Mercedes R-class Review

DESIGN & ENGINEERING

This face-lifted R-class is a more cohesive looking design that benefits from new headlamps, grille, bonnet and bumper – all reflecting the latest Mercedes-Benz lineage. But no matter how sophisticated the looks are, you still can’t get away from the fact that this does look like a shapely, low-slung van. This is true especially when you look at the rear three-quarters – the sheer length between the axles and the uninspired rear styling do nothing to hide the fact that this is essentially a people-mover.

It is based on the same platform as the Mercedes ML and GL 4x4s, which means the R-class is a monocoque and comes with 4MATIC, Merc-speak for a full-time, four-wheel-drive system. Suspension is by way of double wishbones up front and a multi-link setup at the rear and Merc’s AIRMATIC adaptive dampers. The car can be raised on its suspension to clear obstacles which is very useful when tackling speedbreakers. Enclosing all this is the massive body. At 5.1 metres, it is longer than the GL and quite a bit broader than an S-class. This substantial length and width adds a lot of weight and the
R-class weighs a pavement-crumbling 2230 kilos.

Surprisingly, the R-class doesn’t have the rigidity we expect from a Merc. Sure, the doors shut with a solid ‘thunk’ but over bad bits of road, the whole cabin shudders in a very un-German way.

INTERIOR

Getting into the R-class is easy. Because it is low slung, you slide into the seats rather than climb into them. Once inside, you’ll find yourself in familiar Merc territory. In fact, if it wasn’t for the steeply raked A-pillar, you could fool yourself into thinking you are in an ML or a GL. Still, we can’t help but think it looks a bit too familiar and unexciting. You sit at a good height and the electric adjust seat is comfortable. People looking for goodies may be disappointed though. Merc’s COMAND system controls only the audio system via a small (by today’s standards) screen. The system is also quite complicated and fiddly to use.

Nonetheless, fit and finish inside are faultless as usual and you can tell this car was built with the American market in mind by the size of the cubbyhole between the front seats and the sheer number of oversize storage spaces. 

If there is a compelling reason to buy an R-class, it’s the middle row of seats. They are so good that the R-class makes a strong case for itself as a chauffeur-driven car. Hugely accommodating and with acres of legroom, you could fool yourself into thinking you are in a business class seat. Thigh support isn’t great thanks to the high floor, but the immense legroom allows you to stretch out and negae this. The sheer width also lends to that feeling of space and sitting three abreast is no problem here.

Even the centre seat, which doubles up as a broad armrest when flipped forward, is quite a comfortable place to sit. If there was one complaint, the screens for the Rs 1.4 lakh rear seat entertainment pack’s screens are a tad small. The big surprise comes when you slide the middle row forward (via a rather clever mechanism) and climb into the third row. The two seats in the back are entirely usable with good head- and legroom – full-grown adults can easily use these seats for moderate distances without cramping up. With all rows up, the R-class still has the boot space for a decent-sized suitcase, but fold all rows and there’s almost a football field in there!

The R-class comes with all the equipment you need – electric mirrors, seat adjust, steering adjust, sunroof and a nice audio system – but nothing extra. Even the options list is rather short, with only the rear seat entertainment package on offer. 

PERFORMANCE & ECONOMY

Under the hood lies Merc’s familiar 3498cc, 272bhp petrol V6 that’s also in the E-class and S-class. It’s a twin-cam unit that breathes through four valves per cylinder and makes its peak torque of 35kgm all the way from  2400rpm to 5000rpm. Because this motor doesn’t have the instant torque of a diesel or even the new direct-injection petrol motors, it doesn’t feel quick or exciting when you put your foot down. The Merc GL 350 CDI is slightly slower to 100kph, but feels more lively because it makes so much more torque at lower revs.

The thing is, the engine has to haul over two tonnes of metal and occupants and so, straight-line performance is more stately than sprightly, which actually is fine for this kind of car. Still, the numbers suggest the car is quicker than it feels. Aided by the seven-speed auto, it will hit 100kph in just under 10sec and 180kph in 34sec, not bad for something so big and heavy. And, despite the large frontal area the R-class presents to the wind, it will go on to its top speed of 230kph. That said, the R-class motor pulls well all the way to its redline without complaint, staying incredibly smooth and making a sporty snarl along the way.


We didn’t expect brilliant economy from the big petrol engine and the sheer weight of the R-class. Not surprisingly, it guzzles a fair bit of fuel returning 5.4kpl in the city and 8.7kpl on the highway. It could have been worse if it weren’t for the R-class’s fast-shifting seven-speed gearbox. 

RIDE & HANDLING

With those oversize dimensions and a large turning circle, city driving is not where it excels. Finding a parking space large enough to accommodate its exceptional width can prove difficult and begs the question as to why Mercedes-Benz hasn’t seen fit to equip it with a reverse camera, or a proper convex mirror on the left door. It is at steady cruising speeds where the luxury MPV finds itself most at home. It devours distances with ease and its refinement is always impressive. 

If there’s one thing we didn’t like, it’s the low-speed ride quality. It transfers too many small bumps and imperfections to the cabin. Sharp edges like manhole covers or expansion joints thump through and resonate in the cabin, even with the dampers in the ‘comfort’ setting – it certainly is no luxury saloon in this respect. The ride does improve considerably when you hit highway speeds and stability is impressive, thanks to that long wheelbase.

It’s a lot easier to drive on a twisty road than you would imagine. Yes, the steering isn’t very quick or direct but set the suspension in ‘sport’ and you’ll find it controls its body movements well and has plenty of grip.

We found the R-class scraping its belly on large speedbreakers. Because of its size and shape, you’re fooled into thinking it will clear a bump, but its long wheelbase and resultant ramp-over angle means you have to raise the car even for medium-sized speedbreakers.

VERDICT

The R-class’s strengths are its middle-row space and fully usable third row, but that’s about it. It doesn’t have the ride to match a regular luxury saloon, nor the off-road credentials to match a regular SUV. It’s too big to be entirely comfortable in the city, so driving and parking this behemoth can be a pain.

It isn’t particularly well equipped, the engine doesn’t feel special and if you stretch your budget a bit, you’ll find a much better car in Merc’s own GL. The only reason to buy the R-class is if you are keen on a luxury MPV. Otherwise, there are better options out there.

