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Native Mobile Apps are the New Flash

I’m not that old, but I remember a past when Flash was on top. Before HTML5 was the hottest tech buzzword. Before CSS gradients were even a distant dream. Before jQuery was a household name. Before Steve Jobs hung Flash to a cross.

Back then, the web simply wasn’t advanced enough to create the experiences users wanted. Developers turned to Flash to fill in the gaps, while the open web evolved and eventually surpassed Flash’s capabilities. Flash was a great stopgap measure. But it outlived its usefulness and has been reduced to niche status. For Web development company visit Vivid Designs

Today, we’re seeing the nearly exact same scenario with native apps on mobile devices.

The vast majority of web apps no longer need a native counterpart. Native mobile apps are a temporary solution. We’re just over 4 years into the Appstore era and this has already become apparent. Open web technologies are catching up to the point that the vast majority of web apps no longer need a native counterpart.

Don’t try to tell me native apps are faster or allude to them having a “better experience.” That simply is no longer true. Sencha proved this last year. For a more detailed look just how far mobile web capabilities have come, see Benjamin De Cock’s excellent “Building iOS Web Apps in 2013.”

Most of today’s mobile apps add little more than a homescreen button. As it stands now, there is little reason most mobile apps to exist. Content-based sites do not need downloadable apps. I’m talking about NYTimes, WSJ, Wikipedia, Buzzfeed, TMZ, etc. These native apps add literally nothing of value to their web-based user experience. Even many more complex apps do not need native functionality. Many RSS readers, GTD apps, eCommerce apps and search apps add little more than a homescreen button. For Web development services in Bangalore visit Vivid Designs

In many cases, native apps are a considerable step backward from their web counterparts. As Thomas Baekdal points out, mobile apps are stuck in 2004. Much of the functionality that has become standard on the web — automatic updates, social sharing, scrolling — has been completely stripped out and ignored.

Today, there are only two pieces of functionality that necessitate a native app: camera access and push notifications. And the web is quickly working on filling both of these gaps.

Once people begin realize this, native mobile apps will be the same as Flash. Useful for games, but not much else.

Edit: Many have said that I’ve “missed the point about app stores facilitating monetization and distribution.” Let me be clear: I am not saying the app store business model is going anywhere. Web app stores exist and are growing rapidly. Thanks for reading! I’m Jim Silverman, the product designer behind MeetMidway. You can follow me on Medium, Twitter, or Dribbble.

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The Two Perspectives on XML

Silicon Publishing

I have been working with XML since it was a glimmer in the eye of Jon Bosak. In fact, before XML was conceived, there was SGML; this evolution of SGML represented a streamlining for the web, but at its core there was not much functional difference; in fact the new invention was defined as a mere SGML subset. The key concept of semantic markup is central to the core value of SGML as well as its “streamlined for mass consumption” child.

The two main perspectives I have seen are Document-centric and Data-centric. SGML initially appeared in support of document-centric work: managing all the technical documents or contracts of IBM or Boeing, for example. Charles Goldfarb has maintained that “SGML literally makes the infrastructure of modern society possible” and I think he’s right — hmm, should we blame him for the lengths to which humans have gone to destroy the earth? If you are looking for Website development services check Vivid Designs

The gentle document-centric world The document-centric world is really a direct continuation of SGML. When XML came out as a standard in 1998, those of us working with document-centric use cases became giddy with excitement, anticipating that the standards being proposed at the time (notably XML itself, XLink, XML Schema, RDF, XSL and pre-cursors to SVG) would finally facilitate tools that made publishing work for organizations that weren’t quite as big as IBM or the Department of Defense. The vision of a semantic web and ubiquitous multi-channel publishing, seemed to be growing a foundation in theories gaining critical mass, with apparent support of software companies. It appeared these vendors might actually adopt the standards of the committees they were sitting on. “Throw away Xyvision!” I told my boss at Bertelsmann, “this XSL-FO will completely revolutionize database publishing!”

