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I love the mountains and discovering off-beat destinations and trails. I am looking for a sturdy and tough SUV that can take a solid beating in bad roads in remote areas. It doesn’t need to be 4x4, but it should have good ground clearance. The car will also be used as a daily driver. I was looking at the Tata Harrier and the Mahindra Thar Roxx. What would you suggest?

Adwait Kelkar, Pune

Autocar India says: The Harrier is a very comfortable SUV with a spacious cabin and a great ride. It has the edge over the Roxx when it comes to overall comfort. However, if you are looking for an SUV that will be driven on bad roads regularly, then the Roxx is a much better choice. The tough body-on-frame chassis and high ground clearance gives it a huge advantage over the Harrier, which doesn’t feel as robust in comparison. Also, the Roxx’s diesel engine is far superior to the Harrier’s gruff diesel, which is now showing its age. For town use, the Roxx’s ride is lumpy compared to the Harrier, but it’s not a deal breaker and can easily double up as an everyday car, too. To sum-up, the Roxx is tougher and better suited for the mountains.

Also see:

Thar Roxx vs Jimny vs Gurkha 5-Door comparison video

Mahindra Thar Roxx waiting period stretches up to mid-2026

Tata Harrier EV to get AWD terrain modes

I am confused between the Mahindra XUV700 and the Mahindra Thar Roxx. We’re a family of six, and I need a powerful vehicle with ADAS.

Kaustubh Satish, Bengaluru

Autocar India says: As a family car, the XUV700 is a better choice as it is more spacious than the Thar Roxx, especially since you have six family members. The XU700’s second row is wider than the Roxx, so sitting three abreast isn’t as comfortable on the latter. Also, the XUV700 has a third row, which the Roxx doesn’t, and this is crucial for accommodating the sixth passenger. The XUV700 is also more powerful than the Roxx and comes with ADAS. The Roxx is meant for adventure seekers who also want an everyday car, but for your requirements, the XUV700 is the better choice.

Also See:

Mahindra Thar Roxx review: An SUV that does it all?

Mahindra Thar Roxx video review

2021 Mahindra XUV700 review, test drive

2021 Mahindra XUV700 video review

Ahead of its November 27 reveal, Honda India has teased the upcoming electric scooter for the first time. The teaser briefly gives us a glimpse at the scooter’s headlight, under which there’s a Honda logo. 

1. Headlight on Honda electric scooter is a LED unit
2. Design of headlight seems new, not shared with overseas Honda EVs

Honda electric scooter: Will it be called the Activa electric? 

Very little is known about the Honda electric scooter, which will be shown to us soon. From the teaser, all that can be made out is that this headlight is not shared with any overseas Honda electric scooter, those being the EM1 e: and the CUV e:. While the former has a claimed range of 48km, the latter can cover ‘over 70km’ on a single charge. 

It remains to be seen if Honda will repurpose one of its international electric scooters, and if it does so, which one exactly. Some years ago, the company also filed a few patent applications, which show an entirely new product, one that borrows some components from the popular Activa. 

Also See: Honda showcases electric scooter, e-bike concepts at EICMA 2024

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

 

The Mercedes-Benz E-Class has a long, storied history with India with the first model officially launched almost 30 years ago. It has been going strong ever since and has been the bestselling Mercedes in India for years. Its popularity only grew with the introduction of the long-wheelbase V213 model in 2017. In its sixth generation now, the V214 E-Class is bigger, techier and promises the same chart-topping performance. We test the claim with the entry-level E 200.

Mercedes-Benz E-Class exterior

The new E-Class is longer, taller, and has a longer wheelbase than before, and as a result, road presence is considerable. Up front it gets LED headlamps in Merc’s latest design language, but the digital LED lights with projector elements are reserved for the top-of-the-line E 450. The star-studded grille with the huge Mercedes logo further adds the necessary bling, though its thick black surround seems at odds with the otherwise restrained and classy look.

Over to the side, the added length gives it that much-needed limousine look, while the S-Class-like flush door handles are a techy touch. Like the new BMW 5 Series, the E-Class also gets 18-inch wheels, but, as the spokes stretch to the end of the rim, they feel bigger and don’t look as disproportionate as the ones on the BMW. The separated rear quarter glass is a nod to the Maybach S-Class.

At the rear, it gets LED tail-lamps with a tri-arrow design motif, and a healthy dose of chrome. 

