Hyundai Eon Price & Specifications

OVERVIEW ;

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

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

EXTERIOR AND STYLE ;

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

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

INTERIOR AND COMFORT ;

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

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

ENGINE AND TRANSMISSION ;

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

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

PERFORMANCE & EFFICIENCY

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

RIDE AND HANDLING ;

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

SAFETY ;

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

CONCLUSSION ;

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

 

Rolls Royce Wraith Hatchback Test Drive

OVERVIEW

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

EXTERIORS AND LOOK

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

INTERIORS AND COMFORT

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

ENGINE AND GEARBOX

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

DRIVE AND HANDLING

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

SAFETY

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

CONCLUSSION

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

 

Mahindra KUV100 Facelift Overview

OVERVIEW

Mahindra launched the KUV100 exactly a year ago in India; the auto manufacturer pitched it as a small SUV and their entry level offering for the Indian market. Basically this is actually a beefed up hatchback and gets both petrol and diesel engine under the hood. Although the KUV100 made a fiery start in terms of sales when it was launched initially but slowly the sales number declined and in the month of December 2016 only 1953 units of the vehicle was sold which is actually its lowest numbers since its launch. Check Ex Showroom Price of Mahindra KUV100

Like you all know that the Mahindra KUV100 is definitely not a compact SUV and is also priced lower than most of the other compact SUV offerings. This car now competes directly in the B+ segment hatchbacks and locks horns directly with the recently introduced Maruti Suzuki Ignis which too is actually a beefed up Cross hatchback.

EXTERIOR AND LOOKS

The KUV100 might be marketed as an SUV, but it is essentially a pumped up hatchback; one that will compete against the likes of the Maruti Suzuki Swift, the Hyundai Grand i10 and the newly launched Ford Figo. So, it has a monocoque chassis, a transverse mounted engine and front wheel drive. But, because it must be referenced as an SUV, the KUV100 naturally has high ground clearance too; 170mm of it. It isn’t very large though. At 3675mm in length, it is the shortest in its class. And its 2385mm wheelbase is the least as well. But the KUV100 stands tall at 1655mm (with roof rails) making it the tallest.

As far as styling goes, the front of this pumped-up hatchback has a sleek front grille, a buff bumper, and large pulled back headlamps with LEDs KUV100 embossing. The side profile looks aggressive thanks to the shallow greenhouse area. It also has its rear door handles integrated into the rear window panel aka Chevrolet Beat. The rear meanwhile is less aggressive, looks palatable and decently modern. The KUV100 is available in seven colours, Pearl White, Aquamarine, Dazzling Silver, Flamboyant Red, Fiery Orange, Designer Grey and Midnight Black.

INTERIOR AND SPACE

If you don’t already know, your friendly salesperson will go to great lengths to point out that the KUV cabin’s USP is the advantage of six seats, just like on the Datsun Go. This has been made possible by positioning the gear lever and handbrake lever on the centre console, freeing up floor space for the additional seat up front. But what distinguishes the car from the Datsun Go is that the KUV is certified as a six-seater. Though three adults can squeeze in up front, the middle passenger legroom is limited, making it more suitable for a child. Question is, would you want your most precious cargo seated within striking distance of the centre console and gear lever? Also, folding down the middle seat backrest turns it into a large armrest and that is the best way to use (or rather, not use) the sixth perch. However, the flat bench type front seat doesn’t offer the kind of back or side support the standard version’s shapelier individual chairs do.

High-set seats and flat floors, front and back, mean getting in and out of the KUV’s cabin is easy. What’s also a relief is that unlike the exteriors, the KUV’s cabin is smart and restrained in design. The ‘bowed’ dashboard that rises towards the middle is the centrepiece and comes finished in nice, textured plastics on the top, though quality lower down is not great. Boring monochrome display for the audio player apart, we didn’t have much else to complain about with the well laid-out centre console. Drivers will also like the three-spoke steering wheel that’s good to hold, though the inconvenient pull-type handbrake is unlikely to find many fans. On our test car, the handbrake lever malfunctioned, making hill starts quite tricky.

Those seated on the KUV’s rear seat will be surprised by the space and comfort on offer. There’s generous leg, head and shoulder room, the backrest position is just right and there’s even a foldable centre armrest. And all three rear passengers get adjustable headrests, which enhances their overall comfort levels. The spoiler though is the blanked-out space after the rear windows (there to accommodate the exterior door handle) that cuts outside visibility. Form unfortunately followed function here. .

ENGINE AND TRANSMISSION

The Mahindra KUV100 comes with the newly-developed mFalcon range of engines. The petrol engine is a 1.2-litre, 3-cylinder G80 unit churning out 82 HP of power at 5500 RPM and 114 Nm of torque from 3500-3600 RPM. The motor is mated to a 5-speed manual transmission and it reaches 100 km/hr in third gear. The engine needs to be revved but does go freely to its 6000 RPM redline. After 4500 RPM, it has a tendency to get vocal though. The mid-range isn’t satisfactory and in-gear acceleration isn’t much to talk about either, one needing to downshift to get going. On the whole, it is a refined engine and the KUV100 cruises at 100 km/hr in 5th gear at 3200 RPM. While the vehicle is standing still, the engine doesn’t rev above 4000 RPM. The car maxes out at 150 km/hr when the speed warning buzzes, a feature also present on the XUV500.

The diesel engine is also a 1.2-litre, 3-cylinder D75 unit belting out 77 HP of power at 3750 RPM and 190 Nm of torque between 1750-2250 RPM. The oil-burner also gets a 5-speed manual transmission. The D75 unit does 100 km/hr in 4th gear and power is delivered in a very linear manner. It redlines at 4750 RPM and touches 100 km/hr in 5th gear at 2750 RPM. The turbo lag is very well-contained and this motor feels much better to drive than the petrol unit which feels underpowered on the highway. Still, one needs to keep the throttle floored to get the vehicle going quick. Vibrations are felt on the console but not much on the pedals in the diesel model while on the petrol, there is some harshness felt at multiple places when nearing the redline.

There is also a lot of wind noise creeping inside the car post 100 km/hr, coming from near the A-pillar. The 5-speed gearbox is very smooth and the clutch is also extremely light on both the petrol and diesel models, thus allowing the driver to have a stress-free driving experience. The claimed fuel efficiency for the petrol engine is 18.15 km/l while the diesel engine extracts 25.32 km/l. Mahindra will offer an AMT unit with the KUV100 later this year. There is a MicroHybrid technology on offer just like the Scorpio and XUV500 while Mahindra also offers Power and ECO modes on the diesel, which boosts fuel efficiency by restricting fuel supply and thereby keeping max RPM to around 3500 RPM. The default mode is Power and it is best to drive the KUV in that mode as the 3-pot oil burner needs to be worked to get going quickly. Both the petrol and diesel engines are average at best, they are very refined for three-cylinder motors but lack excitement and aren’t urgent either.

RIDE AND HANDLING

The levelled surface of the test track was barely any gauge for the KUV100’s ride, but expect it to be comfortable given the soft suspension setup. The KUV100 sits on an all-new platform developed from a clean sheet of paper using a monocoque chassis that offers a car like feel, and those used to driving hatchbacks will feel at home. There’s a fair bit of body roll around corners though thanks to the soft suspension and higher centre of gravity, which takes away some confidence when cornering at speeds. The soft suspension also made for some bit of weaving under hard braking but things were pretty much in control at all times, and KUV100 even felt stable being pushed around the banked corners of the track. Brakes have a progressive feel, though some more bite would be welcome.

