The Virtual Phone System Is a Perfect Phone Solution for Your Business

With a Virtual PBX Phone System you can avail the functionality of a traditional PBX without the need for buying /installing any equipment. Instead the PBX system will be maintained at the service provider’s site. You can add new features and expand the system with ease.An efficient PBX system is a compelling necessity for a company’s business communication more so for incipient businesses. Any ineffective communication system can cripple an incipient business and retard its growth.A Virtual or Hosted PBX system operates through a service provider. A Virtual PBX service provider caters to a number of companies and hence utilizes multiple PBX systems with redundant components. They have the technical personnel to provide you uninterrupted 24×7 services.

With competition getting fiercer in almost all business sectors, it is critically important for a business enterprise to have an efficient communication system for it to stay and survive and grow. After studying various phone systems available in the market, it can be said without fear of contradiction that a hosted PBX virtual phone service is the best option for small and midsize business houses to optimally meet their communication needs.The hosted virtual PBX solution offers you numerous useful features compared to the old hardware based systems and more than that, it enables you to save a lot of money. Yet another huger benefit of virtual PBX system is that you need not invest in costly equipment and the maintenance and support is the responsibility of the service provider.

An incipient company can save upfront investment as no purchase of equipment is needed. They also need not the bother about maintenance of hardware. Assured of a reliable PBX service, an incipient company can focus on their core business activities.The scalability of a hosted PBX phone system is a major plus for an incipient company. You can expand the system as your business grows and this means that at any given point in time – you will be paying only for what you use. This can result in huge cost savings as there is no overbuying.By equipping your incipient business with a feature-rich PBX phone system, your customer calls can be handled in a professional manner. This type of PBX will also enhance your company image. This phone system will also improve your employees’ work output and productivity.

To help incipient businesses communicate effectively with their customers, PBX phone systems provide sophisticated features that are found in costly telephone systems used by big corporations. These include auto-attendant, automatic call distribution, call forwarding, voice to email, call conferencing, call waiting, fax to email, music on hold, caller ID and lot more.Incoming calls are attended by the virtual receptionist with recorded business greetings. Callers are presented with options like dial-by-name, dial-by-extension etc. The virtual PBX system adroitly manages several simultaneous incoming calls and performs call routing without sending out connection busy signals. In short, there is no need for you to employ a special receptionist/telephone operator as all these functions are fully automated.

Using the find-me/follow-me call forwarding option, calls to main business numbers can be answered on your cell phone or other landlines assigned as extensions. This feature enables your employees to work from anywhere. Calls that are not answered are instantly transferred to the voicemail system, enabling callers to place voice messages. This feature not only improves the overall communication efficiency but also ensures no incoming customer calls are missed.As stated earlier, to avail in full the capabilities of PBX phone systems Psychology Articles, it is not necessary to set up any expensive premise-based hardware. The service providers maintain the equipment at their site and PBX functionalities are offered through broadband Internet or telephone networks at reasonable monthly rent. The virtual PBX is totally versatile and the features and functionalities can be tailored according to the distinct requirements of a subscriber.

 

Audi A6 Features & Design

OVERVIEW ;

Audi recently introduced a special edition of its Audi A6 sedan to celebrate the sale of 6000 Audi A6 cars over a span of six years in India. The special edition Audi A6 executive class sedan is available in two engine options – 2.0 TDI and 3.0 TDI – at an introductory price of Rs 46.33 lakh onwards (ex-showroom Delhi). Audi has dropped the petrol variant from the A6 range but has announced that they will soon be launching the S6 which will sport the petrol engine. Keeping in line with Audi’s top down strategy, some key features from Audi’s flagship car – the A8 – are now available in the Audi A6. The special edition Audi A6 now comes equipped with Adaptive Air Suspension with Audi Drive Select, 4-Zone Air Conditioning, Rear Side Airbags, Bose Surround Sound System, MMI Touch, Comfort Key, MMI Remote Control, Front Co-Driver seat adjustment from the rear and LED headlights as standard.

DESIGN AND STYLE ;

The first impression of a car is the way it appears on the outside and for A6 it is definitely a charmer. It is not one of those delicate saloons that look flashy from exteriors; in fact the aggressive styling made to the exteriors further accentuates the robust essence of the sedan. The first look at the sedan will make you hopelessly in love with it, all thanks to the bold front facet.

The hood is wide and the two vertical hood lines flowing from the edge of windscreen to the radiator grille typifies the sporty character of the saloon. Use of chrome is done generously; the large pentagon shaped radiator grille featuring multiple chrome bars and the iconic four rings appears bullish. The chrome surround on the radiator grille renders it a neat finish. The agile Matrix LED head lights in front are inspired from the Audi A8. There are short creases on either end in-between the space between head lights and lower bumper.

Drop to the lower end of the bumper and you will notice fog lights, air intakes and a hint of chrome that looks sporty. Side skirts too have been modified, it gets sportier. View from side is relatively sober as compared to front. The chrome finished outside door handles are way too plush, while the outside rear view mirror has to settle with the body matching colour. It gets power folding and adjustable functions along with integrated turn indicators. The large wheels ornate by multiple spoke alloy rims perfectly balance with the metal mass above it. A thin chrome lining carefully outlining the window frame adds charm to the side profile. Moreover, the sharp beltline running from C pillar right to the edge of the hood spells command. Hop to the rear to notice new tail lamps, exhaust pipes, tweaked bumper and a chrome strip placed on the lower edge of the boot lid. A slide and tilt all glass sunroof lends exquisiteness to the saloon.

CABIN AND COMFORT ;

The 2017 Audi A6 has one of the best cabins in its class, with an attractive dash layout, excellent materials quality and solid fit and finish. The infotainment system controls a dizzying array of functions, utilizing a dash-mounted pop-up screen and a knob and buttons on the center console. The system boasts logical menus and crisp graphics, and the “MMI navigation plus” upgrade (standard on all except the base 2.0T Premium) includes USB integration and a touchpad that can recognize fingertip scrawls. It’s sophisticated, but we still prefer BMW’s iDrive or Mercedes’ COMAND for overall ease of use.

The upgraded MMI system can also serve as a 4G LTE mobile Wi-Fi hotspot for up to eight devices, and adds Google Earth data to the navigation system while providing a simplified Google search for POIs. The Google Earth feature is essentially form over function, however, as it can make the map more difficult to comprehend at a glance.

The A6’s front seats are supportive and comfortable, remaining so even on long trips. The spacious backseat offers more real-world legroom than most rivals. The A6’s 14.1-cubic-foot trunk is slightly below average for the segment, but we’ve found it generous in real-world testing, and the rear seatbacks fold and offer a pass-through when more space is needed.

ENGINE AND TRANSMISSION ;

The Audi A6 is available in an In-line 4 cylinder 2.0TDI engine and a V6 configured 3.0TDI engine. The 2.0 TDI engine has a front wheel drive while the V6 has the Quattro drive as standard. Even the transmission pack can be opted between the Multitronic and the S-tronic for different drive train.Even though this one is a luxury sedan which is primarily intended to spoil customers, the A6 succeeded in impressing us with its handling and suspensions quality. The power steering which features a new electromechanical drive makes it more convenient than the earlier models. The 2.0 TDI is not a performer at all but then when you strap yourself in the V6 motor, it is mayhem as it’s a lethal combination of massive size versus massive performance.

It features air suspension with controlled damping. This damping makes sure that the vehicle is very quick in adapting the suspension setup according to the terrain. It nullifies all the redundant forces acting on the vehicle.In the 2.0TDI, the engine gets enthusiastic only in mid range as initially the lag in the engine is strong. It takes time for the 4 cylinder unit to produce enough power to propel this business liner. The engine is very balanced and gets juicy at the mid level only. Post that it takes its own linear time to grow in the power curve. The 3.0 TDI is a very sporty motor and has a split character compared to the smaller unit. It flexes its muscle very quickly. Even though we had a brief encounter with the 3.0 V6, it indeed brought an evil smirk on our face.