Mercedes-Benz E-Class interior

The E-Class has also grown on the inside, both in terms of space and modernity. The front section is dominated by what’s called a ‘Superscreen’, which means the dashboard itself is made of three individual screens: a 12.3-inch free-standing digital instrument cluster, a 14.4-inch touchscreen infotainment system and a 12.3-inch passenger touchscreen. We’ve seen this cluster on new Mercs with a host of customisation options (although not as much as in larger Mercs), but the large centre screen is where most of the functionality is. So much so that even the AC vents are digitally controlled via the settings in the climate menu of the screen. Definitely a handful, but something that would mostly concern the chauffeur more than the owner seated in the rear, and luckily can be manually overriden. Moreover, HVAC controls are now exclusively in the touchscreen like the S- and C-Class, but less intuitively, require a two-step process to access.

What’s impressive are the seats that offer good room and support with the right amount of cushioning. The soft pillows help, but ventilation is sorely missed on hot days. Also, strangely, the Burmester sound system’s stunning 4D experience is exclusive to the front seats. The speakers inside the seats can be altered up to 10 levels, and at their maximum, are strong enough to double up as a massage function as well. Aesthetically, it gets a large open-pore wood panel for the centre console and soft-touch materials all around. What is a slight irritant is the cramped footwell with a cramped dead pedal – noticeable if you are someone with a UK12 foot size. 

In the back, space is even more generous than before. But it’s not just the sheer room on offer; the overall comfort is impressive as well. The seats, like at the front, are hugely comfy with the right amount of support and cushioning; however, the party piece is the recline that’s moves the backrest from 26 degrees to 36 degrees. And that's not all, the seat squab also features an extendable underthigh support for added comfort. Add to that the ‘Boss’ mode, which allows you to push the passenger seat all the way to the front, and you get enough room to sit as comfortably as you would in a lounge chair. It also features powered sunblinds for the rear windshield and windows with manual blinds for the rear quarter glass. AC performance was a sore point for the earlier version, but the four-zone climate control and the AC vents housed in the centre and B-pillars help cool the cabin fast. However, a command touchpad to control the infotainment from the rear would have been a cherry on top.

The India-spec E-Class gets the ‘Chauffeur Pack’ as standard, which brings with it a foldable centre armrest for the rear with cup holders, a wireless charging pad and some storage space. Fold the armrest back and you’ll have a centre seat, but it’s far from comfortable due to the large centre tunnel hump. This makes the E-Class only an occasional 5-seater.

What does improve practicality, however, is the fact that you no longer have to sacrifice boot space with a spare wheel. The space saver now sits under the boot floor and results in a rather generous 510-litre boot.

Mercedes-Benz E-Class performance

The new E-Class comes with three powertrain options: the E 200 seen here with a 2.0-litre turbo-petrol engine, the E 220d with a 2.0-litre diesel and the E 450 with a 3.0-litre six-cylinder turbo-petrol engine. In terms of performance, the 2.0-litre petrol engine makes 204hp and 320Nm but also features a 48V mild-hybrid setup that bumps up the power by 23hp under acceleration. That said, the response is linear and the surge in acceleration is gentle. Although it’s more responsive in Sport mode, it never feels too aggressive. Mated to the engine is a 9-speed automatic, which, thanks to the closely stacked gears, always ensures you are in the power band.

The mild-hybrid setup aids in bottom-end response and the torque flattens out once you’re over triple-digit speeds. The engine is refined, but there’s a raspy exhaust note that seeps into the cabin past 3,200rpm; it is far from sounding coarse. 0-100kph is a relaxed 8.25 seconds but there is no dearth of pulling power during overtakes.

Mercedes-Benz E-Class ride and handling

While the performance might not be something to boast about, the focus of an E-Class is always comfort and ride quality. With 18-inch wheels and a soft suspension setup, the new E rides well and composed on smooth highways. However, over broken roads, especially at low speeds, there is a fair bit of movement inside the cabin, and it can thud over bad patches. That said, ground clearance is something you don't have to worry about much with the new E. Large speed bumps are well managed, and the car almost never scrapes its underbelly. Impressive, but you still need to be wary of the long wheelbase over some poorly built speed bumps. 

Handling manners are neutral with a light yet sharp and linear steering that aids manoeuvrability. You can tweak the response in the drive modes, but it remains a comfy cruiser and not a corner carver. That said, grip levels are good and body roll, despite the soft suspension, is only marginal.

