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.

Apply Car Loan for Honda Jazz

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.

Apply Car Loan for Audi S5

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.

VOLVO S90 INDIA REVIEW, TEST DRIVE

Volvo S90 Price in India

 

Volvo’s S90 saloon is the brand’s follow up to the XC90, an SUV that inspires great interiors, technology, and safety.This saloon is an entirely new car that’s based on the same scalable platform architecture (SPA) which is seen beneath the XC90 and will compete against segment contenders like the Mercedes-Benz E-Class and BMW 5 Series. Though it felt right to launch the XC90 at a time when SUV sales are on a high, challenging established brands for a contention in the large luxury saloon space takes a lot of courage and determination.

 

EXTERIOR AND LOOK

 

The Volvo S90 comes with a multi-slat grille finished in rich chrome and on either side are the sharp headlamps with the Thor’s Hammer LED DRLs which are shared with the XC90. The front looks very dominating and the road presence is simply unmatched. The side profile is neat and the body line flows along flawlessly. The S90 comes with standard 18-inch alloys. The company also offers larger wheels, some of which look elegant while some look sporty. Moving to the rear, the design seems like a mixed bag. The tail lamps come with a C-shaped design and the boot lid has Volvo written on it. The number plate is placed on the bumper, thus giving the S90 a bit of a different look as compared to other sedans in the same segment. On the whole, the S90 is definitely a looker. While the Mussel Blue shade on our test car makes it look elegant, Volvo also offers a bunch of other colours which are equally premium-looking.

 

CABIN AND SPACE

 

The Volvo probably has the best interior ever designed for a sedan. The simplicity of design and attention to detail has been carried over from the exterior to the cabin as well. Yes, it shares a lot with the cabin of the XC90 but has its own character. The dash looks like it’s made from a single piece and an aluminium accented line runs the length of the dash. There are ample wood inserts in the cabin that give an already exquisite cabin a richer feel. Even the stitching on the upholstery is of the highest quality and immediately grabs attention. The front seats are the same slim seats as on the XC90 and so is the 9-inch touchscreen infotainment system which can even be used with the gloves on. Then there is the technology and not just cutting edge safety tech but comfort features as well.

 

The Volvo S90 comes with the same slim seats that grace the cabin of the XC90 and are fully adjustable. There is a small lever attached to the lumbar support knob that lets you access the seat settings on the infotainment system. It allows you to set the wing support, squab length and lumbar according to your preferences. The driver’s perch itself is extremely comfortable with great visibility all round. The flat bonnet up front doesn’t interfere with the vision despite you sitting quite low in the car. After you’re done fiddling with your seat you can get on with the HUD or the heads up display which also comes with a number of settings and you can choose what you would prefer it to display for you. In our case I went for map directions and of course speed.

 

ENGINE AND PERFORMANCE

 

Volvo’s all-aluminium  twin-turbocharged 2.0-litre diesel has already proven itself a willing motor in the XC90 and it feels the same in the S90 despite being in a lower D4 tune. But this aluminium motor doesn’t make the best first impression, as it settles into a gravelly idle. Even on the move you can’t get away from the fact that there is a diesel motor under the hood. It does quieten a bit once on the move though and the healthy 187bhp feels adequate for this 1.8 tonne vehicle.  It delivers power in a smooth, linear manner and it has a lot of elasticity too. Thanks to the peak torque of 400Nm, there’s plenty of grunt right from the beginning and it pulls strongly to about 4000rpm post which the power tails off. Thanks to the gear ratios that are closely stacked on the 8-speed auto, the motor never feels out of breath and a tall 8th gear makes it good at cruising too. In Eco mode, the gearbox upshifts as quickly as possible and the car coasts as soon as you go off throttle to save fuel. In Comfort, the car behaves similarly albeit with a slightly better response from the gearbox and the engine. Although you never feel the need for extra grunt in these two modes the gearbox does feel a bit lethargic to downshift as it pauses for a second before deciding which gear to engage. In Dynamic though it becomes much more responsive, but also tends to put the engine in the upper reaches of the rev range, resulting in lot of engine noise.

