Also See: Royal Enfield Classic 650 Twin review: All-Time Classic?

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: Royal Enfield Bear 650 review: Bullish on the Bear

On the Sunday before the 2023 Munich Mobility show, BMW handed me the keys to one of its press cars for a drive, so rather than walk around taking in the sights of the city, my plan changed to seeing the countryside from behind the windscreen of the second-generation M4 Competition Coupé! How much would I see, though, I wasn’t sure; the M4 is fast. Really fast. 

BMW M4 Competition: Powertrain and performance

This M4 gets a new 3.0-litre twin-turbo, inline-six petrol motor (code: S58) that produces 510hp: appreciably more than the previous car’s 450hp S55. Torque is also up – 650Nm from 550Nm. Fire it up and you know there’s muscle under that hood, thanks to a nice and sporty growl. It’s not an aural symphony though; you expect more. So the exhaust amplification button stayed on for my entire drive, even when easing it out of the BMW Media Centre garage. Can’t blame me, right? 

Amped-up exhaust sound aside, driving it out was a pretty laidback affair, as was driving it through the little traffic and few traffic lights before we hit the expressway. The engine really is the superstar of this car. On one hand, it’s docile and civil, and yet, engage one of the sportier drive modes, and it’s wild. What I particularly like is the way power comes in. It’s hard and fast, not punchy in the mid-range; just a massively strong push all through the rev range. On the unrestricted stretch of the German autobahn, I’m at ridiculously high triple-digit speeds in no time, and it’s only the sight of other cars sharing the same road that makes me back off. The car? It simply wants to motor on faster still. 0-100kph comes up in a claimed 3.5sec, and mash your foot down and you’ll be in no doubt of that claim. 

Throttle response is also very quick, as is the gearbox, which is also smooth in its operation, due to the switch from a 7-speed DCT to an 8-speed torque-converter. Even in Sport Plus, shifts don’t have a hard edge, and while I was fine with that, some drivers will miss that aggressive feel, which does add to the thrill. 

BMW M4 Competition: Ride and handling

The way the M4 drives is very customisable via the drive modes, and specific setups can be called up via two customisable and cool red hotkeys right behind the steering wheel. Engine, transmission, steering, dampers, brakes and ESC can all be tweaked, and there’s even a drift score analyser that will rate your drifts based on length, angle of rotation, speed and more. The car we have has the xDrive all-wheel-drive setup, but it can drift, says BMW. Given that we were on public roads, I didn’t try this, but it’s an indication of just how much focus BMW has put into making this car fun.

It’s fun around corners even if the wheels don’t break traction, and on a country road that leads us to a lovely riverside café – our planned lunch stop – the M4’s chassis balance really shines. There’s plenty of grip and no body roll going around corners quickly; you can turn in with remarkable precision, knowing exactly what the tyres and suspension are doing. BMW says the AWD is rear biased, which it is, but it does feel like it engages the front axle quite often and not just for off-the-line getaways. There’s a remarkable neutral grip through fast corners but, of course, on a racetrack you can switch to 2WD with the ESC off and get the tail out. The ride quality over a few broken edges is firm but we’ll only know how pliant the suspension is when we drive it here over our rough and tumble.  

BMW M4 Competition: Exterior design

I wouldn’t call the M4 an attractive car. Apart from the large grille, the lines too seem in discordance with each other; the front ones are sharp whereas towards the rear they go soft, and the rear itself appears quite bulky. But it has presence: rather than a handsome Captain America, the M4 is more like the Hulk. Its large and gargantuan grille, massive size – and assuming you choose brighter paintwork – all scream for attention. Being a Sunday, the riverside café we’ve arrived at has plenty of family patrons and a lot of the kids are pretty excited looking at the M4.

We got a lot of stares, even from an older gentleman parking his sedan next to it. But he’s not impressed at all; I suspect it had less to do with the M4’s appearance, and more with its huge bulk, which took up a chaunk of his parking space too. Yes, at 4,794mm in length, this 2-door coupé is a big car and, in fact, is only about 30mm shorter than the long-wheelbase 3 Series sedan. That at least means it’s roomy for a 2-door. The rear seats are okay for adults for short durations, but let’s just say, in our group of journos, no one was in a hurry to sit there; not with a 7 Series also part of the convoy. 

BMW M4 Competition: Interior and features 

The M4 is comfortable up front though. Our test car came with carbon-fibre-backed seats, which reduce the overall weight and give you a snug racing feel, even with the seat base divided into two separate areas for your thighs. There’s plenty of carbon-fibre around the cabin too and everything is built and finished to the typical high standards of BMW. The switches, fabrics and surfaces feel good to touch and it’s nice to see that, despite its strong sporty character, the insides are premium and well loaded too. There’s a three-zone climate control, powered seats, a HUD, a Harman/Kardon sound system and a 10.25-inch touchscreen. I’m not a fan of the 12.3-inch digital instrument panel though. There’s no traditional ‘dial’ look, and what’s provided instead isn’t easy to read or aesthetic in nature. The car we get in India now though has BMW’s new ‘Live Cockpit’ setup, which uses a single panel curved display housing a 12.3-inch instrument panel and a 14.9-inch central touchscreen, and its graphics are different. 

So then, while I hate working Sundays, driving an M4 through the gorgeous European countryside really didn’t feel like one. Yes, I did look at the sights as they whizzed by, and this was a Sunday like no other. The M4 is fast, and that’s its main appeal, and while you can easily blast down an autobahn, it also allows you to enjoy an engaging drive through some lovely twisty country roads. If there ever was a car that signified substance over style, this is it.

Also see: 

Hardcore BMW M4 CSL adds 40hp, sheds 100kg

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

Hyundai Santa Fe exterior design

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

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

Hyundai Santa Fe interior

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

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

Hyundai Santa Fe driving

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

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

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

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

Hyundai Santa Fe verdict

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

Even in the rarefied space of super-luxury and high-performance cars, it’s only so often a new Aston Martin comes along, but boy, is it an occasion when one does. Boutique in the context of giants like Ferrari and Bentley, the British marque makes only a handful of ultra-high-end models, and with ownership and management in a state of flux over the last many years, things have been inconsistent, to say the least. But with new boss Lawrence Stroll at the helm, things appear to be charging forward with renewed vigour and focus, and you need not look any further than the DB12 as evidence of this.

There are more pedestrian offerings like the Vantage and DBX, as well as more exotic stuff like the Valkyrie and upcoming Valhalla, but the DB coupe is always the heart of the brand’s range and arguably its most important model. You might look at its stunning but familiar form and think it’s a facelift of the DB11, but trust us, it really isn’t! They’ve trimmed the fat and ditched the V12 altogether (despite what the name might suggest), and have found even more power in the V8. It’s wider and lighter, there’s new suspension and a quick-acting e-diff, but most of all, it has a brand-new interior and gizmos to match. In fact, Aston says it’s created a new type of car altogether – the super tourer – where the performance of a supercar meets the long-legged luxury of a GT car.

Aston Martin DB12 exterior design

Though there’s no hiding its visual linkage to the DB11, but that’s no bad thing, is it? It borrows some elements from the DBS Superleggera too, and overall looks like a DB11 that’s been on steroids; the same essential silhouette but bursting at the seams. It’s 22mm wider, which only enhances that wide-narrow-wide ‘Coke bottle’ shape. The grille is huge now, extending to the base of the bumper and tipping forward aggressively, with a wide air-dam squeezing out from under it. The bonnet has more contours and troughs, and interestingly opens conventionally, unlike its predecessor’s, which was hinged at the front. Another cool detail are the wing mirrors with edge-to-edge fixed glass; the whole pod moves when you adjust it, rather than just the glass.

An import from the DBS is the huge air vent behind the front wheels, and the DB12 sits on 21-inch wheels front and rear with a massive 325-section rear tyre. Fun fact: it uses specially developed Michelin Pilot Sport 5S AML (Aston Martin Lagonda) tyres, much like the DB11 used Bridgestone Potenza S 007 (named after a certain fictional spy) rubber. Not much has changed aft of the doors (the ‘swan wing’ variety that open slightly upward), but again, that’s no bad thing. You still get the slim, C-shaped LED tail-lamps and the pinched roof that flows down into the wide tail. Intakes hidden in the C Pillars channel air through the boot lid and out of a small active spoiler, eliminating the need for big aero addenda. Unfortunately, the boot itself is tiny, at just 262 litres, so your grand touring would be capped at just a weekend.

When the starting point was so good, how successful the design enhancements are is up for debate. It’s lost some of the subtlety of the DB11 to be sure, but has gained more aggression in the process, and there’s no arguing it is still a stunning piece of metal.

Aston Martin DB12 interior and space

If the outside didn’t tell you this was a new-gen car, the interior surely will. The entire dashboard is new, for a start, and the first thing you notice is that though materials are as high-grade as ever, build quality has taken a huge leap forward. Our test car is trimmed in an uninspiring black on grey, but a quick play with the online configurator reveals that you can be a lot more adventurous depending on how deep your pockets are. Several wood, metal and carbon options are available, not to mention a smorgasbord of hide and stitching options that can be mixed and matched. There are even three levels of front seats; we have the Comfort spec, but you can also get Sport or Race seats with increasingly aggressive cushioning.

But on to the new dashboard, which takes on a more user-friendly design. The ‘waterfall’ centre console is high set and extends to the rear of the cabin, bringing into easy access not just the new 10.25-inch touchscreen, but an array of welcome physical buttons. These include shortcuts for climate control, suspension, exhaust, ESC, parking cameras and sensors, and lane-keep assist. Drive modes are selected via a rotary dial, at the centre of which sits a classy start/stop button. The four-knurled roller switches for AC and volume control work with an indescribably satisfying heft, and there’s a 911-style toggle for the gear selector.

But for all the added quality and functionality, the interior has lost some of its charm. It’s all straight lines and sharp angles, with none of the quirky design that set the DB11 apart from every other super-luxury car. Yes, the toggle gear lever is easier to use, but this is the first Aston in ages without the signature five buttons on the dash. Similarly, while the new 10.25-inch digital dial screen looks modern, it’s just a rectangle propped behind the wheel, and misses the flair of the old hooded binnacle.

Though there are rear seats, as you might have guessed from the low and pinched roof, there isn’t much room. It’s strictly for young kids, while medium-sized adults could perhaps bear the squeeze for short journeys; certainly not cross-continent jaunts. 

Aston Martin DB12 features

Another significant change is the all-new E&E architecture, which was something previously borrowed from Mercedes-Benz. For a small-volume brand, outsourcing such a thing is usually the better way to go, but Aston Martin has invested in developing a new system in-house, which will be used in all upcoming models, including the upcoming new Vantage and DBX facelift. Though now free from the shackles of the last-gen Mercedes system used before, some parts remain, like the indicator/wiper stalk and the capacitive touch buttons on the steering wheel.

The investment seems to have paid off, with a UI and UX that’s modern and feature-packed, on both 10.25-inch screens. The dials are customisable and change appearance with the drive modes, while the touchscreen response is good and animations are slick. Some icons are too small, however, making them tricky to tap on the move, and we found a few glitches in our test car’s system, like menus getting stuck on screen, concealing other functions. The optional 15-speaker, 1,170W Bowers & Wilkins music system not only sounds divine but also looks good with its aluminium speaker grilles, and you also get ADAS features.

Aston Martin DB12 engine, gearbox and performance

As we’ve seen in the likes of the DBX and Vantage, this may be AMG’s familiar 4.0-litre twin-turbo V8, but Aston Martin’s engineers have given it a character all of its own. It starts with the sound, which has a lot more depth and character to it, changing its note and volume as you pile on the revs, and always sounding good. And no, this is not just a function of adding a ‘loud’ button for the exhaust – although that is also available.

But as you prod the accelerator, too, you’ll start to see the changes. First off, while the DBX uses AMG’s 9-speed ‘MCT’ gearbox, the DB12 uses ZF’s 8-speed torque converter, mounted at the rear, and as is characteristic of the two, the ZF unit is a little bit smoother and not as aggressive with its shifts. What’s unusual, however, is that it can be slow to respond if you ask for a sudden downshift by prodding the accelerator – even in Sport+ mode. This is not the case in some of its other high-performance applications, and certainly puts a dent in the DB12’s ‘super tourer’ credentials. Things improve considerably when you dial it back by 10 percent, but more on this later. Shifts via the paddles are fine, however, though these have moved from the steering column to the wheel.

