Toyoto Etios Specifications & Transmission


The Etios is pretty nimble for its size and easy to punt around town, thanks to a tight turning circle and super-light electric steering. However, the steering which is totally devoid of feel doesn’t give much feedback. With plenty of turns lock to lock, it’s quite slow and there’s a dead zone around the straight-ahead position which makes you feel disconnected from the road. With a weighty diesel engine up front, the steering has become a bit heavier but it is still too light at speed.

For a car that doesn’t have sporting pretensions, the Etios is quite stiffly sprung but there’s a reason for that. High-speed stability was a priority for Toyota and hence a firm suspension set-up for better control was chosen. At low speeds, this has compromised the ride quality a bit which feels a bit jiggly over uneven surfaces but it’s not to the point of being jarring. Accentuating the stiff-kneed ride is a fair amount of road noise that filters through. Tyre noise and clunks from the suspension are quite audible, much of which is down to insufficient underbody insulation. Get detail features, specs and price of Toyota Cars in Carzprice


The Etios originally was barely a head turner. Its appeal was more inherent in what it offered to the buyers. For 2015, the sedan has gone under the knife although one will be hard-pressed to spot the updates in the overall design. Upfront, the Etios still greets you with a wide grin but in the facelifted version, the redesigned grille comes finished in chrome to lift up the street presence. It is worth noting that the base-spec variants will be offered with a matte black grille and not the fancier chrome finished unit featured here.

Toyota is also offering a new paint colour for the facelifted model; called pearl while, the well layered option is a welcome addition as it makes the Etios that extra bit nice to look at. A few other upgrades such as the 12-spoke alloy wheels and rear-view mirrors with turn indicators continue to enhance the appearance of the car.

All in all, the minor design upgrades help differentiate the Etios facelift from its more traditionally styled predecessor. Although the Etios now puts forward a stronger case for itself in terms of design, it is still far from striking looking and seems a generation old when pitted with newer rivals like the Tata Zest and the Hyundai Xcent.


Let’s be honest about the fact that not many of us like the interior styling of the instrument panel. The circular air-con vents might be highly effective, but they miss out on the appeal bit and even the central instrument cluster isn’t something one will appreciate. The quality of the Etios Liva for the price is acceptable, however not its design. The central instrument cluster has always been no-no for all recently launched cars. In terms of features, the Liva is a well-loaded product.

The Liva’s recent upgrade to adjustable headrest was a very good option. This makes the car feel a lot more premium on the inside. The Japanese car maker has changed a lot of things in the Etios family after a delayed customer feedback. The space in the front row is good and even the seats are large enough, however the second row is a bit tight for knee room. There is a lot of stowage space. One can store seven litres of bottles in the Liva alone, which is humongous. Then there is a decent size boot as well. Seating comfort, driving position, access to controls, these are some elements that Toyota well has taken care of.

When you sit in the driving position, it is easy to get comfortable and adjust the steering wheel and the seat. There is height adjustable in the top-of-the-line VX trim. The A-pillars (side pillar) are thin and the visibility is good. However, the mirrors could have been bigger for better visibility of the rear. The large headrests at the rear, somewhat block the rear visibility.


Very few changes have been made to the mechanicals of the Etios. The petrol engine is a 1.5-litre unit producing 90 PS of power and 132 Nm of torque, mated to a 5-speed manual gearbox. The engine has good drivability in the city but it seems to run out of breath on the highways or at higher RPMs. Fuel efficiency from the petrol engine is also just about average. However, it has always been the diesel engine which has been fetching sales for Toyota. The 1.4-litre D-4D engine churns out 68 PS and 170 Nm and performance is very good. Power delivery is linear and turbo lag is negligible. The mid-range feels very strong and the car pulls nicely. However, the engine runs out of breath post 3500 RPM.

While straight line acceleration isn’t the best, in-gear acceleration is very good and that will satisfy buyers. The 5-speed gearbox isn’t buttery smooth though and takes a mild effort to change gears. To make things easier, Toyota has made the clutch lighter this time around. Also, the clatter from the engine has been reduced thanks to better insulation on the car. The rubber mounts have also been replaced by hydraulic mounts, thus improving the NVH levels. The diesel engine can easily churn out anywhere between 15-19 km/l.


The Etios is pretty nimble for its size and easy to punt around town, thanks to a tight turning circle and super-light electric steering. However, the steering which is totally devoid of feel doesn’t give much feedback. With plenty of turns lock to lock, it’s quite slow and there’s a dead zone around the straight-ahead position which makes you feel disconnected from the road. With a weighty diesel engine up front, the steering has become a bit heavier but it is still too light at speed.

For a car that doesn’t have sporting pretensions, the Etios is quite stiffly sprung but there’s a reason for that. High-speed stability was a priority for Toyota and hence a firm suspension set-up for better control was chosen. At low speeds, this has compromised the ride quality a bit which feels a bit jiggly over uneven surfaces but it’s not to the point of being jarring. Accentuating the stiff-kneed ride is a fair amount of road noise that filters through. Tyre noise and clunks from the suspension are quite audible, much of which is down to insufficient underbody insulation.

Up the pace and the ride smoothens out and in fact is quite comfortable for the most part. The Etios cruises with a flat and consistent poise which gives the driver a huge amount of confidence, especially at highway speeds. With a full load too, the suspension copes well and the saloon feels planted over most road surfaces.


The list of safety aspects include dual front SRS airbags, driver seat belt warning light with buzzer , engine immobilizer, keyless entry, headlamp-on warning as well as door ajar notifications that adds to the safety quotient.

This mid range trim is loaded with a number of comfort features that gives an enjoyable driving experience to its passengers. It is bestowed with an efficient air conditioning system that comes along with a heater and clean air filter. There are all four power windows including driver’s side auto down function. It has a tilt adjustable steering wheel and LCD type fuel meter with a digital clock. The front seats have adjustable headrests, while the driver’s seat has height adjustment facility. The 12V power outlet is quite useful for charging phones and other devices. Its stylish instrument includes a digital tripmeter, tachometer, low fuel warning light panel and displays few other notifications, which makes it quite convenient for the driver. In addition to these, it includes day and night inside rear view mirror, air vents, remote fuel lid as well as tail gate opener, speakers, rear defogger and front cabin lights that enhances the comfort levels. Check On Road Price of Toyota Etios in Carzprice


It’s clear that the Etios diesel has many shortcomings. The engine, though adequately powerful in the city, feels a bit breathless on the highway and is pretty noisy too. Built to a cost, it doesn’t feel as plush as it should and priced at Rs 7.87 lakh (ex-showroom Delhi), it’s not that cheap either. But space and comfort is where the Etios scores in spades. It is phenomenally practical, thanks to its unmatched space, superb comfort and terrific fuel efficiency. Also, the light controls and the engine’s linear power delivery make it very easy to live with. It may not enthuse you but the Etios diesel comes across as a car that you can depend on, day in and day out. If you’re looking for a fuss-free efficient diesel-engined saloon, you can’t really go wrong with this Toyota.





Honda Brio Price In India & Test Drive


Honda was always in need to hit the small hatch segment and that was answered by the Brio. It was the small hatch of the small hatches. Small, usable, idea for the city and efficient and reliable thanks to Honda. The Brio came out in 2011 and was an instant hit. But as time passed so did the sales figures. Now in 2017 Honda has introduced the new Brio. What are the changes in the new Honda Brio 2017? Are there any additional features? We share our detailed review of the new Honda Brio 2017.


The next generation Honda Brio will be based on the same platform the outgoing model is based on. The next generation of Brio will get a tweaked platform although. The modified platform will ensure rigidity and better safety. In terms of styling, the 2018 Honda Brio will come sporting a different looking compare to the outgoing model. The new generation Brio will sport aggressiveness and bit larger size. Expect the front fascia to come similar to the newly launched Honda Amaze facelift, sans the thick chrome grille.

The front grille receives a wider appearance with the Honda signature grille with the Honda logo at the centre. The headlamps sport a revamped touch as well. Expect the 2018 Honda Brio’s headlamps to come sleeker and with integrated LED daytime running lights. The lower fascia will get larger and bold looking air intake and large air dams at both sides housing the chrome highlighted fog lamp.

