Honda WR-V Features & Transmission


Honda unveiled the WR-V Crossover last year in Brazil. The compact SUV made its world premiere at the Sao Paulo International Motor Show 2016 which commenced from the second week of November.We all know the demand for Crossovers and SUV’s in the Indian market and the compact SUV segment is flooded with many brand new products. So it was quite obvious that Honda would have introduced this new Crossover too in the Indian market as well after its launch in the markets of Brazil and some other countries in South America.The car was also caught a couple of times testing on the road with full camouflage. For all your information this newest Crossover WR-V is based on the Jazz hatchback platform and is the same car under the hood. It will make it to the Indian market as well to take on some other sub-compact Crossovers. Check On Road Price of Honda WR-V in Carzprice


Unlike some other Cross hatchbacks of its segment, the Honda WR-V gets some significant updates which has helped it get an entirely new identity. Towards the front, the WR-V features a raised bonnet while the thick chrome grille somehow reminds us of the new City. Besides the revised hood and grille the headlamp cluster too has been redesigned as well and also gets integrated LED daytime running lamps. To make the Crossover slightly beefier the WR-V also features a sculpted bumper which also houses round shaped fog lamps. There are also silver finished scuff plates. Just like the front profiles the side profile too features larger 16-inch wheels wrapped with 195/60 profile tyres.

Just like the front and side profile the rear profile too has been heavily modified as well as it gets different appearing L-shaped taillamps. The rear bumper too has been amended as well along with new bumpers and slightly modified tailgate.


Open the doors and a familiar interior awaits you. The dashboard is shared with the Jazz save for a few changes. The instrument cluster remains the same and so does the steering wheel. The centre console now gets an all-new 7-inch touchscreen that is shared with the City. It is an Android-based unit and supports WiFi, Bluetooth, USB and Aux-IN. It also gets GPS and a reverse camera. Sound quality from the new audio system is excellent and way better than the Jazz. Some other features include electric ORVMs, keyless entry, sunroof and automatic climate control. Cruise control and push button start are limited to the diesel trim only, surprisingly. The AC is a chiller and cools the cabin in a jiffy. Just like other Honda cars, the WR-V too misses out on rear parking sensors.

The seats are shared with the Jazz and they are very comfortable. The cushioning is soft and the seats feel nicely supportive even for well-built people. You also get a centre armrest at the front which is a useful addition. At the rear, you get abundant head room, knee room and shoulder space. What is disappointing is the fact that the WR-V neither gets Magic Seats nor does it get 60:40 split rear seats. The boot is decently sized at 363-litres. Another negative point about the interiors is the build quality on certain panels which feels very plasticky. Even the door pads have a slightly flimsy feel to them. Talking about the upholstery, Honda is offering two colour options – Black and Grey or Black and Blue.


. Moving on to the other end of the car, Honda has retained its familiar petrol and diesel engines, with 5-speed and 6-speed manual gearbox options. Starting off with what’s bound to be more popular of the two, the diesel-powered model gets a 1498cc, 4-cylinder turbo unit which makes 100bhp and 200Nm of torque. For the WR-V, Honda says they have worked on reducing the overall NVH levels. So has it worked? Not entirely. Although there’s less engine noise inside the cabin compared to the Jazz, the WR-V is not as refined as any of its rivals and the diesel clatter is evident nearly all the time. Honda, though, fights back with a fairly linear power delivery despite the strong mid-range punch. Better still, the 6-speed manual gearbox is a joy to use – it allows for super slick shifts and is complemented by a perfectly weighted clutch pedal.

After the 1.5-litre diesel, the 1.2-litre petrol feels pleasantly refined though we would like to add that this motor is pretty refined in isolation, too. Making 89bhp of power and 110Nm of torque, the petrol-powered WR-V is decently quick around town. Overall response can be best described as ‘relaxed’ and while there’s no flat spots throughout the rev range whatsoever, the WR-V does what it’s told to do, just rather casually. Again, the 5-speed gearbox (with lower final drive compared to the Jazz) is a sweet thing – because the engine isn’t as punchy as some of its rivals, this revised unit makes good use of the power on offer with smooth shifts.

Hatchback-based crossovers generally make use of the same suspension set-up as the vehicles they are based on. The WR-V though is a little different. For starters, it’s got a longer wheelbase and bigger tyres compared to the Jazz. As one would expect, the ground clearance is higher, too. All things considered, the WR-V does ride noticeably better than the Jazz – the ride quality is cushier over sharp-edged potholes and less clunky too. Although the coastal roads of Goa are among the nicest in the country, we did manage to hit a few rough sections where we found the ride quality to be consistent and comfortable, albeit slightly bumpy


The WR-V rides on a slightly higher suspension compared to the Jazz, but this has not had any adverse effect on its handling which inspires confidence at high speeds. Body roll too is fairly contained. With its larger 16-inch wheels that ride on 195/60 profile tyres, the WR-V absorbs bumps pretty decently – certainly better than the Jazz and will handle any pothole-riddled urban street rather well.The electric power steering is from the Jazz and has been re-calibrated for the WR-V. It offers more assistance at lower speeds and can be twirled with ease. The steering is precise and offers good feedback, which makes it enjoyable at higher speeds.


Ventilated discs at the front with drums at the rear ensure confidence-inspiring braking. As for safety, the new Honda WR-V offers dual airbags and ABS with EBD as standard, and a rear camera with guidelines is limited to the top trim only. The company has also introduced additional features, like ECU immobilizer system, windshield defogger (rear), driver seat belt reminder, fuel reminder control system (diesel only), key-off reminder, day/night rear view mirror, intelligent pedals (brake override system), etc.


… if you are looking at getting yourself a Jazz, the WR-V deserves a closer look. It is definitely better suited to tackle our roads, and as such is more versatile than the Jazz. Just don’t expect the WR-V to tackle any serious mud plugging. However, the WR-V does offer more in terms of appeal and equipment. We expect the WR-V to be priced Rs 70,000 – Rs 1,00,000 over the Jazz, and that would well justify the extra kit and attitude that the WR-V has to offer. However, when compared to the more square and upright compact-SUVs in the market today, the WR-V’s appeal seems to dim. And, when you factor in the expected price, Honda’s WR-V ends up feeling like a bit of a hard sell.



Merecedes Benz GLA Class Hatchback Overview


SUV craze is at its peak and the fixation to this body type is seen across all segments. While most manufacturers already have a SUV in their portfolio, others are scurrying to develop one at the earliest. Blame it on our roads or the fact that sitting higher up gives you the kick, whatever the case, this body type is seeing far more success than anyone had imagined. Coming to the luxury segment, SUV sales have seen a sharp rise during the recent past. The Mercedes-Benz’ SUV lineup comprising of the GL and ML contributes to nearly 25% of the company’s total sales in India. With this backdrop Mercedes-Benz is all set to launch the all new GLA-Class, which will not only be the starting point in the Stuttgart based manufacturer’s SUV ranks but will also give much needed competition to Audi’s Q3 and BMW’s X1. Check for review,specifications & price of Benz Cars

It was Mercedes-Benz who introduced the concept of ‘Compact Luxury’ to India with the A-Class at a time when many pundits believed India was not ready for this segment. The success of the A-Class encouraged others to follow suit and BMW came up with the 1-Series while folks from Ingolstadt recently launched the A3. The GLA is based on the same platform as the A-Class (MFA Platform) and is a front-wheel drive vehicle. We drive the GLA around the picturesque roads of Himachal and find out if it cuts the mustard.


