The diesel engine is an all-rounder and feels capable on the highway. Keep the motor on the boil and it will deliver sprightly open-road performance.
Driving the 1.5L Diesel MT:
1.5L, 4-cylinder CRDi diesel fills the engine bay fairly well:
The Carens Clavis diesel draws power from a 1.5L, 4-cylinder CRDi engine with a variable turbocharger. The motor produces 114 BHP (@ 4,000 rpm) and 250 Nm (@ 1,500 – 2,750 rpm). This is the same motor that does duty in other cars from the Hyundai-Kia group. As far as 1.5L diesels go, this is as good as it gets, and the outright performance is enough to keep most drivers happy.
The diesel’s driveability is fantastic! There is almost no turbo-lag, and very few gearshifts are required around town. Power delivery feels quite linear, and this tune is user-friendly. The Clavis diesel is easy to drive in urban traffic. There is adequate torque delivery even before the turbo spools up, and the engine can pull in 2nd and 3rd gears from even under 1,000 rpm without much fuss. It clears our 2nd-gear speed breaker test easily. In the city, it is happy doing 40 km/h in fourth gear, with the engine spinning at ~1,250 rpm. Of course, if you are in a higher gear at very low rpm, and need to close a gap or overtake a slower vehicle quickly, you will feel the need to downshift and get the engine in its comfort zone. Above 1,500 rpm, the car starts feeling lively, and the engine comes into its powerband over 2,000 rpm.
The diesel engine is an all-rounder and feels capable on the highway. Keep the motor on the boil and it will deliver sprightly open-road performance. There is no push-into-the-seat feeling, though, as power is delivered linearly. The engine is more than adequate for expressways and handles all tasks well (including overtaking or climbing ghats). The 250 Nm of torque ensures that overtaking manoeuvres are nicely executed. Even in higher gears, there are hardly any downshifts required while overtaking slower traffic on the expressway.
The Clavis diesel can comfortably maintain 3-digit speeds all day long. That additional ratio on the 6-speed box allows a superior spread of power, and the gear ratios are perfectly chosen. Additionally, the 6th gear brings relaxed cruising ability. The car sees 100 km/h @ ~2,100 rpm. The engine has an enjoyable mid-range too. It revs till 5,100 rpm, but as is the case with most diesels, there is no point in going so high on the gauge. There’s not much go available after 4,500 rpm.
The diesel’s 6-speed gearbox is smooth to operate with short throws and a light shift action. The gates are well-defined. Its clutch is light enough, and the pedal has an average travel range.
Coming to NVH levels, the 1.5L diesel’s refinement levels are pretty good. It never sounds rough or too loud. On startup, there is a hint of body shake, and on idle, you can hear the diesel motor inside the cabin (though it’s not disturbing). If you concentrate on idling, you will feel a buzz on the steering, the pedals and the centre armrest. As the engine warms up, things become quieter. This 1.5L engine is among the most refined diesels around. In fact, when cruising on the highway, it doesn’t sound like a diesel at all. Things get loud only near the redline (4,500 rpm). Other than that, the engine is sweet and smooth.
The ARAI-certified fuel economy of the diesel MT is 19.54 km/l, while that for the diesel AT is 17.50 km/l.
Bonnet gets insulation on the underside:
