Mitsubishi Pajero Sport Review,Interiors,Mileages & Performance

OVERVIEW

Mitsubishi might be a pale shadow of its former self but their greatest hits back catalog still has some prized – and revered – name plates. Lancer, particularly when suffixed with Evolution, will get every petrol heads’ unwavering attention; rallyists in India will brook no trash-talk of the Cedia; and off-road enthusiasts still whisper Pajero in respectful tones. Yet nobody, not even enthusiasts, buy Mitsubishis anymore and the reason is simple: everything is dated, overpriced, burns the wrong fuel and have long since lost relevance to the Indian market.

However just when things looked beyond salvage the strongest nameplate in the cupboard has been dusted out, polished and given a fresh lease of life. The Pajero Sport, unlike what the name suggests, has nothing to do with the Pajero, Montero or all those Repsol-liveried, Ralliart-fettled, Dakar-conquering machines – this is a completely different SUV line designed for the rough and tumble of emerging markets. In fact the design, engineering and underlying ethos have more in common with the Toyota Fortuner than any other Mitsubishi. Like the Fortuner which is based on the Hilux pickup platform the Pajero Sport too shares its platform with the Triton pickup. And just like Toyota who have concentrated manufacturing of the Hilux, Fortuner and its derivatives in Thailand (not Japan) to keep costs in check so too is Thailand the mother plant for the Pajero Sport from where completely built up units will be initially imported with CKD operations set to commence in Chennai from September.

EXTERIORS

Mitsubishi Pajero Sport is built on the platform of company’s light pick-up trucks which are sold in bulk in Thailand. In fact, the company designers have lifted the nose structure as it is from its rally car, the Pajero Evo. The Chrome plated vertical bar type front grille is integrated adjacently with the projector beam headlamps which come with a functionality of self-leveling. The fog lamps right under the headlamps is a big turn on. The enormous wheel arches on both sides that have 17×7.5 JJ Alloy wheels; go well with the overall front fascia of the SUV.

Beneath the front bumper, there is plenty of space due to the enlarged ground clearance of 215mm in the SUV. The Japanese auto-major has executed chrome pretty well with certain sections of the SUV like the chrome-plated power door mirrors and door handles strike the right chord and provide a bit of much needed sophistication and plushness to the SUV unlikely of its stony exterior appearance. Additionally, black roof rails, high-mounted stop lamp at rear, chrome-plated rear license plate garnish, colour-keyed side protector mouldings, etc. are like icing on the cake.

INTERIORS

Open the heavy door and climb into the car and you will appreciate the build quality of this vehicle, the Pajero Sport showing a lot of solidity. When you close the door, there is a massive thud too and quality levels are very good. The dashboard is nice but there are just too many colours on it, the dash is a dual-tone black and beige unit while the centre console gets wood finish and the centre AC vents gets a silver surrounding. There is no digital climate control on this Mitsubishi which is shocking of course but there is decent amount of kit on offer like projector headlights (for the low beam only), puddle lamps on each door, illuminated key ring, electric driver seat adjustment, leather seats, rear parking sensors, reverse camera, Bluetooth connectivity and a touch-screen audio system with Navigation along with the usual iPod, USB, AUX and CD options. Right above the infotainment screen is a multi-information display (not in the instrument cluster) which displays average speed, fuel efficiency, range, date, outside temperate and elevation.

Somethings do look like an after thought in this cabin, like the mic for the Bluetooth and the speaker for the same, it’s exposed, both the mic and the speaker making this look like an after market job. There are plenty of storage bins inside the cabin, the glovebox has good depth (although it isn’t much wide) and it gets a lock too. Other storage areas include a box below the AC controls on the centre console, under the front centre arm rest, two cupholders next to the handbrake, sunglass holder on the roof but there is no magazine pocket behind the driver’s seat. The door pockets are a tad small and 1-litre bottles will be a tight fit on the front doors while the rear doors have been shaped in a way (have an inward scoop) that they can easily take a litre sized bottle.

The Mitsubishi Pajero Sport has comfortable seats which coupled with the airy cabin (due to large windows and beige seats) makes this car a nice place to be in for long journeys. The front two rows are high on comfort with the middle row having ample legroom too, it also gets coat hooks next to the grab rails. Under thigh support isn’t a problem in the first row but a bit lacking in the second row and very bad in the last row, where you have to naturally climb in to get in. While headroom is good all throughout, the last row only has average legroom, making it best for children. There is a slight hump in the floor in the second row and there are only two headrests in this row, so it’s best used by two people, making the Pajero Sport a good four seater. Cup holders and storage space is on the right side in the last row. The AC vents are roof mounted and controls are placed in the second row but the master AC switch for the rear is placed too low and out of sight on the dashboard. Boot space is lacking with all three rows up but you can flip forward the second row and flat fold the third row completely to boost luggage space. There is also a power socket in the boot.

PERFORMANCE

This model series is available with a commanding 2.5-litre diesel mill that has the displacement capacity of 2477cc. It is based on a double overhead camshaft valve configuration. It has four cylinders that are further fitted with sixteen valves. This mill is integrated with a common rail direct injection system that helps in returning a decent fuel economy. This intercooled turbocharged power plant enables it to pump out a maximum power of 175.56bhp at 4000rpm, which is quite good. At the same time, it yields a peak torque output of 400Nm in the range of 2000 to 2500rpm, which is rather good considering the road and traffic conditions in India. This vehicle is offered with a two gear box options for the customers to select from, which are five speed manual as well as automatic transmission gear box that makes gear shifting quite easier.

The automaker is offering this model series with the same diesel power plant that has a common rail fuel injection technology. It is currently available with both manual and automatic transmission gearbox options for the buyers to choose from. Its manual version has the ability to produce a maximum mileage of 13.5 Kmpl on highways, which goes down to a minimum of 11.5 Kmpl under city traffic conditions. However, its automatic version can deliver a mileage in the range of 10 to 12 Kmpl.Its diesel engine comprises of 4-cylinders that further have 16-valves and is based on a DOHC valve configuration. Both the manual and automatic versions have the ability to produce a maximum power of 175.56bhp that yields a commanding torque output of 400NM, which is rather good.

DRIVING DYNAMICS

The 4×4 vehicle with manual gearbox reaches up to100 kmph speed within just 11 seconds and clocks a maximum speed in the range of 190 to 195 Kmph. The manual variant returns a mileage of 13.5 kmpl on highways and around 11.5 kmpl in city traffic conditions. On the contrary, 4×2 version with 5-speed automatic gearbox has the capacity of breaching 100 kmph speed mark within just 12 seconds and reach up to a peak speed of 190 Kmph. This variant offers a mileage within the range of 10 to 12 kmpl.

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This giant vehicle is equipped with a reliable suspension system that ensures maximum stability and balance on any road conditions. The front axle is integrated with a double wishbone while the rear one is fitted with a 3-link coil spring type of system. In order to avoid uneven road jerks, this car is loaded with stabilizer bars.Further, 16-inche ventilated disc brakes are mounted on the front wheels, which are hydraulically operated with two circuits. The rear wheels are equipped with a set of 16-inche ventilated drum-in-disc brakes, which are hydraulically operated with split brake. All these features ensure prompt and enhanced braking experience. Not just these, Anti-lock Braking System (ABS) and Electronic Brake-force Distribution (EBD) are featured in this variant for enriched braking mechanism. This utility vehicle is loaded with a torsion-resistant rigid ladder frame for enhanced stability and ‘With on-demand 4WD’ for sure traction. The beams provide added protection to the occupants in case of collision.

SAFETY

The automaker has loaded this sports utility vehicle with many vital aspects that will offer protection to all its passengers and the vehicle as well. There are dual front SRS (supplemental restraint system) airbags offered, which minimizes the injury in the event of a collision. Its has an extra strong body construction that is built using high tensile steel at crucial locations, which makes it rigid. Another aspects is the electronic engine immobilizer, which prevents any unauthorized entry into the vehicle and protects it from theft. It also includes side impact protection beams and crumple zones, which helps it to absorb jolts caused in case of a collision. This vehicle is integrated with several advanced features like an anti lock braking system with electronic brake force distribution, three point ELR seat belts, collapsible steering column and anti intrusion brake pedals that further enhances the level of security.

VERDICT

The Mitsubishi Pajero Sport is by far the most under-rated vehicle in its class. Sure there are issues with the way Mitsubishi and its laid back partner, Hindustan Motors has gone about handling business in the country but as a product, the Pajero Sport is a fine vehicle, deserving much applaud. This vehicle is very well engineered, packs in a lot of comfort and has a visual appeal that shouts SUV. With a good diesel engine under its belly and a terrific ride quality, the Pajero Sport comes across as an excellent alternative in the segment, the automatic version only broadening this two ton vehicle’s appeal even further.

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Merecedes Benz S Class Review,Equipments,Features & Performance

OVERVIEW ;

The Mercedes-Benz S-Class is a premium luxury sedan available from Mercedes-Benz in India. It is powered by one petrol engine and one diesel engine options. The boot space volume on the Mercedes-Benz S-Class is 510 litres for the petrol and 530 litres for the diesel and the fuel tank capacity is 70 litres. It has a turning radius of 12.3 metres. The sedan is available in four exterior colour options, Polar White, Obsidian Black, Iridium Silver and Palladium Silver. The Mercedes-Benz S-Class is available with two different 19 inch alloy wheel designs and is available with a Burmester 3D surround sound infotainment package as standard.

