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Autocar India - Car Road Test Reviews https://www.autocarindia.com Car and Bike news, reviews and videos. Copyright 2022 Haymarket Media Pty. Ltd. Sat, 23 Apr 2022 09:41:45 +1000 10 2021 Tata Punch review, road test

Buyers aspiring to own an SUV on a hatchback budget are exactly those that Tata is targeting with its all-new ‘sub-compact SUV’ christened Punch. The company is going to lengths to drive home the point that the Punch’s SUV classification isn’t a misnomer. Even though it is a front-wheel-drive-only model, it has been designed to take on the worst of Indian roads, as well as mild off-road trails.

Size-wise, it sits between the Tiago NRG cross-hatchback and the Nexon compact SUV, and with a sole non-turbo-petrol engine offering, paired with manual and automated manual transmission (AMT) options, Tata even delivers on its aggressive price promise with a mouth-watering Rs 5.49 lakh for the base variant. Prices of other variants of this sub-compact SUV overlap with larger, turbo and non-turbo-petrol compact SUVs like Nissan Magnite and Renault Kiger, and even with some variants of the Tata Nexon. So, does the Punch really punch above its weight? We put it through our exhaustive tests to find out.

Designed on a clean sheet of paper, the Punch has been conceived to be an SUV from the ground up. The flat concave bonnet (raised on the sides) and its split-headlamp layout, with the LED Daytime Running Lamps atop and projector headlamp cluster below, establish strong family ties with the larger Tata Harrier and Safari. Uniquely, the gloss black grille is an enclosed panel with a tri-arrow-shaped opening for the horn behind. The lower half of the front bumper is black plastic, and it features a large air-dam (split by the number plate) that sports tri-arrow design elements, which has now become a signature styling trait on modern Tatas.

Front styling establishes family ties with Harrier and Safari.

The Punch has a purposeful stance; and while the smart 16-inch diamond-cut alloys are attractive, they don’t quite fill out the massive squared-out wheel wells. Its thick side cladding, black pillars and roof break the monotone, and like the Altroz, the Punch’s rear door handles are tucked in the C-pillar. Some might find the Tata’s rear design a bit tame in comparison to the aggressive front, but the cool-looking circular tail-lamps with ‘Y-shaped’ tri-arrow LED elements really do help the Punch stand out. Like other Tatas, the Punch also sports some fun Easter eggs for you to discover, like the one-horn rhinoceros motif in the rear windscreen (and glovebox), as well as Tata lettering in the elongated tail-lamp bezel.

Y-shaped LED elements in the tail-lights look attractive.

View it in light of other compact SUVs and the Punch is much smaller in dimension. Measuring 3,827mm in length, 1,742mm in width and with a wheelbase of 2,445mm, it is shorter and narrower than the Nissan Magnite and Renault Kiger. However, its 1,615mm height makes it taller than its closest rivals, and its high roof and upright pillars certainly help with that SUV-like look Tata’s seriousness to establish the Punch as a capable SUV is evident in its marketing speak, which highlights its 190mm (unladen) ground clearance, 370mm water-wading capacity and a host of off-roading angles.

Rear door handle neatly concealed in the blacked-out C-pillar.

The Punch is built on Tata’s new ALFA architecture and like its platform sibling, the Altroz, it has secured an impeccable 5-star rating in crash tests conducted by Global NCAP. What’s also interesting is that Tata has introduced it with a petrol engine to begin with, with an all-electric derivative also likely to see the light of day in the future.

Tri-arrow openings for the horn on its enclosed grille panel look odd.

The fresh and youthful exteriors are complemented by an equally stylish and exuberant interior. To start with, ingress and egress are a breeze, even for the elderly, thanks to its doors that open up to 90 degrees (like the Altroz) and its overall high seating. The layered dashboard design is pleasing to look at, and so are its rectangular air vents. Contrasting white panels, textured plastics and other materials not only look appealing, but also feel quite upmarket. The free-standing touchscreen, climate control buttons, steering, as well as the part-digital instrument cluster, are shared with the Altroz premium hatchback. Having the premium knitted roof liner, like the Tiago hatchback’s, would have added to the Punch cabin’s sense of occasion.

Pleasing interiors with several nice quality bits shared with the Altroz. No obvious signs of cost-cutting.

The front seats are nice to be in, however, the cushioning is a bit firm and tall drivers will find thigh support to be limited. What’s nice is that these seats are high-set to begin with, and can be jacked up further to suit your requirements. Its low window line and XL-size door mirrors further enhance side and rear visibility, and the reversing camera with adaptive guidelines makes life easier while parking in tight spots.

Thigh support is a bit lacking, but bolstering and cushioning are adequate.

Despite its compact size, rear seat space is comparable to the pricier Kia Sonet, in terms of knee and shoulder room. Two six-footers can sit one behind the other with some room to spare, and what adds to comfort is the space beneath the front seats to tuck your feet into. Rear headroom is in adequate supply for all but the tallest of occupants, and what’s nice is that the Punch also gets adjustable rear head restraints and a centre armrest. A flat floor does add to the comfort of an occasional third passenger here, but the car’s narrow width makes seating three abreast here a tight squeeze. There’s no rear air-con vent either. It’s important to bring in that a Nexon is roomier with more leg, head and shoulder room, should cabin space dictate your choice of Tata SUV to buy.

Rear seat a comfy place to be; headroom for taller folk is in short supply.

Storage areas for smaller items like cupholders are in abundant supply, the segmented glovebox is massive and all the doors can easily swallow large bottles and then some. There’s just one USB charging provision and two 12V power sockets for front occupants. Rear passengers, on the other hand, get two front seatback pockets as well as a storage area with cupholders between the front seats. At 319 litres (366 litres, if measured till the roof), the Punch’s boot is almost the size of a Maruti Brezza’s boot, and owners also get the flexibility to fold down the rear seat to accommodate more cargo.

Sufficiently sized boot; gets the flexibility of 60:40 split folding rear seat.

It packs in a 7.0-inch touchscreen with Android Auto, Apple CarPlay, a crisp six-speaker Harman audio system, as well as (optional) connected car features. Other equipment that the top-spec Punch packs in are automatic projector headlamps with LED DRLs, rain-sensing wipers, cruise control, electric folding mirrors, climate control, cooled glovebox, rear wiper and washer, 16-inch alloys, fog lamps with cornering function and a security alarm, to name a few.

Cruise control, auto lights/wipers are premium features it packs.

The Tata Punch uses the same 1.2-litre, three-cylinder, naturally aspirated petrol engine as the Tiago, Tigor and Altroz. With the transition to BS6, this motor gets a reworked air intake system and a new air filter to enhance efficiency and improve drivability; its software and calibration have also been tweaked for linear performance. The good news is that these modifications have resulted in a smoother power delivery and it certainly feels nicer than its older iterations.

While it is smoother than before, the 1.2-litre Revotron unit still isn’t as refined or vibe-free as Maruti’s K-series engines. The engine sounds grainy and there is some three-cylinder thrum too, but to be fair, it only gets really vocal over 4,000rpm where you’ll also hear a whine from the engine bay.

The engine makes a modest 86hp and 113Nm of torque, but factor in the Punch’s 1,035kg kerb weight, and the output comes across as more than reasonable. What’s nice is that the engine performs its daily duties with relative ease and its clever gearing makes it quite user-friendly, especially in the city. Adopt a sedate driving style and it’ll even perform satisfactorily on the occasional highway jaunt. But demand a brisk performance and the engine feels out of its comfort zone. Quick overtaking manoeuvres will warrant careful planning, and you will need to spin this engine hard and work its gearbox to make progress. And while on that topic, the TA65 5-speed manual transmission is quite effort-free in its operation, but shifts aren’t butter-smooth like in the other cars it competes with. Thankfully, its clutch is light and easy to operate.

AMT gets manual mode, but it will still shift automatically when the revs are too high or low.

Even though flat-out performance isn’t going to be a deciding factor for buyers, the Punch accelerates from 0-100kph in 16.14sec in City mode, and rolls from 20-80kph in third gear and 40-100kph in fourth gear in a lazy 15.58sec and 22.46sec, respectively. There’s an Eco mode on offer which blunts performance even further. Part-throttle responses are lazier than in City mode, and in our acceleration tests, not only is it nearly 1.5sec and 2.0sec slower in third (20-80kph) and fourth (40-100kph) gear, respectively, it sprints from 0-100kph in a lethargic 19.28sec. Thus, this mode is best suited on a mission to extract maximum fuel efficiency.

Only the manual iteration is equipped with an engine start-stop feature that switches off the motor when the car comes to a halt, in order to save fuel while idling. This system has been included for the company to meet its CO2 and fuel-efficiency targets. An insider at Tata explains that the AMT achieves these targets owing to its inherent ability to operate in higher efficiency zones.

