Road Test and Review: Mercedes-Benz S-Class (S500) I am drafting this review as I sit in one of the finest and most luxurious places ...
Oppo R1 now available in India
Oppo R1 now available in India However, Oppo R1 does not seem that attractive at the said price. To start with it has a 5-inch display ...
Road Test and Review: 2014 Hyundai Santa Fe
Road Test and Review: 2014 Hyundai Santa Fe The previous generation Hyundai Santa Fe was a quietly sedate and remarkably practical ...
Road Test and Review: Datsun GO
Road Test and Review: Datsun GO Probably by now, most of us have heard and read so much about the reincarnation of Datsun and their...
World's slimmest smartphone Gionee Elife S5.5 hits India
World's slimmest smartphone Gionee Elife S5.5 hits India Gionee's Elife S5.5, which is just 5.5 mm thick and thus currently...
Road Test and Review: Hyundai Xcent
Road Test and Review: Hyundai Xcent Welding a boot to a hatchback to build a sub-4 metre sedan and the subsequent design disaster i...
Nokia Lumia 630 quad core smartphone launched in India
Nokia Lumia 630 quad core smartphone launched in India Nokia has announced its quad core processor based Lumia 630 for India. The dual ...
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Monday 30 June 2014
Road Test and Review: Mercedes-Benz S-Class (S500)
Road Test and Review: Mercedes-Benz S-Class (S500)
I am drafting this review as I sit in one of the finest and most luxurious places in the world – the rear compartment of the new S-Class. I believed, until today, that reading in a moving vehicle is an unhealthy practice. But, as I flipped through the stunning 160-page S-Class magazine, it never occurred to me that I was sitting in a moving car. Why? Because with the new S-Class, the outside world stays exactly there - outside.
As I kept my laptop on the foldout tray table and started typing out some thoughts, I felt like being in a fantasy office workstation, thanks to the 24-speaker Burmester sound system, ambient lighting that bathes the cabin in a spectrum of colors, an energizing hot stone massage function with six different programmes – all integrated into an immaculately crafted interior.
The new S-Class literally coddles you in the lap of luxury. But there’s much more to the story that tells why the S-Class is the ‘best car in the world’. Let’s discuss that in detail.
Design
The new S-Class has grown over its predecessor in every dimension. However, neat lines and elegant detailing disguise the enormous size of the car. The signature chrome grille is flanked by swept-back LED headlamps and topped with the upstanding three-pointed star mascot. Chiseled into the profile are two flowing contour lines, and the dropping roofline is reminiscent of the CLS. The all-LED tail lamps are completely integrated into the body and is one of the best designs I've ever seen. Overall, the design remains conventional.
The new S-Class is the first ever car made without a single electric bulb. Instead it uses 500 LEDs that save energy up to 75%.
Now, step inside the car and you’ll understand why the S-Class is considered as the benchmark of luxury. The cabin is a blend of contemporary design and impeccable craftsmanship. Sleek horizontal lines wrap the cabin in a seamless flow of wood and leather. The dashboard is dominated by two large 32cm screens – one acts as analog-style digital instrument cluster and the other for COMAND infotainment system. The infotainment system can be controlled by the large rotary control on the center console, steering-wheel-mounted buttons, remote control or even a smartphone app. The two-spoke steering wheel is a mix of wood and leather, and has “Mercedes-Benz” etched on it in the elegant traditional script.
Space, comfort and convenience
It would be waste of time talking about the cabin space because it is much more than anyone would ever need. Yet, at the push of a button, the front co-passenger seat moves forward all the way, freeing up acres of space and unfolding a footrest. Now recline the seat 43.5 degrees, dunk your head into the creamy pillow and turn on the hot stone massage for a matchless travel experience. If that’s not enough, choose from the seven colours of ambient mood lighting or listen to pristine quality music from the 1540-watt, 24-speaker Burmester 3D music system.
The first-class rear compartment also gets two personalized TFT screens, foldable tray tables, heated armrests along with 12-V power sockets, USB ports et al. Bluetooth and Wi-Fi Hotspot are standard and all these can be controlled using a remote control. Absence of touchscreens is highlighted as a shortcoming by many critics, but who would want to break out of the cocoon of comfort and move forward to fiddle with the touchscreen?
Although there is an arsenal of buttons controlling around 100 electric motors onboard, they are all neatly and logically laid out so that you get used to them in no time.
Massage function is available only on the rear seats but all four seats are ventilated with cooling and heating option. The plethora of comfort and convenience features are virtually impossible to list down, but to name a few, power rear-side sunshades, hands-free boot access auto-dimming mirrors, automatic wipers, a panoramic sunroof, a power tilt-and-telescoping steering wheel and dual-zone automatic climate control come as standard.
