Een drukke week voor Meta, met nieuwe AR/VR-producten op het Connect-evenement en een nieuwe escalatie van het 'fair share'-debat met de telecomwereld...

De grootste smartphonefabrikanten waren vorige week allemaal in het nieuws, met kwartaalcijfers van Apple en Samsung en nieuwe toptelefoons van Xiaomi en Honor. De grote Amerikaanse techbedrijven presenteerden ook hun derdekwartaalresultaten, zonder tekenen van een vertraging in hun wereldwijde groei...

1. Google says Gems are ‘one of the most used Gemini Advanced features,’ adds file upload  9to5Google
2. Gemini Live is getting ready to chat with you about your files (APK teardown)  Android Authority
3. Google thinks attachments could be the perfect conversation starter for Gemini Live  Android Police
4. Google's Gemini AI may soon allow users to edit files using voice commands  The Times of India
5. Gemini Live could soon start messing around with your files  Android Central

1. Trump’s Cabinet: Here Are His Picks And Finalists For Key Roles—Mike Huckabee, Kristi Noem And More  Forbes
2. Once They Were Neocons. Now Trump’s Foreign Policy Picks Are All ‘America First.’  The New York Times
3. Trump's top team: who's who?  Hindustan Times
4. Tracking Trump’s Cabinet picks  POLITICO

1. Democrat Dave Min keeps Katie Porter’s House seat blue  POLITICO
2. Democrat wins California House seat to replace Porter  The Hill
3. In California’s 47th congressional district, former Republican Assemblyman Scott Baugh concedes to Democrat Dave Min  The Mercury News

(Telecompaper) Jazztel has become the latest MasOrange brand to launch its Christmas campaign, offering all subscribers access to over 15 premium channels for free until after the festive season. The guest channels include Warner TV, Star Channel, Eurosport 1 and 2, TCM, Cosmo, Comedy Central, Nickelodeon, Nick Jr, Disney Jr, National Geographic, Nat Geo Wild, Discovery Channel, Mezzo and MTV...

Daily roundup by CSE and Down to Earth @COP27 by Avantika Goswami and Rohini Krishnamurthy, November 7, 2022 • UN Secretary-General António Guterres said that Loss and damage can no longer be swept

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

Lavya Garg, Gurugram

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

Also See:

2022 Audi Q3 India review: Back with a bang

2022 Audi Q3 India video review

Audi Q3 Sportback review: The downsized Q8

BYD Atto 3 review: Characterful and slick to drive

BYD Atto 3 real world range test video

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

The Mahindra XUV 3XO is available with three engine options – an entry-level 1.2-litre multi-point fuel injection (MPFi) turbo-petrol, a more modern direct injection (TGDi) turbo-petrol, and a 1.5-litre turbo-diesel, which are all available with manual and automatic gearbox options. In this review, we focus on the AX5 variant with the MPFi turbo-petrol engine and 6-speed manual gearbox – priced at Rs 11 lakh (ex-showroom) – to find out why it is one of the most demanded variants in the XUV 3XO line-up.

AX5 is one of the most demanded variants in the XUV 3XO line-up.

Differentiating the AX5 from the top-spec variant is the absence of fog lamps; these are replaced by a prominent black casing. This variant retains the LED daytime running lamps (DRLs) and headlamps, as well as the chrome inserts on the grille panel. It gets smaller, 16-inch wheels (not 17s from the top-spec) that are carried over from the outgoing XUV300. It also gets roof rails, a rear spoiler, connected tail-lamps, and a rear wiper and washer. What’s missing is a variant badge on the boot. 

Mahindra XUV 3XO AX5 interiors

The interior retains the dual-tone colour scheme with the top half of the dashboard and door pads being black, and the lower half finished in white. While the dual colours elevate the cabin’s appeal and sense of space, its white areas get soiled very easily and warrant utmost care to keep clean. It doesn’t get soft-touch materials on the dashboard like the higher variants, but it still sports generous piano black garnishing, some silver highlights, and an upmarket, perforated leather-wrapped steering.

