Independent artists have long struggled to gain recognition and attract an audience. Without the backing of a major label it can be very difficult for independent artists to obtain radio play time, that is, until now. Podcasting a revolutionary new medium, has opened new distribution channels for independent artists. Podcasting is the process of distributing audio files using the RSS format and has become very popular with the younger generations.

With the use of technology, independent artists have a unique opportunity available, using technology they can significantly expand the exposure of their music.

Why Independent Artists and Musicians Should Podcast

Independent artists have long struggled to gain recognition and attract an audience. Without the backing of a major label it can be very difficult for independent artists to obtain radio play time, that is, until now. Podcasting a revolutionary new medium, has opened new distribution channels for independent artists. Podcasting is the process of distributing audio files using the RSS format and has become very popular with the younger generations.

With the use of technology, independent artists have a unique opportunity available, using technology they can significantly expand the exposure of their music.

Why Independent Artists and Musicians Should Podcast

Whether you do email marketing, publish an RSS feed, or both, you will inevitably have customers that choose to unsubscribe from your communications. However, you may be able to limit the number of customers who do so. According to a recent report by ExactTarget, there are a variety of reasons why a person may unsubscribe. By understanding why customers unsubscribe from various communications, marketers can learn which marketing mistakes to avoid and keep their subscribers.

Why Do People Unsubscribe?

Whether you do email marketing, publish an RSS feed, or both, you will inevitably have customers that choose to unsubscribe from your communications. However, you may be able to limit the number of customers who do so. According to a recent report by ExactTarget, there are a variety of reasons why a person may unsubscribe. By understanding why customers unsubscribe from various communications, marketers can learn which marketing mistakes to avoid and keep their subscribers.

Why Do People Unsubscribe?

Whether you do email marketing, publish an RSS feed, or both, you will inevitably have customers that choose to unsubscribe from your communications. However, you may be able to limit the number of customers who do so. According to a recent report by ExactTarget, there are a variety of reasons why a person may unsubscribe. By understanding why customers unsubscribe from various communications, marketers can learn which marketing mistakes to avoid and keep their subscribers.

Why Do People Unsubscribe?

Independent artists have long struggled to gain recognition and attract an audience. Without the backing of a major label it can be very difficult for independent artists to obtain radio play time, that is, until now. Podcasting a revolutionary new medium, has opened new distribution channels for independent artists. Podcasting is the process of distributing audio files using the RSS format and has become very popular with the younger generations.

With the use of technology, independent artists have a unique opportunity available, using technology they can significantly expand the exposure of their music.

Why Independent Artists and Musicians Should Podcast

Just as the second generation of search engines and directories evolved into niche topic specific portals we are seeing the same occur in the area of RSS feed directories and search engines. While some directories are admittedly more niche than others the trend is obvious.

Why Niche RSS Feeds Matter

Catégorie - FEMMES » Genre - Pop

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Toyota had introduced Festival Limited Edition variants of the Glanza, Taisor and Hyryder a couple of months ago, with free dealer-level accessories. Now, Toyota is offering the same accessories packages at a discounted price on the Glanza, Taisor and Hyryder as part of year-end benefits.  

1. Glanza and Taisor get dealer-level accessories at discounted price
2. Other exclusive year-end offers extend to over Rs 1 lakh

Toyota Special Limited-Edition variants: what’s new?

All three cars essentially come with dealer-level accessories such as chrome highlights for the grilles and bumpers, 3D door mats, door visors and full body covers. These accessories can be availed on all trims of the Glanza, on the lower-spec E, S and S+ trims of the Taisor, and on the S, G and V trims of the Urban Cruiser Hyryder. These, however, cannot be opted for with the CNG variants of any car.

The accessory package on the Glanza is available for Rs 17,381 (down from Rs 20,567); the one for the Taisor costs Rs 17,931 (down from Rs 20,160), while the Hyryder’s accessories package is listed for Rs 50,817 (no change from regular price). These prices are applicable till December 31, 2024.

Apart from these accessories, customers can also avail of other exclusive year-end offers worth over Rs 1 lakh, although Toyota has not specified the exact nature of these benefits. Toyota is likely to have extended these benefits in an effort to clear stocks before the year-end. 

