Category Archives: Auto

Tata Zest hatchback First Drive & Performance

Tata Zest Overview

Launched in 2014, the Tata Zest was the company’s first all new product under its Horizonext product strategy. It’s widely admired for its premium styling, class-leading features and competent engines. Designed with inputs from Tata’s design studios in Pune, Turin (Italy) and Coventry (UK), the compact sedan looks more premium than most Tata cars below Rs. 10 lakh. It gets new signature grille with the new ‘Humanity Line’, trapezoidal lower air dam, projector headlamps with chrome accents, ‘The Diamond DLO’ and ‘Slingshot Line’ on side profile and various other styling elements. For information on contact details of Tata car dealers in Hyderabad 

Check for Tata Zest On Road Price in Pune

The interior, too, looks a lot better than many of its rivals thanks to the material quality and features. The car offers best-in-class features such as Harman’s ConnectNext infotainment system with 5-inches touchscreen, reverser parking sensor display, voice commands etc. Powering the Zest is Tata’s self-developed 88.73bhp,1.2-litre MPFi turbocharged Revotron engine and the Fiat-sourced 1.3-litre, four-cylinder Quadrajet diesel motor. The latter one churns out 88.73bhp with 200Nm. Power is transmitted to the front-wheels via a 5-speed manual transmission and an F-Tronic AMT (automated manual transmission) gearbox.

Tata Zest Exterior

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

The Revotron gets LED daytime running lamps, while the diesel auto we had sported a chrome accent under the fog lamp. The hood now has a ‘power bump’, which helps the sporty intentions. From the front three-quarter, the shoulder lines are what grab your attention. Never before has Tata made a car this aggressive in the bodywork, and it is a pleasant change. The wheel arches are flared a little, and this time they are adequately filled out by the 15-inch alloy wheels shod with 185/60 tyres. The fenders don’t have indicators on them any more, they have been relocated to the mirrors, and the bottom of the window line gets a subtle chrome strip. The diesel gets a multispoke design reminiscent of the Manza’s wheels, and the petrol, a new eight-spoke layout. There is no diamond-cut finish here, and the Zest doesn’t really need it, either. As with any other sub-four metre sedan, at the rear is where the proportions are odd, but the Zest does a fair job of hiding the height of the rear by breaking it up into the bumper with a matt black lower section that mirrors the front bumper, a bootlid with a numberplate and a generous chrome strip above it that links the tail lamps and a subtle lip on the top of the boot lid. The tail lamps are horizontal and wrap around the car’s corners a fair bit. The top-spec variants we drove even had LEDs with light guides on the top, linked to turning the headlamps on. Overall, the Zest is a leap forward for Tata design, without making a clean break from the past. It is the right step forward and will definitely have heads turn, especially when they realise it is a Tata.

Tata Zest Interior

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

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

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

Tata Zest Performance

This is one area where Tata Motors claimed to have cracked revolutionary changes with its first in class 1.2 litre Turbocharged MPFi petrol engine. So what’s so special one would ask? To begin, the 1.2 litre petrol power plant features shift-on-fly technology which basically aims to provide three different driving modes comprising of Economy, City and Sport. In detail, the petrol variant comes loaded with an 1193cc engine on board that puts out a maximum power output of 89 bhp with 140 Nm of torque.

All of this basically translates to an impressive engine performance which is said to be extracted out of a modern water cooled turbocharger that aims to provide faster, flatter response along with better torque spread. Having said this, there is a bit of turbo lag especially lower down the revs, the presence of a 5 speed synchromesh gearbox catering to smooth shift indicates that the Zest is perfectly packaged and meant for Indian conditions. Its ride quality, we must say is at par with rest of the competition within its segment as going over potholes and broken roads isn’t really an issue. Throw it at corners and curves, the Zest will do its best in providing decent handling as per its ability. Having mentioned all three driving modes earlier, its Sport mode really tinkles the maximum power from the engine making it rev all the way to 5,500rpm where in the needle automatically changes its colour to red indicating ‘redline’. Just to highlight the petrol model runs on ‘City’ which is its default mode.

This is just not it, for the increasingly competitive and growing diesel compact car segment Tata Motors have come out with an automatic diesel option which is again a first for this category. Interested in knowing more, christened as F-Tronic AMT, Zest diesel caters to a 4 cylinder; turbo intercooled 1248cc diesel engine that gives out a maximum power output of 89 bhp with 200 Nm of torque. Featuring a 5 speed F-Tronic AMT with Shift Assist Manual, the manufacturer has tried to address driving comfort for an end consumer considering that automatics are a boon nowadays keeping our traffic conditions in mind. The diesel provides two modes for driving; normal and sport. In normal mode the sedan remains subdued and goes about taking its occupants swiftly to places while the sports is more torque heavy relating to better power for those swift getaways.

Tata Zest Rideing

The steering is now an electrically assisted unit, and Tata has taken care that it returns to the straight-ahead when the driver isn’t turning it. It works well, this system, and the steering assist at low speeds is very well tuned. It is accurate at speed, but doesn’t weigh up very much as speeds increase, but we’ll put off a final opinion about this until we get a chance to slingshot the Zest along our favourite set of corners. However, Tata’s claim about it not having vibration stands true: it is as refined as the petrol engine now. The brakes also are very confidence inspiring. Bite and progression are good, and outright power is good enough to let you brake late with full confidence. ABS, EBD and Corner Stability Control (what I gather to be an advanced form of EBD) are present on the top-spec variants. The suspension is the traditional layout of McPherson struts in the front, and twist-beam rear. However, to keep the plush Tata ride intact with the larger wheels, Tata has included a second rubber mount for the front suspension that helps the secondary ride. The traditional mounts are also different to work around this, so if you’re thinking of swapping your Zest front suspension for something else, it won’t be possible. However, this is a very interesting solution for the problem at hand – secondary ride, in case you didn’t know, is the shock absorption done by things other than the actual spring and damper. Usually it is the tyres and the suspension mounts (made of hard rubber) that do this job, which is generally at low speed, and the primary ride is taken care of by the spring and damper at speed, because that is when the tyre starts moving vertically over bumps. Goa’s roads are smooth and flowing, so we didn’t get to verify this fully on our short drive, but I can safely say that both in high- and low-speed ride, the Zest is a traditional Tata. As far as handling is concerned, it is a whole new Tata – it takes the fast with the slow equally well, giving an unexpected level of feedback and therefore driver involvement. Of course, the Zest isn’t at the top of the class in the driver involvement section, but that was never the expectation. Is it much improved compared to before? Definitely.

Tata Zest Safety

The Tata Zest uses a baked hardened steel in its construction. It gets front and side crumple zones along with protection bars for rear passengers. Safety equipment includes dual front airbags, ABS, EBD and Corner Stability Control (CSC). The Zest feels strong, the doors close with a reassuring thud and the thickness of metal is good too. However, the vehicle isn’t tested by Global NCAP yet and we can only comment on the safety of the vehicle after a crash test rating has been given to it. The company has crash tested the Tata Zest at its own facility and it meets Indian regulations.

Tata Zest Cost in Mumbai

Tata Zest Ex-Showroom Price in Mumbai ranges from 5,19,594/- (Zest Revotron 1.2T XE) to 8,55,936/- (Zest Quadrajet 1.3 XTA). Get best offers for Tata Zest from Tata Dealers in Mumbai. Check for Zest price in Mumbai at Carzprice

Tata Zest Bottomline

It must be said that Zest is probably Tata’s best and well coveted attempt to target most sort after compact sedan segment. It actually breaks away from what we Indians are used to seeing in Tata Motors product portfolio till date as this sedan brings forward the company’s latest design philosophy and engineering to conquer competition. In sheer performance, the petrol is the one that impresses the most while the availability of an automatic in diesel is definitely going to attract a great number of seekers. The attractive pricing at which the company has launched the Zest into the market, will surely pull a lot of customers towards it, especially when it comes to the first-in-segment diesel automatic variant.

 

Hyundai Grand i10 Performance & Test Drive

Hyundai Grand I10 Overview

Introduced in late 2013, the Hyundai Grand i10 is one of the top selling B-segment hatchbacks in the country. This is mainly because of the model’s well-built interior, generous equipment and efficient engines. The new 2017 Hyundai Grand i10 is now here and it is the mid-life update which makes sure the car is contemporary and offers the best feature list in its segment.The Grand i10 facelift competes with other mid-size hatchbacks including the Maruti Suzuki Swift, Ford Figo, Honda Brio and the Tata Bolt. For information on contact details of Hyundai car dealers in Hyderabad 

Check for Hyundai Grand i10 Price in Mumbai

Hyundai Grand I10 Exterior

Hyundai designs its cars brilliantly and the Grand i10 is no different. The Grand i10 follows Hyundai’s elegant Fluidic design language strictly. The car looks beautiful, elegant and premium than any other car in its segment. The Grand i10 matches the design of its bigger cousin Hyundai i20 closely but is more compact than i20. The Grand, as the company likes to call it, is focused on the youth of the country and it does not disappoint. The elegant-looking vehicle has sculptured bodylines, which makes the car very soothing to look at. The subtle crease, which starts just before the front door and connects to the tail lamps, makes the car elegant while the strong-shaped crease on the bottom of the front and rear doors makes the car look very aggressive. Following the Hyundai design language, Grand i10 gets sweeping headlamps, making the front fascia very strong. The fog lamps have been placed very conveniently in the especially-designed dams with black inserts to give it a manly look.

