Tata Tigor Features & Specifications


The Tata Tigor is the second compact sedan in the Indian carmaker’s lineup and sits below the Tata Zest. Built on the Tata Tiago platform, the Tigor was first showcased at the 2016 Auto Expo in Delhi as the Kite 5 Concept. The Tata Tigor has been built with the HorizonNext design ideology and is an important product on Tata’s road to revival.While the Tigor was expected to rattle the sub-four metre sedan segment with its pricing, it still sits almost Rs 50,000 below the likes of Honda Amaze, Maruti Suzuki Swift Dzire, Hyundai Xcent, Ford Aspire and the Volkswagen Ameo. Check Price of Tigor in Carzprice


The Tigor compact sedan underpins slightly tweaked version of the XO platform. Although the car uses the same platform, the wheelbase has been extended by 50 more mm to add the extra amount of space for the rear passengers.Coming to its exterior styling, we must inform you all that the Tigor Styleback looks far better than any other compact sedans of the Indian market. It is quite evident that the Tigor hurriedly did not finish designing the car. It does not have any disproportionate lines towards the B-Pillar onward while the boot and the rear profile blends perfectly with the overall design quite well. The sloping roofline towards the rear of the car and that integrated roof spoiler with the stop lamps adds a premium appeal to the Styleback. The rear profile also features a wraparound split LED taillamps which look gorgeous with the Hexagonal elements in it. The lower bumper at the rear profile looks bulky which has helped in making the sedan appear slightly bigger than its sibling Tiago.

Apart from the newly done rear profile, the front and side profile gets the same treatment as seen on the Tiago hatchback. Fewer changes to the front include a smoked projector headlamp which also gets integrated LED DRL’s as well. The lower bumper houses round shaped fog lamps with chrome embellishments. The Tigor also gets Tata’s signature grille with Hexagonal detailing and Tata Motors logo at the centre; this grille can also be found in the Tiago hatchback as well. The side profile too looks identical to the hatchback with no such noticeable changes. However, it does get two different alloy wheel patterns for the petrol and diesel variants respectively.Thus with all the changes mentioned above calling the Tata Tigor one of the most proportionate looking compact sedan’s currently available in the Indian market won’t be an understatement. Upgrade to new Tigor by exchanging your used car 


Step inside and you won’t notice and major changes over the Tiago. The dashboard design is exactly the same including the 3-spoke steering wheel and the instrument cluster. However, you get some more goodies in the Tigor compared to its hatchback sibling. The centre console comes with a Harman Connectnext touchscreen infotainment system with Bluetooth connectivity. It is being offered with Tata App Suite that lets you control the system via several apps for Navigation, Music, Emergency, Car Settings, etc. The display also doubles up as a reverse parking camera display. The touch quality isn’t great but the interface is user friendly. You also get steering mounted audio controls along with voice command system. The Tigor comes with 8 speakers and it sounds quite impressive with clear acoustics.

Another additional feature over the Tiago is the automatic climate control system which works quite well and cools the cabin effectively. The quality, fit and finish is similar to the hatch, which is quite impressive as Tata has improved their quality leaps and bounds compared to the older products. There are quite a few storage spaces to keep the cabin neat and tidy. The seats are very comfortable, specially the rear seats that have been improved in terms of padding and support. The legroom is ample at the back and you also get centre arm rest with cup holders. The boot is very accommodating with 419-litre of capacity. The best part about the boot is that you don’t get those conventional hinges that hinder the capacity and instead Tata has put hydraulic struts for optimum space in the boot.


The Tigor will be available with the same diesel and petrol motors that power the Tiago, and both motors will be mated to a five-speed manual transmission. As of the now, the petrol version will not get an AMT gearbox option which is available on the Tiago. Let’s talk about the diesel Revotorq engine first. This is a 1.0-litre three-cylinder diesel mill that makes 70bhp and 140Nm of torque. On firing the engine, the diesel clatter can be heard within the cabin and some of the vibrations filter through to the pedals too.Off the mark, the diesel Tigor builds up pace in a linear manner and there’s hardly any turbo lag. It’s not exactly quick but there’s a mild surge at 1,900rpm till about 3,200rpm which helps the progression in speed. However, the narrow range means that you need to keep working the gearbox at times to derive the best out of this engine, especially for a quick overtake. One also needs to note that the engine gets louder when revved hard. This five-speed gearbox shifts with decent accuracy along a slightly rubbery gate but the throws are long and they sometimes don’t shift appropriately while slotting in a hurry.

This brings us to the all-aluminium three-cylinder 1.2-litre petrol engine that produces 85bhp and 114Nm of torque. This motor has undergone tweaks to improve the refinement and it shows immediately. However, if you keep the throttle depressed, the engine noise makes its presence felt but it doesn’t sound coarse. This is especially pronounced when you rev it to overtake or carry out a performance oriented manoeuvre. However, after driving the diesel Tigor, the petrol version felt a lot more eager and the build-up of momentum is quite linear all the way to the 6400rpm red line. This motor also has enough grunt for some adequate highway cruising abilities too.The five-speed gearbox on the petrol Tigor has long throws which feels far from precise. But thanks to the slightly lighter clutch (than diesel), the entire shifting process is easier. There are two drive modes on offer, namely Eco and City. The outcome of these modes are more pronounced in the petrol than in the diesel. When you start either of the engines, the City mode is activated by default, however on choosing Eco mode, the system slightly reduces the response from the engine to make way for more efficiency. Nevertheless, we felt that out on the highway, it makes sense to slot in City mode for some extra mid-range punch especially while overtaking.


In terms of driving, the Tata Tigor ride has a very supple ride. It irons out most of the road bumps and it does a fairly good job. The handling too, is one of the best in its segment. Push it around a bend and the hatchback does a good job. The steering wheel is light and still has good enough feedback. This is what makes it stand out.The fuel tank capacity of the Tata Tigor is 35 litres, which will be sufficient for long road trips as well. The ride quality of this vehicle is good and what stands is its handling. It is a good mix of ride quality and handling characteristics. The ABS on offer comes with EBD (electronic brake force distribution), corner stability control (CSC) for enhanced braking efficiency.


Tata Tigor specifications include disc brakes at the front and drum brakes at the rear as standard. As for the safety of occupants, the company has incorporated a plethora of premium safety features, like dual front airbags, Anti-lock Braking System (ABS) with Electronic Brake-force Distribution (EBD) and Corner Stability Control (CSC), speed-dependent auto door locks, follow-me-home lamps, park assist with sensors and camera, and seat belt with pretensioners and load limiters. Sadly, the base grade XE doesn’t get any of the aforementioned features.


What’s clear is that the Tigor is not just a Tiago with a boot. It’s got a different vibe and that’s all thanks to the way it looks. It is an attractive car and has a certain visual appeal that the typical compact sedan doesn’t have. In a sense, the Tigor will attract buyers to whom design and style get priority over practicality. That’s not to say the Tigor isn’t practical. Much to the contrary, it’s got a well thought-out cabin, ample interior space and a large and useable boot. At the same time, top-spec Tigor’s also address modern day requirements for connectivity and features.Where the Tigor could have been better is under the bonnet. Both the petrol and the diesel engine could have done with more power. In fact, given the good ride and handling package, the powertrain is the sole area where the Tigor feels a notch down to the existing compact sedans. But here’s the thing. The Tigor will come in under the Tata Zest, which by extension means it will be priced significantly lower than compact sedans like the Maruti Swift Dzire, Honda Amaze, Hyundai Xcent, Ford Figo Aspire and Volkswagen Ameo. Tata is said to be looking at an aggressive price tag for the Tigor with prices likely to range from Rs 4 lakh (estimated, ex-showroom, Delhi) for the base petrol to Rs 6.5 lakh for the top-spec diesel. And that means the Tigor could sit in a sweet spot in the market with no direct rivals.The Tiago hatchback has already shown there’s a market for a well-priced Tata. The Tigor has the potential to take things up a few notches.

