Hyundai Getz CRDi

The premium diesel hatchback segment has been dominated by the Swift for a while now and the Maruti has enjoyed a large piece of market share owing to the Swift diesel. However, to challenge the Swift, Hyundai has now launched the Getz CRDi and that too with the bigger Verna’s powerful 110bhp engine. Is the new Getz good enough to challenge the Maruti? And, is the powerful engine really apt for the car? We find out…

The earlier grey colour of the Getz’s interiors has been replaced with beige and this makes the already spacious cabin look even more airy. On a down-side though, the fabric being light coloured allows for the seats to get soiled easily.

Gaudy finish

In addition, the centre console which is finished in fake wood is a little too gaudy and the overall quality of the cabin isn’t the best in the segment.

The legroom, however, especially at the rear is superb and the rear seat bench is flat. Given the Getz is quite a wide car means five passengers can easily be seated – if not for too long at least for short distances. While there is enough storage space and a large boot, the new Hyundai isn’t so well equipped.

Where are the essentials?

Power steering, power windows and central locking are available, but for the price Hyundai is asking, one would also expect essentials like a stereo, a temperature gauge and driver’s seat height adjustment, which are not available.

As mentioned earlier, the new Getz comes with the engine that is on the Verna saloon. This 1.5-litre engine produces 110bhp, and performance is really amazing. The Variable Geometry Turbine (VGT)-equipped engine feels lazy from slow engine speeds. But there is a burst of power after you hit the 2000rpm mark and before you know it, the car is already past the three-digit speedometer mark. But this non-linear power delivery can be a bit scary for someone who isn’t used to this engine’s nature, especially when driving in the city.

Though the gearbox on the Getz is easy to use, the Swift has one that is slicker to shift. Also, with most of the useable power coming in after 2000rpm, you will have to change the gears judiciously in the city. But this car is a good highway cruiser — just dab the accelerator and the Getz will surge forward with urgency; overtaking in this car is not a chore. However, since so much power is pushed to the front wheels, the steering tends to pull in different directions under hard acceleration.

Hyundai has taken good care to ensure sound deadening is achieved well and the Getz remains quiet and from inside the cabin, one might not even be able to tell that the car is powered by a diesel motor. Overall, the Getz CRDi remains very smooth even at higher revolutions. The ride, though, is a bit firm and some bumps will filter into the cabin. The Hyundai Getz delivered good mileage figures and in the city gave 12.9kpl and 16.9kpl on the highway.

Technical data

Hyundai Getz CRDi

Engine size 1.5 Diesel

Power 110bhp

0-100kph 11.02sec

Fuel economy 12.9kpl

(city)/16.9kpl (highway)

Tata Safari2.2 DiCOR 4X4

The Tata Safari now comes with a new and improved 2.2 DiCOR. The Safari has had several engine changes in the past, including two diesels and a petrol, but the new engine on the new Safari on is definitely the one th at has most potential. In fact, the 2.2 has already been launched in Europe and Tata also plans to power all its future SUVs with this engine.

Clearly, the 2.2 is an important motor for the company. In fact, the focus on the European markets has ensured that the engine was built to meet Euro IV emission standards, feel more refined and also perform more efficiently.

On the outside, not much has changed besides a thick bar that splits the grille in half. The new wheel cover at the rear is a nice addition and the bumper has been slightly changed as well. Overall, the Safari still looks good. Once you get inside and into the large comfortable seats, you realise even on the inside, not much has changed. The plastics still aren’t of the best quality and the buttons feel flimsy.

SAME OLD LOOK On the outside not much has changed besides a thick bar that splits the grille in half

However, the interiors and design aside, what’s really interesting about the new Tata is the 2.2 engine. The difference between the refinement levels of the earlier 3.0 and the new 2.2 is evident as soon as you start the car. At idle, noise and vibration is much less on the new Safari and it feels a little more refined than the Mahindra Scorpio. What is clear is that the 2.2 doesn’t have the same low-rev responsiveness of the 3.0-litre, which in contrast, pulls with urgency from as low as 1200rpm. It’s not as responsive as the Scorpio CRDe either, and you miss that instantly-gratifying slug of torque you get in the Scorpio. However, though the 3.0-litre has more low-end torque, the 2.2 has a much smoother power delivery and a broader torque spread, which makes it much nicer to drive.

The reason for this is that the new Safari has a more sensible set of gear ratios as the earlier one had a ridiculously tall gearing in order to suit the 3-litre 3500 rpm limit. Tata has used an expensive variable vane turbo to take care of conflicting requirements of good response at low engine speeds and maximum thrust and boost at high speeds. The lag and vibration quickly disappear once the turbo comes into its stride and the Safari 2.2 pulls very strongly. There is a sharp step up in the amount of torque produced at 1500rpm, with almost 30kgm available at this speed, and this makes the Safari feel really light-footed and sprightly despite its 2.2-tonne kerb weight.

The car went from 0-100kph in 15.1 seconds which is much quicker than the older Safari with 3.0litre engine. The new car is also quite fast and speed went up to 156kph, which is pretty much as far as you would want to go anyway in a car so huge and heavy. The brakes and ABS system have also been upgraded; the 2.2 uses larger 302mm front discs the brakes have improved bite due to upgraded calipers and the ABS system works better than on the earlier car. Under hard braking, the Safari still wiggles but it is not as scary as before.

The new 2.2 performs better than the older Safari, is more refined and is also more fuel efficient. The 2.2 delivered 8.7kpl in the city and 13.1kpl on the highway. In addition, the new 4X4 Safari is good for off-road driving as well. Lots of clearance, a ‘Shift-on-the-fly’ four-wheel-drive system, along with a low range lets you go off-road with confidence. And, there’s more.

The Safari comes loaded with features and the higher VX variant offers dual airbags, ABS, reversing camera, DVD screens in the headrests, twin aircon units, seats that flip and fold and on this new version, a net to hold onto your luggage. A new instrument cluster when lit at night is also quite nice and the interiors lights that dim are a clever touch as well. The seats are really good, a large cabin with lots of space and these factors make the new Safari one of the most comfortable SUVs in the market.

The new 2.2 costs Rs. 17,000 more than the older Safari; which is a small amount for the amazing engine you get with the new car.

Technical data

Tata Safari2.2 DiCOR 4X4

Engine layout: 4 cyls in-line, 2179cc, common-rail turbo-diesel

Max Power: 140bhp at 4000rpm

Max Torque: 32.6kgm at 1700-2700rpm

Top Speed: 156kph

0-60: 5.76secs

0-100: 15.16secs

CFE: 10.9kpl

Fuel tank capacity: 65 litres

Boot capacity: 981 litres

Length: 4650mm

Width: 1918mm

Height: 1925mm

Wheelbase: 2650mm

Weight: 2040kg (4X2), 2170kg (4X4)

Ground clearance: 205mm