28-Dec-2011 3 : 10 PM by
Adhish Alawani
in
Comparisons,
As you can see in the pictures around , what we have for a comparison are the BMW X3 and the Audi Q5. Both are mid-size SUVs or rather soft-roaders we would say , both are German , both are powered by 2.0-litre diesel engines and both are pretty new in the Indian market. The Audi Q5 has been around for over two years , but its 2.0-litre diesel variant came earlier this year. The BMW is comparatively a more recent entrant , having come to these shores about three months ago. Since BMW and Audi have been arch-rivals for years , the battle for supremacy still continues even in this case.
If you think that this One is another fierce battle of two of the best-in-class warriors , you might be surprised by the outcome. How? Let us see.
Design And Styling
When a company launches a new car , one expects it to be a much better looking one. It should appeal at first sight and make its predecessor look dated. We expected that of the X3 , but were disappointed on that front. No doubt , the X3 looks better than the earlier version of the same car , which was much too box-like. The headlights have been slightly changed , the kidney-shaped grille is more or less the same , the bumper is slightly sleeker than before and the overall look is more of a facelift than that of a new car. Even at the rear , the basic form has been maintained. The sharp edges have been replaced by curvy ones and the rear now bears a finer look. Overall , apart from refining the design , BMW have not done much with the X3’s looks.
Look at the Q5 , on the other hand , and you know that this Audi is a modern car. It has soft edges at the front and sides , a big , chromed grille , LED jewelled headlamps , sharp yet stylish tail-lights and an overall aggression that would scare its competitors. What really goes in favour of the Q5 is its positively raked nose as against the upright one of the X3. Though the new Beemer is less boxy , the nose still gives an old car feel to it. If looks had to decide the fate , the X3 would be miles behind the Q5.
Engine And Transmission
As mentioned earlier , the BMW X3 and Audi Q5 are both powered by 2.0-litre diesel engines. However , their power outputs differ. While the X3’s motor produces 184 PS of peak power , the Q5’s engine makes only 170 PS. Even on the torque front , the X3 stands tall with 380 Nm as against 350 Nm of the Q5. Obviously , with the higher output ratings , there is no question that the X3 performs better when it comes to outright acceleration. The BMW manages 0-to-100 km/h in 9.56 seconds while the Q5 crosses the same mark 1.8 seconds slower , that is , in 11.36 seconds. However , a point to be noted here is that the Q5 takes a little longer to get off the mark because it launches in the second gear , then drops to the first and then accelerates hard. It loses almost a second in this business.
Now , instead of outright acceleration , if we compare the kickdown accelerations of the two cars from 40 to 120 km/h , the Q5 is just about a second slower than the X3. We think that this difference is negligible while considering everyday driving.
The credit for comparable kickdown acceleration times of the Q5 despite having lesser power goes to its excellent transmission. This Audi uses a dual clutch , seven-speed gearbox that shifts through the cogs seamlessly as against the old fashioned , torque converter type eight-speed box used in the X3. While the Q5 manages to upshift without letting the driver notice it , the X3 takes its own time and makes the shifts evident. Even within the City , the Q5 feels much better to drive unlike the X3 , which keeps revving up and down all the time.
Handling And Drive Quality
It is an established fact that BMWs are drivers’ cars. They have stiff suspensions , precise feedback and a lot of sportiness. However , we haven’t been big fans of their extreme stiffness when it comes to day-to-day driving. BMW moved a little towards the optimum set-up for the 5-series and an excellent one in the GT , which were welcome and appreciable changes. But what they did with the X3 was a little too much. This SUV has become so soft now that those who have known BMWs for a long time will find it difficult to accept this one. There is quite a lot of body-roll evident too. At slow speeds , the X3 feels good as it takes care of the bumps with its soft suspension. But as the speed goes up , the X3 doesn’t feel as planted and as stable as a BMW should.
On the other hand , the Q5 impresses at low as well as high speeds and manages to negotiate every sort of surface appropriately. There is very little body-roll , good stability through corners and a very comfortable drive at the same time. Be it in the city or on the highways , the Q5 feels at home. What impressed us even more was that you couldn’t hear the road noise or the engine in the cabin while driving at high speeds in the Q5. As against that , the X3’s engine was audible in the cabin even at idling.
Space , Equipment And Features
The X3 has something to boast about when it comes to cabin space. With overall dimensions a little more generous than the Q5's , the X3 manages to offer more space to the passengers than its competitor. The front leg room , front knee room and the rear knee room are all better in the X3 by approximately 50 mm than in the Q5. The shoulder space and headroom are , however , almost identical in both these SUVs.
On the features front , the X3 gets an additional Auto Start/Stop and keyless ignition button , which are missing in the Q5. On the other hand , the Audi gets the parking camera , which isn’t even an option in the X3. The rest is pretty much similar in both the cars.
