It’s been an interesting time for the Autocar India long-term fleet off late. Only about a month back, we had more bikes than people to ride them and since then, as many as four motorcycles have returned to their manufacturers, including my last long-term Bajaj Pulsar N250. That only left Rishaad’s Himalayan long-termer in the fleet and I had to resort to public transport. 

Not for long though as the Xtreme 160 4V we had last year is now back on duty. The bike had gone to the company for a while and it came back to us at just the right time. In that time, the bike did gain a few scuffs on its easily marked matte green paint, but it also had its first service done, which cost Rs 570 – a big chunk of it was for the oil change and labour was free.

My first impression of the Xtreme was that it’s a great-looking bike and that feeling still remains. The muscular tank, split seat, sharp headlight design and the golden USD fork give it that sporty and purposeful stance. Though I’m not a fan of this colour scheme, it has grown on me over time. I particularly like the grey paint on the tank, which has a lot of sparkle and is finished well.

I’ve had the Xtreme for a couple of weeks now but have only been able to add a few hundred kilometres since. Blame our travel-intensive schedule for that. And hence, I haven’t been able to calculate the fuel efficiency yet. We did an in-depth road test late last year during which the Xtreme 160R 4V returned 44.4kpl in the city and 47.5kpl on the highway. I’ve only ridden in the city, and more enthusiastically than we do on our efficiency runs. So realistically, expect the efficiency to be around 35-40kpl, which is still good. 

I also really like the ride quality of this bike. It’s supple and not overly soft or hard, which makes riding over Mumbai’s broken roads a fuss-free affair. The seat is nice too, if not a little too soft for my liking. The engine is also refined and has a good mid-range grunt.

The gearbox, however, is something I’m not gelling with as well. Firstly, it’s geared very short, so you’re constantly upshifting and/or downshifting, which gets tedious after a while. It also isn’t the slickest and you need to slot it into gear firmly. Otherwise, you can get a false neutral; something that’s happened to me quite often. I can also feel the clutch slipping on occasion, which wasn’t the case when we had the bike earlier. This may have been caused by riding on half clutch for extended periods when the bike wasn’t with us. 

The other irritant was the LCD screen. It’s a negative screen, and positioned away and at an angle from the rider. This means that it picks up quite a lot of glare from the direct sunlight overhead making it really hard to read on the move. The solution is to cover the top of the screen with your hand, which will then reveal the info on the display.

To sum up, in my short stint, the Xtreme 160 4V has been a reliable and affordable means of commuting. But I’m hoping to discover more things about it as I spend more time in the saddle. Perhaps a long ride is on the cards. 

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

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

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

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

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

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

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

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

Also See:

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

My daily commute involves a mix of both highways and narrow streets, and the Xtreme 160R 4V—my first long-termer at Autocar India—has been great for the most part. I also had the opportunity to take the Xtreme 160R 4V on a little road trip from Mumbai to Pune, but more on that later. The bike’s USD fork suspension is one of its highlights as it is not only good-looking but also irons out a majority of broken roads.

What also helps me dart through jam-packed traffic is its agility, which makes my commute engaging. Bunny-hopping over extra-high speed breakers or encountering the occasional dirt patch doesn’t disturb the Xtreme 160R 4V’s composure.

Another highlight for me is the fuel efficiency—40kpl—as it keeps me away from the petrol pump. The Xtreme 160R 4V is also a handsome-looking motorcycle and is only held back by its easily tainted matte paint scheme. The seats, too, are well cushioned and cosy during my commutes, but they will give you saddle soreness on longer journeys.

During my road trip, I discovered a majority of its drawbacks, starting with the lack of a 6th gear, although none of its rivals have one either. The Xtreme 160R 4V will happily cruise at triple-digit speeds, but it feels a little high-strung. And if long highway rides are part of your plan, you should consider a bike from a segment above.

The other complaint is that the negative LCD is illegible for the most part, and I often had to lean over or block out the sun with one hand before I could view any information on it. As an experienced rider, it didn’t bother me too much, but those who are new and dependent on the gearshift indicator will find it tedious.

Speaking of gears, the gearbox tends to hit false neutrals, although I’m not sure if the issue is just with our unit. The headlight performance is adequate, but it won’t impress you. However, if you can look past these drawbacks and keep your rides limited to the city, the Xtreme 160R 4V can be a great commuter and is rather pocket-friendly. Its ride quality alone is enough to win you over our poorly constructed roads.

Also see: Hero Xtreme 160R 4V long-term review, 2,500km report

 

 I ’m in an impromptu drag race against a 19-year-old Honda City and I’m losing. A hint of smoke from that car’s tailpipe tells me the engine has crossed 5,500rpm and found its second wind. I can almost see the grin on Hormazd’s face as that happens.

A short run and a couple of gears later, we slow down and resume adult behaviour. This is only the customary four generations of Honda City photo shoot in Noida – the cars have a 6,000km road trip ahead of them.

Why are we going on a 6,000km road trip? Well, it has been 20 years since the Honda City first showed up on Indian roads. 20 years since a sea change happened to how we look at cars and what we expect from them. In these 20 years, we also started getting the roads to drive these cars on; and the first one of those roads was the Golden Quadrilateral.

The planning for this mother road, which links the four big metropolitan cities in India, was completed in 1999 – a year after the Honda City came to India. Construction of the road started in 2001, but then it took another eleven years to complete. In that time, Honda reinvented the City many times. From starting out as a simple, low-slung family car powered by the first 100hp motor in the country, the City went from first-generation swan to second-generation ugly duckling, and back to swan for the third generation. All of this happened while the government was still looking for funds and facing problems with land acquisition to complete a six-year project that ended up taking many more. Oh well, nothing new there.

To celebrate two decades of Citys, we are going to drive four generations of the Honda City along the length of the Golden Quadrilateral. For us, this is both, a documentary and a trip down memory lane. It is a documentary of the state the Golden Quadrilateral is in all its time of existence. The trip down memory lane? That’s just an excuse for a road trip.

Capital to financial capital
You forget how low old cars are; and so, when I drop into generation one’s seats, I let myself drop a couple of milliseconds early. The seat is lower than where I expect it to be. So a clumsy fall and a small wince later, I swing my legs in, slide the analogue, ‘browned-from-wear’ key into the starter and give it a twist. This 80,000km-run, 1999 City EXi has no trouble starting. MH-01-Y-9111 is Parsi-owned and according to its owner, is used twice a week to get his aged relatives to Bombay Gymkhana and back home. Asking it to do a cross-country run at this age seems absurd, until you actually drive it. It runs like it left the showroom recently – the dampers have spring in them, the engine still has the energy of a teenager and in no way does it feel like it left the production line nearly two decades ago.

 Anyway, you realise how much a modern car pampers you only when you step back a couple of decades. I have no clue how anyone ever reversed a car without a reverse camera or, at the very least, parking sensors. I also soon realise that all the connectivity I have is through the steering wheel, the pedals and the seat of my pants. There are no distractions in here – the simple dials light up in the same shade of tungsten yellow as the analogue dials of a 1990’s hi-fis (remember those?), voice commands come in the form of you singing ‘Another day in Paradise’, and you actually have to rotate a dial to vaguely set the air conditioning somewhere between red, blue and comfortable. This lack of distraction is good because this bit of GQ that runs through Haryana demands you pay attention.

Through the many villages that line the road are oblivious bikers, lazy cattle and swerving multi-axle trucks. In fact, the absolute lack of in-built safety is the one consistent thing we will see all through the rest of the drive. I will blow a gasket about this, later.

Anyway, the oldest City is still such a hoot. Because you sit so low to the ground, the sense of speed is enhanced and 100kph feels like 150! The engine snarls when you’re in low gear and high revs, the linear throttle response – it is all there!

Take the rose-tinted glasses off for a second, though. This is a family car that we considered sporty because when it came to India, the competition was still fighting about leaf spring settings! You also feel a bit unprotected. Two decades ago, you probably had to buy an S-class to get ABS and airbags as standard; and two decades ago, A-pillars were slimmer than a Victoria’s Secret model and the tyres were narrower than her waist. Out on a six-lane unpoliced highway, all of this leaves you feeling rather naked.

But you forget all that the minute you cross over into Rajasthan. Here, there’s ample space to wind out that 16-valve engine. The wide, open corners remind you why a low centre of gravity is so important in carrying big cornering speeds and the new MRF rubber we’ve fitted on the car keeps it secure.

Also helping our cause are the roads through Rajasthan and Gujarat – wide open stretches, six-lanes, and that odd blithering idiot on a motorcycle to keep you on your toes. The old City runs beautifully all the way and we arrive in Mumbai to swap into the second-generation car.    

Financial capital to traffic jam central
Blasphemy. The fans were up in arms. Honda had forced the Fonz to return as a college professor for season two. The second-generation City lost 23hp to the old car, looked almost as proportional as a Picasso painting and was about as exciting to drive as a white refrigerator – but Honda knew that the mid-sized customer’s needs had changed. He now had two kids, parents who were getting on in age and a wife who no longer enjoyed bouncing off the 7,000rpm limiter on the way to the supermarket.

 The second-generation City brought in practicality and (at a later stage) ABS and airbags. The old parents could now slide into the higher seats easily, three weeks of toys and diapers would fit in the big boot and the wife stuck it in fourth gear and smiled all the way to the kitty party.

