Xuv500 making videos,kotler marketing objective questions and answers,site to build computer,download video maker slideshow - Review

We had initially taken a short test drive of the Mahindra XUV500 last week, and so we won’t delve too much into the looks and fit and finish.
Instead we’ll take you through what it is like to live with an XUV500, driving it in varied traffic conditions and out on the highway, and using the extensive list of features it offers. Our initial test drive had us wanting more to fully understand this Cheetah-inspired vehicle’s behavior.
Cranking up the cold engine, the XUV500 was fairly silent, with hardly any vibrations filtering in. The XUV500 features disc brakes all around and it is equipped with ABS as well as an electronic stability program (with rollover mitigation). The vehicles character is such that as you accelerate normally, you reach three digit speeds without even noticing it, while the engine rpm hardly rises, due to the tall sixth gear. Once on the highway, we got to sixth gear, pressed the cruise control button at 70kmph and let it cruise for nearly 10 km, after which we continued to do some very leisurely driving while checking out various other functions of the vehicle. Automatic climate control: This is the first Mahindra vehicle to get automatic climate control.
Bluetooth and infotainment system: One can pair up to six mobile phones on the “Mahindra Bluesense” Bluetooth system. The problem with such integrated head units – which also have multi-function capabilities and are connected to the vehicles IVN (in-vehicle network), is that they can’t be replaced by aftermarket units. Follow-me home lamps: Follow-me home lamps activate the moment you pull the key out of the ignition at night and remain on for about 30 seconds, allowing you time to leave the vehicle and theoretically reach your front door. Lead-me to vehicle lamps: Not that we weren’t able to find the XUV500 – as it stands out even in a dark parking lot, but this is a useful feature as well. Auto fold mirrors: The outside mirrors have an excellent field of view and are power-folding.
Cruise control: Cruise control works effectively at speeds above 40 kmph in either third, fourth, fifth or sixth gear. Hill-hold function: This is a useful feature to have especially in cities that have plenty of slopes. Hill descent control: Activated by a switch on the dash, hill-descent control allows the vehicle to move down a slope safely, without you having to touch the brake or accelerator, preventing it from going above speeds of 30 kmph.
There are more features such as in-built GPS Navigation from MapmyIndia, Start-Stop micro-hybrid system, electronic stability program, camping lamp, alloy wheels, tyretronics to monitor tyre pressure, innovative storage spaces for magazines and even an umbrella, conversation mirror and standard safety features such as six airbags. After living with the XUV500 for three days and 430 kms, we are happy to report that all the gadgetry works just fine and the vehicle has good on-road manners.
Mahindra sibling rivalry: Brawny Scorpio vs brainy XUV500First drive: Is the Mahindra XUV500 really worth the hype? About UsTo make an informed choice, car buyers need insights and information that only someone with first-hand experience with a vehicle can provide.
CarToq recently got to keep and extensively drive a gleaming Tuscan red XUV500 W8 over three days and 430 kilometers to get to know the vehicle deeper. We also learnt that there are very few parts of the NCR that are uninhabited, or rather uninhabited by XUV500 fans!  From owners of Innovas and Swifts to a Fortuner and a BMW X1, everyone stopped to have a look, making it difficult for us to finish up our video filming during the extended road test. Let’s just say, besides some small gripes, the XUV500 delivers on what most buyers would expect of it – good road manners and decent comfort levels.
Our test vehicle had done 2,652 kilometers already when we took delivery, enough mileage to have run in the engine and loosened up notchy bits.

