هيونداى سانتا اف اى سبورت Hyundai Santa Fe Sport 2013
Showing posts with label Hyundai. Show all posts
Showing posts with label Hyundai. Show all posts
Wednesday, April 4, 2012
هيونداى 2013 هيونداى سانتا اف اى Hyundai Santa Fe 2013
هيونداى سانتا اف اى Hyundai Santa Fe 2013
Container Turns Hyundai Elantra into a Low Rider
While tornadoes in Dallas were tossing around trucks and containers up in the air as if they were toys, in Busan, which is the second largest city in South Korea after Seoul, strong winds pushed a container on top of a relatively new Hyundai Elantra saloon.
Naturally, since no one was hurt, the story was quickly picked up by Hyundai, which posted one of the pictures shared by the community at Chosun, on its Facebook page.
The photo of the container leaning on the Elantra sedan was accompanied by this caption on the brand's page: "A car that won almost every Car of the Year (COTY) award around the world preventing a container from getting blown away by strong wind."
Read more »Hyundai Reveals 2013 Santa Fe Sport and Santa Fe LWB for Seven at the New York Auto Show
Hyundai finally dropped the curtains on its new 2013 Santa Fe crossover today at the New York International Auto Show.
To be more precise, the Korean carmaker showed not one, but two variants of the new Santa Fe, the regular five-seater model that will be named Santa Fe Sport in North America, and a 7-seater version with an extended wheelbase known simply as the Santa Fe.
The five-seater Santa Fe Sport rides on a 106.3-inch (2,700mm) wheelbase, and has an overall length of 184.6 inches (4,690mm), height of 66.1 inches (1,680mm), and width of 74.0 inches (1,880mm).
The larger Santa Fe sports a longer wheelbase of 110.2-inches (2,800mm), with increased overall length of 193.1 inches (4,905mm), height of 66.5 inches (1,690mm), and width of 74.2-inch (1,885mm). The three-row Santa Fe’s cargo volume is 41.0 cubic feet.
Read more »Thursday, March 29, 2012
Hyundai Poised to Break its All Time Monthly U.S. Sales Record in March
We all know that Hyundai and its sister company Kia have been on a roll these past few years introducing one vehicle after the other and constantly increasing their sales footprint in markets all around the world.
So it shouldn't come to as a shock that Hyundai is poised to break its all-time record for monthly sales volume in the U.S. in March, even though we still have a few more days left.
According to the South Korean automaker, its March sales in the United States will surpass 65,000 vehicles, which accounts to an increase of more than 5 percent over March 2011 when it sold 61,873 cars, setting a new all-time monthly record for the company.
Read more »Wednesday, March 21, 2012
Hyundai CEO Says Redesigned Sonata Coming in 2014, Revamped Genesis Sedan in 2013
Hyundai Motor Company CEO Kim Choon-ho proved to be quite talkative on the sidelines of an industry meeting that took place on Wednesday in South Korea.
The company's boss told a Reuters' reporter that Hyundai plans to launch a "revamped version" of its Sonata sedan in 2014. Kim Choon-ho did not say if it will be a completely new model or a heavy facelift.
The Korean automaker introduced the current generation of its mid-size sedan in its home market in 2009, and in the U.S. and other markets around the world, in 2010. Last year, the KDM Sonata received some minor styling tweaks
Read more »Hyundai Reveals New Pictures of 2013 Santa Fe Ahead of NY Auto Show Debut
The slow unveiling of the third generation Santa Fe continues today with another set of images, with Hyundai this time showing us bits and pieces of the real life model instead of renderings.
The all-new Santa Fe will have its world premiere at the 2012 New York International Auto Show in early April and go on sale in most markets around the globe before the end of the year.
According to the South Korean automaker, the 2013 Santa Fe adopts its own design concept called "Storm Edge", which the company says, "captures the strong and dynamic images created by nature during the formation of a storm".
In reality, the new Santa Fe is less chunky with more refined lines than the model it replaces.
Read more »Tuesday, March 20, 2012
New Brochure Shots from 2013 Hyundai Santa Fe
Given that the world premiere of the all-new 2013 Hyundai Santa Fe at next month's New York International Auto Show is imminent, it shouldn't come to much of a surprise that the first brochure shots of the crossover model have leaked onto the web, courtesy of The Korean Blog.
While these scans are from the Korean market model, we don't expect any significant styling changes over the Santa Fe that will be sold in other countries around the world.
