I am not a good looking guy. Not at all. I’m fat, fat as they come. Not to mention ugly. And broke. doesnt change the fact that I had a lot of success with Adult Friend Finder. I signed up for a silver membership (which was like 30 bucks) [...]

Andrew Goodman's 21 Ways to Maximize ROI on Google AdWords, first released in March 2002, is still the definitive how-to on optimizing your pay-per-click campaign.

I was motivated by a news report showing an ABC correspondent having trouble getting through by phone to report a flock of oil-soaked pelicans. The news report made me realize that the iPhone is a great tool for reporting the location of birds needing help. It's built-in GPS capabilities make it a natural for reporting the location of birds needing help.

New Zealand immigration, investment and relocation information for living in, working in, or moving to new zealand.

Farmscape for October 31, 2024

Saskatchewan Agriculture reports the province's farmers are disappointed with this year's crops but relieved that things weren't worse.
Saskatchewan Agriculture released its final crop report of the season yesterday.
Tyce Masich, a Crops Extension Specialist with Saskatchewan Agriculture, says producers were able to get their crops off well before the heavy frosts set in.

Quote-Tyce Masich-Saskatchewan Agriculture:
Starting in May when producers were seeing it was very cool and wet so there were some seeding delays and also the early season cool temperatures specifically delayed crop development in the first two months of the growing season, which wasn't great for crops but the moisture did allow them to be well established for the lack of moisture in July and August that we saw.
In July and August there were hot and dry conditions throughout most of Saskatchewan which really hurt the early season yield potential that producers were expecting.
Early season, with all of the moisture that we had, there were more reports of early season root rot in crops which hurt crop establishment early in the season and then, as the season progressed and things got warmer and drier, that's when the grasshoppers really came out and started to feed on crops.
I know in the west and southwest producers were spraying for grasshoppers specifically and in areas of the province that would have gotten rainfall in the beginning July when canola was full canopy there were a lot of producers spraying for sclerotinia stem rot and there were some reports of sclerotinia stem rot in Saskatchewan but I think overall it had a pretty minimal impact on yields this year.
The biggest thing was the hot conditions in July really heat blasted a lot of canola which would have resulted in most of the yield loss for canola and other crops as well.

Masich says yields for most crops in Saskatchewan were slightly above average with the exceptions of crops like canola and mustard that were slightly below average but, given the dry years we've had the past couple of years, growers are happy with that.
For more visit Farmscape.Ca.
Bruce Cochrane.

       *Farmscape is produced on behalf of North America’s pork producers

Saskatchewan Pork Industry Symposium Audio Special for November 7, 2024

Ken Engele, the Manager of Knowledge Transfer with the Prairie Swine Centre, discusses “Taking Care of Basics-Measuring On-Farm Best Management Practices.”
Runs 6:31
https://fsaudio.farmscape.com/2024/11/engele-241105.mp3

Dr. Temple Grandin, an Animal Science Professor with Colorado State University, facilitates “A Discussion on Pig Handling and Welfare.”
Runs 13:08
https://fsaudio.farmscape.com/2024/11/grandin-241105.mp3

Dr. Martyna Lagoda, a Post Doctoral Fellow with the University of Saskatchewan, discusses “Advancing swine welfare practices to empower your industry: Outcomes and future directions from the NSERC Chair in Swine Welfare.”
Runs 8:00
https://fsaudio.farmscape.com/2024/11/lagoda-241105.mp3

Dr. Raj Sharma, a Post Doctoral Research Fellow with the University of Nebraska-Lincoln “Enhancing the future of pork production with new technology.”
Runs 10:25
https://fsaudio.farmscape.com/2024/11/sharma-241105.mp3

Dr. Brad Chappell, the Director of Veterinary Services with Topigs Norsvin Canada, discusses “Biosecurity-Back to Basics.”
Runs 5:01
https://fsaudio.farmscape.com/2024/11/chappell-241105.mp3

Dr. Bobbie Lundquist, the Emergency Preparedness Director with the Canadian Food Inspection Agency, discusses “ASF Preparedness,, Zoning and Zoning Arrangements.”
Runs 9:08
https://fsaudio.farmscape.com/2024/11/lundquist-241105.mp3

Stephen Heckbert, the Executive Director of the Canadian Pork Council, discusses “Changes to Canada’s Code of Practice for the Care and Handling of Pigs.”
Runs 9:54
https://fsaudio.farmscape.com/2024/11/heckbert-241106.mp3

Kevin Grier, with Kevin Grier Marketing and Consulting, discusses “the Competitive Status of the Canadian Pork Industry.”
Runs 5:07
https://fsaudio.farmscape.com/2024/11/grier-241106.mp3

Dr. Sylvain Charlebois, a professor with Dalhousie University, discusses “Navigating the Maze: Agri-Food Trends and their Impact on the Pork Industry.”
Runs 9:14
https://fsaudio.farmscape.com/2024/11/charlebois-241106.mp3

       *Farmscape is produced on behalf of North America’s pork producers

JupiterOne, the leading cyber asset visibility and management company, today announced the release of its second annual State of Cyber Assets Report (SCAR). The report analyzed more than 291amp;nbsp;million assets, findings, and policies to establish the current state of enterprise cloud assets, including cloud and physical environments of devices, networks, apps, data,amp;nbsp;and users.amp;nbsp;

Cloud computing has driven, and continues to drive, a paradigm shift for enterprise IT. Mastering the cloud has become essential for businesses amp;hellip; but what does that mean, and how can it be achieved? In a recent report titled 'From Taming Cloud Complexity to Achieving Cloud Mastery,'amp;nbsp;EPAM Continuum, the integrated business, technology and experience consulting practice of EPAM Systems, Inc. (NYSE: EPAM),amp;nbsp;answers the most pressing questions on the topic and reveals how to achieve the ultimate goal, mastering cloud complexity.

As I use Behold to build my HTML webpage for my family research, I realize I will have to include thumbnails of photos. Up until today, I hadn't thought of a good way to do that.

GEDCOM files can specify IMG tags, which give the location of an image on the local computer. But TRichview, which I'm using as the engine for the Everything Report, does not yet properly wrap text around images. My plan was to wait until they implemented that.

But then I realized that I simply want to display a thumbnail (very small version) of each picture on its own line, with any descriptive text about it on the right. So an easy implementation would be a table with one row and two columns. In the first column is the image. In the second is the textual information. No word wrap around the image is necessary and it should look quite nice.

Now what about getting the full image. The idea was to click on the image to bring up the original. That would be possible from from the Everything Report in Behold, also possible from the HTML web page Behold produces, and probably possible as well from the RTF Behold can output.

But then I discovered something quite elegant. There is a really nice Photo-Zoom capability available for web pages. You just put your mouse over the thumbnail and the full size image instantly appears in the same window. No clicking or new windows required. It is very user friendly and useful!

What I'll do is finish up the current version, hopefully in the next week or so. I've only got 18 more days until this alpha version expires. But since I need the photos in Behold's output for my project, I'll add the thumbnail capability as the first thing after this version is released. And if it's not too hard, I'll try to add the photo-zoom as well. That will be a killer feature if add it.

So you won't have to wait for images until Version 3 anymore. It'll be in Version 1.

[Capital FM] Health Cabinet Secretary Deborah Barasa announced on Wednesday that Kenya recorded 16,752 new HIV infections in 2023, a significant drop from 101,560 in 2013.

[WHO-AFRO] In public health, data serves as a critical foundation for understanding challenges and making informed decisions. Without clear, accurate information, it's difficult for individuals and communities to take meaningful action, and policymakers to devise and implement effective solutions. Recognizing this need, the World Health Organization (WHO), in collaboration with Ghana's Ministry of Health, organized a media training ahead of the Ghana STEPS Survey 2023 report launch to ensure its findings are

[The New Humanitarian] Malakal, South Sudan -- 'There is no house, no food, and no place to sleep for the children.'

September 1, 2005 – As of today, residents of every state are eligible to receive their credit reports free of charge from the credit repositories (Experian, Equifax and Trans Union). These free credit reports were mandated by Congress with the passage of the Fair and Accurate Credit Transactions Act (FACTA) in late 2003. Under the law, eligibility to receive free reports was phased in nationally, from west to east.

