Negative Space in UI Design: Tips and Best Practices

Tubik Studio

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We often think that silence, emptiness or colorlessness is bad for us. We take them for granted without thinking that they are the solid foundation of the contrast. Only silence lets us know the value of the sound. Only empty space lets us understand what we want to fill it with. Only colorlessness lets us feel the colors brighter and deeper when they appear on stage. And only the absence of air lets us know how vital it is. Today we are talking about the air in design. Let’s discuss negative space.

What Is Negative Space in Design? Basically, negative space — or white space, as it’s often called — is the area of the layout which is left empty. It may be not only around the objects you place in the layout but also between and inside them. Negative space is a kind of breathing room for all the object on the page or screen. Not only does it define the limits of objects but also creates the necessary bonds between them according to Gestalt principles and builds up effective visual performance. Due to that, white space is a rightful design element that has a big impact on positive user experience. «White space is like a canvas: it’s the background that holds the elements together in a design, enabling them to stand out» — says Mads Soegaard from Interaction Design Foundation.

Negative space in graphic design is often seen in logos, on illustrations, posters and creative lettering where it becomes an active part of the visual presentation making key objects even more expressive. For example, in the blog illustration below we can see how the background element (moon) plays the role of contrasting negative space making the astronaut look more vivid and dynamic.

In UI design for websites and mobile apps, negative space is a big factor of high usability and navigability of the interface. The negative space around the layout elements is also called macro space whereas the space between them and inside (for letters and stroke elements) is also called micro space. For web design company visit Vivid Designs

What Is the Difference Between White Space and Negative Space? Short answer: no difference. These terms are fully interchangeable.

Why is this phenomenon called in two different terms? It’s easy to answer if you trace the origins. The term «white space» comes from print design since the times when pages were mostly white, so white space was everything around, between and inside the letters or symbols as well as around illustrations. Today, used in design, this term has nothing to do with white color: it’s all about empty space rather than color. The term «negative space» comes from photography: on a photo shot, they define positive space (objects attracting attention) and negative space (background).

What is important to remember that negative space in web design doesn’t have to be only white — you may use any color, texture, even pattern or background image.

Why Is Negative Space Important? Imagine yourself coming into a room fully packed with various staff. Shelves, boxes, bags, piles of books and clothes, the desk cluttered with various things. Will you be able to concentrate on such conditions? Do you really need all those things right now? Will you be able to find what you need and how much time will it take? Well, that’s pretty the same what users feel opening the page or screen without a vital air of negative space.

Both clients and some designers may want to put as many elements and features as possible on one page or screen thinking that it will save the game and will be helpful for clients. But that’s a mistake: in fact, users don’t need everything at once. Even more, too many elements without enough air significantly raise the level of distraction: overloaded with information and interactive elements most of which they DON’T need, users will have to take an effort to find what they DO need. As Aarron Walter mentioned, «if everything yells for your viewer’s attention, nothing is heard».

Among the benefits of a thoughtful approach to negative space in design, we could mention the following:

it supports scannability of the page it enhances visual hierarchy it makes the bonds between the elements visible and naturally perceived without additional means like tables, frames, arrows it provides enough air on the page so that it didn’t feel cluttered it sets user’s focus on core elements and reduces the level of distraction it adds style and elegance to the page. For example, let’s look on the landing page of Big City Guide. Here the designer applies a background photo and it plays the role of negative space on macro level. Even more, the elements of the photo and the lettering of the main copy element are interconnected: it makes negative space an active element of design and gives the page a united harmonic look.

Core Factors Influenced by Negative Space Using negative space properly may have a considerable impact on the following factors of user experience.

Readability and legibility If there’s not enough space between the elements, they become hard to read and demand additional effort. It may be a strong reason for eye and brain tense although many users won’t be able to formulate the problem. A proper amount of negative space, especially micro space, solves this problem and makes the process more natural. So, negative space directly influences the efficiency of typography on the page or screen. In music, pauses play the same role as sounds. In reading it works the same way: empty spaces placed correctly makes the text easier to read. For website development services in Chennai visit Vivid Designs

Branding If you check any logo guideline, you will find that designers define the appropriate amount of negative space around it so that it was perceived correctly. Breaking this rules is harmful to the visual performance.

Nature of the resource Negative space has an impact on the so-called design tone. For example, news resources will have less white space on the home page than blogs to set the mood and understanding that the platform is full of data which appears dynamically.

Attention ratio Enough negative space enhances visual hierarchy and allows users to focus on the key elements.

Based on that, negative space has an impact on visual perception in such aspects as:

copy content graphic content navigation identity. Let’s check a couple of examples. Here’s a home page for The Big Landscape. Without any visual frames and tables, due to the balanced use of negative space, the designer builds up the strong visual hierarchy and allows the user to scan various blocks of content in split seconds. This way design looks organized but light and airy. White background and layout arrangement make it look similar to a magazine page which harmonically informs the reader about the aims and nature of this online magazine.

Another example is a mobile application Upper app: here the negative space is all black, creating the great contrast to the core elements of the interface. For all the screen, only one straight line is used. Nevertheless, all the layout looks organized and highly readable due to enough air and no distractors. It also supports stylist minimalist elegance to favor aesthetic satisfaction.

Pitfalls to Consider 1. Confusing terminology. When you are talking to clients who may be not deeply familiar with design terms, make sure you explain the meaning of negative space before you describe the design solution. It may be hard for a non-designer to understand why «this screen needed more white space» looking at the totally black background as well as negative space may be associated with something bad — which it is not. So, don’t forget to dot all the i’s before using the terms.

2. Wish to reduce negative space to put more on page or screen. It happens not only in UI design: you may hear how an interior designer recommends saving some space to the client who wants 4 bookcases in one room instead of 2, or an architect explains why there is the need of empty space around the building to make it look and serve better. Even more, sometimes re-planning the elements with the better use of negative space creates the illusion of the room or building being bigger than it really is — and the same happens with data you have to put on a mobile screen or web page. Decide what’s more important, what’s secondary and what can be eliminated so that to navigate the user intuitively. Negative space will help to make the harmonic look of the screen or page even if it’s full of information and functions.

3. Poor prioritization. Negative space is not a cure-all if thought-out information architecture doesn’t stand behind an interface. Before you think about the design skin, you have to decide how a user will find the shortcut to his/her goal and solves his/her problem with an app or website. Plan this route before you make the looks presenting it in style; otherwise, even the best balance of visual elements including negative space won’t work effectively.

