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Hyundai Verna Facelift Review & First Drive

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Hyundai Verna Overview

To say the new Hyundai Verna received a warm welcome in India would be an understatement. In its first full month of sales, Hyundai’s latest mid-size sedan managed to outsell chief rivals, the Maruti Ciaz and the Honda City, with over 6,000 cars going home to ‘early adopters’. Competitive pricing (Rs 7.99-12.62 lakh, ex-showroom, Delhi) has helped the Verna’s case but Hyundai has also made sure that it has a Verna for every sort of mid-size sedan buyer. While the cheaper 1.4-litre versions haven’t made it to the new car, on offer are 1.6-litre petrol and diesel engine options, each with the choice of manual and automatic gearboxes. We’ve tested all four versions of the car to see if it delivers the goods to sustain this initial hype.

Hyundai Verna Design

That’s possibly because although the Verna looks simpler, its basic stance is still plenty attractive. It retains the coupe-like profile and now that it is a bit bigger (longer overall by 65mm and has a longer wheelbase too, by 30mm), it looks all the more special. Hyundai hasn’t skimped out on kit. Flanking the now-signature cascading front grille are two large projector headlamps with daytime running lamps. There’s no LED lighting, but you do get a pair of projector fog lamps.Check Hyundai Verna  price in Mumbai at Tryaldrive.

The wheel wells are packed well; the 16-inch “diamond cut” alloy wheels make sure of that. The tail lamps are LED units, which I may add, look particularly good when they’re lit up in the dark. In their zest of not going overboard, the usage of chrome is minimalistic too. Compared to the outgoing version, the new Verna looks a bit mellow. But the design is cohesive, and you definitely won’t accuse it of trying too hard. Glass half empty, or half full? Depends on how you like your cars.

Hyundai Verna Cabin

The design of the cabin isn’t reminiscent of the Elantra though. It takes the Hyundai’s typical black and beige approach for the dashboard fascia and the upholstery, while the layout of the dashboard elements is quite similar to the other cars in the family like the Creta. I would have preferred an all-black theme for the cabin. That not only works better for our dusty conditions, but also ages gracefully compared to what we have seen on typical Hyundai cabins. The gloss black inserts are fingerprint magnets as expected, but the satin-finished bezels around the infotainment and AC vents look upmarket. The materials feel premium on all touch points and the cabin doesn’t feel too plasticky unlike some of its rivals.

The front seats of the new Verna are quite accommodating and now come with a ventilated function. The latter complements a well-tuned automatic air-conditioning system which worked flawlessly in the hot and humid weather of Kochi during our tests. Cooling at the rear is quite effective too. The rear bench offers decent space and under-thigh support, but doesn’t feel as roomy as the backseat of the Ciaz. Like the Ciaz though, the Verna too gets a rear windshield blind and it’s manually operated. The cushioning of the seats is slightly on the firmer side and that should work well for long journeys. The glass house is generously large and along with the sunroof, it gives the cabin an airy feel.

The top-spec trims come with a 7-inch touchscreen infotainment system similar to the Creta. It gets Apple CarPlay, Android Auto, Mirror Link and satellite navigation. Hyundai has provided three USB ports in the cabin, one of which is mated to the infotainment’s audio interface, while the other two are meant for charging compatible USB devices.There are plenty of storage spaces inside the cabin too, comprising of the cooled glove box, two cupholders each in the tunnel console, and the rear armrest and 1l bottle holders in all door pockets. The storage spaces and all the switches fall easily at hand. At 480l, the Verna’s boot isn’t the best in class but is designed well and has easy accessibility. The bootlid has an automatic hands-free opening operation and needs you to simply walk close to it with the key in your pocket. I have used it extensively on the Elantra and it’s a good feature to have for shopaholics.

Hyundai Verna Performance

Hyundai has bid the smaller 1.4-litre engines goodbye for now. So you just have the 1.6-litre engines on offer now. These engines have been mildly updated in the interest of better drivability. These are paired with either a 6-speed manual or a 6-speed automatic gearbox. Also, it’s got an all new chassis borrowed from its elder sibling – the Elantra. The K2 platform did help the Verna shed some weight. And, while the car is bigger and has gained quite a few features, it is said to weigh as much as the outgoing iteration. Exact figures aren’t available yet, but, for reference – the Verna 4S tipped the scales at approximately 1200kgs in its heaviest avatar.

Let’s start off with the 128PS (@4000rpm)/260Nm diesel. On paper, the power and torque figures remain unchanged, but the torque has been made more accessible. New pistons and piston rings have helped reduce friction while an improved turbo has helped improve the boost at low rpms. So, the torque is delivered earlier and is spread wider across the rev range (1500-3000rpm vs 1900-2750rpm). In fact, at as low as 1250rpm, the diesel motor is already dishing out 245Nm, instead of the 176Nm the older tune offered.To know more information on Hyundai Verna visit Pdagreen

Driving inside the city is a fuss-free affair. The diesel was easy to drive in its earlier guise and now the engine doesn’t require you to downshift frequently either to slow down for a speed breaker or pace up for a quick overtake. Steady pace is the name of the game with the diesel. It can build speed effortlessly and maintain them too, but it doesn’t feel eager to get there. Even on the highways, you can dance out of your lane, step on the gas and execute a clean overtake – as long as you aren’t in a hurry. That’s a trait the petrol motor shares with the diesel. It too doesn’t like being hustled, and prefers it if you take things steadily. If you absolutely need to get a move on, you will have to keep it in a lower gear and make sure the tacho is ticking around 3500-5000rpm, because that’s where the torque is. Push it any further and it runs out of steam. In other words, don’t bother redlining it.

