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Maruti Suzuki Ignis Review,Test Drive,Specifications,Features & Price In India

OVERVIEW ;

Looked at it in parts, Maruti Suzuki’s Ignis is very interesting. As a compact hatch with a tough and cheerful feel, the Ignis has found huge appeal in India. Class leading features add to the wow factor, and the interiors promise a youthful feel too. While the engines are the tried and tested 1.2 litre petrol and 1.3 litre diesel engines, the inclusion of automatic transmission options for both engines, courtesy of the simple and cost efficient AMT, add another element of specialness to the Ignis. And all this has been built around Maruti’s new fifth-generation platform. But is the Ignis greater than the sum of its parts? We take a first drive to know exactly that.

EXTERIORS AND STYLE ;

In terms of design the Ignis isn’t playing safe. What’s sure to catch every millennial’s eye is how it looks from the front. The wide single frame grille that houses the headlamp units grabs attention right away. The U-shaped DRLs around the headlamps give a sense of modernity and richness to the otherwise simple front grille, and the round chrome housing for fog lamps cover up what looks like an old-fashioned front bumper.

The Ignis also appears to be born out of an SUV-hatchback wedlock, after all the lines leading to up to the bonnet aren’t flowing lines, instead fairly geometric. The high bonnet line and the flat hood add some more SUV-flavour to the Ignis. A small rubber strip on the bonnet reminds us of Suzuki’s SUV heritage as this detail harks back to the original Vitara.

Walk around, and the Ignis masks its short 3700mm length effortlessly. It’s compact, and should therefore squeeze into tight parking spots easily. When viewed from the side the Ignis’ design looks well balanced and doesn’t end in an abruptly chopped rear end. Large 15-inch wheels fill the wheel wells beautifully.

Thankfully, Maruti Suzuki hasn’t overdone the plastic cladding to make the Ignis look butch. However, the unusually designed rear quarter gives an impression of this being a notchback.

INTERIORS AND SPACE ;

If the exterior design doesn’t seem to attract you, the interior on the Ignis certainly will. In fact, the Ignis is by far the best designed Maruti we have even had in India. The dashboard features a large touchscreen infotainment system in the top of the line Alpha model while the Zeta mid-level variant will get a standard infotainment setup with Bluetooth, USB/aux and a CD player. The touchscreen infotainment system does get both Apple CarPlay and Android Auto for the first time in a Maruti vehicle and also for the first time in the segment.

The top of the line car also gets a climate control setup and toggle switch like controls which seem the be inspired from the likes of the Mini Coopers. The Ignis also gets a chunky gauge cluster with a large centrally mounted speedometer and a smaller tachometer for the top of the line variants. The gauge cluster also gets ambient lighting which can be customised.

Maruti has gone with a two tone colour for the interior plastic trim on the Ignis. The upper half of the dashboard and most of the door card is finished in black with faux carbon detailing on the AC vents. The lower half of the dashboard and the door card inserts on the other hand are finished in a shade of off-white.

What is most striking about the Ignis though is the fact that it is a lot more spacious than the likes of the Swift. The seats are well designed and are available only with a fabric option (different spec for diff variants) and sadly there is no leather option even for the top of the line cars as a factory fitment. As we mentioned a little earlier, the Ignis is very spacious on the leg space and of course on the headspace front when it comes to the rear seats. The Ignis also gets a very large boot despite having so much passenger space in the rear seats, which means that Maruti and Suzuki have reworked the package to really make the Ignis an ideal everyday vehicle

ENGINE AND TRANSMISSION ;

Driving the car will leave you more than impressed. Maruti-Suzuki has gone the tried and tested way with a choice of a 1.2-litre Dualjet petrol and 1.3-litre DDiS diesel motors on offer. These engines have served a number of Maruti cars for years now and have proven their reliability, efficiency and performance.

What’s more is that AMT options are available on both engines. The petrol engine uses variable valve timing, making 82bhp and 113Nm of torque. Characteristically, this engine is peaky in nature and starts to sing post 4,000rpm where progress is rapid with an affable Suzuki engine note. At idle, this engine is so silent and refined you’d have to put in some effort to hear it run. The refinement remains on the move as there were no vibrations to speak of even as speeds built up. We only drove the manual variant and it shifts positively with solid clicks from gear to gear.

The diesel engine has been well known for its frugality and adequate power delivery. In the Ignis, this engine develops 75bhp and 190Nm, compensating the deficit in horsepower over the petrol variant. The diesel definitely felt faster and more responsive at lower revs. Turbo-lag is controlled and once over 2,000rpm, it keeps pulling effortlessly in each gear.

Maruti claims to have tweaked the AMT transmission to shift quicker and it showed through as up-shifts were more timely and accurate to throttle inputs than the AMT-equipped Dzire diesel.

RIDE AND HANDLING ;

The suspension in the Ignis is set up to offer a firm ride. This causes you to feel bumps and potholes at low speeds; however, ride quality does improve as speeds rise. That said, driving over sharp potholes causes the suspension to protest with a loud thud which is quite disconcerting.

