Bananas are among the world's most popular fruits and have been cultivated for thousands of years. Many people love to eat them daily. But do you know how eating them regularly affects your body?

In the era of influencers and search engine recommendations, locals have begun organizing efforts to mislead tourists and push back against the tide of visitors flocking to their favorite places.

While bay leaves are often used in cooking to flavor dishes, they also have surprising aromatic qualities. Burning them in your home can bring numerous benefits.

Apple is reportedly preparing a new feature that could bring a highly anticipated improvement to the iPhone charging experience.

Netanyahu vowed to start annexing all settlement blocs and the Jordan Valley in the occupied West Bank as of July 1

Donald Trump Cabinet: अमेरिका में रिपब्लिकन पार्टी के डोनल्ड ट्रंप की नई सरकार में कई ऐसे अहम चेहरे शामिल किए गए हैं... जिनके बारे में दुनिया जानना चाहती है... क्योंकि इनमें से कई ऐसे चेहरे हैं... जो पहली बार अमेरिकी सियासत और सरकार का हिस्सा बन रहे हैं... तो आपको दिखाते हैं कि ट्रंप की नई सरकार में कौन-कौन लोग शामिल किए गए हैं... जिन पर भविष्य का दारोमदार होगा.

History often hosts the greatest tales. That fact becomes apparent with the wealth of movies, books, and TV shows dramatizing famous events. Many of these stories focus on the real people of the time, which is understandable. After all, they’re the ones making decisions, and those deeds define the whole period. What about the guys […]

The post 10 Stories That Use Historical Events as Backdrops appeared first on Listverse.

“Lord” George Sanger was about as close to an A-list celebrity as one could be in Victorian Britain. He traveled the country bringing his beloved circus from town to town, astounding everyone from lowly laborers to royalty. Clever, cheeky, and possessing a natural talent for showmanship, Sanger has often drawn comparisons to P.T. Barnum. However, […]

The post 10 Facts about Britain’s P.T. Barnum Including His Disturbing Death appeared first on Listverse.

Throughout history, governments have sometimes enacted policies based on flawed data, misunderstandings, or even myths. Some of these policies had lasting impacts on society, shaping public behavior, influencing economic trends, or restricting freedoms—all based on information that was later proven incorrect. Here are ten historical examples of policies that were set into motion by misinformation, […]

The post 10 U.S. Policies That Were Passed Based on False Information appeared first on Listverse.

Game will have a unified global launch across all modes; Campaign, Multiplayer, and Zombies, on October 25, 2024.

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De zaak KPN verleidt gemakkelijk tot een positief eindoordeel. De prestatie zijn goed en glasvezel maakt het bedrijf klaar voor de toekomst. Er zijn echter ook risico's, met name op het gebied van de concurrentie.

(Telecompaper) Vodafone Group has increased the budget for its ongoing share buyback programme by EUR 20 million, to a total of EUR 520 million...

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Amulya, 19, was charged with sedition after shouting pro-Pakistan slogan at anti-CAA rally

TikTok marked a 45% jump this summer when it hit one billion monthly active users

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(Telecompaper) Belgian operator Citymesh Mobile has asked to give back some of its spectrum in the 70/80GHz band, awarded last year for 5G backhaul...

(Telecompaper) Poland's telecommunications regulator UKE has started the 5G auction, after confirming a reduction in the reserve prices for the 700 and 800 MHz bands...

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(Telecompaper) Satellite broadcaster Sky Italia has launched new Black Friday offers for its 'Sky Wifi' fixed broadband plus pay-TV plans. There are no activation fees and the promos are available online until Cyber Monday (02 December).

(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...

