Ford Ecosport Hatchback First Look Review

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Ford Ecosport Overview

It wouldn’t be wrong to say the EcoSport charted new history for Ford in India. Back in 2013, the compact SUV segment was barely in existence and the EcoSport was quick to gain immense popularity. It wasn’t the first sub 4-metre SUV in the country but it kickstarted the craze for compact SUVs and made every other manufacturer sit up and take notice of the potential the segment held. Several car makers have attempted to dethrone the Ford EcoSport since, though it’s only in the recent past the Maruti Suzuki Vitara Brezza and now the Tata Nexon have truly managed to challenge it.

Of course, five years (the Ford EcoSport was launched in 2013) is a long time and the EcoSport was feeling dated. Which is why Ford is back with a thoroughly refreshed version. The good news is that changes aren’t limited to a redesigned face or spruced up interiors. The refreshed Ford EcoSport does boast all that but the bigger news is the all-new petrol engine under its hood. We spent the better part of a day driving it around Goa to see what the EcoSport feels like in its refreshed avatar.Check for Ford Ecosport price in Bangalore at Tryaldrive.

Ford Ecosport Design

There’s no major design update to speak off. But, the S does get some distinguishing features. For starters, it has been stripped off of all the chrome. The grille is finished in a sinister looking black-gunmetal grey combo, and the smoked headlamps (that now get HIDs!) just add to the aggression. Subtler changes such as the use of dark grey for the faux skidplate, the black roof and the black roof rails round things off. Finally, it gets a set of sweet looking 17-inch alloy wheels finished in, you guessed it, dark grey. This is low profile rubber we’re talking about (it’s down on about 20mm of sidewall compared to the 16-inchers) so please slow down if you spot a pothole. If you don’t, you’re looking at a possible bubble or tear in the sidewall. Notably, the tyre pressure monitoring system has been struck off of the Titanium+ feature list, and now been reserved for the S.

Ford Ecosport Cabin

Inside, it is equally sporty, with black dominating the interiors along with orange inserts on the doors and centre console; the seats get orange stitching and highlights. The instrument cluster now features chrome rings for the dials and also a new LCD MID screen, but the highlight of the interior is the all-important electric sunroof.

Infotainment-wise, you get the same 8-inch touchscreen system with Apple CarPlay, Android Auto and Ford’s SYNC3 command system, but exclusive to the S is a tyre pressure monitoring system (this, like a few other features, was earlier available on the Titanium+ until it got a mild de-spec). Other aesthetic additions include alloy pedals which further add to the sporty visuals. The rest of the interior, though, remains the same as on the Titanium+ spec; in other words, it carries forward the part-leather seats, cruise control, ambient lighting and safety equipment such as six airbags, brake assist, stability control and hill hold assist as well.

Ford Ecosport Performance

Headlining the refreshed EcoSport is Ford’s new, 1.5-litre, three-cylinder, naturally aspirated petrol engine. It replaces the older 1.5-litre petrol engine and offers 123PS and 150Nm and comes mated to either a 5-speed manual or a 6-speed automatic gearbox. We drove the latter, which is a torque converter unit. Its refinement is the new engine’s biggest highlight and Ford tells us a lot of hard work has gone into eliminating the typical gruffness associated with three-cylinder engines.

Being naturally aspirated the engine is quick to respond to throttle inputs. The gearbox isn’t as quick as a twin clutch unit but feels adept at handling transmission duties. It makes light of city driving and gear changes are effected in a smooth, seamless manner. The EcoSport also gets paddle shifters, a segment first. The paddles work well though there is a slight delay before the gearbox shifts a gear when using the paddles. Claimed efficiency for the new petrol engine stands at 17kmpl.

We also drove the diesel version briefly which is has not received any changes. The engine is the same 1.5-litre, four-cylinder unit as before offering 100PS and comes mated to a five-speed manual gearbox only. It feels as refined and the gearbox offers precise shifts, though the clutch still feels slightly heavy.

Ford Ecosport Driving

We expected Ford to fiddle with the steering setup, or mess about with the suspension setting. They haven’t. This comes as a bit of a surprise to us, considering what they served up by making minor tweaks to the Figo and the Aspire.Ford’s reasoning for not tinkering with the springs though, seems totally justified. The EcoSport is already stiffly sprung, that just about cuts it for everyday drives. Stiffening it further would’ve made the ride borderline uncomfortable in their books.As far as the steering is concerned, Ford says it didn’t feel like it needed a quicker rack. We’d agree. While our drive along Chennai’s ECR barely gave us anything we could call a corner, the steering feels familiar. It’s got the right amount of weight whether you’re crawling or cruising. On the long swooping corners, we never had to correct our line.To know more details on Ford Ecosport  check Emikolo

Ford Ecosport Safety

Ford EcoSport has excellent front and rear suspensions to ensure that its passengers enjoy a comfortable ride. The high Ford EcoSport ground clearance also plays a vital role in this aspect. The lower end models have tyre size of 195/65R15 whereas its top models come with 17-inch alloy wheels. Ventilated disc brakes for the front wheel and drum brakes for the rear are good enough to bring the vehicle to an immediate halt. It comes with ABS and EBD so that the car does not skip or topple over when you apply sudden brakes in an emergency. All variants except for four Titanium models come with two airbags for driver and front seat passenger. The Titanium Plus models have six airbags to protect all passengers. Additional standard safety features include warnings for ‘door ajar,’ engine immobiliser, child safety locks, and a central locking system.

Ford Ecosport Price in Bangalore

Ford EcoSport On Road Price is 9,45,544/- and Ex-showroom Price is 7,82,300/- in Bangalore. Ford EcoSport comes in 8 colours, namely Mars Red,Moondust Silver,Golden Bronze,Smoke Grey,Chill Metallic,Kinetic Blue,Panther Black,Diamond White. Ford EcoSport comes with FWD with 1499 CC Displacement and 4 Cylinders with Maximum Power 110 bhp@6300 rpm and Peak Torque 140 Nm@4400 rpm DRIVE TRAIN FWD and reaches 100 KMPH at N/A . Ford EcoSport comes with Manual Transmission with FWD .

Ford Ecosport Bottomline

The Ford EcoSport was feeling dated as a package, especially in the company of newer competitors like the Maruti Vitara Brezza and Tata Nexon. Its styling was getting long in the tooth and the feature list wasn’t up to date either. The refreshed version takes care of all that and feels a lot more competent and modern. The new 1.5-litre petrol engine feels nice, and the automatic gearbox should make driving in city traffic more convenient. The suspension setup offers a better balance now, making the EcoSport even more likeable as an urban SUV.

Its facelift is a much needed shot in the arm for the EcoSport, and Ford is clearly aiming at winning back its crown in the compact SUV segment. The 2018 EcoSport will get launched in the coming weeks and when launched, we expect it to be priced in the same region as its current version to put up a serious fight to its competitors.

Tata Nexon Facelift Review & First Drive

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Tata Nexon Overview

The Tata Nexon has been a runaway hit for the Indian carmaker, and now comes the much anticipated and awaited Tata Nexon AMT or Hyprdrive. Call it a crucial piece in the turnaround strategy at the brand and you won’t be wrong. What began with the Tiago in good measure in 2016, was partially carried on by the Hexa and Tigor, has been thrust in the right direction by the Tata Nexon. The subcompact SUV has sold over 25,000 units in its first 6 month since launch. And so it’s only natural Tata wants to expand on that. So as was always expected, the Nexon now goes automatic with an AMT or automated manual transmission. Or as Tata likes to call it – Hyprdrive! So let’s dive right into it. The Nexon gets a 6-speed AMT gearbox. And like its manual counterpart the AMT also has the three driving modes, namely Sport, City and Eco – which you can switch on the fly using a rotary dial placed between the front seats.Check for Tata Nexon price in Bangalore at Tryaldrive.

Tata Nexon Design

Smashing! The Tata Nexon is one car that has stayed true to its concept roots. Everything including the stance and overall design language can be related to the concept. In fact, a few people in and around Kochi asked us if this is a prototype car that we’re driving around. The Impact Design, as Tata likes to call it, has been working quite well with all of its recent launches like the Tiago, Tigor and Hexa. The black honeycomb grille is a nice element with a chrome outline to it, flanked by the tear drop projector headlamps. These lights have a LED strip that doubles up as a DRL. Unlike the Brezza’s units, these cannot be switched off. The air intake too is large and above it, pushed to the sides are eyebrow-shaped enclosures that house the fog lamps. The lower part of this nacelle is a white ceramic sash which does its job quite well in bringing your attention to the car.

Moving on to the side, the coupe-like roofline looks really cool. The ceramic sash used for the fog lamps too has been used here for the rising belt line. The wheel arches aren’t unusually flared but house 16-inch wheels as standard. Tata Motors’ designers have used a bluish grey colour for the Elite i20-like floating roof. At the rear, the pinched lines create a harmonious effect to portray what will be one of the most attractive derrieres on any Indian car. The lower part of the bumper has a black diffuser, which is also shared with the Tiago and its derivatives.

If only looks could sell, the Nexon will be a top seller. However, the Nexon doesn’t look like a true-blue SUV and instead feels like a hatchback on stilts. Remember the Vista D90 Xtreme concept?

