Germany June 2016: Opel Astra snaps first podium in over 4 years

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Germany June 2016: Opel Astra snaps first podium in over 4 years

  11:53:00

Germany June 2016: Opel Astra snaps first podium in over 4 years

The German new car market gains a robust 8% year-on-year in June to 339.563 registrations, lifting the year-to-date total up 7% or 116.000 additional sales to 1.733.839. Last month, market leader Volkswagen was the only brand to lose ground in the Top 35, and this month the emissions scandal-embattled marque once again posts a negative result at -0.2% to 63.722 units and 18.8% share. Mercedes surges 13% to snap the overall 2nd spot away from Audi (+1%) while BMW displays even more dynamic growth at +17% in 4th place. Opel (+6%) holds Ford (+12%) at bay above Skoda, Renault (+30%), Hyundai (+13%) and Seat (-7%). Outside the Top 10 Suzuki (+21%), Dacia (+22%), Land Rover (+23%), Mazda (+24%), Jeep (+27%), Honda (+61%), Infiniti (+78%), Ssangyong (+81%), Jaguar (+101%) and Alfa Romeo (+119%) make themselves noticed, all improving at least twice as fast as the market.

VW Touran sales are up 138% year-on-year this month.
The VW Golf unsurprisingly retains the models crown but drops a worrying 7% to 21.995 units while the VW Passat crumbles 26% to 7.006 but remains #2. Boosted by the new generation, the Opel Astra is up 6 spots on May to land in third position: this is the nameplate’s first podium ranking in Germany since May 2012. The Audi A4 continues to catch up on lost time with its new model, up 23% to #4, while the VW Touran (+138%) and BMW 2 Series (+50%) post fantastic gains inside the Top 10. Just below, notice the BMW 1 Series (+16%), Skoda Fabia (+20%) and VW Up (+51%) all in great shape while further down the Skoda Superb (+100%), Hyundai i30 (+147%) and Mercedes GLC (+248% on the GLK) make themselves noticed. The Captur (+62%) is Renault’s best-seller in Germany this month ahead of the Megane (+44%) and Clio (+13%).

The Tesla Model X has landed in Germany. 
The Hyundai Tucson is by very far the most successful recent launch at #35 with 2.719 sales this month, distancing the Fiat Tipo at #122 (+65 on May), the Renault Talisman at #148 (+3) and the Ford Edge at #149 (+55). We welcome no less than seven new nameplates in the German ranking in June, led by the Seat Ateca at #126 with 652 units sold, above the Fiat 124 Spider (#191), Alfa Romeo Giulia (#205), Hyundai Ioniq (#253), Maserati Levante (#259), Infiniti QX30 (#267) and Tesla Model X (#271).

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2017 Ferrari California T Handling Speciale

  06:52:00

2017 Ferrari California T Handling Speciale

2017 Ferrari California T Handling Speciale

First Drive Review

Adding the word “special” in Italian to the name of a car conjures up all kinds of motoring lore and often adds a bunch of zeros to its eventual auction value as a collectible. As if every Ferrari weren’t speciale, the company has pasted the label on a long and glorious line of cars, from the 1962 250GT SWB Berlinetta Speciale (the only one sold last year for $16.5 million) . Each Speciale is, er, special in its own way, although Ferrari is not above using the term on somewhat less-ambitious projects. The new California T Handling Speciale, for instance, is basically a Cal T with a sports suspension. BMW guys may think of it as the equivalent of an M Sport version while those with a bent toward American iron may draw parallels to a Chevy Impala SS.

The first-gen California (2009–2014) added the package in 2012 to sharpen up both the performance and image of Ferrari’s entry-level roadster. Which, not to put too fine a point on it, suffered from a bit of a teddy-bear reputation. Ferrari says the package eventually found its way onto 20 percent of Californias and was good for luring performance-minded buyers out of less-expensive but harder-core cars such as the Porsche 911 and various Mercedes-AMG Black Series models. The California is a pathway into the Ferrari brand, with half of them sold to customers who are new to the marque.
The Handling Speciale now returns to the California T, which was restyled for 2015 and re-armed with a new 552-hp 3.9-liter twin-turbo V-8, good for smashing zero to 60 mph in 3.3 seconds. The new California T is a wonderful improvement—better looking, more luxurious, quicker, and usable as a daily driver. The HS package is just a mild toning. For $8120, chump change in Ferrari-land, it turns up the suspension stiffness a click or two, hastens the shifts slightly, adds a few styling tweaks, and opens up the exhaust to deliver more sound if not more power.

