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This year's Call of Duty: Black Ops 6 is the first title in the series to be available on phones the same day as PC and consoles.

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

1. GOP Rep. Valadao holds Central Valley, California, swing seat  POLITICO
2. Republican David Valadao wins re-election to US House in California's 22nd Congressional District  Fox News
3. Republican David Valadao secures California House wins  Newsweek

(Telecompaper) MultiChoice Group says that revenue increased by 4 percent year on year to ZAR 25.4 billion on an organic basis in the six months to September thanks to disciplined inflationary pricing and revenue growth for new products. On a reported basis, revenues declined by 10 percent, hit by foreign...

Honda has issued a voluntary recall for its flagship tourer – the Gold Wing GL1800 – in India, with motorcycles manufactured between March 2018 and May 2021 being affected.

1. Part replacement will be done free of charge
2. Customers can check if their bike is affected on Honda’s website

Honda Gold Wing GL1800 recall details 

Honda has identified a potential issue in the primary drive gear fastening bolt of certain Gold Wing engines. Under some conditions, the bolt may break and cause engine stoppage.

As a precautionary measure, the replacement of the affected part will be carried out at BigWing dealerships across India starting from the third week of December. As is the case with voluntary recalls, the replacement will be done free of cost irrespective of the warranty status of the vehicle.

Honda BigWing dealers will proactively notify customers for the inspection of their vehicle. Gold Wing customers can also check if their vehicle is affected by entering their bike’s VIN number on the BigWing website (www.hondabigwing.in).

The Gold Wing models have always been the pinnacle of Honda’s two-wheeler line-up and the current model with its 1,833cc horizontally opposed six-cylinder motor continues that trend. At Rs 39.70 lakh (ex-showroom, India), the Gold Wing is the most expensive bike in Honda’s line-up.

Also See: 2018 Honda Gold Wing review, test ride

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

Nissan Magnite facelift: exterior, design

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

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

Nissan Magnite facelift: interior

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

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

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

Nissan Magnite facelift: features

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

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

Nissan Magnite facelift: performance, ride and handling

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

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

Nissan Magnite facelift: price, verdict

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

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

All prices, ex-showroom, India

Also see:

Nissan Magnite: new versus old

Nissan Magnite facelift price, variants, features explained

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

Royal Enfield Classic 650 Twin design, quality, colours

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

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

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

Royal Enfield Classic 650 Twin weight, manageability

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

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

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

Royal Enfield Classic 650 Twin riding experience

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

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

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

Royal Enfield Classic 650 Twin ride and handling

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

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

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

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

Royal Enfield Classic 650 Twin expected price, verdict

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

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

Also See: Royal Enfield Classic 650 twin video review

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

Royal Enfield Classic 650 Twin design, quality, colours

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

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

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

Royal Enfield Classic 650 Twin weight, manageability

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

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

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

Royal Enfield Classic 650 Twin riding experience

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

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

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

Royal Enfield Classic 650 Twin ride and handling

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

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

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

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

Royal Enfield Classic 650 Twin expected price, verdict

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

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

Also See: Royal Enfield Classic 650 twin video review

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

BMW M4 Competition: Powertrain and performance

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

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

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

BMW M4 Competition: Ride and handling

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

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

BMW M4 Competition: Exterior design

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

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

BMW M4 Competition: Interior and features 

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

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

Also see: 

Hardcore BMW M4 CSL adds 40hp, sheds 100kg

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

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

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

New Dzire to rejuvinate compact sedan segment 

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

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

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

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

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

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

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

With inputs from Yukta Mudgal

Also see:

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

2024 Maruti Dzire image gallery

New Maruti Dzire video review 

Honda has issued a voluntary recall for its flagship tourer – the Gold Wing GL1800 – in India, with motorcycles manufactured between March 2018 and May 2021 being affected.

1. Part replacement will be done free of charge
2. Customers can check if their bike is affected on Honda’s website

Honda Gold Wing GL1800 recall details 

Honda has identified a potential issue in the primary drive gear fastening bolt of certain Gold Wing engines. Under some conditions, the bolt may break and cause engine stoppage.

As a precautionary measure, the replacement of the affected part will be carried out at BigWing dealerships across India starting from the third week of December. As is the case with voluntary recalls, the replacement will be done free of cost irrespective of the warranty status of the vehicle.

