(Telecompaper) E& has formed a partnership with African digital backbone provider WIOCC to boost the growth of the hyperscaler sector in Africa and strengthen its presence on the continent...

(Telecompaper) South Africa's managed services provider, Reflex, has joined forces with Open Access Data Centres (OADC) to drive the Artificial Intelligence...

(Telecompaper) The Internet Corporation for Assigned Names and Numbers (ICANN) has signed a Memorandum of Understanding (MoU) with Smart Africa to enhance internet governance capacity development across Africa...

Tempur-Pedic Luxe Breeze is one of the most premium options out there, but is it the right one for you? Here's everything you should know before hitting the buy button.

When you're a couple with varying sleep preferences, finding the perfect bed for you can be tough. So, will the Saatva Classic work for both of us? We tried it for 30 nights to find out.

Are you suffering from chronic back or joint pain? The Saatva Rx Mattress -- a premium pillow-top bed -- might offer an effective zonal solution. Here's more about it.

This fiber provider faces coming changes, so enjoy Frontier's fast speeds, low pricing and simple service terms while you can.

Enjoy a huge $340 off this portable power source while this deal lasts.

It's not just you. Concert tickets have gone up -- a lot -- the last few years. Here are seven tips for saving money on them.

Can't settle on a security cam? Arlo's latest Essential camera does it all for under $100.

While this cable provider isn’t as well known as others, it still deserves some hype for its solid home broadband offerings. CNET has all the details.

Een drukke week voor Meta, met nieuwe AR/VR-producten op het Connect-evenement en een nieuwe escalatie van het 'fair share'-debat met de telecomwereld...

De drie grote Amerikaanse hyperscalers, Amazon, Microsoft en Google, lijken een wapenwedloop te voeren om hun netwerken wereldwijd uit te breiden. Zowel de cloud als specifiek de zware belasting van AI vraagt daarom. Het is een trend die vooral sinds begin dit jaar zichtbaar is...

Nog geen tekenen van een opleving in de markt voor netwerkapparatuur, op basis van de kwartaalresultaten van Ericsson en Nokia, terwijl Netflix wist te verrassen met een hogere omzet, zelfs met een seizoensgebonden vertraging in de klantengroei...

Moet een telecombedrijf uitbreiden buiten zijn thuismarkt? Deze vraag kwam vorige week in het nieuws nadat BCE een grote stap naar de VS aankondigde, terwijl BT en NTT gemengde resultaten lieten zien bij het opbouwen van een internationale business...

1. Ex-Warrior Klay Thompson awash in adoration in return to Chase Center  San Francisco Chronicle
2. Captain's hats, shimmy mark Klay's 'surreal' return  ESPN
3. ‘It was surreal’: Klay Thompson, Steph Curry reflect on epic homecoming for Warriors icon  East Bay Times
4. Emotional Klay Thompson gets cheers, heartfelt tribute in Bay Area return  NBA.com
5. Kurtenbach: ‘It’ll always be weird.’ What Klay Thompson’s return to the Bay really meant to him, the Warriors  The Mercury News

1. Android 15 QPR2 brings the newest Linux kernel to all tensor-powered phones and tablets  Android Police
2. Here’s everything new in Android 15 QPR2 Beta 1 [Gallery]  9to5Google
3. Your Google Pixel Phone's Newest Android 15 Beta Update Arrived  Droid Life
4. Google is preparing to bring back a beloved customization feature from Android 11  Android Authority
5. Android 15 QPR2 beta 1 release includes major upgrade for Tensor-powered Pixels  PhoneArena

1. Trump’s Cabinet: Here Are His Picks And Finalists For Key Roles—Mike Huckabee, Kristi Noem And More  Forbes
2. Once They Were Neocons. Now Trump’s Foreign Policy Picks Are All ‘America First.’  The New York Times
3. Trump's top team: who's who?  Hindustan Times
4. Tracking Trump’s Cabinet picks  POLITICO

1. GOP Rep. Valadao holds Central Valley, California, swing seat  POLITICO
2. Republican David Valadao wins re-election to US House in California's 22nd Congressional District  Fox News
3. Republican David Valadao secures California House wins  Newsweek

1. Democrat Dave Min keeps Katie Porter’s House seat blue  POLITICO
2. Democrat wins California House seat to replace Porter  The Hill
3. In California’s 47th congressional district, former Republican Assemblyman Scott Baugh concedes to Democrat Dave Min  The Mercury News

This report shows the spontaneous and assisted brand awareness of video services in the Netherlands during the August 2024. We also look at what is top of mind. Brand awareness is an important indicator of how successful existing and new brands are in their marketing. It is an essential first step in convincing consumers to take out a subscription. The following brands are included: Amazon Prime Video, AppleTV+, Discovery+, Disney+, ESPN, Film1, HBO Max, Kijk, Netflix, NLziet, NPO, Pathé Thuis, SkyShowtime, Viaplay, Videoland, YouTube, Ziggo Sport Totaal. 

This report provides insights into usage of customer service apps from telecom providers. We report on the service apps for the following brands: Ziggo, Vodafone, hollandsnieuwe, KPN, Simyo, Odido, Simpel and Ben. Data is from August 2024.

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

(Telecompaper) SmartCIC Group has announced the launch of its managed Low Earth Orbit (LEO) satellite service, which the company hopes to rapidly deploy across 30 countries. The company said the new offering provides secure, scalable, and cost-effective connectivity across remote and challenging locations with the need for a costly ground infrastructure...

