Nissan Micra Active Facelift Test Drive & Transmission

Nissan Micra Active Overview

The Nissan Micra line-up has been updated along with the Micra Active. Even after the 2018 model year update, the Micra Active still remains a low-cost model from Nissan based on the pre-facelift version of the hatchback. It is an India specific model that competes in the entry-level B Segment with the likes of Maruti Wagon R, Chevrolet Beat and Hyundai i10. For information on contact details of Nissan car dealers in Mumbai

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Nissan Micra Active Look

The 2017 Nissan Micra Active now comes in new sunshine orange shade that was previously seen in the regular model. In terms of design, the 2017 Micra Active largely retains most of its traits in the front and side profiles. The only addition is the ‘follow me headlamps’ that remain on for a certain duration. The rear profile gets an update in the form of new combination lamps and sportier bumper, making it look comparatively better than the previous iteration. Also, it borrows heavily from the Renault Pulse hatchback. The 2017 Micra doesn’t get any substantial updates in the exterior design.

Nissan Micra Active Comfort

Interior styling is similar to the pre-facelift version of Micra armed with basic features found in other hatchbacks in the segment Cabin is equipped with power tilt steering, manual AC, power windows in front & rear, remote keyless entry, internally adjustable ORVM, adjustable headrest, 2 bottle holders, 3 cup holders, gear shift indicator and 12V power outlet.

Safety equipment on the Micra Active include driver airbag standard across line-up. Other features like passenger airbag, ABS with EBD & brake assist and driver seat belt warning indicator are available only on the top-spec variant. Centre door locking, speed sensing auto door locking, speed sensing auto door lock etc.

Nissan Micra Active Engine

The engine on the Micra Active is the same 1.2-litre petrol, but due to lesser weight the fuel efficiency of the Micra Active is higher than that on the regular Micra. It is equipped with a 1.2-litre petrol engine, which has a potential to displace of about 1198cc. It has three cylinders and twelve valves, which are based on a dual overhead camshaft valve configuration. It has a capacity to generate a maximum power of 67.06bhp at 5000rpm and can generate a peak torque output of 104Nm at 4000rpm. It is mated with a five speed manual transmission gear box, which enables smoother gear shifts and aids in delivering a flawless performance. It has an electronic fuel injection supply system and can squeeze a mileage of 19.49 Kmpl, when driven under standard conditions.

Nissan has worked on the fuel efficiency of the Micra Active and it has a better figure than that of the Micra, as it lighter. This hatchback model series is equipped with a reliable mill. It is capable of delivering a mileage of about 19.49 Kmpl on freeways. It is achievable due to its engine being associated with an electronic fuel injection supply system. If driven within the city, its fuel economy could drop down to 16-17 Kmpl, under standard driving conditions.

The power of the Micra Active is similar to that of the Micra, however the Micra Active is lighter, so the outright performance will be better.Its proficient petrol mill is equipped with three cylinders, which further have a total of twelve valves. This is in sync with a dual overhead camshaft based valve system. It has a potential to produce a maximum power of 67.1bhp at 5000rpm and can generate a peak torque output of 104Nm at 4000rpm.

Nissan Micra Active Driving

The power steering of Micra Active is deft and manoeuvrable and this makes it an ideal car for congested areas. The turning radius of 4.65 m is one of the smallest in this segment. Ventilated disc brakes are fitted in the front while the rear end gets drum brakes for efficient braking. An advanced Anti-lock Braking System (ABS) makes it a safe hatchback. The staunch suspension is a McPherson Strut for the front wheels and a torsion beam system for the rear ones

The Petrol engine with an Electronic Fuel Injection Control System, has the ability to generate about 66.64bhp of maximum power output at 5000rpm and maximum torque of 104Nm at 4000rpm, which is incredible for harsh traffic conditions. It comes with a 5-speed manual transmission, which allows smooth gear shift for city drives.Acceleration of the Petrol-based Micra Active is superior as compared to that of Nissan Micra’s Petrol version. The crosses the 100kmph mark from standstill in about 13 seconds. Its top speed is in the range of 150 to 160 kmph, which is quite impressive.

Nissan Micra Active Safety

Safety equipment on the Micra Active include driver airbag standard across line-up. Other features like passenger airbag, ABS with EBD & brake assist and driver seat belt warning indicator are available only on the top-spec variant. Centre door locking, speed sensing auto door locking, speed sensing auto door lock etc.

Nissan Micra Active Price in Hyderabad

Nissan Micra Active Ex-Showroom Price in Hyderabad ranges from 4,59,405/- (Micra Active XL) to 5,48,953/- (Micra Active XV S). Get best offers for Nissan Micra Active from Nissan Dealers in Hyderabad. Check for Micra Active price in Hyderabad at Carzprice

Nissan Micra Active Bottomline

Nissan’s Micra Active has superior all-round visibility that is slightly marred by the thick C-pillar. It has bulbous outcrops flanking the bonnet and this makes it a rarity among modern cars where the bonnet is almost never visible and this makes parking in tight spots extremely easy. Micra Active lives up to its tagline ‘drive easy, live better’.

Active’s front seats are quite comfortable but the same can’t be said about the rear bench. Though legroom is adequate, the seats severely lack thigh support, and that makes it the car with the least comfortable rear bench and not the best one to be chauffeur-driven in. Surprisingly, its competitor

 

Honda City Features, Specificatios & First Drive

Honda City Overview

The Honda City is a popular C-segment sedan and has been instrumental in establishing the C-segent since the introduction of the car back in 1998. The Honda City since then has been regularly updated and is now in its fourth generation. The bestselling Honda has received its midlife update in 2017 and gets the latest in terms of features and styling with addition of the new top of the line ZX variants.The City competes with the likes of the Maruti Suzuki Ciaz, The Hyundai Verna and the two twins of the Skoda Rapid and Volkswagen Vento and the Renault Scala and the Nissan Sunny. In case of the top-spec ZX trims, it also goes on to become an option for the Hyundai Creta, the Maruti S-Cross and the Nissan Terrano. For information on contact details of Honda car dealers in Chennai

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Honda City Look

Quite a bit actually, but let’s start with the exteriors. Aesthetically, the City still looks similar to the pre-facelift model, albeit with a sleeker front end. The arrow-shot design theme is retained. The front grille now features a slimmer chrome grille with a honeycomb mesh in the background.

The Honda City now features an all-LED lighting system. The headlamps are all LED, so are the DRLs and tail lamps. In addition, the all-LED treatment is reserved for the top-of-the-line ZX variants only although, the VX does get LED headlamps and fog lamps. Even the fog lamps and all interior lights including the front and rear reading lamps, and the rear number plate illumination are all powered by LED technology.

It also gets new diamond-cut alloy wheels which have been upsized to 16inches, though, these are also available on the ZX variants only as the lower models make do with 15-inch wheels. Ironically though, unlike most cars, the facelift looks most distinctive from the rear. The all-LED tail lamps feature a clear distinction between the red and clear section. It also gets a new spoiler with integrated brake lamp and honeycomb inserts in the redesigned rear bumper as well.

Honda City Comfort

This has to be the best cabin of any D segment sedan available in India. Its ultra premium feel and sophisticated treatment combined with the supreme finish of trims makes the interiors of Honda City a great space to be in.On the instrumental panel is soft blue lit display with three rings in an aluminum finish which show the speedometer, tachometer and the fuel left. It is a very clean arrangement. There 3 spoke steering wheel offers a very precise grip, it also has steering mounted controls for audio as well as cruise control settings.

The central panel has been done very neatly with the correct colour combinations of light beige teamed with dark plastics. The plastic quality is fantastic and so it the materials used in the door trims.Seating inside the Honda City is very comfortable as it has been cushioned really well. Even for taller passengers there is no discomfort of any sort. The legroom and the headroom offered for the front row of passengers is superb while for the rear row of passengers the same is decent.