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BMW X6 Review & Performance


BMW India has made it official that second-generation X6 would be launched on 23rd July, 2015 in the country. Originally unveiled at 2014 Moscow Motor Show, the 2015 BMW X6 would be the company’s flagship SUV in India. Just like the ongoing model, which was launched in 2009, the new-generation X6 would be sold as Completely Built Unit (CBU). For those asking, BMW India would also launch the high-performance X6M in India later this year. Get Price of BMW X6 in Carzprice

BMW X6 would be the company’s ‘X’ fourth product in the country as it already offers X1 entry-level SUV, X3 mid-sized SUV and X5 premium SUV. As for the second-generation BMW X6, it is 40 kgs. lighter than the outgoing model. The chassis comprises of high-strength steels, thermoplastics and aluminium, which has helped immensely in the weight reduction. Moreover, the centre console of the SUV is made from Magnesium, which makes it even more ligher in weight. The 2015 X6 would continue the traditional 50:50 weight distribution on the front and rear axles. Apparently, BMW would launch the xDrive40d variant of the X6 in India. Just so you know, BMW X6 would rival the Mercedes-Benz GLE-Class coupe.


Take a look at the new X6 and it definitely looks bigger and wider than its predecessor which means more interior space and comfort but we will be talking about all these a bit later let us first find out what else is newin the second generation X6 exterior. The first and the most important styling feature of the x6 is its dynamic coupe like roofline which not only makes it look different from the rest of the SUV’s out there but also looks elegant and stylish. The front of the vehicle has a dominating character but you won’t definitely miss the signature BMW grille which now comes with Cerium Grey color, you will also notice that the Kidney shaped grille which looks fatter and wider compared to its predecessor. The standard Xenon headlamps gives the front a sharp appearance. You will also find the lower front bumper now gets bigger air dams which has been reshaped for both practicality and functionality; it helps the engine to keep cool and improve its efficiency also imporved airflow. Just like the front the rear too has received its fair share of u pdates. The L shaped full LED tail lamps at the rear has increased in length compared to its predecessor. The duel exhaust at the rear of the vehicle also looks new and the second generation BMW X6 comes with underbody protection which is made up of Brushed steel and it helps enhances the muscular appeal of the SUV. Apply car loan for BMW X6 at Carzprice

The side profile too now has duel character lines which according to BMW words are called swage lines. The first of those Swage lines appears from the from the front wheel arches and rises and ends up in towards the to the rear door handles. While the second swage line runs on the lower half of the vehicle and ends towards the rear tail lamps. You also get a new air breather on the X6 which not only adds sportiness to the design but also helps in improving ventilation and efficiency.


Step inside and you are welcomed by a trademark BMW cabin. The dashboard has horizontally been split into three parts. The upper half is black leather wrapped, the lower half gets an off-white treatment and splitting the two are slats of piano black and wood. The interior and the door trims are also optionally available in American Oak, Fineline Stripe, Fineline Pure, or Poplar Grain fine-wood trim fine-wood trim. The off-white materials used in the cabin gives it an airy feel. The seats can be adjusted electronically making it easy to find the right driving position and comfort. There is a fair bit of space at the back too but due to the centre arm rest and the air con controls, seating three at the back won’t be the most comfortable affair. Surprisingly, despite the coupe roofline, the low seating means there is quite a bit of head room even at the back. For those planning to go on a long family vacation need not worry about boot space. With the seat back upright the 2015 X6 makes 580 litres of space. Moreover the rear seat can be folded down in a 40:20:40 split thereby expanding on storage space.

The 2015 X6 comes heavily loaded with features. From Head-Up Display, night vision with dynamic light spot, 360 degree camera to parking assist, the X6 has it all. In terms of safety, the X6 gets 6 airbags, ABS, EBD and all other abbreviations you can think of. It also gets Lane departure warning and pedestrian alert. For the passengers at the back there are two separate HD 9.2-inch monitors with separate DVD drives to view different films on. Talking about movies and sound, the 2015 BMW X6 also comes with a 16 speaker Bang and Olufsen high end surround sound system.The centre console gets a 10.25-inch screen below which is the dual zone climate control and the controls for the integrated Bang and Olufsen infotainment system. Aside from the media and navigation, the screen also displays vehicle information and settings too. All the buttons are soft touch and well within reach. And then there is the automatic tailgate operation. If you hands are full after a shopping spree, a quick wave of the foot under the rear bumper opens up the tailgate.


Under the hood sits BMW’s most recent gem — a smooth, free-revving diesel six with not one, not two, but three turbos! The M50d’s 3.0-litre, triple-turbo straight-six produces 381bhp and commercial vehicle-like torque of 75.45kgm. All this is achieved because BMW has reduced the compression ratio of this diesel to just 16:1, really low considering few petrols nowadays come with a 12:1 ratio. The lower compression allows for greater ‘fill’ from the three turbos at maximum boost, and BMW has made sure injection pressure is good enough to supply plenty of diesel. The M50d’s injection pressure is upped to a really high 2,200bar when the engine is running at max speed.

How do the three turbos work together? To begin with, a small variable-geometry turbo comes in at low revs. This allows for fast responses and a reduction in lag as the light turbo is easy to spool up even with a small tap on the throttle. There is a hint of lag as you take off, but the quick eight-speed gearbox ratios help you overcome this in a jiffy. The larger main turbo joins the fray at just 1,500rpm, and takes responsibility for most of the meaty midrange. So, after 2,000rpm, responses are massive and explosive bursts of acceleration are just a flex of your right foot away. The third turbo is small again and chimes in at approximately 2,600rpm, helping give the mid range a boost. The best bit is that the turbos overlap so smoothly, you really need to pay attention to notice where each comes in, especially if you accelerate flat out in one long seamless pull all the way to 5,600rpm.

As a result, the X6 M50d is really quick. This 2.2-tonne SUV does 0-100 in an insane 5.3 seconds, and that’s just the start of it. And the manic pull in the higher gears simply has to be experienced. The motor delivers huge thrust from 2,000rpm to 5,000rpm, and the manner in which it progresses up the powerband is so undiesel-like, you almost forget it is one. Yes, it growls like a diesel in the midrange under load and there’s a hint of clatter too, but there’s also a nice snarl in the top end that sounds just great. At speed, the X6’s most remarkable feature is its near-petrol-like hush.


BMW’s are known to be driving machines, the X6’s weight tries to make an exception here. With significant amount of weight under its belly, the X6’s heaviness is felt at high speeds and it has quite a bit of body roll. The vehicle gets bouncy on bad roads and the run flat tyres really don’t help matters much. Surprisingly this BMW has a space saver spare wheel but still BMW has opted for run flat tyres, which do end up spoiling the ride quality to a certain extent. The vehicle is on the stiffer side but still glides on good roads, only to be unsettled on large bumps. BMW doesn’t offer mode selection on this variant of the X6 and you can’t choose between Comfort or Sport, surprising.

High speed stability is excellent and although it’s not as sharp as other BMWs, its still much ahead of its key rivals (from the SUV segment). The steering is a delight and has immense feel and feedback. It isn’t much heavy at low speeds but as you go faster, the steering simply comes into its own, offering a very tactile feel to the drive. Brakes are very sure footed and have terrific stopping power, with the pedal feel being extremely positive. The X6 has good off-road ability and can easily traverse most terrains, thereby offering an splendid balance of good on and off-road driving.


Like its comfort features, the manufacturer has also given due importance to its safety department by equipping it with several innovative aspects. It has active head restraints along with eight airbags and seatbelts, which can minimize the risk of injuries to the occupants inside. Other protective features include dynamic stability control including anti lock braking system, cornering brake control, dynamic traction control, electric parking brake with auto hold and an emergency spare wheel. It also has functions like hill start assistance, brake drying and brake stand-by function. Apart from this, this vehicle is also blessed with adaptive LED headlamps, parking assistance, side impact protection, ISOFIX child seat mountings, run flat indicator, run flat tyres with reinforced side walls, warning triangles with first aid kit and an immobilizer with crash sensors.


