Road Test and Review: Ford EcoSport The Ford EcoSport has been an object of infatuation since it broke cover at the Delhi Auto Ex...
Road Test and Review: Hyundai GRAND i10 Diesel
Road Test and Review: Hyundai GRAND i10 Diesel There has been a long-standing void in Hyundai’s lineup for India – between the i10...
Track Test: Volkswagen Vento TSI, Polo GT TDI
Track Test: Volkswagen Vento TSI, Polo GT TDI Probably, the name car enthusiasts heard the most in 2013 is Polo. The buzz was spar...
Road Test and Review: The All-New Honda City
Road Test and Review: The All-New Honda City Just when we thought 2013 was full to the brim with fabulous new models, in drives th...
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Monday 28 July 2014
Road Test and Review: Ford EcoSport
Road Test and Review: Ford EcoSport
The Ford EcoSport has been an object of infatuation since it broke cover at the Delhi Auto Expo in 2012. It basked in the limelight for a year and a half for three reasons – an unconventionally attractive design, the 1-litre EcoBoost petrol engine and the sub-Rs 10 lakh price tag. In a sign that the wait is finally over, Ford has recently conducted the pre-launch test drive for media in Goa.
I know most of you have already seen the EcoSport in-person as part of Ford’s pre-launch campaign and formed an opinion about its design and features. But does the 1-litre EcoBoost engine pack enough punch to take this urban SUV to the top of its game? Read on to find out.
In appearance, the EcoSport is unmistakably avant-garde. The front end features a large, ‘gaping fishmouth’ grille flanked by slim headlamps and big fog lamps, reflecting Ford’s global design language. Two bold lines on the bonnet flow onto the roof, highlighting the car’s aerodynamic prowess. I particularly liked the muscular fenders, tailgate-mounted spare tyre and the sleek roof-rails that enhance the vehicle’s SUV stance. The tailgate handle is beautifully integrated within the tail lamp and that’s a nice touch. The only thing missing is a pair of sidesteps that could greatly accentuate the SUV’s ruggedness. Overall, the EcoSport has a quirky design -- love it or hate it, the car certainly makes a statement on the road.
Step inside and you’ll discover a welcoming combination of contemporary design and intuitive technology. Dials and knobs are ergonomically appointed and the Ice Blue dashboard illumination looks cool, too. However, I was less enthused about the hard-plastic dashboard and door panels.
Frankly, the EcoSport doesn’t look as big in flesh as it does in pictures. It can comfortably seat five but going by the SUV standards, the fifth person wouldn’t be really happy. However, those upgrading from a hatchback would find ample head, shoulder and leg room in the EcoSport. The boot that Ford claims could accommodate even a washing machine is expandable up to 705 litres, with the rear seats tumbled.
The driver seat offers a commanding position and excellent outward visibility. Ford seems to have employed a wide range of sound-deadening features in the EcoSport - there’s very little noise intruding on your comfort.
The EcoSport is the first vehicle in its segment in India to feature Ford SYNC® connectivity platform, which provides customers with the convenience and flexibility to control their media players and mobile phones with voice commands.
SYNC takes safety to new heights with a life-saving feature called Emergency Assistance. When an airbag is inflated or the fuel pump is shut off following an accident, SYNC sends a voice message to 108 (emergency phone number) from the paired mobile phone. SYNC also sends the GPS co-ordinates of the accident location and lets the occupants speak to the emergency operator -- how clever is that!
The EcoSport’s strongest selling point is certainly the 1-litre EcoBoost engine. It is hard to imagine a 999cc three cylinder engine under the hood of an SUV, but guess what; this engine delivers the power and performance of a naturally aspirated 1.6-litre engine. Helped by a turbocharger, direct injection and variable valve timing, the EcoBoost motor develops 123 bhp of power at 6000 rpm and 170 Nm of torque from 1,400 to 4,500 rpm.