TECHNICAL SPECIFICATION

What it costs

Ex-showroom (Delhi)

Rs 65.27 lakh (ex-showroom,Mumbai)

Engine

Fuel	Petrol
Installation	Front, longitudinal
Type	6-cyls in-Vee, 3498cc, petrol
Bore/stroke	92.9/86mm
Compression ratio	10.7:1
Valve gear	4 valves per cyl,DOHC
Power	272bhp at 6000rpm
Torque	35.6kgm at 2400-5000rpm
Power to weight	121.9bhp per tonne

Transmission

Type	All-wheel drive
Gearbox	7-speed auto

Dimensions

Length	5157mm
Width	1922mm
Height	1659mm
Wheel base	3215mm
Boot volume	633 litres (3rd row folded)

Chassis & Body

Weight	2230kg
Tyres	255/55 R18

Suspension

Front	Independent,double wishbone,air springs
Rear	Independent,multi-link,air-springs

Steering

Type	Rack and pinion
Type of power assist	Hydraulic

Brakes

Front	Ventilated discs
Rear	Ventilated discs

Performance

0-20	1.14
0-40	2.67
0-60	4.52
0-80	6.76
0-100	9.96
0-120	13.64
0-140	18.84
0-160	25.22
0-180	34.80

Economy

City	5.4kpl
Highway	8.7kpl
Tank size	80litres

Range at a glance - Engines

Petrol

R 350 petrol: Rs 60.5lakh

Maruti Suzuki Kizashi reviews

DESIGN & ENGINEERING

For all its radical lines, the Kizashi’s nose is pretty conventional. The sporty wire mesh grille is typically Suzuki, and big headlights make it look like a grown-up SX4 from head-on. But look closer at the rest of the car and funkier lines start to emerge. This design has a Swift-like vibe to it and the compact and sporty dimensions seem to grow on you the more you look at them. We particularly like the chromed-over alloys, the bulging wheel arches, the tight- fitting roof and especially the heavily sculpted rear, with its integrated boot lip spoiler and chrome exhaust brackets.

The Kizashi has been positioned as a sportier alternative to cars like the Accord at one end and as a larger, more spacious alternative to cars like the Skoda Laura at the other. And Suzuki wants drivers to enjoy this car. The all-round independent suspension comes attached to rigid sub-frames and you get an impressive 176bhp under your right foot.

Maruti however has diluted some of this sportiness for India. You don’t get the stiff setup present in other markets, the suspension has been raised by 15mm to help deal with Indian roads better, and the four-wheel-drive system has been deleted as well.

INTERIOR
 

What feel special are the interiors. This car may not have the size of an Accord and legroom at the rear especially is nowhere near as good, but the Kizashi feels pretty comfortable and sophisticated in its own right.

The V-shaped dash has a smart design, the steering wheel is beautifully built and the cabin does have the ambience of a luxury car. There are plenty of shiny chrome bits, the sunken dials on the instrument panel look good and the doorpads are pretty substantial too, generously padded and detailed.

The dimpled leather seats are well constructed and both large and very supportive. There’s plenty of shoulder- and headroom at the front and features like powered front seats, seat memory and keyless go only add to the ‘feel good’ the cabin delivers.

What spoils the ambience of the insides are some carried-over Suzuki buttons, like those on the driver’s doorpad and others on the right of the steering wheel. Legroom at the rear is better than you expect – you are seated high and seat comfort in isolation is really quite good. But that’s not to say it’s perfect, for the seat squab is a bit short and the backrest slightly upright.

PERFORMANCE & ECONOMY

We tested both the six-speed manual and the CVT automatic but it was the manual that we preferred. The gearbox is positive and easy to slot accurately and the action is nice and light despite the fact that the gate is a bit wide. Performance is strong though and the wide powerband allows the Kizashi to shoot to 100kph in 9.13 seconds, 150kph coming up in 20.12sec. Skoda’s Laura TSI is much quicker in comparison though, with 100 and 150 coming up in 8.1sec and 18.5sec respectively.

The 2.4-litre motor is very torquey though and the Kizashi responds instantly to a tap on the throttle, making it an enthusiastic performer. So there’s always plenty of performance on hand for city overtaking and you don’t really need to swap cogs often. You can pull the motor all the way to 6500rpm, and it does so willingly, but it does get a touch throaty towards the top. We also found that the Kizashi carried a Japanese speed limiter, the car unable to cross a real speed of 181kph (approximately 193kph on the speedometer), which is a bit of a shame. And Maruti won’t remove this limiter for you either.

      
The performance of the automatic, as expected, is not as strong. It takes 10.1 seconds to reach 100kph, due to the initial sluggishness of the CVT ’box. It’s only marginally nicer when you use the paddles and put the ’box in manual mode. The ‘rubber band’ effect is now a bit less and you have some control over the gearbox, which improves things a bit. And there is less droning and whining from the belts in the gearbox as well. We suggest you opt for the auto if you are going to do a lot of city commuting only.

The upside of the CVT is that it delivers greater fuel efficiency than a torque converter equipped auto. The Kizashi automatic consumed a litre for every 7.9 kilometres covered in the city and efficiency on the highway was even better at 12.2kpl. 

RIDE & HANDLING

On its softened suspension and large wheels, the Kizashi delivers a fantastically pliant and absorbent ride. Broken surfaces don’t faze it in the least and you can drive confidently over any poor patch. Agility and handling however aren’t as good. Body control becomes loose as you push the Kizashi hard and this is a bit disconcerting.

What’s disappointing is that you can tell there’s a lot of potential in the chassis. It turns in beautifully at slower speeds, is well balanced in long corners and, while the steering isn’t great, the wide tyres really provide a lot of grip.

VERDICT

That the maruti is much more than a grown-up maruti with a larger body and a bigger engine is pretty clear. Engineered to the same high standards as its more experienced rivals, the Kizashi is sophisticated, well put together and attractive as well. performance is strong, comfort leves are high, it is well equipped and it drives with a fair amount of enthusiasm too. And the ride quality is oustanding. The Kizashi is quite an accomplished car and has the muscle of Maruti's widespread dealer network behind it too. Unfortunately, it falls into no man's land. It is too compact to compete with the likes of Accord and Superb, and too expensive to be cridible alternative to cars like the Laura and Civic. However, if you are one of the minority looking for a compact, reasonably sporty and luxurious saloon, this car is for you.

