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|1st July 2016, 20:01||#1|
Datsun Redi-GO : Official Review
The Datsun Redi-GO has been launched in India at a price of between Rs. 2.39 - 3.34 lakhs (ex -Delhi).
What you'll like:
• Funky styling! Looks great for an entry-level hatchback
• Value-for-money pricing. Starts lower than the Maruti Alto
• 799 cc petrol has good driveability & sufficient pep for the city. Fuel-efficient too
• 185 mm of ground clearance! Suspension's behaviour is well-suited to a city hatchback
• Tallboy interior offers high seating, supportive seats, decent space & a powerful air-conditioner
• 222 litre boot is more accommodating than the Alto's (177 litres)
• Warranty can be extended to 5 years / unlimited kms
• Equipment in a budget car (driver's airbag, DRLs, full MID, ICE remote & more)
What you won't:
• The superior Renault Kwid is priced only slightly higher
• 3-cylinder engine vibrates excessively (especially when idling) & sounds unpleasant (as the revvs climb)
• Mediocre highway performance & behaviour. Best driven <100 km/h
• Body-coloured metal inside the cabin looks really bad
• Missing essentials such as internally adjustable ORVMs & retractable rear seatbelts
• Cost cutting is evident in some areas (single wiper, 3 lugnut wheels, small 28L tank etc.)
• Nissan-Datsun's dealer & after-sales network is far weaker than that of Maruti or Hyundai
The 1.0L Engine:
• Link to review
Last edited by Aditya : 10th August 2017 at 15:10.
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|1st July 2016, 20:01||#2|
re: Datsun Redi-GO : Official Review
Last edited by GTO : 1st July 2016 at 21:20.
|1st July 2016, 20:01||#3|
The Redi-GO is Datsun's third offering in India:
Brand Datsun was reincarnated in 2013, only for developing markets (primarily India and Russia). They sell 4 cars internationally (GO, GO+, on-DO and the mi-DO), with India getting the first two and now, the Redi-GO. All 3 cars so far have the “GO” nomenclature.
The GO failed to make an impact in the market, despite its low pricing and decent on-paper specs. Datsun realised that cheap, bare bones cars don't sell in India. The excessive cost cutting, poor build quality and unfamiliar brand found no takers in India. The terrible Global NCAP crash test scores and their specific suggestion to withdraw the car made matters worse (related link). It was a forgettable start for Datsun India.
Back to the drawing board & here is strategy v2.0. Better styling, more amenities & an effort to conceal the cost cutting as much as possible. The Redi-GO shares its CMF-A platform with the successful Renault Kwid. Their mechanicals are more or less the same (including the engine), yet the two are different. While the Kwid looks like a scaled down tiny SUV, the Redi-GO is designed as an urban car with a tallboy design. The 185 mm of ground clearance is impressive and you can bet that Datsun will use it as a selling point.
Datsun consciously made a styling effort to differentiate the Redi-GO from the Kwid and it has succeeded. Even the dimensions are different. The Redi-GO is shorter, narrower and taller than its French cousin. The wheelbase is also shorter by 74 mm. In terms of weight, the Redi-GO is 10 kilos lighter than the already light Kwid. In fact, the Redi-Go weighs merely 25 kilos more than the Tata Nano!
A tallboy design in such a small frame would look awkward, but I appreciate Datsun’s approach with the Redi-GO. Instead of going with a clean, simple & boring design (like the GO) which blends with the crowd, they have taken a far more radical approach. The Redi-GO looks funky and smartly uses styling as a talking point. In fact, the production car looks so much like the concept unveiled at the 2014 Auto Expo (related link). In the bright green coloured car that we had for the test, the Redi-GO looked as funky as a Mahindra e2o or Chevrolet Beat.
Production car picks up a lot from the concept showcased in 2014:
Build quality is a notch up from earlier Datsun cars, but is still economy-grade and light. To its credit, the panels don't feel as flimsy as the GO, although that's not saying too much. The inconsistently wide panel gaps are still present. I found the paint quality on all of the test cars a little rough and not as glossy. There was also an issue with the door closing action - they needed to be slammed hard. Shutting them lightly (as you would in other cars) left them half open.
In terms of safety equipment, the top variant gets a driver airbag. No ABS though.