Also See:

Kia Syros name confirmed for upcoming compact SUV

New Honda Amaze exterior design, interior previewed

Hyundai says that it is unlikely to bring the new Santa Fe to India, but that doesn’t really come as a surprise. With pricing that matches luxury car levels, a mass market badge on the nose, and only space and roominess to play up as an advantage, Hyundai actually discontinued the Santa Fe in India after selling it here for two generations. But with the Ioniq 5 having sold 1,100 units and the Tucson getting more and more popular, is this a mistake on Hyundai’s part? Let’s take a closer look.

Hyundai Santa Fe exterior design

This new, more outdoors-oriented Santa Fe with its chunky look and more luxurious cabin is certainly more revolutionary than evolutionary. Although the new lines and fresh details impress, it seems like the design and concept stem from a blank sheet of paper rather than any previous Santa Fe. The nose is almost block-like, with ‘H’ pattern LED headlights – just like the Exter. It gets active vents that help it achieve an impressive drag coefficient of 0.29, and what also works well are the bulky and chamfered wheel arches. 

In profile you also see plenty of elements that are similar to the Land Rover Defender. This is especially true of the blacked-out pillars and the ‘floating’ roof finished in body colour. Interestingly, there’s a step hidden inside the pillar, right above the rear tyre, so you can easily climb up and clean the roof. Wonder if you can store a micro fibre cloth? While the nose and the profile work pretty well, walk around to the rear of the SUV and the Santa Fe has a very van-like treatment. Yes, the simplicity of the design works from afar, however, get closer and the oversized logo, model name and block-like design don’t really impress.

Hyundai Santa Fe interior

On the inside, most versions of the Santa Fe come with up to three rows of seats, but the 1.6 hybrid we are driving gets only two. While the cabin is extremely long, it isn’t very wide. The look and feel of the dash also borrows heavily from Land Rover and Range Rover. The steering, in fact, looks like it could have come directly from a Land Rover parts bin, and this is also true of the treatment of the top of the dash and the glovebox.

What’s clear, however, is that the cabin works; it’s comfortable, quality levels are good and like all Hyundais, the Santa Fe comes with plenty of comfort enhancing, clever and cool features. The driver’s seat is easily adjustable and while the quality of the steering can’t quite match that of the original, the dash is beautifully built and material quality is good enough to make this one of the nicest Hyundai’s I’ve been in. I particularly like the raised and boxed in central console with its twin charging pads. There’s also loads of storage, both above and below the central console, and what I especially like is the beautifully curved instrument panel and touchscreen, which is perfectly angled for the driver. The second row seats are also comfortable. Set at a height with theatre seating, the view out and back support is good, and while the bench could have been more accommodating and longer in squab, it is a comfortable place to be. The boot opening is wide too and easy to load and load up.

Hyundai Santa Fe driving

The Santa Fe is an extremely relaxing car to drive. Part of this is down to the position of the driver’s seat: the view out and how easy it is to access the steering wheel. What also works well is the fact that the controls are nicely weighted and the electric boost from the hybrid system makes taking off from rest feel effortless.

The strong hybrid system that powered the Santa Fe we were driving blends a 1.6-litre turbo-petrol engine with an electric motor. With 180hp and 265Nm of torque, this front-wheel drive version pulls forward comfortably at most speeds. Performance isn’t electrifying, pun intended, and this isn’t an SUV for those interested in speed and performance.

While initial responses and acceleration are good, the 1.6 hybrid can’t sustain the thrust as you pull it harder. Sure, power delivery when the turbo chimes in is good, but keep your foot down after and performance flattens out, and the engine sounds strained. While gearshifts are smooth and imperceptible for the most part, acceleration is only good for a 0-100 time of 9.5 seconds, not something to write home about.

The Santa Fe is also not an SUV that likes to be hustled. The tall stance, relatively narrow track and long wheelbase mean you need to use progressively more lock on tighter corners; drive it hard and it’s clear you are giving the chassis too much to do. Ride quality, however, is pretty good, with it being supple and soft initially and soaking up most bad sections nicely. There is a bit of up and down movement at speed, and sharp edged-bumps do register with a thud.

