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.

 

Request a Test Drive for Nissan Terrano

 

BRAKING AND SAFETY

 

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

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

 

CONCLUSSION

 

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

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

Calculate EMI for Nissan Terrano

Tata Indica Reviews India

Tata Indica Price in India

 

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

 

EXTERIOR AND LOOKS

 

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

 

INTERIOR AND CABIN

 

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

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

 

ENGINE AND PERFORMANCE

 

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

 

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

 

HANDLING AND SAFETY

 

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

 

CONCLUSSION

 

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

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

Mahindra KUV100 NXT Test Drive & Expert Review

Mahindra KUV100 Price in India

 

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

 

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

 

EXTERIOR AND LOOKS

 

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

 

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

 

INTERIOR AND SPACE

 

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

 

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

 

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

 

ENGINE AND TRANSMISSION

 

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

 

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

 

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

 

RIDE AND HANDLING

 

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

 

BRAKING AND SAFETY

 

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

 

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

 

CONCLUSSION

 

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

 

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

 

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

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

New BMW 1-series review, test drive

BMW 1-series Price in India

 

 

BMW has taken heed to critics of the 1 Series, who grumbled that the looks were challenging and the engine range spiralling. Solution? Its biggest facelift ever, introducing a far sharper nose, a much nicer rear end and some stonking new engines that further its performance and eco credentials over rivals. The BMW 1 Series has never been better.

 

It still comes in three-door and five-door guise, with badges aligned to the BMW 2 Series (so they bear little relation to engine capacity…) and BMW’s simplified the trim line-up. The old one was a top 10 best-seller regular. BMW’s aiming for more of the same with this.

 

EXTERIORS

 

The BMW 1-Series isn’t an attractive looking car and there are no two ways about it. In reality the 1-Series has given birth to the X1 but in India the X1 came first and thus the 1-Series appears to be a X1 turned into a hatchback. The end result is a car which although proudly boasts of the BMW badge on its long hood, doesn’t solicit a second glance on the road. The 116i comes with 16-inch wheels which look a bit puny on this car. The rear is very plain too and overall this vehicle doesn’t make a visual impression. In spite of being in the market for more than 8 months now, the styling fails to grow on you.

 

INTERIORS

 

Every car in the BMW 1 Series range has a standard 6.5in colour screen, mounted on top of the centre console. It’s controlled via the iDrive system, which is one of the most intuitive and user-friendly interfaces around. There is a large rotary control wheel near the gearstick, with simple shortcut buttons for all the major functions. The graphics are slick and the menus only take a moment to get your head around.

 

Bluetooth and audio streaming, a single CD player, a DAB digital radio, multifunction steering wheel and USB connection are also standard across the range, with the option to upgrade to an excellent Harman Kardon stereo, or even a larger display screen and sat-nav with real time traffic information and mobile internet services, plus a 12GB music hard drive, as part of the BMW Professional package. Only the 116d ED Plus model gets sat-nav as standard.

 

Fit and finish in the BMW 1 Series is well above average, although a few pieces of trim – especially the door pockets and the glovebox lid – feel quite hard and scratchy. There’s a nice mixture of brushed metal and gloss black surfaces in higher spec cars, but they can also be fitted as options on entry-level models.

 

All the major controls are solidly built and robust, although the indicator stalks and stereo controls are made from harder, flimsier plastics. In terms of its rivals, the Audi A3 and the Volkswagen Golf feel plusher, but only by a narrow margin.

 

ENGINE AND TRANSMISSION

 

A pair of four-cylinder engines power this smallest of BMWs, one petrol and one diesel. The 1,995cc ‘N47’ diesel is a familiar one; we’ve already seen it in ‘20d’ guise in the 3-series, 5-series, X1 and X3, as well as in the 525d. However, here, in the 118d, it makes 141bhp and 32.6kgm. These figures still compare favourably with the diesel engines of its closest rivals, the A-class and the V40 Cross Country.

