Hybrid Cars: FAQ
The cars that we’ve seen for the past one century all operate on a simple combustion process, well not all that simple… you fuel it with a tank of petrol or diesel and it will go vroom vrooooooom. The electric cars on the other hand are completely different, they don’t go vroom…. fill them up with a dose of Micheal Faraday and they will go hissssssssssss. Hybrid stands in the middle of this table so we wouldn’t be surprised if you had questions about the “Hybrid” badge on your newest car. Today, we will do just that… answer your questions.
What is a hybrid car?
Hybrid car is a result of attempts to decrease our dependence on fossil fuels like gasoline. It is called a hybrid as it is part gasoline and part electric. There is an electric motor as well as an internal combustion engine powering the vehicle.
How do hybrids work?
Instead of relying solely on a gasoline internal combustion engine, hybrids use both a gas engine and electric motors. The energy used by the electric motors are stores in rechargeable batteries. The ability to partially use electricity as a fuel means that you burn less gasoline. The computer system on a hybrid makes the decisions about which energy source to use at different times, based on maximizing efficiency while providing the same level of safety and comfort as conventional cars.
When does one motor take over?
For the most part, a hybrid vehicle traveling in the congested roads of a city will probably be running on electric power. A hybrid vehicle that travels the speedy highways will probably run on the gasoline engine.
What’s the difference between a hybrid, a plug-in hybrid, and an electric car?
The main difference is that an electric car is fully electric while both the hybrid and plug-in hybrids are essentially petrol/diesel-electric. Hybrid cars use a combination of both petrol and electricity in order to power the car.
However, when it comes to the hybrid and plug-in hybrid, the difference is that the plug-in hybrid can be plugged in and charged. This allows it to go solely on electric power for what is typically a range of 30 to 60 kilometers. In contrast, a standard hybrid charges its own battery when moving, allowing it to provide assistance in low speeds and in acceleration.
What are hybrid car batteries made of?
The battery of a hybrid car may be one of three types: lead-acid, nickel-metal hydride, and lithium-ion. Lithium-ion batteries are becoming the more commonly used battery type in newer hybrid and electric cars as they are comparably less toxic than lead-acid and nickel-metal hydride, less likely to lose their charge when not in use, and they offer good performance even in high temperatures. Moreover, they can be recharged rapidly and are lighter in weight compared to nickel-metal hydride batteries.
Are there different hybrids?
There are two types of hybrids: a Parallel Hybrid and a Series Parallel Hybrid. The simpler and less costly is the Parallel Hybrid. In this configuration the engine and the electric motor are blended together prior to transmission. A gasoline engine propels the vehicle and the electric motor provides an extra boost or takes control at slower speeds. The gasoline engine does not recharge the battery and regenerative braking is the only source of recharge power.
The configuration of the Series-Parallel Hybrid has the engine and the electric motor feed into the transmission from independent paths. This allows full power to be achieved by either the gasoline engine or the electric motor. The gasoline engine can both power the vehicle and charge the battery. In this configuration, the electric motor is used more to propel the vehicle.
What happens if my hybrid runs out of battery?
It’s unlikely that the battery of a standard hybrid will run out since it’s recharged by the vehicle’s movement. The driver doesn’t need to charge the battery in order for it to work. The plug-in hybrid is different in that it is charged at home, work or at a public charging station. However, if a plug-in hybrid car runs out of battery, it works much the same as a standard hybrid in that it will run on petrol or diesel. In contrast, running out of fuel will see a standard hybrid come to a stop since it is not designed to operate without fuel. However, a plug-in hybrid can run on electricity only with a typical range of 30 to 60 kilometers if fully charged.
Who shouldn’t buy a hybrid?
There are consumers who should stick with a non-hybrid when buying a new vehicle, specifically, people who don't drive their cars that often. The hybrid battery packs must be charged by consistent use, or they will not function correctly and may go bad. Even after sitting for just a week or more, a hybrid's batteries will be affected. If you’re not a consistent driver or you travel often and have to let your car sit, a hybrid is not the right choice for you.
Are there safety risks?