Performance
The S-Class is more about the quality rather than the quantity of power. Nevertheless, the 4.7-litre twin-turbo petrol V8 engine that develops 453 bhp of power and 700 Nm of torque accelerates this gargantuan of a machine from 0-100kmph in 4.8 seconds onto a top speed of 250km/hr [electronically limited]. The incredibly refined engine is mated to a seven-speed automatic gearbox that can be controlled with steering-mounted paddle shifters. The S500 gathers speed in a smooth and refined fashion and gearshifts are barely noticeable.
Ride and handling
As I mentioned earlier, the S-Class offers exceptional isolation from the outside world along with beautiful rolling comfort. The cabin is so quiet that even the loud horn sounded like a distant trumpet. The AIRMATIC suspension ensures smooth ride quality and cossets the occupants indeed. Although the suspension can thump into a pothole at times, road noise and wind noise are a thing of past.
You can swap between Sport and Comfort settings using a button on the centre console and the two modes are noticeably different. Although the S-Class focuses on the comfort of the rear passenger, Mercedes knows that owner would want to step into the driver’s shoes at times, hence the Sport mode.
The S-Class handles almost like a sports car, grips the road fairly well. The suspension can be raised at slow speeds for better ground clearance and it automatically lowers at higher speeds for stability and fuel efficiency. For such a long wheelbase, the steering is quick and predictable at any speed.
The only disappointment is that Magic Body Control (MBC), which created quite a buzz in social media last year, will not make it to India because the law of the land forbids use of certain frequencies. If only MBC made it to India, it would have had the toughest job of negotiating Indian road conditions.
Safety
Driving around in a car of this size is no cakewalk. But an array of sensors and cameras takes care of half of your job. Active Park Assist automatically steers the car into parking spaces, while intelligent headlamps coupled with Night View Assist makes night driving safer and less stressful.
Considering the endless safety features on offer, it is easier to list out what the S-Class doesn’t have. The standard kit includes 8 Airbags, dynamic cornering control system, Adaptive Brake with HOLD Function, Brake Assist, ASR and Hill Start Assist just to name a few.
Summary
The 2014 S-Class is such an engineering marvel that even the most mean-spirited cynic is left with a smile on his face. It raises the bar on luxury travel to new heights that seemed unimaginable even a few years ago. With its state-of-the-art technology, sovereign styling and flawless craftsmanship, the S-Class is once again setting the benchmark for competitors to emulate.
The S500 in priced at Rs 1.56 crore ex-showroom New Delhi.
As I kept my laptop on the foldout tray table and started typing out some thoughts, I felt like being in a fantasy office workstation, thanks to the 24-speaker Burmester sound system, ambient lighting that bathes the cabin in a spectrum of colors, an energizing hot stone massage function with six different programmes – all integrated into an immaculately crafted interior.
The new S-Class literally coddles you in the lap of luxury. But there’s much more to the story that tells why the S-Class is the ‘best car in the world’. Let’s discuss that in detail.
The new S-Class has grown over its predecessor in every dimension. However, neat lines and elegant detailing disguise the enormous size of the car. The signature chrome grille is flanked by swept-back LED headlamps and topped with the upstanding three-pointed star mascot. Chiseled into the profile are two flowing contour lines, and the dropping roofline is reminiscent of the CLS. The all-LED tail lamps are completely integrated into the body and is one of the best designs I've ever seen. Overall, the design remains conventional.
The new S-Class is the first ever car made without a single electric bulb. Instead it uses 500 LEDs that save energy up to 75%.
Space, comfort and convenience
It would be waste of time talking about the cabin space because it is much more than anyone would ever need. Yet, at the push of a button, the front co-passenger seat moves forward all the way, freeing up acres of space and unfolding a footrest. Now recline the seat 43.5 degrees, dunk your head into the creamy pillow and turn on the hot stone massage for a matchless travel experience. If that’s not enough, choose from the seven colours of ambient mood lighting or listen to pristine quality music from the 1540-watt, 24-speaker Burmester 3D music system.
The first-class rear compartment also gets two personalized TFT screens, foldable tray tables, heated armrests along with 12-V power sockets, USB ports et al. Bluetooth and Wi-Fi Hotspot are standard and all these can be controlled using a remote control. Absence of touchscreens is highlighted as a shortcoming by many critics, but who would want to break out of the cocoon of comfort and move forward to fiddle with the touchscreen?
Although there is an arsenal of buttons controlling around 100 electric motors onboard, they are all neatly and logically laid out so that you get used to them in no time.
Massage function is available only on the rear seats but all four seats are ventilated with cooling and heating option. The plethora of comfort and convenience features are virtually impossible to list down, but to name a few, power rear-side sunshades, hands-free boot access auto-dimming mirrors, automatic wipers, a panoramic sunroof, a power tilt-and-telescoping steering wheel and dual-zone automatic climate control come as standard.
