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Tata Indica Review Equipments,Price & Performance


Tata Indica eV2 is a compact hatchback by the much renowned Tata Motors. Indica is an age-old product but the eV2 is its new guise. The exterior has been amended with a rear chrome garnish and electrically operated ORVMs on both sides which are mounted on the side blinkers. Adding to the visual appeal of the Indica eV2 are motorized clear lens headlamps, calear lens side indicator lamps, a triple-step chrome tip grille, 7-speed intermittent front wiper, body-coloured outer door handles along with a body-coloured bumper.The interiors are bi-tonal in Sahara Beige and Ebony Black. The centre console is metallic silver and the seats are partially clad with fabric. The steering wheel is Ebony Black and has four spokes. The dashboard is black again and the gear knob has a silver tip. The front cabin has some spot lights and a tachometer. There are ample storage spaces available in Indica eV2 such as magazine pockets and bottle holders. To enhance passenger safety, Indica eV2 comes equipped with features like keyless entry, central locking with remote, child safety lock on rear doors, a high-mounted stop lamp, front and rear for lamps, a collapsible steering, an engine immobilizer and 3-point ELR seat-belts for front seat passengers. Tata Indica eV2 is powered by a 1.4 l, 16?valved, Common Rail Direct Injection type Diesel engine with a capacity of 1396 cc. It generates a maximum power output of 69 bhp and gives a maximum torque yield of 140 Nm. It is exceptionally fuel?efficient and registers a spectacular mileage of 23 kmpl intracity and 27 kmpl on highways.


Dimensionally, Tata India eV2 measures 3.69m in length, 1.67m in width and is 1.48 m high. The exterior is simple and elegant. In two of the four variants available, the bumper is body-coloured and this lends the exterior a very smart apperance. The frontage is stylish with a smart chrome grille and radiant headlamps. The rear end has an impressive tail lamp cluster. Door rub rails, ORVMs, half-wheel covers and the chrome-plated hood make the hatchback look very enticing. The Outer Rear-View Mirrors (ORVMs) are adjustable and the control is inside. Indica eV2 comes with 14” steel wheels and 165/65 R14-sized puncture-resistant radial tyres.


It is a time machine inside as the Indica takes back to nostalgic memories of how cars were initially. The interior layout also has been retained from earlier iterations but then this time they have been re-touched with better quality materials.The dashboard is done in ebony black and the vents on it have a bright aluminum finish. The seats too look smart with brighter fabric and decent cushioning. The front row seats and the rear row seats are comfortable. Space has always been a strong aspect in the Indica and the new cabin feels spacious too. Legroom is good for the front row while the rear might feel cramped. Headroom is generous.

The central console has a metallic silver finish and the same can be seen on the gear knob too. Mounted on the central console is the audio system which now comes with Bluetooth, AUX-in compatibility but it is not an efficient unit when operations are concerned. The music output is very poor especially if it’s compared to the one in Nano. In addition to features, the ORVMs too can be electrically controlled.

The instrumental cluster is very basic and has two trip reading options. It has a number of storage cabins inside. Be it the bottle holders on door trims or the grand luggage space in the boot. Overall, the functionality of the cabin is not strong but then spaciousness and roomy interiors clicks very well. For Price details of Tata Indica check out in Carzprice


The bigger change in the eV2 is in the new diesel engine. The eV2 gets a new 1,396cc, CR4 common rail diesel engine. While being more frugal and BS IV compliant, the engine also offers big boosts to the power and torque it delivers. The engine, getting its boost from the addition of a turbocharger and an intercooler, now generates a healthy 70 PS of peak power at 4,000 rpm (about 30 per cent over the BS III version) and about 140 Nm of peak torque from as low as 1,800 rpm, which is a 65 per cent increase.

The new engine has retuned to offer ample support for city and highway driving, with most of the focus being on delivering more mileage, which is now claimed to be 24 per cent higher at 25 kmpl (as certified by ARAI). Improvements to the performance and driveability has also been achieved by tweaking the settings to the engine management system to calibrate various functions, based on feedback from an array of sensors such as the engine speed sensor, throttle position sensor and the gear sensor. Changes that the EMS effects are said to include valve timing, compression ratios and pressure volume ratios.

The engine block and piston assembly design has also been changed marginally to improve air intake and circulation of charge for better combustion. The resultant improvement is reflected in the loads of toque available at the low end. Also helping the eV2’s slow speed performance are the taller gear ratios in the five-speed manual gearbox. I drove the car mostly in city conditions and the improved driveability is immediately evident, with fewer gear shifts and quicker acceleration in each slot. There is a bit of turbo-lag, but nothing too distracting.


Where the Indica does fare very well is the ride quality. The vehicle has been known for absorbing most of the bumps on the road and Tata Motors has now updated the suspension shifting to a dual path front suspension which enhances ride comfort slightly. The Indica gobbles up most of the bumps on the road with authority although low speed ride isn’t as comfortable with a bit of bouncyness being felt by rear seat passengers. The brakes offer decent stopping power but the pedal positioning needs a re-think as their placement is very odd.


Aqua, Terra and Aura are the three variants of Tata Indica Vista. Each of these three variants is powered by a different engine – TDI, Safire, and Quadrajet. Tata Indica Vista is available in a variety of vibrant colors, including cavern grey, infinity Black, Noble Blue, Arctic Silver, Solar Orange, Marine Silver and Gala Red. The variants of the automobile are priced between Rs 3.49 lakhs and Rs. 4.88 lakhs. The car is roomy and is amazing to ride. The only thing that upsets its users is the kind of plastic used. The company has tried to do something about it and hopefully they will succeed in years to come


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Rolls Royce Phantom Review,Specifications,Features & Price In India


Since the first Phantom appeared in 1925, Rolls-Royce Motor Cars has had its ups and downs. When the outgoing Phantom appeared at the stroke of midnight on January 1st 2003, the company even called it ‘the last great automotive adventure’.Maybe that should have been penultimate, because we’ve just driven the new car, and as internal combustion most likely won’t be around in another 14 years’ time, this really could be The One.Rolls-Royce reckons the Phantom is the barometer by which everyone else in the world of expensive luxury goods measures themselves, so the bar isn’t just raised here, it’s bejewelled and platinum-plated. You know when someone claims to be ‘the Rolls-Royce of watches/furniture/granite-kitchen-worktops’? Well, this is the Rolls-Royce of Rolls-Royces.Rolls says the Phantom’s new spaceframe structure is 30 per cent more rigid than the previous model, a figure that rises significantly in key areas such as suspension and gearbox. This new structure, coincidentally, offers sufficient flexibility to underpin the next wave of Rolls product, its SUV included.The chassis gets an all-new suspension setup, with a double wishbone configuration on the front, a five-link axle at the rear, adaptive dampers, and active anti-roll bars. It’s also the latest car to benefit from four-wheel steering, whose three degrees of counter-steer help shrink the car’s heft at higher speeds, as well as improving low-speed agility. The Phant’s air springs feature bigger chambers than on any previous Rolls, and the tyres are specially developed Continentals whose structure incorporates 2kg of sound absorbent material.


The major exterior highlights on the Rolls-Royce phantom are that it has got fresh adaptive LED headlamps providing a very contemporary look. At the same time the light clusters has a shimmering bar of LED daytime running lamps. The paintwork on this vehicle is so smooth that you would certainly notice your reflection clearly on it. This car comes with 12 diverse wheels in 5 different designs with about 3 finishes and is accompanied with their individual and unique traits. The wheels are designed in such a way that they are unique and self-righting wheel centres exhibiting the Rolls Royce logo the right way up. The Rolls Royce Phantom Coupe measures 5834 mm in length x 1989 mm width x 1633mm in height. On the other hand the Drophead Coupe measures about 5839mm in length x 1992 mm wide and 1641 mm in height. The wheel base of phantom extended is 3571mm while same for the Coupe version is 3820mm.


