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Catégorie - HOMMES » Genre - Pop

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Following a number of industry partnerships, imaging titan Leica announced its own smart projector in 2022. Now the company has followed that ultra-short-throw Laser TV with a compact audiovisual treat designed for "maximum flexibility and cinema feeling in Leica premium image quality."

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Category: Home Entertainment, Consumer Tech, Technology

Tags: Leica, Projectors, Laser, 4K UHD, Compact

Electric bikes come in all shapes and sizes, but few will turn heads quite like the Mod Easy SideCar Sahara. This limited-edition ebike has been inspired by the WWII-era BMW R75 motorcycle, and comes complete with sand-beige desert camouflage.

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Category: Bicycles, Transport

Tags: ebikes, Pedal-assisted, Retro, Sidecar

South Korean startup Kosmos has made its Indiegogo debut with a tech-packed ebike named the Nova7. The PAS commuter features a mid-mount internal gearbox, rear-hub motor with responsive torque sensing, and a low-maintenance belt drive.

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Category: Bicycles, Transport

Tags: Indiegogo, ebikes, Pedal-assisted

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• tree climbing, 
• frog and lizard hunting & capturing, 
• basketball, 
• chicken catching…

 what a unique experience and one to remember! Plus, great food, guides, and accommodation. Thanks you so much for great memories!
 
Toronto, Canada

19th May, 2012

We can't thank you enough for the amazing week we've had. The Jungle Dome looked great on the website, but it is only when you arrive that you realize what a special place it is. It's rare to find a place in such a beautiful setting with so many places to see and activities to do in such a close distance.

We enjoyed every second; from the horseback ride through the jungle, boat ride down the river, the Black Hole Drop, cave tubing, etc. Also, we are so glad that we spotted a comment in the comment book about David's night time jungle walk- it was brilliant. The overnight stay in the cave was loads of fun too.

Most of all, thank you to Andy, Simone, David, Mynor & the rest of the staff here for making us feel so welcome, comfortable & part of the Jungle Dome family during our stay. Every aspect was amazing and - like I said at the start- we can't thank you enough. You have a special place & we will spread the word in England for you.

 It is sad to leave, but nice to go knowing that we have made so many new friends!

Thanks again, Lee & Natalie, UK


May 21, 2012 Dear Jungle Dome,

Wow! What an amazing week! Jungle Dome far exceeded all of our expectations and the bar high for the rest of our trip. The staff here are amazing and truly made the experience for us. It felt like we were among friends, not resort staff, all week.

The food was incredible, the lodge is beautiful, and the experiences in the jungle were life changing and unforgettable! We will definitely be recommending this place with raving reviews to our friends and family, and hope to make it back here in the future!

Jen & Colin, Vancouver, Canada

16th January 2013

•  Friendly staff and excellent food! (Loved the fresh orange juice and the fry jacks for breakfast) 
• Clean and comfortable room (Loved the fridge and coffee maker) 
• Beautiful surroundings and wonderful sounds of the jungle (Orange trees, flowers, howler monkeys, horses galloping, and birds, plus roosters too!) 
• Refreshing pool and relaxing hammocks…aahhhh! 
• Daytrips to the ruins, cave tubing with David, the Blue Hole to swim, and driving on the beautiful Hummingbird Highway. 
• Also, the visit to Iguana Conservation Project in San Ignacio, was lots of fun (I think I’ve already taken over 1000 photos in three days)

Republished from Medium. After I left a five-year stint in the Ministry of Education, I started Tinkertanker in 2011 with two of my closest friends. We created our very first invoice for teaching a programming class, did some software consulting, made a couple of apps, hired our first full-timers, started teaching a boatload* of programming classes, started an online store, … Continue reading The Company We Keep →

Wenn ein europäisches Telekommunikationsunternehmen ein anderes kaufen will, ist das nicht so einfach. Swisscom hat weitere Genehmigungen für den Kauf von Vodafone Italia erhalten.

The HDR has an electromagnet, a device that converts electrical energy into a pulse magnetic field. See Pictures of different devices.

Many people plug in their phones before bed without a second thought, but experts say it's best to avoid overnight charging.

In the era of influencers and search engine recommendations, locals have begun organizing efforts to mislead tourists and push back against the tide of visitors flocking to their favorite places.

As the cold season has arrived, so did common colds. It's important to avoid certain pitfalls to recover quickly and prevent complications.

The latest iPhone iOS update is nearly here, these are the new features, bug fixes and general improvements that you can expect to see in December.

IMA condemns the stabbing of an on-duty government doctor in Chennai

"No amount of superficial damage control exercises by Governments is going to make doctors work without fear in this country. Strong deterrent legislation, exemplary punishments and proactive safety measures are required now and here. All Governments have been put on notice with this heinous crime. The medical profession of the country is deeply disturbed and is skeptical of the remedial measures on this ever-recurring violence. Only a comprehensive overhaul of the security atmosphere in the hospitals could restore the confidence of doctors. The nation owes this to its doctors," a letter from the IMA says.

(Telecompaper) Radian Arc has signed a partnership agreement with Vietnamese technology services provider Comit...

(Telecompaper) NEC Corporation has received an order for a next-generation supercomputer system from Japan's National Institutes for Quantum Science and Technology...

(Telecompaper) Revenues of Russian national operator Rostelecom totaled RUB 193 billion in the third quarter of this year, up by 11 percent year-on-year...

