Like the previous generation we only get the long wheelbase, which makes India only the second market in the world to get the long wheelbase version and the only market globally to get the right hand drive version of the long wheelbase! That’s proof enough of the importance of the E-Class for the Indian market, I guess. And since we’ve already taken a close look at this new E-Class before, it’s now time to tell you what the car is like to drive and be driven in.

This being a full generation change the new E-Class looks very different from its predecessor and there’s a lot of inspiration from the EQ line-up of EVs at the front too. Also, Mercedes-Benz tells us the E-Class buyer in India has gotten younger, which has had it configure the car for the Indian market with a sportier-looking Avant Garde grille that gets piano black surrounds. I think it also helps the grille looks more appealing, as the grille protrudes a bit as compared to the previous generation car and has a large three-pointed star in the centre, that is surrounded by lots of smaller stars. And the effect is a mix of elegance and sportiness both. My favourite bit about the V214 though is how well-proportioned it looks from the sides, and this also adds to its appeal in a big way. In fact it’s hard to not appreciate the car’s silhouette from the sides. The door handles are now flush units, and look identical to the ones we’ve seen on the S-Class.

The rear doors are what Mercedes calls Maybach style doors, where the rear quarter glass is not a part of the door, which helps in making it shorter. The shorter doors add to convenience, especially when you need to open them in a tight parking spot. The 18-inch wheels, look familiar and remind of other Mercedes-Benz sedans, including the previous E-Class itself. The new E-Class also looks very distinctive from the rear, thanks to the three-pointed star motif in its tail lamps, which is unlike any other Mercedes in India and makes this one instantly identifiable, besides the ‘connected’ design of the tail lamp clusters and also the strip of chrome above them that runs across the car’s width. Overall, the new E-Class thus has the typical air of elegance we’ve always associated it with, and while a lot more modern looking, this new E-Class also boasts a heightened sense of classiness.

The cabin also greets you with a heightened sense of luxury with its design besides the more premium quality of materials inside. And inspired the ‘HyperScreen’ we’ve seen in the EQ line-up, the E-Class gets a ‘SuperScreen’, a single glass panel housing the 14.4-inch infotainment screen and 12.3-inch passenger screen. Yes, the front passenger gets a dedicated touchscreen for himself in the E-Class now too! A distinct design highlight on the dashboard, besides the clean, flat design courtesy the glass panel is the neat integration of the air-conditioning vents into its top edge, from end to end, along with the ambient lighting. It looks unique and classy. And this time Mercedes-Benz is offering three colour options for the interior trim including beige and brown, besides the black here.

There’s extensive use of glass, brushed metal surfaces, piano black plastics, soft touch plastics and open pore wood for a more opulent feel. Seats feel very plush too, and along with the new design and more premium materials, help in offering a greater sense of occasion to getting behind the wheel of the new E-Class. Surprisingly, the front seats are missing ventilation and there’s no head-up display either, but nonetheless, lowering yourself into the driver’s seat and holding the familiar-looking steering wheel does feel special. That said, the E-Class has always been positioned as a car for the chauffeur-driven lot of buyers though, something that’s evident as soon as you get into the V214’s backseat. The seats feel plusher and more luxurious than before, get electric recline (reclines up to 36 degrees now), electric sun blinds on the windows, adjustable under thigh support and tiny sun blinds on the rear quarter glass too.

The ‘Chauffeur Package’ helps you move the front passenger seat forward from the rear seat itself, at the press of a button, to make more space, though being the long wheelbase version, kneeroom and legroom at the rear are simply too good. Ambient lighting goes around the rear seats as well, something we’ve not seen before and looks very cool, while also helping the car feel more spacious. And besides a dual-pane sunroof you also get an electrically operated rear blind in the E-Class now. A dedicated wireless charger sits on the rear armrest, and there’s four-zone air-conditioning too, reminding us of the focus on rear occupant comfort. In fact the new E-Class is one of the only cars I’ve driven in recent times that made me want to choose being driven over taking the wheel myself but more on that later. 

One of the biggest highlights of the new E-Class has to be the amount of tech it packs in, headlined by the latest, third generation version of MBUX or Mercedes-Benz User Experience. You now get a high-resolution selfie camera that you can also use for Zoom meetings, though of course only when the car is stationary! The onboard maps are excellent (three-dimensional, with pinch to zoom and zero-lag) and are so good, I could switch to using the onboard navigation in the E-Class from Google Maps! The E-Class also gets what Mercedes-Benz calls the Routine which has the car adapt to your routines like keep the sun blinds open or shut, driving to specific places like your regular coffee shop or more. Another highlight is the 17-speaker Burmester audio system which now includes ‘exciters’ in the front seats. These are tactile transducers that vibrate to beats from your music to offer a unique experience.