(Telecompaper) Canadian vendor Vecima Networks has announced the successful completion of a first-phase linear ad insertion deployment for US fibre and IPTV carrier Hotwire Communications. The first phase introduces linear parity ad insertion, enabling zonal ad placements in IPTV streams. In the next phase,...

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

(Telecompaper) Thaicom saw its revenue from sales and services reach THB 614 million in the third quarter of 3024, which represents a decline from THB 638 million in the second quarter of 2024 and THB 623 million in the third quarter of 2023. This was mainly attributed to the revenue from satellite and related...

(Telecompaper) SpaceX's Starlink announced that its satellite internet service is now available in Chad, making it the latest African country to approve Starlink's low-Earth orbit (LEO) satellite internet services. Elon Musk announced on his X feed that Chad approved the licensing of Starlink on 11 November to...

(Telecompaper) MultiChoice Group says that revenue increased by 4 percent year on year to ZAR 25.4 billion on an organic basis in the six months to September thanks to disciplined inflationary pricing and revenue growth for new products. On a reported basis, revenues declined by 10 percent, hit by foreign...

(Telecompaper) MultiChoice says it will update its DStv Stream platform by letting viewers rewind live television channels by up to 24 hours and improving Watch from Start functionality and Cloud PVR Recordings, which it introduced on 12 November. The Cloud PVR Recording feature lets customers record live shows for viewing or re-watching within 30 days...

I love the mountains and discovering off-beat destinations and trails. I am looking for a sturdy and tough SUV that can take a solid beating in bad roads in remote areas. It doesn’t need to be 4x4, but it should have good ground clearance. The car will also be used as a daily driver. I was looking at the Tata Harrier and the Mahindra Thar Roxx. What would you suggest?

Adwait Kelkar, Pune

Autocar India says: The Harrier is a very comfortable SUV with a spacious cabin and a great ride. It has the edge over the Roxx when it comes to overall comfort. However, if you are looking for an SUV that will be driven on bad roads regularly, then the Roxx is a much better choice. The tough body-on-frame chassis and high ground clearance gives it a huge advantage over the Harrier, which doesn’t feel as robust in comparison. Also, the Roxx’s diesel engine is far superior to the Harrier’s gruff diesel, which is now showing its age. For town use, the Roxx’s ride is lumpy compared to the Harrier, but it’s not a deal breaker and can easily double up as an everyday car, too. To sum-up, the Roxx is tougher and better suited for the mountains.

Also see:

Thar Roxx vs Jimny vs Gurkha 5-Door comparison video

Mahindra Thar Roxx waiting period stretches up to mid-2026

Tata Harrier EV to get AWD terrain modes

I am confused between the Mahindra XUV700 and the Mahindra Thar Roxx. We’re a family of six, and I need a powerful vehicle with ADAS.

Kaustubh Satish, Bengaluru

Autocar India says: As a family car, the XUV700 is a better choice as it is more spacious than the Thar Roxx, especially since you have six family members. The XU700’s second row is wider than the Roxx, so sitting three abreast isn’t as comfortable on the latter. Also, the XUV700 has a third row, which the Roxx doesn’t, and this is crucial for accommodating the sixth passenger. The XUV700 is also more powerful than the Roxx and comes with ADAS. The Roxx is meant for adventure seekers who also want an everyday car, but for your requirements, the XUV700 is the better choice.

Also See:

Mahindra Thar Roxx review: An SUV that does it all?

Mahindra Thar Roxx video review

2021 Mahindra XUV700 review, test drive

2021 Mahindra XUV700 video review

I currently drive a BMW X5, and I’m looking to upgrade to the Mercedes-Benz EQS SUV or the Range Rover Sport. What would you recommend?

Suraj M, Gurugram

Autocar India says: If you mainly drive within the city with the odd weekend outing, the EQS SUV is a good choice. It’s smoother and faster, has a futuristic interior and is far more refined than the Range Rover Sport. If you are planning to do a lot of highway driving, then the RR Sport is better. It also has a better back seat and more legroom than the EQS SUV. 

Also See:

New Range Rover Sport video review

New Range Rover Sport review: More than just good looks

Mercedes EQS SUV review: High on EQ

Mercedes EQS SUV video review

Maruti Suzuki recently launched the new fourth-generation Dzire with prices ranging between Rs 6.79 lakh and Rs 10.14 lakh (ex-showroom, Delhi). It continues to be based on the Swift hatchback, shares the same platform and engine but sports a differentiated look. It even goes one up on the equipment front. The new Dzire is available in four trims – LXi, VXi, ZXi and ZXi+ – and we take a close look at all the features you get in each trim.

2024 Maruti Suzuki Dzire trims, variants explained

The Dzire is powered by the same Z12E engine as the Swift: 82hp, 112Nm, 3-cylinder naturally aspirated. It’s available with a 5-speed manual gearbox as standard on all four trims; the AMT is available on all but the base trim. The new Dzire also gets a CNG powertrain right from launch, available on the mid-spec VXi and ZXi trims. Coupled with a 5-speed manual gearbox, the Dzire produces 69.75hp and 101.8Nm in CNG spec.

The new Dzire’s ARAI-rated fuel efficiency figure is 24.79kpl in manual form and 25.71kpl in AMT guise. Meanwhile, in CNG spec, the Dzire returns a claimed efficiency of 33.73km/kg.