BRAKING AND SAFETY

Braking system is formed by the ventilated disc brakes in the front and drum brakes in the rear. Other vital braking features inset to support the brakes affixed in front and back comprise of anti-lock-braking system along with electronic brake force distribution, which is standard across all variants.

Standard safety features on board are automatic door lock, central door locking, and door open indicator. Other safety features available on the SUV are child safety locks on rear doors, anti-slip clips for driver side door mats, ISOFIX child seat mount on rear seat, engine immobiliser, anti-theft security alarm, and dual airbags are available is available on all the plus variants along with the range topping variant.

CONCLUSSION

Now we come to the hardest part of any review – the tester’s final impressions of the Mahindra KUV100.

The Mahindra KUV100 is a one-of-a-kind hatchback that aspires to be an SUV. If you’re looking to turn heads (in the quirky manner), the KUV100’s design is apt as it incites curiosity and attention. The seat comfort could’ve been better, while rear visibility and boot volume aren’t satisfactory.

However what we have here is one of the most refined Mahindras ever built. It’s got an impressive diesel engine, slick gearbox, well-trimmed and spacious interior, and a commanding view over its rivals. The cherry on the top is its competitive pricing, which is slightly lower than the competition.

Ford Figo Facelift Review & Test Drive

OVERVIEW

After tasting success with the first Figo, Ford has introduced the new-generation Figo. This is a fresh design, sporty, powerful and at the same time more powerful too. The Figo is known for its space, value for money and fuel efficiency. These characteristics are retained on the new-gen as well. The new Figo now shares its platform with the new Figo Aspire. This is made available with three engine options and six trim levels, giving buyer a lot of opportunity to pick and choose the variant. The Figo is manufactured at Ford’s new Sanand facility and it has been Made in India to meet our market needs and even to export to other car markets. Check for review, features & price of Ford Models

EXTERIOR AND DESIGN

The first generation Ford Figo had some quirky styling cues that were appealing to many but not so special to some. The new Figo though comes across as a fresh and complete looking hatchback. There are many appealing bits such as the huge and stylish front grille and swept back headlamps along with a smart bonnet bulge, these obviously remind one of Aston Martin. The side profile gets a strong shoulder line and blackened B-pillar for a sporty appearance but the simple alloy wheel design makes it look a tad old.

Shiny diamond-cut alloys on the range topping variants with bigger tyres would have worked well on the Figo. Having said that, the Figo’s rear gets a neatly designed tailgate, beefy bumper and smart looking crystal clear tail lamps. The well proportioned overall profile of the new Figo along with the tasteful styling attracts some attention. The new model draws a lot of attention on the road as it’s fresh currently, seeing a ton of interest from other Ford car owners. Get Ex Showroom Price of Figo

INTERIOR AND CABIN

The Figo always had a good reputation of being one of the spacious hatches in its segment and most of the consumers quite frankly prefer a spacious cabin which easily can accommodates five persons while the dash should have a fair amount of gadgets and accessories which could come in handy.

Nothing much is actually different inside in the hatch than the compact sedan which was launched here previously. The cabin looks young and sporty while the black dashboard with the silver accents surely looks gorgeous. The Figo has an impressive wheelbase of 2491 mm which actually has helped in create generous amount legroom and knee room for the passengers seating at the rear bench.

There are number of interesting features as well available on the higher trims of the hatch which includes automatic climate control system which can actually bring the temperature inside the cabin to below 25 degree Celsius in less than 15 minutes. It also gets the MyFord Dock system as well which can actually help in storing mounting and charging mobile phones, MP3 players, it also has got a satellite navigation system which helps in integrating this system with the cars entertainment screen.

Ford for the first time is also offering the Ford MyKey technology which actually allows the owners to programme the Figo’s restricted riving mode which actually includes increasing seats belt use and limiting the overall top speed of the vehicle and even regulating the audio volume of the car.

ENGINE AND GEARBOX

As mentioned, the Figo will be available with three engine-gearbox combinations. There’s a 1.2 petrol with a five-speed manual, a 1.5 diesel with a five-speed manual and a 1.5 petrol with a six-speed dual-clutch automatic. The dual-clutch auto version first. This one’s 1.5-litre petrol engine makes the most of its twin cams and variable valve timing architecture to produce a healthy 110.5bhp. The power figure makes the Figo automatic the most powerful of the mass market auto hatches in India. In town, the engine’s good bottom end responses help this version of the Figo build speed smartly. However, in slow-moving city traffic, you can feel the clutch engage, so shifts aren’t super smooth. But once on the go, the gearbox settles into its rhythm and responds well enough to changes in throttle position. It’s not lightning fast as the VW Polo’s twin-clutch unit, but it gets the job done.

At light loads, the gearbox will upshift at about 2,200rpm, but drive hard and it will hold to about 6,300rpm before shifting to the next ratio. Unfortunately, the gearbox’s Sport mode won’t let you hold gear beyond 6,300rpm (at which point the engine sounds thrashy) either, but does well to downshift and keep revs right in the heart of the powerband. Those driving on hilly roads will particularly like the engine braking effect of Sport mode. Drivers also have the option to shift gears manually in Sport, but only via the small ‘+/-’ buttons on the gear lever; there’s no traditional tiptronic function or paddle shifters on the steering. The gearbox is responsive to manual inputs, so you will find yourself making use of the buttons when conditions permit. Performance on the whole is good. The dash from 0 to 100kph takes just 11.1 seconds – the VW Polo GT TSI does it in 11.02 seconds – and in-gear timings are decent as well.

But good as the auto Figo is, it’s the diesel that really impresses us. The engine is the latest version of Ford’s 1.5 diesel you’d find under the hood of the pricier refreshed EcoSport and Aspire, but the good news is that it’s not been dulled down for use in the cheaper hatch.That means power is a solid 98.9bhp! Couple that with a body that weighs all of 1,041kg and you are guaranteed excellent performance. 100kph comes up in 10.5 seconds, which makes the Figo diesel quicker than all the mass segment diesel hatchbacks, bar none.

Real-world performance also feels better than lower-powered rivals from the moment you set off. Responses are good right from idle, with a gentle surge speeding things up at about 1,600rpm. Thereon, there’s an even spread of power right till 4,000rpm. The engine’s not quick revving per se, but remains responsive throughout, even in fifth gear. The diesel engine also runs relatively quiet, though you can feel a buzz on the steering. Also worth mentioning is that gearshifts on the Ford IB5 gearbox are a touch notchy and aren’t suited to quick shifts. Driving in town, we also noted the diesel car’s clutch to be well weighted if springy in action.

RIDE AND HANDLING

The suspension set-up in the Ford Figo 2017 is well balanced and offers a good riding experience by making the occupants comfortable. The Ford Figo 2017 is based on the new B572 platform and this has well tuned for Indian road conditions. Ford have increased the ground clearance of this car to 174mm. Handling is one of the best you will find and the car rides very well over potholes, though you can feel a few ones. If you have driven a Ford earlier, you will find a typicality in handling, which is precise. The steering is light for city condition as and weighs up well at higher speeds. The Ford Figo 2017 remains planted under hard cornering and the brakes compliment its overall handling. High speed stability is also impressive.

BRAKING AND SAFETY

Braking duties are performed by disc brakes in front and drum brakes at rear. On the safety front, Figo hatchback gets a number of equipments such as six airbags, anti-lock-braking system with electronic brakeforce distribution, among the prominent ones. Besides the aforementioned safety features, the hatchback also feature engine immobilizer and driver seatbelt reminder. Some features are exclusive to automatic version like electronic stability control; traction control and hill start assist.

