New Generation Land Rover Discovery Exclusive Review

Land Rover Discovery Price in India

 

Land Rover is one of the oldest four-wheel drive vehicle manufacturers in the world, developing one of the most capable SUVs that money can buy. The British automaker first launched the Discovery in 1989, which shared underpinnings with the flagship Range Rover. Today the Land Rover Discovery is in its fourth generation and is called the Discovery 4 (LR4 in the US). The Land Rover Discovery has got several awards including the best large SUV in the world. This 7-seater SUV is quite capable and benefits from Land Rover design and technology. It is available in India with a TDV6 diesel engine, making it an formidable alternative in the full sized SUV space.

 

EXTERIORS AND STYLE

 

The Discovery Sport has a lot of similarity in styling to an Evoque. Many onlookers even asked if this is the new Evoque and we realised that in colours like white and silver, one could mistake the Discovery Sport as a Range Rover Evoque. Once, the new model year Evoque makes its way into India, we shall note that there is a major difference between the two. To speak of the styling, it has a sleek front grille with pulled back headlamps and DISCOVERY embossed above the grille stating that this is a part of the Discovery family. Land Rover has discontinued the Freelander2 and this is its replacement. There will three families under the Land Rover brand, Range Rover, Discovery and Defender.

 

The Land Rover Discovery Sport is the newest member of the Discovery family and it is based on a new platform, which will be used for more Discovery products in the near future. The side profile of the Discovery Sport has a sloping roof, a design that is similar to that of new-generation Land Rovers. The Land Rover design DNA has been retained the clamshell bonnet and the floating roof. The Discovery Sport is certainly a looker.

 

INTERIORS AND SPACE

 

Though LR officials said that the new RR Sport has 75 per cent unique parts compared to the current generation Range Rover, the moment I step into the cabin there is a strong air of familiarity. The crisscrossing vertical and horizontal dashboard configuration and the mix of round and rectangular elements is an obvious carry forward from the Range Rover. There is a choice of two tone or three tone leather seats, with adjustments to suit every body type and there is also a range of wood veneers to choose from. The seats are super comfy, with the soft pillow like headrests almost luring me to sit in the car for longer.

 

There is enough and more headroom and legroom in the front two seats and the second row. If you flip the open the third row with its oversized, whiplash protected headrests, it can at best accommodate kids or teenagers. Particularly pleasing additions were the ‘felt’ roof lining, the panoramic sunroof (we were test driving the new Sport during the sunniest days of the year in the UK – a sweltering 32 degrees), the automatic terrain response interface, the Meridian audio and the LCD instrument display that replaces the traditional dials.

 

ENGINE AND PERFORMANCE

 

The Discovery Sport gets the same 2.0-litre turbo petrol and 2.2-litre diesel engines as the Freelander2. The Discovery Sport is lighter than the Freelander2 and hence it has much better performance also. The Freelander2 was based on a Ford-designed EUCD platform, which it even shares it with other Volvos as well. The new-generation Land Rovers are utilising in-house technology and this is helping them to become independent and at the same time even moving away it’s synergies from its previous owner Ford Motor Company.

 

The Discovery Sport’s diesel engine is offered in states of tune, one is 148bhp and the second is 188bhp. These are mated to a nine-speed transmission. We have driven the five-seater 188bhp version. The engine noise is fairly low and the NVH levels are at par with competition. The power that this engine produces is good enough and what we appreciate is the instant response from the engine. There is sufficient power on tap to overtake but no V6 Diesel option on offer that some of the competition offers as well. So if we compare apples to apples the Discovery Sport is at par with  competition.

 

Driving in city or the highway you won’t run out of steam. There is sufficient grunt in the engine and makes it easy to drive. Ideally drive it in D mode, the S mode is when you want to sprint ahead but the difference isn’t anything major. In D the engine is comfortable as it is mostly in its power band and this is sufficient to drive.

 

RIDE AND HANDLING

 

Through its stability control systems, the Land Rover Discovery limits itself to a fairly sensible pace on the Alpine Hill Route. The car’s challenges here are not just that it is tall and heavy, but also that it has hybrid road/off-road tyres, whereas rivals use less compromised rubber.

 

However, the chassis electronics include good understeer control and you very quickly identify how much speed the car can securely carry through corners and simply drive to that pace, which would be far from restrictive for anyone on the road. Body control, although better than it used to be, remains decidedly loose when push comes to shove.

 

You can’t totally disengage the car’s stability control, but you can ramp down its sensitivity if you want. There is little to be gained from doing so, though. The car’s at-the-limit handling is stable at all times, but driving it hard on the road plainly isn’t what it’s engineered for.

