Posted on

Volkswagen Ameo Price In Hyderabad

OVERVIEW ;

If you are out looking for a practical compact sedan, there’s a new entry heading your way from the land of the hyper speed autobahns and beer gardens or ‘Biergarten’, as the locals would say.

The Volkswagen Ameo, which will be delivered to customers starting next month, is the long overdue result of VW attempting to crack the escalating compact sedan segment. Essentially a boot-ed version of the Polo, the Ameo is the first ever VW model to be designed purely for the Indian market and the brand has made no bones about the fact that it’s betting big on this car. Check for Ameo price in Hyderabad

On paper the Ameo checks most of the right boxes and it certainly looks and feels the part. But going beyond what’s apparent, how well does it behave out on the road and more importantly, is it a worthy alternative to the current crop of compact sedans? A brief drive across the scenic route towards Wai suggests it just might be

EXTERIORS ;

The design of the Ameo. On the outside and for the most part inside the cabin too, the design and layout remains identical to the petrol version. Like is the case also with almost all the other compact sedans, the Ameo looks a bit gawky when viewed from the side. The stubby boot is disproportionate with the front of the car, and the impression that the third box has been slapped on to the rear of the hatchback is inescapable. But, the design doesn’t hurt the eye and in fact, viewed straight-on from the rear, the Ameo’s design actually seems to have a unique character which still ties in well with other VW cars. Apply car loan for Ameo at Carzprice

All the familiar design elements of the Polo are there in the Ameo TDI diesel too, as also some of the distinguishing tweaks to the design of the airdam, front fender, the new tail-lamps and boot lid

INTERIORS ;

The Volkswagen Ameo diesel has the same interiors as the petrol model and there is nothing to differentiate between the two models except the tachometer which is marked till 6000 RPM on the oil burner. The dual-tone black and beige interiors look very nice and this is nothing but a Polo cabin with slight improvements to the rear headroom due to the re-designed C-pillar. But the rear seat lacks in legroom, knee room and under-thigh support so this isn’t a car you would want to sit behind, specially if you are tall.

The Volkswagen Ameo is equipped with a ton of features, many of them are segment first like rain-sensing wipers, cruise control, window opening and closing using key remote, one-touch up/down for all windows and anti-pinch windows. There are decent amount of storage spaces but the boot is far from being the biggest in the segment. Where the Ameo can’t be matched is the build quality, it feels very solidly put-together and is made like a tank.

ENGINE ;

The Volkswagen Ameo is available with a 1.2-litre petrol and 1.5-litre diesel engine. The petrol is available with a five-speed manual and the diesel even has an option of a seven-speed DSG. The NVH levels on both the engines are a bit off. There is more than sufficient power in the petrol and the diesel is certainly a lot more powerful. The petrol engine is noisy and the diesel engine has a lot of clatter noise. Overtaking is a breeze with the diesel engine, however the petrol needs a downshift. The automatic version of the diesel is a lot more comfortable to drive and convenient to use.

Drivability is good on both. The sudden boost after 1800rpm is reveling. There is always the joy of driving the diesel engine. Also, the clutch is a tad deeper than the petrol engine. The diesel clutch is heavy, which makes it difficult to drive in city traffic.

DRIVING DYNAMICS ;

Don’t let the sporty looking flat-bottom steering wheel fool you. The Ameo is a compact sedan, after all, and it handles exactly like it’s supposed to. Like all other cars in its class, the Ameo’s suspension set up has been oriented towards comfort. That said, it has got the second best balance between ride and handling, after the Honda Amaze. The steering on the Ameo feels vague around the straight-ahead position and is slow to turn in. It’s initially light but becomes gradually heavier as more lock is applied. All in all, it lacks the consistency in feel that’s to be found in rivals like the Ford Figo Aspire.

The production-spec Ameo rides on 15-inch wheels as opposed to the bigger 16-inchers seen on the show car at the Auto Expo. Nevertheless, the Ameo’s ride quality is quite good – we sampled it across both pothole-ridden city streets and wide open tarmac on the highway. It deals with undulated surfaces rather well despite transmitting some sharp bumps from on the road into the cabin. So what’s not to like in terms of dynamics? Well, the Ameo, like all other compact sedans, has that inherent floatiness to its high speed ride. One has to make constant steering corrections to keep the thing true to its line.

VERDICT ;

The Volkswagen Ameo diesel is a very good package since it comes with great build quality, loaded equipment list, a power packed engine and two really nice gearboxes. The compact sedan does look a bit quirky from certain angles but looks are always subjective. Overall, Volkswagen has got a really fine product on their hands with the Ameo TDI and we really wish it fetches more sales now because the numbers of the petrol Ameo have been far from satisfying.

Posted on

Ford Ecosport Featues & Performance

OVERVIEW ;

Most cars go through a process of design development from the exaggerated sketch on the drawing board to clay mock-up model to a much more watered down final production prototype. However, the EcoSport looks like it just went straight from being a futuristic sketch on the drawing board to its final form. Check for review, specifications & price of Ford Models

Its design is unconventional, but not uncomfortable. It has urban chic written all over it, but it is certainly not metro-sexual. The best part though is that its design works, in an odd sort of way. It brings in a lot of freshness to the compact sports utility segment and it had better, after all, there is a lot riding on its tall shoulders.

To be fair, the EcoSport is an honest attempt at building a relevant urban SUV for the new-age automotive markets of the world like Brazil and India. But it also makes you wonder if it is deception on four wheels.

EXTERIORS ;

The Ford EcoSport is a smart looking vehicle and this updated model that we have over here is no different. There are hardly any changes to the outsides and the SUV continues to flaunt its muscular and aggressive front fascia. The alloy wheels remain unchanged on the Indian model and we would have appreciated if Ford could have provided a different design with this update. It is also good to see that the spare wheel is still mounted on the tail-gate unlike the overseas model. The fog lamps get integrated DRLs while the headlights get light guides which are basically thin strips of white light. The EcoSport now gets a new brown colour which looks pretty attractive. The boot opening button is moved underneath the chrome handle unlike the previous model. Get Ex Showroom Price of  Ecosport

INTERIORS ;

The interiors are on the same page as those in the current Fiesta. The seats are comfortable and the red stitching on the black leather seats add a bit of premiumness to the EcoSport. The EcoSport comes well equipped with standard features like climate control; 16″ alloy wheels, steering-mounted controls, six airbags and of course SYNC multimedia system which makes the controlling of the the audio system, phone and other features very simple

ENGINE AND PERFORMANCE ;

There are three engines – the now-familiar 1.0-litre three-cylinder EcoBoost petrol, a 1.5-litre turbodiesel with 90bhp, and a 110bhp 1.5-litre petrol four. We’ve yet to test the naturally aspirated 1.5-litre petrol but have driven the other variants offered in the range.

