29-Aug-2011 11 : 45 PM by
Bunny Punia
in
Single review,
Introduction
The old Jetta was a wonderful car , but only at the time when it was launched. The competition eventually seemed to better it in almost all areas and this started reflecting in its sales figures. Infact , in this year itself , the Jetta’s sales dropped from 247 in January to 201 and 205 in February and March respectively. The following months of April and May too weren’t really hot with just 162 and 101 units respectively. The old Jetta had now started looking dated in the wake of modern rivals. Once a modern , high quality and feature laden cabin now looked dated and under-equipped. Ditto for the diesel engine that failed to excite enthusiasts. Well , all those shortcomings are things of the past as Volkswagen has given more than just a face-lift to their D segment offering.
The new Jetta is an all-new product that sits on a longer wheelbase with a complete change of design , both inside and outside and a far more powerful diesel engine. The new feature list is impressive and so is its pricing. So , the big question here is if the new Jetta can steal away the lime-light and sales from the top two selling cars of this segment , the Toyota Altis and the Chevrolet Cruze? The answer lies with Bunny Punia who drove this German offering from Udaipur to the hills of Kumbhalgarh and back. Read on…
Design and looks
Dimension wise , the new Jetta might not really command massive road presence – after all it might be the longest car in its segment but at the same time , it is the third widest only. However , what sets it apart from the other five D segment offerings is the sharp and modern design language. It does carry over the same design philosophy , thanks to VW’s ‘design DNA’ , as say the Vento , especially from the front but that’s pretty much about it. Take a complete walk around and you are bound to be impressed. The front end is sharp , with the narrow grille flanked by dual reflector headlamps (these also have the day time running lights) on either side. The bonnet has prominent flared lines that run across the length of it.
See the Jetta side on and you realize that it is infact 90mm longer than its predecessor. Unlike the Vento , the execution of the rear end has been done in a much better way in the Jetta though we do seem to see a hint of Audi A4’s rear end treatment here. The wide and coupe like rear window offers good visibility and further emphasizes the Jetta’s dynamic lines. The top end Jetta (Highline) gets gorgeous looking 16-inch “ Atlanta” alloys wheels while the lower Comfortline and Trendline has to do with slightly sober looking 16-inch “Navarra” design ones.
On the whole , the new Jetta is a huge step forward over the older version as far as aesthetics are concerned.
Interiors and cabin
The first thing that strikes you once you are inside the new Jetta is the sheer amount of new found space. Due to the use of extended wheelbase , there is significantly more passenger space , allowing for seating for five adults without much drama. Further , the seats have been completely redesigned and surely felt very comfortable during our stint with the vehicle. The top end model gets a 12-way electrical seat adjustment for the driver. The rear is 60/40 split and adds to the practicality. Apart from the extra space and comfort , the design of the fascia and console is changed too. VW has made sure these aren’t very drastic and infact familiarity with the VW family remains. Interiors get the two tone color treatment and once in the driver’s seat , everything looks very familiar. The steering (gets paddle shifts for DSG option) , speedometer console , audio system etc , all this reminds of One or the other model from the Audi Group family. Quality of plastics and other materials is top notch and ergonomically , the Jetta is spot on. Attention to detail is Superb , for example , the speedometer console gets white instrument lightning with red needles and looks fantastic once it gets dark. At 510 litres , the boot space is impressive , if not the best.
The Highline variant that we tested comes loaded with 8 airbags , 12-way electrically adjustable driver’s seat , park distance control for front and rear , RCD 510 touch screen system while features like ESP , hill hold control and rear AC vents are standard across the range.
Engine and performance
One of the biggest changes in the new Jetta is the power plant. It gets the latest common rail direct injection system and most importantly , unlike the Skoda Laura , gets the same amount of power in both manual and automatic (DSG) transmissions. This is a 16 value four cylinder diesel unit that generates 140PS of power at 4200rpm with an equally impressive 320Nm of torque from 1750rpm to 2500rpm. This is more than both the Renault Fluence and the Toyota Altis and the Jetta finally gets new found agility. We drove both the manual and DSG versions and were mighty impressed with the performance. For starters , in the 6-speed manual version , the low end punch is terrific. The Jetta can easily ponder around in slow moving traffic without bothering the driver and picks up speeds from as low as 1500rpm without a protest. Give it some open space , let it stretch its legs and you are rewarded to multiple ear to ear grinning moment. The DSG transmission is in a league of its and responds to driver’s inputs perfectly. Be it downshifts or up ones , this DSG ‘box is the best in this segment.
On the way back to the airport we were running late and the Jetta turned out to be a fantastic mile muncher. The four lane and well laid NH76 saw the fully loaded Jetta with four people on board along with luggage cruise happily at over 140km/h and hit 160km/h plus without a jiffy. All this performance doesn’t come at the cost of economy as the manual Jetta proudly wears an ARAI certified fuel economy of 19.33kmpl while the DSG option has an ARAI certified figure of 16.96kmpl. The 6-speed gearbox is easy to use and has positive and direct shifts.
Suspension
The earlier Jetta was known for its near perfect combination of ride and handling and this one is no different. We drove over all kinds of driving terrains including broken patches , paved sections of the GQ as well as City roads and the Jetta turned out to be a very commendable and comfortable companion. Even with the full load , the suspension never bottomed out. Infact , at occasions , we had to negotiated treacherous sections , thanks to monsoons , but never did the Jetta touch its underbelly even once! The ability of the suspension to absorb bad stretches without transferring it to the passengers is remarkable.
Our test route also had a fair bit of mountain roads and i drove the car both with a full load as well as alone and it seemed to have a near perfect feedback from the steering. The Jetta , unlike some of the rivals , pesters you to drive fast around a set of mountain roads and responds back positively. Dynamically , it’s a very stable car and the potent brakes along with electronic gadgetry like ESP makes you feel confident at the back of your mind!
The steering effort is another noteworthy point here. It is light , a boon for city usage , while at the same time doesn’t become vague at highway speeds. The Jetta is one of the those D segment cars that are pretty ease to drive in congested city traffic as well.
Final Verdict
Of the current lot of diesel sedans in the D segment , the new Jetta has the highest entry level price tag. At Rs 14.12 lakh (ex-showroom) for the Trendline version , the Jetta might seem expensive. However look deeper into the details and you appreciate the finer points. Apart from the punchy , refined and efficient 140PS engine , you get six airbags , ESP , hill hold control , rear AC vents etc. The car looks fabulous and rewards its driver with a good drive and passengers with a comfortable one! The top of the line version with all the bells and whistles retails for Rs 17.86 lakh. Further , we believe that this Jetta is what the earlier one should have been. The Highline DSG might be Rs 1.3 lakh more than its own cousin , the Skoda Laura L&K AT but drive both vehicles back to back , consider the brand value and suddenly the new Jetta seems like a tempting package. Sometimes , good packages in life do come at a slight premium and this premium is completely worth every penny!
Content courtesy:
29-Aug-2011 2 : 09 PM by
Bunny Punia
in
Single review,
Introduction:
The Vista brand in the Indica range was launched in the year 2008 as a classier and upmarket option for the growing hatchback market in India. With changes to the exterior design as well as the interiors and new engine options , the Vista did enjoy success for a while among half a dozen other rivals. However , over time , with better and more modern options available in market , namely , the Ford Figo , Nissan Micra and Maruti’s new Swift among others , it was time Tata gave the Vista a much needed upgraded. For starters , it does away with the ‘Indica’ brand name and is purely being promoted as the ‘Vista’ standalone brand now. Tata is backing up the product with strong online campaigns and a brilliantly made website and is obviously trying to promote the new Vista among the younger generation. Pricing , as usual has been the case with other Tata products , is also Vista’s strong point. So , is this car worth a very serious look now? Bunny Punia spends two days with Tata’s latest in and around Pune and surely seems impressed!
