Tata Tiago Hatchback Review & Test Drive


Tata Motors tasted success in the private car segment with the Indica when it was launched in 1998. The vehicle continues to be sold today but there was no replacement for it in spite of the Vista and later the Bolt coming along. This is solely because the Indica is largely sold to the commercial segment like fleet operators and thus isn’t appealing to private car buyers anymore. To fill this void, the company has developed an all new car which sits between the Nano and Bolt. Its most ambitious project of late, the Tata Tiago has been developed from scratch in just 3 years. After seeing it camouflaged since months and referring it to as Kite (codename), we finally get behind the wheel of what could be a game changer for the Indian auto giant. Get On Road Price of Tiago in Carzprice


Tata Motors has designed the Tiago with utmost diligence and have kept in mind that it is distinctly different than the Indica, but has even retained the essence and utility. It is not too sane (like the Indica was) nor too curvy (something like the Hyundai Eon is). In fact, it is the right mix of simpleness and boldness and this is where the Impact design language comes into the picture. Right from the time the Tata Tiago images have surfaced (much before the launch), there has been a great anticipation with the hatch. It has a wide mesh grille in the front section that flows into the swept back headlamps on either side. The lip spoiler holds the circular-shaped fog lamps. The side section of the car gets body-coloured door handles and ORVMs with turn indicators installed on them. There are a couple of defining character lines on both the sides, with one of them passing across through the door handles. The car rides on 13-inch alloy wheels. The rear portion is modern and houses wraparound but small tail light clusters and roof spoiler. The registration number plate is attached to the lower bumper and not at the tailgate. A total of six colour options are available. But out of all the Tata Tiago colours, the Peppy Orange may be the best. Book test drive for Tata Tiago in Cazprice


The interior theme of the Tiago mimics that of its elder siblings, the Zest and the Bolt. Tata has spent a lot of time maximising cabin space and improving the quality — it does show.Amongst the first things you notice when you enter the cabin is the soothing black-grey theme that envelopes the dash. Tata tells us they have bid goodbye to beige for good, and we’re glad! The colour combo not only looks pleasing, but is easier to keep clean as well.The quality of plastics used in the interiors, especially on the top half of the dash is very, very good. There’s a dab of piano black on the centre console and on the surrounds of the side AC vents amongst other places. Tata says the side AC vents can be colour coordinated to the exteriors, which we think is a pretty cool touchA familiar Tata steering greets you as you get into the driver’s seat. The unit is chunky, feels good to hold, and gets controls for the audio and telephony. The wheel is fairly thick at the 9 o’clock and 3 o’clock position that lets one get a firm grip. The steering can be adjusted for tilt.The two-pod instrument cluster looks like a downsized version of the one on the Bolt. A multi-information display (MID) sits in the centre with the pods housing the tachometer and the speedometer respectively. The MID can be used to cycle through information like time, trip distance, instantaneous fuel consumption, average fuel consumption and distance-to-empty. The tachometer has a cool trick up its sleeve — the needle turns red as you reach the redline!

The hexagonal theme continues on the inside too with the centre console. It houses a pair of AC vents and the Harman developed music system. The music system is coupled to 8-speakers and the output is fantastic, to say the least. The music system is easily the best we’ve heard in a budget hatch. The system can also double up as navigation when paired with a smartphone. By downloading the ‘Turn by Turn Navigation’ app, the system shows driving directions on the LCD screen. Another cool addition is the Juke car app, that creates a WiFi hotspot to which 10 phones can connect simultaneously. This can be used to stream music. Both the apps are unheard of in this segment.The controls for the air-conditioner sit below the centre console. There’s no automatic climate control, but, to be fair, none of its rivals has it either. Unlike the Grand i10, there are no rear AC vents. That said, performance from the AC is acceptable.The front seats are well contoured and offer a decent amount of support. Headrests aren’t the integrated kind thankfully, like in the Celerio or the Grand i10. People with larger builds might have a small issue with under thigh support, and find the footwell to be a tad cramped. This apart, the front bench is a nice place to be. The driver’s seat gets a healthy range for height adjustment too, which, coupled with the rake-adjustable steering makes it easy to get into a comfortable driving position.

The rear bench is best suited for two people. Accommodating three people, although possible, isn’t recommended. Shoulder room is just about enough with two and non-existent with three. The leg space is generous by small car standards and the Tiago comes a close second to the Grand i10. The backs of the front seats are scooped out to liberate some more space for the knees.You’ll find a total of 22 cubbyholes around the cabin. There’s plenty of storage space around the gear lever and it gets pockets on all four doors to store water bottles. The glovebox is deep and gets a chilling function too, just like the Grand i10. There are also little thoughtful touches like a small hook on the lower half of the dashboard, that can hold up to 2 kilos of groceries.The Tiago features one of the best-appointed interiors in the segment. The fit, finish and build quality is now in the league of the segment leader, the Grand i10. Segment firsts such as the 8-speaker Harman sound system and the associated apps round the package off nicely. Overall, it has a well-packaged interior with just the right amount of features one expects at this price point.


Tata Tiago is likely to come available with the same powertrain options like its regular sibling, which include a 1.2 litre Revotron petrol engine paired with a 5 speed manual transmission and churns out 85 PS of peak power at 6000 rpm and 114 Nm of peak torque at 3500 rpm, while the 1.05 litre Revotorq engine does the duty under the hood of the diesel variant, which mated to a 5 speed manual gearbox generates 70 PS of peak power at 4000 rpm and 139 Nm of peak torque between 1800 rpm to 3000 rpm. The petrol and the diesel engine deliver the fuel economy of 23.84 kmpl and 27.28 kmpl of fuel efficiency respectively.Chevrolet Beat Activ is available in both petrol and diesel engine options, and it draws power from 1.2 litre SMARTECH petrol and 1.0 litre SMARTECH diesel engine, both of which gets mated to a 5 speed manual transmission and churns out 78 PS and 57 PS of peak power respectively, while the torque output stand at 106.5 Nm and 142.5 Nm respectively.

The 2016 Volkswagen Cross Polo comes with 1.2 litre MPI engine mated to a 5 speed manual gearbox which generates 74 bhp of peak power and 110 Nm of peak torque, while the 1.5 litre TDI diesel engine is paired with a 5 speed manual transmission and kicks out 88.73 bhp of peak power and 230 Nm of peak torque.The Toyota Etios Cross is powered by a range of engines which include 1.2 litre petrol engine generating 80 PS of peak power and 104 Nm of peak torque, a larger 1.5 litre petrol unit churning out 90 SP of peak power and 132 Nm of peak torque, and a 1.4 litre diesel engine which pumps out 68 SP of peak power and 170 Nm of peak torque.


Tata Motors has always found a good balance of ride and handling for its cars and the Tiago is no different. The suspension set-up is on the stiffer side (more so on the diesel with the extra weight) but the dual-path suspension and the tuning of the shock-ups is just right, ensuring even the worst of roads are dealt without ruffling a feather. Potholes or even jumping speed-breakers doesn’t affect the Tiago much and the ride quality is better on the petrol model but not by a mile. Straight line stability is good too and the vehicle remains composed at triple digit speeds, the Goodyear Assurance tyres offering surefooted grip levels.

The Tata Tiago has good handling with body roll being well contained but just like other Tata cars (UVs not included), understeer kicks in sharply once you up the speed through a corner. The understeer mostly comes up when you are driving fast around sharp bends with 75-degree plus turns, otherwise the car can be quite fun as the steering offers good feedback although it lacks some feel at the centre. The EPAS does centre quickly, thereby reducing effort when taking u-turns or parking. The brakes perform well to stop the car in its stride, no locking up thanks to Bosch’s 9th generation ABS with EBD, there is Corner Stability Control too.


In terms of the braking, the Tata Tiago comes with disc brakes on the front wheels and drum units at the rear and this fitting is standard across all the variants. However, only the top-end variants – XZ (both petrol and diesel) and XZA, get the addition of ABS along with EBD and corner stability control. Moreover, dual airbags are added as a standard feature across all the variants, including the base XB trims.


Tata has clearly put its heart and soul into the Tiago and the result is very impressive. The Tiago looks attractive, comes with plenty of equipment and has a cabin that could very well belong to a more expensive car. The Tiago is also designed to tackle our imperfect roads with ease and is an easy car to handle. Unfortunately, the lacklustre engines take much away from what is otherwise a well-rounded package. However, Indian buyers might be willing to make a compromise on the driving experience in return for good fuel efficiency. The petrol Tiago (in Eco mode) gives an impressive 23.5kpl and the diesel is even more fuel-efficient. What these figures translate to in the real world remains to be seen.

