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

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

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

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

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

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

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

Also See:

Bajaj Pulsar N250 long term review, 730km report

Bajaj Pulsar N250 long term review, 2000km report

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. 

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

2024 Mini Cooper S: design

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

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

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

2024 Mini Cooper S: interior, features

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

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

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

2024 Mini Cooper S: powertrain, performance

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

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

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

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

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

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

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

2024 Mini Cooper S: ride, handling

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

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

2024 Mini Cooper S: price, verdict

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

Also see:

2024 Mini Cooper S video review

New Mini Convertible revealed

Electric Mini Cooper JCW gets 258hp

To say the Kia Carnival was a high-risk, high-reward product would be an understatement as big as the MPV itself. At the time of its launch in February 2020, the brand had only been in India for six months, and though its first product, the Seltos, was a runaway success, Kia was yet to become a household name. 

To then launch a premium diesel MPV positioned above the near-untouchable Toyota Innova Crysta, and that too with an investment in local assembly? It sounded crazy. Sure, it sold nowhere near as many units as the rest of Kia’s products (or the Innova), averaging about 3,600 units a year, but it carved a niche for itself deep enough to warrant a sequel.

Perhaps not many knew that the 2020 Carnival for India was really a 2014 model globally (Gen 3: YP) that was at the end of its life; in fact, the next model (Gen 4: KA4) was simultaneously going on sale in other markets. But, the YP lived on in India until April 2023, when it succumbed to the BS6 Phase II emissions norms. 

However, rather than just launching the KA4 (it was shown at the 2023 Auto Expo) immediately, Kia opted to wait until it got a facelift so India would get the latest model possible and not lag the rest of the world like last time, and that’s the car you see here.

2024 Kia Carnival colours, dimensions, exterior design

History lesson over, let’s talk about the new Carnival, whose basic premise hasn’t changed much. It’s still a massive vehicle, at 5,155mm long, 1,995mm wide and 1,775mm tall, with an E-class-like 3,090mm wheelbase, which are gains of just 40mm, 10mm, 20mm and 30mm, respectively, over the previous car. 

It carves a silhouette similar to the previous car, even using the exact size of wheels - 18 inches, with a set of chunky tyres. Look closely, and you’ll notice the bonnet is longer, taller and more horizontal, while the front overhang is 20mm shorter and the rear overhang 30mm longer, all of which give it slightly more SUV-like proportions. 

Since this design is a facelift of a generation jump, the details are far removed from the previous car and in line with the newest Kias. The ‘Tiger Nose’ grille is wide, and hovering above it are LED strips that join the tall, slim headlamps pushed out to the very sides of the nose. Lighting is via prominent ‘ice cube’ LED projector elements stacked vertically, and even the fog lamps at the base of the bumper look similar. Spot the radar element in the centre of the air dam.

To break the monotony of the slabby sides is a vertical dappled brushed silver trim piece, as well as a black element between the doors. Sadly, the exposed rail over the rear wheel arch for the sliding rear door returns and is an eyesore, as is the huge gap under the floor (for the same purpose), which you’ll see when you open the door. 

The rear, similar to the front, adopts slim vertical LEDs joined by a thin horizontal strip, highlighting the added width, while a brushed metal trim element in the bumper adds some character. The rear wiper, meanwhile, is hidden under the spoiler when not in use. 

Incidentally, the powered tailgate opening is wider than before, giving even better access to the mammoth 627-litre boot – that’s with all the seats in place, by the way, thanks to a deep underfloor storage as before, and Kia says it will hold four large suitcases. Fold everything down, and you’re looking at 2,900 litres of space. 

The 2024 Kia Carnival is available in just two colours - Fusion Black and Glacier White Pearl - as that, the brand says, made up the bulk of the previous car’s sales. A small hint at the target demographic, if you will.

2024 Kia Carnival interior space and comfort

Where the previous model offered 7-, 8-, or 9-seat configurations, the new Kia Carnival only comes in top-spec Limousine+ spec, with seven seats in a 2-2-3 layout. This was by far the most popular layout in the previous model, owing to buyers primarily purchasing it for second-row use. 

The pair of vast captain’s chairs slide back and forth manually, requiring some muscle to move their bulk; that’s easier done once seated. They also slide left to right, but this is actually a functional requirement rather than a cool gimmick, as it might seem. With seats in their outermost position, you have ‘access mode’, placing them closer to the doors but also creating a gap between them to access the third row – the only access available. However, in this mode, their fore-and-aft movement is limited, so to access their full potential, they have to be pushed inward to the centre.

With this done, you can slide it a few inches further back and a few more still if you fold the third row away. And having them in the centre means they don’t foul with the third-row armrests, so you can fully recline the backrest and extend the ottoman with sufficient space to stretch out. For still more space, there’s a ‘boss mode’ to move the front passenger seat forward. 

There’s even some height adjustment on the second row, and you can vary the seat base angle to an almost comical level. These functions, along with the recline and ottoman, are now powered, but the controls are oddly located on the inner side of the squabs, making them difficult to reach when the seats are pushed together.

In terms of creature comforts, the second row once again gets its own separate sunroof; the seats are heated and ventilated; there are manual window shades; and there’s a pair of USB-C chargers, unusually located in the seat backs of the first row. The cup holders, too, are between the front seats, so if you have the second row slid back, you won’t be able to reach them. 

There is a third climate zone for the second and third rows, but the AC controls are once again oddly located on the right side of the roof, above the driver’s seat, and you only get four small roof-mounted AC vents. That said, cooling didn’t seem to be a problem during our drive.

The third row is a three-seat bench, which feels tight for three adults but just right for two, though the placement of the seat belts might restrict you. The headroom is decent; you can recline the backrest, and with the sheer range of fore and aft sliding for the second row, legroom can be either too little or a whole lot. So, as long as the middle seats are kept upright, there can be sufficient space for all.

The front seats are big and comfortable, though a little firm in the upper back area. They’re ventilated and heated, with 12-way power adjustment and memory function for the driver.

2024 Kia Carnival features and safety

Much like with the exterior, the cabin design and layout feel like the biggest leap forward for the Carnival. While the previous one was well-built, decently kitted out and practical, its look was decidedly last-generation. This one elevates things in every area, with the same futuristic design as all modern Kias.

There’s a clean and horizontal layout to the dash, accentuated by the strip of ambient lighting on the passenger side and the slim AC vents in the centre. Below these, you’ll find a context-sensitive touch panel that switches between HVAC and audio controls, which looks cool but is frustrating to use in a hurry. 

Further down is a wide central console that really highlights the space between driver and passenger, and it’s put to good use with a big storage bin, wireless charging tray, USB-C ports and large cup holders. The gear lever has made way for a crystalline rotary selector that looks and feels upmarket.

In fact, that sensation is only enhanced by excellent material quality all around and generous use of soft-touch materials, typical of a modern Kia. A particularly high-quality touch is the row of metallic toggle switches for seat heating and ventilation and a few other functions.

The twin 12.3-inch curved screen array feels bang up to date with its free-standing and hood-free design, and the graphics especially make it look techy and state-of-the-art. Touch sensitivity and smoothness aren’t up there with the best in the industry and are about the same as you’ll find in a Seltos; some might expect more at this price. 

The 12-speaker Bose audio system fills up the large cabin nicely, while other feature highlights include ADAS with Level 2 autonomous capability, eight airbags, a heads-up display, and powered, sliding rear doors that can be operated from the handle, the driver’s seat or even the key fob.

2024 Kia Carnival mileage, ride comfort and driving impressions

The changes to the mechanical makeup might seem nonexistent at first glance, but there are a few important ones. For instance, the engine might still be a 2.2-litre diesel, but it’s an all-new unit that, crucially, moves from a cast-iron block to an aluminium one. The steering, meanwhile, uses electronic power assistance rather than hydraulic, which is another big difference.

