2013 Nissan Terrano – Click above for high resolution picture gallery

The Nissan Terrano is a good blend of sharp styling and mature driving dynamics.

The SUV segment in the Indian market is a formidable one. Some products have seen tremendous demand while some even sell in single digits. Of late, the lucrative compact SUV segment has shown significant growth amidst the slowdown. Now Nissan has introduced the Terrano in the Indian market expecting a boost in the carmaker’s sales volume in India. The Terrano is the first badge engineered product in India by Nissan, based on the Renault Duster. According to the Renault-Nissan alliance policies, the badge engineered Nissan Terrano will be positioned above the Renault Duster in terms of pricing. The Japanese automaker has made prominent changes on the Nissan Terrano in order to differentiate the two SUVs. In short, it is a refurbished Renault Duster with a premium layer of icing. Let’s find out what does it taste like.

Motor Quest: The Terrano name was used by Nissan for the Pathfinder in certain markets while the Terrano II was an SUV sold in Europe between 1993 to 2006. The Duster based Terrano is the only car which now uses the Terrano name.

Exteriors – First look at the Nissan Terrano won’t remind you of the Renault Duster, as it gets sheet metal changes that make it look fresh and mature. You would appreciate every inch of the updated styling over the Duster, firstly because you are habitual of seeing a Duster frequently and secondly Nissan has treated the Terrano with sharp styling elements against the Duster’s stout build. The front end of the Nissan Terrano points at you. It has sharp bonnet lines and more angular set of headlamps, which are neatly blended with the traditional wide Nissan grille. The carved out front bumper has a broad air inlet and features fog lamps. Notice the fog lamps housing, similar setup can be seen on the 2014 Nissan X-Trail.

The side profile of the Terrano reveals the same attitude of the Duster. The robust wheel arches are retained and you get the same roofline with slightly tweaked roof rails. The pillars are blackened out for better contrast and there are a flashy set of twin 5-spoke alloy wheels. The alloys get a chiseled pattern compared to the rather bland ones seen on the Duster. The most significant change on the side profile to notice is the character line that runs straight and strong from the front fender rising towards the rear fender. While on the Duster they provide a mild u-shaped crease that connects the fenders.

Coming to the rear strikes your attention towards the twin piece tail light cluster. The tail light units are much bigger and eliminate the sense of incompleteness that the Duster’s rear profile had. Other changes at the rear include redesigned bumper with new arrangement of reflectors and a new number plate housing that is triangular in shape tipped with a thick piece of chrome. The rear windshield is exactly the same as the Duster’s. You won’t see black cladding on the lower section of the body and instead the Terrano comes with single colour body panels which make it look neat and gentle. The overall styling of the Terrano turns up slick and sassy.

Interiors – The Nissan Terrano has comfortable ingress and egress. Once you enter the cabin, the beige treatment of interiors gives a good sense of space. Nissan has spruced up the dashboard layout, which feels slightly more premium than the Duster. The storage space on top of the dashboard has been covered now with a lid and the centre AC vents get rectangular in shape with chrome outlining. The instrument cluster covering has a rounded panel and the steering wheel remains the same that gets a rebadged horn pad with silver accents. The centre console is restyled with vertical silver panels running on the sides and piano black panels surrounding the new multimedia system.

These additional embellishments make the interior styling a bit more attractive than the Duster. Quality of the materials used and the fit and finish is exactly the same again, which is much better than the competition but doesn’t feel as premium as a car in this price bracket should feel. The base XE trim comes with black interior, while the rest get beige interior. Colour combination used in the Terrano gels nicely and looks tastefully done, thanks to the piano black finishing. The air conditioning is effective and the vents provide thick flow of air. Everything falls under reach and most of the controls are convenient to use apart from the mirror adjustment control that is placed under the handbrake lever. You will also miss the dead pedal to rest your foot on long drives. Nissan should have addressed the minor ergonomic issues which customers of the Duster have been complaining about since quite some time now.

The door pockets are deep enough to accommodate 1-litre bottles and there is enough spread of cup holders and small storage elements to keep knick knacks. Cabin space needs a special mention here, as there is ample space in both the rows as well as the boot. The seats are sufficiently supportive but lacking a bit of under-thigh support. The 475-litre boot space is practical with a convenient loading lip that can accommodate a good load of luggage. Some of the safety and convenience features offered in the Terrano include dual airbags, ABS, EBD, BA, fog lamps, reverse parking sensors, rear AC, double-din audio system with CD/MP3, USB, AUX and Bluetooth connectivity. Shockingly the steering mounted audio controls found on the Duster are not offered on the Terrano.

Performance – The Nissan Terrano shares the same engine lineup that includes 1.6-litre petrol and 1.5-litre k9k diesel engines. The 1.5-litre diesel engine is offered in two states of tune like the Duster, producing 85 PS, 200 Nm and 110 PS, 248 Nm respectively. On our media drive in Udaipur we got to test both the 1.5-litre diesel engine variants. The Renault sourced 1.5-litre k9k diesel engine is a gem and both 85 PS and 110 PS versions have their own merits. The 85 PS diesel gets the hold of power immediately with a fractional amount of turbo lag. It provides continual power delivery right from the word go until the mid-range, post which the power starts fading away. This particular setup is ideal for city driving conditions where you need initial and mid-range grunt. The engine feels lively from a low 1200 RPM till 3500 RPM. Above 4000 RPM the power feels inflexible.

The Terrano 85 PS gathers speed till 130 km/hr without much effort and the engine feels creamy. Reaching 140 km/hr and above is time consuming and after that the engine feels worked out. Mated to the 85 PS engine is a 5-speed manual gearbox with perfect ratios for city driving conditions. You don’t need to work the gearbox for ambling around town, as it has minimal turbolag. The 85 PS can even be kicked off in the second gear at dead speeds. The gear ratios are even sorted for winding inclines but out on the highway you need to downshift for slick and speedy overtaking. At 100 km/hr the RPM needle hovers around 2500 RPM.

Coming to the 110 PS diesel, the turbo lag ailment is there being a thick one until 2000 RPM, post which the turbo kicks in and you get a good boost of twisting power with some torque steer. The torque wave is enjoyable to ride on once you get used to the gear ratios and maintain your gearshifts within the turbo zone. The real action lies in the mid and top range of the rev band, which makes the 110 PS Terrano a terrific highway cruiser. The engine feels creamy throughout the range with top notch refinement. The 1.5-litre engine enjoys revving up to 5000 RPM.

Mated to the 110 PS version is a 6-speed manual gearbox. It is a rather long legged transmission, which is very convenient on the highways. At 100 km/hr in sixth gear the engine spins around 2200 RPM being in the turbo band, which means the car has relaxed cruising ability with enough grunt for high speed overtaking. There is no need to downshift for overtaking trucks as far as you are in the turbo zone. On the flip side, the engine needs to be learnt for city driving and steep incline sections. The initial turbo lag has to be treated with frequent downshifts otherwise you tend to do clutch slips. The clutch operation feels a bit stiff, which adds to the hectic drivability in congested traffic but it’s not a deal breaker as you would enjoy this engine once you get a hang of it.

Driving Dynamics – The beautiful synergy between ride and handling is already appreciated on the Duster and same is the case with the Terrano. The well balanced suspension provides excellent comfort at highway speeds as well as city runabouts. It keeps away the mild bumps while the big potholes just penetrate thuds inside the cabin keeping the body movement well under control thanks to the monocoque chassis. However the suspension setup feels a bit on the stiffer side but that sense of stiffness makes you feel confident on corners and high speeds, evading vertical and bouncy movement. The flat ride quality is unbeatable, even to some cars belonging from segments above the Terrano.

The Nissan Terrano has a front-wheel drive setup and the facile car like dynamics makes it one of the best handling SUVs in its segment, which you would realise as soon as you hit a curve. The driver doesn’t have to be prepared for a corner. The Terrano enters the corner neatly with negligible body roll and departs with a composed line, unlike most of the SUVs. By OEM tyre standards, the 215/65/16 MRF Wanderer tyres offer decent grip. Adding to the sense of confidence is the well calibrated steering wheel that provides definite feedback off the centre. At parking speeds the steering feels minutely heavy though and when you hit bad roads while turning, it does shudder and vibrate.

Considering the fact that the Terrano is a decently sized SUV, a set of winding roads feels like nirvana. The Terrano enjoys to be pushed around the corners but pushing it too hard will provide some understeer. The NVH levels are good and engine noise is kept well under control but wind and tyre noise is audible to some extent inside the cabin. Coming to the braking performance of the Terrano, it is equipped with front discs and rear drum brakes. It sheds speed quickly with the ABS working well and minimal nose dive but brake pedal feedback could be crispier at high speeds. No it’s not an off-roader as the Terrano comes with a 2-wheel drive setup, which doesn’t work well on grassy and slushy terrains. However it comes with high ground clearance with which you can do mild off-roading provided there is good traction.

Verdict – After driving the Nissan Terrano on the dynamic roads of Udaipur, we are out and out impressed by the capabilities of the compact SUV. Keeping all the good characteristics of the Duster intact, Nissan has successfully managed to give the Terrano its own individuality by sprucing up the styling significantly. It looks more premium and fresh. But, its success in the market will totally depend on its pricing. There are a few bits which could have been improved such as the wind noise, brake pedal feedback, mirror adjustment control placement, etc. Nissan should understand that customers are well-read and using taglines like “The Newest Icon In Innovation” is misleading as the Terrano brings nothing new to the table. With the news of an updated Duster coming soon, the Terrano will have to face competition from its own backyard.

Nissan has done a good job of improving the Duster but mechanically there is nothing new in the Terrano, which makes it tough for Nissan to justify its premium pricing for merely cosmetic differences.

What’s Cool

* Styling
* Dynamics
* Space

What’s Not So Cool

* Duster in new clothes
* Premium positioning and pricing

Alternatives: Ford EcoSport, Renault Duster

2013 Nissan Terrano Specifications

* Engine: 1598cc, 1.6 K4M (Petrol), 1461cc dCi K9K (Diesel)
* Power: 104 PS (P), 85 PS (85 PS Diesel), 110 PS (110 PS Diesel)
* Torque: 145 Nm (P), 200 Nm (85 PS Diesel), 248 Nm (110 PS Diesel)
* Transmission: 5-speed manual (P and 85 PS D), 6-speed manual (110 PS D)
* Fuel Consumption (ARAI): 13.24 km/l (P), 20.46 km/l (85 PS), 19.01 km/l (110 PS)
* Fuel Type: Petrol and Diesel
* Suspension: Independent McPherson Strut with Coil Springs and Anti-Roll Bar (Front), Torsion Beam Axle with Coil Springs and Anti-Roll Bar (Rear)
* Tires: 215/65/16 Tubeless Radials
* Brakes: Hydraulically Operated Diagonal Split Dual Circuit Braking; Ventilated Disc (Front), Drums (Rear), ABS, EBD
* Safety: ABS, EBD, Dual Front Airbags, Engine Immobilizer

2013 Nissan Terrano Dimensions

* Overall length x width x height: 4315 mm X 1822 mm X 1695 mm
* Wheelbase: 2673 mm
* Front/Rear Track: 1560/1567 mm
* Ground clearance: 205 mm
* Turning Radius: 5.2 m
* Boot Volume: 475 liters, 1064-liters (with rear seats folded)
* Fuel Tank Capacity: 50-liters
* Kerb Weight: 1160-1306 kgs

The post 2013 Nissan Terrano Test Drive Review appeared first on MotorBeam - Indian Car Bike News & Reviews.

Mercedes A-Class vs BMW 1-Series – Click above for high resolution picture gallery

Shootout – BMW 1-Series vs Mercedes A-Class

Price OTR Mumbai: Rs. 28.24 lakhs (Mercedes A180 CDI), Rs. 28.56 lakhs (BMW 118d)

Both these cars are the entry points to the German brands.

Luxury hatchbacks have suddenly become the talk of the town. BMW and Mercedes-Benz have gone ahead and defied old Indian logic, that hatchbacks need to be cheap and a sedan/SUV is everything in our country. The A-Class makes an instant style statement while the 1-Series is all ready to bump up your adrenaline. These German automobile companies are out to prove that small can be big and in this case, terrific value too. So when we got the red hot BMW 1-Series for regular road test, we quickly put logic aside and instantly invited its nearest rival, the Mercedes A-Class for a head-on battle. On paper, these cars seem to be closely matched but out on the road, things are a bit more interesting. Does the Bavarian automobile hold its own against its Stuttgart rival?

Motor Quest: Mercedes-Benz first launched the A-Class in 1997 and the car is now in its third generation, while BMW first launched the 1-Series in 2004 and the vehicle is now in its second generation. It’s only in their current generation that these cars fight so closely with each other.

Styling – When you are paying upwards of Rs. 28 lakhs for a compact car, it better look eye catchy. Both the BMW 1-Series and Mercedes A-Class are very similar in dimensions. While the 1-Series is marginally longer (4324 mm vs 4292 mm), the A-Class is wider (1780 mm vs 1765 mm) and taller (1433 mm vs 1421 mm). But that doesn’t matter much since the difference in dimensions is barely noticeable on the roads. What matters though, is the design. The 1-Series simply can’t a hold a candle to the A-Class in the styling department. While the A-Class looks outright gorgeous, the 1-Series doesn’t come across as attractive by any stretch of the imagination. Most find the design of the 1-Series to be like other BMW cars which brings little uniqueness to the aesthetics. The long hood and conventional rear gives the 1-Series very odd proportions.

When road testing these cars, we parked both at a busy market to see which gathers more eye-pops. Almost everybody turns and looks at the A-Class while the 1-Series’ presence was not at all impounding. Every small design element in the A-Class shouts attractiveness, right from the 302-pin diamond grille (option costing Rs. 72,000/-) to the coupe like rear profile. Even the headlights and tail lights are much more attractive in the A-Class with the LEDs working wonders. The BMW 1-Series we had on test was the top spec Sport Plus which comes with 17-inch wheels. The base 118d which is priced similarly to the Mercedes A-Class comes with 10-spoke, 16-inch wheels which don’t give the 1-Series the sporty pretext you expect from a car positioned as a sports hatchback. The A-Class comes with 17-inch 5-spoke alloy wheels as standard and the rims look the part. So in the styling department, the A-Class simply annihilates the 1-Series.

Interiors – BMW’s strategy of extensively sharing design elements across cars might not work that well in the exteriors department but it certainly does work when it comes to the interiors. The 1-Series feels very 3-Series like inside, at least in the design aspect. The dashboard feels big and substantial and looks quite busy with the wide centre console. However the base 118d doesn’t get the piano black inserts found on the Sport variants and instead uses silver finish. BMW hasn’t offered iDrive, information display, front seat arm rest, sport seats, electric seat adjustment and USB/Bluetooth connectivity on the base trim which is a shocking omission at this price. The 1-Series’ cabin thus ends up looking not at all premium which is a big disappointment as you don’t really get what your money’s worth, or at least that’s what the A-Class makes the 1-Series feel like.

Step inside the A-Class and you are greeted by interiors which truly feel premium and unlike the base 118d. Mercedes-Benz offers the A-Class in base Style trim, which does have lesser equipment over the petrol A-Class’ Sport trim. However Mercedes understands that a certain level of equipment is a must and the company has obliged by offering the A-Class diesel with electrically adjustable seat with memory package and 4-way lumbar support for the driver, front seat arm rest, auto dimming interior mirror, USB, AUX, Bluetooth connectivity, bi-xenon headlamps with washer, cruise control, etc. The cabin is itself inspired from the company’s flagship, the SLS AMG and that makes you feel special. While the A-Class diesel doesn’t come with parking sensors, BMW offers Parking Distance Control (PDC) as standard on all trims. Both cars come with front, side and rear airbags but the A-Class also offers a knee airbag for the driver.

The A-Class has a slightly longer wheelbase (2699 mm vs 2690 mm) and is the more roomier car of the two. Both cars offer top-notch quality with very little to fault with the built. The 1-Series offers better visibility than the A-Class, no matter where you are sitting. However the A-Class’ front seats offer more comfort and that’s where most owners are going to spend their time as neither cars offer a good rear seat experience. Legroom at the rear is decent but the seats are too low and even though the A-Class has slightly more place to stretch, the small windows, big front seats and low headroom are bound to make the rear seat passenger claustrophobic. The 1-Series isn’t much better though with the big transmission tunnel limiting the rear bench strictly to two passengers. The boot of the 1-Series is marginally bigger too (360 litres vs 341 litres) but the difference is even bigger when you factor in the fact that the A-Class has the spare wheel placed abruptly in the boot, limiting usability. Overall, the A-Class marginally edges ahead of the 1-Series in the interior department, thanks to the generous equipment levels and attractive cabin.

Performance – Powering the diesel A-Class is a 2.2-litre engine which belts out 109 PS of power between 3200-4400 RPM and 250 Nm of torque between 1400-2800 RPM, while the 1-Series uses a 2.0-litre diesel engine which has far more poke with 143 HP of power at 4000 RPM and 320 Nm of torque between 1750-2500 RPM. Clearly the BMW is going to be faster on the road but the difference is more than it appears. The 1-Series is a rear-wheel drive vehicle while the A-Class is a front-wheel drive and that should mean the Bavarian vehicle would be heavier. Wrong. The 1-Series manages to be lighter than the Mercedes and the advantage is more than 120 kgs. Factor in the higher power output and lesser weight and there is no second thoughts about which is the quicker car here.

The A-Class diesel sprints from 0-100 km/hr in 10.6 seconds while the 1-Series takes 8.6 seconds. That is a whole TWO seconds faster in the dash to the ton. The BMW also has a higher top speed by a good 20 km/hr, so indeed the 1-Series is the better performer here. NVH levels on both cars is excellent with barely any noise audible inside the cabin, till you reach 3500 RPM. The 1-Series redlines at 4700 RPM while the A-Class redlines at 4500 RPM. The A-Class offers marginally better in city drivability thanks to turbolag being almost absent. Both cars come with start/stop system and various driving modes, the A-Class offers Economy, Manual and Sport modes while the 1-Series offers Eco Pro, Comfort, Sport and Sport+ modes. BMW’s modes are better of the two as you can feel quite a difference when you change amongst them.

What further makes a difference between the performance of these cars is the transmission. The A-Class uses a 7-speed unit which has a bit of a lag between gearshifts. The 1-Series’ 8-speed autobox is a complete gem and is very quick with cog swapping. However BMW doesn’t offer paddle shifts on the 1-Series (you do have the tiptronic function on the gear lever though) while in the A-Class you get steering mounted paddles (there is no gear lever as the gear selector is column mounted on the right stalk). Both cars are equally frugal and should return 12-13 km/l in the city and 16-17 km/l out on the highways. The 1-Series manages to remain as frugal even with rear-wheel drive and more power output thanks to its terrific gearbox and regenerative braking system (part of BMW EfficienctDynamics). When it comes to petrol models, the 1-Series (136 BHP, 220 Nm) is again faster than the A-Class (122 HP, 200 Nm) but not by as big a margin. Clearly the 1-Series is the uncontested winner in the performance department.

Driving Dynamics – Mercedes cars are more oriented towards comfort, the A-Class is an exception to that. Both the 1-Series are A-Class are stiffly sprung vehicles and ride quality isn’t great but it isn’t bad either. The A-Class feels slightly better over bad roads and tyre noise isn’t too loud either. The 1-Series rides quite well too but tyre noise is quite audible post 100 km/hr. The run-flat tyres aren’t a convenient option for our roads either. High speed stability is better in the Merc and that’s largely down to it being the heavier car. The A-Class simply stays glued even when you encounter a rough patch at high speeds, where the 1-Series tends to bounce a bit. Braking performance from both these compact cars is excellent although the A-Class has slightly better pedal bite.

If there is one thing BMW is unbeatable at, it’s driving dynamics. The 1-Series is positioned as a driver’s machine and it doesn’t disappoint one bit. Handling is sharp and utterly precise, you aim for a corner and you conquer it with razor guided confidence. The 50:50 weight distribution does show and the eager chassis is a complete joy. The steering offers terrific feedback and the rear-wheel drive setup means you can have some fun around corners. The driving mode also alters steering weight and there is little to fault with the 1-Series when it comes to outright driving experience. That said, the A-Class isn’t that far behind when it comes to lightening up a quick smile across your face. Sure it doesn’t have the same level of feel around the steering but the car chucks into corners with impressive eagerness and handling is sharp and surefooted with little body roll. Both cars come with a slew of electronic nannies to keep things clean and safe. Overall, the 1-Series wins in the driving department.

