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Jaguar XJ Performance


Jaguar has launched several cars in India in both sports and sedan category that caters to premium segment of the car market. This car is available in three different trims of Jaguar XJ 3.0 Litre Premium Luxury, Jaguar XJ 3.0 litre Portfolio and Jaguar XJ 2.0 litre Portfolio. Jaguar XJ price in India is in the range of Rs. 99 Lac to Rs. 1.1 Cr (Ex showroom price, New Delhi). Jaguar XJ Colours available in the market includes Gold and Alpine White. Check for Jaguar XJ in Mumbai


The new generation Jaguar XF has got similar silhouette compared to its predecessor but the styling changes are quite substantial. The XF now gets leaner with the sleek character lines and revised front profile which is inspired by the latest family design. The beefy front styling is gone now, in comes the sporty and aggressive face. There is a dominating signature grille up front along with sleek LED headlamps with DRLs.

The Jaguar XF looks huge from the side profile having a long bonnet and a smooth flowing roofline that infuses seamlessly with the boot. The 18-inch multi-spoke alloys on the Portfolio trim look gorgeous. The rear profile also gets heavy changes. The slimmer tail lights look striking at night especially with the F-Type inspired LED detailing. All in all, the new XF maintains its elegant character but with some freshly sprinkled details on the exteriors.


Simple is Classy and the XJ makes you feel that with its engaging interiors. Love the wood and beige interior trims on the premium luxury. Instead of filling the cabin with multiple options, they have chosen the select few necessarily important ones. Unlike others and thankfully so, Jaguars come equipped with the finest without an option of a discounted version which is an insult to a car of this calibre.It might not pamper the matured in you with lavish qualities of trim as seen on the S Class instead the XJ has more engaging bits than any other premium limousine. In their pursuit of perfection, they have spent a great deal of time on making sure the interiors suit the taste and class of the one owning it. The matured would like it for but the young and dynamic would love it as the intricate detailing is too good to not be considered.

Central panel gets an 8 inch touch screen colour display screen. Functional?… Yes! and the touch interface makes it convenient too. Something that doesn’t work for it is the presence of a similar arrangement in the more affordable XF. The S Class earns great points here for offering a visual treat with its larger infotainment screen and elaborative user interface. This might pinch someone who is particular about functions and options.The leather quality in seats and other places is impeccable. The whole layout of trims is very vintage-meets-modern which makes it interesting. There is an ultra rich Gloss Burr Walnut Veneer which flows all around the cabin. It wraps around the front windshield with a subtle Jaguar tag buckled on it at the centre.

Space is abundant inside and one can tuck himself in generous dollop of premium experience. I being the red blooded enthusiast have often found myself in the front but this time, I made an exception and chose to be chauffeured for a good time. Headrest mounted TV screens, controls on the central armrest and seats which massaged my ego. Not that the chauffer has anything to complain about as Jaguar offers as much comfort for the front occupants.Move your finger over the glove box button and the cover descends peacefully. Get your fingers near the cabin lights, they glow instantly. Position the air conditioning vents and you see glossy cups with chrome diffusers. A small push on the chrome pocket and it opens softly. Pull the table mounted behind front seats and it is ready to hold anything even a laptop. The list of such details is endless and a Jag customer will definitely appreciate it.


As said above, the company is selling this vehicle in both petrol and diesel engine options for the buyers to choose from. The petrol variant is powered by a 2.0-litre turbocharged motor, which has the ability to displace 1999cc. It can produce a maximum power of 237.36bhp at 5500rpm and yields a peak torque output of 340Nm at 1750rpm. It is integrated with four cylinder and sixteen valves using double overhead camshaft based valve configuration. Whereas, the powerful V6 diesel engine displaces 2993cc and is integrated with a direct injection system. The maximum power produced by this mill is 270.8bhp at 4000rpm and generates a peak torque output of 600Nm at 2000rpm. Both these engines are coupled with an advanced 8-speed automatic transmission gear box, which sends the engine power to its front wheels.

This saloon is available with both petrol and diesel engine options. Its petrol variant is equipped with a i4 mill that is incorporated with an electronically regulated fuel injection. It helps in producing the maximum mileage of 9.4 Kmpl on the bigger roads. While it has the ability to gives out a mileage in the range of 5.4 Kmpl in the city traffic conditions. On the other hand, its diesel engine is integrated with a direct injection fuel supply system, which allows it to deliver a mileage of 12.9 Kmpl on the highways (as per ARAI certification) and 7.5 Kmpl within the city limitsBoth the petrol and diesel engines are integrated with a turbocharger, which allows them to develop immense power. Its four cylinder based petrol engine unleashes a maximum power of 237.3bhp at 5500rpm and yields a commanding torque output of 340Nm at just 1750rpm. On the other hand, its diesel mill has six cylinders and 24-valves based on DOHC valve configuration. It can develop a commanding power of 270.8bhp at 4000rpm that results in a hammering torque output of 600Nm at 3500rpm, which is quite remarkable for this class.


The XJ has a very direct steering which is light at city speeds and weighs up well as the speeds gather. The steering also feels precise and makes the sedan a fun handler on the twisties. The XJ feels involving to drive and with the Dynamic mode turned on, it stiffens up and offers a sporty feel. The suspension offers a cushioned ride at slow speeds and the XF remains fairly composed even at higher speeds. The ride is comfortable but the suspension thuds loudly over bad potholes. Braking performance is brilliant with very good stopping power.


Safety and After Sales Service – The new Jaguar XJ scored full five stars at the Euro NCAP crash test. It comes loaded with safety equipment including multiple airbags for front and rear passengers, ABS, torque vectoring, dynamic stability control, engine drag torque control, etc. After sales service of Jaguar cars is satisfactory but not the best amongst its rivals as the service network across India is very limited.


When we last brought all the cars in this class together, even we were a bit surprised with how well the Jaguar XJ fared. It lost out to the S-class because it lacked those last few degrees of refinement, quality and technology the segment demands, but still managed to come second because of its incredible charm and uniquely British version of luxury motoring. With the update, some of these issues – namely comfort and technology – have been addressed, but refinement and quality still have a little way to go. It continues to be the more emotional choice in the segment, especially if you occasionally drive yourself, and if you want that little extra X-factor from your luxury limousine, this is still definitely the one we’d recommend.

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Fiat Punto Pure Hatchback First Drive


Fiat Punto Pure is a cute little hatchback with expressive design and comforting interiors. This car decked in vibrant colours and houses several comfort and safety features for the passengers so that they can travel in complete safety. This hatchback is not only fuel efficient (diesel model), but also easy to negotiate through the busy Indian roads thanks to its smaller size. This car is available in both petrol and diesel model. Fiat Punto Pure price in India quoted at Rs. 4.49 lakhs (Ex showroom price, New Delhi) for the petrol model and Rs. 5.49Lakhs (Ex showroom price, New Delhi). Check for review, specifications, features & price of Fiat Punto Pure


The car carries the same design language like its predecessor. We’ve got to say, the car may fail to impress the masses, thanks to its outdated design language. However, its body structure and build quality are are engineered with definite proportions. The curves and strong build quality should bring the onlookers appreciation. The small grille embedded with the company emblem at the center engages your eye. The new Punto Pure bonnet is long and is stylish owing to the crease lines it has. The follow-me stretch back headlights are the real highlights of the design.The bumper design has got a clean design with neat finish. It has smaller air vents that are garnished in black. Unfortunately, there are no fog lamps in it. Now to the side profile, what catches your eye here is the neatly finished door handles and side mirrors. The fine crease across the side profile of the car rises the artistry of the motor. It gets steel wheel as standard featuring wheel caps. Its unfortunate that the car is not available with alloy wheelsThis sub 4-meter vehicle looks bold and dynamic from its rear facet. The Tail-lamps of the car are aligned in symmetric with the windscreen, while the build quality and finish is unparalleled.The rear fog lamps are housed with in the bumper. The crease just below the panel groove is just alluring. The model’s badge on the left of the boot-lid emphasizes its distinctive appeal. The eye-catching Fiat model measured 3989mm in length and 1687 mm in width and 1525 mm in height. This hatchback also has a decent boot volume of 280-litres.


