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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.

Book a Test Drive for Tata Bolt

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.

Apply Car Loan for Tata Bolt

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.



Maruti Suzuki Alto 800 2016 Facelift Review

Maruti Suzuki Alto 800 Price in India


If you do a simple random sampling of a group of Indians who know how

to drive, chances are a majority of them would have learnt driving on

an Alto. Ever since Maruti Suzuki first launched it in September 2000,

as many as 30 lakh units of this entry-level hatchback have been

cumulatively sold in the country. The car’s unique selling points have

been its remarkable fuel efficiency, peppy engine, attractive price

and low maintenance. Add to that Maruti’s countrywide sales

network—you can practically buy an Alto even if you live in the

remotest town in India!


Yet another reason for its success is that the Alto has been evolving

to reflect the changing India. Over the years, Maruti has been arming

it with just the right features a buyer looks for in an entry-level

car, and subtle but timely design updates; these have been appealing

to customers.




The styling of the Maruti Alto 800 looks far from impressive. The old

Alto looked cute even thought it has been around for more than a

decade. With the Alto 800, Maruti Suzuki has just tried to bring

styling from the Japanese Alto and the A-Star, which doesn’t give the

Alto 800 an identity of its own. The Alto 800 has very compact

dimensions and the company has added new bits to make the vehicle look

modern. A new and lighter roof has been added with corrugations to

boost stability. New outside rear view mirror has been picked up from

the Alto K10 but its shocking too see no left side rear view mirror as

standard. The door handles are body colored but the rear view mirror

is not. The full wheel caps look good and the wheel arches are

slightly flared too. The increased height and high ground clearance

makes the Alto 800 look odd. The Alto 800 is thus, no match for the

well styled Hyundai Eon. The conservative styling doesn’t appeal much

and the Alto 800 ends up looking very disproportionvate.




Things are quite different on the inside. You now get a dark grey tone

for the dashboard and new upholstery on the door pads and seats. The

front seats are decent in comfort while frontal visibility is also

excellent. The Alto gets a basic audio system, front power windows,

power steering and AC. The AC has good performance and it fared nicely

in our hot weather. With the facelift, the Alto 800 now gets a

standard left hand side mirror, child locks at the rear and an

optional driver-side airbag.

At the rear, you have good head room while leg room is also pretty

decent thanks to the thin front seats. Shoulder space is decent but

fitting 3 passengers at the rear could be a problem. However, the

seats are lacking in terms of under-thigh support. You also feel a bit

claustrophobic due to the small window area. The rear seats now come

with integrated head rests. The rear doors finally get child locks

now. There is a bottle header in front of the gear lever which can

hold a 1-litre bottle. There is also a small storage area above the

glovebox. The boot is pretty compact at 177-litres




Mechanically, the new 2016 Alto 800 remain unchangeds. This means that

powering the refreshed Alto 800 is the tried and tested Suzuki F8D 796

cc, three-cylinder engine that comes mated to a 5 speed manual

gearbox. This motor pumps out a max. power of 47.65 PS @ 6,000 rpm and

a peak torque of 69 Nm @ 3500 rpm. The Alto is available in both

Petrol and CNG avatars. Maruti could give the engine an ECU remap to

further optimize the fuel mileage. As we said, the Diesel model of the

Alto 800 won’t be launched anytime soon. However, powering the Diesel

Alto will be a 800 cc, twin-cylinder engine that has a maximum power

of 47.5 PS and peak torque of 120 Nm.




The Maruti Suzuki Alto 800 has a feedback rich steering though it feels a bit heavy

at crawling speeds. However, the steering is very direct and despite

being such a small car, the Alto is quite fun to drive. Thanks to its

small footprint, you can easily drive it around and tackling too much

traffic doesn’t get easier than this. The ride is very flat at low

speeds and it tends to get uncomfortable when you hit broken or uneven

surfaces at even moderately high speeds. The car remains decently

stable at high speeds but it’d be best if it is driven below 90 km/hr.