Read more »Monday, March 19, 2012
Hyundai Employs Hypnotist to Make Viewers Love the New i30 Hatch
Over the years, we've seen automakers and their sales people using all kind of tactics and gimmicks to sell us their products, but we can't say we remember hypnosis being one of them.
Truth to be told, Hyundai is trying out hypnosis to create some internet buzz around its new i30 hatchback (to be sold as the Elantra GT in North America) rather than to actually directly sell its cars to European buyers, and from what we can tell, it's succeeding in its mission.
Read more »Sunday, March 4, 2012
Friday, March 2, 2012
هيونداى 2012 هيونداى اى ايونيك التجريبية Hyundai i-ioniq Concept 2012
هيونداى اى ايونيك التجريبية Hyundai i-ioniq Concept 2012
Wednesday, February 29, 2012
هيونداى 2013 هيونداى جينيسيس كوبيه Hyundai Genesis Coupe 2013
هيونداى جينيسيس كوبيه Hyundai Genesis Coupe 2013
Sunday, February 26, 2012
هيونداى 2013 هيونداى فيلوستر تربو Hyundai Veloster Turbo 2013
هيونداى فيلوستر تربو Hyundai Veloster Turbo 2013
Friday, February 17, 2012
هيونداى 2012 هيونداى هيكسا سبيس التجريبية بست مقاعد Hyundai Hexa Space Concept 2012
هيونداى هيكسا سبيس التجريبية بست مقاعد Hyundai Hexa Space Concept 2012
Saturday, January 21, 2012
Test Drive and Review of New Hyundai Eon
Design and Engineering
The baby Hyundai’s lines are distinctive, though the hexagonal front grille and swept-back headlamps do link it to other models in Hyundai’s range. The triangular fog lights, neatly recessed low down in the bumper, look really attractive. Even the stubby bonnet gets ridges on either side that rise sharply to meet the A pillar. An interesting design element is the front bumper, which flows into the large and stylised front wheel arches.
There is no shortage of style strokes on the sides either. A bold waistline that originates behind the headlights and kinks up to the taillight looks really unique. An arc-shaped line at the bottom of the doors is another of the Eon’s umpteen light-catching details. If there is an area where we feel Hyundai should really have toned down the styling, it’s the wheel arches, which are too pronounced and make the wheels look a tad small. And we’re talking about the top model here, which comes with 13-inch wheels. The 12-inchers on the base models will look positively puny. The rear end has a relatively short overhang and features smart crescent-shaped taillights. Build quality is superb for a car at this end of the spectrum. The tight panel gaps and overall fit and finish point belong to a car in a higher class and the flap-type door handles are the only place where you feel Hyundai has skimped.
Developing the car completely from scratch would have made it impossible for Hyundai to meet
the Eon’s tough cost targets, so a fair bit of the underpinnings are shared with Hyundai’s original
car for the masses, the tall-boy Santro. The 2380mm wheelbase is common and the suspension uses the same MacPherson strut front and torsion beam rear layout. Braking is via a combination of front discs and rear drums and ABS, not surprisingly, is absent from the features list on any trim. However, the top-spec Sportz variant we tested does get a driver-side airbag, making the Eon the cheapest car in India to come with this essential safety kit. Impact protection also includes a square-shaped radiator support panel, reinforced floor panel and door
side-impact beams. However, since the Eon will not be sold in Europe or other developed markets; we doubt it meets international standards of crash-worthiness.
Interior
The dashboard itself is smartly styled, with the centre console following the hexagonal theme of the Eon’s frontal styling. The dull silver trim also adds a touch of class here. The central AC vents are small and, expectedly, do not have a wide spread. We liked the large, easy-to-use knobs for the AC controls and also the convenient placement of the Aux/USB ports on the music system. The simple instruments that include a speedometer, fuel gauge and temperature gauge (there’s no rev counter) are easy to read on the move. A small digital readout here also indicates ideal gears for best fuel economy. Hyundai has scooped out a useful storage cavity on the top of the glovebox that is large enough to hold a bottle. The front door pockets can also a hold a bottle each and the big glovebox is very useful too.
Drivers will appreciate the good visibility out of the front windscreen, though the thick A pillars do create a small blind spot at T-junctions. Finding a good driving position is simple, and is made easier still by the tilt-adjust steering available on higher variants. Back support from the slender, single-piece front seats is quite good, but their tapering shape means your shoulders are left unsupported. The fixed headrests are a tad short too.
