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Honda Brio Facelift Review & Test Drive

OVERVIEW ;

Honda Cars launched the new Amaze at the start of the year. The second we set eyes on it, we knew that the new Honda Brio would be just around the corner as well, the company just kept mum about it. Well, we were right and here it is, the new Brio, ladies and gentlemen. Check On Road Price of Brio

The changes which Honda have made are not mechanical, where they have chosen to focus their attention on is the styling and features. A mid-life upgrade, if you will. Well the old Honda Brio was a car that provided the individual quirky looks, Honda reliability and affordability. However, it needed something more and that comes in the shape of the new Brio we test drive today.

EXTERIOR AND STYLE ;

The Honda Brio was showcased as a futuristic concept in the previous, 10th edition of the Auto Expo held in Delhi last year. Of course, the final production version of the Brio doesn’t quite have all the sci-fi features that the concept featured, but it has carried forward much of the design concept. The Brio’s design is classically Honda. Starting from the shape of the headlamps to the aerodynamic profile, to the broad bonnet grille with the H logo in the middle and the character lines, the Brio’s design features can all be traced back to other Honda hatches. Yet, the Brio is distinctive and very unique in the brand’s line up. Book test drive for Brio in Cazprice

A number of simple, relatively straight lines that are meant to enhance the perception of length and width of the Brio have been integrated. There is also a lot of clarity and purpose with merging lines that give the Brio’s design a lot of sophistication – like the front bumper lip that seems to merge into the shoulder line and the aerodynamic profiling for the door mirrors that merge with the base of the windscreen.

The rear design of the Brio is the most simplistic. Triangular tail-lamps that have been peeled back and into the side panels try to offer some relief with a circular, cutaway, integrated stop lamp. The hatch door is frameless and all glass and it ends just a couple of inches above the base of the tail-lamps. The glass hatch door sports the Honda logo and Brio badging. The oversized rear bumper gives the Brio a squat, wide stance, as does the more prominent rear wheel arch. A rear wiper option is not offered with the Brio

INTERIOR AND SPACE ;

The plastic quality of interiors might not be what you expect of a Honda. Clearly, the company has done some cost cutting and it shows. There are some flimsy plastics, which scratch and come off quite easily. However, the overall quality is at par, if not less, than the competition.

Although there is enough room to seat five adults in the car, where the car lacks in is the boot space and is a big disappointment. Honda’s engineers have utilized the interior space in a way that maximum space is provided to the occupants while the boot has been relatively ignored, which isn’t big enough to store anything more than your groceries and vegetables. That said, the car feels airy and fresh, thanks to the large glass areas and the light beige plastics inside. The Honda Brio gets features such as power windows, steering-mounted audio controls, bluetooth and aux-in connectivity, defogger, electric mirrors, cup holders, etc. The car also gets projector halogen headlamps and push button keyless start. The Brio does miss out on the climate control, which could’ve given the car a more luxurious appeal. A dead pedal is sorely missed too, which is a clear oversight on Honda’s part.

ENGINE AND PERFPRMANCE ;

So when you look into the business end of the Brio, you find the familiar 1.2-litre i-VTEC mill that you find in the Jazz as well. Thankfully, Honda hasn’t decided to do something drastic such as downsize the engine for this smaller car, or something as dire as lopping off a cylinder to achieve that. What Honda has done is smartly retune the motor in keeping with the ‘city car’ aspect of the Brio. The 1198cc motor now produces 88PS of power which comes at 6,000rpm and a decent torque of 109Nm, available at 4,600rpm. The five-speed manual gearbox which sends that power and torque to the front wheels features revised ratios as well, which are very well suited to capitalise the new state of tune of the engine. What really works in favour of the engine is its unimaginable levels of refinement it offers. During our test drive, we were tempted to turn the key again to bring it to life when we though the engine was switched off, when it was already running, turning away at idle rpm.