Efficiency
Fuel-efficiency is hardly a prime factor when it comes to luxury cars like BMWs and Audis. However , with the automotive world trying to get greener and greener by the day , fuel-efficiency has gained in importance. Both the cars have almost similar efficiencies with the X3 delivering nine kpl and 14 kpl in city and on highway respectively and the Q5 delivering 10 kpl and 14 kpl respectively.
The slightly higher efficiency of the Q5 within city is due to its superior dual-clutch transmission , whereas the X3’s at par efficiency on the highway despite having more power and torque is due to its eight-speed box that lets the car run at lower revolutions per minute.
Verdict
While the X3 proves to be better in outright performance , cabin space and is at par with its efficiency , there are some shortcomings in this Beemer. The first disappointment is the styling of the X3. The new car looks more like a facelift version to us. Secondly , though the engine is powerful , it is noisy and unrefined. Thirdly and most importantly , the X3 doesn’t feel like a typical BMW. It’s soft and doesn’t give the feel of an enthusiasts’ car. The Audi Q5 , however , impresses with its drive quality , handling , refinement , transmission and styling. It only lacks in outright acceleration , something that would hardly matter in everyday driving.
What clinches the argument in favour of the Audi Q5 is its price. The Q5 2.0 TDI is priced at Rs 46.32 lakh (OTR , Pune) and the BMW X3 xDrive 20d at Rs 49 lakh (OTR , Pune). At almost Rs 2.7 lakh less , the Audi Q5 makes for a perfect all-rounder with a better driving experience.
Content courtesy:
28-Dec-2011 2 : 49 PM by
Sarmad Kadiri
in
Comparisons,
The Maruti Suzuki Alto has managed to sustain what could be termed as a car manufacturer's dream run and most of the credit goes to its good value at the puny price , something that no other car model has been able to achieve so far. The price is so low that it makes profits margins wafer thin. It’s no surprise that we haven’t seen a new car launch in this segment for close to a decade now. At the same time it says a lot about the Alto as it remains the largest selling car across segments for over six years. The launch of the Alto-K10 accelerated the sales further to 1.48 lakh units this financial year! This showed how the Indian car market had evolved as buyers preferred to shell out extra money for the K-10 version over the cheaper Alto 800 and Maruti 800. Indians are read to pay a little extra for a better , feature-rich product.
Betting solely on volume , Hyundai have launched their cheapest car yet – the Eon , an entry-level hatchback tailor-made for India. The advantage the Korean company has over the Alto is that the Eon is a new model with modern styling , good technology and decent equipment.
Looks
The Alto was initially developed way back in 1979 in Japan and has been in India for over 11 years now. The model has been upgraded regularly and the current generation Alto has classic car lines lending a solid stance , but it looks like a previous generation design. The Alto K10 has slightly flared front lamps that distinguish it from the smaller engine powered Alto-800. Even though it has a boxy design , it still works for more conservative car buyers and there's no shortage of them in this segment. To its advantage , the flat side body of the Maruti makes it easy to restore any of the unfortunate dents in the long run.
The Eon , on the other hand , is imposingly fashionable and looks elegant. Hyundai’s Fluidic sculpture design language has been nicely executed even on this entry-level hatchback. Its hexagonal grille and large swept-back headlights look pleasing. In fact , some of the light-catching lines on the side take you by surprise as you would have never expected them to be featured on a car with this comparative price tag. Both cars offer wheel caps , but the ones on the Eon have a smart design that makes it appear like alloy wheels. The fancy crescent shaped tail-lights compliment the Korean design , though the muscular bumper and tiny boot-lid make the Eon look stocky from rear. The overall fit and finish of the Eon is superior with tight shut lines throughout. On the design front , the Hyundai indisputably outshines the Alto , as the Eon has a much stronger essence of pride of ownership.
Usability
The Eon is taller than the Alto and , with its wide-opening doors makes getting in or out a lot more convenient than in the Maruti , which has lower seats that make you go through the rigmarole of crunch-squat-and-slide. However , the Alto’s wider seats are more comfortable than the Eon’s , which taper on top and have integrated head-rests.
The Eon has a taller driving position , which is ideal for the City and the large front and rear windscreens improve visibility , comparatively speaking. Meanwhile , the Alto is low on the elbow room and since it is 75 millimetres narrower than the Eon , the driver and front passenger come too close for comfort.
The black-grey dashboard and upholstery of the Maruti Alto is a lot less desirable than the brighter half-beige-half-black treatment seen in the Eon. The layout of the Eon’s integrated centre console looks great , while the chunky knobs feel sturdy to operate. The large dials are easily legible and have a small screen with gear shift indicator to achieve best fuel economy. The plastic appears to be hard-wearing and the quality is impressive.
The Alto gets a new instrument cluster and also a digital fuel-gauge and trip meter. Maruti try hard to catch up with the newly launched Xplore limited edition , which now comes equipped with a double-din stereo with USB and Bluetooth along with leather seats. However , it does not have the finesse neither does it feel as solidly built as the Hyundai. Having said that , it is not bad for the price.
