Datsun Go Review & Specifications

Datsun Go Price in India


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



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

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

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



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

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

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



With a 1.2-litre, three-cylinder petrol motor already doing duty in the Micra and Micra Active, Nissan didn’t have to look too far for an engine. In brief, it’s an all-aluminium unit that produces 67bhp at 5,000rpm. And with just 788kg to hurl around, it does a rather impressive job of giving the Go some real go. A bit of hesitation at low revs apart, the Datsun feels very peppy at typical city speeds and it responds well to light throttle inputs. You can also pull away from low engine speeds in higher gears with ease, which means fewer gearshifts. Part of the credit for this goes to the smartly chosen (if slightly tall) gear ratios. Interestingly, the Go doesn’t use the Micra’s Renault-sourced gearbox (code: JH), because it was too expensive. Instead, Nissan has dusted off an older five-speed unit (code: FY) and pressed it into service here. This is not the most modern of gearboxes and there’s a noticeable whine at all times. The gearshift is slightly notchy too, but doesn’t require much effort. Neither does the clutch, which is light and progressive.

The mid range and top end of this motor are the best bits, with power flowing seamlessly and never leaving you wanting for more. There’s a delightful little surge every time you floor the throttle in the meat of the revband. The engine does get noisy after 4,000rpm, but never to point of feeling strained or harsh. That’s probably because Nissan has fixed the rev limiter at a rather low 5,250rpm in the interest of fuel economy, so you’ll often find yourself maxing the car in each gear earlier than you’d expect.



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

Book a Test Drive for Datsun Go



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



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

Apply Car Loan for Datsun Go

Datsun Go Ex Showroom Price in Hyderabad ranges from  3,27,503/- (Go D) to  4,27,440/- (Go T Optional).Datsun Go has 5 Variants of Petrol are available in India. Datsun Go comes in 6 colours, namely Ruby,Sky,Silver,Grey,White,Blue.

Volvo S60 Test Drive Review

Volvo S60 Price in India


Curvy and distinctive Swedish saloon that puts safety at the forefront of its not inconsiderable engineering prowess, the S60 is giving up some of its past Volvo identity to become another accomplished but indistinguishable Euro-box with competent road manners, good refinement and lots of kit at a keen price.


This facelifted one gives the front end a much-needed refresh, and also tries to clean up the mass of controls inside, although with more limited success here.




Volvo has done a smart job in sprucing up the exteriors of the S60. If you notice, the design remains intact compared to the pre-facelift version but the subtle revisions on the nose makes it look mature and modern. For instance, the grille gets wider with a pronounced Volvo badge and the headlamps are now sleeker, getting rid of the additional strips of LED daytime running lights. Now the DRLs are placed neatly on the revised bumper that features new black and chrome elements on the chin. These little changes have made the front profile aggressive and sometimes reminiscent of a snake face.


The Volvo S60 has a clean side profile that looks sporty at the same time with the smartly raked roofline and traditional Volvo shoulder line that gives the tail a curvy shape. We loved this particular theme of Passion Red colour and gun metal tone alloy wheels. Paint quality is superb and it grabbed a lot of attention on the roads of Delhi. At the rear you will find boomerang shaped tail lights and bold VOLVO lettering in the centre. The single side exhaust pipe is finished in chrome. In terms of styling, Vovlo has nailed it and the S60 can unabashedly boast its presence amongst the Germans.




The interior of the S60 Polestar feels more special than the regular S60 and is a significantly better place to be mainly thanks to the large front seats; however, we have some bad news. It’s a very old design and there is no denying that it’s starting to feel its age. The quality is there and the finish of materials is what we have come to expect from Volvo although we would like to see this performance-focused model with a cabin that better reflects the car’s aggressive nature.


What stands out in here is the big chunk of real carbon fibre on the centre console. Then there are several little Polestar logos on the door sills, aluminium pedals, door inlays, gear lever and the seats which look the part thanks to contrasting blue stitching. Speaking of which, Volvo does comfort rather well and the perforated leather seats on this car are among the best in its class – featuring solid side bolstering, they hold you in place firmly even under heavy cornering.


Like all new Volvos, the S60 Polestar is brimmed with safety features. In fact, it gets adaptive cruise control, lane keeping aid, collision warning with full automatic braking and pedestrian detection and blind spot information system besides multiple airbags, ABS and ESP.