Verdict – This battle between these compact cars seems quite close knitted. However there has to be only one winner. The BMW 1-Series is not only faster but sharper too which is bound to keep the driver smiling at every instance behind the wheel. However the base trim doesn’t feel any premium due to the narrow equipment list. To really get the premium luxury car experience, you need to shell out Rs. 32.25 lakhs for the Sport Line trim or Rs. 37.16 lakh (that’s 320d money) for the Sport Plus variant. This is significantly more than the A-Class and the additional amount you pay doesn’t seem well worth it. The irony of course is the way these cars are priced. While Mercedes-Benz uses the CBU route for the A-Class, BMW uses the CKD route for the 1-Series and in spite of this, the 1-Series is the costlier car here and that too by a significant amount. The A-Class might not be as sharp as the 1-Series but in regular day to day spirited driving, the difference isn’t a world apart. Factoring in everything, the Mercedes A-Class’ desirability level and bang on pricing with generous equipment makes it emerge as the winner of this test, but only just.

The BMW 1-Series is the more fun car to drive but the Mercedes A-Class is the more desirable package offering better value for money. The baby Benz manages to appeal to both the heart and the head.

The post BMW 1-Series vs Mercedes A-Class – Exclusive Shootout appeared first on MotorBeam - Indian Car Bike News & Reviews.

BMW 1-Series – Click above for high resolution picture gallery

Car Tested: 2013 BMW 1-Series (118d Sport Plus)

Price OTR Mumbai: Rs. 37,15,630/-

The BMW 1-Series sets new benchmarks for sheer thrills from a hatchback.

The Indian market is very new to the concept of premium hatchbacks as buyers here measure the value of a car based on its size. However BMW isn’t new to the idea of premium hatchbacks, case in point is the MINI range of cars, which are premium, sporty but not very practical. The BMW 1-Series comes and sits alongside the current MINI range but it’s armed with 5-doors and a more powerful diesel engine. Marketed as a premium compact globally, does the baby Bimmer have what it takes to capture the market in the compact car segment?

Motor Quest: The 1-Series is the successor of the 3-Series Compact which was a liftback version of the 3-Series, produced between 1993 to 2004. BMW offers the 1-Series in four body styles globally – 3 and 5-door, coupe and convertible.

Exteriors – BMW’s styling direction isn’t going to please many because the 1-Series takes heavy cues from its elder sibling, more so from the X1. Contrary to what people think, the 1-Series hasn’t evolved from the X1, it’s the other way round. The design of the 1-Series isn’t gorgeous and won’t make your jaws drop. The vehicle does look a bit odd from certain angles, the hood is too long while the rear is too simple. Many though that our red coloured test car was a modified Polo and the resemblance to the VW at the rear is very evident with the tail lights being very similar.

The front sports the usual kidney grille and BMW headlights which have impressive detailing. The side reveals the bold door line and relatively large glass area. The base and Sport Line variants get 16-inch wheels while the Sport Plus gets 17-inch wheels which have a very typical BMW design. So the 1-Series doesn’t score heavily on the styling front but other than the 3-Series and 6-Series, which BMW’s aesthetic appeal makes your heart skip a beat?

Interiors – On the inside, there is a world of a difference. The 1-Series feels very special with the cabin making you feel you are in a bigger car than a hatchback. That is because the dashboard is very reminiscent of the 3-Series. A well laid out dashboard with piano black inserts works very well. The wide centre console has a screen a top the AC vents and doesn’t feel like an after thought, looking well integrated to the dash. The joystick gear lever is always a joy to use while the steering wheel is loaded with buttons and gets silver inserts. The instrument cluster is classic BMW and the 1-Series does feel every bit as sporty as BMW projects it to be.

However one must not forget that the base 116i and 118d get very plain and basic interiors and there is no iDrive on offer there. BMW has really cut equipment on the lower variants which robs away the luxury feel from the car. Heck, there isn’t even Bluetooth and USB support, features which are standard even on the Tata Nano! The lower variants get silver inserts instead of piano black and there are no sport seats or electric adjust available either. However the seats on the top-end model are extremely supportive and offer stupendous all round support. The large glass area leads to excellent visibility too.

While the front seats are a comfortable place to be in, the same can’t be said for the rear seats. While legroom and headroom isn’t bad, it’s the large transmission tunnel which hinders a third passenger from getting in. For short journeys, two at the rear can move around in decent comfort, which is saying something for a car which is positioned towards driving. Fit and finish of this locally assembled car is excellent and everything feels well put together, just as you would expect from a BMW. The top-end Sport Plus gets a long list of equipment including rear AC vents, xenon headlights with washer, HiFi loudspeaker, etc. The boot offers generous space by hatchback standard and you can further boost practicality by flipping the rear seats forward (in 60:40 split format).

Performance – Powering the BMW 1-Series are two engines – 116i (petrol) and 118d (diesel). Our test car was the 118d which uses the same 2.0-litre diesel motor which does duty in the 3-Series and 5-Series. This mill has been detuned to output 143 HP of power and 320 Nm of torque, which is still quite generous by hatchback standards. It’s not a hot hatch per se but boy does it perform. Every input of the throttle will see the 1-Series diesel respond in urgency, moving forward with a definite urge. The motor itself is terrifically refined and is barely audible on the move, until of course you smash the throttle and a sporty note immediately erupts from the single exhaust.

The real gem in the 1-Series’ powerplant is the 8-speed transmission, which is quick to shift cogs and gets into the right gear without any hesitance. Redline comes in at 4700 RPM and you can comfortably cruise in top gear with the tacho needle ticking at just 1500 RPM at 100 km/hr. There are 4 driving modes – ECO PRO, Comfort, Sport and Sport+; which alter the gear shift response time. The 1-Series is very fast in the last mode but a bit jerky too. It holds gears till the redline and you can manually take control of the gearbox using the tiptronic function, ironically there are no paddle shifts on the steering. When driven sanely, the 1-Series will reward you with good mileage figures, stretching up to 17 km/l on the highways. The brake energy regeneration and start/stop system do help in making the car frugal.

Driving Dynamics – Every BMW has the ability of planting an instant smile on your face and the 1-Series is no different. This BMW hatchback is a hoot to drive and remains beautifully poised around the tightest of corners. The 1-Series is very eager and the chassis extremely potent (50:50 weight distribution), it simply changes direction with utmost precision. The steering wheel offers very good feedback and the drive modes alter the heaviness at the helm. Power is channelled to the rear wheels and that means you can have some fun as the 1-Series comes with a manual handbrake lever and not an electric parking brake. Grip levels are astounding thanks to the wide rubber and a plethora of safety systems.

BMW cars use run-flat tyres which end up spoiling the ride quality but the 1-Series is among the best riding BMW’s around. Ride quality although on the firm side, isn’t unpleasant and it’s only the real bad roads which tend to unsettle the car. Running on 45 profile rubber, the ride quality of the 1-Series is quite pliant and the lower variants run on 55 profile tyres which should offer an even better ride experience. While the engine is very silent, the road and wind noise is audible at speed. Braking performance is excellent and the pedal offers reassuring bite and feedback. High speed stability is good but a bit of bounciness is apparent over bad roads.

Verdict – BMW isn’t too late to the party as it’s positioning of the 1-Series is a bit different. BMW wants to lure driving enthusiasts to the 1-Series but the company has priced the car at a premium (considering it’s locally assembled). The base variants skimp on equipment you can’t imagine a BMW without, while the top trim costs as much as the 320d. The 1-Series isn’t a car which will awe you by its appearance but it will leave you spellbound as soon as you get behind the wheel. If you love driving, there is nothing at this price that offers the same levels of driver involvement as the 1-Series. Thus the Dynamic1 is a car you buy with your heart, not with your head. If you love driving and want a premium hatchback, this BMW is certainly the ONE.

The BMW 1-Series might not scintillate you with its visuals but look underneath and you are bound to appreciate the level of sharpness and accuracy on offer.

What’s Cool

* Diesel engine performance
* Handling and mid-corner balance
* Steering precision

What’s Not So Cool

* Styling
* Price

2013 BMW 1-Series Specifications

* Engine: 1995cc, 4-cylinder, common-rail, turbocharged
* Power: 143 HP @ 4000 RPM
* Torque: 320 Nm @ 1750-2500 RPM
* Transmission: 8-speed automatic
* Top Speed: 212 km/hr
* 0-100 km/hr: 8.6 seconds
* Fuel Consumption: 12-13 km/l (City), 16-17 km/l (Highway)
* Fuel Type: Diesel
* Suspension: McPherson struts (Front), Five-link (Rear)
* Tyres: 225/45/17 Runflats
* Brakes: Ventilated Disc (Front), Disc (Rear), ABS
* Safety: ABS, CBC, DTC, DSC, 6 Airbags, Parking Distance Control (PDC)

2013 BMW 1-Series Dimensions

* Overall length x width x height: 4324 mm X 1765 mm X 1421 mm
* Wheelbase: 2690 mm
* Turning Radius: 5.5 metres (est.)
* Ground clearance: 160 mm
* Boot Volume: 360 liters
* Fuel Tank Capacity: 53 litres
* Kerb Weight: 1320 kgs

The post BMW 1-Series Test Drive Review appeared first on MotorBeam - Indian Car Bike News & Reviews.

TVS Jupiter – Click above for high resolution picture gallery

TVS Jupiter Review

Bike Tested: 2013 TVS Jupiter

Price OTR Mumbai: Rs. 52,200/-

The Jupiter comes to Earth and redefines value for humans.

TVS is well known for coming with products which are good on quality and have class leading attention to detail and let’s not forget sheer value, just like its rival. However the pace at which products are rolled out are so slow that they give the market position to international companies within a very short span of time due to this strategy. Motorcycles or scooters, not all offerings are making an impact, which the company seeks. Perhaps it does not have the enormous amount of two-wheelers in any segment that rivals offer in same segments, which seems to be the mantra of the top three 2-wheeler manufactures in the country. Anyways, TVS is the only Indian manufacturer who has been making scooters completely on their own. The new offering, Jupiter, has already created a storm when it comes to value. TVS have redefined value when it comes to their latest offering. Our first short stint with the TVS Jupiter certainly left us impressed and after spending some time with the scooter we are ready with our comprehensive review, which should let you decide which scooter to buy much more easily.

Motor Quest: The Jupiter is targeted at male scooter buyers and the company designed the first Scooty in 1994 as a unisex product but later opted to focus on women consumers.

Styling – Yes, the TVS Jupiter looks like the Honda Activa at the front but if you look closely, it will remind you of the Wego but the headlight on the Jupiter seems a lot brawnier and comes with two pilot lamps. There are minute changes to distinguish it apart like the turn indicators are mounted on the panel below, not like the Activa where it is mounted on the top. Coming to the rear, the tail lights are smaller and edgier and it has LEDs in the stop lamp. The side panels are rounded and they are attached to the rear panel, giving it a seamless and different look.

The huge 3D logo (Jupiter) adds some character to the styling. The front sleek mudguard with black wheels adds a touch of sportiness to the TVS Jupiter, however the finish on the wheels is not great when you take a closer look. Similarities with the Activa are because of the rear grab rail, which looks the same from a distance in terms of size and aesthetics. The exhaust canister is a boxy unit, which fits in perfectly inside, aiding mass centralisation and is shielded by a stainless steel heat unit.

Instrument Cluster and Switch Gear – The console is completely new when compared to the Wego with black colour in the background to add a bit of sportiness to the cluster. Dedicated turn indicators on each side, fuel reserve light and high beam indicator on the top are placed on the instrument cluster. The fuel gauge on the right is accurate which moves faster (when turned on) than the fuel gauge found on other scooters. What we didn’t like on the cluster of the TVS Jupiter are the fonts. The ones on the Wego were great but the ones on the Jupiter are not that appealing. Switchgear is the same as the Wego, except for the pass button, which is integrated with the high beam button, a clever implementation. The red colour for the ignition and yellow for the horn button are special touches carried from the Wego.

The new addition to the cluster is the POWER and ECO mode, which is based on throttle response. ECO mode is when you are riding under 50 km/hr. However when you are doing 70 km/hr while being gentle on the throttle, it will still show you in ECO mode. Twist the wrist 100% and it will switch to POWER mode. The change is instant and the ECO and POWER mode lights are always changing which is disconcerting at first. However to the junta it is a subjective issue. USB, which is located under the seat, is an optional extra. There is a dedicated place assigned by TVS, all you need to do is ask your dealer and he will retrofit it for you.

Ergonomics – The sitting position on the Jupiter is upright but your hands are slightly inclined downwards (when you notice carefully), which is for better control and feedback. The rearview mirrors are positioned well but the field view behind is not that great for large people. Seat cushioning is truly brilliant, it feels like a sofa and somehow being that soft, it is still comfortable for long rides. The pillion enjoys the same comfort and has a huge ergonomically designed grab rail for holding on to. The pillion will have to stretch their legs on the right side as there is no footrest right below their leg. There is one on the left side, which is huge and is welded to the chassis, which comes as a standard fitment in the Jupiter. However, the stretch on the ride side is not that far fetched as the Honda Dio. Obviously the problem can be solved with a metal crash guard, which is an added accessory and fits around the scooter from the front to the rear.

Performance and Gearbox – The Jupiter is powered by a 110cc, all-aluminium engine, churning out 8 PS of power and 8 Nm of torque. Yes, that is right, power is down by .1 PS compared to the Wego and this is the reason why TVS is using KW (5.88) to mention the power rating. Weight is up by 4 kgs too. So has the brisk nature of the Wego, in terms of performance gone? CVT ratios have been tweaked and the gearbox is much more polished to deliver more low and mid-end torque. Jupiter’s performance will feel much more accessible to newbies and one can feel that engine power is well used, so the answer is no, thanks to subtle changes the brisk nature has not gone.

Changes made to the engine include spark plug gap increase, compression ratio increase and reduced friction. All these changes have made the engine behaviour linear. However, since the engine is based on the Wego, there is a of bit throatiness left and throttle response is crisp and the engine has not lost 100% of the fun. Tons of low and mid-end help the Jupiter reach 85 km/hr once you open the throttle 100% on an open road, it reaches so quickly that you tend to back off once you see the speedometer. In city, power is always on tap and when you find a long gap to close, the scooter shoots forward, no heart thumping performance, don’t worry, its only 8 PS after all. Like the Wego, we could only see a speedo indicated top speed of 85 km/hr. We recorded a fuel economy of 47 km/l in the city.

Riding Dynamics – Riding on the same platform as the Wego, the Jupiter uses the same chassis, wheels and tyres. This means telescopic front suspension and 12-inch wheels. The added four kgs of weight and softer dampers have made the ride quality slightly better than the already mature riding Wego. Dynamics are still excellent and the TVS Jupiter is fun to throw around corners and sweepers. It remains poised and well balanced.

The only spoilsport is the tyres. Screeching every time on hard braking and not so confidence inspiring in the wet makes it feel like a party with sadistic music. Manoeuvrability in the city is hassle free and u-turn radius is short. We found the scooter to be slightly bumpy on bad roads and when doing high speeds (although changing the tyre pressure resulted in better behaviour). Stopping power on the Jupiter is good. As always, the front brakes are not that great and the rear brake does 90% of the job.

Miscellaneous – The Jupiter comes with a lot of convenient features as standard. External fuel filler cap is a good thing on paper but you have to get down to open it up. So really, it does not make much sense. 17-litres of under-seat storage is plenty full, still it won’t fit a full size sporty helmet. However, most people have half face or smaller helmets which fit in just fine. After fitting a helmet, it can store tit-bits too. Two hooks are present; one at the top and one below the seat. The hook below the seat won’t do daily duties as it not ergonomically placed as the Honda Activa and the hook is a plastic one, not metal. However, the top mounted retractable hook is handy to carry a lot of stuff.

Tubeless tyres are great but if you can’t find it in any shop near you when it’s time to replace, you feel disheartened. Come on companies, allow tyre dealers to stock them too. Patented easy to use centre stand works brilliantly, 10% effort required, ladies will love it. Headlight illumination is top notch but the spread, as with scooters is limited as always. Paint quality is good. Panel gaps are not visible but there are some places where finishing is not up to the mark when you look carefully. The Jupiter comes with side indicator buzzers. This is an option we usually see on commuter motorcycles. Nevertheless, this accessory comes as a standard fitment on the Jupiter. The Jupiter also comes with a shutter lock to prevent theft of the scooter with a key. On top of the key there is small hole which lets you close the key hole which can only be opened up with the original key. This feature is found on almost every scooter in the market today.

Verdict – The Jupiter comes loaded to the gills with tubeless tyres, fuel reserve light, optional USB charger, parking lamps and LED tail lights. It has a modern suspension, fun to ride efficient engine with great dynamics and all this comes at a value for money price tag which makes it seriously easy for scooter buyers out there to choose from. The Jupiter under cuts the market leader by a decent margin while offering more equipment. The TVS Jupiter is no doubt the ultimate choice in the entire scooter market right now. Looking for a scooter? Buy yourself this planet, ahem scooter.

The TVS Jupiter comes across as a very good package in the scooter segment, offering practicality and performance at an attractive price.

What’s Cool

* Dynamics
* Value for money
* Convenient features

What’s Not So Cool

* Below average grip from TVS tyres
* No space for full faced helmet

2013 TVS Jupiter Specifications

* Engine: 109.7cc, single-cylinder, air-cooled
* Power: 8 PS @ 7500 RPM
* Torque: 8 Nm @ 5500 RPM
* Transmission: CVT
* 0 – 60 km/hr: 7.2 seconds
* Top Speed: 85 km/hr
* Fuel Consumption: 45-50 km/l
* Fuel Type: Petrol
* Suspension: Telescopic Forks (Front), Hydraulic Gas Filled (Rear)
* Tyres: 90/90/12
* Brakes: 130 mm Drum (Front), 130 mm Drum (Rear)

2013 TVS Jupiter Dimensions

* Length x Width x Height: 1834 mm x 650 mm x 1115 mm
* Wheelbase: 1275 mm
* Seat Height: 765 mm
* Ground Clearance: 150 mm
* Fuel Tank Capacity: 5-litres
* Kerb weight: 112 kgs

Further Reading -

TVS Jupiter Video Review
TVS Jupiter vs Honda Activa vs Yamaha Ray

The post TVS Jupiter Test Ride Review appeared first on MotorBeam - Indian Car Bike News & Reviews.

Volkswagen Polo GT TDI – Click above for picture gallery

Car Tested: 2013 Volkswagen Polo GT TDI

Price OTR Mumbai: Rs. 9,61,150/-

The Polo GT TDI offers fire-breathing performance from its 1.6-litre diesel heart.

When Volkswagen launched the Polo in India, it was the only car in its segment to come with a 3-cylinder diesel engine, something which wasn’t appreciated by enthusiasts. Now Volkswagen has plonked in a bigger 1.6-litre diesel engine in the Polo which is borrowed from its elder sibling, the Vento. However the Volkswagen Polo is lighter than the Vento and that surely plays a big role in the performance of the GT TDI. The Volkswagen Polo GT TDI is by far the most expensive locally manufactured hatchback in the country today (thanks to the higher excise duties) and the difference between the similarly specced 1.2 TDI model is a considerable Rs. 1.19 lakhs. While VW hasn’t made any other changes, is the performance from the 1.6-litre TDI enough to make a strong case for the Polo GT TDI?

Motor Quest: This is not the first time a manufacturer has put a powerful diesel engine in a hatchback. Hyundai did it with the Getz CRDI which produced 110 PS and 240 Nm from its 1.5-litre powerplant.

