Amazon.com stopt met zijn Freevee platform voor gratis video streaming content. Het bedrijf verplaatst de content naar zijn Prime Video site, als onderdeel van een bredere strategie om het platform te veranderen in een aggregator van gratis en betaalde video-opties.

Vodafone Group heeft het budget voor zijn lopende aandeleninkoopprogramma verhoogd met EUR 20 miljoen, tot een totaal van EUR 520 miljoen. De aandeleninkoop is in augustus begonnen en zal deze maand worden afgerond, aldus de operator.

De Europese zender RTL heeft zijn vooruitzichten voor de resultaten over het hele jaar bijgesteld vanwege de zwakke Duitse reclamemarkt...

De Zweedse streamingmarkt ondergaat een opleving na een periode van tragere groei, met 600.000 nieuwe streamingabonnementen in het derde kwartaal vergeleken met dezelfde periode in 2023. De belangrijkste reden is de opkomst van meer betaalbare, advertentie-ondersteunde abonnementsopties. Dit meldt...

(Telecompaper) Vodafone reported higher revenues for the first half of its fiscal year, as growth in Africa and Turkey helped offset the slowdown in its biggest market, Germany...

(Telecompaper) Spanish rural broadband providers Adamo and Avatel as well as MasOrange have secured the majority of the funds made available under the government's Unico Broadband 2024 call...

(Telecompaper) The UAE national domain, .ae, has achieved 347,000 registrations, says the Telecommunications and Digital Government Regulatory Authority, which manages the domain...

(Telecompaper) HKBN Enterprise Solutions (HKBNES) has signed a partnership agreement with disaster recovery vendor Information2 Software. HKBNES becomes Information2 Software's general distributor in Hong Kong...

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Tempur-Pedic Luxe Breeze is one of the most premium options out there, but is it the right one for you? Here's everything you should know before hitting the buy button.

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The deal that seems too good to be true probably is.

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De drie grote Amerikaanse hyperscalers, Amazon, Microsoft en Google, lijken een wapenwedloop te voeren om hun netwerken wereldwijd uit te breiden. Zowel de cloud als specifiek de zware belasting van AI vraagt daarom. Het is een trend die vooral sinds begin dit jaar zichtbaar is...

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This report estimates the size and value of the Dutch video market, consisting of both the traditional pay-TV market (TV) and the internet-based (over-the-top) services market (OTT video). It offers an overview of Dutch consumer TV and video revenues in the second quarter of 2024, and compares the findings with results from previous quarters.

The report provides a comprehensive overview and insight into the Dutch consumer multi-play market  in the second quarter of 2024, and compares the findings with results from previous quarters. We analyse the Dutch telecoms markets from a bundling perspective. We report on the number of 1P, 2P, 3P and 4P subscribers, based on both company reports and our own calculations and estimates.

In the Telecom Business Market Insight report Telecompaper analyses the Dutch business telecoms market, focusing on quantitative data up to Q2 2024. It offers a transparent and objective overview of the business market, through detailed insights into retail revenues and customer numbers. These are split into different types of telecom services.

(Telecompaper) SmartCIC Group has announced the launch of its managed Low Earth Orbit (LEO) satellite service, which the company hopes to rapidly deploy across 30 countries. The company said the new offering provides secure, scalable, and cost-effective connectivity across remote and challenging locations with the need for a costly ground infrastructure...

(Telecompaper) Canadian vendor Vecima Networks has announced the successful completion of a first-phase linear ad insertion deployment for US fibre and IPTV carrier Hotwire Communications. The first phase introduces linear parity ad insertion, enabling zonal ad placements in IPTV streams. In the next phase,...

(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...

(Telecompaper) European broadcaster RTL has trimmed its outlook for full-year results due to weakness in the German advertising market. RTL posted revenues for the first nine months of the year down 1.5 percent on an organic basis to EUR 4.2 billion and lowered its FY outlook to EUR 6.3 billion in sales, from a...

(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...

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

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

The fourth-gen Maruti Dzire is quite a departure from its predecessors in a lot of ways. Through the generations, this compact sedan has been based on the Swift hatchback, sharing the same chassis and powertrain options, among many other bits. However, with the latest-gen, there are quite a few differences between the two models, which is why this is going to be an in-depth comparison, on paper, between the new Dzire and Swift.

New Maruti Dzire vs Swift design

As mentioned above, the new Dzire has a distinct design when compared to the Swift, sharing almost nothing with the hatchback. The compact sedan looks more premium with its Audi-esque styling in the front, a smoother roofline, and the notchy boot.

In terms of size, the new Dzire is 5mm taller and 135mm longer, with the latter explaining the compact sedan's ability to carry an additional 117 litres worth of luggage in the boot. Interestingly, the base versions of both models weigh the same 920kg, while the higher versions of the Dzire, especially the CNG-equipped variants, weigh up to 35kg more.

It should be noted that the Swift comes with three dual-tone exterior colours – Sizzling Red with Midnight Black, Luster Blue with Midnight Black and Pearl Arctic White with Midnight Black – and six monotone options. Meanwhile, the Dzire gets a total of seven exterior finishes with no dual-tone options.