Find a good rhythm and you can really enjoy this spectacular engine. Yes, Aston’s short-lived ‘AE31’ 5.2-litre twin-turbo V12 is no more, but you won’t miss it. The V8 is over 100kg lighter than the V12, produces 80hp and 100Nm more, and arguably sounds better too. As with the sound, the performance too feels entirely different to any of its Mercedes applications. Power delivery is progressive and swelling, rather than a sledgehammer whack in the mid-range. It’s not a high-strung, fast-revving engine, but every trip to the redline feels like a journey in its own right, thanks to the fluidity of the power delivery and, oh yes, that noise.

Ironically, this can belie the DB12’s prodigious 680hp and 800Nm figures because it doesn’t have the electrifying acceleration we’ve come to expect from such numbers. In fact, one potential Mumbai customer whose garage contains some pretty exotic stuff is said to have described it as ‘not that quick’ after a test drive. But that’s doing this powertrain a huge disservice, because it feels unique and soulful in a sea of one-note accelerative weapons. It’s not for crushing the quarter mile, but rather for cruising down the Golden Quadrilateral.

Aston Martin DB12 ride and handling

The new exterior design, cabin and tech are fairly obvious changes; the real secret sauce is in the chassis and suspension. The DB12 is 7 percent stiffer than the DB11, and while that might not sound like much, couple it with the thoroughly revised suspension and the changes jump out at you. If the DB11 was a 55-inch TV, the DB12 is still a 55-inch TV but one that’s moved from 1080p to 8k OLED. There is a much greater breadth of ability and definition, allowing it to be simultaneously more comfortable and sharper than before.

It starts with the steering that’s almost Ferrari levels of sharp and quick. It gives surprising agility to what is quite a large vehicle, but at no point does it feel overwhelming. What sets it apart, like the tune of the engine, is the oily-smooth feel you get through the wheel (which is now round, and not squarish like the DB11’s). It feels assisted and not race-car heavy – this is a luxury product, after all – but thanks to the deletion of some isolation bushes, there’s still a clear connection to the front wheels.

First instinct then is to dial it all the way up and charge into a corner at maximum speed, but you’ll soon be reminded that this is still more tourer, less super. Sharp steering notwithstanding, the chassis is still a little looser and freer than an all-out sportscar (stay tuned for the new Vantage), and pushing too hard makes it feel a little unwieldy. Even with those 325-section rear tyres, it will break traction, and you had better be on the ball when that wide rear end goes off.

So once again, dial it down a little, and the DB12 will really shine. Let it flow into corners, and you’ll find incredible composure even on a broken rural Indian back road. The new suspension takes it all in its stride, and in fact, delivers a ride quality that comes close to some of the best luxury cars. Best of all, it has sufficient ground clearance to tackle most speed breakers without the need for a nose lift function, and only on really serious ones would you have to be careful. Once again, then, it’s the touring side of the DB12 that somewhat outshines outright sportiness.

Aston Martin DB12 price and verdict

The Aston Martin DB12 is a phenomenal sports luxury car that so far improves on its predecessor, it’s genuinely hard to believe they share the same basic platform. It’s faster, sharper, more comfortable, more luxurious, techier, better sounding and arguably better looking too.

Trouble is, it has a bit of an identity problem, especially in the Indian exotic car context. In losing the V12, the DB12 has been given something of a symbolic repositioning; even though performance is greater, the perception isn’t. What doesn’t help is its price of Rs 4.59 crore (ex-showroom, before options) that puts it well north of the sharper Ferrari Roma. And without the pristine European cross-country roads a DB12 would normally find itself on, here in India, the DBX SUV is probably a more suitable grand tourer.

So what of the ‘super tourer’ rebrand, then? Though it certainly has the look and power figures, it hasn’t turned into a supercar. Instead, it’s widened its abilities as a luxury item, and would not feel out of place pulling up to an exotic boutique hotel, royal palace or industrialist’s daughter’s wedding. It mixes the contrasting qualities of the Roma and its other major rival, the Bentley Continental GT, to superb effect – equal parts sharp, plush and oh-so desirable. Aston Martins have always done things a little differently, and the DB12 does too. It remains the one that goes against the grain, but for those who choose it, there’s little it cannot do.

Also see:

Aston Martin Valkyrie LMH to race at 2025 Le Mans

It might seem like Tata has replicated the Nexon EV’s winning formula with the Punch, which is a quick swap of all the ICE mechanicals for the electric bits and fitting them into available vacant spaces. However, with the Punch, the ALFA platform that underpins it has undergone a comprehensive re-engineering. It isn’t all new of course, the top hat is largely the same, as is the track, wheelbase, the suspension mounting points and the suspension system itself. But with the monocoque’s floor completely redone to flatten it, and a new electronic and electric (e&e) architecture, Tata Motors has given it a new name calling it the Acti.ev architecture. 

The EV’s centrally mounted battery pack has been integrated into the cabin floor, rather than bolting it underneath the body. As a result, its 190mm ground clearance is identical to the ICE version. With the ICE platform’s floor massively reengineered, it resulted in an increase in structural stiffness over its ICE counterpart too. That aside, the EV gets revised damping and stiffer springs, heavy-duty brake calipers, and the Long Range (LR) version also boasts of rear disc brakes to enhance stopping power and compensate for the EV’s added performance and weight.

The Punch EV gets a heavily restyled front end, which draws inspiration from the updated Nexon EV’s design. In fact, their front styling is so similar that when viewed head on, you could mistake one for the other. Sure, the Punch might have lost a bit of its individuality by adopting a family design face, but t here’s no denying that the Punch EV still commands attention, thanks to its striking new LED DRLs which flank the pilot lamp LED strip running across the bonnet. Tucked behind its blanked-out grille is its charging port, housed behind the Tata logo. It releases electrically via a switch on the centre console but has to be manually closed. An additional button on its key fob would have been much more convenient though.

While its side profile is similar to the outgoing car, thenew 16-inch dual-tone wheels sport a futuristic design. There are multiple EV badges scattered across the car and its tailgate has Punch.EV lettering spelt out. Dimensionally, the Punch EV is 30mm longer and 18mm taller than the ICE version, however, its width, front and rear track as well as its wheelbase, remain unchanged.

Like on the outside, the interior of the Punch EV is similar to the updated Nexon EV. Borrowed from its bigger sibling are its free-standing 10.2-inch touchscreen, a funky two-spoke steering (with an illuminated logo), and a new 10.2-inch digital instrument cluster, all of which add style and a touch of modernity to the Punch’s exuberant interior. Also new is a piano-black panel with touch-operable keys for the climate control. These keys are backlit, and the temperature and fan speed control have physical toggle switches that make it convenient to use; also, this panel lends a very premium, uncluttered look. On the centre console sits a very premium knurled-finish drive selector flanked by drive mode buttons as well as the electronic parking brake and auto-hold button. Like before, contrasting white panels, textured plastics and other materials are carried forward for a rather upmarket look and feel. 

While there’s a lot to like, the execution of some bits could be better. As an example, the feature-packed touchscreen often tends to glitch, sometimes while using wireless Android Auto/Apple CarPlay, and also while using the 360-degree camera. Then, the fonts and numbers on the digital instrument cluster are microscopic, which make them difficult to read. The gloss black touch panel for the climate control is a fingerprint magnet. Users will also have to make peace with the slow-shifting drive selector, which can get particularly annoying while trying to make quick three-point U-turns. 

An upright driving position and the seat ventilation feature enhance seating comfort. Further, the low window line, flat bonnet and large outside mirrors ensure outside visibility is very good. Elderly folk will appreciate its easy ingress and egress thanks to doors that open up to 90 degrees and the raised seating.

Despite being smaller than the regular crop of compact SUVs, the Punch’s excellent space management liberates respectable space for adults at the back. The backrest, however, is quite upright, the chair-like position is comfortable and there’s ample room beneath the front seat to tuck your feet. Unlike other EVs, you don’t sit in a ‘knees-up’ position, and thanks to its long seat squab, thigh support is plenty. 

Interestingly, to accommodate its battery, Tata engineers have raised this EV’s cabin floor by 20mm. It is because of this reason, six-footers are likely to find headroom a bit restrictive and this issue is exacerbated in sunroof-equipped cars, which have lower roof liners.

The Punch EV has a larger 366-litre boot compared to its ICE counterpart’s 319 litres. This added space comes at the cost of a spare wheel, which Tata has skimped on in the EV, and owners will have to make do with a puncture repair kit provided with the car. There is a small frunk too, which is well shaped and is a nifty solution to store additional, smaller items.

The freestanding 10.3-inch touchscreen is vibrant and stuffed with features and apps.The range-topping Empowered +S LR variant gets nearly as much equipment stuffed in as a top-spec Nexon EV, only missing out on vehicle to vehicle (V2V) and vehicle to load (V2L) charging. So equipment like a sunroof, a crisp 360-degree camera, lane-view monitor, ventilated front seats, an electronic parking brake with auto hold, an air purifier, auto LED headlamps and wipers, an auto-dimming rear view mirror and a  wireless charger are all part of the spec. As mentioned, it also gets  a 10.2-inch feature-packed touchscreen with wireless Android Auto and Apple CarPlay, in-built Alexa voice assistant, connectivity features and the cabin’s sound experience is enhanced by an 8-speaker setup. For an otherwise very well equipped car, the Punch EV misses AC vents and charging provisions for rear passengers. 

The freestanding 10.3-inch touchscreen is vibrant and stuffed with features and apps.

In its electric guise, the Punch finally lives up to its name, something which sadly doesn’t hold true for its three-cylinder petrol version. The Punch EV comes in two versions – standard and Long Range (LR). The former gets a 25kWh battery and an 82hp/114Nm electric motor, while the LR gets a larger, 35kWh battery and a more powerful 122hp/190Nm electric motor, and we’ve tested the latter. Being its fourth EV offering, Tata has really mastered the art of fine-tuning them, making the electric Punch one of thesmoothest and perhaps the most refined car to roll out of Tata Motors, EV or otherwise. 

Drive the Punch EV for a few metres and you’ll immediately notice its progressive power delivery, very tame though by the snappy EV style. Tata claims to have intentionally blunted the motor’s responses in the interest of comfort so that newer drivers or those switching from ICE vehicles aren’t caught off-guard by its sudden acceleration. As a result, you don’t feel any neck-flexing thrust, each time you flex your right foot.

On offer are three drive modes – Sport, City and Eco. In fact, the latter two perform very similarly, with the motor delivering only about 60 percent of max torque. Despite the restricted output, both Eco and City mode feel adequate for a majority of the driving, thanks to the EV’s inherent instant response. What differentiates Eco and City mode are the vehicle’s top speed, which is limited to 115kph in the former and 132kph in the latter (as per our GPS measured speed test), respectively.

But for spirited driving, it is the third mode that’s the one to dial up. Sport mode unleashes the full potential of this EV, delivering the entire 190Nm of torque. While it gathers pace rapidly, the measured power delivery robs away the drama to some extent, which might disappoint thrill-seeking driving enthusiasts. That said, progress is rapid, with the Punch EV sprinting to 100kph from a standstill in just 9.4 seconds in Sport mode, which is 4.2 seconds quicker than in the other modes, both of which go from 0-100kph in 13.6 seconds. 

Like its other EVs, Tata has included three levels of regenerative braking in the Punch EV, with Level 3 being the most aggressive and an option to turn off this feature as well. These modes can be selected independently to the drive modes. Level 1 feels most natural in its operation, wherein it reduces speed in a gradual, predictable manner, akin to engine braking in an ICE vehicle. Level 2 is about 1.7 times more aggressive than Level 1, but it is still quite usable and easy to get accustomed to. Level 3 is said to give 0.18g of deceleration, and in the real world, it feels roughly 2.5 times stronger than Level 1, akin to depressing the brake pedal with some force. It’s simply too strong for everyday use and we would recommend this only when descending steep slopes so that you come down in a controlled manner while harvesting energy. There’s no one-pedal functionality and the car only slows down to crawling speeds using regenerative braking; it doesn’t come to a standstill.

For our range test, we drove the car as per our standards: so in Eco mode regen was set to its maximum setting in the city, and mid setting on the highway. In the city, this levied a huge penalty on its efficiency, as the car slowed down far more and earlier than expected thanks to the strong level 3 regen. This warranted a longer time spent on the accelerator pedal robbing it of charge. Of course, outside temperatures nudging 40 degrees made the climate control work hard to maintain a cool cabin temperature. As a result, the Punch EV’s average city efficiency was only 5.43km/kWh. However, repeating the test with regen set at the mid setting (level 2), felt more natural in its operation and we achieved an average city efficiency of 6.92km/kWh, extrapolating to a real world range of 242km and on the highway we achieved 6.17km/kWh, translating to a range of 216km.