Power and torque are actually lower, at 193hp and 441Nm, and while Kia didn’t quote a figure, the kerb weight will no doubt have gone up. It doesn’t appear to have affected the driving character too much, though, and the Carnival’s powertrain remains unhurried but ample; Kia quotes a 0-100kph time of 10.7 seconds. 

The 8-speed torque-converter automatic, too, isn’t the most eager, and that’s just as well in a big MPV, but its reluctance to kick down a gear quickly for an overtake can be annoying when you need it in a hurry. There’s a sport mode and paddle shifters, too, but you’ll seldom find yourself using them.

While the obvious benefit of the aluminium diesel engine is weight reduction, the unfortunate side effect is greater engine noise. And though not loud and clattery like that of an Innova Crysta, it is something a premium vehicle at this price point should do without.

Kia has admirably stuck to its big diesel powerplant at a time when many are switching to petrol or hybrid, and apart from strong pulling power on the highway, its other advantage in a big car is fuel economy. The Kia Carnival’s fuel economy is rated at 14.85kpl by ARAI, but even in our day of hectic driving and shooting, we managed a respectable 10.9kpl.

Ride comfort is also important in a chauffeur-driven car like this, and the new Carnival largely delivers. It was a wise choice to stick to the same size of wheels and their chunky 235/60 R18 tyres, as they do provide a degree of cushioning to the ride. Overall, though, it offers a solid and stable ride at high speed, with some harshness over larger bumps.

The new electric power steering (EPS) makes this big MPV very easy to manoeuvre at low speeds, and even when making lane changes on the highway, it gives a degree of confidence to the driver. That said, the previous hydraulic unit wasn’t noticeably heavy or cumbersome, particularly compared to that of an Innova Crysta.

2024 Kia Carnival price and verdict

With the generation-and-a-half leap that the Kia Carnival has taken, the advances over its predecessor are clear to see. It’s most evident in the features and tech, which now feel contemporary and right up there with the best. The updated look, which is modern and even a bit rugged, also adds to the appeal. 

For all the updates, however, the basic proposition remains the same: that of a luxurious MPV that pampers the chauffeur-driven owner in the middle row with vast space and the ability to stretch out while also providing space for three more in the back and lots of luggage.

As such, then, its price of Rs 63.9 lakh (ex-showroom), a jump of Rs 20 lakh (it is locally assembled as before), feels excessive. The fact is that MPVs are gaining better acceptance as desirable luxury transport; Kia, as a brand, has grown in stature, and buyers are willing to spend more. And Kia has chosen to make the most of it. There’s a gap between Rs 30 lakh and Rs 1 crore (bookended by two very capable hybrid Toyotas), and while the old Carnival was positioned at the lower end of this space, it’s now moved up to the middle.  

On paper, the updates might not seem to justify it, but the truth is people are willing to spend for the premium chauffeur-driven experience, as evidenced by the 3,000-plus bookings the new Carnival has received since launch, despite its price. And when it comes to delivering that experience, there’s no doubt the new Carnival has got the goods.

Also See:

New Kia Carnival video review

Exactly 25 years ago, in September 1999, Autocar India started its innings with the new Ford Ikon on the cover. A world exclusive, the story showcased Ford’s new sedan for India, powered by the powerful and responsive 1.6-litre Rocam engine. The car was a delight to drive, the engine was super responsive, and this set the tone for the future of Ford in India. The even bigger story, though, was that this was Ford’s first new car after the Mahindra-Ford JV had been dissolved.

Fast forward 25 years and Ford India is set to make a comeback after its planned Mahindra alliance was aborted. Talk about history repeating itself. And the Ford that is likely to go on sale first is the 2024 Everest. Previously known as the Endeavour in India, Ford’s new Everest is an SUV that is much missed here. A more sophisticated rival to Toyota’s Fortuner, Ford’s big SUV always rode better, drove better and was more luxurious and comfortable inside.

The plan

Now, with the closest place we could get our hands on Ford’s Everest being Nepal, and Ford almost certain to retain the Everest name in India (for the first time), we just had to try and drive the Everest up to where we could see Mt Everest. You can catch a glimpse of the famous mountain from the top of a hill not too far from Kathmandu, called Nagarkot. Getting to Nagarkot, however, involves a long ascent where you climb almost a kilometre, and once up, there’s no guarantee we’ll be able to see Sagarmatha or ‘head of the sky’ as Mt Everest is called in Nepali. The mountain is around 110km away and appears as a small peak between two closer (so ‘taller’ looking) peaks. And that’s not it; with monsoon clouds bouncing off the high Himalayas and collecting at their base at this time of  year, we’ll need a gap in the high clouds to see it. 

Familiar but different

Nepal initially feels very familiar. There are plenty of Tatas, Mahindras and Marutis present and the drivers in Nepal seem to have graduated from the same driving schools as drivers in India. Bikes slip though every gap, drivers here practice the same ‘cut, thrust and parry’ and not even monks practice defensive driving. 

Coming face to face with the new Everest at the Go Ford dealership gives me some succour. It looks even more imposing and larger. And around the side, it gives me the impression of being larger than even the Endeavour we had in India. Marginally longer and built on a 40mm longer wheelbase, the real reason it looks bigger, however, is that this big body-on-frame SUV is now even more block like.

The nose is wider and more square and the ‘C’-shaped LEDs that frame the headlight clusters accentuate the width. The flat bonnet is also full of cuts and creases, the chrome bars that flank the Ford logo give the bluff cowl a modern look and what also adds muscle are the mildly flared fenders. In profile, the big 20-inch wheels help give this big SUV a solid, planted look, and I really like the ‘tough’ two-tone design of the alloys. The bi-turbo badge below the fender tells us this diesel has two turbos placed in series. Go back further and the widened rear fenders help give the Everest a nice wide stance from the rear as well. The cabin isn’t too tall, it’s nicely tucked in from the lower body and what really catches my eye are the clear tail-lights that light up bright red. I even like the manner in which the word Everest has been boldly emblazoned across the rear. 

Endeavour, expidition

It’s afternoon by the time we leave Kathmandu. The traffic hasn’t gotten any better and slipping this massive supertanker into the stream of traffic proves to be tricky. The arterial roads we initially traverse are narrow and full of parked vehicles, so I really have to inch forward carefully. Visibility from the driver’s seat is good, and the light and very accurate steering makes it easy to place the Everest; important in a vehicle of this bulk. The steering doesn’t quite seem to have the heft of the earlier Endeavour, but the Everest’s steering is quicker at low speeds. That, along with the relative lack of effort to twirl it, sort of makes this bulky SUV feel a bit easier to manage. 

As we leave the confines of the city and get onto faster roads, I notice that the ride is very comfortable. It isn’t just the bump absorption, that SUVs like this one normally ace it’s also the refinement, the flat ride and the relative lack of secondary movement associated with a body-on-frame SUV like this. Ride isn’t pillow soft, but the manner in which the Everest absorbs a section of bad road – silently, smoothly and without any hint of heave-ho – makes it both comfortable to sit in and effortless to drive. I just don’t need to slow down unless the holes are particularly large and deep. And the Everest also feels very stable at speed. It even feels more planted the faster you go; Ford’s big boy really does give you plenty of confidence to press on.

The climb

Once we turn off for Nagarkot, we transition onto some wide ghat roads that sweep around in a nice flow. Leading us ever upwards, the wide sweepers are well paved for the most part. Since there’s practically no traffic, I can really enjoy the drive up. The big takeaway here is that the Everest feels light on its feet and ever ready to change direction. 

And it isn’t just the quick steering, it’s a combination of factors. One key contributor has to be Ford’s superb body control and poise. Almost always comfortable in a corner, it feels well balanced and ever willing to alter its line. This is a clear step up on the last-gen Endeavour sold in our market and the confidence it delivers from behind the wheel means you always feel relaxed and enjoy going quicker. Wish the brakes had more bite though. The only time you ‘feel’ the weight of the Everest is when you have to get relatively hard on the brakes. More initial bite and better pedal feel needed here for sure.  

