Merecedes Benz GLA Class Overview,Features & Specifications

OVERVIEW ;

Mercedes Benz GLA has been one of the most appealing luxury compact crossovers from the stable of German luxury car brand. Unveiled at Benz at the 2013 Frankfurt Auto Show, Mercedes Benz GLA Class initially made its public debut at the Shanghai Auto Show in April 2013 as a concept. Introduced to compete against the likes of the BMW X1 and Audi Q3, the crossover finds its place below the GLK Class which is now renamed as GLC Class as per company’s new naming nomenclature. Moreover, the company has now introduced an all-new GLA 220 d 4MATIC ‘Activity Edition’ which comes with a 4MATIC all-wheel drive train system for the first time in the Indian market. The introduction of GLA 220 d 4MATIC ‘Activity Edition’ mark Mercedes-Benz’s 9th product for the year 2016 in the country. Launched by Roland Folger, Managing Director & CEO Mercedes-Benz India, the GLA 220 d 4MATIC’s introduction will assist the company to increase its SUV sales. Check On Road Price of Merecedes Benz in Carzprice

EXTERIOR AND LOOKS ;

The GLA is a mighty good looking car, especially when compared to the other SUVs in the Mercedes range. It is based on the new MFA platform that also underpins the A-Class, B-Class and the CLA sedan and similarities are so evident that some might say this is the A-Class on steroids.The GLA is not one of the larger SUVs in the segment, but it gets more than a few cosmetic elements that make it look bigger. The front grille gets thick horizontal slats and a big logo, the wheel arches are massive and so are the bulging lines on the bonnet and the side of the car. Only when you spend some time with the car, you will realise that the GLA is not really big even for a compact SUV, but the impression that it leaves on the onlookers is totally different.

Unlike the burly and brutish elder siblings, this entry-level crossover is pretty. The front is a combination of the A-Class and the B-Class with the addition of the big air intake on the bumper with brushed aluminium surrounds. The bonnet is a lot bigger in proportion than the size of the car and it has the same busy design. The side profile is not SUV-like, the GLA is not a tall car and this is one angle which makes it look like an extra-large hatchback. Here the lines are similar to that of the CLA with a downwards sloping shoulder line and a thick waistline. The roof spoiler looks particularly good from the side angle; there are a few nice design elements on the roof as well, unfortunately those are a little hard to notice. The GLA is also one of the few cars that get 18-inch five-spoke alloy-wheels as standard and they look neat. Get deals on Merecedes Benz GLA Class

The rear end appears cluttered to me; the design is an extension of the A-Class and there are so many elements that it takes away the elegance. There are a couple of chrome strips, the bumper gets brushed aluminium cladding that also has twin exhausts with chrome tips, the tail lamps have LED treatment and even the spoiler gets little cuts asking for attention. Overall, the GLA is certainly the best looking compact crossover in the segment. It might not have the size of its rivals, but it makes up for the lack of it by being a showstopper purely on its design. INTERIOR AND SPACE ;

Similar to the CLA-Class sedan, with which it shares many cabin components, the GLA looks like a traditional Mercedes inside. Big analog gauges, a clean center-stack design, and tight fit and finish impart the same premium feel shared across the Mercedes lineup. If you get up close and personal with the materials, however, you can see where the GLA falls short not only compared to more expensive Mercedes siblings but also rivals such as the Lexus NX and BMW X1.

The optional navigation system’s display looks like an aftermarket addition given its location perched high on the dash. On the upside, the screen is easy to read and fairly large. Although it takes a little getting used to, the column-mounted gear selector quickly becomes second nature and frees up valuable, easily accessed storage space on the console. A variety of cabin accents, which include walnut, ash, aluminum and (GLA 45 only) carbon fiber, dresses things up.

A modestly elevated driving position provides excellent forward visibility, but the shallow angle of the tailgate and thick roof pillars impede the view out back. Although there is a lot to like about the front row, the rear quarters are less accommodating and space is distinctly lacking compared with rivals such as the BMW X1 and Acura RDX. For example, the GLA has 27.1 inches of rear legroom and 53.2 inches of rear shoulder room, compared to the X1’s 37 inches/55.2 inches and the RDX’s 38.3 inches/57.2 inches. Fortunately, there’s enough headroom for adult passengers as long as you don’t order the sunroof.

Cargo space behind the GLA’s rear seats measures 14.9 cubic feet — among the smallest in the segment. Fold the rear seats down and you have 43.6 cubic feet available, which is less than most rivals and indicative of a compact hatchback. The standard power liftgate is nice, but the liftover is set quite high, making it a chore to load heavy luggage.

ENGINE AND PERFORMANCE

;The petrol version is powered by a 2.0-litre, in-line drive-train that is integrated with variable valve control technology and direct fuel injection system. This power plant comprises of 4-cylinders and 16-valves altogether making a displacement capacity of 1991cc. This DOHC based mill is also integrated with a turbocharger that helps it to deliver a maximum power of 181bhp at 5500rpm in combination with 300Nm of pounding torque between just 1200 to 4000rpm. While its diesel variants draw power from a 2.2-litre oil-burner that has the latest generation common rail fuel injection system. This motor is also based on DOHC valve configuration featuring 4-cylinders along with 16-valves, which displaces 2143cc. This motor is integrated with high pressure Piezo injectors that enables it to produce a maximum power of 134bhp in the range of 3600 to 4400rpm and yields a superior torque output of 300Nm between 1600 to 3000rpm. The car maker has paired both these motors with an efficient 7-speed DSG automatic transmission gearbox that releases the torque output to its front wheels.

Its oil-burner is integrated with a critically acclaimed CRDI fuel injection system featuring Piezo injectors. These are high pressure injectors, which enables the power plant to unleash immense power and at the same time, they also helps to deliver a maximum mileage of 17.7 Kmpl. While its petrol engine is incorporated with a conventional direct fuel injection system. This empowers the SUV to give away a maximum mileage in the range of 12 to 14 Kmpl.Its 4-cylindered diesel drive-train is based on DOHC configuration and displaces 2143cc. This turbocharged motor has the ability to churn out a maximum power of 134.1bhp in combination with 300Nm of hammering torque. Its petrol motor is also based on a 4-cylinder configuration and is integrated with variable valve control technology for optimum power generation. It can belt out 181.03bhp of maximum power along with 300Nm of hammering torque.

This SUV is bestowed with ‘comfort’ suspension system comprising multilink system for its rear axle and an independent strut suspension for the front one. In terms of braking, its front wheels are fitted with a sturdy set of ventilated disc brakes, whereas its rear ones are coupled to solid disc brakes. Aiding this mechanism is the anti lock braking system that works in combination with brake assist function to reduce the possibility of skidding. In addition to these, this SUV gets a latest generation electronic stability program that works in collaboration with curve dynamic and hill hold assist.

RIDE AND HANDLING ;

The GLA is set up stiff, so the ride is a bit bumpy at slow speeds, especially when driving over potholes or undulations. Pick up the speeds, however, and the ride does get a bit better. But the joy of this set up lies in corners, and that’s where the GLA shines.

Despite its 171mm ground clearance, the GLA handles just like a car. It remains flat and true to an intended line around a corner. There is good feedback from the steering too, and the grip from the fat tyres and the all-wheel-drive system make the GLA enjoyable around canyon roads. This, with the added peace of mind that you won’t have to worry too much about scraping the underbelly on bad roads. Request test drive for Merecedes Benz GLA Class

SAFETY ;

Mercedes-Benz has always had a strong focus on safety and the GLA follows the same company policy. The GLA gets 7 airbags (including knee airbag) as standard and is rated 5-star by EuroNCAP. Safety equipment includes Attention Assist and tyre pressure monitoring system. The GLA also gets Hill Start Assist, ESP, ASR and BA. As far as after sales is concerned, Mercedes has the widest network than any of the competing brands. The company offers a no frills 3-year warranty as standard on all its products (including the GLA) which can be extended for the additional fourth year at a nominal charge.

CONCLUSSION ;

It’s not at all surprising that this facelift left the GLA mostly unchanged, but it’s a bit disappointing to see that Mercedes didn’t upgrade the engines or the suspension. More importantly, it seems that the Germans didn’t even bother to fix the noisy diesel drivetrains or do something about the crossover’s lifeless handling most customers have been complaining about in the past. Coupled with the fact that the GLA falls behind its competitors when it comes to interior space and trunk capacity, and Merc’s high-rolling A-Class isn’t very appealing compared to the BMW X1 and Audi Q3. On the flipside, the nice interior and the fancy options make it a classy proposition in this small niche.