Exteriors:
Dimension wise , the Vista stands tall and proud among its chief rivals. At 1550 mm high , it is higher than the likes of the Swift , i20 , Figo and Polo. On the width front , it fares better than the Figo and Polo. Lastly , with a wheelbase of 2470mm , the Vista scores over the Swift and Polo in this regard. However , what really makes the new Vista stand out is the complete front design change. It now looks similar to its elder sibling , the Manza. New triple barrel headlamps , new grille and fog lamps now lend a classier and modern touch to the appearance up front. Apart from this , there are a lot of chrome inserts all around depending on the trim level you choose. At the rear , the tail lamps get a black mask effect and there is a horizontally running pearl black finish strip under the windshield. The Tata logo too is different and now the Vista range will only be denoted by new version names like LS , LX , VX and ZX for the diesel and GLS , GLX , GVX and GZX for the petrol engine options.
The top end , ZX and GVX models , gets new 15-inch smoked black alloy wheels. The new Vista is now available in a couple of new color options and the One you see on this page , porcelain white , looks sporty and refreshing. The overall paint quality and levels seems to have gone up as well.
Interiors:
The changes to the new Vista are not limited to the exteriors. Step in and you immediately notice the new color treatment which now is a mix of black with Sahara Beige. The usage of black color on the upper parts of the fascia and door pads has been done to prevent soiling in conditions like rainy season. The lower part of the fascia and door pads is finished in a lighter beige color which lends an airy feel to the cabin. Infact , this two tone color treatment makes the interiors look up-market. On the features list , the new Vista now gets steering mounted controls for the audio system and answering / rejecting phone calls across the range except for the base one. You also get electrically operated outside rear view mirrors on the top two trim levels. The top three trim levels also get an integrated audio system with Bluetooth connectivity for upto five phones at a time! Safety has been given importance with the top two versions getting ABS as standard. Air-bags come only in the top end model.
To summarize , the new Vista does come loaded to the brim with features and goodies , however that said , we did realize the omission of simple things like one-touch operation for driver’s window or door-open warning indication in the speedometer console. Space has always been the Vista’s forte and this positive aspect remains! Visibility is good and you really can’t complain much when it comes to hauling around five adults with ease.
Engine:
The Vista continues to come with four different engine options and mechanically , these remain un-touched. On the petrol front , you get to choose from either the 65PS Safire motor or the more powerful 90PS Safire engine. The smaller one has decent amount of torque and until unless you want to drive quick , this engine won’t really disappoint you. The problem comes in the fuel economy – with an ARAI rated figure of just 16.7kmpl , the Safire 65 is one of the most inefficient petrol hatchbacks around. The more powerful 90PS option however is in a world of its own. It generates 38% more power and 21% more torque than its smaller sibling and least to say , rewards the driver with a very good drive. It is peppy and can prove to be a fun to drive vehicle for the enthusiast. Like its younger petrol sibling , this engine too performs poor on the fuel economy front with an ARAI rated figure of just 13.7kmpl.
The 90PS Safire petrol engine
Most Vistas though will be sold in the diesel avatars. The TDI motor is still on sale , though only for BS-III markets. It generates decent power and torque and due to its cheap construction , makes the Vista TDI a very good value for money buy. However , we feel , the one to opt for it’s the top of the line Fiat derived Quadrajet engine generates more power and torque inspite of having a smaller displacement. It also has a very impressive ARAI claimed figure of 22.3kpl – this is remarkable considering that the Vista is a big and a heavy hatchback.
The 75PS Quadrajet diesel engine
The Quadrajet engine scores very high as far as low end engine speed response is concerned. This means that in City traffic , you don’t really have to work on the gears or the gas pedal to keep moving. Out on the highways , it also feels relaxed at triple digit cruising speeds. All the four engine options are mated to a 5-speed manual gearbox which has pretty good shift action. It is on the harder side but we didn’t face any issues whatsoever during the two days we had the car with us for. The clutch has been made lighter and is a huge improvement for typical city traffic jams!
Suspension – Ride and handling
The Vista or the even the Indica range for that matter has always been known for its comfortable suspension set-up. The new Vista is no different and goes about absorbing typical bumps and undulations on the road with ease. It isolates the passengers from the happenings outside and you can literally put the Vista into bad sections without having to worry. On the highways , stability is good as well and changing lanes at triple digit speeds doesn’t make the driver nervous. Tata has worked on the steering and made it lighter which makes city community a joy. Driving the Vista at slow speeds doesn’t call for much effort.
On the handing front , it’s true that you really can’t play with the Vista like the way you can with some of the other hatchbacks out there. There is a certain degree of body roll and taking curves or corner at high speeds has the tyres squealing and car unstable. However , seldom will a typical owner ever subject the car to such antics and in typical day to day driving , the Vista does the job perfectly well.
Verdict
The new Vista range goes on sale at Rs 3.88 lakh for the petrol version and Rs 4.30 lakh for the diesel ones , both ex-showroom , Delhi. Simply put , this is shattering value for money and makes the Vista a lot cheaper than many options out there in the market. Even the advanced Quadrajet range starts from Rs 4.80 lakh , going all the way to Rs 6.07 lakh for the top end model that comes with alloy wheels , ABS , Air-bags in addition to rear wiper , keyless entry , steering controls etc.
We feel the VX version will be the best seller and at Rs 5.47 lakh , makes the best sense. For example , it is as expensive as the Beat LT (option) diesel model but has seat height adjustment for driver’s seat , lumbar support adjustment for driver’s seat , steering controls , twin power outlets etc. – these are missing on the Chevrolet option. Similarly , the Vista VX Quadrajet is only seven thousand more than the Ritz VDi ABS but offers more space and features like tilt adjust for steering , driver’s seat height adjust , keyless entry , audio system with Bluetooth connectivity , steering controls etc.
The Vista might still fall on a few areas like overall cabin quality or NVH levels but as a complete package for someone looking for a spacious , comfortable , feature laden and good looking hatchback , Tata it seems has finally played the right cards with this new improved Vista. It’s time for most of the rivals to take notice and come up with something new and different. ‘nuff said!
Content courtesy:
24-Aug-2011 4 : 44 PM by
Adhish Alawani
in
Comparisons,
Hatch Wrangle
Toyota have come out with a hatchback version of their sedan , the Etios. In this highly competitive segment of the Indian market , does the Etios Liva possess what it takes to emerge victorious? We pit it against four competitors to find out if it does
It is a well-known fact that the Indian automobile customer has typical traits , which centre round fuel-efficiency , cost , styling , features and , of course , the brand name. Very little importance is accorded to the engineering aspect of the car , its drive quality , handling and functional design.
Why are we talking about all this in the context of our five-hatch shootout? Precisely because that is the theme for this comparison wherein we have tried to keep the more important aspects above the pseudo factors that affect the decision of a customer.
The Indian market has shown exceptional growth in the mid-size hatchback segment in recent times. While the Nissan Micra and Ford Figo have entered the fray of late , the Hyundai i10 and Chevrolet Beat have been around for some time. The latest entrant in this segment is the Toyota Etios Liva and , as we said last month after a first drive of the car , this One is sure to rock the small car market. However , how good it is and in what way was something we wanted to find out. Hence this comparison among the tried and tested cars of yesterday and the new fighter of today.
As mentioned earlier , we decided to conduct this test keeping in view the various considerations that need to be kept in view before buying a new car. The cars in this competition – the Ford Figo , Nissan Micra , Hyundai i10 and Chevrolet Beat , apart , of course , from the Etios Liva – were chosen from the price bracket of Rs 5 to Rs 5.5 lakh (OTR , Pune) and all are powered by 1.2-litre petrol engines.
With these basic criteria in place , let us now proceed to plumb the depths of these cars.
The Powertrain
Though 1.2-litre engines have powered all the five cars under consideration here , each one has its own pluses and minuses. The i10 has been around for a long time and has proved its mettle. Its refined and smooth engine produces 80 PS of peak power and a class-leading 112 Nm of maximum torque. With such high power and torque figures , there is no doubt that the i10 is one of the quickest cars , capable of 0-100 km/h in just 14.02 seconds. The gear throw is a little notchy in the i10 , but the shifts are super smooth , probably the smoothest of the lot.
The Beat has an engine that also makes 80 PS of peak power and a slightly lower 108 Nm of peak torque as compared to the i10. Again , owing to these figures , there is doubt that even this one accelerates from naught to 100 km/h in 14.2 seconds.
Coming to the younger cars , the Micra and Figo have 76 PS and 71 PS of peak power and 104 Nm and 102 Nm of max torque , respectively. Although the Micra doesn’t have a high output engine , its body weighs just 860 kg and that makes this Nissan the quickest car from 0-100 km/h at 13.51 seconds. The Figo , on the other hand , has the lowest output and weighs the maximum at 1 , 090 kg , making it the slowest of the lot (0-100 km/h in 17.09 seconds).