 

Building the user-centered web

What is a social network?

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I would like to reclaim some language:

Social is an adjective that means relating to human society and its members. A network is an interconnected system of things or people. Therefore, I’d suggest that we can define a social network as just being an interconnected system of people. The audience of this talk is a social network; so are your friends, colleagues, interest groups and so on. Social networking tools facilitate social networks. The universe of social tools certainly includes web applications with social functionality, but it also includes structured face to face interactions, telephone, post, SMS, email. In other words, the web is just one possible tool for this purpose — albeit a very effective one.

If you build it, they will come

You can’t install a social networking tool and instantly expect usage: Field of Dreams is not a good model for community development. The web is littered with ghost sites created using Ning, Elgg and more that have been established in the hope that a user-base will magically appear; however, if your main selling point is the social network itself, nobody’s going to join until that network of people exists and is actively using it. It’s a chicken-and-egg problem.

Therefore, you either need to have an existing network of people to facilitate interactions between (for example, when Facebook launched at Harvard) or compelling functionality that is useful without a network of existing users (for example, Delicious).

If we’re creating a tool that’s useful for the first user who signs up, without a pre-existing social network, then what we’re really talking is a software application that uses the web as an interface, and happens to have social functionality as one of its features.

The web as applications

When the web was conceived, it consisted of documents and pages linked with hypertext: linked words and phrases that, when clicked, would load another, relevant document. Each page had its own Uniform Resource Locator, which allowed you to return to that specific page at any time. Each page could be a destination in itself, and although the sites (collections of pages) could be linked together through hypertext, each one had no need to know about your activities elsewhere on the web. Why would they? Documents don’t have memory; their role is simply to impart information. For Top web design company visit Vivid Designs

Step forward to today, and the web is not entirely made of pages: applications now represent a large amount of the web. (Princeton WordNet defines an application as “a program that gives a computer instructions that provide the user with tools to accomplish a task”; Google Docs, Remember The Milk, Flickr, Delicious etc are all applications by this definition.)

The benefits are tangible: you can access an application’s functionality from any web-compatible device, anywhere in the world. You’re no longer bound to the software you happen to have installed on a particular machine, and you no longer need to worry about whether you’ve remembered to save a particular file onto a particular drive. Because of historic resource limitations, web applications tend to be easier to use, and entirely bypass the need for IT departments, which have unfortunately earned a reputation for being obstacles to productivity in many organizations.

This change of web usage has been reflected in the ongoing development of HTML, the markup language that all web interfaces are written in. The first four versions were largely orientated towards documents; however, HTML 5, currently in development, is the first version that explicitly contains functionality to support web applications. That includes offline storage and usage, sessions, and more advanced interface features. However, aspects of the document-orientated model remain.

Silos of information

Each application is its own atomic destination with its own URL, and is by default only aware of data created within it. That means we need to register for each application we want to use, fragmenting our accounts over potentially hundreds of products and company data centers, and that the documents, files and data we create within them can’t easily be shared with other applications. On my desktop, I can write a document in Word and open it in OpenOffice, or take a Paint doodle and load it in Photoshop, but there’s no easy, generic way to take my bookmarks from Delicious into another bookmarking tool, or to take my Google Docs and open them in Acrobat.com.

Currently, each web application is like a silo: they exist on their own, and if they interoperate at all, it’s through specific links between applications that have to be individually developed. Certainly, data created in an application stays in that application; sometimes you can check your GMail address book for contacts in order to find existing friends on a service you’ve just signed up to, for example, but it’s rare that you can actually export data fully into another product. As many of these services are free, a significant portion of their business models revolve around being able to control user-contributed data, keep users coming back, and sell user-generated activity data for marketing purposes. (One has to question whether the market for personal details will continue to be profitable, or whether, like the web advertising market before it, it will saturate and crash.)

In a social networking tool, the site model means that your contacts, the information you share and any detailed access permissions all relate solely to the application they were created in. However, collaborative spaces in social web applications are like documents: they’re one of the currencies of the social web. Just as I need to be able to use my wordprocessor of choice to edit a document, I need to be able to use my social tool of choice to collaborate with others.

Turning the model upside down

Right now, we have to register with each application we want to use. What if we required each application we used to register with us, in digital identities under our own control?

What if, using these identities, anyone could connect to anyone else, and anyone could store their data anywhere as long as the storage provider followed the same broad standards?

The web itself would become a social networking tool.

This is far more flexible, and future-proof:

Your ability to collaborate is not subject to a single company’s success: social functionality and application infrastructure are inherent in the web itself The possibilities for collaboration are not subject to technology beyond common open standards, which can evolve A wider range of application possibilities is ensured, because web applications gain the ability to interoperate in a general way Privacy and user control are established by allowing a person to determine which application has access to which data By establishing a general standard for social application interactions, the services and technologies used to make connections become less relevant; the Internet is people, one big social network, and users no longer have to worry about how they connect. We can all get on with communicating and collaborating rather than worrying about where we connect. For Web designing  services in New Delhi visit vivid Designs

User-centered identities

Under this model, providing the software that hosts your digital identity becomes big business. This hasn’t gone unnoticed by the main service providers, and they’re already fiercely competing to be your identity on the web:

Facebook wants your central identity to be a Facebook account (and arguably have made the user-centric model for the web part of their strategy for a very long time) Google wants it to be a Google account Twitter wants it to be a Twitter account Microsoft wants it to be a Live ID OpenID want it to be any OpenID-capable URL Because I use all of these services, the result is a very complicated identity space. These are a subset of my profiles:

For identities to be usable as a generic standard, you should be able to use any of these — or all of them. Nobody has just one facet (or persona) comprising their identity; everyone has a collection, representing the different parts of their lives. Ben Werdmuller the web strategist for hire doesn’t need to be connected to Ben Werdmuller the Doctor Who fan, who in turn doesn’t need to be connected to the Oxford resident. They can be connected if I choose to make them, but separating parts of your life is part of a user’s control over their identity.

However, that needs to be context-specific, not application-specific. Currently, for example, my Facebook account tends to be personal, while my Twitter tends to be professional. That doesn’t make sense: in order to write personally on Twitter, I either have to accept the collision of those two parts of my life, or I need to create an entirely separate, fragmented Twitter account. Wouldn’t it be better to be able to control who sees which interactions, and choose tools based on the functionality they add to a conversation? Otherwise you have the situation I present above: one identity per communication context per application. That will quickly become unmanageable, and the web will be littered with dead profiles.

