(Telecompaper) Charter Communications said that its Spectrum has promoted Elena Ritchie to the position of senior vice president of video. In her new role, Ritchie will advance the company's video strategy, including video experience, hardware and software architecture and engineering, and product and digital...

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

Lavya Garg, Gurugram

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 The Atto 3 doesn’t feel as premium but has a lot more tech that makes the Q3 look outdated.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

Also See:

2022 Audi Q3 India review: Back with a bang

2022 Audi Q3 India video review

Audi Q3 Sportback review: The downsized Q8

BYD Atto 3 review: Characterful and slick to drive

BYD Atto 3 real world range test video

Skoda India has taken the wraps off the Kylaq and revealed its starting price of Rs 7.89 lakh. With the Kylaq, the Czech carmaker has forayed into the heavily populated compact SUV segment, taking on the likes of the Tata Nexon, Hyundai Venue, and Mahindra XUV 3XO. The compact SUV space is the largest sub-segment in the Indian market, comprising more than 50 percent of all SUV sales.

The Kylaq is an important model for Skoda, positioned at the heart of the market. Here, we are looking at how it compares with its rivals on paper in terms of price, size, and specs.

Skoda Kylaq vs rivals dimensions

At 3,995mm in length, the Kylaq fits just under the sub-4m mark to be in line with most other compact SUVs, although the XUV 3XO, Kiger, and Magnite are slightly shorter. Overall, the Kylaq sits in the middle of its rivals on nearly every metric, barring wheelbase length and wheel size. Skoda's compact SUV has the second-longest wheelbase, at 2,556mm, after the XUV 3XO, which offers the best-in-class cabin space. The XUV 3XO comfortably accommodates three individuals in the rear, while the others are best reserved for two adults. Therefore, the Kylaq is expected to have more interior space than most of its rivals, if not the XUV 3XO.

Skoda Kylaq vs rivals engine and specs

The Kylaq is powered by a 1.0-litre, three-cylinder turbo-petrol engine that produces 115hp and 178Nm of torque. From the other Skoda-VW cars that this engine does duty in, along with our drive in a prototype, we know it is responsive, relatively refined, and delivers strong acceleration. The 6-speed manual and the 6-speed torque converter automatic gearboxes will also be carried over.

The Kylaq comes with a single engine, whereas most competitors offer at least two options. However, it finds itself right in the middle of the pack in terms of power and torque figures – it's more powerful than all entry-level, naturally aspirated engines of its rivals but slightly less powerful than the turbo-petrol units. The XUV 3XO, with the 131hp TGDi engine, remains the most powerful in its class. Meanwhile, the Brezza gets the largest engine, but it's the only one to miss out on a turbo-petrol unit.

It’s worth mentioning that the likes of the Nexon, XUV 3XO, Venue, and Sonet are also available with a diesel engine. The percentage of diesel buyers in this class is less than the majority and shrinking, but the said models at least offer that option. The Brezza and the Nexon are the only models in this class to get a factory-fitted CNG kit.

Skoda Kylaq price

Skoda has yet to reveal the full price list of the Kylaq, though it has confirmed that the entry-level Classic trim will be priced at Rs 7.89 lakh. With prices expected to rise to about Rs 14 lakh for the top-spec Prestige automatic variant, the Kylaq is expected to be well-priced compared to rivals like the Nexon, Brezza, XUV 3XO, Venue and Sonet. However, the Magnite and Kiger continue to be the most affordable compact SUVs on sale in India. 

Also see:

Citroen C3 automatic vs rivals: price, specifications compared

Tata Nexon CNG vs rivals: price, specifications comparison

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

Our long-term Super Meteor hasn’t had a proper custodian in a few months and with a 4,000-odd km tour to the South coming up, I decided to grab the keys and give this bike a proper send-off from our long-term garage. Before this, I hadn’t spent proper seat time aboard the Super Meteor, and ever since it had entered our fleet, I’d always wanted to take it for a long road trip.