New Maruti Dzire vs Swift interior

On the inside, the new Dzire and Swift are far more closely linked. In fact, they have nearly identical dash layouts, from the size and shape of the side AC vents to the centrally mounted floating touchscreen. However, the compact sedan’s cabin gets a brighter beige and grey finish compared to the hatchback’s all-black one. In addition, the chrome strip that runs the length of the Dzire’s dashboard gets a kink near the central AC vents, which also has a marginally different trapezoidal design.

Coming to the features on offer in their respective range-topping forms, the Dzire comes with a longer list. Kit available on the Dzire that's not available on the Swift is a powered sunroof and a 360-degree camera. The rest of the features are identical, from the rear AC vents and climate control system to the 9-inch touchscreen, analogue dials and coloured MID.

New Maruti Dzire vs Swift engine

True to form, the new Dzire and Swift share the same Z12E three-cylinder petrol engine. The 1.2-litre unit produces the same 82hp and 112Nm of torque on petrol, 69.75hp and 101.8Nm of CNG, and comes with 5-speed manual and AMT options. Interestingly, while the heavier Dzire in petrol form is marginally less frugal than the Swift, the Dzire CNG goes 0.88km further on a kilo of gas than its hatchback counterpart.

New Maruti Dzire vs Swift price

For now, prices of the Dzire start Rs 30,000 higher than the Swift, which isn’t too much of a difference. Dzire AMT variants cost about Rs 50,000 more than the equivalent Swift variant, with the range-topping compact sedan being priced Rs 69,000 higher. Meanwhile, prices for the Dzire CNG are about Rs 54,000-64,000 higher than the Swift CNG’s.

Do note that prices for the Dzire are introductory, and will increase from January 2025. On paper then, the new Dzire seems to be quite a proposition when compared to the Swift. For not too much more money, the Dzire offers a more mature aesthetic and a longer list of features, along with being the more frugal model in CNG form.

Also see:

New Maruti Dzire variant-wise features, trims and prices explained

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

Maruti Swift long term review, 1,200km report

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

Also See:

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

I’ve been stuck on a motorcycle on a high-altitude pass before. I’ve been in -40deg Celsius at the Arctic circle a few years ago, and I’ve even woken up on a sack of flour in a dingy dhaba in the middle of a snowstorm and cried because it was so cold. So I like to think that I am pretty qualified for this crazy ride that Royal Enfield has planned.

This time, there is one crucial difference. All my previous such adventures have been for a day at the worst and an hour at best. This time, they say it will be nine sustained days of teeth chatter and no, my amma won’t be able to come save me when I’ve had enough.

I quickly pack Rs 7,000 worth (in excess baggage) of warm clothes and riding gear and buy enough thermals to own a controlling stake in Decathlon. This is not the usual cold-weather adventure, it can go very wrong. Also sending chills down my spine is when Royal Enfield delays the start of the trip by a couple of days because they want us to be in Kaza for the heaviest snowfall of the season. Hang on a minute! Don’t normal people try to avoid bad weather? I quickly make another trip to Decathlon and arrive at the starting point with my best frosty smile pasted on.

The start point is in Shimla and I’m told there will be seven slightly modified Royal Enfield Himalayan Sleets waiting for us. We will then attempt to ride to Kaza in Spiti Valley, Himachal Pradesh, via the only route that is open/maybe open at this time of the year. The e-mail from Royal Enfield promises minus polar bear temperatures, lots of black ice on the road and a small side note that tells us that a hot bath at the end of a cold ride will be impossible once we cross over into Spiti Valley. Am I nervous? You bet I am. I know from past experience that snow and ice are the most difficult surfaces to ride a motorcycle on. You need to be fit because every inch of progress on zero-traction surfaces like these is like clawing back victory from the icy fingers of winter. The problem with snow and ice is that they have this ability to make you go from full CS Santosh control to sliding on your donkey ass in exactly 0.1 milliseconds. Oh well, like Vijay Parmar (India’s Thierry Sabine for those not in the know) said, I asked for this.

GLOBAL WARMING

So far, that e-mail has failed to live up to its veiled threat. The sun is out but it is cold and for once, I seem to be wearing the right warm riding gear. That changes slightly when we get to the high point on the road. The first sign I get is when my toes start freezing. Painfully. The frosty bite of winter is seeping in through my boots and woollen socks and robbing my toes of feel.

I am also a very clever fellow obviously, because, in my bid to take a few photographs at the helipad at Nako, I’ve exposed my fingers to the knife-edged wind that is blowing through the place. I now have frozen toes and fingers. I look back now and thank god I didn’t feel the need to answer nature’s call at that point.

I quickly stuff my hands into the rain mitts that have been fitted on the Sleets and turn on the heated grips to 80 percent heat. It takes a while for the grips to warm up and in that while, every clutch pull and every two-finger front brake application is agony. A few kilometres up, there is ice on the road at Malling Nallah – the crossover into Spiti. We finally seem to be leaving the everyday comforts we take for granted behind.

I’m told we can forget about heated hotel rooms and running water. From now on, the water I brush my teeth with is so icy it scalds, and every time I smile at the face of adversity, my dry lips crack painfully. No amount of slathered Burt’s Bees helps (Vaseline does a better job, though), and anyone using anything other than a BSNL network can forget about their daily social media updates. I am surprised that the usual signs of AMS – the slower thought process, slight nausea, the mild headaches – aren’t hitting me. Vijay Parmar tells me that because it is so cold right now, the air up here is denser. We are, in effect, breathing like a K&N cold air filter. How cool is that!