Thailand has reported a total of 3,025 cases

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

(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...

With the Suzuki V-Strom SX having left our fleet, I was without a long-termer for my daily commute to the office. As luck would have it though, Dinshaw, who was the custodian of our long-term Bajaj Pulsar N250, was set to go on a lengthy leave. So I was more than glad to grab the keys and draft it in as my V-Strom replacement. At least for the time being, is what I told my colleague.

But over the last few months, I’ve really grown to like the N250, so much so that Dinshaw has had to resort to using one of our other long-termers. Jumping off the Suzuki, the Bajaj feels compact and much more manageable in traffic, which is a boon. A special shoutout has to go to the superb headlight of the Pulsar; it’s a better and more effective unit than I’ve experienced on many bigger and more expensive bikes. The Pulsar also dealt with one of the longest monsoon seasons in recent memory with ease. There’s barely any rusting to speak of, apart from some small bolts, and even the plastic and rubber parts have held up well.

While our Pulsar N250 has been largely reserved for commuting, I did take it on a brief spin out on the highway and that shed light on a few things. Firstly, this 250cc mill is superbly refined with barely any vibrations at 90-95kph cruising speeds, which takes some fatigue out of riding for a long time. On the flipside though, I found the seat cushioning to be too hard. Granted, I don’t have the most padded posterior around, but even so, I’ve been finding it too uncomfortable leading me to move around on the seat every couple of minutes to ease some of the pain.

But a major reason for why it’s been hard to handover the keys of the Pulsar has been the superb fuel economy. With my regular commute and this brief highway stint taken into account, the Pulsar N250 managed an eye-opening 500km+ on a single tank. And it goes without saying that it has not all been sedate riding. I’ve genuinely been impressed with the N250’s balance of performance and efficiency.

However, as time has gone on, some issues have begun to creep in. The smaller issue is that one of the reflectors on the front fork came loose and fell off. It is held on by just an adhesive strip and I’m sure there are better ways to keep it secure. The bigger issue, however, has been with the front brake. When riding at low speeds, it feels like the brake pads are rubbing against the disc in an unusual manner even without the lever being pressed, almost as if the disc is warped. When I took over the bike this was barely noticeable, but it has grown as our time with the bike has progressed. The Pulsar is now off for its service and a check-up. More on the service costs and the front brake issue in the next report.

After having run wonderfully well for nearly its entire duration with us, the Ather 450X Gen 3 is unfortunately returning to its maker on the back of a flatbed, having thrown up a rather unusual glitch at the end of its tenure. As described in our previous report, the scooter downloads and installs updates overnight, but only completes the process the next time you turn the scooter on. Having returned from 10 days outside the country, I turned the Ather’s key on to be greeted with a message about the scooter completing an update. However, after remaining on this screen for about 5 minutes, the scooter then delivered a message saying that the update could not be completed, following which the TFT display showed the regular home screen.

When trying to put the scooter into a forward riding mode, it refused to cooperate. The process to start riding involves simultaneously pressing a brake lever and the starter button. But even after doing this, the scooter remains in Park mode, and keeps flashing a message saying “Press Brake + Start”. Neither a hard reset nor a full shutdown and restart has been able to rectify this issue. And an attempt to reinstall the latest update was thwarted by the fact that the Ather Connect subscription for our scooter has expired, removing many of the TFT screen’s features, including OTA updates. Speaking to the company, we are told that the glitch has been caused by the fact that the Ather Connect subscription has expired.

Ultimately, this experience serves as a prudent reminder. All the smart and connected tech that’s being showered on e-scooters these days certainly brings in a great deal of convenience and security. But at the same time, it also brings with it increased complexity, and the potential for software errors and glitches like this to present themselves. In extreme cases, these can prove to be a serious safety issue, as we’ve seen with the Ola S1 Pro – going backwards while being in a forward riding mode and vice versa. And in less severe (but still quite upsetting) cases like on the Ather, they can leave you and your vehicle stranded, even though its battery is full of juice.

For the most part, the 450X’s software package has proven to be one of the more robust and bug-free systems around, but clearly, even the best in the business is not entirely free from flaws. Software glitch aside, the 450X has proven to be an excellent companion on daily commutes. Its combination of zippy performance, extremely accurate range predictions and a slick user experience have been an absolute delight. Many of these highlights are also present on the more recent and more affordable 450S, but that scooter removes some of the excess complexity by sporting a simpler LCD screen in place of the TFT. It will be joining our long-term fleet soon, so stay tuned for a detailed account of how that scooter fares in the long run.

Our long-term Super Meteor hasn’t had a proper custodian in a few months and with a 4,000-odd km tour to the South coming up, I decided to grab the keys and give this bike a proper send-off from our long-term garage. Before this, I hadn’t spent proper seat time aboard the Super Meteor, and ever since it had entered our fleet, I’d always wanted to take it for a long road trip.

Even before I’d clocked a single kilometre on this ride, I was smitten by how good this bike looks. And it’s an opinion the general public seems to share. From the large teardrop-shaped fuel tank, that swooping rear fender and those chrome exhaust header pipes, this bike is a looker. There were some much larger and way more expensive bikes with me on the trip but even when parked next to those machines, the Super Meteor always had people swarming around it.

Those textbook good looks do come at a price though. Due to that long, low-slung silhouette that the Super Meteor cuts, suspension travel at the rear is quite limited. And it is set up quite stiff, which means that you feel every little bump on the road. It’s not as bad as some other Chinese cruisers at this price point, but it’s not a very pleasant ride either. What makes matters worse is that sofa-like feet-forward riding position, which means your back bears the brunt of all the abuse Indian roads subject the bike to. And when you inevitably encounter a mountainous speedbreaker on the road, you need to slow down to a halt and negotiate it carefully due to the limited ground clearance on offer.

To its credit, the Super Meteor only scraped its belly twice over the multitude of speed breakers I came across and that could be due to the fact that I had loaded the bike up with luggage, plus 80kg me. 

Thankfully, that sweet 648cc parallel-twin mill diverts your mind from all these shortcomings as soon as you twist the throttle. There’s no sudden surge like on a KTM 390 Duke (my personal bike that I usually tour on), but there’s strong pull available at fairly low revs in just about any gear. 100kph in sixth gear is effortless and if you choose to venture beyond that threshold, this engine will be a willing companion along with a sweet soundtrack to accompany it. Fuel economy while cruising at triple-digit speeds constantly ranged in the early to mid-20s for me.

If you’ve done any amount of touring you’ll know that an engine that just makes power isn’t everything; refinement is equally important. And I’m pleased to report that the Super Meteor has fared exceptionally well in this regard. What did annoy me on those long days was the fuel gauge that had a mind of its own once it dropped below the halfway point. In fact, if you put the bike on the side stand, the fuel level would climb back up and stay there for a good 5-10 minutes once you start riding, and then drop back down at an alarmingly quick rate. On a bike that’s got some proper mile-munching capabilities, fixing this niggle would go a long way.

The last service we did was a pretty comprehensive one as I wanted to make sure everything was shipshape before such a long ride. The total was Rs 10,351 which seems a little steep, and more than half of that amount (Rs 5,900) went towards replacing the front and rear brake pads. This is something to keep in mind because our bike had only done 4,000km when we got it serviced and the pads were nearly worn out.

In our nine months with it, there have been no worrying issues with the bike. It has held up largely well but there is a bit of oxidation on the engine casing and the triple clamp has also started to rust. However, our bike was parked outside through the monsoon so I suppose this may not have happened if the bike had sheltered parking.

Barring these issues, the Super Meteor 650 has been faultless and I have to say I’ll be quite dejected to see it go. However, the silver lining to this proverbial dark cloud is that we will quite possibly be swapping the Super Meteor for the new Himalayan, and that is one new Royal Enfield I believe will be a serious contender in the sub-Rs 4 lakh ADV tourer category. An exciting year up ahead indeed!

Also see:

Royal Enfield Super Meteor 650 long term review, 3500km report

Royal Enfield Super Meteor 650 long term review, 1180km report

It’s been a few months since our last report on the Xpulse 4V and the odometer has nearly doubled in that time. Most of the miles were down to regular trips to and from Pune, but there was also some off-roading and regular commuting thrown in.

