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Verna 2011Verna 2011

Design & Engineering

The latest Verna looks nothing like its predecessor and thats a good thing. Out go the mundane lines ofthe older car and in comes a fresh, bold new look thanks to Hyundais new Fluidic Sculpture design

language. Fluidic Sculpture is Hyundai-speak for a more dynamic design. Up front, there is a strongfamily resemblance to the freshly face-lifted i10 in the manner in which the large and smartly detailedheadlights sweep back into the body. A V on the bonnet that originates just above the hexagonalHyundai grille adds much muscle to the front. But what really catches your eye is the L-shaped foglightsthat sit neatly recessed low down in the front bumper. They look distinctive and are especially attractive atnight. Viewed side-on, the Verna looks fantastic, credit for which goes to its swooping character line thatrises from the front bumper, slashes past both door handles and extends right till the tail-light. The coupe-like roofline that flows into the chunky tail only adds to the effect. Well executed creases at the rear andspread-out tail-lights further embellish the Vernas style quotient. And the twin tailpipes will definitely be ahit with enthusiasts.

The new Verna is built on a completely new platform with its 2570mm wheelbase a whole 70mm largerthan the older car. Another big change is the electrically powered steering that comes in place of theoutgoing models hydraulic unit. However, the suspension layout is traditional, a combination ofMacPherson struts up front and a torsion beam axle at the rear.

Hyundai has really upped the quality ante in the recent past and the Verna is no exception withreasonably tight panel gaps and a paint job that has a deeper gloss than before. However, it still doesntexude that feeling of solidity of a European car like the Fiat Linea and the door shut has a disappointinglyhollow feel to it. Perhaps its because the Verna is on the lighter side. Despite all the equipment thatspacked into it, the 1.6 diesel Verna tips the scales at 1191kg, its 1.6-litre petrol engine sibling weighing120kg less. This compares well with the competition for this class of car.

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Interior

Going by the new Vernas adventurous exterior styling, youd expect something equally funky on theinside as well. There is some disappointment here as Hyundai has played it safe with a ratherconventional design. The shield-like fascia though does look quite appealing. Beige is the colour of choicefor the seats and lower portion of the dashboard and this really enhances the ambience in the car.

Interior quality is impressive and is a big improvement over the previous model. We really liked thetextured dashboard, the damped feel to the AC vents, knurled finish on the climate control dials and thechunky steering (borrowed from the i20). Plastic quality is good but not consistent throughout the cabin.The power window switches look like they belong to a segment below and the faux wood on the dash

doesnt look convincing either. The door armrests are also poorly finished and the fit on panels near thefootwells could be better too. But overall, the Verna exudes a richness that makes the insides a niceplace to be.

There is reasonable space for knickknacks including a sunglasses holder near the rearview mirror. Butthe door pockets are shallow and not really suitable for holding more than a few newspapers at best.There is also a bottle- and cupholder beside the handbrake that comes positioned a touch too close to thedrivers seat.

Frontal visibility from the drivers seat is good but the sloping rear windscreen and high rear passengerheadrests hamper visibility out the back. The front seats themselves are well bolstered with amplesupport for your back. If we had a grouse with these seats, its with the short squabs and a general lack ofunder-thigh support. But this is more of an issue at the rear which, along with just about average

headroom and restricted visibility out of the rear window (a side effect of the Vernas high belt line), markdown the Verna as a chauffeur-driven car.

Passengers will also have to slightly contend with the Vernas low stance getting in and out could be anissue for some. The generous width and flat floor offer enough space for a fifth passenger but the seatcontours make the rear bench best for two. Earning back brownie points is the generous legroom at therear and a nicely angled backrest.The Vernas 465-litre, well-finished boot is generously trimmed and offers more than adequate space forlarge suitcases. The trouble is the loading lip which has a narrow aperture and is quite high.

