TATA HEXA Reviews, Price, Specifications, Mileage

Tata Hexa Price in India

 

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

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

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

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

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

no other.

 

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

found the going increasingly tough in the passenger vehicle segment by

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

numbers.

 

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

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

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

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

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

 

EXTERIORS

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

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

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

achieves this thanks to the chrome laced grille and gold coloured

bumper. Complementing this is a modern looking lighting package

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

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

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

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

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

a defining trait of Tata’s SUVs over the ages

 

INTERORS

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

design additions and controls made of fresh-looking materials like

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

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

controls, all functions are easily accessible on the dash.

 

We however noticed that the centre console was devoid of storage

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

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

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

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

and appropriate thigh suppo

 

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

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

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

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

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

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

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

 

ENGINE AND PERFORMANCE

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

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

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

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

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

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

highway driving.

 

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

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

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

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

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

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

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

 

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

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

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

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

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

automatic.

 

DRIVING DYNAMICS

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

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

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

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

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

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

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

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

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

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

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

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

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

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

noise makes it to the cabin.

 

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

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

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

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

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

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

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

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

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

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

the wheel is canted slightly forward on the whole.

 

SAFETY ;

 

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

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

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

offered as standard along with Cornering Stability Control function.

Other safety features include Traction Control System, Electronic

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

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

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

considering the unreliable nature of the Safari faced by some owners

in the past.

 

CONCLUSSION

 

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

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

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

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

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

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

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

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

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

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

deliver an overall experience that feels quite welcome for those

looking for a rugged three-row SUV.

 

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

India is going to enter double digit earnings growth after a long time: IIFL

After India Inc posted better than expected returns in the second quarter, Abhimanyu Sofat of IIFL says that the earnings momentum is likely to be better in the coming quarters. In an interview to ET Now, Abhimanyu Sofat ,VP- Research, IIFL said, “After a long time, we are going to hit double digit earnings growth. We look quite optimistic about the future in terms of earning momentum where the consumer cycle also improves with the shift from the unorganised to organised as well.”

The expert points out that a lot of companies’ profits were had taken a hit after demonetisation last year. “Post demonetisation, margins had taken a hit with lots of losses for companies across sectors. There is likely to be an expansion in the margins going forward and with the capex cycle showing early signs of reviving, earnings growth should come probably this year,” Abhimanyu Sofat explained.

Taking stock of earnings reported by India Inc in the quarter gone by, research firm Motilal Oswal says that it was a ‘breath of fresh air,’ as most of the corporates have beaten street estimates. In an interview to CNBC TV18, Gautam Duggad of Motilal Oswal Securities said, “The earnings have come as breath of fresh air and one can look forward to better earnings due to base effect and disruptions behind us.” On similar lines, Jonathan Garner of Morgan Stanley said, “We are cyclically at the beginning of an upswing in activity and in credit growth and therefore in corporate earnings. So look at corporate earnings growth. We should be getting at least high teens year-on-year (Y-o-Y) earnings growth for the next two years running.”

While many market experts say that there could be rebound in the pharma sector, Abhimanyu Sofat said that concerns regarding pricing continue to loom in the space. The basic concern with the overall pharmaceutical sector has been what is happening in the US in terms of pricing and we still are not seeing any signs of abatement of reduction of pricing on the generic side,” he said in the same interview.

 

Source: FinancialExpress

Honda CR-V | Comprehensive Review

Honda Crv Price in India

 

The Honda CR-V has already seen two generations in India. The concept of a comfortable roundabout vehicle (CR-V) first came into production in 1995 when the first generation Honda CR-V hit the roads in Japan. The second generation model made its way into India in 2003 and since then this vehicle has developed quite a fan following. Right from the beginning, the Honda CR-V has never set the sales chart on fire but there is no denying what a fantastic vehicle it is. Now Honda aims to make a good car even better by offering the next generation CR-V in India. Will the fourth generation make waves again? We find out around the beautiful country roads of Rajasthan.

 

EXTERIORS AND DESIGN

 

The 2017 CR-V will have sharper looks though it will follow the same design language. It will get elongated projector headlamps with LED DRLs on at the bottom. The center will have a twin slats on its honeycomb grille with a lower lip in chrome. The bumpers will be redesigned and it will also get new fog lamp bezels . The lower part of the vehicle has back cladding with silver coloured scuff plates.

 

This also extends to the wheels arches and to the rear. It also gets six spoke alloy wheels which add to the sportiness. There are turn indicators on the ORVMs. The rear portion has typical CR-V style taillamps that extend on to the c-pillar, with the lower portion overlapping on the boot lid. The rear door will be much larger than the existing car, to allow easy access to the third row passengers. There will be a twin exhaust on the rear bumper, which is first for the CR-V.

 

INTERIORS AND COMFORT

 

Carrying forward the trned of offering one of the best premium interiors, the new Honda CRV packs in a combination of premiumness and luxury at one go. With the change in exterior dimensions even the interior cabin space has been changed in order to make the vehicle feel more spacious and roomy.Inside the cabin, the dual tone Sienna Beige interiors make it look plush and fresh. The new CRV offers a One Motion Drive Down Rear seats with a 60:40 split ratio. With the new arrangement, the rear cargo space has been increased and also approaching the cargo space has got a lot more convenient. The seats descend on the actuation of small levers located near the tailgate.

 

It has a 5-inch “intelligent” Multi-Information Display (i-MID) which can be operated via a button on the steering wheel. The display shows necessary information like fuel range, fuel consumption etc. It also acts as a display for the rear parking camera. It has a fantastic resolution and even in dark conditions the display remains good. This screen can be customized with wallpaper.On the 2.4ATwith AVN (Audio Video Navigation) there is a 6.1” touch screen system with a built in Navigation system. It is very easy and convenient to use and was very helpful in scouting our way back from the review drive. This screen also displays Ipod Connectivity, USB option, Blue Tooth and also doubles up as the rear camera display.

 

The instrument cluster also has a 3D effect with all the displays arranged in a sporty pattern. There is an eco drive display on the speedometer. There is a change in the light display from (Green to White) to alert the driver about the economical ways to drive. This is a very helpful feature. In comfort, the new CRV fairs well as the headroom space have been increased and so is the legroom. Even for the rear passengers, the cabin is very roomy and functional.

