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BMW 5 Series Overview

OVERVIEW ;

BMW launched the sixth generation 5-Series in 2010 and last year the company gave the vehicle a mid-life facelift. The changes to the car aren’t a world apart as the facelifted F10 version gets subtle changes all around along with the addition of new features. The BMW 5-Series is a hot favourite of enthusiasts the world over but in 520d avatar, it’s trying to woo those who want a practical yet luxurious vehicle. Our test car came with the Modern Line trim, which focusses on luxury over sportiness. The BMW 520d is also the most popular variant of the 5-Series lineup in India and we got behind the wheel to gauge what’s new. Get On Road Price of BMW cars in Carzprice

EXTERIORS ;

The 2017 BMW 530i comes standard with LED adaptive headlights, 18-inch wheels, driver-selectable vehicle settings (altering steering, transmission response and throttle calibration), LED accent lights, LED foglights, power-folding and auto-dimming heated mirrors, automatic wipers, a sunroof, adaptive cruise control, dual-zone automatic cruise control, a power tilt-and-telescoping steering wheel, driver and passenger 16-way-adjustable sport seats with power-adjustable side bolsters and driver memory functions, a 40/20/40-split folding rear seat and premium vinyl upholstery. Standard technology features include the iDrive interface (knob/button controller and 10.3-inch display), a navigation system, gesture and voice controls, Bluetooth phone and audio connectivity, BMW emergency services, and a 205-watt, 12-speaker sound system with a CD player, HD radio, an auxiliary audio jack, a USB port, a media player interface and 20 gigabytes of digital music storage.

Options include a 600-watt, 16-speaker Harman Kardon sound system or a 1,400-watt, 16-speaker Bowers & Wilkins premium audio system, 20-way-adjustable multicontour driver and front passenger seats with ventilation and massage, a rear-wheel steering system and adaptive dampers. The Adaptive Drive system package combines the adaptive dampers with active stabilizer bars. Check Ex Showroom Price of BMW 5 Series in Carzprice

An M Sport package includes unique body trim, a lowered suspension and 19-inch wheels, a sport leather steering wheel and unique interior trim. Twenty-inch wheels are optional on the 540i when the M Sport package is selected.

INTERIORS ;

The Modern Line of the BMW 520d gets all beige interiors which do give the cabin an airy feel but might not appeal to some. The dashboard is very similar to the old model but BMW has made small changes to boost the luxury appeal of the 5-Series. There are brushed silver inserts on the dashboard, including on the third spoke of the 3-spoke steering wheel. Light coloured wood inserts are placed on the dashboard, centre console and doors. The car uses a 6.5-inch screen for the infotainment system but the iDrive controller isn’t a touch-pad like on the 530d. Build quality is good and the front seats offer excellent support too.

At the rear, seating comfort continues to be excellent with ample cushioning all around. There is space for two at the rear as the transmission hump prevents a third passenger from squeezing into the rear bench. The big update to the 5-Series is the new instrument cluster, which isn’t a conventional unit. Instead, it uses an LCD screen and can change the display based on the driving mode. There are three modes on offer – Eco Pro, Comfort and Sport, the complete console changing colours and layout in each of these modes. BMW hasn’t skipped on equipment on this base 5-Series variant, it still comes with 8 airbags, sunroof, leather seats, steering mounted paddles, dual-zone climate control, electric steering and seat adjust (the latter with memory function).

PERFORMANCE ;

All the variants are interestingly of a 2.0 litre capacity with only the BMW 5 Series 530d M Sport and BMW 5 Series GT 530d LE offered as a 3.0 litre engines. The engine performance of the BMW 5 Series 525d Luxury+ is slightly tweaked to offer higher power compared to the usual engine variant. The three key variants however are BMW 520d, BMW 525d and BMW 530d. The BMW 530d produces a maximum output of 258 bhp and the torque reaches a peak of 540 Nm at 1500 rpm. The BMW 525d however offers 218 bhp out maximum output. The third variant BMW 520d does not fall short in terms of performance and generates a maximum output of 184 bhp decent 380 Nm or torque at mere 1750 rpm which shows the effective power distribution inside the vehicle. Following Common Rail Direct Injection in combination with a turbocharger, the BMW 520d offers a top speed of a remarkable 231 kmph. Since all the variants are predominantly diesel oriented, they come with impressive mileage. BMW 530d offers an impressive mileage of 14.69 kmpl while the BMW 525d offers a slightly higher 17.09 kmpl. However most impressive of the lot is the BMW 520d which generates 18.48 kmpl mileage. The emission figures of all the vehicles comply the national regulations and are noted to be at 154.75 gms per kilometre and 114.47 gms per kilometre for BMW 525d and BMW 520d respectively.

