choice. So, the Q5 packs in cues from Big-Bro Q7 and still manages its own character. The daytime running LED lights of the Q5 are just an icing and looks simply awesome.

INTERIOR AND COMFORT ;

Perhaps even more vast a change than the exterior, the 2017 Q5’s interior gets huge update. It takes after Audi’s current design styling and features a low-hung, thin dashboard with its Virtual Cockpit gauge cluster, minimalist HVAC controls, and (oddly) tacked on infotainment screen. The center console also sports a new design that includes a new electronic gear shifter and track pad. The steering wheel takes after other Audi models, as well, and features a thin yet sculpted design. The hexagonal grille design is mirrored on the airbag cover, too.

In-dash technology includes Audi’s Virtual Cockpit with its 12.3-inch TFT screen and configurable digital gauges. The MMI infotainment screen perched above the center console offers 8.3-inches of viewing screen and is controlled by both touch and the large track pad just ahead of the shifter. The pad offers smartphone-like controls, with pinch-to-zoom and finger-writing to text capability. The system also features Audi’s Personal Route Assist, which learns your driving habits and can suggest alternate routs should traffic have your usual route blocked. Onboard LTE Wi-Fi allows the Q5 to be an online hotspot and there’s even a Qi wireless phone charger and integrated phone antenna to keep smartphone powered and connected. Audiophiles will appreciate the Bang & Olufsen Sound System with 3D sound.

Rear seats offer a good amount of legroom matched with lightly bolstered outboard seats and decent headroom. HVAC vents keep rear passengers happy on hot or cold days, and an optional rear seat entertainment package features two huge screens.The seats also fold flat, offering an impressive amount of cargo room. Audi says there’s 54.7 cubic feet of space with the seats stowed. With the second row in place, cargo room is cut down to 21.5 cubic feet of space. That’s does represent an improvement of 0.4 cubic feet of the last Q5.

ENGINE AND PERFORMANCE ;

We have already witnessed the 3.0-litre, V6 TDI diesel engine in the Audi A6 and Audi A7 earlier, but this motor just doesn’t cease to amaze us every single time. In the Q5, Audi has boosted the output by 5 BHP and 78 Nm, which is quite significant considering the added twist on offer. However the addition in power hasn’t come at the cost of economy and Audi claims that the new Q5 is up to 15 percent more efficient than its predecessor. Power delivery is instant and rewarding and NVH levels are very good with very little diesel grunt audible inside the luxurious cabin.

This engine is mated to a 7-speed S tronic transmission which is at the forefront ensuring smooth cog swapping. There are no paddle shifts even on the top-end variant which comes as a disappointment, however one can take control of things by using the tiptronic function on the gear lever. Performance, as you would expect, is nothing short of explosive with every dab on the accelerator pedal resulting in an instantaneous surge ahead with plenty of reserve still left. Power delivery although linear, is still addictive and there is a definite shove in your knickers when you bury your right foot in the floor.

We can go endlessly with praise about the 3.0-litre TDI engine, it’s that darn good. The motor feels at home at all speeds, whether its ambling around the city, sprinting on open roads or simply cruising on the highways. This mill does a splendid job in hauling the 1.8 tonne Q5 with urgency and blurred scenery. The Audi drive select system offers various modes which control the accelerator pedal characteristics, automatic transmission shift points and amount of steering assist as well. How has Audi managed to boost performance and efficiency at the same time? The German car maker has reduced weight with the use of aluminum on the engine hood and tail gate. Whoever said ‘you can’t have your cake and eat it too’ was wrong, very wrong!

DRIVING DYNAMICS ;

Apart from the engines, the other thing that Audi did not have to do much to was the quattro all-wheel-drive system, which has widely grown to be accepted as one of the best traction aids in the market. The bit of fine-tuning they’ve done has resulted in smoother transitioning from the efficient front-wheel-drive set-up to the all-wheel drive, but can you and I tell the difference? Probably not. What you will notice, however, is the new multi-link suspension set-up with the optional air suspension which has made the ride quality and transfer of weight noticeably more pliant. You can feel the suspension complying with the quattro system more amicably when you chuck the car into corners, pretending it’s a low-slung sportscar. It’ll play pretend along with you, keeping things tidy and under control. What also helps is that the new chassis takes away 90kg from the Q5’s kerb which helps it behave on the road the way it does.

SAFETY AND SECURITY ;

It has a list of safety aspects including a central locking system, heat insulating glass, a windscreen cleaning system, movable sun visors, sun blinds, roof-edge spoiler and anti-theft alarm. It has an advanced immobilizer system, first aid kit with warning triangle, tyre pressure monitoring system, a collapsible spare wheel and ISOFIX child seat mounting.

CONCLUSSION ;

There are a lot of products in the market that shout for attention, displaying a probable lack of substance. The Audi Q5 is the exact opposite. It is quite capable but doesn’t give a clue about it, until you get behind the wheel.The simple but effective styling, the range of good engines, and a wide array of options makes the Audi Q5 so special. The 2.0TDI is the choice of the lot. It has a good amount of power, and doesn’t drink too much of fuel either. ?It’s comfortable and spacious inside as well, which means if you are going to be chauffeured around in one of these, you won’t have any problems either. Add the good amount of stability and safety options the vehicle offers, and you have a winner in your hands.

 

 

Audi A3 Cabriolet Engine & Gearbox

OVERVIEW

India has one of the largest automobile markets in the world. We have all sorts of body styles on offer here. The evergreen hatchback, the aspirational sedan, the macho SUV and of course the family oriented MPV. Sadly though, convertibles in recent years have never taken the fancy of the Indian automotive manufacturers for reasons that seem to baffle us. That said though, if you do have a bit of money saved away and are willing to spend about 50 lakhs on a car you might want to see past the norm and look at something like this. The new Audi A3 convertible.

DESIGN AND STYLE

It’s a sense of familiarity when you look at the Audi A3 cabriolet from the front because it’s essentially the face of the A3 sedan that we see. The large black slatted grille is overlapped by the automaker’s four rings while the headlights expand outwards to the sides.

The cabriolet sits marginally lower than the sedan (4.42mm vs 4.45mm) with a pronounced forward heaviness thanks to the slope in the bonnet which is the same in the sedan but much more noticeable thanks to the lower height of the convertible. The air dams of the front bumper have little aerodynamic vanes which also serve to add to the sportiness of the car.