RIDE AND HANDLING ;

As with most modern Audis, the A6 is a very easy car to drive. Yes, the steering does feel very light at high speeds but since these cars will be mainly used to doddle around town in, a lighter steering is indeed a boon. That said, it could certainly do with a bit more weight after a certain speed. The A6 is also a surprisingly easy car to look out of both in normal driving conditions and while parking. Of course, the rear parking camera and parking sensors are still pretty necessary in a car this big.

Thankfully, the Audi A6 rides quite well too. On most uneven roads, the A6 does tend to absorb bumps and uneven surfaces really well to a certain limit when it then tends to feel uncomfortable. The Audi A6 isnt a corner carving handling machine either. In fact, this large sedan does tend to feel a little leary around the bends and when combined with the light steering does feel a little floaty too. That said, we are grateful for the fact that the A6 comes with the more durable 245/45 R18 Bridgestone Turanza tyres as compared to the gripper but delicate Pirelli ones that you get on the A3.

SAFETY ;

The latest safety features of Audi A6 sedan ensure all-round protection for the passengers during critical situations, like fast braking and accidents. In order to shield the passengers from the impact of collisions, in the event of accidents, the dual-stage airbags deploy automatically. The standard safety features of the automobile include anti-theft alarm, Anti-lock Braking System (ABS), Electronic Stability Program (ESP) and “Servotronic”, for precise control at high speeds and effortless parking.

BOTTOMLINE ;

The new Audi A6 does all that a prospective buyer in this segment would look for and it simply excels in quite a few areas. The vehicle is very practical, offering tons of luxury with everyday usability. Not only does the A6 ride splendidly well, it also offers reasonably good handling and remains extremely surefooted at high speeds. Factor in the splendid performance from the V6 diesel engine and well crafted interiors and the new A6 immediately becomes the top pick in its segment.

 

Jaguar XE Facelift Test Drive

OVERVIEW ;

Jaguar XE is a premium compact sports sedan from the stable of Jaguar that comes with an elegant but powerful look. It has a sturdy build and is equally at ease in city roads as well as in uneven off track drive. The Jaguar XE images that the company released during Auto Expo 2016 shows an amazing designed car with commanding presence and style. It falls in the above 4-meter category and has remarkable features that give it an edge over its rivals in the market that are within this price bracket. Jaguar XE is available in two different trims; one of them is called the Jaguar XE and the other is called Jaguar XE 2.0L Petrol Pure2.0L Petrol Portfolio. This well-built sedan has a big 2835mm of wheelbase that allows it to seat around 4 passengers comfortably. The design of this SUV looks masculine and the comfort level of this car is on par with other such vehicles in this price category. Check Price of XE

STYLE AND DESIGN ;

The Jaguar XE, in the released publicity material and spy shots, looks exactly like the larger XF and the flagship XJ. This is a common practice among all the manufacturers partly due to economies of scale and partly due to the fact that it is easy for them to adapt a successful design across all their models to retain familiarity of product.

The Jaguar XE will get a smaller version of the XF’s massive chrome mesh grille complete with the leaping cat. Standard features are expected to be projector headlights, LED daytime lights and projector fog lamps. We even expect that the bumper will remain the same but with a higher ground clearance. Apply car loan for XE at Carzprice

The side profile is also similar to that of the XF in terms of roof line, flared wheels arches and the rake angle of the roof line both in the front and back. However, while the boot will have similar design elements as the XF and XJ-like tail lamp cluster and chrome strips, it appears to be far smaller (in relation to the larger cars). The rear bumper is expected to be a little sportier and will be complemented by dual exhausts.

COMFORT AND CABIN ;

The 2017 Jaguar XE’s cabin features an attractive, uncluttered dashboard with clean lines, but it lacks the sort of visual flair that made the original Jag XF and current XJ so special. Its quality also leaves a lot to be desired. Compared to what’s in its German luxury sedan competitors, the door trim looks and feels a bit flimsy, the trim that wraps around the dash is unremarkable, and the dash top itself is shiny and a bit coarse. Our test car also had more squeaks and rattles than usual, and in general, the XE’s cabin feels as if it belongs to a nice midsize family sedan rather than an entry-level luxury one.

Admittedly, opting for a non-black color scheme improves things as does opting for the range-topping R-Sport model that covers the dash in stitched simulated leather. It makes a difference. So too does the 10.2-inch InControl Pro touchscreen included in the Technology Pack. It has impressively quick processing speed, responds well to inputs, and its especially wide size makes it look modern and aids functionality. Some of its audio controls are a little tricky to figure out, but in general, the system works well. The same could be said of the base InControl touchscreen, but it’s smaller, slower to respond and has less advanced graphics.

In keeping with the segment’s sporty character, the 2017 XE feels snug and intimate from the driver seat. Controls fall readily at hand and the supportive driver seat should adjust enough to accommodate taller drivers. Unfortunately, such ample adjustment up front does take its toll on the backseat. The XE’s Audi, BMW and Mercedes competitors all have more spacious rear accommodations. And although the 15.9-cubic-foot trunk would seem to be among the segment-best on paper, in practice it’s a bit narrow and those of competitors are likely more useful.

ENGINE AND TRANSMISSION ;

The punchy nature of the engine is more in keeping with the XE’s sporty pretensions. The engine feels quicker than its 9-second 0-100kph time would suggest and kickdown acceleration is good too, though its rivals are faster still. The engine bunches up its power for release at 2000rpm and till 4000rpm, progress is strong. You can rev on and even hold gear at the 4900rpm limiter in manual mode but the eight-speed gearbox does such a nice job of things on its own, you’ll be happy to let it do its thing. In Dynamic drive mode, the gearbox gets the best out of the engine by selecting the ratio that keeps revs near the 2000rpm mark. Resultantly, there’s no delay in the build of power and the XE just lunges forward as and when you need it to. The XE also adapts well to a relaxed driving style. The gearbox keeps engine revs and noise levels low. It’s just that the engine isn’t as quiet as it ought to be. Throttle inputs are usually accompanied by a grumble from the engine and there’s a drone in the mid-range too. You just won’t get the same sense of calm in the cabin as you would in the beautifully insulated A4 35TDI, though a BMW 320d is noisier still.

It’s actually the 320d that the XE 20d can be best clubbed together. Both cars are designed to put the driver at the heart of the action. And like its petrol siblings, the XE diesel succeeds in this quest, and how. The steering is straight up incredible and there is a very natural balance in the chassis that makes the XE a joy to drive on curvy roads. Yup, we can’t wait to bring it head-to-head with a Bimmer either. Ride quality, again like the petrols, is really good too. There is a great balance between body movement arresting firmness and ride-enhancing suppleness in the suspension setup, and only on occasion will the XE thud and thump on our roads.

RIDE AND HANDLING ;

The ride of the XE is smooth. It has been tuned for better handling, but for India it has tweaked for better ride also. Drive on broken tarmac or even at high speeds. It irons out most of the road shocks for front and rear passengers making it extremely comfortable for the occupants. The handling of the XE is just fantastic. What makes it even better is the steering feedback. The steering wheel weighs up as speed increases. Most of the sedans in this segment now have electronic steering wheel that is extremely light and kills the joy for those who enjoy driving

SAFETY ;

The Jaguar XE got the highest safety rating, 5 star in the Euro NCAP test. It comes with the usual package of safety features which are more or less standard across the segment. The lightweight aluminium structure of the car is supported by high strength steel in impact areas which gives solidity to the car. The sales and service network of Jaguar is limited when compared to the German trio but they are expanding steadily. Yes, the current Jaguar owners haven’t been happy with the service quality but the Tata owned brand is committed towards customer satisfaction.

BOTTOMLINE ;

The all-new Jaguar XE is worth a look in the luxury small car class, but some rivals may better fit your needs, so be sure to cross-shop before you buy. The XE’s strong suit is its sharp performance, though you can get a similar driving experience behind the wheel of the BMW 3 Series. Inside, the XE has nice features, but it isn’t especially roomy, and there are some unappealing materials that don’t fit the luxury brand. The Audi A4’s cabin, on the other hand, feels premium and has generous space for all passengers.