Conversely, I believe the future of the web is in atomic digital identities based on permissive, open standards, linked together as an application framework.

How do we make this work?

Problem to solve: user control

First and foremost, the framework for decentralization must be established — in other words, the actual social mesh standards that will make it possible.

Technical mechanisms need to be established for controlling access to a resource or collaborative space, which should be easy to use without removing any of the flexibility of the platform, and should allow for the maintenance of multiple personas.

Another part of access control is allowing a resource to expire gracefully. It’s important to know when to lose data: sometimes documents, resources, spaces, personas or entire identities may be transient and only required for a certain length of time. There’s no need for everything on the web to exist indefinitely; currently, rigorous indexes like Google ensure that much of it does.

Finally, the tools and standards we create must be permissive of goals, content and structure that we might not have thought of. There certainly doesn’t need to be an overarching structure or taxonomy between individual identity spaces, and constraining the technology to a rigid set of activities and data types would limit the scope of the platform.

Problem to solve: ownership

Existing web applications tend to have a single-ownership model for resources. However, Silona Bonewald rightly pointed out to me that this isn’t always the case, and in a free-flowing social mesh, multiple ownership needs to be represented. For example, all collaborators on a resource should have ownership access, unless they explicitly choose to rescind that right.

In a company environment, a user’s employer may have shared ownership (or full ownership, with author access available to the employee). The same may be true with students in a university environment. On sites like Facebook, the service owner may in reality have some ownership rights over the content.

How can we maintain this granularity, but also retain user control?

Problem to solve: privacy & transparency

There is a very public attitude of “when you put something online, it’s published” in some parts of the software development community, which is a useful concept that gives developers carte blanche to share data freely. In a fully user-controlled environment, this public-or-completely-private binary situation can no longer be the case; a resource may have been published to a few select people. Ignoring this trait disallows the platform’s use in important environments like enterprises or public bodies.

When you sign up to a service, you agree to that service’s terms and conditions and privacy policy. However, your data may be farmed out to a collection of other, secondary services via APIs, without your knowledge or consent.

An important aspect of user control is knowing how your data is used and where it is transmitted by the applications you use, so I propose a simple, human-identifiable and machine-readable mark that:

Applies permissions to how my data can be used by applications (like Creative Commons does for shared content) Tells you in a visual way what happens to your data when you visit a site Incorporates multi-ownership It may be that these issues are addressed within the terms and conditions of a service. However, it’s very unlikely that a user will actually read the full contract. Therefore, a simple graphic icon with a link to a plain-English description, with an underlying microformat for machine-readable use, would be a welcome addition to the user experience. As the web becomes more mesh-like and data moves around more freely, conveying what happens to data owned by less-technical end users will become more and more important.

Problem to solve: platform

Finally, while it’s great having a conversation about this, these ideas aren’t useful to anyone unless someone goes ahead and builds it.

There are some existing projects and thinkers who are on these tracks:

The Diso Project is turning the WordPress open source blogging tool into a decentralized digital identity through an array of open standards, and the project’s Chris Messina has a lot of wise things to say about its development. Laconi.ca is a decentralized microblogging platform, whose Open Microblogging standard may be adaptable into a more widely-scoped technology. The Open Stack is a set of developing technologies that address some of the issues. Marc Canter’s Open Mesh treatise goes into detail on many of the issues. All of these are important contributions that strongly address some of the issues; however, we’re still a long way away from the vision of an open, social web.

Conclusion

I believe strongly, for the reasons stated above, that a decentralized, user-centered model for the web is the best way to advance it as an application platform.

Needless to say, I have my own ideas about how to actually build the platform, based on my Making the most of the web principles. However, it has to be a collaborative process: there’s no sense in building an open collaborative standard by yourself. My main concern is that the platform is created and works in an open, lightweight, flexible, easy-to-develop-for way while remaining secure and yielding control to the main user. The result will be an entirely new kind of platform, and presents a unique opportunity for anyone who wants to jump on board.

Source

Service Oriented Architecture

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Application development has come a long way from developing inter-dependent components that serve the cause of a single application to building several independent modules, extending interfaces that can be called by any client, which communicate using asynchronous messaging protocols. Service oriented architecture constitutes of latter components.

Service oriented architecture or SOA essentially consists of various services that communicate with each other, usually in asynchronous fashion. These services are not bound to any particular language or technology and can be implemented by various means. They either communicate using exposed interfaces or some messaging model.

Some of the earliest acquaintances with SOA were using technologies like DCOM and CORBA. DCOM or Distributed Component Object Model was designed for use across multiple network transports. It is based on RPC or Remote Procedure Call and primarily works on Microsoft Windows. CORBA or Common Object Request Broker Architecture was developed keeping inter-operability in mind. A CORBA-based program from any vendor, on almost any computer, operating system, programming language and network can interoperate with another CORBA-based program from any vendor on any computer, operating system, programming language and network. For Web development company visit Vivid Designs

These technologies, however, haven’t been very popular with vendors for SOA-based applications because of their complexities and inefficient platform support. This is where Web Services comes into picture.

Web Services is an industry standard interface and connectivity technology. WSDL or Web Services Description Language, the interface description language used by Web Services, is self-describing and SOAP or Simple Object Access Protocol, its messaging protocol, is based on XML data interchange. It has fulfilled the long-awaited wish of enterprise application developers by truly separating the interface from the implementation and, because of its widespread adoption over the years, has become synonymous with service-oriented architecture. Its simplicity, openness and wide-spread use has changed the landscape of Enterprise Application Integration giving traditional EAI companies a run for their money. For Web development company in Mumbai visit Vivid Designs

Many companies all over the world are phasing their existing applications to service oriented architecture to make their business applications accessible to the clients and business partners, and to improve information sharing.

SOA has changed the way enterprise applications are built, with the lines between application development and application integration gradually fading.

Credit

You got the client, now it’s time to set your web design schedule

In Part 2 of the PMGEP (Project Manager’s Guide to Extraordinary Projects) we covered the contract process and the importance of having a signed agreement in place before any work begins.

Now that the contract has been signed its time for you and your team to get to work! However, before you start churning out wireframes and comps all nimbly bimbly, you need a plan of attack in the form of a web design schedule.