 

ENGINE AND PERFORMANCE

 

This series is one of the stylish SUV in the Indian car market, which is available in two petrol engine options for the buyers to choose from. The 2.0-litre, In-line power plant comes with a displacement capacity of 1997cc. It is integrated with four cylinders and 16 valves using a single overhead camshaft based valve configuration. This engine can churn out 153.9bhp of maximum power output at 6500rpm in combination with 190Nm of peak torque at 4300rpm. The engine of 2WD MT variant is coupled with a six speed manual transmission gear box. While its 2WD AT trim gets a five speed automatic transmission gear box, which sends the engine power to its front wheels. On the other hand, the 2.4-litre i-VTEC petrol motor comes with a displacement capacity of 2354cc. It is incorporated with 4-cylinders and 16-valves using a double overhead camshaft based valve system. It is skilfully paired with a five speed automatic transmission gear box and it comes with four wheel drive system. This power plant has the capacity of producing 187.4bhp of power at 7000rpm along with a torque output of 226Nm at 4400rpm. Both these engines are incorporated with a programmed fuel injection supply system that helps in generating a decent mileage.Both the petrol engine of this vehicle are integrated with a programmed fuel injection system, which enhances its efficiency. The 2.0 litre i-VTEC petrol mill can deliver a mileage of 13.7 Kmpl on expressways and gives around 10.9 Kmpl within the city. While other mill has the ability to return 12 Kmpl on bigger roads, which comes down to 9.8 Kmpl approximately when driven within the city limits.

 

RIDE AND HANDLING

 

Driving the manual 2.0L MT was a delight. The crisp ride and handling paired with the error free transmission is a pleasure. On every shift, the performance kept on getting better. Even the steering wheel is very precise in feedback. Despite the fact that the new model comes with an increased height while driving there is no body roll at all. Even maneuvering this SUV is a more sedan like experience. The rear parking is a true help as the resolution is very strong so the display is not pixilated unlike some competition models.This one is not a strong off roader but then it manages to gulp in off road decently. The Honda CR-V customer is not one of those who will throw this SUV on sand dunes or challenging surfaces but instead choose it for a leisure weekend trip. The front suspension setup is MacPherson Struts while the rear is a Double Wishbone suspension.

Book a Test Drive for Honda Crv

 

BRAKING AND SAFETY

 

In the CR-V, you will see high class braking and safety features that assure impressive safety on road for car users. The braking features include anti-lock braking system, EBD, power door locks and central locking. Apart from these braking capabilities, it houses a passenger airbag and a driver airbag for superior safety. It is equipped with side front and rear airbags, rear seat belts, halogen headlamps, crash sensor, adjustable seats and engine immobilizer.

 

CONCLUSSION

 

The new Honda CR-V is likely to miss a diesel engine in its range, but it has enough to keep Honda fans happy. The new model is likely to be launched in the coming weeks and it will be offered in two trim levels each for the two-litre and the 2.4-litre engines. The former will have one variant each of the automatic and manual gearboxes and the latter will have two AT variants, with the top trim variant sporting the navigation, sunroof features Unlike the previous generations, the new CR-V will be assembled locally and that is really good news for the SUV’s fans in India. We can expect prices to be more competitive, while the equipment levels are already a notch up over the previous generations’. A couple of variants at a sub-18 lakh price point will be just fine, but we’ll have to wait to find out what Honda India’s sticker prices are going to be.

 

Honda CRV Ex Showroom Price in New Delhi ranges from 21,53,676/- (CRV 2.0L MT Petrol) to  25,47,400/- (CRV 2.4L AT Petrol) .Honda CRV has 3 Variants of Petrol are available in India. Honda CRV comes in 5 colours, namely Carnelian Red Pearl,White Orchid Pearl,Golden Brown Mettalic,Alabaster Silver Metallic,Urban Titanium Mettalic.

Calculate EMI for Honda Crv

See mobile trading booming in future: Tradejini.com

J Kishore Kumar, MD, Tradejini.com says discount broking has helped increase penetration in the market. Moreover, government’s programmes like Digital India, Jan-Dhan Yojana will help further penetration into rural India.

Tradejini.com has broken the traditional barrier of percentage brokerage and instead empowers the trader to be self-dependent with the power of the Internet or mobile. It charges Rs 20 per executed order irrespective of the transaction value.

According to him mobile trading will be the medium of future for retail investors and with further penetration he envisages an explosion in growth of clients.

As on date there are 24 million Demat accounts in India and excluding multiple accounts held by clients, it would be around 17-18 million. Annually two million accounts are added. However, if we compare it to China, which has added 40 million accounts in one year there is tremendous opportunity for growth, says Kumar in an interview to CNBC-TV18.

The company so far has seen a 100 percent growth year-on-year and expect to maintain this growth rate for the next 3-4 years, says Kumar. He expects to post a Rs 2 crore bottomline this year.

Talking about market levels, Kumar says Nifty is likely to consolidated between 8300 and 8800 in the short-term before making new highs.

The market is already in a multiyear bull market since 2013 and currently is going through a time correction, he adds.

Stock specific, the house is bullish on Reliance Industries.

 

Source: MoneyControl

Jaguar XF Review, Ratings, Specs, Prices, and Photos

Jaguar XF Price in India

 

The luxury car market is growing rapidly in India and while it’s been the playing ground of the German big three for long, Britain’s Jaguar Land Rover is slowly building into the minds of Indians. The fact that JLR is now owned by India’s Tata Motors makes these cars connect emotionally to us as we are the patriotic lot. The first generation XF never had what it took to steal thunder from the good folks at Stuttgart (the E-Class has long been the segment leader) but the second generation model promises a whole lot more as it’s not only larger and more luxurious but also lighter by up to 190 kgs (thank you aluminium). How good is the improvements to what was once and for a long time, the baby Jag (until the XE came along)?

 

STYLE AND DESIGN

 

The newly introduced Aero Sport edition looks a bit more stylish as compared to the existing version. The reason is because of its exclusive elements like glossy black radiator grille featuring a chrome surround along with R-styled side sills and a sporty bumper. It also gets swanky fog lamps, which further dazzles its front facade. The XFR version has increased horizons of sporting credentials in automobile world. Designers at the company have worked aggressively and went back to sketch-board to design the different looking model. It is evident from their work that the facelift follows the design language of XJ flagship sedan. This saloon has a beautiful yet bold front facade with slim headlight set featuring LED DRLs. It also gets a perforated grille with extensive metallic treatment. A lower bonnet line complete with a pronounced, wider power bulge running down the center adds a purposeful stance. The section under bumper also gets bit of styling with 3 air intake sections. The car has a new nose and exciting roof with sweeping line. At the rear of the car the tail lamp units have been redone with LEDs, while the units themselves now extend further into the boot lid with a new chrome blade placed below the company’s prominent logo. The beautiful 10 spoke alloy wheels shed luxury and looks simply sporty and assertive. The exterior is simply mesmerizing for all those who fantasies luxury with power. The exterior will simply blow your mind with those interesting cuts and lines on its body, giving it an incomparably look in its segment.