The Grand i10 also gets roof rails in the mid and top variants, which adds to the sporty look. The Grand i10 looks very sporty and the rear spoiler makes things even better. Premium as it can get, Hyundai also offers optional diamond-cut alloy wheels on the top-of-the-line Asta variant and Sportz(O) AT. The Magna and Sportz variants get full size wheel covers, while the base Era model gets just the steel rims. Hyundai has also made a point by equipping body coloured bumpers with all variants. The base model misses out on body-coloured door handles, tail gate and mirrors. Hyundai has made a lot of things exclusive to the top-end variants. The micro roof antenna does not come checked with the base Era model. The Sportz and Asta models get the chrome dipped outside door handles for a premium look. The waist-line moulding, which saves the car from a lot of scratches, is also missing out from the base Era, Magna and Sportz models. The sporty-looking roof rails come as standard only with the Sportz and Asta models. The premium-looking indicators on the outside rear view mirrors also come as standard only with the Sportz and Asta models. Hyundai has made the Grand i10 brilliant but a lot of things are yet missing on the lower variants. Since the car offers a lot on paper, many important features, like ABS and passenger airbag etc. take a back seat in case of the lower variants.

Hyundai Grand I10 Interior

At launch, the older Grand i10 was one of the most feature-rich cars in its segment and for the price. With time, however, these features were available in other cars and for much less. Hyundai though has clawed back some of its lost ground. The new Grand i10 comes with a 7-inch touch-screen infotainment system which has Apple CarPlay, Android Auto and MirrorLink. The system is easy to use and the only missing link there is an in-house navigation menu. However, this should be taken care of by the aforementioned apps. There is still 1GB of music storage within the system.

The steering wheel is new too and has a different pattern for the buttons with audio volumes to the left and others menus to the right. The buttons themselves are new too. The voice command option though will work only if you have connected your Android or Apple phone via USB. I would have preferred the simple idea that Maruti uses in the Baleno and other cars. Features that would have made the Grand an even better car will be height-adjustable seat belts, a centre armrest for the front seat occupants and a telescopic steering wheel. Other niceties that are carried over from the earlier car are a chilled glovebox, rear AC, automatic climate control, and power foldable and adjustable mirrors. The mirrors will also automatically close once you lock the car and unfold when unlocked. Neat! I however think that Hyundai should offer dual airbags as standard instead of just the driver airbag on all the models. Similarly ABS is available only on the top-spec Asta trims, which again in my opinion is a complete miss. If Hyundai could have gone the Maruti way by offering safety kit even as an option right from the base variants, it could have made much more sense.

Hyundai Grand I10 Gearbox

This new hatchback also gets a new power source; an all-new, 1.1-litre, three-cylinder diesel motor (codename: U2) which develops 70bhp. Now, diesel engines and three cylinders don’t really go well together, as both are inherently prone to vibration, so it’s no surprise that the Grand i10 flutters and vibrates softly at idle. This new engine may be essentially Hyundai’s 1.4 four-cylinder unit with a cylinder chopped off, but that creamy idle is gone.Counter-balancing shafts have been used to iron out the inherent imbalance of a three-cylinder configuration, so when you rev the engine, it smoothens out a bit. There is a hint of turbo lag, but after 1,500rpm, the motor pulls cleanly and with a fair amount of enthusiasm. Performance feels smooth and linear at best, but you truly miss that strong surge in the mid-range that is so typical of more powerful diesel motors. The top-end isn’t strong either, and the engine labours as you cross the 3,500rpm mark, so it’s best to upshift early. Refinement on the move, however, is pretty good. At low revs, the engine is never intrusive and it’s only when you near the redline that you can really tell it’s a diesel. It must be said that this motor lacks the punch needed to really make the Grand i10 fun to drive, but the new Hyundai does have the right gearing for city driving. The short gearing makes you feel at home in the city and coupled with short throws, navigating through the box isn’t tiresome. We also had a go in the petrol version of the Grand i10 with the manual gearbox (it’s also available with a four-speed automatic). It uses the same 1.2-litre ‘Kappa 2’ four-cylinder motor as the current i10, which is equipped with variable valve timing (VVT in Hyundai speak).And just like the i10, it feels fairly peppy to drive. It may lack the outright performance of cars like the Swift or the Brio but, the power delivery is smooth and there is adequate power throughout most of the rev-range. You get useable power from 1500rpm and this makes it comfortable to drive in the city. Also, a strong mid-range means you can easily cruise at a reasonable 100kph on the highway and still have some power left in reserve for a quick overtaking manoeuvre.

Hyundai Grand I10 Driving

The ride quality is pliant & the car handles bumps rather maturely. She’s a little out of her element when faced with quick directional changes, but make no mistake. She’ll pull through whatever you throw at her, just not in the most graceful manner, that’s all. The steering feedback sadly is still the typical Hyundai legacy affair & no matter how much time I spend behind the wheel, I still haven’t gotten used to it. The glaring lack of feedback is disappointing & takes away a lot from an otherwise solid city runabout package.

Hyundai Grand I10 Safety

The Hyundai Grand i10 features a driver-side airbag as standard across the range. On the top-of-the-line Asta variant which we have tested, safety features include dual front airbags, ABS, impact sensing door-unlock, rear defogger and rear parking sensors and camera.The Hyundai Grand i10, for the price, does not offer as many safety systems as the Ford Figo. The Figo, with 6 airbags, ABS and EBD trumps the Grand i10 in terms of safety.

Hyundai Grand I10 Cost in New Delhi

Hyundai Grand I10 Ex-Showroom Price in New Delhi ranges from 4,57,845/- (Grand i10 1.2 Era Petrol) to 7,36,778/- (Grand i10 1.2 Asta Diesel). Get best offers for Hyundai Grand I10 from Hyundai Dealers in New Delhi. Check for Grand i10 price in New Delhi at Carzprice

Hyundai Grand I10 Conclusion

Hyundai Grand i10 is a very affordable car and by all means is the best choice in its segment. The Grand i10 has a long list of features, which look very good and inviting on paper. The base model somehow misses out on few key things like ABS and passenger airbag. This mid-sized hatchback looks very pleasing to the eyes and comparatively looks better than most cars on the road. The Hyundai Grand i10 packs almost every feature needed in a car in a compact package. With the segment-first features, like the integrated memory, Hyundai has surely attracted many tech-savvy buyers towards the new model. The elegant-looking diamond-cut alloys make the car even more appealing. Important safety features, like the Anti-lock Braking System (ABS) and passenger front airbag, are missing in the standard list, and they come only as an option with higher variants. Hyundai has surely made a point on including all the features in the vehicle but not all are available with the Era or the Magna model. Even with the missing features, the Hyundai Grand i10 is a good choice in the segment and the sales figure of the car just puts concrete to our thoughts.

Mahindra Scorpio Performance & Price

Mahindra Scorpio Overview

Mahindra Scorpio was the first passenger vehicle to be introduced by the automaker and has made a lasting presence in the Indian utility market, ever since it first arrived in 2002. The SUV commands a strong demand in rural as well as urban markets and the Mahindra has consistently updated its highly popular offering with new features, more powerful engines and improved off-road capability. The Scorpio’s wide and lasting appeal as the authentic off-road SUV can be traced to its commanding and aggressive design, the powerful2.2 litre turbocharged mHawk engine that propels it ahead of others and true all-terrain capability with its tough body-on-chassis construction and shift-on-fly 4WD. Coupled with its elevated seating position, the Scorpio imparts that unique ‘King of the Road’ feeling to the driver. In its latest avatar, the new generation Scorpio is built on an all-new platform with Cushion Suspension and Anti-Roll Technologies. It comes with advanced technology features and exterior styling that’s more contemporary but reflects Scorpio’s signature aggression and muscularity. Always the trendsetter in technology, the Scorpio is India’s 1st mild hybrid SUV with Intelli-Hybrid technology. The Scorpio is also available with the frugal 2.5 litre turbocharged m2DICR diesel engine in the entry-level S2 variant. View Offers & Price on Scorpio in Mumbai at CarzPrice

 

Mahindra Scorpio Design

Like we already mentioned above the test mule of the facelifted SUV was spotted a couple of times and from the spy shots of the test mule, it is quite clear that the facelifted SUV will get all the changes mostly towards its front and rear profile.