Tata Nexon Cabin

We are used to seeing interiors that are a big step up from Tata, especially on cars like the Tiago and the Hexa, and here on the Nexon, the carmaker has taken yet another little step up. The steering wheel and the instrument panel may have been carried over from the Tiago and Tigor, but the new central console with its gloss black and metallic finish and the layered dash create quite an impact. The dash is well finished, there are plenty of tastefully highlighted chrome bits, and the vents, glovebox release button and starter button are well integrated too. Material quality on the whole is good and the dash design is attractive, but the panel gaps are nowhere near as tight-fitting or consistent as those on some top German and Japanese cars. And there are some other odd bits, like the blank area between the air-con knobs, where you’d expect to see a temperature or blower speed display. The air-con settings, among other items, are displayed on the ‘floating’ screen at the top of the centre console. Tata says the screen’s high position minimises ‘eyes off the road time’ and it does display the essentials in clear sight.

The 6.5-inch screen is a touch-unit and is superior to the one on the Tigor and Hexa in size and response, but it’s not the largest or most responsive by class standards. However, if you can get used to that little bit of lag in touch inputs, you will like the screen and user interface. The infotainment system does without onboard sat-nav but there’s Android Auto for navigation requirements. Apple CarPlay will be added soon, though Apple maps does not work in India. We missed having an integrated navigation system with on-board maps as in areas where there is no 3G or any network, Google maps tends to fumble. We should have downloaded the maps of our test drive route, which is one solution. We must mention 8 speaker Harman system which is simply outstanding and gives you a level of sound quality never seen (or heard) before in this class of car.

There are plenty of well-executed, clever touches in the Nexon’s cabin. The massive cooled glovebox has recesses for holding cans, the front door pads have a smart holder for small folding umbrellas with channels to drain out water, and even the elbow box comes with a magnetic lid. There is plenty to speak of about the centre space between the seats as well. The offset-to-the-left (strangely) hand brake lever frees some amount of usable space, and Tata has used this space to create a storage area that runs all the way back to the elbow box. The sliding shutter that conceals this space is a real premium touch; the likes of which you’d expect to see in a Jaguar! Wish the flip-up cup holders inside were easier to operate though. Of the other things, some of the buttons on the dashboard are a bit small, while the rotary drive mode selector, borrowed from the Hexa, is too large for its limited purpose. The reverse camera could do with a few more pixels too, though the dynamic guidelines are handy.

You sit at a nice height in the Nexon and the driver gets a good view out, but the thick A-pillar can be obtrusive at crossroads. The front seats are large and supportive for even tall drivers, but, unfortunately, the steering doesn’t adjust for reach. Thankfully, the footwell is wide and accommodating, and that’s not something you could say about the other models built on Tata’s X1 platform such as the Zest and Bolt. Tata had to altogether reposition the ducting for the climate control system to this end.

While getting into the rear section of the Nexon’s cabin, you’ll find yourself lowering your head to avoid contact with the lowish roof, and once inside, the relatively small windows also don’t give the same sense of space as you get in a Brezza. Make no mistake though – the Nexon is properly roomy with ample legroom and surprisingly good headroom too. You could squeeze in three adults in the back but the defined seat contours make it rather clear this is basically a four-seater. Thigh support is excellent, with a long seat squab and you even get an air-con vent in the back, along with your own blower control, which is a first in this class. However, in a bid to create more headroom, the back rest is a bit too reclined, but still not uncomfortably so.

As for luggage space, at 350 litres, the Nexon’s boot can hold quite a lot. The loading lip is a bit high but there is no shortage of space. The rear seats also split 60:40 and can be folded flat to free up as much as 690 litres of luggage space. Tata designers say that’s enough to hold a washing machine in its box; we wouldn’t disagree.To know more info on Tata Nexon visit Emikolo

Tata Nexon Performance

Tata is offering all-new petrol and diesel engines in the Nexon. Both can be upgraded to BS-VI norms as and when the mandate comes in. While the basic architecture of the 1.2-litre indirect injection turbo-petrol engine is the same as the Tiago’s 3-cylinder motor, Tata says that they have used all the know-how from the Zest’s turbopetrol unit and incorporated it here. So while the block remains the same, the engine is lighter than the Zest’s turbocharged unit and also makes 110PS of power and 170Nm of torque. These figures in the compact SUV segment are lower than that of only the EcoSport’s 125PS turbo-petrol engine.

The diesel, in the meanwhile, is a 1.5-litre unit that makes the same amount of power as the petrol but a significantly higher 260Nm of torque. Both the engines are mated to 6-speed manual transmissions, with AMTs to be slotted in at a later date. Tata also offers the aforementioned Drive modes in both the variants. The Drive modes can be accessed via the rotary knob and can be changed on the move. The good part about this dial is that whatever mode you’ve selected, there will be an audio note telling you the selection and the colour of the infotainment system too changes a la Mini Cooper style. The dial also remembers the last selection made and sticks to it even after the car has been switched off. The 110PS/260Nm 4-cylinder motor is good for cruising and is claimed to deliver a higher fuel efficiency than the BrezzaThe 110PS/260Nm 4-cylinder diesel motor is good for cruising and is claimed to deliver a higher fuel efficiency than the Brezza

We had a go at the turbopetrol engine first. At start-up, the engine has decent refinement; however, on the move, it is audible. There is some amount of turbolag and the motor isn’t that happy sitting at high revs. What it is happy doing is cruising. At around 1,600rpm, the engine is doing 100 clicks in top gear. Good for those efficiency numbers then. It is also tractable and even at a higher gear and low revs, the engine is happy. For example – 40kmph in fourth gear is possible and the engine doesn’t really protest. But if you want quick acceleration, you need to drop a couple of gears before making any progress. The hairpins up Idukki dam were taken in second gear; however, the moment brisk acceleration was called for uphill, I had to downshift. Rowing through the gears though is pretty much fun as the gearbox is slick. Vibrations are present though and manifest through the pedals and gear lever. However, they aren’t at an alarming level.

The new turbo-petrol engine isn’t the same one used in the Zest. It is lighter and also makes 20PS more. The torque rating is 170NmThe new 1.2-litre 3-cylinder turbo-petrol engine isn’t the same one used in the Zest. It is lighter and also makes 20PS more. The torque rating is 170Nm The diesel, in the meanwhile, sounds as refined as the Brezza’s unit. It, however, is the punchier of the two motors. The clutch is light and has a short travel while the gearshift too is smooth. Surprisingly, the diesel is a bit more eager to rev than the petrol. Tractability remains common for both with the exception that hurried progress doesn’t really require dropping a gear in the diesel. This will be the engine to watch out amongst the two. It has less turbolag and gets the job done in a better fashion.

This knob replaces the earlier button system that allowed one to select the Drive modes. it is easy to use and can be used on the move. Plus you get an audio reminder of the mode you’ve selectedThis knob replaces the earlier button system that allowed one to select the Drive modes. It is easy to use and can be used on the move. Plus you get an audio reminder of the mode you’ve selected, and the mode stays on till you manually change it. This stays good even after the car is switched off

The Drive modes do alter the engine mapping and throttle setting, but over the years Tata Motors has refined it. The Sport mode no longer feels snappy. Instead it is quite linear. Around 70 per cent of our first drive review was done in this mode. City is the apt one for err…in the city while Eco dulls out the throttle response and requires a bit more of patience when hurried progress is to be made.

Tata Nexon Driving

Where the Nexon scores top marks, however, is in the ride and handling department. Ride quality isn’t pillow-soft and you do feel some of the larger bumps, but the suspension rounds off sharp edges brilliantly. The little bit of stiffness in the suspension also means there is not much pitching or bobbing and body roll is well contained despite the Nexon’s height. There is a bit more up-down movement in the lighter petrol car, but on the whole ride quality is really impressive. The steering, borrowed from the Zest, is spot-on and one of the best electrically assisted units we’ve experienced in this class of car. It has a reassuring on-centre feel and weights up perfectly as you pile on the lock. All of this translates to brilliant overall stability, and with a best-in-class 209mm of ground clearance, and lots of wheel travel you really don’t need to slow down for potholes.

The stiff chassis, impressive brakes and generous grip from the fat 215/60 R16 tyres give a lot of confidence through corners. It doesn’t feel as keen to drive as an EcoSport and isn’t as surefooted either, but work up a rhythm, keep the engines in their sweet spot and you’ll be nicely rewarded.

Tata Nexon Safety

Tata Nexon comes packed with a plethora of safety features such as dual front airbags, Anti-lock Braking System (ABS), Electronic Brake-force Distribution (EBD), Immobilizer and Seatbelt with pretensioners and load limiters as standard. The high-end variants also boast of Park Assist with Camera, Front fog lamps with cornering assistance, rear fog lamps and speed dependent auto door locks features.

Tata Nexon Price in Bangalore

Tata Nexon On Road Price is 7,88,776/- and Ex-showroom Price is 6,50,036/- in Bangalore. Tata Nexon comes in 5 colours, namely Vermont Red,Moroccan Blue,Glasgow Grey,Calgary White,Seattle Silver. Tata Nexon comes with FWD with 1198 CC Displacement and 3 Cylinders with Maximum Power 108 bhp@5000 rpm and Peak Torque 170 Nm@1750-4000 rpm DRIVE TRAIN FWD and reaches 100 KMPH at N/A . Tata Nexon comes with Manual Transmission with FWD .

Tata Nexon Bottomline

The Tata Nexon is a very good effort from the manufacturer. It is sub-4m, has the good looks to boost its sales, space inside the cabin is good too and the engines also deliver decent performance. Knowing Tata’s pricing strategy, expect the Nexon petrol to start from Rs 6.5 lakh with the top-spec diesel will be priced just shy of Rs 10 lakh. At this point, it will undercut its biggest rival, the Maruti Suzuki Vitara Brezza, by a good Rs 50,000. Plus the Brezza still doesn’t come with a petrol engine.