Equipped with the 1.0-litre EcoBoost the Ford is hardly fast, taking 12.7sec to complete the 0-62mph benchmark, but it is smooth. The engine’s now-familiar three-pot note is prominent, but not intrusive, during acceleration – and at motorway speeds it remains audible. As in the Fiesta, it’s a likeable powerplant.

It was also 30 per cent more economical, according to our touring test, and quieter than the EcoSport both at idle and at 30mph. Gaps that size – to an undistinguished mid-class performer, remember – aren’t what we expect from Ford, and they aren’t what its customers are used to accepting, either.

The EcoSport’s 1.5-litre turbodiesel is rattly and coarse at idle, and it only gets noisier and less civil with revs. It responds to the accelerator reasonably well and is mated to a transmission that has a decent shift quality and a pleasant clutch, but it feels short on torque through the mid-range (because it is compared with most small diesels) and both harsh and asthmatic above 3000rpm.

At slower crank speeds and under a gentler throttle, the intrusion is tolerable, but even here there are vibrations through the seat and controls that you won’t find in most small crossovers. Consequently, despite some potential economy and CO2 benefits, it would be hard to recommend the diesel.

The EcoSport’s Goodyear Assurance tyres (a type with which we’re unfamiliar) and disc front/drum rear brakes don’t make for particularly good stopping power, either. There’s no reason why a 1300kg supermini shouldn’t stop from 70mph in less than 50 metres in the dry, or need more than 55 metres to stop from the same speed in our wet surface test.

The EcoSport missed both markers – not just because of a general lack of pure grip, but also because of an anti-lock braking set-up that lacked delicacy and sophistication.

DRIVING ;

Dynamics and Ford cars go hand in hand. The EcoSport boasts of excellent handling capabilities and it is actually a very fun car to drive around. The steering is very precise and it offers excellent feedback and feel. It is moderately weighed, neither too heavy nor too light while it also gains weight significantly as the vehicle’s speed increases. High speed stability is good on the EcoSport and it is fun around the corners but only upto a certain limit. You can never push an SUV as much as a sedan but the EcoSport does feel car-like to drive. There is some body roll too but not as much as other compact SUVs. It is somewhat comparable to what small cars have.

The ride quality on the Ford EcoSport is also very good and the suspension does an impressive job of ironing out all the potholes and craters that Indian roads have to offer. The SUV comes with MRF tyres which have satisfactory levels of grip if you don’t intend to push the vehicle very hard and the brakes also perform in a positive manner, making the vehicle shed speeds without any sort of unnecessary drama.

SAFETY AND FEATURES ;

To begin with, our press demonstrator was the Brown. The Mars Red colour might appeal to several, but I prefer the Kinetic Blue on the Ecosport. This in my opinion looks more upmarket and carries a hint of sophistication. The variant we drove was the Titanium Option. It comes with keyless entry, push start and stop, artificial leather, in-dash music system with Bluetooth, auxiliary and USB connection, reclining rear seats, 60:40 split, six airbags and ABS. In our long-term report, we share the fuel efficiency, performance and the pros and the niggles that we faced with the Ford Ecosport in our daily running.

VERDICT ;

It’s a long time since a new Ford was as bad as the EcoSport. It may not be a European-hailing car and it may be due an early revision to address its failings, but customers won’t care and neither should we.

Its perceived quality is regrettable, its diesel powertrain is rough and flat, and its chassis is so rudimentary that it could even damage Ford’s prized reputation for dynamic excellence.

Anyone who has test driven a rival or two will instantly be aware that the EcoSport just isn’t worthy. Neither is it cheap enough to be unworthy.

Ford’s repost will be that this has already proven a successful car for developing markets, but on tougher roads and catering to different tastes from ours

There have been plenty of great Fords like that over the years – from Mustangs to Broncos to Falcons – but none has cut the mustard in Europe. Neither will this.

 

Posted on

Merecedes Benz AMG C 43 Performance

OVERVIEW ;

The current generation C-Class has been with us for nearly two years and has been one of the best cars in its class. The last generation C-Class lacked certain qualities one expects from a Mercedes-Benz and made you feel like you were sitting in the cheapest car in their lineup. So when Mercedes went back to the drawing board, they drew inspiration from the best car in their lineup: The S-Class. That inspiration is very noticeable from both inside and out where the C-Class bears a strong resemblance to the S-Class.

Apart from fixing the C-Class’ obvious shortcomings with its styling and interior, Mercedes sought to outperform its rivals in the performance department. AMG is Mercedes’ in-house tuner and has created flashy high-powered machines for Mercedes for the better part of nearly the last three decades. In order to bring the AMG feel at a more accessible price, Mercedes has added the AMG 43 model to several models in its lineup such as the C-Class. The AMG C43 is supposed to capture the styling, dynamics and feel of its V8 brother

EXTERIORS ;

Mercedes has tried to make the new C43 as sporty as they could and the fresult is right in front o0f you. The C43 AMG gets all the styling characteristics of the AMG which makes it instantly recognisable that it is a part of the AMG family. The typical AMG front apron with bigger air vents, diamond mesh and silver chrome trim. The diamond radiator grille now features chrome plated pins, the louver gets which has been finished in Gloss black colour gets the AMG lettering as well. The side profile of the coupe gets lightweight alloy wheels. Towards the rear the Coupe features chrome plated twin tailpipes with centre divider. The rear profile also gets the “AMG” (left) and “C 43” (right) lettering on the boot lid and also the new “BITURBO – 4MATIC” lettering on the front wings.

INTERIORS ;

The interiors of Mercedes-Benz C-Class AMG C43 4MATIC feature AMG line interior trims with open pore black ash wood and door sills with “AMG” lettering illuminated. The seat matrix features sports seats for the driver and co-passenger provided with electrically-adjustable feature and memory function for the convenience of regular users, and the seat upholstery in Nappa leather upholstery. The comfort and luxury convenience of the occupants has been enhanced with Thermotronic 2-Zone automatic climate control, and infotainment system with 7” high-resolution media display and music system with 4 high-resolution loudspeakers delivering high quality of audio output.