The first thing that catches the eye is the new headlamp design, which features a new LED strip that extends from the upper outer corner toward the lower inner extremity. Called LED High Performance, the new headlamps are optional on the GLA250, replacing the previously available bi-xenon headlamps. Mercedes says that these headlamps are characterized by a color temperature similar to daylight and “relieve the strain on the eyes when driving at night.” Their energy consumption is also lower, at around 60 percent less than xenon and 70 percent less than halogen. Get Ex Showroom Price of Benz GLA Class in Carzprice

The grille is also new, sporting horizontal slats finished in black. This grille is offered on the more expensive trims as standard and optional on the base model, but it’s pretty cool and gives the small crossover a more rugged, SUV-like stance.”The GLA gained styling cues from the A-Class and elements from larger Mercedes crossovers.” More significant changes can be seen in the bumper, starting with the new foglamps that replaced the previous side grilles. The main intake is also larger, while the lower bumper also seems to have borrowed the more utilitarian cues of the larger Mercedes-Benz crossovers.

Moving onto the sides, we can see new wheel designs, while the rear fascia received slightly revised taillights and bumper. A new color, Canyon Beige, was added to the palette. The optional Night Package adds 19-inch AMG wheels and black window trim, exterior mirrors, roof rails, and exhaust tips, as well as sportier exterior accents.

All told, the revised GLA gained styling cues from the car it is based on, the A-Class hatchback, as well as elements from larger crossovers for a more SUV-like appearance.


Just like the exterior, the changes to the inside are minimal. There are now two new trim options – sail-patterned trim on the Sports edition and black matrix trim on the Style edition. The instrument panel is new with an 11.6 cm colour multifunction display and has a concentric circle meter design with neat red needles. The new GLA also has an ambient lighting system with 12 selectable colours. The rest remain from the earlier car and the GLA is fairly well equipped with bits like a large panoramic sunroof, attention assist, powered tailgate, powered front seats with memory and an 8-inch infotainment screen with Android Auto and Apple CarPlay. Curiously, however, it makes do with a manual AC system only. Another odd bit is a reverse camera system but with no audio warnings.

Seating is comfortable and what’s nice is the small extendable underthigh support on both front seats. Space, on the whole, isn’t very large by the standards of its competitors, headroom and rear legroom is just sufficient for my five-foot-eight frame and what adds to the hemmed-in feeling is the narrow all-round glass house. In fact, you will notice the slightly restricted view out at the front thanks to the short height of the windshield. Beige interiors and a large sunroof on our car did alleviate this to an exte


The 2017 Mercedes-Benz GLA will continue to offer the same powertrains. However there will be slight performance updates to them. The petrol version will have a 2.0-litre turbocharged unit. This will make a healthy 185bhp of power and 300Nm of torque. The diesel will come with a 2.1-litre unit that will have 140bhp of power and 310Nm of torque.

The 2017 GLA 45 AMG will be powered by a 2.0-litre turbocharged petrol engine. This will produce 340bhp of power and 480Nm of torque. This high-powered version will continue to be a thrill to drive and also will be offered with an AMG spec body kit and larger alloy wheels.The transmission option will be the 7G, seven-speed dual clutch transmission.

RIDE AND HANDLING ; . The Mercedes-Benz GLA-Class gets electro-mechanical power steering offering the best of both a conventional mechanical or hydraulic steering setup and the new age electronic power steering systems. As of now, the GLA will only be offered with a front wheel drive option with a 4Matic (all-wheel-drive) version coming soon. With a turning radius of 11.8 metres, the GLA turns nicely in tight spaces too.The Mercedes-Benz GLA-Class is aimed straight at a younger audience like all other MFA platform cars. This means that the suspension is slightly on the stiffer side, which in turn does tend to compromise on ride comfort. Over undulated roads, the stiff suspension combined with the bigger wheels did feel a tad bit uncomfortable and bouncy. That said, the joys of a stiffer suspension come to play on smoother surface. But more on that laterAs we mentioned earlier, the GLA-Class does seem a little stiffer than its rivals. Although that does have a negative effect on ride comfort, it has a hugely positive effect on handling finesse. If there was ever a car to highlight the ‘sport’ part of a sports utility vehicle, the Mercedes-Benz GLA-Class is it. Although the larger 18-inch wheels combined with the 235/50 R18 tyres does lend to some of the handling prowess of the GLA, its real ability is more than skin deep


This SUV is built with high strength aluminum material, which is quite rigid and capable of dealing with collisions. It comprises of side impact protection beams and crumple zones at critical areas for added safety. As for the features front. both the trims in this series are equipped with identical safety functions. Some of those include seven airbags, three point ELR seat belts, head restraints, driver’s seat belt warning, door open indicator, rear parking sensors, seat occupancy recognition system for front passenger, collapsible steering wheel and anti-glare inside rear view mirrors. Besides these, they also have an advanced engine immobilizer system with rolling code, remote central locking system including unlocking of doors, anti-theft alarm, and protective under-body guard. The manufacturer has also incorporated it with sophisticated programs like electronic stability control, dynamic curve assist, hill hold assist, anti lock braking system, anti slip regulation, and brake assist function.


The 2017 Mercedes-Benz GLA is a worthy buy if you’re looking for a reliable, entry-level luxury subcompact SUV. While its interior is relatively upscale and attractive, don’t expect it to be as luxurious as more-expensive Mercedes-Benz models. It’s an entry-level SUV, after all, and like many in the class, the cabin materials reflect its base price ($32,850). Still, you can find a few competitors, like the less-expensive Audi Q3 ($31,800), that don’t compromise on interior material quality.

As for space, the GLA is one of the smallest vehicles in the class. It has cramped back seats and a low cargo capacity. The Q3’s cabin is fairly cramped too, but rivals like the BMW X1($33,100) have plenty of space in both rows. If you’re concerned about the GLA’s lack of space, a larger compact SUV like the BMW X3 ($39,250) may be a better choice, if it fits your budget.



Skoda Rapid Features & Driving Dynamics


Usually German cars’ mid-life facelifts are very mild and hard to notice but this time around Skoda has updated the Rapid with a comprehensive facelift. This is the second update since its launch in India but the previous one had very minute changes. The C-Segment sedan has got a new front profile, longer list of features and a more powerful diesel engine that we’ve recently seen in the Volkswagen Ameo. We went all the way to Mussoorie to see what’s new on offer. Check Ex Showroom Price of Rapid in Carzprice


The Skoda Rapid Black Edition looks exactly the same as the old car. The only difference is that the headlamps are blacked and also the alloy wheels are now black colored ones. The Rapid now gets projector lamps as well. This gives it a very sporty look. The Skoda Rapid is now aimed at the younger buyer. The front portion as well as the rear end remain the same and there is no change on either sides. Get deals on Rapid


The dashboard is identical to the earlier Rapid’s, which in turn is shared with the VW Vento. The dash design is restrained, but everything is where you expect it to be. Taking centre stage is a new large and reasonably crisp 6.5-inch touchscreen that comes with USB, AUX and Bluetooth support as well as MirrorLink connectivity. Other new equipment include rain-sensing wipers and electronically-folding exterior mirrors, which help bridge the gap between the Rapid and better-equipped rivals. Skoda’s trademark ‘clever features’ are manifest in the form of a cardholder clip in the centre console to hold all your toll passes and the likes.

The Rapid is reasonably comfortable to sit in. The front seats are generally comfortable, with side-bolstering to hold you in place, and a large-enough seat cushion to support your thighs. Their lumbar section, however, feels a bit hollow and might irk you on longer drives. The rear seats are firm and supportive, offering adequate thigh support and legroom and good amounts of knee room; you won’t get the same sense of space as rivals like the Honda City and Maruti Ciaz, though. Frontal visibility for rear passengers is also not the best on account of the large front seats. However, the provision of a front, as well as rear armrest, is appreciated.Other notable equipment include a tilt-and-telescopic steering adjust, automatically-dimming rear-view mirror, cruise control, cooled glovebox, climate control, rear AC vent, one-touch power windows and remote-controlled opening and closing of windows. Certain features are prominently missing, though, such as a rear camera and an engine start/stop button.