That night at a homestay in Tabo, we huddle around a bukhari sipping on soup and rum. I learn certain rules of a mountain home chief, of which is that if you leave the room for whatever reason, you close the door behind you and when you come back, you bring two logs of wood from the pile outside to keep the fire going. I step out and stare in wonder at the diamond carpet high above me before my rapidly depleting body heat forces me under three blankets, a down jacket and uneasy sleep. There is still no sign of snow.

WE WILL GO AND FIND IT THEN

Apparently, when it snows, it isn’t as cold as when it is not snowing. Either that or you are working so hard to get the bike through deep snow that you forget how cold it is. I think it is the latter because I’ve been struggling to ride up a slope covered in one-and-a-half feet of snow. We stopped before attempting the climb to that little village in Pin Valley National Park and fitted snow chains, but even that is not helping. The bike is bogging down and I’m having to walk it up the slope – engine on, first gear, clutch out, revs up. At 12,000ft, this little exercise that I execute so easily in Idukki’s mud is making me curse the cigarette I had with my chai earlier that morning. And then, the snowy patch hardens into a sheet of ice that runs across our temporary ski slope – it is a stream that froze and drops over the edge into a short but promisingly painful trip to the river below. I freeze but that’s the wrong thing to do. Ice is like an oil slick with a sprinkling of banana peel on it, so you want to ride the bike like you are walking on a slippery bathroom floor – no sudden movements or panicking allowed. In fact, you shouldn’t even think because in the time it takes to think, you will land your ass on a cold hard surface. Because it is a short stretch of ice, you ride up to it as slowly as you can, pull the clutch in and let the bike simply roll over the treacherously slick surface. The deep snow at the other side seems like a Velcro patch after that. I can feel my heart beating furiously, my mouth is dry and I find myself breathing like a locomotive. I take a few sips from my hydration pack, find a place where the side-stand won’t sink into the ground and watch in guilty glee as the others behind me struggle up the same slope in a mix of heavy breathing and flying snow.     

Pin Valley is beautiful at this time of year. We haven’t seen a soul all morning; I haven’t seen snow this white ever and the razor-sharp peaks of the Himalayas etched against that cobalt blue sky makes me briefly think that all this talk about global warming is nonsense. But it isn’t. The slopes on the south side are devoid of snow because well, it hasn’t snowed. Phuentshok, our host for the night in Tabo tells us it hasn’t snowed here since November and that this place should be under a ton of snow by now. It is a scary thought.

THE POND

What I love about the Himalayan is that it is so easy to manage off-road. It has good ground clearance like every dual-sport bike should have, but the seat isn’t high off the ground like every other dual-sport bike’s is. This means I can get my feet on the ground comfortably and that means I am way more confident on it than I am on my Triumph Tiger back home. On the dirt/gravel sections, as we head to Kaza later that evening, I find myself doing speeds I wouldn’t dare do on a bigger motorcycle. That the Himalayan has very modest power means I have that poor engine on its throttle stop most of the time. I won’t lie though. I did wish many times that it had a bit more power, but then again, I will tell you that the bike is fun because it is unintimidating.

Now, because we are supposed to be buried in snow today and because it still hasn’t snowed, we decide to head higher up from the 12,000ft valley floor towards Kibber. We find a small pond that’s frozen over. I decide I am very clever again and fit the snow chains on my bike without gloves on. Cold air, cold metal, no feeling in the fingers. I ride nervously out onto the broad basin of the pond and promptly have the bike wash out from under me. Me falling breaks the ice (figuratively, not literally) and I am soon surrounded by six other bikes all hooning around the relatively broad basin of white. We drag raced on it, went sliding across the ice on our collective asses multiple times, tried our hands at flat tracking – it was an incredible high. It is cold but we’ve forgotten how cold it is and everyone’s face mirrors the same feeling – up there in the cold at 14,000ft with no one but us watching, freedom kicked in. Moments like this make me glad to be alive.

WHITEOUT

Through the ride, I’ve learned that there are different kinds of snow that you ride on. There’s deep snow which is an absolute workout to ride through, there’s ice covered by a thin layer of snow that is treacherous to ride on and there’s the third kind – the kind we get on the last day of the ride out from Kalpa.

Ironically, we’ve had to leave Spiti Valley to get proper snowfall and overnight at Kalpa, a ton of the stuff has come down and turned the landscape fairy-tale white. The third kind of snow is now what we have to ride on and, to my delight, I discover that it is the most enjoyable sort. The road down to Reckong Peo is tarmac and on it is a few inches of snow. It is here that the snow chains work their best because they find enough traction on those few inches and there’s grip underneath. The residents of Kalpa stay in their warm houses as we ride down that road surrounded by tall pine trees and crisp, clean air. I learn to use the power and slide the rear wheel around hairpins; I learn that this kind of snow lets you take liberties, and I am genuinely sad that from here to Shimla and beyond is now a long road back to normal life.