With a state of tune that favours city driving over spirited, corner carving shenanigans, one would expect the performance to be rather on the low side. But this couldn’t be further from the truth. The dash to 100km/h from standstill is completed in just 14.36 seconds – the second quickest we’ve tested for any 1.2-litre hatchback so far, just a couple of tenths more than the Hyundai i10 Kappa. While the acceleration from zero certainly is impressive, the in-gear roll-on is quite strong as well. Put your foot down at 60km/h in fifth gear, and the 100km/h mark comes up in just 21.33 seconds. In fact, try the same from as low as 40km/h, and still the Brio doesn’t bog down at all – something that even more powerful cars available in the market struggle with.

The only place where the Brio’s engine shows its lower state of tune is in its top speed. With the torque dropping off sharply after its peak at 4,600rpm, the Brio runs out of steam after 142km/h when going for a top speed run. While it eventually will hit the company claimed 150km/h mark, it would need a really long straight, and maybe a bit of a slope to do so. But top speed figures are not what really determine a car’s worth. When it comes to driveability, the Brio scores high marks, be it in bumper-to-bumper city traffic, or even cruising at highway speeds.

RIDE AND HANDLING ;

The Honda Brio is underpinned by a very potent platform in terms of dynamics. This is why currently Honda has four products based on the same platform including two 7-seaters. The Brio can handle triple digit speeds with good stability on the highways. The ride quality is flat most of the times and it doesn’t unsettle on bad roads. Since it is a light hatchback, the handling is brisk and the Honda Brio feels eager to take corners hard. The steering feels direct and very predictable while cornering. Braking performance is quite effective too having a strong pedal bite. There are no mechanical changes so you won’t feel any difference compared to the pre-facelift model.

SAFETY

CThe braking performance of the Brio is decent and on par with its rivals. The top version comes with ABS, further helping in the braking performance. The 175 mm-wide tyres also provide for a decent braking performance.

The front wheels have got ventilated disc brakes while the rear ones have drum brakes. The brakes do a good job in stopping this sprightly little hatch, thanks to the lightness of the car. The car has passive safety tech such as ABS (Anti-lock Braking System). The ABS system helps in case of sudden braking situations, and prevents the car from skidding and going out of control.

VERDICT ;

It wouldn’t need much of a stretch of imagination to call what Honda has on its hands a ‘perfect city car’. The Brio really hits all the essential nails perfectly in the head, be it convenience, comfort, driving pleasure and more importantly, the right price point. Coupled with the excellent reputation that Honda enjoys in India, the deal almost seems too sweet to be true. Even in this era where every car maker has a highly competitive product in this segment, you will be really hard pressed to find another hatchback that offers so many features, such great quality, absolutely premium feel and a brag-worthy badge on the front grille in one delectable package.

 

 

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BMW 7 Series Design & Style

OVERVIEW ;

The world that we know of today is filled with people who have dreams. Most just dream while some work towards converting dreams into reality. While the former category succumbs to the societal pressure and ends up in the usual rat race, the latter create their own path. A path of success. A path which leads them to a position above the rest. And when you are above the rest, you would definitely want to make a statement. To make a statement, your ride has got to be special. It has to have all the luxuries and then some. What better choice than the Mercedes-Benz S-Class? Well, BMW recently launched the all new generation 7-Series in India and we reckon it poses a serious threat to the flagship Mercedes sedan.

EXTERIORS ;

It will take a keen eye to identify the new, sixth-generation 7 Series over the old one. It is just over an inch longer, while its width and height are quite similar. The styling is an evolution of the old car but it does have a better sense of proportion. In profile the prominent shoulder-line crease gives it a balanced look thanks to it extending all the way from the headlamps to the complex shaped tail lights. Upfront the new 7 Series looks much better thanks to a sharper kidney grille and the beautifully detailed LED headlamps(the old cars huge swollen grille was a sore sight). At the rear the taillamps and the twin exhaust dominates and the blackened lower portion in the bumper help in hiding the mass. Indians love for chrome is no secret and BMW has given abundance of silverware to keep us happy. But still in our eyes there is just too much of it and bits like the hockey stick like elements on either side of the front bumper looks overdone.