I will agree with how practical it is. Leaving Mumbai during packed traffic, I appreciate the light clutch, the utterly light steering and the easy gearshift. For the 40-odd kilometres to Panvel, I am entirely happy to be ensconced in the ungainly proportions because it feels like I’m driving a toy.

Then we hit the six-lane Mumbai-Pune Expressway leg of the Golden Quadrilateral. I wind out the engine (it doesn’t complain), I lean on the skinny tyres (they protest loudly), I look for some excitement (there’s none). My pulse rate slows and I ask my colleague to take over the wheel. The back seat, I find, is the best place to be in this car. It is really comfortable and as different as night and day from the low-slung dungeon that the first-generation car’s rear seat is.

It is impossible to fall asleep, however, because once we cross Pune and get on the Bengaluru stretch, this bit of the GQ deteriorates. The tarmac is lumpy and Maharashtra easily outguns all other states when it comes to the league of oblivious motorcyclists/pedestrians. Joy has to punch the brakes often, swerve to avoid the drunk ‘bhau’ heading home and, overall, it is chaos all the way to Kolhapur. Then, as we approach Karnataka, the traffic thins out, the road widens and the feeling of space increases. This directly influences everyone on the road. Since they no longer have to jostle for space, everyone is calmer.

The stretch of GQ after Kolhapur, all the way to Bengaluru is mile-munching paradise. Since there’s little traffic and the road has broad shoulders, you can maintain consistently high average speeds without breaking speed limits. We are in Bengaluru just in time for rush-hour traffic – Google Maps tells us that it will take us 45 minutes to cover the 6km to the hotel! The second-generation car reminds me why it is the way it is, again in this bumper-to-bumper jostle for inches of space. It’s been a good drive but I’m glad to jump into the more exciting generation three City.

Traffic jam central to the City of Joy
On a morning when most Honda Citys are on the school run or on their way to the office, there was one hooning around on a racetrack. See, the GQ happens to run past my favourite Indian racetrack – and what better way to prove the third-generation City’s practical and fun credentials than a flat-out run on a track with a boot full of luggage. We’ve also fitted the car with wider 195-section MRF Perfinzas which should take care of our original grouse with the car – its narrow, fuel efficiency-biased tyres. I go in for a couple of laps and discover that the engine likes being wrung out, and that the tyres allow for much higher cornering speeds than I remember.

Just as I’m getting into the groove again, the officials tell us that our time is up and we need to get a move on. I promise you, the luggage in the boot stayed ironed.

We have a long way to go in addition to the mad run we’ve had on the superb stretch from Bengaluru. We’re going up the east coast and come across the best stretch of the GQ we’ve run so far – the bit before Vijayawada. I say it is great not only because it is six-lane perfection but because it is well-marked and well-lit, as well. There still are no real safety measures in place and this has been a constant through our drive. I feel they have built this fantastic road that allows for high speeds; but have left safety in the hands of the nimbu-mirchi, and the deity on the dashboard. Every village along the way has direct access to this road. There are few barriers to prevent out-of-control vehicles from careening off the road or jumping the median into your lane. There is no one to stop people from driving down the wrong side of the road; and animals freely roam this highway. It blows your mind when you actually drive down this otherwise modern road and see the number of unnecessary accidents and roadkill. It turns what should be a relaxing drive into an on-your-guard drive.

The generation three City, however, is a great long-distance car as long as you are not pushing it. That CVT gearbox (never my favourite) is great at cruising – but when you need to power out of a situation, it simply makes the engine feel strained. That aside, I’m enjoying the ability to listen to all the songs on my iPod (this generation was one of the first cars in India to altogether delete the CD player from the options list) and the seats are great, too. We make it to the Howrah Bridge and somehow land up in a hotel that serves only vegetarian fare. Picture eyes rolling.

To the capital
That bit about the GQ being completed in 2012 is not entirely true and we discover it just as we cross the Bihar border into Uttar Pradesh. For about 100-odd kilometres, all the way past Varanasi, the road is full of diversions past yet-to-be-constructed flyovers. In fact, it reminds me of how the rest of the GQ was, a decade ago. This whole belt is dismal. All the way from Jharkhand, through Bihar and UP, is one big dustbowl, and I’m quite glad I’m in the fourth-generation City, for this one. The seats are supremely comfortable and the superb sound system helps me ignore the slightly intrusive drone from the diesel engine. Once past Varanasi though, UP’s GQ improves considerably – although to no better standard than the rest of the country; or so I thought. We cheat a bit on the way back and take a part of the new Lucknow-Agra Expressway. This is a road that you could compare to anything you would drive on in a developed country. Properly barricaded, well marked with reflective signs  and lane markings, it makes the Golden Quadrilateral seem, well, a bit last-century.

The fourth-generation City is superb here. It is a fantastic cruiser and I love the way it delivers power – it is responsive and also so fuel-efficient, it easily covers the distance between Kanpur and Noida on a tankful of diesel. When Honda introduced this engine in the City back in 2014, it was way the last entrant in the segment, but it was worth the wait. What a nice engine this is! We surf along the diesel’s wave of torque on the Taj Expressway, and we are in Noida before we know it.

The end
Ultimately, there’s so much you learn from a trip like this. One, India has done the typical thing of going ahead and making a great road; and lost interest in building the rest of what such roads need to keep them safe. Two, our driving standards need to improve – the general Indian has no idea how to use a road like this and they need to be educated in etiquette. We saw a man meditating cross-legged in the fast lane in Bihar, we saw another who thought it was ok to ride flat-out in the middle lane in the wrong direction. We had truckers veering into the fast lane for no reason, cows chewing the cud around fast, blind corners, cyclists, poorly marked diversions – and the works. It is high time we did something about this callous attitude to life.

The Honda City, on the other hand, has progressed with the times. A trip like this shows you how diverse India is and developing a car that pleases everyone, is quite the task. The first generation introduced us to what good engines should be like, the second generation showed how good thinking out of the conventional three-box sedan can be, the third generation mixed everything the first two generations had and wrapped it in a good-looking suit, and the fourth generation added a layer of finesse to the third generation’s quality. It’s also impressive that no matter what their age, all four (well-maintained cars, mind you) ran faultlessly. So, like we said, it is extremely difficult to build a car that suits everyone’s needs; but a drive like this shows that the City’s wide range of talents help it do a pretty good job of that. 

OUSEPH CHACKO

Chinese manufacturer BYD (Build Your Dreams) is perhaps best known in India for its Atto 3 electric SUV and the Seal electric sedan, but BYD began its India chapter with the launch of the e6 electric MPV. It was initially offered just to fleet operators, but when sales opened to personal buyers, it couldn’t shake its commercial image. That’s where this new eMax 7 comes in. Essentially a revised and improved version of the e6, the eMax 7 comes with a larger battery, more features and a third row of seats.

BYD eMax 7 platform, powertrain

Before we get to the cosmetic and interior bits, let’s talk about what’s under the eMax 7’s skin because it is interesting. It makes use of BYD’s e-platform 3.0, which includes the innovative Blade battery and an 8-in-1 electric powertrain. BYD’s Blade battery has a reputation of being one of the safest batteries out there, having passed tough safety tests like nail penetration, strength and bend tests. The unique arrangement of the cells in a blade-like formation also allows for efficient heat transfer and BYD says it can maintain its energy density for a long time. This is backed up by the 8 year/1,60,000km standard warranty that the battery comes with; the motor has a similar 8 year/1,50,000km warranty.

Like the battery, the new 8-in-1 electric powertrain also allows for tighter packaging and it’s more energy efficient. This system essentially integrates eight components of the electric powertrain like the motor, reducer, on-board charger, battery management system and more. Though this frees up quite a bit of room under the bonnet, BYD has opted not to provide a frunk even though they could easily have done so.

BYD eMax 7 performance, range

The range-topping eMax 7 Superior puts out 204hp and 310Nm to the front wheels, which is said to be good enough for a 0-100kph time of 8.6 seconds. Compared to the older e6, this is 109hp and 130Nm more. The entry-level Premium variant produces a lower 163hp but has the same 310Nm for a claimed 0-100kph time of 10.1 seconds. BYD also claims a top speed of 180kph for both variants, and though we weren’t able to verify its performance claims, the eMax 7 Superior we sampled does feel sprightly on the move.

As with any EV, the instant torque means it feels brisk off the line. But, keeping with this MPV’s family and chauffeur-driven purposes, BYD has done a good job of making the power delivery linear. However, a prod on the throttle makes it respond instantaneously – typical of EVs – that makes darting in and out of gaps in traffic a breeze. There’s three drive modes on offer – Eco, Normal and Sport; Eco being the most conservative and Sport being the most aggressive. The difference between them isn’t huge, but, as expected, the eMax 7 does feel most energetic in Sport.

The Superior draws power from a 71.8kWh battery pack that is said to give it a range of 530km (NEDC cycle), while the Premium’s 55.4kWh pack is claimed to do 420km. During our drive, we covered 137km, which depleted 45 percent of the MPV’s battery. This should translate into a real-world range of around 350km, which is respectable. Mind you, our running was done in the sweltering Chennai heat, with a mix of highway and city driving using different drive modes.

As for charging, the Superior’s larger battery can be topped up using a 115kW DC fast charger, which is said to take it from 0-80 percent within 37 minutes. And, like the rest of BYD's range, the eMax 7 is also capable of vehicle-to-load charging, meaning it can power appliances.