The Redi-GO follows a tallboy design philosophy. The styling is a major differentiator in the entry-level segment. Looks especially funky in this lime green shade. Fake skid plate at the front & rear in contrasting colours (silver here, black with other body shades):
Quite a radical rear. Tail-lamps seem to be inspired from SUVs like the Honda CR-V & Volvo XC60. In terms of adornments, there's a big skid plate, chrome garnish & chrome exhaust tip. Doesn't look like an economy car, except perhaps for the thin 155 mm tyres. Tail-gate doesn't get a keyhole (openable only from inside):
Smart side profile. Character lines are prominent. Boasts 185 mm of ground clearance:
Look at that beefed up wheel arch! The Redi-GO starts off with a 98% localisation level and is manufactured at Renault-Nissan's Chennai factory. Like the Alto 800, no rear wash / wipe or defogger on any variant:
From the first offering to the latest, things have changed for sure. The business strategy has been overhauled. Datsun realised that cheap-looking, stripped-down cars won't sell in India. Even in the 2.5 - 3.0 lakh segment, products must have some aspirational value:
Big headlamps with a chrome embellishment inside:
Short bonnet and big grille. Grille has a honeycomb pattern & thick chrome outline:
No foglamps, but you do get daytime running lights. 6 LEDs inside! On the flip side, the LEDs are too dim and almost invisible in bright sunlight. Right above on the left is an open, empty space. On the right is the towing eye (no cover):
Once the headlamps are turned on, the DRLs go off automatically:
Just look at the flex in that bumper (thanks to TSIVipul for sharing it here)! Measures like these give the car its light kerb weight and low price. On the upside, it might also minimise damage from low speed crashes and aid pedestrian safety:
Look underneath and you'll see a black plastic oil sump. No engine guard:
Single arm wiper mechanism (GO had a double-arm unit). Doesn't cover the entire area on the driver's side and leaves quite a gap which could be troublesome in torrential rain:
Uses a twin-jet washer:
Being taller than its competitors, these 155/80 R13 tyres look very small & thin. No alloy wheels on offer. Higher variants get a full wheel cap, while the lower 'D' & 'A' trim levels only get a center hub cap. Wheels are mounted via 3 lug nuts, not 4:
Plastic wheel well cladding at the front which extends to the mud flap. Rear wheel well gets rubber coating:
Well-sized ORVMs in black. No body colour. Roll down the window and adjust with your hand!
Simple, old-school flap-type door handles. Body-coloured on the top three variants. These open with a sort of a metal clunk. Keyhole on the driver's door only (not on the passenger's side):
Long antenna reminds you of the Kwid! Ribbed roof for better structural stability:
Instead of a quarter glass, the rear window gets a black plastic insert. This reduces the glass area / visibility for rear occupants:
Just like the headlamp, the tail-lamp unit is also big. It follows the contours of the tailgate:
Single reversing light on the left tail-lamp:
HMSL is like the Kwid, not the GO:
Chrome accents on the tailgate and badging. No variant badges:
Safety reflectors are a separate unit, instead of them being housed inside the tail-lamp (like the Kwid):
Petrol lid is on the right side of the car. Most Indian & Japanese cars have it on the left (including the Alto & Eon), while European cars have it on the right (related thread):
Basic H-type torsion beam rear suspension. Check out the chrome tip here. Exhaust pipe shakes violently when the car is idling:
Panel gaps are inconsistent and / or wide. Not as much as the earlier Datsun models, but an eyesore nevertheless:
Some other shades of the Redi-GO:
Last edited by Aditya : 4th July 2016 at 07:48.
|1st July 2016, 20:02||#4|
Interior - Front
The best part about the tallboy hatchback is the ease of getting in and out. At 1,541 mm, the Redi-GO is taller than most of its competitors (except for the Nano which is 111 mm taller) and gets a high seating position. You simply walk into the car.
I feel the dashboard is decently styled for an entry-level hatchback. The door and dash panels are well screwed together, and should (hopefully) be able to resist rattle. The first thing that strikes you is the light grey colour of the interiors (Datsun calls it Gereige); personally, I don't like this colour scheme as it's associated with cheaper cars (remember the Maruti 800?). The piano black finish of the center console is actually the only thing that stands out in a rather dull grey interior.
The quality of materials and overall design feel a notch up from the Datsun GO, but make no mistake, it's still economy-grade stuff in here. Feels better than the Alto, yet there's no comparison to the Hyundai Eon. You can easily flex some of the plastics here with your finger. Sufficient glass area & tall stance makes the cabin feel bright & airy.