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

Bajaj Pulsar NS400Z real world fuel efficiency

Bajaj Pulsar NS400Z: fuel economy analysis

Autocar India’s fuel efficiency testing

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

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

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

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

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

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

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

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

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

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

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

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

Also See:

Bajaj Pulsar N250 long term review, 730km report

Bajaj Pulsar N250 long term review, 2000km report

To our readers outside of Mumbai, we apologise. Let there be no doubt, we had an absolute blast last month letting a Lamborghini V10 sing its greatest hits through the acoustic chamber that is India’s first undersea tunnel – part of Mumbai’s Coastal Road project. But we concede that some of you who don’t live here, engineering feat aside, might have wondered what all the fuss was about. Allow us to explain.

In other big metros, huge road infra is not unusual; heck, the average service road in Delhi is wider than parts of our Western Express Highway. For us Mumbaikars, then, a big new road is nothing short of a revelation. The reason is simple – Mumbai is a collection of islands, conjoined artificially, that snakes southward in a roughly peninsular shape parallel to mainland India. And it’s narrow, dense and heavily built up, which is why we can’t have wide roads or endless flyovers. The Coastal Road project posits the solution of transplanting the highway alongside the city, in the Arabian Sea no less; and for the 2km stretch we drove last month, underneath it.

For now, the only part of this ambitious new project open to the public is the southernmost section, connecting the hub suburb of Worli to the Princess Street junction at Marine Drive, just before the busy business district of Nariman Point. Eventually, the Coastal Road will join up to the northern suburbs as well, but even this small patch is said to have eased up congestion considerably on this final leg of the officegoer’s commute. But just how much has it eased up?

It’s Nikhil’s first time on the new road and suffice it to say, the sheer magnitude makes it a little distracting. The two-lane on-ramp takes a cautiously wide and gentle curve, and moments later comes a sight none of us have ever seen before. It’s our familiar city from an entirely different angle and perspective, and not since the Bandra-Worli Sea Link opened 14 years ago have we been hit with such a sense of novelty. He’s also having to remind himself that the speed limit has gone up to 80kph, which was thus far unheard of in the heart of the city, and possible thanks to the 3-lane width of this new road.

Moments later, he’s soaring past the NSCI stadium and Mahalaxmi Race Course on his left, and water-locked Haji Ali Dargah is below him on the right. This is proving to be less a race, and more an exercise in time travel. All around, one can see new on-and-off ramps ribboning into view and joining up with the main road, the impact of which is only amplified by the sea all around. Even at this early stage of development, you can see the new walking promenade and parks being built alongside, which should add some greenery to this monument in concrete.

Next thing you know, the final off-ramp to Breach Candy (and several other affluent SoBo neighbourhoods) flits by, and in the distance, the mouth of the tunnel appears. That can’t be right. Nikhil checks his watch in disbelief, and indeed, it’s only 9:55am. Five minutes from Worli to Breach Candy! Yes, there’s a bit of traffic now as all the tributaries have joined the river, but it’s hardly what you’d call bumper-to-bumper.

The speed limit drop from 80 to 60 in the tunnel feels agonising, especially when we saw what a Lambo unleashed felt like just last month. But then, as they hop onto Marine Drive where the old and new roads meet, the traffic is back! The final 2km is the same as it ever was – a crawl past Wankhede and Brabourne stadiums into the crowded business district and our destination. Still, it must be better than the classic route, right?

Well, no actually. Having broken off from the Tucson at Worli, the Comet and I are buzzing down past the Nehru Science Centre, with only a few meandering cabbies slowing us down. I drive past the second on-ramp to the new road that I’m tempted to take, but of course, I can’t. From this angle, too, seeing the ‘spaghetti junction’ of ramps over the bay is an astonishing sight; the horizon I’ve grown up with is altered forever. But even amidst the wonder, I can’t help but realise, I’m making good time. It’s at the popular Heera Panna shopping centre junction that I realise my biggest downfall will be stop lights, and every moment sitting still reminds me that the new road is signal free.