While 123PS and 151Nm sound exciting on paper, the engine is evidently tuned more for everyday usability than outright performance. Hyundai has ensured there’s ample torque at the bottom end, and the engine now makes 9Nm more (130.5Nm vs 121.6Nm) at 1500rpm. The new 6-speed manual gearbox has taller ratios than the outgoing 5-speed unit, and it’s sublime in the way it goes about its business. For instance, you can drop down as low as 25kmph in sixth gear without hearing the engine cough and splutter. Sure, flat-footing it then won’t let you make swift progress, but the fact that it pulls without protest even from such low speeds is appreciable.

Both engines are smooth and refined, especially on start-up and idle. Get a move on, and the diesel sounds a bit gruff under 2000rpm. It does get gradually quieter as you make progress, though. The petrol, on the other hand, can only be heard if you’re wringing it. Otherwise, it’s happy maintaining its silence. The 6-speed automatic replaces the 4-speed unit that made the old Verna petrol a bit of a guzzler, and makes its way into the diesel variant for the first time as well. Irrespective of the engine it’s mated with, gearshifts are quick, smooth and more importantly, early. The gearbox complements the laidback nature of the engines nicely. The torque converter chooses the right gears at the right time, and doesn’t let you know you it did.

It feels “unpolished” only when you break out the heavy foot. There’s a whiff of lag before the gearbox sends the rev needle into the other half of the tacho, and when it shifts at the redline – it feels slightly jerky. There’s no Sports mode, and you get a manual mode instead (using the gear selector, no paddle-shifters). But, we’d rather leave it in Drive because it isn’t any quicker when you take charge. It also upshifts on its own if you hold the revs for too long. Finally, if the kitna deti hai question is bothering you, here are the ARAI-certified figures: 17.70kmpl (petrol-MT), 15.92kmpl (petrol-AT), 24.75kmpl (diesel-MT) and 21.02kmpl (diesel-AT). And, if number crunching is your jam check out our spec comparo.

Hyundai Verna Driving

You need to first have a go in the last-gen Verna to understand just how big a leap forward the new model has taken in terms of ride and handling. For starters, gone is the old car’s borderline scary, disconnected feel at highway speeds. What the stiff new Verna offers instead is a far more settled experience. It doesn’t move around half as much as the old car did and drives with a confidence and poise that was altogether missing then. There’s less vertical movement and even the odd bump taken at speed doesn’t ruffle the car as much. Further, the excellent road and wind noise insulation helps camouflage speeds; so on open roads you’ll have to keep an eye on the speedo to make sure you aren’t driving faster than you intended to.

That said, not all Vernas are alike. The heavier diesel models offer better body control than the lighter petrols. Our petrol manual test car felt the least sure-footed of the lot but was still a country mile better than its floppy predecessor. The new Verna also brakes better. The pedal feel is good, stability under braking is impressive and braking performance is among the best in the class. However, should you find yourself in a panic-braking scenario, don’t be alarmed by judders at the pedal, as it’s the ABS at work and it’s tuned to kick in very early.

On twisty roads, you’ll like the grip the Verna has to offer and the fact that it changes direction without much fuss. It’s just that the steering isn’t rich in feel and, on changing radius turns, the inconsistent way it weights up leaves you unsure of exactly how much lock to give. Sure, there’s less of that looseness in the steering and body even, but a Ford Fiesta (RIP) this is not. The lightness at the Verna’s steering does equate to less effort at parking speeds though. If not for its handling, you’ll like the Verna for the way it tackles our pockmarked roads at typical city speeds. Nothing comes jarring through to the cabin and the suspension always does its work quietly. The Verna can’t completely arrest small ripples on the road surface but it doesn’t unduly bob or pitch either.

Hyundai Verna Safety

Though there are no crash safety ratings out for this car yet, Hyundai promises that the Verna is now safer than before with more than 50 per cent of the chassis structure incorporating high-strength steel. The top-spec trims are being offered with up to six airbags, while two front airbags, anti-lock brakes and Isofix child seat anchorages are a standard fit across the range. The seats also get adjustable head restraints all around.

Hyundai Verna Cost in Mumbai

Hyundai Verna On Road Price is 13,89,381/- and Ex-showroom Price is 11,62,118/- in Mumbai. Hyundai Verna comes in 7 colours, namely Fiery Red,Phantom Black,Flame Orange,Star Dust,Polar White,Siena Brown,Sleek Silver. Hyundai Verna comes with FWD with 1591 CC Displacement and 4 Cylinders with Maximum Power 121 bhp@6400 rpm and Peak Torque 151 Nm@4850 rpm DRIVE TRAIN FWD and reaches 100 KMPH at N/A . Hyundai Verna comes with Manual Transmission with FWD .

Hyundai Verna Conclusion

Judged against the old Verna, the new model comes across as a far superior product. It’s better built, even more refined and comes packed with the latest of goodies, and then some. Hyundai has also done well to (largely) address the old Verna’s wayward handling, making the new car better to drive and, by extension, a more wholesome package. Also, petrol or diesel, manual or automatic, you won’t be left wanting for the way the Verna performs.

There isn’t much to complain about really, but if there’s an area where the Verna underwhelms, it’s the rear-seat experience. It is significantly down on space when compared to rivals like the City and the Ciaz, to the extent that it could be a deal-breaker for many, particularly chauffeur-driven buyers. Had Hyundai managed to eke out more room in the back, the Verna, seen as a whole, would have simply been hard to fault. As is, the new Verna makes for a great mid-size sedan but not a perfect one.

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Maruti Suzuki Omni Performance & First Drive

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Maruti Suzuki Omni Overview

Maruti Omni is one of the oldest cars from the Japanese car maker serving the Indian masses. Maruti first introduced the Omni in the year 1984 after it started its operations in the subcontinent. Its last major facelift came in the year 1997 and that’s also two decade ago. Despite being an old car it do sells in decent numbers as compared to its competitors. The company has been regularly updating the car but its age is quite evident.