CONCLUSSION

Although this update is a bit late to join the party, the new Figo ticks all the right boxes in terms of features, engine and gearbox options as well as ride and handling. To add as icing to the cake, it has been priced extremely well too. And for those who worry about after sales, Ford has reduced its service call times as low as 48 hours. Wish there was some more shoulder room for passengers at the back. But as a product, the new 2015 Ford Figo repeats what its predecessor managed to achieve and that itself is quite commmendabl

 

 

Hyundai Creta Test Drive

OVERVIEW ;

As the Renault Captur launch is closing in, Hyundai has quietly made a few changes to the Creta. The new French SUV will be up against the Creta. It is stylish, looks premium and is built on the same Duster platform. There will not be diesel automatic in the start though. First is the addition of an all new colour, Earth Brown. This is made available with single and dual tone options. The Red Passion colour does offer the dual-tone roof option. The Pearl Beige colour has been discontinued. There will be a change in the colours on offer. This is a new change on the Hyundai Creta 2017.Moving on to the interiors, the SX+ dual tone variant comes with Luxure Brown interiors. This means addition of black and brown fabric seats with contrast stitching. The steering wheel and even the gear knob get brown stitches on it. Check On Road Price of Creta

EXTERIOR AND DESIGN ;

There are no significant changes made to the exterior of the SUV however it does get a new SX+ Dual tone trim which offers Piano Black Finish Roof Top & Sporty Black Spoiler. This new dual tone trim will be provided with two body colour combinations in the form of two colour combinations White & Black and Red & Black. This trim also gets a 17-inch diamond cut alloy rims which were only available with SX+ Auto and SX(O) until now.Apart from the changes mentioned above, there are no other changes made to the exterior of the SUV. The SUV is offered with a total of 9 exterior body colour options.

INTERIOR AND COMFORT ;

A long wheelbase of 2590 mm implies an opulent cabin, which translates into good head room, leg room and shoulder room. That said, the front offers impressive space and the rear has ample room, allowing to seat three adults comfortably. A high window line at the rear enables restricted view from the back. The dual-tone dashboard is perfectly styled and appears chic. The central console does not look cluttered. Use of beige and silver accent renders an elegant look to the cabin. The range-topping grade gets a 7-inch touchscreen, just beneath which are climate control buttons. Leather-upholstered seats are exclusively available on the range-topping variants while rest of the trims feature fabric-upholstered seats. Leather covering can be seen on the gear knob in the SX+ automatic variant only. Comfort goodies on offing include adjustable front head rests, keyless entry, power windows, height adjuster for the driver’s seat, adjustable rear seat head restraints, 7-inch infotainment system with steering-mounted controls for audio system and bluetooth, audio-video navigation, and smart key with push button, among few others.

ENGINE AND PERFORMANCE ;

Hyundai always gives multiple powertrain options on its cars and same is the case with the Creta too. The compact SUV comes with two diesel engines and one petrol unit. Starting with the petrol mill, the 1.6-litre Dual VTVT engine generates 123 PS and 151 Nm, being matched to a 6-speed manual gearbox. The NVH levels on the vehicle are terrific, the petrol motor being barely audible even when you are driving at triple digit speeds, it does get vocal once you get past the mid-range. Low-end performance is where the petrol-powered Creta shines as the mid-range isn’t very strong while the top-end is quite lacking, it’s best to short shift using the smooth shifting gearbox and the light clutch. The ARAI claimed mileage is 15.29 km/l so real world mileage will be lesser.

Diesel is the more popular choice in this segment and Hyundai has 1.4-litre and 1.6-litre oil burners on offer. Both these engines also do duty on the Verna with the smaller diesel belting out 90 PS and 220 Nm. The 1.6 diesel is considerably more powerful with 128 PS and 260 Nm. Both the powerplants are matched to a 6-speed manual gearbox and Hyundai has managed to tune the transmission for butter smooth shifts, aided by a very light clutch. The 1.6 diesel has quite a lot of lag in the low-end so one does have to give it the beans in stop-go traffic as the turbo spools up in all its glory past 1900 RPM. The mid-range is the strong point of the motor while the power fades off quickly post 3800 RPM. When ambling in the city, downshifts are needed to get going quickly.

The 1.6 diesel mill is also matched to a 6-speed automatic gearbox. Although a single-clutch unit, it’s very responsive to throttle inputs and there is a tiptronic function on the lever so as to let one take care of shifts. When driven in D mode, performance from the motor is slick with the turbo lag not being very apparent. The 1.6 motor feels more linear in the automatic version but you miss the punchiness of the manual as the latter has the silence before the storm. The engine up shifts at around 4000 RPM and won’t stretch the motor all the way to the 5000 RPM redline which is encountered on the manual. 100 km/hr in sixth gear sees the tacho ticking in a shade above the 2000 RPM mark while the ton comes in third gear. The ARAI mileage for the 1.4 diesel is 21.38 km/l while the 1.6 diesel returns 19.67 km/l in manual guise and 17.01 km/l in automatic avatar.

DRIVING DYNAMICS ;

The Creta also has an absorbent ride. The suspension works silently even on heavily rutted sections of road, and bump absorption too is right up there with some of the best riding cars in its class. It may not ride as flat as the Renault Duster, and there may be a bit more movement of the body over bad roads, but the Hyundai comes close enough. Yes, sharp bumps filter through, and then the suspension does feel a bit fragile, but for the most part, especially at lower speeds, ride quality is excellent and Indian car buyers will like that.

What’s also surprisingly good is the steering of the car. To begin with, it is light and easy to twirl, and what makes it better is the fact that it feels direct, with not as great a sense of vagueness around the straight-ahead as you find in most Hyundai cars. Straight-line stability is good, and the steering weighs up nicely as you speed up too, but that weight does feel a bit artificial. We also found the Creta surprisingly willing to turn into corners. It does roll a bit on its tall suspension and does not grip the road with the confidence of the Renault Duster, but all things considered, the Creta is quite accomplished in corners too, which makes it a good all-rounder.

SAFETY FEATURES ;

The Hyundai Creta is jammed pack with all the possible gadgetry one can possibly ask for in a car of this price range. Touch screen infotainment – Check. GPS navigation – Check. Climate control – Check. Keyless entry with a start stop button – Check. Rear AC vents – Check. Quite simple, the Creta negate the need to go to an aftermarket accessories dealer to fit a bunch of tacky addons that may or may not work in the long term.On the safety front, you also get a set of airbags and more importantly, traction control. And while the latter may not send the hordes into a frenzy, considering most western countries require traction control as a standard fitment, having an extra layer of protection isn’t exactly a bad thing afterall.

CONCLUSSION ;

Hyundai has recently launched updated Elite i20 and now they have also decided to upgrade their Creta SUV as well. Unfortunately the 2017 model year SUV does not get any mechanical changes under the hood, but it does get a new infotainment system, a whole new trim and along with a new dual tone exterior shade.

 

Toyota Innova Crysta Specifications & Transmission

OVERVIEW ;

Toyota Innova Crysta 2016 is the latest edition of the famous Innova model with a facelift in exterior styling and luxurious interior features. The Innova Crysta variants are available in manual and automatic transmission versions, widening the options for customers. Currently, Innova Crysta variants are available as GX, GX Automatic, VX, ZX and ZX Automatic, with ZX as the top-end variant. Check Price of Innova Crysta in Carzprice

EXTERIORS AND STYLE ;

Like we said, the Crysta is a complete departure from the older Innova. Everything has been reworked extensively in order to give it that premium appeal. The design is fresh that ditches the slender proportions for a wider, more muscular stance. It is safe to say that the older generation was long in the tooth in terms of design, despite multiple facelifts. Toyota couldn’t have timed the update better. The front now features a prominent hexagonal grille that gets two massive chrome slats that flow into the projector headlamps. Most of the real estate at the front is taken up by the large bumper. We particularly like the detailing in the smoked-out headlamps and the placement of the LED pilot lamps. The lower half of the grille is glossy black, which helps break the bulk at the front.

