Hyundai i10 Kappa Review

Design and Engineering

In tune with the step up in performance are the aggressive looks. The smiling front has gone under the knife and it now looks more mature. The larger hexagonal grille mimics Hyundai’s family look, the new headlamps look classy and the front bumper now houses a larger air dam.
The outside rearview mirrors on the top-end variant come with integrated turn indicators and body coloured mouldings. The rear bumper too comes with a body coloured rub strip as compared to the black-coloured one on the old i10. The re-sculpted rear bumper also gets reflectors and parking sensors. The design of the tail-lamps has been tweaked as well, giving it a more angular look.

Interiors

On the inside, the all-beige interiors are now replaced with a two-tone finish. The dash now sports a dark grey colour and, thanks to the darker shade, it no longer reflects in the front windscreen on sunny days. Otherwise, the design and layout of the cabin are similar to the outgoing car.
We like the way the interiors are still airy, comfortable, well detailed and solidly built. Things like the silver finish on the centre console, top-notch switchgear and precise fit of plastic parts deliver a feel-good factor you wouldn’t expect in this segment.  Front seat comfort is good, with good overall support. The rear seat is just right too with decent amount of space present.

 

Performance and Economy

 The key difference here is the variable valve timing which has given the 1.2-litre Kappa bigger lungs. The upgraded engine produces the same 79bhp at 6000rpm and 11.4kgm at 4000rpm, which means it should feel the same, but a short stint behind the wheel will force a rethink.

The VTVT system means the Kappa2 feels like it makes more power lower in the powerband than the previous Kappa and this is instantly apparent. It feels like a much larger capacity engine, almost like a 1.6-litre motor.

The i10 now jumps off the blocks with just an inch of throttle travel and the Kappa2  revs happily till its 6700rpm redline. This phenomenal acceleration carries on unabated and incredibly, the i10 is quicker to 100kph than the Skoda Fabia 1.6! This makes the Kappa2 a sheer delight to drive not only in the city but also on the highway. It’s a whole lot more refined than the old Kappa motor as well. Where the Kappa motor would feel strained past 4500rpm, version 2 feels noticeably smoother. That said, it doesn’t pull as cleanly to the top as, say, the Swift’s 1.2 K-series motor.

The Kappa2 obliterates the 0-100kph set by the Kappa motor, reaching the mark almost a second quicker — a good indicator of how fast this car really is. 
The Kappa2 easily keeps up with highway traffic and doesn’t feel as if it is running out of breath. Nevertheless, if you want more pace to overtake, all that is needed is a quick step down on the light-action, snappy gearbox. 

In-gear acceleration is hugely improved as well, with the new i10 taking 14.09sec for 20-80kph and 23.22sec for 40-100kph, the tweaked gear ratios and the engine’s new-found responsiveness helping here.

The real good news is this extra performance hasn’t affected fuel efficiency. We got an identical 11.7kpl and 16kpl for the city and highway cycles respectively. These figures are very impressive considering the amount of power on tap.
 

Ride and Handling

The tall 80 profile tyres are carried over onto this car as well, and bump absorption and ride quality are pretty decent. Large craters do cause some crashing and it does get quite choppy over high speed bumps but otherwise most road irregularities are dealt with silently.

The overall stance, the positive feel from the electric steering system, and the confidence with which the i10 Kappa2 handles and corners also means that you can really have a blast driving this car. That said, the i10 does suffer from relative lack of grip due to the narrow 155 section tyres and the added performance of the Kappa2 engine means you often feel the need for extra grip.


 

Overall Rating

Hyundai Verna Review

Design And Engineering

The latest Verna looks nothing like its predecessor and that’s a good thing. Out go the mundane lines of the older car and in comes a fresh, bold new look thanks to Hyundai’s new ‘Fluidic Sculpture’ design language. Fluidic Sculpture is Hyundai-speak for a more dynamic design. Up front, there is a strong family resemblance to the freshly face-lifted i10 in the manner in which the large and smartly detailed headlights sweep back into the body.  A ‘V’ on the bonnet that originates just above the hexagonal Hyundai grille adds much muscle to the front. But what really catches your eye is the ‘L’-shaped foglights that sit neatly recessed low down in the front bumper. They look distinctive and are especially attractive at night. Viewed side-on, the Verna looks fantastic, credit for which goes to its swooping character line that rises from the front bumper, slashes past both door handles and extends right till the tail-light. The coupe-like roofline that flows into the chunky tail only adds to the effect. Well executed creases at the rear and spread-out tail-lights further embellish the Verna’s style quotient. And the twin tailpipes will definitely be a hit with enthusiasts.  

