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


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?


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.


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.


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.


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.


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.


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


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.


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.


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.


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.


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.


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.


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



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.


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.


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.


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.


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.


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.


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.

Maruti Suzuki S Cross Mileage,Interiors,Exteriors,Performance & Test Drive


Maruti Suzuki India Limited has launched the all new S-Cross in India and has priced it at Rs 8.49 lakh (ex-showroom Delhi). The S-Cross facelift will be available in four variants- Sigma, Delta, Zeta and Alpha and it comes with a reworked body styling and some new features making it a better offering than before. Maruti Suzuki has worked quite a lot on the S-Cross facelift and the company, along with its suppliers, has invested over Rs 100 crore towards development of the new car because of which it comes with over 95% localizat ion. The new S-Cross facelift will continue to be retailed via Maruti’s premium dealership chain – Nexa and like the current Nexa products will boast some new premium features. For instance, the updated Maruti Suzuki S-Cross will come with an all-new face dominated by a new chrome grille and a pair of redesigned headlamps. Projector lights with LED DRLs, new beefier front bumper with a wider airdam, and restyled foglamps are some of the new addition we’ll see. The Maruti Suzuki S-Cross facelift will also feature a sportier set of alloy wheels and redesigned ORVMs with integrated turn signal lights. The top-spec model is likely to get LED taillamps, while there will be a revised rear bumper as well.


Designing has been a bit of a sore point of the S-Cross as it resembles a crossover and not an SUV. The facelift comes with a bigger 10-slat grille and larger headlamps which make the car look butch, on the side there’s cladding which further enhance the car’s appeal. On the back you get LED elements however housing remains the same. This time around, you also get wider tyres that provide better grip and improve the handling somewhat.

Maruti Suzuki S-Cross images reveal its low profile and low ground clearance which give it a crossover-like stance. Front, in particular, bears resemblance with the dated SX4 sedan no more available in India. A set of projector head lights infused with LED daytime running lights is the first thing you would notice. Radiator grille in front comes with 10 vertical slats. Lower bumper comes equipped with fog lights surrounded by dash of chrome elements. The black cladding present all around lends the requisite sporty appearance. Side view is impressive. The SUV doesn’t seem to be under-tyred and the creases ascend from front to rear, stretched up till the tail lamps. Window frame gets four glass parts. The outside door handles and rear view mirrors are painted in body colour. ORVMs get integrated LED turn indicators and can be adjusted electrically. The 16-inch alloy wheels feature multiple spokes. Roof rails are equipped atop but they are not functional. Rear is impressive; the angular tail lights are striking while the integrated rear spoiler looks sporty. The M symbolizing Maruti has been dropped, featuring Suzuki’s S. Besides, a rear wiper, reflectors at the bottom of black bumper and a hint of silver insert ornate the rear profile. Maruti Suzuki S-Cross Color options include Nexa Blue, Caffeine Brown, Granite Grey, Premium Silver, Pearl Arctic White and Maruti Suzuki S-Cross variant options include Sigma, Delta, Zeta and Alpha.


The interiors are quite familiar and largely carried over, and, though there are more soft-touch materials, the overall cabin feels quite plasticky and lacks the luxury quotient of cars in this price bracket. The touchscreen display is the same, but it now supports both Apple CarPlay and Android Auto. We had a go at the latter and found it nice to be able to use the phone functions from the car’s screen; but the system is a bit slow to respond. On the top two variants, the dashboard uses a new, high-gloss piano-black treatment and also gets some satin-polished chrome trim. If you opt for the top Alpha variant, you’ll get leather upholstery as well.

The front seats are comfortable and supportive and the driving position is quite adjustable thanks to rake and reach adjustment for the steering wheel. The rear remains quite spacious and comfortable, but passengers at the back will miss having AC vents. The 375-litre boot houses an additional 12V power outlet and is large enough to hold luggage for a short vacation. The seats fold flat in a 60:40 split, allowing you to further increase space as needed.

The S-Cross has a good feature set in the top model, including auto headlamps, rain-sensing wipers, cruise control and more. The switchgear is shared with most Maruti products and you don’t get the lovely full-colour multi-information display from the Baleno. Buyers at this price point will have liked the option of a sunroof too. Happily, the S-Cross now offers dual airbags, ABS and rear Isofix mounts as standard on all variants. The vehicle has been tested at Maruti’s state-of-the-art R&D facility at Rohtak and the company says it is fully compliant with the upcoming safety regulations, including frontal offset crash, side impact and pedestrian safety.


The Maruti S-Cross was launched with two diesel engines earlier, both sourced from Fiat, one being the 1.3-litre unit which needs no introduction while the other was the 1.6-litre unit that belted out 120 BHP and 320 Nm, it was quite a fun motor but being imported, was costly. Maruti has now ditched the big 1.6-litre oil burner and the S-Cross is now only available with a 1.3-litre engine.