Mahindra Thar Overview,Features & Specifications

OVERVIEW

Mahindra Thar CRDe is the top end trim in its lineup. Now, it is available with updated exteriors as well as interiors. The list of updated features include plastic cladding over the wheel arches, metal based front bumper, bigger foot rest, new headlamps, a new dual-tone color scheme for cabin, brand new dashboard with a slot for 2 DIN audio system, silver finished AC vents on center console, an astute looking instrument panel, redesigned steering wheel, lockable glove box, windshield demister, larger seats, a 12V power socket and a newly designed center console with hand brake, gear shift lever and transfer case. It is fitted with a 2.5-litre CRDe engine, which comes with a displacement capacity of 2498cc. It is mated with a five speed manual transmission gear box, which enables the engine to deliver a maximum power and torque output of 105bhp and 247Nm respectively. Its braking and suspension mechanism are quite proficient, which keeps it well balanced at all times. This vehicle has a decent wheelbase along with ground clearance, which makes it capable for driving on terrains. Its handling is made easier with the help of a responsive power assisted steering system that is tilt adjustable as well. The interior section is quite spacious and airy with good seating arrangement. It offers ample of leg space along with shoulder room for all occupants. The seats are wide and well cushioned and are integrated with head restraints. This vehicle is going to give a tough competition to the likes of Maruti Gypsy, Force Gurkha, Premier Rio, Tata Sumo and others in its segments.

EXTERIORS AND STYLE

The root of this car is surely the famous Jeep. The front profile to be specific comes with round shaped headlamps, front teeth like grilles, which is richly similar with the Willys Jeep, which was a cult model all around the world for many decades. This facelift version comes with two clear lens large headlamps which are capable to illuminate a wide area; there is an overhauled front bumper, which is more bulky as well as robust than the previous edition with a larger THAR branding sitting at the front just below the grilles. The new and huge butch looking wheel arches come looking bolder and sharper as well, and blend perfectly with the front bumper. The wheels underneath the arches come bigger than before, as well as the tyres are wider than the previous model, which ensure a more tighten grip to the soil.

At the side profile too we can see a few changes, which come in the form of bigger tubular sized footrests and fender extensions. The black hard claddings all around the body gives a slight crossover type feeling to this car. The rear profile too got some renovation, which comes in form of new rear bumper, which is thicker and beefier. Another new touch is the redesigned soft head canopy, which we already saw in the promotional video.

The new Thar CRDe will be available in 5 interesting colours which are Red Rage, Fiery Black, Mist Silver, Rocky Beige and Diamond White.

INTERIOR AND CABIN

The inside of the new Thar has been tweaked to make it more civilized as Mahindra might have realised that even normal people who live a normal life and drive normally can think of buying one provided the cabin offers features and comforts for the normally abled. It will not always be on its way to Ladakh or deserts of Rajasthan.What all has changed inside? Mahindra has played around with the interiors by borrowings bits and pieces from its other portfolio models like the brand new steering wheel which has been sourced from Bolero. The three spoke steering wheel feels great to hold on to. The instrumental cluster gets a three pod display with a chrome rings; Looks comparatively upmarket than before except for a tiny issue. The needles are so wide that you can’t make out the exact quantity of fuel left in tank, the exact speed and the exact engine rpm.

Ignoring the above, the front dashboard lends a nice touch to the cabin as it sits higher and also covers the possible gaps seen previously. The central console is done in contrasting grey with THAR embossed; this area can be used to fit an aftermarket music system. The simple AC vents gets a aluminium surround along with basic retro styled controls.The front seats have been sourced from Mahindra Scorpio and do an almost comfortable job provided your commute is very short as on long journeys, it can play great havoc. In addition, if you are on the taller side, you might prefer chopping your legs off as the front kneeroom and legroom is extremely tight. However, if room is what you want then shift in to the rear passenger area and there is plenty of it since it gets front facing two bench seats which might make you feel like someone being taken to the legal offices for doing something notorious.

ENGINE AND PERFORMANCE

With no major changes underneath, the Thar still drives like it used to. The 2.5-litre engine, putting out 105bhp, has enough grunt to pull you over most obstacles, evident by its performance on Mahindra’s off-road track. The addition of the differential lock has made it marginally more capable as the Thar conquers a lot more than before. The Eaton-manufactured differential lock, also used in the export Mahindra Getaways, helps send power to one wheel when the other one is airborne or stuck. However, a centre-diff lock would have added to its capability as the locking differential was of little help while climbing a mucky incline or wading through a slush pit. That said, the course laid-out for us at Mahindra’s off-road academy was not a cakewalk, and our test car shod with Maxxis Bighorn off-road tyres, along with careful driving ensured we didn’t get out of the car even once to push it. But if it were the standard road-biased Bridgestone tyres going through those obstacles, we would have been stuck for a long time. That explains the role of the right tyres while going off-road. We wish the tiny four-wheel drive lever could have changed places as it is still in the same awkward position and takes some effort to slot in. Also, the five-speed manual gearbox is still not light or easy to use and has an inconsistent feel while slotting into gears. Get On Road price of Mahindra Thar from Mahindra Dealers in Hyderabad at Carzprice

RIDE AND HANDLING

Driving it in city conditions is not recommended at all provided you don’t wish to throw and show muscle power on other citizens. The engine takes it own sweet time to gather and deliver momentum and the engine demands to be peaked at every shift to make sure there is enough power available all across the band. However, take it on less travelled surfaces and the Thar feels at home. Climb mountains, drive on peak and troughs or just make doughnuts on sand, it does all of that with great confidence. The high approach 44° and 27° departure angle makes it a great off-roader.The new addition of rear lockable differential gives more traction while manoeuvring on such impossible terrains. The rear wheels work in tandem with the front and do not lose out on power even on slippery terrains. It is indeed a fantastic addition to the Thar and will be appreciated by enthusiasts.

SAFETY FEATURES

As wonderful as the Thar is, my primary problem has always been that the Mahindra is as safe as a box of cereal. And just like said box, it does not get ABS, ESP or airbags. The only thing stopping you from certain death is that body and chassis that is built like a tank, I’m sure. It isn’t really safe out on the highways either. It feels really hairy at high speeds and the steering doesn’t correct itself too fast, which means you have to manually assist to straighten the car out of tight turns.

CONCLUSSION

Mahindra Thar is for those who prefer performance over looks, the UV has been built to deliver power packed performance. Well known for its off-roading traits, Thar offer a great run. The new improvements made to the vehicle further improve the brand Thar which earlier was known as a suave UV. Although, still a lot is missing on the vehicle and considering the price it is offered at it seems it could get much more options. However, comparing it with all other off-roaders in India Thar is a viable option

 

Mahindra Bolero Test Drive

OVERVIEW

We believe that small adjustments make a big difference. In our day-to-day life, small things give us immense joy, be it a successful bargain with a vegetable vendor or a small drop in the fuel prices. In a similar fashion, a small adjustment in the length of the car gives automakers a lot of benefits. This encouraged manufacturers such as Tata, Maruti, Ford and Volkswagen to develop sub 4-metre cars. Due to the growing popularity of SUVs, Mahindra was the first company to introduce a sub 4-metre SUV, the Quanto. Mahindra also offers the TUV300 and the NuvoSport in this segment and now we have a new entry from the company, the Bolero.

That last bit is what has driven everyone from Tata and Maruti to Ford and Volkswagen to develop sub-4 metre offerings. However, with SUVs becoming the demand of the day, Mahindra was first to introduce a compact offering in the body style, by giving the Xylo a little adjustment to create the Quanto. M&M followed it up with the TUV300, NuvoSport, and now, it’s put the Bolero under the knife as well. Get detail features, specs and price of Mahindra Bolero in Carzprice

Mahindra’s beloved cash-cow now gets a version which loses a few cms in length, a few cc’s in displacement and healthy few Rupees in price too. So is this downsize a compromise?

EXTERIORS

This new Bolero Power+ remains virtually identical to the standard Bolero except at the edges. Look closer and you’ll notice that the front bumpers are actually inward sloping and don’t jut out any more. Even the metal foot plate at the rear has been re-designed so that this vehicle qualifies as a ‘compact car’. There are some badges on the sides with the ‘P’ in Power+ marked in red which suggest that this is the more powerful version (more on that in a bit).

INTERIORS

Mahindra Bolero Power+ has several features, but nothing new as such. It has power steering, power windows, manual AC, music system, keyless entry, in-dash music system. There is even bluetooth connectivity as well. The instrument cluster is digital on the Bolero and the higher variants get micro hybrid technology too. The Mahindra Bolero Power+ even gets stylish interiors.

In terms of space, there is no change on the Mahindra Bolero Power+. It has seven seats, the second row is tight on knee room and the third row is good only for short distances as it gets jump seats. The boot too isn’t that large. What makes this a good deal is the fact that it now without any compromise on space or power, the Mahindra Bolero Power+ is more affordable.