Speaking of which, the Marelli-sourced 5-speed automated manual transmission (AMT) is a familiar unit that first made its debut in the Tiago hatchback. Within metres of driving this AMT, it feels more refined compared to some older-gen units. The creep function is a bit eager but is easy to get accustomed to and is particularly useful in stop-go traffic. The gearbox performs with relative smoothness as AMTs go, and shift shocks or pauses between gearshifts are well contained. First-time auto gearshift users and newbie drivers will certainly appreciate its ease and convenience. There isn’t a hill-hold feature on offer, so it is advisable to use the handbrake before starting off on an uphill climb to prevent it from rolling back.

This AMT has a tendency to upshift to the highest gear at the earliest (in the interest of fuel economy) and coupled with this non-turbo engine’s unhurried performance, it encourages drivers to adapt a laid-back driving style. Erratic throttle responses will confuse this gearbox, resulting in annoying pauses while the transmission decides whether to shift to a lower gear or continue in the same gear. Another peculiarity is that while gradually slowing down from fourth gear, it occasionally continues rolling at the same speed and feels like the car is ‘running away’, thus compelling you to depress the brake pedal even harder to control its deceleration.

Owners may take manual control over the gearbox via the tiptronic mode, useful while driving downhill for more engine braking; however, even in this mode, the gearbox upshifts automatically.

Like the manual, there are two drive modes – City and Eco. The AMT sprints from 0-100kph in City mode in 19.98sec, which is around 3.0sec quicker than in Eco mode. Rolling acceleration times from 20-80kph and 40-100kph reveal similar results, with City mode being quicker than Eco mode by 2.5sec and 2.8sec, respectively.

Traction Pro in AMT needs to be activated manually when a front wheel has less or no grip.

Unique to the Punch’s AMT version is a Traction Pro mode, which detects front wheel slippage and asks for permission to activate via a notification on the touchscreen. Once permission is granted, the driver needs to press the brake and accelerator pedal at the same time, and the system will intelligently apply the brake to the wheel with low or no traction, while the one with traction easily pulls the car out of the sticky situation.

Having conducted our tests in Eco mode, the Tata Punch threw up a pleasant surprise, with the AMT being more fuel efficient than the manual transmission, returning 10.7kpl in the city and 16.9kpl on the highway, 0.4kpl and 0.8kpl higher than the manual. Helping the AMT’s case is its early upshifting nature in the city and its reluctance to downshift on the highway, in the interest of efficiency. The manual’s engine start-stop feature helps its case to a certain extent in the city.

Only the manual gets engine start-stop feature, to meet Tata’s CO2 and fuel efficiency targets.

Tata has nailed the Punch’s ride and handling balance. There’s an underlying toughness to its suspension, which shines while tackling rough and bad sections of road. It flattens road imperfections with a sense of maturity like a much heavier car, and its stability at high speeds is excellent. The steering of the Punch is light, consistent and accurate, and not overtly sharp like the Altroz’s unit. Its taut structure, light kerb weight and wonderful steering feel make it quite enjoyable around corners. And while driving enthusiasts will be left longing for stronger engine performance, a majority of owners will be satisfied with its overall packaging. Its brakes feel natural and progressive, and its braking performance is very confidence-inspiring.

Drives like a more mature, expensive car.

Make no mistake though, while the Punch is certainly more capable than other hatchbacks at this price due to the Traction Pro feature (AMT), its raised ride height and tall stature, it is still a front-wheel-drive car and, hence, it must not be subjected to conditions meant for four-wheel-drive vehicles.

Sharing its 7.0-inch touchscreen with other models, the screen looks small and touch responses are a bit slow. Even the plethora of icons and small font on the home screen make it appear a bit cluttered. Tata has done away with physical shortcut buttons.

It packs in Android Auto and Apple CarPlay, as well as a host of optional connected car features offering some remote functions, security alerts, location-based services and some vehicle diagnosis via a mobile application. Its six-speaker Harman sound system elevates the sound experience, and is one of the nicer set-ups around in this price range.

A hatchback with SUV pretensions isn’t unusual, but the Tata Punch packs in some of the attributes you’d associate with the SUV body style. It’s got the elevated seating and ample ground clearance, and more importantly, it boasts of a tough build. Adding to its SUV credentials is the AMT’s Traction Pro feature that allows it to tackle some hostile conditions with relative ease. What’s more is that it drives like a more mature, premium car. In other areas, too, the Tata has a lot going for it – it is stylish on the outside, cheerful on the inside, packs in adequate space and practicality, as well as a reasonable equipment list. Having been awarded five stars in Global NCAP crash tests also speaks highly of its build and safety.

Its engine performance is satisfactory at best, and its AMT gearbox could have been more intuitive, but its light controls, good visibility and decent city performance are likely to appease most buyers. What could be a deal-breaker, however, is its ambitious pricing, which overlaps with larger, better-equipped turbo-petrol compact SUVs, placing it in the price territory of more competent cars. On the whole, there's no doubt that it's a competent car, but it comes across as a bit pricey.

]]> Autocar India News Desk Autocar India News Desk 2021 Tata Punch review, road test 246 140 246 140 1 Sat, 20 Nov 2021 08:00:00 +1000 422586 Autocar India News Desk Autocar India staff photograher Thu, 18 Nov 2021 16:13:32 +1000 Stylish on the outside, practical on the inside, Tata’s new sub-compact SUV is a tough alternative to hatchbacks. Stylish on the outside, practical on the inside, Tata’s new sub-compact SUV is a tough alternative to hatchbacks. Sat, 20 Nov 2021 08:00:00 +1000 "2021 tata punch review, road test" https://www.autocarindia.com/car-reviews/2021-tata-punch-review-road-test-422586#utm_source=feed&utm_medium=rss&utm_campaign=Autocar+India+Car+Road+Test+Reviews+feed 422586 2021 Tata Tigor EV facelift review, road test

After dominating the electric vehicle (EV) space in India with the Nexon EV, Tata has launched its second all-electric offering, the Tigor EV, to continue its rule. Not to be confused with the all-electric version of this compact sedan (now rebranded as the Xpress-T) that continues to cater to the commercial vehicle (CV) segment, this 2021 Tigor EV is the passenger vehicle (PV) iteration which we’ll focus on.

The Tigor EV features a more sophisticated electrical architecture compared to its CV sibling. It gets a 350V electrical system and a 26kWh liquid-cooled battery pack, which is paired with a permanent magnet synchronous motor. Launched at an introductory price, ranging from Rs 11.99 lakh to Rs 13.14 lakh (ex-showroom), the Tata Tigor EV has pipped the Nexon EV (Rs 13.99 lakh-Rs 16.85 lakh) to become the most affordable electric car to go on sale. So, the question is, will the Tigor EV be as successful as the Nexon EV? We put it through our exhaustive tests to find the answer.

There’s little to talk about when it comes to EV-specific exterior and interior enhancements. On the outside, an enclosed gloss black panel mimics a front grille and features a neatly executed tri-arrow pattern, with the latter also marking its presence on the front air-dam. Other electric-specific changes include a light blue ‘humanity line’ that underlines the grille area and headlamps. These highlights also make their way around its fog lamps, on the wheel covers and on the rear bumper. This Tata proudly flaunts its green credentials with ‘EV’ badges scattered across its exteriors.

Stylish plastic wheel caps with blue accents easily pass off as alloys.

Carrying forward a similar theme inside are light blue accents on the dashboard, as well as a tri-arrow pattern on the fabric seats. The biggest change on the inside is the new rotary gear selector knob, similar to the Nexon EV’s. This selector is slow to respond, and the shift between D and R, in particular, demands your patience. There’s also a new digital speedometer to speak of, which appears a bit busy in terms of visual elements and displays only essentials like battery percent, range and odometer. The bar to its left shows the power consumption, while the one on the top-right displays charge, and the one on the bottom-right shows regeneration intensity. Its new 7.0-inch touchscreen is easy to operate and, in-line with the current trend, it gets connected features via a mobile app that include location-based services, remote control for the air-con and door locks, among 35 others.

Interiors are pleasant, but don’t feel very special in a car of this price.

Like in the standard car, the seats are wide and accommodating, although the cushioning is a bit firm and the front passenger is seated rather high in this sedan. There’s adequate legroom in the rear, but headroom for taller occupants is limited due to a sloping roofline, and the seat’s narrow width makes it ideal for two adults.

In this EV, the boot area has been reduced by 103 litres (compared to its petrol version) to 316 litres, as the spare wheel is placed vertically on the floor, which eats away into usable cargo space. The reason for this arrangement is the Tigor EV’s unique split battery setup, wherein one part of the battery rests in the fuel tank location, while the other is placed beneath the boot floor, in the spare wheel well.

Due to the battery underneath, the spare is placed on the boot floor.