There’s two regen modes – Standard and Larger – with the latter recouping charge in a more aggressive manner. Again, like the drive modes though, the difference between modes isn’t huge and what’s nice is that both allow for some coasting so you don’t have to be on and off the throttle constantly.

BYD eMax 7 ride and handling

On the move, the eMax 7 impresses with its ride quality, which is absorbent and on the softer side at low speeds. As the speeds rise though, it tightens up and there’s very little vertical or side-to-side movement, even over expansion joints. Body roll is also kept well in check around corners and the overall handling feels predictable. The BYD then, is a composed MPV that feels equally at home in the city and out on the highway.

The steering is one of the eMax’s weak points. It’s slow to respond, there’s little feel or feedback from it and in certain cases it weighed up unnaturally. What also plays a part in this is the lane keep assist, which will vibrate the steering or even make small corrections depending on the setting you’re in, and this can be unnerving if you aren’t used to it. There is a Sport mode for the steering, but even that has little effect.

Coming to the styling, I’ll keep it brief since it’s subjective. The eMax 7 is more of an evolution rather than revolution from the erstwhile e6. The front bumper and grille are all-new and the revised headlights now feature LED elements. Along the sides, the only prominent change is the alloy wheel design. Moving to the back, the eMax 7 gets an LED light bar that connects the new-look LED tail-lamps and a reprofiled bumper. On the whole, the design is inoffensive and a bit too plain to my eyes.

BYD eMax 7 interiors, features

Step inside and you’re greeted by a clean and neat dashboard design that’s devoid of many physical buttons, as was the case with the e6. That’s because a majority of the functions are baked into the high-res 12.8-inch touchscreen, which is without doubt the highlight of the cabin. In typical BYD fashion, the screen’s orientation can also be changed from landscape to portrait at the touch of a button. The screen’s UI is easy to understand and navigate and it’s as slick to operate as a tablet. Material quality and fit and finish on the whole are good, but there are some hard plastics in the cabin. What’s nice though is that there’s plenty of storage spaces and cubbies for your belongings. What could have been better is the instrument cluster as the analogue dials just feel too old and important data such as the SoC appear too small.

Getting into the eMax is also an easy affair as the seats are quite low-set and you don’t climb into the cabin. The front seats are well-cushioned and they both get electric adjustability along with ventilation. While the 6-seater version we tested featured two captain’s chairs in the middle with armrests, the 7-seater version gets a bench layout. Like the ones at front, these seats are also comfy, but the high floor means that you sit quite knees-up. This robs you of under-thigh support, especially for taller people. Passengers at the rear are well-catered to, as you get individual AC vents on the roof with blower control, USB charging ports and front seatback pockets for storage. What’s nice is that the middle row has a sliding function and it can be folded, too.

In the 6-seater, the easiest way to get to the third row is by walking in the middle of the two captain’s chairs. Once back here, space is actually ample for adults and you get AC vents, cupholders, adjustable headrests and three-point seatbelts. Here, too, the lack of under-thigh support due to the knees-up seating position is a downer. With all rows up, boot space is a nominal 180 litres, but with the third row folded, it opens up to 580 litres. However, there’s no spare tyre on offer.

Apart from the aforementioned features, the eMax 7 Superior packs a crisp 360-degree camera, a large panoramic glass roof that extends from front to back and really accentuates the sense of space in the cabin, brown leatherette upholstery, two wireless phone chargers, a PM 2.5 air filtration system, a 6-speaker audio system, powered tailgate, 6 airbags, TPMS and lock/unlock using an NFC card.

There’s also Level 2 ADAS as part of the package, with features like adaptive cruise control, lane keep assist, blind spot detection, auto emergency braking and more. In our brief time, we didn’t get to fully experience the ADAS suite but the lane keep and AEB did work as intended. It’s also nice that these can be turned off completely, should you choose to do so.

BYD eMax 7 price and verdict

Pricing for the BYD eMax 7 starts at Rs 26.90 lakh for the Premium 6-seater and goes up to Rs 29.90 lakh (ex-showroom) for the Superior 7-seater. This MPV does have its drawbacks: it isn’t as large or roomy inside like the MPV it’ll invariably be compared against, the Innova Hycross; the steering isn’t confidence inspiring; and it doesn’t have the flash or brand value.

But the eMax 7 is a trailblazer for electric MPVs, and as such, has a lot going for it. What it does do admirably well is ferry up to seven people around in silence and comfort, with the benefits of lower running costs, a respectable real-world range and the latest features. So for those looking for a family EV that’s well suited to the city and the highway, the BYD eMax 7 is your only choice for now.

Also see:

BYD eMax 7 video review

Even in the rarefied space of super-luxury and high-performance cars, it’s only so often a new Aston Martin comes along, but boy, is it an occasion when one does. Boutique in the context of giants like Ferrari and Bentley, the British marque makes only a handful of ultra-high-end models, and with ownership and management in a state of flux over the last many years, things have been inconsistent, to say the least. But with new boss Lawrence Stroll at the helm, things appear to be charging forward with renewed vigour and focus, and you need not look any further than the DB12 as evidence of this.

There are more pedestrian offerings like the Vantage and DBX, as well as more exotic stuff like the Valkyrie and upcoming Valhalla, but the DB coupe is always the heart of the brand’s range and arguably its most important model. You might look at its stunning but familiar form and think it’s a facelift of the DB11, but trust us, it really isn’t! They’ve trimmed the fat and ditched the V12 altogether (despite what the name might suggest), and have found even more power in the V8. It’s wider and lighter, there’s new suspension and a quick-acting e-diff, but most of all, it has a brand-new interior and gizmos to match. In fact, Aston says it’s created a new type of car altogether – the super tourer – where the performance of a supercar meets the long-legged luxury of a GT car.

Aston Martin DB12 exterior design

Though there’s no hiding its visual linkage to the DB11, but that’s no bad thing, is it? It borrows some elements from the DBS Superleggera too, and overall looks like a DB11 that’s been on steroids; the same essential silhouette but bursting at the seams. It’s 22mm wider, which only enhances that wide-narrow-wide ‘Coke bottle’ shape. The grille is huge now, extending to the base of the bumper and tipping forward aggressively, with a wide air-dam squeezing out from under it. The bonnet has more contours and troughs, and interestingly opens conventionally, unlike its predecessor’s, which was hinged at the front. Another cool detail are the wing mirrors with edge-to-edge fixed glass; the whole pod moves when you adjust it, rather than just the glass.

An import from the DBS is the huge air vent behind the front wheels, and the DB12 sits on 21-inch wheels front and rear with a massive 325-section rear tyre. Fun fact: it uses specially developed Michelin Pilot Sport 5S AML (Aston Martin Lagonda) tyres, much like the DB11 used Bridgestone Potenza S 007 (named after a certain fictional spy) rubber. Not much has changed aft of the doors (the ‘swan wing’ variety that open slightly upward), but again, that’s no bad thing. You still get the slim, C-shaped LED tail-lamps and the pinched roof that flows down into the wide tail. Intakes hidden in the C Pillars channel air through the boot lid and out of a small active spoiler, eliminating the need for big aero addenda. Unfortunately, the boot itself is tiny, at just 262 litres, so your grand touring would be capped at just a weekend.

When the starting point was so good, how successful the design enhancements are is up for debate. It’s lost some of the subtlety of the DB11 to be sure, but has gained more aggression in the process, and there’s no arguing it is still a stunning piece of metal.

Aston Martin DB12 interior and space

If the outside didn’t tell you this was a new-gen car, the interior surely will. The entire dashboard is new, for a start, and the first thing you notice is that though materials are as high-grade as ever, build quality has taken a huge leap forward. Our test car is trimmed in an uninspiring black on grey, but a quick play with the online configurator reveals that you can be a lot more adventurous depending on how deep your pockets are. Several wood, metal and carbon options are available, not to mention a smorgasbord of hide and stitching options that can be mixed and matched. There are even three levels of front seats; we have the Comfort spec, but you can also get Sport or Race seats with increasingly aggressive cushioning.

But on to the new dashboard, which takes on a more user-friendly design. The ‘waterfall’ centre console is high set and extends to the rear of the cabin, bringing into easy access not just the new 10.25-inch touchscreen, but an array of welcome physical buttons. These include shortcuts for climate control, suspension, exhaust, ESC, parking cameras and sensors, and lane-keep assist. Drive modes are selected via a rotary dial, at the centre of which sits a classy start/stop button. The four-knurled roller switches for AC and volume control work with an indescribably satisfying heft, and there’s a 911-style toggle for the gear selector.

But for all the added quality and functionality, the interior has lost some of its charm. It’s all straight lines and sharp angles, with none of the quirky design that set the DB11 apart from every other super-luxury car. Yes, the toggle gear lever is easier to use, but this is the first Aston in ages without the signature five buttons on the dash. Similarly, while the new 10.25-inch digital dial screen looks modern, it’s just a rectangle propped behind the wheel, and misses the flair of the old hooded binnacle.

Though there are rear seats, as you might have guessed from the low and pinched roof, there isn’t much room. It’s strictly for young kids, while medium-sized adults could perhaps bear the squeeze for short journeys; certainly not cross-continent jaunts. 

Aston Martin DB12 features

Another significant change is the all-new E&E architecture, which was something previously borrowed from Mercedes-Benz. For a small-volume brand, outsourcing such a thing is usually the better way to go, but Aston Martin has invested in developing a new system in-house, which will be used in all upcoming models, including the upcoming new Vantage and DBX facelift. Though now free from the shackles of the last-gen Mercedes system used before, some parts remain, like the indicator/wiper stalk and the capacitive touch buttons on the steering wheel.