That night, as we sit around a table and share war stories, I realise what a kickass ride this has been. The struggle through the snow, the heart-in-the-mouth moments over ice, the biting cold, the billion stars on a pitch-black night and the incredibly close relationships you build with total strangers when you sit around a warm fire in the middle of nowhere is what made this trip for me. The chaps from Royal Enfield tell me that this ride was a ‘testing the waters’ kind of ride and they plan to include it in next year’s ride calendar, which in turn means we were guinea pigs. If this is what being a guinea pig feels like, sign me up for the next one, please.

BIKE PREP

A few minor modifications were all that was necessary to get these Himalayan Sleets ready for the snow ride. The engine oil was changed to fully synthetic 5W-40 grade to battle the expected below-freezing temperatures, and the drive chain had to be cleaned and lubricated almost every day because regular chain lubes don’t last long in these temperatures. Also, the foot peg rubbers were removed so our boots would grip them better. Then, of course, there were the Mizuno snow chains without which traversing the snow and ice stretches would have been very difficult.

For our comfort, Royal Enfield fitted the bikes with rain mitts as well as heated grips from a company called Oxford. That’s it. That was all that was needed.

RIDER PREP

You are going to ride through extreme temperatures, and if you get your riding gear wrong, it will ruin your ride. Here’s what I used to stay warm:

• SOL SS-1 ADV helmet
• Scott Recoil XI goggles
• Alpinestars Touring winter balaclava
• Royal Enfield Darcha all-weather jacket with rain and warm liners
• Triumph Navigator gloves
• Royal Enfield Darcha pants with rain liner
• Two layers of Decathlon thermal inner wear
• Decathlon woollen socks
• Sidi On Road Gore-Tex boots (worked brilliantly off-road)
• Decathlon 2-litre hydration pack

Also, remember to try on all your gear to make sure they fit well before the ride. Discovering your boots don’t have space for the extra thickness of the woollen socks, a night before the ride, can be a bummer.

OUSEPH CHACKO

“What do you mean we can’t leave?” Not that it’s a complaint, given our current location – the gorgeous Vivanta Dal Lake View hotel atop a hill overlooking Srinagar in Kashmir. But right off the bat, this was the first of a mercifully precious few hiccups in an otherwise meticulously planned journey. It turns out severe landslides have all but wiped out a section of the highway to Jammu, and it will be closed for a day while the authorities clear things up. Luckily, we’d budgeted some buffer days on this journey, which we would need to pull off something like this.

They say the two types of cars you simply cannot take on a road trip across India are a sportscar and an EV. We’re attempting to do just that in a car that is both – the Porsche Taycan. And it’s not some casual jaunt to a hill station over a weekend; this is the mighty K2K or Kashmir to Kanyakumari – over 4,000km from the northern to the southern tip of India. And before you ask, no, this is not a race against time or a test of range. In the real world, you do road trips comfortably, and that’s how we planned this.

So one extra day in Kashmir, huh? I’ve only so much as laid eyes on this Frozenblue Metallic Porsche Taycan once, at its launch in November 2021, so this is a good chance to get to know it better, I think. And what I get to test right off the bat is how good it is at being a Porsche. Twisty mountain roads, narrow, but decently surfaced, and since we don’t have any vast distance to cover today, I’m allowing myself a bit of fun.

Taycan Drive Kashmir to Kanyakumari: Srinagar to Jaipur

– Gavin D’Souza

Straight into Sport Plus mode and off we go. What gets me first is the steering – a hallmark of every Porsche. In Sport Plus, it makes no concessions to lightness in the quest for the ultimate feedback. The whole car feels just so tightly wound in a way that no EV I’ve driven before has, and this is not even the mighty Turbo S. There’s a purity to how this base, rear-wheel-drive model drives, and its 326hp is ample without feeling over the top. Some breathtaking views and a fair few hairpins later, it’s time to put the car back on charge and head off in search of a Kashmiri dinner.

The following morning, a proud 100 percent and 370km of indicated range showing on the screen, we’ve got the all-clear from the highway authorities and we’re ready to flag off. But first, a little matter of packaging. The 84-litre frunk can hold a surprising amount, but as we’re going on a long trip, we’ve packed some extra charging gear – including a custom-made 15A extension cord, just in case. It’s the 407-litre rear boot that, impressively, swallows up two week-long bags and then some, despite also housing the space-saver spare tyre.

Our exit from Srinagar is far more subdued than my little jaunt from the day prior, as we settle down nicely with the ‘Normal’ drive mode. I make sure to turn brake regeneration on, however, as it’s all downhill from here. As the kilometres tumble, the indicated range stays more or less the same, which means we’re driving this car more efficiently than the last person – me, yesterday.

The roads up here are heavily militarised, and it’s not unusual to be stopped for long spells to allow convoys to pass through. It happens on more than a few occasions, which gives the local sellers of apples, shawls and cricket bats enough opportunities to accost us with their best possible deals. It’s not long before they turn their attention to the blue bolt, however, and the conversation changes from bargaining to wild curiosity.

The road to Jammu takes us through the 8.45km long Qazigund-Banihal tunnel, among several others, and before long, we’re in Ramban district, where those devastating landslides took place. The authorities have done a tremendous job of clearing the road, but it’s still something of a mucky minefield, and the first real test of the Taycan’s go-anywhere ability. Thankfully, air suspension is standard for India, and raising it a few times lets us navigate the watery ruts left behind by the heavy truck traffic. That slowdown and the many traffic stops meant it’s after dark as we roll into Jammu for the night.