Better known as DDiS 200, this motor, as you guessed it, produces 200 Nm of torque and 89 BHP of power. Changes have been made to this engine, it now gets SHVS aka Suzuki’s smart hybrid tech along with engine stop-start, brake energy regeneration and an integrated starter generator motor which has a mild torque assist function, thereby improving acceleration slightly. The most obvious benefit is a boost in fuel economy from the previously claimed 23.65 km/l to 25.1 km/l.

The 1.3-litre engine is more than up to the job to get the Maruti S-Cross moving as in city conditions, one won’t miss the bigger engine. However, out on the highway, the performance of the smaller diesel mill isn’t in the same league as it is slower to reach to the ton and thereafter as well. One needs to work the gearbox to extract the best from the engine, more so because there is low-end lag and the powetrain only wakes up past 2000 RPM, redlining all the way at 5300 RPM. NVH too isn’t the best and the engine has started to show its age with the drivetrain being quite vocal at high engine speeds. The 5-speed gearbox offers short throws but the shifts aren’t smooth and at times you have to try twice to get to a gear, the clutch is also on the heavier side.


Indians prefer buying an SUV these days, mostly due to the uneven road conditions. So Maruti Suzuki has also made sure on optimising the S-Cross’ McPherson struts and torsion beam coil spring suspension according to such road conditions. As a result, the S-Cross offers a comfortable ride even on rough tarmac and over small potholes. Sure there is side-to-side movement of passengers at slow speeds, but the damping settings are well adjusted to take such paths with ease. Still the suspension is a bit towards the firmer side, so sharper potholes do sent a jolt into the cabin. On the brighter side, this helps the S-Cross remain flat around corners and makes it stable at higher speeds. But then again, even if the steering has a good feedback, it would have been a delight if it would have been more direct. Nonetheless, the wider 215-section high profile JK tyres stick to the road like a slug and boost confidence to go around bends faster. The sure-footed crossover has all disc brakes with remarkable bite. Thanks to this combination, the S-Cross didn’t lose its poise even under hard braking.


Dual airbags, ABS with EBD and ISOFIX child mounts come standard across the S-Cross range, kudos to Maruti for that. However, there are no side and curtain airbags like the European-spec S-Cross which scored a full 5 stars in the Euro and ASEAN NCAP crash tests. However, the S-Cross facelift also gets all 4 disc brakes. We all are aware what is the reach of Maruti’s network in India. A service centre can be found even in the remotest of areas. However, the S-Cross facelift will retail only through the NEXA channel, which is quite less in number when compared to the regular Maruti dealerships.


Not much details of the Indian spec S-Cross is available at this moment but expect the facelift Crossover to get this completely new aggressive design which definitely has made the Crossover appear less like a sedan and more SUV’ish just like we mentioned earlier. The interior however won’t see much of change inside but expect it to get an updated infotainment system. The biggest change however is expected under the hood of the car, the facelift Crossover will most probably get a completely new 1.5 Litre petrol engine under the hood. However we also do feel that Maruti might also introduce the 1.0 Litre Boosterjet unit as well which will debut in the India market with the all new Baleno RS in March.

Maruti Suzuki S Cross Ddis 200 Sigma Ex-showroom Price is   8,47,848/- and On Road Price is   9,51,008/- in New Delhi. Maruti Suzuki S Cross Ddis 200 Sigma comes in 5 colours, namely Urban Blue,Pearl Arctic White,Premium Silver,Caffeine Brown,Granite Grey.Apply car loan for Maruti Suzuki S Cross.

Maruthi Suzuki Ignis Review,Interiors,Equipment & Specifications


Looked at it in parts, Maruti Suzuki’s Ignis is very interesting. As a compact hatch with a tough and cheerful feel, the Ignis has found huge appeal in India. Class leading features add to the wow factor, and the interiors promise a youthful feel too. While the engines are the tried and tested 1.2 litre petrol and 1.3 litre diesel engines, the inclusion of automatic transmission options for both engines, courtesy of the simple and cost efficient AMT, add another element of specialness to the Ignis. And all this has been built around Maruti’s new fifth-generation platform. But is the Ignis greater than the sum of its parts? We take a first drive to know exactly that.


In terms of design the Ignis isn’t playing safe. What’s sure to catch every millennial’s eye is how it looks from the front. The wide single frame grille that houses the headlamp units grabs attention right away. The U-shaped DRLs around the headlamps give a sense of modernity and richness to the otherwise simple front grille, and the round chrome housing for fog lamps cover up what looks like an old-fashioned front bumper.

The Ignis also appears to be born out of an SUV-hatchback wedlock, after all the lines leading to up to the bonnet aren’t flowing lines, instead fairly geometric. The high bonnet line and the flat hood add some more SUV-flavour to the Ignis. A small rubber strip on the bonnet reminds us of Suzuki’s SUV heritage as this detail harks back to the original Vitara.

Walk around, and the Ignis masks its short 3700mm length effortlessly. It’s compact, and should therefore squeeze into tight parking spots easily. When viewed from the side the Ignis’ design looks well balanced and doesn’t end in an abruptly chopped rear end. Large 15-inch wheels fill the wheel wells beautifully.

