Hyundai Eon Facelift Review & First Drive

Hyundai Eon Overview

Hyundai has successfully created a very strong and reliable image in the auto industry. Its products like the Santro and Accent have been highly successful. One impressive bit about this Korean auto major is, they have updated themselves with time and hence their products done look dated.Bringing the “Fluidic” philosophy in India across all its models, Hyundai has proved that they are very serious about India and also one of the most aggressive players around.If an entry level car comes from such a stable, it has to maintain all the positive attributes that the brand has created. Also, an entry level car need not look dull and boring always but instead can look a lot funkier than expected. The Hyundai EON Sportz is what we stumbled across recently to find out more on this entry level car and all the big things Hyundai has packed in this small little car. For information on contact details of Hyundai car dealers in Chennai

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Hyundai Eon Style

Hyundai Eon is the smallest car to get the company’s fluidic design and the design philosophy shines the best through the car. Eon could be the car with most curves and lines in its segment, or a segment higher for that matter.Heads-on, the Hyundai Eon gets swept back headlamps with a neat chrome strip adorning the Hyundai logo. The hexagonal grille is also a part of the front bumper which is really big and gives a macho look to the front of the Eon.Sculpted bonnet and neatly designed fog lamps are a rarity for the cars in this segment.Come to the side and see the fluidic design flow through the car with beefed up wheel arches, a shoulder line that runs from the headlamps to the tail. Another sculpted line runs the length of the car between the front and rear wheels.

The shoulder line scoop upward towards the rear that makes the side profile sportier but rear window visibility is compromised. Even the door handles follow the shoulder line’s path with the rear door handles positioned slightly higher than the front ones.To the rear, the large tail lamps are well designed, following the car’s extroversive character. The rear glass is pretty wide and the rear spoiler is neatly integrated.The rear bumper is pretty meaty but is a size bigger than necessary, also making the boot less accessible by that much. The exhaust pipe is neatly hidden underneath the rear bumper, allowing for a neat layout.The Eon gets 145mm tyres with 12 inch rims for the D-Lite, D-Lite+, and ERA+ variants and 155mm tyres with larger 13 inch rims on Magna+ and Sportz variants. Both are pretty skinny and we recommend an upgrade to 165 or wider tyres for safety.

Hyundai Eon Space

Hyundai Eon has very well-thought interior. It is airy and has a cheerful feeling to it. The materials used inside are of very good quality and the finishing of everything is done in a very nice way. Being tall, there is a lot of room inside. The legroom and headroom is ample for four adults and a kid to sit in the vehicle comfortably. Hyundai has used a lot of beige colour to make the car feel premium from the inside. The dashboard has been designed in a curvy and flowing way, and the car feels amazing, especially with the price tag it comes with. Hyundai has tried to keep things very simple and as informative as possible. The instrument panel, for instance, has only three neat pods displaying every information about the vehicle. The steering wheel feels proportionate to the interiors and feels good to hold.

The storage inside the Eon is well managed. On the centre column, the Eon gets a good audio system with premium features. The highlight of interior would be the gear shift indicator that aids the driver in saving a lot of fuel. The small budget car also comes with tilt-steering and front power windows for easy access. The centre console features tiny chrome dipped buttons, which looks snazzy. However, Hyundai could have done a better job on this part. Hyundai Eon has good quality seats and they don’t easily fatigue the occupants. The cabin space, however, is smaller than that of Alto or even Nano. With a boot space of 215 lires, the Hyundai Eon offers a good amount of space for the price it comes at. Even though the Hyundai Eon is an entry-level hatchback in the market, it is equipped with advanced features. The car gets integrated music system with many advanced features, like radio, CD player, AUX-in, ipod connectivity and USB. These features are often missing from most of the expensive cars and Hyundai has done a good job by providing these unexpected features in the vehicle. There is a set-up of four speakers in the car, which plays the sound relatively well. To manage the space in a better way; Hyundai has installed accessories, like rear parcel tray, cup holders and bottle holders around the vehicle. There are also map pockets and floor console storage for additional space. Hyundai has really thought well about the Eon and its space management.

Hyundai Eon Gearbox

The Eon comes powered by a three-cylinder, 814cc petrol engine. This motor is actually the 1.1-litre iRDE unit from the Santro (and original i10) with one cylinder less. Basic architecture remains the same, with a three-valve-per-cylinder, SOHC arrangement. With 55bhp on tap, the Eon slots right between the standard 800cc Alto and the larger-hearted Alto K10 on the power scale.Hyundai’s three-pot motor was never going to be as smooth as its four-cylinder counterpart, but refinement levels are just about acceptable for the class. Hyundai has equipped the engine with a counter balancer which cancels out vibrations to some extent. However, there’s a distinct imbalance at idle and you can feel vibrations filter through, notably via the gearlever. Things smoothen out when you tap the throttle but there’s always a thrum which you can’t miss.

We always liked the bottom-end pep of the long-stroke iRDE engine but sadly, in this three-cylinder avatar, the energetic character is missing. There is a flat spot when accelerating from very low engine speeds, so this motor needs to be revved a bit to gain momentum.The Eon does feel quite comfortable once on the move and keeping up with city traffic isn’t a problem either. It’s only when overtaking vehicles that the lack of outright power comes into play. Mid-range and part-throttle responses are mediocre and the Eon only ambles along until you get into the powerband. Also rev it past 5000rpm and the engine note goes from a thrum to a thrash.Clearly this motor has no sporting pretensions and, as you’d expect, performance isn’t staggering. The Eon takes 6.46 sec get to 60kph and 17.6 sec to 100kph. These figures do compare well with both Altos though. Hyundai has geared the first three ratios quite short to make the most of the engine’s limited power, so in-city drivability is acceptable for the most part. It is important to keep the engine in the powerband as it is not a quick-revving unit and does take quite some time to get back up to speed. This feeling is oft experienced when upshifting early from second to third gear

Hyundai Eon Rideing

As far as the ride quality and handling characteristics are concerned, both the 0.8L and 1.0L behave similarly as there are no differences in the suspension setup. The Hyundai Eon gets the typical McPherson strut to the front and torsion beam axle to the rear for the suspension duties. While the Eon goes smooth as long as the roads are smooth and can absorb slight aberrations of without a problem. But as the going gets tough, the Eon does get going but you will feel each and every bit of those large bumps.

When it comes to handling, predictable is the word that describes that of the Eon. Hyundai Eon doe a neat job of going around the city traffic without any drama. Over the highways, while the straight line stability is good, going around the curves will rob you off the confidence. The skinny tyres are the major reason and hence we recommend wider tyre upgrade at the earliest. The tyres take no time to understeer if pushed hard and the body roll also crops in.While the light steering is good for the city commutes, the feedback from it is almost nonexistent on the highways. The brakes though have a nice bite to them and inspire confidence during high speed braking situations.

Hyundai Eon Safety

Driver airbag is optional from D-Lite + onwards and is a standard provision on the top end variant while missing out on the entry level trim. Other safety features like central locking, keyless entry, front fog lamps, engine immobilizer, seat belts in front & rear and inside rear view mirror are offered on the hatchback.

Hyundai Eon Cost in Hyderabad

Hyundai Eon Ex-Showroom Price in Hyderabad ranges from 3,27,928/- (EON D Lite) to 4,56,503/- (EON Magna O Optional). Get best offers for Hyundai Eon from Hyundai Dealers in Hyderabad. Check for Eon price in Hyderabad at Carzprice

Hyundai Eon Conclusion

That the Eon is the entry level hatch to buy is no question about. The interior and exterior styling makes this hatch look stylish and gives it a wide appeal. Because of how it is styled, you’re made to believe you are paying less for it. Interior space while not as good as the Tata Nano, is good enough for four passengers and the feature list for a hatch of its price is good. The engine isn’t as refined as the Alto K10 and neither is the performance as strong as its rival, but it’s good enough to get by and the fuel efficiency is good. Ride quality is one of the Eon’s strength and the handling is good as well. Hyundai has packaged the Eon brilliantly and its swanky appearance makes you believe that you’re buying not a budget hatch but a modern car and therein lies its appeal.