After driving over a fairly bad stretch of tarmac, I was left wondering why Maruti chose such a firm set-up and the answer to that was revealed as soon as I encountered a set of corners. The Ignis is quite enjoyable around a bend; however, there is a hint of body roll that you need to get past. The front end has ample of grip to pull the car into a corner and there’s only a hint of understeer when you are at the limit.

Turn in is quick and precise for the car’s dimensions and mid corner bumps do not unsettle the car. The manual mode also makes it involving to drive with the rallycar-like shift pattern further enhancing the experience.

What robs the Ignis petrol AMT of earning the tag of a driver’s car though is the disconnected steering. While it’s light and easy in the city, it does not weigh up as much as you’d want with increase in speed. Better feedback in corners would have certainly upped the fun quotient that this car offers otherwise .

SAFETY ;

It is one aspect where Maruti has truly excelled. Maruti Ignis specifications include dual front airbags, seatbelts with pre-tensioner and force limiter (PTFL), and Anti-lock Braking System (ABS) with Electronic Brake-force Distribution (EBD) as standard fitments. In addition, ISOFIX Anchorage – a child seat restraint system – is also offered as a standard feature with the entire Ignis variant lineup.

BOTTOMLINE ;

As we said in the petrol Ignis’ review, this Maruti has all the makings of a successful product. And with the masses moving to automatic transmissions, this diesel offering has a fair chance at success as well. If you are a high mileage user, drive mostly in congested areas and like to take things easy, the 1.3 diesel automatic Ignis should suit you just fine.

Maruti Suzuki Ignis 1.2 Sigma Mt Ex-showroom Price is   4,63,062/- and On Road Price is   5,45,202/- in Bangalore. Maruti Suzuki Ignis 1.2 Sigma Mt comes in 5 colours, namely Uptown Red,Pearl Arctic White,Silky Silver,Urban Blue,Tinsel Blue

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Mahindra KUV100 Review,Price,Specifications,Mileage & Test Drive

OVERVIEW

Mahindra launched the KUV100 exactly a year ago in India; the auto manufacturer pitched it as a small SUV and their entry level offering for the Indian market. Basically this is actually a beefed up hatchback and gets both petrol and diesel engine under the hood. Although the KUV100 made a fiery start in terms of sales when it was launched initially but slowly the sales number declined and in the month of December 2016 only 1953 units of the vehicle was sold which is actually its lowest numbers since its launch.

Like you all know that the Mahindra KUV100 is definitely not a compact SUV and is also priced lower than most of the other compact SUV offerings. This car now competes directly in the B+ segment hatchbacks and locks horns directly with the recently introduced Maruti Suzuki Ignis which too is actually a beefed up Cross hatchback.

EXTERIOR AND LOOKS

The KUV100 might be marketed as an SUV, but it is essentially a pumped up hatchback; one that will compete against the likes of the Maruti Suzuki Swift, the Hyundai Grand i10 and the newly launched Ford Figo. So, it has a monocoque chassis, a transverse mounted engine and front wheel drive. But, because it must be referenced as an SUV, the KUV100 naturally has high ground clearance too; 170mm of it. It isn’t very large though. At 3675mm in length, it is the shortest in its class. And its 2385mm wheelbase is the least as well. But the KUV100 stands tall at 1655mm (with roof rails) making it the tallest.

As far as styling goes, the front of this pumped-up hatchback has a sleek front grille, a buff bumper, and large pulled back headlamps with LEDs KUV100 embossing. The side profile looks aggressive thanks to the shallow greenhouse area. It also has its rear door handles integrated into the rear window panel aka Chevrolet Beat. The rear meanwhile is less aggressive, looks palatable and decently modern. The KUV100 is available in seven colours, Pearl White, Aquamarine, Dazzling Silver, Flamboyant Red, Fiery Orange, Designer Grey and Midnight Black.

INTERIOR AND SPACE

If you don’t already know, your friendly salesperson will go to great lengths to point out that the KUV cabin’s USP is the advantage of six seats, just like on the Datsun Go. This has been made possible by positioning the gear lever and handbrake lever on the centre console, freeing up floor space for the additional seat up front. But what distinguishes the car from the Datsun Go is that the KUV is certified as a six-seater. Though three adults can squeeze in up front, the middle passenger legroom is limited, making it more suitable for a child. Question is, would you want your most precious cargo seated within striking distance of the centre console and gear lever? Also, folding down the middle seat backrest turns it into a large armrest and that is the best way to use (or rather, not use) the sixth perch. However, the flat bench type front seat doesn’t offer the kind of back or side support the standard version’s shapelier individual chairs do.