 

SAFETY AND SECURITY

 

All trim levels come with eight airbags and automatic emergency braking, which (as it says on the tin) means the car can automatically hit the brakes if it senses you’re about to hit the person in front – even if they’re on foot.

 

Upgrade to HSE trim and you’ll also get a driver condition monitor, traffic sign recognition (the speed limit of the road you’re driving down is displayed on the dashboard), a blind spot monitoring system and rear cross traffic alert. The latter warns you of approaching vehicles when you’re backing out onto a road.

 

All three rows of seats have Isofix mounting points, a point noted by Euro NCAP when it awarded the Discovery the maximum five stars in its crash test. If you look at the individual categories, the Discovery isn’t as good as the XC90 or the Q7 for adult or child protection, but outscores them both when it comes to protecting pedestrians.

 

CONCLUSSION

 

The Discovery is a good SUV with many strengths, but that doesn’t mean it stands above its competitors. There are other luxury midsize SUVs that are plenty athletic. The Land Rover Range Rover Sport has powerful engine options and is one of the few SUVs in the class that can match the Discovery’s off-road abilities. If you like the Discovery’s luxurious interior, you might be interested in the Volvo XC90, which delivers excellent cargo space, plenty of technology, and possibly the most comfortable seats in the class.

 

Land Rover Discovery Ex Showroom Price in New Delhi ranges from 68,05,000/- (Discovery S Petrol) to  1,02,86,000/- (Discovery First Edition Diesel) .Land Rover Discovery has 10 Variants of Petrol are available in India. Land Rover Discovery comes in 10 colours, namely Fuji White,Baltic Blue,Firenze Red,Indus Silver,Nara Bronze,Bali Blue,Siberian Silver,Ipanema Sand,Marmaris Teal,Santorini Black.

 

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Mahindra Bolero Power+ review, test drive

Mahindra Bolero Price in India

 

We believe that small adjustments make a big difference. In our

day-to-day life, small things give us immense joy, be it a successful

bargain with a vegetable vendor or a small drop in the fuel prices. In

a similar fashion, a small adjustment in the length of the car gives

automakers a lot of benefits. This encouraged manufacturers such as

Tata, Maruti, Ford and Volkswagen to develop sub 4-metre cars. Due to

the growing popularity of SUVs, Mahindra was the first company to

introduce a sub 4-metre SUV, the Quanto. Mahindra also offers the

TUV300 and the NuvoSport in this segment and now we have a new entry

from the company, the Bolero.

 

That last bit is what has driven everyone from Tata and Maruti to Ford

and Volkswagen to develop sub-4 metre offerings. However, with SUVs

becoming the demand of the day, Mahindra was first to introduce a

compact offering in the body style, by giving the Xylo a little

adjustment to create the Quanto. M&M followed it up with the TUV300,

NuvoSport, and now, it’s put the Mahindra Bolero under the knife as well.

 

Mahindra’s beloved cash-cow now gets a version which loses a few cms

in length, a few cc’s in displacement and healthy few Rupees in price

too. So is this downsize a compromise?

 

EXTERIORS

 

This new Bolero Power+ remains virtually identical to the standard

Bolero except at the edges. Look closer and you’ll notice that the

front bumpers are actually inward sloping and don’t jut out any more.

Even the metal foot plate at the rear has been re-designed so that

this vehicle qualifies as a ‘compact car’. There are some badges on

the sides with the ‘P’ in Power+ marked in red which suggest that this

is the more powerful version (more on that in a bit).

 

INTERIORS

 

Mahindra Bolero Power+ has several features, but nothing new as such.

It has power steering, power windows, manual AC, music system, keyless

entry, in-dash music system. There is even bluetooth connectivity as

well. The instrument cluster is digital on the Bolero and the higher

variants get micro hybrid technology too. The Mahindra Bolero Power+

even gets stylish interiors.

 

In terms of space, there is no change on the Mahindra Bolero Power+.

It has seven seats, the second row is tight on knee room and the third

row is good only for short distances as it gets jump seats. The boot

too isn’t that large. What makes this a good deal is the fact that it

now without any compromise on space or power, the Mahindra Bolero

Power+ is more affordable.PERFORMANCE ;

 

PERFORMANCE

 

The Mahindra Bolero Power+ comes with a 1.5-litre diesel engine and

it is more powerful than the older 2.4-litre unit. The oil-burner

produces 70 HP of power and 195 Nm of torque. Torque delivery is

smooth and linear. The car accelerates in 3rd gear from crawling

speeds without much of a fuss. Acceleration is tiring slow, however,

and 0-100 km/hr comes up in 20.76 seconds. There is some turbo lag but

the mid-range feels punchy. There’s not much action after 4000 RPM

though. 100 km/hr in 5th gear comes up near the 2500 RPM mark.

