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Nissan Micra Active Performance & Test drive

Nissan Micra Active Overview

Nissan launched the fourth generation Micra in India in 2010 as soon as it was launched globally. It was positioned in the premium hatchback segment. The first generation of the hatchback was launched in October 1982 and was designed by Naganori Ito. While the facelifted version of the fourth generation car was released in 2013.

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When the new car was launched, the Japanese manufacturer continued to sell the pre-facelift model after modifying it a little bit. It is now being offered in a lower spec and is called the Micra Active while the Micra still continues to be offered as a premium unit.The Nissan Micra Active that we are talking about is being offered with only a 1.2 litre petrol engine. This engine is larger than some of its competitors though. A diesel engine is not available. The engine is paired to a manual transmission. Nissan has not offered an automatic transmission. Check for Car Loan Interest calculator  in Fincarz.

Nissan Micra Active Design

It has a trendy appearance and stands out with numerous other elements, which define its overall appeal. All the variants of this series are offered with bumpers in body color at the front as well to its rear too. Whereas the front bumper is very sporty as well as curvy and adds to the already stylish hatch. There is a large air dam in the center, which helps in air intake that aids in engine cooling. Its front windscreen is quite broad and is fitted with a couple of intermittent wipers.

Its headlight cluster is equipped with halogen lamps along with side turn indicators as well. In the XV and XV Safety trims, the external rear view mirrors as well as outside door handles are painted in body color, while the other trims have them in black color. Additionally, its neatly carved out wheel arches are covered with full wheel covers, which are offered to the top two variants. The outside rear view mirrors are fitted on both the sides in all the trims except for the base, XE trim. Coming to its rear end, there is a license plate console, a company’s logo in the center, a large windscreen and the regular variant badging as well.

Nissan Micra Active Cabin

Inside, the lines and cabin design of the 2017 Nissan Micra Active have been left unchanged. However, to make it look upmarket, Nissan has opted for an all-black dashboard with premium piano-black finish. The steering wheel is all-new and now houses controls to operate Bluetooth telephone and entertainment options. Additionally, it comes equipped with a 2-DIN audio system with Bluetooth, aux-in and USB connectivity and rain-sensing wipers along with automatic headlights.

The top-of-the-line XV Safety trim comes with height-adjustment feature as well. The 2017 Micra Active also comes with speed sensing door locks that automatically lock the doors when the vehicle crosses 10kmph. In terms of safety, the Nissan Micra comes with driver airbag as standard while the top-end XV Safety comes with both driver and passenger airbags. In addition, it features engine immobiliser and ABS with EBD.

Nissan Micra Active Engine

The Active model is launched only with Petrol engine, with four variants being offered. The 1.2-litre, 1198cc, Dual Over Head Cam Shaft (DOHC) based engine has the capacity to generate about 66.64bhp of maximum power at 5000rpm and 104Nm of peak torque output at 4000rpm and is mated with a smooth and efficient 5-speed manual gear box transmission. This new hatch is a clever amalgamation of superior technology with a quirky design and advanced features. Check for Micra Active in igc2016

The line-up starts from the base version – Nissan Micra Active XE that comes with basal features. It has body-oloured bumpers, power steering, a manual AC unit, an engine immobilizer, a key remove warning indicator and many others. It is incredibly cost-efficient at 3.50 L. The next variant – Nissan Micra Active XL is endowed with better comfort features like rear headrest, assist grips, a 12V power outlet, central door locking, speed sensing auto door locks, front power windows and many other such functions. It has the same 3-cylinder, 1.2-litre petrol engine that produces a displacing capacity of about 1198cc.

This engine has ability to churn out a maximum 66.64bhp at 5250rpm and yields a torque of about 104Nm at 4000rpm. The mid-level variant – Nissan Micra Active XV houses most of the high-end features that include an electric power assisted rack and pinion steering system, manual air conditioner, a 2-DIN audio system, which is integrated with an FM/AM player and supports USB as well as has an aux-in port. It also has internally adjustable wing mirrors, front and rear power windows, a 12V power outlet and many more such exciting features. Priced at 4.39 L, it is a very enthralling buy. The top-end Micra Active is the XV S that comes with plush comfort and safety features. It is integrated with Anti-lock Braking System (ABS) with electronic Brake Force Distribution and Brake Assist mechanisms.

Driver and front passenger air bags and driver seat belt warning indicator upscale the safety of this hatchback. Its features include an advanced power steering system, air conditioner, power windows, luggage lamp, front and rear speakers, adjustable rear seat head rest and more. Its new sports bumper in body colour is the perfect blend of aerodynamics and style. Full wheel covers and body-coloured wing mirrors and door handles enhance the visual appeal of Micra Active.

Nissan Micra Active Driving

This is one of the most significant aspect in any vehicle. Its front wheels are fitted with ventilated disc brakes, whereas the rear wheels are fixed with a set of standard drum brakes. The suspension system is well equipped as well with the front axle getting a McPherson strut, while the rear axle is fixed with a torsion beam. It is integrated with an electric power assisted steering wheel, which is based on rack and pinion steering type.

It has a minimum turning radius of 4.65 metres, which is good enough. For the top end variant, the XV Safety, an advanced braking mechanism is equipped, which consists of an anti-lock braking system with an electronic brake-force distribution and this is additionally supported with a brake assist as well. This helps the driver immensely for gaining control over the vehicle.  For price details on Nissan Cars in Ahmedabad check AutoZhop

Nissan Micra Active Safety

Safety equipment on the Micra Active include driver airbag standard across line-up. Other features like passenger airbag, ABS with EBD & brake assist and driver seat belt warning indicator are available only on the top-spec variant. Centre door locking, speed sensing auto door locking, speed sensing auto door lock etc.

Nissan Micra Active Price in Jaipur 

Nissan Micra Active On-Road Price in Jaipur ranges from 6,03,992 to 6,46,253 for variants Micra Active XL and Micra Active XV respectively. Nissan Micra Active is available in 2 variants and 6 colours. Below are details of Nissan Micra Active variants price in Jaipur. Check for Micra Active in Jaipur at Carzprice.

Nissan Micra Active Summing Up

Nissan’s Micra Active has superior all-round visibility that is slightly marred by the thick C-pillar. It has bulbous outcrops flanking the bonnet and this makes it a rarity among modern cars where the bonnet is almost never visible and this makes parking in tight spots extremely easy. Micra Active lives up to its tagline ‘drive easy, live better’.

Active’s front seats are quite comfortable but the same can’t be said about the rear bench. Though legroom is adequate, the seats severely lack thigh support, and that makes it the car with the least comfortable rear bench and not the best one to be chauffeur-driven in. Surprisingly, its competitor

 

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Datsun GO Performance & Test Drive

Datsun GO Overview

Datsun GO has received an update after a gap of four years. Changes to the hatchback have been made on the cosmetic front and it gets additional features that make it a better package altogether. In addition, the car maker has added new colour options to the carline. Styling changes have been made to the five-seat layout cabin; it now comes layered with a premium instrument cluster, sporty bolster cushioning and a host of other bits. Packed with the above changes, the Datsun GO price in India is pegged competitively. Apply car loan for Datsun GO.

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Datsun GO Design

The one thing that you immediately notice about the 2018 GO is that the car now looks a whole lot better than before. It’s not a distinctive change, but just enough to make you appreciate it a little more. The grille is now bigger than before and, along with the strong creases on the bonnet, the car looks more imposing. The headlamps too have been refreshed but continue to feature conventional bulbs. Complementing this look is the new bumper which features a lot of sharp creases towards the sides. It also houses new vertically stacked LED DRLs, which is further highlighted by the black surrounds.

From the side, the GO looks almost identical to the previous version. However, there are a few minor changes to make the styling easier on the eyes. The ORVMs now get a body-coloured casing, while the wheels are now dual-tone diamond-cut alloys. Not just that, they are bigger and wider – 165/70 R14 when compared to the older 155/70 R13 wheels – and look even better.

The Datsun GO now looks better from the rear as well. The creases on the bumper towards the edges help accentuate the width of the car. The bottom crease of the bumper, which looks like a lip extension, is a neat touch. Additionally, you also get a rear windscreen washer and wiper as well.Overall, there is a definite improvement in the way the GO looks. The updates make the car appear more premium and offer more universal appeal.

Datsun GO Cabin

It’s the interior of the Go that truly impresses. Yes, there’s no getting away from the fact that Datsun has built the Go with a stiff price target in mind; things like not having a lid for the glovebox, or not having passenger side power window operation on the driver’s side make this quite obvious. As does the fact that there’s no internal adjustment for the ORVMs even in the top of the line variant or the fact that the rear seat belts don’t use an inertia reel. The latter, by the way, is very inconvenient.

But, the fit and finish in the cabin, the quality of plastic and the operability of switches and dials be it for the light or wiper stalks or the air conditioning or even the windows, is well executed. In these areas, the Datsun Go just doesn’t feel like a car built to such a tight price target. The cabin feels airy as well thanks to the light coloured plastic and large glass area. It’s got decent storage areas too, does the Go. The door pockets can hold a bottle and a few thinner items, the open glovebox has usable space as well and then there’s storage under and to the right of the steering wheel. What the Datsun Go doesn’t get are cup holders, which to us is an oversight. Also Read: 10 facts about Datsun Go

The seats meanwhile are a mixed bag. The ones at the front offer good thigh support but the backrest is just too thin; so thin in fact that if one were to lean on the backrest a bit too much, the seat’s internals will be felt. The driving position meanwhile could have been fantastic, if it wasn’t for that backrest again. The steering and gear shifter location feels natural, the floor pedals are well spaced and the seat bottom is a good length and is well located in terms of height as well. But, no matter how one positions the backrest, it’s near impossible to find a truly comfortable driving position. Check for Datsun GO in ieso2013

And a good driving position contributes significantly towards making a car easy to drive. As does visibility. And on the Datsun Go, thankfully, the visibility isn’t a cause for concern, especially over the hood or via the ORVMs. Shorter people might still find it difficult to see the car’s edges but overall the Go doesn’t make for a taxing drive. The light steering and clutch operation help too, as does the progressive travel of the latter. The brakes for first time users is set up well too; these have potent bite, but the bite is progressive and feel from the brakes, positive.