At the side profile, the car will sport redesigned alloy wheels, which will be available in the higher variants although. The lower variants will receive steel wheels. The wing mirrors with integrated side turning indicators. The shoulder line will be sharper and it will run upward toward the rear. The side profile would get crispy sharp character lines running upward. Moving toward the rear, the Brio might get a conventional frame instead of all glass appearance.


Maximum changes are on the inside as you can notice the Honda Brio facelift gets a new dashboard, which is lifted straight from the Amaze facelift. However, the compact sedan gets a beige lower-half while the Brio gets all-black dashboard, which looks youthful. The range topping VX trim comes with all-black upholstery while the lower trims are offered with beige interiors. The steering remains the same but the instrument cluster is new featuring blue illuminated rings and new MID display. The centre console now offers a well integrated audio system with Bluetooth connectivity, audio quality is quite good for a car belonging to this segment. There is no auto climate control on offer but the digital AC controls which look like auto AC but are actually manual, is a neat touch.

There is a Max Cool function for the AC which actually puts the fan to max and lowest temperature setting, which is a good feature to have when it’s super hot and you just want the AC on full blast when you get inside the cabin. You also get power foldable and adjustable ORVMs with blinkers on the VX trim. The driver’s seat gets height adjustment along with steering wheel adjustment. The seats are comfortable and well spaced out, rear legroom is decent but three passengers at the back would be a tight fit. Boot space at 175-litres is average considering the bigger capacities of hatchbacks in this segment.


The engine on the New Honda Brio 2017 is the same 1.2-litre unit. This mill churns about 88bhp of power and 115Nm of torque. The mechanicals remain the same. This engine is mated to a five-speed manual and also a CVT (automatic transmission) option. This i-VTEC engine is a highly refined mill. The good bit about New Honda Brio 2017 engine is its performance. It has more than sufficient power to drive in the city. In fact it is quite peppy. One doesn’t need to change gears often while driving in the city. Even on the highway, it can comfortably cruise at about 100-110km/hr.

Being the same engine the auto and the manual have different efficiency. Sometime back I had written an article where the automatic gave more. It is how brands develop the ecu for efficient management of power and efficiency. With an efficiency of 16 km/l and a 35 litre tank the auto can do 480 km till the next fuel pump and the manual with and efficiency of 19 km/l which is excellent for a 88bhp petrol small engine can do 580 km i.e exactly 100 km more than the automatic. If you love to drive, manual it is. If city traffic is what your nemesis is, then automatic

The new Honda Brio 2017 mileage is about 14km/l in the city and about 16km/l on the highway. The automatic will return bout 12km/l and 14km/l in the city and the highway. The ARAI mileage for the Brio will be about 19 km/l and 20 km/l (for the automatic).


Where this little Honda really, really impresses is in the ride and handling department. With its absolutely brilliantly damped suspension, driving over bumps, potholes and undulations is something you would barely notice. But the more impressive part is how the Honda boffins have managed to marry this great ride quality with a brilliant handling ability. While the ride is well damped and there is a bit of body roll if you chuck the car into a corner with some vigour, the almost square stance (thanks to its wide track and short wheelbase) combined with its brilliant suspension set-up and its specially stiffened chassis, allow this roll to be kept under control at all times. In fact, you’d have to be really ham-fisted and lead-footed (and slow-witted) to unintentionally break traction while going around corners. What aids this sure-footed chassis is an electrically-assisted steering that offers significantly better feedback than what any of Honda’s cars, or even a lot of its rival’s for that matter, have managed to do so far. So whether you are taking your family on a relaxing drive through the countryside, or enjoying that occasional B-road blast, the Brio does it all with the utmost of ease.


The braking performance of the Brio is decent and on par with its rivals. The top version comes with ABS, further helping in the braking performance. The 175 mm-wide tyres also provide for a decent braking performance. The front wheels have got ventilated disc brakes while the rear ones have drum brakes. The brakes do a good job in stopping this sprightly little hatch, thanks to the lightness of the car. The car has passive safety tech such as ABS (Anti-lock Braking System). The ABS system helps in case of sudden braking situations, and prevents the car from skidding and going out of control.


The Brio is said to be capable of delivering fuel efficiency of 18.4 kmpl, compared to the Jazz’s 16.7 kmpl. So, one key buyer need in the segment has been taken care of well. The cabin is roomy and fairly well insulated for a car in this segment. Suspension set up includes McPherson struts at the front and H-shape torsion beam at the rear. The ride is not the most pliant, but is fairly dynamic again for a car in this segment. The Brio is likely to be offered with four variants, with the top two variants featuring all the safety features like ABS, EBD and dual front airbags.Request a test drive for Honda Brio in carzprize



Rolls Royce Dawn Specifications,Features & price In india


The prestigious 2017 Rolls-Royce Dawn comes equipped with a 563-hp, 575-lb-ft of torque twin-turbo 6.6-liter V-12 engine that sends power to the rear wheels through an eight-speed automatic transmission. This 5,600-pound two-door convertible delivers an EPA-estimated 12/19 mpg city/highway and can hit 62 mph in a manufacturer claimed 4.9 seconds. Lowering the convertible top takes 22 seconds and can be done at speeds of up to 31 mph.

Your 2017 Rolls-Royce Dawn can be customized in a myriad of ways with a variety of solid exterior colors, two-tone exterior colors, convertible top colors, exterior pinstriping, wheel styles and sizes, interior color themes, type and color of seat piping, choice of interior embossments, a wide selection of different veneers, the color of the headliner, and more. Some optional features include front massage seats and a 1,300-watt Rolls-Royce Bespoke audio system that features 16 speakers, two exciters in the headliner, and an 18-channel amplifier that has a Studio setting and a surround sound Theatre setting. Additional available features include lambswool floor mats, personalized door sills, headrests, and seat pillows, tailored indoor car cover, and a Wi-Fi hotspot.


Rolls-Royce’s latest drophead takes inspiration from the rare 1952 Silver Dawn. A new beginning for Rolls-Royce back then, the original Silver Dawn was the first bearing the Rolls-Royce badge to be made with a factory-built body. However, the drophead Rolls-Royces, which carried the Silver Dawn name, continued to be coach-built for individual customers as a promise of exclusivity and rarity.And contrary to misguided belief, the Dawn isn’t a drophead version of the Wraith. 80 percent of the Dawn’s body panels are, in fact, unique to it. The two do, however, share basic drivetrain, structural elements and large-car architecture fundamentals of BMW. It rides on the same 3,112mm wheelbase as the Wraith and is only slightly longer overall.From every angle, the Dawn is graceful, yet powerful and striking; even more so when its six-layer fabric top is down.Every element of the Dawn is thoughtfully and beautifully designed to complement the euphoria of summers

The front grille of the car has been pulled back by 45mm and the front bumper extended by 53mm compared to the Wraith. The Spirit of Ecstacy continues to take charge atop the bonnet and it’s an uncompromised design aimed at a younger, more dynamic clientele.Stowing away the Dawn’s top is done in unbelievable silence, taking just over 20 seconds and up to 50km/h. You barely hear the intricate mechanisms working as the fabric top shuts tightly away. The goal was to create the quietest convertible in the world today and this achievement is given a name – the Silent Ballet


The insides are an interesting concoction of contradictions – you have a minimalistic ergonomic arrangement adorned by the best quality of materials you can imagine. The design is stately but beneath its imperial poise nestles some of the best infotainment technology. The BMW-borrowed iDrive system is still one of the most multifarious and exhaustive. But once you get past its learning curve it is just as easy to use as your everyday smart devices. It isn’t about fiddling with superfluous buttons anymore. You simply pull and pinch or draw letters on a touch pad.The other bit of ingenuity is the adapted Bespoke audio system which I tried out, to the delight of passerbys and maybe to the annoyance of some with the roof down. It has been calibrated and fine tuned by audio engineers to suit either of the Dawn’s dual personalities. When the roof drops it adjusts the 16 individually tuned speakers to perfectly balance the acoustics.