Among the storage options, it has a decently spacious glove box. Also under the armrest of the driver, there is a small storage box. There is a small pocket of the front door trims which can hold few tickets and miscellaneous paper bits. The boot space in the Honda City is very generous too.Overall the interiors of the Honda City are simply close to perfect and leave no reason to complain. The smart use of chrome inside, materials used in fabric and everything inside the cabin of the City makes you rave about it.

Honda City Performance

The City continues to be powered by the same set of petrol and diesel engines. The 1.5 litre i-DTEC engine that makes 100hp and 200Nm delivers great low-end performance and is smooth and linear in a very un-diesel-like way, but rev it hard and it becomes rather noisy. Honda claims to have added more insulation for lowering the NVH levels in the diesel, and, though it is a marked improvement, there’s only so much that could be done to curb what is inherently a noisy engine. Ambient sounds have gone down a bit, but the diesel engine rattle is still an issue.The petrol option is of course the tried and tested naturally-aspirated 1.5 i-VTEC engine developing 119hp and 145Nm. The motor is still a riot for enthusiasts, revving out eagerly to its red line and making a lot of its power at the top end. It’s quite usable at the bottom end too and, as the revs climb, it can get a bit vocal.

Gearbox options remain the same as well with a six-speed manual for the diesel and a choice between five-speed manual or seven-step CVT automatic for the petrol. With India’s crowded roads and newfound fondness for automatics, it’s sad that the City doesn’t offer such an option on the diesel, but that’s just something that will perhaps have to wait for the next generation.With no mechanical changes to the suspension either, the ride remains largely the same, which is to say agreeable by class standards, but not the class best. There’s still a fair bit of roll around corners and the ride quality can get a bit choppy at times. The top ZX variants do get new 16-inch alloys and wider tyres, and thankfully they don’t seem to have hurt the ride quality at all. As for the handling, we didn’t get much of a chance to test it on Delhi’s wide, smooth and straight roads, so the verdict is still out on that one.

Honda City Driving

There are no tweaks for the suspension as well in the updated model and we feel it doesn’t need it either. The City has got a very balanced setup, which offers pliant ride quality and nimble handling. The ride might feel a tad stiff at low speeds but it flattens up as you gain speed. The high speed stability is good but you might feel the need of wider tyres. Handling is quite engaging and the City feels eager to dart into corners but again, the undertyred setup tends to lose some grip when you push the car to its limit.

The steering makes you feel connected to the road and there is no sense of numbness. It is quick to respond and offers decent feedback. The body roll is well controlled and you don’t get tossed around much on the twisties. Ground clearance is not a big issue in the fourth generation City, it rarely touches the underbelly on big bumps and potholes. Braking performance is good and the pedal bite is confidence inspiring too.

Honda City 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.

Honda City Cost in Hyderabad

Honda City Ex-Showroom Price in Hyderabad ranges from 8,76,812/- (City S MT Petrol) to 14,08,778/- (City Zx MT Diesel Anniversary Edition). Get best offers for Honda City from Honda Dealers in Hyderabad. Check for City price in Hyderabad at Carzprice

Honda City 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.

 

What Are The Program Evaluation Standards

The Joint Committee on Standards for Educational Evaluation (JCSEE) was founded in 1975 as a coalition of major professional associations concerned with the quality of evaluation. AEA is one of those associations, and sends a representative to the Joint Committee. The Joint Committee has developed a set of standards for the evaluation of educational programs as reflected on this page. Although AEA has not formally adopted these standards, it does support the Joint Committee’s work.

In order to gain familiarity with the conceptual and practical foundations of these standards and their applications to extended cases, the JCSEE strongly encourages all evaluators and evaluation users to read the complete book, available for purchase from SAGE and referenced as follows:

Yarbrough, D. B., Shulha, L. M., Hopson, R. K., and Caruthers, F. A. (2011). The program evaluation standards: A guide for evaluators and evaluation users (3rd ed.). Thousand Oaks, CA: Sage

The standard names and statements, as reproduced below, are under copyright to the JCSEE and are approved as an American National Standard. Permission is freely given for stakeholders to use them for educational and scholarly purposes with attribution to the JCSEE. Authors wishing to reproduce the standard names and standard statements with attribution to the JCSEE may do so after notifying the JCSEE of the specific publication or reproduction. Check for Educational Evaluations at UT Evaluators

Utility Standards

The utility standards are intended to increase the extent to which program stakeholders find evaluation processes and products valuable in meeting their needs.

U1 Evaluator Credibility Evaluations should be conducted by qualified people who establish and maintain credibility in the evaluation context.
U2 Attention to Stakeholders Evaluations should devote attention to the full range of individuals and groups invested in the program and affected by its evaluation.
U3 Negotiated Purposes Evaluation purposes should be identified and continually negotiated based on the needs of stakeholders.
U4 Explicit Values Evaluations should clarify and specify the individual and cultural values underpinning purposes, processes, and judgments.
U5 Relevant Information Evaluation information should serve the identified and emergent needs of stakeholders.
U6 Meaningful Processes and Products Evaluations should construct activities, descriptions, and judgments in ways that encourage participants to rediscover, reinterpret, or revise their understandings and behaviors.
U7 Timely and Appropriate Communicating and Reporting Evaluations should attend to the continuing information needs of their multiple audiences.
U8 Concern for Consequences and Influence Evaluations should promote responsible and adaptive use while guarding against unintended negative consequences and misuse.

Feasibility Standards

The feasibility standards are intended to increase evaluation effectiveness and efficiency.

F1 Project Management Evaluations should use effective project management strategies.
F2 Practical Procedures Evaluation procedures should be practical and responsive to the way the program operates.
F3 Contextual Viability Evaluations should recognize, monitor, and balance the cultural and political interests and needs of individuals and groups.
F4 Resource Use Evaluations should use resources effectively and efficiently.

Propriety Standards

The propriety standards support what is proper, fair, legal, right and just in evaluations.

P1 Responsive and Inclusive Orientation Evaluations should be responsive to stakeholders and their communities.
P2 Formal Agreements Evaluation agreements should be negotiated to make obligations explicit and take into account the needs, expectations, and cultural contexts of clients and other stakeholders.
P3 Human Rights and Respect Evaluations should be designed and conducted to protect human and legal rights and maintain the dignity of participants and other stakeholders.
P4 Clarity and Fairness Evaluations should be understandable and fair in addressing stakeholder needs and purposes.
P5 Transparency and Disclosure Evaluations should provide complete descriptions of findings, limitations, and conclusions to all stakeholders, unless doing so would violate legal and propriety obligations.
P6 Conflicts of Interests Evaluations should openly and honestly identify and address real or perceived conflicts of interests that may compromise the evaluation.
P7 Fiscal Responsibility Evaluations should account for all expended resources and comply with sound fiscal procedures and processes.

Accuracy Standards

The accuracy standards are intended to increase the dependability and truthfulness of evaluation representations, propositions, and findings, especially those that support interpretations and judgments about quality. For Educational Evaluations visit UT Evaluators

A1 Justified Conclusions and Decisions Evaluation conclusions and decisions should be explicitly justified in the cultures and contexts where they have consequences.
A2 Valid Information Evaluation information should serve the intended purposes and support valid interpretations.
A3 Reliable Information Evaluation procedures should yield sufficiently dependable and consistent information for the intended uses.
A4 Explicit Program and Context Descriptions Evaluations should document programs and their contexts with appropriate detail and scope for the evaluation purposes.
A5 Information Management Evaluations should employ systematic information collection, review, verification, and storage methods.
A6 Sound Designs and Analyses Evaluations should employ technically adequate designs and analyses that are appropriate for the evaluation purposes.
A7 Explicit Evaluation Reasoning Evaluation reasoning leading from information and analyses to findings, interpretations, conclusions, and judgments should be clearly and completely documented.
A8 Communication and Reporting Evaluation communications should have adequate scope and guard against misconceptions, biases, distortions, and errors.