 

A pleasant surprise is that it is quite refined; almost more so than a 3-series. The NVH levels are impressively low, both at idle and on the go, and it gets harsh only near the top of the rev range. This milder state of tune suggests less aggressive turbo-charging, which means less noise.

 

The power delivery is smooth. This engine is incredibly linear for a diesel, and while you enjoy the almost petrol-like journey up the power band, you do miss that characteristic surge of torque that you get in the mid-range with most diesel engines.

So, is the mid-range weak? No – it’s just a bit flatter than you’d expect, and if you’re worried about being able to pull off an overtake on a whim, the gearbox is there to help. The eight-speed ZF automatic, also shared with the bigger Bimmers, works brilliantly in the 1-series. With the ‘Driving Experience Control’ switch set in the default Comfort mode, the shifts are soft and seamless, and the gearbox is still decently quick to react to pedal inputs. In Eco Pro mode, the ’box can’t wait to upshift, and even if you’re cruising at 60-70kph, that’s good enough for eighth gear

 

Put it in Sport or Sport+, however, and you’d better have a clear stretch of road, because the engine responses quicken and the transmission just darts through the gears. Keep your foot in, and it won’t shift up until its 4,800rpm redline. Overall, the power delivery gets in its stride at about 1,500rpm, and builds strongly till about 4,000rpm. The 118d hits 100kph in 9.02sec, just 0.4sec after the V40 and much ahead of the diesel A-class.

 

The petrol is a 1,598cc, direct-injection, turbocharged motor that makes a healthy 134bhp and 24.47kgm of torque on overboost. Like the diesel, it is only available with the ZF automatic and that’s a good thing. Unlike the earlier, naturally aspirated BMW petrols that loved to be revved but had weak mid-ranges, this turbo-petrol has a meaty and wide torque curve. The ZF ’box masks whatever minimal turbo lag there is and the engine will spin happily to 6,500rpm, accompanied by a nice exhaust snarl and a muted turbo whistle.

 

DRIVING DYNAMICS

 

Figures aside, there are four driving modes – one for every mood. The Eco Pro, for the one off occasions when you feel like driving in the economy mode; then there is the comfort mode, again something that will be sparingly used. The Sport+ mode, which automatically switches off the ESP, is sure to bring an ear to ear smile on your face.  The steering feels heavier than in the other modes but continues to remain as precise and responsive which makes it that much more fun to push around corners. The 225/45 R17 tyres make their contribution in ensuring that you feel confident while carrying speed into round a bend. The 1 series not only handles amazingly but is also quite comfortable even on bumpy and rough tarmac. The suspension is well damped and easily absorbs all the undulations that the road throws at it without letting out a single twitch to put your comfort levels in question.

 

SAFETY FEATURES

 

Euro NCAP has recently made its crash tests more stringent, but the 1 Series scored highly in the old tests with a five-star result, and did well in all areas except pedestrian protection.

 

There are six airbags and tyre pressure-monitoring on all models, and run-flat tyres are included on many models. However, the 1 Series doesn’t get emergency automatic braking, adaptive cruise control or collision detection.

 

At least security body Thatcham rates it highly for being difficult to break into, or steal from.

 

CONCLUSSION

 

If you need a reduced and truly lively hatchback that consolidates solid execution with light-footed back wheel-drive taken care of, one and only auto will figure on your shopping rundown: the BMW 1 Series. The BMW 1 Series has earned the full five stars in the NCAP accident tests and gloats an especially great grown-up inhabitant assurance rating of 91%. Early-life unwavering quality is great, however as the miles mount up, it has a notoriety for giving inconvenience.

 

BMW 3 Series Ex Showroom Price in New Delhi ranges from 36,30,000/- (3 Series 320d Prestige) to  44,40,000/- (3 Series M Sport) .BMW 3 Series has 7 Variants of Diesel are available in India. BMW 3 Series comes in 8 colours, namely Alpine White (non-metallic),Mineral Grey,Glacier Silver,Crimson Red,Deep Sea Blue,Black Sapphire,Valencia Orange,Midnight Blue.