It gets black fabric seats, which are more suited to our conditions. Not only are these easier to maintain compared to the white leatherette seats available in the top-spec but these are also a lot more breathable, so you won’t be left with a sweaty back on a hot day. The seats, however, are small, and occupants with large body frames will find these too snug for comfort. Also, the driver footwell is cramped, just like the other variants. The rear seat is a spacious and comfortable place, even for three adults. A space saver spare tyre beneath its floor has enabled Mahindra to liberate a bit more luggage space (compared to the XUV300), but the 3XO’s 295-litre boot is still small by segment standards, and its loading lip is high.

Mahindra XUV 3XO AX5 equipment

This variant gets a small, single-pane sunroof.

As far as equipment goes, the AX5 variant gets twin 10.2-inch screens – one for the instrument cluster and one for the touchscreen – with wireless Android Auto and Apple CarPlay. It also gets a sunroof (single pane), a wireless charger, dual-zone climate control, auto LED headlamps, power-folding mirrors, rear air-con vents, a reversing camera, hill-start assist, 6 airbags and ESP, to name a few.

Mahindra XUV 3XO AX5 performance

It isn’t devoid of turbo lag, but once it is on boost – beyond 2,000rpm – it accelerates with a sense of urgency. Performance feels strongest and most effortless, in the 2,000-4,500rpm band. At 1,362kg, the XUV 3XO is heavy, but it still accelerates to 100kph from a standstill in a respectable 11.58 seconds. Interestingly, the 3XO’s outright as well as rolling acceleration times from 20-80kph in third gear and 40-100kph in fourth gear are much quicker than its predecessor.

Its ride and handling balance is spot on, but what further enhance the ride comfort are its high profile tyres (with 16-inch alloys). These absorb road shocks better than its higher variants that come equipped with 17-inch alloys.

Mahindra XUV 3XO AX5 price and verdict

Performance is so good, it makes you question the need to spend more for the TGDi version.

Also see: 

Mahindra XUV 3XO review - Feature and power packed compact SUV

Mahindra XUV 3XO waiting period increases to over a year

Before the end of November, Royal Enfield will launch the Goan Classic 350, its fifth product on the J-series engine platform, following the Meteor, Classic, Hunter, and Bullet. The Goan Classic will be a funky-looking bobber-style motorcycle that will share most of its fundamentals with the Classic 350.

1. Riding position will be different from Classic 350’s
2. Will use the same engine as the other RE 350s
3. Could be the most expensive 350cc RE upon launch

Royal Enfield Goan Classic 350: details

Since the Goan Classic will use the same 349cc single-cylinder engine as the rest of the RE 350s, its peak output will most likely stand at 20hp and 27Nm of torque. Even the Goan Classic’s main frame is likely to be the same as the Classic 350. The differences are likely to be in the styling, paint options, and riding position. 

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

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. 

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

 

Chinese manufacturer BYD (Build Your Dreams) is perhaps best known in India for its Atto 3 electric SUV and the Seal electric sedan, but BYD began its India chapter with the launch of the e6 electric MPV. It was initially offered just to fleet operators, but when sales opened to personal buyers, it couldn’t shake its commercial image. That’s where this new eMax 7 comes in. Essentially a revised and improved version of the e6, the eMax 7 comes with a larger battery, more features and a third row of seats.

BYD eMax 7 platform, powertrain

Before we get to the cosmetic and interior bits, let’s talk about what’s under the eMax 7’s skin because it is interesting. It makes use of BYD’s e-platform 3.0, which includes the innovative Blade battery and an 8-in-1 electric powertrain. BYD’s Blade battery has a reputation of being one of the safest batteries out there, having passed tough safety tests like nail penetration, strength and bend tests. The unique arrangement of the cells in a blade-like formation also allows for efficient heat transfer and BYD says it can maintain its energy density for a long time. This is backed up by the 8 year/1,60,000km standard warranty that the battery comes with; the motor has a similar 8 year/1,50,000km warranty.

Like the battery, the new 8-in-1 electric powertrain also allows for tighter packaging and it’s more energy efficient. This system essentially integrates eight components of the electric powertrain like the motor, reducer, on-board charger, battery management system and more. Though this frees up quite a bit of room under the bonnet, BYD has opted not to provide a frunk even though they could easily have done so.