Under most conditions, hybrid cars have proven to be just as safe as conventional vehicles. However there are several exceptions to this rule. When operating at low speeds in “electric only” mode, hybrids are very quiet and may pose an increased risk to pedestrians, especially the blind. Studies have shown that a hybrid car can be virtually impossible to hear under urban conditions
Mahindra XUV 300: Decidedly premium
Mahindra have a certain degree of quirkiness to their designs, and they have had both hits and misses in their lineup. We’d say they hit the nail right on the head with the Mahindra XUV 500 and the Scorpio. The Thar has amassed a cult following and even the Scorpio Pik Up looks absolutely amazing. However, there are models like the Mahindra KUV 100 and the Quanto that are difficult to love.
Regardless, Mahindra have always had a certain air of nonconformity to their products. And now there is the new XUV 300: Mahindra’s newest representative for the compact SUV segment. We thus have in front of us a completely non-quirky premium crossover.
Exterior
Exterior The XUV 300 adopts a conventional design language that looks classy and sporty, but still has a robust feel to it thanks to the boxy design. The car is solidly built with 68-percent high-strength steel. Thumb down on the door metal and there is very little flex.
Mahindra have had to keep the length of the XUV300 to under-four meters for tax savings, but they have not compromised on the profile design. The floating roofline with the blackened pillars improves the dynamism of the vehicle. The larger wheels give it a robust look and the side cladding and roof rails enhance its crossover appearance.
Much like the grilles seen on the XUV 500, the XUV 300 gets a piano black grille featuring a large Mahindra badge, a chrome strip on the top, and multiple small chrome inserts. Sleek DRLs are integrated in the projector headlight cluster and in a very unique way extend into the bumper, merging with the fog lights. Maybe they haven’t lost their quirkiness completely.
The rear haunches are one of our favorite things about how the XUV 300 looks. They add character to the appeal of the compact XUV 300. The rear has a neat little spoiler with integrated LED HMSL (High Mounted Stop Lamp). The taillights are beautifully styled and sit on either side of the well-sculpted tailgate. A large silver skid plate adds a sporty character to the rear.
Interior
On the inside you do see that a lot of hard plastic is used, but it is of high quality. The dashboard’s styling is functional. It has a ‘beige & black’ theme with silver inserts, while piano black has been used on the center fascia (climate control panel) and air-con vents. While the lower part of the dashboard is beige, the carpets and floor mats are black. Ergonomically, the cabin is well laid out and all controls are easy to find and reach.
If you and your passenger usually have trouble with the cabin temperature, you are in luck with the XUV 300 because you get a first-in-segment dual zone fully automatic climate control. You also get an option of a sunroof.
On the center console you get a 17.78cm touchscreen infotainment system (not available on the base variant) equipped with Bluetooth, AUX & USB connectivity, and it is compatible with Apple and Android Auto. It also doubles as a reversing camera display. On the instrument console display you get all the information you need. A useful one that comes to mind is the tyre position display for when you park and start out. The instrument console (with speedo and odometer) gets multicolor illumination, which is great.
Although the functionality is limited, you also get a Blue Sense App with Smart watch connectivity. The leatherette (artificial leather) seats are comfortable and provide adequate support to the thighs and back. All three passengers get adjustable headrest and three-point seat belts, which are cool to have. You can comfortably seat three people in the rear, even with taller individuals out on the front. These rear seats can be split 60:40 for flexible boot space. The boot space, however, is only 257 liters, the smallest in the segment, and the loading lip is also pretty high.
Fun to drive
On our hands we had the 1.5-liter diesel variant, one that claims to have the best in segment torque of 300Nm produced at 1500-2500rpm. These impressive numbers translate well when you’re driving. The unknowing heavy right foot of an unsuspecting driver will catapult you forwards with surprising menace. The engine properly wakes up at around 2,000 rpm and you instantly fall in love with it. And because of the strong torque reserve at the bottom end you will notice that you are not shifting gears too often.
You will also notice that the XUV 300 is geared more towards tarmac driving. Although it isn’t too fazed by unexpected road undulations, the suspension is definitely on the firmer side. Luckily, this makes it a peach for driving on pitched roads and on corners.
Speaking of corners, the XUV 300 gets the segment-first smart steering system that gives you the option of choosing between Comfort, Normal, and Sport modes. Although there isn’t a huge world of differences between the modes, we definitely noticed that the steering firms up and gives better feedback when put on sport mode. For open stretches and corners we stuck to the sport mode as well. In the city, we chose to try out the other two modes, which worked well, but we ultimately went back to sport mode again.
