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Catégorie - GROUPES » Genre - Country

Catégorie - GROUPES » Genre - Rock

Siekon Motor showed an electric "Cruise Prince" touring motorcycle at the Canton Fair last week, and I stumbled upon it while walking the halls. It was all somewhat disarming really, because I've been writing about motorcycles for 50 years ... and I'd never heard of Siekon Motor.

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Category: Motorcycles, Transport

Tags: China, Electric Motorcycles, Motorcycle

Sharp Imaging has added a new family member to its pro-level X Series projectors. The dual-laser XP-X171Q should provide, ahem, sharp 4K visuals even in brightly lit rooms.

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Category: Technology

Tags: Projectors, 4K UHD, Laser, Sharp, bRight

Auch wenn fraenk laut Anzeige in der App aktuell "LTE 50" anbietet, steht der 5G-Zugang weiter zur Verfügung.

1&1 hat aktuelle Zahlen zu seinem Mobilfunk-Netzausbau genannt.

APCR is pleased to announce the acquittal of Nazmuddin alias Bhola and Mohd Ajeej, who were arrested in February 2020 in connection with the North-East Delhi riots. They faced charges under several sections of the Indian Penal Code (IPC)

It is one thing to argue, as Ibn K Bharati did, that "if Waqf is permanent, so is its corruption," and another thing to denounce a benevolent practice based on the Quran as contrary to the Quran.

Could a glass of wine a day be beneficial for your health? Research shows what regular wine drinking actually means for your body.

A simple Google search can sometimes have surprising and serious consequences for users.

Vitamin D, also known as the "sunshine vitamin," does much more than strengthen bones; it can support the immune system, lift mood, and even reduce the risk of some severe diseases.

Laylatul Qadr or ‘Night of Power’ is considered an important date in Ramazan for Muslims

Laylatul Qadr or ‘Night of Power’ is considered an important date in Ramazan for Muslims

दिल्ली की वायु गुणवत्ता इस सीजन में पहली बार 'गंभीर' श्रेणी में पहुंच गई है, AQI 429 तक पहुंच गया। केंद्रीय प्रदूषण नियंत्रण बोर्ड (सीपीसीबी) के अनुसार, दिल्ली के 36 निगरानी स्टेशनों में से 30 ने वायु गुणवत्ता को 'गंभीर' श्रेणी में बताया। ज्यादा जानकारी के लिए हमारे साथ जुड़ रहे हैं शुभांग ठाकुर

(Telecompaper) Vodafone Ireland ended Q2 FY25 with 2.15 million mobile customers, with contract customers accounting for 65.7 percent...

(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) Skyworks Solutions reported revenues for its fiscal fourth quarter to September of USD 1.025 billion, better than in the previous quarter but still down around 16 percent from a year earlier...

Teary-eyed boy refuses elders advice not to watch Lahore’s matches or to support another team

(Telecompaper) Spotify added 14 million monthly active users during the third quarter, taking its total base of listeners worldwide to 640 million, up 11 percent from a year earlier...

(Telecompaper) Costa Rica's telecommunications regulator Sutel received offers from five bidders in its relaunched 5G spectrum tender, reports local daily El Mundo, citing Sutel board member Cinthya Arias...

Spotify heeft er in het derde kwartaal 14 miljoen maandelijks actieve gebruikers bijgekregen, waarmee het totale aantal luisteraars wereldwijd op 640 miljoen kwam, een stijging van 11 procent ten opzichte van een jaar eerder...

De Zweedse streamingmarkt ondergaat een opleving na een periode van tragere groei, met 600.000 nieuwe streamingabonnementen in het derde kwartaal vergeleken met dezelfde periode in 2023. De belangrijkste reden is de opkomst van meer betaalbare, advertentie-ondersteunde abonnementsopties. Dit meldt...

(Telecompaper) Canadian operator Telus has introduced download and upload speeds of 1.5 Gbps and 1.0 Gbps, respectively, in Ontario and Quebec, backed by its PureFibre Internet service...

(Telecompaper) Ziply Fiber has agreed to acquire the Pacific Northwest assets of Unite Private Networks (UPN) from owner Cox Communications, for an undisclosed amount...

I've tested Nokia's revamped 3210 and have the answers to the biggest questions on this 2024 retro phone.

KPN rapporteert de resultaten over het derde kwartaal op 28 oktober. De markt verwacht een hogere omzet maar een lagere marge...

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...