The new Skoda Rapid is available with both petrol and diesel engines. The 1.5-litre, turbocharged diesel engine in the Rapid now produces 5PS more power and the final output is 110PS.

Max power is also available 400revs lower in the range, although the overall impact on outright performance isn’t noticeable but the spread of power and torque throughout the range is likeable.The diesel unit is a strong performer; it has 250Nm of torque from 1500rpm and revs eagerly, too. The lively engine combined with the 7-speed DSG transmission proved to be a potent package, as the quick gearbox selected the right ratios to tackle whatever inclines that came our way.

Besides the power surge, Rapid’s spec-sheet also registers a slight increase of 0.06kmpl in the claimed fuel-efficiency, which now stands at 21.72kmpl for the diesel automatic version

The 1.6-litre MPI petrol engine makes 105PS of maximum power between 5200-5250rpm and delivers 153Nm of maximum torque between 3750-3800rpm. Although power figures for both the engines are closely spaced, the petrol engine doesn’t like to be hurried and gets quite audible when pushing hard.

Since it’s not a rev-happy engine, it takes time to get into the max power range and appears slower to 100kmph compared to its diesel counterpart. On-papers, however, the manual petrol Rapid is quicker than the manual diesel in the 0-100kmph run, albeit by just 0.1s.

On a positive note, the 1.6-litre, MPI engine has decent pull at the bottom end of the rev-range although maximum torque is available at 3750rpm.It is, therefore,a good ambler for leisurely runs as it doesn’t require frequent gear changes to maintain consistency.


Skoda has definitely figured out the best balance when it comes to setting up the suspension for Indian conditions. Barring the Laura vRS, all Skoda models possess a fine balance between ride and handling and the Rapid is no different. Ride quality is a bit on the firm side but never gets intrusive unless you are traveling over real crater like potholes. The sorted damping means handling is taken care of as well and high speed endeavors are a piece of cake. The steering is well weighted and gives reasonable amount of feel even at high speeds and it’s a real joy throwing it around the corners.


Talking about safety, Skoda India is offering ABS and dual front airbags as standard across all the trims of the new Rapid. You also get Hill Hold Control and Electronic Stability Control with the DSG transmission. Skoda has had a bad reputation in India when it comes to after sales but they’ve come a long way in making the process transparent and reliable. They are also offering 4 year service car programme as standard with the new Rapid that covers 4 years warranty, 4 years of roadside assistance and an optional 4 year service package.


Thanks to modern creature comforts, good ride and a powerful diesel engine, Skoda has surely put forth a competitive package. It still has the old cars robust build and material quality is really good too. So in a way it should be just right for most buyers even if it might not exceed expectations of some. Skoda is also revamping its after-sales service and now has well thought offers for buyers. The Rapid is being offered with a four-year warranty, road-side assist and maintenance package, all-inclusive in the ex-showroom Delhi prices that start at Rs 9.49 lakh. So the competitive pricing with added benefits does make the updated Rapid a more lucrative buy.

Audi Q5 Review & First Drive


The luxury crossover from Audi, the Q5 has been in the market for eight years, without any major change. These spy pictures reveal an all new styling for vehicle. The new-generation Audi Q5 has been spotted on test in India. After its recent unveil, Audi will want to get the new-gen quickly to India, as the competition, especially Mercedes-Benz has been outselling others in this segment. The Mercedes-Benz GLE has been a hit and the Ingolstadt-based automaker will want to get a stronger and fresh product to become competitive. The 2017 Audi Q5 shouldn’t be very far from its launch. The spy pictures captured by one of our readers and close friend Harsh Jhaveri. Get Price of Audi Q5 in Carzprice


Audi has freshened the Q5’s look tremendously thanks to a more minimalistic design styling. Still, there are plenty of details and intricate nuances flowing over this crossovers body. Audi is offering the Q5 in 14 different exterior colors. There’s also five new trim packages, each adding distinct styling cues to the exterior. They include the Sport and Design package, the S Line Sport package, Design Selection package, and the S Line Exterior package.The Q5 comes standard with 17-inch wheels. 18-inch wheels come with the Design and Sport trim, while 19-inch wheels come with the S Line Sport and Audi Design packages. Additionally, customers can opt for other wheels ranging in size up to 21 inches. Upgrade to new Audi Q5 by exchanging your used car 

The Q5 is now larger than its first-generation predecessor. It is now 15.3 feet long, 6.2 feet wide, 5.4 feet tall, and has a lengthened wheelbase of 9.3 feet. Despite this, Audi’s extensive use of high-strength steels and aluminum has cut nearly 200 pounds off the last-generation’s weight.Aesthetically, the Q5 now wears Audi’s updated corporate look, with sharpened lines and crisper detailing. The previous Q5’s slightly bubbly look is completely gone, replaced by a crossover that looks muscular and toned. The new design is also more aerodynamic. It has a reduced drag coefficient of 0.30, which helps its revised powertrain get the most out of its fuel.

Up front, the headlights feature an angular design that’s rather smart looking. Its LED daytime running lights give the Q5 an angry look. That’s accentuated by the hard-edged grille and lower air intakes. Overall, the front clip is far more aggressive and bold. The rounded wheel wells create bulges in the bodywork above the beltline, making the Q5 feel muscular. A sharp character line runs rearward from the headlight, ending at the LED taillights. A second character line along the rocker panels helps the Q5 suck in its gut, giving it a lighter appearance.Around back, the new taillights feature LED lighting and sequential turn signals. Reverse lights and rear fog lights reside in the bumper lights, much like on the previous Q5. A new lower fascia has faux exhaust outlets with chrome trim. The “outlets” don’t even pretend to be real exhaust tips with openings, so they should be tolerable to folks who hate this current trend.


Once inside the Audi Q5, you will immediately face a déjà vu moment, because like other Audi cars, the Q5 too has a very similar dashboard, which is not a bad thing at all. Audi designs one of the best interiors in the industry and although most vehicles share parts, the quality is top notch and the cabin exudes the luxury feeling. Changes from the previous model are minor but well executed to ensure that the Q5 stays true to its premium tag. The well laid out dashboard carries stupendous levels of fit and finish and we love the 4-spoke steering wheel, which is a delight to hold.

The 6.5-inch Multi Media Interface (MMI) sits right on top of the centre console and is neatly shaped with slender chrome ring. Infact, Audi has given many controls chrome treatment to give a distinctive appearance to the interiors. The centre console is finished in high-gloss black and there are quite a few storage areas inside the vehicle. Audi has also improved the infotainment system on the Q5, which now boasts of a better media centre, including voice control functionality and driver assistance systems (now features drowsiness detection).

The seats are extremely comfortable and even after several hours behind the wheel, one feels as fresh as a daisy. The rear seats offer decent legroom but the huge transmission tunnel makes the Audi Q5 strictly a 4-seater. Boot space is impressive too and the rear seats can be folded to boost it even further. The attention to detail is impressive on the Audi Q5. If you leave the ignition on and get out of the vehicle, the Q5 shuts down itself. Sunroof is standard on all variants and the top-of-the-line variant gets a large Panaromic roof.


Its 2.0-litre TDI power-train that has common rail fuel injection technology and can displace 1968cc. It can churn out 174.3bhp at 4200rpm and yields a pounding torque of 380Nm between 1750 to 2500rpm. While 3.0-litre power plant has six cylinders and 24-valves. It also has a turbocharger, which generates 241.4bhp of power between 4500 to 6200rpm and develops 580Nm of commanding torque at 1400 to 3250rpm. Both have been mated with a seven-speed S tronic automatic transmission gearbox that works in collaboration with quattro technology. The petrol option is equipped with a robust 2.0-litre TFSI mill that comes with a displacement capacity of 1984cc. This direct injection based petrol motor comprises of 4-cylinders, and 16-valves. It also has a turbocharger and valvelift system, which enables it to pump out a maximum power of 221.3bhp between 4500 to 6200rpm in combination with a commanding torque output of 350Nm in the range of 1500 to 4500rpm. This motor is coupled with an advanced 8-speed tiptronic automatic transmission gearbox, which transmits torque output to all four wheels by means of quattro technology.