When it comes to the interior, you might find that, somehow, Rolls managed to really bring some serious change into the fold for this generation and has made the Phantom more modern than ever. The interior of the Phantom VII was really more of an acquired taste with its overly flat and uneventful face, those weird, minivan-line glass panels in the A-Pillars, and a center console that reminds of something you might see in a van. It’s not that it wasn’t elegant, it was just really dated for a model with this kind of credentials. But, that problem is no more, as Rolls really did go above and beyond what most of us here at TopSpeed really expected. Oddly enough, the dash still has the same general boxy shape, and what more could you really ask for, as it really does match the exterior design. But for this generation, there are lots of new little goodies up front. For starters, the upper tier of the dash is now known as “The Gallery” and is home to artwork that can be chosen by customers at the time of customization – talk about luxury.Moving beyond that, those old, classic, and dated gauges ahead of the steering wheel have been replaced by an all-digital unit. And, before all of you start losing your minds, take a look at it. Rolls did an excellent job at maintaining the classic look as much as possible, with the digital gauges imitating the analog gauges of the last-gen models. You’ll find what appears to be the same circular HVAC vents, but hose in the center have now be dropped down to sit below the infotainment display and above the CD changer controls. The HVAC controls down blow still feature the same horizontal temperature controls, but the knobs are now smaller and sit above them, while the physical buttons sit much higher. Ultimately, this reorganization and general refinement has allowed for a much cleaner look while everything is much closer together and easier to access by both the driver and the front passenger.

The steering wheel is all new, with those funky buttons below the hub replaced by sleeker thumb units. The upper side spokes also get thumb buttons – something the last-gen model didn’t have. All three spokes are shorter than before, making for a slightly smaller wheel, while the lower spoke is now hollow in the center. The center console is also heavily revised with the front portion sitting a bit higher than before and the armrest unit leading the way with a knob controller for the built-in infotainment system. That arm rest, by the way, is now a single-piece unit as opposed to that weird dual-opening design from before. The seats get a new stitching pattern while the doors are layered with glossy wood trim and chrome inserts – an absolute must in a vehicle of this caliber.Moving to the rear, there’s a whole lot going on here as well. Obviously, space is of the utmost importance, so there’s plenty of that. You get the clever and unique LED lighting in the room, while the center console in the center gives rear passenger their very own space. As such, each gets their own climate controls on their respective doors, and curtains mounted to the glass allows for some extra privacy as long as you don’t mind your driver seeing what you’re doing. In the rear of the front seats, there is a pair of picnic tables as well as rear theatre monitors, both of which are electronically controlled and concealed behind the glossy wood trim. The rear seats can be changed at the time of customization, with options like an intimate lounge seat, individual seats with a concealable center console, and a newly introduced sleeping seat, which as you probably guessed is likely to be the most comfortable option.


With a powerful direct injection V12 engine, Rolls Royce proves its authority on power as well. When running at 70 mph, 90 percent of the engine power is in reserve that shows how powerful the engine is. The 6.8-litre V12 engine with a displacement of 6749 cc can generate a maximum power of 338 kW at 5350 rpm and a maximum torque of 720 Nm at 3500 rpm. Phantom has an eight-speed gearbox offering a good smooth control with better fuel consumption while shifting of gears

Even with a powerful engine, Phantom is not a speed car. It is a sedan that has a top speed of 249 km/h that is quite low considering the car’s price and the powerful V12 engine. The mileage of the car is also something that it cannot be proud of. The mileage of the Phantom is around 9 kmpl on the highway which means Phantom needs a lot of gasoline for every breath its engine takes. As far as handling is concerned, there is nothing better than driving a Rolls Royce car, with great suspension systems at both the ends and a smooth steering control, the Rolls Royce Phantom runs like a cloud floating on the air bed.


Considering that the 2016 Rolls-Royce Phantom weighs as much as a Chevrolet Suburban, handling composure is rather remarkable. We have yet to sample a Phantom with the Dynamic package, but we’ve been pleasantly surprised by the ultra-luxury sedan’s athleticism in previous tests. The steering is light and communicative, and the Roller feels confident around turns thanks to its well-sorted air suspension. There’s no getting around its enormous dimensions, however; in close quarters or on tight roads, the Phantom can be a bear to maneuver.The V12 is strong and nearly silent, making full acceleration a somewhat eerie experience from the driver’s lofty perch. It’s ultimately not that powerful, but it’s incredibly smooth. Ride quality, meanwhile, is truly regal. The Phantom’s suspension is supple yet controlled, dispatching bumps, potholes and even speed humps as if they weren’t even there.


The company has given this Rolls-Royce Phantom model series a set of innovative features, which makes it one of the safest vehicle in its class. This car is made of advanced aluminum sub-frame, which is hand welded from over five hundred spare parts. It is incredibly light but strong and is both stiff along with dynamic. Its body structure is combined with state of the art suspension technologies and the smooth power delivery, which creates the air cushioned magic carpet ride that is unique to Rolls Royce. It features an advanced infotainment system that features several informations for keeping the driver updated and gives a stress free driving experience. Apart from these, it also has seat belts for all occupants along with warning notification, a strong and tough body, anti lock braking system along with electronic brake force distribution, smart access card entry and so on. It is blessed with eight airbags along with front co-passenger airbag deactivation function that adds to the safety quotient. The airbags including side, curtain, head and neck keeps you unharmed from major injuries in case of any accidents or collisions. In addition to these, it is bestowed with front and rear parking sensors along with small cameras in front bumper combined with side cameras that offers a clear views on the road in either direction. The rear path prediction setting guides reveals the potential obstacles in all direction that makes it quite easy for parking the vehicle even in peak traffic conditions. The electronic engine immobilization device comes with security alarm that safeguards the vehicle from theft and any unauthorized entry. The company has also given this luxurious model series a lot of standard features like reliable braking mechanism, follow me home headlamps, traction control, electronic stability control, centrally mounted fuel tank, impact beams and lots of other aspects as well.


That’s a difficult question to answer, especially if the price of a minimally specced Phantom, after paying nearly 200 percent in taxes and duties, is expected to cost Rs 8 crore (on road), rising to around Rs 9.5 -10 crore for a car with a decent amount of customisation. Terms like ‘value for money’ and ‘bang for your buck’ are not part of a Phantom buyer’s lexicon. What they are looking for is the ultimate luxury car and one that they are unashamed to flaunt. The new Phantom also takes customisation and exclusivity to a different level, with its concept of the bespoke Gallery. View the Phantom not just as an automobile but also as a work of art which, with its ludicrously high price tag, might just start making sense, but only if you are a billionaire.EMI Calculator for Rolls Royce Phantom on


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Renault Lodgy Specificationd,Features & Price In India


Renault first tasted success in India with the Duster. This popular SUV is the sole pillar in the company’s product portfolio on which Renault’s fortunes in India rest. Now, after three years, the French company has come up with its next important model — the Lodgy — which promises to strengthen Renault’s Indian portfolio significantly. The Lodgy might be Renault’s first MPV for India, but the French automaker is no stranger to people movers. In fact, 30 years ago, it invented the segment with the Espace. But here in India, this sector is already flocked by popular brands like Maruti and Honda. So do the MPV innovators have a trick up their sleeve?