We were sorely disappointed over the next five years. In the years before 1998 W3C standards seemed magical; concepts from the standards were implemented relatively quickly, without perfection but with steady progress: browser updates would reflect CSS and HTML advances; even Microsoft was shamed into some level of compliance. But the monopolistic tendencies of those on the standards committees, coupled with the academic approach of some of the standards committees, managed to make it less and less likely that a given standard would find a functional implementation.

Data-centric newbies crash the party And there was that other perspective — the data-centric side of things. For many reasons, XML was at the right place at the right time in terms of data management and information exchange. In fact, the very year that it became a standard, it also became the dominant way that machines (servers) talked to each other around the world. Highly convenient for exchanging info, as firewalls would tend to block anything but text over http, while the semantic markup would allow any sort of specification for data structures, and validation tools would ensure no info was lost. If you are looking for Best web design company in Bangalore check Vivid Designs

In 1998, when you asked a programming candidate “what do you know about XML?” only the document-centric people would know anything. By 2000, everyone doing any serious programming “knew” about the acronym. Trouble was, they typically knew about it only in the much easier-to-use, barely-relevant-to-publishing, sense.

And the standards now had to accommodate two crowds. The work of the W3C XML Schema Working Group, in particular, showed the disconnect. Should a schema be easily human readable? What was the primary purpose of Schema? Goals were not shared by the document- and data-centric sides, and data-centric won out, as they have tended to dominate the standards space around structure ever since that time. RELAX NG came about as an alternative, and if you contrast RELAX NG with W3C Schema, you will see the contrast between the power of a few brilliant individuals aligned in purity of purpose and the impotence of a committee with questionable motives and conflicting goals. Concurrent with a decline in the altruism of committee participants was the huge advance of data-centric XML and the disproportionate representation of that perspective.

XML tooling solves mainly the trivial data-centric challenges Ten years later, we find in the document-centric world that toolsets related to XML in a data sense — parsing, transforming, exchanging info — have made great leaps forward, but we are in many ways still stuck in the 1990s in terms of core authoring and publishing technologies. It is telling that descendants of the three great SGML authoring tools as of 1995 — FrameMaker+SGML, Arbortext Epic, and SoftQuad’s Author/Editor, are, lo and behold, the leading three XML authoring tools in 2009.

There have been some slow-paced advances in document-centric XML standards and tool chains as well, especially the single bright light out there for us, Darwin Information Typing Architecture (DITA) which came out of IBM like XML itself. Yet standards for rendition, XSL-FO and SVG especially, have not advanced along with core proprietary rendition technologies such as InDesign, Flash, or Silverlight, though all of these enjoy nicely copied underpinnings pillaged from the standards. More important, nothing has stepped in to replace the three core authoring tools: the “XML support” of Microsoft Word and Adobe InDesign, for example, do not approach the capabilities of a true structured authoring application. There are a proliferation of XML “editors” but most of the new ones are appropriate for editing a WSDL file or a SOAP message (data-centric forms of XML), not a full-fledged document.

Meanwhile, on the data-centric front, XML has simply permeated every aspect of computing. There are XML data types in database systems, XML features in most programming languages, XML configuration files at the heart of most applications, and XML-based Web Services available in countless flavors. With the advent of JSON at the turn of the 21st century, the torch was passed on to an even more streamlined and “web-convenient” approach for managing semantic content, and while JSON is finding its way into ever-richer content, it is used first and foremost in a data-centric way.

Document-centric XML is simply a deep challenge that will take more time (and probably more of a commercial incentive) to tackle. For the time being, structured authoring managed the XML way is still implemented mainly by very large organizations: such an approach has “trickled down” from organizations the size of IBM to organizations the size of Adobe (which does, in fact, use DITA now), but there are not tool chains yet available that will bring it down much further. The consequences of the failure of the W3C XML Schema Working Group to provide a functional specification supporting document-centric XML can hardly be underestimated.

As long as content is not easily authored in a semantically rich, structured fashion, the vision of the semantic web will remain an illusion. Should document-centric XML get more attention from standards bodies and software vendors, human communications might become far more efficient and effective. Yet the challenges are substantial, the short-term gain not so obvious, it appears that semantic depth will not commonly be available in such a controlled and intentional fashion, but instead will be deduced after the fact through analysis of “unstructured” and pseudo-structured content.