The canvas roof folds neatly into the boot – a 22 second process that proceeds smoothly at speeds up to 50kmph. What it reveals is the automotive equivalent of a yacht’s wooden deck that wraps itself around the rear passengers and the Canadel pore wood flows into the cabin. It also reveals four seats – all equally usable to the Dawn’s credit. Sure, you miss out on the star light headliner but how does that matter really when it opens up to the real sky and stars for you to behold! The coach doors are hinged at the strongest area (at the B-pillar) doing away with added reinforcements that would become necessary at the A-pillar. The extra 200kg doesn’t sound that much considering the Dawn weighs over two and a half tonnes.Rolls-Royce also wants to market the Dawn as the most silent convertible ever built. With the roof up it is almost as insulated from the outside world as the Wraith is, which is commendable. But with the roof and windows down, the wind buffeting is definitely palpable at speeds over 80kmph, especially through the gap between the A-pillar and the ORVMs. Driving with the windows up certainly helps but who does that in a convertible! The noise insulation isn’t perfect then, perhaps the introduction of wind deflector screens at the back would help reduce the noise immensely. The grapevine holds that is a distinct possibility with the final production version.


The Dawn is powered by the legendary 6.6-litre turbocharged V12 belting out 563bhp of power at 5250rpm and 780Nm of torque from 1500rpm. The refined mill is mated to a custom built eight-speed automatic gearbox that sends power to the rear wheels and propels the Dawn from zero to 100kmph in less than five seconds. And it is impressive as the Dawn weighs a tad above two and a half tonnes.Rolls Royce Dawn mileage has been rated at 8.86kmpl.According to Rolls Royce, with the roof up it’s almost as quiet as the Wraith and is perhaps the quietest convertible in the market. As per Rolls Royce it’s one of the stiffest convertible. There’s anti squat and anti dive suspension system so that the stance never chances under heavy braking and acceleration. The car can touch 60mph speed in about 4.9 seconds and the top speed is electronically limited to 155mph.


The downy softness of the car’s secondary ride combines with a gently loping primary gait, and the quietness of the former and amplitude of the latter communicate perfectly between them how hard the suspension may be working at any given time to contain the car’s mass and preserve the magnificent, floating isolation of the cabin.Around town and at low speeds, the car rides predictably well – as only cars of such weight and skilful, uncompromising tuning really can.At higher speeds, your chances of feeling what’s going on under the car’s contact patches are even more remoteAlthough it’s air sprung, the suspension gives the natural, honest, predictable impression of a really good steel-coil chassis and never feels at all brittle or hollow. Just breezing along in the car, in no particular hurry, therefore becomes an experience truly to savour.Increase your pace and although the Dawn obliges you with plenty of speed, grip and controllability, it also begins to communicate quite early on that it’s progressing beyond its comfort zone. Body roll is the chief telltale; tackle a tight, well-sighted B-road corner with not excessive speed and you’ll get plenty.


Just like the Wraith, the Dawn is equipped with a range of frontal, side-impact, and side-curtain airbags, as well as knee airbags for both the driver and the front passenger. Other features include ABS, Rolls-Royce Assist, and a specifically designed roll-over protection system that deploys from behind the rear head restraints. Also, the convertible comes with a heat detection system that detects both human and animal heat signatures, and issues an audible warning to the driver of possible danger.


With only one convertible in its current lineup, the Phantom Drophead Coupe, Rolls-Royce was in dire need of a second drop-top. The Dawn comes in to fill the gap, and although it might not look as exotic as the Wraith without a fastback roof, it should become a popular choice among folks looking for a smaller and slightly more affordable drop-top. And while it may come with a small trunk relative to its size, it will offer better handling than the Ghost Drophead, making it Rolls-Royce’s sportiest drop-top yet.Apply car loan for Rolls Royce Dawn on carzprize


Maruti Suzuki Omni Review,Interiors & Prkce In India


Over the years, Omni has undergone various changes, although it still looks quite dated in terms of looks. Inside, there is comfortable space for five and an option for eight-seat layout as well. For power generation, it uses a 796cc petrol engine coupled to a four-speed manual gearbox. It is essentially a basic people mover that comes in four variants including the five-seat, eight-seat, cargo and ambulance trims.


The Maruti Omni has undergone few cosmetic changes in the recent times. The four wheeler looks impressive with rear hatch tail gate, two exciting rear sliding doors and its brilliant box-shaped body. There are well-placed headlamps surrounded with black plastic. The car is integrated with the front indicators on the front bumpers. The car sports large rear windscreen and tail lamps added with clear lens. The thermoplastic front bumpers, a bigger bumper and 13-inch tyres are quite impressive in this micro-van. The vehicle gets straight rectangle headlamps and vertically-stacked tail lamps with clear lens. It features chrome grille at the front, body-coloured side view mirrors, tail lamps and black bumpers. The car measures with a length of 3370 mm and width of 1410 mm. The car has a wheelbase of 1840 mm and a height of 1640 mm. The car comes with a kerb weight of 785 kg.


The Maruti Suzuki Omni features a very basic interior. Earlier models did not even have a fan blower as standard. The dashboard now has two air vents a 2-spoke dashboard. The seats have a two-tone design. Space wise, the Omni is one of the most spacious vehicles available. The 5-seater has acres of legroom. In the 8-seater, the space between the front seats and rear bench has a backward facing bench. Even this configuration, legroom is plenty.Equipment wise, the front seats get reclining front seats with adjustable head restraints. The driver’s seat gets a sliding facility. The car also gets glove compartment with lock, cup holders, cabin light and a demister. Unfortunately, air conditioning is still not available in the compact van


Maruti Suzuki Omni is available in petrol engine and a LPG fuel option. Powered by a 0.8-litre, 4-stroke cycle, 6 valves, in-line engine, it delivers a maximum power of 32.8bhp at 5000rpm with 57Nm of torque at 2500rpm. It has a displacement capacity of 796cc. Mated with a 4-speed manual gearbox, it returns a fuel economy of 10kmpl in regular city traffic and 14kmpl on highways. The LPG variant is equipped with a 796cc, 0.8-litre, 8-valves LPG engine that offers a peak power of 27bhp at 4500rpm. It delivers a mileage of 10km/kg. The MUV can achieve 0-100kmph in 20 seconds


This is a basic car and its engine is best suited for city driving. The vehicle reaches 0 to 100 kmph mark in about 20 seconds and claims a top speed about 126 kmph. In terms of the suspension system, the car uses the leaf springs with shock absorbers at the rear and the McPherson Struts for the front wheels.


The Omni is equipped with basic safety features such as 3-point seatbelts, side impact beams, high mounted rear stop lamp, two speed windshield wiper, headlamp leveling device, three-position cabin light, front seat belts (ELR) and multi-function levers, while the rear seat belts (static) are available on the E MPI STD BSIV variant only


Although, the car does not come with any safety features, the 12-inch cross ply tyres do not have that good a grip on the road, and the car has simple interiors and exterior; but it does fall in an affordable price range, a great family car (8-seater), a cargo van and also an Ambulance. So, apart from the shortcomings, it is a perfectly affordable car to commute people or goods from point A to point B.



Toyota Prius Review,Test Drive,Specifications,Features & Price In India


One of the most popular hybrids globally, has just arrived in India in an all-new avatar. The fourth generation Toyota Prius Hybrid has been launched in the country priced at Rs 38.96 lakh (ex-showroom, Delhi) for the single Z8 variant. The new generation model was launched internationally last year and was also showcased by the Japanese carmaker at the 2016 Auto Expo in India. The car is on display at Toyota dealerships across the country, while bookings have also commenced for the fully imported model. The fourth generation Toyota Prius Hybrid comes equipped with LED headlamps, LED foglamps, cruise control, JBL speakers, head up display, wireless charging, electrically adjustable driver’s seat, multi-function steering wheel and Smart Entry system for the driver and passenger with push start button.With respect to safety, the new Toyota Prius Hybrid comes loaded with 7 airbags, seatbelt warning system for front and rear occupants; ABS, Brake Assist, EBD, Vehicle Stability Control (VSC) and Traction Control.