While this is the story of all the other contenders , the Etios Liva , the latest entrant , makes sure that it fits in among them all and doesn’t give us a cause for complaint. Its 1 , 197-cc engine makes 80 PS of peak power , which is at par with the best in the segment , but loses on the maximum torque (104 Nm). Its 0-100 km/h acceleration time of 14.94 seconds also tells us that it is not up there with the Micra , but doesn’t disappoint like the Figo either. The five-speed transmission offers smooth throws. However , there was only one complaint during the performance test. The shifter needed extra careful guiding into the third gear slot or else it would hit the gate between the third and fifth gears.
Driving Around The City
These hatchbacks are meant primarily for the City and that is where they spend most of their time , trying to find small gaps in dense traffic. For this , the most important characteristic is responsive steering for easy manoeuvring and a peppy engine with strong bottom and mid range. So far as steering is concerned , the Chevy Beat has the most direct and precise steering. The feedback from it is excellent , which , along with its small size , makes it an excellent tool for urban chaos.
The Liva’s engine has a phenomenal bottom end , which aids city driving. The torque in the lower revs is so good that you can actually drive around in heavy traffic in the fourth or fifth gear unlike any of other cars under consideration here.
The Micra has a light steering and a peppy engine that make for easy driving around the city. The same is the case with the i10. The Figo , however , has a heavy feel to its steering wheel. Though the feedback from the wheel is good , you need to make a little extra effort to turn it than the others. In case you have to drive a lot in city traffic every day , then this can become irritating after a point. The engine too is not the strongest of the bunch and lacks the punch in the bottom revs.
Handling And Highways
Though you are not going to drive around in these cars at breakneck speeds round corners in ghats or do 150 km/h on highways , there is no doubt you’ll take them for long drives once in a while. Maybe a little push in the twisties and on open highway stretches will bring out the true potential of these cars. We did just that and there was a wide range of results.
The best of the lot turned out to be the Liva with enough juice to tackle uphill climbs. Its well-sorted chassis and suspension , besides its good steering response , aid the handling of the car well.
With its precise steering was good to point the Beat round corners and shoot where one wanted to go. However , lack of bottom and mid range and its tall body , which entails considerable body-roll , made it a less easy car to drive.
The Figo sits low and has a slightly stiffer suspension that makes it a good handling car. The i10 and Micra come last when it comes to handling. The Hyundai failed to impress us owing to its heavy understeer round corners while the lightweight Micra , with its soft suspension set-up , gave a lot of body-roll. On open highway stretches at speed the Micra suffers due to its low weight and feels unstable.
Safety
Safety features are being taken seriously now and it was high time they were. Manufacturers have now started equipping the small hatchbacks with ABS and air-bags. If not as standard , these features come as options. On that front , the Figo , Beat and Liva come loaded with ABS and air-bags as standard in the variants that we considered. The Micra offers air-bags , but the i10 lacks either of these safety features.
With most of the important aspects discussed , let us consider the factors that are a little less important so far as engineering is concerned , but matter a lot to the Indian buyer. Of course , these include running cost and styling of the vehicles. Apart from that we’ll also consider the feel-good factor of each car here.
Efficiency
The fuel efficiency of a car is probably the first thing an Indian customer looks for. While we may well shrug off this aspect , we cannot forget that if a certain engine consumes less fuel , it also implies that the engine works in a more efficient manner with minimum losses. This indirectly indicates that the engineering of 'the heart' is spot on. On this count , the Liva scores the best at 17.75 km per litre (overall) and is followed by the i10 (15.12 kpl) , the Micra (15.1 kpl) , the Beat (13.63 kpl) and the Figo (13 kpl).
Space
Even a cursory look at all these cars together and there is no doubt that the Figo is the most spacious of them all. The car looks big. Its boot space of 284 litres and excellent legroom at the back testify to that. The Liva and Micra follow closely with a boot space of 251 litres in each and adequate legroom at the back. The Micra , being a taller car , has greater headroom too. The i10 is a little tight for the rear seat passengers , but offers a decent 225 litres of boot. The Beat looks small and is one too. With just 170 litres of boot space , this Chevy fails to impress us with its compact cabin.
Interior
Inside the cabin , the Beat has the most futuristic looks. However , this is subjective – some might love them while some others might loathe them. The i10 offers a subtle interior that won’t give rise to complaints , but , at the same time , won’t make anyone drool either. The Figo’s plastics and other material used in the cabin are of a good quality and offer a decent look in the cabin. The Micra boasts of too many curves , which may impress the fair sex more than others.
Finally , the Liva is a little disappointing on this front. Cheap plastics , average fit-and-finish and a poorly backlit instrument console , which is centrally placed on the dashboard , give the Liva a rather unprepossessing cabin.
The Verdict
Each of these five cars was driven around in varying traffic conditions , through zigzags and on highways. So far as the drive quality , handling and driveability of the engine were concerned , there was hardly anything that could match the Liva. It also offers class-leading efficiency. The variant under consideration is the costliest of the bunch , but the essentials of a good car are delivered , albeit with some compromise on the quality of plastic. The Micra and Figo vie for the second place , the Micra with its peppiness and the Figo with its good handling and a small price advantage too.
There isn’t anything wrong with the i10 and Beat , but they don’t make you go into raptures either. They are like those who do the job entrusted to them without bothering about anything else. Anyway , though they have ruled the market for some time now , the Etios Liva is all set to unsettle their hegemony. Competitors , better beware!
Content courtesy:
24-Aug-2011 3 : 49 PM by
Bunny Punia
in
Single review,
The original Jazz introduced in India in the year 2009 was an attempt by Honda to provide a premium , high quality and feature loaded big hatchback for the masses. It had everything going in its favor –looked great , had enough space to shame quite few sedans and came equipped with features that every customer would every desire or require. However , the only sore point in the complete package was its pricing. At over Rs 7 lakh , the Jazz didn’t seem to make sense for Indians. In our country , no matter how huge a hatchback is , consumers are still not mature enough to shell out sedan rivaling money for it.
Over the years , the Jazz’s sales never picked up. And hence , to finally take on the rivals like the Hyundai i20 and Maruti Swift , Honda did the unexpected. Sure , we all knew the upgraded Jazz would be hitting the showrooms soon with a slashed sticker price but no One would have imagined the kind of reduction Honda did to the Jazz’s pricing! The Jazz range now starts at Rs 5.5 lakh for the base or the ‘S’ version and yet comes with goodies like ABS , twin air-bags and steering wheel controls for the audio system. The ‘Select’ and ‘X’ variants are priced at Rs 5.75 and Rs 6.06 lakh (ex-showroom prices). So is the Honda Jazz the best value for money premium petrol hatchback? Read on to know more…
Interiors:
The Honda Jazz’s wheelbase , at 2500 mm , is longer than cars like the new Maruti Swift , Nissan Micra , Tata Indica Vista , Volkswagen Polo and Toyota Etios Liva. This means that there is more room on the inside for passengers. Infact , Honda has taken the “Man Maximum Machine Minimum” concept to a new level with this hatchback. Step inside and you are greeted by vast amounts of space , enough to shame quite a few sedans out there in the market. The quality of interiors (plastics and panels) is something that Honda is known for the Jazz scores top marks here.
Touch and feel any part of the console or the fascia and you are bound to be impressed. The design of the cabin is modern and has great touches like cubby holes for keeping knick knacks , integration of the audio system et al. Ergonomics are top notch and the view of the road ahead great. The climate control is manually operated unlike say the top end Nissan Micra or Hyundai i20 but nevertheless , its rotary dials are fuss-free and easy to operate. The front two passengers get clever glass holders in front of the air-con vents to keep drinks chilled and the twin glove boxes add to the practicality front.
The new Jazz gets new Amber coloured stereoscopic dials that look terrific at night , new beige black theme for the seats (on Jazz and Jazz Select) and reclining rear seats. The top end X version gets electrically retractable outside rear view mirrors and the audio system now comes with USB as standard. Another feature in the Jazz’s cap is the class leading boot space of 384 litres. To put things into prespective , Honda’s own City has just 5% more boot space! Jazz’s magic seats are another plus point and flip / fold in various configurations to suit different needs and applications.
