Having facelifted the Taycan line-up earlier this year, Porsche has now unveiled three new variants – the Taycan GTS sedan, Taycan GTS Sport Turismo and Taycan 4 sedan – thereby completing the range, which now comprises 16 variants in total. Porsche calls this new middle-rung GTS the “all-rounder” variant of the updated electric performance car.

1. Taycan GTS variants use a 97kWh battery with 690hp
2. Base Taycan sedan gets four-wheel drive for the first time

Porsche Taycan GTS: range and specs

Sitting between the 4S and the Turbo, the new Taycan GTS and GTS Sport Turismo variants are fitted with a 97kWh (usable) battery pack, which officially yields a range of 628km between charges – an improvement of about 120km.

It now packs up to 700hp (when using the Launch Control function), an increase of 102hp over the old GTS, thanks to a new rear electric motor that makes 108hp and 40Nm more, yet weighs 10kg less. As such, the GTS’s 0-100kph sprint time is reduced by 0.4 seconds to 3.3 seconds. Porsche said the GTS also gets a specific suspension setup with a “particularly sporty edge”, although agility-boosting rear-wheel steering and the trick Active Ride system are optional extras.

Porsche Taycan GTS: exterior and interior

Visually, it’s distinguished by the ‘Sport’ front end from the base model and the 4S, and its air inlets are painted in a contrasting high-gloss black. The wheels, measuring either 20-inch or 21-inch, are available exclusively in Anthracite Grey.

Inside, both GTS variants get 18-way adjustable bucket seats finished in the suede-like Race-Tex fabric, and the multi-function steering wheel from the range-topping Taycan Turbo GT is available as an option. These also receive a bespoke acceleration and deceleration soundtrack that’s said “to do justice to the exhilarating character of a GTS”.

Porsche Taycan 4: what’s new?

The Taycan’s base variant was so far only available in rear-wheel drive form, but the new Taycan 4 variant brings the all-wheel-drive configuration. In terms of performance, depending on whether it gets the standard Performance battery or the optional Performance Plus battery, the Taycan 4 can produce up to 408hp or 435hp when using Launch Control and has a certified range of up to 643km.

The Taycan 4 takes 4.4 seconds to go from 0 to 100kph, 0.1 seconds faster than its rear-wheel-drive model sibling. Porsche Traction Management (PTM) and Adaptive Air Suspension with Porsche Active Suspension Management (PASM) are fitted as standard on the Taycan 4.

All three models also benefit from the updates in terms of design and equipment, which Porsche introduced in the Taycan for the 2025 model year. All Taycan versions feature an even more extensive standard equipment list and come with the latest generation of the Porsche Driver Experience.

Also See:

Mercedes AMG C 63 S E Performance launched at Rs 1.95 crore

Bentley pushes electrification plans due to lower demand

With the Suzuki V-Strom SX having left our fleet, I was without a long-termer for my daily commute to the office. As luck would have it though, Dinshaw, who was the custodian of our long-term Bajaj Pulsar N250, was set to go on a lengthy leave. So I was more than glad to grab the keys and draft it in as my V-Strom replacement. At least for the time being, is what I told my colleague.

But over the last few months, I’ve really grown to like the N250, so much so that Dinshaw has had to resort to using one of our other long-termers. Jumping off the Suzuki, the Bajaj feels compact and much more manageable in traffic, which is a boon. A special shoutout has to go to the superb headlight of the Pulsar; it’s a better and more effective unit than I’ve experienced on many bigger and more expensive bikes. The Pulsar also dealt with one of the longest monsoon seasons in recent memory with ease. There’s barely any rusting to speak of, apart from some small bolts, and even the plastic and rubber parts have held up well.

While our Pulsar N250 has been largely reserved for commuting, I did take it on a brief spin out on the highway and that shed light on a few things. Firstly, this 250cc mill is superbly refined with barely any vibrations at 90-95kph cruising speeds, which takes some fatigue out of riding for a long time. On the flipside though, I found the seat cushioning to be too hard. Granted, I don’t have the most padded posterior around, but even so, I’ve been finding it too uncomfortable leading me to move around on the seat every couple of minutes to ease some of the pain.

But a major reason for why it’s been hard to handover the keys of the Pulsar has been the superb fuel economy. With my regular commute and this brief highway stint taken into account, the Pulsar N250 managed an eye-opening 500km+ on a single tank. And it goes without saying that it has not all been sedate riding. I’ve genuinely been impressed with the N250’s balance of performance and efficiency.

However, as time has gone on, some issues have begun to creep in. The smaller issue is that one of the reflectors on the front fork came loose and fell off. It is held on by just an adhesive strip and I’m sure there are better ways to keep it secure. The bigger issue, however, has been with the front brake. When riding at low speeds, it feels like the brake pads are rubbing against the disc in an unusual manner even without the lever being pressed, almost as if the disc is warped. When I took over the bike this was barely noticeable, but it has grown as our time with the bike has progressed. The Pulsar is now off for its service and a check-up. More on the service costs and the front brake issue in the next report.

After having run wonderfully well for nearly its entire duration with us, the Ather 450X Gen 3 is unfortunately returning to its maker on the back of a flatbed, having thrown up a rather unusual glitch at the end of its tenure. As described in our previous report, the scooter downloads and installs updates overnight, but only completes the process the next time you turn the scooter on. Having returned from 10 days outside the country, I turned the Ather’s key on to be greeted with a message about the scooter completing an update. However, after remaining on this screen for about 5 minutes, the scooter then delivered a message saying that the update could not be completed, following which the TFT display showed the regular home screen.

When trying to put the scooter into a forward riding mode, it refused to cooperate. The process to start riding involves simultaneously pressing a brake lever and the starter button. But even after doing this, the scooter remains in Park mode, and keeps flashing a message saying “Press Brake + Start”. Neither a hard reset nor a full shutdown and restart has been able to rectify this issue. And an attempt to reinstall the latest update was thwarted by the fact that the Ather Connect subscription for our scooter has expired, removing many of the TFT screen’s features, including OTA updates. Speaking to the company, we are told that the glitch has been caused by the fact that the Ather Connect subscription has expired.

Ultimately, this experience serves as a prudent reminder. All the smart and connected tech that’s being showered on e-scooters these days certainly brings in a great deal of convenience and security. But at the same time, it also brings with it increased complexity, and the potential for software errors and glitches like this to present themselves. In extreme cases, these can prove to be a serious safety issue, as we’ve seen with the Ola S1 Pro – going backwards while being in a forward riding mode and vice versa. And in less severe (but still quite upsetting) cases like on the Ather, they can leave you and your vehicle stranded, even though its battery is full of juice.

For the most part, the 450X’s software package has proven to be one of the more robust and bug-free systems around, but clearly, even the best in the business is not entirely free from flaws. Software glitch aside, the 450X has proven to be an excellent companion on daily commutes. Its combination of zippy performance, extremely accurate range predictions and a slick user experience have been an absolute delight. Many of these highlights are also present on the more recent and more affordable 450S, but that scooter removes some of the excess complexity by sporting a simpler LCD screen in place of the TFT. It will be joining our long-term fleet soon, so stay tuned for a detailed account of how that scooter fares in the long run.

Our long-term Super Meteor hasn’t had a proper custodian in a few months and with a 4,000-odd km tour to the South coming up, I decided to grab the keys and give this bike a proper send-off from our long-term garage. Before this, I hadn’t spent proper seat time aboard the Super Meteor, and ever since it had entered our fleet, I’d always wanted to take it for a long road trip.

Even before I’d clocked a single kilometre on this ride, I was smitten by how good this bike looks. And it’s an opinion the general public seems to share. From the large teardrop-shaped fuel tank, that swooping rear fender and those chrome exhaust header pipes, this bike is a looker. There were some much larger and way more expensive bikes with me on the trip but even when parked next to those machines, the Super Meteor always had people swarming around it.

Those textbook good looks do come at a price though. Due to that long, low-slung silhouette that the Super Meteor cuts, suspension travel at the rear is quite limited. And it is set up quite stiff, which means that you feel every little bump on the road. It’s not as bad as some other Chinese cruisers at this price point, but it’s not a very pleasant ride either. What makes matters worse is that sofa-like feet-forward riding position, which means your back bears the brunt of all the abuse Indian roads subject the bike to. And when you inevitably encounter a mountainous speedbreaker on the road, you need to slow down to a halt and negotiate it carefully due to the limited ground clearance on offer.

To its credit, the Super Meteor only scraped its belly twice over the multitude of speed breakers I came across and that could be due to the fact that I had loaded the bike up with luggage, plus 80kg me. 

Thankfully, that sweet 648cc parallel-twin mill diverts your mind from all these shortcomings as soon as you twist the throttle. There’s no sudden surge like on a KTM 390 Duke (my personal bike that I usually tour on), but there’s strong pull available at fairly low revs in just about any gear. 100kph in sixth gear is effortless and if you choose to venture beyond that threshold, this engine will be a willing companion along with a sweet soundtrack to accompany it. Fuel economy while cruising at triple-digit speeds constantly ranged in the early to mid-20s for me.

If you’ve done any amount of touring you’ll know that an engine that just makes power isn’t everything; refinement is equally important. And I’m pleased to report that the Super Meteor has fared exceptionally well in this regard. What did annoy me on those long days was the fuel gauge that had a mind of its own once it dropped below the halfway point. In fact, if you put the bike on the side stand, the fuel level would climb back up and stay there for a good 5-10 minutes once you start riding, and then drop back down at an alarmingly quick rate. On a bike that’s got some proper mile-munching capabilities, fixing this niggle would go a long way.

The last service we did was a pretty comprehensive one as I wanted to make sure everything was shipshape before such a long ride. The total was Rs 10,351 which seems a little steep, and more than half of that amount (Rs 5,900) went towards replacing the front and rear brake pads. This is something to keep in mind because our bike had only done 4,000km when we got it serviced and the pads were nearly worn out.

In our nine months with it, there have been no worrying issues with the bike. It has held up largely well but there is a bit of oxidation on the engine casing and the triple clamp has also started to rust. However, our bike was parked outside through the monsoon so I suppose this may not have happened if the bike had sheltered parking.

Barring these issues, the Super Meteor 650 has been faultless and I have to say I’ll be quite dejected to see it go. However, the silver lining to this proverbial dark cloud is that we will quite possibly be swapping the Super Meteor for the new Himalayan, and that is one new Royal Enfield I believe will be a serious contender in the sub-Rs 4 lakh ADV tourer category. An exciting year up ahead indeed!

Also see:

Royal Enfield Super Meteor 650 long term review, 3500km report

Royal Enfield Super Meteor 650 long term review, 1180km report

It’s been a few months since our last report on the Xpulse 4V and the odometer has nearly doubled in that time. Most of the miles were down to regular trips to and from Pune, but there was also some off-roading and regular commuting thrown in.

Mostly though, the bike went through a full monsoon with it being parked out in the rain for some long periods. That did take a toll and we had to have the switchgear replaced after it stopped functioning properly.

The rainy season also proved to be a bit too much for the Reise tyres we installed earlier this year. The 50/50 tyres were superb off-road and on-road  grip levels were decent in the dry as well, although the tyres did ‘feel’ quite strange in how quickly the bike fell into lean compared with normal road tyres. However, the combination of rain as well as Mumbai’s atrocious slippery concrete roads resulted in a fairly uneasy, skittish experience.

In fact, the bike did get involved in an accident on the road, but instead of poor grip, it was down to a poorly driven rickshaw that decided to swing across a multi-lane road at the last minute without any indication whatsoever. While that resulted in a broken bone for my unfortunate colleague, the Xpulse took the impact remarkably well.

The engine guard has always annoyed me off-road because it gets in the way when you’re sticking your leg forward, but it did a good job in this instance. The guard got bent but took the brunt of the impact and kept the bike safe.

In that sense, the Xpulse does feel quite robust in general, but quality levels are a bit basic. Things have improved over the years, but you can understand how Hero has always managed to price this 200cc dual sport close to 160cc street bikes. The paint quality could be nicer and our windscreen also developed a rattle, which began before the accident.

In terms of reliability, things have been decent, but not completely incident-free. In our last report, we mentioned how the bike refused to start, which was diagnosed to be a faulty lockset that needed replacing. Since then, the clutch started to throw up issues and it felt like there was no clear bite point, which made things tricky in traffic. After a few visits to the workshop, this was diagnosed as an issue with ‘spring activation’.

Overall, the Xpulse has been an enjoyable all-rounder that has managed to be a frugal commuter as well as a fun off-roader. The nicest aspect was its simplicity and lightweight – the latter is something that becomes all the more apparent when you ride the big, new Himalayan 450. Sure, the Hero can’t come anywhere close to the Himalayan in most respects, but it’s a lightweight, affordable and cheerful motorcycle, and there will always be takers for such a machine. It will be missed.

Also See:

Hero Xpulse 200 4V long term review, third report

The motorcycle you see here came fresh from the showroom with just a handful of kilometres on the clock and we’ve already passed the 1,000km mark. Most of that has been within the city as the bike eats through my near-70km round trip commute to work with effortless ease. 

On most motorcycles, the one-way journey usually takes 50-55 minutes on a good day, but the Himalayan has sliced that down to about 45-50 minutes. It’s not like I’m going any faster than I normally would, but I just don’t have to slow down that much over the bad patches.

The Himalayan’s superb suspension along with its composed chassis and comfy riding position help it plough through broken stretches without a care, and that’s a beautiful feeling if you live somewhere with terrible roads. 

This is a big bike, there’s no getting around that. Shorter or less experienced riders will find it a bit intimidating and you do feel the heft when lifting it off the side stand. But in a market where approachability and friendliness is pretty much the norm, it’s refreshing to have the option of a proper, large motorcycle. Besides which, I find the size and heft is completely justified given the bike’s comfort, capability and large fuel tank. 

In traffic, the steering requires less effort than you’d expect and that makes filtering through tight gaps quite easy. I recently got to ride my brother’s 390 Adventure across the city with him riding the Himalayan. After an hour and a half, it was apparent that the rider on the Himalayan has to work less and feels less fatigue as well thanks to the suspension, seating position and mid-range torque. In comparison, the KTM is noticeably more sporty and lighter feeling, (both in general and in terms of clutch weight). It was also more rewarding when revved out but I was happy to be back on the Himalayan after the ride.

Reliability so far has been spot on. The bike starts without hassle, has never stalled or done anything weird and the fuel gauge is delightfully accurate – something RE’s other bikes could definitely learn from. I’ve been getting around 25kpl in the city with plenty of spirited riding and with that big 17-litre tank, highway range is very good.

The Himalayan’s first service is due at the 500km mark, at which point the service centre gives the bike a general check-up and changes the engine oil. The cost came up to Rs 3,062, of which Rs 2,415 was towards 2.1 litres of semi-synthetic 10W-40 engine oil. The rest included Rs 250 towards a “first service kit”, Rs 118 towards “consumable charges” and Rs 279 towards a chain lube and cleaning kit. 

That essentially sums up life with the Himalayan so far and it’s been a good time. I’d like to be able to do some off-road riding before this pleasant Mumbai winter weather burns away and maybe get a few choice accessories installed as well. More will be shared in the next report.

The time has come for our long-term Bajaj Pulsar N250 to return to its maker and it will be missed. Partly because it leaves me without a bike to commute to and from the office, and I now have to drive or take the train; both of which I find tedious. But it’s mostly because of how good a package it actually is.

For starters, I really like the design and the black paint with red accents on our bike has grown on me. Ours is the dual-channel, ABS-equipped version, which can only be had in this scheme. This may not be to everyone’s taste, so perhaps Bajaj should look into offering more colours. Another thing I grew to appreciate was the digi-analogue cluster. The big analogue tacho that takes centre stage looks really nice and I love the way it does an end-to-end sweep whenever you twist the key on. The digital screen, however, is a little too small for the amount of info it packs in. However, Bajaj will soon launch an updated model with a fully digital display.

Fuel efficiency has also been a big plus. I’ve been averaging around 36kpl in varied conditions and not all of it has been with a light twist of the wrist. The silky motor has enough pep and it sounds good too. Finally, the light clutch and comfy suspension also meant that it dealt with Mumbai’s broken and jam-packed roads with ease. 

Some of the things that were not so nice were its hard seat, the low-set handlebar and some minor oxidation on the bolts of the handlebar clamp. Now, let’s come to the issue with the front disc that, unfortunately, became the main talking point in its last few weeks with us.

Upon the issue worsening a couple of months into our tenure, the bike went to the Bajaj service centre for inspection. They got back saying the issue was with the brake pads as they weren’t set correctly and that it has been rectified. However, the problem crept up again within a day. After another visit to the service centre yielded similar results, the bike went back to Bajaj for inspection. And it was there where our original suspicion was confirmed; the N250 did, in fact, have a warped disc.

This doesn’t seem to be a known issue and as the bike had never been dropped or crashed, the only plausible explanation was a manufacturing defect. The front disc (Rs 2,242) was then replaced and the bike was returned to us. Ever since, the Pulsar N250 was working just fine till it left our fleet. Bajaj tells us that the disc will be replaced under warranty, as long as the brake pad wear is within defined limits. 

Our time with the Pulsar N250 was mostly spent commuting in the city and that’s where it feels at home. Sure, it can tour if you want it to, it just won’t be very enjoyable because there isn’t much high-speed performance. On the whole, I’ve really liked the time I’ve spent on the N250 and if you are looking at a sporty motorcycle that’s relatively comfy, looks good and is light on your wallet, this one is worth considering.

Also See:

Bajaj Pulsar N250 long term review, 730km report

Bajaj Pulsar N250 long term review, 2000km report

It’s been an interesting time for the Autocar India long-term fleet off late. Only about a month back, we had more bikes than people to ride them and since then, as many as four motorcycles have returned to their manufacturers, including my last long-term Bajaj Pulsar N250. That only left Rishaad’s Himalayan long-termer in the fleet and I had to resort to public transport. 

Not for long though as the Xtreme 160 4V we had last year is now back on duty. The bike had gone to the company for a while and it came back to us at just the right time. In that time, the bike did gain a few scuffs on its easily marked matte green paint, but it also had its first service done, which cost Rs 570 – a big chunk of it was for the oil change and labour was free.

My first impression of the Xtreme was that it’s a great-looking bike and that feeling still remains. The muscular tank, split seat, sharp headlight design and the golden USD fork give it that sporty and purposeful stance. Though I’m not a fan of this colour scheme, it has grown on me over time. I particularly like the grey paint on the tank, which has a lot of sparkle and is finished well.

I’ve had the Xtreme for a couple of weeks now but have only been able to add a few hundred kilometres since. Blame our travel-intensive schedule for that. And hence, I haven’t been able to calculate the fuel efficiency yet. We did an in-depth road test late last year during which the Xtreme 160R 4V returned 44.4kpl in the city and 47.5kpl on the highway. I’ve only ridden in the city, and more enthusiastically than we do on our efficiency runs. So realistically, expect the efficiency to be around 35-40kpl, which is still good. 

I also really like the ride quality of this bike. It’s supple and not overly soft or hard, which makes riding over Mumbai’s broken roads a fuss-free affair. The seat is nice too, if not a little too soft for my liking. The engine is also refined and has a good mid-range grunt.

The gearbox, however, is something I’m not gelling with as well. Firstly, it’s geared very short, so you’re constantly upshifting and/or downshifting, which gets tedious after a while. It also isn’t the slickest and you need to slot it into gear firmly. Otherwise, you can get a false neutral; something that’s happened to me quite often. I can also feel the clutch slipping on occasion, which wasn’t the case when we had the bike earlier. This may have been caused by riding on half clutch for extended periods when the bike wasn’t with us. 

The other irritant was the LCD screen. It’s a negative screen, and positioned away and at an angle from the rider. This means that it picks up quite a lot of glare from the direct sunlight overhead making it really hard to read on the move. The solution is to cover the top of the screen with your hand, which will then reveal the info on the display.

To sum up, in my short stint, the Xtreme 160 4V has been a reliable and affordable means of commuting. But I’m hoping to discover more things about it as I spend more time in the saddle. Perhaps a long ride is on the cards. 

Our long term Himalayan has a pretty strong tendency for leaning to the right. No, that’s not a silly election season joke, because the bike actually does pull to the right the moment you let go of the handlebar. Since I don’t tend to do that very often, it was a while before I discovered this behaviour, but plenty of subsequent experimenting has proven that the bike always goes right, even if it’s against the camber of the road. 

I’ve sent the bike to RE a couple of times to look into this and it continues to take place. This led me to ask a few other Himalayan owners if they’re facing the same thing and a couple of them have. What’s interesting is that the bike behaves perfectly normally until you let the handlebar go. So those who have at least one hand on the handlebar at all times will probably never discover this and it hasn’t proven to be problematic in any way. Nevertheless, we’re keen to hear if you’re seeing something similar with your Himalayan as well. 

With the bike having spent quite some time with RE as well as my own typically hectic shoot/travel schedule, I haven’t put on many miles since the last report. Thankfully, there is still plenty to report. Let’s start with the positives. 

Rahul recently borrowed the bike for a weekend blast to his hometown and he came back to the office with the biggest grin I’ve seen in the longest time. He’s the sort of rider who pushes a bike hard and he was thrilled with the Himalayan’s handling, performance and off-road ability. It was great to see someone who hasn’t yet experienced this bike feel as pumped about it as we were when we first rode it.

Things haven’t been so rosy from an ownership perspective though. Kuldeep from our photography team bought his own Himalayan a few months back and he already had a nasty experience with a puncture. In the process of removing the rear wheel and then levering the tyre off the rim (oh, the joys of tubed tyres) the roadside mechanic managed to not only put a deep scuff in the rim but also damaged the rear brake pads.