Hyundai Santa Fe Overview & Performance


Hyundai Motors is a South Korea based automobile manufacturer, which has some of the most luxuriant cars in its stable. Their vehicles have an outstanding design and refined technologies. Among its fantastic fleet, Hyundai Santa Fe is one of their elegant SUV series, which is being sold in three trim levels in the Indian car market. The company has now added a new infotainment system to this model series, which adds to the entertainment quotient of this fantastic utility vehicle. It is now available with a brand new 8-inch touchscreen display. As per the news, it has innovative features like flexibility of DVD and USB inputs, Bluetooth streaming, voice recognition and a total of six speakers. Apart from these, it also has Sat-Nav system with pre-loaded maps and certainly bigger screen for better experience. This vehicle is available in both manual and automatic transmission options for the buyers to choose from. The company is selling this model series with a 2.2-litre diesel engine as standard, which comes with a displacement capacity of 2199cc. This mill is based on a DOHC valve configuration and is capable of delivering a maximum power of 194.3bhp along with a commanding torque output. Its suspension is quite proficient that assists in keeping the vehicle stable. The braking system is also reliable and it is further enhanced by anti lock braking system along with electronic brake force distribution. In the Indian car market, this sports utility vehicle is a tough competitor of Chevrolet Captiva, Toyota Fortuner, New Skoda Yeti, Isuzu MU7, Mahindra Ssangyong Rexton and Honda CR V. Get Ex Showroom Price of Santa Fe in Carzprice


The Santa Fe is offered as two individual models – the two-row, five-passenger Santa Fe Sport, and the three-row, seven-passenger Santa Fe. Both bring unique styling, most noticeable up front, with the three-row Santa Fe bearing upright fog lights and five slats in the grille, and the two-row Santa Fe Sport using horizontal fog lights and three slats in the grille.The 2017 refresh also brings a slight tweak to the rear fascia design, plus new taillights and dual exhaust outlet.On the sides, you’ll find new rocker panel trim, integrated silver accents, and exterior side-view mirrors with a standard heating function. Wheel designs are new as well, with 17-, 18-, and 19-inch alloys.The redesigned headlights now get LEDs for the daytime running lights, while the three-row Santa Fe is offered with available LED fog lights. An automatic on/off function for the headlights is standard.Finally, there are two new hues when it comes to paint options, including Nightfall Blue for the Santa Fe Sport, and Storm Blue for the Santa Fe. Request test drive for Santa Fe in Cazprice


Step inside and you can see great strides in cabin quality. Not because the new car’s interior is that impressive – fit and finish still lags that of the Germans’ – but because it is light years ahead of the current car’s rather old-fashioned, plasticky interiors. After you adjust the 12-way electric driver’s seat to get perfectly comfortable, you find yourself in familiar surroundings if you’ve driven a modern Hyundai before. A lot of the switchgear is carried over from other Hyundais, while the dashboard and the centre console, with its ‘hour-glass’ shape, are similar to the design in the Elantra. The Santa Fe, however, gets a seven-inch TFT LCD touchscreen through which you can access all the various functions. On the India car, GPS navigation is expected to be standard and Hyundai may also give a two-tone beige interior to suit Indian tastes. The Santa Fe’s equipment levels are expected to be best in class like most Hyundais these days. It will come with all the goodies and some more. Hyundai is likely to introduce its Smart Park Assist system and there’s even the option of a self-leveling suspension.

The front seats have loads of seat travel so tall people can stretch out, but the seats aren’t too supportive and could do with a bit more bolstering. Move to the middle row and decent legroom, a generous squab and adjustability of the seats make the Santa Fe a good SUV to be chauffeured in.The one-touch control to drop the second row seats, which have a 40/20/40 split, is really hassle-free. This gives quick and easy access to the third row, which is spacious enough for adults, but just for short trips. The 50/50-split third row folds flat into the floor to offer 534 litres of luggage space. And if you have really bulky items, you can go upto 1,615 litres by flipping the second row forward as well. The well thought-out cabin, which majors on practicality and versatility, is a strong point of the Santa Fe, especially in a market where seven-seat SUVs are increasingly popular.


There will be three options offered to the customer, there is one manual transmission variant and two automatic transmissions. The engine in all three is the same, a next generation R series engine that has been worked on to enhance efficiency, reduce friction and provide better NVH than before. So the engine is the new 2.2-litre CRDi unit that delivers 197Ps of max power and two torque outputs. In the manual you get 420Nm of max torque but the automatic gets around 16Nm more, both between the same 1800-2500rpm. The new generation common rail direct injection diesel displaces 2199cc and its a quick and responsive engine. Having said that I must also comment on the noise within the cabin, despite the claims of NVH being up to date, you can definitely hear enough of the diesel engine clatter. An electronically controlled variable geometry turbocharger kicks in early enough to ensure power delivery is linear and immediate.Where efficiency is concerned, Hyundai claims 14.74kmpl for the manual and 13.01kmpl for the AT, these being ARAI figures. 1800bar rail pressures pumping fuel through piezo-electric injectors, the electronically controlled variable geometry turbo, swirl control valves and and electronically controlled EGR ensure that the fuel efficiency is optimised.

Both transmissions however have six forward ratios and the automatic adds a manual shifter to the equation. So the automatic is remarkably easy to drive. Even the automatic shift quality is surprisingly agile and not slow. Power is derived instantly and acceleration as a result is brisk and hurried.On the chassis front there have been several updates giving it a more secure feel. A MacPherson strut at the front and multilink suspension at the rear gives it better dynamics than before. There is still a fair amount of body roll but what I did like is that it is well controlled and measured. Never did the Santa Fe feel like it was losing comfort or getting too hairy. Of course there are a host of safety nets to reign you back in but still its a very decent handling SUV.With the chassis also come a few other changes. The steering for instance can be set up to match the effort you want to put in. So a comfort mode makes the steering light for urban duties, a normal mode adds some more weight while a sport mode significantly increases resistance in the steering feel while also making it more precise.

On the drivetrain front the manual transmission variant is available only as two wheel drive with torque applied to the front wheels. The automatic has two options, there is a two wheel drive and a full time four wheel drive variant. The four wheel drive variant I drove largely employs 2WD in normal driving cycles. However when the need arises in slippery tractionless conditions, torque is spread between all four wheels to enhance stability and get you out of tricky situations. A host of other driving aids also come in to play such as a traction control system, vehicle stability management and electronic stability control. You also get hill start assist and hill descent control, the latter if which can be activated through a button on the dashboard.


The car maker has given this vehicle a proficient braking mechanism, which is further augmented by anti lock braking system along with electronic brake force distribution. The front wheels of this Hyundai Santa Fe model series are equipped with a set of ventilated disc brakes, whereas the rear wheels get conventional set of solid drum brakes. The 4WD AT trim is equipped with hill start assist along with down hill brake control function also. On the other hand, its front axle is assembled with a McPherson strut, while its rear is fitted with a multi-link type of mechanism. The high end trim is bestowed with electronic and vehicle stability management function that adds to the driving comfort. The cabin is incorporated with a power steering with flex steering function, which helps in customizing the steering wheel according to the driving style of the person. Then the advanced traction cornering control system distributes the driving force braking power to all four wheels. This steering wheel supports a minimum turning radius of 5.35 meters, which is rather good for this class. It comes with tilt and telescopic adjustable function, which makes it easy to handle even in peak traffic conditions.


Santa Fe gets a host of safety features such as dual front airbags, front side airbags, curtain airbags, ABS with EBD, electronic stability control, vehicle stability management control, brake assist, rollover sensor, rear view camera with touch audio display, rear parking sensors, height adjustable front seat belts, engine immobilizer shift lock system, child seat anchor and speed sensing auto door lock.


The new third generation Santa Fe is a great product and impresses in each and every department. The fluidic design makes it look quite sporty and the comfortable and luxurious interiors will appeal to most. The large list of features on offer and abundant safety features are more than enough to have anyone convinced. Besides, its true SUV character is bound to impress the off-road junkie. Hyundai is offering a 3-year, 1-lakh kilometer warranty with service intervals at 10,000 kms. It is also superior to its Japanese rival in every respect but does it have the goods to find many takers? As a product, definitely yes but there is a catch. Hyundai has priced it quite optimisticly and that could be a turn off factor for many. But the Santa Fe is Hyundai’s flagship model in the country and it’s all about the pride. The pride of getting one up on the Japanese and a fitting reply it is, that the Koreans are closing in and mean serious business.