The new BMW X6 is an excellent car, and since it is equipped with “M” package as standard, it is even more attractive. The only real drawback of the vehicle is its size. Most of the urban areas are not big enough to handle a car as big as this one. You are going to have a lot of trouble while trying to park it. But, the size does not matter a lot as all its competing cars are of the same size barring Porsche Macan. X6 definitely looks rich and the performance figures match the sporty looks. Though if you are looking for a proper SUV, which can do a fair amount of off-roading, you should probably go for the Land Rovers but since there are only a few people in India who try out their 1 crore+ vehicles off-road, X6 seems to be the perfect choice.


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Maruti Suzuki Ignis Features & Specifications


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. Check for Maruti Ignis price in Hyderabad


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. Request test drive for Maruti Ignis in Cazprice

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.


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


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.


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.




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Hyundai Grand i10 Features & Specifications


Hyundai Motors India LTD launched the facelift Grand i10 in India; the hatchback was unveiled for the first time in UK last year. While the hatchback is sold in the European market as the new generation i10 the same car is sold alongside its predecessor in the Indian market.The facelift hatchback which was launched yesterday promises redefined exterior styling, Hi-tech Features, improved performance and Fuel Efficiency. Priced in between INR 4.58 Lakhs – to INR 7.33 Lakhs (ex-showroom Delhi), this new hatchback surely brings a lot on the table. Check for review, specifications & price of Hyundai Grand I10


There are very few changes to the exteriors but they do give the car a fresher look. The front bumper gets a mild tweak in design which includes a new fog lamp housing, honey comb grille and LED DRLs, which come on only when the handbrake is disengaged. The side profile continues to remain similar save for the redesigned 14-inch alloy wheels. At the rear, the bumper gets the most apparent change which includes a thick black strip with circular reflectors on either side. The Grand i10 has always been a pleasant looking car and the update looks good too. Get On Road Price of Hyundai Grand I10 in Carzprice


Step inside & you’ll find yourself wearing a nice, cheery smile near instantly. The cabin is a class act on the Grand i10. Fit & Finish levels are brilliant for the class. The dashboard is neat & well-put together. Get behind the steering wheel & you recognize the parts sharing that’s gone behind the car, but all that doesn’t really matter. You notice the fully-specced out interiors.The seat height adjust, the Bluetooth enabled entertainment systems; auto-folding mirrors, key-less entry & push-button start. Hyundai have even gone ahead & given the car a cooled glove-box for good measure! Plus, there’s enough storage options in the dash, the gear console & the door-pads to keep everyone happy as punch. What’s more, open the trunk & you’ll be delighted to see the amount of space that’s available. There’s enough in there to stow away the weekend luggage for all four occupants, with the backpack & duffel bag for the fifth occupant squeezed right in.


This new hatchback also gets a new power source; an all-new, 1.1-litre, three-cylinder diesel motor (codename: U2) which develops 70bhp. Now, diesel engines and three cylinders don’t really go well together, as both are inherently prone to vibration, so it’s no surprise that the Grand i10 flutters and vibrates softly at idle. This new engine may be essentially Hyundai’s 1.4 four-cylinder unit with a cylinder chopped off, but that creamy idle is gone.Counter-balancing shafts have been used to iron out the inherent imbalance of a three-cylinder configuration, so when you rev the engine, it smoothens out a bit. There is a hint of turbo lag, but after 1,500rpm, the motor pulls cleanly and with a fair amount of enthusiasm. Performance feels smooth and linear at best, but you truly miss that strong surge in the mid-range that is so typical of more powerful diesel motors. The top-end isn’t strong either, and the engine labours as you cross the 3,500rpm mark, so it’s best to upshift early. Refinement on the move, however, is pretty good. At low revs, the engine is never intrusive and it’s only when you near the redline that you can really tell it’s a diesel. It must be said that this motor lacks the punch needed to really make the Grand i10 fun to drive, but the new Hyundai does have the right gearing for city driving. The short gearing makes you feel at home in the city and coupled with short throws, navigating through the box isn’t tiresome. We also had a go in the petrol version of the Grand i10 with the manual gearbox (it’s also available with a four-speed automatic). It uses the same 1.2-litre ‘Kappa 2’ four-cylinder motor as the current i10, which is equipped with variable valve timing (VVT in Hyundai speak).And just like the i10, it feels fairly peppy to drive. It may lack the outright performance of cars like the Swift or the Brio but, the power delivery is smooth and there is adequate power throughout most of the rev-range. You get useable power from 1500rpm and this makes it comfortable to drive in the city. Also, a strong mid-range means you can easily cruise at a reasonable 100kph on the highway and still have some power left in reserve for a quick overtaking manoeuvre. Get offers & discounts on Huundai Grand I10


The Hyundai Grand i10 absorbs bumps nicely, especially the high-speed ones. Road irregularities at low speed do cause some side-to-side body movement because of the slightly soft suspension. The steering is very light in the city and is a tad too over assisted even when you venture into the highway. It feels nowhere connected as say the Celerio’s or even the Figo’s unit. Stability in a straight line though is excellent. I also like the way, except for the tyre noise at high speeds, the engine noise doesn’t enter the cabin. While we have noted in other tests that most of the other Hyundais do have a wooden feel at the brakes, the Grand i10’s units offer plenty of feedback. They do a more than decent job of slowing down the car with the driver knowing the exact biting point of the brakes. This shows in the 100-0kmph braking times which have reduced by .3s as compared to the outgoing car (3.6s).


The Hyundai Grand i10 features a driver-side airbag as standard across the range. On the top-of-the-line Asta variant which we have tested, safety features include dual front airbags, ABS, impact sensing door-unlock, rear defogger and rear parking sensors and camera.The Hyundai Grand i10, for the price, does not offer as many safety systems as the Ford Figo. The Figo, with 6 airbags, ABS and EBD trumps the Grand i10 in terms of safety.


Hyundai Grand i10 is a very affordable car and by all means is the best choice in its segment. The Grand i10 has a long list of features, which look very good and inviting on paper. The base model somehow misses out on few key things like ABS and passenger airbag. This mid-sized hatchback looks very pleasing to the eyes and comparatively looks better than most cars on the road. The Hyundai Grand i10 packs almost every feature needed in a car in a compact package. With the segment-first features, like the integrated memory, Hyundai has surely attracted many tech-savvy buyers towards the new model. The elegant-looking diamond-cut alloys make the car even more appealing. Important safety features, like the Anti-lock Braking System (ABS) and passenger front airbag, are missing in the standard list, and they come only as an option with higher variants. Hyundai has surely made a point on including all the features in the vehicle but not all are available with the Era or the Magna model. Even with the missing features, the Hyundai Grand i10 is a good choice in the segment and the sales figure of the car just puts concrete to our thoughts.



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Maruti Suzuki S Cross Review & Performance


It was back in 2015 that Maruti Suzuki first introduced their premium crossover S-Cross for the Indian market. It was the first car to be sold through the Nexa dealerships. Due to the onslaught of SUVs in the Indian market, the S-Cross didn’t really make a mark in sales numbers. It was a big deal then, and still is for being a premium offering from the carmaker. Today in 2017, the crossover employs the brand’s Smart Hybrid technology and has gone through a cosmetic makeover. It boasts of a host of styling updates and features, thus adding to its premium quotient. Maruti Suzuki is now hoping to grab a decent chunk of sales in this segment. But does this model have the mettle and the elements to bring back the charm? Get On Road Price of Maruti Suzuki S Cross in Carzprice


First things first, there aren’t drastic changes on how the facelifted S-Cross looks especially from the side and rear profile. However, as is with every facelift, more updates are on the front. The front fascia of the new Maruti S-Cross comes across as something fresh. Changes are in the form of a vertically stacked chrome grille, redesigned headlamps with LED DRLs and a redesigned bumper that’s sportier. The headlamps are LED projector units.

