(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) The European Union has committed to contributing EUR 4.6 million to assist Colombia in defining a satellite communications scheme, announced the country's Ministry of Information Technology and Communications (Mintic). The project is part of the plan to increase Colombian's internet penetration...

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

(Telecompaper) Eutelsat Group announced a partnership with Clear Blue Technologies to work together on power-efficient broadband services for businesses and local networks in Africa. Eutelsat will integrate Clear Blue's products for off-grid energy infrastructure into its GEO Konnect and LEO OneWeb satellite platforms...

(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...

GOOD FOR: Features, Composed road manners

LOOK OUT FOR: AMT gearbox, Infotainment

The Tata Punch created the sub-compact SUV segment when it launched in 2021. The Punch has elevated seating, ample ground clearance, a fairly tough build, adequate space and practicality, and the ability to take on challenging road conditions. So, if you are looking for a used small car that has some of the advantages of an SUV, this deserves to be on your shortlist. Here’s what you need to consider. 

Tata Punch powertrain options

Since launch, the Punch has been powered by a 1.2-litre, three-cylinder naturally aspirated petrol engine that produces 88hp and 115Nm. It can be had with either a 5-speed manual or an AMT. It features auto engine stop/start to aid fuel efficiency, which results in an ARAI-claimed economy of 18.97kpl for the manual and 18.82kpl for the automatic variants. In August 2023, Tata also introduced CNG variants to the Punch line-up, which uses the same engine but makes a lower 73.4hp and 103Nm. It can only be had with a manual, though. There’s also a Punch EV on sale, but we’ll only be focusing on the ICE version here.

If your usage is going to be only in the city with the rare outstation trip, go for either an AMT or a CNG variant. CNG will give you low running costs if your usage is high, and AMT provides convenience in city traffic. But, if you plan on mixed usage between the city and highway, it’s worth opting for a petrol-manual Punch.

Tata Punch variants, features

At the time of launch, the Tata Punch was available in four basic trims: Pure, Adventure, Accomplished and Creative. As for features, the range-topping Creative trim comes with a 7-inch touchscreen, Android Auto and Apple CarPlay connectivity, a rear-view camera, cruise control, two airbags, a 7-inch semi-digital instrument cluster, auto projector headlamps, LED daytime running lights, auto climate control, auto wipers, a rear wiper and washer, and 16-inch diamond-cut alloy wheels. The Tata Punch was also offered with a range of optional customisation packs (like Rhythm Pack and Dazzle Pack) for each trim, which brought in even more features.

Tata also introduced a few special editions along the way, like the Kaziranga Edition and Camo Edition, which brought in cosmetic differences and some feature additions. A sunroof was also added to the equipment list with the launch of the CNG variants. The top-spec Creative is the one to go for if you want all the features and budget isn’t an issue. Otherwise, you can even opt for one of the mid-spec versions with the additional packs, depending on which features you need.

Tata service centres are widespread across the country, and sourcing spare parts shouldn’t be an issue either. Preferably, look for an example that also has an extended warranty package so you get that additional peace of mind that’s necessary when buying a used car.

What to look out for in a used Tata Punch?

AMT gearbox

Although it isn’t common for the AMT gearbox to go wrong, it’s worth inspecting it if you’re buying a two-pedal Punch. Take a test drive and check if the car takes off from a standstill smoothly and without hesitation. Also, ensure that the shifts aren’t very clunky. These are signs of a healthy AMT ’box.

AC cooling

A few owners have faced issues with the Punch’s AC system. Before buying, check if it cools the cabin quickly and effectively, and also look out for any condensation in the front footwell.

Infotainment

Owners have complained about the Punch’s Harman infotainment system crashing abruptly and rebooting on its own, so it’s best to get it inspected before buying. Ensure that your phone pairs seamlessly, the system isn’t laggy, and the software is up to date.

ALSO WORTH KNOWING

The Punch makes for a good family car as it has 90-degree-opening doors that make ingress/egress easy. It has received a 5-star safety rating from Global NCAP for adult occupant protection.

Second hand Tata Punch price, resale value

You can find used examples for anywhere between Rs 4 lakh and Rs 10 lakh, depending on the trim, powertrain and year of manufacture. However, refrain from spending over Rs 7 lakh-7.5 lakh as you’d be better off buying a brand new one. As the Punch received an update recently, you can use that to haggle for a better deal.

Also see:

Updated Tata Punch launched, price starts at Rs 6.13 lakh

Updated Tata Punch price, variants, features explained

Hyundai Exter vs Tata Punch comparison: Lightweight champs

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

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

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

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

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

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

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

The 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

SUVs are all the rage today, but no one told the Dzire that. It continues to be a strong seller. Last year, the compact sedan found 1.57 lakh buyers – that’s more than all its competitors combined. Even more impressive is that this figure puts it ahead of compact SUVs like the Hyundai Venue, Kia Sonet and Maruti Fronx.

