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BMW X6 Performance & Price

BMW X6 Overview

BMW India has made it official that second-generation X6 would be launched on 23rd July, 2015 in the country. Originally unveiled at 2014 Moscow Motor Show, the 2015 BMW X6 would be the company’s flagship SUV in India. Just like the ongoing model, which was launched in 2009, the new-generation X6 would be sold as Completely Built Unit (CBU). For those asking, BMW India would also launch the high-performance X6M in India later this year.

BMW X6 would be the company’s ‘X’ fourth product in the country as it already offers X1 entry-level SUV, X3 mid-sized SUV and X5 premium SUV. As for the second-generation BMW X6, it is 40 kgs. lighter than the outgoing model. The chassis comprises of high-strength steels, thermoplastics and aluminium, which has helped immensely in the weight reduction. Moreover, the centre console of the SUV is made from Magnesium, which makes it even more ligher in weight. The 2015 X6 would continue the traditional 50:50 weight distribution on the front and rear axles. Apparently, BMW would launch the xDrive40d variant of the X6 in India. Just so you know, BMW X6 would rival the Mercedes-Benz GLE-Class coupe. BMW X6 price range in India is between 94,15,000/-  to 1,82,40,000/- , check for detail pricing of X6 in Carzprice

Check for BMW car dealers in India

BMW X6 Exteriors

The external appearance of this second generation BMW X6 explains that it has retained the same body structure from its predecessor. However, it gets much bolder and aggressive in its design that certainly lures the auto enthusiasts. The front facade is fitted with a slightly pronounced kidney bean shaped grille, which is designed with vertical slats and thick chrome surround. This is complimented by the bold lines on the bonnet. The headlight cluster gets a bit sleek and is housed with LED headlights featuring high beam assistance. The bumpers have been redesigned to give a masculine look to the frontage. It has a nudge guard sort of arrangement featuring air inlets. It also has round shaped fog lamps along with chrome accents that renders it a premium appeal. From the side facet, it looks more like a crossover and a coupe. It gets all the styling aspects like a set of alloy wheels, body colored ORVMs including door handles and black B pillars. The rear end gives you a glimpse of a sedan, thanks to its boot lid. The tail light cluster is powered by LED brake lights and turn indicators that further adds to its elegance. The rear bumper is in body color, but it seems to be assembled with some sort of a ceramic look-alike material that connects both the exhaust pipes. Overall, this second generation X6 looks refreshing and it will certainly lure the automobile enthusiasts.

BMW X6 Interiors

The insides are quite refined as every inch inside the cabin reflects richness and craftsmanship of skilled designers. The manufacturer has used a great amount of leather and superior grade plastic for designing the cabin. It gets a completely redesigned dashboard with fine-wood accents with glossy finish along with a few metallic inserts. The steering wheel has a signature three-spoke design along with the company’s logo embedded on it. This leather wrapped steering wheel is mounted with several illuminated control switches related to audio, calls and cruise control. Right behind this, there is a large instrument cluster that houses analogue gauges along with a color display. The seating arrangement is luxurious that can host at least five occupants. These seats are covered with premium grade leather upholstery that renders an opulent look to the cabin. While the seats have electrical adjustment facility along with lumbar support for added comfort. The company has given a lot of importance to the driver orientation to enhance convenience and driving experience. For this, its floor and the center console in the cockpit are equipped with an array of equipments, which are easy to reach and operate.

As for comfort features, this model series is equipped with several advanced comfort features unlike rest of the SUVs in this company’s portfolio. It has a powerful 4-zone automatic air conditioning system with rear air vents, which takes care of cabin temperature in all weather conditions. It also has rain and light sensors, which automatically switches on the wipers and lights when necessary. This model is integrated with features like electrically operated windows, power adjustable windows, a multi-functional M Sport leather wrapped steering wheel, front center armrest with storage compartment and electric steering column adjustment. Furthermore, it also has power adjustable front seats including memory function, leather upholstery for seats, smokers package, inside and outside rear view mirrors with automatic anti-dazzling function, roller sun blinds for rear side windows 60:40 split foldable rear bench seat. Along with these, the manufacturer has also equipped it with an electric glass sunroof and parking distance control feature for front and rear.

BMW X6 Engine & Transmission

Under the hood sits BMW’s most recent gem — a smooth, free-revving diesel six with not one, not two, but three turbos! The M50d’s 3.0-litre, triple-turbo straight-six produces 381bhp and commercial vehicle-like torque of 75.45kgm. All this is achieved because BMW has reduced the compression ratio of this diesel to just 16:1, really low considering few petrols nowadays come with a 12:1 ratio. The lower compression allows for greater ‘fill’ from the three turbos at maximum boost, and BMW has made sure injection pressure is good enough to supply plenty of diesel. The M50d’s injection pressure is upped to a really high 2,200bar when the engine is running at max speed.

How do the three turbos work together? To begin with, a small variable-geometry turbo comes in at low revs. This allows for fast responses and a reduction in lag as the light turbo is easy to spool up even with a small tap on the throttle. There is a hint of lag as you take off, but the quick eight-speed gearbox ratios help you overcome this in a jiffy. The larger main turbo joins the fray at just 1,500rpm, and takes responsibility for most of the meaty midrange. So, after 2,000rpm, responses are massive and explosive bursts of acceleration are just a flex of your right foot away. The third turbo is small again and chimes in at approximately 2,600rpm, helping give the mid range a boost. The best bit is that the turbos overlap so smoothly, you really need to pay attention to notice where each comes in, especially if you accelerate flat out in one long seamless pull all the way to 5,600rpm.

As a result, the X6 M50d is really quick. This 2.2-tonne SUV does 0-100 in an insane 5.3 seconds, and that’s just the start of it. And the manic pull in the higher gears simply has to be experienced. The motor delivers huge thrust from 2,000rpm to 5,000rpm, and the manner in which it progresses up the powerband is so undiesel-like, you almost forget it is one. Yes, it growls like a diesel in the midrange under load and there’s a hint of clatter too, but there’s also a nice snarl in the top end that sounds just great. At speed, the X6’s most remarkable feature is its near-petrol-like hush.

BMW X6 Driving Dynamics

The 2017 BMW X6 has four driving modes – EcoPro, Comfort, Sport and Sport Plus. Toggle though any of these modes and the powertrain and the chassis dynamics are altered accordingly. The Sport and Sport Plus modes are for those looking to push the car to the limit. Slot the car in one of these, and the steering weighs up nicely, the dampers stiffen up and the engine revs higher as well. Show the 2015 X6 a series of bends and you will be surprised how confidently it takes them on. You don’t really feel the 2-ton weight of the car lugging you around while into a corner.For your everyday drives in town there are the EcoPro and the Comfort modes. In these modes the Adaptive suspension offers a plush ride quality over potholes and undulations. However, due to the low profile tyres and the large wheels, the bigger bumps still seep into the cabin. While the stock setup provides comfort, the settings can be individually adjusted using the Driver Experience Control too.

BMW X6 Safety

The 2017 X6 comes heavily loaded with features. From Head-Up Display, night vision with dynamic light spot, 360 degree camera to parking assist, the X6 has it all. In terms of safety, the X6 gets 6 airbags, ABS, EBD and all other abbreviations you can think of. It also gets Lane departure warning and pedestrian alert. For the passengers at the back there are two separate HD 9.2-inch monitors with separate DVD drives to view different films on. Talking about movies and sound, the 2015 BMW X6 also comes with a 16 speaker Bang and Olufsen high end surround sound system.The centre console gets a 10.25-inch screen below which is the dual zone climate control and the controls for the integrated Bang and Olufsen infotainment system. Aside from the media and navigation, the screen also displays vehicle information and settings too. All the buttons are soft touch and well within reach. And then there is the automatic tailgate operation. If you hands are full after a shopping spree, a quick wave of the foot under the rear bumper opens up the tailgate.

BMW X6 Price

Bmw X6 Ex-Showroom Price in India ranges from 94,15,000/- (X6 xDrive 35i M Sport) to 1,82,40,000/- (X6 M STD). Get best offers for Bmw X6 from Bmw Dealers in India

BMW X6 Verdict

The new BMW X6 is an excellent car, and since it is equipped with “M” package as standard, it is even more attractive. The only real drawback of the vehicle is its size. Most of the urban areas are not big enough to handle a car as big as this one. You are going to have a lot of trouble while trying to park it. But, the size does not matter a lot as all its competing cars are of the same size barring Porsche Macan. X6 definitely looks rich and the performance figures match the sporty looks. Though if you are looking for a proper SUV, which can do a fair amount of off-roading, you should probably go for the Land Rovers but since there are only a few people in India who try out their 1 crore+ vehicles off-road, X6 seems to be the perfect choice.

