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The made-in-India BSA Gold Star 650 has been available overseas for a couple of years but Classic Legends has now launched the bike in India. That gave us a chance to pit it against its closest competitor, the Royal Enfield Interceptor 650 and also to see how fuel efficient the engine is

BSA Gold Star 650 real world fuel efficiency

Our fuel efficiency tests are split into separate city and highway runs. The city run was conducted on a variety of roads in South Mumbai with everything from jam packed traffic under the JJ Flyover to faster, more flowing traffic down Marine drive. After covering over 40km, the bike returned 22.96kpl. With that completed, we then covered about 60 kilometres of highway riding while holding speeds of 70-80kph. In this test, the BSA Gold Star’s mileage increased to 29.14kpl. 

BSA Gold Star 650: fuel economy analysis

It is worth noting that while these numbers are a little lower than the Royal Enfield Interceptor 650, the BSA actually proved to be slightly quicker in our performance tests, despite being tested in wet conditions. 

The Gold Star weighs slightly less than the Enfield, but its big single cannot match the RE’s smooth parallel twin engine when it comes to fuel efficiency, although it makes up for this with more low and midrange torque than any other made in India motorcycle.

Autocar India’s fuel efficiency testing

Our fuel efficiency testing routine starts off by first brimming the tank and ensuring that the bike is running the manufacturer's recommended tyre pressures. The bike is then ridden on fixed city and highway routes, where we maintain pre-decided average speeds that best mimic real-world scenarios for the bike in question. The payload on the bikes is kept constant by balancing rider weights and ballast, ensuring consistency across different vehicles and riders. At the end of the test cycle, the fuel tank is once again filled to the brim, giving us an accurate figure of how much fuel has been consumed, against the trip metre reading.

Also See: BSA Gold Star 650 vs Royal Enfield Interceptor 650 comparison review

BSA Gold Star 650 road test, review

GOOD FOR: Features, Composed road manners

LOOK OUT FOR: AMT gearbox, Infotainment

The Tata Punch created the sub-compact SUV segment when it launched in 2021. The Punch has elevated seating, ample ground clearance, a fairly tough build, adequate space and practicality, and the ability to take on challenging road conditions. So, if you are looking for a used small car that has some of the advantages of an SUV, this deserves to be on your shortlist. Here’s what you need to consider. 

Tata Punch powertrain options

Since launch, the Punch has been powered by a 1.2-litre, three-cylinder naturally aspirated petrol engine that produces 88hp and 115Nm. It can be had with either a 5-speed manual or an AMT. It features auto engine stop/start to aid fuel efficiency, which results in an ARAI-claimed economy of 18.97kpl for the manual and 18.82kpl for the automatic variants. In August 2023, Tata also introduced CNG variants to the Punch line-up, which uses the same engine but makes a lower 73.4hp and 103Nm. It can only be had with a manual, though. There’s also a Punch EV on sale, but we’ll only be focusing on the ICE version here.

If your usage is going to be only in the city with the rare outstation trip, go for either an AMT or a CNG variant. CNG will give you low running costs if your usage is high, and AMT provides convenience in city traffic. But, if you plan on mixed usage between the city and highway, it’s worth opting for a petrol-manual Punch.

Tata Punch variants, features

At the time of launch, the Tata Punch was available in four basic trims: Pure, Adventure, Accomplished and Creative. As for features, the range-topping Creative trim comes with a 7-inch touchscreen, Android Auto and Apple CarPlay connectivity, a rear-view camera, cruise control, two airbags, a 7-inch semi-digital instrument cluster, auto projector headlamps, LED daytime running lights, auto climate control, auto wipers, a rear wiper and washer, and 16-inch diamond-cut alloy wheels. The Tata Punch was also offered with a range of optional customisation packs (like Rhythm Pack and Dazzle Pack) for each trim, which brought in even more features.

Tata also introduced a few special editions along the way, like the Kaziranga Edition and Camo Edition, which brought in cosmetic differences and some feature additions. A sunroof was also added to the equipment list with the launch of the CNG variants. The top-spec Creative is the one to go for if you want all the features and budget isn’t an issue. Otherwise, you can even opt for one of the mid-spec versions with the additional packs, depending on which features you need.

Tata service centres are widespread across the country, and sourcing spare parts shouldn’t be an issue either. Preferably, look for an example that also has an extended warranty package so you get that additional peace of mind that’s necessary when buying a used car.

What to look out for in a used Tata Punch?

AMT gearbox

Although it isn’t common for the AMT gearbox to go wrong, it’s worth inspecting it if you’re buying a two-pedal Punch. Take a test drive and check if the car takes off from a standstill smoothly and without hesitation. Also, ensure that the shifts aren’t very clunky. These are signs of a healthy AMT ’box.