TECHNICAL SPECIFICATION

What it costs

Warranty

24 months/40,000km

Engine

Fuel	Petrol
Installation	Front transverse
Bore/stroke	91.9/89.9mm
Compression ratio	10.1:1
Valve gear	Four valves per cyl,DOHC
Power	176bhp at 6000rpm
Torque	23.45kgm at 4000rpm
Power to weight	177.33/120.54bhp per tonne
Torque to weight	15.62/16.06kgm per tonne

Transmission

Type	Front-wheel drive
Gearbox	CVT/ 6-speed manual

Chassis & Body

Construction	Monocoque,
Weight	1500kg/1460kg
Tyres	215/55 R17
Spare	Full size

Suspension

Front	Independent, MacPherson strut
Rear	Independent, multi-link

Steering

Type	Rack and pinion
Type of power assist	Electric
Turning circle	11.0m

Brakes

Front	Ventilated discs
Rear	Solid discs

Economy

City	7.9kpl
Highway	12.2kpl
Tank size	63 litres

Range at a glance - Engines

Petrol

2.4L, 176bhp: Rs 16.50-17.50 lakh

Hyundai Verna latest model review

DESIGN & ENGINEERING

The latest Verna looks nothing like its predecessor and that’s a good thing. Out go the mundane lines of the older car and in comes a fresh, bold new look thanks to Hyundai’s new ‘Fluidic Sculpture’ design language. Fluidic Sculpture is Hyundai-speak for a more dynamic design. Up front, there is a strong family resemblance to the freshly face-lifted i10 in the manner in which the large and smartly detailed headlights sweep back into the body.  A ‘V’ on the bonnet that originates just above the hexagonal Hyundai grille adds much muscle to the front. But what really catches your eye is the ‘L’-shaped foglights that sit neatly recessed low down in the front bumper. They look distinctive and are especially attractive at night. Viewed side-on, the Verna looks fantastic, credit for which goes to its swooping character line that rises from the front bumper, slashes past both door handles and extends right till the tail-light. The coupe-like roofline that flows into the chunky tail only adds to the effect. Well executed creases at the rear and spread-out tail-lights further embellish the Verna’s style quotient. And the twin tailpipes will definitely be a hit with enthusiasts.  

The new Verna is built on a completely new platform with its 2570mm wheelbase a whole 70mm larger than the older car. Another big change is the electrically powered steering that comes in place of the outgoing model’s hydraulic unit. However, the suspension layout is traditional, a combination of MacPherson struts up front and a torsion beam axle at the rear.

Hyundai has really upped the quality ante in the recent past and the Verna is no exception with reasonably tight panel gaps and a paint job that has a deeper gloss than before. However, it still doesn’t exude that feeling of solidity of a European car like the Fiat Linea and the door shut has a disappointingly hollow feel to it. Perhaps it’s because the Verna is on the lighter side. Despite all the equipment that’s packed into it, the 1.6 diesel Verna tips the scales at 1191kg, its 1.6-litre petrol engine sibling weighing 120kg less. This compares well with the competition for this class of car. 

INTERIOR

Going by the new Verna’s adventurous exterior styling, you’d expect something equally funky on the inside as well. There is some disappointment here as Hyundai has played it safe with a rather conventional design. The shield-like fascia though does look quite appealing. Beige is the colour of choice for the seats and lower portion of the dashboard and this really enhances the ambience in the car.

Interior quality is impressive and is a big improvement over the previous model. We really liked the textured dashboard, the damped feel to the AC vents, knurled finish on the climate control dials and the chunky steering (borrowed from the i20). Plastic quality is good but not consistent throughout the cabin. The power window switches look like they belong to a segment below and the faux wood on the dash doesn’t look convincing either. The door armrests are also poorly finished and the fit on panels near the footwells could be better too. But overall, the Verna exudes a richness that makes the insides a nice place to be.

There is reasonable space for knickknacks including a sunglasses holder near the rearview mirror. But the door pockets are shallow and not really suitable for holding more than a few newspapers at best. There is also a bottle- and cupholder beside the handbrake that comes positioned a touch too close to the driver’s seat.   

Frontal visibility from the driver’s seat is good but  the sloping rear windscreen and high rear passenger headrests hamper visibility out the back. The front seats themselves are well bolstered with ample support for your back. If we had a grouse with these seats, it’s with the short squabs and a general lack of under-thigh support. But this is more of an issue at the rear which, along with just about average headroom and restricted visibility out of the rear window (a side effect of the Verna’s high belt line), mark down the Verna as a chauffeur-driven car.

Passengers will also have to slightly contend with the Verna’s low stance – getting in and out could be an issue for some. The generous width and flat floor offer enough space for a fifth passenger but the seat contours make the rear bench best for two. Earning back brownie points is the generous legroom at the rear and a nicely angled backrest.
The Verna’s 465-litre, well-finished boot is generously trimmed and offers more than adequate space for large suitcases. The trouble is the loading lip which has a narrow aperture and is quite high.

Take one look at the equipment list on offer on the 1.6-litre Vernas and you could mistake it for a car in a higher class. You get keyless entry, rear parking sensors, Bluetooth connectivity, climate control, an iPod-ready music system and steering-mounted audio controls. And we’re talking base models here. The higher SX trim level comes with even more goodies like electrically foldable external rearview mirrors, an automatically dimming internal rearview mirror, a reverse camera, cooled glovebox and alloy wheels. The top-of-the line SX (O) variant gets ABS with EBD and leather upholstery in addition to the above. Phew. The automatic variant (on offer with either 1.6 engines) will only be sold in top spec, making it the most expensive car in the range.  

PERFORMANCE & ECONOMY

Depress the clutch, thumb the starter and you will realise just how refined Hyundai’s latest U2 diesel engine is. Idle is a mild hum and even when you get going, noise and vibrations are well contained.

This 1.6-litre common-rail diesel churns out a class-leading 126bhp and 26.5kgm of max torque but these figures are only impressive on paper. They somehow don’t translate into blistering performance on the road. Its 20-80kph timing of 13 seconds is actually half a second off the older Verna’s time. And this is despite the new car having an additional sixth ratio. The culprit here is the tall gearing which has blunted performance in the interests of fuel efficiency. In fact, you have to really break the highway speed limit to make the most of the sixth gear which, at 80kph, turns over a lazy 1500rpm, which is just above tickover!

Power delivery, however, is pretty linear and you can barely feel the turbo kicking in. There’s a gentle surge at around 1900rpm, followed by a strong thrust till the model’s 5100rpm rev limit. What’s good is the engine is fairly tractable for normal driving and you don’t have to constantly work the smooth-shifting gearbox.

