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 toekomst van satelliettelevisie staat opnieuw ter discussie nadat de twee grootste aanbieders in de VS, Dish en DirecTV, het eindelijk eens zijn geworden over een fusie...

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

Moody's verhoogt de outlook voor de credit rating van Deutsche Telekom naar positief. Dat betekent dat de huidige Baa1-rating waarschijnlijk in de loop van 2025 omhoog gaat naar een A-rating (A3). Moody's verwacht dat de aangepaste leverage in 2024 daalt naar 3,0x.

1. Ex-Warrior Klay Thompson awash in adoration in return to Chase Center  San Francisco Chronicle
2. Captain's hats, shimmy mark Klay's 'surreal' return  ESPN
3. ‘It was surreal’: Klay Thompson, Steph Curry reflect on epic homecoming for Warriors icon  East Bay Times
4. Emotional Klay Thompson gets cheers, heartfelt tribute in Bay Area return  NBA.com
5. Kurtenbach: ‘It’ll always be weird.’ What Klay Thompson’s return to the Bay really meant to him, the Warriors  The Mercury News

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

(Telecompaper) The UK government has announced the launch of a new forum to advise on the future of UK television. Led by Media Minister, Stephanie Peacock MP, the working group will include senior representatives from regulator Ofcom, TV broadcasters, infrastructure providers, and audience/viewer groups. It will...

(Telecompaper) ...

(Telecompaper) Thai operator AIS has introduced the Max streaming platform from Warner Bros. Discovery on the local market. Starting 19 November, AIS customers will be able to subscribe to Max packages and access entertainment content, including blockbuster movies and popular series. AIS will also enhance its...

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

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 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

I am looking for a luxurious family car between Rs 1 crore and Rs 1.5 crore. We’re a family of five – three adults and two kids – so my priority is comfort. It needs to be a recognisable brand, have a decent road presence and have updated technology. I will be driving the car, but my usage will be very low. I can extend my budget slightly if you strongly recommend a car. I am not in favour of EVs and would prefer petrol.

Mohit Sarin, New Delhi

Autocar India says: There’s a fair bit of choice for your budget, but we would suggest you look at the Mercedes-Benz GLE. It has a good road presence, is a very strong brand, the back seat is spacious, the MBUX infotainment system has the best on-board tech, and it is fairly reliable.

Also See:

Mercedes Benz GLE facelift review: Small updates for big Merc SUV

Mercedes Benz GLE facelift video review

Mercedes-AMG GLE 53 Coupe review: The everyday AMG

Maruti Suzuki recently launched the new fourth-generation Dzire with prices ranging between Rs 6.79 lakh and Rs 10.14 lakh (ex-showroom, Delhi). It continues to be based on the Swift hatchback, shares the same platform and engine but sports a differentiated look. It even goes one up on the equipment front. The new Dzire is available in four trims – LXi, VXi, ZXi and ZXi+ – and we take a close look at all the features you get in each trim.

2024 Maruti Suzuki Dzire trims, variants explained

The Dzire is powered by the same Z12E engine as the Swift: 82hp, 112Nm, 3-cylinder naturally aspirated. It’s available with a 5-speed manual gearbox as standard on all four trims; the AMT is available on all but the base trim. The new Dzire also gets a CNG powertrain right from launch, available on the mid-spec VXi and ZXi trims. Coupled with a 5-speed manual gearbox, the Dzire produces 69.75hp and 101.8Nm in CNG spec.

The new Dzire’s ARAI-rated fuel efficiency figure is 24.79kpl in manual form and 25.71kpl in AMT guise. Meanwhile, in CNG spec, the Dzire returns a claimed efficiency of 33.73km/kg.

New Maruti Dzire variant-wise features

Maruti Dzire LXi: Rs 6.79 lakh

Powertrain: petrol-MT

• Projector halogen headlights
• LED tail-lights
• 14-inch steel wheels without covers
• Shark fin antenna
• Black and beige dual-tone interior
• Fabric seat upholstery
• Adjustable front seat headrests
• Analogue instrument cluster with MID (multi-information display)
• All four power windows
• Auto up/down for the driver-side window
• Keyless entry
• Manual AC
• Tilt-adjustable steering wheel
• Six airbags
• Rear defogger
• 3-point seat belts with reminders for all seats
• Electronic stability program (ESP)
• Hill-hold assist
• ABS with EBD
• Reverse parking sensors

Maruti Dzire VXi: Rs 7.79 lakh–8.74 lakh

Powertrain: petrol-MT, petrol-AMT, CNG-MT

• 14-inch steel wheels with covers
• Chrome finish on the front grille
• Turn indicators on wing mirrors
• Body-coloured door handles and wing mirrors
• Electrically adjustable and foldable wing mirrors
• Silver insert on dashboard
• 7-inch touchscreen
• Wireless Android Auto and Apple CarPlay
• 4 speakers
• Steering-mounted controls
• OTA updates
• Voice assistant
• USB and Bluetooth connectivity
• Height-adjustable driver’s seat
• Adjustable rear headrests
• Day/night inside rearview mirror (IRVM)
• Front roof lamp
• Rear centre armrest with cupholders
• Rear AC vents