Datsun GO Gearbox

The Datsun GO is powered by the same engine as before i.e. the 1.2-litre, 3-cylinder petrol unit which produces 68PS and 104Nm of torque. However, Datsun’s engineers have made revisions to the gear ratios of the 5-speed manual box, which could have been done to manage the higher kerb weight. As a result, the car still feels peppy, with the engine pulling strongly from 2000rpm onwards. Datsun claims the GO can complete the 0-100kmph run in just 13.3 seconds. Rest assured, we’ll soon put the car through a thorough road test and verify these figures.

However, what’s been affected by the few extra kilos is the drivability. While it’ll still pick up from 30kmph in fourth gear without the engine knocking, you will have to wait a bit for the speeds to climb. This becomes apparent when the car is running on a full load, forcing you to provide a heavy throttle input to get going. Out on the highway, the car settles at triple speeds with ease but runs out of breath soon after, asking you to plan your overtakes in advance. At 19.83kmpl, the claimed fuel efficiency is now slightly lower than before. For more details on Datsun cars in Hyderabad visit Autozhop.

Datsun GO Driving

The Datsun GO gets a 10mm bump in ground clearance (now 180mm) thanks to the larger 14-inch wheels. This has also lead to a slightly different suspension setup, which, in this case, is better than before. The suspension takes on speed breakers and undulations with ease, cushions you well. This characteristic is even retained at higher speeds, as the car remains stable over broken roads and bad patches. What’s even more impressive is that the car is quick to settle down after hitting a pothole or bump. At triple digit speeds, though, it does feel a bit bouncy, but that’s something which is common across this category of cars.

Although engine noise is better insulated than before, the floorboard insulation still feels lacking as even the smallest pebble hit makes a sharp noise inside the cabin. Overall, the NVH levels have been improved to a point where it is now acceptable. As far as handling is concerned, it’s a car best suited for city use. The steering is light and lets you make quick turns or u-turns in traffic. However, the feedback from the unit feels a bit vague at high speeds and sudden lane changes doesn’t inspire much confidence. A slightly heavier steering would have gone a long way to help with that.

Datsun GO Safety

The Datsun GO features safety bits such as driver side airbag, co-passenger airbag, ABS with EBD and brake assist, rear parking sensors, central locking and driver seatbelt warning as standard across the line-up. It additionally comes with rear washer, rear defogger and rear wiper. Braking power on the entry-level hatchback is derived from disc front brakes and rear drum units.

Datsun GO Cost in Jaipur

Datsun Go On-Road Price in Jaipur ranges from 3,69,857 to 4,82,749 for variants Go D and Go T Optional respectively. Datsun Go is available in 5 variants and 6 colours. Below are details of Datsun Go variants price in Jaipur. Check for GO price in Jaipur at Carzprice.

Datsun GO Summing Up

The Datsun GO 2018 facelift gets styling changes on the outside as well as inside. Datsun has also packed additional features such as a 7.0-inch touchscreen infotainment unit, which is a segment-first feature. Overall, it is a better package than the pre-facelift version.Overall then, the Datsun Go as an entry-level car does very well. But, then it had too. Taking on the most successful brand in the country is no easy task. The Go is more spacious, more comfortable and more upmarket in look and feel. And, it’s not far behind in the fuel efficiency or price stakes either. Now, the challenge is to build customer confidence to actually draw them away from a well entrenched, house-hold brand that is Maruti Suzuki.

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Honda City Facelift Review & First Drive

Honda City Overview

The City is one of the most popular and successful models for Honda Cars India. In fact, the Japanese car manufacturer debuted the fourth-generation City in India, highlighting the country’s importance in the company’s global plans. Launched in 2014, Honda has sold over 2.4 lakh units of the fourth-generation City in India.

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The City was once a benchmark in the C-segment for its sophisticated design and features, but Honda’s applecart was disrupted with the launch of the Maruti Suzuki Ciaz, as its long feature list paired with company’s brand trust made it a more appealing product. Additionally, Hyundai is also gearing up to launch the new-generation Verna which is another strong rival of the City. To make sure the sedan remains in the game, Honda has given the City a midlife update and made it more kitted. So what’s new in the Honda City facelift? We tell you in our first drive review. Request a test drive for Honda City in Hyderabad at Tryaldrive.

Honda City Exterior & Look

Quite a bit actually, but let’s start with the exteriors. Aesthetically, the City still looks similar to the pre-facelift model, albeit with a sleeker front end. The arrow-shot design theme is retained. The front grille now features a slimmer chrome grille with a honeycomb mesh in the background.

The Honda City now features an all-LED lighting system. The headlamps are all LED, so are the DRLs and tail lamps. In addition, the all-LED treatment is reserved for the top-of-the-line ZX variants only although, the VX does get LED headlamps and fog lamps. Even the fog lamps and all interior lights including the front and rear reading lamps, and the rear number plate illumination are all powered by LED technology.

It also gets new diamond-cut alloy wheels which have been upsized to 16inches, though, these are also available on the ZX variants only as the lower models make do with 15-inch wheels. Ironically though, unlike most cars, the facelift looks most distinctive from the rear. The all-LED tail lamps feature a clear distinction between the red and clear section. It also gets a new spoiler with integrated brake lamp and honeycomb inserts in the redesigned rear bumper as well.

Honda City Interior & Comfort

Well, inside, Honda has decided to stick with its tried and tested, all-plastic beige-black layout and the cabin will be familiar to previous City owners. Notable changes though include a telescopic- and tilt-adjustable steering which was missing before and should be a boon for taller drivers. Also new is the auto-dimming rear-view mirror which is also frameless and a single touch-operated sunroof has also been added. These features too are available on the higher variants only. The rest, though, is pretty similar. You still get the touch-operated controls of the automatic climate control and the instrument cluster too is pretty similar, albeit with a small update: it now features a white backlight compared to the cool blue lighting in the older car. The start/stop button is also backlit.

Lastly, Honda has also equipped the City with automatic headlamps and rain-sensing wipers to keep up with the competition. The space inside is ample and the rear can still seat three people in comfort. The kneeroom is adequate and you now also get height-adjustable rear headrests. But anyone over six feet will feel the headroom constraint. Also, the middle ‘seat’ can prove to be uncomfortable on long hauls. Though the cabin of the facelift is quintessentially City and looks as classy as before, the quality of plastics used could have been better. The plastics on the dash and door panels feel rather crude especially when compared to its chief rivals, the Maruti Suzuki Ciaz and the Hyundai Verna. Both cars make use of hard plastic panels but yet make them feel premium. Though Honda claims the panel above the glove box to be of soft-touch material but it doesn’t feel as premium as it promises.

Oh no, we haven’t even gotten to the party piece yet, which is the new 7.0inch infotainment system called Digipad. This new infotainment system has been developed in-house by Honda’s R&D and is based on the Android platform and is quite user-friendly. The new system features Mirror Link technology along with WiFi connectivity. Although, your phone needs to support Mirror Link, if you want to connect your Android phone to the Digipad. In addition, it can only run apps specific to Mirror Link, which tends to limit the system’s functionality. In addition, the WiFi can only be accessed by a USB dongle which needs to be bought separately. Also, it uses the data from your phone to enable you to access the browser on the system. You do however get two USB ports so the Mirror Link and WiFi can be connected simultaneously.Check for Honda City  in ieso2013.in

The Digipad also features a seamless navigation system which is powered by MapMyIndia. The system uses SD card-based maps for navigation and you can also receive live traffic updates if you’re connected to WiFi. You also get an additional SD card slot for playing media, 1.5GB of added internal memory, and even an HDMI port to stream videos from your phone to the screen. Our only gripes with the system however are that it looks like an aftermarket fitment and it doesn’t come with either Apple CarPlay or Android Auto. The former feature already exists on the Ciaz whereas both will soon feature on the Verna.

Honda City Engine & Gearbox

All the changes and updates on the 2017 Honda City are primarily related to the exterior and the interior, while the powertrain options remain unchanged. Honda continues to offer the City with 1.5-litre petrol and diesel engines. We did expect Honda to update the power and numbers of both the motors similar to that of the BR-V, but that has not happened. The 1.5-litre petrol continues to make 117PS/145Nm, whereas the diesel puts out 99PS/200Nm. The petrol motor is offered with a 5-speed manual transmission while it is also offered with a CVT as an optional unit. Honda claims that City MT delivers an overall efficiency of 17.4kmpl while the CVT offers 18kmpl. The diesel, on the other hand, gets a 6-speed manual transmission as standard and delivers a claimed efficiency of 25.6kmpl.

For our first drive on the 2017 Honda City, we had the 1.5-litre diesel. It might read odd but the diesel clatter in a Honda is something that I have still not accepted whole-heartedly. Anyways, the wide-spread torque continues to be the highlight of the diesel motor. Be it driving in bumper-to-bumper traffic or cruising on highways, the motor doesn’t feel out of breath as the turbo lag is minimal. Soon after we dodged the city traffic and entered well-paved highway, it didn’t take much effort for the motor to reach higher speeds. And helping the motor deliver its best is the smooth 6-speed manual transmission which again was a saviour in traffic-clad areas. However, City’s other rivals likes the Skoda Rapid and the Volkswagen Vento get a diesel automatic as well which could have been an impressive addition in the City’s model line-up.

Honda City Ride & Handling

The sixth generation City was an able handler and so is this one. The electric power steering weighs up beautifully as you speed up although, feedback is a little lacking. What stays as it is and impressive at that is the ride quality. I have had the opportunity to drive all the variants of the City that have been launched in India and I can cross my heart and say that all of them had a measured ride quality. Neither bone-jarringly stiff nor overtly soft. Take it around a corner with gusto and the car responds positively. There is decent enough grip from the Bridgestone Ecopia tyres which will keep you entertained.