BYD eMax 7 performance, range

The range-topping eMax 7 Superior puts out 204hp and 310Nm to the front wheels, which is said to be good enough for a 0-100kph time of 8.6 seconds. Compared to the older e6, this is 109hp and 130Nm more. The entry-level Premium variant produces a lower 163hp but has the same 310Nm for a claimed 0-100kph time of 10.1 seconds. BYD also claims a top speed of 180kph for both variants, and though we weren’t able to verify its performance claims, the eMax 7 Superior we sampled does feel sprightly on the move.

As with any EV, the instant torque means it feels brisk off the line. But, keeping with this MPV’s family and chauffeur-driven purposes, BYD has done a good job of making the power delivery linear. However, a prod on the throttle makes it respond instantaneously – typical of EVs – that makes darting in and out of gaps in traffic a breeze. There’s three drive modes on offer – Eco, Normal and Sport; Eco being the most conservative and Sport being the most aggressive. The difference between them isn’t huge, but, as expected, the eMax 7 does feel most energetic in Sport.

The Superior draws power from a 71.8kWh battery pack that is said to give it a range of 530km (NEDC cycle), while the Premium’s 55.4kWh pack is claimed to do 420km. During our drive, we covered 137km, which depleted 45 percent of the MPV’s battery. This should translate into a real-world range of around 350km, which is respectable. Mind you, our running was done in the sweltering Chennai heat, with a mix of highway and city driving using different drive modes.

As for charging, the Superior’s larger battery can be topped up using a 115kW DC fast charger, which is said to take it from 0-80 percent within 37 minutes. And, like the rest of BYD's range, the eMax 7 is also capable of vehicle-to-load charging, meaning it can power appliances.

There’s two regen modes – Standard and Larger – with the latter recouping charge in a more aggressive manner. Again, like the drive modes though, the difference between modes isn’t huge and what’s nice is that both allow for some coasting so you don’t have to be on and off the throttle constantly.

BYD eMax 7 ride and handling

On the move, the eMax 7 impresses with its ride quality, which is absorbent and on the softer side at low speeds. As the speeds rise though, it tightens up and there’s very little vertical or side-to-side movement, even over expansion joints. Body roll is also kept well in check around corners and the overall handling feels predictable. The BYD then, is a composed MPV that feels equally at home in the city and out on the highway.

The steering is one of the eMax’s weak points. It’s slow to respond, there’s little feel or feedback from it and in certain cases it weighed up unnaturally. What also plays a part in this is the lane keep assist, which will vibrate the steering or even make small corrections depending on the setting you’re in, and this can be unnerving if you aren’t used to it. There is a Sport mode for the steering, but even that has little effect.

Coming to the styling, I’ll keep it brief since it’s subjective. The eMax 7 is more of an evolution rather than revolution from the erstwhile e6. The front bumper and grille are all-new and the revised headlights now feature LED elements. Along the sides, the only prominent change is the alloy wheel design. Moving to the back, the eMax 7 gets an LED light bar that connects the new-look LED tail-lamps and a reprofiled bumper. On the whole, the design is inoffensive and a bit too plain to my eyes.

BYD eMax 7 interiors, features

Step inside and you’re greeted by a clean and neat dashboard design that’s devoid of many physical buttons, as was the case with the e6. That’s because a majority of the functions are baked into the high-res 12.8-inch touchscreen, which is without doubt the highlight of the cabin. In typical BYD fashion, the screen’s orientation can also be changed from landscape to portrait at the touch of a button. The screen’s UI is easy to understand and navigate and it’s as slick to operate as a tablet. Material quality and fit and finish on the whole are good, but there are some hard plastics in the cabin. What’s nice though is that there’s plenty of storage spaces and cubbies for your belongings. What could have been better is the instrument cluster as the analogue dials just feel too old and important data such as the SoC appear too small.

Getting into the eMax is also an easy affair as the seats are quite low-set and you don’t climb into the cabin. The front seats are well-cushioned and they both get electric adjustability along with ventilation. While the 6-seater version we tested featured two captain’s chairs in the middle with armrests, the 7-seater version gets a bench layout. Like the ones at front, these seats are also comfy, but the high floor means that you sit quite knees-up. This robs you of under-thigh support, especially for taller people. Passengers at the rear are well-catered to, as you get individual AC vents on the roof with blower control, USB charging ports and front seatback pockets for storage. What’s nice is that the middle row has a sliding function and it can be folded, too.

