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.

 

Book a Test Drive for Volvo S90

 

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.

Apply Car Loan for Volkswagen Beetle

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.

Apply Car Loan for Nissan Micra

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.

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

Jaguar XF Price in India

 

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

 

STYLE AND DESIGN

 

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

 

INTERIOR AND COMFORT

 

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

 

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

 

ENGINE AND PERFORMANCE

 

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

 

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

 

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

 

DRIVING DYNAMICS

 

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

 

Book a Test Drive for Jaguar XF

 

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

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

 

SAFETY AND SECURITY

 

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

 

CONCLUSSION

 

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

 

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

 

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

Calculate EMI for Jaguar XF

BMW 3 Series Gran Turismo Model Overview

BMW 3 Series Gran Turismo Price in India

 

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

 

EXTERIORS AND DESIGN

 

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

 

INTERIORS AND CABIN

 

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

 

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

 

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

 

ENGINE AND GEARBOX

 

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

 

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

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

 

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

 

DRIVING AND HANDLING

 

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

 

Book a Test Drivr for BMW 3 Series

 

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

 

SAFETY

 

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

 

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

 

CONCLUSSION

 

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

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

Calculate EMI for BMW 3 Series

Updated Nissan Terrano Review

Nissan Terrano Price in India

 

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

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

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

 

EXTERIORS AND STYLING

 

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

 

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

 

INTERIORS AND SPACE

 

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

 

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

 

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

 

ENGINE AND PERFORMANCE

 

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

 

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

 

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

 

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

 

RIDE AND HANDLING

 

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

 

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BRAKING AND SAFETY

 

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

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

 

CONCLUSSION

 

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

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

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Tata Indica Reviews India

Tata Indica Price in India

 

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

 

EXTERIOR AND LOOKS

 

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

 

INTERIOR AND CABIN

 

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

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

 

ENGINE AND PERFORMANCE

 

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

 

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

 

HANDLING AND SAFETY

 

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

 

CONCLUSSION

 

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

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