Hyundai Elite i20 Performance & First Drive

Hyundai Elite I20 Overview

The Hyundai Elite i20 was one of the first premium hatchbacks launched in India and has been one of the most successful models for the Korean carmaker in India. Hyundai had launched the all-new i20 with a European influence to its fluidic design in 2013 and called it the Elite i20. The facelifted Hyundai Elite i20 was launched at the Auto Expo 2018. The Hyundai Elite i20 competes against the Maruti Suzuki Baleno, the Honda Jazz and the Volkswagen Polo in the premium hatchback segment in the Indian car market. For information on contact details of Hyundai car dealers in Mumbai

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Hyundai Elite I20 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.

Hyundai Elite I20 Space

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 Elitesensing 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.

Hyundai Elite I20 Gearbox

Now the engines. As has become a norm in this class of hatchbacks, there’s one diesel and one petrol engine on offer. Both engines have been carried over from the previous i20. So, the petrol is a 83PS, 1.2-litre, 4-cylinder petrol while the diesel is a 90PS, 1.4-litre unit. The petrol is mated to a 5-speed manual gearbox while the diesel gets a 6-speed manual. There is no automatic yet on offer.

We are driving the diesel here; the engine almost 70 per cent of Elite i20 buyers have opted for so far. And for good reason, because the first thing that strikes you is how good the NVH is on the new Elite i20 diesel. You can hear the diesel engine outside, but it isn’t an irritating or loud clatter. However, once seated inside the car, the engine feels both quiet and refined. It is also an easy revving engine. But if we had to nitpick, we’d say the turbo lag is a bit of a dampener. It’s only after 2,000rpm that the car really gets going. The 6-speed gearbox, however, doesn’t give you much to complain about. The gear shifts are precise, the throws aren’t very long and the clutch operation is light and progressive too.

Hyundai Elite I20 Rideing

The ride quality is good for most urban and highway conditions. The MacPherson setup at the front with a torsion beam axle and coil springs at the rear are adequate dampers for good and bad roads. Large potholes can be a bit unsettling, resulting in sharp thuds but overall the ride quality is comfortable.On the handling front, I do feel that the new i20 is seriously underpowered for the kind of control it exhibits. It’s tightly controlled in corners and while there is some body roll, it’s not unsettling nor does it at any point make you feel unsafe. I did find the steering a bit elasticky and it’s not as impressive as in the Grand i10 but it’s light enough for urban commutes with enough weight for when you take it out of the city. The assistance fortunately is not excessive and like in the Verna or the previous i20, you do not need to be extra cautious when taking the steering wheel off centre.Compared to the diesel variant, the petrol i20?s steering setup feels lighter, thanks to the lesser weight of the petrol engine. But that also makes the steering feel more lifeless. The engine however, feels livelier than its diesel counterpart. Being a naturally aspirated mill, it has a more linear power delivery with no flat spots to complain about. The engine is rev happy and gets the car rolling from as low as 1,200 rpm. Needless to say, it is also quicker and more refined than its diesel sibling.

Hyundai Elite I20 Safety

The Hyundai Elite i20 hasn’t been tested by Global NCAP yet but the first generation Euro-spec i20 got a full 5-star crash test rating at Euro NCAP. The sad thing is that Hyundai India doesn’t offer 6 airbags anymore and the Elite i20 now comes with only dual front airbags, that too on the Asta variant, while only Sportz and Sportz (O) get driver side airbag. ABS is also offered only with Sportz, Sportz (O) and Asta variants while the Era and Magna don’t get any safety features. The Elite i20 comes with Smart Pedal that overrides the accelerator pedal during simultaneous operation of brake and accelerator during panic braking. It also comes with impact sensing door unlock feature that unlocks the doors automatically incase of collision.

Hyundai Elite I20 Cost in Hyderabad

Hyundai Elite I20 Ex-Showroom Price in Hyderabad ranges from 5,27,534/- (Elite i20 1.2 Era Petrol) to 9,09,730/- (Elite i20 1.4 Asta Option Diesel). Get best offers for Hyundai Elite I20 from Hyundai Dealers in Hyderabad. Check for Elite i20 price in Hyderabad at Carzprice

Hyundai Elite I20 Conclusion

The Hyundai Elite i20 with all these changes surely can compete easily with some of its potential rivals like the Maruti Baleno and the Ford Figo and Volkswagen Polo in the Indian market. The changes to the exterior and interior are limited to cosmetics, but that does not take the light away from the fact that the i20 is considered as one of the bestsellers of the Indian auto market.

Maruti Suzuki Vitara Brezza Review & Test Drive

Maruti Suzuki Vitara Brezza Overview

Within no time the concept of a compact SUV gained a lot of traction in the Indian market. That is because one gets the feeling of driving an SUV sitting high up along with its practical size for urban driving conditions and most importantly it doesn’t cost a bomb. We are seeing this segment getting crowded year after year but India’s largest ca rmaker Maruti Suzuki didn’t have anything to offer, until now. The Vitara Brezza has been engineered and developed entirely by the Maruti Suzuki team in India achieving high localisation. Looking at the price positioning and features offered, we are quite sure it’ll sell in big numbers but how does it perform in terms of drivability and practicality? We find out. For information on contact details of Maruti car dealers in Bangalore

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Maruti Suzuki Vitara Brezza Style

Like all the other prominent names in the compact SUV segment, the Vitara Brezza too has the muscular and stubby stance which makes it larger than what it actually is. The lifted off frontal stance with a boxy design with clear lines make it look a bit old school, but then, there are some clear details in its design, which makes it an SUV of today’s times. The Vitara Brezza is actually based on the XA-Alpha concept which Maruti Suzuki previewed few years ago at the Delhi Auto Expo, and while it isn’t as flashy as the latter and has got a much toned down design in its production guise, it gets a number of design cues and features, making it a contemporary vehicle.Starting off from the front, the Vitara Brezza gets a lifted off stance with a chunky looking chrome grille, which gets squared off fins within it clearly inspired from the XA-Alpha’s front grille. The headlamps have a simple rounded rectangle like design, but then, they do get funky looking projector bulbs with daytime running LEDs. The front bumper too has a bulgy design, with black claddings and prominent positioning of fog lamps with turn indicators placed above them, which is something other vehicles in its segment are not having.

The side profile of the Vitara Brezza  does get a rather clean profile with two sharp creases – one running from the front headlamp and ending up on the rear door, and the other being below of it which starts on the rear door and ending up in the rear tail lamp. The black colored body cladding form the front bumper is extending all the way onto the sides as well, giving it a lofty stance, which is further complemented with its high 200mm ground clearance. The top most variant of ZDI+ gets a dual tone treatment for its roof, which gives it a stance of a floating roof. The doors and mirrors have got very mild design, making the overall side profile appear boxy. However, the 5-spoke alloy wheels have been given a very nice and upmarket design treatment.At the rear, the Vitara Brezza has got a bulky stance, thanks to the wide profile accentuated by two big trapezoidal tail lamps and a big thick chrome bar with the name of the car embodied on it, much like what we have already seen on the Renault Duster. These tail lamps do get the same kind of LED light guides as on the front headlamps.

Maruti Suzuki Vitara Brezza Space

On the insides too, the Vitara Brezza has got a boxy treatment with the squared off dashboard, which gets complemented with the detailing and lines on the door panels and center console. matching with the exterior color. While most of the bits like steering wheel, power window switches and the large 7-inch touchscreen are something which we have already seen on the S-Cross, the center console has a different looking rounded rectangle design, which ends up with the Auto AC controls and cup holders. The left portion of the dashboard gets two glove boxes, with the lower of the two being a cooled box.