Beneath the similar exterior, however, the new 7 Series gets an all-new chassis. Christened the “Carbon Core” structure, the chassis is a a mix of carbon-fibre, aluminum, and high-strength steel. The carbon fibre is used in areas such as the A-, B-, and C-pillars to keep the centre of gravity down and the transmission tunnel is made up of carbon composite too.

INTERIORS ;

BMW 7 series interior are spacious and can easily seat up to five people comfortably with a lot of legroom and shoulder room. It is furnished with premium leather, Pine wood and chrome. The seats are wide and well cushioned. The front seats are electrically adjustable and have memory function. The driver seat also has lumbar support. The dashboard is decorated with large grain pinewood and features several instruments with chromium trimmings. The multi functional steering wheel of this sedan has mounted buttons to control the music playing on the sophisticated audio unit of this car. The audio unit is that comes integrated with a 10.25-inch high-resolution display screen. It includes a CD, MP3 player, eight high-powered speakers. It also supports two USB ports, one SD card slot as well as Bluetooth connectivity. The windows are powered and the automatic climate unit is very good in keeping the climate inside the car pleasant. The sliding sunroof is very useful to let in the sunlight and cool air while driving. In addition, it also features ashtray inserts, cigarette lighter, sun visors with illuminated vanity mirrors, assist grips, and rear armrest with cup holder, cooled glove box, door pockets, paddle shifter and many more.

PERFORMANCE ;

The BMW 7 Series 740i (the base model) features a turbocharged six-cylinder engine that puts out 320 horsepower and has more than enough power for any of your day-to-day driving maneuvers. There are more-powerful engines in the lineup though. The 750i features a twin-turbocharged V8 with over 440 horsepower, and the high-performance M760i sports a twin-turbo V12 that puts out an obscene 601 horsepower. There’s also the Alpina B7, which is another high-performance trim. It features a twin-turbo V8 engine, but with “only” 600 horsepower, the B7 is merely the second-most powerful 7 Series model.

BMW introduces a plug-in hybrid to the 7 Series lineup for 2017: the 740e xDrive. It features a twin-turbo four-cylinder and an electric motor. Don’t let the plug-in hybrid tag fool you; the 740e is still quick. It can go zero to 60 mph in just over five seconds. No matter which engine you select, it will be mated to an eight-speed automatic transmission that delivers smooth, timely shifts.

The base 2017 BMW 7 Series has some of the best fuel economy estimates in the class: 21 mpg in the city and 29 mpg on the highway. Those are better ratings than you’ll find in the Audi A8, Porsche Panamera, and Mercedes-Benz S-Class. By driving the 7 Series instead of the aforementioned rivals, the average driver will save at least $150 per year in gas money.The 740e can go 14 miles on all-electric power, and even with the gasoline engine running, it gets better fuel economy than any other 7 Series model. It gets 64 mpg-e on electricity only, and 27 mpg combined with the gasoline engine running.

RIDE AND HANDLING ;

The base inline-6 should satisfy most shoppers with its seamless turbocharged thrust and laudable refinement, but the V8 takes things to another level. In our instrumented testing, a 750i xDrive launched from zero to 60 mph in a swift 4.5 seconds. Either way, the eight-speed automatic is one of the best in the industry, delivering buttery shifts right on time.

Out in the wild, the 2017 BMW 7 Series is a more capable handler than its size suggests, if not a full-fledged performance car like the Panamera. The Autobahn package’s predictive suspension helps produce an impressively flat cornering attitude, yet the ride is very supple on virtually all surfaces. There are five selectable drive settings in the 7 Series — Eco Pro, Adaptive, Comfort, Sport and Sport Plus — but if it were our car, we’d just leave it in Sport, which strikes a winning balance by gracefully soaking up bumps while keeping body motions disciplined. Road and wind noise are held to a minimum, allowing passengers full enjoyment of their various entertainment options.

The top-dog M760i maintains the high levels of 7 Series luxury and comfort while also adding ridiculous amounts of performance. While it’s not an “M” car in the traditional sense, it corners with unflappable tenacity, and the power from the V12 is giggle-inducing. We recognize that it’s far beyond the expectations of any reasonable 7 Series driver, but we love it just the same.