Instead, I find him still in discussion with the photographers and crew, preparing them for the money shot of my arrival – something they thought wouldn’t happen for a while longer. I see visible bewilderment as I park alongside the Tucson and step outside. “Did you also take the Coastal Road?” Nikhil asks. Surely it wasn’t that close; 15 minutes apart? 12?

Also see:

Howling through the Mumbai Coastal Road Tunnel in a Lamborghini Huracan Video

Driving on Mumbai Trans Harbour Link video

It’s been nearly a year since I got my hands on RS Taichi’s waterproof backpack, which is available in five colours and a unique Resident Evil edition. I’ve gone for the plain black shade due to its stealthy look and was quite eager to see just how usable this bag would be during monsoon. The WP backpack’s construction mainly comprises polyester and thermoplastic polyurethane. The bag consists of a primary 25-litre waterproof compartment, a smaller compartment located near the primary compartment’s opening and an external quick-access pocket that isn’t waterproof.

The bag uses a roll-up top system to seal the main compartment and can be adjusted based on how full it gets. It’s easy to use and even includes a Velcro strap to keep it tightly sealed. Its 25-litre storage is a boon for when I’m travelling, and over time, I’ve fit huge items in this compartment, including Rishaad’s fully packed Kriega R25 backpack!

The secondary compartment is only water-resistant, even though it uses the same opening as the main compartment. It can be used for smaller items, such as a pair of gloves, balaclavas and cleaning cloths. The third external pocket is mainly designed for items you’d like to keep handy that aren’t fazed by the rain, like a set of keys.

This bag gets a chest harness and a waist belt; both of these can be further adjusted to your size and do a good job of preventing the straps from slipping off the shoulders and distributing luggage weight evenly, especially when on the bike.

The overall fit, finish and feel of this bag are premium, and it feels
built to last. However, after all this time, I did lose the rubberised end on the zipper pull tab located on the external pocket. Honestly, this is quite a minor issue and can be easily replaced. I’ve had absolutely no complaints with this bag otherwise. It’s been quite handy and dependable through my daily commute during peak Mumbai monsoon.

Given that this bag is waterproof, you are prone to wearing it outside your protective rain gear, which can make it susceptible to dirt and grime being flung on it by the rear wheel. In such cases, a quick wipe-down with a wet cloth helps, and fortunately, the bag doesn’t stain permanently. This bag is currently available on special order at 6kiom.com and will cost approximately Rs 15,000.

I managed to buy it for far less overseas, and you may also have to wait anywhere from one to four months for it to be delivered. Just like most imported products, the RS Taichi WP backpack comes at a price, but it gives you good quality and performance in return.

Also see: Ixon Dirt Air gloves review
 

The Pulsar 125, in its Classic guise, continues to be a massive seller for Bajaj, but the company needed something fresh and youthful to address the TVS Raider and Hero Xtreme 125R. After all, those two have carved out a new segment of about 50,000-60,000 sales per month. The N125 is Bajaj’s answer, and the interesting thing is that it has nothing to do with any other Pulsar before it.

Bajaj Pulsar N125 design, colours, quality 

Bajaj wanted to make a 125 that weighed 125 kilos (which is nearly 20kg less than the existing 125cc Pulsar models), and that necessitated an entirely new platform. The N125 also carries a new design language, and it’s great to see that this isn’t just another Pulsar wearing a familiar set of clothes.

Plenty of floating panels all over and a rather un-Pulsar-like headlamp bring freshness to the design philosophy. But there’s also familiarity in elements like the shape of the tank extensions as well as the new take on the twin-slash brake lamps. 

While so much aero-inspired bodywork on a tiny 125 is almost purely for aesthetics, the vents on the front mudguard shroud are actually functional. The story goes that the initial design did not have any vents, but the engine development team complained to the design department that their air-cooled engine wasn’t getting enough flow, which is why the vents were incorporated. 