Even before I’d clocked a single kilometre on this ride, I was smitten by how good this bike looks. And it’s an opinion the general public seems to share. From the large teardrop-shaped fuel tank, that swooping rear fender and those chrome exhaust header pipes, this bike is a looker. There were some much larger and way more expensive bikes with me on the trip but even when parked next to those machines, the Super Meteor always had people swarming around it.

Those textbook good looks do come at a price though. Due to that long, low-slung silhouette that the Super Meteor cuts, suspension travel at the rear is quite limited. And it is set up quite stiff, which means that you feel every little bump on the road. It’s not as bad as some other Chinese cruisers at this price point, but it’s not a very pleasant ride either. What makes matters worse is that sofa-like feet-forward riding position, which means your back bears the brunt of all the abuse Indian roads subject the bike to. And when you inevitably encounter a mountainous speedbreaker on the road, you need to slow down to a halt and negotiate it carefully due to the limited ground clearance on offer.

To its credit, the Super Meteor only scraped its belly twice over the multitude of speed breakers I came across and that could be due to the fact that I had loaded the bike up with luggage, plus 80kg me. 

Thankfully, that sweet 648cc parallel-twin mill diverts your mind from all these shortcomings as soon as you twist the throttle. There’s no sudden surge like on a KTM 390 Duke (my personal bike that I usually tour on), but there’s strong pull available at fairly low revs in just about any gear. 100kph in sixth gear is effortless and if you choose to venture beyond that threshold, this engine will be a willing companion along with a sweet soundtrack to accompany it. Fuel economy while cruising at triple-digit speeds constantly ranged in the early to mid-20s for me.

If you’ve done any amount of touring you’ll know that an engine that just makes power isn’t everything; refinement is equally important. And I’m pleased to report that the Super Meteor has fared exceptionally well in this regard. What did annoy me on those long days was the fuel gauge that had a mind of its own once it dropped below the halfway point. In fact, if you put the bike on the side stand, the fuel level would climb back up and stay there for a good 5-10 minutes once you start riding, and then drop back down at an alarmingly quick rate. On a bike that’s got some proper mile-munching capabilities, fixing this niggle would go a long way.

The last service we did was a pretty comprehensive one as I wanted to make sure everything was shipshape before such a long ride. The total was Rs 10,351 which seems a little steep, and more than half of that amount (Rs 5,900) went towards replacing the front and rear brake pads. This is something to keep in mind because our bike had only done 4,000km when we got it serviced and the pads were nearly worn out.

In our nine months with it, there have been no worrying issues with the bike. It has held up largely well but there is a bit of oxidation on the engine casing and the triple clamp has also started to rust. However, our bike was parked outside through the monsoon so I suppose this may not have happened if the bike had sheltered parking.

Barring these issues, the Super Meteor 650 has been faultless and I have to say I’ll be quite dejected to see it go. However, the silver lining to this proverbial dark cloud is that we will quite possibly be swapping the Super Meteor for the new Himalayan, and that is one new Royal Enfield I believe will be a serious contender in the sub-Rs 4 lakh ADV tourer category. An exciting year up ahead indeed!

Also see:

Royal Enfield Super Meteor 650 long term review, 3500km report

Royal Enfield Super Meteor 650 long term review, 1180km report

Skoda Kylaq design head Oliver Stefani speaks on the Kylaq design, challenges and India specific requirements. Tap to watch the full interview.

The car you see in these pictures needs no introduction. An icon of the Mr Bean series and The Italian Job movies, the Mini Cooper is perhaps more famous than the characters behind its wheel. It has been the benchmark for fun, fast, small hatchbacks, and this new Cooper S is the last to be petrol-powered, as from here on, it will be an EV-only model. So, let’s see if it lives up to its legacy.

2024 Mini Cooper S: design

The new triangular tail-lamps get individual configurable LED elements.

The easiest way to tell that this is the latest Cooper S is to look at the rear end. The Mini Cooper now gets triangular tail-lamps with individual LED elements that can be configured to display three different animations, including the famed Union Jack pattern. Similarly, the iconic round headlights are bezel-less, and they, too, have custom animations. The octagonal front grille is larger and features a blanked-off trim in the centre. In keeping with its sporty theme, there are no chrome elements on the outside; instead, you get a generous dose of gloss black surrounding the grille, the mirrors, the roof and the tailgate. There’s also some cladding around the wheel arches and stylish 17-inch alloys.