Hyundai Santa Fe verdict

On the face of it this looks like the perfect SUV for India: big, comfy, available with an efficient hybrid powertrain, a unique identity, looks that are appealing and a genuinely nice cabin. Yes, more performance would have been nice and it doesn’t have a sporty bone in its body, but this isn’t a car you buy to howl around corners in. So while on the one hand you could look at the seven-seater version as a left field alternative to something like a Toyota Fortuner, are Indian car buyers ready to pay upwards of Rs 50 Lakh for a Hyundai? On the basis of how well the Hyundai Tucson and Ioniq 5 are doing, the answer could be yes.

Hyundai’s Creta iVT is a hot favourite of our long term fleet, and that’s down to how convenient and fuss-free a companion it is. Here to give a taste of another flavour of the Creta is the N Line. A 160hp turbo-petrol engine, dual-clutch transmission, and tweaked steering and suspension promise a more involving driving experience, something I, its custodian, have a good few months to make the most of. However, for me, this version of the Creta appeals first and foremost for the way it looks. Its larger 18-inch rims alone uplift the stance successfully, and then there’s the rest of the N Line trimmings. The sportier bumpers, side skirts, roof spoiler and red detailing add up to give the Creta N Line genuine visual distinction among the sea of ‘ordinary’ Cretas. The iVT looks plain vanilla when standing alongside.

I like what Hyundai has done with the interior, too. The all-black treatment with red highlights works to bring in some sportiness to the ambience. The N Line-specific steering is also great to hold, and even the metal finish to the pedals is a detail not lost on me. For the full effect, I’ve made the Sport screen (carbon-fibre look) the default layout for the digital instruments. I’m not entirely satisfied with my seating position though. The digital screen and centre touchscreen are positioned a touch low for my liking. Oh, and the absence of wireless connectivity for Apple CarPlay and Android Auto was an irritant during my initial days with the Creta. A Rs 99 wire did help get past the issue, but I’d rather not have my phone plugged in for more time than required.

Our N Line is in top-spec N10 form and the goodies on board are being put to, well, good use. Front seat ventilation is a hit with everyone who experiences it, and I like the sound from the Bose sound system. I’m no audiophile but there is enough depth to the sound to satisfy my ears. What I really appreciate are the cameras. The front view camera is very handy in judging parking space, and the blind view monitors are a boon, too. Camera resolution and performance are impressive and better than what you get in many pricier cars.

We’re in the thick of the festive season as I file this report, which means traffic is at its yearly worst. Forget about letting the 160 horses under the hood loose, getting into fourth gear is an achievement on my daily commute these days. The stop/start driving means the dual-clutch gearbox has to work overtime, and it’s not particularly a fan of frequent shifts at low speeds. There’s the occasional delay and the odd jerky shift at other times. The Creta iVT offers a far smoother experience in the same environment. The N Line can be had with a 6-speed manual, too, but it’d be too committed a choice for my kind of driving. The other thing? The N Line’s larger 18-inch wheels also manifest in a busier ride. You feel more of the surface below, and it’s not quite as pliant as other Cretas on 17-inch rims. There’s more weight at the steering, too – great when you’re on a twisty road, not so much when you have a tight parking to work your car into.

Low-speed city driving has taken its toll on economy.

What’s also pinching a bit is fuel economy. I’ve been averaging all of 7.9kpl but my 10km round trip through choc-a-block traffic doesn’t let the engine have it easy at any point. The real-time figure improves dramatically (upwards of 10kpl) over late night drives on emptier roads. I would have liked more background music on said drives from the exhaust. The twin tip exhaust is just for show and sound levels are no higher than a regular Creta, which is a shame.

I intend to end the year with a few weekend getaways, and the plan is to select routes with some good driving roads as well. I’ll keep you posted on my learnings on those. Initial impressions are of being with the best looking Creta, but not necessarily the best Creta per se.

Also See:

2024 Hyundai Creta long term review, 1,700km report

2024 Hyundai Creta long term review, 4,850km report

Toyota had introduced Festival Limited Edition variants of the Glanza, Taisor and Hyryder a couple of months ago, with free dealer-level accessories. Now, Toyota is offering the same accessories packages at a discounted price on the Glanza, Taisor and Hyryder as part of year-end benefits.  