RIDE AND HANDLING ;

This being a German luxury sedan, it rides low on the road and that too after BMW has raised the ground clearance for the Indian market. The low ground clearance means that you have to slow down significantly for speed breakers.The ride is a little hard even in the comfort or ECO PRO mode and tends to give you feedback even for the smallest imperfections on the road. This is down to the large 18-inch wheels and massive run-flat tyres which are tuned for fast driving but in turn make your ride much harder. However, the ride, despite being hard in the 530d, is much softer when compared to the previous generation car. At high speeds the 530d is very stable. The electric power steering from BMW is the best I have ever used and it weighs up quite well at high speeds. However, it still does feel heavy even at lower speeds. The massive brakes are well suited to this car of this size and have ferocious stopping power.Book test drive for BMW 5 Series in Cazprice

SAFETY AND SECURITY ;

It has an active protection, which includes attentiveness assist, which enhances the safety in case of critical situation. Dual front airbags along with head and side airbags are an effective protection in the event of any collision. The cabin has an advanced electronic immobilizer along with crash sensors, which safeguards it from any unauthorized entry. Its rigid body structure has side and front impact protection beams, which enhances safety of the occupants sitting inside. It has runflat tyres with reinforced side walls along with runflat indicator that warns the driver with a light when there is a slight drop in tyre pressure. It is also equipped with anti lock braking along with emergency brake assist function. It also has cornering brake control, which enhances the stability in sharp curves. For enhancing the suspension mechanism, it is decked with a dynamic stability control, which constantly monitors the driving status, modifies directional stability and traction by brake management system. Apart from these, this sedan is bestowed with emergency spare wheel, passive pedestrian protection, electric parking brake with auto hold function, company’s condition based service (intelligent maintenance system) and much more.

VERDICT ;

The new BMW 5 Series looks elegant and has new features, which its predecessor missed. It drives well and also offers the comfort and luxury you would expect from a chauffeur-driven car. Still if the latter is your primary need, the 5 doesn’t come anywhere close to the Mercedes-Benz E-Class. After all, the E-Class is the only long wheelbase model in this segment. Nonetheless, at Rs 53.6 lakhs (ex-showroom Delhi), the new 5 Series still has sufficient kit to compete against the Audi A6, the Jaguar XF and the Volvo S90 in our country.

 

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Audi Q3 Review & Transmission

OVERVIEW ;

Audi has cleaved open another gap in its mega portfolio to create the slightly predictable Q3. It’s a posh crossover that’s bigger and taller than the A3 but – despite appearances – not quite as full-figured as the Q5. So it’s a smallish hatchback jacked-up to look like an SUV, while still looking like a hatchback. Sort of. You know what it is: think Audi Q3 vs BMW X1. It’s designed mostly for tarmac, but the raised ride height and optional four-wheel-drive will do a decent job of treading over a relatively rough track.It was facelifted early last year, earning it a bolder front end that looks not unlike the big Q7. Engines were tweaked and a 1.4 TFSI introduced. Check On Road Price of Audi cars in Carzprice

EXTERIORS ;

The Audi Q3 S is christened “S” but then it is the most basic Q range SUV sold in India. The famous LED lights and washers are not present and also you won’t find a panoramic sun roof but then this baby SUV is not boring at all instead it has its share of funk.It all begins with the cherry red paintjob which gives the S tag some meaning. It looks as dynamic and strong as a normal Q3. There are some angles where the S also manages to make its elder sibling look dull. Reading no LEDs on the Q3 S makes it loose it sheen but when you see it in skin, the Mustang inspired multi layered headlights are gorgeous to look at.The S gets a generous chrome surround on the radiator grille along with the glittering vertical slats. There is an aluminium finished front bash plate which makes this SUV look rugged. The media car came in with Pirelli Scorpion tyres which are of 235 / 55 R17. These look super stylish especially the black glossy wheels paired with the spicy red paint-job makes it look very racy. Get Ex Showroom Price of Audi Q3 in Carzprice

The wheel flares are subtle and the fenders are finished in matte plastic cladding and so are the side running board. The longish nose of the bonnet and the silhouette of the C-Pillar gradually flowing to the rear makes the Q3 look very dynamic. The roof gets Al finished roof rails too.The tail lights don’t blink as quickly as the LEDs but I am still not complaining because even the conventional set looks very impressive. The different cells of the tail light make it look as aggressive and edgy as that on the Q3. There is no separate S badging on the car which does not distinguish it from the standard Q3.