Mostly though, the bike went through a full monsoon with it being parked out in the rain for some long periods. That did take a toll and we had to have the switchgear replaced after it stopped functioning properly.

The rainy season also proved to be a bit too much for the Reise tyres we installed earlier this year. The 50/50 tyres were superb off-road and on-road  grip levels were decent in the dry as well, although the tyres did ‘feel’ quite strange in how quickly the bike fell into lean compared with normal road tyres. However, the combination of rain as well as Mumbai’s atrocious slippery concrete roads resulted in a fairly uneasy, skittish experience.

In fact, the bike did get involved in an accident on the road, but instead of poor grip, it was down to a poorly driven rickshaw that decided to swing across a multi-lane road at the last minute without any indication whatsoever. While that resulted in a broken bone for my unfortunate colleague, the Xpulse took the impact remarkably well.

The engine guard has always annoyed me off-road because it gets in the way when you’re sticking your leg forward, but it did a good job in this instance. The guard got bent but took the brunt of the impact and kept the bike safe.

In that sense, the Xpulse does feel quite robust in general, but quality levels are a bit basic. Things have improved over the years, but you can understand how Hero has always managed to price this 200cc dual sport close to 160cc street bikes. The paint quality could be nicer and our windscreen also developed a rattle, which began before the accident.

In terms of reliability, things have been decent, but not completely incident-free. In our last report, we mentioned how the bike refused to start, which was diagnosed to be a faulty lockset that needed replacing. Since then, the clutch started to throw up issues and it felt like there was no clear bite point, which made things tricky in traffic. After a few visits to the workshop, this was diagnosed as an issue with ‘spring activation’.

Overall, the Xpulse has been an enjoyable all-rounder that has managed to be a frugal commuter as well as a fun off-roader. The nicest aspect was its simplicity and lightweight – the latter is something that becomes all the more apparent when you ride the big, new Himalayan 450. Sure, the Hero can’t come anywhere close to the Himalayan in most respects, but it’s a lightweight, affordable and cheerful motorcycle, and there will always be takers for such a machine. It will be missed.

Also See:

Hero Xpulse 200 4V long term review, third report

The motorcycle you see here came fresh from the showroom with just a handful of kilometres on the clock and we’ve already passed the 1,000km mark. Most of that has been within the city as the bike eats through my near-70km round trip commute to work with effortless ease. 

On most motorcycles, the one-way journey usually takes 50-55 minutes on a good day, but the Himalayan has sliced that down to about 45-50 minutes. It’s not like I’m going any faster than I normally would, but I just don’t have to slow down that much over the bad patches.

The Himalayan’s superb suspension along with its composed chassis and comfy riding position help it plough through broken stretches without a care, and that’s a beautiful feeling if you live somewhere with terrible roads. 

This is a big bike, there’s no getting around that. Shorter or less experienced riders will find it a bit intimidating and you do feel the heft when lifting it off the side stand. But in a market where approachability and friendliness is pretty much the norm, it’s refreshing to have the option of a proper, large motorcycle. Besides which, I find the size and heft is completely justified given the bike’s comfort, capability and large fuel tank. 

In traffic, the steering requires less effort than you’d expect and that makes filtering through tight gaps quite easy. I recently got to ride my brother’s 390 Adventure across the city with him riding the Himalayan. After an hour and a half, it was apparent that the rider on the Himalayan has to work less and feels less fatigue as well thanks to the suspension, seating position and mid-range torque. In comparison, the KTM is noticeably more sporty and lighter feeling, (both in general and in terms of clutch weight). It was also more rewarding when revved out but I was happy to be back on the Himalayan after the ride.

Reliability so far has been spot on. The bike starts without hassle, has never stalled or done anything weird and the fuel gauge is delightfully accurate – something RE’s other bikes could definitely learn from. I’ve been getting around 25kpl in the city with plenty of spirited riding and with that big 17-litre tank, highway range is very good.

The Himalayan’s first service is due at the 500km mark, at which point the service centre gives the bike a general check-up and changes the engine oil. The cost came up to Rs 3,062, of which Rs 2,415 was towards 2.1 litres of semi-synthetic 10W-40 engine oil. The rest included Rs 250 towards a “first service kit”, Rs 118 towards “consumable charges” and Rs 279 towards a chain lube and cleaning kit. 

That essentially sums up life with the Himalayan so far and it’s been a good time. I’d like to be able to do some off-road riding before this pleasant Mumbai winter weather burns away and maybe get a few choice accessories installed as well. More will be shared in the next report.

The time has come for our long-term Bajaj Pulsar N250 to return to its maker and it will be missed. Partly because it leaves me without a bike to commute to and from the office, and I now have to drive or take the train; both of which I find tedious. But it’s mostly because of how good a package it actually is.

For starters, I really like the design and the black paint with red accents on our bike has grown on me. Ours is the dual-channel, ABS-equipped version, which can only be had in this scheme. This may not be to everyone’s taste, so perhaps Bajaj should look into offering more colours. Another thing I grew to appreciate was the digi-analogue cluster. The big analogue tacho that takes centre stage looks really nice and I love the way it does an end-to-end sweep whenever you twist the key on. The digital screen, however, is a little too small for the amount of info it packs in. However, Bajaj will soon launch an updated model with a fully digital display.

Fuel efficiency has also been a big plus. I’ve been averaging around 36kpl in varied conditions and not all of it has been with a light twist of the wrist. The silky motor has enough pep and it sounds good too. Finally, the light clutch and comfy suspension also meant that it dealt with Mumbai’s broken and jam-packed roads with ease. 

Some of the things that were not so nice were its hard seat, the low-set handlebar and some minor oxidation on the bolts of the handlebar clamp. Now, let’s come to the issue with the front disc that, unfortunately, became the main talking point in its last few weeks with us.

Upon the issue worsening a couple of months into our tenure, the bike went to the Bajaj service centre for inspection. They got back saying the issue was with the brake pads as they weren’t set correctly and that it has been rectified. However, the problem crept up again within a day. After another visit to the service centre yielded similar results, the bike went back to Bajaj for inspection. And it was there where our original suspicion was confirmed; the N250 did, in fact, have a warped disc.

This doesn’t seem to be a known issue and as the bike had never been dropped or crashed, the only plausible explanation was a manufacturing defect. The front disc (Rs 2,242) was then replaced and the bike was returned to us. Ever since, the Pulsar N250 was working just fine till it left our fleet. Bajaj tells us that the disc will be replaced under warranty, as long as the brake pad wear is within defined limits. 

Our time with the Pulsar N250 was mostly spent commuting in the city and that’s where it feels at home. Sure, it can tour if you want it to, it just won’t be very enjoyable because there isn’t much high-speed performance. On the whole, I’ve really liked the time I’ve spent on the N250 and if you are looking at a sporty motorcycle that’s relatively comfy, looks good and is light on your wallet, this one is worth considering.

Also See:

Bajaj Pulsar N250 long term review, 730km report

Bajaj Pulsar N250 long term review, 2000km report

It’s been an interesting time for the Autocar India long-term fleet off late. Only about a month back, we had more bikes than people to ride them and since then, as many as four motorcycles have returned to their manufacturers, including my last long-term Bajaj Pulsar N250. That only left Rishaad’s Himalayan long-termer in the fleet and I had to resort to public transport. 

Not for long though as the Xtreme 160 4V we had last year is now back on duty. The bike had gone to the company for a while and it came back to us at just the right time. In that time, the bike did gain a few scuffs on its easily marked matte green paint, but it also had its first service done, which cost Rs 570 – a big chunk of it was for the oil change and labour was free.

My first impression of the Xtreme was that it’s a great-looking bike and that feeling still remains. The muscular tank, split seat, sharp headlight design and the golden USD fork give it that sporty and purposeful stance. Though I’m not a fan of this colour scheme, it has grown on me over time. I particularly like the grey paint on the tank, which has a lot of sparkle and is finished well.

I’ve had the Xtreme for a couple of weeks now but have only been able to add a few hundred kilometres since. Blame our travel-intensive schedule for that. And hence, I haven’t been able to calculate the fuel efficiency yet. We did an in-depth road test late last year during which the Xtreme 160R 4V returned 44.4kpl in the city and 47.5kpl on the highway. I’ve only ridden in the city, and more enthusiastically than we do on our efficiency runs. So realistically, expect the efficiency to be around 35-40kpl, which is still good. 