Dip the clutch and press the start button, the engine fires up smoothly and idles without clatter. It has enough low-end grunt to nip in and out of traffic but once you floor the pedal, there’s detectable turbo lag. However, once past 1800rpm mark, the engine revs happily and displays good power delivery. On the flipside, it becomes very audible at higher rpms. Overall, the 1-litre EcoSport is more of a practical cruiser than a fun-to-drive car. The engine is mated to a five-speed manual gearbox that offers slick gearshifts. Two other engine options will be available, too - a 110bhp 1.5 petrol and a 90bhp 1.5 diesel. The diesel EcoSport will have more takers and I’m sure, be more fun-to-drive.
Fords are generally regarded as great handlers and the EcoSport is no exception. Dampers and springs achieve an optimal balance between handling and ride comfort. The car stays absolutely pinned to the tarmac even at a close corner. I didn't think twice about rolling over big potholes or pesky curbs, thanks to the all-absorbing suspension and the 200mm ground clearance.
The light steering is a blessing in city, yet precise enough at high speeds and around tight corners. Ford's Electric Power Assist Steering (EPAS) system is equipped with ‘Pull Drift Compensation’, which automatically makes imperceptible steering corrections when it notices a pull caused by wind, potholes or even differences in tyre pressure.
Ford has quoted an ARAI certified mileage of 18.7 kmpl for the 1 litre EcoBoost variant. However, I rarely saw a double digit figure on the real-time fuel consumption monitor; blame it on the performance tests and aggressive driving. Otherwise, the engine is definitely capable of returning an average of 13-14 kmpl in normal conditions. The 1.5-litre petrol and diesel variants return 15.8kmpl and 22.7 kmpl respectively (ARAI figures)
If I were to sum up the EcoSport in one word, it would be: intriguing. It has got all right ingredients to stay true to what Ford calls it – the urban SUV. Although the long wait of almost 17 months has led to an inevitable loss of interest, I’d dare to say that the EcoSport is indeed worth the wait. Now, with the prices starting at an attractive INR 5.59 lakh, no doubt, Ford has a conqueror in their hands.
Monday 21 July 2014
Road Test and Review: Hyundai GRAND i10 Diesel
Road Test and Review: Hyundai GRAND i10 Diesel
There has been a long-standing void in Hyundai’s lineup for India – between the i10 and the i20. The i10 is too small and the i20 slightly ‘more premium’ for the most competitive hatchback segment. Now, Hyundai has brought some balance to its line-up, with the new GRAND i10 bridging the gap between the i10 and the i20.
So, having tested the GRAND i10 prototype last month and been impressed with the features on offer, I recently spent a day with the production car and here’s the detailed review.
The GRAND i10 is not merely a ‘grander’ form of the i10. Built on a completely new platform, the car looks totally original. Although the GRAND i10 adopts Hyundai’s fluidic design language, it sports a more sober look with less creases and lines. Hexagonal grille and elongated headlamps look elegant and I particularly liked the unique design of the fog lamps. Sloping roofline, ascending beltline and integrated roof rails coupled with the two-tone diamond cut alloy wheels create athleticism. The wraparound tail lamps are trendy and probably, the best design element of the GRAND i10.
As with any Hyundai product, the GRAND i10 also comes with great interiors. 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 GRAND i10 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 and glove box chiller.
The seats may not be the best for long driving but they are smartly designed and offer good support and especially, spot on driving position. Rear passengers get ample space but the rear A/C vent unit eats into the third passenger’s legroom.
The all-new 1.1 U2 CRDi diesel engine develops 71PS of power @4000rpm and is mated to a five-speed manual gearbox. The 3-cylinder unit certainly has its shortcomings such as idling vibration and noise but things get better once you’re on the move, thanks to the commendable noise insulation of the car. Power delivery is very linear and smooth to make it a great city car but on the highways, you might crave more power. Gearshifts are butter-smooth with very short throw and the ratios are well spaced, again, adding to the driving comfort in city.
Mileage
Hyundai claims a fuel efficiency of 24 kmpl for the diesel GRAND i10. During the test drive of around 200 kilometres, the mileage never dropped below 18 kmpl, which means the 1.1 U2 CRDi is a very frugal engine.
Ride and Handling
Handling has never been Hyundai’s forte but the GRAND i10 is proof that the carmaker is seriously working to strike the perfect balance between comfort and handling. The car handles surprisingly better compared to other Hyundais, while keeping the ride comfort unaffected. It is pretty stable at speed and doesn’t totter around when pushed hard into a corner.