Maruti Dzire ZXi: Rs 8.89 lakh–9.84 lakh

Powertrain: petrol-MT, petrol-AMT, CNG-MT

• Auto LED headlights
• LED daytime running lamps
• 15-inch single-tone alloy wheels
• Chrome window garnish
• Silver trim and faux wood insert on dashboard
• Push button start/stop
• Wireless phone charger
• Key-operated boot opening
• Auto AC
• 6 speakers (including 2 tweeters)
• Connected car tech
• Reverse parking camera
• TPMS

Maruti Dzire ZXi+: Rs 9.69 lakh–10.14 lakh

Powertrain: petrol-MT, petrol-AMT

• 15-inch dual-tone alloys
• LED front fog lamps
• Front footwell illumination
• Leatherette-wrapped steering wheel
• 9-inch touchscreen
• Arkamys-tuned sound system
• Single-pane sunroof
• Coloured MID on instrument console
• Cruise control
• Auto-fold wing mirrors on locking the car
• 360-degree camera

Bookings for the new Dzire are ongoing for a token amount of Rs 11,000, and the introductory prices will be applicable till December 31, 2024. The Dzire rivals the Hyundai Aura, the Tata Tigor and the Honda Amaze, with the Amaze also due to receive an all-new generation next month.

Also See:

Maruti Dzire new vs old: price, engine, features comparison

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

Toyota had introduced Festival Limited Edition variants of the Glanza, Taisor and Hyryder a couple of months ago, with free dealer-level accessories. Now, Toyota is offering the same accessories packages at a discounted price on the Glanza, Taisor and Hyryder as part of year-end benefits.  

1. Glanza and Taisor get dealer-level accessories at discounted price
2. Other exclusive year-end offers extend to over Rs 1 lakh

Toyota Special Limited-Edition variants: what’s new?

All three cars essentially come with dealer-level accessories such as chrome highlights for the grilles and bumpers, 3D door mats, door visors and full body covers. These accessories can be availed on all trims of the Glanza, on the lower-spec E, S and S+ trims of the Taisor, and on the S, G and V trims of the Urban Cruiser Hyryder. These, however, cannot be opted for with the CNG variants of any car.

The accessory package on the Glanza is available for Rs 17,381 (down from Rs 20,567); the one for the Taisor costs Rs 17,931 (down from Rs 20,160), while the Hyryder’s accessories package is listed for Rs 50,817 (no change from regular price). These prices are applicable till December 31, 2024.

Apart from these accessories, customers can also avail of other exclusive year-end offers worth over Rs 1 lakh, although Toyota has not specified the exact nature of these benefits. Toyota is likely to have extended these benefits in an effort to clear stocks before the year-end. 

Also See:

Kia Syros name confirmed for upcoming compact SUV

New Honda Amaze exterior design, interior previewed

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

Nissan Magnite facelift: exterior, design

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

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

Nissan Magnite facelift: interior

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

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

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

Nissan Magnite facelift: features

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

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

Nissan Magnite facelift: performance, ride and handling

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

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

Nissan Magnite facelift: price, verdict

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

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

All prices, ex-showroom, India

Also see:

Nissan Magnite: new versus old

Nissan Magnite facelift price, variants, features explained

Mercedes-Benz is on an onslaught in India and wants to leave no segment empty. After EVs, coupe-SUVs, and even sedans, it is now the turn of a convertible. And no, unlike the previous ones (E 53 cabriolet and SL 55), this one does not carry an AMG badge. The CLE 300 is a cabriolet that is far from the usual gung-ho AMG models, and instead, is a convertible for those who want to take it easy. It’s more about style and the feeling of the wind in your hair than about lap times and cornering.

Mercedes CLE: design

The CLE’s calling card is its top down laid-back character. 

In terms of design, there is a faint resemblance to the C-Class, but that’s all it is. Up close, the CLE is very different. The India-spec gets the AMG line treatment as standard, which adds a layer of sportiness to the design. As a result, the only chrome bits on the face are the studded grille and the strip on the front lip. The digital LED headlamps are wider and sharper, the bonnet features two muscular power lines, and the bumpers are sportier with piano black accents.

Over to the side, you can tell it’s closer to a C-Class in dimension, thanks to the identical wheelbase. However, it trumps the C in terms of length and width. There is a prominent strip of chrome on the window line, the A-pillars, and the door handles. What also look the part are the sleek 19-inch wheels. A lot of the design will come down to your choice of colour combination. The soft-top can be had in a subtle black shade, but if you want a bit more pop, you can choose a shade of red as well for the roof.

At the rear, the LED tail-lamps get a connecting element, and sporty bumpers incorporate the trapezoidal chrome exhaust tips that, like on all modern Mercs, aren’t actually connected to the exhaust system.

With the top down, it’s hard to miss the CLE. The long bonnet, raked windshield, sharp wheels and a stunning stance make it a looker. But even with the top up, it’s not like you’ll pass it over as just another Merc. The lines and form factor are properly unique and with the right colour combination, it will stand out.