New Maruti Dzire variant-wise features

Maruti Dzire LXi: Rs 6.79 lakh

Powertrain: petrol-MT

• Projector halogen headlights
• LED tail-lights
• 14-inch steel wheels without covers
• Shark fin antenna
• Black and beige dual-tone interior
• Fabric seat upholstery
• Adjustable front seat headrests
• Analogue instrument cluster with MID (multi-information display)
• All four power windows
• Auto up/down for the driver-side window
• Keyless entry
• Manual AC
• Tilt-adjustable steering wheel
• Six airbags
• Rear defogger
• 3-point seat belts with reminders for all seats
• Electronic stability program (ESP)
• Hill-hold assist
• ABS with EBD
• Reverse parking sensors

Maruti Dzire VXi: Rs 7.79 lakh–8.74 lakh

Powertrain: petrol-MT, petrol-AMT, CNG-MT

• 14-inch steel wheels with covers
• Chrome finish on the front grille
• Turn indicators on wing mirrors
• Body-coloured door handles and wing mirrors
• Electrically adjustable and foldable wing mirrors
• Silver insert on dashboard
• 7-inch touchscreen
• Wireless Android Auto and Apple CarPlay
• 4 speakers
• Steering-mounted controls
• OTA updates
• Voice assistant
• USB and Bluetooth connectivity
• Height-adjustable driver’s seat
• Adjustable rear headrests
• Day/night inside rearview mirror (IRVM)
• Front roof lamp
• Rear centre armrest with cupholders
• Rear AC vents

Maruti Dzire ZXi: Rs 8.89 lakh–9.84 lakh

Powertrain: petrol-MT, petrol-AMT, CNG-MT

• Auto LED headlights
• LED daytime running lamps
• 15-inch single-tone alloy wheels
• Chrome window garnish
• Silver trim and faux wood insert on dashboard
• Push button start/stop
• Wireless phone charger
• Key-operated boot opening
• Auto AC
• 6 speakers (including 2 tweeters)
• Connected car tech
• Reverse parking camera
• TPMS

Maruti Dzire ZXi+: Rs 9.69 lakh–10.14 lakh

Powertrain: petrol-MT, petrol-AMT

• 15-inch dual-tone alloys
• LED front fog lamps
• Front footwell illumination
• Leatherette-wrapped steering wheel
• 9-inch touchscreen
• Arkamys-tuned sound system
• Single-pane sunroof
• Coloured MID on instrument console
• Cruise control
• Auto-fold wing mirrors on locking the car
• 360-degree camera

Bookings for the new Dzire are ongoing for a token amount of Rs 11,000, and the introductory prices will be applicable till December 31, 2024. The Dzire rivals the Hyundai Aura, the Tata Tigor and the Honda Amaze, with the Amaze also due to receive an all-new generation next month.

Also See:

Maruti Dzire new vs old: price, engine, features comparison

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

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

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

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

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

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

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

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

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

Skoda Kylaq vs rivals dimensions

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

Skoda Kylaq vs rivals engine and specs

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

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

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

Skoda Kylaq price

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

Also see:

Citroen C3 automatic vs rivals: price, specifications compared

Tata Nexon CNG vs rivals: price, specifications comparison

The fourth-gen Maruti Dzire is quite a departure from its predecessors in a lot of ways. Through the generations, this compact sedan has been based on the Swift hatchback, sharing the same chassis and powertrain options, among many other bits. However, with the latest-gen, there are quite a few differences between the two models, which is why this is going to be an in-depth comparison, on paper, between the new Dzire and Swift.

New Maruti Dzire vs Swift design

As mentioned above, the new Dzire has a distinct design when compared to the Swift, sharing almost nothing with the hatchback. The compact sedan looks more premium with its Audi-esque styling in the front, a smoother roofline, and the notchy boot.

In terms of size, the new Dzire is 5mm taller and 135mm longer, with the latter explaining the compact sedan's ability to carry an additional 117 litres worth of luggage in the boot. Interestingly, the base versions of both models weigh the same 920kg, while the higher versions of the Dzire, especially the CNG-equipped variants, weigh up to 35kg more.

It should be noted that the Swift comes with three dual-tone exterior colours – Sizzling Red with Midnight Black, Luster Blue with Midnight Black and Pearl Arctic White with Midnight Black – and six monotone options. Meanwhile, the Dzire gets a total of seven exterior finishes with no dual-tone options.

New Maruti Dzire vs Swift interior

On the inside, the new Dzire and Swift are far more closely linked. In fact, they have nearly identical dash layouts, from the size and shape of the side AC vents to the centrally mounted floating touchscreen. However, the compact sedan’s cabin gets a brighter beige and grey finish compared to the hatchback’s all-black one. In addition, the chrome strip that runs the length of the Dzire’s dashboard gets a kink near the central AC vents, which also has a marginally different trapezoidal design.

Coming to the features on offer in their respective range-topping forms, the Dzire comes with a longer list. Kit available on the Dzire that's not available on the Swift is a powered sunroof and a 360-degree camera. The rest of the features are identical, from the rear AC vents and climate control system to the 9-inch touchscreen, analogue dials and coloured MID.