Safety
Slight disappointment here – ABS and airbags are not a standard fitment, but available only as an option. Engine immobilizer is standard across all variants and central locking is part of all but the base variant.
The diesel range of the GRAND i10 starts at 5.23 lakh (ex-showroom Delhi), which makes it 30000-50000 cheaper than the Swift across variants. The GRAND i10 cannot be compared to the Swift in terms of performance and driving dynamics, however, as an overall package it is a stronger choice. It has a handful of very useful features, great interior quality, class-leading mileage and an eye-catching design. No doubt, the GRAND i10 is great value for your money, especially if your driving is more stop-and-go or city driving
Monday 14 July 2014
Track Test: Volkswagen Vento TSI, Polo GT TDI
Track Test: Volkswagen Vento TSI, Polo GT TDI
Probably, the name car enthusiasts heard the most in 2013 is Polo. The buzz was sparked by Polo GT TSI in April, followed by the Cross Polo in August and the Polo GT TDI in September. The blissful combination of the 1.2 litre turbocharged engine and DSG gearbox made the GT TSI very desirable. Volkswagen also listened to the clamour for a punchier diesel variant by dropping the Vento’s 1.6 litre diesel engine into the Polo GT TDI. Now, with the disparity between petrol and diesel prices fast shrinking, the carmaker is extending the 1.2 litre TSI to Vento as well.
The best way to learn about these cars’ capabilities is to drive them in a controlled environment. I recently drove the Vento TSI and Polo TDI back to back at the Buddh International Circuit to find out what makes them completely different animals.
Visually, both cars don’t imply what they actually capable of doing. Just like its petrol sibling, the Polo TDI gets GT badging on the grille and the boot lid, but not on the C pillar. Interiors are identical to the TSI, too.
There’s no way you’re going to spot a Vento TSI on road, unless your attention to detail is impeccable. Save for a subtle addition of chrome on the boot lid and fog lamp surrounds and new alloy wheels, the design remains unchanged. However, it comes with more features such as Hill Hold Assist, ESP, rear parking sensors and leatherette seat covers.
The Vento TSI is powered by a direct injection, turbo-charged 1.2-litre TSI petrol engine that develops 103 horses and 175Nm of torque. Off the line, the Vento TSI is pretty quick, without a hint of turbo lag. However, compared to the Polo TSI’s 10.85sec 0-100kmph sprint time, the sedan is slightly slower at 11.52sec. Yet, it’s nearly four seconds quicker than the 1.6 automatic Vento.
The DSG offers a lot of get up and go and you don’t really miss paddle shifters here. Being on track, I was mostly on ‘S’ mode that holds on to gears till the redline before upshifting. ‘D’ mode would be ideal for city driving and if you need more control, Manual mode is on offer, too.
The Polo TDI borrows the drivetrain from the Vento and the 1,598cc, common-rail diesel engine churns out 105bhp and 250Nm of torque. The Polo being 65 kg lighter than the Vento, the engine feels more powerful under its hood. Available only in a 5-speed manual transmission, the TDI suffers from an inevitable turbo lag, however, there’s lots of punch available from 1800 rpm and the car accelerates from 0-100kmph in 10.27seconds.
Dynamics of both the cars remain unchanged and they handle the same way as the previous models. There’s noticeable bodyroll when pushed hard into the sharp corners of the track, yet, overall handling is admirable for their size and weight. In an almost 2 hours long test, the Vento TSI turned out to be my personal favourite, with which I had tremendous amount of fun.
The performance of both cars is sensational. Since the Vento TSI achieves better performance from a smaller engine, it’s more fun to drive while being more economical. The GT TDI, on the other hand, comes as a blessing for diesel lovers who craved a real ‘hot hatch.’
Monday 7 July 2014
Road Test and Review: The All-New Honda City
Road Test and Review: The All-New Honda City
Just when we thought 2013 was full to the brim with fabulous new models, in drives the all-new Honda City with the biggest surprise of all – a mileage of 26 kilometre per litre. Yes, you read that right; the Honda City finally has a diesel engine under the hood, and now, the iconic car is also the most fuel efficient car in India.