PERFORMANCE

The Mahindra Bolero Power+ comes with a 1.5-litre diesel engine and it is more powerful than the older 2.4-litre unit. The oil-burner produces 70 HP of power and 195 Nm of torque. Torque delivery is smooth and linear. The car accelerates in 3rd gear from crawling speeds without much of a fuss. Acceleration is tiring slow, however, and 0-100 km/hr comes up in 20.76 seconds. There is some turbo lag but the mid-range feels punchy. There’s not much action after 4000 RPM though. 100 km/hr in 5th gear comes up near the 2500 RPM mark.

The new engine is very refined compared to the older unit and the clatter isn’t as bad as earlier. The insulation is very good and we were actually very surprised by the refinement. The Bolero Power+ isn’t meant to be driven fast at all and it is best enjoyed at cruising speeds. Gear shifts are very long and notchy but the clutch is super light. The Bolero Power+ has a claimed fuel efficiency of 16.5 km/l and we still managed to extract 15 km/l under normal driving conditions. The large fuel tank ensures that you get a range of around 700 kms on a full tank.

RIDE AND HANDLING

While overtaking on the highways, if the vehicle is not loaded takes good effort to push it but then the Bolero seems to die completely when fully occupied. On highways the engine response is very discouraging and the lack of power gets very evident. Not to forget the excess noise that penetrates inside the cabin making it a noisy one.

The handling quality is weak and needs some major improvement from Mahindra. It is not a very easy to maneuver vehicle and gets a bit sticky in some scenarios especially as the gear stick behaves like a sore thumb. The brakes are of average quality and do not offer a precise feedback whatsoever. We got a real time mileage of 12 Kmpl which is average compared to the competition.

BOTTOMLINE

Why bring in another Bolero when you’re going to sell the older version as well. Mahindra says that the two SUVs will cater to different customer bases – one which wants the newer engine as well as lower running costs, and the second which wants to still go ahead with the older, proven engine and mechanicals. The company has added a three year/one lakh kilometres warranty package now on the SUV.

At Rs 8.03 lakh ex-Mumbai, the Bolero isn’t the best value, especially for someone looking for a more urban-biasedvehicle. Instead, for Rs 7.74 lakh, you get the TUV300 T4+ which has got ABS as well as airbags, is more powerful and feels far more modern. Of course, the Bolero will be the more logical choice for rugged, rural use. Another fun reason to buy a Bolero in white? People inadvertently mistake you for a cop. Traffic parts ways for you, and I actually saved good time on my commute home! Seriously though, given the popularity of the Bolero (over ten lakh have been sold so far), I see no reason why the cheaper and more powerful Power+ shouldn’t be a hit with its target audience as well.

Merecedes Benz C Class Specifications & Transmission

OVERVIEW

In spite of what automobile pundits say about the Indian car market, nothing has fazed Mercedes-Benz, a manufacturer which is set to launch its 10th product and also the most important for the Indian market, the fourth generation C-Class. The importance of the C-Class in India can’t be questioned as we are among the first few to get the right-hand drive model. While it has been the entry to the coveted three pointed club for the whole of last decade, the C-Class has now grown and is no longer Mercedes’ entry-level model in India. Justifying its upward movement in positioning is the car itself, the new C has been heavily influenced from the new S but how good a thing is that? For detail review, features and price of Merecedes Benz car models visit Carzprice

EXTERIORS AND LOOKS

Not surprisingly, when it comes to exterior styling, the 2015 Mercedes-Benz C-Class seeks inspiration from the new S-Class. It has similar silhouettes as an ‘S’ with a long bonnet, coupe-like roofline and stub tail, but is only smaller in terms of proportion — truly justifying the ‘baby S-Class’ tag.

The Indian version comes with a more distinct Avantgarde face with a bolder two-slat grille which houses a large TriStar Mercedes emblem. The front bumper flaunts an intricate design, including large flared-wing-like air dams and aero lip. But the jewel on the crown is the complex layout of the full LED, adaptive headlights with delicately set Daytime Running Lights.

The muscular side profile shows off prominent light reflecting character lines, intense wheel arches and a thin chrome strip that runs till the rear bumper. The details on the LED taillights are equality impressive. I particularly like the integrated spoiler and chrome diffusers at the back which not just look striking, but also help bring down the new C-Class’ drag coefficient value to an impressive 0.24. The only disappointing bit is the 17-inch 5-twin-spoke alloy wheels which resemble the ones from the outgoing model. The 2015 Mercedes-Benz does manage to deliver an upscale and desirable design as expected from a car of its class.

INTERIORS AND CABIN

As the first interior developed in Mercedes’ Italian design studio, the C-Class cabin artfully blends modern high technology with evocative classic design. One of the few questionable elements is the tabletlike infotainment screen mounted atop the dashboard, but its perfect placement in the driver’s sight lines makes up for any awkwardness. Opting for the panoramic sunroof also reduces headroom, though 6-footers will still have enough space.

Materials quality is excellent, whether you stick with the standard MB-Tex simulated leather upholstery or upgrade to genuine leather. The center stack is particularly attractive, as it’s cut from a single wood veneer sheet. The cabin also gets high marks for usability thanks to Mercedes’ COMAND infotainment interface. The dial controller is very intuitive, but the trackpad hovering above it does take some getting used to. The trackpad uses smartphone gestures (pinch, taps and swipes) to operate some of the features, but it’s not initially clear when to use them.

Front seats provide excellent support and a wide range of adjustments for all-day driving comfort. The sedan also offers adequate room for rear passengers; only the tallest riders will wind up feeling cramped in the backseat. However, the two-door’s rear seats are cramped by comparison, and only smaller passengers may be comfortable back there. For Price details of Merecedes Benz C Class check out in Carzprice

ENGINE AND PERFORMANCE

Do you like having plenty of engine choices? Well then good news! The C-Class offers a wide range of engines. The base engine (in the C300) is a turbocharged four-cylinder. For many drivers, this engine should have all the power they’ll need. It feels potent, and it also gets good fuel economy.

AMG C43 models feature a twin-turbo V6 that has better power and acceleration – but worse fuel economy – than the four-cylinder. For the best possible performance, you’ll want one of the high-performance AMG models. The AMG C63 and C63 S each feature a twin-turbo V8. The C63’s engine puts out over 450 horsepower, and the C63 S’ has over 500 horses. Mercedes claims that both AMG models will go from zero to 60 mph in 4 seconds or less, and test drivers report a quick response whenever you press the gas.

RIDE AND HANDLING

The familiar 2.1-litre diesel in the C 220 and C 250 BlueTEC has been fettled for economy and silence, and just mumbles gently while serving useful overtaking performance (although it can get raucous when revved, and isn’t the quietest from cold). The steering gets more direct off-lock and the calibration is terrific. Thanks to the weight cut of 100kg or so, the car never feels bloated. The C isn’t set up to be power-interactive in bends – the attitude is always mild understeer at road speeds – but it’s ultra-faithful and capable. The ride is supple too. OK it pogoes a bit if you nudge the ‘agility control’ switch towards the sporty settings, but you can opt for ‘individual’, and set chassis and powertrain eagerness independently.

The ultimate C is the C63 S, with an M3-beating 517bhp for 0-62mph in 4 seconds. There’s a lesser 483bhp AMG too, but you have to go full fat.

And of course the C is a brilliant cruiser. Driver-assist options use radar, stereo camera and ultrasound to figure out what’s going on all around, further taking the load off the driver. It can look for – and take action to avoid – vehicles, people and other obstacles coming from pretty well any direction except outer space

SAFETY FEATURES

Most luxury small cars earn excellent scores in crash tests, and the C-Class follows suit, getting a five-star overall rating (the best possible) in tests conducted by the National Highway Traffic Safety Administration. The Insurance Institute for Highway Safety designates the C-Class as a Top Safety Pick. Still, as high as the C-Class’ scores are, some competitors’ are even better. The Audi A4 and Volvo S60 both earn the IIHS’ Top Safety Pick+ designation.

The C-Class has more standard driver assistance features than class rivals like the Audi A4 or BMW 4 Series. Among them are several features that are uncommon – if not unique – for the luxury small car class. Crosswind assist helps keep the vehicle stable and in line when it detects strong winds (when you’re driving through the mountains or during a rough storm, for example). Driver drowsiness monitoring can detect signs that you might not be fully alert and let you know before you fall asleep at the wheel. Mercedes’ Pre-Safe preps occupants for a crash by tightening seat belts if it detects that a crash is imminent.

There are many available active safety features as well. These include features that are standard or available in many competitors, such as a rearview camera, blind spot monitoring, and lane keep assist. There are still some available features that are less common, though. These include pedestrian detection, traffic sign recognition, and active park assist, which helps you size up a parking spot before you try to fit into it and then helps you park.