Mercedes CLE: interior

Neck warmer acts as a scarf in chilly conditions.

The interior of the CLE 300 is quite close to the C-Class when it comes to the dashboard design and layout. The AC vents, 12.3-inch instrument cluster and the 11.9-inch touchscreen are a straight lift, but on the CLE, the touchscreen gets a tilt function to reduce glare, especially when the top is down. Also, like with the soft top on the outside, you can opt for a bold upholstery choice for the interior to add a bit more drama.

There are more exclusive bits in the form of a wind deflector that pops out over the top of the windshield and ensures the airflow isn’t ruining your hairdo. There are vents in the front headrests that channel warm air onto the front passengers’ necks, acting as a virtual scarf in chilly weather. While that may be appreciated up north, the rest of the country is likely to keep it switched off. In terms of comfort, the seats are excellent with the right amount of cushioning and support – long distance drives will be effortless. They also get seat kinetics, along with heating and ventilation, which adds to the overall comfort. The CLE is a 2+2, but space in the back is best suited for children or short drives for adults under six feet. The backrest is upright, underthigh support is near absent and knee room is tight as well. Getting in and out, though, is extremely easy with the top folded away.

Spare wheel eats into the already low boot space.

What may also pose a challenge for long trips is the lack of boot space. With the soft top down, there isn’t much room; there’s space only for soft bags. Add a spare wheel, which in our conditions is handy, and you’re left with very little space. 

Mercedes CLE: performance

Relaxed is the one-word description for how the CLE drives. It is laid back, restrained, and perfect for a quiet cruise. With the top up, cabin insulation is excellent and does a great job of muting a lot of ambient chaos of the city. The soft top has multiple layers of sound deadening, which helps keep out the excessive road and wind noise. It can be opened in just 20 seconds at speeds of up to 60kph.

The 258hp, 2.0-litre turbo-petrol is creamy smooth and has dollops of torque that come in gradually. Instead of lunging ahead each time you flex your right foot, the CLE glides and picks up pace gradually. Though it gets more eager when you change the mode from Comfort to Sport, it still remains close to its character as a Mercedes-Benz rather than an AMG. What adds some zest to the performance is a 48V mild-hybrid system, which provides a bit over 20hp under hard acceleration. Still, nothing about it makes you want to corner hard or drive enthusiastically, and it urges you to cruise and enjoy the top-down experience. At high revs, there is a faint rasp of the exhaust, but nothing more. 0-100kph takes 6.7 seconds and the 9-speed automatic works very well via the paddleshifters.

Mercedes CLE: ride, handling

Maneuvering the CLE is easy, and despite the heft gained in Sport mode, it remains light on its feet. 

Being a long-distance cruiser, the suspension on the CLE is tuned for bad roads. It is soft and supple, and hence, despite the 19-inch wheels, ride comfort is very good. There is no adaptive suspension, so changing the modes won’t change the ride, but the stock setup works very well for our road conditions. One miss would be a nose-lift function as ground clearance is something to worry about, especially with a full load. Handling is effortless with a light steering. Maneuvering the CLE is easy, and despite the heft gained in Sport mode, it remains light on its feet. The 4MATIC all-wheel drive system offers good grip and control in bends, should you end up driving it enthusiastically.  

Mercedes CLE: price, verdict

At Rs 1.1 crore (ex-showroom, India), the CLE 300 is pricey. However, it has no direct rival as of now. The BMW Z4, at Rs 90.90 lakh, is cheaper and gets more power, but it’s a totally different experience thanks to its sportier character. While the Rs 1.3 crore Mercedes-AMG E 53 cabriolet is a full Rs 20 lakh more – and very good – it isn’t as relaxing as the CLE 300.

What the CLE 300 offers is a car that is comfy and luxurious enough to use as a daily driver, but can change its character in 20 seconds and offer a completely different experience. It sits in a sweet spot with no direct competition, and if a smooth, relaxing convertible is what you want, this will be a nice choice.

Also see:

New Mercedes E-Class review: Has the best gotten better?

It’s hard not to get carried away when riding on mountain roads in Southern California. Maybe it's the crisp, cool high-altitude air that tricks you into feeling relaxed, even when the speeds are anything but. We certainly got carried away in the twisties during our first ride aboard the new Royal Enfield Bear 650, and it wasn’t entirely to do with that cool mountain air. Confused? Understandable. After all, why should a scrambler-ised version of the already hefty and not very sharp Interceptor be egging us on in the corners? Well, as it turns out, the Bear is much more than just a scrambler-ised Interceptor.

Royal Enfield Bear 650: design, features

Sure, many of the changes have been made with the intent of making the Bear better suited to off-roading. You’ve now got an upside-down fork (in place of the Interceptor’s conventional unit) offering more travel – up from 110mm to 130mm. It’s a similar story at the rear, too; the Bear sticks with a twin shock setup, but travel has grown from 88mm to 115mm. As a result, seat height and ground clearance have also increased, and now stand at 830mm and 184mm, respectively.