AC cooling

A few owners have faced issues with the Punch’s AC system. Before buying, check if it cools the cabin quickly and effectively, and also look out for any condensation in the front footwell.

Infotainment

Owners have complained about the Punch’s Harman infotainment system crashing abruptly and rebooting on its own, so it’s best to get it inspected before buying. Ensure that your phone pairs seamlessly, the system isn’t laggy, and the software is up to date.

ALSO WORTH KNOWING

The Punch makes for a good family car as it has 90-degree-opening doors that make ingress/egress easy. It has received a 5-star safety rating from Global NCAP for adult occupant protection.

Second hand Tata Punch price, resale value

You can find used examples for anywhere between Rs 4 lakh and Rs 10 lakh, depending on the trim, powertrain and year of manufacture. However, refrain from spending over Rs 7 lakh-7.5 lakh as you’d be better off buying a brand new one. As the Punch received an update recently, you can use that to haggle for a better deal.

Also see:

Updated Tata Punch launched, price starts at Rs 6.13 lakh

Updated Tata Punch price, variants, features explained

Hyundai Exter vs Tata Punch comparison: Lightweight champs

I’m thinking of buying a new car, but I’m confused between the Audi A4 and the Audi Q3 Sportback. The A4 is a bit cheaper, at Rs 46 lakh, but it’s going to be discontinued in 2025. The Q3 Sportback is a bit more expensive – Rs 50 lakh – but it’s newer and might hold its value better. What do you think I should do? I like the A4 a lot.

Purav Patel, Nashik

Autocar India says: Both the Audi A4 and Audi Q3 are good cars, but we would pick the A4 because it’s nicer to drive. In fact, the A4 is the best luxury sedan in its class thanks to a smooth and peppy engine, exceptional ride and a solid build. The Q3 is more practical if you are driving mainly on rough roads, and it has a more comfortable back seat – the A4’s a bit cramped at the rear. We understand the resale value concerns, but we would still pick the A4 over the Q3, and that Rs 4 lakh saving could offset the lower resale value when you eventually sell it.

Also See:

2022 Audi Q3 India video review

2022 Audi Q3 India review: Back with a bang

2021 Audi A4 facelift video review

2021 Audi A4 facelift review, test drive

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

I am looking for a luxurious family car between Rs 1 crore and Rs 1.5 crore. We’re a family of five – three adults and two kids – so my priority is comfort. It needs to be a recognisable brand, have a decent road presence and have updated technology. I will be driving the car, but my usage will be very low. I can extend my budget slightly if you strongly recommend a car. I am not in favour of EVs and would prefer petrol.

Mohit Sarin, New Delhi

Autocar India says: There’s a fair bit of choice for your budget, but we would suggest you look at the Mercedes-Benz GLE. It has a good road presence, is a very strong brand, the back seat is spacious, the MBUX infotainment system has the best on-board tech, and it is fairly reliable.

Also See:

Mercedes Benz GLE facelift review: Small updates for big Merc SUV

Mercedes Benz GLE facelift video review

Mercedes-AMG GLE 53 Coupe review: The everyday AMG

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

Honda has issued a voluntary recall for its flagship tourer – the Gold Wing GL1800 – in India, with motorcycles manufactured between March 2018 and May 2021 being affected.

1. Part replacement will be done free of charge
2. Customers can check if their bike is affected on Honda’s website

Honda Gold Wing GL1800 recall details 

Honda has identified a potential issue in the primary drive gear fastening bolt of certain Gold Wing engines. Under some conditions, the bolt may break and cause engine stoppage.

As a precautionary measure, the replacement of the affected part will be carried out at BigWing dealerships across India starting from the third week of December. As is the case with voluntary recalls, the replacement will be done free of cost irrespective of the warranty status of the vehicle.

Honda BigWing dealers will proactively notify customers for the inspection of their vehicle. Gold Wing customers can also check if their vehicle is affected by entering their bike’s VIN number on the BigWing website (www.hondabigwing.in).

The Gold Wing models have always been the pinnacle of Honda’s two-wheeler line-up and the current model with its 1,833cc horizontally opposed six-cylinder motor continues that trend. At Rs 39.70 lakh (ex-showroom, India), the Gold Wing is the most expensive bike in Honda’s line-up.

Also See: 2018 Honda Gold Wing review, test ride

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

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.

Also See:

Mercedes AMG C 63 S E Performance launched at Rs 1.95 crore

Bentley pushes electrification plans due to lower demand

The Mercedes-Benz E-Class has a long, storied history with India with the first model officially launched almost 30 years ago. It has been going strong ever since and has been the bestselling Mercedes in India for years. Its popularity only grew with the introduction of the long-wheelbase V213 model in 2017. In its sixth generation now, the V214 E-Class is bigger, techier and promises the same chart-topping performance. We test the claim with the entry-level E 200.