 

INTERIOR AND COMFORT

 

From its pulsating starter button to its motorized rotary gear selector, the Jaguar XF presents a little extra theater and charm inside. Occupants will appreciate the increased headroom for 2016, which is an impressive feat considering the roof is actually lower. Jaguar accomplished this by lengthening the wheelbase, effectively pushing the rear wheels further away from the seating space. Trunk capacity is up from the previous XF, and Jag claims a jaw-dropping 19.1 cubic feet. The number is suspiciously large, but we’ll know more once we fully test the car. Split-folding rear seatbacks with a ski pass-through further increase capacity and allow for the easy transport of longer items..

 

The standard InControl Touch infotainment system has an 8-inch touchscreen, while the optional “Pro” version of the system (included with the Technology pack) enlarges the touchscreen to 10.2 inches and replaces the gauge cluster with a 12.3-inch configurable display. The gauge cluster turns red when you put the XF in Sport mode and relocates the tachometer to the center of the screen. Put it in navigation, and all displays are minimized while the map takes precedence. Improved response times relative to Jaguar’s past infotainment efforts are appreciated, but InControl Touch does not yet support Apple CarPlay or Android Auto. We’re also a bit disappointed with the 3G Internet connection given the increasing availability of 4G connections in today’s vehicles.

 

ENGINE AND PERFORMANCE

 

Here’s the big news – for the first time ever, the XF will offer the frugality of a four-cylinder diesel engine and the traction of AWD in a single drivetrain package. Best of all, it’s actually headed to North America.The AWD system in question is the same one used in the outgoing supercharged V-6 XF, not to mention the F-Type. Developed entirely in-house by Jag, the system sends torque to the rear during “normal” driving conditions for enhanced “dynamics and agility,” as well as reduced parasitic loss.

 

A variety of technology is used to maximize traction while maintaining balanced cornering behavior (i.e., reduced understeer). The first is something called Intelligent Driveline Dynamics, a next-gen system plucked from the F-Type that selectively feeds torque to the front only when absolutely necessary, keeping that rear-biased handling feel. There’s also Adaptive Surface Response, which replaces the Rain, Ice, and Snow drive modes in favor of a single, adaptive drive mode that manages the throttle, automatic transmission, and stability control systems for increased traction, no matter the conditions.

 

It should also be noted that AWD adds several hundred pounds to the Jaguar XF’s curb weight, which doesn’t really matter to most customers, but could come into play for dedicated performance enthusiasts.Transmission options include a six-speed manual, and an eight-speed automatic, which vary in availability depending on engine choice

 

DRIVING DYNAMICS

 

Where both versions of the XF shine is on the twisties. True to its name, the Dynamic mode adds the requisite dynamism to the rear-wheel drive XF, with the beautifully fluid electric power steering just weighing up by the right amount. In the corners, the XF feels like a big car but gives an immense sense of control with a sharp turn-in and neat handling. Body movements are well contained too. So, is this the sportiest of the large luxury sedans? It might just be.

 

Book a Test Drive for Jaguar XF

 

In more everyday driving conditions, the XF has its strengths and weaknesses. The ride quality is largely impressive, with the Jag feeling nice and tied down at cruising speeds and absorbent enough in town. There is that European car firmness to the low-speed ride, but that’s a trait common to all cars of this segment. We didn’t have an issue with ground clearance either, but did find the suspension to thud on oversized speedbreakers, pointing to

a harsh rebound. There is also more road noise than you’d expect. The XF does feel like a large car in town, but the steering effort is well judged.

 

SAFETY AND SECURITY

 

Every XF gets a host of safety equipment as standard, including automatic emergency braking, a lane-departure warning system and six airbags. There’s also an optional Active Safety Pack, which adds driver-attention monitoring and a feature that warns you if another vehicle is crossing your path while you’re reversing. An alarm and engine immobiliser are on hand to deter thieves.Indeed, security firm Thatcham has run its security test and awarded the XF full marks for its resistance to being driven away and good marks for its ability to resist a break-in in the first place. The XF also received a maximum five star rating from Euro NCAP for safety.

 

CONCLUSSION

 

Has Jaguar managed to finally find a volume spinner, in the XE? We would certainly like to believe so from the driving perspective. It has the ability to put a smile on your face every time you get behind the wheel. There is also decent bit of kit on offer though it could have done with better rear seat comfort.

 

However, from a price perspective, the version we tested (25t Portfolio) costs Rs 46.50 lakh (Ex-showroom Delhi) making it significantly more expensive than its rivals. If driving pleasure is not a priority then the more affordable 20tPure trim variant at Rs 39.90 lakh is also available but it loses out on quite a bit of the kit and is down on power too. There will also be diesel variants for the XE in the future, which are expected to make up the bulk of the numbers. But given the dynamic ability of the XE, these diesels should be fun to drive as well.

 

Jaguar XF Ex Showroom Price in New Delhi ranges from 44,89,000/- (XF 2.0 Pure Diesel) to  57,25,000/- (XF 2.0 Portfolio Diesel) .Jaguar XF has 5 Variants of Diesel are available in India. Jaguar XF comes in 10 colours, namely Rhodium Silver Metallic,Caviar Metallic,Odyssey Red Metallic,Ultimate Black Metallic Executive,Polaris White Executive,Ultimate Black Metallic,Stratus Grey,Polaris White,Lunar Grey Metallic,British Racing Green Metallic.

Calculate EMI for Jaguar XF

BMW 3 Series Gran Turismo Model Overview

BMW 3 Series Gran Turismo Price in India

 

The Gran Turismo’s storied past helps build an aura around every car that wears the badge as an appendage. It comes with the promise of ‘fast’ design and an even faster performance, with no compromise on space. Unlike ‘Weekends’ or station-wagons with large, vertical hatch-doors that make the owners seem old, Gran Turismos or GTs (literally meaning Grand Touring) put their owners in good light, making them seem young and stylish.German luxury car maker BMW has already stuck its finger into the pie with the 5GT. Now, with an eye on emerging markets and on European buyers with tightened wallets, BMW is introducing the 3 Series GT.