The new Verna is built on a completely new platform with its 2570mm wheelbase a whole 70mm larger than the older car. Another big change is the electrically powered steering that comes in place of the outgoing model’s hydraulic unit. However, the suspension layout is traditional, a combination of MacPherson struts up front and a torsion beam axle at the rear.

Hyundai has really upped the quality ante in the recent past and the Verna is no exception with reasonably tight panel gaps and a paint job that has a deeper gloss than before. However, it still doesn’t exude that feeling of solidity of a European car like the Fiat Linea and the door shut has a disappointingly hollow feel to it. Perhaps it’s because the Verna is on the lighter side. Despite all the equipment that’s packed into it, the 1.6 diesel Verna tips the scales at 1191kg, its 1.6-litre petrol engine sibling weighing 120kg less. This compares well with the competition for this class of car.

Interiors

Going by the new Verna’s adventurous exterior styling, you’d expect something equally funky on the inside as well. There is some disappointment here as Hyundai has played it safe with a rather conventional design. The shield-like fascia though does look quite appealing. Beige is the colour of choice for the seats and lower portion of the dashboard and this really enhances the ambience in the car.

Interior quality is impressive and is a big improvement over the previous model. We really liked the textured dashboard, the damped feel to the AC vents, knurled finish on the climate control dials and the chunky steering (borrowed from the i20). Plastic quality is good but not consistent throughout the cabin. The power window switches look like they belong to a segment below and the faux wood on the dash doesn’t look convincing either. The door armrests are also poorly finished and the fit on panels near the footwells could be better too. But overall, the Verna exudes a richness that makes the insides a nice place to be.

There is reasonable space for knickknacks including a sunglasses holder near the rearview mirror. But the door pockets are shallow and not really suitable for holding more than a few newspapers at best. There is also a bottle- and cupholder beside the handbrake that comes positioned a touch too close to the driver’s seat.   

Frontal visibility from the driver’s seat is good but  the sloping rear windscreen and high rear passenger headrests hamper visibility out the back. The front seats themselves are well bolstered with ample support for your back. If we had a grouse with these seats, it’s with the short squabs and a general lack of under-thigh support. But this is more of an issue at the rear which, along with just about average headroom and restricted visibility out of the rear window (a side effect of the Verna’s high belt line), mark down the Verna as a chauffeur-driven car.

Passengers will also have to slightly contend with the Verna’s low stance – getting in and out could be an issue for some. The generous width and flat floor offer enough space for a fifth passenger but the seat contours make the rear bench best for two. Earning back brownie points is the generous legroom at the rear and a nicely angled backrest.
The Verna’s 465-litre, well-finished boot is generously trimmed and offers more than adequate space for large suitcases. The trouble is the loading lip which has a narrow aperture and is quite high.

Take one look at the equipment list on offer on the 1.6-litre Vernas and you could mistake it for a car in a higher class. You get keyless entry, rear parking sensors, Bluetooth connectivity, climate control, an iPod-ready music system and steering-mounted audio controls. And we’re talking base models here. The higher SX trim level comes with even more goodies like electrically foldable external rearview mirrors, an automatically dimming internal rearview mirror, a reverse camera, cooled glovebox and alloy wheels. The top-of-the line SX (O) variant gets ABS with EBD and leather upholstery in addition to the above. Phew. The automatic variant (on offer with either 1.6 engines) will only be sold in top spec, making it the most expensive car in the range. 

Performance and Economy

Depress the clutch, thumb the starter and you will realise just how refined Hyundai’s latest U2 diesel engine is. Idle is a mild hum and even when you get going, noise and vibrations are well contained.

This 1.6-litre common-rail diesel churns out a class-leading 126bhp and 26.5kgm of max torque but these figures are only impressive on paper. They somehow don’t translate into blistering performance on the road. Its 20-80kph timing of 13 seconds is actually half a second off the older Verna’s time. And this is despite the new car having an additional sixth ratio. The culprit here is the tall gearing which has blunted performance in the interests of fuel efficiency. In fact, you have to really break the highway speed limit to make the most of the sixth gear which, at 80kph, turns over a lazy 1500rpm, which is just above tickover!