The next issue came in the fact that not a single dealership in Mumbai had replacement brake pads or a replacement rear tube to sell. With a 140-section tube exceedingly hard to find, Kuldeep’s bike now runs a 120 sized tube. It appears that the Himalayan’s spare part supply for basic essentials like tubes, pads and brake/clutch levers is still in very short supply.

 What’s also quite disappointing is that the optional tubeless rims that were showcased at the launch event six months back are still nowhere in sight. It is starting to appear that those of you who want tubeless convenience will have to find it through aftermarket fixes. They certainly aren’t a long-term, reliable solution as a proper set of rims, but they definitely beat the hassle of potentially being stranded on the side of the road. 

I suppose the silver lining here is that these issues aren’t reliability related. Our Himalayan has been rock solid so far and aside from occasional frustrations with the fiddly toggle button that controls the TFT, the bike has run flawlessly. I see no reason why that shouldn’t continue and I’m now looking forward to trying out a few choice accessories – particularly the touring seats and the engine bash guard.

Also See:

New Royal Enfield Himalayan long-term review, 1,000km report

My daily commute involves a mix of both highways and narrow streets, and the Xtreme 160R 4V—my first long-termer at Autocar India—has been great for the most part. I also had the opportunity to take the Xtreme 160R 4V on a little road trip from Mumbai to Pune, but more on that later. The bike’s USD fork suspension is one of its highlights as it is not only good-looking but also irons out a majority of broken roads.

What also helps me dart through jam-packed traffic is its agility, which makes my commute engaging. Bunny-hopping over extra-high speed breakers or encountering the occasional dirt patch doesn’t disturb the Xtreme 160R 4V’s composure.

Another highlight for me is the fuel efficiency—40kpl—as it keeps me away from the petrol pump. The Xtreme 160R 4V is also a handsome-looking motorcycle and is only held back by its easily tainted matte paint scheme. The seats, too, are well cushioned and cosy during my commutes, but they will give you saddle soreness on longer journeys.

During my road trip, I discovered a majority of its drawbacks, starting with the lack of a 6th gear, although none of its rivals have one either. The Xtreme 160R 4V will happily cruise at triple-digit speeds, but it feels a little high-strung. And if long highway rides are part of your plan, you should consider a bike from a segment above.

The other complaint is that the negative LCD is illegible for the most part, and I often had to lean over or block out the sun with one hand before I could view any information on it. As an experienced rider, it didn’t bother me too much, but those who are new and dependent on the gearshift indicator will find it tedious.

Speaking of gears, the gearbox tends to hit false neutrals, although I’m not sure if the issue is just with our unit. The headlight performance is adequate, but it won’t impress you. However, if you can look past these drawbacks and keep your rides limited to the city, the Xtreme 160R 4V can be a great commuter and is rather pocket-friendly. Its ride quality alone is enough to win you over our poorly constructed roads.

Also see: Hero Xtreme 160R 4V long-term review, 2,500km report

 

I’ve been stuck on a motorcycle on a high-altitude pass before. I’ve been in -40deg Celsius at the Arctic circle a few years ago, and I’ve even woken up on a sack of flour in a dingy dhaba in the middle of a snowstorm and cried because it was so cold. So I like to think that I am pretty qualified for this crazy ride that Royal Enfield has planned.

This time, there is one crucial difference. All my previous such adventures have been for a day at the worst and an hour at best. This time, they say it will be nine sustained days of teeth chatter and no, my amma won’t be able to come save me when I’ve had enough.

I quickly pack Rs 7,000 worth (in excess baggage) of warm clothes and riding gear and buy enough thermals to own a controlling stake in Decathlon. This is not the usual cold-weather adventure, it can go very wrong. Also sending chills down my spine is when Royal Enfield delays the start of the trip by a couple of days because they want us to be in Kaza for the heaviest snowfall of the season. Hang on a minute! Don’t normal people try to avoid bad weather? I quickly make another trip to Decathlon and arrive at the starting point with my best frosty smile pasted on.

The start point is in Shimla and I’m told there will be seven slightly modified Royal Enfield Himalayan Sleets waiting for us. We will then attempt to ride to Kaza in Spiti Valley, Himachal Pradesh, via the only route that is open/maybe open at this time of the year. The e-mail from Royal Enfield promises minus polar bear temperatures, lots of black ice on the road and a small side note that tells us that a hot bath at the end of a cold ride will be impossible once we cross over into Spiti Valley. Am I nervous? You bet I am. I know from past experience that snow and ice are the most difficult surfaces to ride a motorcycle on. You need to be fit because every inch of progress on zero-traction surfaces like these is like clawing back victory from the icy fingers of winter. The problem with snow and ice is that they have this ability to make you go from full CS Santosh control to sliding on your donkey ass in exactly 0.1 milliseconds. Oh well, like Vijay Parmar (India’s Thierry Sabine for those not in the know) said, I asked for this.

GLOBAL WARMING

So far, that e-mail has failed to live up to its veiled threat. The sun is out but it is cold and for once, I seem to be wearing the right warm riding gear. That changes slightly when we get to the high point on the road. The first sign I get is when my toes start freezing. Painfully. The frosty bite of winter is seeping in through my boots and woollen socks and robbing my toes of feel.

I am also a very clever fellow obviously, because, in my bid to take a few photographs at the helipad at Nako, I’ve exposed my fingers to the knife-edged wind that is blowing through the place. I now have frozen toes and fingers. I look back now and thank god I didn’t feel the need to answer nature’s call at that point.

I quickly stuff my hands into the rain mitts that have been fitted on the Sleets and turn on the heated grips to 80 percent heat. It takes a while for the grips to warm up and in that while, every clutch pull and every two-finger front brake application is agony. A few kilometres up, there is ice on the road at Malling Nallah – the crossover into Spiti. We finally seem to be leaving the everyday comforts we take for granted behind.

I’m told we can forget about heated hotel rooms and running water. From now on, the water I brush my teeth with is so icy it scalds, and every time I smile at the face of adversity, my dry lips crack painfully. No amount of slathered Burt’s Bees helps (Vaseline does a better job, though), and anyone using anything other than a BSNL network can forget about their daily social media updates. I am surprised that the usual signs of AMS – the slower thought process, slight nausea, the mild headaches – aren’t hitting me. Vijay Parmar tells me that because it is so cold right now, the air up here is denser. We are, in effect, breathing like a K&N cold air filter. How cool is that!

That night at a homestay in Tabo, we huddle around a bukhari sipping on soup and rum. I learn certain rules of a mountain home chief, of which is that if you leave the room for whatever reason, you close the door behind you and when you come back, you bring two logs of wood from the pile outside to keep the fire going. I step out and stare in wonder at the diamond carpet high above me before my rapidly depleting body heat forces me under three blankets, a down jacket and uneasy sleep. There is still no sign of snow.

WE WILL GO AND FIND IT THEN

Apparently, when it snows, it isn’t as cold as when it is not snowing. Either that or you are working so hard to get the bike through deep snow that you forget how cold it is. I think it is the latter because I’ve been struggling to ride up a slope covered in one-and-a-half feet of snow. We stopped before attempting the climb to that little village in Pin Valley National Park and fitted snow chains, but even that is not helping. The bike is bogging down and I’m having to walk it up the slope – engine on, first gear, clutch out, revs up. At 12,000ft, this little exercise that I execute so easily in Idukki’s mud is making me curse the cigarette I had with my chai earlier that morning. And then, the snowy patch hardens into a sheet of ice that runs across our temporary ski slope – it is a stream that froze and drops over the edge into a short but promisingly painful trip to the river below. I freeze but that’s the wrong thing to do. Ice is like an oil slick with a sprinkling of banana peel on it, so you want to ride the bike like you are walking on a slippery bathroom floor – no sudden movements or panicking allowed. In fact, you shouldn’t even think because in the time it takes to think, you will land your ass on a cold hard surface. Because it is a short stretch of ice, you ride up to it as slowly as you can, pull the clutch in and let the bike simply roll over the treacherously slick surface. The deep snow at the other side seems like a Velcro patch after that. I can feel my heart beating furiously, my mouth is dry and I find myself breathing like a locomotive. I take a few sips from my hydration pack, find a place where the side-stand won’t sink into the ground and watch in guilty glee as the others behind me struggle up the same slope in a mix of heavy breathing and flying snow.     

Pin Valley is beautiful at this time of year. We haven’t seen a soul all morning; I haven’t seen snow this white ever and the razor-sharp peaks of the Himalayas etched against that cobalt blue sky makes me briefly think that all this talk about global warming is nonsense. But it isn’t. The slopes on the south side are devoid of snow because well, it hasn’t snowed. Phuentshok, our host for the night in Tabo tells us it hasn’t snowed here since November and that this place should be under a ton of snow by now. It is a scary thought.

THE POND

What I love about the Himalayan is that it is so easy to manage off-road. It has good ground clearance like every dual-sport bike should have, but the seat isn’t high off the ground like every other dual-sport bike’s is. This means I can get my feet on the ground comfortably and that means I am way more confident on it than I am on my Triumph Tiger back home. On the dirt/gravel sections, as we head to Kaza later that evening, I find myself doing speeds I wouldn’t dare do on a bigger motorcycle. That the Himalayan has very modest power means I have that poor engine on its throttle stop most of the time. I won’t lie though. I did wish many times that it had a bit more power, but then again, I will tell you that the bike is fun because it is unintimidating.

Now, because we are supposed to be buried in snow today and because it still hasn’t snowed, we decide to head higher up from the 12,000ft valley floor towards Kibber. We find a small pond that’s frozen over. I decide I am very clever again and fit the snow chains on my bike without gloves on. Cold air, cold metal, no feeling in the fingers. I ride nervously out onto the broad basin of the pond and promptly have the bike wash out from under me. Me falling breaks the ice (figuratively, not literally) and I am soon surrounded by six other bikes all hooning around the relatively broad basin of white. We drag raced on it, went sliding across the ice on our collective asses multiple times, tried our hands at flat tracking – it was an incredible high. It is cold but we’ve forgotten how cold it is and everyone’s face mirrors the same feeling – up there in the cold at 14,000ft with no one but us watching, freedom kicked in. Moments like this make me glad to be alive.

WHITEOUT

Through the ride, I’ve learned that there are different kinds of snow that you ride on. There’s deep snow which is an absolute workout to ride through, there’s ice covered by a thin layer of snow that is treacherous to ride on and there’s the third kind – the kind we get on the last day of the ride out from Kalpa.

Ironically, we’ve had to leave Spiti Valley to get proper snowfall and overnight at Kalpa, a ton of the stuff has come down and turned the landscape fairy-tale white. The third kind of snow is now what we have to ride on and, to my delight, I discover that it is the most enjoyable sort. The road down to Reckong Peo is tarmac and on it is a few inches of snow. It is here that the snow chains work their best because they find enough traction on those few inches and there’s grip underneath. The residents of Kalpa stay in their warm houses as we ride down that road surrounded by tall pine trees and crisp, clean air. I learn to use the power and slide the rear wheel around hairpins; I learn that this kind of snow lets you take liberties, and I am genuinely sad that from here to Shimla and beyond is now a long road back to normal life.

That night, as we sit around a table and share war stories, I realise what a kickass ride this has been. The struggle through the snow, the heart-in-the-mouth moments over ice, the biting cold, the billion stars on a pitch-black night and the incredibly close relationships you build with total strangers when you sit around a warm fire in the middle of nowhere is what made this trip for me. The chaps from Royal Enfield tell me that this ride was a ‘testing the waters’ kind of ride and they plan to include it in next year’s ride calendar, which in turn means we were guinea pigs. If this is what being a guinea pig feels like, sign me up for the next one, please.

BIKE PREP

A few minor modifications were all that was necessary to get these Himalayan Sleets ready for the snow ride. The engine oil was changed to fully synthetic 5W-40 grade to battle the expected below-freezing temperatures, and the drive chain had to be cleaned and lubricated almost every day because regular chain lubes don’t last long in these temperatures. Also, the foot peg rubbers were removed so our boots would grip them better. Then, of course, there were the Mizuno snow chains without which traversing the snow and ice stretches would have been very difficult.

For our comfort, Royal Enfield fitted the bikes with rain mitts as well as heated grips from a company called Oxford. That’s it. That was all that was needed.

RIDER PREP

You are going to ride through extreme temperatures, and if you get your riding gear wrong, it will ruin your ride. Here’s what I used to stay warm:

• SOL SS-1 ADV helmet
• Scott Recoil XI goggles
• Alpinestars Touring winter balaclava
• Royal Enfield Darcha all-weather jacket with rain and warm liners
• Triumph Navigator gloves
• Royal Enfield Darcha pants with rain liner
• Two layers of Decathlon thermal inner wear
• Decathlon woollen socks
• Sidi On Road Gore-Tex boots (worked brilliantly off-road)
• Decathlon 2-litre hydration pack

Also, remember to try on all your gear to make sure they fit well before the ride. Discovering your boots don’t have space for the extra thickness of the woollen socks, a night before the ride, can be a bummer.

OUSEPH CHACKO

“What do you mean we can’t leave?” Not that it’s a complaint, given our current location – the gorgeous Vivanta Dal Lake View hotel atop a hill overlooking Srinagar in Kashmir. But right off the bat, this was the first of a mercifully precious few hiccups in an otherwise meticulously planned journey. It turns out severe landslides have all but wiped out a section of the highway to Jammu, and it will be closed for a day while the authorities clear things up. Luckily, we’d budgeted some buffer days on this journey, which we would need to pull off something like this.

They say the two types of cars you simply cannot take on a road trip across India are a sportscar and an EV. We’re attempting to do just that in a car that is both – the Porsche Taycan. And it’s not some casual jaunt to a hill station over a weekend; this is the mighty K2K or Kashmir to Kanyakumari – over 4,000km from the northern to the southern tip of India. And before you ask, no, this is not a race against time or a test of range. In the real world, you do road trips comfortably, and that’s how we planned this.

So one extra day in Kashmir, huh? I’ve only so much as laid eyes on this Frozenblue Metallic Porsche Taycan once, at its launch in November 2021, so this is a good chance to get to know it better, I think. And what I get to test right off the bat is how good it is at being a Porsche. Twisty mountain roads, narrow, but decently surfaced, and since we don’t have any vast distance to cover today, I’m allowing myself a bit of fun.

Taycan Drive Kashmir to Kanyakumari: Srinagar to Jaipur

– Gavin D’Souza

Straight into Sport Plus mode and off we go. What gets me first is the steering – a hallmark of every Porsche. In Sport Plus, it makes no concessions to lightness in the quest for the ultimate feedback. The whole car feels just so tightly wound in a way that no EV I’ve driven before has, and this is not even the mighty Turbo S. There’s a purity to how this base, rear-wheel-drive model drives, and its 326hp is ample without feeling over the top. Some breathtaking views and a fair few hairpins later, it’s time to put the car back on charge and head off in search of a Kashmiri dinner.

The following morning, a proud 100 percent and 370km of indicated range showing on the screen, we’ve got the all-clear from the highway authorities and we’re ready to flag off. But first, a little matter of packaging. The 84-litre frunk can hold a surprising amount, but as we’re going on a long trip, we’ve packed some extra charging gear – including a custom-made 15A extension cord, just in case. It’s the 407-litre rear boot that, impressively, swallows up two week-long bags and then some, despite also housing the space-saver spare tyre.

Our exit from Srinagar is far more subdued than my little jaunt from the day prior, as we settle down nicely with the ‘Normal’ drive mode. I make sure to turn brake regeneration on, however, as it’s all downhill from here. As the kilometres tumble, the indicated range stays more or less the same, which means we’re driving this car more efficiently than the last person – me, yesterday.

The roads up here are heavily militarised, and it’s not unusual to be stopped for long spells to allow convoys to pass through. It happens on more than a few occasions, which gives the local sellers of apples, shawls and cricket bats enough opportunities to accost us with their best possible deals. It’s not long before they turn their attention to the blue bolt, however, and the conversation changes from bargaining to wild curiosity.

The road to Jammu takes us through the 8.45km long Qazigund-Banihal tunnel, among several others, and before long, we’re in Ramban district, where those devastating landslides took place. The authorities have done a tremendous job of clearing the road, but it’s still something of a mucky minefield, and the first real test of the Taycan’s go-anywhere ability. Thankfully, air suspension is standard for India, and raising it a few times lets us navigate the watery ruts left behind by the heavy truck traffic. That slowdown and the many traffic stops meant it’s after dark as we roll into Jammu for the night.

An uneventful driving day suddenly turns tense as we encounter heavy water-logging in Zirakpur, Punjab.

We thought the most eventful part of this journey was behind us, but we’re in for a surprise. For the most part, the journey to Chandigarh comprised superb, wide highways and superb road surfaces. But as we enter Zirakpur, the sky breaks open with some of the most intense rainfall I’ve seen all year. Visibility is non-existent, other road users are in a panic, and huge ponds of standing water begin to emerge out of nowhere. And then, after a long traffic jam crawls us towards a blind junction, the penny drops. A huge water-logged stretch spreads out before us and we have no choice but to wade through. It’s already taken a few vehicular victims, abandoned in the middle or to the side, but we push on. I’m quickly reminded that with this being an EV, there’s actually less chance of internal powertrain damage, as there are no intakes or exhausts for water to enter through. Still, it doesn’t stop my heart from being lodged firmly in my mouth, and once we’re finally clear and into Chandigarh, we inspect the car, and all is well.

It’s an absolute breeze getting to the Capital the next day, and although quite uneventful, the long, smooth highway gives me a fun game to play. The Taycan, unlike most EVs, actually has two gears in its transmission, the second being an overdrive for better efficiency on the highway. Putting the car in Eco mode actually lowers the suspension for better aero, and it’s here that I start chasing my new favourite number on the screen – the km/kWh reading. Much like kpl, a higher number is better, and in my experience with EVs so far, anything above 5km/kWh is good. Coming down from Kashmir meant we were already doing a pretty good 6.2, but by the time we roll into Delhi, I manage to take it up to 7.1km/kWh!

As we dock into a fast-charging bay at a large fuel station in the heart of the Capital, the unexpected happens. Car enthusiasts, two, three, four at a time, start to pull in and fill up; they serve 100-octane here. As it turns out, they’re all on their way to a Cars and Coffee New Delhi meet-up. It’d be silly not to go and check it out, and when we do, we’re treated to an incredibly warm welcome from scores of enthusiastic car owners. The Taycan is the only EV there, of course, and parked amongst internal combustion’s finest, it’s a great way for all of us to unwind.

My brilliant 7.1km/kWh figure is quickly eroded the next morning as progress is brought to its knees by Delhi traffic. An EV is technically more efficient in traffic than an ICE car, but nothing could be efficient here. After a quick spin around India Gate, it’s time to make our way to Jaipur. While Rajasthan’s highways are generally some of the best around, the monsoon seems to have taken its toll, and we’re regularly engaged in a game of dodge the surprise pothole. It’s back up to Comfort mode and mid-height suspension, I think. The final stretch to our hotel – thanks to some of Google Maps’ finest botchery – is on a tiny village road, replete with traffic snags and annoyed locals. But now that I’m so well acquainted with the Taycan, it’s as easy as driving a family hatchback.

Taycan Drive Kashmir to Kanyakumari: Jaipur to Mumbai 

– Jay Patil

Starting the second leg of the Taycan K2K drive was pretty much like being the second runner in a 4x100m relay: vastly underrated and little in terms of excitement. The flag dropped and in true relay fashion, Gavin started off in the twisties of the north that straightened out as he passed me the baton. It was bittersweet, to be honest, considering the Jaipur to Mumbai leg is mostly flat with only a handful of bends thrown in to break the monotony. And going by Shapur’s review, the Taycan, despite being an all-electric Porsche, was one that offered the full experience.

 It’s mostly big highways and open roads, but we often have to go off the beaten path on this journey.

My straight jaunt to Mumbai started off from the quaint Devi Ratn Resort in the beautiful city of Jaipur. Beautiful it was, right until the clock struck 9am and traffic clogged the picturesque but narrow streets. Nursing the Taycan out of the city amidst the parking  sensors’ greatest hits was nerve-racking and a gentle reminder that it wasn’t going to be a road trip like in the movies with just long looping highways.

What most of the Jaipur-Mumbai stretch looks like. An arrow straight ribbon of tarmac.

As we got out on the highway, I could relax and stretch the Taycan’s legs to get a feel of the zero-emissions Porsche. My first thought was of disappointment, because there was no exhaust purring away as I squeezed the accelerator. What was surprising, though, was how adept the Taycan was at cruising speeds. It exudes a feeling of a superb long-distance tourer that makes light work of hundreds of kilometres. As it munched on the miles and kept washing them down with lithium-ion juice, my range anxiety too was tapering slowly. The Taycan’s battery management is superbly calibrated and it gently sips on charge as you trudge along. But, of course, on long, straight highways, there would be a change in drive mode every once in a while. While Comfort is the ideal setting for a drive like this, Sport Plus is where the drowsiness of a lengthy road is eradicated. However, while the instant torque does make for cheap thrills, there are only so many times you can enjoy a shove to the body.

With my eyes peering out in the distance for some corners, we entered Udaipur, and my hunger for a few twisties was temporarily satisfied by some spicy Laal Maas.

An extremely comfy night at the wonderful Taj Aravali Resort and Spa made sure I was fresh for the next day when we would be leaving behind Rajasthan and entering Gujarat.

Long charging times, especially without fast charging allow you to have a relaxed meal.