CONCLUSSION

The new C-Class is a lot better than competition in all aspects including the outgoing version. The new C-Class is locally assembled and it costs INR 43 lakhs (on-road). It is just like the Apple iPhone 6 Plus, stylish and feature-loaded but a bit on the expensive side. As for competition, they need to do a lot of catching up.Mercedes Benz C Class C 220 Cdi Style comes in 5 colours, namely Polar White,Iridium Silver,Cavansite Blue,Obsidian Black,Palladium Silver. Check for low interest car loans on Merecedes Benz C Class

 

 

Toyota Etios Cross review, test drive

Toyota Etios Cross Price in India

 

Toyota seemed to be in a similar mood when they announced Etios Cross at the 12th Auto Expo in India. One associates the brand primarily with two models; the Innova and Fortuner. The former is the ultimate MPV while the latter is a popular premium SUV in India.

 

Unfortunately, the fame and success enjoyed by the above models never crumbled down on its entry level cars. Etios Liva, which marked an entry in the hatch segment, could not battle it out with the competition. Lack of premium interiors and dated design made buyers shy away from it. To regain lost confidence and engage more with the adventurous type, Toyota launched the Etios Cross. This crossover claims to be bold with an attitude. Our first impression report reveals more on it.

 

EXTERIOR AND LOOKS

 

From the front the Toyota Etios Cross sports a new smiling grill that stretches from light to light that later extends down like a chinese mustache. The lights though similar to the old a elongated on the inner side to match the grill. The new bumper is huge and very sporty and is loaded with a lot of cladding to put on the crossover mask. Beside the silver mustache at the base of the bumper on each side are the fog lamps that looks like two dimples on the cheek. This is something you may find in WRC rally cars. Just the huge spoiler at the back is missing.

 

The is also a silver cladding at the base like a small goatee on the face. There is a cladding that starts from the front to the side and flows into the rear too. From the side the Toyota Etios Cross is the same except for 3 changes. Now the indicators are on the mirrors and the sharp design is lovely and the other being the new chrome multi spoke alloys adds a sporty feel with sophistication and body cladding for the crossover effect. The side cladding is divided into two parts the fibre at the top and a silver touch at the base.

 

The rear too is the same but now the entire bumper is fibre and has a silver cladding in the centre. Unfortunately it misses out on sensors like the Etios and Viva. There is a fibre cladding on the bootlid too which houses the ETIOS CROSS badging. The tail lamps are clear and remain unchanged.

 

INTERIOR AND CABIN

 

The image quite clearly shows that the Etios Cross has dark Black tone interiors with matte finished platic parts looks quite premium. The steering wheel gets audio controls (only available with the top variant though) which definitely comes in handy. The gear levers are also covered in leather which adds a premium feel to the vehicles interiors. The speedometer is placed at the center of the dashboard and has a combination of Black and Blue colors which make it look unique and also easily readable. The seats also have the Etios Cross stitching which makes the interiors feel special.

 

The Etios Cross has a seating capacity of 5 adults, while the rear seats can accommodate 3 occupants quite comfortably and because of the semi flat central tunnel the person seating in the middle of the rear seat won’t feel cramped.

 

ENGINE AND PERFORMANCE

 

Like the Etios sedan and the Liva hatchback, the new hatchover is also available with two petrol and one diesel engine option. The 1.2-litre petrol mill powers the base petrol model ‘G’ delivering 79bhp and 104Nm of torque. The more powerful 1.5-litre unit does duty for the ‘V’ variant sending 89bhp and 132Nm to the front wheels. The diesel GD and VD variants use the sedate 1.4-litre turbocharged engine producing 68bhp and 170Nm of torque.

 

We briefly drove the V petrol and V-D diesel variants and although there is some increase in weight compared to the Liva, the performance is pretty similar to the hatchback. The diesel is lacklustre in comparison to the petrol, although there is no turbo lag, the engine lacks grunt and needs to be revved hard if you don’t want to miss the quick overtaking opportunity. It also highlights the poor NVH levels, although that should not be too much of a problem in petrol as the four-cylinder unit sounds really nice. We had no opportunity of gauging the efficiency in our drive and the ARAI figures of two petrol and diesel are 17.71kpl, 16.78kpl and 23.59kpl respectively.

 

The steering is a bit vague and even though it does weigh up, it feels artificial. The ride quality is good, the Etios Cross absorbs all the bumps without much fuss. The ground clearance is marginally higher than that of the Liva (may be 5mm, no confirmation from Toyota), courtesy 15-inch alloy-wheels that also look nice. There is hardly anything exciting about the performance of the Etios Cross, but it is capable of plying on all sorts of roads, also with a ground clearance of well over 170mm it can also occasionally venture on the unpaved country roads.

 

DRIVING DYNAMICS

 

Toyota Etios Cross handling is a bit off mark at high speeds but it is decent in city driving, courtesy the 3-spoke leather wrapped electric power steering with tilt function. The audio controls find a place on it too, so that the driver can comfortably set the volume according to his desire. As for performance, the company hasn’t tweaked or tinkered the all three engines; so it is a good performer spontaneously. The 1.5L petrol engine propels the crossover touch the 100kmph mark from standstill in a mere 11 seconds while clocking 160kmph as top speed. The other petrol engine, the 1.2L, achieves the 0-100kmph in a comparatively larger time span due to less powerful and mileage oriented. Precisely, it touches the 100kmph from standstill in 14 seconds along with a top speed of 150kmph. The 1.4L diesel mill focuses more on fuel efficiency and hence, lacks behind the petrol models by a fair margin. It crosses 100kmph barrier from standstill in 18 seconds and measuring top speed as 160kmph.

Book a Test Drive for Toyota Etios Live

 

SAFETY

 

The Toyota Etios Liva hatchback has received 4 stars from Latin NCAP, which makes it quite a safe car. However the vehicle which was tested was equipped with dual airbags at the front. The Etios Cross gets dual airbags on the top V (or VD for diesel) variants. The base G doesn’t get airbags, nor does it get ABS. ABS with EBD is offered as standard on all diesel trims of the Etios Cross. With cars like the Hyundai i20 getting 5 stars from NCAP, we expect the world’s largest automaker to beef up safety on the Etios.

 

CONCLUSSION

 

The Etios Cross looks rugged and retains the same Etios range of engines. It is easy to drive and comfortable too. However, the badge Cross doesn’t justify as its ground clearance hasn’t been improved and the Etios Cross has an increase of just 4mm. This is more of a cosmetic upgrade, hence the price hike should be much.

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Toyota Etios Cross Ex Showroom Price in Hyderabad ranges from /- (Etios Cross G) to  8,06,675/- (Etios Cross D 4D VD) .Toyota Etios Cross has 3 Variants of Diesel are available in India. Toyota Etios Cross comes in 8 colours, namely Celestial Black,Harmony Beige,White,Ultramarine Blue,Classic Grey,Symphony Silver,Inferno Orange,Vermilion Red.

Hyundai Tucson Review & Ratings

Hyundai Tucson Price in India

Hyundai launched Tucson SUV in India priced at Rs 22.24 lakh (on-road price, New Delhi) in petrol and diesel variants, with a 2WD drivetrain. Missing out on the AWD version, Hyundai will soon add the AWD drivetrain to the carline in May 2017. The all-wheel drive system on the new Tucson will be the Active On-Demand 4WD with 50/50 front and rear lock mode system and it will be offered with the 2.0 litre, four cylinder CRDi unit. Additionally, it will get an all-black interior with a panoramic sunroof. Hyundai Tucson re-entered the Indian market in November 2016 after the premium SUV was phased out in 2010. The new Hyundai Tucson is positioned between Creta and Santa-Fe in Hyundai India’s SUV line-up. Currently in third generation, the 2016 Hyundai Tucson is built on the Fluidic Sculpture 2.0 design philosophy and features multiple design elements that accentuate the imposing exterior profile. The Hyundai Tucson India-spec model is available with a choice of two engines and two transmissions in a total of five variants.

 

EXTERIOR AND STYLE

Hyundai’s ‘Fluidic’ design philosophy was a runaway hit when it was showcased to Indian customers with cars such as the Verna and the Elantra. Over the years, the language itself has evolved to suit conservative tastes and has been distancing itself from bold and distinctive design traits.The new Tucson is based on the evolutionary ‘Fluidic 2.0’ theme, that mixes the curvy overtones of the older Hyundais with cleaner lines. In terms of size, the Tucson fits in right between Creta and the Santa Fe. The overall theme of design is a mix and match of its SUV siblings too. Up front, it gets Hyundai’s signature cascading grille, that takes up a bulk of the real estate. There’s a nice hint of aggression to the face, courtesy the rounded headlamps, the large mock intakes and the positioning of the daytime running lamps and the foglamps. The top-spec Tucson will feature a dual-barrel LED lighting setup, which we think looks super cool. Lower trims will get a standard projector headlamp setup. Adding to the aggression are the crisp lines on the bonnet and the wheel arches that flare outwards. We particularly like how Hyundai hasn’t gone overboard with the usage of chrome on the Tucson (especially at the front) and chosen to keep things classy.