The front profile of the SUV will feature a restyled bumper which might get some bigger air inlets to make it look premium and slightly more aggressive. Apart from the new bumper expect the facelifted SUV also to get a slightly redesigned grille as well. Many reports are saying that Mahindra might redo the headlamps, but we firmly believe that the daytime running lamps styling won’t change much. Apart from these changes to the front profile, there won’t be any changes made to the side profile of the SUV. However, we do expect it to get a new set of alloy wheels to enhance its exterior styling. Just like the front profile the rear profile of the SUV will also get some styling updates as well which might come in the form of slightly redesigned taillamps and rear bumper.

Mahindra Scorpio Cabin

Step inside the Scorpio facelift and there is hardly anything that an individual can relate with the previous model. The cabin seems to be extremely advanced and up-market, with an array of never-seen-before sophisticated and contemporary features. To begin with, the SUV has an all-new dual tone black and beige dashboard with new blue-grey interior scheme. The conventional and old-fashioned faux-wooden finish for AC vents and centre console have gone for a toss in favour of new chrome finished A/C vents and premium looking centre console and needless to say, both these upgrades lift the overall ambiance of the cabin tremendously. The new centre console displays all vital informations’ related to gear position, trip distance, fuel and temperature. There is a new steering wheel with audio controls and cruise control mounted on it which is being sourced directly from the elder sibling XUV 500. Vouching for decent comfort and convenience inside the cabin, viola! Mahindra Scorpio comes loaded with an array of such dynamic features which rejuvenates an individual inside out. Some of the prominent ones present in the SUV are Fully automatic temperature control (FATC), Height adjustable driver’s seat, Front centre arm rest, 12V accessory sockets for front and middle rows, Smart rain and light sensors and Reverse parking sensors. By no means, Mahindra intends to hurt the sentiments of music and technology lovers as it has incorporated a new Hi-Tech 6-inch touch screen infotainment system with inbuilt GPS

Navigation/Bluetooth/CD/DVD/USB/Aux in the top-end variant S10. However, the mid-level variants like S6, S6+ and S8 haven’t been left out as they consist of a 2 Din Audio System with CD/USB/AUX with speakers and tweeters as standard features. On the contrary, the entry-level variant S2 seems to be quite lacklustre and impotent as it barely boasts anything in terms of comfort and convenience stuff.

Mahindra Scorpio Performance

A key reason for the Scorpio’s success, right from the time it was first launched has been its strong engines. The 2.2-litre 118bhp mHawk is carried over from the previous car, has been further refined, mildly retuned and mated to a new gearbox (the same five-speed 5MT320 unit from the Xylo). Performance is even better than before and the new Scorpio lumbers past the 100kph mark from rest in 13.4 seconds, which is 1.4 seconds quicker than the previous model; pretty impressive for a 1.8-tonne vehicle. In-gear acceleration too is a shade quicker than before, especially in third and fourth gears.

But it’s not the outright performance, but rather the manner in which the engine delivers its power that is at the heart of the Scorpio’s appeal. The torqueymHawk motor is so responsive that it makes the heavy Scorpio feel light on its feet and faster than the VBOX numbers suggest. The engine pulls without fuss from as low as 1,500rpm and there’s a strong surge after 1,800rpm. The mid-range punch of this motor is superb and you feel there’s a surplus of power. Overtaking is effortless and the Scorpio can be wafted past slow-moving vehicles quite easily. It’s not an engine that likes to be revved though and it’s best to shift up before 4,000rpm to land back in the meat of the powerband.

The engine is amazingly refined as well and at cruising speeds it’s impossible to tell it’s a diesel. The new gearbox is better than before but still feels quite notchy and the clutch could have been more progressive and lighter.

Mahindra Scorpio Driving

With a completely reformed suspension setup, the ride and dynamics of the vehicle has gone up by several notches. Its potential to take uneven roads and potholes has also increased. The new dampeners come into effect when the vehicle goes through a rough patch and insulates the cabin from the entire disturbance. The difference in stability is also clearly evident.While taking corners at speeds of up to 100kmph, there is no body roll. It is only at higher triple digit speeds where one can feel an oversteer. To make night driving safer, there are static cornering lamps positioned behind the projector lights. These lights glow during taking turns thus illuminating critical points at night. They are very useful during pitch dark driving conditions. One thing that has changed is its straight line handling. The earlier version felt bouncy at higher speeds. Not that it has completely come down but has noticeably improved.In fact, we managed to drive it on great lengths of bad roads. The new suspension setup swallowed whatever we threw at it. The gear shifts were little sticky but nonetheless it still impressed us with its safe insulation. Even the in-cabin noise insulation is simply fantastic. The 2WD impressed us immensely. For information on contact details of Mahindra car dealers in

Mahindra Scorpio Safety

The outgoing Scorpio did feature a longlist of comfort features such as rain sensingwipers, auto lights, tyre pressure monitor,parking sensor, start-stop technology andmore. The new Scorpio carries forwardthese features as well. Safety features likedual-airbags and ABS will continue tobe offered, a new Panic Brake Indicationhas also been included. All the additionsand modifications will add to the pricebut we still think Mahindra will price itcompetitively. The number of variants hasincreased too, allowing buyers to choosethe model that suits them best.

Mahindra Scorpio Price

Mahindra Scorpio Ex-Showroom Price in Hyderabad ranges from 9,27,456/- (Scorpio Getaway 2WD) to 16,27,842/- (Scorpio S11 4WD). Get best offers for Mahindra Scorpio from Mahindra Dealers in Hyderabad. Check for Scorpio price in Hyderabad

Mahindra Scorpio Conclussion

The Mahindra Scorpio is a great value for money. Honestly this would be my pick over their own XUV5oo as the Scorpio is more true to its roots to being a SUV rather than just looks like the XUV. The New Generation Mahindra Scorpio is not just next level in terms of design but also in terms of features and equipment. Let’s see if it still holds its on as new SUV’s keep entering the market.

Nissan Sunny Performance & Price

Nissan Sunny Overview

The small car segment in India has continuously been explored and re-explored by manufacturers in the pursuit of having the correct ingredients in their car. While some car makers have found them, others haven’t. But it is the entry level sedan segment that is still to be exploited to its full potential. Nissan has now brought its internationally launched Versa under the Sunny tag to India, in an attempt to make a breakthrough in the segment. Although there are only five cars in the segment, each one has a USP of its own, making it very difficult for a buyer to make his choice. While the Suzuki Swift Dzire is the class leader offering great mileage and a peppy drive with great after sales service, Toyota offers refinement and comfort with its Etios. And let’s not forget the sleekly styled Tata Manza and the highly affordable Mahindra Verito. The question is what does the Sunny have to offer? Is it the segment shaker Nissan wishes it to be? View Price & Offers on Sunny in Pune at CarzPrice

Nissan Sunny Design & Style

The facelifted Nissan Sunny can be instantly recognized by its bolder front end. The bulbous headlights are replaced with larger Boomerang shaped units. The wide Nissan front grille now comes as standard across most of the Nissan sedans and it gets a dash of chrome to liven up things at the front end, you will also find the redesigned front bumpers which further add to the glamor quotient of the sedan.

Now walk towards the side profile of the sedan and you will notice that Nissan has replaced the old ORVMs with new sleeker ones while the front apron now boasts of a more sporty and dynamic design. The top end variant gets a new 15 inch 12 spoke alloy wheels which definitely adds to the styling of the sedan furthermore. The rear too gets a chrome trunk highlight on the top end variant while the other variants gets a black Slitter which makes the humongous boot look good. The Nissan Sunny is known for its generous proportions and class-leading cabin space. The new model continues to build on its qualities by creating a more stronger and contemporary look. The numerous aero-upgrades have helped achieve a very low coefficient of drag, this also aid’s fuel economy.

Nissan Sunny Cabin & Comfort

This rather cheeky marketing campaign has been quite successful in highlighting its best features- cabin space. The Sunny is extremely spacious on the inside; it almost feels like you’re sitting in a purposefully built long wheelbase model. The 2015 Nissan Sunny offers generous space for five adults and room to spare for their luggage. The car is more refined and Nissan has upped the level of comfort. The dashboard looks and feels premium although, the basic layout has been retained even in this updated version as well however you get an all new Piano Black center console which has made things look interesting inside although the most noticeable change is the addition of new steering wheel (the top end variant gets new leather wrapped steering wheel) which comes with audio mounted controls Yes! My friends the Sunny now has its own steering wheel and no longer shares its steering wheel with the hatch Micra. The on-board 2 DIN Wide-display Audio System entertainment system supports USB and iPod and also comes with Bluetooth connectivity. The top end version gets a display screen for the reversing camera. Now coming to the most important part of the Sunny and this is the reason of its popularity in the Indian market, the facelift Sunny continues to provide the same spacious interiors for its occupants inside like its predecessor in addition to that now the Nissan Sunny comes with a refreshed and premium looking cabin. The new seats fabrics have made things even more interesting. You can also get rear adjustable headrests and leather upholstery with the top end variants. The Sunny provides an impressive 490 litres of boot space at the rear which is also a big advantage for this sedan.