I also really like the ride quality of this bike. It’s supple and not overly soft or hard, which makes riding over Mumbai’s broken roads a fuss-free affair. The seat is nice too, if not a little too soft for my liking. The engine is also refined and has a good mid-range grunt.

The gearbox, however, is something I’m not gelling with as well. Firstly, it’s geared very short, so you’re constantly upshifting and/or downshifting, which gets tedious after a while. It also isn’t the slickest and you need to slot it into gear firmly. Otherwise, you can get a false neutral; something that’s happened to me quite often. I can also feel the clutch slipping on occasion, which wasn’t the case when we had the bike earlier. This may have been caused by riding on half clutch for extended periods when the bike wasn’t with us. 

The other irritant was the LCD screen. It’s a negative screen, and positioned away and at an angle from the rider. This means that it picks up quite a lot of glare from the direct sunlight overhead making it really hard to read on the move. The solution is to cover the top of the screen with your hand, which will then reveal the info on the display.

To sum up, in my short stint, the Xtreme 160 4V has been a reliable and affordable means of commuting. But I’m hoping to discover more things about it as I spend more time in the saddle. Perhaps a long ride is on the cards. 

Our long term Himalayan has a pretty strong tendency for leaning to the right. No, that’s not a silly election season joke, because the bike actually does pull to the right the moment you let go of the handlebar. Since I don’t tend to do that very often, it was a while before I discovered this behaviour, but plenty of subsequent experimenting has proven that the bike always goes right, even if it’s against the camber of the road. 

I’ve sent the bike to RE a couple of times to look into this and it continues to take place. This led me to ask a few other Himalayan owners if they’re facing the same thing and a couple of them have. What’s interesting is that the bike behaves perfectly normally until you let the handlebar go. So those who have at least one hand on the handlebar at all times will probably never discover this and it hasn’t proven to be problematic in any way. Nevertheless, we’re keen to hear if you’re seeing something similar with your Himalayan as well. 

With the bike having spent quite some time with RE as well as my own typically hectic shoot/travel schedule, I haven’t put on many miles since the last report. Thankfully, there is still plenty to report. Let’s start with the positives. 

Rahul recently borrowed the bike for a weekend blast to his hometown and he came back to the office with the biggest grin I’ve seen in the longest time. He’s the sort of rider who pushes a bike hard and he was thrilled with the Himalayan’s handling, performance and off-road ability. It was great to see someone who hasn’t yet experienced this bike feel as pumped about it as we were when we first rode it.

Things haven’t been so rosy from an ownership perspective though. Kuldeep from our photography team bought his own Himalayan a few months back and he already had a nasty experience with a puncture. In the process of removing the rear wheel and then levering the tyre off the rim (oh, the joys of tubed tyres) the roadside mechanic managed to not only put a deep scuff in the rim but also damaged the rear brake pads.

The next issue came in the fact that not a single dealership in Mumbai had replacement brake pads or a replacement rear tube to sell. With a 140-section tube exceedingly hard to find, Kuldeep’s bike now runs a 120 sized tube. It appears that the Himalayan’s spare part supply for basic essentials like tubes, pads and brake/clutch levers is still in very short supply.

 What’s also quite disappointing is that the optional tubeless rims that were showcased at the launch event six months back are still nowhere in sight. It is starting to appear that those of you who want tubeless convenience will have to find it through aftermarket fixes. They certainly aren’t a long-term, reliable solution as a proper set of rims, but they definitely beat the hassle of potentially being stranded on the side of the road. 

I suppose the silver lining here is that these issues aren’t reliability related. Our Himalayan has been rock solid so far and aside from occasional frustrations with the fiddly toggle button that controls the TFT, the bike has run flawlessly. I see no reason why that shouldn’t continue and I’m now looking forward to trying out a few choice accessories – particularly the touring seats and the engine bash guard.

Also See:

New Royal Enfield Himalayan long-term review, 1,000km report

My daily commute involves a mix of both highways and narrow streets, and the Xtreme 160R 4V—my first long-termer at Autocar India—has been great for the most part. I also had the opportunity to take the Xtreme 160R 4V on a little road trip from Mumbai to Pune, but more on that later. The bike’s USD fork suspension is one of its highlights as it is not only good-looking but also irons out a majority of broken roads.

What also helps me dart through jam-packed traffic is its agility, which makes my commute engaging. Bunny-hopping over extra-high speed breakers or encountering the occasional dirt patch doesn’t disturb the Xtreme 160R 4V’s composure.

Another highlight for me is the fuel efficiency—40kpl—as it keeps me away from the petrol pump. The Xtreme 160R 4V is also a handsome-looking motorcycle and is only held back by its easily tainted matte paint scheme. The seats, too, are well cushioned and cosy during my commutes, but they will give you saddle soreness on longer journeys.

During my road trip, I discovered a majority of its drawbacks, starting with the lack of a 6th gear, although none of its rivals have one either. The Xtreme 160R 4V will happily cruise at triple-digit speeds, but it feels a little high-strung. And if long highway rides are part of your plan, you should consider a bike from a segment above.

The other complaint is that the negative LCD is illegible for the most part, and I often had to lean over or block out the sun with one hand before I could view any information on it. As an experienced rider, it didn’t bother me too much, but those who are new and dependent on the gearshift indicator will find it tedious.

Speaking of gears, the gearbox tends to hit false neutrals, although I’m not sure if the issue is just with our unit. The headlight performance is adequate, but it won’t impress you. However, if you can look past these drawbacks and keep your rides limited to the city, the Xtreme 160R 4V can be a great commuter and is rather pocket-friendly. Its ride quality alone is enough to win you over our poorly constructed roads.

Also see: Hero Xtreme 160R 4V long-term review, 2,500km report

 

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.

Also see:

Mercedes EQE SUV vs Audi Q8 e tron vs BMW iX vs Jaguar I Pace comparison video

Mercedes CLE review: Breezy cruiser

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

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

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

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

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

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

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

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

Also See:

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

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

The Hyundai Creta is one of the most in-demand SUVs in Autocar India’s long-term fleet, and it isn’t hard to see why. It’s spacious, comfy, practical and feature-loaded, and with the petrol-CVT powertrain this one packs, it’s right at home in the city, too. So I was very happy that I managed to snag the keys and draft it in as my ride for the rains. And while I’ve been using it mostly for commuting, with the monsoon season in full swing, a road trip with friends was soon planned, and the Creta was called into action as the weekend getaway car.

With not much luggage for a two-day trip, the Creta’s practicality wasn’t put to the test, but the 200-odd km highway drive did reveal a few of its other attributes. Let’s start with the seats; they’re very comfy and ventilated, and the power adjustment means it’s easy to get your ideal driving position. I also appreciate the Creta’s absorbent ride, as it dealt with the broken patches of the old Mumbai-Goa highway with ease. The Creta felt absolutely composed on the road despite loads of standing water on the highway and gusty winds on the Atal Setu. Another thing I grew to appreciate is the well-executed blind spot monitor that shows up in the instrument panel. This feature proved to be very useful when visibility from the wing mirrors was poor due to the weather. The 360-degree camera also proved its worth when parking during rain. 

But perhaps, what I like most about this particular Creta, is its easy-going nature – it has made me a much calmer driver, and that has only helped with fuel efficiency. A lot of that is down to the buttery smooth 1.5 petrol-CVT powertrain combo. The engine is barely audible inside the cabin. While you do get some of that typical rubber-band effect from the CVT when you’re pushing, it’s well-masked in this SUV. Overall, it makes for a relaxed driving experience that rarely brings out the ‘racer’ in you.

There’s not much wrong with the Creta, but I’ve noticed some things that could make living with it even more comfy. I would’ve liked it if the centre armrest had a sliding function to rest your elbow on long drives. Wireless smartphone integration would’ve been appreciated, too. The light-coloured upholstery has been a pain to keep clean in this weather.

Overall, it’s been a comfortable and trouble-free few weeks with the Creta. I’ve also figured out how to solve some issues, such as Android Auto only appearing in split screen and the infamous lock/unlock beeps. More on that in the next one – if I’m able to hold on to the keys.