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Web Developer Monthly 💻🚀 — July 2018

Being a web developer is a fantastic career option. You have many job opportunities, you can work around the world, and you get to solve hard problems. One thing that is hard, however, is staying up to date with the constantly evolving ecosystem. You want to be a top performing web developer, coder, programer, software developer, but you don’t have time to select from hundreds of articles, videos and podcasts each day.

This monthly newsletter is going to be focused on keeping up to date with the industry, keeping your skills sharp, without wasting your valuable time. I will be sharing the most important articles, podcasts and videos of the month. Think Tim Ferriss and the Pareto Principle (80/20 rule) meeting the Software Development world. What’s the 20% that will get you 80% of the results? For web design company visit Vivid Designs

Welcome to the first issue. If you want to be notified of the next issue with industry news and tips, subscribe below:

This month as a web developer… 1. HTTPS + Google Google Chrome will officially no longer be nice if you don’t use HTTPS on your website: https://twitter.com/ChromiumDev/status/1021806746283651072

So you better learn what HTTPS is and start using it with something like Let’s Encrypt.

2. Developer Roadmaps More and more developer roadmaps are being created. Here are some good ones that show you what you need to learn for a specific career in 2018: – Front End Developer – Back End Developer – DevOps – React Developer

3. ES2018 + ES2019 Features If you haven’t taken a look already, get ready for ES2018 features, and some of the features that may be coming in ES2019. Dr. Axel Rauschmayer gives you a great writeup here: http://exploringjs.com/es2018-es2019/

4. Modern Architecture Big picture vision is important to get an idea of the current architecture landscape. This article is one of the best on the subject of how some big companies are handling their software architecture: https://engineering.videoblocks.com/web-architecture-101-a3224e126947

5. NPM Security Issue On July 12, 2018, the popular package manager, NPM, had a bit of a security issue… https://blog.npmjs.org/post/175824896885/incident-report-npm-inc-operations-incident-of, and this is one of the ways they are solving this: https://blog.npmjs.org/post/175861857230/two-factor-authentication-protection-for-packages

6. jQuery 💔Github Github no longer uses jQuery on their front end. Why? Well because they can do without it: https://twitter.com/mislav/status/1022058279000842240. Yes, I know the broken heart in the title is a little bit dramatic…

Best Article of the Month My favourite article this month… ok this is not from July but it’s the first issue (give me a break), so I’m picking one from a few months back because it is so good. It is a must read for all developers: https://medium.freecodecamp.org/how-to-think-like-a-programmer-lessons-in-problem-solving-d1d8bf1de7d2

Code Trick of the Month

Remove all node_module folders recursively to clean up your computer: https://coderwall.com/p/guqrca/remove-all-node_module-folders-recursively. For website design company in New delhi visit Vivid Designs

Thank you for reading this far. If you enjoyed this post, please share, comment, and press/hold that 👏 a few times (up to 50 times). . . I will keep doing these if there is enough interest!

Follow me on Twitter and Subscribe to the newsletter above. Format may change as I get more feedback. By the way, my full time job is to teach people to code in the most efficient way possible. You can see my two courses below:

1. The Complete Web Developer in 2018

2. Complete Junior to Senior Web Developer Roadmap

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How to write a good software design doc

As a software engineer, I spend a lot of time reading and writing design documents. After having gone through hundreds of these docs, I’ve seen first hand a strong correlation between good design docs and the ultimate success of the project.

This article is my attempt at describing what makes a design document great.

The article is split into 4 sections:

Why write a design document What to include in a design document How to write it The process around it Why write a design document? A design doc — also known as a technical spec — is a description of how you plan to solve a problem.

There are lots of writings already on why it’s important to write a design doc before diving into coding. So all I’ll say here is:

A design doc is the most useful tool for making sure the right work gets done.

The main goal of a design doc is to make you more effective by forcing you to think through the design and gather feedback from others. People often think the point of a design doc is to to teach others about some system or serve as documentation later on. While those can be beneficial side effects, they are not the goal in and of themselves.