The investment seems to have paid off, with a UI and UX that’s modern and feature-packed, on both 10.25-inch screens. The dials are customisable and change appearance with the drive modes, while the touchscreen response is good and animations are slick. Some icons are too small, however, making them tricky to tap on the move, and we found a few glitches in our test car’s system, like menus getting stuck on screen, concealing other functions. The optional 15-speaker, 1,170W Bowers & Wilkins music system not only sounds divine but also looks good with its aluminium speaker grilles, and you also get ADAS features.

Aston Martin DB12 engine, gearbox and performance

As we’ve seen in the likes of the DBX and Vantage, this may be AMG’s familiar 4.0-litre twin-turbo V8, but Aston Martin’s engineers have given it a character all of its own. It starts with the sound, which has a lot more depth and character to it, changing its note and volume as you pile on the revs, and always sounding good. And no, this is not just a function of adding a ‘loud’ button for the exhaust – although that is also available.

But as you prod the accelerator, too, you’ll start to see the changes. First off, while the DBX uses AMG’s 9-speed ‘MCT’ gearbox, the DB12 uses ZF’s 8-speed torque converter, mounted at the rear, and as is characteristic of the two, the ZF unit is a little bit smoother and not as aggressive with its shifts. What’s unusual, however, is that it can be slow to respond if you ask for a sudden downshift by prodding the accelerator – even in Sport+ mode. This is not the case in some of its other high-performance applications, and certainly puts a dent in the DB12’s ‘super tourer’ credentials. Things improve considerably when you dial it back by 10 percent, but more on this later. Shifts via the paddles are fine, however, though these have moved from the steering column to the wheel.

Find a good rhythm and you can really enjoy this spectacular engine. Yes, Aston’s short-lived ‘AE31’ 5.2-litre twin-turbo V12 is no more, but you won’t miss it. The V8 is over 100kg lighter than the V12, produces 80hp and 100Nm more, and arguably sounds better too. As with the sound, the performance too feels entirely different to any of its Mercedes applications. Power delivery is progressive and swelling, rather than a sledgehammer whack in the mid-range. It’s not a high-strung, fast-revving engine, but every trip to the redline feels like a journey in its own right, thanks to the fluidity of the power delivery and, oh yes, that noise.

Ironically, this can belie the DB12’s prodigious 680hp and 800Nm figures because it doesn’t have the electrifying acceleration we’ve come to expect from such numbers. In fact, one potential Mumbai customer whose garage contains some pretty exotic stuff is said to have described it as ‘not that quick’ after a test drive. But that’s doing this powertrain a huge disservice, because it feels unique and soulful in a sea of one-note accelerative weapons. It’s not for crushing the quarter mile, but rather for cruising down the Golden Quadrilateral.

Aston Martin DB12 ride and handling

The new exterior design, cabin and tech are fairly obvious changes; the real secret sauce is in the chassis and suspension. The DB12 is 7 percent stiffer than the DB11, and while that might not sound like much, couple it with the thoroughly revised suspension and the changes jump out at you. If the DB11 was a 55-inch TV, the DB12 is still a 55-inch TV but one that’s moved from 1080p to 8k OLED. There is a much greater breadth of ability and definition, allowing it to be simultaneously more comfortable and sharper than before.

It starts with the steering that’s almost Ferrari levels of sharp and quick. It gives surprising agility to what is quite a large vehicle, but at no point does it feel overwhelming. What sets it apart, like the tune of the engine, is the oily-smooth feel you get through the wheel (which is now round, and not squarish like the DB11’s). It feels assisted and not race-car heavy – this is a luxury product, after all – but thanks to the deletion of some isolation bushes, there’s still a clear connection to the front wheels.

First instinct then is to dial it all the way up and charge into a corner at maximum speed, but you’ll soon be reminded that this is still more tourer, less super. Sharp steering notwithstanding, the chassis is still a little looser and freer than an all-out sportscar (stay tuned for the new Vantage), and pushing too hard makes it feel a little unwieldy. Even with those 325-section rear tyres, it will break traction, and you had better be on the ball when that wide rear end goes off.

So once again, dial it down a little, and the DB12 will really shine. Let it flow into corners, and you’ll find incredible composure even on a broken rural Indian back road. The new suspension takes it all in its stride, and in fact, delivers a ride quality that comes close to some of the best luxury cars. Best of all, it has sufficient ground clearance to tackle most speed breakers without the need for a nose lift function, and only on really serious ones would you have to be careful. Once again, then, it’s the touring side of the DB12 that somewhat outshines outright sportiness.

Aston Martin DB12 price and verdict

The Aston Martin DB12 is a phenomenal sports luxury car that so far improves on its predecessor, it’s genuinely hard to believe they share the same basic platform. It’s faster, sharper, more comfortable, more luxurious, techier, better sounding and arguably better looking too.

Trouble is, it has a bit of an identity problem, especially in the Indian exotic car context. In losing the V12, the DB12 has been given something of a symbolic repositioning; even though performance is greater, the perception isn’t. What doesn’t help is its price of Rs 4.59 crore (ex-showroom, before options) that puts it well north of the sharper Ferrari Roma. And without the pristine European cross-country roads a DB12 would normally find itself on, here in India, the DBX SUV is probably a more suitable grand tourer.

So what of the ‘super tourer’ rebrand, then? Though it certainly has the look and power figures, it hasn’t turned into a supercar. Instead, it’s widened its abilities as a luxury item, and would not feel out of place pulling up to an exotic boutique hotel, royal palace or industrialist’s daughter’s wedding. It mixes the contrasting qualities of the Roma and its other major rival, the Bentley Continental GT, to superb effect – equal parts sharp, plush and oh-so desirable. Aston Martins have always done things a little differently, and the DB12 does too. It remains the one that goes against the grain, but for those who choose it, there’s little it cannot do.

Also see:

Aston Martin Valkyrie LMH to race at 2025 Le Mans

It was one of those perfect drives, a rare window of relative emptiness on India’s busiest highway. A mid-morning dash to the BU Bhandari showroom for the launch of the Mercedes-AMG GLC 43 was the easiest Mumbai-Pune trip I’ve done in a long time. Making the drive particularly relaxing was the new addition to Autocar India’s fleet, the all-electric Mercedes EQE SUV, which got its first highway outing.

It took just two hours and six minutes in the ultra-smooth (and quick) EQE SUV to go from the Autocar HQ to the BU Bhandari Showroom on the Pune bypass. That’s less than what many office folks take to get home on a typical working day in Mumbai. It does help that the AtalSetu has brought our office closer to the edge of Mumbai, and a 10:15am departure was a sweet spot (or time). The early-morning highway rush was over, the toll plazas had no long queues, and even the Lonavala Ghat, which is choked most of the day (and night) on Google Maps, was surprisingly ‘blue’. Traffic flowed without holdups, even on the steepest sections where trucks otherwise block all lanes while trying to ‘overtake’ at a crawl.

The Atal Setu is always a great place to try out the ADAS system on any car. The wide and perfectly marked lanes and the gentle curves on this 21km sea bridge were perfect for checking out the EQE SUV’s ‘Level 2’ ADAS capability. That meant letting the Adaptive Cruise Control (ACC), which I have set at 99kph (just below the 100kph speed limit), and the Lane Keep Assist do the work while I sat back and relaxed with just a light hand on the wheel, enjoying the harbour’s breathtaking views.

The Lane Keep Assist worked brilliantly, keeping the big Merc centred nicely in the fast lane. When changing lanes, I was impressed with how the ACC reacted smoothly. When you signal and shift into the overtaking lane, the ACC provides strong and linear acceleration without abrupt power surges to match the new lane’s speed.

While the ADAS in the Mercedes EQE SUV is highly advanced, it has some limitations, especially when dealing with erratic drivers who slice across lanes like it’s a normal thing to do. If some idiot abruptly cuts into your lane from a sharp angle, the ADAS can struggle to react promptly. This is not the case with just the EQE SUV – no ADAS is fully capable of handling such unpredictable events, which is a reminder of why the tech can only assist and not replace the driver.

Mercedes’ Active Brake Assist, while a great safety feature on paper, can become a nuisance – and even a potential hazard – in Mumbai’s chaotic traffic. Designed for controlled environments, it doesn’t quite account for the unpredictability of pedestrians darting across roads or scooters weaving through tight gaps. The system often triggers unnecessarily, slamming on the brakes at the slightest hint of an obstacle. In such congested conditions, this overly sensitive response can be more dangerous than helpful. These fierce and abrupt stops are hugely unnerving for the passengers and could catch a driver behind you off guard, increasing the risk of rear-end collisions. It’s best to switch the Brake Assist off, which you have to do every time you start the car.

The monsoons have made mincemeat of the Nhava Sheva road, which connects the Atal Setu to the Mumbai-Pune Expressway, and on such surfaces, the EQE SUV is out of its comfort zone. To be honest, it doesn’t quite live up to its SUV credentials and isn’t comfortable dropping in and out of potholes like its IC engine brethren. That’s because the softly sprung EQE SUV uses up its suspension travel quite easily, and deep ruts and craters crash through. In fact, it’s best to use ‘Sport’ drive mode as the default setting. The suspension feels overtly soft in Comfort and Normal modes, which is fine when you are crawling in rush hour, but up the pace a bit on even a slightly smooth road, and you’ll find the EQE SUV tends to wallow and feel floaty. In Sport mode, the suspension tightens nicely to give a more settled ride, which is what you want on the highway.