High-set seats and flat floors, front and back, mean getting in and out of the KUV’s cabin is easy. What’s also a relief is that unlike the exteriors, the KUV’s cabin is smart and restrained in design. The ‘bowed’ dashboard that rises towards the middle is the centrepiece and comes finished in nice, textured plastics on the top, though quality lower down is not great. Boring monochrome display for the audio player apart, we didn’t have much else to complain about with the well laid-out centre console. Drivers will also like the three-spoke steering wheel that’s good to hold, though the inconvenient pull-type handbrake is unlikely to find many fans. On our test car, the handbrake lever malfunctioned, making hill starts quite tricky.

Those seated on the KUV’s rear seat will be surprised by the space and comfort on offer. There’s generous leg, head and shoulder room, the backrest position is just right and there’s even a foldable centre armrest. And all three rear passengers get adjustable headrests, which enhances their overall comfort levels. The spoiler though is the blanked-out space after the rear windows (there to accommodate the exterior door handle) that cuts outside visibility. Form unfortunately followed function here. .

ENGINE AND TRANSMISSION

The Mahindra KUV100 comes with the newly-developed mFalcon range of engines. The petrol engine is a 1.2-litre, 3-cylinder G80 unit churning out 82 HP of power at 5500 RPM and 114 Nm of torque from 3500-3600 RPM. The motor is mated to a 5-speed manual transmission and it reaches 100 km/hr in third gear. The engine needs to be revved but does go freely to its 6000 RPM redline. After 4500 RPM, it has a tendency to get vocal though. The mid-range isn’t satisfactory and in-gear acceleration isn’t much to talk about either, one needing to downshift to get going. On the whole, it is a refined engine and the KUV100 cruises at 100 km/hr in 5th gear at 3200 RPM. While the vehicle is standing still, the engine doesn’t rev above 4000 RPM. The car maxes out at 150 km/hr when the speed warning buzzes, a feature also present on the XUV500.

The diesel engine is also a 1.2-litre, 3-cylinder D75 unit belting out 77 HP of power at 3750 RPM and 190 Nm of torque between 1750-2250 RPM. The oil-burner also gets a 5-speed manual transmission. The D75 unit does 100 km/hr in 4th gear and power is delivered in a very linear manner. It redlines at 4750 RPM and touches 100 km/hr in 5th gear at 2750 RPM. The turbo lag is very well-contained and this motor feels much better to drive than the petrol unit which feels underpowered on the highway. Still, one needs to keep the throttle floored to get the vehicle going quick. Vibrations are felt on the console but not much on the pedals in the diesel model while on the petrol, there is some harshness felt at multiple places when nearing the redline.

There is also a lot of wind noise creeping inside the car post 100 km/hr, coming from near the A-pillar. The 5-speed gearbox is very smooth and the clutch is also extremely light on both the petrol and diesel models, thus allowing the driver to have a stress-free driving experience. The claimed fuel efficiency for the petrol engine is 18.15 km/l while the diesel engine extracts 25.32 km/l. Mahindra will offer an AMT unit with the KUV100 later this year. There is a MicroHybrid technology on offer just like the Scorpio and XUV500 while Mahindra also offers Power and ECO modes on the diesel, which boosts fuel efficiency by restricting fuel supply and thereby keeping max RPM to around 3500 RPM. The default mode is Power and it is best to drive the KUV in that mode as the 3-pot oil burner needs to be worked to get going quickly. Both the petrol and diesel engines are average at best, they are very refined for three-cylinder motors but lack excitement and aren’t urgent either.

RIDE AND HANDLING

The levelled surface of the test track was barely any gauge for the KUV100’s ride, but expect it to be comfortable given the soft suspension setup. The KUV100 sits on an all-new platform developed from a clean sheet of paper using a monocoque chassis that offers a car like feel, and those used to driving hatchbacks will feel at home. There’s a fair bit of body roll around corners though thanks to the soft suspension and higher centre of gravity, which takes away some confidence when cornering at speeds. The soft suspension also made for some bit of weaving under hard braking but things were pretty much in control at all times, and KUV100 even felt stable being pushed around the banked corners of the track. Brakes have a progressive feel, though some more bite would be welcome.

BRAKING AND SAFETY

Braking system is formed by the ventilated disc brakes in the front and drum brakes in the rear. Other vital braking features inset to support the brakes affixed in front and back comprise of anti-lock-braking system along with electronic brake force distribution, which is standard across all variants.

Standard safety features on board are automatic door lock, central door locking, and door open indicator. Other safety features available on the SUV are child safety locks on rear doors, anti-slip clips for driver side door mats, ISOFIX child seat mount on rear seat, engine immobiliser, anti-theft security alarm, and dual airbags are available is available on all the plus variants along with the range topping variant.

CONCLUSSION

Now we come to the hardest part of any review – the tester’s final impressions of the Mahindra KUV100.

The Mahindra KUV100 is a one-of-a-kind hatchback that aspires to be an SUV. If you’re looking to turn heads (in the quirky manner), the KUV100’s design is apt as it incites curiosity and attention. The seat comfort could’ve been better, while rear visibility and boot volume aren’t satisfactory.