Evaluation Accountability Standards

The evaluation accountability standards encourage adequate documentation of evaluations and a metaevaluative perspective focused on improvement and accountability for evaluation processes and products.

E1 Evaluation Documentation Evaluations should fully document their negotiated purposes and implemented designs, procedures, data, and outcomes.
E2 Internal Metaevaluation Evaluators should use these and other applicable standards to examine the accountability of the evaluation design, procedures employed, information collected, and outcomes.
E3 External Metaevaluation Program evaluation sponsors, clients, evaluators, and other stakeholders should encourage the conduct of external metaevaluations using these and other applicable standards.

The Advantages & Disadvantages Of Wireless Communication

The telecommunications sector evolved from the telegraph, where communication took days, to modern mobile technology, where large amounts of data can be sent in seconds. These shifts are due to technology, and they changed how people live and do business. At one time, telecommunications required physical wires connecting homes and businesses. In modern society, this is changing with mobile technology and wireless technology becoming the primary form of communication. Check for The Advantages & Disadvantages Of Wireless Communication in Linkedphone

Wireless communication is among technology’s biggest contributions to mankind. Wireless communication involves the transmission of information over a distance without help of wires, cables or any other forms of electrical conductors. The transmitted distance can be anywhere between a few meters (for example, a television’s remote control) and thousands of kilometres (for example, radio communication). Some of the devices used for wireless communication are cordless telephones, mobiles, GPS units, wireless computer parts, and satellite television. Advantages

Wireless communication has the following advantages:

1. Communication has enhanced to convey the information quickly to the consumers. 2 Working professionals can work and access Internet anywhere and anytime without carrying cables or wires wherever they go. This also helps to complete the work anywhere on time and improves the productivity. 3 Doctors, workers and other professionals working in remote areas can be in touch with medical centres through wireless communication. 4. Urgent situation can be alerted through wireless communication. The affected regions can be provided help and support with the help of these alerts through wireless communication. 5 Wireless networks are cheaper to install and maintain. Disadvantages

The growth of wireless network has enabled us to use personal devices anywhere and anytime. This has helped mankind to improve in every field of life but this has led many threats as well. Wireless network has led to many security threats to mankind. It is very easy for the hackers to grab the wireless signals that are spread in the air. It is very important to secure the wireless network so that the information cannot be exploited by the unauthorized users. This also increases the risk to lose information. Strong security protocols must be created to secure the wireless signals like WPA and WPA2. Another way to secure the wireless network is to have wireless intrusion prevention system.

The different types of wireless communication technologies include: Infrared (IR) wireless communication: IR wireless communication communicates data or information in devices or systems through infrared (IR) radiation. Infrared is electromagnetic energy at a wavelength that is longer than that of red light. Working: IR wireless is used for short and medium-range communications and security control. For IR communication to work, the systems mostly operate in line-of-sight mode which means that there must be no obstruction between the transmitter (source) and receiver (destination).

Infrared is used in television remote controls and security systems.

In the electromagnetic spectrum, infrared radiation lies between microwaves and visible light, therefore, they can be used as a source of communication.

A photo LED transmitter and a photodiode receptor are required for successful IR communication. The LED transmitter transmits the infrared signal in the form of non-visible light, which is captured and retrieved as information by the photo receptor. In this way, the information between the source and the target is transferred.

The source and/or destination can be laptops, mobile phones, televisions, security systems and any other device that supports wireless communication.

 

Affordable Benefits Of Virtual Business Phone Number

It can be dangerous to give out your phone number to people you don’t know, and that’s normally the case when a website asks you for your phone number. Fortunately, just like with anonymous email addresses and debit cards, you can also grab an anonymous, virtual phone number to mask your real number.When you use a virtual phone number, only that number is known, not your real number, even though the virtual number might ring your real phone to establish the phone call. Anyone you call, and anyone who calls your virtual number, cannot see your real phone number.. Check for Affordable Benefits Of Virtual Business Phone Number in Linkedphone

For any business, every customer call is important. Yet little attention is paid to maintaining a high quality incoming call management system resulting in considerable damage to brand reputation and incalculable business opportunity losses. Worse, the management has no control or information about:

No. of calls received

No. of calls missed

Who handled the call

What was spoken during the call

By greeting, routing and tracking all incoming calls received by the business, the Cloud Based Business Telephony Solution provides a simple, cost effective and yet highly efficient way of handling business inquiries.

CLOUD BASED BUSINESS HELPLINE SOLUTION FEATURES

Customers can choose a 10 digit mobile or toll-free number for the business Advertise the same in all business communications and stationary Employees can be grouped into departments and assigned extension numbers and calls routed to the department could be delivered to employees within that department automatically, wherever they may be, on their mobile phones. When lines are busy callers are automatically re-routed to other available numbers. Automatically managing incoming business calls,

Every caller is greeted professionally, tirelessly, 24×7 Not a single call is missed. All caller details are captured in real time 24×7 and business owners and managers can review the same in real time

Who should buy it

Designed to serve the requirements of those modern day technology enabled businesses,

Lot of incoming calls, everyday of the week A mobile workforce that needs to stay connect with the office at all times Where customers require extensive pre sale counseling or support by qualified employees Where customer regularly place repeat order on phone. These solutions are already deployed across many market verticals including Educational Institution, Online Matrimony, Retail, IT, Real Estate, FMCG sectors.

Advertising campaigns are becoming increasingly expensive and brand managers are asked to monitor campaign performance continually to derive highest value for money spent. In a multi-platform, multi-location campaign it is virtually impossible for brand managers to understand in real time:

Which campaign message or outlet is performing the best? What is the volume of inquires generated and which time of the day? Who handled the incoming inquiries and what transpired during this conversation? Till now real time campaign ROI measurement was partially possible only in an online campaign. By tracking all incoming calls generated by the campaign, cloud telephony based Campaign Response Management Solution provides a simple and yet highly effective real time solution to businesses.

These solutions will help you to manage your business, away from office also. It provides the most economic way to own a telephony solution for an entire company which earlier a big companies used to dream of.

If you think all the customers calls are important for your business or you are not able to identify where the incoming calls are coming from Cloud Telephony is the one stop solution for streamlining all the call management, tracking through Virtual IVRS and Virtual PBX.

 

 

Maruti Suzuki Ciaz Engine & Performance

Maruti Suzuki Ciaz Overview

The new Maruti Ciaz is a big deal. Is it revolutionary, unique or even game changing? Maybe not so much in the segment it operates in wherein you already have the likes of the new Honda City and the Hyundai Verna but for Maruti Suzuki, the Ciaz is all this and more… Here’s why?  Check for Maruti cars Price, Review, Features & Specs at CarzPrice

Now, this isn’t a new segment for Maruti; it has had the SX4 in the past. But, even with its large wheels and ground clearance, roomy interior and a big boot, the SX4 struggled. The reason: perception. No one wanted a full-fledged C-Segment car from a maker of small, affordable hatchbacks and compact sedans. But now with the Maruti Ciaz, Maruti finally has a product to draw you and me away from the Honda Citys and Hyundai Vernas of the world. This should be interesting.

Maruti Suzuki Ciaz Exterior & Style

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.