The interior is basic. The instrument cluster is an analog one with clear white font on a black background. There is also an orange-lit small digital screen in the centre that will tell you the fuel economy and the distance-to-empty. For your infotainment needs you will have to get a system externally fitted as seen in the pictures. But, we couldn’t help but wonder about the missing central locking in the Punto Pure.The cabin also reveals some elements where the Fiat’s team has really cut corners. The plastic quality is tacky and lacks lustre. Panel gaps are clearly evident on the dashboard and some components like the AC switches feel flimsy. Thankfully, the two tone upholstery is acceptable. The back rest is quite supportive but these fabric seats do lack under thigh support. Similarly, the rear seats can fit two comfortably with good headroom and shoulder room, but three people might become a little too snug. t. Thankfully, the knee room is just about adequate for average-size individuals. The practicality bit was not lost on us either. You have various small spaces on the dashboard to stow away your small stuff and for the larger luggage you have the folding rear seat that liberates boot space. But then, you may find it a little inconvenient holding a water bottle in your hand as the Punto Pure lacks space in the door pockets to hold one.


The Fiat Punto Pure is actually available in both diesel as well as petrol variants. The Petrol variant uses the 1.2-litre FIRE unit which comes with a 1, 172 cc displacement and is actually capable of producing about 68 Ps of peak power at 6000 rpm and 96 Nm of torque at 2500 rpm.As far as the diesel variant is concerned it uses the same 1.3-litre MultiJet unit capable of producing about 76 Ps of peak power at 4000 rpm and an impressive 197 Nm of torque at 1, 750 rpm. Both the engines come paired to a 5 speed manual gearbox. These are also actually the same drivetrain which powers the Fiat Punto Evo.


If there is one thing that Fiat manages to get right every time, it is the ride quality. Most bumps and imperfections are absorbed with ease and no more than a muted thud is sent into the cabin. The diesel feels a bit stiffer at slower speeds compared to the petrol courtesy revised damper settings to cater to the increased weight. A high ground clearance means you go over most of the imperfections on our roads without having to slow down much. The hydraulic power steering weighs up correctly and is responsive both at low speeds and high.


This car is equipped with various safety features to keep the passenger safe in case of any untoward incident, these include, the use of high strength steel material in cabin construction, driver’s seat belt reminder, height adjustable front headrests, front fog lamp and tubeless tyres. In addition, it also has fire prevention system that cuts off the fuel supply to the engine in case of any accident. For braking, the company has provided it with disc brakes for the front wheels and drum brakes for the rear wheel.


Today, there are cars like the Tata Tiago, Hyundai i10 and the Chevrolet Beat that offer quite a load of new tech and features. And all of this, at a lower price than the Punto Pure (ex-showroom Rs 4.54 lakh for the petrol and Rs 5.63 lakh for the diesel). So it might be difficult for the Punto Pure to establish its foothold in such a competitive market.However, if you are willing to overlook the price and are up for good ride dynamics, then this is your car. For the Fiat purists, who missed the charm of the old Punto, you might just want to opt to pay extra and get the Punto Evo that offers premium features and better quality of materials.



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Tata Xenon XT Review,Exteriors & interiors


With a modish design and cabin resembling that of a passenger car, Tata Xenon XT is a new-fangled pick-up truck offering plethora of comfort features ranging from music player to power windows to keyless entry etc. Power is drawn by a 2.2 litre, DOHC VTT DICOR diesel engine putting out 138bhp and 320Nm. The UV is available with a choice of two-wheel drive and all-wheel drive system.Touted as a life-style off-roader, Xenon XT is a contemporarily styled pick-up truck available in two and four wheel drive variants priced at Rs 9.95 lakh and Rs 10.99 lakh (ex-showroom Delhi) respectively. Styled in line with the modern-day pick-up trucks, Xenon XT is a potent utility vehicle mimicking features and looks of that of a rugged passenger vehicle. Under the skin is a 2.2 litre, DOHC VTT, DICOR engine churning out 138bhp and 320Nm. Inside the cabin the vehicle gets an array of comfort features including HVAC with pollen filter, power steering, music system with radio, CD player & USB, power windows in front & rear with driver and co-driver express down features, keyless entry and central locking, heated outer rear view mirror, 12V power point, power adjusting ORVMs and adjustable lumbar support seats among various others. While airbags are missing from the UV, it gets ABS with EBD along with ventilated disc brakes in front and drum units at rear.  Check On Road Price of Tata Xenon XT in Carzprice


The first thing you realise when you look at the Xenon XT is that it really is a gorgeous machine. With its flared wheel arches and the whole body jacked up to a massive ground clearance of 200mm, it exudes a sense of ruggedness that few other cars in India can – a sense that this thing could go to hell and back and still have a smile on its face. A solid looking bash plate at the front further accentuates that strong hunkered down look. Still, there is nothing rural in the Xenon’s aesthetics. Clear lens headlamps, a smooth design on the sides which flows into pick-up bed area, mirrors with integrated indicators – it probably looks more at home in the urban jungle rather than the wooded one. What you also get in the form of optional accessories is a very slick looking roll bar situated right behind the cab as well as a plethora of lights mounted on the front bull bar or even the roof, but more on that later.

Once you’ve taken in the sights, the second thing that really strikes you is just how long the car actually is. With an overall length of 5,125 mm it’s even longer than an Audi Q7, and that really is no mean feat. But surprisingly, at 1,860 mm it isn’t too wide, which means driving it on most of our narrow roads isn’t a harrowing experience – unless of course, if you want to turn into narrow lanes or gates. If we really had to nitpick about the way this car looks, and picking nits is something that’s a given in our profession, then we’d say that the 235/70 tyres shod on those 16-inch wheels look a bit weedy given the dimensions of the body and those large flared wheel arches look empty! The visual appeal of such a butch vehicle has to transcend across every aspect and I feel that on this count the engineers and the stylists have to work together, no doubt about that. That being said, this is also an issue that can be very easily remedied.


The inside of the compartment is very effectively designed in order to accommodate five occupants with great comfort. The seats that are fitted into the cabin are very cushiony and trendy to look at as well. These seats have adjustable lumbar support facility to them that is a great benefit to all the occupants. There is a steering wheel which is wrapped up in leather. The central console is furnished with faux wood material. This gives a touch of an antiquity to the cabin. The instrument cluster has a graphic display functionality to it. The floor carpet in the compartment is of dark beige tone and gives a stylish effect all over. A lot of storage spaces too are provided inside for the sake of handy stuff. A cigarette lighter and an ashtray offered in the cabin for the sake of preference users. On the floor console, there is a 12V power outlet that is available. This can be utilized in order to charge any small electronic devices. Along with a tachometer and a tripmeter, there is an analog clock that is fixed in the instrument cluster which is trendy looking. This instrument panel has a facility to adjust the light intensity of it. The second row seats can be completely foldable. There is a roof lamp as well as a map lamp for the convenience of the driver. The front windscreen has a sunshade band to it in-order to reduce the intensity of the heat and light that penetrates inside. There are seatbelts fitted and the front belts are height adjustable. There is a sun visor that is fitted on the driver side of the screen.

There are a lot of features incorporated into the cabin of this model series that serve as a comfort factor. For the sake of entertainment, there is a music system integrated that has a radio tuner, a CD player and a USB port as well. To regulate the temperature of the cabin, an air-conditioning unit is fitted, which has a heater facility too to it. Furthermore, there is a pollen filter that is available to this unit. The driver’s effort is reduced to a greater extent by offering power steering function. Furthermore, the steering is tilt adjustable for better convenience. Both the front as well as the rear doors are integrated with power windows which have a one touch down switch on the driver and co-driver side. The rear windscreen has a defogger integrated to it. Instead of the conventional access, this vehicle is bestowed with a keyless entry and along with it, thee is a central locking system too that is made available for extra comfort. There are cup holders in the central console and along with it there are bottle holders plus magazine pockets in the door trims. The outside rear view mirrors can be heated and this helps in clearing the view in the mornings and also in the misty climate. These mirrors can be electronically adjustable from the comfort of the cabin itself. The fuel lid too can be remote controlled. The ignition keyhole and the window switches have an illumination that helps in clear visibility in the dark as well as a generates a lighting effect inside the cabin as a decorative aspect.