As a general rule of thumb, if you are working on a project that might take 1 engineer-month or more, you should write a design doc. But don’t stop there — a lot of smaller projects could benefit from a mini design doc too.

Great! If you are still reading, you believe in the importance of design docs. However, different engineering teams, and even engineers within the same team, often write design docs very differently. So let’s talk about the content, style, and process of a good design doc.

What to include in a design doc? A design doc describes the solution to a problem. Since the nature of each problem is different, naturally you’d want to structure your design doc differently.

To start, the following is a list of sections that you should at least consider including in your next design doc:

Title and People The title of your design doc, the author(s) (should be the same as the list of people planning to work on this project), the reviewer(s) of the doc (we’ll talk more about that in the Process section below), and the date this document was last updated. If you are looking for website design for your company check Vivid Designs 

Overview A high level summary that every engineer at the company should understand and use to decide if it’s useful for them to read the rest of the doc. It should be 3 paragraphs max.

Context A description of the problem at hand, why this project is necessary, what people need to know to assess this project, and how it fits into the technical strategy, product strategy, or the team’s quarterly goals.

Goals and Non-Goals The Goals section should:

describe the user-driven impact of your project — where your user might be another engineering team or even another technical system specify how to measure success using metrics — bonus points if you can link to a dashboard that tracks those metrics Non-Goals are equally important to describe which problems you won’t be fixing so everyone is on the same page.

Milestones A list of measurable checkpoints, so your PM and your manager’s manager can skim it and know roughly when different parts of the project will be done. I encourage you to break the project down into major user-facing milestones if the project is more than 1 month long.

Use calendar dates so you take into account unrelated delays, vacations, meetings, and so on. It should look something like this:

Start Date: June 7, 2018 Milestone 1 — New system MVP running in dark-mode: June 28, 2018 Milestone 2 – Retire old system: July 4th, 2018 End Date: Add feature X, Y, Z to new system: July 14th, 2018

Add an [Update] subsection here if the ETA of some of these milestone changes, so the stakeholders can easily see the most up-to-date estimates.

Current Solution In addition to describing the current implementation, you should also walk through a high level example flow to illustrate how users interact with this system and/or how data flow through it.

A user story is a great way to frame this. Keep in mind that your system might have different types of users with different use cases.

Proposed Solution Some people call this the Technical Architecture section. Again, try to walk through a user story to concretize this. Feel free to include many sub-sections and diagrams.

Provide a big picture first, then fill in lots of details. Aim for a world where you can write this, then take a vacation on some deserted island, and another engineer on the team can just read it and implement the solution as you described.

Alternative Solutions What else did you consider when coming up with the solution above? What are the pros and cons of the alternatives? Have you considered buying a 3rd-party solution — or using an open source one — that solves this problem as opposed to building your own?

Monitoring and Alerting I like including this section, because people often treat this as an afterthought or skip it all together, and it almost always comes back to bite them later when things break and they have no idea how or why.

Cross-Team Impact How will this increase on call and dev-ops burden? How much money will it cost? Does it cause any latency regression to the system? Does it expose any security vulnerabilities? What are some negative consequences and side effects? How might the support team communicate this to the customers?

Discussion Any open issues that you aren’t sure about, contentious decisions that you’d like readers to weigh in on, suggested future work, and so on.

Detailed Scoping and Timeline This section is mostly going to be read only by the engineers working on this project, their tech leads, and their managers. Hence this section is at the end of the doc.

Essentially, this is the breakdown of how and when you plan on executing each part of the project. There’s a lot that goes into scoping accurately, so you can read this post to learn more about scoping.

I tend to also treat this section of the design doc as an ongoing project task tracker, so I update this whenever my scoping estimate changes. But that’s more of a personal preference.

How to write it Now that we’ve talked about what goes into a good design doc, let’s talk about the style of writing. I promise this is different than your high school English class.