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Tata Tigor Engine & Performance

Tata Tigor Overview

The Tigor (pronounced Tee-gor) is the compact sedan version of the well-received Tata Tiago hatchback. It’s also the model that will become the mainstay of the carmaker’s compact sedan range; the capable but slow-selling Zest is set to be repositioned for the taxi market while the Indigo eCS, that started the sub-four-metre sedan segment, is headed for discontinuation. However, the Tigor enters the market at a time when the compact sedan segment as a whole isn’t growing as fast as it once did. Tata Motors, though, is confident buyers won’t see the Tigor as just any other compact sedan. In fact, Tata doesn’t even call it one. A ‘Styleback’ is what the marketers at Tata would like you to see the Tigor as.  Tata Tigor price range in India is between 4,62,359/- to 6,95,793/- , check for detail pricing of Swift in Carzprice

Tata Tigor Design

Right from the start, Tata Motors had planned to make a sedan on the Tiago hatch as well. No surprises then that the two cars share a lot, on the surface and under it. Viewed right from the front the Tigor looks just like the Tiago, but subtle tweaks mark this out as the richer package.There is a black surround for the headlamps, which feature a double-barreled layout and projector lamps too. The grille also gets a new hexagonal pattern.The changes start in earnest as you view it from the side. The Tata Tigor is longer than the Tiago by 246mm and part of this is down to the wheelbase having been stretched by a massive 50mm. At 2450mm, the wheelbase is longer than a Maruti Swift Dzire. This increase in wheelbase and the larger rear doors have made the Tigor a proper redesign.The roof arcs down into the stubby, high-set boot. The hexagonal pattern can be seen in the slim, split tail lamps too. There is a smart fused LED strip at the bottom of the unit and the way the chrome strip that runs along the boot lid flows into the lamps is cool too.The stance seems to be of a car on the move as the shoulder line inclines from the high-set boot down into the front headlamps. While 15-inch rims on the petrol variant (up from 14-inchers on the Tiago) look handsome, we feel wider tyres and 16” rims would have given it an even better stance.

Tata Tigor Cabin

Step inside the Tigor and you are reminded that this one is based on the Tiago as the cabin layout and design is shared by both the offerings. Now what’s unique about the Tigor is that it gets a mild colour revision with a tad darker shades on the trims. The signature steering wheel has been carried over, but it gets piano-finished detailing instead of the satin finish. While the design of the cabin feels modern, the quality of plastics isn’t appealing enough especially when you compare it with Hyundai. Here is where it needs substantial improvement.

The Harman-developed infotainment system has been updated for the Tigor as it is now a touchscreen unit that doubles up as the screen for the rear parking camera. It also features emergency assist, service reminder and navigation which is projected on the screen by connecting an Android phone with the help of USB. All of these functions and few more can be accessed with the help of Android apps only thereby leaving no option for iOS users. We asked the company officials on when can we expect to see modern infotainment connectivity options and were told “very soon”. The Nexon perhaps? The most impressive bit about the Tigor’s features has to be its music system, as has been the case with all the newer offerings from Tata Motors.

The longer wheelbase has increased the rear legroom of the Tigor and it does feel more spacious. Instead of hard plastics, it gets a fabric cover for the side support of the rear seats. The only concern is that the hip point of the rear seats has been lowered which might be an issue for the elderly while exiting the cabin. In terms of utility, there are 24 storage spaces to house bottles and other knick-knacks. The Tigor gets a boot space of 419L that is 177L more than the Tiago. The bootlid gets a smart 4-link opening mechanism that has removed the need of hinges, making it a cleaner and more useful layout.

Tata Tigor Engine & Gearbox

Like the Tiago, the Tigor will be offered with a 1.05-litre, three-cylinder diesel engine and a 1.2-litre, three-cylinder petrol engine. Both engines come mated to five-speed gearboxes, albeit with shorter gearing to compensate for the 50kg weight increment over the Tiago.The diesel engine makes 70hp of power and 140Nm of torque, figures which are quite low by segment standards. And the fact is the diesel engine feels adequate, but no more. Performance in town is fair and you’ll be able to keep up with traffic, but when you want to overtake, you’ll miss that mid-range surge we’ve just come to expect from even small turbo-diesels. There is a mild step up in power at 2,000rpm but power delivery remains flat thereafter, forcing you to downshift when you need to get a quick move on. Out on the highway too, you will often be left wanting for power. The diesel engine is also on the noisier side and sounds thrummy when extended. For their part, the gearbox is smooth in operation, though not slick, and the clutch is reasonably light too.

For most urban buyers though, the petrol Tigor would be the one of greater interest. The petrol Tigor uses the same engine as the one on the Tiago but Tata has added a balancer shaft to cut vibrations here. The inclusion of the balancer also required recalibration of the ECU and the net effect is the engine feels far nicer than it does in the Tiago. Vibrations are significantly reduced and fueling seems cleaner too; power delivery is noticeably smoother than the petrol Tiago. Performance in town is decent with reasonable responses to throttle inputs. Fairly smooth gearshifts and the light clutch also help the experience. Still, the 85hp engine does little to excite. The build-up of power is flat throughout the rev range (it revs until 6,500rpm) and it simply lacks zing. And when revved hard, the engine doesn’t sound particularly nice either

Both Tigors offer drive modes with ‘City’ being the default setting and an ‘Eco’ setting to enhance fuel economy. While we are yet to test the efficacy of the system we can tell you that the diesel Tigor feels a bit labored in Eco while the petrol version remains usable in the efficiency mode. Tata has not revealed fuel economy figures for the Tigor as yet

Tata Tigor Ride & Handling

The suspension set-up in the Tigor is identical to the Tiago’s and offers similar ride and handling despite a 40kg increase in kerb weight, stated an official. While driving the Tigor in and around Delhi, we didn’t find it any different from the hatch. While the suspension does a fairly good job at ironing out the bumps and undulations, we did find the ride quality in the petrol variant was a lot more juddery than its diesel counterpart.On the positive side, the Tigor feels planted and stable at higher speeds. The electric power steering is light enough to manoeuvre around narrow lanes and tight parking spots and weighs up sufficiently at high speeds. For information on contact details of Tata car dealers in Hyderabad visit tataprice.in

Tata Tigor Braking & Safety

Tata Tigor specifications include disc brakes at the front and drum brakes at the rear as standard. As for the safety of occupants, the company has incorporated a plethora of premium safety features, like dual front airbags, Anti-lock Braking System (ABS) with Electronic Brake-force Distribution (EBD) and Corner Stability Control (CSC), speed-dependent auto door locks, follow-me-home lamps, park assist with sensors and camera, and seat belt with pretensioners and load limiters. Sadly, the base grade XE doesn’t get any of the aforementioned features.

Tata Tigor Price

Tata Tigor Ex-Showroom Price in India ranges from 4,62,359/- (Tigor XE Petrol) to 6,95,793/- (Tigor XZ O Diesel). Get best offers for Tata Tigor from Tata Dealers in India

Tata Tigor Bottomline

What’s clear is that the Tigor is not just a Tiago with a boot. It’s got a different vibe and that’s all thanks to the way it looks. It is an attractive car and has a certain visual appeal that the typical compact sedan doesn’t have. In a sense, the Tigor will attract buyers to whom design and style get priority over practicality. That’s not to say the Tigor isn’t practical. Much to the contrary, it’s got a well thought-out cabin, ample interior space and a large and useable boot. At the same time, top-spec Tigor’s also address modern day requirements for connectivity and features.

Where the Tigor could have been better is under the bonnet. Both the petrol and the diesel engine could have done with more power. In fact, given the good ride and handling package, the powertrain is the sole area where the Tigor feels a notch down to the existing compact sedans. But here’s the thing. The Tigor will come in under the Tata Zest, which by extension means it will be priced significantly lower than compact sedans like the Maruti Swift Dzire, Honda Amaze, Hyundai Xcent, Ford Figo Aspire and Volkswagen Ameo. Tata is said to be looking at an aggressive price tag for the Tigor with prices likely to range from Rs 4 lakh (estimated, ex-showroom, Delhi) for the base petrol to Rs 6.5 lakh for the top-spec diesel. And that means the Tigor could sit in a sweet spot in the market with no direct rivals.