Developing and maintaining a schedule is the single most important function of a Project Manager’s job and plays a HUGE role in the success of a project. If you don’t take the time to plan out and set the project’s milestones and delivery dates, it will no doubt lead to confusion between you, your team, and the client. But not to fear! I’m going to show you the process that I use to get every project off on the right foot.

Start with what you know Before you start throwing random delivery dates on to a calendar, let’s first start with what you know about the project. When is your client’s desired completion date? Most clients have a timetable in mind for their project and it’s likely that date was made clear during the contract phase.

Once you have that date, you now know two very important pieces of information that you’ll need when building a schedule; when you start (when the contract was signed) and when you stop (upon completion). Now you just need to fill in the gaps!

If you don’t take the time to plan out and set the project’s milestones and delivery dates, it will no doubt lead to confusion between you, your team, and the client. By now, you probably have all of the requirements in hand since the majority of these (if not all) should be written in to the agreement between you and your client.

However if you’re still unclear as to what the client is expecting, now is the time to get the requirements solidified.

Assuming you have these things in place, you should have the information you need to begin planning out your web design schedule. As I think most would agree, a single page contains many layers that need to be addressed before moving on to development.

A page needs to be brainstormed, wire framed, designed, and signed-off on before it can be coded. And since a home page design then typically dictates and influences the look of subsequent interior pages, it’s likely that you’ll be able to plan the secondary pages shortly there after. f you are looking for Web development company check Vivid Designs

Simply thinking your way through the requirements and mapping out how to get from A to B will help you put deliverables in the proper order on your project schedule. Once you’ve outlined the order of events, you can then begin filling in delivery dates for each item. But how long does it take to complete each of the tasks you’ve put on your schedule?

Getting your web design ducks in a row Trying to allot the proper amount of time per task is important since there are many variables that could possibly affect completion time. You need to factor in not only time spent doing the work, but also time for client feedback and subsequent revisions.

We’d all love it if we nailed a design on the first try, but you can’t expect that to happen every time. We’d all love it if we nailed a design on the first try, but you can’t expect that to happen every time. You have to allow time for dialog between you and your client and build in extra hours to make changes to your work based on those conversations. If you’re not sure how long a particular task will take you, heck even if you do know, try and add in more time for completion of that deliverable.

Believe me, your client won’t be upset if you over estimated and deliver early, but you can bet you’ll be getting an earful about it if you miss a deadline that YOU set!

The client impact Even though your team will be responsible for most of the deliverables, it is important that you don’t forget to assign your client their own “homework” as well.

If they take a look at your project schedule and don’t see their name anywhere, they might be more likely to go into cruise control mode thinking that your team has it all covered.

A client needs to know that the success of a project depends just as much on their involvement as it does yours. Timely feedback, project priority checks, and constant communication are all responsibilities of a good client. If they fail to meet a milestone assigned to them, they need to understand that it could negatively impact a deliverable scheduled down the line; which could potentially push back their desired launch date and completion.

Keep in mind that if you don’t assign your client any action items and they fail to provide the feedback you need, you will have a very difficult time trying to explain that the deadline you missed was anyone’s fault but your own.

Review, review, and review some more At this point you should have a pretty concrete schedule outlined, but you aren’t quite ready to send it over to your client. Even though you can become quite familiar with how long a given task usually takes the team, it’s always important that you review your schedule internally before unveiling your timeline to the client.

It’s important to review your schedule internally before unveiling your timeline to the client. Your team of web designers and developers may be more familiar with the intimate details of a deliverable and can point out that it may take significantly more time to complete than you’ve allocated. Take this juncture to collaborate and make necessary adjustments since it will be far much harder to backtrack once the project schedule has been finalized.

Also, now is not the time to forget about your other clients! Many firms carry more than one client at a time and many have the same resources working on both projects. Be sure that you review your other project’s schedules to make absolutely sure that you haven’t “double-booked” your teammates by giving them two major action items that are due on the same day. For Web development company in Bangalore visit Vivid Designs

Spacing out delivery dates between projects can not only lessen the stress levels of your team members, but can give you a slight cushion if something goes wrong on one project and you need to temporarily shift your resources to another project.

The web design schedule for all the world to see Once you’ve dotted all of your i’s and crossed all of your t’s, it’s time to send your schedule to the client for review and sign-off. They may suggest additional edits which could send you back to the drawing board, but their input is vital to forming an extraordinary schedule that will put your project on the fast track to success.

When everyone agrees on the final schedule, I recommend putting the milestones and delivery dates on to a calendar that everyone can access. Whether you use something like Basecamp or a Google Calendar, having the schedule in a central location will allow everyone to check up on the project if they have a question about when something is due or what’s next on the agenda.

I also recommend that you review the schedule at various points throughout the life cycle of the project. Just because everyone can access the schedule doesn’t mean they actually read it!

Typically I like to review the project schedule in detail on a kick-off call at the beginning of the project, and then after each major milestone. That way there is very little chance that something will be missed or that someone isn’t aware of what is expected of them.

Be like water There is a famous quote by the legendary Bruce Lee that reads, “If you put water into a cup, it becomes the cup. You put water into a bottle and it becomes the bottle. You put it in a teapot it becomes the teapot. Now, water can flow or it can crash. Be water my friend.” In short, what he’s saying is that you have to be willing to adapt to situations and environments if you want to succeed.

“If you put water into a cup, it becomes the cup. You put water into a bottle and it becomes the bottle. You put it in a teapot it becomes the teapot. Now, water can flow or it can crash. Be water my friend.” — Bruce Lee This kung-fu metaphor speaks volumes of the importance of maintaining your schedule once it has been put in place. Things happen over the course of a project that can throw your carefully laid plans out of whack. Requirements change and unforeseen snags can take longer than expected to resolve. While it is important to stick to the schedule and drive toward your goals, you can’t be afraid to rework your schedule if the project landscape changes.

If this happens, be sure to set a new schedule that fits the new requirements. Don’t just start plugging away at the old deliverables knowing that the dates are no longer valid. Wash away the confusion by being proactive and make the necessary adjustments the project requires. Be like water.

And another one… Hopefully this article has given you some good advice on how to set your next project schedule. While everything most likely won’t go according to plan, the important thing is that you are constantly thinking about the plan and working towards set goals.