Hyundai Grand i10 Price In Hyderabad



The Hyundai Grand i10 was launched in global markets as a successor to the i10 but both the models continued to be sold along side each other in India. The Grand i10 has been extremely successful for Hyundai and it is also one of the top 10 selling cars in the country. Hyundai has now given the hatchback a mid-life facelift that brings in refreshed exteriors, additional features on the inside and a revamped diesel engine. Check for Grand I10 price in Hyderabad


Hyundai designs its cars brilliantly and the Grand i10 is no different. The Grand i10 follows Hyundai’s elegant Fluidic design language strictly. The car looks beautiful, elegant and premium than any other car in its segment. The Grand i10 matches the design of its bigger cousin Hyundai i20 closely but is more compact than i20. The Grand, as the company likes to call it, is focused on the youth of the country and it does not disappoint. The elegant-looking vehicle has sculptured bodylines, which makes the car very soothing to look at. The subtle crease, which starts just before the front door and connects to the tail lamps, makes the car elegant while the strong-shaped crease on the bottom of the front and rear doors makes the car look very aggressive. Following the Hyundai design language, Grand i10 gets sweeping headlamps, making the front fascia very strong. The fog lamps have been placed very conveniently in the especially-designed dams with black inserts to give it a manly look.  Request test drive for Hyundai  Grand I10 in Cazprice

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


At launch, the older Grand i10 was one of the most feature-rich cars in its segment and for the price. With time, however, these features were available in other cars and for much less. Hyundai though has clawed back some of its lost ground. The new Grand i10 comes with a 7-inch touch-screen infotainment system which has Apple CarPlay, Android Auto and MirrorLink. The system is easy to use and the only missing link there is an in-house navigation menu. However, this should be taken care of by the aforementioned apps. There is still 1GB of music storage within the system.

The steering wheel is new too and has a different pattern for the buttons with audio volumes to the left and others menus to the right. The buttons themselves are new too. The voice command option though will work only if you have connected your Android or Apple phone via USB. I would have preferred the simple idea that Maruti uses in the Baleno and other cars. Features that would have made the Grand an even better car will be height-adjustable seat belts, a centre armrest for the front seat occupants and a telescopic steering wheel. Other niceties that are carried over from the earlier car are a chilled glovebox, rear AC, automatic climate control, and power foldable and adjustable mirrors. The mirrors will also automatically close once you lock the car and unfold when unlocked. Neat! I however think that Hyundai should offer dual airbags as standard instead of just the driver airbag on all the models. Similarly ABS is available only on the top-spec Asta trims, which again in my opinion is a complete miss. If Hyundai could have gone the Maruti way by offering safety kit even as an option right from the base variants, it could have made much more sense.


Pop the hood and it reveals the all-familiar, 1.1 litre, diesel engine which fills up the engine bay nicely. A three-cylinder affair, it does clatter when cold, but things settle down once it is warmed up. Besides, things fade away further upon rolling up the windows, which tells us that Hyundai have lavished some attention on the NVH characteristics as well. This oil burner produces about 70bhp of power and comes with a five-speed manual transmission.

The power & torque characteristics of the motor, coupled with the smooth-shifting five-speed gearbox are the ideal combination for the urban grind. There’s enough power on tap throughout the rev-range, with additional pull being only a down-shift away. The Hyundai Grand i10 darts around traffic with a certain eagerness that’s most endearing. Not once did we feel the need for more power when doing the cross-city runs and even the occasional inter-city, highway runs. Yes, with the latter, one does have to be a bit careful, particularly if it is a trip full of long straights.

The engine will quickly run out of steam in the higher part of the rev range, but she’d have given the driver enough warning to slow down to respectable speeds by then. This is the ideal urban commuter and will be more than happy to do the weekend highway runs, provided you don’t ask her to run with the big boys.


The ride quality is pliant & the car handles bumps rather maturely. She’s a little out of her element when faced with quick directional changes, but make no mistake. She’ll pull through whatever you throw at her, just not in the most graceful manner, that’s all. The steering feedback sadly is still the typical Hyundai legacy affair & no matter how much time I spend behind the wheel, I still haven’t gotten used to it. The glaring lack of feedback is disappointing & takes away a lot from an otherwise solid city runabout package.


Talking about the safety features, the facelift Grand i10 gets advanced safety features like Rear Parking Assist System with Dual Airbags, ABS, Reverse Parking Sensors and newly introduced Rear Parking Camera which displays all the output on the newly added 7.0 Inch touchscreen monitor.


Totally loved the Grand i10 when we had one in our long term fleet and with this update, Hyundai has refreshed the car nicely. The new diesel engine is very good for the segment and even though it still is a 3-cylinder unit, I think it offers very good performance and efficiency. The Grand also has an excellent ride and is pretty easy to drive. The interiors boast of excellent quality materials and even the fit and finish of exterior panels is better than most rivals out there. For me, the Hyundai Grand i10 is easily one of the best city hatchbacks around.


Merecedes Benz AMG C43 Class Overview


The current generation C-Class has been with us for nearly two years and has been one of the best cars in its class. The last generation C-Class lacked certain qualities one expects from a Mercedes-Benz and made you feel like you were sitting in the cheapest car in their lineup. So when Mercedes went back to the drawing board, they drew inspiration from the best car in their lineup: The S-Class. That inspiration is very noticeable from both inside and out where the C-Class bears a strong resemblance to the S-Class. Check for review, features & price of Merecede Benz Cars

Apart from fixing the C-Class’ obvious shortcomings with its styling and interior, Mercedes sought to outperform its rivals in the performance department. AMG is Mercedes’ in-house tuner and has created flashy high-powered machines for Mercedes for the better part of nearly the last three decades. In order to bring the AMG feel at a more accessible price, Mercedes has added the AMG 43 model to several models in its lineup such as the C-Class. The AMG C43 is supposed to capture the styling, dynamics and feel of its V8 brother


Mercedes has tried to make the new C43 as sporty as they could and the fresult is right in front o0f you. The C43 AMG gets all the styling characteristics of the AMG which makes it instantly recognisable that it is a part of the AMG family. The typical AMG front apron with bigger air vents, diamond mesh and silver chrome trim. The diamond radiator grille now features chrome plated pins, the louver gets which has been finished in Gloss black colour gets the AMG lettering as well. The side profile of the coupe gets lightweight alloy wheels. Towards the rear the Coupe features chrome plated twin tailpipes with centre divider. The rear profile also gets the “AMG” (left) and “C 43” (right) lettering on the boot lid and also the new “BITURBO – 4MATIC” lettering on the front wings. Get Ex Showroom Price of Benz AMG C43 in Carzprice


The interiors of Mercedes-Benz C-Class AMG C43 4MATIC feature AMG line interior trims with open pore black ash wood and door sills with “AMG” lettering illuminated. The seat matrix features sports seats for the driver and co-passenger provided with electrically-adjustable feature and memory function for the convenience of regular users, and the seat upholstery in Nappa leather upholstery. The comfort and luxury convenience of the occupants has been enhanced with Thermotronic 2-Zone automatic climate control, and infotainment system with 7” high-resolution media display and music system with 4 high-resolution loudspeakers delivering high quality of audio output.