A special mention must go to this Sunny Side Yellow paint on our test car, which grabs many eyeballs. Notably, this new Cooper S forgoes the air intakes in the bumpers and, more controversially, visible exhaust tips.

2024 Mini Cooper S: interior, features

In the pursuit of minimalism, Mini has forgone the instrument cluster, giving the dashboard a clean look. The 9.4-inch OLED centre touchscreen doubles up as the instrument cluster, showing relevant driving information, depending on which mode you’re in. This Android-based screen is the cabin’s highlight, and it controls most functions, too.

The screen is high in resolution, and the touch is slick. However, the multiple menus and sub-menus mean that you need time to get accustomed to it. Mini has used sustainable materials on the dashboard, door cards and seats, which look nice and rather unconventional but will be challenging to keep clean. The steering is nice to look at, with its two-spoke design, and the tensioned fabric piece that acts like the third spoke is a cool touch. However, the steering’s rim is too thick, much like those of several M Sport BMWs. The front seats are accommodating; they hold you well in place around corners and offer good adjustability, but electrical adjustment is part of an optional pack. Entry to the rear seat is tight, and it isn’t particularly spacious, but adults can fit here for shorter journeys. What does help matters is the dual-pane sunroof, which opens up the feeling of space in the cabin.

As for features, the Cooper S packs in quite a bit of standard equipment, and our test car was also fitted with an optional Classic pack worth Rs 5.85 lakh, which brought in a couple of feel-good bits. Chief among them are the superb-sounding Harman Kardon sound system and the head-up display, which shows you the necessary information, such as speed, gear and tachometer. Uniquely, it also brings in an inside camera for taking photos or videos while you’re out on a drive. Standard features include auto climate control, LED lights, a rear camera, a large wireless charging pad in the centre console, ambient lighting and cruise control. 

2024 Mini Cooper S: powertrain, performance

Underpinning the new Mini Cooper S is a heavily updated version of the outgoing Mini’s platform. The engine is also the same 2.0-litre, four-cylinder turbo-petrol but uprated for this latest version. Output stands at 204hp and 300Nm, up from the older car’s 178hp and 280Nm, and it continues to send power to the front wheels.

Twist the toggle switch in the centre console, and the four-pot burbles to life. This simple twist switch makes you feel like you’re operating an aircraft and adds to the cool factor. The exhaust, while not particularly loud, does have a nice raspy tone to it. And like most modern, sporty cars, the Cooper S also pipes an artificial exhaust sound into the cabin through the speakers. While some might say this is sacrilege, I actually think it enhances the experience. The BMW-sourced motor is a highlight of this car as power is plentiful, and its rev-happy nature just eggs you on to drive harder. It leaps off the line, and the instant power delivery never leaves you wanting more.

Cooper S leaps off the line, and the instant power delivery never leaves you wanting more.

The engine is paired with an 8-speed dual-clutch automatic gearbox that is quick and responsive, and depending on which drive mode you’re in, it’ll either upshift at the earliest to conserve fuel or hold on to lower gears longer for maximum performance. One of the biggest misses with this new Cooper S, though, is that it lacks any form of manual control for the gearbox: no paddles, no Tiptronic function and not even a proper gear lever, with only a toggle switch to select drive direction. The only way to get it to downshift is by pressing the accelerator hard and then waiting for the gearbox to kick down. For a hot hatch like the Mini Cooper S, this is a big letdown. Another miss is a handbrake lever, so there’s no scope for fun manoeuvres such as handbrake turns and J-turns. 

On the move, the Cooper S feels energetic and quick despite its 1,360kg kerb weight. And that’s backed up by the performance figures. Mini claims a 0-100kph time of 6.6 seconds, but we managed to time it a shade quicker at 6.48 seconds in Go-Kart mode. And despite having no manual control, the gearbox is quick enough to kick down, which enables you to dart in between the gaps in slow-moving traffic. In-gear acceleration, then, is strong, too, taking 3.62 seconds for the 20-80kph sprint and 4.56 seconds for 40-100kph.