Maruti Suzuki Ciaz Interior & Space

The interiors of the Ciaz are completely new and different from any other Maruti car. The neatly laid out dashboard has a seven-inch touchscreen system. The higher variants get automatic climate control. The steering is shared with other models but it gets a leather wrap as also the gear knob. The top variant gets leather upholstery also. The Ciaz is comes loaded with features like push button start, keyless entry, bluetooth connectivity, navigation, reverse parking camera and sensors.

The Ciaz is not stingy on spacious too. There is good head room and leg room available. The seats are not the best but provide good comfort. It could have done with some more under thigh support. The boot is large and can fit in quite a lot of luggage with ease. This makes it a very practical sedan that can be used for weekend getaways too. The Ciaz S offers all black interiors and even the centre console has grey chrome finish on it.

Maruti Suzuki Ciaz Engine & Performance

While the Ciaz doesn’t get an entirely new motor, it does get a fairly reworked version of Maruti’s own K14 petrol unit found on the Ertiga. The tweaks to the engine focus on improving driveability and maximising fuel economy. To achieve that, Maruti has modified the cylinder head to raise the compression ratio from 10:1 to 11:1 and the revised head design allows for a better tumble of airflow at low speeds. Also, the air inlet track has been lengthened to further improve low-end torque. To counter heating problems and engine-knocking, issues that are typically associated with higher compression motors, long reach spark plugs and a more efficient oil pump have made their way into the motor. Despite all these changes though, peak power and torque figures have pretty much stayed the same.

On the face of it, the petrol version doesn’t come across as enthusiastic since a power output of 91bhp (at 6000rpm) is a pretty ordinary number for a mid-size sedan. However, in-gear timings are good – the Ciaz is pretty responsive and has a nice urgency about town. The engine pulls quite well from low revs and you don’t have to work the gearbox much; and even when you do, the light clutch and slick shifting ’box (albeit not as nice as the Swift’s) takes away the effort from city driving. But find an open stretch and explore the K14 motor’s powerband, and you soon realise the power delivery is pretty flat. The mid-range isn’t particularly strong; this engine doesn’t like to be spun hard and gets pretty noisy as the tachometer closes in on its modest 6,200rpm redline. Check for Maruti car dealers in India

Flat-out performance is fairly decent, with the dash to 100kph taking 12.02 seconds. However, it’s the unenthusiastic way the Ciaz picks up speed that makes you feel that it’s not as quick as the numbers suggest.

Maruti Suzuki Ciaz Driving Dynamics

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.

Maruti Suzuki Ciaz Safety & Security

Maruti doesn’t offer airbags and ABS as standard on the base V variant of the Ciaz but the other three variants are equipped with these safety features. It is the least equipped car when compared to its immediate rivals, the Hyundai Verna and Honda City in terms of safety. The Verna gets ABS standard across all variants while its range topping variant gets 6 airbags. The City comes with both ABS and airbags as standard on all its variants. The Ciaz hasn’t been crash tested yet by the Global NCAP but considering the low weight of the car (despite being the biggest car in segment) compared to the rivals, we believe the structural strength might not be up to the mark. When it comes to after sales service, Maruti is second to none and has the biggest dealership network in the country by a mile.

Maruti Suzuki Ciaz Price

Maruti Suzuki Ciaz Ex-Showroom Price in Hyderabad ranges from 7,99,026/- (Ciaz Sigma Petrol) to 11,97,792/- (Ciaz S Diesel). Get best offers for Maruti Suzuki Ciaz from Maruti Suzuki Dealers in Hyderabad. Check for Ciaz price in Hydearbad

Maruti Suzuki Ciaz Conclussion

The Ciaz also managed to delight us with its ride quality. The stiffer chassis and the suspension set up gives the right mix of rigidity and compliant ride quality. Straight line stability is excellent. Though we cant quite comment on cornering ability after the short test drive we had, it would be safe to say that the Ciaz would match segment benchmarks.

We feel that Maruti Suzuki potentially has a better premium sedan in the Ciaz than some of the competition. Features like the rear sunscreen, SmartPlay infotainment system sand personal reading lamps for the rear occupants are big pluses for buyers in the segment. We have to wait for the launch for the price announcement, but a Rs. 8 lakh to Rs. 10.5 lakh range will possibly leave the competition palpitating.

Best Practices for Building Angular.js Apps

For web design company in Hyderabad visit Vivid Designs

Update 2016–04–17: I wrote this article almost 2 years ago for Angular 1.x. This article is still tremendously popular somehow, but I want to warn that it may not be the best for Angular 2.x or other methods of building JS front-ends. I have spent almost all my time writing CLI code since I wrote this, so I have really no context to say if this is still the best practice I considered it to be in 2014. Still, I offer a simple solution that many have said they prefer to more complicated setups.

Burke Holland had a fantastic post explaining how Angular loads an application and comparing the merits of browserify vs require.js in an Angular app.

I’ve worked with Angular on quite a few apps at this point, and have seen many different ways to structure them. I’m writing a book on architecting Angular apps right now with the MEAN stack and as such have researched heavily into this specific topic. I think I’ve set on a pretty specific structure I’m very happy with. It’s a simpler approach than what Burke Holland has proposed.

I must note that if I was on a project with his structure, I would be content. It’s good.

Before we start though, the concept of modules in the world of Angular can be a bit confusing, so let me lay out the current state of affairs.

What modules are in JavaScript JavaScript comes with no ability to load modules. A “module” means different things to different people. For this article, let’s use this definition:

Modules allow code to be compartmentalized to provide logical separation for the developers. In JavaScript, it also prevents the problem of conflicting globals. People new to JavaScript get a little confused about why we make such a big deal about modules. I want to make one thing clear: Modules are NOT for lazy-loading JavaScript components when needed. Require.js does have this functionality, but that is not the reason it is important. Modules are important due to the language not having support for it, and JavaScript desperately needing it.

A module can be different things. It could be Angular, lodash (you’re not still using underscore, are you?), shared code in your organization, some gist you found online, or separating features out inside your codebase.

JavaScript doesn’t support modules, so we’ve traditionally had a few various approaches. (Feel free to skip this next section if you understand JavaScript modules)

.noConflict() Let me illustrate the problem. Let’s say you want to include jQuery in your project. jQuery will define the global variable ‘$’. If, in your code, you have an existing variable ‘$’ those variables will conflict. For years, we got around this problem with a .noConflict() function. Basically .noConflict() allows you to change the variable name of the library you’re using.

If you had this problem, you would use it like this:

This has been a common practice in most JavaScript libraries, but it’s not a fantastic solution. It doesn’t provide very good compartmentalizing of code, it forces you to declare things before you use them, and it requires the imported code (either a library or your own code) to actually implement a .noConflict() function.

If that’s confusing, read up on it. It’s important to understand the problem before you continue onto the solutions below.

Nobody was happy with .noConflict(), so they started looking into other ways to solve the problem. We have 4 solutions worth mentioning in this context:

Require.js (Implementation of AMD) Browserify (Implementation of CommonJS) Angular dependency injection ES6 modules Each one has its pros and cons, and each works quite a bit differently. You can even use 1 or 2 in tandem (Burke used 2). I’ll cover what each does, how they work with Angular, and which one I suggest.

Sample App Let’s get a little Angular app together so we can talk about it.

Here is a simple app that lists users off Github. The code is here, but it’s the completed version we will build in this post. Read through for no spoilers!

All the JavaScript could be in this one file:

First we declare an ‘app’ object that is our module. We then define a service ‘GithubSvc’ with one function that can serve us users from Github.

After that, we define a controller that uses the service to load that array into $scope. (This is the HTML page that renders it)

Splitting into separate files The trouble is that this code is all in one file. Totally unreasonable for a real app. Maybe I’m a curmudgeon, but when I first started looking at Angular and the code samples all showed how to do this, all I wanted to see was a real world solution with proper separation.