Renault has been quite safe when it comes to the styling of their cars, at least in India. Notice the entire lineup offered here and you would realise that there’s nothing exciting in their design language, it’s neutral. Same is the case with the Lodgy. No, it doesn’t mean that it looks bad, the styling is conventional yet contemporary and there are certain bits that make it look cool. The front looks pleasant with a detailed grille having a good dose of chrome and a big Renault badge sitting proudly. The headlamps are sizeable that makes the car look big at the front and it gets day time running lights that are not LEDs. The lower half of the bumper is done in black, integrating foglamps and some chrome accents as well.

The Lodgy is 4498 mm long and has the longest wheelbase in its class measuring 2810 mm, longer than the Innova’s 2750 mm. This is quite evident in the side profile with short overhangs. It also looks quite tall with a huge glass area. There are no violent creases running across the body and the design is kept simple and neat. The door mouldings on the lower half of the body get highlighted in chrome while the 15-inch 5-spoke alloys don’t look much exciting. Despite having uniquely shaped tail lights and chrome embellishments, the Lodgy tends to look plain at the rear. The tailgate needs some muscle for better presence. The thick chrome strip having LODGY etched on it is a good touch but the keyhole above it looks out of place and ugly. The overall design looks appealing to all and offending none with balanced proportions ideal for an MPV. Renault will also offer 47 categories of accessories with 4 accessory packs including chrome pack, essential pack, sport pack and techno pack to enhance the exterior appeal.


Once you step inside, it comes across as familiar territory. The dash has many borrowings from Duster including the AC vents, centre console, switches, gear knob and the steering wheel, which is leather wrapped. The two tone – light brown and beige colour scheme provides a classy and airy feel. The piano black centre console looks quite premium and it houses the Media-Nav, which is a multimedia touchscreen device with navigation and a reverse camera, though viewing it in bright sunlight is an issue.

The car we drove was a seven-seater, which had captain seats in the second row. The top end variant of this one gets leather seats. There are armrests for the driver and second row passengers. The second row passengers also have access to a foldable tray with a cup/glass holder, which is a good utility feature. The Lodgy would also be offered with a eight-seater option, however with fabric seats. The car has good storage space for water bottles and knick-knacks, two 12v sockets and roof mounted rear AC vents for the second as well as third row.

The highlight of the Lodgy is space. I was particularly surprised with the third row seats that can seat two adults or three kids with ease and comfort. The best part is that the second and third row seats can double fold, providing multiple luggage carrying options. While stepping in, the first thing noticed was that the ingress and egress is a breeze! Getting in and out of the car is easy and very helpful, especially for the elderly. That applies for the front as well as rear. Also the boot sill is low enough to allow easy luggage loading / unloading.

The Lodgy feels easy to drive, more like a sedan than an MPV. It was easy to find a suitable driving position with the steering and seat height adjustments. Another highlight of the Lodgy is the ride quality, which is easily the best among MPVs and trumps many sedans in this department. Broken roads and deep potholes pose no irritation to the passengers as the Lodgy literally glides over them.


Just like in the Duster, the Lodgy is also offered with the same powertrain and in the same state of tunes. So, like the Duster, the Lodgy too will be offered with the same, reliable K9K diesel engine in two power and torque ratings. The 1.5-litre dCi engine will be available with a peak power of 85PS or 110PS. There are expected to be three trim variants with both the engine rating options.

We only had the 110PS being offered to us for the test drive. The engine is familiar and its torquey performance straight away feels like the right match for the Lodgy. Both in city traffic and highway speeds, there is more than enough juice from the engine to make use of. There is a bit of lag, but once the needle passes the 1,400-1500rpm level, dollops of torque kick in. We are not sure, how responsive the engine would feel in its 85PS avatar, especially if the Lodgy would be fully loaded with people and luggage.

The best part about the powertrain in the Lodgy is the excellent NVH packaging that the engineers at Renault have done. The cabin is absolutely quiet all the way to a high 3,500rpm. The engine redline seems to have been set at about 5,000 rpm. Renault claims that together with the 6-speed manual gearbox, the engine is capable of delivering 21.04kmpl and 19.98kmpl of mileage in the two – 85PS and 110PS – variants.


When seated inside, the first thing that strikes you is the Renault Lodgy’s seating position. It is exactly the same as the Duster which gives you a commanding view of the road ahead. But, because the dash design as well as the windshield angle is different, the visibility offered by the Lodgy is better. It’s also not too heavy to drive. The clutch still needs some effort and the steering isn’t as light as on the Maruti or the Honda. But, it won’t leave you with aching arms or limbs even after long hours of commute. Ride, as with the Duster, is sorted on most surfaces. It’s slightly firm. This helps over poor roads and undulations, giving the Lodgy a composed, big car like pliancy.

It’s the same story when driven fast in a straight line. There’s hardly any lift, weave or nervousness no matter how hard you push it. Handling wise, sure, it’s no hatchback. However, around long, fast corners it tracks with confidence. The steering has reasonably good feedback and unless one chucks the Lodgy hard into corners, the extra length doesn’t make its presence felt either. We also found the cabin to be well insulated. So there isn’t a lot of noise seeping in, especially from the engine. Overall, this should make for a fine long distance companion


The Renault Lodgy has got only three star safety rating from Euro NCAP and that too for the international model having 6 airbags as standard. Renault will be offering the Lodgy in India with only dual front airbags, which is a big letdown. It will also get ABS, EBD with brake assist. Apart from cruise control, the MPV will come with a speed limiter as well. Renault currently has a network presence of more than 157 facilities across India. In order to get volumes and provide better after sales service, the French automaker needs to ramp up their presence, which they say they are doing through the year and claim it to be the fastest ramp-up by an automaker in India


The Renault Lodgy is a great attempt in making an attractive looking compact MPV. The interior quality is impressive and acceptable. In terms of comfort, it scores more than others in the competition. The amazing storage and boot space makes it a practical solution for a family. It has the underpinnings of Duster, which has already made its mark in the compact SUV segment. Both the diesel engines are highly promising and efficient. It gets dual airbags, ABS, EBD with brake assist and rear parking camera with sensors.EX Showroom price of Renault Lodgy in Hyderbad.

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Tata Nexon Test Drive & Price In India


The sub 4-metre subcompact SUV segment of which the new Tata Nexon is one of the most popular and most aspirational automotive segments in the country. Maruti Suzuki consistently sells over 10,000 units of the Vitara Brezza every month and the Ecosport single handedly helped recover Ford India’s lull a few years ago. Mahindra has four SUVs in this segment too – the TUV 300, the Bolero Power+, the KUV 100 and the NuvoSport and even Hyundai and Datsun will soon launch brand new SUVs in this segment. So it was only obvious that sooner or later, any automaker who wants to be a real volume player in the Indian market needs to have a model present in this segment. Tata Motors first showcased a concept compact SUV called the Nexon at the 2014 Indian Auto Expo and an almost production ready version of the Tata Nexon at the 2016 Indian Auto Expo. While most of us expected the production SUV to be watered down version of the concept, the Indian automaker has surprised us by launching the Tata Nexon subcompact SUV that is very close to the concept’s original look and design. And the last time that happened was when Jaguar launched the F-Pace! So read on to know more about the brand new 2017 Tata Nexon!