The side profile reveals the entire extent of the nose heavy stance as well as the sharp rake of the windshield. In that typical orderly German fashion we can see three separate sections to the side. The first section is the area around the edge of the cabin which sports a large chrome surround.

The second section comprises most of the door as well as a strong shoulder line. The third section is a large crease that extends from the edge of the softly flared rear wheel arch to the front wheel arch. The wheels themselves are large 17-inch clover design units which are specific to the non-sedan body styles of the A3.

This being a convertible, it looks particularly good with the roof down. Press down on the roof button in the centre console and watch the roof, windows and boot do a 20 second (we timed it!) synchronised dance to make the car go from top to topless. We would always recommend you bring the car to a complete halt and then take down or put up the roof.

The rear, like the front, has all the familiar Audi bits like the two- piece tail lamp as well as the familiar bulge below the bootlid section. Like the sedan, the cabriolet too has a small lip at the edge of the boot which doubles up as a spoiler. The rear bumper sticks out a bit and has a little honeycomb section just above the two- piece single side exhaust for additional cooling.

The A3 cabriolet is a combination of a modern product with all the traditional elements of a budget convertible. It will certainly get you the attention with the top up and more so when the roof is down and also because it is something you do not see every day on the roads.

CABIN AND SPACE

The cabin design may appear slightly dull but there is no denying that it’s beautifully made and finished to the standard you would expect of a high-end Audi. Positives inhere include dark black textures, plush leather and good quality materials such as the circular air vents and switchgear on the centre console. Audi has also retained the all-black wraparound dash design with horizontal lines which heighten the sense of width.

Despite the shortened wheelbase, comfort levels up front are on par with the rest of the A3 range. There is more than enough shoulder support and good cushioning. The under thigh support, too, is commendable. What’s definitely better though is the view out when the roof is down – the thin A-pillar, low-set door mounted wing mirrors and the absence of B-pillar all add up to provide brilliant visibility all round. Being a 2+2, you wouldn’t really expect it to accommodate two full-size adults at the back and in truth, it’s barely acceptable for short drives. Still, headroom and legroom is decent and it’s best to keep the rear reserved for kids. That being said, the pair of seats are heavily contoured and as a result, very supportive for those small enough to fit into them. Speaking of squeezing stuff, the boot space has been reduced from the standard A3’s 425-litres to 320-litres to accommodate the roof mechanism. Now although its opening is wide, filling it with large suitcases is plain impossible because of the enclosure’s lack of height and depth.

The 2017 A3 Cabriolet gets wireless phone charging function and full LED headlights as all-new features. It also gets dual-zone climate control, leather upholstery, front and rear parking sensors and a 7-inch retractable screen for the MMI infotainment system. What it doesn’t get though are features like start/stop button, keyless entry and electric adjustment for the seats.

ENGINE AND TRANSMISSION

There will be no diesel version of the Audi A3 Cabriolet. The only motor it comes with is the 1.8 TFSI turbo-petrol engine, which sends its 177bhp and 25.5kgm through the front wheels via a seven-speed S-Tronic dual-clutch gearbox. That’s fine by us, as this powertrain is what cemented the A3 sedan as one of our favourite cars to drive in 2014; the diesel version just isn’t as much fun. As ever, the 1.8 TFSI is super smooth and refined, spins quite freely and builds its power in a beautifully linear surge. There are, however, three differences to the driving experience compared to the sedan. For one, you can option a sports steering wheel on the A3 Cabriolet that comes with paddles for shifting gears manually, rather than just using the gearlever as you have to in the sedan. Secondly, the soft-top gets as standard Audi’s Drive Select driving modes – Efficiency, Comfort, Auto, Dynamic and Individual – that alter the powertrain responsiveness as well as steering weight. And finally, with the roof folded, you can hear more of the otherwise silent motor when you open it up a bit, which only adds to the thrill. It makes a pleasing purr at high revs, and in Dynamic mode, delivers a subtle ‘whump’ from the exhaust with every upshift. Lovely.

Another concern with convertibles is that, in removing the roof, the car often loses a lot of its chassis rigidity, which in turn compromises handling and just the overall feeling of solidity. Yes, go over a steep bump and you might be able to sense a slight shudder through the body, but it’s barely there. Put it down to the car’s compact dimensions or just the integral rigidity of the new MQB-platform chassis the A3 is built on, which makes for a nice, taut bodyshell. Where it really matters, though, is in the handling, and we’re happy to report that almost none of the dynamic prowess of the A3 sedan has been lost with the roof cut off. It still darts into corners eagerly, there’s plenty of front-end grip and it just feels light and compact at your fingertips. In fact, the sensation is only amplified with the roof off and the wind in your hair. Find yourself some nice weather and a good road, and you won’t be disappointed.

RIDE AND HANDLING

The most comfortable A3 Cabriolets are those in SE spec, because this trim level gets well-judged suspension that blends good bump and pothole absorption with decent body control. Move up to S line trim and you get a lower set-up that’s noticeably firmer at low speeds, compounded further with the bigger wheels you get. None of these firmer set-ups is unbearable, but the good news is that you can specify softer SE suspension on S line trim – and doing so won’t cost you an extra penny. The S3 is lower and stiffer even than S line models, although it comes with standard adaptive dampers, so is actually quite comfortable.

The A3 Cabriolet changes direction eagerly. Its steering is precise and gives you plenty of information about what’s going on between the wheels and the road, even though it’s not the most rewarding system we’ve ever tried.

The car has plenty of grip for those twisting B-road drives in the country, allowing you to press on if you so desire. Fortunately, there isn’t too much body roll, even when you choose the standard SE suspension over the more focused Sport and S line set-ups.

Regardless of which suspension you go for, Audi offers an Adaptive Magnetic Ride system as an option, but the mix of comfort and body control is so good on the standard set-up, that we really wouldn’t bother paying the extra.

SAFETY FEATURES

The A3 sedan earns a five-star overall rating from the National Highway Traffic Safety Administration. It scores four out of five stars on its frontal crash and rollover tests, and it achieves five stars for the side crash test. The A3 also does well in Insurance Institute for Highway Safety crash tests, earning a top rating in every category. The IIHS names the A3 a Top Safety Pick+. The Audi A4 receives the same rating from the IIHS, while the Volkswagen GTI earns a slightly lower Top Safety Pick designation.