Honda City Braking & Safety

Thankfully, more and more manufacturers are taking safety seriously nowadays and so is Honda. The City facelift gets dual airbags and Anti-lock brakes along with electronic brake-force distribution as a standard fitment. Adding to standard list of equipment are the ISOFIX mounts for child seats. The top ZX trim gets six airbags which include side and curtain airbags, which is a great offering, in our opinion.

Honda City Cost in Chennai

Honda City On-Road Price in Chennai ranges from 9,90,434 to 16,77,226 for variants City S MT Petrol and City Zx MT Diesel Anniversary Edition respectively. Honda City is available in 13 variants and 5 colours. Below are details of Honda City variants price in Chennai. Check for City price in Chennai at Carzprice.

Honda City Summing Up

Well, that is a question that has become quite tricky to answer. Where the City was known to set benchmarks in its segment, it is clear that it is now attempting to catch up with the competition. Yes, the updates are considerable but they haven’t radically changed the package, something the City really needs. Most of the features it is getting now are already present on its rivals, and even on some cars in the segment below. Plus, the Ciaz is due for an update and an all new Verna is being readied too but, the new-gen City will not be making an appearance before 2019. So, the City does share an equal footing with its rivals with the new facelift but that positioning might be short lived.

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Jeep Compass Facelift Test Drive & Overview

Jeep Compass Overview

The Jeep Compass captured the imagination of many Indians when launched. This is an SUV which looks like it means business and comes at a relatively affordable price tag amongst the premium SUVs. Carrying a legendary brand value, the Compass has been selling well since launch. So much that FCA (Fiat Chrysler Automobiles) have been working double shifts to meet the demand and are gearing up to activate the third shift at their plant in Ranjangaon, Pune. The Jeep Compass was initially launched with a diesel engine only. Recently, the deliveries of the petrol version have commenced. We review the automatic version, which comes only with the petrol engine, unfortunately. How good is this version? Is it worth buying? Read further to know more about it.Book a test drive for Compass in Hyderabad at Tryaldrive.

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Jeep Compass Exteriors

At first glance it is easy to see what inspired the designers of the Compass – its bigger brother, the Grand Cherokee; this is especially obvious when you look at it from the front. But apart from that, the Compass has its own identity.

The Jeep Compass looks tough but also premium, sophisticatedly brawny almost. At the front, the highlights include the wide swath of black that stretches from one headlight to the other – including the modern take on Jeep’s iconic 7-slat (chrome lines) grille. The headlamps have a white element in them which help them pop out – an almost animalistic ‘eyes’ look, according to Jeep’s lead designer Mark Allen. They also contain LED guide lights, these are not DRLs – the actual DRLs actually sit on the bumper, just above the fog lamps. The clamshell hood is sculpted, with a slight power bulge in the middle, but the lines on it are not harsh – Jeep wanted the Compass to look more inviting.

The Jeep logo sits on the bonnet, just above the grille. A small horizontal slat-like grille on the painted part of the bumper helps break the huge swath between the main grille and air dam, it also directs air towards the radiator. The air dam is as wide as the main grille and taller – it adds to the muscular look at the front. A chrome lip at the bottom of the air dam adds a bit of bling.The bulk of the Compass is actually hidden well thanks to the use of a thick black cladding that goes all around the car. The Jeep-signature trapezoidal wheel arches contain the 17-inch silver alloy wheels shod with Firestone 225/60 section all-weather tyres; it feels like larger wheels could have made the Compass look even better. Surface detailing like the lines over the wheel arches, the prominent line that passes through the door handles onto the taillamps etc. make the compact SUV exciting to look at. Prominent ‘Compass’ badges are placed on both the front doors.

The crowning jewel of the design here is the chrome line that separates the contrast-painted roof from the rest of the body – this line goes all the way from one outside rearview mirror (ORVM), over the windows, swoops down under the rear windshield, up over the windows on the other side to finally end at the other ORVM. The roof line seems to flow down towards the rear, while the windowline rises up, adding a kink at the very end of the windowline and the C-pillar looks like – according to Jeep – a shark fin! The roof rails and the spoiler do not stand out too much.

At the rear, the design of the Compass becomes a bit sedate. Highlights here include the wraparound rear windshield with the chrome line running across its base, a two-part taillamps which consists of a prominent LED guide-light (mimicking the units in the headlamps), a slightly recessed number plate holder and a two part bumper with integrated fog lamps. The Jeep logo sits on a carved out recess just below the windshield, a unique touch.Look all around and the Jeep Compass feels solid, the panel gaps are consistent and the paint quality is impressive. The Jeep Compass will be offered in five colour options – Exotic Red, Brilliant Black, Minimal Grey, Vocal White and Hydro Blue (the colour of the car you see in the pictures).

Jeep Compass Interiors

The Compass’ cabin sits at a convenient height but the wide sill can prove to be bothersome during ingress-egress. Once inside, the Compass cabin can appear ordinary at first – the plain dashboard is to blame – but soon enough you’ll realise this space has a premium air about it. There’s a generous use of soft-touch materials, bits like the chunky steering feel properly expensive and even the leather seats with their contrast stitching look like they’ve been carefully crafted. Fit and finish, in general, is of a high order and most of what you touch feels built-to-last. And to our ears, the ‘clack’ from the military grade door locks is a fitting follow-up to the ‘thunk’ on door shut.

Given how well finished and upmarket the front seats look, you half expect them to come with power adjust. They don’t. Still, it’s easy to find a comfy driving position, the large seats are well cushioned and supportive, and what you also get is a fairly good view of the world outside. However, the thick A-pillar can be obtrusive at crossroads. Sitting pretty in the driver’s field of vision are the Compass’ stylish hooded instruments. The data-rich multi-information display shows everything from odo, trip and fuel economy readings to oil temperature, coolant temperature and battery voltage.

What is an eyesore, though, are the blanked-out buttons on the steering wheel. On export versions, the buttons operate cruise control, a feature that’s frustratingly been left out for India. Another irritant is the position of the driver’s audio controls on the back of the steering spokes. The buttons are not only hidden from view, but are also small and fiddly, and easy to press inadvertently. All other controls fall easy to hand and even the 7.0-inch touchscreen, that does look lost amidst its gloss black plastic surround, is within easy reach. What is also a nice inclusion is the electronic parking brake that is standard across the Compass range.For Jeeep Compass check in ieso2013.in 

At the back, space is reasonable but not abundant. There’s a good deal of legroom (a Tucson is roomier still), but headroom will be an issue for anyone taller than 6 ft and the cabin isn’t the most accommodating to sit three abreast in either. Rear passengers will also have to contend with an upright backrest and a slightly short squab. The fantastic seat cushioning does help the comfort factor and there’s a rear air con vent and USB port as well.

Each of the Compass’ doors houses a 0.5-litre bottle holder, there are two cupholders up front, two more built into the rear armrest and there’s also a usable bay under the front-centre armrest. A larger glovebox would have been welcome but the bigger need is for a dedicated bay for phones in the vicinity of the front USB, aux and 12V charging sockets.

The 438-litre boot has a wide opening and is big enough for two large suitcases. You can free up more room by folding the 60:40 split rear-seat backrests and you also have the option to adjust the boot floor height. You also get a full-size spare tyre (albeit on a steel rim) as standard that sits under the boot floor.

Jeep Compass Engine

The Jeep Compass automatic comes with a 1.4-litre MultiAir engine that produces 162bhp of power at 5,500rpm and a torque of 250Nm at 2,500 to 4,000 rpm. This unit is the same as the one on the Abarth Punto but gets a MultiAir treatment and higher power. Now, if you think that like the diesel, this will also deliver a punchy performance when floored, then you might be dissapointed, because despite the difference of only 10bhp viz-a-viz the diesel, this engine delivers its power in a much more linear fashion.

Being a turbo petrol there is a noticeable lag initially, below 2,000rpm. Once you have crossed that, the power build-up is brisk, but does not feel as powerful as the diesel. The engine also is a bit noisy when pushed hard. But none to disturb you. In fact, the note is quite sporty.The 7-speed DCT (Dual Clutch Transmission) unit is a smooth performer. The gearshifts are seamless and one can cruise easily at about 100 km/h, while the engine spins below 2,000 rpm.

There are no paddle shifters here, so in manual mode, you will have to stick to the stick!0-100km/h comes up in around 10.2 seconds. Which is not slow by any standards for this SUV. Its just that its lacks that punch and the ‘pushed back’ feel you experience in the diesel

Jeep Compass Driving

The Compass absolutely nails. We were blown away by the Compass’ ride quality when we drove the car for the first time around in Ranjangaon a few months ago. Recent sorties on the familiar roads of our test route in and around Mumbai have just cemented the initial impression that this is one of the best riding cars (not just SUVs) in India today. There is a hint of firmness at all times, so sharper surface irregularities like expansion joints do filter through, but the way the suspension dismisses potholes of all sizes is just incredible. The Compass remains unfazed by bumps even taken at speed, and this just takes the feeling of security to the next level. High-speed stability in general is top-notch, with controlled movements on long wave undulations.

And did we mention the Compass is somewhat of a driver’s car too? The steering, for one, is direct, well-weighted (the petrol’s is lighter but just as precise) and rich in feel. The Compass is happy to change direction and though it rolls, handling feels far from sloppy or top-heavy. The tyres will squeal in protest and the Compass will venture into understeer should you test its limits in the bends, but for a regular jaunt up to a hill station, it makes for a rewarding drive. That said, the front-wheel-drive petrol Compass is prone to torque steer under hard acceleration so you have to keep a firm hand on the wheel. In panic-braking scenarios, the Compass’ rear end tends to feel a bit light too. Sure, braking force is strong and the rear end won’t step out of line but you don’t get the same sure-footed feel as you would in a premium European SUV either. We also noted a fair bit of tyre noise on the concrete surface of the Mumbai-Pune Expressway.