Mercedes-Benz E-Class exterior

The new E-Class is longer, taller, and has a longer wheelbase than before, and as a result, road presence is considerable. Up front it gets LED headlamps in Merc’s latest design language, but the digital LED lights with projector elements are reserved for the top-of-the-line E 450. The star-studded grille with the huge Mercedes logo further adds the necessary bling, though its thick black surround seems at odds with the otherwise restrained and classy look.

Over to the side, the added length gives it that much-needed limousine look, while the S-Class-like flush door handles are a techy touch. Like the new BMW 5 Series, the E-Class also gets 18-inch wheels, but, as the spokes stretch to the end of the rim, they feel bigger and don’t look as disproportionate as the ones on the BMW. The separated rear quarter glass is a nod to the Maybach S-Class.

At the rear, it gets LED tail-lamps with a tri-arrow design motif, and a healthy dose of chrome. 

Mercedes-Benz E-Class interior

The E-Class has also grown on the inside, both in terms of space and modernity. The front section is dominated by what’s called a ‘Superscreen’, which means the dashboard itself is made of three individual screens: a 12.3-inch free-standing digital instrument cluster, a 14.4-inch touchscreen infotainment system and a 12.3-inch passenger touchscreen. We’ve seen this cluster on new Mercs with a host of customisation options (although not as much as in larger Mercs), but the large centre screen is where most of the functionality is. So much so that even the AC vents are digitally controlled via the settings in the climate menu of the screen. Definitely a handful, but something that would mostly concern the chauffeur more than the owner seated in the rear, and luckily can be manually overriden. Moreover, HVAC controls are now exclusively in the touchscreen like the S- and C-Class, but less intuitively, require a two-step process to access.

What’s impressive are the seats that offer good room and support with the right amount of cushioning. The soft pillows help, but ventilation is sorely missed on hot days. Also, strangely, the Burmester sound system’s stunning 4D experience is exclusive to the front seats. The speakers inside the seats can be altered up to 10 levels, and at their maximum, are strong enough to double up as a massage function as well. Aesthetically, it gets a large open-pore wood panel for the centre console and soft-touch materials all around. What is a slight irritant is the cramped footwell with a cramped dead pedal – noticeable if you are someone with a UK12 foot size. 

In the back, space is even more generous than before. But it’s not just the sheer room on offer; the overall comfort is impressive as well. The seats, like at the front, are hugely comfy with the right amount of support and cushioning; however, the party piece is the recline that’s moves the backrest from 26 degrees to 36 degrees. And that's not all, the seat squab also features an extendable underthigh support for added comfort. Add to that the ‘Boss’ mode, which allows you to push the passenger seat all the way to the front, and you get enough room to sit as comfortably as you would in a lounge chair. It also features powered sunblinds for the rear windshield and windows with manual blinds for the rear quarter glass. AC performance was a sore point for the earlier version, but the four-zone climate control and the AC vents housed in the centre and B-pillars help cool the cabin fast. However, a command touchpad to control the infotainment from the rear would have been a cherry on top.

The India-spec E-Class gets the ‘Chauffeur Pack’ as standard, which brings with it a foldable centre armrest for the rear with cup holders, a wireless charging pad and some storage space. Fold the armrest back and you’ll have a centre seat, but it’s far from comfortable due to the large centre tunnel hump. This makes the E-Class only an occasional 5-seater.

What does improve practicality, however, is the fact that you no longer have to sacrifice boot space with a spare wheel. The space saver now sits under the boot floor and results in a rather generous 510-litre boot.

Mercedes-Benz E-Class performance

The new E-Class comes with three powertrain options: the E 200 seen here with a 2.0-litre turbo-petrol engine, the E 220d with a 2.0-litre diesel and the E 450 with a 3.0-litre six-cylinder turbo-petrol engine. In terms of performance, the 2.0-litre petrol engine makes 204hp and 320Nm but also features a 48V mild-hybrid setup that bumps up the power by 23hp under acceleration. That said, the response is linear and the surge in acceleration is gentle. Although it’s more responsive in Sport mode, it never feels too aggressive. Mated to the engine is a 9-speed automatic, which, thanks to the closely stacked gears, always ensures you are in the power band.

The mild-hybrid setup aids in bottom-end response and the torque flattens out once you’re over triple-digit speeds. The engine is refined, but there’s a raspy exhaust note that seeps into the cabin past 3,200rpm; it is far from sounding coarse. 0-100kph is a relaxed 8.25 seconds but there is no dearth of pulling power during overtakes.