There are some unusual touches, like the body panel along the side of the subframe. We’re used to seeing this kind of bodywork at the tail section on most motorcycles, but it finds itself positioned between the rider and pillion seat on the N125. This has the effect of adding mass to the design but also keeps the tail quite slim. The fat fork shrouds do a good job of masking the skinny 30mm telescopic fork, but while they certainly give the bike more presence, some may find them to be excessively wide.

Quality levels are decent, but some visible panel gaps on our bike do leave room for improvement. In all, the N125 has a striking design that will be a little polarising yet also easily identifiable, especially in the funky colour schemes Bajaj has gone with. It doesn’t have the same ‘big-bike’ look as the Hero Xtreme 125R, but it certainly stands out, and that’s a good thing.

Bajaj Pulsar N125 ride and handling

The seating position is more or less what you’d expect from a bike like this. At 795mm, the seat height isn’t the lowest in the class, but it’s still very manageable, and the seats are spacious and comfortable. The footpeg placement is a little sporty, which goes well with a bike like this. However, the narrow handlebar felt a bit too ‘commutery’, which slightly dilutes the special feeling a bike like this should have. 

Happily, the new chassis makes up for this in its sheer lightness and behaviour. 125kg is nearly on par with the TVS Raider, and just like that bike, the N125 has a delightfully nimble, easy-going character without any nervousness. Bajaj let us experience this on a go-kart track, and the N125 was genuinely good fun, displaying an eagerness to change direction and lean over. The footpeg placement enabled plenty of cornering clearance without any scraping, and the bike never displayed any fidgety moments you might expect with a very light machine. The MRF tyres were nice and grippy in this situation as well, and the only thing I’d have liked was a bit more initial sharpness in the front brake.

Bajaj Pulsar N125 engine refinement, mileage

Nevertheless, the N125’s dynamics will translate into an enjoyable experience on densely packed city roads. Going nicely with this is a very light clutch effort, which they say is 50 percent less than the competition. With 12hp, the new engine is the most powerful in the segment alongside the NS125, but this bike has a much better power-to-weight ratio of nearly 100hp/tonne.

More importantly, the engine is smooth and tractable, and it makes a nice sound as well. While the strong acceleration only arrives at quite high revs, the engine can also pull you along in third gear (out of 5) as low as 20kph, which is crucial in a city bike like this. 

Refinement is excellent, but I noticed that the motor would stall if the revs got too low without any of the typical warning signs (like a juddering sound or feel) that come when an engine’s revs get too low. This isn’t really an issue on its own, but the problem arises in that the N125 doesn’t have a gear position indicator or even a rev counter. With its tractable nature, you will often find yourself riding around at rather low revs in heavy traffic, and that’s when these stalls can catch you out, so it’s something you’ll need to learn to work around.

Bajaj claims a 0-60kph time of 6 seconds and a top speed of 97kph, although you’ll see over 110kph on the display. The bike hits about 80kph quickly, and overall performance feels up to the mark of the best in the segment. The company also claims an overall fuel efficiency of about 60kpl.

Bajaj Pulsar N125 price, features and verdict

One of the big success factors with bikes like the Raider and Xtreme 125R is that they offer the looks and feature set of bigger 150-200cc machines. When it comes to the latter, the Pulsar N125 isn’t quite up there with its rivals. On the one hand, it has a front disc brake and LED head/tail lamps as standard, while the top model gets Bluetooth connectivity and a silent start/start-stop system. But then it misses important things like a rev counter, gear position indicator or single-channel ABS – although Bajaj says it will introduce the latter if there’s demand.

While the Pulsar N125 probably won’t sway buyers with segment-leading features, it has most of the essential fundamentals in place, the key among them being the price. At Rs 95,000 for the base model and 98,000 for the top model, it is more affordable than a similarly specced Raider and on par with the Hero Xtreme 125R. As of now, we can’t confirm whether it’s the best in its segment, but the new Pulsar N125 definitely has a fighting chance. 

Also See: Bajaj Pulsar N125 video review

Also See: Bajaj Pulsar N125 review: More than just another Pulsar

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.