Well, that pattern extends squarely to the performance department as well. The C 43 AMG runs a 3-litre twin-turbo V6 that makes 367PS and 520Nm. That’s two cylinders, 143PS and 180Nm down on the C 63, but two cylinders, 183PS and 220Nm more than the standard C200. And straight away, I can tell you that this engine is my favourite part of the C 43 AMG. Many write about how turbos blunt throttle response, but not once did I think, “Oh, I wish the engine’s responded faster to my right foot.” In fact, in the Sport +, the raciest of all the modes I had to make a conscious effort to smoothen out my throttle inputs. Then there’s the beautiful power delivery. Performance is strong from as low as 2,000rpm, and it just builds and builds till the needle slams into the 6,500rpm redline. I guarantee that you will repeatedly run into the rev limiter the first time you drive this car hard in manual mode. Power gets so addictively strong at the redline, and accompanied by that sweet 6-cylinder roar, you simply can’t help it! If only there were 500 or 1,000rpm more to play with, what an epic motor this would be. Wishful thinking, but still engine performance is nothing short of stunning. We recorded repeated 5.0s 0-100kmph runs, and top speed is limited to an easily achievable 250kmph. While I mentioned that the exhaust sound is enjoyable at the redline, at start-up and lower revs it lacks the bigger AMG’s volume and also doesn’t pop or burble quite so dramatically. That may disappoint some but it makes the car calmer and more comfortable to live with at low speeds. Get offers & discounts on Merecedes Benz AMG C43 Class

There are five driving modes as well as individual control over engine and suspension settingsThere are five driving modes as well as individual control over engine and suspension settingsLike the GLE 450 AMG Coupe that shares this motor, the C 43 uses a 9-speed automatic transmission. AMG says they’ve increased speed and responsiveness, but the transmission doesn’t work quite the same magic as the engine. Shift speeds are quick enough, but I found that the gearbox lacks the on-edge reactiveness and responses that the engine deserves. It’s fast, but not dual-clutch fast. In the enormous GLE 450, this didn’t matter because it’s not the type of car you push too hard, but the lighter, more agile C 43 encourages flat-out driving and that’s where you start to notice the gearbox.


The C43 features AMG RIDE CONTROL sports suspension. Towards the front the coupe gets four-link front axle which gets all the components optimised in terms of rigidity, the rear profile gets multi-link rear axle. All these setup helps the cars overall agility and also improves the dynamics as well. The driver will also benefit from reduced body roll, higher lateral acceleration and better traction. The driver can further select the automatic adjustable damping system’s three suspension modes which includes “Comfort”, “Sport” and “Sport Plus” modes. The driver also further gets assists of the speed-sensitive sports steering.For stopping the Coupe relies on a internally ventilated compound brake discs, perforated towards the front which has a diameter of 360 mm, while the rear gets 320 mm discs.


The braking system of C-Class AMG C43 4MATIC features adaptive brake system with anti-lock braking system and brake assist system with servo brake assistance for emergency braking. The safety features offered include front and side airbag for the driver and co-passenger with thorax protection, window airbags for the driver and front passenger, and curtain airbags for the rear seat occupants. The passenger seat occupant detection, Pre-Safe system with reversible belt tensioners, glove compartment with emergency lockable key and electronic immobilizer are featured for safe usage and prevention against theft attempts.


Middle ground is a space appreciated by a lot of folks. Not everyone wants extreme performance, but many aspire for more than the ordinary. The C 43 AMG straddles this space well, especially in an age where a C 63 AMG costs over Rs 1.7 crore on-road in Mumbai (Maharashtra takes about 25 per cent of your luxury car’s value, but we’re not quite sure where it’s being spent, but it certainly isn’t on the roads). Similarly, the C 43’s enticing ex-showroom price of Rs 73.6 lakh shoots to Rs 98 lakh on-road in Mumbai. Nevertheless, at this price, you get a sports sedan that is far more luxurious and refined than a CLA 45 AMG but also costs a lot less than a full-on super saloon. It’s not the ultimate driving machine, but on the right road it’s a proper laugh, and aside from the Audi S5 Sportback, there isn’t much else at this price point.

Ford Figo Facelift Review


Ford’s breakthrough model in the domestic market, Ford Figo hatchback is as refreshing as the first generation version. Talking broadly about the overhaul, this version looks a lot better than the predecessor featuring relatively chic styling identical to its sedan twin Aspire. Underpinning the same platform, Figo hatchback could be referred as the boot-less version of Aspire. Up front the similar Aston Martin-esque radiator grille is notably conspicuous. Moreover the side view and rear profile all bear similarity to the sedan version. Interiors appear largely same as Aspire with subtle changes, differentiating it from the latter. Even the equipment embedded inside the cabin are akin to the ones stuffed in Aspire. Power generation is done by the same set of engines serving in Aspire including 1.2 litre and 1.5 litre gasoline engines and one 1.5 litre diesel powerplant. There are two transmission choices which comprises of one manual and one automatic gearbox. Rivalling the likes of Maruti Swift, Hyundai Grand i10 and Nissan Micra, Figo hatchback is the one upper in terms of pricing. That said, the Ford Figo price in India is tagged very competitively.


The Ford Figo 2017 does not share anything with the earlier model and is an all new car. It is based on Ford’s Kinetic design 2.0 language and the theme is identical to other new generation cars from Ford. A robust passenger cage made from high strength steel is a part of it. The Ford Figo 2017 also offers driver-side airbag as standard, across all variants. Ford has given a lot of emphasis on passenger safety. In fact, the Ford Figo 2017 is the only car to offer upto six airbags in its top line variant. Thus it distinguishes itself from others cars in its segment

The new Ford Figo 2017 stands out as one of the best looking hatchbacks in the country, clearly. The large dominating trapezoidal front grille, instantly reminds you of Aston Martin. It has chrome highlights and elongated headlamps look good adding some premium feel to it. Diagonally from the front it also resembles Fiat Punto Evo, as the headlamps are strikingly similar. The side looks well balanced with a slightly tapered windowline. The Ford Figo 2017 has a slightly tall stance due to the high window line. It comes with 14-inch alloy wheels, which do look small in comparison to the car. ORVMs have turn indicators on them. The rear portion is pretty neat and simple and integrates well with the overall look. The boot looks sporty and has a spoiler that adds a subtle flair.


As opposed to its immediate competition, the Hyundai Grand i10 and the Maruti Suzuki Swift, the Figo is relatively longer, and it shows on the inside too. Seats are comfortable and supportive enough. Knee room for passengers at the back is in plenty thanks to a best in class wheelbase of 2,491mm. The shoulder and leg room though is a bit compromised due to the large transmission tunnel at the back. The extra bit of space for the passengers at the back has resulted in a smaller boot. In fact this 2015 Figo has smaller boot space than its predecessor. There are quite a few cubby holes to store bottle and knickknacks.

The dashboard of the Figo is similar in every detail to the Figo Aspire. But the silver and grey combination on the hatchback looks a lot better than the black and beige on its larger sibling. Use of a lighter color scheme has also made the cabin feel airy. The V-shaped center console is in line with Ford’s design philosophy. We particularly loved the instrumentation – it not only looks good but is also easy to read and informative; a rare combination to find nowadays.

Ford deserves to be applauded for giving driver side airbag as standard figment across variants. The second variant, Ambient, upwards all trims get dual airbags with a maximum of 6 in the top-end trim. ABS and EBD though is only offered in the top two trims. Safety aside, the Figo offers a lot on terms of features including, Bluetooth, AUX, USB connectivity, keyless entry, climate control and more. The Ford MyKey, MyFord Dock and the Sync Applink are other first-in-class features.


Ford is offering the same set of engines on the new Figo which do duty on the Aspire compact sedan. So petrol duty is taken care by a 1.2-litre unit that generates 88 PS and 112 Nm, matched to a 5-speed gearbox. This motor has good low-end pep but isn’t the most urgent when you get out on the open road. There is another petrol engine on offer, the bigger, more powerful and excise duty unfriendly 1.5-litre unit, only matched to a 6-speed PowerShift automatic gearbox. Producing 112 PS and 136 Nm, the real highlight is of course the gearbox which is a dual-clutch unit and thereby offers quick shifts and is very responsive to throttle inputs. It can be felt changing cogs at low speeds, the mill having good low-end performance, upshifting under 2500 RPM when driven normally. There are two modes – D and S, the latter inducing some more josh in the Figo. One can also shift gears manually using the lever mounted buttons, the cluster also displaying the gear position in Sports mode.

The 1.5-litre petrol engine has good performance for the city as the autobox makes driving in stop-go traffic a breeze, something we really appreciated in the crowded city of Agra. The motor does become vocal in the top-end, redlining under 6500 RPM. Getting to 100 km/hr at full pelt requires third gear while at the same speed in top gear, the motor spins at 2500 RPM, being quite loud. While ARAI mileage figures for the petrol models are 18.16 km/l (1.2L) and 17 km/l (1.5L) one can expect 14.5 km/l and 13 km/l for the manual and automatic respectively, mileage dropping to around 12 km/l with a heavy foot. The diesel engine is the tarmac scorching 1.5-litre unit which thrusts out a segment best 100 PS and 215 Nm, again identical to the Aspire whose performance we have praised endlessly.