Nissan Sunny Engine & Gearbox

The Sunny sports an all-new 1.5-litre gasoline unit putting out 99PS at 6000rpm and producing 134Nm of torque at 4000rpm. The engine is not just exceptionally smooth in delivering power, but also quite peppy and makes the car fun to drive. The initial zest and thrust of the engine however doesn’t continue for long and over 3000rpm it seems to run out of breath. The displacement-power ratio is in accordance with what is expected of a 1.5-litre powerplant but the car fails to be a mile muncher and is not really something that one would call fast, but then again, in this segment it doesn’t even need to be. Although the engine is remarkably refined, it lags behind in terms of performance. Cabin noise has been kept to a bare minimum and you really have to strain your ears to get any kind of audible hint that the motor is running. As much as we enjoyed the well-tuned engine, the five-speed manual gearbox was a major disappointment in our test car. The ‘box was not just notchy, but also imprecise to the extent that we had to work a wee bit harder in order to slot the car in the desired gear

Performance isn’t really the most important attribute for a car in this segment but as mentioned before this is one place where the Nissan Sunny will mildly disappoint those looking for a little spunk in their drive. In our instrumented tests the Sunny accelerated to 100km/h from standstill in 14.84 seconds which is more or less o par with all its competitors. Keep that right pedal pressed and the Sunny feels stressed as it lumbers on to its 164km/h top speed. While all that may be decent, where this Nissan lacks is in mid-range grunt – throttle up from 60km/h in fifth gear and you’ll take 26.73 seconds to get up to 100km/h. The Sunny’s front discs and rear drums are top notch but although the car can be brought to a standstill from 100km/h in 3.5 seconds, unfortunately the brakes of the test car felt much less responsive. However, what this segment needs and as is the most important factor punters look out for is fuel efficiency and here Nissan can hold its head high. This is one Sunny spot which can be taken to the hilt with the car dishing out 12.6kmpl in our in-town tests and 14kmpl on the highway. Many petrol hatchbacks deliver this sort of fuel efficiency so while the hotshot leaden-footed drivers need not apply here, the please-all non-intimidating type can always be rewarded with a balanced blend of performance and fuel efficiency from this Nissan.

Nissan Sunny Ride & Handling

This is clearly a car for the laid back rear seats. But the well performing petrol and diesel engines request to be driven at least sometimes. Now you can not push this car along corners, because even though the steering is precise and has a light feel yet adequate feedback, the long body make the car fishtail. The suspension is soft and very well made for our Indian roads. No matter how may the ditch or undulations this car seems to dampen them very well. There is no shock or effect that filters through the seats. The NVH levels are also very low. These are clearly features of something you would find in cars way above 15 lakhs. For information on contact details of Nissan car dealers in Chennai

Nissan Sunny Braking & Safety

One area where the Sunny scores is its fuel efficiency. The light weight and moderately powerful engines mean that the Sunny is not particularly thirsty. Nissan India claims the diesel Sunny manages 22 km/l in test conditions and the petrol CVT is close to 18 km/l. Of course, real world figures are lower, but oour experience has been that the Sunny really is among the most fuel efficient mid-size sedans in the country.

Nissan Sunny Price

Nissan Sunny Ex-Showroom Price in Hyderabad ranges from 6,97,988/- (Sunny XE Petrol) to 9,50,497/- (Sunny XV Diesel). Get best offers for Nissan Sunny from Nissan Dealers in Hyderabad. Check for Sunny price in HYderabad

Nissan Sunny Conclussion

There is no doubt in the fact that the Nissan Sunny facelift has definitely improved a lot in terms of its appearance while its upgraded interiors provides a much more premium feel inside. The diesel engine now returns an impressive fuel efficiency which will definitely attract lot of attention. Overall if you are looking for a spacious cabin with quality interiors and are not at all worried about the performance bit of your sedan then the Nissan Sunny won’t disappoint you at all.

Renault Captur Review & Test Drive

Renault Captur Overview

India is closely following the global trend of moving toward SUVs. Nobody knows that better than Renault, who has been fairly successful with the Duster. The Duster came at the right time for the French manufacturer and was unrivalled for a long time. There was just one major flaw with the Duster, it just didn’t feel premium at all. The interior quality was very average and didn’t justify the asking price. The Duster further lost the gloss once Hyundai launched the Creta and even though the Creta was more expensive it still found a lot more homes. Now, Renault wants to get back in the SUV game with the Captur, a Duster-platform SUV which Renault claims is more upmarket. View Offers & Price on Captur in Chennai at CarzPrice

 

 

Renault Captur Exteriors

This car looks stylish. It is a head turner for sure and Renault has successfully hidden any signs of the Duster platform here. While there are many talking points, special mention must be made of the dynamic turn indicators, which are a copy of Audi’s dynamic LED turn indicators. They look cool even on the bulky Captur. The front-end also gets nice C-shaped fog lamps and a heavily sculpted bumper. The huge grille and sweeping lamps with multiple elements in them look cool as well. The side profile is rather simple compared to the front but the back end again with its stylish lamps looks like nothing else on the road. This SUV looks distinct from anything else on the road.

Renault Captur Interiors

Creta has black and beige interiors. There is a 7-inch touchscreen system with Android Auto, Apple CarPlay and a large touchscreen infotainment system. There is navigation and even reverse camera, while there are four speakers and two tweeters also on offer. Dual airbags and ABS are a standard feature. Top-of-the-line variant gets leather upholstery too. Creta has spacious interiors, but these are similar to the Duster in space. The boot is about 400 litres, which is just fine for a vehicle of this size.Then Captur should have all black interiors. The dashboard layout is all new. The design is neat. A new steering wheel with audio and cruise control, push start and stop, touchscreen with navigation, reverse camera are the features. We reckon dual airbags and ABS will be standard too. Captur will have equally good space like the Creta. There won’t be much of a difference in the two. Boot space should be bigger on the Renault SUV

Renault Captur Specifications

1.6-litre petrol, 1.4-litre diesel and 1.6-litre diesel will be offered on the Creta. These are offered with six-speed manual and the bigger engines have six-speed automatic too. The NVH level are one of its strongest point. Power is good in the 1.6-litre engine and there is more than sufficient torque overtake with ease. At the same time, the Creta has a soft clutch and easy shifting gearbox. The automatic also has good enough performance too.Now as we haven’t driven the Captur, it is a tad early to state anything on it. The Captur will come with a 1.6-litre petrol engine and a 1.5-litre diesel engine. This will be the same engines on the Duster too. The Petrol one shall churn about 103bhp of power and will come mated to an option of either five-speed manual or CVT. At the same time, the diesel will churn 108bhp of power and will made available with six-speed manual or AMT options. The Creta is front wheel drive, but the Captur will come with AWD option mostly. This will be only on higher variants itself.

Renault Captur Ride and handling

The Captur handles rough roads with complete aplomb. It simply annihilates all road surfaces with authority. Rumble strips, patched up roads, potholes simply don’t seem to bother this car in the least.The steering could do with a little more feel though. It’s light enough for town travel and decent for highway but can’t be called a true keen drivers car. Grip levels from the tyres are good though and there is limited body roll when pushing it into corners.

Renault Captur Safety & Service

The Renault Captur will get dual front airbags along with ABS and EBD. The SUV also gets Brake Assist. Renault’s sales and service network in India is limited in reach and the company still has a long way to go when compared to some of its immediate rivals. However, the French automaker is progressively increasing its dealership reach in the country.

Renault Captur Price In Mumbai

Renault Captur Ex-Showroom Price in Mumbai ranges from 9,99,999/- (Captur RXE Petrol) to 14,14,699/- (Captur Platine Diesel). Get best offers for Renault Captur from Renault Dealers in Mumbai

Renault Captur Verdict

With the Duster having had a very successful start to Renault’s campaign in India, it was about time that the French manufacturer brought a more upmarket SUV. The Captur strikes the right cords with some sporty styling and a good number of features while delivering on the performance and dynamics front. It does have some dark bits like reduced cabin space (compared to Duster) and average plastic quality which could have been better since Renault is marketing the Captur as a premium SUV. We reckon that it will boil down to pricing and if Renault can get the price spot on, the Captur is set to be another success story.