Rear passengers can also play music of their choice via Spotify independently, even if the driver’s phone is connected to the car. And besides that high resolution camera you can use for Zoom meetings, the E-Class is also equipped with the web browser from Vivaldi to let you browse the internet or stream videos. A dedicated app store also lets you download a range of applications. In fact there’s so much technology in the new E-Class, I could perhaps write a dedicated review on its infotainment system and technology alone! The car is also high on safety obviously, and besides Level 2 ADAS and a plethora of safety features it is equipped with as many as 8 airbags, including one between the driver and front passenger.  And in what is a first in this segment and definitely a first for the E-Class, front air-conditioning vents can now be adjusted via the touchscreen, though you obviously can control them manually too. It isn’t a mere gimmick though and works well.

I only got to drive the E 200 petrol, powered by a 2.0-litre, four cylinder turbocharged petrol engine, mated to a 9-speed automatic gearbox. The engine puts out 204PS and 320Nm and also gets a 48-volt mild hybrid system offering an additional 23PS and 205Nm. But the first thing you’ll notice, as soon as you start driving, is the silence. The engine is so quiet, you won’t realise it on when idling. In fact I was asked by someone on the road if the E-Class was an EV, that’s how quiet the engine is at idle! That is besides the fact that there’s almost no trace of engine noise even while driving, especially when cruising, as the engine revs at less than 2,000rpm at a speedometer indicated 100kmph. So as far as engine refinement and smoothness are concerned, the 2.0-litre petrol engine really impresses. 

The E-Class is also available with a 2.0-litre, four cylinder diesel, though the range topper this time is a the E 450 4MATIC, powered by a 3.0-litre, straight six petrol engine that puts out 381PS and 500Nm and is capable of going from 0 to 100 in just 4.5 seconds! I expect a lot of buyers to thus opt for the E 450 4MATIC. I have to say though, the E 200 petrol also impresses. It helps the E-Class feel quick, and overtaking other vehicles even at highway speeds is a breeze. In fact the 2.0-litre turbocharged petrol engine helps the car feel effortless, be it at slow speeds or while cruising, also thanks to the additional boost from the mild hybrid system that minimises turbo lag, thus helping the car accelerate quicker.

Moving on, the E-Class is a sedan known for its unmatched ride quality and the new E-Class continues that trend really well. Interestingly, the new E-Class does not get adaptive air suspension for now, but the ride quality is so plush, you’ll almost feel as if you are in the S-Class. And that is besides the NVH levels being so low that if you’re sitting in the rear seat and listening to your favourite music with your eyes closed, you’ll probably forget you’re sitting in a car and not on your recliner at home. The E-Class thus ensures supreme comfort, thanks to its brilliant ride quality and ultra-low NVH levels. What’s also worth noting is that this brilliance is achieved with the use of coil over steel suspension with Agility Control that uses selective damping and combines ride comfort and stability to offer an unmatched experience.

To sum it up, this new E-Class is a huge leap over its predecessor. In fact with its heightened luxury, comfort and all the technology it packs in, this new E-Class is a car that pampers like few other luxury sedans in the country do. Of course, prices have gone up for the E-Class and now begin from ₹ 78.5 lakh ex-showroom for the E 200 petrol here. But in our books, with what it brings to the table and the legacy it boasts, the new E-Class is poised to set new benchmarks in its segment.

The post 2024 Mercedes-Benz E-Class: First Drive Review first appeared on Turbocharged.

A notable improvement is the new double-sided swingarm, which reduces lateral stiffness and weight, enhancing traction and rider feedback. The Panigale V4 also includes advanced electronics such as Ducati Traction Control DVO, Wheelie Control DVO, and Power Launch DVO, designed to improve rider control and confidence. The aerodynamic design has been refined with a new fairing that reduces aerodynamic resistance by 4 percent. Integrated double-profile wings maintain downforce and stability. The design also features a wider and longer tail for increased rider comfort.

Ergonomics have been a key focus, with a riding position optimized for better control and integration with the bike’s aerodynamics. The seat-tank assembly provides more freedom of movement, while redesigned footrests improve ground clearance and aerodynamic efficiency. The Panigale V4 is the first motorcycle to feature Brembo HypureTM front brake callipers, which are lighter and more effective at dissipating heat. The new 6.9″ MotoGP-inspired dashboard enhances readability and provides detailed information, including real-time lateral acceleration and power output.

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Augmenting things on the performance front are three electric motors, which is not surprising considering that Croatian car maker Rimac now has a controlling percent stake in Bugatti. The 8.3-litre, V16 engine revs to 9,000rpm and offers 1,000PS and 900Nm on its own, making it one of the most powerful combustion engines in a road-going car ever. This is besides the three electric motors (two on the front axle and one on the rear axle) which offer an additional 800PS, making for an unreal output of 1800PS! All this power is put down via an 8-speed dual-clutch automatic transmission.