Well, if mileage is the need of the hour, City now offers the most of it. But there’s more to the story than meets the eye. Let’s discuss in detail.
Design
Although every body panel has gone under the knife, the fourth generation City looks very familiar. Perhaps, Honda didn’t want to tamper with an already perfect design. But a closer look at the car reveals some remarkable design choices. The three-slatted signature grille has given way to a larger, chrome-heavy grille linking sharper headlamps. Two bold creases run down the bonnet, seamlessly converging into the grille. Thanks to the sportier and forward-reaching bumper styling, the new City looks poised to devour the road ahead.
Contrary to the lackluster profile of the outgoing model, the new City gets a prominent character line that gracefully rises towards the rear to meet the elongated, wraparound taillights. The new taillight design works well with the overall styling and the shark fin antenna completes the picture.
Inside the cabin
Honda has always been stingy when it comes to City’s features. Even when the competition grew too intense, the City’s cabin remained very basic. The new model is a huge leap forward over its predecessor and offers a host of innovative and segment-first features. The centre console now boasts a 5 inch LCD display with audio, Bluetooth and rear camera settings. The rear camera offers three angles – normal, top down and 180 degree wide. The touchscreen climate control looks super cool but bright sun bleaches it out, making it difficult to read.
The CR-V inspired steering wheel is leather-wrapped and offers plenty of grip. It also houses Bluetooth, audio and cruise controls. Instrument panel gets a new theme, too. All these are well appointed on a flowing and cohesive dashboard.
No one ever cribbed about the City’s cabin space, yet Honda has increased the wheelbase by 50mm, shoulder room by 40mm and height by 10mm to make it as roomy as the D segmenters. The overall length and width, meanwhile, remain unchanged. Rear AC vents further enhance the rear seat comfort. The new City doesn’t fall short on other contemporary features such as push start button, keyless entry, four power outlets, 8 speakers, auto folding mirrors and sunroof on top trim levels.
Performance
The diesel City has borrowed the 1.5 L i-DTEC engine from the Amaze with the same tuning and the performance figures remain unchanged - 100ps@3600 rpm and 200 N-m@1750 rpm. Power is transferred through a newly developed 6-speed manual gearbox, which helps the City achieve better fuel economy than the Amaze.
The i-DTEC motor feels more refined under the City’s bonnet because Honda has further reduced friction of all moving components. Moreover, the car benefits from as many as 14 new noise insulation methods that make the cabin brilliantly quiet. Power delivery is very similar to the Amaze, however, top speed is not limited to 145 kmph on the City and it can travel up to 190kmph, the company says.
The 1.5 L i-VTEC petrol engine has been Honda City’s forte and it gets even better in the fourth generation. Twin needle spark plugs, enhanced cooling system and low friction technology help the engine achieve better fuel efficiency. The petrol variant is available either with a five-speed manual or an advanced CVT auto transmission. Traditionally, most auto boxes are thirstier than manuals but the City’s CVT achieves a commendable 18 kmpl as against the manual variant’s 17.8 kmpl.
The rev-happy and instantly responsive nature of the manual i-VTEC makes it the most fun to drive among the three. The car is lighter by 40 kg, so it feels even faster. The CVT automatic, on the other hand, is very practical and easy to live with. It offers paddle shifters for a bit of zest, too.
Similar to the Amaze, the diesel City offers smooth and effortless power delivery. Peak torque is delivered 1750rpm onwards, but there’s enough torque (up to 80%) available from a low 1200rpm. That means low-end response is impressive and there’s very little turbo lag. The engine pulls strongly till around 3500 rpm and is relaxed at highway speeds. If handled prudently, the diesel City is certain to return over 25kmpl.
Ride and Handling
Honda City had an Achilles’ heel – poor ground clearance. At 165mm, it remains unchanged in the new City as well. However, Honda has reworked the exhaust pipe layout to improve the ‘ground contact factor’ that avoids frequent underbody scrapes. Revised suspension geometry ensures a more comfortable ride and the aforementioned noise insulation keeps NVH levels well under tolerable limits. New suspension setup, increased wheelbase and kerb weight haven’t taken a toll on handling either.
