Tin tức thế giới

Tata Punch AMT First Drive Review

Identify

Why would I buy one?

Trip quality

The benefits of a two-pedal thiết đặt

Why don’t I buy one?

Weak end performance

Lack of features for second row occupants

Right front three quarters

Much has been said about the fact that the Tata Punch is a revolutionary, first in its class and all in all it is everything expected of a B-segment hatchback but wrapped in a SUV body style (that’s all the rage these days). After all, there’s the Maruti Swift, the Hyundai Grand i10 Nios and the Renault Triber – all successful cars in their own right. In that pursuit, it has all the USPs of the segment including a two-pedal option that has raised the bar for this bike.

Rear badge

Yes, this Tata Punch AMT has a weak ending, but it gets the job done without any drama. The addition of driving modes seems like a boon, they don’t do much in terms of performance, and it’s best phệ leave the car in City mode the whole time. The ride and handling characteristics are somewhat softer but livable if you plan and keep your progress constant. Where it manages phệ score high is in the ride quality, features as well as the build quality of the cabin.

Engine and performance

Shot Engine

The engine on offer is Tata’s three-pot 1.2-litre unit that produces 84hp/113Nm and can be paired with a five-speed manual or a five-speed automatic, which is what we’ve oriented. for this review. This engine is shared with Tigor, Tiago, Tiago NRG and even Altroz. It is not the most refined unit and exhibits characteristics typical of a three-pot engine. You can feel the vibrations in the steering wheel as well as the gear lever. Furthermore, it feels relatively short towards the end with the AMT transmission in city mode only shifting past the 3000 rpm mark. Overtaking needs phệ be planned as the gearbox has a slight shift and gives you a much needed punch. However, since it’s an automatic, you’ll never stall or lack momentum, which comes in handy if the steering feel is a bit underwhelming.

Rear right three quarters

On the highway, this Punch with this engine and transmission feels like a much more solid car. The engine has a powerful mid-range and this is evident in its ability phệ cruise at highway speeds. The punch on the heavier side also feels more planted on the highway than its rivals. For the best performance, leave the vehicle in D mode and let it work in the background. Furthermore, if you preload and hold the throttle steadily through the turns, the AMT will not shift gears and upset the balance of the vehicle.

The instrument cluster

The driving modes, although ticking boxes for a vehicle with a USP, don’t do all that for the driving experience. A whine below the 3000 rpm mark means you need phệ be in City mode instead of Economy mode for any kind of usable performance. We tested this engine and it did a 0-60 km/h deceleration in 7.56 seconds while the 0-100 km/h deceleration occurred in 17.74 seconds. The 20-80 km/h sprint is achieved in 10.77 seconds while the 40-100 km/h sprint is achieved in 13.56 seconds. It’s one of the slowest cars we’ve tested, and the stretch is largely due phệ the lack of initial grumbling. In everyday conditions AMT will mask some of this due phệ its automatic nature but progress will mostly be at an idle pace if you are not working the system.

Ride and handle

Right front three quarters

Tata with years of experience in building cars phệ manage India’s road conditions is one of the top when it comes phệ the game. As we said in our first drive review, in city conditions it drives like a Tata, and that’s a trait defined by the remarkable weight built into everything. It takes the less well-executed road with the aggressive style exhibited by its larger brothers, and although the suspension is on the softer side, it’s not as easily removed with each speed-breaking stage. degrees, potholes and general defects. With a high ground clearance, your progress won’t be affected if road quality deteriorates.

Left view

At triple-digit speeds, the Punch has good straight-line travel and will stay on its own as long as you don’t make any sudden movements. The soft suspension combined with AMTs for sudden shifts means it’s a good idea phệ plan your movements well in advance, especially if you’re riding on a hilly road with lots of bends and often no one. side of the car. Finally, the steering is well-weighted but not exactly as one would expect from a car of this size and luxury.

Space and interior quality

dashboard

We’ve now covered the Tata’s interior in detail during our initial driving review and will then get into the heavier details as we take the car’s road test. So then let’s take a look at some of the highlights from the cabin.

Engine start button

Step inside and everything looks familiar, there’s nothing new or revolutionary about the cabin but it’s pretty well put together with things falling easily both in terms of the driver as well as the front passenger. Quality, fit and finish are class standards and on par with what’s offered on all Punch rivals. The overall view shows a vertically stacked layout for the panel with squares and rectangles being the main shapes throughout.

Second row seats

The second row is best suited for two adults, especially if you’re on the larger side, and while you can fit three, it’s going phệ be pretty tight. Under-thigh support and plenty of headroom for the rear seats, and this combined with the 90-degree opening makes getting in and out a very easy task for anyone. It lacks some features like 1.0-litre bottle holders in the doors, central AC vents and cup holders in the armrests.