One problem that I faced was the curvy center fascia interfering with my left knee (Omkar who is shorter didn't face this issue):
An angled shot of the dashboard:
Thick steering wheel is nice and ergonomic to hold. The thumb contours are properly positioned. Material used on the steering wheel is soft to touch. No tilt adjustment, but it's placed in a way that will suit most drivers. All driver controls are easy to access & ergonomically placed:
The horn boss is big and light to operate. You can honk by pressing ANY of the 3 spokes (two on the side & silver one at the bottom)! Driver Airbag is available only on the top end 'S' variant:
Meter console is similar to the Datsun GO's, with the same digital rpm gauge which is a good low cost solution (much better than not having a tachometer at all). It's not easy to read though and you will need to give it a second look. Warning lamps for the indicators, headlamps etc. are too dim during the day. Low cost bulbs too? Marked to 180 km/h, although top speed is rated at 140 km/h:
Small yet proper MID shows distance-to-empty, average & instantaneous FE and a trip meter. Low fuel warning too. Digital fuel meter, but no temperature gauge (only overheating sign):
The previous Datsun speedometer had gearshift points printed on the speedometer. Clearly a step forward, the Redi-GO gets a gearshift indicator. It's just a tiny arrow though:
Light and wiper stalks are basic, but of good quality. These are shared with the Kwid & have a RHD orientation (wipers on the left, lights on the right). The wiper gets two speeds only (no intermittent setting). Operating the windscreen washer doesn't start the wiper automatically; you have to do so separately!
Air-con panel is a straight lift from the Kwid, except for the knobs which are different. These operate nicely, but the ones of the Kwid look nicer (image link). No indicator light on the A/C button to show whether it's on or off. Even in the hot Kolkata summer, the effective air-conditioner kept the cabin cool & comfortable:
The three circular A/C vents are familiar (from the Nissan part's bin) & get a painted silver outline. Can be closed if you want:
What's unique is the fixed centre vent. Will remind you of the one in the Ford Ikon. This vent diverts 50% of the air flow to the rear seats. A smart & sensible solution for cars without rear a/c vents. Passengers at the back will be pleased. They'll never say 'a/c idhar ghuma' as Aamirbhai did in this movie:
Yuck! A lot of exposed metal body panels are visible from inside the car. You'll see it here on the door, and also the pillars. Looks awfully cheap. Notice the round plastic cover just below the door lever? This is where the manual window knob is placed in lower variants. The armrest is set at a decent height for taller folk, but the shorter amongst us might find it to be too high.
Check out how the window line tapers downward. It aids driver visibility.
Door feels light to operate and yes, you need to slam it shut. Lost count of the number of times we didn't manage to close them properly:
Front door pockets are too thin. Body-coloured metal screams c-h-e-a-p:
Thin seats are supportive enough and are far better than that of the Alto. Seatbase runs long too. The cushioning is a little too soft for my liking though. Fixed headrests, which is the segment-norm. I found the seats to be placed too close to the doorpads.
Headroom is healthy, but the cabin's width is very limited:
Tall drivers will face an issue as the seat's travel range is limited. It doesn't go as far back as I'd prefer and Datsun probably did this to showcase more legroom at the rear. Not cool. Apart from this issue, the high seating position is spot on for urban usage. Frontal & lateral visibility are good:
Basic and exposed fore & aft movement mechanism. The seat, being pretty light, moves around on the rails effortlessly:
Fixed seatbelts and old pull-type door locking knobs. No central locking system on any variant (even Tata Nano gets central locking):
Seatbelt mechanism is mounted to the floor (just like the ones in the Kwid) and not on the seat (as some cars have it). The fixture is pretty sturdy:
The placement of the ABC pedals is comfortable. No dead pedal or space to rest your left foot. Loose wires hanging around like this reminds us of Premier Padminis & HM Ambassadors. Just doesn’t look neat:
Yuck! Knob to pop open the bonnet looks like it was lifted from a tempo:
Boot & fuel lid release levers placed conventionally. These illuminated scuff plates are available as an accessory. Linked to the driver's door only (like the cabin lamp):
The floor mats have a rough material at the bottom which sticks as a whole to the floor. This beige coloured mat is a part of the easy-kit premium accessory pack:
Well-sized ORVMs are better than the Kwid's (link to image). Visibility is good. No adjustment stalks provided; you have to lower the window glass and adjust them with your hand!