Maruti Omni is the most affordable and frugal urban van designed especially for the large families and usually serving the taxi operators. The car has performed various other roles like people mover, ambulance, courier-delivery vehicle and many more. Though the car doesn’t make sense from a passenger car’s perspective, it is currently the basic, large family transport available at the most affordable price tag. Check for Maruti Omni  price in Pune.

Maruti Suzuki Omni Look

The Maruti Omni has undergone few cosmetic changes in the recent times. The four wheeler looks impressive with rear hatch tail gate, two exciting rear sliding doors and its brilliant box-shaped body. There are well-placed headlamps surrounded with black plastic. The car is integrated with the front indicators on the front bumpers. The car sports large rear windscreen and tail lamps added with clear lens. The thermoplastic front bumpers, a bigger bumper and 13-inch tyres are quite impressive in this micro-van.

The vehicle gets straight rectangle headlamps and vertically-stacked tail lamps with clear lens. It features chrome grille at the front, body-coloured side view mirrors, tail lamps and black bumpers. The car measures with a length of 3370 mm and width of 1410 mm. The car has a wheelbase of 1840 mm and a height of 1640 mm. The car comes with a kerb weight of 785 kg.

Maruti Suzuki Omni Comfort

The Maruti Suzuki Omni features a very basic interior. Earlier models did not even have a fan blower as standard. The dashboard now has two air vents a 2-spoke dashboard. The seats have a two-tone design. Space wise, the Omni is one of the most spacious vehicles available. The 5-seater has acres of legroom. In the 8-seater, the space between the front seats and rear bench has a backward facing bench.

Even this configuration, legroom is plenty.Equipment wise, the front seats get reclining front seats with adjustable head restraints. The driver’s seat gets a sliding facility. The car also gets glove compartment with lock, cup holders, cabin light and a demister. Unfortunately, air conditioning is still not available in the compact van

Maruti Suzuki Omni Transmission

Maruti Suzuki Omni is available in petrol engine and a LPG fuel option. Powered by a 0.8-litre, 4-stroke cycle, 6 valves, in-line engine, it delivers a maximum power of 32.8bhp at 5000rpm with 57Nm of torque at 2500rpm. It has a displacement capacity of 796cc. Mated with a 4-speed manual gearbox, it returns a fuel economy of 10kmpl in regular city traffic and 14kmpl on highways. The LPG variant is equipped with a 796cc, 0.8-litre, 8-valves LPG engine that offers a peak power of 27bhp at 4500rpm. It delivers a mileage of 10km/kg. The MUV can achieve 0-100kmph in 20 seconds.  For more information on Maruti Omni check Thebigtrak

Maruti Suzuki Omni Driving

This is a basic car and its engine is best suited for city driving. The vehicle reaches 0 to 100 kmph mark in about 20 seconds and claims a top speed about 126 kmph. In terms of the suspension system, the car uses the leaf springs with shock absorbers at the rear and the McPherson Struts for the front wheels.

Maruti Suzuki Omni Safety

The Omni is equipped with basic safety features such as 3-point seatbelts, side impact beams, high mounted rear stop lamp, two speed windshield wiper, headlamp leveling device, three-position cabin light, front seat belts (ELR) and multi-function levers, while the rear seat belts (static) are available on the E MPI STD BSIV variant only

Maruti Suzuki Omni Cost in Pune

Maruti Suzuki Omni On Road Price is 3,68,530/- and Ex-showroom Price is 3,21,845/- in Pune. Maruti Suzuki Omni comes in 6 colours, namely Gray,Blue,Black,Red,Silver,White. Maruti Suzuki Omni comes with 59 Nm@2500 rpm with Water Cooled Displacement and 796 CC Cylinders with Maximum Power 3 and Peak Torque 34 bhp@5000 rpm DRIVE TRAIN 59 Nm@2500 rpm and reaches 100 KMPH at No . Maruti Suzuki Omni comes with Manual Transmission with 59 Nm@2500 rpm .

Maruti Suzuki Omni Final Word

Although, the car does not come with any safety features, the 12-inch cross ply tyres do not have that good a grip on the road, and the car has simple interiors and exterior; but it does fall in an affordable price range, a great family car (8-seater), a cargo van and also an Ambulance. So, apart from the shortcomings, it is a perfectly affordable car to commute people or goods from point A to point B.

 

 

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Mahindra KUV 100 NXT First Drive Review

Thebigtrak

Mahindra KUV 100 NXT Overview

Mahindra & Mahindra has been known to be a maker of robust and rugged passenger vehicles, since a long time. However, with the advent of the compact crossover/SUV market and its subsequent fame among the Indian consumers, it is obvious that Mahindra also had its own offering/s in the segment. Mahindra KUV100 marks Mahindra’s entry into the lower spectrum of the compact SUV segment. With dimensions in-lined with crop of premium hatchback the Mahindra KUV100 brings compact SUV design language to lure customers into the Mahindra’s fold.

Coming in with a contemporary take on tallboy masculine hatchback design, the Mahindra KUV100 is shorter than 4 metres in length, thereby utilizing the excise duty benefits, yet staying true to traditional flow lines of Mahindra. Mahindra KUV100 is flamboyant and has a striking design for the segment with its huge wraparound headlamps combined with a rather sleek grille that a neat Mahindra & Mahindra logo. From exterior styling to cosy interiors and stuffed cabins, Mahindra KUV100 have it all. With the KUV100, Mahindra believes it has created a comparatively more muscular and stylish compact crossover in this new segment. Looking at the design the Mahindra KUV100 will entice a lot of the younger breed of customers. Thereby, furthering Mahindra & Mahindra’s reach into younger India consumer.

Mahindra KUV 100 NXT Design

At exteriors, the majority of the design elements remain unchanged, yet the muscularity and aggressiveness is a notch above. The most obvious change can be seen in headlight cluster which now features dual chambers for low and high beam along with restyled indicators and DRLs. The revamped front bumpers make way for distinctive air dam and revised fog lamps, while the grille too gets nice chrome treatment. The contrasting silver skid plate at the bottom is well defined and gives the car a more rugged look.