Also see:

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

Hyundai Creta facelift sells 1 lakh units in just 6 months

Hyundai Alcazar discounts increased to Rs 90,000 ahead of facelift

Yes it’s back. If you’ve been a regular reader, you might remember we had already published the final report of this particular Kushaq Monte Carlo. Thing is though, a lot of us really love this bright red SUV. So when we asked Skoda if we could keep it a bit longer, they very kindly obliged. These days it’s rare to find a mass-segment offering that’s high on driving pleasure. Most are set up to deliver a comfortable but anaesthetised drive. Not this one. And that’s why we all love driving it.

Shapur loves the 1.5-litre TSI engine that’s strong and makes the Kushaq quick off the line as well as in roll-ons. Hormazd took it to his favourite haunt – Mahabaleshwar – and came back proclaiming this to be the best mass segment DSG by a long shot. And I am really smitten with its ride and handling balance. These traits have really come in handy during the monsoons – overtaking black-and-yellow cabs, struggling through rain-ravaged streets with fogged up windscreens is a breeze. Flex your right foot and you get by in an instant, and if you need to, tug on the paddle and the gearbox is super quick to respond. The best part is it rarely second guesses you, so it does exactly what you want and that’s what Hormazd really liked. Coming down through the ghats, one to two successive paddle pulls, and gear changes are delivered quickly and without hesitation. A side note: in very-low-speed traffic, it does trip up, fumbling between first and second gears.

The monsoons have also put the suspension to the test. While I like the ride and handling overall, my preference leans towards handling, with a firmer setup. And although this means you don’t have a cushy ride over the rough stuff, it also means it does not bottom out on the many potholes and sharp edges that are literally everywhere.

The wet stuff has managed to trip up the rearview camera though. On two occasions – both during a heavy downpour – the feed began to stutter rapidly, making it impossible to see and judge your parking. It’s most likely moisture or water related and might disappear come drier days, but in any case, we will have the dealership inspect the connections as it’s not a screen issue.

That aside, the monsoons have been a breeze for the Kushaq. Even the AC, which used to struggle maintaining low temperatures in the summer heat, does just fine in weather like this. Fuel efficiency has not dropped too much, either. A slower pace overall has seen me get single-digit figures – around 7kpl – but in freer-moving traffic, it does rise to low two digits. That’s thanks to the cylinder-deactivation function, which, during steady low-load cruising, shuts down two cylinders for better efficiency. I’m definitely going to hang onto this one until the rains stop. I’ve got an out-of-town trip planned, and so far I’ve not had to contend with water-logged and flooded streets. But if I do, the Kushaq’s 155mm laden ground clearance will certainly come in handy.

Skoda Kushaq Monte Carlo long term review, 12,200km report

Skoda Slavia, Kushaq prices down by about Rs 1 lakh

The Tucson is something of an anomaly in the Autocar India long-term fleet because, somehow, it’s flown under the radar. And at first, I couldn’t figure out why. I checked our records. It’s been with us for almost a whole year, and we’ve put 11,000km on it. Yet, very few of the team drove it much or had a lot to say about it. I remember reviewing the Tucson at the media event back in 2022, and there’s a lot to love. So when I heard it would be returning to the Hyundai mothership, I quickly snapped up the keys for what would be its last stint with us. After spending some time with it, however, I soon realised why it changed hands so very often during its time with us.

But before we get to that, just look at it! No mainstream SUV, even a premium one like this, has any right to look this good. And even if the curves and cuts in the bodywork don’t fit your aesthetic, there’s no denying the amount of work that’s gone into it. It puts a smile on my face every time I lock or unlock it, and those trapezoidal LEDs light up like wings integrated into the grille. Even the fang-like LED tail-lamps are a work of art. Another detail I absolutely love is how the rear wiper is hidden under the spoiler, not only removing visual clutter but literal clutter, too, as it stays protected from dirt, leaves and other detritus. 

Inside, too, I don’t think even my own review gave enough credit to how forward in design and quality this is. Remember the old Tucson? It feels like a two-generational step back compared to this. And now, since we also have a Creta and an Ioniq 5 in our fleet, it’s easy to see the Tucson is far closer to the latter on the inside. They’ve found the perfect height for the freestanding digital driver’s display – it doesn’t block your view of the road, and the steering doesn’t block your view of it – and behind it, the horizontal band of AC vents flow seamlessly into the doors. On that subject, a simple but superb feature: the ‘diffuse’ function, which, coupled with auto climate control with three intensity settings, cools the car without blasting you in the face with a strong draft. 

The interior is not without its foibles, though. The cream upholstery is well past its ‘stay clean’ date and has aged the interior far too quickly; you have to reset the drive mode and ADAS to your preferred setting every time you start the car; and I can only hope Hyundai will figure out wireless Android Auto by the next generation. And while the rear seat is huge, a lack of window blinds is a huge miss. There’s also an unidentifiable rattle from the parcel shelf that echoes around the big boot.

Down to more mechanical things, the Tucson is nothing to write home about. The handsome wheels hide a clunky ride, the handling is easy but ponderous, and the turning circle is enormous. But really, it’s our Tucson’s powertrain that’s the big letdown because it’s the petrol version. Rather than going with a modern direct-injection turbo petrol, as is offered overseas, the Indian car uses the same old 2.0 MPI naturally aspirated petrol, allied to an equally antiquated 6-speed torque-converter automatic, as the old Tucson. 

Apart from a generally underwhelming driving experience, it’s also resulted in the worst fuel economy we’ve experienced this side of a supercar. Forget double digits, the Tucson petrol struggles to get past 7kpl in city driving, which explains why none of my colleagues drove it for very long. The solution is simple (unless you live in the Delhi NCR, I suppose): opt for the diesel, which is superior in every conceivable way, including using a more modern 8-speed auto, and even an AWD option. Yes, the petrol version is several lakhs cheaper, but at the rate it drinks petrol, the costs would even out sooner than you think.

Fun fact: Hyundai was meant to swap our petrol Tucson with a diesel somewhere during the year but never did. Lord knows how many more kilometres it would have covered had they done that. But more to the point, more of us would certainly have spent a lot more time in what is otherwise one of the best premium SUVs in the market.   

Also see:

Hyundai Tucson long term review, 21,000km report

Hyundai Tucson long term review, 18,500km report

I like big, flashy, ostentatious cars just as much as anyone else, but let’s be real. I live in Mumbai, where commutes are more accurately measured in time, not distance. The streets are small and crowded, traffic moves at a wheel-to-wheel crawl, and when it rains, the road surface starts to resemble Normandy Beach on D-Day. To tackle the first two obstacles, a small car is best, preferably an electric one that doesn’t emit fumes whilst it’s stuck in traffic. That’s why I loved our long-term MG Comet so very much. The latter issue, however, is best tackled with an SUV; something even an ardent sedan aficionado like myself will concede. Enter the Punch EV, which, in its first month alone – an arduous one during peak monsoon – has managed to fulfil that very specific list of requirements.

Okay, it’s a size or two up on the Comet, but that’s not to say it’s large; it feels noticeably more compact than even the Nexon EV we ran in our fleet last year. You pay the price in the back seat, which doesn’t feel as spacious as even the Comet’s (one of the benefits of the MG’s boxy design and skateboard platform). But since I rarely have passengers, this is no bother. What’s most important is its small footprint in a traffic jam, and the ease with which you can park it just about anywhere in Mumbai. On that last point, I find myself relying more on the large rear-view mirrors, as the rear camera quality isn’t sharp. Its feed regularly fails, and during the monsoon, it’s often quickly caked in muck kicked up by the tyres.

With a potent 122hp in such a tiny package, performance feels almost excessive. While it was initially fun watching other motorists’ looks of surprise as a Punch scurried away from them when the lights turned green, these days I find myself staying away from Sport mode because it’s simply too strong for crowded city environs, and flooring it can cause alarming wheelspin. While Eco mode isn’t overtly dull, I’ve come to prefer City (or Normal) mode, which just feels a bit more effortless. What’s more, I’ve been playing around with the adjustable regen, done via paddle shifters behind the steering wheel; very premium. The ideal mix I’ve settled on for around town is City drive mode and Level 2 regen, which I think complement each other well. It also helped contribute to city efficiency of 6.9km/kWh, which translates to a potential 240km from its 35kWh battery.