But to accommodate the new suspension components and adapt the bike to its more off-road-focused role, Royal Enfield has had to strengthen the frame in multiple areas. It’s the same basic frame as the Interceptor, but it has now been braced in various areas to add strength and stiffness, and the sub-frame has been revised as well. The end result is a chassis that feels noticeably stiffer than the Interceptor’s. Attacking corners hard, the Bear does feels hinged in the middle, and the sort of mid-corner bumps that would have the Interceptor wobbling and wallowing all over the place are simply shrugged off.

There’s great feedback and you really have the confidence to keep carrying more speed into a corner, and leaning further and further, despite the more off-road centric 19in/17in wheel on offer. This is also, in no small part, down to the excellent new tyres wrapped around those wheels – you’re unlikely to have heard of the MRF Nylorex tyres before and that’s because they’re a new dual-purpose model that have been developed specifically for this motorcycle. Despite the blocky pattern, the grip, profile and predictably on the road were superb, and there were no complaints when on tarmac.

Part of the Bear’s playfulness in the twisties can also be attributed to the suspension setup. The front fork strikes a nice balance between comfort and performance, but the shocks feel rather firm and unforgiving. This was the case across riders of different weights, even at the minimum preload setting. On the largely excellent Californian tarmac, it wasn’t a deal-breaker, but the firm edge could be felt, and rough patches translated to my backside without sufficient mitigation. How this setup fares on the less than perfect roads back home is something we’ll have to find out in due course.

Royal Enfield Bear 650: performance, ergonomics

Many of the numbers are bigger with the new Bear, and while most of that is good, one big number that’s got some people a little apprehensive is the seat height. Yes, 830mm is definitely on the taller side – I’m not very tall, only 5’8”, which means I can’t flat-foot both feet. That said, it isn’t unmanageable either, and with a little bit of forward planning, you can comfortably pick either one side to flat-foot. It also helps that the footpegs are now a little further forward, so they don’t foul your shins as much.

The other change to the riding position is the handlebar, which is wider and a little further away from you. The wider part is nice, it gives you more leverage over the bike, which I like. The further away part, I’m not such a fan of – it’s a bit more of a forward reach than I’d like, and if you’re short like me, then this could become a point of fatigue over long rides.

On the upside, this is now a lighter motorcycle than the model it’s based on. Moving to this new 2-into-1 exhaust setup has helped shed a bunch of weight, though some of that has been added back through the suspension and the frame strengthening. Nevertheless, it is still 2kg lighter than the Interceptor. However, at 216kg, still a fairly hefty motorcycle. You only really feel this at low speeds and when paddling about, and once you’re on the move, the Bear masks its weight rather well. The new exhaust has done more than just trimming the weight – it’s also allowed RE to squeeze out some more torque from the motor; it now produces 56.5Nm vs the 52Nm we’ve seen from it so far.

So the engine feels a little more punchy now, while still remaining the pleasant, fairly refined, characterful motor that we’ve fallen in love with over the last 6 years. The new exhaust has slightly changed the sound, though. It exits a little closer to you and doesn’t run quite as far back as the twin-pipe designs, which is one of the factors at play. Overall, it’s a little more braap-y and raspy, as opposed to the more sweet-sounding twin pipe 650s. I think this suits the character of the Bear rather well.

Royal Enfield Bear 650: off-road performance

Now, we come to the big question of off-road performance. We didn’t have a great deal of opportunity to ride the Bear off-road – we only got a short spin up and down a fairly simple gravel track. But the feeling is that this is definitely more of a soft-roader than a hardcore off-roader. The suspension can absorb some hits, up to a point, and these new tyres seem to work well off-road.

The rear ABS can also be turned off. So yes, you can have some fun off-road. But the weight makes its presence felt, and the ergos are halfway between on-road and off-road, so this is not a bike you’d want to push very hard when the tarmac runs out. But you won’t have to turn around either.

Turning off that rear ABS is done through a fully-digital TFT display –  this is the first Royal Enfield 650 to get one, and it’s the same unit you’ll find on the Himalayan. Which means, you also get features like Bluetooth connectivity and Google Maps integration. It’s also the first RE 650 to get full-LED lighting. The only other noteworthy feature is a USB charging port, but as is the case with all REs now, there is a comprehensive list of accessories that covers the usual suspects, like touring mirrors and a touring seat, as well as more scrambler-specific items like a sump guard and a headlight grille.

Royal Enfield Bear 650: Verdict

The final piece of the puzzle is the price – and starting at Rs 3.39 lakh (ex-showroom, Chennai) and going up to Rs 3.59 lakh (ex-showroom, Chennai), the Bear sits between the Interceptor and GT on one end and the Shotgun and Super Meteor on the other. Having ridden it around California, it feels like the most versatile and competent RE 650 today. It can cruise, it can tour, it can commute, you can corner pretty hard – it’s a great road bike – and it’s got some off-road ability as well. But how much of a pain the firm suspension setup will be back home in India is something we’ll only be able to tell you a little further down the road. Test rides and deliveries begin on November 10, so it shouldn’t be too long before we find out.