Further solidifying KUV100’s look is the inclusion of 15-inch sporty diamond cut alloy wheels and new ORVMs with integrated turn indicators. The door handles at the back are now black in colour and looks nothing like before. Other visible changes at the back are in the form of restyled bumper, new integrated spoiler and revised tailgate with new creases running across. The tail lights get a clear lens covering while the dual tone colour scheme makes the car more palatable to senses. For more info on Mahindra KUV 100 NXT  check Igc2016

Mahindra KUV 100 NXT Cabin

The cabin has been carried over from its predecessor, which means we still have a spacious interior with good headroom, knee room and shoulder room in both rows. The grey upholstery is now black, which looks better and goes well with the piano black inserts on the dashboard. However, nothing has changed on the ergonomics front. The pedals still are off-set and the centre console fouls with the driver’s left leg.

Sure, the front centre back rest doubles up as an arm rest, but the cup-holders are still set far behind. Visibility still isn’t great. Besides, the manual air-con control knobs are replaced by buttons, which I am not really fond of. The earlier ones were simpler and less confusing. Thankfully, the plastic air vents are of better quality now, but then again, the door latches still feel flimsy. The seats continue to lack contours for lateral support even if they provide good thigh support.

The biggest improvement, nonetheless, is the addition of a 7-inch touch screen system in place of the 2-DIN audio system seen earlier. The new one integrates USB, mp3 and bluetooth with in-built navigation, while also providing info on the car like fuel efficiency, DRL settings etc. It’s quick, easy to use and the touch response is good too. If only it provided support for Android and Apple CarPlay too. Otherwise, in terms of utility, the KUV still scores high for its unique under seat and rear floorboard storage options. Features like electronically foldable OVRMs, puddle lamps, switchable interior LED lighting, start-stop function to save fuel, power and eco mode, rear parking sensors, etc. are quite handy. Though the car gets ABS and dual airbags, it still misses out on push button engine-start/stop and a rear view camera.

Mahindra KUV 100 NXT Gearbox

The KUV100 NXT continues to be powered by the same 1.2-litre petrol and diesel engines that power the outgoing model, mated to a five-speed manual transmission. What we have here is the diesel one with the three-cylinder mFalcon D75 turbodiesel motor producing 77bhp and 190Nm of torque. The engine makes little sound, if at all any, and still settles into a thrum if not clatter at idling. However, rev it beyond 3,000 rpm and it gets noisy and starts to feel coarse. Its refinement is nowhere close to the four-cylinder mill housed by the Swift or the Figo. Nonetheless, the power delivery is linear, turbo lag is minimal or almost nil thanks to the smaller turbo. This, paired with the generous torque available from as low as 1,800rpm, helps the vehicle pull away nicely without any fuss. Trudging along in traffic becomes easy due to a minimal need to change gears constantly.

It’s only while driving out on the highway, you realise that the engine starts to lose its fizz post 3,500rpm. But once you get a hang of it and manage to keep the revs in the meat of the power band (2,000-3,200rpm), the KUV100 can make swift progress to achieve triple digit speeds. You will still have to shift to a lower gear to manage a quick overtake. The five-speed gearbox feels notchy, but is easy to use with the short throws. However, it is the clutch pedal with its tight spring action, which will make it a tiresome job for your left leg on long drives or in traffic.

Now, the KUV’s suspension has been tuned to be on the softer side. Since it also has a good ground clearance, all uneven surfaces are taken in its stride with ease at low speeds. However, side-to-side rocking gets prominent and at higher speeds the rear kicks out on harsh bumps. The vertical movement also increases, making the ride floaty. The ride doesn’t settle until it finds a flat stretch. Likewise, the steering is another aspect that sits firmly in the list of cons. It is big for a compact car, lags a bit and feels vague. It makes more than three turns from lock to lock which makes parking a tedious job despite having such a compact footprint. One can steer through a corner at low speeds, but at higher speeds, its entire dynamics undergo a change. The car understeers and the body roll becomes pretty evident at that point to the extent that it will make all the occupants feel uneasy. Thankfully ABS is available, but still the car doesn’t feel surefooted under hard braking.

Mahindra KUV 100 NXT Driving

The steering is light and quick with every response made to it. Moreover, making a quick U-turn is not at all difficult even if it is done single-handed. The engine is not that special, but it is good enough and the engine responds well to the throttle. Overall, driving the Mahindra KUV100 is fun, but going too fast through the corners can be a silly act. Check for HDFC car loan at Fincarz.

Mahindra KUV 100 NXT Safety

The disc upfront and drum at the rear provides the needed braking force to the car. The braking mechanism is further supplemented by anti-lock braking system with electronic brakeforce distribution. Further, the car’s safety quotient is strengthened by dual front airbags which are available across the trims, save the base K2 variant. Other safety features include ISOFIX child seat mounts, rear parking sensors, child safety locks, speed sensing auto door locks, anti-theft security, automatic hazard warning lamps among others.

Mahindra KUV 100 NXT Price in Chennai

Mahindra Kuv100 Nxt On-Road Price in Chennai ranges from 5,56,832 to 9,05,540 for variants KUV100 NXT K2 Petrol and KUV100 NXT K8 Dual Tone Petrol respectively. Mahindra Kuv100 Nxt is available in 12 variants and 6 colours. Below are details of Mahindra Kuv100 Nxt variants price in Chennai. Check for Mahindra KUV100 NXT price in Chennai at Carzprice.