Bugatti decided not to continue with the quad-turbo engine to offer a more emotive experience through a naturally aspirated engine, which has also enabled the 9,000rpm redline. The engine uses dry sump lubrication along with a cross-plane crank and weighs a mere 252kg! The electric motors are juiced by a 24.8kWh battery which offers a standalone, electric-only range of 60km. Claimed 0-100kmph time is a scant 2 seconds, 5 seconds for 0-200kmph, while the claimed top speed is 445kmph!

The Tourbillon uses a forged aluminium multi-link suspension setup, claimed to be 45 percent lighter than the Chiron’s, and suspension and chassis (carbon composite) components have been developed using 3D printing. Also, at 1,995kg, the Tourbillon is lighter than the Chiron, thanks to its bespoke carbon shell.

The Tourbillon looks a lot sleeker than the Chiron and is far more aerodynamic, despite its dihedral doors, even making the 400kmph-capable Veyron look like an old dinosaur. Interiors retain the timeless feel of combustion engine-powered cars, including the instrument cluster which has been designed and built by Swiss watchmakers! Prices begin from ₹34 crores, and that’s excluding taxes and duties, and only 250 units of the Tourbillon are being made for the world!

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The BMW X3 lineup includes four models: BMW X3 30e xDrive with 299PS and 450Nm, BMW X3 20 xDrive with 208PS and 330Nm, BMW X3 M50 xDrive with 398PS and 580Nm, and BMW X3 20d xDrive with 197PS and 400Nm. Each model is equipped with BMW’s xDrive system and an eight-speed automatic transmission. 

Inside, the X3 boats BMW’s ‘Curved Display’ that dominates the dashboard. The cabin is outfitted with new ergonomic seats and a modern flat-bottomed steering wheel.

Details about the India release have not been disclosed yet. When it arrives, the BMW X3 is expected to compete against the likes of the Audi Q5, Mercedes-Benz GLC, and Volvo XC60 in the premium SUV segment.

The post 2024 BMW X3 breaks cover first appeared on Turbocharged.

While the splendor retains its design, it now gets LED headlamps with what hero calls HIPL (High Intensity Position Lamp along with a refreshed taillamp. It continues to feature a 100cc engine that puts out 7.9PS at 8000rpm and 8.05Nm at 6000rpm. Hero claims that the splendor will return a fuel economy of 73kmpl. It will be complemented by the i3s (idle stop-start) system.  

The splendor will now come with a host of added convenience and safety features such as a fully digital cluster, eco-indicator ( for fuel efficiency), RTMI (Real Time Mileage Indicator), service reminder, side stand indicator, hazard lights, side-stand engine cutoff, bank angle sensor and tubeless tyres. 

Hero has conveyed that the bike will receive a 5 year/70,000km warranty and an enhanced service interval of 6000km. The Splendor+ XTEC 2.0 will be available in three colour options- Matte Gray, Gloss Black and Gloss Red. 

The post Next-gen splendor breaks cover, priced at Rs.82,911 first appeared on Turbocharged.

The first time I saw the Swift in flesh, back in 2005, it was wearing a unique turquoise blue colour and my first impression was of it being a European hatchback, given the design and hue both. The second generation Swift looked a lot sleeker just like the third generation Swift, the fourth generation version looks like an evolution of the second generation car. That’s not a bad thing at all though. It’s also important to note that given the Swift’s iconic status, moving away from the design language of the previous generations entirely would have been a bit of a risk. The new car is identifiable as a Swift instantly and if anything, the updated design only makes it look more premium. This holds true for the front end particularly, with the clamshell bonnet and sleek headlamps that integrate the DRLs. I also feel the new grille looks a lot better with its design and gloss black finish. 

Interestingly, while we were shooting the car, a passer-by stopped to enquire about the car and even said it looks like the Mini Cooper with its design, red colour and contrasting black roof! The side profile reminds of the previous generation Swift too, while the crease on the shoulder line is new and makes a strong visual impact and has been matched to the hood perfectly. The new Swift is about 15mm longer and sits 10mm lower than its predecessor but the wheelbase and width remain unchanged. Lower variants run on 14-inch wheels while the top, ZXi variant runs on 15-inchers while look nice, but I would have liked the Swift to be offered with 16-inch wheels to add to its sportiness. Move to the rear and you’ll notice it’ s easy to identify the car as a Swift despite the new tail lamp design, which again adds to the sense of familiarity. 