INTERIORS ;

There are no major changes to report in the cabin. The Audi Q3 carries forward with the same neat dashboard and generally user-friendly interior. Quality is up there with more expensive Audis and though the seats are not real leather but leatherette, the ambience inside is what you’d expect in a premium SUV. You sit reasonably high up in a Q3, the front seats are generous in size and support and even the rear seat is spacious enough for two adults to sit in comfort.

With the update, Audi has streamlined the variants on offer. The 30TFSI and 30TDI can only be had in Premium trim while the 35TDI is available in Premium Plus and Technology trim too. What is nice is that even the Premium variants get much wanted goodies like a panoramic sunroof and electrically adjustable front seats. The Premium Plus trim doesn’t get more features but adds in richer aluminium-look inlays. The top-spec Technology variant is pricey but your money does get you paddle shifters, SD card-based navigation, a reverse camera and a colour multi-info display in the instruments binnacle among other features.

The Q3 runs Audi’s MMI infotainment system. It is easy enough to use but the interface doesn’t look as slick as that in the newer Audis and there’s no Android Auto or Apple CarPlay support either.

PERFORMANCE ;

Audi is offering the Q3 facelift with a diesel engine option only, the petrol version will be launched later, just like how the pre-facelift model was launched. The 2.0-litre TDI diesel mill gets no changes whatsoever and produces the same 177 BHP of peak power at 4200 RPM while peak torque of 380 Nm is available between 1750-2500 RPM. The oil burner offers good performance throughout as it dolls out punchy performance and revs quickly to its under 5000 RPM redline. 0-100 km/hr takes 8.2 seconds while top speed is rated at 212 km/hr.

The Audi Q3’s TDI mill is very smooth and NVH levels are low, save for the sound it emits post 3000 RPM when you go hard on the big pedal. The engine shows no signs of stress even when you drive at high revs and keeps pulling with enthusiasm to high speeds. The vehicle comes with Audi’s Drive Select (Comfort, Sport, Auto modes) wherein it alters the engine, gearbox and the steering. There is a bit more pep in Sport mode while the Q3 now gets steering mounted paddles too which is a great addition. The 7-speed S tronic automatic gearbox is quick with shifts and is very responsive to throttle inputs, downshifting in a jiffy when you need a quick burst of power. The compact SUV is quite frugal and will return upwards of 12 km/l.

RIDE AND HANDLING ;

For the most comfortable ride it’s worth sticking with SE trim, or deselecting the lowered suspension offered on more expensive S line cars (a no-cost option). In this guise the Q3 does a brilliant job of keeping large bumps and ruts under control at low speeds, and keeping the car’s body stable.That said, even if you do decide to keep the S line model’s lowered suspension and larger wheels, the Q3 does a far better job of keeping its ride controlled than other S line models in the Audi range. Even the lowered RS Q3 remains composed, even over patchy surfaces.Unfortunately, the faster you go in any trim level, the more uncomfortable the ride becomes. The car thumps into large potholes and expansion joints, jostling its occupants. Book test drive for Audi Q3 in Carzprice

Raising the ride height of any car doesn’t do much for its handling but, among rival SUVs, the Q3 deals with it better than most. There’s plenty of grip in tight turns and body lean in corners is fairly well controlled.S line models have larger alloy wheels than entry-level SE cars, as well as lowered suspension. These contribute to even higher levels of grip and body control.However, although the steering winds on and off smoothly, and the Q3 is relatively quick to turn in, it doesn’t have a great deal of feel, meaning you can’t quite sense the front wheels biting and so plot an accurate course through bends. Even the high performance RS Q3 fails to communicate with the driver, although it does resist roll better than lowlier versions.

SAFETY AND SECURITY ;

When compared with its small SUV rivals, the Q3 falls short of the class best but still performs well with regards to safety. In fact, examining its five-star Euro NCAP rating more closely, it’s evident that the model’s child protection rating is near the top, although its pedestrian rating is only average.The Q3 provides most of the safety kit you’d expect: six airbags, including curtain bags that extend into the rear of the cabin, electronic stability control and ISOFIX fittings for the front passenger and two outer rear seats. However, automatic emergency braking isn’t available.

There’s a long, and largely reasonably priced, selection of optional safety and security kit including visual and acoustic front and rear parking aids, rear side airbags, and active lane assist and blind spot assist.To ward off thieves, deadlocks, locking wheelnuts and an alarm are also included. It’s enough for the Q3 to have earned five-star ‘theft-of’, and four-star ‘theft-from’ ratings from to security experts Thatcham.