EXTERIOR AND LOOK ;

The new Mercedes Benz Maybach S600 Guard looks exactly the same like the existing S Class variants, but with some minor differences. Only a keen eye will be able to notice the exact difference. As we can see, its external appearance is gracefully designed with splendid build quality down to the closest detail. It is pretty long, wide and reasonably low in height that expresses the royalty from all frames. Further adding to its appeal is the expressive lines that stretches from the front to the rear end through the door panels.While its coupe and sedan versions look completely different from each other. The coupe trims are designed with two doors, and have sleek, bold and stylish body structure as compared to other trims.

However, its AMG version looks sportier than the regular variants, thanks to its exclusive package featuring bumpers, alloy wheels, a distinctly designed radiator grille and extensive black accents as well.To start with the front, it has a beautifully sculptured signature grille with thick chrome surround. It is accompanied by the company’s emblem positioned on top of the hood.On either sides of the grille, there are large headlight clusters featuring adaptive bi-xenon headlamps along with LED daytime running lights.

By the sides, its fenders are mated with stylish set of alloy wheels that adds grace to the facet. The outside mirrors have a neat, clean design and comes integrated with LED turn blinkers.Coming to the rear section, it has a large tailgate with U shape that is decorated with chrome accents. Surrounding this is the distinctly crafted taillight cluster that is integrated with innovative LED light pattern.The overall look is simply magnificent that can grab attention of any automobile enthusiast.

INTERIOR AND COMFORT ;

The cabins of most flagship luxury cars feel like bigger, fancier versions of “lesser” models, sharing a general design aesthetic and many control components. Not so the 2017 Mercedes-Benz S-Class. Even though the new E-Class has borrowed a few design cues and controls, the S-Class remains a special car that exists above the rest. There is an elegance and sense of opulence that make it feel more like a competitor for a Bentley than a BMW.

Beyond aesthetics, few cars can approach the new S-Class’ comfort and infotainment features. The standard seats are lovely, but we recommend the Premium package’s multicontour seats with their additional adjustments, ventilation and six massage settings. That’s right, six. One even simulates a hot stone massage by utilizing the seat’s heating elements. And just in case your rear passengers are the jealous sort, the same opulent front-seat features (including their adjustments) are available in the sedan’s enormous backseat. Plus, you can add an entertainment system, airplane-style pop-out tables and even a fridge.

Those aren’t available on the coupe and convertible, but even their backseats are generously sized for a two-door car. Plus, the coupe’s lack of side roof pillars provides a wide-open, windows-down driving experience that few other cars can match. You’ll also find the convertible’s top-up or top-down driving experience impressively serene, especially with the standard Aircap wind deflector raised.All of the S-Class’ many infotainment functions are controlled by the latest iteration of Mercedes’ COMAND system, which is reasonably user-friendly given the immense number of functions it’s tasked with. Just make sure to spend a lot of time trying things out and asking questions of your Mercedes salesperson or dealership concierge.

The trunk, as you might expect from a 17-foot-long sedan, is sufficiently large at 16.3 cubic feet. Note, however, that the available 24-speaker Burmester high-end sound system “significantly” reduces trunk space, according to Mercedes. The S550e plug-in hybrid also has a smaller trunk (12.2 cubic feet) because of its battery pack. The coupe’s trunk is on the small side for a coupe, especially such a large one, at 10.4 cubic feet. The Cabriolet is a bit better at 12.4 cubes, but it’s reduced to 8.8 when the roof is lowered.

ENGINE AND GEARBOX ;

The drivetrain department boasts more changes than any other area. Specifically, Mercedes-Benz just introduced two brand-new engines. The U.S. lineup will now include the S450, which uses a biturbo, 3.0-liter V-6 that cranks out 362 horsepower and 369 pound-feet of torque. Given that the outgoing lineup begins with the S550, the S450 will become the new entry-level model in North America. A 4Matic version with all-wheel drive will also be offered.Speaking of the S550, it was replaced with the S560. Along with the name change comes with a new drivetrain, as Mercedes dropped the 4.7-liter V-8 in favor of the smaller, twin-turbo, 4.0-liter unit. Rated at 463 horses and 516 pound-feet, it’s 14 horsepower more potent than the outgoing powerplant, but at the same time, it consumes about 10 percent less fuel than its predecessor.

To lower the fuel consumption, four cylinders of the new V-8 are deactivated simultaneously under partial load with the help of the CAMTRONIC valve-lift adjustment system. This reduces gas-cycle losses and enhances the overall efficiency of the four firing cylinders by shifting the operating point towards higher loads.In Europe, the existing V-6 diesel was replaced by the company’s new 3.0-liter inline-six. This new mill cranks out 282 horsepower and 443 pound-feet in the S350d (a 27-horsepower increase and 14-pound-foot decrease) and 335 horses and 516 pound-feet in the S400d. The latter is the most powerful diesel Mercedes-Benz ever.

DRIVING DYNAMICS ;

Silky smooth would be the best way to describe the new S-Class’ performance and handling on road. Occupants are brilliantly insulated from the external influence such as wind or tyre noise, rough asphalt, etc. The S-Class just simply glides over virtually any road surface without letting the occupants know what’s underneath. It continues to provide a ride you’d expect from a top-notch premium luxury sedan. The compliant suspension ably cancels out road imperfections while also keeping body roll in check. The V8 powertrain in the S500 (our test car) doesn’t really give the driver anything to complain about except for the fact that top speed is electronically limited to 250 km/hr. The S500 uses a 4.7-litre V8 petrol engine with 449 BHP of power, doing 0-100 km/hr in 4.8 seconds. However the variant most relevant to India is the S350, which uses a 3.0-litre V6 diesel engine. The BlueTEC mill offers 255 BHP of power, enabling a 0-100 km/hr sprint in 6.8 seconds. Performance is effortless and you simply exercise your right foot to gather quick momentum. All engines are Euro 6 compliant and are mated to a 7-speed automatic gearbox. Not that it matters much but fuel consumption has reduced and the new S-Class is more efficient than its predecessor. ECO start/stop function is standard across the range.

Just like before, ride quality is superb and the car’s air suspension combines smoothness with complete control and utter stability as you waft along faster than you think. The electro-mechanical steering is reasonably fluid, linear, predictable and surprisingly quick for such a long wheelbase car. It takes a few kilometres of driving to get used to it as the car may turn more than you anticipated given the amount of movement on the steering wheel. The overall impression is that you get that stately luxury car feel without feeling overly isolated from the driving experience.Of the new technologies offered, on the move, the car’s ability to detect bumps on the road ahead and adjusting the chassis in a blink of an eye was most impressive. The Mercedes S-Class detects such unevenness by means of the stereo camera which sets up the suspension in advance to deal with the situation, in practical purposes, you can drive over a speed hump at 40 km/hr without even noticing it.

BRAKING AND SAFETY ;

The braking capacity of this car is unique and thumping. It is loaded with exceptional safety features that avoid accidents. An inbuilt technology responds before the danger comes and protects the driver or passengers from any mishap. The safety aspects are truly brilliant as the Mercedes-Benz looks ahead to future for higher safety measures. It is packed with optional and standard safety functions that alarm the driver and eliminates the chances of collisions.

CONCLUSSION ;

When this updated S-class comes to India in the first half of 2018, it will likely launch with the new straight six diesel and the re-tuned V6 petrol, with the V8 version joining later on, along with AMG and Maybach versions too. The new engines are welcome step forward in refinement and performance, although the latter was not really required in a new S-class. Expect prices to increase a bit, which should put it in the Rs 1.2-1.4 crore (ex-showroom) range for the ‘standard’ models. In diesel guise at least, the current S-class is already our pick of the segment, and its position is likely to only grow stronger when the updated version arrives. However, launching around the same time will be Audi’s brand-new A8 limousine, which also promises to set new benchmarks in technology, equipment, comfort and interior quality, and along with the still-fresh BMW 7-series, is a tussle worth looking forward to. Of course, the rather interesting automated driving features that we got to sample in Zurich won’t make it to India, but even without them, the S-class remains possibly the most complete sedan for the chauffeur-driven.​

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Toyota Prius Exterios,Interiors,Performance & Driving

OVERVIEW ;

The Toyota Prius had set a new benchmark in the luxury hybrid car segment. The new Toyota Prius has been upgraded in terms of performance parameters and styling features. The exteriors feature new LED headlamps and fog lamps with daytime running lights. The new interior features introduced in this model include a multi-information instrument cluster with a head-up display and a new touchscreen display music system with 10 speakers. The safety features of seven airbags, including driver knee airbag, ABS with EBD and traction control, are featured in this model.

EXTERIOR AND STYLE ;

Most of the automakers spend relatively more time on the drawing board when it comes to designing a hybrid or electric vehicle. There are no exceptions in the case of the Prius, as Toyota has paid special attention to the futuristic styling of this hybrid vehicle. It is indeed an attention seeker because of its unique design and for the fact that there are very few examples on our roads. Up front the Prius boasts of a sharp headlight cluster housing projector lamps along with a thin grille divided by the Toyota logo, which is highlighted in blue shade to tell that it’s a hybrid Toyota. On the front bumper it gets a wide air inlet that integrates fog lamps alongside vertically shaped turn indicators, which is a neat touch.