Both the diesel motors have been incorporated with an advanced common rail based direct injection fuel supply system. Its V6 power-train has the ability to produce a mileage of 10.8 Kmpl within the city and 13.22 Kmpl on the highways. Whereas the 1968cc in-line oil-burner can produce a maximum mileage of 14.16 kmpl (on expressways), which goes down to a minimum of 10.6 Kmpl (on city roads). Its petrol ones have been equipped with a TFSI based drive-train that is integrated with a direct fuel injection technology, which enhances its mileage. It enables the vehicle to produce a minimum mileage of 8.35 Kmpl on city roads, while delivering a maximum of 11.81 Kmpl on the bigger roads.

Its TFSI mill has valvelift system and a turbocharger as well. It can generate 221.3bhp of power at 4500-6200rpm and yields 350Nm of hammering torque in the range of 1500 to 4500rpm, which is rather remarkable for Indian road conditions. The 2.0-litre turbocharged motor enables the vehicle to pump out a maximum power of 174.3bhp at 4200rpm in combination with a commanding torque of 380Nm in the range of 1750 to 2500rpm. While, the 3.0-litre mill can belt out a mammoth power of 241.4bhp at 4000-4500rpm along with a peak torque output of 580Nm between 1400 to 3200rpm.

It has an advanced recuperation system, which is a technology that recovers the energy during braking phases with the help of an intelligent alternator voltage regulation. It has a proficient dual-circuit with a diagonal-split braking system and all wheels are fitted with ventilated discs brakes. It is incorporated with an advanced anti lock braking system, electronic brake force distribution and electronic stabilization control, which improves this braking mechanism. Its front axle is fitted with a 5-link system whereas the rear axle is coupled with trapezoidal link type of suspension. It is also loaded with gas filled shock absorbers, which augments the suspension and is blessed with a maintenance free rack and pinion based electromechanical power assisted steering featuring speed dependent control, which offers excellent response and makes handling simpler.


The biggest surprise in the improved Q5 is the far more pliant ride. Gone is the fidgety ride of the old car and the now it feels much more supple and bump absorption is first rate. The softer spring rates and damper settings means the Q5 glides over most surfaces without much fuss and gives it the all important luxury ride it always deserved. Despite its size and weight, the Q5 is a fairly decent thing to punt around corners. The steering is typically Audi — light and effortless but devoid of feel. The Quattro set-up is biased towards road driving and under normal driving conditions power is split 40/60, front to rear, which gives the Q5 a nice handling balance in brisk driving. Except for the base Premium variant all other Q5s get adjustable dampers and if you set it to Dynamic mode, it’ll surprise you with its agility. Body movements are well controlled, and it grips willingly and steers accurate


Given that the vehicle gets quattro four wheel drive system as standard across all variants, Audi has given a great deal of importance to safety per se. But that’s not all, there’s the Electronic Stabalisation Control, Electronic Differential Control, Antilock Brake System with EBD to keep the grip levels high. There’s also an Anti-Slip Regulation feature, which would reduce the spinning of the drive wheels, in case they are not transmitting power to the road.There’s also a plethora of airbags (for both front and rear side passengers) to minimize the injury in case of an accident.


The Audi Q5 comes out as a very sensible choice among the competition. Personally, it is just the design which pinches me a little bit as they all look very similar but apart from that, the Q5 is a very strong contender in this segment. The same can be seen with the number of Q5s Audi manages to sell.The main reason behind Audi’s success in India is because of their flexible decisions behind getting models in India. Tapping the right segment at the right time is the key element Audi has thrived on. Their sedans sell in good numbers as it is but their SUV offerings are as dynamic. The Q3 which is an entry level Audi SUV comes with class leading features. The Q7 on the other end is a massive machine which commands respect. The Audi Q5 strikes a perfect balance between the two.



Mahindra KUV100 Overview


Mahindra & Mahindra (M&M) has had a huge head start over the others in the sports utility vehicles space. Its background in making affordable UVs and SUVs has been instrumental in its quick ‘Rise’ up the sales charts with some very focused and modern vehicles launched during the last decade. But, the recent paranoia about diesel vehicles and their contribution to high pollution levels in cities seemed like it could threaten to derail Mahindra’s growth plans. Obviously, M&M has been aware of its over-dependence on diesel engines and so right after its acquisition of Ssangyong of South Korea, it has been investing in developing a new line of petrol engines.

Mahindra is timing the launch of one of the first petrol engines from this line in the new KUV100. This new sub-compact SUV, already being heavily advertised, is M&M’s answer to the huge jump in interest amongst small car buyers. An affordable, sub-four-metre SUV is the latest must have in the urban car buyer’s garage. And of course, petrol power is back in the business amongst these buyers Get deals on Mahindra KUV100


First and foremost the KUV 100 looks imposing right from the word go! The front end is typical Mahindra with a large two-tier bumper. The massive wraparound headlamps add to the flair of the KUV and to keep replacement costs low, it is created of multiple sections. Clever! In profile the KUV 100 stands tall and also offers a generous 180mm of ground clearance.

Look closely and you will also spot that the rear door handle is mounted behind the rear windows. At the back the KUV looks like a hatchback. Large tail lamp units look good and overall we would say that it is a smart looker. But the other big thing about the KUV which you can’t see is the fact that it is based on a monocoque chassis and this is Mahindra’s second attempt at a monocoque after the XUV.


Slide in the KUV’s driver seat and you are greeted by a modern-looking dashboard whose showpiece is the large central console with the high accommodated gear-lever. You sit at a good height and ingress height is very good making it ideal for elderly people. We had the 6-seater version on test and though Mahindra has made a floating dash to accommodate a third person upfront we highly recommend to go for the five-seater version with bucket seats. Firstly the bulging centre console makes it best for children. So if you love your small ones, you don’t want them to go through a face full of centre console with no airbags to save them in an unfortunate accident. Although you can fold the middle backrest to use it as a front armrest, it gets in the way of you shifting gears. The seat itself though is comfortable with good back support and the wide cabin gives you an airy feel. Even at the rear, space is good with the wide cabin and flat-floor making it good for three people. You sit at a good height and it has one of the most comfortable seats in the segment. But it doesn’t particularly feel airy at the back thanks to the rising window-line, large front bench arrangement and the blacked-out section right next to your face where the exterior door handles are placed. Even getting in the rear seat is compromised by the small rear door. Although the KUV gets good fit and finish for a Mahindra, it can’t match the likes of Hyundai or even Maruti in this respect. The dash-top gets a uniquely grained plastic which looks nice but as you go lower down things gradually get low-rent. The black centre console which is finished in matt-black feels old-school and there are many places where bits are ill-fitting and have hard edges. Interior quality is one area where the KUV just hasn’t kept pace and feels a generation behind the Grand i10 or even the Swift


The KUV100 is powered by three-cylinder, 1.2-litre petrol and diesel engines that are part of a whole new family of engines developed in-house, called mFalcon. The petrol engine produces 83PS and 115Nm of torque, while the diesel offers 78PS and 190Nm. Both are currently mated to 5-speed manual transmissions and an AMT version will come later. The oil burner offers decent performance and feels smooth but noisy even inside. Performance should be comparable to hatchbacks though only a full road test will help us decide. The petrol feels slightly underpowered but is smooth and slightly quieter. Petrol and diesel both get the same tachometer that redlines at 5000rpm, though the petrol obviously revs higher, accelerating up to 6000rpm.