Jeep Compass Safety

The standard safety features list on the Jeep Compass is a long one. Anti-lock braking system (ABS), Electronic brake distribution (EBD), Electronic stability control (ESP), Traction control, Hill start assist, Panic brake assist (PBA – if driver slams the brakes in an emergency, the system applies consistently more pressure to ensure maximum braking effect), Electronic brake prefill (if the system detects the driver lifting off suddenly from the accelerator, it engages the brakes slightly so that there isn’t a delay in braking performance), Electronic rollover mitigation (uses a combination of brakes, traction control and engine torque control to prevent the car from rolling over during extremely tight turns), and dual front airbags are offered on all variants. The 4×4 variants, like the one we are driving, gets six airbags in total.

Other safety systems like cornering fog lamps, rear view camera with display on the infotainment screen, rear parking sensors, manually-dimming IRVMs also add to the sense of safety. Jeep could have offered an auto-dimming mirror on the inside, the manually operated unit does stand out as a cost-cutting measure.

Jeep Compass Price in Chennai

Jeep Compass On-Road Price in Chennai ranges from 18,13,629 to 25,65,097 for variants Compass Sport 1.4 Multi AIR Petrol and Compass Limited 4X4 O 2.0 Diesel respectively. Jeep Compass is available in 10 variants and 5 colours. Below are details of Jeep Compass variants price in Chennai,. Check for Compass price in Chennai at Carzprice.

Jeep Compass Final Thought

We had high expectations for the Jeep Compass and are happy to report that it delivers the goods. If the attractive design and pricing are the hooks, the Compass’ tough build, high-quality cabin and genuinely good driving experience seal the deal. Importantly, the Compass feels like a true-blue Jeep. But it is not perfect. It’s not particularly spacious for its size, the engines can get noisy and it’s missing some features as well. The last bit should be a quick fix for Jeep and we don’t see too many people unhappy to pay more money for a feature-loaded Compass.

However, as with all models from FCA, our concerns go beyond the product. Fiat doesn’t have the best reputation in sales and aftersales, and there is some rub-off on Jeep too. Jeep is expanding its sales setup in India and is also offering a 2-year/unlimited km warranty to instil confidence in buyers, and we can only hope it delivers the right experience.For the moment, let’s give them the benefit of the doubt. As things stand, apart from pointing Jeep in the right direction, this is the best SUV today for the money.

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Tata Hexa Performance & Price

Tata Hexa Overview

Tata Motors has announced its re-entry in the full-size SUV segment by introducing the Hexa crossover in the Indian market. The full-size SUV segment was created by the company with the launch of Aria in October 2010, but to its utmost dismay, the Aria turned out to be an absolute dud. Hence, in what seems to be an attempt to cover the lost ground, the company has presented the Tata Hexa SUV to replace the Aria. The Hexa, being the Mumbai-based automaker’s new flagship product, is the second company model to be based on the new IMPACT design philosophy. The company has bagged nearly 3000 orders for the SUV and it would have a minimum waiting period of around 8 weeks. The magical combination of impeccable interior cabin with lots of first-in-segment features and staggering pricing is all set to make it a sure-shot winner in the Indian market. View offers on Tata Cars from Tata dealers in Hyderabad at Autozhop

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Tata Hexa Exterior

Though Tata has applied utmost effort in giving Hexa a distinctive image than that of its predecessor Aria, but the fact is it is a ‘heavily’ revised Aria. The company says every panel on the car has been re-sculpted. The design is highly appreciable with the front profile having high-set clamshell bonnet, large hexagonal grille and swept back headlamps. There is large air dam below the bumper while the LED DRLs and the fog lamps beneath lend a handsome look to the car.

While lines and creases on the sides and the overall proportion of the car do show traits of a crossover, the company has tried to add butch looks as much as possible. The lower plastic cladding, flared wheel arches, 19-inch two-spoke alloy wheels, and roof rails, all add some strength to the profile while the blackened pillars create a floating roof effect. The ORVMs are huge and they come integrated with LED turn indicators. Then there is prominent Hexa branding in the form of chrome strip on the large third-row window which is certainly a nice touch. The use of chrome strips is also on the door handles adding a little more panache, increasing the sense of richness.

At the rear, the opinions can be polarized but most would agree that the best view of Hexa is when it is viewed from the rear quarter. The car looks modern, contemporary and eye catchy with each element contributing to the looks. The stylish wraparound horizontal tail lights with integrated LED lighting technology, looks captivating to the senses. The tail lamps are connected via thick chrome strip with the company logo in the middle standing like a boss. Other elements such as meaty tail pipes and the small spoiler at the top also enhance the more upright stance of the car.

Tata Hexa Interior

The interiors of the Tata Hexa are truly welcoming; thanks to the all-black cabin with superb finishing that gives the feel of a premium vehicle. The car features piano-back inserts and brushed grey plastic and the effort seems to be towards making the dashboard look cool. However, by utilizing several materials and plastics, it looks like the design is lacking classiness. The steering wheel reminds us of the newer generation cars coming out of Tata’s stable. There are mounted controls for audio, telephony and cruise on the large 4-spoke tilt adjustable steering. Sadly, the steering is only rake adjustable not reach and this is certainly a down considering the price this car falls in.

Tata has really upped the game in terms of advanced features. The Hexa features instrument cluster with two large analogue dials along with a 3.5-inch advanced driver information display resting in between. The driver information display (DIS) give loads of information and one can switch through the information by using stalks on the right hand side of the steering. Coming to the centre console, it has been gracefully divided with the top portion featuring ac vents and chrome accents and below there is a 5-inch touchscreen infotainment unit.

The ConnectNext infotainment with chrome surrounds looks pretty and in fact similar in size fitted in other Tata cars such as Bolt and Zest. But it does the required job as it is loaded with plenty of tech such as Android Auto and Apple CarPlay. The unit also supports plenty of apps including Juke App through which a song playlist can be automatically created to playback desired songs of all the passengers. The ConnectNext app suite also includes NaviMaps for navigation and Tata Smart Remote App for controlling lighting, audio and media screen. The decibels are provided by JBL with 10-speaker setup which is unexpectedly low on output.

The car features climate control the setup of which sits right below the infotainment. With individual ac vents on the floor-mounted console, the cabin takes no time in cooling. Though the HVAC unit give access to control all the blowers across the cabin, the speed can also be controlled independently via roof-mounted console. Just below the climate controls, there you get 12V charging point, USB/Aux-In connectivity as well as rotary selector for ‘Super Drive Modes’.Check for Tata Hexa in inlnk.in 

The door lock and unlock buttons are placed on the centre console instead of usual driver side door pad so some might feel a bit confusing initially but these things get accustomed with time. Moreover, in case you need to open the individual doors from inside, the only option are the pull-type locks which need some effort. The leather covering with white contrast stitching on the seats lends a nice look and feel. The seats are nicely cushioned and are well bolstered as well. Hop on to the driver’s seat and you will find that it can be adjustable in 8 different ways and also comes with lumbar support. However, the footwell is a bit tight since the central tunnel takes some space invading the room available for the left foot.

At the front, the centre armrest comes handy while the large door pads offer enough space to dump one large bottle along with small knick knacks. Coming to the second row bench seats, they are comfortable as they have fore and aft adjustment and also reclining functionality so that you can sit with your leg crossed. Further, the second row can be split folded in 60:40 ratio while the occupants will also like the side shades which are manually deployable.

And just like most 7-seater vehicles, the third row passengers will be least comfortable. The last row can be accessed by tumble folding the second-row seats. Though it has low under-thigh support, adult can sit there for short highway journeys. Another noticeable flaw is that the curtain airbags only extends to the c-pillar that means the passengers at the third row aren’t protected by them. However, the passengers at the third row do get individual headrests, 3-point seatbelts as well as convenient storage space. The headroom and legroom is just adequate and best for shorter distances as mentioned earlier. With the second and third row seats up, the boot space is 128L which is quite good as compared to cars such as XUV500 which practically gives nothing. Fold the third row seats and it frees up more space while the maximum capacity of luggage is 671L with both second and third row seats folded. Overall, Tata has done a commendable job in terms of providing comfort and practicality in this car.

Tata Hexa Performance

Tata has used the VARICOR400 engine, that powers the top-end Safari Storme. With the Hexa, the same state of tune has been used and power is at a respectable 154 hp, but the talking point is the 400Nm torque. In simple words, the torque is ample to move the two-tonne-plus MPV over paved terrain with utmost ease. For most of our driving duration on the highway, the Hexa was in the 1,500 to 3,000 rpm range and it returned an impressive figure of 13.1 km/l on the MID (or Multi Information Display). This engine has two transmission options, a 6-speed manual transmission which is exactly the same as found in the Storme and a Punch Powerglide Strasbourg 6-speed automatic transmission. It is a torque converter unit, but this gearbox is well tuned for the engine. The engine noise doesn’t filter much into the cabin, partly due to the good Noise, Vibration & Harshness (NVH) proofing.

While most torque converters have the inherent issue of shift shocks, this automatic is one of the most refined units we have driven so far.The gear shifts are quick and the turbo lag is well-controlled. The transmission responds quickly to kick-downs. Along with the ‘D’ mode, the driver also gets to choose from a ‘Sport’ or ‘Dynamic’ mode where each gear is held for longer for an engaging drive when needed. It can be shifted to a manual mode where a tip-tronic lets you change gears when you want to. There isn’t a paddle shift arrangement, but with the Dynamic mode is pretty good too. The manual gearbox, on the other hand, was slightly notchy and sometime slotting the gear was a bit of a problem.

In addition, at every overtake on the highway, a higher gear change became imperative as the engine would reach its limit for that particular gear. Since the vehicles being overtaken here were trucks, the overtake happened in second gear, but shifting to the third cog while doing the overtake became necessary. Also, there isn’t any space for a dead pedal in the manual version, so you don’t get one.