The satin finish skid plates in the lower bumper and the chrome accents in the fog lamps housing give the S-Cross a premium look, while the muscular bonnet adds a hint of aggression to the front fascia. The side and rear profile remain more or less similar to the pre-facelifted model except for the new 16-inch machine cut alloy wheels and the redesigned LED tail-lights. Other than the regular Pearl White, Caffeine Brown, Granite Grey and Premium Silver shades, the crossover is also available in a new Nexa Blue shade that makes it more appealing. Apply car loan for Maruti Suzuki S Cross at Carzprice


Get behind the wheel and the familiar feeling is back; with everything, from the steering to the power window switchgear and wing mirrors, been seen on existing Maruti models. So much for doing away with the badging. They should have kept the badges and done away with the aggressive parts-sharing instead.The upside being that there’s none of the ‘unknown-car’ feeling. You quickly get comfortable in the large seats; even as you notice the lack of electric controls for the adjustments. The cabin on the whole is nice and airy.

There’s enough space for four reasonably sized adults and are a marked improvement from the rest of the Maruti line-up. They’ve even managed to stay away from the temptation to go beige on the interiors and stuck to the European appeal, all black with silver accents instead.There’s touch-screen controls for the central entertainment system, that’s on-par for the segment and we’ll come back to the actual performance later.

Build-quality though, continued to underwhelming, with small squeaks and rattles starting to develop even before the day had ended. The door-pads rang hollow when subjected to the ‘knuckle-rap’ test and the power-window buttons looked like they’d start to rattle in their spot, in no time.Fit and finish too could be improved on the S-Cross, particularly on the inside where the gaps between different panels is particularly inconsistent.


Maruti will carry forward the same 1.3 Litre Fiat Multijet diesel unit and the 1.6 Litre DDiS diesel under the hood. The 1.3 Litre engine is capable of producing about 89 Bhp of peak power and 200 Nm of torque. While the more powerful 1.6 Litre unit is capable of producing about 118 Bhp of peak power and 320 Nm of torque. The smaller diesel unit is paired to a 5 speed manual transmission whiole the 1.6 Litre unit is paired to a 6 speed manual transmission.

There is a fair chance that Maruti might also introduce a petrol variant of the Crossover as well. The petrol variant will most probably get the 1.5 Litre petrol unit which is capable of producing about 100 Bhp of peak power and aro0und 133 Nm of peak torque. This engine if introduced will be paired to a 5 speed manual gearbox.

For the international market the same Crossover is offered with 1.0 Litre, three cylinder Boosterjet unit and a 1.4 Litre, four cylinder unit. The engine is available with a 6 speed manual or an automatic transmission. The bigger engine amongst the two gets Suzuki’s ALLGRIP AWD technology as well. The diesel variant gets the same 1.6 Litre unit which is also available with the Indian spec Crossover as well.


The S-Cross has a well-judged suspension set-up. Ride comfort is good, with a supple and planted feel that absorbs all but the nastier potholes in the road. Factor in the generous ground clearance, and the S-Cross can handle broken roads without stress. High-speed behaviour is excellent as well, and the car feels planted at triple-digit speeds through flowing corners. We didn’t get to test the outright fun factor on a tight mountain road, but the S-Cross impresses with how it balances comfort and dynamics.

Tyre size has risen from 205/60 R16 to 215/60 R16 and the new JK UX Royales are a big improvement over the previous JK Elanzos as they offer quieter performance and good grip. However, the tyre’s stiff sidewalls do result in a stiff-kneed ride at low speeds. Steering feel is typical of most new-age Marutis and there’s a decent amount of weight, but with a slightly light and vague feeling at the centre. Disc brakes all-round offer secure performance, but we’d have liked stronger bite in the initial pedal travel.


The crossover comes equipped with disc brakes at the front and rear wheels, providing firm stopping power. To further bolster the stopping power, Maruti has fitted anti-lock-braking system, EBD and ISOFIX and two airbags as standard across all variants. Other safety features you get with the car include central locking, anti-theft security system and reverse parking sensor with display among a few others.


The S-Cross is a big step for Maruti Suzuki and the company is pushing its retail strategy to the next level by showcasing the new premium crossover only in its NEXA showrooms. These showrooms are being set up even as we go to print and are expected to redefine car retailing. So you may need to head to a NEXA showroom or ask to be chauffered to one to place your order.



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BMW 5 Series Overview & Performance


It has almost become a norm to launch a vehicle in both petrol and diesel variants. At least when it comes to the Indian automobile market, one cannot think of launching a high priced car without enough fuel economy to please the customers. Not just India, most of the global developing nations face the concern of fuel. And it has gone beyond mere fuel economy, it is now a matter of accessibility too. One cannot find enough fuel around the world hence the additional avenues such as electric and hybrid car technologies are at an all time high. So when a big manufacturer like BMW enters Indian market, they take note of it too. The BMW 5 Series is one such class that is offered in both petrol and diesel variants in India. The vehicle is impressive due to the unending list of offerings that have been offered in terms of exterior specifications, interior features, a range of engine performances and most importantly different fuel options. However India has only diesel variants at the moment. So this can be seen as an expansion strategy by BMW where it is specifically targeting fuel economy vehicles. Get On Road Price of BMW 5 Series in Carzprice


To begin with the front facade, it has the signature kidney bean shaped radiator grille that is treated with a lot of chrome. There is a large slanting bonnet, which has a couple of character lines and it is embossed with a prominent insignia on the tip. This grille is flanked by a trendy headlight cluster that is incorporated with adaptive LED headlamps with auto high beam assistance. It sports an LED day time running lights. Below this grille, it has a body colored bumper that houses a wide air intake section for cooling the engine. It is further flanked by a couple of bright LED fog lamps that has chrome surround. The windscreen is quite large and equipped with a pair of rain sensing intermittent wipers. Body colored outside rear view mirrors with anti-dazzle and heating function can be seen to its sides. It has body colored door handles, while the door sills are garnished in chrome. The neatly carved wheel arches with an elegant set of 18 inch light alloy wheels give further style. These rims are covered with high performance tubeless radial tyres for superior grip on any road conditions. The car maker has patterned its rear end attractively with some notable elements. These include a radiant tail light cluster and there is an expressive boot lid that has the company’s badge neatly engraved on it. Its body colored bumper is embossed with a couple of reflectors. It has a large windscreen that has a defogger along with wash and wipe function. Upgrade to new BMW 5 Series by exchanging your used car 


BMW has made sure the new 5’s cabin exudes luxury and is packed with new-gen gizmos. The dashboard and centre console design are clearly a reflection of the 7 Series interior.Seating on the electronically adjustable driver seat is low. Yet, frontal visibility is good. Though there isn’t adjustable lumbar support, the seats are large and accommodating. These are draped in Dakota leather and not Nappa like in the sport trim. Nonetheless, they don’t fall short in providing comfort and look elegant. Ergonomics are good too with all the controls remaining within the reach of the driver’s arm. The seats are nicely cushioned in the second row as well.

For just two occupants, the second row has good knee room and thigh support. However, even if a third person can fit in, the other two might be a little uncomfortable. Nonetheless, the generous headroom and the panoramic sunroof adds much to the sense of space. Also, the 520 litres boot space is generous enough to accommodate large bags, despite having a space-saver neatly tucked underneath.

Several features from the flagship car have trickled down to the 5 Series. These include the new gesture control for the infotainment system and remote parking function with key fob. Both of these are an eye-catching novelty, but it is unclear how many buyers will actually make use of these functions. Preset gestures can control the high-resolution 10.25 inch screen. However, it’s easier when used via the iDrive controller or the remote control.