So, unlike the Ciaz, Maruti has lavished plenty of attention on this sedan, with regular updates since the original was launched in 2008. As with all predecessors, the Dzire is based on the Swift, and this new model shares its underpinnings with the latest Swift, which was introduced earlier this year. While it’s based on the previous car and shares its ‘Heartect’ platform, there are massive changes to technical bits, such as the suspension and the structural elements of the body. There are aesthetic changes too, and thus, Maruti classifies this as the 4th generation.

Except for the height, where the new Dzire is 10mm taller at 1,525mm, the new car is identical to the outgoing model in length (3,995mm), width (1,735mm), and wheelbase (2,450mm). The width and wheelbase are also identical to those of the new Swift.

Maruti Suzuki Dzire exterior style

With each generation, Maruti has further distanced the Dzire from the Swift, and this one sees the maximum separation. One look, or even a good long stare at the two cars outside, will not clue you into their shared genes. The Dzire looks very different, and the styling is very sedan-like with a horizontal orientation, unlike the previous car, which carried vertically styled elements. That’s clearly seen with the LED headlights, which are narrow, horizontally shaped units housing thin DRLs and crystal-like cube elements laid out horizontally. The grille has an Audi-esque familiarity to it, thanks to the large trapezoidal shape. That said, though, the Dzire’s front end has its own style and looks very smart and elegant, topped by a flatter bonnet compared to the previous car.

On the side, the curves on the doors look similar to the model before, but with the reshaped front and rear fenders, the new car does stand apart. Alloys are newly designed units, 15 inches in diameter, and carry 185/65 sized tyres. Atop, there’s a shark fin antenna instead of a regular one.

The tail-lights are squarish but carry a tri-arrow-shaped LED light signature laid horizontally, and that lends more visual width to the car. The boot has an added lip spoiler, and the lower edge of the bumper has a sporty-looking chamfered strip moulded into it. It helps widen the car visually and will make for a sporty touch with some contrasting shade. Dzire RS coming up, Suzuki?

Maruti Suzuki Dzire interior style, space and comfort

While the exterior bears no resemblance to the Swift, the interior is nearly identical. The dashboard, centre console, steering wheel, and instrument panel are all carried over but have a different colour scheme that uses beige on the dash, door pads and seats, and wood trim across the dash. It looks smart and neat, and all controls are well laid out and easy to use. While some might have preferred a fully digital instrument panel with a graphics-heavy design, the twin dials look neat, sporty, and very easy to read at a glance.

Front seats are comfy with soft cushioning, and overall space is just fine; at the rear, however, headroom is tight. Despite the 5mm increase in height over the Swift, headroom feels compromised, largely due to the sunroof, which has resulted in a lower headliner. The liner is scooped out towards the rear, but I had just about a three-finger space to the top, and the roof does feel close to your head. Comfort-wise, the seat is fine, softly cushioned like the front, and there’s a rear armrest, twin AC vents, and two USB ports for rear passengers. Boot space is just about adequate, at 382 litres – the lowest in the class – and the rear seat back is fixed (cannot be folded down).  

Maruti Suzuki Dzire features and safety

Big new features on the Dzire are a sunroof and a 360-degree camera; while the sunroof is small and has a more feel-good factor, the 360-degree camera offers a clear view with a 3D display and dynamic rear parking lines. Other features are a 9-inch touchscreen unit with wireless Android Auto and Apple CarPlay, wireless phone charging, connected car tech, and cruise control. Given what’s on offer today in this price segment, Maruti Suzuki should have had a few more features, such as premium audio hardware, cooled seats, and ambient lighting. 

While these features go amiss, it’s nice to see that the safety kit is elaborate and standard across variants. Six airbags, 3-point seatbelts for all occupants, ISO-FIX child seat mounts, ABS, ESP, and Hill Hold Assist will feature in every Dzire sold. What’s even nicer to see, and will be a big surprise for many, is the 5-star adult occupant and 4-star child occupant protection rating the Dzire has scored under the GNCAP safety protocol. The performance in these new enhanced safety protocols is commendable, and while it may not be a 360-degree assessment of everything that can go wrong, it covers a significant portion of road accidents and is a good barometer for the safety potential of a car.

Maruti Suzuki Dzire engine and performance

The new Dzire is powered by the recently introduced Z12E engine that debuted with the new Swift. Like in the Swift, the 3-cylinder unit puts out an identical 82hp at 5700rpm and 112Nm of torque at 4300rpm. It feels identical in nature too. There are some vibrations at low rpms, but these fade away as you drive on. The engine is quite audible, but at low and mid speeds, it has a likeable audio note with it, only sounding strained at the top end.