Exteriors:
At 3900mm in length , 1695mm in width and 1535mm in height , the Jazz was always a large hatchback in the segment. Infact , its road presence is good and a few colors like the “Rallye Red” shown here really make it stands out among the usual crowd of premium hatchbacks. The front has a typical cab forward stance with a dynamic forward leaning design with a small bonnet area. This lends the Jazz a very sporty look when see from the front three quarters as well as from the side and this in turn helps liberate space inside.
The bonnet as well as the side profile of the car has crisp design lines across their individual lines which add character to the car. The A-pillar has a sleek angle which carries onto the middle of the roof , followed by a slight depression in the angle of the rear end of the car. Glass area on the Jazz is huge which gives the interiors an airy feel. The 175/65 wheels on 15-inch rims or alloys (as per the version) fill the wheel arches pretty well.
The upgraded version of the Jazz has a few changes on the outside. These include new front grille , newly designed bumpers , new headlights with silver and black matt finish and new chrome garnish (in the Select variant). These changes go a long way in making this hatchback look even more premium and stylish. Infact , we are sure consumers who will buy the base variant will adorn it with after-market low profile alloy wheels. Among all the high end hatchbacks in India , the Jazz surely looks one of the best. The Select and X versions come with newly designed alloy wheels as well.
Engine:
The Jazz continues to be powered by the same 1.2-litre i-VTEC engine that was specially designed for the Indian market. Although Honda could have used the fabulous 1.5-litre unit from the City , but that would have resulted in Jazz not enjoying the tax benefits that come associated with a hatchback under 4m and an engine not bigger than 1.2-litres. Honda hasn’t done any changes to the power-plant and this indeed is a good step.
At 90PS , it puts out the maximum power among all the similar sized engines in the segment although the torque rating , at 110Nm , is short of the likes of the Hyundai i20 and Maruti Swift and further , it comes at a higher engine speed of 4800rpm. Nevertheless , the Jazz feels great to drive in city and only on the highways above speeds of 120km/h or so does the engine starts feeling a little breathless. That said , in everyday driving , the engine responds well and like any other typical Honda unit , is super smooth and silent and the drive by wire throttle responds well to the driver’s inputs. The ARAI fuel economy certification is on the lower side at 16.7kmpl though the on-board driver information display for fuel economy will certainly help owners get the maximum out of this engine. The motor is mated to a 5-speed gearbox with a positive shift action.
Suspension:
One of the biggest traits of the Jazz is the way it feels to drive. Not only is it very spacious on the inside , giving its passengers a feel of a big car , but the way it drives in a composed and settled manner also lends the same expression. It has saloon like comfort and handles pretty well for its size. It may not be as fun as say the Polo but has a balanced compromise between comfort and handling. There is a hint of body roll but it’s well controlled and the Michelines (we think it’s the only hatchback in the segment to come with such premium tyres) work very well in making the car stick to the road.
The steering is light and good for slow speed usage. We have seen a fair amount of fair sex behind the wheel of Jazz on the road and this simply goes to show how easy the car is to manage in typical city conditions.
Hit the highways at triple digit speeds and the Jazz feels safe and secure. High speed lane changing doesn’t make you nervous either. All the three variants come with ABS which further makes you feel comfortable at high speeds in tricky driving conditions like rain.
VERDICT
The new Honda Jazz starts at Rs 5.5 lakh (ex-showroom , Delhi) for the base or the S version , Rs 5.75 lakh for the Select version and finally Rs 6.06 lakh for the top end 'X' version. Even the entry level base model comes with features like ABS , Air-bags for driver and co-driver and steering wheel controls for the audio system. Honda has really done a very praise worthy work by slashing the Jazz's price by around Rs 1.75 lakh! Without a doubt , the new Jazz offers terrific value for money. It has everything that a typical consumer in this segment is looking for. Design wise , it wins our hearts. On the inside , space is class leading with the biggest boot around. Feature list is impressive and the petrol engine is smooth with good power though lacks fuel economy as compared to key rivals.
As a complete package for someone looking at a premium petrol hatchback packed with features , there is no denying the fact that the new Jazz is our pick of the lot. For example , the Jazz is Rs 20k more than the petrol Hyundai i20 Sportz yet has more features. Similarly , the Jazz is as much as the top end Maurti Swift ZXI but has better quality interiors , more space and ofcourse a better brand value!
The Honda Jazz finally will get the success it has always deserved. And we hear that the waiting period is already started running into months within a week of its launch - do we need to say more?
Content courtesy:
17-Aug-2011 1 : 20 PM by
Bunny Punia
in
Single review,
More than six years after Maruti launched the Swift in the Indian market , the company has launched its first proper upgrade – the all-new Swift. The current or the outgoing version was the leader in its segment and the new One betters the old one in all parameters. Priced from Rs 4.22 lakh to Rs 6.38 lakh and available in both petrol and diesel versions , is the all-new Swift worth the wait and the hype? Bunny Punia has the answer!
Looks and design: Suzuki it seems wanted to keep the same legacy and heritage of the original Swift and hence the design hasn’t been radically changed. First look and you will almost mistake it for the old one. However , spend a few seconds and you notice the changes. For starters , the new Swift is longer by 90mm , wider by 5mm and has a 40mm longer wheelbase too. The head lamps are bigger and stretch further back into the body. The top end versions get gorgeous 15-inch alloy wheels , the bumpers are new and the tail lamps too get a better treatment. On the whole , the new Swift certainly looks younger and modern and should be well accepted by new customers.
Interiors: The increase in wheelbase and width of the car means that one of Swift’s worst shortcomings of interior space has been addressed to an extent. There is more kneeroom for rear passengers and finally , the Swift can take in five passengers with ease. The design of the console and fascia is something that strikes you immediately – the steering design too is changed. Infact , there are far more changes on the inside than the outside! The Panasonic sourced audio system for instance looks smashing and so does the speedometer console. However , the overly black theme remains which might not be to everyone’s liking. This is one area where Maruti should have worked – lighter colors always impart an airy feel to the interiors. Other changes include the newly designed front seat , driver information display etc. To summarize , the interiors gain space and new age design though are overly black!
Engine , performance , economy: The new Maruti Swift comes with the same engines are before though with slight changes. The petrol engine is the same KB12 series unit that displaces 1197cc with 87PS of power and 114Nm of torque. The unit is refined and now gets variable valve timing. It also sports better fuel economy too with an ARAI rated figure of 18.6kmpl - same as the Chevrolet Beat petrol. The diesel unit is again the same Fiat derived unit though with slight changes. It develops 75PS of power and 190Nm of torque with ARAI rated economy of 22.9kmpl – something that is still not close to the likes of the Nissan Micra! Maruti surely have disappointed the enthusiasts by not offering the bigger 1.6-litre engine – something that both Skoda and Volkswagen offer in the Fabia and the Polo respectively! The Swift continues to come with a 5-speed manual transmission.
Suspension – ride and handling: The new Swift makes use of higher strength steel which in-turn results in a body with higher torsional rigidity. This benefits the ride and handling characteristics of the car and should make the Swift less prone to rattles over a period of time. The rally based suspension lends a sporty touch to the new Swift and trust us , the car is a hoot to drive fast but still doesn’t provide the stable feel of say the Volkswagen Polo. The Swift always had a comfortable suspension set-up and this one isn’t different at all! The top end versions (ZXi and ZDi) come with 185/65 tyres mounted on 15-inch alloy wheels.
Verdict – The all-new Swift goes on sale at a starting pricing of Rs 4.22 lakh (LXi variant) , going all the way upto Rs 6.38 lakh (top end ZDi). The break-up of the variants is
LXi – Rs 4.22 lakh
VXi – Rs 4.76 lakh
ZXi – Rs 5.53 lakh
LDi – Rs 5.17 lakh
VDi – Rs 5.61 lakh
ZDI – Rs 6.38 lakh
We feel the pricing is on the higher side here. The rivals are either cheaper or at the same level - for example the new Honda Jazz is priced at Rs 5.5 lakh for the base model that is as loaded as the Swift ZXI but has more space , is more practical and ofcourse has better quality as well.
