The recently launched Chevrolet Sail slotted in the entry-level sedan segment has been priced quite competitively with introductory prices ranging between Rs 4.99 lakh to Rs 7.52 lakh (ex-showroom) Delhi.

The entry-level sedan segment consists of the Maruti Suzuki Swift DZire, Ford Classic, Tata Manza, Toyota Etios and the Mahindra Verito. The Swift DZire is the closest competition to the new Chevrolet Sail in terms of price.

Without further ado let's take a look at how the new Chevrolet Sail compares to its rivals in the segment:

Maruti Suzuki Swift DZire andndash; (Rs 4.92 lakh to Rs 7.50 lakh ex-showroom Delhi)

Both the Swift DZire and the Sail are based on their hatchback siblings, both come with similarly specced diesel and petrol engines, both cars can seat five people in comfort and both cars get dual-tone interiors. The only difference is that the Swift DZire measures in under four meters in length allowing it to avail of tax breaks while the Sail is over four meters in length. This means that the Sail has a bigger boot (370 litres) compared to the Swift DZire's that has a capacity of (315 litres).

Another difference is that despite being available within the same price bracket the Sail is available in four petrol variants and four diesel variants while the Swift DZire is available in three variants of petrol and three diesel variants diesel.

The basic Sail petrol/diesel comes with front power windows, anti-glare interior rear view mirror, air-conditioning and power steering while the Swift DZire LXi/LDi gets air-con and power steering but no power windows and an anti-glare interior rear view mirror is absent.

The top-of-the-line Sail LT ABS petrol/diesel comes loaded with a Bluetooth enabled stereo, four power windows, electric ORVMs, remote central locking, alloy wheels, rear defogger, ABS, EBD and front airbags.

The top-of-the-line Maruti Suzuki Swift DZire ZXi/ZDi comes loaded with a stereo with USB connectivity, steering mounted audio controls, power windows all around, climate control, chrome interior detailing, anti-glare interior rear view mirror, remote central locking, electric ORVMs, alloy wheels, rear defogger, ABS, EBD and front airbags.

All in all, the interiors of the Swift DZire are a little more attractive than that of the Sail's.

It would also be worth mentioning that the Swift DZire is the only entry-level sedan with the option of an automatic gearbox. The Swift DZire AT is available with the middle-of-the line VXi petrol model that is equipped with power windows all around, an anti-glare interior rear view mirror, a stereo with USB connectivity, remote central locking, air-conditioning, power steering, ABS and EBD.

The Chevrolet Sail comes with an option of a 1.2 litre petrol engine that generates 86PS of power and 113Nm of torque, the 1.3 litre diesel engine option develops 78PS of power and 205Nm of torque.

The Maruti Suzuki Swift DZire is available with a 1.2 litre petrol engine that develops 87PS of power and 114Nm of torque while the 1.3 litre diesel engine option develops 75PS of power and 190Nm of torque.

Toyota Etios (Rs 5.46 lakh to Rs 8.40 lakh ex-showroom Delhi)

The Toyota Etios is available with a choice of six petrol variants and five diesel variants.

The basic Etios J petrol model is completely stripped out and does not even get power steering, power windows are also absent while an anti-glare interior rear view mirror is standard. Thankfully the basic Etios GD diesel model gets power steering and power windows all around.

The top-of-the-line petrol and diesel models of the Etios are equipped with a stereo, power windows, remote central locking, rear defogger, fog lamps, ABS, EBD, front airbags and alloy wheels.

The interiors of the Etios are a bit low rent with poor quality plastics and finished in a dull black shade. However, the interior space is exceptional and it has a capacious boot with 595 litres of space.

Engine options include a 1.5 litre petrol engine developing 90PS of power and 113Nm of torque while the other option is 1.4 litre diesel engine developing 68PS of power and 170Nm of torque

Tata Manza Club Class (Rs 5.70 to Rs 8.84 lakh, ex-showroom Delhi)

Tata offers a lot of car for the money with the Manza Club Class. The Manza is very spacious, quality of trim materials are average, and even the basic models come with power windows all around, an anti glare interior rear view mirror, power steering and dual tone interiors.

The top-end models come loaded with leather upholstery, automatic climate control, a touch-screen infotainment system with Bluetooth connectivity, steering mounted audio and phone controls, remote central locking, a contrasting roof shade, fog lamps, rear defogger, electric ORVMs, ABS, EDB, front airbags and alloy wheels.

Engine options include a 1.4 litre petrol unit that develops 90PS of power and 116Nm of torque and a 1.3 litre diesel unit which develops 90PS of power and 200Nm of torque.

It has to be said that with its spacious and inviting cabin, fairly commodious boot with 460 litres of space and a decent equipment list the Tata Manza Club Class top-end diesel is an attractive proposition for Rs 8.84 lakh.

Mahindra Verito (Rs 5.32 lakh to Rs 7.75 lakh, ex-showroom Delhi)

The Mahindra Verito is another value for money contender in the entry-level sedan segment. With its spacious cabin that can easily accommodate five people, a boot with 510 litres of space and its frugal diesel engine the Verito makes a lot of economic sense.

However, it's dated boxy design and lack of even power windows for the basic models may have taken the 'value for money' quotient a step too far.

Still, the new top-of-the-line Mahindra Verito Executive edition is loaded with equipment and features such as Bluetooth-enabled stereo, touchscreen navigation system, leather upholstery, leather-wrapped steering wheel with matching door inserts and blue vision headlamps. Other standard features for the Executive edition Verito include power windows, alloy wheels, fog lamps, alloy wheels, remote central locking, electric ORVMs, ABS, EBD and front airbags.

Engine options include a 1.4 litre petrol engine that develops 75PS of power and 110Nm of torque and a 1.5 litre diesel engine which develops a modest 65PS of power and 160Nm of torque.

Priced attractively at Rs 7.75 lakh the Verito Executive edition is a top-of-the-line entry-level diesel saloon that packs in a lot of kit for the money.

Ford Classic (Rs 5.58 lakh to Rs 7.87 lakh, ex-showroom Delhi)

The Ford Classic is one of the most attractive entry-level sedans on the market. A well built vehicle with great drive dynamics, quality interiors and well equipped variants at attractive prices puts the Ford Classic in a class of its own. As far as drawbacks go, its somewhat limited boot space of 430 litres is the only chink in its armour.

Engine options include a lively 1.6 litre petrol motor that generates 101PS of power and 146Nm of torque and an economical 1.4 litre diesel unit that develops 68PS of power and 160Nm of torque.