Two areas where the EQE SUV stands out are performance and range, and both are interlinked because, with great range, you can enjoy the performance without keeping an eye on the SOC meter.

Plant your foot down, and this big and heavy SUV lunges forward with an intensity that can take you aback but in a very pleasing way. The EQE SUV gathers with velvet smoothness, and before you know it, you’ve sailed past the speed limit. On the Mumbai-Pune expressway, which is now infested with speed cameras, it is hard not to get a speeding ticket. To stay out of trouble, I limit my indulgence to short jabs of the accelerator pedal just to enjoy all the 408hp and 858Nm of torque that puts most IC engine SUVs to shame.

I averaged 66kph on the 140km drive to BU Bhandari, which is pretty good if you consider that this included slow, non-expressway sections. Not that the expressway raises your average speed dramatically because with so many cameras staring at you, I’m forced to show a lot of restraint! With 332km range left, I didn’t need to use the Pune Mercedes dealers’ on-site 180kW fast charger, but it’s good to know that it’s there and that the dealership is happy to let non-Merc owners plug in as well. Located just off the Pune bypass, it’s an incredibly convenient place for EVs on a long-distance trip to Mahabaleshwar or beyond to quickly top up their batteries.

The return journey was equally uneventful. Using the regen down the Lonavala Ghat, I could extend the range even further, which, on this round trip, I calculated to be 504km. That is a truly impressive figure, considering how hard I was driving the EQE SUV. In fact, there was enough charge left in the battery (36 percent) for me to make another trip to Pune!

The other area where the EQE SUV shines is refinement. The EQE SUV is not just quiet; it’s like being inside a luxury vault on wheels. The adaptive air suspension noiselessly glides over any surface, and then there’s the acoustic insulation, which Mercedes has absolutely nailed. Road, tyre and wind noises, even the electric motor’s faint whir, are gone. The cabin is like a calm oasis, and that’s what makes the EQE SUV special. It is luxury in its most serene form.

Also see:

Mercedes EQE SUV vs Audi Q8 e tron vs BMW iX vs Jaguar I Pace comparison video

Mercedes CLE review: Breezy cruiser

New Mercedes-AMG C 63 S E Performance to launch on November 12

Hyundai’s Creta iVT is a hot favourite of our long term fleet, and that’s down to how convenient and fuss-free a companion it is. Here to give a taste of another flavour of the Creta is the N Line. A 160hp turbo-petrol engine, dual-clutch transmission, and tweaked steering and suspension promise a more involving driving experience, something I, its custodian, have a good few months to make the most of. However, for me, this version of the Creta appeals first and foremost for the way it looks. Its larger 18-inch rims alone uplift the stance successfully, and then there’s the rest of the N Line trimmings. The sportier bumpers, side skirts, roof spoiler and red detailing add up to give the Creta N Line genuine visual distinction among the sea of ‘ordinary’ Cretas. The iVT looks plain vanilla when standing alongside.

I like what Hyundai has done with the interior, too. The all-black treatment with red highlights works to bring in some sportiness to the ambience. The N Line-specific steering is also great to hold, and even the metal finish to the pedals is a detail not lost on me. For the full effect, I’ve made the Sport screen (carbon-fibre look) the default layout for the digital instruments. I’m not entirely satisfied with my seating position though. The digital screen and centre touchscreen are positioned a touch low for my liking. Oh, and the absence of wireless connectivity for Apple CarPlay and Android Auto was an irritant during my initial days with the Creta. A Rs 99 wire did help get past the issue, but I’d rather not have my phone plugged in for more time than required.

Our N Line is in top-spec N10 form and the goodies on board are being put to, well, good use. Front seat ventilation is a hit with everyone who experiences it, and I like the sound from the Bose sound system. I’m no audiophile but there is enough depth to the sound to satisfy my ears. What I really appreciate are the cameras. The front view camera is very handy in judging parking space, and the blind view monitors are a boon, too. Camera resolution and performance are impressive and better than what you get in many pricier cars.

We’re in the thick of the festive season as I file this report, which means traffic is at its yearly worst. Forget about letting the 160 horses under the hood loose, getting into fourth gear is an achievement on my daily commute these days. The stop/start driving means the dual-clutch gearbox has to work overtime, and it’s not particularly a fan of frequent shifts at low speeds. There’s the occasional delay and the odd jerky shift at other times. The Creta iVT offers a far smoother experience in the same environment. The N Line can be had with a 6-speed manual, too, but it’d be too committed a choice for my kind of driving. The other thing? The N Line’s larger 18-inch wheels also manifest in a busier ride. You feel more of the surface below, and it’s not quite as pliant as other Cretas on 17-inch rims. There’s more weight at the steering, too – great when you’re on a twisty road, not so much when you have a tight parking to work your car into.

Low-speed city driving has taken its toll on economy.

What’s also pinching a bit is fuel economy. I’ve been averaging all of 7.9kpl but my 10km round trip through choc-a-block traffic doesn’t let the engine have it easy at any point. The real-time figure improves dramatically (upwards of 10kpl) over late night drives on emptier roads. I would have liked more background music on said drives from the exhaust. The twin tip exhaust is just for show and sound levels are no higher than a regular Creta, which is a shame.

I intend to end the year with a few weekend getaways, and the plan is to select routes with some good driving roads as well. I’ll keep you posted on my learnings on those. Initial impressions are of being with the best looking Creta, but not necessarily the best Creta per se.

Also See:

2024 Hyundai Creta long term review, 1,700km report

2024 Hyundai Creta long term review, 4,850km report

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

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

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

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

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

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

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

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Hero Xpulse 421 concept sketch showcased at EICMA 2024

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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 

Made for a family of musicians, the Nisarga Art Hub at Angamaly in Kerala has been modelled as a sustainable community residency

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How some of India’s top architecture firms are bringing back the concept of much-needed interactive meeting zones for social progress and wellness. A virtual tour of four such projects in both rural and urban India

Laurie Baker’s spaces are meant for the common man. Even fifty-plus years later, his buildings continue to inspire architects, much like museums. Five award-winning architects from different generations talk about their favourite Baker building. International Museum Day is on May 18

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Bamboo, the flexible perennial grass, to the rescue

The Hyundai Creta is one of the most in-demand SUVs in Autocar India’s long-term fleet, and it isn’t hard to see why. It’s spacious, comfy, practical and feature-loaded, and with the petrol-CVT powertrain this one packs, it’s right at home in the city, too. So I was very happy that I managed to snag the keys and draft it in as my ride for the rains. And while I’ve been using it mostly for commuting, with the monsoon season in full swing, a road trip with friends was soon planned, and the Creta was called into action as the weekend getaway car.

With not much luggage for a two-day trip, the Creta’s practicality wasn’t put to the test, but the 200-odd km highway drive did reveal a few of its other attributes. Let’s start with the seats; they’re very comfy and ventilated, and the power adjustment means it’s easy to get your ideal driving position. I also appreciate the Creta’s absorbent ride, as it dealt with the broken patches of the old Mumbai-Goa highway with ease. The Creta felt absolutely composed on the road despite loads of standing water on the highway and gusty winds on the Atal Setu. Another thing I grew to appreciate is the well-executed blind spot monitor that shows up in the instrument panel. This feature proved to be very useful when visibility from the wing mirrors was poor due to the weather. The 360-degree camera also proved its worth when parking during rain. 

But perhaps, what I like most about this particular Creta, is its easy-going nature – it has made me a much calmer driver, and that has only helped with fuel efficiency. A lot of that is down to the buttery smooth 1.5 petrol-CVT powertrain combo. The engine is barely audible inside the cabin. While you do get some of that typical rubber-band effect from the CVT when you’re pushing, it’s well-masked in this SUV. Overall, it makes for a relaxed driving experience that rarely brings out the ‘racer’ in you.

There’s not much wrong with the Creta, but I’ve noticed some things that could make living with it even more comfy. I would’ve liked it if the centre armrest had a sliding function to rest your elbow on long drives. Wireless smartphone integration would’ve been appreciated, too. The light-coloured upholstery has been a pain to keep clean in this weather.

Overall, it’s been a comfortable and trouble-free few weeks with the Creta. I’ve also figured out how to solve some issues, such as Android Auto only appearing in split screen and the infamous lock/unlock beeps. More on that in the next one – if I’m able to hold on to the keys.

Also see:

2024 Hyundai Creta long term review, 1,700km report

Hyundai Creta facelift sells 1 lakh units in just 6 months

Hyundai Alcazar discounts increased to Rs 90,000 ahead of facelift

Yes it’s back. If you’ve been a regular reader, you might remember we had already published the final report of this particular Kushaq Monte Carlo. Thing is though, a lot of us really love this bright red SUV. So when we asked Skoda if we could keep it a bit longer, they very kindly obliged. These days it’s rare to find a mass-segment offering that’s high on driving pleasure. Most are set up to deliver a comfortable but anaesthetised drive. Not this one. And that’s why we all love driving it.