Entering or exiting the rear seat is not all that straightforward and requires you to angle your feet to avoid touching the body. Space at the back is comparable to the Alto’s but much less than in the Tata Nano, which remains the benchmark for roominess. Rear kneeroom is adequate so long as the front occupant doesn’t push his seat all the way back. Headroom, however,
is not all that good. Also, the narrow rear windows make the Eon feel smaller than it is. Passengers in the back will also have to make do with a slightly short seat squab and limited shoulder support.
Boot space, at 215 litres, is quite good for a car this size. You can even fold the rear seats when more space is needed. However, the loading lip is high and slightly narrow too.
The Eon is sold in six variants covering a wide price span. While the base D-lite variant does without basics like air conditioning or power steering, the top spec Sportz model we tested featured a CD player with USB and Aux capability, front power windows, keyless entry and steering tilt-adjust.
Engine and performance
Hyundai’s three-pot motor was never going to be as smooth as its four-cylinder counterpart, but refinement levels are just about acceptable for the class. Hyundai has equipped the engine with a counter balancer which cancels out vibrations to some extent. However, there’s a distinct imbalance at idle and you can feel vibrations filter through, notably via the gearlever. Things smoothen out when you tap the throttle but there’s always a thrum which you can’t miss.
We always liked the bottom-end pep of the long-stroke iRDE engine but sadly, in this three-cylinder avatar, the energetic character is missing. There is a flat spot when accelerating from very low engine speeds, so this motor needs to be revved a bit to gain momentum.
The Eon does feel quite comfortable once on the move and keeping up with city traffic isn’t a problem either. It’s only when overtaking vehicles that the lack of outright power comes into play. Mid-range and part-throttle responses are mediocre and the Eon only ambles along until you get into the powerband. Also rev it past 5000rpm and the engine note goes from a thrum to a thrash.
Clearly this motor has no sporting pretensions and, as you’d expect, performance isn’t staggering. The Eon takes 6.46 sec get to 60kph and 17.6 sec to 100kph. These figures do compare well with both Altos though. Hyundai has geared the first three ratios quite short to make the most of the engine’s limited power, so in-city drivability is acceptable for the most part. It is important to keep the engine in the powerband as it is not a quick-revving unit and does take quite some time to get back up to speed. This feeling is oft experienced when upshifting early from second to third gear.
The Eon borrows the Santro’s five-speed manual gearbox that features a mechanical linkage. Gearshifts on the short-throw ’box are quite notchy, especially in first and second gears, but the light clutch requires little effort to use.
What’s good is that highway journeys can be undertaken with piece of mind as the little Eon is
quite relaxed even at 80kph and happily cruises at an indicated 120kph. It’s only when travelling with a full load that the Eon feels slightly strained. But as the saying goes, there is no replacement for displacement.
Ride and handling
Straightline stability is adequate and though strong gusts do rock the car, the overall impression is that the Eon is well planted, especially over minor undulations. Low-speed ride quality is another area where it showed a plushness you wouldn’t really associate with a budget city runabout. Yes, it does thump over bumps, but the suspension does a good job of softening the jolt. Over bad roads, the Eon feels out of its comfort zone and the ride isn’t as flat as we would like. There’s a fair amount of vertical movement, owing to its softly sprung setup.
Suspension noise is also pretty well contained, though road noise gets intrusive as you go faster. In terms of braking, the Eon offers good feel at the pedal and also doesn’t veer much under panic stops.