With a kerb weight of 1,360 kg, the diesel has a power-to-weight ratio of 85 BHP/ ton, is class-leading, and the power is handled well. Till date, all offerings from Mahindra in this segment have been old-school SUVs with body-on-frame constructions. This worked against them because most urban buyers today prefer more modern monocoque-based crossovers.
The XUV300 is the first with a monocoque construction, making it more car-like to drive. The top variant gets a segment-first seven airbags. It is equipped with all-around disc brakes which come as standard, another segment-first. Other segment-firsts include heated ORVMs, smart steering system, and front parking sensors.
Verdict
The XUV 300 is a great car. Although it appears to be a Sangyong Tivoli with its rear end chopped to squeeze into the 4-meter mark, the Mahindra XUV 300 is a completely new car. It uses Mahindra’s own engine and suspension, and all the body panels are new as well.
The performance is tremendously satisfying, and it makes up for the fact that it likes sticking to the tarmac. Further, as Mahindra already have the TUV 300 for more rugged driving, it seems the XUV 300 has purposefully been made for smoother driving.
The little sibling to the XUV 500 does have one factor that will make buyers think twice: the price. Maybe it’s because of the driving fun it offers, or the long list of segment firsts offered; Mahindra have made the XUV 300 a decidedly premium offer.
DATSUN GO FACELIFT: MARGINAL GAINS
The segment Datsun has put the Go in is highly competitive. You have the likes of Tata Tiago and Renault Kwid that have been here for a while and there are new generation veterans in the form of the all-new Hyundai Santro and Suzuki WagonR. This segment is usually referred as the ‘first car buyers’, a highly sensitive playing field as the first car buyers pick their first set of four wheels only after a rigorous comparison rather than by listening to their heart. To strengthen the grip on this segment Datsun has given the Go a facelift and we are going to tell you if it works.
Exterior
One thing that you immediately notice about the Go is that the car now looks better than before. The changes are minimal, but just enough to make you appreciate it a little more. The grille is now bigger, there are strong creases on the bonnet and the car looks more imposing. The headlamps too have been refreshed but still feature conventional bulbs. Complementing this look is the new bumper which features sharp creases towards the sides and houses new vertically stacked LED DRLs.
The Datsun GO looks almost identical to the previous version from the sides. There are a few minor changes, however. The ORVMs now get a body-colored casing, and you get dual-tone diamond-cut alloy wheels on the top variant. The tires and the wheels are bigger and wider—165/70 R14 when compared to the older 155/70 R13 wheels.
Over at the rear end, the creases on the bumper towards the edges help accentuate the width of the car. The bottom crease of the bumper, which looks like a lip extension, is a neat touch. Overall, there is an improvement in the way the Datsun GO looks. But that’s what it is, an improvement rather than a radical overhaul. Datsun seems to have played it safe while refreshing the Go.
Interior
The interiors are brand new. The overall plastic quality is only slightly better. There is an all-new, all-black dashboard which is accentuated in faux carbon fiber trim, for a cleaner layout. The center AC vent design has been changed as well and they are now a part of the top layer of the dashboard. The non-adjustable steering wheel is the same unit as before but now comes in black. The instrument cluster is borrowed from the Nissan Micra. Something else that has been borrowed from the Micra are the inside door handles. This new version gets an analog tachometer on the left.
The biggest update here has to be the center console—the Datsun Go now features a 7-inch touchscreen infotainment system. This system is responsive to use and features crisp graphics for menus. The Datsun Go no longer has a high mounted gear lever; the gear lever is now where it should have always been, which is good to know. Also, the dash-mounted handbrake lever has been removed and been replaced with a conventional lever between the seats.
Speaking of seats, Datsun has reworked them and they are now called ‘Anti-Fatigue Seats’ which are well-cushioned and support your backs even on longer journeys. However, the absence of height adjustment for the driver’s seat is a disappointment, just like the steering wheel. This can make finding a comfortable driving position a bit tricky. On the up side, you now get electrically adjustable ORVMs.