I would like to have this code in a structure like this:

src/module.js src/github/github.svc.js src/github/github.ctrl.js Note: If this app got large, it might make sense to have a separate ‘github’ module as well.

The alternate way to do this would be to split things out by functionality rather than part of the codebase:

src/module.js src/services/github.svc.js src/controllers/github.ctrl.js I don’t have a strong preference either way. Probably very large apps would benefit from the former, and smaller ones the latter. For website design services visit Vivid Designs

Regardless, without using a module loader like browserify or require.js, we would have to add a script tag for every one of these files. That’s a no go. That could easily grow to hundreds of files.

There are performance reasons why you don’t want to have tons of script tags too. The browser does pipeline them, but it can only do so many at a time. They have overhead, and the latency would be killer to our friends outside of California.

So here is the goal:

We need a way to have many Angular files in dev, but they need to be loaded into the browser in bulk (not a script tag for each one).

This is why people look to module loaders like require.js or browserify. Angular allows you to logically separate out code, but not files. I’m going to show an easier way, but first let’s examine the available module loaders.

Require.js — Too complicated Require.js was the first major push towards coming up with a consistent way to have modules inside of JavaScript. Require.js allows you to define dependencies inside a JavaScript file that you depend on. It runs inside the browser and is capable of loading modules as needed.

It accomplishes 2 general tasks, loading of modules and handling the load order.

Unfortunately it’s really complicated to setup, requires your code to be written in a specific way, certainly has the steepest learning curve, and can’t deal with circular dependencies well — and that can happen when trying to use a module system on top of Angular.

Burke Holland covered the issues with using require.js with Angular very well, so I encourage you to read that for a clearer reason why you should not use Angular with require.js.

Working with RequireJS and AngularJS was a vacation on Shutter Island. On the surface everything looks very normal. Under that surface is Ben Kingsley and a series of horrific flashbacks. — Burke Holland The ability for require.js to load modules on demand is also something that won’t work with Angular (at least, in a reasonable situation). That seems to be something people want, but I’ve certainly never worked on a project that needed it.

I want to emphasize that last point as people get this wrong: Module systems are not so that you only load the code you need. Yes require.js does do that, but it’s not why require.js is useful. Modules are useful to logically separate code for developers to reason about it easier.

In any case, it’s a bad solution and I won’t show you how to do it. I bring it up because people often ask me how to integrate require.js with Angular.

Browserify — A much better module loader Where require.js has the browser load the modules, browserify runs on the server before it runs in the browser. You can’t take a browserify file and run it in a browser, you have to ‘bundle’ it first.

It uses a similar format (and is almost 100% compatible with) the Node.js module loading. It looks like this:

It’s a really pretty, easy to read format. You simply declare a variable and ‘require()’ your module into it. Writing code that exports a module is very easy too.

In Node, it’s great. The reason it can’t work in the browser, however, is that it’s synchronous. The browser would have to wait when hitting one of those require sections, then make an http call to load the code in. Synchronous http in a browser is an absolute no-no.

It works in Node since the files are on the local filesystem, so the time it takes to do one of those ‘requires()’ is very fast.

So with browserify, you can take code like this and run it with browserify and it will combine all the files together in a bundle that the browser can use. Once again, Burke’s article covers using browserify with Angular very well.

By the way, if everything I just said about browserify is confusing, don’t worry about it. It’s certainly more confusing than the solution I’m about to propose.

It is a great tool I would jump to use on a non-Angular project. With Angular, however, we can do something simpler.

Angular Dependency Injection — Solves most of our problems Go back and look at our sample app’s app.js. I want to point out a couple of things:

It doesn’t matter what order we create the service or the controller. Angular handles that for us with its built-in Dependency Injection. It also allows us to do things like mocking out the service in a unit test. It’s great, and my number one favorite feature inside Angular.

Having said that, with this method, we do need to declare the module first to use that ‘app’ object. It’s the only place that order of declarations matter in Angular, but it’s important.

What I want to do, is simply concatenate all the files together into one, then require just that JavaScript file in our HTML. Because the app object has to be declared first, we just need to make sure that it’s declared before anything else.

Gulp Concat To do this, I will be using Gulp. Don’t worry about learning a newfangled tool though, I’m going to use it in a very simple way and you can easily port this over to Grunt, Make, or whatever build tool you want (shockingly, even asset pipeline). You just need something that can concat files.

I’ve played around with all the popular build systems and Gulp is far and away my favorite. When it comes to building css and javascript, specifically, it’s bliss.

You might be thinking I’m just replacing one build tool (browserify) with another (gulp), and you would be correct. Gulp, however, is much more general purpose. You can compose this Gulp config with other tools like minification, CoffeeScript precompilation (if you’re into that sort of thing), sourcemaps, rev hash appending, etc. Yes it’s nothing browserify can’t do, but once you learn how to do it with Gulp you can do the same on any other asset (like css). Ultimately it’s much less to learn.

You can use it to process png’s, compile your sass, start a dev node server, or running any code you can write in node. It’s easy to learn, and will provide a consistent interface to your other developers. It provides us a platform to extend on later.

I would much rather just type ‘gulp watch’ and have that properly watch all my static assets in dev mode than have to run ‘watchify’, a separate node server, a separate sass watcher, and whatever else you need to keep your static files up to date.

First I’ll install Gulp and gulp-concat (gotta be in the project and global):

$ npm install –global gulp $ npm install –save-dev gulp gulp-concat By the way, you’ll need a package.json in your app and have Node installed. Here’s a little trick I do to start my Node apps (npm init is too whiny):

$ echo ‘{}’ > package.json Then toss in this gulpfile.js:

This is a simple task that takes in the JavaScript files in src/ and concatenates them into app.js. Because it expects this array, any file named module.js will be included first. Don’t worry too much about understanding this code, when we get to minification I’ll clear it up.

If you want to play along at home, use these files, then run ‘gulp js’ to build the assets. Donezo.

For more on Gulp, read my article on setting up a full project with it.

Icky Globals We can do better. You know how you create that ‘app’ variable? That’s a global. Probably not a problem to have one ‘app’ global, but it might be a problem when we grow to have more and more modules, they may conflict.  Web development company in New Delhi

Luckily Angular can solve this for us very easily. The function angular.module() is both a getter and a setter. If you call it with 2 arguments:

That’s a setter. You just created a module ‘app’ that has ‘ngRoute’ as a dependency. (I won’t be using ngRoute here, but I wanted to show what it looks like with a dependent module)

Calling that setter will also return the module as an object (that’s what we put into var app). Unfortunately you can only call it once. Disappointingly, getting this stuff wrong throws nasty error messages that can be frustrating to newbies. Stick to the xxx method and all will be good though.

If we call angular.module() with a single argument:

It’s a getter and also returns the module as an object, but we can call it as many times as we want. For this reason, we can rewrite our components from this:

The difference is subtle and might seem innocuous to new JavaScript developers. The advanced ones are nodding along now though. To maintain a large JavaScript codebase is to prevent the usage of globals.

To you pedants: I realize that there is still a global ‘angular’ object, but there’s almost certainly no point in avoiding that.

Here we have a pretty well functioning way to build the assets, but there are a few more steps we need to get to the point of a fine-tuned build environment. Namely, it’s a pain to have to run ‘gulp js’ every time we want to rebuild ‘app.js’.

Gulp Watch This is really easy, and I think the code speaks for itself (Lines 10-12):

This just defines a ‘gulp watch’ task we can call that will fire off the ‘js’ task every time a file matching ‘src/**/*.js’ changes. Blammo.