On the diesel front , one needs to wait for three months (minimum) for the Swift diesel variants and suddenly the whole equation , doesn’t really look very tempting! However , fingers crossed , let’s see if the new Swift will indeed be a Swifter seller or not!
Content courtesy:
Introduction
The old Jetta was a wonderful car , but only at the time when it was launched. The competition eventually seemed to better it in almost all areas and this started reflecting in its sales figures. Infact , in this year itself , the Jetta’s sales dropped from 247 in January to 201 and 205 in February and March respectively. The following months of April and May too weren’t really hot with just 162 and 101 units respectively. The old Jetta had now started looking dated in the wake of modern rivals. Once a modern , high quality and feature laden cabin now looked dated and under-equipped. Ditto for the diesel engine that failed to excite enthusiasts. Well , all those shortcomings are things of the past as Volkswagen has given more than just a face-lift to their D segment offering.
The new Jetta is an all-new product that sits on a longer wheelbase with a complete change of design , both inside and outside and a far more powerful diesel engine. The new feature list is impressive and so is its pricing. So , the big question here is if the new Jetta can steal away the lime-light and sales from the top two selling cars of this segment , the Toyota Altis and the Chevrolet Cruze? The answer lies with Bunny Punia who drove this German offering from Udaipur to the hills of Kumbhalgarh and back. Read on…
Design and looks
Dimension wise , the new Jetta might not really command massive road presence – after all it might be the longest car in its segment but at the same time , it is the third widest only. However , what sets it apart from the other five D segment offerings is the sharp and modern design language. It does carry over the same design philosophy , thanks to VW’s ‘design DNA’ , as say the Vento , especially from the front but that’s pretty much about it. Take a complete walk around and you are bound to be impressed. The front end is sharp , with the narrow grille flanked by dual reflector headlamps (these also have the day time running lights) on either side. The bonnet has prominent flared lines that run across the length of it.
See the Jetta side on and you realize that it is infact 90mm longer than its predecessor. Unlike the Vento , the execution of the rear end has been done in a much better way in the Jetta though we do seem to see a hint of Audi A4’s rear end treatment here. The wide and coupe like rear window offers good visibility and further emphasizes the Jetta’s dynamic lines. The top end Jetta (Highline) gets gorgeous looking 16-inch “ Atlanta” alloys wheels while the lower Comfortline and Trendline has to do with slightly sober looking 16-inch “Navarra” design ones.
On the whole , the new Jetta is a huge step forward over the older version as far as aesthetics are concerned.
Interiors and cabin
The first thing that strikes you once you are inside the new Jetta is the sheer amount of new found space. Due to the use of extended wheelbase , there is significantly more passenger space , allowing for seating for five adults without much drama. Further , the seats have been completely redesigned and surely felt very comfortable during our stint with the vehicle. The top end model gets a 12-way electrical seat adjustment for the driver. The rear is 60/40 split and adds to the practicality. Apart from the extra space and comfort , the design of the fascia and console is changed too. VW has made sure these aren’t very drastic and infact familiarity with the VW family remains. Interiors get the two tone color treatment and once in the driver’s seat , everything looks very familiar. The steering (gets paddle shifts for DSG option) , speedometer console , audio system etc , all this reminds of One or the other model from the Audi Group family. Quality of plastics and other materials is top notch and ergonomically , the Jetta is spot on. Attention to detail is Superb , for example , the speedometer console gets white instrument lightning with red needles and looks fantastic once it gets dark. At 510 litres , the boot space is impressive , if not the best.
The Highline variant that we tested comes loaded with 8 airbags , 12-way electrically adjustable driver’s seat , park distance control for front and rear , RCD 510 touch screen system while features like ESP , hill hold control and rear AC vents are standard across the range.
Engine and performance
One of the biggest changes in the new Jetta is the power plant. It gets the latest common rail direct injection system and most importantly , unlike the Skoda Laura , gets the same amount of power in both manual and automatic (DSG) transmissions. This is a 16 value four cylinder diesel unit that generates 140PS of power at 4200rpm with an equally impressive 320Nm of torque from 1750rpm to 2500rpm. This is more than both the Renault Fluence and the Toyota Altis and the Jetta finally gets new found agility. We drove both the manual and DSG versions and were mighty impressed with the performance. For starters , in the 6-speed manual version , the low end punch is terrific. The Jetta can easily ponder around in slow moving traffic without bothering the driver and picks up speeds from as low as 1500rpm without a protest. Give it some open space , let it stretch its legs and you are rewarded to multiple ear to ear grinning moment. The DSG transmission is in a league of its and responds to driver’s inputs perfectly. Be it downshifts or up ones , this DSG ‘box is the best in this segment.
On the way back to the airport we were running late and the Jetta turned out to be a fantastic mile muncher. The four lane and well laid NH76 saw the fully loaded Jetta with four people on board along with luggage cruise happily at over 140km/h and hit 160km/h plus without a jiffy. All this performance doesn’t come at the cost of economy as the manual Jetta proudly wears an ARAI certified fuel economy of 19.33kmpl while the DSG option has an ARAI certified figure of 16.96kmpl. The 6-speed gearbox is easy to use and has positive and direct shifts.
Suspension
The earlier Jetta was known for its near perfect combination of ride and handling and this one is no different. We drove over all kinds of driving terrains including broken patches , paved sections of the GQ as well as City roads and the Jetta turned out to be a very commendable and comfortable companion. Even with the full load , the suspension never bottomed out. Infact , at occasions , we had to negotiated treacherous sections , thanks to monsoons , but never did the Jetta touch its underbelly even once! The ability of the suspension to absorb bad stretches without transferring it to the passengers is remarkable.
Our test route also had a fair bit of mountain roads and i drove the car both with a full load as well as alone and it seemed to have a near perfect feedback from the steering. The Jetta , unlike some of the rivals , pesters you to drive fast around a set of mountain roads and responds back positively. Dynamically , it’s a very stable car and the potent brakes along with electronic gadgetry like ESP makes you feel confident at the back of your mind!
The steering effort is another noteworthy point here. It is light , a boon for city usage , while at the same time doesn’t become vague at highway speeds. The Jetta is one of the those D segment cars that are pretty ease to drive in congested city traffic as well.
Final Verdict
Of the current lot of diesel sedans in the D segment , the new Jetta has the highest entry level price tag. At Rs 14.12 lakh (ex-showroom) for the Trendline version , the Jetta might seem expensive. However look deeper into the details and you appreciate the finer points. Apart from the punchy , refined and efficient 140PS engine , you get six airbags , ESP , hill hold control , rear AC vents etc. The car looks fabulous and rewards its driver with a good drive and passengers with a comfortable one! The top of the line version with all the bells and whistles retails for Rs 17.86 lakh. Further , we believe that this Jetta is what the earlier one should have been. The Highline DSG might be Rs 1.3 lakh more than its own cousin , the Skoda Laura L&K AT but drive both vehicles back to back , consider the brand value and suddenly the new Jetta seems like a tempting package. Sometimes , good packages in life do come at a slight premium and this premium is completely worth every penny!
Content courtesy:
Introduction:
The Vista brand in the Indica range was launched in the year 2008 as a classier and upmarket option for the growing hatchback market in India. With changes to the exterior design as well as the interiors and new engine options , the Vista did enjoy success for a while among half a dozen other rivals. However , over time , with better and more modern options available in market , namely , the Ford Figo , Nissan Micra and Maruti’s new Swift among others , it was time Tata gave the Vista a much needed upgraded. For starters , it does away with the ‘Indica’ brand name and is purely being promoted as the ‘Vista’ standalone brand now. Tata is backing up the product with strong online campaigns and a brilliantly made website and is obviously trying to promote the new Vista among the younger generation. Pricing , as usual has been the case with other Tata products , is also Vista’s strong point. So , is this car worth a very serious look now? Bunny Punia spends two days with Tata’s latest in and around Pune and surely seems impressed!