Over to the side, the Crysta’s van-like proportions come to the fore. While there’s nothing interesting to speak of other than the large 17-inch wheels, we like how Toyota has managed to keep things simple and uncluttered. Little dabs of chrome on the door handles and the outside rear-view mirror add a touch of class to the profile.The rear ditches the triangular tail lamps for a much more aggressive, sabertooth inspired design.The rear profile is nearly slab-sided, with a large glasshouse that takes up most of the space. Subtle touches like the spoiler and the shark-fin antenna add some spice to an otherwise boring rear profile.

INTERIOR AND COMFORT ;

Arguably the biggest transformation has happened on the inside and the cabin feels spacious, open and crisply styled. The modern dashboard looks fresh, is well detailed and the swooping dash top looks really great without being overdone. Details like the single piece of metal strip which runs across the top of the dashboard looks premium and classy. Visibility from the high front seats is good and this makes it easy to drive especially in traffic.Despite the swooping dash, ergonomics are spot-on and everything from the touchscreen to the Air-con controls are tilted upwards for ease of use. The blue backlit instrument cluster looks modern and the digital centre screen hosts a comprehensive trip computer. USB and aux-in ports are cleverly placed in the middle for an easy access for front and rear passengers. As an observation we would have preferred more USB ports especially considering it’s a premium seven seater. The touchscreen is intuitive to use and it host various information like satellite navigation, eco display (which shows how efficiently you are driving), Bluetooth telephony and music system controls. On the downside I would have preferred the volume control to be a knob for easier access while driving.

As far as upholstery is concerned the top of the line ZX variant gets leather seats. But while in the manual transmission variant you get an all-black cabin which looks sporty, the automatic features a more classy brown upholstery. Overall quality especially on the upper portion of the dashboard is quite good and Toyota has added some elements to justify the high asking price. The touch points like the armrest on the doorpad is covered in soft velvety fabric, the chunky leather wrapped steering with large control button is great to hold, the gloss black finish on the front doorpads look classy (weirdly the rear doorpad gets wood finish) and even the control stalks are of high order. But considering it’s an expensive car we expected better consistency especially lower down in the cabin.The sea of black hard plastics around the glovebox, cupholders and doorpads look shiny and the graining could have been better too. Even the air-con buttons are too small and the chrome finish doesn’t look very convincing. We also felt that although the old Innova didn’t have the premium leather dash top and modern design, it had better quality consistency across the cabin.

Thanks to the larger dimensions the cabin feels wider and is more spacious than before. Seat comfort is first rate and the contoured front buckets are very comfortable. The driver seat in this top Z variant is powered too, and combined with the telescopic steering adjust, finding an ideal driving position is extremely easy. The middle row sees the biggest improvement and the extra cabin width has allowed Toyota engineers to give larger and more accommodating captain seats.The middle-row buckets are supportive, underthigh support is really good and the reclining backrest makes this a great chauffer-driven car. The ceiling mounted blue ambient lighting and the large glass area makes this a great place to be in.Even the front passenger seat can be adjusted using a well designed lever from the back. If you love working on the go, the foldable trays in the back are placed at an ideal height and their 7 kg weight capacity make them perfect to place your laptops on.

The third row though is not a huge improvement over the old car and the combination of the high floor and low seat makes it comfy only for short stints. You also get a removable headrest for the middle passenger (how will he fit in the narrow seat is a different matter) and all three occupants get three point seatbelts.Visibility from the third row though is hampered by the stylish triangular quarter glass. With all three rows up, boot space is reasonable and can be extended by folding the last row when not in use.

ENGINE AND GEARBOX ;

So the updates to the exterior and interior are both huge improvements, but there’s even more good news in store. The Innova Crysta comes with two entirely new diesel engines, a 2.4-litre with a five-speed manual gearbox, and a 2.8-litre with a six-speed automatic gearbox. The 2.4 manual first, and when compared to the old 2.5-litre engine, there are some similarities. This one too is not very refined, sounding a bit gravelly at start-up and then again at higher revs, and it also doesn’t enjoy being revved a lot, making you want to shift up well before the redline. However, both these aspects are slightly improved from the old car. The Crysta settles into a smooth and relatively silent hum at low to medium revs, and though you’ll still want to shift up early, you get more out of each gear now. The rest is all positive. For one, there’s more power – 150hp is a significant jump in power over the old 102hp, and at 13.1sec, the Crysta is a full 4.4sec faster from 0-100kph than the previous car! It even feels much stronger when you’re overtaking, which is essential when you’re out on the highway with a fully loaded-up car; this is helped by its solid 343Nm of pulling power that’s made as low as 1,400rpm. The old Innova was geared very short, so cruising in fifth on the highway was a noisy affair and the engine sounded strained. The newer car has a much broader torque spread and relatively taller gearing, so it feels a lot more comfortable loping along at high speeds, although we feel a sixth ratio would have made it more effortless still. So it’s a great highway cruiser, but if you find yourself in traffic, you will notice the clutch pedal is on the heavy side and that the short gear lever needs a little more effort. It’s also got three drive modes – Eco, Normal and Power. Eco is best for when you’re in town and want to stretch every last litre of diesel, while Power yields the quickest responses to accelerator inputs. But Normal mode is the best for everyday driving, delivering a good mix of power and efficiency.

What really tells you that the Innova is now a seriously premium car is the availability of an automatic gearbox. The six-speed unit also comes with a larger, even more powerful diesel engine – 2.8 litres with 174hp at 3,400rpm and 360Nm at 1,200-3,400rpm. This car is properly quick, being able to cross 100kph in just 11.5sec, and this is despite the fact it weighs almost 1.9 tonnes! The automatic gear shifts themselves are smooth, but we feel the system is too eager to change gears sometimes, even when not necessary. And while there are no paddle shifters for manual gear control, you can change gears manually with the gear lever itself.

RIDE AND HANDLING ;

The premium feel of the Innova Crysta is also in the way it drives. Though this vehicle has a ladder frame (subframe) chassis, it feels very comfortable. The ride remains composed and passes on minimal undulations of the road. The new chassis is even more stronger now. An improved suspension sees the ride quality improve a lot over the earlier vehicle, there is much less pitching and rolling now. Hence it is ideal for long distance travel.

At slow speed you can feel some thuds inside, but higher speeds its good. The steering wheel feel a bit heavy at parking speed. But as speeds rise, it gets better and a joy to hold and drive. The brakes are also very good and a progressive. The all round visibility of the New Toyota Innova Crysta 2017 is excellent and one drives in a commanding portion. The Innova Crysta is also a great vehicle to drive within the city. It has a tight turning radius hence taking sharp U-turns is a breeze. Even parking poses no problem.

SAFETY ;

Toyota has upped the game in the safety department as well. The Japanese automaker is providing seven airbags with the new Innova including a driver-side knee airbag for the range topping ZX variant. Dual front airbags and ABS is standard across all the variants. There is Vehicle Stability Control and Hill-Start Assist Control on offer as well. Toyota is providing 3-point seatbelts with adjustable headrests for all the passengers including third row seats. The Toyota badge is known to offer hassle-free after sales in India with a wide reach and network spread across the country. Longevity is tried and tested while the resale value of Toyota cars is up there as well. We expect low maintenance and spare parts cost due to high localisation (the diesel engines will soon be made in India).