The body feels very light and the super thin tyres have questionable

grip levels.




Maruti Suzuki hasn’t made many changes to the Alto 800, which is

essentially the Alto in fresh clothing, with slight upgrades here and

there. What this results in, is a much better Alto overall but is it

enough considering this is the first facelift to the Alto in 12-years.

While Maruti Suzuki’s brand name is more than enough to keep the

Alto’s sales flying high, we were hoping for a vastly improved Alto to

compete with the likes of the Hyundai Eon. However, the changes to the

Alto are more than welcome and the refreshed exteriors, new dashboard,

marginally more space, slightly more eager engine and better quality

of plastics is enough to justify the Rs. 30,000/- price hike which is

expected on the new Alto


Maruti Suzuki Alto 800 Ex Showroom Price in New Delhi ranges from 2,46,752/- (Alto 800 Standard) to  3,75,265/- (Alto 800 LXI CNG Optional) .Maruti Suzuki Alto 800 has 10 Variants of Petrol are available in India. Maruti Suzuki Alto 800 comes in 6 colours, namely Blazing Red,Silky Silver,Mojito Green,Cerulean Blue,Granite Grey,Superior White.


TATA HEXA Reviews, Price, Specifications, Mileage

Tata Hexa Price in India


Once upon a time, Indian roads were all about Maruti 800, Ambassador

and Fiat Padmini. The occasional change in the landscape was brought

about by Tata Motors’ comparatively larger offering – Sierra. The

‘original Indian sports utility vehicle’ had quite the towering road

presence and the 1.9-litre turbo charged engine provided a drive like

no other.


The march of time affected markets. It is no secret that Tata Motors

found the going increasingly tough in the passenger vehicle segment by

the late 90s. Indica was its only passenger vehicle doing decent



Times changed and, thankfully, so did Tata Motors. In one of its

strongest ever attempts to reclaim lost glory, the company in recent

years took the covers off of a number of promising vehicles. And none

may have as much potential as the Tata Hexa. Here is a vehicle that seeks

to be an all-rounder and (mostly) manages to pull it off effortlessly.



The Tata Hexa might be based on the Aria platform and possibly have

similar lines but it’s a completely new vehicle. Where the Aria was

curvy and a bit round, the Hexa is muscular, and in-your-face. It

achieves this thanks to the chrome laced grille and gold coloured

bumper. Complementing this is a modern looking lighting package

comprising big headlamps and LED DRLs. The side reveals the MPV

silhouette of the vehicle. However, it does get sharply raked

A-pillars and really nice looking 19 inch wheels which increase the

sporty quotient. The rear, despite having so many elements, looks too

square but this is not such a bad thing as the boxy rear-end has been

a defining trait of Tata’s SUVs over the ages



The dashboard layout of the Tata Hexa looks premium thanks to the new

design additions and controls made of fresh-looking materials like

chrome trim used with glossy black and soft grain plastic. The

instrument cluster is easy to read and except for the low-set air-con

controls, all functions are easily accessible on the dash.


We however noticed that the centre console was devoid of storage

spaces barring the cup holder behind the gear shifter and the centre

armrest. The seats are draped in a leather look-alike upholstery with

contrast stitching that feels rich. In fact the front seats offer a

comfortable drive thanks to the ample contours with lumbar, good back

and appropriate thigh suppo


Similarly, the middle row seats have identical contours and offer good

support, headroom and lots of legroom for the occupants. Entry to the

third row of seats is by tumbling the second row, and while the seats

offer hardly any support, headroom and space for adults is also

confined. With the last row up, the boot can only take a few soft bags

and a thin suitcase at the most. To stuff anything more, the last row

needs to be folded but it doesn’t fold flat either.



The Tata Hexa has a 2.2-litre turbo diesel engine. This comes with two

options – a 148bhp engine and 154bhp. The first one comes with a

five-speed manual and the more powerful one has two options: six-speed

manual or six-speed automatic. The NVH levels on the engine are fairly

low. The torque of this engine is more than sufficient for daily

driving. One doesn’t require too many gear shifts in the city or

highway driving.


