Honda Civic

The Honda Civic may not be as automatic a choice as it once was due to improved competition, but its variety of configurations, high fuel economy and ease of ownership keep it among the best compact sedans and coupes.
Pros

Comfortable and composed ride; good fuel economy; spacious interior; wide variety of engines available; available coupe body style.
Cons

Finicky sound system controls for most models; coupe's cramped backseat; hybrid's small trunk.
What's New for 2015

For 2015, the Honda Civic gains a new SE trim level. Offered only in sedan form, the Civic SE slots in between the LX and EX sedans.

Ford Mustang

TECH SPECS
Base price: $30,349; $54,949 as tested (GT Premium)
Engine: 5.0-litre DOHC, 32V V-8
Drive: Six-speed manual, rear-wheel drive
Fuel economy (litres/100 km): 15.2 city; 9.3 highway
Alternatives: Chevrolet Camaro Convertible

RATINGS
Looks: It looks good, in a tough, purposeful way, even with the top up. Differences from the coupe go beyond just the roof; a revised “muscle line” on the rear body-side, and recontoured trunk lid, give it a more linear appearance than the tin-top.
Interior: The range of at-the-wheel adjustment is less than optimal, and the cockpit design favours form over function, yet without appearing especially rich in fit finish. But it can accommodate four mid-size adults.

Technology: Mechanically, it’s the most sophisticated Mustang, yet still preserves that traditional pony-car persona. Adaptive speed control is a pricey $1,600 option on the test car, likewise the $2,000 for a package that includes an audio upgrade, memory seats and blind-spot monitoring. On-board IT includes most features and capabilities you’d expect, interfaced through the little-loved SYNC with MyFord Touch.

Performance: One of the smaller V-8s among its peers, the 5.0 is more a revver than a torque-monster so you need to row the gears to extract the best from it. Handling is on the fun side of competent, but lacks the taut balance and precision of the coupe. It’s no coincidence that the hard-core Performance Pack chassis set-up is not even available on the squishier-bodied convertible.
Cargo: The trunk is 19 per cent
roomier than on the old car and Ford claims its 323-litre volume (12 per cent more than Camaro convertible) can accommodate two large golf bags, even with the available premium audio subwoofer. Unlike in some European convertibles, cargo volume is unaffected by whether the top is up or down.

Fiat AVVENTURA

First unveiled at the 2014 Auto Expo, the new Avventura is a compact crossover model from Fiat India. It is based on the Punto platform and shares majority of its underpinnings and interior with the former. It is the Italian automaker’s entry into the now trending hatchback-based compact crossover segment which has been getting a lot of attention from Indian buyers lately. Other players in this segment at the moment include the Volkswagen Cross Polo and the Toyota Etios Cross.

Chevrolet Camaro 2015

Since its introduction in 2009, the fifth-generation Camaro has been the most popular sport coupe on the road. Its stellar performance and refined looks have been a cornerstone of the Chevrolet lineup for years, and 2015 is no different.
To celebrate the success of Camaro, chevy is introducing a Commemorative Edition that features much of the best that Camaro has offered over the years. Available in five exterior colors, and an exclusive Adrenaline Red interior, this special edition is equipped with a host of performance accessories, including a new 20-inch wheel design with high-performance summer-only tires†, ZL1 spoiler, and body-colored accessory front splitter and available hood insert, to name a few. Special Commemorative Edition badging tops off this impressive package

Hyundai Accent 2015

With handsome styling, above-average performance and solid build quality, the 2015 Hyundai Accent represents a strong choice for a small sedan or hatchback in the subcompact car class.Strong acceleration; comfortable and quiet ride; spacious cabin has an upscale ambience; long warranty.

Real-world fuel economy falls short of EPA estimates; no rearview camera or parking sensors available.

The 2015 Hyundai Accent gets a newly styled grille, headlights and taillights, along with some changes to standard and optional equipment. Last year's SE hatchback has been renamed the Sport.

Mahindra Verito Vibe

The Mahindra Verito Vibe has been launched in India at a price of between Rs. 5.68 - 6.55 lakhs (ex-Delhi).

What you'll like:

• Robust build that has proven its reliability with the Logan / Verito

• Lots of interior space. Wide cabin easily seats 3 adults on the rear bench

• The frugal 1.5L Renault K9K engine has excellent driveability on tap

• A comfortable and balanced ride that soaks up bumps with ease

• Mahindra's low cost of ownership

What you won't:

• Boxy and dated design has been made more awkward at the rear

• Low on horsepower when compared to competitors, even hatchbacks

• Bare basic interior design and quality. Questionable ergonomics too

• Heavy steering means maneuvering in the city takes significant effort

• Deep penetration in the taxi segment makes personal buyers flinch

Renault Lodgy 2015

The Renault Lodgy has been launched in India at a price of between Rs. 8.19 - 11.79 Lakhs (ex-Delhi).