On the other hand, the IRVM has limited visibility. No 'night mode' either. The IRVM vibrates badly at certain engine rpms:
Audio system with USB, AUX & CD. No bluetooth (also means no phone calls or music streaming). Surely a superior option to the Datsun GO's basic head-unit, yet not a patch on the Kwid's touchscreen ICE. Buttons are small and the display is too dim - very difficult to read. Sound quality is fair by segment standards. Also check out the shiny black center fascia here:
Door mounted speakers (only 2 at the front). Sound quality is fair at this price point:
There is even a remote control for the head-unit (more expensive cars don't get one). However, it's small in size and feels like the ones you get with cheap DVD players:
A look at the ports on the head-unit:
Poor positioning of the power window controls on the center console. These switches are simply not easy to reach. You'll be bending forward each time you want to operate the power windows. Two cup / bottle holders provided here:
Storage tray below the handbrake:
A small yet deep cubbyhole to the right of the driver. Perfect to keep some change or toll tickets. Rotary headlamp levelling knob (below) is basic & faces downward:
Center fascia has a 12V plug and another deep cubbyhole:
The glovebox is extremely small. Won't take much beyond the car’s documents and owner’s manual. Look carefully and you'll see the OBD port below:
Right above the glovebox is an open storage space. Though strangely shaped, this open cubicle does provide decent space. Datsun has wasted the top part of the dashboard. Main glovebox could have been made larger, or an additional glovebox could be offered there:
Open fusebox is unnecessary cost-cutting! Should have had a cover. Can be easily accessed under the dashboard (from the passenger's side):
Single cabin lamp at the front. Door-open light only activates with the driver's door:
Basic sunvisors. No vanity mirror, no flaps to hold tickets on the driver's side:
Rearward visibility is poor due to the small glass area, thick C-pillars & lack of rear quarter glasses. Exposed metal looks horrendous!
Standard Datsun key (just like the GO and GO+). No remote key, even for the top variant:
Last edited by Aditya : 2nd July 2016 at 07:24.
|1st July 2016, 20:02||#5|
Interior - Rear
The doors open wide and just like the front seats, the rear bench is placed high. Hence, ingress & egress are easy.
As you can see in this image, the rear window doesn't get a quarter-glass. Instead, there is ugly body-coloured metal! This reduces the glass area and looks awful. Further, that metal area is in straight view of the passenger when he is seated in a relaxed position. Missing quarter-glass aside, the rear window is adequately sized.
The doorpad covers the door partially, hence there's more body-coloured metal visible here. Like its competitors, the rear windows have to be operated manually. The armrest isn't as long as the front, yet provides decent support:
Doors open wide & the seat is positioned higher. This helps ingress & egress:
Smaller illuminated scuff plates at the rear. Egad! Look at that exposed wire:
Because the seat has a higher 'tallboy' position, overall support is adequate. You can see that the seatbase runs long too. Under-thigh support is good. Overall seat comfort is decidedly superior to the Alto. It's a flat bench though with no contours to speak of. The cabin's limited width makes it suitable only for 2, not 3:
Even with the front seats pushed all the way behind, Omkar could fit in. Legroom is sufficient, but of course, it's artificially enhanced by the limited travel of the front seats. The seats have fixed foam-type headrests which are supportive for short to medium height persons; taller folk will find back support to be limited.
The seatback angle is a little too upright; it should have definitely been more reclined. Headroom was still enough for Omkar (5'10"):
Maximum and minimum legroom shown in this picture:
Floor hump is prominent, but because we see this car as a 4-seater, it's inconsequential. We don't like the way that the handbrake console is mounted on it, although you can cover this area with the floor mat:
Fixed grab handle provided for the front passenger as well as those at the back:
The maximum level that the rear window rolls down to:
No seatback pockets, no door pockets. Other than the parcel tray, rear passengers don't get much in the way of storage:
Rear seats don't get retractable seatbelts (even the Kwid doesn't). Looks damn messy. There are hooks on the C-pillar which can be used to hang the seatbelt buckle when not in use:
Rear seatbelts get these hooks to park the buckle (when not in use), so they aren't lying around on the seat:
Thick parcel tray made of ABS plastic is available as an accessory. Should have had some sort of fabric cover. Look closely and you'll see that it's split into 3 parts; the two on the side are fixed. Only the main (middle) area moves up as the tail-gate opens:
You can't simply remove the parcel tray with one hand (like most other hatchbacks). You'll need tools and it will be quite an effort. We seriously can't understand why Datsun had to make it so complicated. Why try to reinvent the wheel?