Tata Hexa Driving

Hexa is a revelation in itself with a pretty smooth and swift drive experience. The steering wheel is a delight to hold and it responds well to the driver’s finger tips. The cabin has very less noise with perfectly-tuned NVH levels.There isn’t any doubt that the earlier Aria was fully capable of handling bad roads. And the traits can be seen in the successor as well. The 19-inch wheels which are largest in its class are coupled with variable rate dampers offering excellent ride quality. Moreover, the way recalibrated suspension setup dismisses the potholes and other road imperfections is truly commendable. And more rigidity in chassis has helped in fine tuning of the suspension further.

But at the rear, the suspension is much stiffer, this approach is to make the vehicle sportier. And this can be experienced at highways where the car feels totally composed as the suspension work as a cover up for the massive size of the vehicle. However, propelling it hard will increase the body roll.The hydraulic steering is light and vague at high speeds and this is a disadvantage. There is overmuch loose at the centre of steering and as you turn into the corners, it appears to be disconnected. But despite of all the odds, the Hexa is unquestionably the best in terms of ride quality in its class.

Tata Hexa Safety

Despite the car having all-disc brake setup, it does not inspire confidence and there is always a feeling that the heavy weight will overpower the braking mechanism. However, from high-speeds of about 80kmph, the car comes to halt without any drama. The safety kit includes a total of 6 airbags with 2 airbags, ABS with EBD and corner stability control forms the part of standard equipment. Other features include electronic stability program with roll-over mitigation, traction control, hill hold control, hill descent control, reverse parking sensors with camera and front and rear fog lamps.

Tata Hexa Cost in New Delhi

Tata Hexa Ex-Showroom Price in New Delhi ranges from 11,74,286/- (Hexa XE) to 17,06,463/- (Hexa XT 4X4). Get best offers for Tata Hexa from Tata Dealers in New Delhi. Check for Hexa price in New Delhi at Carzprice

Tata Hexa Round Up

The Tata Hexa is unlike any other Tata vehicle and has equipment found usually in luxury SUVs. It has brilliant NVH (Noise Vibration and Harshness) levels and an impressive automatic gearbox, which is a quantum leap for the carmaker. However, pricing will be critical to the Hexa’s success and it should undercut the Toyota Innova Crysta AT by a considerable. For the manual, it should be priced below the XUV5OO’s top-end trim. Things such as only one touch down on the driver window and lower plastic quality for the rear HVAC control panel are some shortcomings. That said, the Hexa is a big indicator of change for Tata Motors and hopefully production models and upcoming models maintain consistency.

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Toyota Etios Cross Overview & Test Drive

Toyota Etios Cross Overview

What is a Cross? Is it just the design which goes between the Hatchback and the SUV or few plastic or fiber parts around the car making it bigger than the hatchback? However, there is a new segment, which has taken birth in the Indian automotive market. You might have heard about the Cross Polo from VW, Fiat Avventura and now the Etios Cross, I wonder the word Cross from the actual segment Crossover (CUV – Crossover Utility Vehicle) is not utilized efficiently. The new segment will do well for Toyota as the Indian market is always open for new designs and technologies. As to the difference from the Hatchback, you can only notice that high amount of plastic or fiber is used around the car, which neither makes it bigger nor gives it a taller look, which fails from the typical crossover. View offers on Toyota Cars from Toyota dealers in Hyderabad at Autozhop

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Toyota Etios Cross Exterior

Like the Cross Polo and the Fabia Scout, the Etios Cross is based on a hatchback – the Liva in this case. Its underpinnings are therefore the same as the Liva and have the same wheelbase, ground clearance and turning radius as the hatch. Its puffed up suit gives it some visual bulk in the form of the beefed up bumpers, the bull bar, the skid plates, roof-rails and cladding on the doors & wheel-arches. The headlights have additional reflective extensions that connect them to the bull bar. The front turn blinkers have moved out from headlamps and into the bumper and sit on top of the fog lights. There is a two-tone roof-spoiler at the back that looks good in the brighter shades. The Etios Cross uses more satin finished parts than chrome and it goes very well with the rugged look that this car tries to portray.

Toyota Etios Cross Interior

The Toyota Etios Cross has a number of features including a cooled glovebox, an all black interior, a 3 spoke steering wheel, seven one litre bottle holders, front and rear door pockets and ergonomic controls. Cabin space is decent and the Etios Cross can seat four adults with ease. Similar to the Etios Liva, the boot space is 251 litres, which is one of the best in its segment. Audio controls mounted on the steering wheel for the 2 DIN infotainment unit with USB, AUX-in and Bluetooth playback adds to the convenience for the driver.

Toyota Etios Cross Engine

The Toyota Etios Cross is powered by three engines, a 1,197 cc and 1,496 cc petrol engine and a 1,364 cc diesel engine. The smaller petrol motor generates 79hp power at 5,600 rpm and 104Nm at 3,100 rpm while the larger unit produces 89hp at 5,600 rpm and 132Nm at 3,000 rpm. The diesel churns out 67 hp at 3,800 rpm and 170Nm from 1,800 rpm to 2,400 rpm.The Toyota Etios Cross has a 5-speed manual gearbox for all engines. All transmissions are paired with a light clutch and gear changes are smooth. Gear ratios are tuned to deliver good drivability, translating into lesser gear shifts in traffic.

The Toyota Etios Cross has a certified mileage of 17.71 km.l for the 1.2 litre petrol variant, 16.78 km/l for the 1.4 litre petrol, and 23.59 km/l for the 1.4 litre diesel. While the petrol fuel efficiency figures are acceptable for its segment, the diesel’s fuel efficiency is one of the best in its segment.

Toyota Etios Cross Driving

The Etios Cross is marginally heavier than the Liva – between 5 to 10kg depending on the variant. However, it is not significant enough to be evident when you are driving the car. Speaking of which, the Etios Liva was always a fun car to drive with a nice suspension setup – more so in diesel. Even in the Etios Cross, the diesel variant feels more stable and precise at speed and through bends than its petrol sibling. The steering system is vague at centre, but marginally better for the diesel variant. The brief sprint we had wasn’t long enough to comment on the grip levels of the tyres but judging by the Etios Liva, the 185/65-R15 tyres are good for most chores.

Toyota Etios Cross Safety

The Toyota Etios Cross comes with dual front airbags as standard on all variants. Except for the base G version, all other variants have ABS. The Etios Cross also scored an impressive four out of five stars in the Global NCAP safety rating, making it one of the safest crossover hatchbacks in the country.

Toyota Etios Cross Cost in Mumbai

Toyota Etios Cross Ex-Showroom Price in Mumbai ranges from 6,42,113/- (Etios Cross G) to 8,23,500/- (Etios Cross X Edition Petrol). Get best offers for Toyota Etios Cross from Toyota Dealers in Mumbai. Check for Etios Cross price in Mumbai at Carzprice

Toyota Etios Cross Conclusion

To sum it up, the Volkswagen Cross Polo has a cleaner design and better appointed interiors than the Etios Cross. However, the Etios Cross, being based on the frugal Etios platform, will be cheaper to own than its European rivals and has better engine options too. So if you are not really looking for that commanding driving position that an SUV or a crossover offers, but need a car robust enough to compliment you on your cross country drives, while being frugal on urban commutes – then the Etios Cross could be a choice worth considering.

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Jaguar XE Engine & First Drive

Jaguar XE Overview

Jaguars are known for their opulence, besides a great deal of sportiness. So when Jaguar introduced their smallest cat yet, it had big shoes to fill, especially with its bigger brothers being the XJ and the F-Type. And it did that quite well with the powerful 2.0-litre petrol engine that it was launched with. And now a diesel mill has also hit the roads, the Ingenium 2.0-litre, that will ring in the numbers for Jaguar because of its economies. So, we head out in the baby Jag, the top-spec Portfolio trim at that, to find out if it turns out to be a real ‘Jaguar’. Book a test drive for Jaguar XE in Tryaldrive

Check for Jaguar XE Price in New Delhi

Jaguar XE Exterior

Jaguar XE has an agile look and is designed to make it a head turner when it is driven on the road. Jaguar XE features include a length of 4795mm and a width of 2075mm and come with body colored bumpers. The engine grill has a beautiful perforated design that is bordered with a chromium strip and the logo of the company inscribed in the middle. The headlight cluster is big and powerful and are equipped with halogen lamps for the Pure trim whereas, the Portfolio trim is equipped with bi-functional HID Xenon headlamps along with headlamp power wash function. To cool the powerful engine quickly, it has a big black color perforated air dam along with two black color air vents to dry the brakes. Looking at its side profile, you will notice silver encrusted air vents, body colored ORVM caps (with integrated turn lamps) and door handles along with uniquely designed fenders, which houses 17-inch silver alloy rims mounted by tubeless radial tyres. The rear profile of this car reinforces the athletic look of its front. Jaguar XE Colors available in the market include, Ebony Black and Polaris White. If you want more variety, then you have to pay for some other colors like Ammonite Grey, Blue Fire, British Racing Green, Dark Sapphire Metallic, Glacier White, Italian racing Red, Odyssey Red, Osmium Blue, Quartzite, Rhodium Silver, Ultimate Black, Black Cherry, Celestial Black, Ingot, Storm Grey, and Tempest Grey.

Jaguar XE Interior

Like the other XEs, the weak link in the package is the rear bench. The seat itself is really comfortable but legroom and headroom are at a premium so you just can’t stretch out like you can in its rivals. Really, the best seat in the house is the one behind the steering wheel. Do note, the XE is one of those cars where the trim level you opt for dictates how much you’ll like the cabin. Base Pure and mid-spec Prestige versions as the model tested get rather drab all-black interiors, while the fully-loaded Portfolio trim’s dual-tone combo is far more premium in appearance. Opt for a lower trim and other items you’ll have to compromise on are the infotainment screen (smaller touchscreen) and sound system, aside from a few comfort features.