The side profile of the Toyota Prius reflects a fish like design. The steeply raked windshield blends with the swoopy roofline that ends immediately at the angular shaped tail of the car. There is a sharp shoulder line on the side that erupts from the headlights and continues till the tail lights. The 15-inch wheels look a tad small in proportion to the well-sized body. The rear is the most attractive part of the Prius, where the hatch acts as a rear windshield blended with the roofline, which drops flat at the end, pointed with a sharp edge that looks like an integrated spoiler. The rear bumper is big and chunky and the vertical tail lamps are sharply treated with shiny bits, attracting good attention at the rear.

INTERIOR AND COMFORT ;

The new Prius has received an interior with just enough changes to call it new. The car’s traditional high-mounted driver information cluster appears to have remained in place. In fact, this particular design strategy has been a staple for quite some time now, going all the way back to Asian models like the Toyota Vios.The multi-layered dashboard is a nice touch and I also like how the chrome trim creates a separate compartment for the new infotainment screen and the HVAC control buttons at the bottom.

The biggest issue I see is the size and positioning of the gear shifter. It’s one thing for the shifter to be small or located in an unusual place. It’s another thing for it to be both, which is what you’ll get on the new Prius. The white surround does pop out from the mostly black interior, but it looks like it’s made of plastic. The mobile phone charger and the cup holders in the tunnel are nice and functional additions.For the most part, the cabin looks clean and smooth, although it might have been better off with a more traditional transmission tunnel instead of having the shifter resemble a video game joystick.

ENGINE AND TRANSMISSION ;

The Prius uses Toyota’s Hybrid Synergy Drive that in this application comprises a 98hp, 1.8-litre petrol engine – that runs the efficient Atkinson cycle – and a 53kW (72hp) electric motor that draws power from a 6.5Ah nickel-metal hydride battery. Do note, the latest Prius is also available with a superior lithium-ion battery but the higher cost is sure to have ruled it out for India. The combined output of the hybrid system is 122hp.Getting going in a Prius is an occasion, or actually a non-occasion. Provided there’s enough juice in the battery, the Prius will come to life in full-electric mode giving you the opportunity to make a noise and emission-free getaway. The Prius can run in full-electric mode, and on battery power alone, at speeds up to 50kph but you’ll have to be gentle with throttle inputs to manage so; the combustion engine wakes up when the system senses that more power is needed, or simply when the battery needs charging. Full-electric mode is perfectly useable in city traffic and there’s ample power on call to keep pace with traffic. When the engine does kick in, you can feel the additional power at your disposal. With both engine and motor at work, the Prius does manage to feel brisk enough. What is good is that the CVT gearbox doesn’t spoil the experience as it does on the Camry Hybrid, with far less of that irritating ‘rubber band’ effect. But outright performance is anyway not the focus here, fuel economy is. The Prius boasts an ARAI-tested fuel economy of 26.27kpl, though the car’s onboard computer showed a figure closer to 18kpl on our drive that included city streets and smooth moving highway stretches. Think about it, only a few small cars deliver that sort of efficiency.

Also impressive is the Prius’ overall level of refinement. The petrol engine runs quietly for the most part and only sounds strained when you really extend it, while much of the other sounds from outside stay where they belong.The new Prius is the first car to be built on Toyota’s new modular TNGA platform that will eventually underpin everything from compact sportscars to SUVs. And if the Prius’ generally impressive driving manners are a sign of things to come, there’s a lot to expect from future Toyotas. Yes, this is a Prius that you can actually have some fun behind the wheel of. It does roll considerably in the corners but the steering feels nicely weighted and offers pretty good feel, and there is good grip on offer too. Even brake pedal feel (the Prius uses regenerative braking) is much improved. And though squeaky, the low rolling resistance tyres also hold on quite gamely. Make no mistake though. The new Prius is not a sporty car. But rather than feeling like an appliance as old Prius models did, this one feels like a nice-to-drive mainstream car. For one, it’s a whole lot nicer to drive than Toyota’s own Camry Hybrid.

RIDE AND HANDLING ;

Strong disc brakes clamp down on the front as well as the rear, and we thought that the overall braking quality was superb. Cornering is easy, and slowing down and halting requires little strain. There is no body roll, but high speed does shake up the inside a bit. Coming to the suspension system, there is a McPherson strut armed onto the front axle. We thought that the overall ride was comfortable enough, but conditions could defer depending on the road terrain. The vehicle absorbs moderate road anomalies well, and we thought an average Indian passenger would feel quite satisfied with the overall comfort.

BRAKING AND SAFETY

The Toyota Prius Hybrid features has ventilated disc brakes at the front and solid disc brakes at the rear. The firm grip on the road by the alloy wheels is further improved with anti-lock braking system, brake assist, electronic brake force distribution and traction control, assuring effortless driving on all sources. The safety features in this variant include airbags for the driver, co-passenger, side airbag at the front, curtain airbags at the rear and driver knee airbag.

CONCLUSSION ;

Here’s the thing with the new Prius ­­– given the lack of support from the government in terms of taxation, it is expensive. What’s more, one can buy more conventional cars for similar money that offer better features, more driving fun, and even higher practicality and comfort. What these conventional cars lack, however, is a statement. So, if I had an M3 in my garage to burn both fuel and rubber over the weekends, and I had judgmental friends at the club, I’d buy the Prius as my second car in a heartbeat; you know to handle the daily commute and put a lid on the club gossip.

Toyota Prius Z8 Ex-showroom Price is   44,95,034/- and On Road Price is   47,29,000/- in Pondicherry. Toyota Prius Z8 comes in 7 colours, namely Emotional Red,Attitude Black Mica,Grey Metallic,Silver Metallic,White Pearl Crystal Shine,Super White,Dark Blue Mica Metallic.Test drive for Toyota Prius.

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Tata Nexon Overview,Interiors,Mileage & Specifications

OVERVIEW ;

The sub 4-metre subcompact SUV segment of which the new Tata Nexon is one of the most popular and most aspirational automotive segments in the country. Maruti Suzuki consistently sells over 10,000 units of the Vitara Brezza every month and the Ecosport single handedly helped recover Ford India’s lull a few years ago. Mahindra has four SUVs in this segment too – the TUV 300, the Bolero Power+, the KUV 100 and the NuvoSport and even Hyundai and Datsun will soon launch brand new SUVs in this segment. So it was only obvious that sooner or later, any automaker who wants to be a real volume player in the Indian market needs to have a model present in this segment. Tata Motors first showcased a concept compact SUV called the Nexon at the 2014 Indian Auto Expo and an almost production ready version of the Tata Nexon at the 2016 Indian Auto Expo. While most of us expected the production SUV to be watered down version of the concept, the Indian automaker has surprised us by launching the Tata Nexon subcompact SUV that is very close to the concept’s original look and design. And the last time that happened was when Jaguar launched the F-Pace! So read on to know more about the brand new 2017 Tata Nexon!

EXTERIORS ;

The Tata Nexon is neither a sub-compact SUV nor a hatchback on stilts. It’s a crossover in the true sense. The SUV traits of the Nexon are ground clearance, which at 209mm is comparable with the Renault Duster, and large 16-inch wheels. The high-stance is married with a coupe-like sloping roofline that rakes sharply like that of the Range Rover Evoque.The unconventional design is eye-catchy, which should make it hard to miss when parked beside other hatchbacks and compact SUVs. The top-spec XZ+ variant of the Nexon that we drove sported a contrast-colour roof in steel grey with both red and blue exterior colours. The signature element is an off-white plastic trim that runs just under the greenhouse on the side. It continues at the rear too, but that’s paint and not plastic. Tata could have done away with it, but then, they could have overdone it too, which they have not.

Apart from the grey roof and off-white sash, there’s another contrasting element on the outside – the black plastic cladding. It does its job of making the Nexon look rugged and high-heeled quite well.Look straight into the Nexon’s eyes, and you’ll get a hint of Tata’s ‘Impact’ design. The front grille’s top line extends into the headlamps, and onto the side. That’s the ‘humanity line’ in Tata lingo. The Nexon’s design is, however, more aggressive than its siblings. The elements that add to the bold front look are pulled back projector headlamps with LED daytime running lamps, high-set fog lamps, a large front air intake and flared wheel arches.While the Nexon looks SUV-ish from the front, the rear is more hatchback-like. The high ground clearance is hard to miss, and the stock tyres (215/60 R16) look wide for a vehicle of the Nexon’s size. The faux skid plate on the rear bumper adds some ruggedness. There’s an off-white and glossy black element around the clear-lens tail lamps that adds quirkiness to the design, but you get used to it with time.

INTERIORS ;

The interior is filled with new techie stuff and the focus on quality and refinement is quite apparent. The highlight is what Tata calls the Grand Centre Console, which really pushes the boundaries of what we expect of a car in this segment. From the neatly tucked in handbrake lever to the sliding tambour door mechanism, everything looks and feels a few classes above.Then, there’s the first in segment Multi Drive Modes selector dial that lets you choose between Eco, City and Sport settings. The theme colour of the infotainment screen changes to match the driving mode you are on. Don’t get your hopes too high though – it doesn’t have any off road setting because the Nexon is a front wheel drive car.

Unlike the exterior, the dashboard follows a simple and straightforward design. You get a floating 6.5-inch touchscreen that supports Android Auto. Tata says Apple Car play will be introduced soon. Infotainment system comes with the ability to read out text and Whatsapp messages and send replies using voice commands. The HD display offers intuitive interface and responds quickly. You can access all functions with minimal ‘eyes off the road time’. Nexon also offers a lot of niceties including the superbly sounding Harman music system, automatic climate control, navigation through the connected smartphone, voice commands for most functions, reverse camera and most importantly, a wearable smartkey. However, the steering wheel and the instrument panel have been carried over from the Tiago and Tigor.