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Take one look at the equipment list on offer on the 1.6-litre Vernas and you could mistake it for a car in ahigher class. You get keyless entry, rear parking sensors, Bluetooth connectivity, climate control, an iPod-ready music system and steering-mounted audio controls. And were talking base models here. Thehigher SX trim level comes with even more goodies like electrically foldable external rearview mirrors, anautomatically dimming internal rearview mirror, a reverse camera, cooled glovebox and alloy wheels. Thetop-of-the line SX (O) variant gets ABS with EBD and leather upholstery in addition to the above. Phew.The automatic variant (on offer with either 1.6 engines) will only be sold in top spec, making it the mostexpensive car in the range.

Performance & Economy

Depress the clutch, thumb the starter and you will realise just how refined Hyundais latest U2 dieselengine is. Idle is a mild hum and even when you get going, noise and vibrations are well contained.

This 1.6-litre common-rail diesel churns out a class-leading 126bhp and 26.5kgm of max torque but thesefigures are only impressive on paper. They somehow dont translate into blistering performance on theroad. Its 20-80kph timing of 13 seconds is actually half a second off the older Vernas time. And this isdespite the new car having an additional sixth ratio. The culprit here is the tall gearing which has bluntedperformance in the interests of fuel efficiency. In fact, you have to really break the highway speed limit tomake the most of the sixth gear which, at 80kph, turns over a lazy 1500rpm, which is just above tickover!

Power delivery, however, is pretty linear and you can barely feel the turbo kicking in. Theres a gentlesurge at around 1900rpm, followed by a strong thrust till the models 5100rpm rev limit. Whats good isthe engine is fairly tractable for normal driving and you dont have to constantly work the smooth-shifting

gearbox.

Like the diesel, the all-new Gamma petrol engine scores high on refinement too with a near-silent idle.Peak power is 121bhp, making this the most powerful car in its class. But once again, the car just doesntfeel as fast as it should forcing us to suspect the power of the Korean horses under the hood. The dash to100kph is completed in a brisk 11.49sec and the engine has a fairly linear power delivery. The mid-rangeis strong but the top end beyond 4000rpm is stronger. So as the revs rise, the Verna pulls harder. Hence,to get the most out of this engine, you need to keep the motor spinning. This can be a task at timesbecause with widely spaced ratios (between second and third), the engine doesnt always fall back intothe meat of the powerband, even at high rpm upshifts. The five-speed gearbox itself falls easily to hand

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and is always smooth in operation.

Tall gearing may have dulled the diesel Vernas performance but it has also enhanced mileage. 13.8kpl inthe city and 17.9kpl on the highway is impressive for such a powerful motor. The petrol Verna did welltoo, returning 9.8kpl within the city and 15.3kpl on the highway. Long distance range is a bit restricted asa result of the relatively small 43-litre fuel tank.

Ride & Handling

If your driving is restricted to the city, youll love the Vernas electrically powered steering. It is light and

just what the doctor ordered for effortless scything through crowded urban streets and squeezing intotight parking spots. Drive faster than city speeds and the story becomes quite different. There is anirritating dead zone at the straight-ahead position and a disconcerting inconsistency in the way thesteering weights up. So what you get is a rather disconnected driving experience with little feedback fromthe road. Hard acceleration also brings about some torque steer on the diesel Verna.

Given Indias roads, ride quality can make or break (literally too) a car. The good news is that the Vernadelivers on this front. Low speed ride is good with the softly set-up suspension ably absorbing all but thelargest potholes. There is, however, a fair amount of vertical movement on the petrol Verna especially atthe rear, this bobbing only amplifying with speed. The diesels stiffer front springs (to carry the additionalweight of the engine) do their bit in delivering a flatter high speed ride. The added weight up front alsoallows the steering to weight up better.