Performance
The S-Class is more about the quality rather than the quantity of power. Nevertheless, the 4.7-litre twin-turbo petrol V8 engine that develops 453 bhp of power and 700 Nm of torque accelerates this gargantuan of a machine from 0-100kmph in 4.8 seconds onto a top speed of 250km/hr [electronically limited]. The incredibly refined engine is mated to a seven-speed automatic gearbox that can be controlled with steering-mounted paddle shifters. The S500 gathers speed in a smooth and refined fashion and gearshifts are barely noticeable.
Ride and handling
As I mentioned earlier, the S-Class offers exceptional isolation from the outside world along with beautiful rolling comfort. The cabin is so quiet that even the loud horn sounded like a distant trumpet. The AIRMATIC suspension ensures smooth ride quality and cossets the occupants indeed. Although the suspension can thump into a pothole at times, road noise and wind noise are a thing of past.
You can swap between Sport and Comfort settings using a button on the centre console and the two modes are noticeably different. Although the S-Class focuses on the comfort of the rear passenger, Mercedes knows that owner would want to step into the driver’s shoes at times, hence the Sport mode.
The S-Class handles almost like a sports car, grips the road fairly well. The suspension can be raised at slow speeds for better ground clearance and it automatically lowers at higher speeds for stability and fuel efficiency. For such a long wheelbase, the steering is quick and predictable at any speed.
The only disappointment is that Magic Body Control (MBC), which created quite a buzz in social media last year, will not make it to India because the law of the land forbids use of certain frequencies. If only MBC made it to India, it would have had the toughest job of negotiating Indian road conditions.
Safety
Driving around in a car of this size is no cakewalk. But an array of sensors and cameras takes care of half of your job. Active Park Assist automatically steers the car into parking spaces, while intelligent headlamps coupled with Night View Assist makes night driving safer and less stressful.
Considering the endless safety features on offer, it is easier to list out what the S-Class doesn’t have. The standard kit includes 8 Airbags, dynamic cornering control system, Adaptive Brake with HOLD Function, Brake Assist, ASR and Hill Start Assist just to name a few.
Summary
The 2014 S-Class is such an engineering marvel that even the most mean-spirited cynic is left with a smile on his face. It raises the bar on luxury travel to new heights that seemed unimaginable even a few years ago. With its state-of-the-art technology, sovereign styling and flawless craftsmanship, the S-Class is once again setting the benchmark for competitors to emulate.
The S500 in priced at Rs 1.56 crore ex-showroom New Delhi.
Thursday 26 June 2014
Oppo R1 now available in India
Oppo R1 now available in India
However, Oppo R1 does not seem that attractive at the said price. To start with it has a 5-inch display but with high definition resolution and not full HD as most of its competitors do. Also, it comes with Android 4.2 Jelly Bean operating system and not Android Kitkat version. Also it has only 16 GB internal storage without any expandable storage slot.
The phone is though quite slim, measuring 7.1 mm, and it weighs only 141 grams. It has got a decent 1.3 GHz quad core processor (manufacturer name not revealed) and the Mali 400 GPU which is known to handle graphic tasks well. Also, it has 1 GB RAM with which it is expected to deliver a smooth performance
The Oppo R1 has also a good looking 8 megapixel auto focus rear camera with BSI CMOS censor and F2.0 aperture. Also, it has something called PI camera engine that claims to reduce noise and produce clear and vivid night images
The front 5 megpiaxel camera with wide angle lens is also expected to be better than most of its competitors. The dual SIM smartphone has also WiFi, Bluetooth 2.1, and GPS
Oppo had managed to impress everyone with Oppo N1's body design and we expect no less from the Oppo R1 (ofcourse we are not talking about the rotating camera). As I said above, at Rs 26,990 the Oppo R1 has many good competitors
Monday 23 June 2014
Road Test and Review: 2014 Hyundai Santa Fe
Road Test and Review: 2014 Hyundai Santa Fe
The previous generation Hyundai Santa Fe was a quietly sedate and remarkably practical SUV, but it wasn’t a dreamboat that you looked cool in. Now, as with its younger siblings, the Santa Fe has undergone a drastic makeover that earns it a rightful place among the best-looking crossover SUVs in the market. It raises the bar even further with impressive performance, go-anywhere capability, state-of-the-art interiors and the amount of kit the car gets as standard.
Design
The new Santa Fe embodies ‘storm edge’ design concept, which is an evolution of the fluidic sculpture philosophy. The magnificent three-bar hexagonal front grille is certainly in vogue in contemporary automotive design. HID LED headlamps with trendy daytime running lights further enhance the visual impact. Dual tone skid plates add to the sportiness, too.
Side profile is equally impressive with 18-inch 2-tone Diamond Cut alloy wheels, muscular wheel arches, clean lines and roof rails. The rear design is congruous with the rest of the car and flaunts LED combination lamps, large bumper reflectors, rear spoiler, twin exhaust pipe and rear skid plate. Overall, the new Santa Fe’s exterior design is well balanced, dynamic, contemporary and not overdone, too.