We enjoyed the Prius’s unique and classy design, and we’re sure that it would have great appeal for the younger generation. It takes a low and streamlined stance, and when you can have a glimpse of some fine design elements here and there, you feel a more wholesome image put together. The skin texture is flawless and attractive, and the soothing curvatures add delight to the visual field.

Starting off at the front, the thin grille strapped over the face makes for some delicate touches. The emblem of the company is posted at the centre, making for a more distinguished air. The sharp headlamps flow into the side profile, and we thought this added some a grittier look to the vehicle.

When you take a look at the intricate detailing of the headlamps, you’re sure to appreciate the company’s bold design and strong safety elements.At the bottom of the front skirt, the large air dam harmonises the front look, adding to the sporty demeanour. The fog lamps rest by the corner of the skirts, and we thought they integrated into the image perfectly. One has to admire the manner in which the bonnet slides down gently from the windscreen, giving the vehicle’s image a more aesthetic flavour that we’re sure most people would love.The skin of the hood wraps sideways over the wheel arches, adding a more masculine feel to the area. The well designed wheels project a mix of sportiness and plush, and we thought they were a great element of the side body.

The serene lines that glide over the door-sides bring a more enriched effect to the look. Meanwhile, the body coloured door handles and mirrors blend into the picture well, bringing forward the refined fabric of the design.When you stand before the vehicle, you’re sure to feel a mark of perfection in the balanced, slender shape. The roof-line takes off from the bulkier region of the rear, flowing over the cabin gently, before slotting right into the bonnet with utmost precision.The black effect of the window frames looked great in our opinion, adding some diversity to the image. At the rear, the tail-lamps streak upwards by the corners of the rear, and a large black garnish that spreads over the region invites some true glamour into the vehicle.


The distinct design theory continues on the interiors too. The unorthodox dashboard layout of the Toyota Prius is highly inviting and as soon as you enter the cabin you get a good sense of space and roominess because of the big panoramic sunroof and heavy dosage of light colour tones. The dashboard gets a two tone finish which houses a wide panel information display on the top which tells you live functioning of the hybrid system, distance to empty, digital speedometer and similar vehicle related details. In the centre you find a thin set of air vents that are unusually sized but are impressively capable of cooling the cabin within no time.

There is a dual glove box with good storage space. The steering wheel is convenient to use with all the necessary controls stacked neatly. The centre console is stretched back till the front armrest and has a hollow storage space underneath. The console comes with a host of buttons and a touch screen display featuring JBL audio system with good quality sound. In the middle, it houses a funky little gear joystick that is effortless to use. Overall, the build quality is not what you would expect out of a Rs. 30 lakh plus car. It also rattles a bit when you hit a sharp section of the road.

All the seats are supportive and at the rear it offers oodles of legroom and headroom. The Toyota Prius is wide enough at the rear without any floor hump to accommodate three people in good comfort. Rear view mirrors are wide enough and all-round visibility is good too. There are enough cubby holes and bottle holders to keep everything neat and tidy inside the cabin. As you lift up the heavy hatch, you find a wide boot space which can swallow a couple of suitcases but is shallow due to the spare wheel and battery placed underneath. It is equipped with heads up display, keyless entry with push button start system, ABS, BA, EBD, VSC, TCS and seven airbags.


Like the outgoing model, the fourth-generation also uses a 1.8-liter, four-cylinder, Atkinson-cycle gasoline engine, but Toyota has made numerous upgrades to increase efficiency. It now features a new exhaust gas recirculation system, an active grille shutter, new intake ports, and reduced friction on the rotating assembly and pistons. Toyota claims that all these updates contribute to an increase in thermal efficiency from 38.5 percent to 40 percent — the highest in the industry.The four-banger is paired to a new electric motor and a battery pack that different depending on model trim. The Prius Eco comes with a Ni-MH unit with a higher energy density than before, while the other versions use a new lithium-ion battery that saves around 30 pounds.

“Moving over to fuel economy, Toyota kept its promise to further enhance the previous model’s efficiency by 10 percent”

So how powerful is the new hybrid? The four-cylinder engine generates 95 horsepower and 105 pound-feet of torque. That’s a mild three-horsepower decrease from the outgoing model, while torque remained unchanged. Moving over to the electric motor, output was downsized from 80 to 71 horsepower and from 153 to 120 pound-feet. Total system output is rated at 121 horsepower now, a decrease from the 134-horsepower rating of the outgoing model. But while power and torque are both down, performance remains similar thanks to a lower curb weight, improved low-end torque, and more efficient power-control electronics. In case you’re looking to take the Prius on a highway drive, you should know that top speed is again limited at 112 mph.

Moving over to fuel economy, Toyota kept its promise to further enhance the previous model’s efficiency by 10 percent. Specifically, the fourth-generation hybrid delivers 58 mpg city, 53 mpg highway, and 56 mpg combined in Eco trim level and up to 54 mpg city, 50 mpg highway, and 52 mpg combined in non-Eco grades. Some drivers have already reportedly higher numbers — some going into the 70-mpg mark — but it all depends on the environment and how you drive the car. Still, up to 58 mpg is darn impressive anyway.


It feels like a regular automatic car to drive sans the engine noise at low speeds. In the city, it’s easy to manage despite its size you do worry about the length initially but get used to it fairly quickly. The sporadic whirring noises from the electric motor and the futuristic looking instrument cluster in front of you are the only reminders that the Prius is in fact not a normal car. The ride is pliant despite the suspension being stiffer than before. The rear gets a new independent double wishbone setup which compared to the clunky torsion beam of the older car is a massive improvement. Plus the heavy battery pack has now been moved out of the boot which further helps the stability of the car. It isn’t Camry-comfortable and the thinner tyres do tend to crash into larger potholes, but by and large it is pretty well equipped to handle our roads. Despite initial concerns, the ground clearance proved to be adequate as well.

And to be fair and rather blunt, driving dynamics aren’t the Prius’ strong point. But it is far from being a tarmac scorcher. If you push it hard into corners, it tends to roll and the front end, thanks to its low rolling resistance tyres, constantly seem to struggle for grip. There is a fair amount of road noise in the cabin as well. The steering, though extremely light in the city and well weighed at speed, is completely devoid of feedback. The regenerative brakes can get the car from 100kmph to a dead stop in just 44.6m but are feel quite mushy at first. And it’s not that the Prius is a slouch — it posted a 0-100kmph time of 11.49s, which is far from slow, and it can easily breach the 160kmph mark in about a kilometre. But it offers the best experience if driven gently. Keep a light foot on the throttle or engage the cruise control, be easy on the brakes and steering inputs and the Prius proves to be comfortable enough to spend an entire day behind the wheel.


We were quite satisfied with the safety parameters enforced by the company. Advanced techno aids cement control, and this includes conventional facilities including Anti lock braking system and the Electronic brake-force distribution system. The two of these together help to regulate control when driving, and this eases the ride while at the same time, boosting safety. Next, there is vehicle stability and traction control systems as well, helping to insulate the vehicle from anomalies. A strong airbag system shields all of the occupants, and this includes dual front airbags, side airbags, curtain and knee airbags as well. Further strengthening this is a supplement restraint system, which ascertains a higher level of safety. The body has been given a well toned structure, with crumple zones at the front and rear that minimise damage during a mishap.


It is commendable the way Toyota has engineered the Prius to make it a very comfortable and practical car to drive. The interior and exterior design is very eye catching as well as distinctive. The use of technology and the way it has been put to use is worth appreciating. The high price tag just does not justify what this car has to offer and hence only those who wish to own something unique as well as people who would like to do their bit for the environment would go ahead and buy the Prius, hence the poor sales of this car in India. Earlier Honda came up with the Civic hybrid but eventually had to pull off the plug because of similar reasons. Toyota is planning to locally assemble the Prius in India, which will make it a compelling proposition for environment lovers.

