12 Rules for Professional JavaScript in 2016

Cory House

Disclaimer: I speak in absolutes below for brevity. Yes, nearly every “rule” in programming has exceptions.

JavaScript is hard. It moves so fast that it’s often unclear whether you’re “doing it wrong” at any given moment. Some days it feels like the bad parts outweigh the good parts.Yet there’s no point in fighting it. JavaScript is eating the world. So we might as well do it right.

Here’s my take.

1. JS Belongs in a .js File “C’mon, it’s only a few lines…” Yes, I mean nearly all*. Why? Because it aids readability, enforces structure, and saves bandwidth. Inline JavaScript must be downloaded every time the page is loaded. In contrast, separate .js files are cached. As you’ll see, this rule helps support a long list of other rules below. That’s why it’s rule #1.

2. JS Code Should be Static I’ve seen many creative hacks for making JavaScript dynamic. People use server-side languages like C#, Ruby, or Java to write dynamic JavaScript in a string. Don’t do that. You lose code coloring, syntax highlighting, and intellisense support. And remember, JavaScript belongs in a .js file (see rule #1).

Instead, use JSON to introduce dynamic behavior. I call this the JavaScript Configuration Object Pattern. Here’s how: inject JSON into the head of your application and utilize that data to fork logic as needed. You might be thinking “Hey, this contradicts rule 1!” I view JSON as data, not code, so I make an exception here in order to support static, separate JavaScript files. For Top web design company visit Vivid Designs

StackOverflow uses this pattern. As does Google. So you’re in good company. Just view their source:

As you can see, StackOverflow is injecting personal settings like isNoticesTabEnabled. This simple snippet of JSON provides the necessary data for providing custom behaviors while using static JavaScript code files. To make this happen, serialize a server-side class into JSON and place the result in <head>. Then you can reference this data structure as needed in your static JavaScript code, knowing it will be available because it’s injected in the <head>.

3. JS Should be Minified Minifying reduces file sizes, which speeds page loads. Remember, performance is a feature. And of course, to minify, you need to place JavaScript in a separate file (Again, rule #1). Minification was once a hassle. Today, it’s automated and simple. There’s a dozen ways to get it done, but Gulp with gulp-uglify is a low-friction and automated way to get rolling.

4. JS Should Be Linted Real-time Linting enforces style guidelines, finds typos, and helps avoid errors. There’s a variety of linters out there, but I suggest ESLint. You can run it via Gulp with gulp-eslint. Gulp can watch all your JS files and run the linter everytime you hit save. Oh, and again, you need your JS in a separate .js file to lint it. Starting to see why I made “JS should be in a separate file” rule #1?

5. JS Should Have Automated Tests We understood testing was important on the server years ago. But it’s been largely ignored in JavaScript until fairly recently. Today’s typical JavaScript application has more surface area than you can practically test regularly by hand. With JavaScript handling so much logic, it’s critical to have automated tests.

You can do automated integration testing via tools like Selenium. However, integration tests are often brittle, so I suggest focusing on automated unit testing. There’s a variety of options for automated unit testing. I suggest Jasmine if you’re new to JavaScript testing and Mocha with Chai if you want the ultimate configurability.

6. JS Should Be Encapsulated We learned the risks of global variables years ago. Thankfully, there are many ways to encapsulate JavaScript these days:

Immediately Invoked Function Expressions (aka IIFE) Revealing Modules AMD (typically via RequireJS) CommonJS (used by Node.js, use in browser via Browserify or Webpack) ES6 modules Bottom line, ES6 Modules are the future. The great news is, although they’re not yet supported in browsers, you can use ES6 modules today if you transpile via Babel (and as you’ll see below, you should).

If you don’t want to transpile, CommonJS is likely your best bet for today. Since Node uses the CommonJS pattern, you can use npm to pull down 1,000’s of packages. CommonJS doesn’t run in the browser without a shim, so you’ll want to use a tool that packages it for the browser like Browserify, Webpack, or JSPM.

7. JS Dependencies Should Be Explicit This rule closely relates to the rule above. Once you’ve started encapsulating your JavaScript, you need an easy way to reference other modules. That’s the beauty of modern module systems like CommonJS and ES6 modules. You simply specify your dependencies at the top of the file, much like an import or using statement in Java or C#. JavaScript has finally grown up.

8. Transpile to JS The latest version of JavaScript, EcmaScript 2015 (more commonly known as ES6) was officially released in June. Browsers still lack support for most of the new features, but that doesn’t matter. You can enjoy the long list of new features today using Babel. Babel transpiles ES6 to ES5. And assuming you can live with some performance quirks, you can enjoy the new features today. JavaScript is expected to release new versions once a year now, so we’re likely to be transpiling forevermore. Transpiling gives us the future today. Best web development company in Amritsar

Or perhaps you love the comfort of strong types? Then consider TypeScript which compiles down to JavaScript.

Bottom line is this:

You don’t have to write ES5 anymore. Consider using an abstraction that gives you extra power. 9. JS Should Have an Automated Build We’ve already talked about linting, minification, transpilation, and testing. But how do you make all this happen automatically? Simple: With an automated build that watches files. Again, Gulp is a popular tool to tie all this together via its watch function, but Grunt and Webpack are other excellent options to consider. Or, if you’re a whiz at Bash you can simply use npm as a build tool. The point is, don’t expect people to remember to run these things manually. Automate and enjoy the benefits!

10. Use a Framework or Libraries Pull something awesome off the shelf and get rolling. Need to stay light? Try Backbone or Knockout. Or maybe plain ‘ol jQuery is enough. Want something more full-featured and opinionated? Try, Angular, Ember, or React with Flux.

The point is:

Do not attempt to start from scratch. Stand on the shoulders of giants. React with Flux is my current favorite combo for client-side dev. That’s why I just published a comprehensive Pluralsight course on the topic. In the course I walk through a build process that implements many of the practices above. The starter kit is on Github.

Regardless of which framework you pick, make sure to separate your concerns. Which leads to the next point…

11. JS Should Separate Concerns It’s easy to get in the habit of placing all JavaScript in a single file, or to blindly follow the advice of your framework. Don’t forget the lessons you’ve learned on the server when you move to the client.

By separating concerns, I don’t mean merely separating models, views and controllers like you do in MV* style frameworks like Angular and Knockout. I’m saying this:

Think like a server-side developer when writing JavaScript. Separate your presentation from your business logic and data access. This means AJAX calls should all be in one spot. Create a centralized client-side “data access layer”. This also means logic that doesn’t have to be part of the presentation layer framework you choose should reside in separate “POJOs” (Plain ‘ol JavaScript objects). Business logic modules should contain plain JavaScript — in other words, no framework specific code should reside inside. This makes the logic easy to reuse, easy to test, and it’s not impacted when you decide to move from Angular to the hot new flavor of the month.

12. Use a Starter Kit That’s a lot to keep track of. And it’s silly to start out each new project with a blank slate. Instead, sit down with your team and decide how you want to build JavaScript projects. Build a starter kit that implements a simple example so everyone has a clear, shared vision on how to get things done.

A starter kit should include linting, minification, bundling, a production build, and a few example automated tests. I suggest including a simple example app that puts this all to use. Then provide a command that removes the starter kit and places the project in a state that’s ready for development.

My starter kit is React Slingshot. I build this starter kit from scratch in my new course “Building Applications in React and Redux in ES6”.

And even though my starter kit is specific to React, if you’re in Angular, Backbone, etc, the core principles and features remain relevant. That said, be sure to Google for other starter kits for inspiration.

So why use a starter kit? A starter kit creates a pit of success. It makes following your team’s agreed list of best practices automatic. A good starter kit makes doing the right thing the easy thing.

Well, That Was Overwhelming. Yes it was.

We’ve entered an era where the front-end is complicated enough that we need front-end specialists. Don’t expect everyone on your team to understand how to do all this in detail. Agree on a starter kit that codifies all your decisions. This way, everyone can start with the same solid foundation on your next project.

See things missing? Disagree? Chime in on Reddit.

Cory House is the author of multiple Pluralsight courses including “Building Applications with React and Flux”, “Building Applications in React and Redux in ES6” and “Clean Code: Writing Code for Humans”. He is a Software Architect at Vinsolutions and trains software developers internationally on software practices like front-end development and clean coding. Cory is a Microsoft MVP, and founder of outlierdeveloper.com.