Jaguar XE Engine

Let us talk about performance now. Jaguars are meant to be leaping forward and also be agile and the XE does that quite well thanks to the robust diesel mill. The engine in question here is the Ingenium 2.0-litre turbocharged diesel four-banger that pumps out 177bhp of power. And it is the whopping 430Nm of torque and the eight-speed gearbox that create all the magic. With the torque kicking in from as low as 1700rpm, the engine revs cleanly to over 5000rpm with the horsepower taking over the proceedings as we move up.It comes with three driving modes – snow, economy and dynamic apart from the standard normal mode to suit different driving conditions and situations. In Eco mode, the gearbox upshifts quickly to the next gear, so much so that the engine revs well below 2000rpm when you have already crossed 100kmph on the speedo. Being a torque converter, you have enough go from lower revs, and once the turbo spools up, the ZF gearbox works smartly to keep the engine in the meat as far as possible. In Sport mode, the gearbox holds on to the revs even at the red-line and the gearbox responds faster when you flick the paddles. Snow mode restricts torque to avoid wheel-spin, something that would be a rare occurrence given the Indian climate.

So, with the meaty engine and the gearbox working well in tandem, you are cruising in three-figures effortlessly. The ride is pliant, soaking up almost everything. But the characteristic underlying stiffness of the suspension — designed-for-foreign-roads-and-adapted-for-India —, is evident, especially on the badly-executed concrete highways we find in India. But on tarmac, all the noise settles down for a quiet ride, bringing out the real XE.Also, characteristic of Jaguars is the taut steering. In spite of being an electronic unit, it has the feel of the hydraulic past and I enjoyed it. Feedback is precise, especially when you try and push the car, throwing it around corners at speeds you shouldn’t ideally be doing. The chassis tells you exactly what is happening at each end and you know exactly when you want to back off. The whole steering-suspension combination takes a little time to get into the sprint, but once it does, it is capable of some serious speed. And complementing it well are the brakes. They don’t fade out that easily and have the right bite and progression for your regular traffic crawl as well as that occasional burst of speed around the twisties.

Jaguar XE Driving

The steering is straight up incredible and there is a very natural balance in the chassis that makes the XE a joy to drive on curvy roads. Yup, we can’t wait to bring it head-to-head with a Bimmer either. Ride quality, again like the petrols, is really good too. There is a great balance between body movement arresting firmness and ride-enhancing suppleness in the suspension setup, and only on occasion will the XE thud and thump on our roads.The powerful 1999 cc mill along with the 8-speed transmission gearbox gives the compact sports sedan enormous power that allows it to reach its top speed of 237 Kmph in no time. The pickup is also smooth and it crosses 100 Kmph from standstill in just 7.7 seconds. For a bump free ride, it has an advanced double wishbone suspension system for the front axle and an Independent integral link for the rear axle that keeps the car running smoothly even on uneven roads.

Jaguar XE Safety

For braking segment, Jaguar XE has powerful ventilated disc brakes for all the tyres with ABS, EBD and Brake assist. In addition, it also includes six airbags, three-point seat belts with front pyrotechnic belt tensioners and force limiters, the cornering brake control, dynamic stability as well as traction control, ISOFIX child seat mounting, run flat indicator, emergency spare wheel, and side impact protection among a host of others.

Jaguar XE Price in Mumbai

Jaguar Xe Ex-Showroom Price in Mumbai ranges from 35,83,807/- (XE Pure) to 44,70,121/- (XE Portfolio Diesel). Get best offers for Jaguar Xe from Jaguar Dealers in Mumbai. Check for XE price in Mumbai at Carzprice

Jaguar XE Bottomline

The Jaguar XE diesel actually does a pretty good job at what it is built for. It gives you a taste of the Jaguar aura of opulence and speed. It has all the bells and whistles that come standard for the segment and a cabin that reminds you of a speedboat. Add the dynamic handling of the Jaguar to the equation and top it up with the gorgeous proportions of the XE and you have a proposition that is just too attractive.It is not that the Jaguar is unrivalled. Running interference here is the comfort-focussed Mercedes-Benz C-Class which offers a soft ride and more cabin space. The BMW 320d also works pretty well trying to find the perfect balance between ride, space and handling while the Audi A4 aims for tech and bling. So, if, making a statement and loving it is your style, the Jaguar XE is the car for you. It might not be the most spacious in its segment, nor does it have the best ride or horsepower. But then it has its own unique proposition that suits a select class of buyers who prefer a bit of style and exclusivity over downright practicality.

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Mahindra TUV300 Hatchback Test Drive & Performance

Mahindra TUV300 Overview

Launched on September 10, 2015, the Mahindra TUV300 (Tough Utility Vehicle) sub-compact SUV is one of the toughest, frugal and affordable cars in its segment. Available in three trim levels – T4, T6 and T8 – the compact SUV comes powered with an all-new 80bhp, 1.5-litre mHawk80 diesel engine coupled with Micro hybrid technology. The Mahindra TUV300 has been designed at the company’s Kandivli, Mumbai office with inputs from Pininfarina, while, the production takes place at Mahindra & Mahindra’s Chakan plant. For information on contact details of Mahindra car dealers in Hyderabad 

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Mahindra TUV300 Exterior

Taking inspiration from the ‘battle tank’, TUV300 has been shaped in a rather boxy manner which may or may not go well with the customer, reason being that some may find it tough and rugged while others may think that it is too plain jane to stand competition like Hyundai Creta, Maruti S-Cross, Ford EcoSport and Renault Duster. Mahindra TUV300 pictures of the outside testify the company’s attempt to come up with a rugged vehicle, but what really works for the SUV is that despite its small size it manages to appeal customers and is not mistaken for an oversized hatchback. Despite its sub-four meter length, the SUV does not seem petite or compressed, probably because it is not feature clad on the outside, the unnecessary styling to make it look sporty has been skipped which works well for it. Front is bold, the engine hood is short and front apron is unusually wide. Radiator grille is reminiscent of Jeep and a hint of chrome is evident around the rectangular openings. Head lights are designed in such as way that fits well with the bold front end. Body coloured lower bumper gets square shaped fog lights featuring chrome surrounds. Air inlets are again wide that add to the aggressive stance. Wheel arches are rather rectangular than round, side view is simple, the black treatment around the window frame, dual tone power adjustable ORVMs, body painted outside door handles and window beltline altogether lends a suave look. Rear too has been designed in line with the rest of the body, a set of simple tail lights and mounted spare wheel are equipped on the tailgate. And the black painted roof rails have been atop appear sport

Mahindra TUV300 Interior

The cabin of the TUV300 is a mix of beige and black, with some dull silver thrown in. While it isn’t the best quality from the Mahindra stable, it does just fine for the price point. The space is enormous, and the cabin proportions felt exact. Taller/heftier members of our team had little to complain about during the drive.The all new dashboard layout is marvellous in our opinion, and Mahindra has perfected its beige-black combination with this particular model. The centre region is coloured in black, while the upper and lower halves are beige.The black design stretches all the way into the front console, extends around the instrument cluster and envelops the steering wheel as well. The centre console is laid out in a simple yet, eye catching manner. We personally feel that it is one of the best looking fascia designs in a Mahindra. The piano black finish for the console adds some zest to the look, and the silver garnish looks nice as well.

Positioned at the top of the console are two AC vents, and right below them is the 2 DIN audio system that comes with Bluetooth, AUX and USB connectivity. The buttons to the radio are spread around the small screen.At the bottom of the fascia, you have three large AC knobs with chrome surrounds. A 12V power socket along with a USB and AUX-In port have been integrated in front of the gear lever, and resting between the front seats are cup holders and other storage options. Power switches for all four windows are also hosted in the console area between the seats, while a small storage pocket is present behind the hand brake. We personally felt that these small pockets wouldn’t hold anything substantial, but you could find them useful for keeping spare change or your keys.

Look up at the roof and you’ll find a cabin light console that resembles that of the Scorpio. Also included here are swivel lamps and a Bluetooth mic. Talking about the inner comfort, we were quite satisfied with the ergonomic build-up of the seating. The front passengers get the benefit of the individual armrests, while headrests for all of the seats further ramp up the comfort. The vinyl and fabric mixed upholstery quality is acceptable. The steering wheel inherits the standard Mahindra design that you can easily spot in other vehicles of the brand including the Scorpio and XUV500. The shiny emblem of the company rests at the focus of the wheel, and audio controls have been incorporated at the left.

The chunky steering wheel is nice to hold. For the top end variants, there is a silver garnish on the lower side of the wheel, which adds an upmarket touch. In front of the steering wheel, the instrument cluster houses the tachometer and the speedometer, and when you take a closer look, it feels as though the company never falls short of chrome. The dials have a chrome touch too.

Mahindra TUV300 Gearbox

The engine is called mHawk80, and it’s a 1.5-litre, three-cylinder diesel that does bear some relation to both the Quanto’s 1.5-litre three-pot as well as the Scorpio’s 2.2-litre, four-cylinder unit. It’s pretty high tech too, using a dual-stage turbocharger and a dual-mass flywheel. So though its power output is just 82.85bhp (16bhp less than the Quanto’s), thanks to two-stage turbocharging, the TUV300 promises to have much better driveability and responsiveness.

And it does. There is an impressive lack of perceptible turbo lag, and it is smooth without much of a step in power delivery; thank that dual-mass flywheel. Mahindra says the motor’s max torque of 23.4kgm is made at 1,500rpm and sure enough, that’s where the surge begins. The best part is that it still feels punchy enough for if you need to make quick and sudden progress, and that’s helped by the somewhat short gearing on the five-speed manual gearbox; also related to the one in the Scorpio. It’s also a fair bit more refined than the Quanto, which itself was not too bad for a three-cylinder diesel, though you still get some vibration through the tall gearlever. This mHawk80 motor does, however, run out of breath quite early – around 3,800rpm – after which it’s all noise and no progress. And though the throw is quite short, the gearlever still feels too tall and utilitarian, and quite notchy too. Mahindra has also given the TUV300 its ‘micro-hybrid’ stop-start system, as well as two separate Eco modes – one for the powertrain and one for the AC, which dull performance for better economy. The result is an ARAI rating of 18.49kpl, which is just 0.16kpl better than normal mode, but Mahindra insists it works much better in the real world.