However what we have here is one of the most refined Mahindras ever built. It’s got an impressive diesel engine, slick gearbox, well-trimmed and spacious interior, and a commanding view over its rivals. The cherry on the top is its competitive pricing, which is slightly lower than the competition.

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Hyundai i10 Review,Interiors,Mileage & Specifications

OVERVIEW ;

Hyundai has revealed the new digitalised set of images of the updated i10 which is sold under the Grand i10 nameplate here in India. While Hyundai sells both the i10 as well as the next generation Grand i10 in India but in other International markets the South Korean automaker has actually discontinued the previous generation car.

The Grand i10 in India gets more space inside compared to its predecessor; it also gets rear AC vents. As far as the powertrain is concerned the Grand i10 sold in the India gets the 1.2 Litre four cylinder Petrol engine and also a 1.1 Litre three cylinder diesel engine.Coming to the European variant of the i10, as you can clearly see in the images the updated hatchback gets few cosmetic updates on its exterior for more emotional appeal. Apart from the exterior the interior too has received few nicks and tucks here and there as well. However there are no changes made under the hood.

DESIGN AND STYLE ;

Unlike some of its hatchback rivals, Hyundai i10 was not as good looking. The looks were one thing that went against the car but it finally has been taken care of in the revamped models. The car is known for its smartness and coupled with the better exterior looks, it sure makes a strong case this time around.

Inspired by the new fluidic concept, the design is not really a big step forward. The bolder, bigger headlamps give the i10 a more upmarket look. The frontal form gets a hexagonal form, which again is in tune with the new looks that can be seen on other Hyundai products as well. The sides and rear of the car too have undergone a design change with new style wheels, and redesigned rear lamps and bumper to give the new i10 contemporary and streetwise look. Dimension wise, the i10 is 3585 mm long, 1595 mm wide (as wide as the Chevrolet Beat) and 1550 mm tall. All versions come with 155/80 R13 wheels and the i10 is available in eight different color options. All the versions come with standard steel wheels without optional alloy. The top-end versions with rear spoiler and integrated brake lamp look nice. The rear view mirror integrated indicators for some of the higher versions look good as well.

CABIN AND COMFORT ;

The dashboard and centre console continue to have the same layout but what has changed is the equipment list which just got better. You now get a 7-inch touchscreen for the infotainment system which also gets Android Auto and Apple CarPlay and a reverse camera. It also gets Bluetooth, Aux-IN and USB connectivity but misses out on a CD player. The sound quality is fairly good for this price range but the rear camera could’ve definitely been better, especially during the dark when the images appear slightly unclear. The Grand i10 now gets an automatic climate control and trust me, the AC is a chiller even in scorching heat. The steering continues to get audio and phone controls. The interiors are comfortable and airy as ever and the keyless-go function is convenient too. The seats are supportive and cabin room is good but a third passenger at the rear could be a tight fit.

ENGINE AND TRANSMISSION ;

The Hyundai i10 Era has an in-line petrol engine of 1.1 litre 68bhp iRDE2 (Intelligent Responsive Drive Engine) which is capable to churn out 68bhp of output at 5500rpm and give a maximum torque of 99Nm at 4500rpm. The 1.1 litre 1086cc engine has four cylinders along with three valves per cylinder. The iRDE2 petrol engine is matted to five speed manual transmission with SOHC valve configuration and comes with front wheel drive option. The Hyundai i10 Era can attain a top speed of 149kmph with the 1.1 litre 68bhp iRDE2 petrol engine. The acceleration of the car from 0 to 100kmph is in 15.5 seconds which is fair enough with the engine being used by the car. The Hyundai i10 Era gives a mileage of 15.4kmpl when it is being used in city. At the same time, on the highways, the car gives a 19.2kmpl of mileage. The fuel used in the Hyundai i10 Era is petrol and the car complies with Bharat Stage IV emission norms of the country. The fuel tank capacity of Hyundai i10 Era is of 35 litres. The Hyundai i10 Era has a 155/80 R13 size of tyres which have a better grip on road. The radial type tyre helps the car to be stable while driving in speed. The 155/80 R13 size tyre is tubeless which decreases the chances of puncture on road. The Hyundai i10 Era has hydraulic shock absorbers. The kerb weight of the Hyundai i10 Era is of 870 litres.

RIDE AND HANDLING ;

The Hyundai Grand i10 has a sorted suspension and I personally love the ride quality it offers. It feels planted at all times and the suspension soaks bumps with ease. Even on really bad roads, the car remains stable and doesn’t cause any sort of discomfort. What really gets to me is the steering which is positively light at city speeds but feels lifeless as the speeds increase. It doesn’t inspire much confidence while driving fast on the highway or while cornering. Feedback offered is also very less and this is one of the factors that makes the car far from fun-to-drive.