Low-end poke is plenty, lag is very well contained and the shove is so strong that at times you end up with a lot of wheel-spin. The motor has good city drivability and once out on the highway, this engine makes you grin ear to ear, the zest with which it picks up speed is truly fantastic, no hesitation in getting past the 150 km/hr mark. Aiding the fantastic mill is the smooth shifting 5-speed gearbox and light clutch, making easy work of driving. NVH levels are good too (slight diesel drone is present) and the ton comes up in under 10 seconds (being slightly lighter than the Aspire, it’s marginally quicker too), requiring at least third gear while at the same speed in top gear the needle hovers around the 2300 RPM mark, one nudge on the big pedal and overtaking is done in an instant. The ARAI rated mileage is the best in the segment (25.83 km/l) and after having tested the Aspire’s fuel economy, the new Figo should easily deliver around 18-20 km/l in the real world.


The last Figo aced this section of our test, so it’s a bit hard to break the news that the new one isn’t quite as special in the handling department. There is some un-Ford-like slack at the steering and it doesn’t feel quite as sure-footed as the last one did around the corners. But that’s not to say the Ford isn’t nice to drive, because dynamics are actually good by class standards. The steering has decent weight to it (it feels better calibrated than the Aspire), high speed body movements are well contained and the brakes offer great feel and stopping power.

Straightline speed stability is also really good. However, at slower speeds, the Figo tends to feel a bit stiff-kneed on all but the smoothest city roads. The small 14-inch tyres also get swallowed by large potholes. The suspension does work quietly and bump absorption is generally good, but that little bit of Ford magic is missing on this Figo.What is noteworthy though is that Ford seems to have addressed the bottoming-out issue that plagued the old Figo. Ground clearance on the new Figo is actually a class-best 174mm.


Ford has nailed it when it comes to safety. No one would have ever imagined that in our country a carmaker would offer six airbags in a hatchback priced under Rs. 10 lakhs. Ford is also offering a driver side airbag as standard across all variants. No doubt the new Figo is the safest car in its segment and future-proof. That’s not it, the car also comes with traction control, stability control and hill hold assist with the automatic transmission variant. Ford is targeting rural markets as well with the Figo and is promising a competitive maintenance cost along with 24/7 roadside assistance and 2 year/1,00,000 kms warranty.


The Ford Figo surely stays towards the top in the list of some popular hatchbacks of India and this new generation hatchback helps to raise the popular quotient even higher. The new generation hatchbacks comes with a new and improved styling which surely seems to have worked in favor of the hatchback while it also gets plenty of features as well which are never seen on a hatchback before. The Figo also excels in the drivetrain department as well and offers one of the most powerful petrol engines in its segment while Ford has taken no chances either in terms of safety as well and thus even the base petrol variant also gets driver side airbag which is pretty impressive.

Overall this is complete package that you will get for your money and I am sure this new hatchback will be appreciated in the Indian market which is considered as one of the toughest market of the world.

BMW 6 Series Features & Specifications


The BMW 6 Series is currently in its third-generation and went through a minor update for the 2015 model year. Just recently our photographers caught the next-gen 6 Series Coupe doing some real world testing, and just weeks later, we finally got our hands on shots of the next-gen 6 Series Convertible. The exterior of the next-gen model will change a little to freshen things up, but the real news is what’s happening below the skin. The new 6 Series is expected to shed a few pounds in the chassis department, get some new technology on the inside, and get a healthy selection of powerplants that will produce enough power to keep competing models like the Mercedes E-Class Cabriolet and the Audi S5 Cabriolet at bay. Check On Road Price of BMW cars in Carzprice


You don’t need to stare for long to realise that this is indeed a gorgeous looking car. Compared to Chris Bangle’s dreary treatment on the outgoing 6 Series, the new one looks far more exciting, to say the least. Gone are the drooping headlights and morose facial expressions, to be replaced by something that is very pleasing to the eye.The new BMW 6 Series Coupe undoubtedly has a more commanding presence and athletic elegance to it, and the new model’s extra length (4894mm) and width (1894mm) over its predecessor combined with a 5mm lower height has given the third generation model a lustworthy silhouette. Get Ex Showroom Price of BMW 6 Series in Carzprice

While those neat kidney grille slats emphasize the coupe’s sporting demeanour, the sweeping bonnet flanked by those marvellous looking bi-xenon headlamps and the optional LED foglamps below them endows the car’s front end with a new lease of life. Compared to the eyesore-ish and disjointed rear styling on the previous generation model, the back end of the new BMW 2-door coupe needn’t demand your attention – it will just get it. Very clever interplay of LED, chrome and crease here. Need I even mention twin aluminium exhausts?


It’s unlikely you’ll find much to complain about when you step inside the 6 Series. Even base SE cars get leather upholstery as standard that covers the seats, dashboard and large chunks of the doors. Add in attractive trim pieces and controls that work precisely, and you’ve got an interior that befits the car’s purchase price.Regardless of your size, you should be able to get comfortable in the standard electrically adjustable seats. That said, we were disappointed to see that lumbar support is an optional extra on most models in the range. It’s also worth knowing that the pedals are offset to the right, although this doesn’t prove uncomfortable.

Front visibility is good although you are aware there is a very long bonnet in front of you. Rear visibility isn’t as bad as some coupes but you’ll be glad there are front and rear parking sensors as standard.Once settled, you’ll find all of the major controls fall easily to hand, including the rotary dial for the iDrive infotainment system. This controls a high definition 10.2in screen with a DAB radio, Bluetooth connectivity and sat nav. If you want Apple CarPlay, that’s an optional extra unfortunately. At least the menus are logically laid out while the dial control is far easier to use on the move than a touchscreen.


The 6-cylinder power plant is the same 3.0-litre, in-line motor that has a displacement capacity of 2993cc integrated with a latest generation common rail direct fuel injection technology. A multi-stage turbo charging unit features variable turbine geometry. This enables in generating a maximum power of 313bhp at 4400rpm that yields in a hammering torque output of 630Nm between 1500 to 2500rpm. The car maker has paired it with a sophisticated 8-speed steptronic sport automatic transmission gearbox. It collaborates with the advanced BMW Driving Experience Control function to provide an unmatched driving experience. In addition to this, it also has an automatic start/stop button that switches off the engine automatically when this coupe is at standstill.Both the options are fitted with V6 oil-burner that received no modifications to its specifications. It is integrated with a latest generation common rail direct fuel injection technology. This mill enables the vehicle to produce a minimum of 14.7 Kmpl on city roads that goes up to a maximum of 17.54 kmpl on highways. . Like mentioned above, this series is powered by the same six cylindered motor that is based on DOHC valve configuration. It is integrated with a twin-power turbo charging unit unleashing a maximum power of 313bhp that yields in a commanding torque output of 630Nm.The car maker has retained its braking mechanism by fitting all its four wheels with a set of internally vented disc brakes. They are further loaded with high quality superior quality brake calipers for unmatched braking performance. In addition to this, it has an anti lock braking system and brake assist. In terms of suspension, both the front and rear axles are fitted with Dynamic Damper Control with infinite and independent damping mechanism. It can deal with all the jerks caused on roads and provides a pleasurable traveling experience. An advanced electromechanical power steering with servotronic steering assist is activated only when it is needed. Apply car loan for BMW 6 Series at Carzprice


The BMW 6 Series delivers a comfortable ride that makes long-distance cruising an enticing prospect. The 6 Series’ focus is on providing a smooth ride over a more engaging drive, and it succeeds. The ride is comfortable, but doesn’t have the take-on-all-comers athleticism of some other BMW models, and it isn’t the most agile car in the class. However, it provides composed handling and solid road grip, and it feels stable around corners. The Audi A7 is more athletic and handles commendably on curvy roads. It delivers a more engaging drive with its sharp steering.


Standard safety equipment on the 2016 BMW 6 Series includes antilock disc brakes with advanced standby and drying features, traction and stability control, front-seat side airbags, front knee airbags and active front head restraints. Also standard are the BMW Assist emergency communications system (providing automatic crash notification and on-demand roadside assistance) and BMW Remote Services (including remote access via smartphone app and remote door unlocking via BMW’s call center). Pop-up roll bars come standard on the convertible.Optional safety equipment includes active lane-departure and blind-spot warning systems, a surround-view camera system and a night vision display. Bundled with the adaptive cruise control option (which requires the Driver Assistance Plus package) is a forward collision mitigation system with automatic braking capability.