The Punch gets a single CCS2 charging port, which is the industry standard. The company claims that on a DC fast charger, the battery can be topped up at a maximum speed of 25kW taking it from 10 percent to 80 percent in 56 minutes; not very fast by modern EV standards. To put it to the test, we plugged it into a 60kW DC fast charger and charged its battery from 15-100 percent. In the process it consumed 31.99kWh of energy, took about 99 minutes to complete and averaged a charging speed of 19.5kWh. However, it is worth noting that beyond 90 percent, the battery management system (BMS) automatically reduces the charge rate for cell balancing and SOC calibration, in the interest of the battery’s health.

The Punch EV is also available with a 3.3kW portable charger – good for charging wherever you have to use 15A plug. Top variants also get a 7.2kW AC fast charger that can be installed in your home or office. 

The Punch EV’s chassis is 30 percent stiffer than that of its ICE counterpart, and a key contributor to this additional torsional rigidity is the battery pack itself, which acts as a stressed member. Further, with a rigid chassis, Tata engineers were at liberty to use a softer damper setting for improved ride comfort, without compromising body control and stiffer springs – than the ICE version – to compensate for the LR EV’s 1,360kg weight; 325kg heavier than the top-spec Punch AMT. 

When it comes to ride comfort, Tata has nailed the suspension tune. Softer dampers have made the ride more supple, and while the ICE version always felt confident over bad and broken roads, the EV does it with a bit more finesse. On the flipside, it does roll more than its petrol-powered counterpart, however, with its heavy battery sitting beneath the cabin floor resulting in a low center of gravity, the EVs tyres feel planted to the tarmac. Infusing confidence further is its steering feel with a very fluid, predictable nature. What’s nice, particularly for newer drivers, is that it doesn’t feel overly pointy or sharp like some other Tatas, and there’s just the right amount of slack in the straight-ahead position.

Lastly, the Punch EV LR gets all-wheel disc brakes and has a natural pedal feel. And what’s nice is that its braking performance in a panic brake test from 80-0kph is identical to its over 300kg lighter ICE counterpart. Notably, in regen Level 3, you can feel a distinct transition from the regen braking of the motor to the friction brakes. There’s a nifty ‘auto hold’ feature that adds a degree of convenience while halted; however, you will hear a distinct grinding sound each time you depress the accelerator to start moving.

As an urban runabout, the Punch EV has all the right ingredients – a smooth powertrain, compact dimensions, a pliant ride, and to top it off, an expansive features list that will appeal to new-age techy EV buyers. Furthermore, performance is strong, the real-world (combined) range of about 230km on a full charge is respectable, and those transitioning from an ICE car will feel at home behind the wheel of this EV. There are, of course, shortcomings. To begin with, the software is infested with glitches, something that Tata must iron out, considering this is the company’s fourth EV. Then, Tata’s sales and support experience is hit or miss, which will be instrumental in shaping the buying and ownership experience. And lastly, the price of the top variants of the Punch EV overlap with lower variants of the Nexon EV, the latter being larger, more spacious and with more power and torque to boot. But look again at the Punch EV’s merits and its extremely impressive as a package. And as a city car, it doesn’t get better than this.

Between May 1, 2023 and April 30, 2024, a whopping 44 percent of Toyota’s total sales came from rebadged Maruti products like the Baleno-based Glanza, Grand Vitara-based Hyryder and Ertiga-based Rumion. This model clearly seems to be working for Toyota, and now, there’s a fourth Maruti-based offering, called the Toyota Urban Cruiser Taisor.

Toyota Taisor design

This newest Toyota is a badge-engineered Fronx, which is a handsome car to begin with owing to its crossover-esque stance and coupe-like roofline that exert serious appeal. Furthermore, Toyota designers have done a neat job by seamlessly integrating design elements that firmly link it to other models from the Japanese brand. For example, its DRLs are similar to the Hyryder and the grille, with its honeycomb pattern, is similar to the pre-facelift Innova Crysta. As a result, the Taisor looks like it is a part of the Toyota family when viewed from the front. 

Compared to the Fronx, its 16-inch alloys sport a different design, and at the rear, the outer section of the tail-lamps with C-shaped LEDs are new. The connected LEDs on the tailgate are identical to the Fronx, and when you look closely, the LEDs in the tail-lights in the outer and tailgate section don’t seem to match.

Toyota Taisor interior

Toyota Taisor Performance

Like the Fronx, the Toyota Taisor is available with a 1.2-litre petrol engine with a 5-speed manual and automated manual transmission (AMT), and a 1.0-litre turbo-petrol mated to either a 5-speed manual or 6-speed automatic. What’s interesting is that while Toyota commands a slight premium for the 1.2-litre variants over its Maruti counterpart, the turbo variants are priced at par with the Fronx turbo, with the same features list. This strategy seems to have been adopted to push turbo petrol sales in the Taisor, since it contributes less than 10 percent to the Fronx’s sales. And in Toyota’s case, it seems to be working as the turbo accounts for nearly 45 percent of Taisor’s total sales. 

Speaking of its 1.0-litre engine, it is one of the nicest small capacity turbo-petrol units in terms of smoothness, performance, linearity, as well as refinement. It feels responsive, revs freely and it spins so eagerly that when you’re driving with verve, the 6,000rpm limiter feels a bit too conservative. There’s a mild-hybrid system too which provides electric boost to this engine when under load, but the difference is negligible and you’ll have to look at the animation on the MID to know when this mild-hybrid system is at work.

The 6-speed torque converter is smooth in its operation. It isn’t an enthusiastic unit per se, as the upshifts are quite slow. However, what driving enthusiasts will appreciate is the fact that this gearbox gives you full control in manual mode; it doesn’t upshift automatically. Also, the paddle shifters respond to inputs rather obediently.

We timed the Toyota Taisor too, and it sprinted from 0-100kph in 11.86 seconds. For reference, the timing is similar to the 120hp Kia Sonet DCT’s 11.94 seconds. However, its rolling acceleration times from 20-80kph and 40-100kph of 6.95 seconds and 8.49 seconds, respectively, are similar to the quickest compact SUV in the market, the 131hp Mahindra XUV 3XO.

At low speeds, the Taisor’s ride quality feels a bit busy due to its stiff suspension setup. On the flipside, it feels stable and confident at triple digit speeds. The steering is light, turning radius is tight and even though it isn’t bristling with feel or feedback, the Taisor feels quite engaging to drive.

Toyota Taisor verdict

With the Taisor, the Japanese brand has opened its showroom to a wider set of buyers, many of whom are first-time Toyota buyers. The Fronx is a fundamentally sorted car to begin with, and the Taisor carries forward these strengths such as its spacious and practical cabin, lengthy equipment list, and its engaging driving manners – turbo-petrol or naturally aspirated petrol, take your pick. Toyota also provides a three-year standard warranty, while its Maruti counterpart provides a two-year warranty, although it is worth mentioning that both offer extended warranty up to the fifth year. Hence, between the Maruti Fronx and Toyota Taisor, the deciding factor is their design and an individual’s brand preference, in terms of sales experience and proximity to a service center. But whichever you pick, these are compact crossovers you can’t go wrong with.

Also see: 

Toyota Innova Crysta, Fortuner, Hilux despatches temporarily on hold in India

Toyota Rumion review: Innova's new sibling

The Mahindra Scorpio N has been on sale for around two years now and it's been available in a variety of options: five trims, petrol, diesel, manual, automatic and even a 4x4 version. While we did experience the petrol-auto and diesel-auto way back, we’ve just got to experience the petrol manual version, in the recently launched mid-spec Z8 Select trim.

Mahindra Scorpio N Z8 Select review: price

The new Z8 Select trim is available in petrol and diesel, with manual and automatic gearbox options. The petrol manual is priced from Rs 17.10 lakh, going up to Rs 19.09 lakh for the diesel-automatic (ex- showroom, India). However, the 4WD can’t be had in this new trim. The Z8 Select variants cost about Rs 1.11 lakh-1.65 lakh less than the respective Z8 variants – depending on the powertrain selected – and is about Rs 69,000-1.38 lakh higher than the Z6. The petrol-manual featured here costs Rs 1.65 lakh less than the equivalent Z8 variant.

Also see: Mahindra Scorpio N petrol MT video review

Mahindra Scorpio N Z8 Select review: features

Compared to the Z8, the Z8 Select misses out on push-button start/stop, a tyre pressure monitor, dual- zone climate control, chrome door handles, anti-pinch front passenger window, power folding wing mirrors, and automatic headlights and wipers, which is not much when you consider the price delta.

It still gets features like 17-inch diamond-cut alloy wheels, LED lights, an 8.0-inch touchscreen infotainment with wireless Android Auto and Apple CarPlay, a 7-inch MID, cruise control, a sunroof, six airbags, ESC, hill-hold assist and much more. And, compared to the lower Z6, the Z8 Select gains four airbags, Mahindra’s Adrenox connected car tech, a rear camera, leatherette upholstery, chrome front grille, LED lights, 17-inch alloys and more. Also new is a ‘Midnight Black’ paint shade on the Z8 Select, but the one you see here is finished in the ‘Napoli Black’ shade.

The Z8 Select manages to strike a great balance between price and features, and comes across as being a real value-for-money offering in the Scorpio N range.

Mahindra Scorpio N petrol-MT review: powertrain, drive experience

Powering the Scorpio N is Mahindra’s 203hp, 370Nm 2.0-litre turbo-petrol, and this feels like one of the most potent mass-market engines around.

Unlike the diesel, the Scorpio N petrol doesn’t get drive modes, but it’s not a big miss as this engine is very responsive. It’s not a free-revving petrol engine and redlines at a relatively conservative 5,500rpm, but the good slug of torque lower down means it feels its most energetic in the low to midrange, and it suits the character of this big, heavy SUV. So overtaking on the highway is also a breeze, and if you're in the right gear, you won’t even have to downshift to do that. What’s a bit of a downer is the 6-speed manual transmission, which requires some effort to slot in, but the clutch is light and easy to modulate.

It completes the 0-100kph sprint in 10.83sec, which is not far off the much lighter and smaller Hyundai i20 N Line MT’s time. As for in-gear acceleration, it does 20-80kph in third gear in 8.34sec and 40-100kph in fourth gear in 10.50sec, which is respectable. And while we haven’t subjected it to our real-world fuel economy tests, on our drive we got an MID-displayed 7.3kpl in mixed city and highway driving conditions, which is expected of a heavy, petrol-powered SUV. We soon hope to put it through our instrumented tests.

Mahindra Scorpio N Z8 Select petrol-MT: ride and handling

The Scorpio N also fares much better than the older Scorpio in terms of ride and handling. It’s still a body-on-frame SUV, but Mahindra has made significant changes with respect to the chassis stiffness and suspension setup to improve its road manners. As a result, the Scorpio N feels much tidier around the bends. Sure, it still rolls around corners, but it’s far better contained now and the light but precise steering also helps your confidence. The ride quality also feels far less busy than the previous generation. There is still a bit of bounciness, but given that it’s based on a ladder-frame, some lumpiness over low-speed bumps is acceptable. Overall, the Scorpio N feels stable and confident on the road.

Mahindra Scorpio N petrol-MT review: interior and exterior

The rest of the Scorpio N remains unchanged. Inside, you get an upright dashboard with the touchscreen flanked by the AC vents. There’s a good mix of materials inside, from gloss black elements, soft-touch leather padding, chrome and silver elements. The dual-tone brown and black upholstery is appealing too. Build quality and fit and finish are also decent.

The front seats are large and supportive, but the lumbar support feels a bit excessive. The middle row can be had with either individual captain’s seats or a bench, though the Z8 Select can only be had with the latter. Headroom and kneeroom on offer in the middle row is tremendous and it can easily fit three adults too. The bench seat is split 60:40, with only the smaller section on the kerb side featuring a one-touch tumble feature; the right-hand-side seat only folds.

In terms of design, the Scorpio N is your typical butch and upright SUV, with a lot of interesting details around: the slim LED lights, chrome-embellished grille, stylish alloys and the tall, Volvo-esque tail-lamps. The overall design is a bit reminiscent of the old Scorpio, and it definitely has a lot of road presence, which buyers of the SUV appreciate.