82hp may not sound like much, and indeed, it is 8hp lower than the outgoing K12M engine. However, at low engine speeds, the response is good and the car moves off the line cleanly and crisply.

Power then builds up in a gentle and linear fashion, and keeps coming in even above 5,000rpm, so there is some merit in revving it further. Those who like a spirited drive will end up doing so, as the engine isn’t peppy and lively. It even red lines at 6,000rpm, which is about 400rpm lower than the previous unit. In a quick test, it took over 13 seconds to 100kph from zero, which is slower than the previous car. However, we’ll soon put it through our standard instrument tests to measure all the figures. Don’t hold your breath, though, as the Dzire will be slower than the Swift, which itself wasn’t very impressive.

Going through the gears isn't a chore; the 5-speed gearbox has been tweaked and features a new hydraulic clutch. It's very smooth and light in effort, and the gear throws are also light and easy. Shifts on the AMT are smooth and at a moderate pace, and there's a minimal gap between shifts; it also downshifts a gear or two readily, but put your foot down and the pause gets very pronounced, and this does slow down the car during hard acceleration. There is a tip function to the gear lever that enables you to manually control shifts. 

The main calling card for the new powerplant is efficiency, with the Dzire now claiming a figure of 24.79kpl for the 5-speed manual, which is up from the earlier cars' 23.26kpl claim. The AMT version claims a figure of 25.71kpl. There's also a CNG version, which we are yet to drive, and that promises 33.73kms/kg from its 70ps and 102Nm power unit.

Maruti Suzuki Dzire ride and handling

Like the powertrain, the Dzire’s suspension hardware is also carried over from the Swift, with McPherson struts at the front and a torsion beam setup at the rear. Small tweaks have been made to the spring and dampers; however, these are only to compensate for the increase in kerb weight, which, at 960 kg, is 40 kilos more than the Swift. The character thus remains the same, and that’s a very good thing. Like the hatch, the sedan also rides very well; bump absorption is good, and regular potholes and ruts are smoothed out well.

On the handling front, too, it impresses like the Swift. The electric power steering is smooth and fluid, and it returns to the centre in a very natural manner. Push it hard, and there is some body roll, but for everyday and even some spirited driving, it corners well with a progressive and controlled lean, offering good road grip.  

Maruti Suzuki Dzire price and verdict

Maruti Suzuki has clearly put in significant effort with the new Dzire. The car looks and feels very different from before; it’s elegant and more sedan-like, and that’s commendable given the tight confines of its sub-4-meter footprint. It rides very well, the handling is good and sporty, and the engine is more than adequate for everyday driving. It’s well equipped, too, and features like the sunroof and 360-degree camera will be appreciated, as will the fact that this is Maruti Suzuki’s first 5-star GNCAP car. It’s priced between Rs 6.79 lakh and Rs 10.14 lakh (ex-showroom, Delhi).

So is it perfect, then? No, rear headroom is tight, and it should have offered a few more of today’s must-have features, but this won’t be enough to deter buyers, especially not when you weigh it against its impressive breadth of abilities. So, like its predecessor, the new Dzire will continue to ring the cash register for Maruti and is all set to carry on being the flagbearer for sedans in an increasingly dominant SUV world.

Also see:

New Maruti Dzire video review 

Skoda Kylaq first look

Exclusive! Lotus Emira review

Maruti Suzuki e Vitara first look

MG Mifa 9 details revealed

Mercedes-Benz E-Class vs BMW 5 Series comparison

Ratan Tata tribute

Royal Enfield Classic 650 review

Ross Branch interview

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

Triumph Tiger 900 GT: engine, performance, refinement

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

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

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

Triumph Tiger 900 GT: comfort, ride & handling

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

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

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

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

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

Triumph Tiger 900 GT: verdict, price, service cost

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

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

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

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

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

Also See: 2024 Triumph Tiger 900 GT video review

Hanging onto the steering wheel for dear life while mumbling expletives is not what you imagine when you think of driving an S-Class. However, when it wears a ‘63’ badge, things are slightly different. More so when that badge gets red highlights, because that means the S-Class in question isn’t the usual, sophisticated, good boy, but its evil cousin. The Mercedes-AMG S 63 E-Performance is an 802hp limousine that is ready to rip a hole through time, and as its name suggests, it’s all about the performance. For once, the back seat takes a back seat in an S-Class. 

Mercedes-AMG S 63 powertrain and performance

The S 63 is a plug-in hybrid gone rogue. It gets a 4.0-litre twin-turbo V8, putting out 612hp and 900Nm, but then a 13kWh battery and electric motor on the rear axle put out an additional 190hp and 320Nm, bringing the total output to a hysterical 802hp and 1,430Nm. Deploying 1,430Nm of torque to the tarmac is like putting Usain Bolt on your home treadmill. There is so much grip that it feels like the car is trying to stretch the road beneath it every time you put your foot down. As a result, despite its 2.5-tonne heft, it can go from 0 to 100kph in just 3.4 seconds. The top speed is limited to 250kph, but if you opt for the Driver’s Pack, you can remove the limiter and get it up to 290kph. Clearly, range is not the priority for this hybrid. 