1. Android 15 QPR2 brings the newest Linux kernel to all tensor-powered phones and tablets  Android Police
2. Here’s everything new in Android 15 QPR2 Beta 1 [Gallery]  9to5Google
3. Your Google Pixel Phone's Newest Android 15 Beta Update Arrived  Droid Life
4. Google is preparing to bring back a beloved customization feature from Android 11  Android Authority
5. Android 15 QPR2 beta 1 release includes major upgrade for Tensor-powered Pixels  PhoneArena

This report estimates the size and value of the Dutch video market, consisting of both the traditional pay-TV market (TV) and the internet-based (over-the-top) services market (OTT video). It offers an overview of Dutch consumer TV and video revenues in the second quarter of 2024, and compares the findings with results from previous quarters.

The report provides a comprehensive overview and insight into the Dutch consumer multi-play market  in the second quarter of 2024, and compares the findings with results from previous quarters. We analyse the Dutch telecoms markets from a bundling perspective. We report on the number of 1P, 2P, 3P and 4P subscribers, based on both company reports and our own calculations and estimates.

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) 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) The Swedish streaming market is undergoing a "significant upswing" after a period of slower growth, according to consultancy Mediavision, with 600,000 new streaming subscriptions in the third quarter compared with Q3 2023. The main reason is the arrival of more affordable, ad-supported subscription...

I am confused whether I should buy an Audi Q3 Premium Plus or a BYD Atto 3 Dynamic.

Lavya Garg, Gurugram

Autocar India says: Both are very different cars; one is combustion-engined, and the other an EV. The Audi is the safer choice as it feels more premium and can be taken anywhere without worrying about fuelling up. The Atto 3 doesn’t feel as premium but has a lot more tech that makes the Q3 look outdated. Being an EV, the Atto 3 is much easier to drive and has negligible running costs, but it will have poorer resale value.

Also See:

2022 Audi Q3 India review: Back with a bang

2022 Audi Q3 India video review

Audi Q3 Sportback review: The downsized Q8

BYD Atto 3 review: Characterful and slick to drive

BYD Atto 3 real world range test video

I’m thinking of buying a new car, but I’m confused between the Audi A4 and the Audi Q3 Sportback. The A4 is a bit cheaper, at Rs 46 lakh, but it’s going to be discontinued in 2025. The Q3 Sportback is a bit more expensive – Rs 50 lakh – but it’s newer and might hold its value better. What do you think I should do? I like the A4 a lot.

Purav Patel, Nashik

Autocar India says: Both the Audi A4 and Audi Q3 are good cars, but we would pick the A4 because it’s nicer to drive. In fact, the A4 is the best luxury sedan in its class thanks to a smooth and peppy engine, exceptional ride and a solid build. The Q3 is more practical if you are driving mainly on rough roads, and it has a more comfortable back seat – the A4’s a bit cramped at the rear. We understand the resale value concerns, but we would still pick the A4 over the Q3, and that Rs 4 lakh saving could offset the lower resale value when you eventually sell it.

Also See:

2022 Audi Q3 India video review

2022 Audi Q3 India review: Back with a bang

2021 Audi A4 facelift video review

2021 Audi A4 facelift review, test drive

I currently drive a BMW X5, and I’m looking to upgrade to the Mercedes-Benz EQS SUV or the Range Rover Sport. What would you recommend?

Suraj M, Gurugram

Autocar India says: If you mainly drive within the city with the odd weekend outing, the EQS SUV is a good choice. It’s smoother and faster, has a futuristic interior and is far more refined than the Range Rover Sport. If you are planning to do a lot of highway driving, then the RR Sport is better. It also has a better back seat and more legroom than the EQS SUV. 

Also See:

New Range Rover Sport video review

New Range Rover Sport review: More than just good looks

Mercedes EQS SUV review: High on EQ

Mercedes EQS SUV video review

I own a 10-year-old Audi Q5 diesel, which is in mint condition even after 1.2 lakh kilometres. It has performed flawlessly, apart from one sensor issue that the dealership rectified. I’ve spent about Rs 60,000 on it recently, including four new tyres and some suspension bushes. It runs like new now, and I’m absolutely in love with it. I don’t travel to Delhi-NCR much, but I’m in two minds if I should hold on to it or sell it due to its age.

Bonny Singh, Ajmer

Autocar India says: Our advice is to hang on to it. 2.0 TDI engines are brilliant and you can’t get a new car with them anymore. There is a certain pleasure in driving a diesel SUV, so enjoy it while you can! If you don’t go to Delhi-NCR very much, you are not too inconvenienced either, and we don’t think a diesel ban on 10-year-old cars will be imposed in Rajasthan in the near future.

Also See:

Deep Drive Podcast: Is diesel a good choice?

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

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

Skoda Kylaq vs rivals dimensions

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

Skoda Kylaq vs rivals engine and specs

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

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

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

Skoda Kylaq price

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

Also see:

Citroen C3 automatic vs rivals: price, specifications compared

Tata Nexon CNG vs rivals: price, specifications comparison

 I ’m in an impromptu drag race against a 19-year-old Honda City and I’m losing. A hint of smoke from that car’s tailpipe tells me the engine has crossed 5,500rpm and found its second wind. I can almost see the grin on Hormazd’s face as that happens.

A short run and a couple of gears later, we slow down and resume adult behaviour. This is only the customary four generations of Honda City photo shoot in Noida – the cars have a 6,000km road trip ahead of them.

Why are we going on a 6,000km road trip? Well, it has been 20 years since the Honda City first showed up on Indian roads. 20 years since a sea change happened to how we look at cars and what we expect from them. In these 20 years, we also started getting the roads to drive these cars on; and the first one of those roads was the Golden Quadrilateral.

The planning for this mother road, which links the four big metropolitan cities in India, was completed in 1999 – a year after the Honda City came to India. Construction of the road started in 2001, but then it took another eleven years to complete. In that time, Honda reinvented the City many times. From starting out as a simple, low-slung family car powered by the first 100hp motor in the country, the City went from first-generation swan to second-generation ugly duckling, and back to swan for the third generation. All of this happened while the government was still looking for funds and facing problems with land acquisition to complete a six-year project that ended up taking many more. Oh well, nothing new there.

To celebrate two decades of Citys, we are going to drive four generations of the Honda City along the length of the Golden Quadrilateral. For us, this is both, a documentary and a trip down memory lane. It is a documentary of the state the Golden Quadrilateral is in all its time of existence. The trip down memory lane? That’s just an excuse for a road trip.

Capital to financial capital
You forget how low old cars are; and so, when I drop into generation one’s seats, I let myself drop a couple of milliseconds early. The seat is lower than where I expect it to be. So a clumsy fall and a small wince later, I swing my legs in, slide the analogue, ‘browned-from-wear’ key into the starter and give it a twist. This 80,000km-run, 1999 City EXi has no trouble starting. MH-01-Y-9111 is Parsi-owned and according to its owner, is used twice a week to get his aged relatives to Bombay Gymkhana and back home. Asking it to do a cross-country run at this age seems absurd, until you actually drive it. It runs like it left the showroom recently – the dampers have spring in them, the engine still has the energy of a teenager and in no way does it feel like it left the production line nearly two decades ago.

 Anyway, you realise how much a modern car pampers you only when you step back a couple of decades. I have no clue how anyone ever reversed a car without a reverse camera or, at the very least, parking sensors. I also soon realise that all the connectivity I have is through the steering wheel, the pedals and the seat of my pants. There are no distractions in here – the simple dials light up in the same shade of tungsten yellow as the analogue dials of a 1990’s hi-fis (remember those?), voice commands come in the form of you singing ‘Another day in Paradise’, and you actually have to rotate a dial to vaguely set the air conditioning somewhere between red, blue and comfortable. This lack of distraction is good because this bit of GQ that runs through Haryana demands you pay attention.

Through the many villages that line the road are oblivious bikers, lazy cattle and swerving multi-axle trucks. In fact, the absolute lack of in-built safety is the one consistent thing we will see all through the rest of the drive. I will blow a gasket about this, later.

Anyway, the oldest City is still such a hoot. Because you sit so low to the ground, the sense of speed is enhanced and 100kph feels like 150! The engine snarls when you’re in low gear and high revs, the linear throttle response – it is all there!

Take the rose-tinted glasses off for a second, though. This is a family car that we considered sporty because when it came to India, the competition was still fighting about leaf spring settings! You also feel a bit unprotected. Two decades ago, you probably had to buy an S-class to get ABS and airbags as standard; and two decades ago, A-pillars were slimmer than a Victoria’s Secret model and the tyres were narrower than her waist. Out on a six-lane unpoliced highway, all of this leaves you feeling rather naked.