The Eon scores again with its intelligent design , which carves out a fair amount of storage space. It’s got a decent sized glove-box with another large cavity above for storage. Unlike the Alto , which just has sleek door pockets fit to store maps , the Eon front doors also have bottle holders. Talking about storage , the Alto’s boot seems minuscule , where even a tennis bag is a squeeze.
The Eon has a surprisingly large 215-litre luggage space , which has no qualms about accommodating a regular suitcase , and the seats can be folded to make more room , but the tiny boot lid gives a narrow approach and the boot lip is a little high.
We can ignore the fact that in India even compact cars are used to carry entire households , so cabin space it vital , but unfortunately also a luxury. None of the two cars can comfortably seat more than four adults. The Maruti's rear seat is low and flat , while the Hyundai's is higher and more inclined. The Eon also has a 20-mm longer wheelbase and the car boasts of better legroom both in front and rear to fulfil family needs. But , again , the Maruti offers better support , though the Eon has an advantage in headroom and shoulder space. However , its narrow rear window make the cabin feel less airy.
Drive And Ride
The two cars come loaded with frugal three-cylinder motors. The Hyundai's 814-cc engine has been derived from the i10's 1.1-litre IRDE engine and though it gets a counter-balance to keep the vibration low , some of it can be felt on the gear-shift lever. The Eon’s SOHC motor gets three valves per cylinder , unlike the Alto's larger 998-cc mill , which has four valves per cylinder. Both sport five-speed transmissions , where the Eon borrows it from the Santro. Here the Hyundai scores over the Maruti , with its smooth clutch , as the Alto has an abrupt release action , but the Maruti equalises the score with its more accurate gear-shifts compared to Eon’s rubbery shifts.
Though both the cars weigh just over 700 kg , the smaller Hyundai engine with lower power and torque output of 56 PS and 75 Nm dents its power-to-weight ratio. Plus the Eon is sluggish at low speeds and not as eager as the Alto. So , One needs to think about overtaking way in advance. The Eon has adequate power for city commutes , but the Alto K-10 with 68 PS and 90 Nm has more punch. During the 0 to 100 km/h performance test the Eon was four seconds slower than the more fun-to-drive Alto. Both the cars can comfortably cruise at 120 kph , but the Eon loses breath if revved harder , making the Alto the ideal choice for driving enthusiasts. Just tap the Maruti’s throttle and you zip past most city traffic. Interestingly , both of them have an identical average fuel economy of just over 17 kpl.
The Final Words
This Hyundai is sprung on McPherson strut at the front in combination with a torsion beam axle at the rear. The set-up makes the ride feel slightly stiff at low and medium speeds , but the taller profile (155/70 R13) of the small size wheel helps it in absorbing potholes. But the Alto’s McPherson strut and coil spring gas filled shock-absorbers make the car a little more compliant and its lower height gives it better body control.
Both the cars have an electrically assisted steering with a tight turning radius , making driving and parking them a breeze. The Alto has an advantage as the steering is more direct and natural , while the Eon is more or less accurate , but lacks a self-centring action.
After spending a few days with the two small cars , it’s becoming increasingly difficult to pick a clear winner. Both Maruti and Hyundai have a great network of service stations and dealerships , with a proven track-record of low maintenance and reliable products. The Eon might not have the performance of the Alto , but comes across as an appealing modern car that has a stronger pride of ownership. A feature-rich , no compromise product that one would want to buy. While the Alto is not as swanky or stylish , but has already sold over 18 lakh units in India , which says a lot about the trust people have in the car , but also reduces its uniqueness.
So , if you like to tread the tried and tested path and don't mind the ageing design , then go for the Alto. But if you don't mind paying a little extra and want a fresh design with good finish and features , then the Eon is the one.
Content courtesy:
16-Dec-2011 12 : 22 PM by
Bunny Punia
in
Single review,
As the mentors of Ford’s Discover Smart Drive 2 , (see http://drives.gaadi.com) , Team Gaadi , comprising of Bobby Roy and Bunny Punia , drove a diesel Ford Figo across five cities and 1800km in the first week of December 2011. The team’s route was from Jammu to Pokaran with stop overs at cities like Amritsar , Chandigarh , Delhi , Jaipur , Pushkar , Osian and Jodhpur. Here is a break-up of the week long road trip that the team took and how the car fared all through the 1800km drive.
Leg 1 : Jammu to Amitsar : 205km
The first day of the event saw the team leaving Jammu by evening for their first destination , Amritsar. The Figo wasn’t brand new and had 23 , 000km under the belt already. The highway to start with wasn’t really very encouraging. However , once past the small towns and villages , it was a four lane affair but only till the outskirts of Pathankot where the team took NH-15 to Amritsar. Road work and diversions combined with darkness meant that the duo had to resort to numerous slow speed stints and gear shifts. The potholes in the meantime were dispatched off with ease , thanks to the Figo’s fabulous suspension set-up.