Round to the side, the Tucson seems a notch curvier than the Creta thanks to the rounded wheel arches. None the less, it does feature the sharp shoulder line – which has become synonymous with Hyundai designs – that emanates from the front fender and runs across the length of the car. The massive 18-inch diamond cut alloy wheels fill up the wheel wells nicely and are wrapped with chunky 225/55R18 tyres. Again, we love the tasteful use of chrome here that highlights the window line that tapers towards the C-pillar, and the little dabs on the door handles. NeatThe rear profile does instil a sense of deja vu. While a few will feel it looks like an overgrown Active i20, most will draw parallels to the large Santa Fe. The rear has been kept fuss-free, with the large wraparound taillamps grabbing most of the attention. Just like the headlamps, these get the LED treatment as well. The customary matte-black cladding, the faux skidplate finished in matte silver and the twin-tip chrome exhausts compliment the butch looks rather well.

 

INTERIOR AND COMFORT ;

On the inside, the Tucson looks more Hyundai Creta than Santa Fe. The Creta’s cabin is a good place to begin with but upgraders will expect something more and distinct. There is a two-tone black and beige dash with a distinct separation between the dual zone HVAC and the entertainment unit. Speaking of which is an 8-inch touchscreen like the one in the Elantra, with both Android Auto and Apple CarPlay. Thankfully, there are also knobs and dials for a few of the functions. The dials are crisp to read and have a 4.2-inch colour screen between them for trip computer and other info. Below the HVAC are two power sockets and one USB slot, but in today’s connected times, it should have been the other way around. Interestingly, the higher-spec car gets a slightly different centre console floorpan with an extra cubby hole and a larger central console box. The multi-function steering wheel is leather-wrapped as are the seats, armrests and transmission knob.

Interior space is generous and the legroom at the rear is very impressive. Furthermore the rear seat backs also recline, the only thing is that the rear seats are set quite low and thus with window line higher than usual your view outside is slightly reduced.   The boot is large with 513 litres of storage. It can be accessed with the auto-opening feature ala Elantra, where it pops open if you stand near with the key on you. But just like the Elantra we had trouble getting this to work all the time. The boot can be extended with a 60:40 split rear seat.The all-automatic cars have six airbags, with the manual one getting just two. ABS with EBD are standard and the top trim gets electronic stability control, hill start and brake assist along with downhill brake control. Parking sensors are present for the front and rear, along with a rear camera view.

 

ENGINE AND TRANSMISSION

Hyundai offers two engines and two gearboxes. The 2.0-litre petrol is the same motor from the Elantra but in a higher state of tune (155PS compared to 152PS) and comes with either a six-speed manual or automatic. However, the more exciting news is the new 2.0-litre turbo diesel that also offers the same choice of manual and automatic gearboxes. Given how creamy smooth and linear Hyundai’s current diesels are, expectations are high. Initial impressions are good with 185PS and 400Nm, numbers right up there with European motors in more expensive machines. Push the start button and you’ll notice that the engine sounds a little louder than the 1.6-litre Hyundai diesel from the outside. However, excellent sound deadening ensures things stay smooth and relatively quiet in the cabin when the doors are shut

The engine offers a linear power spread and is decently free-revving but I found no need to cross 4,000rpm, riding the large wave of torque is the way to go. We drove the six-speed torque converter automatic and discovered an able and willing partner but not the fastest unit out there. Shifts are quite quick and seamless but the gearbox takes a tiny moment to respond to inputs on the throttle when the vehicle is coasting. This is because it is eager to drop revs to idle when the driver lifts off the throttle. The act of the gearbox re-engaging when the driver gets back on the accelerator is what causes the delay. It’s a fuel saving measure that persists in both Eco and Sport mode.Elaborating on the two modes, Eco dulls throttle response and encourages the gearbox to shift up early early while Sport offers sharper responses to inputs from the right foot and ensures the gearbox holds gears longer. There are no paddle shifters but manual shifting is possible through the gear selector. The manuals don’t get these modes but instead offer adjustment for steering weight, called Flex Steer.

 

RIDE AND HANDLING

The Tucson has a pliant ride overall, however there is some scope of improvement. It handles well with minimum body roll. the Tucson suspension has rebound dampers which hep controlling body roll. However, the low speed ride gets harsh. What we like is that the steering is weighted and it not very light as in some other Hyundais. However, there is still some kind of disconnect and it doesn’t feel as confidence inspiring as some of the competition.The Tucson may not entice the enthusiastic driver but it is still good for normal driving and manages well even at high speeds. The brakes are good but they do tend to bite suddenly, something which we had also experienced in the Creta.

Book a Test Drive for Hyundai Tucson

 

SAFETY

For safety, dual airbags, ABS with EBD, ISOFIX, rear parking sensors and a rear camera come as standard. While the AT ‘GL’ variant gets front parking sensors plus side and curtain airbags too, only the range-topping ‘GLS’ grade gets ESC, vehicle stability management, brake-assist, hill-hold and hill-descent control.

 

CONCLUSSION

The 2017 Hyundai Tucson is a good package and can be a great choice for someone who wants a 5-seater SUV and doesn’t mind having only 2WD. The Tucson is definitely priced a bit on the costlier side and even though it should be rivalling the Mahindra XUV500 and Honda CR-V, don’t be surprised if people start comparisons with the Ford Endeavour and Toyota Fortuner. The Tucson isn’t an out-and-out proper SUV but more of a soft-roader, and it should definitely be your pick if you want a nice diesel SUV that isn’t as large as the Endeavour or Fortuner.

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Hyundai Tucson Ex Showroom Price in Gurgaon ranges from  17,98,709/- (Tucson Nu 2.0 6 Speed Manual Base) to 25,17,979/- (Tucson R 2.0 6 Speed Automatic GLS).Hyundai Tucson has 5 Variants of Petrol are available in India. Hyundai Tucson comes in 5 colours, namely Wine Red,Phantom Black,Sleek Silver,Pure White,Star Dust.

Honda Jazz: Review and Rating

Honda Jazz Price in India

Honda’s reborn Jazz gets several updates, including design changes on the outside and a spruced-up cabin stuffed with equipments for making it snugger. Despite underpinning a new platform and embodying various styling changes, the Jazz is evidently reminiscent of the older one, which implies that the basic silhouette of the premium hatchback remains unchanged. Though, quite contrary to it, Jazz’s version still has a lot on offing, which was missing earlier and keeps your interest alive in it. One of the most prominent changes made to the nose is the front grille that meets seamlessly with the headlights, thus making it appear like a single unit. Also, the strong beltline stretched until the tail lights accentuates the side profile and renders the much-required assertiveness to the hatchback.

 

EXTERIOR AND LOOK

The earlier Jazz was such a looker as it had all the right elements in the right proportion. Even now, the previous design doesn’t look dated and scores impressively compared to others in the same range. It simply looked as if designed with patience but the same can’t be said about the new gen.The new one instead is more geeky and futuristic with lines directly lifted from the concept. It might intend to look like a daily commute but at the same time has serious potential to resemble a mean super hot hatch. A single piece front with a short hood profile and a mono rear shape with an elevated roof integrated spoiler needs something as trivial as dark matte alloy wheels, side skirts and a pair of sporty exhaust to bring out its racing side.

Without getting too carried away and focussing on the present, it gets slender headlights flowing in line with a mono style radiator grille. This piano black grille connects the headlights and also houses the turn indicators. The Honda logo sits firm on it. There is a subtle chrome highlight which flows underneath the radiator grille. There is more muscle on the front bumpers with a strong scoop for fog lamps.If seen along the length, it looks more compact than before which is just an illusion as the new Jazz is longer by 55mm. The wheelbase too has been lengthened by 30mm. The intention to alter its dimensions was to add more room inside the cabin; to make the occupants feel more comfortable. The width and height of the New Jazz remains same as before.

The short hood line with a small front overhang gives it a sharp look. To give more character to the side, there is a wedge line rising along the length with a subtly defined lower contour. The roof line, as seen before, doesn’t taper down as it keeps flowing till it meets the integrated roof spoiler. To make it look equally sporty, there are new tornado inspired 15” alloy wheels running on 175 / 65 R15 tyres, which had looked nicer if were wider.The wedge line running on the side reaches the rear section and extends into the new combination LED tail lamps. The roof spoiler is the best feature in terms of aesthetics with a wide rear windshield. There is a chunky chrome band under the screen highlighting the brand logo. The rear bumper too gets scoops with a closed wire mesh.