Verdict
Tech Specs
Fact File
What it costs
| Ex-showroom (Delhi) | 3.71 lakh |
| Warranty | 24 months/unlimited km |
Engine
| Fuel | Petrol |
| Installation | Front, Transverse |
| Type | 3-cyls in-line 814cc |
| Bore/stroke | 67.0/77.0mm |
| Compression ratio | 10.1:1 |
| Valve gear | 3 volaves per cylinder, SOHC |
| Power | 55bhp at 5500rpm |
| Torque | 7.6kgm at 4000rpm |
| Power to weight | 71.2bhp per tonne |
| Torque to weight | 9.8kgm per tonnne |
Transmission
| Type | Front-wheel drive |
| Gearbox | 5-speed manual |
Dimensions
| Length | 3495mm |
| Width | 1550mm |
| Height | 1500mm |
| Wheel base | 2380mm |
| Boot volume | 215 litres |
| Ground clearance | 170mm |
Chassis & Body
| Construction | Five-door hatchback, monocoque |
| Weight | 725-772kg |
| Tyres | 145/80 R12 (D-Lite and Era), 155/70 R13 (Magna and Sportz) |
| Spare | Full size |
Suspension
| Front | Independent, MacPherson strut coil springs |
| Rear | Non-independent, torsion beam, coil springs |
Steering
| Type | Rack and pinion |
| Type of power assist | Electric |
| Turning circle | 9.1m |
Brakes
| Front | Discs |
| Rear | Drums |
| Anti-lock | No |
Performance
| 0-20 | 1.19sec |
| 0-40 | 3.48sec |
| 0-60 | 6.46sec |
| 0-80 | 11.14sec |
| 0-100 | 17.60sec |
| 0-120 | 29.62sec |
| 0-140 | 52.03sec |
Range at a glance - Engines
| Petrol | 0.8, 55bhp, Rs 2.69-3.71lakh |
Monday, January 16, 2012
Hyundai Eon LPG, new variants launched Hyundai launched new variants on EON
The new variants that will accompany the existing range are called D-Lite+, Era+ and Magna+. These will be offered with extra features, but at an additional cost of Rs 7,000. The D-Lite+ gets an additional power steering and is priced at Rs 2.98 lakh as compared to Rs 2.91 lakh for the D-Lite that is available with only air-conditioning.
The Era+ that is priced at Rs 3.12 lakh gets front power-windows and central locking. And the Magna + gets a Double-Din audio system with USB interface at Rs 3.42 lakh. The Magna+ sits below the Magna (O) variant that costs Rs. 3.50 lakh (all prices ex-showroom Delhi).
Monday, January 2, 2012
Hyundai Eon LPG production underway
Hyundai Motor India has started production of the LPG version of its recently launched Eon hatchback. The cleaner and greener Eon is expected to be unveiled at the Auto Expo, with a likely launch in the following months.The car will now get a factory-fitted LPG kit in addition to its 32-litre petrol tank. As with the recent i10 Blue Drive, the Eon’s LPG kit is likely to be ARAI-certified and impact resistant as well.
In another development, Hyundai has also commenced exports of the petrol Eon from its Chennai plant, starting December 2011. The first export market for the made-in-India Eon is Algeria.
Wednesday, December 28, 2011
New Hyundai Sonata launch at Expo
Hyundai’s striking design efforts of late should make the Korean carmaker’s hall a huge attraction. Treat yourself to the absolutely stunning Veloster coupe, another class example of Hyundai’s fluidic design language. Oodles of sex appeal aside, the Veloster has a 1.6-litre petrol engine developing 138bhp and a raft of safety features like ESC, ABS, TCS, Brake Assist and six airbags. The Veloster sports an unusual 1+2-door layout where the passenger side has an additional rear suicide door.
The second surprise from Hyundai will be a new SUV concept. It’s in the Rs 8-10 lakh range and is likely to be based on one of Hyundai’s existing platforms. The company wants to plug every gap in its portfolio so this Expo is a peek into Hyundai’s not-so-distant future in India.
Sunday, December 25, 2011
Hyundai Eon vs Maruti Alto
The Maruti Alto is India’s best-selling car by far. An affordable price tag is just one of many reasons why, but the fact is the Alto gets the basics right. It’s fuel efficient, easy to use and requires minimal maintenance – with the comfort of knowing if anything does go wrong, a Maruti service station is never too far away. Last year’s K10 model only added cubic capacity and horsepower to the Alto’s cheap, cheerful and hassle-free charm.
However, just one glance at the new Hyundai Eon will have even die-hard Alto fans raising an eyebrow. After all, the Eon is priced close to the Alto K10, with a similar promise of low running costs and service backup second only to Maruti’s. But does the Eon deliver where the Alto excels?
It’s all in the look
The Maruti Alto K10 is the longer car, but the Eon is taller and its wheelbase is 20mm bigger too. But where the two cars really differ is in styling. The extroverted Eon looks designed for tomorrow with beautifully sculpted creases and cuts. The large rear wheel arches do make the wheels appear small but that’s about it. There’s little to find fault with in the design. Even the crescent-shaped tail lamps look great. The best part is that the Eon is distinctive without looking too radical.Standing next to the Eon, the Alto looks several generations older. That’s because it is. Not much has been changed since the car was launched in 2000 except for a nip and tuck with the introduction of the K10 model in 2010. However, the basic shape is the same, and the thick C-pillars and smart creases over the rear wheels are the only talking points really. The Alto anonymously blends into the crowd while the Eon stands out, even in the company of larger, more expensive cars.