The entire performance of a vehicle is based on the proficiency of its motor’s capacity. Especially, when it is in case of an off-roading vehicle, the buyers expect a far more promising equipment. This model series is integrated with a 2.2-litre Dicor diesel engine which has a displacement capacity of around 2179cc. This is incorporated with four cylinders and sixteen valves, which are based on a dual overhead camshaft valve system, which is associated with a variable turbine technology. It is run by a common rail direct injection fuel supply system, which enables this vehicle to squeeze out a decent mileage of 13.49 Kmpl on the highways and settles down at 10.24 Kmpl under city conditions. This engine has a capability to produce a maximum power of about 138.08bhp. Its efficiency in generating a peak torque output of 320Nm at the range of about 1750 to 2700rpm. This vehicle is incorporated with a five-speed manual transmission gearbox.

This model series is incorporated with a diesel engine that is associated with a common rail direct injection fuel supply system. This allows this motor to deliver a mileage of about 10.24 Kmpl in the cities and around 13.49 Kmpl on freeways.This vehicle is offered with equipment that helps in delivering a great amount of power and therefore make this series an efficient one to rely upon while riding off the roads. This has dual overhead camshaft valve train system within which there are four cylinders and sixteen valves. It has a capacity in producing a power output of 138.08bhp and can generate a peak torque of 320NM at 1750 to 2700rpm range.


It is equipped with vacuum assisted independent hydraulic brakes. The front wheels are fitted with a set of ventilated disc brakes with twin pot caliper. On the other hand, the rear wheels are fixed with drum brakes which are auto adjusting type. When it comes to the suspension, an independent double wishbone is integrated to the front axle, whereas, the rear axle is accompanied by parabolic leaf springs. The braking mechanism efficiency is much more improved by equipping an anti-lock braking system which is further accompanied by an electronic brake-force distribution. This will provide the vehicle with firmer grip over all kinds of roads and also offers the driver to have better control over the drive.


The car comes with vacuum supported independent hydraulic braking system. The front wheels of the car have aired disc brake system with identical pot calliper, and the back wheel of the car comes with type drum brake system that are auto adjustable. It also has an anti-lock braking system and electronic brake force circulation, which adds to the braking capability of the car.The car offers a lot of safety measures for its users which includes Airbags system EBD, Child Seats Port, Door intrusion Beam that provides stability to the car during any collision, Driver Seat Belt Warning system and tubeless tyres.One immobilizer is fitted in the car that adds to the theft security if the car. It also has anti-lock braking scheme and electronics brakes. Several of the other features like low fuel indicator, easily adjustable headlamps and disc brakes.


Tata Xenon is not an everyday utility vehicle simply because of its size. Interior space especially for the rear passengers is less and the gearbox isn’t the best around. The DICOR engine however is good to use with a good torque spread and the styling is another of the Xenon’s strengths. The Xenon is a good buy provided you use it outside of urban surroundings. It’s off road capabilities are genuinely good but all of this doesn’t come cheap.Autocar: “Engage first gear on the extremely rubbery gear shift and you have to be careful not to stall the motor. This engine demads a few revs on the dial before it will get the Xenon moving. This is especially true on hill starts. Once past 1500rpm, the DICOR engine gets into its stride. Its noisy and peppy but there’s a nice surge as the needle approaches 2000rpm and all the way to 3500rpm where the power finally fades out.”


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Honda Amaze Review & Price |In India


The company’s operations have returned back to normal and production has limped back up since. However, there has been one other deficiency in Honda’s portfolio in India – a very key ingredient for success in today’s skewed market scenario. And, that is a diesel engine in its most vital models.

Honda has always meant petrol for Indian car buyers and that hasn’t stopped them from buying cars such as the CR-V or the Accord. But with the overwhelming majority of small car buyers now choosing diesel over petrol and Honda increasingly relying on its hatches for volumes, a diesel engine in its grasp is being sorely missed. Get On Road Price of Honda Amaze in Carzprice

Honda has had large diesel engines in its European line-up and its i-CTDi and i-DTEC engines have been around for sometime. With a plan of catering to markets like India, Honda had earlier this year showcased a small 1.6-litre diesel engine. Finally, a slightly smaller (1.5-litre) version of this diesel engine will make it to the Indian market shoehorned into the bonnet of the ‘Amaze’ – the sedan version of the Brio hatch.


That said, the new Amaze is now on offer with a CVT transmission, only for the petrol version though, a segment first. A facelift usually results in a younger, more appealing looking car, and of late it also includes the addition of newer features and technology. The Amaze gets exactly that. With competitors like the Maruti Suzuki Dzire and Ford Figo Aspire offering more bang for the buck, the Amaze was beginning to feel a bit dated inside out. So it gets a revised front end including a new grille and bumper, and redesigned tail lights at the back. The grille gets more chrome, like the other newer Hondas, especially the Mobilio, extending all the way to the headlights on either side. The bumper is now more muscular thanks to what look like flared nostrils at either end to house the fog lamps. The tail lights look a lot more attractive too, thanks to the new design.


The Honda Amaze gets a major change on the inside. It gets an all new glossy black dashboard with centre console resembling the Honda City. This new dashboard gives the car a premium feel. Now, there is a new in-dash music system layout and even climate control too. A new instrument cluster too has been added to the Amaze., however the same steering wheel is retained. The new Amaze facelift comes with a similar set of features like integrated music system with bluetooth, steering mounted audio controls, dual airbags, ABS, climate control AC being some of them.

Where the Honda Amaze has an advantage over the competition, it is the rear seat space. The rear seat knee room and head room are one of the best in its segment. The Amaze with its 400 litres of boot space is one of the largest in its segment. The Amaze is a practical compact sedan and this is what works in its favour.


We’re familiar with the 1.2-litre i-VTEC motor, having driven it extensively in the Brio and the Jazz. Like all modern Honda petrol engines, it is near-silent at idle and has good overall refinement. Like the Brio, it’s available with either a five-speed manual gearbox or a five-speed automatic.

The performance is similar too. Responses low down are great (better still with the automatic and its torque converter push) and it gets off the line eagerly. Unfortunately, it is let down by a weak mid-range, and you will find yourself shifting down every time you want to pick up the pace. This can be very annoying when you’re cruising on the highway, and here’s where you’ll really feel this engine’s lack of grunt. Its real strength is in its top end and it gets a second wind if you rev it beyond 4500rpm. However, here’s where things get quite noisy, and we can’t imagine too many Amaze owners will be gunning it to its redline in everyday driving. The five-speed manual is a delight to use – very light and accurate, with a compact lever and short throws. The clutch is light too, which should be helpful in traffic. The automatic gearbox is closely related to the one used in just about every automatic Honda car in India. Honda uses a CVT automatic for the Amaze (and the Brio) in Thailand, but has opted to use the five-speed torque converter in India to save on import costs. It’s a good thing they have, too, as this ’box works well with the 1.2-litre i-VTEC engine, with smooth and quick responses off the line. There’s a bit of a flat spot in the middle, however, amplified by the engine’s weak mid-range, so fluctuating your pace in stop-go traffic can result in some hesitation in the power delivery. Although the shifts themselves are quick and seamless, the gearbox doesn’t have the sharpest reactions to your throttle inputs. Punch your foot down to overtake and there’s a noticeable pause before it kicks down a gear, but once it does, it’s happy to let the engine soar all the way to its redline before shifting up.

