Hatchback

Luxury

Sedan

Coupe

Compact SUV

Toyota

Isuzu

Cars under 5 Lakh

Cars under 10 Lakh

Cars under 15 Lakh

Cars under 20 Lakh

Cars under 30 Lakh

Cars under 25 Lakh

Petrol Cars

CNG Cars

Diesel Cars

Electric Cars

Hybrid Cars

Latest Cars

Upcoming Cars

SUVs

Luxury Cars

Cars under 20 Lakhs

Automatic Cars

Sedan Cars

Hatchback Cars

Manual Cars

Latest

Upcoming

2024 Hyundai Creta
 
The Hyundai Creta has been the best-selling mid-size SUV in the India car market for most parts of time
since it was first introduced here back in 2015. The Creta’s inherent strengths lie in its catchy styling on
the outside, spacious cabin, a decent feature list and a plethora of engine and transmission choices. The
latest Hyundai Creta was launched in January of 2024 and builds on these strengths.
 
The 2024 Hyundai Creta is available in six single tone colour options - Robust Emerald Pearl (New), Fiery
Red, Ranger Khaki, Abyss Black, Atlas White, Titan Grey and a dual-tone colour option – White plus Black
roof. The Hyundai Creta is also available in seven broad variants - E, EX, S, S(O), SX, SX Tech, SX (O). The
company has decided to continue offering 2024 Creta with petrol as well as diesel engine options but on
the updated model, there is now a new 1.5-litre Turbo GDi petrol motor available as well. While this
particular motor has been seen on other Hyundai models too, it is for the first time that it makes its way
under the hood of the Creta. As far as transmission choices are concerned, the latest Creta gets six-
speed manual, IVT (Intelligent Variable Transmission), seven-speed DCT (Dual Clutch Transmission) and
six-speed Automatic transmission.
 
The 2024 Hyundai Creta has no changes in terms of its overall proportions but does sport an all-new
grille at the front, updated tail light designs at the back while the alloys too have been refreshed. The
cabin too remains as spacious as ever but the layout of the dashboard has been given a change. The
screens now boast of an updated interface while the addition of ADAS or advanced driver-assistance
system technology is the biggest highlight available.
 
Equipped with a host of safety features that include six airbags as standard, ABS with EBD, Hill Hold
Control and others, the Creta is also one of the safest vehicles in the segment.
 
Hyundai Creta rivals a long list of competitors in the hotly-contested mid-size SUV space in the Indian
automobile market. Creta takes on Kia Seltos, <a class="link" href="https://auto.hindustantimes.com/new-cars/marutisuzuki/grandvitara">Maruti Suzuki Grand Vitara</a>, <a class="link" href="https://auto.hindustantimes.com/new-cars/toyota/urbancruiserhyryder">Toyota Urban Cruiser Hyryder</a>, <a class="link" href="https://auto.hindustantimes.com/new-cars/marutisuzuki/brezza">Tata Harrier</a>, <a class="link" href="https://auto.hindustantimes.com/new-cars/mahindra/scorpion">Mahindra Scorpio-N</a>, <a class="link" href="https://auto.hindustantimes.com/new-cars/mg/hector">MG Hector</a>, <a class="link" href="https://auto.hindustantimes.com/new-cars/volkswagen/taigun">Volkswagen Taigun</a> and <a class="link" href="https://auto.hindustantimes.com/new-cars/skoda/kushaq">Skoda Kushaq</a>, among
others in its segment. What particularly helps Creta’s case is its striking looks and that it is backed by
Hyundai’s robust sales and service network across India. Where it perhaps lacks is the unavailability of a
strong hybrid engine that some of its rivals have on offer. Nonetheless, with close to 10 lakh units sold in
India so far, Creta has firmly established itself as a practical city as well as highway commute option for a
family of four to five.

Hyundai Creta has been the alpha wolf in the herd of mid-size SUV space that has grown by leaps and bounds in terms of options in the past several years. Launched way back in 2015, there are over a million units of the Hyundai Creta on Indian roads. And thousands more being added each month. The model promises a whole lot but what it cannot claim to be is uncommon. So how can someone stand out from the crowd while still enjoying everything else that the Creta offers? Why, the Creta N Line of course.

Hyundai is placing its big bets on the <a class="autobacklink-topic" target="_blank" href="https://auto.hindustantimes.com/new-cars/hyundai/creta-n-line" data-name="Creta N Line">Creta N Line</a> model. And it is a calculated risk. The company can afford to take Creta's high sales for granted. After all, the company <a class="manualbacklink" target="_blank" href="https://auto.hindustantimes.com/auto/cars/hyundai-creta-suv-storms-past-1-million-cumulative-sales-milestone-41708340945505.html">sold over 15,000 units of the latest Creta</a> in March despite the updated model being launched in January. This was a record for the car in any one month since 2015. But while the Creta will almost certainly bask in its past glories and potentially shine brighter courtesy its newest updates, can its sportier avatar strike a deeper chord?

Creta is the third model from Hyundai to have an N Line avatar, after i20 N Line and Venue N Line. N Line versions of both i20 and Venue form only a small portion of their overall and respective sales. The company says that over the three years since <a class="autobacklink-topic" target="_blank" href="https://auto.hindustantimes.com/new-cars/hyundai/i20nline" data-name="i20 N Line">i20 N Line</a> was launched, it has sold around 22,000 units of both N Line models combined. But it also adds that N Line models were never meant to be volume drivers, more to satiate the need to stand out of a select group of customers. And that group is likely to grow with the Creta N Line. Or at least that is what the Koreans expect.

So what does the <a class="autobacklink-topic" target="_blank" href="https://auto.hindustantimes.com/new-cars/hyundai" data-name="Hyundai">Hyundai</a> Creta N Line bring to the Indian market and for the Indian customer? Does it make sense over its own (comparatively) less-flashier twin? And are the updates purely cosmetic that can be fitted just as well in the after-market arena? These are just some of the many questions we sought to finds answers to during our day out with the SUV.

<h2>Here is Hyundai Creta N Line first-drive review:</h2>&nbsp;

<h2>Also watch: Hyundai Creta N Line review: Dressed to thrill?</h2>

For the uninitiated, the N Line range of Hyundai models offer cosmetic updates on the outside body, cabin and some minor tweaks to suspension and steering setup. The Hyundai N Line models are different from Hyundai N cars which are focused primarily on significantly enhancing the performance capabilities. Hyundai N models are developed mainly for track-related driving, targeting authentic speed enthusiasts, and get major specifications' updates.