The start to each day was methodical and started by filling out a log for each day’s trip and charge reading. Udaipur was yet another breezy drive, until we needed to recharge. You see, when you are on long drives like these, even the most diligent planning can go for a toss. And so it did when we reached the charging location at a remote, under-construction hotel. Now, recharging isn’t as effortless as parking your car and plugging it in. There can be some rough patches there too. We found out the hard way as we plugged the car in and realised we were out of network. This rendered online payment impossible, and just as we were about to lose all hope, Rahul decided to walk around and managed to find one bar the traditional way – one arm in the air. If that wasn’t enough, there was a power cut at the hotel, which halted the charging. As ironic as it was, a diesel generator was used to power the charging station, but the entire process of rebooting the charging software, with the weak network and fluctuating power supply, cost us a good chunk of time. Fingers crossed, we hoped the car charged as fast as possible and started prepping for a night drive into Gujarat.

As we set off, I made good use of the Taycan’s straight-line prowess and as the sun bid adieu, we crossed into Ahmedabad.

Taycan Drive Kashmir to Kanyakumari: Mumbai to Satara

– Hormazd Sorabjee

With the Taycan’s 79.2kWh battery topped up to 100 percent charge via our wall box charger in office, the first stop of the day was Pune. After a ceremonial flag off of the southern leg of our K2K drive at our office by Manolito Vujicic, head of Porsche India (also my co-driver), we eased the Taycan into Mumbai’s rush hour traffic towards the expressway. Two nasty speed breakers just outside office saw the Taycan pass the ground clearance test with flying colours. The Mumbai-Pune Expressway was where the Taycan came into its own, silently and swiftly slicing past traffic. That Mano and I were engaged in animated conversation throughout was evidence of the Taycan’s ability to gobble miles without any drama. Truth is, though it was a quick drive to our lunch stop, deliberately chosen not far from a Tata Power 25kW charger, I wasn’t driving this Porsche like a Porsche. That would be saved for the Khambatki ghat after Pune. We arrived in Pune covering 165km and with a 63 percent charge.

The Chhatrapati Shivaji Terminus was part of Taycan’s Mumbai darshan.

Lunch at Sayaji hotel took a little more than an hour, enough time for the Taycan’s battery to get upto 99 percent. Driver and car nicely fed, we made brisk progress on NH48 and reached the bottom of Khambatki, where the fun would begin in earnest. Camera team in position, Sport Plus mode selected, a pause for a gap in the road and wham. Acceleration is quick but not super quick (this is not the Turbo S but the base model), but the handling is just next level. The wide, smooth and curvy uphill one-way section of Khambatki was the ideal playground for the Taycan. The way it dives in and out of corners, the purity of the steering, the flat and composed ride was just incredible. In fact, it was so much fun, that we did the Khambatki loop twice.

The car and the journey got a thumbs up from everyone.

Twenty kilometres later, we were stopped by the police, not for speeding but because they wanted to have a look at the car. The blue Taycan was making all sorts of friends wherever it went!

Exciting Taycan came into its element on ghats en route Satara.

Flat-out uphill driving did take its toll on the battery, but when we reached Satara, a good 140km after our last top up, we still had 54 percent charge. I left the inconvenient job of finding a charger in Satara before calling it a day. Any regrets? I just wish I had more time to have driven it all the way to Kanyakumari, I was just getting warmed up.

Taycan Drive Kashmir to Kanyakumari: Satara to Kanyakumari 

– Nikhil Bhatia

I’d been following the Taycan’s adventure through India via Instagram thus far and had been itching to be part of the proceedings myself. Satara is where I gleefully joined car and crew. I’m no stranger to the highway we are on (it’s part of the route to Goa!), but I was a stranger to the Taycan. I’d not driven one before and there really wasn’t any time for an ice-breaking session with it either. A quick run through of the Taycan’s four screens and some of its quirks like the unusual position of the light switches beside the instrument screen was pretty much it. Thing is, as I find out almost instantly, the Taycan is a car that puts you at immediate ease. It’s very 911 in that sense. Frontal visibility is excellent, the beautiful bonnet ‘buttresses’ are a great reference point, and the driving position is spot on. I think I’m going to enjoy my time in the Taycan!

The Gogte Plaza charging station at Belagavi supplied cleanest energy.

The drive to Belagavi is smooth and ends with a charge at the Gogte Plaza charging station. Set up beside a solar field that powers it, with windmills churning away in the distance, it’s the ‘cleanest’ and greenest of our charging stops. I hope it’s a model we see replicated over the larger journey to electrification. The roads improve as we charge on deeper into Karnataka. Our average speed is up, travel time is reduced and what that means is a lot more can be packed into the day. Our stop at Davanagere is well spent in the quest for the best Benne Dosa – butter dosa with butter level Pro Max! Ahem, some of us may have packed in a kilo or two over the drive.

Resplendent Vidhana Soudha in Bengaluru is a must-see.

It’s on the way to Bengaluru that it hits me – range anxiety hasn’t hit me yet! Save for a range check at the start of each day, I’ve not paid much attention to the number over the course of three days of driving. EVs minus their most notorious stress point are a win in my books. A charger in easy reach just sweetens the deal. Luckily for us, Taj Yeshwantpur in Bengaluru, our halt for the night, is home to EV chargers.

There was just no getting around Bengaluru traffic.

Our plan of a late exit out of Bengaluru to avoid the early morning rush is met with partial success. We get a good run to the resplendent Vidhana Soudha, a must see, but it’s a crawl for the rest of the way out. The Taycan’s natural silence has a calming influence in the madness, I can tell you that.

The day’s driving has us enter Tamil Nadu, the final state on our journey. My devious plans to beat Gavin’s efficiency record are quickly aborted. The road is super-smooth and there are some wide, sweeping corners too. It’d be rude not to enjoy it to the fullest. Sport Plus dialled, the Taycan quickly (quickly being the operative word) reminds me it’s a Porsche first and then an EV. That gorgeous balance to the handling is just so, so rewarding. It’s only later that I realise we weren’t all that far from Kolli Hills, the 70-hairpin hill climb. Talk of a missed opportunity!

Zeon Charging’s RFID-enabled interface was really user-friendly.

It’s smooth sailing from Salem to Madurai. Again, it’s the road that impresses and what’s also reassuring to know is that we are never too far from a fast charger. The EV charging network is denser in the south. We use Zeon Charging’s 50kW charger, and it’s a joy to see the car ‘tank up’ so quickly, relatively speaking. The Taycan can accept charge at up to 225kW, which, infrastructure supporting, can give 100km of range within 5 min of plugging in.

I’d have loved to stay on to explore the temple city of Madurai and the historic Taj Gateway hotel we were staying at, but there’s a futuristic car waiting for me and a journey to complete. Today is the day we drive to Kanyakumari.

Gorgeous final run was almost ceremoniously lined with windmills.

I do feel for poor Gavin and Jay, but I think I’ve lucked out with the best roads of the entire trip. The surface is brilliant and the icing on the cake is that the traffic has thinned out the further south we’ve come. This is my last dance with the Taycan and I sure as hell make the most of it. Gorgeous skies and a forest, and I mean it, a forest of windmills on either side of the road lead us into Kanyakumari.

It’s a busy Sunday evening at the southernmost point of mainland India, but we politely creep our way forward till we make it to Sunrise Point (incidentally down the road from Sunset Point) and have the iconic Vivekananda Rock and Thiruvalluvar statue in view. This is it! Job done! Manolito Vujicic, who is donning two hats – of Porsche India head and a wide-eyed tourist – joyfully flags us in. Curious bystanders, and there are hordes of them, can’t comprehend our drive all the way from Kashmir, let alone one in an EV.

To us, the 4,467km journey has been epic in so many ways, but one of many learnings too.

Our Taycan lived an entire life in those 4466.5km.

For one, isn’t it gratifying to know we have the roads, at least many, to really enjoy a Porsche on? Then there’s the EV infrastructure. There’s no arguing here because there’s still a long way to go, but the fact that the Taycan did the trip from Kashmir to Kanyakumari without burning a drop of petrol or diesel, or needing any form of external assistance should tell you we’re surely headed in the right direction. And it cost us ‘only’ Rs 15,422 in charging. Fast charging isn’t cheap, but you’d be spending in multiples on fuel with a similar powered petrol car.

Bustling Kanyakumari was a place of quiet reflection of one epic journey.

As for the car. What a machine. We put it through everything. Rain. Shine. Good roads. Bad roads. No roads. The Porsche Taycan took everything like a champ. We knew it’d be fast and exciting, but what we’ve come to appreciate is how India-friendly the car is. Ironically enough, the Taycan’s impressive real-world range meant the whole journey wasn’t as much of an adventure as we anticipated it to be. And that is no bad thing.

Who said you can’t road trip in a sportscar or an EV?

Also see: 

Porsche Taycan India review: The best driving EV in the world

To our readers outside of Mumbai, we apologise. Let there be no doubt, we had an absolute blast last month letting a Lamborghini V10 sing its greatest hits through the acoustic chamber that is India’s first undersea tunnel – part of Mumbai’s Coastal Road project. But we concede that some of you who don’t live here, engineering feat aside, might have wondered what all the fuss was about. Allow us to explain.

In other big metros, huge road infra is not unusual; heck, the average service road in Delhi is wider than parts of our Western Express Highway. For us Mumbaikars, then, a big new road is nothing short of a revelation. The reason is simple – Mumbai is a collection of islands, conjoined artificially, that snakes southward in a roughly peninsular shape parallel to mainland India. And it’s narrow, dense and heavily built up, which is why we can’t have wide roads or endless flyovers. The Coastal Road project posits the solution of transplanting the highway alongside the city, in the Arabian Sea no less; and for the 2km stretch we drove last month, underneath it.

For now, the only part of this ambitious new project open to the public is the southernmost section, connecting the hub suburb of Worli to the Princess Street junction at Marine Drive, just before the busy business district of Nariman Point. Eventually, the Coastal Road will join up to the northern suburbs as well, but even this small patch is said to have eased up congestion considerably on this final leg of the officegoer’s commute. But just how much has it eased up?

It’s Nikhil’s first time on the new road and suffice it to say, the sheer magnitude makes it a little distracting. The two-lane on-ramp takes a cautiously wide and gentle curve, and moments later comes a sight none of us have ever seen before. It’s our familiar city from an entirely different angle and perspective, and not since the Bandra-Worli Sea Link opened 14 years ago have we been hit with such a sense of novelty. He’s also having to remind himself that the speed limit has gone up to 80kph, which was thus far unheard of in the heart of the city, and possible thanks to the 3-lane width of this new road.

Moments later, he’s soaring past the NSCI stadium and Mahalaxmi Race Course on his left, and water-locked Haji Ali Dargah is below him on the right. This is proving to be less a race, and more an exercise in time travel. All around, one can see new on-and-off ramps ribboning into view and joining up with the main road, the impact of which is only amplified by the sea all around. Even at this early stage of development, you can see the new walking promenade and parks being built alongside, which should add some greenery to this monument in concrete.

Next thing you know, the final off-ramp to Breach Candy (and several other affluent SoBo neighbourhoods) flits by, and in the distance, the mouth of the tunnel appears. That can’t be right. Nikhil checks his watch in disbelief, and indeed, it’s only 9:55am. Five minutes from Worli to Breach Candy! Yes, there’s a bit of traffic now as all the tributaries have joined the river, but it’s hardly what you’d call bumper-to-bumper.

The speed limit drop from 80 to 60 in the tunnel feels agonising, especially when we saw what a Lambo unleashed felt like just last month. But then, as they hop onto Marine Drive where the old and new roads meet, the traffic is back! The final 2km is the same as it ever was – a crawl past Wankhede and Brabourne stadiums into the crowded business district and our destination. Still, it must be better than the classic route, right?

Well, no actually. Having broken off from the Tucson at Worli, the Comet and I are buzzing down past the Nehru Science Centre, with only a few meandering cabbies slowing us down. I drive past the second on-ramp to the new road that I’m tempted to take, but of course, I can’t. From this angle, too, seeing the ‘spaghetti junction’ of ramps over the bay is an astonishing sight; the horizon I’ve grown up with is altered forever. But even amidst the wonder, I can’t help but realise, I’m making good time. It’s at the popular Heera Panna shopping centre junction that I realise my biggest downfall will be stop lights, and every moment sitting still reminds me that the new road is signal free.

Instead, I find him still in discussion with the photographers and crew, preparing them for the money shot of my arrival – something they thought wouldn’t happen for a while longer. I see visible bewilderment as I park alongside the Tucson and step outside. “Did you also take the Coastal Road?” Nikhil asks. Surely it wasn’t that close; 15 minutes apart? 12?

Also see:

Howling through the Mumbai Coastal Road Tunnel in a Lamborghini Huracan Video

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Skoda Kylaq design head Oliver Stefani speaks on the Kylaq design, challenges and India specific requirements. Tap to watch the full interview.

The Mercedes-Benz E-Class has a long, storied history with India with the first model officially launched almost 30 years ago. It has been going strong ever since and has been the bestselling Mercedes in India for years. Its popularity only grew with the introduction of the long-wheelbase V213 model in 2017. In its sixth generation now, the V214 E-Class is bigger, techier and promises the same chart-topping performance. We test the claim with the entry-level E 200.

Mercedes-Benz E-Class exterior

The new E-Class is longer, taller, and has a longer wheelbase than before, and as a result, road presence is considerable. Up front it gets LED headlamps in Merc’s latest design language, but the digital LED lights with projector elements are reserved for the top-of-the-line E 450. The star-studded grille with the huge Mercedes logo further adds the necessary bling, though its thick black surround seems at odds with the otherwise restrained and classy look.

Over to the side, the added length gives it that much-needed limousine look, while the S-Class-like flush door handles are a techy touch. Like the new BMW 5 Series, the E-Class also gets 18-inch wheels, but, as the spokes stretch to the end of the rim, they feel bigger and don’t look as disproportionate as the ones on the BMW. The separated rear quarter glass is a nod to the Maybach S-Class.

At the rear, it gets LED tail-lamps with a tri-arrow design motif, and a healthy dose of chrome. 

Mercedes-Benz E-Class interior

The E-Class has also grown on the inside, both in terms of space and modernity. The front section is dominated by what’s called a ‘Superscreen’, which means the dashboard itself is made of three individual screens: a 12.3-inch free-standing digital instrument cluster, a 14.4-inch touchscreen infotainment system and a 12.3-inch passenger touchscreen. We’ve seen this cluster on new Mercs with a host of customisation options (although not as much as in larger Mercs), but the large centre screen is where most of the functionality is. So much so that even the AC vents are digitally controlled via the settings in the climate menu of the screen. Definitely a handful, but something that would mostly concern the chauffeur more than the owner seated in the rear, and luckily can be manually overriden. Moreover, HVAC controls are now exclusively in the touchscreen like the S- and C-Class, but less intuitively, require a two-step process to access.

What’s impressive are the seats that offer good room and support with the right amount of cushioning. The soft pillows help, but ventilation is sorely missed on hot days. Also, strangely, the Burmester sound system’s stunning 4D experience is exclusive to the front seats. The speakers inside the seats can be altered up to 10 levels, and at their maximum, are strong enough to double up as a massage function as well. Aesthetically, it gets a large open-pore wood panel for the centre console and soft-touch materials all around. What is a slight irritant is the cramped footwell with a cramped dead pedal – noticeable if you are someone with a UK12 foot size. 

In the back, space is even more generous than before. But it’s not just the sheer room on offer; the overall comfort is impressive as well. The seats, like at the front, are hugely comfy with the right amount of support and cushioning; however, the party piece is the recline that’s moves the backrest from 26 degrees to 36 degrees. And that's not all, the seat squab also features an extendable underthigh support for added comfort. Add to that the ‘Boss’ mode, which allows you to push the passenger seat all the way to the front, and you get enough room to sit as comfortably as you would in a lounge chair. It also features powered sunblinds for the rear windshield and windows with manual blinds for the rear quarter glass. AC performance was a sore point for the earlier version, but the four-zone climate control and the AC vents housed in the centre and B-pillars help cool the cabin fast. However, a command touchpad to control the infotainment from the rear would have been a cherry on top.

The India-spec E-Class gets the ‘Chauffeur Pack’ as standard, which brings with it a foldable centre armrest for the rear with cup holders, a wireless charging pad and some storage space. Fold the armrest back and you’ll have a centre seat, but it’s far from comfortable due to the large centre tunnel hump. This makes the E-Class only an occasional 5-seater.

What does improve practicality, however, is the fact that you no longer have to sacrifice boot space with a spare wheel. The space saver now sits under the boot floor and results in a rather generous 510-litre boot.

Mercedes-Benz E-Class performance

The new E-Class comes with three powertrain options: the E 200 seen here with a 2.0-litre turbo-petrol engine, the E 220d with a 2.0-litre diesel and the E 450 with a 3.0-litre six-cylinder turbo-petrol engine. In terms of performance, the 2.0-litre petrol engine makes 204hp and 320Nm but also features a 48V mild-hybrid setup that bumps up the power by 23hp under acceleration. That said, the response is linear and the surge in acceleration is gentle. Although it’s more responsive in Sport mode, it never feels too aggressive. Mated to the engine is a 9-speed automatic, which, thanks to the closely stacked gears, always ensures you are in the power band.

The mild-hybrid setup aids in bottom-end response and the torque flattens out once you’re over triple-digit speeds. The engine is refined, but there’s a raspy exhaust note that seeps into the cabin past 3,200rpm; it is far from sounding coarse. 0-100kph is a relaxed 8.25 seconds but there is no dearth of pulling power during overtakes.

Mercedes-Benz E-Class ride and handling

While the performance might not be something to boast about, the focus of an E-Class is always comfort and ride quality. With 18-inch wheels and a soft suspension setup, the new E rides well and composed on smooth highways. However, over broken roads, especially at low speeds, there is a fair bit of movement inside the cabin, and it can thud over bad patches. That said, ground clearance is something you don't have to worry about much with the new E. Large speed bumps are well managed, and the car almost never scrapes its underbelly. Impressive, but you still need to be wary of the long wheelbase over some poorly built speed bumps. 

Handling manners are neutral with a light yet sharp and linear steering that aids manoeuvrability. You can tweak the response in the drive modes, but it remains a comfy cruiser and not a corner carver. That said, grip levels are good and body roll, despite the soft suspension, is only marginal.

Mercedes-Benz E-Class price and verdict

Priced at Rs 78.5 lakh, the E 200 is only Rs 2 lakh more than its predecessor, and given the updates, it's not a significant amount. Against its rival, the 5 Series, also available in long-wheelbase guise, it's Rs 5.8 lakh more, so a comparison between the two is inevitable. But as things stand, the new E-Class – especially in this E 200 guise – has got a lot of things right. Sure, more tech should have been lavished at the rear instead of the front given its primarily chauffeur-driven duties. Still though, it is a vast improvement over the previous version, which is a feat in itself. 

It gets the stately look expected of a limousine, plenty of tech to keep it modern for a few years, and amazingly, an even more spacious and comfy rear seat than before. It's clearly then a no-brainer. The only question remaining is if it is better than the new BMW 5 Series, and we will find that out soon.

Also see:

Next-gen Mercedes CLA previewed ahead of global debut

Constant changes in EV taxation distort the market, says Mercedes India CEO

The car you see in these pictures needs no introduction. An icon of the Mr Bean series and The Italian Job movies, the Mini Cooper is perhaps more famous than the characters behind its wheel. It has been the benchmark for fun, fast, small hatchbacks, and this new Cooper S is the last to be petrol-powered, as from here on, it will be an EV-only model. So, let’s see if it lives up to its legacy.

2024 Mini Cooper S: design

The new triangular tail-lamps get individual configurable LED elements.

The easiest way to tell that this is the latest Cooper S is to look at the rear end. The Mini Cooper now gets triangular tail-lamps with individual LED elements that can be configured to display three different animations, including the famed Union Jack pattern. Similarly, the iconic round headlights are bezel-less, and they, too, have custom animations. The octagonal front grille is larger and features a blanked-off trim in the centre. In keeping with its sporty theme, there are no chrome elements on the outside; instead, you get a generous dose of gloss black surrounding the grille, the mirrors, the roof and the tailgate. There’s also some cladding around the wheel arches and stylish 17-inch alloys.

A special mention must go to this Sunny Side Yellow paint on our test car, which grabs many eyeballs. Notably, this new Cooper S forgoes the air intakes in the bumpers and, more controversially, visible exhaust tips.

2024 Mini Cooper S: interior, features

In the pursuit of minimalism, Mini has forgone the instrument cluster, giving the dashboard a clean look. The 9.4-inch OLED centre touchscreen doubles up as the instrument cluster, showing relevant driving information, depending on which mode you’re in. This Android-based screen is the cabin’s highlight, and it controls most functions, too.

The screen is high in resolution, and the touch is slick. However, the multiple menus and sub-menus mean that you need time to get accustomed to it. Mini has used sustainable materials on the dashboard, door cards and seats, which look nice and rather unconventional but will be challenging to keep clean. The steering is nice to look at, with its two-spoke design, and the tensioned fabric piece that acts like the third spoke is a cool touch. However, the steering’s rim is too thick, much like those of several M Sport BMWs. The front seats are accommodating; they hold you well in place around corners and offer good adjustability, but electrical adjustment is part of an optional pack. Entry to the rear seat is tight, and it isn’t particularly spacious, but adults can fit here for shorter journeys. What does help matters is the dual-pane sunroof, which opens up the feeling of space in the cabin.

As for features, the Cooper S packs in quite a bit of standard equipment, and our test car was also fitted with an optional Classic pack worth Rs 5.85 lakh, which brought in a couple of feel-good bits. Chief among them are the superb-sounding Harman Kardon sound system and the head-up display, which shows you the necessary information, such as speed, gear and tachometer. Uniquely, it also brings in an inside camera for taking photos or videos while you’re out on a drive. Standard features include auto climate control, LED lights, a rear camera, a large wireless charging pad in the centre console, ambient lighting and cruise control. 

