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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.
DRIVING DYNAMICS ;
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.
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.
DESIGN AND STYLE
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.
CABIN AND COMFORT
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.
ENGINE AND TRANSMISSION
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.
RIDE AND HANDLING
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
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.
EXTERIOR AND LOOK
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.
INTERIOR AND COMFORT
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.
ENGINE AND GEARBOX
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.
RIDE AND HANDLING
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
Success is often followed by dalliance. Not always, often. The Q5 wasn’t just one of Audi’s most successful products of all time, it also dominated the luxury SUV space, not just in India but in just about every market since its inception in 2008. At the time it was an incredibly spacious and capable on-road SUV that could do sufficiently well on untarred terrain. It married that performance very well with technology that made life inside the Q5 extremely comfy. Since then, a plethora of able alternatives have cropped up like the Land Rover Discovery Sport and the Jaguar F-Pace, not to mention its traditional German rivals in the BMW X3 and the Mercedes GLC. The rivals have enjoyed a free rein and caught up with the Q5 but now Audi has had enough. It wants its pie back and it wants it now. Enter the all-new second-generation Q5. But how does it earn back the kind of dominance it enjoyed once upon a time – let’s face it – this time around its competitors are very very capable.
The new Audi Q5 will be based on the MLB platform that does duty in the new A4. The crossover is lighter than its predecessor by about 90 kilograms. Following the new design language, the new Q5 does resemble the current Q3’s fascia. There are subtle differences between the two, however these aren’t major ones. The front grille is made of a sculpturally flared Singleframe grille with a solid frame. In this one, the side profile looks again more crossover like and it seems to be lower than the outgoing version in visuals. The rear is again made up of the same LED tail lamp cluster, which we have noticed in other Audi Q vehicles. The tail lights are also available with optional dynamic indicators. The tailgate wraps around the C-pillars – a typical feature of the Q models from Audi. A diffuser insert integrates the exhaust tailpipes.
High quality black colored leather upholstery and walnut dark brown inlays on dashboard, central console and door panels give a plush look to the cabin compartment. Its cockpit is furnished with ‘Sports’ seats, which have electrical adjustment for height, seat angle, fore/aft and backrest angle. They also feature 4-way lumbar support, which further enhances the comfort. Apart from the entry level trim, its other trims have electrically adjustable front seats, wherein the driver’s seat has a memory function. The leather wrapped steering wheel has 4-spokes and is mounted with control switches for audio, Bluetooth and cruise control function. The instrument cluster has an integrated color screen along with two round shaped meters, which displays informatics like speedometer, fuel consumption, tachometer, external temperature, trip-meter, date several other notification lamps for keeping the driver up to date. The rear seat has split foldable function that helps in increasing the boot volume of car. Its front door panels have armrests featuring illuminated control switches for adjustment of all four power windows. While the central console is integrated with ergonomically positioned switches for various comfort functions of this sports utility vehicle including Drive select, there are a lot of chrome inserts given inside, which adds to its elegance. The company has also given it a number of utility based aspects, which are storage package including glove box, front seat back pockets, front and rear center armrest with storage compartment, storage box under driver’s seat and a sun glass holder, cup and bottle holders, a rear parcel shelf, door map pockets, remote fuel lid opener and many other such aspects.
It is integrated with a 3-Zone deluxe automatic AC unit with sunlight-dependent control system. It electronically regulates the air temperature, rate of air flow and distribution to keep the ambiance pleasant. It also has separate temperature control for driver and front co-passenger and its controls are given on digital display. The company has given it an advanced music interface surround sound along with 14-speakers including center speaker in the dashboard and sub-woofer in rear parcel shelf. It also has voice control technology and an additional arrow display in the driver information system with 8 passive speakers, total output 80 watts, radio with triple tuner. It is equipped with phase diversity, hard drive, MP3 player and compatible for WMA, AAC and MPEG-4. This is also integrated with an advanced cruise control with brake intervention system that maintains the set speed constant, while dealing with obstructions ahead. This series is also incorporated with parking system plus, which provides excellent assistance while parking. It features a rear view camera with display provided on MMI screen. It also offers acoustic warning signals for both front and rear, which adds to the convenience. The most important feature of this saloon is its Drive Select function featuring five different modes like efficiency, auto, dynamic, comfort and individual. Its pre-sense basic helps in networking the different vehicle systems that enables driving situations to be categorized and actions to be implemented for preventing occupants. It has features like auto release function, front center armrest, electromechanical power steering with tilt and telescopic adjustment, electrical sun blind for rear windscreen and storage package.