Honda’s desperate attempt to achieve higher fuel efficiency sees the car still ride on 175mm tyres, especially when all other C segmenters use 185mm or above. If only Honda considered broader tyres, the handling and overall appearance of the car could be even better.
Well, if mileage is the need of the hour, City now offers the most of it. But there’s more to the story than meets the eye. Let’s discuss in detail.
Although every body panel has gone under the knife, the fourth generation City looks very familiar. Perhaps, Honda didn’t want to tamper with an already perfect design. But a closer look at the car reveals some remarkable design choices. The three-slatted signature grille has given way to a larger, chrome-heavy grille linking sharper headlamps. Two bold creases run down the bonnet, seamlessly converging into the grille. Thanks to the sportier and forward-reaching bumper styling, the new City looks poised to devour the road ahead.
Contrary to the lackluster profile of the outgoing model, the new City gets a prominent character line that gracefully rises towards the rear to meet the elongated, wraparound taillights. The new taillight design works well with the overall styling and the shark fin antenna completes the picture.
Honda has always been stingy when it comes to City’s features. Even when the competition grew too intense, the City’s cabin remained very basic. The new model is a huge leap forward over its predecessor and offers a host of innovative and segment-first features. The centre console now boasts a 5 inch LCD display with audio, Bluetooth and rear camera settings. The rear camera offers three angles – normal, top down and 180 degree wide. The touchscreen climate control looks super cool but bright sun bleaches it out, making it difficult to read.
The CR-V inspired steering wheel is leather-wrapped and offers plenty of grip. It also houses Bluetooth, audio and cruise controls. Instrument panel gets a new theme, too. All these are well appointed on a flowing and cohesive dashboard.
The diesel City has borrowed the 1.5 L i-DTEC engine from the Amaze with the same tuning and the performance figures remain unchanged - 100ps@3600 rpm and 200 N-m@1750 rpm. Power is transferred through a newly developed 6-speed manual gearbox, which helps the City achieve better fuel economy than the Amaze.
The i-DTEC motor feels more refined under the City’s bonnet because Honda has further reduced friction of all moving components. Moreover, the car benefits from as many as 14 new noise insulation methods that make the cabin brilliantly quiet. Power delivery is very similar to the Amaze, however, top speed is not limited to 145 kmph on the City and it can travel up to 190kmph, the company says.
The 1.5 L i-VTEC petrol engine has been Honda City’s forte and it gets even better in the fourth generation. Twin needle spark plugs, enhanced cooling system and low friction technology help the engine achieve better fuel efficiency. The petrol variant is available either with a five-speed manual or an advanced CVT auto transmission. Traditionally, most auto boxes are thirstier than manuals but the City’s CVT achieves a commendable 18 kmpl as against the manual variant’s 17.8 kmpl.
The rev-happy and instantly responsive nature of the manual i-VTEC makes it the most fun to drive among the three. The car is lighter by 40 kg, so it feels even faster. The CVT automatic, on the other hand, is very practical and easy to live with. It offers paddle shifters for a bit of zest, too.
Ride and Handling
Honda City had an Achilles’ heel – poor ground clearance. At 165mm, it remains unchanged in the new City as well. However, Honda has reworked the exhaust pipe layout to improve the ‘ground contact factor’ that avoids frequent underbody scrapes. Revised suspension geometry ensures a more comfortable ride and the aforementioned noise insulation keeps NVH levels well under tolerable limits. New suspension setup, increased wheelbase and kerb weight haven’t taken a toll on handling either.
Safety
Honda never compromises safety for anything. Like its predecessors, the new City gets dual front SRS airbags along with ABS with EBD across all the variants.
Conclusion
Diesel powered Honda City has always been on top of every car enthusiast’s wish list. Finally, when Honda introduced the diesel City, they nailed it in style. It’s undoubtedly a great, desirable package that gives you more bragging rights.
Honda never compromises safety for anything. Like its predecessors, the new City gets dual front SRS airbags along with ABS with EBD across all the variants.
Conclusion
Diesel powered Honda City has always been on top of every car enthusiast’s wish list. Finally, when Honda introduced the diesel City, they nailed it in style. It’s undoubtedly a great, desirable package that gives you more bragging rights.
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