New Maruti Dzire vs Swift engine

True to form, the new Dzire and Swift share the same Z12E three-cylinder petrol engine. The 1.2-litre unit produces the same 82hp and 112Nm of torque on petrol, 69.75hp and 101.8Nm of CNG, and comes with 5-speed manual and AMT options. Interestingly, while the heavier Dzire in petrol form is marginally less frugal than the Swift, the Dzire CNG goes 0.88km further on a kilo of gas than its hatchback counterpart.

New Maruti Dzire vs Swift price

For now, prices of the Dzire start Rs 30,000 higher than the Swift, which isn’t too much of a difference. Dzire AMT variants cost about Rs 50,000 more than the equivalent Swift variant, with the range-topping compact sedan being priced Rs 69,000 higher. Meanwhile, prices for the Dzire CNG are about Rs 54,000-64,000 higher than the Swift CNG’s.

Do note that prices for the Dzire are introductory, and will increase from January 2025. On paper then, the new Dzire seems to be quite a proposition when compared to the Swift. For not too much more money, the Dzire offers a more mature aesthetic and a longer list of features, along with being the more frugal model in CNG form.

Also see:

New Maruti Dzire variant-wise features, trims and prices explained

Maruti Dzire new vs old: price, engine, features comparison

Maruti Swift long term review, 1,200km report

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?

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

Contrary to the Mini in its name, the Countryman is a large, four-door, spacious crossover squarely aimed at family buyers. Now in its third generation, it has undergone some revolutionary changes, and for the first time ever, it’ll be sold with an electric heart, along with the ICE versions. For India, though, Mini has only introduced the Countryman EV as an import, which, due to its single-motor, front-wheel drive setup, is priced rather competitively at Rs 55 lakh. 

But India’s entry-level luxury EV segment is quite populated, by electric car standards at least. It includes the BYD Seal and Hyundai Ioniq 5 at one end – priced sub-Rs 50 lakh – and the Mercedes-Benz EQA (Rs 66 lakh) and BMW iX1 (Rs 67 lakh) on the other end. So, how does the new Mini Countryman EV stack up?

2024 Mini Countryman: design

With dimensions larger than a Jeep Compass, this new Countryman can be termed as anything but small.

Think Mini, and you’d visualise a compact hatchback. However, with dimensions larger than a Jeep Compass, this new Countryman can be termed as anything but small. Despite its size, a curvy design language and smooth body lines devoid of cuts or creases make it appear chic and urbane rather than brawny and intimidating. Executed with undeniable panache is the matte champagne-coloured garnishing around its closed-off front grille and on the C-Pillar and the front, side and rear skid plates. Even the Mini logos and the Countryman badge are finished in this shade.

Our test car was fitted with optional 19-inch alloys sporting the champagne scheme, although 17-inch alloys come as standard. A wraparound glass area and a blackened roof mask the Countryman EV’s height well, lending it a wagon-like silhouette. Adding to its feel-good factor are the (optional) LED DRL eyebrows and matrix LED tail-lamps that have a customisable light show upon locking or unlocking.

2024 Mini Countryman: interior, features

Like Minis of yore, its cabin is minimalistic with a circular theme.

Like yesteryear Minis, the Countryman EV’s cabin has a minimalistic theme with circular elements. The centre of attraction is a 9.4-inch circular OLED touchscreen, which is exceptional in terms of its usability and responsiveness, and its clarity is second to none. Furthermore, fun themes, funky animations and musical notifications will most certainly make you smile while operating it. This screen also doubles up as the speedometer and driver display, which is inconvenient to read on the move. You could consider opting for the Favoured Pack, which gets you a head-up display (HUD) bundled with several other extras, for an additional Rs 4.60 lakh. And while the HUD does make it convenient to read the speed, the unit is simply too basic, especially when compared to the ones available in hatchbacks at a fraction of this Mini’s cost.

The dashboard is replete with fabric made out of recycled materials. However, its open-pore texture might not be ideal for our dusty conditions. It is finished in blue and neatly fades into a shade of brown towards the rear half of the car; the seats are also brown. The champagne-coloured theme is carried over on the inside and is the most prominent around the air vents and on the vertical door handles.

The optional JCW Sport driver’s seat on our test car is too sculpted and firm for comfort; hence, it is an option we recommend you uncheck. It has a seat massaging function, though. Things are a bit better at the rear. Space is adequate, the backrest reclines, and even though the floor height is raised and you’re seated in a knees-up position, it is still quite comfortable. Also, accommodating a third passenger is possible due to a flat floor and a broad seat.

Being the more practical Mini, the Countryman has an abundance of storage areas; the central console shelf and door pockets are huge, and even its 460-litre boot is large. Sadly, it isn’t equipped with a spare tyre beneath the floor.

As far as its equipment goes, the Mini gets the aforementioned OLED touchscreen, LED lights, 17-inch alloys, rear-view camera and panoramic sunroof, among others. Customisable LED lights, electrically operable boot and drive modes are some of the optional extras bundled in the Classic Trim, which costs Rs 2 lakh more. In addition, buyers who want a head-up display, JCW Sport seats, 19-inch alloys and a Harman Kardon sound system will need to opt for the earlier-mentioned Favoured Pack. However, this Mini still misses ventilated seats, a 360-degree camera, side and curtain airbags, and adjustable regen via steering-mounted paddle shifters.

2024 Mini Countryman: powertrain, performance

The talking point of this EV is its 66.45kWh (gross capacity) battery, which it shares with its platform-mate, the BMW iX1. But unlike its BMW cousin, which uses a twin-motor setup, the Mini makes do with a single-motor, front-wheel-drive setup. And while its motor makes 204hp, its 250Nm torque output doesn’t impress, especially when compared to turbo-petrol cars available at half its price.