There are 31 smart storage areas including a huge glovebox, bottle holders and even umbrella holders on the doors to make the cabin very practical.The front seats are well padded for great comfort and support. Height adjustable driver seat and tiltable steering ensure finding a suitable driving position is not an issue. You would appreciate the elevated driving position and the excellent visibility in all directions. However, rear visibility is slightly compromised thanks to the small rear windscreen.There’s adequate legroom for rear passengers and despite the sloping roof, head room is generous too. Yet, the rear bench is not wide enough for three passengers. Centre armrests with cupholders and rear air vents make things more comfortable at the back.350 litres of boot space can be expanded to 690 litres by folding the rear seat on a 60:40 ratio.

PERFORMANCE ;

Tata is offering all-new petrol and diesel engines in the Nexon. Both can be upgraded to BS-VI norms as and when the mandate comes in. While the basic architecture of the 1.2-litre indirect injection turbo-petrol engine is the same as the Tiago’s 3-cylinder motor, Tata says that they have used all the know-how from the Zest’s turbopetrol unit and incorporated it here. So while the block remains the same, the engine is lighter than the Zest’s turbocharged unit and also makes 110PS of power and 170Nm of torque. These figures in the compact SUV segment are lower than that of only the EcoSport’s 125PS turbo-petrol engine.The diesel, in the meanwhile, is a 1.5-litre unit that makes the same amount of power as the petrol but a significantly higher 260Nm of torque. Both the engines are mated to 6-speed manual transmissions, with AMTs to be slotted in at a later date. Tata also offers the aforementioned Drive modes in both the variants. The Drive modes can be accessed via the rotary knob and can be changed on the move. The good part about this dial is that whatever mode you’ve selected, there will be an audio note telling you the selection and the colour of the infotainment system too changes a la Mini Cooper style. The dial also remembers the last selection made and sticks to it even after the car has been switched off.

We had a go at the turbopetrol engine first. At start-up, the engine has decent refinement; however, on the move, it is audible. There is some amount of turbolag and the motor isn’t that happy sitting at high revs. What it is happy doing is cruising. At around 1,600rpm, the engine is doing 100 clicks in top gear. Good for those efficiency numbers then. It is also tractable and even at a higher gear and low revs, the engine is happy. For example – 40kmph in fourth gear is possible and the engine doesn’t really protest. But if you want quick acceleration, you need to drop a couple of gears before making any progress. The hairpins up Idukki dam were taken in second gear; however, the moment brisk acceleration was called for uphill, I had to downshift. Rowing through the gears though is pretty much fun as the gearbox is slick. Vibrations are present though and manifest through the pedals and gear lever. However, they aren’t at an alarming level.The diesel, in the meanwhile, sounds as refined as the Brezza’s unit. It, however, is the punchier of the two motors. The clutch is light and has a short travel while the gearshift too is smooth. Surprisingly, the diesel is a bit more eager to rev than the petrol. Tractability remains common for both with the exception that hurried progress doesn’t really require dropping a gear in the diesel. This will be the engine to watch out amongst the two. It has less turbolag and gets the job done in a better fashion.The Drive modes do alter the engine mapping and throttle setting, but over the years Tata Motors has refined it. The Sport mode no longer feels snappy. Instead it is quite linear. Around 70 per cent of our first drive review was done in this mode. City is the apt one for err…in the city while Eco dulls out the throttle response and requires a bit more of patience when hurried progress is to be made.

DRIVING DYNAMICS ;

Where the Nexon scores top marks, however, is in the ride and handling department. Ride quality isn’t pillow-soft and you do feel some of the larger bumps, but the suspension rounds off sharp edges brilliantly. The little bit of stiffness in the suspension also means there is not much pitching or bobbing and body roll is well contained despite the Nexon’s height. There is a bit more up-down movement in the lighter petrol car, but on the whole ride quality is really impressive. The steering, borrowed from the Zest, is spot-on and one of the best electrically assisted units we’ve experienced in this class of car. It has a reassuring on-centre feel and weights up perfectly as you pile on the lock. All of this translates to brilliant overall stability, and with a best-in-class 209mm of ground clearance, and lots of wheel travel you really don’t need to slow down for potholes.The stiff chassis, impressive brakes and generous grip from the fat 215/60 R16 tyres give a lot of confidence through corners. It doesn’t feel as keen to drive as an EcoSport and isn’t as surefooted either, but work up a rhythm, keep the engines in their sweet spot and you’ll be nicely rewarded.

SAFETY ;

Tata Motors is offering dual front airbags and ABS with EBD on all variants. You also get a seat belt height adjuster standard on the Nexon. We all are pretty much familiar with the sales and service of the automaker. Sales outlets across the country are aplenty and service centres are also in abundance. While service quality levels may not be the best, Tata isn’t that bad either and the company is working their way up.

VERDICT ;

So it seems, Tata’s holistic approach towards the Nexon has paid off. The flamboyant styling, superbly finished cabin, modern tech along with impressive performance are sure to win many hearts. Moreover, Tata is already revamping the dealership and aftersales experience to welcome the Nexon.Yet, we all know that it’s not going to be cakewalk for the Nexon as it will be running into formidable competition from the heavyweights like the Vitara Brezza and the Ecosport. However, despite a few minor niggles, the Tata Nexon is well-placed to put the competition to shame and rake in good numbers.

Tata Nexon Revotron Xe Ex-showroom Price is   5,97,315/- and On Road Price is   6,89,807/- in Chennai. Tata Nexon Revotron Xe comes in 5 colours, namely Vermont Red,Moroccan Blue,Glasgow Grey,Calgary White,Seattle Silver

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Tata Bolt diesel review, test drive

Tata Bolt Price in India

 

They have been making trucks, SUVs and cars for many years now. The

popularity of these vehicles is in the exact order as mentioned. All

is well in Tata Motors except for a small change. They have become

young…again! As absurd it may sound, it is superbly true. They have

shrugged off their conventional approach and have become more Zesty

than ever.

 

Grab a daily or visit online and you shall see how the Zest is lapping

sales records and creating many in its course. The waiting period of

Zest has also gone up, a trouble which Tata Motors wanted to face for

a long time. Now that the Zest has got its feet fixed, it’s time for

its younger enthusiastic brother to step in. The elder, being the

matured one, is called the Zest while the younger one has a wild

streak and thus aptly called the Tata Bolt.

 

Paying attention to the demands of the young, the Bolt comes loaded

with many class rivaling features. Will this Bolt Strike leave the

competition in a state of complete discomfort? We reveal soon

 

DESIGN

Tata Bolt is based on the Vista platform, just like the Zest. Both are

twin siblings with a DNA similar to the Vista. To not go away from the

current design, Pratap Bose, Tata’s chief designer has evolved the

styling of the Bolt from the existing Vista design. If one notices

closely, it is the same shell like the Vista. This will be the new

design language for the coming Tata products; first we saw it in the

Zest and now in the Bolt.

 

The fascia of the Bolt retains a lot of similarity to the Vista, but

it does look fresh. It isn’t old or out-dated at any given point of

time. There is a chrome lip on the top of the front grille and

headlamps integrate well with this design. It looks like a smiling

front than an aggressive snout. It does have projector headlamps, but

it misses out on Move to the side and one can notice striking

similarity between the Vista and Bolt. The Bolt gets the blacked-out

pillars that give it a floating roof feel. The rear is a bit of

confusion for me, as it is floating but the round ends confuse me. The

new tail lamp design is compact and it does look stylish

 

CABIN

If the exteriors don’t manage to convince you that the Bolt is a new

Tata, then the interiors certainly will, because apart from the

spacious cabin, the Bolt doesn’t share much with the Vista.

 

In fact, the all-new dashboard is similar to the Zest’s but, instead

of the sedan’s dual-tone scheme, the hatchback gets a sportier

all-black look. If you’re familiar with the Vista, you’ll find a big

step-up in quality, especially with the switchgear and some nicely

damped buttons on the centre console. However, some plastics, such as

those on the mirror casing and door pockets, have rough edges. Also,

the rear seatbelt’s retracting mechanism on our test car went bust

after a few uses, which is more worrying as it’s a sign that Tata’s

well-known quality niggles still persist.

 

Typical of Tata hatchbacks, you walk into the cabin and sit relatively

higher up in the driver’s seat. The front seats are generous and plush

but feel a touch too soft, and lack of support for the lower back can

lead to aches after a long drive. While finding a good driving

position is easy, taller drivers may find the tilt adjustable steering

blocking a chunk of the instrument cluster. Other ergonomic irritants

are a narrow footwell which leaves little place to rest your left foot

and the ‘Multi-Drive’ row of buttons which are set too low.

The Bolt’s strength, however, lies in the spacious rear bench. The

ample legroom rivals many mid-size sedans and thanks to the wide

cabin, passengers seated three abreast here won’t have to jostle for

shoulder room. Surprisingly though, while the front seats feel too

soft, the rear bench feels a bit too firm. Tata needs to give the

Bolt’s seats consistent foam density.

 

For convenience, there’s just a single cup holder in the front and an

open stowage in front of the gear lever to hold your phone. The top

trim also gets a storage tray under the front passenger’s seat –

useful to hide valuables when parked. That said, the lack of bottle

holders and slim door pockets hampers practicality and even the

210-litre boot isn’t particularly large; in fact, it’s around 10

percent smaller than the Vista’s.