SAFETY ;

This luxury car from BMW is packed with enormous list of safety features making this 7 Series as the safest in its class. Most of its features have been retained from its predecessor, but improved body construction made it even stronger. It has a total of eight airbags including dual front, sides and head airbags (for front and rear) that ensures maximized protection to the occupants. Besides these, the car is also loaded with impressive features including active protection with attentiveness assistance, passenger side airbag deactivation with key, electronic vehicle immobilizer, ISOFIX child seat mounting and so on. The list also includes side impact protection, crash sensor, tyre pressure monitoring system, runflat tyres with reinforced side walls, warning triangle with first aid kit and rear door with mechanical child-proof lock

VERDICT ;

Technology. That’s what the new 7-series is all about and that’s what makes it special. There’s a whole lot of science that’s gone into the bits under the skin and the cabin is, quite simply, a tech fest. The 730Ld also does luxury better than its predecessor with higher quality interiors, better all-round comfort and significantly improved refinement. The strong performance and good handling also make this a luxury sedan owners would love to get behind the wheel of themselves. To nitpick, ride quality could have been better and the dashboard design could have been more special. But, all said, the new model puts the 7-series back in the game, and how. The S-classes, A8s and XJs of the world better watch out.

 

 

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Mahindra Scorpio Facelift Review & Test Drive

OVERVIEW ;

In 1998 Tata launched India’s 1st Indigenous SUV the Tata Safari. Mahindra was not a brand to settle and for a viewing seat. So in 2002 Mahindra launched the 2nd indigenous SUV in India called the Scorpio. This car was more focussed on style than hardcore SUV capabilities. Mahindra Scorpio has developed a great fan following.It is a lot more efficient now and the price remains the same too. With a lot of improvements the Scorpio is almost a new vehicle. Let us check what all is new in the Mahindra Scorpio. Check Ex Showroom Price of Scorpio

EXTERIORS AND STYLE ;

M&M has retained the body of the old car, though most of the panels, except for the roof and doors, are new. The overall proportions are still lopsided, thanks to the excessive height and narrow width of the body (which has an effect on the driving dynamics) and it’s easily recognisable as a Scorpio.It’s the nose that is truly all new and gives the Scorpio a fresh face. The big fan-shaped grille has been replaced with a slimmer but wider design with distinctive looking ‘dagger-shaped’ chrome strips. The headlamp cluster is also superbly designed, with a neat LED strip sitting above the projector lamps. We also loved the way the smart-looking skid plate has been integrated into the tough-looking bumpers. The bonnet scoop adds a sporty touch, apart from feeding cool air directly to the air-to-air intercooler. Apply car loan for Scorpio at Carzprice

From the side, the carryover doors and windows make the changes less obvious and the old-fashioned rain channels betray the Scorpio’s vintage.There’s new plastic cladding and a cheesy looking faux vent behind the wheel arch, which don’t really work, but the larger 17-inch wheels do improve the Scorpio’s stance.The plastic cladding on the tailgate with an inset chrome garnish for the number plate do a good job of making the upright Scorpio look less slab-sided from the rear. The tail-lights with their LEDs and clear glass are another design highlight.

Given the limitations the designers had, it’s fair to say they’ve done a pretty good job. The new Scorpio looks far more sophisticated than before, though we are not sure how well this would go down with traditional Scorpio owners. The big changes though are below the body and centre on the all-new ladder or body-on-frame chassis that will underpin future Mahindras. The new chassis is far stiffer and stronger than before, and is designed to meet future crash regulations. The limitations of the body didn’t allow the wheelbase to be altered, though the new chassis can be stretched and widened to suit the dimensions of future models.