The Tata Nexon is neither a sub-compact SUV nor a hatchback on stilts. It’s a crossover in the true sense. The SUV traits of the Nexon are ground clearance, which at 209mm is comparable with the Renault Duster, and large 16-inch wheels. The high-stance is married with a coupe-like sloping roofline that rakes sharply like that of the Range Rover Evoque.The unconventional design is eye-catchy, which should make it hard to miss when parked beside other hatchbacks and compact SUVs. The top-spec XZ+ variant of the Nexon that we drove sported a contrast-colour roof in steel grey with both red and blue exterior colours. The signature element is an off-white plastic trim that runs just under the greenhouse on the side. It continues at the rear too, but that’s paint and not plastic. Tata could have done away with it, but then, they could have overdone it too, which they have not.

Apart from the grey roof and off-white sash, there’s another contrasting element on the outside – the black plastic cladding. It does its job of making the Nexon look rugged and high-heeled quite well.Look straight into the Nexon’s eyes, and you’ll get a hint of Tata’s ‘Impact’ design. The front grille’s top line extends into the headlamps, and onto the side. That’s the ‘humanity line’ in Tata lingo. The Nexon’s design is, however, more aggressive than its siblings. The elements that add to the bold front look are pulled back projector headlamps with LED daytime running lamps, high-set fog lamps, a large front air intake and flared wheel arches.While the Nexon looks SUV-ish from the front, the rear is more hatchback-like. The high ground clearance is hard to miss, and the stock tyres (215/60 R16) look wide for a vehicle of the Nexon’s size. The faux skid plate on the rear bumper adds some ruggedness. There’s an off-white and glossy black element around the clear-lens tail lamps that adds quirkiness to the design, but you get used to it with time.


The interior is filled with new techie stuff and the focus on quality and refinement is quite apparent. The highlight is what Tata calls the Grand Centre Console, which really pushes the boundaries of what we expect of a car in this segment. From the neatly tucked in handbrake lever to the sliding tambour door mechanism, everything looks and feels a few classes above.Then, there’s the first in segment Multi Drive Modes selector dial that lets you choose between Eco, City and Sport settings. The theme colour of the infotainment screen changes to match the driving mode you are on. Don’t get your hopes too high though – it doesn’t have any off road setting because the Nexon is a front wheel drive car.

Unlike the exterior, the dashboard follows a simple and straightforward design. You get a floating 6.5-inch touchscreen that supports Android Auto. Tata says Apple Car play will be introduced soon. Infotainment system comes with the ability to read out text and Whatsapp messages and send replies using voice commands. The HD display offers intuitive interface and responds quickly. You can access all functions with minimal ‘eyes off the road time’. Nexon also offers a lot of niceties including the superbly sounding Harman music system, automatic climate control, navigation through the connected smartphone, voice commands for most functions, reverse camera and most importantly, a wearable smartkey. However, the steering wheel and the instrument panel have been carried over from the Tiago and Tigor.

There are 31 smart storage areas including a huge glovebox, bottle holders and even umbrella holders on the doors to make the cabin very practical.The front seats are well padded for great comfort and support. Height adjustable driver seat and tiltable steering ensure finding a suitable driving position is not an issue. You would appreciate the elevated driving position and the excellent visibility in all directions. However, rear visibility is slightly compromised thanks to the small rear windscreen.There’s adequate legroom for rear passengers and despite the sloping roof, head room is generous too. Yet, the rear bench is not wide enough for three passengers. Centre armrests with cupholders and rear air vents make things more comfortable at the back.350 litres of boot space can be expanded to 690 litres by folding the rear seat on a 60:40 ratio.


Tata is offering all-new petrol and diesel engines in the Nexon. Both can be upgraded to BS-VI norms as and when the mandate comes in. While the basic architecture of the 1.2-litre indirect injection turbo-petrol engine is the same as the Tiago’s 3-cylinder motor, Tata says that they have used all the know-how from the Zest’s turbopetrol unit and incorporated it here. So while the block remains the same, the engine is lighter than the Zest’s turbocharged unit and also makes 110PS of power and 170Nm of torque. These figures in the compact SUV segment are lower than that of only the EcoSport’s 125PS turbo-petrol engine.The diesel, in the meanwhile, is a 1.5-litre unit that makes the same amount of power as the petrol but a significantly higher 260Nm of torque. Both the engines are mated to 6-speed manual transmissions, with AMTs to be slotted in at a later date. Tata also offers the aforementioned Drive modes in both the variants. The Drive modes can be accessed via the rotary knob and can be changed on the move. The good part about this dial is that whatever mode you’ve selected, there will be an audio note telling you the selection and the colour of the infotainment system too changes a la Mini Cooper style. The dial also remembers the last selection made and sticks to it even after the car has been switched off.

We had a go at the turbopetrol engine first. At start-up, the engine has decent refinement; however, on the move, it is audible. There is some amount of turbolag and the motor isn’t that happy sitting at high revs. What it is happy doing is cruising. At around 1,600rpm, the engine is doing 100 clicks in top gear. Good for those efficiency numbers then. It is also tractable and even at a higher gear and low revs, the engine is happy. For example – 40kmph in fourth gear is possible and the engine doesn’t really protest. But if you want quick acceleration, you need to drop a couple of gears before making any progress. The hairpins up Idukki dam were taken in second gear; however, the moment brisk acceleration was called for uphill, I had to downshift. Rowing through the gears though is pretty much fun as the gearbox is slick. Vibrations are present though and manifest through the pedals and gear lever. However, they aren’t at an alarming level.The diesel, in the meanwhile, sounds as refined as the Brezza’s unit. It, however, is the punchier of the two motors. The clutch is light and has a short travel while the gearshift too is smooth. Surprisingly, the diesel is a bit more eager to rev than the petrol. Tractability remains common for both with the exception that hurried progress doesn’t really require dropping a gear in the diesel. This will be the engine to watch out amongst the two. It has less turbolag and gets the job done in a better fashion.The Drive modes do alter the engine mapping and throttle setting, but over the years Tata Motors has refined it. The Sport mode no longer feels snappy. Instead it is quite linear. Around 70 per cent of our first drive review was done in this mode. City is the apt one for err…in the city while Eco dulls out the throttle response and requires a bit more of patience when hurried progress is to be made.


Where the Nexon scores top marks, however, is in the ride and handling department. Ride quality isn’t pillow-soft and you do feel some of the larger bumps, but the suspension rounds off sharp edges brilliantly. The little bit of stiffness in the suspension also means there is not much pitching or bobbing and body roll is well contained despite the Nexon’s height. There is a bit more up-down movement in the lighter petrol car, but on the whole ride quality is really impressive. The steering, borrowed from the Zest, is spot-on and one of the best electrically assisted units we’ve experienced in this class of car. It has a reassuring on-centre feel and weights up perfectly as you pile on the lock. All of this translates to brilliant overall stability, and with a best-in-class 209mm of ground clearance, and lots of wheel travel you really don’t need to slow down for potholes.The stiff chassis, impressive brakes and generous grip from the fat 215/60 R16 tyres give a lot of confidence through corners. It doesn’t feel as keen to drive as an EcoSport and isn’t as surefooted either, but work up a rhythm, keep the engines in their sweet spot and you’ll be nicely rewarded.


Tata Motors is offering dual front airbags and ABS with EBD on all variants. You also get a seat belt height adjuster standard on the Nexon. We all are pretty much familiar with the sales and service of the automaker. Sales outlets across the country are aplenty and service centres are also in abundance. While service quality levels may not be the best, Tata isn’t that bad either and the company is working their way up.