The rear seat offers adequate headroom and legroom. But you sit a bit low which gives you the impression that the seats lack under-thigh support. Shoulder room is wider than cars in this segment and it is just enough to squeeze three average-sized adults for shorter journeys. The boot space in the GO remains the same as before at 265 liters, enough to accommodate the family’s shorter journey luggage.
Performance
Powering the Datsun Go is the same 1.2-liter, 3-cylinder petrol engine that produces 68 Bhp and 104Nm of torque. But Datsun’s engineers have made revisions to the gear ratios of the 5-speed manual box. As a result, the car still feels peppy. Datsun claims the GO can complete the 0-100kmph run in just 13.3 seconds. Out on the highway, the car settles at triple speeds with ease but soon runs out of breath, which means you will need to plan your overtakes in advance. On the incline with a full load, the car forces you to provide a heavy throttle input to get going. It’s a car best suited for city use. The steering is light and lets you make quick turns or u-turns in traffic.
As a plus, the Datsun GO gets a 10mm bump in ground clearance (now 180mm) thanks to the larger 14-inch wheels. The suspension setup is also better. This suspension takes on speed breakers and undulations with ease and cushions you well. The Datsun Go is now better insulated than before, but unfortunately it still isn’t enough. The floorboard insulation still feels wanting as even the smallest pebble hit makes a sharp noise inside the cabin. Overall, the NVH levels have been improved to a point where it is now almost acceptable.
On the safety front Datsun has worked on improving the structural strength of the car, adding about 150kg of weight in the process. As a result, the updated model meets the upcoming crash test norms in India. You even get dual front airbags, ABS (anti-lock brakes) with EBD (electronic brakeforce distribution), BA (brake assist), rear parking sensors and follow-me-home headlamps as standard throughout the range. Higher spec T and T(O) variants get Vehicle Dynamics Control (VDC) which is essentially electronic stability control (ESC).
Verdict
Datsun has ironed out the creases, added in new features and improved on what already was a good car. In the hope of reigniting the sales charts of the Go, Datsun has played it safe. The changes are few, and the Datsun Go reminds you of the Nissan Micra, from the Micra door handles to the Nissan logo on inner boot plastic and even the wheel caps on our test unit. If it weren’t for the Datsun badges on the front, back and steering wheel, you could get away with calling it a Nissan Go. Which is why at the end of the day the Datsun Go Facelift feels more of a recycle and only marginal.
DFSK GLORY 580 SUV: Beginner’s Fortune
DFSK is a joint venture between Dongfeng and Chongqing Sokon Industry Group Co Ltd., formed on 27 June 2003. DFSK produces micro vans, flat-bed commercial trucks and passenger vehicles under the Dongfeng Fengguang brand. In July 2018, DFSK launched an SUV line in Indonesia, which is where these SUVs are made. Today, the company exports its cars to 70 different countries and is ranked 68th on the list of Fortune Global 500 Companies. Now, with the Glory 580, the brand has made its way into Nepal.
Exterior
The Glory 580 is a good-looking car; it has the right dimensions and adequate styling elements and doesn’t go overboard in terms of design. The best part is that the Glory 580 doesn’t try to mimic other SUVs. This focus on originality is what has yielded such a good looking car. Up front, you get a simplistic grille with three chrome strips and the company logo, which thankfully isn’t some clichéd Chinese lettering. Instead, the logo is one of the nicest we’ve seen. You get projector headlamps with curvy daytime running lights and fog lamps which are a bit on the smaller side. The profile consists of string character lines, adding character to the car and also the window line that slopes downwards.
The SUV vibe is further boosted by roof rails and sizeable alloy wheels. Over on the back you get a small integrated roof spoiler, a pair of chunky tail lamps on each side of the chrome boot lid, all of which makes for a really good rear end. If we are to nitpick, we are not overly fond of the Glory badge and the seven year warranty badge that lies on either side of the back. All in all, there’s nothing much in the Glory 580 to complain about. The exterior is pretty much spot on.
Interior
The first thing your eyes will be drawn to is the infotainment screen. While most other manufacturers are offering an infotainment system that has anywhere between 6 to 8 inches of touch screen unit, the Glory 580 offers a large 10 inch screen at the center of the dashboard. While there isn’t a fancy skin on top, the screen works much like an Android tablet and has sharp graphics with fluid response. The car also comes with an integrated leather multi-function steering wheel, a smart key and an electronic handbrake.