Once inside, you are pleasantly surprised by the décor. The expansive greenhouse is full of fluidic soft-touch materials that look good and offer lots of bang for the buck. The heavily bolstered seats are perched high off the floor and feel commanding. The driver seat is 12-way power adjustable.
The clearly laid out centre console is easy to use but the 4.3 inch TFT screen is tad small for a car of this size. Audio, Bluetooth and some primary driving controls are simply grouped around the multi-function steering wheel.
Dual zone fully automatic climate control and manual sunshades on the second row do an effective job of keeping the cabin temperature pleasantly cool.
It is not the slightly increased length, but the smart interior packaging that makes the new Santa Fe’s cabin spacious and airy. There’s no complaint about the headroom or legroom on all three rows either. The third row folds flat to further expand the already lavish 585 litres of luggage space.
Performance
Be it off road or on, the Santa Fe does everything well. With 197Ps of power at your disposal, a gentle tap on the pedal has the Santa Fe straining at the leash. The electronically controlled variable geometry turbocharger kicks in very quickly and you feel virtually no turbolag. The 2.2-litre CRDi unit is Hyundai’s ‘R’ series engine, hence NVH levels are lower than the previous model. The engine is mated to a 6-speed manual or a 6-speed auto gearbox. Manual variant offers 420Nm of max torque while the automatic gets around 16Nm more, both between 1800-2500rpm.
The automatic variant is great for cruising but it’s somewhat hesitant to downshift when you need it to. I found this particularly frustrating while exiting sharp corners. It doesn’t offer paddle shifters either and that is just unacceptable.
Santa Fe returns a mileage of 14.74kmpl for the MT and 13.01kmpl for AT.
Ride and Handling
As I drove the automatic variant along the meandering roads that lace through Kerala’s mountainous region, I felt the Santa Fe’s steering is accurate, and the handling's just so. Santa Fe comes with Flex Steer that allows the driver to switch among 3 steering modes – Comfort, Normal and Sport depending on road conditions and driver preferences. Even though there is some body roll, Advance Traction Cornering Control (ATCC) and Vehicle Stability Management (VSM) ensure the car knifes into corners precisely and predictably. Intelligent 4 Wheel Drive System and differential lock ensure impressive handling off the road as well.
Santa Fe’s ride quality is compliant and surprisingly supple going by the SUV standards. Road, tyre and wind noise have been kept to a pleasingly low level.
Safety
Santa Fe’s three layers of safety with ABS, Electronic Stability Control and VSM ensure efficient braking on different terrains. Six airbags, advanced dual seatbelt mechanism, Hill Start Assist and Downhill brake control grant you complete peace of mind.
Conclusion
Hyundai has launched the new Dynamic Santa Fe at the Auto Expo starting from Rs. 2,630,000 for the 2WD M/T to Rs. 2,925,000 for the 4WD A/T. While it’s not easy to beat very stiff competition from cheaper alternatives such as Toyota Fortuner and Audi Q3, the hefty price tag can be justified by gorgeous exterior design, nicely crafted spacious interior and the long list of equipment.
Design
The new Santa Fe embodies ‘storm edge’ design concept, which is an evolution of the fluidic sculpture philosophy. The magnificent three-bar hexagonal front grille is certainly in vogue in contemporary automotive design. HID LED headlamps with trendy daytime running lights further enhance the visual impact. Dual tone skid plates add to the sportiness, too.
Side profile is equally impressive with 18-inch 2-tone Diamond Cut alloy wheels, muscular wheel arches, clean lines and roof rails. The rear design is congruous with the rest of the car and flaunts LED combination lamps, large bumper reflectors, rear spoiler, twin exhaust pipe and rear skid plate. Overall, the new Santa Fe’s exterior design is well balanced, dynamic, contemporary and not overdone, too.
Once inside, you are pleasantly surprised by the décor. The expansive greenhouse is full of fluidic soft-touch materials that look good and offer lots of bang for the buck. The heavily bolstered seats are perched high off the floor and feel commanding. The driver seat is 12-way power adjustable.
The clearly laid out centre console is easy to use but the 4.3 inch TFT screen is tad small for a car of this size. Audio, Bluetooth and some primary driving controls are simply grouped around the multi-function steering wheel.
Dual zone fully automatic climate control and manual sunshades on the second row do an effective job of keeping the cabin temperature pleasantly cool.
It is not the slightly increased length, but the smart interior packaging that makes the new Santa Fe’s cabin spacious and airy. There’s no complaint about the headroom or legroom on all three rows either. The third row folds flat to further expand the already lavish 585 litres of luggage space.
Performance
Be it off road or on, the Santa Fe does everything well. With 197Ps of power at your disposal, a gentle tap on the pedal has the Santa Fe straining at the leash. The electronically controlled variable geometry turbocharger kicks in very quickly and you feel virtually no turbolag. The 2.2-litre CRDi unit is Hyundai’s ‘R’ series engine, hence NVH levels are lower than the previous model. The engine is mated to a 6-speed manual or a 6-speed auto gearbox. Manual variant offers 420Nm of max torque while the automatic gets around 16Nm more, both between 1800-2500rpm.
