Sunday, January 29, 2023


The KUV100 (pronounced ‘one double oh’) is the latest addition to SUV maker, Mahindra & Mahindra’s (M&M) burgeoning model line-up. M&M may market the KUV100 as a compact SUV but in reality think of the model as the Indian manufacturer’s first indigenously developed ‘car’. The KUV100’s 3.6 metre length, front-wheel-drive setup and monocoque construction broadly puts it in the same category as hatchbacks such as the Maruti Celerio, Maruti Swift, Hyundai Grand i10, Hyundai elite i20 and the Tata Bolt.

A rival to conventional hatchbacks it may be, but there’s nothing conventional about the way the KUV100 looks. Like the template-busting Renault Kwid that was launched last year, the KUV100 too relies on SUV-like cues to distinguish itself from the crowd. The final product gets your attention, though not necessarily for the right reasons. There’s a mishmash of styling elements, the proportions are awkward and there’s a general lack of cohesiveness to the design; the SUV-like front and the hatchback tail could very well belong to different cars.

View the KUV head on and it will certainly catch your eye. The front is similar to what we’ve seen on newer SsangYong concepts (remember Mahindra owns the Korean SUV maker), but there’s a hint of Range Rover Evoque to the pinched grille and the acutely swept back headlights which extend almost all the way to the A-pillar. There’s beefy cladding on the lower portion of the bumper and a scuff plate at the bottom to announce the KUV100’s SUV credentials.

However, it’s in the side profile that the KUV looks comically disproportionate. Also, there are too many design elements like the pronounced crease extending from the headlights to the front doors, and another one originating at the rear door that rises to the tail. The oversized wheel arches dwarf the 14-inch wheels which are small even by hatchback standards. Look closely and you’ll notice the rear door handles sit aft of the rear window (à la the Chevrolet Beat) rather than on the doors. But this is a case of form following function as we’ll soon find out. From the rear, the KUV gives the impression of being a tall hatchback with crossover detailing in its blackened bumper base. The protruding tail-lamps, again, look distinctive.

Where the KUV100’s exterior design will take time getting used to, its cabin is immediately likeable. Ingress and egress is convenient thanks to the relatively high-set seats, there’s plenty of space in both front and rear rows and the design of the ‘bowed’ dashboard with drooping edges is quite distinctive. Note the dash doesn’t extend all the way to the floor and that the gear lever comes positioned on the centre console. This has allowed Mahindra to cheekily fit the KUV100 with an optional front bench seat and increase seating capacity to six, something that is sure to catch the attention of buyers with large families. However, having sat three abreast on the front row, we can tell you the arrangement though good for kids is uncomfortable for adults, apart from being frankly unsafe despite there being a lap belt for the middle occupant. Folding down the middle seat backrest forms a large arm rest for the driver and co-passenger and, in our books, that’s the only way you should use it. Also, the bench seat is flat and offers little by way of lateral support. The standard five- seat version’s individual front seats are more contoured and far more supportive. The space freed up by removing the middle seat allows for a very useful storage console.

Rear seat passengers have a good deal of knee and headroom, there’s enough width for three and thanks to the flat floor even the middle passenger will be comfortable. What’s also nice is that all three occupants get adjustable headrests. You can also make use of the well positioned centre arm rest when the middle seat is not in use. What is an irritant though is the blanked-out space after the rear windows (there to accommodate the exterior door handle) as it cuts outside visibility.

In terms of storage, the KUV is very well thought-out. There’s a bottle holder on each door, a reasonably spacious glove box, cup holders on the arm rests, a large storage bay concealed under the front passenger seat and one even hidden in the floor at the back. The 243-litre boot is useable and can be enlarged by folding the rear seat backrest down but the high boot sill and narrow loading lip are spoilers here.

The KUV100 is available in four trim levels and what’s commendable is that all versions come with ABS as standard. Dual airbags are available as an option from the base variant on, and are a standard fit on the top-spec K8 cars, though how much protection the front middle passenger gets remains a question mark. Top-spec KUV100 K8’s also feature alloy wheels, power windows, power steering, internally adjustable mirrors, audio player with Bluetooth, USB and aux, steering-mounted audio controls and fuel economy-enhancing auto start/stop (Micro Hybrid in Mahindra speak).