Power delivery, however, is pretty linear and you can barely feel the turbo kicking in. There’s a gentle surge at around 1900rpm, followed by a strong thrust till the model’s 5100rpm rev limit. What’s good is the engine is fairly tractable for normal driving and you don’t have to constantly work the smooth-shifting gearbox.

Like the diesel, the all-new Gamma petrol engine scores high on refinement too with a near-silent idle. Peak power is 121bhp, making this the most powerful car in its class. But once again, the car just doesn’t feel as fast as it should forcing us to suspect the power of the Korean horses under the hood. The dash to 100kph is completed in a brisk 11.49sec and the engine has a fairly linear power delivery. The mid-range is strong but the top end beyond 4000rpm is stronger. So as the revs rise, the Verna pulls harder. Hence, to get the most out of this engine, you need to keep the motor spinning. This can be a task at times because with widely spaced ratios (between second and third), the engine doesn’t always fall back into the meat of the powerband, even at high rpm upshifts. The five-speed gearbox itself falls easily to hand and is always smooth in operation.


Tall gearing may have dulled the diesel Verna’s performance but it has also enhanced mileage. 13.8kpl in the city and 17.9kpl on the highway is impressive for such a powerful motor. The petrol Verna did well too, returning 9.8kpl within the city and 15.3kpl on the highway. Long distance range is a bit restricted as a result of the relatively small 43-litre fuel tank.

Ride And Handling

If your driving is restricted to the city, you’ll love the Verna’s electrically powered steering. It is light and just what the doctor ordered for effortless scything through crowded urban streets and squeezing into tight parking spots. Drive faster than city speeds and the story becomes quite different. There is an irritating dead zone at the straight-ahead position and a disconcerting inconsistency in the way the steering weights up. So what you get is a rather disconnected driving experience with little feedback from the road. Hard acceleration also brings about some torque steer on the diesel Verna.

Given India’s roads, ride quality can make or break (literally too) a car. The good news is that the Verna delivers on this front. Low speed ride is good with the softly set-up suspension ably absorbing all but the largest potholes. There is, however, a fair amount of vertical movement on the petrol Verna especially at the rear, this bobbing only amplifying with speed. The diesel’s stiffer front springs (to carry the additional weight of the engine) do their bit in delivering a flatter high speed ride. The added weight up front also allows the steering to weight up better.

High speed bumps also tend to unsettle the Verna a fair amount and call for a steady hand on the steering wheel. Straightline stability is average and not quite as reassuring as it should be. The Verna’s ride-oriented soft suspension has also invariably dulled driving dynamics. Cornering manners are tidy but this is no Ford Fiesta. The body rolls quite a bit and, given the vague feel at the wheel, does not bode well for really enthusiastic driving. However, there is ample grip from the oversized 195/55-R16 Bridgestones when such an occasion does arise.

The Verna comes with disc brakes all around and the top-end model we tested is equipped with ABS and EBD as well. Sadly, the brake pedal is devoid of much feel in the crucial first few centimetres of travel. Also, in panic stops, the soft rear struggles to hold its line and threatens to step out. This can get unnerving if you are not used to it.

Verdict

 While enthusiasts may not take well to the Verna’s floppy high speed ride and uninvolving driving experience, these are secondary considerations to typical buyers in this segment. What you get is smashing styling and really well designed and comfortable interiors. Then there is the strong punch from the pair of highly refined petrol and diesel engine powertrains. Also, low speed ride is good and the light steering is a boon in the city. And given the long list of equipment on offer, you do get a whole lot of car for your money. The Verna may not be exceptional in any one area but as a jack of all trades and very competitive pricing, it has the makings of a winner.

Hyundai i20 Review

The i20 gets an engine upgrade and a facelift that enhances the appeal. Read our first impressions.