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Volvo XC60 Engine & Performance

Volvo XC60 Overview

Volvo XC60 Overview If you’re going to be in the market for a mid-size luxury SUV soon, prepare to be spoilt for choice. The segment has recently seen the addition of the more affordable Jaguar F-Pace, apart from which Lexus’ new NX 300h goes on sale soon, Audi’s ever-popular Q5 is due for replacement in early 2018 and BMW will also be out with its next-gen X3 by May 2018. Our focus here, however, is on the all-new second-generation Volvo XC60 that will go on sale in India on December 12. It’s an SUV that, like all of the newer Volvos, promises to put the emphasis on luxury.  Volvo XC60 price range in India is between  50,68,313/ to  60,15,510/. check for detail pricing of XC60 in Carzprice

Like the larger S90 sedan and XC90 SUV, the XC60 too is based on Volvo’s SPA (Scalable Product Architecture) platform. The visual link to the other Volvos is very clear too. The XC60 has got all the new-age Volvo design trademarks including the Thor’s hammer LED daytime lights and the vertically-slatted chrome grille. But a shrunken XC90 this is not. The rake of the D-pillar, for instance, gives the XC60 a very distinct look and persona. Neat surfacing, sleek 19-inch alloy wheels and LED headlights are some of the other highlights on the car. The second generation XC60 is marginally larger than the model it replaces but it is not an imposing SUV and comes across as of a city-friendly size. For the time being, the XC60 is available with a single engine option and in a single fully-loaded version. Check for XC60 car dealers in India @ VolvoPrice.in

Volvo XC60 Exteriors

It speaks the design language of its elders and though I’m not a big fan of the same-sausage-different-size philosophy, the elegance of Volvo’s new design is something that I would openly welcome on various body styles. Like the 90 branded range of Volvo’s, the XC60 too is built on the Scalable Product Architecture – a modular platform that allows Volvo’s engineers and designers to customize the dimensions of the car to suit various body-styles. The distance between the front axle and the dashboard remains unchanged on all SPA cars though and this works in the XC60’s favour by giving it proportions appropriate for a premium crossover. Compared to its highly successful predecessor, the new XC60 is 44mm longer, 11mm wider and 14mm shorter and the result is a crossover that has an athletic stance and looks very proportionate.

The Volvo XC60 does resemble the XC90 in many ways, but its smaller dimensions are evident even when it’s standing by itself. Another quick way of distinguishing the XC60 from the XC90 is the front face, where the Thor’s Hammer daytime running lights poke their way out to reach the grille. The headlight assembly is studded with adaptive LED headlamps and the rear is typical Volvo with the familiar design of the taillights.

The side profile looks quite interesting too with the 19-inch wheels beefing up the stance. I particularly like the large doors which now extend all the way down to the floor and integrate the side skirting within the exterior door panel. This prevents your trousers from picking up stains during ingress or egress after an off-road session or a wet weather drive. Quite practical and thoughtful.

Volvo XC60 Interiors

Inside, the layout is similar to other Volvos but that’s hardly a bad thing. It’s a fairly ergonomic setup, though, the central screen needs about 15 minutes to get accustomed to, but there’s certainly a good deal of grandeur. The trim quality is on par with the XC90’s, with a big highlight being the single panel driftwood dashboard finish. Certain plastic panels on the centre console and above the glovebox feel a tad industrial, but that’s forgivable. What’s also appreciable is the attention to detail, like the Swedish flag tags on the seats and the embossed one on the dashboard or the doors that extend almost all the the way to the undercarriage, so the side sills stay clean. No grime on your pants!

Nappa leather upholstery makes the cabin feel all the more snooty and they drape seats which have so many abilities that you’d imagine they came with cushioning and a curriculum vitae. They’re shaped to support even the most fast food inspired frames; both front seats are power adjustable with motorised underthigh cushions and memory. They’re heated and ventilated, and to top it off, they get spa quality massagers! Sort of. The driving position is commanding and you do feel like you’re at the helm of an SUV but you aren’t towering above traffic around you.

Purely from the point of view of a commanding driving position, it’s a step down for someone upgrading from a Fortuner or Endeavour. Instead, it replaces intimidation with innovation. The 9-inch central touchscreen is the same unit as the XC90’s but gets revised software. As user interfaces go, this is quite an easy one, almost smartphone like, with only one physical key i.e. the home button. So if you have a kid, or are one at heart, here’s a new favourite toy.

However, using it on the move is no child’s play. With a tablet sized display, it’s hard to know what function is located where without taking your eyes off the road. Luckily, Android Auto and Apple CarPlay, like every other feature on this car come as standard. And the USB ports are placed under the driver armrest, so even the rear occupants can connect their phone easily.The 15-speaker Bowers and Wilkins sound system is quite the audiophile tickler too with a special Concert Hall mode taking the surround sound experience to a whole new level.

Volvo XC60 Gearbox

The new XC60 is powered by Volvo’s modular 2.0-litre diesel engine, albeit in the higher of its states of tune. In D5 form as on the XC60, the engine makes a solid 235hp and 480Nm of torque, giving this version a heads-up over rivals in the class. The engines comes mated to an 8-speed automatic transmission that channels power to all four wheels. This motor performs effortlessly and builds speed in a rather athletic manner. All throughout the rev range, there’s always adequate torque on tap and the punch at mid revs especially is very strong. This engine is very smooth and sound levels inside the cabin are really low. Even when the engine is spun faster, it still doesn’t lose its refined nature. The eight-speed gearbox is quick to respond and shifts seamlessly. And as mentioned, there are paddleshifters to change gears manually.

The XC60, for India, comes with four-corner air suspension as standard, and the damping characteristics can be adjusted too. The suspension raises and lowers itself based on the driving modes and the ride firmness too varies noticeably. Typically, like cars with air-suspension, the XC60 tends to float a bit over wavy roads, but bump absorption is very impressive. Stability at speeds is very good and it feels quite agile and eager to change direction. The steering is light but its direct and does weigh up based on the driving mode.We didn’t get a chance to take the XC60 properly off-road but with 223mm of ground clearance (with the suspension at full extension) and all-wheel drive, the Volvo should tackle mild trails without hassle.

Volvo XC60 Driving Dynamics

The eagerness of the engine is complemented by a fairly quick eight-speed transmission sourced from Aisin and a Haldex all-wheel-drive system. We have sampled this setup in the past and know that the XC60 is predominantly front wheel drive until there is loss of traction which transfers power to the rear wheels. I’m pretty sure in our test car the majority of the drive was with the power going to the front wheels only, since the straight roads and grippy tarmac were hardly a challenge for traction.At launch, the Volvo XC60 will also be offered with air suspension on all four corners that enables the car to alter damping and ride height if needed. Our test car let us choose between Eco, Comfort, Off-road and Dynamic modes to alter the nature of the suspension and drivetrain. Surprisingly, the Individual mode to set suspension and drivetrain parameters separately, wasn’t available. That said, the preset settings work just fine. The XC60 is an easy driver when you want it to be and seems like it will deliver equally well when given the beans.

Volvo XC60 Safety Features

If the list of safety features isn’t the juiciest part of the brochure, the car wouldn’t qualify as a Volvo. Appreciably, the carmaker hasn’t shied away from bringing in some of its best safety tech to the India-spec XC60 either. For a mid-level offering, the list is commendable and the most notable features and assistance systems are front, side and curtain airbags, collision mitigation support at the front and rear, emergency steering assist, lane keeping assist and emergency braking assist. The City Safety package, which uses most of these systems in its application, had debuted in India on the previous generation XC60. The new one takes its further by being active at city as well as highway speeds, making the new Volvo XC60 a safer package overall.

Volvo XC60 Price

Volvo Xc60 Ex-Showroom Price in India ranges from 50,68,313/- (XC60 Inscription) to 50,68,313/- (XC60 Inscription). Get best offers for Volvo Xc60 from Volvo Dealers in India

Volvo XC60 Bottomline

The all-new XC60 is a very important car for Volvo India, since the last one accounted for 30 per cent of their sales. This new version is truly a step up in every manner and its package is strong enough to threaten every one of its segment rivals.The kind of equipment it offers is extensive, with several unique elements adding to the sense of exclusivity. However, if you want a sporty SUV, look elsewhere. If you want an off-roader, look elsewhere. But as far as midsize luxury SUVs go, there’s little other reason to ignore Volvo’s new XC. It does almost everything you’d need while not just aping its more established segment stablemates.

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Rolls Royce Ghost Engine & Performance

OVERVIEW ;

The Ghost is a Rolls to take when the parking is tighter and the chauffeur’s got the day off. Smaller, in the same way a tanker is to a supertanker, the Ghost keeps Rolls-Royce’s imperious manner but with slightly more bluff edges and not quite as aggrandising a front grille. coming from a company that still refers to its products as ‘motor cars’ the Ghost retains old-world charm and luxury despite being largely based on a BMw 7-Series’s gubbins.Now in 2017 Series II guise, the Ghost is closer than ever before to its big brother – the venerable Phantom. Every single panel on the front of the car has been changed. There’s new LED headlights, some new interior tech’, and even a satellite-aided gearbox.

EXTERIORS ;

The new Rolls Royce features a fine redesign of the original Ghost. The front LED headlights with beautiful day time running lights is the main eye catching feature. The front is slightly raised and various visual tricks are applied to make it look wider than Series I. This includes the new design of the indicators and larger front air intakes. The redesigned Series II looks closer to the Phantom when talking about the visual presence on the road. Further design elements are a new waft line along the side of the car that leans further forward and creates a stronger dynamic when viewed from the side. Though the rear of the car is unchanged. It also comes with 21 inch five spoke wheels.