The Ford Classic has been on sale in our market since 2005 and has been on sale the longest amongst its competition. Swapping the 'Fiesta' name for the Classic dropped the price of the car significantly as it was replaced by the new Fiesta, making it incredible value for money.

The base variants of the Classic are decently equipped with dual tone interiors with fabric inserts, power windows, power steering, manual central locking, an anti-glare interior rear view mirror, and air conditioning.

The top-of-the-line Titanium variants available in both petrol and diesel versions of the Classic pack in a Bluetooth enabled double-din stereo with six speakers, electric ORVMs, remote central locking, rear defogger, fog lamps, alloy wheels, ABS, EBD and front airbags.

The Ford Classic can seat five people in comfort, has a decent cabin with great plastic quality and with its attractive price tag across variants makes a strong case of itself in the segment.

The competition in the premium hatchback segment in India is as intense as it could ever get. With a bunch of cars out there, each one with its USP, it is getting even more difficult for potential buyers to narrow down on a car from the never ending list. But there has been one car that has ruled the segment over the past seven years and it continues to do so with ease andndash; the Maruti Suzuki Swift. Many cars have entered the market with the intention of dethroning the long standing leader of the class. Some came close, others didn't, but none was able to even make a dent let alone steal the crown. Will General Motors' newest offering, the Chevrolet Sail U-VA succeed in this mission impossible is the logical question that came to our minds when this predominantly Chinese-designed and developed machine hit the roads.

General Motors' journey in India has been quite a rollercoaster ride, right from the early 90s when the American auto maker had a joint venture with Hindustan Motors to produce and sell Opels. Although the Chevrolet Optra sedan, Tavera MUV, and the small city car Beat were able to bring GM on the map in India, the Aveo U-VA was not really successful in attaining substantial results in the fast growing premium hatchback segment. While the Aveo U-VA was quite level headed, it lacked that certain oomph that cars like the Maruti Suzuki Swift and Hyundai Getz had in abundance.

Six years later with the world and its granny having evolved mightily, GM has played it smart but safe. First it ensured its survival with a tie-up and also an equity holding in GMIL with none other than SAIC (Shanghai Automotive Industry Corporation) whereby many products developed for the massive low end segment of the Chinese market were re-engineered to accept diesel and readied for India. The first of these is the Sail U-VA and while being easy on the eye, it is awhat is underneath its skin and make-up which will enable it to be taken seriously, before it comes to do battle with the segment leader.

IT'S ALL ABOUT THE LOOK

Design is a major factor that influences buying decision of consumers, and that's the reason manufacturers spend loads of money in emphasizing a particular line of thought or design language. To elaborate, design is similar to fashion, as it tends to get dated with time. Having said that, MSIL has proven us wrong by showing how, with a few tweaks the Swift design has remained fresh over time. So, what's new in the all-new Swift? The silhouette is the same, retaining all the signature traits, but there is also an improvement in elements that make the car look even more appealing than before. A longer bonnet gives it an aggressive poise while the bulging dual-coloured tail lamps make the rear look wider and add a lot of character to the profile. In a nutshell, changes in all the right places ensure that the new Swift's design doesn't feel passandeacute;. And taking the devil out of the details and putting god in there has kept the Swift ahead of the pack and firmly in the consumers' minds.

The Chevrolet Sail U-VA sports the brand's relatively new design language seen on the Beat and the Cruze. The wide twin slatted front grille gives it an extremely aggressive aura and is highlighted by the sloping hood that merges into the grille adorned by the golden bow tie logo. The lateral headlights that flank the grille make the front end look balanced. The sharp shoulder line and the bulging wheel arches along with the 12-spoke alloy wheels enhance the car's appeal. A swooping line from the bonnet to the roofline and then to the rear adds distinction. The rear however fails to keep up with the front. Although the vertical tail lamps do attempt to spice up the otherwise dreary looking rear-end of the car, they're not something that end up dominating the tailgate design, which is definitely a good thing. Styling, of course, is a subjective matter and what appeals to one buyer might not appeal to the next. But that being said, it would also be safe to state that the Swift is definitely the better looking car of the two, and sports a design that should be more universally palatable.

INSIDE OUT

Moving to the inside, the Swift has a much more intriguing story than the rather dreary Sail interiors. The Swift's black dashboard with silver highlights around the centre A/C vents, steering wheel and above the glove box, gives the interior an upmarket feel. The centre console consisting of the music player with the large LCD and the air-con controls is a huge jump in terms of quality from the previous generation and far more appealing than the old school Chevy console. Behind the chunky steering wheel the orange backlit console with the digital odo and trip meter are funky.

The Sail's cabin definitely feels much more airy, thanks to the light tone which dominates the interior. However, the overall feel of the cabin is rather disappointing. Albeit dual-tone like the Swift, the grey dash further washes out the visual pleasure thanks to being married with the glove box and the door panels sporting light beige. The substandard plastic dash, buttons of the music system and the air-con controls give away the Chinese origins of the car and these needed to be the very things to have been up there in feel, texture and build. The centre console with the music player and air-con controls seems old school. The steering wheel is nice to hold, but the absence of steering mounted controls even in the top end variant is a letdown. The instrument console with the large speedo, digital tacho and telltale lights provides all the necessary information, but is not all that great to look at. Being fundamental is one thing, and not bring ergonomically sound is another. Next to the gear lever on the Sail you find an assortment of the power window controls which makes it way out of reach for the driver as opposed to the controls on the Swift which are easily reachable on the driver's side door arm rest. While both the cars have their plus points with respect to the interiors, the Swift surely scores over the basic to the bone Sail.

HEART OF THE MATTER

Like a lot of diesel cars, the Swift and the Sail sport the 1.3-litre Multijet engine sourced from Fiat, but the former sings a different tune altogether. Although the vertical tail lamps do attempt to spice up the otherwise dreary looking rear-end of the car, they're not something that end up dominating the tailgate design, which is definitely a good thing. Styling, of course, is a subjective matter and what appeals to one buyer might not appeal to the next. But that being said, it would also be safe to state that the Swift is definitely the better looking car of the two, and sports a design that should be more universally palatable. The superiority of the DDiS engine is all evident, being extremely well refined and unstressed thanks to the oodles of available torque. The Chevrolet Smartech engine (as the Multijet is designated in GM speak) not only feels rough but is also poor in terms of NVH suppression. The Swift engine produces 75PS @ 4,000rpm and 190Nm of torque at 2,000rpm while the Sail's produces 78PS @ 4,000rpm and 205Nm of torque at a comparatively lower 1,750rpm. The Sail touches the 100km/h mark in 15.93 seconds, while the Swift took a little longer at 16.34 seconds. It is clear that the extra power and torque helps the Sail go quicker despite weighing 44kg more than the Swift. In in-gear acceleration test, the Sail did the 40-120km/h run in 23.64 seconds in fourth gear, while the Swift took 24.80 seconds for the same. Besides acceleration, the Sail outdoes the Swift in terms of braking. While the Chevy took 42.11 metres to come to standstill from 100km/h, the Swift took 45.74 metres.