Ford Figo Hatchback Overview

OVERVIEW ;

Hatchbacks are the most popular segment in India and for a long time, only a couple of brands were readily accepted in this high volume space. With the launch of the Figo, Ford’s India game plan took a drastic change for the better and the car brought the American automaker new customers, those who had never ever thought of owing a Ford before. The success of the first gen model is now set to go to newer heights with the launch of the all new Figo, a car that looks hugely promising on paper that we drove it all the way to one of the seven wonders of the world to see what it offers in the real world. Check On Road Price of Figo in Carzprice

EXTERIOR AND LOOKS ;

Talk about styling and this new generation Figo surely won’t disappoint. Ford has already launched the Figo Aspire which is actually the same Figo hatch with an additional boot, so all of you actually have a very distinctive idea about the new Figo hatch styling. Towards the front the new generation Figo, gets the same trapezoidal grille which looks quite aggressive while the dynamic and sleek styling is what sets it apart from the rest of its competition. Apart from the bold looking trapezoidal grille the hatchback also gets elongated headlamps up front as well. The side profile of the vehicle looks identical to the compact sedan. The top end Titanium+ also gets an impressive alloy wheels as well. While towards the rear the well proportioned tailgate with stylish set of taillamps enhances the overall appeal. What else helps in enhancing the overall appeal is the accentuated character line which runs through the lamp clusters and also gives us an idea of the overall width of this hatch. The bold shoulder line merges perfectly with the taillamps as well which helps in adding the sense of movement even when the hatch is not in motion.Trade in Your used car for Figo

INTERIOR AND SPACE ;

Just like the exteriors, the Figo and its Aspire sibling are near-identical on the inside as well. The only difference here is that the Figo cabin is finished in all-black plastics where the Aspire’s follows a richer dual-tone theme. Either way, you won’t mistake the cabin for anything but that belonging to a Ford’s, largely thanks to the familiar-looking dashboard. The basic-looking instrument cluster, busy centre console and elegant knurled dials for the climate control system are other things you are bound to notice. Top Titanium + cars get a digital (albeit old-school) readout atop the dash for Ford’s Sync infotainment system. Lower trim cars lose the screen, but instead feature Ford’s clever MyDock phone holder. It’s designed to hold phones of all sizes snugly and is a useful feature for those who frequently use their phone’s GPS systems for directions.

Visibility out the front is decent, but it would have helped to have reach adjust for the steering; the stretched-out driving position may not be to everyone’s liking. There’s enough space though, and the seats themselves are comfortable, if a bit soft. At the rear, there’s enough room for your legs and knees even with a tall front occupant; scooping out the front seatbacks has helped free up crucial space here. Aiding the feel of space are the large rear ◊ ∆ windows that give a good view out. As for comfort, the rear seatback is nicely reclined, but seat cushioning is a bit too soft and there are no adjustable headrests either.

Quality and fit-finish in the cabin are acceptable, but no more. You can tell Ford has cut costs and there’s a noticeable inconsistency between the textures on the plastics used in the cabin. The switchgear, though, works with a tactile and positive feel. What also works well are the small touches in terms of storage space and practicality. There’s the nook ahead of the gearlever (to stow away odds and ends) and the concealed pockets between the side of the dash and doors (useful for keeping your valuables in). Each front door can hold two bottles and the glovebox is decent-sized as well. Rear occupants won’t be as happy with storage spaces as there’s just a sole bottleholder for their use. On the positive side, the tail opens to reveal a sizeable 257-litre luggage bay. The rear seat back also folds forward, should you need more space. Unfortunately, the loading lip is a bit high and the boot floor is low, so you’ll have to lift heavy luggage more than you’d like.

ENGINE AND PERFORMANCE ;

Like its sedan sibling, the Ford Figo 2017 also comes with three engine options. A 1.2-litre petrol with 87bhp of power and 112Nm torque, mated to a five-speed manual transmission. The second engine is a 1.5-litre petrol that comes only with a six-speed DCT (dual clutch transmission). A dual cluch mechanism is a advanced automatic transmission and Ford was the first in India to introduce this technology in its segments, with the Fiesta. And lastly, the third engine is a 1.5-litre diesel that produces 98bhp of power and 215Nm of torque. This engine offers good performance and while there is a little turbo lag, it manages well with a strong mid-range. Its fits in well for a city as well as highway drive.

The diesel engine in the Ford Figo 2017 offers optimum performance with good fuel efficiency and is very usable too. The diesel is certainly the more powerful option and the good bit is there isn’t much lag that we generally notice in diesel engines, this makes it easy to drive in the city or even on the highway. Ford Figo 2017 is the most powerful diesel hatchback in its segment and there is sufficient power to drive it in the city or even the highways. Push the throttle and you can overtake with ease. It didn’t have that sudden rush of power when the turbo kicks in, it is more of linear increase improving the drivability.

RIDE AND HANDLING ;

An all-new B562 platform forms the underpinnings of the Figo and Figo Aspire. Ford have increased the ground clearance of this car from the outgoing version to now 174mm. The car rides well over biggerbumps, however, the smallerones do unsettle the vehicle a bit. The handling is typical Ford. Precise. The steering is light but weighs up decently at high speeds. The car holds its line well during hard cornering while the brakes themselves are sharp and shed speed rapidly without much fade. Stability on the Yamuna expressway where I drove the car was also impressive

BRAKING AND SAFETY ;

The Ford Figo has front disc brakes, while the rear are drums. The Figo’s ability to brake is good and this even has anti-lock braking system with EBD and ESP. This helps to enhance the braking capability and at the same time it is helpful to retain control of the vehicle.The new Figo is one of the most safest hatchbacks in its segment. Airbag is a standard feature across all variants and the Titanium Plus getting six airbags. There is ABS with EBD. ESP, reverse parking sensors, fog lamps, settles for all passengers

BOTTOMLINE ;

Compared to the first generation model, the Figo embodies plethora changes and good news is that these changes have bettered the hatchback. Exterior styling is in line with Aspire, similarities don’t end here even the interiors and engine choices are similar. The automatic option comes with a number of additional features missing in the rest of the line-up. Performance is not as good as one would expect but the other pros in the hatchback are good enough to make do with this void. Interiors are not just stylish but comfortable too in terms of space. With dual front airbags as standard and total six airbags employed for occupants’ safety, Figo has a cusp over rivals. Pricing is affordable which should also work in the vehicle’s favor.

 

Volkswagen Ameo Overview,Features & Performance

OVERVIEW ;

Volkswagen has been present in India since a few years now but it was just this year that they launched a made for India product with the Ameo. Within no time, the Ameo became Volkswagen’s best selling car in India, with its sales being more than all other VW cars combined. This was only with a petrol version on sale and now the Ameo’s popularity is set to increase further as the diesel model has been launched, available with both manual and DSG automatic transmission. We drive the car from Mumbai to Nashik and back to analyse how the updated diesel motor fares in the compact German sedan.

The Ameo is the first Volkswagen car tailor made for India and it competes in a segment where there is a lot of demand, hence pricing and value proposition remain important.

DESIGN AND STYLING ;

From the front the Volkswagen Ameo looks identical to the Polo. The bumper’s length has been reduced by 35mm to make space for the boot. Upto the C-pillar things remain the same. Then comes a new boot. From the rear, the Ameo looks more like the Skoda Rapid. The German automaker is looking at enhancing its reach with this new compact sedan. The wheelbase is the same as the Polo and there is no other difference, expect for a new boot and different colour options.

CABIN ;

The superbly appointed interior is back too, with VW’s typically restrained-looking dashboard and exceptional fit and finish. The long equipment list on this Highline trim returns, replete with a touchscreen, rear-view camera, automatic wipers, cornering lamps, cruise control, two airbags and ABS. In fact, those last two safety features are standard across the range. The DSG auto version additionally gets ESC and a hill hold function. Finally, the rear seat – it isn’t the most spacious, especially on knee room, but if your use is only occasional, it might be good enough.