What you’ll like:

• An all-rounded & practical 7 seater MPV. 3rd seat row is usable too
• Priced between the Ertiga & Innova. Top variant is ~Rs. 4 lakh cheaper than the Toyota
• Robust, abuse-friendly build & construction
• 109 BHP diesel is fast, refined & fuel-efficient. 84 BHP variant has superb driveability
• Outstanding ride quality. Comfortable over any kind of road
• Car-like to drive. Balanced handling and dynamics
• Features: Touchscreen ICE, cruise control, navigation, adjustable lumbar support etc.
• Boot space of 207 - 1,861 liters. Innumerable passenger : cargo combinations possible

What you won’t:

• Limited 2nd row legroom. This seat lacks the fore & aft adjustment of its competitors
• 109 BHP diesel suffers from turbo-lag below 1,800 rpm
• Boxy, unappealing styling (especially the rear end)
• Low 3rd-row seat means you sit with your knees pointing upward
• 185/65 R15 tyres are too small for a people carrier. Same tyre size as the Swift!
• Renault's service network isn't a patch on that of Maruti or Toyota
• Owners of the mechanically-identical Duster have reported the occasional niggles

Nissan Juke 2015

The Juke puts the “fun” in “funky,” making it perfect for those who want a spry and speedy little runabout that also stands out in traffic. It’s powered by a 188-hp 1.6-liter turbo four-cylinder with front-wheel drive; all-wheel drive is optional. Sadly, a CVT is the only available transmission, which takes some joy out of driving. On the plus side, its light and informative steering makes it easy to fling around back-country curves or to jockey for position on a crowded interstate.

Toyota Corolla

If car shopping were computer software, the Corolla could be the default setting: It has the space, power, and features to meet most people’s needs, but is bland and uninspired. That’s the downside. On the positive side of the equation, it has the Toyota reputation for reliability. As a result, it brings a premium, despite not engaging the driver as do some of its competitors. Still, it remains a bestseller. If you’re more interested in the destination than the journey, the Corolla is for you.

With the brilliant Kappa2 engine under the hood, the already superb i10 takes a big step forward and drives itself clean out of the reach of any of its nearest rivals

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.

INTERIOR

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.

DESIGN AND ENGINEERING

The Eon is the latest recipient of Hyundai’s ‘Fluidic Sculpture’ design language and comes with a level of styling flair not seen before (nor even expected) at the bottom of the car pyramid.
Few expensive cars, let alone budget ones, have the eyeball-grabbing appeal of the Eon.
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.

ENGINE AND PERFORMANCE
The Eon comes powered by a three-cylinder, 814cc petrol engine.
This motor is actually the 1.1-litre iRDE unit from the Santro (and original i10) with one cylinder less.
Basic architecture remains the same, with a three-valve-per-cylinder, SOHC arrangement. With 55bhp on tap, the Eon slots right between the standard 800cc Alto and the larger-hearted Alto K10 on the power scale.
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.

RIDING AND HANDLING
A light steering makes the Eon well suited to Indian city traffic conditions and a tight turning circle allows cheeky moves through traffic.
However, the Eon isn’t fun to drive and the uneven feel the steering offers contributes to this.
There’s lots of slack around the straight-ahead position, but when you pile on the lock, the steering suddenly quickens to the point of being over-responsive.
This takes some getting used to at higher speeds and the quick turn-in can also catch the novice driver off-guard.
Another negative is the lack of sufficient self-centering action, so you have to keep a firm hand on the steering at all speeds.
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
What the Eon does so successfully is inject a certain degree of desirability into the budget car segment.
It looks a million bucks, which will no doubt be one of the reasons many will buy the car in the first place, and with six variants to choose from, there is an Eon to suit every budget.
The cabin, though not the most spacious, is a genuinely nice place to be and comes with equipment unheard of in this class of car.
A stronger and more refined engine along with sportier handling would have added an element of fun, which is the one thing that is seriously lacking in this car.
However, for normal urban duties it has adequate power and the light controls make the little Hyundai easy to punt around in town.
Fuel economy is pretty good too. The Eon, then, is a car that not only has the looks but also the makings of a winner.