Mercedes-Benz E-Class ride and handling

While the performance might not be something to boast about, the focus of an E-Class is always comfort and ride quality. With 18-inch wheels and a soft suspension setup, the new E rides well and composed on smooth highways. However, over broken roads, especially at low speeds, there is a fair bit of movement inside the cabin, and it can thud over bad patches. That said, ground clearance is something you don't have to worry about much with the new E. Large speed bumps are well managed, and the car almost never scrapes its underbelly. Impressive, but you still need to be wary of the long wheelbase over some poorly built speed bumps. 

Handling manners are neutral with a light yet sharp and linear steering that aids manoeuvrability. You can tweak the response in the drive modes, but it remains a comfy cruiser and not a corner carver. That said, grip levels are good and body roll, despite the soft suspension, is only marginal.

Mercedes-Benz E-Class price and verdict

Priced at Rs 78.5 lakh, the E 200 is only Rs 2 lakh more than its predecessor, and given the updates, it's not a significant amount. Against its rival, the 5 Series, also available in long-wheelbase guise, it's Rs 5.8 lakh more, so a comparison between the two is inevitable. But as things stand, the new E-Class – especially in this E 200 guise – has got a lot of things right. Sure, more tech should have been lavished at the rear instead of the front given its primarily chauffeur-driven duties. Still though, it is a vast improvement over the previous version, which is a feat in itself. 

It gets the stately look expected of a limousine, plenty of tech to keep it modern for a few years, and amazingly, an even more spacious and comfy rear seat than before. It's clearly then a no-brainer. The only question remaining is if it is better than the new BMW 5 Series, and we will find that out soon.

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Next-gen Mercedes CLA previewed ahead of global debut

Constant changes in EV taxation distort the market, says Mercedes India CEO

Mercedes-Benz is on an onslaught in India and wants to leave no segment empty. After EVs, coupe-SUVs, and even sedans, it is now the turn of a convertible. And no, unlike the previous ones (E 53 cabriolet and SL 55), this one does not carry an AMG badge. The CLE 300 is a cabriolet that is far from the usual gung-ho AMG models, and instead, is a convertible for those who want to take it easy. It’s more about style and the feeling of the wind in your hair than about lap times and cornering.

Mercedes CLE: design

The CLE’s calling card is its top down laid-back character. 

In terms of design, there is a faint resemblance to the C-Class, but that’s all it is. Up close, the CLE is very different. The India-spec gets the AMG line treatment as standard, which adds a layer of sportiness to the design. As a result, the only chrome bits on the face are the studded grille and the strip on the front lip. The digital LED headlamps are wider and sharper, the bonnet features two muscular power lines, and the bumpers are sportier with piano black accents.

Over to the side, you can tell it’s closer to a C-Class in dimension, thanks to the identical wheelbase. However, it trumps the C in terms of length and width. There is a prominent strip of chrome on the window line, the A-pillars, and the door handles. What also look the part are the sleek 19-inch wheels. A lot of the design will come down to your choice of colour combination. The soft-top can be had in a subtle black shade, but if you want a bit more pop, you can choose a shade of red as well for the roof.

At the rear, the LED tail-lamps get a connecting element, and sporty bumpers incorporate the trapezoidal chrome exhaust tips that, like on all modern Mercs, aren’t actually connected to the exhaust system.

With the top down, it’s hard to miss the CLE. The long bonnet, raked windshield, sharp wheels and a stunning stance make it a looker. But even with the top up, it’s not like you’ll pass it over as just another Merc. The lines and form factor are properly unique and with the right colour combination, it will stand out.

Mercedes CLE: interior

Neck warmer acts as a scarf in chilly conditions.

The interior of the CLE 300 is quite close to the C-Class when it comes to the dashboard design and layout. The AC vents, 12.3-inch instrument cluster and the 11.9-inch touchscreen are a straight lift, but on the CLE, the touchscreen gets a tilt function to reduce glare, especially when the top is down. Also, like with the soft top on the outside, you can opt for a bold upholstery choice for the interior to add a bit more drama.

There are more exclusive bits in the form of a wind deflector that pops out over the top of the windshield and ensures the airflow isn’t ruining your hairdo. There are vents in the front headrests that channel warm air onto the front passengers’ necks, acting as a virtual scarf in chilly weather. While that may be appreciated up north, the rest of the country is likely to keep it switched off. In terms of comfort, the seats are excellent with the right amount of cushioning and support – long distance drives will be effortless. They also get seat kinetics, along with heating and ventilation, which adds to the overall comfort. The CLE is a 2+2, but space in the back is best suited for children or short drives for adults under six feet. The backrest is upright, underthigh support is near absent and knee room is tight as well. Getting in and out, though, is extremely easy with the top folded away.