But remember, a web design schedule is just the road map, you still have to stay behind the wheel and steer. It’s up to you to do your best and put your team and the project in a position to succeed. That’s right, now drop and give me 50!

P.S. Check out Part 4 of the PGMEP where we’ll take a look at time tracking and how starting to watch the clock now can help you and your team on future projects!

Credit

Audi Q3 Engine & Transmission

Audi Q3 Overview

When it was launched in 2012 the Q3 was Audi’s shift in focus from distinguishing itself in a new market to boosting its sale numbers and targeting a new, younger customer over your regular 45+ something Indian millionaire/billionaire. At just a couple of lakhs over the price of the entry level A3 sedan, the Q3 still isn’t far away from the entry ticket (A3 sedan) into the Ingolstadt marque’s luxury club. It’s been facing some stiff competition from the BMW X1 and the GLA of late and the next generation update is still about a year away. Can a new frugal petrol engine, and an also new, frugal and more powerful diesel mill encourage you to put your money on the four-ringed contender? Check for Audi cars Price, Review & Specifications at CarzPrice

Audi Q3 Design

The Q3 cuts a handsome figure and the silhouette remains the same in the 2017 Q3 as well. The updates include a redesigned bumper, large faux air dam and some more plastic cladding. The cladding on the doors features streaks that look distinctive and much better than featureless plastic on the sides of the door. The update also includes standard 17-inch alloy wheels as well as LED headlamps and tail lamps as standard across the range. The Q3 also gets dynamic turn indicators, which is steadily turning out to be a signature Audi feature

Audi Q3 CAbin

There are no major changes to report in the cabin. The Audi Q3 carries forward with the same neat dashboard and generally user-friendly interior. Quality is up there with more expensive Audis and though the seats are not real leather but leatherette, the ambience inside is what you’d expect in a premium SUV. You sit reasonably high up in a Q3, the front seats are generous in size and support and even the rear seat is spacious enough for two adults to sit in comfort.

With the update, Audi has streamlined the variants on offer. The 30TFSI and 30TDI can only be had in Premium trim while the 35TDI is available in Premium Plus and Technology trim too. What is nice is that even the Premium variants get much wanted goodies like a panoramic sunroof and electrically adjustable front seats. The Premium Plus trim doesn’t get more features but adds in richer aluminium-look inlays. The top-spec Technology variant is pricey but your money does get you paddle shifters, SD card-based navigation, a reverse camera and a colour multi-info display in the instruments binnacle among other features.The Q3 runs Audi’s MMI infotainment system. It is easy enough to use but the interface doesn’t look as slick as that in the newer Audis and there’s no Android Auto or Apple CarPlay support either.

Audi Q3 Engine & Transmission

The smooth, 1.4-litre TFSI petrol motor in the Q3 develops 150PS at 5,000-6,000rpm and 250Nm between 1,500-3,500rpm. While the figures may seem paltry for the price of an SUV, it’s a pleasant surprise to discover that the petrol Q3 never feels as if it’s run out of breath. This is evident in the 9.5s it took to cover the 0-100kmph dash. The 6-speed, dual-clutch transmission also does a brilliant job of keeping the Q3 in the power band at all times. The Q3 gets four driving modes – Efficiency, Comfort, Auto and Dynamic, each altering the steering, acceleration and shift points. Comfort and Auto is ideal for commutes in the city, but if you are in the mood for some fun, the Dynamic mode offers quicker acceleration as the shift points moves to the redline, making full use of the engine’s power.

Efficiency, as the name suggests, optimises the aforementioned parameters to deliver the best possible fuel economy. The gearbox, in this mode, shifts to the next gear just under 2,000rpm and if you lift off to coast, the revs drop to 800rpm, thereby saving every drop of fuel. Which is why there’s no surprise that petrol Q3 returned 10.7kmpl in the city and 15.8kmpl on the highway, which is actually quite impressive. The figure, however, I presume, could have been even better if Audi would’ve not skipped the 1.4 TFSI’s Cylinder On Demand feature. The system shuts off two cylinders while cruising between 90-125kmph or at low speeds (25-40kmph) and this feature is available in the 2017 A3 sedan.

While the petrol is really good, the 35 TDI engine is the one that takes the cake. What hits you first is the sheer refinement of this motor, and the way the tacho needle races to the redline.And then there’s the performance. The 184PS, 380Nm engine propels the Q3 from 0-100kmph in just 8.1 seconds, and our tests revealed that in-gear acceleration too is quicker than the petrol Q3. While performance has improved, fuel efficiency surprisingly remains pretty much the same as what the previous Q3 returned. At 12.9kmpl in the city and 18.1kmpl on the highway, the diesel Q3’s efficiency is also at par with its segment rivals.

Audi Q3 Ride & Handling

The ride quality of the Q3 is on the firmer side when compared to its silky smooth Q brethren – the Q5 and the Q7. That said it’s still perfectly composed over any obstacle you will encounter in town. From small to large bumps you remain quite isolated and comfortable. There is also very little vertical or lateral movement from uneven surfaces too. There are some differences in the way the petrol and diesel behave on the road and out on the highway the petrol tends to feel a little flighty, due to some unnerving bouncy vertical movement at high speed, and this may be down to its lighter kerb weight; the diesel on the other hand with a heavier kerb weight and four wheel drive is unsurprisingly more planted on the highway. For information on contact details of Audi car dealers in Hyderabad visit Audiprice.in

The steering is quite light and this is excellent when navigating through city traffic and parking in tight spaces, but when you up the pace through a set of corners you’ll soon find it lacks any feedback. The chassis is quite nice when pushed, with the suspension handling any challenge our bumpy roads care to throw its way. There is a little bit of body roll when you push the car but this too is controlled and soon you can learn to trust the front and let the suspension handle the rest. The petrol engine with its gruff rumble and desire to rev is quite nice when your evil twin shows up behind the wheel, but it’s again let down by the lack of pedals that would have allowed better use of the gearbox while keeping both hands on the wheel. The diesel with its smooth spread of 380Nm of torque is again the more fun of the two even when you’re hooning around.

Audi Q3 Braking and Safety

Audi Q3 is equipped with plenty of braking and safety features for driving control and passenger protection. The primary braking of the wheels is operated by the Ventilated Disc front and Solid disc rear brakes. Moreover, this luxury compact SUV is also equipped with advanced braking features like Anti-lock Braking System (ABS), Electronic Brake-force Distribution (EBD), Electric Braking System (EBS), Traction Control and Electronic Stability Programme.