Half way through our one kilometre or so climb, we run into what feels like a mini cloudburst. Rivulets of water stream down the ghats and we have to clamber over some small rocks that have run down along with the water and silt. The Everest just takes everything in its stride, casually hopping over everything. 

As we carry on our way up the mountain, now looking down on the weather below, what I also realise is that the bi-turbo engine contributes significantly to the Everest’s  effortless nature. Incidentally, the engine’s still made in India, and it’s smooth, refined and always on the boil. Refinement, in fact, is so good, it feels like a new generation of engine. And what I especially like is how quickly it responds to a tap on the throttle. With 210hp and 500Nm of torque, it clearly can deliver the goods at higher engine speeds. And here, too, there is no hesitation. There are no flat spots and no surges over practically the entire rev range. And that’s despite the engine being driven by a pair of turbos in sequence; something that’s difficult to do. Not sure how seamlessly this engine will transition from its current EU IV state of tune to our BS VI equivalent, though.

Even the 10-speed automatic gearbox feels more responsive and intuitive. It still shifts up too early when you lift off the throttle to cruise and only comes a gear down, instead of two, when you tap the throttle. Still, the gearbox works better with this bi-turbo engine as the small turbo spins easily providing sufficient boost at low engine speeds. What irks is that there are no paddles on the steering wheel, only fiddly plus and minus buttons on the gear lever; odd on an otherwise well-specified SUV. What’s cool, however, is how the electrically driven gear selector returns on its own to P if you open the door or even switch the car off in D; remember to try it.  

Looking out, looking in

We only reach the top of Nagarkot at sundown. Our weather app says there should be a small window the next morning, especially when it comes to medium clouds, and that’s just what we are hoping for.

The next morning, though, it all seems pointless – we are enveloped in cloud. So we begin to shoot the exterior; details, highlights and some bits inside the cabin that are well lit. Then, just as we are about to give up hope, a sliver of light opens out, with the gap getting larger every minute. Soon, we can see many peaks close to us and some of the high Himalayas in the distance. We quickly look in the direction of the Everest using our GPS and train our cameras on the dark peak; it’s often the one with the least snow on it because of the high winds. But now, the clouds are back – in batches – drawing a veil of white over the range on and off. Clouds bubbling up from below as the earth heats up. More gaps open later and we see what we think is the Everest.

But the clouds cover it again, and with nothing to do but wait, I decide to take a closer look at the cabin. There’s loads to like here and my attention is initially drawn to how it feels like there’s a bit more space inside. This Everest feels wider and there appears to be more driver space. This version also gets powered and cooled front seats that are big and comfortable even on long drives. 

What I am drawn to next is the 12-inch Tesla-like screen with its portrait orientation and sharp details. Apple CarPlay works nicely here and what’s neat is that you can scale up Apple CarPlay at the touch of a button. The screen runs Ford’s Sync 4A software and what’s also Tesla-like here is that you get a digital sketchpad; for when you are waiting and the kids are bored. It’s only software, so why not. You also get a 360-degree camera and, as earlier, a valet mode.

The Everest also gets a full suite of ADAS functions, with pre-collision assist and automatic emergency braking. The version we are driving has 4X2, 4X4 and 4-low modes, accessible via a dial. In addition, you can select various off-road modes: tow (which is new), slippery, mud and ruts, and sand. Do this and the display even pops up and tells you how the four-wheel-drive system is being optimised with locking diffs, à la Range Rover.

The touchscreen has fan and temperature controls, but there is also a set of physical air-con control knobs and buttons.

Narrow door pockets apart, storage and stowage are also decent. The square elbow box is huge, the twin gloveboxes manage a good amount of room between them and there are full-sized cup holders and a tray to keep knick knacks below the central console. The black on black dash, however, looks more utilitarian than upmarket, and plastic quality in and around the central console is only ordinary. Ford will certainly need a more upmarket version of the Everest for the Indian market. And while the digital instrument panel proffers up some great graphics, the ‘digital’ tachometer and small temperature, fuel and oil pressure gauges on the instrument panel need to be more legible. Come on Ford, this is easy.

Space in the second row of the Everest is also improved. Legroom and even headroom are more than sufficient, and as the cabin is wider, there seems to be more space in general. The seat is set a bit low, so the seating position is a bit knees-up. You can, however, slide the second-row bench forwards or back and the backrest can be reclined as well. You also get a blower control in the back as well as a regular plug point, so you can charge or power even laptops.

There’s also a bit more room in the third row, especially after optimising and adjusting the space used for the first and second row. Getting in isn’t easy, but once you are in, short journeys are sort of manageable. 

What the Everest also gets, even three rows up, is a fair amount of boot space. You can stack around four pieces of hand baggage in the back or even two big bags. The third row seats can be folded electrically (up and down) for more space.

Up where it belongs

Ford’s new Everest is a full-size SUV that ticks almost every single checkbox. And it is a long list. Big, bold, spacious, comfortable and well-equipped, the new Everest is a large-sized body-on-frame SUV that delivers a solid build, real off-road ability and is practical. It is also refined, sophisticated, easy, effortless and enjoyable to drive. It drives so well, in fact, that it feels like it’s built on a monocoque chassis. 

Then there’s the bi-turbo diesel, which is smooth, punchy and responsive. You do miss having paddle shifters, and Ford needs to look at a more upmarket version of the Everest, with a higher quality dash (in particular). But, be in no doubt Ford, when you eventually decide to make a return, this is the SUV to do it with. 

FORD’S COMEBACK

When will Ford return to India? This is a question that is difficult to answer. What we can tell you, however, is that Ford has held on to its plant in Chennai and is currently working on a plan to make a comeback. And from what we hear, the Everest is part of that plan. Ford is likely to assemble the car here in India, just as it did earlier, and it is also likely to use the Sanand-made diesel engine. There’s even a bi-turbo 3.0 V6 diesel that makes 250hp and 600Nm of torque if Ford wants to get the Everest in as an import, and that sure will get the attention of SUV lovers.

Also see:

Bill Ford pays tribute to Ratan Tata, clarifies 'Detroit meeting' stories

Ford confirms restart of manufacturing in India

Ford Everest Tremor with off-road upgrades revealed

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

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

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

Maruti Suzuki Dzire exterior style

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

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

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

Maruti Suzuki Dzire interior style, space and comfort

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

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

Maruti Suzuki Dzire features and safety

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

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

Maruti Suzuki Dzire engine and performance

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

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

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

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

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

Maruti Suzuki Dzire ride and handling

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

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

Maruti Suzuki Dzire price and verdict

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

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

Also see:

New Maruti Dzire video review 

Skoda Kylaq first look

Exclusive! Lotus Emira review

Maruti Suzuki e Vitara first look

MG Mifa 9 details revealed

Mercedes-Benz E-Class vs BMW 5 Series comparison

Ratan Tata tribute

Royal Enfield Classic 650 review

Ross Branch interview

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

Triumph Tiger 900 GT: engine, performance, refinement

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

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

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

Triumph Tiger 900 GT: comfort, ride & handling

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

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

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

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

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

Triumph Tiger 900 GT: verdict, price, service cost

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

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

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

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

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

Also See: 2024 Triumph Tiger 900 GT video review

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

Bajaj Pulsar N125 design, colours, quality 

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

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

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

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

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

Bajaj Pulsar N125 ride and handling

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

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

Bajaj Pulsar N125 engine refinement, mileage

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

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

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

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

Bajaj Pulsar N125 price, features and verdict

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

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

Also See: Bajaj Pulsar N125 video review

The bike you see here is emissions-compliant, ABS-enabled, and saree guard-equipped, which means it can be registered for road use in our country. That’s a big deal because no Japanese manufacturer has yet attempted to sell one of its road-legal dual sport motorcycles in India, and for that reason alone, Kawasaki deserves your praise. But does it also deserve your money? And how much should you be willing to spend on this motorcycle? 