Also See: Royal Enfield Bear 650 video review

It’s hard not to get carried away when riding on mountain roads in Southern California. Maybe it's the crisp, cool high-altitude air that tricks you into feeling relaxed, even when the speeds are anything but. We certainly got carried away in the twisties during our first ride aboard the new Royal Enfield Bear 650, and it wasn’t entirely to do with that cool mountain air. Confused? Understandable. After all, why should a scrambler-ised version of the already hefty and not very sharp Interceptor be egging us on in the corners? Well, as it turns out, the Bear is much more than just a scrambler-ised Interceptor.

Royal Enfield Bear 650: design, features

Sure, many of the changes have been made with the intent of making the Bear better suited to off-roading. You’ve now got an upside-down fork (in place of the Interceptor’s conventional unit) offering more travel – up from 110mm to 130mm. It’s a similar story at the rear, too; the Bear sticks with a twin shock setup, but travel has grown from 88mm to 115mm. As a result, seat height and ground clearance have also increased, and now stand at 830mm and 184mm, respectively.

But to accommodate the new suspension components and adapt the bike to its more off-road-focused role, Royal Enfield has had to strengthen the frame in multiple areas. It’s the same basic frame as the Interceptor, but it has now been braced in various areas to add strength and stiffness, and the sub-frame has been revised as well. The end result is a chassis that feels noticeably stiffer than the Interceptor’s. Attacking corners hard, the Bear does feels hinged in the middle, and the sort of mid-corner bumps that would have the Interceptor wobbling and wallowing all over the place are simply shrugged off.

There’s great feedback and you really have the confidence to keep carrying more speed into a corner, and leaning further and further, despite the more off-road centric 19in/17in wheel on offer. This is also, in no small part, down to the excellent new tyres wrapped around those wheels – you’re unlikely to have heard of the MRF Nylorex tyres before and that’s because they’re a new dual-purpose model that have been developed specifically for this motorcycle. Despite the blocky pattern, the grip, profile and predictably on the road were superb, and there were no complaints when on tarmac.

Part of the Bear’s playfulness in the twisties can also be attributed to the suspension setup. The front fork strikes a nice balance between comfort and performance, but the shocks feel rather firm and unforgiving. This was the case across riders of different weights, even at the minimum preload setting. On the largely excellent Californian tarmac, it wasn’t a deal-breaker, but the firm edge could be felt, and rough patches translated to my backside without sufficient mitigation. How this setup fares on the less than perfect roads back home is something we’ll have to find out in due course.

Royal Enfield Bear 650: performance, ergonomics

Many of the numbers are bigger with the new Bear, and while most of that is good, one big number that’s got some people a little apprehensive is the seat height. Yes, 830mm is definitely on the taller side – I’m not very tall, only 5’8”, which means I can’t flat-foot both feet. That said, it isn’t unmanageable either, and with a little bit of forward planning, you can comfortably pick either one side to flat-foot. It also helps that the footpegs are now a little further forward, so they don’t foul your shins as much.

The other change to the riding position is the handlebar, which is wider and a little further away from you. The wider part is nice, it gives you more leverage over the bike, which I like. The further away part, I’m not such a fan of – it’s a bit more of a forward reach than I’d like, and if you’re short like me, then this could become a point of fatigue over long rides.

On the upside, this is now a lighter motorcycle than the model it’s based on. Moving to this new 2-into-1 exhaust setup has helped shed a bunch of weight, though some of that has been added back through the suspension and the frame strengthening. Nevertheless, it is still 2kg lighter than the Interceptor. However, at 216kg, still a fairly hefty motorcycle. You only really feel this at low speeds and when paddling about, and once you’re on the move, the Bear masks its weight rather well. The new exhaust has done more than just trimming the weight – it’s also allowed RE to squeeze out some more torque from the motor; it now produces 56.5Nm vs the 52Nm we’ve seen from it so far.

So the engine feels a little more punchy now, while still remaining the pleasant, fairly refined, characterful motor that we’ve fallen in love with over the last 6 years. The new exhaust has slightly changed the sound, though. It exits a little closer to you and doesn’t run quite as far back as the twin-pipe designs, which is one of the factors at play. Overall, it’s a little more braap-y and raspy, as opposed to the more sweet-sounding twin pipe 650s. I think this suits the character of the Bear rather well.

Royal Enfield Bear 650: off-road performance

Now, we come to the big question of off-road performance. We didn’t have a great deal of opportunity to ride the Bear off-road – we only got a short spin up and down a fairly simple gravel track. But the feeling is that this is definitely more of a soft-roader than a hardcore off-roader. The suspension can absorb some hits, up to a point, and these new tyres seem to work well off-road.

The rear ABS can also be turned off. So yes, you can have some fun off-road. But the weight makes its presence felt, and the ergos are halfway between on-road and off-road, so this is not a bike you’d want to push very hard when the tarmac runs out. But you won’t have to turn around either.