SAFETY AND SECURITY ;

Hyundai i10 lacks essential safety features like airbags and anti-lock-braking system. Other safety equipment available on the hatchback include engine immobilizer, day and night inside rear view mirror, central locking for all doors, fog lamps in front, foldable key and keyless entry. Ventilated disc brakes in front and drum units at rear provide power to retard speed.

BOTTOMLINE ;

The above noted changes made to both the exterior and interior of the Hyundai i10 are minor but this will give the hatchback a new lease of life. The reason why we are interested particularly in the European spec i10 is because expect the Indian spec Grand i10 to carry over the same changes here as well. We do hope that some of the interior updates are too carried over to the Indian spec hatch as well.

Hyundai I10 1.1 Era Ex-showroom Price is   4,38,888/- and On Road Price is   5,25,396/- in Bangalore. Hyundai I10 1.1 Era comes in 4 colours, namely Pure White,Star Dust,Sleek Silver,Wine Red.Test drive Hyundai I10

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Hyundai Eon Overview,Interiors,Specifications & Price In India

 

OVERVIEW ;

Introduced in October 2011, Hyundai’s mini-hatchback challenges Maruti’s ace model in the segment-Alto. While the fluidic design philosophy became a talking point, the hatchback was also considered a bit pricey compared to Alto series. Lacking diesel engine like other models in the segment, Eon is available in petrol and LPG fuel options. Mechanicals include a 800cc and 998cc petrol units mated to a five-speed manual gearbox. In its product cycle spanning five years, Hyundai Eon mini-hatchback has undergone subtle additions and is now readying for a makeover likely to come out around festive season this year. Offered with petrol and LPG options, the Eon line-up derives power from a 800cc unit and a 998cc engine just like its arch rival Alto K10. But where it misses out on is the AMT unit making do with a five-speed manual transmission.

EXTERIOR AND STYLE ;

Hyundai Eon is the smallest car to get the company’s fluidic design and the design philosophy shines the best through the car. Eon could be the car with most curves and lines in its segment, or a segment higher for that matter.Heads-on, the Hyundai Eon gets swept back headlamps with a neat chrome strip adorning the Hyundai logo. The hexagonal grille is also a part of the front bumper which is really big and gives a macho look to the front of the Eon.Sculpted bonnet and neatly designed fog lamps are a rarity for the cars in this segment.Come to the side and see the fluidic design flow through the car with beefed up wheel arches, a shoulder line that runs from the headlamps to the tail. Another sculpted line runs the length of the car between the front and rear wheels. The shoulder line scoop upward towards the rear that makes the side profile sportier but rear window visibility is compromised. Even the door handles follow the shoulder line’s path with the rear door handles positioned slightly higher than the front ones.To the rear, the large tail lamps are well designed, following the car’s extroversive character. The rear glass is pretty wide and the rear spoiler is neatly integrated.The rear bumper is pretty meaty but is a size bigger than necessary, also making the boot less accessible by that much. The exhaust pipe is neatly hidden underneath the rear bumper, allowing for a neat layout.The Eon gets 145mm tyres with 12 inch rims for the D-Lite, D-Lite+, and ERA+ variants and 155mm tyres with larger 13 inch rims on Magna+ and Sportz variants. Both are pretty skinny and we recommend an upgrade to 165 or wider tyres for safety.

INTERIOR AND COMFORT ;

Hyundai Eon has very well-thought interior. It is airy and has a cheerful feeling to it. The materials used inside are of very good quality and the finishing of everything is done in a very nice way. Being tall, there is a lot of room inside. The legroom and headroom is ample for four adults and a kid to sit in the vehicle comfortably. Hyundai has used a lot of beige colour to make the car feel premium from the inside. The dashboard has been designed in a curvy and flowing way, and the car feels amazing, especially with the price tag it comes with. Hyundai has tried to keep things very simple and as informative as possible. The instrument panel, for instance, has only three neat pods displaying every information about the vehicle. The steering wheel feels proportionate to the interiors and feels good to hold. The storage inside the Eon is well managed. On the centre column, the Eon gets a good audio system with premium features. The highlight of interior would be the gear shift indicator that aids the driver in saving a lot of fuel. The small budget car also comes with tilt-steering and front power windows for easy access. The centre console features tiny chrome dipped buttons, which looks snazzy. However, Hyundai could have done a better job on this part. Hyundai Eon has good quality seats and they don’t easily fatigue the occupants. The cabin space, however, is smaller than that of Alto or even Nano. With a boot space of 215 lires, the Hyundai Eon offers a good amount of space for the price it comes at. Even though the Hyundai Eon is an entry-level hatchback in the market, it is equipped with advanced features. The car gets integrated music system with many advanced features, like radio, CD player, AUX-in, ipod connectivity and USB. These features are often missing from most of the expensive cars and Hyundai has done a good job by providing these unexpected features in the vehicle. There is a set-up of four speakers in the car, which plays the sound relatively well. To manage the space in a better way; Hyundai has installed accessories, like rear parcel tray, cup holders and bottle holders around the vehicle. There are also map pockets and floor console storage for additional space. Hyundai has really thought well about the Eon and its space management.

