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Monday, 18 August 2014

Road Test and Review: Tata Vista D90

Road Test and Review: Tata Vista D90



Indica has been an important car for Tata. Ever since its launch in 1998, the car has evolved into a capable and practical hatchback that always stayed on top of sales charts. Now in its latest Vista D90 avatar, Indica has shifted the goal posts to another pitch. Powered by a specially tuned Quadrajet diesel engine, the new Indica is a completely different animal that delivers 90PS of raw power. However, does it live up to the hype? I recently spent two days behind the wheel of the D90 to find that out.
Tata has thrown in some new design elements that reflect the sportiness of the car. However, the new bumpers and an aerodynamic rear spoiler seen in the pictures are not part of the original D90, but a body kit that you may purchase from the dealership. What come as standard are just a contrasting roof and the D90 badge at the rear.
When it comes to the interiors, the D90 receives major changes. The Manza-inspired dashboard looks pretty neat and thankfully the centre-mounted instrument cluster is back to where it belongs. The quality of dials and other bits and bobs have drastically improved. The moonlit white illumination looks classy and creates a pleasant ambiance at night.
The centre console now houses a small digital screen that shows real-time and average fuel consumption, distance-to-empty, ambient temperature and a digital clock. You also get a large multicolour touchscreen console that combines the entertainment, navigation and communication functions.
Other convenience features include 2-way adjustable steering wheel with audio/Bluetooth controls, 6-way height adjustable driver seat with lumbar support, intelligent rear wiper, electrically adjusted ORVMs, rear charging point and follow-me- home headlamps
The overall interior quality has commendably improved and like the previous editions of Indica, the D90’s USP remains the cabin space- and a lot of it.
The Quadrajet diesel engine helped by a variable geometry turbocharger and tweaked ECU develops 89bhp of power and 200 Nm of torque. As the figures suggest, the motor snarls pleasantly under the whip. Low-end drivability is really good, which means you can scamper through urban traffic without much downshifting. Turbo spools in at around 2500rpm and dipping into the torque is delightful. The engine has a strong midrange, pulling eagerly till 4500rpm before the needle glows red at 5000rpm.
The D90 accelerates from 0-100kmph in 15.5 seconds and is absolutely stable at three digit speeds.  Steering is on the heavier side and it gives you a confident drive, but it could be tiresome during long drives. The D90 is also equipped with a powerful air-conditioner that doesn't sap much engine power.
Suspension has been reworked to cope with the sportiness of the car and it has certainly taken its toll on ride comfort.  Compared to Vista, the D90 offers a stiffer ride on rough patches but on the flipside, it handles well and has less bodyroll. Tata has engineered the D90 with a special NVH pack and it shows. Engine roar is well contained and road noise impressively low.
The D90 comes with enough safety and security features including dual front SRS airbags, crumple zones, side intrusion beams, engine immobilizer and ABS with EBD.
Tata claims a fuel economy of 21.12 kmpl and when driven sensibly, the D90 returned 19.8 kmpl on highway (with AC turned on). While exploiting the car’s full potential, however, the figure dropped to somewhere between 14 and 15 kmpl.
Having spent several hours driving the D90, I can attest that this car is a great package and is fun to drive. More remarkable is Tata’s undying effort to improve the quality of interiors. It may not be so refined as its direct competitors, but with a starting price of Rs. 5.99 lakhs (ex-showroom New Delhi), the Vista D90 gives you the best value for money.

Pagination

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    Monday, 11 August 2014

    Road Test and Review: Honda Amaze

    Road Test and Review: Honda Amaze


    In the past couple of years, the Indian car industry introduced us to a series of new segments. Needless to say, the sub-4 metre segment emerged the most popular, thanks to the tax benefit it enjoys. But the carmakers’ desperate attempt to cash in on the lower tax rate left us with a handful of mediocre designs that were merely squeezed up variants of existing models. Finally, we have in the market a well-thought-out, a well-sculpted sub-4 metre sedan -- the Honda Amaze.
    And that’s not all. With a 1.5L i-DTEC engine that’s exclusively developed for India, the Amaze marks Honda’s entry into the diesel segment. That fact itself makes the Amaze recognisable in the already crowded diesel segment, but has the Japanese carmaker got everything right with the Amaze to win the lost market share back? Let’s drive the Amaze to find out.