Audi Q3 Price In Hyderabad

Audi Q3 Ex-Showroom Price in Hyderabad ranges from 33,40,000/- (Q3 30 TFSI Premium AT FWD) to 41,54,250/- (Q3 35 TDI Quattro Technology). Get best offers for Audi Q3 from Audi Dealers in Hyderabad.

Audi Q3 Verdict

With the introduction of the new petrol engine and by skimping on some features like a reverse parking camera, paddle shifters and the higher resolution instrument cluster screen, Audi has managed to keep the low entry price for the Q3 range similar in the hopes of attracting a few more buyers. But really the pick of the bunch is the new diesel. It’s a much more pleasant driving experience, is quattro equipped and also doesn’t skimp out on features that the petrol misses.If you feel that the badge on the car is worth sacrificing some creature comforts for, and you’re sure you will never feel the urge to mash that throttle pedal, and with no one wiser that your pride and joy is slightly lacking in displacement, the petrol (five lakhs cheaper than the diesel) may make enough sense.

What Are The Functions and Features of Cloud Based Phone System ?

One of the most sophisticated innovations in telecom sector is the emergence of Cloud PBX system. Any business organisation would want to focus on selling its products/services and not fritter away its time and efforts in unproductive work.

An independent and reliable phone system can make a big difference to your business. If you are looking for a hassle-free and affordable phone system, your best option would be a Cloud PBX system. Cloud PBX is the latest internet phone technology which is creating waves.

The telecommunication technology has taken a quantum leap in recent times and businesses are looking for ways to improve their telecom facilities. Working with a service provider that can offer latest telephony through a Cloud-based solution is the option most business enterprises are vigorously exploring.With a Cloud-based PBX, the applications and management of the system is totally with the service provider, and voice connectivity made possible over a dedicated or shared IP connection to one or more locations. Cost savings is the chief attraction of a Cloud-based PBX service. The fact is you pay for only the extensions you actually use and minimize the charges for local and long distance calls. Businesses opting for cloud-based telephony are seeing advantages galore over in-house systems lower operating costs, automatic updates, built-in disaster recovery, and scalability.

Many people are amused with the term Cloud PBX and wonder what it does. Cloud PBX, simply stated, is a phone service which is provided through the internet, instead of a phone line. The term – Cloud – in Cloud PBX systems means that the PBX phone system uses an internet connection instead of telephone wires. This makes expansion as well as mobility much easier.

When you are in the Cloud, you have a scalable, flexible, and reliable business phone system with multiple features and you are freed of all the bother. The Cloud phone service provider will assume total responsibility for operating as well as maintaining your cloud PBX system – allowing you to attend to your core business activities.

One of the other major advantages of Cloud PBX is scalability. With Cloud PBX – unlike conventional telephone systems – it will not be necessary to install additional wiring to add extra phone line and pay more. Another key feature of a Cloud PBX phone system is its flexibility. You can add capabilities when needed and remove capabilities when not needed.

Cloud PBX has all the standard as well as optional features the other phone systems offer including Auto Attendant, Call Conferencing, Call Forwarding, Call Waiting, Caller ID, Voice Mail, Fax Mail, Voice to Email, Custom Message Alerts, Call Screening, Dial By Name Directory etc.

Because the Cloud PBX operates through the internet, you can have a telephone connected to the hosted PBX service regardless of geographic borders. The Cloud PBX can connect employees in different states while all being unified in the same system.

The Cloud PBX system is mobile- that means your business can shift location or your employees can move but the whole Cloud PBX system will travel with them.

The Cloud PBX has the functionality and features to more than fulfill the communication requirements of small/ medium/big sized business houses. You are only required to manage the IP telephones in your office and all the rest will be taken care of by the service provider.

Cloud PBX has varied versions like Public Cloud PBX, Private Cloud PBX, and Hybrid Cloud PBX. Each of these Cloud PBX systems uses VoIP (Voice over Internet Protocol) technology, and is convenient in a number of ways. VoIP and Cloud PBX technology are becoming increasingly popular amongst the business community.

Before the advent of VoIP Business Management Articles, all phone systems were dependent on the public switched telephone network (PSTN) using copper wires. It is still fussable to have a Cloud based phone system in the PSTN Cloud though many business enterprises do not prefer it.

 

Volkswagen Ameo Price & Performance

OVERVIEW ;

If you are out looking for a practical compact sedan, there’s a new entry heading your way from the land of the hyper speed autobahns and beer gardens or ‘Biergarten’, as the locals would say.

The Volkswagen Ameo, which will be delivered to customers starting next month, is the long overdue result of VW attempting to crack the escalating compact sedan segment. Essentially a boot-ed version of the Polo, the Ameo is the first ever VW model to be designed purely for the Indian market and the brand has made no bones about the fact that it’s betting big on this car .Check Ex Showroom Price of  Ameo

On paper the Ameo checks most of the right boxes and it certainly looks and feels the part. But going beyond what’s apparent, how well does it behave out on the road and more importantly, is it a worthy alternative to the current crop of compact sedans? A brief drive across the scenic route towards Wai suggests it just might be

EXTERIORS ;

The design of the Ameo. On the outside and for the most part inside the cabin too, the design and layout remains identical to the petrol version. Like is the case also with almost all the other compact sedans, the Ameo looks a bit gawky when viewed from the side. The stubby boot is disproportionate with the front of the car, and the impression that the third box has been slapped on to the rear of the hatchback is inescapable. But, the design doesn’t hurt the eye and in fact, viewed straight-on from the rear, the Ameo’s design actually seems to have a unique character which still ties in well with other VW cars.

All the familiar design elements of the Polo are there in the Ameo TDI diesel too, as also some of the distinguishing tweaks to the design of the airdam, front fender, the new tail-lamps and boot lid

INTERIORS ;

The Volkswagen Ameo diesel has the same interiors as the petrol model and there is nothing to differentiate between the two models except the tachometer which is marked till 6000 RPM on the oil burner. The dual-tone black and beige interiors look very nice and this is nothing but a Polo cabin with slight improvements to the rear headroom due to the re-designed C-pillar. But the rear seat lacks in legroom, knee room and under-thigh support so this isn’t a car you would want to sit behind, specially if you are tall.