VERDICT ;

The Audi Q3 has had it easy since the time it was launched in India because it was quick to beat the BMW X1 in the sales chart while it held off fresh competition from its Stuttgart rival with relative ease. With all the updates made to the car, although none are to the engine or suspension, the Q3 continues to be the best luxury compact SUV in the market today. Audi is starting off with the diesel model as that’s where majority of the sales come from but soon the petrol version will arrive and even the manual gearbox equipped Q3 S (which is our pick of the Q3 range). Now Audi only needs to bring the Q3 RS to tackle the GLA 45 AMG, we are waiting!

 

 

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Mahindra KUV100 Overview & Transmission

OVERVIEW ;

Today most of the automakers are working towards introducing developing new compact SUVs, which are just under four metres. This is one of the fastest growing segments, and today most of the automakers are working on it. However, Mahindra had different plans. The company did introduce the TUV300, which is a compact SUV but it has even got an SUV under that. This is the KUV100 and this is the smallest Mahindra passenger vehicle ever made. We lay our hands on the smallest Mahindra for a quick spin and tell you how good it is. Get price of Mahindra cars in Carzprice 

EXTERIOR AND DESIGN ;

The KUV100 (Kool Utility Vehicle One Double Oh) is Mahindra’s newest member in the portfolioand the most compact passenger vehicle they’veever made. The hatchback footprint makes it one of the most compact crossoversaround. The vehicle’s unique styling is meant to appeal to the younger audience. The face features the signature grille that’s sleek, but misses out on the centre bucktooth. A clamshell bonnet gives the KUV a more premium look.

In a passing glance, the headlamps will remind you of the EcoSport, but look closer and you’ll notice some interesting detailing. The lamps wraparound the entire front fender, which is unique and something we’ve neverseen done before. Mahindra says that the design has been inspired from wraparound sunglasses. The extra length meant that the engineers had to split the unit in two sections. While the main section houses the headlamp and LED DRLs, the second part is actually an extension that smartly incorporates the engine badging and side indicators. The lower section of the bumper isn’t body-coloured, giving it a dual-tone appearance. The bumper houses neat fog lamps and a contrasting silver mock bash plate too. Since the grille is small and not as imposing as its siblings, there’s a large blank portion below. This areashould have housed the registration plate in our opinion. The front track is wider than a few hatchbacks and this gives the vehicle added presence. Check for Mahindra KUV100 price in Mumbai

Move to the side and it does take some time just to get used to the design. The short length and the longish front section make it look less proportionate. There’s a lot of detail on the sides too, like the character line running from the headlamp. The rear haunch is further accentuated thanks to the prominent line that runs upwards from the rear door, all the way to the taillamps. Even the mirror caps get some detailing. The side is more hatchback than SUV. The pillar mounted rear door handles are similar to the ones on the Chevrolet Beat. This gives the KUV100 an appearance of a two-door vehicle. The handle can be operated from both sides and is finished in contrasting silver so it doesn’t go unnoticed. The wheel arches are prominent and there’s cladding too (not available onthe base trim) to give it that rugged SUV look. The 14-inch wheels however, look small. Top variants get alloy wheels as standard and the design is said to be inspired by aturbine. The rear end is quite smart with the rectangular taillamp that protrudes slightly upwardssince it sits below the extended haunch line. An integrated spoiler is standard across allvariants.

INTERIOR AND CABIN ;

Moving to the interiors, the Mahindra KUV100 has a smart looking cabin with nice use of colours and nothing seems overdone on the dashboard which uses beige and piano black to good effect. The fit and finish is also excellent by Mahindra standards and there is not much to complain here. The instrument cluster is simple to read and offers basic information such as gear indicator, trip meter and odometer. There is a distance-to-empty feature available too but it is difficult to find unlike other hatchbacks as it’s in the infotainment system. The steering comes with audio and phone controls and a regular audio system with Bluetooth, USB, AUX-IN connectivity and Blue Sense app compatibility is also offered, audio quality being average with the small screen being out of place in this touch-screen dominated world. The button to turn on and off the audio system is difficult to use as it also offers four other functions, thereby requiring a careful press. Mahindra also offers mood lighting on the top variants of the hatchback and puddle lights on all the 4 doors which do help at night.

The steering wheel feels nice to hold and the front seats offer good levels of comfort. A height adjustment feature is also offered. The travel range of the seats is pretty good. The KUV100 is offered with a 5-seater as well as a 6-seater layout. The 5-seater model comes with adjustable headrests at the front while the 6-seater gets fixed headrests. The rear seats on both the models get three adjustable headrests which is a good thing. On the 6-seater model, it is possible to fold away the front middle seat and use it as a large armrest which is the best use of the extra seat as safety of a third person at the front is questionable with the lap seatbelt (on the 5-seater model, there are a ton of cubbyholes in the centre). The rear seat also comes with an armrest with two cupholders. Even at the front, the number of cubbyholes and storage bins is pretty good (sunglass holder, toll receipt holder below the right AC vent and a lot more). There is a storage bin on the rear floor (in the middle) while the co-passenger seat (only on the 6-seater version) opens up for storage, it has a tray in it too. The gear lever is mounted on the dashboard while the vehicle gets a pull-type handbrake, similar to the Datsun GO. The AC (the controls are vertically stacked) is an absolute chiller and Mahindra has provided two power outlets, one at the front and one in the boot which is also accessible from the rear seat.