Where the Vitara Brezza excels is the clever space management it offers. Despite being a sub four meter car, the Vitara Brezza doesn’t feel short on space, and has more than required leg room, head room and boot space of 328 liters, making it quite a spacious car. The rear seats have got the provision of 60:40 split pattern, which can be helpful in extending the boot space, while carrying additional luggage. In terms of features, the Vitara Brezza gets almost everything which we have been seeing in a car of this segment, like projector headlamps with daytime running LEDs, alloy wheels, push button start, dual airbags, ABS with EBD and BA, 7-inch touchscreen music system which gets reverse camera, navigation, voice command system and Apple Carplay, automatic climate control, cruise control, auto headlamps, rain sensing wipers, steering wheel with audio, bluetooth and cruise control buttons, cooled glove box, tilt adjustable steering, electrically adjustable, front center sliding armrest and foldable rear view mirrors and height adjustable driver’s seat.

All in all, the Vitara Brezza does look boxy and not as outstanding or European as its rivals like Ford Ecosport and Hyundai Creta, but then, the features and detailing on the car make it look modern and upmarket.

Maruti Suzuki Vitara Brezza Engine

The Brezza has been launched with a single engine option – the ubiquitous DDiS200 unit. The Fiat-sourced four-cylinder, 1.3-litre turbo-diesel engine produces 89bhp and a strong 20.4kgm. First impressions are that it is adequately powered with a nice, beefy mid-range; a well-known characteristic of this engine. It’s surprisingly quick too – the 1,197kg Vitara Brezza sprints to 100kph from rest in under 13 seconds, making it quicker than the 1,290kg Ford EcoSport. The Vitara Brezza’s strong mid-range is best experienced in the 40-100kph dash in fourth gear which is dismissed in 15.2 seconds; quicker than the EcoSport’s time for the same increment!

However, this engine is also known for its sluggishness at low revs which continues to be its weak link. Though Maruti has worked to minimise the turbo lag in successive models using this same motor, in the Vitara Brezza too, you can’t miss the fact that below 2,000rpm the engine isn’t quite awake. Although this compact SUV, which comes with reworked gear ratios will amble along quite happily on a part throttle to keep up with the flow of traffic, it’s when you mash your right foot down hard that the engine gets bogged down, especially in the relatively tall third gear. Cross the 2,000rpm mark and there’s a sudden rush of power which doesn’t abate until 5,000rpm. In fact, this engine maxes out at a remarkably high (for a diesel) 5,300rpm, which encourages you to make good use of the strong mid-range and top end. As a result, the Vitara Brezza is a comfortable highway cruiser with ample reserve for overtaking. However, a more linear power delivery and more torque deeper down would have made the Vitara Brezza more entertaining to drive. Hence, to get the most out of this engine you need be in the right gear at all times and this leads us to the gearshift, which again is nothing to write home about. It’s accurate but a touch sticky and lacks the crispness we have now come to expect from most cars in this price bracket. The clutch though is fairly light with good progression, which take the sting out of stop-start driving.

Where the Vitara Brezza impressed us was with its refinement. Sure, there’s no escaping the characteristic drone of the Fiat diesel that filters into the cabin at higher revs, but the Vitara Brezza does feel nicely hushed when driven in a relaxed manner, with road and wind noise well contained.The Vitara Brezza’s suspension comprises front MacPherson struts and a torsion beam at the rear, but what’s noteworthy is that ground clearance is at an impressive 198mm. Base and middle-spec versions get 16-inch tyres while top-end models get 215/60 R16 tyres as standard. Our ZDi+ version came with the bigger 16-inch wheels and did a good job of smothering potholes and bigger ruts in true SUV fashion. However, the suspension is on the firmer side and the thud from sharper edges filter through. Also, on uneven surfaces the ride feels a tad lumpy, but never to the point of being uncomfortable. In fact, the Vitara Brezza does a good overall job of isolating passengers from the road and copes admirably with rough surfaces. The fat Apollo Tyres on our ZDi+ car no doubt soaking up a lot of the shocks.

Maruti Suzuki Vitara Brezza Driving

The Maruti Vitara Brezza is a compact SUV and you don’t expect it to be as fun to drive as its closest rival Ford EcoSport. However, the Vitara Brezza is surprisingly quite engaging to drive on the ghats and confidence inspiring on the straights with its balanced suspension setup. The handling is very predictable as the car follows your steering inputs quickly but not as sharply as the EcoSport. The electric steering is a bit numb in the centre and offers neutral feedback. It is light at slow speeds and weighs up enough for highway cruising. The ride quality is a big USP of the Brezza as it glides over potholes and bumps without getting juddery. Both low speed and high speed undulations are taken care of very well by the suspension setup. Braking is very effective too, we stood on the brakes and it came to a halt without any fuss.

Maruti Suzuki Vitara Brezza Safety

ABS, EBD and dual front airbags for driver and co-passenger are among the vital safety features aboard. While driver side airbag is standard across line-up, the co-passenger side airbag is offered only on the top-spec variant. Other features such as front seat belt pre-tensioners with load limiters, front fog lamps etc also also be available on the SUV. Along with the aforementioned features the Z trims will come with projector head lamps in front, automatic AC, LED daytime running lights, piano finish for centre console, 16 inch alloy wheels, 60:40 split rear seat, steering mounted controls for audio, height adjuster for driver, rear wiper with washer, rear centre arm rest, fog lamps in front and faux skid plates on bumpers. And the range topping ZDi+ variant comes with few extras such as cooled glove box, automatic head lamp, rain sensing wiper, electrically folding wing mirrors, arm rest in front, navigation and reverse parking camera display, push button start and cruise control.

Maruti Suzuki Vitara Brezza Cost in Hyderabad

Maruti Suzuki Vitara Brezza Ex-Showroom Price in Hyderabad ranges from 7,49,184/- (Vitara Brezza LDI Optional) to 9,97,154/- (Vitara Brezza ZDI Plus Dual Tone). Get best offers for Maruti Suzuki Vitara Brezza from Maruti Suzuki Dealers in Hyderabad. Check for Brezza price in Hyderabad at Carzprice

Maruti Suzuki Vitara Brezza Bottomline

There is no denying the fact that the Vitara Brezza is a sure shot winner for Maruti Suzuki with a real possibility of it becoming its bread and butter product in the next few years. It has exciting and yet understated looks, a good interior that comes packed with gadgets and a good mechanical package. Negatives of course include the plastic quality which really needs to be improved and the fact that the NVH levels are just a tad bit too high for our liking. Although we were a bit skeptical about the Vitara Brezza, the car certainly has not disappointed in any form or measure and is certainly something we would strongly advice our readers to buy if you are looking for a new car around the Rs 10 lakh range. All said and done, you have to wonder, does that mid-size sedan or premium hatchback really make any sense anymore?

Hyundai Grand i10 Facelift Test Drive

Hyundai Grand I10 Overview

The Hyundai Grand i10 was launched in global markets as a successor to the i10 but both the models continued to be sold along side each other in India. The Grand i10 has been extremely successful for Hyundai and it is also one of the top 10 selling cars in the country. Hyundai has now given the hatchback a mid-life facelift that brings in refreshed exteriors, additional features on the inside and a revamped diesel engine. For information on contact details of Hyundai car dealers in Bangalore

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Hyundai Grand I10 Design

Hyundai designs its cars brilliantly and the Grand i10 is no different. The Grand i10 follows Hyundai’s elegant Fluidic design language strictly. The car looks beautiful, elegant and premium than any other car in its segment. The Grand i10 matches the design of its bigger cousin Hyundai i20 closely but is more compact than i20. The Grand, as the company likes to call it, is focused on the youth of the country and it does not disappoint. The elegant-looking vehicle has sculptured bodylines, which makes the car very soothing to look at. The subtle crease, which starts just before the front door and connects to the tail lamps, makes the car elegant while the strong-shaped crease on the bottom of the front and rear doors makes the car look very aggressive. Following the Hyundai design language, Grand i10 gets sweeping headlamps, making the front fascia very strong. The fog lamps have been placed very conveniently in the especially-designed dams with black inserts to give it a manly look.