Leg 2: Amritsar to Chandigarh: 267km
We left Amritsar after a quick check-up at a Ford workshop only to find NH-1 blocked 50km down the highway. This was due a huge protest put up by the local farmers (this lasted three days!) and after wasting 3 hours , decided to stay at the nearest highway motel. The next day saw us leaving early morning via back roads and hitting Hoshiarpur and finally continuing towards Chandigarh. State highways in Punjab turned out to be fantastic and at various points , the Figo was easily cruising at high triple digit speeds without an issue. The 1.4-litre diesel mill showed its strengths and overtaking slow moving commercial traffic rapidly turned out to be an easy affair.
Leg 3: Chandigarh to Delhi: 255km
This was a familiar route for us , having done numerous trips to north India. However , once again , due to shoots and breaks , we left Chandigarh by evening. The good part was that the complete stretch is a 4-lane affair which meant the Figo loved sitting around the three digit mark and swallowed distances with ease. The Bluetooth enabled system came in handy which belted out songs via our mobile phones! By the time the team reached Delhi , the Figo had run 780km on a single tank (including drives inside cities)! After filling up , the average fuel economy came out to be 19kmpl which included highway stints , City traffic and catching a wink in the car with the air-con working!
Leg 4: Delhi – Jaipur : 265km
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After spending a complete day in Delhi for the various tasks , Figo’s another strength came in handy – the 1.4-litre diesel engine has minimal turbo lag and a decent low end punch which means closing in on gaps in traffic doesn’t always require a down-shift. The team left for Jaipur by evening. The Delhi – Jaipur stretch is now much better thanks to new flyovers and wider roads. However , trucks traffic meant that the gearbox was made full use of. Infact , the 1.4-litre diesel motor is very punchy and the Figo made good use of the torque , leaving behind the commercial vehicle traffic before hitting the open stretches of NH-8. Even after 1000km behind the wheel , the duo , Bunny and Bobby were fairly relaxed without any fatigue at all. The huge boot swallowed their luggage with essentials and clothing for a week easily.
Leg 5: Jaipur – Pushkar : 150km
After visiting the Jantar Mantar and Hawa Mahal , the team left for the 150km drive to Pushkar after a heavy lunch. The highway till Kishangarh is superlative. This 90km stretch was dismissed off in under an hour thanks to the Figo’s ability to cruise at high speeds without any drama. This is a little car but can behave like a grown up sedan on the highways. A long wheelbase adds to the stability factor which the team experienced on various accounts. At sun-set , the team also witnessed the marvelous full moon – it was partial lunar eclipse today and Bobby made full use of his talent , his cameras and the full moon for an astonishing picture! The stretch from Kishangarh to Pushkar bypass isn’t the best – lot of diversions and potholes. Infact , the glaring lights from oncoming traffic meant that the Figo hit bad stretches at high speeds numerous times but on all occasions , the suspension swallowed it all!
Leg 6: Pushkar to Jodhpur to Osian: 250km
After visiting the local temples , the team headed to Jodhpur via Merta town. This 185km stretch was a combination of good and bad roads with diversions resulting in heavy braking , down-shifting and clever overtaking stints. The highway was broken at stretches and though the Figo’s easily rode though , One shortcoming did crop up – there is a particular resonance created in the cabin when the car drives though little undulations. This can be an irritant on long drives. Apart from this , the Figo has no issues and helped the team reach the Umaid Palace by 5pm for their task. After shooting the city and having late evening snacks , the team headed to Osiyan (Osian) town for the night , a 65km night drive. Once again , the highway turned out to be a nightmare at places and at the same time , surprised the Figo with flat and smooth stretches in between. The night was spent by the team under the stars , in the open desert with the Figo parked a good 5km away!
Leg 7: Osian to Pokaran to Jodhpur: 300km
The part was to reach Pokaran for planting ‘neem’ saplings. After a heavy local breakfast , the duo left Osian for a fantastic drive to Pokaran. The road after Phalodi was a dream run – single lane but very wide and with no traffic. Infact , on roads like these , cars can easily be maxed out without any danger or cattle or traffic. Bunny did the same and the Figo surprised the team with a top speed of 170km/h on the speedometer. It carried this speed for miles and miles , helping the team reach Pokaran by lunch time.
After planting a few saplings , the guys left for Jodhpur for the night. Once again , NH114 came in handy with sparse traffic and mostly smooth roads. Leg 7’s drive was definitely one of the best for the team due to the desert landscape and open roads.
The Figo was returned to a local Ford dealer and had been a perfect four-wheel companion for the duo. Long trips like these show the real strength and weaknesses of a car and to summarize , here is what we think about the Figo diesel.