Tata Motors will launch the Nexon in India this September. The company says that they have already started taking bookings and by the time the car actually goes on sale, most of the small issues we mentioned in this review will be ironed out. Back to our question then. Will the Nexon be the next one? It will be for Tata Motors but maybe the Brezza is safe at its position for now.

Honda Brio Hatchback First Look Review

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Honda Brio Overview

The Honda Brio has never seen a major update in its seven years of being in this world, until now. The Gaikindo Indonesia International Auto Show (GIIAS) 2018 has commenced today and the first big announcement from Honda is the 2019 Brio, which is the second generation model. It is based on the Honda Small RS Concept car that was shown at the Indonesia International Motor Show (IIMS) held in April, 2018.

The 2019 Honda Brio gets a major exterior update and the car looks overall bigger now. It has a meaner looking front with bigger headlamps that flow with the new grille. The front grille also has been redesigned to look much bolder and it gets sporty touches like the grey coloured slats. The rear too is equally new with updated taillights and a top mounted spoiler. The wheels also come with new styling to give the 2019 Brio an upmarket feel.

Engine specifications are not yet known but the 2019 Honda Brio will most likely continue to be powered by the same 1.2-litre petrol engine that is in the first-generation car. This motor produces 86.8 HP at 6000 RPM and 109 Nm at 4500 RPM. However, it will get a retuning to be suitable for the new gen Brio. Check for Honda Brio price in Bangalore at Tryaldrive.

The 2019 Honda Brio will also get new features. There are new seats for the front and rear passengers. A new infotainment system is on offer while the instrument cluster too gets a design update. The Honda Brio has clocked good sales for the company in Indonesia, India and other emerging markets and the 2019 version should help in continuing that trend.

Honda Brio Design

The design and styling of the 2019 Honda Brio will be very different. It will look much more premium now. The 2019 Honda Brio will be built on a new platform. The new platform will make car spacious. This platform will be more rigid and will offer better safety. The Brio will be quite different in styling and will also have slightly larger proportions. It will be sharp looking and will have a less rounded look. The car has a more athletic look and a less small car feel about it.

Though the front grille is similar to the Amaze, the treatment on the side is similar to the current Brio. Honda might want to retain some design cues of the Brio. The headlamps are sleeker and the bumpers are bolder. The fog lamps will be mounted on the bumper. The ORVMs will have integrated turn indicators on them. The side will have a prominent shoulder line. The rear portion will be of a different design as well. The all-glass hatch will make way for a conventional boot lid. The tail maps will also be new LED ones and will look much more premium than before. The alloy wheels will be of a new design, most likely of 15-inch. The lower variants will get new wheel covers. For more information on Honda Brio  visit Emikolo

Honda Brio Cabin

The one area which needed the most attention is the cabin. The original plain jane dashboard has now been replaced with a more sophisticated one. This new dash is the one we have seen in Amaze and BR-V. The quality is much better and lends a contemporary look to the car. The all-black theme and dull silver highlights along with faux carbon fibre garnish add to the sportiness. The black or beige layout seems to be functional and ergonomics are also bang-on. And this can be seen in the fact that everything from knobs, switches to the digital air-conditioning controls are within the realm of the passengers.

Other notable inclusion is the revised instrument cluster that features new MID display and blue illuminated rings. Then there is new 2-DIN music system with Bluetooth, USB and Aux-In connectivity that does contribute to the entertainment package. Other than these, the interiors of Brio remain intact with the same skinny and comfortable seats. The driver seat is height adjustable while the steering is tilt adjustable. The rear seats though offer short seat cushioning and low on under-thigh support, it gives decent legroom to the passengers. Other comfort features include steering mounted audio controls, all power windows and foldable rear seat back.

Honda Brio Performance

The same 1.2 litre, four cylinder, SOHC engine will power the 2019 Honda Brio. This engine produces 87bhp of power at 6000rpm and 109Nm to torque at 4500 rpm. The engine will be tweaked for better fuel efficiency and lower emissions. Honda may also think of introducing a hybrid or an electric model at a later stage. This engine will come mated to a five-speed manual transmission. There will also be an option of a CVT, like the existing model. The transmissions will be a carry over of the existing ones in the 2018 model.

There could be a new 1.2-litre diesel engine. Though we are not sure about it yet. This one should be derived from the new 1.6-litre i-DTEC that will be locally made. This should be a three-cylinder engine that will churn about 80bhp of power. Now, it is a bit too early to come to any conclusion. We believe if there is a diesel engine on the new Brio, it will be this engine itself. Else, there might not be a diesel engine. Also, the 1.1-litre could be there as we were the first to state that back in 2016.

The 2018 Honda Brio will continue with the same engine, which will return about 12km/l in the city and about 17km/l on the highway. This hatchback’s CVT version will get an efficiency of 10km/l in the city and 16km/l on the highway. These will be in real driving conditions and would depend upon one’s driving habits.

Honda Brio Riding

The Honda Brio is underpinned by a very potent platform in terms of dynamics. This is why currently Honda has four products based on the same platform including two 7-seaters. The Brio can handle triple digit speeds with good stability on the highways. The ride quality is flat most of the times and it doesn’t unsettle on bad roads. Since it is a light hatchback, the handling is brisk and the Honda Brio feels eager to take corners hard. The steering feels direct and very predictable while cornering. Braking performance is quite effective too having a strong pedal bite. There are no mechanical changes so you won’t feel any difference compared to the pre-facelift model.

Honda Brio Safety

Brio features disk brake at the front and drum at the rear. For fast runs, the brakes have adequate punch while the pedal bite is also strong. The car comes with ABS and EBD for additional braking safety. Further, the safety of the passenger is ensured by dual front airbags, engine immobilizer, and rear windshield defogger.

Honda Brio Price in Bangalore

Honda Brio On Road Price is 5,75,582/- and Ex-showroom Price is 4,81,097/- in Bangalore. Honda Brio comes in 5 colours, namely Ralley Red,Taffeta White,White Orchid Pearl,Alabaster Silver,Urban Titanium. Honda Brio comes with FWD with 1198 CC Displacement and 4 Cylinders with Maximum Power 87 bhp@6000 rpm and Peak Torque 109 Nm@4500 rpm DRIVE TRAIN FWD and reaches 100 KMPH at N/A . Honda Brio comes with Manual Transmission with FWD .

Honda Brio Bottomline

The Honda Brio has always been a fun to drive car which offers good interior space and performance. It lacked when it came to features while a very plain-jane dashboard robbed the cabin of appeal. However, with this update Honda has given the Brio a new lease of life and has improved the whole package drastically. The Amaze derived dashboard not only looks fresh but has additional features to go with it. Amongst the cosmetic changes, we love the all black upholstery in the top variant. Though the mechanicals remain unchanged, the Honda Brio has become a much improved and appealing hatchback.

Honda Brio is offered in three variant such as E, S and VX. Taking a quick glance at its pricing details, the base trim E is available at the price tag of Rs. 4.73 lakh, its mid-range trim as well as the best-selling model S is tagged at Rs. 5.23 lakh. The top range trim VX MT is available at Rs. 5.97 lakh while the VX AT variant is offered at the price tag of Rs. 6.82 lakh, ex-showroom, Delhi. Though the Brio has been improved on several fronts, the fact remains that with the presence of cars such as Maruti Swift, Hyundai Grand i10 and Ford Figo, the road ahead is definitely tough.

Skoda Rapid First Look Review

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Skoda Rapid Overview

The Skoda Rapid has been in our market for the past five years, but its success rate hasn’t been what the Czech manufacturer was hoping for. Buyers primarily preferred the ever dependable Honda City or the flamboyant Hyundai Verna or the value for money Maruti Suzuki Ciaz. The fact that it felt too similar to the Volkswagen Vento and people apprehension over Skoda’s aftersales service quality further put it out of preference.

Now though, Skoda has launched the updated Rapid and the changes aren’t just skin deep. You also get the upgraded 1.5-litre diesel unit which makes more power than before. To address its aftersales issue, Skoda is also offering a comprehensive 4-year maintenance plan with the car. So are these factors enough to get the buyers back in Skoda showroom? We drove the car in picturesque Mussoorie to find answers

Skoda Rapid Design

Adding some sharpness are the new quartz-cut projector headlights. Adding some more drama is the chrome eyelash blending in with the jewel-shadow LED daytime running lights. It might sound complex but it does look good. The bumper has been revised as well with redesigned fog lights and now incorporating a lip spoiler s well.

The side profile remains the same barring the inclusion of the new 15-inch ‘Matone’ alloy wheels and chrome moulding on the deck lid and door handles. At the rear you now get C-shaped smoked tail lights and an integrated spoiler.

Overall the Rapid looks much sharper and definitely in line to take on the fresh competition.

Skoda Rapid Cabin

Skoda have always had a common theme on the insides for all its cars and the Rapid is no different. While the basic dashboard layout is the same, it now gets doused in loads of Skoda overtones. A combination of beige and brown makes the already spacious interiors even more roomy. The front seats are extremely comfortable and offer good support all round. Adjustable for height and reach, finding a good driving position is very easy.

However it’s hard to ignore the carried over parts like the headlight switch, climate control and the aircon vents which could have received a different treatment. Another major miss are the steering mounted controls which Skoda for some reason seems to avoid.