1. Glanza and Taisor get dealer-level accessories at discounted price
2. Other exclusive year-end offers extend to over Rs 1 lakh

Toyota Special Limited-Edition variants: what’s new?

All three cars essentially come with dealer-level accessories such as chrome highlights for the grilles and bumpers, 3D door mats, door visors and full body covers. These accessories can be availed on all trims of the Glanza, on the lower-spec E, S and S+ trims of the Taisor, and on the S, G and V trims of the Urban Cruiser Hyryder. These, however, cannot be opted for with the CNG variants of any car.

The accessory package on the Glanza is available for Rs 17,381 (down from Rs 20,567); the one for the Taisor costs Rs 17,931 (down from Rs 20,160), while the Hyryder’s accessories package is listed for Rs 50,817 (no change from regular price). These prices are applicable till December 31, 2024.

Apart from these accessories, customers can also avail of other exclusive year-end offers worth over Rs 1 lakh, although Toyota has not specified the exact nature of these benefits. Toyota is likely to have extended these benefits in an effort to clear stocks before the year-end. 

Also See:

Kia Syros name confirmed for upcoming compact SUV

New Honda Amaze exterior design, interior previewed

What started out as curiosity about water lilies has grown into full blown passion for Viji Abi of Thrissur

Laurie Baker’s spaces are meant for the common man. Even fifty-plus years later, his buildings continue to inspire architects, much like museums. Five award-winning architects from different generations talk about their favourite Baker building. International Museum Day is on May 18

The Hyundai Creta is one of the most in-demand SUVs in Autocar India’s long-term fleet, and it isn’t hard to see why. It’s spacious, comfy, practical and feature-loaded, and with the petrol-CVT powertrain this one packs, it’s right at home in the city, too. So I was very happy that I managed to snag the keys and draft it in as my ride for the rains. And while I’ve been using it mostly for commuting, with the monsoon season in full swing, a road trip with friends was soon planned, and the Creta was called into action as the weekend getaway car.

With not much luggage for a two-day trip, the Creta’s practicality wasn’t put to the test, but the 200-odd km highway drive did reveal a few of its other attributes. Let’s start with the seats; they’re very comfy and ventilated, and the power adjustment means it’s easy to get your ideal driving position. I also appreciate the Creta’s absorbent ride, as it dealt with the broken patches of the old Mumbai-Goa highway with ease. The Creta felt absolutely composed on the road despite loads of standing water on the highway and gusty winds on the Atal Setu. Another thing I grew to appreciate is the well-executed blind spot monitor that shows up in the instrument panel. This feature proved to be very useful when visibility from the wing mirrors was poor due to the weather. The 360-degree camera also proved its worth when parking during rain. 

But perhaps, what I like most about this particular Creta, is its easy-going nature – it has made me a much calmer driver, and that has only helped with fuel efficiency. A lot of that is down to the buttery smooth 1.5 petrol-CVT powertrain combo. The engine is barely audible inside the cabin. While you do get some of that typical rubber-band effect from the CVT when you’re pushing, it’s well-masked in this SUV. Overall, it makes for a relaxed driving experience that rarely brings out the ‘racer’ in you.

There’s not much wrong with the Creta, but I’ve noticed some things that could make living with it even more comfy. I would’ve liked it if the centre armrest had a sliding function to rest your elbow on long drives. Wireless smartphone integration would’ve been appreciated, too. The light-coloured upholstery has been a pain to keep clean in this weather.

Overall, it’s been a comfortable and trouble-free few weeks with the Creta. I’ve also figured out how to solve some issues, such as Android Auto only appearing in split screen and the infamous lock/unlock beeps. More on that in the next one – if I’m able to hold on to the keys.