Honda Jazz Hatchback Overview

Honda Jazz Price & Offers in Bangalore

Honda Jazz Overview

Honda’s reborn Jazz gets several updates, including design changes on the outside and a spruced-up cabin stuffed with equipments for making it snugger. Despite underpinning a new platform and embodying various styling changes, the Jazz is evidently reminiscent of the older one, which implies that the basic silhouette of the premium hatchback remains unchanged. Though, quite contrary to it, Jazz’s version still has a lot on offing, which was missing earlier and keeps your interest alive in it. One of the most prominent changes made to the nose is the front grille that meets seamlessly with the headlights, thus making it appear like a single unit. Also, the strong beltline stretched until the tail lights accentuates the side profile and renders the much-required assertiveness to the hatchback. The cabin offers generous space. That said, it is undoubtedly one of the most spacious hatchbacks in the B segment, offering ample leg room, head space and shoulder space even to the passengers sitting at the rear. A host of features have been embedded inside, totally complementing the large cabin space and hence upping the practicality of the cabin.Check for Jazz On Road Price in Pune at CarzPrice

Honda Jazz Exterior

The Honda Jazz has a strong design identity of its own and thus all three generations of this hatchback show an evolutionary direction. One might be tempted to call this car a compact MPV as certain angles does make it look like a shrunk down MPV. There are certainly some nice design elements which make the Jazz look premium like the headlights which are similar to the City (they are single barrel while the City gets dual barrel), they merge into the grille that gets a piano black finishing and a chrome line below. Honda’s angular design does make the Jazz look attractive at the front while at the side, the Jazz come across as big which is largely due to the glass area, the vehicle getting both front and rear quarter-glass for added green house.

The B and C pillars are blackened which will certainly look good on light colours like white while a strong belt line runs from the door, merging with the rear tail light at the top and flowing through the rear bumper on the bottom. The tyres look small on the car and bigger wheels (at least on the top spec trims) would have made the car look more balanced. The rear is nicely done with reflectors right next to the windscreen while a large chrome bar is right below, featuring the Honda logo. The reflector and rear LED tail lights together make the rear portion look a bit like the Volvo V40. There is also a rear spoiler (the VX trim gets a bigger one) with stop lamp while the bumper has a black rectangle mesh finish on either side to reduce the visual bulk. Just like all other Hondas, the design of the Jazz isn’t outright exciting or eye catchy but it does have subtle appeal.

Honda Jazz Interior

The interiors of the Honda Jazz 2017 are derived from the Honda City. The higher variants get a complete black interior while the other variants have a black and beige combination. The Honda Jazz 2016 has a similar steering wheel, dash board and even a similar instrument cluster. This is a three dial cluster that even shows driver information system like Trip, Distance to empty, mileage etc. The top variant of the Honda Jazz 2016 gets features like integrated music system with AVN, navigation, bluetooth connectivity and reverse parking camera, steering mounted controls, airbags and ABS. The unique feature offered on higher variants of the Jazz called as Magic seats and these can be folded in multiple ways.

 

The space that the Honda Jazz 2016 offers in one of the best in its segment. The interior space on the new Jazz has been increased by 139 litres compared to the previous one. The space in the front row is sufficient and the seats are comfortable. Then there are adjustable head rests that make seating a lot more comfortable. Even the rear row has comfortable seating for three large adults, which isn’t a very common thing. The Honda Jazz 2016 is a lot flexible and even the boot size at 354 litres is larger than most of the compact sedans too.

Honda Jazz Engine & Performance

Honda is offering the Jazz with both petrol and diesel engines. The 1.2-litre petrol motor is the same unit that powered the old Jazz and does duty on the Brio and Amaze. It outputs 90 PS and 110 Nm, being paired to either a 5-speed manual or a 7-step CVT. Mid-range performance is the best and one does have to rev the motor a lot to get going quickly as the bottom-end isn’t strong. Performance post 4000 RPM is exciting as some enthusiasm is shown by the motor but that also gets amplified by the increase in engine sound, the i-VTEC mill getting quite loud. 100 km/hr comes up in third while doing the ton in top gear results in the engine spinning at just under 3500 RPM. The Jazz is positioned as a spacious car so chances of having more people in the vehicle can’t be ruled out and when there are more passengers on board, one really needs to wring out every juice from the mill to get going quickly, this 1.2-litre powerplant is just about adequate for the Jazz and Honda has no plans to offer the car with the City’s praise worthy 1.5-litre mill, due to higher excise duty it attracts.

The manual gearbox on the petrol Honda Jazz offers smooth shifts while the CVT comes with steering mounted paddles, a segment first feature. One does enjoy using the paddles to shift gears but the motor lacks punch to scorch the tarmac. Then there is the rubber band effect which is a given with a CVT unit, the Jazz suffers the same fate, thus the revs rise for no reason as the car still doesn’t get going as quickly as the tachometer would suggest. There is a Sport mode too and the Jazz automatic gets a gear position indicator in the tachometer pod. Upshifts happen at 6000 RPM (the manual Jazz redlines close to 7000 RPM) while downshifts don’t happen immediately even after you prod the big pedal for some thrust (in Sport mode). NVH levels are good but in CVT form, the added revs are heard loud and clear while the petrol motor is audible at high revs although the engine is silent at idle. The ARAI fuel economy numbers are 18.7 km/l for the manual and 19 km/l for the CVT.

The big news is, Honda has equipped the Jazz with a 1.5-litre diesel engine that belts out 100 PS and 200 Nm. The motor gets the same tune as the City as it’s not limited to 140 km/hr and comes paired to a 6-speed gearbox. NVH levels are good but only at idle because as you mash the throttle, the diesel clatter becomes very audible inside the cabin. The oil burner is almost lag free, has good low-end punch and redlines early at around 4100 RPM. Honda says it has widened the gear ratios over the City for better acceleration and higher fuel efficiency, on the latter front, the Jazz becomes the second most frugal car in India, returning an ARAI certified 27.3 km/l. The diesel Jazz certainly feels fun to drive as it doesn’t feel underpowered like the petrol model while the good low-end poke and strong mid-range makes it quick off the line. The car reaches 100 km/hr in third gear while at the same speed in top gear, it ticks the tacho at just under 2000 RPM. The diesel Jazz certainly feels more refined than the City while the 6-speed gearbox also offers smoother shifts.

Honda Jazz Performance and Handling

The ride quality of Honda Jazz 20167 is good and is also an improvement over earlier Hondas. It does a good job of absorbing the bumps. The Michelin Energy Saving tyres help to increase the fuel efficiency of the Honda Jazz 2016, however, they aren’t that sticky on the road. The handling of the Jazz is good. This along with the peppiness of the diesel, is a great combination. The steering feedback is excellent and it weighs up well. This is indeed one of the much better electronic power steerings in the market.

Honda Jazz Braking and Safety

Disc brakes at the front and drum brakes at the rear have been fitted to provide the stopping power. Anti-lock braking system, along with electronic brake force distribution, has been set up in the Jazz S CVT and diesel trims only. Dual front airbags are available in the SV trim and the others placed above it. Among the secondary safety features, central locking, driver seat belt and key reminder have also been put in place to perform their respective duties.

Honda Jazz Price

Honda Jazz Ex-Showroom Price in India ranges from 5,87,533/- (Jazz E MT Petrol) to 9,17,803/- (Jazz VX MT Diesel). Get best offers for Honda Jazz from Honda Dealers in India

Honda Jazz Verdict

The Honda Jazz is a top selling car in Japan but can it beat its rivals in India? Well, that seems unlikely as Honda has priced the car at a premium. This Honda hatchback is big on space and offers flexible storage too, it doesn’t feel like a hatchback from the inside which is a big plus for the Jazz. Till now, no car has been able to give the Hyundai Elite i20 a run for its money but the Honda Jazz is the vehicle which comes closest to do so because it is a genuinely good premium hatchback which has a lot going for it.

 

Volkswagen Ameo Price & Gearbox

OVERVIEW ;

As Indians we have a lot of unique things about us. Be it our food habits, culture or diversity across the nation to name a few. Unsurprisingly, our car market is pretty unique too and the biggest example of this are the sub 4-metre sedans on our roads. The status symbol that a sedan is, we prefer a three-box saloon even if it isn’t as spacious as an equally priced hatchback! Now that’s something that isn’t going to change for a while – perhaps why Volkswagen decided to develop a car specifically for the Indian car market, the Ameo. Check for Ameo price in Mumbai

It’s exactly a year since Volkswagen confirmed plans of launching a sub 4-metre sedan developed specially for India, and we got to see the car first a day prior to the 2016 Auto Expo. And then came the pricing, along with the elaborate feature list which we’re sure has got other players thinking. We’ve finally spent a day driving the car, so here’s what it feels like in reality.