 

EXTERIORS AND DESIGN

 

The changes made to the exterior design of this latest iteration of the 3 Series GT are minimal. They are in line with BMW’s current design language and similar to what we have already seen on the 3 Series facelift. Up front, the headlamps have been transformed into full LED units with LED daytime running lights. Bumpers on both the front and the rear end have been redesigned in this facelifted car. The detailing on the tail lamps at the rear is also similar to what we have seen on the new 3 Series – sharp and striking. The facelifted vehicle still looks elegant and rides on new 18-inch alloy wheels.

 

INTERIORS AND CABIN

 

Open the frameless doors and you will first appreciate how they give the car a very sporty feel. They make you feel like this is a sports car (when the windows are down). The cabin is a familiar BMW layout, in fact, there is nothing new here over the regular 3-Series sedan. You get a dual-tone dashboard with wood inserts around the centre console, a popped out iDrive screen (without the new iDrive touchpad to control it), the same 3-spoke steering wheel we see on almost every BMW and the same nice to hold gear selector. There aren’t many cubbyholes inside the cabin although the glovebox and door pockets do suffice to keep stuff.

 

The BMW 3-Series isn’t a car you would normally have you chauffeur drive while you sit in the rear bench and work. That is because, the 3-Series isn’t the best of cars for a good rear seat experience. This is where the 3GT comes into its own. The extended wheelbase yields a lot of cabin space, which along with big windows and a sunroof that extends till the rear, gives the car an excellent rear seat experience. The seats themselves are now higher and offer excellent support too. In fact, the 3-Series GT offers one of the best rear seat experience at this price point. Be it legroom, headroom or kneeroom, the 3-Series Gran Turismo has all in plenty.

 

What further makes the cabin such a good place to be in is the airy feel offered by the twin sunroofs, the front one opens. The fit and finish is typical BMW, well put-together on all fronts and boasting of high quality. The boot space is a massive 500-litres and since the tail gate is one piece with the rear windscreen, the loading area is huge. BMW has given the 3GT a space saver tyre which is a good move but that also robs away space from the boot as the spare wheel is kept on the floor, not under it. There is an electric boot close button which is a practical touch as the trunk is quite heavy.

 

ENGINE AND GEARBOX

 

Under the hood, the GT’s engine lineup mimics the standard 3 Series’ and gains three new gasoline units. The entry-level model uses a turbocharged, 2.0-liter four-pot rated at 184 horsepower, while the mid-level 330i gets a similar four-banger with 252 horses on tap. As for the range-topping gasoline model, the 340i with the 326-horsepower 3.0-liter inline-six replaces the previous 335i.

 

“Under the hood, the GT’s engine lineup mimics the standard 3 Series’ and gains three new gasoline units.”

Moving over to diesel models, the 3 Series GT comes in no fewer than five flavors. There’s the base 318d with 150 horses, the 320d with 190 horsepower, and the 325d with 224 horses. The 330d cranks out 258 horsepower, while the range-topping 335d comes with 313 horses on tap. All powerplants are 2.0-liter four-cylinders. xDrive AWD is available on most trims, while transmission choices include the six-speed manual transmission and the eight-speed automatic gearbox. The former is standard on the 320i, 318d, and 320d, while the rest are equipped with the Steptronic automatic.

 

Both gearboxes have been updated for quicker shifting and improved fuel efficiency. The auto start-stop function, Brake Energy Regeneration, on-demand operation of ancillary units, and the ECO PRO mode also help the facelifted BMW 3 Series Gran Turismo return better fuel economy.

 

DRIVING AND HANDLING

 

This is a BMW, so it’s quite normal for it to drive extremely well. The BMW 3-Series GT handles beautifully, the steering is feedback rich and there is only a hint of the increased height affecting it, albeit minutely. The insulation is good too, wind and tyre noise is cut out for the most part. It’s really the fantastic body control which makes the 3GT such a hoot to drive. The car is accurate with turn-ins, remains glued to its line at all speeds and makes you feel confident behind the wheel with its dynamic ability. There is an Active Rear Spoiler (first BMW model to have it) which deploys at 110 km/hr and goes back down once you slow down below 70 km/hr, it helps in generating additional lift. There is no button to activate the spoiler. The 3GT also uses a physical handbrake and not an electric unit, so you know the drift.

 

Book a Test Drivr for BMW 3 Series

 

There are three driving modes on offer – Eco Pro, Comfort and Sport, other than changing the weight on the wheel, it also alters engine and gearbox response time. What is pleasantly surprising is the ride quality. Most BMWs offer a harsh ride but not the 3-Series Gran Turismo. The ride quality is extremely compliant for our roads, the vehicle absorbs all the bad stuff our tarmac has to offer, only letting you know of the large potholes. In fact, the 3-Series GT in no way feels stiff and that lends it a lot of comfort. BMW isn’t using run flats on this car which has a part to play with the improvements to the ride quality. Brakes offer tremendous stopping juice and the 3-Series GT stops in its line in no time.

 

SAFETY

 

Every 2017 BMW 3 Series GT comes standard with antilock brakes, traction and stability control, front side airbags, side curtain airbags and front knee airbags.

 

The stability control system integrates several features designed to improve braking performance, such as periodically wiping the brake rotors dry when the windshield wipers are in use and automatically snugging the pads to the rotors when the driver abruptly lifts off the gas. BMW Assist emergency communications is standard and includes automatic crash notification, while BMW Remote Services (included with the Technology package) adds stolen vehicle recovery and remote door lock/unlock. Additional options include parking sensors (front and rear), rearview and top-down cameras, blind spot monitoring, a lane departure warning system, a driver inattention warning system and frontal collision warning with mitigationY

 

CONCLUSSION

 

We love the 3 GT, as it is spacious and comfortable. The drivability is good and the dynamics are decent too. Now, the only question that rises is if it is worth the price? The answer is no. If it was a CKD, the price would have been lower and for the price it doesn’t offer the features. We believe BMW should take the CKD route than the CBU for the 3 Gran Turismo to capitalise this market for those looking for a something with a space of a SUV, but the comfort and convenience of a sedan. The pundits state that the Indian market isn’t feasible for Gran Turismos or the estate wagons. That is one reason why BMW has introduced this as a CBU, as a CKD it is a great product to own.