The new Cooper S offers seven modes, each with unique ambient lighting and screen graphics, with the Classic pack. However, only three of them – Core, Go-Kart and Efficient – actually alter the driving experience. Core is the standard mode, offering the best balance between performance and efficiency. Efficient, as the name suggests, is the eco mode, which dulls throttle response in the interest of efficiency. 

The Cooper S is sprightliest in the Go-Kart mode, where it feels quite literally like a go-kart. It’s in this mode where the engine, gearbox and throttle are the most responsive, and the car feels like it shrinks around you. The other four modes only alter the ambient lighting and graphics and play an audio track.

2024 Mini Cooper S: ride, handling

The brakes are sharp, with a strong initial bite followed by progressive stopping power. In our test, it took 25.76 metres to come to a halt from 80kph. On Mumbai’s less-than-perfect streets, the Cooper S felt stiffly sprung, and the larger bumps were jarring. There’s no scope for adjustability, as it doesn’t get adaptive dampers. The run-flat tyres don’t help either. The optional 18-inch alloys will have even slimmer side walls, which will further hamper the ride quality. But drive it on a perfectly paved road like the new coastal road in Mumbai, and it is just super.

The stiff ride means that it feels tight and agile around the bends, with absolutely no body roll. The steering is also sharp, and the Cooper S is quick to turn into corners, making it feel like it shrinks around you. There’s barely any slack at the centre position, and you’ll like the fact that it is communicative, too. You’ll also notice torque steer when driving flat-out, but it’s nothing that’s not manageable; here, it is actually fun and adds to the drama. Like Coopers of the past, this new one remains a hoot to drive. Then, there’s also the fact that Mini is saving its best for the full-blown John Cooper Works (JCW) version, which is expected to arrive at a later date, and that should dial things up further.

2024 Mini Cooper S: price, verdict

The Mini Cooper S is a car you clearly buy with your heart rather than your head, especially considering it costs Rs 44.90 lakh (ex-showroom), before options. Then, there’s the lack of manual control for the gearbox, and it’s a stiff ride to contend with. Beyond that, though, it is simply a hoot and remains as charming as ever. It’s packed with more tech than before and has a superb engine. Moreover, you won’t be able to buy this petrol-powered hot hatch after a couple of years. That might be reason enough to get the Mini now. 

Also see:

2024 Mini Cooper S video review

New Mini Convertible revealed

Electric Mini Cooper JCW gets 258hp

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

On the Sunday before the 2023 Munich Mobility show, BMW handed me the keys to one of its press cars for a drive, so rather than walk around taking in the sights of the city, my plan changed to seeing the countryside from behind the windscreen of the second-generation M4 Competition Coupé! How much would I see, though, I wasn’t sure; the M4 is fast. Really fast. 

BMW M4 Competition: Powertrain and performance

This M4 gets a new 3.0-litre twin-turbo, inline-six petrol motor (code: S58) that produces 510hp: appreciably more than the previous car’s 450hp S55. Torque is also up – 650Nm from 550Nm. Fire it up and you know there’s muscle under that hood, thanks to a nice and sporty growl. It’s not an aural symphony though; you expect more. So the exhaust amplification button stayed on for my entire drive, even when easing it out of the BMW Media Centre garage. Can’t blame me, right? 

Amped-up exhaust sound aside, driving it out was a pretty laidback affair, as was driving it through the little traffic and few traffic lights before we hit the expressway. The engine really is the superstar of this car. On one hand, it’s docile and civil, and yet, engage one of the sportier drive modes, and it’s wild. What I particularly like is the way power comes in. It’s hard and fast, not punchy in the mid-range; just a massively strong push all through the rev range. On the unrestricted stretch of the German autobahn, I’m at ridiculously high triple-digit speeds in no time, and it’s only the sight of other cars sharing the same road that makes me back off. The car? It simply wants to motor on faster still. 0-100kph comes up in a claimed 3.5sec, and mash your foot down and you’ll be in no doubt of that claim. 