So it seems, Tata’s holistic approach towards the Nexon has paid off. The flamboyant styling, superbly finished cabin, modern tech along with impressive performance are sure to win many hearts. Moreover, Tata is already revamping the dealership and aftersales experience to welcome the Nexon.Yet, we all know that it’s not going to be cakewalk for the Nexon as it will be running into formidable competition from the heavyweights like the Vitara Brezza and the Ecosport. However, despite a few minor niggles, the Tata Nexon is well-placed to put the competition to shame and rake in good numbers.

Tata Nexon Revotron Xe Ex-showroom Price is   5,94,299/- and On Road Price is   7,12,670/- in Bangalore. Tata Nexon Revotron Xe comes in 5 colours, namely Vermont Red,Moroccan Blue,Glasgow Grey,Calgary White,Seattle Silver.Book a test drive Tata Nexon.

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Toyota Etios Liva Review,Features,Equipments & Test Drive


For increasing the number of sales in the car market, the Toyota India has launched the facelifted version of its flagship hatchback, Etios Liva in the country’s car market. It will compete against the likes of Hyundai Grand i10, Renault Pulse, Maruti Suzuki Swift, Fiat Punto EVO, Chevrolet Sail Hatchback and others in this segment. Now it is available with quite a few updated exterior and interior features that will certainly attract the buyers. It is being offered with both petrol and diesel engines in several trim levels. Among them Toyota Etios Liva G is the mid range variant. The internal cabin gets a greige color scheme, which is complemented by new fabric upholstered seats and door trims. It is also incorporated with dual front SRS airbags and driver seat belt reminder notification as standard features. In terms of exteriors, its frontage is designed with a revamped radiator grille and it gets a lot of titanium grey insert. On the other hand, there are no changes to its technical specifications. This variant is fitted with the same 1.2-litre petrol engine under the hood. It can displace 1197cc and can churn out 78.9bhp and 104Nm of power and torque respectively. This hatchback is being offered with a standard warranty of 3-years or 100000 Kilometers, whichever comes first


Toyota Platinum Etios is a compact sedan with a sharp appearance that is marked by a stylized front grille and radiant headlamps. Intermittent wipers adorn the front windscreen. The upper grille is chrome treated and the lower grille is black in colour. White fog lamps are fitted on both ends of this black lower grille. The bumpers, door handles and Outside Rear-View Mirrors (ORVMs) are of the same colour as the body, and this makes the sedan look extremely elegant.

The side protection moulding comes with chrome insertions and the B-pillar is blacked out. The four 12-spoke alloy wheels are dressed in full wheel caps. Platinum Etios comes with a roof-mounted foldable antenna and the rear end of sedan is embellished with triangular tail lamps. The chrome garnish on its boot adds to the sophistication. Dimensionally, Toyota Etios is 4.27m long, 1.7m wide and 1.51m high. The wheelbase of the sedan is 2550 mm and it provides an incredible ground clearance of 170mm. The turning radius of 4.9m makes it easy to handle.


With the exteriors done and dusted, let’s check what the Etios Liva has to offer once you step inside the cabin. In all honestly, there is not much. You continue to get the same simplistic and basic cabin layout, which is a bit of a turn-off as there was indeed quite a lot of scope for improvement.

First its the steering wheel, which ergonomically feels a bit to large to handle; however it does get mounted controls for the 2-din music system. Talking about the music system, this piece in itself feels outdated, especially if you were to compare it with the ones available on the competition. The dial for operating the air-con control module are very basic while the ones for door locks, exterior mirror adjustment and headlamp leveling feel a bit awkwardly placed.

With the update, Toyota has now revamped the centrally mounted instrument cluster and now it gets a digital tachometer, in addition to the back-lit speedometer, which now looks significantly better than the earlier one. Ergonomically, the Etios Liva’s cabin offers decent storage space, comfortable seats with good shoulder and under thigh support. To sum it up, the interiors of the Etios Liva are a love it or hate it affair, they have been designed not to look good but to work well, which they will for sure.


There was a lot of talk of the Liva getting the big 1.5-litre engine from the sedan, but anyone who knows the Indian market would know that the hatch would be looking to exploit the maximum benefits of the excise duty concessions that the Indian government has on offer for small cars. That means that under the Etios Liva hood is a 1.2-litre four-cylinder engine (Read :Engine & Transmission). On paper, it isn’t all that bad, 80PS @ 5600rpm and 104Nm @ 3100rpm. In fact the figures are pretty close to most of the competition and better than some as well. Coupled with the Liva’s approximately 900 kg kerb weight, it should also make for a great power-to-weight ratio to score high on performance. But somehow, that’s not the case because the Etios LIVA’s brief seems to be rather straight forward – better efficiency. With the gear ratios matched to make life in the city easier, the car does feel peppy enough at low revs and accelerates cleanly off the line, but the excitement tapers off much too soon and you really need to work the engine to get past 120km/h.

Our instrumented tests did see the car cross the 150km/h mark but it took a lot of patience and even more stretches of empty roads to get there. The 5-speed manual gearbox may be the culprit here with gear ratios more conducive for city driving rather than highway cruising. But that does have a rather positive effect on its fuel efficiency. The ARAI certified stat reads 18.3kmpl cumulative but real world conditions should see you get about 14.3kmpl in the city and 16.1kmpl on the highway. Considering the prices of petrol today, that’s a welcome proposition indeed! All through the test, the Liva’s gearbox provided positive feel and slick shifts all the way to fifth. Predictably, the Liva didn’t scorch the acceleration runs, taking over 17 seconds to cross the 100km/h mark.


The ride comfort of the Etios Liva is very good. It doesn’t feel stiff on bad roads. The suspension absorbs most of the road shocks to give a comfortable ride. However at high speeds, it does feel a bit bouncy if your tyre pressures are incorrect. The handling is good enough. It doesn’t have the alacrity like its European competition, but it does a good job. The steering wheel too is light in weight and convenient to drive and park. The driving dynamics are how you get in a Toyota, there is absolutely no compromise


Provisions on the new Liva for the safety of occupants include dual SRS airbags and ABS with EBD standard across variants. It also gets immobilizer, keyless entry, adjustable front headrest, child restraint system ISOFIX, fog lamps in front and reverse sensors


Considering all of the above and the price (Toyota Etios Liva pricing revealed) tag that the Etios Liva sports, it sure seems like a quiet revolution in the small car segment. While most people might not be able to appreciate the car’s importance and value immediately, those who do will remain eternally happy with their decision to buy it. The Etios Liva is a big car in a small package and coupled with legendary Toyota reliability and quality, it should offer quality service to its owners who will revel in its roomy interiors and comfortable seating. This is certainly not the car for someone looking for a super fast mile muncher. But in the context of your monthly running bills, the Liva will definitely bring on the smiles. Maybe that’s what Toyota meant when they said that the Liva was a happy faced car then!

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Maruti Suzuki Omni Review,Speccifications & Price In India


The Omni is one of the most iconic cars currently on sale in the Indian market. The car was launched back in 1985 and it was called the Maruti Van. It was changed to Omni in 1988. In 1998, it received a facelift and again another minor facelift in 2005 that included minor cosmetic improvements to the exterior and interior


The looks of the Car are hardly appealing on the style quotient. The overall design of the car is flat or like a Geometric figure(particularly, a box) which can also be determined from the dimensions of the car(3370x1410x1640 mm). It has got 12-Inch cross ply tires which are definitely not sufficient to maintain the grip on the road. One of the unusual things about the car is its positioning of the engine which is mounted beneath the car which still gives a ground clearance of 165 mm. This basically allows using entire space of the car for utilizing the purpose. The Front includes two headlamps encapsulated in a contrasting bold border which further continues to the two horizontal lines surrounding the Maruti Suzuki symbol embossed at the center and a Black bumper integrated with side indicators.