Also see:

2024 Hyundai Creta long term review, 1,700km report

Hyundai Creta facelift sells 1 lakh units in just 6 months

Hyundai Alcazar discounts increased to Rs 90,000 ahead of facelift

The Tucson is something of an anomaly in the Autocar India long-term fleet because, somehow, it’s flown under the radar. And at first, I couldn’t figure out why. I checked our records. It’s been with us for almost a whole year, and we’ve put 11,000km on it. Yet, very few of the team drove it much or had a lot to say about it. I remember reviewing the Tucson at the media event back in 2022, and there’s a lot to love. So when I heard it would be returning to the Hyundai mothership, I quickly snapped up the keys for what would be its last stint with us. After spending some time with it, however, I soon realised why it changed hands so very often during its time with us.

But before we get to that, just look at it! No mainstream SUV, even a premium one like this, has any right to look this good. And even if the curves and cuts in the bodywork don’t fit your aesthetic, there’s no denying the amount of work that’s gone into it. It puts a smile on my face every time I lock or unlock it, and those trapezoidal LEDs light up like wings integrated into the grille. Even the fang-like LED tail-lamps are a work of art. Another detail I absolutely love is how the rear wiper is hidden under the spoiler, not only removing visual clutter but literal clutter, too, as it stays protected from dirt, leaves and other detritus. 

Inside, too, I don’t think even my own review gave enough credit to how forward in design and quality this is. Remember the old Tucson? It feels like a two-generational step back compared to this. And now, since we also have a Creta and an Ioniq 5 in our fleet, it’s easy to see the Tucson is far closer to the latter on the inside. They’ve found the perfect height for the freestanding digital driver’s display – it doesn’t block your view of the road, and the steering doesn’t block your view of it – and behind it, the horizontal band of AC vents flow seamlessly into the doors. On that subject, a simple but superb feature: the ‘diffuse’ function, which, coupled with auto climate control with three intensity settings, cools the car without blasting you in the face with a strong draft. 

The interior is not without its foibles, though. The cream upholstery is well past its ‘stay clean’ date and has aged the interior far too quickly; you have to reset the drive mode and ADAS to your preferred setting every time you start the car; and I can only hope Hyundai will figure out wireless Android Auto by the next generation. And while the rear seat is huge, a lack of window blinds is a huge miss. There’s also an unidentifiable rattle from the parcel shelf that echoes around the big boot.

Down to more mechanical things, the Tucson is nothing to write home about. The handsome wheels hide a clunky ride, the handling is easy but ponderous, and the turning circle is enormous. But really, it’s our Tucson’s powertrain that’s the big letdown because it’s the petrol version. Rather than going with a modern direct-injection turbo petrol, as is offered overseas, the Indian car uses the same old 2.0 MPI naturally aspirated petrol, allied to an equally antiquated 6-speed torque-converter automatic, as the old Tucson. 

Apart from a generally underwhelming driving experience, it’s also resulted in the worst fuel economy we’ve experienced this side of a supercar. Forget double digits, the Tucson petrol struggles to get past 7kpl in city driving, which explains why none of my colleagues drove it for very long. The solution is simple (unless you live in the Delhi NCR, I suppose): opt for the diesel, which is superior in every conceivable way, including using a more modern 8-speed auto, and even an AWD option. Yes, the petrol version is several lakhs cheaper, but at the rate it drinks petrol, the costs would even out sooner than you think.

Fun fact: Hyundai was meant to swap our petrol Tucson with a diesel somewhere during the year but never did. Lord knows how many more kilometres it would have covered had they done that. But more to the point, more of us would certainly have spent a lot more time in what is otherwise one of the best premium SUVs in the market.   

Also see:

Hyundai Tucson long term review, 21,000km report

Hyundai Tucson long term review, 18,500km report

It isn’t often that a new car impresses me as much as the Toyota Hyryder has. The hybrid’s EV-like initial responses, fuel efficiency that’s better than most frugal diesel cars and a likeable package backed by Toyota are some of the reasons why I persuaded my wife to buy the SUV as soon as it was launched.

But while I have one at home, it’s hard to pry it away from my wife. So, I grabbed the keys to the one Toyota lent us as a long-termer.

I think the Hyryder’s design is very appealing, and its ‘Speedy Blue’ paint makes it quite striking, too. On the inside, the dashboard and doors have a nice leatherette padding, and the brown and black colour scheme certainly lifts the cabin’s perceived quality. You can’t ignore that it shares many parts with lower-priced Marutis, but it isn’t to the extent of feeling cheap or offensive at its Rs 20 lakh price.