The power produced by the Swift engine is evenly distributed across its rev range. Therefore there is grunt available for enthusiastic driving as soon as you hit the throttle pedal. The Sail's brilliant throttle response, is clouded by turbo lag however. The Swift's smooth five-speed gearbox makes quick shifting a piece of cake while the notchy Sail gearbox is a drag in bumper-to-bumper city traffic. That said, the Sail edges ahead in terms of overall performance, statistics wise but it's the Swift that wins the contest in terms of overall feel and more smiles-per-mile

CORNERING COMPETENCE

The Swift is renowned for its well configured and sorted suspension which makes it fun to drive. The suspension has been tuned for a good balance between top notch handling and comfortable ride, the latter being crucial for Indian conditions. Hard cornering therefore does not upset the Swift, thanks also to the 185/65 R15 tyres and incredibly precise steering. On the flip side, the ride quality with the slightly stiffer layout can be bothersome on rough surfaces. The Sail with its relatively softer suspension and light steering is remains composed on rough stretches and provides a very comfortable ride to all its occupants, but does not inspire much confidence while going around corners. Having said that, there is no lack of grip from the narrower profile 175/70R14 tyres. The Sail's target audience is mature family-oriented buyers who will appreciate the comfortable ride that it offers.

SPACE JAM

From the outside, the Swift and Sail look to be almost the same size. But the Sail is longer of and this is most evident on the rear bench. There is no skimping on under thigh support to increase leg and knee room with the Sail, which wins the space and comfort battle. Despite its 1695mm width, the Swift is cramped for shoulder room at the back owing to the thicker door design, while the 1690mm wide Sail is far more comfortable and spacious. The Sail boasts a 248-litre boot which can easily accommodate enough luggage for a weekend trip with family and if you are of the kind who like to carry your world with you, the rear seats folds flat with the rear bench able to slide further downwards to free up even more space in the cabin. The Swift on the other hand really falls short in the luggage carrying department thanks to its paltry 204-litre boot. In fact, even though the Swift too has foldable seats, unlike its rival, they cannot be folded fully flat. In the end, if it's space you are looking for, the Sail is a better bet.

FOR THE 'AVERAGE' JOE

When it comes to efficiency, Maruti Suzuki has always been one of the most trusted automotive brands out there, and the Swift does more than justice to this line of thought. While both cars are powered by the same Fiat sourced 1.3-litre Multijet engine, the Swift's has a more driveable state of tune which allows it greater efficiency. The DDiS iteration in the Swift is tuned to return greater efficiency than its GM rival. On the roads in and around Pune, the Swift returned 14.5kmpl in the city and a brilliant 19.5kmpl on the highway, for an overall fuel mileage of 15.75kmpl. Meanwhile, in the same set of road and traffic conditions, the Sail clocked 13kmpl in the city and 17kmpl on the highway.

VERDICT

Beyond the looks, performance, handling and other parameters, there is the curcial one regarding price. The top end variants of both cars are similarly priced, the Swift costing Rs 6.80 lakh (ex-showroom Delhi), which is just Rs 18,000 more than its Chinese-American rival which is priced at Rs 6.62 lakh (ex-showroom Delhi). The Sail U-VA is no doubt a very good offering from GM and an even better replacement for the outgoing Aveo U-VA, with its space, good ride quality, and performance. But it falls behind the Suzuki Swift in several aspects. There is a big difference in equipment levels, such as the lack of steering mounted controls and climate control in the top-of-the-line Sail not to mention the Swift's better build quality and efficiency. While GM has made all the right moves by bringing in a car that has made its mark internationally, it could have priced it more competitively, about Rs 50,000-Rs 60,000 cheaper than it is, which could make a difference in a price sensitive market like India. Ergo, the Swift makes far better sense, offering for an extra Rs 18,000 a number of options and the peace of mind that goes with owning a well sorted, proven and reliable product.

Automatic small cars are still a niche in India. With sales being low andndash; they account for only 4-6 per cent of sales in India andndash; only a handful of options exist. Lately, sales have picked up owing to improved fuel efficiency, ease of driving, parking and manoeuvrability, and higher purchasing power of the buyer.

Here is a look at all the automatic hatchbacks currently available in the market. Find out which one suits your needs the best.

1. Maruti Suzuki A-star VXi AT

The A-star's compact dimensions and positive drive dynamics make it a near perfect urban runabout. Near perfect because Maruti Suzuki offers the A-star automatic only in the middle-of-the-line VXi trim minus the bells and whistles of a ZXi variant such as a tachometer, front fog lamps, rear defogger, rear parcel tray, remote central locking and front airbags.

It packs in ABS, power steering, power windows, integrated stereo system, the driver's seat is height adjustable and manually adjustable outside rearview mirrors (ORVMs).

The A-star VXi AT is powered by a three-cylinder 1.0-litre engine that develops 67PS of power and 90Nm of torque and is mated to a four-speed torque converter gearbox. Its ARAI mileage is 17kmpl, marginally less than the manual version. Its drive dynamics are positive though it has lost some zip.

Priced at Rs 4.58 lakh (ex-showroom New Delhi), the A-Star AT costs Rs 51,000 more than the manual VXi and top-of-the-line ZXi variant, which is priced at Rs 4.51 lakh (ex-showroom New Delhi). However, it's still the cheapest automatic hatch in the market. Also, Maruti's wide service network makes it a good choice for automatic car buyers in remote locations. On the flip side, dark plastics, small rear windows and cramped rear set make the interiors claustrophobic.

2. Hyundai i10 1.2 Sportz AT and Asta AT

The Korean car maker offers two automatic variants of the i10 hatchback, with the 1.2-litre Kappa engine in the middle-of-the-line Sportz variant and the top-of-the-line Asta variant.

The Sportz packs in power steering, front and rear power windows, tachometer, integrated stereo, remote central locking, electrically adjustable ORVMs, rear defogger, rear wash wiper, rear parcel tray while airbags are optional.

At Rs 5.24 lakh (ex-showroom New Delhi), the i10 1.2 Sportz AT costs Rs. 57,000 more than the manual i10 1.2 Sportz and Rs 66,000 more than the A-star VXi AT. However, its beige interiors feel more upmarket (as opposed to the A-Star's), it can seat five in comfort and offers more equipment.