Outward visibility from the driver’s seat is good while viewing ahead, while sidewards visibility isn’t the best due to the thick B-pillar. Even the small rear windshield and thick C-pillars cause a bit of a visibility concern at the rear. The rear seats have good kneeroom (thanks to the scooped out rear seatback which also get magazine pockets) but average legroom (the floor might be flat but at the bottom of the front seats, there is a raised floor area) which is much lesser than the Hyundai Grand i10 and even lesser than the Maruti Swift, its two chief rivals. The black cladding which houses the outside rear door knob makes things claustrophobic at the rear which is amplified on the 6-seater model as forward visibility is further reduced by the extra front seat. The headroom isn’t adequate for tall passengers and space for the shoulders is just about decent. The seat belts aren’t height adjustable and are placed low, causing another issue for tall occupants. The boot of the KUV100 is decent but will hardly fit in a weekend’s luggage for 2-3 people (the rear seats fold flat though). The ORVMs are also very small and offer a limited view of what’s behind.

ENGINE AND GEARBOX ;

It was no secret that Mahindra had been developing a new family of small-capacity petrol and diesel engines, and the KUV100 is the first recipient of the new mFalcon range. The petrol engine, called mFalcon G80, is an all-aluminium, 1.2-litre three-cylinder unit, which uses a four-valve head and variable valve timing on both intake and exhaust. Pumping out 81.8bhp at 5,500rpm and 11.7kgm from 3,500-3,600rpm, the petrol KUV doesn’t stand out amidst peers for max power or torque.

However, performance is more than acceptable. Sure, the KUV’s 15.13 second 0-100kph time does put it behind rivals, but if you look at in-gear times, it’s actually quicker than the Swift and Grand i10. The KUV’s relatively shorter gearing undoubtedly helps here. What also works in the KUV’s favour is that part-throttle response is pretty good, which makes ambling around town quite relaxed.

However, it’s when you floor the throttle or want to execute a sudden overtaking move that this engine falls flat, quite literally. Power delivery is flat and lacks any sense of urgency and it’s only when you are in the 4,500-6,000rpm range that you get a second wind or surge. But it’s a bit pointless as average users will rarely ever push the KUV so far into the rev band. Just as well, because the engine gets thrummy and loud at high revs. Engine refinement is a bit disappointing especially the petrol engine which vibrates quite a bit at idle and rocks on its mounts. Clutch engagement could be smoother too, though the five-speed gearbox won us over for its slick and accurate action.

The diesel KUV uses a 1.2-litre three-cylinder turbocharged diesel engine that Mahindra has labelled ‘mFalcon D75’. A cast iron block and aluminium head make up this engine, while diesel is fed via a common-rail system at a pressure of 1,600bar. The engine makes a respectable 77bhp at 3,750rpm, while its 19.37kgm max torque figure is on par with the larger-hearted four-cylinder Swift diesel’s output. That said, in outright acceleration contests, the KUV won’t keep up with the Swift. The KUV will hit the ton from a standstill in 14.85 seconds, while the Swift will do the same in 1.2 seconds less. But compare the KUV diesel’s performance to the three-cylinder Grand i10 diesel’s, and you’ll find the Mahindra to be significantly quicker.

In everyday conditions, the KUV diesel is actually quite nice to drive. There’s minimal turbo lag and the diesel motor feels quite responsive as the turbo kicks in from about 1,500rpm. There’s a gentle surge that comes in at 1,800rpm and it stays put until 3,500rpm after which, the engine takes its own sweet time to rev harder. If you are patient enough, you can have the engine rev to 4,800rpm, but doing so only increases the noise level without any real rewards in performance. As you would have gathered, this is not an exciting or punchy engine, but one that feels well in tune with the rigours of urban driving. Taking it easy is the best approach here, and one that also keeps the engine noise levels to a minimum.