 

DRIVING DYNAMICS

 

The S90 glides over rough sections silently and hint of wallow. Large holes, however, do result in a sharp thunk, especially at the front and it does shudder a bit over particularly bad patches. Unlike in most cars, however, Volvo has judged the dynamic mode really well and even in this mode the ride is comfortable and useable. It’s not hard-edged or bone jarring and in fact, at higher speeds we preferred this setting as body movement is kept well in check and it delivers a flat ride. The S90 is quite adept at shrink-wrapping itself around you as it feels very manoeuvrable and it feels no bigger than an S60 from behind the wheel. The wide 245 section bespoke Pirelli tyres provide good amount of grip. Although the S90 in Dynamic mode corners flat with minimal body roll but it’s not something you will call sporty. The biggest party pooper is the steering which feels numb and devoid of feel, even in ‘Dynamic’ mode. As a result, it’s not a very engaging drive. The brakes though felt spot on with them being linear and the discs providing a sharp bite when in need.

 

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BRAKING AND SAFETY

 

Safety has been Volvo’s forte right from the inception of the brand, and the Volvo S90 proves it, coming with several avant-garde safety equipment, which include Lane Keeping Aid, Emergency Brake Assist, Seatbelt Pretensioners for all seats, Child Booster Cushion, High strength Boron Steel, Whiplash Protection and Side Impact Protection.

 

CONCLUSSION

 

After spending some quality time with the S90 there is one aspect that shines purposefully through. This car will primarily suit backseat babus as this package offers great comfort, supreme build quality, and lots of feel good factorselements. It serves up a diverse sense of style and appeal, and will suit suffice those on the lookout for something that’s safe, not too exciting to drive but has a lavishly appointed cabin with the addition of being a little different from the regulars. We now understand the essence of what this Swedish brand had in mind when crafting the S90. A great effort indeed.

 

Volvo S90 Ex Showroom Price in New Delhi ranges from 54,50,000/- (S90 D4 Inscription) to  54,50,000/- (S90 D4 Inscription) .Volvo S90 has 1 Variants of Diesel are available in India. Volvo S90 comes in 4 colours, namely Mussel Blue metallic,Magic Blue Metalic,Crystal White Pearl,Black Black metallic.

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Volkswagen Beetle Review & Ratings

Volkswagen Beetle Price in India

 

It was the year 2005 and I had just come out of a Planet M store with

a gleam in my eyes. In my hands, I had a brand new CD of Midtown

Madness 2 and I was dying to play it on my Compaq Presario. Quickly

installed the game and and found a yellow car that seemed quite

interesting. Yes, it was the second generation Volkswagen Beetle,

which I drove around merrily on the streets of San Fransisco, albeit

virtually. Times have changed since then and while I don’t possess

that CD of Midtown Madness any more, what I do have is a shiny white

Volkswagen Beetle standing in my parking. This is the third generation

of the cute hatchback and this time I’m driving it on the streets of

Mumbai. Let’s see whether the car really lives up to its hype or not.

 

STYLING AND DESIGN

The original Beetle had lived more than any other car has and when it

was time to say goodbye, it was replaced by a new, modern version. The

new version, though was contemporary in many aspects, it lacked the

charm and simplicity of the original. It appealed to women instantly

and initially sold decent volumes. However, it got a particular gender

focused and hence male buyers were not too keen on this car. This time

though Volkswagen aims to change that perception by making the Beetle

more muscular and mean looking, thereby adding a masculine undertone

to the car, to make it appeal universally.

 

The styling of the all-new Beetle leans towards the sporty side and is

a luxurious car too, unlike the original Beetle. In fact, at a glance

one might mistake it for a Porsche, from the front. The car is now

chunkier while keeping the basic design elements similar like the

rounded front with oval headlamps, bulging fenders, sloping roof and

the flattish rear. The taillamp is now elongated and the boot has a

large  and prominent spoiler, making it look sportier. The car also

seems to be flatter from the top. The sharper lines and sporty looks

are sure to make it much more appealing to a wider audience.