The Grand i10 also gets roof rails in the mid and top variants, which adds to the sporty look. The Grand i10 looks very sporty and the rear spoiler makes things even better. Premium as it can get, Hyundai also offers optional diamond-cut alloy wheels on the top-of-the-line Asta variant and Sportz(O) AT. The Magna and Sportz variants get full size wheel covers, while the base Era model gets just the steel rims. Hyundai has also made a point by equipping body coloured bumpers with all variants. The base model misses out on body-coloured door handles, tail gate and mirrors. Hyundai has made a lot of things exclusive to the top-end variants. The micro roof antenna does not come checked with the base Era model. The Sportz and Asta models get the chrome dipped outside door handles for a premium look. The waist-line moulding, which saves the car from a lot of scratches, is also missing out from the base Era, Magna and Sportz models. The sporty-looking roof rails come as standard only with the Sportz and Asta models. The premium-looking indicators on the outside rear view mirrors also come as standard only with the Sportz and Asta models. Hyundai has made the Grand i10 brilliant but a lot of things are yet missing on the lower variants. Since the car offers a lot on paper, many important features, like ABS and passenger airbag etc. take a back seat in case of the lower variants.

Hyundai Grand I10 Cabin

Step inside & you’ll find yourself wearing a nice, cheery smile near instantly. The cabin is a class act on the Grand i10. Fit & Finish levels are brilliant for the class. The dashboard is neat & well-put together. Get behind the steering wheel & you recognize the parts sharing that’s gone behind the car, but all that doesn’t really matter. You notice the fully-specced out interiors.The seat height adjust, the Bluetooth enabled entertainment systems; auto-folding mirrors, key-less entry & push-button start. Hyundai have even gone ahead & given the car a cooled glove-box for good measure! Plus, there’s enough storage options in the dash, the gear console & the door-pads to keep everyone happy as punch. What’s more, open the trunk & you’ll be delighted to see the amount of space that’s available. There’s enough in there to stow away the weekend luggage for all four occupants, with the backpack & duffel bag for the fifth occupant squeezed right in.

Hyundai Grand I10 Engine

This new hatchback also gets a new power source; an all-new, 1.1-litre, three-cylinder diesel motor (codename: U2) which develops 70bhp. Now, diesel engines and three cylinders don’t really go well together, as both are inherently prone to vibration, so it’s no surprise that the Grand i10 flutters and vibrates softly at idle. This new engine may be essentially Hyundai’s 1.4 four-cylinder unit with a cylinder chopped off, but that creamy idle is gone.Counter-balancing shafts have been used to iron out the inherent imbalance of a three-cylinder configuration, so when you rev the engine, it smoothens out a bit. There is a hint of turbo lag, but after 1,500rpm, the motor pulls cleanly and with a fair amount of enthusiasm. Performance feels smooth and linear at best, but you truly miss that strong surge in the mid-range that is so typical of more powerful diesel motors. The top-end isn’t strong either, and the engine labours as you cross the 3,500rpm mark, so it’s best to upshift early. Refinement on the move, however, is pretty good. At low revs, the engine is never intrusive and it’s only when you near the redline that you can really tell it’s a diesel. It must be said that this motor lacks the punch needed to really make the Grand i10 fun to drive, but the new Hyundai does have the right gearing for city driving. The short gearing makes you feel at home in the city and coupled with short throws, navigating through the box isn’t tiresome. We also had a go in the petrol version of the Grand i10 with the manual gearbox (it’s also available with a four-speed automatic). It uses the same 1.2-litre ‘Kappa 2’ four-cylinder motor as the current i10, which is equipped with variable valve timing (VVT in Hyundai speak).And just like the i10, it feels fairly peppy to drive. It may lack the outright performance of cars like the Swift or the Brio but, the power delivery is smooth and there is adequate power throughout most of the rev-range. You get useable power from 1500rpm and this makes it comfortable to drive in the city. Also, a strong mid-range means you can easily cruise at a reasonable 100kph on the highway and still have some power left in reserve for a quick overtaking manoeuvre.

Hyundai Grand I10 Driving

The Hyundai Grand i10 absorbs bumps nicely, especially the high-speed ones. Road irregularities at low speed do cause some side-to-side body movement because of the slightly soft suspension. The steering is very light in the city and is a tad too over assisted even when you venture into the highway. It feels nowhere connected as say the Celerio’s or even the Figo’s unit. Stability in a straight line though is excellent. I also like the way, except for the tyre noise at high speeds, the engine noise doesn’t enter the cabin. While we have noted in other tests that most of the other Hyundais do have a wooden feel at the brakes, the Grand i10’s units offer plenty of feedback. They do a more than decent job of slowing down the car with the driver knowing the exact biting point of the brakes. This shows in the 100-0kmph braking times which have reduced by .3s as compared to the outgoing car (3.6s).

Hyundai Grand I10 Safety

The Hyundai Grand i10 features a driver-side airbag as standard across the range. On the top-of-the-line Asta variant which we have tested, safety features include dual front airbags, ABS, impact sensing door-unlock, rear defogger and rear parking sensors and camera.The Hyundai Grand i10, for the price, does not offer as many safety systems as the Ford Figo. The Figo, with 6 airbags, ABS and EBD trumps the Grand i10 in terms of safety.

Hyundai Grand I10 Cost in Hyderabad

Hyundai Grand I10 Ex-Showroom Price in Hyderabad ranges from 4,57,937/- (Grand i10 1.2 Era Petrol) to 7,36,961/- (Grand i10 1.2 Asta Diesel). Get best offers for Hyundai Grand I10 from Hyundai Dealers in Hyderabad. Check for Grand i10 price in Hyderabad at Carzprice

Hyundai Grand I10 Conclussion

Hyundai Grand i10 is a very affordable car and by all means is the best choice in its segment. The Grand i10 has a long list of features, which look very good and inviting on paper. The base model somehow misses out on few key things like ABS and passenger airbag. This mid-sized hatchback looks very pleasing to the eyes and comparatively looks better than most cars on the road. The Hyundai Grand i10 packs almost every feature needed in a car in a compact package. With the segment-first features, like the integrated memory, Hyundai has surely attracted many tech-savvy buyers towards the new model. The elegant-looking diamond-cut alloys make the car even more appealing. Important safety features, like the Anti-lock Braking System (ABS) and passenger front airbag, are missing in the standard list, and they come only as an option with higher variants. Hyundai has surely made a point on including all the features in the vehicle but not all are available with the Era or the Magna model. Even with the missing features, the Hyundai Grand i10 is a good choice in the segment and the sales figure of the car just puts concrete to our thoughts.

Tata Nexon Review & Transmission

Tata Nexon Overview

Given that Tata Motors was the one to realise ‘sub-four-metre car’ need not always mean hatchback (remember the Indigo CS compact sedan), it has taken its own sweet time to come up with a compact SUV. Sure, the carmaker had made its intent about breaking into the segment very clear with the Nexon concept of 2014, but it’s only in September 2017 that the final product will be available at a showroom near you. One look at the Nexon, though, and you’ll probably agree Tata Motors has used its time well to come up with a genuinely eye-catching rival to the likes of the Ford EcoSport and huge-selling Maruti Vitara Brezza. The Nexon is an attention magnet. Its overall design and styling are so radically different from what we’ve seen from Tata Motors, even over the past two years, that the badges are the only big giveaways of its company of manufacture. Tata’s compact SUV looks almost concept-car-like and actually makes the Maruti Brezza from 2016 look decidedly boxy and old-fashioned. View offers &on Tata Cars from Tata dealers in India at Autozhop

 

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Tata Nexon Style

To begin with let us first inform you that the Nexon is based on the XO platform which is the same platform that also underpins almost all of their new generation compact cars including the Bolt, Zest and even the Tiago and Tigor.Take a look at the production variant of the Nexon, and you will instantly mistake it with the concept car which was showcased almost three years back at the 2014 Auto Expo with some practical additions. This compact SUV stands apart from the crowd because of certain factors which include its modern looking face, a sloping roofline like silhouette, big extended X like design towards the rear which has been finished in Ivory white ceramic type element that we can also find towards the side profile and also under the front fog lamps. The big 16-inch chunky alloy wheels, high ground clearance of 200 mm, projector headlamps and LED taillamps are some other highlights which make the SUV looks quite modern and well equipped and practical at the same time.