(Telecompaper) Russian national operator Rostelecom has introduced to customers its promotion 'Forever', offering residential services at promotional rates for as long as the customer remains with the company...

(Telecompaper) Ninety-five percent of Russian telecommunications operators expect prices for telecommunications services will increase in 2025, according to a study from the agency TelecomDaily...

(Telecompaper) Thai operator AIS and ZTE have completed a Dynamic Distributed and Deterministic Extremely Large Antenna Array (D3-ELAA) trial on the local market...

(Telecompaper) Dutch online marketplace Bol.com has started selling refurbished smartphones, tablets, laptops and smartwatches, with the Refurbished quality certification...

(Telecompaper) Enterprise equipment vendor Lancom Systems has announced the launch of its first Wi Fi 7-enabled access points...

(Telecompaper) Meta announced it's cutting the price of its paid subscriptions for Facebook and Instagram in Europe...

(Telecompaper) Swisscom has submitted a second set of remedies with a view to securing the approval of the Italian Competition Authority (AGCM) for its intended...

Did you know that the flu, and even COVID, can cause pink eye? Here's how to treat it (and avoid spreading it to others).

Een drukke week voor Meta, met nieuwe AR/VR-producten op het Connect-evenement en een nieuwe escalatie van het 'fair share'-debat met de telecomwereld...

De toekomst van satelliettelevisie staat opnieuw ter discussie nadat de twee grootste aanbieders in de VS, Dish en DirecTV, het eindelijk eens zijn geworden over een fusie...

Samsung trapte het Q3 rapportageseizoen af met een verrassende verontschuldiging, nu de druk toeneemt om de beloften van AI waar te maken. Deutsche Telekom en Korea Telecom wedden er ondertussen op dat AI hen veel efficiënter kan maken, wat lagere kosten en minder personeel betekent...

Nog geen tekenen van een opleving in de markt voor netwerkapparatuur, op basis van de kwartaalresultaten van Ericsson en Nokia, terwijl Netflix wist te verrassen met een hogere omzet, zelfs met een seizoensgebonden vertraging in de klantengroei...

Het vast-mobiel convergentieverhaal krijgt vorm in de VS met de aankondiging van de nieuwe breedbandstrategie van Verizon, terwijl AT&T en T-Mobile stappen zetten op de glasvezelmarkt. Op de jaarlijkse producttop van Qualcomm heeft de chipmaker hoge verwachtingen van zijn Oryon CPU, ondanks tegenstand van Arm...

De grootste smartphonefabrikanten waren vorige week allemaal in het nieuws, met kwartaalcijfers van Apple en Samsung en nieuwe toptelefoons van Xiaomi en Honor. De grote Amerikaanse techbedrijven presenteerden ook hun derdekwartaalresultaten, zonder tekenen van een vertraging in hun wereldwijde groei...

Moet een telecombedrijf uitbreiden buiten zijn thuismarkt? Deze vraag kwam vorige week in het nieuws nadat BCE een grote stap naar de VS aankondigde, terwijl BT en NTT gemengde resultaten lieten zien bij het opbouwen van een internationale business...

In the Telecom Business Market Insight report Telecompaper analyses the Dutch business telecoms market, focusing on quantitative data up to Q2 2024. It offers a transparent and objective overview of the business market, through detailed insights into retail revenues and customer numbers. These are split into different types of telecom services.

(Telecompaper) The European Union has committed to contributing EUR 4.6 million to assist Colombia in defining a satellite communications scheme, announced the country's Ministry of Information Technology and Communications (Mintic). The project is part of the plan to increase Colombian's internet penetration...

(Telecompaper) Thaicom saw its revenue from sales and services reach THB 614 million in the third quarter of 3024, which represents a decline from THB 638 million in the second quarter of 2024 and THB 623 million in the third quarter of 2023. This was mainly attributed to the revenue from satellite and related...

(Telecompaper) Swedish satellite broadband provider Forsway has announced a development funding contract from the European Space Agency (ESA) with support from the Swedish National Space Agency (SNSA). Under the Xtend 5G project, Forsway will build a next generation 5G non-terrestrial network (NTN) two-way/hybrid...

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

*Without parcel tray

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. 

Also see:

Citroen C3 automatic vs rivals: price, specifications compared

Tata Nexon CNG vs rivals: price, specifications comparison

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

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

BYD eMax 7 platform, powertrain

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

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

BYD eMax 7 performance, range

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

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

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

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

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

BYD eMax 7 ride and handling

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

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

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

BYD eMax 7 interiors, features

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

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

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

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

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

BYD eMax 7 price and verdict

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

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

Also see:

BYD eMax 7 video review

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

Kawasaki KLX230 design, underpinnings, seat height

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

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

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

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

Kawasaki KLX230 off-road ability

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

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

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

Kawasaki KLX230 verdict and expected price

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

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

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

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

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

Also See: Kawasaki KLX230 video review

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

Kawasaki KLX230 design, underpinnings, seat height

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

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

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

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

Kawasaki KLX230 off-road ability

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

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

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

Kawasaki KLX230 verdict and expected price

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

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

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

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

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

Also See: Kawasaki KLX230 video review

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

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

^ARAI-rated fuel-efficiency figure

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

*Introductory prices valid until December 31

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

Also see:

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

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

*Without parcel tray

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. 

Also see:

Citroen C3 automatic vs rivals: price, specifications compared

Tata Nexon CNG vs rivals: price, specifications comparison

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

Also see: 

New Mercedes E-Class video review