Apr 19, 2012

It’s easy to see why the first  i20 was popular. When it was launched here in 2009, it was a fresh take on the large hatch and had almost everything buyers wanted – it was stylish, came with plenty of features and was spacious enough to almost justify its entry-level-saloon rivaling price. Fact is, i20 prices have always been on the upper slopes of the small-car hill, and it is no different this time around. At Rs 6.21 lakh for this mid-life refreshed Asta, this new i20 is still more expensive than the top-end Swift and the Skoda Fabia.
So, to make you feel like you’re getting your money’s worth, Hyundai has loaded this with even more features than the old i20. Standard on the Asta is a reverse camera, keyless entry and go, electric folding mirrors and climate control, auto wipers and six airbags. You also get Bluetooth connectivity, an audio system and USB and Aux-in ports. So that’s one base covered.
The other, more obvious one, is with the styling. It’s been a talking point of every new Hyundai in recent memory, and the i20 is no different. Of course, there have been no drastic, expensive changes to the sheet metal, but enough has been done, at least to the snub nose, to make the i20 look refreshingly new. Those blistered headlamps, for example, give it a very Volkswagen Scirocco-like look and the slim grille, deep front bumper and muscular chin all work well in making the i20 look even more attractive than before. Walk along the side though and you’ll see almost no changes – there’s just turn signals incorporated into the mirrors and chrome door handles. The rear too has hardly changed with just new tail lamps, a slight re-profiling of the bumper and a new spoiler to indicate this is version 2.
There are no major changes on the inside either – the basic layout of the dashboard is the same and Hyundai has re-introduced that nasty, shiny chrome gearlever that looks really cheap. However, apart from this little detail, the quality of every other surface and switch has been uprated. The new dark-grey surround for the audio, the leather-wrapped steering wheel and the snug seats really improve perceived quality and there’s also an armrest for the driver’s seat. Even the new dials and the digital fuel and temperature gauges between them look really smart. Also, that other i20 advantage remains – its spacious interiors and its rather large boot.
It’s when you dip the clutch in and press the engine start button that the most important change to the car becomes evident. The 1.2-litre Kappa engine now gets variable-valve timing technology for the intake and exhaust valves. So there’s a 5bhp up in power from the old engine, but the torque remains almost identical. This extra power doesn’t reflect in our VBOX times – the i20 VTVT is 0.5sec slower than the old car to 100kph and the in-gear times are slower as well. We put this down to emissions tuning and the fact that this engine makes its peak power of 84bhp a full 800 revs higher than the old engine.
We drove the old and new i20 back to back and it was evident that there was no real difference in performance. The new engine is responsive to part throttle inputs but not as much as the old engine. Hyundai should have tuned the valve timing system for better low-end responses. It does have a marginally better mid-range though. And, like the old engine, this one feels a bit out of breath on more open roads – you need to downshift quite a bit and this will be compounded when the car has a full load of passengers. Where it does score over the old car is with its refinement. This engine is far smoother and quieter – a fact that’s evident all the way from idle to the 6500rpm redline.
What also helps this feeling of refinement is the re-tuned suspension. Gone is the old car’s low-speed clunking over irregularities and this suspension is far more sophisticated in the way it tackles bumps in the city. That’s not saying Hyundai has got it fully sorted out though. Go faster and it’s obvious that the car has lost some of its high-speed manners. It feels terribly sloppy if and when you have to change lanes quickly and the steering wheel feels like it just might be connected to the front wheels.
So it must be said that the new i20 works best as a city car – it is easy to drive though thanks to its light clutch, easy gearshift, superlight steering and good engine responses. The loose high-speed manners may make it a bit of a handful on highways and in emergency situations.
So, in the end, this is a typical Hyundai. It may not be the most accomplished dynamically, but will wow you with its looks, equipment list and impressive interiors.

Hyundai Elantra Review

Overview

Like all recent Hyundais, the new Elantra follows the fluidic design theme. The swoops and flowing lines are easy on the eye, the elongated body gives it an extra dash of elegance, and when viewed from certain angles, it looks like a stretched Verna. Still there’s no doubt, this is probably Hyundai’s best-looking three-box yet. It is bigger than the Verna of course, and is 4.53 metres long, making it about the size of a Skoda Laura.

Features

The wheelbase however is much longer at 2.7 metres and that, of course, means there is plenty of space in the cabin, even in the back. The rear seat is very supportive, the floor is flat and levels of comfort are high, but the swooping roof indicates that headroom could be an issue for taller passengers. And you do feel a bit hemmed-in on the back seat due to the high waistline of the car and the low roof. Quality levels however are higher than those of the Verna, especially on the dash, and as expected, there’s more equipment here than on many luxury cars. On the top-end version you get ESP, six airbags, powered and ventilated seats, dual-zone air-conditioning, audio control for rear seat passengers, cruise control and even heated mirrors.