While there is no Hyundai N model in India at present, Creta N Line is promising to offer the stand out highlights in its own right.

The Hyundai Exter is a competitively priced SUV, offering a range of features and options to suit various preferences and budgets. With a starting price of 6.0 Lakhs, it competes with rivals like Tata Punch, Kia Sonet, Nissan Magnite, Renault Kiger, and Mahindra KUV100 NXT.
Price - Breakup
Starting at 6.0 Lakhs (Ex-Showroom)
Top-end model priced at 10.15 Lakhs (Ex-Showroom)
Specs and Features
<ul>
<li>Engine: Powered by a 1197 cc engine, the Exter delivers reliable performance.</li>
<li>Transmission: Available in both manual and automatic variants.</li>
<li>Mileage: Offers an impressive mileage range from 19.2 to 27.1 km/l, making it fuel-efficient.</li>
<li>Power: Generates a maximum power output of 82 bhp @ 6000 rpm.</li>
<li>Torque: Boasts a torque of 113.8 Nm @ 4000 rpm.</li>
<li>Seating Capacity: Comfortably accommodates 5 passengers.</li>
<li>No Of Cylinders: Equipped with a 4-cylinder engine for smooth power delivery.</li>
<li>Safety Features: Includes essential safety features such as Anti-lock Braking System (ABS) and Airbags, ensuring passenger safety.
<li>Body Type: Classified as an SUV, offering a commanding road presence.</li>
<li>Power Steering: Provides effortless steering control.</li>
<li>Fuel Type: Available in both Petrol and CNG variants.</li>
<li>Wheel Drive: Front-wheel drive (2WD) for optimal traction.</li>
</ul>
Rivals
The Hyundai Exter competes in a crowded segment, facing tough competition from the Tata Punch, Kia Sonet, Nissan Magnite, Renault Kiger, and Mahindra KUV100 NXT. While pricing varies among these models, the Exter stands out with its competitive starting price and impressive mileage range, making it a compelling choice for budget-conscious consumers. Additionally, its comprehensive safety features and seating capacity of 5 make it a practical option for families.
 
In summary, the Hyundai Exter presents a value-packed proposition in the SUV market, offering a versatile range of options, competitive pricing, and impressive fuel efficiency. Whether you prioritize affordability, safety, or performance, the Exter is worth considering as a reliable and practical choice in its class.

Hyundai Exter comes in as a fresh product from a company that has otherwise kept itself busy with time-tested models being given updates and facelifts. Think about it, when was the last time Hyundai brought out an all-new, mass-market product for India - Venue was a facelift, Grand i10 Nios, Tucson and Verna were as well. Barring the Ioniq 5 then, there has not been much to inject fresh fervour to the lineup in quite some time and the EV itself is a very premium proposition. But the Exter does not just come with the promise of revitalising the product portfolio but has the potential to shake up the entry-SUV segment.

The segments and sub-segments are getting muddy and complicated in the Indian car market. But for the sake of some clarity, the Hyundai Exter comes out as a rival to the likes of Maruti Suzuki <a class="autobacklink-topic" target="_blank" href="https://auto.hindustantimes.com/new-cars/marutisuzuki/ignis" data-name="Ignis">Ignis</a> and Tata <a class="autobacklink-topic" target="_blank" href="https://auto.hindustantimes.com/new-cars/tata/punch" data-name="Punch">Punch</a> rather than the even more affordable Renault <a class="autobacklink-topic" target="_blank" href="https://auto.hindustantimes.com/new-cars/renault/kiger" data-name="Kiger">Kiger</a> and Nissan <a class="autobacklink-topic" target="_blank" href="https://auto.hindustantimes.com/new-cars/nissan/magnite" data-name="Magnite">Magnite</a>. But while how it fares against its rivals - direct and indirect - will play a role in the fortunes of the smallest Hyundai SUV, Exter will also have to prove its mettle all on its own. Has Hyundai once again aced the SUV game or is it an exercise born out of compulsion considering the volumes entry SUVs get and are predicted to garner?

<h2>Here is the first- drive review of Hyundai Exter SUV:</h2>

<h2>Hyundai Exter SUV: Exterior styling highlights</h2>The Exter is an entirely new exercise in automotive design, something Hyundai tends to do well out of habit. And because it is positioned as a vehicle for the young, its exterior styling and design absolutely must click the intended boxes.

For most parts, it actually does. The Exter has a very modern face that is highlighted by H-shaped DRLs that have not yet been seen on any India model from the Koreans. There are bi-function projector headlights, a bi-function projector headlights and a very prominent skid plate at the bottom.

The side profile shows of large windows, stretched roof rails, prominent wheel arches and sporty design on the 15-inch diamond-cut alloys on the wheels.

But the rear, to my personal preferences, is a bit overdone. Looks can be subjective and while many may appreciate it, I didn't quite like the form and flow of the rear structure and barring the H-shaped tail lights, feel just too much is happening here.

Of special note here is that the SUV comes in as many as nine body colour options of which three are dual tones. Although I am not too taken by the new Cosmic Blue shade, the Ranger Khaki (a shade of Green) is extremely attractive and goes well to underscore the rugged character of Exter that Hyundai seeks to put the spotlight on.

<h2>Hyundai Exter SUV: Cabin styling and features</h2>

The cabin is where Hyundai Exter truly hits it out of the park, considering the price points it is offered in of course. While it does borrow generously from its siblings in terms of dashboard layout, fit, feel and features, the Exter may just have its biggest bragging rights against rivals courtesy the in-cabin experience.

For a car of its dimensions, the Exter is generously spacious for four but three adults on the rear seats would be a very tight squeeze. There is also no rear-seat armrest. Thankfully, a panoramic sunroof on top, rear AC vents and large windows seek to help matters. All four doors open wide which makes ingress and egress easy, and a segment-best wheelbase ensures adequate kneeroom, legroom and feet space for people at the back.