Minification Alright, let’s talk minification. In Gulp we create streams from files (gulp.src), then pipe them through various tools (minification, concatenation, etc), and finally output them to a gulp.dest pipe. If you know unix pipes, this is the same philosophy.

In other words, we just need to add minification as a pipe. First, install gulp-uglify to minify:

$ npm install -D gulp-uglify

But we have a problem! It has munged the function argument names Angular needs to do dependency injection! Now our app doesn’t work. If you’re not familiar with this problem, read up.

We can either use the ugly array syntax in your code, or we can introduce ng-gulp-annotate.

NPM install:

$ npm install -D gulp-ng-annotate And here’s the new gulpfile:

I hope you’re starting to see the value in Gulp here. How I can use a conventional format of Gulp plugins to quickly solve each of these build problems I am running into.

Sourcemaps Everyone loves their debugger. The issue with what we’ve built so far is that it’s now this minified hunk of JavaScript. If you want to console.log in chrome, or run a debugger, it won’t be able to show you relevant info.

Here’s a Gulp task that will do just that! (Install gulp-sourcemaps)

Why Concat is Better Concat works better here because it’s simpler. Angular is handling all of the code loading for us, we just need to assist it with the files. So long as we get that module setter before the getters, we have nothing to worry about.

It’s also great because any new files we just add into the directory. No manifest like we would need in browserify. No dependencies like we would need in require.js.

It’s also just generally one less moving part, one less thing to learn.

What we built Here is the final code. It’s an awesome starting point to build out your Angular app.

It’s got structure. It’s got a dev server. It’s got minification. It’s got source maps. It’s got style. (The Vincent Chase kind, not the CSS kind) It doesn’t have globals. It doesn’t have shitloads of <script> tags. It doesn’t have a complex build setup. I tried to make this not about Gulp, but as you can tell: I freaking love the thing. As I mentioned earlier, you could achieve a similar setup with anything that can concat.

If there is interest, I could easily extend this to add testing/css/templates/etc. I already have the code. EDIT: https://github.com/dickeyxxx/angular-boilerplate

Third-party code For third-party code: if it’s something available on a CDN (Google CDN, cdnjs, jsdelivr, etc), use that. If the user has already loaded it from another site, the browser will reuse it. They also have very long cache times.

If it’s something not available on a CDN, I would still probably use a new script tag but load it off the same server as the app code. Bower is good for keeping these sorts of things in check.

If you have a lot of third-party code, you should look into minifying and concatenating them like above, but I would keep it separate from your app code so you don’t have just one huge file.

ES6 Modules — The real solution The next version of JavaScript will solve this problem with built-in modules. They worked hard to ensure that it works well for both fans of CommonJS (browserify) and AMD (require.js). This version is a ways out, and you probably won’t be able to depend on the functionality without a shim of some kind for at least a year, probably a few. When it does come out, however, this post will be a relic explaining things you won’t need to worry about (or at least it’ll be horrifically incorrect).

Angular 2.0 It’s worth mentioning that Angular 2.0 will use ES6 modules, and at that point we’ll be in bliss. It’s nowhere close to release though, so for now, if you want to use Angular, you need a different option. Angular 2.0 will be a dream. It’s going to look a lot more like a series of useful packages than a framework, allowing you to pick and choose functionality, or bake them into an existing framework (like Ember or Backbone).

Angular 2.0 will use a separate library di.js that will handle all of this. It’s way simpler, and it’s only a light layer on top of ES6 modules. We should be able to easily use it in all apps, not just Angular apps. The unfortunate thing for you is that you will need to deal with the crufty state of affairs with JavaScript modules until then.

Man. I love all these great ways JavaScript is improving, but god damn is it a lot to keep learning.

If you’d like to learn more about Angular, check out my book on creating apps with the MEAN stack.

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A Beginner’s Portfolio

Clark Nelson

One of the first things everyone does when they are trying to enter the industry is to create a portfolio or personal site. This is an obvious choice because you don’t have any assigned work and are allowed unlimited creative freedom to create whatever you like. Actually, portfolios are quite challenging as a designer’s first website but i’m here to help you. If you are looking for website design for your company check Vivid Designs 

As someone new to the industry, an aspiring designer probably has little to fill their portfolio with. Content is the backbone of any site, and you want to avoid releasing a website with nothing worth saying. Adapting a policy of minimalism is always a wise idea when working with very little, but this style is sometimes challenging for new designers to understand and master.

A website should be created with a specific purpose in mind, and must be designed to accomplish that goal. When building your first website it’s easy to let it get out of control by adding features and sections that don’t make sense. It is tempting to create something that expresses your taste in things such as music, games, or other recreational activities. Your personality should show through the design of the site, employeers don’t need to know every detail. Web development company in Hyderabad

A portfolio must work to convey the personality of the designer that created it. Your biggest tools in this department are color and typography, use them wisely to give off the impression you want to make. If you lack enough work to define your personality, consider adding some flair but going overboard can subtract from your professionalism. You are trying to create a foundation with which you will add to in the future, as you start to gain work experience.

Your first portfolio is a learning experience. No one expects it to be perfect. This is a great opportunity to experiment with current trends and new technologies. There are plenty of places to find out what the best designers have been putting into their sites. https://dribbble.com/search?q=portfolio

Don’t be afraid to get your hands dirty and then start over again. Learn about prototyping and use it to experiment and find a layout that works for you.

Follow conventions. Many new designers and developers try interface ideas that they’ve had in the past and find out that they don’t work to well in practice. Let someone use your website and see if they can figure out where to click and scroll, you will be supprised.

I wish you the best of luck designing your new website! If you need any help or have a question let me know 🙂 https://clarknelson.com

Mahindra KUV100 NXT Facelift Review & First Drive

Mahindra KUV100 NXT Overview

When Mahindra & Mahindra MD Dr Pawan Goenka was introducing the 2017 Mahindra KUV100 NXT compact SUV at its launch, he was quick to address the big question: Why such an early refresh for a new model launched only last year. At the time, he noted that shorter timelines are the new norm with manufacturers in India launching new vehicles in quick succession and shortening shelf lives of existing products. There is a push to capture the constantly growing sub-4m compact SUV market. At the same time, the KUV100 NXT facelift is Mahindra’s attempt to capture a market that had hitherto been buying only small cars – the first-time car buyer.You see, as diverse as its portfolio of utility and sport utility vehicles as well as the odd sedan may have been, Mahindra has never before had a vehicle for this particular customer. And the manufacturer seems to have done things right, as the original Mahindra KUV100 has attracted around 60,000 customers over the past 21 months. Of these, close to 50 per cent have been first-time car buyers, and 15 per cent women customers, Goenka had said.With a diverse, new customer base, Mahindra now looks to keep the ball rolling with the 2017 Mahindra KUV100 NXT facelift that gets 40 new features. It is also of essence for Mahindra to popularise its smallest SUV platform, which is slated to become the first Mahindra SUV to be electrfied in a year’s time. For information on contact details of Mahindra car dealers in Pune

Check for Mahindra KUV100 NXt On Road Price in Kolkata at CarzPrice

Mahindra KUV100 NXT Exteriors

While most of the design is unchanged, the Mahindra KUV100 NXT has some immediately noticeable changes. The clamshell bonnet isn’t any different from its predecessor, but the headlights, while retaining their basic shape, now feature twin pods, with restyled indicators and DRLs. The front bumper design has been updated to feature a more distinctive air dam, with the reshaped fog-lights getting body colour surrounds. Even the slender nose grille gets more distinct chrome inserts and at the bottom of the bumper, there’s a well defined silver skid plate. Also Read – KUV100 NXT Vs Grand i10 Vs Ignis: Spec ComparisonA large silver skid plate can also be found around the back, with a redesigned rear bumper that carries over the styling sensibilities of the front bumper. Extending from the roof is a new, integrated spoiler with what the company calls ‘Aero Corners’ – basically Mahindra-speak for the extended spoiler integrating smoothly down the tailgate. The tailgate too has seen a bit of a redesign, with a new crease running across the back that adds a bit more bulk. Just like with the headlights, the overall shape of the tail lights has been carried over as has their twin-pod layout. However, they get a clear-lens cover that adds a sharp touch of modernity.