An uneventful driving day suddenly turns tense as we encounter heavy water-logging in Zirakpur, Punjab.

We thought the most eventful part of this journey was behind us, but we’re in for a surprise. For the most part, the journey to Chandigarh comprised superb, wide highways and superb road surfaces. But as we enter Zirakpur, the sky breaks open with some of the most intense rainfall I’ve seen all year. Visibility is non-existent, other road users are in a panic, and huge ponds of standing water begin to emerge out of nowhere. And then, after a long traffic jam crawls us towards a blind junction, the penny drops. A huge water-logged stretch spreads out before us and we have no choice but to wade through. It’s already taken a few vehicular victims, abandoned in the middle or to the side, but we push on. I’m quickly reminded that with this being an EV, there’s actually less chance of internal powertrain damage, as there are no intakes or exhausts for water to enter through. Still, it doesn’t stop my heart from being lodged firmly in my mouth, and once we’re finally clear and into Chandigarh, we inspect the car, and all is well.

It’s an absolute breeze getting to the Capital the next day, and although quite uneventful, the long, smooth highway gives me a fun game to play. The Taycan, unlike most EVs, actually has two gears in its transmission, the second being an overdrive for better efficiency on the highway. Putting the car in Eco mode actually lowers the suspension for better aero, and it’s here that I start chasing my new favourite number on the screen – the km/kWh reading. Much like kpl, a higher number is better, and in my experience with EVs so far, anything above 5km/kWh is good. Coming down from Kashmir meant we were already doing a pretty good 6.2, but by the time we roll into Delhi, I manage to take it up to 7.1km/kWh!

As we dock into a fast-charging bay at a large fuel station in the heart of the Capital, the unexpected happens. Car enthusiasts, two, three, four at a time, start to pull in and fill up; they serve 100-octane here. As it turns out, they’re all on their way to a Cars and Coffee New Delhi meet-up. It’d be silly not to go and check it out, and when we do, we’re treated to an incredibly warm welcome from scores of enthusiastic car owners. The Taycan is the only EV there, of course, and parked amongst internal combustion’s finest, it’s a great way for all of us to unwind.

My brilliant 7.1km/kWh figure is quickly eroded the next morning as progress is brought to its knees by Delhi traffic. An EV is technically more efficient in traffic than an ICE car, but nothing could be efficient here. After a quick spin around India Gate, it’s time to make our way to Jaipur. While Rajasthan’s highways are generally some of the best around, the monsoon seems to have taken its toll, and we’re regularly engaged in a game of dodge the surprise pothole. It’s back up to Comfort mode and mid-height suspension, I think. The final stretch to our hotel – thanks to some of Google Maps’ finest botchery – is on a tiny village road, replete with traffic snags and annoyed locals. But now that I’m so well acquainted with the Taycan, it’s as easy as driving a family hatchback.

Taycan Drive Kashmir to Kanyakumari: Jaipur to Mumbai 

– Jay Patil

Starting the second leg of the Taycan K2K drive was pretty much like being the second runner in a 4x100m relay: vastly underrated and little in terms of excitement. The flag dropped and in true relay fashion, Gavin started off in the twisties of the north that straightened out as he passed me the baton. It was bittersweet, to be honest, considering the Jaipur to Mumbai leg is mostly flat with only a handful of bends thrown in to break the monotony. And going by Shapur’s review, the Taycan, despite being an all-electric Porsche, was one that offered the full experience.

 It’s mostly big highways and open roads, but we often have to go off the beaten path on this journey.

My straight jaunt to Mumbai started off from the quaint Devi Ratn Resort in the beautiful city of Jaipur. Beautiful it was, right until the clock struck 9am and traffic clogged the picturesque but narrow streets. Nursing the Taycan out of the city amidst the parking  sensors’ greatest hits was nerve-racking and a gentle reminder that it wasn’t going to be a road trip like in the movies with just long looping highways.

What most of the Jaipur-Mumbai stretch looks like. An arrow straight ribbon of tarmac.

As we got out on the highway, I could relax and stretch the Taycan’s legs to get a feel of the zero-emissions Porsche. My first thought was of disappointment, because there was no exhaust purring away as I squeezed the accelerator. What was surprising, though, was how adept the Taycan was at cruising speeds. It exudes a feeling of a superb long-distance tourer that makes light work of hundreds of kilometres. As it munched on the miles and kept washing them down with lithium-ion juice, my range anxiety too was tapering slowly. The Taycan’s battery management is superbly calibrated and it gently sips on charge as you trudge along. But, of course, on long, straight highways, there would be a change in drive mode every once in a while. While Comfort is the ideal setting for a drive like this, Sport Plus is where the drowsiness of a lengthy road is eradicated. However, while the instant torque does make for cheap thrills, there are only so many times you can enjoy a shove to the body.

With my eyes peering out in the distance for some corners, we entered Udaipur, and my hunger for a few twisties was temporarily satisfied by some spicy Laal Maas.

An extremely comfy night at the wonderful Taj Aravali Resort and Spa made sure I was fresh for the next day when we would be leaving behind Rajasthan and entering Gujarat.

Long charging times, especially without fast charging allow you to have a relaxed meal.