Kawasaki KLX230 design, underpinnings, seat height

What goes in the KLX’s favour is that it’s the real deal. This is a proper, purpose-built dual-sport motorcycle with a perimeter chassis, 21-inch/18-inch wheels, and exactly the sort of uncompromising ergonomics and bodywork you’d want to see. Long-travel suspension with 240mm/250mm of front/rear travel and 265mm of ground clearance are impressive numbers that make for a wonderful pairing with a low 139kg kerb weight.

With an authentic dirt bike form factor must come a tall seat, and the KLX’s stands at a towering 880mm. That’s a frightful number for a market that’s deeply sensitive to tall seats, but bear in mind that this bike is much slimmer than your regular motorcycle, which makes reaching the ground a little easier than the number suggests. Some of my colleagues, who were about 5’7” tall, found themselves on tip-toes but able to manage.

Another side effect of the slim proportions is a tiny 7.6-litre fuel tank, but the KLX’s mellow engine should help stretch the fuel range decently far. The simple air-cooled, 2-valve, 233cc single-cylinder motor sends a humble 18.1hp and 18.3Nm to the rear wheel via a 6-speed gearbox.

Those numbers may sound quite underwhelming, but in an off-road scenario, the performance is more than enough to keep you engaged without being intimidating. First gear is very short, and I found myself in second and third most of the time. A small dab of the light clutch lever gives you a decent kick of power if you need to raise the front wheel over a crest, and there’s enough juice to slide the rear wheel around in the first few gears as well. At the same time, the power also felt completely trustworthy, with no threats of the bike snapping out of control. This is just the sort of performance that a newer off-road rider would enjoy on their journey towards becoming more skilled.

Kawasaki KLX230 off-road ability

Unfortunately, we didn’t get to try the KLX out on the road, so how it functions as a street bike remains to be seen, but a few safe assumptions can be made. The first is that it won’t be very comfortable for long durations with that thin seat, and the engine probably isn’t geared for easy high-speed cruising either. That being said, the motor feels impressively refined, even when hammering it at redlining speeds off-road.

The MRF tyres that Kawasaki India has equipped this bike with were quite decent on dry, muddy terrain, but you’ll want something more off-road appropriate to properly exploit the bike. While the KLX is designed to look like one of Kawasaki’s angry KX motocross racers, it’s actually quite a gentle thing. The non-adjustable suspension is absorptive and can take in some pretty big hits, but it’s also on the soft side, which makes it easier for less-skilled riders to read the terrain underneath. The braking works well off-road, and you can deactivate the ABS (front and rear) with the push of a button. What I also like is that, despite this being a relatively small bike in Kawasaki’s off-road line-up, it’s still a physically large machine and will fit bigger riders as well.

By definition, this is a simple, lightweight motorcycle, so don’t expect much in the way of features. That being said, it’s not all bad. It gets a good-looking LED headlamp and a clean LCD that includes ‘luxuries’ like a clock, a fuel gauge, and even Bluetooth compatibility. Jokes aside, the only thing some folks might miss in the display is a gear position indicator.

Kawasaki KLX230 verdict and expected price

To sum up, I am not as good an off-road rider as I’d like to be, and this is exactly the sort of bike I’d like to spend some time on in the process of getting better. The fact that Kawasaki is going through the pains of bringing this bike to our market alone deserves your appreciation. However, if you’ve been following our news on this bike over the past few months, you’ll have noticed that we reported Kawasaki was working on localising the KLX for our market and that its target price would be around Rs 2 lakh, which would make it a fantastic rival to the Hero Xpulse. 

However, the localisation process is still underway, and Kawasaki has decided to bring the bike here as a CKD import for the time being. That means the price will not be as tempting as we hoped, at least not at the start. We were given to understand at the launch event that a price between Rs 2.5 lakh and Rs 3 lakh, ex-showroom, is fair to expect, which is not bad but not great either. We’ll know for sure when Kawasaki formally reveals the price at the India Bike Week in early December.

There are two ways to look at this. The first is that it means the KLX will cost very close to the likes of the Himalayan 450, which will undoubtedly be a turn-off for many. The other perspective is that you’ll finally be able to get your hands on a road-legal, quality Japanese dual-sport for a realistic sum of money, and that will undoubtedly be music to some ears.

With the way things currently stand, I believe that this bike will find takers, even if it will be quite niche. However, I also believe that Kawasaki would find more success if they brought in the KLX 230 S as well, which is essentially the same motorcycle with reduced suspension travel and a more palatable 845mm seat height.

Nevertheless, what’s without doubt is that we’re lucky to finally have the option of a bike like this, and I’m looking forward to spending more time with it.

Also See: Kawasaki KLX230 video review

Hero’s Xpulse 200 4V has been updated, and it’s offered in two variants: Standard and Pro. As the name suggests, the Pro is essentially the erstwhile Rally Edition, and it’s the more extreme version of an already capable off-road motorcycle. It is also available with a set of optional Maxxisknobbies that you see on our test bike. Hero has given the Xpulse 200 4V Pro some new features this year, and I took this motorcycle out in its natural habitat to find out what it’s like.

Hero has made some noticeable changes to the 2024 Xpulse range, which includes new reinforced knuckle guards, new switchgear, revised footpeg position, a new projector LED headlamp, a USB charging socket and ABS modes. The all-new headlamp is significantly brighter and incorporates an all-new Daytime Running Lamp design, making the Xpulse appear slightly more upmarket.

Unique to the Xpulse Pro is a new rally-styled windshield that is 60mm taller than before. The rally visor deflects wind well on the road. All in all, the new changes are a welcome addition and will improve the overall usability of this motorcycle. As before, the Pro variant towers over everything else on the road and stands tall while looking purposeful. Its size is deceptive, and many onlookers assume it is a motorcycle with a much larger capacity.

The Xpulse continues to be powered by a 199cc, oil-cooled motor that produces 19hp at 8,500rpm and 17.35Nm at 6,500rpm. What has improved is that with its OBD2 update, the engine now needs to be serviced every 6,000km instead of the 3,000km. Due to its easy power delivery, this motor continues to perform adequately, and is a boon to use for inexperienced off-road riders. At 161kg, the Pro variant is only 2kg heavier than its standard counterpart, which isn’t too bad given all the added hardware.

While the knobby tyres provided excellent grip, the engine lacked the power to overcome it. So sliding this motorcycle was not as easy as it is on ADVs that sit in a higher segment. What helps its case is that you will never find yourself running out of grip, and the Xpulse Pro keeps its cool even when climbing up sections with loose surfaces. While I still wish for more power, I have also come to enjoy its underpowered and calm nature on such tricky trails.

The Xpulse Pro is a challenge to ride on the tarmac if you choose the Maxxistyres – they are road legal, but are also zero-compromise knobbies built for off-road. Grip itself is fine, but the tyres feel scary when the bike is leaned over and they also make a loud, constant droning noise. The tyres also get unsettled over road irregularities and expansion joints can change the bike’s course at any given moment. On the normal Ceats, the bike would be much nicer, but you’ll still need to live with the very tall seat height – we’ll get back to that.

However, when they hit the dirt, these tyres come into their elements and provide an incredible amount of grip. Compression and rebound damping can be dialled in on the adjustable fork, and the owner’s manual has multiple setting recommendations for various riding situations and these settings are a good starting point from where you can tweak the set-up to your liking.
My biggest challenge was the 891mm seat height, which can take getting used to and initially be a little daunting. Mind you, this is with the stock seat and going for the optional rally style bench seat will take that number above 920mm.

The added height makes the motorcycle feel sluggish and more top-heavy, and this is where the humble engine’s limits become more apparent. However, in time, I’ve gradually gotten more comfortable with its size, and wrestling it off-road has become easier as you go. What has helped is the new footpeg positioning along with the handlebar risers that allow riders to get a better grip and find a more suitable position while standing.