Standard safety features in the A3 include a rearview camera with front and rear parking sensors. Other safety features are available. With adaptive cruise control, the A3 maintains a set following distance from the car in front of it, automatically slowing or accelerating with the flow of traffic. The A3 takes traditional adaptive cruise control a step further with the car’s ability to come to a complete stop and take off again, all on its own. Another driver assistance feature, lane keep assist, alerts you if you stray from your lane and gently nudges the car back into its lane. The A3 is also available with rear cross traffic alert, which monitors traffic behind the car while you’re reversing to prevent an accident.

CONCLUSSION

It is very easy to sum this car up. It has the advantages you get with the A3 sedan, the sheer thrill and pantomime of an open top convertible and of course, the added pride that comes with driving and owning something this special.

The A3 convertible may not be as practical as a top of the line A4 or a base model A6 that costs about as much but as an automotive package, it is certainly more thrilling. And although some might argue that at Rs 45 lakh it isn’t as pratical, for most buyers this will be a second or third car. Should you consider it? Well, if you are in the market for a stylish convertible, there is nothing available in India today that offers as much value as this does and yet allows you to indulge in a bit of fun.

 

What Is Cloud Computing ? What Are The Opportunities & Risks Of Cloud Computing ?

Cloud computing is here and virtually every organization is using it in some way, shape, or form. Educating yourself and your people on the opportunities and risks associated with this technology is of the utmost importance. Let’s look at the opportunities presented by cloud computing, managing the risks associated with housing your sensitive data offsite, using virtual computing environments, and vendor management considerations as you explore your cloud options.

But there’s another, more precise meaning of cloud computing the virtualization and central management of data center resources as software-defined pools. This technical definition of cloud computing describes how public cloud service providers run their operations. The key advantage is agility: the ability to apply abstracted compute, storage, and network resources to workloads as needed and tap into an abundance of pre-built servicesFrom a customer perspective, the public cloud offers a way to gain new capabilities on demand without investing in new hardware or software. Instead, customers pay their cloud provider a subscription fee or pay for only the resources they use. Simply by filling in web forms, users can set up accounts and spin up virtual machines or provision new applications. More users or computing resources can be added on the fly—the latter in real time as workloads demand those resources thanks to a feature known as auto-scaling.

 

Service models

Infrastructure as a service (IaaS) provides access to server hardware, storage, network capacity, and other fundamental computing resources.

Platform as a service (PaaS) provides access to basic operating software and services to develop and use customer-created software applications.

Software as a service (SaaS) provides integrated access to a provider’s software applications.

Deployment models

Private cloud is accessible from an intranet, internally hosted, and used by a single organization.

Community cloud has infrastructure accessible to a specific community.

Public cloud is accessible from the internet, externally hosted, and used by the general public.

Hybrid cloud is a combination of two or more clouds.

Cloud benefits

Cloud computing provides a scalable online environment that makes it possible to handle an increased volume of work without impacting system performance. Cloud computing also offers significant computing capability and economy of scale that might not otherwise be affordable, particularly for small and medium-sized organizations, without the IT infrastructure investment. Cloud computing advantages include:

Lower capital costs — Organizations can provide unique services using large-scale computing resources from cloud service providers, and then nimbly add or remove IT capacity to meet peak and fluctuating service demands while only paying for actual capacity used.

Lower IT operating costs — Organizations can rent added server space for a few hours at a time rather than maintain proprietary servers without worrying about upgrading their resources whenever a new application version is available. They also have the flexibility to host their virtual IT infrastructure in locations offering the lowest cost.

No hardware or software installation or maintenance

Optimized IT infrastructure provides quick access to needed computing services

The risks

Environmental security — The concentration of computing resources and users in a cloud computing environment also represents a concentration of security threats. Because of their size and significance, cloud environments are often targeted by virtual machines and bot malware, brute force attacks, and other attacks. Ask your cloud provider about access controls, vulnerability assessment practices, and patch and configuration management controls to see that they are adequately protecting your data.

Data privacy and security — Hosting confidential data with cloud service providers involves the transfer of a considerable amount of an organization’s control over data security to the provider. Make sure your vendor understands your organization’s data privacy and security needs. Also, make sure your cloud provider is aware of particular data security and privacy rules and regulations that apply to your entity, such as HIPAA, the Payment Card Industry Data Security Standard (DCI DSS), the Federal Information Security Management Act of 2002 (FISMA), or the privacy considerations of Gramm-Leach-Bliley Act.

Data availability and business continuity — A major risk to business continuity in the cloud computing environment is loss of internet connectivity. Ask your cloud provider what controls are in place to ensure internet connectivity. If a vulnerability is identified, you may have to terminate all access to the cloud provider until the vulnerability is rectified. Finally, the seizure of a data-hosting server by law enforcement agencies may result in the interruption of unrelated services stored on the same machine.

Record retention requirements — If your business is subject to record retention requirements, make sure your cloud provider understands what they are and so they can meet them.

Disaster recovery — Hosting your computing resources and data at a cloud provider makes the cloud provider’s disaster recovery capabilities vitally important to your company’s disaster recovery plans. Know your cloud provider’s disaster recovery capabilities and ask your provider if they been tested.

 

Honda WRV Features & Specifications

OVERVIEW

With cross-hatches, car makers have kept the formula simple – take their existing hatches, inject some testosterone with thick slide cladding, roof rails, larger wheels and voila! We have an all-new model. The i20 Active, the Etios Cross and the Cross Polo, all seem to toe this line of thought (except the Fiat Urban Cross – but it hardly sells!).With the new WR-V, Honda has made an honest effort to create a Jazz-based crossover that stands out from its donor car. Not just in terms of its SUV-inspired looks, which gives it a different persona, especially when viewed from the front and rear. But also in the way it has gone about tweaking the suspension, raising ground clearance and adding a few more features to differentiate it from the Jazz. Check Ex Showroom Price of WRV

EXTERIORS AND LOOKS

Honda looked through the crosshatch business in India quite closely and created a design that not only tries to minimize the silhouette of the Jazz hatchback on which it is based but also create a sense of desirability in the onlooker. The front sees an uplifted hood with strong bonnet lines and a mega chrome bar thrown in for good measure. The chrome back connects the swooping headlamps to create a cohesive appearance.Thick plastic cladding up front saves the WR-V face from the ruts and rocks on occasional harsh road expeditions. The WR-V front looks nothing like a Jazz, and looks like a completely new car from that angle, but as you go to the side, the picture of a known hatchback becomes reminiscent.