 

 

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Maruti Suzuki Vitara Brezza Overview & Transmission

Maruti Suzuki Vitara Brezza Overview

When it comes to cars in India, one has to admit that Maruti leads the pack. Starting from the initial foray into the car market with the Maruti 800, this Company has come a long way. The Maruti Suzuki Vitara Brezza is the latest of the beauties to roll out of the Maruti stable. Maruti is the master at building these compact vehicles that suit every kind of budget in the country. Looking at the Maruti Suzuki Vitara Brezza price list, one can say that this car has the capacity of following the same tradition. Check for Maruti cars Price, Review, Features & Specifications at CarzPrice

You have this beautiful vehicle in seven different models ranging from the LDi, VDi, ZDi, and others. The best part of all Maruti cars is the beautiful exteriors. The Maruti Suzuki Vitara Brezza exterior is undoubtedly the highlight of this vehicle. You get this beautiful vehicle in a range of exotic colours ranging from Blazing Red to Fiery Yellow and Premium Silver to Granite Grey. If you look at the Maruti Suzuki Vitara Brezza images, it can give you the goose bumps. You cannot help but admire the beauty of the design. In addition to the exquisite exteriors, the Maruti Suzuki Vitara Brezza interior is admirable as well. This vehicle is one of the more spacious of vehicles from Maruti. You will definitely get a better idea when we describe the Maruti Suzuki Vitara Brezza interior in detail. You judge the popularity of the vehicle from its looks and mileage. The Maruti Suzuki Vitara Brezza diesel variant does offer an impressive mileage of 24.3 kmpl. This mileage forms an important observation in many a Maruti Suzuki Vitara Brezza review. The best part of this vehicle is that all the seven variants perform equally on the mileage front. This vehicle can adorn the portico of any house in town.

Maruti Suzuki Vitara Brezza Design & Style

Like all the other prominent names in the compact SUV segment, the Vitara Brezza too has the muscular and stubby stance which makes it larger than what it actually is. The lifted off frontal stance with a boxy design with clear lines make it look a bit old school, but then, there are some clear details in its design, which makes it an SUV of today’s times. The Vitara Brezza is actually based on the XA-Alpha concept which Maruti Suzuki previewed few years ago at the Delhi Auto Expo, and while it isn’t as flashy as the latter and has got a much toned down design in its production guise, it gets a number of design cues and features, making it a contemporary vehicle.Starting off from the front, the Vitara Brezza gets a lifted off stance with a chunky looking chrome grille, which gets squared off fins within it clearly inspired from the XA-Alpha’s front grille. The headlamps have a simple rounded rectangle like design, but then, they do get funky looking projector bulbs with daytime running LEDs. The front bumper too has a bulgy design, with black claddings and prominent positioning of fog lamps with turn indicators placed above them, which is something other vehicles in its segment are not having.

The side profile of the Vitara Brezza does get a rather clean profile with two sharp creases – one running from the front headlamp and ending up on the rear door, and the other being below of it which starts on the rear door and ending up in the rear tail lamp. The black colored body cladding form the front bumper is extending all the way onto the sides as well, giving it a lofty stance, which is further complemented with its high 200mm ground clearance. The top most variant of ZDI+ gets a dual tone treatment for its roof, which gives it a stance of a floating roof. The doors and mirrors have got very mild design, making the overall side profile appear boxy. However, the 5-spoke alloy wheels have been given a very nice and upmarket design treatment.At the rear, the Vitara Brezza has got a bulky stance, thanks to the wide profile accentuated by two big trapezoidal tail lamps and a big thick chrome bar with the name of the car embodied on it, much like what we have already seen on the Renault Duster. These tail lamps do get the same kind of LED light guides as on the front headlamps.

Maruti Suzuki Vitara Brezza Cabin & Comfort

First thing you would notice about the cabin is the comfortable ingress and egress. You just walk inside the cabin, which is also a boon for people having knee problems. The three spoke steering wheel looks familiar but the dashboard is entirely new. There is a neat looking centre console which is enclosed with a gloss black outline. The dashboard is all black but gets silver elements in the middle. The air vents are sizeable and the auto climate control works really well to cool the cabin quickly. The lower half of the centre console has well laid out uncluttered buttons which feel nice and premium to use. Overall quality of the cabin is good but in some places you might find hard plastics and components (window controls, steering stalks) that are shared with older Maruti cars.You get a neat looking instrument cluster which has some fancy tricks up its sleeve. You can change its colour to white, orange, blue, red and yellow. The infotainment system is well kitted up having a nice big touch screen with good touch quality. It offers Apple CarPlay connectivity along with MirrorLink so you can seamlessly stay connected with your phone through the car. The audio quality is above average and many won’t feel the need of changing the speakers. It also offers navigation system which isn’t intuitive to use if you have a habit of using Google Maps. The big screen also doubles up as a reverse parking camera display that is very convenient in congested situations.

The best part about the cabin of the Vitara Brezza is the driving and upright seating position that adds to the confidence while driving. The steering and seat is height adjustable and has a good range so both tall and short people will find a comfortable position to drive. The large glass area ensures that the cabin feels airy despite having a dark interior theme. Maruti has offered clever storage spaces across the cabin including two gloveboxes, the upper one is a cool box while the lower glovebox is the conventional storage to keep documents and essentials. There is a front sliding arm rest with storage, front passenger side under seat storage, 1-litre bottle holder on all the doors, coat hanger, seatback pockets and hook, front cup holders, sunglass holder, rear arm rest with cupholders and more.

The seats are quite supportive and well padded for long trips. There is a good sense of space at the rear too and you have ample amount of legroom for average height adults but tall passengers might find the legroom limited to some extent. Shoulder room is decent too for three passengers at the rear. Head room is excellent, even for tall people. Maruti could have added air vents for the rear passengers but the AC works quite well and you won’t feel the need of it. The engineers have carved out excellent boot space of 328-litres in the Vitara Brezza which can accommodate your luggage for weekend getaways. The best part about luggage space is that the rear seat folds flat down and it is flexible too with 60:40 split. Some of the key features of the Vitara Brezza include cruise control, auto headlamps, auto wipers, keyless entry with push button start, reverse camera and sensors, power foldable ORVMs and more.

Maruti Suzuki Vitara Brezza Engine & Transmission

The Brezza has been launched with a single engine option – the ubiquitous DDiS200 unit. The Fiat-sourced four-cylinder, 1.3-litre turbo-diesel engine produces 89bhp and a strong 20.4kgm. First impressions are that it is adequately powered with a nice, beefy mid-range; a well-known characteristic of this engine. It’s surprisingly quick too – the 1,197kg Vitara Brezza sprints to 100kph from rest in under 13 seconds, making it quicker than the 1,290kg Ford EcoSport. The Vitara Brezza’s strong mid-range is best experienced in the 40-100kph dash in fourth gear which is dismissed in 15.2 seconds; quicker than the EcoSport’s time for the same increment!

However, this engine is also known for its sluggishness at low revs which continues to be its weak link. Though Maruti has worked to minimise the turbo lag in successive models using this same motor, in the Vitara Brezza too, you can’t miss the fact that below 2,000rpm the engine isn’t quite awake. Although this compact SUV, which comes with reworked gear ratios will amble along quite happily on a part throttle to keep up with the flow of traffic, it’s when you mash your right foot down hard that the engine gets bogged down, especially in the relatively tall third gear. Cross the 2,000rpm mark and there’s a sudden rush of power which doesn’t abate until 5,000rpm. In fact, this engine maxes out at a remarkably high (for a diesel) 5,300rpm, which encourages you to make good use of the strong mid-range and top end. As a result, the Vitara Brezza is a comfortable highway cruiser with ample reserve for overtaking. However, a more linear power delivery and more torque deeper down would have made the Vitara Brezza more entertaining to drive. Hence, to get the most out of this engine you need be in the right gear at all times and this leads us to the gearshift, which again is nothing to write home about. It’s accurate but a touch sticky and lacks the crispness we have now come to expect from most cars in this price bracket. The clutch though is fairly light with good progression, which take the sting out of stop-start driving. For information on contact details of Maruti car dealers in Bangalore

Where the Vitara Brezza impressed us was with its refinement. Sure, there’s no escaping the characteristic drone of the Fiat diesel that filters into the cabin at higher revs, but the Vitara Brezza does feel nicely hushed when driven in a relaxed manner, with road and wind noise well contained.The Vitara Brezza’s suspension comprises front MacPherson struts and a torsion beam at the rear, but what’s noteworthy is that ground clearance is at an impressive 198mm. Base and middle-spec versions get 16-inch tyres while top-end models get 215/60 R16 tyres as standard. Our ZDi+ version came with the bigger 16-inch wheels and did a good job of smothering potholes and bigger ruts in true SUV fashion. However, the suspension is on the firmer side and the thud from sharper edges filter through. Also, on uneven surfaces the ride feels a tad lumpy, but never to the point of being uncomfortable. In fact, the Vitara Brezza does a good overall job of isolating passengers from the road and copes admirably with rough surfaces. The fat Apollo Tyres on our ZDi+ car no doubt soaking up a lot of the shocks.