Hero’s Xpulse 200 4V is a competent machine, and the Pro variant makes it even more unstoppable. That being said, it takes a certain skill level to get the most out of this bike. The suspension is best suited for high-speed off-roading. Shorter, or lesser skilled riders might be better off with the standard Xpulse for slower-speed trails. Either way, the updated features do a great job of uplifting the overall experience.

It is worth noting that all of the above-mentioned additions have come at a mild price bump of Rs 3,000, which sounds like a sweet deal. All in all, the Xpulse 200 4V Pro is an excellent alternative to the standard variant and costs Rs 8,000 more, which, given its credentials, sounds too good to be true. The Pro variant is an easy recommendation for anyone skilled enough to dive deeper into the off-road genre of motorcycling.

Also see: 2024 Yezdi Adventure review: Incremental changes
 

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

The bike you see here is emissions-compliant, ABS-enabled, and saree guard-equipped, which means it can be registered for road use in our country. That’s a big deal because no Japanese manufacturer has yet attempted to sell one of its road-legal dual sport motorcycles in India, and for that reason alone, Kawasaki deserves your praise. But does it also deserve your money? And how much should you be willing to spend on this motorcycle? 

Kawasaki KLX230 design, underpinnings, seat height

What goes in the KLX’s favour is that it’s the real deal. This is a proper, purpose-built dual-sport motorcycle with a perimeter chassis, 21-inch/18-inch wheels, and exactly the sort of uncompromising ergonomics and bodywork you’d want to see. Long-travel suspension with 240mm/250mm of front/rear travel and 265mm of ground clearance are impressive numbers that make for a wonderful pairing with a low 139kg kerb weight.

With an authentic dirt bike form factor must come a tall seat, and the KLX’s stands at a towering 880mm. That’s a frightful number for a market that’s deeply sensitive to tall seats, but bear in mind that this bike is much slimmer than your regular motorcycle, which makes reaching the ground a little easier than the number suggests. Some of my colleagues, who were about 5’7” tall, found themselves on tip-toes but able to manage.

Another side effect of the slim proportions is a tiny 7.6-litre fuel tank, but the KLX’s mellow engine should help stretch the fuel range decently far. The simple air-cooled, 2-valve, 233cc single-cylinder motor sends a humble 18.1hp and 18.3Nm to the rear wheel via a 6-speed gearbox.

Those numbers may sound quite underwhelming, but in an off-road scenario, the performance is more than enough to keep you engaged without being intimidating. First gear is very short, and I found myself in second and third most of the time. A small dab of the light clutch lever gives you a decent kick of power if you need to raise the front wheel over a crest, and there’s enough juice to slide the rear wheel around in the first few gears as well. At the same time, the power also felt completely trustworthy, with no threats of the bike snapping out of control. This is just the sort of performance that a newer off-road rider would enjoy on their journey towards becoming more skilled.

Kawasaki KLX230 off-road ability

Unfortunately, we didn’t get to try the KLX out on the road, so how it functions as a street bike remains to be seen, but a few safe assumptions can be made. The first is that it won’t be very comfortable for long durations with that thin seat, and the engine probably isn’t geared for easy high-speed cruising either. That being said, the motor feels impressively refined, even when hammering it at redlining speeds off-road.

The MRF tyres that Kawasaki India has equipped this bike with were quite decent on dry, muddy terrain, but you’ll want something more off-road appropriate to properly exploit the bike. While the KLX is designed to look like one of Kawasaki’s angry KX motocross racers, it’s actually quite a gentle thing. The non-adjustable suspension is absorptive and can take in some pretty big hits, but it’s also on the soft side, which makes it easier for less-skilled riders to read the terrain underneath. The braking works well off-road, and you can deactivate the ABS (front and rear) with the push of a button. What I also like is that, despite this being a relatively small bike in Kawasaki’s off-road line-up, it’s still a physically large machine and will fit bigger riders as well.

By definition, this is a simple, lightweight motorcycle, so don’t expect much in the way of features. That being said, it’s not all bad. It gets a good-looking LED headlamp and a clean LCD that includes ‘luxuries’ like a clock, a fuel gauge, and even Bluetooth compatibility. Jokes aside, the only thing some folks might miss in the display is a gear position indicator.

Kawasaki KLX230 verdict and expected price

To sum up, I am not as good an off-road rider as I’d like to be, and this is exactly the sort of bike I’d like to spend some time on in the process of getting better. The fact that Kawasaki is going through the pains of bringing this bike to our market alone deserves your appreciation. However, if you’ve been following our news on this bike over the past few months, you’ll have noticed that we reported Kawasaki was working on localising the KLX for our market and that its target price would be around Rs 2 lakh, which would make it a fantastic rival to the Hero Xpulse. 

However, the localisation process is still underway, and Kawasaki has decided to bring the bike here as a CKD import for the time being. That means the price will not be as tempting as we hoped, at least not at the start. We were given to understand at the launch event that a price between Rs 2.5 lakh and Rs 3 lakh, ex-showroom, is fair to expect, which is not bad but not great either. We’ll know for sure when Kawasaki formally reveals the price at the India Bike Week in early December.

There are two ways to look at this. The first is that it means the KLX will cost very close to the likes of the Himalayan 450, which will undoubtedly be a turn-off for many. The other perspective is that you’ll finally be able to get your hands on a road-legal, quality Japanese dual-sport for a realistic sum of money, and that will undoubtedly be music to some ears.

With the way things currently stand, I believe that this bike will find takers, even if it will be quite niche. However, I also believe that Kawasaki would find more success if they brought in the KLX 230 S as well, which is essentially the same motorcycle with reduced suspension travel and a more palatable 845mm seat height.

Nevertheless, what’s without doubt is that we’re lucky to finally have the option of a bike like this, and I’m looking forward to spending more time with it.

Also See: Kawasaki KLX230 video review

Also See: Kawasaki KLX230 review: Dream come true?

Hero’s Xpulse 200 4V has been updated, and it’s offered in two variants: Standard and Pro. As the name suggests, the Pro is essentially the erstwhile Rally Edition, and it’s the more extreme version of an already capable off-road motorcycle. It is also available with a set of optional Maxxisknobbies that you see on our test bike. Hero has given the Xpulse 200 4V Pro some new features this year, and I took this motorcycle out in its natural habitat to find out what it’s like.

Hero has made some noticeable changes to the 2024 Xpulse range, which includes new reinforced knuckle guards, new switchgear, revised footpeg position, a new projector LED headlamp, a USB charging socket and ABS modes. The all-new headlamp is significantly brighter and incorporates an all-new Daytime Running Lamp design, making the Xpulse appear slightly more upmarket.

Unique to the Xpulse Pro is a new rally-styled windshield that is 60mm taller than before. The rally visor deflects wind well on the road. All in all, the new changes are a welcome addition and will improve the overall usability of this motorcycle. As before, the Pro variant towers over everything else on the road and stands tall while looking purposeful. Its size is deceptive, and many onlookers assume it is a motorcycle with a much larger capacity.

The Xpulse continues to be powered by a 199cc, oil-cooled motor that produces 19hp at 8,500rpm and 17.35Nm at 6,500rpm. What has improved is that with its OBD2 update, the engine now needs to be serviced every 6,000km instead of the 3,000km. Due to its easy power delivery, this motor continues to perform adequately, and is a boon to use for inexperienced off-road riders. At 161kg, the Pro variant is only 2kg heavier than its standard counterpart, which isn’t too bad given all the added hardware.

While the knobby tyres provided excellent grip, the engine lacked the power to overcome it. So sliding this motorcycle was not as easy as it is on ADVs that sit in a higher segment. What helps its case is that you will never find yourself running out of grip, and the Xpulse Pro keeps its cool even when climbing up sections with loose surfaces. While I still wish for more power, I have also come to enjoy its underpowered and calm nature on such tricky trails.