Exteriors:
Dimension wise , the Vista stands tall and proud among its chief rivals. At 1550 mm high , it is higher than the likes of the Swift , i20 , Figo and Polo. On the width front , it fares better than the Figo and Polo. Lastly , with a wheelbase of 2470mm , the Vista scores over the Swift and Polo in this regard. However , what really makes the new Vista stand out is the complete front design change. It now looks similar to its elder sibling , the Manza. New triple barrel headlamps , new grille and fog lamps now lend a classier and modern touch to the appearance up front. Apart from this , there are a lot of chrome inserts all around depending on the trim level you choose. At the rear , the tail lamps get a black mask effect and there is a horizontally running pearl black finish strip under the windshield. The Tata logo too is different and now the Vista range will only be denoted by new version names like LS , LX , VX and ZX for the diesel and GLS , GLX , GVX and GZX for the petrol engine options.
The top end , ZX and GVX models , gets new 15-inch smoked black alloy wheels. The new Vista is now available in a couple of new color options and the One you see on this page , porcelain white , looks sporty and refreshing. The overall paint quality and levels seems to have gone up as well.
Interiors:
The changes to the new Vista are not limited to the exteriors. Step in and you immediately notice the new color treatment which now is a mix of black with Sahara Beige. The usage of black color on the upper parts of the fascia and door pads has been done to prevent soiling in conditions like rainy season. The lower part of the fascia and door pads is finished in a lighter beige color which lends an airy feel to the cabin. Infact , this two tone color treatment makes the interiors look up-market. On the features list , the new Vista now gets steering mounted controls for the audio system and answering / rejecting phone calls across the range except for the base one. You also get electrically operated outside rear view mirrors on the top two trim levels. The top three trim levels also get an integrated audio system with Bluetooth connectivity for upto five phones at a time! Safety has been given importance with the top two versions getting ABS as standard. Air-bags come only in the top end model.
To summarize , the new Vista does come loaded to the brim with features and goodies , however that said , we did realize the omission of simple things like one-touch operation for driver’s window or door-open warning indication in the speedometer console. Space has always been the Vista’s forte and this positive aspect remains! Visibility is good and you really can’t complain much when it comes to hauling around five adults with ease.
Engine:
The Vista continues to come with four different engine options and mechanically , these remain un-touched. On the petrol front , you get to choose from either the 65PS Safire motor or the more powerful 90PS Safire engine. The smaller one has decent amount of torque and until unless you want to drive quick , this engine won’t really disappoint you. The problem comes in the fuel economy – with an ARAI rated figure of just 16.7kmpl , the Safire 65 is one of the most inefficient petrol hatchbacks around. The more powerful 90PS option however is in a world of its own. It generates 38% more power and 21% more torque than its smaller sibling and least to say , rewards the driver with a very good drive. It is peppy and can prove to be a fun to drive vehicle for the enthusiast. Like its younger petrol sibling , this engine too performs poor on the fuel economy front with an ARAI rated figure of just 13.7kmpl.
The 90PS Safire petrol engine
Most Vistas though will be sold in the diesel avatars. The TDI motor is still on sale , though only for BS-III markets. It generates decent power and torque and due to its cheap construction , makes the Vista TDI a very good value for money buy. However , we feel , the one to opt for it’s the top of the line Fiat derived Quadrajet engine generates more power and torque inspite of having a smaller displacement. It also has a very impressive ARAI claimed figure of 22.3kpl – this is remarkable considering that the Vista is a big and a heavy hatchback.
The 75PS Quadrajet diesel engine
The Quadrajet engine scores very high as far as low end engine speed response is concerned. This means that in City traffic , you don’t really have to work on the gears or the gas pedal to keep moving. Out on the highways , it also feels relaxed at triple digit cruising speeds. All the four engine options are mated to a 5-speed manual gearbox which has pretty good shift action. It is on the harder side but we didn’t face any issues whatsoever during the two days we had the car with us for. The clutch has been made lighter and is a huge improvement for typical city traffic jams!
Suspension – Ride and handling
The Vista or the even the Indica range for that matter has always been known for its comfortable suspension set-up. The new Vista is no different and goes about absorbing typical bumps and undulations on the road with ease. It isolates the passengers from the happenings outside and you can literally put the Vista into bad sections without having to worry. On the highways , stability is good as well and changing lanes at triple digit speeds doesn’t make the driver nervous. Tata has worked on the steering and made it lighter which makes city community a joy. Driving the Vista at slow speeds doesn’t call for much effort.
On the handing front , it’s true that you really can’t play with the Vista like the way you can with some of the other hatchbacks out there. There is a certain degree of body roll and taking curves or corner at high speeds has the tyres squealing and car unstable. However , seldom will a typical owner ever subject the car to such antics and in typical day to day driving , the Vista does the job perfectly well.
Verdict
The new Vista range goes on sale at Rs 3.88 lakh for the petrol version and Rs 4.30 lakh for the diesel ones , both ex-showroom , Delhi. Simply put , this is shattering value for money and makes the Vista a lot cheaper than many options out there in the market. Even the advanced Quadrajet range starts from Rs 4.80 lakh , going all the way to Rs 6.07 lakh for the top end model that comes with alloy wheels , ABS , Air-bags in addition to rear wiper , keyless entry , steering controls etc.
We feel the VX version will be the best seller and at Rs 5.47 lakh , makes the best sense. For example , it is as expensive as the Beat LT (option) diesel model but has seat height adjustment for driver’s seat , lumbar support adjustment for driver’s seat , steering controls , twin power outlets etc. – these are missing on the Chevrolet option. Similarly , the Vista VX Quadrajet is only seven thousand more than the Ritz VDi ABS but offers more space and features like tilt adjust for steering , driver’s seat height adjust , keyless entry , audio system with Bluetooth connectivity , steering controls etc.
The Vista might still fall on a few areas like overall cabin quality or NVH levels but as a complete package for someone looking for a spacious , comfortable , feature laden and good looking hatchback , Tata it seems has finally played the right cards with this new improved Vista. It’s time for most of the rivals to take notice and come up with something new and different. ‘nuff said!
Content courtesy:
Hatch Wrangle
Toyota have come out with a hatchback version of their sedan , the Etios. In this highly competitive segment of the Indian market , does the Etios Liva possess what it takes to emerge victorious? We pit it against four competitors to find out if it does
It is a well-known fact that the Indian automobile customer has typical traits , which centre round fuel-efficiency , cost , styling , features and , of course , the brand name. Very little importance is accorded to the engineering aspect of the car , its drive quality , handling and functional design.
Why are we talking about all this in the context of our five-hatch shootout? Precisely because that is the theme for this comparison wherein we have tried to keep the more important aspects above the pseudo factors that affect the decision of a customer.
The Indian market has shown exceptional growth in the mid-size hatchback segment in recent times. While the Nissan Micra and Ford Figo have entered the fray of late , the Hyundai i10 and Chevrolet Beat have been around for some time. The latest entrant in this segment is the Toyota Etios Liva and , as we said last month after a first drive of the car , this One is sure to rock the small car market. However , how good it is and in what way was something we wanted to find out. Hence this comparison among the tried and tested cars of yesterday and the new fighter of today.
As mentioned earlier , we decided to conduct this test keeping in view the various considerations that need to be kept in view before buying a new car. The cars in this competition – the Ford Figo , Nissan Micra , Hyundai i10 and Chevrolet Beat , apart , of course , from the Etios Liva – were chosen from the price bracket of Rs 5 to Rs 5.5 lakh (OTR , Pune) and all are powered by 1.2-litre petrol engines.
With these basic criteria in place , let us now proceed to plumb the depths of these cars.
The Powertrain
Though 1.2-litre engines have powered all the five cars under consideration here , each one has its own pluses and minuses. The i10 has been around for a long time and has proved its mettle. Its refined and smooth engine produces 80 PS of peak power and a class-leading 112 Nm of maximum torque. With such high power and torque figures , there is no doubt that the i10 is one of the quickest cars , capable of 0-100 km/h in just 14.02 seconds. The gear throw is a little notchy in the i10 , but the shifts are super smooth , probably the smoothest of the lot.
The Beat has an engine that also makes 80 PS of peak power and a slightly lower 108 Nm of peak torque as compared to the i10. Again , owing to these figures , there is doubt that even this one accelerates from naught to 100 km/h in 14.2 seconds.
Coming to the younger cars , the Micra and Figo have 76 PS and 71 PS of peak power and 104 Nm and 102 Nm of max torque , respectively. Although the Micra doesn’t have a high output engine , its body weighs just 860 kg and that makes this Nissan the quickest car from 0-100 km/h at 13.51 seconds. The Figo , on the other hand , has the lowest output and weighs the maximum at 1 , 090 kg , making it the slowest of the lot (0-100 km/h in 17.09 seconds).