 

CABIN

There are some very obvious retro touches, particularly the upright

dashboard finished in the same colour as the exterior. It houses a

tiny novelty old-fashioned glovebox, but the real one sits below it.

You’ll also like the round, hooded instrument cluster and the rather

unique looking door grab handles. Trouble is, that’s about where the

‘retro’ stops, and the rest of the cabin borrows quite obviously from

the VW family parts bin, unlike its rival the Mini Cooper, which has a

largely bespoke cabin. One borrowed part we’re not complaining about

is the new touchscreen, which is VW’s latest unit. It’s crisp, smooth

and uses a high-resolution screen, and though it doesn’t have its own

sat-nav, it does come with Apple CarPlay and Android Auto, which

should let you mirror your phone’s maps app.

 

The new shape has allowed this Beetle to be quite practical. Apart

from a very large boot, you get loads of room in the front and a

sufficient amount in the two rear bucket seats as well; only headroom

is a bit tight. Visibility all round is very good too, and it needs to

be, because the Beetle is deceptively wide. The car comes with a

healthy amount of equipment. Missing in action are electric seats and

a rear-view camera, but you do get front and rear parking sensors,

leather upholstery, dual-zone climate control, push-button start and

engine stop-start, among other things, on this sole variant.

 

PERFORMANCE

Internationally, the New Volkswagen Beetle comes with four engine

options. Of these the one that will make it to India is the 150PS

4-cylinder 1.4-litre TSI engine. This unit comes mated to a 7-speed

DSG transmission. Twist the key and the car comes to life with a sweet

sound. It isn’t the quickest off the line, but felt fairly comfortable

cruising at 140kmph on the autobahn. However, post that it does tend

to take longer to gain speeds and needs a long straight to reach its

top speed. We have always loved the way the 7-speed DSG from VW

performs and in this new Beetle it is no different. Shifts are butter

smooth even when you take matters in your hands with the paddle

shifters.

 

RIDE AND HANDLING

Ride quality is simply brilliant and we were in for a pleasant

surprise after driving the Beetle. Our highway blasts revealed that

the Beetle felt well-planted and it impressed us with the silent, flat

and absorbent ride. Its only when speeds fell that the car began to

show a slight stiffness over bigger undulations but it always feels

comfortable. What brings an even bigger smile to your face is when you

learn that the Beetle’s ground clearance makes a no-brainer out of

almost every kind of speed breaker. While the steering is mostly

accurate and feels well weighted, we would have appreciated better

feedback as it tends to feel numb around the dead centre. This also

means that it’s not very confidence inspiring for spirited driving

around tight bends.

Book a Test Drive for Volkswagen Beetle

 

SAFETY

The 2016 Volkswagen Beetle comes with the usual safety tech that you

would expect in a car below the price segment that the Beetle is

positioned in. It gets 6 airbags, ABS, Hill Hold and ESP. That’s it.

However, the build quality on the whole is also good and the hatchback

even bagged a 5-star rating in the Euro NCAP crash tests. Talking

about after-sales, Volkswagen has a pretty bad reputation in this

regard and people generally don’t have a good perception about the

German automaker’s service standards.

 

BOTTOMKNE

As a car the new Beetle works really well and except for the so-so

cabin it is hard to fault this VW bug. But when you consider its

ridiculous Rs 28.7 lakh price-tag, this is just not enough and it has

to feel special too. As far as looks go, it certainly looks fantastic

and its iconic bug shape definitely turned heads wherever we went. But

what really disappointed us is the cabin, which in our eyes looks too

generic, especially when you get the Mini Cooper in the picture. It

doesn’t feel half as much fun to drive too. So for the money, you get

a piece of history which feels thoroughly modern but nothing more.