Write as simply as possible Don’t try to write like the academic papers you’ve read. They are written to impress journal reviewers. Your doc is written to describe your solution and get feedback from your teammates. You can achieve clarity by using:

Simple words Short sentences Bulleted lists and/or numbered lists Concrete examples, like “User Alice connects her bank account, then …” Add lots of charts and diagrams Charts can often be useful to compare several potential options, and diagrams are generally easier to parse than text. I’ve had good luck with Google Drawing for creating diagrams. If you are looking for website development in Mumbai for your company visit Vivid Designs

Pro Tip: remember to add a link to the editable version of the diagram under the screenshot, so you can easily update it later when things inevitably change.

Include numbers The scale of the problem often determines the solution. To help reviewers get a sense of the state of the world, include real numbers like # of DB rows, # of user errors, latency — and how these scale with usage (remember your Big-O notations?).

Try to be funny A spec is not an academic paper. Also, people like reading funny things, so this is a good way to keep the reader engaged. Don’t overdo this to the point of taking away from the core idea though.

If you, like me, have trouble being funny, Joel Spolsky (obviously known for his comedic talents…) has this tip:

One of the easiest ways to be funny is to be specific when it’s not called for [… Example:] Instead of saying “special interests,” say “left-handed avacado farmers.” Do the Skeptic Test Before sending your design doc to others to review, take a pass at it pretending to be the reviewer. What questions and doubts might you have about this design? Then address them preemptively.

Do the Vacation Test If you go on a long vacation now with no internet access, can someone on your team read the doc and implement it as you intended?

The main goal of a design doc is not knowledge sharing, but this is a good way to evaluate for clarity so that others can actually give you useful feedback.

Process Ah yes, the dreaded P-word. Design docs help you get feedback before you waste a bunch of time implementing the wrong solution or the solution to the wrong problem. There’s a lot of art to getting good feedback, but that’s for a later article. For now, let’s just talk specifically about how to write the design doc and get feedback for it.

First of all, everyone working on the project should be a part of the design process. It’s okay if the tech lead ends up driving a lot of the decisions, but everyone should be involved in the discussion and buy into the design. So the “you” throughout this article is a really plural “you” that includes all the people on the project.

Secondly, the design process doesn’t mean you staring at the whiteboard theorizing ideas. Feel free to get your hands dirty and prototype potential solutions. This is not the same as starting to write production code for the project before writing a design doc. Don’t do that. But you absolutely should feel free to write some hacky throwaway code to validate an idea. To ensure that you only write exploratory code, make it a rule that none of this prototype code gets merged to master.

After that, as you start to have some idea of how to go about your project, do the following:

Ask an experienced engineer or tech lead on your team to be your reviewer. Ideally this would be someone who’s well respected and/or familiar with the edge cases of the problem. Bribe them with boba if necessary. Go into a conference room with a whiteboard. Describe the problem that you are tackling to this engineer (this is a very important step, don’t skip it!). Then explain the implementation you have in mind, and convince them this is the right thing to build. Doing all of this before you even start writing your design doc lets you get feedback as soon as possible, before you invest more time and get attached to any specific solution. Often, even if the implementation stays the same, your reviewer is able to point out corner cases you need to cover, indicate any potential areas of confusion, and anticipate difficulties you might encounter later on.

Then, after you’ve written a rough draft of your design doc, get the same reviewer to read through it again, and rubber stamp it by adding their name as the reviewer in the Title and People section of the design doc. This creates additional incentive and accountability for the reviewer.

On that note, consider adding specialized reviewers (such as SREs and security engineers) for specific aspects of the design.

Once you and the reviewer(s) sign off, feel free to send the design doc to your team for additional feedback and knowledge sharing. I suggest time-bounding this feedback gathering process to about 1 week to avoid extended delays. Commit to addressing all questions and comments people leave within that week. Leaving comments hanging = bad karma.

Lastly, if there’s a lot of contention between you, your reviewer, and other engineers reading the doc, I strongly recommend consolidating all the points of contention in the Discussion section of your doc. Then, set up a meeting with the different parties to talk about these disagreements in person.

Whenever a discussion thread is more than 5 comments long, moving to an in-person discussion tends to be far more efficient. Keep in mind that you are still responsible for making the final call, even if everyone can’t come to a consensus.