2024 Mini Cooper S: powertrain, performance

Underpinning the new Mini Cooper S is a heavily updated version of the outgoing Mini’s platform. The engine is also the same 2.0-litre, four-cylinder turbo-petrol but uprated for this latest version. Output stands at 204hp and 300Nm, up from the older car’s 178hp and 280Nm, and it continues to send power to the front wheels.

Twist the toggle switch in the centre console, and the four-pot burbles to life. This simple twist switch makes you feel like you’re operating an aircraft and adds to the cool factor. The exhaust, while not particularly loud, does have a nice raspy tone to it. And like most modern, sporty cars, the Cooper S also pipes an artificial exhaust sound into the cabin through the speakers. While some might say this is sacrilege, I actually think it enhances the experience. The BMW-sourced motor is a highlight of this car as power is plentiful, and its rev-happy nature just eggs you on to drive harder. It leaps off the line, and the instant power delivery never leaves you wanting more.

Cooper S leaps off the line, and the instant power delivery never leaves you wanting more.

The engine is paired with an 8-speed dual-clutch automatic gearbox that is quick and responsive, and depending on which drive mode you’re in, it’ll either upshift at the earliest to conserve fuel or hold on to lower gears longer for maximum performance. One of the biggest misses with this new Cooper S, though, is that it lacks any form of manual control for the gearbox: no paddles, no Tiptronic function and not even a proper gear lever, with only a toggle switch to select drive direction. The only way to get it to downshift is by pressing the accelerator hard and then waiting for the gearbox to kick down. For a hot hatch like the Mini Cooper S, this is a big letdown. Another miss is a handbrake lever, so there’s no scope for fun manoeuvres such as handbrake turns and J-turns. 

On the move, the Cooper S feels energetic and quick despite its 1,360kg kerb weight. And that’s backed up by the performance figures. Mini claims a 0-100kph time of 6.6 seconds, but we managed to time it a shade quicker at 6.48 seconds in Go-Kart mode. And despite having no manual control, the gearbox is quick enough to kick down, which enables you to dart in between the gaps in slow-moving traffic. In-gear acceleration, then, is strong, too, taking 3.62 seconds for the 20-80kph sprint and 4.56 seconds for 40-100kph.

The new Cooper S offers seven modes, each with unique ambient lighting and screen graphics, with the Classic pack. However, only three of them – Core, Go-Kart and Efficient – actually alter the driving experience. Core is the standard mode, offering the best balance between performance and efficiency. Efficient, as the name suggests, is the eco mode, which dulls throttle response in the interest of efficiency. 

The Cooper S is sprightliest in the Go-Kart mode, where it feels quite literally like a go-kart. It’s in this mode where the engine, gearbox and throttle are the most responsive, and the car feels like it shrinks around you. The other four modes only alter the ambient lighting and graphics and play an audio track.

2024 Mini Cooper S: ride, handling

The brakes are sharp, with a strong initial bite followed by progressive stopping power. In our test, it took 25.76 metres to come to a halt from 80kph. On Mumbai’s less-than-perfect streets, the Cooper S felt stiffly sprung, and the larger bumps were jarring. There’s no scope for adjustability, as it doesn’t get adaptive dampers. The run-flat tyres don’t help either. The optional 18-inch alloys will have even slimmer side walls, which will further hamper the ride quality. But drive it on a perfectly paved road like the new coastal road in Mumbai, and it is just super.

The stiff ride means that it feels tight and agile around the bends, with absolutely no body roll. The steering is also sharp, and the Cooper S is quick to turn into corners, making it feel like it shrinks around you. There’s barely any slack at the centre position, and you’ll like the fact that it is communicative, too. You’ll also notice torque steer when driving flat-out, but it’s nothing that’s not manageable; here, it is actually fun and adds to the drama. Like Coopers of the past, this new one remains a hoot to drive. Then, there’s also the fact that Mini is saving its best for the full-blown John Cooper Works (JCW) version, which is expected to arrive at a later date, and that should dial things up further.

2024 Mini Cooper S: price, verdict

The Mini Cooper S is a car you clearly buy with your heart rather than your head, especially considering it costs Rs 44.90 lakh (ex-showroom), before options. Then, there’s the lack of manual control for the gearbox, and it’s a stiff ride to contend with. Beyond that, though, it is simply a hoot and remains as charming as ever. It’s packed with more tech than before and has a superb engine. Moreover, you won’t be able to buy this petrol-powered hot hatch after a couple of years. That might be reason enough to get the Mini now. 

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2024 Mini Cooper S video review

New Mini Convertible revealed

Electric Mini Cooper JCW gets 258hp

It’s been nearly four years since Nissan brought the Magnite to India, and the compact SUV has shouldered the responsibility of establishing the Japanese brand's presence in the country. The X-Trail is a recent addition, serving more as a brand statement than a bread-and-butter model. Over the past six months, Nissan has despatched more than 12,000 units of the Magnite to its dealers (over 2,000 units every month) and has exported over 30,000 made-in-India models to international markets in the past four years.That the compact SUV will have to soldier on here, combined with the company's aim to export nearly 1 lakh units to 65 left-hand and right-hand-drive markets by 2026, underscores that a lot is riding on this facelift.

Nissan Magnite facelift: exterior, design

While the changes to the Magnite facelift’s design may seem insignificant when seen individually, together they add a dose of ruggedness to the compact SUV. The addition of a piano black appliqué that connects the grille and headlights makes the former look larger. The front bumper gets contrasting silver bits that protrude slightly, adding to the muscular appearance and also serving as fog light housings.

The new, smart-looking dual-tone 16-inch alloys add some freshness to the sides of the Magnite. The tail-lights get new 3D LED signatures that are quite attractive. Also, the Sunrise Copper Orange exterior colour is new and suits the Magnite well, especially with the contrasting black roof.

Nissan Magnite facelift: interior

It’s a similar story on the inside – there are small changes, but the effect is notable. The Magnite facelift’s cabin looks and feels far more premium, thanks to the copper-coloured leatherette finish on the dashboard and door panels, especially compared to the outgoing model’s nearly all-black plastic finish. The steering now gets an all-black finish that contrasts well with the dash, and the seats in the top-spec Tekna+ variant come in dual-tone copper-black leatherette covers that help keep one’s back and bottom cool, especially in conjunction with the strong automatic climate control system.

However, not everything is perfect. The new ambient lights do add to the ambience, but the execution could have been a bit more seamless. In addition, the steering column is visible in the footwell, and the accelerator and brake pedals are placed a little too close together.

In terms of practicality and comfort, the Magnite facelift retains its ability to carry four passengers with ease – though three seated abreast in the back will find shoulder room lacking – and comes with a 336-litre boot, which is good enough for a couple of large suitcases, and expands to 690 litres with the rear seats folded.

Nissan Magnite facelift: features

The faceliftcomes with a slightly expanded feature list. The Magnite has always been a well-equipped compact SUV, and it now adds goodies like engine remote start, auto headlights, an auto-dimming IRVM (the frameless unit picks up fingerprints and smudges too easily), a cooled glove box, and a USB C-Type port for rear passengers. The updated 7-inch digital instrument cluster is less gimmicky than that of the outgoing model, yet it displays the same amount of information, making it a welcome upgrade.

The standard safety kit on every Magnite variant includes six airbags, three-point seat belts for all passengers, ISOFIX anchors, ABS, traction control, a tyre pressure monitor, and a hill-start assist. The higher Techna and Techna+ variants also get a 360-degree camera, which doesn’t have the best resolution but works effectively.

Nissan Magnite facelift: performance, ride and handling

The Magnite is still offered with either a 72hp, 1.0-litre naturally aspirated petrol engine or a 100hp, 1.0-litre turbo-petrol unit; we’ve driven the latter, and it’s just as enjoyable as before. This three-cylinder unit has a strong mid-range punch and works well with the smooth CVT to mask any lag at lower revs. Speaking of the CVT, at low and medium engine speeds, there’s barely any of that typical ‘rubber band’ effect, but if you drive with a heavy right foot, it will set in. Cabin insulation has improved marginally, but the three-pot engine’s clatter is still audible, and it gets boomier as the revs rise.

At slower speeds, there is an underlying firmness to the Magnite’s suspension setup, but it doesn’t feel uncomfortable at any point. On the highway, the suspension does a much better job of filtering out road undulations, making it an able cruiser. What also helps is the steering that weighs up as the speeds rise, and the 195/60 tyres offer a decent amount of grip, instilling confidence when going through twisty ghat sections. On the other hand, despite doing a good job, the brakes don’t lend as much confidence as they should as the pedal feel is mushy, and there’s some slack before the brakes bite.

Nissan Magnite facelift: price, verdict

On the face of it, it may seem like not much has changed with the Magnite facelift, but that’s not true. It retains all the qualities of its predecessor –brilliant design, comfort, a sporty feel, and a well-equipped interior, all with an attractive price tag– while showing marked improvements in areas such as interior ambience and feel-good features.

Other than the visible cost-cutting and the lack of a sunroof at this price point (models such as the Venue, Nexon, and XUV 3XO offer one at the Rs 11.50 lakh that this top-spec Tekna + variant retails for), the Magnite is a more than competent package, especially when one considers that you pay just Rs 23,000 more for it compared to the outgoing model’s top-spec trim. The Magnite model should help Nissan maintain a foothold in India, at least for the near future.

All prices, ex-showroom, India

Also see:

Nissan Magnite: new versus old

Nissan Magnite facelift price, variants, features explained

Contrary to the Mini in its name, the Countryman is a large, four-door, spacious crossover squarely aimed at family buyers. Now in its third generation, it has undergone some revolutionary changes, and for the first time ever, it’ll be sold with an electric heart, along with the ICE versions. For India, though, Mini has only introduced the Countryman EV as an import, which, due to its single-motor, front-wheel drive setup, is priced rather competitively at Rs 55 lakh. 

But India’s entry-level luxury EV segment is quite populated, by electric car standards at least. It includes the BYD Seal and Hyundai Ioniq 5 at one end – priced sub-Rs 50 lakh – and the Mercedes-Benz EQA (Rs 66 lakh) and BMW iX1 (Rs 67 lakh) on the other end. So, how does the new Mini Countryman EV stack up?

2024 Mini Countryman: design

With dimensions larger than a Jeep Compass, this new Countryman can be termed as anything but small.

Think Mini, and you’d visualise a compact hatchback. However, with dimensions larger than a Jeep Compass, this new Countryman can be termed as anything but small. Despite its size, a curvy design language and smooth body lines devoid of cuts or creases make it appear chic and urbane rather than brawny and intimidating. Executed with undeniable panache is the matte champagne-coloured garnishing around its closed-off front grille and on the C-Pillar and the front, side and rear skid plates. Even the Mini logos and the Countryman badge are finished in this shade.

Our test car was fitted with optional 19-inch alloys sporting the champagne scheme, although 17-inch alloys come as standard. A wraparound glass area and a blackened roof mask the Countryman EV’s height well, lending it a wagon-like silhouette. Adding to its feel-good factor are the (optional) LED DRL eyebrows and matrix LED tail-lamps that have a customisable light show upon locking or unlocking.

2024 Mini Countryman: interior, features

Like Minis of yore, its cabin is minimalistic with a circular theme.

Like yesteryear Minis, the Countryman EV’s cabin has a minimalistic theme with circular elements. The centre of attraction is a 9.4-inch circular OLED touchscreen, which is exceptional in terms of its usability and responsiveness, and its clarity is second to none. Furthermore, fun themes, funky animations and musical notifications will most certainly make you smile while operating it. This screen also doubles up as the speedometer and driver display, which is inconvenient to read on the move. You could consider opting for the Favoured Pack, which gets you a head-up display (HUD) bundled with several other extras, for an additional Rs 4.60 lakh. And while the HUD does make it convenient to read the speed, the unit is simply too basic, especially when compared to the ones available in hatchbacks at a fraction of this Mini’s cost.

The dashboard is replete with fabric made out of recycled materials. However, its open-pore texture might not be ideal for our dusty conditions. It is finished in blue and neatly fades into a shade of brown towards the rear half of the car; the seats are also brown. The champagne-coloured theme is carried over on the inside and is the most prominent around the air vents and on the vertical door handles.

The optional JCW Sport driver’s seat on our test car is too sculpted and firm for comfort; hence, it is an option we recommend you uncheck. It has a seat massaging function, though. Things are a bit better at the rear. Space is adequate, the backrest reclines, and even though the floor height is raised and you’re seated in a knees-up position, it is still quite comfortable. Also, accommodating a third passenger is possible due to a flat floor and a broad seat.

Being the more practical Mini, the Countryman has an abundance of storage areas; the central console shelf and door pockets are huge, and even its 460-litre boot is large. Sadly, it isn’t equipped with a spare tyre beneath the floor.

As far as its equipment goes, the Mini gets the aforementioned OLED touchscreen, LED lights, 17-inch alloys, rear-view camera and panoramic sunroof, among others. Customisable LED lights, electrically operable boot and drive modes are some of the optional extras bundled in the Classic Trim, which costs Rs 2 lakh more. In addition, buyers who want a head-up display, JCW Sport seats, 19-inch alloys and a Harman Kardon sound system will need to opt for the earlier-mentioned Favoured Pack. However, this Mini still misses ventilated seats, a 360-degree camera, side and curtain airbags, and adjustable regen via steering-mounted paddle shifters.

2024 Mini Countryman: powertrain, performance

The talking point of this EV is its 66.45kWh (gross capacity) battery, which it shares with its platform-mate, the BMW iX1. But unlike its BMW cousin, which uses a twin-motor setup, the Mini makes do with a single-motor, front-wheel-drive setup. And while its motor makes 204hp, its 250Nm torque output doesn’t impress, especially when compared to turbo-petrol cars available at half its price.

There’s no storage area beneath its bonnet.

But then factor in the instantaneous responsiveness of its motor, and you never yearn for more pep while ambling around town or when driving in a leisurely manner, which is how most owners would drive their Countryman EV.

Demand more out of it, though, and its torque curve flattens quickly. The Countryman’s outright performance is lacklustre, and it doesn’t feel as effortless as its rivals. To put its acceleration into perspective, the Mini will sprint from 0-100kph in 8.6 seconds (claimed), slower than a similarly priced Volvo XC40 Recharge front-wheel drive’s 7.3 seconds or a Hyundai Ioniq 5’s 7.5 seconds.

Although adequate, its performance feels muted compared to its rivals.

Interestingly, the Mini features ‘Iconic Sounds’, which gives drivers the option to play synthesised motor sounds via the speakers. These sounds are loudest in the Go-Kart mode, wherein it’ll also emit its own version of ‘pops and bangs’ when you lift off the accelerator pedal. These certainly liven up the drive experience and add a degree of fun to the otherwise quiet and drama-free EV experience.

2024 Mini Countryman: ride, handling

Its Mini-ness is evident when you find yourself on a winding section of a road.

The Mini-ness of the Countryman EV becomes evident when you find yourself on a winding section of a road. Its sharp steering and pointy front end make it feel very agile, and despite its size, it still handles in a ‘go-kart-like’ manner. Ride quality isn’t harsh or jarring per se, but you hear each and every ‘thud’ and ‘thwack’ while driving on our less-than-perfect roads on account of a noisy suspension that’s further exacerbated by its upsized, optional 19-inch wheels. The suspension noise seriously hampers the driving experience, coaxing you to drive with more caution than what the Countryman EV can actually handle.

2024 Mini Countryman: verdict

It’s hard not to be enamoured by the charming new Mini Countryman. Besides oozing character, it carries forward the traditional go-kart-like driving mannerisms associated with Minis, all while being spacious and practical. But the Countryman EV’s proposition isn’t complete – rivals are more comfortable, offer better performance and provide more equipment. So, like other Minis, even this ‘practical’ Countryman is purely an emotional purchase, and if you decide to take the plunge, be rest assured that it’s a car that’ll make you smile every time you’re behind the wheel.

Also see:

2024 Mini Countryman video review

Mini Countryman Electric launched at Rs 54.90 lakh

Electric Mini Cooper JCW gets 258hp

To say the Kia Carnival was a high-risk, high-reward product would be an understatement as big as the MPV itself. At the time of its launch in February 2020, the brand had only been in India for six months, and though its first product, the Seltos, was a runaway success, Kia was yet to become a household name. 

To then launch a premium diesel MPV positioned above the near-untouchable Toyota Innova Crysta, and that too with an investment in local assembly? It sounded crazy. Sure, it sold nowhere near as many units as the rest of Kia’s products (or the Innova), averaging about 3,600 units a year, but it carved a niche for itself deep enough to warrant a sequel.

Perhaps not many knew that the 2020 Carnival for India was really a 2014 model globally (Gen 3: YP) that was at the end of its life; in fact, the next model (Gen 4: KA4) was simultaneously going on sale in other markets. But, the YP lived on in India until April 2023, when it succumbed to the BS6 Phase II emissions norms. 

However, rather than just launching the KA4 (it was shown at the 2023 Auto Expo) immediately, Kia opted to wait until it got a facelift so India would get the latest model possible and not lag the rest of the world like last time, and that’s the car you see here.

2024 Kia Carnival colours, dimensions, exterior design

History lesson over, let’s talk about the new Carnival, whose basic premise hasn’t changed much. It’s still a massive vehicle, at 5,155mm long, 1,995mm wide and 1,775mm tall, with an E-class-like 3,090mm wheelbase, which are gains of just 40mm, 10mm, 20mm and 30mm, respectively, over the previous car. 

It carves a silhouette similar to the previous car, even using the exact size of wheels - 18 inches, with a set of chunky tyres. Look closely, and you’ll notice the bonnet is longer, taller and more horizontal, while the front overhang is 20mm shorter and the rear overhang 30mm longer, all of which give it slightly more SUV-like proportions. 

Since this design is a facelift of a generation jump, the details are far removed from the previous car and in line with the newest Kias. The ‘Tiger Nose’ grille is wide, and hovering above it are LED strips that join the tall, slim headlamps pushed out to the very sides of the nose. Lighting is via prominent ‘ice cube’ LED projector elements stacked vertically, and even the fog lamps at the base of the bumper look similar. Spot the radar element in the centre of the air dam.

To break the monotony of the slabby sides is a vertical dappled brushed silver trim piece, as well as a black element between the doors. Sadly, the exposed rail over the rear wheel arch for the sliding rear door returns and is an eyesore, as is the huge gap under the floor (for the same purpose), which you’ll see when you open the door. 

The rear, similar to the front, adopts slim vertical LEDs joined by a thin horizontal strip, highlighting the added width, while a brushed metal trim element in the bumper adds some character. The rear wiper, meanwhile, is hidden under the spoiler when not in use. 

Incidentally, the powered tailgate opening is wider than before, giving even better access to the mammoth 627-litre boot – that’s with all the seats in place, by the way, thanks to a deep underfloor storage as before, and Kia says it will hold four large suitcases. Fold everything down, and you’re looking at 2,900 litres of space. 

The 2024 Kia Carnival is available in just two colours - Fusion Black and Glacier White Pearl - as that, the brand says, made up the bulk of the previous car’s sales. A small hint at the target demographic, if you will.

2024 Kia Carnival interior space and comfort

Where the previous model offered 7-, 8-, or 9-seat configurations, the new Kia Carnival only comes in top-spec Limousine+ spec, with seven seats in a 2-2-3 layout. This was by far the most popular layout in the previous model, owing to buyers primarily purchasing it for second-row use. 

The pair of vast captain’s chairs slide back and forth manually, requiring some muscle to move their bulk; that’s easier done once seated. They also slide left to right, but this is actually a functional requirement rather than a cool gimmick, as it might seem. With seats in their outermost position, you have ‘access mode’, placing them closer to the doors but also creating a gap between them to access the third row – the only access available. However, in this mode, their fore-and-aft movement is limited, so to access their full potential, they have to be pushed inward to the centre.

With this done, you can slide it a few inches further back and a few more still if you fold the third row away. And having them in the centre means they don’t foul with the third-row armrests, so you can fully recline the backrest and extend the ottoman with sufficient space to stretch out. For still more space, there’s a ‘boss mode’ to move the front passenger seat forward. 

There’s even some height adjustment on the second row, and you can vary the seat base angle to an almost comical level. These functions, along with the recline and ottoman, are now powered, but the controls are oddly located on the inner side of the squabs, making them difficult to reach when the seats are pushed together.

In terms of creature comforts, the second row once again gets its own separate sunroof; the seats are heated and ventilated; there are manual window shades; and there’s a pair of USB-C chargers, unusually located in the seat backs of the first row. The cup holders, too, are between the front seats, so if you have the second row slid back, you won’t be able to reach them. 

There is a third climate zone for the second and third rows, but the AC controls are once again oddly located on the right side of the roof, above the driver’s seat, and you only get four small roof-mounted AC vents. That said, cooling didn’t seem to be a problem during our drive.

The third row is a three-seat bench, which feels tight for three adults but just right for two, though the placement of the seat belts might restrict you. The headroom is decent; you can recline the backrest, and with the sheer range of fore and aft sliding for the second row, legroom can be either too little or a whole lot. So, as long as the middle seats are kept upright, there can be sufficient space for all.

The front seats are big and comfortable, though a little firm in the upper back area. They’re ventilated and heated, with 12-way power adjustment and memory function for the driver.

2024 Kia Carnival features and safety

Much like with the exterior, the cabin design and layout feel like the biggest leap forward for the Carnival. While the previous one was well-built, decently kitted out and practical, its look was decidedly last-generation. This one elevates things in every area, with the same futuristic design as all modern Kias.

There’s a clean and horizontal layout to the dash, accentuated by the strip of ambient lighting on the passenger side and the slim AC vents in the centre. Below these, you’ll find a context-sensitive touch panel that switches between HVAC and audio controls, which looks cool but is frustrating to use in a hurry. 

Further down is a wide central console that really highlights the space between driver and passenger, and it’s put to good use with a big storage bin, wireless charging tray, USB-C ports and large cup holders. The gear lever has made way for a crystalline rotary selector that looks and feels upmarket.