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Volkswagen Beetle Ex Showroom Price in Pune ranges from 26,61,798/- (Beetle 1.4 TSI) to  26,61,798/- (Beetle 1.4 TSI) .Volkswagen Beetle has 1 Variants of Petrol are available in India. Volkswagen Beetle comes in 1 colours, namely Night Blue.

Nissan Micra Review – India

Value. It is what the Indian consumer is looking for. Whether it is

the world’s cheapest car or the best car in the world, we want the

most bang for our buck, and this is most apparent in our market’s

fast-growing hatchback segment. There are two ways to approach the

concept of ‘value’ – one, to offer a low price. Sure, there will be

compromises on quality, but you essentially get more car for your

money. The other is to provide extra features at the same price as the

competition. Nissan had tried the former with the original India-spec

Micra, but with the imminent launch of budget sub-brand Datsun,

they’re taking the Micra brand to the place it usually occupies in the

markets it is present in: the premium end of the hatchback segment.

 

DESIGN AND STYLING

With substantial exterior updates, the new model of the hatchback

looks completely different from the old one. The front fascia sports

radiator grille with a thick chrome bar, new headlights, fog lights

with chrome surround and modified bumper. The side profile, however,

remains largely similar to the old mode, except for the new alloy

wheels. The rear end gets new LED tail lights, revised bumper with

bold creases and longer tail gate.

 

CABIN

The bulbous theme follow suite on the inside as well. Nissan’s ‘twin

bubble theme’ dashboard in multi-grain plastic looks very modern and

breaks away from the conventional dashboard layouts. The nice roomy

interiors remain and the Micra is definitely one of the most cozy cars

to be in. While we already mentioned about the lack of storage places

in our earlier review Nissan probably read wrong and as a result the

second glovebox has now been omitted. Other than skimping on storage

places, there is not much to fault with and everything feels pretty

well put together.

 

ENGINE AND PERFORMACE

Due to tax benefits most manufacturers are tuning into 1.2 ltr

engines and since fuel efficiency is more of a concern to the Indian

buyer, a 3 cylinder engine is the ideal compromise between power and

efficiency. The Nissan Micra is powered by a 1.2 ltr DOHC 3 cylinder petrol

engine which churns out 75 BHP @ 6000 rpm and 104 NM Torque @ 4000

rpm. Low end grunt is not the best but the acceleration is good above

2000 rpm. The Micra gives 18.06 kmpl as per ARAI but practically

speaking we expect the Micra to deliver 14 – 15 kmpl in regular city

driving, which is pretty good. Floor the engine and the Micra hits 120

comfortably, keep it floored and it accelerated towards 140 but then

you back off as the tires don’t give you enough confidence to push

beyond. Thanks to the Renault – Nissan alliance, a diesel engine is

just around the corner and the diesel Micra will be powered by a 1.5

ltr diesel which is currently serving the Logan.

 

RIDE AND HANDLING

It covers the low-speed stuff well enough, offering a smooth urban

ride that is unaffected by lumps and bumps like most things in the

class. Its electrically assisted steering is light, as most buyers

will demand, and although it lacks the oily slickness and response of

the better electric racks, it proves accurate enough.

Book a Test Drive for Nissan Micra

Raise the speed and you challenge a few of the Micra’s facets. The

first is noise – the Micra isn’t an overly refined car – and the

second is its driving dynamics. We wouldn’t expect the Micra to be any

kind of driver’s car, but there are superminis out there, even

inexpensive ones like the Suzuki Swift and Skoda Fabia, which maintain

a broader level of capability at all speeds than the Micra, whose

primary interest is at the slower end of the scale.

 

SAFETY AND FEATURES

The base model on the Micra has a new steering wheel and even centre

arm-rest. As the demand for automatics is on the rise, this will help

Nissan to capture more buyers especially those who need an automatic

and aren’t willing to spend a lot more on the features. The other

features include push start and stop, keyless entry, in-dash music

system with steering mounted controls. There is even ABS on offer as

well. The company had earlier even introduced dual airbags as a

standard feature for all variants. Now, the base model is offered with

a single driver airbag.