Mahindra KUV 100 NXT Summing Up

The KUV100 NXT will be preferred by people who love SUVs, want a spacious cabin and still want it to be of a compact size. The refreshed KUV also adds some new features to the package. However, this particular K8 variant is priced at Rs 7.46 lakhs, thereby putting it in the same price bracket as that of the Maruti Suzuki Swift ZDi and the Ford Figo Titanium Plus TDCi. While both of them are more refined with a four-cylinder motor, the Figo also gets a more powerful engine.

Mahindra KUV100 NXT is available in five different variants- K2, K2+, K4+, K6+ and K8 to select from. In terms of pricing, KUV100 is competitively priced with its base variant K2 tagged at Rs. 4.51 lakh and the top range trim K8 5STR available at Rs. 7.56 lakh,ex-showroom, Delhi. Mahindra KUV100 falls altogether in a new segment but it can be compared to the likes of Maruti Ignis, Hyundai Grand i10 and Maruti Swift taking price and practicality in mind.

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Maruti Suzuki Wagon R Facelift First Drive Review

Thebigtrak.

Maruti Suzuki Wagon R Overview

The Wagon R has some history associated with it and has been a favorite small car for many years. The first of the tall boy design from Maruti, the Wagon R has been a success story for almost ten years. Competition is slowly and steadily eating away into Maruti’s pie and Maruti has responded by rolling out the all new Wagon R. This car is effectively made from scratch and offers more space, better driving dynamics and improved overall quality. We take the new Maruti WagonR for a spin and judge for ourselves. Check for car loans at Fincarz.

Maruti Suzuki Wagon R Exteriors

Now let us clear all your confusion…The updated 2017 model gets the few minor updates which comes in the form of a slightly redesigned grille which will geta dash of chrome to it to make it look slightly upmarket. While there is still enough confusion but we think that Maruti will provide projector headlamps only with the top end VXI+ trims only. While the lower end LXI and mid level VXI trims will get the usual halogen units as you have seen on the current hatchback.

Thus expect the updated Wagon R LXI and VXI trims to receive the same halogen units and perhaps a slightly updated grille like we already mentioned above. Some other changes that you can expect on the updated hatchbacks exterior may include slightly restyled front and rear bumpers, chrome accentuated back door badges, body coloured bumpers, silver roof rails, body coloured ORVM’s etc.In addition to all these changes the top end VXI+ trims will be based on the Stingray variants and will get the projector headlamp setup. The top end VXI+ trims also gets gunmetal gray alloy finish which you can also notice in the Stingray variant, Blacked out B-Pillar, a roof integrated rear spoiler and side skirts as well.

Maruti Suzuki Wagon R Interiors

The interior feels more comfortable, spacious and elegant when compared to its strong competitor Chevrolet beat; however the Hyundai i10 is still better. The overall dimensions of the car have been increased with a purpose to make it more spacious. Now, it measures around 3595 mm in length, 1495 mm in width and 1700 mm in height. With increased legroom and headroom, this boy can easily accommodate four passengers. Due to the narrower design, the shoulder space is less that it gets congested for three passengers on the rear seat. However, there is good legroom and flat floor to make passengers more comfortable in the cabin. The increased legroom takes on boot space, which is quite limited (180 litres) in this version. For more  info on Maruti Wagon R check Igc2016

With a combination of rich blue and black upholstery, the seats look stylish. With mediocre thigh and lumber support, it offers moderately comfortable seating position for both rear and front passengers. The wider rear windscreen rewards fine visibility. The grey-coloured dashboard doesn’t add to its elegance, but it’s surely better than the regular Maruti cars. The dashboard offers can holders, glove compartment and enough storage space. There is a digital fuel gauge, two trip meters and a tachometer. The stereo system is available with its top-end variant with good-quality sound; and features like FM, CD player, and USB and Aux ports. With its other variants, you have an option of audio installation. The climate control unit is an additional advantage with its top-end variant. The plastic quality is nothing to explain about.

Maruti Suzuki Wagon R Perfromance

The WagonR was one of the first cars from the MSIL stable to get the potent K-Series motor. The new motor not only complies with the updated emission norms but is also comparatively refined and rev-happy. The hatch harbours a 3 cylinder, 1.0-litre motor that develops 67PS of power and 90Nm of torque. While the figures don’t look as impressive on paper, the motor performs really well in day to day scenarios.

Turn the key and the engine comes to life with vibrations inherent to 3 cylinder engines. We found that the NVH (noise, vibration and harshness) levels were distinctly higher compared to the i10 or the Micra. The engine lacks low-end grunt, which means you would need to be heavy on the throttle to exploit gaps in traffic. As the revs climb, the engine becomes very audible inside the cabin. The engine is tuned for the city and efficiency. Naturally, at highway speeds, the WagonR feels out of breath — it is best behaved when driven under 120kmph.

The WagonR gets an automated manual transmission as well. There are just two pedals, and the operation is like a conventional automatic vehicle. Slot the gear lever in D, let go of the brakes and the car creeps forward on its own. The operation of the clutch is controlled by a hydraulic actuator, thereby relieving your left leg. The AMT on the little Maruti isn’t the most polished units around. There are slight jerks when the car upshifts or downshifts, but they can be easily overlooked during daily commutes. You can also take charge of the gears yourself by shifting it into manual mode.

Maruti Suzuki Wagon R Driving

The new series engine gives a feel of driving a compact A-star model. The 5-speed manual transmission is now geared with cables as opposed to linkage which means better driveability and better performance from the new 3-cylinder engine. The big windscreen is definitely welcome in the new model and gives a better road view. The suspensions have also improved which gives better, sweat-free smooth ride. You may find the car a little bumpy around sharp corners. Something that is not felt while driving Hyundai Santro which is more manageable even with its tall stance.

Maruti Suzuki Wagon R Safety

Brakes are efficient and prove to be great performers during panic braking situations or unexpected road surprises. The front and rear brakes of new WagonR are ventilated disc brakes and drum brakes with 8-inche booster assisted brakes respectively. The VXI variant, which comes with optional ABS, is certainly a better vehicle in terms of safety, as it prevents the wheels from locking up during panicbraking situations.