 

Equipment, though, is what the Bolt has in abundance. The top XT trim

gets a Harman-sourced touchscreen interface that also doubles up as

the screen for climate control. In the Bolt, this infotainment screen

gets an upgraded firmware (vis-à-vis the Zest) that adds GPS

navigation through an Android phone. For better readability, the

screen’s contrast has been tweaked as well, but that hasn’t done much

to improve legibility in direct sunlight. Thankfully, you won’t have

to strain your eyes much as the infotainment system can read aloud

text messages and supports voice commands for dialling. Surprisingly

though, there isn’t a CD player but it supports most modern audio

sources such as Bluetooth, USB, iPods and aux. Sound quality from the

eight-speaker (four mid-range drivers and four tweeters) set-up sounds

great; most customers won’t be tempted to spring for an audio upgrade.

 

PERFORMANCE

Tata officials only offered the petrol Bolt with manual transmission

for us to test drive. The diesel and the AMT (automatic) will have to

wait for a date closer to the launch next year.

 

The 1.2T, turbocharged, 4-cylinder Revotron engine is offered in

pretty much the same state of tune in the Bolt too. The powertrain

remains almost identical with the same TA65 gearbox also on offer in

the Bolt. But, compared to the Zest, the Revotron in the Bolt manages

to offer a slightly wider band of torque, despite the fact that the

peak continues to be the same 140Nm. Maximum power is the same 90PS

and though it peaks at 5,000rpm, power delivery from the engine is

very linear.

 

The Bolt shares the new light-weight chassis architecture with the

Zest and it becomes clear that it has helped the car massively, making

it nimbler and quicker. It is only a few kilos lighter than the Zest,

but Tata engineers have done an excellent job in boosting the ride

quality. Vibrations and noise have been extremely well contained

inside the cabin. Suspension geometry has been calibrated for keeping

the ride quality cushy on bad roads, though that didn’t mean that the

car bounced or bobbed about too much either. Body roll has also been

contained, though you tend to feel that there is a bit more lateral

movement due to the tall seating position.

 

DRIVING DYNAMICS

Tata cars always score high on comfort and the same can be said about

the Bolt. Ride quality is excellent (a bit soft which results in some

bounciness at speed over bad roads), the vehicle takes everything in

its stride with utmost confidence and irons out bad roads like it’s

child’s play. Even bad roads don’t pose a threat to the Bolt and it

won’t be wrong to say that this is the best riding car in the

hatchback segment. Where Tata cars aren’t popular is the driving feel,

while they are neutral, they won’t make you rave about the handling,

the Bolt is a bit different here. Set-up to give you a good time

around the bends, the Bolt handles nicely and is eager to corner but

there is some body roll.

 

The new electric steering has good feel and decent feedback at speeds

(although it’s on the lighter side) which inspires confidence to drive

fast. We love the appearance of the 3-spoke steering wheel and the

size just fits in perfectly to make you feel at home. With 10 mm

smaller width of each tyre over the Zest, the Bolt still has plenty of

grip on offer and cornering really hard makes the acres of under-steer

make itself very evident. Stability at speed is excellent and braking

performance is also very good. Turning radius is a tad more than

rivals while ground clearance is more than adequate for our roads. The

Tata Bolt offers a fantastic blend in the dynamics department and is a

car you can actually have some fun driving.

 

SAFETY

Tata Motors has given the Bolt front airbags, ABS, EBD and Corner

Stability Control. Unlike its rivals from Japan and Korea, the Bolt

isn’t a light car and the heavy weight does make its presence felt as

you simply don’t feel like your driving a hatchback, the vehicle feels

robust. Yet to be tested by NCAP, we expect the Bolt to fare very well

but safety equipment on lower trims would be a nice touch. Tata Motors

is doing a lot to improve the service experience for its customers and

the same is reflecting already although such things take time.

 

CONCLUSSION

After spending a day behind the wheel of the Bolt, we can say that the

Bolt lives up to the standards set by the Zest. It looks decent, is

spacious and rides pretty well too. In fact, Tata Motors has been

smart in changing the suspension setup as well as the steering feel,

thanks to which it is a lot more fun to drive and will appeal to a

slightly larger audience. Will it beat the competition? Well, a lot of

it will also depend on the pricing, but one thing’s for sure, Tata

Motors has once again got it right with the Bolt.

 

Tata Bolt Ex Showroom Price in New Delhi ranges from 4,63,449/- (Bolt XE Revotron 90PS Petrol) to  7,16,908/- (Bolt XT Quadrajet 75PS Diesel) .Tata Bolt has 8 Variants of Petrol are available in India. Tata Bolt comes in 5 colours, namely Venetian Red,Platinum Silver,Sky Grey,Pristine White,Dune Beige.

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Nissan Micra Review First Drive & Price in India

 

 

INTRODUCTION ;

Nissan has been in India since a few years with limited products in their portfolio. Nissan’s range revolves around high end cars such as the Nissan Teana, Nissan X trail, and the recently launched sports car, the 370Z, all of which are imported as completely built units thereby justifying their price tags. India has emerged as the fastest growing automobile market in the world and the small car segment is boiling with almost unlimited options and Nissan adds another quality product to their portfolio in the form of the Nissan Micra, a small car which was perhaps the most awaited launch of the year. Nissan has high expectations from the Micra since it is the first of its mass production cars in India based on the all new ‘V Platform’. We drive the Nissan Micra and judge for ourselves.

DESGN ;

The 2017 Nissan Micra will be designed on the Sway concept that was showcased at the Geneva Motor Show. Nissan states that the Sway has been designed to shake up the compact hatchback segment, traditionally a conservative sector of the market. With its swooping lines, striking nose, elegantly simple interior and bold use of sophisticated colours, the concept is a daring and emotional design. The new Micra has an aggressive styling which a departure from the current one. The headlamps are inward sloping ones that give it a mean look. It has has integrated LED DRLs. The large headlamps have a small front grille between them. The sloping roofline and the presence of a rear spoiler add to the sleek styling. The taillamps are sharp looking ones with a C-shaped illuminating pattern. The rear-end has an angular styling and the rear door handles are integrated into the upper partof the doors. It has classy looking 12-spoke, 16-inch alloy wheels. Earlier, the 2017 Nissan Micra had been spotted testing in Europe for the very first time. The new Micra has taken clues from the Sway concept showcased earlier. The V-shaped small grille is identical to the concept

CABIN

; Accommodation itself, mind, is entirely adequate, especially given the Micra’s compact dimensions. There’s considerably more shoulder room than in its predecessor, decent enough rear accommodation and a boot that’s competitive in the sector. It’s an airy cabin, too, thanks to a low window line and large glass area. It remains a pity, though, that there isn’t more to surprise and delight in here. As we mentioned before there are four trim levels to choose from – Visia Limited Edition, Vibe, Acenta and n-tec. The entry-level models come with 14in steel wheels, speed-sensitive steering, Bluetooth and USB connectivity, six airbags and front electric windows, while upgrading to a Vibe specced Micra adds alloy wheels and air conditioning to the package. The mid-range Acenta trim equips the small Nissan with 15in alloys, a rear spoiler, cruise control, auto wipers and lights, and electric door mirrors, while the range-topping n-tec models come with 16in alloys, rear parking sensors and a 7.0in Nissan Connect touchscreen infotainment system.

ENGINE AND TRANSMISSION ;

The new facelifted Micra features the same two engines in the same state of tune. The 3-cylinder 1.2-litre petrol engine has seen a slightly bumped up peak power level (80 PS) in some other markets, but here it continues to offer the same 76 PS of peak power at 6,000 rpm and 104 Nm of peak torque from 4,000 rpm. The diesel engine is also the same 4-cylinder, 16-valve, 1,461cc mill that generates 64 PS of peak power and maximum torque of 160 Nm from a low 2,000 rpm. The only difference is that now the petrol version of the Micra is also being offered with an automatic transmission. The same CVT gearbox used in the Sunny XTRONIC CVT has been put to work in the Micra. This continuously variable transmission continues to be set at a high ratio of 7.2 and has been paired with the 1.2-litre engine to offer higher fuel efficiency than the 5-speed manual transmission version. Nissan claims that the new petrol CVT powertrain offers a mileage of 19.34 kmpl (Nissan internal estimates, not ARAI rated), whereas the manual transmission variant offers a mileage of 18.44 kmpl.

RIDE AND HANDLING ;

Shooting through traffic is an absolute joy thanks to all that power at hand and coupled with an extremely plush suspension setup the Micra simply gobbles up the roads no matter what the condition. On the highways though things change quite a bit. While the car can cruise pretty effortlessly at ton up speeds, it’s not really in its element when fast corners are brought into the picture. And then we come to the braking. Though adequate around town, braking hard results in immediate locking of the wheels. The culprit here are the non-ABS brakes. Why Nissan decided to omit a necessary safety feature like ABS is simply beyond us.

SAFETY FEATURES ;

Like most Nissan car models, the hatchback is loaded with plenty of safety features such as driver airbag, central door locking with remote keyless entry, Follow-me-home lamps, engine immobilizer, an intelligent key with push button ignition of the car, seat belts, driver seat belt warning indicator, rear parking assistance, driver side power window with auto down feature etc. While the passenger airbag, side airbags with supplemental restraint system, ABS (anti-lock braking system) with EBD (electronic brake-force distribution), brake assist (BD) and immobilizer with alarm are available only on the top-end variant.