Like the diesel, the all-new Gamma petrol engine scores high on refinement too with a near-silent idle. Peak power is 121bhp, making this the most powerful car in its class. But once again, the car just doesn’t feel as fast as it should forcing us to suspect the power of the Korean horses under the hood. The dash to 100kph is completed in a brisk 11.49sec and the engine has a fairly linear power delivery. The mid-range is strong but the top end beyond 4000rpm is stronger. So as the revs rise, the Verna pulls harder. Hence, to get the most out of this engine, you need to keep the motor spinning. This can be a task at times because with widely spaced ratios (between second and third), the engine doesn’t always fall back into the meat of the powerband, even at high rpm upshifts. The five-speed gearbox itself falls easily to hand and is always smooth in operation.


Tall gearing may have dulled the diesel Verna’s performance but it has also enhanced mileage. 13.8kpl in the city and 17.9kpl on the highway is impressive for such a powerful motor. The petrol Verna did well too, returning 9.8kpl within the city and 15.3kpl on the highway. Long distance range is a bit restricted as a result of the relatively small 43-litre fuel tank.

RIDE & HANDLING

If your driving is restricted to the city, you’ll love the Verna’s electrically powered steering. It is light and just what the doctor ordered for effortless scything through crowded urban streets and squeezing into tight parking spots. Drive faster than city speeds and the story becomes quite different. There is an irritating dead zone at the straight-ahead position and a disconcerting inconsistency in the way the steering weights up. So what you get is a rather disconnected driving experience with little feedback from the road. Hard acceleration also brings about some torque steer on the diesel Verna.
 
Given India’s roads, ride quality can make or break (literally too) a car. The good news is that the Verna delivers on this front. Low speed ride is good with the softly set-up suspension ably absorbing all but the largest potholes. There is, however, a fair amount of vertical movement on the petrol Verna especially at the rear, this bobbing only amplifying with speed. The diesel’s stiffer front springs (to carry the additional weight of the engine) do their bit in delivering a flatter high speed ride. The added weight up front also allows the steering to weight up better.

High speed bumps also tend to unsettle the Verna a fair amount and call for a steady hand on the steering wheel. Straightline stability is average and not quite as reassuring as it should be. The Verna’s ride-oriented soft suspension has also invariably dulled driving dynamics. Cornering manners are tidy but this is no Ford Fiesta. The body rolls quite a bit and, given the vague feel at the wheel, does not bode well for really enthusiastic driving. However, there is ample grip from the oversized 195/55-R16 Bridgestones when such an occasion does arise.

The Verna comes with disc brakes all around and the top-end model we tested is equipped with ABS and EBD as well. Sadly, the brake pedal is devoid of much feel in the crucial first few centimetres of travel. Also, in panic stops, the soft rear struggles to hold its line and threatens to step out. This can get unnerving if you are not used to it.

VERDICT

While enthusiasts may not take well to the Verna’s floppy high speed ride and uninvolving driving experience, these are secondary considerations to typical buyers in this segment. What you get is smashing styling and really well designed and comfortable interiors. Then there is the strong punch from the pair of highly refined petrol and diesel engine powertrains. Also, low speed ride is good and the light steering is a boon in the city. And given the long list of equipment on offer, you do get a whole lot of car for your money. The Verna may not be exceptional in any one area but as a jack of all trades and very competitive pricing, it has the makings of a winner.

TECHNICAL SPECIFICATION

Engine

Fuel	Petrol/Diesel
Installation	Front, transverse
Bore/stroke	77.0/85.44,77.2/84.5
Compression ratio	10.5:1/17.3:1
Valve gear	4 valves per cyl,dohc/ 4 valves per cyl,dohc
Power	121.3bhp at 6300rpm/ 126.3bhp at 4000rpm
Torque	15.8kgm at 4200rpm/ 26.5kgm at 1900-2750rpm
Power to weight	113.25/ 106.04bhp per tonne

Transmission

Type	Front-wheel drive
Gearbox	5-speed manual/ 6-speed manual

Dimensions

Length	4370mm
Width	1700mm
Height	1475mm
Wheel base	2570mm

Chassis & Body

Weight	1071kg/ 1191kg
Tyres	195/55-R16

Suspension

Front	Independent, MacPherson strut, coil springs
Rear	Non-independent, torsion beam coil spring

Steering

Type	Rack and pinion
Type of power assist	Electric

Brakes

Front	Ventilated discs
Rear	Solid discs

Performance

0-20	1.20, 1.14
0-40	2.75, 2.36
0-60	4.92, 4.51
0-80	7.66, 7.51
0-100	11.49, 10.54
0-120	16.16, 15.20
0-140	23.36, 21.26

Economy

City	9.8/13.8kpl
Highway	15.3/17.9kpl
Tank size	43 litres

Range at a glance - Engines

Petrol	1.4 Petrol 105bhp: Rs 6.99 lakh, 1.6 Petrol 121bhp: Rs 7.64-9.64 lakh
Diesel	1.4 Diesel 88.7bhp: Rs 8.09 lakh, 1.6 Diesel 126.3bhp: Rs 8.74-10.74 lakh

AUDI A6 3.0 TDI REVIEW,AUDI A6 REVIEW

DESIGN & ENGINEERING

Audi seems to be on top of its game as far as design is concerned. Both the A4 and A8L are superbly balanced and a treat to look at, and now this new A6 takes the game even further. Yes, it is a bit generic and Audi design cues are all over the car but as far as proportions, forms, detailing and even bright work go, Audi’s designers don’t seem to have put a pencil wrong. The sweeping roof and rear quarter-glass carry over the previous A6’s look and the beltline reminds you of the earlier car too.
 
So this is both an Audi and an A6, no question but it’s still very fresh and new. Those fabulous LED headlamps, the tightly cropped grille and the faux large inlets give it a unique identity. The rear of the car however is very A8, especially the elongated tail-lights and the manner in which the spoiler on the boot sweeps over.

Dimensionally this car has a slightly longer wheelbase and is also slightly wider than before but its overall length is a bit less. Also reduced significantly through systematic effort is the weight. The new A6 may be built on Audi’s MLB platform, also shared with the A4, but there are plenty of aluminium bits here. Bonnet, fender, doors and the boot lid are all made of aluminium and under the skin things like cross-members, suspension towers and even the bulkheads are made from the lighter material too. The result of all these weight-saving measures is a car that weighs 80kg less than the outgoing one, which gives it an advantage as far as performance, handling and even fuel efficiency are concerned.