ENGINE AND PERFORMANCE ;

The new Ameo TDI is offered with the same 1.5-litre turbocharged diesel engine as is the Polo and Vento. Only difference is in the larger turbocharger which has enabled the engine to deliver a tuned-up 81kW or about 110PS of peak power and a peak torque of 250Nm – that is quite impressive for a small car that weighs just over 1,150kgs. With the idling engine rpm level being about 800rpm and the redline starting at about 5,200rpm, the delivery of power and torque is perfectly tuned within the mid-range for power, and low-rpm range for torque. Peak torque kicks in as early as 1,500rpm and turbo-lag is quite minimal. The result is an eager performer for a car in the CS segment. The Ameo’s gear ratios have been spaced just right and from when you slip into first gear, there is enough room to work the gearbox through either a passive city driving cycle or an aggressive mix of cruising and over-taking on the highway.

While idling and when you are outside the Ameo, this four-cylinder still has the trademark diesel clatter, but step into the cabin and the good insulation package manages to cut out a lot of the noise. You can still hear the engine at cold start and at high revs. The manual gearbox is a clean shifting 5-speeder and can easily be your choice especially with so much low-end torque available to exploit. The 7-speed, dual clutch DSG automatic is another USP altogether in the Ameo. With so many buyers now preferring automatics, it is a good call to go with the DSG. But then this is not just another auto transmission, this is VW’s popular dual clutch gearbox. Shifts are quick and the gearbox is equally adept at offering shifts for economical, slow-paced driving as it is for aggressive, dynamic driving. You don’t get steering mounted paddles, though manual gear selection with the stick is possible. There is a sports mode too.

DRIVING DYNAMICS ;

The ride on the Ameo is on the stiffer side and the setup is able to absorb most bumps and imperfections without sending much back into the cabin. However, when you do hit a really deep pothole or bad imperfection the audibility of the suspension taking a beating is quite loud in the cabin. The slightly stiffer suspension setup provides decent stability at high speeds though the car tends to get flighty when encountering undulations at high speed and there is body roll when you go through the corners. However, one thing that Volkswagen has managed get right is the steering. It is precise, weighs up correctly and is an excellent tool for the ‘point and shoot’ style of driving.

BOTTOMLINE ;

The Ameo on the whole is a pretty nice car, especially when you consider the equipment you get for the money you pay along with the fact that it is a Volkswagen, and is thus a very well-engineered car. Volkswagen has learnt from its previous mistakes and is offering a bucket load features this time which adds to the Ameo’s value for money quotient.

Build quality and quality of materials used is pretty good, which gives the Ameo a more premium feel. What’s more, it is a familiar looking car though that’s something which works in its favour but could also be a bit of a turn off for some. Not a deal breaker though, especially since it drives well, has a good balance of ride and handling, and of course the fact that this car has been made specifically for India. A little thing to be proud of, no?

Porsche 911 Performance & Price In India

OVERVIEW

Porsche has launched the 2016 range of its legendary 911s and with prices starting from Rs. 1.39 crores (ex-showroom, Maharashtra) and Rs. 1.42 crores (ex-showroom, Delhi), you could almost call it a bargain, for what you get is something of a rare breed on this planet, a German with a sense of humour. The 911 family tree has remained majorly unchanged over the years, with the flat-six engine stubbornly remaining at the back. Nobody thought it would ever work, but fast forward to 2016, and these are one of the most sought after driver’s cars, known for their one-of-a-kind feel.

In a welcome move, Porsche has launched the 2016 line up of its 911s in India. The new line-up, like every other year sees minor tweaks and changes to get the 911 formula that much closer to perfection. The models that have been launched in India include the 911 Carrera Cabriolet, the 911 Carrera S, the 911 Turbo and the 911 Turbo S Cabriolet. All of these cars were showcased at the 2016 Detroit Motor Show. Get detail features, specs and price of Porsche Cars in Carzprice

DESIGN AND STYLE

Much like the rest of the 911 lineup, the GT3 was updated to the recently introduced 991.2 design. Needless to say, there isn’t a lot to talk about here since the update is more about nips and tucks, but most changes are noticeable. While the front fascia wears the same nose and headlamps, but bumper was revised with a big focus on aerodynamics. The intakes are significantly larger, while the side vents sport additional winglets for enhanced downforce.

It doesn’t appear as if Porsche modified anything on the sides, but the rear end gained new taillights and a redesigned diffuser. The light units are taken off the latest Porsche 911 and have a more angular design as well as a new LED layout. The diffuser isn’t radically different compared to the outgoing model, but the mild changes deliver optimized airflow. The carbon-fiber wings also sports minor changes, the license plate has a different shape, while the side air vents are significantly larger.All told, the new 911 GT3 isn’t that new, but I can’t say I was expecting major changes. Porsche rarely takes the revolutionary route on its cars, so it’s far from surprising that there aren’t many details to set the new and outgoing models apart.

CABIN AND COMFORT

The steering of the Porsche 911 is the typical three spoke Porsche steering. But this steering has no controls. The area is hollow. The volume and track changer is a knob extending at the lower right side of the steering. Just in front of the of the stick for scanning through the system. On the left there is a similar stick for cruise control. Behind all this are the chrome paddle shifts. The three pod instrument cluster are again typical Porsche. The A/C vents are rather simple and blend with the dash. The centre vents blend with the centre infotainment screen.

Below the vents there is a chrome strip that runs across the dash board and is really broad. There is more chrome on the door livers and around the front speakers that are on the doors too. The large screen for the infotainment is good but the icons seem old and not up to the current level of cars. Luckily this car has way less button than the likes of Macan, Cayman etc and leads to less confusion. These seats in spite of being extremely sporty are extremely comfortable. The Sports seats are comfortable and provide support even during performance driving. They come equipped with electric backrest adjustment and mechanical height and fore/aft adjustment. The seat centres are lined with Alcantara®.ISOFIX child seat preparation for the front passenger seat is available as an option and includes a deactivation function for the front passenger airbag. The Porsche equipment range of genuine accessories offers a selection of Porsche child seats specially tested and approved for Porsche cars. Get On Road price of Porsche 911 from Porsche Dealers in Hyderabad

ENGINE AND TRANSMISSION

Few engines have had as much to prove as this new 2,981cc, twin-turbocharged flat six does. In the Carrera it’s tuned to produce 370hp and 450Nm, but in the more potent Carrera S, it makes 420hp and 500Nm! These are, of course, far more significant numbers than what you’d get from the now defunct 3.4- and 3.8-litre naturally aspirated flat sixes, especially the torque figures, as is the case with most turbocharged cars. Even the performance claims – 0-100kph in 4.2sec and 3.9sec respectively are better than before. But all of this means nothing. No, in a 911, it’s all about the way the car sounds, responds, feels and makes you feel.

And I’m happy to report that it feels good. Fire it up and it sounds like a proper Porsche boxer six should (especially with the optional sport exhaust fitted), set off gently and it doesn’t feel laboured or strained. It feels naturally aspirated, and that’s the best compliment you can pay a turbocharged car. On the road, it’s comfy changing pace as we weave in and out of Abu Dhabi’s traffic, the quick and smooth seven-speed PDK dual-clutch automatic gearbox coping well with the random changes in throttle input. It’s very civilised and very comfortable, as the 911 has always been, but of course, we didn’t expect that to change.