Inner strengthFit and finish of the Eon’s cabin is midsize-saloon-car good and there are only a few bits that remind you of its small price. Dashboard styling is neat and the chunky AC controls are particularly nice to use, but the small central vents are fiddly and have limited spread. Frontal visibility is slightly hampered by the thick A-pillar and the small glass area at the rear doesn’t help either. The Alto, in contrast, affords better all-round visibility. The Eon’s front door pockets are large enough for bottles and the glovebox is big too.
Switching to the Alto is like going back in time. Plastic quality is a grade down on the Eon’s and panel gaps mean the Alto looks every bit the budget car it is. The front door pockets are narrow and shallow and items tend to slide around the dash-top recess. The glovebox is also small but you do get two cupholders, and the boot is a full size down on the Eon’s generous 215 litres.
The Eon’s rear seat has more kneeroom than the Alto’s and more space under the front seat to move your feet. The Alto’s shorter backrest equals insufficient support, while its protruding, fixed headrests are uncomfortable. The Alto does have slightly more headroom. Build quality is somewhat flimsy compared to what you get on the Eon.
Each CC Counts
The Eon is powered by a 3cyl version of the Santro’s 1.1-litre iRDE engine, reducing engine displacement to 814cc and power output to 55bhp. Expectedly, engine refinement isn’t great and vibrations shake the gear lever a fair bit. The Eon isn’t particularly quick off the blocks and only pulls well towards the top-end. There is adequate power for keeping up with typical city traffic but overtaking manoeuvres need some planning. Flooring the throttle doesn’t help as the engine simply doesn’t make power quick enough.
In contrast, the Alto K10’s 996cc, 67bhp twin-cam engine shows just how good a three-cylinder can be. There are some vibrations at idle but these fade as you accelerate. Both engines get quite loud when revved but the Alto’s precise-shifting gearbox feels a whole lot nicer to use than the Eon’s notchy unit. The two cars are neck-to-neck upto 60kph, but the Alto reaches 100kph nearly 2sec before the Eon.
But the numbers most buyers will be interested in are for fuel economy. The Eon’s narrower powerband means you change gears more often than on the Alto and that reflects in its slightly lower city economy figures. The Eon managed 13.7kpl while the Alto returned a 14kpl. Out on the highway, the Eon’s taller fifth gear allows the better fuel economy of 17.2kpl to the Alto’s 17kpl figure.
Rock and Roll
Their dinky dimensions, small turning radii and light controls make both cars very easy in the city. Suspension hardware is similar and both cars ride on 13-inch wheels. The Eon is softer-sprung and does the better job of shielding passengers from low-speed bumps. Go any faster and it is the Alto that feels far nicer, with less body movement and a much flatter ride. However, rear seat passengers do get thrown about a fair bit in the Alto.
Feature creature
The Alto VXi retails for Rs 3.2 lakh (ex-showroom, Delhi) and comes with power steering, front power windows, central locking and internally adjustable outside rear-view mirrors. For Rs 20,000 more, you can get the Eon Magna variant that comes with all of the above and also a steering tilt adjust. This model, however, does without a parcel tray or tachometer, both of which are available on the Alto. At Rs 3.71 lakh, the Eon Sportz variant featured here is quite expensive but comes with a lot of kit. You get a driver-side airbag, keyless entry and also a CD player with Aux and USB functions.
Decision time
We really scratched our heads over this one. The thing is, the Alto is unquestionably the better car to drive. It has the more consistent ride, nimbler handling and zestier engine. If the engine’s ability holds more weight for you than the plush ambience in the driver’s seat, then the Alto is the car for you. It has a certain raw appeal that the Eon just can’t hope
to match.
to match.
No, the Eon’s performance won’t get your heart racing and engine refinement is rather mediocre too but for most buyers these are secondary considerations. The Eon delivers on more visible criteria. It looks futuristic, its better-finished interiors look and feel classier and it is that wee bit more spacious too. Fuel economy is really good as well.
In the final analysis, you do pay more for an Eon but in return get more bang for your buck. It’s just too hard to argue against its value quotient and it is for this the Eon is our choice.
Wednesday, December 21, 2011
Honda Brio vs Hyundai i10
The Honda Brio though is keen on upstaging the Hyundai with its premium positioning. Both have 1.2-litre engines and what the Honda wins with size, the Hyundai claws back with content. With less than Rs. 20,000 separating the top-end versions, which car should you put your money on?