As you might be able to tell from the photos, we’re at Mahindra’s test track, and as a result, a proper ride and handling test will have to wait till we get the TUV300 out on real roads. What we can tell you, though, is that the suspension set-up feels much like the one on the new Scorpio, and even though it’s not identical, the two are similar. There’s definitely an inherent firmness that you can feel as the tall TUV rocks around if you cross a speed breaker at a slight angle instead of head on, or crashes if you hit a sharp bump too hard. And though the stability overall is quite good (thank that long wheelbase), you still get a little up-and-down movement over undulations. You’ll be thankful for the firmer set-up on the whole though, as a soft set-up like in the previous Scorpio would have led to loads of body movement. It’s a tall, body-on-frame SUV, so of course there’s loads of body roll, but you’ll be quite impressed with how eagerly the front end steers into corners. This is by no means a driver’s car, but it’s tidier than you expect something of its height to be.

Mahindra TUV300 Driving

The Mahindra TUV300 has a tight turning radius. It turns around in little space with ease. The airy feel of the cabin was also a major point in the feel good factor about the SUV. However, what we did not like was the fact that this vehicle rolls a lot over 60km/h. The ride is quite pliant and better than previous generation Mahindra vehicles. However the SUV feels a bit unsettled and skittish over bad patches on the road, especially when driven fast. Mahindra’s ladder frame construction is to be blamed for that , but it isn;t very bad either. The handling of the Mahindra TUV300 isn’t very impressive, it has a prominent roll if you push it too hard. The steering wheel is hydraulic and still light enough for easy manoeuvring around the town. It is a joy to drive it in town.

Mahindra TUV300 Safety

The braking system of the TUV300 is well calibrated. With strong braking capabilities, the compact SUV offers good stability across all rev-range. Under hard braking, when the vehicle hits potholes or bumps, the ABS (anti-lock braking system) instantly stops the car at a safe distance. The side tyres and relatively low centre of gravity than the Bolero also aid to its stability and braking performance.We’re quite impressed with the safety parameters that the vehicle employs. Safety features shared by all the variants include a collapsible steering column, side intrusion beams, a seat belt reminder lamp, an auto door lock function as well as a digital immobiliser.

Mahindra TUV300 Price in Mumbai

Mahindra Tuv300 Ex-Showroom Price in Mumbai ranges from 8,02,850/- (TUV300 T4 Plus) to 10,88,111/- (TUV300 T10 100HP AMT Dual Tone). Get best offers for Mahindra Tuv300 from Mahindra Dealers in Mumbai. Check for Tuv300 price in Mumbai at Carzprice

Mahindra TUV300 Verdict

However, while we’re sure there will be plenty of takers for this tough, rugged look and feel at a relatively affordable price, it seems a bit of an oddity in this segment, where nimble dynamics, refinement and driving ease are also valued highly. In fact, it’s reflected in the slightly awkward proportions, which seem to be trying too hard. And finally, though Mahindra has made great strides in this area, fit and finish is still some way shy of global competition. So, while it’s not perfect, we will say the TUV300 is one of Mahindra’s best efforts yet, and if you think monocoque SUVs are not ‘real’ SUVs, or you want the Scorpio’s tough, rugged appeal in a smaller, more affordable package, this is the way to go.

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Toyota Innova Crysta Engine & First Drive

Toyota Innova Crysta Overview

If there has been any MUV that has won the hearts of Indian customers, it has been the Toyota Innova. The Innova has been the japanese manufacturer’s best seller in India. Though being priced at a premium to its competiton, the Innova took not time in becoming a favourite and a preferred people mover. Comfort, space, reliability and many more factors helped it become a best seller. New Toyota Innova Crysta 2017. This vehicle is now better on performance, features, fit and finish and also space. View offers on Toyota Cars from Toyota dealers in Hyderabad at Autozhop

For price details on Toyota Innova Crysta visit CarzPrice

Toyota has once again set a benchmark with the Innova Crysta. Now it is upto the competition to catch up. It has once again started to sell in large number despite the hike in price. That shows the level of confidence that people have in the Toyota Innova brand. We review the Toyota Innova Crysta in detail and tell you whether it is worth buying. Read on further.

Toyota Innova Crysta Design & Style

The new Innova Crysta like we already mentioned looks sharper and edgier than before and if you ask me this people mover is also previewing Toyota’s new designs language which can also be seen in some of their recent products as well. Talk about swize and the new generation Inoova Crysta is wider as well as longer than its predecessor which in turn has created more room inside the cabin.Towards the front the Innova gets wraparound headlamps which gets integrated projector and LED units . Apart from the new headlamp unit the front profile also gets massive grille with chrome laden slats. The long front hood also gets some edgy character lines as well.

The side profile however looks simple but the new ORVM’s gets integrated side indicators and the huge glass area towards the side profile helps even the third row passengers to get proper view of their surroundings. The highlight of the side profile however is the diagonally cut D pillars.Walk towards the rear profile and you will greeted with the double layered completely new wrap around taillamps.The rear profile also gets an integrated rear spoiler as well which gives this massive vehicle some sporty appearance. There is even a shark fin antenna towards the rear roof area. Lastly the rear deep opening tailgate completes the overall look of the new Innova Crysta. The rear tailgate also gets the Smart Close back door system which automatically locks the door once it has been released.Overall Toyota has gone for the grand tourer type styling on the new generation Innova and it definitely looks impressive and much more modern than its predecessor.

Toyota Innova Crysta Cabin & Comfort

Arguably the biggest transformation has happened on the inside and the cabin feels spacious, open and crisply styled. The modern dashboard looks fresh, is well detailed and the swooping dash top looks really great without being overdone. Details like the single piece of metal strip which runs across the top of the dashboard looks premium and classy. Visibility from the high front seats is good and this makes it easy to drive especially in traffic.Despite the swooping dash, ergonomics are spot-on and everything from the touchscreen to the Air-con controls are tilted upwards for ease of use. The blue backlit instrument cluster looks modern and the digital centre screen hosts a comprehensive trip computer. USB and aux-in ports are cleverly placed in the middle for an easy access for front and rear passengers. As an observation we would have preferred more USB ports especially considering it’s a premium seven seater. The touchscreen is intuitive to use and it host various information like satellite navigation, eco display (which shows how efficiently you are driving), Bluetooth telephony and music system controls. On the downside I would have preferred the volume control to be a knob for easier access while driving.

As far as upholstery is concerned the top of the line ZX variant gets leather seats. But while in the manual transmission variant you get an all-black cabin which looks sporty, the automatic features a more classy brown upholstery. Overall quality especially on the upper portion of the dashboard is quite good and Toyota has added some elements to justify the high asking price. The touch points like the armrest on the doorpad is covered in soft velvety fabric, the chunky leather wrapped steering with large control button is great to hold, the gloss black finish on the front doorpads look classy (weirdly the rear doorpad gets wood finish) and even the control stalks are of high order. But considering it’s an expensive car we expected better consistency especially lower down in the cabin.The sea of black hard plastics around the glovebox, cupholders and doorpads look shiny and the graining could have been better too. Even the air-con buttons are too small and the chrome finish doesn’t look very convincing. We also felt that although the old Innova didn’t have the premium leather dash top and modern design, it had better quality consistency across the cabin.

Thanks to the larger dimensions the cabin feels wider and is more spacious than before. Seat comfort is first rate and the contoured front buckets are very comfortable. The driver seat in this top Z variant is powered too, and combined with the telescopic steering adjust, finding an ideal driving position is extremely easy. The middle row sees the biggest improvement and the extra cabin width has allowed Toyota engineers to give larger and more accommodating captain seats.The middle-row buckets are supportive, underthigh support is really good and the reclining backrest makes this a great chauffer-driven car. The ceiling mounted blue ambient lighting and the large glass area makes this a great place to be in.Even the front passenger seat can be adjusted using a well designed lever from the back. If you love working on the go, the foldable trays in the back are placed at an ideal height and their 7 kg weight capacity make them perfect to place your laptops on.

The third row though is not a huge improvement over the old car and the combination of the high floor and low seat makes it comfy only for short stints. You also get a removable headrest for the middle passenger (how will he fit in the narrow seat is a different matter) and all three occupants get three point seatbelts.Visibility from the third row though is hampered by the stylish triangular quarter glass. With all three rows up, boot space is reasonable and can be extended by folding the last row when not in use.

Toyota Innova Crysta Engine & Transmission

So the updates to the exterior and interior are both huge improvements, but there’s even more good news in store. The Innova Crysta comes with two entirely new diesel engines, a 2.4-litre with a five-speed manual gearbox, and a 2.8-litre with a six-speed automatic gearbox. The 2.4 manual first, and when compared to the old 2.5-litre engine, there are some similarities. This one too is not very refined, sounding a bit gravelly at start-up and then again at higher revs, and it also doesn’t enjoy being revved a lot, making you want to shift up well before the redline. However, both these aspects are slightly improved from the old car. The Crysta settles into a smooth and relatively silent hum at low to medium revs, and though you’ll still want to shift up early, you get more out of each gear now. The rest is all positive. For one, there’s more power – 150hp is a significant jump in power over the old 102hp, and at 13.1sec, the Crysta is a full 4.4sec faster from 0-100kph than the previous car! It even feels much stronger when you’re overtaking, which is essential when you’re out on the highway with a fully loaded-up car; this is helped by its solid 343Nm of pulling power that’s made as low as 1,400rpm. The old Innova was geared very short, so cruising in fifth on the highway was a noisy affair and the engine sounded strained. The newer car has a much broader torque spread and relatively taller gearing, so it feels a lot more comfortable loping along at high speeds, although we feel a sixth ratio would have made it more effortless still. So it’s a great highway cruiser, but if you find yourself in traffic, you will notice the clutch pedal is on the heavy side and that the short gear lever needs a little more effort. It’s also got three drive modes – Eco, Normal and Power. Eco is best for when you’re in town and want to stretch every last litre of diesel, while Power yields the quickest responses to accelerator inputs. But Normal mode is the best for everyday driving, delivering a good mix of power and efficiency.