The automatic variant is great for cruising but it’s somewhat hesitant to downshift when you need it to. I found this particularly frustrating while exiting sharp corners. It doesn’t offer paddle shifters either and that is just unacceptable.
Santa Fe returns a mileage of 14.74kmpl for the MT and 13.01kmpl for AT.
Ride and Handling
As I drove the automatic variant along the meandering roads that lace through Kerala’s mountainous region, I felt the Santa Fe’s steering is accurate, and the handling's just so. Santa Fe comes with Flex Steer that allows the driver to switch among 3 steering modes – Comfort, Normal and Sport depending on road conditions and driver preferences. Even though there is some body roll, Advance Traction Cornering Control (ATCC) and Vehicle Stability Management (VSM) ensure the car knifes into corners precisely and predictably. Intelligent 4 Wheel Drive System and differential lock ensure impressive handling off the road as well.
Santa Fe’s ride quality is compliant and surprisingly supple going by the SUV standards. Road, tyre and wind noise have been kept to a pleasingly low level.
Safety
Santa Fe’s three layers of safety with ABS, Electronic Stability Control and VSM ensure efficient braking on different terrains. Six airbags, advanced dual seatbelt mechanism, Hill Start Assist and Downhill brake control grant you complete peace of mind.
Conclusion
Hyundai has launched the new Dynamic Santa Fe at the Auto Expo starting from Rs. 2,630,000 for the 2WD M/T to Rs. 2,925,000 for the 4WD A/T. While it’s not easy to beat very stiff competition from cheaper alternatives such as Toyota Fortuner and Audi Q3, the hefty price tag can be justified by gorgeous exterior design, nicely crafted spacious interior and the long list of equipment.
Monday 16 June 2014
Road Test and Review: Datsun GO
Road Test and Review: Datsun GO
Probably by now, most of us have heard and read so much about the reincarnation of Datsun and their first car for India – the GO. Some of us have even seen the car at the Auto Expo or at the showroom previews. Expectations run high when a brand returns after almost 33 years with a mass-market car. I recently spent a day with the Datsun GO to find out if the car lives up to the high expectations.
Design
Datsun Go has a flawless styling, with some smart touches and neat proportions. The hexagonal honeycomb grille with chrome surround looks handsome without being edgy. The sharp and angular design of the headlamps and the airdams add to the chiseled look of the car’s face. The profile is clean, but marred by the skinny 155/70R13 tyres. The rear, though bland, doesn’t disappoint with raked windshield and bulging taillights. GO’s simple yet elegant exterior design is certainly among the best in the A segment.
Although the Datsun GO is based on Nissan Micra’s V-platform, there’s no resemblance between the two on the exterior. Stepping inside, though, you’ll promptly notice the air-con vents and the stalks are lifted from the Micra. However, the biggest advantage of the V-platform is the generous cabin space. Dashboard-mounted gearstick and slim seats have helped in effective space management. Although the shifting action is notchy, the gear lever is ergonomically placed and is comfortably within reach.
The umbrella type handbrake is oddly located on the dashboard and you are bound to smack it with your knee every time you dip the clutch. On the flipside, the car gets connected front seats similar to the Ambassador’s. While offering liberal space, the seats lack significant side bolsters and neck support. Yet, back support is optimal because seats have been designed using technology from Nissan’s luxury brand Infiniti.
The steering wheel is placed a little too high and is uncomfortable for long drives. Instrument cluster is basic but gets a digital display for tachometer, fuel gauge, trip computer, distance to empty and real time fuel efficiency.
Instead of an audio system, the GO gets a smartphone docking station. Don’t get your hopes so high; the swanky smartphone shown in the picture is not part of the standard equipment. While the docking station allows you to play music from phone using aux-in, it doesn’t support USB, CD or memory card.
Boot space is commendably huge at 265-litres, which is certainly the best in the segment and even better than many of the bigger cars. The GO also comes with speed-sensing wipers and follow-me-home headlamps as segment-first features.
Major shortcomings, rather cost-cutting measures, include the boot without a lock (you need to open it from inside), non-adjustable outside mirrors and lid-less glovebox.
Performance
The GO’s three-cylinder, 1198cc petrol engine makes a maximum power of 67bhp at 5,000rpm and peak torque of 104 Nm at 4,000rpm. It clearly has power advantage over Alto 800’s 796cc and Eon’s 814cc engines. Even with the AC turned on, the engine responds swiftly to the touch of the pedal and has near-flat torque curve across the rev-range. Third gear offers a wide enough power band and hence great "around town" flexibility. The GO is capable of doing a 0-100 kmph run in 13.3 seconds and can cross 140 kmph effortlessly. Datsun claims a fuel economy of 20.6 kilometres to the litre.