The Hyryder’s ergonomics are spot on, with plenty of seat, steering and central armrest adjustment for you to get comfortable. However, the seats aren’t the comfiest, and the cushioning results in some body ache on longer drives. At the rear, space is adequate for two adults – it isn’t as wide as the Creta’s – although six-footers will find headroom tight even with the backrest fully reclined.

After several road trips and airport runs, I can confidently say that with a plus-sized check-in bag in the boot, there’s only about enough room for a laptop bag; you can slide a laptop bag into the slim storage beneath the boot floor, too. On either side of the boot, there’s a deep storage area that is useful to stow smaller items.

I must talk about the touchscreen and wireless charger as well; the touchscreen’s software is buggy, resulting in frequent disconnection and low call volume when connected to wireless Android Auto and Apple CarPlay. We hope a software update solves this. The wireless charger is also flawed; it suspends charging often without reason, which is very annoying.

Also, the thin sun shade for the sunroof allows the cabin to be soaked in heat far too quickly when parked outdoors. A high-quality sunfilm on the sunroof could alleviate this issue.

Though Toyota has connected car tech, the vehicle locator is the only feature I found useful. It also tells you how much fuel is left and the current range, but I would have liked more information, especially related to fuel efficiency, and a trip log. You can’t unlock the vehicle via the app if you don’t use the app to lock it in the first place, which is quite strange. There is a pre-cooling feature, too, that I’ve used only once.

Rounding off the not-so-nice bits, when the engine/generator kicks in to charge the lithium-ion battery, the system occasionally makes quite a few sounds, which can take the uninitiated by surprise, and if you’re paying attention, you’ll also feel some vibrations at idle.

Now, let’s talk about the things I really love. The first is performance. A seamless and silent electric startup is something I truly appreciate. Next, the electric motor nicely complements the three-cylinder petrol engine, delivering almost electric vehicle-like responses, making it ideal for closing gaps or when overtaking. The torque curve tapers soon after, and the e-CVT makes the engine rev quite a bit when your foot is pinned to the throttle, emanating a rather unpleasant note.

But the highlight is its fuel efficiency. In Eco mode, the best I’ve achieved is 26.5kpl, with 80 percent highway driving and the rest in the city. With no effort to drive with the intent of maximising efficiency, the average city efficiency is about 20-21kpl in winter months, and this number drops to 18-19kpl in summer. An insider at Toyota explained that the e-compressor puts a high load on the hybrid system, which explains the lower efficiency when ambient temperatures are higher. Do note that these numbers are measured using the tankful-to-tankful method.

Lastly, the Hyryder’s suspension is on the firmer side, but driving manners and steering make it feel very confident at highway speeds. It also exudes an underlying toughness while dealing with poor, broken roads, which, to some extent, makes it similar to its rugged sibling, the Toyota Fortuner.

The Hyryder has been a fill-it, shut-it and forget-it car, one that goes about doing all that’s expected of it in a fuss-free and competent manner.

Also see:

Toyota Hyryder Festival Limited Edition launched

Kia Seltos vs Toyota Hyryder vs MG ZS EV comparison video

Toyota Rumion gets free accessories with new Festival Limited Edition

Hyundai’s Creta iVT is a hot favourite of our long term fleet, and that’s down to how convenient and fuss-free a companion it is. Here to give a taste of another flavour of the Creta is the N Line. A 160hp turbo-petrol engine, dual-clutch transmission, and tweaked steering and suspension promise a more involving driving experience, something I, its custodian, have a good few months to make the most of. However, for me, this version of the Creta appeals first and foremost for the way it looks. Its larger 18-inch rims alone uplift the stance successfully, and then there’s the rest of the N Line trimmings. The sportier bumpers, side skirts, roof spoiler and red detailing add up to give the Creta N Line genuine visual distinction among the sea of ‘ordinary’ Cretas. The iVT looks plain vanilla when standing alongside.