On the styling front you are set for a disappointment. Other than the GT badge on the grille and boot, there is absolutely nothing which differentiates the car from the regular Polo (no GT badges on the C-pillar like the GT TSI). The GT TDI comes in Highline trim only and the alloy wheels get the familiar Estrada design. The Polo doesn’t look old or dated, in spite of being on our roads for more than three and a half years now but neither does it stand apart. A minor facelift was given to the car last year but the GT TDI should have got some unique design elements like different alloy wheels, blackened roof/mirrors, body kit, indicators on rear view mirrors, etc. However for those who want to surprise others on the road, the sleeper look fits in just fine.

The interiors of the Polo GT TDI are similar to the regular Polo (Highline variant). Specific changes for the GT TDI model include “GT” scuff plates on the door step, aluminium pedals, leather wrapping on the steering wheel, gear knob, handbrake lever and ‘Milan’ Titanschwarz fabric upholstery. The centre console gets piano black finishing and the GT TDI gets climate control and RCD 320 audio system, found on the GT TSI. The audio system offers Bluetooth connectivity along with USB, iPod, AUX and SD card support. The horn doesn’t sound impressive for a German car and feels a bit mellowed. The seats are comfortable and offer good back support. There are reverse parking sensors too and the dashboard design is neat yet attractive while the dials on the cluster are very classy.

The cabin has decent space at the front but rear seat space is below average, specially with taller passengers at the front. The scooped front seat back helps but only just. Even the driver isn’t very comfortable as there is little space below the steering wheel, thus if you are tall and you lift of the clutch, you are bound to scrape your left leg with either the steering wheel or the centre console. Quality levels are phenomenal though and the cabin feels very well put together with the light touches amplifying the feel good factor. One touch up/down power windows for all doors is a neat touch and the 260-litre boot is decent sized.

Get over the lack of sportiness on the exterior and interiors and come to the heart of the matter and you are bound to be impressed. The Polo GT TDI is powered by the same engine which does duty in the Vento and Skoda Rapid, we have driven them extensively before so what’s the big deal when it powers the Polo. The Polo is a hatchback, weighing around 65 kgs less than the Vento. The second most powerful diesel hatchback in the segment is the Fiat Grand Punto 90 HP and its down on power by 12 PS and 41 Nm. In spite of the Polo producing more output, it’s lighter too and better geared as well and that makes it significantly faster than any other diesel hatchback in its segment. The 1.6-litre diesel motor thrusts out 105 PS of power at 4400 RPM and 250 Nm of torque between 1500-2500 RPM.

Power up the engine to life and the diesel clatter is quite audible inside the cabin, although vibrations are minimal, the sound from the motor is heard throughout the power-band, more so post 2500 RPM. There is a bit of a lag (until around 1500 RPM) post which the Polo GT TDI pulls strongly. Performance is pure savage, the way the GT TDI accelerates can leave you smiling for hours. There is so much torque that you can lift the car off from standstill in third gear or from 30 km/hr in fifth gear and the vehicle just pulls. 0-100 km/hr takes less than 10 seconds and top speed of 195 km/hr is achieved in fifth gear. The best part of this motor is its high revving nature, it redline at close to 5400 RPM and it does so cleanly, only hesitating once past 5000 RPM. Power starts to taper off post 4500 RPM and there is so much performance on offer, you simply don’t need anymore on Indian roads.

Step on the throttle and the first gear will top out at 46 km/hr, second at 79 km/hr, third at 122 km/hr, fourth at 160 km/hr. Cruising is a comfortable affair too and the RPM needle hovers at 2300 RPM at 100 km/hr in fifth gear. Keep the engine above 1500 RPM and it reward you with instant performance. So while cruising at 80 km/hr in fifth (RPM at 1800), simply floor the throttle and you will be genuinely awestruck by the stupendous in-gear acceleration. In no time you are doing 160 km/hr, it simply pulls in a linear manner and does so as if its in a lower gear. In fact there is so much power that you wheel spin even in second gear! The gearbox is about average as it feels notchy when you try to shift gears enthusiastically (putting it in reverse can be a bit of a task as the transmission isn’t the smoothest) but feels just fine when you slot in the cogs calmly. ARAI mileage is 19.78 km/l and we don’t understand how the Vento delivers a higher ARAI figure of 20.5 km/l. The Polo GT TDI is a frugal car, in spite of pedal to the floor driving, we got a mileage of 14 km/l which should stretch to 15+ km/l in sane conditions.

The Volkswagen Polo is known for its well set up chassis and the GT TDI helps you to exploit the brilliant set-up even further. With so much power on tap, you can dive into corners with faster speeds and that’s when you will truly appreciate the handling of the car. The Polo GT TDI is sharp and has terrific body control but tends to understeer when pushed very hard. It remains thoroughly glued to the road even at high speeds without giving you a hint of the speeds you are doing. The steering offers good feedback, it’s quick and accurate but not very feel-some. Ride quality is excellent and the Polo glides on the roads with almost tank like precision, with only really bad roads unsettling the car to an extent. Even at high speeds, ride quality is mature and the European genes are apparent, no vibrations on the steering wheel whatsoever. The braking could have been better though considering the speeds you would be hitting very frequently on the Polo GT TDI. On really heavy braking the tyres do screech and the Polo does twitch a bit which is purely due to the 185 section Apollo rubber which isn’t enough for a car capable of such mind-boggling performance.

The Volkswagen Polo is a hugely capable car and it won the European car of the year in 2010 which is testimony to the same. The Polo is a very under-rated car and the lack of performance from the 3-cylinder engines made many shy away from it. With the Polo GT TDI, Volkswagen has given hot hatch lovers reason to rejoice. While the GT TSI offers more features and convenience at around Rs. 10,000/- less than the GT TDI, the latter is undoubtedly the more fun car which is easier on the pocket thanks to its frugal nature. Comparing the Polo GT TDI with any car makes absolutely no sense as there is nothing in the same league when it comes to performance. Volkswagen has given enthusiasts a diesel car with ample performance and although it’s the most expensive vehicle in its segment, the price you pay for the scintillating performance is completely worth it.

What’s Cool

* Performance
* Dynamics
* Built Quality

What’s Not So Cool

* Interior Space
* Gearbox

Further Reading –

Volkswagen Polo GT TSI Review
Volkswagen Polo vs Fiat Grande Punto

The post Volkswagen Polo GT TDI Test Drive Review appeared first on MotorBeam - Indian Car Bike News & Reviews.

The post Hyundai Grand i10 Video Review appeared first on MotorBeam - Indian Car Bike News & Reviews.

Grand i10 vs Brio vs Figo vs Ritz vs Beat – Click above for high resolution picture gallery

Shootout – Hyundai Grand i10 vs Ford Figo vs Maruti Suzuki Ritz vs Honda Brio vs Chevrolet Beat

Price OTR Mumbai: Rs. 4.67 – 7.24 lakhs (Chevrolet Beat), Rs. 4.74 – 7.45 lakhs (Ford Figo), Rs. 5.00 – 7.39 lakhs (Honda Brio), Rs. 5.13 – 7.76 lakhs (Hyundai Grand i10), Rs. 5.23 – 7.71 lakhs (Maruti Ritz)

Hatchback war sees a new beginning with the arrival of Hyundai’s game changing Grand i10.

Last time we saw a revolution in the hatchback space, it was 2005 when Maruti Suzuki launched the Swift. Thereon quite a few hatchbacks have come, some made an impact, some didn’t but the latest entry into the segment is surely creating a ripple. We are talking about Hyundai’s brilliant new car, the Grand i10 which looks very promising on paper and road alike. After having driven the car multiple times, we had to put it against its nearest rivals to find out who emerges on the top. Cars like the Nissan Micra and Toyota Etios Liva weren’t included for a reason, the former being overpriced while the latter offering not much to the buyer except interior space (poorly equipped). The Chevrolet Beat isn’t a real competitor to the Grand i10 either but it’s the only car in the country which comes with a similar diesel engine (3-cylinder unit), making us include it in the mega hatchback shootout.

Motor Quest: From tin boxes to real hatchbacks, the trend started in 2001 when Fiat launched the Palio in India. More than a decade later, the buyer is totally spoilt for choice.

Styling – These five cars have very different styling. The Hyundai Grand i10 was recently launched and looks the most appealing amongst its rivals. The attention to detail on the car really pays off and that makes it the easy pick in the styling department. The Honda Brio comes in second and the car appears cute. Third place in the styling department gets occupied by the Ford Figo and its recent facelift manages to make it look neutral in appearance, hiding its dated design. The Chevrolet Beat and Maruti Suzuki Ritz have started to show their age and come in fourth and fifth respectively. While Maruti Suzuki only recently gave the Ritz a facelift, the changes were too minimal to make an impact. GM on the other hand have given the Beat a facelift in overseas market and the same model is expected to reach Indian shores next year. However minor changes won’t help Maruti and Chevrolet’s case as their cars are simply a touch too old in front of modern competition.

Interiors – Step inside all these cars and yet again the Grand i10 comes across as the best alternative by a significant margin. The Grand i10′s interiors feel a touch above the rest and quality levels are much superior than rivals. All other car’s simply don’t feel in the same league as the Grand i10, whose interiors are so good that a layman might just compare it to a D-segment car. Whether it be fit and finish or equipment levels (rear AC vent, cooled glovebox, keyless entry, button start, 1 GB storage for audio system, electrically retracting rearview mirrors, etc), the Grand i10 simply annihilates others. Even space inside the Grand i10 is much more than what’s seen in the competition. The cluster of the Hyundai is also the easiest to read and carries multi-information display which the others don’t.

Quality levels inside the Chevrolet Beat and Honda Brio are almost on par but the Brio takes the edge for its roomier cabin. The Beat lacks space and we aren’t really a fan of that motorcycle inspired instrument cluster either. The Chevy also doesn’t have the same level of equipment as the others although it comes with a climate control system, it loses out on steering mounted audio controls and electrically adjustable rear view mirrors. The Ritz and Figo both feel dated on the inside although both cars offer decent interior room. The Figo lacks rear power windows, the only car in the segment to not have it even on the top-end model but it’s the only car (along with the Grand i10) to come with Bluetooth connectivity.

It’s only the Ritz and Grand i10 which come with a dashboard mounted gear lever which helps in liberating more space near the handbrake. The Grand i10 comes with a lot of storage space on the inside and also boasts of the best rear seat legroom (no claustrophobic feeling sitting in the rear of this hatchback). The Figo might have average plastic quality but it has the heaviest doors and that does make you feel it’s built like a tank. The Figo also leads when it comes to boot space, offering 284-litres with the Grand i10 coming in second at 256-litres. The Ritz, Brio and Beat offer 236-litres, 175-litres and 170-litres respectively. In terms of front visibility, the Grand i10 is the best, in terms of AC performance the Figo outperforms the others while in terms of cabin airiness, the Brio comes out on top. However, it’s the Grand i10 which is the overall winner in the interiors round.

Performance – All these five cars come with the option of either a petrol or diesel engine (except the Brio which doesn’t get a diesel motor). Let’s talk about the petrol engines first which incidentally in all these cars are 1.2-litre units. The Chevrolet Beat and Ford Figo share last place because their petrol engines don’t offer good enough performance compared to the other three cars here. The Figo is the least powerful car here with just 71 PS and 102 Nm of output. However the saving grace is the sound from the motor which feels exciting at high revs but the car doesn’t really move that quickly. The Beat’s engine lacks mid-range and low-end performance is adequate while it does rev rather freely to its redline but sounds coarse there. With 80.5 PS and 108 Nm on offer, the Beat is the second least powerful car in this shootout.

The Grand i10, Brio and Ritz finish closely when it comes to overall engine performance between the three. The K-Series engine in the Ritz (87 PS, 115 Nm), Kappa motor in the Grand i10 (83 PS, 114 Nm) and i-VTEC powerplant in the Brio (88 PS, 109 Nm) stand apart from the Beat’s SMARTECH mill and Figo’s Duratec motor. While the Grand i10′s engine offers good low-end and mid-range performance, it isn’t comfortable at high revs where the Brio shines. The Honda isn’t the best in low-end performance but does well in the mid-range and the Ritz is similar too, offering good mid and high-end performance, very Japanese of both. The Grand i10 is the more drivable car in the city but the other too are more fun on the highway. All cars come with 5-speed manual transmissions. The Beat’s gearbox is a bit notchy while the Figo, Ritz and Grand i10 offer smooth shifts and the Brio the smoothest of the three. The Brio and Ritz come with the option of an autobox and the Brio is the better of the two with its 5-speed AT over the 4-speed box in the Ritz which is a tad noisy. Overall when it comes to petrol engines, the Honda Brio wins but only just.

Coming to the diesels, the Beat and Grand i10 come with 3-cylinder diesel engines while the Ritz and Figo use 4-cylinder diesel engines. The Beat is the least powerful with 58.5 PS and 150 Nm while the Grand i10 belts out 71 PS and 158 Nm. Both cars offer good city drivability but the Grand i10 is the better between the two, thanks to the higher output and fantastic NVH levels. In fact the NVH levels on the Grand i10 is so good, it’s easily the best among the four cars here. The diesel Figo produces 69 PS and 160 Nm and in spite of modest figures on paper, it has extremely good city and highway performance whereas the Grand i10 excels in the city and feels a bit underpowered on the highway. The Ritz is in a class of its own, although it has considerable turbolag, it’s very fast with 75 PS and 190 Nm on tap. This makes the Ritz the most fun to drive diesel car which also has the best gearbox here. In terms of gearbox, other’s aren’t far behind the Ritz with the Grand i10 and Figo being almost on par and the Beat coming in last.

Driving Dynamics – Ride quality is more important for a buyer of this segment than outright handling. The Honda Brio doesn’t have the best ride quality here with the suspension setup being on the stiffer side. The ride quality is good but the Brio tends to get unsettled on bad roads very quickly. The Beat on the other hand offers a very plaint ride and absorbs most of the bumps without transferring much to the cabin. The Ritz is also very complaint over bad roads but tends to bounce a bit at high speeds. The Grand i10′s ride quality is excellent and again it’s the real bad roads which tend to unsettle it. However the Figo, although on the stiffer side, rides the best in the segment, what ever the road surface be. The Grand i10 is the easiest to manoeuvre thanks to its light steering while the Beat and Brio aren’t far behind.

In terms of handling, while the Beat and Grand i10 offer neutral behaviour, the Ritz is the more involving of the three but body roll is present. The Brio is extremely chuck-able into corners and you can really enjoy driving the car enthusiastically. However, yet again, the Ford Figo emerges on top in the dynamics departments with the best handling among the five cars. The steering is simply a joy to use, the hydraulic unit is heavy at low speeds (all other cars here use electric steerings except the Beat) and weighs up beautifully at high speeds. Even high speed stability in the Figo is the best while the other cars feel reasonably composed at high speeds. In terms of braking performance, the Figo and Grand i10 are evenly matched while the Beat, Ritz and Brio aren’t far behind. Overall, the Figo is easily the winner in the dynamics department.

After Sales Service and Mileage – Maintenance is of crucial importance for a hatchback buyer but between all these cars here, there is little to choose in terms of spare costs. While the Ritz has the cheapest spares, the advantage is minuscule and Hyundai has really closed the gap in maintenance costs. The Figo and Beat are also very cheap to live with and Ford offers child parts which further reduces cost of replacement while GM offers 3-years service holiday. The Brio isn’t much expensive either but is still costlier than the others. Due to the volumes in this segment, all companies have localised parts heavily which helps in cheaper cost of upkeep. In terms of mileage for the petrol models, the Grand i10 comes out on top with 18.9 km/l against the Beat’s 18.61 km/l, Ritz’ 18.5 km/l, Brio’s 18.4 km/l and Figo’s 15.6 km/l. In terms of automatic, the Ritz AT returns 17.6 km/l against the Brio AT’s 15.6 km/l. When it comes to diesels, the Beat emerges on top with a mileage of 25.44 km/l against the Grand i10′s 24 km/l, Ritz’ 23.2 km/l and Figo’s 20 km/l (all ARAI figures).

Verdict – When the Beat was launched, it was a formidable car but GM’s ignorance towards the product has made it wash out in front of more modern competition, it finishes last. The Maruti Suzuki Ritz might have best powerplants in its engine bay but in other departments it simply doesn’t come close to its rivals and feels just about average. It finishes fourth. The top three can be seen in the picture above. The Ford Figo has brilliant dynamics only let down by its average quality, dated design and below average petrol engine which is the least efficient here. The Honda Brio finishes second and the car delivers heavily on many fronts like engine performance, handling, easy of use, etc. However there is one clear winner and it’s no surprise. The Hyundai Grand i10 has come and made a big impact already. The car offers class leading interior space, features and quality which are primary for a buyer of this segment. While the other cars are capable in their own regard, they heavily fall short when compared to Hyundai’s latest and that puts it on the top in this shootout.

The Hyundai Grand i10 simply feels a generation up over its rivals and that’s thanks to the modern interiors, generous equipment list and fantastic quality. The value for money is just the icing on the cake and that’s what makes it the hatchback to buy today.

Further Reading -

Hyundai Grand i10 Review
Honda Brio Review
Ford Figo Review
Maruti Ritz Review
Chevrolet Beat Review

The post Grand i10 vs Brio vs Figo vs Ritz vs Beat – Mega Hatchback Shootout appeared first on MotorBeam - Indian Car Bike News & Reviews.

Bike Tested: 2013 Bajaj Discover 100M

Price OTR Mumbai: Rs. 54,900/-

The Discover 100M is the most potent 100cc commuter bike with a right blend of performance and features.

It is no secret that after the Pulsar, the Discover has been the best selling motorcycle for Bajaj Auto. Obviously, when you have two brands and one of them is in the commuter segment, which is a key market in India, it is bound to bring the company volumes. However, the Pulsar is butter, but they need the bread too, right? It is not easy for Bajaj Auto to break into the volume churning commuter segment where the market leader has 24 models while Bajaj Auto has a measly ten products to retaliate. Nevertheless, that does not stop the company from trying, does it? Bajaj has clearly mentioned a year ago that they have six new Discovers waiting to be launched and four of them are here. The 125 ST, 125T, 100T and now the fresh from Akrudi’s oven is the 100M. Yes, the M stands for mileage and internally for Bajaj, a brand new platform. This new platform is identical to the T variants (the one with dual side gas charged shocks at the rear and less horsepower) but not the same. When we rode the Discover 100M for a short time at the launch, our initial impressions were positive. After a brief time with the bike, we are here with the complete road test, how is the new Discover 100M? Let us find out!

Motor Quest: Bajaj launched the first Discover in 2004 which was powered by a 125cc engine. The first entry-level commuter variant of the Discover (112cc) was launched in 2005 with a mileage claim of 101 km/l.

Styling – The Discover 100M is a replica of the Discover 100T. However the 100M gets Pulsar inspired aluminium side sets which are larger than the 100T. The chain guard has moulds outside to make it look more attractive and funky. The exhaust is much longer, looks sleeker and it gets a different heat shield. The headlight and tail light remain the same. The side panels are devoid of the fuel knob. The panels are now body painted and comes with graphics on it. Y-spoke alloy wheels as any other Discover variant are here as well and the dominant tank makes the motorcycle look swell in the eyes of a commuter. All this projects an image of a larger motorcycle than it actually is.

Instrument Cluster and Switch Gear – In terms of aesthetics, same cluster continues to be a part of the 100 M as well. There are quite of lot things skipped here. The chrome bits that surround both meters are gone. Battery warning indicator has been omitted. Yellow markings inside the speedometer don’t make it to the cluster either. The analog trip meter with reset button also has been dismissed from the 100 M. Solitary side indicators, always-illuminated Bajaj logo and high beam indicators are here. Switchgear is the same and pass light switch stays.

Ergonomics – The seating position of the Bajaj Discover 100M is upright. That means the footrests are not rear set, but are right below you, so that results in the rider sitting near to the tank. The narrow handlebar gives the rider confidence for tackling city traffic. The rear view mirrors give a good view of what is behind to almost any sized rider. The seats have superior cushioning and are wide too, offering excellent comfort to the pillion and the rider. The knee recesses on the tank are accommodating and make you feel attached to the motorcycle.