But you forget all that the minute you cross over into Rajasthan. Here, there’s ample space to wind out that 16-valve engine. The wide, open corners remind you why a low centre of gravity is so important in carrying big cornering speeds and the new MRF rubber we’ve fitted on the car keeps it secure.

Also helping our cause are the roads through Rajasthan and Gujarat – wide open stretches, six-lanes, and that odd blithering idiot on a motorcycle to keep you on your toes. The old City runs beautifully all the way and we arrive in Mumbai to swap into the second-generation car.    

Financial capital to traffic jam central
Blasphemy. The fans were up in arms. Honda had forced the Fonz to return as a college professor for season two. The second-generation City lost 23hp to the old car, looked almost as proportional as a Picasso painting and was about as exciting to drive as a white refrigerator – but Honda knew that the mid-sized customer’s needs had changed. He now had two kids, parents who were getting on in age and a wife who no longer enjoyed bouncing off the 7,000rpm limiter on the way to the supermarket.

 The second-generation City brought in practicality and (at a later stage) ABS and airbags. The old parents could now slide into the higher seats easily, three weeks of toys and diapers would fit in the big boot and the wife stuck it in fourth gear and smiled all the way to the kitty party.

I will agree with how practical it is. Leaving Mumbai during packed traffic, I appreciate the light clutch, the utterly light steering and the easy gearshift. For the 40-odd kilometres to Panvel, I am entirely happy to be ensconced in the ungainly proportions because it feels like I’m driving a toy.

Then we hit the six-lane Mumbai-Pune Expressway leg of the Golden Quadrilateral. I wind out the engine (it doesn’t complain), I lean on the skinny tyres (they protest loudly), I look for some excitement (there’s none). My pulse rate slows and I ask my colleague to take over the wheel. The back seat, I find, is the best place to be in this car. It is really comfortable and as different as night and day from the low-slung dungeon that the first-generation car’s rear seat is.

It is impossible to fall asleep, however, because once we cross Pune and get on the Bengaluru stretch, this bit of the GQ deteriorates. The tarmac is lumpy and Maharashtra easily outguns all other states when it comes to the league of oblivious motorcyclists/pedestrians. Joy has to punch the brakes often, swerve to avoid the drunk ‘bhau’ heading home and, overall, it is chaos all the way to Kolhapur. Then, as we approach Karnataka, the traffic thins out, the road widens and the feeling of space increases. This directly influences everyone on the road. Since they no longer have to jostle for space, everyone is calmer.

The stretch of GQ after Kolhapur, all the way to Bengaluru is mile-munching paradise. Since there’s little traffic and the road has broad shoulders, you can maintain consistently high average speeds without breaking speed limits. We are in Bengaluru just in time for rush-hour traffic – Google Maps tells us that it will take us 45 minutes to cover the 6km to the hotel! The second-generation car reminds me why it is the way it is, again in this bumper-to-bumper jostle for inches of space. It’s been a good drive but I’m glad to jump into the more exciting generation three City.

Traffic jam central to the City of Joy
On a morning when most Honda Citys are on the school run or on their way to the office, there was one hooning around on a racetrack. See, the GQ happens to run past my favourite Indian racetrack – and what better way to prove the third-generation City’s practical and fun credentials than a flat-out run on a track with a boot full of luggage. We’ve also fitted the car with wider 195-section MRF Perfinzas which should take care of our original grouse with the car – its narrow, fuel efficiency-biased tyres. I go in for a couple of laps and discover that the engine likes being wrung out, and that the tyres allow for much higher cornering speeds than I remember.

Just as I’m getting into the groove again, the officials tell us that our time is up and we need to get a move on. I promise you, the luggage in the boot stayed ironed.

We have a long way to go in addition to the mad run we’ve had on the superb stretch from Bengaluru. We’re going up the east coast and come across the best stretch of the GQ we’ve run so far – the bit before Vijayawada. I say it is great not only because it is six-lane perfection but because it is well-marked and well-lit, as well. There still are no real safety measures in place and this has been a constant through our drive. I feel they have built this fantastic road that allows for high speeds; but have left safety in the hands of the nimbu-mirchi, and the deity on the dashboard. Every village along the way has direct access to this road. There are few barriers to prevent out-of-control vehicles from careening off the road or jumping the median into your lane. There is no one to stop people from driving down the wrong side of the road; and animals freely roam this highway. It blows your mind when you actually drive down this otherwise modern road and see the number of unnecessary accidents and roadkill. It turns what should be a relaxing drive into an on-your-guard drive.