In talking to Shrey Banga recently about this, I learned that Quip has a similar process, except in addition to having an experienced engineer or tech lead on your team as a reviewer, they also suggest having an engineer on a different team review the doc. I haven’t tried this, but I can certainly see this helping get feedback from people with different perspectives and improve the general readability of the doc.

Once you’ve done all the above, time to get going on the implementation! For extra brownie points, treat this design doc as a living document as you implement the design. Update the doc every time you learn something that leads to you making changes to the original solution or update your scoping. You’ll thank me later when you don’t have to explain things over and over again to all your stakeholders.

Finally, let’s get really meta for a second: How do we evaluate the success of a design doc?

My coworker Kent Rakip has a good answer to this: A design doc is successful if the right ROI of work is done. That means a successful design doc might actually lead to an outcome like this:

You spend 5 days writing the design doc, this forces you to think through different parts of the technical architecture You get feedback from reviewers that X is the riskiest part of the proposed architecture You decide to implement X first to de-risk the project 3 days later, you figure out that X is either not possible, or far more difficult than you originally intended You decide to stop working on this project and prioritize other work instead At the beginning of this article, we said the goal of a design doc is to make sure the right work gets done. In the example above, thanks to this design doc, instead of wasting potentially months only to abort this project later, you’ve only spent 8 days. Seems like a pretty successful outcome to me.

Please leave a comment below if you have any questions or feedback! I’d also love to hear about how you do design docs differently in your team.

Giving credit where credit is due, I learned a lot of the above by working alongside some incredible engineers at Plaid (we are hiring! Come design and build some sweet technical systems with us) and Quora.

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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.

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Hyundai Elite i20 Price & Specifications

OVERVIEW ;

Hyundai Elite i20 2017 will get some changes. There are some discounts on the Elite i20 2017. In Mumbai the discount is for INR 24,000, Bengaluru has INR 16,000 and New Delhi the discount is INR 35,000.The changes are majorly for variants. The lower variants gets more features, which makes the lower versions a better value for money. The lower trims like Magna and Sportz have additional features. What are the changes that other variants have? There is a discount of INR 25,000 on the Elite i20, on some variants. There are several changes that have been made on the Hyundai Elite i20 2017 as the lower variants get more bells and whistles. A new Asta Dual Tone variant has also been added. Read our detailed review and also know all about this premium hatchback. Check Ex Showroom Price of Elite i20

EXTERIORS ;

Hyundai believes the previous generation i20 had a youthful, sporty and hi-tech stance and now while retaining the same characteristics of the styling, they are promoting the Elite i20 with a bold, dynamic and powerful image. We agree with them because it looks powerful indeed and has mature design elements that grow on you with time. The front profile looks imposing with the hexagonal grille having a honeycomb mesh and chrome outlining. The wide swept back headlamps integrate reflectors on the top that act as faux daytime running lights because DRLs are not being offered with the new gen i20 as opposed to the outgoing model. The bonnet has strong creases that add to the visual appeal. There is a pause between the bonnet and bumper on the nose that houses the Hyundai badge neatly. At the lower end you’ll find trapezoidal fog lamps with sharp bumper lip.

The side profile reveals the sporty stance of the Elite i20, which appears forward leaning. The 16-inch ‘diamond cut’ alloys look premium and fill the wheel arches very well while the ORVMs have integrated turn indicators. There is a strong shoulder line that emerges from the headlights and continues upwards to the tail lights. The blackened B and C pillars gives the sense of a floating roof and we quite like it but it is a ‘love it or hate it’ styling cue. It’s integrated neatly to the body but the panel itself feels plasticky and boxy when you knock it. That said, the rear styling of the Elite i20 definitely grabs attention with its broad stance and big car feel. The three step detailing on the huge tail lamps looks upmarket and the bumper gets busy styling integrated with reflectors and one side reverse lamp. The rear parking camera is protruding in the middle and further down is the hatch opening button. The Hyundai logo integrating the button with a hidden camera would have made the tailgate look cleaner. The Elite i20 is 10 mm shorter and 24 mm wider with a 45 mm longer wheelbase. Find best offers on Elite i20

INTERIORS ;