Also see: 

Toyota Innova Crysta, Fortuner, Hilux despatches temporarily on hold in India

Toyota Rumion review: Innova's new sibling

There are various ways to say you’ve arrived in life, and the Maybach badge is one way of doing it in style. When it was put onto the GLS, though, not only was it a power statement, it added a cool quotient, too. It doesn’t just say you’ve arrived; it shouts it. 

Mercedes-Maybach GLS 600 facelift design

The 2024 version continues the pimped-out look with loads of bling all over, but with more Maybach logos and badges all over the car. We counted 61, with surely a few more tucked away where we did not notice. So, if you’re looking for understated, maybe look elsewhere. The pomp and attitude extend to the now-famous Free Drive Mode (or Bounce Mode, as it’s lovingly called on Instagram), which is meant to bounce the SUV on its air springs to unstick you from soft sand, but in reality, it syncs up nicely with your favourite rap song.

It’s easy to get carried away talking about this car’s many fun elements, but let’s get to the changes for the 2024 version. The flashy chrome grille that stares at you like a flashing grin has been tweaked slightly with thicker outlines. The bumper is redone, and where the air intakes were, you get a multitude of logos made of plastic, which seem amiss and don’t look Maybach-level. 

While it comes in five regular colours, if you want to stand out from the crowd, you can get dual-tone paint options and even up the wheels from 22 to 23 inches. In fact, since this is a CBU import, you can pretty much have it tailor-made. At the rear is a new tail-lamp signature, and the Maybach chrome tailpipe surrounds are back. 

Mercedes-Maybach GLS 600 facelift interior and features

Inside, there aren’t many changes, but here, too, there’s plenty of customisation potential. The open-pore wood in this car looks lavish, coupled with the Nappa leather with contrast double stitch. The steering wheel is new, the MBUX software is now the latest version and gets a fingerprint sensor, and the new graphics are crisp and clean. The graphics quality can be truly experienced when you pull up the Energiser Package menu, which combines sounds, visuals, ambient light and massages to transport you to your happy place, be that a forest, a club, or, in our case, some summer rain on a sweltering day like the one when we tested the GLS.

The Maybach GLS now also gets Level 2 ADAS, and the features list remains extensive, with 11.6-inch rear screens, a 590W Burmester sound system, and heating, ventilation and massage functions for all four seats. There’s a tablet controller for rear passengers, blinds and wireless charging. Though there are a lot of options, Mercedes has kept the standard specification for India high.

One option you simply must tick is the First Class rear seating package with the fixed central console, 43.5 degrees of recline, and leg rests. You can then opt for a refrigerator, but be warned that it eats up a lot of boot space, and honestly, it might be easier just to put a cooler in the boot. 

Climbing into the Maybach GLS is a haul up as the SUV rides quite high, but like before, there’s a cool retractable side step that folds out as you open the door, like a valet preparing your entry. Once in the rear seats, you’re transported into a world of first-class travel. Reclined, with my legs up, all cool and comfy, the Mumbai traffic seemed to be far away as I was ferried along serenely in the well-insulated cabin. 

A lot of tech has gone into ensuring passengers feel that level of luxury, not only in the silence of the cabin but also in the ride. In Maybach mode, the responses are softened: suspension, acceleration and gear changes. In fact, it’s so smooth that cutting through a construction zone makes me wonder whether the work has been completed. It’s thanks to the optional e-Active Body Control that reads the road ahead and pre-adjusts the suspension, so you feel like you’re floating. 

Mercedes-Maybach GLS 600 facelift performance

But a petrolhead like me couldn’t stay pinned to a rear seat for long, and I switched over to the driver’s seat. First up, I toggled the drive mode to Sport, and as I accelerated away, I was amazed by how smoothly and quickly this 2.8-tonne luxury liner gained momentum. The 4.0-litre V8 was smooth and strong, delivering power from the get-go. The 9-speed auto shifted smoothly and seamlessly, keeping up the reputation of refined luxury. However, when you plunge your foot to the floor, it takes a breath before dropping down the gears. You can circumvent that pause with the paddles if you’re in a spirited mood. 