Turning off that rear ABS is done through a fully-digital TFT display –  this is the first Royal Enfield 650 to get one, and it’s the same unit you’ll find on the Himalayan. Which means, you also get features like Bluetooth connectivity and Google Maps integration. It’s also the first RE 650 to get full-LED lighting. The only other noteworthy feature is a USB charging port, but as is the case with all REs now, there is a comprehensive list of accessories that covers the usual suspects, like touring mirrors and a touring seat, as well as more scrambler-specific items like a sump guard and a headlight grille.

Royal Enfield Bear 650: Verdict

The final piece of the puzzle is the price – and starting at Rs 3.39 lakh (ex-showroom, Chennai) and going up to Rs 3.59 lakh (ex-showroom, Chennai), the Bear sits between the Interceptor and GT on one end and the Shotgun and Super Meteor on the other. Having ridden it around California, it feels like the most versatile and competent RE 650 today. It can cruise, it can tour, it can commute, you can corner pretty hard – it’s a great road bike – and it’s got some off-road ability as well. But how much of a pain the firm suspension setup will be back home in India is something we’ll only be able to tell you a little further down the road. Test rides and deliveries begin on November 10, so it shouldn’t be too long before we find out.

Also See: Royal Enfield Bear 650 video review

Between May 1, 2023 and April 30, 2024, a whopping 44 percent of Toyota’s total sales came from rebadged Maruti products like the Baleno-based Glanza, Grand Vitara-based Hyryder and Ertiga-based Rumion. This model clearly seems to be working for Toyota, and now, there’s a fourth Maruti-based offering, called the Toyota Urban Cruiser Taisor.

Toyota Taisor design

This newest Toyota is a badge-engineered Fronx, which is a handsome car to begin with owing to its crossover-esque stance and coupe-like roofline that exert serious appeal. Furthermore, Toyota designers have done a neat job by seamlessly integrating design elements that firmly link it to other models from the Japanese brand. For example, its DRLs are similar to the Hyryder and the grille, with its honeycomb pattern, is similar to the pre-facelift Innova Crysta. As a result, the Taisor looks like it is a part of the Toyota family when viewed from the front. 

Compared to the Fronx, its 16-inch alloys sport a different design, and at the rear, the outer section of the tail-lamps with C-shaped LEDs are new. The connected LEDs on the tailgate are identical to the Fronx, and when you look closely, the LEDs in the tail-lights in the outer and tailgate section don’t seem to match.

Toyota Taisor interior

Toyota Taisor Performance

Like the Fronx, the Toyota Taisor is available with a 1.2-litre petrol engine with a 5-speed manual and automated manual transmission (AMT), and a 1.0-litre turbo-petrol mated to either a 5-speed manual or 6-speed automatic. What’s interesting is that while Toyota commands a slight premium for the 1.2-litre variants over its Maruti counterpart, the turbo variants are priced at par with the Fronx turbo, with the same features list. This strategy seems to have been adopted to push turbo petrol sales in the Taisor, since it contributes less than 10 percent to the Fronx’s sales. And in Toyota’s case, it seems to be working as the turbo accounts for nearly 45 percent of Taisor’s total sales. 

Speaking of its 1.0-litre engine, it is one of the nicest small capacity turbo-petrol units in terms of smoothness, performance, linearity, as well as refinement. It feels responsive, revs freely and it spins so eagerly that when you’re driving with verve, the 6,000rpm limiter feels a bit too conservative. There’s a mild-hybrid system too which provides electric boost to this engine when under load, but the difference is negligible and you’ll have to look at the animation on the MID to know when this mild-hybrid system is at work.

The 6-speed torque converter is smooth in its operation. It isn’t an enthusiastic unit per se, as the upshifts are quite slow. However, what driving enthusiasts will appreciate is the fact that this gearbox gives you full control in manual mode; it doesn’t upshift automatically. Also, the paddle shifters respond to inputs rather obediently.

We timed the Toyota Taisor too, and it sprinted from 0-100kph in 11.86 seconds. For reference, the timing is similar to the 120hp Kia Sonet DCT’s 11.94 seconds. However, its rolling acceleration times from 20-80kph and 40-100kph of 6.95 seconds and 8.49 seconds, respectively, are similar to the quickest compact SUV in the market, the 131hp Mahindra XUV 3XO.

At low speeds, the Taisor’s ride quality feels a bit busy due to its stiff suspension setup. On the flipside, it feels stable and confident at triple digit speeds. The steering is light, turning radius is tight and even though it isn’t bristling with feel or feedback, the Taisor feels quite engaging to drive.

Toyota Taisor verdict

With the Taisor, the Japanese brand has opened its showroom to a wider set of buyers, many of whom are first-time Toyota buyers. The Fronx is a fundamentally sorted car to begin with, and the Taisor carries forward these strengths such as its spacious and practical cabin, lengthy equipment list, and its engaging driving manners – turbo-petrol or naturally aspirated petrol, take your pick. Toyota also provides a three-year standard warranty, while its Maruti counterpart provides a two-year warranty, although it is worth mentioning that both offer extended warranty up to the fifth year. Hence, between the Maruti Fronx and Toyota Taisor, the deciding factor is their design and an individual’s brand preference, in terms of sales experience and proximity to a service center. But whichever you pick, these are compact crossovers you can’t go wrong with.