EXTERIORS ;

The Ameo carries forward the timeless design language of Volkswagen successfully. The vehicle resembles the Polo and Vento from the front while the side (up to the C-pillar) will remind you of the Polo although changes have been made to the front fenders. The boot has been neatly integrated but the requirement of tucking under 4-metres in length does make the car look a bit awkward from certain angles. Still, this is one of the better looking compact sedans and the boot job doesn’t look like an after-thought. The only way to identify the diesel version from the petrol is the TDI badging on the boot. Find best offers on Ameo

INTERIORS ;

On the inside, the Ameo is offering high quality interiors. The fit and finish on the inside is good and even the look and feel of the materials. The cabin feels a bit outdated in design. In terms of features, it gets most of it. There is a touchscreen system, reverse parking camera, Apple Car Play and a lot more features. Dual airbags and ABS is a standard feature across all variants.

The front seats are large and comfortable too. The second row gets tight on knee room and this is a drawback considering most of the competition. Tall people might not be very comfortable at the rear. For this reason, the Ameo is a good option to buy for those who drive themselves. There is a rear AC vent in the Ameo and a bottle holder as well. The boot isn’t the largest, but the rear seats fold and this is a unique feature for a compact sedan.

ENGINE AND PERFORMANCE ;

After the disappointment of VW’s anaemic 1.2 MPI petrol engine in the Ameo, we knew it could only be uphill from there. But this latest version of the 1.5 TDI diesel is just plain impressive. Sure, it’s a little noisy at start-up and at higher revs, but the car is quite well insulated and it’s something you can get used to. With 110hp and 250Nm, it’s a wee bit more powerful than the old version of this motor, thanks to a new, larger turbocharger. There’s no way to do an ‘apples to apples’ comparison with the old motor just yet, but we can tell you that in the Ameo, the new one feels supremely punchy and powerful.

Release the slightly firm clutch pedal in the five-speed manual Ameo TDI and it will jump off the line eagerly, the short first gear prompting you flick the light gear lever down into second shortly after. There is a noticeable surge of power at around 2000rpm but there on, there’s seemingly no let up right till 5000rpm. And since the powerband is relatively short even by diesel standards, you charge through it rather quickly. It’s even got a decent top end. And, because the gear ratios have been smartly chosen, there’s little in the way of perceptible lag too.

In fact, it’s when you drive the DSG automatic that you’ll feel the lag a bit more. Because it’s been designed to slur its way through the lower gears for a smoother take-off, you feel more of that sub-1,800rpm sluggishness from the motor. There is, of course, less of this when you tap the lever down to Sport mode and you can eliminate it altogether by selecting gears manually (again via the lever; there are no paddles), but ultimately, it’s the manual that is more fun to drive.

The DSG is superb at being an automatic though. It’s smooth, clever and quick and makes matters so much more convenient in traffic. It’s hugely better than the AMT gearboxes you get in the Maruti Dzire and Tata Zest, but that does come at a premium.

RIDE AND HANDLING ;

Don’t let the sporty looking flat-bottom steering wheel fool you. The Ameo is a compact sedan, after all, and it handles exactly like it’s supposed to. Like all other cars in its class, the Ameo’s suspension set up has been oriented towards comfort. That said, it has got the second best balance between ride and handling, after the Honda Amaze. The steering on the Ameo feels vague around the straight-ahead position and is slow to turn in. It’s initially light but becomes gradually heavier as more lock is applied. All in all, it lacks the consistency in feel that’s to be found in rivals like the Ford Figo Aspire.

The production-spec Ameo rides on 15-inch wheels as opposed to the bigger 16-inchers seen on the show car at the Auto Expo. Nevertheless, the Ameo’s ride quality is quite good – we sampled it across both pothole-ridden city streets and wide open tarmac on the highway. It deals with undulated surfaces rather well despite transmitting some sharp bumps from on the road into the cabin. So what’s not to like in terms of dynamics? Well, the Ameo, like all other compact sedans, has that inherent floatiness to its high speed ride. One has to make constant steering corrections to keep the thing true to its line.

CONCLUSSION ;

The Ameo TDI’s ride quality is very similar to the petrol version and the Polo’s. The car remains planted and settled even at high speeds. This is the compact sedan you’ll feel confident in while doing over 160kmph. The Ameo does feel like it crashes into pot holes, we faced quite a few on Mumbai’s roads it being the post-monsoon season, but the car still stays the line.

VW has gone for a couple of basic safety features, so, ABS and dual airbags are standard across variants. The DSG variants get ESP and hill hold control too. Some of the top-end variants of the Ameo TDI also get a few segment first features, including cruise control, rain-sensing wipers and static cornering lights. There are three trim levels for the manual and two for the automatic transmission versions. The Ameo TDI is the most impressive diesel compact sedan out there now.

Honda Amaze Hatchback Overview

OVERVIEW ;

Honda is dedicating a lot of its resources to ensuring that the i-DTEC powerplant is heavily localised in order to keep the price competitive and to make sure the demand is met. It also makes a lofty promise, claiming this to be the most fuel-efficient engine in the country with a 25.8kpl Indian Driving Cycle rating, despite also being the most powerful in its class.

The Amaze is less than four metres long, its petrol engine displaces less than 1200cc and its diesel less than 1500cc, so it qualifies for the government’s excise benefit on small cars. There are lots of other small but significant features on the car that are a direct result of feedback from Indian customers too, so Honda does seem to have done its home-work. Priced from Rs 4.99 lakh (ex-showroom, Delhi) for the petrol and Rs 5.97 lakh for the all-too-important diesel, it is very competitive. There is definitely a lot riding on this car, so let’s see how well it fares on the road. Check for Amaze price in Hyderabad

EXTERIORS

The New Amaze is not a major facelift. The front grille gets a thick chrome slat. gets The headlamps are also new, which are borrowed from the Mobilio. A new bumper also finds its way here. It remains the same from the side though. The only differentiation is the new set of alloy wheels and some tweaks to the ORVMs. The rear of the Honda Amaze now looks a lot more smart with the new chrome strip running across between the new tail lamps. The rear bumper is also new.

The antenna of the Honda Amaze facelift has been changed too and it is the new magnetic one. The tyre size on the Amaze facelift remains the same with 14-inch tyres (175/65/R14) and for the top variants it is 185/60/R15, with alloy wheels.

INTERIORS

The changes thus though not extensive, do give the car a fresher appearance. It’s the changes to the insides that impressed me the most though. This is the area where owners would spend the maximum time and Honda has reworked the cabin well to offer a better in-car experience. The highlight is the new dashboard, which looks more appealing with its two-tone beige and black appearance. Fit-finish levels are high as expected from Honda, and the cabin exudes a more premium feel. On the whole, the new dash looks nice with its thoughtfully executed, clutter-free layout. I wish the infotainment system screen was bigger and colourful instead of monochrome though. The Amaze also gets Bluetooth connectivity now, apart from the AUX and USB. It gets automatic climate control too, with a large display for the air-conditioning unit.

The steering wheel is the same, but its rim uses a thicker, better feeling material which makes it chunkier to hold. The revised clocks look better too, which means the cockpit is a better feeling place now. The Amaze also gets redesigned door trims which give it a more upmarket feel, and do a good job of it. These interiors are the same as the upcoming BR-V, and work well in offering a more

ENGINE AND PERFORMANCE ;

Powering the updated Amaze are the same set of engines as before. The diesel is powered by the 4-cylinder, 1.5-litre i-DTEC which produces 100 PS of power at 3600 RPM and 200 Nm torque at 1750 RPM. This motor fares quite well in terms of performance and fuel efficiency but was known to be noisy when compared to the competition. Honda claims they have improved upon the NVH levels with better insulation. This oil burner performs very well in the low and mid range of the rev band which makes it quite practical in most driving situations. Power fades off as you go to the higher end of the rev band. This engine comes mated to a 5-speed manual transmission which offers decent shifts but isn’t the smoothest shifting box in the segment.

Under the hood of the petrol version is a 1.2-litre, i-VTEC engine producing 88 PS at 6000 RPM and 109 Nm at 4500 RPM. This comes mated to a 5-speed manual gearbox. Honda is known for gasoline powertrains and this i-VTEC is quite rev happy and performs very well in the mid and high end of the rev meter. Low end grunt is average as with most petrol engines. This engine loves to be revved and pulls quite cleanly once you give it the beans.

Previously Honda was offering the Amaze with a 5-speed automatic transmission but the Japanese manufacturer has done away with this and has now slotted in a CVT transmission. This makes more sense as the CVT has infinite number of gear ratios making it more practical in most driving situations. We had a short spin in the CVT variant and it was quite easy navigating through peak hour Delhi traffic. However, it gets too noisy as you go higher up the rev band and progress isn’t brisk as you would get in a manual. The CVT version is more fuel efficient than its manual counterpart and produces 90 PS at 6000 RPM and 110 Nm torque at 4800 RPM.

DRIVING DYNAMICS ;

The ride quality in the Amaze is just about right. There is a bit of body roll, but the suspension is overall tuned to handle city roads. Compared to the Brio, though similar, the suspension set up at the front and the rear have been tweaked in the Amaze to handle the increased weight.