Performance and Gearbox – The Discover 100M is powered by a 102cc, DTS-i, 4-valve, under-square engine which produces a power output of 9.3 PS at 8000 RPM and torque output of 9.2 Nm at 6000 RPM. Changes are made to the CDI and valve train to achieve this slightly detuned state. However, if you notice the engine produces power and torque at lower RPM’s than the 100T which combined with lower weight puts it on par with its elder sibling. The power to weight ratio is only down by a measly 2.7 PS/tonne. A lightweight rider can match the acceleration time of the 100T effortlessly. The engine is smooth, throttle response is good and the motor responds swiftly to the rider’s inputs. Acceleration is brisk and low-end torque is excellent. Where this motor truly shines is the mid-range. Performance is surreal for a 100cc motorcycle, after 50 km/hr, the bike quickly reaches 80 km/hr. Progress to the top speed, which is 95 km/hr, is slow. The 4-speed gearbox is smooth and aided by positive shifts, it’s a great unit altogether. Taller gear ratios help to extract the best from this powerplant.

The 100cc engine revs up smoothly to the redline and NVH levels are fantastic and even better than the Discover 100T. Engine sounds throaty too with the new intake system. This is because the engineers have worked really hard on the NVH of the 100M. The motorcycle we had on test had done 300 odd kms, so it was not extremely buzzy like the bike we had ridden at the first ride event. This shows that a brand new engine is not happy and tends to vibrate slightly. Discover’s engine and gearbox feels better every time a new model comes in. Bajaj is definitely going up the ladder when it comes to refinement.

Riding Dynamics – The Discover 100M is lighter by 6 kgs thanks to every single dimension being shorter by a considerable margin. 500 ml of fuel space is also compromised within the tank to achieve the lightweight number. Seat height has come down by 15 mm. The alloy wheels and tyres are the same and the front suspension is lowered by 5 mm. The Discover 100M stays planted in the corners and there is good grip from the tyres too. The front fork geometry is tuned for manoeuvrability, rather than sporty crisp turn-in as this is what this segment requires. Damping is superior and mature. Superb balance of ride and handling feels very stable the moment you take a short spin. The rear suspension is on the softer side. However, since most riders don’t ride alone or carry some luggage most of the time, it’s an ideal setup for them indeed.

The u-turn radius is radically short. Ride quality is good and the motorcycle absorbs even big bumps which don’t upset the Discover 100M. Brake at the front was a disc (the bike comes with a drum at the front as standard) in our test bike and like the customer’s demand, it is devoid of initial bite and lacks feel. However the motorcycle does stop well in stop-go traffic. Rear brakes are drums and they do a good job of shedding speeds well. High speed stability is good and changing directions at speeds doesn’t upset the motorcycle’s balance.

Miscellaneous – Headlight illumination is top notch and the spread is excellent too. Paint quality and fit-finish is excellent all around. Electric start, alloy wheels, drum brakes, DC ignition come as standard on this motorcycle. Tail light is not a LED on the 100M. Fitment like engine guard, rear view mirrors and sari guard come as standard. Horn is puny and an upgrade is necessary in case you rely on it most of the time. We once complained that new colours should be introduced on the Discover series. The new 100M comes with olive green which already exists on the normal 2-valve brothers, we are not complaining though. Flap mechanism on the fuel filler cap is an excellent idea always, a rarity in other motorcycles from the same category. As always, an excellent move by Bajaj Auto by keeping corrugated fins on the Discover 100M for better cooling, just like the Discover family variants. Front disc is available as an option, hurray!

Verdict – As always, Bajaj Auto has nailed it with the value for money proposition it offers with the Discover 100M. We agree to the fact that this is the most expensive 100cc of the lot (100T aside) but the features on offer and the handsome styling makes it a fabulous package. This Discover should find homes much more easily than other Discovers in the rural market. Bajaj says this particular model has hopes attached with it when it comes to rural market share. It will not be easy to cut the cake here because this is where Hero MotoCorp has a blind following. However, Bajaj Auto is offering something different from the competition, which should work in their favour because we think this is what a commuter of the 21st century really needs.

The Discover 100M offers big bike appearance along with good performance, fantastic mileage and value for money in the entry-level commuter segment.

What’s Cool

* Styling
* Standard convenience equipment
* Value for money proposition

What’s Not So Cool

* Missing Tachometer

Bajaj Discover 100M Specifications

* Engine: 102cc, SOHC, Air-Cooled, 4-valve, 4-stroke
* Power: 9.3 PS @ 8000 RPM
* Torque: 9.02 Nm @ 6000 RPM
* Transmission: 4-speed manual
* Top Speed: 90 km/hr
* Fuel Consumption: 68 km/l (City), 75 km/l (Highway)
* Fuel Type: Petrol
* Frame Type: Semi Double Cradle Frame
* Suspension: Telescopic Fork (Front), Nitrox Dual Sided (Rear)
* Tyres: 2.75/17 (Front), 3.00/17 (Rear)
* Brakes: 200 mm disc (Front), 130 mm drum (Rear)
* Headlamp: HS1 35/35W

Bajaj Discover 100M Dimensions

* Length x Width x Height: 1986 mm x 678 mm x 1044 mm
* Wheelbase: 1255 mm
* Seat Height: 795 mm
* Ground Clearance: 165 mm
* Fuel Tank Capacity: 9.5-litres
* Kerb weight: 114 kgs

Pictures – Anannd Sampat

The post Bajaj Discover 100M Test Ride Review appeared first on MotorBeam - Indian Car Bike News & Reviews.

Renault Duster 85 PS – Click above for high resolution picture gallery

Car Tested: Renault Duster 85 PS RxL Diesel (Opt)

Price OTR Mumbai: Rs. 12,73,360/-

The Duster 85 PS is more suited to city driving than the more powerful version.

There is no doubt about the positive impact the Duster has made for Renault in India. The French automaker wouldn’t be doing such good numbers had it not been for the Duster, a vehicle which immediately caught up with Indian customers, in spite of the Renault brand not being very popular here. The Duster has consistently sold more than all other Renault cars combined and that really shows how good the vehicle is. We have lived with the Renault Duster and are extremely impressed with it. The 85 PS version is the more popular model as it is priced cheaper than the 110 PS alternative. We get behind the wheel of this compact SUV to find how it performs.

The styling of the Renault Duster is the primary reason for its success in India. The vehicle looks butch and has an imposing stance even though it’s just a compact SUV. What really favours the Duster is the bold styling and those flared wheel arches which have SUV written all over them. The only disappointing part is the rather plain rear but that too grows on you with time. With so many Duster on the road, many might get a bit bored of the design of the vehicle but it still feels as striking as it did when it was launched.

The interiors of the Renault Duster feel solid although build quality is just about average. The seats are supportive and there is plenty of interior room for all passengers, including the ones at the rear. The 85 PS model doesn’t get rear AC vents which increases legroom for the fifth passenger. A touch-screen LCD infotainment system is offered as an option. This system supports navigation and Bluetooth and is good to use thanks to the easy to understand interface. The boot is large and overall the interiors of the Duster offer a lot to the passenger, only let down by the ergonomics which aren’t as convincing.

Powering the Renault Duster 85 PS is the familiar 1.5-litre K9K diesel engine which also powers the 110 PS Duster. This motor has slightly different hardware and produces lesser output. As the name suggests, power produced is 85 PS (at 3750 RPM). Torque output is 200 Nm at 1900 RPM and this motor pulls cleanly from low-end of the rev band with little turbolag. Performance is linear and the Duster 85 PS is very well suited for city driving as the clutch is light and one doesn’t have to work the gearbox too much to get moving. However the 5-speed gearbox is a bit knotchy and feels rubbery compared to the 6-speed unit in the 110 PS version.

The Duster 85 PS has good low and mid-range performance but struggles at the higher end of the rev band and that makes its characteristics very different from its 110 PS sibling. Redline comes in at around 5000 RPM and the powerplant is refined with vibrations well contained. The city mileage from the Duster 85 PS is around 14 km/l, which stretches to 16 km/l on the highway.

The best thing about the Duster is the fantastic ride and handling balance. The way the Duster handles really defies its dimensions and the cornering abilities can put a smile on your face. The only let down is the steering wheel, which although rich with feedback, transmits vibrations while cornering on bad roads. Ride quality is very pliant and the suspension absorbs everything in its path without a second thought. The brakes are good too and so is the high speed stability, there is simply no body roll.

The Renault Duster 85 PS is what most people are buying because the pricing of the 110 PS model puts it out of reach of the majority. Further more, the 85 PS model offers everything the 110 PS one does while being cheaper. Yes the 110 PS Duster is still the performance king and the more fun to drive car but in the city, the 85 PS model has an upper edge thanks to the smoother power delivery and drastically lesser turbolag. With the Ford EcoSport not available off the shelf, the Renault Duster can surely make hay while the sun shies. The 85 PS Duster is an excellent proposition for those looking for a 5-seater SUV with a generous boot.

The 85 PS Renault Duster offers good city performance with decent grunt for the highways. Unlike the 110 PS version, the 85 PS model has a light clutch and considerably lower turbolag.

What’s Cool

* Interior space
* Handling and high speed stability
* Ride quality

What’s Not So Cool

* Steering vibrations
* Ergonomic flaws

Further Reading –

Renault Duster 110 PS Review
Renault Duster vs Nissan Terrano
Renault Duster vs Ford EcoSport
Nissan Terrano vs Renault Duster vs Ford EcoSport

The post Renault Duster 85 PS Diesel Test Drive Review appeared first on MotorBeam - Indian Car Bike News & Reviews.

BMW F 650 GS – Click above for high resolution picture gallery

Bike Tested: 2013 BMW F 650 GS (with options)

Price OTR Mumbai: Rs. 13,50,000/-

The BMW F 650 GS is a very desirable bike with performance and dynamics to match.

Enduro or dual-sport motorcycles aren’t very popular in India although they are the most suited for our road conditions. The reason for the lack of popularity of such type of bikes is simple, few options and those which are available cost an arm or leg to procure. Case in point is BMW Motorrad’s F 650 GS, an enduro bike which is so capable and well suited for Indian roads that one would pick it up without a second thought. Pricing aside, the BMW F 650 GS is already discontinued globally and has been replaced by the F 700 GS, the latter having several changes although both use the same powerplant (the 700 produces 4 HP and 2 Nm more output and also gets a host of additional features). However the F 700 GS will be priced higher than the F 650 GS and there are a few units of the 650 GS up for grabs in India. We hop on to the saddle of BMW Motorrad’s entry level India offering and come out thoroughly pleased.

Motor Quest: BMW launched the F 650 Funduro in India in 1996, in collaboration with Hero, priced at Rs. 5 lakhs. The F 650 GS replaced the Funduro (both single-cylinder engines) in 2000 and in 2008 the current model was launched with a twin-cylinder engine.

Styling – The BMW F 650 GS is a striking motorcycle and the distinct design sure grabs some eye balls. When we were testing the bike on an early morning in Mumbai, quite a few people walked to us and asked us about this machine. BMW’s signature asymmetrical headlights look unique and the bike has generous dimensions which is why the styling has been carried over on the 700 GS as well. GS is written on either side of the body with F650 written on ‘G’ (on the right side G is on the top while on the left side S is on the top, weird). Four BMW logos are present on the bike, one below the handle bar, two on the sides and one at the rear. The F 650 GS is a semi off-roader and thus gets alloy wheels instead of spoke wheels.

The body flows smoothly and a look at the BMW F 650 GS from the side reveals an S shape starting from the front and going all the way to the rear in a smooth manner. The exhaust has been placed on the left instead of the right, quite unconventional. At the rear you get a wide tyre which is visible as the rear mudguard is small. The brake light gets a multitude of LEDs. Our test bike was fitted with optional extras which cost an additional Rs. 1 lakh. The extras include LED indicators, LED tail lights, higher windshield, anti-theft alarm system, on-board computer and engine guard. The sun yellow/black silk gloss colour scheme looks very good but is a special edition and comes at a Rs. 68,000/- premium, ouch. Other colours include white and blue but the yellow shade is by far the most striking on this attractive motorcycle.

Instrument Cluster and Switch Gear – BMW Motorrad’s unique styling elements continue on the console as well. The key is placed behind the handlebar instead of being near the meters and there is a charging socket right next to it for plugging in your GPS when you go touring. The instrument cluster features twin pods, a large speedometer at the top and a smaller tachometer (with shift light) right below with a rectangular screen on the right and a small display for tell-tale warning lights on the left. The LCD display shows time, odometer, trip meter, current gear along with bars for fuel and engine temperature. You can toggle through the multi-information display using the ‘INFO’ button on the left side of the handlebar, which displays per 100 km mileage, real time mileage, tyre pressure monitoring, temperature and there is a stop watch too!

The switch gear is a bit confusing but once you get used to it, you are good to go. On the left you have buttons for low and high beam (the bike gets daytime running light), horn, ABS engage/disengage, Info toggle for on-board computer and left side indicator. On the right you have buttons for engine start (you press the button to start and turn it left or right to use the engine kill switch), right side indicator and hazard lights. This layout is typical GS but BMW has modernised the controls in the F 700 GS. The brake master cylinder seems a bit oddly placed but the quality of switchgear is fantastic and there is nothing to fault with the fit and finish of this Beemer.

Ergonomics – Hop on to the BMW F 650 GS and you will be pleased to find the ergonomics very comfortable. In spite of this being a big bike, it doesn’t feel so when you start riding it. Ergonomics are spot on and tall riders will really appreciate the seating comfort. However for short riders, they might find the F 650 GS a bit difficult at first as the height of the bike makes it difficult for short people to easily touch their feet to the ground. The generous seat height, slightly rear set foot pegs and well padded seats make light work of long distances. Even the pillion seat is comfortable with chunky grab rails to hold.

Performance and Gearbox – Powering the F 650 GS is a 798cc, water-cooled, parallel-twin engine which was developed by BMW Motorrad in collaboration with Rotax. This is the same engine which powers the F 700 GS and F 800 GS producing 75 HP and 85 HP in them respectively. In the F 650 GS, it produces 71 HP of power and 75 Nm of torque. Now this engine is unlike other parallel-twin engines because it features a third conrod to balance weight and reduce vibrations. The result is the 0.8-litre unit offers very good NVH levels, feeling refined right from idle. But once you whizz past 3000 RPM, the motor sounds loud and throaty, offering very pleasing vocals for the aural senses.

The power output might look modest for a bike of this price and engine displacement but out on the road, the F 650 GS impresses with instant on the go performance. Power delivery is smooth and the fuelling is spot-on with the mill feeling relaxed and composed even at low speeds. It has enough pep for city duties and you can amble around town in third gear doing just 25 km/hr, no sweat from the motor. Open the throttle and you will be pleasantly surprised with the urgency of this powerplant which pulls strongly to its 8500 RPM redline. It isn’t livid per se but has the gas to get going throughout the rev band with a bit of coarseness setting-in post 6000 RPM.

What is even more impressive is the in-gear acceleration offered by the parallel-twin unit, you can simply slot the bike in higher gears and twist your right wrist to see blurred scenery. First gear is abnormally tall, in typical GS fashion, reaching almost 100 km/hr. Second onwards the gearing is shorter with the redline kicking in at around 135 km/hr in second gear. Cruising in 6th gear at 100 km/hr sees the RPM needle tick at around 3200 RPM, so there is plenty of reserve for quick overtakes. The gearbox is refined and offers smooth shifts while the clutch is well weighed. Mileage offered by the F 650 GS is between 16-22 km/l which is impressive considering the performance on tap. BMW claims at a constant 90 km/hr, the F 650 GS will return a mileage of 27 km/l.

Riding Dynamics – BMW Motorrad has done a fantastic job of making its entry level offering an easy machine for even newbies to pilot. The bike feels easy to ride and you feel at home in no time at all. The light handlebar makes steering through crowded traffic a breeze while the grip from the Metzeler tyres amplifies your confidence, the bike remains composed around turns. Mind you this is no sport bike and isn’t the machine you will see yourself doing track days but for street riding it has good handling and remains surefooted for the most part. Stability at speed is good and the brakes offer terrific stopping power with just the right feel at the levers. The ABS works well and can be turned off too.

The BMW F 650 GS isn’t a hardcore off-roader but is rather a semi off-roader which can do minor off-road excursions. The bike comes with cast aluminium wheels (19-inch up front) which are more rigid and expensive to repair/replace than wire spoke wheels. For hardcore off-roading BMW offers bikes with the Adventure moniker. Armed with telescopic front forks and adjustable rear monoshock, ride quality from the 650 is splendid, even though it’s slightly on the stiffer side, the F 650 GS simply absorbs all that our monsoon soaked roads have to throw at it. It is thus very well suited for our roads, offering neutral handling, excellent ride quality and good stopping power.

Miscellaneous – The BMW F 650 GS comes with a nice loud horn which is quite a necessity on Indian roads. The vehicle also gets a tool kit set (with screw drivers, spanners, pliers, etc) under the seat. The fuel lid is placed on the rear right, in line with the pillion foot rest. The mirrors are big and offer good view of what’s behind even when a well built rider is on the saddle. The 650 GS’ main stand is very easy to use, you simply get off the bike, push the stand to the ground and the bike balances itself, it’s then you simply pull it back to put it on the main stand, neat. Lights offer a very good throw and overall quality of the bike is top notch, not surprising considering it’s a BMW product.

Verdict – The BMW F 650 GS is no doubt a fantastic bike which offers good new rider friendly performance, neutral dynamics, excellent brakes, good ride quality and very attractive styling. Sure it does have its flaws like the awkward switch gear and high seat height for short riders but these are things you can get used to with time. The biggest flaw is the pricing but BMW Motorrad can’t really be blamed. With the F 650 GS being a CBU and requiring homologation (an expensive affair), the prices do end up on the higher side (had the engine been 2cc more, the F 650 GS wouldn’t need homologation). With the F 700 GS coming next month, the F 650 GS might not make sense as the latest entry-level bike from BMW sees an improvement in several areas over the model it replaces. However when you factor in the higher price for the F 700 GS (to the tune of Rs. 2 lakhs), you realise the 650 GS makes as much sense as it offers almost everything you would need from a bike of this class. With limited units remaining with Navnit Motors, if you want a friendly street motorcycle for long distance journeys, the BMW F 650 GS is worth considering.

The BMW F 650 GS is a terrific motorcycle for Indian roads, only let down by the pricing. For those who want a unique motorcycle for touring and are ready to cough up the dough, the F 650 GS comes across as a splendid alternative.

What’s Cool

* Performance
* Ride quality
* Brakes
* Appeal and desirability

What’s Not So Cool

* Price
* Confusing switch gear

2013 BMW F 650 GS Specifications

* Engine: 798cc, water-cooled, parallel-twin, 8-valve, DOHC
* Power: 71 HP @ 7000 RPM
* Torque: 75 Nm @ 4500 RPM
* Transmission: 6-speed
* 0 – 100 km/hr: 5.3 seconds
* Top Speed: 185 km/hr
* Fuel Consumption: 16-22 km/l
* Fuel Type: Petrol
* Frame: Tubular steel space frame
* Suspension: Telescopic forks (Front), Monoshock (Rear)
* Tyres: 110/80/19 (Front), 140/80/17 (Rear)
* Brakes: 300 mm disc (Front), 265 mm disc (Rear), ABS

2013 BMW F 650 GS Dimensions

* Length x Width x Height: 2280 mm x 890 mm x 1240 mm
* Wheelbase: 1575 mm
* Ground Clearance: 220 mm
* Seat Height: 820 mm
* Fuel Tank Capacity: 16-litres
* Kerb weight: 199 kgs

The post BMW F 650 GS Test Ride Review appeared first on MotorBeam - Indian Car Bike News & Reviews.

Hyundai Grand i10 vs Maruti Swift – Click above for high resolution picture gallery

Shootout – Hyundai Grand i10 vs Maruti Suzuki Swift

Price OTR Mumbai: Rs. 5.13 – 7.76 lakhs (Hyundai Grand i10), Rs. 5.40 – 8.33 lakhs (Maruti Suzuki Swift)

The Maruti Swift is under some serious threat from Hyundai’s Grand i10.