Spare wheel eats into the already low boot space.

What may also pose a challenge for long trips is the lack of boot space. With the soft top down, there isn’t much room; there’s space only for soft bags. Add a spare wheel, which in our conditions is handy, and you’re left with very little space. 

Mercedes CLE: performance

Relaxed is the one-word description for how the CLE drives. It is laid back, restrained, and perfect for a quiet cruise. With the top up, cabin insulation is excellent and does a great job of muting a lot of ambient chaos of the city. The soft top has multiple layers of sound deadening, which helps keep out the excessive road and wind noise. It can be opened in just 20 seconds at speeds of up to 60kph.

The 258hp, 2.0-litre turbo-petrol is creamy smooth and has dollops of torque that come in gradually. Instead of lunging ahead each time you flex your right foot, the CLE glides and picks up pace gradually. Though it gets more eager when you change the mode from Comfort to Sport, it still remains close to its character as a Mercedes-Benz rather than an AMG. What adds some zest to the performance is a 48V mild-hybrid system, which provides a bit over 20hp under hard acceleration. Still, nothing about it makes you want to corner hard or drive enthusiastically, and it urges you to cruise and enjoy the top-down experience. At high revs, there is a faint rasp of the exhaust, but nothing more. 0-100kph takes 6.7 seconds and the 9-speed automatic works very well via the paddleshifters.

Mercedes CLE: ride, handling

Maneuvering the CLE is easy, and despite the heft gained in Sport mode, it remains light on its feet. 

Being a long-distance cruiser, the suspension on the CLE is tuned for bad roads. It is soft and supple, and hence, despite the 19-inch wheels, ride comfort is very good. There is no adaptive suspension, so changing the modes won’t change the ride, but the stock setup works very well for our road conditions. One miss would be a nose-lift function as ground clearance is something to worry about, especially with a full load. Handling is effortless with a light steering. Maneuvering the CLE is easy, and despite the heft gained in Sport mode, it remains light on its feet. The 4MATIC all-wheel drive system offers good grip and control in bends, should you end up driving it enthusiastically.  

Mercedes CLE: price, verdict

At Rs 1.1 crore (ex-showroom, India), the CLE 300 is pricey. However, it has no direct rival as of now. The BMW Z4, at Rs 90.90 lakh, is cheaper and gets more power, but it’s a totally different experience thanks to its sportier character. While the Rs 1.3 crore Mercedes-AMG E 53 cabriolet is a full Rs 20 lakh more – and very good – it isn’t as relaxing as the CLE 300.

What the CLE 300 offers is a car that is comfy and luxurious enough to use as a daily driver, but can change its character in 20 seconds and offer a completely different experience. It sits in a sweet spot with no direct competition, and if a smooth, relaxing convertible is what you want, this will be a nice choice.

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New Mercedes E-Class review: Has the best gotten better?

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.

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New Maruti Dzire video review 

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

Mahindra Scorpio N Z8 Select review: price

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

Also see: Mahindra Scorpio N petrol MT video review

Mahindra Scorpio N Z8 Select review: features

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

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

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

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

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

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

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

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

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

Mahindra Scorpio N petrol-MT review: interior and exterior

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

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

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

Mahindra Scorpio N petrol-MT review: verdict

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

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Mahindra to launch electric Bolero, Scorpio

2022 Mahindra Scorpio N review: Sting in the tale

There are various ways to say you’ve arrived in life, and the Maybach badge is one way of doing it in style. When it was put onto the GLS, though, not only was it a power statement, it added a cool quotient, too. It doesn’t just say you’ve arrived; it shouts it. 

Mercedes-Maybach GLS 600 facelift design

The 2024 version continues the pimped-out look with loads of bling all over, but with more Maybach logos and badges all over the car. We counted 61, with surely a few more tucked away where we did not notice. So, if you’re looking for understated, maybe look elsewhere. The pomp and attitude extend to the now-famous Free Drive Mode (or Bounce Mode, as it’s lovingly called on Instagram), which is meant to bounce the SUV on its air springs to unstick you from soft sand, but in reality, it syncs up nicely with your favourite rap song.

It’s easy to get carried away talking about this car’s many fun elements, but let’s get to the changes for the 2024 version. The flashy chrome grille that stares at you like a flashing grin has been tweaked slightly with thicker outlines. The bumper is redone, and where the air intakes were, you get a multitude of logos made of plastic, which seem amiss and don’t look Maybach-level. 

While it comes in five regular colours, if you want to stand out from the crowd, you can get dual-tone paint options and even up the wheels from 22 to 23 inches. In fact, since this is a CBU import, you can pretty much have it tailor-made. At the rear is a new tail-lamp signature, and the Maybach chrome tailpipe surrounds are back. 