Pros:
1. Fuel efficient – 19kmpl with a mix of national and state highways , city usage and high speed stints is brilliant
2. Space – For a car of this price , the Figo excels on both cabin and boot space
3. Engine punch – It has a very minimal turbo lag and decent low end punch which is a boon for city usage
4. Suspension – combines the best of both the worlds by providing stability as well as a good ride over bad roads
Cons:
1. No rear power windows. And the rear windows don’t roll down completely either.
2. Suspension noise – the typical resonance that is generated over bad roads can be an irritant
3. Low seating can be an issue for the elderly
Content courtesy:
Previous 1 Next
As you can see in the pictures around , what we have for a comparison are the BMW X3 and the Audi Q5. Both are mid-size SUVs or rather soft-roaders we would say , both are German , both are powered by 2.0-litre diesel engines and both are pretty new in the Indian market. The Audi Q5 has been around for over two years , but its 2.0-litre diesel variant came earlier this year. The BMW is comparatively a more recent entrant , having come to these shores about three months ago. Since BMW and Audi have been arch-rivals for years , the battle for supremacy still continues even in this case.
If you think that this One is another fierce battle of two of the best-in-class warriors , you might be surprised by the outcome. How? Let us see.
Design And Styling
When a company launches a new car , one expects it to be a much better looking one. It should appeal at first sight and make its predecessor look dated. We expected that of the X3 , but were disappointed on that front. No doubt , the X3 looks better than the earlier version of the same car , which was much too box-like. The headlights have been slightly changed , the kidney-shaped grille is more or less the same , the bumper is slightly sleeker than before and the overall look is more of a facelift than that of a new car. Even at the rear , the basic form has been maintained. The sharp edges have been replaced by curvy ones and the rear now bears a finer look. Overall , apart from refining the design , BMW have not done much with the X3’s looks.
Look at the Q5 , on the other hand , and you know that this Audi is a modern car. It has soft edges at the front and sides , a big , chromed grille , LED jewelled headlamps , sharp yet stylish tail-lights and an overall aggression that would scare its competitors. What really goes in favour of the Q5 is its positively raked nose as against the upright one of the X3. Though the new Beemer is less boxy , the nose still gives an old car feel to it. If looks had to decide the fate , the X3 would be miles behind the Q5.
Engine And Transmission
As mentioned earlier , the BMW X3 and Audi Q5 are both powered by 2.0-litre diesel engines. However , their power outputs differ. While the X3’s motor produces 184 PS of peak power , the Q5’s engine makes only 170 PS. Even on the torque front , the X3 stands tall with 380 Nm as against 350 Nm of the Q5. Obviously , with the higher output ratings , there is no question that the X3 performs better when it comes to outright acceleration. The BMW manages 0-to-100 km/h in 9.56 seconds while the Q5 crosses the same mark 1.8 seconds slower , that is , in 11.36 seconds. However , a point to be noted here is that the Q5 takes a little longer to get off the mark because it launches in the second gear , then drops to the first and then accelerates hard. It loses almost a second in this business.
Now , instead of outright acceleration , if we compare the kickdown accelerations of the two cars from 40 to 120 km/h , the Q5 is just about a second slower than the X3. We think that this difference is negligible while considering everyday driving.
The credit for comparable kickdown acceleration times of the Q5 despite having lesser power goes to its excellent transmission. This Audi uses a dual clutch , seven-speed gearbox that shifts through the cogs seamlessly as against the old fashioned , torque converter type eight-speed box used in the X3. While the Q5 manages to upshift without letting the driver notice it , the X3 takes its own time and makes the shifts evident. Even within the City , the Q5 feels much better to drive unlike the X3 , which keeps revving up and down all the time.
Handling And Drive Quality
It is an established fact that BMWs are drivers’ cars. They have stiff suspensions , precise feedback and a lot of sportiness. However , we haven’t been big fans of their extreme stiffness when it comes to day-to-day driving. BMW moved a little towards the optimum set-up for the 5-series and an excellent one in the GT , which were welcome and appreciable changes. But what they did with the X3 was a little too much. This SUV has become so soft now that those who have known BMWs for a long time will find it difficult to accept this one. There is quite a lot of body-roll evident too. At slow speeds , the X3 feels good as it takes care of the bumps with its soft suspension. But as the speed goes up , the X3 doesn’t feel as planted and as stable as a BMW should.
On the other hand , the Q5 impresses at low as well as high speeds and manages to negotiate every sort of surface appropriately. There is very little body-roll , good stability through corners and a very comfortable drive at the same time. Be it in the city or on the highways , the Q5 feels at home. What impressed us even more was that you couldn’t hear the road noise or the engine in the cabin while driving at high speeds in the Q5. As against that , the X3’s engine was audible in the cabin even at idling.
Space , Equipment And Features
The X3 has something to boast about when it comes to cabin space. With overall dimensions a little more generous than the Q5's , the X3 manages to offer more space to the passengers than its competitor. The front leg room , front knee room and the rear knee room are all better in the X3 by approximately 50 mm than in the Q5. The shoulder space and headroom are , however , almost identical in both these SUVs.
On the features front , the X3 gets an additional Auto Start/Stop and keyless ignition button , which are missing in the Q5. On the other hand , the Audi gets the parking camera , which isn’t even an option in the X3. The rest is pretty much similar in both the cars.