There’s also a clear focus on offering a more premium vibe inside the cabin too which reflects strongly in the new dashboard design. The textures on the dashboard and sense of spaciousness despite the all-black theme add to this feel. A larger, 9.0-inch touchscreen takes centre stage and while the screen itself looks good, its surrounds extend a bit too much on either side. Quality of plastics impresses, though some use of soft touch plastics would have elevated the cabin’s premium quotient further. The steering wheel remains unchanged and looks nice with its flat-bottom, while the instrument cluster looks impressive, given the design of the dials. It’s also nice to see analogue dials and not a display – they are more pleasing to look at and go well with the Swift’s positioning. Seats feel sporty and there’s little to complain about in terms of support or comfort. 

The rear bench is comfortable and legroom and kneeroom are impressive, ensuring the Swift will continue appealing to family car buyers. The rear half of the cabin feels roomier now as rear door handles are positioned conventionally and do not reduce the glass area, which is yet another positive. Seating three abreast isn’t a problem but the rear AC vents will need the person sitting in the middle to manage around them. The new Swift also comes loaded with features and technology – you get six airbags as standard along with ESP, hill-hold assist. Creature comforts include cruise control, wireless charging, wireless Apple CarPlay and Android Auto connectivity, a reverse camera and rear parking sensors, wireless charging pad and multiple USB ports, including a Type-A and Type-C each for rear passengers. 

One of the biggest changes is the switch to the all-new Z-series engine which is a three-cylinder engine. This is quite a departure from the 4-cylinder engines we’ve seen on previous iterations, besides which, this new engine is about 10 percent less powerful than the previous engine. Is that something to be concerned about? I don’t think so. Yes, the drop in power can be felt, but throttle responses are quick and fuelling is precise which makes for a likeable feel. I certainly would have liked to see this new Swift offered with the more powerful 1.0-litre Boosterjet engine I fell in love with in the Fronx. That’s a motor which will do better justice to the car’s updated Heartect platform and the impressive dynamics it brings with it. The 1.2-litre Z-series engine will suffice for most buyers but enthusiasts are sure to be left wanting for more power, and start looking at ways to extract more power from the engine. 

Acceleration is reasonably quick and the Swift does not feel sluggish but yes, there is a want for more grunt when driving enthusiastically. 0-100kmph times should be in the region of 14 seconds, which is slow given the Swift’s reputation as a driver’s car. That said, it should be interesting to see how the car will feel with a full load of passengers and some luggage in the boot. Slapping on a turbocharger seems like a logical solution then, something we’ve seen a lot of enthusiasts do with their Swifts previously. On the positive side, despite being a three-pot motor the Z-series engine sounds quite sporty and has a nice thrum to it. It’s also very refined and at idle, it is difficult to gauge whether or not the motor is running. The biggest talking point about this new engine though has to be its stupendous fuel efficiency. ARAI-certified efficiency stands at a lofty 24.8kmpl for the manual version and an even more staggering 25.75kmpl for the AMT version. 

That’s impressively close to the Grand Vitara’s strong hybrid’s ARAI-certified number of 27.97kmpl – all from a three-cylinder naturally aspirated engine! The Swift’s low kerb weight of 920kg for the manual and 925kg for the AMT. The Swift has always been a ‘mileage champion’ and the Z-series engine should ensure it’ll continue to be seen as one and impress buyers looking for a car that’s light on the wallet with its excellent fuel efficiency, even in bumper to bumper metro city traffic. Now let’s talk about the one aspect about the Swift that’s always brought a smile to my face, the handling. We’ve always hailed the Swift as sporty and fun to drive thanks to its responsive steering, agility and confidence around corners and I’m happy to report, this new Swift retains that sporty DNA. There’s a very direct feel to steering responses, something we experience amply driving on a specially set course, besides which I also liked the steering system’s behaviour when going fast around bends. 

It’s a car that’s easy to fall in love with for its handling in fact, whether you’re a petrolhead or just the average Joe looking for a car that’s easy to drive. The car feels light and easy to manoeuvre, affords excellent confidence at highway speeds with its stability and holds its line well around corners. And yes, thankfully, electronic parking brakes are yet to make their way into this segment which means the Swift continues to use a manual handbrake which I was yanking at will to go sideways. The new Swift retains its sporty streak and is ever-willing to hang its tail out, while the direct steering makes sure you can catch the slide as soon as that happens. Also impressive is the ride quality. This new Swift retains the older versions’ likeable ride and ensures bad roads are soaked up with aplomb, ensuring excellent comfort. Overall, the Swift certainly lives up to its tag of being a brilliant handler that’s also high on passenger comfort.

So good news is that this new Swift retains the characteristics that have helped its previous generations enjoy immense success. As an enthusiast I’m really hoping an RS version with the Boosterjet is on its way though, because apart from the engine there’s little else to complain about. And with prices beginning from ₹ 6.50 lakh ex-showroom, this new Swift could just prove to be the perfect catalyst to bring hatchbacks back in vogue, a bodystyle we all love!

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