The 1.2 Asta automatic packs in all the bells and whistles such as Bluetooth phone connectivity, steering mounted audio controls and phone calling/receiving controls, height adjustable driver's seat, tilt adjustable steering, front fog lamps, front airbags, rear parking sensors, impact sensing auto door unlocking and an optional sun roof.

The i10's four-cylinder 1.2 Kappa engine with variable valve-timing technology and 4-valves-per-cylinder churns out 80PS of power and 114Nm of torque, mated to a four-speed torque converter gearbox. ARAI mileage is 20kmpl.

Priced at Rs 6.16 lakh (ex-showroom New Delhi), the i10 1.2 Asta AT costs Rs 74,000 more than the manual variant. The high premium hasn't dampened sales with numerous i10 Asta ATs found on city roads.

3. Honda Brio S AT and V AT

The Honda Brio is one of the liveliest hatchbacks in India with its free-revving 1.2-litre i-VTEC engine that develops 88PS of power and 109Nm of torque, mated to a five-speed torque converter gearbox that has toned down the performance but adds the convenience of a stress-free drive. Mileage, however, has dropped to 16.5kmpl from the manual's 19.4kmpl (ARAI tested).

Being one of the smallest hatchbacks, the Brio is easy to manoeuvre and park. It features spacious interiors but cost cutting means no rear wash wipe or defogger.

The S AT and V AT variants cost Rs 5.74 lakh and Rs 5.99 lakh (ex-showroom New Delhi) respectively, Rs 75,000 than the S (O) MT and V MT manuals.

The middle-of-the-line S AT packs in an integrated stereo, power steering, front and rear power windows, steering-mounted audio controls, manually adjustable ORVMs, dual tone interiors, ABS, remote central locking and front airbags.

The top-of-the-line V AT gets electrically adjustable ORVMs, alloy wheels, chrome interior door handles, dual horns, seat back pockets and vanity mirrors for both driver and front passenger.

4. Maruti Suzuki Ritz VXi AT

The Ritz VXi AT is the latest entrant in the premium automatic hatchback segment. A recent face-lift includes 52 changes to make it more appealing.

Priced at Rs 6.15 lakh (ex-showroom New Delhi), it costs a massive Rs 1.27 lakh more than the manual VXi AT while being specced identically.

It's spacious, economical and comfortable and in VXi trim gets power steering, power windows, tachometer, rear parcel tray, manually adjustable ORVMs, remote central locking, front and rear fog lamps and ABS.

It is powered by a 1.2-litre engine that develops 85PS of power and 113Nm of torque, mated to a four-speed torque converter auto box. According to ARAI, the Ritz AT delivers a fuel efficiency of 17.16 kmpl, which isn't significantly low compared to the manual version that returns 18.5 kmpl.

5. Hyundai i20 Sportz AT

The i20 leaves other automatic hatches in the dust with the comfort and safety features and quality interiors.

The i20 Sportz AT is loaded with climate control, dual tone interiors, power steering, power windows, height adjustable driver's seat, an integrated audio system, cooled glovebox, rear parcel tray, remote central locking, front and rear fog lamps, alloy wheels, rear defogger, rain sensing wipers, rear parking sensors, impact sensing auto door unlocking, driver's side airbag, rear disc brakes and ABS.

Its 1.2-litre petrol engine is a bit wanting in power so Hyundai has plonked in a 1.4-litre petrol engine that develops 100PS of power and is mated to a four-speed torque converter gearbox. The 1.2-litre engine returns 18.5kmpl while the 1.4 returns an ARAI claimed 15kmpl. The larger engine does not get the tax exemptions of smaller engines.

So the i20 Sportz AT costs Rs 7.79 lakh (ex-showroom New Delhi), Rs 1.93 lakh more than the manual 1.2 i20 Sportz, and Rs 1.03 lakh more than the top-of-the-line 1.2 i20 Asta (O) that has more bells and whistles than most mid-size sedans.

Conclusion

Budgets not withstanding, if you want an entry-level automatic hatchback, the A-Star VXi AT is it. For a bit more performance and decent equipment, the Honda Brio V AT should be the choice.

The i10 1.2 Sportz AT or Asta AT are well equipped with spacious interiors, and the Maruti Suzuki Ritz VXi AT is a premium hatchback that is spacious, comfortable and economical.

The Hyundai i20 Sportz AT is the most expensive automatic hatch but it's modern, spacious, luxurious, well kitted, easy to park, drive and manoeuvre in urban conditions. Related:

For a long time now, Toyota's Innova has been the go-to car in the premium multi-purpose vehicle (MPV) segment, but this year, with the arrival of Nissan's Evalia and Mahindra's Xylo getting some serious upgrades as well, this segment has been thrown wide open, seeing it transformed into an absolute three-way slugfest. We're looking at what makes these cars the crandegrave;me de la crandegrave;me of the MPV segment, so that you can make an informed choice on which one to buy.

Visual Appeal:

Straight off the bat, the Xylo has the kind of commanding presence, and a bucket-load of attitude to give with it that you either love or hate. I for one rate the Xylo's aesthetics quite highly, but opinions may differ in this regard. The Innova is relatively simple looking; it has the kind of classic lines that are so native to the Toyota stable, and in typical Toyota tradition will be easy on the eye, but unremarkable too. You won't find too many individuals who will swear by the design, but it won't have too many detractors either. The Evalia is by far and away the least impressive looking of the three cars. The big, bulky van-like design does leave a lot to be desired in the looks department, but then again looks aren't really the top priority with most prospective buyers of an MPV.

Handling andamp; Ride Quality:

In terms of a comfortable ride and easy handling, you really can't look past the Innova. Within the three of these highly capable MUVs, the Innova has obviously reaped the benefit of arriving on the scene first, but first-mover advantage isn't the be-all-end-all of the story here. Toyota has hit the nail squarely on the head when it comes to overall ride quality and the handling package, making it not just an apt choice for the fleet market, but an obvious one for the family which desires a large sized people mover as well. The Evalia is treads the middle ground in terms of ride quality and how it handles, especially considering the stock LT-rated tyres shod on its 14-inch wheels, which would look more at home on light transport vehicles. But of course, a quick swap to standard road-car tyres should greatly enhance the overall driving experience. The Xylo feels slightly off in the ride and handling aspects when compared to the Innova and Evalia. The big Mahindra rolls quite a bit and the damping needs to be sorted out further.