It’s important to digest the fact that very few people in India and even around the world pick up a 2-door Grand Tourer, the likes of the BMW 6 Series for the sake of practicality. Such decisions are more often than not from the heart and if you’re looking for a car to drive yourself and are perhaps a genuine BMW aficionado then this one’s for you.It is not a family sedan, nor is it a supercar for the race track. It is a sporty, road focused BMW that can only be truly appreciated from behind the wheel. The BMW 6 Series coupe was made to cater to its driver’s needs and it performs this role quite flawlessly.



Merecedes Benz E Class Review & Transmission



Somethings are made to be timeless and that is exactly what the Mercedes-Benz E-Class is all about. The E-class has been a favorite luxury sedan around the world and a best seller too. Mercedes-Benz had started their innings in India with the E-Class, twenty years back. This time the company has introduced an all new version of this sedan and it is better than ever before. We drive the 2017 Mercedes-Benz E-Class and tell you what is special in this car. Get On Road Price of Merecedes Benz cars in Carzprice


This is where the E-Class has taken a noticeable step forward. Just like the C-Class facelift, the only unsubtle changes are to the headlamp and tail-lamp clusters, but it is enough to give the E a fresh look. The twin-pod headlamps have now fused to a more angular version of the CLS headlamps. However, on the inside they’re still very much twin-pod, divided by two LED-DRLs that now ape the “eyebrows” of the A and B rather than the plain-jane horizontal strips on the bumper of the outgoing model.

Our test car has the Avantgarde grille rather than the traditional logo-on-the-hood that one could see from the cabin. The front bumper has many cuts and creases, and twin horizontal strips of chrome accent the erstwhile foglamp housings. Switch to the front three-quarter angle, and you’ll see the familiar silhouette of the outgoing model, but with a few changes: the nose juts out like the SLS AMG’s does.

There are also a fair number of horizontal lines on the sides, but somehow Mercedes manages to let the E stay elegant rather than busy. The large, split-spoke, almost Alfa-Romeo-like black alloys and roof were the only overt nods to sportiness on the outside. From the side, the E now looks more like a BMW – long bonnet, stubby boot – than before, where the overhangs at both ends were comparable.Check Price of Merecedes Benz E Class in Carzprice

The rear and rear three-quarter angles are some of the best angles to view the new E Class from – the shortening of the rear overhang and the integration of the tailpipes contributing to a more modern, neater derriere. At night, the tail-lamps with their light guides certainly make the E look special.


Not surprisingly, the interior design is also based on the S-Class, which is good news given that the full-size has received one of the most beautiful cabins on the market. We’re looking at the same organic dashboard with a massive touchscreen in the middle, four A/C vents below, and a wide center stack and console with a clean and elegant design.

“The entry-level models will get two analogue dials and a seven-inch screen in between, while the more expensive trims will come with a 12.3-inch screen behind the steering wheel.”However, the Germans developed an all new instrument cluster for the E-Class. The entry-level models will get two analogue dials and a seven-inch screen in between, while the more expensive trims will come with a 12.3-inch screen behind the steering wheel. The former will be paired with an 8.4-inch touchscreen for the infotainment system, while the latter will feature an identical 12.3-inch unit atop the center stack.

The steering wheel also received an all-new feature, in the form of touch-sensitive buttons. A world-first in the automotive industry, the said function can detect horizontal and vertical swipes just like the screen of a smartphone or tablet. This innovation will allow the driver to control features of the infotainment system using only their thumbs, which will improve safety. Speaking of the infotainment system, it now comes with redesigned menus and functions, which will probably make it on the S-Class when the full-size receives its mid-cycle facelift.Much like all new-generation Mercedes models, the E-Class also benefits from Linguatronic voice control, the Comand rotary dial, and energy-saving LEDs for interior lighting. The latter can be had in no fewer than 64 colors, a first for a Mercedes-Benz.


Mercedes has launched the facelifted E-Class with two engines, which are both 4-cylinder units. The E200 petrol uses a 1991cc engine to produce 184 HP of power at 5500 RPM and 300 Nm of torque between 1200-4000 RPM. Our test car was the E250 CDI which uses a 2.2-litre diesel engine to produce 204 HP of power and 500 Nm of torque. This diesel engine has decent amount of grunt and will perform brilliantly in most situations, as long as you don’t want to skip a heart beat. Power delivery is very linear and there is very little lag too but the motor runs sharply out of breath at around 3800 RPM, redlining at 4500 RPM. Floor the throttle and this Mercedes saloon does move quickly and with such silence, it’s simply outstanding. Although this lower capacity mill doesn’t give it fire breathing power, at full throttle it gains speeds effortlessly and little do you know how fast you are going as you coast along at high speeds. The NVH levels are simply fantastic, you can barely hear the engine even at full pelt.

Mated to this motor is a 7G-TRONIC PLUS automatic transmission which isn’t the quickest around and is a bit hesitant in swinging gears downwards. Mercedes continues to use a 7-speed box while some of its competitors have upgraded to 8-speed units. Stuttgart is working on bringing a 9-speed autobox on the E later this year, which should address the lack of cog swapping speed of the current transmission. You get two modes on the centre console, E and S (the old model had Comfort and S) and the transmission is more eager in S mode, while upshifts are done to maximise economy in E mode (there is a Start/Stop system too). You can override the transmission via the steering mounted paddle shifts (M mode) and if you forget to take control later, it automatically moves back into the previous mode (E or S). The RPM needle ticks along at 1500 RPM in seventh gear at 100 km/hr, so it’s a very relaxed motor while cruising. For those who crave for more power from their executive saloons, Mercedes will introduce 6-cylinder engines on the E-Class later this year.Apply car loan for Merecedes Benz E Class at Carzprice


Although it might seem odd that the new 2017 E-Class sedan offers a four-cylinder engine, you’re unlikely to find it bothersome from behind the wheel. The new engine delivers surprisingly strong performance while remaining quiet and smooth at nearly any speed. A sophisticated suspension, powerful brakes, and precise but lightweight steering further contribute to the E300’s ultra-refined feel. Should you want more speed and handling, or maybe just an aggressive style, the E43 AMG provides the AMG experience without the V8 price tag.

If you stick with one of the two-door E-Class models, you’ll definitely enjoy the deep reserve of power offered by the standard turbocharged V6. It has all the power you need unless you crave serious tire-spinning grunt. For that, the V8-powered E550 model is what you want. It not only pushes the E-Class into high-performance territory, it sounds great doing it. Neither the sedan nor the coupes are particularly agile, but if you’re more interested in long-range comfort coupled with confident handling, any E-Class model will satisfy.


The Mercedes-Benz E-Class specifications include disc brakes on all wheels and the electronic stability program that prevents skidding during cornering at high speeds. The safety features offered include total seven airbags for surround protection of the occupants. The attention assist system can detect any signs of drowsiness, and create audio and video alerts for the driver. The adaptive LED brake lights flash a red warning signal in case of emergency braking and helps reduce reaction time for the drivers of the following vehicles.


A massive departure from its predecessor, which had become a little too long in the tooth compared to its German rivals, the new E-Class is definitely one impressive sedan. Sure, many might not agree with its new cohesive design (personally I’m a little disappointed too), but Stuttgart makes up for it with a stunning interior, a ton of state-of-the-art tech, and several new engines that are more powerful and fuel efficient than the current ones. No matter how much criticism it will endure, I’m sure that the new E-Class will see an immediate sales surge that will put it well beyond the BMW 5 Series and the Audi A6 just about anywhere in Europe and the U.S. Mercedes just hit the jackpot with this new mid-size, and I’m sure it will take big efforts from BMW and Audi to dethrone the E-Class anytime soon. That’s excellent news for the market though, as stiff competition is what brings us increasingly better vehicles with each generation.