Throttle response is also very quick, as is the gearbox, which is also smooth in its operation, due to the switch from a 7-speed DCT to an 8-speed torque-converter. Even in Sport Plus, shifts don’t have a hard edge, and while I was fine with that, some drivers will miss that aggressive feel, which does add to the thrill. 

BMW M4 Competition: Ride and handling

The way the M4 drives is very customisable via the drive modes, and specific setups can be called up via two customisable and cool red hotkeys right behind the steering wheel. Engine, transmission, steering, dampers, brakes and ESC can all be tweaked, and there’s even a drift score analyser that will rate your drifts based on length, angle of rotation, speed and more. The car we have has the xDrive all-wheel-drive setup, but it can drift, says BMW. Given that we were on public roads, I didn’t try this, but it’s an indication of just how much focus BMW has put into making this car fun.

It’s fun around corners even if the wheels don’t break traction, and on a country road that leads us to a lovely riverside café – our planned lunch stop – the M4’s chassis balance really shines. There’s plenty of grip and no body roll going around corners quickly; you can turn in with remarkable precision, knowing exactly what the tyres and suspension are doing. BMW says the AWD is rear biased, which it is, but it does feel like it engages the front axle quite often and not just for off-the-line getaways. There’s a remarkable neutral grip through fast corners but, of course, on a racetrack you can switch to 2WD with the ESC off and get the tail out. The ride quality over a few broken edges is firm but we’ll only know how pliant the suspension is when we drive it here over our rough and tumble.  

BMW M4 Competition: Exterior design

I wouldn’t call the M4 an attractive car. Apart from the large grille, the lines too seem in discordance with each other; the front ones are sharp whereas towards the rear they go soft, and the rear itself appears quite bulky. But it has presence: rather than a handsome Captain America, the M4 is more like the Hulk. Its large and gargantuan grille, massive size – and assuming you choose brighter paintwork – all scream for attention. Being a Sunday, the riverside café we’ve arrived at has plenty of family patrons and a lot of the kids are pretty excited looking at the M4.

We got a lot of stares, even from an older gentleman parking his sedan next to it. But he’s not impressed at all; I suspect it had less to do with the M4’s appearance, and more with its huge bulk, which took up a chaunk of his parking space too. Yes, at 4,794mm in length, this 2-door coupé is a big car and, in fact, is only about 30mm shorter than the long-wheelbase 3 Series sedan. That at least means it’s roomy for a 2-door. The rear seats are okay for adults for short durations, but let’s just say, in our group of journos, no one was in a hurry to sit there; not with a 7 Series also part of the convoy. 

BMW M4 Competition: Interior and features 

The M4 is comfortable up front though. Our test car came with carbon-fibre-backed seats, which reduce the overall weight and give you a snug racing feel, even with the seat base divided into two separate areas for your thighs. There’s plenty of carbon-fibre around the cabin too and everything is built and finished to the typical high standards of BMW. The switches, fabrics and surfaces feel good to touch and it’s nice to see that, despite its strong sporty character, the insides are premium and well loaded too. There’s a three-zone climate control, powered seats, a HUD, a Harman/Kardon sound system and a 10.25-inch touchscreen. I’m not a fan of the 12.3-inch digital instrument panel though. There’s no traditional ‘dial’ look, and what’s provided instead isn’t easy to read or aesthetic in nature. The car we get in India now though has BMW’s new ‘Live Cockpit’ setup, which uses a single panel curved display housing a 12.3-inch instrument panel and a 14.9-inch central touchscreen, and its graphics are different. 

So then, while I hate working Sundays, driving an M4 through the gorgeous European countryside really didn’t feel like one. Yes, I did look at the sights as they whizzed by, and this was a Sunday like no other. The M4 is fast, and that’s its main appeal, and while you can easily blast down an autobahn, it also allows you to enjoy an engaging drive through some lovely twisty country roads. If there ever was a car that signified substance over style, this is it.