The sideways shows a collection of straight lines running through the shape of the Car with no peculiar characteristic and a fuelling point on the right side bottom corner. The rear doors and windows slide for an opening which again helps to utilize the small spaces for boarding or departing from the vehicle. The rear includes taillamps, indicators and a similar bumper to the front only with integrated reverse lamps.


The micro-van is equipped available in 5- and 8-seater options. The car has a dual tone upholstery and sports the same old steering wheel. The 8-seater Omni is a bit cramped, while the 5-seater is specially designed for personal use. In detail, the car is packed with floor carpets, reclining front seats, a simple dashboard with cup holder and a large utility space for placing the items. There are sliding doors, which are very comfortable to use. The car has good headroom and legroom as well. Nothing changes in terms of the interiors. The car sports the same meters and a glove box with a lock added. The limited version comes with some features, including four speakers, a CD player supporting an auxiliary port and seat covers.


The 796cc, three cylinder, four stroke engine is placed under the front seats and transmits drive to rear wheels. Outputting 34bhp at 5000rpm and 59Nm at 2500RPM, the engine is a bit underpowered and is linked to a four-speed manual transmission.On the outside Omni features thermoplastic bumpers in front and rear, mud-flaps, outside rear view mirror in right, body graphics and clear lens headlamps. Inside, it gets reclining seats, adjustable front seat head restraints, sliding seat for driver, rear view mirror, floor carpet, steering lock, lockable glove compartment and seats belts in front & rear.The petrol powered mini-van is claimed to return ARAI rated fuel economy of 16.8km/l.Stopping power is derived from booster assisted disc and drum units.


The petrol engine feels under-powered, though, the refinement level is pretty decent. Fuel efficiency could be better. The vehicle gets unstable at high speeds. City driving dynamics is good. Ride is bouncy, and very uncomfortable on rough roads.Braking performance is mediocre. The MUV, except the front disc brakes and rear drum brakes, doesn’t get any electronic braking assistance.


Safety features on the Maruti Suzuki van 2-speed windshield wiper, front ELR seat belts and rear static seat belts. The thin tyres compromise stability at speed.


This Maruti Suzuki Omni is one of the popular cars and it is perfectly ideal for those who transport a lot of things. It is complete van for storage and carrying needs. This is a car commercial purpose and mostly not good for family purposes.

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Maruti Suzuki Ciaz Review,Specification,Mileage & Price In India


Up until a few years ago, when you would think Maruti Suzuki, chances are that a hatchback would come to mind. Something, that clearly stresses a lot on fuel efficiency and tries to be as cost efficient as possible. Clearly, that formula has worked wonders and the company has been unbeatable in the hatchback segment in the country. So, it was time to look at the higher segment – Sedan. It started with the Maruti Suzuki SX4 and the company, in that segment, is currently represented by the Ciaz. Interestingly, the Ciaz also has a clever hybrid system variant that promises to deliver fuel efficiency unlike any other offering in the segment, making it probably one of the best value for money sedan in the country. There’s also an ‘RS’ variant which looks way sportier than other models. So, we got our hands on the Maruti Suzuki Ciaz SHVS ZDi variant to find out how it fares


The design of the Ciaz is based on the Suzuki Authentics concept which was showcased first at the 2014 Shanghai Motor Show in April and then shown in production form as the China-spec Alivio sedan. It gets an aggressive front fascia with a trapezoidal front grille that features ample amount of chrome. The sweptback headlights and the elongated hood further enhance its street presence. The side profile is a rather conservative affair but one that works for Maruti Suzuki. It features delicately flared wheel arches, chrome door handles and a strong shoulder line which works well with the forward leaning stance of the car. At the rear, the Ciaz gets the standard wrap around tail lamps which lend the car a premium look. The rear bumper is large and includes integrated reflectors. There’s also a lip spoiler and chrome badges across all variants.


The Ciaz’s wide-opening doors lead to a cabin that is the most spacious in its class. From the driver’s seat, the uncluttered, European-inspired dashboard looks elegant and important controls are within easy access. Also, the wooden trim, metallic highlights around select knobs makes the cabin look premium and the general finish and quality of switchgear is good too. Sure, some plastic bits feel a bit scratchy but overall, they don’t hurt the ambience much. That said, the Ciaz carries over bits like the steering wheel and window switches from smaller (read cheaper) Marutis and that’s an association the sedan could have done without. We’d have also liked to see a touchscreen interface for the infotainment system on our top-spec Ciaz ZXi(O) test car. Interestingly, Maruti has such a system in the works that will be introduced on the ‘ZXi +’ version due in some months. For now, the simple black-and-white unit is all you get. It’s functional, easy to use and pairing our phones with it via Bluetooth was a breeze. This apart, there’s a fair bit of other equipment as well. The top-spec ZXi (O) gets front airbags, ABS, climate control, a reverse parking camera, keyless entry and push button start, a rear sun blind, rear air-con vents and leather seats as standard. Speaking of the seats, the driver’s seat is fairly comfortable but even in its lowest setting, feels a touch too high. Taller drivers may have to fiddle around a bit to find a comfy driving position. The Ciaz’s strength, however, lies in its spacious rear bench; something that the chauffeured lot will appreciate the most. There’s almost as much legroom here as in some cars a class above and even with the front seat pushed all the way back, most people won’t have to worry about their knees touching the front seatback. Headroom isn’t great but what hurts comfort is that the rear seat itself isn’t very generous – the smallish seat squab is largely to blame here and feels a bit stingy on thigh support. It’s not that the seats are uncomfortable, it’s just that in this airy and spacious cabin, the seats could have been plusher. Everyday practicality hasn’t been overlooked though. All four doors get a 1-litre bottle holder and there are lots of cubbyholes for small items as well. The boot is large too, but the wheel wells do eat into space and make it less useable than its 510-litre capacity would suggest


The Ciaz gets a choice of two engines one each of petrol and diesel. The petrol engine is the K14 VVT mill that is already available in the Ertiga and in almost the same state of tune. But, Maruti engineers say that there has been considerable amount of weight reduction work that has been done to the engine. The Ciaz itself also features an increased use of lighter weight, high tensile steel that keeps the kerb weight of the petrol version to just above one tonne (1,010 kgs). The 1,372cc petrol engine delivers a peak power of 92.5PS at 6,000 rpm and a peak torque of 130Nm at 4,000 rpm. The engine, as we all know by now, is a refined unit that is inherently quiet and of low vibration. During our test drive of the Ciaz, the most likeable aspect of this engine was the amount of low-end torque available. During slow speeds, below the 20-30 kmph levels, the engine almost behaves like a diesel. The diesel engine is the more familiar DDiS engine that is originally the multijet from Fiat. This is the 1,248cc diesel burner that is available across many models from Maruti and even Tata and Fiat models. This engine felt familiar during our test drive too and continues to surprise with its remarkably refined performance even in the Ciaz. The mill delivers 90PS of power at 4,000 rpm and 200Nm of torque at a low 1,750 rpm. There is a bit of turbolag initially just like it is in other models with this engine, but there is enough pulling power just past 1,200 rpm. Both the engines are paired with a 5-speed gearbox. The petrol engine version also gets a 4-speed automatic, which was available for a test drive. What is missing in the smooth shifting manual transmission is a bit more shift feel. The cabin is quiet in both the petrol and diesel versions, with extensive use of sound deadening and noise dampening aids. The improvements to the engines and the weight reduction measures manage to make the Ciaz one of the most fuel-efficient sedans with a claimed mileage of 20.73 kmpl for the petrol and 26.21 kmpl for the diesel (ARAI rated).