Mercedes-Maybach GLS 600 facelift interior and features

Inside, there aren’t many changes, but here, too, there’s plenty of customisation potential. The open-pore wood in this car looks lavish, coupled with the Nappa leather with contrast double stitch. The steering wheel is new, the MBUX software is now the latest version and gets a fingerprint sensor, and the new graphics are crisp and clean. The graphics quality can be truly experienced when you pull up the Energiser Package menu, which combines sounds, visuals, ambient light and massages to transport you to your happy place, be that a forest, a club, or, in our case, some summer rain on a sweltering day like the one when we tested the GLS.

The Maybach GLS now also gets Level 2 ADAS, and the features list remains extensive, with 11.6-inch rear screens, a 590W Burmester sound system, and heating, ventilation and massage functions for all four seats. There’s a tablet controller for rear passengers, blinds and wireless charging. Though there are a lot of options, Mercedes has kept the standard specification for India high.

One option you simply must tick is the First Class rear seating package with the fixed central console, 43.5 degrees of recline, and leg rests. You can then opt for a refrigerator, but be warned that it eats up a lot of boot space, and honestly, it might be easier just to put a cooler in the boot. 

Climbing into the Maybach GLS is a haul up as the SUV rides quite high, but like before, there’s a cool retractable side step that folds out as you open the door, like a valet preparing your entry. Once in the rear seats, you’re transported into a world of first-class travel. Reclined, with my legs up, all cool and comfy, the Mumbai traffic seemed to be far away as I was ferried along serenely in the well-insulated cabin. 

A lot of tech has gone into ensuring passengers feel that level of luxury, not only in the silence of the cabin but also in the ride. In Maybach mode, the responses are softened: suspension, acceleration and gear changes. In fact, it’s so smooth that cutting through a construction zone makes me wonder whether the work has been completed. It’s thanks to the optional e-Active Body Control that reads the road ahead and pre-adjusts the suspension, so you feel like you’re floating. 

Mercedes-Maybach GLS 600 facelift performance

But a petrolhead like me couldn’t stay pinned to a rear seat for long, and I switched over to the driver’s seat. First up, I toggled the drive mode to Sport, and as I accelerated away, I was amazed by how smoothly and quickly this 2.8-tonne luxury liner gained momentum. The 4.0-litre V8 was smooth and strong, delivering power from the get-go. The 9-speed auto shifted smoothly and seamlessly, keeping up the reputation of refined luxury. However, when you plunge your foot to the floor, it takes a breath before dropping down the gears. You can circumvent that pause with the paddles if you’re in a spirited mood. 

Mercedes-Maybach GLS 600 facelift ride and handling

New tail-lamp pattern for 2024, but bling remains the name of the game.

The steering is light, letting you tuck into traffic gaps with ease you can’t imagine, and while it’s not quick, it does give you enough feedback around corners, too. There’s some roll around corners, but e-Active Body Control comes to the rescue again. Its Curve Mode will lean the car into corners to counter the roll, much like a bike. But the Maybach GLS is most comfortable cruising silently on a highway, ferrying its passengers on a cloud of comfort. It also has off-road modes and assistance, but I doubt owners in India will venture anywhere off the road in this car.

Mercedes-Maybach GLS 600 facelift price and verdict

The new Maybach GLS 600 starts at Rs 3.35 crore, Rs 39 lakh higher than before. While the basic specification is good, you can spend as much as Rs 1.5 crore more on options, only some of which are fitted to this car. It gives you loads of attitude, a cool quotient, ultimate comfort, and luxury. And, oh yeah, it can dance, too.

Also see: 

Mercedes-Maybach GLS 600 facelift video review

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Hanging onto the steering wheel for dear life while mumbling expletives is not what you imagine when you think of driving an S-Class. However, when it wears a ‘63’ badge, things are slightly different. More so when that badge gets red highlights, because that means the S-Class in question isn’t the usual, sophisticated, good boy, but its evil cousin. The Mercedes-AMG S 63 E-Performance is an 802hp limousine that is ready to rip a hole through time, and as its name suggests, it’s all about the performance. For once, the back seat takes a back seat in an S-Class. 

Mercedes-AMG S 63 powertrain and performance

The S 63 is a plug-in hybrid gone rogue. It gets a 4.0-litre twin-turbo V8, putting out 612hp and 900Nm, but then a 13kWh battery and electric motor on the rear axle put out an additional 190hp and 320Nm, bringing the total output to a hysterical 802hp and 1,430Nm. Deploying 1,430Nm of torque to the tarmac is like putting Usain Bolt on your home treadmill. There is so much grip that it feels like the car is trying to stretch the road beneath it every time you put your foot down. As a result, despite its 2.5-tonne heft, it can go from 0 to 100kph in just 3.4 seconds. The top speed is limited to 250kph, but if you opt for the Driver’s Pack, you can remove the limiter and get it up to 290kph. Clearly, range is not the priority for this hybrid. 