Furthermore, this display is connected to a 600 Watt, 16-speaker Harmon Kardon system satisfying all your infotainment needs. Even if this trim misses the heads-up display, it gets a new wireless phone charging tray and the very practical 360-degree cameras and sensors. They give a nice all-round view of such a big car and add to the convenience while parking. On the safety front too, the 5 Series is loaded to the brim. The safety features include six airbags, ABS with brake assist and dynamic braking lights. Additionally, there’s park distance control, traction control, stability control and cornering brake control too. All of this makes sure you are cocooned safely in the luxury sedan.


The BMW 5 Series in the 530d guise is a powerful and fun car to drive. When I first checked out the specs, I was not too impressed and expected the 530d to be more of a smooth, decently efficient and comfortable kilometre muncher…that is, until the point that I pressed the throttle for the first time. It gives you the jollies, courtesy a 3.0-litre six-cylinder diesel engine that produces 258bhp and a whopping 500Nm of torque and boy did I get mine! The 530d gets massive 275/45 R18 rear tyres but still struggles to grip the instant you floor the throttle but when it does, you shoot off the mark like a racing greyhound unleashed.

The German automaker’s twin scroll turbo system allows for linear power delivery right from low revs. The engine is mated to a ZF eight-speed automatic gearbox which sends power to the rear wheels.There are four driving modes offered with the 5 Series- comfort, ECO PRO, Sport and Sport+ of which the last switches off the ESP a.k.a dynamic stability control giving you access to the car in its full mechanical madness. Oh be warned! In a BMW when you switch of the electronic aids, they stay off completely. The standard mode is the comfort setting but to make the car appealing to the eco brigade, BMW has provided the ECO PRO which is basically a combination of a start-stop system and regenerative braking. This mode also runs the car in a more efficient manner by reducing the amount of power at various levels of throttle input as well as performs upshifts at a lower RPM.

This version has been fitted with paddle shifters to add to the sporty excitement but you can also do rally style shifts using the rather phallic-looking gear lever on the centre console. BMW says the 530d M Sport will do 0-100kmph in 5.8 seconds but in more real world conditions we expect this number to be closer to seven seconds and like all BMWs sold in India it is limited to a top speed of 250kmph. It almost seems obvious that since most owners will be chauffeured, we expect that the car will be driven either in Comfort or ECO PRO mode for a majority of the kilometres in its lifetime.While the BMW has a good set of numbers to back it up in terms of performance, it is realistically the second car in the list. The Jaguar XF-S has a 3.0-litre diesel V6 engine that produces 275bhp and 600Nm of torque and is a far more powerful vehicle when it comes down to outright performance.


BMW cars are known for handling and the 5-Series is no different. It feels eager to turn and the steering is crisp, rich with feedback. The 520d is a whole lot of fun behind the wheel, always putting a smile on your face as you steer into the next corner with enthusiasm. If anything, it only feels big, due to its large dimensions but once you are used to it, you can push the car around the twisties, rewarding yourself with a pat on the back at the end of the day for doing good entry and exit speeds around corners.

Where the 5-Series does falter is the ride quality. Although it’s quite acceptable at low speeds, the 520d does tend to get unsettled on not-so-perfect tarmac as you go faster. This affects the high speed stability of the car as well. While the 5-Series is glued to the roads at high speeds, just like any other BMW, if there is a bump or two on the road, the vehicle tends to bounce a bit over it. Insulation is fantastic though and you can barely hear the road or wind noise inside the cabin. The brakes are sharp and offer good stopping power.


BMW 5 Series packs the best of features from the BMW factory. With airbags strategically placed to offer safety to the passengers despite their seat position. This removes the possibility of the passengers getting hurt by the airbags instead of being protected by them during the collision impact. With ABS, Brake Assist, Child safety locks, engine immobilizer, door ajar warning, crash sensor and power door locks, the car offers the handpicked essential features from all of the BMW Series. The car also offers seatbelts to the front and the rear seat passengers. Brake Energy Regeneration allows the vehicle to convert its kinetic energy into electric energy so as to reduce the fuel consumption at start, halt and other areas where the engine functioning is not necessary initially


The BMW 5-Series is even more appealing in its facelifted form. While cosmetically there isn’t a world of a difference, it’s really the added equipment which makes this Bavarian’s case stronger. The 5-Series looks fresh, drives well and the powerplant packs in a lot of punch, even in the smaller engined 520d. The handling is sharp and although the ride quality is far from prefect, it’s quite acceptable. There is a ton of equipment on offer and the desirability factor of the BMW 5-Series really makes it a car worth considering in this segment.


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Toyota Etios Review & Specifications


Toyota Company is well known for its quality cars whether it be the earlier Qualis or the present Innova and its luxury sedans and SUVs. With the huge presence of sedans in India today in the range of 5 to 10 lakh and the need for companies to be able to give a economical but up to date car, Toyota has finally come up with a sedan in the range of 6 to 8.5 lakh, the Toyota Etios.

The Etios was launched at the end of 2010 and has received tremendous response so far. Recently I made a visit to Toyota dealer to check out the car in more detail. Below are details and impressions of the same.

Toyota Etios comes in four variants dubbed J, G, V and VX which increase in order of features. Colour options include Symphony silver, Harmony Beige, Serene bluish silver, Vermillion Red, Celestial Black, and White.


The automaker has designed it with an overall length of 4265mm along with a width of 1695mm (including external mirrors). It has a total height of 1510mm, whereas its wheelbase comes to 2550mm. It has a minimum ground clearance of 174mm, which is quite decent. This sedan has an eye catching body design and includes a lot of interesting aspects. The front fascia has a redesigned radiator grille with a single chrome slat and is engraved with a prominent insignia in its center. There is a body colored bumper, which includes an air dam that cools the engine swiftly. There are a couple of intermittent wipers fitted to its wide windscreen, while there are expressive lines on the bonnet. It has a bright headlight cluster that is equipped with halogen headlamps and turn indicators as well. The rear end features a body colored bumper along with a pair of reflectors. It has a stylish boot lid that is garnished with chrome and embossed with company’s emblem. Whereas it has a wide windshield that is integrated with a high mount stop lamp. Besides these, it includes a radiant tail light cluster and a roof mounted antenna, which completes the look of its rear profile. The sides looks simply attractive with a set of 15 inch steel wheels that have full wheel caps and covered with tubeless radial tyres of size 185/60 R15. The body colored door handles as well as outside rear view mirrors further adds to its appearance.


The interior layout remains the same, however, the plastic quality has improved. The surfaces feel soft to touch and the cabin no longer feels cheap.The centrally mounted instrument cluster is now an optitron meter with a digital tachometer and an anlouge tachometer. It looks much better than the basic cluster that was present in the previous Etios. While the cluster has readouts for fuel, odo, two trip metres, and the usual tell-tale lights I wish Toyota would have thrown in average and instantaneous fuel consumption readouts too.The music system in the new car is a big disappointment. The head unit looks like it belongs to an entry spec hatchback and so do the tinny speakers. It sounds like an aftermarket unit and I feel Toyota could have sourced a better system. It could have also introduced a touch screen infotainment system instead, given the segment and competition it positions the sedan in. But what the Etios may lack in equipment is made up by the spaciousness of the cabin. This is easily one of the most spacious cabins across segments and the use of beige around the dashboard, door pads and seats adds to the sense of space in the car. At 2,550 mm the wheelbase is long enough to liberate generous knee room, even for six footers.

The seats up front are very comfortable and offers adequate back and under thigh support which goes a long way in keeping fatigue at a minimum on long drives.The rear bench is wide and can easily accommodate three adults without them having to rub shoulders. Toyota has also incorporated a centre armrest that folds flush into the backrest. This explains the slight drop in boot space, from 595 to 592 liters. As a chauffeur driven car, the Etios does have one of the best rear seats in the business.