INTERIORS ;

The car comes with exquisite interiors, and you can get the leather of your choice in this one. Visit their official website and try to configure a Ghost II and you will surely be spoilt for choice. The buyer will decide the colour of interiors and wood used on the dashboard. Behind each front seat, there are monitors that can be used for entertainment. Steering mounted buttons could be used to control the audio system, and a smart screen on the dashboard controls various mechanism of the car. The driver is aided by a heads-up display system that gives a mirror reflection of the dashboard on the front window. Ventilated and massage seats come as an option, and there is an exclusive analoguenear the steering wheel. Ghost II has been equipped with an infrared camera that can detect any pedestrian up to 300 m; also, the exterior cameras give a 360-degree view. The interiors of any Rolls-Royce car is what other luxury car makers take inspiration from, but no one has been able to it better than the folks in Goodwood.

PERFORMANCE ;

This is where the Ghost Black Badge becomes even more interesting, as Rolls-Royce increased the output of the massive 6.6-liter V-12 by 40 horsepower and 44 pound-feet of torque. As a result, the mill now sends 603 horses and 619 pound-feet of twist to the wheels, making the Black Badge the most powerful Ghost ever created. It’s worth noting that this is the second Bespoke model to receive a power boost after the Wraith St. James Edition, and the most significant engine update in years.Rolls-Royce also meddled with the eight-speed ZF transmission for quicker shifting and 20 percent less heft on the throttle during downshifts. Under braking conditions, the transmission downshifts a few rpm sooner, delivering a more spirited drive. Other upgrades include revised suspension and steering systems, new drive shafts, and enhanced Intuitive Throttle Response. Like any other Ghost, the Black Badge benefits from Rolls-Royce’s already iconic Magic Carpet Ride.Performance figures have yet to be released, but the extra 40 horses and 44 pound-feet should shave a tenth-second off the standard Ghosts 0-to-60 mph sprint. Expect the Black Badge to hit the benchmark in 4.6 seconds, a stunning figure for a vehicle of this size. Top speed likely remained unchanged at 155 mph.

DRIVING DYNAMICS ;

Drive along a lightly rippled road, or one with wavy undulations, and the way the Ghost floats along is both comforting and comfortable. Yet, throw in a sharp-edged ridge, or deeply excavated pothole, and it clobbers over it in an unruly fashion. This probably has much to do with the standard run-flat tyres but, either way, an S-Class on the smaller of its wheel options, or even a 7 Series, can be less jarring.Around corners, the Ghost feels every bit its two-and-a-half tonnes. Comparatively, an S-Class or 7 Series feels nimbler and sharper through turns, while the Ghost is more ponderous and leans acutely if you attempt to press on. The light steering is at least direct and accurate, so be measured with your corner-entry speeds, and it’s an easy car to place.The steering does suffer from a lot of kickback and vibration over rough surfaces; something you might wish for in a sports car but not in a limousine. Yet, despite appearing to have the aerodynamics of a small bungalow, the Ghost does an excellent job of isolating you from wind noise on the motorway, along with tyre noise, too.

SAFETY AND SECURITY ;

A vehicle with this immense a build, and this extraordinary a performance ability, is not to be let loose without the firmest safety. The company seals the high end build of this machine with the best of safety features put together. It is equipped with tight seatbelts, keeping the passengers strapped in always. Also, well cushioned airbags give them ample protection at all times. Furthermore, the body format of this vehicle is a mighty, impact resistant one, meant to absorb collisions to the maximum extent possible. Aids for driving and handling further raise the safety quotient. The night vision feature, along with the heat detection of pedestrians outside, together ensures that everything is kept under the tightest control for the driver, and that mighty performance and elegance are wrapped up with the finest safety qualities possible.

VERDICT ;

This one is for the businessman who is most of the times accompanied by a chauffeur but sometimes likes to take the steering wheel in his hands. One of the most comfortable cars that the world currently has and also one of the most expensive, the car seems to be a little over priced. But, Rolls-Royce has put a ₹ 4.70 crore price on this one because they know their potential customers very well.

 

 

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Honda WRV Price & Transmission

OVERVIEW ;

The Honda WR-V is a newcomer to the hatchback-based crossover segment, taking on the likes of Hyundai i20 Active, Volkswagen Cross Polo and Fiat Avventura. But unlike its competition which includes merely beefed up models with plastic cladding and faux silver trim, the WR-V is a result of Honda India going all-out to create a legitimate crossover based on the Jazz hatchback.We aren’t big fans of hatchback-based crossovers as they often tend to appear and feel like the cars they are based on. Happily, the WR-V bucks this trend, with vastly different styling, some additional new features and tweaked internals as compared to the Jazz. Here’s how the newcomer fares as an urban friendly crossover. Check Ex Showroom Price of WRV

EXTERIORS ;

Look at the WR-V from the front and you’ll be forgiven to think that it’s an all-together new car. Honda has done a fine job of endowing it with a beefier ‘SUV’ look, a raised bonnet line, a thick chrome grille, a contrasting scuff plate and a sculpted bumper. The headlights come with daytime-running LEDs and look attractive. The rear end too is unique to the WR-V with its L-shaped tail lamps, revised bumper and a fairly revised tailgate design that now sees the number-plate slot positioned lower than in the Jazz.

The car’s sides are where you can draw the most visual similarities with the Jazz, with familiar bodyline and glasshouse. There are some unique bits too, with the WR-V getting thick plastic cladding, chrome door handles, roof rails and larger 16-inch alloys wheels that ride on wider 195 mm rubber. Find best offers on WRV

The WR-V is 44mm longer, 40mm wider and 57mm taller than the Jazz; surprisingly its 2,555mm wheelbase is 25mm longer than the Jazz, (Honda says, it is due to revised suspension mounting points). The WR-V will be offered in six colours, including a new ‘Premium Amber’ shade.

INTERIORS ;

There are less significant changes in Honda WR-V in terms of interiors, over the Jazz that it is based on. Interior is themed in black plastic and black fabric with a few dashes of grey and silver in the corners and trims.Seats are well bolstered around the thighs and back and feel much more supportive for long drives this car is aiming to be used for. There is a central armrest for front row passengers with an openable cubby space, which can easily house a phone and sunglasses.

Rear seats however are a surprise. They are flat and fixed and also have integrated headrests, which aren’t helpful for people who are about 6 feet tall. Rear seats are less supportive but cushioning is pretty soft. Leg room perhaps is the ultimate selling point for WR-V. With a standard driving position in the front seat, there’s space at the rear to stretch your legs or even accommodate a camping bag between the knees and front seat base.

The infotainment system is a new upgraded Digipad recently seen in the all new Honda City. The infotainment system operates on new gen Navigation software, Apple Carplay and Android Auto. The touch screen has noticeable lag and it takes patience to get used to it on the move. Honda’s party trick in the WR-V is the installation of a one touch sunroof in the top end trim to add to overall opulence of the otherwise dark cabin.The top end diesel variant gets cruise control to adds to the convenience of long highway expeditions. 363 litres of boot space without the rear seats folded down is sufficient to carry large suitcases and an ice box for the weekend.

PERFORMANCE ;

The Honda WR-V is offered with a choice of two engines – 1.2-litre i-VTEC and 1.5-litre i-DTEC. The petrol engine churns out 90 PS at 6000 RPM along with 110 Nm at 4800 RPM. The engine is offered with a 5-speed manual transmission but this is a new gearbox and not the one on the Jazz and other Honda cars. Honda isn’t providing the CVT gearbox with the WR-V. The petrol engine is very refined and feels eager to rev. The low end is underpowered and feels disappointing but the mid range feels strong and there is a lot of action near the redline. The new gearbox has smooth shifts and the clutch is light too. Expect the petrol engine to give out 12-14 km/l in real life conditions while the ARAI-claimed figure is 17.5 km/l.

The diesel engine is mated to a 6-speed manual transmission. It produces 100 PS at 3600 RPM and 200 Nm at 1750 RPM. The oil-burner is really noisy across the rev band. There is some turbo lag but once you cross it, power delivery is linear right up to 4000 RPM. The engine feels very responsive in the mid range and it actually makes the car fun to drive. Gear shifts are smooth on this one as well and a real life fuel efficiency of 17-20 km/l can be expected, with the ARAI-claimed figure being 25.5 km/l.

DRIVING DYNAMICS ;

The most significant mechanical update in the Honda WR-V is the suspension. The new set-up and the larger tyres raise the ground clearance to 188mm from the Jazz’s 165mm. Ride quality certainly feels more supple than the Jazz, and it absorbs potholes quite well without any thuds. That’s also got to do with the larger-profile tyres. Damping is neither too soft nor too firm, so the car doesn’t feel bouncy or jumpy over undulations.But around the bends, the car does tend to roll a little when you start to push it. However, at normal driving speeds, the Honda WR-V feels safe and confident. For reference, it feels around 30 per cent less stiff than Maruti’s Vitara Brezza and therefore a little less nimble too. The electric steering offers good feedback but feels quite vague. But it’s neither too light nor too heavy and weighs up well at higher speeds.

SAFETY ;

All variants of the Honda WR-V get dual front airbags and ABS with EBD as standard. It also gets a rear camera with multiple viewing angles, but like the City and Jazz, you don’t get rear parking sensors.