Mahindra Scorpio N petrol-MT review: verdict

The Scorpio N is a comfy and practical SUV, which has secured a 5-star safety rating from Global NCAP for adult occupant protection. The new Z8 Select trim is also good value for money. The petrol-manual powertrain is smooth, potent and easy to drive even in city confines, and buyers will also like its tough nature and road presence. While the petrol-manual is not the preferred powertrain choice for SUVs, if you are on the lookout for one, this represents a very good choice. Just be prepared for regular visits to the petrol pump. And sure, the third row isn’t spacious enough and the manual gearbox is a bit notchy, but then this SUV’s strengths far outweigh its shortcomings.

Also see:

Mahindra to launch electric Bolero, Scorpio

2022 Mahindra Scorpio N review: Sting in the tale

The C3 Aircross is Citroen’s attempt to take on the crowded midsize SUV segment that has players like the Hyundai Creta. After our first drive experience, we were impressed by the Citroen’s strong fundamentals, clever packaging and attractive price tag; however, we also found it lacking in some crucial areas. We’ve now subjected it to our exhaustive, instrumented real-world tests to shed more light on it.

Citroën has done a good job of making the C3 Aircross stand out from the crowd by giving it some flair in its design. It is quite similar to the C3 hatchback, with which it shares some sheet metal panels as well as the C-Cubed platform it’s based on. The front, in particular, is very similar—right up to the B-pillar—but the Aircross gets a new lower bumper with a prominent skid plate and a pair of distinctive squarish design elements above it.

There’s a wide air intake placed above the bumper and number plate housing, and the grille and Citroën’s chevron logo are finished in black with chrome detailing. The headlamp and Daytime Running Lamp (DRL) cluster are carried over from the C3 hatchback, and so are the halogen lights. The only LEDs on this SUV are the DRLs. 

The C3 Aircross’ best angle is perhaps its profile. Citroën’s designers have done well to bring together the long, 2,671mm wheelbase and the short overhangs to make it look well-proportioned. It has the typical upright stance expected of an SUV and Citroën has also added some pizzazz to its design. There’s plastic cladding on the doors, which helps reduce the visual mass. There’s cladding around the wheel arches, a distinctive crease in the rear fender, an optional dual-tone roof and smart, stylish 17-inch alloys. 

The wraparound effect given to the small quarter glass and the rear windshield is well executed and the C-shaped tail-lights look attractive, too. However, even these aren’t LEDs, and it only gets one reversing light on the left-hand side. Rounding off the rear design is a chunky, faux skid plate and a roof-mounted spoiler.

The Aircross shares quite a bit with the smaller C3. You’re greeted with a dual-tone, layered dashboard that looks nice and has some attractive details. The textured, bronze-coloured trim on the dash adds a dose of style and the large AC vents look unique. The leather-wrapped steering wheel is nice to hold, and features buttons on either side for the infotainment and instrument cluster. The fully digital cluster is easy to read on the go and has different layouts to choose from. 

Sitting high up in the centre console is the touchscreen, under which are the chunky knobs for the HVAC system. There’s two cupholders ahead of the gear lever and a slot for your smartphone, but your phone will slip out under hard acceleration as it doesn’t have a lip. Other than that, there’s sizeable door pockets that’ll easily fit 1-litre bottles and the glovebox is fairly spacious as well.

Overall, the fit and finish in the cabin is decent by segment standards, and the quality of materials is also good, except in certain areas like the leather steering and knitted roofliner. There are some hard and scratchy plastics on the door cards and the lower portion of the dash. Our test car, which was relatively new, already developed some rattles with some parts being ill-fitted. Also worth noting, the light cream-coloured upholstery tends to get soiled quite easily.

Citroën’s cars are known for their comfy seats and the C3 Aircross is no exception. The driver’s seat is well-cushioned and supportive, and the height-adjustable seat and reach-adjustable steering make it easy to find your ideal driving position. What also adds to the comfort is the driver’s armrest.

The middle row is also comfortable, with ample headroom and kneeroom even for taller passengers. The 5-seater version gets a centre armrest, and the backrest can be reclined for more comfort. However, underthigh support is a bit short, there’s no centre headrest or a three-point seat belt (you get a lap belt). The middle row of the 5+2 seater is also a pleasant place to be, and you also get the benefit of roof-mounted AC for the rear passengers with blower control, but it misses out on an armrest and backrest recline.

Getting into the third row is a straightforward process thanks to the tilt and tumble operation of the second row. These seats are placed on the boot floor, so you end up sitting knees up. The tight kneeroom and headroom also mean that this space is best reserved for kids, or adults for a short journey.

But what’s really ingenious is the versatility of these third-row seats. When you don’t need them, they can be removed from the car in about 20 seconds and used as picnic chairs when you’re outdoors. With both third-row seats removed, you get 511 litres of boot space (67 litres more than the 5-seater), which can be further expanded to 839 litres with the second-row seats folded. There’s also the   option of removing just one seat and using the SUV as a 6-seater with some luggage space. It’s this unique versatility that’ll be a big draw for potential C3 Aircross buyers. 

This is an area where the C3 Aircross leaves you wanting. Sure, it packs in a large touchscreen, a great-sounding audio system, a digital instrument cluster, USB ports for all rows, a rear-view camera, six airbags, a tyre pressure monitoring system, hill-hold assist and traction control. But it also misses out on a load of essential features that rivals offer like auto climate control, push button start/stop, ventilated seats, a powered driver’s seat, a sunroof, a wireless phone charger, LED lighting, a 360-degree camera, cruise control, a heads-up display and ADAS tech.

What’s even more annoying is the blatant cost-cutting. The C3 Aircross makes do with a simple key with lock/unlock buttons, which doesn’t belong on an SUV of this price range. The wing mirrors can’t be electrically folded, the driver’s door only houses switches for the front windows and rear window switches are not present on either rear door but placed in the middle of the front seats. Additionally, you only get an auto-down function for all windows and not auto-up because that would have meant installing an anti-pinch function.

So while it does get some of the basic features expected in this class, the absence of some crucial ones too limits the appeal of the C3 Aircross.

Top-spec C3 Aircross gets a 10.2-inch free-standing touchscreen infotainment system that features wireless Android Auto and Apple CarPlay compatibility. The screen is bright and the user interface is easy to navigate. However, it misses out on physical buttons or knobs to control functions like volume up/down, next/previous track etc. During our test, the system never malfunctioned or lost Android Auto connection.

Powering the C3 Aircross is a sole, 1.2-litre, three-cylinder, turbo-petrol engine that also does duty in the smaller C3. Power output is 110hp and 190Nm with the 6-speed manual, and 210Nm with the 6-speed torque converter.

This engine, dubbed ‘Puretech’, remains one of the nicest small capacity turbo-petrol engines on the market, impressing with its smoothness and strong performance. There is that typical three-cylinder rocking and vibration at start-up, but the engine settles into a silent idle soon after. It’s quick to respond off the line and the strong midrange makes overtaking effortless. It’s also keen to respond to part-throttle inputs and pulls cleanly till it’s over the 6,000rpm redline. It’s only when you press your right foot down real hard that you encounter turbo lag and hear some of the thrummy engine noise. So while it doesn’t have the capacity or output as some of its more expensive rivals, you’ll never be left wanting for more in terms of performance. 

The 6-speed manual gets shorter ratios than the C3 to compensate for the approximately 240kg that’s extra on the Aircross. In terms of rolling acceleration times, from 20-80kph in third gear and 40-100kph in fourth gear, the MT takes 10.61sec (0.37sec slower than C3) and 14.54sec (0.17sec faster), respectively. As for flat-out acceleration, the Aircross manual is expectedly slower than the C3, completing the run in 12.80sec, 2.08sec slower.

The manual gearbox is precise and has short throws, which makes it enjoyable to drive. However, the clutch pedal has a springy action and you’ll need some time to get used to it. The ratios are also cleverly stacked, meaning you are always in the meat of the powerband after upshifting.

Coming to the automatic, the gearbox is an Aisin-sourced unit that also does duty in some of its rivals. This 6-speed unit stands out for its smoothness and off-the-line response, but quick shifts are not its forte. Part-throttle responses are good, but there is a moment of hesitation before it kicks down and moves you forward. You also get manual control for the gears via the lever but you’ll rarely be tempted to use this as the gearbox is good at keeping the engine in the meat of the powerband. Considering the auto also gets more torque, it doesn’t come as a surprise that it’s quicker than the manual in flat-out and roll-on acceleration, with a kickdown, of course. The Aircross AT takes 11.87sec for the 0-100kph sprint, while 20-80kph and 40-100kph in kickdown take 6.72sec and 8.68sec, respectively. 

While the turbo-petrol is more than capable in this SUV, its appeal is limited as rivals in this segment also offer diesel and strong-hybrid powertrain options.

The Citroën C3 Aircross manual returned 9.76kpl in the city and 14.04kpl on the highway. As for the automatic, it was slightly less efficient as expected, managing 9.46kpl in the city and 13.62kpl on the highway.

Both versions get fuel-saving auto start/stop tech, but owing to high ambient temperatures during our test (around 40-degC), the system rarely switched the car off in order to keep the AC running. For reference, while cruising on the highway, in top gear, the manual sits at 2,000rpm at 100kph while the automatic spins at a slightly higher 2,100rpm.

Citroën is synonymous with comfort and the C3 Aircross only furthers that claim by being one of the best-riding SUVs in the segment. Low-speed ride is great as the suspension does a phenomenal job of soaking up bad roads, potholes and ruts. There’s a soft edge to the ride which makes for a cushy low-speed ride, but on the flipside, this results in some vertical movement at higher speeds. Firmer damping would have given it a flatter, composed ride but that would’ve compromised the overall ride comfort. Road and tyre noise is also well-contained in this SUV but what is very apparent is the suspension noise.

Despite being a long SUV, the Aircross’ handling is fantastic with good body control and grip levels. A special mention has to go to the steering, which is one of the best around. It’s nice and easy to twirl at low speeds, and weighs up nicely as you pick up the pace allowing you to be precise around bends. Straight line stability is also very good and as such, the C3 Aircross is a joy to drive at higher speeds. The Aircross’ brakes are also confidence-inspiring, with a good initial bite and progressive stopping power there on.

The Citroen C3 Aircross is unconventional and it stands out with its innovative seating configuration, strong mechanicals, and good ride and handling balance. The powertrains are also smooth and punchy, it’s affordable and the design makes it stand out as well. However, what’s disappointing is the cost-cutting with some materials, a severe lack of features, and the lack of powertrain options, especially when compared to nearly every rival in this segment.

Being a late entrant to the Indian market and competing in the hotly-contested midsize SUV segment, Citroën would have benefitted from throwing everything at the C3 Aircross—including missing features and a longer standard warranty—that would at least pull potential buyers to the showroom. In conclusion, then, the Citroën C3 Aircross is a well-engineered SUV that’s let down by poor product planning.

There are various ways to say you’ve arrived in life, and the Maybach badge is one way of doing it in style. When it was put onto the GLS, though, not only was it a power statement, it added a cool quotient, too. It doesn’t just say you’ve arrived; it shouts it. 

Mercedes-Maybach GLS 600 facelift design

The 2024 version continues the pimped-out look with loads of bling all over, but with more Maybach logos and badges all over the car. We counted 61, with surely a few more tucked away where we did not notice. So, if you’re looking for understated, maybe look elsewhere. The pomp and attitude extend to the now-famous Free Drive Mode (or Bounce Mode, as it’s lovingly called on Instagram), which is meant to bounce the SUV on its air springs to unstick you from soft sand, but in reality, it syncs up nicely with your favourite rap song.

It’s easy to get carried away talking about this car’s many fun elements, but let’s get to the changes for the 2024 version. The flashy chrome grille that stares at you like a flashing grin has been tweaked slightly with thicker outlines. The bumper is redone, and where the air intakes were, you get a multitude of logos made of plastic, which seem amiss and don’t look Maybach-level. 

While it comes in five regular colours, if you want to stand out from the crowd, you can get dual-tone paint options and even up the wheels from 22 to 23 inches. In fact, since this is a CBU import, you can pretty much have it tailor-made. At the rear is a new tail-lamp signature, and the Maybach chrome tailpipe surrounds are back. 

Mercedes-Maybach GLS 600 facelift interior and features

Inside, there aren’t many changes, but here, too, there’s plenty of customisation potential. The open-pore wood in this car looks lavish, coupled with the Nappa leather with contrast double stitch. The steering wheel is new, the MBUX software is now the latest version and gets a fingerprint sensor, and the new graphics are crisp and clean. The graphics quality can be truly experienced when you pull up the Energiser Package menu, which combines sounds, visuals, ambient light and massages to transport you to your happy place, be that a forest, a club, or, in our case, some summer rain on a sweltering day like the one when we tested the GLS.