ENGINE AND TRANSMISSION ;

The Hyundai Eon in India gets a 3-cylinder engine that was developed at Hyundai’s R&D centre in Hyderabad. It’s the same engine as in the i10 with one cylinder removed to reduce displacement. It makes 56PS of max power along with 75Nm of torque which is the best in class. Driveability isn’t great with max torque being generated at a fairly high 4000rpm which means you have to constantly shift down to lower gears. In urban areas you will find yourself using second and third gears constantly and that also keeps the revs high. At engine speeds above 3000rpm it sounds buzzy and scratchy and the sound only dies out considerably when you shift to higher gears and keep the revs low and that largely happens on the highway. Yet its NVH is within comfortable limits and unless revved hard this engine is a quiet operator. It’s also very similar in feel to the Alto’s 800cc engine, in first gear there is a small flat spot under 1500 rpm that intermittently also shows up in second gear. At times unless revved hard it feels like the engine is dying out even though you’ve engaged first gear and released the clutch. The 5-speed transmission is smooth to operate, however on another car it felt notchy. I guess these are some of the consistency issues that Hyundai will have to sort out. The ratios nonetheless are spaced out quite a bit to provide the best fuel efficiency rather than performance, yet first to third gears sees the Eon gain momentum quickly enough.

PERFORMANCE & EFFICIENCY

With a kerb weight of 725kilos the Eon has a decent 77.24PS per tonne though with the tall ratios don’t expect the Eon to make progress very fast. So 100kmph comes up in a lazy 19.08 seconds by which time you are also inching very close to the quarter mile mark, that’s how much distance it covers to get to 100kmph. The quarter mile then takes another eight tenths of a second. With the strong low and mid range but just noise at the top the Eon feels slow in the roll-ons. Third gear overtaking acceleration is decently fast but shift into fourth or fifth and the 40-100kmph runs feel like an eternity has passed, both runs recording well over 25 seconds. The Eon is quicker than the Alto by a slim margin but at nearly two seconds, a margin it is. That said all of Hyundai’s efforts have been put into fuel efficiency. According to the ARAI figures the Eon returns an overall of 21.1kmpl, on our test cycles however she returned 15.6kmpl in the city and on the highway a brilliant 24.3kmpl but the overall adds up to just 17.75kmpl which is much lesser than what Hyundai claims.

RIDE AND HANDLING ;

The Eon uses MacPherson struts in front with a torsion beam suspension at the rear. The lower models use 145/80 R12 tubeless tyres while the higher models get 155/70 R13 tubeless tyres. The i10 and even the Santro have good ride quality and the Eon too delivers on this front. The ride is very absorbent and the soft suspension set-up offers good passenger comfort. The ground clearance too is good and this hatch is capable of handling broken roads well. On the highway the hatch is susceptible to cross winds, but having said that, there is no reason for concern and the Eon feels settled enough. Compared to the Alto the Eon rides much better. The steering is light and direct and not completely devoid of feel. Handling is good as well, but hard cornering produces fair amount of body roll.

SAFETY ;

The safety features of the Hyundai Eon include reinforced body structure, front and rear seat belts, child safety rear door locks, engine immobilizer, front fog lamps and driver airbag in one variant (Sportz).

CONCLUSSION ;

The Hyundai Eon has always made for a fine entry-level car but the lack of power did hurt those who were regularly driving over inclined roads or carrying occupants with them. With the boost in power, the Hyundai Eon makes a much stronger case for itself. Sure it is far from polished in the dynamics department and the rear seat lacks much space but when you look at the big picture, you simply can’t deny this car offers you more than your money’s worth, in terms of visuals (exterior and interiors). Only offered in Magna+ trim, the 1.0-litre Eon costs Rs. 34,000/- more than the 0.8-litre version in the same variant. For the extra money you pay, you get drastically better performance which transforms the experience of driving this car significantly.

Hyundai Eon D Lite Ex-showroom Price is   3,27,313/- and On Road Price is   3,70,579/- in Chennai. Hyundai Eon D Lite comes in 5 colours, namely Red Passion,Sleek Silver,Pristine Blue,Polar White,Star Dust.

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Ford Figo Aspire Review,Features,Specifications & Test Drive

OVERVIEW ;

The Figo Aspire is Ford’s first crack at a four-metre sedan market in India. Right from the start, the latest Ford has its work cut out. Up against well-entrenched competition like the Maruti Dzire, Honda Amaze, Hyundai Xcent and Tata Zest the Aspire will have to be really good to make an impression, and Ford knows this. The American carmaker, however, is quietly confident it’s come up with something special enough for the task at hand. Some of that confidence stems from the fact that the Aspire is much better suited to Indian conditions than any Ford before it. Unlike many of its predecessors, this car has been engineered from scratch – and not just adapted – for customers in developing markets like India and Brazil, where much of the developmental work on the car was done. But just how good is the Aspire?