PERFORMANCE ;

Well, that pattern extends squarely to the performance department as well. The C 43 AMG runs a 3-litre twin-turbo V6 that makes 367PS and 520Nm. That’s two cylinders, 143PS and 180Nm down on the C 63, but two cylinders, 183PS and 220Nm more than the standard C200. And straight away, I can tell you that this engine is my favourite part of the C 43 AMG. Many write about how turbos blunt throttle response, but not once did I think, “Oh, I wish the engine’s responded faster to my right foot.” In fact, in the Sport +, the raciest of all the modes I had to make a conscious effort to smoothen out my throttle inputs. Then there’s the beautiful power delivery. Performance is strong from as low as 2,000rpm, and it just builds and builds till the needle slams into the 6,500rpm redline. I guarantee that you will repeatedly run into the rev limiter the first time you drive this car hard in manual mode. Power gets so addictively strong at the redline, and accompanied by that sweet 6-cylinder roar, you simply can’t help it! If only there were 500 or 1,000rpm more to play with, what an epic motor this would be. Wishful thinking, but still engine performance is nothing short of stunning. We recorded repeated 5.0s 0-100kmph runs, and top speed is limited to an easily achievable 250kmph. While I mentioned that the exhaust sound is enjoyable at the redline, at start-up and lower revs it lacks the bigger AMG’s volume and also doesn’t pop or burble quite so dramatically. That may disappoint some but it makes the car calmer and more comfortable to live with at low speeds.

There are five driving modes as well as individual control over engine and suspension settingsThere are five driving modes as well as individual control over engine and suspension settingsLike the GLE 450 AMG Coupe that shares this motor, the C 43 uses a 9-speed automatic transmission. AMG says they’ve increased speed and responsiveness, but the transmission doesn’t work quite the same magic as the engine. Shift speeds are quick enough, but I found that the gearbox lacks the on-edge reactiveness and responses that the engine deserves. It’s fast, but not dual-clutch fast. In the enormous GLE 450, this didn’t matter because it’s not the type of car you push too hard, but the lighter, more agile C 43 encourages flat-out driving and that’s where you start to notice the gearbox.

RIDE AND HANDLING ;

The C43 features AMG RIDE CONTROL sports suspension. Towards the front the coupe gets four-link front axle which gets all the components optimised in terms of rigidity, the rear profile gets multi-link rear axle. All these setup helps the cars overall agility and also improves the dynamics as well. The driver will also benefit from reduced body roll, higher lateral acceleration and better traction. The driver can further select the automatic adjustable damping system’s three suspension modes which includes “Comfort”, “Sport” and “Sport Plus” modes. The driver also further gets assists of the speed-sensitive sports steering.For stopping the Coupe relies on a internally ventilated compound brake discs, perforated towards the front which has a diameter of 360 mm, while the rear gets 320 mm discs.

BRAKING AND SAFETY ;

The braking system of C-Class AMG C43 4MATIC features adaptive brake system with anti-lock braking system and brake assist system with servo brake assistance for emergency braking. The safety features offered include front and side airbag for the driver and co-passenger with thorax protection, window airbags for the driver and front passenger, and curtain airbags for the rear seat occupants. The passenger seat occupant detection, Pre-Safe system with reversible belt tensioners, glove compartment with emergency lockable key and electronic immobilizer are featured for safe usage and prevention against theft attempts.

VERDICT ;

Middle ground is a space appreciated by a lot of folks. Not everyone wants extreme performance, but many aspire for more than the ordinary. The C 43 AMG straddles this space well, especially in an age where a C 63 AMG costs over Rs 1.7 crore on-road in Mumbai (Maharashtra takes about 25 per cent of your luxury car’s value, but we’re not quite sure where it’s being spent, but it certainly isn’t on the roads). Similarly, the C 43’s enticing ex-showroom price of Rs 73.6 lakh shoots to Rs 98 lakh on-road in Mumbai. Nevertheless, at this price, you get a sports sedan that is far more luxurious and refined than a CLA 45 AMG but also costs a lot less than a full-on super saloon. It’s not the ultimate driving machine, but on the right road it’s a proper laugh, and aside from the Audi S5 Sportback, there isn’t much else at this price point.

 

 

Posted on

Fiat Linea Classic Price & Transmission

OVERVIEW ;

The Fiat Linea Classic is a beautiful car, make no mistake about it. The Linea has been sold for quite a few years in the Indian market though it has not really set the charts on fire in terms of sales. However, there’s no denying that it is a beautiful car. However, the expensive price tag of the regular Linea has put it out of reach of the masses. Fiat has now taken a cue from Ford and has launched a version of the Linea at a more affordable price point. The company has chopped prices by removing some features instead of developing a whole new sub 4m Linea. Check Price of Linea Classic in Carzprice

EXTERIORS ;

Its image is well designed with plenty of aesthetics that make it look very elegant. Its front fascia consists of a bumper which is in body color. This is available to all the variants as a standard feature. While the front radiator grille in the top end is in silver, rest have it in black. Whereas, grille has chrome over its surround. On its either sides, there are dual parabola headlamps integrated. Outside door handles as well as the outside rear view mirrors are painted in body tone. There are steel wheels integrated to all the trims, while the top end is offered with wheel covers. The rear end has a sleek boot lid with a pair of radiant tail lamps surrounding it. This also has a company emblem in the center along with the other standard variant badging as well.

INTERIORS ;

The Linea Classic comes with a grey dashboard with beige seats and accent pieces. The dashboard is quite similar to the Linea T-Jet though several features of the regular car are missing here. The Classic has a conventional knob-type air conditioning system in comparison to climate control offered in higher spec vehicles. The Classic Plus does get a climate control air conditioning option though. The infotainment system also seems to be dated. The Blue and Me Bluetooth setup is missing along with USB and Aux input.The car also gets manually adjusted rear view mirrors instead of electronically adjusted ones. There are no steering mounted controls and the instrument binnacle has been revamped. The seats have also been revamped and are definitely not as comfortable as the regular sedan. However, there is ample space as compared to several vehicles at a similar price point. There is a supersized boot in place as well.