RIDE AND HANDLING

All the wheels have been coupled with high performance internally vented and cross-drilled disc brakes that are further accompanied with four-piston aluminum monobloc fixed calipers. These brakes are integrated with anti lock braking system and Porsche ceramic composite brakes, which enables shorter braking distance even under race conditions. As far as the suspension is concerned, its front axle is paired with McPherson Strut and the rear axle is fitted with a Multi-link mechanism. This model series also comes with an electromechanical power assisted steering featuring a turning radius of 11.1 meters. Book a Test Drive for Porsche 911

SAFETY FEATURES

The car has full-sizeairbags for both the driver as well as the front passenger. Also, there are knee airbags for both of them. Porsche inbuilt Side Impact protection system (POSIP) as well as the head airbags protect you in every possible way. Three level automatic seat belt and remote locking are some of the other safety features installed.Talking about the breaking system the car has a 6-piston aluminum fixed monobloc calipers in the front whereas 4-piston aluminum fixed monobloc calipers in the rear end. With a brake disc radius of 380mm perfectly cross drilled and ventilated the car is in total control. An electric parking break is present alongwith pad wear sensors on every brake pad.

BOTTOMLINE

Needless to say, the new 911 GT3 doesn’t disappoint performance- and feature-wise and if the outgoing model is any indication, the 991.2-based coupe should be at least as exciting and popular with Porsche fanatics. I remember that last year I was thinking how cool it would be for Porsche to reinstate the manual transmission for the GT3, but I wasn’t really hoping it to happen. Well, it turns out I was wrong and I’m actually very happy that the Germans did the unexpected. The 911 GT3 deserves to continue with a manual transmission and I do hope that this won’t change with the next-generation model. Apply Car Loan for Porsche 911. Apply car loan for Porschs 911 at Carzprice

 

Jaguar F Pace Test Drive & Price In India

OVERVIEW ;

With Land Rover as a corporate sibling, the 2017 Jaguar F-Pace is targeted primarily at on-road performance driving, though all-wheel drive is standard and plenty of off-road electronics are shared between brands (for example, Rover’s Terrain Response twist-knob appears here as Adaptive Surface Response buttons). Engine options include a 2.0-liter turbodiesel good for 180 hp and 318 lb-ft, and a 3.0-liter supercharged V-6 available in two states of tune: 340 hp and 380 hp (torque peaks at 332 lb-ft on both). All are rated to tow 5,000 pounds. Jaguar offers the F-Pace in base, Premium, Prestige, and R-Sport trim specifications, with the F-Pace S as the range topper (at least after the 2,000 worldwide “First Edition” versions are gone). Each is unmistakably Jaguar in its style, stance, and road presence.

EXTERIOR AND DESIGN ;

One thing is for sure, the F-Pace screams out Jaguar from all the angles. The large grille on the fascia is the most obvious resemblance. The slim but aggressive LED headlamps are the other traditional Jaguar bits. There’s a slight bulge on the hood which makes this vehicle look aggressive. When viewed from the side, the rearward sloping roofline, the flared wheel arches, big doors and the plastic cladding at the lower section remind you that this is a big SUV. The rear end of the F-Pace is simply beautiful. The clean design approach, F-Type inspired tail lamps and rear windscreen transform the F-Pace from a gleaming metal body into a truly beautiful machine to look at. In short, the F-Pace is easily one of the most stunning creations in the world of SUVs.

INTEIOR AND CABIN ;

The interiors of the Jaguar F-Pace are pleasant and the dashboard has neatly stacked controls. The layout is driver-friendly and has a premium feel to it. The SUV gets a digital instrument cluster which different types of displays to suit your needs. The steering feels great to hold and is just the perfect size. The centre console gets a large touchscreen with the uConnect system. You also get a rotary gear knob that pops out when you turn on the ignition. You also get ambient lighting with a variety of colour options that can be toggled from the touchscreen. Just like Land Rover SUVs, even the F-Pace comes with power window switches on the window panes unlike the door pads on other cars.

The seating position is high up and the driving position is excellent. Frontal visibility is good but rearward view is a bit limited. The large ORVMs really help matters though. The front seats are a bit stiff but feel comfortable nonetheless. Space at the rear is also good with decent amount of knee room and good shoulder and head space. The panoramic sunroof also adds to the airy feel in the cabin. The AC does its job well but what really impressed us is the way the cabin cocoons you from the outside world with the splendid insulation.

The boot is well-shaped and can carry a decently good amount of luggage. However, the cover for the spare well is really thick and eats into space. In terms of features, the F-Pace comes with a Meridian audio system which is aural bliss, though the speakers did seem to create a distorted noise at higher volumes. You also get a 360-degree view from the various cameras installed around the car and that helps matters while parking in tight spaces since the F-Pace is quite wide. I also liked the valet option on the infotainment system which limits the functions of the car when you’re giving it to your chauffeur or a hotel valet. The headlamps are powerful and light up the road like daylight.

ENGINE AND PERFORMANCE ;

Driving around in city traffic, this SUV does the job without throwing a tantrum. With a light foot, the engine upshifts early and there’s ample torque lower down the rev range to potter around. It will build speeds in a relaxed manner while the passengers are cocooned from the outside world, inside the F-Pace’s cabin. Demand for aggressive acceleration in Sport and there’s a lusty gush of torque that makes it lunge forward riding a wave of boost. Once past 2,000rpm power delivery is smooth yet punchy all the way till 4,500rpm, after which progress is slow. The meat of the engine is its mid-range performance. Due to the 700Nm of torque available from 2,000rpm, overtaking fast-moving vehicles out on the open road is simply effortless and the engine doesn’t warrant a downshift too often either. For most scenarios the eight-speed gearbox does the job really well without the need for a manual intervention. However, use the paddles and the shifts aren’t as quick as the double clutch units or even the BMW’s ZF transmission. But in manual mode, you can hold on to a gear.

There are four driving modes to choose from – Dynamic, Normal, Eco and Rain Ice Snow which change the throttle response, steering weight and gearshift pattern to suit different conditions. In versions equipped with adaptive dampers (First Edition), their stiffness is electrically controlled too. To extract the best out of the engine and gearbox, engage the Dynamic driving mode and the gearbox in Sport mode and watch the performance liven up even more with the speedo needle going past high speeds with a blink of an eye.

Another outstanding feature is this SUV’s ride and handling. It’s a performance SUV but there’s no hint of underlying stiffness to the suspension and it irons out the rough stuff in a very mature manner and the faster you go, it gets better. This is also the ideal SUV in which you’d attack a good set of corners and you are assured of a wide grin at the end of it. Out on a twisty section of road is where this SUV shines. Grip levels are great thanks to the stiff springs, all-wheel drive system and the fat 255 section tyres, which encourage the driver to drive fast around corners. The car is capable of carrying incredibly high speeds through bends. If the speed of the vehicle is too high while tackling curves, the torque vectoring system will independently apply the brakes to either or both the inside wheels to reduce understeer and hold the line better. There is some body roll but for an SUV this tall, but it’s actually very well controlled and the sharp and precise steering only adds to the brilliant driving dynamics of this car. RIDE AND HANDLING ;

Jaguar will tell you all day long that the F-Pace is a ‘performance crossover’ infused with technology and ability borrowed from the F-Type. That’s a load of cobblers. Yes it has the same suspension layout as the F-Type, and a similar name, but this is a large SUV that size-wise sits somewhere between the Porsche Macan and Cayenne (although at 1,861kg it’s 80kg less than the equivalent Macan, thanks to its snazzy all-aluminium platform).

Body control is tighter than any Land Rover model, but let’s not pretend it changes direction like an F-Type – that’s physics. Dial back your binary inputs and drive briskly, not manically, and it responds with slick, balanced movements. Ultimately, its safe zone is fast, open roads where it gobbles up big mileages in supreme comfort. Naturally, the big V6 diesel and petrol are appealing, but this is also the best home yet for the 2.0-litre Ingenium engine.

SAFETY AND SECURITY ;

The Jaguar F-Pace hasn’t yet been put through Euro NCAP’s stringent safety tests, so we can’t tell you how it might protect you and your family in an accident compared with other large SUVs.

However, automatic emergency braking is on hand to help your avoid a shunt in the first place, as is a lane-departure warning system. On the options list you’ll find blind-spot monitoring and reverse traffic detection. The latter alerts you about moving vehicles when backing out of a parking space or your driveway.