Cabin quality is good by class standards with certain bits like the dashboard top feeling premium, but lower down, plastic quality isn’t great. The switchgear feels fairly chunky but the small screen with its monochrome display in today’s touchscreen age looks a bit old-fashioned.

The KUV100 is also the launch vehicle for Mahindra’s new mFalcon line of petrol and diesel engines so there’s lots to talk about. Let’s focus on the petrol engine first. Christened mFalcon G80, it’s an all-aluminium three-cylinder, 1.2-litre unit that uses variable valve timing on both intake and exhaust. The engine produces 81.8bhp at 5,500rpm and 11.7kgm from 3,500-3,600rpm which is on the higher side for this class of vehicle.

Driving the KUV around Mahindra’s test track at its Chakan plant, the initial feeling is that the petrol engine is good but not great. While the engine responds well to throttle inputs and driveability is fine, it offers little to excite. Power delivery is flat and the build up of revs isn’t particularly urgent either. It’s only post 4,500rpm or so that the engine gets a fresh wind and revs with more vigour. However, it’s unlikely KUV users will really stretch it so much. The engine also sounds thrummy when revved hard though overall refinement levels are quite good. The engine comes mated to a five-speed manual gearbox and we’re glad to report the location of the gearshift, placed on the centre console, falls nicely to hand the shift action has a short throw and is remarkably crisp. In fact, the gearbox is one of the best bits of the KUV100.The clutch is light too but could be smoother to engage.

Mahindra’s past experience with diesel engines seems to have helped when developing the new D75 diesel engine that comes across as the more rounded of the mFalcon motors. Like the petrol, the diesel engine is also a three-cylinder, 1.2-litre unit though this one uses a cast iron block and aluminium head. This turbocharged engine makes 76.4bhp at 3,750rpm and a strong 19.37kgm between 1,750-2,250rpm. Also worth highlighting is that the D75 motor offers two drive modes – Power which is the stock mode and Economy – and adjusts fuelling accordingly.

The D75 motor doesn’t feel very enthusiastic from the get-go but like most small-capacity diesel engines, comes into its own once the turbo has spooled up. Here, that happens at about 1,900rpm. Post that mark, you can feel the greater pulling power at your disposal, but there’s no spike in power delivery as such. The engine doesn’t rev all that quick either so in a sense, this engine is down on the excitement quotient too. But it does offer a linear and friendly build of power that many will like. Refinement levels are also good as small-capacity diesels go. Gearshifts are nice too but once again the clutch could do with a more progressive action.

Mahindra claims a fuel economy of 25.3kpl for the diesel KUV100 when driven in Eco mode. As you switch from Power to Eco, you can feel performance take a serious hit. Not only do responses get duller, the engine also doesn’t rev beyond 3,600rpm in the mode. As you’d have guessed, Eco is not the mode for anyone in a hurry.


As for the suspension, the KUV100 uses a traditional front Mac Pherson strut and rear torsion beam setup. Driving on Mahindra’s test track it was easy to tell the KUV is set to the softer side, especially at the rear. While the compromise helps low- speed ride quality, the KUV moves around a fair bit at high speeds. There’s lots of roll around the corners too and the tall stance doesn’t help here. There’s lots of wind noise at the A-pillar as well and it’s enough to make you think you’ve left a window open.

If not at high speeds, the KUV does feel more comfortable and at home in low speed scenarios. The steering is light, the turning circle is small and the general feeling is of being in a light and nimble hatchback.

If you can digest the oddball proportions and styling, the KUV100 actually offers plenty. It’s got road presence, a well turned out and spacious cabin with plenty of equipment on board. Commendably, safety has been given due importance too. The KUV’s engines, though unexciting, are also up to the job and importantly promise to deliver on fuel economy. It’s an easy car to drive as well and this only helps the small Mahindra’s case.

The KUV doesn’t have any of the go-anywhere characteristics that you’d expect in an SUV and even its 170mm ground clearance is just par for the course, but remember this is an SUV only in marketing speak.

In true Mahindra tradition, pricing is keen with the base petrol K2 starting at Rs 4.42 lakh (ex-showroom, Pune) and the Rs 6.76 lakh diesel K8 topping off the range. These prices put the KUV in the heart of the hatchback segment where competition is the most intense. But, it’s unique positioning as a hatchback-turned-SUV or vice versa could make the KUV100 the disruptive cat amongst the pigeons.




Fuel Petrol / Diesel
Installation Front, transverse
Type 1198cc MPFI with Dual VVT / 1198cc turbocharged, intercooled, common rail direct injection (CRDi)
Power 81.8bhp at 5500-5600rpm / 76.4bhp at 3750rpm
Torque 11.7kgm at 3500-3600rpm / 19.37kgm at 1750-2250rpm


Type Front-wheel drive
Gearbox Five speed manual


Length 3675mm
Width 1715mm
Height 1655mm
Wheel base 2385mm
Boot volume 243litres
Ground clearance 170mm

Chassis & Body

Construction Five door hatchback, monocoque
Wheels 14-inch alloy
Tyres 185/65R14


Front Independent, Macpherson Strut, coil spring
Rear Semi-independent, twist-beam with coil spring


Front Disc
Rear Drum


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Quick, what’s the first thing that comes to mind when I say the word “Mercedes?”

Odds are that word was something like “luxurious,” but chances are even better that in that moment of synapse-firing, the best your brain came up with was “German.”

I thought the same thing. I suspect the reason is because we tend to cast cars from German automakers in the same light: serious, sophisticated and well engineered. With Mercedes-Benz, it goes even further because we expect them to be even more luxurious and comfortable than the other precision driving machines that come out of Germany.

Enter the Mercedes-AMG GT-S: the world’s wake up call that, in case you forgot, Germany can do performance and exotic as well as anyone else.


This Solar beam Yellow Metallic Mercedes AMG GT-S, glowing in the sun has wrought my face into a giddy, juvenile smile all over again. I try to rationalise it in my head – Surely , there are more beautiful car out there right? Something Italian perhaps? Yes, something mid-engined with big wings and extravagant vents and ridiculous angles. Maybe, but right now I can’t stop staring. Call me old fashioned, but I’m a sucker for that classic, well proportioned front-engined two-seater look. Soft curves trump aggressive lines for me every time. You can’t help but compare it.

Reaching for the starter button sends a pang of trepidation down my spine. It’s not fear – just butterflies in my stomach; like asking out the prettiest girl in school, only to say her yes. BRWOARRR, it barks to life. Oh this an AMG alright. Downsizing and turbo charging has done little to diminish the aural drama, and that’s really saying something in today’s world of muted whooshes and hums. The AMG GT S is the automaker’s showpiece, housing a 4.0-liter bi-turbo V8 that churns up 503 stallions and 479 pound-feet of torque. Power is routed to the rear wheels by way of a seven-speed dual-clutch transmission, delivering a 0-to-60 time of 3.7 seconds (preliminary).

The all-new 2016 Mercedes-AMG GT S is an achievement of intense passion and beauty for the senses: breathtaking performance, scene-stealing looks, and a growl that intimidates the road itself.

The interior is the next expression of our “aviation design” theme, featuring a powerful wing-like dashboard, four central spotlight-style vents and a dominant center console. And everywhere you look and touch, the finest materials and craftsmanship exude the quality and exclusivity that only Mercedes-AMG can provide.

Like its predecessor, the SLS AMG, GT-S sports a distinctive long hood and short tail. It doesn’t feel like an homage to classics, but is certainly inspired by them. The gull wing doors were cut, but they’re quickly forgotten as the sleek form of the GT-S hypnotizes all who behold it. A lightweight aluminium space frame,  is what the sports car’s slippery curves are crafted from. While seductive, it’s intimidating at first glance due to the wide, intense fascia at the front end and fluidic design that’s worthy of its Silver  Arrow heritage.

The combination of its beautiful curves, throaty exhaust warble, and distinct driving experience causes something inside you to stir. This effervescence of emotion is rare nowadays, with performance cars focusing on clinical precision. This car executes its function with amazing capability and does so with trunk-loads of charm. I can’t think of a louder wake up call than that.

Mercedes AMG GT-S


With the compact crossover segment booming with new entries, Toyota soon intends to burst into the popular market with a production version of the C-HR concept. The angular crossover concept first debuted at the Paris Motor Show in 2014, but was refreshed for this year’s Frankfurt Motor Show with rear doors. Toyota claims the recent concept will look very similar to the production version, which seems like a bold move for a brand with normally tame designs.

Toyota C-HR

Based on Toyota’s new global architecture the C-HR  is an extremely sporty crossover with its chiseled shape is expected to make the transition to the road largely unaltered. A hybrid is also expected to be included in the production powertrain lineup, but non-electrified options could be available, too. The C-HR will be built on Toyota’s TNGA (Toyota New Generation Architecture) platform, which is shared with the new Prius. This will enable Toyota to offer the C-HR as a hybrid (a first in its class), though the automaker has yet to clarify if a gas-engined version will be sold as well. The hybrid powertrain will combine a four-cylinder engine with an electric motor and CVT transmission with a four wheel drive system. Though the C-HR will compete with the Juke and other sub-compact crossovers, Toyota claims it will have superior interior space.

Toyota C-HR

The world’s first look at the production C-HR will be in the spring of 2016, with sales following before next summer. Toyota isn’t set on the C-HR name, though, so expect that to change along with its production-ready body.

Toyota will reveal the production version of its C-HR Concept at the 2016 Geneva Motor Show. Expect a starting price of around Rs. 15 or 16 Lakh, if Toyota decides to bring the rakishly styled, little Compact SUV to India in 2017 or beyond.

It’s a Baleno hit for Maruti Suzuki as fortunately it is hitting the showroom not only in India but around the globe. The carmaker priced it wisely as this is set to be benchmark car for Nexa to be making the market.

Pros & Cons

Space - 85%
Ride Quality - 88%
Styling - 97%
Mileage - 95%
Interior Quality - 75%
The cabin is roomy - no make that very roomy - and it all goes to an intelligent layout and design. The i20 and Jazz also seem spacious - especially the latter. But the Maruti Suzuki Baleno manages to come across as generous.

The Nexa Baleno being launched at the end of October will feature three drive trains: 1.2 VVT petrol manual and CVT and 1.3 DDiS diesel manual. Well, without hesitation it is a spacious premium hatchback. May be Maruti Suzuki should bid farewell to bestseller “Swift”.


It has a flowing design which they call ‘liquid flow design’ to the sides of the car. The rear of the car is probably the best part which gives the Baleno a wide stance and has a pronounced chrome element too, that accentuates the width.


Coming to the interiors, no doubt the cabin is roomy. It is finished in all black. It comes with the first industry interface the ‘smart play infotainment with Apple car play’. It has a preloaded map- Wow. The MID- Multi Information Display surely gives it a sporty look. A few things put very catchy are the ORVM, ARRVM.

ORVM- One Touch Rear View Mirror

IMG_7608ARRVM- Anti Reflection Rear View Mirror (for night)

The tilt and telescopic steering, a rare interface for Maruti Suzuki makes Baleno ahead of its class.

Both the variants including the CVT are comfy, handy and smooth to drive. This time steering and suspension have been given much attention which is a good thing. The car has a mature feel about it and ride quality is pretty good- front and back.

Lastly how can we forget the class leading fuel efficiency of a whooping 27.39 km/l in its diesel model and a pretty good 21.4 km/l in its petrol variant.

For Maruti to have needed success for its Nexa plan, Baleno has to be super duper hit, which it has, isn’t it? So it’s a nice little Diwali surprise from the country’s largest carmaker. A Baleno hit!!


  • Interior platic quality is not that good

Here’s a look at where the price of where the Baleno stands when compared to the Honda Jazz and the Hyundai i20

Maruti Suzuki Baleno

1.2 VVT – 4.99 -7.01 lakh (CVT: 6.76 lakh)
1.3 DDiS 190 – 6.16 – 8.11 lakh

Honda Jazz

1.2 I-VTEC – 5.34-7.89 lakh (CVT: 7.03-7.89 lakh)

1.5 I-DTEC – 6.53-8.63 lakh

Hyundai i20

1.2 Kappa VTVT – 5.34-6.97 lakh

1.4 U2 CRDi – 6.45-8.28 lakh

BMW India has launched the 2015 BMW X6 M and 2015 BMW X5 M in Chennai today. Prices start from INR 1.55 crores for the BMW X5 M and INR 1.6 crores for the BMW X6 M (ex-showroom).


Both, the BMW X5 M and X6 M get a kidney grille with double slats, large three-part air inlet in the front apron, and M twin tailpipes. Inside, the two cars get hallmark BMW driver-oriented design, new multi-functional M leather steering with integrated aluminum gearshift paddles, leather-trimmed BMW Individual instrument panel, center console with knee pads, M-specific gear selector lever, driving dynamics buttons and sill finishers with model lettering as standard provisions.


Moving on to engines, both, the X5 M and X6 M, are powered by a 4.4-liter twin turbo V8 engine, which produces 575 hp and 750 Nm of torque. It is paired to an eight-speed M Steptronic transmission with Drivelogic, sending torque to all four wheels via the xDrive system. This enables the X5 M and the X6 M to reach 0-100 km/h in 4.2 seconds, before reaching their limited top-speeds of 250 km/h.


BMW India also opened its first M Studio in the country, where both models will be exclusively available. It is located in Mumbai, and plans to open further outlets in Delhi, Chennai, Bengaluru, Ahmedabad, Pune and Hyderabad.

Polestar Cyan Racing will enter the FIA World Touring Car Championship in 2016 with two Volvo S60 Polestar race cars as start of a multi-year programme.


*Volvo Company to use WTCC’s global platform to showcase technology and performance
*WTCC participation to write an exciting new chapter in Volvo’s long Motorsport history and                   touring car heritage
*Five car manufacturers now represented in the WTCC

Premium car brand Volvo, through its Polestar performance brand’s motorsport partner Cyan Racing, will enter the FIA World Touring Car Championship under a multi-year agreement from 2016, Eurosport Events, the WTCC promoter, is thrilled to confirm.


Polestar Cyan Racing will try to win the world title with the brand new Volvo S60 Polestar TC1 race car. ”This is a great day for all of us at Polestar Cyan Racing to announce our assault on the FIA World Touring Car Championship, a program that boils down to one thing; to bring the world title to Sweden,” said Alexander Murdzevski Schedvin, Head of Motorsport at Polestar.

Volvo says the all-new S60 Polestar TC1 race car carries the legacy of the 240 Turbo, featuring a newly developed 400hp 4-cylinder turbo engine based on the new Drive-E Volvo engine family.


The 2016 FIA World Touring Car Championship will be contested over 12 race weekends. The provisional calendar will be revealed shortly.


Ford finally dropped the official U.S. specifications figures for its new Focus RS hatchback. With 350 horsepower and 350 pound-feet under the hood, the RS delivers even more power than the maker initially announced. The most impressive feature is the car’s new “stall recovery” that eliminates the needs to manually restart the engine or move the gear selector to neutral as this innovative technology simply pushes the clutch back in. Ford also confirmed that production of Focus RS will begin later this year.

• Unique 2.3-liter EcoBoost® engine powering all-new Focus RS certified at 350 horsepower at 6,000 rpm on way to 6,800-rpm redline

• Exclusive Focus RS turbo makes peak boost of 23.2 psi, with peak torque certified at 350 lb.-ft. at 3,200 rpm

• Innovative Focus RS feature restarts engine for drivers in the event of a stall.

The unique EcoBoost® engine in the all-new Ford Focus RS will produce 350 horsepower – far exceeding original estimates of 315 – along with 350 lb.-ft. torque.


Today’s Engine Stop-Start Technology

The system uses Engine Stop-Start, a technology that utilizes an oversized starter motor to let your engine take a breather at stop lights and stop signs.

The way the system works on most of today’s Fords is thus:

  1. You get to a stop sign, depress the clutch and hit the brakes until you come to a halt.
  2. You take the shifter and toss it into neutral
  3. You let off the clutch. The engine stops.
  4. The light turns green. You depress the clutch. The engine fires up.
  5. You shift into gear and get moving.

With Ford’s Stall Recovery Feature

Ford’s Stall Recovery feature uses all the same hardware found in the standard run-of-the-mill Stop-Start system described above, but adds a few lines of code.

These lines of code allow you to stay in gear and simply depress the clutch after stalling. The overweight starter motor then cranks your engine over, and you can get on your way.

If you stalled a vehicle with Stop-Start that did not have Stall Recovery (like the one mentioned in the last section) and you didn’t want to start the car with the push-button, you’d have to put the car in neutral, then depress the clutch, at which point the engine would fire by itself and you could go back into gear and be on your merry way.


Ford Focus RS is the latest car to be unveiled as part of a new golden age of Ford Performance. The plan calls for bringing more than 12 high-performance vehicles to market worldwide through 2020.




General Motors will launch the much-awaited, new Chevrolet Trailblazer SUV in the Indian car market on 21st October, just ahead of the festive season.


Chevrolet Trailblazer is designed to harmoniously combine the performance of an SUV with the efficiency of a crossover. With exceptional maximum cargo space, you can pack to prepare for all the challenges you’ll face on your journey. Whether you’re traversing a mountain pass or cruising the highway, the Trailblazer is your ideal sidekick. Wherever you want to go, it goes with you—all the way.


The car weighs in at 2068kg and has a wheelbase of 2,845mm, with a massive ground clearance of 231mm. The fuel tank capacity stands at 76 litres. On the looks front, the new Chevrolet Trailblazer SUV is burly, like em all big SUVs do and has projector headlamps. It is based on a ladder frame chassis and gets 18-inch wheels. On the inside, the new Chevrolet Trailblazer SUV has black dashboard with beige upholstery, a Bluetooth-enabled touchscreen infotainment system, multifunction steering wheel, leather seats with electric adjustment for the driver and automatic climate control.


Though there are many engine options available in the international market, India-spec Trailblazer will be sold only in second-generation 2.8-litre Duramax four-cylinder turbo-diesel engine that develops 197bhp of power at 3,600rpm and 500Nm of torque at 2,000rpm mated to six-speed automatic transmission. This also means that the Trailblazer will be the most powerful vehicle in its segment when launched. The SUV is built on body-on-frame chassis.


The Nexa, the newest destination for Maruti’s premium models, will welcome the second model to its showrooms in October. Ahead of its launch in the country, some of the dealers of Nexa have opened the bookings for Maruti Baleno with a down payment ranging from Rs 11,000 to Rs 25,000.


The Upcoming Maruti Suzuki BALENO has been sighted inside the factory premises by curious journalists. From the first look, where the vehicle is seen partially clad with a fabric cover, it is clear that the Maruti Suzuki BALENO will be mainly based on the Swift. The overall design language will be borrowed from the premium Kizashi owing to its modern approach.

Engine, Performance and Mileage of Maruti Suzuki BALENO

Technical specification for Maruti Suzuki BALENO is unknown for now. If reports are to be believed then the upcoming Maruti Suzuki BALENO will be available in Petrol as well as diesel trims. The petrol version is likely to be available in 1.2-Liter and 1.4-Liter configurations, whereas the diesel version will be powered by 1.3-Liter engine. To make it more competitive, the company might also think of plonking an automatic or an AMT transmission unit in one of the variants.


All variants of the Baleno will reportedly get ABS, EBD and dual front airbags.

Maruti Baleno specifications:

  1. Length: 3,995 mm
  2. Height: 1,500 mm
  3. Width: 1,745 mm
  4. Wheelbase: 2,520 mm
  5. Ground clearance: 180 mm
  6. Wheels: 195/55 R16

Maruti Baleno engines:

  1. 1.2-liter VVT Petrol produces 84 PS at 6,000 rpm and 115 Nm of torque at 4,000 rpm
  2. 1.3-liter DDiS Diesel produces 75 PS at 4,000 rpm and 190 Nm of torque at 2,000 rpm


Maruti Baleno colors:

  1. Granite grey
  2. Solid fire red
  3. Premium urban blue
  4. Autumn orange
  5. Metallic premium silver
  6. Pearl arctic white
  7. Ray blue


Maruti Baleno variants:

Maruti Baleno Sigma: dual front airbags, ABS, EBD, front power windows, central locking, tilt steering, gear shift indicator

Maruti Baleno Delta: automatic AC, rear wiper and defogger, electrically-adjustable and folding wing mirrors with turn signals, rear parking sensors, steering mounted audio controls, Bluetooth, 60:40 split seat, keyless entry, power windows for all doors, optional CVT variant

Maruti Baleno Zeta: telescopic steering, UV-cut glass, leather-wrapped steering and gear knob, LED daytime running lights, automatic day/night internal rear view mirror, alloy wheels, automatic headlights with follow-me home, foglights, keyless entry and go, height-adjustable driver seat

Maruti Baleno Alpha: projector headlights, reverse parking camera, touchscreen SmartPlay system

The Baleno will be sold through Maruti’s NEXA chain of dealerships. It will have its market launch on October 26, reportedly.

Ford India has launched the all-new Eco-sport compact SUV at a starting price of Rs. 6.79 lakh (ex-showroom, Delhi). The new car retains the assertive front-end but now gets revised head-lamps with day-time running LED’s.


“With more than 200,000 proud owners and counting, Ford Eco-Sport has successfully created a benchmark and continues to be received extremely well for its quality and value package across the globe,” said Nigel Harris, president and managing director, Ford India. “Ahead of the festive season, we have made our clever, compact SUV even more stylish with a host of smart features and enhanced power to delight consumers.”


On the outside, the 2016 Eco-Sport is now equipped with a signature LED light guide, non-LED daytime running lights and a new ‘Golden Bronze’ color is added to the palette. Features on the inside now include automatic headlights, automatic wipers, electrochromatic internal mirror, interior chrome pack, and a leather wrapped handbrake.

On the mechanical front, the 1.5-liter TDCi diesel engine is now retuned to produce 100 PS and 205 Nm of torque, as compared to the earlier 91 PS and 204 Nm. Fuel efficiency, as a result, has gone from 22.67 km/l to 22.27 km/l. There are no changes to the petrol engines.


The new EcoSport gets a new colour, Golden Bronze, and is now available in 8 body paints: Mars Red, Diamond White, Panther Black, Kinetic Blue, Moondust Silver, Chill Metallic and Smoke Grey.

Ford EcoSport Ambiente

FM/AM radio with aux, USB and Bluetooth connectivity, Tilt+telescopic adjustable steering, power adjustable ORVMs with integrated turn indicators, front 12V power socket, fully fold-down rear seat

Ford EcoSport Trend

Height-adjustable driver seat, 60:40 split seats, Steering-mounted audio controls, tachometer, ABS with EBD

Ford EcoSport Trend+

Dual front airbags, silver painted roof rails, automatic climate control

Ford EcoSport Titanium

Keyless entry with push button start, 16-inch alloys

Ford EcoSport Titanium AT

Side and curtain airbags, Hill Climb Assist

Ford EcoSport Titanium+

Leather-wrapped handbrake, automatic headlamps, automatic wipers


A modest refresh for the 2016 model year means the A6 looks better than ever, With Quattro all-wheel-drive and an eight-speed automatic, even the entry-level four-cylinder A6 feels quick off the line and around town.