If there is one area Toyota hasn’t bothered to ‘innovate’ with the facelifted Etios, it’s under the hood. There are no upgraded powertrains, only the same old petrol and diesel engines we have been seeing for quite some time.

Available with either the 1.4-litre, D4-D diesel or the 1.5-litre petrol engine, we tested the diesel which, incidentally, also powers the bigger Corolla Altis albeit in a higher state of tune. With about 67bhp of power and 170Nm of torque, this 1.4-litre, four cylinder turbo diesel engine not only offers reasonable amount of grunt, but does the job in a rather smooth, linear way. Gearshifts, too, on the short-throw 5-speed manual gearbox are quick and smooth.

Thanks to a strong bottom-end, the Etios goes off the moment you prod the throttle pedal. The diesel engine is surprisingly responsive at crawling speeds and as the revs rise, it has enough torque to get you out of light traffic. While refinement levels are not the best in class, this engine obliges to be revved and it is only when the needle is hovering near the redline that it starts to feels like it’s being put through heavy strain.

The low kerb weight (just 1020 kilograms) and well-spaced gear ratios allow the Etios diesel to easily keep up with most other diesel cars in its segment. It’s only at highway speeds where the engine’s power deficit is apparent. It’s also where the Etios will be outclassed by more powerful diesel cars like the Maruti Suzuki Swift Dzire and the Honda Amaze.


The low speed ride, as a result, is stiffer than before which means you do feel some of the undulations on the road. That said, the ride improves as speeds increase.The suspension also does a brilliant job of ironing out the bumps and ruts, however you do hear a loud thud when you crash into large potholes.

The handling, just like the old car is predictable and there is decent feedback from the steering as mentioned before. It holds the intended line through a corner and mid-corner bumps do not unsettle the car. It’s not an out an out sports sedan, something that people may infer from the Etios Racing Series that was held a few years ago, but it does the job and it does it rather well.


Toyota has taken care of the safety of the passengers inside and a s a result they actually have loaded the LIva hatchback with ABS and EBD which comes as standard across all its grades. Furthermore the hatch also gets duel front SRS airbags as well. There is also an optional rear parking sensors as well with the car.


The Toyota Etios is actually a very practical car which is also comfortable and efficient. It doesn’t fetch good sales with private buyers mainly due to its quirky-looking exteriors and interiors. While the exteriors have been redesigned mildly now, the interior still has the same layout. However, the Etios now feels more appealing than before and that should positively help Toyota generate some more sales.



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Maruti Suzuki Ciaz Review & Price In India


Up until a few years ago, when you would think Maruti Suzuki, chances are that a hatchback would come to mind. Something, that clearly stresses a lot on fuel efficiency and tries to be as cost efficient as possible. Clearly, that formula has worked wonders and the company has been unbeatable in the hatchback segment in the country. So, it was time to look at the higher segment – Sedan. It started with the Maruti Suzuki SX4 and the company, in that segment, is currently represented by the Ciaz. Interestingly, the Ciaz also has a clever hybrid system variant that promises to deliver fuel efficiency unlike any other offering in the segment, making it probably one of the best value for money sedan in the country. There’s also an ‘RS’ variant which looks way sportier than other models. So, we got our hands on the Maruti Suzuki Ciaz SHVS ZDi variant to find out how it fares. Get On Road Price of Maruti Suzuki Ciaz in Carzprice


The design of the Ciaz is based on the Suzuki Authentics concept which was showcased first at the 2014 Shanghai Motor Show in April and then shown in production form as the China-spec Alivio sedan. It gets an aggressive front fascia with a trapezoidal front grille that features ample amount of chrome. The sweptback headlights and the elongated hood further enhance its street presence. The side profile is a rather conservative affair but one that works for Maruti Suzuki. It features delicately flared wheel arches, chrome door handles and a strong shoulder line which works well with the forward leaning stance of the car.

At the rear, the Ciaz gets the standard wrap around tail lamps which lend the car a premium look. The rear bumper is large and includes integrated reflectors. There’s also a lip spoiler and chrome badges across all variants. Get deals on Maruti Suzuki Ciaz


The Ciaz’s wide-opening doors lead to a cabin that is the most spacious in its class. From the driver’s seat, the uncluttered, European-inspired dashboard looks elegant and important controls are within easy access. Also, the wooden trim, metallic highlights around select knobs makes the cabin look premium and the general finish and quality of switchgear is good too. Sure, some plastic bits feel a bit scratchy but overall, they don’t hurt the ambience much. That said, the Ciaz carries over bits like the steering wheel and window switches from smaller (read cheaper) Marutis and that’s an association the sedan could have done without.

We’d have also liked to see a touchscreen interface for the infotainment system on our top-spec Ciaz ZXi(O) test car. Interestingly, Maruti has such a system in the works that will be introduced on the ‘ZXi +’ version due in some months. For now, the simple black-and-white unit is all you get. It’s functional, easy to use and pairing our phones with it via Bluetooth was a breeze. This apart, there’s a fair bit of other equipment as well. The top-spec ZXi (O) gets front airbags, ABS, climate control, a reverse parking camera, keyless entry and push button start, a rear sun blind, rear air-con vents and leather seats as standard.

Speaking of the seats, the driver’s seat is fairly comfortable but even in its lowest setting, feels a touch too high. Taller drivers may have to fiddle around a bit to find a comfy driving position. The Ciaz’s strength, however, lies in its spacious rear bench; something that the chauffeured lot will appreciate the most. There’s almost as much legroom here as in some cars a class above and even with the front seat pushed all the way back, most people won’t have to worry about their knees touching the front seatback. Headroom isn’t great but what hurts comfort is that the rear seat itself isn’t very generous – the smallish seat squab is largely to blame here and feels a bit stingy on thigh support. It’s not that the seats are uncomfortable, it’s just that in this airy and spacious cabin, the seats could have been plusher.

Everyday practicality hasn’t been overlooked though. All four doors get a 1-litre bottle holder and there are lots of cubbyholes for small items as well. The boot is large too, but the wheel wells do eat into space and make it less useable than its 510-litre capacity would suggest


The Ciaz gets a choice of two engines one each of petrol and diesel. The petrol engine is the K14 VVT mill that is already available in the Ertiga and in almost the same state of tune. But, Maruti engineers say that there has been considerable amount of weight reduction work that has been done to the engine. The Ciaz itself also features an increased use of lighter weight, high tensile steel that keeps the kerb weight of the petrol version to just above one tonne (1,010 kgs).

The 1,372cc petrol engine delivers a peak power of 92.5PS at 6,000 rpm and a peak torque of 130Nm at 4,000 rpm. The engine, as we all know by now, is a refined unit that is inherently quiet and of low vibration. During our test drive of the Ciaz, the most likeable aspect of this engine was the amount of low-end torque available. During slow speeds, below the 20-30 kmph levels, the engine almost behaves like a diesel.

The diesel engine is the more familiar DDiS engine that is originally the multijet from Fiat. This is the 1,248cc diesel burner that is available across many models from Maruti and even Tata and Fiat models. This engine felt familiar during our test drive too and continues to surprise with its remarkably refined performance even in the Ciaz. The mill delivers 90PS of power at 4,000 rpm and 200Nm of torque at a low 1,750 rpm.

There is a bit of turbolag initially just like it is in other models with this engine, but there is enough pulling power just past 1,200 rpm. Both the engines are paired with a 5-speed gearbox. The petrol engine version also gets a 4-speed automatic, which was available for a test drive. What is missing in the smooth shifting manual transmission is a bit more shift feel. The cabin is quiet in both the petrol and diesel versions, with extensive use of sound deadening and noise dampening aids.

The improvements to the engines and the weight reduction measures manage to make the Ciaz one of the most fuel-efficient sedans with a claimed mileage of 20.73 kmpl for the petrol and 26.21 kmpl for the diesel (ARAI rated).