Maruti Suzuki Vitara Brezza Ride & Handling

To compensate for the tall height and the heavy diesel engine up front, the Brezza gets a stiff suspension setup. This becomes very apparent when you attack the corners, as the compact SUV manages to keep body roll controlled. The downside to this, is a lot of thudding and crashing over potholes – which can get quite taxing on a day to day basis. Highway manners are confidence-inducing as well. The Brezza doesn’t float or feel bouncy as it goes about chugging miles.

The steering is well-weighted, and shouldn’t be a problem inside the city or on the highways. You can have a bit of fun with it around the twisties as well, the wheel does have adeqaute amount of feedback to offer. Yes, there’s a hint of understeer if you push it hard, but it quickly corrects itself the moment you lift off the throttle.

Maruti Suzuki Vitara Brezza Safety & Security

ABS, EBD and dual front airbags for driver and co-passenger are among the vital safety features aboard. While driver side airbag is standard across line-up, the co-passenger side airbag is offered only on the top-spec variant. Other features such as front seat belt pre-tensioners with load limiters, front fog lamps etc also also be available on the SUV. Along with the aforementioned features the Z trims will come with projector head lamps in front, automatic AC, LED daytime running lights, piano finish for centre console, 16 inch alloy wheels, 60:40 split rear seat, steering mounted controls for audio, height adjuster for driver, rear wiper with washer, rear centre arm rest, fog lamps in front and faux skid plates on bumpers. And the range topping ZDi+ variant comes with few extras such as cooled glove box, automatic head lamp, rain sensing wiper, electrically folding wing mirrors, arm rest in front, navigation and reverse parking camera display, push button start and cruise control.

Maruti Suzuki Vitara Brezza Price

Maruti Suzuki Vitara Brezza Ex-Showroom Price in Hyderabad ranges from 7,49,184/- (Vitara Brezza LDI Optional) to 9,97,154/- (Vitara Brezza ZDI Plus Dual Tone). Get best offers for Maruti Suzuki Vitara Brezza from Maruti Suzuki Dealers in Hyderabad. Check for Vitara Brezza price in Hyderabad

Maruti Suzuki Vitara Brezza Verdict

The Maruti Vitara Brezza is a game changer for the automaker as it has all the traits of becoming yet another volume spinner for the company. The price positioning is very aggressive in the segment, the amount of features on offer will woo buyers, the SUV stance is quite appealing, it has a fuel efficient motor and the Maruti badge further attracts a lot of trust on this product. The only drawbacks we could find out were turbo lag under 2000 RPM and cabin noise at high speeds. Otherwise the Brezza is a good all rounder and ticks the right boxes for different types of buyers in varying age groups. After a good while there is a serious threat to the compact SUV segment and an uphill battle for other players to keep up the volumes.

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Ford Figo Aspire Engine & Gearbox

Ford Figo Aspire Overview

The Indian market saw a big shake up in 1990s when foreign car makers were invited with open doors to the country. Ford was among the first few to enter in 1997 and although the Blue Oval has been in the country since almost two decades now, they haven’t been able to dominate with a significant market share. This is set to change as the company brought in the Figo, got a terrific response and decided to invest more money in India. Then the EcoSport came, an even bigger success and more and more Indians brought home their first Ford. Now the American automaker is set to launch the Figo Aspire, a car which will further boost Ford’s sales numbers in India as it sits in the highly competitive yet volume churning compact sedan space. Has Ford nailed it yet again? A drive around Udaipur helps us get our answer. Check On Road Price of Figo Aspire in Carzprice

Ford Figo Aspire Design & style

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.

Ford Figo Aspire Cabin & Comfort

Step inside and one is greeted by a stylish interior. The dashboard seems familiar because the design theme is similar to the EcoSport. The steering wheel, centre console and information screen look very similarto the EcoSport and Fiesta. There are dual-tone black/beige dash and beige seats and door pads. Depending on the variant, there’s either gloss black or silver finished inserts.

There are controls on the steering wheel too. The light blue backlit instrument cluster is pleasant looking but the dials could have been slightly larger. The air vents in the side are circular and feature chrome detailing in the top variant. Headlamp switches are new and placed below the driver side air vent. The boot release button is also placed next to it and is easy to access. The auto climate control switches feel premium and are well detailed. Quality as well as fit are good and are improved over the EcoSport

Ford claims there are as many as 20 storage points inside the car. There’s a storage point on the side of the dashboard that can be accessed when the door is open. Door mounted bottle holders are large and can accommodate more than one bottle if needed.

The seats are comfortable and even feature leather upholstery (first in segment). There is good support up front but the rear seats could have offered more support and could have been madelarger. The rear kneeroom isn’t best in segment but is still very impressive. The front seats have been scooped out to maximize room at the rear. Shoulder room isn’t a lot, so three adults in the back can be a squeeze. The floor isn’t fully flat too so it is good only for two adults. A rear armrest is also offered.Boot space at 359 litres isn’t as much as the Amaze or the Xcent but it is quite usable. The loading height is good and the boot is deep too.

Ford Figo Aspire Engine & Gearbox

The Ford Figo Aspire will be available with two petrol and one diesel engine options. The 1.2-litre four cylinder petrol and the 1.5-litre turbocharged four-cylinder diesel will come mated to the five-speed manual gearbox, while the 1.5-litre petrol will be available with a six-speed dual-clutch automatic transmission.

The 1.5-litreTDCi diesel is tuned to produce 99bhp and 215Nm of torque making it the most powerful car in the segment, marginally higher than the Honda Amaze. At standstill and low speeds, the engine is harsh and there is prominent clatter in the cabin, also a light buzz can be felt on the steering wheel and pedals. The harshness goes down as the rpm increases and engine feels pretty smooth over 2,000 rpm. We are however willing to live with it for the kind of performance it has to offer. The car is quick, getting to 100kph is easy and cruising in triple digits even more so. There is no turbo lag and the healthy bottom-end torque helps quickly getting from 60kph to 100kph without downshifting to the fourth gear. The clutch is light and easy to use even in the city traffic, though the gear shifts require a little extra effort. The ARAI efficiency of the diesel car is rated at 25.83kpl and we managed to get 15.5kpl in our test drive.

The petrol car on the other hand feels relatively underpowered. The Ti-CVT is good to deliver 87bhp and 112Nm, though the tuning, as expected, has been for efficiency. The engine refinement is top notch and driving around in the city is going to be comfortable. The performance isn’t too bad, it can get off-the-line quickly and there is decent midrange to get to 100kph in respectable time, but going past 120kph requires some efforts. The engine needs to be put under lot of stress, though we didn’t mind doing that since it sounds incredible at high rpms. While the ARAI efficiency of the petrol is decent as well at 18.16kpl, we expect the real time efficiency to be much lower at around 12kpl.

The 1.5-litre petrol was not part of the first drive, though we are looking forward to driving it soon. Our experience with the Fiesta AT tells us that the dual-clutch PowerShift transmission is fantastic and the 110bhp and 136Nm will feel even better in the smaller, lighter car.

Ford Figo Aspire Driving Dynamics

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. For information on contact details of Ford car dealers in Bangalore

Ford Figo Aspire Safety & Security

Ford has given special attention to the safety of the occupants inside and thus the new sedan comes with robust passenger cage created from high-strength steel, both driver and passenger side airbags and for the first time in the history of Indian auto industry Ford has even provided side and curtain airbags for the occupants as an option. The top end trims also gets ABS and EBD and also hill assist which is available only with the auto transmission variant though

Ford Figo Aspire Price

Ford Figo Aspire Ex-Showroom Price in Hyderabad ranges from 5,47,361/- (Figo Aspire 1.2P Ambiente MT) to 8,10,275/- (Figo Aspire 1.5D Titanium Plus MT). Get best offers for Ford Figo Aspire from Ford Dealers in Hyderabad  Check for Figo Aspire in Hyderabad

Ford Figo Aspire Verdict

The Aspire is a very impressive package which is arguably the best to drive in the segment and is incredibly spacious for a car in the sub-four-meter category. There are plenty of smart storage spaces around the cabin and they have created a smart docking station for devices at the top of the centre console to make it user-friendly for today’s consumers, with an easy to use charging port

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Hyundai Verna Features, Specifications & Performance

Hyundai Verna Overview

The Verna has been a proper success story for Hyundai, not just in India but across the globe. The C-segment in India has seen the arrival of newer products and thus the older Verna started feeling outdated. With the launch of the new car, we are eager to find out how it fares and whether it has what it takes to shake up the Japanese dominated segment.  Hyundai Verna  On road price starts from 7,98,723/- . Check for price details of Hyundai Verna in CarzPrice.