Now, on to the 1.5 i-DTEC ‘Earth Dreams’ diesel engine, which has been derived from the larger 1.6 diesel that powers European Hondas. This made-for-India 1498cc motor is a state-of-the-art four-cylinder engine that features 16 valves and twin overhead camshafts. Honda has focussed on reducing friction and weight as far as possible, and to this effect, has worked with Idemitsu to develop a special low-friction oil just for this engine. Also, the block is all-aluminium, which reduces weight considerably, and the engine sits on liquid-filled mounts instead of standard rubber ones to minimise vibration.

Fire up this engine and what immediately becomes evident is that the great refinement that Honda cars are famous for is more down to its silent petrol engines. You will feel a shudder from the front of the car as the motor rumbles to life, before it settles down to a reasonably quiet idle. But the clatter starts as soon as you get off the line, and it never goes away. The vibrations can be felt in the pedals too. It’s like having a loud, chatty passenger in the car with you. This is a result of the engine block being made of aluminium rather than iron – the less dense material is nowhere near as good a sound and vibration insulator. It’s a bit of a sore point, but thankfully it’s the only one; in just about every other way, this engine is an absolute gem.

Set off, and you’ll notice there’s precious little turbo lag. That’s because Honda has tuned the engine and the fixed-geometry Honeywell turbocharger for better low-end response. Unlike the compact diesels we’ve become used to, it produces its power in a smooth, linear manner, rather than with a sudden burst, and it has a lot of elasticity for a diesel engine. Peak torque of 20.4kgm is produced at 1750rpm, but there’s plenty of shove right from about 1200rpm, and it pulls strongly to about 3800rpm. The power then gradually tails off till it hits a very conservative 4200rpm rev limit. In fact, this diesel engine doesn’t rev anywhere near as high as some of its competition and this is because Honda’s research has shown Indian drivers tend to upshift early. The Amaze managed an impressive 0-100kph time of 12.97sec, but we feel it could have been faster still if not for the rev lock Honda has installed in the interest of engine preservation (it will not rev past 2000rpm when the car is stationary).

The Amaze cruises quite well too, thanks to reasonably tall gearing, and the meaty torque spread makes light work of overtaking on highways. The only issue is that, even at cruising speeds, you can’t get away from the engine drone. At 120kph, the 1.5 diesel turns over at a vocal 2,800rpm


When you talk about ride quality, Honda cars usually have a good balance and the Amaze is no different. Honda has set up the suspension for a family car and hence the ride quality is good. The Amaze absorbs most of the craters in the road with ease without making the passengers uncomfortable. With a ground clearance of 165 mm, one would expect the Amaze to bottom out frequently, however this ‘Made for India’ car will truly surprise you. Yes, it did kiss its underbelly on a few occasions but it stayed clear more often than we would have imagined. Handling is predictive and the steering feels quite mannerly at high speeds. The Amaze is certainly not the sharpest car in its class, but it’s one which gives you a healthy dose of fun when driven on the limit.


With the launch of new rivals in the compact sedan segment, the Honda Amaze started looking old amongst the fresher lot that come with new styling and latest equipment. However, getting some drastic changes inside out, the Honda Amaze facelift now offers a much more appealing package that can fend off some of its competitors. The heavily revised interiors are a fresh breath of air but the only chink in its armour is the lack of rear parking sensors that are only available as an accessory. The updated front and rear profile get sleek design elements that give it a broader stance and makes the Amaze’s presence felt on the road. Honda has marginally increased the price but it’s worth the extra penny spent.

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Nissan Sunny Price & Performance


The caaaaaaaarrrrrrrrrr has become more affordable now! The Nissan Sunny 2017 is now available at a starting price of INR 7.6 lakhs, on-road, Delhi.This is one of the favorite chauffeur driven cars and offers excellent rear seat comfort and unmatched space. The space inside is nothing short of a Limo. The Sunny was launched in 2011 has been doing fairly well. Nissan had given it a few upgrades recently and now betters it with a lucrative price. Read more on the new Nissan Sunny 2017.


The Nissan Sunny has never been a looker, it’s a car with neutral styling and the massive length gives it quite the presence on our roads. The Japanese automaker has made multiple changes on the outside which make it look fresh amongst a sea of sedans now vying for buyer’s attention in the C-segment. At the front, the Sunny gets new headlights which are bigger and seem to have taken a slight inspiration from the Altima and Teana with its arrow boomerang shape finishing on the side running deeper into the body. The grille too is new and bigger with thicker chrome surrounds. The front bumper is new as well with a chrome lip while the new fog lamp housing gets a chrome surround. The side remains quite similar, the rear view mirrors are new with side indicators while new wheels caps/alloy wheels (Y-shaped 12-spokes) make a debut. Get Price of Nissan Sunny in Carzprice

The rear carries the same tail light while the rear bumper is new with the lower half getting a faux black diffuser to reduce the visual bulk. A sedate rear spoiler is being offered as an accessory, the same is standard on the Sunny in some markets. A new short antenna has been added (shifting the position from the front to the rear), while the boot lid gets a chrome garnish. The Sunny continues to look like its predecessor but the minor changes do make it look appealing. Nissan wants to position the car towards the more mature audience and thus sporty colours (like red) have been discontinued, being replaced by more stately shades, a new black colour has been added which appears purple in the sun.


This rather cheeky marketing campaign has been quite successful in highlighting its best features- cabin space. The Sunny is extremely spacious on the inside; it almost feels like you’re sitting in a purposefully built long wheelbase model. The 2015 Nissan Sunny offers generous space for five adults and room to spare for their luggage. The car is more refined and Nissan has upped the level of comfort. The dashboard looks and feels premium although, the basic layout has been retained even in this updated version as well however you get an all new Piano Black center console which has made things look interesting inside although the most noticeable change is the addition of new steering wheel (the top end variant gets new leather wrapped steering wheel) which comes with audio mounted controls Yes! My friends the Sunny now has its own steering wheel and no longer shares its steering wheel with the hatch Micra. The on-board 2 DIN Wide-display Audio System entertainment system supports USB and iPod and also comes with Bluetooth connectivity. The top end version gets a display screen for the reversing camera. Now coming to the most important part of the Sunny and this is the reason of its popularity in the Indian market, the facelift Sunny continues to provide the same spacious interiors for its occupants inside like its predecessor in addition to that now the Nissan Sunny comes with a refreshed and premium looking cabin. The new seats fabrics have made things even more interesting. You can also get rear adjustable headrests and leather upholstery with the top end variants. The Sunny provides an impressive 490 litres of boot space at the rear which is also a big advantage for this sedan.


If you are one of those who never forget to carry a stopwatch during their drives, you can leave it at home for this one. The Push engine start key does its job in this one as well. The 2011 Nissan Sunny is not the one that can be termed as the driver`s delight. The Sunny is powered by a 1498 cc, 4 Cylinder, 16 Valves DOHC engine. The power figures are decent 99 PS @ 6000 rpm and a torque of 134Nm @ 4000 rpm.

These figures are not performance oriented, especially if power to weight ratio is considered. For every single bhp it pulls 10.32kgs which makes the car obviously sluggish. The mid range power delivery is not as impressive as its American rival. The gear shifts are not something which would go unnoticed. It`s on the harder side. We did some performance driving but were struggling to reach the top whack.What earns my thumbs up is the low range revving of the motor. At lower revs and at higher gears, The Sunny won’t struggle or knock. It maintains its own calm. The Mcpherson suspensions were not totally tested by us, but still we got a nimble response from it.


The front MacPherson strut and the rear torsion bar suspension set-up works well for the Sunny and is a blessing on the kind of roads found in India. It is very forgiving and can take on any pothole or bump without sending you straight to the first spinal cord clinic en route! This works against the Vettel types who would seem to be all at sea with the car wallowing in the high speed corners but then there is always the 370Z and the GTR for this lot. Excellent ground clearance is another major attribute for our terrain, yes, urban and rural and thanks are also due to the 185/65-R15 tyres (ours was the top-of-the-line offering which has this size rubber while the other two versions make do with 185/70-R14 Bridgestones) for the fine poise and the ride quality. Among the other positive attributes of this big ’un in a very competitive segment poised for take-off is the fine and comfortable driving position with ample all-round visibility coupled to a very light yet precise steering. Both of these make themselves felt and count when gliding through traffic on our city roads despite the obvious girth of the vehicle.