The numbers on the S 63 are intimidating, to say the least, and the experience from behind the wheel is, too. The car picks up the pace with zero lag, and you need to keep an eye on the speed readout; otherwise, it’s just a blur as you accelerate. 

What helps bring this earth-shattering performance to the road are two transmissions. The engine uses a speedshift 9-speed MCT, and the motor gets its own 2-speed transmission, because it spins at a different RPM from the engine. First gear on the motor is good enough for up to 140kph and only after that does it switch to second for a smoother torque transition. 

What you’ll be using most is the 9-speed with its paddle shifters. Needless to say, it is extremely responsive, and in Sport and Sport+, it’s extremely aggressive as well. When you push the car hard, shifts are immediate, and for total control, you can switch to ‘M’ or manual mode, where it will not upshift unless you tug at the right paddle. However, for everyday driving in the city, it isn’t the smoothest. There are noticeable jerks at low speeds, and even in Comfort mode, you’re constantly made aware of the massive power waiting to be unleashed. Then there is the exhaust, which, sadly, isn’t all-natural. A lot of it is fed through the speakers, and for the most part, you’ll barely hear it outside. Rev it high enough, though, and the V8 roar is very much there, along with pops and bangs that add to the drama. 

We’ve seen this powertrain in the GT 63 S E-Performance, where it had even more power (834hp) but a smaller (6.7kWh) battery. The S 63’s larger 13kWh battery results in a higher claimed electric-only range of 33km.  

Mercedes-AMG S 63 hybrid technology

The 13kWh battery pack uses Formula 1-derived tech and contains 1,200 individual cells that have a dedicated coolant line for thermal management. Not only is that better for packaging, but each cell can also be cooled individually, so you can push the car and not worry about overheating the battery. There are four recuperation modes—varying the level of regen—and you can charge the battery using a Type-2 port and the onboard 3.7kW AC charger. 

Exclusive to the S 63 is a ‘B’ or Battery Hold mode that helps preserve the SOC. This allows you to switch to the all-electric ‘EL’ mode in heavy traffic and save some precious high-octane fuel. 

Mercedes-AMG S 63 ride and handline

Because this is an AMG S-Class, there are two contrasting ideologies at work—sportscar handling and luxurious ride comfort. If you want S-Class levels of soft and supple, this won’t do the trick. The ride is inherently firm, and although it gets adaptive air suspension, you will feel jitters in the cabin even in Comfort mode. It also gets active engine mounts, which help keep things composed, and once you find a winding ribbon of tarmac with long swooping bends, the AMG side of the dynamic package is really felt. That said, on our bad roads, the one thing that you absolutely have to be aware of is the low ground clearance. Sure, the air suspension has a raise function that helps you gain some crucial millimetres, but you still have to crab crawl over big speed bumps to avoid grazing the underbody. 

In terms of handling, you don’t really expect big things from an S-Class, but AMG’s pedigree clearly flows through this car’s veins. The 4Matic+ system, along with 3-degree rear-wheel steering, makes a huge difference in the bends as well as in U-turns and three-point turns. Despite having the same long 3,216mm wheelbase as the standard S-Class, in the corners, it is agile and sharp. 

However, in seriously tight turns, its 2.5-tonne weight is what pulls it down, and at such points, all that handling tech can only do so much. 

Mercedes-AMG S 63 design

In terms of design, there are many telltale signs of it being an AMG. Edition 1 gets the ‘Night Pack’ that replaces every inch of bling with blackened bits and the ‘Carbon Pack’ that adds racy carbon-fibre elements to the air dams, splitter, side sill, mirrors and diffuser. Apart from that, it gets sporty bumpers with huge air dams, the massive ‘Panamericana’ grille and an AMG logo in place of the Mercedes-Benz emblem. There are also 21-inch wheels wrapped in Michelin Pilot Sport 4 tyres and carbon ceramic brakes (standard on the Edition 1).  

The rear, which many will find themselves looking at, features quad exhaust tips and red highlights for the badges, letting everyone know that this is an E-Performance and something that’s not to be trifled with. 

Mercedes-AMG S 63 interior and features

On the inside, the S 63 prides itself on its AMG roots with a healthy dose of carbon fibre. The dashboard gets a carbon-fibre slab with a red weave within. The upper half also gets red stitching along with Nappa leather seats, which, though sporty, are superbly comfy as well. The new bit is the performance steering wheel that gives it full-blown AMG cred. Wrapped in Alcantara and leather, its plethora of touch buttons might seem intimidating at first, but it doesn’t take long to get used to. The steering also features context-sensitive AMG knobs that feature shortcuts to adjust the suspension, gearbox, drive modes and even the exhaust. 