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Hyundai Verna Exteriors

The k2 platform underpins the new Hyundai Verna 2017. This platform is light and does not compromise on safety. Ultra high strength steel used in almost 50% of the car. There are many useful features in the car. This platform is longer and wider. The design is based on the Fluidic 2.0 architecture.This architecture is present on Elantra, XCent 2017, Grand 2017 and even the Creta. Now the Verna follows the same and looks part of the family.

Fron / A new grille looks more mature and engulfs most of the front part. It looks more evolved. The headlamps are sleek and the grille gets chrome slate, though only on higher variants. Projector headlamps are now seen in the car and it and also gets LED DRLs. This is what makes the Hyundai Verna 2017 a lot more stylish and attractive. The fog lamps get chrome surrounds and the bumpers are stylish.

Side / The Hyundai Verna 2017 is sporty looking especially from the side. The design is inspired from a coupe and hence it looks suave as well. The silhouette has clean lines flowing across. The mid models have 15-inch steel/alloy wheels and the higher ones have 16-inch diamond-cut alloy wheels. The top variant also gets chrome door handles.

Rear / The Verna 2017 looks very similar to the Elantra. The LEDs on the taillamps remind one of the Elantra. The rear bumper gets a dual tone colour.

Hyundai Verna Interiors

Being a Hyundai, the Verna comes with very good quality materials used on the inside. The dashboard has a driver-focused layout and the dual-tone colour theme looks pleasant. Compared to the older Verna, a lot has changed and the new generation car definitely feels a much better place to be in. Fit and finish is definitely very good and the build quality isn’t bad either. The sedan comes with features like ventilated front seats, electric sunroof, hands-free smart trunk, voice recognition, cruise control, 7.0-inch audio system with Android Auto, Apple CarPlay and Navigation, automatic climate control, rear parking camera and keyless-go. The audio system sounds pretty good while the cooling performance from the AC is brilliant.

Hyundai has also developed a Connected Car app for the Verna which is compatible with the top SX(O) variant of the car. The app is extremely good and shows details like RPM, current speed, fuel range, etc. It even shows the number of times you’ve done hard braking or hard acceleration in the car. The app is nifty but it should’ve been offered for all variants. The smart trunk feature on the car is worth a mention. You need to have the key fob in your pocket and if you stand near the boot for more than 3 seconds, the boot releases. However, the boot doesn’t really open up fully and you actually need to open it manually after the lock releases.

We found the front seats to be comfortable even over long drives and support for the lower back and under thighs is decent enough. The rear seat is also well-shaped but space is very limited. Kneeroom just cannot be compared to the Honda City and Maruti Ciaz while headroom is also just average. I am almost 6 feet tall and my head was almost touching the roof when I sat at the rear. However, the rear bench feels pretty comfortable in terms of support. The car also has a number of cubbyholes, bottle-holders and storage spaces inside the cabin. While the equipment list is very good, space is at an absolute compromise which can be a major deal-breaker especially for those people who are chauffeur-driven. The boot is well-shaped and can definitely hold quite a lot of luggage but at 480-litres, it is slightly smaller than the City and Ciaz.

Hyundai Verna Performance

The Indian spec Hyundai Verna continues with the 1.6 Litre Petrol and 1.6 Litre diesel engines under the hood. The drivetrains has been retuned for better performance and fuel efficiency. The petrol variant is capable of producing about 123 ps of peak power and 15.4 kgm of torque. The diesel variant on the other hand like we already said is powered by a 1.6 Litre unit which is capable of producing about 128 Ps of peak power and 26.5 kgm of torque. Now coming to the transmission option, the current Verna gets both manual as well as an automatic transmission, however the four-speed automatic unit has now been replaced by a new six-speed automatic unit which features six-speed torque converter. This electronic unit also powers the Elantra sedan as well. You can expect the new automatic gearbox also to respond quicker than the old unit.

The petrol variant promises to retrun around 17.70 km/l on the manual transmission while the automatic transmission promises 15.92 km/l. The diesel variant on the other hand promises 24.75 km/l with the Manual transmission while the diesel variant promises to return around 21.02 km/l.

Hyundai Verna Driving

The one serious shortcoming in the old Hyundai Verna was that it wasn’t a confident high-speed machine. With the new K2 platform and changes to both the front and rear suspension setup, Hyundai has completely transformed the driving experience in the 2017 Verna. The steering is still fairly light in town, making negotiating the tight traffic-filled street of Kochi a breeze, and when speeds increased out on the highway a nice reassuring weight enters the equation. The steering also feels quite direct and this really helps with letting you know what’s happening at the front wheels. Book a Test Drive for Hyundai Verna

It’s very well behaved around corners too. The chassis stays fairly flat and though there is some roll when really pushed it’s always predictable and controlled. The brake pedal is quite firm and though it is very linear and has more than enough braking force we do wish it was a little lighter action.Comfort hasn’t been compromised as the ride quality is still pliant in the new Verna. It’s on the firm side but yet manages to absorb bumps and imperfections in the road. This is down to Hyundai doing a lot of work on the suspension. It’s changed the setup of the McPherson linkages up front to limit the horizontal displacement that occurs when the front wheels go over sharp bumps and in the rear, the angle of the shocks have been changed to a more vertical design to better improve the backseat ride. It has worked.

Hyundai Verna Safety

Dual front airbags, ABS and ISOFIX come as standard across all variants of the 2017 Hyundai Verna. The EX variant adds reverse parking sensors, a rear parking camera, projector fog lights and auto-headlamps, along with impact/speed sensing auto door locks and a rear defogger with timer. The SX variant of the new Verna adds an auto-dimming interior rearview mirror and height-adjustable front seatbelts, while the range-topping SX (O) gets side and curtain airbags, for a total of 6 airbags.

Hyundai Verna Price

Hyundai Verna Ex-Showroom Price in India ranges from 7,98,723/- (Verna 1.6 VTVT E) to 12,86,796/- (Verna 1.6 CRDI SX Plus AT). Get best offers for Hyundai Verna from Hyundai Dealers in India

Hyundai Verna Bottomline

The new Verna is offered in seven colour options, two engine options, two transmission options, slightly improved fuel economy, has 21 new features, has a bigger and bolder stance and is now more stately in its design. All of these together help the car overshadow what is perhaps its biggest flaw – lack of space and comfort at the rear. In this regard alone, the City remains more dominant but in the larger scheme of things, the Verna eclipses the Honda offering by a mile. Bringing down the Ciaz may not be all that simple though because of how Maruti connects with its customers – and because Ciaz pricing still mostly undercuts this new Verna.Nonetheless, Hyundai has managed to mount a very formidable challenge to the Ciaz and the new Verna definitely has the potential to rattle its rivals and create a bigger space for itself in the Indian car market.

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Meta Skills of a Software Engineer

Doug Arcuri

Recently, a friend asked a question about the particular skills possessed by software engineers.

What are the unique skills that software engineers practice? Drawing from my experience led me to an opinion. The idea I have come to realize over time is that I enjoy the meta of programming. The skill of learning the meta, or how to do what we do better, includes reading many well known books in context. I took specific examples of what I read over the years, applied it to my own observations practicing in the field and I answered in a way that I believed was most pragmatic.

Me: In my opinion, if we think universally, I would say it is the practice of correctness and pattern recognition*. These are some of the skills that are unique to software engineers. Let’s exam these skills to add context.

Correctness Correctness is very much related to the how and why we build things the way we do. In organizations, it is most closely associated to the correctness of what the business must solve for its customers. Software that is written well follows this thinking. If you are looking for Best Website development services check Vivid Designs

Correctness is seen in engineering as how correct the how is so that the solution for business can continue to be solved with high reliability. It is and must be a balance of strategy (designing) and tactics (execution). The examination of the how’s how in a vacuum appears well in chapter four of Programming Pearls — Writing Correct Programs.