 

INTERIOR AND COMFORT

Open the large doors and an all black theme welcomes you. They do instill a sense of Deja Vu as the cabin borrows heavily from the Honda City. The centre console sits at the focus, and it comes with a very neat assortment of buttons and switches. The piano black finish for the entire console brings a premium aura to the entire cabin. We’re sure that you’ll love the 6.2-inch touch screen that is incorporated into the console, and a noteworthy point is that it comes along with DVD playback, navigation and can play music from a host of inputs.

Arranged right beneath this is a feather-touch climate control screen, with controls spread out right underneath it. While it does look cool and futuristic, operating it on the go is a bit of a bother. While we have no complaints on the performance of the air-conditioning, we have to point out that the fan is awfully loud.Integrated into the centre console, in front of the gear-knob are two cup holders. Three more storage slots have been put in place of the armrest, and this may go as a strong bonus for some, and a slash in comfort for others.

The steering wheel is just the right size and feels good to hold. However, it skips out on telescopic adjustment (VW Polo has it). The wheel is shared with the Honda City. The difference, notably, is the lack of cruise control buttons. The basic audio controls have been incorporated into the left, while the telephone buttons are placed behind the wheel.As for the instrument cluster, the dials lack the illuminated blue rings that you’d find in the City. The three-pod instrument cluster house the tachometer, speedometer and a multi-information display (MID). The MID reads out trip details and average fuel efficiency. The pod also houses an instantaneous FE meter, a readout for the outside temperature and the fuel gauge.

There is decent amount of bolstering for lateral support. Even people with heftier builds will have little reason to complain here. Cushioning is adequate and the seat also gets height adjustment. Getting into a comfortable driving position is not a big task, although a telescopic adjust on the steering wheel would have made it much easier. The rear bench is amongst the most spacious in its segment. Sitting three abreast is possible. Knee room and headroom are amongst the best in its class. A noteworthy feature is that the rear bench can recline by a couple of degrees to the back. For someone who dislikes the upright seating posture, the reclined posture keeps the lower back a lot happier.The Jazz also gets something Honda chooses to call ‘Magic Seats’. The rear bench can be folded in multiple combinations, enabling the user to tailor space according to his/her needs. A segment exclusive feature, which is sadly restricted to the top-variants.

 

ENGINE AND GEARBOX

Under the stubby hood of the Jazz one can find either the popular 1.2-litre i-VTEC petrol or the relatively new 1.5-litre i-DTEC diesel motor. While the former is available with either a 5-speed manual or a CVT automatic, the diesel car gets a 6-speed manual similar to that of the new City. Starting with the petrol motor, this 1.2-litre unit is a familiar unit, previously seen in a range of Honda models including the Brio, the Amaze and even the old Jazz. Known for its refined nature and strong mid-range grunt, it produces 90bhp of power and 110Nm of torque, and in the new Jazz it retains those characteristics. During our stint behind the wheel, the petrol-powered Jazz felt fairly satisfying (if not thrilling) to drive, although I was bound to rev its absolute nuts off to make quick progress. Interestingly, the same engine in the Brio feels much stronger thanks to the car’s significantly less kerb weight. As for the gearbox, the 5-speed manual is also a familiar unit and like before, is a treat to go through the gears.

Going by the spike in demand for diesel cars, it’s the diesel-powered Jazz that, in all probability, will be Honda’s new big seller; powered by a 1.5-litre i-DTEC four cylinder motor, the diesel Jazz pushes out 100bhp of power and a meaty 200Nm of torque – familiar numbers for Amaze and City users. It’s the same unit which has received a lot of blow from the users for its harshness and keeping that in mind, Honda says it has invested in additional noise and vibration absorption techniques to reduce NVH levels. So has it worked? Yes, to an extent. However, it is still not as refined as say a diesel Hyundai Elite i20 and the diesel clatter is evident nearly all the time. Honda, though, fights back with a stronger midrange and a comparatively linear power delivery than most vehicles in its class including the VW Polo GT TDI and the Elite i20.

As far as fuel efficiency goes, Honda is claiming up to 27.3 kmpl for the diesel Jazz, making it one of the most fuel efficient hatchbacks on sale today. However, we couldn’t better 16kmpl during our stint with the car, although it was mainly down to our heavy right foot and the fact that our test route included a lot of negotiating through traffic. The impressive figure, no doubt, was aided by the smooth shifting 6-speed manual gearbox which uses a slightly different set of ratios compared to the City.

 

RIDE AND HANDLING

So how is the Jazz to drive? It’s as light and agile as you’d expect from a Honda hatch. Ride quality is excellent at slow and medium speeds. We haven’t got the chance to test its stability at high speeds due to the narrow roads of Goa but we did get to test the tyres. These are designed keeping efficiency in mind and so don’t offer the levels of grip we would have liked. The electric steering is light and offers no feedback, which is expected, but it weighs up well and is direct. The Jazz turns in well into corners and stays composed till the tyres reach their grip limits.cellent view of the surroundings, especially while parking the car. Coupled with the rear camera, the Jazz can be slot in tight spaces. The quality of the display screen however could have been better, especially in sharp sunlight.

Book a Test Drive for Honda Jazz

 

SAFETY

The Honda Jazz got a 5-star rating from ANCAP but the model tested was equipped with side airbags which aren’t offered in India. Honda is offering ABS and airbags as standard on more than one variant which is a good thing. However, side airbags could have been offered as an option, considering this car is targeted at those who travel with more people frequently. The Japanese automaker’s service network is close to 240 outlets strong and the service offered by dealers is mostly good.

 

CONCLUSSION

The changes that you will notice in the facelift Jazz hatchback are subtle, but the changes inevitably make the hatchback much better equipped so that it could face its new rivals easily. With all the expected changes that we mentioned above the hatchback surely looks well equipped and will prove to be much more value for money product.

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Honda Jazz Ex Showroom Price in Chennai ranges from  /- (Jazz V MT Petrol) to  9,29,572/- (Jazz VX MT Diesel).Honda Jazz has 12 Variants of Petrol are available in India. Honda Jazz comes in 6 colours, namely Sunset Orange,Golden Brown Metallic,Urban Titanium Metallic,Taffeta White,Carnelian Red Pearl,Alabaster Silver Metallic.

Audi S5 Review, Ratings, Specs, Prices, and Photos

Audi S5 Price in India

 

Audi has always aimed at delivering vehicles that are luxurious and convenient at the same time; Audi S5 2017 is no different. It is a good looking, performance driven car that has the sporty punch. Audi S5 images took the internet by a storm and the car in actual tells one what the hype was all about; it totally is a stunner. The vehicle drives maturely while the suspension is just right to give the passengers a comfortable ride irrespective of the road conditions. The only shortcoming for the vehicle can be that it has the shortage of space for passengers; other than that, it is an absolute winner from the house of the German maestro.

 

EXTERIOR AND STYLE

If our test car hadn’t borrowed color from an alphonso mango, it wouldn’t have grabbed as many eyeballs. Over the years, the design directive for the ‘S’ lineup has been rather simple. Be the proverbial wolf in sheep’s clothing. Be covert, blend in and let the engine do the talking! Clearly Audi forgot this when they painted this particular one. As expected, the S5 turned a lot of heads. If being the centre of attention is on your bucket list, make sure you opt for a loud red, a flashy blue or even this unapologetic yellow. Most of you will call it a slightly flashy A4. We don’t blame you – it is. For all practical purposes, the S5 is the same size as the A4. It’s just the right size honestly. It isn’t intimidating in any manner. In fact, you can jump in, drive off and feel confident about where the four corners of the car are.

The design is typically Audi. The curves and creases are minimalistic. It gets a large, open-mouthed grille, LED daytime running lamps and some lovely looking 18-inch wheels. If the large wheels didn’t give the sporty pretensions away, the S5 gets subtle albeit noticeable bits like the lip spoiler and quad exhausts that stamp the fact that it means business. The S5 is a four-door, unlike the mental RS5. The Sportback design means that the roofline slopes into the rear in one clean sweep. Overall, it makes for a clean and understated silhouette. The trademark differentiators are in place, though. The platinum finish on the hexagonal grille, brushed aluminium on the mirror caps and a garnish of S badges is hard to miss.While the design is clean, there’s no novelty in there. It feels like a mix and match of bits and bobs from different Audis all stitched together around the profile of the S5. We aren’t complaining. But, Audi, we think you’ve taken the family look a bit too far.