One area where the Sunny scores is its fuel efficiency. The light weight and moderately powerful engines mean that the Sunny is not particularly thirsty. Nissan India claims the diesel Sunny manages 22 km/l in test conditions and the petrol CVT is close to 18 km/l. Of course, real world figures are lower, but oour experience has been that the Sunny really is among the most fuel efficient mid-size sedans in the country. .


The Sunny has always been the stepson of the segment, recommended to those who want value rather than features or snob value. No more, not with the features list that is now available with the Sunny. Nissan has gone for a relatively safe strategy and not offered a top-spec petrol (yet), instead preferring to promote the diesel. If Nissan manages to keep the 2014 Sunny within Rs 20,000 of its predecessor, it will make an extremely strong case for itself if you’re looking for an alternative to the segment’s usual picks, the Honda City and Hyundai Verna.

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Toyota Camry Review,Equipments,Features & Specifications


There are cars in the Indian market available today that are stylish, powerful, luxurious, macho, etc etc etc… But there are also a select few cars available here today that are on the cutting edge of technology. The Toyota Camry Hybrid here is one such car. So is if merely a showcase of technology or is it something every luxury car buyer in India should consider? Well, since this review is going up on World Environment Day, read on to know more…


The 2015 Toyota Camry Hybrid comes with a new face compared to the previous model. The front looks way better now and the Japanese firm has incorporated just the right amount of curves. The headlights are striking and the fog lamps have a good-looking design. The side profile is pretty much bland and that reveals how long the sedan is. The rear is similar to the previous Camry and has only some minor changes. The Toyota logo at the front and rear comes with blue surrounds in the hybrid variant. The multi-spoke alloys look regal and the Japanese automaker couldn’t have chosen a better design. Get Price of Toyota Camry in Carzprice

The Toyota Camry has lots of road presence too. The vehicle has an overdose of lights and chrome at the front. Each headlight unit consists of two projectors, one halogen and one LED DRL strip. The bumper has a fog lamp on both the sides along with turn indicators. The lights do a darn good job of illuminating the road ahead and are very bright. So many lights are quite attention-grabbing on the road and since the Camry is not so popular here, people were quite curious to find out what car it is. The sedan also looks good and imposing while cruising down our roads


The interiors of this sedan have seen an upgrade and are classier than before. Its beige theme dashboard is wide and has a centre console, wood inserts and steering wheel. Other features of the dashboard are air conditioner vents, leather wrapped steering wheel, a large glove box and a redesigned silver instrument panel. Apart from these, it features a digital tachometer, door ajar warning, electronic trip meter, speedometer and seat belt warning notification. The cabin is very spacious and is incorporated with a lot of sophisticated features. The seats are well-cushioned and comfortable, and for more comfort, adjustable head rests and centre arm rest are integrated in the cabin.

A touchscreen stereo system is also embedded in this sedan for the entertainment purpose of passengers. It comes with a lot of features like radio with AM/FM tuner, audio streaming, USB interface, Bluetooth connectivity, CD/MP3 player, Aux-in Port and six speakers. Various options including audio, cruise control and call buttons are mounted on the power steering wheel for ease of access while driving.


The Toyota Camry hybrid facelift remains the same as the outgoing model in terms of the engine and the underpinnings. In the hybrid version, the 2.5-litre four-cylinder engine has been detuned to produce 160bhp and 213Nm of torque. The Hybrid Synergy System (electric motor and petrol mill working together) as Toyota has dubbed it takes the total output to 205bhp and 270Nm of torque. Power is sent to the front-wheels via a CVT gearbox.

There are three driving modes being offered with this engine- ECO, EV and standard mode. Thumb the starter button in any of the three modes and voila! There is no sound! It took quite a few attempts for all of us to realise that the electric motor had come on and that the vehicle was actually running In the Eco mode, the power delivery is a far more sedate and up to 55kmph or depending on throttle input, the car will travel only in electric mode after which its switches on the petrol motor. In the EV mode the car runs purely on electricity and is limited to a top speed of around 45kmphIn standard mode: unhinge the foot-controlled parking brake as always, press the throttle and you are greeted by an instant wave of torque right from the word go. However, if you mash the throttle, then there is a rubber-band effect commonly associated with the CVTs when it comes to power delivery. The ICE, when running, also charges the batteries as does the process of regenerative braking..There are no paddle shifters or manual shift option offered with the gearbox. The only extra feature you get is a ‘B’ mode to engine braking for some additional stopping power that seems to have been taken away due to the engine braking.


Five minutes in the back seat is all it takes to know the focus of the Camry’s dynamics. The Camry isolates you beautifully from even the sharpest of bumps. The suspension is silent, bump-absorption is simply fantastic and the Camry rides like there are pillows between the tyres and the road. It comes with relatively high-profile 215/60 R16 tyres and these play a big part in the way it rides. The best part though is that this soft ride doesn’t come at the expense of stability. Rebound damping is excellent, and the Camry settles down almost immediately after it hits a bump, and it doesn’t bob about. Sure, it’s not as rock solid as a Superb at high speeds, but Toyota has found a very nice compromise nonetheless. Worth mentioning is how little road noise enters the cabin – there’s barely any tyre and wind noise, and the suspension works very silently too.

Show it a set of corners though and the Camry fails to engage. The electrically-assisted steering is numb and there is quite a lot of roll. Turn into a corner enthusiastically and the car will run wide, there’s plenty of tyre squeal and the absence of traction control becomes apparent, as there’s no electronic nanny to cut power and keep the car in line.

As expected, it’s not particularly nimble in town, but the light steering does help, and visibility isn’t too bad either. We just wish a reverse camera was part of the equipment list. It is rather necessary as the Camry’s rear overhang is quite long. The Camry’s 8.2kpl in the city and 12kpl on the highway are really reasonable, considering the size of the car. It is better than most of its rivals and this is partly down to the light weight of the car.


All variants gets 10 airbags as standard as well as Toyota’s Star Safety System, which includes a reversing camera, vehicle stability control (VSC), traction control (TC), electronic brake-force distribution (EBD), brake assist (BA) and anti-lock brakes (ABS). Other features include lane-departure alert with steering assist, radar guided cruise control, automatic high-beams and blind spot detection.

The new Camry will be assembled in Toyota’s plant in Georgetown, Kentucky. With the new model, Toyota will be looking to continue the Camry’s streak as the USA’s best-selling car – a crown it has held for 15 years in a row.


It is very clear that the Toyota Camry Hybrid isn’t receiving the success that it should have got in India. It is a terrific package that offers everything right from visual appeal, features, comfort, space, power and an excellent ride. Also add the fact that Toyota’s service is way better than rivals like Skoda. The only thing that Toyota fails to offer is snob value. With the 2015 model having entered our market, we really hope that the Camry gets its due since it is a very under-rated car. Buyers in this segment think that if they’re spending Rs. 35 lakhs on a Toyota, why wouldn’t they just add a few more lakhs and get something from the Teutonic three. However, the Camry is bigger than the A4, 3-Series or the C-Class and offers much more comfort with a lot of peace of mind and hence we feel that it is the perfect buy for someone desiring back seat comfort as well as mind-boggling power in this price range. Moreover, the Camry Hybrid is entitled to a discount of Rs. 70,000/- under the new FAME scheme by the government.

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Skoda Octavia Hatchback Test Drive



One of the most talked about marketing case studies in the Indian automotive scene of the last decade was that of the Skoda Octavia. How did this premium sedan manage to rake up the kind of sales it did without any advertising or with only minimal promotion for a brand which was completely new to India.