When we first put the Hyundai Grand i10 against similarly priced alternatives HERE, we quickly realised that this Korean car is just superior to its rivals in most ways. After making all other cars in the segment look outdated, Hyundai’s Grand i10 now heads to compete with the king of the hatchback segment, the Maruti Suzuki Swift. While India’s top selling premium hatchback is costlier than the latest kid on the block, the latter is cheaper, offering more features thereby being more value for money. Technically both these cars can’t be compared directly but most buyers are confused between these automobiles and the Grand i10 feels superior than the segment it is positioned in. While Maruti Suzuki sold 16,839 units of the Swift in September, Hyundai managed an impressive 8411 units of the Grand i10 with sales being limited due to supply. Can the Grand i10 challenge the Swift and dethrone its dream run at the top of the charts?

Motor Quest: The Hyundai Grand i10 and Maruti Suzuki Swift both have a long history with the evolution dating back to 1997 and 2000 respectively. Both cars are very popular in India and are export bases for both the companies.

Styling – The Maruti Suzuki Swift is the bigger car here with its length being 85 mm longer, width being 35 mm wider and height being 10 mm taller. The bigger dimensions do make the Swift look bigger and more imposing on the road. The Swift has 15-inch wheels (the Grand i10 comes with 14-inchers) and that gives the car a sporty appeal. The Swift’s styling has that classy feeling to it, the car simply looks attractive in spite of the design taking a retro direction. However the Grand i10 holds its own against the Swift. While its exterior dimensions are smaller, the Grand i10 looks purposeful with its high attention to detail and impressive design elements. With so many Swifts on the road, boredom has set in and that helps the Grand i10 come across as the more attractive vehicle of the two. Either way, there is little to choose between both cars in the styling department as looks can be subjective (there are people who simply hate the Swift’s styling while others swear by it).

Interiors – Both the Maruti Swift and Hyundai Grand i10 have very well laid out interiors. While the Swift’s interior is all black, the Grand i10 makes do with dual-tone beige and black interiors. Naturally it’s the Grand i10′s cabin which feels the more airy of the two. Built quality of the Grand i10 is also better than the Swift and the Hyundai simply nudges ahead of the Maruti when it comes to features. Hyundai has truly loaded the Grand i10 which boasts of features like Bluetooth audio system, 1 GB hard drive for music storage, keyless entry, button start, electrically retracting rearview mirrors, one touch driver side window, rear AC vents, rear parking sensors, etc, all of this is missing on the much pricier Swift. The Swift gets climate control and distance to empty which are missing on the Grand i10. The steering wheel of the Grand i10 has a plethora of buttons and the attention to detail is simply better than that on the Swift (automatic turning off headlights and cabin lights when exiting the vehicle).

In spite of the Maruti Swift having bigger dimensions than the Grand i10, when it comes to cabin space, the latter boasts of more room than the former. Hyundai’s clever engineering has paid off well. The Grand i10 has ample room at both the front and the rear while the Swift feels best as a 2-seater. The Swift’s rear seats aren’t that comfortable, legroom is short and the windows are small which amplify claustrophobia. The Grand i10 on the other hand has generous rear seat legroom with big doors and windows and you seldom feel you are sitting at the rear in a hatchback. Even visibility from the rear of the Grand i10 is better and the same can be said about the front too, with rear visibility being excellent for easy reversing. The gear lever is mounted on the dashboard and that liberates quite a lot of space between the front seats and overall the Grand i10 has more storage spaces, the Swift’s only advantage here is the opening cup holder below the left most AC vent for the co-passenger. AC performance in both cars is good but the audio system of the Grand i10 offers better sound output.

With the Hyundai Grand i10 having smaller dimensions and more interior room than the Maruti Suzuki Swift, you might believe that the latter offers more boot space. Wrong, the Grand i10 wins here too. The Grand i10′s boot is a full 50-litres bigger than that of the Swift and it also comes with a lower loading bay thereby making it easier to put and retrieve luggage. The Swift’s all black cabin makes it appear smaller than it is but being costlier, the Swift lacks so much equipment which is surprising. The Grand i10′s rear seats are better than the Swift but the front’s aren’t bad either, the Swift’s are just better. Overall the Grand i10 easily wins the interior round, beating the Swift easily thanks to its better cabin with longer list of equipment, higher comfort, more space and airiness.

Performance – Both cars come with petrol and diesel engines, mated to 5-speed transmissions. Let’s talk petrol first. Both cars draw power from 1.2-litre, 4-cylinder petrol engines with variable valve timing, belting out 87 PS and 83 PS in the Swift and Grand i10 respectively. Both cars output 114 Nm of torque at 4000 RPM. The Grand i10′s Kappa mill has good low and mid-range response while top-end output isn’t very strong. The Swift on the other hand has crisp throttle response right from the word go. The K-Series powerplant is very refined and loves the redlines. Both cars offer good NVH levels and linear performance but the Swift’s motor and gearbox is slightly better in terms of overall performance but not by much. ARAI certified mileage of the Grand i10 petrol is 18.9 km/l while that of the Swift is 18.6 km/l and thus there isn’t much to differentiate them in the mileage department.

When it comes to diesel engines, there is a world of a difference between Hyundai’s 1.1-litre U2 oil burner and Maruti Suzuki’s 1.3-litre DDiS motor. The 1.1-litre diesel engine powering the Grand i10 produces 71 PS of power and 158 Nm of torque while the Fiat Multijet motor in the Swift produces 75 PS and 190 Nm. The Grand i10 is a cylinder down and in spite of being a 3-pot unit, NVH levels are well sorted. However when it comes to outright performance, the Swift is simply the faster car and that too by a significant amount. The Grand i10′s diesel engine is well suited for the city and there is very little turbo lag. The Swift’s diesel engine is more suited to highway driving and the turbo only kicks in at 2000 RPM making it slow progress in city conditions. The Grand i10 starts to lose breath past 3000 RPM while the Swift pulls strongly at high-end of the power band too. Clearly the Swift’s diesel engine is superior but the Grand i10 feels more at home in city conditions thanks to the linear power delivery of the 12-valve unit. The Swift’s gearbox is better too with slicker shifts although the Grand i10 also offers smooth cog swapping. The Grand i10 beats the Swift when it comes to mileage boasting of an ARAI figure of 24 km/l, against the Swift’s 22.9 km/l.

Driving Dynamics – Hyundai has taken a huge leap in terms of dynamics with the Grand i10. However the Swift continues to rule in this department. While the Grand i10 offers better handling and steering feedback than its predecessor, it simply can’t hold a candle to the Swift which is extremely fun to drive offering very good handling and body control. The Grand i10 isn’t bad, its handling is predictable and the steering wheel offers decent feedback too but up against the Swift, you simply realise the Maruti Suzuki to be in a different league altogether. Even the high speed stability of the Swift is better although the Grand i10 fares decently here.

On the ride quality front, the Grand i10 offers a better ride than the Swift. While the Swift can get a bit uneasy over slightly bad roads, the Grand i10 stays compliant. Hyundai has got a good balance of ride and handling which makes the Grand i10 very easy to drive in the city. The steering is extremely light at low speeds which helps in parking. The Swift too has a light steering but not as light as the Grand i10. Both cars come with ABS but it’s the Grand i10 which offers better stopping power and pedal feel. So if you want a good handling car, then the Swift is the one to have but if you are more into comfort and ease of driving, the Grand i10 emerges on top.

Verdict – Deciding upon a winner between these two hatchbacks isn’t an easy task as both are well accomplished in their own regard. While Maruti Suzuki has created a cult following behind the Swift, the Grand i10 has everything to challenge the company’s dominance. The Swift has the better engines and handles very well too but loses out against the Grand i10 when it comes to value for money. Hyundai has equipped the Grand i10 generously offering more space, better ride quality and slightly more economy at considerably lesser money. The price difference between the top end petrol variants of the two cars is Rs. 40,000/- while the same extends to Rs. 57,000/- when it comes to the diesels (mind you even though the Grand i10 is cheaper, it is better equipped). This puts the win in the Grand i10′s favour and it emerges on top in this shootout.

The Maruti Suzuki Swift feels more at home on the highway while the Grand i10 is more suited to city driving. Thus if you want a highway companion, the Swift is the car to buy while the Grand i10 is undoubtedly the better machine for city duties.

Further Reading -

Hyundai Grand i10 Review
Maruti Suzuki Swift Review

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2014 Bentley Flying Spur – Click above for high resolution picture gallery

Car Tested: 2013 Bentley Flying Spur

Price OTR Mumbai: Rs. 5,00,00,000/- (est.)

The Flying Spur gets even better with the recent update, while retaining all its performance credentials.

Bentley is quite busy these days as it moves forward with its business plans. The carmaker is investing £800m at its headquarters in Crewe to develop and build an all-new sports utility vehicle (a Bentley first), which is expected compete with high end products from brands like Land Rover. When it happens it will be Bentley’s fourth model joining the Flying Spur, Continental GT and the Mulsanne. As the Flying Spur enters into its second generation, the first thing you note even before browsing through the specifications is that Bentley has dropped the Continental pre-fix in the second generation Flying Spur. The logical explanation for dropping the Continental prefix is to help provide differentiation from its coupé and convertible stable-mates. But we think there’s more to it. We think Bentley believes that its time this particular sedan needs to move out from under the two-door’s shadow. Hence the slight name change and not surprisingly, Bentley wants to project the large sedan as a highly capable with capabilities of touching 320 km/hr at top whack.

Motor Quest: The Bentley Continental Flying Spur was launched in 2005 and has been hand built since day one at the company’s plant in England. Bentley sold more than 4500 units in the first year itself.

Similar to transformation of the current generation of models in the Continental series, the transformation in the second generation Flying Spur also benefits from the application of aluminium ‘superforming’ technology. This has helped designers to play with the character lines and refine the body lines even further and the results are quite impressive by any measure. As a large sedan, the Flying Spur has a lot of mass, and the revised design exercise is reflected by a lower, wider appearance with sharper body lines and softer curves. The roof line appears lowered and the sheet metal panels deeply sculpted suggesting a sporting direction. There is more precision in the key character lines and along with the bulky rear end, the new Flying Spur appears more aggressive than before. The front end is now characterised by larger LED day-time running lights and a striking new wing vent complete with an elegant Bentley “B” motif, while at the rear, the tail lamp orientation changes from vertical to horizontal and is flush fit. The longer and lower boot lid adds to the swept appearance to the side profile and complements the car’s “Horse Shoe” character line which now runs the full width of the car.

In its construction, the car employs a mix of reinforced steel, aluminium and composites. The bonnet and front mudguards are aluminium, while doors are completely redesigned with fewer individual parts and the boot lid is made of polymer composites which also integrate the main antennae for the car’s electronic systems. We also notice improvement in shut lines and overall finish. Interestingly, despite its volume and solid appearance, the new Flying Spur has aerodynamic impressive properties for a large sedan, with an overall drag coefficient of just 0.29.

Inside the cabin, the atmosphere is familiar. According to Bentley, the new arrival gets 600 new parts [only the sun visors, grab handles, armrests and some of the front console and controls are carried over from the previous generation]. Entertainment and information technologies are updated and blend nicely with the traditional hand-crafted materials. The car is available in both four- and five-seat configurations, the new Flying Spur features redesigned front and rear seats trimmed in natural premium-quality leather.

New features for rear seat residents include an entertainment suite and a new hand-held touch screen remote which allows rear-cabin occupants to control an extensive range of features. Mobile connectivity including Wi-Fi can be accessed by both front and rear passengers. Leg room at rear is limo class, no wonder this car is a favourite in chauffer driven markets like China. And the specs just don’t end here. Bespoke Mulliner Driving Specification offers interesting upgrades like diamond quilted seats, drilled alloy foot pedals, a knurled sports shift lever, jewelled filler cap and a choice of wheels 21-inch two-piece alloy wheels.

Powering the car is Bentley’s familiar 6.0-litre twin turbo W12 engine mated to a ZF derived eight-speed transmission. Very much like the Continental GTC Speed for instance, it sees increased output, from 552 HP to 616 HP and 800 Nm of torque, and 14 percent improvement in the power-to-weight ratio over the outgoing model. In terms of performance, the 0-100 km/hr time of 4.6 seconds and a top-speed of 322 km/hr put the sedan in supercar territory. As before, power is delivered to the road via all-wheel drive with a 40:60 rear-biased torque split.

Another interesting element in the whole development package that while the automotive industry is obsessed with stiffness in order to aid performance, handling besides NVH, it seems that while Bentley’s redesign boasts of increased torsional rigidity, augmented bending stiffness in the car, it has stayed away from offering firmer suspensions. Actually Bentley engineers went the other way and claim that the 2014 Flying Spur’s front and rear air springs are actually 10 and 13 per cent softer, respectively than its predecessor.

Are large sedans recommended to cruise at 190 km/hr plus? That’s a question readily answered with confidence by the new Flying Spur. Well, owners of the Continental Flying Spur Speed who bought the car as they felt the stock edition’s 552 HP wasn’t enough for their driving aspirations will find comfort in this new car as the engine’s output in base for now equals to that of the earlier Speed variant. This large car makes no bones about its presence or performance for that matter. The sweet spot is that the engine’s peak torque comes as low as 2000 RPM and it is programmed to maintain consistency to about 6000 RPM. The first few kilometers of the drive, we get the feel is the W12 is something that owners want despite drawbacks when compared to the less displacing new twin turbo V8.

The W12 is a less evocative and offers more vibration than its V8 counterpart and hence, there’s an old school feel about it. But when you are cruising above legally prescribed speed limits, say 190 km/hr plus, that’s when you realise the effort that has gone in ensuring that the chassis and softly sprung suspension complement each other perfectly. Even as a large sedan, this car can be thrown about fast corners, punched, push and will respond without complaining. Since the new Spur carries over its all-wheel-drive system with a power split set at 40:60 (variable to 85 per cent rear or 65 per cent front as demanded) the car’s computers at work ensure for safety purposes that there’s a mild locking effect that moves through the driveline on low-speed acceleration combined with low step-off gearing and torque management. This is essential to keep the car in control, besides the solid support from the tyres, when it comes to grip.

We also liked and appreciated Bentley not being motivated by the new fad of electric steering in the name of efficiency. The speed sensitive hydraulic steering is accurate when pointed around tight corners and it’s very light at low speeds and the weight builds up nicely as speed picks up. Feedback and response earns top scores. Bentley has endowed this luxury car with some driver specific toys. The chassis can be adjusted through the car’s LCD screen. Among the settings is full Sport and the car turns into a performance beast and it is best noted when you notice how cornering flattens out at the cost of supple compliance a big car. End of the day, we preferred to keep the settings to the middle position for most of the day during the drive. Playing with the car’s paddle shift controls is also fun and the ZF 8-speed automatic transmission excels as expected.

A large powerhouse it is with a touch of sophistication and familiar refinement. Bentley has masterfully recreated its large sedan for its second innings using a proven mechanical heritage.

What’s Cool

* Styling and attention to detail
* Interior design and comfort
* Performance and dynamics

What’s Not So Cool

* Price

The post Bentley Flying Spur First Drive Review appeared first on MotorBeam - Indian Car Bike News & Reviews.

Mercedes E63 AMG – Click above for high resolution picture gallery

Car Tested: 2013 Mercedes-Benz E63 AMG

Price OTR Mumbai: Rs. 1,55,10,730/-

The Mercedes E63 AMG does warp speeds which can leave you spellbound.

It’s not often that you can get the best of both worlds – comfort of a luxury saloon and performance of a sports car but with the E63 AMG, Mercedes-Benz wants to do exactly that. Say hello to Mercedes’ Jekyll and Hyde, the E63 AMG which retains the creature comforts of the regular E-Class while flinging you forward with rocket-ignited javelin sort of performance. The Stuttgart based automaker facelifted the E-Class earlier this year and the E63 AMG gets a comprehensive update as well. Offered in two variants, Standard and S-Model, the latter gets more power and all-wheel drive but isn’t offered in India. We get the standard rear-wheel drive E63 AMG which itself is too hot to handle.

Motor Quest: AMG started off as an independent engineering company in 1967 and was taken over by Mercedes-Benz in 1990. In 1986, AMG launched the AMG Hammer, a vehicle based on the W124 E-Class which was very quick for its time.

The E63 AMG is lowered and gets a body kit with 18-inch wheels

Exteriors – The styling of the Mercedes E63 AMG is very sober which isn’t a good thing considering it packs a real punch under the long hood. Minor tweaks to the appearance distinguish the car from the regular E-Class and the white colour of our test car is in no way an eye-catchy shade. The E63 gets changes to the grille, bumpers and wheels which do make it look meaner but only just. There is a body kit as well and the car is lowered which gives it a very sporty appeal when viewed from the side. “V8 BITURBO” is stamped on either side near the front wheel. The quad exhausts are square in shape and give a subtle hint of what powers this monster. The 18-inch wheels look a tad small for a performance saloon such as this, more so because the E-Class launch edition also comes with similar profile tyres mounted on 18-inch rims. However those who like the sleeper look will appreciate the E63 AMG for not being flamboyant.

All black leather interior feels sporty, quality excellent, massaging seats fabulous

Interiors – Things are quite similar once you step inside. The dashboard is familiar to the regular E-Class but the interior is finished in all black and gets carbon fibre inserts for that sporty feel. The analogue watch on the centre console is different and so is the centre console which gets a small gear lever instead of transmission controls on the right stalk on the steering. There are an array of buttons right next to the short gear selector but more on that later. The steering gets a flat-bottom along with the leather treatment while the instrument cluster gets a black background instead of white found on the regular E-Class.

New short gear lever on the centre console along with an array of buttons

The changes don’t end here as Mercedes-Benz has also given the E63 AMG some really awesome seats. The front seats can be adjusted in multiple ways and can be cooled or heated too, as per need. What is even more interesting is that you can adjust the lateral support and alter the cushioning around your back according to your frame. It also gets lateral support so when you corner, the seat cushion moves to support that side of your body which moves into the seat. The buttons to control the seats are placed right next to the seat belt lock. Rear seat passengers get their own LCD screen (behind the front seat headrest) with multiple connectivity options. Space inside the cabin is very generous but you do sit very low.

5.5-litre V8 engine is hand-crafted and packs a serious tight fisted punch

Performance – Till now, the E63 AMG has just flaunted it’s good personality. Now it’s time for the evil one. Powering this E-Class isn’t your run of the mill 4 or 6-cylinder engine but instead a 5.5-litre twin-turbo V8 which belts out an impressive 557 HP of power (32 HP up on its predecessor) and 720 Nm of torque. All this monstrous output is channeled to the rear wheels and that’s why stability systems in this car are your life saviour. Start the engine and the 8-cylinders come to life with a throaty roar. The E63′s sound track is amazing and the car is very vocal with a bassy tune. In fact the sound is so good that we kept going inside tunnels, opening the windows and revving the nuts out of the E63′s motor in first and second gear, pure aural bliss. There is a kickback sound from the quad pipes at up-shift, pure muscle car like.

The E63 AMG simply takes off every time you depress the accelerator pedal

In the previous E63 AMG, Mercedes ditched the 6.3-litre naturally aspirated V8 for a bi-turbo unit. The same isn’t being missed much on the new E63 AMG because there is ample amount of thrust from the hand crafted mill. The E63 AMG is so fast, it simply blurres scenery at a pace you will find hard to keep up with. Get on the throttle and this performance 4-door saloon immediately lunges forward with a missile like velocity, it’s insanely quick and dispatches the 0-100 km/hr in just 4.2 seconds, 0-160 km/hr in around 8.5 seconds while 0-200 km/hr takes just 14 odd seconds, fast, brutally so. In fact reaching the vehicle’s top speed from standstill takes less than 25 seconds! There are quite a few modes on offer C, S, S+, M and RS. In C mode (comfort), the engine is all easy going with the cog swapping happening in a relaxed manner. With the S and S+ (Sport and Sport+) the transmission becomes all the more eager and keeps the motor on the boil, shifting gears very quickly. In M mode, you can manually control the gearbox using the steering mounted aluminium paddles which are longer and sleeker than what’s found on the regular E-Class. The 7-speed transmission is quick and responds instantly to throttle inputs but isn’t the quickest to downshift.