 

INTERIOR AND COMFORT

On the inside, we see a significant departure from the previous model. Right away, the most notable changes include the new infotainment display that is perched on top of the dash and the new layout for the HVAC vents. Since the display isn’t integrated into the center stack, the dash on the new S5 actually sits significantly lower, and the vents are now arranged in a straight line, running from one side of the dash to the other. The instrument cluster was replaced by Audi’s 12.3-inch virtual cockpit display to go with the 8.3-inch display on the center stack. The dash now has a flat face to it that is accented in a light gray color, offsetting the naturally dark ambiance created by the black trim.

The center console also features a new design. The shifter is much smaller and was moved farther back on the console. There are two cup holders up front, almost below the center stack, and a small control knob for the infotainment system is located between the cup holders and the shifter. It also looks like there is red, neon accenting in the cutouts on the side of the center console that match the red finish of the exterior – an optional feature on the A5 that offers up to 30 different colors, but may be standard on the Audi S5. With the new design, there is increased space for the driver and front passenger, and the dash layout makes the car feel wider.

The rear seatback has a 40:20:40 split that allows it to expand on the 16.4 cubic feet of available cargo space in the trunk. MMI navigation should come standard on the S5, as should Audi Connect with the LTE hotspot. As an option, the Audi Connect Safety and Service Package is also available, which works similar to GM’s OnStar, and allows owners to lock and unlock the car, check its geolocation, and call up vehicle status from a smartphone, smartwatch, or even fouth-generation Apple TV systems. Apple CarPlay and Android Auto connectivity are standard. For those wanting a concert hall on wheels, a Bang & Olufsen 3D sound system is available as an option.

 

ENGINE AND GEARBOX

What remains to be spoken of is the 3.0-litre TFSI V6 petrol mill under the hood of the S5. This is a supercharged petrol engine that pumps out 328bhp of power at 5,500rpm and 440Nm of torque at 2,900rpm. It comes mated to the seven-speed S-tronic gearbox that sends power to all four wheels via Audi’s renowned Quattro all-wheel drive system. A tap on the accelerator and the S5 kicks off dust to reach the 100kmph mark from standstill in less than five seconds. It tops out at a limited 250kmph.

Like most modern Audis, the Audi S5 too comes with five driving modes: Comfort, Efficiency, Auto, Dynamic and Individual. These modes change the response of the engine and gearbox, steering and suspension to give the S5 a tangible change in character. The changes are pretty evident with the engine revving higher, the throttle response becoming sharper, the ride becoming stiffer and the steering weighing up nicely in Dynamic mode. All of this goes light and soft in Comfort making the S5 feel like two very different cars.

So, in Comfort and Efficiency modes, the steering feel is lighter, the throttle response is slightly dulled, and the suspension is soft enough to make the S5 glide quietly and effortlessly on the road. Even the engine note – which isn’t loud to begin with but offers a sweet tone in the Dynamic – mellows to an unobtrusive mechanical note.

 

RIDE AND HANDLING

As for ride and handling, the first thing you should know is that the S5 Sportback doesn’t have adaptive suspension, so changing the Drive Select modes won’t affect the ride in any way; that’s a shame because it would have been a great differentiator from the conventional sedans. Still, the good news is that, though it’s based on the A4, the S5 doesn’t have the same soft, floaty suspension as that car, because it is an import. As a result, the car isn’t raised or altered in any way for India, and the ride is actually better for it. It feels controlled enough for you to corner enthusiastically, but it actually handles bumps and potholes quite well too. And yes, though it’s a fair bit lower than the average luxury sedan, only the very largest speed breakers will pose a problem for the S5’s belly. Where this chassis age does show is the steering, which has that numb lifelessness that characterised Audis of old, but is much improved on the newer cars. It’s not a deal-breaker, but when the rest of the package is so strong, the weakest link really stands out. The S5 of course has Quattro AWD, and an ESP system with a Sport mode of its own, which lets you have a little bit of fun while still keeping you safe.

Book a Test Drive for Audi S5

 

SAFETY

The car gets a 6 airbag system with dual frontal, side chest and side head-protecting airbags as standard. Side chest protecting airbags in the second-row outboard seats are available on the A5. It gets a pop-up bonnet for pedestrian protection, tyre pressure warning, light and rain sensor, ISOFIX child seat mounting and top tether. Other features include anti-theft wheel bolts, seat belt monitoring, anti-theft alarm and a variable restraint system. The A5 also has some electronic safety features like AEB (Autonomous Emergency Braking), ACC (Adaptive Cruise Control) and LSS (Lane Support Systems). On the service front, Audi has authorised service stations in most major cities in India.

 

CONCLUSSION

For all the posturing, the S5 isn’t a brat outright. It isn’t an out and out driver’s car either. The somewhat vague throttle and distant steering make sure of that. The gearbox grumbles, although annoying at first, can quickly be worked around. So it misses a bit of magic, but it is still a very likeable car. As expected from Audis, the S5 is an elegant, comfortable and rapid machine. So, if you are looking for a capable companion with a bit of a wild side for your long journeys, the S5’s mixture of naughty and nice will seem just right.

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Audi S5 Ex Showroom Price in Ahmedabad ranges from  70,58,081/- (S5 Sportback) to  70,58,081/- (S5 Sportback).Audi S5 has 1 Variants of Petrol are available in India. Audi S5 comes in 3 colours, namely Moonlight Blue Metallic,Monsoon Gray Metallic,Sepang Blue Pearl Effect.

TOYOTA FORTUNER : OFFICIAL REVIEW

Toyota Fortuner Price in India

 

Last decade, the full-size SUV segment was very popular, there were a multitude of options in the segment and every manufacturer who had presence in this space was enjoying decent sales. And then Toyota decided to launch the Fortuner, overnight sales of all other SUVs came tumbling down as Toyota sold more Fortuners than all other options in the segment combined. That’s how popular the Fortuner has been, averaging around 1000 unit sales a month which is a big feat considering the price of the vehicle. After 7 years of being on sale, Toyota has now launched the second generation Fortuner in India and it seems to have won half its battle with the design itself, or has it?

 

EXTERIORS AND STYLE

 

The exterior has been designed so that the Fortuner can do both the school run and go off-roading with ease. It has a modern SUV deisgn but it still retains the butch old school ruggedness that is visible in the SUV’s tall stance.

 

At the front, the SUV gets new bumpers and horizontal headlights. Chrome strips connect the headlamps to the front bumper. The redesigned grille gets two chrome slats between the headlamps. The fog lights also get chrome surround. There is no air intake on the hood that is present in the current Fortuner. The side profile makes sure that the SUV still has its tall and rugged stance. The belt line rises sharply after the rear window and then slopes gently towards the rear of the car. This gives the car a sleek look. The car gets new alloy wheels. The rear is rather simple in design. The Fortuner gets horizontal tail lamps with a thick chrome strip connecting them. The chrome strip has the word ‘Fortuner’ embedded in it.

 

The next generation Fortuner comes with roof rails, fog lamps, and keyless entry. The top end variant will also get LED headlamps with LED daytime running lights and LED tail lights, a power back door and a rear spoiler.

 

INTERIORS AND COMFORT

 

Inside the cabin, the tall and big exterior feel is retained. The driver seats are power adjustable. All seats in the Fortuner are comfortable except for the second row which could have been better with some more under thigh support. The headroom and legroom for all rows are generous, even the last row seats have decent space around them though the last row would be ideal for kids.No matter how tall and large you are, there is ample space for all passengers in the Fortuner. Another advantage of the seating in Fortuner is all seat at the same level and way above the ground which makes it feel very confident on long journeys and bad patches of roads.

 

This one also gets a new steering wheel which looks premium with leather cladding and pseudo wooden finished vinyls. The new steering wheel is better to handle but then the area on which it loses it the quality of buttons on the steering wheel which feel cheap and also are not properly illuminated in dark.It has a simple instrumental cluster showing the basic information as well as a small screen on top of the music system which given information about the distance to empty, gear engaged, temperature and also the trip distance covered. The dashboard of the Fortuner may not be extravagant but then it serves the purpose and has clean lines over it. The combination of beige and black along with the glossy plastic around the music system look decent. It is very surprising after seeing the dashboard design in Innova and Fortuner which look so decent that why don’t the Etios siblings, which have the weirdest looking dashboard have something like this.