 

 

 

Toyota Camry | In-Depth Model Review

 

 

Toyota Camry Price in India

 

Over the years, Toyota gained immense prominence and has introduced

various high-end vehicles in the Indian auto market. Camry is one of

such vehicles and is demanded for its aristocratic looks, great

performance and comfortable interiors. The sedan was first launched in

2002 and in 2015 it has seen exterior and interior upgrades

 

EXTERIORS

 

The Toyota Camry hybrid was launched for the Indian market in late

2013 and this is a mid-life update for the vehicle rather than an

overall change. The most visible update is on the front fascia where

the heavy chrome from the fog lamps has been moved to a revised front

bumper which now sits in front of a honeycomb grille.

 

The bumper gets a chrome bottom lip while the indicators have now

become vertically stacked units that sit below the headlights with LED

DRLs. Otherwise, all the elements including the “I’m a hybrid car”

blue shading in the Toyota logo, and chrome forehead marks have been

carried over from the previous vehicle.

 

There are no major changes to the side profile of the Camry hybrid

apart from the new vertically stacked indicators and the wheel design.

A change in the latter from a simple spoke design to a more

complicated arrow one has increased the premium feel of the car and

also given it slightly more sporty credentials.

 

Toyota appears to have done some major work on the rear of the Camry

Hybrid. The thick chrome strip that ran above the number plate holder

has now been stretched out and runs across the length of the boot. It

cuts into the tail lamps changing their layout as the reverse lamps

have now moved above the line while the brake lights sit below it. The

rear bumper remains untouched, but now the reflectors have become

larger and have moved to the base of the unit. Toyota has also added

another chrome strip at the base of bumper to bring about uniformity

in the design.

 

In a country where shiny is equated to rich, the addition of a

significant amount of chrome as compared to the older model is a sure

fire way to up the ante when it comes to the premium appeal of the

Camry Hybrid. It was a never a great looking car but stood out and

continues to do so due to its size, rarity and well now, the bling

factor.

 

CABIN

 

Imagine what it’s like sitting on your favourite sofa – that’s how

good the Camry’s rear seat is. The deep seat base makes for excellent

thigh support and the squarish roofline makes for plenty of headroom.

The seat back is perfectly angled and there’s enough place to stretch

out. There are front-seat adjusters placed on the side of the seat, so

the rear-left passenger can easily slide it forward for more legroom.

The seats are also placed at a nice height, so it’s easy to slide in

and out of them. Toyota knows the Camry’s strong point is its rear

seat and so, has left no stone unturned to make sure this new Camry’s

seats are the best. The front seats are equally nice to sit in and

both have eight-way power adjustability.

 

From the driver’s seat, the Camry feels wide and that’s partly because

of the big dashboard. Interior quality is another place where the

Camry has been substantially improved. All the bits that you

experience first – the steering wheel, the gear lever and the controls

– feel rich and proper, and we like the uncluttered layout and

sufficiently big switches. The interior may not have the sheer

solidity of the Skoda Superb’s cabin, but it’s not far behind. The

stitched-leather effect for the top half of the dashboard is nice,

wood finish is quite convincing and the Playstation-like

steering-mounted controls are interesting. We did think the rear

air-con vents were a bit

 

cheap-looking, but that’s the only serious complaint we can level at this cabin.

The Camry’s dash strikes a nice balance between pleasing design and

functionality. We particularly liked the multi-layered dials with the

real-time fuel consumption indicator and a meter that shows you how

economically you are driving.

 

Storage spaces are plenty. The glovebox in particular is huge, and

there’s a big cubbyhole between the front seats. To improve cabin

space, Toyota has used thinner door pads, and this probably explains

why the door pockets are unusually narrow. The boot is much smaller

too – this new Camry gets only 484 litres of space as against the old

car’s 535 litres.