The engine is quicker than the tachometer and thus up-shifts need to be planned

Then there is the RS model, which is launch control. Getting the car into launch mode isn’t as simple as turning the knob to the right, there’s more to it. Turn the ESP into Sport Handling mode, engage the brake and turn the knob to RS, pull the right paddle to confirm Race Start, stand on the gas and you are off in the horizon (you can time this as there is a timer on the console). Redline comes in at 6500 RPM but the ESP will make the AMG Speedshift MCT upshift at even 5000 RPM if it senses lack of traction. The rear tyres are just fighting every time you stand on the big pedal. The E63 AMG redlines at 63 km/hr in first, 105 km/hr in seconds, 149 km/hr in third, 212 km/hr in fourth and hits its electronically limited top whack of 250 km/hr in fifth, so once the limiter is off, this car should zip past 300 km/hr with ease. The up-shift warning pops up at 6000 RPM, 500 RPM before so that you can plan your shifts quickly as the engine is just quicker than the tachometer.

The E63 AMG can be sober too when you feel the need to relax and cruise

So the E63 AMG is as quick as a thunderstorm but when you want to relax (and I bet you will want to after seeing the car demolish distances in no time), you can always rely on this vehicle. Simply get into comfort mode and use 20% throttle and the E63 AMG won’t let you realize about the monster which is lurking right ahead of you. You can comfortably cruise, keeping the car in seventh gear at 100 km/hr with the RPM needle just ticking in at 1500 RPM. Should you feel the need, the need for speed, you don’t even have to bother to downshift, just bury your right foot and the car darts ahead with terrific in-gear acceleration. The mileage we got on our test was 4.05 km/l but one can stretch that to 6 km/l under sane driving, but why would you even think of driving this machine in a sane manner when you have such mind numbing performance on tap!

In spite of the low profile tyres and stiff suspension, ride quality is good

Driving Dynamics – The E63′s twin-turbo engine weighs just 204 kgs but the overall car still tips the scale at a hefty 1.8 tonnes. The AMG ride control lets you choose between three modes – Comfort, Sport and Sport+. In comfort mode, the E63′s ride quality is good although it still feels a bit stiff and you have to be extremely careful over bad roads because the car sits very low and can scrape its underbelly on the smallest of speedbreakers. In S and S+ modes, the ride is properly stiff, transferring quite a bit to the inside on uneven roads. At high speeds, the car stays firmly glued to the road and maintains its composure terrifically. Brakes are splendid offering the right pedal feel and terrific stopping power. They did not show any signs of fade and do the job very well as you have to haul the car down from insane speeds so often.

With ESP off, the E63′s tail happy nature will make it drift all day long

There is an AMG button on the centre console, engaging it puts the engine and transmission in S+ mode, suspension in Sport+ and ESP activated. The handling is excellent, the car doesn’t let you feel its weight and darts into corners with precession. But try to enter a corner too fast and the ESP will cut in quickly to keep the vehicle right on its tracks. With the ESP off, the E63 AMG is a very tail happy machine and there is so much torque going to the rear wheels that power slides are very easy to pull-off. With the ESP on, smack the throttle and the E63 tries to pull to either sides with the tyres fighting for traction and the ESP intervening by cutting power with an upshift at as early as 5000 RPM. The steering is light at low speeds and weighs up decently at high speeds. It is very quick but not as feedback rich as its immediate rival.

The E63 AMG doesn’t come cheap but offers a whole lot of fun

Verdict – The Mercedes E63 AMG pulls of both its characters very strongly. At one end, it offers all the comfort you would want when heading to office while at the other end, it is all ready to flame the tarmac with its monstrous power. Sure, it shares many parts with the standard E-Class (the engine is completely different though), after all it’s based on it. Being a CBU, it costs more than twice the cost of the top spec E-Class but it is more than double the fun and that’s something very hard to argue with for a petrol head. The Mercedes E63 AMG is pure exhilaration and as I conclude this review, the sound of those quad pipes shrieking the tunnel in terror continue to ring in my ears.

The Mercedes E63 AMG is a wolf in sheep’s clothing, you simply have no idea what’s in store until you step on the throttle, it’s properly fast in a way which can scare you silly.

The E63 AMG kicks up more than dust, it’s a super fast luxury car

* V8 engine performance
* Brakes
* Front seats

What’s Not So Cool

* Sleeper looks
* Price

The post Mercedes E63 AMG Test Drive Review appeared first on MotorBeam - Indian Car Bike News & Reviews.

Third generation Honda Jazz will go on sale in India in 2014

Car Tested: 2014 Honda Jazz Petrol

Price OTR Mumbai: Rs. 6-9 lakhs (est.)

The all new Honda Jazz sets the benchmark in the hatchback arena.

The concept of a premium hatchback wasn’t well accepted by Indians when Honda made the brave move of launching the Jazz in our country in 2009. Although the old Honda Jazz was a fantastic product, the optimistic pricing made it the first Honda car in India to do poor sales numbers. Honda tried to revive the Jazz by bringing in a facelift in 2011 with reduced prices but eventually discontinued the car as the lack of a diesel option meant poor demand. Now Honda is all set to make a comeback in the premium hatchback space with the launch of the third generation Jazz in 2014. The all new Jazz benefits from diesel firepower under its belly and increased demand for premium hatchbacks. We take a quick spin at Motegi (Honda’s own test track in Japan) and our first impressions of this supermini are very positive.

Styling of new Jazz is evolutionary and picks design cues from other Hondas

The third generation of the Honda Jazz is more of an evolution than a revolution. The overall design of the vehicle is quite reminiscent to its predecessor and if one parks all three generations together, the similarities between the cars is obvious. Honda for their part has made heavy styling changes which gives the new Jazz a very modern appeal. The inspiration comes from other Honda cars like the CR-V, NSX and FCX Clarity. The dimensions remain largely the same although the wheelbase has been increased to further boost interior room. So the front does get a new face which looks sharp while the edges across the car make it look apt in today’s design centric world.

Interiors have also evolved and look very appealing, features are plenty

One of the USPs of the Honda Jazz is the space it offers. The new model only takes this further. The dashboard is all new and is heavily revised with a new design. The large dashboard is quite functional yet attractive with a wide centre console which looks less cluttered. There is plenty of glass area and that bodes well for airiness inside the cabin. While the front seats offer good comfort, the rear ones offer plenty of leg space which combined with the flat floor makes the Jazz one of the few hatchbacks which can carry 5 passengers in utmost comfort.

Centre console is very different from old Jazz, plenty of storage spaces inside

There are plenty of features on offer too but we are still unsure on what all will makes it way to India. The upcoming City will give us a glimpse of what all equipment to expect as standard on the new Jazz but push button start/stop, Bluetooth connectivity, climate control, multi-information display, 15-inch alloy wheels, 6 airbags are bound to be standard on the top spec variant.

Front seats are very supportive, rear has plenty of room all around making seating 5 easy

Honda has worked on the seating positon and the driver sits low which gives the car a sporty driving position. Head room has never been an issue and similar is the case with the new model. The instrument cluster is much easier on the eyes compared to the old model and there are plenty of storage spaces inside the Jazz which is impressive. Practicality is boosted by the enermous boot with the rear seats folding flat in split format to leverage additional storage space. Quality levels are good but the Indian model will be heavily localized and going by the fit and finish on other Honda cars sold in India, we have nothing to complain about.

Honda will power the Jazz with 1.2-litre petrol and 1.5-litre diesel engines

We drove the Japanese version (known as the Honda Fit locally) which was powered by a 1.5-litre i-VTEC engine mated to an automatic transmission. However, for India, Honda is bringing in the new Jazz with two engines – the familiar 1.2-litre i-VTEC petrol engine and the much awaited 1.5-litre i-DTEC diesel engine. The diesel version will be available coupled to a 5-speed manual transmission. Honda is likely offer an automatic variant in petrol guise, using the trusted 5-speed transmission seen on the Brio and Amaze Automatic. Power and torque figures are likely to be the same as the Amaze but may vary marginally. We also managed a short spin in the Hybrid version, but this is unlikely to make it to India in the near future.

The Volkswagen Polo was benchmarked to fine-tune the dynamics of the new Jazz

Honda’s are known to carry a good balance of ride and handling. With the new Jazz, the company wanted to take a huge leap forward and thus Honda went ahead and benchmarked the Volkswagen Polo. The result is the Jazz offers a very involving drive. Ride and handling has been its strength in the past and we reckon it has only improved in the new version. Ride quality on the butter smooth Motegi track was good with the vehicle gliding on the tarmac but our drive was too short to give a definitive verdict and we will wait for a real road experience to judge the car in the dynamics department.

New Jazz has potential to unsettle rivals and become class leader

Honda is on a definite roll and the new Jazz is partly responsible for it. The company has managed to improve the already capable Jazz even further which is sure going to give its chief rivals (Hyundai i20, Maruti Swift and Volkswagen Polo) a tough time. The Jazz finally gets a diesel engine in its arsenal, which along with heavy localisation can help Honda in making this hatch a super success. Now the only thing which remains to be seen is how Honda positions and prices the new Jazz with the Amaze and new City at almost similar price points. If the Japanese firm manages to get the asking price spot on, the new Jazz is sure to become a popular sight on Indian streets.

The 2014 Honda Jazz is sure going to steal the limelight away from established players and going by our first drive, we expect this to be a super hit in India.

The Honda Jazz easily has the biggest boot in its segment

What’s Cool

* Cabin space and practicality
* Diesel engine
* Dynamics

What’s Not So Cool

* Hybrid not coming to India

The post 2014 Honda Jazz First Drive Review appeared first on MotorBeam - Indian Car Bike News & Reviews.

Royal Enfield Continental GT – Click above for high resolution picture gallery

Bike Tested: Royal Enfield Continental GT

Price OTR Mumbai: Rs. 2.14 lakhs

The Royal Enfield Continental GT is a modern cafe racer with emotional appeal.

Royal Enfield is known for making cruiser motorcycles but a quick dip into the history of this old brand will give you a glimpse of what all the company has done in its past. Circa 1960, the company launched the Meteor and Meteor Minor which were the first cafe racer bikes from the company. The Continental GT arrived in 1965 and soon the cafe racer cult saw a sharp following. However by 1985, cafe racer motorcycles were no longer in demand. Fast forward to 2010 and Royal Enfield made a splash by showcasing a cafe racer concept at the 2010 Auto Expo. A couple of years later, the production spec model was showcased and earlier this year, the bike was launched in the UK. After all this wait, Royal Enfield has finally launched the much awaited and highly anticipated Continental GT in the Indian market. We take a quick spin in warm and cosy Goa to find out if the Royal Enfield Continental GT strikes the right chords.

Royal Enfield has got the styling of the Continental GT spot on. When viewed in person, it looks the part and is quite an attention grabber. The company has remained true to the original cafe racer and the modern example flaunts the retro design elements proudly. The long tank, alloy spoke wheels, humped back racing seat and a sensation that the motorcycle has gone on a diet is immediately apparent. Fit and finish levels are very good too and it’s only when you observe very carefully do you find some rough edges. Paint quality is excellent and the Continental GT comes out of a new factory which has a modern paint shop which shows on the GT. The design will itself attract a crowd to RE showrooms as we witnessed on our Goa burn up, everyone turned and admired the Continental GT with eyes full of want. Few stopped us and inquired about the machine, such is the pull from the design alone.

The Royal Enfield Continental GT gets a twin pod cluster with the left side housing the speedometer (marked both in km/hr and mph) and a small LCD screen with a digital display showcasing twin tripmeters, odometer and fuel level. The right pod is the tachometer and both the pods get a chunky chrome surround. The switchgear is familiar to other Royal Enfield bikes and feels good to operate. Our test bike was equipped with bar end mirrors which take a bit to get used to but once you get the hang of it, you will appreciate them. However these mirrors are optional and so is the pillion seat (comes with pillion footpegs).

Royal Enfield claims the Continental GT is the fastest, lightest and most powerful motorcycle from their stable. Powering the flagship thumper is the same old engine which does duty in the Classic 500 and Thunderbird 500 but this one has been given increased capacity at 535cc with a bore up and ECU remap. The increase in displacement has also seen an increase in output which now reads 29.1 BHP of power at 5100 RPM and 44 Nm of torque at 4000 RPM. So the Continental GT isn’t very powerful considering the cubic capacity of the motor. It weighs a full 184 kgs so it isn’t very light either. Fastest Royal Enfield, definitely but not a very fast bike per se. However Royal Enfield will offer performance parts for those who want more juice out of their cafe racer.

The problem lies with the motor which doesn’t offer the performance you would expect from a cafe racer. The single-cylinder mill has lots of flat spots in the bottom end of the power band and you need to rev the Continental GT a fair bit to get past this. The mid-range is fantastic and there is a definite pull between 2000-4000 RPM which is the meat of the powerband. Post 4000 RPM, the vibes are too much and the motorcycle redlines at a paltry 5700 RPM with a rough cut off and coarse engine sound. It does thump with aural bliss right from start, up to 4000 RPM.

The Royal Enfield Continental GT reaches 100 km/hr in third gear and you can cruise comfortably at that speed in fifth gear with the tacho needle hovering around at 3500 RPM. The Continental GT reaches 120 km/hr easily and when pushed hard should show 140 km/hr on the speedo easily. However the incessant vibrations post 100 km/hr can be felt through the handles, tank and footpegs which hamper high speed riding. The gearbox is average and there are many false neutrals although the clutch is light and well weighed. Our test bike had done less than 300 kms and the vibrations should reduce post first service. One can expect a mileage of 27-30 km/l from this machine.

The Continental GT remains stable through the corners, thanks to grippy Pirellis

Armed with telescopic forks at the front, Paioli twin gas-charged shocks at the rear and tubular steel frame underneath (UK’s Harrison Engineering helped in the development) the Continental GT is a bit stiffly sprung which gives it good dynamics. Ride quality isn’t stiff but absorbent and there is no bounciness at speed. Straight line stability is excellent too and it’s really the super awesome Pirelli Sport Demon tyres which lend the Continental GT amazing grip through corners. Turn-in isn’t quick and the bike isn’t flickable which is expected but the Continental GT can be a lot of fun through the twisties and you will find yourself smiling in your helmet when you show it a series of corners.

The Continental GT gets clip-on handle bars and the seating position is by far the sportiest of any Royal Enfield bike but the saddle is itself wide and the cushioning on the seats is on the softer side saving your derrière on long rides. The riding position isn’t aggressive and all this makes riding the Continental GT for long durations an easy task. The footpegs are a bit rear set but offer comfort. Armed with Brembo discs at the front and rear with steel braided lines, the Continental GT offers excellent stopping power and the braking performance benefits from the fantastic Pirelli rubber as well (100 section front and 130 section rear).

The Royal Enfield Continental GT is a very different kind of motorcycle. It isn’t the usual motorcycle which you ride and see everyday, nor is it a usual Royal Enfield, a shift away from cruisers for the British brand. While it doesn’t have the most potent engine around, the Continental GT does please with its torquey thump and well balanced dynamics. Royal Enfield is going the long haul in bringing back cafe racer culture of the 60s and 70s, a brave move considering the Continental GT is the only cafe racer of its kind on sale today. The Continental GT isn’t about speed, nor is it about reaching from point A to point B. The GT is something else, it’s an experience, it’s motorcycling of a different kind. But what ever it is, it sure is the best Royal Enfield you can buy today.

The Royal Enfield Continental GT tries to pull your emotional strings with the riding experience it offers. It’s different and unique which will appeal to a very different set of riders. Considering the hardware, the Continental GT is priced very attractively and that makes it a very good buying proposition.

What’s Cool

* Genuine cafe racer design
* Dynamics
* Appeal and desirability

What’s Not So Cool

* Engine vibrations
* Short power band

The post Royal Enfield Continental GT First Ride Review appeared first on MotorBeam - Indian Car Bike News & Reviews.

On the eve of the Tokyo Motor Show, Honda showcased the Mobilio MPV at the Journalist meet at their Motegi facilty in Japan. The Mobilio is based on the Brio platform and was recently showcased at the Indonesian Motor Show. This body style is extremely popular in the Asian markets and this vehicle has been made specifically for countries like Indonesia and India. The Mobilio will make it to India in late 2014 and will directly compete with Maruti Suzuki’s Ertiga.

As far as the design goes, whoever said that an MPV cant look sporty was very wrong. Honda has managed to make it look sporty by using sharp design elements. The front is heavily inspired by the Brio and sharp creases on the front bumper add to the style. The large chrome strip is something which Indians always love. The side profile is continuous with the sharp creases. The rear door is large in size and also opens quite wide, making ingress and egress quite easy. Windows are large and they induce a sense of spaciousness with generous amount of light coming in. Notice that the window line dips as you go backwards from the B-pillar to further amplify the large size of the windows. Wraparound tail lamps look quite classy too. The sporty design language runs along the side to the rear and one has to only appreciate that the designers have done a fabulous job with this vehicle.

The test car was a prototype version and hence we were not allowed to click interior pictures. The dashboard is heavily inspired from the Honda Amaze and was almost identical to it. Even in the prototype version, the fit and finish was as good as Honda’s are known for. The front seats seemed to be straight out of the Amaze and are comfortable. The middle row offers ample legroom and headroom in all the rows is sufficient. The middle row has sliding function and is sufficiently wide for three regular adults. The rear AC blowers are placed on the roof in the middle row, similar to the Maruti Ertiga. The last row is more spacious than the Ertiga and can seat two adults. The boot space is pretty generous and far more than that of the Maruti Ertiga. In case you need more, you can fold the last row of seats completely flat to get ample space for all your luggage.

Though we did not get a chance to take a spin in this MPV, it’s sure to carry the typical Honda driving dynamics which means it should be a decent handler with a compliant ride. The Mobilio’s wheelbase is 245 mm longer than that of the Honda Amaze and measures 2650 mm. It will be offered with the tried and tested 1.5 i-VTEC petrol motor from the City and the new i-DTEC oil burner seen currently only in the Amaze. Power output and torque figures may vary from the current setup in the City and Amaze respectively but the Mobilio should pack in at least 118 BHP from its petrol motor and 100 BHP from the diesel mill. Both the petrol and diesel versions will come mated to a 5-speed manual transmission. Honda will introduce the 5-speed automatic in petrol guise at a later date. Maximum volume will come from the diesel engine and this will also be the most fuel efficient MPV when it hits the road next year.

Honda will unveil the Mobilio in India at the Auto Expo scheduled in February 2014 at Delhi. The Honda Mobilio promises to offer comfortable 7-seater capability with good performance and outstanding fuel efficiency, which should tick off everything an Indian consumer desires from this segment. It is more spacious than its closest rival and not only that, it will be priced very near to the Ertiga and will find many takers based on Honda’s reputation for quality and reliability.

The post Honda Mobilio MPV First Look appeared first on MotorBeam - Indian Car Bike News & Reviews.

2014 Chevrolet Beat Facelift – Click above for high resolution picture gallery

2014 Chevrolet Beat Review

Car Tested: 2014 Chevrolet Beat Facelift

Price OTR Mumbai: Rs. 7,18,826/-

The Chevrolet Beat is a fun to drive small car with a peppy and frugal diesel engine on offer

All generations of the Chevrolet Beat have been offered in our country but with different names and as most of us are aware, the Chevrolet Beat is internationally known as the Chevrolet Spark. The first generation was offered as the Daewoo Matiz by General Motors in India. The second generation was launched in 2007 as the Chevrolet Spark, which is still offered alongside the Chevrolet Beat. The Beat was launched in India in 2009 and until the 2014 Auto Expo, it didn’t get any significant visual update. We get our hands on the 2014 Chevrolet Beat facelift to see whether the changes are significant or not.

The front grille gets larger with revised bumpers and reworked headlights and tail lights on the facelifted vehicle

Exteriors – The Chevrolet Beat has always been one heck of a looker with its futuristic yet funky styling. Oh yes, how can we forget the American science fiction action film with the aggressive green/black toned Beat, smashing indeed. We are all familiar with the Beat’s styling and the visual updates make it look sharper and fresh. The changes are minimal though and one has to have a keen eye to spot the difference. At the front you get a new dual port grille that extends further down for better presence and a fresher set of revised headlamps. Then there is a restyled front bumper that now integrates the foglamps with a hint of chrome in a more fluid manner.