Space andamp; seating capacity:

While the Xylo is the biggest car of the lot in terms of external dimensions, clever design work on Nissan's part sees the Evalia win the category for most spacious. The distinct van-like silhouette does allow for plenty of room, with the Xylo close behind. In fact the Xylo could possibly squeeze in more people than the other two but comfortably or not is a different issue altogether. The Innova makes no bones about what it offers. While the there isn't acres of space, the right packaging means if filled with the right amount of people, the Innova offers more than adequate space. Its only the third bench where the Innova cannot compete with the other two.

Power, Price andamp; fuel efficiency:

The 2.5 litre mEagle engine used in the Xylo gives out 113.56 PS of power and 260 Nm of torque, making it the most powerful car on this list, the Innova's 2.5 litre D-4D engine on the other hand provides 102 PS of power and 200 Nm of torque. Coming in last in terms of power is the Evalia with a 1.5 Litre DCi which provides a relatively paltry 86PS of power, but the same amount of torque as the Innova andndash; 200Nm.

In terms of cost, the Evalia just edges it with prices ranging between Rs 8.49 lakh and 9.99 lakh. The Xylo comes in at a close second spot with the minimum and maximum prices set at Rs 7.54 and 10.54 lakh respectively. The Innova comes in at a distant third in this respect, and can range between Rs 9.78 Lakh and 13.89 Lakh. (All prices are ex-showroom Delhi)

The expensive price of the Innova will help save some money in terms of fuel though, as the Innova is the most economical of the lot with an overall mileage of 13.6kmpl. The second most fuel efficient is the Evalia which gives 12.8 kmpl overall. The Xylo at 9.75kmpl overall is the clear loser in this category.

Depending on your MPV requirements, either one of these three will make for the perfect choice, but there's no doubting the fact that they are the pick of the bunch and bring their own brand of individualistic and unique traits to the table. So if style, features and power are what you most seek then the Xylo will make for a good fit, but if ride comfort, fuel efficiency and handling are your primary concern, then the Innova might be the wiser investment, and the Evalia makes perfect sense if you want a car that contains the best of both worlds and looks don't rank that highly in your list of requirements. Whatever you pick those long drives with family and friends will be a whole new experience if you're behind the wheel of any of these three cars.

The Battleground

That the small car segment is the most booming segment here in India is perhaps one of the most clichandeacute;d statements ever made and that just goes on to say how dominant the small car really is in India. The humble 800 reigned supreme for an umpteen number of years and was succeeded by the Alto which carried the legacy further. Taking the fight to Maruti, Hyundai finally came out with the brilliant Eon. With a similar 3-cylinder formula under the hood albeit in much more modern trim, the Eon was more than just a formidable rival to the Alto. If not beaten, the Eon definitely caused a scar on the Alto's sales, something which had never happened before. This could only mean one thing, the competition was getting closer and it was time to up the game and up the game they did. The new car has a lot riding on it and with the venerable 800 from the very third year of Maruti Suzuki's existence in the country still accounting for 2000 plus units per month to add to the over 20,000 plus units per month present-gen Alto, the onus was to make a super smooth transition so that the new generation Alto could not only hit the tarmac running but also keep the numbers rolling in. But will it be able to snatch its position as top dog from the Eon back again? Let's find out.

Fluidic or Manga

Let's start with the new boy here. Stylistically, the new Alto seems to extend the design language of its predecessor while differing in the detail treatment. The new styled valanced bonnet adorned with the petal-shaped headlamps with black accents to set off the main beam and the turn signal indicators characterises the front end along with the new two-part grille which incorporates the Suzuki 'S' logo and a chrome-plated flanking strip on either side. It is different yet retains that very Alto-esque appeal and this same thought pervades all across the rest of the car's exterior.

The Eon on the other hand follows Hyundai's very successful 'Fluidic Design' philosophy. The front grille and bumper feature a neat translation of the aggressive trapezoidal design lines that can now be found on every Hyundai. Flanking the grille on either side are the large swept back headlights that add the final touch to a well crafted front end. When viewed from the side, the Eon is reminiscent of its elder sibling, the i10. However the designers at Hyundai have taken the liberty to feature a rather robust shoulder that sweeps up towards the rear to give the little hatch a neat sporty touch. Other elements that are visually striking on the Eon are the slightly pronounced wheel arches and the integrated roof spoiler which do their bit to contribute to the overall style statement.

When parked side by side however, it's the Eon that grabs the most attention, its handsome lines almost makes the Alto look toonish (which most Kei cars look). The Eon definitely has the styling mantle covered and in fact looks better than its siblings, the Santro and the i10 as well.

:

The Insides

While both these cars might be little entry level hatchbacks, every mm of space matters. For the buyer, these cars are not just city commutes but the only means of travel, be it the city, the highways or even expressways.

The new Alto has grown not just from the outside but from the inside as well. There is more room for all, the cabin is fresh and appealing with new accents, new plastics, with even the dashboard now moulded in a new shade of colour which is carried all round on the door pads. The simple expedient of large-sized cutaways below the front seats liberates ample foot space for the rear seat occupants and while the front seats seem beautifully sculpted, for my large frame I would have liked both a bigger and wider seat squab as also a better cushioned and profiled back rest with side supports to match.

The dashboard sports an all new design too and looks eons ahead of its predecessor. The instrument binnacle is as simple as it can get with a large central speedometer flanked by a digital fuel gauge at the bottom and the usual tell-tale lights on the left. Coming to the space, the new Alto is packaged way better and as a result feels a lot more spacious.

However, get into the Eon and one can notice that the boffins at Hyundai have definitely come up with better results. Carrying forward the exemplary justice done to the exterior design, Hyundai has ensured that the Eon's interiors measure up. Having said that, small cars are a tough task for any manufacturer as their primary role is to keep costs down, and therefore materials used have to fit the bill. The Eon is a little plasticky on the inside, but the execution in terms of sculpting the plastic, its fit and finish and overall visual appeal end up taking market expectations up not just by a notch but to a whole new level.

Space compared to the Alto is not much but squeezing 5 people in, whenever the need arises is definitely easier in the Eon. The very important boot space is also ably taken care of by the Eon with a decent 215 litres compared to the 177 litres in the Alto. There is not much to choose from when it comes to space between both these cars however, the Eon gets the better of the Alto in terms of interior design, boot space and that 'oh so little' bit of cabin space.

The magical 3-cylinder formula

The original 800 started the 3-cylinder saga offering the right blend of city performance and amazing efficiency. And that saga continues till date, although the technology has grown by leaps and bounds as these two demonstrate.