Performance

The fifth-generation Elantra (codename: MD) comes powered by a 126bhp 1.6-litre diesel and a 146bhp 1.8 petrol. The diesel is the same as on the Verna and feels just as smooth and refined. Overall performance is quite strong and it pulls well once on the move. There is a bit of turbo lag however and this could be mildly irritating in traffic. The Elantra also does not feel as quick as something like a VW Jetta, despite also having a six-speed gearbox.
The petrol motor has decent performance but when worked hard, it sounds gruff and feels a bit strained. We drove the 6-speed automatic car and found the gearbox a bit slow to respond. Also, it hangs on to higher gears a lot. The petrol Elantra is fairly quick, but it doesn’t feel exciting.
The new Elantra is not as agile or as confidence-inspiring a handler either, and the steering, like on the Verna, feels light and disconnected. The rear is softly sprung and this is soon pretty clear, this car is better suited to being driven at a more relaxed pace. The flipside however is that the Elantra rides pretty well on its 205/60 R16 tyres.
Attractive, well equipped, very refined and comfortable, Hyundai’s all-new Elantra has a lot going for it.

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Hyundai Santro Review

Overview

Hyundai is a best seller car from the South Korean auto maker Hyundai. However, recently i10 became the flagship brand of the company in India after beating Santro on the sales charts. The overall length of Hyundai Santro is 3565 mm. Overall width of the car is 1525 mm while overall height is 1590 mm. The ground clearance is 164 mm while boot space is 218 liter. Santro's kerb wight is 868 kg, while seating capacity is 5 persons. Though for sure a tall-boy in this segment. The clear lens headlamps give the front end a fresh look while the grille wears a ‘smile’ design with vertical slots.

Design

The usage of black color up front in the lower part of bumper does help break the conventional design. Santro also excels in the interiors department. The first feel that you get in the driver’s seat is that of usage of high quality plastics for this kind of price segment. The design of the console is still fresh and the new two tone color scheme seems to work well here, giving the Santro an up-market look and feel. Seat comfortable is good though up front, a tall driver will soon find fatigue settling in. The rear seats again have the same issue – that of space. The Santro is sold in three different trim levels and the top end one gets features like rear parcel tray, front power windows, audio system etc.  The engine of the car delvers maximum power of 63@5,500 (PS@rpm) and maximum torque of 9.8@4,000 (kgm@rpm).

Economy

The car offers high way mileage of 14.4 km/liter, while on city roads it delivers 11.3 km/liter. The overall mileage of the car is 11.8 km/liter. The maximum speed of the car is 137 km/hour. Hyundai Santro is equipped with features like air conditioner, power windows, power steering, cup holders, folding rear seat, tubeless tyres, central locking and child safety locks. Hyundai Santro soon become a best seller car after its launch in the country. The car
is appreciated for its fuel economy, styling and comfort. The car was adjudged the number one in compact car segment in the Vehicle Dependability Study (VDS) by JD Power Asia Pacific 2008. In October 2008, Hyundai launched LPG version of the car branded as Santro Eco. The LPG version of the car was priced Rs 21,500 more than the petrol model. The car was powered by the 1.1 litre, eRLX engine, and came with separate petrol (35 litre) and LPG (27.2 litre) tanks. The LPG kit of Santro Eco is approved by the Department of Explosives and certified by the Automotive Research Association of India. The car is available with two-year manufacturer warranty benefits. As of now Hyundai offers a new variant of Santro known as Santro Xing in the Indian car market. It is available in 6 versions here. These include Hyundai Santro Xing XK (Non-AC), Hyundai Santro Xing GL, Hyundai Santro Xing GLS, Hyundai Santro Xing eco (GL), Hyundai Santro Xing eco (GLS). Prices start at 2.9 lakhs to 4.7 lakhs ex-hsowroom Delhi.

Verdict

 It still has a few shortcomings like cabin space or the not-so-efficient engine but at the same time, the plus points easily out-do the negatives and this is what still keep the Santro chugging along in great numbers each month. For a detailed analysis read below.

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Hyundai Eon Review

Over the six months it’s been with us, our long-term Hyundai Eon has seen quite a bit of action. No, it hasn’t played support car to the Lamborghini Aventador like our Skoda Laura vRS did, nor has it ferried a motley crew of crazed fans to the Buddh F1 track like our Tata Aria has. What it has been used for is rush-hour journeys to work and weekend trips to the market, with the occasional Mumbai–Pune trip thrown in. True, our Eon’s life has been unglamorous, but for a car built to transport people from point A to point B, we wouldn’t have it any other way.