INTERIORS AND SPACE ;

Step inside the Scorpio facelift and there is hardly anything that an individual can relate with the previous model. The cabin seems to be extremely advanced and up-market, with an array of never-seen-before sophisticated and contemporary features. To begin with, the SUV has an all-new dual tone black and beige dashboard with new blue-grey interior scheme. The conventional and old-fashioned faux-wooden finish for AC vents and centre console have gone for a toss in favour of new chrome finished A/C vents and premium looking centre console and needless to say, both these upgrades lift the overall ambiance of the cabin tremendously. The new centre console displays all vital informations’ related to gear position, trip distance, fuel and temperature. There is a new steering wheel with audio controls and cruise control mounted on it which is being sourced directly from the elder sibling XUV 500. Vouching for decent comfort and convenience inside the cabin, viola! Mahindra Scorpio comes loaded with an array of such dynamic features which rejuvenates an individual inside out. Some of the prominent ones present in the SUV are Fully automatic temperature control (FATC), Height adjustable driver’s seat, Front centre arm rest, 12V accessory sockets for front and middle rows, Smart rain and light sensors and Reverse parking sensors. By no means, Mahindra intends to hurt the sentiments of music and technology lovers as it has incorporated a new Hi-Tech 6-inch touch screen infotainment system with inbuilt GPS

Navigation/Bluetooth/CD/DVD/USB/Aux in the top-end variant S10. However, the mid-level variants like S6, S6+ and S8 haven’t been left out as they consist of a 2 Din Audio System with CD/USB/AUX with speakers and tweeters as standard features. On the contrary, the entry-level variant S2 seems to be quite lacklustre and impotent as it barely boasts anything in terms of comfort and convenience stuff.

ENGINE AND PERFORMANCE ;

The new Scorpio is powered by either one of two engines, a 2523cc four-pot that makes 75bhp and 200Nm or a 2179cc common-rail diesel with 120bhp and 280Nm. The S10 you see on these pages is powered by the latter and remains old-school in providing drive primarily to the rear wheels, with the fronts getting power as well in the 4WD version. It is a tractable engine, and combined with the slick-shifting gearbox, one can keep a good pace going. It is rated at 15.4kmpl, which is strangely more than the XUV’s. However, it exceeds the Safari Storme’s ARAI figure but lags behind the Duster/Terrano twins by a significant amount. The Scorpio’s engine has a little turbo lag, but things are moving nicely along by the time 1800rpm comes around, and it will rev happily to its redline beyond 4000rpm but there’s no real gain beyond 3000rpm. Keep the revs between 2000 and 3000 rpm, and the Scorpio moves along at a surprising pace. There is no automatic or petrol option available at this point in time. The turning radius of the 2WD model has been reduced to 5.4m but the 4WD remains the same as before at 5.7

RIDE AND HANDLING ;

Another huge change on the new Mahindra Scorpio is the chassis. It still is a body-on-ladder frame SUV but the ladder frame has been completely revised for the new model. The frame is lighter and doubly stiff as compared to the older Scorpio. The wheelbase has been kept the same but the tracks – front and rear – are wider in order to reduce the turning circle as well as improve stability. What’s more, the suspension geometry has been altered, there are new more effective dampers and there’s even an anti-roll bar now at the rear. And of course the new Scorpio now runs 17 inch wheels instead of 16 inchers.On the road, the new Scorpio feels better tied down now. There’s still some side to side movement and the ride quality over broken roads is still jiggly, but it isn’t uncomfortable. The ride is also quieter and the increase in travel along with bigger wheels makes the new Mahindra Scorpio almost invincible over pot holes, no matter how huge. As for ease of driving, the shorter turning circle makes it easier to manoeuvre; the visibility is still great upfront and from the sides and via the large ORVMs; and with reverse parking sensors (in this the S10 trim), parking is a non-issue too.

One of the big issues with the older Scorpio was its unrefined dynamics. Even though various improvements were made over its near decade and a half long lifespan, the handling and braking of the Scorpio was never really secure. Now with the new chassis, new track lengths and significant suspension changes, the new Mahindra Scorpio feels a lot more planted. It’s still not a handling or braking benchmark, but you can finally push it hard without a prayer. The steering response is acceptable and even though the Scorpio still rolls and dives, the movements aren’t alarmingly high. The brake feel has improved and the new Scorpio displays less tendency now to swing about under hard braking.