Powering the Eon is an 814cc three-cylinder petrol engine that makes 56PS @5,500rpm and a decent torque of 74.56Nm @ 4,000rpm. Mated to a five-speed gearbox, the Eon is surprisingly agile and is well suited for city driving and those occasional highway jaunts. While the traditional 3 pot vibes are there, most of which are felt through the gear lever, it smoothens out once you're on the move.

For the Alto, the product planners have stayed faithful with the same F8D engine as in the outgoing Alto but this has now been subjected to a major revision. The changes have resulted in the engine delivering big on torque and this is exactly what you crave for in not just this class of car but also the environs which it will be operating in. Torque has been bumped up by a massive 11 per cent, from 62Nm at 3000rpm in the previous Alto to 69Nm at 3500rpm, while max power developed by the revised motor is 49PS at 6000rpm. Compared to the Eon, refinement is simply outstanding. Not a hint of vibration which usually plague 3-pot motors. Maruti Suzuki have simply outdone themselves here.

While the Alto might seem down on power compared to the Eon, it's also about 20 kg lighter and makes its maximum torque earlier than the Hyundai. As a result, not only does the Alto pip the Eon to a 100 km/h by 2 seconds but is also significantly quicker in the roll on times. In gear acceleration in 4th gear took 18.3 seconds in the alto, while the Eon took all of 26. Performance with the aircon on is also much better in the Alto.

But where the Alto really decimates the Eon is in the ride quality. Even though the Jap rides on 12 inch Apollo's compared to the 13 inch tyres on the Korean, the Alto possesses a ride quality which could test even bigger hatchbacks. The damping is just right for the conditions our country offers and the Alto simply pummels everything in its path. The Eon on the other hand does not like irregularities and bumps and potholes are dealt with a fair amount of bobbing and crashing. Rounded bumps pose no problem for the Eon but anything other than that upsets the little car quite a bit. On the mechanical front, the Alto is simply superior with better refinement, performance and ride and handling.

The 'Kitna deti hai?' answer

Again one of the major deciding factors when it comes to these cars is the mileage. Since these cars will see a majority of their lives traversing through the hustle and bustle of the city, it is in this environment where the figures count. The Eon managed 11 kmpl around town while the Alto did a slightly better 12.2 kmpl. With a 32 litre fuel tank, the Eon can keep trundling for 352 km before you will have to refuel while the 35 litre tank of the Alto will go slightly further at 427 km before you run dry. While the difference may not be much, the Alto is definitely more fuel efficient in the city.

And the winner is...

Let's just consider the top variants here which is the Alto 800 LXI with the airbag option is priced at Rs. 3.14 lakh while the Eon Sports is priced at Rs. 3.79 Lakh, both prices ex-showroom Delhi. Now the Eon might look expensive when you look at the prices but there is more than what meets the eye here. There is a vast difference between the two when it comes to equipment levels and Maruti has skimped on quite a bit. For example the Alto does not even come with left ORVM as standard, there is no central locking, heck the left door does not even sport a lock. The Eon has all that and a lot more making it much more value. While the Alto might be superior on the mechanical front, it's the Hyundai which comes to the fore as better product overall. Yes it does lag behind the Alto in terms of performance and efficiency but then where it gains in terms of design, both inside and out, space, practicality and features more than makes up for the lost ground. The new Alto 800 has grown by leaps and bounds over the earlier car but Eon has the measure of it, not by much but its enough to keep its entry level crown intact.

:

]]> 0 Abhishek Nigam Photography : Kunal Khadse http://www.zigwheels.com/reviews-advice/shootouts/maruti-suzuki-alto-800-vs-hyundai-eon-comparison/14758/ 2012-11-06 15:11:45 Priyadarshan Bawikar Photography: Kunal Khadse http://www.zigwheels.com/reviews-advice/shootouts/dsegment-executive-sedan-shootout/14676/

Call them D-segment saloons or executive sedans, there have been plenty of options here to choose from for the Indian car buyer who has arrived in life. But an old name has made a re-entry in this segment in a brand new guise and threatens to upset the order. So we pit the new Hyundai Elantra against the Volkswagen Jetta, Skoda Laura, Toyota Corolla Altis, Chevrolet Cruze and the Renault Fluence

]]>

The Elantra is back after an overly long hiatus and boy, is it all grown up The original car itself was quite impressive for its time, so this new one has a lot of expectations to live up to. Of course, by itself, it has certainly met and even exceeded most of them, but where the previous car was pretty much in a segment of its own, things are quite different now and that D-segment (ie, cars which straddle the 15 to 18 lakh rupee segment) is positively choc-a-bloc with highly capable and rather desirable cars which have come to us literally from the four corners of the globe.

From France, we have the Renault Fluence, from Germany, the Volkswagen Jetta, neighbouring Czech Republic has sent us the Skoda Laura, all the way from the Americas (at least for namesake) it's the Chevrolet Cruze and from Japan we've got the Toyota Corolla andndash; all of them primed and raring to have a go at the upstart Korean.

I'm going to say it right away andndash; it is next to impossible to give a definitive verdict amongst this lot. They're all very alike in some regards, especially with respect to the kind of basic features they offer. But if you explore their character, it's almost like staring at a United Colours of Benetton advertisement. All of them make very strong cases for themselves and each of them will appease certain types of people (or so we'd like to imagine).

The fact of the matter is, if you were a teacher with six equal bright pupils in your class and you were asked to pick the 'best' one, you would practically be at a loss to answer that question with unambiguous veracity. All you would be able to do is take into account your biases and simply pick your favourite. So similarly, rather than comparing these cars on the usual criteria, we'll try to look at each one individually and see where its appeal lies. And for the basis of this comparison, we've lined up the top-of-the-range diesel models with manual gearboxes.

NEXT PAGE: Hyundai Elantra andgt;andgt;

Hyundai Elantra

The newest one here and pretty much the reason why this comparison was conjured up, the Elantra is easily the most striking looking of the lot. The 'neo Fludic' design (as Hyundai calls it) has pretty much taken the automotive world (and we mean the whole world) by storm and has really changed the way we look at Korean cars. With copious curves and slashes, and those gorgeous lights (both at the front and rear) that stretch into the body work, the Elantra is one cool customer. And it's much the same story on the inside as well. All that curvy-slashy business works its way into the dashboard and gives the impression that this car drove straight from the designer's concept model to the showroom. If gadgets are what impress you most, then the Elantra's cockpit is like a latest generation smart phone. You get keyless entry, a start-stop button, a reversing camera integrated into the rear-view mirror and our personal favourite, air-conditioned seats, the ultimate accessory for driving in the tropics.