DRIVING DYNAMICS ;

During its product presentation, Mahindra stated that the KUV100 has a long travel suspension setup for better ride quality over bumpy roads.As it turns out, the KUV100 does have a pliant and comfortable ride, soaking jerks from small potholes and road undulations like a proper SUV.While it may instill confidence, be aware that the KUV100 only has an hatchback-like ground clearance of 170 mm. Book test drive for Mahindra KUV100 in Cazprice

The soft suspension may have affected its handling characteristics. Driving around the sharp hairpin corners towards Yelagiri, I found that the body roll and understeer can be a bit nerve-wracking.Given that the KUV100 is not developed to be a cornering machine, its handling capability isn’t too much of a bother.​

SAFETY ;

Mahindra is offering ABS as standard across every variant of the KUV100 while dual front airbags are also offered as optional on every variant except the top K8 variant where they are standard. The hatchback also comes with a 2-year, 1 lakh kms standard warranty which can be optionally extended to 5 years. Mahindra has a good after-sales network across the country while the service quality levels are neutral. While some dealers offer exceptional levels of service, there are some where the quality of work done is below par too.

VERDICT ;

We will definitely update you with more details as soon as the updated Crossover is launched in the Indian market. But with the refined engine and better fuel efficiency and obviously some cosmetic upgrades there is no doubt the Mahindra KUV100 definitely has everything to dominate over this newly formed segment.

 

 

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Jeep Compass Review,Specifications & Features

OVERVIEW ;

Jeep was the first company in the world to design, engineer and build the first proper SUV. Known as the Willys Station Wagon, this great, great, great granddaddy of the modern SUV first went on sale in 1946. And it wasn’t just any old off-roader; it was the real deal, with almost every essential SUV element present. It had an upright two-box shape, plenty of space in the cabin, a tough build and, of course, a proper four-wheel-drive system that allowed it to clamber over obstacles with ease.Fast forward 70-odd years and it’s precisely these genes and strands of DNA that have given the new Compass an unassailable edge. We’ve only just driven out of the plant in Ranjangaon, near Pune, but the Compass has already made such a strong first impression that we’re scratching our heads. Is it really that good? Check price of Jeep models

EXTERIORS ;

The Jeep Compass is an all-new product with styling cues derived from the Grand Cherokee. The front fascia is a reminiscent of Grand Cherokee’s design language, which flaunts Jeep’s traditional seven-slot grille, albeit with modern updates. There are trapezodial wheel arches, which once again provides a glimpse of the rich heritage of the company products since 1940. These elements reflect the true Jeep DNA in the SUV, while several other components in form of rear fog lamps, roof rails, bi-xenon headlamps, dual-tone roof, LED tail lamps etc. give it a suave and urbane appearance. The Compass SUV is available in a total of five paint schemes: Vocal White, Hydro Blue, Minimal Grey, Exotica Red and Brilliant Black.

INTERIORS ;

The Jeep Compass India gets dual tone interiors with black and sky grey colours. The instrument panel design is neat and it does stand out. There is a three-spoke steering wheel with controls, a twin dial instrument cluster with driver information system. Fiat was the first brand in its segment to offer driver information system in the Linea and even the Punto. Jeep is also setting new standards.

Jeep Compass – Rear Seats (2)The centre console has a 7-inch touchscreen system with Android Auto and Apple CarPlay. Then there is the climate control followed by the off-road hardware. Controls to move into different modes. Then there is the electronic parking brake, which can be seen on all the models. The space on offer is good enough. The front seats offer very good bolstering and are comfortable. There is more than sufficient head room and knee room for tall persons too.

Jeep Compass Rear MotionSlide into the rear seats and you won’t be disappointed either. There is more than sufficient space for tall occupants even at the rear. The boot size is also large enough making it more than sufficient in size to carry luggage for an entire weekend. Whats more the seats fold 60:40 making it a lot more flexible too. In terms of safety, two airbags and ABS will be offered as a standard feature. Check On Road Price of Jeep Compass in Carzprice

PERFORMANCE ;

The good thing is that the Jeep Compass SUV is offered with both petrol and diesel engine options. The petrol unit will be powered by 1.4 FIRE MultiAir petrol engines which are expected to produce around 160+ Hp of peak power and 250 Nm of torque.. The diesel unit, on the other hand, gets the 2.0-litre MultiJet unit which will provide 170 Hp+ of peak power and about 350 NM of torque. The following drivetrains will be paired either to a 6-speed manual or 7-speed dual-clutch automatic transmission.

Both the petrol as well as the diesel drivetrain is offered with both 2X2 as well as 4X4 wheel drive options. The Jeep’s dedicated four-wheel-drive system and also select terrain technology will also be present even in their entry level product for the Indian market which means the Jeep has shared its offroading DNA with the Compass as well. Besides all these offroading hardware the Compass will also get a differential locking system as well on the top end variant. The lower trims, on the other hand, will be offered with a two-wheel drive option.