VERDICT ;

The WR-V is more of a lifestyle choice than a no-nonsense city runabout. It certainly looks the part, has a versatile cabin with loads of space and a pair of tried and tested engines. That said, it doesn’t come off well as an enthusiast’s choice but that’s passable because it’s not what Honda was looking to make here. The WR-V is all about efficiency and practicality and you get plenty of it. As for the all-important pricing, we will have to wait until March 16 because that’s when Honda India will officially launch the WR-V.

 

 

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Fiat Abarath Punto Engine & Gearbox

OVERVIEW ;

The Abarth Punto is a blessing for us enthusiasts as we held back tight eagerly waiting for the hot hatch since its announcement at the 2014 Auto Expo. Well, killing time for almost two years wasn’t easy but the Scorpion is finally here and we have 145 reasons to shout hurrah! Yes, those magical number of ponies under the hood gave us goosebumps. Fiat is locally manufacturing the Abarth Punto in India to keep the price under Rs. 10 lakhs that was speculated to be a tad higher. We came up with our initial impressions of the performance hatch as soon as it had launched. Now we spend a good while behind the Scorpion badged wheel to examine if it is exactly what we dreamt of all this while?

EXTERIORS ;

In terms of styling, the Abarth Punto does look a lot different from the Punto Evo in terms of styling. It gets the Abarth decals and then all the Fiat badges are replaced by Abarth’s Scorpions. The Abarth Punto also has the 16-inch Abarth alloy wheels that are drool-worthy and the tyres are also 195/55R16 tyres also. The fog lamp surrounds are now red in colour and not the chrome that could be spotted on the Punto Evo. Then there is also the new Abarth red stickering. The Abarth Punto can be easily spotted in parked amongst multiple Puntos. The Abarth Punto will be coming in Pearl White and Hip Hop Black. Then there is also the chrome exhaust tip that we had seen on the Linea T-JET as well.

INTERIORS ;

This “hottest hatch” of India (as stated by the company), can certainly impress customers with its attractive interiors. The manufacturer has chosen a sporty all black color scheme for its insides. Furthermore, there is an ambient lighting given on the dashboard that compliments well with the insides. Its cockpit has a contemporary design featuring metallic finish in few areas that brings a rich appeal. There is a three spoke steering wheel, which has tilt adjustment facility. Also, it is wrapped with a fine quality leather and have a few switches mounted on it. The ‘Abarth’ instrument cluster is one of its highlights and design of its center console also matches with the entire setup. Seating arrangement is quite good and comfortable too owing to its ergonomic design. They are properly cushioned for added comfort. What makes it look different from others is the combination of contrasting red and yellow stitching on the seat covers. Aluminum foot pedals, inside rear view mirror, accessory socket and power operated windows are some of the utilities.

This brand has always taken care about the passenger comfort in all its models, and this one is no exception. One of the main facility that it comes with is the fully automatic climate control unit featuring a foot level air circulating vents for rear. This helps to spread the air evenly in the entire cabin to make a pleasant environment inside. Also, there might be an integrated audio system that lets its occupants to enjoy their favorite music whenever required. The speed sensing volume controls are also provided inside for added convenience. Not to forget that the seats can provide enhanced comfort and support all through the journey. Moreover, the driver’s seat also has height adjustment facility and lumbar support too. One of the main facility inside the cabin is the advanced instrument cluster with a few functions included. Some of these are digital clock, odometer, trip meter, distance to empty indicator, fuel consumption display, and real time mileage indicator as well. In addition to these, stuff like tinted glasses, storage spaces on door trims, cup and bottle holders, assist grips and vanity mirror integrated sunvisors are also present in this hatchback. Furthermore, the aspects such as electric boot release, large glove box compartment, tilt adjustable steering wheel and electrically adjustable outside mirrors assist in improving the comfort levels to a great extent.

PERFORMANCE ;

Now this is definitely the most interesting part of this first impression review that you all are eagerly waiting for and what it gets under the hood.The Abarth Punto is powered by the 1.4 Liter, 4 cylinder Turbo jet engine which puts up a healthy 145 Bhp of peak power at 5500 rpm and an even impressive 210 Nm of torque. That amount of power can be instantly felt as soon as you push the throttle. Now imagine a regular Punto Evo getting a dose of all that extra juice. A 5 speed manual transmission helps it in keeping all that power in right band.

The power change can definitely be felt as soon as you drive the hatchback and I am talking about some real power here (145 Ps means a lot for this small hatchback). Now in order to cope with the behavioral change Fiat has definitely made some mechanical changes to the standard Punto Evo which includes tighting the suspension springs stiffness and lowering the ride height. While to add more stopping power to the hatch Fiat has also installed rear disc brakes as well and thus it gets equipped with disc brakes on all the 4 wheels.

RIDE AND HANDLING ;

The Punto is known for its sharp handling and excellent high speed stability. While the handling got compromised to some extent with the high ground clearance of the Evo, Fiat has lowered the ride height for better handling and here’s how it feels like. The Abarth is more eager to enter corners at high speeds and maintains its line cleanly. Furthermore, the ugly body roll is now much better controlled and this setup urges you to push the car to its limits every time you see a corner. The hydraulic steering might feel a tad heavy at low speeds to those who are used to electric power steerings of recent times but boy, the steering is feedback rich around bends and very confidence inspiring at high speeds.

After driving over sensitive and lifeless electric steerings you feel totally connected to the road with this hydraulic setup. Quick lane changing and shooting the gaps is a delight on the Abarth Punto with such power on tap. The Apollo Alnac rubber provides decent grip when you throw the car around corners but if you do that too often, we recommend you to upgrade the tyre compound considering the strong power and your love for pushing the Punto to its limits. The lower ground clearance doesn’t end up hitting the underbelly on bumps but you have to be careful with those huge speed breakers.

SAFETY AND SECURITY ;

This Italian automaker seems to have packed this stunner with some crucial safety function to guarantee a secure ride to its passengers. One of those features are the dual front airbags with early crash sensors, which takes the safety to the next level. It also has the ABS along with EBD, which is important for this kind of a hatchback. Its engine immobilizer with rolling code is also integrated to this vehicle that helps to prevent any kind of unauthorized access. Not to forget, it has a robust body structure with impact protection beams and crumple zones to reduce the risk of injury. The instrument panel too aids in alerting the driver by giving out necessary updates likes seat belt warning light and programmable speed limit buzzer. A few other such safety features are also provided inside like 3-point seat belts, automatic door locks, high mount stop lamp, front passenger airbag deactivation, central door locking, fire prevention system and height adjustable front seatbelts.

VERDICT ;

The Abarth Punto’s price is Rs 9.95 lakhs (ex-showroom, Delhi) and this buy is more from the heart than mind. It is all about how happy you get when you get behind the wheel and it is certainly a great step taken by Fiat for Indian car market. We can see the hot hatchback market open up and see more cars following up.One of them is Volkswagen with its Polo GTi. The Abarth Punto is a step in the correct direction as Fiat buyers have always wanted more power and this is the hatchback that will be pick for those who need a more powerful hatchback. Fiat has been listening to its customers and this is one of the products that will get delight to Fiat buyers across the country.

 

 

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Audi A3 Cabriolet Facelift Review

OVERVIEW ;

The Audi A3 Cabriolet is an interesting vehicle. With its fabric roof up, it’s quiet and comfortable pretty much like the regular A3 sedan but with the roof off; it turns into a classy boulevard cruiser, rolling top down through the bustling streets and reaping attention of onlookers as you crawl through traffic. This is basically what cabriolets do – there’s something quite mystic about driving them but they are not the most practical of cars. The A3 Cabriolet, though, proved to be rather practical (with its neat roof arraignment and proper seating for four) when we first sampled it back in 2015.

Fast forward to today and we have just driven the 2017 A3 Cabriolet which brings everything that was good about the old version, but adds edgier styling, new paint options and a substantially different driving experience. Let’s take a closer look and gauge the improvements that make up the 2017 model.

EXTERIOR ;

The A3 Cabriolet is very similar to the A3 sedan on which it is based. So you get the same headlights, tail lights and 17-inch 5-spoke alloy wheels but in spite of that, it looks quite different. That’s because the Audi A3 Cabriolet gets a fabric roof and loses out the two rear doors (the front doors are longer), resulting in an even shorter length than the already short in length A3 sedan. Thus, the A3 Cabriolet is unmistakably an A3 even when you see it from afar because the compact dimensions are an immediate giveaway about the identity of the vehicle.

The Audi A3 Cabriolet does get a brushed silver finish on the frame of the front windscreen which looks quite nice. The car does look short when the roof is up but once you put it down, it does look bigger than it actually is. Roof down motoring is quite a new concept in India so when you drive with the top down, people do stare at the A3 Cabriolet like it’s some supercar. Thus, if you want to turn attention, the A3 Cabriolet will do it for you, something more expensive sedans are unlikely to manage.

INTERIORS ;

The Audi A3 cabriolet has exactly the same layout and elements as the sedan and is available with either the full grey colour scheme or the two-tone beige and grey combination which looks much better but in the long run is likely to be harder to maintain.