The Xpulse Pro is a challenge to ride on the tarmac if you choose the Maxxistyres – they are road legal, but are also zero-compromise knobbies built for off-road. Grip itself is fine, but the tyres feel scary when the bike is leaned over and they also make a loud, constant droning noise. The tyres also get unsettled over road irregularities and expansion joints can change the bike’s course at any given moment. On the normal Ceats, the bike would be much nicer, but you’ll still need to live with the very tall seat height – we’ll get back to that.

However, when they hit the dirt, these tyres come into their elements and provide an incredible amount of grip. Compression and rebound damping can be dialled in on the adjustable fork, and the owner’s manual has multiple setting recommendations for various riding situations and these settings are a good starting point from where you can tweak the set-up to your liking.
My biggest challenge was the 891mm seat height, which can take getting used to and initially be a little daunting. Mind you, this is with the stock seat and going for the optional rally style bench seat will take that number above 920mm.

The added height makes the motorcycle feel sluggish and more top-heavy, and this is where the humble engine’s limits become more apparent. However, in time, I’ve gradually gotten more comfortable with its size, and wrestling it off-road has become easier as you go. What has helped is the new footpeg positioning along with the handlebar risers that allow riders to get a better grip and find a more suitable position while standing.

Hero’s Xpulse 200 4V is a competent machine, and the Pro variant makes it even more unstoppable. That being said, it takes a certain skill level to get the most out of this bike. The suspension is best suited for high-speed off-roading. Shorter, or lesser skilled riders might be better off with the standard Xpulse for slower-speed trails. Either way, the updated features do a great job of uplifting the overall experience.

It is worth noting that all of the above-mentioned additions have come at a mild price bump of Rs 3,000, which sounds like a sweet deal. All in all, the Xpulse 200 4V Pro is an excellent alternative to the standard variant and costs Rs 8,000 more, which, given its credentials, sounds too good to be true. The Pro variant is an easy recommendation for anyone skilled enough to dive deeper into the off-road genre of motorcycling.

Also see: 2024 Yezdi Adventure review: Incremental changes
 

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

EICMA 2024 was packed to the gills with new products showcased by a number of major manufacturers. Here are all the important models that were shown there and will be coming to India.

Aprilia

When Aprilia came out with the RS 457 last year, it was only a matter of time before the Tuono 457 came out. This year, Aprilia finally revealed the small twin-cylinder Tuono and it is what we expected it to be, an upright RS 457. Where Aprilia has diverted from its own recipe, is in the fact that the Tuono 457’s headlight is different from the RS. We expect the Tuono 457 to come to India sometime early next year and it will be made at Aprilia’s Baramati plant. Expect it to be priced a little lower than the RS 457, which is currently priced at Rs 4.10 lakh.

Aprilia also showcased its big bike line-up with the new Tuareg Rally as well as updating the Tuono 660, RS 660, Tuono V4 and RSV4 models for 2025. We expect these bikes to be launched in India come next year.

Also See: Aprilia Tuono 457 breaks cover at EICMA 2024

BMW

The Concept F 450 GS from BMW previews a new road-legal ADV from the Bavarian brand, with the production version slated to arrive in 2025. This is widely expected to be the second engine-platform that the TVS-BMW partnership yields. As such, we can expect competitive pricing due to local manufacturing when the BMW F 450 GS goes from concept to reality. After the adventure-tourer, a roadster and even a sportbike could join both brands’ line-up.

Also See: BMW Concept F 450 GS previews future small-capacity ADV

Ducati

The first models to be powered by Ducati’s new liquid-cooled, 890cc, 90-degree, V-twin are the 2025 Panigale V2 and Streetfighter V2. At 120hp, peak power has gone down significantly from the 150+hp that the Superquadro-powered bikes make; these new V2 bikes are also substantially lighter. Styling changes, on the other hand, are evolutionary not revolutionary and we expect these new models to be launched in India sometime in 2025.

Also See: New Ducati Panigale V2, Streetfighter V2 revealed at EICMA 2024

Hero

Hero showed four new models at EICMA, three ICE bikes and one electric scooter. Arguably, the most exciting of the lot is the Xpulse 210, which uses the Karizma XMR’s motor and repurposes it into an adventure bike. Hero also debuted a new 250cc motor which will power two bikes – the Xtreme 250R and the Karizma XMR 250. All three bikes are expected to come to India next year.

Hero also showcased a new electric scooter called the Vida Z, with which it will lead its charge into the European market. 

Also See: Hero Xpulse 210 revealed at EICMA 2024

Honda

Honda also showcased a new electric scooter called the CUV e:, which will go into production next year. The CUV e: has two removable batteries and a range of ‘over 70km’. It remains to be seen if this model comes to India or its architecture is adapted for the Indian electric scooter from Big Red.

Alongside the CUV, Honda also updated the Transalp XL750 and Hornet CB750 models with a new front design, revised suspension damping settings and a couple of new colours. Since the Transalp is already sold here, we expect this updated model to come to India soon enough. 

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

KTM

The 390 Adventure R, 390 Enduro R and 390 SMC R were all shown at EICMA and are made by Bajaj. We expect at least the Adventure to be launched in India, if not all three. KTM recently overhauled its entire big bike line-up with new additions to both the 990 and 1390 families, and it is also working on getting its big bikes to India, so expect some of the premium Austrian bikes to come, too.

Also See: KTM 390 Adventure R, 390 Enduro R image gallery

Royal Enfield

Royal Enfield recently launched the Bear 650. It also showed the new Classic 650 Twin at the show, with an India launch expected in February 2025. Alongside its petrol models, the company also debuted its new EV brand, called Flying Flea, which showcased the C6 electric bike.

Also See: Royal Enfield Classic 650 Twin review: All-Time Classic?

Which of these bikes are you most excited about? Let us know in the comments section below.

Also see: 

Audi RS3 facelift revealed

Exactly 25 years ago, in September 1999, Autocar India started its innings with the new Ford Ikon on the cover. A world exclusive, the story showcased Ford’s new sedan for India, powered by the powerful and responsive 1.6-litre Rocam engine. The car was a delight to drive, the engine was super responsive, and this set the tone for the future of Ford in India. The even bigger story, though, was that this was Ford’s first new car after the Mahindra-Ford JV had been dissolved.

Fast forward 25 years and Ford India is set to make a comeback after its planned Mahindra alliance was aborted. Talk about history repeating itself. And the Ford that is likely to go on sale first is the 2024 Everest. Previously known as the Endeavour in India, Ford’s new Everest is an SUV that is much missed here. A more sophisticated rival to Toyota’s Fortuner, Ford’s big SUV always rode better, drove better and was more luxurious and comfortable inside.

The plan

Now, with the closest place we could get our hands on Ford’s Everest being Nepal, and Ford almost certain to retain the Everest name in India (for the first time), we just had to try and drive the Everest up to where we could see Mt Everest. You can catch a glimpse of the famous mountain from the top of a hill not too far from Kathmandu, called Nagarkot. Getting to Nagarkot, however, involves a long ascent where you climb almost a kilometre, and once up, there’s no guarantee we’ll be able to see Sagarmatha or ‘head of the sky’ as Mt Everest is called in Nepali. The mountain is around 110km away and appears as a small peak between two closer (so ‘taller’ looking) peaks. And that’s not it; with monsoon clouds bouncing off the high Himalayas and collecting at their base at this time of  year, we’ll need a gap in the high clouds to see it. 

Familiar but different

Nepal initially feels very familiar. There are plenty of Tatas, Mahindras and Marutis present and the drivers in Nepal seem to have graduated from the same driving schools as drivers in India. Bikes slip though every gap, drivers here practice the same ‘cut, thrust and parry’ and not even monks practice defensive driving. 