When it comes to the job of moving about, let's just say that the Elantra is not what you might call a "driver's car". The ultra-light steering, which is an absolute boon in city traffic feels rather disconnected if you show the car some aggressive corners. Even the suspension has been tuned for outright ride quality rather than tarmac tearing antics. The 1.6-litre CRDi engine is identical to the one in the new Verna, and it doesn't feel under-equipped for the task of pulling along the bigger Elantra. The six-speed gearbox is tuned to work rather well with this mill and affords the car decent driveability. But high speed blasts aren't this car's forte; it isn't designed for such shenanigans and is best enjoyed as a comfortable family car. Even the rear seats are an absolute delight to spend time in and you even get controls for the audio system integrated into the rear armrest andndash; great for that chauffeur driven backseat businessman, not so hot if you've got a pair of jumpy kids in the back.

While one can nitpick about the lack of involvement in the driving experience, when you take into account the eye-catching design, the abundance of gadgets and features, the comfort levels, and when you factor in the not-so-steep price of Rs 14.85 lakh for the diesel SX manual model, as a complete package the Elantra is really hard to beat and really raises the bar in this segment.

0 andndash; 100km/h: 11.56sec

Overall fuel efficiency: 13.52kmpl

Price: Rs 14.85 lakh (ex-showroom Delhi)

NEXT PAGE: Skoda Laura andgt;andgt;

Skoda Laura

The Laura has been around for quite a while now, but surprisingly doesn't feel that dated at all. In this lot, the Laura looks like a very mature product. Nothing out of the way happening anywhere on the car and the design feels a little held back, but the overall proportions and stance of the car really make it attractive. The tall flat sides and the tall boot give it a solid, almost tank-like appearance, which is actually very much in line with the way the car is built. It feels like a car made to stand the test of time and we're sure, if you were to get one now, not only would it hold itself together for the next decade or so, it still wouldn't look too much like something from a bygone era. The interiors too carry over the feeling of solidness that the exteriors have and exude a sense of functionality. Everything you need is there and features wise, it will stand toe-to-toe with every other car in this class.

Now of course, for the sake of this comparison, we were forced to choose the 110PS car (as opposed to the 140PS one), as this was the only diesel Laura offered with a manual transmission. That being said, this engine is by no means a weakling and lugs this Czech brute around with a fair bit of ease. But where the Skoda excels really is its handling ability. The steering is weighted beautifully and the suspension is perfectly set up to deliver loads of grip while going around corners and no matter what the speed, you always feel perfectly in control. And while this meant-for-cornering suspension set-up does feel a little stiff while going over bumps, the ride is surprisingly not hard enough to really make the drivers or the passengers too uncomfortable. So while you might find it acceptable to be driven around while you're in the back seat, the Laura is at its best when you kick the chauffeur out and get behind the wheel.

Honestly, the Laura of our choice is the one having the 140PS / 320Nm engine with the DSG gearbox, and given those options, we'd say that this is the car we'd most like to have as it does everything absolutely brilliantly, but at about Rs 19 lakh, it is way out of this league.

0 andndash; 100km/h: 11.44sec

Overall fuel efficiency: 11.75kmpl

Price: Rs 16.34 lakh (ex-showroom Delhi)

NEXT PAGE: Volkswagen Jetta andgt;andgt;

Volkswagen Jetta

Right off the bat, let me just tell you that the Jetta is easily our favourite car to drive, and by we, I mean almost all the staffers here at ZigWheels. Technically, both the Laura and Jetta are built on the same platform, and as such, share a similar feeling of solidity in the way they've been built. But the Jetta seems to sacrifice a wafting ride quality for outright handling prowess. The ride is quite stiff, but not jarring, mind you.

But let's just say you won't be singing praises about it after an hour long drive on a pothole riddled road. However, if you're someone who simply loves driving and you happen to come across smooth twisty tarmac, you'll absolutely have the time of your life, even if your passengers are cursing you for causing them a strong case of motion sickness. The feedback from the chassis and steering is absolutely bang on and the car absolutely loves to carve up corners like an overeager chef carving up the dinner roast. And the 2.0-litre TDI engine is an absolute gem as well. With 140PS of power and 320Nm of torque on tap, it's not just the straight line acceleration that impresses, but also the way the Jetta shoots out of corners when you step on the gas.

But there are a couple of more trade-offs apart from the sometimes annoyingly stiff ride quality. While you do have all the necessary safety features (and some more) and electrically adjustable everything, the lack of automatic climate control feels like a rather strange omission.

Even though the touchscreen entertainment misses out on those most basic of all connectivity options andndash; a 3.5mm line-in jack and a standard USB-in. And then there's the price andndash; at a whopping Rs 18.37 lakh ex-showroom, it is the most expensive one here. If your permanent place is behind the wheel and a great driving experience is absolutely paramount to you, then by all means, this is the car for you. But all the back-benchers will need to look elsewhere.

0 andndash; 100km/h: 10.71sec

Overall fuel efficiency: 14.6kmpl

Price: Rs 18.37 lakh (ex-showroom Delhi)

NEXT PAGE: Chevrolet Cruze andgt;andgt;

Chevrolet Cruze

The Cruze is somewhat of a mystery in this lot. It is somewhat difficult to peg this car's appeal down to a few specifics. On paper at least, it is the most powerful one here, with its new revised 2.0 TCDi engine pumping out 166PS of power and an incredible 380Nm of torque. And with numbers like these, you'd expect the Cruze to decimate everything at least in a straight line. But "on-paper" and "the real world" are not necessarily the best of friends and that mind-blowing performance you'd expect never manages to come about.

The zero to 100km/h acceleration run clocks in at 11.51 seconds, which is pretty much dead even with the Elantra and the Laura (the 110PS one). This is all thanks to the tall gearing, which is good for reaching high top speeds, but rapid acceleration doesn't seem to be the Cruze's strongest suite, though you certainly wouldn't think so each time you bury the throttle pedal. Handling wise, the Cruze pretty much holds its own and is rather fun to drive, but don't expect it to compete with the likes of the Jetta and Laura in this department.

While the Cruze's new engine does represent a significant improvement over the previous model, we think the essence of this car's appeal is the way it looks. It might now have the funky curves and lines of the Elantra, but the Cruze certainly is a looker. There is a bit of muscle car happening in the overall proportions, giving it an undeniable American character and then there are the lines which are very euro-chic. Thanks to this, it manages to looks classy and aggressive at the same time, and if you happen to catch a glimpse of its intimidating front fascia closing on you in your rear-view mirror, it'll instinctively make you want to put your foot down hard as well.

