Aprilia finally took the covers off the much-awaited Tuono 457 at this year’s EICMA, and it shares a lot of similarities with the RS 457 on which it is based. However, there are a couple of key differences. 

RS 457 vs Tuono 457: design, colours

The biggest visual difference between the Tuono 457 and the RS 457 is the design. Unlike other Tuono models and their RS counterparts, the 457 features a brand-new headlight. Instead of the triple-pod headlight seen on most Aprilias, the Tuono 457 uses a single-pod headlight with sharp LED DRLs flanking it. 

The Tuono has very few body panels outside of the tank and the tail section. Where the RS 457 has a fully-faired design, the Tuono only has two small, angular panels on each side. It is available in two colours – red and white – while the RS 457 comes in three.

RS 457 vs Tuono 457: seating position 

The Tuono is a naked bike, meaning it trades the RS’ clip-on ‘bars for a traditional handlebar. This should result in it having a more upright, all-day comfortable riding position compared to the RS’ more committed stance. 

RS 457 vs Tuono 457: mechanical differences

The engine, main frame, suspension, brakes, and electronics are shared between the Tuono and RS 457. Both bikes even have the same 800mm seat height and 175kg kerb weight. But there are some nuanced differences. Fuel capacity on the Tuono 457 is slightly lower, at 12.7 litres, compared to the 13-litre tank seen on the RS. The Tuono also has slightly shorter gearing, with a larger rear sprocket, which should result in stronger acceleration and a small drop in outright top speed.

Also See: Royal Enfield Classic 650 vs Shotgun 650: differences explained

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

Having facelifted the Taycan line-up earlier this year, Porsche has now unveiled three new variants – the Taycan GTS sedan, Taycan GTS Sport Turismo and Taycan 4 sedan – thereby completing the range, which now comprises 16 variants in total. Porsche calls this new middle-rung GTS the “all-rounder” variant of the updated electric performance car.

1. Taycan GTS variants use a 97kWh battery with 690hp
2. Base Taycan sedan gets four-wheel drive for the first time

Porsche Taycan GTS: range and specs

Sitting between the 4S and the Turbo, the new Taycan GTS and GTS Sport Turismo variants are fitted with a 97kWh (usable) battery pack, which officially yields a range of 628km between charges – an improvement of about 120km.

It now packs up to 700hp (when using the Launch Control function), an increase of 102hp over the old GTS, thanks to a new rear electric motor that makes 108hp and 40Nm more, yet weighs 10kg less. As such, the GTS’s 0-100kph sprint time is reduced by 0.4 seconds to 3.3 seconds. Porsche said the GTS also gets a specific suspension setup with a “particularly sporty edge”, although agility-boosting rear-wheel steering and the trick Active Ride system are optional extras.

Porsche Taycan GTS: exterior and interior

Visually, it’s distinguished by the ‘Sport’ front end from the base model and the 4S, and its air inlets are painted in a contrasting high-gloss black. The wheels, measuring either 20-inch or 21-inch, are available exclusively in Anthracite Grey.

Inside, both GTS variants get 18-way adjustable bucket seats finished in the suede-like Race-Tex fabric, and the multi-function steering wheel from the range-topping Taycan Turbo GT is available as an option. These also receive a bespoke acceleration and deceleration soundtrack that’s said “to do justice to the exhilarating character of a GTS”.

Porsche Taycan 4: what’s new?

The Taycan’s base variant was so far only available in rear-wheel drive form, but the new Taycan 4 variant brings the all-wheel-drive configuration. In terms of performance, depending on whether it gets the standard Performance battery or the optional Performance Plus battery, the Taycan 4 can produce up to 408hp or 435hp when using Launch Control and has a certified range of up to 643km.

The Taycan 4 takes 4.4 seconds to go from 0 to 100kph, 0.1 seconds faster than its rear-wheel-drive model sibling. Porsche Traction Management (PTM) and Adaptive Air Suspension with Porsche Active Suspension Management (PASM) are fitted as standard on the Taycan 4.

All three models also benefit from the updates in terms of design and equipment, which Porsche introduced in the Taycan for the 2025 model year. All Taycan versions feature an even more extensive standard equipment list and come with the latest generation of the Porsche Driver Experience.

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

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

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

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

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

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

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

Also See:

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

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

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