Design and engineering
The bigger Brio is 25mm longer and 85mm wider than the i10 and these dimensions give it a wide and squat stance, while the high-mounted headlights and a low grille give it a distinctive look. The 14-inch wheels and the sharply rising window line gives the Brio a very pitched-forward stance. The rear of the Brio, the full-glass tailgate looks quite funky and the fit and finish of the bodywork on the whole looks and feels great.
The i10’s looks on the other hand are not as sporty as the Brio’s, but its crisp detailing like the hexagonal grille and sharp headlamps mean it still looks quite fresh. The i10’s tall profile also points towards a well-packaged cabin and decent luggage space. A deeper floor in the boot also means larger bags can be squeezed in.
The Brio’s boot is comparatively small but once you get past the high load lip (for better chassis stiffness) you will be surprised how many bags you can load into it.
Under the skin both the cars are similar with a front-wheel drive, electric power steering systems, transverse motors and independent front suspensions with torsion beams at the rear.
Interiors
Step into the Brio and you will be surprised by the amount of passenger room on offer, which is more than many bigger hatchbacks. The driver gets a fantastic view and the driving position is spot on.
The i10 is tighter on the inside in comparison, but is reasonably spacious, with decent headroom. The i10’s high-set driver’s seat, though good for visibility, lacks thigh support and, like in the rear, the cushions feel a touch too hard.
The dashboard on the Brio is well built but it is clear where the fat has been trimmed. The absence of a full centre console and plastics and the colours on the dashboard don’t do the Brio any favours.
The i10, in comparison, has a fuller dashboard with a neatly laid air-con and music system and the dash-mounted gearlever leaves some storage between the front seats. The top-end i10 Asta offers you more features like Bluetooth connectivity, CD player, parking sensors and rear wash and wipe as standard.
Engine, gearbox and performance
The Brio uses the same 1.2-litre i-VTEC, single-cam motor as the bigger Jazz albeit in a milder state of tune in the interest of economy. It makes a healthy 88bhp and is compliant when you want some extra performance. However, it does lack some low-speed punch and the slightly taller first, second and third gears also mean you have to downshift more frequently. That said, the Honda motor is easily the more refined of the two.
The i10’s Kappa2 motor, on the other hand, is much more responsive and the car jumps off the blocks with just an inch of throttle travel. Though the motor will rev till its 6700rpm redline, the problem is, past 4500rpm, the engine feels strained and doesn’t pull as cleanly to the top as the Brio.
Flat out, the i10 dispatches 100kph in 12.04sec, while the Brio takes 12.47sec to do the same. It’s same story with the in-gear acceleration times; the i10 is a nose ahead in the third and fourth-gear slogs
Ride and handling
As expected, both cars with their compact dimensions and light steering are easy to drive in the city. The Brio is fairly pliant and bad roads are soaked up quite well. The i10’s suspension, on the other hand, isn’t as well sorted as the Brio’s. It’s fairly comfortable at slow speeds but up the pace, especially on a bad road and the i10 doesn’t feel as settled as we would like, and this bobbing motion is enhanced when the car is loaded up.
But when in the mood, the Brio’s the one to choose. With its willing top-end performance, confidence-inspiring brake pedal and eagerness to tackle corners, the Brio feels a special little car. The steering has a slight dead zone at the straight-ahead position, but once you push the car harder and load up the suspension the Brio displays a poise, balance and confidence rarely found in a car of this class.
The i10 on the other hand makes you think a bit before pushing on – it’s got too much body roll, loses its poise quite easily and those ultra-thin, 155-section tyres run out of grip alarmingly early.
Fuel efficiency
Despite having 9bhp more, the Brio is slightly more efficient than the i10. City figures of 12.6kpl and 17.0kpl and a highway number of 11.7kpl and 16.0kpl for the Brio and i10 respectively reveal a small, but crucial victory for the Honda. Both cars though have 35-litre tanks which somewhat limits their range.
Verdict
The i10 is a thoroughly engineered product with good performance and practicality. Its appeal has always been its versatility and this still holds true. The top-spec i10 is superbly kitted and sets the standard for equipment and features in this class of car. It is decent value for money and promises a hassle-free ownership experience. The i10 though is nowhere near as fun to drive as the Brio and can’t match it in key areas like passenger comfort and ride and handling. The interiors are well built but point to a pared-down car. However, you can’t get away from the fact that the Brio is and feels like a car in a higher class and this big-car feel for small-car money is what clinches it for the Honda.
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