The premium looking front grille has been finished in Piano black and has the Tata logo at the centre while a chrome slat sits on the base of the grille and extends all the way towards the side headlamps edges (Tata Motors calls it a humanity line). The Nexon also gets LED DRL’s positioned below the projector headlamps units. Towards the lower front face, the round fog lamps placed slightly higher to perhaps highlighting the high ground clearance.Towards the side profile is where you will witness all the crease lines and bulges. The muscular wheel arches and the big 16 inch wheels along with black plastic claddings further add to its muscular stance. Just below the window line is where you will also find the Ivory white strip which you will also notice towards the front and rear profile of the SUV. One of the other highlights of the side profile of the SUV is its coupe like sloping roofline which is further accentuated by the Contrasting roof colour.Towards the rear profile the Nexon gets an X shaped element which is positioned just below the rear windscreen. The floating roof spoiler towards the rear also features a LED stop lamps.

Tata Nexon Space

The Nexon’s interior has three prominent layers. The upper portion is finished in dark grey plastic, and its quality is on par with its peers. The middle layer gets an aluminium finish, and it looks particularly upmarket. The thickness and solidity of this layer throughout the cabin makes you feel like you’re sitting inside a more premium car. The third and the lowermost layer is a plastic of greyish shade of beige. This plastic is hard to touch, and the fit and finish levels aren’t too high either. For instance, the glovebox requires more than one attempt to shut, and the fit on the lower portion of the doors is questionable, especially around the door pockets. These two are probably the only touch points where fit and finish feels compromised. Otherwise, Tata has managed to do a good job of ensuring satisfactory quality levels at contact points. Sitting atop the Nexon’s dashboard is a 6.5-inch Harman infotainment system that’s fixed to the dashboard. There’s simply no missing it. More importantly, it feels high quality and well thought out. The display is crisp and readable even under harsh sunlight. It’s only the camera display that is a bit grainy. However, that must have more to do with the output of the camera than the screen itself.

The user interface is friendly and easy to use as it gets hot spots at corners for quick access to functions like air con settings, audio source and the mega menu. The touchscreen isn’t the most intuitive, and there’s a slight delay every time you operate it. However, it doesn’t skip inputs much. It’s quicker to respond when you use the physical buttons and knobs, which Tata has thoughtfully placed well within reach to operate on the go.Tata intends to offer Apple CarPlay at launch, and the test cars we drove only featured Android Auto. The driver side instrument binnacle is simple in terms of design and gets a multi-info display unit between the speedometer and tachometer. You get two trip meters, average fuel efficiency display, distance to empty and the usual readouts there.The centre console extends from under the central AC vents and goes all the way to the rear. Apart from the automatic climate control knobs, it houses a USB and an AUX port and the Drive Select knob as well. It also gets a pair of cup holders that can be shut with a Tambour door, which is a roller shutter that you see on some of the higher-end cars. Visually, it leaves you impressed. However, the cubby holes are an ergonomic failure: it’s too deep and crammed to be used for keeping and taking out cups. Move further behind, and there’s the armrest that opens up a small glove box with enough space to keep your smartphone and your wallet. This should have ideally been the place for having USB and AUX sockets. The centre arm stretches all the way to the rear cabin and houses air con blowers for the rear passengers.

The Nexon’s cabin is so comfortable that it deserves a special mention. To make things clear up front, the Nexon is a car best suited for four. And when we say that, it doesn’t mean that the cabin is not spacious, just that the rear seats are designed such. So, while you get a bench at the rear, the seats are properly contoured buckets for two passengers. There’s a central armrest which folds up in case you wish to seat a third passenger. But you wouldn’t want to do that unless you’re doing short distances.Other than that, the Nexon’s cabin appears to be one of the most comfortable cabins in the sub-4m vehicle category. The steering is adjustable for rake, the driver’s seat is height adjustable and provides excellent lower back support. So, it’s easy to get into a good driving position. The bucket seats are big enough to accommodate people of varied shapes and sizes, and the extra under-thigh support just makes things more comfortable. The same goes for the rear seats too. Think of the two seats at the back as captain ones (yes, they’re so well defined in terms of their design), and you sit snug into them. The seat back angle is such that it is set into comfort mode by default. The regions around lumbar and under-thigh have been given more cushion in comparison to the other places, and the seats just feel made-to-order.

Tata Nexon Gearbox

The Nexon will be offered with a new 1.5-litre, four-cylinder diesel engine and a 1.2-litre, three-cylinder petrol engine. Both engines come mated to class-first six-speed transmissions with power sent solely to the front wheels. Automated manual transmission (AMT)- equipped versions of the Nexon are under development and could be out by the year end.Tata’s new 1.5-litre direct injection turbo-diesel that also debuts on the Nexon puts out a healthy 110hp. A scaled-up, four-cylinder version of the Tiago’s 1.05-litre, three-cylinder diesel, the new engine fires easily with the first poke of the starter button. There is a bit of flutter at startup and some vibration is felt through the gear level but it settles down to a smooth idle. This motor is pretty refined even at higher revs and doesn’t make the same racket as the gravelly sounding 1.3 diesel in the Brezza.What’s immediately noticeable is how tractable the engine is; the Nexon pulls cleanly from as low as 1,400rpm. This tractability, due to the 260Nm of torque from 1,500rpm, makes driving in traffic quite easy and you don’t need to constantly downshift. Once you are past 2,000rpm, there’s a gentle wave of power and there’s no real spike like in the Brezza’s Fiat-sourced diesel. Post 4,000rpm, however, you hit a wall, and though the engine does rev to 4,500rpm, the drop in power at the top end is quite sudden.

Unlike the Brezza’s unit which pulls well past 5,000rpm, the Nexon’s 1.5 diesel feels quite laboured at high revs. In fact, the lack of top-end punch and an average mid-range leaves you wanting for more power, even with the drive mode in the most aggressive ‘Sport’ setting.The Nexon’s high kerb weight of 1,305kg (110kg more than the Brezza) also blunts its performance to a great extent, and overall, we felt the Nexon could do with more punch. In a quick reference test, not done to our test standards, the Nexon managed to do the 0-100 run in 13.75sec, which is slower than the Brezza, at 12.9sec.The Nexon’s three driving modes, Eco, City and Sport, each with their own power and torque figures, distinctly alter the performance characteristics and have an impact on fuel efficiency as well. Sport mode, quite obviously, is the nicest to use, especially when extracting every ounce of performance but in the normal or City mode, performance is good enough for relaxed driving. In Eco mode, the Nexon feels particularly strangled and is only to be used if you’re running out of fuel or have exceeded your fuel allowance.

Tata Nexon Driving

Where the Nexon scores top marks, however, is in the ride and handling department. Ride quality isn’t pillow-soft and you do feel some of the larger bumps, but the suspension rounds off sharp edges brilliantly. The little bit of stiffness in the suspension also means there is not much pitching or bobbing and body roll is well contained despite the Nexon’s height. There is a bit more up-down movement in the lighter petrol car, but on the whole ride quality is really impressive. The steering, borrowed from the Zest, is spot-on and one of the best electrically assisted units we’ve experienced in this class of car. It has a reassuring on-centre feel and weights up perfectly as you pile on the lock. All of this translates to brilliant overall stability, and with a best-in-class 209mm of ground clearance, and lots of wheel travel you really don’t need to slow down for potholes.The stiff chassis, impressive brakes and generous grip from the fat 215/60 R16 tyres give a lot of confidence through corners. It doesn’t feel as keen to drive as an EcoSport and isn’t as surefooted either, but work up a rhythm, keep the engines in their sweet spot and you’ll be nicely rewarded.