Performance

So let’s start with how it took to Mumbai’s streets. Traffic-infested and in terrible shape as they are, the metropolis’ roads serve as a great leveler. You can’t drive a BMW M5 any faster than an Eon here, at least during rush hour, so outright performance doesn’t matter. Even then, at crawling speeds the Eon didn’t feel nice to drive. At low revs, there were a lot of vibrations and the gear lever in particular shook so much it had me worried it might just work itself loose. But more than the vibrations and the thrummy engine note, it was the Eon’s uneven power delivery that really bothered me.
There was a slight interruption in power delivery, most pronounced in first and second gear at low speeds, which would get really frustrating when I’d be trying to make my way past slower traffic. And while the Eon has enough power to drive up your average flyover, it did run out of breath on the long inclines near Lonavala on the Mumbai-Pune expressway. We had to keep shuffling through the notchy gearbox to maintain momentum. At least the clutch was light to operate.

Ride and handling

Our highway drives also heightened our dislike for the videogame-like steering. It felt disconnected to the front wheels for the first few degrees of movement, and then suddenly quickened. So, on a long sweeping bend, we were never quite sure of how much lock to give. The steering’s lack
of self-centering movement also took a long time to get used to.
However, despite these flaws, I did quite like the Eon. I liked how it would squeeze into the tightest of parking spots. I liked how easy it was to manoeuvre around the crater-sized potholes that litter Mumbai’s roads. And I also liked the soft edge with which the suspension dispatched low speed bumps. But more than anything else, I liked how the Eon felt more expensive than its price.
And I wasn’t alone in this. My friend almost jumped out of her seat when I told her the Eon costs just Rs 4.57 lakh all up, including registration. Like many others, she couldn’t link funky styling to such a low price. That said, there were also some who found the car overstyled. But I doubt anyone would have problems with the cabin. Good fit and finish on the black and beige plastics make it look quite premium – not a word you’d typically associate with a budget hatchback. The cabin is well thought-out too. The USB and Aux-in ports for the music system are within easy reach, the chunky AC controls are good to use and the large cavity above the glovebox and three bottle holders come in real handy on long drives.

Interior

I also found the driver’s seat comfy enough, though I think the fixed headrest is too low to provide sufficient whiplash protection. Even our towering photographer Vishwajeet (he’s 6 feet 3 inches tall) had enough headroom in the front, which is really saying something. He was also pleasantly surprised at how the Eon easily swallowed up his camera gear and a weekend’s worth of luggage with ease. Our car’s internal boot release malfunctioned in its last few days with us so we had to hand over the car’s keys at all security checks, which was an irritant. I didn’t sit in the back seat myself, but save for the odd comment on the restricted visibility out of the small windows, my passengers didn’t have much else to say – I’m taking that as a good thing. I’m also happy to report the aircon was very effective at keeping the cabin cool. My only grouse would be with the small vents that have a very limited spread.

Economy

What I had absolutely no problems with was the Eon’s fuel economy. Driving solo, the Eon returned 13.7kpl in the city, which is simply awesome. Apart from the cost of fuel, we didn’t incur any additional expenses on the car because, with just over 5500km on the odo, our Eon was still far from its second service at the 10,000km mark.

Verdict

So would I recommend this as a buy? Yes. The Eon offers decent space, a nice cabin, is fuel efficient and looks really neat. Were the engine more powerful and the steering less vague, the Eon would have made for an absolutely killer package.

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Honda Amaze

Submitted by Abhijithka

on Sun, 11/04/2012 - 00:08

Brio-based saloon to come to India by mid-next year. Will be powered by a 1.5-litre diesel.

Honda has released an official teaser image of the upcoming Brio-based saloon on its Thailand website.
This new saloon is scheduled to hit our shores mid-next year. It will be powered by the all-new 1.5-litre diesel engine. Honda will plonk this diesel engine in the Brio hatchback as well.
The Brio-based saloon will be sub-four-metre in length and will hence benefit on the excise duty front.
When launched, this new saloon will compete with the likes of the Indigo eCS, Swift Dzire and the upcoming sub-four-metre Mahindra Verito.