Now if you like driving, the Ciaz might not be the car for you. It has a precise steering and you eventually learn how much steering input to dial in but it isn’t great on feedback. It just isn’t in the same league as the Volkswagens and the Skodas. But, if you are looking for a comfortable long distance cruiser, you will like the Ciaz’s easy nature. Good straight line stability and potent braking, is of course an added plus.

The Maruti Ciaz rides well too. It has been setup for comfort over all else and it’s evident in the way the car rides. It’s softly sprung, so at slow speeds and over broken roads, it remains comfortable. However, at higher speeds and particularly over undulating roads and with load, the Maruti Ciaz does tend to wallow.


The Maruti Suzuki Ciaz was launched with high hopes and it manages to live up to it. This car doesn’t try to be everything, it is aimed at comfort and delivers that in good measure. Yes, it’s not a handler and the looks aren’t going to make you stop and take notice either. However, for most buyers in this segment who want a well specced car with acres of room, fantastic ride quality and frugal engines, the Maruti Ciaz is difficult to beat. When you factor in the pricing, which is a good Rs. 1 lakh plus cheaper for certain variants over the segment leader Honda City, you realise that the tradeoff in brand image might be worth the money saved for some. The Maruti Ciaz doesn’t come across as exciting but is certainly a very practical choice in the overcrowded C-segment.

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Merecedes Benz E Class Review & Specifications


It’s the fifth generation of the car Mercedes bigwigs acknowledge as the heart of the company. No pressure here, then. Although it looks very much like a larger C-Class or smaller S-Class, worryingly so depending on your point of view, the latest E-Class is a stellar technological statement. Check for  specifications & price of  Merecedes Benz Cars

It’s also bigger and roomier than the previous model, but uses high-strength steel and aluminium in its structure to reduce weight. The big-selling axis of the range, the 220d, also gets a radical new all-alloy four-cylinder diesel engine, the upshot being a car that weighs 100kg less than the model it replaces. There’s also a 350d, with further versions to come.


As suggested by the numerous spy shots we received throughout 2015, the new E-Class can be described as either a larger C-Class or a smaller S-Class. The front and rear fascia are similar if you ignore the proportions, while the profile features pretty much the same swooping roofline, muscular beltline, and similar character lines.

Upon closer inspection, though, plenty of details that make it stand out can be spotted. Up front, the headlamps have a different cluster, even though they feature the trademark LED stripe toward the hood. The A-shaped bumper, now available on almost any model, is also slightly different. Of course, many of the details will change depending on the trim level. Get On Road Price of Merecedes Benz E Class in Carzprice

Around back, the shape and size of the taillights differ only slightly from its siblings. The cluster, on the other hand, is similar to the C-Class, having a three-tier configuration with the reverse lights at the bottom. More differences can be spotted in the shape of the trunk lid and the chrome trim above the license plate, as well as in the bumper. The apron is arguably the only thing that is significantly different than that of the C-Class and S-Class.

When viewing the E-Class from the side it becomes quite obvious that Mercedes aimed for a more cohesive design for its sedan lineup. Here, however, the E-Class is more similar to the C-Class than the S-Class, as both the front and the rear fascia are raked at almost identical angles. The roofline is also nearly identical, but the C-pillar is thicker, the rear doors longer, and the rear windscreen has a sportier angle. What sets the E-Class apart is its upper character line. While on the C-Class and S-Class it runs underneath the front door handles and goes down even further toward the rear fenders, on the E-Class it runs through both door handles and remains almost parallel with the beltline toward the taillights. Also, the lower character line, although identical as far as orientation goes, is more subtle. These two features make the E-Class seem less bulky than its siblings and give it a more elegant appearance.


Willkommen, the E-Class’ fantastic cabin invites you in. Although changes are not a world apart, the interiors of the E-Class are top-notch and you can bask in the sense of luxury. Built quality is tank like and the light colours along with the front and rear panoramic roofs make the cabin very airy. While the dashboard remains the same, out go the wood inserts, being replaced with silver and chrome bits. The centre AC vents are smaller with an analogue clock sitting right between them (instead of the hazard button which now shifts down). The old car had the clock in the instrument cluster which had five rings, the new one has only three and thus the cluster is not confusing to read on the move. The multi-information display shows vital data with interesting colours, like the Eco Display which gathers data about how long you have been accelerating or coasting.

The launch edition gets some extra bits and is offered in limited numbers. You get a 3-spoke AMG steering wheel while the regular model will be offered with a 4-spoke unit. The E-Class being a Mercedes is loaded to the gill and you get a plethora of unending features including ambient lighting with 5 stage intensity control, electric sunblinds, reversing camera with front and rear parking sensors (PARKTRONIC in Mercedes speak), 3-zone automatic climate control, electrically adjustable seats with lumbar support, programmable 3 way memory for steering and mirrors, rain sensing intermittent wipers, adaptive main beam assist, brake pad wear indicator, etc. You get the usual Mercedes safety tech too like front, side, pelvis and curtain airbags, PRE-SAFE, NECK-PRO, etc. The E-Class gets an updated infotainment system with higher resolution 5.8-inch screen offering navigation capabilities. Two additional buttons have been added near the COMMAND controller which turn on and turn off the screen.

There are abundant storage spaces inside including front and rear arm rests (opens to reveal cupholders). The front seats are extremely supportive and so are the rear. While headroom is good at all places, the rear seat is simply fantastic (for two as the transmission hump is very big) in terms of legroom and cushioning is spot-on with ample back support. However you can’t control the audio system or the front co-passenger seat from the rear (like in the Jaguar XF) which means you will have to adjust the position of the front seat before you start getting chauffeured around. Four AC vents at the rear keeps matters cool (two in the centre and one each on the pillar). The boot is ample in size with a space saver and battery sitting below it. Get deals on Merecedes Benz E Class


This is where the E-Class gets its 220d badge. This is an all new four-cylinder engine which replaces the 2.1 block that powered the previous E-Class. This engine produces 194bhp@3800rpm and 400Nm@1600rpm. Power is sent to the rear wheels via a nine-speed AT. The newness of the engine shows in its levels of refinement. While the old mill had a bit of vibration and gave out that typical diesel clatter, this one is a lot more refined and quieter, especially on the go.

Gas the throttle and you get a linear surge of torque available just past the 1600rpm mark. Keep going and you will be into the three digit speeds much faster than you expected. In fact, for what is essentially a five-metre long luxury sedan, it is deceivingly quick and this is aided by the excellent NVH insulation which filters out most external noises and to a certain extent, numbs you to the sensation of speed.

This linear surge is no doubt aided by the nine-speed box which shifts smoothly and works without hesitation to keep the engine going in the torque band. It is not as sporty as the units found in its rivals, but then again, sportiness was never high on the E-Class’ priority list and this box works just fine for everyday driving. Our testing data revealed that the E-Class dusted the 100kmph sprint in 7.81 seconds which is impressive for such a large vehicle with a four-cylinder engine.

This E-Class gets a regular suspension with steel springs as compared to the 350d’s air suspension. But this is hardly an issue as this one works just fine. It gives the E-Class the ability to smoothly glide along on the road, absorbing bumps and imperfections like they were small rumble strips and in fact you would have to drop the car into something pretty hard to really feel and hear it in the cabin. The setup may be oriented towards comfort, but the car still handles decently at speed although that’s a relative term due to its size and weight.


The E 350d is offered with air-suspension for all four wheels and this multi-chamber system delivers quite an impressive experience. The ride quality is also helped by Mercedes India’s decision to use 17” rims instead of 18” or 19” wheels, as the taller sidewall helps improve comfort while reducing chances of tyre failure.At low speeds, bumps and potholes seem to just vanish when in Comfort mode. But, drive just a bit faster and there is a notable amount of up-and-down movement which feels troublesome. In Sport mode the suspension firms up such that there is less body movement without compromising comfort distinctly, and as such would be the ideal mode to cover long distances in. In Sport+ the ride is much firmer, such that you can feel the tarmac’s unevenness clearly. While the E feels tidier in the sportier modes, the sense of its length and weight when hustled through corners reduces, but doesn’t disappear. As you dial up the modes the steering weighs up and the gearbox becomes more eager. When driven fast through bends, the E-Class is surprisingly neat for a car of this size, but it isn’t much fun. For poor road conditions, the air-suspension equipped diesel also has a Lift mode to increase ground clearance by 15mm.