Also new are racier themes for the instrument cluster and telemetry, such as engine temperature, motor and battery readouts, and performance timing. The massive touchscreen in the centre is the nerve centre of the whole car, controlling everything from the AC to the chassis, and it’s super responsive. But rest assured, the screen has plenty of displays and data to satisfy your inner nerd.  

The rear seat may not be the best seat, given this is an AMG, but it’s always going to be special in an S-Class. You have plenty of room to stretch out, and all the bells and whistles like seat massaging, heating and ventilation, along with the ability to move the passenger seat ahead and fully stretch out.

There is a superb Burmester 4D sound system, panoramic sunroof, incredibly comfy seats, rear entertainment screens, and even noise-cancelling headphones if the V8 is not sonorous enough for you. That said, with all that carbon fibre surrounding you and the grin on your chauffeur’s face, it won’t be long before you want to jump back into the driver’s seat. Also, since the S 63’s hybrid tech sits over the rear axle, the boot space is down to 310 litres, and you don’t get a spare wheel either. 

Mercedes-AMG S 63 price

The S 63 E-Performance is priced from Rs 3.3 crore onwards, and the ‘Edition 1’ seen here, of which only three have been imported to India (and sold out), is listed at Rs 3.8 crore. It has supercar levels of power and all the luxury elements, and it is loaded with tech. Yet you’d struggle to justify the purchase. If you want a fun-to-drive car with lots of power, there are better options, and if you want a luxury car, the S-Class is already mighty impressive. It is difficult to see the logic, but as soon as you drive it, there is something about it that invokes your inner child. It won’t win track events or get you any drag race trophies. You won’t have a plausible justification. If you are the sort who looks for plausibility, this is definitely not the car for you. It’s a laugh, and you buy it because you can. If they ask you why you bought it, it’ll only take a quick spin to get them an answer. 

Also see: 

Mercedes India confirms over 12 new cars, SUVs coming this year

Next-gen Mercedes MB.EA Large EV platform cancelled amidst slow sales

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

Maruti Dzire new vs old design

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

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

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

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

Maruti Dzire new vs old interior

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

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

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

Maruti Dzire new vs old engine

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

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

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

Maruti Dzire new vs old price

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

All prices, ex-showroom, India

Also see:

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

New Maruti Dzire launched at Rs 6.79 lakh

Third-gen Maruti Dzire will continue to be sold as Tour S

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

SUVs are all the rage today, but no one told the Dzire that. It continues to be a strong seller. Last year, the compact sedan found 1.57 lakh buyers – that’s more than all its competitors combined. Even more impressive is that this figure puts it ahead of compact SUVs like the Hyundai Venue, Kia Sonet and Maruti Fronx.

So, unlike the Ciaz, Maruti has lavished plenty of attention on this sedan, with regular updates since the original was launched in 2008. As with all predecessors, the Dzire is based on the Swift, and this new model shares its underpinnings with the latest Swift, which was introduced earlier this year. While it’s based on the previous car and shares its ‘Heartect’ platform, there are massive changes to technical bits, such as the suspension and the structural elements of the body. There are aesthetic changes too, and thus, Maruti classifies this as the 4th generation.

Except for the height, where the new Dzire is 10mm taller at 1,525mm, the new car is identical to the outgoing model in length (3,995mm), width (1,735mm), and wheelbase (2,450mm). The width and wheelbase are also identical to those of the new Swift.

Maruti Suzuki Dzire exterior style

With each generation, Maruti has further distanced the Dzire from the Swift, and this one sees the maximum separation. One look, or even a good long stare at the two cars outside, will not clue you into their shared genes. The Dzire looks very different, and the styling is very sedan-like with a horizontal orientation, unlike the previous car, which carried vertically styled elements. That’s clearly seen with the LED headlights, which are narrow, horizontally shaped units housing thin DRLs and crystal-like cube elements laid out horizontally. The grille has an Audi-esque familiarity to it, thanks to the large trapezoidal shape. That said, though, the Dzire’s front end has its own style and looks very smart and elegant, topped by a flatter bonnet compared to the previous car.

On the side, the curves on the doors look similar to the model before, but with the reshaped front and rear fenders, the new car does stand apart. Alloys are newly designed units, 15 inches in diameter, and carry 185/65 sized tyres. Atop, there’s a shark fin antenna instead of a regular one.

The tail-lights are squarish but carry a tri-arrow-shaped LED light signature laid horizontally, and that lends more visual width to the car. The boot has an added lip spoiler, and the lower edge of the bumper has a sporty-looking chamfered strip moulded into it. It helps widen the car visually and will make for a sporty touch with some contrasting shade. Dzire RS coming up, Suzuki?