Honda has ensured that image is diminished by throwing in ample plastic cladding and a set of roof rails finished in silver. They have also sized up the wheels. WR-V runs on 195/60 R16 Eco tyres with diamond cut alloy wheels, which look quite similar to the what’s in a BR-V. At the rear, tail lamps have been extended to contribute to a change in the overall design. These extensions include new rear fog lamps, which are quite bright at night to be honest.There is a thicker plastic bumper and silver rear diffuser to create the true essence of a crossover. Suspension setup has been reconstructed to make space for longer suspension travel and higher ground clearance. Honda WR-V sits at 188mm off the ground. WR-V may not look very attractive on paper but it definitely wins over the war of cross hatchbacks when it comes to design. Request test drive for WRV in Cazprice

INTERIOR AND COMFORT

The WR-V is a bigger machine than the Jazz, but it’s still under 4 metres long. So the space would be just about enough, right? Well, no. The sense of space could obliterate claustrophobia as a concept. While you won’t have that commanding/SUV-esque driving position, you do get the sense you’re sitting in a car that’s longer than 4 metres. That segment-first sunroof just adds to the airy feel. Seating five-up is easy but the middle occupant will want for more shoulder room. Also, the lack of adjustable headrests is just ridiculous and the integrated ones are too small and soft. The seat cushioning is a tad too soft, especially for long jaunts and considering this car’s positioning as something for explorers. After all, unlike the Jazz, this does get cruise control. Heck, you even get a 363-litre boot that’ll accommodate the average adult comfortably (kidnappers/Omni owners please note).

You also get nice touches like a steering that’s adjustable for rake and reach, and a can-holder in front of the driver’s AC vent. Also, modern cars have A-pillars that’re thicker than the US president, so the WR-V’s little quarter glass comes in handy at intersections. Somehow, the quality benchmark is similar for the tech and trim – just enough. There are hard plastics all-round, but nothing you’d call cheap. There’s no leather this or soft-touch that, but the upholstery is of a decent grade. The 7-inch infotainment system has a simple UI and a decent list of connectivity options including MirrorLink and WiFi, which is great. However, the system’s inherent lagginess is annoying and ever present. Moreover, the setup looks like an aftermarket add on. Also, the lack of Android Auto or Apple CarPlay can’t be ignored when there’re cheaper cars that get both. Lastly, the air-con may have a cool touch-panel but using it on the move isn’t all that convenient. You do have to take your eyes off the road to operate it and even the cooling was weak in our 40-degrees Celsius test conditions, which also draws your attention to the missing rear AC vents.

ENGINE AND PERFORMANCE

As expected, the WR-V gets the same engines as the Jazz. That means a SOHC 1.2-litre i-VTEC petrol that produces 90PS at 6,000rpm and 110Nm at 4,800rpm as well as a DOHC 1.5-litre I-DTEC turbo-diesel that puts out 100PS at 3,600rpm and 200Nm at 1,750rpm. The diesel gets a 6-speed manual and the petrol gets a 5-speed manual – however, there is no CVT option like in the Jazz.The diesel engine has got good low-end grunt and with a responsive throttle, it will happily trudge along at 25kmph in third gear. The engine is quite free-revving and the linear power delivery makes the car quite enjoyable, if not exciting, to drive around. The gearbox is typically Honda with a precise ‘click-click’ when you shift gears, while the light and progressive clutch is nice to use in stop-and-go traffic.

Additionally, the 6-speed makes the WR-V a comfortable and effortless highway cruiser. While Honda didn’t give us any figures, they are claiming best-in-class acceleration figures. They are also claiming that the WR-V diesel will offer segment-leading efficiency with a figure of 25.5kmpl. This is 1.8kmpl less than what they claim for the Jazz. Apart from the extra 50kg that the WR-V carries, this could also be down to the gearing which, Honda says, has been optimised for better acceleration. But we’ll have to wait for the road test to get real-world figures.What is obvious is that the engine is still as loud as it has always been. NVH levels are quite poor in the cabin and that’s personally quite off-putting.

On the contrary, the 1.2-litre petrol engine is super refined and creamy. It’s very quiet till around 4,000rpm at which point the sound turns to a nice raspy note which gets louder as you get to the redline. That said, the sound is the only exciting thing about it. The engine feels annoyingly underpowered and you really have to rev the nuts off of it for some decent acceleration and that can get quite annoying especially during overtakes. This, despite Honda saying that they reworked the gearing for better acceleration. That said, it shouldn’t be too much of a problem within the city. The precise gearbox and the light clutch only make the experience that much nicer in slow-moving traffic. Honda is claiming that the petrol WR-V will return an overall average of 17.5kmpl which is quite respectable.

DRIVING DYNAMICS

Honda WR-V offers excellent driving dynamics, ride comfort, enthusiastic driving and punchy engines. Both petrol and diesel engines are very responsive and the level of refinement is impressive even at high speeds. The transmission offers smooth shifts with evenly spaced-out ratios. Power delivery is quite linear with a strong mid-range and an impressive top end. The 1.2-litre petrol engine has good performance in the city as the autobox makes driving in stop-go traffic a breeze, though its low-end performance is not impressive when compared to the competition. The 1.5-litre diesel engine performs better on the highways as you can simply go down a gear or two to make quick overtakes, but it is not very good when it comes to noise, since in spite of improving the NVH characteristics of the car, the diesel motor is quite audible inside. Book a Test Drive for Honda WRV

SAFETY

The Honda WR-V comes loaded with the usual safety features like dual front airbags and ABS with EBD. Honda has a good after-sales network in India and they are panned out across the country even in Tier-2 and Tier-3 cities. Another positive point is that Honda cars have good resale value in the market

CONCLUSSION

The Honda WR-V is the first sub-4 meter Crossover from Honda which will help the Japanese Auto manufacturer to boost some sales because their other Crossover the BR-V definitely neither did not impress the Indian crowd much after its launch. The Cross hatchback looks loaded with features and although this is the beefier variant of the Jazz hatchback it gets slightly more interior space than the standard hatchback. Apply Car Loan for Honda WRV

 

Mercedes Benz AMG C43 Class Gearbox

OVERVIEW ;

The AMG models from Mercedes-Benz, driven by performance and excellence with luxury and versatility, have got a great response in the Indian Sports Car segment. The latest series of AMG model, the C-Class AMG C43 4MATIC, has been upgraded with new LED headlamps with the intelligent light system and radiator grilles in a diamond shape, with chrome grilles at the exteriors. The advanced features of instrument cluster with 5.5 inch multifunctional display, infotainment system with navigation and 20 CD audio, Artico man-made leather upholstery, and the panoramic sunroof are featured as a standard.