Skoda Rapid Performance

A major change however, is the addition of the seven-speed automatic DSG transmission. This is the same one found on the Octavia and also the VW Vento. The Rapid is powered by a 103bhp four cylinder diesel unit and mated to the new DSG transmission. The Rapid Black Edition is a pleasure to drive car with the DSG transmission. No more shuffling through gears or having to press the heavy clutch, which is painful in city driving. Just shift the transmission to the “D” position and let the car do all the work. The shifts are seamless and there is not too much turbo-lag. The Rapid Black Edition is easy to drive and is comfortable too. Power wise the Skoda responds well to changes in the throttle position as well as deciding which gear to be in. One aspect that should be highlighted is that the seven-speed dual clutch DSG transmission provides a better fuel efficiency than then manual car. At 22.1km/l the Rapid Black Edition is extremely fuel efficient, all because of two extra cogs in the gears.

Skoda Rapid Driving

The suspension setup on the Rapid remains the same as previously, which is good considering the Rapid has always been comfortable on the move. Rapid’s ride settingsseem consistent with the engine characteristics as the petrol Rapid rides considerably softer than its diesel counterpart. For more information on Skoda Rapid visit Tec

Between the petrol and the diesel Rapid, the petrol is lighter than the diesel by about 70kg for the manual version and 40kg for the automatic. The weight gain and stiffer setup results in a better grip for the diesel Rapid which inspires confidence at higher speeds.

The diesel Rapid is also a bit more engaging for the same reasons although the electro-mechanic power steering doesn’t deliver much feedback.

The steering feels light and doesn’t weigh a great dealat higher speeds. That said, the steering never appeared vague at any speeds; it’s just light but precise. Considering that the Rapid rides a bit soft, body roll is well contained and the cabin doesn’t unsettle unless it is driven rash.

Skoda Rapid Safety

Talking about safety, Skoda India is offering ABS and dual front airbags as standard across all the trims of the new Rapid. You also get Hill Hold Control and Electronic Stability Control with the DSG transmission. Skoda has had a bad reputation in India when it comes to after sales but they’ve come a long way in making the process transparent and reliable. They are also offering 4 year service car programme as standard with the new Rapid that covers 4 years warranty, 4 years of roadside assistance and an optional 4 year service package.

Skoda Rapid Bottomline

When viewed as a whole, there is a strong case to be made for the facelifted Rapid – it looks fresher and drives very well. While those looking for a family car might find more value in rivals like the Honda City or the Maruti Ciaz, those who are likely to spend most of their time behind the wheel will enjoy the punchy, relatively-more-involving drive of the Rapid.

Land Rover Discovery Review & Test Drive

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Land Rover Discovery Overview

The Land Rover Discovery 2017, the much- awaited SUV, has finally hit the Indian shores. The new design of the Discovery is not as tough and rugged as the old Discovery, but feels really futuristic with that box look being given new curvy edges, sharp looks and a blocky back. The new LED headlamps give it the look of a Range Rover. This new 7- seater Land Rover Discovery gets a completely new aluminum monocoque frame, making it lighter and hence making it more efficient. The SUV still drives like a Discovery, not like a Range Rover or Range Rover sport in any way; it’s all smooth and easy to go with minimal engine noise getting inside the cabin.

Land Rover Discovery Look

Measuring nearly 5 meters in length and riding 1,846mm off the ground, the new Discovery is one of the largest vehicles money can buy. And now with all its Range Rover-like styling cues, it no longer looks utilitarian or old-school. As against the old car’s top-heavy stance and boxy lines, the 2017 model looks different but is still unmistakably a Discovery. After all, it retains some of the design features like the distinctive stepped roofline and a rather high waistline.

At the back you will find a new single-piece tailgate design, which has replaced the previous horizontally split configuration. The taillights, too, are now stacked horizontally and look particularly sporty. Lastly, the offset rear number plate is a clear nod to previous-gen Discos; however, we aren’t too fond of the layout simply because it looks rather odd without a tailgate mounted spare wheel – something that the original model came with. All in all, the new car seems like a design revolution for the Discovery family – the taut bodywork highlights the enhanced volume and the more contemporary look pretty nicely.

Land Rover Discovery Comfort

Like the exterior, the new Discovery’s cabin benefits from the general layout and design of the Range Rover and the Sport. You get the same well layered albeit slab-like dash with a huge centre console and a snazzy-looking steering wheel. And while all the controls feel hard-wearing and durable, the air vent plastics and climate control switches could be better finished.

The Discovery’s cabin is immensely practical with multiple usable storage spaces. Besides the usual array of glove boxes and door pockets, the Disco gets a large storage box behind the rotary gear selector. There’s even a fairly big cool box under the front armrest which is a really neat feature. Lastly, there’s the hugely configurable seating arrangement in the 7-seater variant as all three rows are electrically adjustable. They feature anti-pinch and stall detection tech – if the seat is folding and it detects something, it will stop and then unfold to avoid crushing the item. Alternatively, if the seat is folded flat with an item stored on top, the seatback will not raise.

We absolutely love the high and mighty driving position and the excellent all-round visibility. As for the seat comfort, the front seats are massive and offer immense side support and even under-thigh support – they are large enough to keep you comfortable during long hauls. Similarly, there is plenty of room at the back, with a rear bench that is broad and spacious enough to accommodate three adults easily. Although the rear bench is set a tad bit low, it is superbly contoured and the low seating translates to plenty of headroom. Sadly, this new model cannot match its predecessor when it comes to the third-row seating comfort – the pair of seats is smaller and to make matters worse, there’s noticeably less thigh support. Mind you, the Discovery still has one of the best third row seats but you end up feeling short-changed because the previous car’s third row was a whole lot more accommodating.

The user interface for the 10-inch infotainment screen appears basic in comparison to some of the rivals, however, there’s no denying the quality output from the 14-speaker premium audio system. As for the rest of the features, the Discovery is fully loaded and comes with adaptive LED headlights, adaptive cruise control, lane keep assist, 360-degree parking, a head-up display, 4-zone climate control, interior mood lighting and a tonne of safety tech. However, we would like to add that a lot of features from the spec list are optional extras.

Land Rover Discovery Gearbox

Featuring a new aluminium chassis and body panels made from similar materials, the Discovery has managed to shed nearly 480kg over its predecessor. However, at over 2.1 tonnes for this petrol-powered version, it is still a heavy car. Under the long hood sits a supercharged 3-litre V6 developing 340bhp and 450Nm of torque. It’s got more than enough punch to get the Disco up to speed and keep it there without struggling. The surprisingly effortless acceleration is aided by the brilliant 8-speed ZF gearbox that delivers creamy smooth yet quick gearshifts. The new Discovery isn’t as nice or sporty to drive as say a BMW X5 but there is no doubting the fact that it behaves noticeably better around corners compared to its predecessor – the steering is less vague and the whole car is more reactive to steering inputs. Make no mistake, the Disco still rolls a lot and feels spongy around corners but it completely demolishes bad roads. For more info on Land Rover Discovery check Emikolo

It has an inherent ability to iron out even the sharpest of bumps and rutted imperfections with ease. Better still, the jolts typically experienced in full-size traditional SUVs are next to none. All in all, the Discovery remains thoroughly composed at low speeds but at highway speeds, there is constant vertical movement and that wallowy feeling that air suspension-equipped cars are bundled with. A lot of the buyers are unlikely to take their Discovery off-road, but it is reassuring to know that it is more than capable at dealing with rough stuff. As standard, you get a two-speed transfer box that offers selectable high and low range gears. The system offers a standard 50/50 torque split between front and rear wheels, but uses sensors to distribute torque between the wheels depending on slippage. It’s a ‘shift on the move’ system which allows the driver to swap between high and low ratios without having to stop the vehicle, at speeds of up to 60kmph.

Land Rover Discovery Riding

The Land Rover Discovery reviews give a good grade to the performance and handling of the car. The engine is responsive and doesn’t disappoint you when the gas pedal is grounded. The diesel version goes from 0-100 kmph in 8.1 seconds with a top speed 208 kmph and the petrol version hits the 100 kmph mark a second faster than the diesel one, with a top speed being 7 kmph faster than that of the diesel one. Also, the handling has been improved because of the weight loss; it’s not that sharp atin the corners like Audi Q7 but good enough for an SUV of this size. Also, Land Rover reckons that this Discovery goes further off-road than any other car that they’ve made before, with water wading capacity of 900 mm, Terrain Response 2 (not present in the S variant) and off-road system that can take it to places.

Land Rover Discovery Safety

The Land Rover Discovery features really good brakes with one of the best braking systems that allows safe and sound sudden halts, also housing a lot of safety features, like Electronic air suspension Stop/Start technology, Hill Descent Control (HDC) Anti-lock Braking System (ABS), Electric Power Assisted Steering (EPAS), Electronic Traction Control (ETC), Hill Start Assist, Dynamic Stability Control (DSC), Roll Stability Control (RSC), Electric Parking Brake (EPB), Emergency Brake Assist (EBA ), Electronic Brake-Force Distribution (EBD), Gradient Acceleration Control (GAC), front side impact airbags, side curtain airbags and a trip computer. All these features are not available in the basic variants. These safety features are enough to keep you and your family safe and sound.

Land Rover Discovery Price in Bangalore

Land Rover Discovery On Road Price is 94,96,086/- and Ex-showroom Price is 75,83,700/- in Bangalore. Land Rover Discovery comes in 10 colours, namely Fuji White,Baltic Blue,Firenze Red,Indus Silver,Nara Bronze,Bali Blue,Siberian Silver,Ipanema Sand,Marmaris Teal,Santorini Black. Land Rover Discovery comes with AWD with 2995 CC Displacement and 6 Cylinders with Maximum Power 335 bhp@6500 rpm and Peak Torque 450 Nm@3500-5000 rpm DRIVE TRAIN AWD and reaches 100 KMPH at 7.1 seconds . Land Rover Discovery comes with Automatic Transmission with AWD .Check for Discovery Price in Bangalore at Tryaldrive.