The EV’s structure gets additional reinforcements in some places, comprising of higher strength materials than the petrol version. Even the rear end has been further strengthened to support the battery mounting, enhancing its rear crash safety in the process. As a result of the additional reinforcements and its twin-battery layout and motor, kerb weight has increased by nearly 200kg, tipping scales to 1,235kg.

Like in the case of the Nexon EV, the Tigor EV’s battery and motor conform to IP67 standards, which mean they have passed the ingress protection test of being submerged under one metre of water for 30 minutes. And to further boost buyer confidence, Tata is offering an eight-year or 1,60,000km warranty on the battery pack and motor, in addition to the three-year or 1,25,000km standard warranty. What’s also reassuring is that the battery pack has been certified with an AIS-048 rating – the most stringent safety test in India, which includes nail penetration up to cell level, a crush test, a fire test and more.

The Tigor EV comes with two drive modes – the default setting being ‘Eco’ and the other being ‘Sport’. Drivers will only be able to extract its max power and torque of 75hp and 170Nm in Sport mode, while in the default setting, the car is restricted to about 75 percent of its max potential. Factor in this EV’s 200kg heavier weight, however, and that translates into an unhurried real-world performance. Unlike most EVs that serve an electrifying performance right from the get-go, the Tigor EV adopts a leisurely approach. And while it’ll easily manage the daily urban grind, it occasionally struggles to keep up with faster moving traffic. Sport mode improves drivability to a great extent, with crisper responses, and cuts in its acceleration times by almost half, but it comes at the cost of higher power consumption, thus taking a toll on its range. What’s more is that the Tigor EV sprints to 60kph in Sport mode rather rapidly, beyond that, however, acceleration is slow and almost every petrol-automatic compact sedan will out-drag this EV to 100kph. What no petrol sedan can match though is its smoothness and refinement, which is what sets this EV apart.

Eco is the default drive mode to maximise battery efficiency.

The intensity of regenerative braking cannot be adjusted and it begins to decelerate as soon as you lift off the accelerator pedal. While you will get used to this at low and city speeds, on the highway, this reduction of speed doesn’t feel as natural or as gradual as other EVs, and owners will always need to be on-throttle while cruising or hypermiling (driving in the most efficient way possible).

Rotary gear selector is slow to respond between D and R.

The Tigor EV’s suspension comprises of most of its petrol version’s components, but on account of added weight, it gets stiffer springs and reworked damper tuning. Get past that initial bit of firmness and this EV soaks up bumps well and maintains its composure at all speeds. Passengers at the rear, however, will feel road shocks more than those at the front, due to its firm rear set-up. Its light steering is easy to twirl at low and parking speeds, and it weighs up consistently as you go faster. Combine that with a pointy front-end and a stiff suspension set-up, and the Tigor EV tackles corners in a benign but confident manner. The brake pedal feels a bit artificial and, with a heavier load to anchor, in a panic braking scenario, going from 80-0kph takes 32.16m, which is nearly 4m more than the petrol Tigor.

Our range test was carried out in the default drive setting, with the climate control set to Eco mode. With its top-speed capped at 116kph (121kph on the speedo), and by maintaining steady expressway speeds between 80 and 100kph, it returned an efficiency of 6.98km per kWh, translating into a highway range of 181km (6.89km/kWh multiplied by 26kWh) on a full charge. In stop-go city driving scenarios, it manages 7.69km per kWh, translating into a city range of 200km (7.69km/kWh multiplied by 26kWh).

In sub-10 percent battery level, which we went to on multiple occasions, the motor further cuts down power and limits top speed to 57kph (on the speedometer) to maximise range.

25kW fast charger recouped 76 percent charge in 62 minutes.

On using a 25kW Tata Power DC fast charger, we recouped 76 percent of battery charge (from 8 to 84 percent) in a 62 minutes. This service costed Rs 353.84, translating into a running cost of roughly Rs 2.2 per kilometre. It must be noted that topping up the battery from 95 to 100 percent takes around 30 minutes, as the car’s battery management system (BMS) reduces the charging rate to preserve the battery’s life.

To fully charge the battery from 8 percent using a 15A home charger, it will take a little over 10 hours. Home charging will cost users between Rs 5 and Rs 8 per unit consumed, depending on the electricity provider and the slab they fall under. Taking the highest slab of Rs 8 into account, each full charge, from 0-100 percent, will theoretically cost users Rs 208 (Rs 8 multiplied by 26 units), resulting in a running cost of Rs 1.10 per kilometre of average city-highway usage, which is significantly lower than the Tigor petrol-auto’s Rs 7.55 per kilometre running cost.

Being the most affordable all-electric offering in the market, along with getting state government subsidies for faster adoption of electric vehicles, will certainly draw prospective buyers towards the Tigor EV. The economics, however, aren’t as attractive when you take into account the Rs 3 lakh to Rs 4 lakh premium it commands over its petrol-automatic counterpart. To put it into perspective, users driving 1,000km per month will take over four years to recoup that initial premium, and it is only then will they benefit from the EV’s lower running costs.

It has the green credentials, but isn’t as well-rounded as the Tata Nexon EV.

The Tigor’s interiors don’t feel special enough for a car costing north of a million rupees. It also misses kit like LED headlamps, sunroof, and more, which others offer at this price. EV buyers will certainly see merit in its smooth and refined drive experience, its green credentials and its healthy real-world range of 191km (average), which makes it a capable city commuter. Its unhurried performance on the open road, however, doesn’t make it feel as effortless as the Nexon EV, and even though the latter is more expensive, as a package, it is far more rounded and more desirable in comparison.

]]> Autocar India News Desk Autocar India News Desk 2021 Tata Tigor EV facelift review, road test 246 140 246 140 1 Sun, 17 Oct 2021 09:00:00 +1000 422314 Autocar India News Desk Autocar India staff photograher Sun, 17 Oct 2021 10:31:04 +1000 Does this all-electric sedan have what it takes to replicate the Tata Nexon EV’s success? Does this all-electric sedan have what it takes to replicate the Tata Nexon EV’s success? Sun, 17 Oct 2021 09:00:00 +1000 2021 tata tigor ev facelift review, road test https://www.autocarindia.com/car-reviews/2021-tata-tigor-ev-facelift-review-road-test-422314#utm_source=feed&utm_medium=rss&utm_campaign=Autocar+India+Car+Road+Test+Reviews+feed 422314 Skoda Kushaq review, road test

The Skoda-led ‘India 2.0’ strategy of the VW Group is squarely aimed at increasing market share in India, and the first offering delegated to drive sales is the Skoda Kushaq, a midsized SUV that competes with formidable rivals like the mighty Hyundai Creta and Kia Seltos. In its pursuit to achieve sales volumes, the Kushaq is tailor-made to meet the taste and preferences of India buyers – its packaging has been stretched out to maximize cabin space, it is equipped with features in vogue, and the company has priced it between Rs 10.50 and Rs 17.60 lakh (ex-showroom, India), catering to a wide set of buyers. The petrol-only Kushaq made a positive first impression when we drove it some months ago, and now we put all the four variants of the Skoda Kushaq through our exhaustive tests to find out how they perform in the real world.

The Skoda Kushaq is underpinned by the MQB A0 IN platform; the ‘IN’ represents an India-specific version that has been localised to the tune of 95 percent to keep costs in check. What’s more is that this platform has been stretched out, boasting of a segment-best 2,651mm wheelbase, in order to maximise interior room (more on that later).

Auto-LED headlamps illuminate the road rather well.

Viewed in light of the competition, the Kushaq is the smallest in every other dimension, hence it lacks the road presence of a hulking SUV. But its compact size and chic persona will find appeal among folk seeking a crossover that isn’t overtly brawny and intimidating.

L-shaped LED tail-lamps resemble those on some larger Skoda SUVs.

Thankfully, Skoda designers have remained true to their DNA and the Kushaq boasts of a neat and clean styling philosophy, with plenty of tasteful elements. The LED headlamps feature attractive crystalline elements and the chrome-rimmed butterfly grille is unmistakably a signature Skoda design trait. The 17-inch alloys look stylish and also present are confident character lines that add definition to the side profile. What’s interesting is that the side profile is identical to the Volkswagen Taigun, and both cars share their body cladding, fenders, doors, roof rails, mirrors, etc. The tail-lights feature eye-catching crystalline design elements, and these are reminiscent of those of its elder siblings, the Karoq and Kodiaq.

Chrome-rimmed front grille is unmistakably a Skoda design.

The solid ‘thud’ sounds on shutting its doors reaffirms the fact that this localised car still boasts of a solid European build. The Kushaq’s dashboard sports a clean design with horizontal lines, and adding spice to the cabin are some interesting 3D elements. The hexagonal chrome-lined vents pop out nicely, while the multi-layered and multi-textured strip that runs across the dash lends some depth. The light colours used inside and the large glass area further enhance the sense of space and roominess of the cabin. And what’s particularly stylish is the two-spoke steering wheel, with its floating hub and neat chrome roller controls. It feels nice and chunky to grip and is similar to what you get in the latest international Skodas. The instrument panel, with its analogue dials flanking a low-resolution, black and white information screen, looks quite dated in an otherwise modern cabin.