While the cabin space is par-for-the-course, the upmarket ambience will be quite a deal maker. Premium hatchbacks today offer quality we’d expect in segments above and the Elite’s cabin is a perfect example.The dashboard is elegantly designed, with uniquely styled AC vents and a centre console with controls that are easy to navigate through. The lower portion of the dashboard is coloured black, while the upper half stretching all the way into the windshield is beige.We enjoyed the diversity of the atmosphere, and thought it fed off a trend that most car makers are following today here in India. The audio system is positioned at the top of the centre console, right below the central AC vents.Though it comes as a highlight, the central screen could have been bigger for improved ease of use on the move. The controls for the system are arranged around the display, and a large engine start/stop button is placed by the side of the console. The new edition has been updated with an advanced AVN(Audio Visual Navigation) system that comes along with a 7-inch touchscreen infotainment system.

Below is the climate control console which hosts a slender screen with blue illumination. At the lower end of the console, you have a small storage area where occupants can keep phones and other spare items. Also incorporated here are dual 12V power sockets, a USB and an AUX port, adding convenience to the passenger’s experience.The 3-spoke steering wheel is draped in leather, adding to the upmarket experience of the cabin.The instrument cluster comes with an analogue tachometer and a speedometer, and the illuminated dials make it easy to read in any condition.Door pockets are present in all of the doors, but we have to stress that they’re too shallow to hold anything substantial. The entire arrangement is ergonomically sorted and everything falls to hand quite easily. Armrests and headrests provide added comfort, and the lumbar support is excellent too. The seat upholstery bumps up the premium feel in the cabin, while the contrasting beige and black stitching is a visual treat. Added bling comes in the form of the metal highlights on the gear knob, parking brake and the inside door handles, showcasing the attention to detail.

PERFORMANCE ;

Now the engines. As has become a norm in this class of hatchbacks, there’s one diesel and one petrol engine on offer. Both engines have been carried over from the previous i20. So, the petrol is a 83PS, 1.2-litre, 4-cylinder petrol while the diesel is a 90PS, 1.4-litre unit. The petrol is mated to a 5-speed manual gearbox while the diesel gets a 6-speed manual. There is no automatic yet on offer.

We are driving the diesel here; the engine almost 70 per cent of Elite i20 buyers have opted for so far. And for good reason, because the first thing that strikes you is how good the NVH is on the new Elite i20 diesel. You can hear the diesel engine outside, but it isn’t an irritating or loud clatter. However, once seated inside the car, the engine feels both quiet and refined. It is also an easy revving engine. But if we had to nitpick, we’d say the turbo lag is a bit of a dampener. It’s only after 2,000rpm that the car really gets going. The 6-speed gearbox, however, doesn’t give you much to complain about. The gear shifts are precise, the throws aren’t very long and the clutch operation is light and progressive too.

DRIVING DYNAMICS ;

The ride quality is good for most urban and highway conditions. The MacPherson setup at the front with a torsion beam axle and coil springs at the rear are adequate dampers for good and bad roads. Large potholes can be a bit unsettling, resulting in sharp thuds but overall the ride quality is comfortable.On the handling front, I do feel that the new i20 is seriously underpowered for the kind of control it exhibits. It’s tightly controlled in corners and while there is some body roll, it’s not unsettling nor does it at any point make you feel unsafe. I did find the steering a bit elasticky and it’s not as impressive as in the Grand i10 but it’s light enough for urban commutes with enough weight for when you take it out of the city. The assistance fortunately is not excessive and like in the Verna or the previous i20, you do not need to be extra cautious when taking the steering wheel off centre.Compared to the diesel variant, the petrol i20?s steering setup feels lighter, thanks to the lesser weight of the petrol engine. But that also makes the steering feel more lifeless. The engine however, feels livelier than its diesel counterpart. Being a naturally aspirated mill, it has a more linear power delivery with no flat spots to complain about. The engine is rev happy and gets the car rolling from as low as 1,200 rpm. Needless to say, it is also quicker and more refined than its diesel sibling.