To top it off, even though the design is about three years old, the interiors still feel very fresh swathed in cool blue backlighting that seems to have come straight from Star Trek. The back seats? They're generally very comfortable and there's also adequate leg and head room in the back for any size passenger. Still, the Cruze doesn't feel like a car designed for the chauffeur driven businessman. There's a lot of youthful appeal and the place to be in this car is definitely in the front, not because of the way it drives, but simply because of the way it looks and feels from that vantage point.

0 andndash; 100km/h: 11.56sec

Overall fuel efficiency: 11.75kmpl

Price: Rs 14.48 lakh (ex-showroom Delhi)

NEXT PAGE: Toyota Corolla Altis andgt;andgt;

Toyota Corolla Altis

There's no denying the fact that the Corolla is the big daddy of the D-segment. It has been the wheels of choice for the mature car buyer year-on-year and nothing has really changed that, even though there have been more exciting cars that have come and gone in this class. Two years ago, the diesel variant came in, and that too has brought a good measure of success for Toyota. When you pitch it against this lot though, the lack of cubic capacity might seem a point of contention.

At 1.4 litres, it might have the smallest displacement here, but Toyota has tuned that D-4D engine and that six-speed gearbox to near perfection, lending it great tractability in almost every traffic situation. Of course, one does need to shift gears more often than some of its bigger engined competitors, but even the task of swapping cogs has received that typical Toyota treatment with slick and short shifts that are an absolute delight. To top it off, the smaller engine capacity combined with perfectly matched gear ratios lends the Corolla absolutely class-leading fuel economy of 14.2kmpl in the city and an almost unbelievable 24.3kmpl on the highway.

The Corolla has remained an unwavering proposition ever since it was launched all those years ago and now with this wonderfully efficient diesel motor, the car has become even more desirable. It has all the modern features and conveniences that are expected in this segment but where it falls short in our opinion is in its aesthetics. The looks are somewhat dated and even the design refreshments done to the car recently haven't done enough to really make a stronger case in its favour.

But even though the design of both the exteriors and interiors might seem to be lacking in imagination, it is inoffensive enough to appeal to literally anybody in any age bracket. And it stops being an issue altogether when you start enjoying the stuff that the Corolla is the strongest at, which is back seat comfort. The ride is absolutely butter smooth and there's ample room at the back. Pitted against the other five, it is the perfect choice for the rear bench customer who just wants a practical, no-nonsense way to get to work in a refined and comfortable manner with a professional taking care of the actual business of driving.

0 andndash; 100km/h: 14.55sec

Overall fuel efficiency: 16.72kmpl

Price: Rs 15.38 lakh (ex-showroom Delhi)

NEXT PAGE: Renault Fluence andgt;andgt;

Renault Fluence

The Fluence is sort of an oddball here. First of all, it's among the few French cars to make its way to India. Then there's the way it looks. The styling might not have the futuristic lines of the Elantra or the aggressive stance of the Cruze, but it still manages to look different than every other car out there. Some might find the Fluence looks rather quirky, but we think it's absolutely gorgeous to look at, or extremely striking at the very least.

There's something about its design that appeals to the fair sex and when we had all these cars over at the ZigWheels office, we found our women friends would almost always flock over this Frenchie. And this unique style carries over to the interiors as well. The two-tone black and white trim, the gigantic white backlit digital speedometer, the tachometer with its idiosyncratic yellow needle, the unique coloured and textured wood trim bits andndash; all of them come together to form a cockpit that stands apart in this class and at the same time manages to be classy and attractive as well.

The way the car drives is no great shakes. The 1.5 DCi unit is just about adequate for the job, but isn't the most refined mill here in any case. But this is something that won't bother you once the windows are rolled up and you're cruising along without pushing the engine hard. The handling too is sorted out enough to cope with every regular driving situation and the car won't shirk too much from a bit of spirited cornering antics if you felt the need to do so.

Where the Fluence really shines however is the ride. It doesn't have the wafty nature of the Corolla, but it generally manages to be very smooth while delivering a fair bit of feedback from the chassis itself. That correct mix of comfort and handling is a balance many car makers strive for, but generally don't manage to achieve. And this is what Renault has nailed spot-on with the Fluence. At the end of the day, it's a distinctive looking car that is well made, feels good to be in and does draw some attention to itself on the streets, making it quite desirable overall.

0 andndash; 100km/h: 13.76sec

Overall fuel efficiency: 13.67kmpl

Price: Rs 15.20 lakh (ex-showroom Delhi)

NEXT PAGE: Verdict andgt;andgt;

The last word

As we've discussed in the start itself it is not the easiest task to choose which one of these six executive sedans is the best as a standard comparison of merits and demerits of each one doesn't quite cut the mustard. After all, this is a segment that is rather an aspirational one where desire to get the auto that is close to one's heart far outweighs the need of a car which performs the utilitarian function of getting one from point A to point B. More often than not, the choice here boils down to brand preference and an overall feelgood factor that one gets with the car of their choice, which is as subjective and as personal as one's choice of favourite ice cream flavour. And while the dilemma here isn't as confounding as walking into Baskin Robbins and having to choose one among 31 different flavours, the six cars here easily cater to a wide palette of tastes across the board and naming one amongst these as our favourite is more difficult than it looks.

Honestly, we would have loved to give it to the Volkswagen Jetta for the sheer 'more-smiles-per-mile' driving experience, while we shouldn't really forget its sibling the Skoda Laura which offers everything that the German does but with a few more features and a lower price point. However the better tuned 140PS variant with the brilliant 6-speed DSG gearbox in the Landamp;K trim that would've easily walked away with top honours here, but its prohibitively high price point really takes it out of contention and of course it wouldn't be a fair comparison in any case. We really love the Chevy Cruze as well; it really offers a lot for your money's worth, while we think the Renault Fluence should take home the 'prettiest maiden of the fair' award. But what this segment has always needed, the Toyota Corolla Altis has been providing in spades ever since it first stepped on to Indian shores andndash; a refined, practical, feature rich package backed by Toyota's unerring build quality that offers no-nonsense motoring, especially for those who prefer go about the business of driving while firmly planted on the rear seat.

Then does the upstart from Korea have what it takes to rock the boat and carve a place for itself in our hearts? The answer here is very much in the affirmative as the Hyundai Elantra manages to do everything that one expects of it and at the same time brings about a much needed breath of fresh air that had been long lost in this segment amongst the seriousness of the Germans and the practicality of the Japanese. It proves that panache, performance and equipment need not come for a pretty penny and with such an impressive overall package, the Elantra takes the top spot.

]]> 0 Priyadarshan Bawikar Photography: Kunal Khadse http://www.zigwheels.com/reviews-advice/shootouts/dsegment-executive-sedan-shootout/14676/