Mercedes-Benz E-Class price and verdict

Priced at Rs 78.5 lakh, the E 200 is only Rs 2 lakh more than its predecessor, and given the updates, it's not a significant amount. Against its rival, the 5 Series, also available in long-wheelbase guise, it's Rs 5.8 lakh more, so a comparison between the two is inevitable. But as things stand, the new E-Class – especially in this E 200 guise – has got a lot of things right. Sure, more tech should have been lavished at the rear instead of the front given its primarily chauffeur-driven duties. Still though, it is a vast improvement over the previous version, which is a feat in itself. 

It gets the stately look expected of a limousine, plenty of tech to keep it modern for a few years, and amazingly, an even more spacious and comfy rear seat than before. It's clearly then a no-brainer. The only question remaining is if it is better than the new BMW 5 Series, and we will find that out soon.

Also see:

Next-gen Mercedes CLA previewed ahead of global debut

Constant changes in EV taxation distort the market, says Mercedes India CEO

Four years down the road, the Triumph Tiger 900 gets a significant midlife update that aims to fix most of the existing 900’s issues.

Triumph Tiger 900 GT: engine, performance, refinement

The main improvements are within the 888cc three-cylinder engine, and multiple changes have resulted in not just more power and torque but also the promise of more efficiency. The previous Tiger 900 was far from slow, but the jump from 95hp/87Nm to 108hp/90Nm makes the bike feel even more potent and reactive.

But it’s not just about speed because this engine is also really lovely to ride at a relaxed pace. It’s torquey and very flexible with the gears, so you can ride over speed breakers in third and use sixth as low as 40kph. The fuelling is also beautifully smooth, and you can open the accelerator at very low revs without any signs of protest. This means less clutch use – both off the road and in heavy city traffic, and that’s always nice, even though this clutch isn’t particularly heavy to operate.

I’m also a fan of the sound and feel of this engine with its deep, raspy growl. That said, while it’s characterful, it’s also far from perfect. The big complaint with the 900 engine was its high-rpm vibration, and Triumph has tried to improve that. Heavier bar-end weights and rubber-damped handlebar mounts have made some very clear improvements, but this is still not the smoothest engine in its class at high speeds.

Triumph Tiger 900 GT: comfort, ride & handling

Wind protection is usually based on your height and helmet, but I find that this height-adjustable windscreen results in some uncomfortable helmet buffeting at high speeds. Thankfully, the rest of the ergos are beautiful. Despite having gone up by 10mm, the 820-840mm seat height is very low for an ADV of this size and capability, and even tall riders will be comfy here. The seat is also new, and the comfort is fantastic.

The highly impressive chassis remains unchanged, and some fantastic suspension allows this bike to tear effortlessly through any form of terrible road. Like before, there’s a 45mm USD fork with 180mm of travel and a monoshock with 170mm of travel. The suspension is adjustable, but not fully – compression and rebound at the front and preload and rebound at the rear. The stock settings are good enough, but with a remote rear preload adjuster, you can easily make any changes you need.

Even though the GT is the road-biased bike in the line-up, it’s fun to ride off-road and will easily get you through one of those Ladakh adventures. But you must remember that it’s running road tyres on alloy wheels and has no crash protection; Triumph has even removed the earlier GT’s plastic sump guard. For most casual ADV riders, this will be more than capable enough off-road, and I’d only recommend going for the Rally if you really want that hardcore capability or taller seat.

Road handling is neutral and easy but not particularly sporty, and you won’t have to work too hard to scrape its footpegs. It’s definitely no Multistrada V2 in the corners, but it’s still good enough that you’ll have fun.

The impressive braking hardware is the same, but there’s a new linked-braking system that adds in some rear brake when you use the front. It feels quite natural while bringing some more stability to the braking.

Triumph Tiger 900 GT: verdict, price, service cost

As for features, the biggest change is the new 7-inch TFT from the Tiger 1200. This one has a great layout and, thankfully, gets rid of those weird layouts from the old Tiger 900. But, like in the Tiger 1200, it takes an eternity to boot up and feels laggy to operate. Triumph really should have fixed this.

But what’s most frustrating is that Triumph still expects you to pay an additional Rs 43,531 if you want a quickshifter. It’s a feature I really missed, and not getting one in this day and age on a Rs 14 lakh motorcycle is quite annoying. Thankfully, you get most of the essentials you’d want on a big ADV, such as two power outlets, cruise control and heated grips; you can even opt for heated seats.

The Tiger 900 has always been the sweet spot in the big ADV segment in India, and this latest update only sweetens that package, especially since it costs just Rs 20,000 more than before. Tigers have also built a great reputation for reliability over the years, and they run fine on regular petrol.