A boot space of 391 litres also goes on to underline the outdoor credentials Hyundai is repeatedly underlining on the Exter. With more space for luggage than on models like <a class="autobacklink-topic" target="_blank" href="https://auto.hindustantimes.com/new-cars/hyundai/venue" data-name="Venue">Venue</a>, <a class="autobacklink-topic" target="_blank" href="https://auto.hindustantimes.com/new-cars/kia/sonet" data-name="Sonet">Sonet</a> and <a class="autobacklink-topic" target="_blank" href="https://auto.hindustantimes.com/new-cars/marutisuzuki/brezza" data-name="Brezza">Brezza</a>, the Exter can not just accommodate a number of bags but loading and unloading angles are easy as well.

Being a Hyundai, Exter wasn't expected to shortchange buyers on features and the vehicle comes absolutely loaded. An eight-inch HD infotainment screen with support for Android Auto and Apple CarPlay is the obvious highlight and is typically easy to use with sharp response to touch. There is a reverse camera with guidelines and standard-def resolution. The MID (driver display) has been seen in other Hyundai models too and is carried forward and so is the steering wheel design with its mounted controls.

What is unique though is a two-way dashcam that can record front footage on the move and also click selfies of the cabin. Access to the dashcam can be through the incorporated buttons and through the company's official app as well. Interestingly, it is placed quite far from the driver's reach which, we assume, is a safety precaution so that he or she is unable to operate it while steering the vehicle.

The other feature highlights include cooled glovebox, automatic climate control, footwell lighting, wireless phone charging and plenty of USB and 12V points, and support for Bluelink app that enables over 60 connected-car functions. There are also three cabin themes which depend on the exterior colour of the vehicle.

<h2>Hyundai Exter SUV: Specs and drive highlights</h2>

If the exterior of the vehicle is an absolutely new take on styling and the cabin comes feature packed, the drive itself is on very predictable lines. And that is not necessarily a negative.

The 1.2-litre petrol motor under the hood puts out 83 hp and offers 114 Nm of torque. This is shared with siblings like <a class="autobacklink-topic" target="_blank" href="https://auto.hindustantimes.com/new-cars/hyundai/grandi10nios" data-name="Grand i10 Nios">Grand i10 Nios</a>, <a class="autobacklink-topic" target="_blank" href="https://auto.hindustantimes.com/new-cars/hyundai/i20" data-name="i20">i20</a> and the Venue. As such, the Exter drives in quite the familiar fashion regardless of transmission choices. I drove the five-speed manual version for a short while and the shifts were typically short and crisp, making for quick and controlled moves when required.

But the bulk of the test driving was done on the variant with five-speed AMT and it hardly disappointed. For anyone on a budget and looking for the convenience of an automatic, this is definitely the gearbox to admire. This coming from me who often drives a Brezza with AT. In comparative terms, the AMT on the Exter has significantly less jerk and offers a far smoother shift regardless of intensity of throttle inputs. It may not be excitable but it will keep itself fairly busy whether within city limits or beyond, with out without the use of paddle shifters behind the steering.

The steering set up also helps considering it is typically light which makes Exter bisect traffic with ease. It is only when triple digit speeds come up on the horizon that the feedback becomes conspicuous from its absence.

Overall, the drive and ride quality of Hyundai Exter is fairly well-balanced and will meet the requirements of most daily commuters who also do highway drives frequently. With a claimed mileage of over 19 kmpl on petrol-only version - and yes, there is a CNG option as well, the Exter covers its bases well.

<h2>Hyundai Exter SUV: Verdict</h2>Hyundai has had the luxury of carefully planning a strategy for its debut in the entry-level SUV segment. The experience from offering strong models like Venue and <a class="autobacklink-topic" target="_blank" href="https://auto.hindustantimes.com/new-cars/hyundai/creta" data-name="Creta">Creta</a> may have also helped enormously.

While its pricing structure is introductory at the moment, having a fully-loaded vehicle under ₹10 lakh (ex-showroom) positions the Exter extremely well in the Indian car market. Expect this car to do some seriously impressive numbers going forward.

SUVs have become a popular commodity in India, as every second or third car is an SUV. The rise in popularity came with sub-categories opening up, wherein automakers made SUVs more affordable and accessible in different dimensions. One of the most popular segments in the SUV market currently is the sub-compact SUV segment. A combination of rugged looks and affordable pricing, it oozes appeal and makes a strong case for itself. Tata Punch, when it was first launched in 2021, made a case for itself. It wasn’t exactly a sub-compact SUV since it was smaller in dimensions, but the stance, the design and the appeal screamed SUV while its looks made it look like a much smaller sibling of the <a href="https://auto.hindustantimes.com/new-cars/tata/harrier" target="_blank">Harrier</a>. Despite getting a mid-life update in 2024, there were no big updates when it came to the exterior in a market where the designs of competitors were frequently changing. However, after four and a half long years, Tata decided to switch things up with the Punch and introduce a new avatar, something which is more rugged, more SUV-like and more powerful. Here’s my first drive experience of the new Tata Punch facelift:

<h2>Tata Punch Facelift: Exterior</h2>The new Tata Punch facelift gets a revised front fascia. It now boasts a beefier front bumper, which was relatively flat in the outgoing model. Not only that, but the DRLs have been slimmed down. The headlight has been replaced with more angular ones like the ones found in the <a href="https://auto.hindustantimes.com/new-cars/tata/nexon" target="_blank">Nexon</a>, <a href="https://auto.hindustantimes.com/new-cars/tata/curvv" target="_blank">Curvv</a> and Harrier, aligning the Punch’s design language to that of its bigger siblings. The piano black grille has also been swapped out. The tri-arrow design elements on the lower grille and upper grille have been completely done away with (at least on the exterior) as Tata has incorporated a design with rectangular slats. In addition to that, the lower bumper also gets a bull bar bumper element, giving an illusion of the car’s rugged appeal. Something which is completely new is the front camera that the micro SUV gets as part of its 360-degree camera setup.

On the sides, the outside rear-view mirrors get a piano black treatment as they boast blind spot detection cameras. Not much has changed from the sides as it gets the same black cladding in the lower part of the doors and wheel arches. The silhouette also looks similar to the outgoing model. It carries over the same 16-inch alloy wheels from its mid-life update model; however, the design has changed. Interestingly, the ground clearance of the car has gone up by 6mm from 187mm to 193mm. This, in turn, has increased the Tata Punch’s water wading capacity to 400mm from 350mm.