Lane keep assist, which can actively apply steering inputs to keep you in your lane on the motorway, and a driver tiredness monitor, are available as an option.

BOTTOMLINE ;

The F-Pace’s best attributes have to be the purity of its design and its sporty handling. Yeah, it looks too much like the other Jags, but that is desirable, and it is still a tough task for a designer to come up with a design that stays true to its lineage. Starting from ₹68.4 lakh, Jaguar has chosen not go with an aggressive pricing strategy, making the F-Pace more expensive than some of the German competitors in the same size class The top-end First Edition variant is priced at ₹1.12 crore.

Jaguar is a late comer to the SUV/ crossover party, and there are probably a few Jag fans shaking their heads disapprovingly about the F-Pace. But who expected Porsche’s SUVs to be doing so well when the German sports carmaker launched its first such vehicle in the Cayenne.Book a test drive for Jaguar F Pace in carzprize

 

Hyundai Elite i20 Review,Equipmets,Specifications & Price In India

OVERVIEW ;

Hyundai has updated their premium hatchback offering the i20 for the Indian market. There is no doubt that the Elite i20 hatchback attracted a lot of attention when it was launched but the sales figures dipped south when Maruti introduced the Baleno in India because it offered the better package at that price point. But Hyundai is unwilling to leave the competition yet and thus decided to updated their current premium hatchback.

Although the changes are subtle both inside and outside the additional equipment now added to the hatchback surely has made the current hatchback a better value for money product for certain. So without any further due let’s get straight to the point, shall we?

DESIGN AND STYLE ;

The Hyundai Elite i20 2017 has been one of the best looking hatchbacks in the country. Its looks have been its USP and attracted many buyers. The Fluidic Design 2.0 in the Hyundai Elite i20 2017 makes it look fresh and premium in styling. Car buyers have picked up the Elite i20 mainly due to its styling. The aggressive look with the sleek front grille and the hexagonal lower grille are unique. The pulled back headlamps sleek and thicker towards the side. They extend upto the fenders. The large fog lamps are glamorous. From the side too the Hyundai Elite i20 2017 looks premium, specially with the blacked out door pillars. The alloy wheels are smart and contribute to the overall styling.

The Hyundai Elite i20 2017 tail lamps are another talking point. It seems inspired from the Alfa Romeo Giuletta but looks very handsome. The Hyundai Elite i20 2017 is a car design that mostly nobody will dislike . Its quite a masterpiece that doesn’t just do the job. The Hyundai Elite i20 2017 also gets projector headlamps and DRLs, which weren’t there on our test car. This update came in a bit later after Maruti Baleno was launched. The Dual Tone variant offers black roof on the Red and White colour options.

CABIN AND COMFORT ;

Step inside the cabin and the first thing to notice is the beautifully layered dashboard with beige and black colour tones. The design of the dashboard is driver oriented which makes you feel connected to the centre console. The design of the three-spoke tilt and telescopic steering wheel can also be seen on the Grand i10 but this one has a different layout of controls and chrome outlining on the horn pad. The instrument cluster is neat and falls easy on the eyes with analogue tachometer and speedometer having digital temperature and fuel gauge on either side. The party piece of the instrument cluster is the MID screen in the middle that displays a host of information you can’t think of for a car in this segment, no wonder Hyundai calls it supervision cluster. It has steering position reminder so that you are aware of the wheels before you start moving, you can set your service reminder, it also has parking sensor display, doors open/close display, settings for auto unlock, dual tripmeter, gear shift indicator and much more. However, instantaneous fuel consumption, distance to empty and average fuel consumption is shockingly missing.

The electro-chromatic rearview mirror gets a neat display for rear parking camera with steering adaptive guidelines. There are anti-pinch power windows as well that automatically fold down if obstacles are detected. You have keyless entry with push button start so keep the key in your pocket, press the request sensor on the door handle to lock/unlock the car and push the button to start/stop the engine. The AC vents are positioned ergonomically and the steering doesn’t obstruct the air flow for the driver. Automatic climate control works smoothly and chills the cabin within no time. The centre console has a serene uncluttered design and each button and control are placed ergonomically. The big letdown though is the tiny digital screen in the middle. Buyers nowadays expect a fancy touch screen with a whole lot of drama inside for a high-tech infotainment experience. Nevertheless, the Elite i20 comes with a 2-DIN audio system with CD, AUX, USB and Bluetooth connectivity and additionally 1 GB of internal storage space. It has 4 speakers with 4 tweeters and the audio quality feels quite crisp and rich. The Bluetooth can stream calls and music from your Smartphone and all the audio and supervision cluster controls can be found on the steering.

The central locking button is placed in the middle of the centre console just above the hazard lights but sadly there is no speed sensing auto door lock. So you have to reach the button every time you get going. There are two 12V sockets placed on the lower end of the centre console. The newly designed gearknob feels good to hold with rich materials. The quality, fit and finish is superb and has further improved quite some notches above the outgoing model. The plastics have a smooth touch, controls and switches have tactile feedback including the stalks that are a pleasure to use. Speaking of stalks, it now has lane changing one-touch indicators and auto-headlamps with escort function but sadly no rain sensing wipers. The seats at the front are very comfortable that have good back and neck support with ample under-thigh support. The driver’s seat is height adjustable with good flexibility. The driver’s foot-well is well spaced out featuring a dead pedal.

At the rear you get generous legroom, which has improved because of the longer wheelbase. The seatback angle is comfortable, you have height adjustable headrests and the back support is good along with ample headroom but on both the extreme sides you don’t have thigh support because there is a gap between the seat and door pad. Three abreast can sit easily with an almost flat floor, rear AC vents work well to keep passengers comfortable at the back but the rising window line could make short people claustrophobic. There is enough storage space for everything to fit in the right place. There are cupholders in the front, ample door pockets, ticket holder in the centre, space in front of the gearlever for phones and iPods, front arm rest storage, sunglass holder on the top, rear seatback pocket but only behind the passenger seat and cooled glovebox which is generous in size. The 285 litres of boot space is accommodating but a tad smaller in size (reduced by 10-litres) compared to the previous i20 but you have 60:40 split seats at the rear for better flexibility.

ENGINE AND TRANSMISSION ;

The i20 diesel comes with the same 1.4-litre, common-rail engine as the previous i20. There’s no change in power (89bhp at 4,000rpm) or torque figures (22.4kgm at 1,750-2,000rpm) either. The six-speed manual gearbox has been carried forward too, albeit with slightly shorter third, fourth and sixth gears to aid drivability. Engine refinement is good with a quiet idle and a subdued clatter being the only sound from the engine bay to keep you company in slow urban commutes. You don’t need to rev the engine very hard to get the best out if it because power comes in nice and early, and this is followed by a gentle surge after 2,000rpm. You’ll also seldom find the need to pass 3,000rpm to get past slower traffic. If you do so, you’ll find the engine quite loud on its climb to its 4,900rpm limiter. While not the most enthusiastic of performers, the i20 diesel makes a strong case as a car for city driving. Helping in no small measure here are its smooth-shifting gearbox and adequately light clutch. A light, if somewhat snappy clutch, and easy gearshifts are some of the traits you’ll find in the i20 petrol too. While power and torque outputs are unchanged from the earlier i20, the 82bhp, 1.2-litre motor has been re-tuned for better bottom-end responses. The engine does feel better than before but it’s still not the liveliest at low engine speeds. However, things get progressively better as you rev harder. The i20 petrol builds speed quickly and revs quite readily past 6,000rpm. Just don’t expect it to excite you.

RIDE AND HANDLING ;

It was a weak zone for the phased-out Hyundai i20, and people were hoping that Hyundai pay attention to this aspect and come out with a better option. The Elite i20 comes loaded with a tilt and telescopic steering with a motor-driven (electric) power steering wheel. It is lightweight, which makes it easier to operate, and maneuver the hatch through narrow and congested streets. Hyundai i20 Elite uses McPherson Strut with Coil Spring in the front suspension while the rear suspension features Coupled Torsion Beam Axle with Coil Spring. The diesel engine is mighty powerful as it reaches the 0-100 kmph mark under 14 seconds while clocking a top speed of 165 kmph. The petrol motor is also performance oriented as it achieves the 0-100 kmph barrier in 15 seconds with a top speed of 145 kmph.