While this is the story of all the other contenders , the Etios Liva , the latest entrant , makes sure that it fits in among them all and doesn’t give us a cause for complaint. Its 1 , 197-cc engine makes 80 PS of peak power , which is at par with the best in the segment , but loses on the maximum torque (104 Nm). Its 0-100 km/h acceleration time of 14.94 seconds also tells us that it is not up there with the Micra , but doesn’t disappoint like the Figo either. The five-speed transmission offers smooth throws. However , there was only one complaint during the performance test. The shifter needed extra careful guiding into the third gear slot or else it would hit the gate between the third and fifth gears.
Driving Around The City
These hatchbacks are meant primarily for the City and that is where they spend most of their time , trying to find small gaps in dense traffic. For this , the most important characteristic is responsive steering for easy manoeuvring and a peppy engine with strong bottom and mid range. So far as steering is concerned , the Chevy Beat has the most direct and precise steering. The feedback from it is excellent , which , along with its small size , makes it an excellent tool for urban chaos.
The Liva’s engine has a phenomenal bottom end , which aids city driving. The torque in the lower revs is so good that you can actually drive around in heavy traffic in the fourth or fifth gear unlike any of other cars under consideration here.
The Micra has a light steering and a peppy engine that make for easy driving around the city. The same is the case with the i10. The Figo , however , has a heavy feel to its steering wheel. Though the feedback from the wheel is good , you need to make a little extra effort to turn it than the others. In case you have to drive a lot in city traffic every day , then this can become irritating after a point. The engine too is not the strongest of the bunch and lacks the punch in the bottom revs.
Handling And Highways
Though you are not going to drive around in these cars at breakneck speeds round corners in ghats or do 150 km/h on highways , there is no doubt you’ll take them for long drives once in a while. Maybe a little push in the twisties and on open highway stretches will bring out the true potential of these cars. We did just that and there was a wide range of results.
The best of the lot turned out to be the Liva with enough juice to tackle uphill climbs. Its well-sorted chassis and suspension , besides its good steering response , aid the handling of the car well.
With its precise steering was good to point the Beat round corners and shoot where one wanted to go. However , lack of bottom and mid range and its tall body , which entails considerable body-roll , made it a less easy car to drive.
The Figo sits low and has a slightly stiffer suspension that makes it a good handling car. The i10 and Micra come last when it comes to handling. The Hyundai failed to impress us owing to its heavy understeer round corners while the lightweight Micra , with its soft suspension set-up , gave a lot of body-roll. On open highway stretches at speed the Micra suffers due to its low weight and feels unstable.
Safety
Safety features are being taken seriously now and it was high time they were. Manufacturers have now started equipping the small hatchbacks with ABS and air-bags. If not as standard , these features come as options. On that front , the Figo , Beat and Liva come loaded with ABS and air-bags as standard in the variants that we considered. The Micra offers air-bags , but the i10 lacks either of these safety features.
With most of the important aspects discussed , let us consider the factors that are a little less important so far as engineering is concerned , but matter a lot to the Indian buyer. Of course , these include running cost and styling of the vehicles. Apart from that we’ll also consider the feel-good factor of each car here.
Efficiency
The fuel efficiency of a car is probably the first thing an Indian customer looks for. While we may well shrug off this aspect , we cannot forget that if a certain engine consumes less fuel , it also implies that the engine works in a more efficient manner with minimum losses. This indirectly indicates that the engineering of 'the heart' is spot on. On this count , the Liva scores the best at 17.75 km per litre (overall) and is followed by the i10 (15.12 kpl) , the Micra (15.1 kpl) , the Beat (13.63 kpl) and the Figo (13 kpl).
Space
Even a cursory look at all these cars together and there is no doubt that the Figo is the most spacious of them all. The car looks big. Its boot space of 284 litres and excellent legroom at the back testify to that. The Liva and Micra follow closely with a boot space of 251 litres in each and adequate legroom at the back. The Micra , being a taller car , has greater headroom too. The i10 is a little tight for the rear seat passengers , but offers a decent 225 litres of boot. The Beat looks small and is one too. With just 170 litres of boot space , this Chevy fails to impress us with its compact cabin.
Interior
Inside the cabin , the Beat has the most futuristic looks. However , this is subjective – some might love them while some others might loathe them. The i10 offers a subtle interior that won’t give rise to complaints , but , at the same time , won’t make anyone drool either. The Figo’s plastics and other material used in the cabin are of a good quality and offer a decent look in the cabin. The Micra boasts of too many curves , which may impress the fair sex more than others.
Finally , the Liva is a little disappointing on this front. Cheap plastics , average fit-and-finish and a poorly backlit instrument console , which is centrally placed on the dashboard , give the Liva a rather unprepossessing cabin.
The Verdict
Each of these five cars was driven around in varying traffic conditions , through zigzags and on highways. So far as the drive quality , handling and driveability of the engine were concerned , there was hardly anything that could match the Liva. It also offers class-leading efficiency. The variant under consideration is the costliest of the bunch , but the essentials of a good car are delivered , albeit with some compromise on the quality of plastic. The Micra and Figo vie for the second place , the Micra with its peppiness and the Figo with its good handling and a small price advantage too.
There isn’t anything wrong with the i10 and Beat , but they don’t make you go into raptures either. They are like those who do the job entrusted to them without bothering about anything else. Anyway , though they have ruled the market for some time now , the Etios Liva is all set to unsettle their hegemony. Competitors , better beware!
Content courtesy:
The original Jazz introduced in India in the year 2009 was an attempt by Honda to provide a premium , high quality and feature loaded big hatchback for the masses. It had everything going in its favor –looked great , had enough space to shame quite few sedans and came equipped with features that every customer would every desire or require. However , the only sore point in the complete package was its pricing. At over Rs 7 lakh , the Jazz didn’t seem to make sense for Indians. In our country , no matter how huge a hatchback is , consumers are still not mature enough to shell out sedan rivaling money for it.
Over the years , the Jazz’s sales never picked up. And hence , to finally take on the rivals like the Hyundai i20 and Maruti Swift , Honda did the unexpected. Sure , we all knew the upgraded Jazz would be hitting the showrooms soon with a slashed sticker price but no One would have imagined the kind of reduction Honda did to the Jazz’s pricing! The Jazz range now starts at Rs 5.5 lakh for the base or the ‘S’ version and yet comes with goodies like ABS , twin air-bags and steering wheel controls for the audio system. The ‘Select’ and ‘X’ variants are priced at Rs 5.75 and Rs 6.06 lakh (ex-showroom prices). So is the Honda Jazz the best value for money premium petrol hatchback? Read on to know more…
Interiors:
The Honda Jazz’s wheelbase , at 2500 mm , is longer than cars like the new Maruti Swift , Nissan Micra , Tata Indica Vista , Volkswagen Polo and Toyota Etios Liva. This means that there is more room on the inside for passengers. Infact , Honda has taken the “Man Maximum Machine Minimum” concept to a new level with this hatchback. Step inside and you are greeted by vast amounts of space , enough to shame quite a few sedans out there in the market. The quality of interiors (plastics and panels) is something that Honda is known for the Jazz scores top marks here.
Touch and feel any part of the console or the fascia and you are bound to be impressed. The design of the cabin is modern and has great touches like cubby holes for keeping knick knacks , integration of the audio system et al. Ergonomics are top notch and the view of the road ahead great. The climate control is manually operated unlike say the top end Nissan Micra or Hyundai i20 but nevertheless , its rotary dials are fuss-free and easy to operate. The front two passengers get clever glass holders in front of the air-con vents to keep drinks chilled and the twin glove boxes add to the practicality front.
The new Jazz gets new Amber coloured stereoscopic dials that look terrific at night , new beige black theme for the seats (on Jazz and Jazz Select) and reclining rear seats. The top end X version gets electrically retractable outside rear view mirrors and the audio system now comes with USB as standard. Another feature in the Jazz’s cap is the class leading boot space of 384 litres. To put things into prespective , Honda’s own City has just 5% more boot space! Jazz’s magic seats are another plus point and flip / fold in various configurations to suit different needs and applications.