Land Rover Discovery Bottomline

The 2017 Land Rover Discovery isn’t the most luxurious full-size SUV and at Rs 1.30 crores (on-road, Mumbai) for the top-spec diesel version, it’s certainly not cheap either. However, if you value practicality and long-distance cruising you will surely appreciate the Disco’s massive interior, flexible seating option and effortless performance. So if you are after a well-built traditional SUV with a genuine off-road ability instead of a glitzy and unashamedly road-focused SUV, the new Discovery makes for a worthy choice.

Volkswagen Ameo Facelift First Drive Review

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Volkswagen Ameo Overview

It was a little surprising to find out that the VW Ameo – a late entrant in the super-competitive compact sedan segment – would be entering the market with one arm tied behind its back. It was launched with only a single engine and gearbox option – the 75hp 1.2-litre MPI with a five-speed manual. In fact, the engine was the weakest point in what turned out to be an otherwise rather excellent car. We knew a diesel variant would be introduced by the festive season, and the wait appears to have been worth it, as it’s an upgraded version of the 1.5-litre, four-cylinder TDI motor we’ve already tried in the Vento, Polo and Skoda Rapid. It’s got 5hp more power and the same 250Nm of torque and apart from the manual, you can also have it with a seven-speed dual-clutch automatic gearbox. This could just be what it takes to find the VW Ameo some serious fans.

Volkswagen Ameo Style

The design of the Ameo. On the outside and for the most part inside the cabin too, the design and layout remains identical to the petrol version. Like is the case also with almost all the other compact sedans, the Ameo looks a bit gawky when viewed from the side. The stubby boot is disproportionate with the front of the car, and the impression that the third box has been slapped on to the rear of the hatchback is inescapable. But, the design doesn’t hurt the eye and in fact, viewed straight-on from the rear, the Ameo’s design actually seems to have a unique character which still ties in well with other VW cars.

All the familiar design elements of the Polo are there in the Ameo TDI diesel too, as also some of the distinguishing tweaks to the design of the airdam, front fender, the new tail-lamps and boot lid

Volkswagen Ameo Space

The Volkswagen Ameo diesel has the same interiors as the petrol model and there is nothing to differentiate between the two models except the tachometer which is marked till 6000 RPM on the oil burner. The dual-tone black and beige interiors look very nice and this is nothing but a Polo cabin with slight improvements to the rear headroom due to the re-designed C-pillar. But the rear seat lacks in legroom, knee room and under-thigh support so this isn’t a car you would want to sit behind, specially if you are tall.

The Volkswagen Ameo is equipped with a ton of features, many of them are segment first like rain-sensing wipers, cruise control, window opening and closing using key remote, one-touch up/down for all windows and anti-pinch windows. There are decent amount of storage spaces but the boot is far from being the biggest in the segment. Where the Ameo can’t be matched is the build quality, it feels very solidly put-together and is made like a tank.

Volkswagen Ameo Performance

The Volkswagen Ameo is available with a 1.2-litre petrol and 1.5-litre diesel engine. The petrol is available with a five-speed manual and the diesel even has an option of a seven-speed DSG. The NVH levels on both the engines are a bit off. There is more than sufficient power in the petrol and the diesel is certainly a lot more powerful. The petrol engine is noisy and the diesel engine has a lot of clatter noise. Overtaking is a breeze with the diesel engine, however the petrol needs a downshift. The automatic version of the diesel is a lot more comfortable to drive and convenient to use.

Drivability is good on both. The sudden boost after 1800rpm is reveling. There is always the joy of driving the diesel engine. Also, the clutch is a tad deeper than the petrol engine. The diesel clutch is heavy, which makes it difficult to drive in city traffic. To know more details on Volkswagen Ameo visit Iiit-bh

Volkswagen Ameo Driving

Don’t let the sporty looking flat-bottom steering wheel fool you. The Ameo is a compact sedan, after all, and it handles exactly like it’s supposed to. Like all other cars in its class, the Ameo’s suspension set up has been oriented towards comfort. That said, it has got the second best balance between ride and handling, after the Honda Amaze. The steering on the Ameo feels vague around the straight-ahead position and is slow to turn in. It’s initially light but becomes gradually heavier as more lock is applied. All in all, it lacks the consistency in feel that’s to be found in rivals like the Ford Figo Aspire.

The production-spec Ameo rides on 15-inch wheels as opposed to the bigger 16-inchers seen on the show car at the Auto Expo. Nevertheless, the Ameo’s ride quality is quite good – we sampled it across both pothole-ridden city streets and wide open tarmac on the highway. It deals with undulated surfaces rather well despite transmitting some sharp bumps from on the road into the cabin. So what’s not to like in terms of dynamics? Well, the Ameo, like all other compact sedans, has that inherent floatiness to its high speed ride. One has to make constant steering corrections to keep the thing true to its line.

Volkswagen Ameo Safety

In terms of safety features, the Volkswagen Ameo comes with dual front airbags and ABS as standard fitment on all variants which is really impressive. The compact sedan also gets other stuff like rain-sensing wipers and static cornering lights which are good to have. Volkswagen has a decent service network across India but their service quality standards aren’t really all that high and owners are often left wanting for more, rather better quality levels.

Volkswagen Ameo Cost

Volkswagen Ameo On Road Price is 8,30,994/- and Ex-showroom Price is 7,00,000/- in Pune. Volkswagen Ameo comes in 5 colours, namely Blue Slik,Candy White,Carbon Steel,Riflex Silver,Toffee Brown. Volkswagen Ameo comes with FWD with 1498 CC Displacement and 4 Cylinders with Maximum Power 108 bhp@4000 rpm and Peak Torque 250 Nm@1500-3000 rpm DRIVE TRAIN FWD and reaches 100 KMPH at N/A . Volkswagen Ameo comes with Manual Transmission with FWD . Check for Vokswagen Ameo price in Pune at Autozhop.

Volkswagen Ameo Conclusion

The Volkswagen Ameo diesel is a very good package since it comes with great build quality, loaded equipment list, a power packed engine and two really nice gearboxes. The compact sedan does look a bit quirky from certain angles but looks are always subjective. Overall, Volkswagen has got a really fine product on their hands with the Ameo TDI and we really wish it fetches more sales now because the numbers of the petrol Ameo have been far from satisfying.

Datsun GO Hatchback First Drive Review

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Datsun GO Overview

The Go was the launch vehicle for Datsun’s rebirth. The model got a high-voltage launch in New Delhi and was pitched as the car that would upset the applecart in India’s budget hatchback segment. However, the response to the model was tepid and the zero-star crash test rating by Global NCAP early into the car’s life did it no favours either. Datsun has been tweaking the car over the years (including structural updates, we are told) but what you see here is the first big update to the model. It’s got revised styling, a redone cabin and more equipment, and Datsun has also upgraded the car’s safety suite. Impressively, dual airbags, ABS with EBD and brake assist, and rear parking sensors are now standard fit. That’s quite a step up from the outgoing model, which did not get ABS at all and only offered a driver’s side airbag as a paid option. Importantly, Datsun officials tell us the revamped Go meets India’s new crash test norms that come into effect from October 2019 on all cars on sale.

Datsun GO Look

The Go gets a series of visual updates and they do their job rather well. While the trademark hexagonal grille gets a new mesh, the talking point at the front is the new bumper. More angular and sportier, even more than the original Go’s, the bumper immediately gives the hatchback’s face more personality. Also, new to the Go are LED DRLs, though they are only unique to the new top-spec T(O) versions. At the sides, it’s the larger wheels that immediately distinguish the updated car – upsized to 14-inches and shod with 165/70 tyres, they enhance the Go’s stance. Diamond-cut alloy wheels, like the ones on the car pictured here, are exclusive to the T(O) variant. They do so much for the look that they are worth stretching your budget for. Of the other things, the body-coloured caps for the wing mirrors are also new. The roof rails you see on the pictured car are from Datsun’s accessories range and are just for show – they can’t lift any load.

The revised Go’s rear end is identifiable by the new bumper and a chrome lip at the base of the tail gate. While it is not a design detail, the rear wiper is also a fresh inclusion on the top-spec version. There’s no rear defogger, however. In all, the Go looks far more appealing than before, with the new Amber Orange colour also helping give the car a more youthful persona.

Datsun GO Comfort

The interiors have been given a heavy revision. The dashboard gets a new design which looks more appealing than the older cars. The GO gets a full black layout for the dash while the GO+ gets a dual-tone theme. Fit and finish has improved a lot and so has the quality of materials used in the cabin. The handbrake has been moved to its conventional location. The older GO came with only speakers and a port to mount your phone but now it gets a Blaupunkt touchscreen audio system with Android Auto, Apple CarPlay, Bluetooth, etc. Sound quality is just average though. The USB port has been placed a bit inconveniently below the centre console. For more details on Datsun GO  check Getreadyoregon

Datsun claims that the vehicles come with anti-fatigue seats but honestly the front seats are quite thin and they lack proper support for the under-thigh while support for the back is good. Also the centre console which houses the gear lever is very large and it keeps hitting the knee of the driver and front passenger which gets really annoying because leg space is already very less. The seats aren’t very wide though. The rear seats offer average comfort but knee room is limited, more so when there’s a tall passenger sitting upfront. The GO has enough boot space for a couple of small bags while the GO+ comes with a third row which again has extremely limited space and isn’t suited to full-size adults. With the third row up, boot space in the GO+ is very negligible but with the last row folded, the cargo capacity gets increased drastically.