Volvo has not introduced its much acclaimed Drive- E engines in India and this seems to be an opportunity gone missing. The S60 comes only in diesel power train- D4 and D5. The five cylinder 1984cc D4 engine churns out 161bhp and 400Nm of max torque. The engine is good and offers plenty in terms of mid-range power. There is a hint of turbolag but that quickly dissipates as you floor the pedal. It is good to drive in the city and very able on the highways. On our review the engine did well in the hills with good pulling power.


The D5 engine on the other hand is a 2400cc mill that produces 215 bhp and a health 440 Nm of torque. Both the engines are mated to a six-speed Geartronic transmission. Gear shifts are a tad slow but it does get a sport mode for more active driving. When it is activated, the gearbox reacts more urgently to throttle inputs and allows the engine higher revs during acceleration




The S60 balances the needs of driver appeal and on-board comfort pretty well. It handles crisply and has plenty of grip, and although the suspension is rather firm, it’s not uncomfortable and it controls body movement well. It’s only on bad roads where things can get a bit choppy, particularly if you specify R-Design trim, which features lower, stiffer suspension. The steering reacts quickly in all versions, which is good on a twisty road but not so welcome on the motorway.


With road noise subdued and suspension noise negligible, the S60 is quiet enough in isolation. However, it’s not as refined as its key rivals, because there’s a fair bit of wind noise at speed. The gearshift on manual versions is vague, too.




The S60 comes with a raft of standard safety features that include antilock disc brakes, stability and traction control, front-seat side airbags, side curtain airbags and whiplash-reducing front head restraints. Low-speed frontal collision warning and collision mitigation with automatic braking ( City Safety) systems are standard and can help the driver avoid a collision with other vehicles or a run-in with a stationary object at speeds of up to 19 mph by automatically applying the brakes if reaction from the driver isn’t quick enough. Also standard is Volvo’s On Call system that includes emergency assistance, automatic crash notification and stolen vehicle assistance.


Included in the optional Technology package (standard on the Platinum trim) is an upgraded version of the forward collision mitigation system that adds pedestrian and cyclist detection. This package also includes electronic warnings for driver inattention, lane departure warning and lane departure intervention.


Other available safety features include front and rear parking sensors, a rearview camera, blind-spot monitoring and rear cross-traffic alert.




The Volvo S60 till now was a fringe player in the luxury sedan segment. The specifications didn’t hold up against its rivals and the space and luxury was not right up there. But a new engine and gearbox has changed that and the comfier cabin gives the S60 that added bit of luxury now. It handles well and performs on par in the segment. Only if Volvo could sort out the low speed ride, the S60 would make for a better rounded package. The S60 R-Design on the whole however is still a far better car to drive and own than before.


Volvo S60 Ex Showroom Price in New Delhi ranges from 31,53,000/- (S60 Kinetic) to  53,10,000/- (S60 T6 Polestar) .Volvo S60 has 4 Variants of Diesel are available in India. Volvo S60 comes in 4 colours, namely Crystal White Pearl Metallic,Power Blue Metallic,Vibrant Copper Metallic,Passion Red Solid.


Rain Industries hits record high, up 9% as Motilal Oswal initiates coverage with buy call

Rain Industries shares hit a life-time high of Rs 286, rising 9.2 percent intraday Thursday after research house Motilal Oswal has initiated coverage on the stock with a buy rating, citing likely strong earnings growth and reasonable valuations.

The brokerage firm set a target price for the stock at Rs 362 per share, implying a potential upside of 33 percent from Wednesday’s closing price.

“Although the stock has got re-rated, valuations still appear attractive. We value the stock at Rs 362 based on 6.5x EV/EBITDA of CY19, and initiate coverage with a Buy rating,” Motilal Oswal said in its report.


After trading at low single digit PE for very long period, Rain has finally got re-rated on visibility of margin expansion and growth driven by multiple enduring tailwinds and multiple competitive advantages, it added.

Rain is globally the second largest producer of calcine pet coke (CPC) and coal tar pitch (CTP), which are used in aluminum smelting.

The research house feels the dual benefit of demand growth and supply shock is driving up global CPC prices.

CPC production is hurt in China after the government’s firm action in 2017 to contain pollution. As a result, China has turned a net importer of CPC. Simultaneously, aluminum production is set to grow outside China – many smelters in North America and Europe are restarting.