Efficiency
Fuel-efficiency is hardly a prime factor when it comes to luxury cars like BMWs and Audis. However , with the automotive world trying to get greener and greener by the day , fuel-efficiency has gained in importance. Both the cars have almost similar efficiencies with the X3 delivering nine kpl and 14 kpl in city and on highway respectively and the Q5 delivering 10 kpl and 14 kpl respectively.
The slightly higher efficiency of the Q5 within city is due to its superior dual-clutch transmission , whereas the X3’s at par efficiency on the highway despite having more power and torque is due to its eight-speed box that lets the car run at lower revolutions per minute.
Verdict
While the X3 proves to be better in outright performance , cabin space and is at par with its efficiency , there are some shortcomings in this Beemer. The first disappointment is the styling of the X3. The new car looks more like a facelift version to us. Secondly , though the engine is powerful , it is noisy and unrefined. Thirdly and most importantly , the X3 doesn’t feel like a typical BMW. It’s soft and doesn’t give the feel of an enthusiasts’ car. The Audi Q5 , however , impresses with its drive quality , handling , refinement , transmission and styling. It only lacks in outright acceleration , something that would hardly matter in everyday driving.
What clinches the argument in favour of the Audi Q5 is its price. The Q5 2.0 TDI is priced at Rs 46.32 lakh (OTR , Pune) and the BMW X3 xDrive 20d at Rs 49 lakh (OTR , Pune). At almost Rs 2.7 lakh less , the Audi Q5 makes for a perfect all-rounder with a better driving experience.
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The Maruti Suzuki Alto has managed to sustain what could be termed as a car manufacturer's dream run and most of the credit goes to its good value at the puny price , something that no other car model has been able to achieve so far. The price is so low that it makes profits margins wafer thin. It’s no surprise that we haven’t seen a new car launch in this segment for close to a decade now. At the same time it says a lot about the Alto as it remains the largest selling car across segments for over six years. The launch of the Alto-K10 accelerated the sales further to 1.48 lakh units this financial year! This showed how the Indian car market had evolved as buyers preferred to shell out extra money for the K-10 version over the cheaper Alto 800 and Maruti 800. Indians are read to pay a little extra for a better , feature-rich product.
Betting solely on volume , Hyundai have launched their cheapest car yet – the Eon , an entry-level hatchback tailor-made for India. The advantage the Korean company has over the Alto is that the Eon is a new model with modern styling , good technology and decent equipment.
Looks
The Alto was initially developed way back in 1979 in Japan and has been in India for over 11 years now. The model has been upgraded regularly and the current generation Alto has classic car lines lending a solid stance , but it looks like a previous generation design. The Alto K10 has slightly flared front lamps that distinguish it from the smaller engine powered Alto-800. Even though it has a boxy design , it still works for more conservative car buyers and there's no shortage of them in this segment. To its advantage , the flat side body of the Maruti makes it easy to restore any of the unfortunate dents in the long run.
The Eon , on the other hand , is imposingly fashionable and looks elegant. Hyundai’s Fluidic sculpture design language has been nicely executed even on this entry-level hatchback. Its hexagonal grille and large swept-back headlights look pleasing. In fact , some of the light-catching lines on the side take you by surprise as you would have never expected them to be featured on a car with this comparative price tag. Both cars offer wheel caps , but the ones on the Eon have a smart design that makes it appear like alloy wheels. The fancy crescent shaped tail-lights compliment the Korean design , though the muscular bumper and tiny boot-lid make the Eon look stocky from rear. The overall fit and finish of the Eon is superior with tight shut lines throughout. On the design front , the Hyundai indisputably outshines the Alto , as the Eon has a much stronger essence of pride of ownership.
Usability
The Eon is taller than the Alto and , with its wide-opening doors makes getting in or out a lot more convenient than in the Maruti , which has lower seats that make you go through the rigmarole of crunch-squat-and-slide. However , the Alto’s wider seats are more comfortable than the Eon’s , which taper on top and have integrated head-rests.
The Eon has a taller driving position , which is ideal for the City and the large front and rear windscreens improve visibility , comparatively speaking. Meanwhile , the Alto is low on the elbow room and since it is 75 millimetres narrower than the Eon , the driver and front passenger come too close for comfort.
The black-grey dashboard and upholstery of the Maruti Alto is a lot less desirable than the brighter half-beige-half-black treatment seen in the Eon. The layout of the Eon’s integrated centre console looks great , while the chunky knobs feel sturdy to operate. The large dials are easily legible and have a small screen with gear shift indicator to achieve best fuel economy. The plastic appears to be hard-wearing and the quality is impressive.
The Alto gets a new instrument cluster and also a digital fuel-gauge and trip meter. Maruti try hard to catch up with the newly launched Xplore limited edition , which now comes equipped with a double-din stereo with USB and Bluetooth along with leather seats. However , it does not have the finesse neither does it feel as solidly built as the Hyundai. Having said that , it is not bad for the price.