The Maybach GLS now also gets Level 2 ADAS, and the features list remains extensive, with 11.6-inch rear screens, a 590W Burmester sound system, and heating, ventilation and massage functions for all four seats. There’s a tablet controller for rear passengers, blinds and wireless charging. Though there are a lot of options, Mercedes has kept the standard specification for India high.

One option you simply must tick is the First Class rear seating package with the fixed central console, 43.5 degrees of recline, and leg rests. You can then opt for a refrigerator, but be warned that it eats up a lot of boot space, and honestly, it might be easier just to put a cooler in the boot. 

Climbing into the Maybach GLS is a haul up as the SUV rides quite high, but like before, there’s a cool retractable side step that folds out as you open the door, like a valet preparing your entry. Once in the rear seats, you’re transported into a world of first-class travel. Reclined, with my legs up, all cool and comfy, the Mumbai traffic seemed to be far away as I was ferried along serenely in the well-insulated cabin. 

A lot of tech has gone into ensuring passengers feel that level of luxury, not only in the silence of the cabin but also in the ride. In Maybach mode, the responses are softened: suspension, acceleration and gear changes. In fact, it’s so smooth that cutting through a construction zone makes me wonder whether the work has been completed. It’s thanks to the optional e-Active Body Control that reads the road ahead and pre-adjusts the suspension, so you feel like you’re floating. 

Mercedes-Maybach GLS 600 facelift performance

But a petrolhead like me couldn’t stay pinned to a rear seat for long, and I switched over to the driver’s seat. First up, I toggled the drive mode to Sport, and as I accelerated away, I was amazed by how smoothly and quickly this 2.8-tonne luxury liner gained momentum. The 4.0-litre V8 was smooth and strong, delivering power from the get-go. The 9-speed auto shifted smoothly and seamlessly, keeping up the reputation of refined luxury. However, when you plunge your foot to the floor, it takes a breath before dropping down the gears. You can circumvent that pause with the paddles if you’re in a spirited mood. 

Mercedes-Maybach GLS 600 facelift ride and handling

New tail-lamp pattern for 2024, but bling remains the name of the game.

The steering is light, letting you tuck into traffic gaps with ease you can’t imagine, and while it’s not quick, it does give you enough feedback around corners, too. There’s some roll around corners, but e-Active Body Control comes to the rescue again. Its Curve Mode will lean the car into corners to counter the roll, much like a bike. But the Maybach GLS is most comfortable cruising silently on a highway, ferrying its passengers on a cloud of comfort. It also has off-road modes and assistance, but I doubt owners in India will venture anywhere off the road in this car.

Mercedes-Maybach GLS 600 facelift price and verdict

The new Maybach GLS 600 starts at Rs 3.35 crore, Rs 39 lakh higher than before. While the basic specification is good, you can spend as much as Rs 1.5 crore more on options, only some of which are fitted to this car. It gives you loads of attitude, a cool quotient, ultimate comfort, and luxury. And, oh yeah, it can dance, too.

Also see: 

Mercedes-Maybach GLS 600 facelift video review

New Mercedes E Class, G Class EV, Maybach EQS launch in next 6 months

‘Lot of pull for new GLS comes from Maybach version': Mercedes India CEO

Hanging onto the steering wheel for dear life while mumbling expletives is not what you imagine when you think of driving an S-Class. However, when it wears a ‘63’ badge, things are slightly different. More so when that badge gets red highlights, because that means the S-Class in question isn’t the usual, sophisticated, good boy, but its evil cousin. The Mercedes-AMG S 63 E-Performance is an 802hp limousine that is ready to rip a hole through time, and as its name suggests, it’s all about the performance. For once, the back seat takes a back seat in an S-Class. 

Mercedes-AMG S 63 powertrain and performance

The S 63 is a plug-in hybrid gone rogue. It gets a 4.0-litre twin-turbo V8, putting out 612hp and 900Nm, but then a 13kWh battery and electric motor on the rear axle put out an additional 190hp and 320Nm, bringing the total output to a hysterical 802hp and 1,430Nm. Deploying 1,430Nm of torque to the tarmac is like putting Usain Bolt on your home treadmill. There is so much grip that it feels like the car is trying to stretch the road beneath it every time you put your foot down. As a result, despite its 2.5-tonne heft, it can go from 0 to 100kph in just 3.4 seconds. The top speed is limited to 250kph, but if you opt for the Driver’s Pack, you can remove the limiter and get it up to 290kph. Clearly, range is not the priority for this hybrid. 

The numbers on the S 63 are intimidating, to say the least, and the experience from behind the wheel is, too. The car picks up the pace with zero lag, and you need to keep an eye on the speed readout; otherwise, it’s just a blur as you accelerate. 

What helps bring this earth-shattering performance to the road are two transmissions. The engine uses a speedshift 9-speed MCT, and the motor gets its own 2-speed transmission, because it spins at a different RPM from the engine. First gear on the motor is good enough for up to 140kph and only after that does it switch to second for a smoother torque transition. 

What you’ll be using most is the 9-speed with its paddle shifters. Needless to say, it is extremely responsive, and in Sport and Sport+, it’s extremely aggressive as well. When you push the car hard, shifts are immediate, and for total control, you can switch to ‘M’ or manual mode, where it will not upshift unless you tug at the right paddle. However, for everyday driving in the city, it isn’t the smoothest. There are noticeable jerks at low speeds, and even in Comfort mode, you’re constantly made aware of the massive power waiting to be unleashed. Then there is the exhaust, which, sadly, isn’t all-natural. A lot of it is fed through the speakers, and for the most part, you’ll barely hear it outside. Rev it high enough, though, and the V8 roar is very much there, along with pops and bangs that add to the drama. 

We’ve seen this powertrain in the GT 63 S E-Performance, where it had even more power (834hp) but a smaller (6.7kWh) battery. The S 63’s larger 13kWh battery results in a higher claimed electric-only range of 33km.  

Mercedes-AMG S 63 hybrid technology

The 13kWh battery pack uses Formula 1-derived tech and contains 1,200 individual cells that have a dedicated coolant line for thermal management. Not only is that better for packaging, but each cell can also be cooled individually, so you can push the car and not worry about overheating the battery. There are four recuperation modes—varying the level of regen—and you can charge the battery using a Type-2 port and the onboard 3.7kW AC charger. 

Exclusive to the S 63 is a ‘B’ or Battery Hold mode that helps preserve the SOC. This allows you to switch to the all-electric ‘EL’ mode in heavy traffic and save some precious high-octane fuel. 

Mercedes-AMG S 63 ride and handline

Because this is an AMG S-Class, there are two contrasting ideologies at work—sportscar handling and luxurious ride comfort. If you want S-Class levels of soft and supple, this won’t do the trick. The ride is inherently firm, and although it gets adaptive air suspension, you will feel jitters in the cabin even in Comfort mode. It also gets active engine mounts, which help keep things composed, and once you find a winding ribbon of tarmac with long swooping bends, the AMG side of the dynamic package is really felt. That said, on our bad roads, the one thing that you absolutely have to be aware of is the low ground clearance. Sure, the air suspension has a raise function that helps you gain some crucial millimetres, but you still have to crab crawl over big speed bumps to avoid grazing the underbody. 

In terms of handling, you don’t really expect big things from an S-Class, but AMG’s pedigree clearly flows through this car’s veins. The 4Matic+ system, along with 3-degree rear-wheel steering, makes a huge difference in the bends as well as in U-turns and three-point turns. Despite having the same long 3,216mm wheelbase as the standard S-Class, in the corners, it is agile and sharp. 

However, in seriously tight turns, its 2.5-tonne weight is what pulls it down, and at such points, all that handling tech can only do so much. 

Mercedes-AMG S 63 design

In terms of design, there are many telltale signs of it being an AMG. Edition 1 gets the ‘Night Pack’ that replaces every inch of bling with blackened bits and the ‘Carbon Pack’ that adds racy carbon-fibre elements to the air dams, splitter, side sill, mirrors and diffuser. Apart from that, it gets sporty bumpers with huge air dams, the massive ‘Panamericana’ grille and an AMG logo in place of the Mercedes-Benz emblem. There are also 21-inch wheels wrapped in Michelin Pilot Sport 4 tyres and carbon ceramic brakes (standard on the Edition 1).  

The rear, which many will find themselves looking at, features quad exhaust tips and red highlights for the badges, letting everyone know that this is an E-Performance and something that’s not to be trifled with. 

Mercedes-AMG S 63 interior and features

On the inside, the S 63 prides itself on its AMG roots with a healthy dose of carbon fibre. The dashboard gets a carbon-fibre slab with a red weave within. The upper half also gets red stitching along with Nappa leather seats, which, though sporty, are superbly comfy as well. The new bit is the performance steering wheel that gives it full-blown AMG cred. Wrapped in Alcantara and leather, its plethora of touch buttons might seem intimidating at first, but it doesn’t take long to get used to. The steering also features context-sensitive AMG knobs that feature shortcuts to adjust the suspension, gearbox, drive modes and even the exhaust. 

Also new are racier themes for the instrument cluster and telemetry, such as engine temperature, motor and battery readouts, and performance timing. The massive touchscreen in the centre is the nerve centre of the whole car, controlling everything from the AC to the chassis, and it’s super responsive. But rest assured, the screen has plenty of displays and data to satisfy your inner nerd.  

The rear seat may not be the best seat, given this is an AMG, but it’s always going to be special in an S-Class. You have plenty of room to stretch out, and all the bells and whistles like seat massaging, heating and ventilation, along with the ability to move the passenger seat ahead and fully stretch out.

There is a superb Burmester 4D sound system, panoramic sunroof, incredibly comfy seats, rear entertainment screens, and even noise-cancelling headphones if the V8 is not sonorous enough for you. That said, with all that carbon fibre surrounding you and the grin on your chauffeur’s face, it won’t be long before you want to jump back into the driver’s seat. Also, since the S 63’s hybrid tech sits over the rear axle, the boot space is down to 310 litres, and you don’t get a spare wheel either. 

Mercedes-AMG S 63 price

The S 63 E-Performance is priced from Rs 3.3 crore onwards, and the ‘Edition 1’ seen here, of which only three have been imported to India (and sold out), is listed at Rs 3.8 crore. It has supercar levels of power and all the luxury elements, and it is loaded with tech. Yet you’d struggle to justify the purchase. If you want a fun-to-drive car with lots of power, there are better options, and if you want a luxury car, the S-Class is already mighty impressive. It is difficult to see the logic, but as soon as you drive it, there is something about it that invokes your inner child. It won’t win track events or get you any drag race trophies. You won’t have a plausible justification. If you are the sort who looks for plausibility, this is definitely not the car for you. It’s a laugh, and you buy it because you can. If they ask you why you bought it, it’ll only take a quick spin to get them an answer. 

Also see: 

Mercedes India confirms over 12 new cars, SUVs coming this year

Next-gen Mercedes MB.EA Large EV platform cancelled amidst slow sales

The Octavia is to Skoda what the City is to Honda or the Swift is to Maruti – a product with a rich history and dominance in its segment, making it a brand in itself. For years, the Octavia was the stalwart for the Skoda brand in India, but the tide turning towards SUVs and the rapidly declining demand for sedans resulted in it being phased out. Now though, it looks to make a comeback, and we got a chance to take a quick spin of the Sportline variant in its hometown in Czechia to get a gist of what to expect.

Skoda Octavia facelift: design

The ‘Sportline’, as the name suggests, aims to look more sporty than luxurious. The variant coming to India will most likely carry the ‘Exclusive Selection’ or the more familiar ‘L&K’ name, which would make sense given the Octavia’s premium positioning in our market. On the Sportline, what would have otherwise been chrome, is all blacked out, and it is quite close to the RS model in terms of styling. Unsurprisingly, the facelift has the same length and wheelbase as the earlier version, but it’s a few millimetres longer, thanks to its revised bumpers and a new headlamp design with the LED Daytime Running Lamps stretched down into the front bumper.

The grille remains as it was, but the bumpers are sharper with better-defined creases. Over to the side, the 18-inch wheels look aggressive, but again, the India-spec car will likely get 17-inch wheels like the ones on its predecessor. The rear features mild revisions to the tail-lamp cluster, but retains its strong lines and is unmistakably an Octavia.

Skoda Octavia facelift: features and interior 

On the inside, the layout is minimalistic with a massive new 13-inch touchscreen – lifted from the Enyaq iV – taking centre stage. It gets Skoda’s new OS, which now gets an AI assistant that’s aptly named Laura. The screen is responsive, good in resolution, features wireless Apple CarPlay and Android Auto, and a crisp 360-degree camera, among other features. The Sportline features a dark interior with plenty of recycled materials used, but the basic features list remains similar to the outgoing version.