Motilal Oswal expects these tailwinds to last for 2-3 years, enabling EBITDA/PAT CAGR of 24/50 percent over CY16-19. It expects volume to grow at a compound annual growth rate of 4 percent in CY16-19.

Motilal Oswal said coal tar pitch market has stabilised on capacity cuts in key markets where Rain operates.

Coal tar pitch has been oversupplied for many years in Rain’s key markets due to declining aluminum production. Consequently, there have been many shutdowns. Koppers, the largest producer of CTP in the world and a key competitor, has closed seven plants in the last 2-3 years. This has resulted in supply correction and improved utilisation.

The industry is now running at 80-90 percent utilisation and margins have stabilised. As aluminum production starts to recover on expected restart of smelters, demand and margins will expand, the research house feels.

Rain Industries, the second largest carbon product supplier to the aluminum industry, has decided to set up a 370ktpa CPC kiln at a capex of USD 65 million near Vizag to meet strong growth in demand from Indian smelters. It is also investing USD 17 million in debottlenecking of petrochemical feedstock distillation by 200kt in Europe.

Both projects are scheduled for completion by March 2019 and short payback period of 2-3 years should drive remunerative volume growth, Motilal Oswal believes.

Rain’s carbon segment contributes 80 percent to consolidated EBITDA. Its chemicals segment converts coal tar distillates into resins, modifiers, aromatic chemicals, superplasticizers, etc. It also operates a 3.5mt cement plant in southern India and sells cement under the Priya brand.

The company has been generating strong free cash flow and rewarding shareholders with dividends and buybacks. “We believe it will continue to do so,” Motilal Oswal said.

At 10:33 hours IST, the stock price was quoting at Rs 278.25, up Rs 16.30, or 6.22 percent on the BSE.


Source: MoneyControl

Skoda Octavia: 2017 Skoda Octavia review



Skoda entered the Indian market 16 years back with the first

generation Skoda Octavia which actually sold in quite a lot of numbers and

it was later replaced by the second generation of the sedan, which was

brought down to India with the Laura nameplate, and then the automaker

re-launched the Octavia in 2013. What we have here is a mid-life

facelift of the third generation Octavia which doesn’t get many

changes but keeps the product fresh.



The 2017 Skoda Octavia gets a new front end. What is striking is the

new set of split headlamps which look exquisite. These headlamps are

full LED ones and also have LED daytime running lights embedded in

them at the bottom. The outer lamps are the low beam and the inner

ones are high beams. They are adaptive headlamps and they sense the

intensity of light and accordingly adjust their  illumination spread.

The butterfly grille now gets a glossy finish and also a chrome

surround the front bumper is new and gets a chrome strip in the middle

the hood also gets new cuts which make it look more muscular.


From the side the 2017 Skoda Octavia is the same and there is not much

change, however, it gets a new design alloy wheels which look



The rear is also similar to the outgoing model but now gets LED tail

lamps which are C shaped and look real fantastic. Overall, the Skoda

Octavia now with a heavy chiseled looks  is more aggressive,

attractive and premium than before.



The new Octavia’s cabin is clinical, clean and very German. The amount

of space available also hits you immediately when you step in. A

cream-beige and grey interior colour theme is pleasing to the eye and

also gives it an airy feel, though there is no dearth of light

streaming in.


Fit and finish quality and the material quality is perfectly matched

to the best in the segment and there is a general feeling of solidity

to the cabin, except the faux wood trim in the centre console, which

felt that too faux. The controls and knobs are all within easy reach

for the driver and there was enough electrical and manual

adjustability to the seats and steering for me to get the most

comfortable driving position.


Touch-screen infotainment system, nicely bolstered leather seats,

panoramic sunroof, chunky steering wheel and the auto-dimming rear

view mirrors were features that I liked and helped me during my test

drive in New Delhi. The thick centre tunnel going all the way to the

rear seat means that the passenger in the middle at the rear has to

sit astride and the Bluetooth pairing with my handset just didn’t work

with the infotainment system in the new Octavia.



The Skoda Octavia features a range of familiar VW Group engine and

transmission options. Four powerplants are offered: a 113bhp 1.0-litre

petrol, a 148bhp 1.4-litre petrol, a 113bhp 1.6-litre diesel and a

range-topping 148bhp 2.0-litre diesel.


All deliver adequate performance and are capable of 0-62mph in less

than 10sec, although the larger-displacement units are more flexible

and better suited to motorway cruising and cross-country driving.