BMW 3 Series Gran Turismo Ex Showroom Price in New Delhi ranges from 45,80,000/- (3 Series Gran Turismo Luxury Line) to  46,70,000/- (3 Series Gran Turismo 330i) .BMW 3 Series Gran Turismo has 2 Variants of Diesel are available in India. BMW 3 Series Gran Turismo comes in 5 colours, namely Sparkling Brown,Alpine White (non-metallic),Glacier Silver,Black Sapphire,Imperial Blue Brilliant Effect.

Calculate EMI for BMW 3 Series

Updated Nissan Terrano Review

Nissan Terrano Price in India

 

The Nissan Terrano is the third model in the Renault-Nissan India line-up to receive the badge-engineering treatment. However, this time, it’s Nissan that is tweaking a Renault product rather than the other way around.

Unlike the other two badge-engineered models in the Renault-Nissan stable – the Scala and the Pulse – both of which have got mild tweaks to their exteriors to differentiate them from their Nissan equivalents; Nissan has gone a step further with the Terrano and made significant styling changes, including heavy alterations to the sheet metal. These include redesigned bumpers and lights and a new grille, all of which help the Nissan Terrano look like a proper Nissan. And there’s no doubt that the company has got a winner in the looks department.

The Nissan Terrano’s revised V-shaped bonnet integrates nicely with the new Nissan-family grille. The grille itself looks inspired by the larger Nissan Pathfinder SUV sold internationally. The front bumper and lights are new, and the detailed styling around the fog lamps gives the Nissan Terrano a striking look when viewed head on.

 

EXTERIORS AND STYLING

 

Dimensionally, Nissan Terrano measures 4.33m in length with a width of 1.83m. Its overall height with the fixed roof rail is 1.67m. The wheelbase of 2.67m adds more to the interior spacing which is already abundant given its incredible height. Nissan Terrano has a ground clearance of 205mm, which is similar to that of Renault Duster, but is an add-on advantage that will keep this SUV going easily on any terrain.

 

The side profile of Nissan Terrano has angular bold lines which are different from Duster’s curvy lines. The flared wheel-arches make the Terrano look aggressive, distinguishing it from most of Nissan’s models in India. The doors have two horizontal creases in them that enhance the butch look, but it isn’t enough to alleviate the organic lines of the rest of the car. The rear end bears no similarity to any of the Nissan SUVs and it is evident that Nissan has developed a new tail lamp cluster without fiddling too much with the Duster lamps. It gets a chrome garnish to add a premium feel, but the overall appearance is rugged with roof rails and silver skid plates. The flared up wheel arches of this SUV are endowed with a set of diamond-cut 16” machined light -weight alloy wheels in the top end variants, while the base as well as the mid variants are fitted with similar sized robust steel wheels, which certainly make the SUV look sportier. These classy rims have been further equipped with tubeless radial tyres of size 215/65 R16, which have a superior road grip on any terrain.

 

INTERIORS AND SPACE

 

The Nissan Terrano has comfortable ingress and egress. Once you enter the cabin, the beige treatment of interiors gives a good sense of space. Nissan has spruced up the dashboard layout, which feels slightly more premium than the Duster. The storage space on top of the dashboard has been covered now with a lid and the centre AC vents get rectangular in shape with chrome outlining. The instrument cluster covering has a rounded panel and the steering wheel remains the same that gets a rebadged horn pad with silver accents. The centre console is restyled with vertical silver panels running on the sides and piano black panels surrounding the new multimedia system.

 

These additional embellishments make the interior styling a bit more attractive than the Duster. Quality of the materials used and the fit and finish is exactly the same again, which is much better than the competition but doesn’t feel as premium as a car in this price bracket should feel. The base XE trim comes with black interior, while the rest get beige interior. Colour combination used in the Terrano gels nicely and looks tastefully done, thanks to the piano black finishing. The air conditioning is effective and the vents provide thick flow of air. Everything falls under reach and most of the controls are convenient to use apart from the mirror adjustment control that is placed under the handbrake lever. You will also miss the dead pedal to rest your foot on long drives. Nissan should have addressed the minor ergonomic issues which customers of the Duster have been complaining about since quite some time now.

 

The door pockets are deep enough to accommodate 1-litre bottles and there is enough spread of cup holders and small storage elements to keep knick knacks. Cabin space needs a special mention here, as there is ample space in both the rows as well as the boot. The seats are sufficiently supportive but lacking a bit of under-thigh support. The 475-litre boot space is practical with a convenient loading lip that can accommodate a good load of luggage. Some of the safety and convenience features offered in the Terrano include dual airbags, ABS, EBD, BA, fog lamps, reverse parking sensors, rear AC, double-din audio system with CD/MP3, USB, AUX and Bluetooth connectivity. Shockingly the steering mounted audio controls found on the Duster are not offered on the Terrano.

 

ENGINE AND PERFORMANCE

 

The Terrano comes in three different engine trims which include one petrol and two diesel. The specifications remain identical to that of the Duster. The 1598cc petrol engine churns out 104PS at 5850 rpm and a torque of 145 Nm at 3750 rpm. It has a 5 speed manual transmission and Nissan claims a mileage of 13.2 Kmpl.The petrol engine is smooth and not very audible. The 1.6L petrol engine seems perfect for city commute as it does not offer any kick as such but then in traffic conditions it is at its best. The gear shifts feel a bit notchy and can be bettered with a smoother shift movement.

 

This is not a typical rev friendly petrol engine as it feels underpowered at lower engine speeds. As the engine speed is raised, it gets more audible but then the lag in the delivery also gets very evident. Also, the petrol version gets Hydraulic power assisted steering. It delivered a mileage of 9.5 kmpl.The 1.5L lower spec diesel engine produces 85PS at 3750 rpm and a torque of 200 Nm at 1900 rpm. This engine is also equipped with a 5 speed manual transmission. The prime reason for having a lower spec diesel engine is for the mileage friendly consumers. This one being a diesel feels nice on torque.

 

This engine too has a lag but then it being a diesel unit tries to overcome it. It takes serious effort to make the vehicle reach higher speeds. The steering is very active in giving feedback and sometimes it gets a little too aggressive. Overtaking in a fully loaded condition is a stress as the notchy gears and the lag in the engine make it very difficult. This one scored more on mileage compared to the other two at 15 Kmpl After trying both the underpowered variants, it was finally time for me to drive the 110PS version. This remains my favorite with its superb power delivery. It produces a power of 110PS at 3900 rpm and a torque of 248 Nm at 2250 rpm. It also comes with a 6 speed manual transmission.