Volkswagen Vento Features,Specifications,Transmission & Price In India


German car major Volkswagen’s Indian wing has launched the new refreshed 2015 Vento facelift. In its new facelift version, the quality sedan gets more stylish with a refreshed look. The Vento gets mainly cosmetic updates, and the most noticeable change is on its front face which comes in the form of new chrome grille borrowed from the new 2015 Jetta and new Passat. This stunning German sedan now comes with refreshed exterior and interior design and is available in the Indian car market in both petrol and diesel versions. The Volkswagen Vento is offered a wide choice of ten model trims. While there are no mechanical changes in the vehicle, it has been tuned to offer an enhanced fuel efficiency of up to 7.5 percent, is another welcome update.


The Vento has always been known for its understated appeal. This sedan is preferred by all those who like minimalist styling. The front of the Vento looks premium while the side profile is pretty much simple without any overload of lines. The rear again has a very simple design. The previous Vento came with circular fog lamps while the facelift now gets rectangular lamps. The fog lamps also have an integrated cornering light function which comes in quite useful on dark corners or even tight ghat sections.

The cosmetic changes that appear on the 2015 Vento include a new bonnet, new bumper, new grille, redesigned front airdam, chrome strip on the front and rear bumpers, door handles with chrome trims, electrically folding ORVMs with LED indicators, new tail lights, chrome garnish on boot lid, chrome exhaust tip and a soft touch release button for the boot. We think Volkswagen has done a splendid job with this update and there seems to be no reason to complain.


Talking about extra space and interior on the previous paragraph the dashboard received some new color theme which comes in the form of new Walnut Desert beige on the lower half of the dash while the top half has been finished in Piano Black which definitely looks good. While talking about rest of the interior well! Quite honestly nothing has changed much. The Vento still carries that same old flat bottomed steering wheel, while the dashboard also comes with a cooled glovebox which really comes handy.

Unfortunately the Vento comes with a comes with the conventional entertainment system while its rivals has moved to the touchscreen infotainments era. For the comfort of the rear passengers the Vento also gets rear AC vents and also space max technology which actually allows the rear passengers to adjusts the front seats (Co Driver) from the rear only making more leg room. The car also comes with a cruise control for easy drivability option. The rest of the features includes auto folding mirrors and an external boot release.


According to VW, the new Volkswagen Vento has a 7% more efficiency in fuel consumption, making it more competitive. We drove the Diesel – TDI with the 7-speed DSG (Auto) and the car again impressed us as it retains the same virtues of being a responsive and spirited performer. The gearbox though, has a certain initial lag. Also, what was noticed was that on releasing the brakes (in Drive mode), the car leaps ahead suddenly (forward or reverse) and one needs to be careful, especially in bumper to bumper driving situations.The suspension setup remains the same, offering a pliant ride and good overall composure, which is certainly a highlight of the Volkswagen Vento.


As for the braking, a robust set of ventilated disc brakes are fitted to its front wheels and the rear ones get sturdy drum brakes. Anti lock braking mechanism is also offered that not only boosts this mechanism but also prevents the vehicle from skidding. Meanwhile, the McPherson strut on front axle and semi-independent trailing arm on the rear one makes your journey in this sedan quite comfortable. This suspension system ensures the ride is smooth no matter how the road conditions are. On the other hand, with a speed sensing electronic power steering column, you can easily take turns besides having good control at both low and high speeds.


Primary safety equipment including dual front airbags, ABS, height adjustable head restraints in front & rear, electronic engine immobilizer, auto dimming IRVM, 3-point height adjustable seat belts in front & rear, rear fog lamp, front fog lamp with cornering lights and power windows with pinch guard function on all doors are available on the sedan. The DSG variants get some additional features like electronic stabilization programme and hill hold control. On the outside Vento gets key elements like halogen headlamps, chrome grille, 3D tail lamps and ORVMs with turn indicators. Cabin packs in a sporty flat-bottom steering wheel, leather wrapped gearshift knob, premium upholstery, cooled glove-box, multiple storage points, 12V power socket and foot-well lights.


The Volkswagen vento surely is one worthy car to take on its competitor but it surely does lacks some of the modern amenities that its rivals provides take the touchscreen infotainment system as an example. But what it does provide is surely an impressive engine lineup with two petrol and diesel engine options which are not only fuel efficient but also comes with an automatic gearbox as well. EMI Calculator for Volkswagen Vento.

Fiat Avventura Review,Specifications,Mileage & Price In India


TAvventura The jazzed up Punto Evo or the Avventura crossover possesses boastful dimensions; the crossover is 3989 mm long, 1706 mm wide, 1542 mm high and has a wheelbase of 2510 mm. Fiat Avventura pictures of the exteriors are evident of the sporty additions made on the outside putting it apart from Punto Evo. The increased ground clearance of 205 mm in turn works in favour of the vehicle. In the front, the vehicle gets reindeer head lights, which are standard across range. Sporty rear spoiler is missing in the base petrol and diesel variants. Body painted outside rear view mirrors are fitted on driver as well as co-passenger side and can be adjusted electrically. The ORVMs also get integrated turn indicators. While the entry level trims get black painted ORVMs unlike the rest of the trims.


The Fiat Avventura is based on the newly launched Punto and comes with the obvious cross hatchback additions. Around the front, the swept back and blackened headlamps and large snout shaped grille has been carried forward from the Punto. The front bumper though gets a few add on parts though with a chunkier skid plate and side mouldings. The wheel arch extensions and chunky side skirts too add to the cross appeal and will certainly be appreciated by the SUV crazed Indian audiences.

Around the rear, the trapezoidal exhaust pipe adds a touch of class to the Fiat Avventura. The large tailgate mounted spare wheel with its large plastic wheel cover too adds to the appeal and has been the point of conversation to most passersby who stopped to admire the Avventura. One does have to remember to be careful while reversing though due to the extra overhang. Tying up the design nicely, the 16-inch alloy wheels, also carried forward from the Punto compliment the overall design well.


The internal section of this model series has been done up with a dual tone color scheme. The top end version also has ambient lighting scheme on its dashboard, which emphasizes the elegance of interiors. It is bestowed with an instrument cluster along with a compass and an inclinometer, a large glove box, a three spoke steering wheel with multi functional switches and AC vents. Its instrument panel has four round shaped meters that displays speed, tachometer, fuel level and provides several warning notifications for keeping the driver updated. The leather wrapped steering wheel is mounted with several multi-functional switches for additional comfort. Its center fascia has a high-gloss black finish and is integrated with a proficient AC unit along with a lot of storage spaces. The ergonomically designed seats are wide, well cushioned and have integrated head rests. The rear bench seat has folding facility, which helps in increasing the boot volume. Its driver’s seat has height adjustment function and comes with proper lumbar support. All the seats are covered with good quality fabric upholstery that further adds to its plush appeal. There are also elements like sun visors, drink holders, map pockets, and vanity mirror.

It gets a manually operated air conditioning system including a heater that keeps the entire cabin pleasant. The top end version gets automatic climate control unit, which also has rear AC vents. It is equipped with a foldable rear seat, desmodronic folding key with boot release and steering with tilt adjustment. In addition to these, it has intermittent wipers, electric boot release, compass and an inclinometer. Furthermore, its advanced instrument cluster has a few functions like a digital clock, odometer, multi-tripmeter, distance to empty indicator, programmable speed limit buzzer, service reminder and a digital tachometer. Its mid range Dynamic option has electrically adjustable outside mirrors, external temperature display, tilt adjustable steering wheel and height adjustable driver’s seat. Its top end Emotion option has 60:40 split folding rear seat, leather cover for steering wheel including gearshift lever, rear window defogger with wiper and washer. Furthermore, it also has ambient lighting system on dashboard that adds to its elegance.


The Fiat’s 140PS/210Nm 1.4-litre turbopetrol engine is quite a firecracker. There is very little lag from the engine, and when the turbo spools up at close to 2,000rpm, the car immediately lunges forward with smoking tyres and a handful of torque steer to deal with. When the engine redlines at around 6,500rpm, you shift to second and you’re back at squealing tyres and torque steer. The surge of power from the turbo is pretty obvious in the lower gears, whereas you’ll barely recognise the turbo kicking in at fourth and fifth. The car gets from 0 to 100 in 10.2 seconds, which feels quick from behind the wheel, but in my opinion, is a little slow for a 140PS turbocharged petrol engine.