Also see: 

Hardcore BMW M4 CSL adds 40hp, sheds 100kg

The Mahindra Scorpio N has been on sale for around two years now and it's been available in a variety of options: five trims, petrol, diesel, manual, automatic and even a 4x4 version. While we did experience the petrol-auto and diesel-auto way back, we’ve just got to experience the petrol manual version, in the recently launched mid-spec Z8 Select trim.

Mahindra Scorpio N Z8 Select review: price

The new Z8 Select trim is available in petrol and diesel, with manual and automatic gearbox options. The petrol manual is priced from Rs 17.10 lakh, going up to Rs 19.09 lakh for the diesel-automatic (ex- showroom, India). However, the 4WD can’t be had in this new trim. The Z8 Select variants cost about Rs 1.11 lakh-1.65 lakh less than the respective Z8 variants – depending on the powertrain selected – and is about Rs 69,000-1.38 lakh higher than the Z6. The petrol-manual featured here costs Rs 1.65 lakh less than the equivalent Z8 variant.

Also see: Mahindra Scorpio N petrol MT video review

Mahindra Scorpio N Z8 Select review: features

Compared to the Z8, the Z8 Select misses out on push-button start/stop, a tyre pressure monitor, dual- zone climate control, chrome door handles, anti-pinch front passenger window, power folding wing mirrors, and automatic headlights and wipers, which is not much when you consider the price delta.

It still gets features like 17-inch diamond-cut alloy wheels, LED lights, an 8.0-inch touchscreen infotainment with wireless Android Auto and Apple CarPlay, a 7-inch MID, cruise control, a sunroof, six airbags, ESC, hill-hold assist and much more. And, compared to the lower Z6, the Z8 Select gains four airbags, Mahindra’s Adrenox connected car tech, a rear camera, leatherette upholstery, chrome front grille, LED lights, 17-inch alloys and more. Also new is a ‘Midnight Black’ paint shade on the Z8 Select, but the one you see here is finished in the ‘Napoli Black’ shade.

The Z8 Select manages to strike a great balance between price and features, and comes across as being a real value-for-money offering in the Scorpio N range.

Mahindra Scorpio N petrol-MT review: powertrain, drive experience

Powering the Scorpio N is Mahindra’s 203hp, 370Nm 2.0-litre turbo-petrol, and this feels like one of the most potent mass-market engines around.

Unlike the diesel, the Scorpio N petrol doesn’t get drive modes, but it’s not a big miss as this engine is very responsive. It’s not a free-revving petrol engine and redlines at a relatively conservative 5,500rpm, but the good slug of torque lower down means it feels its most energetic in the low to midrange, and it suits the character of this big, heavy SUV. So overtaking on the highway is also a breeze, and if you're in the right gear, you won’t even have to downshift to do that. What’s a bit of a downer is the 6-speed manual transmission, which requires some effort to slot in, but the clutch is light and easy to modulate.

It completes the 0-100kph sprint in 10.83sec, which is not far off the much lighter and smaller Hyundai i20 N Line MT’s time. As for in-gear acceleration, it does 20-80kph in third gear in 8.34sec and 40-100kph in fourth gear in 10.50sec, which is respectable. And while we haven’t subjected it to our real-world fuel economy tests, on our drive we got an MID-displayed 7.3kpl in mixed city and highway driving conditions, which is expected of a heavy, petrol-powered SUV. We soon hope to put it through our instrumented tests.

Mahindra Scorpio N Z8 Select petrol-MT: ride and handling

The Scorpio N also fares much better than the older Scorpio in terms of ride and handling. It’s still a body-on-frame SUV, but Mahindra has made significant changes with respect to the chassis stiffness and suspension setup to improve its road manners. As a result, the Scorpio N feels much tidier around the bends. Sure, it still rolls around corners, but it’s far better contained now and the light but precise steering also helps your confidence. The ride quality also feels far less busy than the previous generation. There is still a bit of bounciness, but given that it’s based on a ladder-frame, some lumpiness over low-speed bumps is acceptable. Overall, the Scorpio N feels stable and confident on the road.