There’s no storage area beneath its bonnet.

But then factor in the instantaneous responsiveness of its motor, and you never yearn for more pep while ambling around town or when driving in a leisurely manner, which is how most owners would drive their Countryman EV.

Demand more out of it, though, and its torque curve flattens quickly. The Countryman’s outright performance is lacklustre, and it doesn’t feel as effortless as its rivals. To put its acceleration into perspective, the Mini will sprint from 0-100kph in 8.6 seconds (claimed), slower than a similarly priced Volvo XC40 Recharge front-wheel drive’s 7.3 seconds or a Hyundai Ioniq 5’s 7.5 seconds.

Although adequate, its performance feels muted compared to its rivals.

Interestingly, the Mini features ‘Iconic Sounds’, which gives drivers the option to play synthesised motor sounds via the speakers. These sounds are loudest in the Go-Kart mode, wherein it’ll also emit its own version of ‘pops and bangs’ when you lift off the accelerator pedal. These certainly liven up the drive experience and add a degree of fun to the otherwise quiet and drama-free EV experience.

2024 Mini Countryman: ride, handling

Its Mini-ness is evident when you find yourself on a winding section of a road.

The Mini-ness of the Countryman EV becomes evident when you find yourself on a winding section of a road. Its sharp steering and pointy front end make it feel very agile, and despite its size, it still handles in a ‘go-kart-like’ manner. Ride quality isn’t harsh or jarring per se, but you hear each and every ‘thud’ and ‘thwack’ while driving on our less-than-perfect roads on account of a noisy suspension that’s further exacerbated by its upsized, optional 19-inch wheels. The suspension noise seriously hampers the driving experience, coaxing you to drive with more caution than what the Countryman EV can actually handle.

2024 Mini Countryman: verdict

It’s hard not to be enamoured by the charming new Mini Countryman. Besides oozing character, it carries forward the traditional go-kart-like driving mannerisms associated with Minis, all while being spacious and practical. But the Countryman EV’s proposition isn’t complete – rivals are more comfortable, offer better performance and provide more equipment. So, like other Minis, even this ‘practical’ Countryman is purely an emotional purchase, and if you decide to take the plunge, be rest assured that it’s a car that’ll make you smile every time you’re behind the wheel.

Also see:

2024 Mini Countryman video review

Mini Countryman Electric launched at Rs 54.90 lakh

Electric Mini Cooper JCW gets 258hp

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

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

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

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

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

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

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

Also see: Ixon Dirt Air gloves review
 

I vividly remember my first dalliance with the charming Royal Enfield Classic 350 – our then long-termer when I was just an intern. It was early July, and I was riding to Mumbai from Pune with the monsoon in full swing. Despite the unforgiving weather, that ride is etched in my memory. After that, I remember asking Rishaad (the bike’s primary custodian) for it every chance I got, and while I absolutely adored it, I couldn’t help but wish for a bit more performance. Prior to this, my only other experience with an RE was my uncle’s Interceptor 650, and I wished for a bike that would marry the styling and comfort of the Classic 350 with the performance of the 650cc parallel-twin. And that’s exactly what the company has done (well, almost). Say hello to the gorgeous Classic 650 Twin.

Royal Enfield Classic 650 Twin design, quality, colours

There are good-looking bikes and then there are good-looking bikes. This Classic 650 Twin definitely falls in the latter category. The overall silhouette is a union between the Classic 350 and the Shotgun, both handsome bikes to begin with, and it keeps building on that. You can identify the Classic 650 Twin as a Classic for sure but you won’t mistake it for the smaller one. That big engine, twin pipes and its sheer size make the 650 easy to identify.

While the visuals are derived from the smaller 350, the 650 Twin’s colour palette is unique. There are four colours on offer – Bruntingthorpe Blue, Vallam Red, Teal Green and the Black Chrome. The latter two are colours seen on the original UCE Classic models and the Teal Green is by far my favourite colour here. It is the only one amongst the four options to get a colour-matched frame and main stand (yes, you read that right).

Fit and finish is the best on any Royal Enfield yet and there are lashings of chrome everywhere. Even the switch cubes and wheel hubs are chromed out! RE wants to drive home the fact that you’re on the bigger Classic so there’s a beefy handlebar clamp (of course, it’s chrome) and fittingly, even the headlight housing is properly prodigious.

Royal Enfield Classic 650 Twin weight, manageability

At 243kg, the Classic 650 Twin is the heaviest modern-day RE yet (at least until the Himalayan 650 arrives). The weight is a non-issue at anything over walking speeds, but you’ll feel every ounce muscling the bike around in the parking lot and while putting it on the main stand.

My only gripe on the design front is that the gap between the rear fender and the tyre is a little unsightly. Don’t get me wrong, it’s nowhere near as unseemly as on a Harley X440, but on an otherwise good-looking bike, it’s definitely a fly in the ointment. The bike you see in all the pictures has a solo seat, but customer bikes will come with a pillion seat and grab rails, just like the Shotgun. The riding position is very neutral and you can easily spend a lot of time in the saddle.

Seat height is set at a relatively low 800mm, but this is perhaps the toughest bike with an 800mm perch to get your feet down on. I’m 5’11” and I could just about get both my feet flat on the ground – and I had to sit on the lowest part of the seat for that. To blame is the wide engine, which splays your legs out a fair bit. Shorter riders will have to find a workaround or look elsewhere.