The A6 also comes equipped with Audi’s Quattro four-wheel-drive system that gets a 60:40 rear bias. Adaptive air suspension and Audi Drive Select allow the driver customisable setting for systems like dampers, steering and engine mapping.

An interesting feature is how the adaptive restraint system networks with Audi’s ‘Pre Sense Basic’ safety system. It detects how tall the driver and front passenger are and, if necessary, the airbags can quickly blow down a portion of their air volume to cushion the head and chest more gently in a crash!  

INTERIOR

Just as avant garde-looking as the exteriors are the gobsmacking insides. Again this is an Audi for sure but with some new shapes, new details and an even higher standard of fit and finish that makes you want to paw the cabin almost continuously. The wraparound design that starts with a wedge of wood on the doors is simply stunning and features from the A8, like the fabulous instrument cluster with the big screen in the centre straddled by raised dials, the touchpad control on the transmission tunnel and Audi’s new asymmetric chrome highlights, lift the mood of the cabin to a different class. And there is visual drama here too. The MMI screen, for example, pops out from behind the vents or can be tucked away to give back the clean look of the dash.

Long-limbed drivers will find themselves particularly comfortable behind the wheel. There is acres of space for the driver, adjusting the seat and steering wheel allows you to find the perfect driving position, and visibility is very good as well even when you reverse. The driver’s seat, however, doesn’t feel very large and that’s the case in the rear as well. Though the rear seat has loads of legroom and decent headroom too, it is set a touch too low and this adversely impacts under-thigh support. It’s comfy enough at the back but we feel the rear seat could have been slightly larger and offered more support.

Audi hasn’t stinted on features. Standard on the new A6 is the keyless entry and go, sunroof, four-zone climate control, iPod and Bluetooth connectivity, leather seats, a 20GB hard drive and adaptive air suspension. You can equip it further with LED headlamps (as fitted to the test car), the MMI touchpad, DVD changer, reverse camera and a BOSE sound system. And, as expected, there is a long list of safety features too. It’s got ESP, ABS, six airbags, the Pre Sense system and of course the all-wheel-drive grip.  Strangely, there is no stop-start or energy recovery system on the diesel. These will feature on the petrol versions that will debut later though.

PERFORMANCE & ECONOMY

Audi’s new-generation 3.0 TDI is nothing short of a gem. A thoroughly reworked motor that now has vastly reduced levels of internal friction, this V6 diesel is so good that it could be a game-changer for Audi.

For a start it rarely ever feels like a hulking big diesel, either in the manner in which it revs or even how it performs under load. It may not rev as enthusiastically as a BMW straight six nor have a pleasing snarl but apart from this, Audi’s V6 has the BMW licked.

First of all, idle is super smooth. There is no diesel clatter, only the faintest of vibrations filters through the bulkhead and this motor feels so smooth when you tap the accelerator that it all but purrs. And it’s very responsive as well. Accelerate away from a standstill and it responds almost petrol-like but with plenty of additional torque tossed in for good measure. Progress is pretty linear too. This motor makes an impressive 51kgm of torque from just 1400rpm, so even at 1200rpm, there’s a huge amount of pulling power ready to be tapped. At moderate revs there’s a quiet humming sound from under the hood and just punting the A6 around gives you the feeling you are driving a large-capacity V8.

Devastating is an overused word, but performance for the most part is just that. Once past 2000rpm, the motor just catapults you forward and the push in the back stays very firm all the way to 4000rpm, soon after which a quick upshift gets the whole process going again. And with approximately 245bhp being unleashed at this engine speed, the scenery comes flying at you with a vengeance. Zero to 100kph takes just 6.3 seconds, making this one of the fastest four-door cars in our market. Overtaking is merely a tap of the throttle away, and the massive bursts of power unleashed when you go full throttle are truly gratifying. This engine’s mid-range is its strength and the surge of power when you hit the sweet spot in the rev band is addictive. Get behind the wheel on an open road, and all you want to do is drive, drive and drive and when you get home here’s a motor you want to roll up, tuck under your arm and take with you.

Also well mated and well up to the task is Audi’s seven-speed twin-clutch automatic. Upshifts are a quick flick of the paddle-shift away and the gearbox shifts really well in manual mode too, increasing driving pleasure considerably. However, it does become a touch slow to downshift when cruising, and you can’t get away from the initial lag, typical of the twin-clutch system which you don’t experience in a conventional torque converter-equipped auto.

The new A6 is lighter, has more gears to play with and is also running an engine that boasts considerably reduced friction. So it’s no surprise that this car is much more efficient than the one it replaces. And that’s despite not having a fully integrated efficiency system similar to Merc’s BlueTEC or BMW’s Efficient Dynamics.
Our test showed that the A6 used a litre of diesel to travel 9.3km in city traffic conditions, and efficiency on the highway was 14.3kpl which is impressive for such a powerful saloon.

 RIDE & HANDLING

With its new stiffer chassis and adjustable air springs and dampers, Audi has found a happy compromise as far as ride and handling is concerned. The dampers set in ‘Comfort’ are extremely indulgent and the A6 really did surprise us with how well it rode. Helping the secondary ride in no small measure are the 225/55-R17
tyres whose relatively high profile provide considerable cushioning over bad roads.

The A6 glides over rough sections silently and with very little movement of the body, low speed ride is better than expected from an air suspension system. Even wildly undulating surfaces are ridden over with a very high degree of body control. Large holes, however, do result in a sharp thunk due to the short-travel suspension and the lightweight A6 does shudder a bit over particularly bad patches. Most disconcerting was the fair amount of tyre and road noise which is a problem that afflicts other Audis
like the A8 and A7 too.

Audi, however, has done well to make Sport mode quite comfortable and useable. It’s not as hard-edged or bone jarring as you would imagine and you can enjoy the best of what this car has to offer on some of our better surfaced roads.

The A6 is quite adept at shrink-wrapping itself around you. It feels no bigger than an A4 from behind the wheel, acts like a car with only half its mass when asked to change direction and the Quattro system provides it prodigious grip too. The A6 is fun to drive but not brilliantly so. There’s a lot of understeer to deal with when pushed hard but the biggest party pooper is the steering which feels numb and devoid of feel, even in ‘Dynamic’ mode. As a result, it’s not a very engaging drive and the brakes feel mushy too.