CONCLUSSION ;

The confidence Toyota has in its MPV product is quite similar to how the buyer perceives the vehicle to be; simply commendable. We saw it when Toyota pulled the plug on the Qualis when it was absolutely flourishing in our market. Then came the Innova and it ultimately caught up and even outsold its predecessor. Buyers still swear over its bullet-proof reliability and they’re ready to part with even Rs 18 lakh (ex-showroom Mumbai) for the top-end versions. While in the latest iteration, the Innova Crysta, is a substantial improvement over the old Innova’s strengths, it will come at a premium. Especially, as it now ticks all the boxes to contend in the higher end of the MPV segment. And we believe that buyers will just carry on and pile on the bookings.

 

 

 

Nissan Terrano Features & Specifications

OVERVIEW

The Nissan Terrano is the third model in the Renault-Nissan India line-up to receive the badge-engineering treatment. However, this time, it’s Nissan that is tweaking a Renault product rather than the other way around. Unlike the other two badge-engineered models in the Renault-Nissan stable – the Scala and the Pulse – both of which have got mild tweaks to their exteriors to differentiate them from their Nissan equivalents; Nissan has gone a step further with the Terrano and made significant styling changes, including heavy alterations to the sheet metal. These include redesigned bumpers and lights and a new grille, all of which help the Nissan Terrano look like a proper Nissan. And there’s no doubt that the company has got a winner in the looks department. The Nissan Terrano’s revised V-shaped bonnet integrates nicely with the new Nissan-family grille. The grille itself looks inspired by the larger Nissan Pathfinder SUV sold internationally. The front bumper and lights are new, and the detailed styling around the fog lamps gives the Nissan Terrano a striking look when viewed head on. Check for specifications,features & price of Nissan Cars

EXTERIORS AND STYLING

Dimensionally, Nissan Terrano measures 4.33m in length with a width of 1.83m. Its overall height with the fixed roof rail is 1.67m. The wheelbase of 2.67m adds more to the interior spacing which is already abundant given its incredible height. Nissan Terrano has a ground clearance of 205mm, which is similar to that of Renault Duster, but is an add-on advantage that will keep this SUV going easily on any terrain.

The side profile of Nissan Terrano has angular bold lines which are different from Duster’s curvy lines. The flared wheel-arches make the Terrano look aggressive, distinguishing it from most of Nissan’s models in India. The doors have two horizontal creases in them that enhance the butch look, but it isn’t enough to alleviate the organic lines of the rest of the car. The rear end bears no similarity to any of the Nissan SUVs and it is evident that Nissan has developed a new tail lamp cluster without fiddling too much with the Duster lamps. It gets a chrome garnish to add a premium feel, but the overall appearance is rugged with roof rails and silver skid plates. The flared up wheel arches of this SUV are endowed with a set of diamond-cut 16” machined light -weight alloy wheels in the top end variants, while the base as well as the mid variants are fitted with similar sized robust steel wheels, which certainly make the SUV look sportier. These classy rims have been further equipped with tubeless radial tyres of size 215/65 R16, which have a superior road grip on any terrain. Get On Road Price of Terrano in Carzpric

INTERIORS AND SPACE

The Nissan Terrano has comfortable ingress and egress. Once you enter the cabin, the beige treatment of interiors gives a good sense of space. Nissan has spruced up the dashboard layout, which feels slightly more premium than the Duster. The storage space on top of the dashboard has been covered now with a lid and the centre AC vents get rectangular in shape with chrome outlining. The instrument cluster covering has a rounded panel and the steering wheel remains the same that gets a rebadged horn pad with silver accents. The centre console is restyled with vertical silver panels running on the sides and piano black panels surrounding the new multimedia system.

These additional embellishments make the interior styling a bit more attractive than the Duster. Quality of the materials used and the fit and finish is exactly the same again, which is much better than the competition but doesn’t feel as premium as a car in this price bracket should feel. The base XE trim comes with black interior, while the rest get beige interior. Colour combination used in the Terrano gels nicely and looks tastefully done, thanks to the piano black finishing. The air conditioning is effective and the vents provide thick flow of air. Everything falls under reach and most of the controls are convenient to use apart from the mirror adjustment control that is placed under the handbrake lever. You will also miss the dead pedal to rest your foot on long drives. Nissan should have addressed the minor ergonomic issues which customers of the Duster have been complaining about since quite some time now.

The door pockets are deep enough to accommodate 1-litre bottles and there is enough spread of cup holders and small storage elements to keep knick knacks. Cabin space needs a special mention here, as there is ample space in both the rows as well as the boot. The seats are sufficiently supportive but lacking a bit of under-thigh support. The 475-litre boot space is practical with a convenient loading lip that can accommodate a good load of luggage. Some of the safety and convenience features offered in the Terrano include dual airbags, ABS, EBD, BA, fog lamps, reverse parking sensors, rear AC, double-din audio system with CD/MP3, USB, AUX and Bluetooth connectivity. Shockingly the steering mounted audio controls found on the Duster are not offered on the Terrano.

ENGINE AND PERFORMANCE

The Terrano comes in three different engine trims which include one petrol and two diesel. The specifications remain identical to that of the Duster. The 1598cc petrol engine churns out 104PS at 5850 rpm and a torque of 145 Nm at 3750 rpm. It has a 5 speed manual transmission and Nissan claims a mileage of 13.2 Kmpl.The petrol engine is smooth and not very audible. The 1.6L petrol engine seems perfect for city commute as it does not offer any kick as such but then in traffic conditions it is at its best. The gear shifts feel a bit notchy and can be bettered with a smoother shift movement.

This is not a typical rev friendly petrol engine as it feels underpowered at lower engine speeds. As the engine speed is raised, it gets more audible but then the lag in the delivery also gets very evident. Also, the petrol version gets Hydraulic power assisted steering. It delivered a mileage of 9.5 kmpl.The 1.5L lower spec diesel engine produces 85PS at 3750 rpm and a torque of 200 Nm at 1900 rpm. This engine is also equipped with a 5 speed manual transmission. The prime reason for having a lower spec diesel engine is for the mileage friendly consumers. This one being a diesel feels nice on torque.

This engine too has a lag but then it being a diesel unit tries to overcome it. It takes serious effort to make the vehicle reach higher speeds. The steering is very active in giving feedback and sometimes it gets a little too aggressive. Overtaking in a fully loaded condition is a stress as the notchy gears and the lag in the engine make it very difficult. This one scored more on mileage compared to the other two at 15 Kmpl After trying both the underpowered variants, it was finally time for me to drive the 110PS version. This remains my favorite with its superb power delivery. It produces a power of 110PS at 3900 rpm and a torque of 248 Nm at 2250 rpm. It also comes with a 6 speed manual transmission.

Crank it up and it feels the same until you shift it to the first gear. Cross 1700 rpm and the engine feels very much in control. The torque delivery is fantastic when it comes to the 110 PS model. In fact, I find this engine more athletic compared to that of the EcoSport in terms of sheer drive feel.

RIDE AND HANDLING

In terms of ride, unsurprisingly, the Terrano does brilliantly. It smothers even the biggest of potholes with ease and you don’t have to slow down for rough roads. In fact, the faster you go over rough surfaces, the better the ride.As for handling, the Terrano feels very stable at high speeds and rarely gets out of shape. Even in normal driving, the handling is pretty impressive for a high-riding SUV. There is a bit of body roll due to the soft suspension setup, but it is never too much. And you always feel in control of the car. Also, when you want to have fun, the car’s direct steering is quite rewarding. It’s light enough when you want it to be and weighs up at speed, and this adds to the overall fun.