In fact, that sensation is only enhanced by excellent material quality all around and generous use of soft-touch materials, typical of a modern Kia. A particularly high-quality touch is the row of metallic toggle switches for seat heating and ventilation and a few other functions.

The twin 12.3-inch curved screen array feels bang up to date with its free-standing and hood-free design, and the graphics especially make it look techy and state-of-the-art. Touch sensitivity and smoothness aren’t up there with the best in the industry and are about the same as you’ll find in a Seltos; some might expect more at this price. 

The 12-speaker Bose audio system fills up the large cabin nicely, while other feature highlights include ADAS with Level 2 autonomous capability, eight airbags, a heads-up display, and powered, sliding rear doors that can be operated from the handle, the driver’s seat or even the key fob.

2024 Kia Carnival mileage, ride comfort and driving impressions

The changes to the mechanical makeup might seem nonexistent at first glance, but there are a few important ones. For instance, the engine might still be a 2.2-litre diesel, but it’s an all-new unit that, crucially, moves from a cast-iron block to an aluminium one. The steering, meanwhile, uses electronic power assistance rather than hydraulic, which is another big difference.

Power and torque are actually lower, at 193hp and 441Nm, and while Kia didn’t quote a figure, the kerb weight will no doubt have gone up. It doesn’t appear to have affected the driving character too much, though, and the Carnival’s powertrain remains unhurried but ample; Kia quotes a 0-100kph time of 10.7 seconds. 

The 8-speed torque-converter automatic, too, isn’t the most eager, and that’s just as well in a big MPV, but its reluctance to kick down a gear quickly for an overtake can be annoying when you need it in a hurry. There’s a sport mode and paddle shifters, too, but you’ll seldom find yourself using them.

While the obvious benefit of the aluminium diesel engine is weight reduction, the unfortunate side effect is greater engine noise. And though not loud and clattery like that of an Innova Crysta, it is something a premium vehicle at this price point should do without.

Kia has admirably stuck to its big diesel powerplant at a time when many are switching to petrol or hybrid, and apart from strong pulling power on the highway, its other advantage in a big car is fuel economy. The Kia Carnival’s fuel economy is rated at 14.85kpl by ARAI, but even in our day of hectic driving and shooting, we managed a respectable 10.9kpl.

Ride comfort is also important in a chauffeur-driven car like this, and the new Carnival largely delivers. It was a wise choice to stick to the same size of wheels and their chunky 235/60 R18 tyres, as they do provide a degree of cushioning to the ride. Overall, though, it offers a solid and stable ride at high speed, with some harshness over larger bumps.

The new electric power steering (EPS) makes this big MPV very easy to manoeuvre at low speeds, and even when making lane changes on the highway, it gives a degree of confidence to the driver. That said, the previous hydraulic unit wasn’t noticeably heavy or cumbersome, particularly compared to that of an Innova Crysta.

2024 Kia Carnival price and verdict

With the generation-and-a-half leap that the Kia Carnival has taken, the advances over its predecessor are clear to see. It’s most evident in the features and tech, which now feel contemporary and right up there with the best. The updated look, which is modern and even a bit rugged, also adds to the appeal. 

For all the updates, however, the basic proposition remains the same: that of a luxurious MPV that pampers the chauffeur-driven owner in the middle row with vast space and the ability to stretch out while also providing space for three more in the back and lots of luggage.

As such, then, its price of Rs 63.9 lakh (ex-showroom), a jump of Rs 20 lakh (it is locally assembled as before), feels excessive. The fact is that MPVs are gaining better acceptance as desirable luxury transport; Kia, as a brand, has grown in stature, and buyers are willing to spend more. And Kia has chosen to make the most of it. There’s a gap between Rs 30 lakh and Rs 1 crore (bookended by two very capable hybrid Toyotas), and while the old Carnival was positioned at the lower end of this space, it’s now moved up to the middle.  

On paper, the updates might not seem to justify it, but the truth is people are willing to spend for the premium chauffeur-driven experience, as evidenced by the 3,000-plus bookings the new Carnival has received since launch, despite its price. And when it comes to delivering that experience, there’s no doubt the new Carnival has got the goods.

Also See:

New Kia Carnival video review

Chinese manufacturer BYD (Build Your Dreams) is perhaps best known in India for its Atto 3 electric SUV and the Seal electric sedan, but BYD began its India chapter with the launch of the e6 electric MPV. It was initially offered just to fleet operators, but when sales opened to personal buyers, it couldn’t shake its commercial image. That’s where this new eMax 7 comes in. Essentially a revised and improved version of the e6, the eMax 7 comes with a larger battery, more features and a third row of seats.

BYD eMax 7 platform, powertrain

Before we get to the cosmetic and interior bits, let’s talk about what’s under the eMax 7’s skin because it is interesting. It makes use of BYD’s e-platform 3.0, which includes the innovative Blade battery and an 8-in-1 electric powertrain. BYD’s Blade battery has a reputation of being one of the safest batteries out there, having passed tough safety tests like nail penetration, strength and bend tests. The unique arrangement of the cells in a blade-like formation also allows for efficient heat transfer and BYD says it can maintain its energy density for a long time. This is backed up by the 8 year/1,60,000km standard warranty that the battery comes with; the motor has a similar 8 year/1,50,000km warranty.

Like the battery, the new 8-in-1 electric powertrain also allows for tighter packaging and it’s more energy efficient. This system essentially integrates eight components of the electric powertrain like the motor, reducer, on-board charger, battery management system and more. Though this frees up quite a bit of room under the bonnet, BYD has opted not to provide a frunk even though they could easily have done so.

BYD eMax 7 performance, range

The range-topping eMax 7 Superior puts out 204hp and 310Nm to the front wheels, which is said to be good enough for a 0-100kph time of 8.6 seconds. Compared to the older e6, this is 109hp and 130Nm more. The entry-level Premium variant produces a lower 163hp but has the same 310Nm for a claimed 0-100kph time of 10.1 seconds. BYD also claims a top speed of 180kph for both variants, and though we weren’t able to verify its performance claims, the eMax 7 Superior we sampled does feel sprightly on the move.

As with any EV, the instant torque means it feels brisk off the line. But, keeping with this MPV’s family and chauffeur-driven purposes, BYD has done a good job of making the power delivery linear. However, a prod on the throttle makes it respond instantaneously – typical of EVs – that makes darting in and out of gaps in traffic a breeze. There’s three drive modes on offer – Eco, Normal and Sport; Eco being the most conservative and Sport being the most aggressive. The difference between them isn’t huge, but, as expected, the eMax 7 does feel most energetic in Sport.

The Superior draws power from a 71.8kWh battery pack that is said to give it a range of 530km (NEDC cycle), while the Premium’s 55.4kWh pack is claimed to do 420km. During our drive, we covered 137km, which depleted 45 percent of the MPV’s battery. This should translate into a real-world range of around 350km, which is respectable. Mind you, our running was done in the sweltering Chennai heat, with a mix of highway and city driving using different drive modes.

As for charging, the Superior’s larger battery can be topped up using a 115kW DC fast charger, which is said to take it from 0-80 percent within 37 minutes. And, like the rest of BYD's range, the eMax 7 is also capable of vehicle-to-load charging, meaning it can power appliances.

There’s two regen modes – Standard and Larger – with the latter recouping charge in a more aggressive manner. Again, like the drive modes though, the difference between modes isn’t huge and what’s nice is that both allow for some coasting so you don’t have to be on and off the throttle constantly.

BYD eMax 7 ride and handling

On the move, the eMax 7 impresses with its ride quality, which is absorbent and on the softer side at low speeds. As the speeds rise though, it tightens up and there’s very little vertical or side-to-side movement, even over expansion joints. Body roll is also kept well in check around corners and the overall handling feels predictable. The BYD then, is a composed MPV that feels equally at home in the city and out on the highway.

The steering is one of the eMax’s weak points. It’s slow to respond, there’s little feel or feedback from it and in certain cases it weighed up unnaturally. What also plays a part in this is the lane keep assist, which will vibrate the steering or even make small corrections depending on the setting you’re in, and this can be unnerving if you aren’t used to it. There is a Sport mode for the steering, but even that has little effect.

Coming to the styling, I’ll keep it brief since it’s subjective. The eMax 7 is more of an evolution rather than revolution from the erstwhile e6. The front bumper and grille are all-new and the revised headlights now feature LED elements. Along the sides, the only prominent change is the alloy wheel design. Moving to the back, the eMax 7 gets an LED light bar that connects the new-look LED tail-lamps and a reprofiled bumper. On the whole, the design is inoffensive and a bit too plain to my eyes.

BYD eMax 7 interiors, features

Step inside and you’re greeted by a clean and neat dashboard design that’s devoid of many physical buttons, as was the case with the e6. That’s because a majority of the functions are baked into the high-res 12.8-inch touchscreen, which is without doubt the highlight of the cabin. In typical BYD fashion, the screen’s orientation can also be changed from landscape to portrait at the touch of a button. The screen’s UI is easy to understand and navigate and it’s as slick to operate as a tablet. Material quality and fit and finish on the whole are good, but there are some hard plastics in the cabin. What’s nice though is that there’s plenty of storage spaces and cubbies for your belongings. What could have been better is the instrument cluster as the analogue dials just feel too old and important data such as the SoC appear too small.

Getting into the eMax is also an easy affair as the seats are quite low-set and you don’t climb into the cabin. The front seats are well-cushioned and they both get electric adjustability along with ventilation. While the 6-seater version we tested featured two captain’s chairs in the middle with armrests, the 7-seater version gets a bench layout. Like the ones at front, these seats are also comfy, but the high floor means that you sit quite knees-up. This robs you of under-thigh support, especially for taller people. Passengers at the rear are well-catered to, as you get individual AC vents on the roof with blower control, USB charging ports and front seatback pockets for storage. What’s nice is that the middle row has a sliding function and it can be folded, too.

In the 6-seater, the easiest way to get to the third row is by walking in the middle of the two captain’s chairs. Once back here, space is actually ample for adults and you get AC vents, cupholders, adjustable headrests and three-point seatbelts. Here, too, the lack of under-thigh support due to the knees-up seating position is a downer. With all rows up, boot space is a nominal 180 litres, but with the third row folded, it opens up to 580 litres. However, there’s no spare tyre on offer.

Apart from the aforementioned features, the eMax 7 Superior packs a crisp 360-degree camera, a large panoramic glass roof that extends from front to back and really accentuates the sense of space in the cabin, brown leatherette upholstery, two wireless phone chargers, a PM 2.5 air filtration system, a 6-speaker audio system, powered tailgate, 6 airbags, TPMS and lock/unlock using an NFC card.

There’s also Level 2 ADAS as part of the package, with features like adaptive cruise control, lane keep assist, blind spot detection, auto emergency braking and more. In our brief time, we didn’t get to fully experience the ADAS suite but the lane keep and AEB did work as intended. It’s also nice that these can be turned off completely, should you choose to do so.

BYD eMax 7 price and verdict

Pricing for the BYD eMax 7 starts at Rs 26.90 lakh for the Premium 6-seater and goes up to Rs 29.90 lakh (ex-showroom) for the Superior 7-seater. This MPV does have its drawbacks: it isn’t as large or roomy inside like the MPV it’ll invariably be compared against, the Innova Hycross; the steering isn’t confidence inspiring; and it doesn’t have the flash or brand value.

But the eMax 7 is a trailblazer for electric MPVs, and as such, has a lot going for it. What it does do admirably well is ferry up to seven people around in silence and comfort, with the benefits of lower running costs, a respectable real-world range and the latest features. So for those looking for a family EV that’s well suited to the city and the highway, the BYD eMax 7 is your only choice for now.

Also see:

BYD eMax 7 video review

Mercedes-Benz is on an onslaught in India and wants to leave no segment empty. After EVs, coupe-SUVs, and even sedans, it is now the turn of a convertible. And no, unlike the previous ones (E 53 cabriolet and SL 55), this one does not carry an AMG badge. The CLE 300 is a cabriolet that is far from the usual gung-ho AMG models, and instead, is a convertible for those who want to take it easy. It’s more about style and the feeling of the wind in your hair than about lap times and cornering.

Mercedes CLE: design

The CLE’s calling card is its top down laid-back character. 

In terms of design, there is a faint resemblance to the C-Class, but that’s all it is. Up close, the CLE is very different. The India-spec gets the AMG line treatment as standard, which adds a layer of sportiness to the design. As a result, the only chrome bits on the face are the studded grille and the strip on the front lip. The digital LED headlamps are wider and sharper, the bonnet features two muscular power lines, and the bumpers are sportier with piano black accents.

Over to the side, you can tell it’s closer to a C-Class in dimension, thanks to the identical wheelbase. However, it trumps the C in terms of length and width. There is a prominent strip of chrome on the window line, the A-pillars, and the door handles. What also look the part are the sleek 19-inch wheels. A lot of the design will come down to your choice of colour combination. The soft-top can be had in a subtle black shade, but if you want a bit more pop, you can choose a shade of red as well for the roof.

At the rear, the LED tail-lamps get a connecting element, and sporty bumpers incorporate the trapezoidal chrome exhaust tips that, like on all modern Mercs, aren’t actually connected to the exhaust system.

With the top down, it’s hard to miss the CLE. The long bonnet, raked windshield, sharp wheels and a stunning stance make it a looker. But even with the top up, it’s not like you’ll pass it over as just another Merc. The lines and form factor are properly unique and with the right colour combination, it will stand out.

Mercedes CLE: interior

Neck warmer acts as a scarf in chilly conditions.

The interior of the CLE 300 is quite close to the C-Class when it comes to the dashboard design and layout. The AC vents, 12.3-inch instrument cluster and the 11.9-inch touchscreen are a straight lift, but on the CLE, the touchscreen gets a tilt function to reduce glare, especially when the top is down. Also, like with the soft top on the outside, you can opt for a bold upholstery choice for the interior to add a bit more drama.

There are more exclusive bits in the form of a wind deflector that pops out over the top of the windshield and ensures the airflow isn’t ruining your hairdo. There are vents in the front headrests that channel warm air onto the front passengers’ necks, acting as a virtual scarf in chilly weather. While that may be appreciated up north, the rest of the country is likely to keep it switched off. In terms of comfort, the seats are excellent with the right amount of cushioning and support – long distance drives will be effortless. They also get seat kinetics, along with heating and ventilation, which adds to the overall comfort. The CLE is a 2+2, but space in the back is best suited for children or short drives for adults under six feet. The backrest is upright, underthigh support is near absent and knee room is tight as well. Getting in and out, though, is extremely easy with the top folded away.

Spare wheel eats into the already low boot space.

What may also pose a challenge for long trips is the lack of boot space. With the soft top down, there isn’t much room; there’s space only for soft bags. Add a spare wheel, which in our conditions is handy, and you’re left with very little space. 

Mercedes CLE: performance

Relaxed is the one-word description for how the CLE drives. It is laid back, restrained, and perfect for a quiet cruise. With the top up, cabin insulation is excellent and does a great job of muting a lot of ambient chaos of the city. The soft top has multiple layers of sound deadening, which helps keep out the excessive road and wind noise. It can be opened in just 20 seconds at speeds of up to 60kph.

The 258hp, 2.0-litre turbo-petrol is creamy smooth and has dollops of torque that come in gradually. Instead of lunging ahead each time you flex your right foot, the CLE glides and picks up pace gradually. Though it gets more eager when you change the mode from Comfort to Sport, it still remains close to its character as a Mercedes-Benz rather than an AMG. What adds some zest to the performance is a 48V mild-hybrid system, which provides a bit over 20hp under hard acceleration. Still, nothing about it makes you want to corner hard or drive enthusiastically, and it urges you to cruise and enjoy the top-down experience. At high revs, there is a faint rasp of the exhaust, but nothing more. 0-100kph takes 6.7 seconds and the 9-speed automatic works very well via the paddleshifters.

Mercedes CLE: ride, handling

Maneuvering the CLE is easy, and despite the heft gained in Sport mode, it remains light on its feet. 

Being a long-distance cruiser, the suspension on the CLE is tuned for bad roads. It is soft and supple, and hence, despite the 19-inch wheels, ride comfort is very good. There is no adaptive suspension, so changing the modes won’t change the ride, but the stock setup works very well for our road conditions. One miss would be a nose-lift function as ground clearance is something to worry about, especially with a full load. Handling is effortless with a light steering. Maneuvering the CLE is easy, and despite the heft gained in Sport mode, it remains light on its feet. The 4MATIC all-wheel drive system offers good grip and control in bends, should you end up driving it enthusiastically.  

Mercedes CLE: price, verdict

At Rs 1.1 crore (ex-showroom, India), the CLE 300 is pricey. However, it has no direct rival as of now. The BMW Z4, at Rs 90.90 lakh, is cheaper and gets more power, but it’s a totally different experience thanks to its sportier character. While the Rs 1.3 crore Mercedes-AMG E 53 cabriolet is a full Rs 20 lakh more – and very good – it isn’t as relaxing as the CLE 300.

What the CLE 300 offers is a car that is comfy and luxurious enough to use as a daily driver, but can change its character in 20 seconds and offer a completely different experience. It sits in a sweet spot with no direct competition, and if a smooth, relaxing convertible is what you want, this will be a nice choice.

Also see:

New Mercedes E-Class review: Has the best gotten better?

Exactly 25 years ago, in September 1999, Autocar India started its innings with the new Ford Ikon on the cover. A world exclusive, the story showcased Ford’s new sedan for India, powered by the powerful and responsive 1.6-litre Rocam engine. The car was a delight to drive, the engine was super responsive, and this set the tone for the future of Ford in India. The even bigger story, though, was that this was Ford’s first new car after the Mahindra-Ford JV had been dissolved.

Fast forward 25 years and Ford India is set to make a comeback after its planned Mahindra alliance was aborted. Talk about history repeating itself. And the Ford that is likely to go on sale first is the 2024 Everest. Previously known as the Endeavour in India, Ford’s new Everest is an SUV that is much missed here. A more sophisticated rival to Toyota’s Fortuner, Ford’s big SUV always rode better, drove better and was more luxurious and comfortable inside.

The plan

Now, with the closest place we could get our hands on Ford’s Everest being Nepal, and Ford almost certain to retain the Everest name in India (for the first time), we just had to try and drive the Everest up to where we could see Mt Everest. You can catch a glimpse of the famous mountain from the top of a hill not too far from Kathmandu, called Nagarkot. Getting to Nagarkot, however, involves a long ascent where you climb almost a kilometre, and once up, there’s no guarantee we’ll be able to see Sagarmatha or ‘head of the sky’ as Mt Everest is called in Nepali. The mountain is around 110km away and appears as a small peak between two closer (so ‘taller’ looking) peaks. And that’s not it; with monsoon clouds bouncing off the high Himalayas and collecting at their base at this time of  year, we’ll need a gap in the high clouds to see it. 

Familiar but different

Nepal initially feels very familiar. There are plenty of Tatas, Mahindras and Marutis present and the drivers in Nepal seem to have graduated from the same driving schools as drivers in India. Bikes slip though every gap, drivers here practice the same ‘cut, thrust and parry’ and not even monks practice defensive driving. 

Coming face to face with the new Everest at the Go Ford dealership gives me some succour. It looks even more imposing and larger. And around the side, it gives me the impression of being larger than even the Endeavour we had in India. Marginally longer and built on a 40mm longer wheelbase, the real reason it looks bigger, however, is that this big body-on-frame SUV is now even more block like.

The nose is wider and more square and the ‘C’-shaped LEDs that frame the headlight clusters accentuate the width. The flat bonnet is also full of cuts and creases, the chrome bars that flank the Ford logo give the bluff cowl a modern look and what also adds muscle are the mildly flared fenders. In profile, the big 20-inch wheels help give this big SUV a solid, planted look, and I really like the ‘tough’ two-tone design of the alloys. The bi-turbo badge below the fender tells us this diesel has two turbos placed in series. Go back further and the widened rear fenders help give the Everest a nice wide stance from the rear as well. The cabin isn’t too tall, it’s nicely tucked in from the lower body and what really catches my eye are the clear tail-lights that light up bright red. I even like the manner in which the word Everest has been boldly emblazoned across the rear. 

Endeavour, expidition

It’s afternoon by the time we leave Kathmandu. The traffic hasn’t gotten any better and slipping this massive supertanker into the stream of traffic proves to be tricky. The arterial roads we initially traverse are narrow and full of parked vehicles, so I really have to inch forward carefully. Visibility from the driver’s seat is good, and the light and very accurate steering makes it easy to place the Everest; important in a vehicle of this bulk. The steering doesn’t quite seem to have the heft of the earlier Endeavour, but the Everest’s steering is quicker at low speeds. That, along with the relative lack of effort to twirl it, sort of makes this bulky SUV feel a bit easier to manage. 

As we leave the confines of the city and get onto faster roads, I notice that the ride is very comfortable. It isn’t just the bump absorption, that SUVs like this one normally ace it’s also the refinement, the flat ride and the relative lack of secondary movement associated with a body-on-frame SUV like this. Ride isn’t pillow soft, but the manner in which the Everest absorbs a section of bad road – silently, smoothly and without any hint of heave-ho – makes it both comfortable to sit in and effortless to drive. I just don’t need to slow down unless the holes are particularly large and deep. And the Everest also feels very stable at speed. It even feels more planted the faster you go; Ford’s big boy really does give you plenty of confidence to press on.

The climb

Once we turn off for Nagarkot, we transition onto some wide ghat roads that sweep around in a nice flow. Leading us ever upwards, the wide sweepers are well paved for the most part. Since there’s practically no traffic, I can really enjoy the drive up. The big takeaway here is that the Everest feels light on its feet and ever ready to change direction. 