Slip into the driver’s seat and you are greeted by a four-spoke steering wheel and analog dials with a digital display nestled in between. Reach over to the side as well as under the seat to adjust yourself into a comfortable position and you are greeted by manual controls to perform all three functions, a let –down when you consider that this car is priced at Rs 44 lakh (ex-showroom Delhi).

The infotainment system is pretty basic and requires you to have the proprietary Audi MMI cable to physically connect anything to the system. It makes use of a five-inch screen which pops out of the dashboard when you activate it. While this may feel rudimentary, what is quite exciting is the B&O speaker system which work quite well even when the roof is down. The navigation system has to be specified as an optional extra when purchasing the car.

.Move over to the back and there is not much on offer there. The reduced wheelbase means that space is hardly available at the back making the seats best suited to small children or for carrying luggage.

However, that being said there are dual AC vents as well as cup holders for the rear passengers. The seats also tumble forward fully for additional carrying capacity. The boot space is 320-litres which is not much due to the reduced dimensions but can swallow up a few bags even with the roof down.

PERFORMANCE ;

The Audi A3 Cabriolet only comes with a petrol engine and the 40 TFSI motor has got much applaud for its performance. In the A3 sedan, the petrol mill gets overshadowed in lieu of the more frugal oil burner but in the A3 Cab, one can’t help but get addicted to the performance. The 1.8-litre gasoline powerplant outputs 180 HP but what’s crucial is the torque output of 250 Nm, from as low as 1250 RPM, going up all the way to 5000 RPM, that is a massive torque band, more so by petrol car standards. 0-100 km/hr comes up in 7.83 seconds as per our VBOX tests which is half a second slower than the sedan due to the 135 kgs increase in weight over the petrol A3 sedan caused by the roof operating electronics.

This 1.8 TFSI mill also powers a range of Volkswagen Group cars and the more praises showered on it, the less it is. The car idles with super smoothness and is refined at all times. Give it the beans and it spins to its 6500 RPM redline with no effort at all, having a linear pull throughout the rev range. The A3 Cabriolet sounds very exciting and although its twin exhausts emit the same aural bass as the sedan, the shorter length of the car makes them more vocal inside the cabin, more so with the roof down. The vehicle reaches the ton in third gear while at the same speed in top gear, it does 2100 RPM on the tachometer, having a lot of punch for quick overtakes. The top speed is 240 km/hr and the A3 Cabriolet pulls to high speeds in a flash.

Audi has paired the A3’s 1.8 TFSI mill to a 7-speed S-tronic automatic gearbox. This dual-clutch unit offers smooth shifts and shows signs of urgency when you need quick cog changes. The vehicle comes with Audi Drive Select with five modes – Efficiency, Comfort, Dynamic, Auto and Individual. The modes change the way the gearbox goes about doing its job while also altering the engine response. The car is also offered with the option of a sporty 3-spoke steering wheel (the standard wheel is 4-spokes) which brings along paddle shifters too although without this option, one can still take control of things using the tiptronic function on the gear lever, there is also a Sports mode there. The A3 Cabriolet returns a mileage of 9-12 km/l, it benefits from a recuperation system that boosts mileage by up to 3%.

DRIVING DYNAMICS ;

The Audi A3 Cabriolet gets McPherson struts in the front and a multi-link rear suspension. The ride quality is on the firm side and combined with the large wheels make for a stiff setup. It is plush and almost carpet- like when the tarmac is really good but as soon as the road quality drops, the ride becomes hard once again.

We believe that a major contributing factor to this is the fact that the car is a CBU for India and has been designed keeping the high quality roads found in Europe. The steering is a little dead and there isn’t sufficient feedback to go very hard in the corners. I did not like the brakes as they were spongy and lacked the required initial bite. They are progressive in a manner that will need you to start braking much earlier than you would normally do while driving such a vehicle.

These in all probability are the same brakes on the standard car and it appears Audi has not changed or modified them in any manner in a bid to keep the costs down. The car does get all the standard bells and whistles like ABS with EBD, traction control as well as an ESP. If we look beyond the hard ride, it is easy to notice that the car is fun in the corners and thanks to the stiff setup is able to hold its own more often than not.

SAFETY ;

The Audi A3 Cabriolet hasn’t been tested by Euro NCAP but its sedan and hatchback derivatives have received a 5-star rating. The A3 Cabriolet comes with a host of safety features including 5 airbags, rain sensors, light sensors, ABS, EBD, ASR, EDL, ESC and Adaptive brake light. It also gets secondary collision brake assist, rest recommendation system and comes with an electromechanical parking brake. Audi’s dealership network in India is decent and although not the biggest, it is being expanded at a steady pace.

VERDICT ;

Because it is a CBU import, the Audi A3 Cabriolet costs Rs 44.75 lakh (ex-showroom, Delhi), or Rs 12 lakh more than the most expensive locally assembled A3 sedan. Now, with your sensible hat on, you might think paying big luxury sedan money for a compact luxury car with compromised practicality makes no sense. But then, that’s missing the point. This isn’t meant to be your first car; it’s meant to be at least your third. It’s a toy you take out for a drive in town at night (don’t try and squeeze in more than one companion though), or on a blast through the Western Ghats on a chilly weekend morning, as we did. With all the other convertibles on sale in India priced north of Rs 70 lakh, the only car that comes close to being competition for the A3 Cabriolet right now is the cheaper but even less practical Mini Cooper Convertible. Like that car, this one is largely a fashion statement that just so happens to be fun to drive too. The soft-top A3 is undoubtedly an indulgence that comes with a number of compromises, but if it’s roofless motoring you’re after, it’s the most practical option yet.

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Renault Kwid Engine & Performance

OVERVIEW ;

The Kwid’s underlying proposition is its sports utility styling. Driven by the fact that this is the body style that is currently the rage across markets, and not the least because Renault’s success in India is underlined largely by the Duster’s popularity, the Kwid makes a statement even when standing still. The entry hatchback segment is lacking in variety and the tall-boy design is by now passe. So, is it just SUV styling or does the Kwid’s design also serve a purpose? Well, if the 180mm ground clearance and the extra headroom at the front can be considered more practical than what is offered by the others in the segment, then the Kwid’s design would have already served a purpose. Check for Kwid price in Hyderabad

EXTERIORS ;

The Renault Kwid 2017 looks very beefy. It is a contemporary car and looks that way. The Kwid has tough looks and a tall appearance. High ground clearance is one of its USPs of Renault Kwid 2017 and it also gets matte black body cladding. This makes it look bigger and bulkier as compared to other cars in its segme

Renault Kwid 2017 has transformed the entire entry level hatchback segment. The Kwid has SUV looks and not typical car looks. The others cars in the segment are compact and basic in styling, while the Kwid feels large enough and rugged with its high ground clearance. The Kwid looks more rugged due to the body cladding. The Renault Kwid 2017 stands out in a crowd with its black grille. From the side it looks seems impressive with a high ground clearance. The tyres are skinny and are the only downside on the Kwid. This is in view of keeping costs low and deriving a higher fuel efficiency. It gets blacked out door pillars and also door handles. The rear profile of the Renault Kwid 2017 is also quite good with small tail lamps and black rear bumper. Find best offers on Kwid

INTERIORS ;

The interior of the more powerful Renault Kwid is ditto and there are no extra features on offer in this variant. However, the Kwid is already well equipped to keep the buyers happy. The layout is simple and functional but the touchscreen infotainment system is the party piece of the Kwid’s interior. You don’t get such features in the competition. You have navigation system, Bluetooth connectivity with music streaming and a lot more. Sadly, rear view mirrors still don’t get internally adjustable function. Rear passengers don’t get power windows either. What you do get is plenty of cabin space along with a huge 300-litre boot space.

PERFORMANCE ;

The Kwid uses an all-new, all-aluminium, three-cylinder petrol engine. Its capacity is 799cc, power is 53.26bhp and torque is 7.34kgm, but the statistic you really want to know is 25.12kpl – an ARAI rated fuel economy figure that makes it the most efficient petrol car in the country. That figure remains to be tested in the real world, so for now, let’s see what it’s like to drive.

Fire it up and you will get a fair bit of vibration and clatter that lingers at idle, but soon fades away as you start to rev it. Snick the positive-feeling gear lever into first and try to set off, however, and you’ll notice it feels very jerky and hesitant. Many will feel the need to feed in some throttle and slip the clutch, in fact. Get past this and progress becomes a lot smoother, and you’ll soon notice the engine has a good amount of pep. The max torque may be produced at 4,386rpm, but you get 80 percent of it from as low as 1,200rpm. However, it’s best to use the accelerator gently and smoothly with this engine, as it doesn’t respond well to hasty inputs. Punch down hard and it will stutter and fumble, and the resultant acceleration is not smooth at all. In fact, power delivery overall can be a bit inconsistent, with noticeable ‘gaps’ in progress. Speaking of which, there’s also a big gap between second and third gears. Refinement is not great either, but rather than a three-cylinder clatter as you might expect, the bigger noise is an ever-present mechanical whine in the cabin. Push on and power suddenly drops off and gives way to noise after a certain point. Still, we feel the performance is more than adequate by the 800cc segment standards.