The materials used inside the car is great, the fit and finish is admirable, and the large windows and the electronic sunroof fill light into the car, adding a layer of airiness into the cabin. The seats come with a load of adjustments and have excellent bolstering and stitching but they are quite on the firm side. We personally like our bum to be rested on something with a bit of give rather than a soft platform of cushion that slumps like quicksand.
The second and the third row is the same story, the cushioning is firm which might not feel good at the beginning, but these firm seats will provide excellent support for your back during long journeys. The second row can fit three adults with ease while only kids can fit in the third row. There are good storage space and air conditioning vents scattered strategically all around the car with even the third row passengers getting their own bottle holder and a storage compartment.
Performance
The Glory is powered by a 1.5 liter DVVT turbo petrol that is mated to a 6 speed automatic or a manual transmission. We drove the manual. The engine makes 150 horsepower and 250 Nm of torque which is a healthy set of numbers. And it does equal a healthy performance out on the tarmac. The gear ratios are set in such a way that it will keep you from annoyingly changing gears all the time during rush hours. The first gear can be pushed up to 40 kmph and the second goes up to 60 kmph without the car whining for an upshift. You can just cruise into the traffic.
Now, here is where the Glory 580 struggles. The highway. The car is powered by turbo petrol, and as turbo engines go, the car is bound to experience a turbo lag every time your foot hits the throttle. The Glory 580 does pick up speed after the turbo has kicked in, but you have to be patient, annoyingly so. Especially when you have to get going from a single digit. The turbo takes so long to kick in that by the time you get the power to speed ahead, you are already approaching a turn where you’ll have to slow down anyway.
Where this turbo lag does its worse is on the inclines. The Glory 580 will take you up an incline without breaking a sweat only if you are running on momentum. If you happen to slow down on the incline the car quickly loses torque and grinds to a halt. Getting a move on isn’t exactly easy either. The turbo lag is so long that the car goes completely out of breath as it barely picks up the speed it needs. Even veteran drivers will need help from the ol’ trusty hand brake, and will have to administer the clutch and gas pedal balance maneuver to come out on top. This becomes especially tedious, not to mention dangerous, when there’s another vehicle honking behind you. Getting a move on without rolling back and bumping the car behind you! The Glory 580 is the ultimate test of the hill hold margin you learned at driving school.
What the Glory 580 misses in performance, it tries to make up in safety. And it does a pretty good job. The car is equipped with dual disc brakes, an anti-lock brake system (ABS), electronic brake force distribution system (EBD), brake assist (BA), electronic parking system (EPS), tire pressure monitoring system, driving recorder and reverse camera parking.
Verdict
The car looks great and has a heavily equipped and plush cabin. It offers all the practicality a family could ever need from a car and it offers the latest safety tech for additional peace of mind. But an exceptional rookie, well, is still a rookie. With aspects that still need a lot of work. While the company is providing a lengthy seven year or 150,000 km warranty, it becomes difficult to ignore an engine that is led down by a sluggish turbo. All leading to a conclusion that the DFSK Glory 580 is a complete package. Almost
Aprilia Storm 125: A Rugged Twist
Over the past few years, we have seen more and more 125cc scooters enter the market and that’s clearly the biggest indicator of where the competition lies in the Nepali scooter segment. Aprilia was quite late to the party when it entered with the SR 125, but its second offering in this segment, the Storm 125, has followed quickly. The Storm 125 is based on the SR range of scooters and it sits below the SR125 in the company’s line-up, making it the most affordable Aprilia in the country. However, beneath it all, it shares the same dimensions and specifications as the SR125. So, what makes it different? We find out…
Exterior
The Storm makes a rugged style statement, showing off similar design cues as the SR 125. But that’s where the similarity ends, as Aprilia has provided more sporty decals and 12-inch wider tyres to make the Storm stand out. Barring this, everything else remains the same. Even the analogue instrumentation is borrowed from the SR 125. The all-analogue instrument console does feel bland, especially when compared to its feature-rich rivals. Unlike the SR 125, the Aprilia Storm 125 gets two bright-coloured paint schemes—Matte Red and Matter Yellow.