BRAKING AND SAFETY ;

Hyundai has incorporated a decent braking system in the hatch, which consists of disc brakes on the front and drum brakes on the rear. It is supported immensely well by the Anti-lock Braking System (ABS), but that is limited to the top three variants. Earlier, Hyundai i20 used to be the only hatchback under Rs. 10 lakh that offered as many as half a dozen airbags and was impeccably safe. But, now the scenario has reversed as even the top-end trim has only 2 airbags. The base and mid variants don’t feature a single airbag, while the Sportz trim comprises of only driver’s airbag. The parking assist feature with reverse parking sensors and rear camera with ECM display comes handy during parking the hatch. There are front fog lamps to improve visibility in inclement weather conditions.But, again, both the aforesaid features are with Sportz and Asta trims. Additionally, the top-end trim also features seat belt pretensioners for the driver and front passenger, automatic headlamps, impact-sensing auto door unlock and clutch lock. On the security front, it has immobilizer, smart keyless entry, and central locking (door and tailgate) to endure any event of burglary or thievery. It can be propounded nonchalantly that the current gen Elite i20 stands nowhere close to its predecessor in terms of safety features. The company has disappointed thoroughly in the safety and security aspect.

VERDICT ;

If an engaging driving experience is all you seek from your hatchback, the i20 is not the car for you. It betters the old i20 in almost every way, but dynamics are still not its strongest suite. But if you are primarily looking for an all-rounder with lots of space, a premium cabin and lots of features, the i20 could just be your best bet. It’s got peppy enough engines that should prove to be sufficiently fuel efficient too. Overall refinement is also very impressive, so when you add all of it together you get a car that gets you your money’s worth, premium price notwithstanding. Hyundai’s proven service backing only helps to make the i20 a car that’s easy to recommend.

 

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What Is A Virtual Phone Number ?

Virtual telephone numbers are available for purchase in many countries around the world – but not available in many others. For instance, virtual numbers are not allowed in India as of this writing.

In general, countries that restrict use of virtual numbers are also countries that regulate use of VoIP internet telephony – and, usually, telecom markets in general.

In such countries, governments are typically trying to nuture incumbent telephone companies and protect them from low-cost competitors, especially from low-cost VoIP companies.

In countries with liberal telecom regulation, like the US, virtual numbers are easy to obtain with few, if any, restrictions on their use.

Virtual Phone Number

A Virtual Phone Number is a telephone number that forwards incoming calls to one of the pre-set telephone numbers chosen by the client.

For example, a company located in China can have a phone number in Los Angeles. Virtual Phone Numbers are very popular among Call Centers, which are physically located in one country, when in fact they really work in another. International virtual phone numbers are also popular with people currently residing in a foreign country, giving their family members and friends a virtual phone number so that they can contact them at a local call price rate.

Frequently, the subscriber can easily set the Virtual Phone Number to forward calls to different telephone numbers (both landlines and mobile phones) depending on his or her preference. For example, on work days incoming calls can be set to be forwarded to one’s workplace, but on weekends to one’s mobile phone.

In recent years, many company owners and managers are opting for a virtual PBX system. These are VOIP (voice over IP) phone systems which operate on the web. It is often referred to as “Cloud” services because these programs are hosted by remote providers – far removed from one’s base of operation.Why are companies opting for this virtual solution? Perhaps, the over-riding reason has to do with the major benefits using a virtual phone exchange gives any company. These are discussed in some detail below, and if you’re considering a virtual PBX system they are probably worth knowing.

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Tata Indica Review Equipments,Price & Performance

OVERVIEW ;

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

EXTERIORS ;

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

INTERIORS ;

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

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

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

PERFORMANCE ;

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

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

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

RIDE

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

VERDICT ;

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

 

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

OVERVIEW ;

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

EXTERIORS ;

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

INTERIORS ;

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

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

PERFORMANCE ;

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

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

DRIVING DYNAMICS ;

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

SAFETY AND SECURITY ;

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

VERDICT ;

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

 

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Renault Lodgy Specificationd,Features & Price In India

OVERVIEW ;

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

DESIGN AND STYLING ;

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

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

CABIN ;

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

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

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

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

ENGINE AND TRANSMISSION ;

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

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

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

RIDE AND HANDLING ;

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

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

SAFETY ;

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

BOTTOMLINE ;

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