 

The short and taut Auto transmission stick too has good quality finish and is very smooth to engage across all modes. The automatic variant should also have had paddle shifters to make the drive more exciting but sadly this one just has a simple sift and forget 4 speed stick.There are AC vents for all rows of passengers and the AC motor is very reliable and strong in cooling the cabin uniformly. One big turn off is the music system offered in the Toyota Fortuner, whose performance is way below expectations and does not do any justice to the overall image of this vehicle.With so much of area all over, the storage options in the Fortuner too are very grand. Cup and glass holders can be seen across all the rows and door pockets. A large and useful utility box just underneath the front row armrest is apt for storing miscellaneous articles. The armrest however is not adjustable unlike the one in Mahindra XUV500, which is of greater comfort on long journeys

 

ENGINE AND PERFORMANCE

 

The 2.7-litre petrol of the Toyota Fortuner 2017 has amazing refinement. The engine has decent power. The torque is linear and is a good engine for cruising. This engine is offered with a five-speed manual and six-speed automatic transmission options. It only has a 4×2 variant. This engine is peppy and is a comfortable highway cruiser. One doesn’t needs to pick the diesel unless there is a lot of driving on the cards. The petrol engine will do the job well and it is a lot more affordable also.

 

Book a Test Drive for Toyota Fortuner

 

The 2.8-litre diesel engine of the Toyota Fortuner 2017 will be the major seller. What is special is its performance. When the turbo kicks at about 1700rpm, there is more than sufficient torque to overtake. One major upgrade is the engine refinement. The cabin insulation and even engine noise has been reduced drastically.  The engine feels peppy and has more than sufficient power. This comes with six-speed manual and automatic transmission options. There are 4×2 and 4×4 variants on offer too. The manual version has iMT option too. This helps to match the engine revs improving the smoothness during shifts.  All the Fortuners even have two modes, Power and Eco. The iMT being the third on the diesel manual.

 

SAFETY

 

The electronic  package consists of a vehicle stability system for traction control, brake assist, hill assist, downhill assist, 7-airbags, whiplash control seats are among the host of safety feature options available on the new Fortuner. There are bi-xenon projector lights with auto-levelling function as well as puddle lamps on offer.

 

CONCLUSSION

 

The Toyota Fortuner is one big burly SUV which reinstates what SUVs should be like. It is big, wide, heavy and macho and that is what manufacturers should think about while making SUVs. It has enough grunt to tackle any terrain and coupled with the 4×4 system, the car is almost unstoppable. We simply love this menacing bully of a car, and it has bowled us over with its charm.

Toyota Fortuner Ex Showroom Price in Pune ranges from 24,41,100/- (Fortuner 2.7 4X2 MT) to  29,17,900/- (Fortuner 2.8 4X4 AT) .Toyota Fortuner has 6 Variants of Petrol are available in India. Toyota Fortuner comes in 7 colours, namely Clean and Prominent Super White,Rich and Glimmery Phantom Brown,Modern Grey Metallic,Sporty & Fashionable Avant-Garde Bronze,3D Silver Metallic,Deep and Brilliant Attitude Black,White Pearl Crystal Shine.

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Honda Accord | In-Depth Model Review

Honda Accord Price in India

 

Although Hybrid technology has been catching up slowly, it took the

odd/even rule in the Delhi NCR region to get the common man to know

about it. The Accord, Honda’s flagship sedan, has enjoyed its success

in the past and has done rather well for itself. Now Honda has decided

to revive the Accord brand, only difference being that this time it

will be available as a Hybrid. It will compete directly with the

Toyota Camry Hybrid in this rather niche segment

 

What made Honda decide on the Hybrid? Statistics clearly show that the

Camry sells more in the Hybrid form and that was reason enough for

Honda to follow suit. It isn’t the first time Honda is bringing the

Hybrid technology to India. Honda had launched the Civic Hybrid

previously with little success as this car was much ahead of its time.

This time however, the Japanese manufacturer is confident that the

Accord will shake up the segment. We took the Accord for a short spin

in Hyderabad to find out more.

 

EXTERIORS

 

A new thick chrome slat grille comes on the Honda Accord Hybrid. The

LED headlamps have DRLs as well. The new fascia makes the Honda Accord

Hybrid look bigger and more premium. It has a strong road presence

too. The side profile is not very different from the earlier car. The

rear looks quite similar to the the BMW 5 Series. The new Accord is

very much European is design and also a lot more appealing. It wears

the Hybrid badging on the side and the rear.

 

INTERIORS

 

Move inside the luxury sedan and there are features and technologies

that one would expect on a luxury vehicle. Buttons surrounded on the

steering wheel for audio and cruise controls make sure the driver has

a completely undistracted experience. The combination of the beige and

dark grey theme with faux wood inserts enhance the elegant appeal. You

also get two screens, one for the lane departure warning, which is

Honda’s exclusive patent and an AVN or Audio, Video & Navigation unit

that pairs with a smartphone.

 

The Honda Accord Hybrid also comes with Apple CarPlay and Android Auto

functionality that mirrors the smartphone’s screen on the

infotainment. All this technology with the upmarket tactile feel is

something the Accord Hybrid excels at. In order to cool the cabin

beforehand if the Accord Hybrid is parked in the sun, Honda have

provisioned a remote start function. Once in the car, all you need to

do is press the brake pedal and press the start/stop button.

 

Add to this the wide seats in both rows with adequate bolstering for a

six feet plus person and impressive underthigh support, you have the

perfect blend of what a luxury sedan with all the bells and whistles

should be. The rear seats, despite being adjusted for my height (for

reference I am six feet two inches tall), had acres of legroom, knee

room and headroom. Underthigh support and recline, like the front

seats, is brilliant.

 

A noteworthy mention is the electrically adjustable co driver’s seat

that has switches on one side to adjust the seat by the passenger

sitting behind it. So, more room for the person who is being chauffer

driven through the day.

 

PERFORMANCE

 

Add to this the wide seats in both rows with adequate bolstering for a

six feet plus person and impressive underthigh support, you have the

perfect blend of what a luxury sedan with all the bells and whistles

should be. The rear seats, despite being adjusted for my height (for

reference I am six feet two inches tall), had acres of legroom, knee

room and headroom. Underthigh support and recline, like the front

seats, is brilliant.

 

A noteworthy mention is the electrically adjustable co driver’s seat

that has switches on one side to adjust the seat by the passenger

sitting behind it. So, more room for the person who is being chauffer

driven through the day.

 

The Seating Capacity of Honda Accord sedan is of 5 persons. This car

is having the 2 Seating Rows. The Number of doors is Four; there are 4

doors in this car. The capacity of Fuel tank is 65 liters. This is

good.

 

The break is the main control of any car, on front side The Accord

gives Ventilated Disc as breaks, on rear side it is Disc. If we talk

about the front suspensions it is having The McPherson Strut, and on

the rear suspensions, it has Independent multi-link and coil springs

with stabilizer.

 

SAFETY

 

The Honda Accord Hybrid has safety features loaded to the hilt with

airbags all around, ABS with EBD, traction control, hill start assist

and lots more. An unexpected situation while driving asked for hard

braking and the sedan was composed throughout. A noteworthy mention

goes to Honda’s exclusive Lane Departure Warning system. A camera

mounted on the left ORVM turns on with the video feed coming on the

screen in the centre console. In this case, the driver knows what is

in the blindspot and does not have to move his/her head away from the

road to see the left ORVM. Personally, I would have loved is this

feature was also available for the right side as well.

 

DRIVING DYNAMICS

 

Test drove the new, refreshed Accord from Delhi to Agra and were

reminded of the familiar engine characteristics and ride quality that

the 8{+t}{+h} generation Accord is known for. The 2.4-litre i-VTEC

engine generates a peak power of 180 PS and is paired with either a

five-speed manual transmission or a five-speed automatic transmission,

with steering-mounted paddle shifters for optional manual inputs. The

other, more advanced and powerful engine option is the 3.5-litre V6

engine that generates a strong 275 PS of peak power when all six

cylinders are operating – a fact that needs mention because this

engine is endowed with VCM. The system switches between six, four and

three cylinder combustion depending on the driving conditions and

driver demands. VCM ensures smooth transitions and power delivery,

while simultaneously making sure that fuel economy is optimised.

Book a Test Drive for Honda Accord

 

BOTTOMLINE

 

It is tempting to think that Honda miscalculated in replacing a car as

fit and healthy as the old Accord with something that, although new,

seems to advance the art to no great extent. Such is the brilliance of

hindsight. The truth is that this car was on the drawing board soon

after the birth of the previous one and few could have predicted then

what staying power its forebear would possess.

 

Yes, it would have been better to let the old Accord live a little

longer and spend the time making a new one with more than the ability

merely to maintain the class pace, but we’re not going to condemn this

Accord for that.

Apply Car Loan for Honda Accord

Honda Accord Ex Showroom Price in Hyderabad ranges from 37,22,124/- (Accord Hybrid) .Honda Accord has 1 Variants of Hybrid are available in India. Honda Accord comes in 4 colours, namely Lunar Silver Metallic,Modern Steel Metallic,Crystal Black Pearl,White Orchid Pearl.