Ride & Handling
A tight turning radius, light steering and great visibility make the Datsun GO easy to drive in city. The ride, handling and overall refinement aren't up to muster, though. Poor sound deadening means the cabin isn’t calm, with noise from the road, wind and engine all contributing.
The car suffers from substantial bodyroll, but at low speeds, the suspension is okay at taking the sting out of potholes and humps. The ride gets slightly nervous when you’re going faster but it’s not unsettling.
Biggest disappointment could be the inevitable idling vibration of the three-cylinder engine, but things get better once you're on the go.
Safety
When it comes to safety, GO doesn’t tick all the right boxes. ABS and airbags are not even an option with this car. However, GO is the only car in its segment to get ventilated disc brakes. Although lack of ABS makes the car slightly unconfident under panic braking, ventilated disc brakes displayed great capability during the test.
Conclusion
Datsun is all set to launch the GO later this month with a sub-Rs. 4 lakh price tag. While not too rich on features, the car has the advantage of a no-nonsense design and best in class space and performance. Datsun offers 2-year/unlimited mileage warranty, too. As you may already be aware, Datsun is owned by Nissan and the latter will be responsible for distribution, sales and service of the GO. Now that Nissan has dumped Hover Automotive and decided sell its cars on its own in India, aftersales is also expected to improve. In short, Datsun GO is great value for money and has all the potential to woo first time buyers.
Design
Datsun Go has a flawless styling, with some smart touches and neat proportions. The hexagonal honeycomb grille with chrome surround looks handsome without being edgy. The sharp and angular design of the headlamps and the airdams add to the chiseled look of the car’s face. The profile is clean, but marred by the skinny 155/70R13 tyres. The rear, though bland, doesn’t disappoint with raked windshield and bulging taillights. GO’s simple yet elegant exterior design is certainly among the best in the A segment.
The umbrella type handbrake is oddly located on the dashboard and you are bound to smack it with your knee every time you dip the clutch. On the flipside, the car gets connected front seats similar to the Ambassador’s. While offering liberal space, the seats lack significant side bolsters and neck support. Yet, back support is optimal because seats have been designed using technology from Nissan’s luxury brand Infiniti.
Boot space is commendably huge at 265-litres, which is certainly the best in the segment and even better than many of the bigger cars. The GO also comes with speed-sensing wipers and follow-me-home headlamps as segment-first features.
Major shortcomings, rather cost-cutting measures, include the boot without a lock (you need to open it from inside), non-adjustable outside mirrors and lid-less glovebox.
The GO’s three-cylinder, 1198cc petrol engine makes a maximum power of 67bhp at 5,000rpm and peak torque of 104 Nm at 4,000rpm. It clearly has power advantage over Alto 800’s 796cc and Eon’s 814cc engines. Even with the AC turned on, the engine responds swiftly to the touch of the pedal and has near-flat torque curve across the rev-range. Third gear offers a wide enough power band and hence great "around town" flexibility. The GO is capable of doing a 0-100 kmph run in 13.3 seconds and can cross 140 kmph effortlessly. Datsun claims a fuel economy of 20.6 kilometres to the litre.
A tight turning radius, light steering and great visibility make the Datsun GO easy to drive in city. The ride, handling and overall refinement aren't up to muster, though. Poor sound deadening means the cabin isn’t calm, with noise from the road, wind and engine all contributing.
The car suffers from substantial bodyroll, but at low speeds, the suspension is okay at taking the sting out of potholes and humps. The ride gets slightly nervous when you’re going faster but it’s not unsettling.
Biggest disappointment could be the inevitable idling vibration of the three-cylinder engine, but things get better once you're on the go.
When it comes to safety, GO doesn’t tick all the right boxes. ABS and airbags are not even an option with this car. However, GO is the only car in its segment to get ventilated disc brakes. Although lack of ABS makes the car slightly unconfident under panic braking, ventilated disc brakes displayed great capability during the test.
Conclusion
Datsun is all set to launch the GO later this month with a sub-Rs. 4 lakh price tag. While not too rich on features, the car has the advantage of a no-nonsense design and best in class space and performance. Datsun offers 2-year/unlimited mileage warranty, too. As you may already be aware, Datsun is owned by Nissan and the latter will be responsible for distribution, sales and service of the GO. Now that Nissan has dumped Hover Automotive and decided sell its cars on its own in India, aftersales is also expected to improve. In short, Datsun GO is great value for money and has all the potential to woo first time buyers.
Thursday 12 June 2014
World's slimmest smartphone Gionee Elife S5.5 hits India
World's slimmest smartphone Gionee Elife S5.5 hits India
Gionee's Elife S5.5, which is just 5.5 mm thick and thus currently holds the title of world's slimmest smartphone, is now available in India for Rs.22,999.
The Gionee Elife S5.5 has a 5 inch Super AMOLED touchscreen with full HD resolution. Like other Gionee smartphones, it too comes with Android-based Amigo OS which is a heavily customised version of Android. Unlike the orthodox Android user interface where there is a home screen and a menu screen, here there is only a home screen.