EXTERIOR AND LOOK ;

This C43 AMG has a front fascia that displays a diamond studded grille with a single chrome slat that holds a large Mercedes logo. Surprisingly, the AMG badge is inconspicuously stashed away at the corner of this grille that’s flanked on either side by those contemporary looking LED headlamps. Lower down, the bumper can be seen with bigger air dams and a silver front splitter that suit the intended sporty application.

In profile, the C43 AMG shows off its low stance with the ‘star’ design 18-inch five-spoke chrome-black alloys and potent AMG brake callipers. While a subtle boot-lid integrated spoiler adorns the rear section, so does the restyled lower section of the rear bumper that accommodates two exhausts with a quad look, a mesh grille, and a diffuser finished in silver paint. With the subtle but distinct updates, the C43 AMG in white paint earns a ‘sleeper’ reputation without any doubt whatsoever.

COMFORT AND CABIN ;

Inside the car gets multifunctional flat bottomed steering wheel finished in Black leather and red contrasting top stitching which helps it look good. The dashboard looks premium wrapped in high quality leather. The AMG instrument cluster delivers plenty of relevant information about the car. The instrument cluster consists of two round dials along with a 4.5 inch multifunction colour display along with a Racetimer and 280 km/h scale completed with a chequered flag.

The driver seat too now gets improved lateral support and wrapped with Artico man made leather while there is also option of DINAMICA microfibre upholstery. The safety belts too also gets red coloured contrast stitching as well while the floor mats are finished in Black gets some red edges.

ENGINE AND GEARBOX ;

The Mercedes-AMG C43 gets the 3.0 Litre V6 Twin Turbo unit which is capable of producing about 367 Hp of peak power and 520 NM of torque. The AMG powerplant is easily recognised by the red aluminium insert in the engine cover. The technical advancement which includes a modified power booster has helped the engineers to increase the engine power and torque output as well.

The engine for all your information is paired to a 9G-TRONIC automatic transmission which sends power to the four wheels of the car via the 4MATIC four wheel drive system. Mercedes claims that they were able to reduce the speed of the shift times of the new transmission system. The quick multiple downshifts helps give the AMG C43 short burst of speed. If we talk about performance then the Coupe is capable of sprinting from 0-100 km/h mark in 4.7 seconds while it has a top speed of 250 km/h mark.

The car further gets the AMG Dynamic select transmission modes as well which consists of “Eco”, “Comfort”, “Sport”, “Sport Plus” and “Individual” modes. The Sport Plus mode in particular promises to deliver an impressive hallmark AMG Dynamics. While the engine being part of the BlueDIRECT engine family from Mercedes-Benz is also fuel efficient at the same time because it gets ECO start/stop function and the ’sailing’ function which helps reduce fuel consumption.

RIDE AND HANDLING ;

Hurtling down a twisty back road, the C43 feels crisp and well mannered, its responses alert but not harsh and madly aggressive like the brutish C63’s. AMG’s sharp, electrically assisted steering rack is direct and precise, if rather muted, and the selectable driving modes (Eco, Comfort, Sport, Sport+, and Individual) give the chassis, drivetrain, and steering effort a sizable amount of bandwidth. The C63 also donates its three-position adjustable dampers and some of its front-suspension hardware, which give the C43 a 1.5-inch-wider front track than the C300 4MATIC, as well as revised suspension geometry and increased negative camber. New for 2017 is an updated three-stage stability-control system that in its sportier settings allows for a bit more sideways action at the handling limit before stepping in.

SAFETY ;

The braking system of C-Class AMG C43 4MATIC features adaptive brake system with anti-lock braking system and brake assist system with servo brake assistance for emergency braking. The safety features offered include front and side airbag for the driver and co-passenger with thorax protection, window airbags for the driver and front passenger, and curtain airbags for the rear seat occupants. The passenger seat occupant detection, Pre-Safe system with reversible belt tensioners, glove compartment with emergency lockable key and electronic immobilizer are featured for safe usage and prevention against theft attempts

CONCLUSION ;

Overall, the C43 does a great job of bridging the gap between the C300 and C63, providing buyers with the comfort and luxury of the C300 with some thrill and dynamics from the C63. Although the car is more reminiscent of the C300 than the C63, the C43 doesn’t defame the AMG name and still provides ample thrill to the driver. Compared to its competition, the C43 is rather pricy but few other models as close to engineering such a well-balanced machine … for the time being at least.

Get a Virtual Phone System for Your Home Based Business

.If you are considering an effective communications system for your home business, you can never go wrong with a virtual phone system. Not only is it the most affordable solution available, but it will provide you with all of the features you will need in order to ensure that your business endeavor is a success.

Affordability

New home business owners are concerned with their expenditures—and for good reason. Getting started can certainly be expensive, and without an effective means of money management, it is highly unlikely that a business will succeed. A virtual phone system is truly inexpensive when compared with the alternatives, and not just on a monthly basis. There are no jacks to install and no expensive software to purchase, making the start-up costs practically non-existent. To compare monthly costs, a landline with all of the features and unlimited long distance can cost between $75 and $100 per month while a virtual system that is loaded with features aimed toward home businesses may cost as little as $20 per month.

Landline vs. Virtual System

While landlines are still considered the most traditional form of telecommunications for homes and businesses, they are certainly not the most effective. Most landline companies do not offer discounts to homeowners who choose to install second lines, and they do not offer all of the features that a virtual phone system can provide. The virtual system will allow you to separate your telephone numbers so that one is dedicated to personal use while the other is strictly for the business—without all of the added costs associated with multiple lines of service. On the same note, most of the features you need to be successful are included in the price associated with a virtual system; you may be asked to pay extra for certain features with a landline company.

Features

One of the most prominent features associated with a virtual phone system is the ability to set up an information hotline on an extension. If you are running a home business, this can save you precious time. An information hotline is available 24 hours a day, and is essentially a recorded message for your callers who are interested in learning more about the products or services you offer. It can also be used to record directions and hours of operation for your customers to hear.