Now if you like driving, the Ciaz might not be the car for you. It has a precise steering and you eventually learn how much steering input to dial in but it isn’t great on feedback. It just isn’t in the same league as the Volkswagens and the Skodas. But, if you are looking for a comfortable long distance cruiser, you will like the Ciaz’s easy nature. Good straight line stability and potent braking, is of course an added plus. The Maruti Ciaz rides well too. It has been setup for comfort over all else and it’s evident in the way the car rides. It’s softly sprung, so at slow speeds and over broken roads, it remains comfortable. However, at higher speeds and particularly over undulating roads and with load, the Maruti Ciaz does tend to wallow.


The Maruti Suzuki Ciaz was launched with high hopes and it manages to live up to it. This car doesn’t try to be everything, it is aimed at comfort and delivers that in good measure. Yes, it’s not a handler and the looks aren’t going to make you stop and take notice either. However, for most buyers in this segment who want a well specced car with acres of room, fantastic ride quality and frugal engines, the Maruti Ciaz is difficult to beat. When you factor in the pricing, which is a good Rs. 1 lakh plus cheaper for certain variants over the segment leader Honda City, you realise that the tradeoff in brand image might be worth the money saved for some. The Maruti Ciaz doesn’t come across as exciting but is certainly a very practical choice in the overcrowded C-segment.

Maruti Suzuki Ciaz Sigma Petrol Ex-showroom Price is   7,74,593/- and On Road Price is   8,53,203/- in New Delhi. Maruti Suzuki Ciaz Sigma Petrol comes in 7 colours, namely Nexa Blue,Pearl Midnight Black,Pearl Metallic Dignity Brown,Pearl Snow White,Pearl Sangria Red,Metallic Silky Silver,Metallic Glistening Grey.Test drive for Maruti Suzuki Ciaz

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Fiat Punto Pure Price In India,Mileage,Features & Specifications


Is it true that we loved the pre-facelift Punto so much that we cannot actually let it go? Well that is what it looks to me because believe it or not we were actually quite surprised to see that gorgeous little Red car which took the center stage at the Fiat’s stall of the Auto Expo 2016.

Will this be little odd that you will have to think atleast once before actually choosing between the pre-facelift Punto and the current facelift Punto Evo which is available for sale from the year 2014 onward. Now definitely the new facelift Punto looks good and it has got everything to actually impress the new owners, be it its attractive Italian styling or sweet looking interiors.

The pre-facelift car on the other hand has already gone for sale in the Indian market and is renamed as Fiat Punto Pure. So definitely there are few differences that we noticed in this car and also some new additions as well. However this will be the entry level hatchback offering from Fiat which actually will raise its selling quotient a boost as well.


Fiat Punto Pure is an adorable looking little car with a black colour engine grill flanked by a sweptback shaped cluster of high intensity headlamp and body color front bumper embedded with black colour air vents to dry the brakes quickly. The inclusion of black colour door handles, ORVMs which contrast beautifully with the vibrant body colour of the car gives it a distinct look. Additionally, Fiat Punto Pure features a tinted back windshield with wiper, body colour bumper, rear fog lamps, big LED tail lights, mounted head lamps, multi spoke steel wheels and body colour painted C and D pillars.


This is perhaps the best term I could use to describe the cabin. It is in essence the same one that was offered with the base model of the Grande Punto when it was launched around seven years ago. The whole dashboard has been trimmed out in black comprising of hard and grainy surfaces save for the steering wheel which has soft touch plastics.A saving grace for what is otherwise a drab affair is the instrument cluster which gets amber backlighting and has a comprehensive digital display. It has two trip meters and most importantly a DTE (distance-to-empty) option.The front seats are two-toned with some amount of side bolstering but they lack under thigh support due to the odd positioning of the seat base. However, there is sufficient headroom and legroom even for a ‘generously’ proportioned human like myself.

As compared to its rivals (read Hyundai i10 and Chevrolet Beat), the Punto has decent space at the rear but it still can’t seat three in comfort at the back. The floor though, is flat and the rear seat folds and tumbles over to reveal a vast boot space. The basicness of this car is visible in its feature list which is, like I said at the beginning of this section, quite sparse. You get air conditioning, height adjustment for the steering wheel and internally adjustable ORVMs. But, Fiat has left out central locking, a given feature for even the most basic cars these days.The car in our photos has also been fitted with the basic Fiat 1-DIN music system which is an optional extra. On the practicality front, there are four tiny door pockets, two slots on the centre console and two spaces on the dashboard.


The Fiat Punto Pure misses out on the famed 1.4-litre petrol and the 90bhp diesel version. What we now have is the 1.3-litre MultiJet diesel mill tuned to produce 75bhp at 4,000rpm and a peak torque of 197Nm at 1,750rpm. Power for the petrol trim comes from the 1.2-litre FIRE unit tuned to churn out 67bhp at 6,000rpm and 96Nm of torque at 2,500rpm. The transmission is a five-speed manual gearbox only.The diesel engine starts with a typical clatter that mellows down as the car starts to move. The 197Nm of torque can be put to good use in the city and on the highway as well. This diesel Punto has a good mid-range once the turbo kicks in after the 1,800rpm mark. It achieves high speeds at lower revs and one can easily cruise at 100kmph with the needle of the tacho just above the 2,500rpm mark.On the other hand, the petrol is the quieter one, but lacks the punch that can be seen on the oil-burner. You will have to continuously floor the pedal and keep the revs built above 2,500rpm to get going. You will have to shift to a lower gear, while overtaking or climbing even a small incline. It is nevertheless more refined than the diesel variant.


This new hatchback has been engineered with better suspension system to the ride safe. The front axle is coupled with Independent Wheel McPherson Struts type of layout, with a stabilizer bar to control the body roll. The rear wheel of the car is mounted with Torsion Beam system. Additionally, both the axles have Helical Springs and Double Acting Telescopic Dampers. The Suspension system in the car is effective, which actively offers better ride quality by absorbing the harsh road dynamics. This Light steering wheel operates the turns and twists easily and makes the drive efficient. Braking system in the car defines efficiency. The front wheels gets disc breaks and the rear comes with drum breaks. It has a generous ground clearance of 185 mm, which helps it to deal with rugged Indian roads effectively.


This is actually the basic hatchback offering from Fiat and thus it gets only ABS in terms of safety features that also available on the top end trim. The absence of airbags even on the top end trim is really disappointing keeping in mind the safety of the passengers inside.


The Punto Pure may not be an attractive option if you have the feature loaded Punto Evo available for sale. However, Fiat connoisseurs and loyalists may appreciate the aesthetic appeal of the car coupled with the performance and the overall feel of what the brand stands for. This may be an impressive bet for those looking for reasonable pricing and decent features without having to shell out more for the Punto Evo variant. To know more about Fiat Cars and models in India, visit here for more information.

Fiat Punto Pure 1.2l Fire Petrol Ex-showroom Price is   4,80,803/- and On Road Price is   5,28,226/- in New Delhi. Fiat Punto Pure 1.2l Fire Petrol comes in 3 colours, namely Bossa Nova White,Exotic Red,Hip Hop Black. Fiat Punto Pure 1.2l


Tata Bolt Test Drive Review

Tata Bolt Price in India


The Tata Bolt is the Pune-based automaker’s new hatchback for the Indian market. Based on their X1 platform which underpins the Indica Vista hatchback, the Bolt too features an all too familiar silhouette but is a whole new animal in terms of features and overall design philosophy. It was unveiled at the 2014 Indian Auto Expo and is Tata’sfirst launch for 2015 in the Indian automobile market.