The side profile of the Beat remains totally unchanged including the alloy wheels

There are absolutely no changes on the side profile of the new Chevrolet Beat. Even the alloy wheel pattern remains unchanged, which could have been new. At the rear it gets new tail lamps with red inserts or ‘jewel effect’ as General Motors like to call. There is a new dual tone rear bumper with a sporty black faux diffuser integrating reflectors that looks good and sharp. Rest of the exteriors remains more or less the same.

The interiors of the Beat are more or less the same, quality is impressive

Interiors – The changes on the interiors are minimal too. It gets silver inserts on the dashboard and the lower part of the front doors, which makes the cabin feel bright. The racy looking steering wheel that feels wonderful to hold now gets neatly integrated audio controls, which is convenient to use and the quality is fantastic. Another thing we noticed on the interiors is the omission of automatic climate control system. Now you get only manually adjustable air conditioning, which is quite effective in cooling. Rest of the interiors remains unchanged including the glaring pattern of the seat covers.

The Beat facelift gets convenient steering mounted audio controls and bright silver accents on the dash

The funky semi-digital instrument cluster looks fantastic but we would have appreciated an analogue tachometer. The Chevrolet Beat’s interiors are ergonomically sound. There are impressive number of cup holders, bottle holders and even coin holders to keep your knick knacks in place. The space is used cleverly and despite being compact in size, there is good amount of legroom and shoulder room but the sloping roofline does hamper headroom for tall passengers and under-thigh support is lacking in all seats. Seats are adequately supportive and the driver has a confident driving position. However, the boot space feels short that can only hold a few bags and a big suitcase would be a tight fit.

Legroom and knee room is quite impressive for a car of this size but the boot space is thus compromised

Some features like the electrically adjustable ORVMs, keyless entry and Bluetooth connectivity are sorely missing on the Chevrolet Beat. There is no auto-lock feature and you have to manually lock/unlock the doors with a tiny lever. The steering mounted controls are convenient to use but they lack the buttons to switch tracks and channels. Otherwise the cabin of the Beat is a nice place to be in, especially with good quality plastics that have a nice touch and feel long lasting. All-round visibility isn’t great and the small rear windscreen does hamper when reversing.

The 1.0-litre diesel engine has strong low and mid-range for city driving but loses steam near the redline

Performance – There are no mechanical changes on the Chevrolet Beat. It is offered with a 1.2-litre, 4-cylinder petrol engine, which is good for 80.5 PS of power and 108 Nm of torque. The petrol is also offered with LPG for lower running costs. The pick of the bunch though is the 1.0-litre, 3-cylinder diesel engine that churns out 58.5 PS of power at 4000 RPM and 150 Nm of torque at a low 1750 RPM. The 3-cylinder vibrations are felt while cranking the engine but it settles into a peaceful idle in an instant. Dab the throttle and it goes without the turbolag being apparent. The tiny oil burner feels quite peppy at the lower end of the rev range, which is a boon for city driving. It continues to pull till the mid-range strongly but loses steam near the redline, which comes in at 5000 RPM.

The Chevrolet Beat performs well in town but lacks the high end punch for highways

The throttle response is crisp and linear and you can easily cover the gaps in the city with the immediate grunt it offers. The performance figures might look scanty on paper but it feels lively on the road. However, show it a highway and the engine starts losing its ‘Beat’ post 3000 RPM. There is enough torque to handle city drivability but the power to hold the top range is lacking and the motor gets loud in the top-end. Mated to the oil burner is a 5-speed manual transmission that has well stacked ratios but feels very notchy to operate with some play. In gear acceleration at slow speeds is good and gear changing is minimal in city traffic conditions. The carmaker claims a fuel efficiency of 25.44 km/l for the 1.0-litre diesel and you can expect 17-19 km/l in real world conditions.

The ride and handling balance is impressive and steering feedback is lively

Driving Dynamics – The Chevrolet Beat feels light to drive and is extremely maneuverable with a 4.85 metres turning radius. Congested city runabout is a one handed job with the speed sensitive power assisted steering wheel that feels light at slow speeds. As the Beat gathers pace the electric steering tightens up and gives good feedback, of course not close to the hydraulic unit offered on the petrol Beat. Handling is quite fun and precise in the Beat with minimal body roll, where it feels confident chucking in and out of corners. Ride is excellent too and the suspension soaks up the bumps and crackled tarmac smoothly. It’s only at highway speeds where the Beat feels bouncy at the rear and doesn’t feel planted for confidence inspiring high speed stability. Brakes are well calibrated with positive pedal bite and an effective ABS.

The Beat gets optional dual airbags and ABS with the range topping variant

Safety – The Chevrolet Beat has been crash tested by EuroNCAP and it gets a healthy four star safety rating. However, that’s the European version of the Beat, which comes with more safety features. The Chevrolet Beat in India comes with four variants, out of which only the range topping optional variant LT (O) comes with ABS and dual front airbags. Rest of the variants don’t get even a single airbag, which should be revised by the carmaker for better safety.

The changes are not drastic on the facelift but it’s a nice package at the end of the day

Verdict – The Chevrolet Beat facelift doesn’t get significant changes compared to the outgoing model but it is recognizable on road with its twinkling new face. The interiors too remain more or less the same but the new silver accents definitely add to the bright cabin feel amidst the dark theme of the interiors. On the performance and dynamics front, the Beat is quite a fun to drive hatchback with the peppy diesel and lively handling. The car is more city oriented though. It lacks the top end punch for highways and the rear tends to bounce a bit at high speeds. That said, the Chevrolet Beat is a tempting package at this price point with impressive fuel mileage and a fresher face for those who want a no-nonsense small car.

The Chevrolet Beat facelift looks fresh but the minimal changes are hard to find for a layman. There are no mechanical changes but still the Beat is quite an interesting car to drive in the city.

The Beat gets a thumbs up for its city drivability, fuel efficiency and funky styling

What’s Cool

* Funky Styling
* Peppy Performance
* Fuel Efficiency
* Crisp Handling
What’s Not So Cool

* Minimal Facelift Changes
* Limited Boot Space

The post 2014 Chevrolet Beat Facelift Test Drive Review appeared first on MotorBeam - Indian Car Bike News & Reviews.

2014 Audi A3 – Click above for high resolution picture gallery

2014 Audi A3 Review

Car Tested: 2014 Audi A3 Sedan

Price OTR Mumbai: Rs. 28.15 – 40.12 lakhs

The Audi A3 impresses in each and every department and is an unrivalled package

Compact seems to be the new mantra these days. It’s raining compacts all over but the story is not limited to compact sedans and SUVs alone, the luxury segment has seen a shift towards compact cars off late. Less than three years ago, you would have to be plain crazy to use the word compact and luxury in the same sentence but sometimes market preferences change rapidly and manufacturers have to shuffle their portfolio to come up with new and exciting products to meet demand. India’s love for sedans is well known, blame it on uplifting one’s status or just the fact that we like to have a three box, whether or not we need it. Riding on these market preferences, Audi decided to bring in the A3 to heat up the entry level luxury segment. Having the accolade of ’2014 World Car of the Year’ to its name, the A3 will be the first compact luxury sedan in the segment and it looks promising as we get behind the wheel of the #NextBigAudi in the lake city of Udaipur.

Motor Quest: The A3 nameplate is not new in Audi’s portfolio. The first generation A3 came out in 1996. The second generation model was launched in 2003. The current model is in its third generation and was unveiled at the 2013 New York Auto Show. The European model is available in various body styles such as cabriolet, hatchback, sportback and sedan.

The front profile follows the family trend, the A3 gets new compact headlamps

Exteriors – The target customer of the A3 is young, to whom design plays an important role. Keeping this in mind, the A3 is designed to look dynamic and sporty, which is likely to appeal to most. Though the design language is similar to its elder sibling, the A6, the car does look smashing from all sides. The new design gets angled upper corners with the indicative Audi front grille which houses the new Audi rings. The Bi-xenon headlamps are highly detailed and have LED daytime running lamps. The whole headlight assembly is now more compact with a low slung appearance. The hood gets sharp sculpted character lines which make the front end look quite sporty. The air intakes are large and fog lamps sit on their sides. Audi is offering the A3 with the S-Line exterior package and the S-Line badge can be seen on the front fender.

The side stance looks dynamic owing to the bold shoulder and tornado lines

The side profile flaunts dynamism of the purest form thanks to the deeply sculpted lines and make the car look fast even when standing still. The distinct shoulder line runs along the sides and rear and the flared wheel arches add hugely to the styling quotient. On either side, between the wheel arches, the prominent tornado line looks striking. The roof is flat uptil the C-pillar after which it seamlessly merges with the shoulder line making the A3 a beauty to gaze at. Audi is offering two alloy designs on the A3. The diesel variant we drove was shod with 17-inch 5-spoke alloy wheels while the other option is 16-inch multi-spoke alloys.

The rear profile looks very sporty, notice the new badging on the right side

The rear profile looks just as sporty as the front. An element of the sporty design, the rear spoiler is integrated with the boot lid and the narrow split tail light assembly is the highlight of the rear. The contoured bumper add to the sporty look. Another significant change is that the A3 onwards, Audi is using its new nomenclature with the badging. Our test car sports 35 TDI while the higher output petrol reads 40 TFSI. Now these are not just any random numbers but something which Audi calls the dynamic factor. In the earlier classification, the engine displacement was mentioned (eg. 2.0 TDI) but the same engine has different outputs in different models. To streamline this, Audi is now using the dynamic factor which is calculated based on the power to weight ratio and 0-100 km/hr timing. A higher value of the dynamic factor denotes better performance.

Interiors are well put together with high quality materials enhancing the touch and feel

Interiors – Photographs do not do justice to the interiors of the A3. One has to see it in person to appreciate the interior quality. The dashboard design is fantastic with impeccable fit and finish. The quality of materials used is excellent. The A3 gets new jet turbine like air vents with spot/diffuse function with an aluminium finish dial (to open and close the vents) around it. There is phenomenal attention to detail in everything which is there inside. There is a three dimensional inlay dividing the dashboard into upper and lower halves. Audi is offering an option of beige or black upholstery and we specifically like the all black interior, however, customer preferences in India are more inclined towards the beige. Good thing is that Audi is offering both and one can take their pick.

The 7-inch retractable screen is the highlight of the infotainment system

The centre console is slightly angled towards the driver and Audi has given special attention to the infotainment system. During the product survey, Audi has rightly concluded that a typical customer of the A3 prefers to have a good quality infotainment system on board. The highlight of the infotainment system is the 7-inch screen which shows relevant information including navigation and display for the rear parking camera. Mounted on the dashboard, this monitor is retractable and pops out when the ignition is turned on, adding to the novelty factor. The screen is extremely slim too. Audi’s MMI touch interface is well known and in order to reduce the number of buttons and to declutter the console, Audi has given the touch interface on the MMI dial itself. This touch interface also supports handwriting recognition which is very handy while searching for places on the map. To further reduce buttons, there is now a toggle switch between Navigation/Telephone and Radio/Media.

The glovebox houses the multimedia input for SD card and DVD

Various inputs are available for the audio. You can pair your Bluetooth device (phone) and stream music directly or use the SD card slots or CD/DVD, both of which are in an integrated unit placed in the glovebox. To make thing even simpler, Audi has offered a 20 GB jukebox wherein you can download your favourite songs directly on the in-built hard drive. The central console also gets the Audi Music Interface slot which can be used to connect a USB drive (through the cable). Sound quality is brilliant with the speakers along with the subwoofer delivering some thumping beats.

The front seats are comfortable but rear headroom is lacking for tall passengers

The Audi A3′s interiors might look simple in pictures but in person, they look very good and feel rich

The front seats are well sculpted and offer generous headroom, legroom and kneeroom. The Milano leather upholstery in both beige and black trims looks rich. Both the front seats get electronic adjustment along with electronic height adjustment and electronic lumbar support adjustment. The cushioning and back support is pretty good. The rear seats are reasonably comfortable but there are certain limitations. Even though legroom is sufficient for an average sized adult, the sloping roofline finds headroom wanting for tall passengers. Further the huge transmission hump makes the middle passenger uncomfortable. Even though the A3 is a front-wheel drive sedan, the transmission hump, though redundant in this case, is there for the quattro model available in Europe. The rear window size is also small and with the sloping roofline, it does lend a feeling of claustrophobia, therefore the rear seat is best suited for kids. A headrest has been provided for the middle passenger as well.

The dual-zone AC works well to cool the cabin, vents are provided at the rear

The dual-zone AC works well to cool the car quickly. Vents have been provided at the rear too, keeping the comfort of rear passengers in mind. Other features include an electronic parking brake, electrochromic mirror, etc. There are sufficient storage areas inside the cabin and the glovebox also gets a light for convenience at night. Sunroof is available as an option only. The multi-functional steering feels good to hold and has numerous buttons for multimedia, phone, etc. The instrument cluster is well laid out and looks quite futuristic. The multi-information display on the cluster shows all the relevant information including navigation.

Boot measures 425-litres and can be expanded to 880-litres by dropping rear seats

Even though the A3 is a compact luxury sedan, boot size measures a decent 425-litres and if you need more space, you can always drop the rear seats to get a whooping 880-litres of space. Audi is offering a space saver as a spare. Our test car had a 105/80/18 tyre mounted on a steel rim in the boot.

The 2.0-litre TDI produces 143 HP and 320 NM, delivering some serious performance

Performance – Audi is offering two engine options on the A3, the 1.8 TFSI and the 2.0 TDI. Both these units have stood the test of time and are one of the best in the business. The same engines are also powering the new Skoda Octavia. The 1.8 TFSI (now labeled as 40 TFSI) spools up 180 HP of peak power between 5100-6200 RPM and 250 NM of twisting force from as low as 1250 RPM until 5000 RPM. Mated to a 7-speed S-tronic transmission, this petrol version hits a century from 0 km/hr in just 7.3 seconds with a ARAI certified fuel efficiency of 16.60 km/l. We haven’t driven this variant yet but if the Octavia (based on the same platform) is anything to go by (same engine in the same tune), expect it to spool up quite a racket.

The 2.0 TDI engine revs to nearly 5000 RPM in the manual mode before shifting up

Out test car for the drive was the diesel powered A3 having the 2.0 TDI motor under its hood. This engine has proved its mettle in quite a few cars over and over again. It’s no secret that Audi is more keen to sell the diesel variant and that is precisely where the consumer preferences lie. Badged as 35 TDI on the rear, this 4-cylinder oil burner produces 143 HP between 3500-4000 RPM and 320 NM torque between 1750-3000 RPM. Coupled with a 6-speed S-tronic gearbox, this engine belts the A3 from 0 to 100 km/hr in just 8.6 seconds with an impressive fuel efficiency of 20.38 km/l as per ARAI.

Performance is brisk with 0-100 km/hr coming up in a claimed 8.6 seconds

The A3 is based on the Volkswagen Group’s lightweight MQB architecture (only other current car in India on the same platform is the Skoda Octavia) and reduction of weight has been a key focus while developing this platform. The A3 uses aluminium bits in the front suspension and even the hood is made of aluminium amongst other things. All these small bits lead to a drastic reduction in weight and the A3 35 TDI weighs just 1315 kgs (unladen). With a better power to weight ratio to brag, the A3 2.0 TDI is quick and feels up to the task at all times. Power is channeled through the front wheels and the 2.0-litre engine feels responsive throughout the rev band. Once the VGT spools up to full song around 1750 RPM, the engine has more than enough grunt for all that is required with a strong mid-range and a reasonably good low-end enabling it to master both the city and highway.

The dual clutch 6-speed S-tronic automatic gearbox does duty on the diesel version

The 2.0-litre TDI diesel engine offers even better performance in the A3, thanks to the car’s light weight

The 6-speed S-tronic dual clutch gearbox has three modes, the regular drive mode (D), sports mode (S) and the manual mode (M) through the tiptronic function. The ‘D’ mode is suited for a comfort oriented driving style. The A3 hits the rev limiter at around 4250 RPM in each gear and the upshifts are smooth and non jerky. In order to declutter the dashboard and the central console, Audi had reduced the number of buttons. So now there is no button to get into ‘S’ or Sports mode. All you have to do is flick back the gear stick and the gearbox slots into ‘S’ mode. The car now hits the rev limiter at nearly 4500 RPM and feels even more sure footed. In the manual mode, each gear hits the rev limiter at just under 5000 RPM and progress is quick. The A3 35 TDI has a top speed of 224 km/hr. It reaches 180 km/hr in a flash after which progress is slow to the 200 km/hr mark. The dual clutch S-tronic gearbox is smooth and works the cogs into place with super precision with barely any lag between shifts.

The Audi A3 35 TDI will be doing majority of the volumes in India

Audi has used high quality sound deadening material between the cabin and engine bay and that has a major role to play in the NVH levels. The cabin is insulated from most of the outside sounds and even the engine is not audible at idle. It’s only at high revs when the engine sound makes its way inside the cabin, that too devoid of any diesel clatter. Though we were unable to gauge the real world mileage of the A3 on the drive, we reckon that the 35 TDI should return around 13-14 km/l in the routine Indian driving cycle.

The A3 offers brilliant ride and handling combination, enough to keep you smiling

Driving Dynamics – A lot is expected from Audi when it comes to driver involvement and the Germans are the masters of that but does this baby Audi drive like the others? Well, the answer is no. Blame it entirely on the new platform, the A3 is simply terrific to drive, a touch above the other Audi’s which are pretty good in their own regard. The electromechanical steering is light at low speeds and weighs up beautifully as the kms pile up. Handling is razor sharp and the A3 will corner with super precision, it will encourage you to push even harder. It loves taking corners hard and you have to appreciate how the light weight chassis offers terrific balance. The A3 also gets ‘Electronic Stabilisation Control’ (ESC) with ‘Electronic Limited Slip Differential’ as standard. High speed stability is very good too and inside the cabin, the speeds seem much slower than they actually are. The A3 is aimed at a buyer who will himself take to the wheel and the driver involvement the car offers will seal the deal for most who like to push their car to the limit.

The Audi A3 is exceptional when it comes to high speed manners

With superb handling on offer, one would expect the ride quality to be stiff but that’s not the case here. In spite of the low profile rubber, ride quality is fantastic. Both at slow and high speed, the ride remains pliant and both front and rear passengers are engulfed in comfort. The light weight chassis and four-link rear suspension is hugely responsible for the same. The brakes offer good stopping power (all 4 discs) and our test was was shod on 225/45/17 Pirelli Cinturato tyres which offer phenomenal levels of grip. Even on wet surfaces, braking is spot on with no brake fade.

The low profile rubber does not affect the ride quality and the tyres offer oodles of grip

Safety – The Audi A3 received 5-stars in the Euro NCAP crash test. There are abundant safety features on offer and the car feels very well built. Front and side airbags are standard across the range and the higher end models also get rear airbags and knee airbag for the driver. Besides the standard ABS, the A3 is also equipped with ‘Electronic Stability Control’ (ESC) and ‘Electronic Limited Slip Differential’ as standard.

The A3 is a hard to beat package and hits the sweet spot with pretty much everything

Verdict – Audi has studied the market well and the A3 is a product which is sure to appeal to a vast audience. Going with the Indian love for sedans, the A3 will pull buyers not only from the luxury segment but also attract those going for other brands in and around the same price range. Audi also has the first mover advantage in the luxury compact sedan space as there is nothing offered in this segment by competing brands. The next luxury compact sedan in the market, the Mercedes-Benz CLA, will only see the light early next year. We expect the A3 to be priced around the Rs. 28 lakh mark for the top end variant, which should be a good deal considering the number of features on offer. The A3 has impressed us on all fronts be it design, interiors, performance or ride and handling and it’s no surprise that it already has the title of the ’2014 World Car Of The Year’ under its belt. Finally, if Audi can hit the sweet spot in terms of pricing, there is no stopping the Audi A3 from being a runaway success.

The Audi A3 is a well packaged compact luxury sedan which not only excels on multiple counts but is one which appeals both to the heart and head and is sure to find many takers in the Indian market.