Honda BigWing dealers will proactively notify customers for the inspection of their vehicle. Gold Wing customers can also check if their vehicle is affected by entering their bike’s VIN number on the BigWing website (www.hondabigwing.in).

The Gold Wing models have always been the pinnacle of Honda’s two-wheeler line-up and the current model with its 1,833cc horizontally opposed six-cylinder motor continues that trend. At Rs 39.70 lakh (ex-showroom, India), the Gold Wing is the most expensive bike in Honda’s line-up.

Also See: 2018 Honda Gold Wing review, test ride

Aratrik Dev Varman’s latest collab, which was launched at the 2023 AD Design Show, features tropical landscapes and hat tips to Henri Rousseau, French toile de Jouy textiles and Japanese woodcuts

Launched in 2021, Delhi-based design studio Vakr is creating waves, quite literally, with their handcrafted furniture designs

Made for a family of musicians, the Nisarga Art Hub at Angamaly in Kerala has been modelled as a sustainable community residency

With the perks of a high-end hotel room in Chennai, but at a fraction of the cost, these premium spaces are moving to the next level

The brand’s 2023 ‘Life At Home’ report reveals the preferences of Gen Z, who now have a range to choose from

From versatile furniture to clever spatial arrangements, here are some ways architects redesign interiors to make more of less

How Indian designers are using the flexible rattan to design art installations, furniture, and decor accessories

While traditional houses often incorporate diverse wall materials and designs, modern construction practices mostly prioritise standardised, uniform approaches. There is a need for a more thoughtful and contextual approach to wall design in order to create unique and sustainable living spaces

Building on the Thar brand is the all-new, five-door version christened the Thar Roxx, but that is where the similarity with the three-door ends

Amninder Sandhu is using open-fire cooking and indigenous ingredients in her regional Indian restaurant

Vallachira panchayat in Thrissur District of Kerala has held Onam celebrations without a break since 1962. The 10-day festival which highlights folk performances is now a showcase for tourists

The menu, featuring 100 dishes, is a diverse mix of cuisines with dishes like spanakopita, Thai curry, muttai 65 and avakkai urulai

1. STD epidemic slows as new syphilis and gonorrhea cases fall in US  The Associated Press
2. Sexually Transmitted Infections Surveillance, 2023  CDC
3. At Long Last, the Surge in S.T.I.s May Be Leveling Off  The New York Times
4. ‘Been a long time since I felt that way’: Sexually transmitted infection numbers provide new hope  POLITICO
5. There are millions of sexually transmitted infections in the US every year, but new data shows the epidemic may be slowing  CNN

1. Fantasy football rankings Week 11: Sleepers, projections, starts, Russell Wilson, Calvin Ridley and more - The Athletic  The New York Times
2. Start 'Em, Sit 'Em Quarterbacks For Fantasy Football Week 11  Sports Illustrated
3. Week 11 Waiver Wire: Top Pickups, Drops Likely Available After Reviewing Box Scores  Bleacher Report
4. Fantasy Football Week 11 Defense (DST) Rankings and Streamers  NBC Sports
5. Fantasy plays: Players to start and sit for NFL Week 11  The Associated Press

1. Big Ten dominates latest College Football Playoff rankings  CNN
2. Oregon, Ohio St., Texas, Penn St. CFP top four  ESPN
3. College Football Playoff rankings: Georgia bumped out of bracket while Oregon, Ohio State hold steady at top  The Athletic
4. Georgia’s Omission From 12-Team CFP Projection Shows Strength of Schedule Is a Myth  Sports Illustrated
5. 12-team playoff is already BROKEN + Heisman contenders & pretenders | College Football Power Hour  Yahoo Sports

1. Archbishop of Canterbury Justin Welby resigns in abuse fallout: All to know  Al Jazeera English
2. Archbishop of Canterbury Resigns Over U.K. Church Abuse Scandal  The New York Times
3. Why did Justin Welby fall so tragically short? Because he was preoccupied with efficiency, not listening  The Guardian
4. Church of England Leaders Kept Evangelical Beatings Secret  ChristianityToday.com
5. UK Priest Who Married Prince Harry And Meghan Markle Steps Down Over Child Abuse Scandal  NDTV

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