The Eon scores again with its intelligent design , which carves out a fair amount of storage space. It’s got a decent sized glove-box with another large cavity above for storage. Unlike the Alto , which just has sleek door pockets fit to store maps , the Eon front doors also have bottle holders. Talking about storage , the Alto’s boot seems minuscule , where even a tennis bag is a squeeze.
The Eon has a surprisingly large 215-litre luggage space , which has no qualms about accommodating a regular suitcase , and the seats can be folded to make more room , but the tiny boot lid gives a narrow approach and the boot lip is a little high.
We can ignore the fact that in India even compact cars are used to carry entire households , so cabin space it vital , but unfortunately also a luxury. None of the two cars can comfortably seat more than four adults. The Maruti's rear seat is low and flat , while the Hyundai's is higher and more inclined. The Eon also has a 20-mm longer wheelbase and the car boasts of better legroom both in front and rear to fulfil family needs. But , again , the Maruti offers better support , though the Eon has an advantage in headroom and shoulder space. However , its narrow rear window make the cabin feel less airy.
Drive And Ride
The two cars come loaded with frugal three-cylinder motors. The Hyundai's 814-cc engine has been derived from the i10's 1.1-litre IRDE engine and though it gets a counter-balance to keep the vibration low , some of it can be felt on the gear-shift lever. The Eon’s SOHC motor gets three valves per cylinder , unlike the Alto's larger 998-cc mill , which has four valves per cylinder. Both sport five-speed transmissions , where the Eon borrows it from the Santro. Here the Hyundai scores over the Maruti , with its smooth clutch , as the Alto has an abrupt release action , but the Maruti equalises the score with its more accurate gear-shifts compared to Eon’s rubbery shifts.
Though both the cars weigh just over 700 kg , the smaller Hyundai engine with lower power and torque output of 56 PS and 75 Nm dents its power-to-weight ratio. Plus the Eon is sluggish at low speeds and not as eager as the Alto. So , One needs to think about overtaking way in advance. The Eon has adequate power for city commutes , but the Alto K-10 with 68 PS and 90 Nm has more punch. During the 0 to 100 km/h performance test the Eon was four seconds slower than the more fun-to-drive Alto. Both the cars can comfortably cruise at 120 kph , but the Eon loses breath if revved harder , making the Alto the ideal choice for driving enthusiasts. Just tap the Maruti’s throttle and you zip past most city traffic. Interestingly , both of them have an identical average fuel economy of just over 17 kpl.
The Final Words
This Hyundai is sprung on McPherson strut at the front in combination with a torsion beam axle at the rear. The set-up makes the ride feel slightly stiff at low and medium speeds , but the taller profile (155/70 R13) of the small size wheel helps it in absorbing potholes. But the Alto’s McPherson strut and coil spring gas filled shock-absorbers make the car a little more compliant and its lower height gives it better body control.
Both the cars have an electrically assisted steering with a tight turning radius , making driving and parking them a breeze. The Alto has an advantage as the steering is more direct and natural , while the Eon is more or less accurate , but lacks a self-centring action.
After spending a few days with the two small cars , it’s becoming increasingly difficult to pick a clear winner. Both Maruti and Hyundai have a great network of service stations and dealerships , with a proven track-record of low maintenance and reliable products. The Eon might not have the performance of the Alto , but comes across as an appealing modern car that has a stronger pride of ownership. A feature-rich , no compromise product that one would want to buy. While the Alto is not as swanky or stylish , but has already sold over 18 lakh units in India , which says a lot about the trust people have in the car , but also reduces its uniqueness.
So , if you like to tread the tried and tested path and don't mind the ageing design , then go for the Alto. But if you don't mind paying a little extra and want a fresh design with good finish and features , then the Eon is the one.
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As the mentors of Ford’s Discover Smart Drive 2 , (see http://drives.gaadi.com) , Team Gaadi , comprising of Bobby Roy and Bunny Punia , drove a diesel Ford Figo across five cities and 1800km in the first week of December 2011. The team’s route was from Jammu to Pokaran with stop overs at cities like Amritsar , Chandigarh , Delhi , Jaipur , Pushkar , Osian and Jodhpur. Here is a break-up of the week long road trip that the team took and how the car fared all through the 1800km drive.
Leg 1 : Jammu to Amitsar : 205km
The first day of the event saw the team leaving Jammu by evening for their first destination , Amritsar. The Figo wasn’t brand new and had 23 , 000km under the belt already. The highway to start with wasn’t really very encouraging. However , once past the small towns and villages , it was a four lane affair but only till the outskirts of Pathankot where the team took NH-15 to Amritsar. Road work and diversions combined with darkness meant that the duo had to resort to numerous slow speed stints and gear shifts. The potholes in the meantime were dispatched off with ease , thanks to the Figo’s fabulous suspension set-up.