The generation three City, however, is a great long-distance car as long as you are not pushing it. That CVT gearbox (never my favourite) is great at cruising – but when you need to power out of a situation, it simply makes the engine feel strained. That aside, I’m enjoying the ability to listen to all the songs on my iPod (this generation was one of the first cars in India to altogether delete the CD player from the options list) and the seats are great, too. We make it to the Howrah Bridge and somehow land up in a hotel that serves only vegetarian fare. Picture eyes rolling.

To the capital
That bit about the GQ being completed in 2012 is not entirely true and we discover it just as we cross the Bihar border into Uttar Pradesh. For about 100-odd kilometres, all the way past Varanasi, the road is full of diversions past yet-to-be-constructed flyovers. In fact, it reminds me of how the rest of the GQ was, a decade ago. This whole belt is dismal. All the way from Jharkhand, through Bihar and UP, is one big dustbowl, and I’m quite glad I’m in the fourth-generation City, for this one. The seats are supremely comfortable and the superb sound system helps me ignore the slightly intrusive drone from the diesel engine. Once past Varanasi though, UP’s GQ improves considerably – although to no better standard than the rest of the country; or so I thought. We cheat a bit on the way back and take a part of the new Lucknow-Agra Expressway. This is a road that you could compare to anything you would drive on in a developed country. Properly barricaded, well marked with reflective signs  and lane markings, it makes the Golden Quadrilateral seem, well, a bit last-century.

The fourth-generation City is superb here. It is a fantastic cruiser and I love the way it delivers power – it is responsive and also so fuel-efficient, it easily covers the distance between Kanpur and Noida on a tankful of diesel. When Honda introduced this engine in the City back in 2014, it was way the last entrant in the segment, but it was worth the wait. What a nice engine this is! We surf along the diesel’s wave of torque on the Taj Expressway, and we are in Noida before we know it.

The end
Ultimately, there’s so much you learn from a trip like this. One, India has done the typical thing of going ahead and making a great road; and lost interest in building the rest of what such roads need to keep them safe. Two, our driving standards need to improve – the general Indian has no idea how to use a road like this and they need to be educated in etiquette. We saw a man meditating cross-legged in the fast lane in Bihar, we saw another who thought it was ok to ride flat-out in the middle lane in the wrong direction. We had truckers veering into the fast lane for no reason, cows chewing the cud around fast, blind corners, cyclists, poorly marked diversions – and the works. It is high time we did something about this callous attitude to life.

The Honda City, on the other hand, has progressed with the times. A trip like this shows you how diverse India is and developing a car that pleases everyone, is quite the task. The first generation introduced us to what good engines should be like, the second generation showed how good thinking out of the conventional three-box sedan can be, the third generation mixed everything the first two generations had and wrapped it in a good-looking suit, and the fourth generation added a layer of finesse to the third generation’s quality. It’s also impressive that no matter what their age, all four (well-maintained cars, mind you) ran faultlessly. So, like we said, it is extremely difficult to build a car that suits everyone’s needs; but a drive like this shows that the City’s wide range of talents help it do a pretty good job of that. 

OUSEPH CHACKO

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

I own a 10-year-old Audi Q5 diesel, which is in mint condition even after 1.2 lakh kilometres. It has performed flawlessly, apart from one sensor issue that the dealership rectified. I’ve spent about Rs 60,000 on it recently, including four new tyres and some suspension bushes. It runs like new now, and I’m absolutely in love with it. I don’t travel to Delhi-NCR much, but I’m in two minds if I should hold on to it or sell it due to its age.

Bonny Singh, Ajmer

Autocar India says: Our advice is to hang on to it. 2.0 TDI engines are brilliant and you can’t get a new car with them anymore. There is a certain pleasure in driving a diesel SUV, so enjoy it while you can! If you don’t go to Delhi-NCR very much, you are not too inconvenienced either, and we don’t think a diesel ban on 10-year-old cars will be imposed in Rajasthan in the near future.

Also See:

Deep Drive Podcast: Is diesel a good choice?

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

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

Skoda Kylaq vs rivals dimensions

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

Skoda Kylaq vs rivals engine and specs

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

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

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

Skoda Kylaq price

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

Also see:

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

New Dzire to rejuvinate compact sedan segment 

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

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

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

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

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

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

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

With inputs from Yukta Mudgal

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