Initially, India is likely to get two engine options – a 2l diesel and a 2l TFSI turbo-petrol, not new engines, but as Audi promises much better than before in terms of performance and efficiency. But that much you’d expect even with a facelift, let alone a generation change. Engines usually outlive cars and both these engines have quite a bit of life left in them. Our test car was propelled by the 2-litre, 4-cylinder TFSI engine that now produces 252PS of max power and 370Nm of max torque. It comes mated to the VW family’s 7-speed dual-clutch automatic which helps put down power in conjunction with the on-demand quattro all-wheel-drive system. Power is up by 27PS from the outgoing version but this gets spread out in the ratios, so you won’t immediately notice it.
The alternative fuel-efficient diesel option is good for 190PS, and I’m told it is sufficient for almost every requirement thanks largely to that 7-speed DSG gearbox. Of course, if Audi really wants to befriend the growing population of enthusiasts in India, we should see them introduce the SQ5 which brings the big daddy of the TFSI family to the party – the 3-litre turbo V6 that churns out 354PS – and the new 8-speed tiptronic transmission. But that’s for later, both engine options offered at first are expected to be more fuel-efficient and perform better – as you’d expect from the timely engine tweaks. But again, these aren’t enough of a knockout punch; they’re more technical jabs that will earn the Q5 some technical points.
DRIVING DYNAMICS ;
Audi has tuned the Q5’s underpinnings to offer more balanced dynamics. The new Q5 rides extremely well, taking bad roads in its stride with improved confidence. The vehicle glides over bumps with authority and never gets disturbed on even the worst of tarmac. The improved ride is reassuring considering the Q5 will also be subjected to off-road conditions. The new electromechanical steering system is light and responsive although it doesn’t convey much and is not thoroughly involving. The improvements to the ride quality come at the cost of handling, which is still very good considering the bulk of the vehicle.
The rear biased power delivery from the Quattro system ensures good levels of grip at most times. High speed stability is excellent too and the Audi Q5 remains glued to the road without giving a hint of the speeds to the occupants. There are four adjustable settings for the dampers – Comfort, Auto, Dynamic and Individual. In Dynamic mode, the Audi Q5 is quite agile and offers good feedback from the steering wheel. Body roll is well contained and the Q5 has decent off-road abilities too, which is further aided by Hill Descent control. Braking performance is good and the speed shedding ability from this beast is thoroughly impressive.
All 2017 Audi Q5 models come with stability and traction control, front side airbags and side curtain airbags. Rear side airbags are a stand-alone option, while the Technology package includes parking sensors, a rearview camera and a blind-spot warning system. There are no collision avoidance or lane departure technologies available.In Edmunds brake testing, a Q5 2.0T with 18-inch wheels and summer tires came to a stop from 60 mph in 114 feet, an average distance for this class. A 3.0T Prestige with 19s and summer tires stopped in a praiseworthy 109 feet.
The 2017 Audi Q5 has quite the laundry list of improvements. From is larger size, new platform, lighter weight, more powerful engine, new quattro AWD system, and sharp new interior, the second-generation Q5 represents a huge leap forward in design and execution.Crossovers are only becoming more popular these days, so Audi should be well set up for success. We foresee sales increasing over the previous Q5 – less of course Audi does indeed jack the price up $10,000. We’ll definitely keep you posted on what transpires.
Audi Q5 30 Tdi Quattro Premium Ex-showroom Price is 50,59,500/- and On Road Price is 58,97,652/- in Bangalore. Audi Q5 30 Tdi Quattro Premium comes in 6 colours, namely Scuba Blue,Ibis White,Monsoon Grey,Teak Brown,Florett Silver,Mythos Black.For more details of Audi car models please click on carzprize.com
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 .
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.
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
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.
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.
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.
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
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.
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).
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.
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.
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