The Gionee Elife S5.5 is armed with an octa-core 1.7 GHz processor and 2 GB of RAM. As of now only one model of the phone with 16 GB internal storage has been announced which does not have any micro SD card slot
The handset has a 13 megapixel rear camera and a 5 megapixel front camera. Besides, there is a 2,300 mAh non removable battery in the phone
For connectivity, this 3G smartphone (with 42 Mbps download speed) comes with WiFi, Bluetooth 4.0, and a micro USB port with USB on-the-go feature that would enable users to directly connect it with an external storage device like a pen drive via a 'male micro USB to female full USB' cable
Monday 9 June 2014
Road Test and Review: Hyundai Xcent
Road Test and Review: Hyundai Xcent
Welding a boot to a hatchback to build a sub-4 metre sedan and the subsequent design disaster is nothing new to us. But, hey, look at the new Hyundai Xcent. Despite being a sub-4 metre variant of the GRAND i10 hatchback, the Xcent flaunts a well-sculpted body that makes it arguably the best-looking sub-4 metre sedan as yet.
Design
One has to admit that achieving a well-proportionate sub-4 metre design out of a hatchback is no easy matter. That said, designers at Hyundai have done a wonderful job of seamlessly adding a boot to the GRAND i10. Inevitably, the Xcent is identical to the hatchback till the B-pillar. The roofline then blends beautifully into the boot with the help of slightly reworked rear window. Though not an eyesore, the rear profile is rather bland and doesn’t gel flawlessly with the rest of the car. Top variants get 15-inch diamond cut alloy wheels that give the sedan a slightly beefier stance.
As far as the dimensions go, the Xcent shares the hatchback’s 2,425mm wheelbase, which is longer than the Amaze and shorter to the Dzire only by a whisker. However, Xcent is evidently narrower in width than its competitors. Where the Xcent really scores over them is the 407-litre boot that easily holds four large suitcases.
Step inside and the cabin is respectably spacious. Save for a new cubbyhole with lid, climate control and a more reclined rear seat, interiors remain the same as the GRAND i10’s. The quality of the dual tone plastics shames more expensive models. The adjustable steering column feels premium and the gear lever is ergonomically placed on the dashboard. The chunky A/C dials and round vents add to the elegance of the dashboard.
The Xcent comes with rear A/C vents and 1GB built in audio memory, two first-in-segment features. Also on offer are push start button, keyless entry, auto-folding mirrors, Bluetooth connectivity and glove box chiller.
Performance
The engines - 1.1 U2 CRDi diesel and 1.2-litre Kappa petrol - have been carried over from the GRAND i10, too. Thanks to some tweaks to the ECU and a new electronically controlled turbocharger wastegate, the three-cylinder diesel engine now produces an extra 1 bhp and 22 Nm more torque over the GRAND. Although the improvement isn’t obvious behind the wheel, it’s more than sufficient to move the extra weight of the car. Idling vibration and turbo lag drop to minimal once on the move. The car comfortably swings between two and three digits speeds on the top gear and effortlessly cruises at around 140kmph.
Both engines are mated to a 5-speed manual gearbox and the petrol is also available with a 4-speed automatic transmission. ARAI has certified the diesel and petrol variants return a mileage of 24.4 and 19.1 kmpl respectively.
Ride and Handling
Reworked suspension, extra weight and broader tyres make the Xcent a better handler than the GRAND i10. Yet, the suspension battles to level the body around corners and over unduly surfaces.
Ride quality is indisputably the best in class. Most road and wind noise is held at bay thanks to great sound insulation, but the three-cylinder diesel engine emits an intrusive purr at low speeds. Small bumps and potholes are smoothed out by the supple suspension.
Light steering, nimble clutch, accurate gearshifts coupled with tilt steering and height adjustable seats make the Xcent a restful companion.
Safety
While airbags are standard on the top SX trim, ABS is available only as an option for the mid and top variants. It is equipped with reverse parking camera and electrochromatic rearview mirror as well.
Bottom-line
Hyundai conveys the message very clear – the Xcent is a practical family car. The 1.1-litre three-cylinder engine might appear slightly underpowered in front of its rivals, but 72 PS and 180 NM torque are sufficient to keep pace with traffic in city and on highways prudently. Moreover, Xcent diesel starts at Rs 5.56 lakhs, which is Rs 41,000 cheaper than the Honda and about Rs 20,000 than the Dzire. For those looking for a feature-rich yet affordable family car, the Hyundai Xcent will hit the spot.
Design
One has to admit that achieving a well-proportionate sub-4 metre design out of a hatchback is no easy matter. That said, designers at Hyundai have done a wonderful job of seamlessly adding a boot to the GRAND i10. Inevitably, the Xcent is identical to the hatchback till the B-pillar. The roofline then blends beautifully into the boot with the help of slightly reworked rear window. Though not an eyesore, the rear profile is rather bland and doesn’t gel flawlessly with the rest of the car. Top variants get 15-inch diamond cut alloy wheels that give the sedan a slightly beefier stance.