Quality and fit-finish are a mixed bag - some bits feel very premium while others feel low rent.

Interestingly, it won’t take much of poking around the cabin to identify where Skoda has cut costs. While the dashboard top looks reasonably premium, the rest of the plastics are neither soft-touch nor textured, and while they feel long-lasting, they don’t feel special enough in a car of this segment. Details like the air vents and grab handles, which aren’t damped, feel flimsy to operate, the woven roof liner looks downmarket, there’s no shroud to hide the sunroof mechanism when you pull back the blind, and the leatherette seat fabric that’s finished in grey with yellow piping isn’t evenly stitched. What’s missing in this cabin is Skoda’s legendary quality and attention to detail, which have raised expectations from the brand.

There’s ample adjustment on offer and the seat offers nice support.

The seats are well designed with the right level of firmness, and comfort is of a high order in the spacious cabin. With plenty of adjustments for the seats and steering, tall glass area all around, and high-set seats, finding the perfect driving position is a breeze and visibility is excellent too.

Space for two adults is aplenty, and the seat is comfortable.

The cabin is thoughtfully designed with a generous amount of stowage space. The plus-size glovebox and the large door pockets hold a fair amount. In addition, there’s an elbow box, a pair of cupholders, and a wide rubberised tray with a wireless charging pad.

Centre armrest gets fore-aft adjustment for driver comfort.

As mentioned earlier, the Kushaq boasts of the longest wheelbase in its class, and as a result, space in the rear is aplenty. Six-footers will have no problem stretching out, and headroom won’t be a problem either, as the roof is smartly scooped out. The perfectly angled backrest and ample under-thigh support further enhance comfort, especially on long drives. Skoda has minimised the floor hump’s height for the comfort of the middle passenger, and hasn’t skimped on safety either. Even the middle occupant gets an adjustable head restraint, as well as a proper three-point seatbelt. The Kushaq, however, is not particularly wide, so accommodating three adults at the rear will be a tight squeeze. For the convenience of rear occupants there are large door bins, seatback pockets, clever smartphone pockets, rear air-con vents, as well as a pair of USB-C charging ports.

Unlike yesteryear Skodas, it lacks the attention to detail, case in point, the exposed sunroof railings.

On paper, the 385-litre boot is much smaller than its rivals, but because it is well shaped, it can easily gobble up a lot more cargo than its size suggests. Further, the seats split 60:40, and with the rear bench folded, cargo volume goes up to a cavernous 1,405 litres. Also present here are some ‘simply clever’ bits like nets and hooks, which are useful for fastening your luggage.

Boot is well-shaped, although its 385-litres volume is lesser than rivals.

Skoda has packed in many features that buyers in this segment are looking for such as a large, 10-inch touchscreen infotainment system with segment-first wireless Android Auto and Apple CarPlay. This system also includes in-built applications like Gaana and Audiobooks, among others, which work using your smartphone’s internet (via Wi-Fi hotspot). A voice command function linked to these apps would have certainly enhanced their usability. For example, in its current state, you’ll struggle to search for songs on the Gaana app using the tiny keypad, especially while on the move.

Pre-loaded apps work on phone’s internet. Voice commands would have made them easy to operate.

The Kushaq also features a touch panel for the climate control settings, which not only looks premium, it’s also as intuitive and as easy to use as regular knobs and buttons. In addition to these, it gets automatic LED headlamps and rain-sensing wipers, cruise control, a sunroof, wireless phone charging, rear air-con vents, reversing camera and an auto dimming inside mirror. There are ventilated front seats to speak of as well. Curiously, the ventilated seats offer only two fan speeds, rather than three (available in rivals), and the button has orange LEDs (usually associated with heated seats), instead of blue.

Cooled seats don’t perform as effectively as on its Korean rivals.

In terms of safety, all variants get ESP, traction control, multi-collision braking, brake disc wiping, alongside ABS with EBD and dual airbags. Some higher variants get hill-start assist, and only the manual top variants get side and curtain airbags.

Analogue dials with a monochrome MID look rather old-school.

The competition offers kit like rear disc brakes, 360-degree parking camera, panoramic sunroof, powered driver’s seat, e-SIM based connected car tech, digital instrument cluster and some even get a head-up display, all of which are missing on the Kushaq.

While we’ve experienced the 1.0-litre TSI engine in the Skoda Rapid before, in the Kushaq, this engine churns out 115hp and 178Nm, which is 5hp and 3Nm more. Does that result in even stronger performance than its sedan sibling? Being nearly a hundred kilograms heavier than the Rapid, the 1.0-litre TSI doesn’t feel quite as energetic in the Kushaq. There’s adequate performance on tap, as long as the engine is spinning over 1,800rpm, and power delivery is smooth and uninterrupted. This direct injection motor serves peak torque over a broad 2,750rpm band, from 1,750-4,500rpm, so overtaking or closing gaps in traffic is quite easy. Flat-out, it will sprint to 100kph in just 11.47sec, which is very quick, but the gearing could have been a touch shorter for better driveability in the lower gears. The gap between the second and third gear ratio is unusually wide, and during a spirited drive, you’ll often find yourself downshifting to second, rather than staying in third, to make quick progress. As a gearbox, the MQ200 6-speed manual is smooth in its operation, with well-defined gates, but the shifts aren’t quite as smooth as its Korean rivals.

The AQ250 6-speed torque converter paired to the 1.0-litre TSI is an all-new fourth-generation Aisin transmission, making its global debut in the Kushaq. This automatic gearbox is smooth for the most part and works well with this engine. Skoda has intentionally kept the engine idling speed rather high, to prevent it from stalling. As a result, it leaps forward from a standstill rather aggressively, so you need to carefully modulate the brakes to control this behaviour. After the initial lurch, the transmission is programmed to shift to the highest possible ratio at the earliest, in the interest of fuel efficiency, and as a result you’ll need more aggressive throttle inputs than usual to close gaps in traffic. Flat-out acceleration is rather lazy and it sprints from 0-100kph in 13.16sec. To extract the best out of this engine, the automatic gets a ‘Sport’ mode that negates the sluggish engine behaviour by holding gears longer than when in ‘D’. There are paddle shifters, as well as a tiptronic mode, for manual control over the transmission. Downshifts, however, aren’t particularly smooth and the transition from third to second or second to first gear can get quite jerky at times.

The pick of the range is undeniably the EA211 EVO 1.5-litre TSI, four-cylinder, turbo-petrol engine. It feels strong right from the get-go and is eager to make an impression. Unlike its small-capacity sibling, there isn’t any perceptible delay before the turbo starts singing, and from almost idling RPMs, this motor feels energetic. A thick wave of torque is delivered in a clean, uninterrupted serving, and this motor keeps pulling strongly all the way till 6,500rpm in the lower gears. The MQ281 6-speed manual gearbox requires a firm shove to slot into the gates and even the clutch is on the heavier side. So, this isn’t the ideal version for someone whose daily commute involves bumper-to-bumper traffic crawls.

Active cylinder deactivation functions seamlessly and certainly aids the 1.5’s fuel efficiency.

Transmission duties in the automatic are carried out by a 7-speed dual-clutch unit, the newest iteration of the DQ200 family; its predecessor served in the outgoing Polo 1.2 GT TSI and the Skoda Octavia 1.8 TSI. This automatic feels very smooth, and like before, the shifts are lighting quick; downshifts, however, aren’t nearly as quick in full-automatic mode. You will do well by tugging the left paddle a few times to downshift to the right gear when in a hurry. And it is when you take over manual control that you will truly appreciate the quickness with which this transmission performs, adding a greater degree of sportiness to the drive experience. What’s interesting is that both, the manual and automatic accelerate at an identical pace, taking an identical 9.5sec to sprint to 100kph, and going on to hit a top speed of around 190kph.

The 1.5 TSI DSG version is noisier than the 1.5 TSI manual at mid revs, and the engine boom inside the cabin keeps getting louder as the revs climb. Drive the 1.5 TSI and the 1.0 TSI versions back-to-back and this four-cylinder engine’s smoothness certainly impresses. While the 1.0 TSI isn’t what you’d term as gruff or unrefined by any stretch of the imagination, being a three-cylinder, it does emanate a typical thrum at higher revs.

The 1.0-litre, three-cylinder TSI manual version has tall gear ratios to aid fuel efficiency. Its broad spread of torque makes it easy-going while pottering around town, but you will need to work the gears and spin this engine to keep up with faster moving traffic. Hence, despite having six gears at its disposal, highway fuel efficiency is merely 14.3kpl, 2.5kpl better than its 11.8kpl city figure. The torque converter automatic is programmed to upshift early in the city, and you’ll often find yourself prodding the accelerator to get a move on. The constant on and off boost driving, along with heavy throttle inputs, result in a city fuel efficiency of 8.5kpl, and 12.4kpl on the highway.