However, there are some cost concerns. The first is that the Tiger 900 GT is a CBU, so the on-road price gets very high in certain states that heavily tax CBUs – it’s nearly Rs 18 lakh in Mumbai. The other disappointment is that spares and service costs for the big bikes actually went up instead of down and are now about 20-30 percent more expensive than before since Bajaj took over Triumph’s operations in India.

Nevertheless, the Triumph Tiger 900 GT is a fantastic all-round motorcycle, and it continues to be my go-to recommendation for the casual adventure rider looking for a premium midsize ADV.

Also See: 2024 Triumph Tiger 900 GT video review

Viaterra’s Holeshot Pro is a sporty glove that offers a hybrid between race looks, good protection and street-friendly comfort.

From a distance, these look a lot like a sporty, track-oriented glove, especially if you go for one of the coloured versions, like the blue ones here. But take a closer look and you’ll see that a significant portion uses a mesh construction for better breathability. The top of the thumb and the first three fingers are all mesh, with some soft rubber protectors. The pinky finger gets a leather panel sewn onto the mesh to protect against abrasion, as this is a common impact area in a crash. The top of the glove around the knuckle area is all leather, and there’s another patch of leather above the wrist as well. The entire palm is leather and there’s a high-grip panel below the fingers. All the leather used is perforated for better breathability.

Protection levels aren’t as high as those of a full-gauntlet race glove, but they’re good nevertheless. You’ll get Knox scaphoid armour for the palms, as well as some armour for the ulna bone on the outside of your wrist. For street gloves, this is more than sufficient, but you won’t find things like a bridged pinky finger or externally stitched seams here, although Viaterra offers those in its top Grid 3 full-gauntlet glove.

The Holeshot Pro gloves have touchscreen-sensitive leather patches on the thumb and index finger. The tops of the fingers also get reflective elements to improve nighttime visibility. The wrist closure is secured by a single velcro strap, and they’re easy to get on and off. The overall fit is on the snug side, especially in the knuckle region. The gloves break in over time, but the fit is sporty; if you want something more relaxed, you’ll want to look elsewhere.

I like the balance of sportiness and usability the Holsehot Pro packs in for life in the city, and the price is worth what you’re getting.

Where: viaterragear.com
Price: Rs 4,299

Also See: Viaterra Holeshot gloves review

Viaterra Munro custom fit pants review

Viaterra’s Holeshot Pro is a sporty glove that offers a hybrid between race looks, good protection and street-friendly comfort.

From a distance, these look a lot like a sporty, track-oriented glove, especially if you go for one of the coloured versions, like the blue ones here. But take a closer look and you’ll see that a significant portion uses a mesh construction for better breathability. The top of the thumb and the first three fingers are all mesh, with some soft rubber protectors. The pinky finger gets a leather panel sewn onto the mesh to protect against abrasion, as this is a common impact area in a crash. The top of the glove around the knuckle area is all leather, and there’s another patch of leather above the wrist as well. The entire palm is leather and there’s a high-grip panel below the fingers. All the leather used is perforated for better breathability.

Protection levels aren’t as high as those of a full-gauntlet race glove, but they’re good nevertheless. You’ll get Knox scaphoid armour for the palms, as well as some armour for the ulna bone on the outside of your wrist. For street gloves, this is more than sufficient, but you won’t find things like a bridged pinky finger or externally stitched seams here, although Viaterra offers those in its top Grid 3 full-gauntlet glove.

The Holeshot Pro gloves have touchscreen-sensitive leather patches on the thumb and index finger. The tops of the fingers also get reflective elements to improve nighttime visibility. The wrist closure is secured by a single velcro strap, and they’re easy to get on and off. The overall fit is on the snug side, especially in the knuckle region. The gloves break in over time, but the fit is sporty; if you want something more relaxed, you’ll want to look elsewhere.

I like the balance of sportiness and usability the Holsehot Pro packs in for life in the city, and the price is worth what you’re getting.

Where: viaterragear.com
Price: Rs 4,299

Also See: Viaterra Holeshot gloves review

Viaterra Munro custom fit pants review

EICMA 2024 was packed to the gills with new products showcased by a number of major manufacturers. Here are all the important models that were shown there and will be coming to India.