SAFETY FEATURES ;

The outgoing Scorpio did feature a longlist of comfort features such as rain sensingwipers, auto lights, tyre pressure monitor,parking sensor, start-stop technology andmore. The new Scorpio carries forwardthese features as well. Safety features likedual-airbags and ABS will continue tobe offered, a new Panic Brake Indicationhas also been included. All the additionsand modifications will add to the pricebut we still think Mahindra will price itcompetitively. The number of variants hasincreased too, allowing buyers to choosethe model that suits them best.

CONCLUSSION ;

The Mahindra Scorpio facelift like we said will be launching towards the end of the year 2017 and most probably towards the festive season. The SUV will be getting mild updates to its exterior as well as interior while there won’t be any changes made under the hood. There is a slight possibility of Mahindra introducing a petrol variant alongside the diesel version while it will surely get a new 6-speed automatic transmission as well.

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Maruti Suzuki Celerio Facelift Review & Test Drive

OVERVIEW

Maruti’s small cars are always much-awaited and come pre-loaded with market-shaking potential. It is, however, true that after the Swift, there hasn’t been a hatchback from Maruti-Suzuki that has really rocked the passenger car market. Check Ex Showroom Price of Celerio

But, the next small car from Maruti – the Celerio, due out at the Auto Expo next week, looks like it can disrupt the market.

The Celerio has been developed from the ground up on a completely new platform and has been endowed with a special automatic gearbox that Maruti officials believe with revolutionise the way we drive. The design of the Celerio is based on the A-Wind concept that Suzuki showcased at the Thai Auto show.

This new hatch has been built to fit into and complement Maruti’s portfolio of small cars, but it is also meant to take on new competitors in the segment such as the Hyundai Grand i10. The Celerio is just a bit smaller than the Grand i10 in terms of length and width, but matches the wheelbase and is even a bit taller than the latter

EXTERIORS

From various angles the Celerio brings to mind the Toyota Etios Liva, especially that smiling grille with the twin smiling slats flanking the Suzuki Logo. In fact, if you took off the Suzuki logo and replaced it with a Toyota badge you could easily fool anyone into mistaking this car for the latter. As it is, driving this car on the busy roads around Jodhpur did not elicit much interest from the very people who would in the near future be buying this car, the aam janta! And let me tell you in the past there hasn’t been a single new car that hasn’t grabbed attention on these drives. Apply car loan for Celerio at Carzprice

At the front, the bumper is a strong element of the design and looks sturdy and well-sculpted, though the inverted curve to the lower air dam and the single fog lamps scooped inside the bumper continue to remind you of the Etios Liva. I like the hood which has this slight clamshell effect to it and gives the Celerio a sporty character.

The side profile is sculpted with two sweeping character lines that appear running parallel to each other. The one running along the shoulder starts at the fender and sweeps upwards towards the rear window with a sculpted kink. The outside rear view mirrors with integrated turn lamps and smaller indicator lamps on the fenders are the only ornaments that give this profile a sparkle. The rear is my least favourite area. The tallish tail lamps look a bit out of place, though the chunky bumpers look quite in sync with the rest of the body shell. The rear tail gate can only be accessed from the outside and not from within the car.

Where dimensions are concerned, the Celerio is comfortably long and wide, though to put it in comparison, it’s shorter in length than the Hyundai Grand i10 though taller by a few inches. At 2.425 metres, however, both hatchbacks share the same wheelbase and that also means the Celerio has substantial amounts of interior space, especially knee room, just like the Grand i10.

INTERIORS

As with the exterior, Maruti has played it very safe with the cabin. The two-tone dashboard uses a rather basic design, and though the instrument cluster is easy to read, it looks very bland. Plastic quality is good, but still not up there with Hyundai. It scores decently on practicality too, and though the front door pockets are slim, the rear ones house bottle holders. There’s another bottle holder between the front seats, a pair of cupholders near the gear lever and a medium-size glovebox. For luggage, you have 235 litres once you get past the tall loading lip, but you can also split-fold the seat for even more room.

Space is a strong point of the Celerio, with good headroom in all seats. Three adults in the back is a bit of a squeeze, but legroom is decent, and you get a good sense of space too. Apart from a slightly short seat squab and the low-set, fixed head restraints, the seats are really comfortable as well. Even the fixed-headrest front seats, though they don’t look the plushest, serve up a good mix of softness and support. The equipment level is acceptable and this ZDi (O) gets features like Bluetooth, driver’s seat height adjustment, steering-mounted controls, electrically adjustable mirrors, ABS and two airbags.