What really tells you that the Innova is now a seriously premium car is the availability of an automatic gearbox. The six-speed unit also comes with a larger, even more powerful diesel engine – 2.8 litres with 174hp at 3,400rpm and 360Nm at 1,200-3,400rpm. This car is properly quick, being able to cross 100kph in just 11.5sec, and this is despite the fact it weighs almost 1.9 tonnes! The automatic gear shifts themselves are smooth, but we feel the system is too eager to change gears sometimes, even when not necessary. And while there are no paddle shifters for manual gear control, you can change gears manually with the gear lever itself.

Toyota Innova Crysta Ride & Handling

The Toyota Innova has grown in size and gets a new frame but is also heavier now. In the early days of the Innova, people worried about the dimensions of the car as it was called too big for the city. The new one is even bigger and thus less maneuverable. Still underpinned by a body-on-frame platform with the steering still being a hydraulic unit, the Innova feels heavier to drive than before as the steering is on the heavier side and requires effort at low speeds, taking u-turns can be taxing. It does weigh up decently at high speeds but there is still a lot of slack in the straight-ahead position.

There is very good stability as you cross triple digit speeds, the Toyota Innova Crysta holding its line well on our not so perfect roads. The car also gets what Toyota likes to call ‘aero stabilising fins’. Without doubt, the biggest improvement has come to the ride quality of the vehicle. The work on the suspension is immediately apparent as this MPV rides beautifully even on bad roads. Bumps are absorbed very well and that’s inspite of the firmness at low speeds. Vertical movements are very well controlled and as you up the speed, the flatter ride only becomes better. There is quite a lot of body roll though but the Innova handles quite well for its weight and size. The brakes have good stopping power.

Toyota Innova Crysta Safety & Security

The braking system of the Innova Crysta has front disc and rear drum brakes with anti-lock braking system as a standard in all variants. The Innova Crysta models have three airbags, one for the driver, one for the co-passenger and the third one for the knee of the driver. The top-end variant ZX has a front side and curtain airbags as additional safety features for the occupants

Toyota Innova Crysta Cost in Chennai

Toyota Innova Crysta Ex-Showroom Price in Chennai ranges from 13,55,258/- (Innova Crysta 2.7 GX MT 7 Seater) to 22,16,352/- (Innova Crysta 2.8 ZX AT 7 Seater Touring Sport). Get best offers for Toyota Innova Crysta from Toyota Dealers in Chennai. Check for Crysta price in Chennai at Carzprice

Toyota Innova Crysta Conclusion

The Innova Crysta has gone on sale at a price range of Rs 13.84-20.78 lakh (ex-showroom, Mumbai). Yes, that puts it out of the realm of conventional MPVs from Maruti, Honda, Chevrolet, Mahindra and Renault and almost into the territory of seven-seat SUVs and even executive sedans. When you’re paying this much money, you have certain expectations of space, quality, luxury and comfort, and the good news is the Innova Crysta delivers on just about all of them. Sure, refinement is still not the greatest, and the steering, clutch and gearbox can get a bit tiresome in traffic, but these are minor setbacks in the scheme of things. The Crysta takes all the old Innova’s strengths that customers just love, and amplifies them. Yes, you will have to pay a premium for it, but as most owners of the previous car will tell you, it will be worth it.

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Land Rover Discovery Sport Performance

Land Rover Discovery Sport Overview

The growing demand for SUVs globally and great products have written the success story for Land Rover. Land Rover has been successful and was also in profit even when Tata Motors had bought it. However, now what has changed is the company’s approach as it is making lighter, faster, more efficient and greener UVs. The Discovery Sport is the newest entrant, and will be the new-entry level off-roader to earn the Land Rover badge. For information on contact details of Land Rover car dealers in Pune

View Offers & Price on Land Rover Discovery sport in Jaipur at CarzPrice

Land Rover Discovery Sport Exteriors

The Discovery Sport, unlike the Freelander 2 isn’t boxy, and that’s a welcome change. In fact, a quick glance at it is enough to figure that it draws some inspiration from the Range Rover Evoque. But amazingly, the Disco still manages make its own identity with its subtle design cues.

Look at the Discovery Sport from the front and it screams Land Rover. That smoothly carved out bonnet, and the honeycomb grille grill with the Discovery badge above it give it a clean look up front. And then adding a bit of spunk, there are those sweet looking circular daytime running lamps around the projector headlamps. We particularly liked the way the rear end coexists with the front thanks to certain elements in its design. The smoked tail lamp cluster too has circular LEDs and there’s the all important Discovery badge above the registration plate. Although the oddball rear design doesn’t look as evolved and butch as the front, the overall styling will surely grow on you over time.

Land Rover Discovery Sport Interiors

On the inside, the Discovery Sport is straight and simple. Purposeful, yet classy. It cannot be termed very premium but the build quality is solid and built to last. The finish in some areas does feel ordinary. The instrument cluster has twin dials and is lit in white, having a simplistic design. A new centre console comes in place and houses the gear dial which rises for use only when the ignition switch is activated. A new touchscreen infotainment system is seen in this SUV which is easy to operate even while driving, however, it takes time getting used to the interface .The driving position is not very tall but near perfect, and offers good visibility. The seats are firm, well contoured and comfortable. The seats also have electric adjustments. The vehicle over all is pretty spacious and has air vents for all rows. The huge panoramic glass roof further makes it feel spacious. The unique thing here is that every passenger gets a USB charging point which makes it a total of seven USB ports.

The Discovery Sport is slightly longer than the Freelander 2 and hence it also comes as a seven-seater option. Hence it makes this compact SUV a good option for a larger family. But its only the kids who can occupy the third row comfortably . The seven-seat version gets a space saving spare tyre instead of the full-size spare which is found on the standard five-seat version.

Land Rover Discovery Sport Engine

The Discovery carries over its engines from the Freelander2, which are the 2.0-litre turbo petrol and 2.2-litre diesel. The diesel engine is offered in states of tune – 148bhp and 188bhp. The Discovery Sport weighs less than the Freelander2 and therefore has better performance too. The engines are mated to a nine-speed automatic transmission with all-wheel drive. The 188 bhp version, that we got to drive, is very responsive and strong. The engine pretty silent and the NVH levels well controlled. The ride in the Discovery Sport is supple and Handling is comparable to its competition. It is sprung slightly stiffer than the Freelander2, which can be felt at times over some bad potholes. However, it has a lesser body roll and remains well composed even at high speeds. The steering is light and easy to maneuver, building weight as speed rises.

The Land Rover Discovery Sport challenges the BMW X3, Audi Q5, Mercedes-Benz GLA and the Volvo XC60. Its price ranges from INR 53.6 lakhs to INR 72.2 lakhs (on-road, Mumbai). While it compares well with its competition and is at par in most things, it doesn’t impart an equivalent luxurious feel. Rather, the Discover Sport differentiates itself as being a more serious, spacious and a skilled off-roader. This SUV will set you apart from the rest.

Land Rover Discovery Sport Driving

Again, this is the manufacturer’s unparalleled understanding of how a contemporary Land Rover must be made to handle: not, crucially, as a sports saloon might, but rather how something tall, forceful and hefty ought to.

The contrivance at work among its rivals is absent, replaced by the apparently organic fluency of an SUV not disguising its amplified body movements but instead tuning them to an inner-ear-pleasing model of consistency and linear balance.

Apart from an occasionally awkward weight at manoeuvring speeds, the same finesse has been applied to the steering, which allows this mass to be threaded along with the kind of linear delicacy that is rarely accorded to hatchbacks, let alone SUVs.

Consequently, on the open road, the car can be driven swiftly and very pleasingly. Its occasional harshness and questionable refinement notwithstanding, it is the charm of this two-way relationship that defines the Sport as ‘good to drive’ beyond all else, and wonderfully typical of Land Rover’s current output.

Land Rover Discovery Sport Safety

The Land Rover Discovery Sport comes loaded with features like seven airbags (driver and front passenger, driver knee, side airbags for first two rows). It also gets features like ABS with EBD, Electronic Traction Control, Hill Start Assist, Roll Stability Control, Dynamic Stability Control, TPMS, Emergency Brake Assist and Trailer Stability Assist. In terms of after sales service, Land Rover still has a long way to go before it can match the service quality levels as well as the network spread of Mercedes-Benz, BMW and Audi.

Land Rover Discovery Sport Price

Land Rover Discovery Sport Ex-Showroom Price in Chennai ranges from 41,98,009/- (Discovery Sport 2.0l Diesel Pure 5 Seats) to 51,75,623/- (Discovery Sport 2.0l Diesel HSE Luxury 5 Seats). Get best offers for Land Rover Discovery Sport from Land Rover Dealers in Chennai. Check for Discovery Sport price in Chennai

Land Rover Discovery Sport Verdict

The Land Rover Discovery Sport is one SUV that will largely appeal to families and those people who want a comfortable cruiser and not a performance oriented vehicle. The British model excels in most departments like comfort, features, looks and mileage and the only thing going against the car is the engine’s performance. However, not everyone out there wants to compete in a drag race and hence the 147 HP trim will suffice to most buyers who restrict usage to the city. For those who want that extra bit of power, they have an option to choose the SD4 trim with more horses. However, while Land Rover calls the Discovery Sport a 7-seater, we really beg to disagree. The third row has so less space that even your kids will complain after a while and the optional third row seat is ridiculously priced at almost Rs. 1.7 lakhs which is just expensive. Buy the Discovery Sport if you’re a family of four and need the boot space to stash all your luggage and enjoy that scenic drive to your favourite hill station, the British SUV won’t disappoint at all.