TSI petrol and 2.0-litre diesel models get a six-speed manual gearbox,

the 1.6-litre diesel a five-speed unit.


Dual-clutch automatic gearboxes are available as well; whether you

prefer the automatic or the alternative (and cheaper) manual option

will primarily be a matter of personal preference. The DSG gearbox

works very well in the Octavia, and goes about its job quietly and



What’s most notable about the Octavia’s engine range, however, is the

somewhat disappointing 1.6-litre diesel engine. Most buyers might

consider it the sweet spot in the line-up, thanks to its high economy,

low emissions and moderate punch.


While the 1.6-litre diesel is mechanically refined and perfectly

functional, it’s slow – more than a second slower from rest to 62mph

than Skoda’s claim for it and even further separated from the current

class standard. The first problem is a decidedly ordinary engine. In

the Skoda Octavia, the 1.6-litre turbodiesel seems quiet and flexible,

but it responds sluggishly at low speeds. And then once it’s pulling,

you can’t help but feel a little nonplussed by the maximum power and

torque it serves up.


If you’re set on a diesel option, it’s probably best to go for the

2.0-litre diesel. While it may be a little harsh at higher speeds,

it’ll return good economy and may prove even more frugal than the

harder-worked 1.6-litre unit. Don’t entirely discount the petrol

options though: they’re quiet, smooth and willing and, if you’re not

covering starship mileages each year,



Like before, the Octavia in the 1.8 TSi guise comes with a more

sophisticated, independent rear suspension as compared to the

non-independent setup on the other variants. In our brief drive we

weren’t able to figure out if the wider rear track has improved

handling but like before the Octavia felt planted and well balanced.

The electric steering felt direct and even when pushed hard, body roll

was well in check and it felt willing in quick directional changes

too. In terms of ride, the suspension does a good job of isolating the

cabin from the road surfaces. But you do have to take sharp edged

bumps with caution, as the suspension tends to thud through them



The feature list has been revised, and there are some interesting ones

on the safety and convenience front. The highlight though has to be

semi auto park assist. The system will identify a parking slot big

enough to accommodate the car – parallel or perpendicular and steer

the car into it at the press of a button. You merely need to use the

brake and throttle to park the car sitting in the driver’s seat, and

watch the car steer itself into the parking space. You can even get

the car out of a parking spot similarly in case you aren’t sure of

being able to steer the car out of a tight spot


The infotainment system continues to offer Apple CarPlay, Android Auto

and MirrorLink connectivity. The navigation system is pretty neat too

– maps are legible easily even on the go, unlike some of the

navigations systems on other cars. I’ve preferred using navigation on

my phone always, but the Octavia’s system is a breeze to use,

especially with the prompts through the multi-function display between

the clocks and prompted me to put my phone away and focus more on

driving the car.


For the chauffeur-driven lot, Skoda now has a smartphone app called

Skoda Media Command. It offers full control of the audio system and

also lets you punch in a new destination on the car’s navigation

system through your phone itself. Rear seat occupants also get two USB

slots with quick charging to recharge mobile devices, which is a

thoughtful addition.


There’s new additions on the safety front, too, as the Octavia now

gets a fatigue alert system that works on various complex algorithms

that calculate the driver’s alertness via his steering work and tell

him if he needs to take a break. Like before, the Octavia also gets

Skoda’s multi-collision braking along with 8 airbags. For the

uninitiated, multi-collision braking basically ensures the car

decelerates quickly from whatever speed it is travelling at after a

primary impact, to avoid a second impact with another vehicle on the

road or otherwise.



Has Skoda done enough to keep the Octavia relevant in our ‘dynamic’

market of today? We certainly like to believe so as it was quite a

good product in its segment and now with these updates, both in terms

of design and features, the Octavia certainly seems to have inched

ahead in the game once again. However, what will work in favour of the

sedan is good pricing which, if GST does its work, will allow Skoda to

price the Octavia in the range of Rs 15 lakh to Rs 22 lakh, thus

making it excellent value for money.

Skoda Octavia Ex Showroom Price in New Delhi ranges from 15,49,405/- (Octavia 1.4 Ambition TSI MT) to  22,89,573/- (Octavia 2.0 Style Plus TDI CR AT) .Skoda Octavia has 8 Variants of Petrol are available in India. Skoda Octavia comes in 4 colours, namely Quartz Grey Metallic,Brilliant Silver Metallic,Magic Black Metallic,Candy White UNI.