… keeping code simple is usually the key to correctness. — Jon Bentley Pattern Recognition Pattern recognition is strongly tied to the organization of that correctness by creating the necessary abstractions and component boundaries. Pattern recognition leads to concepts of reuse to modularize and isolate code. We monitor duplication, find areas that can be reused, and refactor complicated parts of code. It is what software engineers do well. Our attention to that detail is vigilant. We recognize knowledge as it is created over and over again. Then we simplify.

Pattern recognition is discussed at length in the community and there are many sources to read up on their techniques. The origins where I learned about this skill reside in chapter two of The Pragmatic Programmer — The Evils Of Duplication.

Make it easy to reuse. DRY — Don’t Repeat Yourself. — Andrew Hunt & Dave Thomas A Teachable Moment Once I gave this response, my friend followed up with another question.

If correctness and pattern recognition are these skills, how do you teach them? Of course, my answer was simple enough.

Me: Locate these books, set the environment, and work through by showing examples. Set the expectation of learning and practicing these meta skills while delivering value to business. Why? Complexity. This is the best investment of learning the skill of balancing complexity that I know of. It also results in engineers who become more confident over time. My mentoring has been focused around these books and around these particular skills. But it made me realize there are few out there that invest heavily in the meta, apart from doing the work without realizing it. The vocabulary of the meta is something I’ve have interest in. My writings on problem decomposition (correctness), and organization (pattern recognition) in the real world were difficult to see when in the heat of delivery. If you are looking for Web development company in Bangalore check Vivid Designs

At about the same time I had thought about writing this brief on these skills, another book was mentioned because I’d been asking around. A professor at Stanford has been teaching a course on the meta and has resulted in a book of some of his course findings. I was shocked when I found out that he has the same gripe as me, I purchased the book and devoured it. From chapter thirteen, A Philosophy Of System Design.

Engineers tend to be very detailed oriented. We love details and are good at managing lots of them; this is essential for being a good engineer. But, great software designers can also step back from the details and think about a system at a higher level. — John Ousterhout** Conclusion In my opinion, correctness and pattern recognition are skills*** that software engineers should strive to understand and do well at. The result is higher quality software. All other unique skills, if there are others to categorize, may very well be based off these. I invite others to share examples of meta skills they have practiced over time.

Fundamentally, correctness and pattern recognition have tie-ins to outcomes of complexity (also known as cognitive load). There needs to be a way to balance both intelligently so that the complexity is mitigated. In essence this is why these skills are, in my opinion, the distillation of what we do.

* What is interesting about correctness and pattern recognition is they also have a strong association to practices around machine learning.

** If you want to know more about what John is doing, take a look at his video.

*** Engineers should also practice high levels of learning and communication. These concepts aren’t unique to software, but have strong associations to the sciences.

 

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Maruti Suzuki Dzire Hatchback Overview & Performance

Maruti Suzuki Dzire Overview

The New Maruti DZire 2017 is launched. Yes you read that right, Maruti Dzire and not Swift Dzire. The Swift moniker has been done away with and the Dzire is now positioned as an all new model. The Dzire has been a runaway success for the company since the time it was launched. From a proper sedan, it later transformed into a compact sedan. This time, it comes in an all new avatar. Maruti Suzuki Dzire On road price starts from 5,42,706/-. Check for price details of Dzire in CarzPrice.

Check for Maruti car dealers in India

This is an all new sedan and is built on the Heartect platform of Suzuki. It continues to be a compact sedan but now has new dimensions. it is bigger than before and has changes in height, width and length. What is visually evident is the new width. The car also is lower in height, which makes it looks more proportionate. The new Maruti Dzire looks much wider than before. Even the weight of the car has reduced due to the new chassis and the car is about 100 kilograms lighter. The New Dzire also sees the introduction of a new variant in its lineup, which is the ZDi +

The same engines power the 2017 Maruti Dzire. These are the 1.2-litre K-Series petrol and the 1.3-litre DDiS diesel engines. The engine and power ratings remain the same, but the the car performs better as it is lighter. With engines are offered with a five-speed manual transmission and both engines also get AMT options. So there is a choice for automatic in both petrol and diesel and this is a big advantage over competition.

Maruti Suzuki Dzire Exteriors & Interiors

The use of wooden finish add a bit of class to the overall cabin quality of the new Dzire. There are also AC vents now for the back row passengers and despite being a compact sedan you won’t mind getting a chauffeur for it. The new platform used on the Dzire also makes space for some extra legroom for the rear passengers. There is also plenty of shoulder room at the back and getting three people to sit on the back seat is no longer a squeeze. Despite more legroom, the boot space 378 litres is more than what you would need on a family sedan.

Now the biggest change on the new Dzire is how it looks from the outside. It now gets that fancy big grille up front just like its competition the Ford Figo Aspire. And the new eyes on the Dzire now has a shimmer to them thanks to the fancy looking DRL’s. The engine hood of the car in now much more flat and edgy and many would say it looks like a vintage design. We would say that Maruti has tried here to make it look classier with a modern aesthetic

One look at the Dzire from the side and you still get that feeling that there is something incomplete there. But that’s with almost any compact sedan in the market right now. The rear is something that we didn’t fancy that much on the Dzire. The reason is simple here, it’s just flat. The bumper, the tail-lamp and the rear boot hood are all on one line. And there is no major separation for all the three parts. That means there is a huge probability of a low collision impact damaging all those three parts

Maruti Suzuki Dzire Performance

Maruti Suzuki deserves a big round of applause for offering six automatic variants in the new Dzire. The AMT tech not just offers gearless convenience but also doesn’t compromise fuel economy, and of course, keeps the sticker price in check too! With multiple automatic variants on offer, the Dzire AMT will be accessible to a wider set of buyers.

The second-gen Swift Dzire too was equipped with an AMT paired with the diesel engine. Both the engine & the gearbox are carried forward in the new Dzire but are calibrated differently. This results in smoother gearshifts. So, while the AMT still takes its own good time to upshift or downshift, the cabin experience is slightly richer than before as the head nod that accompanied every gear change previously is now subdued, but it’s still there.

The 1.3-litre diesel engine makes 75PS of max power at 4000rpm & 190Nm of peak torque at 2000rpm. The continuous torque surge makes the diesel Dzire a great mile muncher with very less downshifts required to make quick progress. When out on the highways, it’s best to use AMT in the semi-manual mode for downshifting to time the overtakes better, and also to hold upshifts and utilise the power band to spring back to three-digit speeds. In normal driving conditions the AMT is keen to upshift early. The artificial intelligence prompts the ‘box to upshift below 3000rpm on medium throttle input.

It does, however, hit the redline before upshifting with the A-pedal completely depressed. The AMT’s party trick is the creep function which allows you to pull the car forward from nought in the second gear. It’s like moving in traffic on half a clutch. Try doing that on the manual Dzire to realise the importance of an automatic. So, while the diesel manual Dzire should continue to munch miles, the AMT-diesel is now better suited for frequent city spins.

But the powertrain of the moment should go to the petrol-AMT combination. The 1.2-litre (83PS, 113Nm) petrol engine is a refined unit, and it was there on-duty in the Swift Dzire as well. The engine is the same, but it comes with the 5-speed AMT now instead of the 4-speed torque converter (and there’s a 5-speed manual as well). The drive experience of the petrol-AMT combination is plush thanks to low NVH levels and smooth gear shifts. The gear shift quality may not be as silky as in the Ignis petrol-AMT (same engine-transmission combo), but it won’t give you a dramatic head-nod moment you’d associate with AMTs in general

Talking about the engine characteristics, there’s torque on offer starting from low revs, and the band is quite wide as well. So, you can hold it in one gear higher without any resistance from the engine to downshift. The engine is also happy cruising all day long, with the 100kmph ticking at about 2800rpm in the fifth gear and max torque range still 1400rpm away. The gearing is tall although the engine doesn’t quite like to be revved to its limit. So, it’s possible to go well past the three digit mark in the third gear, but that won’t satisfy you as much as chugging it around its max torque range will, where it sounds the sportiest.

On the whole, the Dzire is still focused on covering maximum distance using minimum fuel. The engines were already fuel efficient, and reduction in weight has further helped matters. That doesn’t take away the Dzire’s engaging-to-drive nature, especially diesel’s, that shows eagerness to roll on thanks to the turbocharger unit. The petrol engine also has a new role to play now, and that is to offer a superlative drive experience owing to the AMT two-pedal tech and high refinement levels.