SAFETY ;

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

BOTTOMLINE ;

Hyundai definitely have a finger on the pulse of the Indian buyer, they very effectively know just what it is the market demands and are responding with highly emotional products. The only emotions they aren’t touching are the ones that enthusiasts bear, so if you are looking for a hot hatch and the i20 definitely looks the part, this is not the car for you.If you want a smooth effortless and feature rich product then the i20 ticks all the right boxes. I am impressed but only so much, I want the European spec with more power and better dynamics but that’s me. For the general populace, this is a superb car though I do feel Hyundai should have priced the higher variants a bit more competitively. They would have taken a hit but would have gotten an immensely stronger customer base. Superbly finished, good looking with a great drivetrain and refinement, a list of features to put the competition to shame, the i20 can go on to achieve great things for Hyundai. It’s definitely an evolutionary product and one that will either take the competition back to the drawing board or offering massive discounts. Either way, it’s something that will earn you your neighbour’s envy for a long time to come!

Skoda Kodiaq Price,Equipments,Interiors & Transmission

OVERVIEW ;

A big SUV which looks premium, is elegant and classy, also feature loaded. Yes, we are talking about the new Skoda Kodiaq, which has recently been launched.How different is this SUV? Does it justify its price? We take this big SUV for drive around the beautiful locales of Kovalam, Kerala and share our view of it. Read further to know more.Skoda Kodiaq is the latest SUV from the Czech manufacturer, which has been globally launched. It is big in size but it doesn’t appear to be. Especially when you compare it to its main competitors – Ford Endeavour and Toyota Fortuner. Its proportions are quite compact, however it manages a good road presence, because its styling is crisp and impressive.

DESIGN AND STYLE ;

Skoda has always been on the money with their timeless designs. The Kodiaq follows down that path as well, and is about clean lines and cuts. While we have been fed a steady diet of brawny and flashy SUVs like the Toyota Fortuner and Ford Endeavour, the Kodiaq feels suave and understated. In fact, it feels more like an overgrown estate on stilts, but in a way that is pleasing to the eyes. The Kodiaq has to be the best beneficiary of Skoda’s new ‘crystalline design’ theme, which covers almost all of their current lineup in India.

When viewed from the front, Skoda’s large ‘butterfly’ grille takes centrestage. It is flanked by a pair of headlamps that look similar to the Superb’s crystalline ones but are sleeker in profile. And those DRLs streaking across the length of the headlamps are bound to get noticed before the rest of the car. The tail lamps too are similar to the Superb but feature a more aggressive shape. Indian sensibilities come in the form of a unique plastic sleeve that wraps around the edge of the doors when the door is opened. This saves the doors from dings and scratches when they’re opened in tight spots. There are also two compact umbrellas that slide into a hole in the front doors. It is a fantastic addition considering the unseasonal monsoons we Indians have to contend with nowadays. Yes, the umbrella slots have drainage channels too, that evacuate water from a wet umbrella.

Overall, the Kodiaq brings a sophisticated styling package to the segment. It may not have the imposing presence of its direct rivals but offers a more tasteful and mature appeal.

CABIN AND COMFORT ;

Where all that exterior girth pays off is on the inside. Skodas are known for their cabin space, and this one carries that torch beautifully. The middle row can be slid back and forth a long way, and even pushed all the way forward, there’s enough place for most to sit without scuffing their knees. Slide them back and you’ve got as much, if not more, space than a Superb. The middle row doesn’t tumble forward like in the new Toyota Fortuner (they only slide and fold), but access to the third row isn’t too bad as the whole car is a bit lower. Of course, with the middle row pushed all the way back, the third row is a bit tight on space, but you’d be surprised at how much kneeroom you can liberate by pushing it forward only a little. What’s more, even with the third row up, boot space is pretty reasonable – if not very tall – and you can get a full-size suitcase in there with no problem. With it down, of course, you could very well move house. There is a five-seat version of the Kodiaq too but, understandably, Skoda is only bringing the seven-seater to India.

As we’ve seen with the new Superb and even the Octavia, some of that solid, luxurious feeling from the last generation of Skodas is missing from today’s cars. They’re still very well put together, but the plastics and trims just don’t feel as rich or special as they used to. With the Kodiaq, Skoda has alleviated this to a great extent by adding some much needed character to the dashboard. It’s nice and chunky, befitting the SUV, with tall vertical AC vents and thick slabs of textured trim. The rest is quite familiar, with the same AC controls, steering wheel and switchgear as most modern VW Group cars. A standout feature is the eight-inch touchscreen, which now uses capacitive, rather than physical, buttons.

Staying with the touchscreen, the Kodiaq’s full equipment list reads like a treasure trove of cool gizmos, and we can only hope Skoda India ticks as many of those checkboxes as possible. Apple CarPlay, Android Auto, SmartLink, 360-degree cameras with a ‘virtual exterior’ view (like we saw in the new BMW 7-series), adaptive cruise control, park assist, a powered tailgate, a massive panoramic sunroof, lane-keeping assist, blind-spot warning, Qi wireless phone charging, three-zone climate control, emergency assistance, pedestrian detection, traffic sign recognition and an on board WiFi hotspot. Phew! And on top of that, cool little features include a magnetised flashlight that you can stick onto the car to help with, say, a puncture repair at night, there are charging facilities via 12v sockets, USB and even a 230v plug, and finally, little rubber protectors pop out to cover the door edges from scuffing when you open the doors, and hide away when you close them.

ENGINE AND GEARBOX ;

The Kodiaq will be available in India with two engine options — a 180PS 2-litre petrol and a 2-litre turbodiesel. The diesel is available in 150 and 190PS states of tune, but India is likely to get the 150PS version first as it is Euro 6-compliant while managing to deal with poor fuel quality. Irrespective of fuel type, at the time of launch, we will get seven-speed dual-clutch automatic gearboxes and all-wheel drive hardware. The petrol engine is smooth, ambles calmly and breaks into a trot effortlessly as there is enough torque available even under 2000rpm. It would make for an easy going companion on the daily commute. If you like to drive at a faster pace, you will have to use the revs, as there is a bit more zing after 2600rpm. The engine continues to pull ahead with determination even as you go past 4000rpm, and the dual clutch gearbox lets you go up to 6200rpm before shifting up. The gearbox is reasonably quick and you have paddle shifters for greater control. It is a quick enough motor but seems in its element when driven at a sensible pace, and cruising on the highway is a stress-free affair.

The 150PS diesel also proved to be good for everyday usage for most city dwellers. It is quick to respond even at low speeds, with torque building smartly from about 1700 rpm. The engine pulls well past 3000rpm, however, at higher speeds it didn’t have the punch of the 190PS diesel. On the flip side, the 190PS version doesn’t have great low speed drivability, and the gearbox feels a little less eager to change gears here. The Kodiaq also offers different drive modes: Eco, Sport and Normal – these adjust the responsiveness of the gearbox and throttle to suit the need.

RIDE AND HANDLING ;

Skoda has got the tuning of the suspension spot on! The Kodiaq offers a supple and the pliant ride over broken tarmac and the bump absorption ability is pretty good too. The steering unit too is light and responsive, making driving in the city a breeze. It is not the best of handlers, thanks to its length, but it isn’t cumbersome either. Enthusiastic driving is not its forte and neither is Skoda claiming such. It is a relaxed SUV and the driving characteristics are such.Book a test drive for Skoda Kodiac.

BRAKING AND SAFETY ;

There are disc brakes at all four wheels that reduce the car’s braking distance quite significantly. The car comes loaded with safety features, and you get 9 airbags that prevent passengers in an event of collision.

