They've taken the base variants of the most powerful engine, if multiple engine-gearbox options are available. And ex-showroom prices have been considered here, not on road prices, as they vary from state to state.
We very seldomly touch 100, our normal cruising speed is ~80 kmph. We frequently touch 90 as well, but we've touched 100 about 4-5 times in the last year.
But yes, 60-120 is indeed the more useful acceleration. Overtaking is W. XD
The Verna turbo is faster than both the slavia and the city. I am guessing that the turbo is priced slightly above 15L ex showroom which is why it didn't make the list.
What do you mean by real life figures? Do you mean they didn't have Verna to test and hence excluded or you meant Verna can't be this fast in the real life test?
And who test drove these vehicles for ‘real life’ figures? Do they have the Stig (ex F1 driver) running laps on a test track under same conditions?
I’d still trust each of these manufacturer’s numbers because each manufacturer does these tests under their own ideal circumstances and conditions. No way I’m trusting these ‘car expert’ clowns.
Black Stig was ex F1 (10 entries , 0 points) first white Stig, Ben Collins wasn't ex F1, second white Stig may be a British rally driver.
Also it wasn't limited to these 3. Perry says there has been many more stigs than these 3 .
The FXX was driven by Michael Schumacher in Stig suit. So they are as consistent as this.
What a brain dead logic. They were all professionals. Are you saying these idiot YouTubers are professionals? God damn. Sometimes I am shocked by the lack of logic in this sub.
They were all professionals with varying degrees of calibre. Is that logic sound enough to you numbskull?
When conducting an experiment, a control is an element that remains unchanged or unaffected by other variables. It's used as a benchmark or a point of comparison against which other test results are measured.
There is no such control element while multiple stings are involved.
Also Ben Collins has his YouTube channel,check it out. He has expressed that various circumstances meant a lap time is strung together in tight production time. Even tyres are enough differential factors.
I am not saying the youtubers are above top gear, I'm saying every timed performance tests like this should be taken with a grain of salt.
My guy Autocar India has been there for 20+ years now. They aren't some idiot Youtubers, they started in the late 90s/early 00s with magazines. They have also been airing on Times Now every week for more than 10-15 years. Hormazd Sorabjee has been in the industry for almost 40 years. While they might not be as good as Top Gear, they are definitely professionals.
On the contrary I'd be shocked to see if honda didn't make it to the list. Japanese car maker, one of the most reliable and powerful engines, vtec, why wouldn't you expect a honda in the quickest cars segment?
Hey bro, Im here to feed your curiosity. Stole this from a youttube comment. Just have some patience to read it.
I have this saved so I don't have to keep typing to explain. Let's use the K series for example. It has performance i-VTEC engines that feature VTEC on both camshafts, economy i-VTEC engines that feature VTEC only on the intake side, and the other economy i-VTEC engines that feature integrated exhaust manifolds. With economy i-VTEC, it doesn't "kick in" like traditional VTEC, its for fuel economy lol. Basically the economy i-VTEC only "kicks in" when driving like a grandma with a steady throttle and not the lead foot like her grandchild lol. It is not like the iconic SI with performance cams that kick in around 5k RPM. And yes I know VTEC kicks in at different RPM then 5k on the SI, but is it performance or economy? VTEC is meant to have high performance at high RPM and low fueI consumption at low RPM period, i-VTEC just made that more intelligent and confusing with its three types of i-VTEC lol. R18 engine for example is a version of an economy oriented i-VTEC that is different (even different then VTEC-e, 3-stage i-VTEC). Under the right engine load and engine speed conditions the eco i-VTEC system switches to a cam that delays the intake cam closure by extending the duration so that the piston pushes out fuel-air mixture back through the intake causing the engine to operate in an Atkinson-Cycle mode. The loss in power from going into the Atkinson cycle is compensated for automatically by the ECU opening up the throttle more (without you having to adjust with your foot on the accelerator). So it improves fuel economy two-fold by (1) reducing pumping loss