Engine and Performance
The Storm shares its engine with the SR125, a 124.5cc, single-cylinder, 3-valve engine, with CVT transmission for twist-and-go convenience. It comes with a push-button starter. Power and torque figures are identical too: 9.52 bhp at 7,250 rpm and 9.9 Nm at 6,250 rpm. The Storm accelerates smoothly with good throttle response and a grunty note. Power delivery is prompt and there’s enough mid- and top-end pep as expected from an Aprilia. The Storm can achieve 80kph easily, and if pushed, can attain higher speeds without feeling overly stressed.
Ride and Handling
The Storm sits on a tubular steel frame with a conventional, non-adjustable telescopic fork at the front and a hydraulic shock absorber at the rear. The suspension setup fares reasonably well on our surfaces but feels rock hard in places. The 12-inch wheels of the Storm get dual-purpose 12-inch Vee Rubber tyres with 120/80 profile at the front and 130/80 at the rear that add a dose of ruggedness to the overall design. These tyres make it suitable for riding over broken surfaces.
The saddle height remains unchanged on the Storm 125. Riders of shorter stature may have difficulties putting their feet completely flat on the ground. The switches are crisp and easy to operate, and the palm grip is good. The scooter misses out on the front storage space, which is quite unexpected, as the under-seat storage space isn’t too big either, only enough to fit a half-face helmet.
Just like the SR125, the Storm 125’s handling dynamics is excellent, too. Ride quality is good, even when riding with an adult pillion as the Storm feels light and stable. The scooter’s light handling is a boon in crowded city riding conditions like ours.
Braking duties for the 122 kg Storm come courtesy of a 150mm drum brake at the front and a 140mm drum at the rear. It gets a Combined Braking System (CBS) to comply with the latest safety norms. However, braking feels too soft and feeble and we missed the progressive feel at the levers.
Verdict
Essentially what we have is a scooter that is the same as the SR125, but a bit more practical. It’s fun to ride and offers everything you need to beat the traffic on your commute at a bargain price. And it is playful enough if you want to navigate the rural curves. At Rs 224,000, the Storm 125 is Aprilia’s most affordable offering in the country and should be popular amongst college-goers. However, on the features front, it does feel outdated. But rest assured, the Storm does what other scooters do, then leaves them in the dust when the going gets dirty.
KIA Niro EV: Value for money
The shift towards electric cars in Nepal has gotten a major boost in the form of the Kia Niro EV. Continental Trading Enterprises, the sole authorized distributor of Kia Motors in Nepal, has brought in the company’s latest all-electric crossover. Let’s talk numbers first. The Kia Niro EV comes with a massive 64 kWh battery paired to an electric motor that powers the front wheels. The battery on the Niro EV gives a range of 450 km which should get you from Kathmandu to Pokhara without any range anxiety. The car makes 200 BHP and 395 NM of instant torque which propels the Niro EV from 0-100 Km/h in 7.8 seconds, making it one of the fastest electric cars in the country. It comes at an introductory price of Rs. 66.90 lakhs, which is an absolute steal.
Designed at Kia’s design centers in California, the US, and Namyang, Korea, the Kia Niro EV looks just like the regular combustion Niro in the international market, with only a few differences. The Niro EV misses the signature “Tiger Nose” grille from Kia. Instead, the EV gets a closed front fascia with a hard plastic seal in the shape of the former Tiger Nose grille that features an integrated charging port, and a de-bossed Niro logo. Redesigned air intakes and new arrowhead-shaped LED daytime running lights to combine with blue trim highlights help it stand out further. The Niro EV sports a sleek, aerodynamic body with subtly sculptured surfaces.
In profile, the slim character line, tapered rear windows and sturdy sill line help to emphasize and elongate the car’s sleek profile, while allowing greater room for the muscular wheel arches. The Niro EV rides on new 17-inch aluminium alloy wheels with a diamond-cut two-tone finish, housing Kia’s regenerative braking system. At the back, redesigned rear bumpers feature similar blue trim highlights to those found at the front of the car. A bold LED rear light design gives the Niro EV the same distinct and recognizable rear light signature as its Hybrid and Plug-in Hybrid siblings.