Mobility

Almost all phone service providers will give you the ability to take your telephone number with you through the use of the call forwarding feature, but landline and mobile phone providers often charge for you to forward your calls. With a virtual phone system, you can easily forward your business telephone number to your mobile phone, or home or office landline if the situation calls for it. This makes you available to your clients and customers all the time, regardless of where you need to travel for personal or professional reasons.A virtual phone system is a great way for you to ensure that your home business is successful because it saves you money, provides you with features that will lend to your productivity, and allows you to be available to your customers 24 hours a day with call forwarding and information hotlines.

 

GETTING A TOLL FREE NUMBER FOR BUSINESS

If you have a small business, it is a good idea to get a toll free number. It has been proven over and over that businesses receive far more calls from customers if a number is available to them. It is beneficial to snag one which spells out a term or phrase that is relevant to your business and is easy to remember. Prepaid toll free numbers are cheap to obtain and only charge a few cents per minute. They are also convenient – packages include a number of services such as caller ID, call blocking, conference calling, voicemail/fax mailboxes and call notification emails. Look around for the services you want and need from your phone.

Any number that starts with 800, 888, 877, 866 codes are toll free. Prepaid toll free numbers are controlled by toll free service providers, called Resp Orgs, who have access to the master database of toll free numbers available in the country. This ensures that each number will be assigned only once, no matter which company is providing your number. Please note that the FCC requires that all toll free numbers be available to transfer if you need to change your service provider.Many times, dealing with a crazy load of incoming calls can be quite a hassle. Or maybe it makes you start pulling out your hair. Either way, learning how to get a prepaid toll free number is a good first step. You will be able to consolidate your personal and business calls to transfer to one phone. At the same time, getting a toll free number will allow you to easily sort and screen ALL incoming calls. Just be sure to double check that the features you want are included in the plan you choose.

The Internet has been known to work wonders and this is a perfect example. Do a search for prepaid toll free numbers, see what comes up and go from there. Do not let your business go un-called and unnoticed; be sure your relatives reach you anytime. Just make sure that the site is legit, read the fine print, and find the best price package that fits your needs. Keep an eye on both the monthly fees and the per-minute fees. Prepaid toll free numbers are a popular option. These plans charge a small monthly “maintenance fee” usually one or two dollars. Then, you just pay for the minutes used each month. Per-minute rates range from about 3.9 cents to 9.9 cents. Regardless of the services you chooseBusiness Management Articles, having your own toll free number certainly increase your profits.

 

Maruti Suzuki Baleno RS Hatchback Overview

OVERVIEW

Maruti is stepping up their game in the Indian market and of late they have been pushing the envelope in various new dimensions. The carmaker introduced their premium NEXA brand having niche products to taste the higher end of the mass market segment. Maruti recently experimented a different design direction with the launch of the Ignis targeting millennials and now they are finally entering the performance oriented segment. Yes, we are talking about the new Baleno RS that comes with a brand new BoosterJet engine. We just drove the hot hatch at the Buddh International Circuit, testing the limits of the 1.0-litre turbo petrol motor. The RS moniker here stands for ‘Road Sport’ and we see if the first performance-centric hatch from Maruti justifies the RS badge. Check for Baleno RS price in Kolkata

EXTERIORS AND INTERIORS

The Baleno Rs. (Road Sport, not rally sport, according to Maruti) is the car market leader’s first attempt at creating what is closest to a hot hatch. In the Indian context, this belongs to the performance category, while elsewhere in the world, this is just one more engine variant of the Baleno; and in most cases meant to help meet more stringent emission norms. But, what is in a name… or should we say an appendage. The numbers should still excite petrol-heads. How does 102 hp of power and 150 Nm of torque sound to you? Not bad for a sub-one-litre engine in a sub-tonne hatch, right?

But, before we get carried away by the new Boosterjet engine and its prowess, let us get past the Baleno RS’s design identity. From a distance, the new sportier version of the Baleno could pass off as the existing model, except maybe from the rear and if you had a keen eye. Maruti Suzuki has chosen to keep the unique features on the RS’s exterior to a fair minimum. It has got a new bonnet grille with a grey metallic chrome surround and a new bumper at the front with what looks like a large airdam and aggressive profile. Faux skirts in the same grey metallic chrome finish run along the sides and under the front fender. The rear features a considerably altered fender compared to the regular Baleno’s. There is also the rear spoiler at the roof and the mid-tail gate chrome half spoiler with the reversing camera in the middle. The only place where the Rs. appendage is visible is at the rear with the badge in blue. The most unique and good looking feature of the new Rs. variant are the black alloy wheels.

The changes to the Baleno RS’s cabin are similarly minimal. The interior is offered in an all-black avatar, in keeping with a very sophisticated, European flavour. The touchscreen infotainment screen and the coloured multi-information display in the instrument cluster with the helpful power and torque delivery identified in a real-time circular chart format have both been carried forward from the current Baleno’s cabin. The RS’s cabin is otherwise identical and doesn’t sport any Rs. identifiers. But the Baleno’s cabin was already a good jump in fit and finish quality

PERFORMANCE

It doesn’t take much time to realise what this car is capable of. Shift into first gear, release the clutch and press the accelerator in under a second you might start to feel that everything around you is being fast-forwarded. The car touches a speed of 100kph in a little over 10 seconds, and has a top speed of 180kph. The Boosterjet pulls strongly from 2000rpm onwards, and keeps pulling beyond 5000rpm, so you never feel the car is running out of power, except when the rev limiter kicks in at above 6000rpm.

Now it’s a powerful engine, yet it is frugal. The claimed fuel-efficiency is a high 21.1kpl. The car has a fuel tank of 37 litres and an ideal range of over 700km on a full tank. (Part of the reason the Baleno RS is so quick is that it’s built on a lightweight platform – its weight is just 950kg.)

SAFETY

Maruti is offering the Baleno RS in a single variant and hence the car is loaded with top spec safety features as standard such as dual front airbags, ABS, EBD and ISOFIX child seat provision. Additionally, the Baleno RS comes with all-four discs for better stopping power. In terms of after sales, we all know that Maruti has a very renowned and wide network across the country. The NEXA channel is growing with each passing day and the ownership cost of the Baleno RS will definitely be the lowest compared to the other performance hatchbacks in this segment.