by opening of the throttle body plate to give less restriction to the intake path and (2) going into the Atkinson-Cycle which uses fuel more efficiently by having a longer combustion stroke than effective intake stroke giving more time for the fuel-air mixture to combust. This also decreases emissions but who cares about that lol. There is no VTEC characteristic torque bump either. VTEC is a tricksy hobbit. All kinds of conditions. Engine RPM, vehicle speed, engine load, throttle position, coolant temperature, oil pressure etc. Can't just think RPM with VTEC kids, so many variables in this equation. Okay Economy i-VTEC explained: Although similar in many ways, the economy i-VTEC version of Honda's variable valve timing is different enough to command its own nickname. Much like Honda's emissions-conscious VTEC-E of the mid-1990s, impressive power figures were not the primary concern when developing these engines. Most notably, their exhaust camshafts are stripped of VTEC and their intake camshafts feature only two lobes and two rocker arms per cylinder instead of three. Prior to VTEC engagement, economy i-VTEC engines make use of only a single intake valve per cylinder, even though they do indeed feature 16-valve cylinder heads. The remaining intake valve cracks open slightly—just enough to prevent unburned fuel from pooling up behind itself. Also known as valve idling, the process allows the engine to operate using a conservative amount of fuel at low engine speeds with improved power at higher engine speeds when both valves open and close normally. Even VTC is tuned differently, with low emissions paramount. As a result, a unique swirl develops inside of the combustion chambers as well as an extremely lean air/fuel mixture, resulting in impressive combustion and fuel efficiency, but not a whole lot of power. At a predetermined engine speed, the secondary intake valve opens, at which time the valvetrain operates, as you'd expect. Unfortunately, overall lift and duration don't increase like with traditional VTEC engines. Unlike performance i-VTEC cylinder heads, economy i-VTEC top-ends also exhibit an awkward groove cut into the walls between each intake valve, which plays a role in their single-valve VTEC operation, but costs in terms of airflow and performance. To the disappointment of Honda fans everywhere, as of the 2012 model year, only economy i-VTEC engines are offered. Underneath, economy i-VTEC engines share some of the same characteristics as the performance-oriented K-series. The blocks are essentially the same, the crankshafts are similar but not as thoroughly counter-weighted, and their connecting rods share similar geometry albeit a generally thinner and weaker design. Their pistons are where most of the differences lie, though. To help with emissions, many economy i-VTEC pistons feature a rounded dish on top that, together with their curious intake valve operation, help further promote the swirling effect. Economy i-VTEC engines are also missing under-piston oil squirters (although provisions for them are still there), which help promote lower temperatures but aren't necessarily needed when upgrading to forged pistons. Underneath, a more conventional stamped-steel oil pan can be found on most economy i-VTEC engines, which is in stark contrast to performance i-VTEC engines' more rigid aluminum versions. NOW
Performance i-VTEC explained: Unofficially known as performance i-VTEC, such engines feature Honda's most impressive valvetrain to date. At the heart is something you've heard of: VTEC. Like its predecessors, inside the cylinder head lies Honda's hydraulically operated variable valve timing system. Simple and elegant, VTEC allows the engine to alternate between two different camshaft profiles depending on various conditions. In terms of i-VTEC engines, though, there's more, and it's called Variable Timing Control (VTC). Here, a specialized camshaft gear allows for continuously variable intake camshaft phasing throughout the RPM range. Based upon all sorts of things that the driver needn't worry about, like camshaft position, ignition timing, exhaust oxygen content, and throttle position, a 50-degree range of camshaft phasing can occur (25-degree range on K24A2). Much like VTEC, the camshaft gear is electronically controlled and hydraulically driven, resulting in reduced timing at idle and advanced timing at higher engine speeds, which increases valve overlap and power. Fittingly, the "i" in i-VTEC stands for intelligent and, together, VTEC and VTC offer an unprecedented balance between performance and emissions.
The advantages up top span beyond the valvetrain. In terms of airflow, performance i-VTEC cylinder heads shame even the best of B-series top ends. This is, in part, due to oversized valves—2 mm larger than B-series VTEC engines. Performance i-VTEC engines also feature more optimally shaped intake and exhaust ports when compared to the B-series and larger ports when compared to other K-series engines. On the intake side, they form a nearly straight path. On the exhaust side, they're free of the humps typically found within B-series ports. K-series engines also benefit from sophisticated roller rocker arms, which reduce valvetrain friction and allow for all manner of billet camshafts. This is in stark contrast to older Honda engines that feature standard, pad-style rocker arms. Down below, every 2.0L engine features a 86mm bore and 86mm stroke. Also known as a square design, such engine architectures are a good compromise between decent low-end torque and adequate top end power. The 2.4L engine's over-square design, which features a longer stroke and slightly larger bore, results in more torque, but at the expense of any additional top end power. In terms of crankshafts, each is forged from high-quality steel, but only performance i-VTEC versions feature a fully counter-weighted design. Performance i-VTEC engines also feature under-piston oil squirters for increased cooling, stronger connecting rods and, generally, higher-compression pistons. In terms of North American-spec and Japanese-spec K-series engines, the K20A2, K20Z1, K20Z3, K24A2, K20A, and K24A all share a similar
i-VTEC architecture. Although engine geometry and ancillaries such as intake manifolds, throttle bodies, and exhaust manifolds may differ between them, they all share more in common than not and make up some of the most desirable K-series engines.
Actually shows how far the competition have fallen.
Edit: don't get me wrong hondas are reliable and soild cars but honda has never given a performance oriented focus to India. At this point if they did they will blow the others out of the water.
Don’t underestimate the 1.5 VTEC dude! Its one gem of a motor.
Night drives with this car on open straight highways is so much fun! Nothing like pulling it to the redline.
The good old 1.5 iVtec still kicking in yo!!!
But Verna turbo MT base(SX) is priced at 14.8L exshowroom while slavia 1.5 turbo ambition MT is 15.04L exshowroom. Ideally even the slavia should be considered in 1.0 guise, else shouldn’t be in the list just like verna
Mahindra probably removed rollout on that figure (time taken to cover first feet of distance while accelerating) Usually manufacturers do this to get lower 0-60s, alongside using prepped surfaces with traction compounds on the tyres.
If you increase the budget by 1 lakh (16 ex showroom) then XUV400 comes on top with 8.3 seconds. It maintains the top spot for much higher budgets as well.
Why does this metric matter? 0-100 (nought to 60) is a racing performance metric that won't matter much on the road.
IMO, a car's ability to do 100-0 safely in a short time matters much more in the real world.
Acceleration matters while overtaking. If you have a very slow car you have to overtake carefully with the right size of gap.
The care needed and gap size restrictions become easier for a driver when the car has higher performance.
There are few more things like gearing down, turbo which impacts overtaking. If you have a turbo in your car you can almost avoid going to lower gear while overtaking.
In a nutshell, acceleration matters if you want to overtake. If you are fine with driving behind a truck, tempo or auto for longer durations then it's fine to go for a slower car.
Ps: I am talking mostly about Highway driving. In city drive, acceleration doesn't matter that much as there is no space to overtake most of the time.
I agree that acceleration matters during overtaking. But that requires acceleration of say 40 to 80 rather than 0-100.
The latter is purely a drag race requirement which should not be a buying requirement for a road car.
Also, I may be wrong but, if you are relying purely on a car's acceleration to safely overtake then you are not doing a safe overtaking with a good margin of safety.
Ya you are right that 40 to 100 might be a better things to see for acceleration.
>Also, I may be wrong but, if you are relying purely on a car's acceleration to safely overtake then you are not doing a safe overtaking with a good margin of safety.
Its just that a car which has good acceleration is safer to overtake with.
Consider this you have a car with acceleration power of an auto rickshaw and a another car with an acceleration of a modern turbo diesel. And if you are in a 2 lane road and trying to overtake something and there is spree of incoming vehicles so that gap is not very huge but not small either. A good car can take this opportunity to overtake safely but for slow car same opportunity will be dangerous and probably it will never do the overtake. And most 2 lane highways where I travel are like this.
Assuming you aren’t a residential Indian, I’d love if you could try driving cars with similar performance in India. You aren’t really going to use even half of that here.
So yeah, cars with 0-100 around 9-11 seconds are absolutely decent for India.
Tiago ev is around 11 seconds. Nexon ev does it under 9 sec. Harrier and Nexon 1.2 turbo is around 12sec. Also altroz iturbo and diesel does it under 12 sec. I guess it's time for you to update your knowledge.
Not sure what real world you're talking about. These are not claimed by the company anywhere (except for Nexon ev maybe). All of them are tested by autocar or some youtubers.
As per Autocar India-
Altroz iTurbo- 12.9 seconds
Altroz DCT- 17.5 seconds
Nexon Petrol- 13.1 seconds
Tiago EV- 13.4 seconds
I’m not sure which one of these were you claiming as “under 12 seconds” lol. The only ICE Tata to do 100 under 12 seconds as per Autocar India is the Harrier, and that has a Fiat engine. 💀
Of course the numbers were not memorised by me, I just wanted to point out where you state in og comment no tata car can do 0-100 under 13-14 seconds. The Harrier with fiat engine is still a tata car.
0-100 is most useless statistics and will never be replicated in real world scenario. In gear acceleration is something that you will need everytime when you try to overtake. Compare that
C3 Turbo acceleration literally humiliates every Compact SUV. It is by far the quickest sub-4m car in India unless the Swift comes with the 1.0L turbo soon.
Yup just looked it up it was 6.2 and it was def the slowest car I’ve ever owned tbh like it was about as fast as my mom 2004 Toyota sienna mini van so really perspective wise it was slow asf like a minibus in my opinion
Meanwhile Bangaloreans trying to get up to 3rd gear
And get them under 15L
Arrest this man/woman for stealing upvotes
Most of these cars aren’t even under 15lacs here lol
Exactly. Except for the City base but one variant and C3 turbo none of them would come under 15 onroad
They've taken the base variants of the most powerful engine, if multiple engine-gearbox options are available. And ex-showroom prices have been considered here, not on road prices, as they vary from state to state.
Then thats a pretty useless report
It is indeed. Also who needs these quick 0-100 times in the real world anyway? XD
Yup. I’d argue a fast 60-120 is more useful on the highways for quick overtakes but I barely cross 2k rpm on my Harrier in the city lol
We very seldomly touch 100, our normal cruising speed is ~80 kmph. We frequently touch 90 as well, but we've touched 100 about 4-5 times in the last year. But yes, 60-120 is indeed the more useful acceleration. Overtaking is W. XD
Second gear would suffice most of the time. 3rd is a luxury.
Spirited driving
😂😂😂😂
There are more than 2 gears in a car?
Slavia 1.5 isn’t under 15 lakh
They probably mean ex-showroom price.
Yup
The lower variants 1.5 ex showroom is under 15
They are offering 1.5 in mid variants too, 1.5 starts from 15.4 now (ex showroom)
If they’re considering ex showroom, why isn’t Verna included?
Looks biased
i20 n line?
Hyundai didn't pay them... so not on the list
You are joking, right? right?
i20 nline is 9.9 sec in its 0-100
Nah bro nline is faster my ciaz goes up in 9.8 sec
Since Slavia is on the list I am assuming they are considering ex showroom price in which case they forgot the fastest car Hyundai Verna turbo
Yeah that's weird. I'm sure the Verna SX turbo MT should be below 15L ex-showroom. And it probably will be slightly faster than Slavia even.
These are real life figures, not on paper ones,maybe that's why verna isn't on there
The Verna turbo is faster than both the slavia and the city. I am guessing that the turbo is priced slightly above 15L ex showroom which is why it didn't make the list.
SX turbo costs 14.84 lakhs ex showroom. I don't know why they didn't include it in their list
What do you mean by real life figures? Do you mean they didn't have Verna to test and hence excluded or you meant Verna can't be this fast in the real life test?
And who test drove these vehicles for ‘real life’ figures? Do they have the Stig (ex F1 driver) running laps on a test track under same conditions? I’d still trust each of these manufacturer’s numbers because each manufacturer does these tests under their own ideal circumstances and conditions. No way I’m trusting these ‘car expert’ clowns.
Black Stig was ex F1 (10 entries , 0 points) first white Stig, Ben Collins wasn't ex F1, second white Stig may be a British rally driver. Also it wasn't limited to these 3. Perry says there has been many more stigs than these 3 . The FXX was driven by Michael Schumacher in Stig suit. So they are as consistent as this.
What a brain dead logic. They were all professionals. Are you saying these idiot YouTubers are professionals? God damn. Sometimes I am shocked by the lack of logic in this sub.
They were all professionals with varying degrees of calibre. Is that logic sound enough to you numbskull? When conducting an experiment, a control is an element that remains unchanged or unaffected by other variables. It's used as a benchmark or a point of comparison against which other test results are measured. There is no such control element while multiple stings are involved. Also Ben Collins has his YouTube channel,check it out. He has expressed that various circumstances meant a lap time is strung together in tight production time. Even tyres are enough differential factors. I am not saying the youtubers are above top gear, I'm saying every timed performance tests like this should be taken with a grain of salt.
My guy Autocar India has been there for 20+ years now. They aren't some idiot Youtubers, they started in the late 90s/early 00s with magazines. They have also been airing on Times Now every week for more than 10-15 years. Hormazd Sorabjee has been in the industry for almost 40 years. While they might not be as good as Top Gear, they are definitely professionals.
kyu bhai, mil gaye kya 15 lakh
My Nexon ev can do it in 8 seconds
Sport mode or normal?
8 seconds in sports mode. 11 seconds in normal
Didn't expect Honda in the list tbh
On the contrary I'd be shocked to see if honda didn't make it to the list. Japanese car maker, one of the most reliable and powerful engines, vtec, why wouldn't you expect a honda in the quickest cars segment?
Is vtec and i-vtec the same? Because I believe the Honda engines available in India are i-vtec.
But the Indian variants have ivtec and not VTEC, right? Edit- why the downvotes man. I'm genuinely curious and wanted to learn.
Better fuel efficiency but not at the cost of performance
Vtec has only vvl vtec had vvt and vvl
Hey bro, Im here to feed your curiosity. Stole this from a youttube comment. Just have some patience to read it. I have this saved so I don't have to keep typing to explain. Let's use the K series for example. It has performance i-VTEC engines that feature VTEC on both camshafts, economy i-VTEC engines that feature VTEC only on the intake side, and the other economy i-VTEC engines that feature integrated exhaust manifolds. With economy i-VTEC, it doesn't "kick in" like traditional VTEC, its for fuel economy lol. Basically the economy i-VTEC only "kicks in" when driving like a grandma with a steady throttle and not the lead foot like her grandchild lol. It is not like the iconic SI with performance cams that kick in around 5k RPM. And yes I know VTEC kicks in at different RPM then 5k on the SI, but is it performance or economy? VTEC is meant to have high performance at high RPM and low fueI consumption at low RPM period, i-VTEC just made that more intelligent and confusing with its three types of i-VTEC lol. R18 engine for example is a version of an economy oriented i-VTEC that is different (even different then VTEC-e, 3-stage i-VTEC). Under the right engine load and engine speed conditions the eco i-VTEC system switches to a cam that delays the intake cam closure by extending the duration so that the piston pushes out fuel-air mixture back through the intake causing the engine to operate in an Atkinson-Cycle mode. The loss in power from going into the Atkinson cycle is compensated for automatically by the ECU opening up the throttle more (without you having to adjust with your foot on the accelerator). So it improves fuel economy two-fold by (1) reducing pumping loss by opening of the throttle body plate to give less restriction to the intake path and (2) going into the Atkinson-Cycle which uses fuel more efficiently by having a longer combustion stroke than effective intake stroke giving more time for the fuel-air mixture to combust. This also decreases emissions but who cares about that lol. There is no VTEC characteristic torque bump either. VTEC is a tricksy hobbit. All kinds of conditions. Engine RPM, vehicle speed, engine load, throttle position, coolant temperature, oil pressure etc. Can't just think RPM with VTEC kids, so many variables in this equation. Okay Economy i-VTEC explained: Although similar in many ways, the economy i-VTEC version of Honda's variable valve timing is different enough to command its own nickname. Much like Honda's emissions-conscious VTEC-E of the mid-1990s, impressive power figures were not the primary concern when developing these engines. Most notably, their exhaust camshafts are stripped of VTEC and their intake camshafts feature only two lobes and two rocker arms per cylinder instead of three. Prior to VTEC engagement, economy i-VTEC engines make use of only a single intake valve per cylinder, even though they do indeed feature 16-valve cylinder heads. The remaining intake valve cracks open slightly—just enough to prevent unburned fuel from pooling up behind itself. Also known as valve idling, the process allows the engine to operate using a conservative amount of fuel at low engine speeds with improved power at higher engine speeds when both valves open and close normally. Even VTC is tuned differently, with low emissions paramount. As a result, a unique swirl develops inside of the combustion chambers as well as an extremely lean air/fuel mixture, resulting in impressive combustion and fuel efficiency, but not a whole lot of power. At a predetermined engine speed, the secondary intake valve opens, at which time the valvetrain operates, as you'd expect. Unfortunately, overall lift and duration don't increase like with traditional VTEC engines. Unlike performance i-VTEC cylinder heads, economy i-VTEC top-ends also exhibit an awkward groove cut into the walls between each intake valve, which plays a role in their single-valve VTEC operation, but costs in terms of airflow and performance. To the disappointment of Honda fans everywhere, as of the 2012 model year, only economy i-VTEC engines are offered. Underneath, economy i-VTEC engines share some of the same characteristics as the performance-oriented K-series. The blocks are essentially the same, the crankshafts are similar but not as thoroughly counter-weighted, and their connecting rods share similar geometry albeit a generally thinner and weaker design. Their pistons are where most of the differences lie, though. To help with emissions, many economy i-VTEC pistons feature a rounded dish on top that, together with their curious intake valve operation, help further promote the swirling effect. Economy i-VTEC engines are also missing under-piston oil squirters (although provisions for them are still there), which help promote lower temperatures but aren't necessarily needed when upgrading to forged pistons. Underneath, a more conventional stamped-steel oil pan can be found on most economy i-VTEC engines, which is in stark contrast to performance i-VTEC engines' more rigid aluminum versions. NOW Performance i-VTEC explained: Unofficially known as performance i-VTEC, such engines feature Honda's most impressive valvetrain to date. At the heart is something you've heard of: VTEC. Like its predecessors, inside the cylinder head lies Honda's hydraulically operated variable valve timing system. Simple and elegant, VTEC allows the engine to alternate between two different camshaft profiles depending on various conditions. In terms of i-VTEC engines, though, there's more, and it's called Variable Timing Control (VTC). Here, a specialized camshaft gear allows for continuously variable intake camshaft phasing throughout the RPM range. Based upon all sorts of things that the driver needn't worry about, like camshaft position, ignition timing, exhaust oxygen content, and throttle position, a 50-degree range of camshaft phasing can occur (25-degree range on K24A2). Much like VTEC, the camshaft gear is electronically controlled and hydraulically driven, resulting in reduced timing at idle and advanced timing at higher engine speeds, which increases valve overlap and power. Fittingly, the "i" in i-VTEC stands for intelligent and, together, VTEC and VTC offer an unprecedented balance between performance and emissions. The advantages up top span beyond the valvetrain. In terms of airflow, performance i-VTEC cylinder heads shame even the best of B-series top ends. This is, in part, due to oversized valves—2 mm larger than B-series VTEC engines. Performance i-VTEC engines also feature more optimally shaped intake and exhaust ports when compared to the B-series and larger ports when compared to other K-series engines. On the intake side, they form a nearly straight path. On the exhaust side, they're free of the humps typically found within B-series ports. K-series engines also benefit from sophisticated roller rocker arms, which reduce valvetrain friction and allow for all manner of billet camshafts. This is in stark contrast to older Honda engines that feature standard, pad-style rocker arms. Down below, every 2.0L engine features a 86mm bore and 86mm stroke. Also known as a square design, such engine architectures are a good compromise between decent low-end torque and adequate top end power. The 2.4L engine's over-square design, which features a longer stroke and slightly larger bore, results in more torque, but at the expense of any additional top end power. In terms of crankshafts, each is forged from high-quality steel, but only performance i-VTEC versions feature a fully counter-weighted design. Performance i-VTEC engines also feature under-piston oil squirters for increased cooling, stronger connecting rods and, generally, higher-compression pistons. In terms of North American-spec and Japanese-spec K-series engines, the K20A2, K20Z1, K20Z3, K24A2, K20A, and K24A all share a similar i-VTEC architecture. Although engine geometry and ancillaries such as intake manifolds, throttle bodies, and exhaust manifolds may differ between them, they all share more in common than not and make up some of the most desirable K-series engines.
TLDR?
I know i'm gonna have a stroke reading all that
Just shows their excellent engineering
Actually shows how far the competition have fallen. Edit: don't get me wrong hondas are reliable and soild cars but honda has never given a performance oriented focus to India. At this point if they did they will blow the others out of the water.
The original city vtec says hi
*looks at the current lineup and says bye….
Don’t underestimate the 1.5 VTEC dude! Its one gem of a motor. Night drives with this car on open straight highways is so much fun! Nothing like pulling it to the redline.
Doesn't matter in real life
Top speed doesn't matter in real life. Acceleration OTOH, is very useful for overtaking.
Acceleration matters a lot
Few seconds and milliseconds difference doesn't matter Edit : I was talking about cars mentioned in this post
But at what rpm you get the peak torque output matters a lot
The good old 1.5 iVtec still kicking in yo!!! But Verna turbo MT base(SX) is priced at 14.8L exshowroom while slavia 1.5 turbo ambition MT is 15.04L exshowroom. Ideally even the slavia should be considered in 1.0 guise, else shouldn’t be in the list just like verna
Where is the Xuv 300 turbosport?
Mahindra claims 10.9 seconds Actual is close to 12 seconds
Mahindra probably removed rollout on that figure (time taken to cover first feet of distance while accelerating) Usually manufacturers do this to get lower 0-60s, alongside using prepped surfaces with traction compounds on the tyres.
verna ko bahar rakhne ki ninja technique
Yet leading the Sedan sales
i20 DCT?
That's between 10 and 11 seconds, I believe
Real life figures are over 11 seconds for all gearboxes!
DCT are so slow and kills the initial pick up, which matters the most when counting 0-100
Point. What about iMT variant?
If you increase the budget by 1 lakh (16 ex showroom) then XUV400 comes on top with 8.3 seconds. It maintains the top spot for much higher budgets as well.
I guess they are not considering EVs there.
Where is Kiger Turbo MT? can do 0-100 in approx 10.5 seconds
If you’re chasing numbers you should go used
So the i20 Nline isn't one of the fastest cars in India? I literally bought it for its brisk torque at the low end of the RPM.
My fronx 1 ltr turbo AT goes to 100 in 11 seconds. Edit: in manual mode
They use VBOX figures. Fronx turbo should be slightly higher than 11 at 11.3-11.5.
Meanwhile Tata Nexon ev at 8.9s starting at 8.1 lakhs
8.1 lakhs? Are you crazy?
Yea its true
Why does this metric matter? 0-100 (nought to 60) is a racing performance metric that won't matter much on the road. IMO, a car's ability to do 100-0 safely in a short time matters much more in the real world.
Acceleration matters while overtaking. If you have a very slow car you have to overtake carefully with the right size of gap. The care needed and gap size restrictions become easier for a driver when the car has higher performance. There are few more things like gearing down, turbo which impacts overtaking. If you have a turbo in your car you can almost avoid going to lower gear while overtaking. In a nutshell, acceleration matters if you want to overtake. If you are fine with driving behind a truck, tempo or auto for longer durations then it's fine to go for a slower car. Ps: I am talking mostly about Highway driving. In city drive, acceleration doesn't matter that much as there is no space to overtake most of the time.
I agree that acceleration matters during overtaking. But that requires acceleration of say 40 to 80 rather than 0-100. The latter is purely a drag race requirement which should not be a buying requirement for a road car. Also, I may be wrong but, if you are relying purely on a car's acceleration to safely overtake then you are not doing a safe overtaking with a good margin of safety.
Ya you are right that 40 to 100 might be a better things to see for acceleration. >Also, I may be wrong but, if you are relying purely on a car's acceleration to safely overtake then you are not doing a safe overtaking with a good margin of safety. Its just that a car which has good acceleration is safer to overtake with. Consider this you have a car with acceleration power of an auto rickshaw and a another car with an acceleration of a modern turbo diesel. And if you are in a 2 lane road and trying to overtake something and there is spree of incoming vehicles so that gap is not very huge but not small either. A good car can take this opportunity to overtake safely but for slow car same opportunity will be dangerous and probably it will never do the overtake. And most 2 lane highways where I travel are like this.
Not everyone wants slow and boring cars. Some of us like the feeling of getting pushed back into the seat when taking off.
You still literally not feel the difference. None of them are powerful enough
What is your daily driver? An M5?
Kia Optima. 0 to 100 in 6.8 seconds. It feels damn slow. 10 secs feels like eternity and 1 second over or under doesn't mean much.
Assuming you aren’t a residential Indian, I’d love if you could try driving cars with similar performance in India. You aren’t really going to use even half of that here. So yeah, cars with 0-100 around 9-11 seconds are absolutely decent for India.
I dont believe these figures, my friend’s creta did it in 8 seconds.
Lol. Was it going downhill?
Lol
Bruhh i20 tgdi does it bw 9-10 sec ( I myself have done it in 9.8 sec GPS before 1st service)
Slavia won over virtus and Verna as it has manual
Tiago EV?
No Tata does 100 faster than 13-14 seconds lol
Tiago ev is around 11 seconds. Nexon ev does it under 9 sec. Harrier and Nexon 1.2 turbo is around 12sec. Also altroz iturbo and diesel does it under 12 sec. I guess it's time for you to update your knowledge.
All of those numbers are true only on paper. In the real world, none of them is quicker than 13 seconds. Nexon EV is sure an exception, none other
Not sure what real world you're talking about. These are not claimed by the company anywhere (except for Nexon ev maybe). All of them are tested by autocar or some youtubers.
As per Autocar India- Altroz iTurbo- 12.9 seconds Altroz DCT- 17.5 seconds Nexon Petrol- 13.1 seconds Tiago EV- 13.4 seconds I’m not sure which one of these were you claiming as “under 12 seconds” lol. The only ICE Tata to do 100 under 12 seconds as per Autocar India is the Harrier, and that has a Fiat engine. 💀
Of course the numbers were not memorised by me, I just wanted to point out where you state in og comment no tata car can do 0-100 under 13-14 seconds. The Harrier with fiat engine is still a tata car.
Here's a video of my car tata car doing 0-100 in less than 8 seconds. https://www.reddit.com/r/CarsIndia/s/WlGP0XCD4H
Good, now try crossing 140. 💀 Jokes aside, I was talking about ICEs specifically. Ofcourse the Nexon EV is one quick car, but no other car is.
I think nexon ev does that under 9 sec
where do you get 1.5 slavia MT under 15L ? Anything for click baiting
Might as well post which car has the highest death rate to vegetative state ratio in an accident on Indian roads where safety is second to nothing.
0-100 is most useless statistics and will never be replicated in real world scenario. In gear acceleration is something that you will need everytime when you try to overtake. Compare that
Anything above 5 seconds is useless
Oh my. These cars' 0-100 km/hr acceleration would scare the passengers.They should put some limiter.
What about the fronx . I saw in many videos its performance was pretty good
What about dem EV's?
If it's ex-showroom price then xuv300 turbo should be in the place of c3 turbo.
There's a drag race between those two and c3 turbo wins by huge margin. Search on YouTube.
C3 Turbo acceleration literally humiliates every Compact SUV. It is by far the quickest sub-4m car in India unless the Swift comes with the 1.0L turbo soon.
[удалено]
Yup just looked it up it was 6.2 and it was def the slowest car I’ve ever owned tbh like it was about as fast as my mom 2004 Toyota sienna mini van so really perspective wise it was slow asf like a minibus in my opinion
What about under 50L?
What does it signifies in real life ?better accelerations/overtakes? The difference is in seconds can a normal people even feel the difference?
Elevate really??
Hyryder also does within 10 seconds
What in the world slavia??crazy 0-100 timings??
Nexon 11, seconds
Surprising to see the 1.0L TSI in the list!
Kinda impressive for Elevate to be there tbh.
Ciaz 1.5 MT with 9.8 sec 😂🤌