RIDE AND HANDLING ;

It is a Renault at the end of the day and this is felt with the way the Kwid handles. There is a slight roll felt around corners at high speeds but the entire setup does a great job of maintaining its straight stance. Renault rightly claims that the Kwid mimics the Duster by offering similar level of driving dynamics, which has to be its salient feature. To make sure there isn’t much of drama when it comes to bringing the vehicle to a complete halt, it gets disc brakes in front and drum on the rear. Since there is no ABS offered for now, the tiny rubbers screech to glory during abrupt braking. We wish the brakes to be tad more effective. Overall, it leaves an amazing impression and is undoubtedly the best city car to drive in its segment.

VERDICT ;

If it is your first car, and you haven’t experienced a torque converter or dual clutch automatic before, the Kwid AMT will prove both easy to drive and agreeable to own. The gearshifts aren’t jerky, the throttle is linear and responsive, and thanks to the 1-litre engine, it is also energetic to drive in the city. We haven’t tested it for fuel economy yet, but we expect it to return efficiency figures matching the manual Kwid 1.0. What’s more, it carries over the highlights of the Kwid: a light steering, a plush low speed ride and clear visibility.

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Maruti Suzuki Vitara Brezza Engine & Transmission

OVERVIEW ;

Maruti may be king in the small car space, but what the carmaker’s line-up lacked was a compact SUV model. This all-new Vitara Brezza plugs that gap in India’s largest car manufacturer’s product mix. It’s an important product for another reason too – it is the first Maruti to be designed and developed entirely in India. Maruti insiders reiterate this is a model made in India, for India, and the 98 percent localisation level further underlines the point. The overwhelming initial interest in the car suggests Maruti has a winner on its hands, but let’s just zoom in a bit and see the Vitara Brezza for what it is. Check for Brezza price in New Delhi

Built on Suzuki’s global C platform, the Vitara Brezza measures just under 4m in length. Like chief rival, the Ford EcoSport, the monocoque-bodied Vitara Brezza places its engine transversally and will be a front-wheel drive only; there is no provision for an all-wheel-drive system. While the last bit is unlikely to be a deterrent for buyers, what is sure to find universal appeal is the Vitara Brezza’s safe but robust design. Maruti designers wanted to capture the upright stance and look of a proper SUV within the small footprint and it must be said, they’ve succeeded to that end.

EXTERIORS ;

The speciality of this exquisite vehicle is that it has the qualities of a SUV as well as that of a hatchback. Hence, this car has a smooth run in the Indian city roads. I can traverse the highways with an equal amount of ease. The Maruti Suzuki Vitara Brezza exterior presents an aggressive look in many ways. The new engine grille does play a great part in this aspect of the vehicle’s personality. The chrome designs ensure that you get a fantastic combination of beauty and sturdiness in equal measure. The front bumper has the same colour as that of the body and thus looks like the extension of the body in many ways. A big air dam and two high intensity fog lights are the highlights of this front burner. The smoked look of the headlight cluster that has projector lamps and daytime running lights is a fantastic experience. The 16-alloy wheel arches enable a high quality Maruti Suzuki Vitara Brezza performance. This is one of the few cars that have black window pillars to suit the colour of the tinted glass. You can recognize this magnificent vehicle from afar because of the chromium plate with its name engraved. A faux silver garnished aluminium plate guards the rear bumper. In short, one can say that the actual looks of the car matches perfectly with the Maruti Suzuki Vitara Brezza images.

INTERIORS ;

First thing you would notice about the cabin is the comfortable ingress and egress. You just walk inside the cabin, which is also a boon for people having knee problems. The three spoke steering wheel looks familiar but the dashboard is entirely new. There is a neat looking centre console which is enclosed with a gloss black outline. The dashboard is all black but gets silver elements in the middle. The air vents are sizeable and the auto climate control works really well to cool the cabin quickly. The lower half of the centre console has well laid out uncluttered buttons which feel nice and premium to use. Overall quality of the cabin is good but in some places you might find hard plastics and components (window controls, steering stalks) that are shared with older Maruti cars.You get a neat looking instrument cluster which has some fancy tricks up its sleeve. You can change its colour to white, orange, blue, red and yellow. The infotainment system is well kitted up having a nice big touch screen with good touch quality. It offers Apple CarPlay connectivity along with MirrorLink so you can seamlessly stay connected with your phone through the car. The audio quality is above average and many won’t feel the need of changing the speakers. It also offers navigation system which isn’t intuitive to use if you have a habit of using Google Maps. The big screen also doubles up as a reverse parking camera display that is very convenient in congested situations.

The best part about the cabin of the Vitara Brezza is the driving and upright seating position that adds to the confidence while driving. The steering and seat is height adjustable and has a good range so both tall and short people will find a comfortable position to drive. The large glass area ensures that the cabin feels airy despite having a dark interior theme. Maruti has offered clever storage spaces across the cabin including two gloveboxes, the upper one is a cool box while the lower glovebox is the conventional storage to keep documents and essentials. There is a front sliding arm rest with storage, front passenger side under seat storage, 1-litre bottle holder on all the doors, coat hanger, seatback pockets and hook, front cup holders, sunglass holder, rear arm rest with cupholders and more.

The seats are quite supportive and well padded for long trips. There is a good sense of space at the rear too and you have ample amount of legroom for average height adults but tall passengers might find the legroom limited to some extent. Shoulder room is decent too for three passengers at the rear. Head room is excellent, even for tall people. Maruti could have added air vents for the rear passengers but the AC works quite well and you won’t feel the need of it. The engineers have carved out excellent boot space of 328-litres in the Vitara Brezza which can accommodate your luggage for weekend getaways. The best part about luggage space is that the rear seat folds flat down and it is flexible too with 60:40 split. Some of the key features of the Vitara Brezza include cruise control, auto headlamps, auto wipers, keyless entry with push button start, reverse camera and sensors, power foldable ORVMs and more.

PERFORMANCE

For the time being, the Vitara Brezza is being offered with a choice of only one engine – the tried and tested Fiat-sourced 1248cc, four cylinder, DDIS 200 diesel engine, which we have already seen on other Maruti Suzuki offerings like Ciaz, Ertiga and S-Cross as well. Here on the Vitara Brezza, the engine develops a healthy power output of 90 PS, while the peak torque is rated at 200 Nm.

Like on the other offerings from Maruti Suzuki which come with this very engine, the Vitara Brezza pulls off in a linear fashion with a minimal turbo lag, which is quite impressive, however, it could have done with slightly more amount of power, as even with the full force on the throttle, the engine doesn’t pulls off instantly. Though, the car begins to pick up some pace once the rev counter crosses the 1500 rpm mark, with a nice linear surge of torque flowing across the rev range. The engine is not something which an enthusiast will love, and it lacks the punch and adrenaline rush of the 100 PS Ecosport, but then, it has an adequate amount of power, decent enough for your daily duties and occasional highway runs, without feeling underpowered anywhere.

Fuel efficiency has always been a big trump card for Maruti Suzuki, and here on the Vitara Brezza, the 1.3 liter engine delivers a claimed fuel economy of 24.3 kmpl. Though, on the test runs, we did obtain a combined fuel efficiency of 21.4 kmpl, which is pretty impressive for a car of this size.

DRIVING DYNAMICS ;

The Maruti Vitara Brezza is a compact SUV and you don’t expect it to be as fun to drive as its closest rival Ford EcoSport. However, the Vitara Brezza is surprisingly quite engaging to drive on the ghats and confidence inspiring on the straights with its balanced suspension setup. The handling is very predictable as the car follows your steering inputs quickly but not as sharply as the EcoSport. The electric steering is a bit numb in the centre and offers neutral feedback. It is light at slow speeds and weighs up enough for highway cruising. The ride quality is a big USP of the Brezza as it glides over potholes and bumps without getting juddery. Both low speed and high speed undulations are taken care of very well by the suspension setup. Braking is very effective too, we stood on the brakes and it came to a halt without any fuss.

SAFETY FEATURES ;

ABS, EBD and dual front airbags for driver and co-passenger are among the vital safety features aboard. While driver side airbag is standard across line-up, the co-passenger side airbag is offered only on the top-spec variant. Other features such as front seat belt pre-tensioners with load limiters, front fog lamps etc also also be available on the SUV. Along with the aforementioned features the Z trims will come with projector head lamps in front, automatic AC, LED daytime running lights, piano finish for centre console, 16 inch alloy wheels, 60:40 split rear seat, steering mounted controls for audio, height adjuster for driver, rear wiper with washer, rear centre arm rest, fog lamps in front and faux skid plates on bumpers. And the range topping ZDi+ variant comes with few extras such as cooled glove box, automatic head lamp, rain sensing wiper, electrically folding wing mirrors, arm rest in front, navigation and reverse parking camera display, push button start and cruise control.