Physical switches exist under the touchscreen, and it also gets wireless charging and a sunroof. The shift-by-wire gear selector returns, and what we could also get in the updated Octavia is Level 2 ADAS. Space up front is good, and the rear seat, too, remains unchanged with excellent space and comfort. The Octavia hallmark, a massive 600-litre liftback boot, still manages to impress. On the version coming to India, you can expect the same layout, albeit with brighter upholstery. Skoda would want to reserve the sporty aesthetics for the ‘RS’ model that will follow.

Skoda Octavia facelift: powertrain

The last Octavia in India featured a 2.0-litre turbo-petrol engine (EA888), which was loved unanimously. It was creamy smooth, power delivery was linear yet urgent, and it was a driver’s delight. However, the cost of getting the engine to comply with BS6.2 emissions norms was at odds with the limited demand, and that resulted in the car being phased out. 

Globally, this engine is all but phased out of the Octavia entirely, leaving just a 1.5-litre engine (EA211 evo2) making 150hp, which is similar to the Slavia’s 1.5. The engine also features the ACT+ cylinder deactivation like on the Slavia, which can shut off two cylinders in low-load conditions.

Globally, the engine is available with (or without) a mild-hybrid system that Skoda calls ‘e-tec’, which is essentially a 48V battery that powers ancillaries and a start/stop function for better efficiency. The power output with or without the system remains the same, however. 

Performance and refinement are adequate while ambling around town, but the punch and pep of the 2.0-litre TSI are missing and, as a result, it isn’t as fun to drive. While it is comfortable and adequate at highway speeds, the top-end performance of the older car will surely be missed. 

Transmission duties are via the trusty 7-speed DSG, which, with constant evolution, is now even smoother and precise. However, shifting via the paddles is only enjoyable on a docile drive. Aggressive or sporty shifts are met with a hint of delay and it is best to avoid the paddles if you want quick shifts. In the past, the Octavia was the best car to drive in its segment, but with this one, the powertrain is what holds it back. 

Skoda Octavia facelift: ride and handling

While the engine may have lost its charm, the Octavia still handles incredibly well. The chassis balance and steering calibration is spot on, and it is excellent in the corners. In Sport, the steering gains heft, the suspension stiffens and you get faster responses from the powertrain. The ride on the highways is just as pliant as before, but the 18-inch wheels on this version tend to result in a bouncier ride at low speeds. The 17-inch wheels with a higher tyre profile, will be a lot more absorbent. 

Skoda Octavia facelift: verdict

The updated Octavia, unsurprisingly, continues to drive well, is comfy and practical and has that strong Skoda build. While it may now use a similar powertrain to the lesser Slavia, what the Octavia will sell you on is its better space and comfort, plusher interiors, and the fact that it will be a CKD, which will give it a slight edge on the quality front. Skoda would want to price the Octavia between Rs 30 lakh and Rs 35 lakh, which will help bridge the gap between the top spec Slavia, which is currently at Rs 18.7 lakh ex-showroom, India, and the Kodiaq that’s priced at Rs 40 lakh. In this SUV-driven market and in a segment that no longer exists, it won’t sell in the same numbers as it did in the past, but having an Octavia on the showroom floor will do a lot more for Skoda than not having it. It is, after all, a brand in its own right.

Also see: 

New Skoda Octavia under evaluation for local assembly in India

The Classic 650 Twin is the latest model from Royal Enfield to use the 648cc parallel-twin engine. Its design and feature-set are shared with the evergreen Classic 350 but most of the fundamentals are borrowed from the Shotgun 650. We list all the differences between the two 650s.

Classic vs Shotgun: design and colours

When the Shotgun 650 debuted, it didn’t really fit into any particular genre of motorcycle, with Royal Enfield describing it as a blank canvas for the custom scene. The Shotgun’s engine, exhaust and other bits are blacked-out on all its paint options for a mean, modern look. 

On the other hand, the Classic 650 Twin stays true to its name and has a charming, retro design. There is a lot of chrome on the bike and the colour palette is also very tastefully retro. 

Also See: Royal Enfield Shotgun 650: Bullseye, or a shot in the dark?

Classic vs Shotgun: suspension, wheels and tyres

Both bikes use the same engine, main frame and brakes but other cycle parts are a major area of difference. The Classic 650 Twin trades the Shotgun’s 18/17-inch alloy wheel combo for a more retro 19/18-inch wire-spoke wheel setup. Where the Shotgun rolls on tubeless CEAT Zoom Cruz rubber, the Classic runs on new MRF Nylohigh tyres, developed specifically for it. 

The Classic is suspended by a 43mm telescopic fork up front in contrast to the USD fork seen on the Shotgun. While the suspension componentry has changed, the travel has stayed the same at 120mm. Both bikes use twin shock absorbers at the rear, with 90mm of travel.

Classic vs Shotgun: weight, dimensions

At 243kg, the Classic 650 Twin is the heaviest model in Royal Enfield’s portfolio today. The Shotgun isn’t much lighter at 240kg, although it carries 13.8 litres of fuel, 1 litre less than the Classic. With an 800mm perch, the Classic also has a slightly taller saddle than the Shotgun’s 795mm seat. Ground clearance has seen a big step up on the Classic at 154mm, compared to the 140mm available on the Shotgun.

Also See: Royal Enfield Classic 650 Twin review: All-Time Classic?

I am looking for a luxurious family car between Rs 1 crore and Rs 1.5 crore. We’re a family of five – three adults and two kids – so my priority is comfort. It needs to be a recognisable brand, have a decent road presence and have updated technology. I will be driving the car, but my usage will be very low. I can extend my budget slightly if you strongly recommend a car. I am not in favour of EVs and would prefer petrol.

Mohit Sarin, New Delhi

Autocar India says: There’s a fair bit of choice for your budget, but we would suggest you look at the Mercedes-Benz GLE. It has a good road presence, is a very strong brand, the back seat is spacious, the MBUX infotainment system has the best on-board tech, and it is fairly reliable.

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With prices for the new Maruti Suzuki Dzire revealed – they start at Rs 6.79 lakh and go up to Rs 10.14 lakh – it’s time to see exactly what the new model offers over its predecessor. The generation change brings more than a few design changes outside and inside, far more equipment and an even more frugal engine. Let’s dive in.

Maruti Dzire new vs old design

While the overall silhouette is more or less the same, with the sloping roofline and almost typical three-box design, the new Dzire sports a much more mature-looking face. Unlike its predecessor, there’s almost nothing that links the new Dzire to its hatchback counterpart.

Slim, angular LED headlights have replaced the projector units (that came with LED daytime running lamps). The new black grille hexagonal grille is bigger than before; it has six horizontal slats, with the highest one featuring a piano black and chrome finish and a prominent Suzuki logo in the centre. There is a bit of space between the headlights and the fog lamps, which, on higher-spec variants, will be LED units.

New 15-inch alloy wheels, along with reshaped front and rear fenders, help the Dzire look fresh, and at the rear, there are new squarish tail-lights with horizontal, tri-arrow-shaped LED light signatures. There’s an almost prominent boot spoiler, and the lower part of the rear bumper has a sporty-looking diffuser-like design.

Compared to the outgoing model, the new Dzire has nearly identical dimensions, though it is 10mm taller at 1,525mm, has a slightly larger boot and is also about 30-40kg heavier, depending on the variant. Additionally, the new Dzire is available in seven exterior finishes, of which Alluring Blue, Gallant Red and Nutmeg Brown colours were not available with the older car.

Maruti Dzire new vs old interior

While the fourth-gen Dzire shares quite a lot with the Swift on the inside, it’s quite a change compared to the outgoing compact sedan. The dashboard has a more sophisticated, textured and layered look, with a floating touchscreen taking centre stage. The instrument cluster also gets new dials and a new MID. There are vastly different controls for the auto AC and redesigned AC vents.

The biggest changes inside the cabin are to the Dzire’s features list, which is quite a bit longer than its predecessor’s. There’s the larger 9-inch touchscreen, a segment-first powered sunroof and a 360-degree camera, along with cruise control, a wireless charger and the Suzuki Connect in-car connectivity suite.

As for safety, the new Dzire has the distinction of being the first Maruti to get a 5-star Global NCAP crash test rating. Unlike its predecessor, which managed a 2-star GNCAP rating, all variants of the newer model get six airbags as standard. The other bits, such as ABS, ESP, ISOFIX anchors and hill-hold assist continue.

Maruti Dzire new vs old engine

Under the new Dzire’s bonnet is the new Z12E petrol engine that debuted in the Swift. The older model had the K-Series DualJet engine, which was a four-cylinder 1.2-litre unit producing 90hp and 113Nm of torque. When seen in the light of the new engine’s outputs – 82hp and 112Nm – the older model was more powerful. The 5-speed manual and 5-speed AMT gearbox options are still available.

On the other hand, the new three-cylinder 1.2-litre Z Series engine is far more frugal than its predecessor. The new Dzire is rated at 24.79kpl in manual form and 25.71kpl in AMT guise, which is an increase of 2.38kpl and 3.1kpl over the outgoing model.

As is usually the case with Maruti’s line-up, the new Dzire also gets CNG-powered variants. The same 1.2-litre engine makes 69.75hp and 101.8Nm in the CNG version and delivers 33.73km/kg, which is an increase of 2.61km/kg over the third-gen Dzire.

Maruti Dzire new vs old price

Considering the number of changes, the Rs 22,000 more you pay for the new entry-level Dzire over its predecessor seems justified. Similarly, the Rs 75,000 extra for the top-spec version would also make sense, given the number of premium features now available in the compact sedan. Do note that the new Dzire’s prices are introductory and will increase from January 2025 onwards. 

All prices, ex-showroom, India

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2024 Maruti Suzuki Dzire review: India's favourite sedan massively updated

New Maruti Dzire launched at Rs 6.79 lakh

Third-gen Maruti Dzire will continue to be sold as Tour S

Aprilia finally took the covers off the much-awaited Tuono 457 at this year’s EICMA, and it shares a lot of similarities with the RS 457 on which it is based. However, there are a couple of key differences. 

RS 457 vs Tuono 457: design, colours

The biggest visual difference between the Tuono 457 and the RS 457 is the design. Unlike other Tuono models and their RS counterparts, the 457 features a brand-new headlight. Instead of the triple-pod headlight seen on most Aprilias, the Tuono 457 uses a single-pod headlight with sharp LED DRLs flanking it. 

The Tuono has very few body panels outside of the tank and the tail section. Where the RS 457 has a fully-faired design, the Tuono only has two small, angular panels on each side. It is available in two colours – red and white – while the RS 457 comes in three.

RS 457 vs Tuono 457: seating position 

The Tuono is a naked bike, meaning it trades the RS’ clip-on ‘bars for a traditional handlebar. This should result in it having a more upright, all-day comfortable riding position compared to the RS’ more committed stance. 

RS 457 vs Tuono 457: mechanical differences

The engine, main frame, suspension, brakes, and electronics are shared between the Tuono and RS 457. Both bikes even have the same 800mm seat height and 175kg kerb weight. But there are some nuanced differences. Fuel capacity on the Tuono 457 is slightly lower, at 12.7 litres, compared to the 13-litre tank seen on the RS. The Tuono also has slightly shorter gearing, with a larger rear sprocket, which should result in stronger acceleration and a small drop in outright top speed.

Also See: Royal Enfield Classic 650 vs Shotgun 650: differences explained

Maruti Suzuki recently launched the new fourth-generation Dzire with prices ranging between Rs 6.79 lakh and Rs 10.14 lakh (ex-showroom, Delhi). It continues to be based on the Swift hatchback, shares the same platform and engine but sports a differentiated look. It even goes one up on the equipment front. The new Dzire is available in four trims – LXi, VXi, ZXi and ZXi+ – and we take a close look at all the features you get in each trim.

2024 Maruti Suzuki Dzire trims, variants explained

The Dzire is powered by the same Z12E engine as the Swift: 82hp, 112Nm, 3-cylinder naturally aspirated. It’s available with a 5-speed manual gearbox as standard on all four trims; the AMT is available on all but the base trim. The new Dzire also gets a CNG powertrain right from launch, available on the mid-spec VXi and ZXi trims. Coupled with a 5-speed manual gearbox, the Dzire produces 69.75hp and 101.8Nm in CNG spec.