Mahindra Scorpio N petrol-MT review: interior and exterior

The rest of the Scorpio N remains unchanged. Inside, you get an upright dashboard with the touchscreen flanked by the AC vents. There’s a good mix of materials inside, from gloss black elements, soft-touch leather padding, chrome and silver elements. The dual-tone brown and black upholstery is appealing too. Build quality and fit and finish are also decent.

The front seats are large and supportive, but the lumbar support feels a bit excessive. The middle row can be had with either individual captain’s seats or a bench, though the Z8 Select can only be had with the latter. Headroom and kneeroom on offer in the middle row is tremendous and it can easily fit three adults too. The bench seat is split 60:40, with only the smaller section on the kerb side featuring a one-touch tumble feature; the right-hand-side seat only folds.

In terms of design, the Scorpio N is your typical butch and upright SUV, with a lot of interesting details around: the slim LED lights, chrome-embellished grille, stylish alloys and the tall, Volvo-esque tail-lamps. The overall design is a bit reminiscent of the old Scorpio, and it definitely has a lot of road presence, which buyers of the SUV appreciate.

Mahindra Scorpio N petrol-MT review: verdict

The Scorpio N is a comfy and practical SUV, which has secured a 5-star safety rating from Global NCAP for adult occupant protection. The new Z8 Select trim is also good value for money. The petrol-manual powertrain is smooth, potent and easy to drive even in city confines, and buyers will also like its tough nature and road presence. While the petrol-manual is not the preferred powertrain choice for SUVs, if you are on the lookout for one, this represents a very good choice. Just be prepared for regular visits to the petrol pump. And sure, the third row isn’t spacious enough and the manual gearbox is a bit notchy, but then this SUV’s strengths far outweigh its shortcomings.

Also see:

Mahindra to launch electric Bolero, Scorpio

2022 Mahindra Scorpio N review: Sting in the tale

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

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Skoda India has taken the wraps off the Kylaq and revealed its starting price of Rs 7.89 lakh. With the Kylaq, the Czech carmaker has forayed into the heavily populated compact SUV segment, taking on the likes of the Tata Nexon, Hyundai Venue, and Mahindra XUV 3XO. The compact SUV space is the largest sub-segment in the Indian market, comprising more than 50 percent of all SUV sales.

The Kylaq is an important model for Skoda, positioned at the heart of the market. Here, we are looking at how it compares with its rivals on paper in terms of price, size, and specs.

Skoda Kylaq vs rivals dimensions

At 3,995mm in length, the Kylaq fits just under the sub-4m mark to be in line with most other compact SUVs, although the XUV 3XO, Kiger, and Magnite are slightly shorter. Overall, the Kylaq sits in the middle of its rivals on nearly every metric, barring wheelbase length and wheel size. Skoda's compact SUV has the second-longest wheelbase, at 2,556mm, after the XUV 3XO, which offers the best-in-class cabin space. The XUV 3XO comfortably accommodates three individuals in the rear, while the others are best reserved for two adults. Therefore, the Kylaq is expected to have more interior space than most of its rivals, if not the XUV 3XO.

Skoda Kylaq vs rivals engine and specs

The Kylaq is powered by a 1.0-litre, three-cylinder turbo-petrol engine that produces 115hp and 178Nm of torque. From the other Skoda-VW cars that this engine does duty in, along with our drive in a prototype, we know it is responsive, relatively refined, and delivers strong acceleration. The 6-speed manual and the 6-speed torque converter automatic gearboxes will also be carried over.

The Kylaq comes with a single engine, whereas most competitors offer at least two options. However, it finds itself right in the middle of the pack in terms of power and torque figures – it's more powerful than all entry-level, naturally aspirated engines of its rivals but slightly less powerful than the turbo-petrol units. The XUV 3XO, with the 131hp TGDi engine, remains the most powerful in its class. Meanwhile, the Brezza gets the largest engine, but it's the only one to miss out on a turbo-petrol unit.

It’s worth mentioning that the likes of the Nexon, XUV 3XO, Venue, and Sonet are also available with a diesel engine. The percentage of diesel buyers in this class is less than the majority and shrinking, but the said models at least offer that option. The Brezza and the Nexon are the only models in this class to get a factory-fitted CNG kit.