While I like that they’ve moved to the upmarket paddle-style regen mode selection, I’m disappointed they went back to the rotary dial for the gear selector; the Nexon EV has since moved on to a smart monostable lever. Yes, it’s cool that a colour screen shows you what drive state you’re in, but the shift is still slow and sometimes doesn’t happen at all. You have to look down to see if you’re in D or R every time – a huge frustration in the heat of the moment while making a three-point turn on a busy street, as I have to do it daily to get into my home. Moreover, we too experienced the ‘EV System Critical Alert’ error message, which is a known issue in Tata EVs. While the vehicle started up just fine, it would not lock, although the error subsequently disappeared on its own. Nonetheless, Tata was quick to collect the car for inspection. It’s also really annoying that the car alarm goes off if you exit the vehicle with the key, even for a few seconds while the car’s running, like to shut a gate, for example. My neighbours aren’t fans. 

But these are all things I’d be prepared to learn to work around for the overall package the Punch EV delivers. I’ve mentioned the powertrain already, but the ride quality is something that has to be experienced to believe. Forget compact SUVs, it’s safely on par with midsize SUVs two classes above, and the little Punch just crushes monsoon potholes without flinching. Then there’s the features list, which is so vast, you’d think Tata would’ve saved some stuff for its more expensive EVs. In fact, at the recent Curvv EV launch, I couldn’t help but chuckle when I realised most of its features were available in the Punch EV, too. 360-degree cameras with blind-view monitoring? Ventilated front seats? A sunroof? Connected tech? LED lighting? You don’t expect any of this in a sub-compact SUV.

Also see: 

Tata Punch EV review: Feels like a mini-Nexon EV 

Tata Punch EV road test, review 

The Mini Cooper was one of the first cars to introduce the concept of an affordable, fun-to-drive small car. As time passed, affordability reduced as the new Mini models climbed up into the premium end. But, of course, the fun element remained. In a similar vein, albeit at the other end of the spectrum, is the Maruti Swift. The first generation Swift was fun, and in keeping with Maruti’s ethos, affordable too. However, since the launch of the fourth-generation Swift, there has been a lot of talk about the smaller three-cylinder engine – lacking in power and grunt – and the price climbing higher, reaching levels of its elder sibling, the Baleno. Yes, the price has climbed higher for sure, but as for performance, it hasn’t been an issue for me at all. I say this after using the new Swift as my daily driver for around a month now. 

The shape and size are just right for the city, the seats are soft and comfy, and the engine – well, it’s efficient. And that’s always a higher priority when I’m paying fuel bills. Since I got the Swift, I’ve clocked over 1,000km and the average efficiency has always been above 14kpl. And no, I do not drive it with a light foot. To be fair, on many occasions, I can’t. In peak-hour traffic, the engine is more than adequate, but as soon as a few overtakes are on the cards, it needs to be wrung hard. The linear power delivery just doesn’t cut it, and the only quick fix is downshifting. Speaking of which, I had hoped for an automatic after driving the manual Exter for over three months, but the Swift is yet another manual. I would have sulked if it were any other car, but on the Swift, having a manual gearbox is fun. The clutch is superlight and absolutely effortless, the gears slot in well, and you almost forget about the lack of pep from the engine. The seating position is also bang on, and there is a dedicated dead pedal for added comfort.

What’s a bit of an annoyance is the auto start/stop, which helps save fuel, but in stop-go traffic, the constant shutting off and on will add to the suffering. Thankfully, it just takes a press of a button to turn it off. The other negative is the camera quality. Given the price at which the new Swift has been launched, you would expect a decent parking camera. However, the resolution is poor on the new Swift, and even basics like dynamic guidelines are missing. In the dark, and while it is raining, you cannot rely too much on it. Speaking of darkness, there is no rear cabin light, which I’m guessing helps save some costs, but it is essential. I end up storing shopping bags or small items in the back seat and in case they roll off or I can’t find them, I have to use the phone flashlight. A lamp at the rear would have helped.

The rest of the car, though, has been perfect in the city. The steering is light enough to allow zipping through narrow streets and parking in tight spaces, especially in and around the crowded suburb of Bandra. The boot is more than adequate for a weekend out of the city, the rear seats get dedicated USB-A and type-C charging ports as well as AC vents. LED lights work well in the dark, the ground clearance is plenty, and there is nothing to complain about the ride comfort from the 15-inch wheels. Honestly, the more I drive it, the more I like it.

As an introduction, it has been very positive, and most apprehensions about the dull engine performance fade away. However, once this anniversary issue closes, I’ve planned a getaway out of town, which will involve a whole lot more overtaking and triple-digit speeds. How the engine fares there is what the next report will be on.

Also see:

2024 Maruti Swift road test, review

Maruti Swift vs Baleno comparison video

Maruti Swift CNG launched at Rs 8.20 lakh

It is almost impossible to get hold of our long-term Skoda Slavia’s key, which Shapur has been clinging onto ever since it arrived in the Autocar India fleet. It isn’t hard to see why, though – the combination of 150hp turbo petrol and dual-clutch transmission, along with the very European driving dynamics, make it a hoot to drive. Luckily for me, his packed schedule with back-to-back travel for all the special stories for our (previous) 300th issue and (this) anniversary issue resulted in the Slavia being left uncommissioned in one of the corners of our office parking lot. And with a full tank of fuel, too!

Straight up, finding an ideal driving position is a breeze thanks to the electric driver’s seat controls and multiple steering adjustments. And I can’t applaud the 10-inch touchscreen’s seamless connectivity enough, especially with wireless Android Auto. Also, while the sound system isn’t branded, the quality is impressive, with clear vocals and strong bass. 

Enough has been said by Shapur about its strong 150hp 1.5 TSI turbo-petrol engine. So I won’t repeat it. It is quick, and the mid-range pull is strong, but because of its linear nature, I miss the drama of yesteryear’s turbo-petrol mills, wherein turbo lag was followed by manic boost; those had a charm of their own. Also, at high revs, the 1.5 TSI sounds quite boomy. 

The seven-speed dual-clutch isn’t very smooth in stop-go traffic either. It makes the car lurch ahead while rolling off from a standstill. While decelerating, the downshifts occasionally feel jerky. The overenthusiastic auto stop-start system kicks in even before the car comes to a full halt, which gets very annoying at crawling speeds. Finally, enthusiasts who want to unlock more out of this engine will be disappointed as most tuners haven’t been able to crack its ECU.

One evening, I drove the Slavia at my docile best and tried to induce its cylinder deactivation technology as often as possible. It was a smooth-flowing 22-minute journey from office to home, with the usual traffic signals and auto stop-start feature doing its thing, and the best I managed to achieve was 13kpl as per the instrument cluster display, which is quite accurate. But bring in bumper-to-bumper traffic and high ambient temperatures into the mix, and after just a few minutes of idling, like any other turbo-petrol car, fuel efficiency nosedives to single digits – which is what we’ve been averaging to date.

After spending a couple of weeks with the Slavia, I revisited our road test and can relate to every little detail mentioned, especially this statement, which summarises my experience perfectly: “The Slavia is so good, it is one of the most rounded offerings in the segment, and with its practical yet fun-to-drive nature, this sedan has got serious potential to sway SUV buyers in its direction.”

Also see: 

Skoda Slavia DSG long term review, 5,700km report

2022 Skoda Slavia review, road test

I’ve always had a soft spot for Mercedes-Benz. The sheer luxury they offer simply bowls me over. While hardcore performance cars are often what I usually find myself behind the wheel of, every now and then, it is nice to sink back into the lap of luxury. And that’s been the case with the Mercedes-Benz GLC 220d in our long-term fleet. It was my daily driver for a few weeks, and I must say it always put a smile on my face each time I walked up to it to start my long commute to the office.

I really like the styling of the GLC, which is just right and not over-the-top; it looks smart and has a good road presence, too. What I like even more, though, are the interiors. The inside complements the exterior perfectly, beginning with a neat and smart dashboard. However, I have to mention that for an otherwise minimalist cabin during the day, I found the ambient lighting a bit overwhelming with all sorts of colours on the dashboard and around the cabin. Thankfully, it can be toned down to a single colour or the brightness can be reduced. While there have been mixed opinions about it among my colleagues, I personally like the pinstripe pattern, which goes well with the matte dark wood insert on the dash.