The new Dzire’s ARAI-rated fuel efficiency figure is 24.79kpl in manual form and 25.71kpl in AMT guise. Meanwhile, in CNG spec, the Dzire returns a claimed efficiency of 33.73km/kg.

New Maruti Dzire variant-wise features

Maruti Dzire LXi: Rs 6.79 lakh

Powertrain: petrol-MT

• Projector halogen headlights
• LED tail-lights
• 14-inch steel wheels without covers
• Shark fin antenna
• Black and beige dual-tone interior
• Fabric seat upholstery
• Adjustable front seat headrests
• Analogue instrument cluster with MID (multi-information display)
• All four power windows
• Auto up/down for the driver-side window
• Keyless entry
• Manual AC
• Tilt-adjustable steering wheel
• Six airbags
• Rear defogger
• 3-point seat belts with reminders for all seats
• Electronic stability program (ESP)
• Hill-hold assist
• ABS with EBD
• Reverse parking sensors

Maruti Dzire VXi: Rs 7.79 lakh–8.74 lakh

Powertrain: petrol-MT, petrol-AMT, CNG-MT

• 14-inch steel wheels with covers
• Chrome finish on the front grille
• Turn indicators on wing mirrors
• Body-coloured door handles and wing mirrors
• Electrically adjustable and foldable wing mirrors
• Silver insert on dashboard
• 7-inch touchscreen
• Wireless Android Auto and Apple CarPlay
• 4 speakers
• Steering-mounted controls
• OTA updates
• Voice assistant
• USB and Bluetooth connectivity
• Height-adjustable driver’s seat
• Adjustable rear headrests
• Day/night inside rearview mirror (IRVM)
• Front roof lamp
• Rear centre armrest with cupholders
• Rear AC vents

Maruti Dzire ZXi: Rs 8.89 lakh–9.84 lakh

Powertrain: petrol-MT, petrol-AMT, CNG-MT

• Auto LED headlights
• LED daytime running lamps
• 15-inch single-tone alloy wheels
• Chrome window garnish
• Silver trim and faux wood insert on dashboard
• Push button start/stop
• Wireless phone charger
• Key-operated boot opening
• Auto AC
• 6 speakers (including 2 tweeters)
• Connected car tech
• Reverse parking camera
• TPMS

Maruti Dzire ZXi+: Rs 9.69 lakh–10.14 lakh

Powertrain: petrol-MT, petrol-AMT

• 15-inch dual-tone alloys
• LED front fog lamps
• Front footwell illumination
• Leatherette-wrapped steering wheel
• 9-inch touchscreen
• Arkamys-tuned sound system
• Single-pane sunroof
• Coloured MID on instrument console
• Cruise control
• Auto-fold wing mirrors on locking the car
• 360-degree camera

Bookings for the new Dzire are ongoing for a token amount of Rs 11,000, and the introductory prices will be applicable till December 31, 2024. The Dzire rivals the Hyundai Aura, the Tata Tigor and the Honda Amaze, with the Amaze also due to receive an all-new generation next month.

Also See:

Maruti Dzire new vs old: price, engine, features comparison

2024 Maruti Suzuki Dzire review: India's favourite sedan massively updated

Skoda India has taken the wraps off the Kylaq and revealed its starting price of Rs 7.89 lakh. With the Kylaq, the Czech carmaker has forayed into the heavily populated compact SUV segment, taking on the likes of the Tata Nexon, Hyundai Venue, and Mahindra XUV 3XO. The compact SUV space is the largest sub-segment in the Indian market, comprising more than 50 percent of all SUV sales.

The Kylaq is an important model for Skoda, positioned at the heart of the market. Here, we are looking at how it compares with its rivals on paper in terms of price, size, and specs.

Skoda Kylaq vs rivals dimensions

At 3,995mm in length, the Kylaq fits just under the sub-4m mark to be in line with most other compact SUVs, although the XUV 3XO, Kiger, and Magnite are slightly shorter. Overall, the Kylaq sits in the middle of its rivals on nearly every metric, barring wheelbase length and wheel size. Skoda's compact SUV has the second-longest wheelbase, at 2,556mm, after the XUV 3XO, which offers the best-in-class cabin space. The XUV 3XO comfortably accommodates three individuals in the rear, while the others are best reserved for two adults. Therefore, the Kylaq is expected to have more interior space than most of its rivals, if not the XUV 3XO.

Skoda Kylaq vs rivals engine and specs

The Kylaq is powered by a 1.0-litre, three-cylinder turbo-petrol engine that produces 115hp and 178Nm of torque. From the other Skoda-VW cars that this engine does duty in, along with our drive in a prototype, we know it is responsive, relatively refined, and delivers strong acceleration. The 6-speed manual and the 6-speed torque converter automatic gearboxes will also be carried over.

The Kylaq comes with a single engine, whereas most competitors offer at least two options. However, it finds itself right in the middle of the pack in terms of power and torque figures – it's more powerful than all entry-level, naturally aspirated engines of its rivals but slightly less powerful than the turbo-petrol units. The XUV 3XO, with the 131hp TGDi engine, remains the most powerful in its class. Meanwhile, the Brezza gets the largest engine, but it's the only one to miss out on a turbo-petrol unit.

It’s worth mentioning that the likes of the Nexon, XUV 3XO, Venue, and Sonet are also available with a diesel engine. The percentage of diesel buyers in this class is less than the majority and shrinking, but the said models at least offer that option. The Brezza and the Nexon are the only models in this class to get a factory-fitted CNG kit.

Skoda Kylaq price

Skoda has yet to reveal the full price list of the Kylaq, though it has confirmed that the entry-level Classic trim will be priced at Rs 7.89 lakh. With prices expected to rise to about Rs 14 lakh for the top-spec Prestige automatic variant, the Kylaq is expected to be well-priced compared to rivals like the Nexon, Brezza, XUV 3XO, Venue and Sonet. However, the Magnite and Kiger continue to be the most affordable compact SUVs on sale in India. 

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The fourth-gen Maruti Dzire is quite a departure from its predecessors in a lot of ways. Through the generations, this compact sedan has been based on the Swift hatchback, sharing the same chassis and powertrain options, among many other bits. However, with the latest-gen, there are quite a few differences between the two models, which is why this is going to be an in-depth comparison, on paper, between the new Dzire and Swift.

New Maruti Dzire vs Swift design

As mentioned above, the new Dzire has a distinct design when compared to the Swift, sharing almost nothing with the hatchback. The compact sedan looks more premium with its Audi-esque styling in the front, a smoother roofline, and the notchy boot.

In terms of size, the new Dzire is 5mm taller and 135mm longer, with the latter explaining the compact sedan's ability to carry an additional 117 litres worth of luggage in the boot. Interestingly, the base versions of both models weigh the same 920kg, while the higher versions of the Dzire, especially the CNG-equipped variants, weigh up to 35kg more.

It should be noted that the Swift comes with three dual-tone exterior colours – Sizzling Red with Midnight Black, Luster Blue with Midnight Black and Pearl Arctic White with Midnight Black – and six monotone options. Meanwhile, the Dzire gets a total of seven exterior finishes with no dual-tone options.

New Maruti Dzire vs Swift interior

On the inside, the new Dzire and Swift are far more closely linked. In fact, they have nearly identical dash layouts, from the size and shape of the side AC vents to the centrally mounted floating touchscreen. However, the compact sedan’s cabin gets a brighter beige and grey finish compared to the hatchback’s all-black one. In addition, the chrome strip that runs the length of the Dzire’s dashboard gets a kink near the central AC vents, which also has a marginally different trapezoidal design.

Coming to the features on offer in their respective range-topping forms, the Dzire comes with a longer list. Kit available on the Dzire that's not available on the Swift is a powered sunroof and a 360-degree camera. The rest of the features are identical, from the rear AC vents and climate control system to the 9-inch touchscreen, analogue dials and coloured MID.

New Maruti Dzire vs Swift engine

True to form, the new Dzire and Swift share the same Z12E three-cylinder petrol engine. The 1.2-litre unit produces the same 82hp and 112Nm of torque on petrol, 69.75hp and 101.8Nm of CNG, and comes with 5-speed manual and AMT options. Interestingly, while the heavier Dzire in petrol form is marginally less frugal than the Swift, the Dzire CNG goes 0.88km further on a kilo of gas than its hatchback counterpart.

New Maruti Dzire vs Swift price

For now, prices of the Dzire start Rs 30,000 higher than the Swift, which isn’t too much of a difference. Dzire AMT variants cost about Rs 50,000 more than the equivalent Swift variant, with the range-topping compact sedan being priced Rs 69,000 higher. Meanwhile, prices for the Dzire CNG are about Rs 54,000-64,000 higher than the Swift CNG’s.

Do note that prices for the Dzire are introductory, and will increase from January 2025. On paper then, the new Dzire seems to be quite a proposition when compared to the Swift. For not too much more money, the Dzire offers a more mature aesthetic and a longer list of features, along with being the more frugal model in CNG form.

Also see:

New Maruti Dzire variant-wise features, trims and prices explained

Maruti Dzire new vs old: price, engine, features comparison

Maruti Swift long term review, 1,200km report

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It was one of those perfect drives, a rare window of relative emptiness on India’s busiest highway. A mid-morning dash to the BU Bhandari showroom for the launch of the Mercedes-AMG GLC 43 was the easiest Mumbai-Pune trip I’ve done in a long time. Making the drive particularly relaxing was the new addition to Autocar India’s fleet, the all-electric Mercedes EQE SUV, which got its first highway outing.

It took just two hours and six minutes in the ultra-smooth (and quick) EQE SUV to go from the Autocar HQ to the BU Bhandari Showroom on the Pune bypass. That’s less than what many office folks take to get home on a typical working day in Mumbai. It does help that the AtalSetu has brought our office closer to the edge of Mumbai, and a 10:15am departure was a sweet spot (or time). The early-morning highway rush was over, the toll plazas had no long queues, and even the Lonavala Ghat, which is choked most of the day (and night) on Google Maps, was surprisingly ‘blue’. Traffic flowed without holdups, even on the steepest sections where trucks otherwise block all lanes while trying to ‘overtake’ at a crawl.

The Atal Setu is always a great place to try out the ADAS system on any car. The wide and perfectly marked lanes and the gentle curves on this 21km sea bridge were perfect for checking out the EQE SUV’s ‘Level 2’ ADAS capability. That meant letting the Adaptive Cruise Control (ACC), which I have set at 99kph (just below the 100kph speed limit), and the Lane Keep Assist do the work while I sat back and relaxed with just a light hand on the wheel, enjoying the harbour’s breathtaking views.

The Lane Keep Assist worked brilliantly, keeping the big Merc centred nicely in the fast lane. When changing lanes, I was impressed with how the ACC reacted smoothly. When you signal and shift into the overtaking lane, the ACC provides strong and linear acceleration without abrupt power surges to match the new lane’s speed.

While the ADAS in the Mercedes EQE SUV is highly advanced, it has some limitations, especially when dealing with erratic drivers who slice across lanes like it’s a normal thing to do. If some idiot abruptly cuts into your lane from a sharp angle, the ADAS can struggle to react promptly. This is not the case with just the EQE SUV – no ADAS is fully capable of handling such unpredictable events, which is a reminder of why the tech can only assist and not replace the driver.

Mercedes’ Active Brake Assist, while a great safety feature on paper, can become a nuisance – and even a potential hazard – in Mumbai’s chaotic traffic. Designed for controlled environments, it doesn’t quite account for the unpredictability of pedestrians darting across roads or scooters weaving through tight gaps. The system often triggers unnecessarily, slamming on the brakes at the slightest hint of an obstacle. In such congested conditions, this overly sensitive response can be more dangerous than helpful. These fierce and abrupt stops are hugely unnerving for the passengers and could catch a driver behind you off guard, increasing the risk of rear-end collisions. It’s best to switch the Brake Assist off, which you have to do every time you start the car.

The monsoons have made mincemeat of the Nhava Sheva road, which connects the Atal Setu to the Mumbai-Pune Expressway, and on such surfaces, the EQE SUV is out of its comfort zone. To be honest, it doesn’t quite live up to its SUV credentials and isn’t comfortable dropping in and out of potholes like its IC engine brethren. That’s because the softly sprung EQE SUV uses up its suspension travel quite easily, and deep ruts and craters crash through. In fact, it’s best to use ‘Sport’ drive mode as the default setting. The suspension feels overtly soft in Comfort and Normal modes, which is fine when you are crawling in rush hour, but up the pace a bit on even a slightly smooth road, and you’ll find the EQE SUV tends to wallow and feel floaty. In Sport mode, the suspension tightens nicely to give a more settled ride, which is what you want on the highway.