BRAKING AND SAFETY

Disc units in front and drum units at rear provide stopping power, anti-lock-brakes with EBD and brake assist are available across variants save for the base trim. Safety features on board include front airbags, front fog lamps, engine immobilizer, central locking, driver seat belt reminder, door ajar warning, rear defogger, reverse parking sensor, three point seat belt with retractor in front and rear, speed sensing auto door lock and impact sensing auto door lock

CONCLUSSION

The Terrano is a genuinely nice car, and I do want to like it. However, it is missing some essential features that have been mentioned already. With the new Micra I thought that Nissan India had learned that the market will respond well to value – but according to the Renault-Nissan agreement, the donor car will always cost less than its twin. This means that the Duster will cost less than the Terrano, and this puts the top-spec Terrano between Rs 1-1.5 lakh over the top-spec Duster. That’s a staggering Rs 16.5-17 lakh on-road for great engineering but an incomplete feature set. The Duster filled in a gap in the Indian marketplace and it sold well as long as there weren’t options. The Terrano will enter the market with competition like the Duster itself and the Ford EcoSport. Will Nissan have a surprise in store for us like they did with the pricing of the new Micra? I certainly hope they do.

BMW i8 Review & First Drive

OVERVIEW ;

The BMW i8, India’s first hybrid supercar, is an absolute stunner in looks, performance and the way it drives. Aims to make it an eco-friendly car, and positioned as BMW’s futuristic product, the company uses an all-new LifeDrive platform, organic carbon fibre and organic leather dyes, along with hydro-electric power sourcing. The carbon fibre-reinforced plastic (CFRP) and aluminum subframes help the car to maintain a superlight kerb weight and improve efficiency with less fuel consumption.

The i8 is pure German from inside too. Its premium interior design with top-notch materials and blue eco-color represent futuristic fashion. The front seats have enough legroom, though, the rear seats are little congested for tall passengers. The car brims with various entertainment and comfort-enhancing features such as BMW’s latest-generation iDrive system, DAB radio, Bluetooth and USB connectivity, a 8.8-inch media system display and more.

EXTERIOR AND DESIGN ;

It has a breathtaking external appearance unlike any other in the automobile segment. It has a precisely crafted aerodynamic body structure with ‘scissor’ doors, which makes it look stunning. This ultra-modern sports car gets all the futuristic cosmetics all over its body, which emphasizes its next-generation appeal. On its front facade, there is a signature kidney bean shaped grille with metallic accents and is outlined in blue. Its also has a sporty dual-tone bonnet featuring scoops and the company’s logo. The headlight cluster looks extremely sleeker with black accents, which gives an intimidating look to the frontage. It is further equipped with ‘U’ shaped LED headlights along with daytime running lights. Like its bonnet, its front bumper also has a dual tone color scheme and it is housed with a pair of air intake sections. The glossy black accents on this bumper gives it a distinctive look to this facet. The side profile is very sleek, but the wheel arches are extremely large that gives it a sporty look. These fenders bear a stylish set of 20 inch lightweight alloy wheels, which are embedded with company’s badge. Coming to its side facet, it has ‘Scissor’ doors featuring wing mirrors, which are garnished with high gloss black accents. These delightful scissor doors are further embodied with handles, which are concealed to give it an unusual stance. The rear section is even sportier than its front or side facets owing to the dynamic wraps all over. Unlike any other conventional sports car, this car comes with a futuristic design with LED taillights, dynamically designed bumper and several other such aspects. The rear windscreen is quite large and it is accompanied by a shark-fin antenna along with LED third brake lights. The rear bumper also has has blue accents and comes with reflectors along with courtesy lamps. The overall look of this sports car is emphasized by the stylish company’s logo, which is embedded below the windscreen.

INTERIOR AND CABIN ;

As with several other exotic sports cars on the market, getting into the BMW i8 requires some practice. Swing the scissor lift door up and out of the way (a cool experience in itself), and you’ll find a wide door sill you’ll have to step over. With that being the case, the generally accepted method involves sitting on the sill and swinging one leg in, then letting your hind quarters slip into the seat followed by the other leg, all while ducking under the bottom edge of the door. Sounds complicated, but once you get the hang of it, the procedure turns out to be no big deal.

After you’re in, you’ll find plenty of headroom complemented by power-operated seats that offer good comfort even during a long day behind the wheel. The stylish design combined with high-quality naturally tanned leather and recycled materials gives the passenger cabin the upscale look you’d expect from an exotic sports car. Since this is a BMW, the instrument display and various center-console controls are meant for an actively engaged driver.The rear seats are really seats in name only; they’re much too cramped for human habitation. Much as in a Porsche 911, it’s better to think of them as an adjunct to the notably small trunk, which itself offers just 5.4 cubic feet of space.

ENGINE AND TRANSMISSION ;

The BMW i8 is a hybrid car which is a known fact. The batteries sit below the rather large centre tunnel. There are a bunch of modes to choose from – Comfort, Eco, Sport and e-Drive. If you want to drive the car in pure electric mode, e-Drive is the one to pick. On a full charge, BMW claims that the car can go for 36 kms but if you’re driving aggressively, expect that figure to drop by almost half. The car can attain a top speed of 120 km/hr in pure electric mode. Comfort mode is best suited for regular driving. Provided there is enough charge in the battery, the car runs on electric mode up to 60 km/hr post which the petrol motor kicks in. In Eco mode, the engine responds to accelerator inputs in a toned down manner.

The petrol engine is a 1.5-litre, 3-cylinder unit which produces 228 HP of power and 320 Nm of torque. Mated to the electric motor, the total power output is 357 HP along with 569 Nm of twisting force. Coupled to a 6-speed automatic transmission, the BMW i8 races from 0-100 km/hr in 4.4 seconds which is quick. The i8 gets a 4WD system, however, you don’t get that feeling of going fast that you would generally get in a conventional sports car. The exhaust sound is artificial coming through the rear speakers, but even while you’re standing outside, you notice that the petrol engine does sound good. In 6th gear, 100 km/hr comes up around the 2400 RPM mark.

The BMW i8 has good punch and it responds to throttle inputs instantaneously. It gains pace swiftly and the gearbox also does a good and smooth job. Move the gear lever to the left and you enable Sports mode. The instrument cluster screen now turns into red showing you speedo and tacho meters. In Comfort and Eco modes, the screens shows quite a lot of info related to the batteries and the electric motor. The i8 has a standard 30-litre petrol tank while you do get the option of a larger 42-litre tank. After a lot of spirited driving, the i8 gave a fuel efficiency of 5.7-6.2 km/l on petrol with 27.02 kWh of electric consumption.

RIDE AND HANDLING ;

The i8’s ride is firm, but no firmer than you’d expect from any sportscar; it firms up some more when set to Sport, as well. With just 117mm of clearance, it is also very low. But the bigger issue is the long 2,800mm wheelbase (as long as a Renault Lodgy’s), which is what really makes crossing tall speed breakers a challenge.With one motor each at the front and the mid-rear, BMW has managed to, as always, nail its perfect 50:50 weight distribution with this car, and it really shines through when you drive it. You truly feel at the centre of it all as you go through corners, and though we didn’t get a chance to do a serious handling test on the long highways outside Jodhpur, we got a good feel for how tight and well balanced this chassis feels. The steering (electrically assisted, of course) is a highlight, feeling not too light, nor too heavy, very quick, and superbly direct. The car corners supremely flat and there’s a huge amount of grip thanks to the effective four-wheel drive. What limits it slightly are the skinny front tyres (215-section on our car, but 195-section on some wheel options), which when you really push hard, will lose their composure and lead to a bit of understeer. However, this is only at the very limit, and most will be able to enjoy the grip and chassis balance without issue. What definitely needs a mention are the brakes, which feel nice and progressive — not what you usually get from regenerative brakes.