Standard safety features for all 2017 Mercedes E-Class models include antilock brakes, stability and traction control, a driver drowsiness monitor, front-seat side airbags, front pelvic airbags, side curtain airbags, a driver knee airbag, and the Pre-Safe system that cinches down seat belts, adjusts the front passenger seat and closes windows when a collision is imminent. Also included is Mbrace telematics system, offering smartphone integration and web-based apps that include remote controls, driver monitoring and emergency services. The convertible additionally features automatically deploying rollover hoops.

Mercedes-Benz also has some unique features for the redesigned E-Class, such as a new communication system that networks with other Mercedes vehicles to alert nearby drivers of possible hazards. A Pre-Safe Sound system is also included and reduces hearing damage by emitting a specific noise before a collision that triggers a muscle reflex in the inner ear to reduce hearing damage. An optional Pre-Safe Impulse Side system detects impending side impacts and inflates a chamber in the front outboard seat bolsters to move the occupant farther from the door.

Safety options include a rearview or surround-view camera, rear-seat side airbags, forward collision warning and mitigation, lane departure warning, lane keeping assist, active or passive blind-spot monitoring with rear cross-traffic alert and automated parking systems. The Pre-Safe Plus option protects passengers in a similar fashion as the standard Pre-Safe system but is activated by impeding rear collisions. It also applies the brakes to prevent secondary collisions.


People who drop Rs 50 lakh on a car know exactly what they want out of it. In the current class, the Jag XF provides the style. Enthusiasts drool over the BMW 5-series. Technological converts hanker after the Audi A6. Even the bargain hunters have their choice in the Volvo S80. The E-Class sticks to what it does best – give the impression of being a tank. It is a throwback to its glory days of the W123/4 when the E really was indestructible. If you want a comfortable executive saloon that you might drive occasionally and that has impeccable engineering, put your hard-earned Rs 45 lakh down on the E250 CDI.



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Honda City Review & Performance



The new headlights with DRL, LED taillights, foldable ORVMs with turn blinker, sunroof, shark-fin antenna, new alloy wheels and several other styling elements reflect the premium class of the car. With a long wheelbase, Honda City offers great cabin space for the driver and passengers. The sedan comes integrated with eight-speaker stereo system with support for Aux-in and Bluetooth support. The 17.7 cm screen integrates visual Navigation system along with park assist system that displays objects while reversing. A climate control unit for passengers helps keep cabin temperature in check. There are power outlets in the front and rear for gadgets. An instrument cluster with the ‘Econ’ setting, a start-stop button, and several other advanced features find place in the City. Check for review, features & price of Honda City


The Honda City has always had the design which looks ahead of its time. Except for the dolphin model, every generation of the City has impressed everyone with its futuristic design appeal.Sleek tail lamps along with the long stretched radiator grille make the front design of the Honda City very sporty. The radiator grille has been generously treated with chrome but very tastefully and does not look tacky at all. The front bonnet flows towards the nose of the front fascia. On the front bumpers is the contrast black air intake vent which gels well with the overall design.

The City is based on the Arrow shot form design which is seen on the raised shoulder line from the headlights to the rear profile. In the mid life facelift the ground clearance of the City has been improved and is now at 165mm which is a welcome change over the earlier offering as the lower section used to get scraped while crossing speed breakers especially when the car was filled with occupants.

The 10 spoke alloy wheel look very sporty and so does the slender roofline. The smart and crisp design of the City make it look very athletic compared to its competition.On the rear profile, the rear boot lip gets all the major attention as it is short and sporty. The tail lamp design is smart and the line descends from the boot through the rail lamp to the lower half of the rear profile which make it look very dynamic.Honda City looks right when seen from any angle as it does not have any artificial lines which flow out of proportion but instead a smart profile throughout the exterior profile of the car.


Honda has always been great with interiors and the City is no exception. The new car keeps the best bits of the City’s interiors intact while trying to pile on the premium quotient and tech. The first thing that will catch your eye inside the new City is the new ‘Digipad’ infotainment system. Available in V, VX and ZX trims, this system is equipped with a 7.0-inch capacitive touchscreen that has great resolution, legible icons and is pretty easy to operate.

The system also offers new features like Wi-Fi support (use your smartphone as a hotspot and it will connect to it), MirrorLink smartphone integration, navigation with real-time traffic data, 1.5GB of onboard storage, two USB slots, two microSD card slots and even an HDMI port. Connectivity is the buzzword for customers today and Honda seems to have kept this in mind.

The City’s premium quotient has been upped a bit with a greater use of soft-touch plastics and chrome trim on and around the dashboard. The City’s traditional strengths like the comfortable seats, rear seat space and flat floor remain unchanged.On the safety front, dual front airbags, ABS, EBD and ISOFIX seats are standard across the range. The top ZX variants get side and curtain airbags as well, but at this price point, perhaps ESP or traction control could have been included too.


Powering the City are the same 1.5-litre petrol and diesel engines. They haven’t done any tweaks to the engine. Yes, the diesel version gets better insulation to make the cabin quieter than before. The 1.5-litre petrol engine is a gem to drive, the silky smooth i-VTEC makes a whopping 119 PS of power with its naturally aspirated engine. The power delivery is linear initially that gets insane near the redline, which comes at 7000 RPM. The amount of adrenaline you get while redlining the VTEC is super satisfying. Get deals on Honda City

Mated to the 1.5-litre petrol is a 5-speed manual and CVT automatic transmission. The manual gearbox is slick and fun to use while the CVT is good only for city usage and if you push it hard, it gets noisy. The CVT version comes with steering mounted paddle shifts that gives you better control. Honda claims 17.4 km/l of mileage for the petrol engine but you can get around 10-13 km/l in real world conditions. The 1.5-litre i-DTEC offers decent performance and good low end acceleration. You don’t feel that typical diesel lag. It comes with a 6-speed manual transmission and the best part about the oil burner is its fuel efficiency which is claimed to be 25.6 km/l and you can easily extract 18 km/l in mixed driving conditions.


The mechanicals of the updated Honda City remain same. Doing duty at the front are the MacPherson struts while the rear makes use of an H-shaped torsion beam. The 2008 new-shapeCity was criticised for its unsettling ride quality which was improved considerably in the fourth-gen model. The suspension set-up absorbs the uneven undulations with great ease. The other bit that impressed me about the City arethe lower NVH levels which do not let ambient noise seep inside the cabin. The overall dynamics of the sedan remains identical to the previous offering.


Safety has been upgraded and is one of the key points of the new Honda City. The entire lineup now gets ABS, EBD and dual front airbags as standard. Rear ISOFIX child seat mounts are also standard across the range. The top of the line ZX variants now also feature side and curtain airbags, which brings the total tally to six which is now on par with the rivals.


The Honda City was coming under a lot of pressure from the Maruti Ciaz, which has managed to outsell it for quite a while now. So with the facelift instead of making the City more affordable, Honda have gone even more premium and have added lots of features especially in the top ZX variant. Prices for the updated City start at Rs 8.50lakh and go all the way up to Rs 13.57lakh for the top ZX diesel variant. This makes it way more expensive than the Ciaz. But as a product there is lot going for the City. The cabin is well thought out, and its combination of humongous space and well-designed seats make it one of the most comfortable sedans in the segment. Then there is the equipment list, which can rival cars from the segment above and the fact that you get more safety equipment than before, just adds to the package. Surely the updated Honda City won’t appeal as VFM proposition, but as a package it is still a car you can’t go wrong with.


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