Two areas where the EQE SUV stands out are performance and range, and both are interlinked because, with great range, you can enjoy the performance without keeping an eye on the SOC meter.

Plant your foot down, and this big and heavy SUV lunges forward with an intensity that can take you aback but in a very pleasing way. The EQE SUV gathers with velvet smoothness, and before you know it, you’ve sailed past the speed limit. On the Mumbai-Pune expressway, which is now infested with speed cameras, it is hard not to get a speeding ticket. To stay out of trouble, I limit my indulgence to short jabs of the accelerator pedal just to enjoy all the 408hp and 858Nm of torque that puts most IC engine SUVs to shame.

I averaged 66kph on the 140km drive to BU Bhandari, which is pretty good if you consider that this included slow, non-expressway sections. Not that the expressway raises your average speed dramatically because with so many cameras staring at you, I’m forced to show a lot of restraint! With 332km range left, I didn’t need to use the Pune Mercedes dealers’ on-site 180kW fast charger, but it’s good to know that it’s there and that the dealership is happy to let non-Merc owners plug in as well. Located just off the Pune bypass, it’s an incredibly convenient place for EVs on a long-distance trip to Mahabaleshwar or beyond to quickly top up their batteries.

The return journey was equally uneventful. Using the regen down the Lonavala Ghat, I could extend the range even further, which, on this round trip, I calculated to be 504km. That is a truly impressive figure, considering how hard I was driving the EQE SUV. In fact, there was enough charge left in the battery (36 percent) for me to make another trip to Pune!

The other area where the EQE SUV shines is refinement. The EQE SUV is not just quiet; it’s like being inside a luxury vault on wheels. The adaptive air suspension noiselessly glides over any surface, and then there’s the acoustic insulation, which Mercedes has absolutely nailed. Road, tyre and wind noises, even the electric motor’s faint whir, are gone. The cabin is like a calm oasis, and that’s what makes the EQE SUV special. It is luxury in its most serene form.

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New Mercedes-AMG C 63 S E Performance to launch on November 12

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

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Mercedes-Benz E-Class vs BMW 5 Series comparison video

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

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

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

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

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

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

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

Also See:

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

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

Also see: 

Audi RS Q8 Performance revealed with 640hp

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 

Also see: 

2024 Maruti Suzuki Dzire review: massive update for India's favourite sedan

New Maruti Dzire launched at Rs 6.79 lakh

New Maruti Dzire CNG fuel efficiency revealed

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

Ola Electric will begin delivering its Gen 3 platform-based electric scooters by January 2025 instead of the previously expected time frame of mid-March to April 2025.

1. New motor architecture promises more torque
2. Gen 3 platform will bring in new S2, S3 models
3. S3 will have maxi-scooters, premium offerings 

Gen 3 Ola Electric platform details

Ola is speeding up the introduction of new models to cater to both mass and premium category customers as two-wheeler adoption has increased from 16.1 percent in June 2024 to 21.4 percent in September 2024. This is particularly true when it comes to Rs 1 lakh mass-market scooters in Uttar Pradesh, Rajasthan, Karnataka and Maharashtra.

In a regulatory filing following the Q2 FY25 results investor call, Ola Electric said that it will begin delivering S1 Gen 3 products in January next year, ahead of schedule.

Ola had previously said that as a part of its Gen 3 architecture, it will introduce five additional scooters, expanding its range beyond the existing S1 series with the introduction of two new sub-brands, S2 and S3.

The S2 brand will introduce three models: a City model for urban commuting, a Tourer for longer distances, and a sports model for performance enthusiasts. The S3 sub-brand plans to target the premium segment with two maxi-scooters, the Grand Adventure and Grand Tourer, which will prioritise luxury and performance.

The Gen 3 model would include an integrated battery, magnetless motor, and electronics within the chassis, Ola said. Compared to previous models, this novel design is expected to improve performance by 26 percent and reduce costs by over 20 percent.

Magnetless motors use magnetised electrical coils instead of permanent magnets, resulting in greater torque. According to a senior company official, the Gen 3 platform, which is part of Ola's vertical integration strategy, is expected to be scalable and use 4,860 lithium-ion cells manufactured at its Gigafactory in Tamil Nadu by the first quarter of FY26.

Ola Electric has a share of around 30 percent in the electric two-wheeler market, and plans to expand its distribution network to 2,000 stores by March 2025, up from 782 currently. The company further plans to expand its product offering with the Roadster series of electric motorcycles, with deliveries beginning in Q4 FY2025.

Ola also intends to introduce 20 new products, with at least one new product being introduced quarterly, it said in a regulatory filing. Ola’s electric scooters currently start from Rs 75,000 (ex-showroom, India).

The company admitted to having capacity issues at its service centres, and added that it has cleared a majority of the backlog with approximately 80 percent of service requests now handled “within a single day.”

To improve service delivery, the company launched the 'Network Partner Programme' in September, which now has over 1,000 partners. By the end of 2025, Ola Electric intends to expand its network to 10,000 sales and service partners.

“The Network Partner Programme will enhance the benefits of our direct-to-consumer (D2C) network, thereby increasing EV penetration in India. It requires low capital investment from partners and can be rapidly scaled,” an official from the company noted.

Also See: Ola retains market lead in October EV sales

Electric scooter and bike sales in India surged 85 percent year on year (YoY) to 1,39,000 units in October, and mainstream brands such as TVS, Bajaj Auto and Hero MotoCorp, with combined sales of 65,489, sold 4,428 more EVs than the other top electric two-wheeler startup brands.

1. TVS, Bajaj, Hero EV sales crosses 65,000 mark in October
2. Top 10 e2W makers had a combined 44 percent market share

Legacy brands registered their best-ever monthly retail sales in October. TVS Motor Co sold 29,930 iQube scooters, regaining its lead over a hard-charging Bajaj Auto (it retailed 28,245 Chetak units), which had outsold TVS in September. Hero MotoCorp sold 7,314 Vida e-scooters. Together, these three companies clocked 65,489 units in sales. On the other hand, India’s top 10 e-two-wheeler startups managed 61,061 units.

Of the total e-two-wheelers sold in October, TVS (21 percent market share), Bajaj Auto (20 percent), and Hero MotoCorp (5 percent) grabbed 47 percent of the market, while the top 10 e2W OEMs had 44 percent. The remaining 9 percent was being fought for by the rest of the field – 196 players. In October, Vahan retail sales data reflected all 209 e-wheeler manufacturers in India.

Ola Electric, which had a torrid August and September, remains the No. 1 e2W OEM. It bounced back with 41,664 units in October, its third-highest monthly score after the 53,640 units in March and 41,794 units in July. With a 30 percent market share, the company accounts for the bulk of the top 10 startups’ sales. Bengaluru-based Ather Energy, which clocked its best-ever monthly retail sales of 16,000 units in October, has an 11.50 percent market share. The remaining eight startups – Bounce, Revolt Motors, River Mobility, Pur Energy, Simple Energy, Okinawa Autotech and Oben Electric – account for 3,397 units and a 5.56 percent market share. Revolt Motors (949 e-motorcycles) and Simple Energy (324 e-scooters) both registered their best-ever monthly sales.

Not very long ago, it was felt that EV startups, with their perceived absence of legacy issues, IT technology prowess, venture capital investments and the ability to burn cash to get a foothold in the market, would stamp their dominance in this segment of zero-emission mobility. However, TVS, Bajaj and Hero MotoCorp, the three legacy ICE OEMs that have diversified and plugged into e-mobility, are proving to be a resilient lot and giving the two-wheeler startup world a run for its money and more.

These three, with their strong R&D setup and component supplier base, are clearly benefiting from their growing localisation levels, the introduction of new variants, brand power and the marketing strength that comes from a large dealer network across the country.

Also see:

Hero Xpulse 421 concept sketch showcased at EICMA 2024

Hero to enter Europe, UK with Vida Z electric scooter

New TVS electric two-wheeler launch by March 2025

At a time when most passenger vehicle brands are shifting focus towards SUVs, Maruti believes it's crucial to have a strong product line-up across all mass-market segments, including sedans, for a high market share.

“Although the SUV segment is growing, all other segments are equally important for us; Because, to retain our high market share, we have to have a presence in each segment. Especially in the sedan segment, which is traditionally very important,” MD and CEO Hisashi Takeuchi said on the sidelines of the new Dzire launch.

1. Maruti has spent Rs 1,000 crore on developing the fourth-gen Dzire
2. Sedans currently account for around 8 percent of the total PV volume
3. Maruti aims to increase sedan market to 10 percent with the new Dzire

New Dzire to rejuvinate compact sedan segment 

Hatchbacks or small cars and sedans have seen a significant decline in sales over the past decade, leading automakers to put their major focus on SUVs, with several even vacating the small car space altogether. The sedan segment has also been missing major product action for some time now. For Maruti, however, things are slightly different, as the brand continues to focus on popular models like the Dzire, with timely updates and model changes.

“The compact sedan is a very reliable and stable segment. We can count on stable numbers all the time,” Takeuchi said. The automaker spent Rs 1,000 crore on the design, development, and production of the new 4th-generation Dzire, which comes with the Swift’s 1.2-litre three-cylinder Z12E engine and a slew of new features, including added safety tech.

With the new Dzire, the automaker expects to re-energise the segment. “Taking a long perspective, by 2030, we feel the passenger vehicle market will be around 60 lakh units and sedans will still have a reasonable pie of close to 10 percent,” said senior executive officer for Marketing and Sales Partho Banerjee.

Sedans currently account for around 8 percent of the total passenger vehicle volume and compact sub-4 meter models contribute to approximately 70 percent of that segment. Maruti Suzuki is the market leader in the compact sedan space with a share of around 60 percent. Last year, it sold around 1.6 lakh units of the Dzire.

The Dzire generates a significant part of its sales from the fleet segment, where it is exclusively sold as the low-frills 'Tour S' variant for fleet operators. Around 65-70 percent of the Dzire sales come from the personal segment, while the rest account for the fleet segment.

“With the previous-generation Dzire, there was a challenge to meet the different requirements of personal and fleet customer segments. So, we used to keep a balance to serve both segments,” Banerjee said.

However, in a bid to prioritise the requirement of private buyers, Maruti is offering the fourth-generation Dzire only for personal mobility. For fleet users, the automaker will continue with the previous-generation Dzire, branded as Maruti Tour S. Apart from the Dzire, the Tata Tigor, Honda Amaze, and Hyundai Aura are other models in the compact sedan space. 

With inputs from Yukta Mudgal

Also see:

2024 Maruti Suzuki Dzire review: India's favourite sedan massively updated

2024 Maruti Dzire image gallery

New Maruti Dzire video review 

Ahead of its November 27 reveal, Honda India has teased the upcoming electric scooter for the first time. The teaser briefly gives us a glimpse at the scooter’s headlight, under which there’s a Honda logo. 

1. Headlight on Honda electric scooter is a LED unit
2. Design of headlight seems new, not shared with overseas Honda EVs

Honda electric scooter: Will it be called the Activa electric? 

Very little is known about the Honda electric scooter, which will be shown to us soon. From the teaser, all that can be made out is that this headlight is not shared with any overseas Honda electric scooter, those being the EM1 e: and the CUV e:. While the former has a claimed range of 48km, the latter can cover ‘over 70km’ on a single charge. 

It remains to be seen if Honda will repurpose one of its international electric scooters, and if it does so, which one exactly. Some years ago, the company also filed a few patent applications, which show an entirely new product, one that borrows some components from the popular Activa. 

Also See: Honda showcases electric scooter, e-bike concepts at EICMA 2024

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

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

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

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

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

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

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Before the end of November, Royal Enfield will launch the Goan Classic 350, its fifth product on the J-series engine platform, following the Meteor, Classic, Hunter, and Bullet. The Goan Classic will be a funky-looking bobber-style motorcycle that will share most of its fundamentals with the Classic 350.

1. Riding position will be different from Classic 350’s
2. Will use the same engine as the other RE 350s
3. Could be the most expensive 350cc RE upon launch

Royal Enfield Goan Classic 350: details

Since the Goan Classic will use the same 349cc single-cylinder engine as the rest of the RE 350s, its peak output will most likely stand at 20hp and 27Nm of torque. Even the Goan Classic’s main frame is likely to be the same as the Classic 350. The differences are likely to be in the styling, paint options, and riding position. 

Also See: Royal Enfield Classic 650 Twin review: All-Time Classic?

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.

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