Maruti Suzuki Dzire Driving

Maruit Dzire has softened this car a bit and ride quality is noticeably better than the outgoing car. There are fewer body movements over bad sections of road and aren’t as jarring any more. It soaks up road imperfections in a very mature manner and feels nice and absorbent. The petrol’s steering is light and, with a tight 4.8m turning radius, it’s effortless to twirl around in the city. The return to centre is weak though, like many modern Marutis, and with all that lightness, it doesn’t feel as well connected to the road as before; there’s a bit of vagueness here. However, the diesel feels a bit heavier and more connected in company;

Maruti Suzuki Dzire Safety

The safety features on offer include dual airbags, ABS with EBD and even brake assist. There is also ISOFIX on all the variants, which makes it a good option to consider. The other features on offer include the front seat belt with pre-tensioners, immobilizer, force limiter, seat belt warning lamps. Key left warning and door open warning are a part of this list.

(VXi/VDi) In the V variant, the additional features are day and night adjustable IRVM, speed sensitive door locking and anti-theft security system. (ZXi/ZDi) Z offers reverse parking sensor, front fog lamps, rear defogger as additional features. (ZXi+/ZDi+)

The Z+ also offers some additional features too. There is reverse camera with guide that is an extra over the Z variant

Maruti Suzuki Dzire Price

Maruti Suzuki Dzire Ex-Showroom Price in ranges from 5,42,706/- (Dzire LXI) to 9,39,084/- (Dzire ZDI Plus AT). Get best offers for Maruti Suzuki Dzire from Maruti Suzuki Dealers

Maruti Suzuki Dzire Verdict

Maruti, as ever, has its fingers on the pulse of the Indian market, and this new Dzire is tailor-made to cater to the demands and needs of customers. It’s got all the right ingredients – space, practicality, comfort, good equipment on top variants, fuel-efficient engines and, above everything, the backing of Maruti’s extensive sales and support network. Also, the inclusion of ABS with EBD, and dual airbags as standard across the range is an excellent move that’s sure to go down well with increasingly safety-conscious Indians. With a wide introductory price range of Rs 5.45-9.41 lakh (ex-showroom, Delhi), there should be a Dzire variant for everyone. There’s little doubt then, despite the rise of the compact SUV, and doubts about the longevity of this segment in the light of the upcoming GST implementation, that Maruti seems to have another blockbuster on its han

 

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Are web design contracts necessary?

For website design company in Hyderabad visit Vivid Designs

In the first installment of the Project Manager’s Guide to Extraordinary Projects, we discussed initial client interactions and how to choose the best client for your company.

Now that you have found that perfect client, you’re ready to dive headfirst into an exciting new project. But wait, there is one last thing you need in place before you start wireframing, open up Sketch, or write that first line of code. The contract.

Unless you are a lawyer, the contract phase is probably the least exciting stop on the road to an extraordinary project. At times I liken the contract stage to waiting on the tarmac at the airport after you’ve boarded the plane and about to take off for a week long vacation. You’re bursting with energy, excited to start living it up. Just then, the captain comes on the loud speaker and says your flight will be delayed due to inclement weather.

Web design contracts and negotiations can be tedious and can dampen the energy of a project. However, they are crucial to success and will protect you and your company if things take a wrong turn during the project.

Are web design contracts necessary? Absolutely! The goal of a contract is to protect both parties in the event that someone doesn’t hold up their end of the bargain. We all wish we could take people at their word. But the reality is you need to take steps to make sure you’re covered if disaster strikes.

Even if you’re doing a small project for a familiar client or even a friend, a signed contract reminds everyone — including you — that this is still a professional business arrangement. For web design company services visit Vivid Designs

Here at 45royale, instead of getting bummed out about having to sort through all the contract’s legal jargon, we look at it as another opportunity to strengthen our relationship with our client.

First off, taking the time to draw up a contract that outlines terms of your agreement can show a client that you are serious and invested in the project’s success. They know you’ll deliver because if you don’t, the contract says you won’t get paid. Simple as that.

Secondly, outlining a project’s scope, requirements, and deliverables in a contract can set everyone’s expectations. The client knows what to expect from you. And you’ll know that they’ll be providing feedback on your work and paying you when they say they will.

When both parties are secure in their arrangement and free of worry and doubts, you’d be amazed at the kind of creativity and energy that can be generated at the start of a project. Where do I get a contract? Now that you are aware of the importance of a contract, what do you do if you don’t have one? If you’re just starting out doing freelance work or thinking about starting your own company it’s likely you don’t have a standard contract.

Many sites on the internet offer standard contracts that you can download for free. Sites like AIGA.org have web design contracts that you can download in PDF form and can even include helpful tips about customizing a standard contract to fit your needs.

However, if you’re going to be negotiating a contract more than once, its probably best to help you with a web design contract that suits your needs.

Use my contract, no use mine Once you are armed with a solid contract you can feel more confident about entering into an arrangement with a client. Some companies don’t have consulting agreements already drawn up, so having yours handy can certainly save some time.

But what do you do if your client has a standard contract of their own?

More often than not established companies will come to the table with a standard contract already in hand. While this is expected, you need to be aware that the terms of your client’s contract could be structured in their favor.

As a result you need to review any agreement closely before signing on the dotted line. In particular, web design contracts with larger corporations are usually very detailed and lengthy. It’s quite likely that they have an entire legal department drawing up said contracts. If you are looking for Web development company in Bangalore check Vivid Designs 

Bottom line — if you’re not a lawyer, don’t pretend to be one.

If you’re unsure what a particular clause or section in a legal document means, don’t sign it until you’ve asked your client for clarification and/or had the document reviewed by a lawyer.

The saga continues… While contract delays can stall a project, it’s important that you do your best to protect your business and your work. Once you have your agreement in place you can actually start producing and making your client’s vision a reality.

You both came up with a plan, signed an agreement to work together, and now its time to execute. Well don’t just stand there, get to work!

In Part 3 of the Project Managers Guide to Extraordinary Projects we cover two things that will either make your project or break it. That’s right, we’ll be talking about creating a project schedule and setting project milestones.

Did you like that article? Sign up for our weekly newsletter and we’ll send a new one to you every Friday. 🙌 When you subscribe to our newsletter, you’ll get the inside scoop on all the latest happenings around the 45royale camp. More importantly, we’ll send you resources to help refine your own design and development process, harness agility in your creativity, and stay inspired to meet your work with fresh eyes. Sound good? Giddyup!

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Setting Up Your Business for Address and Phone

In the past, clients and consumers were wary of businesses operating from their homes. Knowing this, many home business owners sought ways, many of which were expensive, to hide the fact they worked home. They’d obtain a box at a local mail store and hire an answering service. Today, home based businesses are normal and only a few clients or consumers question it. Further, the options to create a professional identity, have become more affordable.

Setting Up Your Business Address and Phone

Before determining your address and phone, you should decide your business name. Once you know your name and how you plan to set up your business structure (i.e. sole proprietor or LLC), you’ll need to decide on your address and phone. You’ll use this contact information on your business license and other official business documents. You’ll also put it on your business cards, contracts, and other marketing tools.

Business Address Options

Today it’s not considered unprofessional to use your home address; however, you may want to protect your privacy. Your address will be used in many documents, and online, and you may not want that to be public knowledge. For example, the CAN-SPAM law requires that your address be in all your emails. There are two options if you’d like a different address. One is to open a post office box with the US Postal Service.The second is to get a box at a local mail store, such as and UPS store. PO boxes are considerably less expensive than private mail boxes. However, your decision may in part depend on the image you’re trying to project for your business. Some prospects may view your use of a PO box address for your business as meaning it’s small or not fully established, or that you operate a “fly by night” company from your garage.The mail store option can give the appearance of a business with a physical address, that might make some consumers more at ease working with you over seeing a P.O. Box. With a mail service, your address is the mail services address plus you box number. For example: 123 Elm Street, #123. This looks more like a location than P.O. Box 123.

Business Phone Options

Even 100 percent online businesses need a phone. While your clients or customers may not call you, you’ll need it for other reasons, such as for the services you use (i.e. web hosting). Many home business owners start off using their current phone, but there are several advantages to setting up a business line.

1 You can keep business and personal separate. When your phone rings, you don’t want to worry that your child is answering a client call. When a business line rings, you know it’s business, and when your personal phone rings, you know its personal.