The rear profile of the car gets rectangular slat elements in the taillight, replacing the tri-arrow design. The Tata Punch’s facelift gets connected LED taillamps, which indicate its close relationship with the Nexon and <a href="https://auto.hindustantimes.com/new-cars/tata/altroz" target="_blank">Altroz</a>. The rear bumper has been revised as well, getting a skid plate and a new bumper design. However, the Tata Punch’s facelift continues to get only two rear parking sensors while the cars priced similarly to the Punch get four rear parking sensors, something I felt should have been improved in the facelift. The position of the rear camera has been changed in the Tata Punch facelift. It has been lowered and integrated into the bumper rather than the underside of the Tata logo, like the outgoing model. Owing to the camera being placed in the centre of the rear bumper, the boot opening button has been slightly shifted to the right to accommodate the camera.

The boot space remains the same at 366L, but with the twin-CNG tanks placed in the boot, it is reduced massively to 210L. In CNG variants, the spare tyre is placed underneath the body to accommodate the CNG tanks.

Overall, it’s a good-looking car, especially in the Caramel and Coorg Cloud colour option, while Cyantific and Bengal Rouge give it more character. However, I feel that the tri-arrow design was central to the Punch’s character and doing away with that leaves the car with less of it.

<h2>Tata Punch Facelift: Interior</h2>

The Tata Punch facelift’s interior has not changed a whole lot. While there are changes, the layout looks similar to that of the outgoing model. It features a similar button layout when it comes to the door panels. In addition to that, it gets a black and white layered dashboard design, with a tri-arrow design incorporated in the dashboard, much like the pre-facelift model. Moreover, the Tata Punch facelift gets a centre armrest, a 10.24-inch infotainment system, rear AC vents and a single-pane sunroof, which has been carried over from the mid-life update the micro SUV received in 2024.

A few things that have changed are the 7-inch instrument cluster, which is now completely digital. It gets touch-based air conditioner controls carried over from the <a href="https://auto.hindustantimes.com/new-cars/tata/punchev" target="_blank">Punch EV</a>, along with a new Tata twin-spoke steering wheel and an illuminated logo. It gets a new blue and grey dual-tone interior. The seats have been made more comfortable with added bolstering and under-thigh support. The new Tata Punch facelift gets a wireless charger, 360-degree camera, hill-descent control and quick cooling feature, which is useful in summers. CNG models will have a CNG button to switch the car from CNG to petrol mode.

The steering can be adjusted by tilting it. There is no telescopic adjustment. The seat height also has to be adjusted manually. However, the new Punch facelift compromises on its storage capacity, especially in the centre console, because of the armrest. It gets two small-sized cup holders, one of which would not be usable if the armrest is slid to the front. The door bins are big enough to handle storing multiple things, including an umbrella, a one-litre water bottle and a few daily necessities like a sunglasses case or a wallet.

The rear seats also follow suit with the first row, with increased under-thigh support. The rear of the front seats has been scooped out to give the rear-row passengers more leg room. The Tata Punch facelift can accommodate three individuals, but it might be a squeeze. There are pockets at the back of the front seats to store something if you would like to. There is a centre armrest, but it does not have any cupholders. The overall comfort in the Tata Punch’s cabin has not changed as the car continues to be extremely comfortable for long hauls or highway journeys, especially since it has cruise control.

<h2>Tata Punch Facelift: Engine Options</h2>The Tata Punch facelift comes with three engine options now: a 1.2L naturally aspirated Revotron engine producing 86.5 hp and 115 Nm of torque, paired with a five-speed manual or a five-speed AMT transmission, a 1.2L i Turbo engine producing 118 hp and 170 Nm of torque, paired with a six-speed manual transmission and a 1.2L Revotron CNG engine producing 72.3 hp and 103 Nm of torque, available with manual and AMT transmission options.

<h2>Tata Punch Facelift: Drive Review</h2>We drove the CNG variant with an AMT transmission first. We went for a drive at 7:30 am in Pune, which was relatively quiet. No traffic, no bustling streets, it was very un-Pune-like. But I did enjoy the open stretches of road and the ease of driving the AMT offers with the CNG variant.

The car handles well and has agile steering, making you feel connected to the car. It goes wherever you direct it to. Lane changes at both low and high-speeds along with a relatively short turning radius, make the Tata Punch facelift a very easy-to-drive car, especially in tough city conditions. The suspension setup has been kept on the softer side, which helps it filter the biggest of potholes and provides insulation to the cabin, so you are not bothered by big potholes, which is the case in every city in India.

I drove it across an off-road obstacle course, and the ease with which the Tata Punch facelift handled them was, quite frankly, astonishing. You wouldn’t expect a front-wheel drive car to be able to do what it did. We went through a course which consisted of axle twisters, side incline, rumble strips, log bed, see-saw and hill ascent and descent, along with water wading, vehicle articulation, 90-degree drop, steps, rock bed and a trench, among others, to push the car to its maximum, and I came out rather impressed with what I saw.

Coming back to the city, it handled the traffic and crowded traffic junctions pretty well, thanks to its crawl mode. While the car is pretty easy to drive, the AMT transmission is a little more complex than that. I drove the car in both CNG and Petrol and the difference in performance was noticeable.

<h3>CNG Mode</h3>The car in CNG mode had to be driven with a gentle throttle input for it to shift smoothly from one gear to another. Flooring the pedal would create chaos for the car as there would be a good five to six-second delay in response, and then it would shift two gears down, allowing the torque to propel the car forward, which can be problematic, especially when you need to make a quick overtake. While you can take control manually through the gear lever or the paddle shifters, which are new to the Tata Punch facelift, there still remains a lag when shifting manually as well. At certain points in time, I felt that there was more lag while shifting through the paddle shifters rather than the car doing it all on its own in auto mode.

Not only that, but the car took some time to gain momentum, especially on highways. In the city, the car performed well despite the shifts being noticeable. However, take it out on open stretches of road and the Tata Punch facelift will be like a fish out of water.

<h3>Petrol Mode</h3>The performance of the Tata Punch facelift changed significantly when it came to just a petrol-powered engine. The car felt more powerful instantly; there was more power at disposal. The CNG variant loses out on the extra 14.2 bhp and 12 Nm of torque, which the petrol engine readily offers. It tackled the city traffic with relative ease as gear shifts were noticeable but smooth since I was driving it with gentle throttle inputs.

The change in power delivery was noticeable when I drove it on the highways. The extra power was readily available, and the five-second lag in CNG mode suddenly came down to three seconds before the power kicked in.