Thankfully, Maruti Suzuki hasn’t overdone the plastic cladding to make the Ignis look butch. However, the unusually designed rear quarter gives an impression of this being a notchback.


If the exterior design doesn’t seem to attract you, the interior on the Ignis certainly will. In fact, the Ignis is by far the best designed Maruti we have even had in India. The dashboard features a large touchscreen infotainment system in the top of the line Alpha model while the Zeta mid-level variant will get a standard infotainment setup with Bluetooth, USB/aux and a CD player. The touchscreen infotainment system does get both Apple CarPlay and Android Auto for the first time in a Maruti vehicle and also for the first time in the segment.

The top of the line car also gets a climate control setup and toggle switch like controls which seem the be inspired from the likes of the Mini Coopers. The Ignis also gets a chunky gauge cluster with a large centrally mounted speedometer and a smaller tachometer for the top of the line variants. The gauge cluster also gets ambient lighting which can be customised.

Maruti has gone with a two tone colour for the interior plastic trim on the Ignis. The upper half of the dashboard and most of the door card is finished in black with faux carbon detailing on the AC vents. The lower half of the dashboard and the door card inserts on the other hand are finished in a shade of off-white.

What is most striking about the Ignis though is the fact that it is a lot more spacious than the likes of the Swift. The seats are well designed and are available only with a fabric option (different spec for diff variants) and sadly there is no leather option even for the top of the line cars as a factory fitment. As we mentioned a little earlier, the Ignis is very spacious on the leg space and of course on the headspace front when it comes to the rear seats. The Ignis also gets a very large boot despite having so much passenger space in the rear seats, which means that Maruti and Suzuki have reworked the package to really make the Ignis an ideal everyday vehicle


Driving the car will leave you more than impressed. Maruti-Suzuki has gone the tried and tested way with a choice of a 1.2-litre Dualjet petrol and 1.3-litre DDiS diesel motors on offer. These engines have served a number of Maruti cars for years now and have proven their reliability, efficiency and performance.

What’s more is that AMT options are available on both engines. The petrol engine uses variable valve timing, making 82bhp and 113Nm of torque. Characteristically, this engine is peaky in nature and starts to sing post 4,000rpm where progress is rapid with an affable Suzuki engine note. At idle, this engine is so silent and refined you’d have to put in some effort to hear it run. The refinement remains on the move as there were no vibrations to speak of even as speeds built up. We only drove the manual variant and it shifts positively with solid clicks from gear to gear.

The diesel engine has been well known for its frugality and adequate power delivery. In the Ignis, this engine develops 75bhp and 190Nm, compensating the deficit in horsepower over the petrol variant. The diesel definitely felt faster and more responsive at lower revs. Turbo-lag is controlled and once over 2,000rpm, it keeps pulling effortlessly in each gear.

Maruti claims to have tweaked the AMT transmission to shift quicker and it showed through as up-shifts were more timely and accurate to throttle inputs than the AMT-equipped Dzire diesel.


The suspension in the Ignis is set up to offer a firm ride. This causes you to feel bumps and potholes at low speeds; however, ride quality does improve as speeds rise. That said, driving over sharp potholes causes the suspension to protest with a loud thud which is quite disconcerting.

After driving over a fairly bad stretch of tarmac, I was left wondering why Maruti chose such a firm set-up and the answer to that was revealed as soon as I encountered a set of corners. The Ignis is quite enjoyable around a bend; however, there is a hint of body roll that you need to get past. The front end has ample of grip to pull the car into a corner and there’s only a hint of understeer when you are at the limit.

Turn in is quick and precise for the car’s dimensions and mid corner bumps do not unsettle the car. The manual mode also makes it involving to drive with the rallycar-like shift pattern further enhancing the experience.

What robs the Ignis petrol AMT of earning the tag of a driver’s car though is the disconnected steering. While it’s light and easy in the city, it does not weigh up as much as you’d want with increase in speed. Better feedback in corners would have certainly upped the fun quotient that this car offers otherwise .


It is one aspect where Maruti has truly excelled. Maruti Ignis specifications include dual front airbags, seatbelts with pre-tensioner and force limiter (PTFL), and Anti-lock Braking System (ABS) with Electronic Brake-force Distribution (EBD) as standard fitments. In addition, ISOFIX Anchorage – a child seat restraint system – is also offered as a standard feature with the entire Ignis variant lineup.


As we said in the petrol Ignis’ review, this Maruti has all the makings of a successful product. And with the masses moving to automatic transmissions, this diesel offering has a fair chance at success as well. If you are a high mileage user, drive mostly in congested areas and like to take things easy, the 1.3 diesel automatic Ignis should suit you just fine.

Maruti Suzuki Ignis 1.2 Sigma Mt Ex-showroom Price is   4,54,253/- and On Road Price is   4,88,450/- in New Delhi. Maruti Suzuki Ignis 1.2 Sigma Mt comes in 5 colours, namely Uptown Red,Pearl Arctic White,Silky Silver,Urban Blue,Tinsel Blue.