Inside, the cabin combines a modern design with generous space and technologies that complement its zero-emissions powertrain. The interior is differentiated from other Niro models with a range of new features and design elements. The design of the center console represents the biggest change for the Niro EV, with the all-electric powertrain negating the need for a traditional gear stick and gear linkage. The physical transmission has therefore been replaced with a new ‘shift-by-wire’ rotator dial drive selector.
The drive selector dial sits on its own highly-ergonomic panel which extends out from the base of the central arm-rest. In addition to the rotator dial, this new panel also houses buttons for the electronic parking brake, heated and ventilated seats, heated steering wheel, drive mode selector, parking sensors, and the Niro’s braking ‘Auto Hold’ function. The new panel requires no bulky transmission tunnels, enabling Kia’s designers to create a larger storage area at the base of the center console.
The 7.0-inch touchscreen HMI (human-machine interface) at the center of the dashboard offers a series of features specific to Kia’s new electric vehicle. The colour-LCD driver instrument cluster—also 7.0-inches wide—shows driving and battery charge information on-the-move. A lamp is integrated into the top of the dashboard, with a light displaying whether the battery pack is recharging or fully charged when plugged in.
The Kia Niro EV crossover is one of the most practical EVs in the country. Standing at 1,805 mm wide and 1,560 mm tall, it ensures maximum head and shoulder room throughout the cabin. At 4,375 mm in length, it offers more cargo space (451 liters), and the boot features a dedicated storage area beneath its floor, providing ample space for owners to store the charging cable. The Niro EV comes with a 2,700 mm wheelbase that ensures all occupants enjoy generous legroom, while space and a sense of roominess are boosted by its crossover design.
Matching the next-generation nature of its powertrain, the Niro EV offers drivers a range of Kia’s Advanced Driver Assistance Systems, supporting motorists in a range of driving conditions to mitigate the risk of collisions. The car is equipped, as standard, with Kia Vehicle Stability Management (VSM) for maximum stability under braking and cornering. If VSM detects loss of traction, it uses the car’s Electronic Stability Control (ESC) system and the electric motor-driven power steering to help the driver retain control.
Figures:
Battery Pack: 64 kWH
Range: 450 kilometers
Power: 200 BHP
Torque: 395 Nm
0-100km/h: 7.8 seconds
Price: Rs 6,690,000
Vehicle Stability Management (VSM)
Electronic Stability Control (ESC)
‘Auto Hold’ function
7.0-inch touchscreen HMI (human-machine interface)
LED daytime running lights
SKODA RAPID ONYX: More than just a blue car
The Skoda Rapid is the best-selling Skoda in the Indian sub-continent. It looks premium, and falls under an affordable bracket, which is always a winning mantra. Now I know that people will look at it and say that it is just a blue car, and it is just a blue car, hence the name Onyx. But this Rapid Onyx comes with a few upgrades that differentiates itself from its non-blue twin. In this review, you’ll find out if the Skoda Rapid Onyx is more than just a blue car.
Exterior
You have to hand it to Skoda: in a sea of cars covered in dull shades of grey, this Rapid stands out with a striking shade of blue. Complementing the blue is generous use of black: black ORVMs, 16 inches black alloys... Even the casings for the projector headlamps are black. Right off the bat the Rapid Onyx oozes a sporty vibe.
Over on the side, the immediate attention grabber are the black alloys... These 16-inchers come with a set of wider 195mm rubber compared to the 185 on the regular Rapid. This not only makes the car look beefier but also increases the body’s distance from the ground, now at 170mm, which is embarking right on the SUV territory.
Things are a bit too simple on the back however. The Rapid features a keyhole on the bootlid which sticks out like a sore thumb which is redundant; the car already has a boot unlock integrated and also a boot opener latch fitted to the driver’s door.
Also, I would have loved to see a small black lip spoiler to further accentuate the blue and black vibe but alas, it is what it is. Overall, I quite love the look of this car, frankly because it is so blue and unique.
Interior
Skoda has gone the “if it ain’t broke don’t fix it” route with the Rapid Onyx’s interior. Desiring blue accents would only be nitpicking on what is otherwise an amazing cabin, which gets a premium beige treatment with great fit and finish. The driver’s seat sports proper padding and adjustment, and the steering wheel comes with tilt and telescopic adjustments which means getting into a comfortable driving position is easy. Out on the back seat, you get a comfy bench with double headrests. There’s a huge footwell under the front seats where the rear passengers can stretch their legs. Add in a third passenger and they might struggle during long journeys thanks to the massive transmission tunnel that eats into the middle seat.