The start to each day was methodical and started by filling out a log for each day’s trip and charge reading. Udaipur was yet another breezy drive, until we needed to recharge. You see, when you are on long drives like these, even the most diligent planning can go for a toss. And so it did when we reached the charging location at a remote, under-construction hotel. Now, recharging isn’t as effortless as parking your car and plugging it in. There can be some rough patches there too. We found out the hard way as we plugged the car in and realised we were out of network. This rendered online payment impossible, and just as we were about to lose all hope, Rahul decided to walk around and managed to find one bar the traditional way – one arm in the air. If that wasn’t enough, there was a power cut at the hotel, which halted the charging. As ironic as it was, a diesel generator was used to power the charging station, but the entire process of rebooting the charging software, with the weak network and fluctuating power supply, cost us a good chunk of time. Fingers crossed, we hoped the car charged as fast as possible and started prepping for a night drive into Gujarat.

As we set off, I made good use of the Taycan’s straight-line prowess and as the sun bid adieu, we crossed into Ahmedabad.

Taycan Drive Kashmir to Kanyakumari: Mumbai to Satara

– Hormazd Sorabjee

With the Taycan’s 79.2kWh battery topped up to 100 percent charge via our wall box charger in office, the first stop of the day was Pune. After a ceremonial flag off of the southern leg of our K2K drive at our office by Manolito Vujicic, head of Porsche India (also my co-driver), we eased the Taycan into Mumbai’s rush hour traffic towards the expressway. Two nasty speed breakers just outside office saw the Taycan pass the ground clearance test with flying colours. The Mumbai-Pune Expressway was where the Taycan came into its own, silently and swiftly slicing past traffic. That Mano and I were engaged in animated conversation throughout was evidence of the Taycan’s ability to gobble miles without any drama. Truth is, though it was a quick drive to our lunch stop, deliberately chosen not far from a Tata Power 25kW charger, I wasn’t driving this Porsche like a Porsche. That would be saved for the Khambatki ghat after Pune. We arrived in Pune covering 165km and with a 63 percent charge.

The Chhatrapati Shivaji Terminus was part of Taycan’s Mumbai darshan.

Lunch at Sayaji hotel took a little more than an hour, enough time for the Taycan’s battery to get upto 99 percent. Driver and car nicely fed, we made brisk progress on NH48 and reached the bottom of Khambatki, where the fun would begin in earnest. Camera team in position, Sport Plus mode selected, a pause for a gap in the road and wham. Acceleration is quick but not super quick (this is not the Turbo S but the base model), but the handling is just next level. The wide, smooth and curvy uphill one-way section of Khambatki was the ideal playground for the Taycan. The way it dives in and out of corners, the purity of the steering, the flat and composed ride was just incredible. In fact, it was so much fun, that we did the Khambatki loop twice.

The car and the journey got a thumbs up from everyone.

Twenty kilometres later, we were stopped by the police, not for speeding but because they wanted to have a look at the car. The blue Taycan was making all sorts of friends wherever it went!

Exciting Taycan came into its element on ghats en route Satara.

Flat-out uphill driving did take its toll on the battery, but when we reached Satara, a good 140km after our last top up, we still had 54 percent charge. I left the inconvenient job of finding a charger in Satara before calling it a day. Any regrets? I just wish I had more time to have driven it all the way to Kanyakumari, I was just getting warmed up.

Taycan Drive Kashmir to Kanyakumari: Satara to Kanyakumari 

– Nikhil Bhatia

I’d been following the Taycan’s adventure through India via Instagram thus far and had been itching to be part of the proceedings myself. Satara is where I gleefully joined car and crew. I’m no stranger to the highway we are on (it’s part of the route to Goa!), but I was a stranger to the Taycan. I’d not driven one before and there really wasn’t any time for an ice-breaking session with it either. A quick run through of the Taycan’s four screens and some of its quirks like the unusual position of the light switches beside the instrument screen was pretty much it. Thing is, as I find out almost instantly, the Taycan is a car that puts you at immediate ease. It’s very 911 in that sense. Frontal visibility is excellent, the beautiful bonnet ‘buttresses’ are a great reference point, and the driving position is spot on. I think I’m going to enjoy my time in the Taycan!

The Gogte Plaza charging station at Belagavi supplied cleanest energy.

The drive to Belagavi is smooth and ends with a charge at the Gogte Plaza charging station. Set up beside a solar field that powers it, with windmills churning away in the distance, it’s the ‘cleanest’ and greenest of our charging stops. I hope it’s a model we see replicated over the larger journey to electrification. The roads improve as we charge on deeper into Karnataka. Our average speed is up, travel time is reduced and what that means is a lot more can be packed into the day. Our stop at Davanagere is well spent in the quest for the best Benne Dosa – butter dosa with butter level Pro Max! Ahem, some of us may have packed in a kilo or two over the drive.

Resplendent Vidhana Soudha in Bengaluru is a must-see.

It’s on the way to Bengaluru that it hits me – range anxiety hasn’t hit me yet! Save for a range check at the start of each day, I’ve not paid much attention to the number over the course of three days of driving. EVs minus their most notorious stress point are a win in my books. A charger in easy reach just sweetens the deal. Luckily for us, Taj Yeshwantpur in Bengaluru, our halt for the night, is home to EV chargers.