Beige upholstery is expected to be very popular with Indian buyers

What’s Cool

* Performance
* Built quality
* Brilliant dynamics
* Feel good interiors
* Infotainment system

What’s Not So Cool

* Cramped rear bench

With no competition in sight for sometime, the A3 has an unrivaled run for a while

2014 Audi A3 Specifications

* Engine: 1798cc TFSI, DOHC, 4-Cylinder (Petrol), 1968cc TDI, DOHC, 4-Cylinder, VGT (Diesel)
* Power: 180 HP @ 5100-6200 RPM (Petrol), 143 HP @ 3500-4000 RPM (Diesel)
* Torque: 250 Nm @ 1250-5000 RPM (Petrol), 320 Nm @ 1750-3000 RPM (Diesel)
* Transmission: 7-speed S-tronic automatic (Petrol), 6-speed S-tronic automatic (Diesel)
* 0-100 km/hr: 7.3 seconds (Petrol), 8.6 seconds (Diesel)
* Top Speed: 235 km/hr (Petrol), 224 km/hr (Diesel)
* Fuel Consumption: 16.60 km/l (Petrol), 20.38 km/l (Diesel) [ARAI certified]
* Fuel Type: Petrol, Diesel
* Suspension: McPherson Strut (Front), 4-Link Rear Suspension (Rear)
* Tyres: 205/55/16 (Standard), 225/45/17 (Optional)
* Brakes: All 4 Discs
* Safety: 9 Airbags, ABS, ESC, Electronic Limited Slip Differential

2014 Audi A3 Dimensions

* Overall length x width x height: 4456 mm X 1796 mm X 1416 mm
* Wheelbase: 2637 mm
* Turning Radius: 5.2 metres
* Ground clearance: 160 mm
* Boot Space: 425 litres, 880 litres (with rear seats folded)
* Fuel Tank Capacity: 50 litres
* Unladen Weight: 1295 kgs (Petrol), 1315 kgs (Diesel)

The post 2014 Audi A3 Test Drive Review appeared first on MotorBeam - Indian Car Bike News & Reviews.

Text – Nitin Gupta; Pictures – Harvarinder Singh, Nitin Gupta

2014 Triumph Thruxton – Click above for high resolution picture gallery

2014 Triumph Thruxton Review

Bike Tested: 2014 Triumph Thruxton 900

Price OTR Mumbai: Rs. 7,67,110/-

The Thruxton is an easy to ride bike with a lot of old world charm, matched to a modern heart

After we pushed Britishers out of our country, coming back to India with Triumph was the one chance they had to rule our hearts, and in our opinion they have done it fairly well. Triumph is in India with a league of its super-bikes and a good line up to start with, out of which today we will be reviewing the Thruxton. We were given this new colour – “Brookland Green” which in Indian words translates to Military Green, we fairly like the shade. Though honestly we would love to have the Diablo Red colour which looks very appealing with the hand-painted lines on the tank that roll up to the rear seat cowl along with the badges which add to the classy retro style design. So how does the Triumph Thruxton fare?

The Thruxton is part of Triumph’s modern classic range and looks uber cool, the attention to detail is note worthy

We really like the chrome spoke aluminium wheels which result in reducing the overall unsprung weight. The fit and finish of everything is nice with top notch quality. The complete twin chrome exhausts just look stellar but a small heat guard over the exhausts would have been a nice touch. The company has given this cafe racer all the latest engineering with great attention to detail. It does catch the fancy of bike enthusiasts. One simply can’t miss the bar-end mounted mirrors, the adjustable twin rear shocks which are drenched in chrome and the fuel injection system which is made to look like carburettors for that 60s feel. The motorcycle gets a daytime running light and the round headlight induces the classy feel we associate with such type of machines.

The easy to read instrument cluster is an analogue unit with a digital readout

A new head light cowl tries to give the Triumph Thruxton some bit of aerodynamics, but not much, still that’s better than nothing, An exposed black instrument panel with two pods surrounded by chrome rings and a white background give the bike a very classy appeal. We love the analog feel of it, rather than all digital but a fuel gauge is sorely missed (you do get a low fuel warning light though). The handle bars are low set for a forward set stance to sit, not a lot of stress on your wrists if you tend to do over 100 kms in a day which we did. The foot-pegs are rear-set and one can opt for a pillion seat which isn’t offered as standard.

The 18-inch front wheel has 36 spokes while the 17-inch rear has 40 spokes

The mid-range is where the Triumph Thruxton excels but it doesn’t have a strong top-end, redline comes in at 8500 RPM

Powering the Triumph Thruxton is a 865cc, parallel-twin mill which is an air-cooled, DOHC unit, it also powers the Bonneville. Churning out 69 BHP of peak power at 7400 RPM and 69 Nm of peak torque at 5800 RPM, the Thruxton offers impressive performance right from get-go. There is no hesitance from the motor, power delivery is butter smooth and progressive with a strong mid-range. There is good low-end-grunt that you can tap on to get though city traffic and even manoeuvre in tight places without a hitch but the heat from the air-cooled mill does make itself evident in stop-go traffic. Large brake and clutch levers makes it really easy to grip on the bike, the Thruxton is made to be so nimble that you don’t feel the 230 kgs weight. Still, when at single digit speeds, the mass needs to be dealt with.

The Thruxton’s 865cc, parallel-twin engine offers good mid-range performance

The palm grips and seat are very comfortable. The 5-speed gearbox offers precise shifts with even neutral coming in effortlessly. Doing 160 km/hr requires little effort as the twin-cylinder motor has a lot of grunt for cruising at triple digit speeds. On our test, we got a mileage of around 28 km/l which is impressive for a bike of this size. The Thruxton is very balanced and you would love to take it around and push it a little in the corners, not too much though as it doesn’t give great feedback when you do mid course apex corrections.

The Metzeler tyres offer excellent grip and the Thruxton is eager to corner

The Triumph Thruxton is fitted with Metzeler tyres (100 mm front, 130 mm rear) which are just EPIC when it comes to grip, however we feel that a broader section would have helped a bit more. After a few corners we took on the bike, the tyres were blacked out to the edge and started to wither, not completely its fault but we were pushing it in around 45 degree temperature. Just after the corners, we got to witness the nightmare which are the brakes, common Triumph you definitely need to do something about it. Add more bite and feel, this bike needs better anchors as it has a top speed of close to 180 km/hr.

Ride quality is good and so is stability but the brakes aren’t strong enough

The engine sounds sweet but isn’t as loud as one would expect, it hardly makes noise when you are wringing it in top gear. Blast past another vehicle at triple digit speeds and they won’t notice what just went by, the aural drama is lacking although visual eye candy is in plenty for those who understand retro machines, specially cafe racers. The suspension has just the right balance, ride quality is good and the bike absorbs most bumps without catching you unaware. The Thruxton remains glued to the road at highway speeds, the good composure helps you to keep going the distance at good pace.

The Thruxton is an attractive package for bikers who want the old world charm

The Triumph Thruxton is stylish with a butter smooth powertrain but doesn’t seem to be too much of an eye catchy thing on our roads. It’s mostly mistaken for the infamous Bullet in India but is several notches better in every way. The Thruxton is ideal for a city guy to use it for quick bursts around town or to go to office with a wide grin on his face. The slightly sporty riding position hampers its ability to be a good touring bike. Still, this cafe racer is a good package that comes coupled with everything you would expect from a modern machine. It’s one good looking and classic-styled motorcycle which makes you like it more and more as you pile on the miles.

The Triumph Thruxton re-visits the 1960s but is a throughly modern motorcycle. It makes you look supercool while riding it and has the punch to gather good pace quickly. With a good balance in the dynamics department, it’s a motorcycle which ticks most boxes for mature riders.

At Rs. 7.67 lakhs, the Triumph Thruxton offers quite a lot for your money

What’s Cool

* Butter smooth engine
* Attention to detail
* Ride and handling balance

What’s Not So Cool

* Brakes

The post 2014 Triumph Thruxton First Ride Review appeared first on MotorBeam - Indian Car Bike News & Reviews.

Text – Aariz Rizvi; Pictures – Nitin Gupta

The premium SUV segment in India is one heck of a confusion for buyers but we help you choose the best

Shootout – Toyota Fortuner vs Hyundai Santa Fe vs SsangYong Rexton

Price OTR Mumbai: Rs. 26.81 – 29.26 lakhs (Toyota Fortuner), Rs. 30.84 – 34.28 lakhs (Hyundai Santa Fe), Rs. 22.79 – 25.73 lakhs (SsangYong Rexton)

The new Hyundai Santa Fe is capable enough to get all its key rivals in a complete tizzy

Just recently you got a healthy promotion in your company with tempting perquisites or you are high on your business profits and all set to buy a premium SUV with a twinkling smile on your face. What would you buy? Cracking your knuckles eh? Well, the premium SUV segment in India is such that it leaves your mind muddled to a great extent. Many buyers say that the Hyundai Santa Fe is an expensive proposition but did you actually go over with a fine-tooth comb? Most people end up buying the Toyota Fortuner, which is the segment leader but does it really justify the moolah it takes? The Mahindra SsangYong Rexton has a mysterious name for some but did you dwell on the product itself? We put these three SUVs head to head in a shootout to make your decisions easy and clear all the myths.

Motor Quest: The Hyundai Santa Fe was first introduced in 2000 globally and is in its third generation currently. The Toyota Fortuner is in its first generation that was introduced in 2005 and is based on the Toyota Hilux pickup truck platform. The SsangYong Rexton was introduced in 2001 based on the Mercedes M-Class and is now in its second generation.

Santa Fe looks sharp, Fortuner has a muscular stance but the Rexton gets soft styling

Styling – The trio have separate identities boasting their own design language. The Santa Fe is sculpted in the traditional Hyundai Fluidic design theme that makes it look sharp, confident and aggressive. The key design elements for its smart avatar are the razor-edged headlamps, violent chrome grille up front, diamond cut alloys on the side with a sporty roofline and the alien world tail lights. The Toyota Fortuner looks like a big brawny man with tattooed arms. The styling is simple yet butch. It has a chunky symmetric face with a hood-scoop, pronounced wheel arches along the tall stance and a shiny rear profile with a wraparound windshield.

The side profile reveals the extreme dimensions of the SsangYong Rexton

The SsangYong Rexton on the other hand has got soft styling that hides its massive dimensions. Can you believe that its 50 mm longer and 60 mm wider than the Toyota Fortuner? There is no doubt that the Rexton has got some nice styling cues such as the huge headlamps, angular bumpers, massive side profile and a clean rear. However, the Rexton starts looking old and quite bland when it meets its rivals. So the winner of the styling department is undoubtedly the Hyundai Santa Fe followed by the Fortuner. The Santa Fe looks terrific from every angle, has a fresh styling and most importantly, gathers tremendous attention on our roads. The Fortuner has been around since five years and we all are familiar with the same design now.

Rexton’s rear appears simple, Fortuner gets lots of chrome, Santa Fe looks sleek

Interiors – Get inside the Toyota Fortuner and you’ll wonder that you are familiar with this dashboard while doing airport trips. No, this is not your regular Toyota Innova cab, look deep into the details and you’ll realise that it’s the Toyota Fortuner. That’s right, the Fortuner shares many components with the Innova, which is almost half the price of the former and it’s not a cool thing at this price point. You get the same steering wheel, touch screen multimedia system and AC controls. The dashboard design theme is similar and the colour tones used are more or less the same. Even in terms of space, the Innova is superior to the Fortuner. The SUV lacks under-thigh support and the third row of seats are relatively less spacious.

Santa Fe has the best interior design and quality followed by Toyota Fortuner and SsangYong Rexton

There is no doubt that both the Fortuner and Rexton look outdated in front of the Santa Fe

Well, enough of Fortuner Innova comparison, let’s get back to other SUVs. Just because the Fortuner shares its components with the cheaper Innova, we give it the lowest rating in terms of interior styling compared to the other two SUVs. The Santa Fe’s cabin is just unbeatable when it comes to styling, quality, features and comfort. The colour tones are tastefully done with smooth lines flowing on the dashboard that makes it a good break from the mundane simple dashboard of the rest. The steering of the Santa Fe feels chunky to hold and the cabin is ergonomically rich. Remove the logo of Hyundai and a layman can easily mistake it as a premium German car, such is the quality, fit and finish. The Rexton and Fortuner have similar quality levels and even the durability of the plastics feel at par. Now in terms of space the Rexton has an upper hand because it has the longest wheelbase and is the widest of the lot. The Fortuner comes in second that has adequate space followed by the Santa Fe, which has good space till the second row but third row of seats are quite impractical. Fortuner has the best third row seating though.

The Rexton has the best legroom, Santa Fe seats are more supportive, Fortuner seats lack under-thigh support

Now the commanding driving position of a SUV in the Fortuner is unbeatable because the Rexton has a slightly low position followed by the Santa Fe, which is further low. However, in terms of comfort and support, the Santa Fe takes the cake because of the well bolstered seats with precise cushioning for good back, under-thigh and neck support. The second row of seats are extremely flexible too. The Rexton and Fortuner lack quite a bit of under thigh support and are not that flexible. We all know that Hyundai goes wild with the amount of features it offers and it’s the undisputed leader, be it any segment. So the Hyundai easily wins this department followed by the Rexton, which is well-equipped too and then the Fortuner, which is spartan when it comes to features.

Santa Fe and Rexton’s last row seats fold flat down while the Fortuner seats fold up, which hinders luggage space

All the three SUVs get automatic headlamps. Rain sensing wipers are available with the Santa Fe and Rexton but not offered with rhw Fortuner. Three of them get electrically adjustable driver’s seat but Santa Fe gets the most flexible 12-way adjustable followed by 8-way adjustable Rexton and then comes the 6-way adjustable Fortuner’s seat. All of them feature a touch screen audio system with Bluetooth, MP3/USB, AUX connectivity with 6-speakers. The Santa Fe has the best audio quality followed by the Rexton and then comes the Fortuner. Hyundai and Toyota offer a rear view camera, while the Rexton comes only with parking sensors. Unique features on the Rexton are Navigation system and sunroof. The Santa Fe comes with cooled glove box with illumination, rear curtains, 40:20:40 split folding second row, auto folding ORVMs, smart key with push button start, power windows with pinch function, puddle lamps, cornering headlamps, Flex Steering and much more.

The Santa Fe’s 2.2-litre engine is the most powerful despite being the lowest in capacity among the trio

Performance – Despite being the lowest in capacity, the Hyundai Santa Fe boasts the strongest performance figures with the 2.2-litre CRDi diesel engine producing 197 PS of power and 436 Nm (420 Nm in the manual variant) of torque. The irony is that the Toyota Fortuner has the biggest engine capacity of 3.0-litre that produces 171 PS of power and 360 Nm of torque (343 Nm manual variant), which is the lowest amongst the three. The Rexton’s Mercedes sourced diesel engine is the only 5-cylinder unit amongst the 4-cylinder oil burners. It produces 186 PS of power and 402 Nm of torque (164 PS, 340 Nm in the manual variant). This clears one of the biggest myths that higher capacity doesn’t always mean that the engine is more powerful.

The Hyundai Santa Fe provides linear acceleration with minimal trubolag

The Santa Fe’s powertrain is by far the most superior, it has very impressive performance and gearbox

The Hyundai Santa Fe surprises you with its lip smacking linear acceleration right from the word go, 1800 RPM to be precise. The Santa Fe is the fastest of the lot weighing the least and having tremendous power. The 2.2-litre engine is tractable having good drivability with the least amount of turbolag. You won’t feel out of power in the entire rev range of the Santa Fe, while power in the other two SUVs come at different spots and it’s not linear. NVH in the Santa Fe are impressive while the Fortuner has average NVH levels. The Rexton generates substantial engine noise along with wind noise at high speeds that makes it poor in terms of NVH compared to the other two.

The Rexton and Fortuner have the turbolag ailment but boast of a strong mid-range

The Toyota Fortuner and SsangYong Rexton are mated to 5-speed manual and automatic transmissions, while the Santa Fe comes with 6-speed manual and automatic transmission. Consequently, the Santa Fe is the most refined transmission to use and the quickest amongst the trio. Also, the Santa Fe is the most fuel efficient claiming 14.74 km/l followed by Toyota Fortuner at 13 km/l and then SsangYong Rexton at 12.4 km/l. People hardly take their premium SUVs out for off-roading but if you do then the Fortuner is the pick of the lot. The Santa Fe is quite capable but it has got limited ground clearance. Even the Rexton has good off-road ability but the wheelbase is quite long, suspension is soft and the bulky dimensions don’t match the Fortuner’s relatively short overhangs off the road.

The Santa Fe is the most involving SUV to drive here, which says a lot

Driving Dynamics – You must have noticed that Hyundai cars don’t really get much appreciation in this department compared to rivals but in this case the Santa Fe outpaces the Fortuner and Rexton quite easily. In terms of handling, the Santa Fe just turns its face as you command with eagerness and minimal (car like) body roll. While the other two have pronounced body roll and feel top heavy. Coming to the steering feedback, the Santa Fe shines again, being the most communicative of them all with an additional option of choosing the weight of the steering with the Flex Steer feature. The Fortuner’s steering has average feedback while the Rexton’s steering is on the lighter side.

The Fortuner and Rexton have pronounced body roll while cornering hard

The Santa Fe has a good balance of ride and handling but if you are seeking for a plush ride, it’s the Rexton that offers a comfortable ride quality with its soft suspension setup and high profile tyres. The Santa Fe also offers a pliant ride but big potholes unsettle the SUV. The Fortuner is the worst riding SUV here with a stiff and bouncy feeling. The Fortuner is essentially a pickup truck internationally that has been transformed to an SUV for many markets so the ride quality isn’t what you expect from a Toyota in this segment. Again, the Santa Fe has sharp braking performance and with its rigid and well controlled structure, it has no nosedive whereas the other two have substantial nose dive but decent braking.

The Hyundai Santa Fe is the safest of the lot with a 5-star NCAP safety rating

Safety – The Hyundai Santa Fe is leaps and bounds ahead of the competition in terms of safety as it gets a full five star crash test rating from EuroNCAP with 96 percent adult safety, 89 percent child, 71 percent pedestrian and 86 percent Safety Assist safety rating. The Fortuner and Rexton haven’t been subjected to NCAP tests yet. The Santa Fe comes with safety equipment like 6 airbags, ABS, EBD, electronic stability control, hill start assist, downhill brake control, rollover sensor and more. The Rexton comes second with electronic stability program, hill descent control, ABS, EBD and 4 airbags. The Toyota Fortuner gets minimal safety equipment with dual airbags, ABS, EBD and vehicle stability control being the only thing offered.

The Toyota Fortuner is more expensive than the Rexton but offers minimal equipment

Verdict – The Toyota Fortuner looks masculine, has premium interiors and the commanding position is the best amongst the three. However the comfort and safety features are basic, the massive 3.0-litre engine is the least powerful of the three and even in the dynamics department it loses out because of its unpleasant ride quality. So the Fortuner comes last but only just as the Rexton has the edge on the equipment department and price. The SsangYong Rexton is a capable SUV having substantial size, comfortable and well-equipped cabin and pliant ride quality but styling is aged, interiors look basic and the engine is generations old. They say, all that glitters is not gold but not in the Hyundai Santa Fe’s case. The Santa Fe actually glitters in almost every department, it looks spectacular, has a loaded interior with great attention to detail and quality, engine has the punch and the dynamics are well balanced. So, we have to pay the price to get some gold, similarly, the Santa Fe is on the expensive side but it’s a cut above the rest.

The Toyota Fortuner is the least equipped of the trio and despite the big engine, it produces the least output figures. The SsangYong Rexton is quite spacious and has a well equipped cabin but it doesn’t look macho. The Hyundai Santa Fe really puts the rest of the SUVs in the shade with its polished design and impressive overall performance.

The Hyundai Santa Fe is overpriced but is worth the extra money you pay

Further Reading -

Hyundai Santa Fe Review
SsangYong Rexton Review
Toyota Fortuner Review

The post Toyota Fortuner vs Hyundai Santa Fe vs SsangYong Rexton – Shootout appeared first on MotorBeam - Indian Car Bike News & Reviews.