The Volkswagen Ameo is equipped with a ton of features, many of them are segment first like rain-sensing wipers, cruise control, window opening and closing using key remote, one-touch up/down for all windows and anti-pinch windows. There are decent amount of storage spaces but the boot is far from being the biggest in the segment. Where the Ameo can’t be matched is the build quality, it feels very solidly put-together and is made like a tank.

ENGINE ;

The Volkswagen Ameo is available with a 1.2-litre petrol and 1.5-litre diesel engine. The petrol is available with a five-speed manual and the diesel even has an option of a seven-speed DSG. The NVH levels on both the engines are a bit off. There is more than sufficient power in the petrol and the diesel is certainly a lot more powerful. The petrol engine is noisy and the diesel engine has a lot of clatter noise. Overtaking is a breeze with the diesel engine, however the petrol needs a downshift. The automatic version of the diesel is a lot more comfortable to drive and convenient to use.

Drivability is good on both. The sudden boost after 1800rpm is reveling. There is always the joy of driving the diesel engine. Also, the clutch is a tad deeper than the petrol engine. The diesel clutch is heavy, which makes it difficult to drive in city traffic.

DRIVING DYNAMICS ;

Don’t let the sporty looking flat-bottom steering wheel fool you. The Ameo is a compact sedan, after all, and it handles exactly like it’s supposed to. Like all other cars in its class, the Ameo’s suspension set up has been oriented towards comfort. That said, it has got the second best balance between ride and handling, after the Honda Amaze. The steering on the Ameo feels vague around the straight-ahead position and is slow to turn in. It’s initially light but becomes gradually heavier as more lock is applied. All in all, it lacks the consistency in feel that’s to be found in rivals like the Ford Figo Aspire.

The production-spec Ameo rides on 15-inch wheels as opposed to the bigger 16-inchers seen on the show car at the Auto Expo. Nevertheless, the Ameo’s ride quality is quite good – we sampled it across both pothole-ridden city streets and wide open tarmac on the highway. It deals with undulated surfaces rather well despite transmitting some sharp bumps from on the road into the cabin. So what’s not to like in terms of dynamics? Well, the Ameo, like all other compact sedans, has that inherent floatiness to its high speed ride. One has to make constant steering corrections to keep the thing true to its line.

VERDICT ;

The Volkswagen Ameo diesel is a very good package since it comes with great build quality, loaded equipment list, a power packed engine and two really nice gearboxes. The compact sedan does look a bit quirky from certain angles but looks are always subjective. Overall, Volkswagen has got a really fine product on their hands with the Ameo TDI and we really wish it fetches more sales now because the numbers of the petrol Ameo have been far from satisfying.

Tata Zest Features & Specifications

OVERVIEW ;

The past few years haven’t been good to Tata Motors’ passenger car division. It has had a few good products, but there always was something that didn’t sit right. Of course, there were even more things that were brilliant about the products, but desirability, one of the most important things in an economy such as ours where a car still remains in large part a luxury rather than a necessity, was absent. Tata has now recognised this, and has thrown everything they have behind the new range of products that will launch from now on, and it all begins with this small car that will replace the cheapest sedan on the planet – the Tata Zest. Does it manage to deliver what Tata so badly needs? Check Price of Zest

EXTERIORS ;

Tata Zest was designed with inputs from the company’s three different design studios – Pune (India), Conventry (UK) and Turin (Italy). Several designing processes were also carried out by the help of Jaguar Land Rover – company’s luxury vehicle divison, as more than 6000 engineers and technicians worked relentlessly and rigorously across five countries and eleven centres. All the aforementioned hard work resulted in the birth of a distinct and never-seen-before sedan in the form of Zest. Being based on a thoroughly modified X1 platform, The all-new styling of the Zest is based on its new design direction of ‘Confident Dynamism’. As far as the front fascia is concerned, it flaunts the all new company signature grille with the newly introduced ‘Humanity Line’. This front grille is complimented immensely well by the dual projector headlamps with chrome accents, which are standard for every variant, except the base XE. Moreover, the top-end trim XT also enjoys LED daytime running lamps. The front bumper boasts triangle shaped twin fog lamps and double slat air dam. Request test drive Zest in Cazprice

Coming to the side profile of the sedan, it has an enlarged C-pillar which makes the roofline a bit sloppy. The Zest has body colored ORVMs with blinkers and turn indicators, body colored door handles, and body colored bumpers as standard across the entire range of variants. The flared wheel arches have been bestowed with 15″ alloy wheels which, again, are standard feature and offered with each and every variant. At the rear-end of the car, the Zest is the first car in its segment to flaunt LED tail lamps. The whole tail lamp cluster is quite stylish and feature a wrap around design. The boot-lid gets a lot of chrome treatment, particularly around the horizontally positioned strip, company logo and model badging. Tata Zest is being offered with 6 vibrant colors – Buzz Blue, Venetian Red, Sky Grey, Dune Beige, Platinum Silver and Pristine White. In all, Tata has finally succeeded in carving out a niche sedan that is good looking, stylish and sporty. It won’t be an exaggeration to term it ‘The Best Tata Car’ till date in the exterior designing aspect.

INTERIORS ;

Now most of the Indian consumers wants maximum out of their cars interior because this is the place where most of them and their family would spend their time in. Tata has tried to make the interior look new and fresh and we must admit that the interior of the Tata Zest neat and and modern compared to other Tata Motors products.The first thing that catches everyone’s eye when they step inside a car is the dashboard, in the case of Zest compact sedan Tata has fitted a completely new dashboard which looks very modern and premium. Tata have used Java Black & Latte colors. The newly designed three spoke steering wheel looks new.In addition to that Tata also has highlighted some important bits with chrome which overall adds a very interesting and premium finish to the dashboard. The top end variants definitely gets lots of goodies like Harman touchscreen multimedia system with 8 audio speaker, Voice recognition and SMS readouts and even steering mounted controls. The top trim also gets automatic temperature controls which can be operated via the touchscreen interface.