<h2>I-Turbo Variant</h2>During the latter half of the day, we got our hands on the 1.2L turbocharged engine-powered Tata Punch, and it really changed my mood. While I was struggling to get up to speed on the highways, this engine completely blew me away with its exhilarating acceleration. The increase of 30 bhp and 55 Nm of torque over the NA petrol engine meant that it didn’t feel underpowered, like the CNG and Petrol variants did. The complaints of the Punch being underpowered had been taken into consideration by Tata, which led to the company fitting the Punch with the Nexon’s petrol engine. The <a href="https://auto.hindustantimes.com/new-bikes/emoteelectric/surge" target="_blank">surge</a> of power kicked in at around 3,000 rpm and went all the way up to 6,000 rpm.

The car felt stable at triple-digit speeds and held up pretty well. It was never felt out of its comfort zone, be it in the city or on the highways. The Tata Punch facelift never felt out of control. Being lighter than the Nexon meant it would be faster. The turbocharged petrol option comes mated to a six-speed manual only. The gearbox was hard to use, and you would really have to wrestle with it in order to make gear shifts, even though the clutch is pretty smooth. I felt that Tata Punch i-Turbo’s performance could be maximised if the company fitted it with a torque converter automatic.

I never had back pain while I was driving the car since the seats were comfortable. Operating the infotainment screen was a happy experience since the touchscreen was slick and responded promptly to the inputs I gave. It connected seamlessly to my phone, even if I had stepped out of the car or switched it off. The touch-based climate control is something I’m not a fan of since I had to take my eyes off the road to adjust the AC. Despite the toggle switches to increase or decrease the fan speed and temperature on the Tata Punch facelift, the rest of the functions have to be activated or deactivated by touching the respective functions on the panel, which can be quite distracting.

Overall, I feel that Tata has addressed most of the consumer concerns with the outgoing model. It is a capable micro SUV which can handle traffic, bad roads or even no roads at all. It has come up as a well-rounded product with something for every consumer, whether it be for people who like to go on frequent road trips, performance maniacs or office-going people. The price point makes it even sweeter with the starting ex-showroom price set at ₹5.59 lakh with the range going all the way up to ₹10.54 lakh, offering petrol-CNG, petrol and turbocharged petrol models to choose from.

(Note to readers: The drive was organised by Tata Motors Passenger Vehicles Ltd. The views and opinions expressed in the review are solely those of the author.)

Tata Punch Facelift First Drive Review: Tata Delivers a Knockout ‘Punch’

The Maruti Suzuki Jimny is a robust and compact SUV that effortlessly combines off-road prowess with everyday practicality. With its rugged design and impressive capabilities, it's a go-to choice for adventurers and off-road enthusiasts.
Price:
The Maruti Suzuki Jimny comes in a price range of 12.74 Lakhs to 15.05 Lakhs (Ex-Showroom).
While it's positioned in a higher price bracket, its off-road capabilities make it worth the investment for those seeking adventure.
Specs and Features:
<ul>
<li>Engine: The Jimny is powered by a 1462cc engine, delivering 103.39bhp@6000rpm and 134.2Nm@4000rpm of torque.</li>
<li>Mileage: It offers a mileage range of 16.39 to 16.94, considering its rugged nature.</li>
<li>Transmission: Available in both Manual and Automatic transmissions, catering to diverse driving preferences.</li>
<li>Safety Features: The Jimny prioritizes safety with Airbags and an Antilock Braking System.</li>
<li>Comfort: While it lacks Automatic Climate Control, it offers Power Steering and seating for four passengers.</li>
<li>Additional Features: The 4WD (Four-Wheel Drive) capability and Alloy Wheels make it an ideal choice for off-road adventures.</li>
<li>Fuel Type: It operates on Petrol.</li>
<li>Body Type: Classified as an SUV.</li>
</ul>
Rivals:
The Maruti Suzuki Jimny competes with Mahindra Thar, Hyundai Creta, Skoda Kushaq, Volkswagen Taigun, and Mahindra XUV300 Turbo Sport in the market.
 
It stands out among its rivals for its off-road capabilities and compact size, making it a unique choice for those seeking rugged adventures.
 
In conclusion, the Maruti Suzuki Jimny is a specialized SUV designed for off-road enthusiasts and adventurers. While it may have a higher price point, its rugged build, 4WD capability, and impressive torque make it a reliable companion for off-road expeditions. If you prioritize adventure, off-road capability, and a compact form factor, the Jimny is a compelling choice in its segment.

Maruti Suzuki Jimny has been the most-awaited car model in the Indian automobile market and now that it is here, it underlines the company's tectonic shift in strategy. The small and affordable cars may continue to be the bread and butter for Maruti but the country's largest car maker is looking at opening up an entire buffet for buyers. In this sense alone, the Jimny SUV is determined to be the cake and the cherry on top of it too.

Maruti Suzuki may have bared all its arsenal to win the SUV battle at home and models like Brezza, Grand Vitara and Fronx are becoming a common sight. But it is the Jimny that is carrying the overwhelming weight of expectations because it is the only true-blooded SUV in the camp and one that would instantly connect with fans of the Gypsy. But with mammoth expectations, with unparalleled hype and with a deafening buzz come humongous chances of falling short of perceived potential.

The Jimny, therefore, is looking to not just battle past its rivals but rise to the occasion. India is the first to get the five-door version of the vehicle and because Jimny finally comes calling after over five decades of its global existence, the stakes are enormous.