The 1.5-litre four-cylinder TSI engine is equipped with active cylinder deactivation technology, which works extremely well in the background. It switches off two out of the four cylinders when the engine is under light load, in order to reduce fuel consumption. So seamless it is in its operation that unless you look at the ‘2-cylinder mode’ notification on the MID, you won’t even be aware of its existence. What’s impressive is that the moment you prod the throttle a bit harder, it’ll fire up all the four cylinders to provide the requisite energy to get moving. But does this technology really reduce fuel consumption?

The 1.5 TSI with this clever active cylinder deactivation technology is actually more fuel efficient than its three-cylinder counterpart. At most times, this engine is running on just two out of its four cylinders when driven sedately, and with crisp responses on offer, you’ll seldom need to accelerate aggressively to get going. Fuel efficiency figures for the manual, as a result, are impressive, which stand at 11.5kpl and 16.5kpl in the city and highway, respectively. Unlike the torque converter, the dual-clutch automatic doesn’t shift to higher ratios as quickly. However, you’ll often catch the automatic slipping the clutch when you get off and on the throttle in the city, so fuel efficiency takes a beating and it manages only 8.9kpl. Having seven ratios to play with, the DSG is an easy sipper on the highway and it returns a rather promising 15.4kpl.

One of the key talking points of this new MQB A0 IN architecture is that it is a whopping 30 percent more rigid compared to PQ25 platform that underpins the Polo, Vento and Rapid. The Kushaq’s chassis prowess is revealed at the first corner where the body control feels tight, the car feels nimble, and it wraps itself around the driver like a much smaller car. Yes, it sits 188mm above the ground (unladen), and it is quite tall too, so body roll is inevitable, compared to a sedan like the Rapid, but it is still well contained. And with wheels stretched to the farthest corners of the car, the Kushaq offers excellent grip around corners, and infuses ample confidence from behind the wheel. Speaking of which, the steering is light and fluid, and while its lightness will appeal to a majority of buyers, driving enthusiasts will be left wanting for a bit more heft, especially at highway speeds.

What’s also impressive is the Kushaq’s rock-solid stability while cruising at highway speeds, where it rides flat and composed at all times. Typical to European cars, the Kushaq is a bit stiff-kneed and the suspension tends to thud over sharp bumps. Due to the stiff suspension setup, its low-speed ride is a bit busy, and neither does it flatten road imperfections as competently as a Renault Duster or absorb road shocks as nicely as the Hyundai Creta.

Braking performance is an area where the Kushaq impresses. Despite missing rear disc brakes, in a panic braking scenario, it comes to a halt from 80kph in just 25.35m, a distance shorter than the rear disc brake-equipped Kia Seltos.

Skoda’s new 10-inch touchscreen is an easy-to-use system, with a dedicated shortcut bar to the left of the screen for easy access to the menus. What’s nice is that the touch sensitivity is good and it responds rather quickly. It features wireless Android Auto and Apple CarPlay, although on several occasions we noticed connectivity issues during calls. The higher variants are equipped with a 6-speaker sound system, along with a subwoofer. While the quality is acceptable, it doesn’t sound nearly as nice as the branded audio systems that its rivals feature. Users can also locate their vehicle, check engine status and service schedules, among other things, via a mobile application.

Throughout this review, you must have noticed multiple instances of us nitpicking over tiny details. The reason for this is that, in certain areas, the Kushaq doesn’t quite meet the high standards of quality and attention-to-detail that Skodas are known for. View it in the light of the competition and the Kushaq’s compact dimensions and premium pricing go against it, as do a missing diesel engine option and the lack of features like a panoramic sunroof and a 360-degree camera. But what Skoda offers is a chic crossover with a solid, European build and strong fundamentals. With brilliant dynamics and a potent 1.5 TSI engine, the Kushaq is easily one of the best driving cars in its class, and that’s where its appeal lies. Skoda has done well by offering petrol engine and transmission combinations that cover a wide price band, out of which the 1.5 TSI stands out due to its strong performance and impressive fuel efficiency. Skoda must also be lauded for equipping all variants with active safety kit like ESP, traction control and multi-collision braking, with some higher variants also getting six airbags and hill-launch assist. In conclusion, there’s finally a credible alternative to the formidable Koreans, and while it may not have all it takes to rule the roost, the Skoda Kushaq certainly has the potential to grab a sizeable share of the midsize SUV pie.

]]> Autocar India News Desk Autocar India News Desk Skoda Kushaq review, road test 246 140 246 140 1 Sun, 3 Oct 2021 09:00:00 +1000 422179 Autocar India News Desk Autocar India staff photograher Fri, 1 Oct 2021 16:29:09 +1000 Does this Creta-rival have what it takes to grab a sizeable share of the midsize SUV pie? We find out. Does this Creta-rival have what it takes to grab a sizeable share of the midsize SUV pie? We find out. Sun, 3 Oct 2021 09:00:00 +1000 "skoda kushaq review, road test" https://www.autocarindia.com/car-reviews/skoda-kushaq-review-road-test-422179#utm_source=feed&utm_medium=rss&utm_campaign=Autocar+India+Car+Road+Test+Reviews+feed 422179 2021 Citroen C5 Aircross review, road test

Joining the SUV bandwagon in India is Citroën, the newest player in the market, with its first offering in the shape of the contemporary C5 Aircross. With this crossover, the company aims to offer customers a taste of what the brand is known for – comfort and a smooth drive experience. And unlike other newbie brands like Kia and MG, which quickly established themselves in the country with the help of affordable and value-for-money offerings, Citroën has opted for a premium positioning strategy. With prices ranging between Rs 30.80 lakh and Rs 32.30 lakh, the C5 Aircross is pricier than other monocoque SUVs like the Jeep Compass and Hyundai Tucson.

The highlights of the C5 Aircross from the first drive report were its spacious interiors, its excellent ride comfort and its engine smoothness and refinement. But how is this car to live with, and how does it perform in our exhaustive tests? We find out.

The Citroën C5 Aircross is built on the PSA group’s EMP2 platform that also underpins several front- and four-wheel-drive models sold abroad. This unibody crossover has the largest footprint in its class. To put its size into perspective, the C5 is 95mm and 20mm longer than the Jeep Compass and Hyundai Tucson, respectively; it is 151mm and 119mm wider than the Jeep and Hyundai, respectively, and it boasts of a class-best 2,730mm wheelbase. Its size advantage over the competition lends it the much-desired street cred, and what also make heads turn on the roads are its standout design elements.

Far too many elements may seem excessive to some.

This Citroën cleverly fuses the two-box, high-riding SUV silhouette with unique yet attractive styling quirks and features that add a touch of youthfulness to its character. Its front angle is the most distinctive, with a multi-layered design. Its double-chevron logo extends into two chrome strips and encapsulates the DRLs. The LED headlamps flank its rather unconventional, horizontal grille design. And then there are two artificial inlets, finished in a contrasting-coloured border, on the front bumper that grab the limelight. These quadrilateral-shaped elements are seen all across the exteriors and also make their way inside the car.

Quad LED themed tail-lamps are eye-catching.

While some might find its front styling a bit excessive, the side and rear profiles, however, are a lot cleaner in comparison. What’s nice is that the thick body cladding, featuring the quad theme, adds some flair to its sides, as do the stylish 18-inch wheels, roof rails, and the chunky chrome strip that surrounds the windows. At the rear, the C5 gets a pair of fake air vents and twin exhaust tips, but the most eye-catching feature here are its tail-lights, which get four 3D quad LED elements.

Step inside the C5’s cabin and it’s a sea of grey, with interesting styling elements and a variety of textures. The reassuring ‘thud’ sound when you shut the door impresses, and so does its well-built cabin with top-notch levels of fit-finish. There’s a mix of soft-touch areas and hard plastics, with a higher percentage of the latter, but because the quality of materials used feels premium, buyers will not feel short-changed. And just like its exteriors, the quad design detailing is scattered all across the cabin, having their presence on nearly every element in some form or another.

Unconventionally designed interiors with a mix of soft-touch materials and hard plastics.

The slab-sided dashboard design is rather unconventional and what grabs your attention are the air-vents that are split into separate cubes (they operate as a single unit), in a bid to look different. The steering isn’t perfectly circular; it is flat on the top and bottom, and it feels great to grip, as do the column-mounted paddleshifters, similar to some supercars from the Ferrari stable. What’s unique about their placement is that, because they aren’t mounted on the steering, they don’t turn with the wheel like in most other cars, but remain fixed. The paddles themselves are quite tall in height for easy reach. Lurking behind the paddles is a 12.3-inch digital instrument cluster, which isn’t half as exciting to look at or in its operation. Some animations are crisp and drivers witness a large readout of the vehicle’s speed. On the whole, however, it feels a bit too basic and display options are far too limited.