Royal Enfield Classic 650 Twin riding experience

Enough praise has been showered on Royal Enfield’s twin-cylinder engine already, but I’m here to lay some more onto that pile. This is easily the best engine on any Indian motorcycle – in my books at least – and for good reason. Smooth, tractable and with torque almost everywhere, this motor excelled in every situation. Going through sleepy towns, blasting through corners and even holding 80mph (124kph) on the motorway, everything was navigated with reasonable ease. The motor is carried over as is from the Shotgun, with no mapping or gearing changes.

The Classic 650’s chassis is similar to the Shotgun, with the same main frame and the same steering  geometry. The differences boil down to a telescopic fork here vs a USD on the Shotgun, and different wheel sizes (19/18-inch wheels, like the smaller Classic – the Shotgun uses an 18/17 setup). The Showa fork is 43mm in diameter and the twin shocks are the same as the Shotgun’s. Suspension travel, too, is the same fore and aft, at 120mm and 90mm, respectively.

While the Classic 650 is a willing companion if you want to attack corners, the mid-set pegs can scrape without too much trying and you need to adjust your body position accordingly. I also missed having a heel shifter, like on the smaller Classic, but these complaints are something I can easily look past.

Royal Enfield Classic 650 Twin ride and handling

What I simply cannot ignore is the stiff and jarring ride. And I’m saying this after riding the Classic 650 Twin in the UK, where the roads are head and shoulders better than ours. This is literally the only thing that is actively stopping me (and I suspect will do so for many others) from going out and buying one today, that’s how good the rest of the bike is.

Brake sizes on the big Classic are the same as the Super Meteor and Shotgun, and that means they’re powerful enough but in a progressive manner. Fun fact: the calipers are RE branded but are the same ByBre units seen on the aforementioned two models. This is something, I’m told, will trickle down to other REs in time.

The spec sheet worshippers may lament the lack of a USD fork but, honestly, I don’t think it’s any worse off without one – this look suits the Classic better. Never once did I feel that the front end was lacking in feel or stability and we were keeping a fair lick on these beautiful UK roads.

While the laced wheels do mean tubed tyres today, Royal Enfield says tubeless wire-spoke wheels are in development, which is encouraging to hear. However, it’s still early days so don’t expect to see them anytime soon. Hopefully,  you will then be able to fit the tubeless wheels even on the single-cylinder Classic/Bullet models down the line.

Royal Enfield Classic 650 Twin expected price, verdict

Royal Enfield hasn’t revealed the price of the Classic 650 Twin but has hinted that the starting price will be in the Shotgun’s ballpark and the top chrome colour in the Super Meteor’s territory. That is sure to make the Classic 650 Twin a heart-over-head purchase. You could also argue that the Shotgun and Classic are too similar in how they ride and that the extra cash you shell out is just for the form factor and riding position.

With the Classic 650 Twin, Royal Enfield has been quite clear that its focus is on the relatively untapped export markets. With what I’ve experienced, I’m sure it will do well for them and I wish them all the best. However, I can’t help but shake this nagging feeling that the suspension will be a problem on our roads and while this is a wonderful bike in many ways, it isn’t the Classic 650 I used to dream about. I hope to be wrong, but we’ll find out soon enough.

Also See: Royal Enfield Classic 650 twin video review

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

I vividly remember my first dalliance with the charming Royal Enfield Classic 350 – our then long-termer when I was just an intern. It was early July, and I was riding to Mumbai from Pune with the monsoon in full swing. Despite the unforgiving weather, that ride is etched in my memory. After that, I remember asking Rishaad (the bike’s primary custodian) for it every chance I got, and while I absolutely adored it, I couldn’t help but wish for a bit more performance. Prior to this, my only other experience with an RE was my uncle’s Interceptor 650, and I wished for a bike that would marry the styling and comfort of the Classic 350 with the performance of the 650cc parallel-twin. And that’s exactly what the company has done (well, almost). Say hello to the gorgeous Classic 650 Twin.

Royal Enfield Classic 650 Twin design, quality, colours

There are good-looking bikes and then there are good-looking bikes. This Classic 650 Twin definitely falls in the latter category. The overall silhouette is a union between the Classic 350 and the Shotgun, both handsome bikes to begin with, and it keeps building on that. You can identify the Classic 650 Twin as a Classic for sure but you won’t mistake it for the smaller one. That big engine, twin pipes and its sheer size make the 650 easy to identify.

While the visuals are derived from the smaller 350, the 650 Twin’s colour palette is unique. There are four colours on offer – Bruntingthorpe Blue, Vallam Red, Teal Green and the Black Chrome. The latter two are colours seen on the original UCE Classic models and the Teal Green is by far my favourite colour here. It is the only one amongst the four options to get a colour-matched frame and main stand (yes, you read that right).

Fit and finish is the best on any Royal Enfield yet and there are lashings of chrome everywhere. Even the switch cubes and wheel hubs are chromed out! RE wants to drive home the fact that you’re on the bigger Classic so there’s a beefy handlebar clamp (of course, it’s chrome) and fittingly, even the headlight housing is properly prodigious.

Royal Enfield Classic 650 Twin weight, manageability

At 243kg, the Classic 650 Twin is the heaviest modern-day RE yet (at least until the Himalayan 650 arrives). The weight is a non-issue at anything over walking speeds, but you’ll feel every ounce muscling the bike around in the parking lot and while putting it on the main stand.