DRIVING

On the track, the Baleno Rs. feels much quicker than the regular Baleno. There is no turbolag and power is delivered quick… well, for a hatch in the mass market segment. The comparison can’t be with real performance cars and that is also the reason why Maruti isn’t offering a 0 to 100 kmph time for the Baleno Rs. But, getting to three-digit speeds is quick and on the long back straight in the circuit, I could reach 160 kmph or thereabouts before having to brake hard to take the fourth turn. Speaking of braking, the Rs. gets discs on all four wheels, and the brakes offer decent bite and consistent stopping force. The steering is typical hatchback style with not much feedback, though, putting the Rs. on the desired spot on tarmac isn’t so much a problem. However, the stock tyres we drove on weren’t that helpful at high speed cornering; they squealed and slipped quite a bit after a few lap

CONCLUSION

If you are looking for a quicker family hatchback, the Baleno RS won’t disappoint. With better acceleration, steering and brakes, the performance is an improvement over the standard petrol version. But this comes at a price. The Baleno RS commands a Rs 1.4 lakh premium over the standard petrol car and does not have any additional kit. Yes, along with the more powerful engine and rear disc brakes, you also get a stiffer chassis, improved steering and suspension. However, our sources tell us that all Balenos will get the stiffer chassis soon, anyway. That being the case, the Rs 1.4 lakh premium does seem like a lot. But performance has never come cheap. So, does the car do justice to its RS badge? Yes it’s quick, but out here on the F1 track it didn’t seem a quick hot hatch. Then again, this circuit has made many a sportscar look slow. Guess it’s time to put the Baleno back to back with the Abarth Punto and the Polo GT to find out.

VIRTUAL PHONE SYSTEMS FOR OFFICE PURPOSE

Setting up new branch offices and appointing new staffs to operate the business in a preferred location may not sound economical to small business entrepreneurs. Creating virtual offices is the ideal option in such a circumstance. You can stay in touch with your customers located cities apart at low cost with the aid of virtual office phone systems. These systems enable entrepreneurs to manage their offices from anywhere – even a car, home or hotel room – thus giving a high degree of physical independence.

State-of-the-art Phone Features

Virtual office phone systems are best suited for small businesses and medium businesses as they enable them to project a big business image. These phone systems are implemented through dedicated connections. Virtual PBX systems have many sophisticated features that are not found even in the latest business phone systems. The features include virtual receptionist, auto attendant, find me follow me call forwarding, call transfer, voicemail, fax mail and so on. The auto attendant system presents a menu of options such as dial by name directory, dial by extension, zero out to operator and group dialing to the callers. The sophisticated interface presented to the callers can make your business appear a flourishing one. You can even customize the auto attendant to greet the callers with their own professional greeting messages. One can receive local and toll free numbers for the desired locations from the virtual PBX service providers. The calls can be routed to the appropriate person’s mobile number or residence phone number, whatever has been provided in the phone number list, irrespective of the person’s present location. If nobody is there to attend the call, the callers will be diverted to a voicemail system, where they can leave their messages. Customers can receive their faxes in their email account using the fax mail.

Handy Phone System

Traditional PBX systems are expensive and require heavy equipments to be installed at the company premises. That is not the case with virtual office phone systems. These do not require any hardware or software to be installed at the user’s site. All the equipments are maintained at the service provider’s site itself. Moreover, these systems are scalable to a large extent; users need not worry about the additional equipments and phone lines needed while expanding their business, since all these are maintained at the provider’s location itself.

Tata Nexon Facelift Review

OVERVIEW ;

After taking a marathon test of Indian buyers, Tata Nexon has finally made its way in the country. First things first, the Nexon marks Tata’s entry into the highly lucrative sub 4-meter SUV segment, and it is the fourth product after Tiago, Hexa and Tigor to be based on the company’s IMPACT design philosophy. Tata Nexon had its world premiere in concept form at the 2014 Auto Expo, while the production version saw the daylight a couple of years later at the 2016 Auto Expo. It is being presented in both petrol and diesel fuel trims in five grades: XE, XM, XT, XZ+ and XZ+ Dual Tone. The sub-compact SUV debuts several new comfort features in the Indian market, while paramount importance has been given to the safety of the occupants as well. Tata Nexon gets 1.2L Revotron petrol and 1.5L Revotorq diesel engines with 108bhp power, making it the most powerful in the segment. For the time being, it is offered with a manual transmission only, while the AMT gearbox is scheduled for a later stage. Check Ex Showroom Price of  Nexon

EXTERIOR AND LOOKS ;

Smashing! The Tata Nexon is one car that has stayed true to its concept roots. Everything including the stance and overall design language can be related to the concept. In fact, a few people in and around Kochi asked us if this is a prototype car that we’re driving around. The Impact Design, as Tata likes to call it, has been working quite well with all of its recent launches like the Tiago, Tigor and Hexa. The black honeycomb grille is a nice element with a chrome outline to it, flanked by the tear drop projector headlamps. These lights have a LED strip that doubles up as a DRL. Unlike the Brezza’s units, these cannot be switched off. The air intake too is large and above it, pushed to the sides are eyebrow-shaped enclosures that house the fog lamps. The lower part of this nacelle is a white ceramic sash which does its job quite well in bringing your attention to the car.

Moving on to the side, the coupe-like roofline looks really cool. The ceramic sash used for the fog lamps too has been used here for the rising belt line. The wheel arches aren’t unusually flared but house 16-inch wheels as standard. Tata Motors‘ designers have used a bluish grey colour for the Elite i20-like floating roof. At the rear, the pinched lines create a harmonious effect to portray what will be one of the most attractive derrieres on any Indian car. The lower part of the bumper has a black diffuser, which is also shared with the Tiago and its derivatives.If only looks could sell, the Nexon will be a top seller. However, the Nexon doesn’t look like a true-blue SUV and instead feels like a hatchback on stilts. Remember the Vista D90 Xtreme concept?

INTERIOR AND COMFORT ;

The Nexon’s interior has three prominent layers. The upper portion is finished in dark grey plastic, and its quality is on par with its peers. The middle layer gets an aluminium finish, and it looks particularly upmarket. The thickness and solidity of this layer throughout the cabin makes you feel like you’re sitting inside a more premium car. The third and the lowermost layer is a plastic of greyish shade of beige. This plastic is hard to touch, and the fit and finish levels aren’t too high either. For instance, the glovebox requires more than one attempt to shut, and the fit on the lower portion of the doors is questionable, especially around the door pockets. These two are probably the only touch points where fit and finish feels compromised. Otherwise, Tata has managed to do a good job of ensuring satisfactory quality levels at contact points. Sitting atop the Nexon’s dashboard is a 6.5-inch Harman infotainment system that’s fixed to the dashboard. There’s simply no missing it. More importantly, it feels high quality and well thought out. The display is crisp and readable even under harsh sunlight. It’s only the camera display that is a bit grainy. However, that must have more to do with the output of the camera than the screen itself.