Skoda Kylaq price

Skoda has yet to reveal the full price list of the Kylaq, though it has confirmed that the entry-level Classic trim will be priced at Rs 7.89 lakh. With prices expected to rise to about Rs 14 lakh for the top-spec Prestige automatic variant, the Kylaq is expected to be well-priced compared to rivals like the Nexon, Brezza, XUV 3XO, Venue and Sonet. However, the Magnite and Kiger continue to be the most affordable compact SUVs on sale in India. 

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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

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Mercedes-AMG has launched the new C 63 S E Performance in India at Rs 1.95 crore. The C 63 S E Performance marks AMG’s third new car launch this year and its third plug-in hybrid in India, following the S 63 E Performance and the GT 63 S E Performance. Bookings have opened today, and deliveries are expected from April 2025 onwards.

1. C 63 S E Performance pairs 476hp 4-cyl engine with 204hp motor
2. Gets sporty AMG-specific changes inside and outside
3. Buyers will get a complementary Nurburgring experience

Mercedes AMG C 63 S E Performance powertrain

Gone is the V8 engine that used to power the previous C 63. It’s been replaced with a 2.0-litre, four-cylinder, turbo-petrol engine that makes 476hp and 545Nm and is paired to a 9-speed automatic gearbox. The engine is paired to a rear axle-mounted electric motor that can put out a peak of 204hp and 320Nm. Total maximum output stands at 680hp and a whopping 1,020Nm of torque. Merc uses F1-derived tech for the turbocharger, which incorporates an electric motor that runs off the 400V electrical system, and helps the turbine spool faster.

Power is sent to all four wheels through the 4Matic+ system, which comes with a drift mode. The claimed 0-100kph time for the C 63 S E Performance is 3.4 seconds. The AMG Driver’s Package that's usually available as an option, is standard on the C 63. So top speed is 280kph.

The plug-in hybrid performance sedan gets a 6.1kWh battery pack (weighing 89kg), giving the C 63 an electric-only range of up to 13km. Four-wheel steering is also standard, which allows the rear wheels to turn up to 2.5deg in the opposite direction (up to 100kph), and up to 0.7deg in the same direction at speeds higher than that. The new C 63 gets eight drive modes – Electric, Comfort, Battery Hold, Sport, Sport+, RACE, Slippery and Individual – along three levels for its adaptive damping system – Comfort, Sport, and Sport+.

Mercedes AMG C 63 S E Performance interior, exterior

Compared to the standard C-Class, the AMG-spec model gets a vertically slatted grille with active shutters that open or close depending on the engine’s cooling needs. The restyled, more aggressive front and rear bumper increase the car's length by 83mm, and the wider front wheel arches make the performance version 76mm wider than the standard sedan. Lightweight 20-inch alloy wheels are standard.

Mercedes says AMG exclusive paint options like the Matt Graphite Grey Magno are customisable, and optional ceramic high-performance composite brakes can be specced instead of the standard ventilated and perforated metal ones. Naturally, the company offers a great deal of personalisation options with the C 63 S E Performance.

On the inside, the AMG and the standard model share the same layout, but this gets an all-black theme and an AMG-specific steering wheel. The ventilated sports seats in nappa leather and carbon fibre interior trim, a 12.3-inch touchscreen infotainment and head-up display, and the 710W, 15-speaker Burmester sound system are standard. AMG Performance seats are an optional extra. Along with the usual list of ADAS features, 7 airbags and a 360-degree camera are standard fit.

Mercedes-AMG says that every buyer of the C 63 S E Performance will get a complementary opportunity to race at the Nürburgring.

Mercedes AMG C 63 S E Performance price, rivals

While the Rs 1.95 crore Mercedes-AMG C 63 S E Performance has no direct rivals in India, other models that vie in this rarefied performance-focused space include the recently launched 550hp BMW M4 CS (Rs 1.89 crore) and the larger 500hp Porsche Panamera GTS (Rs 2.34 crore).

All prices, ex-showroom, India

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2024 Mercedes-AMG G 63 video review

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