Shapur loves the 1.5-litre TSI engine that’s strong and makes the Kushaq quick off the line as well as in roll-ons. Hormazd took it to his favourite haunt – Mahabaleshwar – and came back proclaiming this to be the best mass segment DSG by a long shot. And I am really smitten with its ride and handling balance. These traits have really come in handy during the monsoons – overtaking black-and-yellow cabs, struggling through rain-ravaged streets with fogged up windscreens is a breeze. Flex your right foot and you get by in an instant, and if you need to, tug on the paddle and the gearbox is super quick to respond. The best part is it rarely second guesses you, so it does exactly what you want and that’s what Hormazd really liked. Coming down through the ghats, one to two successive paddle pulls, and gear changes are delivered quickly and without hesitation. A side note: in very-low-speed traffic, it does trip up, fumbling between first and second gears.

The monsoons have also put the suspension to the test. While I like the ride and handling overall, my preference leans towards handling, with a firmer setup. And although this means you don’t have a cushy ride over the rough stuff, it also means it does not bottom out on the many potholes and sharp edges that are literally everywhere.

The wet stuff has managed to trip up the rearview camera though. On two occasions – both during a heavy downpour – the feed began to stutter rapidly, making it impossible to see and judge your parking. It’s most likely moisture or water related and might disappear come drier days, but in any case, we will have the dealership inspect the connections as it’s not a screen issue.

That aside, the monsoons have been a breeze for the Kushaq. Even the AC, which used to struggle maintaining low temperatures in the summer heat, does just fine in weather like this. Fuel efficiency has not dropped too much, either. A slower pace overall has seen me get single-digit figures – around 7kpl – but in freer-moving traffic, it does rise to low two digits. That’s thanks to the cylinder-deactivation function, which, during steady low-load cruising, shuts down two cylinders for better efficiency. I’m definitely going to hang onto this one until the rains stop. I’ve got an out-of-town trip planned, and so far I’ve not had to contend with water-logged and flooded streets. But if I do, the Kushaq’s 155mm laden ground clearance will certainly come in handy.

Skoda Kushaq Monte Carlo long term review, 12,200km report

Skoda Slavia, Kushaq prices down by about Rs 1 lakh

The Tucson is something of an anomaly in the Autocar India long-term fleet because, somehow, it’s flown under the radar. And at first, I couldn’t figure out why. I checked our records. It’s been with us for almost a whole year, and we’ve put 11,000km on it. Yet, very few of the team drove it much or had a lot to say about it. I remember reviewing the Tucson at the media event back in 2022, and there’s a lot to love. So when I heard it would be returning to the Hyundai mothership, I quickly snapped up the keys for what would be its last stint with us. After spending some time with it, however, I soon realised why it changed hands so very often during its time with us.

But before we get to that, just look at it! No mainstream SUV, even a premium one like this, has any right to look this good. And even if the curves and cuts in the bodywork don’t fit your aesthetic, there’s no denying the amount of work that’s gone into it. It puts a smile on my face every time I lock or unlock it, and those trapezoidal LEDs light up like wings integrated into the grille. Even the fang-like LED tail-lamps are a work of art. Another detail I absolutely love is how the rear wiper is hidden under the spoiler, not only removing visual clutter but literal clutter, too, as it stays protected from dirt, leaves and other detritus. 

Inside, too, I don’t think even my own review gave enough credit to how forward in design and quality this is. Remember the old Tucson? It feels like a two-generational step back compared to this. And now, since we also have a Creta and an Ioniq 5 in our fleet, it’s easy to see the Tucson is far closer to the latter on the inside. They’ve found the perfect height for the freestanding digital driver’s display – it doesn’t block your view of the road, and the steering doesn’t block your view of it – and behind it, the horizontal band of AC vents flow seamlessly into the doors. On that subject, a simple but superb feature: the ‘diffuse’ function, which, coupled with auto climate control with three intensity settings, cools the car without blasting you in the face with a strong draft. 

The interior is not without its foibles, though. The cream upholstery is well past its ‘stay clean’ date and has aged the interior far too quickly; you have to reset the drive mode and ADAS to your preferred setting every time you start the car; and I can only hope Hyundai will figure out wireless Android Auto by the next generation. And while the rear seat is huge, a lack of window blinds is a huge miss. There’s also an unidentifiable rattle from the parcel shelf that echoes around the big boot.

Down to more mechanical things, the Tucson is nothing to write home about. The handsome wheels hide a clunky ride, the handling is easy but ponderous, and the turning circle is enormous. But really, it’s our Tucson’s powertrain that’s the big letdown because it’s the petrol version. Rather than going with a modern direct-injection turbo petrol, as is offered overseas, the Indian car uses the same old 2.0 MPI naturally aspirated petrol, allied to an equally antiquated 6-speed torque-converter automatic, as the old Tucson. 

Apart from a generally underwhelming driving experience, it’s also resulted in the worst fuel economy we’ve experienced this side of a supercar. Forget double digits, the Tucson petrol struggles to get past 7kpl in city driving, which explains why none of my colleagues drove it for very long. The solution is simple (unless you live in the Delhi NCR, I suppose): opt for the diesel, which is superior in every conceivable way, including using a more modern 8-speed auto, and even an AWD option. Yes, the petrol version is several lakhs cheaper, but at the rate it drinks petrol, the costs would even out sooner than you think.

Fun fact: Hyundai was meant to swap our petrol Tucson with a diesel somewhere during the year but never did. Lord knows how many more kilometres it would have covered had they done that. But more to the point, more of us would certainly have spent a lot more time in what is otherwise one of the best premium SUVs in the market.   

Also see:

Hyundai Tucson long term review, 21,000km report

Hyundai Tucson long term review, 18,500km report

I like big, flashy, ostentatious cars just as much as anyone else, but let’s be real. I live in Mumbai, where commutes are more accurately measured in time, not distance. The streets are small and crowded, traffic moves at a wheel-to-wheel crawl, and when it rains, the road surface starts to resemble Normandy Beach on D-Day. To tackle the first two obstacles, a small car is best, preferably an electric one that doesn’t emit fumes whilst it’s stuck in traffic. That’s why I loved our long-term MG Comet so very much. The latter issue, however, is best tackled with an SUV; something even an ardent sedan aficionado like myself will concede. Enter the Punch EV, which, in its first month alone – an arduous one during peak monsoon – has managed to fulfil that very specific list of requirements.

Okay, it’s a size or two up on the Comet, but that’s not to say it’s large; it feels noticeably more compact than even the Nexon EV we ran in our fleet last year. You pay the price in the back seat, which doesn’t feel as spacious as even the Comet’s (one of the benefits of the MG’s boxy design and skateboard platform). But since I rarely have passengers, this is no bother. What’s most important is its small footprint in a traffic jam, and the ease with which you can park it just about anywhere in Mumbai. On that last point, I find myself relying more on the large rear-view mirrors, as the rear camera quality isn’t sharp. Its feed regularly fails, and during the monsoon, it’s often quickly caked in muck kicked up by the tyres.

With a potent 122hp in such a tiny package, performance feels almost excessive. While it was initially fun watching other motorists’ looks of surprise as a Punch scurried away from them when the lights turned green, these days I find myself staying away from Sport mode because it’s simply too strong for crowded city environs, and flooring it can cause alarming wheelspin. While Eco mode isn’t overtly dull, I’ve come to prefer City (or Normal) mode, which just feels a bit more effortless. What’s more, I’ve been playing around with the adjustable regen, done via paddle shifters behind the steering wheel; very premium. The ideal mix I’ve settled on for around town is City drive mode and Level 2 regen, which I think complement each other well. It also helped contribute to city efficiency of 6.9km/kWh, which translates to a potential 240km from its 35kWh battery.

While I like that they’ve moved to the upmarket paddle-style regen mode selection, I’m disappointed they went back to the rotary dial for the gear selector; the Nexon EV has since moved on to a smart monostable lever. Yes, it’s cool that a colour screen shows you what drive state you’re in, but the shift is still slow and sometimes doesn’t happen at all. You have to look down to see if you’re in D or R every time – a huge frustration in the heat of the moment while making a three-point turn on a busy street, as I have to do it daily to get into my home. Moreover, we too experienced the ‘EV System Critical Alert’ error message, which is a known issue in Tata EVs. While the vehicle started up just fine, it would not lock, although the error subsequently disappeared on its own. Nonetheless, Tata was quick to collect the car for inspection. It’s also really annoying that the car alarm goes off if you exit the vehicle with the key, even for a few seconds while the car’s running, like to shut a gate, for example. My neighbours aren’t fans. 

But these are all things I’d be prepared to learn to work around for the overall package the Punch EV delivers. I’ve mentioned the powertrain already, but the ride quality is something that has to be experienced to believe. Forget compact SUVs, it’s safely on par with midsize SUVs two classes above, and the little Punch just crushes monsoon potholes without flinching. Then there’s the features list, which is so vast, you’d think Tata would’ve saved some stuff for its more expensive EVs. In fact, at the recent Curvv EV launch, I couldn’t help but chuckle when I realised most of its features were available in the Punch EV, too. 360-degree cameras with blind-view monitoring? Ventilated front seats? A sunroof? Connected tech? LED lighting? You don’t expect any of this in a sub-compact SUV.

Also see: 

Tata Punch EV review: Feels like a mini-Nexon EV 

Tata Punch EV road test, review 

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

It is almost impossible to get hold of our long-term Skoda Slavia’s key, which Shapur has been clinging onto ever since it arrived in the Autocar India fleet. It isn’t hard to see why, though – the combination of 150hp turbo petrol and dual-clutch transmission, along with the very European driving dynamics, make it a hoot to drive. Luckily for me, his packed schedule with back-to-back travel for all the special stories for our (previous) 300th issue and (this) anniversary issue resulted in the Slavia being left uncommissioned in one of the corners of our office parking lot. And with a full tank of fuel, too!