Gear Shifter / Stalk Gear Shifter

With a capacity of 366 liters, the trunk is much larger than the Swift and Nios but is significantly beaten by the Renault Triber (with the third row removed). The trunk is high due phệ the design of the car but thanks phệ the high roof, it is possible phệ pack at least one large bag with ease.

Features and devices

Infotainment system

This top model we’ve driven has all the bells and whistles available for the Punch. The list includes projector headlights, 16-inch diamond-cut wheels, climate control, a touchscreen infotainment system with a floating display, cooled glovebox, and side armrests. rear, electrically adjustable mirrors and doors, dual front airbags and ABS with EBD (all variants). This AMT spec model also has a ramp hold function as well as something called Traction-pro that adjusts force between the wheels phệ get through low-traction situations.

Inference

Front view

The Tata Punch had all the segment credits it needed phệ be a mid-season competitor but with the added advantage of SUV body styling. What’s more, this two-pedal thiết đặt isn’t the best phệ use but gets the job done without too much fuss. The Tata Punch range, at the time of writing this review, ranges from Rs 6.09 lakh phệ Rs 10.52 lakh (on Delhi road at the time of writing this review) on par with the competition and quite close phệ what we had predicted during the first drive review.

Photographer: Kapil Angane

Tata Punch5.68 LakhonwardsAverage Factory Price


Thông tin thêm

Tata Punch AMT First Drive Review
#Tata #Punch #AMT #Drive #Review
[rule_3_plain] #Tata #Punch #AMT #Drive #Review
VerdictWhy I would buy one?Ride qualityBenefits of two pedal set upWhy I wouldn’t buy one?Weak bottom end performanceMissing features for the second-row occupantsA lot has been said about the Tata Punch being a revolutionary product, first-in-segment et all and that’s pretty much what it is-all the expectations of a B-segment hatchback but wrapped up in an SUV body style (that’s all the rage these days). It after all has phệ take on the Maruti Swift, Hyundai Grand i10 Nios and the Renault Triber- all successful cars in their own right. In that pursuit, it has all the USPs of the segment including a two-pedal option which has upped the game for this car. Yes, the AMT in this Tata Punch has a weak bottom end grunt, but it gets the job done with little phệ no drama. The addition of the drive modes may seem like a boon, they don’t do all that much in terms of performance and it is best if you leave the car in City mode the whole time. The ride and handling characteristics are on the softer side but liveable if you plan and keep your progress constant. Where it does manage phệ score high is in terms of ride quality, features as well the build quality of the cabin. Engine and performanceThe engine on offer is Tata’s three-pot 1.2-litre unit producing 84bhp/113Nm and can be had with a five-speed manual or a five-speed automated manual, which is what we have driven for this review. This engine is shared with the Tigor, Tiago, Tiago NRG and even the Altroz. It is not the most refined unit and shows characteristics typical of a three-pot engine. You can feel vibes in the steering as well as the gear lever. What’s more, it feels relatively short in terms of the bottom end with the AMT gearbox in city mode shifting only past the 3000rpm mark. Overtakes need phệ be planned as the gearbox takes a bit of change down and give you the required punch. However because this is automatic, you are never going phệ stall or have a lack of momentum which should make it a convenient if slightly un-dramatic driving experience.Out on the highway, the Punch with this engine and gearbox feels like a much more surefooted car. The engine has a strong mid-range and this is evident in its ability phệ cruise at highway speeds. The punch being on the heavier side also feels more planted on the highway as compared phệ its rivals. Lớn get the best out of it, leave the car in D-mode and let it do its thing in the background. What’s more, if you load up in advance and keep a steady throttle through the turns, the AMT will not shift and upset the balance of the car.The driving modes, while being boxes phệ tick off for the car phệ have USPs, don’t do all that much for the driving experience. The grunt is wheezy below the 3000rpm mark which means you need phệ be in the City mode rather than the Eco mode for any kind of useable performance. We tested this engine and it did the 0-60kmph kickdown in 7.56 seconds while the 0-100kmph kickdown came along in 17.74 seconds. The 20-80kmph run was achieved in 10.77 seconds while the 40-100kmph sprint was achieved in 13.56 seconds. It’s one of the slowest cars we have tested and the lengthy times are mostly due phệ the lack of initial grunt. In the everyday conditions the AMT will cover up for some of this due phệ its automatic nature but progress is mostly going phệ be at a leisure pace if you don’t work the system. Ride and handlingTata with its many years of experience in building cars phệ manage Indian road conditions is one of the tops when it comes phệ this game. As we said in our first-drive review, under city conditions, it drives like a Tata and that’s characteristic defined by a noticeable weight built into everything. It takes the path less taken with the kind of aplomb shown by its larger siblings and despite the suspension being on the softer side does not get phased easily over badly made speed breakers, potholes and general imperfections. With the high ground clearance, your progress won’t get affected if the road quality deteriorates.At triple-digit speeds, the Punch has a good ability phệ cruise in a straight line and will hold its own as long you don’t make any sudden movements. The soft suspension combined with the AMTs characteristic phệ shift suddenly means you should plan your moves well in advance especially if you are on a hilly road with lots of twists and more often than not have one side of the car loaded up. Finally, the steering has a nice weight but is not as accurate as one would expect from a car of this size and class. Interior space and qualityNow we have covered the interior of the Tata in detail during the first drive review and will subsequently go into heavier details when we do a road test of the vehicle. So let us then look at some of the highlights from the cabin.Step inside and everything looks familiar, there’s nothing new or revolutionary about the cabin but it is quite well put together with everything falling easily phệ hand both in terms of the driver as well as front passenger. Quality, fit and finish is segment standard and is on par with what is offered across all of the Punch’s rivals. An overall glance reveals a vertically stacked layout for the dashboard with squares and rectangles being the primary shapes throughout.The second row is best suited for two adults, especially if you are on the larger side and while you can fit three abreast, it going phệ be quite a squeeze. Under thigh support and headroom are very generous for the rear seats and this combined with 90-degree opening doors makes ingress and egress a very easy task for anyone. It’s lacking in some features like 1.0-litre bottle holders in the doors, central AC vent and cup holders in the armrest. At 366-litres, the boot is much bigger than that of the Swift and Nios but is significantly beaten by the Renault Triber (with the third row removed). The loading lip is high due phệ the design of the vehicle but thanks phệ the high roof, it is possible phệ pack at least one large bag easily. Features and equipmentThis top-of-the-line model that we have driven gets all the bells and whistles available for the Punch. This list includes projector headlamps, 16-inch diamond-cut wheels, climate control, touchscreen infotainment system with floating display, cooled glovebox, rear armrest, power mirrors and doors, dual front airbags and ABS with EBD (all variants). This AMT spec model also gets hill-hold function as well as something called Traction-pro that regulates power between the wheels phệ overcome low grip situations. ConclusionThe Tata Punch has got all the required segment-cred phệ be a competitor among the crop but with the added advantage of the SUV body style. What’s more, is that this two-pedal set up while not the best phệ use does get the job done without too much of a fuss. The Tata Punch range, at the time of writing this review, is priced from Rs 6.09 lakh phệ Rs 10.52 lakh (on-road Delhi at the time of writing this review) putting it on par with the competition and quite close phệ what we had predicted during the first-drive review. Photography: Kapil AnganeTata Punch₹ 5.68 LakhonwardsAvg. Ex-Showroom price
#Tata #Punch #AMT #Drive #Review
[rule_2_plain] #Tata #Punch #AMT #Drive #Review
[rule_2_plain] #Tata #Punch #AMT #Drive #Review
[rule_3_plain]

#Tata #Punch #AMT #Drive #Review
VerdictWhy I would buy one?Ride qualityBenefits of two pedal set upWhy I wouldn’t buy one?Weak bottom end performanceMissing features for the second-row occupantsA lot has been said about the Tata Punch being a revolutionary product, first-in-segment et all and that’s pretty much what it is-all the expectations of a B-segment hatchback but wrapped up in an SUV body style (that’s all the rage these days). It after all has phệ take on the Maruti Swift, Hyundai Grand i10 Nios and the Renault Triber- all successful cars in their own right. In that pursuit, it has all the USPs of the segment including a two-pedal option which has upped the game for this car. Yes, the AMT in this Tata Punch has a weak bottom end grunt, but it gets the job done with little phệ no drama. The addition of the drive modes may seem like a boon, they don’t do all that much in terms of performance and it is best if you leave the car in City mode the whole time. The ride and handling characteristics are on the softer side but liveable if you plan and keep your progress constant. Where it does manage phệ score high is in terms of ride quality, features as well the build quality of the cabin. Engine and performanceThe engine on offer is Tata’s three-pot 1.2-litre unit producing 84bhp/113Nm and can be had with a five-speed manual or a five-speed automated manual, which is what we have driven for this review. This engine is shared with the Tigor, Tiago, Tiago NRG and even the Altroz. It is not the most refined unit and shows characteristics typical of a three-pot engine. You can feel vibes in the steering as well as the gear lever. What’s more, it feels relatively short in terms of the bottom end with the AMT gearbox in city mode shifting only past the 3000rpm mark. Overtakes need phệ be planned as the gearbox takes a bit of change down and give you the required punch. However because this is automatic, you are never going phệ stall or have a lack of momentum which should make it a convenient if slightly un-dramatic driving experience.Out on the highway, the Punch with this engine and gearbox feels like a much more surefooted car. The engine has a strong mid-range and this is evident in its ability phệ cruise at highway speeds. The punch being on the heavier side also feels more planted on the highway as compared phệ its rivals. Lớn get the best out of it, leave the car in D-mode and let it do its thing in the background. What’s more, if you load up in advance and keep a steady throttle through the turns, the AMT will not shift and upset the balance of the car.The driving modes, while being boxes phệ tick off for the car phệ have USPs, don’t do all that much for the driving experience. The grunt is wheezy below the 3000rpm mark which means you need phệ be in the City mode rather than the Eco mode for any kind of useable performance. We tested this engine and it did the 0-60kmph kickdown in 7.56 seconds while the 0-100kmph kickdown came along in 17.74 seconds. The 20-80kmph run was achieved in 10.77 seconds while the 40-100kmph sprint was achieved in 13.56 seconds. It’s one of the slowest cars we have tested and the lengthy times are mostly due phệ the lack of initial grunt. In the everyday conditions the AMT will cover up for some of this due phệ its automatic nature but progress is mostly going phệ be at a leisure pace if you don’t work the system. Ride and handlingTata with its many years of experience in building cars phệ manage Indian road conditions is one of the tops when it comes phệ this game. As we said in our first-drive review, under city conditions, it drives like a Tata and that’s characteristic defined by a noticeable weight built into everything. It takes the path less taken with the kind of aplomb shown by its larger siblings and despite the suspension being on the softer side does not get phased easily over badly made speed breakers, potholes and general imperfections. With the high ground clearance, your progress won’t get affected if the road quality deteriorates.At triple-digit speeds, the Punch has a good ability phệ cruise in a straight line and will hold its own as long you don’t make any sudden movements. The soft suspension combined with the AMTs characteristic phệ shift suddenly means you should plan your moves well in advance especially if you are on a hilly road with lots of twists and more often than not have one side of the car loaded up. Finally, the steering has a nice weight but is not as accurate as one would expect from a car of this size and class. Interior space and qualityNow we have covered the interior of the Tata in detail during the first drive review and will subsequently go into heavier details when we do a road test of the vehicle. So let us then look at some of the highlights from the cabin.Step inside and everything looks familiar, there’s nothing new or revolutionary about the cabin but it is quite well put together with everything falling easily phệ hand both in terms of the driver as well as front passenger. Quality, fit and finish is segment standard and is on par with what is offered across all of the Punch’s rivals. An overall glance reveals a vertically stacked layout for the dashboard with squares and rectangles being the primary shapes throughout.The second row is best suited for two adults, especially if you are on the larger side and while you can fit three abreast, it going phệ be quite a squeeze. Under thigh support and headroom are very generous for the rear seats and this combined with 90-degree opening doors makes ingress and egress a very easy task for anyone. It’s lacking in some features like 1.0-litre bottle holders in the doors, central AC vent and cup holders in the armrest. At 366-litres, the boot is much bigger than that of the Swift and Nios but is significantly beaten by the Renault Triber (with the third row removed). The loading lip is high due phệ the design of the vehicle but thanks phệ the high roof, it is possible phệ pack at least one large bag easily. Features and equipmentThis top-of-the-line model that we have driven gets all the bells and whistles available for the Punch. This list includes projector headlamps, 16-inch diamond-cut wheels, climate control, touchscreen infotainment system with floating display, cooled glovebox, rear armrest, power mirrors and doors, dual front airbags and ABS with EBD (all variants). This AMT spec model also gets hill-hold function as well as something called Traction-pro that regulates power between the wheels phệ overcome low grip situations. ConclusionThe Tata Punch has got all the required segment-cred phệ be a competitor among the crop but with the added advantage of the SUV body style. What’s more, is that this two-pedal set up while not the best phệ use does get the job done without too much of a fuss. The Tata Punch range, at the time of writing this review, is priced from Rs 6.09 lakh phệ Rs 10.52 lakh (on-road Delhi at the time of writing this review) putting it on par with the competition and quite close phệ what we had predicted during the first-drive review. Photography: Kapil AnganeTata Punch₹ 5.68 LakhonwardsAvg. Ex-Showroom price

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