We can’t expect this entry-sedan to compete with the likes of its bigger sibling – the City – in this department. But, compared to similar sedans the Amaze manages to make the cut. The bulkier Swift DZire may just be a bit more agile than the Amaze. But that could change by the time the car makes it here. My test car came with 14-inch wheels and 175 / 65 R14 MRF radials. The final trim levels may include 15-inch rims too.

The steering felt well weighted and wasn’t unusually light or oriented towards being over-assistive. Though it was difficult to test the car at high speeds on the short track with a speed limit also being enforced, there were a few corners where the steering’s abilities could be tried out and I liked the fact that I could direct the car precisely.

CONCLUSION ;

The Amaze has been one of the top sellers from Honda off late and the trend is bound to continue for the time to come. The Amaze is a practical compact sedan which delivers on almost every front, be it interior space, performance or fuel economy. The potent diesel engine also happens to be the most powerful in its segment. What the Amaze lacks is some additional equipment like Bluetooth connectivity, climate control, etc., most of which is standard in its latest Korean rival. However, the Amaze is quite involving to drive and the Honda badge does carry hefty brand value making it an option seriously worth considering, if you are looking to buy a compact sedan.

Volkswagen Jetta Hatchback Review & first Drive

OVERVIEW

Volkswagen is largely known in India for its two crucial models – Polo and Vento. These offerings give the Indian buyers a taste of German engineering while being affordable to own and run at the same time. What goes unnoticed for the masses is the Volkswagen Jetta, which is in its sixth generation and is being offered in India since its fifth generation. This mid-size premium sedan has seen a small set of buyers including some enthusiasts or people obsessed with German machines. It happens because at this price range, most of the Indian buyers start craving for SUVs. Now Volkswagen has updated the Jetta and we take a quick spin to see what’s new on offer.Check for review & price of Volkswagen cars

EXTERIORS AND STYLE

This is makeover 2.0. The car we see today is more of a cosmetic upgrade than anything else. The top-end Highline (only diesel) model now gets new LED day time running lights along with Xenon headlamps and dynamic cornering system. The shape of the headlamp has been altered yet again, to appear sharper than before. There’s a new grille – larger, with three chrome slats, which now merges seamlessly with the headlights. The bonnet is also slightly different and along with the redesigned front now gives the 2015 Volkswagen Jetta a wider stance. The front of the new VW Jetta looks more premium and now closely resembles the bigger VW Passat. The top-spec diesel also gets these solid looking twin-5-spoke alloy wheels. New bootlid with integrated spoiler, new rear bumper and redesigned tail lamps complete the upgrade to the rear section of the car. Check On Road Price of Volkswagen cars

INTERIORS AND CABIN

Volkswagen has always been subtle with its styling updates on facelifted versions, be it the Polo, Vento or for that matter the new Jetta. The updated car carries minimal styling revisions and you can count them on your fingertips. The headlight unit is now equipped with LED strips without any changes to the layout and the grille now gets an additional chrome slat on the top. The bumper at the front is new, so is the small kink at the top of the boot lid and the new design tail lamps. All these minor revisions make the car look sharper than before and it is one of the elegant cars in the D-segment.The cabin doesn’t tell you a different story either, with the changes being lesser than that on the outside. The new flat-bottom steering wheel is straight from the Polo and the Vento and I would write the same that I wrote when I reviewed the Polo, it is brilliant. The dashboard is angled at the driver, clearly showing the focus of the car. Everything is well laid-out and falls nicely to hand and while the cabin is very functional, the quality seems a little compromised as everything looks like have been borrowed from the Polo and the Vento. If you have been in a VW car before, you would relate to the instrument layout, the placement of the wing mirror adjustments, it’s all the same albeit, things are larger.

ENGINE AND PERFORMANCE

The engines remain the same—the 1.4-litre TSI petrol which produces a maximum power of 121 bhp and the 2.0-litre TDI diesel with an output of 138 bhp. The petrol is mated only to a six-speed manual transmission, while the diesel additionally gets the DSG gearbox. Unlike sibling Octavia, which is based on the Volkswagen MQB platform, this Jetta is based on the old PQ35 platform. This explains why the Jetta doesn’t get the 1.8-litre TFSI engine that the Octavia boasts of. (The 1.8 TFSI is an MQB-specced engine.) The petrol is available in Trendline and Comfortline trims, and the diesel is available in Trendline, Comfortline and the top-end Highline trims.

First, the petrol. While 121 bhp doesn’t read too much for a car this big, the 1.4 TSI is a rev-happy engine. The six-speed manual transmission further enhances the driving pleasure; the gear-shifts are precise and very smooth. The engine easily takes the car to three-figure speeds and even overtaking at such speeds is not much trouble. The TDI diesel is one of the best motors in the business—it is very refined, quick, and is relatively quiet. It pulls the car relentlessly and there is no apparent turbo lag. The reason is that the TDI engine generates a huge amount of torque—320 Nm. Just nudge the accelerator pedal and the car effortlessly surges ahead. NVH levels in both petrol and diesel variants are impressive. Mention must be made of the fact that the DSG in the Jetta diesel is not a seven-speed box seen in the Octavia but a six-speed one. However, even this box is one of the best in the world of cars and shifts gears at the speed of thought; you also have the option of manually changing gears using paddle shifts on the steering wheel.

RIDE AND HANDLING

The Volkswagen Jetta gets multi-link suspension as standard across all the engine options. The ride and handling balance that it offers is terrific as always. It has pure German drivability thanks to the taut and solid feeling suspension with brisk handling. The ride is on the stiffer side at low speeds but very well damped and as the speed increases, it gets flatter and there is no vertical movement. The Jetta absorbs bumps, potholes and harsh tarmac maturely and hardly did we feel any clunky noise filtering through. It’s based on the PQ71 platform that offers excellent handling, which is fun around the ghats. The car stays glued to its line and is confidence inspiring at any speeds. The steering is light and weighs up well according to the speed giving precise feedback. Braking is effective with precise pedal bite and feedback.

BRAKING AND SAFETY

Disc brakes are inset in the front as well as in the rear, vital braking features like anti-lock-braking system with brake assist and brake pad indicator constitute the proficient braking system of the Jetta. Safety of occupants is a primary concern at Volkswagen and they load their vehicles with pertinent safety equipment. Jetta is no exception and comes incorporated with a host of potent safety features available as standard fitments across the range. Starting from fatigue detection, electronic stability control, anti-slip regulation, electronic differential lock, hill hold control, height adjustable front seat belts, seat belt tensioner in the front, 3-point rear centre seat belt, ISOFIX mounting points for two child seats on rear seat bench, 3 rear head restraints, central locking with 2 remote control folding keys, electronic engine immobilizer, engine and transmission guard, driver and front passenger airbag, front passenger airbag deactivation, curtain airbag for front and rear passengers, side airbags (front) and retro reflectors in all door. Compared to other saloons in its segment viz; Volkswagen Jetta Vs Toyota Corolla Altis, the former is endowed with considerably more safety features

CONCLUSSION

Globally Volkswagen is seen as a premium luxury automaker. It has the Skoda brand under its umbrella among many other brands. The Jetta faces a stiff rival in the form of Skoda Laura, Chevrolet Cruze and others.The refreshed look of the car deserves appreciation. It’s not just a visual treatment but a complete overhaul from its earlier version. The design cues which are a part of the present generation Volkswagen theme act as a pro as well as con for the new Jetta. The negative aspect of the design is its striking resemblance with comparatively lower priced Vento. The first glance of the car can mistake you for the Vento, though when seen properly one can differentiate the characteristi

 

Tata Tiago Facelift Review & Test Drive

OVERVIEW ;

Tata Tiago is, undoubtedly, one of the best available options in the entry-level hatchback segment. It is based on the company’s new “Impact” design philosophy, which offers a driver-focussed layout with best-in-segment size and proportioned cabin-to-body ratio. The Tiago hatchback is small but agile, and it does tick all the right boxes that make the car so competitive in its segment. What makes this Tata car special is that it is extremely feature-rich, both inside out. After all, not many cars in the segment would offer you the quality, fit & finish and the urban interiors as the Tiago will. Every bit of material inside the car is of high quality. In fact, the moment you get inside, you will find it miles better than the original Indica. The Tata Tiago car is offered in both petrol as well as diesel trims, which opens up to a wide range of customers, unlike some of its competitors that have a petrol engine only. Moreover, a close look at the segment will give you an idea that both the fuel versions, the Tata Tiago diesel or petrol are much more powerful than most of its competing vehicles. Check for Tiago price in Pune

EXTERIORS AND STYLE ;

The Tiago bears no resemblance to any other Tata product, which in our books, is a very good thing to begin with. The Bolt and the Vista were plagued by the ‘Indica lookalike’ tag which didn’t go down well with the masses. The hatchback follows Tata’s ‘Impact’ philosophy, just like it’s elder siblings, the Zest and the Bolt. It looks fresh, contemporary and modern. It is amongst the widest cars in the segment at 1647mm, second to only the Grand i10. It has a shorter wheelbase than the Celerio, in spite of being a full 146mm longer. However, it is the heaviest car in the segment by a considerable margin.

