Few remarks from NDTV
# The sheer stance and road presence of the Hexa is immense – far greater than what the Safari Storme pulls off
# The 19-inch wheels seem to have dramatically altered the way the car drives in terms of overall handling and the Hexa feels a lot less vague as compared to the Aria or even the Safari Storme. And now we come to what is possibly the cherry on the cake – ride quality.
# The Hexa as a package is a Neil Armstrong sized leap for Tata Motors when it comes to quality and design (especially on the interior). It is heavier than it should have been and that does affect on-road performance but as a comfortable people carrier, the Hexa could give the Toyota Innova a run for it’s money
# The Hexa came across as an impressively designed vehicle,which lend it a muscular look, which is easy on the eye. Unlike the loud design of the Mahindra XUV500 or the futuristic Toyota Innova Crysta, the Hexa is a vehicle one would be pleased to see day after day for years.
# While most torque converters (Auto box) have the inherent issue of shift shocks, this automatic is one of the most refined units we have driven so far.
# Once the drive mode was set to Rough Road, the MPV went through chicken holes or pot holes dug up alternatively, an incline where the car was taken sideways to showcase the lean capability, a small section where one side of the car was on ice and the other on gravel and so on. Here, the Tata Hexa did not fail to impress and we can bet that this system would work on an even tougher track.
# Tata has made no compromise here and safety aspect has also been well taken care of and that too with a very close attention. Both versions have ABS
(Anti-locking Braking System) with EBD
(Electronic Brake Distribution). Interestingly, there was another system to inspire confidence while panic braking. The Hexa would understand how quickly the right foot is shifted from the accelerator pedal, sensing imminent panic braking. The EBP or Electronic Brake Pre-fill then would force brake fluid through the brake lines, that would enhance braking efficiency . Autocar:
The engine can be had mated to a new six-speed manual gearbox offered in 4x2 and 4x4 versions, as well as with a six-speed automatic transmission that sends power solely to the rear axle.
It was the latter we sampled first and it immediately impressed us. The engine is surprisingly responsive and has a nice, linear spread of power, pulling cleanly from about 1,500rpm. There’s no spiky mid-range surge, just a mild swell of torque across a very broad rpm band. Automatic gearshifts are quick, smooth and very fluid and it makes the most of the Hexa’s performance. In fact, the automatic is substantially quicker than the manual and a 0-100kph time of 12.71 seconds for such a behemoth is pretty respectable. India Today:
The "comfort" mode is more inclined to offer fuel economy while the 'dynamic' mode remaps the electronics and this results in a boost in performance which is prominently felt. Then thereis the '4wd' mode which turns the Hexa into a decent off roader and thanks to the LSD, the Hexa can take on quite a bit of challenge. On the downside, the manual version of the Hexa does feel a bit heavy to drive. BBC Top gear:
As with any SUV, you sit high-up in a Hexa. The cabin is well-appointed and elegant with an array of soft-touch buttons and switches. Tata hasn’t gone in for anything fancy, here, but it still feels rich. Even the leather seats on this top model was nicely finished. Strangely, there are a few ergonomic issues – the front centre armrest is more useful as a storage bin than an armrest and the climate control display is oddly angled so the driver and co-driver can only see the bottom half. No dead pedal in the manual version will be bothersome over long distances. These issues apart, there is plenty of space. Digit:
Tata has provided a 10.1 speaker arrangement on the Hexa. The JBL-powered speaker setup includes a multi-channel amplifier, a subwoofer to the rear, and ten speakers arranged strategically to give you a wholesome surround sound experience. One speaker is placed right in front at the median, while the rest are either door-mounted or arranged at angular positions. To begin with, the system is incredibly loud, draining out any noise from the engine at volume levels of 13. Motoroids:
If you’ve ever been inside an Aria and scorned at the austerity, you’re in for a surprise the minute you step inside the Hexa. It’s a cut, scratch that, two cuts above the Aria’s interiors. Inside, the Hexa exudes this distinct, upmarket charm that can be felt in the materials, the 50 Shades of Black colour palette, the multi-coloured mood lighting, and the way things have been put or sewn together. The new dashboard is all about straight lines, with rectangular vents and full sized, soft touch plastic inserts that mimic leather. A note of appreciation for the build quality. Honestly, with the Tiago, I was convinced that Tata Motors had outdone themselves as far as build quality goes. But the Hexa takes it a couple of notches higher. ThrillOfDriving:
Tata’s new HorizonNext philosophy is on display in many nuances. For instance, the door lock/unlock button is front-and-centre where either the driver or passenger can reach it. The reverse camera can be activated by a button without engaging reverse. The maps are co-developed with MapMyIndia and run off your smartphone. Little good decisions that add up to a nicer experience. Inside the vehicle, the dash is very smart to look at, maintaining an all-dark theme. Controls fall to hand easily and visibility of the infotainment system and driver binnacle is good. Plastics look better than they feel. Seats are a particular high point, being in leather with contrast stitching (another learning from upmarket stablemates). They’re nicely bolstered and quite generous in size, which should be a plus for the heavy-set. Headroom is ample, save for the third row, which is okay. The second row provides a lot of legroom. Zigwheels:
There’s no getting away from it, the way the Aria tackles bad roads is very impressive. The 19-inch wheels make short work of lightly broken roads. The way the recalibrated suspension shrugs off bigger potholes and ditches is shocking at first. Tata say that the use of multivalve dampers has helped the suspension tackle off-road better while improving ride quality, too. No doubt, you can feel that at work on our roads, too. The chassis has also been made more rigid and this has helped tune the suspension better, too. The stiffer setup of the suspension at the rear has been done to make the Hexa more sporty to drive. What is apparent is that at highway speeds, it feels absolutely composed and does well to mask its size when being steered through traffic. However, if hustled hard you will feel the body roll, albeit in a controlled manner. Indian AutosBlog-IAB:
According to Tata Motors, the Hexa gets a ‘first in India’ patented curved LED taillights. The taillight element bends through the D-Pillar and looks quite attractive at night. The Hexa features a water wading depth of 450 mm according to Tata Motors. For reference, the Land Rover Discovery Sport (the Hexa is expected to cost a third of the Disco Sport) can handle a maximum of 600 mm. Carwale:
The only catch is – and we are talking about the manual here – the lag before the variable geometry turbocharger reaches maximum boost. The manual Hexa feels lethargic and heavy and unwilling till the rpm needle crosses the 2,000rpm mark. Beyond this, and before the engine hits 3,500rpm, the Hexa is on song. It pulls strongly, reacts well to throttle inputs and the engine sounds and feels reasonably refined. Past 3,500rpm, however, things get loud and a bit vibey. The good news is, the acceleration still refuses to let off, and the Hexa continues to gather momentum without bother very close to its redline. It’s not a character one generally associates with large, heavy SUVs. It was pleasantly surprising.
__________________________________________________ __________________________________________________ _________________________ My own observation and point here:
The initial Lag what every one is taking about will go away in lower models as the test vehicle was top of the line, fully loaded 4X4 unit which is heavy than the 4X2 unit and 4X4 unit will always have this trait in all available cars, thus It will provide much better performance in 4X2 guise and am sure, will show better numbers there with 400nm torque on Tap