    Design
    If you thought the Amaze is just the Brio with a boot slapped onto it, hey, you were wrong. Although the front half of the car is identical to the hatchback, designers have burnt the midnight oil to immaculately integrate the additional 380mm beyond the B-pillar. From the front, the Amaze can be distinguished by the twin-bar grille and a new bumper with subtle changes. The best design element of all is the two aggressive character lines in profile, which disguise the car’s compact dimensions and give it a full-grown sedan’s stance. The rear design of the Amaze is certainly the best in its class, owing to the seamless integration of the boot, stylish rear combination lamps and generous use of chrome.
    Inside, there's virtually nothing to separate the Amaze and the Brio. The dashboard layout is the same and the same hard plastics feature throughout. However, the high-quality bright fabric creates a cheerful aura and a premium feel in the cabin.
    Space, Comfort and Convenience
    Ask me one thing I liked most about the Amaze and I’ll tell you -- space. No matter where you’re sitting, there’s lots of space.  The front seats offer plenty of kneeroom, while six-footers will have no trouble getting comfortable in the rear. The Amaze’s roomy feel extends to the boot as well, which has a class-leading capacity of 400 litres.
    The easy-to-live-with cabin offers a great driving position and logical dashboard. Driver seat is height adjustable and steering column collapsible. The interior is suitable for a long road trip with bolstered seats, lots of storage zones, two cup holders and four bottle holders.
    Engine
    In India, Honda and diesel were two words that never belonged in the same sentence, but not anymore. Even though it took three years for Honda to develop a diesel engine for India, they’ve got exactly what we wanted. First things first -- the 1.5 litre i-DTEC engine returns the highest fuel economy in the Indian passenger car segment of 25.8 km/l, as per test data. What’s more interesting is that the impressive mileage is achieved without any compromise on performance. It offers a maximum power output of 100PS@3600rpm and 200 Nm of torque @1750 rpm. The diesel engine is coupled to a five-speed manual transmission.
    The Amaze will also be available with the Brio’s peppy 1.2-litre, 88bhp petrol engine, linked to either a five speed manual or a five-speed automatic transmission.
    Performance, Ride and Handling
    The 1.5 litre i-DTEC engine pulls smoothly from as low as 1200-1500 rpm with no bogs or hesitation. Power builds up in a very linear fashion that you wouldn’t notice the turbo kick in at 3000 rpm. It delivers plenty of mid and high end torque to keep you moving swiftly along the streets. However, compared to the popular 1.3 litre DDiS engine, the 1.5 litre i-DTEC is not as much fun to drive but certainly more practical and more efficient.
    Since we are not used to engine noise in a Honda car, the i-DTEC might unexpectedly be audible inside the cabin. Otherwise, the cabin remains well- insulated against wind/road noise. The petrol Amaze, on the other hand, is typical Honda – silent, peppy and fun to drive.
    The heavier diesel engine required a stiffer front suspension than the Brio, but not taking a toll on the ride quality. The steering is slightly heavier, hence confidence-inspiring and the handling is worlds better than that of the others in the segment.
    The Amaze has a ground clearance of 165 mm, good enough to clear most speedbreakers and potholes. Overall, the steering, brake and throttle all help make this an easy car to drive happily.