PERFORMANCE ;

When Fiat launched the Linea Classic, we all were skeptical about how it would perform as the 1.3-litre Multijet diesel engine only outputs 75 BHP of power and 190 Nm of torque, which is down on the regular Linea’s 90 HP and 209 Nm. Considering the regular Linea isn’t quick and the Linea Classic also weighs as much, we were expecting disappointing performance. However the Linea Classic has surprised us with the way it moves. The engine lacks VGT which has somehow become a blessing for the car in city conditions. Unlike the VGT equipped Linea diesel, this lower output motor has turbolag well contained which gives it slick performance in the city.

The Linea Classic’s mill is very tractable and power delivery is linear. You will never feel the lack of ponies in city conditions. Want to amble around town at 20 km/hr, sure you can do that in third gear without a hitch. 100 km/hr comes up in third gear near the redline while cruising on the highways in top gear at 100 km/hr will make the tacho needle tick at around 2500 RPM. What further complements the Linea Classic’s drivability is the light clutch with a dead pedal although the gearbox is a bit resistant and isn’t a fast shifting unit. One can expect a mileage of 14 km/l in the city and 16 km/l on the highway with 100% AC usage.

The meat of the performance comes between 2000-3500 RPM and post that the Linea Classic’ powerplant really starts to lose breath. NVH levels are good in the lower part of the powerband but once past 3000 RPM, the oil burner starts becoming audible and is very loud post 4000 RPM. The motor itself is very lethargic in the higher end of the power band and redline comes in at 5100 RPM. This isn’t a car you would want to rev hard as there is no top end power. Thus the Linea Classic doesn’t far well in outright acceleration and 0-100 km/hr takes around 18 seconds. You need to downshift on the highways to get going while overtaking.

DRIVING DYNAMICS ;

With regards to the braking mechanism of this sedan, front wheels are equipped with ventilated disc brakes whereas, the rear ones have a pair of standard drum brakes. It is further integrated with an anti-lock braking system with an electronic brake-force distribution. This will allow the driver to have stronger control over the vehicle over all kinds of roads. In case of suspension, the front axle has an independent wheel whereas, the rear axle is mated with a torsion beam type suspension. These axles are integrated with helical coil springs with double acting telescopic dampers along with a stabilizer bar. A hydraulic based power assisted steering is bestowed for much efficient handling along with tilt adjustment facility. About 5.4 meters of its minimum turning radius is very useful, particularly on narrow roads.

SAFETY ;

The Fiat Linea Classic feature anti-lock braking system in Classic plus and Classic plus alloy wheel variant of Multijet diesel version. The safety features such as engine immobilizer, double crank prevention system, fire prevention system are available in all Linea Classic variants.

VERDICT ;

The Linea Classic is definitely one of the most beautiful, spacious and comfortable sedans out there and the price point is particularly attractive as well. If you can make do with the lack of some features, this is the car for you. To know more about Fiat Cars in India, visit here for more details.

 

Posted on

Audi RS6 Features & Specifications

OVERVIEW ;

Station wagons are very rare in India and the last time I sat in one was a decade back when someone I knew had bought an Opel Corsa Sail. Before that, I once travelled in a Tata Estate too. I’m one of those few guys who actually likes the shape of a station wagon and mind you, the Skoda Octavia vRS Combi was a personal favourite. However, estates have been getting almost nil demand in India and thus manufacturers have been hesitant in launching them here. However, Audi has taken a bold step and launched the RS6 Avant which is a hot performing station wagon which also boasts of a lot of practicality. We took the Avant for a long run and here’s how it fared.

EXTERIORS ;

Much like the Plus models before it, the RS6 Avant Performance gained subtle visual enhancements over the less powerful RS6 Avant. Since the latter was updated for the 2015 model year, the Performance model also received the sharper front grille, the darker chrome finish, and the revised headlamps and taillights that came with the facelift.

Other than that, the RS6 Avant Performance gained only a couple of exclusive features, such as a new set of 21-inch, cast aluminum wheels and the Ascari Blue exterior paint. Speaking of colors, the wagon can be had in ten body paints, including Daytona Gray, Floret Silver, Glacier White, Misano Red, Mythos Black, Nardo Gray, Panther Black, Prism Silver, and Sepang Blue. Additionally, customers will be able to choose between an array of custom paint finished from Audi Exclusive.

INTERIORS ;

If understated was the theme you were going for, this interior would be the dictionary definition. Of course, all the possible carbon fibre trim options gave been selected on this particular car, but if you really wanted to go completely stealth, you could just have the plain black version instead as well. That said, personally, we would have liked to see atleast a bit of red thrown around the car to add some sort of drama to the overall scheme of things. All said and done though, the kind of quality that the RS6 showcases is second to none. And so are the absolutely phenomenal race derived sports seats that you get. As they the most comfortable or the most aggressive seats that we have plonked our butts in? No. but they certainly are one of the best compromises between those two spectrums.

And there is also enough space in the back for three to sit comfortably. Which in our opinion just raises the appeal of this car. Why would you not want to scare the living daylights out of four close friends while they get fooled into thinking this is just another luxury Audi. And the RS6 is perfectly capable of just that, while still carrying your weekend getaway luggage or your doggies in the boot. On the whole then, with the exception of a rather plain design that we have become used to in Audi’s of this segment, the RS6 is a wonderful place to be in.

PERFORMANCE ;

A word on the mechanicals first. The RS6 Avant features the same engine that powers the Audi RS7. It’s a 4.0-litre twin-turbo, direct injection V8 petrol engine that makes a crazy 553bhp at 5,700-6,600rpm and 71.3kgm at 1,750-5,500rpm. The engine comes mated to an eight-speed torque converter gearbox and power is channelled via Audi’s Quattro all-wheel drive system. In typical driving, the front-to-rear power split is 40:60, but depending on the conditions as much as 70 percent of power can go to the front, or 85 percent can go to the rear. There’s torque vectoring too, for added precision.

In a straight line, the RS6 is just manic. There’s no launch control here, but the all-wheel drive system allows for ballistic controlled getaways. Truth is, you can’t tire of the sheer ferocity with which the RS6 builds speed, be it from a standstill or from 120kph. Seriously, thanks to the turbos, almost the entire rev range is the powerband. As a result, explosive performance is never too far. The super quick gearbox also deserves credit here. It shifts gears without any delay, be it in full automatic mode or when operated manually via the paddle shifters or gear lever. The exhaust also adds its share of drama to the proceedings. There’s an ever-present bassy rumble at low revs that builds up to a deep-throated growl at higher revs. At its loudest setting, the exhaust will also bark and pop on gearshifts. Nice!