 

It’s pretty well equipped though. Standard features include dual-zone

climate control, keyless entry and go, fully powered front seats,

Bluetooth connectivity, parking sensors, cruise-control and a 2-DIN

touchscreen audio system with aux-in and USB ports. There are some

important features missing though — in addition to quite a few

airbags, this Camry doesn’t get a sunroof or a reverse camera.

 

ENGINE

 

The locally built 2.4-litre four-cylinder petrol engine was a step up

in capacity from the 2.2-litre engine of the preceding model.

 

It featured all-alloy construction and twin camshafts, with Toyota’s

VVTi variable valve timing system on the intake valves, and at its

twin peaks it put out 112kW (150 horsepower) and 218Nm of torque.

 

With 18kW and 31Nm more than the old engine it was a willing and

free-revving workhorse that delivered pretty decent performance, and

better fuel economy.

 

For more performance Toyota offered the 3.0-litre petrol V6, which

upped the peak power and torque to 141kW (189 horsepower) and 279Nm

respectively, giving it more zip and extra smoothness.

 

The gearbox options were a conventional four-speed automatic

transmission and a five-speed manual. Most buyers preferred the

automatic, so there aren’t many cars around with the manual.

 

Both engines were developed to run on 91-octane regular unleaded, and

can also run on E10 ethanol-blend fuel.

 

DRIVING

 

Toyota Camry has the capacity of breaching a speed barrier of 100 kmph

in approx. 7.8 seconds from standstill. Further, it can reach up to a

maximum speed range of 180 to 185 kmph with the help of a six-speed

automatic gearbox. The automatic hybrid variant helps the motor to

reach a speed in the range of 190 kmph to 195 kmph while accelerating

to 100 kmph in just about 9.3 seconds of start.

 

With the help of multi-point fuel injection supply system, the petrol

variant of this sedan delivers a decent mileage of 13 kmpl on highways

and 9.5 kmpl in city. While advanced electronic fuel injection supply

system in automatic hybrid version, the car offers 19.1 kmph on

highways and 16.3 kmpl in city. The electric variable steering wheel

is highly responsive and comes with telescopic adjustment function,

and thus it has a turning radius of 5.3 meters

 

SAFET AND AFTER SALES SERVICE

 

The Toyota Camry is loaded with a host of safety equipment that

includes four airbags (driver, front passenger and front seat sides),

ABS with EBD, Brake Assist, VSC (Vehicle Stability Control), TRC

(Traction Control), Hill Start Assist Control, reverse parking camera

with back monitor and corner sensors, impact sensing fuel cut-off,

speed sensing auto lock and smart key remind warning. The instrument

cluster also shows a visual and audio warning when the driver and

co-driver are not belted up while the car is in motion. The earlier

Camry came with just two airbags while the current one has four. The

market norm is at least six in this segment. Talking about

after-sales, Toyota really rocks in this department. The company has

constantly been recognised for its excellent service, be it anywhere

in India. Toyota parts are also priced reasonably and the vehicles are

known for their bullet-proof reliability. The only downside is the

fact that Toyota service centres are very cramped thanks to the fact

that a huge number of Innovas and Etios are being used as taxis

throughout the country.

 

VERDICT

 

It is difficult to rate the Camry Hybrid. On one side, it does look

quite nice in its new avatar, especially in the color that we have

here but on the other side, it does have an interior that is quite

drab and simple. Where it does offer exemplary ride comfort, it does

falter when it comes to sheer handling prowess. But there is a BIG

positive – the Camry Hybrid is one of those cars that is too far into

the future for a market like India. It does offer some really cutting

edge technology to us today…but at a cost. Just like the Mahindra

e2o then, the Camry Hybrid is certainly a car that deserves much more.

Sadly, until the government does not think straight and starts to

offer huge excise benefits and other concessions to electric and

hybrid cars, cars like the Camry Hybrid will continue to suffer.