2 Phone related tax deductions are easier to track. The IRS doesn’t like comingling of your personal and business accounts. If you use your personal phone, you can only deduct the direct business expenses.

Landline Options

Before cell phones, having a business phone was fairly limited.

You could either add a second number (distinctive ring service) to your existing phone, or have a second line added to your home. The latter option is more expensive, but it is also entirely deductible on your taxes. Using your existing line, you can only deduct business-related services (i.e. distinctive ring).

Cell Phone Options

Today, having a cell phone is easy and allows you to be accessible when you’re not in the office (which can be a good or bad thing depending on how much you work). Like your landline, you can get a business number to your existing phone service, or use an online service to create a business line that forwards to your cell phone.

 

 

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Mahindra KUV100 NXT Engine & Transmission

Mahindra KUV100 NXT Overview

Mahindra & Mahindra has been known to be a maker of robust and rugged passenger vehicles, since a long time. However, with the advent of the compact crossover/SUV market and its subsequent fame among the Indian consumers, it is obvious that Mahindra also had its own offering/s in the segment. Mahindra KUV100 marks Mahindra’s entry into the lower spectrum of the compact SUV segment. With dimensions in-lined with crop of premium hatchback the Mahindra KUV100 brings compact SUV design language to lure customers into the Mahindra’s fold. Coming in with a contemporary take on tallboy masculine hatchback design, the Mahindra KUV100 is shorter than 4 metres in length, thereby utilizing the excise duty benefits, yet staying true to traditional flow lines of Mahindra. Mahindra KUV100 is flamboyant and has a striking design for the segment with its huge wraparound headlamps combined with a rather sleek grille that a neat Mahindra & Mahindra logo. From exterior styling to cosy interiors and stuffed cabins, Mahindra KUV100 have it all. With the KUV100, Mahindra believes it has created a comparatively more muscular and stylish compact crossover in this new segment. Looking at the design the Mahindra KUV100 will entice a lot of the younger breed of customers. Thereby, furthering Mahindra & Mahindra’s reach into younger India consumer. View Offers & Price on KUV100 NXT in Pune at CarzPrice

Mahindra KUV100 NXT Design & Style

While the silhouette hasn’t changed, it gets several small changes that make a big difference. For starters, the headlamps are new, and while it retains the DRLs, the red detailing within the plastic covering has been given a miss. Then there’s a redesigned front grille which looks quite aggressive, and it gets chrome inserts. Both the bumpers have been redesigned and get contrasting silver skid plates that give the KUV a more rugged look. In addition to increasing overall length by 25mm, these also enhance the car’s approach and departure angle, which make it a bit more off-road ready. Further strengthening the KUV100’s appeal are sporty 15-inch alloys which fill the wheel wells a lot better now, and new outside mirrors which get integrated turn indiators. The rear door handles are black now and don’t stand out like before. New clear-lens tail-lamps, new character lines and a new spoiler give the rear a much nicer look. Like the Anniversary Edition of the KUV100 that was launched earlier this year, this car also gets a dual paint option – the red or silver shade with a contrasting black roof – alongside the six other body colours. Overall, the KUV100 is more palatable to look at, and with this facelift, it leans more towards SUV than hatchback. But the oddball proportions remain and the confused mix of styling elements will not be to everyone’s tastes

Mahindra KUV100 NXT Cabin & Space

The raft of design refinements continues on the inside of the KUV as well. Layout-wise, the dashboard will feel instantly familiar to anyone who’s driven the earlier car; however, the lighter colour plastics and fabrics around the interiors have made way from a much darker theme. Honestly, I think the KUV looks all the better for it, and while the plastics in use are far from soft-touch, the textures in play, especially on top of the dash, do lend it a modicum of premiumness.The most apparent change is the addition of a 7-inch touchscreen infotainment system, available in both the mid and top variants. While it’s been borrowed from other contemporary Mahindra SUVs, it’s a welcome addition to the cabin. The infotainment experience is quite good, with a host of connectivity options including Bluetooth, USB and aux, all controlled through a touch interface that’s intuitive, extremely responsive and fairly legible even in harsh sunlight. And it even gets a full-fledged built-in navigation system

Right below the new infotainment system are new air-conditioning controls. No climate control here, but the controls feel much improved and easier to use, and the new air-con system is completely electronic, which Mahindra says has gone a long way in reducing the dashboard’s wiring complexity. I would like to mention that the top-spec K8 variant we were driving featured a remote opening tailgate that can be triggered only using the button on the key fob, with no apparent mechanical failsafe – a strange choice if you ask me. The rest of the cockpit pretty much follows what we’ve seen before and there are no surprises here.Just like before, you can get the KUV100 in either a 5- or 6-seat configuration. We drove the 6-seat option that gets a bench for the front seat, although the driver’s seat is individually adjustable. Of course, you can seat three in the front only in a technical sense, and anyone but the tiniest of occupants will have trouble fitting their knees behind the dash-mounted gear stick.

Thankfully, the middle seat can be flipped down to create a massive centre armrest for the driver and passenger and it even even gets a couple of cup holders. The NXT carries on the KUV’s tradition of offering interesting storage spaces, with a box that can be accessed by flipping the passenger seat up, and an under-floor space near the feet of the rear passengers.The glovebox too is surprisingly wide, able to accommodate a decent amount of stuff and gets a cooling function in the top-end model. Overall, seating space in the KUV100 is great, with ample amounts of knee, leg and headroom for all occupants. The seats themselves are quite comfortable, and ever under-thigh support all around is fairly decent. The driving position, though, is quite upright, like that of an SUV, so it gives you a commanding view of the road ahead.

Mahindra KUV100 NXT Engine & Performance

The KUV100 NXT has the same underpinnings as its predecessor, and we have had good things to say about the monocoque’s limited body roll despite its height, compared to small cars. The NXT features slightly retuned versions of the mFalcon 1.2-litre three-cylinder G80 petrol engine which produces 83PS/115Nm and D75 diesel engine which outputs 78PS/190NM from the earlier KUV100. At the small straights on the Mahindra test track, the NXT stayed stable at speeds up to 135kmph, and it will go beyond that but we will have to wait until we bring it in for a detailed road test to find out. With the micro-hybrid electronic start-stop system, the engine will turn off when placed in neutral for a short time, and restart when the clutch is engaged.

The system works well and will give a 3 to 4 per cent boost to fuel efficiency, which stands at 23kmpl for the diesel and 17.45kmpl for the petrol (ARAI tested). With the D75 diesel motor on the top-spec K8 variant, throttle response feels direct in the switchable Sport mode, while the Eco mode slows it down a fair bit and limits the engine RPM in each of the five gears. The reach to the console mounted joystick-style gear lever is easy. Always staying within view, this lever should prove useful, especially for new drivers while constantly shifting gears in traffic conditions. With the centre seat folded into an armrest, driving through traffic will be less of a chore.

The steering wheel now feels a notch lighter to use at low speeds and does weigh in well as speed increases. However, some vagueness in feel sets in at speeds above 105kmph. That said, the small size makes it a breeze to turn the NXT and U-turns in tight spots will not be a bother at all. Braking with ABS as standard fitment is rapid from speeds in excess of 80kmpkh and the Mahindra feels composed through it. Some more feedback from the pedal would be welcome. For information on contact details of Mahindra car dealers in Kolkata visit mahindraprice.in

Mahindra KUV100 NXT Ride & Handling

Mahindra says that they’ve added new silent engine mounts to improve NVH levels in this KUV100 NXT. For the most part, I’d say they work well in the diesel variant we drove, isolating a fair amount of vibrations from the cabin. However, that doesn’t detract from the slightly annoying level of engine noise that still manages to creep into the cabin.With no mechanical changes to the monocoque structure or suspension either, ride and handling remains at what we’ve come to expect from this little crossover. The tall design means that there is a bit of body roll when you pitch it into corners, but it does manage to remain confident and under control if you get a bit aggressive with the steering. Suspension setup is still on the softer side, so it should still be able to handle real world roads quite well. On the whole, it pretty much feels like a tall hatchback to drive and that’s a real plus point for those who might feel intimidated with the notion of getting behind the wheel of an SUV.

Mahindra KUV100 NXT 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.