 

Crank it up and it feels the same until you shift it to the first gear. Cross 1700 rpm and the engine feels very much in control. The torque delivery is fantastic when it comes to the 110 PS model. In fact, I find this engine more athletic compared to that of the EcoSport in terms of sheer drive feel.

 

RIDE AND HANDLING

 

In terms of ride, unsurprisingly, the Terrano does brilliantly. It smothers even the biggest of potholes with ease and you don’t have to slow down for rough roads. In fact, the faster you go over rough surfaces, the better the ride.As for handling, the Terrano feels very stable at high speeds and rarely gets out of shape. Even in normal driving, the handling is pretty impressive for a high-riding SUV. There is a bit of body roll due to the soft suspension setup, but it is never too much. And you always feel in control of the car. Also, when you want to have fun, the car’s direct steering is quite rewarding. It’s light enough when you want it to be and weighs up at speed, and this adds to the overall fun.

 

Request a Test Drive for Nissan Terrano

 

BRAKING AND SAFETY

 

Disc units in front and drum units at rear provide stopping power, anti-lock-brakes with EBD

and brake assist are available across variants save for the base trim. Safety features on board  include front airbags, front fog lamps, engine immobilizer, central locking, driver seat belt reminder, door ajar warning, rear defogger, reverse parking sensor, three point seat belt with retractor in front and rear, speed sensing auto door lock and impact sensing auto door lock

 

CONCLUSSION

 

The Terrano is a genuinely nice car, and I do want to like it. However, it is missing some essential features that have been mentioned already. With the new Micra I thought that Nissan India had learned that the market will respond well to value – but according to the Renault-Nissan agreement, the donor car will always cost less than its twin. This means that the Duster will cost less than the Terrano, and this puts the top-spec Terrano between Rs 1-1.5 lakh over the top-spec Duster. That’s a staggering Rs 16.5-17 lakh on-road for great engineering but an incomplete feature set. The Duster filled in a gap in the Indian marketplace and it sold well as long as there weren’t options. The Terrano will enter the market with competition like the Duster itself and the Ford EcoSport. Will Nissan have a surprise in store for us like they did with the pricing of the new Micra? I certainly hope they do.

Nissan Terrano Ex Showroom Price in New Delhi ranges from 9,43,520/- (Terrano XL P) to  14,03,036/- (Terrano XV D PRE 110 PS AMT) .Nissan Terrano has 5 Variants of Petrol are available in India. Nissan Terrano comes in 6 colours, namely Sandstone Brown,Fire Red,Blade Silver,Pearl White,Sapphire Black,Bronze Grey.

Calculate EMI for Nissan Terrano

Tata Indica Reviews India

Tata Indica Price in India

 

The Tata Indica has no doubt shaped the Indian car market by being a product with many firsts. It was the first Indian car to have AC and power windows as standard, features which were found only on sedans. The Indica has made the common man consider cars as it was the only hatchback in its hay days to feature a diesel engine, thereby making sense in running costs. Now 15-years down the line, Tata Motors continues to sell the same Indica, which has been updated several times. What doesn’t change though is the shape. The Tata Indica has evolved but it’s no Porsche 911 that it won’t look dated. The Indica even with frequent make ups has started to show its age. However the Indian automobile giant continues to sell it by calling it the “new Indica” every time it facelifts it. Does the Tata Indica make sense when you can get more modern vehicles at this price? We take a quick spin to answer that very question.

 

EXTERIOR AND LOOKS

 

The Indica is not a car which will win hearts for its looks. The Italians who are normally well known for the things they design didn’t seem to have done justice with this hatch. It looks very dated and bland. The design has not seen any substantial change since the time it was launched in 1998.One thing that we surely want Tata Motors to do is a complete makeover instead of just changing a few bits. So what differentiates this Indica from the earlier models? The Spanish Tan is a new addition which indeed looks better if not the best. The radiator grille has a bright coated finish which looks contrasting with the new shade The front face has been retained from the earlier generation models. The headlight assembly has turn indicators in them. The side profile is unmistakably same. Nothing has been changed in 15 years which doesn’t go in Indica’s favor. The ORVMs are equipped with turn indicators in them but then it is not a modern touch as many other models have it.The rear profile gets re-touched tail lamps and a subtle chrome garnish on the tail gate. The exterior profile fails to create any enthusiasm and looks very dated.

 

INTERIOR AND CABIN

 

The interior of Tata Indica eV2 is tastefully done and definitely impresses even in a cursory glance. Unlike other hatchbacks, it is loaded with some incredible features. The rack and pinion type steering wheel has four spokes and the instrument panel is very chic. Adding to passenger convenience are features like reading lamps, a cabin lamp that is operatable from all four doors, a lamp in the boot, a utility tray with a coin holder and a parcel shelf. The horn pad for the steering wheel, moulded roof lining, internal antenna and the door trims are other likeable features of this hatch. The dashboard is the same heritage Indica type and the music system is also the unchanged one with bluetooth connectivity and an aux-in port.

Tata Indica eV2 can accommodate five passengers and the comfortable seating is lined with soft fabric. The Air Conditioning unit is very effective and makes the ride very comfortable. The electronic instrument cluster has a digital odometer, 2 trip meters with light intensity control, a tachometer and a digital clock. The painted floor Console comes with the provision for Mobile Charger / Cigarette Lighter. The boot space of 220 L is adequate and adds to the convenience value of this car. The headroom offered is quite significant with 960 mm in the front and 940 mm at the rear. Legroom available ranges from 915 mm to 1080 mm; and the knee room available ranges between 640 mm and 750 mm. Taller passengers need not worry as India offers a generous shoulder room of 1335 mm.

 

ENGINE AND PERFORMANCE

 

The Tata Indica has two diesel engines, petrol and also a LPG version of the petrol motor. The 1.2-litre petrol develops 65PS@5200 rpm with a peak torque of 100Nm@2600rpm. 100kmph is reached in under 17seconds with a top speed of 155kmph and an ARAI claimed fuel efficiency of 16.54kmpl. Despite the mediocre performance the engine feels strong enough on the highway and with decent drivability in urban conditions. Mid range power delivery is good but the engine starts to show its weakness over 4000rpm.

 

The 1.4-litre diesel engine produces 54PS@5500rpm and 85PS@2250rpm. Refinement is poor and it delivers 17.88kmpl as claimed by ARAI. The 1.3-litre common rail diesel engine is sourced from Fiat and develops70PS@4000rpm and 140Nm between1800 to 3000rpm. This engine feels far more refined but isn’t as quick as on the Maruti Suzuki Swift. All engines use a five speed manual gearbox which feels rubbery and offers a vague response.