RIDE AND HANDLING ;

The company has given this vehicle the same braking and suspension mechanism, which are available in other models of the Audi’s portfolio. The front axle is equipped with a McPherson strut along with lower wishbones, an aluminum subframe and a tubular anti roll bar as well. While its rear end has a four link suspension with separate spring based shock absorber arrangement, sub frame and a tubular anti roll bar. On the other hand, its front wheels are fitted with a set of ventilated disc brakes, while rear are equipped with a sturdy set of solid disc brakes. This mechanism is further augmented by anti lock braking system along with electronic brake force distribution and emergency brake assist as well. In addition to these, it also has features like energy regeneration electronic stability program, anti slip regulation and other traction control programs. The cabin is incorporated with a rack and pinion based electro mechanic power assisted steering system, which is further incorporated with a speed dependent control. This tilt and telescopic adjustable steering wheel is quite responsive and makes it easy to handle even in peak traffic conditions.

SAFETY ;

Talking about after-sales service, Audi has a decently wide spread network across the country and the automaker has been fetching good sales across various cities. The RS6 Avant is also loaded with a lot of safety tech including six airbags, stability control, Adaptive Cruise Control, Pre-sense Plus with Brake Assist and Active Lane Assist, etc.

VERDICT ;

When a wagon cranks out nearly as much horsepower as a Lamborghini Huracan, you know it means business. If you’re looking for a fast and powerful grocery getter, it doesn’t get any better than this. Sure, the AMG E63 S packs a lot of grunt and it’s equally quick from 0 to 62, but you can’t get cocky about having more than 600 horsepower under your right foot in the Merc.Performance and reasoning aside, the RS6 Avant Performance could also mean the beginning of a new era for Audi. According to its specs, this muscle wagon is a Plus model, but the Germans don’t want to call it that. With the S8 and SQ5 having already received Plus versions, it made sense for all similar models to wear the same badge, but it seems as if Audi wants to either replace the Plus with Performance or use two monikers for the same type of car.

 

 

Posted on

Tata Zest Price In Hyderabad

OVERVIEW ;

The past few years haven’t been good to Tata Motors’ passenger car division. It has had a few good products, but there always was something that didn’t sit right. Of course, there were even more things that were brilliant about the products, but desirability, one of the most important things in an economy such as ours where a car still remains in large part a luxury rather than a necessity, was absent. Tata has now recognised this, and has thrown everything they have behind the new range of products that will launch from now on, and it all begins with this small car that will replace the cheapest sedan on the planet – the Tata Zest. Does it manage to deliver what Tata so badly needs? Check Zest price in Hyderabad

EXTERIORS ;

Tata Zest was designed with inputs from the company’s three different design studios – Pune (India), Conventry (UK) and Turin (Italy). Several designing processes were also carried out by the help of Jaguar Land Rover – company’s luxury vehicle divison, as more than 6000 engineers and technicians worked relentlessly and rigorously across five countries and eleven centres. All the aforementioned hard work resulted in the birth of a distinct and never-seen-before sedan in the form of Zest. Being based on a thoroughly modified X1 platform, The all-new styling of the Zest is based on its new design direction of ‘Confident Dynamism’. As far as the front fascia is concerned, it flaunts the all new company signature grille with the newly introduced ‘Humanity Line’. This front grille is complimented immensely well by the dual projector headlamps with chrome accents, which are standard for every variant, except the base XE. Moreover, the top-end trim XT also enjoys LED daytime running lamps. The front bumper boasts triangle shaped twin fog lamps and double slat air dam.

Coming to the side profile of the sedan, it has an enlarged C-pillar which makes the roofline a bit sloppy. The Zest has body colored ORVMs with blinkers and turn indicators, body colored door handles, and body colored bumpers as standard across the entire range of variants. The flared wheel arches have been bestowed with 15″ alloy wheels which, again, are standard feature and offered with each and every variant. At the rear-end of the car, the Zest is the first car in its segment to flaunt LED tail lamps. The whole tail lamp cluster is quite stylish and feature a wrap around design. The boot-lid gets a lot of chrome treatment, particularly around the horizontally positioned strip, company logo and model badging. Tata Zest is being offered with 6 vibrant colors – Buzz Blue, Venetian Red, Sky Grey, Dune Beige, Platinum Silver and Pristine White. In all, Tata has finally succeeded in carving out a niche sedan that is good looking, stylish and sporty. It won’t be an exaggeration to term it ‘The Best Tata Car’ till date in the exterior designing aspect.

INTERIORS ;

Now most of the Indian consumers wants maximum out of their cars interior because this is the place where most of them and their family would spend their time in. Tata has tried to make the interior look new and fresh and we must admit that the interior of the Tata Zest neat and and modern compared to other Tata Motors products.The first thing that catches everyone’s eye when they step inside a car is the dashboard, in the case of Zest compact sedan Tata has fitted a completely new dashboard which looks very modern and premium. Tata have used Java Black & Latte colors. The newly designed three spoke steering wheel looks new.In addition to that Tata also has highlighted some important bits with chrome which overall adds a very interesting and premium finish to the dashboard. The top end variants definitely gets lots of goodies like Harman touchscreen multimedia system with 8 audio speaker, Voice recognition and SMS readouts and even steering mounted controls. The top trim also gets automatic temperature controls which can be operated via the touchscreen interface.

Now coming to the comfort factor the seats definitely feels comfortable while the white colored leather seats make the interior feel plush and appealing. From the pictures it is quite clear that the rear seats has sufficient amount of leg room which will definitely be useful during long journeys but what you will lack are the storage spaces inside the cabin, there is neither any arm rest on the front or even in the rear seats which is bit disappointing though. However at the rear of the car you will get a 360 litre boot which can help you store lot of luggage’s but the Swift Dzire or the Honda Amaze provides even better boot space.The base XE trim gets lot of important goodies like tilt adjustable power steering, air-conditioner with a heater option, front power windows, manual central locking and foldable key but unfortunately you won’t be getting any audio system with this trim. While the top end trim gets Automatic climate control, Multifunction steering wheel with voice command, Rear parking sensors, Electrically adjustable wing mirrors, Driver seat height adjustment, Harman music system with 8 speakers which supports

PERFORMANCE ;