Unfortunately, the power of ‘Word of Mouth’ not only led to the Octavia climbing up the sales chart, in what was then considered the luxury sedan segment, but was also evident in the way the Skoda brand slid down from its pedestal later due to the poor quality of after-sales service. Many of the original Octavia owners who were stung by the appalling service quality and indifference amongst a big bunch of Skoda’s dealers will, however, still swear by the car’s reliability and quality, For Price details of Skoda Octavia check out in Carzprice


On the outside there aren’t any major sheet metal changes but thanks to the new headlamps, front grille and bumper, the refreshed Octavia looks more purposeful and in your face when viewed upfront. The split LED headlamps may look odd in pictures, but in flesh they look attractive and cohesive. Even the grille which now comes with gloss black finish is larger and makes the car look wider and more purposeful. At the back, you now get LED tail-lamps similar to the Superb. Even the bumper is new and the pronounced crease running across, makes the car look wider and more appealing. When viewed in profile, the Octavia remains unchanged except for a new design for the alloy wheels. So you get the same coupe like silhouette and well-proportioned body.

Based on VW group’s MQB platform, mechanically the Octavia remains the same, except for a wider rear track(30mm for 1.8TSi and 20mm for other variants), which according to Skoda has helped improve ride and handling.


If there is one thing that has held the Octavia in good stead, it is the interiors. Since its arrival here nearly 16 years ago, the earlier Octavia, later the Laura, and now the new Octavia, have always been known for good build quality and decent features.

Firstly, the car we drove was a fully loaded top-of-the-line model with a whole load of bells, whistles and even a few hoots.

This list includes multi-zone climate control, electric adjustment for the driver’s seat, 10 shade ambient lighting wood door garnish and new air-con vents. There is an all new touchscreen infotainment system now with an eight-inch display as compared to the older car’s 6.5-inch display. It’s now has just two physical buttons. The capacitive screen responds excellently to touch and the graphics are crisp and smooth. This is a big step forward from the system offered by the Octavia’s Japanese and Korean rivals in this part of the market.

Also new to this car is the parking assist system that works with 12 sensors and the camera to the guide their driver into a parallel parking space. This is pretty much the first car in this part of the market to be offered with this technology.

The cabin is a dual tone beige-and-black affair making it a pleasant and sunny affair when you sit both in the front and back. The 4.6-metre length and 2.6-metre wheelbase means you have plenty of room in front, but the space for the middle rear passenger is a bit compromised due to the placing of the AC vents and the transmission tunnel.

The Octavia has always been high on the practicality quotient and its biggest selling point is, of course, the 590-litre boot which can be expanded to 1580-litres by folding down the rear seats. Added to this is the fact that the car is a notchback which means, the rear section all the way to the glass area can be lifted for better access. Finally, there are loads of small storage spaces like cup holders and even a dustbin (in the front door card) in and around the cabin


As far as the engines go, there is no change from the earlier model. It is available with a 1.4 petrol that churns out 148 bhp of power and is mated to a six-speed manual gearbox. Then comes second engine which is the highlight of the car. This is the 1.8 TSI petrol which pumps out 177 bhp of power and 250Nm of torque, comes mated to a six-speed manual and also a 7-speed DSG gearbox. This engine delivers excellent performance, right from the word go. The acceleration is smooth and making you pull the car beyond 6500 RPM and the roaring sound it makes, is music to the ears. The gearbox is excellent and the shifts are seamless. This is one engine which we love to drive

The third engine is the 2.0-litre diesel which has 141 bhp of power and 320 NM of enormous torque, is available with a six-speed manual or a six-speed automatic gearbox.The diesel also is an very punchy engine with fantastic low-end torque which sets in at 1750rpm. It is fantastic and can do those wheel spins while setting yourself in motion from stand still. if you intend to go for petrol, it is the 1.8 you should be going for , because this brings out the essence of Ithe Octavis. However, the 1.4 petrol is also a sweet engine and the manual gearbox is flawless in operation.

Terms of mileage the 1.4 petrol should return your 10 to 12 km/l whereas the 1.8 should deliver anywhere between 8 to 11 km/l, depending upon the variant you choose. The diesel should be giving around 12 to 17 km/l. These mileage figures in real life driving conditions and may vary from driver to driver or even your driving habits in the city or on the highway.


The abundance of space and plush ride quality are the highlights of the Octavia as before, with the latter not compromising handling or driving pleasure. The steering offers good feel and feedback too, while feeling perfectly weighted, which adds to the joy of driving the car. While the diesel version is a good handler no doubt, the petrol version handles even better, thanks to its independent rear suspension that also offers a slightly better ride.


Safety features on the 2017 Skoda Octavia include – 8 airbags on the top variant, 6 airbags on the mid variant and 4 airbags on the base variant. Along with that, you get ABS with EBD and HBA, Anti Slip Regulation with Motor Slip Regulation, Electronic Differential Lock, ESC, Multi Collision Braking, TPMS and an iBuzz Fatigue Alert which is only available on the top trim. Talking about service, while Skoda is taking some efforts to change their perception in customers’ minds, we cannot deny the fact that majority of the customer base still thinks that the automaker has poor service. Along with that, spare parts are known to be expensive too.


Nonetheless, the car’s practicality is outstanding, while material quality and equipment are as good as anything at the price. Factor in the Octavia’s range of decent engines and low running costs, and the overall package is an appealing and sensible one, even despite its questionable post-facelift face.

Consequently, those looking for comfortable, robust, well appointed family transport could do no better; ultimately, that’s what earns the Skoda Octavia its fourth full road test star.

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BMW 1 series Overview,Price,Specifications & Transmission


The country recently saw the advent of a new class of cars — the luxury hatchback. While it was virtually non-existent just a few months back, Mercedes-Benz was the first to introduce a model into this segment in the form of the A-class and was soon followed by Volvo with its V40 Cross Country. And now, BMW has launched its 1-series luxury hatchback.

BMW is touting the 1-series as a driver-focussed hatchback. To that extent, it has launched two versions – the 116i and the 118d – both making adequate power and boasting, for this segment at least, a unique longitudinal front-engine, rear-wheel-drive layouts. But despite these traditional BMW strengths, it’s not going to be a walk in the park for the 1-series. Except for a thin band of enthusiasts, will owners really care which pair of wheels is being driven?


The BMW is a five seater, five door hatchback. From the front it sports all the signature BMW lines but still has the design of the old grille as the car has not been updated with the new grille design. There is a pronounced hump on the hood that seems to flow into the front windscreen and the A-pillars. While globally the 1 Series is offered in three and five door options, in India we only get the latter.

At the back, the 1 Series looks like a scaled standard BMW design due to it being a hatchback. While the shape of the boot hatch is similar to that of the 3-Series, the tail lights are considerably smaller but still retain the familiar Bavarian manufacturers design language.


The car’s interior isn’t very modern. It is pure black with a very basic outlook. Talking about space, there’s a lot of room in the front of the 1-series while a person uncommonly tall will feel confined in the external back seats.On the other hand, it’s best to think about the 1-series as a four-seater. The focal back seat is restricted, and anybody sitting on it needs to straddle a cumbersome, raised segment of the floor. Getting into the back in any case isn’t especially simple for grown-ups, either, because of little back door openings on the five-door rendition of the 1-series and a clumsy move to the back of three-door models. Simple and clean instrumentationis a BMW trademark and the 1-series epitomizes this with straightforward, simple taper use-dials before the driver. You additionally work most capacities by looking through consistent onscreen menus utilizing a rotating dial that is situated simply behind the gearstick, where it iseasy to reach. Furthermore, the presentation screen is high on the dash so you can simply keep a large portion of an eye out and about while utilizing it.


The engine line-up will include a choice of two latest-generation four-cylinder petrol engines and three radically redesigned four-cylinder diesel units.

The new engine in the line-up is the 1.6-liter petrol engine that will be used in the BMW 116i and BMW 118i models in combination with BMW TwinPower Turbo technology. In the 118i model it delivers a total of 170 HP at 4,800 rpm, and a maximum torque of 184 lbs-ft between 1,500 and 4,500 rpm. It will sprint the car from 0 to 60 mph in 7.4 seconds, while top speed is 140 mph.