Tata Nexon Safety

Tata Motors is offering dual front airbags and ABS with EBD on all variants. You also get a seat belt height adjuster standard on the Nexon. We all are pretty much familiar with the sales and service of the automaker. Sales outlets across the country are aplenty and service centres are also in abundance. While service quality levels may not be the best, Tata isn’t that bad either and the company is working their way up.

Tata Nexon Cost in Hyderabad

Tata Nexon Ex-Showroom Price in Hyderabad ranges from 5,94,849/- (Nexon Revotron XE) to 9,54,916/- (Nexon Revotorq XZ Plus Dual Tone). Get best offers for Tata Nexon from Tata Dealers in Hyderabad. Check Nexon price in Hyderabad at Carzprice

Tata Nexon Conclussion

The Nexon is a remarkable product from Tata; a bold crossover that combines standout form while packaging in immense practicality too, and if it weren’t for the the fit and finish issues, we would recommend it without hesitation. Especially the diesel. No kidding, the Nexon is likely to set segment benchmark on account of its very easy to drive diesel engine, and the big car levels of space in the cabin. On top of that, the Nexon is a neat and tidy handler and comfortable to be chauffeured around in too. The petrol is exciting when driven hard – but for everyday use you’d wish it offered smooth and more fluid performance. And, yes, the design is striking, and this Tata has all the features you need.

Maruti Suzuki Ciaz Engine & Performance

Maruti Suzuki Ciaz Overview

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

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

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

Maruti Suzuki Ciaz Interiors

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

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

Maruti Suzuki Ciaz Performance

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

On the face of it, the petrol version doesn’t come across as enthusiastic since a power output of 91bhp (at 6000rpm) is a pretty ordinary number for a mid-size sedan. However, in-gear timings are good – the Ciaz is pretty responsive and has a nice urgency about town. The engine pulls quite well from

low revs and you don’t have to work the gearbox much; and even when you do, the light clutch and slick shifting ’box (albeit not as nice as the Swift’s) takes away the effort from city driving. But find an open stretch and explore the K14 motor’s powerband, and you soon realise the power delivery is pretty flat. The mid-range isn’t particularly strong; this engine doesn’t like to be spun hard and gets pretty noisy as the tachometer closes in on its modest 6,200rpm redline.

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

Maruti Suzuki Ciaz Driving

Maruti Suzuki had a very clear agenda when designing the Ciaz, it wanted to woo the family audience with this car. Thus, the vehicle’s set-up is such that most people will like the way it drives, handling is neutral, ride quality is fantastic and the brakes work very well too. The vehicle features a rear anti-roll bar and the chassis in typical Suzuki fashion is stiff, thus the suspension has been kept soft for a terrific ride quality. After driving on almost all kinds of roads, we simply were left praising the car’s ride, it just deals with the imperfections of our roads brilliantly. Even high speed stability is very good.

However, for enthusiasts, there is some disappointment in store. We have been driving Suzuki cars since a long time now and the Swift is one of the best handling cars in its class, the Ciaz doesn’t stay upto that promise. It simply doesn’t handle like a Suzuki car should, there is plenty of body roll and the steering doesn’t have much feel or feedback. At low speeds, the steering is a bit heavy and doesn’t weigh up accurately as you get to triple digit speeds. Grip levels are good thanks to the wider tyres on the Z trims. That said, most buyers would be happy to trade off the handling for the amazing ride quality of the Ciaz. The ground clearance is ample for our roads and we didn’t scrape the underbelly even on the worst of speed-breakers.

Maruti Suzuki Ciaz Safety

Besides styling, lack of features was also one of the reasons the SX4 failed to bring in good numbers. The Maruti Ciaz address this, and how! It has nearly every feature in the book pertaining to this class of cars. From alloy wheels, steering mounted controls, climate control system and ABS and front two airbags to a high-end touchscreen audio system, navigation, electric ORVMs with auto fold, reversing camera and a retractable blind for the rear windscreen, the Maruti Ciaz in this Z+ trim has it all. It also gets rear AC vents, keyless entry and start, central rear armrest with cup holders and crucially, Bluetooth telephony. What we did miss are adjustable rear head rests and reach adjust for the steering.

Maruti Suzuki Ciaz Price

Maruti Suzuki Ciaz Ex-Showroom Price in Hyderabad ranges from 7,87,689/- (Ciaz Sigma Petrol) to 11,73,677/- (Ciaz S Diesel). Get best offers for Maruti Suzuki Ciaz from Maruti Suzuki Dealers in Hyderabad. Check for Ciaz price in Hyderabad at Carzprice

Maruti Suzuki Ciaz Bottomline

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

Maruti Suzuki Dzire Engine & Gearbox

Maruti Suzuki Dzire OVerview

Being a niche sub-segment which was born out of the urge to take advantage of a local tax regulation, the development of every compact entry sedan was always going to be a bit of ‘jugaad’ engineering. In a way, it is a reflection of the collective Indian mindset considering our penchant for tax avoidance and our irrational acceptance of the sedan as an ‘aspirational’ body style.

Check for Dzire Price in Pune at CarzPrice

But a sub-four-metre sedan can’t be an optimal package because there is very little room to work with; and it would inevitably tend to be an ungainly variant of the hatchback on which it was built. Almost every compact sedan currently in the market has seemed uncomfortable in its skin. The outgoing Maruti Suzuki Dzire has been a prime example. The Swift was already not the best package in terms of the exterior dimensions to interior space leverage. And the shared hatchback design was too overpowering even in the second gen Dzire sedan. But both these facets of the Dzire will change with the introduction of the new 2017 model

Maruti Suzuki Dzire Exteriors

The all new Maruti Swift desire 2017 is underpinned by all new platform, which Suzuki has named as Heartect. The Maruti Baleno is also based on the same platform. High tensile steel is used in this platform, thus making it not only lighter, but even stronger than before. More width in this car result in better driving dynamics.

Front

The 2017 Maruti Dzire looks attractive and stylish from the front now. The design overall is now more proportionate and does not like its trying too hard. The new Dzire comes with a balanced look this is modern as well. The fascia embodies a new imposing grille with chrome surround

Side and Rear

The side profile now looks much more balanced. The boot is very well integrated in the body and doesn’t look like a forced job. The new 15-inch alloy wheels also make the car look smarter. The rear looks similar to the old Dzire but has better styling. The tail lamps are now LED ones and look much more premium. The paint quality has also improved this time. The New Maruti Dzire 2017 is indeed an excellent job my Maruti.

Maruti Suzuki Dzire Interiors

Coming to the interiors, here’s where a lot of major revisions lie. The dashboard gets an all-new design and even though some elements are derived from the new Swift, Maruti has again made a lot of changes to things like the instrument cluster, AC vents, steering wheel, inlays on the dashboard, etc. There is a dual tone black and beige colour theme and the top variants come with wood inserts on the dashboard and steering wheel. The wooden inserts are provided with an intent of making the car feel premium but honestly, it could have been done in a better way and the quality also feels a bit inferior. However, the overall fit and finish of the insides feel much better than the second generation Dzire

Due to the rear doors being wider, ingress and egress have become easier. The seats are large and comfortable and the cushioning is also soft but under thigh support felt a bit lacking. The driver’s seat gets height adjustment while the steering gets tilt adjustment and hence you can find yourself a good driving position with decent visibility all around. Space at the rear is decent but at the front, the footwell eats into space slightly. The roofline limits the headroom at the rear a bit. The boot is nicely shaped and has good cargo carrying capacity, it is larger by 60-litres now.