The diesel also gets a micro-hybrid or start-stop apart from a power/eco mode selector which makes a noticeable difference to performance. Power mode offers good response, but switch to eco and acceleration feels slower instantly, apart from the engine barely crossing 3500rpm. In-gear acceleration is comparable to hatchbacks, and the diesel is what offers a torquey feel typical of SUVs. It is difficult to say whether the petrol will be in demand or the diesel since buyers in this segment are divided, though Mahindra feels the push in the case of the KUV100 will come from the petrol version.


To further fine-tune the suspension to suit Indian driving conditions, Mahindra has partnered with US-based Cayman Dynamics – the same company that helped develop the TUV300’s suspension. And the results, at least as small cars go, are largely successful. The KUV’s suspension absorbs small and medium-sized bumps admirably well, and thanks to the 170mm of clearance, the small Mahindra isn’t caught out on the largest of speed breakers either. But before you ask, the KUV is no good off-road. Even large urban potholes gobble the KUV’s small 14-inch tyres, so you have to be careful on them. Also, the suspension doesn’t work as quietly as some of the competition’s, and you can hear a fair bit of the action underneath, and at times, even the dampers on rebound.

At higher speeds, it’s easy to tell the KUV is a softly sprung car. There’s a constant up and down motion, especially from the rear suspension and this is most felt when the rear seats are unoccupied. Drive fast and you’ll also notice lots of wind noise near the A-pillars. The KUV’s soft setup and high centre of gravity also mean it’s not that well tied down around the bends. There is plenty of body roll and even the brakes could do with more bite. The slow ratio steering is not the most feelsome either, but it feels well weighted and though a bit dead around the centre position, it gives more than enough confidence in typical driving conditions.


Given the increase in awareness towards occupant safety in India-made cars, Mahindra has taken the first steps in ensuring that its products meet current and future safety norms.

The new monocoque platform consists of ultra-high strength steel for better structural rigidity, and features such as ABS with EBS and ISOFIX child seat mounts are standard across all variants. Driver and front passenger airbags are optional in all grades.


The KUV100 is a unique proposition as no other vehicle at this price point offers high ground clearance and an SUV-like stance. It has decent engines, is easy to drive and the fit and finish – though not best in class – isn’t bad by any stretch. But what really works for the KUV100 is the fact that it gets ABS as standard across all trims. And even then, it is priced superbly. It is a great value for money offering. The K8 is the best option and if you cannot afford it, then the K6 is a good value proposition as well.

Fiat Abarth Punto Overview & Performance


Finally the Abarth Punto is here and we have got our hands on it. Fiat is enhancing its product portfolio range and the new ones to enter are the Abarth Punto hatchback and the Avventura, powered by Abarth. This is the new hot hatchback from the Italian car market in India. If you recall Fiat was the first to get the Palio 1.6 GTX back in 2001 and after that there haven’t been many hot hatchbacks that our market has witnessed. We take it for a quick spin on the roads of Delhi to find out how good is this hot hatchback.


Abarth has made quite a lot of interesting changes to the exterior of the Punto Evo to complement its drivetrain change but because Fiat also has to keep the pricing point in mind and thus were on a tight budget and it shows.The changes made to the exterior of the Punto Evo are subtle but it definitely looks hotter compared to the other hatchbacks. Towards the front profile it gets chrome engulfed grilles, while the door handles and exhaust tips also gets wrapped around in chrome. The rest of the car remains identical to the Punto Evo. The other differences that you will also notice comes in the form of those Abarth badges which replaces the Fiat badge and also the Abarth style racing graphics positioned towards the lower half of the side profile of the car.

The stylish 16 inch scorpion alloy wheels which also gets wrapped with lower profile tyres but however take a closer look and you will notice the low profile tyres leaves a huge gap between the wheel arches. Fiat also has reduced the ride height of the hatchback furthermore to perfect the handling of this hatch.


The all-black theme inside the cabin is exactly the same as the Punto Evo 90 HP Sport variant. However, there are some Abarth specific details that makes this driver oriented car more special. While entering the cabin you would notice a neat Abarth branded door sill. Then there is the yellow and red stitching on the seats and gear lever. The aluminium pedals having Scorpion logos look great and also get rubber lining so that you don’t slip off the pedals. The revised instrument cluster with red and yellow elements looks more dramatic than the boring grey instrument panel of the Punto Evo. The leather wrapped steering feels great to hold and the key fob also gets the Abarth badge.

The small screen audio system has been carried over from the regular hatch, which is a big disappointment. Considering the fact that Fiat is offering a 6.5-inch touchscreen unit with navigation system on the lower trims of the Punto Evo in the form of Sportivo edition, why can’t they provide the same on the Abarth, which is relatively quite expensive. Having said that, the audio system on the Abarth now gets music streaming with Bluetooth. Earlier you could only make/receive calls via Bluetooth but no music streaming. The steering mounted controls can be used for controlling calls and music along with the voice command system. The audio system just sounds average like the Punto Evo, nothing extraordinary.

The automatic climate control system is effective and easy to use and the car also gets an AC vent for rear passengers. The quality of materials remain inconsistent, similar to the Punto Evo. There are some soft touch materials and tactile buttons but at the same time you can also find hard plastics and flimsy materials like the glovebox lid, door handles, steering adjust lever, etc. Space inside the cabin remains average for rear passengers as there is limited legroom and headroom for tall passengers. The front seats are big and supportive having seat height adjust for the driver. 280-litres of boot space is quite accommodating for keeping luggage for long trips. The spare wheel is a 15-inch steel space saver.


As we expected earlier, this latest hatchback has arrived with a 1.4-litre, T-Jet petrol engine fitted under its bonnet. This is a turbocharged motor, which is coupled with a 5-speed manual transmission gear box that distributes power to its front wheels. This drive train comprises of 4-cylinders and 16-valves altogether making a total displacement capacity of 1368cc. It is also incorporated with a multi point fuel injection system for optimum power output and performance. It has the ability to churn out a maximum power of 145bhp at 5500rpm and yields a peak torque output of 212Nm between 2000 to 4000rpm. This mill is claimed to return a fuel economy of about 16.13 Kmpl.

This sensational product draws the power from a 1.4-litre T-Jet petrol engine, whose capabilities are boosted to improve power output. However, this doesn’t seem to have affected its fuel efficiency, as it is claimed to give a mileage of approximately 16.3 Kmpl (as per ARAI).Like mentioned above, the Italian automobile firm has tuned this 1368cc power plant enabling it to generate more power. As a result of this, it is able to churn out 145bhp of maximum power along with 212Nm of hammering torque.


Fiat Punto Abarth is easily the best driver’s car in the under INR 12 lakh segment. It excels in all those points where the Punto failed to impress, vis-à-vis – an under-powered engine, sporty interiors and so on. Tuned to deliver performance, the engine is responsive, while steering is razor sharp. With this setup, you will love to keep taking on those fast corners again and again.What you won’t like is the stiff suspension setting. This makes the ride quality in city a little uncomfortable. Gear shifts are easy, while overtaking on the highway is done effortlessly. NVH levels are good, and so are the brakes.


The Abarth Punto is offered in a single variant that comes standard with safety features including ABS, EBD, dual front airbags, seatbelts with pretensioners and load limiters. The Punto was always praised for its strong build and structural strength and hence is one of the safest hatchbacks in India. The Abarth Punto is available in over 100 dealerships across India and there are 125 service outlets currently, which Fiat plans to grow further. The hot hatch comes with 3 years/1,00,000 kms standard warranty and you can also opt for 2 years/upto 1,50,000 kms extended warranty.