There was just no getting around Bengaluru traffic.

Our plan of a late exit out of Bengaluru to avoid the early morning rush is met with partial success. We get a good run to the resplendent Vidhana Soudha, a must see, but it’s a crawl for the rest of the way out. The Taycan’s natural silence has a calming influence in the madness, I can tell you that.

The day’s driving has us enter Tamil Nadu, the final state on our journey. My devious plans to beat Gavin’s efficiency record are quickly aborted. The road is super-smooth and there are some wide, sweeping corners too. It’d be rude not to enjoy it to the fullest. Sport Plus dialled, the Taycan quickly (quickly being the operative word) reminds me it’s a Porsche first and then an EV. That gorgeous balance to the handling is just so, so rewarding. It’s only later that I realise we weren’t all that far from Kolli Hills, the 70-hairpin hill climb. Talk of a missed opportunity!

Zeon Charging’s RFID-enabled interface was really user-friendly.

It’s smooth sailing from Salem to Madurai. Again, it’s the road that impresses and what’s also reassuring to know is that we are never too far from a fast charger. The EV charging network is denser in the south. We use Zeon Charging’s 50kW charger, and it’s a joy to see the car ‘tank up’ so quickly, relatively speaking. The Taycan can accept charge at up to 225kW, which, infrastructure supporting, can give 100km of range within 5 min of plugging in.

I’d have loved to stay on to explore the temple city of Madurai and the historic Taj Gateway hotel we were staying at, but there’s a futuristic car waiting for me and a journey to complete. Today is the day we drive to Kanyakumari.

Gorgeous final run was almost ceremoniously lined with windmills.

I do feel for poor Gavin and Jay, but I think I’ve lucked out with the best roads of the entire trip. The surface is brilliant and the icing on the cake is that the traffic has thinned out the further south we’ve come. This is my last dance with the Taycan and I sure as hell make the most of it. Gorgeous skies and a forest, and I mean it, a forest of windmills on either side of the road lead us into Kanyakumari.

It’s a busy Sunday evening at the southernmost point of mainland India, but we politely creep our way forward till we make it to Sunrise Point (incidentally down the road from Sunset Point) and have the iconic Vivekananda Rock and Thiruvalluvar statue in view. This is it! Job done! Manolito Vujicic, who is donning two hats – of Porsche India head and a wide-eyed tourist – joyfully flags us in. Curious bystanders, and there are hordes of them, can’t comprehend our drive all the way from Kashmir, let alone one in an EV.

To us, the 4,467km journey has been epic in so many ways, but one of many learnings too.

Our Taycan lived an entire life in those 4466.5km.

For one, isn’t it gratifying to know we have the roads, at least many, to really enjoy a Porsche on? Then there’s the EV infrastructure. There’s no arguing here because there’s still a long way to go, but the fact that the Taycan did the trip from Kashmir to Kanyakumari without burning a drop of petrol or diesel, or needing any form of external assistance should tell you we’re surely headed in the right direction. And it cost us ‘only’ Rs 15,422 in charging. Fast charging isn’t cheap, but you’d be spending in multiples on fuel with a similar powered petrol car.

Bustling Kanyakumari was a place of quiet reflection of one epic journey.

As for the car. What a machine. We put it through everything. Rain. Shine. Good roads. Bad roads. No roads. The Porsche Taycan took everything like a champ. We knew it’d be fast and exciting, but what we’ve come to appreciate is how India-friendly the car is. Ironically enough, the Taycan’s impressive real-world range meant the whole journey wasn’t as much of an adventure as we anticipated it to be. And that is no bad thing.

Who said you can’t road trip in a sportscar or an EV?

Also see: 

Porsche Taycan India review: The best driving EV in the world

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

Contrary to the Mini in its name, the Countryman is a large, four-door, spacious crossover squarely aimed at family buyers. Now in its third generation, it has undergone some revolutionary changes, and for the first time ever, it’ll be sold with an electric heart, along with the ICE versions. For India, though, Mini has only introduced the Countryman EV as an import, which, due to its single-motor, front-wheel drive setup, is priced rather competitively at Rs 55 lakh. 

But India’s entry-level luxury EV segment is quite populated, by electric car standards at least. It includes the BYD Seal and Hyundai Ioniq 5 at one end – priced sub-Rs 50 lakh – and the Mercedes-Benz EQA (Rs 66 lakh) and BMW iX1 (Rs 67 lakh) on the other end. So, how does the new Mini Countryman EV stack up?

2024 Mini Countryman: design

With dimensions larger than a Jeep Compass, this new Countryman can be termed as anything but small.

Think Mini, and you’d visualise a compact hatchback. However, with dimensions larger than a Jeep Compass, this new Countryman can be termed as anything but small. Despite its size, a curvy design language and smooth body lines devoid of cuts or creases make it appear chic and urbane rather than brawny and intimidating. Executed with undeniable panache is the matte champagne-coloured garnishing around its closed-off front grille and on the C-Pillar and the front, side and rear skid plates. Even the Mini logos and the Countryman badge are finished in this shade.

Our test car was fitted with optional 19-inch alloys sporting the champagne scheme, although 17-inch alloys come as standard. A wraparound glass area and a blackened roof mask the Countryman EV’s height well, lending it a wagon-like silhouette. Adding to its feel-good factor are the (optional) LED DRL eyebrows and matrix LED tail-lamps that have a customisable light show upon locking or unlocking.

