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Showing posts with label On Road. Show all posts
Showing posts with label On Road. Show all posts

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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    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.
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    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
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    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.
    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.

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