I also like the large 11.9-inch touchscreen, which is conveniently placed with a slight tilt towards the driver, making it more driver-centric. I also like the fact that most controls are integrated into the central touchscreen, along with a single bar of buttons for quick access to driving modes, park-assist, hazard lights, and volume controls. It sure looks neat, but feels loose when used.

Something that I am really particular about in cars is the seats, especially the driver’s, as that’s where I spend most of my time. I must say that the GLC’s front seats were perfect for me. The cushioning is on the firm side, but I really like the side bolstering, which offers great support. I also found the brown leather seats perfectly suited for everyday use, without having to worry about them getting stained or dirty easily. What I found very useful was the seat memory feature, which allowed me to store the seat position, steering reach/rake, and wing mirror position every time I had to swap cars with my colleagues. Another aspect I really appreciated was the Burmester audio system, which delivered top-notch, crisp audio quality. Also worth mentioning are the side footboards, which made it easier to get in and out of the GLC.

Another feature that is very helpful is the 360-degree camera, which also offers a simulated under-bonnet view using the front camera. What’s even more interesting is the GPS-activated 360-degree camera, which begins to relay a feed as soon as the GLC arrives at a saved GPS location. This is convenient if your parking spot is in a tight space. One oddity I did notice is that Google Maps via Apple CarPlay is projected on the whole screen, while when using Android Auto, it shows up on only half the screen.

The GLC proved to be a perfect mile-muncher as it offered an estimated range of over 800km on a tank of diesel. This made it a go-to choice for long road trips for me, and I enjoyed the way it drives. There’s a healthy dose of torque, and the tall gearing means the GLC 220d was happily stretching its legs on highways. The 9-speed torque converter gearbox worked seamlessly and was fun to toggle between gears via the paddle shifters every once in a while for some enthusiastic driving. I found the suspension to be on the firm side, but it was never uncomfortable. The chunky 55-profile tyres were a boon on bad roads, providing extra cushioning where needed.

The GLC is equipped with Level 1 ADAS, which includes lane-keep assist and active brake assist. While these features are good for safety on highways, I found the active brake assist too intrusive and sensitive for our cities. Annoyingly, every time I turned it off via the settings, it would come back on with each ignition cycle.

But these grouses aside, the GLC is really a well-sorted package and I had a comfortable time using it as my daily driver to work and on some enjoyable drives out of town. It is headed back to Mercedes now, and while I am a bit sad to see it go, on a greener note, we’ve got the Mercedes EQE SUV in the long-term fleet. More on it soon! 

Also see: 

Mercedes GLC and GLE coupes could be axed in the future

Mercedes GLC long term review, 8,700km report

2024 Mercedes AMG GLC 43 Coupe video review

It isn’t often that a new car impresses me as much as the Toyota Hyryder has. The hybrid’s EV-like initial responses, fuel efficiency that’s better than most frugal diesel cars and a likeable package backed by Toyota are some of the reasons why I persuaded my wife to buy the SUV as soon as it was launched.

But while I have one at home, it’s hard to pry it away from my wife. So, I grabbed the keys to the one Toyota lent us as a long-termer.

I think the Hyryder’s design is very appealing, and its ‘Speedy Blue’ paint makes it quite striking, too. On the inside, the dashboard and doors have a nice leatherette padding, and the brown and black colour scheme certainly lifts the cabin’s perceived quality. You can’t ignore that it shares many parts with lower-priced Marutis, but it isn’t to the extent of feeling cheap or offensive at its Rs 20 lakh price.

The Hyryder’s ergonomics are spot on, with plenty of seat, steering and central armrest adjustment for you to get comfortable. However, the seats aren’t the comfiest, and the cushioning results in some body ache on longer drives. At the rear, space is adequate for two adults – it isn’t as wide as the Creta’s – although six-footers will find headroom tight even with the backrest fully reclined.

After several road trips and airport runs, I can confidently say that with a plus-sized check-in bag in the boot, there’s only about enough room for a laptop bag; you can slide a laptop bag into the slim storage beneath the boot floor, too. On either side of the boot, there’s a deep storage area that is useful to stow smaller items.

I must talk about the touchscreen and wireless charger as well; the touchscreen’s software is buggy, resulting in frequent disconnection and low call volume when connected to wireless Android Auto and Apple CarPlay. We hope a software update solves this. The wireless charger is also flawed; it suspends charging often without reason, which is very annoying.

Also, the thin sun shade for the sunroof allows the cabin to be soaked in heat far too quickly when parked outdoors. A high-quality sunfilm on the sunroof could alleviate this issue.

Though Toyota has connected car tech, the vehicle locator is the only feature I found useful. It also tells you how much fuel is left and the current range, but I would have liked more information, especially related to fuel efficiency, and a trip log. You can’t unlock the vehicle via the app if you don’t use the app to lock it in the first place, which is quite strange. There is a pre-cooling feature, too, that I’ve used only once.

Rounding off the not-so-nice bits, when the engine/generator kicks in to charge the lithium-ion battery, the system occasionally makes quite a few sounds, which can take the uninitiated by surprise, and if you’re paying attention, you’ll also feel some vibrations at idle.

Now, let’s talk about the things I really love. The first is performance. A seamless and silent electric startup is something I truly appreciate. Next, the electric motor nicely complements the three-cylinder petrol engine, delivering almost electric vehicle-like responses, making it ideal for closing gaps or when overtaking. The torque curve tapers soon after, and the e-CVT makes the engine rev quite a bit when your foot is pinned to the throttle, emanating a rather unpleasant note.

But the highlight is its fuel efficiency. In Eco mode, the best I’ve achieved is 26.5kpl, with 80 percent highway driving and the rest in the city. With no effort to drive with the intent of maximising efficiency, the average city efficiency is about 20-21kpl in winter months, and this number drops to 18-19kpl in summer. An insider at Toyota explained that the e-compressor puts a high load on the hybrid system, which explains the lower efficiency when ambient temperatures are higher. Do note that these numbers are measured using the tankful-to-tankful method.

Lastly, the Hyryder’s suspension is on the firmer side, but driving manners and steering make it feel very confident at highway speeds. It also exudes an underlying toughness while dealing with poor, broken roads, which, to some extent, makes it similar to its rugged sibling, the Toyota Fortuner.

The Hyryder has been a fill-it, shut-it and forget-it car, one that goes about doing all that’s expected of it in a fuss-free and competent manner.

Also see:

Toyota Hyryder Festival Limited Edition launched

Kia Seltos vs Toyota Hyryder vs MG ZS EV comparison video

Toyota Rumion gets free accessories with new Festival Limited Edition

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.

Also see:

Mercedes EQE SUV vs Audi Q8 e tron vs BMW iX vs Jaguar I Pace comparison video

Mercedes CLE review: Breezy cruiser

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

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

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

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

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

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

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

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

Also See:

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

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

1. Special Counsel Jack Smith plans to resign, file report before Trump can fire him: report  Fox News
2. Jack Smith expected to resign ahead of Trump inauguration  WAVY.com
3. Special counsel Jack Smith plans to retire before Trump takes office: report  New York Post

The primary demand generators for Bengaluru’s office market are anticipated to be the technology, engineering, manufacturing, and BFSI sectors.  The Confederation of Indian Industry and CBRE report projects that Bengaluru, the country’s IT hub, will maintain its dominant position in … Continue reading →

Summary: This spring's IIW was full of interesting people and interesting discussions with people from around the globe.

We recently completed the 38th edition of the Internet Identity Workshop. We had 330 people from around the world who called 169 sessions. As usual there was lots of energy and thousands of side conversations. IIW is a place to get things done and it showed in the energy and the comments people made to me about how much they enjoyed it.

As you can see by the pins in the map at the top of this post, there were attendees from all over the world. Not surprisingly, most of the attendees were from the US (241), followed by Canada (11). Germany, India, and Switzerland rounded out the top five with 9, 8, and 7 attendees respectively. Attendees from India (5), Thailand (3), and Korea (3) showed IIW's diversity with attendees from APAC. And there were 4 attendees from South America this time. Sadly, there were no attendees from Africa again. Please remember we offer scholarships for people from underrepresented areas, so if you'd like to come to IIW39, please let us know. If you're working on identity, we want you there.