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I am looking for a luxurious family car between Rs 1 crore and Rs 1.5 crore. We’re a family of five – three adults and two kids – so my priority is comfort. It needs to be a recognisable brand, have a decent road presence and have updated technology. I will be driving the car, but my usage will be very low. I can extend my budget slightly if you strongly recommend a car. I am not in favour of EVs and would prefer petrol.

Mohit Sarin, New Delhi

Autocar India says: There’s a fair bit of choice for your budget, but we would suggest you look at the Mercedes-Benz GLE. It has a good road presence, is a very strong brand, the back seat is spacious, the MBUX infotainment system has the best on-board tech, and it is fairly reliable.

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With prices for the new Maruti Suzuki Dzire revealed – they start at Rs 6.79 lakh and go up to Rs 10.14 lakh – it’s time to see exactly what the new model offers over its predecessor. The generation change brings more than a few design changes outside and inside, far more equipment and an even more frugal engine. Let’s dive in.

Maruti Dzire new vs old design

While the overall silhouette is more or less the same, with the sloping roofline and almost typical three-box design, the new Dzire sports a much more mature-looking face. Unlike its predecessor, there’s almost nothing that links the new Dzire to its hatchback counterpart.

Slim, angular LED headlights have replaced the projector units (that came with LED daytime running lamps). The new black grille hexagonal grille is bigger than before; it has six horizontal slats, with the highest one featuring a piano black and chrome finish and a prominent Suzuki logo in the centre. There is a bit of space between the headlights and the fog lamps, which, on higher-spec variants, will be LED units.

New 15-inch alloy wheels, along with reshaped front and rear fenders, help the Dzire look fresh, and at the rear, there are new squarish tail-lights with horizontal, tri-arrow-shaped LED light signatures. There’s an almost prominent boot spoiler, and the lower part of the rear bumper has a sporty-looking diffuser-like design.

Compared to the outgoing model, the new Dzire has nearly identical dimensions, though it is 10mm taller at 1,525mm, has a slightly larger boot and is also about 30-40kg heavier, depending on the variant. Additionally, the new Dzire is available in seven exterior finishes, of which Alluring Blue, Gallant Red and Nutmeg Brown colours were not available with the older car.

Maruti Dzire new vs old interior

While the fourth-gen Dzire shares quite a lot with the Swift on the inside, it’s quite a change compared to the outgoing compact sedan. The dashboard has a more sophisticated, textured and layered look, with a floating touchscreen taking centre stage. The instrument cluster also gets new dials and a new MID. There are vastly different controls for the auto AC and redesigned AC vents.

The biggest changes inside the cabin are to the Dzire’s features list, which is quite a bit longer than its predecessor’s. There’s the larger 9-inch touchscreen, a segment-first powered sunroof and a 360-degree camera, along with cruise control, a wireless charger and the Suzuki Connect in-car connectivity suite.

As for safety, the new Dzire has the distinction of being the first Maruti to get a 5-star Global NCAP crash test rating. Unlike its predecessor, which managed a 2-star GNCAP rating, all variants of the newer model get six airbags as standard. The other bits, such as ABS, ESP, ISOFIX anchors and hill-hold assist continue.

Maruti Dzire new vs old engine

Under the new Dzire’s bonnet is the new Z12E petrol engine that debuted in the Swift. The older model had the K-Series DualJet engine, which was a four-cylinder 1.2-litre unit producing 90hp and 113Nm of torque. When seen in the light of the new engine’s outputs – 82hp and 112Nm – the older model was more powerful. The 5-speed manual and 5-speed AMT gearbox options are still available.

On the other hand, the new three-cylinder 1.2-litre Z Series engine is far more frugal than its predecessor. The new Dzire is rated at 24.79kpl in manual form and 25.71kpl in AMT guise, which is an increase of 2.38kpl and 3.1kpl over the outgoing model.

As is usually the case with Maruti’s line-up, the new Dzire also gets CNG-powered variants. The same 1.2-litre engine makes 69.75hp and 101.8Nm in the CNG version and delivers 33.73km/kg, which is an increase of 2.61km/kg over the third-gen Dzire.

Maruti Dzire new vs old price

Considering the number of changes, the Rs 22,000 more you pay for the new entry-level Dzire over its predecessor seems justified. Similarly, the Rs 75,000 extra for the top-spec version would also make sense, given the number of premium features now available in the compact sedan. Do note that the new Dzire’s prices are introductory and will increase from January 2025 onwards. 

All prices, ex-showroom, India

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

New Maruti Dzire launched at Rs 6.79 lakh

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Maruti Suzuki recently launched the new fourth-generation Dzire with prices ranging between Rs 6.79 lakh and Rs 10.14 lakh (ex-showroom, Delhi). It continues to be based on the Swift hatchback, shares the same platform and engine but sports a differentiated look. It even goes one up on the equipment front. The new Dzire is available in four trims – LXi, VXi, ZXi and ZXi+ – and we take a close look at all the features you get in each trim.