Step inside and the cabin is respectably spacious. Save for a new cubbyhole with lid, climate control and a more reclined rear seat, interiors remain the same as the GRAND i10’s. The quality of the dual tone plastics shames more expensive models. The adjustable steering column feels premium and the gear lever is ergonomically placed on the dashboard. The chunky A/C dials and round vents add to the elegance of the dashboard.
The Xcent comes with rear A/C vents and 1GB built in audio memory, two first-in-segment features. Also on offer are push start button, keyless entry, auto-folding mirrors, Bluetooth connectivity and glove box chiller.
The engines - 1.1 U2 CRDi diesel and 1.2-litre Kappa petrol - have been carried over from the GRAND i10, too. Thanks to some tweaks to the ECU and a new electronically controlled turbocharger wastegate, the three-cylinder diesel engine now produces an extra 1 bhp and 22 Nm more torque over the GRAND. Although the improvement isn’t obvious behind the wheel, it’s more than sufficient to move the extra weight of the car. Idling vibration and turbo lag drop to minimal once on the move. The car comfortably swings between two and three digits speeds on the top gear and effortlessly cruises at around 140kmph.
The ultra-quiet and efficient 1.2 litre Kappa petrol offers good low-down response for fairly swift acceleration. It’s a great performer in city, while I preferred the diesel variant on highways.
Ride and Handling
Reworked suspension, extra weight and broader tyres make the Xcent a better handler than the GRAND i10. Yet, the suspension battles to level the body around corners and over unduly surfaces.
Ride quality is indisputably the best in class. Most road and wind noise is held at bay thanks to great sound insulation, but the three-cylinder diesel engine emits an intrusive purr at low speeds. Small bumps and potholes are smoothed out by the supple suspension.
Safety
While airbags are standard on the top SX trim, ABS is available only as an option for the mid and top variants. It is equipped with reverse parking camera and electrochromatic rearview mirror as well.
Hyundai conveys the message very clear – the Xcent is a practical family car. The 1.1-litre three-cylinder engine might appear slightly underpowered in front of its rivals, but 72 PS and 180 NM torque are sufficient to keep pace with traffic in city and on highways prudently. Moreover, Xcent diesel starts at Rs 5.56 lakhs, which is Rs 41,000 cheaper than the Honda and about Rs 20,000 than the Dzire. For those looking for a feature-rich yet affordable family car, the Hyundai Xcent will hit the spot.
Thursday 5 June 2014
Nokia Lumia 630 quad core smartphone launched in India
Nokia Lumia 630 quad core smartphone launched in India
Nokia has announced its quad core processor based Lumia 630 for India. The dual SIM version of Nokia Lumia 630 is priced at Rs.11,500 while the single SIM variant is to be made available in Rs 10,500. The devices are to be made available from this May 16. Apart from SIM, there are no other differences in the two versions
The Nokia Lumia features a 4.5 inch touchscreen with 480x854 pixels resolution. This display has Corning Gorilla Glass 3 protection and is said to have wide viewing angle. The Lumia 630 has 1.2 GHz Snapdragon quad core processor, 512 MB RAM, 8 GB internal storage, and an expandable storage slot that can accommodate a micro SD card of up to 128 GB. The Lumia 630 runs on Windows Phone 8.1.
The Nokia Lumia 630 has a 5 megapixel autofocus rear camera with a ¼ inch sensor and f/2.4 aperture. This camera has 4x digital zoom, auto and manual exposure, auto and manual white balance, Panorama and Geotagging facility. Besides, the Lumia 630 comes armed with Nokia Camera application which has been hailed for its features. This 5 megapixel rear camera can capture high definition videos (720 pixels) in 30 frames per second. However, it has no front camera.
This 9.2 mm thick handset weighs 134 grams despite having an 1830 mAh battery that claims to provide 13.1 hour of maximum 3G talktime or 16.4 hours of 2G talktime. The Nokia Lumia 630 has a micro SIM slot and comes with noise cancellation facility for a clearer conversation. This 3G phone has WiFi, A-GPS, A-GLONASS, FM radio, Bluetooth 4.0, and micro USB 2.0.
Currently, Nokia Lumia 520 is the cheapest in the Lumia family, costing just around Rs 8,000. Other handsets in the Lumia family are Lumia 525 (about Rs 9,000), Lumia 610 (about Rs 10,000), Lumia 620 (Rs 13,999), Lumia 625 (about Rs 15,000), Lumia 720 (about Rs 18,000), Lumia 1320 (about Rs 19,000), Lumia 920 (about Rs 25,000), Lumia 925 (about Rs 27,500), Lumia 1520 (about Rs 40,000), and Lumia 1020 (about Rs 40,000).
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