The Tata Zest is offered with the tried and test 1.3-litre Quadrajet diesel engine which produces the same output as it used to earlier. This engine is sourced from Fiat and is also popularly called as the “National Diesel Engine of India”. While offered with a 5-speed manual earlier, it now also gets paired to a 5-speed AMT automatic gearbox, making the Zest the cheapest diesel automatic in the country and also the only diesel automatic car in its segment. The bigger news is the new 1.2-litre Revotron petrol engine, which has been developed by Tata Motors in conjunction with AVL. It’s the first and only turbocharged petrol engine in its class.The 1.2-litre Revotron turbo engine uses an alloy head and a cast iron block, it belts out 90 PS at 5000 RPM and 140 Nm of torque at as low as 1750 RPM (up to 3500 RPM). The Zest gets a clutch lock and once you start the vehicle, you will really appreciate the low NVH levels, the motor is super refined with no vibes at all. In fact, the NVH is so good that at speed with the audio system playing, you can’t hear much of road, tyre or wind noise. Drivability is where the 1.2T Revotron mill truly shines, it offers an excellent low and mid-range punch but lacks top-end thrust. There is no turbo lag and performance is instant too, with power delivery being linear. The engine doesn’t rev quickly though and you do have to work the gearbox for quick overtakes, more so if the RPM drops below 2500 RPM in higher gears (4th and 5th).

So for instance, driving at 90 km/hr in fifth and you stand on the pedal, the motor does take its time to pull, clearly fifth gear is for cruising. Redline comes in just under 6000 RPM with the tacho glowing red once you whizz past 5500 RPM. 100 km/hr comes up in third gear with the tacho ticking in at around 2300 RPM in top gear at the same speed, so the engine is relaxed when you want to maintain cruising speed on the highway. Tata Motors has tested the engine for 3 lakh hours and there are many highlights of this powertrain – 10% faster than the closest rival, highest power and torque density in it class, 23% better peak torque than the closest rival. The engine doesn’t sound sporty but you can hear the turbo whistle. This is not the motor which will put the tarmac on fire as it’s not tuned for high revs but drivability is its forte. Still, it does cut off smoothly when it hits the redline (like European cars) and doesn’t feel jerky there.While accelerating, if you lift off, the RPM doesn’t drop quickly, it increases a bit and then falls very slowly. First gear is good for 50 km/hr while second will see you do 90 km/hr. The engine won’t rev more than 5000 RPM in neutral. The Revotron engine also has a first in class drive mode selector (developed with Bosch), you can choose between Eco, City and Sport. By default, the car is in City mode and a touch of a button on the centre console changes the mode (which is reflected on the 2.5-inch display on the instrument cluster). This change happens on the fly and the Eco mode is aimed at mileage, the Sport mode boosts performance marginally while the City mode gives you the best of both (the throttle response is altered). You can feel the power trailing off a bit in Eco mode while the accelerator feels more instant in Sport, the 0-100 km/hr timings reflect the difference in different modes and the same is significant. The 5-speed gearbox offers smooth shifts and the clutch is light too. We can expect a mileage of 13-15 km/l from the petrol Zest.

DRIVING DYNAMICS ;

The final area where huge strides have been made is the chassis and suspension. Without getting into too much detail, what you need to know is that Tata has managed to find a sublime balance between ride and handling; perhaps even the best in this class. Drive it over any manner of road blemish and it will flatten it out impeccably, and quietly. Even big potholes hardly faze it. Road shocks are cushioned brilliantly and the sense of calm in the cabin even on a really bad surface is amazing for a car in this segment. The only time it comes close to being caught out is when you drive it quickly over large road undulations, at which point, it may pitch a little at the rear. Under very hard braking too, the rear can get a bit unsettled

Amazingly, the relatively heavy and tall Zest darts around corners quite capably too. Its wider tracks help it feel more planted than an Indica, and the body movement is very well controlled for a car that seems to ride quite high. Yes, there is a bit of body roll but the overall balance of the chassis doesn’t make it an issue. The new electric steering unit, borrowed from the Nano Twist, also works really well. It’s pretty accurate and the ‘active return’ feature does subtly make things easier on the move. At speeds, the steering does feel a bit light but doesn’t take confidence away from the driver.

SAFETY ;

The Tata Zest uses a baked hardened steel in its construction. It gets front and side crumple zones along with protection bars for rear passengers. Safety equipment includes dual front airbags, ABS, EBD and Corner Stability Control (CSC). The Zest feels strong, the doors close with a reassuring thud and the thickness of metal is good too. However, the vehicle isn’t tested by Global NCAP yet and we can only comment on the safety of the vehicle after a crash test rating has been given to it. The company has crash tested the Tata Zest at its own facility and it meets Indian regulations.

VERDICT ;

It must be said that Zest is probably Tata’s best and well coveted attempt to target most sort after compact sedan segment. It actually breaks away from what we Indians are used to seeing in Tata Motors product portfolio till date as this sedan brings forward the company’s latest design philosophy and engineering to conquer competition. In sheer performance, the petrol is the one that impresses the most while the availability of an automatic in diesel is definitely going to attract a great number of seekers. The attractive pricing at which the company has launched the Zest into the market, will surely pull a lot of customers towards it, especially when it comes to the first-in-segment diesel automatic variant.

 

 

Posted on

Renault Captur Review & Specifications

OVERVIEW ;

The Duster has been a smash hit for Renault in India, bringing many new buyers to a brand not very popular until then. The Kwid further established the French carmaker’s credibility and now, Renault hopes to repeat the success with the Captur, a premium SUV with strong crossover DNA.The Captur shares the engine, transmission and chassis with the Duster, which is a good thing as they’ve proved their mettle over the years. But what makes it more expensive than the Duster. We’ll find the answer in this review. Check for Renault Captur price in Hyderabad

EXTERIORS ;

The Captur’s crossover design may not appeal to all at first glance. But, spend some time with it and the edgy design grows on you. We once parked it next to a Duster at a restaurant and were pleasantly surprised at how mature the Captur looked. Yes, it isn’t as tall as a conventional boxy SUV, but there’s no doubt that it looks like a premium offering. Will you give it a second glance? Oh yes. It’s got a bit of novelty on its side for now, and the bright orange colour our test car wore only aided the eye-ball grabbing. There are some premium car elements here too. That includes the full-LED headlamps and the Audi-like ‘dynamic’ turn indicators. Low beam has a wide spread and a long throw too. But, in terms of illumination – it felt just a bit brighter than the LED projectors we’ve used in the Ignis or the Dzire.