The numbers on the S 63 are intimidating, to say the least, and the experience from behind the wheel is, too. The car picks up the pace with zero lag, and you need to keep an eye on the speed readout; otherwise, it’s just a blur as you accelerate. 

What helps bring this earth-shattering performance to the road are two transmissions. The engine uses a speedshift 9-speed MCT, and the motor gets its own 2-speed transmission, because it spins at a different RPM from the engine. First gear on the motor is good enough for up to 140kph and only after that does it switch to second for a smoother torque transition. 

What you’ll be using most is the 9-speed with its paddle shifters. Needless to say, it is extremely responsive, and in Sport and Sport+, it’s extremely aggressive as well. When you push the car hard, shifts are immediate, and for total control, you can switch to ‘M’ or manual mode, where it will not upshift unless you tug at the right paddle. However, for everyday driving in the city, it isn’t the smoothest. There are noticeable jerks at low speeds, and even in Comfort mode, you’re constantly made aware of the massive power waiting to be unleashed. Then there is the exhaust, which, sadly, isn’t all-natural. A lot of it is fed through the speakers, and for the most part, you’ll barely hear it outside. Rev it high enough, though, and the V8 roar is very much there, along with pops and bangs that add to the drama. 

We’ve seen this powertrain in the GT 63 S E-Performance, where it had even more power (834hp) but a smaller (6.7kWh) battery. The S 63’s larger 13kWh battery results in a higher claimed electric-only range of 33km.  

Mercedes-AMG S 63 hybrid technology

The 13kWh battery pack uses Formula 1-derived tech and contains 1,200 individual cells that have a dedicated coolant line for thermal management. Not only is that better for packaging, but each cell can also be cooled individually, so you can push the car and not worry about overheating the battery. There are four recuperation modes—varying the level of regen—and you can charge the battery using a Type-2 port and the onboard 3.7kW AC charger. 

Exclusive to the S 63 is a ‘B’ or Battery Hold mode that helps preserve the SOC. This allows you to switch to the all-electric ‘EL’ mode in heavy traffic and save some precious high-octane fuel. 

Mercedes-AMG S 63 ride and handline

Because this is an AMG S-Class, there are two contrasting ideologies at work—sportscar handling and luxurious ride comfort. If you want S-Class levels of soft and supple, this won’t do the trick. The ride is inherently firm, and although it gets adaptive air suspension, you will feel jitters in the cabin even in Comfort mode. It also gets active engine mounts, which help keep things composed, and once you find a winding ribbon of tarmac with long swooping bends, the AMG side of the dynamic package is really felt. That said, on our bad roads, the one thing that you absolutely have to be aware of is the low ground clearance. Sure, the air suspension has a raise function that helps you gain some crucial millimetres, but you still have to crab crawl over big speed bumps to avoid grazing the underbody. 

In terms of handling, you don’t really expect big things from an S-Class, but AMG’s pedigree clearly flows through this car’s veins. The 4Matic+ system, along with 3-degree rear-wheel steering, makes a huge difference in the bends as well as in U-turns and three-point turns. Despite having the same long 3,216mm wheelbase as the standard S-Class, in the corners, it is agile and sharp. 

However, in seriously tight turns, its 2.5-tonne weight is what pulls it down, and at such points, all that handling tech can only do so much. 

Mercedes-AMG S 63 design

In terms of design, there are many telltale signs of it being an AMG. Edition 1 gets the ‘Night Pack’ that replaces every inch of bling with blackened bits and the ‘Carbon Pack’ that adds racy carbon-fibre elements to the air dams, splitter, side sill, mirrors and diffuser. Apart from that, it gets sporty bumpers with huge air dams, the massive ‘Panamericana’ grille and an AMG logo in place of the Mercedes-Benz emblem. There are also 21-inch wheels wrapped in Michelin Pilot Sport 4 tyres and carbon ceramic brakes (standard on the Edition 1).  

The rear, which many will find themselves looking at, features quad exhaust tips and red highlights for the badges, letting everyone know that this is an E-Performance and something that’s not to be trifled with. 

Mercedes-AMG S 63 interior and features

On the inside, the S 63 prides itself on its AMG roots with a healthy dose of carbon fibre. The dashboard gets a carbon-fibre slab with a red weave within. The upper half also gets red stitching along with Nappa leather seats, which, though sporty, are superbly comfy as well. The new bit is the performance steering wheel that gives it full-blown AMG cred. Wrapped in Alcantara and leather, its plethora of touch buttons might seem intimidating at first, but it doesn’t take long to get used to. The steering also features context-sensitive AMG knobs that feature shortcuts to adjust the suspension, gearbox, drive modes and even the exhaust. 