For states and provinces, California was first with 122. Washington (16), Utah (10), Texas (10) and New York (10) rounded out the top five. San Francisco (14) Oakland (13), San Jose (12), Seattle (11), and New York (9) were the top cities.

In addition to sessions, we have a demo hour on Wednesday that is a little like speed dating. There were 20 different projects highlighted. There's always more than one session that I want to attend in any given time slot and choosing is hard. That's a common refrain. Luckily we have sessions notes that we publish in a Book of Proceedings.

Here's pictures from all three days courtesy of Doc Searls

You belong at IIW! IIW is where you will meet people to help you solve problems and move your ideas forward. Please come! IIW 39 will be held October 29-31, 2024 at the Computer History Museum. We'll have tickets available soon.

Tags: identity iiw

Summary: We held the 39th edition of Internet Identity Workshop last week. Like always, it was a great week.

The 39th edition of the Internet Identity Workshop wrapped up last week. We have 364 attendees from around the world who called 178 sessions. I can't begin to describe the energy of the identity community when they all get together to discuss their favorite topics. If you like identity, or simply want to be part of an enthusiastic technical community, you should come to IIW.

As you can see by the pins in the map at the top of this post, there were attendees from all over the world. Not surprisingly, most of the attendees were from the US (251), followed by Canada (18) and France (14). Germany, Japan, and Australia rounded out the top six with 12, 9, and 7 attendees respectively. Attendees from India (5), Columbia (3), and Chile (2) show IIW's geographic diversity. Sadly, there were no attendees from Africa again. Please remember we offer scholarships for people from underrepresented areas, so if you'd like to come to IIW40, please let us know. If you're working on identity, we want you there.

For states and provinces, California was first with 131 attendees. Washington (19), Utah (14), New York (9), and Massachusetts (9) made up the rest of the top 5. San Jose (20), San Francisco (16), Paris (12), Oakland (11), and Seattle (9) were the top five cities.

We'll have the book of proceedings out in a month or so with notes from the different sessions and descriptions of the 20 demos given during demo hour. Past proceedings are available here.

The next IIW takes place April 8-10, 2025 at the Computer History Museum. This will be IIW XL, number 40! We'll have registration open the first part of December. If you're interested in sponsoring, send me a note.

Tags: iiw identity

We published our report on the world’s top selling EV models yesterday. Now, let’s look at which auto brands and auto groups sold the most plugin vehicles and the most BEVs in September. Top Selling Brands In September, #1 BYD, now deep into pricing out the competition (fossil fueled and electric…) didn’t ... [continued]

The post World EV Sales Report — Top Selling Auto Brands & Groups appeared first on CleanTechnica.

Colombia’s EV market is booming. As I said a couple months ago, we’re not only seeing significant YoY (year over year) growth (as we are in several other markets, including Costa Rica, Uruguay, Mexico, and Brazil), but we’re also looking at “bursts” of demand that lead to significant MoM (month ... [continued]

The post Colombia EV Sales Report: 1000 Sales Surpassed in October, Country Reaches 6.4% EV Market Share! appeared first on CleanTechnica.

While Google has yet to confirm a Google search ranking update, we have seen tremendous volatility in the Google Search results this month. Google did, however, confirm it can downgrade sections of content that are starkly different from the main content. We also posted an update on the helpful content update. Finally, Google did say a new Google update is coming soon.

It slipped my mind and I forgot to post the Google Webmaster Report at the beginning of the month, so here it is, the November Google Webmaster Report.

Google said the sitelinks search box is going away soon. Google tested showing the full recipe in the search results, which was upsetting. Google rolled out AI Overviews to a 100+ countries, added new AI Overview features and much more. Google also launched AI features in local search and maps.

Finally, the DOJ said they may break up Google but that was before Trump won the election. Google ad revenue was way up again this past quarter. And Google replaced Prabhakar Raghavan with Nick Fox.

If you missed the last recap, it is at the October 2024 Google Webmaster Report.

Here are the important stories for the past month:

Google Updates

• Election 2024 Google Search Ranking Update ð>ð'
• Halloween 2024 Google Search Ranking Update ð'>>
• Google Search Ranking Volatility Again On October 26th & 27th & 23rd & 24th
• Google Search Ranking Volatility Continues October 19th & 20th
• Google Search Ranking Volatility Again Heats Up (October 15th)
• Google Search Ranking Volatility Rumbling Again October 10th
• Record-Breaking Google Search Ranking Volatility Continues Into October
• Google Search Downgrading Rankings Of Content Starkly Different From Main Content
• Google: Search Ranking Update Coming Soon But HCU Victims May Not Recover
• Report: 22% Of Sites Hit By Google's Helpful Content Update Are Up 20%+

• Google Search Console Partial Data Reports With Dotted Lines
• Google Search Console Performance Report Showing Almost No Data Today

• Did Google Hit Fortune Recommends With A Search Penalty Over Site Reputation Abuse?
• Google AI Overviews Not Linking To Sites Hit By Helpful Content Update
• Google: Doubtful You'd See Big Ranking Drop Over Core Web Vitals Issues
• Google: Having Different Links On Mobile vs Desktop Pages Can Slow Crawl
• Google Proposes New Shipping Data Schema Including Type ShippingService
• Google Warning On JavaScript-Generated Product Markup
• Google Updates URL Structure, Favicon & Adds Google Trends Docs
• Google Clarified Support For Robots.txt Fields With Tiny Change
• Google Drops Support For Noarchive Meta Tag Directive
• Google Merchant Listings Adds Certification Markup Support
• Google To Host Creator Summit At GooglePlex Later This Month

• Google Sitelinks Search Box Going Away Next Month
• Google Tests Quick View Button For Recipes That Keep You On Google
• Google Tests Dropping Results Count After Moving It Under Search Tools
• Google Search Tests Verified Labels For Product Results
• Google Tests Frequently Saved Label On Search Result Snippets
• Google Menu Highlights Search Carousel
• Google Search Entity Trust Scores From APIVoid & ScamAdviser
• Google Search Snippet With Mentioned Products Carousel
• Google Other People Search Box
• Google Search People's Insights For Unprofessional Medical Advice
• Expandable Google Knowledge Panels On Desktop Search
• Google Search Tests List Articles
• Google Search Tests Top Links Title For Sitelinks?
• Google Search Tests Replacing Google Logo With Super G Logo

• Google AI Overviews Rolling Out To 100+ Countries & Billion+ Users
• Google AI Overview Ads, New Link Format, AI Organized Search Results & More
• Google AI Overviews Highlight Feature Expands AI Responses
• Google Generative AI Snippets Throughout Search Results
• Google Shopping "Researched with AI - Experimental" Answer

• Google AI Answers In Google Maps: Things To Do, Review Summaries & About This Place
• Google Local Service Ads To Soon Require Google Business Profile
• Google Business Profiles Learn Something Specific Question Box
• Google Business Profiles Removes Health Insurance Accepted
• Google Tests Discover More Places & Explore Places Nearby
• Google Business Profiles Testing Reviews Within Photo Carousels
• Google Business Profiles: Answer Questions About Your Inventory
• Google Drag & Drop Reorder Your Restaurant Menu Items

• DOJ May Breakup Google As Remedy To Monopoly Ruling
• Google Ad Revenue Up 10% - With Biggest Ad Revenue Quarter Ever
• Nick Fox New Lead Of Google Search; Replaced Prabhakar Raghavan

Forum discussion at WebmasterWorld.

Fr. Joseph interviews the Development Director, Presbytera Shyla Hadzellis and her husband, Fr. Nicholas, about OCF and their presence at the recent GOA Clergy-Laity Congress held in Atlanta, Georgia.

Fr. John Parker has just returned from his trip to both Albania and Istanbul and files several reports and interviews. In this first report from Istanbul, he describes his surroundings and first impressions.

In his second report from Istanbul, Fr. John is sitting on the roof of his hotel reflecting on the Muslim call to prayer which is heard five times daily. He wonders about our own devotion to prayer in comparison.

In this brief episode, Fr. John is reporting from inside the Hagia Sophia, remembering the visit from the Russian emissaries who "knew not if we were in heaven or on earth."