Maruti Suzuki Dzire interior style, space and comfort

While the exterior bears no resemblance to the Swift, the interior is nearly identical. The dashboard, centre console, steering wheel, and instrument panel are all carried over but have a different colour scheme that uses beige on the dash, door pads and seats, and wood trim across the dash. It looks smart and neat, and all controls are well laid out and easy to use. While some might have preferred a fully digital instrument panel with a graphics-heavy design, the twin dials look neat, sporty, and very easy to read at a glance.

Front seats are comfy with soft cushioning, and overall space is just fine; at the rear, however, headroom is tight. Despite the 5mm increase in height over the Swift, headroom feels compromised, largely due to the sunroof, which has resulted in a lower headliner. The liner is scooped out towards the rear, but I had just about a three-finger space to the top, and the roof does feel close to your head. Comfort-wise, the seat is fine, softly cushioned like the front, and there’s a rear armrest, twin AC vents, and two USB ports for rear passengers. Boot space is just about adequate, at 382 litres – the lowest in the class – and the rear seat back is fixed (cannot be folded down).  

Maruti Suzuki Dzire features and safety

Big new features on the Dzire are a sunroof and a 360-degree camera; while the sunroof is small and has a more feel-good factor, the 360-degree camera offers a clear view with a 3D display and dynamic rear parking lines. Other features are a 9-inch touchscreen unit with wireless Android Auto and Apple CarPlay, wireless phone charging, connected car tech, and cruise control. Given what’s on offer today in this price segment, Maruti Suzuki should have had a few more features, such as premium audio hardware, cooled seats, and ambient lighting. 

While these features go amiss, it’s nice to see that the safety kit is elaborate and standard across variants. Six airbags, 3-point seatbelts for all occupants, ISO-FIX child seat mounts, ABS, ESP, and Hill Hold Assist will feature in every Dzire sold. What’s even nicer to see, and will be a big surprise for many, is the 5-star adult occupant and 4-star child occupant protection rating the Dzire has scored under the GNCAP safety protocol. The performance in these new enhanced safety protocols is commendable, and while it may not be a 360-degree assessment of everything that can go wrong, it covers a significant portion of road accidents and is a good barometer for the safety potential of a car.

Maruti Suzuki Dzire engine and performance

The new Dzire is powered by the recently introduced Z12E engine that debuted with the new Swift. Like in the Swift, the 3-cylinder unit puts out an identical 82hp at 5700rpm and 112Nm of torque at 4300rpm. It feels identical in nature too. There are some vibrations at low rpms, but these fade away as you drive on. The engine is quite audible, but at low and mid speeds, it has a likeable audio note with it, only sounding strained at the top end.

82hp may not sound like much, and indeed, it is 8hp lower than the outgoing K12M engine. However, at low engine speeds, the response is good and the car moves off the line cleanly and crisply.

Power then builds up in a gentle and linear fashion, and keeps coming in even above 5,000rpm, so there is some merit in revving it further. Those who like a spirited drive will end up doing so, as the engine isn’t peppy and lively. It even red lines at 6,000rpm, which is about 400rpm lower than the previous unit. In a quick test, it took over 13 seconds to 100kph from zero, which is slower than the previous car. However, we’ll soon put it through our standard instrument tests to measure all the figures. Don’t hold your breath, though, as the Dzire will be slower than the Swift, which itself wasn’t very impressive.

Going through the gears isn't a chore; the 5-speed gearbox has been tweaked and features a new hydraulic clutch. It's very smooth and light in effort, and the gear throws are also light and easy. Shifts on the AMT are smooth and at a moderate pace, and there's a minimal gap between shifts; it also downshifts a gear or two readily, but put your foot down and the pause gets very pronounced, and this does slow down the car during hard acceleration. There is a tip function to the gear lever that enables you to manually control shifts. 

The main calling card for the new powerplant is efficiency, with the Dzire now claiming a figure of 24.79kpl for the 5-speed manual, which is up from the earlier cars' 23.26kpl claim. The AMT version claims a figure of 25.71kpl. There's also a CNG version, which we are yet to drive, and that promises 33.73kms/kg from its 70ps and 102Nm power unit.

Maruti Suzuki Dzire ride and handling

Like the powertrain, the Dzire’s suspension hardware is also carried over from the Swift, with McPherson struts at the front and a torsion beam setup at the rear. Small tweaks have been made to the spring and dampers; however, these are only to compensate for the increase in kerb weight, which, at 960 kg, is 40 kilos more than the Swift. The character thus remains the same, and that’s a very good thing. Like the hatch, the sedan also rides very well; bump absorption is good, and regular potholes and ruts are smoothed out well.