The 116i model delivers a total of 136 HP at 4,400 rpm and a maximum torque of 162 lbs-ft between 1,350 and 4, 300 rpm. It will sprint from 0 to 60 mph in 8.5 seconds, while top speed is 130 mph.

The diesel models will include: the 120d model with an output of 184 HP at 4,000 rpm and a peak torque of 280 lbs-ft between 1,750 and 2,750 rpm; the 118d with an output of 143 HP at 4,000 rpm, and maximum torque of 236 lbs-ft between 1,750 and 2,500 rpm and the 116d with an output of 116 HP at 4,000 rpm, and maximum torque of 191 lbs-ft between 1,750 and 2,500 rpm.

All the engine will be offered with a standard six-speed manual, but as an option BMW is also offering an eight-speed automatic transmission that is offering fast, smooth gear changes and excellent fuel efficiency.


While the world is shifting to more economical and lighter front-wheel drive platforms, the 1-Series continues to channel power to its rear wheels but not for long as the next generation 1 will share its underpinnings with the new MINI (UKL platform), thereby moving to a front-wheel drive architecture. Rear wheel drive has its merits and it shows. The 1-Series is just a hoot to drive, offering terrific balance through the tightest of bends. Handling is just super sharp and precise, with every turn being a laser guided point and shoot action. In fact, even though BMW has now shifted to electro-mechanical power steering, the 1-Series continues to feel like a go-kart, you sit low and pilot the car using a super sharp steering. The three settings (ECO PRO, Comfort and Sport) also vary the weight at the helm, the steering becoming extremely heavy on Sport mode, making high speed feedback very rich.

The steering is decently light at low speeds so manoeuvring the car in congested city conditions isn’t that much of a task. In spite of being a sporty model (the 1-Series boasts of 50:50 weight distribution), BMW has achieved a fantastic ride quality on their entry-level hatchback. When we drove the diesel, we appreciated the good ride of the car and the petrol is even better. Running on 55 profile rubber (the diesel we drove had lower 45 profile tyres), the 116i rides very maturely. It remains glued to the road at high speeds, where you can switch directions in nano seconds, the 116i is just so quick and confident. On bad roads, the car does get a bit bouncy but that’s only post triple digit speeds. Braking performance is excellent, the pedal has massive bite and the 1-Series stops with surety in all road conditions.


The car is being assembled for the Indian market via the CKD route at BMW’s Chennai plant. This makes the feature list almost identical to the European spec model. The extensive list includes the BMW’s iDrive system with a 16.55 cm HD LCD display, start-stop function, driver side power-seat with memory function and sunroof, apart from standard safety features like ABS-EBD, airbags and ESP. Rear parking sensors are standard across the range.


With the launch of the 1 series at a price ranging from Rs 20.90 lakh (ex-showroom Delhi) for the 116i petrol variant to Rs 29.90 lakh for the top of the line 118d Sport Plus, BMW marks its entry into the compact luxury car segment. One very important point to note here is that buyers of this segment of cars are likely to drive themselves and taking that into account Bimmer makes no errs as far as the 1 series is concerned. What it lacks in terms of looks, it makes up thanks to a brilliant amalgamation of comfort and performance while ensuring that the fun quotient of driving a car is not lost at any point in time. Having said that, the Sport Plus variant that we drove is slightly on the expensive side, demanding quite a premium over the A-and the B-Class and bordering around the base variants of the Audi A4, Mercedes-Benz C-Class as well their own 3 series, but again for the kind of equipment level and driving pleasure it has on offer clubbed with the virtue of being a rear-wheel drive, it is well worth the price.

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Porsche 911 Review


Porsche has launched the 2016 range of its legendary 911s and with prices starting from Rs. 1.39 crores (ex-showroom, Maharashtra) and Rs. 1.42 crores (ex-showroom, Delhi), you could almost call it a bargain, for what you get is something of a rare breed on this planet, a German with a sense of humour. The 911 family tree has remained majorly unchanged over the years, with the flat-six engine stubbornly remaining at the back. Nobody thought it would ever work, but fast forward to 2016, and these are one of the most sought after driver’s cars, known for their one-of-a-kind feel.

In a welcome move, Porsche has launched the 2016 line up of its 911s in India. The new line-up, like every other year sees minor tweaks and changes to get the 911 formula that much closer to perfection. The models that have been launched in India include the 911 Carrera Cabriolet, the 911 Carrera S, the 911 Turbo and the 911 Turbo S Cabriolet. All of these cars were showcased at the 2016 Detroit Motor Show.


Much like the rest of the 911 lineup, the GT3 was updated to the recently introduced 991.2 design. Needless to say, there isn’t a lot to talk about here since the update is more about nips and tucks, but most changes are noticeable. While the front fascia wears the same nose and headlamps, but bumper was revised with a big focus on aerodynamics. The intakes are significantly larger, while the side vents sport additional winglets for enhanced downforce.

It doesn’t appear as if Porsche modified anything on the sides, but the rear end gained new taillights and a redesigned diffuser. The light units are taken off the latest Porsche 911 and have a more angular design as well as a new LED layout. The diffuser isn’t radically different compared to the outgoing model, but the mild changes deliver optimized airflow. The carbon-fiber wings also sports minor changes, the license plate has a different shape, while the side air vents are significantly larger.All told, the new 911 GT3 isn’t that new, but I can’t say I was expecting major changes. Porsche rarely takes the revolutionary route on its cars, so it’s far from surprising that there aren’t many details to set the new and outgoing models apart.


The steering of the Porsche 911 is the typical three spoke Porsche steering. But this steering has no controls. The area is hollow. The volume and track changer is a knob extending at the lower right side of the steering. Just in front of the of the stick for scanning through the system. On the left there is a similar stick for cruise control. Behind all this are the chrome paddle shifts. The three pod instrument cluster are again typical Porsche. The A/C vents are rather simple and blend with the dash. The centre vents blend with the centre infotainment screen.

Below the vents there is a chrome strip that runs across the dash board and is really broad. There is more chrome on the door livers and around the front speakers that are on the doors too. The large screen for the infotainment is good but the icons seem old and not up to the current level of cars. Luckily this car has way less button than the likes of Macan, Cayman etc and leads to less confusion. These seats in spite of being extremely sporty are extremely comfortable. The Sports seats are comfortable and provide support even during performance driving. They come equipped with electric backrest adjustment and mechanical height and fore/aft adjustment. The seat centres are lined with Alcantara®.

ISOFIX child seat preparation for the front passenger seat is available as an option and includes a deactivation function for the front passenger airbag. The Porsche equipment range of genuine accessories offers a selection of Porsche child seats specially tested and approved for Porsche cars.


Few engines have had as much to prove as this new 2,981cc, twin-turbocharged flat six does. In the Carrera it’s tuned to produce 370hp and 450Nm, but in the more potent Carrera S, it makes 420hp and 500Nm! These are, of course, far more significant numbers than what you’d get from the now defunct 3.4- and 3.8-litre naturally aspirated flat sixes, especially the torque figures, as is the case with most turbocharged cars. Even the performance claims – 0-100kph in 4.2sec and 3.9sec respectively are better than before. But all of this means nothing. No, in a 911, it’s all about the way the car sounds, responds, feels and makes you feel.

And I’m happy to report that it feels good. Fire it up and it sounds like a proper Porsche boxer six should (especially with the optional sport exhaust fitted), set off gently and it doesn’t feel laboured or strained. It feels naturally aspirated, and that’s the best compliment you can pay a turbocharged car. On the road, it’s comfy changing pace as we weave in and out of Abu Dhabi’s traffic, the quick and smooth seven-speed PDK dual-clutch automatic gearbox coping well with the random changes in throttle input. It’s very civilised and very comfortable, as the 911 has always been, but of course, we didn’t expect that to change.