The user interface is friendly and easy to use as it gets hot spots at corners for quick access to functions like air con settings, audio source and the mega menu. The touchscreen isn’t the most intuitive, and there’s a slight delay every time you operate it. However, it doesn’t skip inputs much. It’s quicker to respond when you use the physical buttons and knobs, which Tata has thoughtfully placed well within reach to operate on the go.Tata intends to offer Apple CarPlay at launch, and the test cars we drove only featured Android Auto. The driver side instrument binnacle is simple in terms of design and gets a multi-info display unit between the speedometer and tachometer. You get two trip meters, average fuel efficiency display, distance to empty and the usual readouts there.The centre console extends from under the central AC vents and goes all the way to the rear. Apart from the automatic climate control knobs, it houses a USB and an AUX port and the Drive Select knob as well. It also gets a pair of cup holders that can be shut with a Tambour door, which is a roller shutter that you see on some of the higher-end cars. Visually, it leaves you impressed. However, the cubby holes are an ergonomic failure: it’s too deep and crammed to be used for keeping and taking out cups. Move further behind, and there’s the armrest that opens up a small glove box with enough space to keep your smartphone and your wallet. This should have ideally been the place for having USB and AUX sockets. The centre arm stretches all the way to the rear cabin and houses air con blowers for the rear passengers.

The Nexon’s cabin is so comfortable that it deserves a special mention. To make things clear up front, the Nexon is a car best suited for four. And when we say that, it doesn’t mean that the cabin is not spacious, just that the rear seats are designed such. So, while you get a bench at the rear, the seats are properly contoured buckets for two passengers. There’s a central armrest which folds up in case you wish to seat a third passenger. But you wouldn’t want to do that unless you’re doing short distances.Other than that, the Nexon’s cabin appears to be one of the most comfortable cabins in the sub-4m vehicle category. The steering is adjustable for rake, the driver’s seat is height adjustable and provides excellent lower back support. So, it’s easy to get into a good driving position. The bucket seats are big enough to accommodate people of varied shapes and sizes, and the extra under-thigh support just makes things more comfortable. The same goes for the rear seats too. Think of the two seats at the back as captain ones (yes, they’re so well defined in terms of their design), and you sit snug into them. The seat back angle is such that it is set into comfort mode by default. The regions around lumbar and under-thigh have been given more cushion in comparison to the other places, and the seats just feel made-to-order.

ENGINE AND PERFORMANCE ;

The Nexon will be offered with a new 1.5-litre, four-cylinder diesel engine and a 1.2-litre, three-cylinder petrol engine. Both engines come mated to class-first six-speed transmissions with power sent solely to the front wheels. Automated manual transmission (AMT)- equipped versions of the Nexon are under development and could be out by the year end.Tata’s new 1.5-litre direct injection turbo-diesel that also debuts on the Nexon puts out a healthy 110hp. A scaled-up, four-cylinder version of the Tiago’s 1.05-litre, three-cylinder diesel, the new engine fires easily with the first poke of the starter button. There is a bit of flutter at startup and some vibration is felt through the gear level but it settles down to a smooth idle. This motor is pretty refined even at higher revs and doesn’t make the same racket as the gravelly sounding 1.3 diesel in the Brezza.What’s immediately noticeable is how tractable the engine is; the Nexon pulls cleanly from as low as 1,400rpm. This tractability, due to the 260Nm of torque from 1,500rpm, makes driving in traffic quite easy and you don’t need to constantly downshift. Once you are past 2,000rpm, there’s a gentle wave of power and there’s no real spike like in the Brezza’s Fiat-sourced diesel. Post 4,000rpm, however, you hit a wall, and though the engine does rev to 4,500rpm, the drop in power at the top end is quite sudden.

Unlike the Brezza’s unit which pulls well past 5,000rpm, the Nexon’s 1.5 diesel feels quite laboured at high revs. In fact, the lack of top-end punch and an average mid-range leaves you wanting for more power, even with the drive mode in the most aggressive ‘Sport’ setting.The Nexon’s high kerb weight of 1,305kg (110kg more than the Brezza) also blunts its performance to a great extent, and overall, we felt the Nexon could do with more punch. In a quick reference test, not done to our test standards, the Nexon managed to do the 0-100 run in 13.75sec, which is slower than the Brezza, at 12.9sec.The Nexon’s three driving modes, Eco, City and Sport, each with their own power and torque figures, distinctly alter the performance characteristics and have an impact on fuel efficiency as well. Sport mode, quite obviously, is the nicest to use, especially when extracting every ounce of performance but in the normal or City mode, performance is good enough for relaxed driving. In Eco mode, the Nexon feels particularly strangled and is only to be used if you’re running out of fuel or have exceeded your fuel allowance.

RIDE AND HANDLING ;

The Tata Nexon comes with a dual path suspension and we must mention that it has been tuned very nicely. The suspension attacks potholes and bad roads with ease, without causing discomfort to passengers. The car remains pretty much stable even while going on broken patches at slightly higher speeds. The 16-inch tyres also have good grip levels. The steering is light at low speeds and weighs up nicely on the highways. It has decent feedback on offer and is pretty direct. Body roll isn’t much and I actually found the Nexon to be fun to drive. Braking power is good and ABS is standard across all variants.

SAFETY ;

The Nexon will come with a lot of standard safety equipment like dual airbags and ABS + EBD across the variants. It also gets ISOFIX hooks for child seats and height adjustable front seat belts.

CONCLUSSION ;

Well! The Nexon is the new generation product from Tata Motors which is quite refined and gets quality materials and plenty of new and exclusive features both inside and outside. It looks good and will attract everyone’s attention on the road. Rumors are that Tata Motors will price this new SUV quite aggressively as well. The Nexon gets both diesel and petrol engines under its hood which gives it an edge over its rival Vitara Brezza along with a 6-speed manual gearbox. Lastly for those who want a well built and premium quality interior with plenty of modern features and practicality can always opt for the Nexon