In the 6-seater, the easiest way to get to the third row is by walking in the middle of the two captain’s chairs. Once back here, space is actually ample for adults and you get AC vents, cupholders, adjustable headrests and three-point seatbelts. Here, too, the lack of under-thigh support due to the knees-up seating position is a downer. With all rows up, boot space is a nominal 180 litres, but with the third row folded, it opens up to 580 litres. However, there’s no spare tyre on offer.

Apart from the aforementioned features, the eMax 7 Superior packs a crisp 360-degree camera, a large panoramic glass roof that extends from front to back and really accentuates the sense of space in the cabin, brown leatherette upholstery, two wireless phone chargers, a PM 2.5 air filtration system, a 6-speaker audio system, powered tailgate, 6 airbags, TPMS and lock/unlock using an NFC card.

There’s also Level 2 ADAS as part of the package, with features like adaptive cruise control, lane keep assist, blind spot detection, auto emergency braking and more. In our brief time, we didn’t get to fully experience the ADAS suite but the lane keep and AEB did work as intended. It’s also nice that these can be turned off completely, should you choose to do so.

BYD eMax 7 price and verdict

Pricing for the BYD eMax 7 starts at Rs 26.90 lakh for the Premium 6-seater and goes up to Rs 29.90 lakh (ex-showroom) for the Superior 7-seater. This MPV does have its drawbacks: it isn’t as large or roomy inside like the MPV it’ll invariably be compared against, the Innova Hycross; the steering isn’t confidence inspiring; and it doesn’t have the flash or brand value.

But the eMax 7 is a trailblazer for electric MPVs, and as such, has a lot going for it. What it does do admirably well is ferry up to seven people around in silence and comfort, with the benefits of lower running costs, a respectable real-world range and the latest features. So for those looking for a family EV that’s well suited to the city and the highway, the BYD eMax 7 is your only choice for now.

Also see:

BYD eMax 7 video review

The Mahindra XUV 3XO is available with three engine options – an entry-level 1.2-litre multi-point fuel injection (MPFi) turbo-petrol, a more modern direct injection (TGDi) turbo-petrol, and a 1.5-litre turbo-diesel, which are all available with manual and automatic gearbox options. In this review, we focus on the AX5 variant with the MPFi turbo-petrol engine and 6-speed manual gearbox – priced at Rs 11 lakh (ex-showroom) – to find out why it is one of the most demanded variants in the XUV 3XO line-up.

AX5 is one of the most demanded variants in the XUV 3XO line-up.

Differentiating the AX5 from the top-spec variant is the absence of fog lamps; these are replaced by a prominent black casing. This variant retains the LED daytime running lamps (DRLs) and headlamps, as well as the chrome inserts on the grille panel. It gets smaller, 16-inch wheels (not 17s from the top-spec) that are carried over from the outgoing XUV300. It also gets roof rails, a rear spoiler, connected tail-lamps, and a rear wiper and washer. What’s missing is a variant badge on the boot. 

Mahindra XUV 3XO AX5 interiors

The interior retains the dual-tone colour scheme with the top half of the dashboard and door pads being black, and the lower half finished in white. While the dual colours elevate the cabin’s appeal and sense of space, its white areas get soiled very easily and warrant utmost care to keep clean. It doesn’t get soft-touch materials on the dashboard like the higher variants, but it still sports generous piano black garnishing, some silver highlights, and an upmarket, perforated leather-wrapped steering.

It gets black fabric seats, which are more suited to our conditions. Not only are these easier to maintain compared to the white leatherette seats available in the top-spec but these are also a lot more breathable, so you won’t be left with a sweaty back on a hot day. The seats, however, are small, and occupants with large body frames will find these too snug for comfort. Also, the driver footwell is cramped, just like the other variants. The rear seat is a spacious and comfortable place, even for three adults. A space saver spare tyre beneath its floor has enabled Mahindra to liberate a bit more luggage space (compared to the XUV300), but the 3XO’s 295-litre boot is still small by segment standards, and its loading lip is high.

Mahindra XUV 3XO AX5 equipment

This variant gets a small, single-pane sunroof.

As far as equipment goes, the AX5 variant gets twin 10.2-inch screens – one for the instrument cluster and one for the touchscreen – with wireless Android Auto and Apple CarPlay. It also gets a sunroof (single pane), a wireless charger, dual-zone climate control, auto LED headlamps, power-folding mirrors, rear air-con vents, a reversing camera, hill-start assist, 6 airbags and ESP, to name a few.