Straight up, finding an ideal driving position is a breeze thanks to the electric driver’s seat controls and multiple steering adjustments. And I can’t applaud the 10-inch touchscreen’s seamless connectivity enough, especially with wireless Android Auto. Also, while the sound system isn’t branded, the quality is impressive, with clear vocals and strong bass. 

Enough has been said by Shapur about its strong 150hp 1.5 TSI turbo-petrol engine. So I won’t repeat it. It is quick, and the mid-range pull is strong, but because of its linear nature, I miss the drama of yesteryear’s turbo-petrol mills, wherein turbo lag was followed by manic boost; those had a charm of their own. Also, at high revs, the 1.5 TSI sounds quite boomy. 

The seven-speed dual-clutch isn’t very smooth in stop-go traffic either. It makes the car lurch ahead while rolling off from a standstill. While decelerating, the downshifts occasionally feel jerky. The overenthusiastic auto stop-start system kicks in even before the car comes to a full halt, which gets very annoying at crawling speeds. Finally, enthusiasts who want to unlock more out of this engine will be disappointed as most tuners haven’t been able to crack its ECU.

One evening, I drove the Slavia at my docile best and tried to induce its cylinder deactivation technology as often as possible. It was a smooth-flowing 22-minute journey from office to home, with the usual traffic signals and auto stop-start feature doing its thing, and the best I managed to achieve was 13kpl as per the instrument cluster display, which is quite accurate. But bring in bumper-to-bumper traffic and high ambient temperatures into the mix, and after just a few minutes of idling, like any other turbo-petrol car, fuel efficiency nosedives to single digits – which is what we’ve been averaging to date.

After spending a couple of weeks with the Slavia, I revisited our road test and can relate to every little detail mentioned, especially this statement, which summarises my experience perfectly: “The Slavia is so good, it is one of the most rounded offerings in the segment, and with its practical yet fun-to-drive nature, this sedan has got serious potential to sway SUV buyers in its direction.”

Also see: 

Skoda Slavia DSG long term review, 5,700km report

2022 Skoda Slavia review, road test

I’ve always had a soft spot for Mercedes-Benz. The sheer luxury they offer simply bowls me over. While hardcore performance cars are often what I usually find myself behind the wheel of, every now and then, it is nice to sink back into the lap of luxury. And that’s been the case with the Mercedes-Benz GLC 220d in our long-term fleet. It was my daily driver for a few weeks, and I must say it always put a smile on my face each time I walked up to it to start my long commute to the office.

I really like the styling of the GLC, which is just right and not over-the-top; it looks smart and has a good road presence, too. What I like even more, though, are the interiors. The inside complements the exterior perfectly, beginning with a neat and smart dashboard. However, I have to mention that for an otherwise minimalist cabin during the day, I found the ambient lighting a bit overwhelming with all sorts of colours on the dashboard and around the cabin. Thankfully, it can be toned down to a single colour or the brightness can be reduced. While there have been mixed opinions about it among my colleagues, I personally like the pinstripe pattern, which goes well with the matte dark wood insert on the dash.

I also like the large 11.9-inch touchscreen, which is conveniently placed with a slight tilt towards the driver, making it more driver-centric. I also like the fact that most controls are integrated into the central touchscreen, along with a single bar of buttons for quick access to driving modes, park-assist, hazard lights, and volume controls. It sure looks neat, but feels loose when used.

Something that I am really particular about in cars is the seats, especially the driver’s, as that’s where I spend most of my time. I must say that the GLC’s front seats were perfect for me. The cushioning is on the firm side, but I really like the side bolstering, which offers great support. I also found the brown leather seats perfectly suited for everyday use, without having to worry about them getting stained or dirty easily. What I found very useful was the seat memory feature, which allowed me to store the seat position, steering reach/rake, and wing mirror position every time I had to swap cars with my colleagues. Another aspect I really appreciated was the Burmester audio system, which delivered top-notch, crisp audio quality. Also worth mentioning are the side footboards, which made it easier to get in and out of the GLC.

Another feature that is very helpful is the 360-degree camera, which also offers a simulated under-bonnet view using the front camera. What’s even more interesting is the GPS-activated 360-degree camera, which begins to relay a feed as soon as the GLC arrives at a saved GPS location. This is convenient if your parking spot is in a tight space. One oddity I did notice is that Google Maps via Apple CarPlay is projected on the whole screen, while when using Android Auto, it shows up on only half the screen.

The GLC proved to be a perfect mile-muncher as it offered an estimated range of over 800km on a tank of diesel. This made it a go-to choice for long road trips for me, and I enjoyed the way it drives. There’s a healthy dose of torque, and the tall gearing means the GLC 220d was happily stretching its legs on highways. The 9-speed torque converter gearbox worked seamlessly and was fun to toggle between gears via the paddle shifters every once in a while for some enthusiastic driving. I found the suspension to be on the firm side, but it was never uncomfortable. The chunky 55-profile tyres were a boon on bad roads, providing extra cushioning where needed.

The GLC is equipped with Level 1 ADAS, which includes lane-keep assist and active brake assist. While these features are good for safety on highways, I found the active brake assist too intrusive and sensitive for our cities. Annoyingly, every time I turned it off via the settings, it would come back on with each ignition cycle.

But these grouses aside, the GLC is really a well-sorted package and I had a comfortable time using it as my daily driver to work and on some enjoyable drives out of town. It is headed back to Mercedes now, and while I am a bit sad to see it go, on a greener note, we’ve got the Mercedes EQE SUV in the long-term fleet. More on it soon! 

Also see: 

Mercedes GLC and GLE coupes could be axed in the future

Mercedes GLC long term review, 8,700km report

2024 Mercedes AMG GLC 43 Coupe video review

It isn’t often that a new car impresses me as much as the Toyota Hyryder has. The hybrid’s EV-like initial responses, fuel efficiency that’s better than most frugal diesel cars and a likeable package backed by Toyota are some of the reasons why I persuaded my wife to buy the SUV as soon as it was launched.

But while I have one at home, it’s hard to pry it away from my wife. So, I grabbed the keys to the one Toyota lent us as a long-termer.

I think the Hyryder’s design is very appealing, and its ‘Speedy Blue’ paint makes it quite striking, too. On the inside, the dashboard and doors have a nice leatherette padding, and the brown and black colour scheme certainly lifts the cabin’s perceived quality. You can’t ignore that it shares many parts with lower-priced Marutis, but it isn’t to the extent of feeling cheap or offensive at its Rs 20 lakh price.

The Hyryder’s ergonomics are spot on, with plenty of seat, steering and central armrest adjustment for you to get comfortable. However, the seats aren’t the comfiest, and the cushioning results in some body ache on longer drives. At the rear, space is adequate for two adults – it isn’t as wide as the Creta’s – although six-footers will find headroom tight even with the backrest fully reclined.

After several road trips and airport runs, I can confidently say that with a plus-sized check-in bag in the boot, there’s only about enough room for a laptop bag; you can slide a laptop bag into the slim storage beneath the boot floor, too. On either side of the boot, there’s a deep storage area that is useful to stow smaller items.

I must talk about the touchscreen and wireless charger as well; the touchscreen’s software is buggy, resulting in frequent disconnection and low call volume when connected to wireless Android Auto and Apple CarPlay. We hope a software update solves this. The wireless charger is also flawed; it suspends charging often without reason, which is very annoying.

Also, the thin sun shade for the sunroof allows the cabin to be soaked in heat far too quickly when parked outdoors. A high-quality sunfilm on the sunroof could alleviate this issue.

Though Toyota has connected car tech, the vehicle locator is the only feature I found useful. It also tells you how much fuel is left and the current range, but I would have liked more information, especially related to fuel efficiency, and a trip log. You can’t unlock the vehicle via the app if you don’t use the app to lock it in the first place, which is quite strange. There is a pre-cooling feature, too, that I’ve used only once.

Rounding off the not-so-nice bits, when the engine/generator kicks in to charge the lithium-ion battery, the system occasionally makes quite a few sounds, which can take the uninitiated by surprise, and if you’re paying attention, you’ll also feel some vibrations at idle.

Now, let’s talk about the things I really love. The first is performance. A seamless and silent electric startup is something I truly appreciate. Next, the electric motor nicely complements the three-cylinder petrol engine, delivering almost electric vehicle-like responses, making it ideal for closing gaps or when overtaking. The torque curve tapers soon after, and the e-CVT makes the engine rev quite a bit when your foot is pinned to the throttle, emanating a rather unpleasant note.

But the highlight is its fuel efficiency. In Eco mode, the best I’ve achieved is 26.5kpl, with 80 percent highway driving and the rest in the city. With no effort to drive with the intent of maximising efficiency, the average city efficiency is about 20-21kpl in winter months, and this number drops to 18-19kpl in summer. An insider at Toyota explained that the e-compressor puts a high load on the hybrid system, which explains the lower efficiency when ambient temperatures are higher. Do note that these numbers are measured using the tankful-to-tankful method.

Lastly, the Hyryder’s suspension is on the firmer side, but driving manners and steering make it feel very confident at highway speeds. It also exudes an underlying toughness while dealing with poor, broken roads, which, to some extent, makes it similar to its rugged sibling, the Toyota Fortuner.