PERFORMANCE

The Celerio is being offered only with a petrol engine, though there are rumours already that Maruti Suzuki has developed a small, diesel engine in-house for use in the car. The same may be showcased at the Expo and potentially make it to showrooms late this year or early next year.

The engine that the Celerio will be launched with is the same one-litre K 10B engine that is currently available in the A-Star, Alto K10 and the Wagon-R. The engine is being offered in the same state of tune too. (See the Tech Spec box for more info.)

The story of the Celerio is actually inside the bonnet, but if the engine is a carry over, then what is different?

It is the new automatic gearbox that Maruti and Suzuki engineers have developed specially for the car, and which promises to be frugal both in terms of costs and in terms of fuel consumption. The new EZ Drive auto gear shift promises to do just that shift the gears on your behalf and it is a unique solution that is going to lead to a lot of clones cropping up amongst competitors. (Read more about it in the adjoining story).

The Celerio drives like a perfect city car. For an engine in this class, there is enough power and torque available on tap for all sorts of urban driving conditions and some more for the average highway cycle. The car is also offered with a 5-speed manual gearbox.

DRIVING

The suspension is soft enough to iron out road imperfections but the light car that it is, allows Maruti to keep the tune stiff enough for the Celerio to feel composed at high speeds. You don’t feel as nervous north of 100kmph in the Celerio as you would in an i10. The Celerio is a predictable handler too, fun to chuck around corners when you pick up the pace but the tyres could have offered more grip, especially in the diesel as there is more weight up front.

It is a given that a Maruti has to be an easy car to use in the city, and with the Celerio it’s no different. Light steering and good visibility out of the cabin coupled with nearly straight lined sides make for some precision driving when you are weaving through traffic. If there is one drawback in the diesel, it’s the lack of low end punch.

BOTOMLINE

The Celerio CNG is one of the most affordable hatchback in its segment and is the perfect package. The Wagon R’s interiors have started to look aged and the Celerio is a better option to pick as you will look at keeping the car for a period of three to five years. At the price and the mileage, Celerio CNG is a great buy. Wish it was also available in the ZXi variant also

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Volkswagen Ameo Price In Hyderabad

OVERVIEW ;

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

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

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

EXTERIORS ;

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

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

INTERIORS ;

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

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

ENGINE ;

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

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

DRIVING DYNAMICS ;

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

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

VERDICT ;

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

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Ford Ecosport Featues & Performance

OVERVIEW ;

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

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

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

EXTERIORS ;

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

INTERIORS ;

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

ENGINE AND PERFORMANCE ;

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

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

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

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

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

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

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

DRIVING ;

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

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

SAFETY AND FEATURES ;

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

VERDICT ;

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

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

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

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

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

 

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Merecedes Benz AMG C 43 Performance

OVERVIEW ;

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

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

EXTERIORS ;

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

INTERIORS ;

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

PERFORMANCE ;

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

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

RIDE AND HANDLING ;

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

BRAKING AND SAFETY ;

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

VERDICT ;

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

 

 

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Fiat Linea Classic Price & Transmission

OVERVIEW ;

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

EXTERIORS ;

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

INTERIORS ;

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

PERFORMANCE ;

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

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

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

DRIVING DYNAMICS ;

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

SAFETY ;

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

VERDICT ;

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

 

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Audi RS6 Features & Specifications

OVERVIEW ;

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

EXTERIORS ;

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

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

INTERIORS ;

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

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

PERFORMANCE ;

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

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

RIDE AND HANDLING ;

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

SAFETY ;

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

VERDICT ;

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

 

 

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Tata Zest Price In Hyderabad

OVERVIEW ;

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

EXTERIORS ;

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

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

INTERIORS ;

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

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

PERFORMANCE ;

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

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

DRIVING DYNAMICS ;

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

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

SAFETY ;

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

VERDICT ;

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