Other safety features include ABS, EBD, ASR, TCS, ESC etc. that further enhance the safety net for the car’s occupants.

BOTTOMLINE ;

The Kodiaq benefits from Skoda’s expertise in making cars that are engaging to drive. With its powertrain, firm suspension setup and responsive steering the Kodiaq is engaging to drive while being comfortable. Interior space is abundant and it comes packed with a very impressive feature list too, while feeling solidly built. It isn’t too large but looks big and very impressive, particularly from the front, though I wish the rear echoed the butch feel offered by the front end. That said, the Kodiaq is packaged well as a seven-seater premium SUV. When launched, we expect it to cost just under the 35 lakh rupee mark.

Skoda Kodiaq Style 4×4 Ex-showroom Price is   34,49,501/- and On Road Price is   40,65,451/- in New Delhi. Skoda Kodiaq Style 4×4 comes in 4 colours, namely Lava Blue,Moon White,Quartz Grey,Magic Black

Jeep Grand Cherokee Overview,Interior,Exterior,Performance & Price In India

 

OVERVIEW ;

The Jeep models have the worldwide recognition for its high performance SUV with luxury and the perfect off-road capability.The Jeep Grand Cherokee specifications have a great combination of high torque engine and the drive train with advanced traction management system. The interior fit and finish are enhanced with natura plus leather and real open-pore wood trim. The entertainment system with U-Connect 8.4-inch touchscreen and the instrument cluster with 7-inch multi view display are featured as a standard.

DESIGN AND STYLE ;

The Grand Cherokee Summit certainly stands out against other Grand Cherokee models. The front fascia has a much lower approach angle, features chrome accents and the center-mounted radar unit for the cruise control system. The upper grille is familiar, but treated to chrome rings and chrome mesh inserts.Along the side, chrome trim runs along the rocker panels, around the windows, and resides atop the mirrors and roof rack. The 20-inch, 20-spoke polished aluminum wheels bring a more upscale look to the Grand Cherokee, giving it a premium appearance.Around back, chrome trim lines the bumper’s top edge, while bright trimwork resides around the reverse lights. Hexagonal, chrome-tipped exhaust outlet protrude from under the bumper, finishing off the high-end look.

CABIN AND COMFORT ;

When one steps inside a Rs. 1 crore plus car, they expect the quality of every material around them to be of the highest grade. Sadly though, this is not the case with the Jeep Grand Cherokee SRT. Although the interior layout is nice, most wouldn’t like the use of lesser materials all around. If someone asked me the two elements which I liked about the interiors, those would be the front seats and gear lever. The front seats offer excellent support and no matter how hard you push the car, they keep you in place. The gear lever gives one a typical American car feel which is much appreciated.

However, if someone asked me the bits of the interiors which I hated, there would be plenty. Firstly, the presence of hard plastics all around bugged me to no end. Then comes the instrument cluster which simply put, doesn’t befit a car of this stature. The infotainment system touchscreen is adequately sized but the system isn’t fluid enough like that of its German rivals. The American car maker has ensured that the sound quality isn’t compromised and the SRT is equipped with nine speakers and an amplifier. A 19-speaker Harman Kardon system is an optional extra and takes the audio experience to a new level altogether.It is a known fact that American car makers concentrate more on the engine and external looks while putting together interiors which are just about adequate. However, over the years, these companies too have realized the importance of plush interiors. To put things into perspective, Ford has greatly improved the quality of interiors in the Mustang which has led to a huge rise in sales globally. Jeep could have taken a leaf out of Ford’s book and provided the Grand Cherokee SRT with interiors it truly deserves.

ENGINE AND GEARBOX ;

The Jeep Grand Cherokee runs a 3.0-litre V6 diesel that has been designed by VM Motori of Italy which is partly owned by Fiat. The engine has similar specs to the competition with 240PS and 580Nm of torque on offer. It has a smooth refined quality but with a nice burble (for a diesel) when you rev it. It’s all about the strong bottom and mid-range shove here, and there’s no point going beyond 4000rpm. The 8-speed ZF transmission is nothing short of excellent and always has the right gear handy while being smooth and imperceptible. You can shift using the steering-mounted paddle shifters, but the box is so good that there’s really no point in a hefty diesel vehicle like this. This Jeep weighs 2.4 tonnes but the combination of a diesel engine and a smart gearbox meant we got a decent 8.8kmpl in city and 12.8kmpl on the highway. A 93-litre fuel tank translates to an impressive range of over 900km if driven carefully. Nevertheless, performance is brisk with an 8.3 second run to 100kmph, strong in-gear acceleration and a top speed over 200kmph. Braking performance is reassuringly strong and the hefty machine grinds to a stop in an short 42.6m. Brake feel is good and theres strong and progressive bite that adds further confidence to the experience.

The Grand Cherokee feels like a very accomplished package both on and off road and that’s probably because underneath the skin it’s based on a modified 2012 Mercedes-Benz ML-Class platform. The Summit we are driving is the top variant available and rides on air suspension. High speed ride on smooth roads is fantastic with an unruffled and isolated feel from the road that you only associate with very high-end vehicles. There’s strong, confident performance from the brakes as well. The Grand Cherokee is, however, an off-road vehicle at heart and there is some pitch and roll when you start to push it. It also doesn’t seem to handle higher speeds on rutted roads as well as its German competition. The electrically assisted steering offers good feedback when you’re off road, but tends to follow the breaks and undulations in the road surface at speed requiring you to make corrections. The Grand Cherokee, however, comes alive once you get off the beaten path. The air suspension can raise the car by up to 66mm, while the Selec-Terrain traction control system sets up the power delivery depending on whether you’re driving in snow, mud or over rocks. We never had to but you can also engage the low ratio transfer case via a small button to get through the really tricky stuff. Most people won’t use this Jeep the way it was intended to, but rest assured it can handle almost anything you throw at it with complete ease.

RIDE AND HANDLING ;

Like we do in our other reviews, we weren’t able to ride the vehicle personally. But we did unveil a lot about its inner infrastructure, and we can’t say we weren’t impressed. A steel suspension is present for two of the lower end variants, while an active damping suspension is present for the top end trim. A conventional front axle differential, along with a conventional rear axle differential has been equipped onto both arms of the chassis, helping to further bolster stability and handling. An electro-hydraulic power steering system augments the handling, and we hear that the steering response is just as clean as a driver could want it to be. Its rugged composition is sure to relieve occupants of the regular road hassles that come from potholes and other road anomalies. Passengers on the inside could feel occasional hitters with the more punishing road formats found in our country, but the overall ride quality is said to be okay. As for the braking part, 4-wheel disc brakes help to ease out the halting and cornering process, ensuring that you meet little strain during tighter situations. A low level of body roll is naturally expected, given the vehicle’s bulky size, but we’re confident that conventional Indian audiences can take it without breaking a sweat.

SAFETY AND SECURITY ;

Jeep has armed Grand Cherokee with plethora safety and security equipment such as 3-point centre rear seat belt, 4-wheel traction control, active head restraints, advanced multistage front airbags, cargo compartment cover, child seat upper thether anchorages and cruise control. A bunch of other primary features available on the SUV includes driver inflatable knee-bolster airbag, electronic rear limited-slip differential, hill descent control, hill start assist keyless entry, LATCH ready child seat anchor system, park-sense park assist system in front and rear, Parkview rear back up camera, rain brake support, ready alert braking, remote keyless entry & proximity keyless entry, sentry key theft deterrent system, supplemental front seat mounted side bags and side curtain airbags and trailer sway damping.

BOTTOMLINE ;

Jeep’s introduction of the Grand Cherokee to our Indian market via the CBU route meant that it had to sport an eyebrow raising price tag ranging from Rs 97.8 lakh to Rs 1.08 crore, for the ‘Limited’ and ‘Summit’ variants. Jeep’s task here would be to market their vibrant legacy to an extent where our Indian consumers could eventually warm up to their products. And how well will this fare? It looks like only time will tell.