What really lets this car down though, is the gearbox. The Fiat Abarth Avventura uses the same rubbery 5-speed manual from the Avventura and Punto, which really saps a lot of the power before it gets to the wheels. The gearbox isn’t precise and doesn’t give you that performance-oriented feel you would expect from a hot hatch.The engine is quite friendly and isn’t a lot of hard work when in traffic, although you would have to constantly shift between first and second in crawling traffic because of the gear ratios. It felt more at home on the highway as it cruised comfortably at 110kmph with 2,500rpm, with all the power ready to be delivered as soon as you step on it.


Whenever you come to this part of a Fiat car review, you know things are extremely positive and praises are a plenty, same is the case with the Avventura too. The ride and handling balance is just fantastic, the car is so eager to drive on both good and bad roads. Fiat has re-tuned the suspension to tackle the added 60 kgs of weight. The Avventura also gets a rear anti-roll bar and the vehicle delights with the way it handles. In spite of the raised height, handling is crisp and body control is simply fab. The suspension handles bad roads with ease although subjecting it to the post monsoon roads of Mumbai did lead to some sort of vibes.

There is some stiffness but that in no way hampers the ride quality, it’s still a car which will keep you comfortable over the worst of tarmac. The steering has just the right feel, it’s precise and the hydraulic unit is feedback rich. The Avventura might be heavy but it doesn’t feel as heavy as you would expect. What really impresses is the grip on offer, the 205/55/16 Goodyear Eagle NCT5 tyres have so much grip (with the chassis supporting it), that you can dive into corners carrying insane speeds and it just goes, no tyre screeching, no understeer, just pure grip and delight. The car is stable at speed and that’s in spite of the higher ground clearance which also means no worries on the worst of speed-breakers. The brakes are fantastic and stopping power is in plenty.


The Fiat Avventura has been loaded with couple of important safety features like Dual front airbags with passenger side deactivation system, ABS and EBD, height adjustable seat belts and also driver height adjusts.


According to the pricing and details the new Avventura is actually positioned to compete with the popular Ford Ecosport in India while we have to keep in mind that the Avventura uses the same platform of the Punto hatch. It offcourse has been slightly tuned mechanically too handle a little offroading but this front wheel drive vehicle is not an ideal offroader even Fiat themselves is calling it an urban contemporary vehicle. Styling wise this is the best looking Crossover available in the Indian market right now and Fiat has actually taken a lot of time to give it its perfect shape and stature.

Fiat Avventura Active 1.3l Multijet Diesel Ex-showroom Price is   7,03,716/- and On Road Price is   8,38,988/- in Bangalore. Fiat Avventura Active 1.3l Multijet Diesel comes in 6 colours, namely Bronzo Tan,Exotica Red,Hip Hop Black,Minimal Grey,Pearl White,Zafferano Orange.

Renault Lodgy Review,Mileage,Specifications & Price In India


The Lodgy MUV is Renault’s attempt at making a mark in the premium seven-seater segment that is being ruled by the Toyota Innova for more than half a decade now. Where most of the Innova’s rivals failed for reasons like brand value, ownership cost, ‘taxi image’ and even looks, we try and find out if the Renault Lodgy stands a chance with the claimed modern underpinning, better performance and extra cabin space.


Instead of a in your face profile, it gets a rather smooth design on the front with petite headlights just around the front corners with a strong chrome line forming the hood lip joining both the headlights. The twin slat grille flows horizontally around the solid Renault logo placed at the centre. The front bumper gradually flows out from the headlight giving it a car like design. It also gets a two tone finish with the lower portion finished in matte also forming an air splitter and fog lamps housing. The chrome touch given all over looks decent. The uniformly straight flowing roofline makes it look like a typical family carrier but at the same time it looks way better than Nissan Evalia and Chevrolet Enjoy. Large windows for all three rows make it look impressive as well as serve for a roomier feel inside the cabin. The wheel arches gets a subtle flair and the 185/65 R15 tyres with five spoke solid alloys suit the large contours. To make sure the silhouette doesn’t look drab, the Lodgy gets crease lines on front and rear sections. There are chrome protectors on the lower section. The rear quarter view looks as impressive as the front quarter with swollen sections and solid profile. The fish tail styled tail lamps is a nice attempt to distract from otherwise boring looking tail door. It gets roof mounted brake lamps and a large rear windshield. There is again solid chrome above the number plate area as well as on the lower section of the tail door. Overall, the rear profile looks clean and scores more points than many other MPVs excluding the Honda Mobilio, which has the best tail door design.


Now this is where the Renault Lodgy really comes into its own. It is nearly 4.5 metres in length, it has a reasonably high roof, and it isn’t exactly short on width like the Honda Mobilio or the Maruti Suzuki Ertiga. So interior room on the Lodgy is fantastic. Be it leg or elbow room at the front; knee, shoulder and head room in the second row; or even the knee and shoulder room in the third row; the Lodgy has enough and more all round. This one is a proper seven seater even when you consider adults. But this is true only for the version that gets a bench in the second row; officially classified as an eight seater. Renault says the Lodgy can seat three in the last row, and so we tried. But unless all three are size zero adults, it’s an uncomfortable squeeze. For two, it’s great. Flexibility to haul luggage though is just as Renault claims. With all seats in place, there’s enough space for small sized suitcases (over 200 litres). With the last row folded, the Lodgy can easily gobble up weekend luggage for five. And when you throw out the last row and fold the second, you can literally move houses with this car. Now, this is the top of the line RxZ trim. The Lodgy will also be available in the mid level RxL and the entry level RxE trims, the detailed feature list for which will only be revealed later. For the RxZ, its interiors might look different from the one on the Duster, but there’s still a lot of parts sharing here. The steering wheel, the front aircon vents, the gear shifter as well as buttons and knobs be it for the aircon or the power windows or even the ORVMs, are all from the Duster. The touchscreen multimedia system is taken from the Duster as well. So, the overall quality levels though not all that great, still suffice. But not having climate control or ORVMs with turn indicators is a miss. The Renault Lodgy in the RxZ trim also gets steering column mounted audio controls, Satnav, and aircon vents for all three rows besides ABS and front two airbags on the safety front.


The Lodgy is powered by the same tried and tested 1.5-litre dCi diesel engine, carried over from the Duster, offered in two states of tune – 110 PS/245 Nm and 85 PS/200 Nm. It won’t come with the 1.6-litre petrol engine though. The 1.5-litre oil burner is a gem of an engine that we have tested in various cars before. It is quite a refined motor with stellar NVH levels, fuel efficiency and tractable power. The engine behaves the same in the Lodgy, pulling the MPV in a strong yet linear fashion. There is the typical turbolag under 2000 RPM with the 110 PS version, which is not present in the 85 PS version. The car has a punchy mid and top-end power that makes it a confident highway performer. The diesel clatter is not intrusive in the cabin but gets a little vocal near the redline that comes at 5000 RPM. The 110 PS Lodgy is mated to a 6-speed manual transmission while the 85 PS gets a 5-speed gearbox. Gear shifts are smooth and slick but the 110 PS has a heavy and snappy clutch, which can get annoying in stop-go traffic. 100km/hr in the 6th gear sees the needle ticking around 1900 RPM, which makes cruising quite relaxed. The 110 PS version does the 0-100 km/hr sprint in 12 seconds with a top speed of 170 km/hr and the 85 PS does it in 13.3 seconds having a top whack of 163 km/hr. The French automaker claims that it has the best acceleration and top speed in its category. The ARAI fuel efficiency figures for the 110 PS and 85 PS Lodgy are 19.98 km/l and 21.04 km/l respectively, take them with a grain of salt though as real world mileage will be at least 4-5 km/l lesser.


We only had the 110PS being offered to us for the test drive. The engine is familiar and its torquey performance straight away feels like the right match for the Lodgy. Both in city traffic and highway speeds, there is more than enough juice from the engine to make use of. There is a bit of lag, but once the needle passes the 1,400-1500rpm level, dollops of torque kick in. We are not sure, how responsive the engine would feel in its 85PS avatar, especially if the Lodgy would be fully loaded with people and luggage.