Mahindra XUV 3XO AX5 performance

It isn’t devoid of turbo lag, but once it is on boost – beyond 2,000rpm – it accelerates with a sense of urgency. Performance feels strongest and most effortless, in the 2,000-4,500rpm band. At 1,362kg, the XUV 3XO is heavy, but it still accelerates to 100kph from a standstill in a respectable 11.58 seconds. Interestingly, the 3XO’s outright as well as rolling acceleration times from 20-80kph in third gear and 40-100kph in fourth gear are much quicker than its predecessor.

Its ride and handling balance is spot on, but what further enhance the ride comfort are its high profile tyres (with 16-inch alloys). These absorb road shocks better than its higher variants that come equipped with 17-inch alloys.

Mahindra XUV 3XO AX5 price and verdict

Performance is so good, it makes you question the need to spend more for the TGDi version.

Also see: 

Mahindra XUV 3XO review - Feature and power packed compact SUV

Mahindra XUV 3XO waiting period increases to over a year

Skoda Kylaq first look

Exclusive! Lotus Emira review

Maruti Suzuki e Vitara first look

MG Mifa 9 details revealed

Mercedes-Benz E-Class vs BMW 5 Series comparison

Ratan Tata tribute

Royal Enfield Classic 650 review

Ross Branch interview

The Mahindra XUV 3XO is available with three engine options – an entry-level 1.2-litre multi-point fuel injection (MPFi) turbo-petrol, a more modern direct injection (TGDi) turbo-petrol, and a 1.5-litre turbo-diesel, which are all available with manual and automatic gearbox options. In this review, we focus on the AX5 variant with the MPFi turbo-petrol engine and 6-speed manual gearbox – priced at Rs 11 lakh (ex-showroom) – to find out why it is one of the most demanded variants in the XUV 3XO line-up.

AX5 is one of the most demanded variants in the XUV 3XO line-up.

Differentiating the AX5 from the top-spec variant is the absence of fog lamps; these are replaced by a prominent black casing. This variant retains the LED daytime running lamps (DRLs) and headlamps, as well as the chrome inserts on the grille panel. It gets smaller, 16-inch wheels (not 17s from the top-spec) that are carried over from the outgoing XUV300. It also gets roof rails, a rear spoiler, connected tail-lamps, and a rear wiper and washer. What’s missing is a variant badge on the boot. 

Mahindra XUV 3XO AX5 interiors

The interior retains the dual-tone colour scheme with the top half of the dashboard and door pads being black, and the lower half finished in white. While the dual colours elevate the cabin’s appeal and sense of space, its white areas get soiled very easily and warrant utmost care to keep clean. It doesn’t get soft-touch materials on the dashboard like the higher variants, but it still sports generous piano black garnishing, some silver highlights, and an upmarket, perforated leather-wrapped steering.

It gets black fabric seats, which are more suited to our conditions. Not only are these easier to maintain compared to the white leatherette seats available in the top-spec but these are also a lot more breathable, so you won’t be left with a sweaty back on a hot day. The seats, however, are small, and occupants with large body frames will find these too snug for comfort. Also, the driver footwell is cramped, just like the other variants. The rear seat is a spacious and comfortable place, even for three adults. A space saver spare tyre beneath its floor has enabled Mahindra to liberate a bit more luggage space (compared to the XUV300), but the 3XO’s 295-litre boot is still small by segment standards, and its loading lip is high.

Mahindra XUV 3XO AX5 equipment

This variant gets a small, single-pane sunroof.

As far as equipment goes, the AX5 variant gets twin 10.2-inch screens – one for the instrument cluster and one for the touchscreen – with wireless Android Auto and Apple CarPlay. It also gets a sunroof (single pane), a wireless charger, dual-zone climate control, auto LED headlamps, power-folding mirrors, rear air-con vents, a reversing camera, hill-start assist, 6 airbags and ESP, to name a few.