The new WagonR comes with a good number of active and passive safety features, especially in its top-end variant. There is a dual SRS airbag that provides great protection against collision by offering cushioning. ABS (Anti-lock Braking System), halogen headlamps, front and rear fog lamps, front and rear ELR seat belts, child proof rear door locks, rear wipers, high-mounted stop lamp, warning lamps, de-fogger, and washer are other features on offer.

Maruti Suzuki Wagon R Cost

Maruti Suzuki Wagon R On-Road Price in Bangalore ranges from 5,17,098 to 6,40,300 for variants Wagon R LXI and Wagon R VXI AMT Optional respectively. Maruti Suzuki Wagon R is available in 6 variants and 8 colours. Below are details of Maruti Suzuki Wagon R variants price in Bangalore. Check for Wagon R price in Bangalore at Carzprice.

Maruti Suzuki Wagon Summing Up

The new generation Wagon R will be a stylish car. One can be rest assured that Maruti will leave no stone unturned in giving this car a more premium look. the new platform will be lighter and stronger. This will improve its performance and fuel efficiency. It will be the same platform that underpins the Ignis. The boxy look will be carried forward because that is the car’s USP. The practicality of the car will be retained but it will get enhanced styling to make it more attractive and modern. In terms of features there are more additional options on offer. The all new Wagon R will be offered with more features than the current one.

 

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Audi A6 Hatchback First Drive & Overview

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Audi A6 Overview

The Audi A6 name plate made its debut in 1994 when the German automaker changed its naming nomenclature. The Audi A6 was earlier known as the Audi 100 (100 for 100 PS), with the first generation model going on sale in 1968 after Volkswagen purchased the company from Mercedes-Benz. Today, the Audi A6 is in its seventh generation and the latest model is known as C7 (internally known as Typ 4G). The new Audi A6 was launched last year and takes heavy inspiration from Audi’s flagship sedan, A8. Check for EMI calculator at Fincarz.

The A6 shares most of its components with the A7 Sportback (review here) and looks thoroughly impressive all around. Locally assembled by Audi at its Aurangabad facility, the Audi A6 has the goods to become the new benchmark in the executive luxury segment, giving the Mercedes E-Class and BMW 5-Series intense competition.

Audi A6 Exteriors

The Audi A6 embodies all the typical characteristics of the German make. It has it all from the razor sharp styling on its body, pioneering LEDs or the large single face radiator grille. This Audi A6 looks very contemporary as it has a correct balance of elegance and performance stitched in style.In the front, the bold radiator grille is the signature design mark. The radiator grille gets a chrome surround. It has a very fixed and confident jaw line. The headlights seem to be finished with a samurai sword. Its sharp lines begin from the grille at an angle and fly off around the body. The hood flows softly and joins the radiator grille. It has very subtle and almost hidden lines on it. The A6 gets standard Xenon plus headlights and the LED strip which runs across the headlights look future ready.

The roofline has a flowing pattern too. The A6 measures 4.92m long and has a wheelbase of 2.91m. This makes the car look very long and also contributes to the generous legroom inside the cabin. The window line and the shoulder line flow almost parallel with the rear quarter glass panel stretching its way to the rear. The windows have a subtle chrome outline around it.On the rear profile, it has a very humble design which is dominated by the LED tail lamps. The boot lip is elevated and acts like a hidden spoiler on it. The only interesting part on the rear design is the chrome finished exhaust pipes. The 3.0L variant gets stylish twin pipes which look awesome. Overall, the A6 will impress all with its elegance and style.

Audi A6 Interiors

Come around to the side and you notice that the new-design alloys not only look better than the older ones, but have also grown an inch larger and come shod with meaty, eighteen inch diameter Bridgestone Turanza’s. At the back, the tail-lights carry on with the Matrix treatment and look absolutely stunning when lit-up. You’ll notice the reworked badging and the chrome-strip running along the boot-lid bottom. All-in-all, the A6 Matrix edition looks absolutely stunning in this 2015 refreshed avatar.

Step inside and you’ll be greeted by classy un-veneered wood trimmings which immediately up that luxury feel by a few notches. The chrome accents used only serve to heighten this feeling and coupled with the beige interiors, go on to give the cabin an aura of understated luxury. The seats up front come with four-way electronic adjustments and finding the sweet-spot behind the wheel or as a co-driver is a breeze.

The Bose sound-system thumps loud and clear, no matter how high you wish to crank up the volume. With over 14 speakers on-board, this 5.1 system may be a tad biased towards bass, but is crystal clear across the entire frequency range. The rear seat is equally well appointed and gets dedicated air-conditioning controls as well as a 12V socket and a cigarette lighter. They also get an exclusive remote through which, passengers at the rear can control the MMI system. There’s plenty of leg-room, with close to four inches of space between the back of the front seat and the knees of the passenger at the rear. However, the seat-back is a tad upright for comfort and the under-thigh support feels inadequate on longer rides. Check for Audi A6 in Igc2016

Audi A6 Performance

Underneath the engine hood is the same 2.0 litre, four cylinder, in-line diesel motor with common rail injection system. The engine is capable of pumping out pinnacle power of 190 PS between 3800 to 4200 RPM along with peak torque of 400 Nm between 1750 to 3000 RPM. Petrol variant is powered by the 1.8 litre, four cylinder, in-line petrol engine with direct fuel injection, turbocharging and Audi valvelift system.The petrol motor is tuned to churn out maximum power output of 140 KW between 4200 to 6200 RPM along with pinnacle torque of 320 Nm between 1400 to 4100 RPM. Both the engine works along dual clutch a seven-speed S-Tronic automatic transmission. Drive is sent to the front wheels via a two-wheel drive system.