High speed bumps also tend to unsettle the Verna a fair amount and call for a steady hand on thesteering wheel. Straightline stability is average and not quite as reassuring as it should be. The Vernasride-oriented soft suspension has also invariably dulled driving dynamics. Cornering manners are tidy butthis is no Ford Fiesta. The body rolls quite a bit and, given the vague feel at the wheel, does not bode wellfor really enthusiastic driving. However, there is ample grip from the oversized 195/55-R16 Bridgestoneswhen such an occasion does arise.

The Verna comes with disc brakes all around and the top-end model we tested is equipped with ABS andEBD as well. Sadly, the brake pedal is devoid of much feel in the crucial first few centimetres of travel.

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Also, in panic stops, the soft rear struggles to hold its line and threatens to step out. This can getunnerving if you are not used to it.

Verdict

8/10

While enthusiasts may not take well to the Vernas floppy high speed ride and uninvolving driving

experience, these are secondary considerations to typical buyers in this segment. What you get is

smashing styling and really well designed and comfortable interiors. Then there is the strong punch from

the pair of highly refined petrol and diesel engine powertrains. Also, low speed ride is good and the light

steering is a boon in the city. And given the long list of equipment on offer, you do get a whole lot of car

for your money. The Verna may not be exceptional in any one area but as a jack of all trades and very

competitive pricing, it has the makings of a winner.

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Data

Specification

Verna

Length 4370mm

Height 1475mm

Wheel base 2570mm

Width 1700mm

ENGINE

Fuel Petrol/Diesel

Type 4-cyls in-line,1591cc petrol/ 4-cylsin-line, 1582cc,diesel

RANGE AT AGLANCE

Engines 1.4 Petrol 105bhp6.99 lakh, 1.6Petrol 121bhp 7.64-9.64 lakh, 1.4Diesel 88.7bhp

8.09 lakh, 1.6Diesel 126.3bhp8.74-10.74 lakh

Performance

ACCELERATION

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Installation Front, transverse

Bore/stroke 77.0/85.44,77.2/84.5

Compression

ratio

10.5:1/17.3:1

Valve gear 4 valves percyl,dohc/ 4 valvesper cyl,dohc

Power 121.3bhp at6300rpm/ 126.3bhpat 4000rpm

Torque 15.8kgm at4200rpm/ 26.5kgm

at 1900-2750rpmPower to weight 113.25/ 106.04bhp

per tonne

TRANSMISSION

Type Front-wheeldrive

Gearbox 5-speed manual/6-speed manual

CHASSIS&BODY

Weight 1071kg/ 1191kg

Tyres 195/55-R16

SUSPENSION

Front Independent,MacPhersonstrut, coilsprings

Rear Non-independent,torsion beamcoil spring

STEERING

Type Rack and pinion

KPH TIME (sec)

0-10 0.60, 0.59

0-20 1.20, 1.14

0-30 1.75, 1.67

0-40 2.75, 2.36

0-50 3.64, 3.56

0-60 4.92, 4.51

0-70 6.29, 5.64

0-80 7.66, 7.51

0-90 9.14, 9.01

0-100 11.49, 10.54

0-110 13.86, 12.33

0-120 16.16, 15.20

0-130 19.38, 18.12

0-140 23.36, 21.26

0-150 27.95, 25.37

0-160 27.95, 31.490-170 27.95, 38.58

ACCELERATIONIN GEAR

20-80 in 3rd gear 12.65s/13.00s

40-100 in 4th gear 18.30s, 15.10s

BRAKING(DIESE)

80-0 kph 24.29m 2.19s

ECONOMY

City 9.8/13.8kpl

Highway 15.3/17.9kpl

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Type of power assist Electric

BRAKES

Front Ventilated discs

Rear Solid discs

WHAT IS COSTS

Ex-xhowroom,Delhi Rs 8.94 lakh/ Rs10.04 lakh

Warranty 24 month/unlimited km

Average 12.55/15.85kpl

Tank size 43 litres

Tank range 540km/680km

Source:http://www.autocarindia.com/roadtest/a6-30-tdi

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