Mahindra XUV 3XO AX5 performance

It isn’t devoid of turbo lag, but once it is on boost – beyond 2,000rpm – it accelerates with a sense of urgency. Performance feels strongest and most effortless, in the 2,000-4,500rpm band. At 1,362kg, the XUV 3XO is heavy, but it still accelerates to 100kph from a standstill in a respectable 11.58 seconds. Interestingly, the 3XO’s outright as well as rolling acceleration times from 20-80kph in third gear and 40-100kph in fourth gear are much quicker than its predecessor.

Its ride and handling balance is spot on, but what further enhance the ride comfort are its high profile tyres (with 16-inch alloys). These absorb road shocks better than its higher variants that come equipped with 17-inch alloys.

Mahindra XUV 3XO AX5 price and verdict

Performance is so good, it makes you question the need to spend more for the TGDi version.

Also see: 

Mahindra XUV 3XO review - Feature and power packed compact SUV

Mahindra XUV 3XO waiting period increases to over a year

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

Before the end of November, Royal Enfield will launch the Goan Classic 350, its fifth product on the J-series engine platform, following the Meteor, Classic, Hunter, and Bullet. The Goan Classic will be a funky-looking bobber-style motorcycle that will share most of its fundamentals with the Classic 350.

1. Riding position will be different from Classic 350’s
2. Will use the same engine as the other RE 350s
3. Could be the most expensive 350cc RE upon launch

Royal Enfield Goan Classic 350: details

Since the Goan Classic will use the same 349cc single-cylinder engine as the rest of the RE 350s, its peak output will most likely stand at 20hp and 27Nm of torque. Even the Goan Classic’s main frame is likely to be the same as the Classic 350. The differences are likely to be in the styling, paint options, and riding position. 

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

MetroPlus speaks to artists who make ornaments, flowers, candles, figurines, coasters and more for the season.

American design leader David Alhadeff on why modern design “can have as much soul as antiques”, and how he’s planning to team up with the country’s makers

At the 47th Cycle of World Architecture Community Awards, three of the 10 winning projects are from India

The recently concluded AD Design Show featured a curated selection of 43 designers. Highlighting five of them

Crafted using underwater coastal wood and other nautical elements, The Billy O’Tea House in Tuticorin is an ode to the coastal town

The most noticeable addition to the Xtreme 160R is the USD fork, replacing the current bike’s telescopic unit

Emil George from Kochi drove through 28 States and six union territories on the Indian mainland in ninety seven days

Rooted in Indian culture, the homegrown dark sipping rum is created and bottled in Jammu and will soon be available in bars and restaurants across the country

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

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

1. Last Supermoon Of 2024 Emerges This Week—Here’s What To Know About The ‘Beaver’ Moon  Forbes
2. November supermoon will rise this week, and here's why it's so special  NBC Chicago
3. The Next Full Moon Will Be the Last of Four Consecutive Supermoons  Science@NASA
4. Beaver Moon 2024: See the final 'supermoon' of the year rise next to the 'Seven Sisters'  Livescience.com
5. Be sure to catch this week's full supermoon, the last one for a year  MLive.com

1. Horoscope for Wednesday, November 13, 2024  Chicago Sun-Times
2. Horoscope for Wednesday, 11/13/24 by Christopher Renstrom  SFGATE
3. Horoscope for November 13, 2024: Today's cosmsic energy brings luck to these zodiac signs  Hindustan Times
4. Your Daily Horoscope by Madame Clairevoyant: November 13, 2024  The Cut
5. Linda Black, what’s my horoscope today? Scorpio, listening helps avoid stupid arguments (11/13/24)  MLive.com

1. Israel's West Bank settlers hope Trump's return will pave the way for major settlement expansion  ABC News
2. Ex-Trump aides warn Israeli ministers not to assume he’ll back annexation in 2nd term  The Times of Israel
3. This Is How Netanyahu Will Annex the West Bank  Haaretz
4. Eyeing Trump support, Israeli minister pushes for West Bank settlement annexation  CNN

1. Who is Mike Huckabee, the evangelical, pro-settlement envoy to Israel?  Al Jazeera English
2. Mike Huckabee once said that ‘there’s really no such thing as a Palestinian’  CNN
3. Trump nominates Mike Huckabee for US ambassador to Israel  Fox News
4. Trump Picks Mike Huckabee, Former Arkansas Governor, for Ambassador to Israel  The New York Times

Wondering what the ✨ (sparkle) emoji means? This fun and glittery emoji can be used in a variety of ways, so we’ve put together an easy guide just for you! Keep reading to learn what the sparkle emoji means and how you can use it.