This is standard performance-package stuff, done by every car company to broaden appeal without breaking the bank, either from a cost or price standpoint. The spring rates rise a mere 16 percent in front and 19 percent in back, with a revised tune to the MagneRide variable dampers to leverage the tautened hardware. In addition, an altered gearbox map cuts the upshift time by 30 percent and the downshift time by 40 percent, while the F1-Trac traction control’s Sport mode also is massaged for more digging when exiting a corner and better power delivery over rough pavement.
In back, the standard mufflers are replaced with straight-through pipes attached to a Helmholtz resonator, an acoustical box that diminishes undesirable noise while helping to shape the outgoing harmonic frequencies. The effect is a sharper roar, an average of three decibels louder across the rev range. Inside, there’s a dash plaque, while on the outside the grille and rear lower valence are rendered in accent-color gray to give the car a more purposeful appearance.
Since the massaging is so mild and the underlying car is so good, there are virtually no faults to be found in the HS. It behaves like a California T that got nine instead of seven hours of sleep last night. It’s just a bit more alert, a bit more eager to corner, and a bit lustier in its engine cry. The sublime balance in even this cheapest model (base price: $202,723 before Speciale package) will floor those who’ve never driven a Ferrari. Few cars are as fluid in motion, from the perfectly weighted steering to the precisely calibrated brakes to the seamlessly shifted transmission. Ferraris weren’t always this refined, so the factory deserves credit for making great strides.
Special kudos go to the engineers who sorted the turbocharging. The Cal T has no dead spots or lumpiness in its torque delivery. The driver never gets one more nor one less pound-foot than what was requested via the pedal, which makes for incredible confidence when rocketing into a twisty section. This is not a car that will run away on an avalanche of boost or fall down dead when the driver lifts. Its responses are as near to those of a naturally aspirated engine as a turbo gets.
Yeah, it’s hackneyed to say that a Ferrari is great, but this one really is, whether it’s in HS or regular grade. The one thing the Speciale package doesn’t do is fix the car’s proportions, which are a few too many cannoli this side of gorgeous. It has just a little too much front overhang and a bit too much bodywork above the wheel arches, especially in back. You have to walk past a number of prettier and less-expensive convertibles to choose this one, the Aston Martin Vantage among them, but the California T grabs and holds you with its dynamic perfection.

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A Half-Million-Dollar Convertible Rolls Is the Perfect Ride for Southern Florida

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A Half-Million-Dollar Convertible Rolls Is the Perfect Ride for Southern Florida

  06:36:00

A Half-Million-Dollar Convertible Rolls Is the Perfect Ride for Southern Florida

Gallivant around Miami in a half-million-dollar Rolls-Royce and one of the major takeaways is this: You'll need to tip generously. Stuff your pockets with fives and tens and distribute them to valets and porters, shuttle drivers and various supplicants and sycophants. 

Because when you arrive anywhere in a 2016 Phantom Drophead Coupe, the face of that monolithic Royce grille always arrives just before you, as tall and straight as a row of skyscrapers. It is wealth on display. 

As this is a convertible, you won't be hiding behind privacy screens. You clearly want everyone to see you coming—you've begged them to see you coming —and trust that the men and women who live by tips are only happy to show you that accommodation, so you better show them yours.

In a week around Florida, I gave away a heap of cash on tips. It was worth it. 

In some locales, your car choice defines you. Southern Florida is one of those places. In the Sunshine State, Corvettes count and Maseratis matter. So when I recently took a weeklong vacation with my wife and three-year-old son to get some end-of-winter sun, I gave a lot of thought to the perfect Florida ride. 

A convertible, clearly, to sate the needs of our melatonin-deprived skin. But I needed four seats, so a roadster was out. Besides, as web editor Travis Okulski recently found, driving a super-fast exotic around Florida doesn't make a lick of sense. The roads are straighter than Wally Cleaver and the traffic slow, so motoring around in the Huracan Spyder becomes a case of sports-car blue balls.  

A convertible Rolls-Royce seemed the answer. Power and prestige in a ride that's meant for cruising and comfort. 

And though I've tested most every type of expensive car, I'd never driven a convertible Roller. This would be my last chance in a topless Phantom, as both the Drophead and coupe models are being phased out. The new Royce convertible is the Dawn, which looks striking but lacks the colorful "Drophead" nomenclature that is both so odd and apt. 

Rolls-Royce

The Phantom Drophead had all the room we'd need, and it was certainly plush. The glowing hide from coddled cows, the thick lambs-wool mats, and the beautiful piping and sublime stitching: All what I expect from Rolls-Royce. Only this time I admired it at 75 miles per hour with the sun on my neck. (A note to the patience impaired: It takes forever for the cloth top to open and close. But it gives you an excuse to look busy while still being gawked at.)  

It's a fine car in which to fit in with the Golden Coast glitterati, as the car starts at just under $500,000. The extras brought our Black Kirsch Roller to $579,575, including the $2600 gas guzzler tax.

Want to cause a scene? Pull it curbside at a busy airport, drop the top and . . . put in a child seat. A small crowd gathered as I wrestled our seat into the rear. The airport security attendant walked up, laughed heartedly, and said, "I've never seen a car seat in one of those before!" She didn't even ask to us to move along. 

Soon we were sailing north, using a mix of freeways and A1A, the lazy beachside road that travels along the coast. We were headed to Vero Beach north of Ft. Lauderdale, but stopped frequently along the way. My son, Max, was sitting high enough to wave out the window and got plenty of bemused reactions. (I fear that he's come to expect the attention. In his toddler's mind, he must be famous.) 

The Phantom has a 6.7-liter V12 with 453 horsepower and 531 pound-feet of torque, and it never wants for power. You can take a highway onramp with the confidence of a god. But neither is it the kind of engine that urges you to zero to 60  blasts. So, again, well suited to Florida. You'll soon be stuck at a light anyhow. 

Perhaps it is unkind, but I occasionally referred to the Phantom as a truck.

The car is not meant to dodge in and out of tight traffic. It is big and barge-like. But not for too much longer. All Rolls-Royce models will go to space-frame aluminum frames in 2018, including the regular Phantom. This will save weight and make the car more wieldy. Perhaps it is unkind, but I occasionally referred to the Phantom as a truck.

The best thing about the coupe's layout are the rear-hinged coach doors. They are the longest doors you'll likely see in a production car, with the handles located at the extreme front. Hotel valets take a long moment to figure out how to open them for you, which conveniently gives you enough time to find a fiver in your wallet. And don't park too close to another car or you won't be able to get out.  

 At the end of the trip, hundreds of miles of happy and sun-filled motoring behind us, I pulled my family and the Rolls into the valet area of an offsite airport parking lot. The shuttle driver rushed over to us, eagerly grabbing up our bags. I told him our airline and he asked, expectantly, "First class?"

I Can't Believe It: I Don't Hate the Camaro Anymore

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I Can't Believe It: I Don't Hate the Camaro Anymore

  06:29:00

I Can't Believe It: I Don't Hate the Camaro Anymore

 

The first time I got into the new Camaro, the 2010 model year that would herald the return of the storied muscle car, I knew we weren't going to get along. Call it a personality clash, like the friend of a friend who everyone else thinks is really cool—but whom you can barely stand.   

The Camaro's manual transmission and the V8 power should have signaled the beginnings of a wonderful bromance. Instead, the low roof felt like it was crashing down upon my head. The sightlines were lousy and the massive blind spots in the rear made changing lanes dicey. 

Form ran rampant over function. The Camaro looked cool, but at great expense to the occupants. Frankly, it irked me.

Still, I had hopes for its performance, and I took the brand-new Chevy to a favorite path of tangled asphalt, my own private hill climb. I soon liked it even less. The car was big and heavy. It was impossible to see the edges of the fenders or gauge what the front tires were doing. The front was Novocain numb, the feedback from the road as fuzzy as an AM radio station in the middle of Texas. The suspension had apparently been set up by GM legal, as it defaulted to a persistent, maddening understeer.

I was sure the car would be a dismal sales failure. Consumers would head for the Mustang in droves. I couldn't have been more wrong. Sales rocketed and fans swooned. Which left me as an outlier among friends and colleagues as the Man Who Hates the Camaro. 

So, with the all-new generation being released, I had to wonder: Could I learn to love the Camaro? Because the changes sounded pretty good. A new, lighter platform and a body that was lower, shorter and narrower.     

But still, that roof . . . 

As winter waned I had an SS model delivered to my garage. I walked around it and found my head nodding. It was the same but different. The changes weren't clear in the way, say, a 996 911 looked different from the 997. But it was more approachable, more agreeable. More better.

In truth, my serious dislike of the Camaro had weakened to something like a significant aversion, a change attributable to the ZL1 and Z/28 models. I semi liked the ZL1. It had gobs of power and was a far livelier, more nuanced drive over the SS. Still, I kept comparing it to a sister model, the C6 Corvette ZR1. I love that car. I'd driven it at the so-called Lutz Ring at GM's Milford Proving Grounds, and it was everything I wanted in an American sports car. Sharp, fast, and tuned.  

Chevrolet

The Z/28 simply had to be respected. It was bonkers, the ultimate expression of a fundamentally flawed car. Chevy engineers had gone all out, giving it rubber so slick that the car would spin like a dreidel if you hadn't warmed up the tires sufficiently. But once you had, you could push it harder and harder and it kept on giving. It dared you to be great with it. It was delightful in its lunacy. But of course, you still couldn't see the damn fenders and it was hard to tell how close you were to clipping a curb and there was, still, that roof.  

The 2016 Camaro rides on the GM Alpha platform, just like the excellent Cadillac ATS. And the SS shares the 6.2-liter V8 with the superlative C7 Corvette, along with smart details like rev-matching on the manual that can be turned on/off using shifter paddles and the flat-bottom steering wheel. (Yes, I really like the Corvette, but no, I was not a 'Vette guy until the C6 made me so. Older 'Vettes are too gaudy and full of plastic, but the evolution in quality and drivability is undeniable and a real achievement.) 

My test car was the 2SS model with $3800 of options, so it was the best of everything and not inexpensive at $46,095. But the interior was a huge step forward. Slick, in a good way, with a modern layout that makes it a far more pleasing place to be. The kitschy, useless engine gauges in front of the shifter are gone, and the stitching and some materials look moderately expensive.  

The interior was a huge step forward. Slick, in a good way.

Chevrolet

The roof and high beltline and blind spots are still a problem, but they've been massaged. Maybe it's my imagination, but I felt like I could see out the front better than before, and the overall effect is less like that of a cell in a Federal Supermax prison.

Driving a car is a subjective experience. I knew the Camaro had lost a good 300 pounds and that the suspension had been reworked. But from the moment I pulled out of the garage, it just felt better. More natural and confident; happier at speed and certainly far more elegant around corners. 

Most of my time in the SS was on wet roads in low temperatures, which forced me to use the 455 horsepower and 455 pound-feet of torque judiciously. I tiptoed up to the limits of adhesion on slick corners—and just the fact that I could suss those limits was a major stride forward. And the optional Magnetic Ride Control was, as ever, a welcome addition.  

And when I wanted to get silly, the car was ready for it, all gruff V8 basso rumble and spinning rear wheels. It might be more sprightly, but it's still a muscle car, and that's a good thing. I'd like to spend more time with it in the summer months. And that's a stride forward, too.

Then, last week at the New York International Auto Show, Chevy showed us both the ZL1 coupe and convertible. And as I walked around it, with its massive lower maw, I felt the first real stirrings. Not of aversion or even grudging acceptance. But of want. 

The new generation is no longer a fundamentally flawed machine. Which means the ZL1 and the sure-to-arrive Z/28 could be very special indeed.

 

Superman's Bugatti Chiron

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Superman's Bugatti Chiron

  06:17:00

Superman's Bugatti Chiron

Much like the Man of Steel, the Bugatti Chiron appears to be from another planet, the product of an advanced alien society, perhaps that's why this supercar looks so good in Superman regalia. It also doesn't hurt that the roof line that swoops down the car's back side makes for a perfect red cape.

Jeep shows 2017 Grand Cherokee Trailhawk, Summit

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Jeep shows 2017 Grand Cherokee Trailhawk, Summit

  13:55:00

Jeep Unveils 2017 Grand Cherokee Trailhawk, Summit

2017 Jeep Grand Cherokee Trailhawk

Manufacturer image

CARS.COM — Jeep's original plan for the 2016 New York International Auto Show was to show off an all-new SUV, but when we got late word that the plans had changed, we wondered what Fiat Chrysler Automobiles would show in its place. Wonder no more — Jeep unveiled two new trim levels of its popular Grand Cherokee SUV. Making their debuts are the new Grand Cherokee Trailhawk and Grand Cherokee Summit.

2017 Grand Cherokee Trailhawk

The Grand Cherokee Trailhawk first appeared as a concept car for the 2012 Easter Jeep Safari in Moab, Utah, one of Jeep's favorite places to try out new ideas. The Trailhawk name typically accompanies off-road-capable goodies, and the Grand Cherokee Trailhawk is no exception. It comes with the most capable Quadra-Drive II 4x4 system and includes an electronic limited-slip rear differential. The suspension is a special version of the Grand Cherokee's Quadra-Lift air suspension that features additional travel and improved wheel articulation for off-road obstacles. Hill Ascent Control and Selec-Speed Control electronic speed controls also are included.
The Trailhawk wears the front fascia and seven-slot grille that made its debut on the 2016 75th Anniversary Edition model, as well as a special flat-black appliqu‚ for the hood. Like the smaller Renegade and Cherokee Trailhawk models, the Grand Cherokee Trailhawk gets front and rear red tow hooks. It also has 18-inch or optional 20-inch wheels with Kevlar-reinforced off-road tires, Trailhawk and Trail Rated badges in red, and gray mirrors and roof-rack accents. Skid plates are standard, and for added underbody protection, you can get some Mopar rock rails.
On the inside, you won't want to be too muddy when you slide into the black leather and suede performance seats. Piano black and gunmetal-finish trim replaces wood, and red stitching is on the seats, doors and console. The 8.4-inch Uconnect touch-screen features special 4x4 performance pages and is standard.

2017 Jeep Grand Cherokee Trailhawk; Manufacturer images

2017 Jeep Grand Cherokee Summit

The Summit is the most luxurious Grand Cherokee (but not the most expensive, that's the fire-breathing SRT model). Jeep is updating the Summit for the 2017 model year with a new front fascia and LED headlamps, new 20-inch polished wheels and a new leather-lined interior.
The Laguna leather interior in Indigo and Ski Gray is one of four optional color schemes (the others are Black, Brown and Dark Sienna Brown), and it is the most dramatic. Nappa leather covers the dashboard, center console and door panels, while Laguna leather covers the seats. A suede headliner, lighted door sills and acoustic glass are standard. Berber carpet mats, active noise cancellation and a Harmon/Kardon 19-speaker stereo also are standard.
Frankly, just about everything is standard on the Summit model, including the Quadra-Drive II 4x4 system with electronic limited-slip differential and air suspension. All of the luxury goodies are included as well, including auto-folding mirrors and headlamp washers. You get electronic safety minders too, such as blind spot, forward collision and lane departure warnings; adaptive cruise control; and automatic parallel and perpendicular parking systems.
Both trim levels will arrive in dealer showrooms late this summer.

2017 Jeep Grand Cherokee Summit; Manufacturer images

 

Car: Chevrolet Trailblazer Expert Review

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Car: Chevrolet Trailblazer Expert Review

  15:00:00

Chevrolet Trailblazer: Expert Review

Americans are known for their obsession with buffed up things. Let it be their decked up ‘beef’ burgers or their vehicles, size has always been their top most priority. I have grown up watching American daily soaps and due to my innate love for automobiles, I always researched the cars used in them. The Escalade was a popular one - that brute was all about pure SIZE, it still is.
Chevrolet has carried the same legacy in their new SUV, the Trailblazer. But is it all about presence? Or is there more to this car than meets the eye? We find out.
Design
If size is the first thing that comes into your mind when you think of an SUV, you’ll find the Trailblazer very appealing. Defining its front end is Chevy’s traditional split grille which houses Chevrolet’s bowtie logo in the middle. Headlamps come equipped with projectors which is almost a standard in premium vehicles these days. It also gets projector fog lamps which is a segment first feature. However, the headlamps look a bit soft in comparison to the other design elements like the scooped-up bonnet design.

Side profile has a very simple design and unlike its competitors, it doesn’t get any cladding. It does have flared wheel arches and roof rails along with a rising window line that makes things a bit interesting. Trailblazer rides on massive 265/60 R18 tyres and there is a generous amount of space between the wheel arches and tyres.  

Split LED tail lamps along with a massive chrome strip is what highlights the rear end of this car. Although it looks a lot like the current generation Toyota Fortuner, this is the best angle to admire this SUV’s design.

This brute looks massive in flesh and to justify the same point on paper, we have compared its dimensions with the segment leader- Toyota Fortuner below-

In mm	Chevrolet Trailblazer	Toyota Fortuner
Length	4878	4705
Width	1902	1840
Height	1847	1850
Ground Clearance	241	220
Wheelbase	2848	2750

Interiors
Due to its 241mm ground clearance, you need to use the side-step to get inside the cabin which can get a bit tiring over a period of time. As soon as you get inside, the first thing you’ll notice is the towering view of the things that lay ahead. Driver gets a six-way adjustable power seat (no lumbar support) with a very commanding seating position carrying out the massive SUV feel into the cabin which is mainly beige in color except for the dashboard that gets two shades of black with matte and glossy piano black inserts.


The centerpiece/highlight of the dashboard is a 7-inch touch screen unit called My Link featuring Bluetooth/USB/ AUX connectivity. However, it strangely misses out on Navigation which should have been standard in a 25 Lakh + vehicle. Chevrolet will be using the same My Link touchscreen unit into its other models soon.

Trailblazer is rich on space and the interiors have also been designed intelligently. It gets sliding cup holders on both sides of the AC vents. The AC control cluster is very curvy in shape and gets a circular display screen in the middle which displays temperature, fan speed and other relevant parameters.

The middle row seats are comfortable enough for three people and there is sufficient legroom and headroom. Getting into the last seat is still a task like in any other 7/8 seater. In order to get in the back, you have to fold the middle seat that tumbles down with a 60:40 split. Third row seats offer good space as well, however due to a higher floor, there is no under thigh support. Still, most people should not feel any difficulty positioned in the last row for short trips. By folding the second and third row seats together, the boot volume can be extended to a maximum of 1830 litres, which is very impressive.There are four 12V sockets throughout the cabin making life easy for the rear passengers.

Engine and Performance
Powering this mammoth Chevy is a 2.8-litre Duramax diesel engine which is made out of cast iron block. This turbocharged oil burner produces class-leading 200 PS of power and 500 NM of torque which is around 30 PS/157 NM more than the it’s Japanese counterpart, Toyota Fortuner.

Caressing all of that torque is a 6-speed automatic transmission and we do not get the option of a manual transmission or a 4-wheel drive option.
As soon as you start driving the car, the first impression that you will get is that it that is a very rev happy engine. In fact it’s quite torquey and there’s very good punch at lower rpm’s as well. In city traffic conditions, despite it being huge and heavy (about 2 tonne), it is very agile and you can make a quick cut or overtake with ease.  It drives better than most of its competition and this is a very big USP of the vehicle. Though in heavy traffic, the steering does require a lot of input which might be a problem for some drivers.        

Only a 4X2 automatic variant spoils a lot of things as the Trailblazer comes with class leading 241 mm of ground clearance along with monstrous 18" wheels.
If Chevrolet adds a 4X4 variant later into this SUV, this can be one of the best off roaders in our market.

Suspension on the Trailblazer isn't extremely comfortable too. Though the front passengers still don't feel a large portion of the inconsistencies in tarmac, the back seat passengers will have a tough time bearing with majority of the jerks and bumps. Same goes for the third row passengers.  
The 6-speed gearbox is responsive enough, and matches the driver’s throttle inputs. There is the choice of changing gears manually too. NVH (Noise Vibrations Harshness) levels have been keep well in control. At high speeds, this car might make you a bit nervous which is not very confidence inspiring.  The steering does get heavier as you speed- up, but it doesn’t offer you the feedback that you expect to handle all that power.
In terms of safety, Trailblazer comes equipped with front dual airbags, ABS-EBD, panic-braking assist, traction control with stability programme and hill descent control which make it fairly safe car to be in.

Verdict
To sum it up, Trailblazer replaces the Captiva and will surely keep Chevrolet’s mark in the premium SUV category alive. Priced at Rs. 26.4 lakhs (ex-showroom Delhi), it is costlier than the Fortuner’s 4X2 variant which is a good enough excuse for a lot of buyers to ditch the Chevrolet. Also, this vehicle will be only available as a CBU which will lead to higher maintenance costs. No 4X4 option and no manual transmission will also effect the sales in non-metro cities.
However, if you align with the ‘Size for Price’ mindset and are looking for a spacious 7- seater to do daily urban commuting along with the occasional outstation trips, then you can consider the all new offering from Chevrolet.

Pricing - Rs. 26,40,000 (ex-showroom Delhi)