The profile and the rear are a notch understated compared to the face. The design here has some understated French flair, which is going to be an acquired taste for most. That said, the 17-inch wheels look classy, and the 215/60R17 tyres look just right sitting under the flared wheel arches.The two-tone is well-executed, and it’s easy to see why Renault say the Captur was designed to sport a dual-tone paint scheme even since it was conceptualised. Keep in mind that the dual-tone combination will be an option. There’s quite a lot of customisation options on offer as well, which should give you the liberty to deck the Captur up the way you want to. From the rear, the Captur tries hard to shrug off the resemblance to the little Kwid. The tail lamps, the bumper and the windscreen all look like polished, grown-up version of the hatchback. That’s not necessarily a bad thing in our books, though.

INTERIORS ;

While there’s nothing to complain about the chic exteriors, the interiors are a bit of a hit-and-miss. The wrap-around dashboard is a fresh design and certainly feels like a step up from the Duster’s. There are also some great design touches such as the butterfly-shaped instrument cluster that gets a large digital speedometer in the centre, flanked by a tachometer and a fuel gauge. And I really like the ambient LED lighting and design of the air conditioner controls. However, our biggest gripe is the type of materials that have been used for the dashboard and the overall use of hard plastics for the interiors. They don’t feel as upmarket as they should for a car in this category, especially the roof liner which feels like it’s from one full segment below.Then there are some slightly wonky design elements, like the centre armrest – it doesn’t fold away and interferes with the operation of the handbrake lever. We really hope that all variants of the Captur offer hill- hold assist; trying to start moving from a standstill on an incline will be quite tricky otherwise. Then there are the front seats. Only the driver’s seat gets height-adjust, which is fine. What isn’t fine, however, is the fact that even the lowest setting on the seat is so high that it not only gives you a commanding view of the road but also of the entire top of the very large dashboard; this serves as a visual reminder of the basic quality of plastics that populate much of the cabin. And, if you’re on the taller side, say over 6ft, you are going to be uncomfortably close to the roof. The other ‘fit’ issue with the Captur can be found in driver’s footwell. The pedals are well proportioned and placed, but forget a dead pedal, there’s almost no space to the left of the clutch. This means the driver needs to keep his left foot under the clutch pedal when cruising; not an easy transition to make if you have large feet.

Renault made a big deal about its ‘panoramic’ windscreen and minimal A-pillars, along with the quarter windows designed to provide you much better situational awareness of what’s around and in front of you. While the side-to-side visibility is great, sitting so high up behind a raked windshield cuts out a bit of the view of the sky. Now, this isn’t a problem when it comes to driving, but it does give you a feeling of looking at the world through a narrow letterbox.The front seats themselves aren’t too bad though. The two-tone white- and-black leatherette seats look and feel good, and there’s enough support for your back and under-thighs, as well as sufficient bolstering for your shoulders when tossing the car around corners. The design and similar contouring are seen on the rear seats as well. While two adults, or even three in a pinch, can sit fairly comfortably, the kneeroom is nothing to write home about, and the rising window line robs the back of some airiness. The rear cabin space also gets its own set of AC vents which should be useful on hot days.

PERFORMANCE ;

The Captur is powered by the very familiar 1.5-litre K9K diesel engine. Although this 108bhp motor is identical to the Duster, Renault has fine-tuned it, to boost refinement and drivability. Unlike our experience in the Duster which has pronounced turbo-lag under 2000rpm, the Captur feel more linear and there is a nice build-up of power from as low as 1600rpm. It felt significantly more refined too thanks to the better sound insulation. This motor comes in its own beyond 2000rpm and carries on till 4300rpm, after which power tails off. Even on the highway the punchy mid-range makes overtaking just a flex of the right foot away. Although the sixth gear ratio is really tall, it’s a great cruising tool that keeps the engine spinning at just about 2,000rpm at 100kph; great for stretching your fuel tank. The Captur will be a better city run about than the Duster too thanks to the lighter clutch and slicker gearbox. Like the Duster, the Captur’s ride quality is exceptional. It smothers even the biggest of potholes with ease and even on rough roads you can maintain a fair clip. In fact, the faster you go, the better the ride. Also Renault has worked hard on the refinement and it has paid dividends. The cabin is very well insulated from the outside and it’s only when you cross the three-digit mark that there’s some wind noise entering the cabin through the A-pillars.

DRIVING DYNAMICS ;

The Captur is dynamically very sound and it was bound to be since it shares it underpinnings with the Duster. Handling characteristics are very similar to the Duster. The steering offers good feedback, sometimes more than you would like. It still has the mid-turn kickback but can be irritating at times. Nevertheless, this is the best steering in the segment as far as enthusiastic driving is concerned. The Captur is not unnerved in changing direction and while doing so there isn’t much body roll.The Captur offers a very settled ride. It is barely moved by rough and bad roads. At slow speeds, almost every undulation is filtered before it reaches the cabin. At high speeds, the rear passengers did feel a few jolts over very rough roads but overall, the passengers would find no reason to complain as far as ride is concerned. Braking performance is progressive with the pedal offering good bite.

BRAKING AND SAFETY ;

The list of Renault Captur safety features include Front Disc Brakes, Drum on Rear, ABS with EBD, Rear Parking Sensors, Central Locking, Driver & Passenger Airbags, Crash Sensors, Rear Seat Belts, Seat Belt Warning, Power Door Lock, Child Safety Locks, Side & Front Impact Beams, Passenger Side Rear View Mirror, Rear Camera, Centrally Mounted Fuel Tank, Engine Immobilizer, Automatic Headlamps, Follow Me Home Headlamps and ISOFIX Child Seat.

VERDICT ;

So on the whole is the Captur a welcome addition to the market? Yes most certainly. It is stylish, offers unique style and is unlike another product in many ways. The fact that Renault is going to town with personalization options is also great. These span everything from excessive (!) chrome add-ons to theme-based decals, even an array of roof wraps and a cool chrome embellishment for the front grille (kind of reminds me of the A-Class’ diamond grille). Now to the prices – which start at ₹ 9.99 lakh for the petrol and go all the up to ₹ 13.88 lakh (ex-showroom Delhi) for the top-end diesel model. The car will compete in the C-SUV space (compact SUV) and that currently sees products like Creta, Compass, etc. All I know is that I would have been surprised if Renault were to price the car at a premium. the current prices are very aggressive – as this is a Duster rival too after all. There are just three variants on offer and the base RXe variant comes with plenty of equipment, as I too pointed out earlier. Is the space hotting up then? You bet! Your move Maruti Suzuki (S-Cross facelift notwithstanding)! Dare I say the Vitara, baby?