The Hyryder has been a fill-it, shut-it and forget-it car, one that goes about doing all that’s expected of it in a fuss-free and competent manner.

Also see:

Toyota Hyryder Festival Limited Edition launched

Kia Seltos vs Toyota Hyryder vs MG ZS EV comparison video

Toyota Rumion gets free accessories with new Festival Limited Edition

It was one of those perfect drives, a rare window of relative emptiness on India’s busiest highway. A mid-morning dash to the BU Bhandari showroom for the launch of the Mercedes-AMG GLC 43 was the easiest Mumbai-Pune trip I’ve done in a long time. Making the drive particularly relaxing was the new addition to Autocar India’s fleet, the all-electric Mercedes EQE SUV, which got its first highway outing.

It took just two hours and six minutes in the ultra-smooth (and quick) EQE SUV to go from the Autocar HQ to the BU Bhandari Showroom on the Pune bypass. That’s less than what many office folks take to get home on a typical working day in Mumbai. It does help that the AtalSetu has brought our office closer to the edge of Mumbai, and a 10:15am departure was a sweet spot (or time). The early-morning highway rush was over, the toll plazas had no long queues, and even the Lonavala Ghat, which is choked most of the day (and night) on Google Maps, was surprisingly ‘blue’. Traffic flowed without holdups, even on the steepest sections where trucks otherwise block all lanes while trying to ‘overtake’ at a crawl.

The Atal Setu is always a great place to try out the ADAS system on any car. The wide and perfectly marked lanes and the gentle curves on this 21km sea bridge were perfect for checking out the EQE SUV’s ‘Level 2’ ADAS capability. That meant letting the Adaptive Cruise Control (ACC), which I have set at 99kph (just below the 100kph speed limit), and the Lane Keep Assist do the work while I sat back and relaxed with just a light hand on the wheel, enjoying the harbour’s breathtaking views.

The Lane Keep Assist worked brilliantly, keeping the big Merc centred nicely in the fast lane. When changing lanes, I was impressed with how the ACC reacted smoothly. When you signal and shift into the overtaking lane, the ACC provides strong and linear acceleration without abrupt power surges to match the new lane’s speed.

While the ADAS in the Mercedes EQE SUV is highly advanced, it has some limitations, especially when dealing with erratic drivers who slice across lanes like it’s a normal thing to do. If some idiot abruptly cuts into your lane from a sharp angle, the ADAS can struggle to react promptly. This is not the case with just the EQE SUV – no ADAS is fully capable of handling such unpredictable events, which is a reminder of why the tech can only assist and not replace the driver.

Mercedes’ Active Brake Assist, while a great safety feature on paper, can become a nuisance – and even a potential hazard – in Mumbai’s chaotic traffic. Designed for controlled environments, it doesn’t quite account for the unpredictability of pedestrians darting across roads or scooters weaving through tight gaps. The system often triggers unnecessarily, slamming on the brakes at the slightest hint of an obstacle. In such congested conditions, this overly sensitive response can be more dangerous than helpful. These fierce and abrupt stops are hugely unnerving for the passengers and could catch a driver behind you off guard, increasing the risk of rear-end collisions. It’s best to switch the Brake Assist off, which you have to do every time you start the car.

The monsoons have made mincemeat of the Nhava Sheva road, which connects the Atal Setu to the Mumbai-Pune Expressway, and on such surfaces, the EQE SUV is out of its comfort zone. To be honest, it doesn’t quite live up to its SUV credentials and isn’t comfortable dropping in and out of potholes like its IC engine brethren. That’s because the softly sprung EQE SUV uses up its suspension travel quite easily, and deep ruts and craters crash through. In fact, it’s best to use ‘Sport’ drive mode as the default setting. The suspension feels overtly soft in Comfort and Normal modes, which is fine when you are crawling in rush hour, but up the pace a bit on even a slightly smooth road, and you’ll find the EQE SUV tends to wallow and feel floaty. In Sport mode, the suspension tightens nicely to give a more settled ride, which is what you want on the highway.

Two areas where the EQE SUV stands out are performance and range, and both are interlinked because, with great range, you can enjoy the performance without keeping an eye on the SOC meter.

Plant your foot down, and this big and heavy SUV lunges forward with an intensity that can take you aback but in a very pleasing way. The EQE SUV gathers with velvet smoothness, and before you know it, you’ve sailed past the speed limit. On the Mumbai-Pune expressway, which is now infested with speed cameras, it is hard not to get a speeding ticket. To stay out of trouble, I limit my indulgence to short jabs of the accelerator pedal just to enjoy all the 408hp and 858Nm of torque that puts most IC engine SUVs to shame.

I averaged 66kph on the 140km drive to BU Bhandari, which is pretty good if you consider that this included slow, non-expressway sections. Not that the expressway raises your average speed dramatically because with so many cameras staring at you, I’m forced to show a lot of restraint! With 332km range left, I didn’t need to use the Pune Mercedes dealers’ on-site 180kW fast charger, but it’s good to know that it’s there and that the dealership is happy to let non-Merc owners plug in as well. Located just off the Pune bypass, it’s an incredibly convenient place for EVs on a long-distance trip to Mahabaleshwar or beyond to quickly top up their batteries.

The return journey was equally uneventful. Using the regen down the Lonavala Ghat, I could extend the range even further, which, on this round trip, I calculated to be 504km. That is a truly impressive figure, considering how hard I was driving the EQE SUV. In fact, there was enough charge left in the battery (36 percent) for me to make another trip to Pune!

The other area where the EQE SUV shines is refinement. The EQE SUV is not just quiet; it’s like being inside a luxury vault on wheels. The adaptive air suspension noiselessly glides over any surface, and then there’s the acoustic insulation, which Mercedes has absolutely nailed. Road, tyre and wind noises, even the electric motor’s faint whir, are gone. The cabin is like a calm oasis, and that’s what makes the EQE SUV special. It is luxury in its most serene form.

Also see:

Mercedes EQE SUV vs Audi Q8 e tron vs BMW iX vs Jaguar I Pace comparison video

Mercedes CLE review: Breezy cruiser

New Mercedes-AMG C 63 S E Performance to launch on November 12

Hyundai’s Creta iVT is a hot favourite of our long term fleet, and that’s down to how convenient and fuss-free a companion it is. Here to give a taste of another flavour of the Creta is the N Line. A 160hp turbo-petrol engine, dual-clutch transmission, and tweaked steering and suspension promise a more involving driving experience, something I, its custodian, have a good few months to make the most of. However, for me, this version of the Creta appeals first and foremost for the way it looks. Its larger 18-inch rims alone uplift the stance successfully, and then there’s the rest of the N Line trimmings. The sportier bumpers, side skirts, roof spoiler and red detailing add up to give the Creta N Line genuine visual distinction among the sea of ‘ordinary’ Cretas. The iVT looks plain vanilla when standing alongside.

I like what Hyundai has done with the interior, too. The all-black treatment with red highlights works to bring in some sportiness to the ambience. The N Line-specific steering is also great to hold, and even the metal finish to the pedals is a detail not lost on me. For the full effect, I’ve made the Sport screen (carbon-fibre look) the default layout for the digital instruments. I’m not entirely satisfied with my seating position though. The digital screen and centre touchscreen are positioned a touch low for my liking. Oh, and the absence of wireless connectivity for Apple CarPlay and Android Auto was an irritant during my initial days with the Creta. A Rs 99 wire did help get past the issue, but I’d rather not have my phone plugged in for more time than required.

Our N Line is in top-spec N10 form and the goodies on board are being put to, well, good use. Front seat ventilation is a hit with everyone who experiences it, and I like the sound from the Bose sound system. I’m no audiophile but there is enough depth to the sound to satisfy my ears. What I really appreciate are the cameras. The front view camera is very handy in judging parking space, and the blind view monitors are a boon, too. Camera resolution and performance are impressive and better than what you get in many pricier cars.

We’re in the thick of the festive season as I file this report, which means traffic is at its yearly worst. Forget about letting the 160 horses under the hood loose, getting into fourth gear is an achievement on my daily commute these days. The stop/start driving means the dual-clutch gearbox has to work overtime, and it’s not particularly a fan of frequent shifts at low speeds. There’s the occasional delay and the odd jerky shift at other times. The Creta iVT offers a far smoother experience in the same environment. The N Line can be had with a 6-speed manual, too, but it’d be too committed a choice for my kind of driving. The other thing? The N Line’s larger 18-inch wheels also manifest in a busier ride. You feel more of the surface below, and it’s not quite as pliant as other Cretas on 17-inch rims. There’s more weight at the steering, too – great when you’re on a twisty road, not so much when you have a tight parking to work your car into.

Low-speed city driving has taken its toll on economy.

What’s also pinching a bit is fuel economy. I’ve been averaging all of 7.9kpl but my 10km round trip through choc-a-block traffic doesn’t let the engine have it easy at any point. The real-time figure improves dramatically (upwards of 10kpl) over late night drives on emptier roads. I would have liked more background music on said drives from the exhaust. The twin tip exhaust is just for show and sound levels are no higher than a regular Creta, which is a shame.

I intend to end the year with a few weekend getaways, and the plan is to select routes with some good driving roads as well. I’ll keep you posted on my learnings on those. Initial impressions are of being with the best looking Creta, but not necessarily the best Creta per se.

Also See:

2024 Hyundai Creta long term review, 1,700km report

2024 Hyundai Creta long term review, 4,850km report

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