Mercedes-Maybach GLS 600 facelift ride and handling

New tail-lamp pattern for 2024, but bling remains the name of the game.

The steering is light, letting you tuck into traffic gaps with ease you can’t imagine, and while it’s not quick, it does give you enough feedback around corners, too. There’s some roll around corners, but e-Active Body Control comes to the rescue again. Its Curve Mode will lean the car into corners to counter the roll, much like a bike. But the Maybach GLS is most comfortable cruising silently on a highway, ferrying its passengers on a cloud of comfort. It also has off-road modes and assistance, but I doubt owners in India will venture anywhere off the road in this car.

Mercedes-Maybach GLS 600 facelift price and verdict

The new Maybach GLS 600 starts at Rs 3.35 crore, Rs 39 lakh higher than before. While the basic specification is good, you can spend as much as Rs 1.5 crore more on options, only some of which are fitted to this car. It gives you loads of attitude, a cool quotient, ultimate comfort, and luxury. And, oh yeah, it can dance, too.

Also see: 

Mercedes-Maybach GLS 600 facelift video review

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Electric scooter and bike sales in India surged 85 percent year on year (YoY) to 1,39,000 units in October, and mainstream brands such as TVS, Bajaj Auto and Hero MotoCorp, with combined sales of 65,489, sold 4,428 more EVs than the other top electric two-wheeler startup brands.

1. TVS, Bajaj, Hero EV sales crosses 65,000 mark in October
2. Top 10 e2W makers had a combined 44 percent market share

Legacy brands registered their best-ever monthly retail sales in October. TVS Motor Co sold 29,930 iQube scooters, regaining its lead over a hard-charging Bajaj Auto (it retailed 28,245 Chetak units), which had outsold TVS in September. Hero MotoCorp sold 7,314 Vida e-scooters. Together, these three companies clocked 65,489 units in sales. On the other hand, India’s top 10 e-two-wheeler startups managed 61,061 units.

Of the total e-two-wheelers sold in October, TVS (21 percent market share), Bajaj Auto (20 percent), and Hero MotoCorp (5 percent) grabbed 47 percent of the market, while the top 10 e2W OEMs had 44 percent. The remaining 9 percent was being fought for by the rest of the field – 196 players. In October, Vahan retail sales data reflected all 209 e-wheeler manufacturers in India.

Ola Electric, which had a torrid August and September, remains the No. 1 e2W OEM. It bounced back with 41,664 units in October, its third-highest monthly score after the 53,640 units in March and 41,794 units in July. With a 30 percent market share, the company accounts for the bulk of the top 10 startups’ sales. Bengaluru-based Ather Energy, which clocked its best-ever monthly retail sales of 16,000 units in October, has an 11.50 percent market share. The remaining eight startups – Bounce, Revolt Motors, River Mobility, Pur Energy, Simple Energy, Okinawa Autotech and Oben Electric – account for 3,397 units and a 5.56 percent market share. Revolt Motors (949 e-motorcycles) and Simple Energy (324 e-scooters) both registered their best-ever monthly sales.

Not very long ago, it was felt that EV startups, with their perceived absence of legacy issues, IT technology prowess, venture capital investments and the ability to burn cash to get a foothold in the market, would stamp their dominance in this segment of zero-emission mobility. However, TVS, Bajaj and Hero MotoCorp, the three legacy ICE OEMs that have diversified and plugged into e-mobility, are proving to be a resilient lot and giving the two-wheeler startup world a run for its money and more.

These three, with their strong R&D setup and component supplier base, are clearly benefiting from their growing localisation levels, the introduction of new variants, brand power and the marketing strength that comes from a large dealer network across the country.

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