Exteriors:
At 3900mm in length , 1695mm in width and 1535mm in height , the Jazz was always a large hatchback in the segment. Infact , its road presence is good and a few colors like the “Rallye Red” shown here really make it stands out among the usual crowd of premium hatchbacks. The front has a typical cab forward stance with a dynamic forward leaning design with a small bonnet area. This lends the Jazz a very sporty look when see from the front three quarters as well as from the side and this in turn helps liberate space inside.
The bonnet as well as the side profile of the car has crisp design lines across their individual lines which add character to the car. The A-pillar has a sleek angle which carries onto the middle of the roof , followed by a slight depression in the angle of the rear end of the car. Glass area on the Jazz is huge which gives the interiors an airy feel. The 175/65 wheels on 15-inch rims or alloys (as per the version) fill the wheel arches pretty well.
The upgraded version of the Jazz has a few changes on the outside. These include new front grille , newly designed bumpers , new headlights with silver and black matt finish and new chrome garnish (in the Select variant). These changes go a long way in making this hatchback look even more premium and stylish. Infact , we are sure consumers who will buy the base variant will adorn it with after-market low profile alloy wheels. Among all the high end hatchbacks in India , the Jazz surely looks one of the best. The Select and X versions come with newly designed alloy wheels as well.
Engine:
The Jazz continues to be powered by the same 1.2-litre i-VTEC engine that was specially designed for the Indian market. Although Honda could have used the fabulous 1.5-litre unit from the City , but that would have resulted in Jazz not enjoying the tax benefits that come associated with a hatchback under 4m and an engine not bigger than 1.2-litres. Honda hasn’t done any changes to the power-plant and this indeed is a good step.
At 90PS , it puts out the maximum power among all the similar sized engines in the segment although the torque rating , at 110Nm , is short of the likes of the Hyundai i20 and Maruti Swift and further , it comes at a higher engine speed of 4800rpm. Nevertheless , the Jazz feels great to drive in city and only on the highways above speeds of 120km/h or so does the engine starts feeling a little breathless. That said , in everyday driving , the engine responds well and like any other typical Honda unit , is super smooth and silent and the drive by wire throttle responds well to the driver’s inputs. The ARAI fuel economy certification is on the lower side at 16.7kmpl though the on-board driver information display for fuel economy will certainly help owners get the maximum out of this engine. The motor is mated to a 5-speed gearbox with a positive shift action.
Suspension:
One of the biggest traits of the Jazz is the way it feels to drive. Not only is it very spacious on the inside , giving its passengers a feel of a big car , but the way it drives in a composed and settled manner also lends the same expression. It has saloon like comfort and handles pretty well for its size. It may not be as fun as say the Polo but has a balanced compromise between comfort and handling. There is a hint of body roll but it’s well controlled and the Michelines (we think it’s the only hatchback in the segment to come with such premium tyres) work very well in making the car stick to the road.
The steering is light and good for slow speed usage. We have seen a fair amount of fair sex behind the wheel of Jazz on the road and this simply goes to show how easy the car is to manage in typical city conditions.
Hit the highways at triple digit speeds and the Jazz feels safe and secure. High speed lane changing doesn’t make you nervous either. All the three variants come with ABS which further makes you feel comfortable at high speeds in tricky driving conditions like rain.
VERDICT
The new Honda Jazz starts at Rs 5.5 lakh (ex-showroom , Delhi) for the base or the S version , Rs 5.75 lakh for the Select version and finally Rs 6.06 lakh for the top end 'X' version. Even the entry level base model comes with features like ABS , Air-bags for driver and co-driver and steering wheel controls for the audio system. Honda has really done a very praise worthy work by slashing the Jazz's price by around Rs 1.75 lakh! Without a doubt , the new Jazz offers terrific value for money. It has everything that a typical consumer in this segment is looking for. Design wise , it wins our hearts. On the inside , space is class leading with the biggest boot around. Feature list is impressive and the petrol engine is smooth with good power though lacks fuel economy as compared to key rivals.
As a complete package for someone looking at a premium petrol hatchback packed with features , there is no denying the fact that the new Jazz is our pick of the lot. For example , the Jazz is Rs 20k more than the petrol Hyundai i20 Sportz yet has more features. Similarly , the Jazz is as much as the top end Maurti Swift ZXI but has better quality interiors , more space and ofcourse a better brand value!
The Honda Jazz finally will get the success it has always deserved. And we hear that the waiting period is already started running into months within a week of its launch - do we need to say more?
Content courtesy:
More than six years after Maruti launched the Swift in the Indian market , the company has launched its first proper upgrade – the all-new Swift. The current or the outgoing version was the leader in its segment and the new One betters the old one in all parameters. Priced from Rs 4.22 lakh to Rs 6.38 lakh and available in both petrol and diesel versions , is the all-new Swift worth the wait and the hype? Bunny Punia has the answer!
Looks and design: Suzuki it seems wanted to keep the same legacy and heritage of the original Swift and hence the design hasn’t been radically changed. First look and you will almost mistake it for the old one. However , spend a few seconds and you notice the changes. For starters , the new Swift is longer by 90mm , wider by 5mm and has a 40mm longer wheelbase too. The head lamps are bigger and stretch further back into the body. The top end versions get gorgeous 15-inch alloy wheels , the bumpers are new and the tail lamps too get a better treatment. On the whole , the new Swift certainly looks younger and modern and should be well accepted by new customers.
Interiors: The increase in wheelbase and width of the car means that one of Swift’s worst shortcomings of interior space has been addressed to an extent. There is more kneeroom for rear passengers and finally , the Swift can take in five passengers with ease. The design of the console and fascia is something that strikes you immediately – the steering design too is changed. Infact , there are far more changes on the inside than the outside! The Panasonic sourced audio system for instance looks smashing and so does the speedometer console. However , the overly black theme remains which might not be to everyone’s liking. This is one area where Maruti should have worked – lighter colors always impart an airy feel to the interiors. Other changes include the newly designed front seat , driver information display etc. To summarize , the interiors gain space and new age design though are overly black!
Engine , performance , economy: The new Maruti Swift comes with the same engines are before though with slight changes. The petrol engine is the same KB12 series unit that displaces 1197cc with 87PS of power and 114Nm of torque. The unit is refined and now gets variable valve timing. It also sports better fuel economy too with an ARAI rated figure of 18.6kmpl - same as the Chevrolet Beat petrol. The diesel unit is again the same Fiat derived unit though with slight changes. It develops 75PS of power and 190Nm of torque with ARAI rated economy of 22.9kmpl – something that is still not close to the likes of the Nissan Micra! Maruti surely have disappointed the enthusiasts by not offering the bigger 1.6-litre engine – something that both Skoda and Volkswagen offer in the Fabia and the Polo respectively! The Swift continues to come with a 5-speed manual transmission.
Suspension – ride and handling: The new Swift makes use of higher strength steel which in-turn results in a body with higher torsional rigidity. This benefits the ride and handling characteristics of the car and should make the Swift less prone to rattles over a period of time. The rally based suspension lends a sporty touch to the new Swift and trust us , the car is a hoot to drive fast but still doesn’t provide the stable feel of say the Volkswagen Polo. The Swift always had a comfortable suspension set-up and this one isn’t different at all! The top end versions (ZXi and ZDi) come with 185/65 tyres mounted on 15-inch alloy wheels.
Verdict – The all-new Swift goes on sale at a starting pricing of Rs 4.22 lakh (LXi variant) , going all the way upto Rs 6.38 lakh (top end ZDi). The break-up of the variants is
LXi – Rs 4.22 lakh
VXi – Rs 4.76 lakh
ZXi – Rs 5.53 lakh
LDi – Rs 5.17 lakh
VDi – Rs 5.61 lakh
ZDI – Rs 6.38 lakh
We feel the pricing is on the higher side here. The rivals are either cheaper or at the same level - for example the new Honda Jazz is priced at Rs 5.5 lakh for the base model that is as loaded as the Swift ZXI but has more space , is more practical and ofcourse has better quality as well.
On the diesel front , one needs to wait for three months (minimum) for the Swift diesel variants and suddenly the whole equation , doesn’t really look very tempting! However , fingers crossed , let’s see if the new Swift will indeed be a Swifter seller or not!
Content courtesy: