Datsun GO Plus MPV Test Drive And Review In India

Datsun’s entry was meant to show Indians a new line of options in the already clustered yet confused market of masses’ cars. The promise was delivered quite for a few notches. Earlier, the proper hatchback, dubbed as “GO”, sold at the price of a compact car and even the so called MPV “GO+” lined up at the sales floor is about to depict the same story once again.

A chance behind the steering wheel of GO+ made the vision clearer of how that partly called MPV in the skin of ‘estate’ feels when pulled out on the road.


Honestly, GO hatchback hadn’t disappointed for that given price tag. The challenge before engineers was to make the similar promise more acceptable when added with the sheet of metal over rear pillar in GO+, and turn into a spacious model without harnessing price point very distantly. As a whole, the outcome is genius. GO+ looks a complete new car, instead not a stretched version of the hatchback. Lowering end of roof and the length compressed less than 4 meters with the raising beltline successfully cut chunk of masses. It appears pretty sizeable and adorable both with that same GO front grille inclusive of other fixtures. The flick at front bumper is appreciable to make that appearance more eye-soothing.

Datsun GO Plus MPV


Model given was the top-end but still it felt like the basic trim. An only good gimmick that happened to be there was AUX connectivity.

Other than that, the plastic and numerous cost-cutting efforts can be seen in abundance. Even the company had given manually adjustable seat belts, whereas they should have not dropped out on that which is really a concern for safety. Seats lack good thigh support and paltry padding at the back makes it to go a bit uncomfortable for long runs. Must admit, the rest of cabin is crafted to suit the price for which it is going to be offered for, and nothing exceptional.

Datsun GO Plus MPV Interiors


Despite the added weight, engine still feel that punchy to take on the roads with eagerness. The revs are pretty confident to roll on any of the given road condition in India. Even when packed to the core with all the passengers, power doesn’t feel less than the appropriate. Talking about suspensions, they are stiffened and able to handle the bumps (even when the car is packed to the fullest). Corners and other undulations are soaked up but due to improper insulations the noise filter inside the cabin. Gearshifts are savored for the light response whereas the tyres don’t offer that much of grip. Otherwise, the light steering and well-grim brakes makes the job easy further.

Datsun GO Plus MPV Test Drive And Review In India


The drive of car isn’t there to complain of. Every bit falls easy on the hand. In fact, shortcomings can be experienced at the cosmetic side of cabin. To make that very brief, it is rather not to expect a plush interior. Well, the third row is a total impractical effort for anyone to sit there. Only kids can go well with it that of the age below 5 years, otherwise one has to duck down upto the seat. It’s better to fold down the third row and use that space for the luggage, like it used to be in ‘estate’ kind of cars. Datsun GO Plus is a proper five-seater. No complaint looking down to its price tag.

Datsun GO Plus MPV Test Drive And Review In India

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2014 Skoda Rapid Test Drive And Review

Going fast is old, but going Rapid is all new, and here’s what he hope the Skoda had envision before getting the 2014 Rapid to market.

This new entry level saloon of Skoda is almost similar to the outgoing version, but Skoda performed some remarkable changes to make it a better competitor against the new Honda City, all new Ford Fiesta, Sunny facelift and more.

Exteriors/Styling & Design:

Firstly, the major change starts from the front itself, and that’s none other than the projector headlamps. It is projected to give a better visual appeal to the car. And apart from that, this Skoda also has the all new logo of the company earmarked everywhere from front to rear.

Sides and rear remains the same, except for the new logos. Changes apart, the car also gets fifteen-inch wheels on the Elegance trim, where the lower trims are shoed with the fourteen-inches.

2014 Skoda Rapid Test Drive And Review


Time for interiors, the steering is all new with three spokes, and the controls mounted on it pose to be late entrants in the market. USB, aux, MP3, Bluetooth connectivity and SD card compatibility enhances the package further. All variants except the base one gets airbags and ABS. The Elegance trim followed by Ambition Plus gets airbag for the passenger too.

Thoughtfully, Skoda also makes available the leather package with the 2014 Rapid, which gets the leather on steering, gear knob and seats. The automatic climate control on the top-end is the last addition to pinnacle.

Skoda Rapid Interiors

Engine and Technicalities:

On the technical front, the new updated Skoda Rapid derives the same engine of 1.6-liter petrol and 1.6-liter diesel powering the output of 105bhp. The difference in the engine bay of both the fuel trims occurs with the number of torque, as only 153 Newton Meter is delivered from the petrol motor, whereas the diesel churns out a hefty 250 Newton Meter. Paired to it are the 5-speed manual gearboxes, where the 6-speed automatic is only made available for the petrol buyers.

The engine is ultimately refined amongst its category, which brilliantly revs upto 5,500 rpm and the 0-100 kmph is jolted in a jiff of something near to 10 and 11 seconds.

2014 Skoda Rapid

Drive and Handling:

Likewise, the other Skodas available in India, this car on the drivability is a total frolic. The ticker swiftly moves to the north, and toward redline too is not a hectic at all. Every time the pedal is hit in each of the gears raw power of the car can be felt desirably. Sharp turns and dive into corners tendered smiles to our faces every time. Complementing to it is the astonishing fuel-efficiency. Our car clocked notches-near-to 14 and 15 kilometer per liter overall, which was also bound to go up to till 18-19 kmpl if run solely on highways. The braking to pull out the fun in time before its gets too late is sufficient which locks the wheels in over almost no time.

New Skoda Rapid


The 2014 Skoda Rapid poses as a great buy for the money value, and also never turns down the enthusiasts with its dashing performance. Competition in the market is already risen a notch above. The new features added on 2014 Rapid are going to help this entry-level Skoda sedan for some more time. But, we guess, the all new Rapid must be there in the works that shall definitely make the Skoda to mark a return to this segment with “Vengeance”!

Skoda Rapid Test Drive And Review

Nissan Sunny Facelift Test Drive and Review

Nissan’s Sunny side is up. The new Sunny, or can be said as the Sunny facelift, is about to launch in the coming month, but we got our hands onto it before it reaches the showroom.

Though, cosmetic changes only experienced. The technicalities were restored from the existing version.

On the cosmetic front, the Sunny facelift headlamps played the daunting task of differentiating it than the older one. Deeply penetrated into the bumper, headlights reminded us of it for being a true-blue Teana sibling at the first sight. Complementing it further was the more radical front grille which now is showing up as the enhanced face of the model plate. Minute nip and tucks returned it as a complete satiable package, with the chin been tidied. The chrome around fog lamps has nothing to do more obtusely with the newness, like the new tail lamps. The good thing that Nissan planted on this car is the black splitter at rear which actually cuts off the bulky 490-liter boot into a finely positioned element. The top-end variant of Sunny facelift gets new pieces of alloys, if specifically said they have 12-spoke.

On interiors, thankfully there was more number of changes than the exteriors. Firstly, the steering wheel which is inspired by Teana, had blissfully placed the buttons on itself in silver finish. Overall, plastic quality is good, and now the car got more premium feel with the beige interiors. This time, Nissan had played all the aces right – seemed from the oodles of sense-pulsating factors like chromed dials, leather-wrapped steering and such. In the high-end variants, customers are drawn to get the leather seats and leather covered gear knobs. The two-DIN music system with Bluetooth is borrowed from the Micra, which is not a bad thing at all here, but above it the dash also holds screen for reverse parking camera.

Nissan Sunny Facelift Test Drive and Review

Moving at the rear, the acres of legroom and shoulder room does ends up claiming Sunny facelift of being a roomy and airy car which can be hold onto for the chauffeur-driven title very well. The thigh support at rear was a bit bothering, while the rest of the dimensions and inclusions were completely fine; we mean the experience can be plotted at additional notches than just being ‘fine’.

  • Engine:

As said above, the technicalities are restored from the existing version. Hence, the same 1.5-liter HR15 petrol engine of 99PPS@6000rpm with 5-speed manual and 101PS@5600rpm in CVT both along with 134Nm of torque @ 4000rpm was found doing its duty. The famous 1.5-liter K9K dCi diesel engine of 86PS@3750rpm and 200Nm of torque @ 2000rpm was married to 5-speed manual.

In return, the drive and handling is the same as it was earlier.

  • Conclusion:

Nissan Sunny Facelift is bragged to be launched in 8 variants inclusive of all the trims. The pricing, they said, would be Rs 30,000-40,000 costlier than the outgoing model, for which the changes doesn’t felt overpriced to us. A good competitor in the market against the new Honda City and its likes, Nissan Sunny facelift is a car most preferred to be driven by the chauffeurs, so at the time making choice, do remember, it isn’t a Car, instead it’s a Caaaaaaaaaarrrrr!!!

Nissan Sunny Facelift Test Drive and Review

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2014 Fiat Linea Facelift Test Drive and Review: 1.3L Multijet Diesel

Despite being very Italian in nature, Fiat still find its cars struggle hard to sell in numbers against the Maruti and Hyundai in India. Fiat sells a lot of its 1.3L Multijet diesel engine to various brands, that it seems almost every diesel car running in India are being deployed with the same. Selling that same Linea since 2009, a round of applause must be raised for Fiat for not carving out significant change during those past five years. Available in three engine options, 89bhp naturally aspirated 1.4L petrol, 112bhp 1.4L turbo-petrol (T-Jet) and the very favourite 1.3L Multijet diesel of 92bhp; turning down the petrol versions, we asked Fiat to send us a 1.3L Multijet diesel powered new 2014 Linea facelift for a test drive. And mentioned here are the first hand details we drawn on it when laid our hands on a one fine day.

On the front, it is a very much sophisticated and very Italian car on every bit. It got all the boxes ticked right by deploying chrome stark everywhere. The front grille received dual slats in chrome, while on the downside fog lamps and that whole lip spoiler, inclusive of air dam, from one end to another is done with that metal-kind shinning flair. However, it was easily remarkable the 2014 model is all new, and is Linea too. Must say, the black inserts on the backdrop of chrome structures is working impeccably, can be only thought by Italians.

2014 Fiat Linea Facelift

Moving inside, the cabin is completely revamped. It is refreshed and feels airy, not because the windows are enlarged, but the fabric and colour scheme used are adding value to it. Beige and black colored dashboard, nifty audio system, finer plastic grains, new console are the things to talk about. Yet the digits on the coveted floating hooded new dials may fall tough to read when on zest, but in still image they do feel super. Those bonks-type oozed out dial enclosure to speedo is the perfect fit. And the most remarkable change that this new car got is the ambient lighting, which makes its customers feels special during night. The model that we were driving was the Emotion variant of Linea facelift, where its seat fabric is meant to be matched to the leather quality, which it doesn’t. The covering on steering and gear knob feels true leather, but not on the other components of car. Front passenger gets an armrest and some cubby holes all around. The space chink that was one the top of dashboard is of more utility, which can be used for keeping sunglasses and other tit-bits on the go.

2014 Fiat Linea interiors

The bottle holder and mid-size door pockets are of great utility for front row too. The knee room wasn’t that generous to the tall person like me. Meanwhile, on the rear, the seats were bolstered with great comfort. Leg room and thigh support find interests with short-heighted, instead of the long ones. Central armrest with cup holders completes the pinnacle. The rear AC vents doesn’t seem making an exception to the ongoing trend. Needed not to forget, the door panels were carried over but the quality feels better. The last and the least not-so-liked feature of the 2014 Linea inside cabin remain the regular ‘power-windows’. They are not anti-pinch, so children on the drive shall be taken care of while rolling the windows up. The top end variant also gets a sun-down cover for rear wind-shield.

Fiat Linea Facelift 2014

On rear bench, there too are number of cosmetic changes. Major one is the change in number plate fixture. Earlier it was marked on the bumper, now shifted to the boot lid. The rear bumpers inclusive of front bumpers are revamped. With that minute tweaking Fiat managed to slap a one more chrome strip on the rear bumper, in addition to the side chrome skirts, for an additional price-value proposition factor. The boot lid too gets a complete makeover. The boldly encrypted LINEA over number plate enclosure is found making more promises than the brand itself. And if we aren’t wrong then the tail lamp cluster too are new, as it was fitted with one more diode which was touted for the highway driving. It remains sharp all the time, and warns other drivers like that of the fog lamps. Boot space is quite generous, but what we noticed is the Fiat sedan received hydraulic suspension for the opening of tail gate.

On the safety front, the Linea isn’t a safety-vault cocooned car, but it has enough of it to delight an average Joe. ABS with EBD, passenger and driver airbag, reverse parking sensor, and more importantly the safety-belt alarm are the ones to be named in the list.

Drive and handling experience remains tried and tested of Linea throughout the time for 1.3L Multijet. Though, already the brand made no changes in the drivetrain, so hitting the mark and attending the curve walks in through that same old road-sticky manner. There is a turbo lag till 2000rpm, but even after that the boost doesn’t comes out as what it is been expected of. Steering gives a bulky feel, but the good old good suspension eases up bumps-jumps. The potholed-filled tarmacs don’t bother either, because the ground clearance is also notched to 190mm. So, if by mistake u hit a speed-breaker at the speed of 45kmph, like what we had done accidentally, it would only grace a hitch and not the screeched or dents. Rain-sensing wipers and automatic headlamps appear of an important aide, while the top player in the list remains that “Cruise Control”, which is the first in segment. 2014 Linea facelift is done with front discs and rear drum, except the one variant T-Jet that gets discs on all four. We tried to hit all the best on it, but couldn’t find it manageable to drift it on roads, due to lack of power despite bestowed with the Turbo. But when rolled it out on the dirt, drifting was a child’s play. Now seriously, the city driving made keep shifting between the cogs, so to upkeep with the inner roads one needs to keep his temper control in composition with the gearbox. Even the open-stretches and highways feels to be better outdone by others, because of the lack of sixth gear; if added would have pumped in better power and improved fuel-economy.

2014 Fiat Linea Facelift Test Drive and Review


Overall, the 2014 Fiat Linea is a good product for the money value. Oodles of chrome, much integrated sophistication, end number of features and Italian style on every deigned cue are the things to talk about. Hence, the turbo lag is making it to stay behind the rivals, but an added feature of Cruise Control manages to sail it swiftly. Modern technicalities and a good music system with all the needful embellished, this car doesn’t needs an additional attention after the showroom. All is done and said, the 2014 Linea is a good job and the carmaker had changed the world of its sedan at a very minimal cost. We love Italians because of their outstanding design than others, which make them to stand separate even in the crowd of a thousand. Hope so, the development on the after-sales service of Fiat must improve sales numbers, likewise the increasing number of its dealerships.

2014 Fiat Linea Back View

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Datsun GO Review and Test Drive

Datsun, the cost-effective brand launched by Nissan, has the first product on its launchpad “GO”. The aspiration range in gigantic numbers for the carmaker, and we are invited to find out that does it seems enough to give a tough and gutting competition to the India’s most selling and one of the top three best sellers Maruti Alto? Hopefully, the test drive session was called in the city of Hyderabad, and we found out what the engineers from Japan have clocked beneath its simple yet appealing looks. Read more here to find out, has the Datsun GO got those streaks right in the pinnacle of GO.


On the first look, Datsun GO dons simple yet basic attire. The car that was given to us was of light blue paint shade, the one that the brand is seen marketing through, which also seems to be its flagship shade. So its first impression to it was quite soothing to our eyes. It was the paintjob that we were expecting to have on our platter for the tests too. The D-shaped front grille, flanked back headlamps and three air intakes on the front panel guts us to be revealing some more interesting ferns throughout the body. Connecticut, the sides also has gone through crispy creases, which the other cars in the segment may not have parched through. Overall, the aerodynamics ranging from the headlights adjoining to the Datsun logo on bootlid is impressive from a car of this category.

Datsun GO Exteriors

The combination of tail lamps and bootlid flapping is swiftly adapted ranking it to the category of hatchback. It remains an articulated fact that Datsun GO shares most of the spaces with Micra Active, but it is never meant to be uttered that the carmaker wanted to go down the line and sell its cars, without harnessing its existing brand image, which also sells the niche brand like Infiniti in the abroad and Teana in India.


On inside, the first and the most remarkable tip that was noticed by us was the bench-type front seat. It reminded us of those good old Fiat and Ambassador days; but sitting on the driver’s seat was worth having an experience. Starting from the dashboard, it is compiled of three different colors, and three spoke steering wheel, which everywhere is been donned with the plastic. The grain quality feels of average quality – not too high or too low. The second fact that will grab the attention after the seat is ‘gearbox and hand-brake’. The gear and hand-brake sticks are clustered in the dashboard, and is the only sort to have paved way for the single-platted seat of more convenience. When asked about having such sort of seat, the carmaker replied to have been designed it keeping in mind the utility factor, which can be used for keeping maps and other objects during the drive, rather than placing them on the floor or elsewhere. The leg and shoulder room inside are the class-leading due to the extensive wheelbase of 2,450mm.

The boot space even is consisted of 297 liters, which is groped subtle with nicely pierced in depth. Luggage will not be problem for the family of four. The car on inside as well on outside is basically designed keeping in mind the first-time buyers. The value for money remains the main focus for planting up those metals in place. Just to affirm that, the Datsun had also not left behind the technological aspect of the young generation. Four AC vents, two speakers, and docking station with USB (for charging) are said to be standard on all variants. To be specific, the top-end variant will be having power windows on front, while the manuals on rear.

Datsun GO Interiors

The seat fabric is draped in equation of quality-money asked. The only disappointment that we seems was have to be taken care of is, the connectivity of smartphone to the dock with a USB wire, instead of upgrading it to the Bluetooth connectivity. But it feels quite lucrative to have even the docking station on it, because rivals are still far from the said. The wipers acts automatically on sensing the rain or water for top-end variant. Follow-me headlamp feature was also experienced.  We were informed that, the three different variants of GO will have the trimming of features in form of power windows for the mid-variant, and the power windows as well as power steering for the starting one. The other features may remain the same. And in the last, the Nissan’s sub-brand had also pleased us by placing the bottle holders in front doors, of 1.5L each, which feels of great utility after a long tiring drive. We believe, that’s enough of the aesthetic gimmicks, shall now move towards the technical ones, with the driving experience.

Ride and Handling:

Likewise its cosmetic fronts, with no disappointing feedback, the ride and handling too remain outstanding. Firstly, the car feels impressively high from the ground, when taken the charge of driving seat. And after the ignition process, that is while moving out of the parking lot, it felicitated us with the smile on our faces. All because of the shorter turning radius and the first thumbs-up from a group of ladies who were probably the college goers, peered into our car’s front to get its cute glimpse and also a snapshot from their smartphones. The thumbs-up were then followed on our test too, with some from the bikers, and also a one from an Alto owner. Talking its technical aspirations, all of them were drawn from the three cylinder 1198cc petrol engine producing 68PS @5000rpm in term with 104NM of torque @4000rpm. The top-speed that our odo clicked was the 165kmph, but some of other media friends had made to the 170kmph without a hick. Even the more power strokes were also meant to be experienced if the noises from underneath the floor wouldn’t have stopped us there. Hope so, those noises may be on the media trial vehicles only, which could be resolved in the showrooms one. The 120kmph can be attained like a child’s play. To the science behind it, we can safely utter that, the Datsun GO is altogether the same Micra Active under the skin, because of its driving feels like a “Hatchback”.

Datsun GO Engine

That additional number of speed, comparatively with the Active, was due to the reduction in weight. In the nearby tout, gearing distribution can also be held responsible for it, which was shorter in first two gears and longer in the latter two. So the city driving is lucrative, whereas the overtaking on highways may need a downshift depending upon driving conditions.

The suspensions were of subtle inputs. Bad roads to an extent lent us some unsettled bumps, but the regular tarmacs haven’t impacted the noise to leak. It remains undoubted the GO has a lot of body roll. But it can be handled upto an extent on its 13-inch wheels wrapped with the 155/70R13 tubeless tyres.


The Datsun GO is altogether a winner on the hand, which is needed to be supplemented by the outstanding network of service and repairs. We believe, it is going t change to scenario for Maruti and others who were ruling the roost for many years. The fuel economy that ARAI has claimed is of 20.6kmpl, and so our mix-drive of city and highway made a progress of something near to 17-18kmpl, which is almost somewhere near to its rivals. But the charm that it seems to have retained with it is the low pricing of spare parts so as to encourage many of the first-time car buyers. Expected to be launched in the category of sub Rs 4 lakh (ex-showroom) it has no rivals coming near to it in the vicinity of glazing accomplishments. And if proved successful, then the hatchback-derived A+ segment car of Datsun will definitely make way for the Nissan cars and also the MPV GO+. So guys, we say, don’t wait, GO and test drive once when it will be launched. It is worth doing that, trust us, especially the first-time car buyers.

Rating: 9/10

Datsun GO Review

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Mercedes-Benz C-Class Edition C: Test Drive and Review

Mercedes-Benz Class is been in existence on this planet from 1982. But when the German based carmaker sold 1million units of it globally, it then decided to give Indians a gift of exclusivity for the same, which is dubbed as “Edition C”. However, the Edition C is nothing but the cosmetic change of Mercedes-Benz C220 Cdi (diesel variant). However, the carmaker has said to be rolling it out only in 500 units for India.

Hence, the above said were the trivias about the vehicle, but is the Edition C is really worth buying a one for the price of Rs. 39.16 lakh ex-showroom Mumbai. With a difference of Rs 3.36 lakh between the regular C-Class and the Edition C, it remains a question popping against the rivals like BMW and Audi whether the new Merc should be bought or not. We solved the myth by driving the vehicle, given just for a short distance at the launch venue. Hope so our experience mentioned below may clear all the queries related to it.

Mercedes Benz C-Class Edition C


For aesthetics Mercedes-Benz looks promising with next-to zero naggings paid to the Edition C. The AMG body kit on the outers, and slightly smoked headlamps pose as major changes. The starching lines and rest of them remained unchanged. Marking the exclusivity, an “Edition C” metal stag is stamped on the sides. The said Edition C badges are not so big in stance conveying the limited edition, but those AMG style kit on the front is enough to snob all of the rest for the new assorted C-Class looks. Chromed exhaust tips at rear dips the last call of Edition C.

Overall for the Edition C exteriors, we found it more lucrative and engaging than the conventional C-Class. In fact the 220Cdi dopes out all the sophistication, and fizzes in the racing aspiration. It seems the designers at Merc backend may have paid their effort in the form of enormous time as well as creativity.

Mercedes Benz Back View


Complementing the exteriors, interiors too is dignified with number of assortment. Once inside, the black suavely-fitted Alacantra leather is one of the delegated things to talk of. Blue contrast stitches running across seats makes the experience more adrenaline packed. Microfiber dashboard is now delved with silver trim instead of woods, with contrasting stitches running across. The best that we had experienced was the ‘sunroof’, and those adjacent AC vents thatched very next to it. The engineering part of German has come to an ultimate experience when we saw the inching gap between second row AC vents and sunroof, and also the vent’s positioning in alignment with rear passenger seats. Tailing the notch further, SAT-NAV comes as a standard feature for Edition C. The number of buttons remains the same on central console, to confuse for every bit of second, but will be getting used to if driven for hours.

Mercedes-Benz C-Class Interiors Mercedes-Benz C-Class Interiors View

Mercedes-Benz C-Class Exteriors

Technical & Ride Experience:

Just as said above, engine specification remained intact to what it was been on the conventional 220Cdi. The 2143cc turbodiesel engine of 167bhp mated with 7-speed automatic gearbox is enough to give a nice bump over the others. To an extent, we fled the scene with punch of gushing powers. That’s when we realized it was the Sports mode which swooped us the way said. Eco Mode is also referred here for the Indian-settled fuel conscious buyers. The mileage was good enough to tempt its audience. Engine starts stroking in all the force post 2000rpm, but those numbers feels enough to outdo the elder sibling 250Cdi in the performance and handling experience. Only the bit that was worrying us was low-profile 225/45 R17 tyres fitted on the 17-inch 5 spoke wheels. It kept us slightly on the edge when cutting the curves, but great thanks to the automatic changeable suspension as per to the mode. In the Sports (mode) it lead us to the spoofing needed, and ultimately we grasped the kilometers swiftly on those under-estimated pieces of rubbers. However, there weren’t any differences in the performance of the existing C-Class 220Cdi and the one of Edition C.

Mercedes Benz C-Class Engine

Mercedes Benz C-Class Back View Mercedes Benz C-Class

Mercedes Benz B Class B180 Petrol Test Drive in India

Experimenting new things in India, sometimes gets a one better result than anywhere else. Hope so keeping in mind the said testimonial, Mercedes Benz launched most affordable Merc last year in India. However, we now had the A Class in the start of line, but last year when this car was launched, the media was most hyped by the Germans’ new affordable horse in our country, which was seems sounding like a bliss to us. At present, there are tonnes of metals available for the most efficient price tags, but we decided to take a shot at a compact MPV type vehicle of Mercedes Benz this season.

Though, the car itself needs no introduction for being a Merc. The dual slat front grille, embarking big logo on the front, SLS AMG styled bonnet, (which is only a cue from said and not the whole), new generation LED headlamps, crispy lines flowing from front to end on sides, wraparound tail lamps, metal guard on the boot sill, and much more. Cosmetically, the B Class has better ergonomics as per the competitors in the respective price tag, and that partly hatchback partly MPV type stance makes it to stand apart from others. One could say here, we got a mixed feelings looking at the vehicle, either it’s a hatchback or a MPV, we decided not to dig that excuses very deeply and concentrate on the numbers of values that Germans had driven to lure the masses here with this vehicle. Hopefully, it will not be wrong to say that the B Class is for those who love to drive their own car to office, and also to some gateways on the weekends. Hence, the chauffeur driven audience may make a nag here at this car. Apparently, the thing that does matter for B Class here is the drivetrain then, which had mention further in this post, but confirming more details about the platform skinned underneath its body is the W245 front wheel drive architecture. We guess, the B Class is the first car in India to possess this platform, later on the further coming siblings will also dwell the same sort. A Class is the one to name right now, and the upcoming GLA is also meant to don the said.

Mercedes Benz B180 Petrol

The B Class has a very tall height, of 1557mm if said precisely, and 16-inch alloys as standard, making it to gasp something between two of the segments. Hence, no need for the disappointment, buyers can upgrade their wheel size to 17 and 18 inch as choosing the different packages available with Mercedes.


Moving inside, the interiors feel quite up to date, and sophisticated at its best. There aren’t nags found in it claiming the B-Class not to be part of the Mercedes stable. We in fact were pampered in the SLS AM Style by the looks of air-con vents and central console. Interiors feel well propositioned dating as per the ongoing requirement of Indian market, which are most probably termed as spacious, airy, comfortable, sophisticated, futuristic, and build to last. Unfailingly, even the minute details were also given the brief precision. None of the trials and erros typos be felt inside ‘B’. There is one more thing we would like to add, no offensive, sometimes the C Class may also lessons from this vehicle to learn pampering the passengers at a sight. The legroom is quite sufficient, on front as well as rear. The rear seats also feel spacious like expected. However, one of the things has kept us hovering throughout the test, and that is the lack of thigh support on rear. Given the upright sitting position along, that discomfort gets eased to a lot extent.

The engineers at the backend has plugged off the gear from the central console and shifted it behind the steering wheel, so the whole cluster in between becomes free of sort, and there those genius planted cubbyholes for storage and else. It feels of great use and advantage. Very importantly, the COMMAND system of the vehicle is fixed just above the AC vents on the dash, and peels up the feeling of ‘like it or hate it.’ Though, the size of it looks quite large, and user interface is also not interesting, but talking the fact we loved that oozed out component of the interiors. It in fact, gives that tech-fi feel to the car, and is also clearly visible from outside, in overall impacting a nice impression on some aspiring onlookers.

Tactfully as we said, the B-Class is partly a MPV, there arises the question of boot space as well. Need not to be disappointed, the Germans had bestowed this newbie a massive 486 litres of boot space, which is quite generous for any of the sorts road trip in India. for those who always carry some extra luggage with them, even they too will be satisfies when fold down the second row seats. Flipping down the second row, 1545 litres of boot space can be achieved, which is magnificently immense for the long-road travelers. Adjustable front seats, climate control, USB and aux-in ports, leather upholstery are some of the features to name for now. we bet, the safety is also not even compromised while keeping the costs low. Seven airbags, hill-start assist, ABS, ESP, brake assist, traction control and a tyre pressure warning system are mentioned in the feature list of B-Class.

Lastly, on the interior note, we would like to make a point; there is also a panoramic sunroof inside the car, which is enough to make a one feel of the convertible types. Thoughtfully, there weren’t expected this type of assortment on the petrol based ‘B’, but as per the time of writing this blog, diesel variant of B Class is not bestowed with the sunroof, which sounds as a major turn down for the buyers.


The Mercedes Benz B Class is dwelled out in the petrol version till this year, where some months back the carmaker then finally launched the diesel one to comply the rising demand of oil burners. Formerly, the B180 which we were driving was lugged with the 1.6-litre turbocharged, direct-injection petrol engine, that was made of complete aluminum. Finally, a lot of weight is saved and the car feels light in driving. Enthusiastic prompt, the steering has some gut feeling somewhere in the centre portion. With that blasphemy of engineering, it made the drive behind its wheel just peppier than expectations. The nose is not as sharp as the A Class, we comparatively had a bit negative experience on this clause to the B180. Adding to its woes, the jarred design ergonomics of it was mending to do some body rolls in crossing the lanes. The B starts in the Eco mode first, and then one can switch it off ‘Sports’ to ravel the creamy layer of German mechanism. Now the Sports mode is where the drivers can drive the pulse out of their heart, but though it still has some of its own limitations, where we can name it as ‘fuel-economy’. That is but obvious the car the fuel has to be burnt in the wide opened funnel for gaining performance figures. Eco mode is recommended for the thrusts driving in the city, mostly in traffics. 0-100kmph is touched somewhere more or less to the 11 seconds; we guess there was as usual enough power in the mid range as well. Top whack that we touched was nearly to 150kmph, but reports on other portals have claimed more number than ours. The seven-speed, twin-clutch gearbox works seamlessly without any hassle. No complaints from them, which we guess also an addition to the Germans’ magnificent engineering, which sometimes this type of assimilation doesn’t mean getting good responses. However, verifying all the ticks to be right in the boxes, the Merc has planted a ‘Manual’ mode too in the drivetrain. Though, manies may not like it at all , but trust us makes us feels its significance when being driven on highways for controlling the speed at a jiff.

Ride and Handling:

Talking Ride of B Class is a bit different thing here. Let us make clear that those who are highly addicted to the driving style of Merc sedans are but obviously going to get disappointed in this vehicle. We knew that we are not writing a ‘comparison’ here, but its driving experience clearly divides two sects when one takes the charge of steering and pedal, one of them is the existing Mercedes owners, while the second one is the new group of audience who are just introduced to the three pointed star just for being its owner because of the pocket-friendly price tag.

Mercedes-Benz B180 Test Drive in India

The car which we were driving was of standard version and was having the 16-inch wheels, it was found doing its job perfectly. As we sais before, the architecture of B Class is monocoque, hence a large amount of bumps gets filtered inside the cabin, which the Merc-sedans doesn’t provides it so even at the entry level model plate. As the wheelbase is of generous in nature, and added with the front wheel mechanism, the timings on turns gets sharper, speedy and accurate. It enters and exits the corners rightly; we didn’t felt any forcing complement from our side to navigate the car in right direction when on curves. For the butting note, B 180 starts in Eco mode, so the drivers needs to switch it off to Manual or Sports when he wanted to melt out the pastry layer from it on roads. But there is problem in usage of pedal shifter while downshifting. The speed control on the shifting process is not so definite on the pedal. We guess, the engineers need to addres this issue for India, because we don’t have those past swooping European roads here, where an obstacle can be observed from fat itself and hence braking procedure would start from there itself. More crap for it, the brakes aren’t so effective in handling the downshifting situation of pedal. Commenting steering, it is the most fabulous part we observed about the vehicles’ drivetrain in our test, ample of power and the right trigger to shoot it from, is what we can describe the steering of 2012 B 180 Petrol.

Added lastly, the gear shift on the right side of steering column will mostly make the most users to shift the car in neutral shift, obsessed with the habit of switching the lights from the right corner of steering.


Finally, the temp of Mercedes has dropped down and the B Class is the suitable option to drive out from the expensive German repertoire.  At the time of writing we have the A Class as well the B Class diesel launched in India, but looking at the price tag of B180 it feels suitable to buy the petrol version with its triumph over the diesel one justified with ‘sunroof’ and some ‘additional features’. Cleverly, the fuel efficiency of approximately “10.2kmpl” with mix of highways it feels well composed and propositioned for the driving comfort provided in the petrol variants of Mercedes Benz. And cosmetically, it looks better than the hatchback, giving the whips of MPV and not anything lesser than that. Hope so that answers all the questions regarding 2012 B180 Petrol.

Our Rating: 7/10

One can follow the technical specifications in the table below:


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Mercedes-Benz B180 Back View

Chassis & Body

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Nissan Terrano in India Test Drive

Nissan Terrano and Renault Duster are the two prominent names being tremendously christened in the auto fraternity nowadays.

Hence, the Renault Duster is been there in the market since long back, and had claimed some international titles too. Now it is the time for Nissan to invade the compact SUV segment and mark its prominence. Taking the strategic advantage by the means of agreement between the French automaker, Japanese showed up its aggressiveness and it finally resulted in the form of “Nissan Terrano”.

Though, we had already reported the Nissan Terrano in detail at our review section, where we claimed the Terrnao of having 1.5-litre dCi diesel and 1.6-litre petrol engines. Diesel engine tuned in two state of tunes – 84bhp and 109bhp, while the petrol one is done only with 103bhp. However, the 109bhp diesel is thrown with the six-speed manual gearbox, while the petrol one and 84bhp diesel are given with five-speed manual. For your information we had test driven two of the vehicles in Udaipur, where the Nissan had arranged a special media test drive session for all the leading publication houses, we now will reveal the experiences of all the said vehicles step by step.

Nissan Terrano Test Drive

1.5-litre dCi diesel of 109bhp

Firstly, we decided to put out the note on the most desirable 1.5-litre dCi diesel of 109bhp, which transacts all the power from a stick of 5-speed manual transmission. Hence, need not to say the power given to this Terrano is mouth watering and is a better option than that of the petrol fuel trim, sounding like bliss in the times of skyrocketing petrol prices. We took this vehicle for an approximately 80-90kms, drove in between winding roads and some off-roads. Need not to say, the Japanese (Nissan) has provoked the mechanism of best Japanese automotive engineering by giving us the Terrano. Well, over here one may say that, the Terrano is originally a French translation into a Japanese, but truly the car that the Nissan had developed is quite amazing than the Duster. It performs all the tasks that are thrown in front of it. No need of adjusting oneself to the devotions of car, but here we had experienced none of the naggings from vehicle at all. It pulls up the power from 2500RPM and leaves the genre uninterrupted to the 4000RPM. The 248Nm of torque comes active at around 2500RPM only, but due to the aggressive gear distribution ratio, excitement start notching the steering from 2000RPM itself. Though we don’t deny that clutch on this vehicle is a bit on the harder side, making feels a bit tad while climbing uphill, and in city traffics. Overall view from the driver’s seat gives a plenty of needed outlook. The ground clearance of 205mm makes Terrano to reach wherever needed.

New Nissan Terrano Test Drive

The above said was all about the ergonomics mostly, but now when the ghats and winding roads on our drive ended, highway started following us. Unbelievably, 0-100kmph is reached in some astonishing amount of time, and when we recorded the reciprocal of same, i.e. from 100kmph-0kmph we touched down the line in a slight more than 3 seconds. The mentioned figures are not knitted with the help of some advanced equipments, but are carried out with the bare-basics only. Hopefully, the Terrano delivered us uninterrupted power throughout the whole range of throttle, never disappointed at any of point. It finally landed us on the top whack of 120kmph during the test. No doubt that it was having a fair amount of additional horses being stored under the bonnet even at that time (i.e. at 120kmph) too. To sound safe in a new city and on the new roads, we didn’t pedal the accelerator more than that. Hence, if we could have done that, then reaching the 135-140kmph mark didn’t seem tough for the 109bhp 1.5-litre DCi engine of Terrano.

Nissan Terrano in India Test Drive

Talking suspension and control, there aren’t any bits which claim the Terrano is not bounded for the roads in India. Potholes and the open stretches are galled by it in tons and tons, without even beating a sweat. Push it harder, the harshest it gets. It not mussing even the king sized potholes inside the cabin, all thanks to the softly tuned suspension. In fact, that same soft suspension goes for a rough time when the car is being slided into some tight corners. Body rolls and understeer to an extent can be experienced at the steep turns. But that’s understood when given at this much of so desired comfort. Steering feels quite light, directs the car sharply in the reclined direction. No negative feedbacks even at high speeds. It weighs up along with the rising speed, and gives in confidence to make the most of it at its top notches.

We must say, Nissan Terrano is a good highway cruiser, and is boon for the city slicker too. We have no complaints from the high powered diesel variant of Nissan Terrano, but instead we would say the Japanese trapped the misfielded balls which the French had dropped while trimming it as per the low-costing profile.

1.6-litre petrol of 103bhp

However, it may make someone feels irk that petrol is driven on less number of horses comparatively to the 109bhp diesel. Let us tell you, the Duster is world’s cheapest SUV, so its sibling shall copy some of its traits. Hence, counting the major of its audience to be more cost-conscious regarding the mileage, it may be an issue for the carmaker to yield the stunning return on kilometers-per-litre-of-fuel, where the solution is being chalked out at the cost of deleting some horses underneath the bonnet. Well, gasoline wakes up the power of 103bhp at an early 2000RPM and keeps revving smoothly till 4000RPM. Disappointingly, the motor makes aggressive move till 4000RPM, later than it starts falling short of power. However, making the motor to reach near to maximum 4800RPM gets a one teddy to drive. One has to punch the feet harder on pedal on take on the paths at ease on gasoline. Though, we are not disappointed about its feel in the city. 103bhp of petrol maneuvers easily in the slicken lanes of towns. Five-speed manual does its job brilliantly. Taking the same on highway makes us to be under-confident when overtaking the heavy vehicles. However, other of the bits like suspension and body control are of the same what we had said about the diesel above, but drivetrain faces serious nags, which Nissan should do something about if it wanted to sell the petrol trim of Terrano successfully.

Final Verdict:

Nissan Terrano of 1.5-litre dCi diesel of 109bhp is awesome, and hefts the job to powertrain at a compelling need. All the effort of engineers at Japanese workshop seems to deserve a success party. However, they may have the cues from Renault Duster too; but personally, a lot of efforts had gone in making the Japanese compact SUV a better option in present times than the French version. Petrol one is sufficient for the city slick, but may pose serious lacks on the highway, as per to our experience. On overall (including interiors), the Terrano is a deserving option to get for a money value like this. Even French may not have tided this better when they could have tried drawing a notch above than their Duster. Contemporarily, the Japanese seems successful!

Nissan Terrano 2013 Test Drive

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Mercedes Benz A Class (Petrol): Review and Test Drive

Race the ‘SLS AMG’ and then compare it with hatchbacks – sounds insane, and this is what the Mercedes Benz had proportioned to cater new segment of audience in India. Those stunning long boots, and end number ponies running out from the engine just at a dab is what the AMG is proportioned for, but despite those allegations the newly launched ‘A Class’ is still compared with the elder racing sibling. Need to be anxious, the hatchback A Class has only drag to interiors and cues of the SLS badge and not anything else, that’s what the Mercedes Benz had said at the launch of their new entry level car in India. Let us tell you first, Mercedes Benz India is keen to go subtlety with the top-to-bottom strategy and they had no issues for stepping in down the line segment being a niche player for years, as more the mass sales lies there itself.

The new product A Class had been worked a lot on everything regarding that same. Technicalities at the final stage were depended on the marketing department to decide its fate in Indian context. To be true the premium hatchback is a complete new segment in India, and except the Mercedes Benz no one had tasted this sort of blood galloping plethora themselves which goes against the tax benefit structure of Indian government. Made the debut with 4292mm as overall length of the car, A Class doesn’t falls suitably in the line of sub four meter arena and nor the engine benefits of under 1.5L, being powered by a 1595cc four cylinder direct-injection turbo-petrol. And when being priced for Rs 22.73 lakh (ex-showroom, Mumbai) the petrol (Sport trim) is definitely a bet see whether the MB had planted it right in the slot or not.

Mercedes Benz A Class


The media vehicle that was given to us comes with the diamond encrypted front grille, whilst the one that most probably stands in the warehouse/sales floor of carmaker are all wearing the different one. As said by one of the sources in industry, the 302 diamonds embedded radiator grille needs to be fitted on the vehicle for an additional cost of approximately Rs. 72,000 – 75,000. Hopefully, it isn’t that big deal when you are looking to buy the new Mercedes Benz directly from the showroom. Coming to the main, good on 4292mm of length, the 1433mm height of vehicle makes the car a bit snubbed on the aesthetics part, but though it is excellent when perceived form the “performance” point of view.  Crispy line flowing all over the body and the sweptback stance in overall fixture makes it to be swoop past the every robusty posture with maximum possible speed. And very importantly, the 302 diamonds on the front grille are also making the looks worth watching again and again. Another dimension of boot-less rear is also not so called that odd. Daytime running headlamps, 17” smoked alloys, and the beefy C-pillars gives one the appearance of a fully fledged sedan, as what it is if looked by its overall length in Indian context.

No doubt that designing department had did their best to yield this sporty sort of tavern on the hatchback. Now it was the toughest part for interior designers to work out those Merc impressions on inside too.

Mercedes Benz A Class Exteriors


Open the doors and settle yourself in the driving seat, yet for moments it will give a feel of the SLS AMG, as what the top brass of Mercedes Benz had though to drive while designing it – being as a core value-marketing quotient for the mass customer segment of A Class. Ranging from the chromed AC vent rings to the Mercedes branded door sill, from the sporty driving wheel to crystal speedometer, and finally dragging the nag from leather covered dashboard to Mercedes quality components, it is a true German made MB from inside too. The quality is superb and like as always, seems build to last forever. The erected 14.7 cm infotainment TFT and the pedal shift make one to be in the real sports bug, complemented by the leather dash too. Music quality that’s made heard via six speakers is impressive, and the local radio channels also tend to enjoy the best output ever.

Front seat are snug enough to be felt in the lap of AMG temperament. Both separated front seats are provided enough to bear the stretched legs of tall driver and passenger. Hopefully, this Merc is meant for the self-driven personnel, so the terms ‘driving position’ and the ‘co-passenger position’ are quite comfortable. But given with the low slung roof the headroom becomes cramped for the rear passengers. Small rear windows also add woes on the backseat. An ample of commanding buttons on the steering wheel, and if not enough then more of them on music player too, which are upped for matching the impressive Merc quality.  Number of storage compartments for the driver’s aide adds bits of convenience when self driving the A Class. Boot space is quite decent with 341 liters, but the spare wheel snatches off its convenient haziness in all the allure. One cannot lug much of the cargo in it despite the spare wheel has settled itself in its best possible compact form yet. The panoramic sunroof as a standard adds more value to the money.

Mercedes Benz A Class Interiors

On contrary, the only things that we had not felt had been planted as per the Mercedes Benz quality are manual adjustment of seat, and inferior quality insulation. The sounds enter the cabin so easily that at times we had not felt it is a Mercedes that is tentatively famous for the ‘cut-off from the world when sat inside’ quotient.

For the conclusion, we say interiors speak a lot about the driver’s position itself, and not much of the other passengers. And being a self-driven car, A Class is the least concentrated on the rear seating arrangement too.

Rating: 5/10.


Performance for the A180 CGI comes from 1595cc, 4-cylinder petrol motor that sends out 122 HP @ 5000 RPM and 200 Nm @ 1250-4000 RPM. It is clearly visible when you the dab the paddle with your foot. And the icing on the cake for ‘performance section’ is the 7-speed DCT automatic transmission which is operated via pedal shifter, so no need to keep your left hand busy at all the time. This makes the city driving more comfortable than before. The short throw of gear also leaves you on the 100kmph very shortly, and easily too. It is all effortless to drive in slow city traffic, ample of acceleration and the car moves forward desirably. But to move past the other vehicles on highways, one needs to keep his car above the 3500RPM, that’s exactly where the turbo works in favour. Even if the pointer is directed down the 3.5K rpm, then down pedal shift is the answer to jazz up the car quickly. However, pedal shift is the one which has taken us luring around its bay very spontaneously and more to it the gearbox is also user friendly with smooth and slick transmission.

New Mercedes Benz A Class

Another surprise to the A Class is the gearbox again. Mercedes Benz had planted it with three modes namely Economy (E), Sport (S) and Manual (M). All these modes can be flickered at any given point of time using the pedal shift. Sports mode is made for the aspiring generation who wants to stay on redline “always”, while the economy mode is given to derive the fuel efficiency at its best.

Ride and Handling:

As we said a lot about the ride in above stanza, to specifically pin-point again, city driving was pleasurable, and the highway too wasn’t disappointing. Based on the MFA platform, A Class is one of the best vehicles to drive out on those wide arrays of roads. The steering is sharp and accurate. It takes one exactly wherever one directs it. The lightweight body and responsive steering wheel is enough cruise at highway on high speeds for all day long. And push hard, A Class doesn’t tend to bent you with the ‘understeer’ very easily. And as we had said the designers had made a lot of efforts to make A Class what it standing now, driving the same gives a feels for it too. At times when the engine shortcomings start entering the driving bay then the robust design of car takes in the shape and drives out the dwindling confidence with powerful brakes. They are on the best disc and caliper assembly that we had seen on this type of car anytime back.

Handling is also excellent too. Power to weight ratio also contributes a bit to yell out the lump on cornering but at times in high speed it hadn’t responded the way it was desired. One can swiftly finishes up the turning patches with better maneuverability and can end up eating miles due to beefy straight line acceleration. There is one more disturbance to the car, and that is the thick A pillar which obstructs the view for all of us. It is the only negative in ergonomics of driver which hadn’t fared well on our list, lest was up to the mark to derive further course of action, i.e. suspension check.

2013 Mercedes Benz A Class

Mercedes Benz A Class in India A Class

Suspension dominatingly had taken away all the brownie points that the A Class had garnered in the previous stanzas. Due to the short complexion, it can easily eat up the small bumps, but when it comes to the larger ones, the result is worst ever in case for being a Mercedes. It also filters a lot of thud in the cabin that one gets fed up while driving continuously on it for longer than usual. Even we suggest look for the larger speed breakers too. Sitting very shortly in the height, it can crash its belly against the tumbled bump if driven carelessly over it.

Meanwhile, the negative that we had faced in the ride and handling is the less powered engine; it is needed to be beefed up than what it is now. And suspension quality was also extremely poor when compared to other of the three pointed star models.


Mercedes Benz A Class 180 CGI is ‘not’ even an average on driving side, instead it is more of features. Being a buff of the cosmetic load, this first of its kind premium hatchback is not that true Mercedes Benz in driving sense. We were hoping the astonishing number of ponies garnering our drive under the hood, but disappointingly we had got to say those expectations had been shattered on the floor.

2013 Mercedes-Benz A Class Back View

Except the driver’s seat nothing else was concluded to proportionate passengers appropriately on the board there. Rear seat was disastrously cramped to step inside. We recommend this vehicle to those who had a lot of money to splurge, and needs to drive alone, or sometime with just one more person, and very overtly love the German made ‘Mercedes Benz’. Lest other can choose from the other badges which are powerful enough and gives ample of spaces too. Whilst, the ongoing trend of Indian automotive industry is of the compact SUV, where one can make a choice from end number choices available there in market now. This Mercedes Benz hatchback looks like that of old school, unless the German carmaker doesn’t intends it to roll out in AMG version, which for now it is not in the mood yet.

Chevrolet Enjoy: Test Drive and Review

Meant to be for everyone, Chevrolet designers at the backend are working a lot hard to give us the best in possible Indian lines. And to be honest, we all know what it takes to make a new product launch in India. It isn’t that easy here to roll out a newbie. The Indians are more demanding, they want the entire upward nothing package at the ground touching price. And we hope that is the reason why Chevrolet couldn’t manage to make most of it in the early days of its tenure in India. Hopefully, we are not wrong to say that, with previous couple of launches (like with Sail sedan and Enjoy MPV) they are targeting the audience who stays most probably in the Tier II and Tier III cities of India. And yet they are successful in luring those audiences with following the trait of fewer prices, and more advanced product. It means the value of money is delivered by applying the basic standard in all the stances inside. But the outer crisps of product to be most luring of all and that should not compromised in factors like quality and others. Like recently they launched the Enjoy MPV for India, it was basically taken from the market of China and then shifted here with minute tweaks carried to make it specific with regards to Indian mentality.

Enjoy is basically designed by the GM’s Chinese partner Wuling, and that is the reason for it to be a bit different than other of the Chevy’s sibling like Captiva, Tavera who falls in larger-than-sedan class. When talking about the roundabouts of Enjoy we came to know, the core idea of the American carmaker is to gain brownie points over others in terms of day by day growing MP MPV segment, where the famous Toyota Innova, Maruti Ertiga Mahindra Xylo and its in-house Tavera are standing successfully in the line for quite long years. On contradiction, while looking at the price tag of Enjoy we can say that Maruti Ertiga seems the only competitor to it in the respective segment. Both of them (i.e. Ertiga and Enjoy) are targeted towards the private ownership of automobile society whilst the others are famous with tour operators bagged by yellow number plates. And looking at it one, may also comment it for a direct competitor to Nissan Evalia too, which is not false et al. To know what the Enjoy had stored for all of us, we had jolted down the notations below that we had experienced during our test drive.

Chevrolet Enjoy


For the looks, Chevy had always scored 10 on 10 in our test book. All thanks to its bowtie logo, which makes the designers to work out those stances that goes perfect with the golden American badge. Not even making an exception, bowtie logo had always catered to all the Chevrolet metals around the world, and in India too there is no one who can match up to this point of Detroit based carmaker for exterior looks. Coming back to the Enjoy we learnt that, there is a lot of difference between the Evalia and Enjoy. Nissan Evalia is however like it the same way, but Chevy had done oodles of its signature on it to make a standing out statement than others in the competition. The crispy creases on bonnet, three slat front grille, chromed encircled air dam with mesh type inner lining, and hopefully the swiftly placed bowtie logo on the face, made us to drool over it.

The bulge cutting line transfusing from the headlamp to the rear is adding a new twist to the car, and accompanying him is the line travelling from the one end of wheelbase to the other one. Proportionally contoured chrome along with these lines on exteriors makes it to look a slightly niche class than the rivals. For some it maybe a kiddish comment, but truly we had found it some glimpses similar to that of luxury Limousines being seen in the cities of Europe and others. However, it is true as well, Chevrolet had designed it concluding those gossips itself, but that we will discuss later in this article, now it is to talk about the headlamps. Headlights of Enjoy are fitted in the wraparound manner and when one look at it, it gives them the feel of crowned jewel on the Chevy MPV. Those leaf shaped fog lamps are enhancing it to some additional notches. However, the length of it is not cribbed under four meter context, the carmaker should have given it with more bigger wheels than the 14inch. It looks pretty small when one would look at the car; it seems Enjoy is wearing the boxers of younger brother at the time when it could not found its own for the roll out to happen. The so huge body line and this so cramped wheel is making us to go uneasy for the exteriors at last, and then we decided to take out eyes off it, now let’s move inside to view what the surprise being stored there for us to know.

Chevrolet Enjoy Exteriors


Open the doors and step inside, it sits just next to one of the Limousines in Europe. Ample of spaces for everyone, two captain seats in the top end variant, the cheesy third row seat is the inclination that there is enough for every role that you play daily in your life. Whether it maybe a professional life or the family, no chances that this car would bite you back in the doom of space. Despite of any given trim level, the second row passengers are bestowed with the blowers on their head. No complaining about the chilling comfort even in summer. The AC works steamily enough to keep you cool in all the alluring Indian season but minus the “climate control” feature on this Chevy for the cost-cutting sake. Front seat are also not bad at all. They are quite comfortable in the place. The actual delight is captain seats on second row. Those couple of goose had good amount of thigh support, back support and beefy back support, but they pose disappointing results when you need to comfort yourself in the movement on twist and turns. Even the leg room is nice to fit in the tall guys. Moreover, Enjoy enjoys ‘taller headroom’ than other and easy moving space from the ‘doors to seats’. This is all because of the monocoque chassis on which the Enjoy is build. Avoidance of ladder on frame (chassis) for this one gives the ample of inches inside. Passengers can easily move in and out of it by the wide array of doors given. And as the floor is also placed lower than conventional, placing the luggage at rear and the in-out movement doesn’t find any clichés. Talking about the third row, it is a bit cramped. More to it, Chevrolet hadn’t given the option of foldable seat for second row so the last benchers have to go by crouching in between the two pilot seats of second row. However, the third row is not as spacious as the second one, but it is as par than its rivals available in the market. Sometimes, even the adults too can spend the time there, creating more legroom by moving forward the second row seats with the function given of sliding second row (seats) back and forth.

Chevrolet Enjoy Interiors

All that was about the functionality, now comes the ambience of cabin. Enjoy uses two tone dashboard which is quite simple, and at the same time boring too. The all beige color interiors gives in the feel of airy and cool cabin, but it doesn’t matches the desired quantum of quality. Plastic used of anywhere inside the car is not satisfying at all. It feels nasty and old school like the one is sitting in those Force badged and other such typical rural Indian driven vehicles. There are ample of cubbyholes on inside but most of them can’t be used due to their narrow measurements yet creepy. There is a couple of holder too on the front seat, but is capable of holding the cans, instead of ferrying the 1liter water bottles in it. We must not say this, but the plastic covered on the gear lever is also giving a nasty feel, being pitched of very cheap quality plastic. Surprisingly after this long quench of cosmetic arena, now comes the driving portion, and it all starts with the driver seat. The pilot seat is slotted in the very right manner. No fatigue at all, even going long distances. The height adjustment feature is also there to adjust you in the position you desire. Large windscreen and (relatively) slimmer A pillar spreads the road view evenly on our eyes. The simple yet bold looking dials on the speedo is not disappointing at all.

Just once again, the music player is now done with the single din and no Bluetooth at all. Complementing this lacking, the Chevy then had embellished Enjoy with a multipurpose 12V accessory charging outlet in the third row seating area. Lest, being an MPV we hadn’t mentioned about the boot space yet. Not to disappointment again, the foldable third row seat makes a way for the luggage upto 630 liters. We hope no one now had complains about it. Going on a long journey, it can swallow a kid’s small sized bicycle too in the belly, whilst more of palate would be still there to stuff in more of the cargos inside.


The fuel type what we are driving for this version is 1.3L Fiat Multijet diesel engine. Going back to original roots, GM did not have an oil burner in China for the Enjoy, and specifically for India they had made a one. If the organization would have minus the diesel from the list of MPV here, then there is not a single point cranked for launching the vehicle here on Indian roads. Hence, as an outcome, someone at the backend must have stormed his brains very strongly and may have sorted out this brilliant engineering idea to let the Chevrolet had his own piece of cake and eat it too. There is no better option than the Fiat’s 1.3L Multijet if one is considering mileage and power for an India specific diesel vehicle. The boffins at Chevrolet had taken the 1.3L Multijet, flipped it for 90degrees, and then placed it longitudinally in the engine bay. It is connected to the rear wheels, and marries a 5speed manual Wuling gearbox.

Chevrolet Enjoy Engine

Start the engine, and it settles to the idle very swiftly. There is not a ‘lot’ of vibrations coming, lest those some of them who sneak peeks through the floor. Though the engine is spongy and responsive, after getting started it vies to get the vehicle in motion as soon as possible. Starting to turbo from the 1600rpm, all the excitement goes up to the mark of 4000rpm, and then after that it dies, means that driving in city is quite effortless. No shifting the lower gears in traffic to move up the jerk of acceleration. Weighing around 1345kg, the 73bhp engine finds a lot tough to nag it around so quickly. Comparing Ertiga and Enjoy in the 0-100kmph run, the former was very quick than the latter one. In spite of getting defeated by the Maruti at early in none-to-ton sprint, Chevy is cool to fiddle the city rides. As we just said, one need not to dangle the hassle of cordoned upshift, vehicle quirks up very quickly and lean the way forward in same gear itself. It doesn’t put a lot of strain on the driver’s end while doing the rounds of urban jungle. In spite of having the swift shifting gear slots, the long throw at gear lever is deriving the loosely feel to car. While it is a diesel engine, the rev at 1200rpm produces a vibe-ful trauma in the cabin, specifically when it is being driven in start-stop city traffic. We hope that GM may bring in a solution to this problem soon.

Ride and Handling:

Enjoy uses the MacPherson struts on front and Multi Link Coil Spring on rear. Both of them are tuned in towards more of the softer note, in return they optimize this value addition to give the maximum possible comfort on potholes. Without jerking a lot, you are easily crossed the broken Indian roads, even the larger tramps also does not blow up the passenger from his seat. Meanwhile crossing the potholes, the sharp edges over rear axle tends to wade a bit more and can be felt easily on the steering when it swoops past the breakers and other ruckus of our tarmacs. Tight corners and twists are also not a serious concern for the Enjoy to steer into. It does its job perfectly, and sweeps out the dirt of it lying there inside. Sometimes, it needs to be sipped in with more nudge than the actual at these sorts of actions, because of the relatively boxy designs it tends to move outside the lane sometime. Braking too is sufficient enough.

2013 Chevrolet Enjoy

At times it too fixes you in the confusion regarding the amount of brake applied from one situation to another. So we had found a way to it, and that is give your 100% on the brake pedal to make the car stop, and don’t go for the second thought while applying those. And apart from the braking extravaganza nothing is there to point out negative in this car for ride and handling section. Steering is also light and comfortable enough. It is light for most of the time. Even feeling stiffened at places it will take you easily through the city roads very easily. There is a loose feel being observed on the open highways, but that is not so possessive when you are the behind of such a massive MPV.


First of all, we are very impressed with the logic that GM had introduced to us in the form of using the Fiat’s 1.3L Multijet diesel engine that was not present in the originally rooted Chinese version. They thought of it this way, seems challenging for the engineers there at the backend. But hopefully apart from the ‘cheap quality plastic’ laded interiors, and the ‘not so refined gearbox’, there is not much for us to explain negativities about this car. The performance is good, and it also yields the mileage of 18kmpl, concluding the mixed drive of city as well as highway. Ample of spaces inside, and the more of practicality done in the seating arrangement, is capable enough of locking horns with the India famous Maruti Ertiga very aggressively. Chevy had also planted the most efficient price tag of Rs. 6.69 lakh for diesel version of Enjoy, so it comprises a lot of span in the industry like Ford EcoSport and other such. Truly, a value for money product.

Chevrolet Enjoy Back View

Image Courtesy – AutocarIndia.