Mahindra KUV100 NXT Price In Hyderabad

Mahindra Kuv100 Nxt Ex-Showroom Price in Hyderabad ranges from 4,39,000/- (KUV100 NXT K2 Petrol) to 7,40,191/- (KUV100 NXT K8 Dual Tone Diesel). Get best offers for Mahindra Kuv100 Nxt from Mahindra Dealers in Hyderabad

Mahindra KUV100 NXT Verdict

The KUV100 is a very practical and spacious car that’s fairly easy to drive. And the option of carrying six passengers is a huge draw for buyers looking for a budget family car. With this facelift, the KUV finally gets some premium features that other cars in this segment have been offering for a while now. Sure, its proportions are still a bit out of kilter, but Mahindra has managed to clean up the styling to a great extent and that has made the design of the KUV100 NXT a lot easier to digest. It’s well-priced too, and your money goes a fair way with all the features on offer. With the KUV100, Mahindra has taken a big step forward. It’s still not quite there but is definitely closer to the competition now.

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Hyundai Elite i20 Facelift Review & Test Drive

Hyundai Elite i20 Overview

It’s the facelift of a very popular premium hatchback, so naturally, there was a lot of anticipation for it. When the wraps came off it at the 2018 Auto Expo, however, the first impression was that not much had changed. Even afterwards, when we placed photos of the old and new side by side, it was a tricky game of ‘spot the difference’. Now that we have the car with us for some closer inspection, let’s see if there’s more than meets the eye. View Offers & Price on Elite i20 in Kolkata at CarzPrice

Hyundai Elite i20 Style

Now, before we answer that, let’s talk styling. The Elite i20 might run on juicy looking 16in wheels, but as you can tell, it’s no SUV. It is, nonetheless, a good looking large hatchback, we will give it that. The Elite i20 now follows what Hyundai calls its Fluidic Sculpture 2 design, which to you and me means a car that’s less flamboyant and in-your-face, and more palatable than the likes of the Hyundai Verna and Elantra. It still has Hyundai’s signature hexagonal grille and pulled back head lamps, but the mesh that integrates the fog lamps as part of the bumper is a new addition; and it looks good. The bonnet has more creases now and daytime running lights, interestingly, have been given a miss. Hyundai says customers weren’t willing to pay for it.

In profile, the increase in wheelbase of the Hyundai Elite i20 is obvious. What isn’t as clear is the reduction in length. The new i20 is 10mm shorter. But with its stronger shoulder line that runs from the front fender all the way into the tail lamps; the sloping down roofline; and the blackened C-pillar, the Elite i20 looks sportier and has a larger than class road presence. It is the rear where the Elite i20 looks very unlike the previous generation car. Its large LED tail lamps that run into the hatch dominate, and they look beautiful. But then on, it lacks the same styling flair the Elite i20 displays upfront and in profile. It has this ugly protrusion under the Hyundai badge (for the reversing camera) and the bumper though flowing in design, lacks character.

Hyundai Elite i20 Interior

Coming to the interiors, the new i20 easily possesses the best looking interior among them all. Not even the Volkswagen Polo, which I feel is a classy interior job indeed, can hold a candle to the sheer presence of the i20 interiors. It is impressive enough to be counted among the more luxurious German set of premium hatchbacks.Starting off at the dashboard, the basic idea Hyundai have captured is to try and make this look like a wrap-around dashboard with some of the elements inclined towards the driver. It’s similar in form to what BMW offers in their cars and I dare say some of the elements even look like they came straight off a BMW.

Again there are no mellifluously flowing lines to showcase a fluidic theme, instead it’s all hard kinks and corners captioning a more edgy design theme. The cut of the air-con vents, the hexagonal-ish housing for the air-con vents and the audio system, the climate control system and even the instrument panel behind the steering wheel are all superbly detailed and styled. It’s a very intuitive cabin and very easily you begin to memorise just where your fingers need to reach, to make audio changes or change the interior climate.More than just the way everything inside this cabin is styled I believe people will be taken aback just as I was with the attention to detail and the way things function. This is a fabulous form and function kind of cabin. Take for instance the controls for audio and the multi information display on the steering wheel. The buttons and knobs are soft touch and require minimal effort to operate. They are also smartly placed, all audio and phone controls on one side of the wheel and MFD on the other.

The multi function display clearly shows the global reach of this car. There is a host of information displayed in it, especially multi region units for speed and temperature which clearly indicate that Hyundai have fabricated this as a single unit for a universal market. The most interesting feature in this MFD is the one which tells you if the steering is centred or locked into one side. So if you have backed up into your parking while having forgotten to straighten out the wheel and come back to start the car in the morning, the MFD will indicate that your wheels need to be straightened out before you ignite the engine and roll out, probably straight out onto your driveway rather than a wall. I also liked the reminder feature which allows you to set the reminder for your service intervals, either as in number of days or kilometres to go before the next service. Now if only Hyundai had to put in a fuel log feature in it, it would seriously rock.

Hyundai Elite i20 Engine

There have been no mechanical changes on this facelifted i20, but there has been a bit of retuning to both the engine and the chassis. For instance, Hyundai says it has achieved a nine percent increase in fuel economy thanks to a slight remapping of the engine and those aero ducts in the front bumper. In truth, you can feel it a bit when you drive. In this diesel car, for example, the bottom end feels a bit stronger and some of the punch at the top end is missing, thanks to changes to the fuelling. The change is not too drastic, and if you drive primarily in the city, you will appreciate the improved low-end responses. What remains unchanged is the smooth nature of this motor and the light and easy gearshift action.

In a bid to make it a bit more engaging to drive, Hyundai has also tinkered a bit with the suspension and the steering of the i20. They’ve stiffened the rear suspension a little bit and you can feel that in the way the car isn’t quite as bouncy coming off a large speedbreaker, for instance. They’ve also sharpened up the steering a bit and reduced the slack at the centre position to make it feel a bit more engaging than before. Truth be told, this is still no driver’s car, and to truly improve the dynamics would require a full generational leap – as we saw with the new Verna, but it’s good to see Hyundai is trying to improve things on the current-generation car. For information on contact details of Hyumdai car dealers in Chennai visit Hyundaiprice.in

Hyundai Elite i20 Driving

On the handling front, I do feel that the new i20 is seriously underpowered for the kind of control it exhibits. It’s tightly controlled in corners and while there is some body roll, it’s not unsettling nor does it at any point make you feel unsafe. I did find the steering a bit elasticky and it’s not as impressive as in the Grand i10 but it’s light enough for urban commutes with enough weight for when you take it out of the city. The assistance fortunately is not excessive and like in the Verna or the previous i20, you do not need to be extra cautious when taking the steering wheel off centre.

Compared to the diesel variant, the petrol i20?s steering setup feels lighter, thanks to the lesser weight of the petrol engine. But that also makes the steering feel more lifeless. The engine however, feels livelier than its diesel counterpart. Being a naturally aspirated mill, it has a more linear power delivery with no flat spots to complain about. The engine is rev happy and gets the car rolling from as low as 1,200 rpm. Needless to say, it is also quicker and more refined than its diesel sibling.

Hyundai Elite i20 Safety Features

In fact, when it comes to comfort and convenience related equipment, the Elite i20 scores quite well; at least in this top of the line Asta trim. It gets steering mounted controls and single zone climate control system; electric ORVMs with auto fold and a cooled glove box; height adjustable seat and Bluetooth telephony; auto headlamps and keyless entry and start; and a reversing camera as well.What it could do with, however, was a rear central armrest, a better trip computer and a leather pack. On the safety front, there’s ABS and front two airbags. Sadly, the six airbag option available on the previous generation i20 has been skipped on the new car.

Hyundai Elite i20 Price

Hyundai Elite I20 Ex-Showroom Price in Mumbai ranges from 5,27,767/- (Elite i20 1.2 Era Petrol) to 9,09,277/- (Elite i20 1.4 Asta Option Diesel). Get best offers for Hyundai Elite I20 from Hyundai Dealers in Mumbai. Check for elite i20 On Road Price in Mumbai

Hyundai Elite i20 Bottomline

Overall, this facelift appears to be a case of ‘if it ain’t broke, don’t fix it’, and really, not much was broken with the Hyundai i20. It’s also worth remembering that Hyundai has been giving the i20 small, regular updates over the years, particularly to the equipment list, and this is why the facelift doesn’t feel as much of a change as most facelifts do. The long equipment list couldn’t have gotten much longer and the interior quality was already pretty much at the top of the class. Even the changes to the engine mapping are very minor. What is much appreciated is the small but effective attention that’s been paid to dynamics, for whatever it’s worth. So yes, the i20 hasn’t changed all that much with the facelift, but then, it didn’t really need to.

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