Rolls Royce Wraith Review & First Drive


After debuting the Series II for both the Phantom and Phantom Coupe models, Rolls Royce engineers have started to test a new luxury coupe. Initially thought to be called Corniche, the latest creation from Rolls Royce brings back in fact a name that was initially used in 1938: Wraith.The new Wraith, simply described as “the most powerful and dynamic Rolls-Royce in history,” features a fastback profile, and is wider and lower than the Ghost, making it more aerodynamic and aggressive in the same time.For its new model, Rolls Royce has made numerous improvements to the suspension and the steering system and for the interior, it has installed the “on-board valet,” – an innovative voice-command system that sends data to the navigation and infotainment systems. Check price of Rolls Royce cars in Carzprice


While talking about the exteriors of this car, one word that immediately comes into your mind is classy. The Rolls-Royce is one of the most powerful carsin history. Wraith is a car for the person who is inquisitive enough to unlock the wonders that this technological marvel holds and has a confidence and boldness to carry this beast effortlessly. This car has a very modern look, and as Rolls-Royce is purely customized, you can choose from various exterior options like fixed glass roof adaptive headlamps. You can also choose from three different variations of Spirit of Ecstasy for your bonnet- Gold Plated, Uplit or Illuminated. Its other exterior features include changeable alternating rain sensing wipers and rear defogger. Get On Road Price of Rolls Royce Wraith in Carzprice


The 2017 Rolls-Royce Wraith is one of the most exquisitely detailed vehicles we’ve ever driven. Rolls claims the Wraith has the largest contiguous portions of wood in any automobile, and we believe it. The company says its designers drew inspiration from luxury yachts to create the stunning wood paneling that adorns each door and continues throughout the interior.Starting with the buttery-soft leather seating surfaces, what feels like ankle-deep carpet and switchgear so substantial that it feels like it was salvaged from the helm of the QEII, the Wraith exceeds any expectation of opulence and how “the very best” is supposed to look and feel. Nobody will be let down by the execution of the Wraith’s interior, especially when outfitted with the lambswool floor mats or the Starlight headliner, which re-creates a starry night sky with 1,340 individual lights hand woven into the leather roof lineBecause of the company’s association with BMW, much of the infotainment and navigation electronics are derivative of the generally impressive and user-friendly iDrive interface. However, in the Wraith, the substantial glass central controller, fittingly adorned with a Spirit of Ecstasy inlay, effectively operates through a uniquely British interpretation of this now-familiar system including multilevel menus and a high-resolution display. Even the car’s reminder chime has been replaced with the sound of a harp strum.Despite being a coupe with a rakish roof line, the Wraith easily accommodates a pair of adults in its sumptuous rear seats. Luggage space is similarly generous at 16.6 cubic feet, several more cubes than in the Continental GT or S-Class Coupe. Still, the trunk is relatively small considering the Wraith is as long as a Ford Expedition.


To run this humongous luxury, there has to be a mighty powerhouse that can easily drive it. Rolls Royce has indeed used a muscular petrol engine under the bonnet, the 6.6 litre, twin-turbocharged powertrain features 12 cylinders and 48 valves which means 4 valves for each cylinder. This athletic engine outputs massive power of 624 Bhp at 5600 RPM and 800 Nm of torque between 1500 to 5500 RPM. Rolls Royce Wraith transmission is an eight speed automatic /8HP90 gearbox. This satellite aided transmission uses GOS data and navigation system to sense the road proactively.The beast can return decent fuel economy of up to 10.2 kms in a litre. Check for low interest car loans on Rolls Royce Wraith


The intense speed capacity of the vehicle goes in perfect harmony with its braking and control system. It has an advanced braking system, with superior braking calipers equipping the wheels. The suspension system is just as top notch, keeping the vehicle firmly seated with balance throughout. An active cruise control feature takes technological elements to the aid of better handling and control.


Rolls-Royce Wraith consists of every modern safety feature like stability control, traction control and airbag deployment notification system. It also has a feature of an emergency internal trunk release. This vehicle also has an anti-theft system that is a remote alarm for anticipated unwanted attention. Along with these features, this car also has a very modern post-collision safety system that gets activated in case of any emergencie


It is a machine that defines perfection and style. This machine is not only potent but is also well-built and has quality to call itself the king of the roads. Be it for highway driving or any otherr casual drive, Rolls-Royce Wraith will get you hell loads of compliments. It is a car that allures you into driving with its high-class looks and powerful engine. Rolls-Royce provides you a luxurious experience no doubt, but the power of this machine beast will also surprise you


Maruti Suzuki Ertiga Review & Price In India


It’s easy to see why the MPV (Multi Purpose Vehicle) segment is one of the most successful here in India. With large families predominant here, the average sedan is just not enough. The MPV, however, not only seats 5 or 7 in comfort but also carries everyone’s luggage with room to spare. And to top it all, it drives just as well as your everyday sedan. The Toyota Innova has been leading this scene ever since its inception, and Maruti Suzuki’s all-new Ertiga, though not the same size, aims to offer almost the same at a lot less. Get On Road Price of Maruti cars in Carzprice


The Ertiga’s wheelbase, at 2740mm, is a considerable 310mm longer than the Swift’s and the kerb weight has increased by around 155kg. But this is impressive considering it’s a seven-seater. Suzuki has kept the Ertiga’s weight in check with extensive use of lightweight high-tensile steel in its construction.

With a length of 4265mm, the Ertiga is a fair bit shorter than the other MPVs in the market, namely the Toyota Innova, Mahindra Xylo and Tata Aria. The Ertiga employs an independent, MacPherson-strut, coil-spring suspension at the front and a non-independent torsion beam setup at the rear. The brakes are also a conventional front disc and rear drum setup. Check for  specifications, features & price of Maruti Suzuki Ertiga

Styling is typically Suzuki, with swept-back headlights like the new Swift’s, and a grille and bonnet that resemble the Ritz. The overall design is pleasing, but not what you would call eye-catching. In fact, the van-like look, which clearly doesn’t exude the status and image of a saloon, is possibly the Ertiga’s biggest weakness.


A new variant, Z+ is introduced in the New Maruti Ertiga. This variant gets additional features like keyless entry, push start and stop, touchscreen system with navigation and reverse parking camera. The New Maruti Ertiga gets the same beige interiors and the upholstery is also the same. In terms of other features, it gets single airbags and ABS as a standard feature. Dual airbags is available on all variants as an optional feature

The New Maruti Ertiga has an identical dashboard with the Swift, however it is beige in colour. The quality of the materials is not that premium. The front row of seats are quite comfortable and even large. On long journeys this helps quite a bit. The rear seat space too on the New Maruti Ertiga is good enough. These seats slide and recline too. The third row is quite cramped, but it gets some knee room when the second row seats are moved a bit ahead. The boot becomes small when all the seats are raised. One needs a carrier for luggage especially with seven passengers


The choice of engines for the Ertiga is the new 1.4-litre K14BVVT petrol engine and the D13A DDiS super turbo diesel carried forward from the SX4. Given the additional weight of the new vehicle the two engines manage to offer a fair balance of power and torque.

The new, larger K series petrol engine reflects the same characteristics of its existing siblings. Quiet and almost vibe-free in idling mode, the engine comes across as refined and quick under hard acceleration. With variable valve timing to optimise performance and with low friction components, the new 1,373cc, 4-cylinder, 16-valve engine delivers a peak power of 95PS at 6,000 rpm and a peak torque of 130Nm at 4,000 rpm.

The diesel engine is combined with an intercooled variable geometry turbocharger and this is same basic mill from the SX4. This 1,248cc engine with common rail diesel injection is almost free of any turbolag and delivers a peak power of 90PS at 4,000 rpm and a peak torque of 200Nm from as low as 1,750 rpm. The diesel engine makes its presence felt audibly despite the use of an extended dash silencer and other sound deadening components.

But, that is only when you accelerate hard, during idling and cruising conditions the familiar diesel engine is just the same as in the SX4. On the road, the Ertiga feels very much like the Swift and DZire. Though the Ertiga is no where near as big as the other utility vehicles like the Innova and the Tavera, you still get to feel its extra length compared to the Swift.

The engines have been mated to the five-speed gearbox already in the family cars, only the gear ratios have been optimised for the Ertiga’s expected driving cycle. Gear shifts are crisp and quick. The rated fuel efficiency for the petrol engine is 16.02 kmpl and the diesel is 20.77 kmpl. Exchange your old car for Maruti Suzuki Ertiga

The Ertiga handles quiet well too – almost, but not entirely, like a sedan. The suspension is also a carry forward in terms of its configuration – MacPherson strut at the front and torsion beam at the rear. The ratings for the springs have been increased and the dampers have been stiffened to handle the higher loads.


The Ertiga’s driving dynamics are largely influenced by its long wheelbase – the 2.74-metre gap between the front and rear axles give this MPV good poise and straight-line stability for most situations. The flipside is that it isn’t happy darting through corners and prefers a more relaxed driving style. The soft suspension means the low-speed ride is pretty absorbent, and even as speeds increase, the Ertiga handles bumps with aplomb and feels pretty solid. The Ertiga’s suspension works silently too and it’s just over sharp bumps that there is a mild thud from the suspension.