Viewed bang-on from the side, the squarish, black plastic-clad wheel arches house new 15-inch dual-tone diamond-cut alloys. If you ask me, even though they’re a far sight better than the smaller 14-inch wheels that debuted on the original KUV100, these 15-inchers still look a bit disproportionate in the car’s profile, especially considering the extra musculature added by the new character line running across the bottom part of the doors. An extra bit of pizzaz that’s noticeable from the side, as well as the front actually, are turn indicators integrated into the new, electrically-operated, power-folding ORVMs.Generally speaking, while the styling formula hasn’t changed in the grander scheme of things, the KUV100 does look more attractive than before. And in the two-tone paint scheme of our test car, with its black roof, as well as A, B and C pillars, it even felt a bit evocative of the Range Rover Evoque from certain angles. Also Read – Mahindra To Launch KUV100 NXT Electric In 2019

Mahindra KUV100 NXT Interiors

Mahindra has touched on many aspects that have made the KUV100 NXT look more stylish. To begin with, the interiors are now all black. The look and feel of these plastics have seen a big improvement. The materials certain now look a lot better than before. There is a texture that does look better. Moving on to the steering wheel, it is the same but now it is black. Small and easy to grip. The instrument cluster is the same too. Made up of twin dials and it has only two tripmeters on it. There isn’t anything different on it. Mahindra KUV100 NXT rear seatThe centre console is where the major change has been made. This now has a 7-inch touchscreen system. It is smooth and responsive. This thing gets driver information system like mileage, distance to empty and reverse parking sensors. New AC controls have been added too. This makes it look better and more aesthetic. The seat fabric has seen an upgrade too. the quality feels much better.

Moving on to the space, there is more than sufficient space for two in the front and three at the back. There is ample of knee room and head room for the rear passengers. The front seats can be used for 3 people, but the third passenger will find it tight. But the middle seat can be converted into an arm rest and what a lovely arm rest it is to have. In terms of storage, 1-litre bottles can fit easily in the front and rear rows, there is an under-tray storage in the co-driver’s seat. The rear seating central tunnel is flat. This even has storage underneath it. The boot isn’t very large, and even the access to it is poor.

Mahindra KUV100 NXT Performance

The engines offered on the Mahindra KUV100 NXT are the same as before. You get a 1.2-litre petrol engine producing 82 HP of power and 112 Nm of torque mated to a 5-speed manual transmission. The diesel engine is also a 1.2-litre unit maxing out at 77 HP of power and 190 Nm of torque. The oil burner too gets a manual gearbox but Mahindra will start offering an AMT next year onwards. The car that we got for testing was the diesel variant. The engine is smooth and NVH levels have also definitely improved and the cabin feels pretty silent. The engine noise can be heard in the cabin only at high RPMs.The diesel motor also offers pretty good driveability and makes the KUV fairly easy to drive around. Power is adequate for normal city and highway runs and a regular driver won’t really complain. The KUV also gets a Power mode but it doesn’t make a very big difference to the way it drives. Fuel efficiency from the diesel engine is good and in the city you can expect 16-17 km/l while on the highways expect that figure to touch 19 km/l too. The clutch is very light and the 5-speed manual gearbox is matched nicely to the engine and it is also pretty slick.

Mahindra KUV100 NXT Driving

Now, the suspension of the Mahindra KUV100 NXT is well-suited to our roads and the ride quality at low speeds is comfortable enough but as the speeds increase, there is a lot of vertical movement for passengers and it gets pretty annoying. The steering feels heavy and doesn’t really inspire confidence at high speeds. Even on the handling front, the KUV100 hates being driven aggressively and is more suited to cruising. The brakes felt very spongy and the feeling is very scary when you stomp the brake pedal at high speeds because there is just no confidence. Mahindra has also improved the approach and departure angles of the car, meaning you can tackle bad roads easily. However, don’t expect the KUV100 to tackle hard-core off-roads.

Mahindra KUV100 NXT Safety

Braking system is formed by the ventilated disc brakes in the front and drum brakes in the rear. Other vital braking features inset to support the brakes affixed in front and back comprise of anti-lock-braking system along with electronic brake force distribution, which is standard across all variants. Standard safety features on board are automatic door lock, central door locking, and door open indicator. Other safety features available on the SUV are child safety locks on rear doors, anti-slip clips for driver side door mats, ISOFIX child seat mount on rear seat, engine immobiliser, anti-theft security alarm, and dual airbags are available is available on all the plus variants along with the range topping variant.

Mahindra KUV100 NXT Price

Mahindra Kuv100 Nxt Ex-Showroom Price in Chennai ranges from 4,41,654/- (KUV100 NXT K2 Petrol) to 7,42,886/- (KUV100 NXT K8 Dual Tone Diesel). Get best offers for Mahindra Kuv100 Nxt from Mahindra Dealers in Chennai. Check for KUV100 NXT price in Chennai

Mahindra KUV100 NXT Bottomline

The Mahindra KUV100 NXT feels like a very confused product in the segment it is positioned in. While it is definitely practical and easy to drive, which our folks will appreciate, the styling is quirky even now and the driving dynamics of the car are nothing to write about. Mahindra is positioning this as a compact SUV but we all know that it sure isn’t one. Competing with some of the top-selling cars in India, the KUV100 NXT faces some tough rivalry and the only reasons why you should consider one are the 6-seater configuration (albeit not too comfortable) and the easy-to-drive nature.

Ford Figo Aspire Test Drive & Performance

Ford Figo Aspire Overview

Compact sedans are the latest piece of the market which everyone is after. The volumes speak for themselves and the pundits expect it to grow at a rapid rate over the next few years. The big guns are already in the fray and no one is letting up. Ford, of course, is the latest one to turn their attention to this sub-four-meter section and they bring fresh promises with them with the Figo Aspire. And although it carries the Figo badge, this showcases what the next generation Figo will rather than then existing one.

View Offers & Price on Ford Figo Aspire in Ahmedabad at CarzPrice

Ford Figo Aspire Design & Style

The compact sedan segment generally has cars which look like more of a compromise. Good looks takes a back seat here. Thats not the cars with the Ford Figo Aspire, though. This one is a very good looking car. The Ford Figo Aspire is based on Ford’s Kinetic Design 2.0. The bonnet or boot are neither too long nor short. The front design is similar to other new Fords like the Fiesta and Mondeo. There is a prominent swag line that runs across the car. The glass area is small so the car looks larger. This also makes it look well balanced and not too tall. The boot design too is good with a chrome strip that is well proportionate. Its not too flashy not too thin. The car looks premium ever from the rear.

Ford Figo Aspire Cabin & Space

After exploring the upmarket exteriors, the interiors continue to impress us considering how the previous generation Figo was. The Aspire has a touch of premium-ness to its cabin thanks to the extensive use of beige and the new dashboard, which is derived from its elder siblings. You must be very familiar with the centre console and steering wheel from the EcoSport and Fiesta. The three-spoke steering as always feels great to hold with those chunky contours and the piano black inserts look good. There are controls for the audio system and Bluetooth telephony. The stalks have been finally swapped for Indian driving style! The indicator, trip meter and dipper controls are on the right while the wiper controls are on the left-hand-side. The three-pod instrument cluster looks small in size and is a bit basic with a tiny MID display but it is quite easy to read. The headlight and fog lamp controls continue to have the European position, which is convenient and also gets the boot release button there. The rearview mirror controls are placed on the A-pillar like the old Figo and Classic that offer electric adjustment and power folding function with a tap downwards.