If performance is all that you look for Abarth modified Punto Evo is your car. It remains largely same on the inside which seems a little dull, exteriors are sporty and the new additions on the outside make it appear enchanting but the void between tyres and wheel arches spoils the overall look. Engine is indubitably powerful and vouches satiety in terms of power supply with no dearth for power. The five-speed manual does the trick; power sent to front wheels grunts it giving right start. Colour contrasting body graphics are one of the pros, but mileage is low which could be a letdown in a mileage obsessed market like India. Price is again high, and as we had mentioned in the beginning, will anyone opt for a car that is heavy on pocket and demands high running cost, frankly answer to this question is still uncertain given the new product from Fiat wearing Abarth badge is a robust hatchback that vouches a power-packed performance.

Volvo S90 Review Price In Mumbai


Volvo has gained global recognition for developing one of the most opulent and safe cars. The company has recently introduced its new flagship sedan, the Volvo S90, in the Indian market in its fully-loaded Inscription trim. The sedan, similar to the entire Volvo product line-up, would be retailed as CBU while replacing the ageing S80 in the Indian market. It comes loaded with a plethora of premium features, while the exterior styling takes cues from Volvo’s latest Scandinavian design language, which has already been seen on the all-new XC90 SUV. For the time being, it has been launched in the diesel fuel trim only as the petrol variant is expected to launch next year. Volvo S90 2016 is up against the likes of BMW 5-Series, Mercedes E-Class, Audi A6 and Jaguar XF. Check for Volvo S90 price in Mumbai


In the past, Volvos didn’t quite hit the spot withFind best offers on Indian car buyers as they fell short on the showiness expected of a premium brand. However, that is not the case with Volvo’s all-new line-up built on the new SPA platform. The design is striking while keeping the reassuring simplicity and solidity that has been a Volvo hallmark. The front grille with the concave elements connects the S90 to classic Volvos. A long and low bonnet coupled with a swooping roofline gives the S90 a sleek look and will help it stand out in its segment. It is very nearly a stately fastback.

There is a strength in the clean and crisp lines that give the S90 a strong-shouldered look as it runs along the sides and into the tail lamps. The rear of the S90 is also distinctive, with the large tail lamps dominating the design. The creases on the boot help to break the mass, but add a bit of fussiness to the look. The integrated exhaust openings lower down on the fender are a nice touch. Find best offers on Volvo S90

For now, the S90 will be offered only in the Inscription trim, which is absolutely feature-packed. Hence, you can see full-LED headlamps with cornering functionality, self-parking and drive-out functionality, and powered opening and closing for the boot. While 500 litres of boot space is ample, it is a bit lower than the competition and the boot shape is long and shallow. However, loading luggage will be easy as the lip is low. Under the boot floor sits a space saver, the only area where the Chinese connection becomes apparent as we saw a Sino brand tyre in use.


Slide into the 2017 Volvo S90‘s seats and you’re immersed in an elegant, minimalist cabin that rivals anything from its German contemporaries. This new interior, with its wood inlays and chrome and metal accents wrapping from door to door across the dash, is arguably the S90’s greatest leap from its comparatively tepid predecessor.

A large tablet-style touchscreen serves as central command for navigation, phone, climate and audio functions. Volvo has done away with almost of the buttons on the dash, including its well-known “mode man” climate control. The only controls left include the car’s ignition switch and a strip of buttons for audio advance/rewind and defrost functions.

The S90’s seats are some of the best in the business, wrapped in fine material regardless of trim level, with support and adjustments suited for extended periods of driving. With 36 inches of legroom, the rear seat of the S90 offers plenty of room for an average-size adult sitting behind a 6-foot driver


Volvo offers two options under the hood of the new S90, both of them 2.0-liter four-cylinder engines. The base engine produces 250 horsepower and has a turbocharger strapped to it. The S90 is also available with a twin-charged engine, which utilizes both a turbocharger and a supercharger to provide 316 horsepower. Both engines are mated to an eight-speed automatic transmission. Performance from the base engine should be adequate for most drivers’ needs, whether you mostly drive around town or have a long highway commute. The automatic transmission shifts smoothly and is quick to downshift when you really hit the gas, providing brisker acceleration.Upgrade to the optional engine and you’ll find a strong and steady delivery of power as you accelerate. Some turbocharged engines experience turbo lag, which is when power from the turbocharger doesn’t kick in immediately. The addition of the supercharger mitigates this, providing force as soon as the pedal is pushed.

The S90 gets 23 mpg in the city and 34 mpg on the highway with its base engine. This is slightly better than most other cars in the class and will cost you about $1,500 annually in gas. Choosing the more powerful optional engine will get you 22 mpg in the city and 31 on the highway. The Acura TLX’s base engine gets only slightly better fuel economy with 24/35 mpg city/highway, saving you just $50 annually in gas. Its upgraded V6 earns 21/34 mpg city/highway.Volvo has announced a plug-in hybrid version of the S90 that’s expected to debut in the U.S. in the near future. So if you like the S90 but are also tickled at the thought of a 20-mile electric range and 400 horsepower, it may be worth waiting a little.


The Volvo S90’s steering is feather-light at city speeds and it starts weighing up nicely on the highways. The steering could have done with more feedback though. The S90 gets an air suspension set-up at the rear and while it offers a very plush and luxurious ride, we found the ride to be a bit too soft. The S90 remains extremely stable at high speeds and even while cornering, it feels very predictable. The brakes do a brilliant job of shedding speeds and the silent Pirelli P-Zero tyres have amazing levels of grip too. Due to the long wheelbase, you need to be a bit careful on some nasty speed breakers unless you want to scrape the car’s belly.


Volvo’s reputation for innovative standard safety features continues with the S90, which offers collision mitigation with automatic emergency braking, pedestrian, cyclist and large animal detection, lane departure warning, road sign recognition, a system that helps you avoid running off the road (and another that helps minimize the damage if you do), a drowsy driver alert, and the OnCall telematics system, which can remotely start or unlock the S90 and notify authorities in the event of a crash.Curiously, blind-spot monitoring and rear cross-traffic alert remain optional.

Semi-autonomous steering, lane keeping and adaptive cruise control (combined, called Pilot Assist) allow the S90 to drive itself through slow traffic jams or even swift-moving traffic, requiring only that the driver touch the steering wheel at regular intervals.


Given how aggressively the company has set Volvo S90 price in India, it is an all-out winner in the segment that is dominated by the Germans. It is at par with its German foes, owing to the fully-loaded Volvo S90 variants, be it in terms of performance, features or design. Despite being a CBU, the Volvo S90 price is an eye-opener and has fetched the Swedish automaker several orders, and it might do better than expected in near future.

Tata Nano Hatchback First Drive


Launched first in India in 2008, Tata Nano gained popularity in no time for its low price and small stature. The hatchback has witnessed sea change during its product cycle and has bettered both in terms of looks and performance compared to the original model. Addition of an automated manual transmission and an openable hatch are the two most significant changes made to the small car.In retrospect, the car is much better with improved looks, openable hatch, revised interior and a modified petrol engine with a choice between a four-speed manual transmission along with an AMT unit. Exchange your old car for Tata Nano


Its petite size has been the talk of the town since its inception; no changes have been made on that front. Dimensions remain intact, the hatchback measures 3164 mm long, 1750 mm wide (with ORVM), 1652 mm high and has a short wheelbase of 2230 mm. As mentioned above, there is no change in the fundamental design of the hatchback but some styling changes have been made to enhance the outer appearance. Most of the changes have been made to the front fascia which now features a black band in between the head lights highlighted by a chrome strip. Tata Motors logo has been repositioned to the centre of the black band. Head lights now feature black surrounds, making it look prominently endearing. Bumpers have also been tweaked in front as well as rear, a newly designed grille is placed on the bumpers in front and rear. The grille in the front end gets fog lights aiding for enhanced visibility at night and during bad weather conditions. Among the various changes bestowed on the exteriors, the most appreciative change is an openable hatch providing access to the before unlike before. Except for the base XE trim, the rest of the variants get body coloured bumpers. Body painted outside door handles are available only on the range topping trims. Hood features piano black garnish, outside rear view mirrors are painted in black in the XE trim, while the mid level XM and XMA trims feature colour coordinated tip tap ORVMs. Only the top end XT and XTA trims get body colour matching outside rear view mirrors. Half wheel colours are absent in XE variant but it is offered on the XM and XMA trims, top end variants on the other hand feature full wheel covers. Tinted door glass hatch and integrated spoiler are among the standard fitments equipped on the hatchback. While roof mounted antenna and front fog lamps are again confined to the high end variants.