Coming face to face with the new Everest at the Go Ford dealership gives me some succour. It looks even more imposing and larger. And around the side, it gives me the impression of being larger than even the Endeavour we had in India. Marginally longer and built on a 40mm longer wheelbase, the real reason it looks bigger, however, is that this big body-on-frame SUV is now even more block like.

The nose is wider and more square and the ‘C’-shaped LEDs that frame the headlight clusters accentuate the width. The flat bonnet is also full of cuts and creases, the chrome bars that flank the Ford logo give the bluff cowl a modern look and what also adds muscle are the mildly flared fenders. In profile, the big 20-inch wheels help give this big SUV a solid, planted look, and I really like the ‘tough’ two-tone design of the alloys. The bi-turbo badge below the fender tells us this diesel has two turbos placed in series. Go back further and the widened rear fenders help give the Everest a nice wide stance from the rear as well. The cabin isn’t too tall, it’s nicely tucked in from the lower body and what really catches my eye are the clear tail-lights that light up bright red. I even like the manner in which the word Everest has been boldly emblazoned across the rear. 

Endeavour, expidition

It’s afternoon by the time we leave Kathmandu. The traffic hasn’t gotten any better and slipping this massive supertanker into the stream of traffic proves to be tricky. The arterial roads we initially traverse are narrow and full of parked vehicles, so I really have to inch forward carefully. Visibility from the driver’s seat is good, and the light and very accurate steering makes it easy to place the Everest; important in a vehicle of this bulk. The steering doesn’t quite seem to have the heft of the earlier Endeavour, but the Everest’s steering is quicker at low speeds. That, along with the relative lack of effort to twirl it, sort of makes this bulky SUV feel a bit easier to manage. 

As we leave the confines of the city and get onto faster roads, I notice that the ride is very comfortable. It isn’t just the bump absorption, that SUVs like this one normally ace it’s also the refinement, the flat ride and the relative lack of secondary movement associated with a body-on-frame SUV like this. Ride isn’t pillow soft, but the manner in which the Everest absorbs a section of bad road – silently, smoothly and without any hint of heave-ho – makes it both comfortable to sit in and effortless to drive. I just don’t need to slow down unless the holes are particularly large and deep. And the Everest also feels very stable at speed. It even feels more planted the faster you go; Ford’s big boy really does give you plenty of confidence to press on.

The climb

Once we turn off for Nagarkot, we transition onto some wide ghat roads that sweep around in a nice flow. Leading us ever upwards, the wide sweepers are well paved for the most part. Since there’s practically no traffic, I can really enjoy the drive up. The big takeaway here is that the Everest feels light on its feet and ever ready to change direction. 

And it isn’t just the quick steering, it’s a combination of factors. One key contributor has to be Ford’s superb body control and poise. Almost always comfortable in a corner, it feels well balanced and ever willing to alter its line. This is a clear step up on the last-gen Endeavour sold in our market and the confidence it delivers from behind the wheel means you always feel relaxed and enjoy going quicker. Wish the brakes had more bite though. The only time you ‘feel’ the weight of the Everest is when you have to get relatively hard on the brakes. More initial bite and better pedal feel needed here for sure.  

Half way through our one kilometre or so climb, we run into what feels like a mini cloudburst. Rivulets of water stream down the ghats and we have to clamber over some small rocks that have run down along with the water and silt. The Everest just takes everything in its stride, casually hopping over everything. 

As we carry on our way up the mountain, now looking down on the weather below, what I also realise is that the bi-turbo engine contributes significantly to the Everest’s  effortless nature. Incidentally, the engine’s still made in India, and it’s smooth, refined and always on the boil. Refinement, in fact, is so good, it feels like a new generation of engine. And what I especially like is how quickly it responds to a tap on the throttle. With 210hp and 500Nm of torque, it clearly can deliver the goods at higher engine speeds. And here, too, there is no hesitation. There are no flat spots and no surges over practically the entire rev range. And that’s despite the engine being driven by a pair of turbos in sequence; something that’s difficult to do. Not sure how seamlessly this engine will transition from its current EU IV state of tune to our BS VI equivalent, though.

Even the 10-speed automatic gearbox feels more responsive and intuitive. It still shifts up too early when you lift off the throttle to cruise and only comes a gear down, instead of two, when you tap the throttle. Still, the gearbox works better with this bi-turbo engine as the small turbo spins easily providing sufficient boost at low engine speeds. What irks is that there are no paddles on the steering wheel, only fiddly plus and minus buttons on the gear lever; odd on an otherwise well-specified SUV. What’s cool, however, is how the electrically driven gear selector returns on its own to P if you open the door or even switch the car off in D; remember to try it.  

Looking out, looking in

We only reach the top of Nagarkot at sundown. Our weather app says there should be a small window the next morning, especially when it comes to medium clouds, and that’s just what we are hoping for.

The next morning, though, it all seems pointless – we are enveloped in cloud. So we begin to shoot the exterior; details, highlights and some bits inside the cabin that are well lit. Then, just as we are about to give up hope, a sliver of light opens out, with the gap getting larger every minute. Soon, we can see many peaks close to us and some of the high Himalayas in the distance. We quickly look in the direction of the Everest using our GPS and train our cameras on the dark peak; it’s often the one with the least snow on it because of the high winds. But now, the clouds are back – in batches – drawing a veil of white over the range on and off. Clouds bubbling up from below as the earth heats up. More gaps open later and we see what we think is the Everest.

But the clouds cover it again, and with nothing to do but wait, I decide to take a closer look at the cabin. There’s loads to like here and my attention is initially drawn to how it feels like there’s a bit more space inside. This Everest feels wider and there appears to be more driver space. This version also gets powered and cooled front seats that are big and comfortable even on long drives. 

What I am drawn to next is the 12-inch Tesla-like screen with its portrait orientation and sharp details. Apple CarPlay works nicely here and what’s neat is that you can scale up Apple CarPlay at the touch of a button. The screen runs Ford’s Sync 4A software and what’s also Tesla-like here is that you get a digital sketchpad; for when you are waiting and the kids are bored. It’s only software, so why not. You also get a 360-degree camera and, as earlier, a valet mode.

The Everest also gets a full suite of ADAS functions, with pre-collision assist and automatic emergency braking. The version we are driving has 4X2, 4X4 and 4-low modes, accessible via a dial. In addition, you can select various off-road modes: tow (which is new), slippery, mud and ruts, and sand. Do this and the display even pops up and tells you how the four-wheel-drive system is being optimised with locking diffs, à la Range Rover.

The touchscreen has fan and temperature controls, but there is also a set of physical air-con control knobs and buttons.

Narrow door pockets apart, storage and stowage are also decent. The square elbow box is huge, the twin gloveboxes manage a good amount of room between them and there are full-sized cup holders and a tray to keep knick knacks below the central console. The black on black dash, however, looks more utilitarian than upmarket, and plastic quality in and around the central console is only ordinary. Ford will certainly need a more upmarket version of the Everest for the Indian market. And while the digital instrument panel proffers up some great graphics, the ‘digital’ tachometer and small temperature, fuel and oil pressure gauges on the instrument panel need to be more legible. Come on Ford, this is easy.

Space in the second row of the Everest is also improved. Legroom and even headroom are more than sufficient, and as the cabin is wider, there seems to be more space in general. The seat is set a bit low, so the seating position is a bit knees-up. You can, however, slide the second-row bench forwards or back and the backrest can be reclined as well. You also get a blower control in the back as well as a regular plug point, so you can charge or power even laptops.

There’s also a bit more room in the third row, especially after optimising and adjusting the space used for the first and second row. Getting in isn’t easy, but once you are in, short journeys are sort of manageable. 

What the Everest also gets, even three rows up, is a fair amount of boot space. You can stack around four pieces of hand baggage in the back or even two big bags. The third row seats can be folded electrically (up and down) for more space.