Also unique for a car in this class is the lift feature that makes the air springs raise the car 20mm to help it clear bad roads or extra large speedbreakers at low speed. Very practical.
  VERDICT

There is no doubt that Audi has taken the game considerably forward with the new A6. It's almost everything luxury car owners would look for- a class-leading diesel motor that is powerful and incredibly refined, interior appointments that can embarrass a luxury suite, and a comfortable ride. The A6 isn't particularly engaging to drive but it can still indulge enthusiastic owners a fair bit. We wish the rear seats were a bit more supportive and there is some road noise present as well. However, you can't get away from the fact that this is a well rounded and a superbly engineered car that has certainly set a new benchmark in its class.

TECHNICAL SPECIFICATION

Fact File

Engine

Fuel	Diesel
Installation	Front, longitudinal, all-wheel drive
Bore/stroke	83.0/91.4mm
Compression ratio	16.8:1
Valve gear	4 valves per cyl, DOHC
Power	245bhp at 4000-4500rpm
Torque	51kgm at 1400-3250rpm
Power to weight	142.44bhp per tonne

Transmission

Type	All-wheel drive
Gearbox	Seven-speed DSG auto

Dimensions

Length	4915mm
Width	1874mm
Height	1455mm
Wheel base	2912mm

Chassis & Body

Weight	1720kg
Tyres	225/55-R17, Pirelli P7

Suspension

Front	Independent, double wishbone, anti-roll bar, air springs
Rear	Independent, multi-link, anti-roll bar, air springs

Steering

Type	Rack and pinion
Type of power assist	Electro-mechanical

Brakes

Front	Ventilated discs
Rear	Ventilated discs

Economy

City	9.3kpl
Highway	14.3kpl
Tank size	75 litres

Range at a glance - Engines

Petrol	2.8 litre 204bhp
Diesel	2.0 litre 177bhp

Toyota Etios Diesel reviews

DESIGN & ENGINEERING

What really catches your eye on the spec sheet is the Etios’ unreal 1005kg kerb weight. And when you consider its generous dimensions, especially the 2550mm wheelbase, this achievement is even more astonishing.

It’s easy to see how Toyota has chopped the flab. Look closely and you can spot some obvious weight and cost saving measures. The door handles are of the grab-type, there’s no rear quarter-glass, the rubber beading for the door is missing as is the engine cover, there’s only one horn and a single wiper.

Where the Etios disappoints though is in its ordinary exteriors. Not many would call the Etios ugly but even fewer would call it pretty and if there is one area where the Toyota is at a disadvantage, it’s with the styling. The meek-looking headlights, simple body lines and a bulky boot won’t turn heads. However, Toyota has tried to add some visual drama. The only distinctive bits of the Etios are the boomerang-shaped grille, the bulge on the hood, and a prominent crease that runs across the doors. Toyota has added a chrome strip at the rear to break the mass of the boot. But the triangular tail-lamps and the large mass of the boot make this difficult to achieve.

INTERIOR

The Etios diesel’s interiors are unchanged from the petrol sibling and you get the same airy and spacious cabin. The front and rear seats are both big and wide, offering excellent back and thigh support. There is plenty of leg and headroom around as well. Since the Etios is almost as wide as a Camry, sitting three abreast at the rear is quite a comfy affair. And making life easy for the middle passenger is the flat floor and well designed backrest. However, what these seats lack is good lateral support and passengers do slide around a bit on the flat and firm surfaces if you corner hard.

There are no proper headrests in the rear and no central armrest either. However, the spacious seats, the perfect backrest angle and the ‘hip’ point translate into a comfortable sitting posture. It’s not just passenger space that’s class-leading. Storage space is phenomenal too. Apart from the massive cooled glovebox, there are lots of useful cubbyholes, generous door pockets and seven bottle-holders! To top it off the Etios has a 595-litre boot which can easily swallow the luggage of five passengers on a long holiday.

The quirky dashboard design  does take some getting used to, but once you get accustomed to the new layout, the change is actually quite welcome. Surprisingly, for all the chopping and changing, the functionality of the cabin is brilliant. The chunky steering with its dimpled finish feels terrific and the white semi-circular speedo and tachometer are quite distinctive, especially when lit up at night.

However, there are plenty of low-rent bits as well. The dashboard plastics don’t have a quality feel, the air-con controls look like they have been lifted from an old Maruti, and the cable-type headlamp height adjuster looks tacky. Then, the carpets are very basic and the sun visors look cheap too. Why Toyota has painted many bits in lipstick red is anybody’s guess. It looks too loud and is at odds with the conservative nature of this car.

PERFORMANCE & ECONOMY

The Etios diesel is powered by the same 1364cc four-cylinder motor as in the Corolla Altis. As the Etios uses a fixed geometry turbocharger, power output is a meagre 68bhp. The two valves per cylinder head engine is not the most advanced motor in the world. That’s what the spec sheets say but out in the city, the Etios is immediately impressive. Initial engine response is good and there’s very little turbo-lag. Half-throttle responses are also good and the Etios ambles along at low speeds rather well. Even better is the engine’s linear power delivery and the good spread of torque. Mid-range performance is healthy and you have adequate passing power on tap.

It’s only on the highway that you feel the lack of power and you have to constantly shift gears to keep the motor on the boil. With power tapering off as early as 3800rpm, you have a very small powerband to play with and the Etios’ performance is a far cry from that of the Swift Dzire and Indigo Manza.

Our timing equipment confirms this and the Etios takes a leisurely 15.88 seconds to reach 100kph, which is more than a second down on the Manza. while it struggles to its top speed of 163kph. Even in the in-gear sprints, the Toyota lags behind the Tata.

The Etios motor is quite noisy too and you can hear a loud clatter at idle and the engine sounds gruff when worked hard. It’s only when you are cruising that the drone subsides but you can never get away from the the fact that there is a diesel engine under the hood. It’s not just insufficient sound insulation that is the reason for the high noise levels. Unlike other cars which have their exhaust manifold in the front of the engine, the D-4D engine’s manifold is near the firewall and closer to the cabin as a result. The five-speed gearbox though has a light action. It slots into gear easily and has slick shifts.

 

With an astonishingly low kerb weight and a very tractable engine that has been tweaked for fuel efficiency, we would have been surprised if the Etios was anything other than very fuel efficient. We achieved a very impressive 14.2kpl in the city and 19.0kpl on the highway.