This is what holds the parcel tray in the topmost position when the boot is opened. Clamps are flimsy:
222 litre boot is more accommodating than the Alto's (177 litres). No comparison with the Kwid's 300 liter boot though. The boot is quite deep and offers usable depth. On the other hand, the suspension does intrude from the sides. The toolkit and safety triangle cannot be stored beside the spare wheel, have to be kept in the boot:
With the rear seat folded down. This helps to carry more cargo, but the fixed parcel tray will cause an obstruction. You can remove the parcel tray, though it'll be quite a task. A silly design, really:
Full-size spare wheel with 3 lug nuts. Number-plate wire is almost fully covered up:
Two gas struts to open the boot. Loading lip is high up - you will need to 'lift up' luggage. The inside of the hatch does get partial cladding:
Last edited by GTO : 1st July 2016 at 21:09.
|1st July 2016, 20:02||#6|
Driving the Redi-GO Petrol
Even though the bay looks small from the outside, there's enough space on the back side of the engine. The motor uses a high percentage of plastic parts. The valve cover, oil sump and intake manifold are made of plastic. It also has a timing chain that is maintenance-free (rather than a belt):
Renault had developed an all-new 0.8L engine to power the Kwid, and that same engine makes its way to the Datsun Redi-GO. The aluminium 3-cylinder 12v DOHC 799cc unit develops the same 53 BHP @ 5,678 rpm and 72 Nm of torque at 4,386 rpm. Bring in the light kerb weight and you're looking at a power to weight ratio of 85 BHP / ton. In comparison, the Alto 800 has a power to weight ratio of only 68 BHP / ton, while it's 77 BHP / ton for the Eon 0.8L. Of course, let's not forget that the Eon & Alto are both available with more powerful 1.0L engines as well.
This isn't a refined engine and the overall NVH package isn't satisfactory. The roughness is apparent as soon as you fire up the engine. Turn the air-con on and things get even worse, with a rough & lumpy idle. Vibrations can be felt throughout the body structure! Keep the door open and you can literally see the entire door shaking. At certain rpms, the IRVM vibrates badly as well. Of course, these vibrations go away when you increase the revvs a little bit or when driving around. An easy solution from Datsun would be to increase the idling rpm a little bit. Other than this fly in the ointment, the engine sound from outside (with the air-con on) is weird at times...almost like a mistuned 2-cylinder motor. On the inside though, shut the doors, roll up the windows and sound levels are just about acceptable.
This small petrol is clearly tuned for city driveability. Good thing as such hatchbacks spend most of their life in urban confines. The initial accelerator response is peppy. Release the clutch from a standstill and, with just a small dab on the light throttle, the Redi-GO lunges forward. You need to be gentle with throttle input. This sharp throttle response coupled with the lightweight feel of the pedal actually takes time to get used to. You end up pressing the pedal a little hard (unintentionally) and then, immediately let go of the throttle as the car moves ahead in excitement. It is especially true in bumper to bumper traffic and makes the Redi-GO jerky.
In-city driveability is satisfactory. You can upshift early and stay in a higher gear. The engine feels best at city speeds up to 80 km/h; the Redi-GO accelerates quickly to that point and doesn't feel underpowered till about 90 km/h. Beyond that, progress is slow and you need to start wringing the engine + gearbox. As you approach 100 km/h, power tapers off (as expected of a 0.8 liter engine). Additionally, the mid-range is weak, hence for overtaking, you need to downshift & use the gearshift judiciously. Even on inclines, you'll have to work the gearbox. Like other 0.8L cars, the air-con has an effect on engine power. There's a noticeable difference between driving with the air-con on & off.
There’s no real fun to be had if you push this motor. It is clearly tuned for low-speed driveability and fuel efficiency. The power band is narrow and - after that initial surge of power - there’s not much the engine offers in the higher rpm range. She redlines at ~5,200 rpm which is low for a petrol engine. What's more, the 3-cylinder engine becomes loud and crude near the redline, taking the pleasure out of driving it hard. On the highway, it's best to drive the Redi-GO in a relaxed manner. The 5th gear is tall and chosen for fuel economy. That also means you have to downshift to 4th every time you lose momentum (even at 80-90 km/h) to get back up to speed.