The six-speed manual feels a bit notchy. It does take some getting

used too. The manual comes with four driving modes in the 4×4. These

are Auto, Rough Road, Comfort and Dynamic. The Auto and Rough Road are

4×4, while the other two work on 4×2. On the other hand, the automatic

transmission is fabulous. The shifts are smooth even downshifts. Put

it in the Sport mode and you shall be amazed in the manner it

performs. There is also the tiptronic mode that responds well.


In terms of fuel efficiency, the Tata Hexa scores 10 km/l with the

automatic in city and about 14 km/l on the highway. The manual version

of the Tata Hexa will return an efficiency of 11 km/l in city and

about 14.5 km/l on the highway. We haven’t driven the five-speed

manual engine but the range will be between the six-speed manual and




On the face of it, the Hexa has a number of things that could work

against it on the dynamics front – its immense weight, ladder-frame

chassis, long wheelbase, robust 4×4 system, 19-inch wheels – and those

things considered, it really pulls off something impressive. The ride

quality first; it is really good. You will get quite a bit of steering

shock (although not the worst we’ve seen in this sort of car) that’s

typical of ladder-frame SUVs when you hit a sharp bump. There’s an

underlying firmness that you’re constantly aware of, but at very few

points could you call it harsh or uncomfortable. The truth is, the

Hexa’s variable-rate dampers do a phenomenal job of tackling various

road conditions and keep things comfy in the cabin no matter what.

It’s at its best out on the highway, with a supremely flat ride and

very little movement. What you’ll also be impressed by is how silently

it goes about its business; very little suspension, tyre and road

noise makes it to the cabin.


Handling expectedly is not in the same league as an SUV with a

monocoque chassis. The Hexa rolls around a lot, although, it has to be

said that there is a lot of grip, especially in the 4×4 version. The

bigger issue, however, is that it just feels too large and heavy for

you to ever dream of pushing it even remotely hard around a corner.

The hydraulic steering has a bit of slack at the centre position, and

is really heavy at low speeds, making parking this big hulk quite a

task. This is slightly less pronounced in the 4×2 version, likely

because of the lack of front driveshafts. Also, the lack of reach

adjustment for the steering is a bit annoying, and you do feel like

the wheel is canted slightly forward on the whole.




Tata Motors haven’t compromised on safety this time and the Hexa is

loaded with safety equipment. It comes with 6 airbags including dual

front, curtain and side airbags. There is a 4 channel, 4 sensor ABS

offered as standard along with Cornering Stability Control function.

Other safety features include Traction Control System, Electronic

Stability Program, Hill Hold Control and Hill Descent Control. The

Hexa’s long term durability and cost of ownership is yet to be seen

and Tata Motors needs to ensure stress-free ownership of the Hexa

considering the unreliable nature of the Safari faced by some owners

in the past.




The Aria’s quite a capable machine and Tata has done well to build on

its strengths while making up for its shortcomings. The Hexa’s

spacious cabin with three rows of seats, its ability to shrug off bad

roads, commanding driving position and easy driving manners make for a

great machine to cover long distances in. Yes, it will be a bit

cumbersome to steer in the city and fit-finish of the interiors could

be better. Nonetheless Tata look to tackle the Mahindra XUV500 head on

with the Hexa and if priced right, the Hexa has not just the manners,

but the look and the appeal to make it happen this time around. Quite

simply, the Hexa is SUV enough, rich enough and fresh enough to

deliver an overall experience that feels quite welcome for those

looking for a rugged three-row SUV.


Tata Hexa Ex Showroom Price in New Delhi ranges from 10,95,541/- (Hexa XE) to  16,23,945/- (Hexa XT 4X4) .Tata Hexa has 6 Variants of Diesel are available in India. Tata Hexa comes in 5 colours, namely Arizone Blue,Platinum Silver,Pearl White,Tungsten Silver,Sky Grey.