RIDE & HANDLING 

The Etios is pretty nimble for its size and easy to punt around town, thanks to a tight turning circle and super-light electric steering. However, the steering which is totally devoid of feel doesn’t give much feedback. With plenty of turns lock to lock, it’s quite slow and there’s a dead zone around the straight-ahead position which makes you feel disconnected from the road. With a weighty diesel engine up front, the steering has become a bit heavier but it is still too light at speed.
For a car that doesn’t have sporting pretensions, the Etios is quite stiffly sprung but there’s a reason for that. High-speed stability was a priority for Toyota and hence a firm suspension set-up for better control was chosen. At low speeds, this has compromised the ride quality a bit which feels a bit jiggly over uneven surfaces but it’s not to the point of being jarring. Accentuating the stiff-kneed ride is a fair amount of road noise that filters through. Tyre noise and clunks from the suspension are quite audible, much of which is down to insufficient underbody insulation.
Up the pace and the ride smoothens out and in fact is quite comfortable for the most part. The Etios cruises with a flat and consistent poise which gives the driver a huge amount of confidence, especially at highway speeds. With a full load too, the suspension copes well and the saloon feels planted over most road surfaces.
VERDICT
It’s clear that the Etios diesel has many shortcomings. The engine, though adequately powerful in the city, feels a bit breathless on the highway and is pretty noisy too. Built to a cost, it doesn’t feel as plush as it should and priced at Rs 7.87 lakh (ex-showroom Delhi), it’s not that cheap either. But space and comfort is where the Etios scores in spades. It is phenomenally practical, thanks to its unmatched space, superb comfort and terrific fuel efficiency. Also, the light controls and the engine’s linear power delivery make it very easy to live with. It may not enthuse you but the Etios diesel comes across as a car that you can depend on, day in and day out. If you’re looking for a fuss-free efficient diesel-engined saloon, you can’t really go wrong with this Toyota.
TECHNICAL SPECIFICATION
 

Fact File

What it costs

Ex-showroom (Delhi)	7.87 lakh (ex-showroom Delhi)
Warranty	3 years/100,000km

Engine

Fuel	Diesel
Installation	Front, transverse
Type	4-cyls in-line, 1364cc
Bore/stroke	73.0/81.5mm
Compression ratio	16.5:1
Valve gear	2 valves per cyl, SOHC
Power	68bhp at 3800rpm
Torque	17.33kgm at 1800-2400rpm
Power to weight	67.66bhp per tonne
Torque to weight	17.24kgm per tonne

Transmission

Type	Front-wheel drive
Gearbox	5-speed manual

Dimensions

Length	4265mm
Width	1695mm
Height	1510mm
Wheel base	2550mm
Boot volume	595-litres
Ground clearance	170mm

Chassis & Body

Construction	Four-door saloon, monocoque
Weight	1005kg
Wheels	15inch
Tyres	185/60
Spare	Full size

Suspension

Front	Independent, MacPherson strut, coil springs
Rear	Non-independent, torsion beam, coil spring

Steering

Type	Rack and pinion
Type of power assist	Electric
Turning circle	9.8m

Brakes

Front	Ventilated discs
Rear	Drums
Anti-lock	Yes

Performance

0-20	1.13sec
0-40	3.00sec
0-60	5.92sec
0-100	15.88sec
0-120	24.23sec

Economy

City	14.2kpl
Highway	19.0kpl
Tank size	45-litres

Range at a glance - Engines

Petrol	1.5 Petrol, 90bhp, Rs 4.99-6.97 lakh
Diesel	1.4 Diesel, 68bhp, Rs 6.44-7.87 lakh

Mahindra XUV500 review, test drive

The XUV500, designed and developed completely in-house, is a quantum leap forward by Mahindra & Mahindra. It is M&M’s first serious attempt at developing a global product that would be as much at home in Melbourne as in Mumbai. The price Mahindra is asking for it is definitely Mumbai though. At Rs 11.95 lakh for this top-end 2WD W8 variant, it is shattering value.

Design & Engineering

With the XUV500, M&M has put design at the forefront to make an emphatic styling statement. There’s no doubt the XUV500 does turn heads; it’s got a muscular stance, strong road presence and looks every bit a proper SUV.

Dominating the front-end styling is a traditional Mahindra seven-slat grille flanked by a pair of projector headlamps that widen their spread at parking speeds and work as cornering lights on tighter corners. Daytime-running LEDs are part of the standard kit too. We especially like the rising window line and the blacked-out B-, C- and D-pillars which give the XUV500 a very modern look.

However, we feel the Mahindra designers went overboard with the detailing. The faux air vents just below the headlights are too fussy and the oversized wheel arches are out of sync with the rest of the design and also make the wheels look small. This is further accentuated by the bulge in the beltline above the rear wheel arch. The rear tail-light also feels a bit overdone with fussy detailing on the lens.

Underpinning the XUV500 is a monocoque chassis, a first for M&M, that nicely balances stiffness and weight within a long wheelbase. The 4x4 XUV, which weighs 1865kg and is on par with the smaller Scorpio, could have been lighter. But M&M didn’t want to compromise on chassis stiffness, especially since the very generous 2700mm wheelbase subjects it to greater torsional loads. Weight has also been kept in check with the inclusion of elements like a plastic fuel tank and plastic fenders, and the use of high-tensile steel for over 30 percent of the body structure.

The XUV is equipped with MacPherson struts up front and a luxury car-like multi-link rear suspension. It does not come with hardcore 4x4 kit like a low-range transfer case, but you do get hill-descent control and hill hold on top-end variants, and a differential lock on the AWD model for limited off-road use.

What is truly impressive is the manner in which M&M has packaged all the mechanicals to achieve a flat floor, making good use of passenger room. In terms of safety, the XUV gets dual airbags as standard across the range with the top models additionally featuring ESP, rollover mitigation and curtain airbags.

Interiors

Occupants will have no trouble entering the XUV. The doors open wide and the not-so-high floor means you don’t have to trek your way up to the seats. But once inside, you’ll notice the plastics come in three different textures and the dash seems to be cramped with too many individual elements.

The instrument cluster, with chrome-ringed dials and circular centres, looks great, but is not that easy to read. Other nice bits include smart, high-quality air-con vents that work well to direct air flow, the chunky steering that’s quite nice to hold, and the air-con and audio system dials on the centre console that have a high-quality feel. However, the same can’t be said about the other buttons on the centre console, which feel like Scrabble tiles, and the fake wood finish looks tacky too. Fit and finish could be better – there were a lot of inconsistent panel gaps and you get the feeling that everything isn’t as well screwed together as it should be.

The front seats come with generous bolstering and adjustable lumbar support and are incredibly supportive. However, the cushioning is on the firm side. The steering column, which adjusts for rake and reach (in W8 trim), is still a tad too high, even at the lowest setting.