On the handling front, too, it impresses like the Swift. The electric power steering is smooth and fluid, and it returns to the centre in a very natural manner. Push it hard, and there is some body roll, but for everyday and even some spirited driving, it corners well with a progressive and controlled lean, offering good road grip.  

Maruti Suzuki Dzire price and verdict

Maruti Suzuki has clearly put in significant effort with the new Dzire. The car looks and feels very different from before; it’s elegant and more sedan-like, and that’s commendable given the tight confines of its sub-4-meter footprint. It rides very well, the handling is good and sporty, and the engine is more than adequate for everyday driving. It’s well equipped, too, and features like the sunroof and 360-degree camera will be appreciated, as will the fact that this is Maruti Suzuki’s first 5-star GNCAP car. It’s priced between Rs 6.79 lakh and Rs 10.14 lakh (ex-showroom, Delhi).

So is it perfect, then? No, rear headroom is tight, and it should have offered a few more of today’s must-have features, but this won’t be enough to deter buyers, especially not when you weigh it against its impressive breadth of abilities. So, like its predecessor, the new Dzire will continue to ring the cash register for Maruti and is all set to carry on being the flagbearer for sedans in an increasingly dominant SUV world.

Also see:

New Maruti Dzire video review 

Also see: 

2024 Maruti Suzuki Dzire review: massive update for India's favourite sedan

New Maruti Dzire launched at Rs 6.79 lakh

New Maruti Dzire CNG fuel efficiency revealed

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.

Also see:

Hero Xpulse 421 concept sketch showcased at EICMA 2024

Hero to enter Europe, UK with Vida Z electric scooter

New TVS electric two-wheeler launch by March 2025

At a time when most passenger vehicle brands are shifting focus towards SUVs, Maruti believes it's crucial to have a strong product line-up across all mass-market segments, including sedans, for a high market share.

“Although the SUV segment is growing, all other segments are equally important for us; Because, to retain our high market share, we have to have a presence in each segment. Especially in the sedan segment, which is traditionally very important,” MD and CEO Hisashi Takeuchi said on the sidelines of the new Dzire launch.

1. Maruti has spent Rs 1,000 crore on developing the fourth-gen Dzire
2. Sedans currently account for around 8 percent of the total PV volume
3. Maruti aims to increase sedan market to 10 percent with the new Dzire

New Dzire to rejuvinate compact sedan segment 

Hatchbacks or small cars and sedans have seen a significant decline in sales over the past decade, leading automakers to put their major focus on SUVs, with several even vacating the small car space altogether. The sedan segment has also been missing major product action for some time now. For Maruti, however, things are slightly different, as the brand continues to focus on popular models like the Dzire, with timely updates and model changes.

“The compact sedan is a very reliable and stable segment. We can count on stable numbers all the time,” Takeuchi said. The automaker spent Rs 1,000 crore on the design, development, and production of the new 4th-generation Dzire, which comes with the Swift’s 1.2-litre three-cylinder Z12E engine and a slew of new features, including added safety tech.

With the new Dzire, the automaker expects to re-energise the segment. “Taking a long perspective, by 2030, we feel the passenger vehicle market will be around 60 lakh units and sedans will still have a reasonable pie of close to 10 percent,” said senior executive officer for Marketing and Sales Partho Banerjee.

Sedans currently account for around 8 percent of the total passenger vehicle volume and compact sub-4 meter models contribute to approximately 70 percent of that segment. Maruti Suzuki is the market leader in the compact sedan space with a share of around 60 percent. Last year, it sold around 1.6 lakh units of the Dzire.

The Dzire generates a significant part of its sales from the fleet segment, where it is exclusively sold as the low-frills 'Tour S' variant for fleet operators. Around 65-70 percent of the Dzire sales come from the personal segment, while the rest account for the fleet segment.

“With the previous-generation Dzire, there was a challenge to meet the different requirements of personal and fleet customer segments. So, we used to keep a balance to serve both segments,” Banerjee said.

However, in a bid to prioritise the requirement of private buyers, Maruti is offering the fourth-generation Dzire only for personal mobility. For fleet users, the automaker will continue with the previous-generation Dzire, branded as Maruti Tour S. Apart from the Dzire, the Tata Tigor, Honda Amaze, and Hyundai Aura are other models in the compact sedan space. 