 

CONCLUSSION

There are three variants (trim levels, including one CVT variant) of

the petrol engine, and four variants of the diesel engine to choose

from.

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The facelift has improved the overall appeal of the Micra. Standard

equipment levels including some safety and comfort features will

certainly boost the value proposition too. Hopefully, Nissan will keep

any price increase on the new versions to a minimum. Currently the

prices for the Micra range from Rs. 4.3 lakh to Rs. 6.5 lakh

(ex-showroom, Delhi). The 2014 Micra will be available at Nissan

showrooms by the end of this month.

Maruti Suzuki Ertiga Reviews India

Maruti Suzuki Ertiga Price in India

 

It’s easy to see why the MPV (Multi Purpose Vehicle) segment is one of

the most successful here in India. With large families predominant

here, the average sedan is just not enough. The MPV, however, not only

seats 5 or 7 in comfort but also carries everyone’s luggage with room

to spare. And to top it all, it drives just as well as your everyday

sedan. The Toyota Innova has been leading this scene ever since its

inception, and Maruti Suzuki’s all-new Ertiga, though not the same

size, aims to offer almost the same at a lot less.

 

EXTERIORS

 

The Ertiga’s wheelbase, at 2740mm, is a considerable 310mm longer than

the Swift’s and the kerb weight has increased by around 155kg. But

this is impressive considering it’s a seven-seater. Suzuki has kept

the Ertiga’s weight in check with extensive use of lightweight

high-tensile steel in its construction.

 

With a length of 4265mm, the Ertiga is a fair bit shorter than the

other MPVs in the market, namely the Toyota Innova, Mahindra Xylo and

Tata Aria. The Maruti Suzuki Ertiga employs an independent, MacPherson-strut,

coil-spring suspension at the front and a non-independent torsion beam

setup at the rear. The brakes are also a conventional front disc and

rear drum setup.

 

Styling is typically Suzuki, with swept-back headlights like the new

Swift’s, and a grille and bonnet that resemble the Ritz. The overall

design is pleasing, but not what you would call eye-catching. In fact,

the van-like look, which clearly doesn’t exude the status and image of

a saloon, is possibly the Ertiga’s biggest weakness.

 

INTERIORS

 

A new variant, Z+ is introduced in the New Maruti Ertiga. This variant

gets additional features like keyless entry, push start and stop,

touchscreen system with navigation and reverse parking camera. The New

Maruti Ertiga gets the same beige interiors and the upholstery is also

the same. In terms of other features, it gets single airbags and ABS

as a standard feature. Dual airbags is available on all variants as an

optional feature

 

The New Maruti Ertiga has an identical dashboard with the Swift,

however it is beige in colour. The quality of the materials is not

that premium. The front row of seats are quite comfortable and even

large. On long journeys this helps quite a bit. The rear seat space

too on the New Maruti Ertiga is good enough. These seats slide and

recline too. The third row is quite cramped, but it gets some knee

room when the second row seats are moved a bit ahead. The boot becomes

small when all the seats are raised. One needs a carrier for luggage

especially with seven passengers

 

PERFORMANCE AND HANDLING

 

The choice of engines for the Ertiga is the new 1.4-litre K14BVVT

petrol engine and the D13A DDiS super turbo diesel carried forward

from the SX4. Given the additional weight of the new vehicle the two

engines manage to offer a fair balance of power and torque.

 

The new, larger K series petrol engine reflects the same

characteristics of its existing siblings. Quiet and almost vibe-free

in idling mode, the engine comes across as refined and quick under

hard acceleration. With variable valve timing to optimise performance

and with low friction components, the new 1,373cc, 4-cylinder,

16-valve engine delivers a peak power of 95PS at 6,000 rpm and a peak

torque of 130Nm at 4,000 rpm.