All the wheels have been coupled with high performance internally vented and cross-drilled disc brakes that are further accompanied with four-piston aluminum monobloc fixed calipers. These brakes are integrated with anti lock braking system and Porsche ceramic composite brakes, which enables shorter braking distance even under race conditions. As far as the suspension is concerned, its front axle is paired with McPherson Strut and the rear axle is fitted with a Multi-link mechanism. This model series also comes with an electromechanical power assisted steering featuring a turning radius of 11.1 meters. Book a Test Drive for Porsche 911


The car has full-sizeairbags for both the driver as well as the front passenger. Also, there are knee airbags for both of them. Porsche inbuilt Side Impact protection system (POSIP) as well as the head airbags protect you in every possible way. Three level automatic seat belt and remote locking are some of the other safety features installed.Talking about the breaking system the car has a 6-piston aluminum fixed monobloc calipers in the front whereas 4-piston aluminum fixed monobloc calipers in the rear end. With a brake disc radius of 380mm perfectly cross drilled and ventilated the car is in total control. An electric parking break is present alongwith pad wear sensors on every brake pad.


Needless to say, the new 911 GT3 doesn’t disappoint performance- and feature-wise and if the outgoing model is any indication, the 991.2-based coupe should be at least as exciting and popular with Porsche fanatics. I remember that last year I was thinking how cool it would be for Porsche to reinstate the manual transmission for the GT3, but I wasn’t really hoping it to happen. Well, it turns out I was wrong and I’m actually very happy that the Germans did the unexpected. The 911 GT3 deserves to continue with a manual transmission and I do hope that this won’t change with the next-generation model. Apply Car Loan for Porsche 911.Exchange your car for Porsche 911 in carzprize


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Datsun Redi Go Equipments,Features,Specifications & Price In Indai


Datsun has launched a limited edition variant of redi-GO with cosmetic upgrades on the outside and inside. The ‘Sport’ limited edition is available at an additional premium of Rs 15,000 over the top-spec S variant. Cosmetic additions made to the exterior include themed grille with red accents, finished wheel cover, roof spoiler, race decals across the bonnet and roof. Inside, it sports sporty black interior theme. Additionally, the limited version comes with rear parking sensor, remote keyless entry and Bluetooth audio system among several others. Launched in India in June 2016, the hatchback is available in five variants-D, A, T, T (O) and S with a choice of 799cc petrol engine mated to a five-speed manual transmission.


The redi-GO’s design is completely different from the Kwid, unlike Renault-Nissan’s previous offerings that were ‘badge-engineered’. The redi-GO looks nothing like the Kwid which works in its favour. In fact, it looks pretty much unlike any other car in its class. Datsun has managed to make it look as close to the concept as possible, which means the redi-GO looks a lot more modern than its rivals. The edgy design, especially the front-end with the sloping hood that extends into the hexagonal grille gives it a youthful appeal. The headlights looks nice too, especially with their split design. Same cannot be said about the tiny LED DRLs though, since they are barely noticeable.

The front three-quarter is the most appealing angle to look at the redi-GO, especially thanks to the sharp cut that runs from the front door right up to the tail lights. The design of the tail gate is again unique, but I didn’t quite like the way the taillights have been designed. On the whole, it is a car that looks eye-catching, especially in that bright shade of green.


While the Datsun redi-GO was launched with an all grey interior, it has now been updated and all versions get sporty black interiors. The dashboard itself is well contoured though and not like the earlier plain jane slabs of plastic that you got on the Go and Go+. You also get a smart looking gloss black centre console. The infotainment setup comprises a USB and AUX input but no Bluetooth connection, which means you cannot connect your phone to the car wirelessly to play music or take and make phone calls. Storage space, too, could have been better with just one large and another smaller cupholder. The door pads also get limited storage and the glovebox is sufficient to carry your vehicle documents and some other knick-knacks.

The new redi-GO also offers a lot of space in the back seat in terms of knee room and head room but shoulder room for three people is not adequate and it could get quite cramped. The seats themselves are quite comfortable, though, with enough lumbar and under thigh support. There is no folding handrest or adjustable headrests at the backIn terms of the front seats, although they are decently comfortable overall with the exception of being quite narrow on the top half, the distance between the steering wheel and the seats aren’t large enough for drivers 6ft and above since the seats do not slide as far back as they should ideally. Of course, most Indian men have an average height of around 5’8’ so this shouldn’t be a problem to them. On the whole, though, the redi-GO is more spacious than the likes of the Maruti Suzuki Alto 800 and about as spacious as the Renault Kwid.


The redi-GO shares its engine and transmission with the Renault Kwid. Sitting in the hood is the same 3-cylinder, 799cc petrol engine which churns out 54 PS of power at 5678 RPM and 72 NM twisting force at 4386 RPM. Datsun claims they have tuned the engine to extract more juice from the engine as compared to the Kwid. There isn’t much power to play with in the lower end of the rev band and you really have to accelerate hard to get going, however this engine offers a strong mid and high range. Keep the revs in the mid to high range and you will be able to extract good power from the engine. 3-cylinder engines do have some inherent vibration. The doors and steering have some amount of vibration on idle but it disappears once you step on the gas.

The 5-speed manual transmission offers smooth shifts with evenly spaced out ratios. The first gear tops out at around 40 km/hr, the second just under 80 km/hr while the third will get you doing about 110 km/hr before hitting the rev-limiter. After this the engine loses steam as it has already passed its peak output. Datsun claims that the redi-GO will hit the ton from zero in 15.98 seconds, which isn’t bad for a car in this price bracket. Power feels adequate most of the times but there are times when you would have liked more grunt from the engine. Though a 1-litre engine would have been ideal, Datsun went for the 0.8-litre considering cost and fuel economy.

However, Datsun has said that they will get something new every 6 months and we reckon that it will be eventually getting a 1-litre engine and an AMT. The ARAI certified fuel economy for the redi-GO is 25.27 km/l, which is marginally better than the Kwid. This may be owing to the fact that the redi-GO is marginally shorter (by about, 30 mm) and approximately 25 kgs lighter than its French cousin. We reckon that in the routine driving cycle, one should be able to extract around 15-16 km/l, which is quite respectable.


The Redigo’s electrically powered steering (EPS) is light, but feels lifeless. There’s little feedback on offer and even at higher speeds, the EPS remains inconsistent and vague. On the flip side, its 4.7m turning radius makes this car extremely easy to manoeuvre in the city and makes tight parking a breeze.What stands out though is the Redigo’s ride quality. The suspension tune is spot on and it does a great job of absorbing road imperfections and smaller bumps. Even the larger bumps are discarded in a very mature manner. Pitching and bobbing at high speeds are well controlled too. This little Datsun has a slightly stiff suspension setup to counter the car’s higher body roll, yet on sweeping curves its tall stance does lead to the inevitable top heaviness although it isn’t excessive. Show the car a set of corners or fast curves and it feels outside its comfort zone.

Its feather-light weight shows its weakness on the highway where the car feels flighty at speeds beyond 80kph. High-speed stability isn’t really confidence-inspiring and crosswinds only add to its nervousness.The car is best suited for city commuting. Thanks to its 185mm ground clearance, shorter wheelbase and slightly stiffened suspension, it should clear tall speed breakers and deep potholes with ease.


The top-end variant of New Datsun Redi-GO features driver side airbags as well, which makes for a very good offer in this segment. Along with this, the car gets disc brakes at the front and drum brakes at the rear to give the driver a confident drive.


Expect the launch to happen within 2 months of the official unveiling of the car on 14th April. This baby Datsun surely will be able to pull some crowd because of its fresh new styling and aggressive pricing. This new budget car will obviously set new standards because it underpins the same platform and is powered by the same engine of the KWID but will be positioned lower than the former.

Datsun Redi Go D Ex-showroom Price is   2,39,948/- and On Road Price is   2,82,278/- in Bangalore. Datsun Redi Go D comes in 8 colours, namely Red Sport,Lime,White,Grey,Grey Gold,Ruby,Silver,Silver Gold.Check more featuresa and specifications on carzprize