 

HANDLING AND SAFETY

 

In the city, there is no lack of poke. The Indica trundles through the traffic in third at 1500 rpm without a fuss. Downshifts are no longer a bother as the gearshift quality has been upped with each version of the Indica. The gearshift feels smooth, though some of the sogginess remains. Sudden overtaking manoeuvres can also be attempted and executed with gusto. However, the handling remains wishy-washy; the rear slides out at the hint of a slalom style manoeuvre and the steering does little to inspire confidence in pushing the car hard. The steering is well damped at low speeds, but lacks feedback and remains a little sluggish at high speeds. Tata Motors’ attempted part remedy for the weak-kneed handling are lower profile 165/60 R13 Goodyear GPS2’s. The low-profile tyres limit the car’s rolling tendency by a certain degree. The Airbags and ABS are now available in the Aura + segment of cars. The only thing that the Indica misses dearly are the alloy wheels.

 

CONCLUSSION

 

As can be seen, not much has changed and the Tata Indica continues to soldier on in the same manner as it used to last year. Tata Motors has recovered the development and fixed costs) of the Indica long time back so it makes a lot of financial sense to keep the car going in its current form. Sure the Indica makes a lot of sense for taxi operators with its generous cabin, attractive price and high fuel economy. But if the company wants to lure private buyers, the Indica needs a bigger update, a more substantial one which will help it stand strong in front of more established and better engineered products.

Tata Indica Ex Showroom Price in New Delhi ranges from 4,99,410/- (Indica LS BS IV) to  5,46,849/- (Indica LX BS IV) .Tata Indica has 2 Variants of Diesel are available in India. Tata Indica comes in 4 colours, namely Spanish Tan,Jet Silver,Porcelain White,Sea Blue.

Mahindra KUV100 NXT Test Drive & Expert Review

Mahindra KUV100 Price in India

 

Mahindra launched the KUV100 exactly a year ago in India; the auto manufacturer pitched it as a small SUV and their entry level offering for the Indian market. Basically this is actually a beefed up hatchback and gets both petrol and diesel engine under the hood. Although the KUV100 made a fiery start in terms of sales when it was launched initially but slowly the sales number declined and in the month of December 2016 only 1953 units of the vehicle was sold which is actually its lowest numbers since its launch.

 

Like you all know that the Mahindra KUV100 is definitely not a compact SUV and is also priced lower than most of the other compact SUV offerings. This car now competes directly in the B+ segment hatchbacks and locks horns directly with the recently introduced Maruti Suzuki Ignis which too is actually a beefed up Cross hatchback.

 

EXTERIOR AND LOOKS

 

The Mahindra KUV100 might be marketed as an SUV, but it is essentially a pumped up hatchback; one that will compete against the likes of the Maruti Suzuki Swift, the Hyundai Grand i10 and the newly launched Ford Figo. So, it has a monocoque chassis, a transverse mounted engine and front wheel drive. But, because it must be referenced as an SUV, the KUV100 naturally has high ground clearance too; 170mm of it. It isn’t very large though. At 3675mm in length, it is the shortest in its class. And its 2385mm wheelbase is the least as well. But the KUV100 stands tall at 1655mm (with roof rails) making it the tallest.

 

As far as styling goes, the front of this pumped-up hatchback has a sleek front grille, a buff bumper, and large pulled back headlamps with LEDs KUV100 embossing. The side profile looks aggressive thanks to the shallow greenhouse area. It also has its rear door handles integrated into the rear window panel aka Chevrolet Beat. The rear meanwhile is less aggressive, looks palatable and decently modern. The KUV100 is available in seven colours, Pearl White, Aquamarine, Dazzling Silver, Flamboyant Red, Fiery Orange, Designer Grey and Midnight Black.

 

INTERIOR AND SPACE

 

If you don’t already know, your friendly salesperson will go to great lengths to point out that the KUV cabin’s USP is the advantage of six seats, just like on the Datsun Go. This has been made possible by positioning the gear lever and handbrake lever on the centre console, freeing up floor space for the additional seat up front. But what distinguishes the car from the Datsun Go is that the KUV is certified as a six-seater. Though three adults can squeeze in up front, the middle passenger legroom is limited, making it more suitable for a child. Question is, would you want your most precious cargo seated within striking distance of the centre console and gear lever? Also, folding down the middle seat backrest turns it into a large armrest and that is the best way to use (or rather, not use) the sixth perch. However, the flat bench type front seat doesn’t offer the kind of back or side support the standard version’s shapelier individual chairs do.

 

High-set seats and flat floors, front and back, mean getting in and out of the KUV’s cabin is easy. What’s also a relief is that unlike the exteriors, the KUV’s cabin is smart and restrained in design. The ‘bowed’ dashboard that rises towards the middle is the centrepiece and comes finished in nice, textured plastics on the top, though quality lower down is not great. Boring monochrome display for the audio player apart, we didn’t have much else to complain about with the well laid-out centre console. Drivers will also like the three-spoke steering wheel that’s good to hold, though the inconvenient pull-type handbrake is unlikely to find many fans. On our test car, the handbrake lever malfunctioned, making hill starts quite tricky.

 

Those seated on the KUV’s rear seat will be surprised by the space and comfort on offer. There’s generous leg, head and shoulder room, the backrest position is just right and there’s even a foldable centre armrest. And all three rear passengers get adjustable headrests, which enhances their overall comfort levels. The spoiler though is the blanked-out space after the rear windows (there to accommodate the exterior door handle) that cuts outside visibility. Form unfortunately followed function here. .

 

ENGINE AND TRANSMISSION

 

The Mahindra KUV100 comes with the newly-developed mFalcon range of engines. The petrol engine is a 1.2-litre, 3-cylinder G80 unit churning out 82 HP of power at 5500 RPM and 114 Nm of torque from 3500-3600 RPM. The motor is mated to a 5-speed manual transmission and it reaches 100 km/hr in third gear. The engine needs to be revved but does go freely to its 6000 RPM redline. After 4500 RPM, it has a tendency to get vocal though. The mid-range isn’t satisfactory and in-gear acceleration isn’t much to talk about either, one needing to downshift to get going. On the whole, it is a refined engine and the KUV100 cruises at 100 km/hr in 5th gear at 3200 RPM. While the vehicle is standing still, the engine doesn’t rev above 4000 RPM. The car maxes out at 150 km/hr when the speed warning buzzes, a feature also present on the XUV500.