 

The new engine is very refined compared to the older unit and the

clatter isn’t as bad as earlier. The insulation is very good and we

were actually very surprised by the refinement. The Bolero Power+

isn’t meant to be driven fast at all and it is best enjoyed at

cruising speeds. Gear shifts are very long and notchy but the clutch

is super light. The Bolero Power+ has a claimed fuel efficiency of

16.5 km/l and we still managed to extract 15 km/l under normal driving

conditions. The large fuel tank ensures that you get a range of around

700 kms on a full tank.

 

RIDE AND HANDLING

 

While overtaking on the highways, if the vehicle is not loaded takes

good effort to push it but then the Bolero seems to die completely

when fully occupied. On highways the engine response is very

discouraging and the lack of power gets very evident. Not to forget

the excess noise that penetrates inside the cabin making it a noisy

one.

 

The handling quality is weak and needs some major improvement from

Mahindra. It is not a very easy to maneuver vehicle and gets a bit

sticky in some scenarios especially as the gear stick behaves like a

sore thumb. The brakes are of average quality and do not offer a

precise feedback whatsoever. We got a real time mileage of 12 Kmpl

which is average compared to the competition.

 

BOTTOMLINE

 

Why bring in another Bolero when you’re going to sell the older

version as well. Mahindra says that the two SUVs will cater to

different customer bases – one which wants the newer engine as well as

lower running costs, and the second which wants to still go ahead with

the older, proven engine and mechanicals. The company has added a

three year/one lakh kilometres warranty package now on the SUV.

 

At Rs 8.03 lakh ex-Mumbai, the Bolero isn’t the best value, especially

for someone looking for a more urban-biasedvehicle. Instead, for Rs

7.74 lakh, you get the TUV300 T4+ which has got ABS as well as

airbags, is more powerful and feels far more modern. Of course, the

Bolero will be the more logical choice for rugged, rural use. Another

fun reason to buy a Bolero in white? People inadvertently mistake you

for a cop. Traffic parts ways for you, and I actually saved good time

on my commute home! Seriously though, given the popularity of the

Bolero (over ten lakh have been sold so far), I see no reason why the

cheaper and more powerful Power+ shouldn’t be a hit with its target

audience as well.

 

Mahindra Bolero Ex Showroom Price in New Delhi ranges from 7,56,141/- (Bolero Plus Non AC BS3) to  8,57,497/- (Bolero Power Plus SLX BS4) .Mahindra Bolero has 15 Variants of Diesel are available in India. Mahindra Bolero comes in 10 colours, namely Power Plus Diamond White,Power Plus Silver,Power Plus Rocky Beige,Power Plus Java Brown,Java Brown,Rocky Beige,Diamond White,Mist Silver,Molten Red,Silver.

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Reliance Nippon AMC IPO subscribed 81 times on last day

Country’s first-ever mutual fund IPO by Reliance Nippon Asset Management Company (AMC) was lapped up by investors. The 43-million share offering saw 81 times more demand, with bids for 3,485 million shares, worth Rs 87,830 crore. The Rs 1,540-crore offering saw healthy demand in all three investor categories. The institutional portion of the IPO was subscribed 118 times, high net worth individual (HNI) segment was subscribed 209 times and retail investor portion was subscribed five times. The retail book was kept open till late as demand remained high, said investment bankers. The IPO saw over 1.5 million applications, one of the highest for IPOs this year.

The price band for the IPO was Rs 247 to 252 per share. At the top-end of the price band, Reliance Nippon AMC was valued at Rs 15,422 crore.

Japan’s Nippon Life and Anil Ambani-led Reliance Capital sold shares worth up to Rs 643 crore and Rs 282 crore respectively in the IPO. The AMC also issued fresh shares worth Rs 617 crore.

The company is the country’s third-largest AMC in terms of assets and has a 11.4% market share. At the end of August, Reliance Nippon AMC managed assets worth Rs 3.84 lakh crore across mutual funds (Rs 2.3 lakh crore), managed accounts (Rs 1.53 lakh crore) and offshore funds & advisory mandates (Rs 2,223 crore).

At the Rs 252 per share, Reliance Nippon AMC was valued at 37 times its FY2017 earnings and eight times its FY2017 pre-IPO book value.

“Considering Reliance Nippon AMC is the third largest AMC coupled with huge potential of MF industry to grow, strong return ratios, asset light business, higher dividend payout ratio and track record of superior investment performance, we are positive on this IPO,” Angel Broking had said in a note to its clients.

“We like Reliance Nippon AMC as it is the largest AMC with highly diversified product offerings and strong distribution reach,” said another note by Motilal Oswal.

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