    Safety
    The Amaze features Honda’s active and passive safety technologies including dual SRS front airbags, ABS, EBD, 3-point ELR seat belts and impact-mitigating headrests. The front body structure is equipped with Pedestrian injury mitigation technology designed to absorb impact energy.  The rear too has a shock absorbing structure which protects occupants in case of a rear crash.
    Conclusion
    Amaze comes to the market with a tough assignment -- to regain Honda’s lost sheen. It’s not going to be an easy fight with the Maruti Dzire, a car that’s already a household name. But the Amaze has advantage in terms of space, mileage, appearance and above all, it has reliability of a Honda car. Now, Honda has priced the Amaze on par with the Dzire too. Hmm...looks like the Amaze is going to give Dzire a run for its money.
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    Monday, 4 August 2014

    Road Test and Review: Nissan Terrano

    Road Test and Review: Nissan Terrano



    By now, most of us are familiar with the word badge engineering, thanks to the Renault-Nissan Alliance. The alliance has already brought us two great rebadged cars – Scala and Pulse. The third car born out of the partnership, the Nissan Terrano, is a rebadged Duster and this review will endeavor to find out how far the Terrano has departed from the Duster.
    Nissan has thrown in some stand-out styling cues into the Terrano that clearly differentiate it from the Duster. From the front, the Terrano can easily be identified by the signature Nissan grille that is reminiscent of the Pathfinder. It's certainly the most effective element of the Terrano’s look, because it translates well into a big SUV shape. The bold lines on the V-shaped bonnet that blends seamlessly into the grille make it unmistakably a Nissan. The angular headlamps and bumper are new as well.

    In profile, changes are more subtle, with curvier door panels and blacked out B and C pillars being the only difference. Alloy wheels are new as well. Save for the new tail lamps, the rear looks similar to the Duster. Looks may be subjective, but Terrano certainly scores over Duster in exterior design.
    The Terrano’s interiors look similar to Duster’s and I was surprised to see the ‘French ergonomics’ carried forward into a Japanese car. Quirky controls, such as the ORVM switch under the handbrake, remain unchanged. Steering wheel has a smarter design but lacks grip. The centre console looks tad better than the Duster, owing to rectangular AC vents, storage space with a lid and piano-black finish for the audio system. Top variants come with rear AC vents but as we saw on the Duster, it is more of an inconvenience because it eats into rear legroom and the flaps cannot be adjusted. Overall, the interiors have improved, but not by a ton.
    Performance
    The Nissan Terrano is available with three engines – 85PS and 110PS diesels and 104PS petrol. While 110PS diesel comes with 6-speed manual, the other two get 5-speed manual. Automatic transmission is not even in the pipeline.
    Since the engines, transmissions and other mechanicals remain unchanged, the Terrano drives similar to Duster. Overall performance of the petrol and 85PS diesel motors is smooth and more than adequate, especially in light of the impressive fuel economy figures. However, both the engines feel a bit strained when revved hard. The 110 PS diesel delivering 248 Nm of torque @ 2250 rpm is certainly a fun-to-drive car and remains my favourite.
    Both diesel engines suffer from the inevitable turbo lag and response to the accelerator pedal is less than immediate. You need to keep the needle above the 1,200rpm mark and keep moving else the lag is felt easily.
    Ride and Handling
    Although Nissan is tight-lipped about any possible changes under the skin, I strongly felt a huge improvement in Terrano’s noise insulation. The cabin is significantly quieter than the Duster and offers a smoother ride. However, the diesel engines are clattery at idle and loud above 3000rpm.
    Terrano handles easily and fluently and the steering feels suitably light around town, yet weighting up enough as the speed builds. Yet, the steering is very sensitive, just like the Duster, to potholes and undulations on the road and that translates into some frustrating steering feedback.

    Safety
    When Nissan introduced Micra in India, safety was taken to new heights as the company offered airbags across all variants. Continuing the commendable trend, Terrano comes with driver airbags even on the base variant - a great advantage over Duster. Mid and top variants have ABS with EBD on offer, too.
    Nissan claims a mileage of 13.2 kmpl for the Terrano petrol, while the 110 PS diesel returns 19.01 kmpl and the 85PS delivers 20.45 kmpl.
    Conclusion
    In short, the Nissan Terrano comes with all virtues of the Duster, plus a little more. Prices range fromRs. 9.59 lakh for the base variant to Rs. 12.44 lakh for the top trim. That makes the Terrano up to Rs. 70000 (approximate) more expensive than the Duster across variants. No doubt, the Terrano looks more mature and modern, but is it worth paying the extra just for better appearance and enhanced safety? Share your thoughts in the comments section below.
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