Here is the first-drive review of the Maruti Suzuki Jimny:</h2>

The Toyota Rumion is a reliable and spacious Multi-Utility Vehicle (MUV) designed to meet the needs of families and larger groups. With a focus on practicality and performance, it's a solid choice for those seeking a versatile and budget-friendly vehicle. Price: The Toyota Rumion offers a range of options, with prices starting from 10.44 Lakhs and going up to 13.73 Lakhs (Ex-Showroom). Its competitive pricing positions it as an accessible choice for those looking for a 7-seater vehicle. Specs and Features:<ul><li>Engine: The Rumion is powered by a robust 1462cc engine, delivering power between 87-102 bhp and torque ranging from 136-136.8 Nm.</li><li>Mileage: With a mileage range of 20.11 to 26.11 kmpl, it strikes a balance between performance and fuel efficiency.</li><li>Transmission: Choose between Manual and Automatic transmissions to suit your driving style.</li><li>Safety Features: The Rumion comes equipped with essential safety features, including Airbags, to ensure the well-being of occupants.</li><li>Comfort: With Power Steering and spacious seating for seven passengers, it provides a comfortable and roomy interior.</li><li>Additional Features: The Rumion offers options for both Petrol and CNG fuel types, catering to different preferences.</li><li>Wheel Drive: It is available in 2WD configuration.</li></ul>Rivals: The Toyota Rumion faces competition from Maruti Suzuki Brezza, Mahindra Bolero Neo, MG Astor, Toyota Urban Cruiser, and Kia Carens in the market. In comparison to its rivals, the Rumion stands out with its seating capacity, making it an ideal choice for larger families or groups. In summary, the Toyota Rumion is a practical and spacious MUV that meets the requirements of families and groups looking for affordability and ample seating capacity. With competitive pricing, a choice of fuel types, and a focus on safety, it offers a compelling package. Whether you prioritize space, versatility, or budget-friendliness, the Rumion is a reliable choice worth considering in its segment.

Glanza or Baleno, Taisor or Fronx, Innova Crysta or Invicto? These are some of the obvious questions that pop up every time Toyota and Maruti Suzuki take a model from the other and present a re-badged version to customers in India. Rebadging a successful model and presenting it with a largely identical resume has its strengths and weaknesses but does it make sense to the most important factor determining success - the customer? This is exactly what we sought to find out when we recently took out the <a class="manualbacklink" target="_blank" href="https://auto.hindustantimes.com/new-cars/toyota/rumion">Toyota Rumion</a> for a highway jaunt.

Launched earlier this year, the Toyota Rumion is a re-badged version of the enormously popular Maruti Suzuki Ertiga. And while the <a class="autobacklink-topic" target="_blank" href="https://auto.hindustantimes.com/new-cars/toyota/glanza" data-name="Glanza">Glanza</a> and Taisor still have some minor exterior elements that set them apart from <a class="autobacklink-topic" target="_blank" href="https://auto.hindustantimes.com/new-cars/marutisuzuki/baleno" data-name="Baleno">Baleno</a> and <a class="autobacklink-topic" target="_blank" href="https://auto.hindustantimes.com/new-cars/marutisuzuki/fronx" data-name="Fronx">Fronx</a>, respectively, the differences between the two MPVs were thinner still. So where is the sense for the Rumion?

Watch: Toyota Rumion: Should you pick this MPV over Maruti Ertiga?</h2>

Maruti Ertiga 
 
Maruti Suzuki relaunched the company's premium MUV, Maruti Ertiga earlier this year which has been a success story just like its predecessor. It now comes with a single petrol engine as well as CNG variants. It is large enough for large families, has fuel-efficient engines, and is low-maintenance. 
 
 Car Exteriors: 
 
The redesigned Ertiga's front fascia features a revised front grille which is glossier, thicker, and has a horizontal chrome slat running across it. New headlights and fog lamp housings go along with the grille update. On top of that, new LED projector bulbs are available on the top-of-the-line models. The alloy wheels on the sides are now 16 inches in diameter, which is an inch larger than the previous edition. The windshield glass slopes toward the roofline gives the back end a more modern appearance. 
 
 Cabin comfort and interior: 
 
The new Ertiga's dashboard has been redesigned with the addition of touchscreen infotainment system, optimised for Android Auto and Apple CarPlay compatibility. In India, the Ertiga will be available with an automatic climate control system instead of a manual air conditioner. A start/stop button, keyless entry, electrically adjustable ORVMs, a reverse camera, and SD-card based navigation are among the other amenities available on the new Ertiga. 
The Ertiga provides more space and comfort as a result of its larger size. The second row, in particular, can be shifted forward or backwards using a lever at the bottom. The payload capacity has also increased from 145 to 153 litres. The third row can also be folded flat to make more storage space. 
 
 Engine and Speed: 
 
The previous diesel engine has been replaced with a new 1.5-litre petrol engine in the 2021 Ertiga. The new engine is tuned to produce 104bhp and 138 Nm of torque. Furthermore, the Ertiga runs on CNG, which produces 92 PS and 122 Nm of torque. A basic 5-speed manual transmission and an optional 4-speed automatic transmission handle the transmission tasks. According to ARAI, the new Ertiga can achieve a fuel efficiency of 19.34 kmpl (for 5-speed MT) and 18.69 kmpl (for 6-speed MT) (for the 4-speed AT unit). 
 
 Safety Features: 
 
Dual front airbags, ABS with EBD, ESP, and an ISOFIX child seat anchoring system are all included in the safety package. Among these features, the drivers-side airbag and anti-lock brakes are standard on all models.

Cars fitted with CNG kits have come a long, long way since I first bought a compact vehicle from a Korean brand that had company-fitted CNG technology. At the time - back around 2010, many warned against spending the extra on a new car for it to have a cylinder mounted in the boot - partly because the cargo space was lost entirely but mostly over safety and performance-related concerns. But over these past 12 years, I have remained a devout believer in the cost-benefit and - touching all the wood I can find as I type this - have never had any issues related to my vehicle. Obviously then, I was extremely curious to get behind the wheel of the latest Ertiga CNG from Maruti Suzuki.

(Also read: <a target="_blank" href="https://auto.hindustantimes.com/auto/cars/is-cng-the-right-fuel-for-your-car-decoding-the-dilemma-41635143558751.html">Is CNG the right fuel for your car? Decoding the dilemma</a>)

Not contend to just drive the 2022 Ertiga CNG around the city with an aimless disposition - something I often do with in my own car, the plan was made for a quick day out from Delhi to Jaipur and back. The idea was to test the MPV on its core parameters of being a comfortable people mover while trying to understand just why Maruti Suzuki has been backing CNG technology with a determined intent. After all, dealer sources reveal the latest Ertiga CNG has already raked up a waiting period spanning several months and so, there is clearly something working in the model's favour.

Here's a highway drive review of Maruti Suzuki Ertiga CNG, based on four fundamental pillars that prospective buyers - you and I - may consider:

<h2>Ertiga CNG cabin comfort and space:</h2>The biggest question that comes to the fore when one is talking about any CNG vehicle is just how much space it still has on offer because of that often bulky cylinder.

Now in the particular case of Ertiga, the space for passengers in all three rows remains as is and this has always been the core strength of this particular MPV. Even the third-row seats has decent room for adults when compared to many three-row SUVs that have hit the market in recent times.