BOTTOMLINE ;

Luckily for Nissan, the general public will disagree with me and the new Micra will turn heads wherever it goes. On the inside, the new Micra is a much improved, much nicer place to be. It’s easy to see what Nissan has done; they’ve raided the Sunny parts bin to good effect. What this also means is that the price increase won’t be as much as we expect it to be. The Micra brand still has to establish itself in the Indian psyche, and the one thing holding it back is the quality of service that Nissan offers. If Nissan can fix that – and surprise us with the price – then we don’t see why you shouldn’t opt for the Micra.

Nissan Micra Xl Cvt Ex-showroom Price is   5,97,887/- and On Road Price is   6,42,244/- in New Delhi. Nissan Micra Xl Cvt comes in 6 colours, namely Sunshine Orange,Brick Red,Blade Silver,Storm White,Turqouise Blue,Onyx Black.EMI calculator for Nissan Micra.

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Volkswagen Passat : Test Drive & Review

Volkswagen Passat Price in India

Volkswagen has been expanding its product portfolio in India quite rapidly. Recently, it added the Ameo and Tiguan to its portfolio. The company has now launched the eighth-gen Passat in India. Even though the car was first unveiled in the 2014 at the Paris motor show, it took three years for the company to bring it to India. The delay probably has to do with the face that it’s a low-volume segment. Passat is based on the same platform (MQB) as the Superb. Despite the same underpinnings, the car looks nothing like Superb. The Passat also happens to be the Volkswagen’s most premium offering in yet in India. Volkswagen price in India puts it in direct competition with the cars like Skoda Superb, Toyota Camry, Honda Accord etc. Volkswagen Passat variants on offer include Comfortline and Highline.

 

EXTERIOR AND STYLE

 

Depending on which way you look at it, you’ll either find the Volkswagen Passat elegantly understated or just ordinary. But either way, it doesn’t really have any bad angles. At the front, the headlights and grille are styled into a single panel running across the width of the car. There isn’t much by way of design flair but the full LED headlights with DRLs at the bottom edge look sharp. And lending a bit of a sporty touch is the lower edge of the bumper that’s tapered inwards; this treatment is given to the sides and rear bumper too. The profile of the Passat is characterised by a strong coupé roofline and a prominent, deep shoulder line. LED tail-lamps complete the rear. On the whole, the Passat looks classy but it lacks any sort of flair or panache.

 

Things on the inside are in the same vein. The interior colour scheme is dark and is livened by the exquisitely finished wood panel on the dash and doors that brings in a subdued richness. Like the headlight-grille mono panel, the dashboard too has a single panel housing the AC vents, broken in the centre by an analogue clock. The steering wheel is the familiar VW unit from the Polo, while the controls like the HVAC unit, door handles and window switches are from the Jetta and Tiguan.The wood inserts, Nappa leather upholstery and the soft-touch areas on the dash all feel like they belong on a more expensive car. All around, the feel of the cabin, or ‘haptics’ as VW prefers to call it, is simply top-notch and high on quality.

 

INTERIORS

 

The understated elegance is carried over inside too. The dashboard is flat and simple looking but uses high quality materials to offer a rich, premium feel. The dash is split horizontally across its length by a matte-finished strip of wood, at the centre of which sits an analogue clock. Above the wooden strip are air-conditioning vents which look like the ones on the Audi Q7, with faux vents that connect them from end to end. The flat-bottomed steering wheel is the same as the Tiguan’s and so are the clocks and the Passat offers a familiar feel from behind the wheel. Interiors are finished in black including the leather seats to offer a sporty feel, while the roof is beige-hued and offers a sense of airiness.The Passat is no match for the limousine-like space offered by the Skoda Superb, but there’s plenty of space at the rear and I cannot possibly imagine anyone complaining about lack of legroom. The seats are plush, particularly the rear bench, which also gets a wide arm rest with cup holders.

 

The Passat’s feature and equipment list is extensive. It gets a 12.3-inch TFT display that integrates Apple CarPlay and Android Auto connectivity. The infotainment system also offers staggering amounts of information about the car, like the ‘Think Blue Trainer’ we first saw in the Tiguan. It rates your driving style, giving you marks out of 100 depending on how efficiently you drive. The Passat also gets five driving modes, and apart from customising the engine and gearbox responses the modes alter the suspension setup too, a segment first.  The new Passat gets semi-auto park assist and a 360 degree view camera too. Then there’s the easy open and close boot – a wave of your foot under it will open the boot, pressing a button will shut it.Boot space is massive at 586 litres, and should you ever feel the need for more space, you can drop the rear seatbacks by pulling the levers placed conveniently in the boot. Both front seats can be adjusted electrically, and the driver’s seat gets memory and massage functions too. Front seats are heated, though we would have preferred cooled seats given that our warm conditions. There’s three-zone climate control on offer as well, but oddly the rear controls only let you adjust the temperature and not the blower speed. On the safety front the Passat gets 9 airbags, while ABS, EBD, ESP are of course part of standard equipment.

 

ENGINE AND TRANSMISSION

 

In India, the new Volkswagen Passat gets only 1 engine option which is the very familiar 2.0-litre TDI, 4-cylinder oil-burner, which is thankfully offered in the higher 177 HP and 350 Nm tune, unlike the Tiguan. Mated to this engine is the 6-speed DSG gearbox. The Passat doesn’t really disappoint on the mechanical front. The diesel engine offers good driveability and power is also adequate for the sedan. The engine does sound noisy and the noise is heard inside the cabin too. The Passat is quick to respond to throttle inputs and turbo lag is managed well by the DSG gearbox.

 

As the revs increase, there is a good wave of torque and the Passat pulls effortlessly and power delivery goes all the way to 5400 RPM. The DSG responds quickly most of the times and downshifts a cog or two swiftly when you mash the throttle, however, I did notice in city driving that sometimes it hesitates before downshifting and that leads to a delay of a couple of seconds along with some jerks. That aside, the Passat feels genuinely good to drive and the diesel motor is pretty efficient too, delivering 10-13 kms to the litre.For quicker shifts and an aggressive driving pattern, you get a Sport mode on the gearbox along with steering-mounted paddle shifters. Along with that, the sedan also gets driving modes like Comfort, Auto and Sport which alter the steering, engine and damper response. Also, the vehicle gets the Think Blue Trainer which is a cool piece of tech that advises you on better driving patterns to maximise the efficiency from the diesel engine.

 

RIDE AND HANDLING

 

Confident and comfortable, that’s how the Passat feels like to drive and to be driven around in. Steering it around fast bends, it always surprised with its composure. No doubt the electronic differential lock helps it keep a neat line. The steering, although on the lighter side in all modes other than Sport, gives you the confidence to wriggle through traffic or carve up ghats. In Comfort mode, the Passat will gobble up poor roads, and as it isn’t overly soft, you can use this mode for almost all conditions. Body control remains well in check here too. Sport mode of the DCC firms up the suspension significantly and it is best reserved for smooth highways.

Book a Test Drive for Volkswagen Passat

 

SAFETY FEATURES

 

Being a luxury family sedan, this car deserves some best safety treatments to make the ride of the occupants safe and secure, which Volkswagen did without letting any complain. The automatic LED headlamps come with reflector technology, along with separate daytime running lights, “Leaving Home” and manual “Coming Home”. The car also comes with several other safety features like 3 point front and centre rear seatbelts in with height adjustment and belt tensioner, anti theft alarm system, backup horn, interior monitoring and towing protection, auto dimming interior mirror, automatically heated washer nozzles, curtain airbag system for front and rear passengers including side airbags, dark red tail lamp assemblies in LED technology, Electronic Stability Control, ABS with brake assistant, ASR, EDL, EDTC and trailer stabilization, front windshield wiper with intermittent control and rain sensor and Rest Assist (drowsiness detection).

 

CONCLUSSION

 

VW describe this car as the quite, confident guy, one who doesn’t show off. And if that appeals to you then the Passat is simply perfect. Its negatives like the audible suspension and engine can be overlooked in the face of its many talents. The Passat is well equipped, spacious, rides well and is adequately powered, and it doesn’t command an unnecessary premium. Trouble, however, is, while it ticks all the right boxes, most people buy cars with their hearts instead of checklists and that’s where the Passat lacks the sense of occasion. Many won’t find it to be exciting; it basically comes down to tuxedos and suits. If you prefer the flair of a tux then look elsewhere, but if it’s the simple elegance of a suit that you like, the Passat is your perfect bet.

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Volkswagen Passat Ex Showroom Price in Bangalore ranges from  29,99,000/- (Passat Comfortline) to  32,99,000/- (Passat Highline).Volkswagen Passat has 2 Variants of Diesel are available in India. Volkswagen Passat comes in 5 colours, namely Tungsten Silver,Harvard Blue,Deep Black,ORYX White,Black Oak Brown.

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Hyundai Elantra Prices, Reviews and Pictures

Hyundai Elantra Price In India

 

Hyundai’s executive saloon Elantra is indubitably one of the most modish-looking premium saloons in its segment. The latest version of the saloon houses few styling upgrades on the outside while prominent tweaks have been made inside the cabin. Nothing changes on the mechanical front. That said, the saloon continues to get power from the same set of engines. Available in petrol as well as diesel guises, the Elantra range includes three petrol and four diesel variants along with two automatic options proffered, one each in petrol and diesel engines. The entry level base variant is available only with the diesel engine option. This trim is bereft of various equipment available in the variants positioned above it.

 

EXTERIOR AND DESIGN

Hyundai has taken the overtly curvaceous shape of the previous Elantra and sharpened things considerably. For starters, the grille is now a single, hexagonal, chromed unit. The headlamps lose the body hugging curvature from before and now pack LED DRLs flanked by HID projector lamps. The Indian-spec Hyundai Elantra doesn’t get the LED foglamps that the North American model does. In its place is a projector fog lamp within the same boomerang-shaped housing.

The side profile looks similar to the outgoing car but the roofline at the rear  is even more coupe-like and ends directly  in the boot section which packs an integrated spoiler.  Hyundai have adopted a similar boot opening technique seen in the new Skoda Superb. With the key in your pocket, wave your foot under the boot once. Announcing that the car has sensed this movement, the indicators will blink four times after which the boot opens. It’s a nice option when you have both hands full and need to open the boot. Tyre size is the same 205/60 R16 but they are now low rolling resistance Hankook Kinergy rubber wrapped on tastier looking wheels. This new Hyundai Elantra is slightly longer than the outgoing car at 4,570mm, 5mm more in width (1,800mm) and lower in height (1,470mm) by 5mm. The ground clearance too is lower by 2mm at 165mm.

 

INTERIOR AND COMFORT

The interiors also have the fluidic theme. The dashboard has soft touch materials and the dual-tone trim adds to the premium feel. Quality of materials is good and the interiors are better than many cars in the segment. Attention to detail is good, and the theme caries on undisturbed. Hyundai has ensured that the seats are comfortable and there is sufficient space in both the rows. The seats are large making it comfortable for long trips. The rear seats for the first time are hard and have comfortable seating position. This makes it a good option to consider.

The equipment list is large too. It has keyless entry and start/stop button, a dual zone climate control system, a cooled glovebox, electrically adjustable, heated and foldable ORVMs, Bluetooth audio with navigation, audio controls on the steering and also on the rear armrest for rear passengers. The Elantra will be equipped with Apple Car Play on an eight-inch touchscreen system. The Hyundai Elantra 2016 also comes loaded with six airbags and also has ABS with EBD, ESP, speed-sensing door lock, central locking and an engine immobilizer as well.

 

ENGINE AND PERFORMANCE

The Hyundai Elantra is available in both petrol and diesel engine options. Hyundai is using a new 2.0-litre petrol engine which punches out 151 HP & 192 Nm. This engine comes mated with both manual and automatic transmissions. We got a chance to drive the petrol automatic variant at the media test drive. This new motor feels quite peppy and has a strong mid & top end. The 6-speed automatic gearbox mated to the petrol engine is the second generation autobox and is more refined now. However, being a single clutch transmission, there is some amount of lag, you feel it more once you completely floor the pedal to the metal. This engine delivers an ARAI certified fuel economy of 14.59 km/l and 14.62 km/l with both the manual and auto gearboxes respectively.

The diesel is the same tried and tested 1.6-litre U2 CRDI engine which has been refined as per Hyundai claims. It still delivers the same 127 HP of power and 260 Nm of twisting force. Power delivery is linear and power feels quite adequate. Mated to this oil burner is a 6-speed automatic and manual transmission which has been carried forward from the previous generation model. Hyundai claims that the diesel Elantra is the most fuel efficient sedan in its segment delivering 22.54 km/l as per ARAI standards. Hyundai has worked to improve NVH levels too. There is barely any wind or tyre noise heard inside the cabin. Even the engine bay is well insulated.

 

RIDE AND HANDLING

Here’s the really impressive thing about the new Elantra. It no longer feels softly sprung, a trait we have long associated with Hyundais. True, things have been on the mend over the years, but this feels like a significant step forward. The springs aren’t outright firm by class standards, but they’re firmer than any Hyundai before, which is something you’ll feel as soon as you hit a speed breaker a little too hard. The rebound can be felt with a solid thwack permeating the cabin. Hyundai tends to go a size up on the competition when it comes to its alloy wheels on top-spec cars, but not this time. 16 inches is the segment norm and Hyundai has stuck to it. They’re shod with thick, 60-profile Hankook Kinergy Eco tyres, which seem to be the magic ingredient in this ride-quality recipe. They do well to compensate for the stiffer suspension, soaking up the initial harshness of most bumps really nicely.

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Then the firmer suspension steps in to make sure that body control is kept in check on an undulating surface. Considering how bad the old car was, you’ll be impressed to find that this one hardly bounces or floats at all at high speeds. It stays flat and tied down, and back seat passengers will be especially thankful for this. It really feels a whole lot more grown up and, dare we say it, European. As mentioned earlier, it’s only when you hit a bump or speed breaker really hard that you’ll catch the suspension off-guard. This added firmness, however, has not completely eliminated body roll, and you’ll still feel a bit of it when you corner the Elantra hard.

What you won’t feel much of when you corner hard is what the front wheels are up to, as the steering is still far too numb. Again, there is a marginal improvement from the previous car, but that seems more to do with added weight than outright feel. You will get a better sense of security at high speeds, or when you accidentally drop one of the front wheels into a pothole – the steering doesn’t go limp in your hands, nor do you feel any steering shock. All things considered, you still won’t want to drive the Elantra hard, but you will be thankful for the lightness of the steering when you’re parking or making a three-point turn.

 

SAFETY

The Elantra’s safety systems also get an upgrade. Structural improvements have been made to help reinforce several key areas. The connection between the dash and the cowl have been reinforced, the front end now features a straightened load path to the A-pillar, the B-pillar area has been strengthened with hot-stamped steel, and the side impact beams have been improved.Of course, staying out of an accent is better than just surviving one. The Elantra now has a full suite of electronic aids, including Lane Keep Assist, Blind Spot Detection, Rear Cross-Traffic Alert, and Lane Change Assist. As with most cars these days, electronic stability control, vehicle stability management, traction control, ABS, and a tire pressure monitor system all come standard.But not only does the Elantra come with those safety features, this entry-level compact sedan now offers adaptive cruise control, or as Hyundai calls it, Smart Cruise Control. The HID headlights are also active, following the steering wheel inputs to illuminate into turns.

 

CONCLUSSION

The Hyundai Elantra has further improved its value for money proposition, has better quality interiors, added a few more features to its exhaustive list and is now also offered with a new and larger petrol engine. It might not be as engaging to drive as its European counterparts but that’s not been this segment’s forte anyway. So if you’re looking for a large comfortable sedan, with widespread service network and low running costs you might consider dropping by a Hyundai showroom close to your home.

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Hyundai Elantra Ex Showroom Price in Bangalore ranges from  12,97,452/- (Elantra 2.0 MPI S) to  19,36,907/- (Elantra 1.6 CRDi SX Optional AT).Hyundai Elantra has 9 Variants of Petrol are available in India. Hyundai Elantra comes in 5 colours, namely Sleek Silver,Phantom Black,Marina Blue,Red Passion,Polar White.

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Maruti Suzuki Ertiga Reviews India

Maruti Suzuki Ertiga Price in India

 

It’s easy to see why the MPV (Multi Purpose Vehicle) segment is one of

the most successful here in India. With large families predominant

here, the average sedan is just not enough. The MPV, however, not only

seats 5 or 7 in comfort but also carries everyone’s luggage with room

to spare. And to top it all, it drives just as well as your everyday

sedan. The Toyota Innova has been leading this scene ever since its

inception, and Maruti Suzuki’s all-new Ertiga, though not the same

size, aims to offer almost the same at a lot less.

 

EXTERIORS

 

The Ertiga’s wheelbase, at 2740mm, is a considerable 310mm longer than

the Swift’s and the kerb weight has increased by around 155kg. But

this is impressive considering it’s a seven-seater. Suzuki has kept

the Ertiga’s weight in check with extensive use of lightweight

high-tensile steel in its construction.

 

With a length of 4265mm, the Ertiga is a fair bit shorter than the

other MPVs in the market, namely the Toyota Innova, Mahindra Xylo and

Tata Aria. The Maruti Suzuki Ertiga employs an independent, MacPherson-strut,

coil-spring suspension at the front and a non-independent torsion beam

setup at the rear. The brakes are also a conventional front disc and

rear drum setup.

 

Styling is typically Suzuki, with swept-back headlights like the new

Swift’s, and a grille and bonnet that resemble the Ritz. The overall

design is pleasing, but not what you would call eye-catching. In fact,

the van-like look, which clearly doesn’t exude the status and image of

a saloon, is possibly the Ertiga’s biggest weakness.

 

INTERIORS

 

A new variant, Z+ is introduced in the New Maruti Ertiga. This variant

gets additional features like keyless entry, push start and stop,

touchscreen system with navigation and reverse parking camera. The New

Maruti Ertiga gets the same beige interiors and the upholstery is also

the same. In terms of other features, it gets single airbags and ABS

as a standard feature. Dual airbags is available on all variants as an

optional feature

 

The New Maruti Ertiga has an identical dashboard with the Swift,

however it is beige in colour. The quality of the materials is not

that premium. The front row of seats are quite comfortable and even

large. On long journeys this helps quite a bit. The rear seat space

too on the New Maruti Ertiga is good enough. These seats slide and

recline too. The third row is quite cramped, but it gets some knee

room when the second row seats are moved a bit ahead. The boot becomes

small when all the seats are raised. One needs a carrier for luggage

especially with seven passengers

 

PERFORMANCE AND HANDLING

 

The choice of engines for the Ertiga is the new 1.4-litre K14BVVT

petrol engine and the D13A DDiS super turbo diesel carried forward

from the SX4. Given the additional weight of the new vehicle the two

engines manage to offer a fair balance of power and torque.