The cable-shift mechanism on the XUV500’s 6-speed manual transmission is not as positive as the direct mechanical linkage on the Scorpio’s gearbox.
However, it is transversely mounted and drives the front wheels, unlike the traditional longitudinal mount, rear-wheel drive in the Scorpio. At this speed, the engine was ticking away at a very lazy 1400-1500 rpm (the speedometer and tachometer gauges are a little hard to read because the most part of the needles are hidden behind fuel gauge and temperature gauge dials). The vehicle also crawls along in bumper-to-bumper traffic with hardly any effort, as the good low-end torque (a typical diesel characteristic) allows it to inch forward in second gear without any throttle inputs. Essentially this senses when the wheels are losing traction and cuts throttle power momentarily to the wheels to bring it back in control.
Out on the highway, the XUV can maintain three digit speeds all day without straining the engine.
The front seats are comfortable, with both the driver’s seat and passenger’s seat featuring lumbar support adjustments. It’s one of the best in terms of rear seat legroom and three people can sit abreast comfortable with their legs stretched out.
Once you’ve paired a phone, you can make and receive calls as well as stream music from your phone to the music system. Therefore, if you want better audio quality, you’ll really have to look hard to find ways to improve it.
The twin headlamps have a halogen projector unit for the low-beam, and a regular halogen reflector unit for the high-beam. This is a third set of 35 watt headlamp bulbs housed in a reflector pointing sideways in the headlamp unit. It switches on the headlamps and the puddle lamps under the mirrors when you press the unlock button on the remote while approaching the vehicle from a distance.
One just needs to press the set button to get cruising and then increase or decrease speed only using the steering controls.
It has good on-road manners, drives well and is quite comfortable for everyday city use as well as long, cross-country road trips. Was confused because you just mentioned the price of the front-wheel variant, didn’t know it was the review material. The clutch is fairly heavy, but not very much different from the Scorpio’s hydraulic clutch. The gear lever also has a fairly long throw, meaning you have to move your arms quite a bit to shift. We did some fast lane changes and the XUV didn’t exhibit much body roll (though compared to a sedan there is still a lot of roll, but compared to other SUVs like the Scorpio or Safari it’s well controlled). The next time we looked at the average mileage information display it showed an unbelievable 16.4 kmpl!
However, the slightly stiff suspension setup allows for a bit too much of a rebound (giving it a bouncy feel) on speedbreakers and undulating surfaces.
It however has a separate electric blower control for the second row, and fan speed can also be adjusted independently from the third row.
Audio quality is just about average for the system and audiophiles may want to upgrade the speakers in the doors for better sound quality.
The throw of the high beam is excellent and it can actually force others driving with high-beam to quickly dip their lights with just a couple of flicks.

These are activated whenever the vehicle is in motion with the headlights on, and the steering is turned more than 45 degrees to either side. This turns on hidden red lamps all-over the cabin – around the front map lights, inside the door handle enclosures, under the seats and in the foot well, again giving it the feel of ambient lighting used in some airlines.
The central infotainment screen begins to show distances once you’re within 1.5 meters of an obstacle behind the vehicle. This holds the vehicle for about 2-3 seconds on the slope even after you take your foot off the brake, allowing you enough time to engage the clutch to move off without rolling back.
It just might for the kind of space it offers, if sedan buyers are willing to compromise a little on overall ride quality.
And typical plastics and third row vertical seats like typical Mahindra adds to the mess Why couldn’t they spend another 25K on some good plastic and also avoid the third row passenger sitting on the road? Reverse gear is engaged in European style – next to first gear – by pulling up on the locking ring. The engine puts out 140 bhp of power at 3,750 rpm and 330 Nm of torque at 1,600 to 2,800 rpm. The brakes are sharp and stop the vehicle perfectly without any dramatics (unlike the Scorpio).
The steering features tilt and telescopic adjustments which allow you to find the optimum driving position pretty easily, although the tilt adjustment range isn’t too much. At high speeds and on twisty roads, rear seat passengers do get thrown about a bit, as the seats are only just ahead of the rear axle, allowing you to feel a good degree of sideways movement.
The climate control unit has a sun-load sensor on the dash, which instantly allows the vehicle to chill the interiors to your comfort levels. It has good treble, but poor bass, and after messing around a lot with the equalizer settings, we managed acceptable levels of sound quality. In automatic mode, the headlamps turn on the moment you drive into a basement parking and switch off when you leave, with the central display showing when you’ve turned the function on. Both static lamps (left and right) come on simultaneously, unlike the Skoda Yeti which switches on only the lamp on the direction you’re turning in. It’s good that this is a standard feature, because visibility out of the interior rear view mirror is poor. There are puddle lamps below the doors too, as well as door open warning lamps on all four doors. If there is one key area of improvement we would like in the XUV – it is in the feel of the gear shift mechanism, especially in first and second gear. The best part of this engine is that there’s hardly any turbo-lag and it accelerates eagerly from standstill. In city traffic, after about two hours of driving it dropped to a more realistic 14.3 kmpl, which again was pleasing enough. The rear-seats recline to a certain extent as well, giving you that first-class airline seating feel.

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