Catch a glimpse of the Aspire’s nose and you can’t help but be impressed by the clean, crisp lines. The Aston Martin-like look really does work well and the headlamps and heavily chromed grille further embellish the looks. Helping here are some sharp-looking cut lines on the bonnet and the fairly aggressive chin.

EXTERIOR AND LOOK ;

The new Figo Aspire as already mentioned above is the sub compact sedan based on the new generation Figo hatch, so except the extended boot at the rear everything while everything else looks identical to the new Figo hatchback which will be launched in the market after the sedan.

Ford retained the typical styling DNA even in this new sedan and that is quite obvious from the typical Ford Trapezoidal grille towards the front which gets the four slats while the long elongated headlamps adds the little touch of sportiness to the front face, the Blue oval logo has found its place on the tip of the front hood while talking about the front hood the new hood looks sculpted and has also got two vertical crisp lines on them which starts from the windshield and end towards the Ford logo placed towards the front tip. Besides these there is nothing much interesting to describe towards the front except the raked windshield and some sweeping lines towards the front hood which according to Ford conveys a sense of movement.

Towards the side profile there is a distinct character line which starts from just behind the front headlamps and blends perfectly towards the rear taillamps. You will also love the blacked out B pillar which adds a premium touch to the side profile so are the 8 spoke alloy wheels and side blinkers integrated with the ORVMs (available only on top end variants), the other variants will get side turn indicators placed on the fenders.

Walk towards the rear of the sedan and the extended boot has been perfectly blended with the overall design so the car’s shape does not appear boring or odd. The smaller wrap around tailamps looks stylish but unfortunately does not get LED configuration to them while the chrome finished slat runs across the rear boot of the car while the rear bumper gets some Black treatment towards the lower half which adds the premium feel to the overall sedan.

INTERIOR AND SPACE ;

After exploring the upmarket exteriors, the interiors continue to impress us considering how the previous generation Figo was. The Aspire has a touch of premium-ness to its cabin thanks to the extensive use of beige and the new dashboard, which is derived from its elder siblings. You must be very familiar with the centre console and steering wheel from the EcoSport and Fiesta. The three-spoke steering as always feels great to hold with those chunky contours and the piano black inserts look good. There are controls for the audio system and Bluetooth telephony. The stalks have been finally swapped for Indian driving style! The indicator, trip meter and dipper controls are on the right while the wiper controls are on the left-hand-side. The three-pod instrument cluster looks small in size and is a bit basic with a tiny MID display but it is quite easy to read. The headlight and fog lamp controls continue to have the European position, which is convenient and also gets the boot release button there. The rearview mirror controls are placed on the A-pillar like the old Figo and Classic that offer electric adjustment and power folding function with a tap downwards.

The Figo Aspire gets automatic climate control on the Titanium and Titanium + variants that chills the cabin quite effectively but at higher fan speeds there is a lot of noise coming out from the vents. The SYNC system with AppLink comes on the Titanium + variant that has a 4.2-inch screen. It offers CD, AUX, USB and Bluetooth connectivity with voice-activated handsfree system. It streams music, which sounds good through its 4-speaker audio system but at high volumes the bass tends to get distorted. There is an emergency assist system that activates when the car experiences a collision and automatically calls the emergency responders providing location and vehicle information. The AppLink system currently works with four apps including Glympse, which lets you share your location with contacts, ESPN Cricinfo that keeps you remain updated with scores, MapMyIndia to explore new attractions and Burrp to discover new food destinations.

Another interesting new feature which is unheard of in this segment is the MyKey technology available with the SYNC system. This system lets the owners program the key that limits the top speed of the car, music volume, prevents switching TCS off and also ensures the usage of seatbelt by turning off the audio system unless the driver wears the seatbelt. So if you don’t want your car to be mishandled by some other driver then you can programme the key, which offers great peace of mind. The Trend and Titanium variants don’t offer SYNC system and instead come with an innovative MyFord Dock feature. There is a small compartment on the top of the dashboard, where you can mount your phone and charge it with the USB port placed in the same compartment and also the AUX port for music connectivity. This way you can easily access your phone’s navigation system too without fumbling with the device.

The quality inside the cabin is good and never does it feel cheap or built to a cost. The doors are heavy and the car has solid build quality. The controls have a tactile feel, the air vents (none at the rear but the AC is a chiller), audio controls, climate control knobs, window switches, etc. feel built to last. There are more than 20 smart storage spaces inside the cabin to make the cabin look neat and tidy. The front door pockets can hold two bottles including a 1.5-litre and a 1.0-litre bottle with still some extra space left for more things. Then there is the sizeable glovebox with a neat pen holder. Just below the audio system there is a convenient place to park your phone that has rubberised material to keep it in place. Between the front seats there is a compartment that gets three cup holders, coin storage and a bin for the rear passengers. The one we liked the most is a secret side compartment, which is only accessible when the driver’s door is open. There are no door pockets for the rear but there are seatback pockets for newspapers and magazines and a parcel shelf at the back with carved out space to keep tissue boxes and similar stuff. There are no grab handles on the Titanium + trim because of six airbags but other variants get it. There are cabin lights for front passengers but missing for the rear.