The front profile is home to a pair of swept back, smoked headlamps. Joining the headlamps is a curved strip of chrome that Tata calls the ‘humanity line’.The grille harbours a three-dimensional Tata logo and hexagon detailing that become smaller as they spread out towards the headlamps. The air dam is sleek and is peppered with some more hexagons. The fog lamps are placed at either end of the air dam and get a chrome surround as well. The subtle creases on the bumper complement the ones on the bonnet, thereby lending the Tiago a confident face

We particularly like the sharp character line that runs across the side of the car and finishes into the wrap around tail lamp. As is the norm in the segment, the Tiago gets blacked out B-pillars and indicators on the wing mirror as well.The side shows off the low-slung stance of the car beautifully, with the 14-inch alloys filling the wheel well. However, the design of the alloy itself is a bit of a letdown. In comparison, the diamond cut wheels on the Grand i10 look truly a class above.The rear profile is clean and minimalistic. The almond-shaped tail lamps and the faint character lines connecting the two look really classy. It also gets an integrated spoiler that houses a high mounted stop lamp.

However, the things that drew our attention remain the gloss black spoiler spats that are placed on either end of the integrated spoiler. Tata says that it not only looks cool but also aids aerodynamics. The matte-black finish around the number plate area helps break the monotony of colour at the rear. Notably, the exhaust is neatly tucked away from view. Boot space stands at 240-litres, which is on par with the Celerio for all practical purposes and is slightly smaller than that of the Grand i10.We will go out on a limb and say that the Tiago is the best designed Tata till date. The proportions, the sharp lines and attention to detail are praiseworthy.

INTERIOR AND COMFORT ;

The Tata Tiago gets a fresh new dashboard with only a few parts being borrowed from the Bolt which is actually a good thing because the fantastic 3-spoke 360 mm steering wheel is not only good to look at but is also nice to hold and comes with ergonomically positioned audio controls. Just like the Zest and Bolt, the Tiago’s cabin is well put together and is a step in the right direction as far as quality, fit and finish goes. The use of colours too are fresh and the company states it has firmly banned the usage of beige in the interior of its cars. Thus the Tiago gets a two-tone black and grey cabin which looks different in a good way. The instrument cluster gets similar colours and dials as the Bolt with the MID being identical too.

There is plenty of piano black and chrome usage on the inside with parts of the steering wheel, centre console and door handle getting the glossy finish while the AC buttons, AC vent surrounds and door knob get the chrome treatment. On the orange and red coloured cars (on other cars the vents are finished in gloss black), the side AC vents are finished in body colour whose appeal solely depends on personal taste, we don’t like it much. One does have the option of customising the colour of the interior (at dealer level) with orange or red colours for the side AC vents, steering spokes (the silver can be changed), gear lever surround and other areas which are finished in piano black like the centre console and the door handles. The AC isn’t a chiller and when you run the fan on full speed, the blower does make quite a lot of noise.

There are a lot of practical touches in the car, in fact Tata has equipped the vehicle with 22 utility spaces including a ticket holder on the windshield, recessed storage on top of the centre AC vents, cubby hole next to the gear lever, two cupholders next to the off centre handbrake, driver side storage pocket under the right most AC vent, tab holder in the glove box, front door pockets to accommodate two 500 ML bottles, rear door pockets to store one 1-litre bottle, glovebox with cooling function, hooks with weight markings (on the centre console and in the boot) and a decent sized boot with a low loading bay.Other interesting bits include the centrally placed cabin light which uses LED, adjustable driver seat height (but no adjust for the seat belts), button operated glovebox, mirror on both sun visors, knitted headliner, one touch down driver side window and a Tata typical illuminated key ring. Below the AC switches are sockets for charging, USB and AUX. The vehicle gets a flip key, key operated follow me home headlamps and rear parking sensors (there are four sensors which are concealed properly and graphics are displayed on the infotainment screen).

What we miss on the Tata Tiago is a dedicated lock/unlock button (one has to pull the knob up and down now) while the front seat back misses out on pockets and the rear seat folds down in a single piece (no 60:40 here). The spare wheel isn’t an alloy and isn’t painted black either. Space inside the cabin is good and there is ample legroom and knee-room (the seatback is scooped) but headroom is a bit lacking for tall passengers at the rear while seats could also do with more under-thigh support. The seats are good and offer a lot of back support but the rear seat gets small, non-adjustable headrests.Three can fit in at the rear and the rear passengers can tuck their feet under the front seats. The Harman sourced ConnectNext audio system offers good audio quality through its 4-speaker, 4-tweeter arrangement and also gets NaviMaps wherein turn by turn navigation is displayed on the vehicle’s infotainment screen while connected to an Android device (using paid version of MapMyIndia maps which is free for a Tiago owner). The vehicle also gets a Juke-Car app wherein one master phone is connected to the car via Bluetooth and the same phone creates a virtual network (via WiFi hotspot) which others can join (up to 10) to jointly create a playlist, a helpful feature when multiple people are travelling in the car on a long journey. The audio system also has speed sensitive auto volume adjustment.

ENGINE AND PERFORMANCE ;

The 1.2-litre Revotron petrol engine is a grounds-up design and uses lightweight all-aluminium construction, a four valve per cylinder DOHC setup and variable cam timing for the intake. It’s an undersquare engine with bore and stroke measuring 77mm and 85.8mm respectively. Peak power is 83.8bhp (at 6,000rpm) while max torque of 11.6kgm is produced at 3,500rpm.

Respectable as the above numbers are, the petrol Tiago isn’t a very lively performer. The engine doesn’t rev particularly quickly and performance is adequate and no more. The feeling is that you always have to work the engine to bring out its best; a tall third gear only makes this more evident in slow moving city traffic. In stop-go traffic, you’ll also notice power delivery to be jerky. You can sense the fuel cut off the moment you lift off the throttle. The clutch is light, but not very progressive, and the gearbox also requires effort to slot in at times. Refinement levels are fair at low revs though the thrum from the three-cylinder engine can get intrusive, especially at the 3,000rpm mark when a bit of resonance filters into the cabin.

To be honest, it’s the three-cylinder Revotorq turbo-diesel engine that seems a lot nicer. This 1.05-litre engine is actually a downsized (and thoroughly modernised) version of the Indica’s 1405cc, four-cylinder diesel unit. The block is cast iron while the aluminium head houses twin cams and four valves per cylinder. The engine’s 69bhp at 4,000rpm and 14.27kgm from 1,800-3,000rpm make it far more powerful than the Celerio’s two-cylinder diesel unit.

Start the engine and there’s no escaping this is a small displacement three-cylinder motor. There are vibrations but it’s not all that bad. The engine also takes time to wake up but builds speed reasonably well from about 1,500rpm though the real power comes in only post 1,800rpm. Thereon, the engine pulls sufficiently but again it doesn’t feel particularly peppy. That’s to say it gets the job done but doesn’t excite in the least. The powerband is narrow and by 3,500rpm you know the engine is done with its best. At this point, the engine also gets noisy with a rough roar for a note and this gives even less reason to rev it to 4,000rpm and beyond. Drivers will find the clutch light but snappy (more so than the petrol) in the way it engages. The gearbox too is not as crisp as the competitions’.

RIDE AND HANDLING ;

The Tata Tiago is very impressive when it comes to its ride quality. It is easily the best in its segment. The Tiago’s suspension is well tunes to offer a pliant ride. The ride is well-cushioned and absorbs most bumps and potholes with comfortable ease. Tata has traditionally been good in this department and gets better with the Tiago. The handling is also pretty good for city driving. The steering is light and responsive. This makes it easy to park in tight spots. On the highway the car doesn’t lose its composure and one can easily cruise at 130 km/h. The car remains steady. We wish the brakes were slightly better.

SAFETY FEATURES ;

In terms of safety, Tata Motors has provided front driver and passenger airbags along with ABS and EBD including cornering stability control that works with the ABS. There is speed-sensing auto door lock function along with immobiliser for the owner to feel safe about the car. With the HORIZONEXT program, Tata is making sure to improve their after sales service quality and it has come a long way compared to the old days. However, there is still some room left for better service quality. Tata has a wide network and reach across the country including Tier-II and Tier-III areas.

CONCLUSSION ;

Based on the Tata Tiago price, the car has a good range of features on offer. It is extremely efficient but powerful too, something that most of its competitors are low on. Even the AMT gearbox unit is smooth to drive and does not get any hiccups along the way. Moreover, the car ranks high on fuel efficiency and will save you loads on fuel bills, for sure. Even the automatic transmission variant is equally efficient as the manual, something that is not very common among contemporary cars