 

Toyota Camry Ex Showroom Price in New Delhi ranges from 28,69,100/- (Camry 2.5 AT) to  37,22,500/- (Camry Hybrid) .Toyota Camry has 2 Variants of Petrol are available in India. Toyota Camry comes in 7 colours, namely Dark Brown Mica Metallic,Silver Metallic,White Pearl Crystal Shine,Grey Metallic,True Blue Mica Metallic,Attitude Black,Greyish Blue Mica Metallic.

Renault Lodgy Stepway: First Drive Review

Renault first tasted success in India with the Duster. This popular

SUV is the sole pillar in the company’s product portfolio on which

Renault’s fortunes in India rest. Now, after three years, the French

company has come up with its next important model — the Lodgy — which

promises to strengthen Renault’s Indian portfolio significantly.  The

Lodgy might be Renault’s first MPV for India, but the French automaker

is no stranger to people movers. In fact, 30 years ago, it invented

the segment with the Espace. But here in India, this sector is already

flocked by popular brands like Maruti and Honda. So do the MPV

innovators have a trick up their sleeve?

 

DESIGN AND STYLING 

Renault has been quite safe when it comes to the styling of their

cars, at least in India. Notice the entire lineup offered here and you

would realise that there’s nothing exciting in their design language,

it’s neutral. Same is the case with the Lodgy. No, it doesn’t mean

that it looks bad, the styling is conventional yet contemporary and

there are certain bits that make it look cool. The front looks

pleasant with a detailed grille having a good dose of chrome and a big

Renault badge sitting proudly. The headlamps are sizeable that makes

the car look big at the front and it gets day time running lights that

are not LEDs. The lower half of the bumper is done in black,

integrating foglamps and some chrome accents as well.

 

The Lodgy is 4498 mm long and has the longest wheelbase in its class

measuring 2810 mm, longer than the Innova’s 2750 mm. This is quite

evident in the side profile with short overhangs. It also looks quite

tall with a huge glass area. There are no violent creases running

across the body and the design is kept simple and neat. The door

mouldings on the lower half of the body get highlighted in chrome

while the 15-inch 5-spoke alloys don’t look much exciting. Despite

having uniquely shaped tail lights and chrome embellishments, the

Lodgy tends to look plain at the rear. The tailgate needs some muscle

for better presence. The thick chrome strip having LODGY etched on it

is a good touch but the keyhole above it looks out of place and ugly.

The overall design looks appealing to all and offending none with

balanced proportions ideal for an MPV. Renault will also offer 47

categories of accessories with 4 accessory packs including chrome

pack, essential pack, sport pack and techno pack to enhance the

exterior appeal.

 

CABIN 

Once you step inside, it comes across as familiar territory. The dash

has many borrowings from Duster including the AC vents, centre

console, switches, gear knob and the steering wheel, which is leather

wrapped. The two tone – light brown and beige colour scheme provides a

classy and airy feel. The piano black centre console looks quite

premium and it houses the Media-Nav, which is a multimedia touchscreen

device with navigation and a reverse camera, though viewing it in

bright sunlight is an issue.

 

The car we drove was a seven-seater, which had captain seats in the

second row. The top end variant of this one gets leather seats. There

are armrests for the driver and second row passengers. The second row

passengers also have access to a foldable tray with a cup/glass

holder, which is a good utility feature. The Lodgy would also be

offered with a eight-seater option, however with fabric seats. The car

has good storage space for water bottles and knick-knacks, two 12v

sockets and roof mounted rear AC vents for the second as well as third

row.

 

The highlight of the Lodgy is space. I was particularly surprised with

the third row seats that can seat two adults or three kids with ease

and comfort. The best part is that the second and third row seats can

double fold, providing multiple luggage carrying options. While

stepping in, the first thing noticed was that the ingress and egress

is a breeze! Getting in and out of the car is easy and very helpful,

especially for the elderly. That applies for the front as well as

rear. Also the boot sill is low enough to allow easy luggage loading /

unloading.