Adjusting the climate control or fan speed settings is an unnecessary two-step process.

The flattish front seats feature a chocolate bar-like quad shaped stitching, and these are clad in part-leather and part-cloth. These seats are six-way electrically adjustable and are broad, accommodating and very comfortable. Uniquely, the front passenger seat also features height adjustment, but to adjust backrest recline you will need to operate an old-fashioned rotary knob, which isn’t the most convenient.

Very comfortable front seats. Even passenger seat gets height adjustment.

While living with this car, we did come across some niggles; for example, adjusting the cabin temperature is a two-step process – first you need to hit the shortcut button below the touchscreen and then access the climate control menu on the screen. The start-stop button requires a firm press to fire up the engine. And its left-hand-drive origins are glaringly evident in more places than one – the gear selector and engine start-stop button are placed closer to the passenger than the driver, the bonnet opening lever resides in the passenger footwell, and the fuse box occupies almost half of the area inside the glovebox.

Usable space inside the glovebox is eaten by the fuse box.

In the backseat, you will relish the sheer width of this cabin and its massive panoramic sunroof, which enhances the sense of space. What’s unique is that Citroën has plonked in three independent and identical rear seats, each having the ability to slide, recline and fold. This innovative and unique setup works best as a 5-seater, no doubt, but as a 4-seater, it isn’t ideal. Being confined to individual seats, outer passengers can’t spread out comfortably and make use of the empty space in the middle; an arm rest is missing too. Also, large passengers won’t find these seats as accommodating as the ones in the front.

Each seat has the ability to individually recline, slide and fold.

There’s plenty of cargo space as well and while the boot is large, at 580 litres, what is truly impressive is in-cabin storage, which Citroën says adds up to 33 litres. The door pockets, cubby holes and the phone tray are all really big and deep, and the centre console storage box is simple massive; thankfully, it’s illuminated, which makes it easy to find small items, especially when it’s dark.

Cavernous boot has a flat loading area; it houses a full-size tyre underneath.

Introduced in just two variants, Feel and Shine (as tested), they are similarly equipped, with the additions being a panoramic sunroof, LED headlamps and an electric tailgate in the latter. The standard features list includes 18-inch diamond-cut alloys, 8.0-inch touchscreen with Android and Apple connectivity, 6-way electrically adjustable driver’s seat, keyless entry and go, dual-zone climate control, air quality system, cruise control, ambient lighting and one-touch window operation. There is a 12.3-inch digital instrument cluster to speak of as well, however, with limited display options and rather unexciting screens, this feature could have been better executed.

Large speedo readout, but other display options are limited and the fonts are not very easy to read.

Standard safety features include auto headlamp and wipers, six airbags, ESP, hill-start assist, hill-descent control and blind spot assist. For the latter, there are orange LED indicators on the side mirrors that flash when there is a car or bike in your blind spot.

Orange LED cautions driver of vehicle in blind spot.

With the help of its front and rear sensors, the C5 will also steer itself into or out of a parallel or perpendicular spot, and the driver retains control over the brakes and gearbox. In addition, as you reverse, the camera also displays a top-view of the surroundings, which is particularly useful while reversing in a tight spot.

The 1,997cc turbo-diesel impresses with its refinement. Engine sounds filtering inside the cabin are almost negligible, and with no typical vibrations or clatter to speak of, the uninformed could even mistake this motor for a petrol. This motor carries forward its refined character throughout the rev range, and it is only closer to the redline that you will hear a bit of the diesel clatter. While still on the topic of refinement, its sound insulation needs a special mention – thanks to the double-glazed windshield, among other things, the C5’s occupants are isolated from the outside world’s ruckus. And because all the other sounds are so well insulated and the cabin is so quiet, tyre roar gets amplified at higher speeds.

Codenamed DW10 FC, this 2.0-litre engine produces 177hp and 400Nm of torque. Now while these figures might seem par for the course, especially in a vehicle that weights 1,685kg, the beauty of this motor lies in the smoothness with which it performs. What Citroën has done really well is married this engine to the Aisin-derived 8-speed automatic transmission, with which it works in perfect synergy.

The engine’s flattish torque curve, from 1,750-2,500rpm, coupled with short gearing make the C5 amply responsive with almost no delay in power delivery. Torque supply is aplenty, and so closely stacked are its gears that even while pottering around town in a high gear, it responds well when you squeeze the throttle to close a gap in traffic, without getting caught off-guard.

For the most part, shifts are barely perceptible and with a light foot these upshift at around 1,800rpm. While there is a full manual mode on offer, it will automatically upshift as it nears the redline or downshift when the revs fall too low.

Column-mounted paddleshifters remain fixed and don’t turn with the steering, like in most cars.

The C5 also gets paddleshifters and these provide a degree of manual control over the transmission. However, the shifts aren’t very quick, and because this auto is clever enough by itself, you’ll seldom find the need to use these.

In addition to the Normal mode, there are two other drive modes on offer – Eco and Sport. While there is a small difference between Eco and Sport, in terms of part-throttle responsiveness (the latter feels a bit quicker), shift from Normal to either of these two modes and the difference is barely perceptible.

Like many other cars, under full throttle, all these modes are over-ridden, and the C5 throws up similar acceleration timings on our testing equipment.

While this motor’s butter-smooth power supply makes it a comfortable tourer, it also packs in strong performance up its sleeves. Drivers with a lead foot will witness torque steer in the lower gears, as the front wheels struggle to put the power down and the traction control light blinks incessantly on the instrument cluster. Flat-out, the C5 can accelerate from 0-100kph in just 9.61sec. Its rolling acceleration times of 5.89sec and 7.71sec from 20-80kph and 40-100kph, respectively, are equally impressive, making it significantly quicker than rivals like the Jeep Compass and Hyundai Tucson.

Citroën claims that the C5 delivers a ‘flying carpet ride’, and while this might seem like marketing speak, in reality, its ride comfort is simply phenomenal and unequivocally, the best around. What makes the C5’s ride so good are the progressive hydraulic cushions. These cushions essentially replace the mechanical bump stops (usually made out of rubber) with hydraulic chambers. Interestingly, the front suspension uses two hydraulic chambers on either side of the shock absorbers – one for compression and the other for rebound, whereas there’s only one chamber at the rear for compression. These hydraulic chambers really shine when the car goes over deep or sharp surfaces at speeds, and it is at those times when you truly appreciate this setup’s bump absorption prowess. There’s no body shock or a jarring thud felt inside the cabin. This crossover swallows road shock better than most cars we’ve experienced, even from those that are two to three segments above.

Soft suspension coupled with ‘progressive hydraulic cushions’ work extremely well at all speeds.

Over most other scenarios, the C5’s soft spring and damper setup flatten the road imperfections by themselves, offering a cushy drive experience. Up the pace, and the C5 tends to waft a bit over wavy surfaces, but it’s never excessive and body control on the whole is good. The steering remains oily smooth and light at all speeds. And when you corner with verve, it does roll a bit, on account of its soft suspension setup. With an aggressive driver behind the wheel, the traction control light is often seen flickering incessantly on the instrument cluster. It also tends to nose dive as you brake hard, and truth be told, this car is best enjoyed at six- or even seven-tenths of its potential; a Jeep Compass it is not.

To enhance this Citroën’s traction, it comes equipped with ‘Grip Control’ modes, which alter its ESP and traction control settings in scenarios such as mud, grass, snow and sand. These, plus the C5’s chunky 235/55 R18 tyres and the massive 230mm (unladen) ground clearance boost its ability to tread off the beaten path. However, with power being delivered only to the front wheels, it doesn’t have the absolute go-anywhere capability like other four-wheel-drive SUVs at this price point.

Thick tyres and 230mm ground clearance go well with its SUV credentials.

The brakes perform adequately for the most part, with a predictable pedal feel. Occasionally, you will find the brakes grabbing and bringing the car to a halt a bit too abruptly, particularly while slowing down at crawling speeds.

The gearbox has been internally codenamed EAT8 which stands for ‘efficient automatic transmission 8’, but does this transmission aid fuel economy as its name suggests? In our city driving cycles, the Citroën managed a rather impressive 10.3kpl. Owing to its impressive responsiveness in the city, you will seldom need aggressive throttle inputs to make quick overtakes or dart into gaps in traffic. Aiding city efficiency further is an automatic engine start-stop function that is seamless, responsive and vibration-free in its operation; hence, you won’t mind leaving it on while the car is stuck at a traffic light for a long duration. A peculiar behaviour we noticed is that this feature is a bit too eager to perform and often switched off the car while slowing down, even before coming to a halt.