Up where it belongs

Ford’s new Everest is a full-size SUV that ticks almost every single checkbox. And it is a long list. Big, bold, spacious, comfortable and well-equipped, the new Everest is a large-sized body-on-frame SUV that delivers a solid build, real off-road ability and is practical. It is also refined, sophisticated, easy, effortless and enjoyable to drive. It drives so well, in fact, that it feels like it’s built on a monocoque chassis. 

Then there’s the bi-turbo diesel, which is smooth, punchy and responsive. You do miss having paddle shifters, and Ford needs to look at a more upmarket version of the Everest, with a higher quality dash (in particular). But, be in no doubt Ford, when you eventually decide to make a return, this is the SUV to do it with. 

FORD’S COMEBACK

When will Ford return to India? This is a question that is difficult to answer. What we can tell you, however, is that Ford has held on to its plant in Chennai and is currently working on a plan to make a comeback. And from what we hear, the Everest is part of that plan. Ford is likely to assemble the car here in India, just as it did earlier, and it is also likely to use the Sanand-made diesel engine. There’s even a bi-turbo 3.0 V6 diesel that makes 250hp and 600Nm of torque if Ford wants to get the Everest in as an import, and that sure will get the attention of SUV lovers.

Also see:

Bill Ford pays tribute to Ratan Tata, clarifies 'Detroit meeting' stories

Ford confirms restart of manufacturing in India

Ford Everest Tremor with off-road upgrades revealed

Also See:

Mercedes-Benz E-Class vs BMW 5 Series comparison video

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

Also see: 

Audi RS Q8 Performance revealed with 640hp

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

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

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

Maruti Suzuki Dzire exterior style

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

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

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

Maruti Suzuki Dzire interior style, space and comfort

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

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

Maruti Suzuki Dzire features and safety

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

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

Maruti Suzuki Dzire engine and performance

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

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

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

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

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

Maruti Suzuki Dzire ride and handling

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

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

Maruti Suzuki Dzire price and verdict

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

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

Also see:

New Maruti Dzire video review 

Also see: 

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

New Maruti Dzire launched at Rs 6.79 lakh

New Maruti Dzire CNG fuel efficiency revealed

Ola Electric will begin delivering its Gen 3 platform-based electric scooters by January 2025 instead of the previously expected time frame of mid-March to April 2025.

1. New motor architecture promises more torque
2. Gen 3 platform will bring in new S2, S3 models
3. S3 will have maxi-scooters, premium offerings 

Gen 3 Ola Electric platform details

Ola is speeding up the introduction of new models to cater to both mass and premium category customers as two-wheeler adoption has increased from 16.1 percent in June 2024 to 21.4 percent in September 2024. This is particularly true when it comes to Rs 1 lakh mass-market scooters in Uttar Pradesh, Rajasthan, Karnataka and Maharashtra.

In a regulatory filing following the Q2 FY25 results investor call, Ola Electric said that it will begin delivering S1 Gen 3 products in January next year, ahead of schedule.

Ola had previously said that as a part of its Gen 3 architecture, it will introduce five additional scooters, expanding its range beyond the existing S1 series with the introduction of two new sub-brands, S2 and S3.

The S2 brand will introduce three models: a City model for urban commuting, a Tourer for longer distances, and a sports model for performance enthusiasts. The S3 sub-brand plans to target the premium segment with two maxi-scooters, the Grand Adventure and Grand Tourer, which will prioritise luxury and performance.

The Gen 3 model would include an integrated battery, magnetless motor, and electronics within the chassis, Ola said. Compared to previous models, this novel design is expected to improve performance by 26 percent and reduce costs by over 20 percent.

Magnetless motors use magnetised electrical coils instead of permanent magnets, resulting in greater torque. According to a senior company official, the Gen 3 platform, which is part of Ola's vertical integration strategy, is expected to be scalable and use 4,860 lithium-ion cells manufactured at its Gigafactory in Tamil Nadu by the first quarter of FY26.

Ola Electric has a share of around 30 percent in the electric two-wheeler market, and plans to expand its distribution network to 2,000 stores by March 2025, up from 782 currently. The company further plans to expand its product offering with the Roadster series of electric motorcycles, with deliveries beginning in Q4 FY2025.

Ola also intends to introduce 20 new products, with at least one new product being introduced quarterly, it said in a regulatory filing. Ola’s electric scooters currently start from Rs 75,000 (ex-showroom, India).

The company admitted to having capacity issues at its service centres, and added that it has cleared a majority of the backlog with approximately 80 percent of service requests now handled “within a single day.”

To improve service delivery, the company launched the 'Network Partner Programme' in September, which now has over 1,000 partners. By the end of 2025, Ola Electric intends to expand its network to 10,000 sales and service partners.

“The Network Partner Programme will enhance the benefits of our direct-to-consumer (D2C) network, thereby increasing EV penetration in India. It requires low capital investment from partners and can be rapidly scaled,” an official from the company noted.

Also See: Ola retains market lead in October EV sales

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

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

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

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

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

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

Before the end of November, Royal Enfield will launch the Goan Classic 350, its fifth product on the J-series engine platform, following the Meteor, Classic, Hunter, and Bullet. The Goan Classic will be a funky-looking bobber-style motorcycle that will share most of its fundamentals with the Classic 350.

1. Riding position will be different from Classic 350’s
2. Will use the same engine as the other RE 350s
3. Could be the most expensive 350cc RE upon launch

Royal Enfield Goan Classic 350: details

Since the Goan Classic will use the same 349cc single-cylinder engine as the rest of the RE 350s, its peak output will most likely stand at 20hp and 27Nm of torque. Even the Goan Classic’s main frame is likely to be the same as the Classic 350. The differences are likely to be in the styling, paint options, and riding position. 

Also See: Royal Enfield Classic 650 Twin review: All-Time Classic?

F1 has announced a new 2025 season launch event where all 10 teams will unveil their livery on February 18, marking the start of the championship’s 75th anniversary year. Tickets will be available for fans to attend the event, which will be held at London’s The O2.

1. F1 2025 launch event tickets go on sale on November 15
2. All 20 drivers will be present

F1 2025 season launch tickets, livestream

All 10 F1 teams will be unveiling their 2025 season liveries at the event. An official statement shared by F1 says the event will also feature interviews with key figures from the sport – including the drivers and team principals – as well as entertainment segments and special guest presenters.

The event will take place on February 18 from 8pm-10pm GMT (1:30am-3:30am IST) and ticket prices range from £58 to £113 (around Rs 6,200-12,000). Tickets go on sale on Friday, November 15.

For fans who can’t attend the event in person, there will also be a livestream. Further details on this will be revealed in the coming weeks.

“For the first time we will bring together our fans, all 20 superstars of our sport and some very special guests to officially kick off our new season and mark our 75th year of racing,” said Stefano Domenicali, president and CEO of Formula 1.

“With 2025 set to be a classic season following all the drama so far for 2024, this is a fantastic opportunity for fans of all ages to experience up-close the incredible entertainment spectacle that is Formula 1.”

Will teams show their real cars?

It is very unlikely that teams will showcase their final 2025 contenders at the event.

2025 F1 pre-season testing will take place from February 26-28 in Bahrain. Given that most teams will not want to give away any major secrets ahead of this, we can expect the launch event to largely feature show cars simply sporting the new liveries. But this has already been the case for several years now, with majority of the teams opting to share cleverly concealed renders or displaying show cars during their individual launch events.

What about traditional F1 launches?

This replaces the standard pre-season build-up where teams usually hold their own launch events across several weeks. However, F1 hasn’t confirmed whether this will be a permanent addition. For now, it’s simply been billed as a special event to celebrate the championship’s 75th anniversary.

Also see:

F1 2024: Verstappen wins Brazil GP from P17 on grid

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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

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

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

While it may not be deemed fit for hard-core bikers and offroading, it does come across as a strong contender for regular commutes