The Ertiga has never short-changed customers on space but the CNG cylinder obviously takes up the already small cargo space behind the third-row seats. But Maruti has been quite smart in placing a plank so that at least the top half of the boot can hold small bags and shopping boxes. The lifting angle though is high so I'd rather you don't pack heavy. For any bigger or additional luggage, one would have to go for either a roof carrier or fold down the last-row seats, or both.

In terms of the upholstery and general sense of being inside the latest Ertiga, the newest model continues to offer a pleasant ambience with new upholstery in light beige hue and the addition of a faux wood trim on the dashboard. The layout of the dashboard and the cabin, however, remains the same.

The 2022 Ertiga obviously doesn't feel as premium as the XL6 from within but it still continues to have a welcoming aura that would be much liked by potential buyers.

<h2>Ertiga CNG exterior highlight:</h2>The Ertiga is a very common sight on Indian highways regardless of which part of the country you may be in. To set it apart from the sea of white Ertiga units on cab duties, the latest Ertiga CNG has been given some visual updates like new alloy design on the 15-inch wheels, new grille design on the front and chrome addition on the rear.

The 2022 Ertiga, despite these minor updates, surely won't turn any heads even though it continues to have a mature visual cue.

<h2>Ertiga CNG drive character:</h2>It was an early morning start from Delhi as I wanted to beat the office rush hour traffic making its way towards Gurugram. A top up of the cylinder at a CNG station near Dwarka was a quick affair and out I drove. Do note that the Ertiga starts on petrol before automatically switching to CNG if the CNG mode is selected. I kept it off initially.

The 1.5-litre Dualjet petrol motor under the hood is new and it was quite a revelation to experience its fun drive traits on an MPV for the first 25 kilometers of the journey. There's 99 bhp and 136 Nm of torque but the Ertiga is light enough on its wheels to spring forward at each throttle input. Speed builds up to the three-figure mark in a linear manner and the manual stick is typically simple to work around.

What I also particularly liked is the large driver display which clearly shows the ratio of petrol vs CNG usage and the status of both fuel left in the tank and in the cylinder. This alone proves how far CNG technology has come, a revelation especially to me for reasons mentioned at the start.

The CNG mode can be selected at the press of a button and the transition is smooth. And it is instantly evident that there's no drop in performance of the vehicle regardless of what the numbers may suggest. In CNG mode, the car develops 87 bhp and offers around 121 Nm of torque. But when you are already pushing the car on petrol on the open highway stretch past Manesar, the switch to CNG would go unnoticed.

In fact, while critics of CNG may continue to harp on a drop in performance, I'll admit I won't be able to know which fuel is being used unless the driver display spelt it out. Push the throttle and the Ertiga on CNG goes past 100 kmph with purpose and I could manage to max it to around 115 kmph before realizing that I ought not to go beyond. For almost every highway stretch in the country, this figure would be the max limit before speed guns shoot you down.

Triple-digit speeds may come up in a confidently gradual manner but it is the steady trait of the Ertiga that really underlines its sure-footed drive. Sure the familiar body roll continues to exist but that's part of the MPV package. But what's a bit of a concern though is that when being pushed on CNG, there's a higher degree of noise that filters into the cabin in comparison to petrol-only mode.

Overall though, the Ertiga continues to handle like a smaller Maruti Suzuki model and while this helps its drive nature enormously in tightly-packed city conditions, there's no trade-off on open roads.

<h2>Ertiga CNG range:</h2>There are CNG pumps littered on either side of the highway in and just after passing Gurugram, all the way to Manesar. While a top-up of CNG is recommended, I only switched to CNG mode once past the first toll booth on the Gurugram-Jaipur highway. From here, it was around 210 kms to my intended destination - Amer Fort. I decided to pull the Ertiga on CNG as far as I could while being aggressive on the throttle to get the maximum speed the road rules would allow. So there was no coasting, no cruising - just a dogged dash to the finish line. Also note that the air-conditioning was on the entire way and the car had one other occupant and no cargo.

The range left on CNG - displayed on the driver screen - was quite accurate and showed 205 kms at the first switch.

With not much traffic on the highway, the Ertiga continued to push itself forward on CNG power. It was only around 20 kms short of Amer Fort that the low-CNG warning light came on. And while it is not recommended to do this, I chose to keep going on CNG mode till empty. The car did another 8 kms before it became amply clear that it was now on proverbial fumes. And while there is always the option of switching back to petrol - the beauty of dual-fuel modes that are an EV's envy - I found a CNG station on the highway itself, around five kms short of the right turn that takes one all the way to Amer.

The Math then is quite simple. On CNG mode alone and on highways, the Ertiga can easily go close to its claimed range of around 220 kms. For me, it was around 195 kms. Although this may come down if it is a tightly-packed cabin, do also remember that one need not adopt as aggressive a driving style as I deliberately had. Turn off the AC when the weather permits and this figure would also likely go up.

<h2>Ertiga CNG running cost vs purchase price benefit:</h2>On the day of the drive, a kilo of CNG in Delhi was at ₹75.61. In Manesar, it was at ₹83.94. And just outside of Jaipur, it was ₹87 for each kilo.

The tank inside the Ertiga model can accommodate around nine kilos of fuel and this depends on pump pressure. As can be seen in the image above, the pump station outside of Jaipur put in 6.95 kilos of the fuel which cost a total of ₹604.65. This was the expenditure on CNG between Manesar and Jaipur.

Compare this to running a petrol-only car with a mileage of around 20 kms. A distance of 200 kms would require 10 liters of fuel. At approximately ₹95 a liter, that's ₹950 spent on petrol one way. So on CNG, there is a clear saving of ₹350 or ₹700 for a return trip.

On the flipside though, CNG pumps aren't exactly a common sight on highways in many parts of the country. While one can always switch to petrol-only mode, the cost-savings would take a hit. The CNG pumps that are located on highways often do have long lines which means one would have to take this time into account into the overall journey time.

Most important though is the upfront cost of purchasing a car with a company-fitted CNG kit. Maruti Suzuki is offering its S-CNG in the VXi and ZXi variants with manual transmission. The CNG variants are around ₹1 lakh more expensive than the comparable petrol-only model. Around a decade ago, the purchase price difference used to be around ₹50,000.