The Figo Aspire gets automatic climate control on the Titanium and Titanium + variants that chills the cabin quite effectively but at higher fan speeds there is a lot of noise coming out from the vents. The SYNC system with AppLink comes on the Titanium + variant that has a 4.2-inch screen. It offers CD, AUX, USB and Bluetooth connectivity with voice-activated handsfree system. It streams music, which sounds good through its 4-speaker audio system but at high volumes the bass tends to get distorted. There is an emergency assist system that activates when the car experiences a collision and automatically calls the emergency responders providing location and vehicle information. The AppLink system currently works with four apps including Glympse, which lets you share your location with contacts, ESPN Cricinfo that keeps you remain updated with scores, MapMyIndia to explore new attractions and Burrp to discover new food destinations.

Another interesting new feature which is unheard of in this segment is the MyKey technology available with the SYNC system. This system lets the owners program the key that limits the top speed of the car, music volume, prevents switching TCS off and also ensures the usage of seatbelt by turning off the audio system unless the driver wears the seatbelt. So if you don’t want your car to be mishandled by some other driver then you can programme the key, which offers great peace of mind. The Trend and Titanium variants don’t offer SYNC system and instead come with an innovative MyFord Dock feature. There is a small compartment on the top of the dashboard, where you can mount your phone and charge it with the USB port placed in the same compartment and also the AUX port for music connectivity. This way you can easily access your phone’s navigation system too without fumbling with the device.

The quality inside the cabin is good and never does it feel cheap or built to a cost. The doors are heavy and the car has solid build quality. The controls have a tactile feel, the air vents (none at the rear but the AC is a chiller), audio controls, climate control knobs, window switches, etc. feel built to last. There are more than 20 smart storage spaces inside the cabin to make the cabin look neat and tidy. The front door pockets can hold two bottles including a 1.5-litre and a 1.0-litre bottle with still some extra space left for more things. Then there is the sizeable glovebox with a neat pen holder. Just below the audio system there is a convenient place to park your phone that has rubberised material to keep it in place. Between the front seats there is a compartment that gets three cup holders, coin storage and a bin for the rear passengers. The one we liked the most is a secret side compartment, which is only accessible when the driver’s door is open. There are no door pockets for the rear but there are seatback pockets for newspapers and magazines and a parcel shelf at the back with carved out space to keep tissue boxes and similar stuff. There are no grab handles on the Titanium + trim because of six airbags but other variants get it. There are cabin lights for front passengers but missing for the rear.

Ford Figo Aspire Engine & Performance

The 1.2-litre Petrol engine for the Figo Aspire is based on the same motor that powers the petrol variant of the Figo hatchback that we all know of . However, for the Aspire, this four-cylinder, naturally-aspirated unit has got some major revisions in favour of enhanced fuel economy and performance. This Twin Independent Variable Camshaft Timing (Ti-VCT) equipped engine is sufficiently refined and revs rather freely. However, low-end performance is not its forte and frequent gearshifts are a must in situations like stop-go traffic. It is on the highways where this motor really impresses. The engine makes for quite a sprightly performer and there’s so much juice on offer towards the top-end of the rev-range that one would be hard pressed to not keep this engine on the boil. Top speed, at above 170 km/h, is nothing short of impressive for a sub-4m compact sedan and even the in-gear acceleration is pretty good. The gearshifts, too, are precise and the shift-action is smooth.

However, among the two engine variants that we drove, it is the 1.5-litre Diesel version that was more enjoyable. This is the same 1.5-litre turbo’ed oil-burner that does duty on the Fiesta and the EcoSport, but has been re-tuned for the Aspire to churn out a maximum power of 100 PS. This might have been done to match the Amaze’s segment-leading power of 100 PS, but what sets the Aspire apart is the way the motor goes on about its business. The turbo lag is minimal and come 1400 rpm, and the Aspire Diesel charges forward with almost a ferocious velocity. The torque is well spread throughout the rev-range and pushing this car to its limit is just too much fun. We recorded a speedo-indicated 185 km/h, which, when compared to the Amaze-D’s top whack of 145 km/h, feels rather stratospheric! The diesel variant is equally athletic even lower down the revs and doesn’t break sweat even when chugging along at 40 km/h in fourth gear, with the tacho needle hovering at a leisurely 1100 rpm. Akin to the petrol variant, gearshifts are precise and the clutch action is light. The NVH levels could have been a bit lower, but frankly, we are almost nitpicking here.

Ford Figo Aspire Ride & Handling

When it comes to ride and handling, comfort is clearly a focus area with the Aspire. The suspension is quite plush and absorbent and bumps are ridden over so well that you stop paying attention to every pimple on the road and makes driving a bit more relaxed. On really bad sections of road, the ride does get a bit jiggly and bouncy, which is when you detect a hint of stiffness, but that’s only to be expected. What makes ride quality even nicer is that the suspension works quite silently for the most part. For information on contact details of Ford car dealers in Kolkata

Yes, it does mildly enjoy being driven hard and responds better the more you load up the suspension. But, that effortless grip, unimpeachable confidence and precise steering you get on Fords like the Fiesta is missing here. There’s a strange looseness in the steering around the straight ahead position it doesn’t have the same agility as other Fords and body roll is ever-present. The petrol version is the better of the two Aspires in the corners with a touch more on-centre steering feel and correspondingly a greater feeling of connection with the car. The brakes on both petrol and diesel Aspires, however, inspire tremendous confidence; stopping power was impressive as well and that lends a lot to the overall driving experience

Ford Figo Aspire Safety & Security

The Ford Figo Aspire as expected comes loaded with all the possible gadgets that one might expect from a car in this category and then some. You obviously get Bluetooth telephony, an integrated audio infotainment system with phone controls and steering mounted audio controls. You also get a height adjustable steering wheel and driver’s seat along with electronically adjustable outside rear view mirrors with an electric folding option.

Ford has also taken an interesting approach to a smartphone mounting dock and integrated it well into the central dashboard architecture. You also get what Ford calls a MyKey which is essentially is like a central control over system settings like the speed limiter, seatbelt reminder and the infotainment volume limiter. The Ford Figo Aspire also comes with an automatic climate control and Ford’s SYNC applink that integrates your smart phone or tablet with the infotainment system.

What really does impress us the most though are the safety features that the Ford Figo Aspire comes with. All versions of the Aspire come standard with ABS and two airbags. The top of the line Aspire on the other hand comes with a staggering six airbags which is a first for a car in this segment. The Figo also comes with additional features like hill start control, which too is a first in its class.

Ford Figo Aspire Price in Chennai

Ford Figo Aspire Ex-Showroom Price in Chennai ranges from 5,47,286/- (Figo Aspire 1.2P Ambiente MT) to 8,10,611/- (Figo Aspire 1.5D Titanium Plus MT). Get best offers for Ford Figo Aspire from Ford Dealers in Chennai

Ford Figo Aspire Bottomline

Ford may have been late to the compact sedan segment but it’s used its time well. Sure, the Aspire may not be as special to drive as other Fords (including the Classic it is to replace) but it does offer everything to help it appeal to a wide buyer base. Ford has clearly spent a lot of money to give buyers what they want, be it in terms of newer concerns as connectivity and safety or in traditional requirements of space, comfort and efficiency.Assuming the Figo Aspire is priced in close proximity to the current market leader, the Swift Dzire, as we’ve been led to believe, Ford’s all-new compact sedan could just become the new benchmark in the segment.