The third generation Maruti Dzire gets a good equipment list. You get automatic climate control and the cooling performance from the AC is very good and the rear AC vents are a big plus. The ORVMs are electrically adjustable and folding. The audio system is the same one that is also offered on the Baleno. The 7-inch touchscreen has a good response and it gets Apple CarPlay and Android Auto too. Connectivity is seamless and the sound quality from the speakers is very good. Apart from that, the Dzire also gets keyless go with push button start and unlock sensors on the door

Maruti Suzuki Dzire Performance

Underpinned by the HEARTECT platform, the Dzire is lighter than its predecessor by 85 kg for the petrol version and 105 kg for the diesel version. This makes a considerable difference to the performance and efficiency of the vehicle. Despite the usage of the same 1.2-litre petrol and 1.3-litre diesel engines, the lighter Dzire now feels a bit more zippier to drive. Fuel-efficiency has gone up by 6.8% to 28.4 kmpl, making it the country’s most fuel-efficient car. The petrol version’s figures too have improved by 5.5% to 22 kmpl. Power output for the petrol engine is 81 hp with 113 Nm of torque, while the diesel mill develops 73 hp and 190 Nm of torque. The extra torque of the diesel motor makes it more fun to drive and there is a hint of lag that disappears once the tacho needle swings past about 1,600 rpm. The petrol motor, on the other hand, becomes lively past 2,500 rpm but drivability in both engines is good and doesn’t call for frequent gear shifts.

Talking of gear shifts, the Dzire comes with a five-speed manual and a five-speed AMT (Automated Manual Transmission) or the AGS as the company calls it. The best part is that AMT is available with both petrol and diesel engines and is available in middle and top variants. The manual transmissions offer smooth shifts and the well-tuned ratios complement the engine’s easy-to-drive nature. The AMT on the Dzire turned out to be quite a surprise as it shifted quicker than expected. Even the diesel AMT shifts at a reasonably well speed and the petrol is a tad quicker with a kickdown response being good for both. One can also take control of the gears manually, in case a quicker shift is required in case of overtaking on highways. NVH (Noise, Vibration & Harshness) level is significantly lower in the new Dzire compared to the older model. This is a result of the new platform that improves NVH efficiency and the pendulum joints further help the cause. Overall, the Dzire offers good performance, easy drivability, class-leading fuel efficiency and the option of an automatic in both diesel and petrol versions, taking it a step ahead of the competition.

Maruti Suzuki Dzire Driving

If I were to rate the most significant high points of the new Dzire, its ride comfort would come a close second after its interior space; it’s that unbelievable. Three key areas show significant improvement – the damping, the steering steadiness and robustness while tackling bigger potholes. The additional weight of the diesel Dzire lets the suspension setup deal with road uncertainties with aplomb. The characteristic can be experienced at both low and high speeds, and it ups the plushness of the cabin. The steering is also steadier now in and maintains its centre position when going over rough patches without much driver effort, which builds the driver confidence. The third, and the most common of the complaints associated with Maruti cars – that of crashing into the potholes, has also been addressed. The Dzire goes over uneven surfaces and even bigger uncertainties without any harshness. View offers & discounts on Maruti Cars from Maruti dealers in India

The new Dzire is built on Suzuki’s Heartect platform which is more rigid than the one on which it was based before. Apart from it passing the crash tests, it also improves the stability. The Dzire feels more planted now than before at speeds closer to three digits. While the platform makes it stable, the steering starts to get lighter with an increase in speed and makes it a nervous handler. At low speeds, the same steering feels better weighed. Braking is one department that doesn’t see any improvement. The Dzire still lacks the initial bite, and speed sheds only when you press the B-pedal hard. So, while the Dzire maintains composure under hard braking, it’s still not confidence inspiring

Maruti Suzuki Dzire Safety

The safety features on offer include dual airbags, ABS with EBD and even brake assist. There is also ISOFIX on all the variants, which makes it a good option to consider. The other features on offer include the front seat belt with pre-tensioners, immobilizer, force limiter, seat belt warning lamps. Key left warning and door open warning are a part of this list.

(VXi/VDi) In the V variant, the additional features are day and night adjustable IRVM, speed sensitive door locking and anti-theft security system. (ZXi/ZDi) Z offers reverse parking sensor, front fog lamps, rear defogger as additional features. (ZXi+/ZDi+)

The Z+ also offers some additional features too. There is reverse camera with guide that is an extra over the Z variant

Maruti Suzuki Dzire Price

Maruti Suzuki Dzire Ex-Showroom Price in Hyderabad ranges from 5,42,102/- (Dzire LXI) to 9,39,868/- (Dzire ZDI Plus AT). Get best offers for Maruti Suzuki Dzire from Maruti Suzuki Dealers in Hyderabad. Check for Marut Suzuki Dzire price in Hyderabad at Carzprice

Maruti Suzuki Dzire Bottomline

Maruti, as ever, has its fingers on the pulse of the Indian market, and this new Dzire is tailor-made to cater to the demands and needs of customers. It’s got all the right ingredients – space, practicality, comfort, good equipment on top variants, fuel-efficient engines and, above everything, the backing of Maruti’s extensive sales and support network. Also, the inclusion of ABS with EBD, and dual airbags as standard across the range is an excellent move that’s sure to go down well with increasingly safety-conscious Indians. With a wide introductory price range of Rs 5.45-9.41 lakh (ex-showroom, Delhi), there should be a Dzire variant for everyone. There’s little doubt then, despite the rise of the compact SUV, and doubts about the longevity of this segment in the light of the upcoming GST implementation, that Maruti seems to have another blockbuster on its hand

HYundai Verna Facelift Review & Test Drive

Hyundai Verna Overview

Hyundai Verna has always been a prominent player in the mid-sized sedan segment in the Indian market. It has churned decent moolah for Hyundai in this highly competitive segment, which comprises of heavyweights such as Maruti Ciaz, Honda City, Volkswagen Vento and others. The sales of the Verna sedan dipped concerningly over the past few months as the design was outdated and it missed out on some tempting features as compared to its arch rivals Honda City and Maruti Ciaz, both of whom received a facelifted version with fresh styling and modern features. Therefore, the South-Korean automaker has introduced the next-gen Verna sedan with new styling and sophisticated features to regain the lost ground. The new sedan comes in both petrol and diesel fuel trims with manual as well as automatic transmission. It has been offered in four trim levels: E, EX, SX, and SX (O). The 2017 Hyundai Verna is based on a new architecture, while flaunting a new design and boasting of several first-in-segment features.  Hyundai Verna price range in India is between 7,98,023/- to 12,86,176/- , check for detail pricing of Verna in Carzprice

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Hyundai Verna Design;

The new Verna is bigger as well as more spacious than its predecessor and also gets a slightly lengthier wheelbase which automatically translates into more interior space. The new car also underpins a new reworked Hyundai i20 platform.

Now let’s talk about the styling, shall we? The old Verna was always one attractive looking sedan, and thus Hyundai decided not to mess too much wi9th the overall silhouette of the car and thus decided to make minimal changes to keep things fresh on the new car. As a result of all that the new generation Verna gets a redesigned headlamps and grille towards the front, the new ‘C’ shaped LED Daytime running lamps has also are integrated into the new headlight unit. The headlight assembly, in particular, gets projector units. The front profile now is dominated by a large cascading Hyundai grille. The front profile also gets new fog lamp cluster which is surrounded by a chrome embellishment. There are not many changes made to the side profile though however, the new sedan does feature a new set of alloy wheels for the top end trim. The swooping roofline towards the rear makes things more interesting. Talking about the rear profile, in particular, it gets this newly designed wrap around tail lamps which look quite similar to the ones found in the new facelift Xcent sedan only slightly bigger. The integrated boot spoiler too helps in adding a sporty appeal to the vehicle.