There is a bit of up-and-down motion over undulating surfaces and the diesel pitches a bit more in the front. However, at moderate speeds, this never gets uncomfortable and it’s only when you begin to push really hard that you long for a tauter setup. Considering its MPV proportions, the Ertiga doesn’t roll excessively and the steering is fairly accurate too. What you do miss is a tighter turning circle and the ability to wiggle into tight parking spots as with a hatchback. However, this doesn’t take away from the fact that the Ertiga is by far the most urban-friendly MPV in the market today.


Servicing the Ertiga won’t be an issue because Maruti has a service centre in almost every nook and corner of India. Talking about safety, the Ertiga comes equipped with dual front airbags and ABS on almost every variant. The LXi and LDi variants miss out on these safety features but Maruti offers them on the LXi (O) and LDi (O) trims. Apart from that, all the other V and Z trims come with these features. The same goes for front seat belt pretensioners too.


The Maruti Ertiga is a very good people’s carrier and it offers a good amount of features and practicality is also top notch. With the facelift, the car looks better, gets more equipment and even boasts of better efficiency. At the price it is offered for, the Ertiga does provide you with a lot of value and Maruti has got a strong contender on their hands in the 7-seater MPV segment.

Porsche 911 Hatchback Review


Further expanding the 911 line-up in India, Porsche today launched the all-new 911 GT3 sports car in the country priced at Rs 22,329,000 crore (Ex-showroom). Currently, one of the most potent 911s in the country, Porsche India started accepting bookings for the new Porsche 911 GT3 early this year, right after the car’s global unveiling, which happened at the 2017 Geneva Motor Show. The new Porsche 911 GT3 is essentially built for some exemplary track performance and gets a bulk of changes over its predecessor. Get  Ex Showroom Price of Porsche cars in Carzprice

Porsche 911 range comes from updated flat-six engines with the 911 Turbo and Turbo S using a 3.8-litre twin-turbocharged motor that now produces 533bhp and 572bhp respectively. The Carrera twins use a similar twin-turbo unit good for 370bhp on the Carrera Cabriolet and 420bhp on the Carrera S models. All engines come paired to Porsche’s 8-speed PDK dual-clutch automatic transmission that has been updated for quicker shifts.


The front remains true to the typical Porsche 911 design. Low slung bonnet that scoops upwards towards the windscreen and broad muscled shoulders on the sides for the headlamps. Porsche call this the wing design. There is an LED DRL ring that run around the whole headlamp and looks like a halo around it. The twin projector up and down look like a futuristic double barrel bazooka. The Side indicators are on the corners of the bumper. The grill is on the bumpers and has a valley type design the bumpers too have a chrome strip to bring in the premium feel.From the side Porsche has tried to mix sport with elegance. There is a bold shoulder line they runs through the lower side of the window. This runs from front to back. You get the feel that there is no B-Pillar in the car. From far and as it rained some time back I get the reference that at stand still the Porsche 911 looks like a frog ready to leap forward. The rear windscreen is big and I wonder why is it small in the Macan as it is an SUV and needs more visibility. The wrap around taillamps are sharp and the powerful LED make it look like Lazer blades from a Star wars movie.There is a grill which is again typical of Porsche rear or mid mounted engines for cooling and that is just below the glass. The rear bumper scoops in and then jets out for a more sportier feel and the exhaust pipes on each side are again big like cannons ready to fire. In between the taillamps is the Porsche 911 Carrera Badging.


Like mentioned above, the newly launched trim gets an extensive black treatment inside the cabin for a sporty yet classy appeal. While the regular variants are available with an option to personalize the cabin with different color schemes and cosmetics. Its interiors are made using premium leather material and is emphasized by metallic inserts. It has a sleekly structured dashboard that is equipped with several advanced aspects like an AC unit, an infotainment system and a sophisticated central console. The AC vent surround, door panels, dashboard and the central console are decorated with thick metallic strips. Also, it features a three spoke multi-functional steering wheel that is covered in leather and is engraved with company’s badge. Its cockpit is fitted with ergonomically designed seats with integrated headrest, which are electrically adjustment. These seats have been covered with high quality leather upholstery. The 911 Carrera range of variants comes with a luggage storage space of 145-litres and a total fuel tank capacity of 64-litres. While the Carrera S models have 125-litres of boot volume and a decent fuel storage capacity of 68-litres. The car maker has equipped this model series with several utility based features like smokers package, floor mats, storage net in front seat footwell and ISOFIX child seat mounting on front passenger seat. Check On Road Price of POrschee 911 

This luxury model is available with several innovative comfort features as standard. The list includes a two zone automatic air conditioning system featuring separate temperature settings for passenger and driver along with air quality sensor and residual-heat function as well. It also features an integrated cluster featuring five round instruments along with a high resolution 4.6-inch TFT color display and an on-board computer. It provides information regarding engine speed, oil pressure, vehicle speed, oil temperature, coolant temperature and fuel level. The company is also offering this model series with features like leather seats, electrically adjustable and foldable outside mirrors featuring heating function, power windows with one touch operation, heated rear screen, three 12V power sockets and a key remote for central locking and luggage compartment lid release. It also comes with optional features like heated seats, cruise control system, fire extinguisher, seat ventilation, light design package and Preparation for Porsche vehicle tracking system. On the other hand, the latest variants are now blessed with PCM communication system featuring a navigation module along with an automatically dimming of rear view mirrors and cruise control system as standard.


It’s here where the main novelties come into the spotlight. For starters, the previous 3.8-liter flat-six engine was replaced by a larger, 4.0-liter unit. The swap is far from surprising, as the 3.8-liter caused quite a few issues in the previous model, prompting Porsche to issue a massive recall after a few engines caught fire.The 4.0-liter flat-six is shared with the GT3 Cup race car and is rated at 500 horsepower and 339 pound-feet of torque. That’s a 25-horsepower and 15 pound-foot increase over the previous GT3 and makes the new sports car as powerful as the GT3 RS. The seven-speed, dual-clutch PDK transmission remains standard and pushes the 911 GT3 from 0 to 60 mph in 3.2 seconds, a tenth-second quicker than the outgoing model. Top speed has increased from 195 to 197 mph, too.However, the really big news is the optional six-speed manual. Requested for many years by purists, the manual finally made a comeback on the GT3 some years after Porsche said it’s unlikely to offer a high-spec 911 with three pedals. But before any of you purists pop the champagne, you should know that the manual GT3 is slower, needing 3.8 seconds to reach 60 mph. Top speed, on the other hand, is slightly higher at 198 mph.


As ever, the 911 is a super-competent handler with loads of grip available. Yes, you could be a hooligan with it and slide it around corners on a race circuit, but it’s so sharp and well balanced, it actually encourages you to concentrate on getting a better lap time. Lament the electric steering all you want, it’s probably the best one in existence with the sharpness, weight and feedback it gives you. And even in this two-wheel-drive version, the grip is so immense, it’ll make your eyeballs hurt. Then there’s the other controversial bit of tech – optional rear-wheel steering, which until now was only available on the Turbo and GT3 models. It steers the back wheels ever so slightly when you turn the wheel, to tighten the turning circle and let the 911 corner sharper. It feels like witchcraft, but boy does it work! It goes into corners faster, stays more composed through them and comes out the other side with less drama too. One could argue that track-driving enthusiasts will prefer the more natural feel of the standard setup, but for the average driver, this will only help corner faster.


The car offers ventilated ceramic disc brakes all around that keep rotating mass low and offer high efficiency. Safety features include ABS, airbags, traction management system, emergency brake assist, stability management etc.


Porsche has hit the nail totally plumb on the head with its most cherished sports car, and went straight back to the highest point of the class. The 991-era Porsche 911 is a triumph. There is a couple of complaints, yet in truth they’re more like quibbles. The movement quality on the manual could do with a frisson of honing, the torque bend on the 3.4 could be a bit more extensive and the parsimonious standard hardware rundown leaves a partially severe taste in the mouth. On that last point couple of recommendations: collapsing entryway mirrors, voyage control, a multi-capacity guiding wheel and Porsche’s phone module are every sensible choice. On the other hand, in the frame division less is by all accounts more. Typical dampers, with no controlling or move bar alternatives, leaves the 911 an exceptionally genuine driving, drawing in sports auto. Calculate EMI On Porsche 911