The Renault Lodgy has got only three star safety rating from Euro NCAP and that too for the international model having 6 airbags as standard. Renault will be offering the Lodgy in India with only dual front airbags, which is a big letdown. It will also get ABS, EBD with brake assist. Apart from cruise control, the MPV will come with a speed limiter as well. Renault currently has a network presence of more than 157 facilities across India. In order to get volumes and provide better after sales service, the French automaker needs to ramp up their presence, which they say they are doing through the year and claim it to be the fastest ramp-up by an automaker in India


Renault seems to have wiggled into a sweet spot in the crowded MPV market with the Lodgy. It blends space, comfort, good driving dynamics and strong performance into a convincing package. As a family car, this MPV is hard to beat. It makes for a happy companion, especially on holidays, thanks to its unmatched cruising ability and long fuel range. It’s not all perfect though. The quest to liberate as much room as possible has made the Lodgy a touch too boxy, which could be a deal breaker for some. Also, at Rs 11.79 lakh for the top-end RxZ 110 diesel, it is on the pricier side. However, you do get a fair bit for your money, which makes the Lodgy reasonable value too. The only real issue is, Renault’s service network doesn’t as yet cover the entire length and breadth of the country. But the Lodgy’s proven mechanicals, which are shared by the Duster, should give owners peace of mind.

Renault Lodgy 85 Ps Std 8 Seater Ex-showroom Price is   8,40,565/- and On Road Price is   9,86,937/- in Chennai. Renault Lodgy 85 Ps Std 8 Seater comes in 6 colours, namely Fiery Red,Moonlight Silver,Royal Orchid,Slate Grey,Pearl White,Planet Grey.Car loan for Renault Lodgy

Merecedes Benz AMG SLC43 Review,Specifications,Features & Price In India


The 2017 Mercedes-Benz SLC-Class hardtop roadster is offered as an SLC300 with a 241-hp, 273-lb-ft of torque turbocharged I-4. The higher-performance AMG SLC43 is powered by a 362-hp, 384-lb-ft of torque 3.0-liter twin-turbo V-6. Both engines are mated to a nine-speed automatic that sends power to the rear wheels, as a roadster should. The SLC300 returns an EPA-rated 25/32 mpg city/highway while the AMG SLC43 delivers 20/29 mpg. Mercedes-Benz claims a 5.8-second 0-60 mph time for the SLC300 and a quick 4.6 seconds for the AMG SLC43. The retractable hard-top operation must begin when at a stop but can continue at speeds up to 25 mph.

The 2017 SLC’s DYNAMIC SELECT system modifies the engine, transmission, steering, and suspension at the touch of a button and comes in five different modes: Comfort, Sport, Sport+, Eco, and Individual. The available Dynamic Handling package features an adaptive damping system and ESP Dynamic Cornering Assist that continuously adjusts the damping force at each individual wheel depending on the current driving condition. The available AMG Handling Package on the SLC43 includes an AMG limited-slip differential, AMG Performance steering wheel, and red brake calipers.


Mercedes – Benz AMG SLC 43 gets a sleek face and features the vario-roof, which is the folding hard top that was used in its predecessor as well. The top can be opened and closed with a speed of 40 kmph. The vehicle gets an AMG-specific front bumper along with a rear bumper that looks like a diffuser. There is a diamond radiator grille with chrome finishing. Mercedes – Benz AMG SLC 43 features LED headlamps and overall, the car has a more rounded profile when you compare it with the previous SLK model.


The interior received less attention with the facelift, as most design features are identical to the SLK55. Notable changes include a new steering wheel, a revised instrument cluster, new seats, and silver chrome trim finishes for the A/C vents and door handles. Wrapped in Nappa leather, the multi-function steering wheel comes with a flattened bottom and perforated grip areas for the hands. The seats are said to offer greater lateral support when a dynamic driving style is adopted.

As usual, numerous upholstery layouts are available, with the range-topping models getting a combination of Nappa leather and Dinamica microfiber with contrast stitching and piping for the seats, door panels, steering wheel, and upper dashboard. The Airscarf neck-level heating system introduced on the S-Class Cabriolet is available as an option. The Comand infotainment system is also an option, as is the Logic 7 Surround Sound system by Harman Kardon and ambience lighting in Solar Red, Polar Blue, and Polar White.Overall, the SLC43’s interior doesn’t offer too many new features, but it’s not bad for a mid-cycle facelift.


Aah, onto the big changes. Chiefly, the naturally aspirated V8 on the SLK 55 has made way for a smaller, twin-turbo, 3.0-litre V6 unit on the SLC 43. The new engine makes 367hp at 5,500-6,000rpm (down on the SLK 55’s 420hp) and 520Nm (down on the SLK 55’s 540Nm). All the power makes its way to the rear wheels via Merc’s new nine-speed gearbox which comes in place of the SLK’s old 7G-tronic unit. The engine’s two turbos and gearbox’s two additional gears help the SLC 43 make good any power deficit vis-à-vis the SLK 55. Coming to performance, 0-100kph takes 4.7 seconds (claimed) which is just a tenth of a second off the SLK’s time. However, the turbo-charged SLC is a whole lot faster through the gears so real-world performance is actually better on the SLC 43.

You don’t have to wind the bi-turbo engine to get to its best. There’s strong punch from low down in the rev band and you get that push back in your seat pretty much as soon as you weigh down on the throttle pedal. What helps is that the SLC 43’s gearbox works really well with the engine. It’s lenient enough in automatic mode, responsive to tugs at the paddles and then you have the option to go to full manual mode and slam an upshift at the 6,500rpm limiter.


Like the SLK55 before it, the SLC43 still rides the line between a sports car and a quick GT roadster. Ultimately it leans more toward the latter than the former not only because of its mass, but overall tuning as well. Still, efforts have been made to produce a livelier chassis for those interested, with optionally available adaptive dampers offering a choice between ride compliance and flat cornering. The aforementioned handling package adds a mechanical limited-slip differential to the mix, which works in conjunction with added negative camber at all four corners, newly developed front and rear axles and revised engine mounts.Scrolling through the five drive modes on offer through the AMG Dynamic Select button on the center stack further illustrates Mercedes-AMG’s effort to provide an accessible and relatively docile roadster during everyday driving, and a red-blooded performance car when called upon to act like one, particularly when Sport+ is selected.


As for safety, the Mercedes-AMG SLC 43 gets ABS, priming and brake drying function, hill start assist and hold function. It also gets six airbags in total along with other features like acceleration skid control, crash-responsive head restraints and pre-safe system with reversible belt tensioners. Whenever emergency braking is detected the brake assist system with brake servo assistance help with effective braking.The feature loaded Mercedes-AMG SLC 43 gets Dynamic Select function which offers five selectable drive modes – Eco, Comfort, Sport, Sport+ and Individual. The roadster also gets the AMG sports suspension system that makes it a sheer impressive performer. The infotainment system supports Apple CarPlay and Android Auto system. Moreover, the Garmin MAP Pilot makes navigation an easy task.


Although some may feel disappointed by the fact that the SLC43 didn’t receive AMG’s new 4.0-liter V-8, the revised roadster remains one of the most thrilling performance vehicles on the market even with a V-6 under its hood. AMG’s decision is understandable here, as the SLC’s current platform isn’t suited for the new engine. The 4.0-liter V-8 will most likely find its way into the SLC with the next generation, but until then you’ll have to settle with the 3.0-liter V-6. Hopefully, the revised underpinnings will make the roadster sportier than ever before and customers will quickly forget that the engine packs only six cylinders.

Mercedes Benz Amg Slc 43 Std Ex-showroom Price is   82,18,464/- and On Road Price is   93,77,204/- in New Delhi. Mercedes Benz Amg Slc 43 Std comes in 1 colours, namely

Tata Bolt diesel review, test drive

Tata Bolt Price in India


They have been making trucks, SUVs and cars for many years now. The

popularity of these vehicles is in the exact order as mentioned. All

is well in Tata Motors except for a small change. They have become

young…again! As absurd it may sound, it is superbly true. They have

shrugged off their conventional approach and have become more Zesty

than ever.