VERDICT ;

There is no denying the fact that the Vitara Brezza is a sure shot winner for Maruti Suzuki with a real possibility of it becoming its bread and butter product in the next few years. It has exciting and yet understated looks, a good interior that comes packed with gadgets and a good mechanical package. Negatives of course include the plastic quality which really needs to be improved and the fact that the NVH levels are just a tad bit too high for our liking. Although we were a bit skeptical about the Vitara Brezza, the car certainly has not disappointed in any form or measure and is certainly something we would strongly advice our readers to buy if you are looking for a new car around the Rs 10 lakh range. All said and done, you have to wonder, does that mid-size sedan or premium hatchback really make any sense anymore?

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Maruti Suzuki Dzire Engine & Gearbox

OVERVIEW ;.

The New Maruti DZire 2017 is launched. Yes you read that right, Maruti Dzire and not Swift Dzire. The Swift moniker has been done away with and the Dzire is now positioned as an all new model. The Dzire has been a runaway success for the company since the time it was launched. From a proper sedan, it later transformed into a compact sedan. This time, it comes in an all new avatar.Check Price of Dzire

This is an all new sedan and is built on the Heartect platform of Suzuki. It continues to be a compact sedan but now has new dimensions. it is bigger than before and has changes in height, width and length. What is visually evident is the new width. The car also is lower in height, which makes it looks more proportionate. The new Maruti Dzire looks much wider than before. Even the weight of the car has reduced due to the new chassis and the car is about 100 kilograms lighter. The New Dzire also sees the introduction of a new variant in its lineup, which is the ZDi +

The same engines power the 2017 Maruti Dzire. These are the 1.2-litre K-Series petrol and the 1.3-litre DDiS diesel engines. The engine and power ratings remain the same, but the the car performs better as it is lighter. With engines are offered with a five-speed manual transmission and both engines also get AMT options. So there is a choice for automatic in both petrol and diesel and this is a big advantage over competition.

EXTERIORS ;

The new Maruti Suzuki Dzire is based on the next generation Swift that should come to India by the end of FY 2017-18. However it’s only the front that it borrows from the hatchback, and of course, the platform as well. Unlike the previous generations, the new Dzire is a completely different car from the new Swift A-pillar onwards. Also Read – Maruti Suzuki Dzire vs Baleno vs Brezza. Request test drive for Dzire in Cazprice

The countenance is purposeful with muscle at the right places on the bonnet and the wheel arches. The hexagonal front grille is also short and wide, and it all adds to make the Dzire look broad. Chrome work is generous on the front grille, below the fog lamp housing and even in the headlamp unit, but it doesn’t look overdone. In fact, the quality of chrome is so good that it would match the finish on cars twice its price. Unfortunately, Maruti Suzuki offers LED projectors and DRLs on the top ZXi+ variant only, so the lower variants get reflector headlamp units that tone down the aggression a bit

The muscle on the bonnet is carried on to the front fender and a sharp shoulder line weaves through from the front to the rear. A pinched character line at the lower end breaks the monotony of what would otherwise be a plain design. The A-pillar onwards, the Dzire looks more sedan-like in profile with the roof flowing from the A-pillar to the C-pillar smoothly. The proportions are better too, as Maruti Suzuki has increased the width by 40mm and reduced the roof height by 40mm. However, the ground clearance is reduced only by by 7mm, down to 163mm now. So, while the Dzire will tackle the speed breakers of different sizes with ease, sharp gradient changes may require you to double check the front overhang before committing to them. Also Read – Maruti Dzire Vs Sub-Four Metre Rivals – Spec

Unlike the front design that imparts the Dzire a big-car appeal, the rear is usual business as far as compact car designs go. Nonetheless, it is a step forward as the boot is now better integrated into the C-pillar and doesn’t look like an afterthought. It’s stubby with the bumper hardly extending any mass beyond the boot lid. The arc-shaped lip is Ciaz-like now. Importantly, the Dzire now not only looks proportionate but is also pleasing to the eye

INTERIORS ;

Coming to the interiors, here’s where a lot of major revisions lie. The dashboard gets an all-new design and even though some elements are derived from the new Swift, Maruti has again made a lot of changes to things like the instrument cluster, AC vents, steering wheel, inlays on the dashboard, etc. There is a dual tone black and beige colour theme and the top variants come with wood inserts on the dashboard and steering wheel. The wooden inserts are provided with an intent of making the car feel premium but honestly, it could have been done in a better way and the quality also feels a bit inferior. However, the overall fit and finish of the insides feel much better than the second generation Dzire

Due to the rear doors being wider, ingress and egress have become easier. The seats are large and comfortable and the cushioning is also soft but under thigh support felt a bit lacking. The driver’s seat gets height adjustment while the steering gets tilt adjustment and hence you can find yourself a good driving position with decent visibility all around. Space at the rear is decent but at the front, the footwell eats into space slightly. The roofline limits the headroom at the rear a bit. The boot is nicely shaped and has good cargo carrying capacity, it is larger by 60-litres now.

The third generation Maruti Dzire gets a good equipment list. You get automatic climate control and the cooling performance from the AC is very good and the rear AC vents are a big plus. The ORVMs are electrically adjustable and folding. The audio system is the same one that is also offered on the Baleno. The 7-inch touchscreen has a good response and it gets Apple CarPlay and Android Auto too. Connectivity is seamless and the sound quality from the speakers is very good. Apart from that, the Dzire also gets keyless go with push button start and unlock sensors on the door

PERFORMANCE ;

Underpinned by the HEARTECT platform, the Dzire is lighter than its predecessor by 85 kg for the petrol version and 105 kg for the diesel version. This makes a considerable difference to the performance and efficiency of the vehicle. Despite the usage of the same 1.2-litre petrol and 1.3-litre diesel engines, the lighter Dzire now feels a bit more zippier to drive. Fuel-efficiency has gone up by 6.8% to 28.4 kmpl, making it the country’s most fuel-efficient car. The petrol version’s figures too have improved by 5.5% to 22 kmpl. Power output for the petrol engine is 81 hp with 113 Nm of torque, while the diesel mill develops 73 hp and 190 Nm of torque. The extra torque of the diesel motor makes it more fun to drive and there is a hint of lag that disappears once the tacho needle swings past about 1,600 rpm. The petrol motor, on the other hand, becomes lively past 2,500 rpm but drivability in both engines is good and doesn’t call for frequent gear shifts.

Talking of gear shifts, the Dzire comes with a five-speed manual and a five-speed AMT (Automated Manual Transmission) or the AGS as the company calls it. The best part is that AMT is available with both petrol and diesel engines and is available in middle and top variants. The manual transmissions offer smooth shifts and the well-tuned ratios complement the engine’s easy-to-drive nature. The AMT on the Dzire turned out to be quite a surprise as it shifted quicker than expected. Even the diesel AMT shifts at a reasonably well speed and the petrol is a tad quicker with a kickdown response being good for both. One can also take control of the gears manually, in case a quicker shift is required in case of overtaking on highways. NVH (Noise, Vibration & Harshness) level is significantly lower in the new Dzire compared to the older model. This is a result of the new platform that improves NVH efficiency and the pendulum joints further help the cause. Overall, the Dzire offers good performance, easy drivability, class-leading fuel efficiency and the option of an automatic in both diesel and petrol versions, taking it a step ahead of the competition.

SAFETY ;

The 2017 Maruti Dzire now comes with dual front airbags, ABS and ISOFIX mounts on all variants which is a very positive move. The car is lighter than before since it is based on the new HEARTACT platform. Talking about service, Maruti Suzuki has the best sales and after-sales network in India and the Dzire can be serviced in any nook and corner of the country since the company has a service centre almost everywhere.

DRIVING DYNAMICS ;

Maruit Dzire has softened this car a bit and ride quality is noticeably better than the outgoing car. There are fewer body movements over bad sections of road and aren’t as jarring any more. It soaks up road imperfections in a very mature manner and feels nice and absorbent. The petrol’s steering is light and, with a tight 4.8m turning radius, it’s effortless to twirl around in the city. The return to centre is weak though, like many modern Marutis, and with all that lightness, it doesn’t feel as well connected to the road as before; there’s a bit of vagueness here. However, the diesel feels a bit heavier and more connected in compaBOTTOMLINE ;

BOTTOMLINE ;

Well, if you can spend that average of about Rs 50,000 on the automatic (AMT) or as Maruti Suzuki calls it, AGS – Auto Gear Shift, you should most certainly consider it. The good thing about the new Dzire is the fact that you can get the AMT option in the top of the line Z+ variant too which in turn means you can get a fully loaded car with the AMT option. The Ignis, which also has the AMT gearbox never offered that option. This means that you get the likes of the LED daytime running lights and LED headlamps along with the large touchscreen infotainment system while still enjoying the ease of the AMT gearbox. If I had to choose then, my pick would be the diesel engine with the AMT gearbox simply because of a combination of being a fun to drive car and yet offering phenomenal fuel economy.