Aprilia

When Aprilia came out with the RS 457 last year, it was only a matter of time before the Tuono 457 came out. This year, Aprilia finally revealed the small twin-cylinder Tuono and it is what we expected it to be, an upright RS 457. Where Aprilia has diverted from its own recipe, is in the fact that the Tuono 457’s headlight is different from the RS. We expect the Tuono 457 to come to India sometime early next year and it will be made at Aprilia’s Baramati plant. Expect it to be priced a little lower than the RS 457, which is currently priced at Rs 4.10 lakh.

Aprilia also showcased its big bike line-up with the new Tuareg Rally as well as updating the Tuono 660, RS 660, Tuono V4 and RSV4 models for 2025. We expect these bikes to be launched in India come next year.

Also See: Aprilia Tuono 457 breaks cover at EICMA 2024

BMW

The Concept F 450 GS from BMW previews a new road-legal ADV from the Bavarian brand, with the production version slated to arrive in 2025. This is widely expected to be the second engine-platform that the TVS-BMW partnership yields. As such, we can expect competitive pricing due to local manufacturing when the BMW F 450 GS goes from concept to reality. After the adventure-tourer, a roadster and even a sportbike could join both brands’ line-up.

Also See: BMW Concept F 450 GS previews future small-capacity ADV

Ducati

The first models to be powered by Ducati’s new liquid-cooled, 890cc, 90-degree, V-twin are the 2025 Panigale V2 and Streetfighter V2. At 120hp, peak power has gone down significantly from the 150+hp that the Superquadro-powered bikes make; these new V2 bikes are also substantially lighter. Styling changes, on the other hand, are evolutionary not revolutionary and we expect these new models to be launched in India sometime in 2025.

Also See: New Ducati Panigale V2, Streetfighter V2 revealed at EICMA 2024

Hero

Hero showed four new models at EICMA, three ICE bikes and one electric scooter. Arguably, the most exciting of the lot is the Xpulse 210, which uses the Karizma XMR’s motor and repurposes it into an adventure bike. Hero also debuted a new 250cc motor which will power two bikes – the Xtreme 250R and the Karizma XMR 250. All three bikes are expected to come to India next year.

Hero also showcased a new electric scooter called the Vida Z, with which it will lead its charge into the European market. 

Also See: Hero Xpulse 210 revealed at EICMA 2024

Honda

Honda also showcased a new electric scooter called the CUV e:, which will go into production next year. The CUV e: has two removable batteries and a range of ‘over 70km’. It remains to be seen if this model comes to India or its architecture is adapted for the Indian electric scooter from Big Red.

Alongside the CUV, Honda also updated the Transalp XL750 and Hornet CB750 models with a new front design, revised suspension damping settings and a couple of new colours. Since the Transalp is already sold here, we expect this updated model to come to India soon enough. 

Also See: Honda showcases electric scooter, e-bike concepts at EICMA 2024

KTM

The 390 Adventure R, 390 Enduro R and 390 SMC R were all shown at EICMA and are made by Bajaj. We expect at least the Adventure to be launched in India, if not all three. KTM recently overhauled its entire big bike line-up with new additions to both the 990 and 1390 families, and it is also working on getting its big bikes to India, so expect some of the premium Austrian bikes to come, too.

Also See: KTM 390 Adventure R, 390 Enduro R image gallery

Royal Enfield

Royal Enfield recently launched the Bear 650. It also showed the new Classic 650 Twin at the show, with an India launch expected in February 2025. Alongside its petrol models, the company also debuted its new EV brand, called Flying Flea, which showcased the C6 electric bike.

Also See: Royal Enfield Classic 650 Twin review: All-Time Classic?

Which of these bikes are you most excited about? Let us know in the comments section below.

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

Ahead of its November 27 reveal, Honda India has teased the upcoming electric scooter for the first time. The teaser briefly gives us a glimpse at the scooter’s headlight, under which there’s a Honda logo. 

1. Headlight on Honda electric scooter is a LED unit
2. Design of headlight seems new, not shared with overseas Honda EVs

Honda electric scooter: Will it be called the Activa electric? 

Very little is known about the Honda electric scooter, which will be shown to us soon. From the teaser, all that can be made out is that this headlight is not shared with any overseas Honda electric scooter, those being the EM1 e: and the CUV e:. While the former has a claimed range of 48km, the latter can cover ‘over 70km’ on a single charge. 

It remains to be seen if Honda will repurpose one of its international electric scooters, and if it does so, which one exactly. Some years ago, the company also filed a few patent applications, which show an entirely new product, one that borrows some components from the popular Activa. 

Also See: Honda showcases electric scooter, e-bike concepts at EICMA 2024

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