Leg 2: Amritsar to Chandigarh: 267km
We left Amritsar after a quick check-up at a Ford workshop only to find NH-1 blocked 50km down the highway. This was due a huge protest put up by the local farmers (this lasted three days!) and after wasting 3 hours , decided to stay at the nearest highway motel. The next day saw us leaving early morning via back roads and hitting Hoshiarpur and finally continuing towards Chandigarh. State highways in Punjab turned out to be fantastic and at various points , the Figo was easily cruising at high triple digit speeds without an issue. The 1.4-litre diesel mill showed its strengths and overtaking slow moving commercial traffic rapidly turned out to be an easy affair.
Leg 3: Chandigarh to Delhi: 255km
This was a familiar route for us , having done numerous trips to north India. However , once again , due to shoots and breaks , we left Chandigarh by evening. The good part was that the complete stretch is a 4-lane affair which meant the Figo loved sitting around the three digit mark and swallowed distances with ease. The Bluetooth enabled system came in handy which belted out songs via our mobile phones! By the time the team reached Delhi , the Figo had run 780km on a single tank (including drives inside cities)! After filling up , the average fuel economy came out to be 19kmpl which included highway stints , City traffic and catching a wink in the car with the air-con working!
Leg 4: Delhi – Jaipur : 265km
After spending a complete day in Delhi for the various tasks , Figo’s another strength came in handy – the 1.4-litre diesel engine has minimal turbo lag and a decent low end punch which means closing in on gaps in traffic doesn’t always require a down-shift. The team left for Jaipur by evening. The Delhi – Jaipur stretch is now much better thanks to new flyovers and wider roads. However , trucks traffic meant that the gearbox was made full use of. Infact , the 1.4-litre diesel motor is very punchy and the Figo made good use of the torque , leaving behind the commercial vehicle traffic before hitting the open stretches of NH-8. Even after 1000km behind the wheel , the duo , Bunny and Bobby were fairly relaxed without any fatigue at all. The huge boot swallowed their luggage with essentials and clothing for a week easily.
Leg 5: Jaipur – Pushkar : 150km
After visiting the Jantar Mantar and Hawa Mahal , the team left for the 150km drive to Pushkar after a heavy lunch. The highway till Kishangarh is superlative. This 90km stretch was dismissed off in under an hour thanks to the Figo’s ability to cruise at high speeds without any drama. This is a little car but can behave like a grown up sedan on the highways. A long wheelbase adds to the stability factor which the team experienced on various accounts. At sun-set , the team also witnessed the marvelous full moon – it was partial lunar eclipse today and Bobby made full use of his talent , his cameras and the full moon for an astonishing picture! The stretch from Kishangarh to Pushkar bypass isn’t the best – lot of diversions and potholes. Infact , the glaring lights from oncoming traffic meant that the Figo hit bad stretches at high speeds numerous times but on all occasions , the suspension swallowed it all!
Leg 6: Pushkar to Jodhpur to Osian: 250km
After visiting the local temples , the team headed to Jodhpur via Merta town. This 185km stretch was a combination of good and bad roads with diversions resulting in heavy braking , down-shifting and clever overtaking stints. The highway was broken at stretches and though the Figo’s easily rode though , One shortcoming did crop up – there is a particular resonance created in the cabin when the car drives though little undulations. This can be an irritant on long drives. Apart from this , the Figo has no issues and helped the team reach the Umaid Palace by 5pm for their task. After shooting the city and having late evening snacks , the team headed to Osiyan (Osian) town for the night , a 65km night drive. Once again , the highway turned out to be a nightmare at places and at the same time , surprised the Figo with flat and smooth stretches in between. The night was spent by the team under the stars , in the open desert with the Figo parked a good 5km away!
Leg 7: Osian to Pokaran to Jodhpur: 300km
The part was to reach Pokaran for planting ‘neem’ saplings. After a heavy local breakfast , the duo left Osian for a fantastic drive to Pokaran. The road after Phalodi was a dream run – single lane but very wide and with no traffic. Infact , on roads like these , cars can easily be maxed out without any danger or cattle or traffic. Bunny did the same and the Figo surprised the team with a top speed of 170km/h on the speedometer. It carried this speed for miles and miles , helping the team reach Pokaran by lunch time.
After planting a few saplings , the guys left for Jodhpur for the night. Once again , NH114 came in handy with sparse traffic and mostly smooth roads. Leg 7’s drive was definitely one of the best for the team due to the desert landscape and open roads.
The Figo was returned to a local Ford dealer and had been a perfect four-wheel companion for the duo. Long trips like these show the real strength and weaknesses of a car and to summarize , here is what we think about the Figo diesel.
Pros:
1. Fuel efficient – 19kmpl with a mix of national and state highways , city usage and high speed stints is brilliant
2. Space – For a car of this price , the Figo excels on both cabin and boot space
3. Engine punch – It has a very minimal turbo lag and decent low end punch which is a boon for city usage
4. Suspension – combines the best of both the worlds by providing stability as well as a good ride over bad roads
Cons:
1. No rear power windows. And the rear windows don’t roll down completely either.
2. Suspension noise – the typical resonance that is generated over bad roads can be an irritant
3. Low seating can be an issue for the elderly
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