Datsun GO Gearbox

The Datsun GO siblings are powered by a 1.2-litre, 3-cyl, petrol engine which puts out 67 HP of power and 104 Nm of torque. The engine is pretty refined for a 3-cylinder car and offers decent enough punch for city driving. Low end isn’t very responsive but the engine has good grunt in the mid-range, continuing till the higher rev band. 0-100 km/hr is claimed to come up in 13.3 seconds. The ARAI-claimed fuel efficiency is 19.83 km/l but real life figures hover around the 14-15 km/l mark in city driving and around 16-17 km/l on highways. The 5-speed manual gearbox has slightly rubbery shifts but the clutch is very light. Another noteworthy thing is the exhaust note which sounds quite cool. Check for SBI car loan.

Datsun GO Riding

The suspension set up on the GO is pliant for our roads. The ride isn’t very plush but it is comfy enough unless the roads get really bad. The suspension travel is long and the GO siblings have a significant amount of body roll, which feels even more pronounced in the GO+ and sudden lane changes aren’t confidence inspiring. The steering doesn’t provide much feedback and is kind of vague. Braking performance is also pretty average and pedal doesn’t have a sharp bite. Book Datsun GO  Test Drive.

Datsun GO Safety

The Datsun GO features safety bits such as driver side airbag, vehicle dynamic control, co-passenger airbag, ABS with EBD and brake assist, rear parking sensors, central locking and driver seatbelt warning as standard across the line-up. It additionally comes with rear washer, rear defogger and rear wiper. Braking power on the entry-level hatchback is derived from disc front brakes and rear drum units.

Datsun GO Price in Pune

Datsun Go On-Road Price in Pune ranges from 4,15,686 to 5,97,762 for variants Go D and Go T Optional respectively. Datsun Go is available in 7 variants and 6 colours. Below are details of Datsun Go variants price in Pune. Check for Datsun GO price in Pune at Autozhop.

Datsun GO Bottomline

The 2018 Datsun Go’s prices start at Rs 3.29 lakh (ex-showroom, India) for the base D trim. The mid-spec A, A(O) and T trims come in at Rs 3.99 lakh, Rs 4.29 lakh and Rs 4.49 lakh, respectively, and cost about the same as corresponding versions of the old car. Factor in the additional kit on offer, and what is clear is that the Go packs in far more value than before. The top-spec T(O)’s Rs 4.89 lakh price is also competitive, when you see the equipment it comes with.

The changes to the Go make it feel significantly better than before. It feels like a more wholesome package and its appeal finally goes beyond the promise of low running and maintenance costs that Datsun has relied on to pull in buyers so far. While only a straight up comparison with the likes of the Tata Tiago and Maruti Suzuki WagonR will tell if it’s the best car for the money, the Go has certainly become far easier to recommend than ever before.

Renault Captur First Drive Review

Renault Captur

Renault Captur Overview

Renault India may be a relatively young brand but because of well thought-out mass market products like the Duster and the Kwid doing well, they have managed to roll on the right path and gain a respectable market share. While the Kwid continues to sell in strong numbers, keeping Renault India in the small car game, the brand is struggling in the crossover space, what with the Duster feeling the heat from newer rivals. Enter the Captur, an all-new offering which represents a paradigm shift in crossover design for Renault. Unlike the Duster which follows the traditional boxy ethos of an SUV as we know it, the Captur is more streamlined and its design carries a lot more flair.

Anticipation is high, then, and the style-heavy Captur needs to punch above its weight to do well in the premium crossover segment which includes the hot selling Hyundai Creta and the impressive Jeep Compass.

Renault Captur Look

The Renault Captur 2017 is based on the same platform on which the Duster is made. However, both Renault Captur and Duster have nothing in common when it comes to exterior design, style and overall looks. Renault Captur seems inspired from European design language with curves, swooped lines and a trendy appearance, which will be liked by people of all ages.

On its front, the Captur boasts a small yet muscular bonnet diving down at the front between well-designed chrome grille and good-looking headlight assembly. The front bumper with integrated C-shaped LED daytime running lamps and fog lamps gels very well with the design language. On its side profile, the 17-inch ‘crystal cut’ wheels look simply superb. The rear has a clean and refreshing design, which goes very well with trendiness of Renault Captur car.

Renault Captur Comfort

Is it familiar? Yes, it’s easy to spot bits that are from Renault’s parts bin, such as the AC vents, climate control console and infotainment screen. However, that’s not to say the Captur doesn’t offer something unique. The auto AC console may be similar but gets rubberized dials to add a degree of tactility. The plastics are still hard to touch but are far better than what we’ve seen in the Duster. That said, they just fall short of being called ‘premium’. The glovebox cover in particular, feels very flimsy and makes you wonder if one hard enough pothole will make it come loose. For more information on Renault Captur  visit Iiit-bh

You do need to give the Captur’s interior more time to make its first impression, but once you spend enough time in it, it’s easy to appreciate the upmarket bits. The white and gold faux leather-draped ergo-design seats reek of quality, with the diamond quilting adding a touch of German car finesse. The leather makes its way onto the door pads and centre armrest too, which lifts up the experience a few notches. The seats, front or rear, aren’t just eye candy either. They really are supportive, even of larger frames, and will be very handy on long distance drives.

The driving position, though, is a mixed bag. The panoramic design means you have a great view of the road ahead, aided by the relatively slim A-pillar, which makes visibility at T-junctions more convenient. You also get a commanding drive position, with the bonnet falling into view even with the seat set to its lowest. However, that’s where the problem lies. The default seat height is far too high, so even drivers just under 6ft in height will find the roof a bit close for comfort, while tall drivers will feel cramped. This isn’t an issue in the Duster. We also wish telescopic steering adjustment was offered, instead of the current tilt-only setup.

The ergonomics aren’t as fluid as what you’d see in a Maruti or Hyundai either. You do get an eco-drive mode and cruise control but the buttons are placed at your right knee, which isn’t where you’d expect them to be. Even the front cupholders are placed just ahead of the gearlever, so engage an odd gear and accessing anything kept here will be tricky. But then, you start appreciating some quirks, like the Duster-spec infotainment controls that sit behind the steering wheel, which you quickly start appreciating over traditional steering-mounted controls. You even get a pretty large, closed storage spot atop the dashboard, which could come in handy to slot your phone into while using navigation, provided you use an anti-slip mat.

Finally, the space has been better used than in the Duster, even though both cars share their 2673mm wheelbase. It helps free up a little more knee room in both seat rows and while headroom is underserved for taller folks up front, the rear seat didn’t have the same issue. It can also seat 3 at the rear quite well, even with the rear AC vents console. For added convenience, there’s an armrest in between for when you’re travelling four-up. However, ingress/egress in the rear is a pain point. The B-pillar is intrusive and constricts the passage way. Senior citizens will like the tall seat, but swinging their legs in will require some effort from the thighs, as they’ll have to avoid hitting the pillar with their feet. Check for car loan interest calculator.

The boot’s plenty accommodating at 392 litres, with no intrusive bulges or plus-sized loading lip to spoil the fun. The rear seat does fold down and helps make room for a lot of luggage, but doesn’t split 60:40, nor does it drop flat.

Renault Captur Gearbox

On the road, the Captur could be best described as ‘comfortable’. More on that later… Now we ought to make it clear that the India-spec Captur is quite different from the one sold in the Europe. The Captur that we will be getting is based on Renault’s MO platform for emerging markets, which is why the brand has stuck with the tried and tested 1.5-litre K9K diesel motor. That being said, there is a vast difference in the way the Captur and the Duster behave on the road.

The Captur and the Duster share the same 1.5-litre 110bhp/240Nm diesel motor, however, the refinement levels are world apart. The Captur is significantly quieter on the move thanks to better insulation and a less noisy motor – one can hardly hear the diesel clatter once the windows are up. What’s more, the Captur also accelerates in a more linear manner than the Duster when the motor is on boost. For those who are wondering, there is still some turbo lag under 2,000rpm, post which the Captur pulls strongly till 4,500rpm or thereabout. The motor’s got enough torque lower down the rev range to propel the Captur through traffic without ever feeling like it needs to be worked too hard. To our surprise, even the clutch feel is different compared to the Duster – it’s more precise and not as heavy either.

Like the Duster, the Captur simply devours bad roads and manages to hover across giant potholes without unsettling itself. Yes, it is slightly stiff when compared to the Duster but the trade-off to this is better high speed poise when driving over undulated roads. Perhaps the most impressive bit is the way it rebounds quickly from any sharp bump you might encounter, regaining composure almost immediately. The only minor downside though, is the amount of noise that filters into the cabin. Over coarse-chip surfaces the interior plastics rattle a little too much and overall there’s some noticeable wind noise, too.

Renault Captur Riding

The ride, like the Duster’s, is a strong point. The Captur’s ground clearance means bad roads leave no scraping scares and even on really bad patches, it still pummels through everything, letting very little seep into the cabin. It is noticeably stiffer than the Duster, so you don’t get the exact same sense of indestructibility but it balances the marginal loss with better stability. Even though the Renault Captur sits tall, body roll is managed well and it doesn’t feel top heavy, even through sharp corners. Book Renault Captur Test Drive.