 

The diesel engine is combined with an intercooled variable geometry

turbocharger and this is same basic mill from the SX4. This 1,248cc

engine with common rail diesel injection is almost free of any

turbolag and delivers a peak power of 90PS at 4,000 rpm and a peak

torque of 200Nm from as low as 1,750 rpm. The diesel engine makes its

presence felt audibly despite the use of an extended dash silencer and

other sound deadening components.

 

But, that is only when you accelerate hard, during idling and cruising

conditions the familiar diesel engine is just the same as in the SX4.

On the road, the Ertiga feels very much like the Swift and DZire.

Though the Ertiga is no where near as big as the other utility

vehicles like the Innova and the Tavera, you still get to feel its

extra length compared to the Swift.

 

The engines have been mated to the five-speed gearbox already in the

family cars, only the gear ratios have been optimised for the Ertiga’s

expected driving cycle. Gear shifts are crisp and quick. The rated

fuel efficiency for the petrol engine is 16.02 kmpl and the diesel is

20.77 kmpl.

 

The Ertiga handles quiet well too – almost, but not entirely, like a

sedan. The suspension is also a carry forward in terms of its

configuration – MacPherson strut at the front and torsion beam at the

rear. The ratings for the springs have been increased and the dampers

have been stiffened to handle the higher loads.

 

DRIVING

 

The Ertiga’s driving dynamics are largely influenced by its long

wheelbase – the 2.74-metre gap between the front and rear axles give

this MPV good poise and straight-line stability for most situations.

The flipside is that it isn’t happy darting through corners and

prefers a more relaxed driving style. The soft suspension means the

low-speed ride is pretty absorbent, and even as speeds increase, the

Ertiga handles bumps with aplomb and feels pretty solid. The Ertiga’s

suspension works silently too and it’s just over sharp bumps that

there is a mild thud from the suspension.

Book a Test Drive for Maruti Suzuki Ertiga

There is a bit of up-and-down motion over undulating surfaces and the

diesel pitches a bit more in the front. However, at moderate speeds,

this never gets uncomfortable and it’s only when you begin to push

really hard that you long for a tauter setup.

Considering its MPV proportions, the Ertiga doesn’t roll excessively

and the steering is fairly accurate too. What you do miss is a tighter

turning circle and the ability to wiggle into tight parking spots as

with a hatchback. However, this doesn’t take away from the fact that

the Ertiga is by far the most urban-friendly MPV in the market today.

 

SAFETY

 

Servicing the Ertiga won’t be an issue because Maruti has a service

centre in almost every nook and corner of India. Talking about safety,

the Ertiga comes equipped with dual front airbags and ABS on almost

every variant. The LXi and LDi variants miss out on these safety

features but Maruti offers them on the LXi (O) and LDi (O) trims.

Apart from that, all the other V and Z trims come with these features.

The same goes for front seat belt pretensioners too.

 

CONCLUSION

 

The Maruti Ertiga is a very good people’s carrier and it offers a good

amount of features and practicality is also top notch. With the

facelift, the car looks better, gets more equipment and even boasts of

better efficiency. At the price it is offered for, the Ertiga does

provide you with a lot of value and Maruti has got a strong contender

on their hands in the 7-seater MPV segment.

Apply Car Loan for Maruti Suzuki Ertiga

Maruti Suzuki Ertiga Ex Showroom Price in New Delhi ranges from 6,22,062/- (Ertiga LXI) to  8,75,508/- (Ertiga ZXI Plus) .Maruti Suzuki Ertiga has 14 Variants of Petrol are available in India. Maruti Suzuki Ertiga comes in 7 colours, namely Serene Blue,Silky Silver,Exquisite Maroon,Granite Grey,Pearl Blue Blaze,Radiant Beige,Superior White.

TATA HEXA Reviews, Price, Specifications, Mileage

Tata Hexa Price in India

 

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

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

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

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

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

no other.

 

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

found the going increasingly tough in the passenger vehicle segment by

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

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