Freshly baked with lots of newness is how I like describing this bolt new hatchback. This time around, designers from India, UK and Italy contributed together to make the Bolt have an international appeal. Must say they did a great job. The lines on the Bolt flow with great unity as nothing looks out of sync.

Smoky finish and more detailing in headlights are the differentiating factors. A wide radiator grille connects the large wraparound headlamps. This look will be a signature look for all the upcoming  edans and SUVs. The next generation Storme along with Nexon SUV will also sport similar lines giving it a family look with a premium appeal. Unlike the Zest, the Bolt does not get DRLs on the front bumper. It gets chrome bezels around the fog lights.

Gets interesting bulges on the bonnet showing a muscular character, a blackened roof would have made the Bolt look a whole lot different. The silhouette cannot make you mistake this for any car but the Vista, which I chose to overlook. Tata Motors have also joined in the brigade of blackening the C-Pillar giving it a floating roof design. They achieved this with a special vinyl tape sourced from 3M with unique pattern inked on it

Look at the rear…Just look at it! Strip off the logo and it is hard to believe that this car comes from an Indian manufacturer. A sporty roof spoiler is an extension to the floating roof. Flame shaped tail lamps break the cliché pattern of squares, circles and rectangles. If you find them attractive in images, you will find them way more attractive in real. The rear design alone scores amazingly in terms of new design. No exaggeration, it reminded me of the earlier generation Cooper



The dashboard is very much-like wrap around being more driver focused. The Bolt targets the trendy and young audience; hence it gets black colour interiors. The Bolt even gets automatic climate control. The new multi-functional three-spoke steering wheel is perfect in size and is good to grip. A new Harman touchscreen infotainment has been developed and this will come with eight speakers. This system has Bluetooth, USB, SD and aux connectivity. The Harman system has been developed in India and it has voice command buttons too, on the steering wheel. The voice recognition has been developed with Indian accents.

As the shell of the Vista and Bolt are same in dimensions, there is no difference in interior space also. The front row seats are spacious with sufficient room for tall people, while the rear seat also doesn’t disappoint except for thigh support. The seats are hard, which makes long distance  ourneys less tiring. One thing that is disappointing is that are is very limited stowage space. There is just a single cup holder and even door pockets have less capacity for storage.



The Bolt gets the same 1.2 petrol Revotron and the Fiat-sourced 1.3 Multijet diesel as in the Zest, but there are some differences. The petrol Bolt’s gearing is shorter than the Zest’s and the diesel Bolt gets the lower-powered 74bhp version (with a fixed geometry turbo) as opposed to the Zest’s more powerful 89bhp unit.  Like in the Zest, the petrol Bolt’s ‘Multi-drive’ lets you choose between three driving modes: City, Sport and Eco (Economy), each of which tweaks the ECU’s map for three different power outputs.

‘City’, being the default mode, is also a balance between economy and power. It works fine if you’re on a lazy Sunday drive, but if you’re feeling even slightly enthusiastic and want to get a move on, you’ll want to press the nicely damped ‘Sport’ button. In this mode, you can feel the Bolt suddenly wake up, feel alert and respond urgently to throttle inputs. The shorter final drive has made the Bolt distinctly more energetic than the Zest, which has a duller response.  The mid-range is particularly strong and overtaking is painless once the Bolt gets into its stride, which is above 2,000rpm. There’s a strong surge that doesn’t let up till 5,500rpm. However, the Revotron, with its two-valve per cylinder head and heavy internals, doesn’t have an appetite for revs and it’s best to upshift just before the modest 6,000rpm redline. Effortless performance is the talking point here and the Bolt’s ability to get you to serious speeds without a fuss makes it a superb highway cruiser. Be in no doubt, the Bolt is surprisingly quick and, in fact, quicker than most other hatchbacks including sporty ones like the Swift and i20 . Press ‘Eco’ mode and the drop in performance is immediately obvious and it takes a good 2.77 seconds extra than in ‘Sport’ to hit 100kph. In-gear acceleration is blunted too but that’s to be expected from a pure fuel economy mode. The problem is that Eco mode really dulls throttle response and hence, it’s really useable only when crawling in peak hour traffic; overtaking on the highways can get arduous.

A flaw with the Revotron, which though improved but still not sorted out, is the slightly hesitant power delivery, especially on part throttle. There are quite a few flat spots and at low revs, there is a distinct lack of poke which calls for an added downshift, especially while exiting corners. The gearshift is pretty light but a bit rubbery and lacks the rifle- bolt precision of some of its rivals. Also, the Revotron has a tendency to stall quite frequently if you don’t give it enough revs.  What is likeable though is the impressive level of refinement. The cast-iron block absorbs most of the engine noise and road noise is well contained too.

Speaking of refinement, the diesel Bolt, with its Fiat-sourced 1.3-litre diesel engine, is easily one of the quietest oil burners amongst its peers. That said, driveability isn’t as impressive and there’s a fair bit of turbo-lag that is a characteristic of this motor. So, while off-boost performance isn’t too bad, the engine only gets into its stride at about 2000rpm and pulls nicely to about 4,000rpm. After which it’s best to upshift as it doesn’t pack much punch on its journey thereon to the 5,000rpm redline. The clutch is fairly light and the Fiat-sourced gearbox feels far more precise than Tata Motors’ home-grown transmission.



Tata Motors managed the get the ride quality spot on with the Zest, and the Bolt is no different. The independent McPherson strut upfront and the semi-independent twist beam at the rear provide a plush ride quality even over bad roads. Clutch effort is easy but the gearbox is a little clunky. That said, the short gear ratios do not demand too many shifts even in city traffic.  Talking about effort, the speed sensitive steering is a smart addition to the Bolt. At slower city speeds it feels nice and light, making it easier to manoeuvre but as you go faster it gets slightly heavier to offer better handling dynamics, but more on that later.  Our only grouse with the Bolt was the rather chunky A-pillar which does compromise a little on the visibility. The absence of parking sensors doesn’t make things a lot easier either.

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Tata Motors claims that the suspension of the Bolt has been stiffened to offer that much sought after fun to drive factor. It manages to take on a series of bends with a fair bit of confidence and can easily rank among the most fun to drive Tatas we have driven in a long time. The speed sensitive steering wheel gets a little heavier as you go faster and it doesn’t feel as artificial as the one on the Zest.

As far as braking is concerned, the Disc-Drum combination works well in bringing the car to standstill from reasonable speeds without too much drama. There is quite a bit of bite too. And to add a feather to the cap, Tata has installed this top-end trim with ABS, EBD as with corner stability control



Tata Motors has given the Bolt front airbags, ABS, EBD and Corner Stability Control. Unlike its rivals from Japan and Korea, the Bolt isn’t a light car and the heavy weight does make its presence felt as you simply don’t feel like your driving a hatchback, the vehicle feels robust. Yet to be tested by NCAP, we expect the Bolt to fare very well but safety equipment on lower trims would be a nice touch. Tata Motors is doing a lot to improve the service experience for its customers and the same is reflecting already although such things take time.



A lot of effort has gone into making the Bolt a more wholesome car compared to anything that has rolled out with the Tata logo on it. The company is also hoping to make a statement with some of the safety features that the car will be offered with as standard. Details about the number of trim levels are awaited.

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The Bolt has the potential for rewriting Tata’s presence in the passenger car business. It is now up to buyers who need to look beyond the brand’s image. Test driving the Bolt when it arrives in showrooms next year will be an eye-opener.