I like what Hyundai has done with the interior, too. The all-black treatment with red highlights works to bring in some sportiness to the ambience. The N Line-specific steering is also great to hold, and even the metal finish to the pedals is a detail not lost on me. For the full effect, I’ve made the Sport screen (carbon-fibre look) the default layout for the digital instruments. I’m not entirely satisfied with my seating position though. The digital screen and centre touchscreen are positioned a touch low for my liking. Oh, and the absence of wireless connectivity for Apple CarPlay and Android Auto was an irritant during my initial days with the Creta. A Rs 99 wire did help get past the issue, but I’d rather not have my phone plugged in for more time than required.

Our N Line is in top-spec N10 form and the goodies on board are being put to, well, good use. Front seat ventilation is a hit with everyone who experiences it, and I like the sound from the Bose sound system. I’m no audiophile but there is enough depth to the sound to satisfy my ears. What I really appreciate are the cameras. The front view camera is very handy in judging parking space, and the blind view monitors are a boon, too. Camera resolution and performance are impressive and better than what you get in many pricier cars.

We’re in the thick of the festive season as I file this report, which means traffic is at its yearly worst. Forget about letting the 160 horses under the hood loose, getting into fourth gear is an achievement on my daily commute these days. The stop/start driving means the dual-clutch gearbox has to work overtime, and it’s not particularly a fan of frequent shifts at low speeds. There’s the occasional delay and the odd jerky shift at other times. The Creta iVT offers a far smoother experience in the same environment. The N Line can be had with a 6-speed manual, too, but it’d be too committed a choice for my kind of driving. The other thing? The N Line’s larger 18-inch wheels also manifest in a busier ride. You feel more of the surface below, and it’s not quite as pliant as other Cretas on 17-inch rims. There’s more weight at the steering, too – great when you’re on a twisty road, not so much when you have a tight parking to work your car into.

Low-speed city driving has taken its toll on economy.

What’s also pinching a bit is fuel economy. I’ve been averaging all of 7.9kpl but my 10km round trip through choc-a-block traffic doesn’t let the engine have it easy at any point. The real-time figure improves dramatically (upwards of 10kpl) over late night drives on emptier roads. I would have liked more background music on said drives from the exhaust. The twin tip exhaust is just for show and sound levels are no higher than a regular Creta, which is a shame.

I intend to end the year with a few weekend getaways, and the plan is to select routes with some good driving roads as well. I’ll keep you posted on my learnings on those. Initial impressions are of being with the best looking Creta, but not necessarily the best Creta per se.

Also See:

2024 Hyundai Creta long term review, 1,700km report

2024 Hyundai Creta long term review, 4,850km report

The seven-eight seater seems ideal for a large family, yet low fuel efficiency and a noisy CVT could be a deal breaker for some

These updates have been released ahead of the October 2023 deadline that requires all cars and SUVs to come with six airbags and three-point seatbelts as standard

Toyota’s reason to opt for a hybrid system for the above models is that it believes EVs are not the only option towards carbon neutrality.

The Exter will be Hyundai’s entry in the micro-SUV segment, which also includes the popular Tata Punch and the Citroen C3 in India.

Like most other Hyundais, the Exter will have a lot in common with the carmaker’s existing line-up.

Students at Kumaraguru Institutions in Coimbatore designed a hydrogen fuel cell car for the Shell Eco-Marathon, pushing boundaries in sustainable automotive technology

The heavily updated Hyundai Alcazar is a heady combination of space, luxury and practicality

Its flavour and aroma are a combination of the quality of ingredients — the cooking method, and as in all things creative, the experienced hand of the Khansama, meaning cook.  

At a special pop-up in Marriott Hyderabad, Chef Robert brought flavours from his hometown Tangra in Kolkata

On National Highway-65, the one place where everyone stops at is 7 Midway Plaza at Suryapet

Both the farmers and the agriculture department are striving to get the GI tag for the coconut, locally called as Ayyampalayam Nettai

It may be banned in Goa, but the batter fried cauliflower is part of Indo-Chinese cuisine’s rich history, harking back to the British Raj. And it has plenty of fans

There is a wide range of affordable Iftar take away boxes including vegan, and special Arabian and Hyderabadi dishes are made available on the menu in some restaurants in Chennai throughout the month of fasting