The story is a bit different when it comes to highway fuel economy, which is 12.6kpl; with eight gear ratios, you’d have imagined a much higher figure, especially after the tall city efficiency. However, the good news is that this automatic is spinning at a lazy 1,500rpm in eighth gear while cruising at 100kph, but what’s interesting to note is that only the seventh and eight gears are overdrive ratios.

So, in a scenario when you are cruising at a steady pace, the C5’s efficiency will be higher. However, on two lane highways where speeds aren’t constant, the C5 will often be in lower gears to make quick progress, and that takes a toll on its fuel efficiency.

8.0-inch touchscreen is rather basic in its outlook but its various menus are easy to navigate through, thanks to the shortcut keys on the touchpad below. The touch sensitivity and responses are good, and even the sound output from the six speakers is par for the course. What’s unique is that the top-view display acts as a surround camera: it stitches the side views as you reverse, which makes parking a breeze.

Pricey, but one of the smoothest and nicest riding urbane crossovers around.

Without a doubt, the C5’s outstanding ride comfort is its highlight, and its bump absorption ability sets a new benchmark for cars not only in its segment, but also for those from a few segments above. What’ll also blow away buyers is the diesel engine’s smoothness and refinement, the seamless automatic transmission and the effort-free steering. Its touring abilities are further enhanced by strong engine performance, a high ground clearance, and some clever traction-enhancing gadgetry. Its comfortable front seats, large boot and ample features further add to its strengths.

In its quest to be unique, this Citroën does have its fair share of quirks. While some of these can easily be overlooked, ones like the three individual backseats could be a deal breaker for some chauffeur-driven folks. The biggest hurdle for Citroën’s debut model, however, is what it costs. Compare it to its nearest rivals, like the Jeep Compass and Hyundai Tucson, and the C5’s price is way out of the ballpark. Sure, the C5 is larger in dimensions and more spacious, but both its rivals offer more in terms of engines, transmissions and all-wheel-drive capability. Citroën’s wafer-thin support network doesn’t help its case either. In the C5’s favour though, it’s a car that needs to be experienced to really be appreciated. It is very competent as an urbane crossover, and if it is uniqueness that you’re after, the Citroën C5 Aircross delivers in abundance.

]]> Autocar India News Desk Autocar India News Desk 2021 Citroen C5 Aircross review, road test 246 140 246 140 1 Wed, 22 Sep 2021 09:00:00 +1000 422118 Autocar India News Desk Autocar India staff photograher Wed, 22 Sep 2021 10:23:04 +1000 It made a strong first impression, and now we put it through our tests to find out how it performs. It made a strong first impression, and now we put it through our tests to find out how it performs. Wed, 22 Sep 2021 09:00:00 +1000 "2021" "citroen" "c5 aircross" "review" "road test" https://www.autocarindia.com/car-reviews/2021-citroen-c5-aircross-review-road-test-422118#utm_source=feed&utm_medium=rss&utm_campaign=Autocar+India+Car+Road+Test+Reviews+feed 422118 Audi e-tron 55 quattro review, road test

What we have here is Audi’s first mass-produced electric vehicle – the e-tron. The name, however, made it ]]>

Also not exactly new, is the car in contention, which hit international showrooms in 2019 and set off to a strong start, but supply chain constraints resulted in soaring global waiting periods and subsequent delays. The India-launch, scheduled for 2019, was delayed and that extended further due to the pandemic. So, it is only now, in the middle of 2021, that we are finally getting the e-tron in India. As a result, despite being one of the first luxury manufacturers to have a standalone EV model internationally, Audi lost its advantage in India to both, the Mercedes-Benz, which launched the EQC in 2020, and to Jaguar, which launched the I-Pace earlier this year. For Audi, however, this could be a blessing in disguise, with the competition testing the waters for premium luxury EVs and the broader market awareness and better acceptance of EVs in India, the timing seems just right for the e-tron SUV launch.

To begin with, we will get the ‘55’ variant as well as a ‘55 Sportback’ version, both of which are powered by a 95kWh battery. Interestingly, the company aims to sell over 200 e-trons annually, which might seem like a tall order for a car that costs over Rs 1 crore. So, does it have enough to back its green plates and meet the company target? We put the e-tron 55 through our exhaustive tests to find out.

The e-tron is based on the heavily modified MLB Evo platform which also underpins the likes of the Q5 and Q7. This 5-seater e-tron is similar in terms of dimensions to the 7-seater Q7, stretching over 5m in length, almost 2m in width, and with a 2.9m-long wheelbase, thus holding a distinct size advantage over its current competition – Mercedes-Benz EQC and Jaguar I-Pace.

This grey hexagonal design element mimics a signature Audi grille.

Being an Audi, the e-tron’s styling is typically understated, so while it looks both, sharp and smart, it doesn’t obviously scream that it is ‘electric’ or ‘futuristic’. Grabbing the limelight up front is a massive enclosed hexagonal area finished in grey that mimics a standard Audi front grille, which is in line with Audi’s conventional styling approach, rather than adopting a radical design philosophy like what Jaguar did with the I-Pace. This approach has been intentionally adapted to smoothen the transition for buyers from internal combustion engine cars to electric vehicles.

Steeply raked windscreen and chiselled tail-lamps look sporty.

The sharply styled headlamps, bulbous haunches, and the large 20-inch wheels add some oomph to its design, and for India, we get a standard outside mirror setup, rather than the futuristic, albeit gimmicky, twin external camera setup, which we experienced in its international iteration. Uniquely, Audi provides charging provisions on either side of the car, on the front fender – the driver’s side accommodates an AC as well as a DC charging socket, whereas the passenger side gets only an AC charging socket. What’s cool is the way the flap slides down electrically, when you press the button next to the ‘e-tron’ lettering. The light bar at the rear runs the width of the boot and connects the tail-lamps, and the steeply raked rear windscreen lends it a sporty appearance. A black band on the bumper and the silver skid plate do a great job of breaking the monotone at the rear.

Orange brake calipers cling on to massive 18-inch disc brakes.

Giving away its all-electric identity, however, are the green number plates, mandated for EVs in India, and orange highlights on the e-tron badge and the brake calipers.

Step into the e-tron and you’d easily identify several design traits and shared parts with other Audis, which is no bad thing. The uncluttered, layered dashboard is pleasing to the eyes, and it nicely wraps itself around the cabin, flowing seamlessly into the door pads. The most striking detail is the twin screen setup – one for the infotainment and the other for the climate control, both of which are angled towards the driver, indicating that this SUV is focused towards the self-driven.

Neat layout and extremely high quality bits all around; cabin wears a staid design and colours.

The screens have high contrast, clear displays, as well as an option for haptic feedback (mild vibration) when ‘pressed’. There’s a thoughtful rest area for your hand too, which comes handy while operating the climate control screen, but that doesn’t take away from the fact that, when on the move, you will have to look away from the road while fiddling with the blower speed or setting the temperature. What also lifts the futuristic feel of the e-tron’s interiors is the superb virtual cockpit (full-digital instrument cluster), which is one of the best units around when it comes to sharp coloured displays and ease of use.

Climate control screen also offers haptic feedback; the icons are large so it’s easy to use.

The other bit that you’d come to appreciate is the sheer quality and fit-finish on the inside. There’s not a single low-rent area in this Audi’s cabin. The front seats are broad and accommodating, but the cushioning is a bit firm, so that you don’t sink into them, hence these don’t feel as plush or as comforting as some other luxury SUVs.

Broad seats get firm cushioning, so these don’t feel very luxurious.

The grey colour of the seats is very business-like, and brighter coloured inserts or contrast stitching would have gone a long way to liven up its persona. Storage areas in the front are aplenty; there’s a clever recess area to wirelessly charge your smartphone while being placed perpendicularly (rather than flat); besides that is a deep cavity to stow beverage cups or even smaller bottles. In addition, the armrest console can swallow some nick-knacks, and the wide door bins will easily gobble up large bottles.

Multiple storage and charging provisions spread across, including a wireless charger.

The rear bench is nicely shaped to offer adequate thigh support, and the backrest is set to a comfortable angle too. The good news is that, even though the battery pack has been accommodated beneath the floor, the floor isn’t too high-set. So, you are not seated in an uncomfortable knees-up position, nor has the headroom been compromised. The seat itself is broad enough to accommodate three passengers seated abreast and the floor is almost flat too; the protruding air-con console, however, hampers knee-room for the middle occupant. Also, the panoramic sunroof is a bit small and doesn’t stretch all the way behind, like the Jaguar I-Pace’s full panoramic glass roof.

Supportive and wide rear bench, with ample leg-, knee-, and headroom.

Passengers at the rear have the luxury to set their individual temperatures, thanks to the four-zone climate control. They also get two Type-C USB charging ports, cupholders in the centre armrest and large door pockets for storage. At 660 litres, the e-tron’s boot is massive. The space saver tyre is neatly tucked beneath the boot floor, where there’s an additional storage cavity to tuck in the charging cables.