Now coming to the comfort factor the seats definitely feels comfortable while the white colored leather seats make the interior feel plush and appealing. From the pictures it is quite clear that the rear seats has sufficient amount of leg room which will definitely be useful during long journeys but what you will lack are the storage spaces inside the cabin, there is neither any arm rest on the front or even in the rear seats which is bit disappointing though. However at the rear of the car you will get a 360 litre boot which can help you store lot of luggage’s but the Swift Dzire or the Honda Amaze provides even better boot space.The base XE trim gets lot of important goodies like tilt adjustable power steering, air-conditioner with a heater option, front power windows, manual central locking and foldable key but unfortunately you won’t be getting any audio system with this trim. While the top end trim gets Automatic climate control, Multifunction steering wheel with voice command, Rear parking sensors, Electrically adjustable wing mirrors, Driver seat height adjustment, Harman music system with 8 speakers which supports

PERFORMANCE ;

The Tata Zest is offered with the tried and test 1.3-litre Quadrajet diesel engine which produces the same output as it used to earlier. This engine is sourced from Fiat and is also popularly called as the “National Diesel Engine of India”. While offered with a 5-speed manual earlier, it now also gets paired to a 5-speed AMT automatic gearbox, making the Zest the cheapest diesel automatic in the country and also the only diesel automatic car in its segment. The bigger news is the new 1.2-litre Revotron petrol engine, which has been developed by Tata Motors in conjunction with AVL. It’s the first and only turbocharged petrol engine in its class.The 1.2-litre Revotron turbo engine uses an alloy head and a cast iron block, it belts out 90 PS at 5000 RPM and 140 Nm of torque at as low as 1750 RPM (up to 3500 RPM). The Zest gets a clutch lock and once you start the vehicle, you will really appreciate the low NVH levels, the motor is super refined with no vibes at all. In fact, the NVH is so good that at speed with the audio system playing, you can’t hear much of road, tyre or wind noise. Drivability is where the 1.2T Revotron mill truly shines, it offers an excellent low and mid-range punch but lacks top-end thrust. There is no turbo lag and performance is instant too, with power delivery being linear. The engine doesn’t rev quickly though and you do have to work the gearbox for quick overtakes, more so if the RPM drops below 2500 RPM in higher gears (4th and 5th).

So for instance, driving at 90 km/hr in fifth and you stand on the pedal, the motor does take its time to pull, clearly fifth gear is for cruising. Redline comes in just under 6000 RPM with the tacho glowing red once you whizz past 5500 RPM. 100 km/hr comes up in third gear with the tacho ticking in at around 2300 RPM in top gear at the same speed, so the engine is relaxed when you want to maintain cruising speed on the highway. Tata Motors has tested the engine for 3 lakh hours and there are many highlights of this powertrain – 10% faster than the closest rival, highest power and torque density in it class, 23% better peak torque than the closest rival. The engine doesn’t sound sporty but you can hear the turbo whistle. This is not the motor which will put the tarmac on fire as it’s not tuned for high revs but drivability is its forte. Still, it does cut off smoothly when it hits the redline (like European cars) and doesn’t feel jerky there.While accelerating, if you lift off, the RPM doesn’t drop quickly, it increases a bit and then falls very slowly. First gear is good for 50 km/hr while second will see you do 90 km/hr. The engine won’t rev more than 5000 RPM in neutral. The Revotron engine also has a first in class drive mode selector (developed with Bosch), you can choose between Eco, City and Sport. By default, the car is in City mode and a touch of a button on the centre console changes the mode (which is reflected on the 2.5-inch display on the instrument cluster). This change happens on the fly and the Eco mode is aimed at mileage, the Sport mode boosts performance marginally while the City mode gives you the best of both (the throttle response is altered). You can feel the power trailing off a bit in Eco mode while the accelerator feels more instant in Sport, the 0-100 km/hr timings reflect the difference in different modes and the same is significant. The 5-speed gearbox offers smooth shifts and the clutch is light too. We can expect a mileage of 13-15 km/l from the petrol Zest.

DRIVING DYNAMICS ;

The final area where huge strides have been made is the chassis and suspension. Without getting into too much detail, what you need to know is that Tata has managed to find a sublime balance between ride and handling; perhaps even the best in this class. Drive it over any manner of road blemish and it will flatten it out impeccably, and quietly. Even big potholes hardly faze it. Road shocks are cushioned brilliantly and the sense of calm in the cabin even on a really bad surface is amazing for a car in this segment. The only time it comes close to being caught out is when you drive it quickly over large road undulations, at which point, it may pitch a little at the rear. Under very hard braking too, the rear can get a bit unsettled

Amazingly, the relatively heavy and tall Zest darts around corners quite capably too. Its wider tracks help it feel more planted than an Indica, and the body movement is very well controlled for a car that seems to ride quite high. Yes, there is a bit of body roll but the overall balance of the chassis doesn’t make it an issue. The new electric steering unit, borrowed from the Nano Twist, also works really well. It’s pretty accurate and the ‘active return’ feature does subtly make things easier on the move. At speeds, the steering does feel a bit light but doesn’t take confidence away from the driver.

SAFETY ;

The Tata Zest uses a baked hardened steel in its construction. It gets front and side crumple zones along with protection bars for rear passengers. Safety equipment includes dual front airbags, ABS, EBD and Corner Stability Control (CSC). The Zest feels strong, the doors close with a reassuring thud and the thickness of metal is good too. However, the vehicle isn’t tested by Global NCAP yet and we can only comment on the safety of the vehicle after a crash test rating has been given to it. The company has crash tested the Tata Zest at its own facility and it meets Indian regulations.

VERDICT ;

It must be said that Zest is probably Tata’s best and well coveted attempt to target most sort after compact sedan segment. It actually breaks away from what we Indians are used to seeing in Tata Motors product portfolio till date as this sedan brings forward the company’s latest design philosophy and engineering to conquer competition. In sheer performance, the petrol is the one that impresses the most while the availability of an automatic in diesel is definitely going to attract a great number of seekers. The attractive pricing at which the company has launched the Zest into the market, will surely pull a lot of customers towards it, especially when it comes to the first-in-segment diesel automatic variant.

 

 

Toyoto Etios Specifications & Transmission

OVERVIEW ;

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

EXTERIOR AND LOOK ;

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.

INTERIOR AND SPACE

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.

ENGINE AND PERFORMANCE ;

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.

RIDE AND HANDLING ;

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.

SAFETY AND FEATURES ;

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

VERDICT ;.

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

OVERVIEW ;

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.

EXTERIORS AN STYLE ;

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.

INTERIOR AND SPACE ;

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.

ENGINE AND TRANSMISSION ;

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).

RIDE AND HANDLING ;

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.

BRAKING AND SAFETY

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.

BOTTOMLINE ;

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