You get plenty of storage space throughout the cabin including a large glove box that is illuminated for fiddling through your things at night. Apart from that you also get a sizeable boot that will help haul a week’s worth of family luggage. Talking equipment, the Rapid Onyx comes with a fully automatic air conditioning and a touch screen infotainment system that looks sharp and is fluent to use. Overall, the Rapid Onyx doesn’t shy away from the regular Rapid when comparing interiors, but with the most-needed upgrades.
Performance
You immediately notice two things, which also happen to be the changes the Onyx brings from the regular Rapid. First up, the increased ground clearance. The Rapid Onyx sits higher now and while you will barely feel it on the tarmac you will definitely feel it on rougher roads as the Rapid Onyx goes through a rough patch like a walk in the park. Another change the Rapid Onyx brings is the inclusion of wider tires, and boy you feel it. Not only do the wider tires help you drive over potholes and bumps easily, these 195s grip the tarmac and don’t let go, resulting in better traction and increased cornering speeds.
Apart from this the engine in the Rapid Onyx is exactly the same as you get on other Rapids: a 1.6 liter petrol mated to a 5-speed manual transmission that outputs to 104 Bhp and 153 Nm of peak torque. The power builds up gradually and you can feel the refinement in the engine when shifting up or down with fluidity. The Rapid Onyx remains planted and stable on the highways and Twisties but don’t expect the car to hit triple digits without really working the gears. The Rapid Onyx will give you its best performance in the urban confines while battling smooth tarmac and almost off-road conditions of any developing city.
Verdict
The Skoda Rapid Onyx feels like a Skoda Rapid that is made specifically for the roads of Nepal. You’ve got the striking color, you’ve got the premium interior, you’ve got a reliable engine, and to that mix the Rapid Onyx brings higher ground clearance and wider tires which elevates the ease of driving. All this makes the Skoda Rapid Onyx more than just a blue car. It is a complete package... More complete than the regular Rapid ever was O
Monsoon Motor Blues: What should you do if your car is flooded ?
Heavy flooding triggered by incessant rainfall has inundated many parts of the country including the capital. The low-lying suburbs of the capital have been flooded by surging water level. This constant waterlogging has also affected vehicular movement, with a number of cars partially or fully submerged in floodwater. Immersion in water can wreak extensive damage to your vehicle. Hence, if your vehicle has suffered any kind of flood damage, follow this checklist to assess the damage and potentially get your vehicle running again.Note: You might want to call a mechanic for the repairs. This is only a checklist to evaluate the damage done by the floodwaters.
Don’t start your car
Turning the key when water is in the engine could potentially make your car unusable. Don’t be tempted to start a flooded car—you could damage it beyond repair.
Evaluate the potential damage
Look for a waterline left by mud and debris on the car. The water level can actually reveal much more about your car’s condition. If the water level has reached above the dashboard or higher, it is likely to have caused significant damage to your car. But if the water didn’t rise much above the bottom of the doors, your vehicle will probably be fine. Also, look for debris lodged around the wheels, brakes, and underbody. If necessary, take a high-spray hose and clean in and around the wheels thoroughly, but be careful where you aim.
Dry out the car
Prevent mold from forming by removing the seat padding, floor mats, door panels, carpets, and insulation completely. Mold is a special type of fungus that grows in moist environments—so, open all the doors and windows to allow the car to fully air out. If you have access to a wet/dry vacuum, use it to collect the remaining water. If not, you can put towels on the floor to soak up water. You can also deodorize your car with baking soda and a sponge before putting any of its components back inside.
Check the oil, air filter, and other fluids
Check the dipstick for water droplets. If there are water droplets clinging to the end of either dipstick, do not attempt to start the engine. Make sure you drain the oil and replace the oil filter before starting the engine. You should also check the cylinders for corroded spots. Similarly, check your brake, clutch, power steering, coolant reservoirs, and transmission fluids for any signs of contamination.
Check electrical components
Check the function of the headlights, turn signals, power locks, air conditioning, windows and seats, stereo, and interior lights for any potential electrical trouble O