 

The diesel engine is also a 1.2-litre, 3-cylinder D75 unit belting out 77 HP of power at 3750 RPM and 190 Nm of torque between 1750-2250 RPM. The oil-burner also gets a 5-speed manual transmission. The D75 unit does 100 km/hr in 4th gear and power is delivered in a very linear manner. It redlines at 4750 RPM and touches 100 km/hr in 5th gear at 2750 RPM. The turbo lag is very well-contained and this motor feels much better to drive than the petrol unit which feels underpowered on the highway. Still, one needs to keep the throttle floored to get the vehicle going quick. Vibrations are felt on the console but not much on the pedals in the diesel model while on the petrol, there is some harshness felt at multiple places when nearing the redline.

 

There is also a lot of wind noise creeping inside the car post 100 km/hr, coming from near the A-pillar. The 5-speed gearbox is very smooth and the clutch is also extremely light on both the petrol and diesel models, thus allowing the driver to have a stress-free driving experience. The claimed fuel efficiency for the petrol engine is 18.15 km/l while the diesel engine extracts 25.32 km/l. Mahindra will offer an AMT unit with the KUV100 later this year. There is a MicroHybrid technology on offer just like the Scorpio and XUV500 while Mahindra also offers Power and ECO modes on the diesel, which boosts fuel efficiency by restricting fuel supply and thereby keeping max RPM to around 3500 RPM. The default mode is Power and it is best to drive the KUV in that mode as the 3-pot oil burner needs to be worked to get going quickly. Both the petrol and diesel engines are average at best, they are very refined for three-cylinder motors but lack excitement and aren’t urgent either.

 

RIDE AND HANDLING

 

The levelled surface of the test track was barely any gauge for the KUV100’s ride, but expect it to be comfortable given the soft suspension setup. The KUV100 sits on an all-new platform developed from a clean sheet of paper using a monocoque chassis that offers a car like feel, and those used to driving hatchbacks will feel at home. There’s a fair bit of body roll around corners though thanks to the soft suspension and higher centre of gravity, which takes away some confidence when cornering at speeds. The soft suspension also made for some bit of weaving under hard braking but things were pretty much in control at all times, and KUV100 even felt stable being pushed around the banked corners of the track. Brakes have a progressive feel, though some more bite would be welcome.  

 

BRAKING AND SAFETY

 

Braking system is formed by the ventilated disc brakes in the front and drum brakes in the rear. Other vital braking features inset to support the brakes affixed in front and back comprise of anti-lock-braking system along with electronic brake force distribution, which is standard across all variants.

 

Standard safety features on board are automatic door lock, central door locking, and door open indicator. Other safety features available on the SUV are child safety locks on rear doors, anti-slip clips for driver side door mats, ISOFIX child seat mount on rear seat, engine immobiliser, anti-theft security alarm, and dual airbags are available is available on all the plus variants along with the range topping variant.

 

CONCLUSSION

 

Now we come to the hardest part of any review – the tester’s final impressions of the Mahindra KUV100.

 

The Mahindra KUV100 is a one-of-a-kind hatchback that aspires to be an SUV. If you’re looking to turn heads (in the quirky manner), the KUV100’s design is apt as it incites curiosity and attention. The seat comfort could’ve been better, while rear visibility and boot volume aren’t satisfactory.

 

However what we have here is one of the most refined Mahindras ever built. It’s got an impressive diesel engine, slick gearbox, well-trimmed and spacious interior, and a commanding view over its rivals. The cherry on the top is its competitive pricing, which is slightly lower than the competition.

Mahindra KUV100 Ex Showroom Price in New Delhi ranges from 4,58,282/- (KUV100 K2 Petrol 6 Seater) to  7,35,632/- (KUV100 K8 Petrol 6 Seater) .Mahindra KUV100 has 11 Variants of Petrol are available in India. Mahindra KUV100 comes in 8 colours, namely Flamboyant Red,Fiery Orange,Dazzling Silver,Midnight Black,Pearl White,Dazzling Silver/Metallic Black,Designer Grey,Flamboyant Red/Metallic Black.

Rain Industries hits record high, zooms 10% as Motilal Oswal ups target post Q2 nos

Cement, calcined petroleum coke and specialty chemicals maker Rain Industries share price touched a fresh record high of Rs 373.90, rising as much as 10 percent on Thursday post stellar earnings performance.

With maintaining buy call on the stock, Motilal Oswal said it has raised target price to Rs 492 (from Rs 362 per share) following increase in EBITDA (earnings before interest, tax, depreciation and amortisation) estimates and carbon margins.

It has raised estimates for carbon margins from USD 100 per tonne to USD 120 per tonne. As a result, consolidated EBITDA has increased by 17/22/21 percent for CY17/CY18/CY19, it added.

Rain Industries reported very strong earnings growth, driven by structural changes in market dynamics for its carbon business. Consolidated EBITDA increased 49 percent YoY to Rs 673 crore, beating Motilal Oswal’s estimate of Rs 500 crore by a wide margin, due to both stronger margins (USD 118 per tonne versus estimate of USD 85 per tonne) and volumes (475kt versus estimate of 425kt CPC volumes) in the carbon business.

Chemical division was affected by fire at one of its plant in Europe, seasonally low demand and higher input prices. Despite lower prices, margins in the cement business improved due to the benefit of waste heat recovery and operational improvements.

Profit during the quarter grew by 93.3 percent year-on-year to Rs 253.4 crore and revenue increased 36.5 percent to Rs 3,050.8 crore.

Motilal Oswal said the market is now facing shortage of calcined petroleum coke (CPC), while the GPC (green petroleum coke – the key input) market is not as tight. Further, Rain has invested in desulfurisation plants and mixers, which allow it to use higher sulfur GPC relative to competitors.

Therefore, the research house believes CPC margins for Rain will settle at a higher level than the USD 120 per tonne achieved in 2011. “We are raising estimates for CPC volumes by 3/8/2 percent for CY17/CY18/CY19,” it said.

Similarly, the brokerage firm expects coal tar pitch margins to benefit from supply-side correction in its key market and additional demand from aluminum production ramp-up in North America and graphite industry.

As the 200kt pet tar distillation expansion project in Europe is on track, we are raising volumes by 9 percent to 700kt for CY19,” Motilal Oswal said.

At 10:06 hours IST, the stock price was quoting at Rs 367.00, up Rs 27.05, or 7.96 percent on the BSE.

 

Source: MoneyControl