And it isn’t just the quick steering, it’s a combination of factors. One key contributor has to be Ford’s superb body control and poise. Almost always comfortable in a corner, it feels well balanced and ever willing to alter its line. This is a clear step up on the last-gen Endeavour sold in our market and the confidence it delivers from behind the wheel means you always feel relaxed and enjoy going quicker. Wish the brakes had more bite though. The only time you ‘feel’ the weight of the Everest is when you have to get relatively hard on the brakes. More initial bite and better pedal feel needed here for sure.  

Half way through our one kilometre or so climb, we run into what feels like a mini cloudburst. Rivulets of water stream down the ghats and we have to clamber over some small rocks that have run down along with the water and silt. The Everest just takes everything in its stride, casually hopping over everything. 

As we carry on our way up the mountain, now looking down on the weather below, what I also realise is that the bi-turbo engine contributes significantly to the Everest’s  effortless nature. Incidentally, the engine’s still made in India, and it’s smooth, refined and always on the boil. Refinement, in fact, is so good, it feels like a new generation of engine. And what I especially like is how quickly it responds to a tap on the throttle. With 210hp and 500Nm of torque, it clearly can deliver the goods at higher engine speeds. And here, too, there is no hesitation. There are no flat spots and no surges over practically the entire rev range. And that’s despite the engine being driven by a pair of turbos in sequence; something that’s difficult to do. Not sure how seamlessly this engine will transition from its current EU IV state of tune to our BS VI equivalent, though.

Even the 10-speed automatic gearbox feels more responsive and intuitive. It still shifts up too early when you lift off the throttle to cruise and only comes a gear down, instead of two, when you tap the throttle. Still, the gearbox works better with this bi-turbo engine as the small turbo spins easily providing sufficient boost at low engine speeds. What irks is that there are no paddles on the steering wheel, only fiddly plus and minus buttons on the gear lever; odd on an otherwise well-specified SUV. What’s cool, however, is how the electrically driven gear selector returns on its own to P if you open the door or even switch the car off in D; remember to try it.  

Looking out, looking in

We only reach the top of Nagarkot at sundown. Our weather app says there should be a small window the next morning, especially when it comes to medium clouds, and that’s just what we are hoping for.

The next morning, though, it all seems pointless – we are enveloped in cloud. So we begin to shoot the exterior; details, highlights and some bits inside the cabin that are well lit. Then, just as we are about to give up hope, a sliver of light opens out, with the gap getting larger every minute. Soon, we can see many peaks close to us and some of the high Himalayas in the distance. We quickly look in the direction of the Everest using our GPS and train our cameras on the dark peak; it’s often the one with the least snow on it because of the high winds. But now, the clouds are back – in batches – drawing a veil of white over the range on and off. Clouds bubbling up from below as the earth heats up. More gaps open later and we see what we think is the Everest.

But the clouds cover it again, and with nothing to do but wait, I decide to take a closer look at the cabin. There’s loads to like here and my attention is initially drawn to how it feels like there’s a bit more space inside. This Everest feels wider and there appears to be more driver space. This version also gets powered and cooled front seats that are big and comfortable even on long drives. 

What I am drawn to next is the 12-inch Tesla-like screen with its portrait orientation and sharp details. Apple CarPlay works nicely here and what’s neat is that you can scale up Apple CarPlay at the touch of a button. The screen runs Ford’s Sync 4A software and what’s also Tesla-like here is that you get a digital sketchpad; for when you are waiting and the kids are bored. It’s only software, so why not. You also get a 360-degree camera and, as earlier, a valet mode.

The Everest also gets a full suite of ADAS functions, with pre-collision assist and automatic emergency braking. The version we are driving has 4X2, 4X4 and 4-low modes, accessible via a dial. In addition, you can select various off-road modes: tow (which is new), slippery, mud and ruts, and sand. Do this and the display even pops up and tells you how the four-wheel-drive system is being optimised with locking diffs, à la Range Rover.

The touchscreen has fan and temperature controls, but there is also a set of physical air-con control knobs and buttons.

Narrow door pockets apart, storage and stowage are also decent. The square elbow box is huge, the twin gloveboxes manage a good amount of room between them and there are full-sized cup holders and a tray to keep knick knacks below the central console. The black on black dash, however, looks more utilitarian than upmarket, and plastic quality in and around the central console is only ordinary. Ford will certainly need a more upmarket version of the Everest for the Indian market. And while the digital instrument panel proffers up some great graphics, the ‘digital’ tachometer and small temperature, fuel and oil pressure gauges on the instrument panel need to be more legible. Come on Ford, this is easy.

Space in the second row of the Everest is also improved. Legroom and even headroom are more than sufficient, and as the cabin is wider, there seems to be more space in general. The seat is set a bit low, so the seating position is a bit knees-up. You can, however, slide the second-row bench forwards or back and the backrest can be reclined as well. You also get a blower control in the back as well as a regular plug point, so you can charge or power even laptops.

There’s also a bit more room in the third row, especially after optimising and adjusting the space used for the first and second row. Getting in isn’t easy, but once you are in, short journeys are sort of manageable. 

What the Everest also gets, even three rows up, is a fair amount of boot space. You can stack around four pieces of hand baggage in the back or even two big bags. The third row seats can be folded electrically (up and down) for more space.

Up where it belongs

Ford’s new Everest is a full-size SUV that ticks almost every single checkbox. And it is a long list. Big, bold, spacious, comfortable and well-equipped, the new Everest is a large-sized body-on-frame SUV that delivers a solid build, real off-road ability and is practical. It is also refined, sophisticated, easy, effortless and enjoyable to drive. It drives so well, in fact, that it feels like it’s built on a monocoque chassis. 

Then there’s the bi-turbo diesel, which is smooth, punchy and responsive. You do miss having paddle shifters, and Ford needs to look at a more upmarket version of the Everest, with a higher quality dash (in particular). But, be in no doubt Ford, when you eventually decide to make a return, this is the SUV to do it with. 

FORD’S COMEBACK

When will Ford return to India? This is a question that is difficult to answer. What we can tell you, however, is that Ford has held on to its plant in Chennai and is currently working on a plan to make a comeback. And from what we hear, the Everest is part of that plan. Ford is likely to assemble the car here in India, just as it did earlier, and it is also likely to use the Sanand-made diesel engine. There’s even a bi-turbo 3.0 V6 diesel that makes 250hp and 600Nm of torque if Ford wants to get the Everest in as an import, and that sure will get the attention of SUV lovers.

Also see:

Bill Ford pays tribute to Ratan Tata, clarifies 'Detroit meeting' stories

Ford confirms restart of manufacturing in India

Ford Everest Tremor with off-road upgrades revealed

SUVs are all the rage today, but no one told the Dzire that. It continues to be a strong seller. Last year, the compact sedan found 1.57 lakh buyers – that’s more than all its competitors combined. Even more impressive is that this figure puts it ahead of compact SUVs like the Hyundai Venue, Kia Sonet and Maruti Fronx.

So, unlike the Ciaz, Maruti has lavished plenty of attention on this sedan, with regular updates since the original was launched in 2008. As with all predecessors, the Dzire is based on the Swift, and this new model shares its underpinnings with the latest Swift, which was introduced earlier this year. While it’s based on the previous car and shares its ‘Heartect’ platform, there are massive changes to technical bits, such as the suspension and the structural elements of the body. There are aesthetic changes too, and thus, Maruti classifies this as the 4th generation.

Except for the height, where the new Dzire is 10mm taller at 1,525mm, the new car is identical to the outgoing model in length (3,995mm), width (1,735mm), and wheelbase (2,450mm). The width and wheelbase are also identical to those of the new Swift.

Maruti Suzuki Dzire exterior style

With each generation, Maruti has further distanced the Dzire from the Swift, and this one sees the maximum separation. One look, or even a good long stare at the two cars outside, will not clue you into their shared genes. The Dzire looks very different, and the styling is very sedan-like with a horizontal orientation, unlike the previous car, which carried vertically styled elements. That’s clearly seen with the LED headlights, which are narrow, horizontally shaped units housing thin DRLs and crystal-like cube elements laid out horizontally. The grille has an Audi-esque familiarity to it, thanks to the large trapezoidal shape. That said, though, the Dzire’s front end has its own style and looks very smart and elegant, topped by a flatter bonnet compared to the previous car.

On the side, the curves on the doors look similar to the model before, but with the reshaped front and rear fenders, the new car does stand apart. Alloys are newly designed units, 15 inches in diameter, and carry 185/65 sized tyres. Atop, there’s a shark fin antenna instead of a regular one.

The tail-lights are squarish but carry a tri-arrow-shaped LED light signature laid horizontally, and that lends more visual width to the car. The boot has an added lip spoiler, and the lower edge of the bumper has a sporty-looking chamfered strip moulded into it. It helps widen the car visually and will make for a sporty touch with some contrasting shade. Dzire RS coming up, Suzuki?

Maruti Suzuki Dzire interior style, space and comfort

While the exterior bears no resemblance to the Swift, the interior is nearly identical. The dashboard, centre console, steering wheel, and instrument panel are all carried over but have a different colour scheme that uses beige on the dash, door pads and seats, and wood trim across the dash. It looks smart and neat, and all controls are well laid out and easy to use. While some might have preferred a fully digital instrument panel with a graphics-heavy design, the twin dials look neat, sporty, and very easy to read at a glance.

Front seats are comfy with soft cushioning, and overall space is just fine; at the rear, however, headroom is tight. Despite the 5mm increase in height over the Swift, headroom feels compromised, largely due to the sunroof, which has resulted in a lower headliner. The liner is scooped out towards the rear, but I had just about a three-finger space to the top, and the roof does feel close to your head. Comfort-wise, the seat is fine, softly cushioned like the front, and there’s a rear armrest, twin AC vents, and two USB ports for rear passengers. Boot space is just about adequate, at 382 litres – the lowest in the class – and the rear seat back is fixed (cannot be folded down).  

Maruti Suzuki Dzire features and safety

Big new features on the Dzire are a sunroof and a 360-degree camera; while the sunroof is small and has a more feel-good factor, the 360-degree camera offers a clear view with a 3D display and dynamic rear parking lines. Other features are a 9-inch touchscreen unit with wireless Android Auto and Apple CarPlay, wireless phone charging, connected car tech, and cruise control. Given what’s on offer today in this price segment, Maruti Suzuki should have had a few more features, such as premium audio hardware, cooled seats, and ambient lighting. 

While these features go amiss, it’s nice to see that the safety kit is elaborate and standard across variants. Six airbags, 3-point seatbelts for all occupants, ISO-FIX child seat mounts, ABS, ESP, and Hill Hold Assist will feature in every Dzire sold. What’s even nicer to see, and will be a big surprise for many, is the 5-star adult occupant and 4-star child occupant protection rating the Dzire has scored under the GNCAP safety protocol. The performance in these new enhanced safety protocols is commendable, and while it may not be a 360-degree assessment of everything that can go wrong, it covers a significant portion of road accidents and is a good barometer for the safety potential of a car.

Maruti Suzuki Dzire engine and performance

The new Dzire is powered by the recently introduced Z12E engine that debuted with the new Swift. Like in the Swift, the 3-cylinder unit puts out an identical 82hp at 5700rpm and 112Nm of torque at 4300rpm. It feels identical in nature too. There are some vibrations at low rpms, but these fade away as you drive on. The engine is quite audible, but at low and mid speeds, it has a likeable audio note with it, only sounding strained at the top end.

82hp may not sound like much, and indeed, it is 8hp lower than the outgoing K12M engine. However, at low engine speeds, the response is good and the car moves off the line cleanly and crisply.

Power then builds up in a gentle and linear fashion, and keeps coming in even above 5,000rpm, so there is some merit in revving it further. Those who like a spirited drive will end up doing so, as the engine isn’t peppy and lively. It even red lines at 6,000rpm, which is about 400rpm lower than the previous unit. In a quick test, it took over 13 seconds to 100kph from zero, which is slower than the previous car. However, we’ll soon put it through our standard instrument tests to measure all the figures. Don’t hold your breath, though, as the Dzire will be slower than the Swift, which itself wasn’t very impressive.

Going through the gears isn't a chore; the 5-speed gearbox has been tweaked and features a new hydraulic clutch. It's very smooth and light in effort, and the gear throws are also light and easy. Shifts on the AMT are smooth and at a moderate pace, and there's a minimal gap between shifts; it also downshifts a gear or two readily, but put your foot down and the pause gets very pronounced, and this does slow down the car during hard acceleration. There is a tip function to the gear lever that enables you to manually control shifts. 

The main calling card for the new powerplant is efficiency, with the Dzire now claiming a figure of 24.79kpl for the 5-speed manual, which is up from the earlier cars' 23.26kpl claim. The AMT version claims a figure of 25.71kpl. There's also a CNG version, which we are yet to drive, and that promises 33.73kms/kg from its 70ps and 102Nm power unit.

Maruti Suzuki Dzire ride and handling

Like the powertrain, the Dzire’s suspension hardware is also carried over from the Swift, with McPherson struts at the front and a torsion beam setup at the rear. Small tweaks have been made to the spring and dampers; however, these are only to compensate for the increase in kerb weight, which, at 960 kg, is 40 kilos more than the Swift. The character thus remains the same, and that’s a very good thing. Like the hatch, the sedan also rides very well; bump absorption is good, and regular potholes and ruts are smoothed out well.

On the handling front, too, it impresses like the Swift. The electric power steering is smooth and fluid, and it returns to the centre in a very natural manner. Push it hard, and there is some body roll, but for everyday and even some spirited driving, it corners well with a progressive and controlled lean, offering good road grip.  

Maruti Suzuki Dzire price and verdict

Maruti Suzuki has clearly put in significant effort with the new Dzire. The car looks and feels very different from before; it’s elegant and more sedan-like, and that’s commendable given the tight confines of its sub-4-meter footprint. It rides very well, the handling is good and sporty, and the engine is more than adequate for everyday driving. It’s well equipped, too, and features like the sunroof and 360-degree camera will be appreciated, as will the fact that this is Maruti Suzuki’s first 5-star GNCAP car. It’s priced between Rs 6.79 lakh and Rs 10.14 lakh (ex-showroom, Delhi).

So is it perfect, then? No, rear headroom is tight, and it should have offered a few more of today’s must-have features, but this won’t be enough to deter buyers, especially not when you weigh it against its impressive breadth of abilities. So, like its predecessor, the new Dzire will continue to ring the cash register for Maruti and is all set to carry on being the flagbearer for sedans in an increasingly dominant SUV world.

Also see:

New Maruti Dzire video review 

The Mahindra XUV 3XO is available with three engine options – an entry-level 1.2-litre multi-point fuel injection (MPFi) turbo-petrol, a more modern direct injection (TGDi) turbo-petrol, and a 1.5-litre turbo-diesel, which are all available with manual and automatic gearbox options. In this review, we focus on the AX5 variant with the MPFi turbo-petrol engine and 6-speed manual gearbox – priced at Rs 11 lakh (ex-showroom) – to find out why it is one of the most demanded variants in the XUV 3XO line-up.

AX5 is one of the most demanded variants in the XUV 3XO line-up.

Differentiating the AX5 from the top-spec variant is the absence of fog lamps; these are replaced by a prominent black casing. This variant retains the LED daytime running lamps (DRLs) and headlamps, as well as the chrome inserts on the grille panel. It gets smaller, 16-inch wheels (not 17s from the top-spec) that are carried over from the outgoing XUV300. It also gets roof rails, a rear spoiler, connected tail-lamps, and a rear wiper and washer. What’s missing is a variant badge on the boot. 

Mahindra XUV 3XO AX5 interiors

The interior retains the dual-tone colour scheme with the top half of the dashboard and door pads being black, and the lower half finished in white. While the dual colours elevate the cabin’s appeal and sense of space, its white areas get soiled very easily and warrant utmost care to keep clean. It doesn’t get soft-touch materials on the dashboard like the higher variants, but it still sports generous piano black garnishing, some silver highlights, and an upmarket, perforated leather-wrapped steering.

It gets black fabric seats, which are more suited to our conditions. Not only are these easier to maintain compared to the white leatherette seats available in the top-spec but these are also a lot more breathable, so you won’t be left with a sweaty back on a hot day. The seats, however, are small, and occupants with large body frames will find these too snug for comfort. Also, the driver footwell is cramped, just like the other variants. The rear seat is a spacious and comfortable place, even for three adults. A space saver spare tyre beneath its floor has enabled Mahindra to liberate a bit more luggage space (compared to the XUV300), but the 3XO’s 295-litre boot is still small by segment standards, and its loading lip is high.

Mahindra XUV 3XO AX5 equipment

This variant gets a small, single-pane sunroof.

As far as equipment goes, the AX5 variant gets twin 10.2-inch screens – one for the instrument cluster and one for the touchscreen – with wireless Android Auto and Apple CarPlay. It also gets a sunroof (single pane), a wireless charger, dual-zone climate control, auto LED headlamps, power-folding mirrors, rear air-con vents, a reversing camera, hill-start assist, 6 airbags and ESP, to name a few.

Mahindra XUV 3XO AX5 performance

It isn’t devoid of turbo lag, but once it is on boost – beyond 2,000rpm – it accelerates with a sense of urgency. Performance feels strongest and most effortless, in the 2,000-4,500rpm band. At 1,362kg, the XUV 3XO is heavy, but it still accelerates to 100kph from a standstill in a respectable 11.58 seconds. Interestingly, the 3XO’s outright as well as rolling acceleration times from 20-80kph in third gear and 40-100kph in fourth gear are much quicker than its predecessor.

Its ride and handling balance is spot on, but what further enhance the ride comfort are its high profile tyres (with 16-inch alloys). These absorb road shocks better than its higher variants that come equipped with 17-inch alloys.

Mahindra XUV 3XO AX5 price and verdict

Performance is so good, it makes you question the need to spend more for the TGDi version.

Also see: 

Mahindra XUV 3XO review - Feature and power packed compact SUV

Mahindra XUV 3XO waiting period increases to over a year

Skoda Kylaq first look

Exclusive! Lotus Emira review

Maruti Suzuki e Vitara first look

MG Mifa 9 details revealed

Mercedes-Benz E-Class vs BMW 5 Series comparison

Ratan Tata tribute

Royal Enfield Classic 650 review

Ross Branch interview

Four years down the road, the Triumph Tiger 900 gets a significant midlife update that aims to fix most of the existing 900’s issues.

Triumph Tiger 900 GT: engine, performance, refinement

The main improvements are within the 888cc three-cylinder engine, and multiple changes have resulted in not just more power and torque but also the promise of more efficiency. The previous Tiger 900 was far from slow, but the jump from 95hp/87Nm to 108hp/90Nm makes the bike feel even more potent and reactive.

But it’s not just about speed because this engine is also really lovely to ride at a relaxed pace. It’s torquey and very flexible with the gears, so you can ride over speed breakers in third and use sixth as low as 40kph. The fuelling is also beautifully smooth, and you can open the accelerator at very low revs without any signs of protest. This means less clutch use – both off the road and in heavy city traffic, and that’s always nice, even though this clutch isn’t particularly heavy to operate.

I’m also a fan of the sound and feel of this engine with its deep, raspy growl. That said, while it’s characterful, it’s also far from perfect. The big complaint with the 900 engine was its high-rpm vibration, and Triumph has tried to improve that. Heavier bar-end weights and rubber-damped handlebar mounts have made some very clear improvements, but this is still not the smoothest engine in its class at high speeds.

Triumph Tiger 900 GT: comfort, ride & handling

Wind protection is usually based on your height and helmet, but I find that this height-adjustable windscreen results in some uncomfortable helmet buffeting at high speeds. Thankfully, the rest of the ergos are beautiful. Despite having gone up by 10mm, the 820-840mm seat height is very low for an ADV of this size and capability, and even tall riders will be comfy here. The seat is also new, and the comfort is fantastic.

The highly impressive chassis remains unchanged, and some fantastic suspension allows this bike to tear effortlessly through any form of terrible road. Like before, there’s a 45mm USD fork with 180mm of travel and a monoshock with 170mm of travel. The suspension is adjustable, but not fully – compression and rebound at the front and preload and rebound at the rear. The stock settings are good enough, but with a remote rear preload adjuster, you can easily make any changes you need.

Even though the GT is the road-biased bike in the line-up, it’s fun to ride off-road and will easily get you through one of those Ladakh adventures. But you must remember that it’s running road tyres on alloy wheels and has no crash protection; Triumph has even removed the earlier GT’s plastic sump guard. For most casual ADV riders, this will be more than capable enough off-road, and I’d only recommend going for the Rally if you really want that hardcore capability or taller seat.

Road handling is neutral and easy but not particularly sporty, and you won’t have to work too hard to scrape its footpegs. It’s definitely no Multistrada V2 in the corners, but it’s still good enough that you’ll have fun.

The impressive braking hardware is the same, but there’s a new linked-braking system that adds in some rear brake when you use the front. It feels quite natural while bringing some more stability to the braking.

Triumph Tiger 900 GT: verdict, price, service cost

As for features, the biggest change is the new 7-inch TFT from the Tiger 1200. This one has a great layout and, thankfully, gets rid of those weird layouts from the old Tiger 900. But, like in the Tiger 1200, it takes an eternity to boot up and feels laggy to operate. Triumph really should have fixed this.

But what’s most frustrating is that Triumph still expects you to pay an additional Rs 43,531 if you want a quickshifter. It’s a feature I really missed, and not getting one in this day and age on a Rs 14 lakh motorcycle is quite annoying. Thankfully, you get most of the essentials you’d want on a big ADV, such as two power outlets, cruise control and heated grips; you can even opt for heated seats.

The Tiger 900 has always been the sweet spot in the big ADV segment in India, and this latest update only sweetens that package, especially since it costs just Rs 20,000 more than before. Tigers have also built a great reputation for reliability over the years, and they run fine on regular petrol.