Hyundai Verna Cabin

The cabin layout isn’t very different from its stablemates, but that isn’t a bad thing. Interiors are well-appointed and the placement of controls is good. The new steering controls add to the upmarket feel while offering better usability. The quality of plastics is as good as it gets and plastics are nice to the touch with a smooth feel. The 7-inch touchscreen offers a good resolution but a slightly crisper resolution would have been more welcome, particularly for the navigation. The infotainment system offers Apple CarPlay, Android Auto and MirrorLink connectivity.

The ventilated seats deserve a mention as their cooling effect is a boon, and the seats are nicely cushioned and offer good bolstering. The rear bench is comfortable but leg and kneeroom aren’t as generous as some of the competition. The rear seat is a nice place to be in though with its plushness as the height of the arm rest is perfect and the rear air-conditioning vents ensure drafts of cold air reach you well. There’s an additional USB port for rear occupants, a thoughtful addition for the chaueffer driven lot. Storage spaces are abundant with several useful cubby holes, cup holders, a front central arm rest with storage and one-litre bottle holders in all doors.

Boot volume may not be best in class but there’s good amounts of space and I don’t think the average buyer will complain. Another highlight is the remote opening function for the boot, like the Elantra and Tucson – you simply need to stand behind the car for three seconds with the key in your pocket for it to open – which helps a lot when your hands are full.

Hyundai Verna Engine

Hyundai’s Verna will be offered with two engines, not four. The 1.4-litre engines have been shelved altogether. The 1.6-litre petrol and diesel engines have been carried over, but not without tweaks. Though power figures are identical at 123PS (petrol) and 128PS (diesel), Hyundai says that the torque is a lot more accessible. For instance, at 1250rpm you’d have 245Nm of torque on tap, compared to 176Nm in the outgoing Verna 4S diesel. Similar case with the petrol, where it makes a full 7Nm more at 1500rpm compared to the outgoing car that developed 122Nm. There’s a 6-speed manual like before, but, the 4-speed automatic transmission has been ditched in favour of a 6-speed automatic, presumably borrowed from the Creta. We could only sample the diesel avatar of the Verna, but had a go with both the transmissions. Clutch in, thumb the start-stop button, and the engine comes to life with a faint clatter. The engine feels smooth and refined as you start driving. The highlight here is the drivability of the motor, courtesy the torque. You can lug it at 30kmph in third. Step on it, and expect it to build speed cleanly. Much like the little Xcent, power delivery remains linear, save for a small spike in power at around 1700rpm. The diesel should make for a good city car as the clutch is light (albeit springy), and the gearshifts are quick n’ slick.

If you don’t want that hassle altogether, the new automatic gearbox will save the day. It shifts through the gears quickly and just gets the job done. Don’t expect it to be a sporty gearbox that will give you split-second shifts. Think of it rather as convenience and it seems just right for the job. There’s a manual mode too, but it didn’t seem all that engaging to use. It’s best left to its own, really. What’s appreciable, is the fact that the Verna is no longer a skittish handler. Around the skidpad, it remained composed as we chucked it about. Yes, there’s a bit of body roll but it’s predictable. And, we’d say the same thing about the steering as well. It is light, sure – but not dead. It does a good job of telling you what the front wheels are up to. Impressive! We can’t comment on the ride just as yet, but Hyundai tells us the new suspension has been engineered to be more forgiving, more pliant and quieter. It should have no qualms munching highway miles, but we’ll reserve our word on it till we get enough time with the car.

Hyundai Verna Rideing

The new Verna is also a huge improvement in terms of ride and handling. The suspension setup is stiffer and logic dictates that the ride should thus be stiffer but that isn’t the case. The suspension isn’t crashy as before over bumps and potholes and is a lot quieter in that sense, while still soaking it all up. There are a few thuds when going fast over broken roads but on the whole the ride is a lot more settled which makes for a better in-cabin experience. Another huge improvement is stability at speeds. The older car’s softer setup caused the car to wobble at speeds, especially given the undulations on our roads but the new setup does a far better job of keeping the car planted.

Cruising at highway speeds is thus a far better experience. This should make the new car more likeable, be it for the driver or occupants. The firmer suspension helps around corners as the car feels more planted, also courtesy the grip from the 195/55 R16 Hankooks it comes shod with. Steering feel has improved with a more weighted feel at speeds and around corners but I would have liked the system to be slightly more communicative. Brakes have a progressive feel but more bite would certainly make for a more reassuring experience. On the whole the new car is a huge leap over its predecessor but still isn’t worthy of being called a driver’s car unlike some of its rivals.

Hyundai Verna Safety

The next-gen Hyundai Verna gets disc brakes at the front and drum brakes at the rear. In addition, it is laced with a plethora of exceedingly reliable braking systems such as Anti-lock Braking System (ABS) and Electronic Brake-force Distribution (EBD) as standard features. The body structure of the new sedan is developed with 50 percent of Advanced High Strength Steel, which is an additional increase of 37 percent over the preceding model. As for the safety of the occupants, the 2017 Verna comes several avant-garde features in form of 6-airbags, front projector foglamps, ISOFIX (Child Restraint System), Impact sensing Auto Door Lock, Cornering Lamps, Reverse Parking Sensors, and Reverse Parking Camera.

Hyundai Verna Cost

Hyundai Verna Ex-Showroom Price in India ranges from 7,98,023/- (Verna 1.6 VTVT E) to 12,86,176/- (Verna 1.6 CRDI SX Plus AT). Get best offers for Hyundai Verna from Hyundai Dealers in India

Hyundai Verna Conclussion

To put it simply, the Verna’s package has only become stronger. The new design is mature and likeable, and like most Hyundais – it is loaded to the gills as well. Our short spin has us impressed with the drivability of the diesel, and the dynamics when you hustle it. Yes, the interior could’ve looked a lot less simpler and some more room at the back would’ve made it the perfect package. But, that doesn’t take away from the fact that Verna will catapult right to the top of the consideration list for the self-driven lot. It isn’t going to be easy, but Hyundai does look well-prepped to slug it out with the updated Honda City and the to-be updated Maruti Ciaz.

Honda City Engine & Gearbox

Honda City Overview

The Honda City is the main reason behind Honda’s premium image in India. It has been the reigning dominator of the sedan segment and features in every car manufacturer’s rival list in India.Modern and contemporary design with premium interiors makes the City a near to perfect premium sedan. The quality of finishing in this sedan is the best offered among its competition.Battling a tough fight against all the diesel options offered by its rivals, Honda City still manages to command its strong position. However, with so many options being available in the market, will the Honda City hold on to its charm is what we find out in our review. . Honda City price range in India is between 8,73,301/- to 14,01,886/-, check for detail pricing of City in Carzprice

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Honda City Design

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

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

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

Honda City Cabin

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

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

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

Honda City Performance

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

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

Honda City Driving

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

Honda City Safety

Honda has upped their game in terms of safety for the new City. The car now comes with dual front airbags, ABS, EBD and ISOFIX seats as standard across all the trims. On the range topping ZX trim you now get six airbags! Honda’s after sales is well known in India and the H badge is known for its reliability. The Japanese automaker has expanded its network from 295 dealers to 332 in this fiscal year. The City is heavily localised and the cost of maintenance is easy on the pocket. It even offers good resale value.

Honda City Cost

Honda City Ex-Showroom Price in India ranges from 8,73,301/- (City S MT Petrol) to 14,01,886/- (City Zx MT Diesel Anniversary Edition). Get best offers for Honda City from Honda Dealers in India

Honda City Bottomline

Offcourse the facelift city no doubt will help carry forward the legacy of the City sedan ahead. This has been one of the most popular C-segment sedans of the country and actually has helped Honda to cement their position in the Indian market. The facelift sedan might not bring a lot of change with it but it definitely will help bring some fresh appeal with it until and unless the new generation sedan is launched in the Indian market.