ENGINE AND PERFORMANCE ;

There are three engines to choose from in the Ford Figo Aspire. First is the 1.2-litre petrol that churns out 87bhp of power and 112Nm and comes mated to a five-speed manual transmission. This engine is ideal for city driving, while for highway it is just fine if you want to cruise. The punch from the engine comes after 3000rpm and keep it above that if you want to extract the best performance.

The Ford Figo Aspire’s second engine is the 1.5-litre petrol. This engine comes only with a six-speed DCT (dual clutch transmission). Simply put, it is a high-end automatic transmission. This is quite a powerful engine and is fun to drive in a spirited fashion. It is very responsive and will satisfy those looking for extra performance with the convenience of an automatic.

The third engine is the 1.5-litre diesel that produces 98bhp of power and 215Nm of torque. This engine of the Ford Figo Aspire has been tuned for better performance, however, there is still some amount of turbo lag. This is the perfect engine be it city or highway driving. This is the best engine of the lot and we will recommend this for performance and even fuel efficiency

The diesel is certainly our pick of lot and it has a good mid-range, at low rpms it struggles to pull. The sweet spot for this engine is between 2000-3500rpm. The diesel will return about 15-17km/l in city. The Ford Figo Aspire has good suspension set-up. At the rear it is softer than the front and so the rear has still decent ride. The handling of the Ford Figo Aspire is one of the best-in-class and even the electric power steering is light and easy to drive in city and even on the highway.

RIDE AND HANDLING ;

Unlike the Fiesta, which is an outright handler, the Aspire seems to have sacrificed some of the corner-carving skills in favor of a comfortable ride. We tested the Figo Aspire on the splendid highways around Udaipur, which means that we are yet to sample the ride quality on the broken tarmac. However, the Aspire dismissed most of the small speed humps and slightly rough patches of road with quite an aplomb. The car is adept at gliding over most of the irregularities and our guess is that only the biggest of the craters would unsettle this car’s composure. High speed stability is pretty fantastic, especially when you remind yourself that we are talking about a budget-end sedan here. The steering, which is an Electric Power Steering (EPS) unit, isn’t light and offers at least some feedback. However, it doesn’t weigh up well with speed and the performance-enthusiast might be left slightly disappointed here. The top-of-the-line Titanium variant we drove comes with 14-inch rims that are shod with 145/65 rubber. Grip levels are decent and it is particularly easy to push this car hard into a corner. However, like we said, the Aspire is not as sure-footed as the Fiesta, which means that the slightly soft-sprung suspension doesn’t inspire enough confidence for mid-corner corrections. The Figo Aspire gets ventilated disc brakes at front and drum brakes at the rear. Braking is pretty strong and ABS ensures that the car stops in a straight line.

SAFETY FEATURES ;

The Ford Figo Aspire as expected comes loaded with all the possible gadgets that one might expect from a car in this category and then some. You obviously get Bluetooth telephony, an integrated audio infotainment system with phone controls and steering mounted audio controls. You also get a height adjustable steering wheel and driver’s seat along with electronically adjustable outside rear view mirrors with an electric folding option.

Ford has also taken an interesting approach to a smartphone mounting dock and integrated it well into the central dashboard architecture. You also get what Ford calls a MyKey which is essentially is like a central control over system settings like the speed limiter, seatbelt reminder and the infotainment volume limiter. The Ford Figo Aspire also comes with an automatic climate control and Ford’s SYNC applink that integrates your smart phone or tablet with the infotainment system.

What really does impress us the most though are the safety features that the Ford Figo Aspire comes with. All versions of the Aspire come standard with ABS and two airbags. The top of the line Aspire on the other hand comes with a staggering six airbags which is a first for a car in this segment. The Figo also comes with additional features like hill start control, which too is a first in its class.

BOTTOMLINE ;

Lot of thought has gone into development of the Figo Aspire; it might not excel at a specific thing, but is a superb overall package. It looks decent, offers plenty of cabin space, scores REALLY high on safety, beats the competition on performance and has a decent ride and handling package. It does miss out on few features, but I don’t mind missing out if Ford manages to price this competitively.

The price then becomes an important factor in deciding the fate of this product. Ford is expected to launch the car and start deliveries in the next three to four weeks and if you are looking at buying a compact sedan or any car under Rs 9 lakh, it makes sense to wait for a month to check this out.

Ford Figo Aspire 1.2p Ambiente Mt Ex-showroom Price is   5,47,463/- and On Road Price is   5,91,053/- in New Delhi. Ford Figo Aspire 1.2p Ambiente Mt comes in 7 colours, namely Deep Impact Blue,Smoke Grey,Sparkling Gold,Tuxedo Black,Ruby Red,Oxford White,Ingot Silver