01-2016-audi-a6-fd-1 (1)

Out of the four engines Audi offers in the A6, the turbocharged four seems the least exciting. The supercharged V-6 is the Goldilocks motor, the turbocharged diesel the gas mileage champ (and thankfully, not part of the recent VW/Audi diesel fiasco), and the twin-turbo V-8 in the S6 is sweet thermonuclear overkill.

On the other hand, the 2.0 liter turbocharged inline-four is the same motor found in the smaller A4, the even smaller A3, and it’s similar to the engine found the Volkswagen GTI. It’s great in those little vehicles, but I was worried it wouldn’t have the guts to haul the A6 around.

When it comes to styling, evolution, not revolution, has been the key to Audi’s success. From the outside, the A6 has changed little over the years—but few people are complaining.

The Audi ‘Drive Select’ system lets you flip the car from relaxed to sporty at the push of a button. Radar in the rear view mirrors keeps watch for cars in your blind spot, while sonar sensors let you know when your bumpers are closing in on other cars when parking. (The incessant beeping they make was my friends’ sole quibble with the car. The sensors are too sensitive for a typically tight New York City parking space, so snaking the A6 into a spot sets off a ton of high-pitched squealing.)

Serving up a smorgasbord of style, comfort and technology, the Audi A6 offers a great package for anyone looking to buy a solid all-around luxury sedan. Sure, the 2.0T badge on the back may not be as prestigious as one that says “V6” or “V8.”

With its bold new front grille, angular headlights and creased sheet metal, the 2016 Audi A6 fills rear-view mirrors with attitude

Sport mode keeps the transmission in a lower gear, so the power is always right there when you need it, even at the expense of some MPGs.

The MMI navigation plus system not only controls the stereo, the navigation, and many of the car’s other secondary controls, it also lets you write in addresses with your fingertip using the track pad.

A smaller engine doesn’t mean a compromised luxury car


Turns out, that little four-cylinder is more than enough to scoot around roughly two tons of luxury sedan. Granted, 252-horsepower may not sound sexy in an era when Audi has five cars in their lineup making more than 500 horses. But for everyday life, it’s more than adequate. Besides, as sexy as horsepower numbers might be, it’s the 273 lb.-ft. of torque that give the A6 real-world scoot, delivering a belt of acceleration right off the line.

The Quattro all-wheel-drive helps get the power down evenly, in wet or dry weather. Yet it’s the eight-speed automatic transmission that does the most to help the engine, picking and choosing the best gears for zipping through the city.

Maruti has launched the limited edition Maruti Swift Glory, with a host of cosmetic and feature changes.

The Swift Glory edition is based on the VXi/VDi trim.

The Swift Glory petrol variant returns 20.4 km/l while the Swift Glory diesel is good for 25.2 km/l.

On the outside, the Swift Glory Edition gets a contrast red roof, blackened C-Pillars, contrast wing mirror caps, side body decals, racing stripes, a rear spoiler and an aero kit with side skirts. The contrasting red theme extends to the cabin with dual-tone red-on-black seats, cover for the steering wheel and gear knob, and new floor mats.

On the feature front, the Maruti Swift Glory Edition has a 2-DIN Bluetooth-enabled music system, reverse parking assist and a rear-view camera.


The Swift Glory edition is available on the VXi and VDi variants of the hatchback. These variants offer ABS and EBD, but are devoid of airbags, alloy wheels, automatic climate control, smart entry with engine starter button, steering mounted controls and a rear wiper/washer.

There are no mechanical updates to the hatchback.

There are no mechanical changes in store. The Glory Edition VXi is powered by the 1.2-liter K-Series engine developing 84.3 PS and 115 Nm of torque, whereas the Glory Edition VDi, powered by the 1.3-liter DDiS diesel engine delivers 75 PS and 190 Nm of torque. Both engines feature a 5-speed manual gearbox. The VDi variant of the Swift also gets ABS and EBD as standard.

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