Grab a daily or visit online and you shall see how the Zest is lapping

sales records and creating many in its course. The waiting period of

Zest has also gone up, a trouble which Tata Motors wanted to face for

a long time. Now that the Zest has got its feet fixed, it’s time for

its younger enthusiastic brother to step in. The elder, being the

matured one, is called the Zest while the younger one has a wild

streak and thus aptly called the Tata Bolt.


Paying attention to the demands of the young, the Bolt comes loaded

with many class rivaling features. Will this Bolt Strike leave the

competition in a state of complete discomfort? We reveal soon



Tata Bolt is based on the Vista platform, just like the Zest. Both are

twin siblings with a DNA similar to the Vista. To not go away from the

current design, Pratap Bose, Tata’s chief designer has evolved the

styling of the Bolt from the existing Vista design. If one notices

closely, it is the same shell like the Vista. This will be the new

design language for the coming Tata products; first we saw it in the

Zest and now in the Bolt.


The fascia of the Bolt retains a lot of similarity to the Vista, but

it does look fresh. It isn’t old or out-dated at any given point of

time. There is a chrome lip on the top of the front grille and

headlamps integrate well with this design. It looks like a smiling

front than an aggressive snout. It does have projector headlamps, but

it misses out on Move to the side and one can notice striking

similarity between the Vista and Bolt. The Bolt gets the blacked-out

pillars that give it a floating roof feel. The rear is a bit of

confusion for me, as it is floating but the round ends confuse me. The

new tail lamp design is compact and it does look stylish



If the exteriors don’t manage to convince you that the Bolt is a new

Tata, then the interiors certainly will, because apart from the

spacious cabin, the Bolt doesn’t share much with the Vista.


In fact, the all-new dashboard is similar to the Zest’s but, instead

of the sedan’s dual-tone scheme, the hatchback gets a sportier

all-black look. If you’re familiar with the Vista, you’ll find a big

step-up in quality, especially with the switchgear and some nicely

damped buttons on the centre console. However, some plastics, such as

those on the mirror casing and door pockets, have rough edges. Also,

the rear seatbelt’s retracting mechanism on our test car went bust

after a few uses, which is more worrying as it’s a sign that Tata’s

well-known quality niggles still persist.


Typical of Tata hatchbacks, you walk into the cabin and sit relatively

higher up in the driver’s seat. The front seats are generous and plush

but feel a touch too soft, and lack of support for the lower back can

lead to aches after a long drive. While finding a good driving

position is easy, taller drivers may find the tilt adjustable steering

blocking a chunk of the instrument cluster. Other ergonomic irritants

are a narrow footwell which leaves little place to rest your left foot

and the ‘Multi-Drive’ row of buttons which are set too low.

The Bolt’s strength, however, lies in the spacious rear bench. The

ample legroom rivals many mid-size sedans and thanks to the wide

cabin, passengers seated three abreast here won’t have to jostle for

shoulder room. Surprisingly though, while the front seats feel too

soft, the rear bench feels a bit too firm. Tata needs to give the

Bolt’s seats consistent foam density.


For convenience, there’s just a single cup holder in the front and an

open stowage in front of the gear lever to hold your phone. The top

trim also gets a storage tray under the front passenger’s seat –

useful to hide valuables when parked. That said, the lack of bottle

holders and slim door pockets hampers practicality and even the

210-litre boot isn’t particularly large; in fact, it’s around 10

percent smaller than the Vista’s.


Equipment, though, is what the Bolt has in abundance. The top XT trim

gets a Harman-sourced touchscreen interface that also doubles up as

the screen for climate control. In the Bolt, this infotainment screen

gets an upgraded firmware (vis-à-vis the Zest) that adds GPS

navigation through an Android phone. For better readability, the

screen’s contrast has been tweaked as well, but that hasn’t done much

to improve legibility in direct sunlight. Thankfully, you won’t have

to strain your eyes much as the infotainment system can read aloud

text messages and supports voice commands for dialling. Surprisingly

though, there isn’t a CD player but it supports most modern audio

sources such as Bluetooth, USB, iPods and aux. Sound quality from the

eight-speaker (four mid-range drivers and four tweeters) set-up sounds

great; most customers won’t be tempted to spring for an audio upgrade.



Tata officials only offered the petrol Bolt with manual transmission

for us to test drive. The diesel and the AMT (automatic) will have to

wait for a date closer to the launch next year.


The 1.2T, turbocharged, 4-cylinder Revotron engine is offered in

pretty much the same state of tune in the Bolt too. The powertrain

remains almost identical with the same TA65 gearbox also on offer in

the Bolt. But, compared to the Zest, the Revotron in the Bolt manages

to offer a slightly wider band of torque, despite the fact that the

peak continues to be the same 140Nm. Maximum power is the same 90PS

and though it peaks at 5,000rpm, power delivery from the engine is

very linear.


The Bolt shares the new light-weight chassis architecture with the

Zest and it becomes clear that it has helped the car massively, making

it nimbler and quicker. It is only a few kilos lighter than the Zest,

but Tata engineers have done an excellent job in boosting the ride

quality. Vibrations and noise have been extremely well contained

inside the cabin. Suspension geometry has been calibrated for keeping

the ride quality cushy on bad roads, though that didn’t mean that the

car bounced or bobbed about too much either. Body roll has also been

contained, though you tend to feel that there is a bit more lateral

movement due to the tall seating position.



Tata cars always score high on comfort and the same can be said about

the Bolt. Ride quality is excellent (a bit soft which results in some

bounciness at speed over bad roads), the vehicle takes everything in

its stride with utmost confidence and irons out bad roads like it’s

child’s play. Even bad roads don’t pose a threat to the Bolt and it

won’t be wrong to say that this is the best riding car in the

hatchback segment. Where Tata cars aren’t popular is the driving feel,

while they are neutral, they won’t make you rave about the handling,

the Bolt is a bit different here. Set-up to give you a good time

around the bends, the Bolt handles nicely and is eager to corner but

there is some body roll.


The new electric steering has good feel and decent feedback at speeds

(although it’s on the lighter side) which inspires confidence to drive

fast. We love the appearance of the 3-spoke steering wheel and the

size just fits in perfectly to make you feel at home. With 10 mm

smaller width of each tyre over the Zest, the Bolt still has plenty of

grip on offer and cornering really hard makes the acres of under-steer

make itself very evident. Stability at speed is excellent and braking

performance is also very good. Turning radius is a tad more than

rivals while ground clearance is more than adequate for our roads. The

Tata Bolt offers a fantastic blend in the dynamics department and is a

car you can actually have some fun driving.



Tata Motors has given the Bolt front airbags, ABS, EBD and Corner

Stability Control. Unlike its rivals from Japan and Korea, the Bolt

isn’t a light car and the heavy weight does make its presence felt as

you simply don’t feel like your driving a hatchback, the vehicle feels

robust. Yet to be tested by NCAP, we expect the Bolt to fare very well

but safety equipment on lower trims would be a nice touch. Tata Motors

is doing a lot to improve the service experience for its customers and

the same is reflecting already although such things take time.



After spending a day behind the wheel of the Bolt, we can say that the

Bolt lives up to the standards set by the Zest. It looks decent, is

spacious and rides pretty well too. In fact, Tata Motors has been

smart in changing the suspension setup as well as the steering feel,

thanks to which it is a lot more fun to drive and will appeal to a

slightly larger audience. Will it beat the competition? Well, a lot of

it will also depend on the pricing, but one thing’s for sure, Tata

Motors has once again got it right with the Bolt.


Tata Bolt Ex Showroom Price in New Delhi ranges from 4,63,449/- (Bolt XE Revotron 90PS Petrol) to  7,16,908/- (Bolt XT Quadrajet 75PS Diesel) .Tata Bolt has 8 Variants of Petrol are available in India. Tata Bolt comes in 5 colours, namely Venetian Red,Platinum Silver,Sky Grey,Pristine White,Dune Beige.