Driver’s car then? Well, no. The chassis is set up well but the steering is a little too heavy and while it is fairly responsive, there is no feel or feedback. Charge at a sharp turn and you feel unsure of where the tyres are facing. Like the Duster, the steering also has kickback through hard turns, albeit to a milder degree.

Renault Captur Safety

The list of Renault Captur safety features include Front Disc Brakes, Drum on Rear, ABS with EBD, Rear Parking Sensors, Central Locking, Driver & Passenger Airbags, Crash Sensors, Rear Seat Belts, Seat Belt Warning, Power Door Lock, Child Safety Locks, Side & Front Impact Beams, Passenger Side Rear View Mirror, Rear Camera, Centrally Mounted Fuel Tank, Engine Immobilizer, Automatic Headlamps, Follow Me Home Headlamps and ISOFIX Child Seat.

Renault Captur Price in Pune

Renault Captur On-Road Price in Pune ranges from 11,86,647 to 16,92,512 for variants Captur RXE Petrol and Captur Platine Mono Diesel respectively. Renault Captur is available in 10 variants and 5 colours. Below are details of Renault Captur variants price in Pune. Check for Renault Captur price in Pune at Autozhop.

Renault Captur Bottomline

Put simply, the Captur is an interesting car. At first, it looks like a generic crossover but as you get closer its European design elements stand out and you realise that there is nothing quite like it in this segment – both the Creta and the Compass carry traditional crossover design cues.

The real question here, though, is whether the Captur advances the crossover game forward for Renault. It’s certainly improved over the Duster in many key areas including engine refinement, gearshift quality, cabin ergonomics and ride quality. However, it trails behind its rivals when it comes to interior quality and drivetrain options. Renault, then, have got to play their pricing card right to regain some momentum in the crossover segment. We expect the top-spec Kaptur to come in at a premium of around Rs 1 lakh over the Duster 110PS RxZ.

Renault Duster Facelift First Drive Review

Renault Duster

Renault Duster Overview

Let’s face it, established carmakers like Maruti Suzuki and Hyundai are now alarmingly vulnerable to some sales beating from Renault more than ever. The latter, here in India, is a relatively young automotive player, after all. That said, thanks to well thought-out products like the Kwid and the Duster doing extremely well, Renault India has managed to trundle along the right path and gain a respectable market share in a short span of time. While the Kwid is still factory-fresh and off to a flying start, it’s been nearly four years since the Duster practically kickstarted the compact SUV trend as we know it. Check for car loan interest calculator.

After introducing a handful of special editions and an all-wheel drive version based on it, Renault India has pensioned off the original Duster. Subsequently, the brand has dished out a major facelift for the model, complete with refreshed styling, a better-equipped interior and an all-important automatic gearbox option. On paper, then, this new Duster comfortably outdoes the original, but is it any better to take on the opposition?

Renault Duster Look

When it comes to basic design and looks, there are no changes. However, the company has given several tweaks here and there to give it a distinct look from the earlier model. The square-shaped blacked out headlights now gets more detailing that makes it look futuristic. The grille design has completely revamped with new twin-slat chrome one which is better styled than the previous version. The car also gets chunky scuff plates and heavily brushed silver cladding at the front as well as on the rear that does add to the aggressive SUV credentials.

The most evident change in the side profile is in the form of new black alloys. While the new alloys look plainer, they lend altogether a different appearance when they are in motion. The turn indicators are now an integral part of ORVMs which are electrically foldable. The rear portion is also revised with new S-shaped signature LED making way into the tail lamp cluster. Overall, the changes are subtle but give a youthful touch to the car.

Renault Duster Comfort

Oddly enough, the diesel automatic AMT Duster can be had in the top-spec RxZ variant only whereas the petrol CVT is offered in the RxS variant which is a step down. Naturally, the latter isn’t as well equipped and misses out on some essentials such as climate control and a backup camera. The RxS variant doesn’t get soft touch dash and door pads either. The design and quality of materials remain the same which means you still the odd-numbered speedometer, a large steering wheel and sub-par plastics. Although poor fit and finish was one of the main shortcomings of the original model, Renault improved the quality with the facelift. That said, there is still a low-rent feel to the doors and the centre console surrounds and the overall fit and finish is iffy.

The driving position is mostly car-like, but you do sit up higher than in a hatchback. The A-pillars are slim, helping outward visibility though what’s not so impressive are the wing mirrors which are surprisingly small. As for space and comfort, the Duster CVT petrol is the same and in no way that’s a bad thing. The front seats are just about the right size and offer adequate back and knee support. More importantly, the rear-seat space is also ample with better thigh support than the competition. All in all, the cabin is not as well built as the competition, but there’s no denying that it’s spacious and thoroughly practical.

Renault Duster Gearbox

The 1.5-litre, K9K diesel engine continues its long run of service under this Renault’s bonnet and it’s an adequate if somewhat agricultural performer. What’s entirely new in the powertrain department though is the addition of an automated manual transmission or AMT to the range, and by range, we mean the RxL and RxZ trim. Also, the AMT comes mated to the 110bhp/248Nm, front-wheel drive Duster only.

While we have already seen AMTs do their job in some of the newer small cars, the one in the Duster is a fairly advanced unit and with 6-speeds, it’s also the one with the highest number of gear ratios. Out on the road, however, it works just as good (or bad) as the ones we are familiar with. To start with, the shifts are hardly seamless and the whole car rocks back and forth while shifting cogs – this is particularly evident under full throttle. On part throttle, however, the gear shifts are relatively smoother and one can better things further by going off throttle for a fraction of a second while upshifting. For those looking to take occasional control, there’s a manual mode as well which will only upshift at the screaming end of the powerband. For more information on Renault Duster  visit Iiit-bh

The 1.5-litre, four-cylinder diesel engine, on the other hand, remains the same as before and delivers strong power only above 2,000revs. This means one has to keep the Duster on the boil and that’s important for instances such as darting into traffic gaps just as much as it is overtaking at triple digit speeds. Thankfully, the engine makes up for the lag by offering reasonable grunt throughout the mid-range and the top-end without sounding too coarse.

It’s not just the engine that impresses. The Duster’s impressive road-holding manners have also been carried onto this new model. This means you get the similarly progressive and mid-weighted steering feel that is only a little bit loose on center. Too bad that three-spoke wheel still judders when taking corners over undulations. Renault has certainly worked on reducing the juddering; however, it’s still there and would probably prove to be unnerving for some drivers.

Renault Duster Riding

As for the ride and handling, this petrol version is the same as the rest of the Duster range which is a good thing. The steering feel is light and progressive, only a little loose on-centre. Too bad that three-spoke wheel still judders when taking corners at high speeds. Renault says they have worked on reducing the juddering; however, it’s still there and would probably prove to be unnerving for some drivers. No such groaning when it comes to the ride quality as the Duster simply manages to hover across bad roads. Yes, it is slightly stiffer than its rivals but the trade-off to this is that the Duster feels a lot more solid when going through median bumps and potholes. Unlike some cars wherein you have to take caution while going over rough roads, you really can plough through in the Duster without second thoughts, the whole suspension is that solid. Book Renault Duster  Test drive.

Renault Duster Safety

The braking system installed in the car doesn’t disappoint at all. The bite force instills confidence in the driver. The AWD system itself has immense capabilities to take you through any terrains. Further, in the safety department, Duster has been bestowed with dual airbags, ABS and EBD, ESP, Brake Assist, Hill Start Assist and reverse parking sensors.

Renault Duster Price in Pune

Renault Duster On-Road Price in Pune ranges from 9,54,226 to 15,66,406 for variants Duster RxE Petrol and Duster RxZ 110PS Diesel AWD respectively. Renault Duster is available in 9 variants and 7 colours. Below are details of Renault Duster variants price in Pune. Check for Duster price in Pune at Autozhop.

Renault Duster Bottomline

The Duster CVT petrol, then, is a purposeful looking, no nonsense product with slightly old-school interiors. It’s not the most sophisticated product and with the CVT offered in the mid-spec RxS variant only, not a feature-rich offering either. It is quite likeable though and remains a good performer and at least in the automatic form, less taxing to drive than before. All in all, it is tough and a fairly capable compact SUV, unless in-car tech (Ford EcoSport) or plush ride quality (Tata Nexon) are top priorities.

Renault Duster is available in five different variants such as STD, RXS, RXL, RXZ and RXS CVT. The pricing of the duster has been kept competitive so as to please the buyers against its counterparts. The base model is priced at Rs. 7.95 lakh while the top spec model is available at Rs. 12.79 lakh. The top selling model diesel RXZ AMT is tagged at Rs. 12.33 lakh ex-showroom, New Delhi.

Skoda Superb Facelift First Drive Review

Skoda Superb

Skoda Superb Overview

The previous generation Skoda Superb which was launched in 2009 in India was a big hit. Not only it felt luxurious but thanks to its humongous size it had enough knee room to embarrass many ultra-lavish limousines. Although it had every attribute to make it a phenomenal sedan, one thing it lacked was premium exterior. Its odd proportions made it look like purpose over finesse. The stretched profile, stubby boot and tiny wheels didn’t cut with some people who were paying more than Rs 20 lakh for their luxury sedan. Check for car loan interest calculator.

Well not anymore. The new Superb you see in this review looks as expensive as the amount of cheque you have to sign. And if it drives and feels anything like the old car then Skoda definitely has a giant killer at their disposal. Read our comprehensive Roadtest to know what this pretty looking Superb feels from behind the wheel.