Cavernous 660 litres of cargo area; expandable up to 1,725 litres.

What’s more is that, because there isn’t an engine under the bonnet of the e-tron, there’s an additional storage space up front, where a small soft bag can easily be accommodated or even the cables, should you prefer. The option to unlock its ‘frunk’ or ‘front trunk’ isn’t conveniently located on the key, but is at a more conventional location beneath the dashboard on the driver’s side.

The e-tron 55’s standard features list includes 20-inch wheels, Matrix LED headlamps, a panoramic sunroof, Audi’s virtual cockpit (fully-digital instrument cluster), twin screens – one for the infotainment and the other for climate control – both offering haptic feedback. In addition, you get a four-zone climate control, air suspension, wireless charging, Android Auto and Apple CarPlay (wired) and an electric tailgate.

Virtual cockpit has a plethora of viewing options and clear displays.

Audi offers a laundry list of optional features which include a 16-speaker, 705W Bang and Olufsen premium sound system, a 360-degree camera, head-up display, on-board air purifier and perfume, ambient lighting with 30 colour options, and soft-closing doors. Then there are the optional digital Matrix LED headlamps which have a cool trick up their sleeve – apart from lighting up the road very well, these also perform a theatrical light show whenever you lock/unlock the vehicle.

Headlamps project a fancy light show upon locking or unlocking.

Features such as ventilated seats, wireless phone connectivity and connected car tech, to name a few, are missing, and users who seek deeper and geeky EV-related information on the screens will be left a bit shortchanged with the oversimplified displays on offer.

The 10.1-inch touchscreen is easy to use and it responds well, without any perceptible lag. Touch inputs, however, command some pressure and aren’t feather-light like some modern touchscreens. What’s nice is that it offers an option for a vibratory feedback on click.

Owners will appreciate its oversimplified interface, but those who prefer a variety of EV-related information and displays will certainly be left wanting for more data analytics and screen options. One of its talking points is the 16-speaker 705W Bang and Olufsen sound system, which delivers a clear, yet punchy audio experience.

In the ‘e-tron 55 quattro’ guise, this SUV draws power out of a 95kWh battery pack that supplies energy to two motors, one on each axle. In its sportiest setting, the e-tron generates 408hp/664Nm, 184hp at the front axle and 224hp at the rear. But in other modes, the e-tron makes 360hp/561Nm (170hp in the front and 190hp at the rear). The part-throttle rolling responses from standstill are so nice and gentle, that you’ll even forgive Audi for not offering a standard creep function. Being an EV, of course, torque is served right from the get-go, acceleration is very brisk, and the throttle response is sharp. A mere flex of your right foot is enough to scoot past slow-moving traffic, with the type of gusto you’d least expect from a 2.6-tonne SUV. The smooth, yet consistent build up of speed and its instantaneous responses are very addictive. This all-electric SUV can be enjoyed without the slightest guilt about polluting the environment, thanks to its zero tailpipe emissions. Interestingly, through external speakers, the e-tron plays a whirring-like sound in order to alert pedestrians and other road users of its presence on the move.

Switch from D to S and this Audi unleashes the additional 48hp/103Nm in overboost mode, under hard acceleration. When driven flat-out, the 2.6 tonne e-tron gallops from 0-100kph in a blisteringly quick 5.58sec and pulls strongly till about 180kph, after which the acceleration graph tapers off. With your foot pinned to the floor, it will max out at 207kph, as suggested by our GPS-based test equipment.

As with all EVs, the e-tron has energy regeneration (where the motor acts as a generator and recuperates kinetic energy during off-throttle coasting and braking) and it has two settings, manual and auto. What’s really impressive is how intuitive and how natural the auto mode is when you lift off. It allows the car to coast in order to maximise the distance covered, or it will recuperate charge and decelerate the car, all based on the driving style and battery state. What’s more is that if you need to slow down a bit sooner, you can tug at the left paddle and momentarily increase the regeneration and braking feel. Conversely, if you feel the braking feel is too strong, tug at the right paddle to decrease the braking feel and regeneration.

In addition to auto mode, there’s an option to manually turn regeneration off, or set it to two preset levels, which keep retardation forces at 0.03g and 0.1g, respectively. Using level 1 is a good idea during continuous downhill descents while in stop-go scenarios, using the higher setting could be fruitful where the car will decelerate rather rapidly on lift off, considerably slowing you down. But it does not come to a full stop and thus one pedal driving (not using the brake pedal) isn’t possible.

As with most EVs, using the brakes first brings in motor retardation, and Audi states that 90 percent of the time it will be the motors alone that will provide deceleration. Even when you do use the brake pedal, the wheel brakes are only called to duty during rapid deceleration (above 0.3g force). What’s nice is that the blending of the motor and wheel brakes is smooth and very well done, you never really notice the point when the wheel brakes kick in.

We subjected the e-tron to our standard Autocar city cycles, during which we toggled between max regeneration set manually in one run, and full auto setting in the other. However, in both cases, the ‘Efficiency’ drive mode was used and we had set the climate control to 22degC. We also used the infotainment system, and occasionally the wipers and lights too, which run off the additional 12V battery. Over our city runs, the e-tron averaged a healthy 350km driving range, which is more than adequate for the urban grind, making the e-tron a competent daily driver.

In our highway cycle, with regeneration set to auto and in ‘Efficiency’ drive mode, it returned 382km of range. While short outstation excursions won’t pose much of a challenge for the e-tron, long, inter-city commutes certainly could, owing to the under-developed public charging infrastructure. One must also bear in mind that inclines consume a high amount of energy, thus adversely affecting an EV’s range; so outstation trips to hill stations will need careful planning.

This mode limits max speed to 90kph, turns off climate control to extract a longer range.

If you are running really low, there is also a ‘range mode’ option, which when selected, switches the climate control off, reduces power consumption, and limits the max speed to 90kph, which can provide an additional 40-60km of driving range.

As standard, the e-tron is available with two home charging options – the standard 15amp wall socket and an 11kW wall box provided by Audi. Additionally, you can specify your e-tron with higher-wattage, 22kW AC fast-charging capability unlocked from the factory, which would significantly reduce charging times. We tested the 11kW AC wall box charger, and the e-tron replenished 90 percent of its battery from 10-100 percent in around 8 hours.

Missing engine frees up additional storage area under the bonnet.

We also tested its charging at a 25kW Tata Power DC public fast charger, and a mere 15 minutes delivered about 8 percent of charge, enough for a range of about 25-30km, the cost being Rs 106. Average charging bills at home are likely to be in the region of Rs 900 per full charge (0-100 percent), taking into account a high electricity slab of Rs 10 per kWh.

It’s possible to juice up its battery with an additional 20-25km of range in just 15 minutes, using a 25kWh DC fast charger.

In order to reach its sales target of 200 units a year, the e-tron will not only have to be a very good EV, but it will also have to deliver as a regular premium SUV. As the latter, it does the job very well – it looks the part, it is spacious and practical, the ride is excellent and performance is very strong. SUVs, however, are also expected to be great long-distance cruisers. While the e-tron’s performance and handling most certainly make it well-suited for the highways, its 382km of highway range isn’t sufficient enough, which is the case with other EVs in its class too.

Air suspension can be raised by 50mm, and also lowered by 39mm from its normal ride height.

Remove the long-distance commuting from the equation, however, and it performs very well as an urban EV. A real-world city range of about 350km makes it more than capable of the routine urban grind, and performance is as smooth and as strong as it gets. So if it’s an easy-to-drive luxury SUV that you seek, one which you’ll enjoy driving without having the slightest guilt of harmful tailpipe emissions, the e-tron deserves a good hard look.

]]> Autocar India News Desk Autocar India News Desk Audi e-tron 55 quattro review, road test 246 140 246 140 1 Autocar India News Desk Audi e-tron 55 quattro review, road test Charging sockets located on both sides, on the front fender. 246 140 246 140 1 Sat, 31 Jul 2021 08:00:00 +1000 421388 Autocar India News Desk Autocar India staff photograher Sat, 31 Jul 2021 10:34:19 +1000 Can this premium luxury, all-electric Audi SUV meet the company’s ambitious 200 units per year sales target? Can this premium luxury, all-electric Audi SUV meet the company’s ambitious 200 units per year sales target? Sat, 31 Jul 2021 08:00:00 +1000 "audi e-tron 55 quattro review, road test" "audi" "e-tron" "55 quattro" "review" "road test" https://www.autocarindia.com/car-reviews/audi-e-tron-55-quattro-review-road-test-421388#utm_source=feed&utm_medium=rss&utm_campaign=Autocar+India+Car+Road+Test+Reviews+feed 421388 Mercedes-Benz A-class Limousine review, road test

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