BRAKING AND SAFETY ;

This BMW i8 is capable of cruising along at tremendous speeds. Naturally, you need to handle the vehicle properly. This monstrous vehicle requires a tough braking system. In fact, the BMW i8 Braking and Safety is of the highest order. You have absolute control of the vehicle while attempting to stop at short notice as well. This vehicle comes with the most stable braking system in the world with its corner braking stability. The 8 airbags ensure to protect the occupants of the car in the case of any eventuality. This is one of the few cars that provide acoustic protection to pedestrians as well. The anti-theft alarms and the electric parking brakes are some of the additional BMW i8 features.

CONCLUSSION ;

The BMW i8 is a modern marvel of automotive engineering and design. Its sleek lines and leather-lined interior are its main course, while the gasoline-electric hybrid powertrain is the cherry on top. It’s an excellent first foray into the newly created segment for BMW. Still, the i8 is confused about what it wants to be. Its performance figures technically disqualify it from the supercar category and its 15-mile range and 28 mpg combined rating only make it an average hybrid. Add to that the everyday livability issues of a cramped trunk, tight rear seats, and the wide door sills that require a contortionist’s skills to slide over.

Yet despite its flaws, the BMW i8 is an impressive machine that’s completely worthy of the attention it receives from onlookers. BMW has done a fantastic job making a high-performance hybrid with a serious lust factor that remains fresh after two years on the market. The i8 will definitely go down in history as a high point in the automotive world, not only for its sultry aesthetics, but also for its cutting-edge powertrain and use of space-age materials

 

 

Hyundai Xcent Performance & Test Drive

OVERVIEW ;

Introducing a mid-cycle update for the subcompact sedan, Hyundai India has launched the 2017 Hyundai Xcent facelift in the country with prices starting at Rs 5.38 lakh (ex-showroom, Delhi). 2017 Xcent gets a comprehensively reworked front design. The overall silhouette remains the same, but the grille is all-new and in-line with Hyundai’s bigger sedans while the headlamps have been re-profiled and get new black inserts as well. The front bumper has also been redesigned adding a fresh look and now gets boomerang-shaped LED DRLs as part of the changes. Not only does the Xcent look fresh, but also distinctly different from the Grand i10. The side remains the same, save for the revised alloy wheels, while the rear gets the more upmarket wide taillights, revised bumper and tweaks to the boot-lid. Get Ex Showroom Price of Hyundai Xcent in Carzprice

EXTERIOR AND LOOK ;

Initial spy shots left a lot of people saying, “Oh god, why?”, but much like the Mahindra TUV300, this is a car that looks better in person than in pictures. Additionally, it’s now more distinctive, not only from its predecessor, but the Grand i10 as well.The two-part grille is no more and is replaced by a plus-sized hexagonal unit, generously lined with chrome. It’s got a new front bumper too with a sleeker set of fog lamps, and, not to mention, daytime running LEDs. The side profile remains the same, save for the engine badge on the front fender that reads ‘1.2D’ instead of ‘CRDi’, highlighting the uprated engine size. Up top, the radio antenna is a shark-fin unit instead of the old antenna on the higher variants.

The rear end looks as if it were inspired by the Kia Rio. Some may even draw parallels with the Toyota Camry. Gone are the tiny old tail lamps and instead, you get a wider set of lights that occupy more real estate at the rear. The lights even get some internal detailing to make them look more distinctive. The boot-lid itself has been redesigned and sports a chunky chrome bar that connects the rear lamps. The bumper gets some aggressive contouring too, and while it will take a while for the new look to grow on many, the new Xcent does look more mature. Importantly, it still looks well-proportioned for a sub-4 metre sedan.

INTERIOR AND COMFORT ;

Much like the Grand i10, the Xcent will impress you the moment you set foot inside. Modern Hyundai cabins are high on quality and here too you’ll find the general level of fit and finish to be of a very good standard. Those behind the wheel, in particular, will love how the chunky steering and smartly detailed gear lever feel as good to hold as they are to look at. It’s a well laid out cabin too. The two-tone dashboard, identical to the one in the Grand i10, places all audio and air-con controls within easy reach. A welcome inclusion on the Xcent is an automatic climate control system that works well enough to maintain a cool temperature in the cabin. What’s also nice is that each of the round vents up front can be individually opened or closed to direct air flow as per your liking. However, the rear air-con vent (a first in this segment) isn’t particularly effective and in our view is a bit of a waste as it unnecessarily robs space from the middle passenger.The Xcent offers a fair amount of adjustability for the driver, so long as you opt for the middle or top-spec versions. Steering rake and seat height adjustment make it easy to find a comfortable driving position. The front seats, though slightly narrow and a tad on the firm side, are supportive enough. However, a cause for concern is that the fixed headrests are too short and unlikely to provide adequate protection from whiplash in the event of a rear collision.

Rear occupants, on the other hand, will appreciate the safety and comfort the adjustable headrests come with, but might find the seat base a tad short. Also, compared to the Grand i10, the Xcent’s rear seat back has been reclined a few degrees too far to compensate for the loss in headroom owing to the angle of the rear windscreen. The cabin’s average width also means the Xcent’s rear seat is best suited to two passengers. On the plus side, there is a good deal of legroom and the foldable centre armrest is well positioned too. Incidentally, the centre armrest comes with two cupholders, in addition to the two cupholders up front, one-litre bottle holders on each of the doors and the large (and cooled) glovebox. Even luggage space is very impressive, with the well-shaped 407-litre boot taking in large suitcases with great ease.

ENGINE AND TRANSMISSION ;

The Hyundai Xcent is offered with both petrol and diesel engines. Talking about the petrol engine first, no changes have been made to the 1.2-litre Kappa VTVT unit. It is mated to either a 5-speed manual gearbox or a dated 4-speed automatic transmission and produces 83 PS of power at 6000 RPM and 114 Nm of torque at 4000 RPM. Throttle response is good and power delivery is linear. The top-end performance isn’t the best but the low-end and mid-range are very good. The NVH levels are also fantastic. The ARAI-claimed fuel efficiency is 20.14 km/l and 17.36 km/l for MT and AT respectively but in real world conditions, you can expect 10-14 km/l from the MT and 9-13 km/l from the AT.

The diesel engine has been upgraded from the older 1.1-litre unit to a larger 1.2-litre U2 CRDI unit which now produces 75 PS of power at 4000 RPM and 190 Nm of torque from 1750-2250 RPM. The engine has been tuned very nicely and turbo lag has been negated effectively. The engine has a good surge of power right from 1600-1700 RPM and continues till 3500-4000 RPM and the oil-burner feels very peppy. The engine is quite noisy though. The 5-speed gearbox is a charm and gearshifts are smooth. The ARAI-claimed efficiency is 25.4 km/l and you can easily expect 17-22 km/l in real world conditions.

RIDE AND HANDLING ;’

The Xcent’s suspension setup remains unchanged and is still comfort-set as before. At low speeds, it’s very comfortable and offers great bad road ability as well. Additionally, it rides quite flat and is very stable over undulations/bridge joints even beyond 120kmph. However, there is a noticeable amount of vertical movement and through fast corners, body roll is perceptible. There’s a good amount of stopping power on offer too with the car dropping from 100-0kmph in 45.89 metres, while feeling a little more surefooted than the Grand i10 during the test.