Performance delivered by the A6 saloon is simply impressive; the saloon gets an adaptive air suspension which helps bettering the performance. The diesel powered A6 hits 100 kmph from stand still within 8.4 seconds while the petrol version hustles to 100 kmph from rest in just 7.9 seconds. Audi A6 top speed for the 35 TSFI variant is 233 kmph, which is insignificantly more than the 35 TDI Matrix version at 232 kmph.

Audi A6 Driving

The new Audi A6 sheds close to 80 kgs of weight thanks to the use of an aluminum hybrid body. Various other mechanical components including the wheel control arms are made of aluminum. The chassis is stiffer than before while the air springs and dampers are adjustable according to the driver’s requirement. The Audi drive select offers 4 modes – comfort, sport, dynamic and individual. In comfort mode, ride quality is extremely good with the car providing very good cushioning over the worst of roads. The A6 glides over potholes and rarely does it get perturbed by bad roads. Even in Sport mode, the A6 rides well and doesn’t feel as extreme as far as the ride quality is concerned.

Power is channeled to all the 4-wheels via Audi’s quattro all-wheel drive system which gives good grip and eliminates under-steer to a certain extent. The electro-mechanical steering wheel weighs up well but isn’t exactly point and shoot. It does offer reasonably good feedback and is confidence inspiring at high speeds. The Audi A6 has a lift feature which raises the car by 20 mm, enabling the vehicle to clear big speed-breakers with ease. The air suspension sets the ride height of the vehicle in either of the three settings. On the highway, it lowers the body to increase stability. Braking is aided by all wheel disc brakes and various safety systems ensuring shedding serious speeds is done confidently.

Audi A6 Safety

As you’d expect, the A6 is brimming with safety kit, including six airbags, an advanced stability control system, and Isofix child seat-mounting points on the front passenger seat and two outer rear ones.The A6 was also awarded the maximum five-star rating in its Euro NCAP crash test in 2011. It scored an impressive 91% for adult occupant protection and 83% for child occupant protection, but a less impressive 41% for pedestrian protection.

Optional safety kit includes rear side airbags and a system that steers the car back on course if it starts to wander from its lane on the motorway.An alarm and engine immobiliser are fitted to help fend off thieves, and security experts Thatcham gave the A6 five out of five for its resistance to being stolen, and four out of five for its resistance to being broken into.

Audi A6 Price in Chennai 

Audi A6 On-Road Price in Chennai ranges from 67,83,832 to 68,82,166 for variants A6 35 TFSI Premium and A6 35 TDI Premium respectively. Audi A6 is available in 2 variants and 9 colours. Below are details of Audi A6 variants price in Chennai. Check for Audi A6 price in Chennai at Carzprice.

Audi A6 Summing Up

The Audi A6 has a rock solid image and offers decent fuel economy. The car’s spacious interiors with an ergonomic cabin offer relaxed cruising. The Audi A6 with its clean and elegant contours and perfect craftsmanship which are all characteristic of this luxury brand offers an indistinguishable ride as well as ownership experience.

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Renault Lodgy Facelift First Drive & Overview

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Renault Lodgy Overview

The MPV trend of the Indian market was at its peak about two years ago when we have seen almost all the manufacturers including Maruti Suzuki, Chevrolet and Honda launched their individual products. But after the compact SUV segment became popular people suddenly took their eyes off the MPV segment and the sales figures pointed southward.

Renault introduced their Lodgy MPV which is quite popular in the European markets and is sold under the Dacia brand there. The enormous size of the MPV was its USP. The Lodgy MPV was priced aggressively and also was bigger compared to some of its rivals however it was not able to impress the Indian customers. Renault still didn’t give up hope and introduced a Stepway edition which was actually the same MPV with some new cosmetic updates and enhancements. The additional cosmetic updates actually made the Lodgy MPV little more aggressive and also the additional features too made this MPV look premium.For more information on car loans check Fincarz.

Renault Lodgy Exteriors

The MUVs are boxy out of necessity and maximising the cabin space is more important than styling. The good looks then come essentially from cosmetic upgrades and design elements that hide the bulk. The Lodgy at primary level is also a box, though Renault has made more than a few changes to try and make it more appealing.

Renault designs are generally a bit quirky and the Lodgy isn’t any different. The front gets a hexagonal grille with twin slat chrome inserts and the big Renault Logo in the middle. The bonnet has an unconventional design with subtle creases running parallel to the A pillar. The headlamp cluster is elongated like in most of the modern day cars with a conventional halogen set up occupying the bottom half while the parking light and side indicators take the top outside-half. The front bumper looks nice with the diffuser and chrome inserts for the round fog lamp units. The slightly flared wheel arches add bulk to the front and give the Lodgy a squat stance like that of the Duster.

At close to 4.5 metres, the Lodgy is a big car and the side profile gives a better idea of its proportions. It is based on the Duster platform with an extension at the back to accommodate the third row. The roof is sloping towards the end and that reduces the size of the windows for each roof. The MUV looks slightly weird from this angle with the bulk gradually reducing towards the back and also riding on the tiny looking 15-inch tyres. The smart addition here is the chrome side mouldings in the lower half that look nice. The tail section makes the car look boxy with minimal design elements, although the contemporary tail lamp cluster does some face saving. The Lodgy badge is placed in trademark Renault style, embossed on a chrom plate, right in the centre above the number plate.

Renault Lodgy Interiors

The interior architecture of the Renault Lodgy looks familiar to the Duster. On the plus side, the trims look pleasant with a decent build quality. The plastics aren’t much about upmarket finish but at the same time it won’t leave you complaining.

The three pod instrumental cluster which was launched in the new gen Duster makes its way into the Lodgy with an analogue speedo and tachometer. It gets an information display screen on right which displays tripmeter, odometer and fuel left in digital format. The three spoke steering wheel offers good grip, has buttons to control the cruise control and speed limiter. As for operating the central infotainment and media options, there is a media rack nicely tucked on the column behind the steering wheel. Quirky it might appear but then it is useful.

