Chevrolet Tavera Neo 3 Max -7 STR BS-IV

General Motors has officially launched its 2012 Tavera facelift just when Mahindra is planning to launch its Xylo facelift. The 2012 Chevrolet Tavera Neo 3 will bring some significant changes. For the exterior, General Motors gives it new design headlamps, dual tone colors, bigger Chevrolet badge, new alloy wheels and chrome inserts. For the interior, The 2012 Chevrolet Tavera Neo 3 gets a new 3-spoke steering wheel, dual cockpit design and an all-new instrument cluster with blue illumination. Surely, the biggest change happened on the engine. Now, the Tavera is powered by TCDi 2.0-liter engine, which produces 263.7 Nm of torque at 2500 RPM and 106.8 PS at 4000 RPM.

To maximize the engine performance, the Chevrolet Tavera Neo 3 uses 5-speed manual transmission, BS4 compliant and 55-liter of fuel capacity. However, even the facelift version has been launched already but the current Tavera with BS3 engine 2.5-liter will still continue to be sold. According to GM, the performance of the current Tavera is still reliable and suitable with the market. The current Tavera models have recorded quite remarkable sales last year. It became one of several options for families that need big SUV with high-end features and comfort.

Chevrolet Tavera is in the competition with Mahindra’s Xylo, so when both carmakers launch the facelift version of the SUV, the automotive enthusiasts feels surprise. We have to remind you that the current Chevrolet Tavera’s engine offers 80 PS of maximum power at 3900 RPM and 186 Nm of torque at 1800 RPM. General Motors will also targeting the taxi segment with the version. Chevrolet Tavera is coming in Neo, Neo Max, Neo LS and Neo LT trim levels using those engine types. It’s a relatively uncomplicated motor – it uses a two-valve per cylinder, single overhead camshaft layout, but also has piezo injectors that support upto four injections per cycle and inject fuel at a pressure of upto 1600bar.

Though the Tavera and Rhino have similar body styles and are used for the same applications, wiggling the new engine into the Chevy’s engine bay was no easy task. This engine was originally intended for a transverse layout in a Rover, and GM had a considerable challenge tweaking the noise, vibration and harshness package to suit its longitudinal application in the Tavera. New engine mounts had to be designed; the cooling package had to be improved and all this had to be done within the existing constraints of the Tavera’s engine bay. Other challenges came from the fact that the previous BS III motor had its air intake on the right of the engine, and the common-rail one has its on the left. This made the accommodation of the turbocharger and exhaust manifold even more complicated.