Datsun has tuned this engine to maximize efficiency. The CMVR rating is 25.17 km/l which is identical to the Kwid's ARAI rating; the Nano (23.6 km/l), Alto 800 (22.74 km/l) and Eon (21.1 km/l) are behind. With its light kerb weight & small 3-cylinder engine, the Redi-GO should deliver consistently good mileage figures.
The Redi-GO has a light clutch and the gears are easy to slot with medium-length throws. There is a rubbery side to the gearshift, yet it is sure-slotting and you won’t miss a shift. You need to pull the ring up the neck for reverse gear (located to the left of 1st gear).
In the area of NVH, as mentioned earlier, vibrations at idle with the air-con on are excessive. On the move, refinement levels are acceptable at regular rpms. At high revvs, that typical 3-cylinder thrum & harshness are evident. The engine sounds very unpleasant here. It's best to upshift early as this motor is anyway about low-end power delivery. Wind & road noise are under acceptable limits until 80 km/h, which is what you'd expect in an entry-level hatchback. Post that, they progressively increase with speed.
Sharing the chassis and mechanical parts with a Renault has its upsides - it reflects clearly in the ride and handling departments. Ride quality overall is composed & absorbent. Urban dwellers will be comfortable on their daily drive to work as small to medium level imperfections are handled well. It does ride stiffer than the Alto though, and this can be felt over big / deep potholes. The Datsun isn't as supple as the Alto 800 in these conditions. Till 80 - 90 km/h, the suspension remains composed enough; at higher speeds, the Redi-GO simply doesn't feel planted. Blame its small size & wheelbase or lightweight construction, but you just don’t get much confidence at triple digit speeds. There is an unpleasant vertical movement over undulating surfaces as well. As is the case with all other entry-level hatchbacks, I would seriously recommend limiting the speed on highways.
The light steering is effortless to use. This, along with the low-end torque & light clutch, make the Redi-GO a breeze to drive in the city. The turning radius is small too at 4.7 metres (Alto = 4.6 metres), this Datsun is a very city-friendly car. When out on the highway, again, remember to keep the speed in check. This is a lightweight budget hatchback meant primarily for commuting <90 kph. Grip levels from the puny tyres are acceptable for a sedate driving style (we still recommend a tyre upgrade). She doesn't give up her line easily. Push a bit more and you'll see understeer coming in. We didn't like how the steering stays light at speed; it should have weighed up more. There's no feel from it either. Since the suspension is jacked up, body roll is present, but it's never alarming. Just remember to respect its limits as an entry-level car. That said, there isn't a doubt that the Redi-GO's on-road behaviour is much superior to the likes of the Alto. With a tyre upsize to 165 or even 175, that should further improve.
With 185 mm of ground clearance and this wheelbase length, the Redi-GO won't be scraping its underbelly on bad roads or speed-breakers. She cleared whatever we threw at her without complaint.
ABS isn't available on any variant. This saddens us as we consider ABS at least as important (if not more) than the driver-side airbag that the top variant gets. The brake pedal is under-servo'ed and requires a little more effort than usual. Overall brake feel is consistent and the modulation is easy too; just that the effort required is a bit more & takes getting used to. In all other areas, they work as expected. Like other economy hatchbacks, the brakes are more suited to an easy driving style.
5-speed MT has a rubbery side to it, but is still fair to use. Clutch is light. Reverse positioned to the left of 1st:
799 cc 3-cylinder engine is shared with the Kwid:
The intake manifold and valve cover are made of plastic for weight reduction:
Insulation sheet under the bonnet. Not many petrol cars have one, leave aside an entry-level hatchback. Doesn't help much though. NVH levels are poor:
Carpet-type insulation for the firewall:
Check out the rubber engine mounts - these let through a lot of vibrations:
Plastic oil pan with a ribbed structure to provide rigidity against stones and flying debris. We'd have preferred a stronger metal sump though (despite the 185 mm of ground clearance):
Last edited by GTO : 1st July 2016 at 21:08.
|1st July 2016, 20:02||#7|
• We still don't think that the Renault-Nissan combine should push a third brand (i.e. Datsun), especially when there's a lot of work to be done on the first two. The group might be spreading itself too thin. When resources are limited, it's better to allocate them to one or two projects, instead of three. Of course, Datsun has already overtaken Nissan in 2016, and the Redi-GO will further enhance that lead. Nissan isn't going anywhere in India, so maybe that's the brand that should be retired instead? Whatever the case, we believe the group should focus on and invest in 2 brands at the most.
• The Kwid will be getting a 1.0L engine and an AMT soon, but the chances of a Redi-GO 1.0 L seem to be slim. It's all down to positioning and Renault will want to keep that advantage with the Kwid.
• The Redi-GO comes with a 2 year / unlimited km standard warranty. Extended warranties up to 5 years (with unlimited km + free roadside assistance) are on offer. As you know, Team-BHP strongly recommends extended warranties - related thread.
• A preliminary check-up would be conducted at 1,000 km. The first service is at 5,000 km, followed by another one at 10,000 km. Subsequent services have convenient 10,000 km intervals.
• Available in 5 colours: Lime Green, Silver, Grey, Ruby and White.
• The Renault Kwid fared poorly in the Global NCAP crash tests (related news), thus we can safely assume that the Redi-GO will meet an identical fate. Still, it's the same for all entry-level cars, including the Alto & Eon. Only game-changer in terms of safety will come from the government enforcing strict safety norms.
• Datsun is offering 5 accessory packages to customise the Redi-GO. Prices range between Rs. 6,250 to 15,990. The accessory packages are priced reasonably, and the artificial leather does make a difference to the interior ambience.
• There are five variants of the car namely, 'D', 'A', 'T', 'T (O) and 'S'. We predict that, if new higher variants are introduced in the future, they will be called 'U' and 'N'. Get it ?
• The mid variant 'T' gets a mobile docking system instead of a proper head-unit. Remember the one in the GO (image link)?
• The engine's timing chain is maintenance free, yet there is no doubt it's contributing to the noise. Timing chains aren't as silent as timing belts.
• Fuel tank capacity is 28 liters. This is noticeably lesser than the Alto & Eon which get 35 / 32 liter fuel tanks (respectively). Trivia = the Maruti 800 had a 28 liter tank too.
• Just like in the Kwid, the MID and cabin lamp stay ON for a short while even after the key is removed from the ignition slot.
• Datsun claims to have 231 dealership outlets in India (network shared with Nissan too). That's an impressive number for a new brand whose initial two products have flopped.
• To push sales, you can bet that Datsun will try to take advantage of the Kwid's waiting periods. With the Kwid taking away many Maruti Alto 800 customers, it'll be interesting to see how the Redi-GO performs in the market, as its price undercuts both those cars. This is Datsun's best shot yet.
• Earlier known as the 'i2 hatchback concept', the Redi-GO will be targeting young, first-time car buyers. 'Young' is key as it's mostly them who experiment with new brands. Research shows that older folk are more conservative and stick to tried & trusted brands.
• Datsun has launched an Android App which can be used to book a test-drive, book the car, find dealerships, get info on accessories, list specifications and more.
• Disclaimer: Datsun invited Team-BHP for the Redi-GO test-drive. They covered all the travel expenses for this driving event.
Last edited by GTO : 1st July 2016 at 21:07.
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|1st July 2016, 22:13||#8|
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Re: Datsun Redi-GO : Official Review
Thread moved from the Assembly Line to Official Reviews. Thanks for sharing, Anshuman & Omkar! Rating review 5 stars.
Datsun's second shot is definitely more convincing than its first (with the GO). You can tell the difference in approach. It's biggest competitor (and challenge) though will be the Kwid which - as you rightly said - is priced in the same vicinity. Still, the Redi-GO could attract those who don't want to wait for the Kwid or prefer the Datsun's styling. It's definitely well-priced for what's on offer.
After seeing so much action in the segments above, I'm pleased to see more & more options in the entry-level category. Competition makes everyone work harder, including Maruti.
With the Redi-GO's expected sales tally, brand Datsun will now eclipse Nissan in India. It's already ahead so far in 2016.
Last edited by GTO : 1st July 2016 at 22:19.
|1st July 2016, 23:05||#9|
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Re: Datsun Redi-GO : Official Review
Excellent Review .anshuman and Omkar!
Regarding the exposed metal all over the interiors of the car, the first thing that came into my mind was...
... this! When Honda had done this in the Brio, it received some decent amount of thrashing.
What should we all be doing to Datsun than?!