Also new are racier themes for the instrument cluster and telemetry, such as engine temperature, motor and battery readouts, and performance timing. The massive touchscreen in the centre is the nerve centre of the whole car, controlling everything from the AC to the chassis, and it’s super responsive. But rest assured, the screen has plenty of displays and data to satisfy your inner nerd.  

The rear seat may not be the best seat, given this is an AMG, but it’s always going to be special in an S-Class. You have plenty of room to stretch out, and all the bells and whistles like seat massaging, heating and ventilation, along with the ability to move the passenger seat ahead and fully stretch out.

There is a superb Burmester 4D sound system, panoramic sunroof, incredibly comfy seats, rear entertainment screens, and even noise-cancelling headphones if the V8 is not sonorous enough for you. That said, with all that carbon fibre surrounding you and the grin on your chauffeur’s face, it won’t be long before you want to jump back into the driver’s seat. Also, since the S 63’s hybrid tech sits over the rear axle, the boot space is down to 310 litres, and you don’t get a spare wheel either. 

Mercedes-AMG S 63 price

The S 63 E-Performance is priced from Rs 3.3 crore onwards, and the ‘Edition 1’ seen here, of which only three have been imported to India (and sold out), is listed at Rs 3.8 crore. It has supercar levels of power and all the luxury elements, and it is loaded with tech. Yet you’d struggle to justify the purchase. If you want a fun-to-drive car with lots of power, there are better options, and if you want a luxury car, the S-Class is already mighty impressive. It is difficult to see the logic, but as soon as you drive it, there is something about it that invokes your inner child. It won’t win track events or get you any drag race trophies. You won’t have a plausible justification. If you are the sort who looks for plausibility, this is definitely not the car for you. It’s a laugh, and you buy it because you can. If they ask you why you bought it, it’ll only take a quick spin to get them an answer. 

Also see: 

Mercedes India confirms over 12 new cars, SUVs coming this year

Next-gen Mercedes MB.EA Large EV platform cancelled amidst slow sales

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?

I am looking for a luxurious family car between Rs 1 crore and Rs 1.5 crore. We’re a family of five – three adults and two kids – so my priority is comfort. It needs to be a recognisable brand, have a decent road presence and have updated technology. I will be driving the car, but my usage will be very low. I can extend my budget slightly if you strongly recommend a car. I am not in favour of EVs and would prefer petrol.

Mohit Sarin, New Delhi

Autocar India says: There’s a fair bit of choice for your budget, but we would suggest you look at the Mercedes-Benz GLE. It has a good road presence, is a very strong brand, the back seat is spacious, the MBUX infotainment system has the best on-board tech, and it is fairly reliable.

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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

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

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

Also see: 

New Mercedes E-Class video review 

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

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

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

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

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

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

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

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

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

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

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

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

Also see:

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

Mercedes CLE review: Breezy cruiser

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

Also See:

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

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 

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

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

Mercedes AMG C 63 S E Performance powertrain

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

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

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

Mercedes AMG C 63 S E Performance interior, exterior

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

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

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

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

Mercedes AMG C 63 S E Performance price, rivals

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

All prices, ex-showroom, India

Also see:

2024 Mercedes-AMG G 63 video review

Mercedes-AMG confirms future electric super SUV

11th edition of Mercedes-Benz Classic Car Rally slated for November 24

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

Honda has issued a voluntary recall for its flagship tourer – the Gold Wing GL1800 – in India, with motorcycles manufactured between March 2018 and May 2021 being affected.

1. Part replacement will be done free of charge
2. Customers can check if their bike is affected on Honda’s website

Honda Gold Wing GL1800 recall details 

Honda has identified a potential issue in the primary drive gear fastening bolt of certain Gold Wing engines. Under some conditions, the bolt may break and cause engine stoppage.

As a precautionary measure, the replacement of the affected part will be carried out at BigWing dealerships across India starting from the third week of December. As is the case with voluntary recalls, the replacement will be done free of cost irrespective of the warranty status of the vehicle.

Honda BigWing dealers will proactively notify customers for the inspection of their vehicle. Gold Wing customers can also check if their vehicle is affected by entering their bike’s VIN number on the BigWing website (www.hondabigwing.in).

The Gold Wing models have always been the pinnacle of Honda’s two-wheeler line-up and the current model with its 1,833cc horizontally opposed six-cylinder motor continues that trend. At Rs 39.70 lakh (ex-showroom, India), the Gold Wing is the most expensive bike in Honda’s line-up.

Also See: 2018 Honda Gold Wing review, test ride