Skoda Superb Look

Evolution is perhaps the best term I could use to describe the exterior design of the new Skoda Superb. The design that made this car so famous has been retained but now looks sharper and more taut thanks to Skoda’s new styling philosophy.

The fascia is defined by the moustache Skoda grille and sleek headlights inbuilt with crystal elements that pay tribute to the Czech glass industry. There are power lines on the bonnet while the chrome has been used subtly around the logo as well as the bumper.The limousine silhouette of the previous generation car has evolved into a sports sedan like appearance.

There is a subtle ring of chrome around the pillars while the flared wheel arches work with the lowered roofline to give the Superb its sporty appearance. Our car was a top-spec Laurin&Klement variant so it also got L&K badges on the side. At the back, its business as usual thanks to the minimal amount of badging and chrome elements. The tail lamps form a C-shape and flow around the edge of the boot.

Since it was launched as Skoda’s flagship model, the Superb has always had an understated design. It is nothing spectacular to look at but has enough to stand out among the crowd of SUVs, hatchbacks and MPVs. Its pursuit as the ‘different’ choice is also aided by the virtual non-existence of large sedans in this part of the market.

Skoda Superb Comfort

Skoda Superb is a quintessential of opulence and luxury. Open the door and it shuts with a solid thump cocooning the occupants from the outside world. The car shares a hell lot of interior elements with the sibling Octavia and if you are asked to differentiate between the two interiors, you would have a tough time doing that. The quality of interiors is unquestionably top notch with glossy black plastics replacing the old faux wood. There is also less chrome detailing as compared to the earlier model.

Moreover, in terms of look and feel, the cabin of Superb is very well comparable to the segment above cars. The ergonomics especially the feel of the buttons and knows echoes well with the image of the vehicle. The 6.5 inch touchscreen infotainment system works fine and can be synchronized with the techs such as Android Auto, Apple CarPlay and MirrorLink. Further, there are connectivity options Bluetooth, USB, Aux-In and SD Card coupled with sound quality featuring 4 front and 4 rear speakers. The same infotainment also relays feeds from the reverse parking camera but the quality of camera seems to be poor.

In terms of interior storage, there seems to be place for everything in this vehicle. The new generation Skoda Superb features horde of compartments, pockets and holders. The jumbo box storage compartment which lies under the front armrest can hold electronic items as well as keep your snacks cool. Ahead of the armrest lies dual drink holder which has an anti-slip design allowing the driver or co-passenger to open the bottle with one hand. The dashboard features a large glovebox compartment which can also be cooled if the AC is on. Then there is rear armrest which can also hold two cups or small bottles and also have small storage space.

This also brings us to the boot space. The luggage compartment has the capacity of 625L and can be extended to 1760L with the rear seats folded down. Here also Skoda has played clever in terms of practicality. At times our hands are full of luggage and items creating problem in opening the boot. The virtual pedal feature allows a person to swipe the foot under the boot and the boot lid opens magically. The feature is exclusively available with the KESSY system (keyless entry and start & exit system).

In terms of seating, the driver gets electrically adjustable seat and the seating position is a lot better than the previous model. The 3-spoke steering wrapped in leather can be electrically adjustable and holds controls for radio phone and gear shifts. The driver seat comes with memory function which can store three different driving seat positions. The rear seats are the area which is a real gem. They are well-cushioned with nice all-round support. The downside here is that the passengers could find discomfort as there are no dedicated air-con blower controls as the 3-zone climate control air conditioning takes some time to cool down the entire cabin.

However, it is compensated by the sheer amount of space at the back. The seats are sumptuous and extremely comfortable with enough room legroom and kneeroom for a passenger as tall as 6 feet. And if still not comfortable then the car allows the rear passengers to shift or slide the front passenger seat to create more space. And the carmaker rightly calls it the ‘Boss Button’. Below the AC vents you will find a storage area along with 12V power socket. Talking about the Laurin & Klement edition, the interiors are exclusively designed in stone beige perforated leather with piano black décor. The L&K branding can be seen on the seats, door sills and the dashboard. And the Boss Button mentioned above is available only in L&K variant while the front seats are ventilated. The touchscreen infotainment in this model gets more powerful 12 speakers 610W Canton surround sound system. The instrument cluster gets colourful display while there is also ambient lighting system.For more  details on Skoda Superb Check Iiit-bh

The car also comes with panoramic sunroof which opens up a large window at the roof with a touch of a button. Other comfort features in the car include cruise control, sunblinds, diffused footwell lighting, two boot lamps in luggage compartment and coat hook on rear door handles among others. Overall, Skoda Superb’s cabin is an awesome place to be in. It cuts out the commotion of the outside world and let you groove into good music and pleasurable drive. Superb is a meticulously practical car which has the potential to beat luxury cars costing as much as twice the price.

Skoda Superb Gearbox

The Superb is being offered with two engines and two gearbox options. There is a 1.8-litre petrol which can be had with a six-speed manual or a seven-speed DSG. In the former it produces 178bhp/320Nm while the latter has an output of 178bhp/250Nm. The diesel is a 2.0-litre unit that produces 175bhp and 350Nm of torque and can only be had with the seven-speed DSG.

We were only able to get our hands on the diesel but had a decent time driving it from Mangaluru to Madikeri. The four-pot motor revs cleanly and in a linear manner but is loud and the clatter is very audible within the cabin. Shifts take place at different RPMs according to the amount of throttle given and for a quick overtake two or even three gears are dropped to build up the necessary momentum. Skoda offers three driving modes – eco, sport and normal and depending in which mode you are in, the throttle response changes accordingly. There is also an individual drive mode where you can set the responses according to your preferences.

The all-important ARAI fuel efficiency has been pegged at 14.12kmpl for the petrol manual, 14.67 for the petrol AT and 18.19kmpl for the diesel. On the ride and handling front, Skoda has managed to find a good balance between the two. Our route gave us a sample of almost all multiple terrains and the Superb managed to emerge victorious the whole time.

Skoda Superb Riding

Where the old Superb had the ability to really surprise you with its agility despite its humongous size, the new one unfortunately has no surprises in store and it feels big and in some ways cumbersome to drive. The biggest disappointment is the steering, which simply doesn’t feel as precise as the old car anymore. It’s got a dead zone around the straight-ahead position and it simply misses the feel that the old car had. Skoda has also gone for a much softer setup and as a result the new Superb rolls considerably more and it feels like a heavy car too. On the plus side, the wide Hankook tyres provide loads of grip and confidence. Don’t be mistaken, the Superb is not a bad handling car, but it doesn’t feel as willing or as nimble as the old one. Book Skoda Superb Test drive.

On the contrary, the ride has taken a step in the right direction and the old car’s stiff-kneed low-speed ride is replaced by a plush one and soft suspension dismisses the biggest of potholes with ease. But at higher speeds the Superb does tend to pitch and bounce especially over uneven surfaces and it feels best when driven at moderate

Skoda Superb Safety

The sedan comes with all disc brakes and the capability is phenomenal especially halting the car from high speeds. And with electronic aids such as ABS with EBD, multi-collision brake assist, mechanical brake assistant and hydraulic brake assistant, the driver and the passengers are rest assured of safety ahead.

Skoda is known for providing utmost safety to its passengers and this car is no exception. Other crucial safety aspects in the car include 8 airbags, anti-slip regulation, traction control, electronic differential lock, electromechanical parking brake, electronic stability control, parking sensors at both front and rear with rear camera, pedestrian protection, fatigue detection system, central locking and cornering lights.

Skoda Superb Price in Pune

Skoda Superb On-Road Price in Pune ranges from 28,08,271 to 41,03,666 for variants Superb Corporate Edition and Superb L and K 2.0 TDI AT respectively. Skoda Superb is available in 8 variants and 6 colours. Below are details of Skoda Superb variants price in Pune. Check for Superb price in Pune at Autozhop.

Skoda Superb Bottomline

The new Superb is a convincing piece of evidence that this Skoda is well capable of being a credible option to the likes of the much more expensive Mercedes-Benz C-Class, BMW 3 Series and the Audi A4. That’s a great compliment for a car that is around Rs 20 lakh cheaper and like its predecessor, the new Superb still remains a giant killer.Obviously it doesn’t have the premium badge, the charismatic warmth and dynamic verve of say a Mercedes C-class or the BMW 3 Series. Still, its combination of space, visual presence, apparent quality, sophisticated technology, strong performance, supple ride and relaxing demeanour sets it apart. This new luxury sedan from Czechoslovakia is a huge step forward over its predecessor and it has a wide arsenal to take on cars even twice its price.

Skoda Superb is available in three trims including Style, Sportline and L&K. The price for the vehicle starts from Rs. 25.99 lakh and goes up to Rs. 33.49 lakh. As the car is available in both the diesel and petrol versions, the pricing also varies. The base trim Superb Style 1.8TSI MT is tagged at Rs. 25.99 lakh, its 2.0 TDI AT is available at the price tag of Rs. 30.29 lakh. The Sportline 1.8 TSI AT is offered at the price tag of Rs. 28.99 lakh while its top-selling L&K TSI AT is available at the price tag of Rs. 30.99 lakh. The Superb Sportline 2.0 TDI AT is tagged at Rs. 31.49 lakh. The top of the line trim Superb L&K is available at the price tag of Rs. 33.49 lakh, ex-showroom. In terms of competition, Skoda Superb does not fear much as it lies in the competitive pricing zone. The Skoda Superb competes against Toyota Camry, Honda Accord and Volkswagen Passat in the segment.