BMW 5 Series Overview & Performance

OVERVIEW ;

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

DESIGN AND STYLE ;

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

COMFORT AND CABIN ;

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

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

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

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

ENGINE AND GEARBOX ;

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

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

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

RIDE AND HANDLING ;

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

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

BRAKING AND SAFETY ;

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

BOTTOMLINE ;

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

 

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Toyota Etios Review & Specifications

OVERVIEW ;

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

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

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

EXTERIORS AND STYLING ;

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

INTERIORS AND SPACE ;

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

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

ENGINE AND PERFORMANCE ;

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

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

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

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

RIDE AND HANDLING ;

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

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

SAFETY

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

BOTTOMLINE ;

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

 

 

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Maruti Suzuki Ciaz Review & Price In India

OVERVIEW

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

EXTERIORS

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

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

INTERIORS

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

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

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

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

PERFORMANCE

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

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

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

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

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

RIDE AND HANDLING

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

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

CONCLUSION

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

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Merecedes Benz E Class Review & Specifications

OVERVIEW ;

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

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

STYLING AND DESIGN ;

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

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

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

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

COMFORT AND SPACE ;

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

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

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

ENGINE AND PERFORMANCE ;

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

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

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

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

RIDE AND HANDLING ;

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

SAFETY ;

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

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

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

BOTTOMLINE ;

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

 

 

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Honda City Review & Performance

 

OVERVIEW ;

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

DESIGN AND STYLE ;

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

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

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

COMFORT AND SPACE ;

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

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

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

ENGINE AND PERFORMANCE ;

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

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

RIDE AND HANDLING ;

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

SAFETY ;

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

BOTTOMLINE ;

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

 

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Hyundai Creta First Drive Review

OVERVIEW ;

Hyundai has launched the updated 2017 Creta SUV in India. The updated Creta SUV now gets cosmetic as well equipment upgrade to it. Apart from getting exterior as well as interior update, Hyundai who also happens to India’s second largest car manufacturer has decided to add an exclusive diesel trim in the form of a new Executive variant ‘E+ trim while there is one more trim in the form of SX+ which gets dual tone trim to it.

Unfortunately, Hyundai has decided not to make any changes under the hood and thus this popular SUV still offered with 1.6-litre Dual VTVT petrol, 1.6 Litre CRDi VGT diesel unit and 1.4L CRDI U2 diesel engine options.

DESIGN AND STYLE ;

From nose to tail the Hyundai Creta has been designed keenly. There’s not a single angle from where it looks disproportionate or bland. The designers have done a fabulous work with the Fluidic Sculpture 2.0, which makes it look like Santa Fe’s younger brother. The lean and aggressive front styling consists of a shiny and wide three-slat grille with the Hyundai badge sitting proudly in the middle. The sleek projector headlights with LED DRLs are the party piece of the front styling. The muscular bumper integrates the faux silver skid plate and vertically stacked foglamps. Just notice how the bonnet runs straight and suddenly cuts flat from the grille, this makes it look like a true blue SUV. Get more details and offers on Hyundai cars in Chennai from Hyundai dealers in Chennai

There is nothing bulbous on the side profile of the Creta, which makes it carry the butch SUV stance from this angle as well. The squarish roofline, sharp and rising crease lines, roof rails, high ground clearance and pronounced wheel arches with black cladding are undoubtedly the ingredients of a full-flavoured SUV. The 5-spoke diamond-cut alloys further add a pinch of premium appearance to the Creta. The sharp shoulder line goes up to the tail lights that carry the crease to the tailgate in a wave pattern making a smart number plate housing, nice touch. With a silver skid plate and dual tone bumper, the Creta looks complete from the rear.

CABIN AND COMFORT ;

There will be no change in the interior design of the Hyundai Creta 2017. It will continue with the same interior theme. It will however, get new materials. The colour theme will be a new one with black and red theme on certain variants. The upholstery also will be upgraded. The interiors which are already good will be further enhanced. This will make the SUV feel even more premium. Rest of the interiors will be the same. There shall be Apple CarPlay and Android Auto as well on offering with the new Arkamys Sound Mood system.

There are no changes in the seating and space. So, the Creta will continue to have the same space like the current one. Five people can sit comfortably abreast without any constraint for knee room or head room. There is even a rear AC vent that will cool the rear occupants area quicker.

The Hyundai Creta 2017 will see some more features getting added to it. A new infotainment system with Apple CarPlay and Android Auto is likely to come. This is the same system we had witnessed in the new Elantra. Hyundai is looking at adding more options on the SUV as and when time passes by. It even has Arkamys Sound Mood system, which comes standard on the S+, SX+, SX+ Dual Tone & SX(O) variants. Then on the inside, the seats now have a black and red upholstery too.

ENGINE AND TRANSMISSION ;

Hyundai’s SUV is powered by a set of engines shared with the Verna – 1.4 and 1.6 diesels and a 1.6 petrol, all of which get a six-speed manual gearbox as standard, though the bigger diesel gets the option of a six-speed auto as well. We managed to drive both the 1.6-litre motors – petrol and diesel – and came away quite impressed. The 1.6-litre diesel engine is smooth, silent and feels very punchy in its band of operation. While its high power output of 126bhp is important, even more important is the healthy torque figure of 26.5kgm; the latter helping with the additional weight of the SUV. There is a fair bit of turbo lag initially and the engine hits its stride only after 1,700rpm, so you do sometimes find yourself needing to shift to a lower gear at times in traffic. Performance after that, however, is strong and overtaking is just a flex of the right foot away. And the Creta is also well-suited to highway use, the punchy midrange and tall gearing working well on open highway roads to deliver plenty of useable performance. So what you want to do with the diesel is stay in the 2,000 to 4,000rpm powerband. What remains a strength of this motor, however, is refinement – it’s smooth and silent at just about any RPM, and even the clutch action is super light.

The gearshifts on the six-speed manual ‘box are positive, with precise and short throws. As for the six-speed automatic on the 1.6 diesel, in normal D mode with a relaxed driving style, it shifts up very early, so progress is relaxed but adequately rapid. Thanks to the torque converter masking the engine’s initial turbo lag, the power delivery is quite linear, making this Hyundai SUV easy to drive. The gearshifts are smooth and remind you that refinement and comfort have been given more priority than ultimate performance. It does help that you can shift gears manually via the gear lever when you need that sudden acceleration for overtaking. Even in this mode, however, it will automatically upshift at the red line, and it’s slow and reluctant to downshift manually. It’s a very old-school slush-box, and for most this should be fine, but if you want to drive quickly, it’s nowhere as good as something more modern – like VW’s DSG dual-clutch unit. Get On Road price of Hyundai Creta from Hyundai Dealers in Hyderabad at Carzprice

RIDE AND HANDLING ;

The Hyundai Creta with its 17-inch wheels rides like a car twice its price…maybe even better. There is an almost minimal amount of pitching or bounce on large bumps and the Creta even take broken tarmac with relative ease. Of course, chucking it into a corner at higher speeds does take its toll on the overall composure of the car, but more on that a little later.Every Hyundai car in recent times has differentiated itself by being easy to drive. Whether that means a light steering, light clutch or light gearshifts, most Hyundai’s do not tend to give you general fatigue either in the city or on the highway. And the Creta is exactly the same. Being quite a bit larger than the i20, etc, the Creta does not feel large both because of its easy to drive controls and also due to the fact that the large greenhouse offers almost unrestricted views of your surroundings. Of course, having height adjustable steering and a height adjustable driver’s seat also helps.

Being a high riding SUV, one might expected the Creta to handle like a marshmallow. It does not. It isn’t exactly a race car, but Hyundai has clearly worked a lot on the overall suspension settings to tune the Creta’s handling dynamics to suit the general public. Although it does have a fair bit of body roll in long sweeping faster corners, the Creta does feel quite comfortable at highway cruising speeds. Yes, there are other SUVs like the Duster that would outhandle the Creta but as an overall package and especially in the city, The Creta is certainly a more livable package.Coming to the brakes, this is possibly one of the only aspects of the Creta that did disappoint us a little. Its not that the brakes aren’t good enough to stop the car in time, it is just the fact that the pedal does not have any solid feel and feedback to inspire confidence from the get go. Maybe the Creta’s brakes just need getting used to but on a personal level, it definitely needs a bit more bite.

SAFETY ;

In the Creta, ABS is offered as a standard across all variants. The Creta is a great option for someone looking for a safe car. The top end SX(O) variant is offered with 6 airbags, traction control, Electronic stability program and hill-start assist.The Creta is constructed using advanced high-strength steel and ultra high-strength steel. This keeps the weight low as well as enhances passenger protection in case of a collision. This claim was proved when the Creta (Called the ix25 in China) underwent the C-NCAP (China New Car Assessment Program) and scored a full 5 stars. Point to be noted is that the tests were conducted on the mid-range (S+) variant without curtain airbags.

BOTTOMLINE ;

Hyundai has come up with a smart offering in the compact segment, Creta, which is refreshingly styled. Its outer stance is robust, which makes the SUV look larger than the rivals. Hyundai’s new generation Fluidic Design language convincingly manages to lure lookers. Cabin is designed austerely. Space for passengers on the front and rear is generous, however, the view from rear is a little restricted due to the high window line that makes the seat seem low. The well-equipped cabin and all-essential safety features make Creta a desirable SUV. The powerful engine line-up and a segment-first six-speed auto box on offer (SX+ diesel only) bring Creta a notch above the rivals. Mileage is appreciative and performance on road is good, making Creta a complete package.

 

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Rolls Royce Phantom Review,Features,Specifications & Price In Bangalore

OVERVIEW ;

The Rolls-Royce Phantom is offered as a Phantom sedan, the Phantom Coupe, the Drophead Coupe (convertible), and the Phantom extended wheelbase sedan (EWB). All four body styles use the same 453-hp, 531-lb-ft of torque V-12 mated to an eight-speed automatic. All four body styles are rear-wheel drive and deliver the same EPA-rated fuel economy numbers, 11/19 mpg city/highway. Rolls-Royce claims that these nearly 6,000-pound behemoths can hit 60 mph in 5.6 seconds for the Phantom Coupe and Drophead Coupe, and 5.7 seconds for the Phantom sedan and Phantom EWB. Get detail features, specs and price of Rolls Royce Cars in Carzprice

The Rolls-Royce Phantom is one of the most customizable vehicles on the market; the automaker claims there are over 44,000 hues to choose from. Once you choose from the almost endless exterior and interior color and style combinations, you can have your door sills, glove box lid, and headrests customized with the text of your choice. Your Phantom’s Spirit of Ecstasy hood ornament can be gold plated, in solid silver, or illuminated. When you are done choosing from a host of different veneers, Rolls-Royce offers some of the most luxurious options in the industry: a humidor in the glove box, an electric rear curtain, lambswool floor mats, a small refrigerator that holds two champagne bottles, milled aluminum cup holders, and a cabinet to hold your glassware. Once you are ready to exit from the lap of luxury, Rolls-Royce has you covered with more luxurious options: a beautifully handcrafted picnic basket, portable leather trimmed insulated bag, leather-trimmed luggage compartment, wooden luggage compartment floor, a six-piece handmade luggage set, and a bumper protection apron.

DESIGN AND STYLE ;

In what would be typical of a facelift from other manufacturers, what we see with the Phantom VIII is a lot of the same, but plenty of new at the same time. Overall, the car still has the same generally boxy design and, if you were to look at just a silhouette of the VII next to the VIII, you wouldn’t be able to spot the difference. But, what’s important to remember here is that the little subtleties make all the difference. Rolls took the time to construct the aluminum body in a way that closes the gap at the seams as much as possible, with the only noticeable gaps in the body resulting from the doors themselves. All other seams between body parts have a clearance so tight that you can’t see them at a glance or have been integrated in such a way that you can’t tell they are there. The other big note on this front is the way the grille is now integrated into the nose. Instead of being a separate unit, it’s part of the front fascia.

To the untrained eye, the front end might not look all that different, but there’s actually a lot going on here. First off, those two central vents below the grille have been replaced by a slightly recessed area for the front license plate, while the air dam and corner vents are all now one big piece with a honeycomb mesh for extra character. Those weird horizontal driving lights from the outgoing model have also disappeared and in their place is a smaller set of vents, one on each corner, that provides a look of depth and some mild aggressiveness – something that could attract the younger wealthy crowd. As we move higher in the front end, you’ll notice that the nose itself sits higher, raising the Spirit of Ecstacy emblem higher than on the outgoing model. The headlights are smaller and sleeker than before, and also recessed into the fascia by a couple of inches. Inside, them, you’ll find integrated LED running lights as well as the “most advanced” laser headlight system that is said to project light nearly 2,000 feet down the road, illuminating even the darkest of nights. Finally, the sharp body lines of the hood have been moved further inward, and the hood has a taller presence, really accenting the new grille quite nicely.

Moving over to the side profile, the changes are a lot less obvious, but they are there. For instance, the slope to the rear end, where the rear windscreen is, is designed at a larger angle, which should make it a little more aerodynamic. You can’t even make out the fuel filler door in the C-Pillar, and the stationary glass behind the rear door is now a bit larger at the bottom with rounded corners. The chrome trim here has also grown a bit wider, and matches the door handles, but isn’t all the gaudy, really. The lower half of the body did actually change quite a bit. For instance, those dramatic body lines below the belt line have been smoothed out and are barely visible. This adds a bit of mystery to the side, but also gives a sense of cleanliness. Further down, the side skirts are now the same height from front to rear, and a gentle body line runs from the front wheel well toward the rear, where it blends into the body just past the central door seam. The wheel wells are also significantly toned down, now featuring just a light defining the line at the top. It’s a very attractive look, indeed.

Around back, you’ll find even more changes. As you can see, the rear quarters are bubblier than before and don’t sit quite as far below the rear deck. And, because of the unique angle of the rear glass, it’s also got a slight curvature to it while to rounded corners of the top adds just a bit of extra character. The license place recess is now a bit deeper in the deck lid, while the chrome trim above has grown a bit to overlap the recess and takes on a 3D look – it’s a nice touch really. Down below, the rounded rear fascia and slightly concave corners are the only character to speak of aside from the chrome trim that sits just below the deck lid. The exhaust outlets haven’t changed in shape but look to be just a bit wider. Finally, the most important change here is the taillights. Those old, dated units of the Series II VII are long gone and have been replaced by sleeker modernized units that feature an all-new matrix. The taillight portion is made up of the outermost edges, while the inner portion is reserved for brake light functions. In the center of each sits a tiny LED reverse light to go with the Rolls-Royce emblem in the center. Get On Road price of Rolls Royce Phantom from Rolls Royce Dealers in Bangalore at Carzprice

CABIN AND COMFORT ;

Rolls-Royce’s signature ‘coach doors’ or rear doors hinged at the back, open wide for easy access into a cabin that is truly fit for a king. Seated in the rear, I shut the electrically operated doors with the touch of a button (the chauffer can do it from the outside as well) to hermetically seal me off from the outside world.You can spend the whole day inside a Phantom just soaking up the unadulterated luxury oozing out of every pore. There’s richness in every small detail; right from the deep-pile carpets, the exquisitely stitched leather trim and fine-grain wood, to the soft leather seats with the feather-filled headrests. Seat comfort is something you won’t complain about even in the standard-wheelbase Phantom, which has an abundance of legroom, while the extended version has an excess of it to the point that I can sit with my legs fully stretched-out. You sit nice and high in the sumptuous rear seats, which can be amply reclined. The sofa-like seats will heat or cool your backside and even massage you. This latter function is what I discovered accidentally and in the process also exposed a minor design flaw.

My knee would knock a button on the switch panel on the door, which inadvertently activated the massage function. This kept happening a couple of times which made me wonder why the cluster of switches couldn’t have been moved forward. Koehn has received this feedback and is well aware that the switch placement, directly in line with a passenger’s knee, is not optimal but says. “Moving it forward would make passengers stretch to reach them.” And that’s when you realise how much thought has gone into making the switchgear fall easily to hand. You don’t have to stretch or bend to reach any of the switches (and crease your suit or gown by doing so) but simply sit back, close the doors via the button on the C-pillar, and activate the air con, stereo and all the seat functions via the rotary dial cluster in the centre console of the arm rest. Even the small table and individual entertainment screens flip down with press of an easily accessible button. The switches themselves are wonderfully damped, as are the traditional organ-stop plungers that control the air flow. You also get a coolbox complete with a pair of champagne flutes.

Upfront, the seats aren’t as lavish as the back but they are hugely comfortable and come with a wide range of adjustments. For the first time on a Rolls, the front doors too can be electrically closed with the touch of a button, which relieves the front occupants from the undignified task of stretching out for the door handle. The Y-spoke steering wheel is as massive as ever but now comes with a plethora of buttons. Also giving a nod to modernity is the digital instrument cluster, which replace the analogue dials, and a heads-up display for the driver.The ‘starlight’ roof is a special Rolls-Royce feature that only covered half of the roof in the previous phantom, but now on the new car it runs all the way to back. The extended Phantom has a whopping 1,344 fibre optic lights randomly scattered in the headliner. The electrical architecture allows each of these lights to be individually controlled, allowing Rolls-Royce to give you your own customised constellation! But while Rolls-Royce can promise you the stars, it can’t give you the sun or the moon. There is no sunroof, not even as an option, in the new Phantom.

ENGINE AND TRANSMISSION ;

All four variants of this coupe series are fitted with a powerful and dynamic 6.7-litre petrol engine, which comes with a displacement capacity of 6749cc. It is integrated with twelve cylinders and provide a power packed performance along with decent acceleration and pick up. This engine has the ability to churn out a whopping power output of 453bhp at 5350rpm in combination with a hammering torque of 720Nm at just 3500rpm, which is rather decent for Indian road and traffic conditions. This powerful and strong engine has been intelligently mated with eight speed automatic transmission gear box, which makes sure that the drive and ride for driver and passengers is smooth and inspiring. This engine makes use of direct fuel injection and is driven by wire design via valvetronic technology.

Its power plant is incorporated with an advanced direct injection fuel supply system, which allows the vehicle to deliver about 4.7 Kmpl in the city traffic conditions. At the same, under standard driving conditions on the bigger roads it gives out 9.5 Kmpl approximately.This powerful 6.7-litre petrol engine has the ability of churning out a maximum power 453bhp at 5350rpm in combination with a peak torque output of 720Nm at just 3500rpm, which is quite good for Indian road and traffic conditions.With the help of an eight speed automatic transmission gear box, this motor allows the vehicle to attain a maximum speed in the range of 240 to 250 Kmph, which is rather incredible for this segment. At the same time, it can cross the speed mark of 100 Kmph in close to 5.9 seconds from standstill that is rather thrilling for the occupants sitting inside.

RIDE AND HANDLING ;

The wheel is a tad thicker than before, and there’s fully electric power steering, but the mode of operation remains the same for the chauffeurs among you: slide the delicate little column stalk into ‘D’, apply the merest suggestion of pressure to the throttle pedal, and ease away in such a manner as not to rustle the copy of Pork Belly Futures Digest that’s being mulled over in the rear compartment. Otherwise you’ll be mulling over your P45.And it does actually handle. Or more accurately it can handle, should you elect to lean on it. But even with a (heavily revised) version of Rolls’s 6.6-litre twin-turbo V12 – it’s 6.75 litres in capacity here, and makes 563bhp – it feels inappropriate to trouble the power reserve gauge any more than is strictly necessary (no rev counter in here, of course). Which, given that you’re surfing along on a huge wave of torque, 664lb ft from 1,700rpm, is mostly never.The essence of a Rolls-Royce is a driving – travelling – experience that is beyond even that summoned up by the plushest Mercedes S-Class or BMW 7 Series. You don’t notice things as humdrum as gearchanges (the Phantom uses ZF’s silken eight-speed transmission), and you only notice really awful road surfaces. If you’re in the back, you don’t notice much at all. Which is the point: in a Phantom, silence isn’t just golden, it’s omnipresent.

SAFETY FEATURES ;

Phantom has a unique and advanced body frame which is made of 500 separate parts attached. Each part is made of aluminium which is light and phenomenally strong. Apart from its strong built; Phantom has many other quality features like front airbags, side airbags, overhead airbags, knee airbags, seatbelt pretensions and anti-whiplash system all aiming at giving a better security to the passengers while on the road or in any unfortunate incident.The front and the rear wheels of Phantom have ventilated disc brakes with brake assist and traction control.

BOTTOMLINE ;

Admittedly, I wasn’t too impressed with what we had seen up to the debut. The spy shots and teasers left me really wanting more. But, one has to remember that this is Rolls-Royce we’re talking about and extreme makeovers aren’t exactly its forte. And, while the changes to each segment of the car are far from revolutionary, collectively, the Phantom VIII is a huge improvement over its predecessor. There’s enough new outside to keep it fresh, and the refinement of the interior is more than adequate. Most of the work came into play under the skin, where the supporting bits and pieces really tie the car together as a whole. So, while there isn’t a huge difference between the Phantom VIII and the Phantom VII, there’s enough to keep those wealthy enough to afford one more than happy. You just can’t get luxury like this in too many places, you know? Apply car loan for Rolls Royce Phantom at Carzprice

 

 

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Tata Hexa Specifications,Features & Performance

OVERVIEW ;

The Tata Hexa has been a much awaited vehicle from Tata and had the industry talking before its launch. It was earlier shown as a concept at Geneva Motor Show in 2015. The Tata Hexa is one of the successful vehicles from Tata in recent times and has successfully wooed buyers as well, with some intelligent positioning. We review the Tata Hexa in detail and tell you whether it is worth buying. Read further.

DESIGN ;

Even though it replaces an MPV, the Hexa doesn’t look like one. Tata has given it a muscular and aggressive styling. The bonnet is heavily sculpted, there are smoked out projector headlamps, the grille is wide & highlighted with chrome and the bumper integrates LED daytime running lights. You will notice flared wheel arches on the side profile along with the neat looking 19-inch alloy wheels. These are the biggest wheels available in this segment. The black cladding adds to the rugged appeal of the Hexa.

The side profile might remind you of the Aria with its silhouette but Tata has cleverly reworked some details to cover the MPV proportions. The rear profile gets a heavy dose of chrome on the tail gate with LED tail lights while the bumper gets a skid plate and dual exhaust setup. The tail section might look a tad simple compared to the rest of the styling but it will grow on you with time.

CABIN ;

Let’s first talk about what’s changed the least on the inside – the space. It’s a big car so it has a big room, right? Well, not quite. Its beefy body-on-frame construction eats up a lot of space when compared to a similarly-sized SUV with a monocoque chassis. Still, there’s more than ample room for five; it’s just that the last row is best for two people only. Boot space is surprisingly good with all the seats in place; you could get a mid-size suitcase in here, although you will have to haul it high up over the tall sill.

Similarly, access to the cabin is quite a climb up and across the wide door sills. On to the seats, and at the front, you’ll be impressed at how well Tata has crafted the big chairs. The contrast-stitched faux leather feels suitably rich. The cushioning, which uses multi-density foam, is a touch too firm but has the bolstering just where you need it. Our only small grouse is the ‘lump’ around the H-point of the seat which, rather than adding to the support, feels like you’ve sat on your mobile phone. The thick A-pillar can initially cause a blind spot but you learn to look around it. The car’s size and the high driving position can be a little overwhelming until you get used to it.

If you want to replicate the comfort of the front seats in the middle row, you can do so on the top-spec XT trims of the Hexa with its two individual chairs. The only downside of these, apart from reducing the seating capacity to six, is that they don’t tumble forward and this limits maximum boot space; also, it’s easier to just walk between them to access the back row. A conventional split-folding bench comes as standard, but even here, accessing the third row isn’t easy. It has to be slid all the way back to tumble forward properly, and then too its immense weight makes it quite a task. Moreover, the Hexa’s huge rear wheel arches make access tricky, to begin with. Still, when in place, even the bench seat is really comfortable, supportive and spacious, although the middle passenger has a large central AC console to deal with. What does give you that ‘executive’ feeling in the middle row is the window shade that can be raised to keep the heat out quite effectively.

Finally, the third row – it’s quite a comfy place for two. The high floor chassis means you sit a bit knees-up of course, but it’s not as bad as some other ladder-frame SUVs. The advantage of the MPV-like squared-off rear is that head and shoulder room isn’t compromised in the third row. In fact, you can even recline the backrest, and there are also adjustable headrests. There are, of course, air-con vents for all three rows, but the blower is really quite loud, and when fully cranked up it, can overpower even the engine noise.

So, space and comfort are a highlight in the Hexa but you’ll agree that what really wows you about the interior is the quality of materials. It’s on a level thus far unseen from Tata Motors, and for once has a design to match. The dashboard isn’t a dull collection of flat surfaces anymore. The central stack has a variety of colours, textures and surfaces; here too, like with the exterior, excessive chrome has been substituted with other finishes, like piano black and dull grey plastics. Panel gaps are impressively few and even so, the dark colour scheme helps conceal them. The quality of the switchgear is also rather good (there are even knurled knobs and door locks), apart from a few places like the steering control buttons which feel tiny and fiddly to use. The upper glove box also has a terribly tricky-to-use unlock button for its latch.

ENGINE AND PERFORMANCE ;

While the Hexa’s engine has been derived from the 2.2-litre unit seen in the Aria, in its Varicor 400 guise it has been extensively revamped. Girish Wagh, Sr Vice President, Product Planning at Tata Motors, explained that the block, head, intake and turbo systems have been revamped to deliver higher power and torque density and greater levels of refinement. The four-cylinder engine makes 156hp and 400Nm of torque which is channelised through a 6-speed manual or a 6-speed automatic. Upon start up, the engine feels reasonably quiet; although, getting going smoothly from standstill requires some getting used to as the light clutch has a very sudden bite. Also, considerable effort is required to change gears and slotting into fifth required plenty of guess work, too.

Easy drivability is a strength of this engine, with the turbo spooling up nice and early, letting you amble along in one gear. On the move you can haul the rev needle to the 4600rpm limiter if need be. The performance through that rev range is adequate, not exciting; no doubt, weighed down by the Hexa’s considerable 2280kg kerb weight. On the move the engine remains reasonably quiet till around 3200rpm.

Using Bosch’s ESP 9.0, the Hexa packs traction control, hill hold control and hill descent control. This combined with engine modes and on-demand all-wheel drive has allowed Tata Motors to offer drive modes – Auto, Dynamic, Comfort and Off-Road. For instance in Comfort, the sudden spike in torque is softened for a smoother drive experience, and the gentle responses are also used to help improve fuel efficiency. In Dynamic mode, the performance of the engine is unhindered and the ESP intervention is also delayed. While in other modes the all-wheel drive mode is engaged only when required with as much as 45 per cent of the torque being sent to the front wheels, in Off-road mode all four wheels get drive consistently. The ESP is also recalibrated in this mode to suit loose surfaces.

The combination that really impressed on our first drive was the one equipped with the automatic. The 6-speed gearbox, originally a GM design, makes the best of the engine character, shifting before the 3000rpm mark to make the experience all the more easy going. The shifts from the ‘box aren’t lightning quick, but in normal driving conditions it always seems to know what you want and hence feels natural to drive. In Sport mode the gearbox shifts down aggressively to keep the engine rpm in the 3-4000rpm range for maximum punch. You could even control the gear shifts by tapping the gear lever forward or back.

RIDE AND HANDLING ;

Hexa is offered in manual six-speed and automatic six-speed options. While the former comes with “Super Drive Modes” for surface-specific options, the automatic Hexa was tested for this review. And it was an absolute breeze.

The Hexa automatic offers a no-fuss, no-fancy drive with power coming up in a decently linear manner. No, it is not zippy but then, it would be unfair to expect a car this big to whizz around in city traffic. What is good though is that it moves in a leisurely enough manner in city traffic to ensure one doesn’t miss out on those important meetings.

Push the pedal harder and there is that slight sound of a muffled diesel gruff but on the whole, the Varicor 400 engine does a fantastic job of keeping itself composed. This and the extremely-well insulated cabin ensure that the crudeness of diesel experienced on most cars is disguised.

Where the Hexa does lag is in speeds well over three-digits. While getting there is no problem at all, the steering system sends back minor yet very noticeable vibrations – enough to make the slightly jittery driver even more jittery. This was experienced each time the car was taken well past 110kmph in this review.

SAFETY ;

The Hexa equipment list consists of six airbags, ESP, traction control, ABS with EBD, climate control with vents on all three rows, auto headlamps, rain sensing wipers, and reverse parking sensors with a camera. There’s also power mirrors with demister, cruise control, rear sun blinds, an eight-way adjustable driver’s seat (non-electric), a multi-function steering wheel, and a 5-inch touchscreen infotainment system with JBL speakers, to name a few.

It does miss out on features like powered seats and keyless go, which is a norm in the segment. There’s no sunroof either, which the rivals offer. In short, manual gearbox variants include XM and XT in six and seven seater options along with the choice of automatic transmissions called XMA and XTA. A 4×4 manual model is also available on the XT variant.

BOTTOMLINE ;

Has Tata done enough with the Hexa to let it succeed? We think so as this car has everything expected from a vehicle in the segment. It lacks things like keyless start, proper front storage spaces and is quite massive in terms of length- an issue that will pop up for parking space starved city dwellers. But on the positive side the feature list is comprehensive; it is quite spacious, has solid road presence and will let you go to most places without thinking twice. For the Hexa to now completely succeed Tata must price it in such a way that it undercuts its main rival- the Mahindra XUV500 variant-for-variant. Given the price range that we believe it will exist in, the Hexa is also a competitor for the range of D-segment sedans. Get On Road price of Tata Hexa from Tata Dealers in Hyderabad

 

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Audi Q5 Review & Test Drive

OVERVIEW ;

Positioned between the smallish Audi Q3 and the huge Audi Q7, the Q5 promises to be a great urban SUV. It can handle bad terrain, and won’t be too cumbersome to drive in traffic either. Also, given that it looks good too, Audi hasn’t had a problem with the competition either. Back on tarmac, it’s docile and boasts car-like dynamics.??While Porsche is readying the Macan (it will be priced higher than the Q5) and BMW has the X3 already, the Q5 enjoys its position, because of its capability as a product, and Audi’s well deserved value in the market.

EXTERIOR AND LOOK ;

The Audi Q5 comes up as a very subtle looking SUV. The overall design of it looks more coupe inspired than a typical SUV. The sloping roof lines, mild flares on the side with a longish bonnet make the Q5 look very suave in nature. The Q5 does not look like a typical in-your-face kind of a SUV but then it still has a bold look and looks contemporary.Having a family face, this one too has a single frame radiator grille which has been finished in gloss chrome. The vertical chrome struts look very neat. The three dimensionally finished bonnet flows very elegantly between the single frame grille to the front windshield making the design look very aerodynamic. The Xenon plus trapezoidal headlamps sweep back to the side.

The side profile is humble. The window lines have been done in chrome. The Audi Q5 measures 4629mm in length. That also translated to good interior space. This one gets a 10 spoke V shaped lightweight forged aluminum wheels and 235/60 R18 tyres. The combination of these two make the car look dynamic. The roof line drops very subtly and the lip of the roofline ends with a spoiler which makes it look sporty.The rear has wide spread tail lamps. The tail gate indeed gives it a distinct look and one can easily it’s an Audi you are following. The tail gate is indeed very practical and makes it very practical to load and unload. Hidden under the massive chunk of a rear bumper are the exhaust diffusers which have been done in brush Aluminum.

So, the new Q5 which recently got its dose of updates is a good looking SUV. It looks more like a big hatch and less of a SUV. The fact that the Q5 is selling in good numbers also assures that India has matured as a market in terms of taste and choice. So, the Q5 packs in cues from Big-Bro Q7 and still manages its own character. The daytime running LED lights of the Q5 are just an icing and looks simply awesome.

INTERIOR AND COMFORT ;

Perhaps even more vast a change than the exterior, the 2017 Q5’s interior gets huge update. It takes after Audi’s current design styling and features a low-hung, thin dashboard with its Virtual Cockpit gauge cluster, minimalist HVAC controls, and (oddly) tacked on infotainment screen. The center console also sports a new design that includes a new electronic gear shifter and track pad. The steering wheel takes after other Audi models, as well, and features a thin yet sculpted design. The hexagonal grille design is mirrored on the airbag cover, too.

In-dash technology includes Audi’s Virtual Cockpit with its 12.3-inch TFT screen and configurable digital gauges. The MMI infotainment screen perched above the center console offers 8.3-inches of viewing screen and is controlled by both touch and the large track pad just ahead of the shifter. The pad offers smartphone-like controls, with pinch-to-zoom and finger-writing to text capability. The system also features Audi’s Personal Route Assist, which learns your driving habits and can suggest alternate routs should traffic have your usual route blocked. Onboard LTE Wi-Fi allows the Q5 to be an online hotspot and there’s even a Qi wireless phone charger and integrated phone antenna to keep smartphone powered and connected. Audiophiles will appreciate the Bang & Olufsen Sound System with 3D sound.

Rear seats offer a good amount of legroom matched with lightly bolstered outboard seats and decent headroom. HVAC vents keep rear passengers happy on hot or cold days, and an optional rear seat entertainment package features two huge screens.The seats also fold flat, offering an impressive amount of cargo room. Audi says there’s 54.7 cubic feet of space with the seats stowed. With the second row in place, cargo room is cut down to 21.5 cubic feet of space. That’s does represent an improvement of 0.4 cubic feet of the last Q5.

ENGINE AND PERFORMANCE ;

We have already witnessed the 3.0-litre, V6 TDI diesel engine in the Audi A6 and Audi A7 earlier, but this motor just doesn’t cease to amaze us every single time. In the Q5, Audi has boosted the output by 5 BHP and 78 Nm, which is quite significant considering the added twist on offer. However the addition in power hasn’t come at the cost of economy and Audi claims that the new Q5 is up to 15 percent more efficient than its predecessor. Power delivery is instant and rewarding and NVH levels are very good with very little diesel grunt audible inside the luxurious cabin.

This engine is mated to a 7-spveed S tronic transmission which is at the forefront ensuring smooth cog swapping. There are no paddle shifts even on the top-end variant which comes as a disappointment, however one can take control of things by using the tiptronic function on the gear lever. Performance, as you would expect, is nothing short of explosive with every dab on the accelerator pedal resulting in an instantaneous surge ahead with plenty of reserve still left. Power delivery although linear, is still addictive and there is a definite shove in your knickers when you bury your right foot in the floor.

We can go endlessly with praise about the 3.0-litre TDI engine, it’s that darn good. The motor feels at home at all speeds, whether its ambling around the city, sprinting on open roads or simply cruising on the highways. This mill does a splendid job in hauling the 1.8 tonne Q5 with urgency and blurred scenery. The Audi drive select system offers various modes which control the accelerator pedal characteristics, automatic transmission shift points and amount of steering assist as well. How has Audi managed to boost performance and efficiency at the same time? The German car maker has reduced weight with the use of aluminum on the engine hood and tail gate. Whoever said ‘you can’t have your cake and eat it too’ was wrong, very wrong!

DRIVING DYNAMICS ;

Apart from the engines, the other thing that Audi did not have to do much to was the quattro all-wheel-drive system, which has widely grown to be accepted as one of the best traction aids in the market. The bit of fine-tuning they’ve done has resulted in smoother transitioning from the efficient front-wheel-drive set-up to the all-wheel drive, but can you and I tell the difference? Probably not. What you will notice, however, is the new multi-link suspension set-up with the optional air suspension which has made the ride quality and transfer of weight noticeably more pliant. You can feel the suspension complying with the quattro system more amicably when you chuck the car into corners, pretending it’s a low-slung sportscar. It’ll play pretend along with you, keeping things tidy and under control. What also helps is that the new chassis takes away 90kg from the Q5’s kerb which helps it behave on the road the way it does.

SAFETY AND SECURITY ;

It has a list of safety aspects including a central locking system, heat insulating glass, a windscreen cleaning system, movable sun visors, sun blinds, roof-edge spoiler and anti-theft alarm. It has an advanced immobilizer system, first aid kit with warning triangle, tyre pressure monitoring system, a collapsible spare wheel and ISOFIX child seat mounting.

CONCLUSSION ;

There are a lot of products in the market that shout for attention, displaying a probable lack of substance. The Audi Q5 is the exact opposite. It is quite capable but doesn’t give a clue about it, until you get behind the wheel.The simple but effective styling, the range of good engines, and a wide array of options makes the Audi Q5 so special. The 2.0TDI is the choice of the lot. It has a good amount of power, and doesn’t drink too much of fuel either. ?It’s comfortable and spacious inside as well, which means if you are going to be chauffeured around in one of these, you won’t have any problems either. Add the good amount of stability and safety options the vehicle offers, and you have a winner in your hands.

Audi Q5 30 Tdi Quattro Premium Ex-showroom Price is   50,59,500/- and On Road Price is   58,97,652/- in Bangalore. Audi Q5 30 Tdi Quattro Premium comes in 6 colours, namely Scuba Blue,Ibis White,Monsoon Grey,Teak Brown,Florett Silver,Mythos Black.For more details of Audi Cars click on to carzprize.com

 

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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.

Book a Test Drive for Mitsubishi Pajero Sport

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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