 

The new, larger K series petrol engine reflects the same

characteristics of its existing siblings. Quiet and almost vibe-free

in idling mode, the engine comes across as refined and quick under

hard acceleration. With variable valve timing to optimise performance

and with low friction components, the new 1,373cc, 4-cylinder,

16-valve engine delivers a peak power of 95PS at 6,000 rpm and a peak

torque of 130Nm at 4,000 rpm.

 

The diesel engine is combined with an intercooled variable geometry

turbocharger and this is same basic mill from the SX4. This 1,248cc

engine with common rail diesel injection is almost free of any

turbolag and delivers a peak power of 90PS at 4,000 rpm and a peak

torque of 200Nm from as low as 1,750 rpm. The diesel engine makes its

presence felt audibly despite the use of an extended dash silencer and

other sound deadening components.

 

But, that is only when you accelerate hard, during idling and cruising

conditions the familiar diesel engine is just the same as in the SX4.

On the road, the Ertiga feels very much like the Swift and DZire.

Though the Ertiga is no where near as big as the other utility

vehicles like the Innova and the Tavera, you still get to feel its

extra length compared to the Swift.

 

The engines have been mated to the five-speed gearbox already in the

family cars, only the gear ratios have been optimised for the Ertiga’s

expected driving cycle. Gear shifts are crisp and quick. The rated

fuel efficiency for the petrol engine is 16.02 kmpl and the diesel is

20.77 kmpl.

 

The Ertiga handles quiet well too – almost, but not entirely, like a

sedan. The suspension is also a carry forward in terms of its

configuration – MacPherson strut at the front and torsion beam at the

rear. The ratings for the springs have been increased and the dampers

have been stiffened to handle the higher loads.

 

DRIVING

 

The Ertiga’s driving dynamics are largely influenced by its long

wheelbase – the 2.74-metre gap between the front and rear axles give

this MPV good poise and straight-line stability for most situations.

The flipside is that it isn’t happy darting through corners and

prefers a more relaxed driving style. The soft suspension means the

low-speed ride is pretty absorbent, and even as speeds increase, the

Ertiga handles bumps with aplomb and feels pretty solid. The Ertiga’s

suspension works silently too and it’s just over sharp bumps that

there is a mild thud from the suspension.

 

There is a bit of up-and-down motion over undulating surfaces and the

diesel pitches a bit more in the front. However, at moderate speeds,

this never gets uncomfortable and it’s only when you begin to push

really hard that you long for a tauter setup.

Considering its MPV proportions, the Ertiga doesn’t roll excessively

and the steering is fairly accurate too. What you do miss is a tighter

turning circle and the ability to wiggle into tight parking spots as

with a hatchback. However, this doesn’t take away from the fact that

the Ertiga is by far the most urban-friendly MPV in the market today.

 

SAFETY

 

Servicing the Ertiga won’t be an issue because Maruti has a service

centre in almost every nook and corner of India. Talking about safety,

the Ertiga comes equipped with dual front airbags and ABS on almost

every variant. The LXi and LDi variants miss out on these safety

features but Maruti offers them on the LXi (O) and LDi (O) trims.

Apart from that, all the other V and Z trims come with these features.

The same goes for front seat belt pretensioners too.

 

CONCLUSION

 

The Maruti Ertiga is a very good people’s carrier and it offers a good

amount of features and practicality is also top notch. With the

facelift, the car looks better, gets more equipment and even boasts of

better efficiency. At the price it is offered for, the Ertiga does

provide you with a lot of value and Maruti has got a strong contender

on their hands in the 7-seater MPV segment.

 

Maruti Suzuki Ertiga Ex Showroom Price in New Delhi ranges from 6,22,062/- (Ertiga LXI) to  8,75,508/- (Ertiga ZXI Plus) .Maruti Suzuki Ertiga has 14 Variants of Petrol are available in India. Maruti Suzuki Ertiga comes in 7 colours, namely Serene Blue,Silky Silver,Exquisite Maroon,Granite Grey,Pearl Blue Blaze,Radiant Beige,Superior White.

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Skoda Rapid Facelift Review

 

Usually German cars’ mid-life facelifts are very mild and hard to

notice but this time around Skoda has updated the Rapid with a

comprehensive facelift. This is the second update since its launch in

India but the previous one had very minute changes. The C-Segment

sedan has got a new front profile, longer list of features and a more

powerful diesel engine that we’ve recently seen in the Volkswagen

Ameo. We went all the way to Mussoorie to see what’s new on offer.

Skoda Rapid Prices in India

 

DESIGN AND STYLING 

The Skoda Rapid Black Edition looks exactly the same as the old car.

The only difference is that the headlamps are blacked and also the

alloy wheels are now black colored ones. The Rapid now gets projector

lamps as well. This gives it a very sporty look. The Skoda Rapid is

now aimed at the younger buyer. The front portion as well as the rear

end remain the same and there is no change on either sides.

 

CABIN 

The dashboard is identical to the earlier Rapid’s, which in turn is

shared with the VW Vento. The dash design is restrained, but

everything is where you expect it to be. Taking centre stage is a new

large and reasonably crisp 6.5-inch touchscreen that comes with USB,

AUX and Bluetooth support as well as MirrorLink connectivity. Other

new equipment include rain-sensing wipers and electronically-folding

exterior mirrors, which help bridge the gap between the Rapid and

better-equipped rivals. Skoda’s trademark ‘clever features’ are

manifest in the form of a cardholder clip in the centre console to

hold all your toll passes and the likes.

 

The Rapid is reasonably comfortable to sit in. The front seats are

generally comfortable, with side-bolstering to hold you in place, and

a large-enough seat cushion to support your thighs. Their lumbar

section, however, feels a bit hollow and might irk you on longer

drives. The rear seats are firm and supportive, offering adequate

thigh support and legroom and good amounts of knee room; you won’t get

the same sense of space as rivals like the Honda City and Maruti Ciaz,

though. Frontal visibility for rear passengers is also not the best on

account of the large front seats. However, the provision of a front,

as well as rear armrest, is appreciated.Other notable equipment

include a tilt-and-telescopic steering adjust, automatically-dimming

rear-view mirror, cruise control, cooled glovebox, climate control,

rear AC vent, one-touch power windows and remote-controlled opening

and closing of windows. Certain features are prominently missing,

though, such as a rear camera and an engine start/stop button.

 

ENGINE AND PERFORMANCE 

The new Skoda Rapid is available with both petrol and diesel engines.

The 1.5-litre, turbocharged diesel engine in the Rapid now produces

5PS more power and the final output is 110PS.

 

Max power is also available 400revs lower in the range, although the

overall impact on outright performance isn’t noticeable but the spread

of power and torque throughout the range is likeable.The diesel unit

is a strong performer; it has 250Nm of torque from 1500rpm and revs

eagerly, too. The lively engine combined with the 7-speed DSG

transmission proved to be a potent package, as the quick gearbox

selected the right ratios to tackle whatever inclines that came our

way.

 

Besides the power surge, Rapid’s spec-sheet also registers a slight

increase of 0.06kmpl in the claimed fuel-efficiency, which now stands

at 21.72kmpl for the diesel automatic version

 

The 1.6-litre MPI petrol engine makes 105PS of maximum power between

5200-5250rpm and delivers 153Nm of maximum torque between

3750-3800rpm. Although power figures for both the engines are closely

spaced, the petrol engine doesn’t like to be hurried and gets quite

audible when pushing hard.

 

Since it’s not a rev-happy engine, it takes time to get into the max

power range and appears slower to 100kmph compared to its diesel

counterpart. On-papers, however, the manual petrol Rapid is quicker

than the manual diesel in the 0-100kmph run, albeit by just 0.1s.

 

On a positive note, the 1.6-litre, MPI engine has decent pull at the

bottom end of the rev-range although maximum torque is available at

3750rpm.It is, therefore,a good ambler for leisurely runs as it

doesn’t require frequent gear changes to maintain consistency.

 

RIDE AND HANDLING 

Skoda has definitely figured out the best balance when it comes to

setting up the suspension for Indian conditions. Barring the Laura

vRS, all Skoda models possess a fine balance between ride and handling

and the Rapid is no different. Ride quality is a bit on the firm side

but never gets intrusive unless you are traveling over real crater

like potholes. The sorted damping means handling is taken care of as

well and high speed endeavors are a piece of cake. The steering is

well weighted and gives reasonable amount of feel even at high speeds

and it’s a real joy throwing it around the corners.

 

SAFETY 

Talking about safety, Skoda India is offering ABS and dual front

airbags as standard across all the trims of the new Rapid. You also

get Hill Hold Control and Electronic Stability Control with the DSG

transmission. Skoda has had a bad reputation in India when it comes to

after sales but they’ve come a long way in making the process

transparent and reliable. They are also offering 4 year service car

programme as standard with the new Rapid that covers 4 years warranty,

4 years of roadside assistance and an optional 4 year service package.

 

BOTTOMLINE 

Thanks to modern creature comforts, good ride and a powerful diesel

engine, Skoda has surely put forth a competitive package. It still has

the old cars robust build and material quality is really good too. So

in a way it should be just right for most buyers even if it might not

exceed expectations of some. Skoda is also revamping its after-sales

service and now has well thought offers for buyers. The Rapid is being

offered with a four-year warranty, road-side assist and maintenance

package, all-inclusive in the ex-showroom Delhi prices that start at

Rs 9.49 lakh. So the competitive pricing with added benefits does make

the updated Rapid a more lucrative buy.

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