RIDE AND HANDLING ;

The Jeep Compass’s suspension set up manages to bring a bit of comfort, ruggedness and impressive handling. It gets a MacPherson strut set-up at the front and an independent Chapman strut set-up at the back with Koni’s frequency sensitive dampers. This system works like adjustable dampers without all the expensive and complicated electrical systems. It uses hydraulic valves to control how much damping happens, depending on the frequency of suspension movement – high frequency (when you drive over bad roads) will reduce damping for better ride quality, while low frequency (when on smooth roads) will increase damping for better stability and handling.

Does it work? Yes! Over bad roads, the Compass while happily absorb ruts and potholes without complaint and it also feels quite rugged. However, there is a fair amount of movement at the rear seat. At the same time, when on smooth tarmac, the Jeep Compass will stay surprisingly flat through corners even when you push it hard. At the same time, steering feels direct, weighs up well at high speeds and offers good feedback too. This makes it one of the most involving cars to drive in this price bracket.

SAFETY FEATURES ;

There are six airbags on the Limited variant, though lower variants could get fewer. Fog lamps get cornering function, and ABS, EBD, ESP are obviously there, along with electronic rollover mitigation. The showstopper though is Jeep’s trademark SelecTerrain system. The Compass is primarily front-wheel drive, but four-wheel drive is engaged full-time in auto mode and the system can power the rear wheels whenever it detects a slip. It also offers modes like snow, sand and mud with a mere twist of the rotary knob placed behind the gear lever. There’s hill hold too, and it worked excellently on inclines. Apply car loan for Jeep Compass at Carzprice

VERDICT ;’

FCA has made a huge effort for getting the Jeep brand in India and especially setting up the Compass project in India for making it the manufacturing hub for right-hand drive export markets. The SUV is quite capable and feels good to drive too. It also comes with a reasonable amount of equipment, however, there are some missing features for a car belonging to this segment. It will be interesting to see the price point in which it is being offered and how it is positioned against the competition in the Indian market. If priced attractively, the Jeep Compass is one SUV which will pull people from both smaller and bigger SUVs as it offers the best of both worlds

 

 

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Merecedes Benz CLA Class Hatchback overview

OVERVIEW ;

It is not often that you see a premium car manufacturer going full throttle rolling out new cars every month but then there is Mercedes-Benz. They have already launched an army of cars in last couple of months and now they are back again with a new offering.

The recently launched Mercedes-Benz CLA-Class is priced at Rs.31.50 lakh (ESR – Delhi). Even though it sits at the starting of the sedan range, it will offer almost same level of equipment as seen on more expensive iterations. It has the looks which can make starlets feel jealous. The company claims to have fine tuned the sedan after seeking inspiration from its F1 Motorsports division.

We have heard only good and nothing else about the CLA. Being a curious bunch, we did have our own set of unanswered questions and thus we got into one to find out more. Here is our first impression report of Mercedes-Benz CLA Class.

EXTERIORS ;

Mercedes has been on a rampage of refreshing it cars to bring them in line with the new overarching design philosophy that will define its cars for the foreseeable future. And the latest to receive this treatment is its most affordable sedan, the CLA.

Don’t feel bad if you have to squint your eyes and scratch your head to figure out how exactly this car is different. The changes, admittedly, are very subtle. The only changes up front are new headlamps, now full LED with its modules in the company-standard ‘leaf’ design, and a light redesigning of the bumper with a new chin-mounted chrome insert. In profile, the changes are nil, even retaining the same 17-inch alloy wheel design, and round the back, the only novelties are re-profiled taillights and a differently shaped chrome strip between the differently styled exhaust tips. Get On Road price of Merecedes Benz CLA Class from Merecedes Benz Dealers in Kolkata at Carzprice

Not that the CLA needs too many cosmetic changes – it looks rather swanky as is, with that bold face, swooping roof, muscular character lines and neat tush. This refresh, as explained, is more a move to bring the CLA in line with the rest of the Merc family rather than actually shaking things up in order to boost sales numbers; still, it’s worth noting that Mercedes has shrewdly beaten rival Audi to the market, with the A3 facelift expected only sometime next yea

INTERIORS ;

The first thing you will notice as you open the doors is frameless windows, which lend it a lot of elegance. Once inside the car, it is very Mercedes. Turbine-like air vents, wide dashboard with a 3D design and sporty dials look impressive. But the best thing in the cabin is the unique sports seats with integrated headrest. The dashboard gets a colour screen for the COMAND computer; however, the screen slightly obstructs your view of the road, especially if you are short (even after considering the fact that the CLA gets height-adjustable powered seats).