Being the top end RxZ version, it had the best of all features like media-navigation screen which also doubles up as a screen for manoeuvring in reverse and parking. It has a decent resolution and is user friendly. One can pair phones, listen to music via USB or Bluetooth and navigate using this screen.

Renault’s attempt in making sure the Lodgy feels more appealing than competition has paid off well, which can be seen in the right colour combination of Gris Fume and Beige used in the interiors. The nicely stitched leather seats feel comfortable. All three row seats get leather as standard for the top spec variant. The under thigh support too is decent for first and second rows while the third bench type seat just fulfils the basic need.

Unlike the sliding doors which aren’t the best in the business to welcome occupants, the large standard styled doors make great sense. Even the large windows aid the mission of making the cabin feel more airy and roomy. Our test car had captain style second row seats but Renault will offer standard bench styled seats for the second row as well with a central armrest and cup holders. All seats in first two rows get armrests. The negative here is the immovable fixture of second row seats, which doesn’t let the seats slide horizontally. This could have made more knee room for the second row occupants. Renault also claims that the third row seat offers more room than the Innova, 43% to be precise. Check for Renault Lodgy in Igc2016

Renault Lodgy Performance

Unlike most of its rivals, the Lodgy is only available with a diesel heart — the popular 1.5-litre K9K. With a single camshaft for its eight valves, this four-cylinder motor may not be cutting-edge in terms of technology, but it is a very flexible unit. Like on the Duster, this motor is available on the Lodgy in two states of tune – 83bhp and 108.6bhp – with different turbochargers and injection systems responsible for the varied power output. Also, the ECUs used by the motor on the two variants are different. The more powerful version tested here, THP in Renault-terms, gets a variable-geometry turbo (as opposed to the fixed-geometry turbo on the 83bhp version) and also comes with an intercooler.

The 1.5-litre diesel motor pulls really well once revs rise beyond 2000rpm and carries on till 4000rpm, after which the power tails off. When the roads open up, the powerful mid-range means, as long as you are not in sixth gear, it’s easy to overtake cars at typical highway speeds. However, while the final cog doesn’t help you gather pace quickly, it’s a great cruising tool that keeps the engine spinning at just about 2,000rpm at 100kph – great for stretching your fuel tank.

The Lodgy sprints to 100kph from standstill in 11.5 seconds, making it, by far, the fastest MPV on sale here. That said, the motor’s initial turbo lag and the slightly heavy and snappy clutch make driving this Renault in stop-go traffic a little cumbersome. However, off-boost power isn’t too bad, and unless you really want to make quick progress, it won’t warrant many downshifts.

This engine is mated to Renault’s six-speed TL4 manual gearbox, and while it doesn’t require much effort, the gearshifts could have been more precise. To aid drivability, Renault has kept first, second and third gears on the shorter side, which allows you to keep the engine on song in typical city driving circumstances. And the fourth, fifth and sixth gears are tall, to aid relaxed highway cruising.

Renault Lodgy Driving

The Lodgy has a monocoque body with McPherson struts at the front and torsion beam at the rear equipped with anti roll bars. This setup is usually ideal for brisk handling and high speed stability, which is quite evident in the Lodgy. It handles the corners pretty well despite being an MPV and the body roll is well controlled but due to the tall stance, it tends to swing the passengers to a certain extent while cornering hard. The steering feedback is quite disappointing, being vague at the centre. Unlike the Duster, the steering of the Lodgy doesn’t communicate well with the driver having inconsistent feel. High speed stability is impressive and you can do triple digit speeds easily but the steering being on the lighter side makes you a bit nervous.

The ride quality is fantastic in the Lodgy and it eats bumps, potholes, rough tarmac quite well for avoiding vertical movement. The sorted damping also keeps those ugly clunking sound away when you hit big potholes. However, the rear tends to bob a little when there are no passengers sitting at the back. The 185/65/R15 tyres do a great job of absorbing rough roads and keeping the MPV glued to the tarmac at corners. The long wheelbase makes its presence felt while taking a U-turn having a relatively wide turning radius. Braking performance is strong and confidence inspiring with a good pedal bite. The stopping distance from 80-0 km/hr is 35.26 metres.

Renault Lodgy Safety

The Renault Lodgy has got only three star safety rating from Euro NCAP and that too for the international model having 6 airbags as standard. Renault will be offering the Lodgy in India with only dual front airbags, which is a big letdown. It will also get ABS, EBD with brake assist. Apart from cruise control, the MPV will come with a speed limiter as well. Renault currently has a network presence of more than 157 facilities across India. In order to get volumes and provide better after sales service, the French automaker needs to ramp up their presence, which they say they are doing through the year and claim it to be the fastest ramp-up by an automaker in India

Renault Lodgy Price in Hyderabad

Renault Lodgy On-Road Price in Hyderabad ranges from 10,21,941 to 13,85,410 for variants Lodgy 85 PS STD 8 Seater and Lodgy Stepway RXZ 85PS 8 seater respectively. Renault Lodgy is available in 6 variants and 6 colours. Below are details of Renault Lodgy variants price in Hyderabad. Check for Lodgy price in Hyderabad at Carzprice.

Renault Lodgy Summing Up

To sum up, the Lodgy has many a positives going for it. It looks good for an MPV, has enough space that is desired by MPV buyers, is feature laden, offers a great ride, comfort and has a strong build. It is a sensible upgrade for people who want more space than their premium hatchbacks / mid-size sedans, without compromising on performance, comfort and features. It also comes across as a good car for inter-city travel or long weekend drives for families. If you are looking for a family commuter, the Lodgy will prove to be a very good one.

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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.

 Check for Honda City On Road Price in Jaipur

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.

Check for Jeep Compass On Road Price in Kolkata

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.