My only gripe on the design front is that the gap between the rear fender and the tyre is a little unsightly. Don’t get me wrong, it’s nowhere near as unseemly as on a Harley X440, but on an otherwise good-looking bike, it’s definitely a fly in the ointment. The bike you see in all the pictures has a solo seat, but customer bikes will come with a pillion seat and grab rails, just like the Shotgun. The riding position is very neutral and you can easily spend a lot of time in the saddle.

Seat height is set at a relatively low 800mm, but this is perhaps the toughest bike with an 800mm perch to get your feet down on. I’m 5’11” and I could just about get both my feet flat on the ground – and I had to sit on the lowest part of the seat for that. To blame is the wide engine, which splays your legs out a fair bit. Shorter riders will have to find a workaround or look elsewhere.

Royal Enfield Classic 650 Twin riding experience

Enough praise has been showered on Royal Enfield’s twin-cylinder engine already, but I’m here to lay some more onto that pile. This is easily the best engine on any Indian motorcycle – in my books at least – and for good reason. Smooth, tractable and with torque almost everywhere, this motor excelled in every situation. Going through sleepy towns, blasting through corners and even holding 80mph (124kph) on the motorway, everything was navigated with reasonable ease. The motor is carried over as is from the Shotgun, with no mapping or gearing changes.

The Classic 650’s chassis is similar to the Shotgun, with the same main frame and the same steering  geometry. The differences boil down to a telescopic fork here vs a USD on the Shotgun, and different wheel sizes (19/18-inch wheels, like the smaller Classic – the Shotgun uses an 18/17 setup). The Showa fork is 43mm in diameter and the twin shocks are the same as the Shotgun’s. Suspension travel, too, is the same fore and aft, at 120mm and 90mm, respectively.

While the Classic 650 is a willing companion if you want to attack corners, the mid-set pegs can scrape without too much trying and you need to adjust your body position accordingly. I also missed having a heel shifter, like on the smaller Classic, but these complaints are something I can easily look past.

Royal Enfield Classic 650 Twin ride and handling

What I simply cannot ignore is the stiff and jarring ride. And I’m saying this after riding the Classic 650 Twin in the UK, where the roads are head and shoulders better than ours. This is literally the only thing that is actively stopping me (and I suspect will do so for many others) from going out and buying one today, that’s how good the rest of the bike is.

Brake sizes on the big Classic are the same as the Super Meteor and Shotgun, and that means they’re powerful enough but in a progressive manner. Fun fact: the calipers are RE branded but are the same ByBre units seen on the aforementioned two models. This is something, I’m told, will trickle down to other REs in time.

The spec sheet worshippers may lament the lack of a USD fork but, honestly, I don’t think it’s any worse off without one – this look suits the Classic better. Never once did I feel that the front end was lacking in feel or stability and we were keeping a fair lick on these beautiful UK roads.

While the laced wheels do mean tubed tyres today, Royal Enfield says tubeless wire-spoke wheels are in development, which is encouraging to hear. However, it’s still early days so don’t expect to see them anytime soon. Hopefully,  you will then be able to fit the tubeless wheels even on the single-cylinder Classic/Bullet models down the line.

Royal Enfield Classic 650 Twin expected price, verdict

Royal Enfield hasn’t revealed the price of the Classic 650 Twin but has hinted that the starting price will be in the Shotgun’s ballpark and the top chrome colour in the Super Meteor’s territory. That is sure to make the Classic 650 Twin a heart-over-head purchase. You could also argue that the Shotgun and Classic are too similar in how they ride and that the extra cash you shell out is just for the form factor and riding position.

With the Classic 650 Twin, Royal Enfield has been quite clear that its focus is on the relatively untapped export markets. With what I’ve experienced, I’m sure it will do well for them and I wish them all the best. However, I can’t help but shake this nagging feeling that the suspension will be a problem on our roads and while this is a wonderful bike in many ways, it isn’t the Classic 650 I used to dream about. I hope to be wrong, but we’ll find out soon enough.

Also See: Royal Enfield Classic 650 twin video review

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

BMW M4 Competition: Powertrain and performance

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

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

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

BMW M4 Competition: Ride and handling

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

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

BMW M4 Competition: Exterior design

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

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

BMW M4 Competition: Interior and features 

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

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

Also see: 

Hardcore BMW M4 CSL adds 40hp, sheds 100kg

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.

The Classic 650 Twin is the latest model from Royal Enfield to use the 648cc parallel-twin engine. Its design and feature-set are shared with the evergreen Classic 350 but most of the fundamentals are borrowed from the Shotgun 650. We list all the differences between the two 650s.

Classic vs Shotgun: design and colours

When the Shotgun 650 debuted, it didn’t really fit into any particular genre of motorcycle, with Royal Enfield describing it as a blank canvas for the custom scene. The Shotgun’s engine, exhaust and other bits are blacked-out on all its paint options for a mean, modern look. 

On the other hand, the Classic 650 Twin stays true to its name and has a charming, retro design. There is a lot of chrome on the bike and the colour palette is also very tastefully retro. 

Also See: Royal Enfield Shotgun 650: Bullseye, or a shot in the dark?