The steering doesn’t offer much feedback, but is light enough for city usage, weighs up well with speed and is responsive too. In everyday conditions, there’s no guesswork involved. It won’t please any driving enthusiasts, but that’s hardly what the Xcent has been designed for. Overall, the handling mannerisms are predictable and novice-friendly.

SAFETY FEATURES ;

On the features front, the top-of-the-line Xcent in SX trim with option pack we have driven gets driver and front passenger airbags, ABS, keyless entry with push button start/stop, rear AC vents, multi function steering wheel, driver seat height adjustment, a 2-din audio system with Bluetooth, USB and aux-in ports, power outlets for the front and rear, chrome door handles on the inside and out and rear parking sensors and parking camera with display in the rear view mirror. On the outside, the Xcent gets integrated turn indicators in the electrically adjustable auto-folding outside rear view mirrors and 15-inch alloy wheels (it’s part of the option pack – 14-inch wheels on SX trim). There isn’t much you will need besides leather seats, which should be available as a dealer option.

CONCLUSSION ;

2017 Hyundai Xcent seems to be better than the preceding model in terms of exterior appearance, interior features, and driving dynamics. A special mention goes to the new diesel engine, which is more powerful and fuel efficient than before. The automatic variant is also available for added convenience. In all, it is a decent offering with more bells and whistles than before.

Tata Hexa Hatchback Overview

OVERVIEW ;

Once upon a time, Indian roads were all about Maruti 800, Ambassador and Fiat Padmini. The occasional change in the landscape was brought about by Tata Motors’ comparatively larger offering – Sierra. The ‘original Indian sports utility vehicle’ had quite the towering road presence and the 1.9-litre turbo charged engine provided a drive like no other. Get offers & discounts on Tata Hexa

The march of time affected markets. It is no secret that Tata Motors found the going increasingly tough in the passenger vehicle segment by the late 90s. Indica was its only passenger vehicle doing decent numbers.

Times changed and, thankfully, so did Tata Motors. In one of its strongest ever attempts to reclaim lost glory, the company in recent years took the covers off of a number of promising vehicles. And none may have as much potential as the Hexa. Here is a vehicle that seeks to be an all-rounder and (mostly) manages to pull it off effortlessly.

EXTERIORS ;

The Tata Hexa might be based on the Aria platform and possibly have similar lines but it’s a completely new vehicle. Where the Aria was curvy and a bit round, the Hexa is muscular, and in-your-face. It achieves this thanks to the chrome laced grille and gold coloured bumper. Complementing this is a modern looking lighting package comprising big headlamps and LED DRLs. The side reveals the MPV silhouette of the vehicle. However, it does get sharply raked A-pillars and really nice looking 19 inch wheels which increase the sporty quotient. The rear, despite having so many elements, looks too square but this is not such a bad thing as the boxy rear-end has been a defining trait of Tata’s SUVs over the ages

INTERORS ;

The dashboard layout of the Hexa looks premium thanks to the new design additions and controls made of fresh-looking materials like chrome trim used with glossy black and soft grain plastic. The instrument cluster is easy to read and except for the low-set air-con controls, all functions are easily accessible on the dash.

We however noticed that the centre console was devoid of storage spaces barring the cup holder behind the gear shifter and the centre armrest. The seats are draped in a leather look-alike upholstery with contrast stitching that feels rich. In fact the front seats offer a comfortable drive thanks to the ample contours with lumbar, good back and appropriate thigh suppo

Similarly, the middle row seats have identical contours and offer good support, headroom and lots of legroom for the occupants. Entry to the third row of seats is by tumbling the second row, and while the seats offer hardly any support, headroom and space for adults is also confined. With the last row up, the boot can only take a few soft bags and a thin suitcase at the most. To stuff anything more, the last row needs to be folded but it doesn’t fold flat either.

ENGINE AND PERFORMANCE ;

The Tata Hexa has a 2.2-litre turbo diesel engine. This comes with two options – a 148bhp engine and 154bhp. The first one comes with a five-speed manual and the more powerful one has two options: six-speed manual or six-speed automatic. The NVH levels on the engine are fairly low. The torque of this engine is more than sufficient for daily driving. One doesn’t require too many gear shifts in the city or highway driving.

The six-speed manual feels a bit notchy. It does take some getting used too. The manual comes with four driving modes in the 4×4. These are Auto, Rough Road, Comfort and Dynamic. The Auto and Rough Road are 4×4, while the other two work on 4×2. On the other hand, the automatic transmission is fabulous. The shifts are smooth even downshifts. Put it in the Sport mode and you shall be amazed in the manner it performs. There is also the tiptronic mode that responds well.

In terms of fuel efficiency, the Tata Hexa scores 10 km/l with the automatic in city and about 14 km/l on the highway. The manual version of the Tata Hexa will return an efficiency of 11 km/l in city and about 14.5 km/l on the highway. We haven’t driven the five-speed manual engine but the range will be between the six-speed manual and automatic.

DRIVING DYNAMICS ;

On the face of it, the Hexa has a number of things that could work against it on the dynamics front – its immense weight, ladder-frame chassis, long wheelbase, robust 4×4 system, 19-inch wheels – and those things considered, it really pulls off something impressive. The ride quality first; it is really good. You will get quite a bit of steering shock (although not the worst we’ve seen in this sort of car) that’s typical of ladder-frame SUVs when you hit a sharp bump. There’s an underlying firmness that you’re constantly aware of, but at very few points could you call it harsh or uncomfortable. The truth is, the Hexa’s variable-rate dampers do a phenomenal job of tackling various road conditions and keep things comfy in the cabin no matter what. It’s at its best out on the highway, with a supremely flat ride and very little movement. What you’ll also be impressed by is how silently it goes about its business; very little suspension, tyre and road noise makes it to the cabin.

Handling expectedly is not in the same league as an SUV with a monocoque chassis. The Hexa rolls around a lot, although, it has to be said that there is a lot of grip, especially in the 4×4 version. The bigger issue, however, is that it just feels too large and heavy for you to ever dream of pushing it even remotely hard around a corner. The hydraulic steering has a bit of slack at the centre position, and is really heavy at low speeds, making parking this big hulk quite a task. This is slightly less pronounced in the 4×2 version, likely because of the lack of front driveshafts. Also, the lack of reach adjustment for the steering is a bit annoying, and you do feel like the wheel is canted slightly forward on the whole.

SAFETY ;

Tata Motors haven’t compromised on safety this time and the Hexa is loaded with safety equipment. It comes with 6 airbags including dual front, curtain and side airbags. There is a 4 channel, 4 sensor ABS offered as standard along with Cornering Stability Control function. Other safety features include Traction Control System, Electronic Stability Program, Hill Hold Control and Hill Descent Control. The Hexa’s long term durability and cost of ownership is yet to be seen and Tata Motors needs to ensure stress-free ownership of the Hexa considering the unreliable nature of the Safari faced by some owners in the past.

CONCLUSSION ;

The Aria’s quite a capable machine and Tata has done well to build on its strengths while making up for its shortcomings. The Hexa’s spacious cabin with three rows of seats, its ability to shrug off bad roads, commanding driving position and easy driving manners make for a great machine to cover long distances in. Yes, it will be a bit cumbersome to steer in the city and fit-finish of the interiors could be better. Nonetheless Tata look to tackle the Mahindra XUV500 head on with the Hexa and if priced right, the Hexa has not just the manners, but the look and the appeal to make it happen this time around. Quite simply, the Hexa is SUV enough, rich enough and fresh enough to deliver an overall experience that feels quite welcome for those looking for a rugged three-row SUV.