Tata Nano dashboard layout remains unchanged, but there are some revisions. This includes centre console in black, new instrument cluster, circular chrome rings on AC vents, gear lever position is now nearer to the driver, while front power-window buttons have been placed ahead of the gear lever.As seen in older Nano, this one too gets USB port and Bluetooth for music. To charge your phone, there is a 12V socket. Cubby holes on dashboard, continue to be same. Tata should have given a better locking feature to these cubby holes, as over time, the current lock tends to malfunction.Gear lever is easily the most premium looking thing inside Tata Nano AMT. It comes with a steel rod and has a nice feel to it. For AMT variant, instrument cluster also displays which drive mode you are in.Interior space remains unchanged. There is plenty of leg room and head room, and accommodating five adults is not a problem at all. Having said that, the problem is safety, the rear passengers only provides two point safety belt, and that too only for two passengers. Other problem is, that seats do not have enough cushioning, it gets uncomfortable over long distances. With so much interior space, Tata could have re-designed seats to offer better comfort and safety.Talking about boot space, AMT variant offers 94 litres of space, while MT variant gives 110 litres of space. This space is enough to store a small trolley bag and a regular sized knapsack or your shopping bags. Do keep in mind that the engine unit is just under the boot, so it does get hot in here, in spite of Tata Motors placing a insulator.You also have company fitted rear speakers, which has completely changed the music listening experience. This move will definitely get the attention of young buyers. Apart from this, there are some funky colour combinations on offer, interiors and exteriors.Rear speaker tray is easily removable. Once removed, and rear seats folded, you have enough space to place store luggage for a month long holiday.Door pockets are hardly usable, they are good enough to store paper work. Rear seat also pockets the tool kit. Front driver seat continues to be a problem for tall drivers. Thanks to the battery placed under the seat, Tata cannot lower seat height.


The engine is the same – two cylinder, 624cc with 38PS on tap. So expectedly, the Nano isn’t fast. This engine now comes mated to a 5-speed AMT as an option while the manual version continues to get a 4-speed gearbox. Given the Nano has limited top end performance, we expected Tata Motors to have closed the ratios between each gear for the 5-speeder in order to better use the already small amount of torque.Sadly, that’s not the case and the AMT when left in full auto mode feels lethargic and unwilling to get a move on. The progress is slow and almost bothersome, especially when it comes to overtakes. Moreover, the AMT has significant lag between shifts and even in Sport mode (yes, the Nano now gets a multi drive mode) the progress isn’t exactly exciting. We eventually ended up driving the GenX Nano in manual mode since it gave us better control over shifts and didn’t leave us in too high a gear to battle slow kickdowns.What the Nano needs now is a significant engine upgrade. The engine needn’t be much larger, but it must have a high and flat torque curve and it must be high on refinement.


Neither the ride quality nor the handling of the Nano has changed too much, at least not noticeably. The Nano continues to use the ZF power assisted steering system that boasts a brushless motor for silent operation and an Active Return function that reduces effort to turn at lower speeds. I think Tata can afford to lower their claimed ‘SUV-like’ ground clearance of 180mm by a small margin thanks to the short wheelbase. This might help reduce the centre of gravity and thereby reduce body roll – which does exist despite the anti-roll bars. The tall stance, short wheelbase and puny tyres don’t help either. But the Nano isn’t a car that you’ll buy for its dynamic abilities. It’s driving it in the city traffic that will serve its purpose the best.


Safety provisions on the Nano GenX include central locking, central high mount stop lamp, booster assisted brakes, front & rear seat belts, additional body reinforcements and hazard warning switch.Exterior of the hatchback sports features including an openable hatch, body coloured bumpers, piano black door handles, colour coordinated tip tap ORVMs, front wiper and washer, front fog lamps among several others. Inside, the


From an ultra-low-budget car to a practical everyday city car, the Nano has come a long way in terms of built quality, refinement and features. It is like the graduation day for the Nano project, the GenX is now a complete package addressing every aspect of urban use.The Nano still lacks basic safety features like ABS (even as option) and that means I am not going to recommend one for any sort of highway use. But if the need if of an everyday urban commuter, the Nano will certainly top my recommendations list



Renault Duster Review & Specifications


After introducing a handful of special editions and an all-wheel drive version based on it, Renault India has pensioned off the original Duster. Subsequently, the brand has dished out a major facelift for the model, complete with refreshed styling, a better-equipped interior and an all-important automatic gearbox option. On paper, then, this new Duster comfortably outdoes the original, but is it any better to take on the opposition?


The dual headlamp cluster looks nice with chrome edging on the new Renault Duster. They are connected with parallel running lines at the centre with a large Renault Logo. The parallel lines are place on the age old honeycomb grill of the duster. The fog lamps are placed at the base of the bumper with a large silver cladding in the centre. The bonnet is flat on the new Renault Duster and the whole looks gives a feel of aggression with classiness.

There have not been major changes but the small ones are not insignificant either. There is a silver strip that runs along the running board adding to the up market feel. The indicators have moved their location to the rear view mirrors and looks great. The thing that will attract you the most are the matt black five spoke alloys with a thin silver lining running along the circumference. The roof rails have now gotten a really sleek Duster badging. This is a strange place for badging but the Duster manages to pull the looks off very well. The major difference at the rear is the tail lamp going full LED and the bumper getting a really large silver cladding. The thick chrome strip also has the Duster badging.


Though Renault has made improvements over the years, the Duster’s cabin has always come across as a bit utilitarian. That feeling has reduced, though still not completely gone, thanks to a fresh round of upgrades on this facelifted version. For starters, the new black and chocolate-brown plastics help cover up the rougher edges better than the lighter tones of the earlier Duster. You’ll also notice more silver highlights and a bit more chrome detailing (on the air-con vents, for instance) that help spruce up the cabin. The centre console also gets a lot more gloss-black plastic. On the whole quality has improved, but it’s still not at Hyundai levels.

The facelifted Duster also gets embossed branding atop the glovebox, but only those very familiar with the earlier Duster’s cabin will note that the layout of the centre console has been slightly revised. The buttons for the hazard lights and door lock now sit higher up and are more convenient to access. On a related note, the mirror controls that were formerly under the handbrake have been moved to the more traditional position near the window switches, which is more practical. However, the cruise control switches are still scattered between the dash and steering, and the steering column-mounted audio controllers continue to remain out of view. The cumbersome driver’s seat height adjust is also something that should have been improved. The seats themselves are trimmed in richer fabrics and the front pair get armrests for added comfort.


The Duster is offered with two engines, one each of petrol and diesel. Knowing well that the diesel is likely to be the overwhelming choice, Renault India is offering the engine in two states of tune. Of course, the engine here is the now familiar 1.5L K9K dCi engine, which is shared by quite a few cars from the brand. The variant with the higher state of tune features this 1,461cc diesel engine with a variable geometry turbocharger and an intercooler, which together bump up the peak power to 110PS, which is available from about 3,900 rpm. Peak torque of 248Nm is delivered at a bit delayed 2,250 rpm. Just like the numbers indicate, the engine starts delivering decent levels of pulling power to the front wheels only after the needle crosses the 1,500 rpm level.