2024 Maruti Suzuki Dzire trims, variants explained

The Dzire is powered by the same Z12E engine as the Swift: 82hp, 112Nm, 3-cylinder naturally aspirated. It’s available with a 5-speed manual gearbox as standard on all four trims; the AMT is available on all but the base trim. The new Dzire also gets a CNG powertrain right from launch, available on the mid-spec VXi and ZXi trims. Coupled with a 5-speed manual gearbox, the Dzire produces 69.75hp and 101.8Nm in CNG spec.

The new Dzire’s ARAI-rated fuel efficiency figure is 24.79kpl in manual form and 25.71kpl in AMT guise. Meanwhile, in CNG spec, the Dzire returns a claimed efficiency of 33.73km/kg.

New Maruti Dzire variant-wise features

Maruti Dzire LXi: Rs 6.79 lakh

Powertrain: petrol-MT

• Projector halogen headlights
• LED tail-lights
• 14-inch steel wheels without covers
• Shark fin antenna
• Black and beige dual-tone interior
• Fabric seat upholstery
• Adjustable front seat headrests
• Analogue instrument cluster with MID (multi-information display)
• All four power windows
• Auto up/down for the driver-side window
• Keyless entry
• Manual AC
• Tilt-adjustable steering wheel
• Six airbags
• Rear defogger
• 3-point seat belts with reminders for all seats
• Electronic stability program (ESP)
• Hill-hold assist
• ABS with EBD
• Reverse parking sensors

Maruti Dzire VXi: Rs 7.79 lakh–8.74 lakh

Powertrain: petrol-MT, petrol-AMT, CNG-MT

• 14-inch steel wheels with covers
• Chrome finish on the front grille
• Turn indicators on wing mirrors
• Body-coloured door handles and wing mirrors
• Electrically adjustable and foldable wing mirrors
• Silver insert on dashboard
• 7-inch touchscreen
• Wireless Android Auto and Apple CarPlay
• 4 speakers
• Steering-mounted controls
• OTA updates
• Voice assistant
• USB and Bluetooth connectivity
• Height-adjustable driver’s seat
• Adjustable rear headrests
• Day/night inside rearview mirror (IRVM)
• Front roof lamp
• Rear centre armrest with cupholders
• Rear AC vents

Maruti Dzire ZXi: Rs 8.89 lakh–9.84 lakh

Powertrain: petrol-MT, petrol-AMT, CNG-MT

• Auto LED headlights
• LED daytime running lamps
• 15-inch single-tone alloy wheels
• Chrome window garnish
• Silver trim and faux wood insert on dashboard
• Push button start/stop
• Wireless phone charger
• Key-operated boot opening
• Auto AC
• 6 speakers (including 2 tweeters)
• Connected car tech
• Reverse parking camera
• TPMS

Maruti Dzire ZXi+: Rs 9.69 lakh–10.14 lakh

Powertrain: petrol-MT, petrol-AMT

• 15-inch dual-tone alloys
• LED front fog lamps
• Front footwell illumination
• Leatherette-wrapped steering wheel
• 9-inch touchscreen
• Arkamys-tuned sound system
• Single-pane sunroof
• Coloured MID on instrument console
• Cruise control
• Auto-fold wing mirrors on locking the car
• 360-degree camera

Bookings for the new Dzire are ongoing for a token amount of Rs 11,000, and the introductory prices will be applicable till December 31, 2024. The Dzire rivals the Hyundai Aura, the Tata Tigor and the Honda Amaze, with the Amaze also due to receive an all-new generation next month.

Also See:

Maruti Dzire new vs old: price, engine, features comparison

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

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Toyota had introduced Festival Limited Edition variants of the Glanza, Taisor and Hyryder a couple of months ago, with free dealer-level accessories. Now, Toyota is offering the same accessories packages at a discounted price on the Glanza, Taisor and Hyryder as part of year-end benefits.  

1. Glanza and Taisor get dealer-level accessories at discounted price
2. Other exclusive year-end offers extend to over Rs 1 lakh

Toyota Special Limited-Edition variants: what’s new?

All three cars essentially come with dealer-level accessories such as chrome highlights for the grilles and bumpers, 3D door mats, door visors and full body covers. These accessories can be availed on all trims of the Glanza, on the lower-spec E, S and S+ trims of the Taisor, and on the S, G and V trims of the Urban Cruiser Hyryder. These, however, cannot be opted for with the CNG variants of any car.

The accessory package on the Glanza is available for Rs 17,381 (down from Rs 20,567); the one for the Taisor costs Rs 17,931 (down from Rs 20,160), while the Hyryder’s accessories package is listed for Rs 50,817 (no change from regular price). These prices are applicable till December 31, 2024.

Apart from these accessories, customers can also avail of other exclusive year-end offers worth over Rs 1 lakh, although Toyota has not specified the exact nature of these benefits. Toyota is likely to have extended these benefits in an effort to clear stocks before the year-end. 

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