University of Florida researchers develop AI system that detects pain in goats through facial expressions, marking significant advance in animal care with potential human applications.

James Devitt-NYU, Futurity, Nov 13, 2024

This article challenges us to think more deeply on the distinction between knowledge and memory. The claim made here is that parts of the body - the kidney, say - can replicate the massed-spaced effect, retaining information over time, which is the same thing we see when connections are formed between neurons in the brain. But is that the same as forming a memory? I have Haglund's Deformity, a 'memory' of my many years of walking in bad shows. That seems more like "what our pancreas remembers about the pattern of our past meals to maintain healthy levels of blood glucose" and rather less like "knowing Paris is the capital of France". We can interpret these 'memories' as retained information, but it's not clear this is in any way any sort of knowledge.

Roberto J. Rodriguez, et al., Office of Educational Technology, Nov 13, 2024

This is a longish (79 page PDF) resource from the U.S. government's Office of Educational Technology. "The Department heard educators say that AI is here to stay, AI will keep changing, and safely integrating AI in educational settings will require informed leadership at multiple levels across the education system." The toolkit is divided into three sections: migitating risks, strategy for AI integration, and guiding its use. The risks considered include privacy and data security, student civil rights, accessibility, and digital equity. The second section is weaker, focusing on the 'instructional core' (credited to Elmore, but basically Moore (1989)), with a corresponding focus on instruction. The third section begins with a discussion of AI literacy (limited to "includes the knowledge, skills, and attitudes needed to engage with AI safely") and promotion of "responsible use". 

Some efforts have been made by the federal government and states to create RSS feeds for emergency notifications and alerts. Much information is available on traditional websites, but surprisingly little is being syndicated. Independents outline how government and business can work together building RSS feeds to make our lifestyles and communities safer.

With the proliferation of government web portals and pages, it is becoming ever more necessary for agencies to reach their customers by email. You can no longer even expect your most devoted readers to visit your web sites on a...

Selling government agencies on RSS would be easier if we could demonstrate to them an easy way to convert their existing news formats to automatically generated and delivered email newsletters. In this first, of a two-part series, we show you how easy it is to use Moveable Type and Bloglet to provide rudimentary email delivery.

The Utah State Library has tested Bloglet and Movable Type notifications for syndicating RSS feeds via email. We're now in the process of testing a new perl utility written by Mike Brown that will email recently updated RSS feeds.

No in-house dev team? No problem. With our newest On Demand Development Service Add-On, our expert team of WordPress developers will be on hand to help you with anything you need, from simple CSS issues to building custom functionality. Need help with expanding the capabilities of the Forminator plugin so it caters to your specific […]

In an unprecedented move some months ago, Ethiopia became effectively the first country in the world to ban the import of internal combustion engine vehicles. That ban was not some futuristic target for 2030 or 2035. It was an immediate ban on the import of ICE cars, with no exceptions. ... [continued]

The post Inchcape & BYD Partner In New Distribution Agreement For Ethiopia! appeared first on CleanTechnica.

Florida is famous for “Florida Man” news stories and memes, for the extreme heat frying people’s brains, and for more and more extreme Republicans taking over the state. When I was younger, it was a swing state in national elections— one of the key swing states. It seems that it’s ... [continued]

The post Should Democrats Abandon Florida? appeared first on CleanTechnica.

On one hand, 2024 is likely to be the year of global peak energy emissions. “It is a historic moment,” cheers the World Economic Forum (WEF) in this year’s edition of DNV’s Energy Transition Outlook. On the other hand, we have so much more work to do before we can ... [continued]

The post Is This The Year Of Peak Energy Emissions? appeared first on CleanTechnica.

This year, the U.S. has faced extreme weather, including record heatwaves and intense hurricanes, like Idalia, causing widespread disruptions and power outages. In August 2024, Hurricane Idalia alone left over 2.4 million homes and businesses without power​. As these natural disasters become more frequent, the vulnerability of traditional electricity grids ... [continued]

The post BLUETTI Unveils Elite 200 V2 Power Station: 17-Year Battery Life for Resilient Backup During Extreme Weather appeared first on CleanTechnica.