 

Posted on

Fiat Linea Features & Performance

OVERVIEW ;

The Italian sense of design and styling is unparallel across the world and the physical proof it is exquisitely cited by Fiat Linea. Designed over the “Centro Stile” platform, Linea is an exclusive piece-of-art that comes with a complete package of power and performance. At present, the sedan is offered with two engine options that include a petrol and a diesel engine. Apart from a beautiful exterior design, Linea incorporates latest safety features and best-in-class comfort features. Fiat presently offers this sedan in five versions that include Active, Dynamic, Dynamic Pack, Emotion, and finally Emotion Pack. Each one of these trims can be availed with diesel and petrol fuel option. Get On Road Price of Linea in Carzprice

EXTERIORS ;

The Fiat Linea has always been an attractive looking car and in spite of its age, it still manages to look very good and appealing, the vehicle hasn’t dated much even after being launched more than six years back. With the facelift, Fiat wants to inject freshness in the Linea and they have succeeded to quite an extent. While the pre-facelift model will be continued to be sold in India in Linea Classic avatar, the updated model isn’t vastly different in external appearance with most body parts being identical. In fact some even prefer the old car’s classy looks over the new model’s busier styling. What ever said and done, stay with the facelifted Linea for a couple of hours and you are bound to like the new model’s fresher looks.

Up front you get a new grille along with a new bumper which drastically differentiates the face of the car with the pre-facelift model. On the sides there is little to differentiate the old and the new which isn’t much of a matter as the Linea has always had an attractive profile. The key difference on the side is of course the new alloy wheels and the turn indicators on the rear view mirrors. At the rear, revision to the boot and bumper of the Fiat Linea are the biggest changes with faux diffuser sitting on the lower half of the rear bumper. The number plate no longer resides on the rear bumper but is now placed on the boot, between the tail lights. The Fiat logo has been shifted further upwards on the tail gate while the thick chrome strip above the rear bumper gives that premium touch. Overall the Fiat Linea facelift looks fresh and is much more appealing than the old model.

INTERIORS ;

The interiors have the same layout. However, what the Fiat Linea 125S gets are some additional features. For instance, there is now a touchscreen system which also has navigation. The Microsoft Blue & Me is now gone. The new touchscreen is a bit small, but it is good enough. The Fiat Linea 125S gets rich leather interiors and speaks a lot about attention to quality. Where the Linea excels is clean interiors with decent stowage space.

The Linea 125S comes loaded with features like automatic headlamps, rain sensing wipers and in fact this is the only sedan in its segment that still offers the twin-aero wipers, which are a lot more expensive than the regular wipers. The tough build quality and the spacious interiors make Fiat Linea a great sedan. The rear legroom is not in the league of most sedans though. The 500 litres of boot space is also large and offers more loading area due to the hydraulic lifts present. The Fiat Linea 125S has one of the best builds in the

PERFORMANCE ;

The turbo-petrol motor now develops 125PS of power and 208Nm of torque. That’s 11PS and 1Nm over the older T-Jet. Is the extra oomph noticeable? Not entirely. The engine feels just as sprightly as before, and you’d have to really wring the living daylights out of it to make the extra horses sweep into action. Get going, and it picks up pace cleanly till the rev needle hits the 2,000rpm mark. Once past this, you get the 208Nm in one concentrated shot that can easily get addictive. Bury the accelerator pedal into the mats, and the 125 S will torque steer like nobody’s business. Much like the Punto Abarth, the engine has a nice raspy note and the exhaust behaves like its sitting in a church. The engine has plenty of power for you to behave like a hooligan with. Keep the motor on the boil and it’ll reward you by plastering a grin on your face. Sadly, though, the wallet won’t be too happy. The claimed mileage figures have dipped from a respectable 15.7kmpl to a decent 14.2kmpl, but, out in the real world — expect somewhere around 10kmpl for mixed driving conditions.

Is the gearbox still rubbery? Ah, yes. How I wish I could say it was otherwise. Good news is that it doesn’t completely ruin the experience. It takes you a little time to get used to the rubbery action, post which you can stretch the Fiat’s legs. Speaking of legs, the clutch on the Linea can be an absolute pain for the left one. The travel is simply too long and can get plain annoying when you’re stuck in bumper to bumper traffic. Low-speed ride is a strong point with the Fiat. The well-tuned suspension does just enough to not upset the cabin when bad roads raise their ugly heads. Moreover, the healthy 190mm of ground clearance gives you that extra bit of confidence whilst tackling broken terrain. The flipside is that the soft suspension tends to make the ride slightly ‘floaty’ once you move into triple-digit speeds. We’re sure a set of stiffer springs will make the Linea a lot more fun, especially around a set of twisties.

RIDE AND HANDLING ;

This is a firmly set-up car but has a pliant and supple feel over potholes. Ride comfort or ground clearance are both non issues, and the handling is quite engaging. The Apollo Alnac tyres, which earned quite a bit of flak in the more powerful Abarths, feel just about up to the job here. They have good traction, even in the wet, and only tend to spin up easily in first gear.The hydraulically assisted steering wheel is a bit on the heavier side in the city, and the large turning radius can be tedious in the city. Fiat recommends a cold tyre pressure of 36psi for the front and 33psi for the rear. Any lower and the heavier engine in the front will make you work extra hard to steer the car. I think it will really be a close call between the Vento TSI and the Linea when it comes to driving pleasure in this segment as both cars take different routes towards entertaining the driver.

SAFETY FEATURES ;

The Linea 125s gets ABS and EBD as standard while you can also expect dual front airbags as well for the safety of the passengers inside. This car has value-for-money package featuring all the essentials that are required to be a perfect family car. It features an automatic climate control unit with rear knee level AC vents..Cruise control, ambient lighting on dashboard and other functional features make this sedan a tough competitor.

VERDICT ;

The Linea 125s definitely does not get lot of cosmetic upgrades but the subtle changes have actually made the car look more sophisticated. What will appeal to the customers though is the new powerful 1.4 Litre T-Jet petrol engine and all that power and torque that it actually generates from the engine. Hopefully Fiat has also worked on the gearbox as well just like we mentioned little earlier in this article to actually do some justice to the engine and all that power and torque that it generates.