2024 Mini Countryman: interior, features

Like Minis of yore, its cabin is minimalistic with a circular theme.

Like yesteryear Minis, the Countryman EV’s cabin has a minimalistic theme with circular elements. The centre of attraction is a 9.4-inch circular OLED touchscreen, which is exceptional in terms of its usability and responsiveness, and its clarity is second to none. Furthermore, fun themes, funky animations and musical notifications will most certainly make you smile while operating it. This screen also doubles up as the speedometer and driver display, which is inconvenient to read on the move. You could consider opting for the Favoured Pack, which gets you a head-up display (HUD) bundled with several other extras, for an additional Rs 4.60 lakh. And while the HUD does make it convenient to read the speed, the unit is simply too basic, especially when compared to the ones available in hatchbacks at a fraction of this Mini’s cost.

The dashboard is replete with fabric made out of recycled materials. However, its open-pore texture might not be ideal for our dusty conditions. It is finished in blue and neatly fades into a shade of brown towards the rear half of the car; the seats are also brown. The champagne-coloured theme is carried over on the inside and is the most prominent around the air vents and on the vertical door handles.

The optional JCW Sport driver’s seat on our test car is too sculpted and firm for comfort; hence, it is an option we recommend you uncheck. It has a seat massaging function, though. Things are a bit better at the rear. Space is adequate, the backrest reclines, and even though the floor height is raised and you’re seated in a knees-up position, it is still quite comfortable. Also, accommodating a third passenger is possible due to a flat floor and a broad seat.

Being the more practical Mini, the Countryman has an abundance of storage areas; the central console shelf and door pockets are huge, and even its 460-litre boot is large. Sadly, it isn’t equipped with a spare tyre beneath the floor.

As far as its equipment goes, the Mini gets the aforementioned OLED touchscreen, LED lights, 17-inch alloys, rear-view camera and panoramic sunroof, among others. Customisable LED lights, electrically operable boot and drive modes are some of the optional extras bundled in the Classic Trim, which costs Rs 2 lakh more. In addition, buyers who want a head-up display, JCW Sport seats, 19-inch alloys and a Harman Kardon sound system will need to opt for the earlier-mentioned Favoured Pack. However, this Mini still misses ventilated seats, a 360-degree camera, side and curtain airbags, and adjustable regen via steering-mounted paddle shifters.

2024 Mini Countryman: powertrain, performance

The talking point of this EV is its 66.45kWh (gross capacity) battery, which it shares with its platform-mate, the BMW iX1. But unlike its BMW cousin, which uses a twin-motor setup, the Mini makes do with a single-motor, front-wheel-drive setup. And while its motor makes 204hp, its 250Nm torque output doesn’t impress, especially when compared to turbo-petrol cars available at half its price.

There’s no storage area beneath its bonnet.

But then factor in the instantaneous responsiveness of its motor, and you never yearn for more pep while ambling around town or when driving in a leisurely manner, which is how most owners would drive their Countryman EV.

Demand more out of it, though, and its torque curve flattens quickly. The Countryman’s outright performance is lacklustre, and it doesn’t feel as effortless as its rivals. To put its acceleration into perspective, the Mini will sprint from 0-100kph in 8.6 seconds (claimed), slower than a similarly priced Volvo XC40 Recharge front-wheel drive’s 7.3 seconds or a Hyundai Ioniq 5’s 7.5 seconds.

Although adequate, its performance feels muted compared to its rivals.

Interestingly, the Mini features ‘Iconic Sounds’, which gives drivers the option to play synthesised motor sounds via the speakers. These sounds are loudest in the Go-Kart mode, wherein it’ll also emit its own version of ‘pops and bangs’ when you lift off the accelerator pedal. These certainly liven up the drive experience and add a degree of fun to the otherwise quiet and drama-free EV experience.

2024 Mini Countryman: ride, handling

Its Mini-ness is evident when you find yourself on a winding section of a road.

The Mini-ness of the Countryman EV becomes evident when you find yourself on a winding section of a road. Its sharp steering and pointy front end make it feel very agile, and despite its size, it still handles in a ‘go-kart-like’ manner. Ride quality isn’t harsh or jarring per se, but you hear each and every ‘thud’ and ‘thwack’ while driving on our less-than-perfect roads on account of a noisy suspension that’s further exacerbated by its upsized, optional 19-inch wheels. The suspension noise seriously hampers the driving experience, coaxing you to drive with more caution than what the Countryman EV can actually handle.

2024 Mini Countryman: verdict

It’s hard not to be enamoured by the charming new Mini Countryman. Besides oozing character, it carries forward the traditional go-kart-like driving mannerisms associated with Minis, all while being spacious and practical. But the Countryman EV’s proposition isn’t complete – rivals are more comfortable, offer better performance and provide more equipment. So, like other Minis, even this ‘practical’ Countryman is purely an emotional purchase, and if you decide to take the plunge, be rest assured that it’s a car that’ll make you smile every time you’re behind the wheel.

Also see:

2024 Mini Countryman video review

Mini Countryman Electric launched at Rs 54.90 lakh

Electric Mini Cooper JCW gets 258hp