Middle-row seats have enough legroom for six-footers to stretch out, even with the front seat pushed back. The seats themselves are very generously cushioned and the flat floor makes this SUV one of the best for travelling three abreast. Third-row passengers don’t have it as good though; the leg- and kneeroom are severely limited and headroom is quite tight too. With all seats in place, there’s practically no luggage space. However, the last and middle rows do split and fold flat to convert the XUV into a serious load-lugger and the relatively low floor makes loading easy. In the cabin, there’s an abundance of storage space for knick-knacks.

The biggest plus point of the XUV is its phenomenal list of features. The W8 variants get a colour touch-screen that displays GPS data, radio and AUX/USB settings and also doubles up as a DVD player. There is voice activation too and the top variants also get a handy tyre-pressure sensor. All models feature steering-mounted controls for the audio system, rain-sensing wipers, light-sensing headlights, parking sensors and even cruise control.

Performance & Economy

The XUV shares its 2.2-litre mHawk engine with the Scorpio, the key differences being the motor’s transverse placement to drive the front wheels via a transaxle. The six-speed manual gearbox is mated to a dual-mass flywheel that minimises transmission rattle at low speeds. Power jumps
from 120bhp to 140bhp, thanks to a new ‘S-vane’ BorgWarner variable geometry turbocharger and a higher-pressure fuelling system. These changes have also bumped up max torque to 32.63kgm available between 1600-2800rpm.

There is a hint of lag under 1500rpm at which point the turbo kicks in. Thereafter, there’s a strong and pretty linear surge all the way to the 5000rpm redline. Driveability is very impressive too, and overtaking slower cars is pretty effortless. It sprints to 100kph in a brisk 12.34 seconds, 20-80kph in third gear is dispatched in 12.36sec and 40-100kph in fourth in 13.26sec.

The mHawk engine is one of the strengths of the XUV and the punch it delivers both in the city and on the highway is a good reason to buy it. The short first and second gears make it quick off the line, while sixth gear allows you to cruise lazily all day long. The transmission ’box feels notchy, especially when selecting second gear, and gears are difficult to engage without an extra push. The clutch is quite heavy too and the release action pretty jerky, which makes driving smoothly in the city hard work.

The XUV500 scores well with fuel consumption figures returning 10.2kpl in the city and 14.3kpl on the highway. The relatively low kerb weight, tall gearing and some clever engine tuning have made the XUV the most fuel-efficient vehicle in its class. This only adds to its affordable and down-to-earth appeal.

Ride, handling & braking

M&M vehicles may not be the Gold Standard when talking ride quality, but the XUV is a serious step forward for the company. Low-speed ride is pretty good, but sharper bumps can rattle the XUV, which crashes through potholes. However, for the better part, the XUV’s ride is largely pliant.

Surface imperfections can catch the XUV out and it does get ruffled by the odd stretch of broken tarmac taken at speed. There’s a fair amount of suspension movement on uneven surfaces and the ride is never flat or consistent. Also, sharp edges and potholes can be felt and the suspension doesn’t isolate passengers as well as it should.

Handling is a marked improvement over the Scorpio but it is still a work in progress for M&M. No doubt, the XUV is quite nimble and light on its feet, especially in town, and on the highway it tackles sweeping bends quite comfortably with the steering offering decent feedback.

The big problem is the way the front-wheel-drive XUV500 behaves under hard acceleration. There’s a fair amount of torque steer when you floor the right pedal and on a loose surface, the steering kickback can be pretty vicious. Powering out of tight corners, the weight transfer to the rear wheels make the XUV’s steering go a bit woozy. Also, the 235/65-R17 tyres squeal without too much provocation and could do with more grip.

The XUV features disc brakes all around while ABS and EBD are standard across the range. What is slightly disconcerting, though, is the slightly wooden feel of the brake pedal in the first few millimetres of travel. But depress the brake pedal further down and you will realise the strong brakes are more than up to the task.

VERDICT

Benchmark the XUV500 against the Scorpio and you will realise just how big a leap M&M has taken. The design and styling are central to this SUV’s appeal, and though it may not suit all tastes, it’s undoubtedly distinctive and is sure to turn heads. With the XUV, M&M has gone all out to pamper the customer like never before. The XUV500 has a fantastically spacious middle row and more equipment than you know what to do with.

Performance is class-leading too and that just adds to the feeling of power SUV owners crave for. The XUV500 is not perfect though and nor is it quite world-class. M&M still hasn’t fully sorted out the dynamics of its first front-wheel-drive car and interior quality is quite patchy too. Hopefully, these issues will be sorted out with the 4x4 version which will come in a few months. However, these concerns don’t seem to bother customers who have lapped up the XUV500 like no other SUV before it. M&M’s order book is bursting and it’s not hard to see why. With prices not significantly higher than comparable Scorpio models, the XUV500 is incredible value for money, which makes it a package that’s hard to resist.

TECHNICAL SPECIFICATION

What it costs

Ex-showroom (Delhi)	Rs 11.95lakh
Warranty	24 months / 50,000km

Engine

Fuel	Diesel
Installation	Front, transverse
Type	4-cyls in-line, 2179cc, turbo-diesel
Bore/stroke	85.0/96.0mm
Compression ratio	16.5:1
Valve gear	4 valves per cyl, DOHC
Power	4 valves per cyl, DOHC
Torque	32.63kgm at 1600-2800rpm
Power to weight	78.43bhp per tonne
Torque to weight	18.28kgm per tonne

Transmission

Type	Type Front-wheel drive
Gearbox	Gearbox 6-speed manual

Dimensions

Length	4585mm
Width	1890mm
Height	1785mm
Wheel base	2700mm
Ground clearance	200mm

Chassis & Body

Construction	Five-door, monocoque
Weight	1785kg
Wheels	7J x 17-inch
Tyres	235/65-R17, Bridgestone Dueler H/T
Spare	Full size

Suspension

Front	Independent, MacPherson strut, coil springs
Rear	Independent, multi-link, coil springs steering

Steering

Type	Rack and pinion
Type of power assist	Hydraulic
Turning circle	11.2m

Brakes

Front	Ventilated discs
Rear	Solid discs
Anti-lock	Yes

Economy

City	10.2kpl
Highway	14.3kpl
Tank size	70litres

Range at a glance - Engines

Diesel

2.2 Diesel 4x2 140bhp, Rs 10.80-11.95 lakh, 2.2 Diesel 4x4 140bhp, Rs 12.88 lakh