 

The Lodgy feels easy to drive, more like a sedan than an MPV. It was

easy to find a suitable driving position with the steering and seat

height adjustments. Another highlight of the Lodgy is the ride

quality, which is easily the best among MPVs and trumps many sedans in

this department. Broken roads and deep potholes pose no irritation to

the passengers as the Lodgy literally glides over them.

 

ENGINE AND TRANSMISSION 

Just like in the Duster, the Lodgy is also offered with the same

powertrain and in the same state of tunes. So, like the Duster, the

Lodgy too will be offered with the same, reliable K9K diesel engine in

two power and torque ratings. The 1.5-litre dCi engine will be

available with a peak power of 85PS or 110PS. There are expected to be

three trim variants with both the engine rating options.

 

We only had the 110PS being offered to us for the test drive. The

engine is familiar and its torquey performance straight away feels

like the right match for the Lodgy. Both in city traffic and highway

speeds, there is more than enough juice from the engine to make use

  1. There is a bit of lag, but once the needle passes the

1,400-1500rpm level, dollops of torque kick in. We are not sure, how

responsive the engine would feel in its 85PS avatar, especially if the

Lodgy would be fully loaded with people and luggage.

 

The best part about the powertrain in the Lodgy is the excellent NVH

packaging that the engineers at Renault have done. The cabin is

absolutely quiet all the way to a high 3,500rpm. The engine redline

seems to have been set at about 5,000 rpm. Renault claims that

together with the 6-speed manual gearbox, the engine is capable of

delivering 21.04kmpl and 19.98kmpl of mileage in the two – 85PS and

110PS – variants.

 

RIDE AND HANDLING 

When seated inside, the first thing that strikes you is the Renault

Lodgy’s seating position. It is exactly the same as the Duster which

gives you a commanding view of the road ahead. But, because the dash

design as well as the windshield angle is different, the visibility

offered by the Lodgy is better. It’s also not too heavy to drive. The

clutch still needs some effort and the steering isn’t as light as on

the Maruti or the Honda. But, it won’t leave you with aching arms or

limbs even after long hours of commute. Ride, as with the Duster, is

sorted on most surfaces. It’s slightly firm. This helps over poor

roads and undulations, giving the Lodgy a composed, big car like

pliancy.

 

It’s the same story when driven fast in a straight line. There’s

hardly any lift, weave or nervousness no matter how hard you push it.

Handling wise, sure, it’s no hatchback. However, around long, fast

corners it tracks with confidence. The steering has reasonably good

feedback and unless one chucks the Lodgy hard into corners, the extra

length doesn’t make its presence felt either. We also found the cabin

to be well insulated. So there isn’t a lot of noise seeping in,

especially from the engine. Overall, this should make for a fine long

distance companion

 

SAFETY 

The Renault Lodgy has got only three star safety rating from Euro

NCAP and that too for the international model having 6 airbags as

standard. Renault will be offering the Lodgy in India with only dual

front airbags, which is a big letdown. It will also get ABS, EBD with

brake assist. Apart from cruise control, the MPV will come with a

speed limiter as well. Renault currently has a network presence of

more than 157 facilities across India. In order to get volumes and

provide better after sales service, the French automaker needs to ramp

up their presence, which they say they are doing through the year and

claim it to be the fastest ramp-up by an automaker in India

 

BOTTOMLINE 

The Renault Lodgy is a great attempt in making an attractive looking

compact MPV. The interior quality is impressive and acceptable. In

terms of comfort, it scores more than others in the competition. The

amazing storage and boot space makes it a practical solution for a

family. It has the underpinnings of Duster, which has already made its

mark in the compact SUV segment. Both the diesel engines are highly

promising and efficient. It gets dual airbags, ABS, EBD with brake

assist and rear parking camera with sensors.