I drove this version of the Duster only and though I felt the turbo lag a bit more due to the hilly terrain that I was testing it out in, buyers who will be mostly driving it in urban conditions will probably not miss more torque in lower end of the rpm band. This 110PS variant is mated to a six-speed gearbox with a very sedan-like short throw, slick shifting gear stick. The same common rail direct injection engine is also offered with a lower tune state. Here the engine produces 85PS of power at 3,750 rpm and peak torque output is 200Nm at 1,900rpm.

Going by the stats, this engine could be the one that is more suited to urban driving conditions, with more lower end torque and possibly more fuel efficiency too. This could be the version that rakes in the most numbers, since most city buyers should be satisfied with this level of performance. Both the diesel variants offer the best performance when the engine is kept within a 2,000 to 3,500 rpm band.

The petrol engine on offer is the Renault 1.6 K4M engine. The 1,598cc engine produces 104PS of peak power at 5,850 rpm and 145Nm of peak torque at 3,750 rpm. The petrol engine version and the 85PS diesel version are both paired with a 5-speed gearbox. The Duster is not being offered with a four-wheel drive option, though it is available in other markets.


The Duster has always been the best handling compact SUV in India and nothing has changed in this new version. The steering feedback on the chunky steering wheel is great and the Duster sometimes feels more like a sedan or hatchback rather than a compact SUV. Ride quality too has not been compromised and continues to be one of the best in the segment. The brakes though, just like on the previous Duster, lack enthusiasm after few heavy braking scenarios and could affect confidence levels of the driver. Renault should have seriously considered a rear disc brake option especially on the top of the line models.


Talking about safety, the 2016 Renault Duster comes with dual front airbags and ABS. The AMT transmission also gets features like Hill Hold and ESP. There is also a traction control system on offer which does its job pretty well should you decide to have some fun around the twisties. In terms of after-sales service, Renault does have a not-so-good network and it just doesn’t match the quality levels of Hyundai for that matter.


The Renault Duster was always an impressive product and now with the upgrade it’s better than before – interiors are plusher, there’s more standard equipment and it looks even more macho now. Plus, there’s the additional draw of an affordable automatic version. It still has its shortcomings, of course – for a car that costs Rs 15 lakh or thereabouts, the plastics needed to look and feel richer, and the AMT – with its slow-witted nature – just doesn’t cut it. A modern torque converter or a DCT gearbox would have been the right fit for this price. So, as we see it, the Duster to buy, continues to be the AWD variant. And it is in this trim with its added capability that it’s a great alternative to the Hyundai Creta.

Merecedes Benz C Class Price In Hyderabad


An all-new iteration of the Stuttgart staple. Formerly, the Mercedes C-Class looked a bit conservative, but aimed (and didn’t quite succeed) in matching the way a 3-Series drives. The new one is styled more elegantly, but feels aimed less at hooning about and more at proceeding in great comfort, safety and refinement. Tech includes optional adaptively damped air suspension, a first among its rivals. It feels like a smaller Merc S-Class, and that’s a very good thing. Check Ex Showroom Price of Merecedes Benz cars in Carzprice


In spite of being on sale for a good seven years, the third generation C-Class wasn’t exactly as dated as you would expect. However, the new model just takes things forward and that too in a big way. The styling takes hefty cues from Mercedes’ flagship sedan, the S-Class. There is a striking similarity between the S and the C, while the upcoming next generation E-Class will also be largely like the best car in the world, thereby falling in sync with the Stuttgart automaker’s new design language. Still if one looks closely, they can easily distinguish the new C-Class from the S-Class, the smaller Merc having more compact proportions although it has grown up in size when compared to its predecessor.

The fourth generation Mercedes C-Class looks every bit as elegant as a car with the three pointed star should. There is the twin-slate grille at the front with the logo sitting right between while the full LED lights at the front and rear have massive detailing. The vehicle has prominent lines running across, giving it a clean and purposeful stance while the necklace shaped tail lights gel well with the V-shaped boot. The detailing on the lower parts of the bumper give the car a sporty flavour, the rear getting a diffuser and nicely shaped exhaust pipes. Overall this car does make most people mistake it for an S-Class and that’s a huge compliment in itself.


While the layout of the new C-Class’ interior is similar to that of the previous car, we can see signs of the company’s new design philosophy. Standard creature comforts include a tablet-like screen, climate control, panoramic sunroof and the latest version of the COMAND infotainment system. This infotainment system integrates a Garmin navigation system with 3D-visualisation and gets a new interface design with a touchpad as standard. Merecedes Benz C Class price in Hyderabad

Rear seat passengers get individual temperature zones. The rear seats get a 60:40 split which adds to the car’s practicality. Boot space at 480 litres is on par with the competition. The trim levels include leather for the seats, dashboard, steering wheel and the gear knob. The gauges are partially digital and feature a large central display which shows most of the options of the car. The interior also gets three colour ambient lighting, a reversing camera, panoramic sliding sunroof, keyless go starting function and an illuminated boot.


The C-Class comes with a 2.0-litre turbocharged petrol engine that produces 181bhp and 300Nm of torque. This comes mated to a 7G-TRONIC, and there is only petrol is available at the moment. The new C-Class has been built on a new lighter platform and this has improved the driving dynamics. The engine feels a lot peppier and surely a lot more fun to drive. There is sufficient power at any speed and the C-Class is a lot more nimble than before. Push the accelerator pedal and the C is always ready to lift its skirt and begin running.

The diesel engine is 2.2-litre four-cylinder engine that produces 168bhp of power and 400Nm of peak torque. This engine also gets the same seven-speed transmission. The power is linear and this time the C220 even gets paddle shifts. The C-Class certainly a lot more agile to drive and it does feel like an E-Class when you get behind the wheel.

There are various driving modes too, Economy, Sport and even Sport+. The ride quality has been improved too, despite the C-Class having the best ride in its segment already. The modes are only for the throttle response and gearshifts; there is no suspension set-up option. No car brand offers this feature in this segment.


This entry level luxury sedan aims at offering superior passenger comfort, more than the driver’s, and does this fairly well. The suspension cannot be altered through the Drive Select modes, but can tackle even poor city road surfaces with aplomb. It’s just during enthusiastic driving that misses firming up the suspension a bit. Sharp turns do let in fair bit of bodyroll and thankfully there’s enough electronics to keep the drive in control.

The low profile 225/50 R17 lets in severe harsh bumps through the cabin, but for most parts the car maintains its poise. Interestingly, the ground clearance has improved and the new Mercedes-Benz C200 can be now driven around town without having to worry about it scraping its underbelly. Also impressive is the turning radius of 11.22m which makes maneuvering the car a breeze.

Another important change is the all-new completely electric steering wheel which although lacks the feedback of the older hydraulic steering system, but does not feel artificially weight and is quite accurate. The new C-Class is not the most fun car to drive in its segment, but isn’t too far behind either.


Mercedes-Benz cars are known for their robust safety systems. And the C-Class is one of the safest luxury sedans that comes equipped with Mercedes-Benz Intelligent Drive with driving assistance package that include seven airbags, Pre-SAFE, ASR, ESP, BAS, hill start assist, electric parking brake and several other features. Other safety fitments are attention assist, adaptive high-beam assist, Neck-PRO head restraints, LED Intelligent light system, parking sensors, central locking, door ajar warning, crash sensor etc, Find best offers on Merecedes Benz C Class


The C-Class lives up to Mercedes’ reputation for classic luxury – few, if any, cars can match the level of upmarket style you’ll find in the C-Class. You’ll also enjoy a comfortable ride, even over rough bits of road. The C-Class is not, however, thrilling to drive. But that’s okay because there are other luxury small cars to choose from if that’s what you want. The Mercedes C-Class is unapologetic in the way it treats you to refined comfort.

If your idea of the perfect luxury small car is chic and comfortable, the C-Class is a good choice for you. It’s got an elegant cabin, a cushioned ride, and plenty of features to keep you comfortable, safe, and entertained.