However, there are some cost concerns. The first is that the Tiger 900 GT is a CBU, so the on-road price gets very high in certain states that heavily tax CBUs – it’s nearly Rs 18 lakh in Mumbai. The other disappointment is that spares and service costs for the big bikes actually went up instead of down and are now about 20-30 percent more expensive than before since Bajaj took over Triumph’s operations in India.

Nevertheless, the Triumph Tiger 900 GT is a fantastic all-round motorcycle, and it continues to be my go-to recommendation for the casual adventure rider looking for a premium midsize ADV.

Also See: 2024 Triumph Tiger 900 GT video review

It’s been nearly a year since I got my hands on RS Taichi’s waterproof backpack, which is available in five colours and a unique Resident Evil edition. I’ve gone for the plain black shade due to its stealthy look and was quite eager to see just how usable this bag would be during monsoon. The WP backpack’s construction mainly comprises polyester and thermoplastic polyurethane. The bag consists of a primary 25-litre waterproof compartment, a smaller compartment located near the primary compartment’s opening and an external quick-access pocket that isn’t waterproof.

The bag uses a roll-up top system to seal the main compartment and can be adjusted based on how full it gets. It’s easy to use and even includes a Velcro strap to keep it tightly sealed. Its 25-litre storage is a boon for when I’m travelling, and over time, I’ve fit huge items in this compartment, including Rishaad’s fully packed Kriega R25 backpack!

The secondary compartment is only water-resistant, even though it uses the same opening as the main compartment. It can be used for smaller items, such as a pair of gloves, balaclavas and cleaning cloths. The third external pocket is mainly designed for items you’d like to keep handy that aren’t fazed by the rain, like a set of keys.

This bag gets a chest harness and a waist belt; both of these can be further adjusted to your size and do a good job of preventing the straps from slipping off the shoulders and distributing luggage weight evenly, especially when on the bike.

The overall fit, finish and feel of this bag are premium, and it feels
built to last. However, after all this time, I did lose the rubberised end on the zipper pull tab located on the external pocket. Honestly, this is quite a minor issue and can be easily replaced. I’ve had absolutely no complaints with this bag otherwise. It’s been quite handy and dependable through my daily commute during peak Mumbai monsoon.

Given that this bag is waterproof, you are prone to wearing it outside your protective rain gear, which can make it susceptible to dirt and grime being flung on it by the rear wheel. In such cases, a quick wipe-down with a wet cloth helps, and fortunately, the bag doesn’t stain permanently. This bag is currently available on special order at 6kiom.com and will cost approximately Rs 15,000.

I managed to buy it for far less overseas, and you may also have to wait anywhere from one to four months for it to be delivered. Just like most imported products, the RS Taichi WP backpack comes at a price, but it gives you good quality and performance in return.

Also see: Ixon Dirt Air gloves review
 

Reise Moto recently forayed into the world of two-wheeler riding gear by bringing acclaimed brands like Ixon, Spidi, and Acerbis to our shores. The company sent us the Ixon Draco mesh jacket, which I have been using for the past four months, and I’m happy to report that it has not left me wanting much. 

In our climate, ventilation is key, and the Draco has excelled in that regard. Except for when you are at a standstill surrounded by vehicles, there is always enough airflow, even in hot months like May and October, which is a very big plus. A side bonus is that the Draco manages to look rather striking, so if you are one who wants your riding gear to look good too, this will be right up your alley.

Speaking of protection, the Draco comes standard with CE Level 2-certified shoulder and elbow armour, with an optional L2 back protector sold separately (priced at Rs 2,999), which I have been using since day one. I’m more than happy to forego chest armour for the benefit of added airflow, but the lack of having the option is a negative.

The Draco also has enough storage with four pockets: a large zippered one on each side, a velcro pocket on the inner right side, and a waterproof one on the inner left. The last one works as advertised and can hold a chunky power bank in addition to a big smartphone. My only gripe here is that the zipper pulls on the outer pockets are too small to grasp with a gloved hand, and I would’ve liked longer pull tabs here. There is also a neat loop that can tether the jacket to any pants, so long as it has belt hoops.

But the biggest potential challenge of the Ixon Draco for the Indian buyer will be getting the right size if they can’t try it on in person. On both my previous Indian jackets, I’ve used size L, but for the Draco, I needed to move up to XL. This was because, while the rest of the jacket fit well, the waist area was too tight once I assumed my riding position. With the XL size, this issue was mitigated, but the elbow armour didn’t feel snug. However,  I was able to solve this by clasping the forearm buckle to the tighter closure option provided. Currently, Reise only has a store in Mumbai, so trying the jacket on for size won’t be easy for many buyers.

Once you put it on, the Draco feels nice and plush against your skin, just like you’d want a premium Euro jacket to. In fact, after being washed a couple dozen times, it has only gotten better, and I have no comfort-related qualms about it.

At Rs 15,099 (Rs 18,098 as tested), the Ixon Draco is a reasonably priced European jacket that is practical, stylish and offers premium protection. It finds a good middle ground between jackets from Indian brands on one end and the ultra-premium Italian offerings on the other. If you are in the market for a sporty textile jacket for road use, the Ixon Draco is a worthy option; the only thing you need to ensure is the sizing.

Where: reisemoto.com
Price: Rs 15,099; Rs 18,098 (as tested)

Also See: Ixon Dirt Air gloves review

Alpinestars Viper V3 jacket review

The Pulsar 125, in its Classic guise, continues to be a massive seller for Bajaj, but the company needed something fresh and youthful to address the TVS Raider and Hero Xtreme 125R. After all, those two have carved out a new segment of about 50,000-60,000 sales per month. The N125 is Bajaj’s answer, and the interesting thing is that it has nothing to do with any other Pulsar before it.

Bajaj Pulsar N125 design, colours, quality 

Bajaj wanted to make a 125 that weighed 125 kilos (which is nearly 20kg less than the existing 125cc Pulsar models), and that necessitated an entirely new platform. The N125 also carries a new design language, and it’s great to see that this isn’t just another Pulsar wearing a familiar set of clothes.

Plenty of floating panels all over and a rather un-Pulsar-like headlamp bring freshness to the design philosophy. But there’s also familiarity in elements like the shape of the tank extensions as well as the new take on the twin-slash brake lamps. 

While so much aero-inspired bodywork on a tiny 125 is almost purely for aesthetics, the vents on the front mudguard shroud are actually functional. The story goes that the initial design did not have any vents, but the engine development team complained to the design department that their air-cooled engine wasn’t getting enough flow, which is why the vents were incorporated. 

There are some unusual touches, like the body panel along the side of the subframe. We’re used to seeing this kind of bodywork at the tail section on most motorcycles, but it finds itself positioned between the rider and pillion seat on the N125. This has the effect of adding mass to the design but also keeps the tail quite slim. The fat fork shrouds do a good job of masking the skinny 30mm telescopic fork, but while they certainly give the bike more presence, some may find them to be excessively wide.

Quality levels are decent, but some visible panel gaps on our bike do leave room for improvement. In all, the N125 has a striking design that will be a little polarising yet also easily identifiable, especially in the funky colour schemes Bajaj has gone with. It doesn’t have the same ‘big-bike’ look as the Hero Xtreme 125R, but it certainly stands out, and that’s a good thing.

Bajaj Pulsar N125 ride and handling

The seating position is more or less what you’d expect from a bike like this. At 795mm, the seat height isn’t the lowest in the class, but it’s still very manageable, and the seats are spacious and comfortable. The footpeg placement is a little sporty, which goes well with a bike like this. However, the narrow handlebar felt a bit too ‘commutery’, which slightly dilutes the special feeling a bike like this should have. 

Happily, the new chassis makes up for this in its sheer lightness and behaviour. 125kg is nearly on par with the TVS Raider, and just like that bike, the N125 has a delightfully nimble, easy-going character without any nervousness. Bajaj let us experience this on a go-kart track, and the N125 was genuinely good fun, displaying an eagerness to change direction and lean over. The footpeg placement enabled plenty of cornering clearance without any scraping, and the bike never displayed any fidgety moments you might expect with a very light machine. The MRF tyres were nice and grippy in this situation as well, and the only thing I’d have liked was a bit more initial sharpness in the front brake.

Bajaj Pulsar N125 engine refinement, mileage

Nevertheless, the N125’s dynamics will translate into an enjoyable experience on densely packed city roads. Going nicely with this is a very light clutch effort, which they say is 50 percent less than the competition. With 12hp, the new engine is the most powerful in the segment alongside the NS125, but this bike has a much better power-to-weight ratio of nearly 100hp/tonne.

More importantly, the engine is smooth and tractable, and it makes a nice sound as well. While the strong acceleration only arrives at quite high revs, the engine can also pull you along in third gear (out of 5) as low as 20kph, which is crucial in a city bike like this. 

Refinement is excellent, but I noticed that the motor would stall if the revs got too low without any of the typical warning signs (like a juddering sound or feel) that come when an engine’s revs get too low. This isn’t really an issue on its own, but the problem arises in that the N125 doesn’t have a gear position indicator or even a rev counter. With its tractable nature, you will often find yourself riding around at rather low revs in heavy traffic, and that’s when these stalls can catch you out, so it’s something you’ll need to learn to work around.

Bajaj claims a 0-60kph time of 6 seconds and a top speed of 97kph, although you’ll see over 110kph on the display. The bike hits about 80kph quickly, and overall performance feels up to the mark of the best in the segment. The company also claims an overall fuel efficiency of about 60kpl.

Bajaj Pulsar N125 price, features and verdict

One of the big success factors with bikes like the Raider and Xtreme 125R is that they offer the looks and feature set of bigger 150-200cc machines. When it comes to the latter, the Pulsar N125 isn’t quite up there with its rivals. On the one hand, it has a front disc brake and LED head/tail lamps as standard, while the top model gets Bluetooth connectivity and a silent start/start-stop system. But then it misses important things like a rev counter, gear position indicator or single-channel ABS – although Bajaj says it will introduce the latter if there’s demand.

While the Pulsar N125 probably won’t sway buyers with segment-leading features, it has most of the essential fundamentals in place, the key among them being the price. At Rs 95,000 for the base model and 98,000 for the top model, it is more affordable than a similarly specced Raider and on par with the Hero Xtreme 125R. As of now, we can’t confirm whether it’s the best in its segment, but the new Pulsar N125 definitely has a fighting chance. 

Also See: Bajaj Pulsar N125 video review

The bike you see here is emissions-compliant, ABS-enabled, and saree guard-equipped, which means it can be registered for road use in our country. That’s a big deal because no Japanese manufacturer has yet attempted to sell one of its road-legal dual sport motorcycles in India, and for that reason alone, Kawasaki deserves your praise. But does it also deserve your money? And how much should you be willing to spend on this motorcycle? 

Kawasaki KLX230 design, underpinnings, seat height

What goes in the KLX’s favour is that it’s the real deal. This is a proper, purpose-built dual-sport motorcycle with a perimeter chassis, 21-inch/18-inch wheels, and exactly the sort of uncompromising ergonomics and bodywork you’d want to see. Long-travel suspension with 240mm/250mm of front/rear travel and 265mm of ground clearance are impressive numbers that make for a wonderful pairing with a low 139kg kerb weight.

With an authentic dirt bike form factor must come a tall seat, and the KLX’s stands at a towering 880mm. That’s a frightful number for a market that’s deeply sensitive to tall seats, but bear in mind that this bike is much slimmer than your regular motorcycle, which makes reaching the ground a little easier than the number suggests. Some of my colleagues, who were about 5’7” tall, found themselves on tip-toes but able to manage.

Another side effect of the slim proportions is a tiny 7.6-litre fuel tank, but the KLX’s mellow engine should help stretch the fuel range decently far. The simple air-cooled, 2-valve, 233cc single-cylinder motor sends a humble 18.1hp and 18.3Nm to the rear wheel via a 6-speed gearbox.

Those numbers may sound quite underwhelming, but in an off-road scenario, the performance is more than enough to keep you engaged without being intimidating. First gear is very short, and I found myself in second and third most of the time. A small dab of the light clutch lever gives you a decent kick of power if you need to raise the front wheel over a crest, and there’s enough juice to slide the rear wheel around in the first few gears as well. At the same time, the power also felt completely trustworthy, with no threats of the bike snapping out of control. This is just the sort of performance that a newer off-road rider would enjoy on their journey towards becoming more skilled.

Kawasaki KLX230 off-road ability

Unfortunately, we didn’t get to try the KLX out on the road, so how it functions as a street bike remains to be seen, but a few safe assumptions can be made. The first is that it won’t be very comfortable for long durations with that thin seat, and the engine probably isn’t geared for easy high-speed cruising either. That being said, the motor feels impressively refined, even when hammering it at redlining speeds off-road.

The MRF tyres that Kawasaki India has equipped this bike with were quite decent on dry, muddy terrain, but you’ll want something more off-road appropriate to properly exploit the bike. While the KLX is designed to look like one of Kawasaki’s angry KX motocross racers, it’s actually quite a gentle thing. The non-adjustable suspension is absorptive and can take in some pretty big hits, but it’s also on the soft side, which makes it easier for less-skilled riders to read the terrain underneath. The braking works well off-road, and you can deactivate the ABS (front and rear) with the push of a button. What I also like is that, despite this being a relatively small bike in Kawasaki’s off-road line-up, it’s still a physically large machine and will fit bigger riders as well.

By definition, this is a simple, lightweight motorcycle, so don’t expect much in the way of features. That being said, it’s not all bad. It gets a good-looking LED headlamp and a clean LCD that includes ‘luxuries’ like a clock, a fuel gauge, and even Bluetooth compatibility. Jokes aside, the only thing some folks might miss in the display is a gear position indicator.

Kawasaki KLX230 verdict and expected price

To sum up, I am not as good an off-road rider as I’d like to be, and this is exactly the sort of bike I’d like to spend some time on in the process of getting better. The fact that Kawasaki is going through the pains of bringing this bike to our market alone deserves your appreciation. However, if you’ve been following our news on this bike over the past few months, you’ll have noticed that we reported Kawasaki was working on localising the KLX for our market and that its target price would be around Rs 2 lakh, which would make it a fantastic rival to the Hero Xpulse. 

However, the localisation process is still underway, and Kawasaki has decided to bring the bike here as a CKD import for the time being. That means the price will not be as tempting as we hoped, at least not at the start. We were given to understand at the launch event that a price between Rs 2.5 lakh and Rs 3 lakh, ex-showroom, is fair to expect, which is not bad but not great either. We’ll know for sure when Kawasaki formally reveals the price at the India Bike Week in early December.

There are two ways to look at this. The first is that it means the KLX will cost very close to the likes of the Himalayan 450, which will undoubtedly be a turn-off for many. The other perspective is that you’ll finally be able to get your hands on a road-legal, quality Japanese dual-sport for a realistic sum of money, and that will undoubtedly be music to some ears.

With the way things currently stand, I believe that this bike will find takers, even if it will be quite niche. However, I also believe that Kawasaki would find more success if they brought in the KLX 230 S as well, which is essentially the same motorcycle with reduced suspension travel and a more palatable 845mm seat height.

Nevertheless, what’s without doubt is that we’re lucky to finally have the option of a bike like this, and I’m looking forward to spending more time with it.

Also See: Kawasaki KLX230 video review

Viaterra’s Holeshot Pro is a sporty glove that offers a hybrid between race looks, good protection and street-friendly comfort.

From a distance, these look a lot like a sporty, track-oriented glove, especially if you go for one of the coloured versions, like the blue ones here. But take a closer look and you’ll see that a significant portion uses a mesh construction for better breathability. The top of the thumb and the first three fingers are all mesh, with some soft rubber protectors. The pinky finger gets a leather panel sewn onto the mesh to protect against abrasion, as this is a common impact area in a crash. The top of the glove around the knuckle area is all leather, and there’s another patch of leather above the wrist as well. The entire palm is leather and there’s a high-grip panel below the fingers. All the leather used is perforated for better breathability.

Protection levels aren’t as high as those of a full-gauntlet race glove, but they’re good nevertheless. You’ll get Knox scaphoid armour for the palms, as well as some armour for the ulna bone on the outside of your wrist. For street gloves, this is more than sufficient, but you won’t find things like a bridged pinky finger or externally stitched seams here, although Viaterra offers those in its top Grid 3 full-gauntlet glove.

The Holeshot Pro gloves have touchscreen-sensitive leather patches on the thumb and index finger. The tops of the fingers also get reflective elements to improve nighttime visibility. The wrist closure is secured by a single velcro strap, and they’re easy to get on and off. The overall fit is on the snug side, especially in the knuckle region. The gloves break in over time, but the fit is sporty; if you want something more relaxed, you’ll want to look elsewhere.

I like the balance of sportiness and usability the Holsehot Pro packs in for life in the city, and the price is worth what you’re getting.

Where: viaterragear.com
Price: Rs 4,299

Also See: Viaterra Holeshot gloves review

Viaterra Munro custom fit pants review

Hero’s Xpulse 200 4V has been updated, and it’s offered in two variants: Standard and Pro. As the name suggests, the Pro is essentially the erstwhile Rally Edition, and it’s the more extreme version of an already capable off-road motorcycle. It is also available with a set of optional Maxxisknobbies that you see on our test bike. Hero has given the Xpulse 200 4V Pro some new features this year, and I took this motorcycle out in its natural habitat to find out what it’s like.

Hero has made some noticeable changes to the 2024 Xpulse range, which includes new reinforced knuckle guards, new switchgear, revised footpeg position, a new projector LED headlamp, a USB charging socket and ABS modes. The all-new headlamp is significantly brighter and incorporates an all-new Daytime Running Lamp design, making the Xpulse appear slightly more upmarket.

Unique to the Xpulse Pro is a new rally-styled windshield that is 60mm taller than before. The rally visor deflects wind well on the road. All in all, the new changes are a welcome addition and will improve the overall usability of this motorcycle. As before, the Pro variant towers over everything else on the road and stands tall while looking purposeful. Its size is deceptive, and many onlookers assume it is a motorcycle with a much larger capacity.

The Xpulse continues to be powered by a 199cc, oil-cooled motor that produces 19hp at 8,500rpm and 17.35Nm at 6,500rpm. What has improved is that with its OBD2 update, the engine now needs to be serviced every 6,000km instead of the 3,000km. Due to its easy power delivery, this motor continues to perform adequately, and is a boon to use for inexperienced off-road riders. At 161kg, the Pro variant is only 2kg heavier than its standard counterpart, which isn’t too bad given all the added hardware.

While the knobby tyres provided excellent grip, the engine lacked the power to overcome it. So sliding this motorcycle was not as easy as it is on ADVs that sit in a higher segment. What helps its case is that you will never find yourself running out of grip, and the Xpulse Pro keeps its cool even when climbing up sections with loose surfaces. While I still wish for more power, I have also come to enjoy its underpowered and calm nature on such tricky trails.

The Xpulse Pro is a challenge to ride on the tarmac if you choose the Maxxistyres – they are road legal, but are also zero-compromise knobbies built for off-road. Grip itself is fine, but the tyres feel scary when the bike is leaned over and they also make a loud, constant droning noise. The tyres also get unsettled over road irregularities and expansion joints can change the bike’s course at any given moment. On the normal Ceats, the bike would be much nicer, but you’ll still need to live with the very tall seat height – we’ll get back to that.

However, when they hit the dirt, these tyres come into their elements and provide an incredible amount of grip. Compression and rebound damping can be dialled in on the adjustable fork, and the owner’s manual has multiple setting recommendations for various riding situations and these settings are a good starting point from where you can tweak the set-up to your liking.
My biggest challenge was the 891mm seat height, which can take getting used to and initially be a little daunting. Mind you, this is with the stock seat and going for the optional rally style bench seat will take that number above 920mm.

The added height makes the motorcycle feel sluggish and more top-heavy, and this is where the humble engine’s limits become more apparent. However, in time, I’ve gradually gotten more comfortable with its size, and wrestling it off-road has become easier as you go. What has helped is the new footpeg positioning along with the handlebar risers that allow riders to get a better grip and find a more suitable position while standing.

Hero’s Xpulse 200 4V is a competent machine, and the Pro variant makes it even more unstoppable. That being said, it takes a certain skill level to get the most out of this bike. The suspension is best suited for high-speed off-roading. Shorter, or lesser skilled riders might be better off with the standard Xpulse for slower-speed trails. Either way, the updated features do a great job of uplifting the overall experience.

It is worth noting that all of the above-mentioned additions have come at a mild price bump of Rs 3,000, which sounds like a sweet deal. All in all, the Xpulse 200 4V Pro is an excellent alternative to the standard variant and costs Rs 8,000 more, which, given its credentials, sounds too good to be true. The Pro variant is an easy recommendation for anyone skilled enough to dive deeper into the off-road genre of motorcycling.

Also see: 2024 Yezdi Adventure review: Incremental changes
 

I vividly remember my first dalliance with the charming Royal Enfield Classic 350 – our then long-termer when I was just an intern. It was early July, and I was riding to Mumbai from Pune with the monsoon in full swing. Despite the unforgiving weather, that ride is etched in my memory. After that, I remember asking Rishaad (the bike’s primary custodian) for it every chance I got, and while I absolutely adored it, I couldn’t help but wish for a bit more performance. Prior to this, my only other experience with an RE was my uncle’s Interceptor 650, and I wished for a bike that would marry the styling and comfort of the Classic 350 with the performance of the 650cc parallel-twin. And that’s exactly what the company has done (well, almost). Say hello to the gorgeous Classic 650 Twin.