The information display gives fuel-efficiency figures in the more convenient “km per litre” rather than “litres per 100 km”, as is the case with many other luxury cars.

Because the wheelbase of the CLA is 62 mm longer than Audi A3, there is comparatively more legroom at the rear; however, due to the sloping roofline, the headroom comes at a premium. The rear portion of the front seats is scooped out for additional knee-room—an intelligent touch. The car is loaded with equipment—panoramic sunroof, web browsing via Bluetooth, GPS navigation, reverse camera, Harman Kardon music system and more. The boot space is 470 litres but its usability is limited because of the spare tyre strapped to the floor,Get more details and offers on Merecedes Benz cars in Mumbai from Merecedes Benz dealers in Mumbai

PERFORMANCE ;

There are two engines to choose from under the hood of the CLA. One petrol and one diesel. The 2-litre petrol is more for the enthusiast. The turbocharged, 4-cylinder unit develops 183PS of max power and can propel the Mercedes CLA from 0-100kmph in less than 8 seconds and onto a top speed of 235kmph.

The diesel, which is meant more for relaxed cruising, is the same 2.1-litre, 4-cylinder engine we have experienced on a whole range of Mercedes models in India. For the CLA, it is tuned to deliver 135PS and 300Nm. But the diesel is a noisy engine. It is noisy at start up, at idle and when when you rev it. One can also feel vibrations inside the cabin via the floor. The petrol on the other hand is quieter and more refined. It is also quicker and more involving to drive.

DRIVING DYNAMICS ;

The suspension can tackle most craters on our roads without taking a beating but the ride is a bit on the stiffer side. The ground clearance of 160 mm is decent enough but you might have to tackle some nasty speed breakers sideways. The steering is light at low speeds. Once the speeds increase, you can feel it weighing up. However, we would have liked the feedback to be slightly better. A trait common with Mercs, the brakes are brilliant and the CLA does no drama on hard braking. It is also very aerodynamic and this stability during high-speed straight line runs and aggressive cornering is splendid.

SAFETY ;

The 2017 Mercedes-Benz CLA-Class includes stability and traction control, antilock brakes, a driver knee airbag, front-seat side thorax airbags, front-seat side pelvic airbags, full-length side curtain airbags and a rearview camera. A forward collision warning system with automatic braking and a drowsy driver warning system are also standard; they are optional or not available on most other luxury cars. Also included is the Mercedes-Benz Mbrace2 emergency communications system that includes automatic collision notification, an emergency call button, remote door unlocking and stolen vehicle recovery.

The optional Driver Assistance package adds a blind-spot monitoring system (available separately) and lane departure warning and intervention. It also raises the speed threshold for the forward collision warning system.

VERDICT ;

If you don’t currently plan on buying a CLA, the refresh is unlikely to change your mind. However, with C-class prices nudging and even crossing the Rs 50 lakh mark, the CLA has become more convincing as the entry-point sedan for those who crave the three-pointed-star badge in their garage, offering a bit more prestige and practicality than the A-class and B-class hatchbacks. You get great looks (though some Merc purists might find them slightly over the top), appreciable performance and Merc’s signature safety and comfort levels. It feels premium and well-built on the inside, sporty from behind the wheel and attention-grabbing on the outside. Apply car loan for Merecedes Benz CLA Class at Carzprice

 

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Tata Indica Review Equipments,Price & Performance

OVERVIEW ;

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.

EXTERIORS ;

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.

INTERIORS ;

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

PERFORMANCE ;

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.

RIDE

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.

VERDICT ;

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

OVERVIEW ;

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.

EXTERIORS ;

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.

INTERIORS ;

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.

PERFORMANCE ;

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.

DRIVING DYNAMICS ;

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.

SAFETY AND SECURITY ;

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.

VERDICT ;

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 carzprize.com

 

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Renault Lodgy Specificationd,Features & Price In India

OVERVIEW ;

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?

DESIGN AND STYLING ;

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.

CABIN ;

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.

ENGINE AND TRANSMISSION ;

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.

RIDE AND HANDLING ;

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

SAFETY ;

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

BOTTOMLINE ;

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

OVERVIEW ;

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!

EXTERIORS ;

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.

INTERIORS ;

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.

PERFORMANCE ;

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.

DRIVING DYNAMICS ;

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.

SAFETY ;

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.

VERDICT ;

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

OVERVIEW ;

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

EXTERIORS AND STYLE ;

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.

INTERIORS AND COMFORT ;

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.

ENGINE AND PERFORMANCE ;

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.

RIDE AND HANDLING ;

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

SAFETY AND SECURITY ;

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

CONCLUSSION ;

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!