It may look cool initially but at the end of the day when manufacturers are going ways to seal things so that the cheapest (read price-wise) cars, Datsun is going the other way. Not sure how such exposed metal parts would age with time in Indian conditions.
I was looking at the silencer pipe! Had they given a detachable end, it could have been used like a funnel to fill engine oil or when the one runs out of petrol!
|1st July 2016, 23:40||#10|
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Re: Datsun Redi-GO : Official Review
Excellent review .anshuman and Omkar.
As GTO said, this is definitely a much better attempt from the Datsun/Nissan when compared to the GO.
I have spotted this car thrice till now, twice in red shade and once in white. I take back my words regarding the looks of this car. It does look good from the outside, especially in the red shade. Infact this car looks more premium than the GO both inside out, keeping aside its compact dimensions and some exposed elements on the inside.
Though I still stand by my opinion about this car doing average numbers at the best. The Maruti Alto is a Maruti afterall and the Kwid is only about 20k more expensive than the equivalent model of the Redi-GO. A majority of the people will opt for the Kwid due to the small price difference, especially when it comes to the higher variants. One reason why people accepted Kwid apart from its look and equipment list was the Renault brand name. A name which became quite famous with the launch of the Duster. The brand Datsun is comparatively new and neither does it have the same value as the Renault brand, nor does it have a good presence throughout India. They could have equipped the Redi-GO a bit more so as to take some more sales away from the Kwid(like a touchscreen infotainment system, remote key etc.).
One thing that made me particularly happy was the inclusion of tachometer in the car. No other car in the segment has it except for the Alto k10 VXi.
Last edited by AYP : 1st July 2016 at 23:42.
|1st July 2016, 23:48||#11|
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Re: Datsun Redi-GO : Official Review
Fiat Palio was probably the first car with body coloured metal panels on the inside. It looked quite cool 12 years back. Anyway, I think its OK for entry level cars (Nano, Alto, RediGo etc) to sport these because it is a differentiating factor that lifts up the usual boring grey interiors.
Coming to RediGo, when I saw the photos on Autocar India, I was not impressed - but Team-BHP photos has changed my mind. I can now see that RediGo will appeal to an audience that is put off by SUVish looks of the Kwid.
All that is missing from the line up is an Easy-D (D for Datsun) version
Last edited by smartcat : 1st July 2016 at 23:49.
|2nd July 2016, 01:11||#12|
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Re: Datsun Redi-GO : Official Review
I may be going against the tide here, but I don't think this car is going anywhere. The Alto, Eon and Kwid have established themselves, and it's going to take a very capable product to make the customer stand up and notice, and the redi-Go is not.
There are far too many rough edges inside this car. The Kwid in comparison, feels far far nicer inside and out. IMHO even the Alto doesn't have so many visible signs of cost cutting, and the Eon is eons ahead. That aside, this car isn't excellent in any department.
Sorry Datsun, but you're going to have to try harder!
|2nd July 2016, 01:32||#13|
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Re: Datsun Redi-GO : Official Review
Nice review as always. A well deserved 5 star.
If Nissan can improve the number and quality of service centres then this car is surely going to give a lot of headache to Eon I think.
Special mention must be made for the horn pad. Why other manufacturers can not provide such a user friendly horn pad? In my Polo GT TSI every time I have to lift my entire palm from the steering wheel to push the horn.
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|2nd July 2016, 02:58||#14|
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Re: Datsun Redi-GO : Official Review
Very nice review of a car that could very well decide Datsun's future in India. They have made two decidedly poor and deservedly failed attempts, so this has to work.
I like the car because it is stylish inside and out, and provides some advertising bling. They've obviously had to cut costs in places, some of which are what I consider basics though, like the wash action without a wipe, two speed wiper and body sheet metal visible all over the place (though they've tried to hide it as style elements).
The sound described while shutting the doors reminds me of sound made by the front doors of the Maruti Omni which we had in the late 90's. Light, unsprung door meets hard lock with no sound insulating material in between
They've provided a pretty robust setup, for what it is worth. I don't think people usually dismantle the parcel tray very often, but it is a pain if one needs to carry extra luggage. 80/20 trade-off, I suppose.
|2nd July 2016, 03:35||#15|
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Re: Datsun Redi-GO : Official Review
Good job Guys!
Does this have 3 lug nuts or 4 on each wheel. I ask because the concept seemed to have 3 and I couldn't find out from the images now. I may have missed it.
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