Royal Enfield Classic 650 Twin design, quality, colours

There are good-looking bikes and then there are good-looking bikes. This Classic 650 Twin definitely falls in the latter category. The overall silhouette is a union between the Classic 350 and the Shotgun, both handsome bikes to begin with, and it keeps building on that. You can identify the Classic 650 Twin as a Classic for sure but you won’t mistake it for the smaller one. That big engine, twin pipes and its sheer size make the 650 easy to identify.

While the visuals are derived from the smaller 350, the 650 Twin’s colour palette is unique. There are four colours on offer – Bruntingthorpe Blue, Vallam Red, Teal Green and the Black Chrome. The latter two are colours seen on the original UCE Classic models and the Teal Green is by far my favourite colour here. It is the only one amongst the four options to get a colour-matched frame and main stand (yes, you read that right).

Fit and finish is the best on any Royal Enfield yet and there are lashings of chrome everywhere. Even the switch cubes and wheel hubs are chromed out! RE wants to drive home the fact that you’re on the bigger Classic so there’s a beefy handlebar clamp (of course, it’s chrome) and fittingly, even the headlight housing is properly prodigious.

Royal Enfield Classic 650 Twin weight, manageability

At 243kg, the Classic 650 Twin is the heaviest modern-day RE yet (at least until the Himalayan 650 arrives). The weight is a non-issue at anything over walking speeds, but you’ll feel every ounce muscling the bike around in the parking lot and while putting it on the main stand.

My only gripe on the design front is that the gap between the rear fender and the tyre is a little unsightly. Don’t get me wrong, it’s nowhere near as unseemly as on a Harley X440, but on an otherwise good-looking bike, it’s definitely a fly in the ointment. The bike you see in all the pictures has a solo seat, but customer bikes will come with a pillion seat and grab rails, just like the Shotgun. The riding position is very neutral and you can easily spend a lot of time in the saddle.

Seat height is set at a relatively low 800mm, but this is perhaps the toughest bike with an 800mm perch to get your feet down on. I’m 5’11” and I could just about get both my feet flat on the ground – and I had to sit on the lowest part of the seat for that. To blame is the wide engine, which splays your legs out a fair bit. Shorter riders will have to find a workaround or look elsewhere.

Royal Enfield Classic 650 Twin riding experience

Enough praise has been showered on Royal Enfield’s twin-cylinder engine already, but I’m here to lay some more onto that pile. This is easily the best engine on any Indian motorcycle – in my books at least – and for good reason. Smooth, tractable and with torque almost everywhere, this motor excelled in every situation. Going through sleepy towns, blasting through corners and even holding 80mph (124kph) on the motorway, everything was navigated with reasonable ease. The motor is carried over as is from the Shotgun, with no mapping or gearing changes.

The Classic 650’s chassis is similar to the Shotgun, with the same main frame and the same steering  geometry. The differences boil down to a telescopic fork here vs a USD on the Shotgun, and different wheel sizes (19/18-inch wheels, like the smaller Classic – the Shotgun uses an 18/17 setup). The Showa fork is 43mm in diameter and the twin shocks are the same as the Shotgun’s. Suspension travel, too, is the same fore and aft, at 120mm and 90mm, respectively.

While the Classic 650 is a willing companion if you want to attack corners, the mid-set pegs can scrape without too much trying and you need to adjust your body position accordingly. I also missed having a heel shifter, like on the smaller Classic, but these complaints are something I can easily look past.

Royal Enfield Classic 650 Twin ride and handling

What I simply cannot ignore is the stiff and jarring ride. And I’m saying this after riding the Classic 650 Twin in the UK, where the roads are head and shoulders better than ours. This is literally the only thing that is actively stopping me (and I suspect will do so for many others) from going out and buying one today, that’s how good the rest of the bike is.

Brake sizes on the big Classic are the same as the Super Meteor and Shotgun, and that means they’re powerful enough but in a progressive manner. Fun fact: the calipers are RE branded but are the same ByBre units seen on the aforementioned two models. This is something, I’m told, will trickle down to other REs in time.

The spec sheet worshippers may lament the lack of a USD fork but, honestly, I don’t think it’s any worse off without one – this look suits the Classic better. Never once did I feel that the front end was lacking in feel or stability and we were keeping a fair lick on these beautiful UK roads.

While the laced wheels do mean tubed tyres today, Royal Enfield says tubeless wire-spoke wheels are in development, which is encouraging to hear. However, it’s still early days so don’t expect to see them anytime soon. Hopefully,  you will then be able to fit the tubeless wheels even on the single-cylinder Classic/Bullet models down the line.

Royal Enfield Classic 650 Twin expected price, verdict

Royal Enfield hasn’t revealed the price of the Classic 650 Twin but has hinted that the starting price will be in the Shotgun’s ballpark and the top chrome colour in the Super Meteor’s territory. That is sure to make the Classic 650 Twin a heart-over-head purchase. You could also argue that the Shotgun and Classic are too similar in how they ride and that the extra cash you shell out is just for the form factor and riding position.

With the Classic 650 Twin, Royal Enfield has been quite clear that its focus is on the relatively untapped export markets. With what I’ve experienced, I’m sure it will do well for them and I wish them all the best. However, I can’t help but shake this nagging feeling that the suspension will be a problem on our roads and while this is a wonderful bike in many ways, it isn’t the Classic 650 I used to dream about. I hope to be wrong, but we’ll find out soon enough.

Also See: Royal Enfield Classic 650 twin video review

It’s hard not to get carried away when riding on mountain roads in Southern California. Maybe it's the crisp, cool high-altitude air that tricks you into feeling relaxed, even when the speeds are anything but. We certainly got carried away in the twisties during our first ride aboard the new Royal Enfield Bear 650, and it wasn’t entirely to do with that cool mountain air. Confused? Understandable. After all, why should a scrambler-ised version of the already hefty and not very sharp Interceptor be egging us on in the corners? Well, as it turns out, the Bear is much more than just a scrambler-ised Interceptor.

Royal Enfield Bear 650: design, features

Sure, many of the changes have been made with the intent of making the Bear better suited to off-roading. You’ve now got an upside-down fork (in place of the Interceptor’s conventional unit) offering more travel – up from 110mm to 130mm. It’s a similar story at the rear, too; the Bear sticks with a twin shock setup, but travel has grown from 88mm to 115mm. As a result, seat height and ground clearance have also increased, and now stand at 830mm and 184mm, respectively.

But to accommodate the new suspension components and adapt the bike to its more off-road-focused role, Royal Enfield has had to strengthen the frame in multiple areas. It’s the same basic frame as the Interceptor, but it has now been braced in various areas to add strength and stiffness, and the sub-frame has been revised as well. The end result is a chassis that feels noticeably stiffer than the Interceptor’s. Attacking corners hard, the Bear does feels hinged in the middle, and the sort of mid-corner bumps that would have the Interceptor wobbling and wallowing all over the place are simply shrugged off.

There’s great feedback and you really have the confidence to keep carrying more speed into a corner, and leaning further and further, despite the more off-road centric 19in/17in wheel on offer. This is also, in no small part, down to the excellent new tyres wrapped around those wheels – you’re unlikely to have heard of the MRF Nylorex tyres before and that’s because they’re a new dual-purpose model that have been developed specifically for this motorcycle. Despite the blocky pattern, the grip, profile and predictably on the road were superb, and there were no complaints when on tarmac.

Part of the Bear’s playfulness in the twisties can also be attributed to the suspension setup. The front fork strikes a nice balance between comfort and performance, but the shocks feel rather firm and unforgiving. This was the case across riders of different weights, even at the minimum preload setting. On the largely excellent Californian tarmac, it wasn’t a deal-breaker, but the firm edge could be felt, and rough patches translated to my backside without sufficient mitigation. How this setup fares on the less than perfect roads back home is something we’ll have to find out in due course.

Royal Enfield Bear 650: performance, ergonomics

Many of the numbers are bigger with the new Bear, and while most of that is good, one big number that’s got some people a little apprehensive is the seat height. Yes, 830mm is definitely on the taller side – I’m not very tall, only 5’8”, which means I can’t flat-foot both feet. That said, it isn’t unmanageable either, and with a little bit of forward planning, you can comfortably pick either one side to flat-foot. It also helps that the footpegs are now a little further forward, so they don’t foul your shins as much.

The other change to the riding position is the handlebar, which is wider and a little further away from you. The wider part is nice, it gives you more leverage over the bike, which I like. The further away part, I’m not such a fan of – it’s a bit more of a forward reach than I’d like, and if you’re short like me, then this could become a point of fatigue over long rides.

On the upside, this is now a lighter motorcycle than the model it’s based on. Moving to this new 2-into-1 exhaust setup has helped shed a bunch of weight, though some of that has been added back through the suspension and the frame strengthening. Nevertheless, it is still 2kg lighter than the Interceptor. However, at 216kg, still a fairly hefty motorcycle. You only really feel this at low speeds and when paddling about, and once you’re on the move, the Bear masks its weight rather well. The new exhaust has done more than just trimming the weight – it’s also allowed RE to squeeze out some more torque from the motor; it now produces 56.5Nm vs the 52Nm we’ve seen from it so far.

So the engine feels a little more punchy now, while still remaining the pleasant, fairly refined, characterful motor that we’ve fallen in love with over the last 6 years. The new exhaust has slightly changed the sound, though. It exits a little closer to you and doesn’t run quite as far back as the twin-pipe designs, which is one of the factors at play. Overall, it’s a little more braap-y and raspy, as opposed to the more sweet-sounding twin pipe 650s. I think this suits the character of the Bear rather well.

Royal Enfield Bear 650: off-road performance

Now, we come to the big question of off-road performance. We didn’t have a great deal of opportunity to ride the Bear off-road – we only got a short spin up and down a fairly simple gravel track. But the feeling is that this is definitely more of a soft-roader than a hardcore off-roader. The suspension can absorb some hits, up to a point, and these new tyres seem to work well off-road.

The rear ABS can also be turned off. So yes, you can have some fun off-road. But the weight makes its presence felt, and the ergos are halfway between on-road and off-road, so this is not a bike you’d want to push very hard when the tarmac runs out. But you won’t have to turn around either.

Turning off that rear ABS is done through a fully-digital TFT display –  this is the first Royal Enfield 650 to get one, and it’s the same unit you’ll find on the Himalayan. Which means, you also get features like Bluetooth connectivity and Google Maps integration. It’s also the first RE 650 to get full-LED lighting. The only other noteworthy feature is a USB charging port, but as is the case with all REs now, there is a comprehensive list of accessories that covers the usual suspects, like touring mirrors and a touring seat, as well as more scrambler-specific items like a sump guard and a headlight grille.

Royal Enfield Bear 650: Verdict

The final piece of the puzzle is the price – and starting at Rs 3.39 lakh (ex-showroom, Chennai) and going up to Rs 3.59 lakh (ex-showroom, Chennai), the Bear sits between the Interceptor and GT on one end and the Shotgun and Super Meteor on the other. Having ridden it around California, it feels like the most versatile and competent RE 650 today. It can cruise, it can tour, it can commute, you can corner pretty hard – it’s a great road bike – and it’s got some off-road ability as well. But how much of a pain the firm suspension setup will be back home in India is something we’ll only be able to tell you a little further down the road. Test rides and deliveries begin on November 10, so it shouldn’t be too long before we find out.

Also See: Royal Enfield Bear 650 video review

Also See: Bajaj Pulsar N125 review: More than just another Pulsar

The bike you see here is emissions-compliant, ABS-enabled, and saree guard-equipped, which means it can be registered for road use in our country. That’s a big deal because no Japanese manufacturer has yet attempted to sell one of its road-legal dual sport motorcycles in India, and for that reason alone, Kawasaki deserves your praise. But does it also deserve your money? And how much should you be willing to spend on this motorcycle? 

Kawasaki KLX230 design, underpinnings, seat height

What goes in the KLX’s favour is that it’s the real deal. This is a proper, purpose-built dual-sport motorcycle with a perimeter chassis, 21-inch/18-inch wheels, and exactly the sort of uncompromising ergonomics and bodywork you’d want to see. Long-travel suspension with 240mm/250mm of front/rear travel and 265mm of ground clearance are impressive numbers that make for a wonderful pairing with a low 139kg kerb weight.

With an authentic dirt bike form factor must come a tall seat, and the KLX’s stands at a towering 880mm. That’s a frightful number for a market that’s deeply sensitive to tall seats, but bear in mind that this bike is much slimmer than your regular motorcycle, which makes reaching the ground a little easier than the number suggests. Some of my colleagues, who were about 5’7” tall, found themselves on tip-toes but able to manage.

Another side effect of the slim proportions is a tiny 7.6-litre fuel tank, but the KLX’s mellow engine should help stretch the fuel range decently far. The simple air-cooled, 2-valve, 233cc single-cylinder motor sends a humble 18.1hp and 18.3Nm to the rear wheel via a 6-speed gearbox.

Those numbers may sound quite underwhelming, but in an off-road scenario, the performance is more than enough to keep you engaged without being intimidating. First gear is very short, and I found myself in second and third most of the time. A small dab of the light clutch lever gives you a decent kick of power if you need to raise the front wheel over a crest, and there’s enough juice to slide the rear wheel around in the first few gears as well. At the same time, the power also felt completely trustworthy, with no threats of the bike snapping out of control. This is just the sort of performance that a newer off-road rider would enjoy on their journey towards becoming more skilled.

Kawasaki KLX230 off-road ability

Unfortunately, we didn’t get to try the KLX out on the road, so how it functions as a street bike remains to be seen, but a few safe assumptions can be made. The first is that it won’t be very comfortable for long durations with that thin seat, and the engine probably isn’t geared for easy high-speed cruising either. That being said, the motor feels impressively refined, even when hammering it at redlining speeds off-road.

The MRF tyres that Kawasaki India has equipped this bike with were quite decent on dry, muddy terrain, but you’ll want something more off-road appropriate to properly exploit the bike. While the KLX is designed to look like one of Kawasaki’s angry KX motocross racers, it’s actually quite a gentle thing. The non-adjustable suspension is absorptive and can take in some pretty big hits, but it’s also on the soft side, which makes it easier for less-skilled riders to read the terrain underneath. The braking works well off-road, and you can deactivate the ABS (front and rear) with the push of a button. What I also like is that, despite this being a relatively small bike in Kawasaki’s off-road line-up, it’s still a physically large machine and will fit bigger riders as well.

By definition, this is a simple, lightweight motorcycle, so don’t expect much in the way of features. That being said, it’s not all bad. It gets a good-looking LED headlamp and a clean LCD that includes ‘luxuries’ like a clock, a fuel gauge, and even Bluetooth compatibility. Jokes aside, the only thing some folks might miss in the display is a gear position indicator.

Kawasaki KLX230 verdict and expected price

To sum up, I am not as good an off-road rider as I’d like to be, and this is exactly the sort of bike I’d like to spend some time on in the process of getting better. The fact that Kawasaki is going through the pains of bringing this bike to our market alone deserves your appreciation. However, if you’ve been following our news on this bike over the past few months, you’ll have noticed that we reported Kawasaki was working on localising the KLX for our market and that its target price would be around Rs 2 lakh, which would make it a fantastic rival to the Hero Xpulse. 

However, the localisation process is still underway, and Kawasaki has decided to bring the bike here as a CKD import for the time being. That means the price will not be as tempting as we hoped, at least not at the start. We were given to understand at the launch event that a price between Rs 2.5 lakh and Rs 3 lakh, ex-showroom, is fair to expect, which is not bad but not great either. We’ll know for sure when Kawasaki formally reveals the price at the India Bike Week in early December.

There are two ways to look at this. The first is that it means the KLX will cost very close to the likes of the Himalayan 450, which will undoubtedly be a turn-off for many. The other perspective is that you’ll finally be able to get your hands on a road-legal, quality Japanese dual-sport for a realistic sum of money, and that will undoubtedly be music to some ears.

With the way things currently stand, I believe that this bike will find takers, even if it will be quite niche. However, I also believe that Kawasaki would find more success if they brought in the KLX 230 S as well, which is essentially the same motorcycle with reduced suspension travel and a more palatable 845mm seat height.

Nevertheless, what’s without doubt is that we’re lucky to finally have the option of a bike like this, and I’m looking forward to spending more time with it.

Also See: Kawasaki KLX230 video review

Also See: Kawasaki KLX230 review: Dream come true?

Viaterra’s Holeshot Pro is a sporty glove that offers a hybrid between race looks, good protection and street-friendly comfort.

From a distance, these look a lot like a sporty, track-oriented glove, especially if you go for one of the coloured versions, like the blue ones here. But take a closer look and you’ll see that a significant portion uses a mesh construction for better breathability. The top of the thumb and the first three fingers are all mesh, with some soft rubber protectors. The pinky finger gets a leather panel sewn onto the mesh to protect against abrasion, as this is a common impact area in a crash. The top of the glove around the knuckle area is all leather, and there’s another patch of leather above the wrist as well. The entire palm is leather and there’s a high-grip panel below the fingers. All the leather used is perforated for better breathability.

Protection levels aren’t as high as those of a full-gauntlet race glove, but they’re good nevertheless. You’ll get Knox scaphoid armour for the palms, as well as some armour for the ulna bone on the outside of your wrist. For street gloves, this is more than sufficient, but you won’t find things like a bridged pinky finger or externally stitched seams here, although Viaterra offers those in its top Grid 3 full-gauntlet glove.

The Holeshot Pro gloves have touchscreen-sensitive leather patches on the thumb and index finger. The tops of the fingers also get reflective elements to improve nighttime visibility. The wrist closure is secured by a single velcro strap, and they’re easy to get on and off. The overall fit is on the snug side, especially in the knuckle region. The gloves break in over time, but the fit is sporty; if you want something more relaxed, you’ll want to look elsewhere.

I like the balance of sportiness and usability the Holsehot Pro packs in for life in the city, and the price is worth what you’re getting.

Where: viaterragear.com
Price: Rs 4,299

Also See: Viaterra Holeshot gloves review

Viaterra Munro custom fit pants review

Hero’s Xpulse 200 4V has been updated, and it’s offered in two variants: Standard and Pro. As the name suggests, the Pro is essentially the erstwhile Rally Edition, and it’s the more extreme version of an already capable off-road motorcycle. It is also available with a set of optional Maxxisknobbies that you see on our test bike. Hero has given the Xpulse 200 4V Pro some new features this year, and I took this motorcycle out in its natural habitat to find out what it’s like.

Hero has made some noticeable changes to the 2024 Xpulse range, which includes new reinforced knuckle guards, new switchgear, revised footpeg position, a new projector LED headlamp, a USB charging socket and ABS modes. The all-new headlamp is significantly brighter and incorporates an all-new Daytime Running Lamp design, making the Xpulse appear slightly more upmarket.

Unique to the Xpulse Pro is a new rally-styled windshield that is 60mm taller than before. The rally visor deflects wind well on the road. All in all, the new changes are a welcome addition and will improve the overall usability of this motorcycle. As before, the Pro variant towers over everything else on the road and stands tall while looking purposeful. Its size is deceptive, and many onlookers assume it is a motorcycle with a much larger capacity.

The Xpulse continues to be powered by a 199cc, oil-cooled motor that produces 19hp at 8,500rpm and 17.35Nm at 6,500rpm. What has improved is that with its OBD2 update, the engine now needs to be serviced every 6,000km instead of the 3,000km. Due to its easy power delivery, this motor continues to perform adequately, and is a boon to use for inexperienced off-road riders. At 161kg, the Pro variant is only 2kg heavier than its standard counterpart, which isn’t too bad given all the added hardware.

While the knobby tyres provided excellent grip, the engine lacked the power to overcome it. So sliding this motorcycle was not as easy as it is on ADVs that sit in a higher segment. What helps its case is that you will never find yourself running out of grip, and the Xpulse Pro keeps its cool even when climbing up sections with loose surfaces. While I still wish for more power, I have also come to enjoy its underpowered and calm nature on such tricky trails.

The Xpulse Pro is a challenge to ride on the tarmac if you choose the Maxxistyres – they are road legal, but are also zero-compromise knobbies built for off-road. Grip itself is fine, but the tyres feel scary when the bike is leaned over and they also make a loud, constant droning noise. The tyres also get unsettled over road irregularities and expansion joints can change the bike’s course at any given moment. On the normal Ceats, the bike would be much nicer, but you’ll still need to live with the very tall seat height – we’ll get back to that.

However, when they hit the dirt, these tyres come into their elements and provide an incredible amount of grip. Compression and rebound damping can be dialled in on the adjustable fork, and the owner’s manual has multiple setting recommendations for various riding situations and these settings are a good starting point from where you can tweak the set-up to your liking.
My biggest challenge was the 891mm seat height, which can take getting used to and initially be a little daunting. Mind you, this is with the stock seat and going for the optional rally style bench seat will take that number above 920mm.

The added height makes the motorcycle feel sluggish and more top-heavy, and this is where the humble engine’s limits become more apparent. However, in time, I’ve gradually gotten more comfortable with its size, and wrestling it off-road has become easier as you go. What has helped is the new footpeg positioning along with the handlebar risers that allow riders to get a better grip and find a more suitable position while standing.

Hero’s Xpulse 200 4V is a competent machine, and the Pro variant makes it even more unstoppable. That being said, it takes a certain skill level to get the most out of this bike. The suspension is best suited for high-speed off-roading. Shorter, or lesser skilled riders might be better off with the standard Xpulse for slower-speed trails. Either way, the updated features do a great job of uplifting the overall experience.

It is worth noting that all of the above-mentioned additions have come at a mild price bump of Rs 3,000, which sounds like a sweet deal. All in all, the Xpulse 200 4V Pro is an excellent alternative to the standard variant and costs Rs 8,000 more, which, given its credentials, sounds too good to be true. The Pro variant is an easy recommendation for anyone skilled enough to dive deeper into the off-road genre of motorcycling.

Also see: 2024 Yezdi Adventure review: Incremental changes