In the real world, the cost benefit of purchasing a single-fuel version vs the dual-fuel version of the same model would come down to you and how much is your daily, monthly and yearly driving distance. Typically, one may recover the additional price paid for a CNG vehicle in around five years but this varies from customer to customer.

<h2>Ertiga CNG verdict:</h2>The multiple benefits of CNG technology have been well established over the past several years. Lower emissions, lower running cost and almost the same level of drive performance as petrol-only twins. And with more and more CNG-filling stations coming up, access isn't a major issue in many parts either.

On the flipside though, waiting queues for a refill can stretch depending on your location. And in the particular case of the Ertiga CNG, the price difference is quite substantial when propped against the petrol-only VXi or ZXi version.

With both in balance though, there is no denying that the Ertiga CNG is a capable, mass-commute option that remains a very comfortable car and with the best that CNG technology currently has to offer. It could have done with some more premium visual updates on the outside but if the basic criteria of long journeys is a vital consideration, this car should be an obvious choice.

IntroductionThe Tata Nexon is a compact SUV with the first generation model being launched in 2017. That year, it became the first Indian car to receive a five-star rating on the Global New Car Assessment Programme (NCAP). It made its debut as a prototype at the Auto Expo 2014 and is based on an updated version of the Tata X1 platform that debuted with the Indica hatchback. Tata Nexon Price:The Tata Nexon SUV is offered at a price between Rs 7.99 lakh (ex-showroom) and Rs 15.79 lakh (ex-showroom) depending on the variant chosen. When was Tata Nexon launched? The first generation Tata Nexon was launched in September of 2017, having entered production in July. The first facelift was brought out in 2020 and it delivered an updated exterior design along with Bharat Stage-VI compliant engines and feature additions. The 2023 facelift saw the Nexon receiving a massively redesigned front fascia and rear end with additional upgrades to the interior, such as a larger touchscreen and a two-spoke steering wheel with an illuminated Tata logo. How many variants of the Tata Nexon are available?The current generation of the Tata Nexon is available in four broad trims – Smart, Pure, Creative and Fearless. Each trim has its own series of sub-variants which are denoted by suffixes such as ‘S’, ‘+’, ‘(O)’, and there are 90 variants in total. Tata further offers the Nexon SUV in the Indian market with four colour options – Fearless Purple Dual Tone, Flame Red, Calgary White, and Daytona Grey. Tata further offers the #Dark edition package for 23 variants with prices ranging from Rs 11.45 lakh (ex-showroom). The #Dark edition is a special cosmetic package which Tata offers on multiple models in its lineup, such as the Harrier and the Safari. The package paints the car’s exterior in an exclusive Atlas Black colour option and makes it put on 16-inch #Dark theme alloy wheels. The all-black theme carries over to the interior which further receives bespoke Benecke-Kaliko ventilated leatherette seats with #Dark lettering. What features are available in the Tata Nexon?The Nexon’s cabin comes fitted with a 10.25-inch floating infotainment display that features wireless Android Auto and Apple CarPlay. A digital instrument cluster of the same size is provided for the driver, and it comes with navigation functionality and TPMs. A panel below the AC vents houses the touch capacitive HVAC controls and the centre console further contains a wireless charging slot for smartphones. Aside from the voice-assisted sunroof and the nine-speaker JBL audio system, the Tata Nexon also features smartphone connectivity through iRA 2.2. The driver individually gets a height-adjustable seat while both front seats are ventilated Benecke-Kaliko leatherette seats. What are the engine, performance, and specifications of Tata Nexon? As for powertrain configurations, the Nexon is offered with two engine units and four transmission choices. The current generation of the Tata Nexon is offered with a 1.2-litre turbocharged petrol engine that can be paired with four transmission options: a five-speed manual, a six-speed manual, an AMT, and a seven-speed DCT. The Revotron petrol mill is able to generate 118 bhp and 170 Nm of torque. There is an additional Revotorque diesel engine that is offered with either a six-speed manual gearbox or an AMT and this pushes out 113 bhp and 260 Nm of torque. What is the Tata Nexon mileage? The Tata Nexon gets an ARAI-claimed mileage of 17.01 kmpl to 24.08 kmpl, bringing a 44-litre fuel tank. What is the ground clearance and boot space of Tata Nexon?The Tata Nexon brings an unladen ground clearance of 208 mm and comes with 328 litres worth of boot space. What is the seating capacity of Tata Nexon? The Nexon is a five-seater SUV. What is the safety rating of Tata Nexon? The first-generation Tata Nexon was the first Indian car to get a five star rating from the Global NCAP. The SUV is offered with six airbags and a 360-degree Surround View camera with a front parking sensor. A blind-spot monitor aids in lane switching and making turns and there is a reverse parking camera available as well. The Nexon benefits from ABS with ESP and receives auto headlamps with rain-sensing wipers and front fog lamps. The car is equipped with with ISOFIX mounts and gets an i-Size Child Seat as part of accessories. What cars does the Tata Nexon rival in its segment? The latest generation of the Tata Nexon is slotted into the compact SUV segment alongside rivals such as <a href="https://auto.hindustantimes.com/new-cars/marutisuzuki/brezza">Maruti Suzuki Brezza</a>, <a href="https://auto.hindustantimes.com/new-cars/hyundai/venue">Hyundai Venue</a>, <a href="https://auto.hindustantimes.com/new-cars/kia/sonet">Kia Sonet</a>, and <a href="https://auto.hindustantimes.com/new-cars/mahindra/xuv-3xo">Mahindra XUV 3XO</a>.

The Nexon SUV has been a game-changer for Tata Motors. With more than five lakh units already sold, this is the homegrown auto company’s bestseller. The automaker has been updating the Nexon SUV with facelifts or special editions over the year and they have worked really well for the sub-compact SUV. And now, the company is ready with the third iteration. Tata calls it “nearly” a new-generation model instead of a mere facelift.

That’s because the 2023 Tata Nexon facelift gets an extensive redesign and a revamped cabin but the engines are the same and so is the platform with its famed global 5-star safety rating. So, what are these updates and do they make a difference to you? We drove the new Nexon facelift in sunny Jaipur to find out.

<h2>Watch - Tata Nexon facelift first drive review: Can it set the benchmark higher?</h2>

Audi Pickup Truck Cars

Popular Filters

No New Cars

Sort By:

Top Car Comparisons

Brands

Brands

Search Car Dealers