With inputs from Yukta Mudgal

Also see:

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

2024 Maruti Dzire image gallery

New Maruti Dzire video review 

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

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

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

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

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

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

Pottery Barn’s first home furnishings collaboration with its brand ambassador Deepika Padukone went live globally this week

‘Both individuals and businesses from across the country and overseas are increasingly wanting to have a share in the market’

With terrazzo countertops, smart backlit mirrors and spotlighting for that perfect selfie, beauty departments and stores are changing their design layout

Autism Awareness Month: At the Sankalp headquarters in Kolappancheri, architect Benny Kuriakose has experimented with natural lighting, curved pathways and verandahs as buffer zones

At the newly opened store in Chennai, there are ceramics from both the hills and the coast, and reclaimed teakwood furniture that will give you the home makeover itch

The scooter-turned-coffee table in the actor’s living room is a testament to the respect and love he has for his late dad

Architects suggest innovative alternatives to reduce resource consumption and minimise waste, while elevating the overall guest experience

As urbanisation accelerates, India risks surpassing global benchmarks for energy efficiency and carbon emissions in buildings. In such a scenario, HPBs offer resilience through adaptive, self-sufficient structures. They promote social well-being by nurturing healthier indoor environments, including air quality

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

The Mini Cooper was one of the first cars to introduce the concept of an affordable, fun-to-drive small car. As time passed, affordability reduced as the new Mini models climbed up into the premium end. But, of course, the fun element remained. In a similar vein, albeit at the other end of the spectrum, is the Maruti Swift. The first generation Swift was fun, and in keeping with Maruti’s ethos, affordable too. However, since the launch of the fourth-generation Swift, there has been a lot of talk about the smaller three-cylinder engine – lacking in power and grunt – and the price climbing higher, reaching levels of its elder sibling, the Baleno. Yes, the price has climbed higher for sure, but as for performance, it hasn’t been an issue for me at all. I say this after using the new Swift as my daily driver for around a month now. 

The shape and size are just right for the city, the seats are soft and comfy, and the engine – well, it’s efficient. And that’s always a higher priority when I’m paying fuel bills. Since I got the Swift, I’ve clocked over 1,000km and the average efficiency has always been above 14kpl. And no, I do not drive it with a light foot. To be fair, on many occasions, I can’t. In peak-hour traffic, the engine is more than adequate, but as soon as a few overtakes are on the cards, it needs to be wrung hard. The linear power delivery just doesn’t cut it, and the only quick fix is downshifting. Speaking of which, I had hoped for an automatic after driving the manual Exter for over three months, but the Swift is yet another manual. I would have sulked if it were any other car, but on the Swift, having a manual gearbox is fun. The clutch is superlight and absolutely effortless, the gears slot in well, and you almost forget about the lack of pep from the engine. The seating position is also bang on, and there is a dedicated dead pedal for added comfort.

What’s a bit of an annoyance is the auto start/stop, which helps save fuel, but in stop-go traffic, the constant shutting off and on will add to the suffering. Thankfully, it just takes a press of a button to turn it off. The other negative is the camera quality. Given the price at which the new Swift has been launched, you would expect a decent parking camera. However, the resolution is poor on the new Swift, and even basics like dynamic guidelines are missing. In the dark, and while it is raining, you cannot rely too much on it. Speaking of darkness, there is no rear cabin light, which I’m guessing helps save some costs, but it is essential. I end up storing shopping bags or small items in the back seat and in case they roll off or I can’t find them, I have to use the phone flashlight. A lamp at the rear would have helped.

The rest of the car, though, has been perfect in the city. The steering is light enough to allow zipping through narrow streets and parking in tight spaces, especially in and around the crowded suburb of Bandra. The boot is more than adequate for a weekend out of the city, the rear seats get dedicated USB-A and type-C charging ports as well as AC vents. LED lights work well in the dark, the ground clearance is plenty, and there is nothing to complain about the ride comfort from the 15-inch wheels. Honestly, the more I drive it, the more I like it.

As an introduction, it has been very positive, and most apprehensions about the dull engine performance fade away. However, once this anniversary issue closes, I’ve planned a getaway out of town, which will involve a whole lot more overtaking and triple-digit speeds. How the engine fares there is what the next report will be on.

Also see:

2024 Maruti Swift road test, review

Maruti Swift vs Baleno comparison video

Maruti Swift CNG launched at Rs 8.20 lakh

The Fronx marks the return of the 1.0-litre Boosterjet turbo-petrol engine. This engine was first introduced in the Baleno RS back in 2017, but it was discontinued owing to low demand and the shift to BS6.

Suzuki Motorcycle India manufactures the V-Strom SX, Gixxer SF 250, Gixxer 250, Gixxer SF, Gixxer, Access 125, Avenis, Burgman Street and Burgman Street EX entirely in India.

The Altroz CNG is powered by a 1.2-litre petrol engine mated to a five-speed manual gearbox.

Unlike many autonomous vehicles, the zPod does not employ the use of LIDAR (light detection and ranging) but uses an array of six cameras — four on the sides and two at the front and back

Jimny (5-door) will be available in Zeta and Alpha variants with Automatic and Manual transmission choices for customers, Maruti Suzuki India said.

The Maruti Suzuki Dzire has long been a top choice in the Indian compact sedan segment, renowned for its balance of practicality, affordability, and reliability