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1. 18 New Things Your iPhone Can Do in iOS 18.2  MacRumors
2. iOS 18.2 makes AirPods more powerful than ever, here’s why  9to5Mac
3. Apple Likely Planning to Release iOS 18.2 on December 9  MacRumors
4. iOS 18.2 Public Beta 2 Upgrades Find My and Brings More AI to Some iPhones  CNET
5. iOS 18.2 beta 3: 4 Apple Intelligence features you can test now  Mashable

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

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

The plan

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

Familiar but different

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

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

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

Endeavour, expidition

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

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

The climb

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

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

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

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

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

Looking out, looking in

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

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

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

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

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

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

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

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

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

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

Up where it belongs

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

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

FORD’S COMEBACK

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

Also see:

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

Ford confirms restart of manufacturing in India

Ford Everest Tremor with off-road upgrades revealed

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

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

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

Maruti Suzuki Dzire exterior style

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

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

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

Maruti Suzuki Dzire interior style, space and comfort

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

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

Maruti Suzuki Dzire features and safety

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

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

Maruti Suzuki Dzire engine and performance

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

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

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

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

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

Maruti Suzuki Dzire ride and handling

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

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

Maruti Suzuki Dzire price and verdict

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

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

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New Maruti Dzire video review 

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.

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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.

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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.

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New Maruti Dzire video review 

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Looking to improve your looks? Good news: there are actually tons of ways to become more attractive instantly, without too much work. Plus, at the end of the day, confidence and self-love makes anyone beautiful. From hair, to makeup, to clothes, to charisma, read on for our in-depth guide to becoming a more attractive person.

It’s easy to wish you looked like or acted like someone else, or had the cushy job or great boyfriend that someone else has. No matter who you are, you can learn to be happy and fulfilled with your life. Take time to appreciate your talents and characteristics while forming a healthy body image and self-esteem. Focus on the positive aspects of your job, hobbies, and lifestyle. Fostering strong and close relationships can help you feel more satisfied and confident in your lifestyle.

Overcome fear and get comfortable with discomfortIt can certainly be challenging and a little scary to step out of your comfort zone, but facing unfamiliar challenges can help you feel happier and more fulfilled in the long run. You can end up discovering a lot about yourself and your abilities when you make an effort to take risks and try new things. To help you begin this transformation, we’ve rounded up the best, most effective strategies for stepping out of your comfort zone, embarking on new adventures, and expanding your personal horizons.

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