Classic vs Shotgun: suspension, wheels and tyres

Both bikes use the same engine, main frame and brakes but other cycle parts are a major area of difference. The Classic 650 Twin trades the Shotgun’s 18/17-inch alloy wheel combo for a more retro 19/18-inch wire-spoke wheel setup. Where the Shotgun rolls on tubeless CEAT Zoom Cruz rubber, the Classic runs on new MRF Nylohigh tyres, developed specifically for it. 

The Classic is suspended by a 43mm telescopic fork up front in contrast to the USD fork seen on the Shotgun. While the suspension componentry has changed, the travel has stayed the same at 120mm. Both bikes use twin shock absorbers at the rear, with 90mm of travel.

Classic vs Shotgun: weight, dimensions

At 243kg, the Classic 650 Twin is the heaviest model in Royal Enfield’s portfolio today. The Shotgun isn’t much lighter at 240kg, although it carries 13.8 litres of fuel, 1 litre less than the Classic. With an 800mm perch, the Classic also has a slightly taller saddle than the Shotgun’s 795mm seat. Ground clearance has seen a big step up on the Classic at 154mm, compared to the 140mm available on the Shotgun.

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

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

Maruti Dzire new vs old design

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

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

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

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

Maruti Dzire new vs old interior

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

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

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

Maruti Dzire new vs old engine

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

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

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

Maruti Dzire new vs old price

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

All prices, ex-showroom, India

Also see:

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

New Maruti Dzire launched at Rs 6.79 lakh

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

Maruti Suzuki recently launched the new fourth-generation Dzire with prices ranging between Rs 6.79 lakh and Rs 10.14 lakh (ex-showroom, Delhi). It continues to be based on the Swift hatchback, shares the same platform and engine but sports a differentiated look. It even goes one up on the equipment front. The new Dzire is available in four trims – LXi, VXi, ZXi and ZXi+ – and we take a close look at all the features you get in each trim.

2024 Maruti Suzuki Dzire trims, variants explained

The Dzire is powered by the same Z12E engine as the Swift: 82hp, 112Nm, 3-cylinder naturally aspirated. It’s available with a 5-speed manual gearbox as standard on all four trims; the AMT is available on all but the base trim. The new Dzire also gets a CNG powertrain right from launch, available on the mid-spec VXi and ZXi trims. Coupled with a 5-speed manual gearbox, the Dzire produces 69.75hp and 101.8Nm in CNG spec.

The new Dzire’s ARAI-rated fuel efficiency figure is 24.79kpl in manual form and 25.71kpl in AMT guise. Meanwhile, in CNG spec, the Dzire returns a claimed efficiency of 33.73km/kg.

New Maruti Dzire variant-wise features

Maruti Dzire LXi: Rs 6.79 lakh

Powertrain: petrol-MT

• Projector halogen headlights
• LED tail-lights
• 14-inch steel wheels without covers
• Shark fin antenna
• Black and beige dual-tone interior
• Fabric seat upholstery
• Adjustable front seat headrests
• Analogue instrument cluster with MID (multi-information display)
• All four power windows
• Auto up/down for the driver-side window
• Keyless entry
• Manual AC
• Tilt-adjustable steering wheel
• Six airbags
• Rear defogger
• 3-point seat belts with reminders for all seats
• Electronic stability program (ESP)
• Hill-hold assist
• ABS with EBD
• Reverse parking sensors

Maruti Dzire VXi: Rs 7.79 lakh–8.74 lakh

Powertrain: petrol-MT, petrol-AMT, CNG-MT

• 14-inch steel wheels with covers
• Chrome finish on the front grille
• Turn indicators on wing mirrors
• Body-coloured door handles and wing mirrors
• Electrically adjustable and foldable wing mirrors
• Silver insert on dashboard
• 7-inch touchscreen
• Wireless Android Auto and Apple CarPlay
• 4 speakers
• Steering-mounted controls
• OTA updates
• Voice assistant
• USB and Bluetooth connectivity
• Height-adjustable driver’s seat
• Adjustable rear headrests
• Day/night inside rearview mirror (IRVM)
• Front roof lamp
• Rear centre armrest with cupholders
• Rear AC vents

Maruti Dzire ZXi: Rs 8.89 lakh–9.84 lakh

Powertrain: petrol-MT, petrol-AMT, CNG-MT

• Auto LED headlights
• LED daytime running lamps
• 15-inch single-tone alloy wheels
• Chrome window garnish
• Silver trim and faux wood insert on dashboard
• Push button start/stop
• Wireless phone charger
• Key-operated boot opening
• Auto AC
• 6 speakers (including 2 tweeters)
• Connected car tech
• Reverse parking camera
• TPMS

Maruti Dzire ZXi+: Rs 9.69 lakh–10.14 lakh

Powertrain: petrol-MT, petrol-AMT

• 15-inch dual-tone alloys
• LED front fog lamps
• Front footwell illumination
• Leatherette-wrapped steering wheel
• 9-inch touchscreen
• Arkamys-tuned sound system
• Single-pane sunroof
• Coloured MID on instrument console
• Cruise control
• Auto-fold wing mirrors on locking the car
• 360-degree camera

Bookings for the new Dzire are ongoing for a token amount of Rs 11,000, and the introductory prices will be applicable till December 31, 2024. The Dzire rivals the Hyundai Aura, the Tata Tigor and the Honda Amaze, with the Amaze also due to receive an all-new generation next month.

Also See:

Maruti Dzire new vs old: price, engine, features comparison

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